That is a wrong assumption I am afraid. The DB601Aa engines were mainly used for JaBo variants (about 25-30% of all DB601s made were Aa versions with lower FTH and higher MFP on take-off) and they are therefore modeled for E-3/B and E-4/B variants. The E-3 and E-4 have got the standard A-1 engine and the E-1 has got the A-1 with the older supercharger and lower FTH of 3,7 km. Hope that helped.
Thanks!
supercharger E1 DB 601 A-1 =4000m optimal
supercharger E3/E4 DB 601 A-1 = 4500m optimal
right?
Explain please how many % the engine loses power when not warmed up to 40C? And what % of the engine loses power for more than 5 minute and 30 minute mode?
Last edited by =DRACO=; Apr-07-2013 at 13:51.
Yes that is correct! In the historical documents this is referred to as 'old' and 'new' supercharger respectively.
I can't answer your question about warming up, but as for the limits you are not limited by time as such, but by the temperatures. You can for example fly the aircraft in '5 mode for much longer as long as you keep your temperatures within limits. When you go over that temperature limit, your engine breaks down...
I want to know for example if I'm going to BF 109 E-4 /N 2600 1.35 more than 5 minutes. Whether there is a partial loss of power at 6 minutes of the flight or not?
Is it possible to get a listing of all SFS FM?
Thank you for putting these manuals together, it's really helpful to me! My hat is off to the hours of work put into this!
LG1.Homuth
No, there is no loss of power even if you exceed the time limits, as long as you don't exceed the temperature limits. The time limits are calibrated to maximal strain at climb power at full throttle height which means you can certainly exceed the time limits at e.g. altitudes below the FTH.
Thank you very much for the clarification, now i understand.
In version 1.11, all 109 were with a yellow nose on the ATAG. In version 3.00, we see some of the 109 without a yellow nose. How do they do it?
Last edited by =DRACO=; Apr-09-2013 at 08:01.
Each model 109 has their own default skin. The skin for the E-1 has no yellow on it.
III./ZG76 2N+ZR
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Actually as you come close to the maximum listed temperature, power is lost due to overheat. You can test this by watching your speed and keeping your temps just a degree or so below the maximum in constant speed aircraft, or in variable or fixed prop, watch the rpms start to drop with overheating maintained.
There is also the possibility that the longer temperatures continue at close to the maximum allowable limit, even if they are subsequently brought down to normal, the more likely that further occasions where overheating occurs will result in damage to the engine. But I have not confirmed this with systematic testing, this is only an anecdotal observation.
Last edited by RAF74_Buzzsaw; Apr-10-2013 at 20:26.
You're absolutely right there Buzzsaw The OP was asking whether it's the time that dictates the power loss due to overheating and damage occurs automatically depending on time exceeded. I said don't bother with a stopwatch, just watch your temps...
Yes that is my observation, too, I aim to keep it at least 5C below the limit. I also had a situations where my engine failed completely on lower than critical temperature because I strained it too much a couple of minutes ago. I personally really like this new overheating system very much, it feels like you're actually managing an engine and not something that works in binary terms of working absolutely fine / completely broken and nothing in between...
For the Dive bomber pilots: http://www.theairtacticalassaultgrou...ku.php?id=dive
In theory and praxis.
The dive bombing formulas are great! Next time I am in a dive and falling to the ground with about 500 km/h I will check my altitude, the one of my target, my exact speed and dive angle. Then I will just have to put this data into the few formulas and calculate the result. Easy and fast...
Maybe, I will just continue dropping the bombs when my stomach tells me to do so...
Would be interesting to know what WW2 pilots did. Of course, if they had a crew member supporting them with the calculation it might have been easier to use the formula.
Last edited by DUI; Apr-13-2013 at 12:01.
Or you use the dive tables, where height, dive angle and aim point are already calculated.
(runterscrollen Dui...)
http://www.theairtacticalassaultgrou...87_dive_tables
Indeed, there are dive tables. The - even for me easy to understand - images with the ship had caught my full attention...
yes, we could use those tables .. or come in fast and low and bounce the bomb along the water!
HH.
These are great guides.
Are you able to include the top speeds of all aircraft at sea level? It will help me run away...
Hood
News from the keyboard frontline:
The Ju 87 B-2 historic manual (part 10: flight instructions) is now completely translated.
Also Bf 109 E/B Distance Table is added.
Both can be found under Historic Flight Manuals.
Have fun.
Also added the Bf 110 D & E Flight Distance table to the historic flight manuals.
Edit: added dive tables for the Bf 109
Have fun.
Last edited by Kodoss; Apr-27-2013 at 11:11.
Added Ju 87 Abwurfwaffe to the historical manuals.
Also added instructions and table for the PC 1000 RS in Ju 87 to the dive bombing manual.
Have fun.
Can I request like-for-like information on across the aircraft types in the TF wiki?
The RAF aircraft provide "performance" information (max level speed), which is not provided for any of the 109s for example.
There are , unfortunately still debates about these features. Full disclosure on the wiki would help.
Added the Bf 110 C historic flight manual with Operation Data-Card for Bf 110 C-1. Added also the Operation-Data-Card to the Ju 87 B-2 historic manual.
Superb Kodoss,thank you for this
Chillblast Fusion Cirrus 2 FS Pc/Intel Core i7-7700K Kaby Lake CPU/Gigabyte Nvidia GTX 1070 G1 8GB/Seagate 2TB FireCuda SSHD/16GB DDR4 2133MHz Memory/Asus STRIX Z270F Gaming Motherboard/Corsair Hydro Series H80i GT Liquid Cooler/TM Warthog with Sahaj 15cm Extension/MFG Crosswind Pedals/Saitek Cessna Trim Wheel & Throttle Quadrants/TrackiR4/Windows 10 Home/Sense of humour,I find it comes in handy !
Something like this?
By the way did anyone noticed that the Bf 110 C-1 is historically faster than the Bf 109 E-1 at sea-level with 1,15 ata / 2200 RPM engine setting?
Last edited by Kodoss; May-10-2013 at 16:47.
That's because I added it today.
By the way the bombrack types must be 25 km/h slower (drag) than the normal ones. Which means:
Bf 109 E-1 = 460 km/h
Bf 109 E-1/B = 435 km/h
Bf 110 C-4 = 435 km/h
Bf 110 C-7 = 410 km/h
(Bf 110 D-0/B = 405 km/h)
Kodoss (et al): thanks SO much for all these extremely worthwhile additions. I will do what I can to publicize your great work!
Hi Kodoss, Can I request the datasheet be updated to show all variants?
For example (From the Spitfire 1 100oct) in the wiki, the British aircraft each have this information within their own flight manual page:
PERFORMANCE
Max. Speed at Sea Level: 298 mph
Aircraft has a single stage supercharger, with the rammed Full Throttle Height, (FTH) being approx. 11,500 ft at +12 boost. The rammed Full Throttle Height, (FTH) being approx. 16250 ft at +6 boost. Performance falls off rapidly above these heights.
The Spitfire I 100 octane is a responsive and maneuverable aircraft at low, medium and high altitudes. It is slightly slower than the Bf-109 at all altitudes. It is faster than the Bf-110 at all altitudes. It will outturn 109's and 110's at low and medium altitudes. It loses performance at higher altitudes, especially over 25,000ft.
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