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#1
04-19-2011, 08:07 PM
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1. I had issue with all compasses (Gyro + Magnetic) stop (always display North) but mouse over does display a value ie the correct numeric value. Persisted over multiple missions , had to resart game to get compasses back.
2. The artificial horizon sometimes stop functioning. 3. Also the 500km/h (IAS) at any altitude is a big problem. Regarding the performance. I think the current model is quite forgiving on the side of the engine ( not by much but you can abuse the engine a bit more than the spec suggested you should ) Do you have the graph that maps the optimum climb speeds vs alt . I'll try to match the climb times in your graph, but I think they are close upto about 4500 m , from there things start to go wrong. Over 5000m the engines start to spit little dark smoke clouds and no longer run smooth (rev counter starts to oscillate between 2100-2400 rpm ), looks like the mixture is to rich. (no sound of backfire though) On the oscillating rev counter , I'm not sure if that is quite correct , a real engine that oscillate rpms like that will probably break apart, and you have the heavy flywheel effect of the propeller, so even if rpms took a sharp drop , it should not be able to pick up 200-300 rpm in a fraction of a second. 
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#2
04-19-2011, 08:30 PM
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Engine tooltips show manifold pressure in bar not ata, which is annoying little niggle; also, to be useful they need to display to 2 decimal places.
I noticed engine shudders passing about 2 km with full CEM; this seems to just be part of the generic high altitude mixture bug. Translation of the datasheet would be useful, or at least a higher resolution scan; that font is pretty challenging! It would also be useful know about VNE given the handling difficulties above 500 km/h IAS (which IMO is a nice simulation of snaking, though whether it should actually happen to the 110 at this speed is another question). BTW, does anybody know where the oil temperature gauges are?
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#3
04-19-2011, 09:28 PM
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Quote:
Seems like you don't need to open the oil coolers by much (around 30-50% will do). they don't get over 75 deg even with heavy engine abuse, with full open oil coolers oil temp drops to 60-63 deg in most flight conditions.. I even tried to keep the oil + water temp nice and high with higher alt to see if that might help with the power issues at 5000m+ , it did not. Last edited by Remo; 04-19-2011 at 09:29 PM. Reason: fixed my sloppy grammer
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#6
04-20-2011, 04:55 AM
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Quote:
I have the below in my collection of information on the 110, not saying this version should or shouldn't be included, just for interest on the topic. I also have some information on turn rates (in German graphs) which may be useful to someone. These also list 109E turn data so that could be helpful to those that need it. -------------------------------------------------------------------------- The DB 601N was an improved version of the DB 601 that with it's re-designed cylinder heads, increased manifold pressure and revolutions, using 'C-2' natural or 'C-3' synthetic 100 octane fuel obtained increased power output. Originally 1400 PS output was planned. The powerplant entered production in the end of 1939 and was used in the Bf 109E-4/N, E-7/N and Bf 110C fighters and destroyer, and the He 111 P and Do 215 bombers. The datasheet notes that the Bf 109F use another version of the DB 601N, with improved supercharger ('verbessertem Lader'). This latter version had higher rated altitude, otherwise it was similiar. It should be noted that German datasheets are sometimes quite inconsistent about time limitations; this one qoute 1-min limitation, possibly carried over in error from the DB 601A's 1-min special power boost. Other documents of the DB 601N however give the limit as 5 minutes. On the Generalluftzeugmeister meeting on 19 July 1940 at the it was noted that up to that date one Gruppe (Wing, each with 3 Staffeln, or Squadrons with 12 planes) of Bf 109 had re-equiped with DB 601N. 1 On the left : The fuselage of Bf 109E-4/N, W.Nr. 1190, 'White 4', is being unloaded by Curtiss workers. The Emil belonged to 4. Staffel Staffel of JG 4, and was flown by Uffz. Horst Perez on, when it was shot down on the 30th September 1940 over East Dean during the Battle of Britain. Note the fuel triangle with the '100' label, pointo to 100 octane fuel and the DB 601N. On the Generalluftzeugmeister meeting on the 22nd January 1941, the Generalstab pointed out the following figures on the number of 'active' DB 601N installed, referring to reports from the units on 1st of January, thus giving us a good picture on the number of Bf 109E-../N types in frontline serviceon the 1st of January : 2 in Bf 109s Bf 109E-1 : 16 pcs, Bf 109E-3 : 1 pc, Bf 109E-4 : 54 pcs, Bf 109E-6 : 1 pc, Bf 109E-7 : 34 pcs, Bf 109E-8 : 2pcs. Bf 109F-1 : 5 pcs. Total 112 Bf 109E with DB 601N present in service, plus 5 Bf 109F. in Bf 110s Bf 110C-1 : 4 pcs, Bf 110C-4 : 40 pcs, Bf 110C-5 : 12, Bf 110C-7 : 14 pcs, Bf 110D-0 : 18 pcs, Bf 110D-2 : 20 pcs, Bf 110D-3 : 8 pcs, BF 110E-1 : 176 pcs, Bf 110E-2 : 14 pcs. Total : 306 engines, ie. 153 Bf 110s with DB 601N present in service. in Misc. types He 111P : 8 pcs, Do 215 : 68 pcs. Last edited by Peril; 04-20-2011 at 05:21 AM.
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#7
04-20-2011, 05:31 AM
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Quote:
If it happens only after violent maneuvers it's not a bug, it happens with all the planes in the sim and it's due to the gyros driving the instruments tumbling. If you fly straight and level for 5 minutes or so it will recover.
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#8
04-20-2011, 11:00 AM
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Bf 110C with 601N
A bit of a summary on the 110C with DB 601N (ca. 20% increased output at all altitudes).
The story in short: in total, some 4 Gruppen (equivalent of RAF Wings, with ca 12 Squadrons) of Bf 110C were powered by the more powerful DB 601N during the daylight phase of the Battle of Britain. This increased to six Gruppen later. Evidently, these units were: II./Z.G. 26, III./Z.G. 26, II./Z.G. 76, Erpr.Gr. 210 This represented about half of the Bf 110 strenght in the Battle, so one can say the 110 just as typically had 601N, not the 601A we have during the Battle. Yet there's no 110C w. 601N modelled. * Generalluftzeugmeister meeting on 19 July 1940 Notes 3 Gruppen of Bf 110, 1 Gruppe of 109 had been converted to DB 601N engines. * Generalluftzeugmeister meeting on 19 October 1940 DB 601N is in short supply, therefore existing production is to be used in: -all new production Bf 109F-1, F-2 -all new production Bf 110C produced by Mtt AG, in order to keep the strenght of the existing 4 Gruppen of DB 601N converted Bf 110 units up. So evidently a fourth 110 Wing was converted in the meantime. * Generalluftzeugmeister meeting on 29 October 1940 'four DB 601N conveted Bf 110 Gruppen (Wings), only one Bf 109' * Generalluftzeugmeister meeting on 8 November 1940 In order to free up DB 601Ns for Bf 109s, the November/December production run of Bf 110s will receive DB 601A instead of 601N. The following will receive DB 601N: - final, closing series of Bf 109E (ie. E-7 - KF) - replacement engines for III./Z.G. 26, Erpr.Gr. 210 Due to shortage of 601N engines, II./Z.G. 26, II./Z.G. 76 will receive only 601A replacemnts. The production of 601N in Janaury will be significantly higher, so 110s can be switched back to the 601N. As of 1 January 1941 the following number of 'active' (ie. built into a frontline aircraft) 601N engines were reported by units (note: engine count! Each 110 has two engines of course!) in Bf 109s Bf 109E-1 : 16 pcs, Bf 109E-3 : 1 pc, Bf 109E-4 : 54 pcs, Bf 109E-6 : 1 pc, Bf 109E-7 : 34 pcs, Bf 109E-8 : 2pcs. Bf 109F-1 : 5 pcs. Bf 110C-1: 4 Stück Bf 110C-4: 40 Stück Bf 110C-5: 12 Stück Bf 110C-7: 14 Stück Bf 110D-0: 18 Stück Bf 110D-2: 20 Stück Bf 110D-3: 8 Stück Bf 110E-1: 176 Stück Bf 110E-2: 14 Stück total. 306 pieces ie. 153 Bf 110s. He 111P : 8 pcs, Do 215 : 68 pcs In total 6 Gruppen Bf 110 were reported to have been fitted with 601N. No new 110-Gruppe is planned to have 601Ns until 1 April 1941. See also http://www.yogysoft.de/pawel/zerstoerer/001.html , probably taken from Mankau-Petrick's Bf 110, 210, 410 book.
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