Chill31

Except for the Pfalz, those are plausible maximums. The Bristol is probably a little on the high side, but I haven't collected any data on it. Though I will probably get to fly one next year!

What makes you say engine fires after blipping? So far, I don't know any rotary engine pilots who have fire problems after blipping...the only one where I could see it becoming a real issue is the Gnome series that do not have carburetors. Even then, I am not hearing about fires from blipping. It must take quite a long blip to get that much fuel in the cowl.

A N28 should be a really sweet flying plane. The wing shedding was its only downfall.

People will complain about its 3.7 G limit though...(I don't really know at what G limit the front ribs should be ripping off the plane, but it should relatively low compared to other planes.)

On the Dr.1, it would depend on what was shot. The ailerons would have the potential to be jammed if the control itself was shot. How it is design, I think it would be very unlikely. One aileron could control cables could be shot away, and the opposite aileron would still work, because they have independent sets of cables. The rudder could be disabled by shooting away a cable, or less likely, it could be jammed with a direct hit on its support tube. If the rudder cable on a Dr.I is shot away, it would be a very dangerous situation, because the rudder does not center itself. Th

Consider what he wrote in the paper though...if the planes are closely matched, spiraling for even a minute in combat is an eternity. Even if the bandit isn't surprised, one pilot is likely to start with some sort of advantage, and that will translate to hopefully one shot opportunity. As a defender, a role reversal is a treat. Living another day is the goal though.

I think he was complimenting the computations in terms of having AI fly a "perfect" turn fight. The result would be what you have predicted

It is! I only just realized that. We have such a fantastic group of WWI aviation enthusiasts here on the forum and in the FC skies 🥂

I found this nice paper while searching the net, and the gentleman lists a British report for the Load Limit on the Camel at 5.4 Gs. It is a cool article, and a lot of the data matches my own findings in the Dr.I. For your consideration: https://www.dropbox.com/s/7n9lbz68dhh44b3/FokkerDr1_Sopwith_Camel_turning_comparison_PA21.pdf?dl=0

Of course! I'll send you a PM with my phone number. Just give me a call and let me know a few days before hand when you want to come out.

Unfortunately, the 80 Le Rhone and the 110 Le Rhone have different bolt patterns on the hub, and the hubs are not interchangeable between engines. It would be impossible to swap propellers between them. Considering I am well into becoming a regular rebuilder of rotary engines, I will probably construct a test stand in order to verify power output of engines I rebuild. It will be some time before I do that though. The only difference from your numbers posted there is that the 80 Rhone propeller was also 1200 rpm static. I never measured the pitch of either propeller, so I i s

I am highly skeptical of WWI performance data that was collected during WWI. I am with you. A Pup on 80 hp is faster than a N17 on 110+ hp? I find it very unlikely. Fortunately, I think I will get good data on both of those planes in the next few years. One bit of modern day info I received was that TVALs UR2 Fokker D8 will fly circles around the 160 Gnome Camel. I think some flight data from the Dr.I will be very revealing about the reliability of much of the data we have poured over as a WWI community. It will also give us a great benchmark for the aircr

Worth every penny in my opinion. I'm still amazed at how you were able to reproduce this so well. I have an original one (not mine) sitting in the shop, and it is spot on. Good luck with your sales!

Yes, I think you are right on all accounts. This engine may very well be in better than average shape compared to a war time production engine. That being said, it does have some light wear over the last 100 years that I could not eliminate in a reasonable budget. I have had several people comment on how well it holds compression in the cylinders though...it is indeed very strong. I will do tests at several rpm settings and see what speed it gets. If I get 115mph at 1250 rpm, we will be debunking some myths immediately! I'd be willing to let it rev up to 1350 or 1400 for a br

Well, I can officially confirm maximum rpm for the 120 Hp Rhone/Oberursel UR2 is 1220 rpm static. Getting close to a first flight. This engine is a completely different animal from the 80 Rhone. My grandmother could fly an 80 hp Le Rhone. The 120 hp...makes me nervous 😬 I'll link a video soon