Oil and radiator control = optimal engine performance?

[mop]

TomcatViP I have a quick question on "low pitch". Are you referring to prop pitch (fine)? I am noticing no difference on the Spit/Hurri with the raidator, but I am still learning the finer points of trimming for speed.

Hmmm... I also have a second question. Not sure about German aircraft but the Spit and Hurri don't have aileron trim. I am having the issue that I often have to use ailerons to fly straight and level with my slip & turn indicator is showing the plane is properly centered. But I do notice a definite increase in speed.

Am I doing something wrong?

[TomcatViP]

Originally Posted by mop

TomcatViP I have a quick question on "low pitch". Are you referring to prop pitch (fine)? I am noticing no difference on the Spit/Hurri with the raidator, but I am still learning the finer points of trimming for speed.

Hmmm... I also have a second question. Not sure about German aircraft but the Spit and Hurri don't have aileron trim. I am having the issue that I often have to use ailerons to fly straight and level with my slip & turn indicator is showing the plane is properly centered. But I do notice a definite increase in speed.

Am I doing something wrong?

Hi Mop,

to clear the situation ( ) I was there talking about the angle of the blade with the plane of prop rotation (= pitch).

In the 109, the needle indicating the prop pitch, turns counter clockwise. This is the trigonometric positive way in maths that means that an angle is increased by opening a wedge from the right to the left and decreased on the opposite way (clockwise). This is why (only my own opinion) the indicator in german plane is done that way. WHen the needle turn that way, it indicate that the angle of the blades is increased.

Obviously, it's natural to refer to hourly induication, like 11h30, 10h etc... but keep in mind that in fact it refer to an increase of the pitch.

So I was effectively talking abt a high drag situation where your prop turn at high speed without pushing air bckward = blocking the air from flowing => Drag.

Regarding the ammount of left/right stick needed to counter the rudder action, it's pretty normal. In most of the plane you will fly, rudder action induce a rolling moment that need oposite aileron to balance the plane.

It comes easily with the time. Just find a comfortable position where your hand's own wheights will suffice to create the small roll action needed.


I hope it helps.

[justme262]

The joy or levelling off from a dive at high speed with the radiators closed, the prop coarse and the engine purring at low rpm. You can hold onto that extra top speed for longer than if you had the engine screaming and the rads open.

I don't know exactly how much extra speed I really get, but it certainly sounds good

[SEE]

I read in IvanK's post (regards the FM research and testing he has been contributing) - that currently there is no drag penalty for rads and the devs are aware of this.


Quote


I am not going to get in a tit for tat ref the charts or the tests depicted on them. In all cases they represent the climb performance achieved in game using the Climb profile (Power/speed) as quoted in the source documents themselves.

In all cases RADs full open (since at present there is no radiator drag in COD). These climbs are all straight out standard climbs NOT max power (i.e. without WEP/Boostcutout).

In the course of these climbs it was also discovered that both the Spitfire and Hurricane VSI's were overreading to the tune of 800fpm for the Hurricane and 1000fpm for the Spitfires. This determined by Alt versus elapsed time.... so dont rely on the VSI's at present to give you a true indication of climb rate. Altitude versus time is the only true measure.

The Spit Ia is with CSP controlling at 3000RPM.
The E4 is in AUTO controlling at 2350RPM (No advantage doing it in manual btw)