Analysis of real life 109E performance for CloD

[Crumpp]

Climbed from sea level to FTH at 140mph IAS, full throttle, 6.2psi, 2700rpm

That looks like a problem. According to the Operating Notes, Vy for the Spitfire Mk I is 185mph ASI below 12,000 feet, 179 mph ASI to 15,000 feet, and 169 mph ASI to 20,000 feet.

Climbing at such a reduced airspeed will limit the cooling of the engine at a very high manifold pressure and rpm.

If your oil temperature and coolant temperatures are high, you won't last as long at any overboosted condition.

Try climbing at the faster speed. You should get to altitude quicker and have a cooler engine.

But 2700rpm to 3000 rpm at FTH gave no hint of speed increase prior to the engine failure.

In reality it won't either so that actually sounds realistic. In fact, on a summer day, the aircraft will slow down instead of speeding up. That is why I was saying many folks will be mad if they realistically model density altitude effects.

Once the propeller tips begin to approach their mach limits, the ability of the propeller to make thrust diminishes. So you get less thrust the faster your propeller turns at high density altitudes.

[camber]

Originally Posted by Crumpp

That looks like a problem. According to the Operating Notes, Vy for the Spitfire Mk I is 185mph ASI below 12,000 feet, 179 mph ASI to 15,000 feet, and 169 mph ASI to 20,000 feet.

Climbing at such a reduced airspeed will limit the cooling of the engine at a very high manifold pressure and rpm.

If your oil temperature and coolant temperatures are high, you won't last as long at any overboosted condition.

Try climbing at the faster speed. You should get to altitude quicker and have a cooler engine.

True for a real MkI, but remember we are talking about a CloD Spitfire with modelling issues.

I tried climbing at 170mph IAS to 16500ft, +6.2psi 2700 rpm
Oil temp at 16500 feet 93'C, coolant 107'C
Itunes playlist: Kim Wilde 1980's pop diva
Throttle back to +2psi 5 mins for cooling, Oil 91'C, coolant 100'C
Then 3000rpm +6.2psi for max speed test.
Itunes Song: Kim Wilde "Kids in America"

What do you get under similar conditions? I don't want to give away all the flight tests, we need to encourage a cadre of high alt flight testers for CloD to get some data variability

Cheers, camber

[Crumpp]

we need to encourage a cadre of high alt flight testers

When am I supposed to fit that in?

[fruitbat]

Originally Posted by camber

True for a real MkI, but remember we are talking about a CloD Spitfire with modelling issues.

I tried climbing at 170mph IAS to 16500ft, +6.2psi 2700 rpm
Oil temp at 16500 feet 93'C, coolant 107'C
Itunes playlist: Kim Wilde 1980's pop diva
Throttle back to +2psi 5 mins for cooling, Oil 91'C, coolant 100'C
Then 3000rpm +6.2psi for max speed test.
Itunes Song: Kim Wilde "Kids in America"

What do you get under similar conditions? I don't want to give away all the flight tests, we need to encourage a cadre of high alt flight testers for CloD to get some data variability

Cheers, camber

Camber I see your problem.

Its a well known fact you will climb better with Elton John - Rocket Man.

Of course, you will bleed from your ears.....

[bongodriver]

Of course, you will bleed from your ears.....

And other places if Elton has his way......

[Crumpp]

rubber hoses for braided stainless steel

Bad idea in an airplane....

I have experienced a cut oil return line (low pressure thankfully) and had a hole in the intake manifold cut by braided stainless steel lines.

I got rid of every one. Braided stainless steel and airplane engines do not mix very well.

[5./JG27.Farber]

Hang on a minute... Was this thread not about the 109?

[notafinger!]

Originally Posted by 5./JG27.Farber

Hang on a minute... Was this thread not about the 109?

No, these are the 100 octane forums.

[camber]

Originally Posted by 5./JG27.Farber

Hang on a minute... Was this thread not about the 109?

Yes it was, I cleverly managed to derail my own thread on historical 109 performance by posting CloD high alt flight tests of all aircraft. Then my flight tests contaminated another thread on turn rates with all the power of 100 octane .

Then I managed to derail it again by making a joke about stainless steel hoses.

What you people don't seem to understand is that you should take everything I say about the 109 as gospel because unlike you, I own a real 109, have flight tested it and have the video. Sure it is a 109G, and must be Hartmann's old ride because it has his girlfriend's name on the side. But I am sure he took good care of it and always kept his braided stainless steel hoses clean :

(Apologies I post this video anytime I feel I can get away with it):

http://www.youtube.com/watch?v=8aVsEwvjfNI

I have my own MkII Spit as well, 1C has failed to model the high altitude propellor falling off flight condition:

http://www.youtube.com/watch?v=a8q6g4n7tdg

camber

[ATAG_Snapper]

Originally Posted by Crumpp

Bad idea in an airplane....

I have experienced a cut oil return line (low pressure thankfully) and had a hole in the intake manifold cut by braided stainless steel lines.

I got rid of every one. Braided stainless steel and airplane engines do not mix very well.

Nor Harleys!

Last year out for a ride I noticed my gas consumption radically increasing, plus my left leg suddenly feeling very cold. Pulled over and found 94 octane gas sprinkling down from under the gas tank and sizzling on the hot air-cooled V-Twin underneath. Fortunately closing the fuel petcock stopped the flow, but the nifty s/s braiding had worn through the fuel line it was covering leading to the carb. Loosened two hose clamps and one of my buds made a quick trip with the braided line to a nearby Canadian Tire for a plain rubber counterpart. The fix was quick, easy, and cheap in this case, but can't imagine the huge danger this would've been in an aircraft!