#101
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#102
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Concerning reliable information E-Stelle RECHLIN is our watchword S! Varrattu |
#103
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http://www.bf109-project.com/de/bf109E.html http://weltkrieg2.de/Waffen/Kampfflu...9/Bf-109-E.htm http://www.modellversium.de/galerie/...-3-heller.html http://www.wopyweltweit.de/luftwaffe/bf109e.htm you need more? |
#104
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Sadly I am not sure that SpitPerf.com could be regarded as a valid source as it is clearly one sided. And I am speaking with scientific reasoning
Man hve to be cautious when picking data from this website (see for example some of the documentation cited regarding 109 and FW perfs or some of the depicted curves lacking some evidence such as the daunted shape for staged comp). Unless of course you want us to be back at the MyOWnMOdded Bretzel Ninja FM era ... Last edited by TomcatViP; 05-22-2011 at 09:24 PM. |
#105
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That is how it works. You can fly with me anytime and I will demonstrate or you can look at your own M20J POH. Don't confuse a variable pitch propeller operation with a CSP. Kurfurst would know better but I do not think the variable pitch propellers were very common in the Bf-109E's. IIRC, they were used for a very short time period and were replaced by VDM hydraulic/electric designs. Most of the propellers VDM produced were hydraulic/electric propellers. In normal operations they were hydraulic CSP's and as a backup for emergency purposes had an electric pitch variance control. Last edited by Crumpp; 06-02-2011 at 06:22 PM. |
#106
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Following on from my qustion about the E3 speed...
I'm slowly coming to grips with the ATA/revs/pitch conundrum. For what it's worth I like the way the prop pitch lever works now. I say slowly as sometimes I just don't get it! Is the trick for maximum speed to just set ATA to about 1.4 then keep the revs at about 2,300 and slowly decrease pitch (allowing the revs to pick up again each time) until the revs start to drop without going back up again? EDIT: just re-read Winger's first post in the thread and it seems this is what he means. Also, if I use full elevator immediately I get an instant stall. I know all about high speed stalls and so on but it just seems too quick for me - the same happens if I pull a sharp tune but then I can see the speed plummet. At the moment there's no way I can pull a sharp turn to get a snap shot off. I've dampened down the axis settings to 80+ but it doesn't seem to make any difference when I'm using full elevator. I also find that it's very hard to fly the plane at low speeds. I'm making an assumption that the FM is correct and it's just learing to refly that's key - is this correct? I also find it very hard to hit anything with the cannons - must get in closer I think. Hood Last edited by Hood; 06-03-2011 at 07:20 AM. |
#107
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I'm not really a 109 flyer but I wonder if the following fits in with CoD 109E performance:-
Ulrich Steinhilper (109 pilot in BoB, shot down towards the end of it so probably flying 109E) said that many new pilots couldn't keep up because they couldn't get the hang of running up to stable speed under max rpm then coarsening the pitch to 'boost' the airspeed before returning to fine pitch to build up the revs again, rinse and repeat. In that way they achieved max speed more quickly that just waiting for it to build up at max rpm. Just a thought.
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#108
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I understand this procedure to provide more acceleration, as you yourself say. It won't, in the end, provide higher max speed.
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#109
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What will see in a variable pitch propeller is an rpm decrease as the speed picks up. The pilot should adjust the pitch to reestablish maximum rpm. |
#110
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CSP adjust pitch in function of the torque available to correct the effect of the air momentum. Maintaining a Cte RPM in function of the pilot inputs helps the pilot to concentrate on flying the aircraft and not the engine.
The down side being a slight decrease in perf (at least absolute achievable perfs). A bit of ggl search give me this one : http://www.hariguchi.org/flying/info/prop.html Take a look ! Last edited by TomcatViP; 06-03-2011 at 12:31 PM. |
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