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About Mikoyan74

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    Jersey, Channel Islands

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  1. I think some people are confused about Prop Pitch and Prop RPM. Coarse Pitch - bigger blade angle - bigger bite of the air - lower engine RPM - used to Cruise Fine pitch - small blade angle (relevant to airflow) - small bite of the air - high engine RPM - used to Takeoff, Climb and generally at Landing A very fine pitch can also be used like a brake on landing - like on the 1950s airliner Fokker F27 - where you reduce the prop pitch below the flight fine limit to a ground fine limit. There also seems to be confusion regarding constant speed and variable pitch propellers - they are the same thing. Currently the manual description is incorrect but is being corrected. If you set a speed - the pitch will be varied to maintain that speed - if you dived - the prop would start to speed up - the pitch would increase to slow the prop, if you climbed the prop rpm would decrease - the prop pitch would be reduced (finer angle) to increase the speed of the prop - ergo the speed (RPM) remains constant. The engine prop governor varies the pitch to maintain the (constant) speed you selected - the automatic system fitted to some German aircraft in the war was an automatic propeller control system designed to maintain optimal RPM based on engine speed selected with the throttle. It also maintained a constant speed by varying the pitch but the pilot did not select the speed (unless in manual mode - where they actually controlled the pitch directly - as a backup system in case the auto system failed) but an automatic governor controlled the optimal prop speed. In a power off situation the prop constant speed governor would try to maintain the RPM selected as best as it could as long as oil pressure allowed it to, once it reached it's limit the prop would be stuck at that angle as each prop has a minimum (fine) stop and a maximum (coarse) stop. You can't control a prop pitch over 0-90°. You might only get a range of 25-75° - only reaching 90º (or thereabouts) if you can feather that prop.
  2. They should be open on takeoff and close them in the climb, you close them enough to maintain a good temp normally under 100°C for coolants (decreases with altitude) so aim for about 80-90°C Range, Oil if it has IN about 60-70°C and OUT about 100°C. If you get a temp overheat message (make sure you have technical tips turned on settings enabled) then quickly set both the rads open and then start to close as you get the temps under control. Failing that you can use Auto Radiator control L-Shift+R if you allow it on your settings for single player- this prob disabled on Multiplayer servers though). I don't normally fly these aircraft but typically in cruise at cruise power I'm at 30-45% rads open.
  3. Could be a few things - have you 100% ruled out the loadout/fuel, radiator positions etc...? He could be over correcting the controls so bleeding speed? Does he trim the aircraft correctly? Has he turned on an auto feature that you guys don't have on? (Not sure what server you playing on) - maybe he has some Auto RPM or some other Auto-Engine function on?
  4. When you continue do you choose a new unit? Can you switch aircraft types or does it upgrade with what the unit historically upgraded with?
  5. I'm loving the skin on the aircraft 1:21 into the music video!
  6. If anyone wants some inspiration to load up Flying Circus look no further then the 2008 Red Baron Movie available on Amazon for £2! Yeh there's the usual love story but there is also some great flying scenes. Also some ideas for new paint schemes! Oh an Sabaton music video with film snippets as well!
  7. You mean this: https://il2missionplanner.com/
  8. If you choose your airfield make a note of where you start then you can build on that, Each map square is 10km, if you are travelling at 100 km/hr you will travel 10 km in 6 min, at 200 km it will take you 3 min and at 300 km it will take 90 secs etc.. now on take off - start a stop watch (clock timer on your phone and write your heading and speed on scrap paper, keep updating it and checking the map, with the info above and looking out the window at whatever landmarks you find you should know roughly where you are. The more you fly maps the more you'll kind of know where you are there were some maps on a career mission I'd flown over a waypoint so many times I knew where my base was from that. You can also use the cockpit nav aids if you have them fitted in you aircraft. If all else fails fly to the edge of the world where the penguins with laser beams guard the great ice wall for NASA! Well according to Flat Earthers!
  9. I bought the U-2VS collector aircraft to do the same a few months back - its very basic - no radiator controls, no supercharger, no prop control, no trim just a stick, throttle and mixture. Speed is low and its a nice trainer aircraft to get back into the game if haven't flown for a while or a new player. I loved it so much I did a career in it.
  10. Yes it is possible with Manual intervention to gain more power but it will be a trade off - a newer inexperienced pilot could damage the engine by failing to keep the engine within its limitations - I think this is why the 109 and 190 are quite popular with newer players as only one control to worry about - Rads, Mixture, Prop - all auto as standard.
  11. I think people are getting a little confused. A constant speed prop is a variable pitch prop. The write up in the manual doesn't help but see here... https://en.wikipedia.org/wiki/Constant-speed_propeller Basically you set the speed (constant speed) you want with the Prop Lever and the governor changes the pitch of the Prop (variable pitch) as required to maintain that. The manual setting on some aircraft is you manually setting the pitch - when you do this the RPM will change depending on the load on the prop - same as a fixed pitch prop - because you've manually set a fixed pitch. So if you dive the RPM will increase and if you climb it will decrease. The Bf109 and Fw-190 had are fitted with an electro-mechanically automatic pitch regulator. When the automatic position was selected by the pilot, a governor automatically set the ideal combination of engine boost and revolutions for any throttle position and pitch change. This simplified the pilot’s task and optimized engine life and range.
  12. The Mc202 and Mc205 both have Oil and Water Radiator manual controls - located on the left hand side panel, slightly behind the location of the throttle and propeller control, above the Horizontal Stab Trim Wheel. The Propeller Control was "Auto" with 3 settings on the Prop Control - A - Auto, M - Manual and S - Boost.
  13. Were you talking about the Mc205V? The Mc205 had a Licence Built DB-605: See Below The Italian DB 605 In 1942 the German Air Ministry granted Fiat the production license for the DB 605 A1 which was renamed Fiat RA 1050 RC 58 "Tifone". However, the official use of this nomenclature is not followed scrupulously according to the customs of the time which attributed little importance to rigorous designations. For example, in the Fiat manuals, published in several editions, the name "Mercedes-Benz DB 605" (Mercedes and not Daimler) always appears, although it is clear that this is the Italian version due to the various national components mentioned (magnet and starter Marelli, Ducati fuel pump, etc.). The same is true of a post-war Fiat edition in French, for use by G 55 aircraft in Egypt and Syria. Moreover, all these manuals are the pure and simple translation of the German correspondents. Even on the manuals of the G 55 aircraft we only talk about the Fiat DB 605 engi ne (this time aimed at). The Fiat RA 1050 RC 58 "Tifone", aka DB 605 A1 is to be considered therefore the faithful and scrupulous replica of the German engine, without even those slight modifications that Alfa Romeo had perished of making to its DB 601. The DB 605 Italian is only recognizable from the German for the Fiat brand previously applied (instead of the famous three-pointed star) and for the writing on the side of the base "Fiat Construction". Below is the Data from the Motor D'aviazione DB605AB 1942
  14. Here is some more information - it would appear there were differences between the Italian and German Production Variants: http://www.alieuomini.it/pagine/dettaglio/uomini,5/daimler_benz_db_a_-_alfa_romeo_ra_r_c,154.html - This is a Comparison Document Also see these notes from another Forum I follow: According to Ali d'Italia n. 2, Aer.Macchi C.202, pag. 4, "the MC.202 was initially equipped with German-built DB.601A-1 engines which, when Alfa Romeo completed its new factory in Pomigliano d'Arco (Naples), were later replaced by the Italian-built version called R.A. 1000RC.41" (it is interesting to note that it appears that German-built engines of M.C. 202 were A-1 and not Aa, but I know other sources tell a different story).The pilot's notes of M.C. 202 (draft 1941, pag. 129) had a chapter called "Norme per l'impiego dei motori D.B. 601 od R.A. 1000" (i.e. "Instructions for the use of D.B. 601 or R.A. 1000 engines"), the chapter was no longer present in the pilot's notes of M.C. 202 C.A. 670/2 of 1942. Moreover in November 1941 an apparently provisional typescript was published under the title "Norme per l'impiego dei motori D.B. 601 ed R.A. 1000 sui velivoli M.C. 202 ed RE.2001" (i.e. "Instruction for the use of D.B. 601 and R.A.1000 engines on the M.C. 202 and RE.2001 airplane"). This is to prove that both German- and Italian-built engines coexisted, at least in 1941. Incidentally, the typescript explained also that regardless of the engine (D.B. or A.R.) there was only one difference between the rating of the M.C. 202 with Piaggio propeller (whose climbing was allowed at 2,400 rpm and 1,20-1,23 ata for 10') and the RE.2001 with the better Alfa Romeo propeller (whose climbing was allowed at 2,300 rpm and 1,27 ata for 10').It must be also noted that there were two names for the licence-built DB:the R.A. 1000 RC.41.I (which means full throttle height at 4,100 m) with a maximum power of 1,175 HP at t.o. (2,500 rpm, 1.45 ata) for 1', 1,100 HP at 3,700 m for 5' and 1,050 HP at 4,100 m for 30', reduction rate 0.643:1 (data from page 11 of "Motore R.A. 1000 R.C. 41.I, Caratteristiche, Uso, Manutenzione", Alfa Romeo, publication n. 4114, July 1941, 1st reprint January 1942); according to the pilot's notes of RE. 2001 (C.A. 627, 1942, page 113) the reduction rate was 0.645:1;the R.A. 1000 RC.44.I.a (which means full throttle heigh at 4,400 m) with same rating as above but reduction rate of 0.646:1 (data from page 1 of "Motore R.A. 1000 R.C. 44.I.a., Caratteristiche e descrizione", Alfa Romeo, no date [it looks like a draft]); another example of the same draft is dated 1941 and contains a table with the power curves: take off is again 1,175 HP at 2,500 rpm at 1.45 ata; full throttle height is set around 4,100 m and not 4,400.I therefore suggest that (unless there was a misunderstanding with the German supplier) the R.A. 1000 RC.41.I was a DB.601Aa, whilst the R.A. 1000 RC.44.I.a was a DB.601A-1 (the "a" means "alta quota", i.e. "high altitude")
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