E7 flight details?

[Trooper117]

Take off and landing speeds?

 

VNE speed?

 

Climb out speed?

 

Stall speed?

 

 

There is a diagram and some bare bones details courtesy of Luke, but any extra info would be appreciated

[pilotpierre]

+1 and ata settings

[Sokol1]

Motor DB-601A.

 Aspiration (ata) / RPM:

1.40 / 2600 - 1 minute 

1.30 / 2400 - 5 minutes 

1.23 / 2200 - 30 minutes

 1.15 - without restrictions.

 

Oil and water radiator manually controlled.

http://forum.il2sturmovik.ru/topic/3532-obsuzhdenie-versii-1104-leto-i-osen-bf-109-e-7-v-rannem-dost/page-10?do=findComment&comment=346209

Edited October 29, 2015 by Sokol1

[6./ZG26_5tuka]

Optinal climb speed for the E-series was 250 km/h (which is also Vne with landing flaps).

 

Landing speed should be similar to the F series, might look it up once at home...

[Reflected]

Optinal climb speed for the E-series was 250 km/h (which is also Vne with landing flaps).

 

Landing speed should be similar to the F series, might look it up once at home...

 

is that Vx or Vy? Steepest climb, or best climb rate?

[6./ZG26_5tuka]

is that Vx or Vy? Steepest climb, or best climb rate?

Optimal climbing speed for best climb rate. Steepest climb speed is not even mentioned in german manuals and pilot instructions so I don't know.

The 250 km/h is for the older E-3 if I remember correctly, so you might be better climbing at ~260km/h.

Edited October 29, 2015 by Stab/JG26_5tuka

[Trooper117]

So, am I correct in thinking that the E7 is an E4 but with the ability to carry an external fuel tank to increase range, or can be used as a jabo with fittings for carrying a bomb?

[6./ZG26_5tuka]

It's not easy to tell as the E-7 production was shut down early. Many E-7s were conversions from older E-3's and 4's from the Battle of Britan that were (very roughly) upgraded to E-7. The result was some kind of "bastardisation" among the E-7s threwout the units.

 

Still main feautures of the E-7 include the engine, artificial horizon for all weather capebilities and strenghened fuselage + wings to allow for heavier external ordinance. The Jabo versions were also uparmoured to protect the pilot and engine during ground strafing.

Edited October 29, 2015 by Stab/JG26_5tuka

[6./ZG26_5tuka]

Ok some more data from manuals:

 

"Betriebs u. Rüstanleitung Me109 mit Motor DB601"

 

- recommendet approaching speed for final is 220km/h

- airscrew pitch should be set to 12 o'clock (don't knwo if the Kommandogerät does that ingame)

 

Optimal climbing speeds:

 

High (m)    Va (km/h, IAS)

   0                   250

1000                243          

2000                236

3000                229

4000                222

5000                215

6000                208

7000                200

 

Engine:

• temperature on ground must be 60°C min
• max RPM = 3000

"Betriebs und Wartungsvorschrift zum Mercedes Benz Flugmotor DB601 A u.B"

 

Power settings:

• Increased Emergency Power        1.40 ata    (1min)
• Emergency Power                         1.30 ata    (5min)
• Increased Continous Power          1.23 ata    (30min)
• max. Permittet Continous Power   1.15 ata   (no limit)
• economic Continous Power          1.10 ata   (no limit)

Engine power graph:

Edited October 29, 2015 by Stab/JG26_5tuka

[andyw248]

Does the approach speed of 220 kph on final come from the Betriebshandbuch? That seems quite fast to me. Stall speed (dirty) is about 130 - 135 kph, so multiplied by 1.3 that would be about 170 - 180 kph. I find that a general approach speed of less than 200 kph, and then slowing down to 180 "over the fence", allows to make a smooth roundout and flare to a touchdown speed of 130 kph, without any bounce.

[6./ZG26_5tuka]

Yes it is from the Betriebsanleitung. 220 km/h is only the (recommended) appraoching speed. At close final to flare the speed is surely supposed to be lower.

 

In the end it depends on the Pilot's preferrence. Manuals do only give you the guidance to fly an aircraft.

[Dakpilot]

"In the end it depends on the Pilot's preferrence. Manuals do only give you the guidance to fly an aircraft.​"

 

LoL Said no flight instructor ever

 

Sorry, this is not meant to be in any way rude, but that just made me smile, remembering all the instructors I have flown with and the often and massive berating if not flying exactly 'By The Numbers'

 

(and surprisingly it always works!) the secret is knowing the 'numbers'

 

Cheers Dakpilot

[Trooper117]

My instructor always said I was a 'seat of the pants' flyer... he used to give me a hard time about cutting the corner before finals when I was doing solo circuits... lol!

He said it looked like I was doing 'carrier' landings, but I always liked to keep the airfield in view as I completed my circuit prior to landing.

[6./ZG26_5tuka]

"In the end it depends on the Pilot's preferrence. Manuals do only give you the guidance to fly an aircraft.​"

 

LoL Said no flight instructor ever

I talk about expirienced pilots. There is no manual called "How to fly an airplane properly under all conditions". Landing speed for example depends on wind, turbulences, aircraft state, fuel load ect. No manual can cover all those factors into one ultimate guide. That's why I said it depends on the pilot.

 

I'm not talking about any pure technical terms.

 

Didn't know you were an instructor though.

[Dakpilot]

Never said i was an intstructor, said i had been told by many instructors

 

Not trying to argue tho  but all the really good pilots who 'make it look so easy'  in fact fly by the numbers (from the manual) and know their aircraft intimately, it was a nasty wake up when I realised that most of professional/military flying was not seat of the pants, but knowledge and studying

 

Knowing your fuel burn and thus your exact landing weight, (and then calculating correct approach/touchdown speed) checking weather/windsock and knowing windspeed all these things and more were drummed (usually unsuccessfully )​  into me by many different instructors, including two 20,000hr+ guys who co-incidentally were both RAF/SAAF Spitfire Pilots in their earlier days,

 

I had the great pleasure of becoming good friends with both of them and flying as Co-pilot for one early in my career, sadly they have now  moved on to a better place,

 

The easy going 'Aces' usually had extremely good technical knowledge and training even if they didn't act like it, knowing the numbers (military and larger aircraft have surprisingly in depth manuals/tech info and enough graphs to make you weep )  and taking out the guesswork is all part of it, experience adds the missing bits, little is left to judgement

 

Cheers Dakpilot

[andyw248]

Ok, here's what the "Betriebs- und Ruestanleitung Me 109 mit Motor DB 601" says:

 

 

It says:

• Reduce speed to 220 kph before lowering the gear (I'd say this would be done while on downwind)
• Final approach at about 150 kph (I'd say this is very slow; haven't tried this yet but certainly will)