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#91
08-18-2011, 08:41 AM
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I think there is a bit of atmospheric modeling included, it's just static for now for each altitude band. Temps do tend to drop with altitude, but sitting on the tarmac on the same field (or flying a constant altitude with constant power settings) will give a steady temperature.
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#92
08-26-2011, 08:34 PM
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Shaking above 10k ft
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Increasing it too far reduces power, so increase it until the shaking stops and add a couple of notches. 56RAF_phoenix
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#93
08-26-2011, 09:07 PM
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I am so impressed that you guys are prepared to spend so much time and effort in trying to understand this quirky tempramental unforgiving unreliable awkward old bird.
If only the devs had spent half the time and dedication you guys have on flight testing this aircraft, then maybe we would have had something that would have been worth flying. Perhaps better still they should have spent the time making the wellington a flyable model. This "harder is better" mentality that infests CloD is very frustrating. I do like extra complexity and am perfectly happy messing with rads, oilcoolers, carb heat, prop pitch and boost, but I cannot abide engines that overheat just trying to taxi TO the runway, prop pitch and mix levers not properly modelled and all the other depressing little faults that keep coming to light. Please answer me this question honestly guys. Has ANYONE taken off from England fully loaded arrived over target and bombed on target in the face off flak and enemy aircraft and got back home landed safe with full real settings CEM ? Personally I cant hit a target smaller than say Calais or even perhaps Paris and the thought of a Me110 being within 50km of me is rather daunting to say the least.
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#94
08-26-2011, 09:23 PM
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Quote:
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#95
08-26-2011, 09:42 PM
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One additional drawback, though: On syndicate, you take off from Littlestone and your parking position is fairly close to the runway. So I didn't bother taxiing and pushed the throttle forward from the parking position, ending up on the runway at 40-50mph. If I had taxied, I'd look at an additional wait time of 3 minutes plus just to cool the engines again in order to avoid blowing them on subsequent takeoff. So yeah, the temperature models on the blenheim are pretty much crap. But this is CoD  P.S.: Oh, and I bombed an empty airfield... 
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#96
08-26-2011, 10:32 PM
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i was once over St.Omer looking for the ordered target to bomb at 11.000ft on the ATAG server. i was unable to spot a target , so i decided to attack ships again.
That is what i do with the blenheim online - sinking ships with 500lb bombs with skipbombing. and a penny for every time i look on the cylindertemp gauges during a mission............. oh, i forgott, last time i hunted a squadron of AI Ju 87s attacking my landing area, i could not realy catch (110% throttle and coarse pitch) them
Last edited by JG53Frankyboy; 08-26-2011 at 10:35 PM.
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#97
08-27-2011, 03:33 PM
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Quote:
Took a bit of coaxing and trimming after the initial evasive maneuvers and loss of speed so i was left a bit behind, but i still managed to catch up to the rest of the flight mid-channel and made a no fuss landing. Two things to keep in mind: 1) Don't use more than 60% fuel, you don't need it. (60% is about the limit of the inboard tanks, plus a bit on the outboard ones). 2) The Mk.V's pilot's handbook (which uses the same engines) advises carb heat usage above a a few thousand feet (it's in the checklists i posted). They said they are reworking some of the physics for the next patch, so maybe the taxi will become easier. What usually happens with heavier aircraft is that they need an initial burst of power to start rolling, but after that it's easy to keep them going while almost on idle, maybe we'll get a similar ground handling correction in the FM.
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#98
08-28-2011, 09:58 PM
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Well, with the Air Traffic Control (aka the family) still away on holiday... I tried some skip bombing off line with the Mission Builder.
I was horrified to find that the AI could fly on settings I can't dream of. As soon as I switched the autopilot off, gaskets blew, cylinder heads blew etc. The AI flight model seems miles away from what we can do. Disappointed. 56RAF_phoenix
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#99
08-30-2011, 10:49 AM
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The AI flies a different engine model, this had been announced ages ago during the development of the sim.
This is done for performance reasons: enabling CEM costs as much as 10 FPS on some PCs and that's just the player's aircraft. Imagine what would happen if every AI aircraft had full CEM and on top of that, needed an AI smart enough to use it. We'd be limited to 4vs4 dogfights or less  The way it works is that instead of having the AI conform to all the limitations of CEM (and having to use up even more processing power to have an AI that can work with these), they just give them a set of artificially imposed limits so that they simply don't "cheat". In other words, the AI only knows what is a reasonable speed to fly and flies that speed. It won't operate cowl flaps and manage temperatures and operating limits in the same way a real/human pilot will, because it would bring any PC to its knees.
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#100
09-07-2011, 12:30 AM
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Some very good news with the latest beta patch.
First of all, the revised ground handling physics make it much easier both to taxi and to takeoff with the Blenheim. There is still a tendency to yaw to the right but nothing like before where we had to use differential braking to keep it going straight, which killed our speed, prolonged the take-off run and could kill our engines through prolonged full throttle use. Now it needs less braking, which lets it pick up speed and get in the air faster, in turn allowing us to reduce power before those gaskets start leaking. Second, the new sounds make it easy to identify if something's wrong with the engines because there are some new sound effects for when they are running rough. This makes it easy to adjust power settings and cowl flaps without having to constantly keep an eye on the gauges, once you hear it running rough you take a look at the gauges, take corrective action and that's that. This means that you can now give it about +1.5 boost and once it starts rolling down the runway you might need a couple of taps on the brake with the rudder full left to realign with the runway centerline, but after that you have enough rudder authority due to the airflow to keep it straight simply by stepping on the rudder. At that point you can advance throttles the rest of the way. I did it today in the cross country QMB mission (the one with the crosswind and small runway) and i had a heavy fuel load and four 250lb bombs in the bay. Third, the bombsight now works. According to the patch notes it also has an angle of attack adjustment but it's not manual like in real life, you just have to fly smooth for a little while. In any case, the altitude can now be adjusted in increments of 100 feet instead of 1000 feet that we had pre-patch. By the way, there is a magnetic compass with a course setter on the base of the bombsight too and it's much easier to use that to calibrate your directional gyro: you can see enough of the horizon from the glass nose to keep the aircraft level (more than you can see from the pilot's seat that's for sure) and you also have a clear, unobstructed view of the compass. You align the red north marker with the end of the magnetic indicator (there's an arrow on it that points north), then press the relevant keybindings that you've set for the DG to calibrate it. It's also very useful for navigating, just set the course setter to the heading you want to fly and turn until they match. Also, moving the course setter in one of the cockpits (pilot or bombardier seat) moves it in the other cockpit too. So, i started the allied free flight mission loaded with four 250lb bombs and set a heading to Calais, while leveling off at 8000ft. Using about +1 psi boost to keep within the lean mixture limits gave me about 180mph IAS. By the way after a bit of testing while taxiing on the ground, i think that the carb heaters are indeed reversed as reported by others in this thread (set a key to toggle them all the way so the change is instantaneous, you can then tell when it's on because boost drops slightly when carb heat is engaged). So, keep that in mind while flying higher than 3500ft or so, or near clouds, or just listen for the engines. I trimmed for a more or less hands-off flight while crossing the channel (it still needs corrective inputs from time to time but not much) and settled in my bomb run. For aiming, i used the conversion tables from the manual and extrapolated from there. It says that at 8000ft a speed of 200mph IAS equals 225mph TAS. I was doing 180mph, that's 20mph less IAS so i reduced the TAS value specified in the manual by a similar amount and set it to 200mph. Coming up on the target i simply flew the plane with gradual banking turns through the bombardier's position, keeping an eye on my altitude and airspeed indicators on the bombardier's panel and adjusting elevator trim as necessary, just a notch or two at a time. Once i was lined up and closing, i switched to bombsight view, selected my salvo and arming options, opened the bomb bay doors and took aim. I think the stock mission has some wind because my bombs drifted to the left a bit, but i did hit the target (an airfield just west of Calais). It was great fun and the slight inaccuracy makes it all the more enjoyable: there is a bit of bomb drift but not too much and it's definitely possible to carpet bomb a target with a couple of wingmen, it's just enough to give you a bit of welcome suspense  In short, our cranky little bomber is now a real joy to fly and bomb with, dealing with the 109s and 110s is another matter though
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