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Thread: Spitfire Mk Ia (100 octane) Flashcard

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    ATAG Member ATAG_Scones's Avatar
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    Spitfire Mk Ia (100 octane) Flashcard

    Flashcard for the Spitfire Mk Ia (100 octane) added to the Allied Flashcards:

    SPITFIRE MK Ia (100 Octane) Flashcard.jpg

    Hope you like it.

    But let me know if there is anything amiss.

    Last edited by ATAG_Scones; May-12-2019 at 08:57.

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    Supporting Member SD_MBen's Avatar
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    Re: Spitfire Mk Ia (100 octane) Flashcard

    Excellent work!
    Many thanks.
    SD_MBen
    "What General Weygand has called the Battle of France is over... the Battle of Britain is about to begin!"
    (Winston S. Churchill.)

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    Admin ATAG_Snapper's Avatar
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    Re: Spitfire Mk Ia (100 octane) Flashcard

    FANTASTIC!!!!!

    The only thing I can think to add is that the gauges (boost, airspeed, rpm) which are referred to should be labelled accordingly also (ie. D, E, F) to help the truly neophyte Spit pilot.

    Thanks for doing this.



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    ATAG Member ATAG_Scones's Avatar
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    Re: Spitfire Mk Ia (100 octane) Flashcard

    Quote Originally Posted by ATAG_Snapper View Post
    FANTASTIC!!!!!

    The only thing I can think to add is that the gauges (boost, airspeed, rpm) which are referred to should be labelled accordingly also (ie. D, E, F) to help the truly neophyte Spit pilot.

    Thanks for doing this.

    Thanks for pointing that out, Snapper.

    Labels for the boost, airspeed, and rpm have been added.


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    Supporting Member Baffin's Avatar
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    Re: Spitfire Mk Ia (100 octane) Flashcard

    This is a video game, so whatever settings work for the player are OK. However, for technical accuracy, you need to reference the source of some of these numbers. Published operating limits vary significantly from source to source due to wartime modifications, command decisions, and video gamers' opinions. It's not that your limits are necessarily incorrect, but the reader deserves to know where they come from.

    For accuracy and consistency, I teach from the "RAF Pilot's Notes", A.P.1565B, Vol. I, Sect.2 (WWII RAF's Equivalent to today's "Owners Manual"). This is a Spitfire MKII manual, but generally applies to MKI airplanes equipped with the ROTOL prop, using 100 Octane fuel. It may be downloaded free from a number of websites on the internet. Here's one:

    http://www.avialogs.com/index.php/en...i-engines.html

    What caught my eye was your approach and landing speeds.

    Normal final approach airspeed, described as "Engine assisted approach speed" is 80-85 mph A.S.I.. Touchdown is recommended at the three point attitude and when flown properly will occur at or around 60 mph. When observed from the pilot's seat, a three point touchdown will have a forward picture just like sitting still on the runway before you takeoff. A touchdown at 90 mph is much too fast for normal conditions, and will always result in a nose low "wheel" landing.

    Normal approach is easy to remember: 90 mph maneuvering to final, 80-85 mph ON final, pitch trim fully Aircraft Nose UP (ANU) once the gear is down and the ship has slowed below 100 mph. 1800 RPM is a good "Ballpark" power setting for full flap final approach.

    For emergencies, 90 mph on final provides extra stall protection in no-flap or engine out glide condition.

    According to the RAF Pilot's Notes (Both MKI and MKII), the flap limiting airspeed is 120 mph. At speeds greater than 120 mph, the flaps are supposed to partially retract. The placard in the cockpit says 140 mph. Go figure...

    I also found these variations from your checklist:

    The climb limitation for the ROTOL equipped engine RPM is 2850 (Limited to 30 minutes). Two speed DH props are restricted to 2600. This is a good example of how published limits changed as airplanes were improved and sometimes seem contradictory.

    The rate of advancing the throttle for takeoff is a matter of technique. There are valid arguments for slowly advancing the throttle as well as for setting power quickly. The RAF wrote that once the airplane is moving forward slowly, "open to full throttle". I teach setting the power quickly to minimize the time during which the power level is changing. However, this is a personal preference technique only.
    Last edited by Baffin; May-18-2019 at 08:52. Reason: flaps limits
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    Re: Spitfire Mk Ia (100 octane) Flashcard

    Thanks, Baffin.

    I am not an expert (just a flight sim. enthusiast wanting to help others) and that's why I welcome and appreciate any help this wonderful community offers.

    I believe that pilots new to the simulator should have accurate information for starting up, getting airborne, and landing any of the plane set as easily as possible.

    Errare humanum est - that's why rubbers are attached to pencils!

    Flashcard amended for landing.


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