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About Venturi

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    "Now the chief limitation (apart from mechanical ones) was detonation at high boost pressures." A.C.Lovesy, Rolls-Royce

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  1. The P40e should have one of the best Allied aircraft roll rates, it does not (the P39 rolls much better, in contrast to published data). The V1710-39 in P40e should be able to tolerate up to 56" of boost for at least 5 min given the fuel ratings in use (assuming 100/130 octane), which would give it roughly 1450hp. By the way, the P40e is one of the lightest American fighters (300+ kilos lighter than P-51D). You can compare the P-51D and P-40E in maneuvering performance at 200mph airspeed with similar power settings. 56" MAP should give you equivalent power levels between the two aircraft. The P-40E should outperform the Mustang in all maneuvers given the weight difference. It should also outroll the P-51D easily. Go ahead - test it. Then tell me what you find out.
  2. There’s a lot lost in the first 100m , let alone 300m.
  3. Actually the reason why it is more efficient to have throttle full forward and adjust MP with turbo (or with RPM if in S/C only planes - within reason given detonation parameters IRL) is that the throttle "butterfly" is increasing turbulence and resistance in the intake airstream when partly closed. When open, it is more laminar and resistance is reduced.
  4. Very true. As altitudes increase, drag on bullets decrease. Just like it decreases on airplanes. At least some lead calculating aircraft gunsights take this into effect.
  5. Why oh Why are the bomb controls in German Jabos not animated when the bombs are armed etc? Thank you in advance.
  6. Someone needs their meds, haha. Look up Gradient Echo Sequence and what it’s used for, k, bye.
  7. Yes but that Fokker does not have a supercharger - the engine is simply over compressed, by intrinsic design of the piston and cylinder head compression chamber, to compensate for thinning atmosphere as you climb. When you advance the throttle prematurely you are over compressing “thicker” air. So yes it is moving towards detonation, but it is slower onset and less severe than an aircraft with a true supercharger. Probably not a good way to model the onset in a much larger engine with a true supercharger. In these WW2 engines onset of detonation is very rapid and with little warning. Much safer to be slightly over rich, than too lean. Also much safer to advance the mix, before you advance the throttle... The exhaust smoke should be much more severe in German fighters than in Allied. The Germans did not have as effective anti detonation additives and they achieved the higher boost levels they did by over richening the mix, which was automatically done on most of their aircraft when the throttle was advanced (still, the boost levels were not even close to the levels western allied 150PN fuels allowed, unless Mw50 was used - artificially boosting PN even more). PS the correct terminology for “octane” levels is actually Performance Number or PN. Since, “Octane” rating is simply the percentage of Octane or eight-carbon linear chains in the hydrocarbon mixture of the fuel. In other words, it is a reference standard as the burning characteristics of octane are known. It is by definition it is nearly impossible to even get to 100% or 100 octane rating, as hydrocarbons are always a mixture of different kinds of hydrocarbons. When you get to numbers like “150 octane”, what you are really saying is it is 150 Performance Number - because there can be no such thing as 150% octane in a given solution of hydrocarbons. Semantics yes, but illustrative semantics.
  8. Really, the smoke was as a result of over richening during max boosting, to suppress detonation. In actual fact, if you reduced mixture inappropriately at even moderate boost levels, you would suffer pretty catastrophic and quick engine failure.
  9. I think the aircraft performance dynamic has shaped up to fit nicely with the actual history over the course of the IL2 BOS series. Now the western allies aka “Red” side, have at least parity and probably even a significant advantage, especially with the P38, Spit, and P51 when at altitude. Like most things in life, many people are not about fair play or principles, but rather taking as much advantage as they can get, especially in an online match. That means that you should expect the same folks who flew exclusively Blue in the early and mid war, to now fly exclusively Red in late war. Just like when a sports team starts to win in a season. “Nothing succeeds like success.” And that’s fine. You will find, I think, that those who fly ground attacker missions of whatever type tend to be more mission focused and more about server balance, so will also tend to move to the side with fewer players, for the most part. I personally have been flying Blue pretty exclusively in the late war setting. My opinion, a good reason to keep the Me262 regularly available (in a limited way) in online matches, is that it will bring a measure of parity and uniqueness to the late war Blue side. Especially with Jabo runs. Imagine that! Keep in mind that the ACM flying style it requires will be distasteful to those pilots who want to “turn and burn”.
  10. He’s just worried about hemorrhages on GRE
  11. AN/M2 was more like 800rpm. Later variant AN/M3 was up to 1200rpm or so. Hispano slightly slower, 725rpm.
  12. It was designed by North American Aviation.
  13. Realism, like buying classic styles in clothing, will never go out of style.
  14. I love it so far. Just need to ensure that the older birds like the IL-2 have directionality to the engine sound from different outside viewing angles.
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