Need some clarification on how to use advanced engine controls.

[Warpig]

I'm new to full real air combat and I am having trouble finding all this stuff explained in one source, so here it goes.

 

The topics at hand are:

 

Fuel Mixture

Prop pitch (fine/course?) How do they affect RPM's?

Manifold Pressure (is this only affected by fuel mixture? What is the ideal pressure to be at?)

 

I understand that different mixtures are for different altitudes, and that prop pitch affects RPM's. But how do I effectively use these? I understand that each plane is going to have differences, but are there some common measurables I should be using?

 

Any help would be much appreciated. And please use the full term once before throwing acronyms at me.   I am most interested in the BF109, so if references are a must, there ya go.

 

[DD_bongodriver]

simple rules:

 

low altitude rich mixture, high alt lean mixture, many aircraft have semi automatic function.

 

coarse pitch makes RPM reduce, this is used for cruise and generally high speed ( many equate it to high gear in a car), fine pitch gives high RPM and is used for take off and climb, also a fine pitch makes the propeller disc a good airbrake and is used to slow the aircraft for approach, it also puts the aircraft in configuration for the event of a baulked landing.

 

manifold pressure is just the power setting, high manifold pressure is high power

 

the 109 is an extremely popular choice and there are no end of experts around to help you know the finer details.

[Warpig]

Thank you bongo, you summed it up very nicely. Now I have a much better understanding of how to use them controls.

Edited March 21, 2014 by Warpig

[SYN_Speck]

Thanks for the summary, BD.

 

I for one would love to see some community-produced comprehensive tutorials specifically focusing on complex engine management, for each aircraft in BOS. There are only a few aircraft available so far, and they will probably continue to be released at a manageable rate.

 

TBH I find learning CEM a bit of a daunting task. In ROF it's not too complicated, just basic mix and/or radiator controls in many of the aircraft. I haven't really delved into it in BOS but the systems are obviously more complex.

 

the 109 is an extremely popular choice

 

I suspect that part of the reason for its popularity is the fact that many of its engine management systems are automated. Myself included (although there are many other reasons to enjoy flying it beyond that).

[DD_bongodriver]

 

I suspect that part of the reason for its popularity is the fact that many of its engine management systems are automated. Myself included (although there are many other reasons to enjoy flying it beyond that).

 

Yeah that is why, and the big guns, sexy paint schemes and because they were such naughty bad bad boys

 

Thanks for the summary, BD.

 

I for one would love to see some community-produced comprehensive tutorials specifically focusing on complex engine management, for each aircraft in BOS. There are only a few aircraft available so far, and they will probably continue to be released at a manageable rate.

 

You're both welcome, you will find someone has done some tutorial videos, I don't remember where, should be fairly easy to search for on Youtube.

[StG2_Manfred]

This may be helpful:

 

[ll./JG77_JadeBandit]

Just a tip I saw on Req's youtube channel, when your idling on the runway getting ready for takeoff, lean out of the cockpit and take a look at the color of the flames that are coming out of your exhaust, if they are a yellowish orange then lean the mixture a little, what you are looking for is the color of the flames to turn from that orange to a light blue. 

 

 Keep in mind this isn't modeled on all of the aircraft yet.

Edited March 21, 2014 by ScottyOnTheSpot

[Uriah]

Well that video totally baffled me.  Set the manifold pressure?  Set the RPM?  I don't understand that at all.  I am use to increase or decreasing the throttle and when I do that the RPM increases or decrease right along with the manifold pressure.  And what is this about moving the prop forward?  As far as I know the prop stays it does not come closer or goes out further from the cockpit.  And how all that keeps the props spinning round at the same revolutions per hour, well I never put two and two together on that.  About the only thing I understood from the video was that the suction caused my moving the pistons up and down changed the pressure.  And so if those pistons were moving up and down slower the pressure would increase and if I did it faster the pressure would decrease.  But I must be totally confused because I thought more pressure would harder on the engine as to much pressure just like in a boiler would make the engine explode. 

[ll./JG77_JadeBandit]

Well that video totally baffled me.  Set the manifold pressure?  Set the RPM?  I don't understand that at all.  I am use to increase or decreasing the throttle and when I do that the RPM increases or decrease right along with the manifold pressure.  And what is this about moving the prop forward?  As far as I know the prop stays it does not come closer or goes out further from the cockpit.  And how all that keeps the props spinning round at the same revolutions per hour, well I never put two and two together on that.  About the only thing I understood from the video was that the suction caused my moving the pistons up and down changed the pressure.  And so if those pistons were moving up and down slower the pressure would increase and if I did it faster the pressure would decrease.  But I must be totally confused because I thought more pressure would harder on the engine as to much pressure just like in a boiler would make the engine explode. 

 

 Your right about too much pressure being bad for the engine, in this case though too much pressure wouldn't cause the engine to explode but instead you would more then likely throw or curl a rod causing catastrophic engine failure and loss of pressure in the effected cylinder's.

[Rama]

Set the RPM? 

Yes, that's what you do with a CSP

 

I am use to increase or decreasing the throttle and when I do that the RPM increases or decrease right along with the manifold pressure.

With a CSP, increasing or decreasing the throttle in flight will not increase or decrease RPM. RPM will stay constant. (except outside the range of the mechanism, in steep dive for exemple).

[DD_bongodriver]

@Uriah

 

Some more simple ways to look at it:

 

Manifold Pressure also called boost pressure = Power setting controlled by the Throttle lever, increase by pushing the lever forward (in most aircraft), in terms of a car it's just the gas pedal

 

CSP= constant speed propeller, can sound misleading, in actual fact the speed of the prop is controllable but is called constant speed because you can set a desired RPM and a governor unit will maintain it, this is a function of having propeller blades that change angle which is known as variable pitch, this is controlled by the propeller/RPM lever, forward and backward are references to the control lever and not the actual propeller.

when the lever is forward the system is at max RPM, this means the blade angle is at 'fine' position (viewed from behind the blade would be flat), when the lever is moved back then it lowers the RPM by moving the blades to a 'coarse' position (viewed from behind the blade would look like it is edge on to you) this makes the propeller take a bigger bite of air and therefore puts more load on the engine and reduces the RPM consequently, in a car you could think of this as the transmission or gearbox.

[Uriah]

So the control on my keyboard or Joystick or whatever that I have for prop pitch, will on a plane with a 'constant speed' prop change the speed (revolutions of the hub) of the prop.  I suppose that is only affective  "except outside the range of the mechanism, in steep dive for exemple" which I suppose also include with so little throttle the engine and governor could not turn the prop as fast as the setting would allow.  But beyond that if I set the 'constant speed' of the prop at 25 and am fly flat and level it will make no difference in air speed if I have the throttle at 50% or 75%. 

 

I get the fine and course pitch and the bite out of the air. 

But just to be sure I understand the angle of the blade and its position.  If say from viewing the prop from being in the cockpit and it was set at FINE it would be like I could see the more of the surface from leading edge to trailing edge.  While if the blade was set at course I might see less of the blade because the trailing edge would be as close to me as it could get.  Kind of like looking at a knife edge.

 

Now does a constant speed prop change its angle of attack?  I thought there is a different kind of thing and name for it when changing the angle of attack.

[DD_bongodriver]

Actually changing the throttle setting in level flight wit a constant speed prop will change your airspeed because you are altering the amount of power you are putting into the prop, the prop maintains a constant speed through the governor unit which is constantly sensing RPM and affecting the blade angle to maintain.

So at a constant RPM of say 2500 and you reduce throttle the governor will have to reduce blade angle (fine) in order to maintain, this in turn makes the prop become a draggy disc and slows the aircraft, if on the other hand power is increased then the governor has to increase blade angle (coarse) this puts load on the blades because now they are doing more work on the air, so simplistically the RPM is being maintained by changing the amount of power being transferred through it if that makes sense, the govenor is simply sensing RPM and changing blade angle, you are telling the govenor what RPM you desire with the lever in the cockpit.

[Uriah]

Ah, so on a constant speed prop the angle of the blade is being changed but by use of a combination of the throttle, the speed of the plane through the air and the 'prop pitch' lever.  And it is not that the lever is changing angle of the blade directly but telling the governor what speed to make the prop go round and governor accomplishes that in part by changing the angle of attack of the blade.

[DD_bongodriver]

Yes

[ll./JG77_JadeBandit]

@Uriah, also be careful with the throttle on the constant speed prop, I learned the hard way that that throttling up too fast can damage the engine, nice slow, smooth input when increasing the boost pressure is best.

[Oesau]

@Uriah, also be careful with the throttle on the constant speed prop, I learned the hard way that that throttling up too fast can damage the engine, nice slow, smooth input when increasing the boost pressure is best.

With CSU there's a slight delay in prop RPM being managed and you will likely get a over speed (RPM) when you slam the throttle open.

 

We must all remember that the German version of the CSU is actually slightly different from that of the western types (and I know there are no western types in BOS - it's just a reference point). The throttle position changed the RPM set with the governor, it also retained the manual control which was good for climb and cruise settings.

[Venturi]

Internal combustion engines come in a variety of styles, but for our purposes we can simplify them to two types. They differ fundamentally in a few ways.

 

           1. Naturally aspirated (na) engines. These are largely unsuitable for aircraft, I will explain why. Most automobile engines fall into this category.

 

           2. Forced aspiration (fa) engines. These are the variety we are dealing with on the WWII aircraft here.

 

NA engines rely upon a vacuum being created inside the cylinder for the fuel/air mixture to enter the combustion region of the engine, the combustion chamber of the cylinder. This area is enclosed by the region above the piston, bounded on the sides by cylinder walls, and topped by the cylinder head. When the piston, which is sealed to the side of the cylinder, sweeps downward, there is only one opening for the fuel vapor to enter, through the open intake valve. Because the piston is sweeping downward and the area is sealed except through the open valve, the fuel/air vapor which is to be burned, is swept into the combustion chamber. This is then compressed as the piston travels upwards, and then ignited by the spark plug. As the combustion reaction progresses, the mixture is heated rapidly. A heated gas expands, and, since the intake valve is now closed, the only way for the pressure to be relieved is by pushing the piston downwards. This creates the power that the engine uses to turn the prop.

 

Here's where it gets tricky: In actuality, the downward intake stroke of the piston is not creating a vacuum, so much as reducing the pressure inside the cylinder. You may not be aware of it, but we are all under pressure and this pressure is generated by the weight of Earth's atmosphere pressing downwards on us. Thus, when the pressure falls inside the cylinder, there is a pressure gradient created, where the inside of the combustion chamber is at a lower pressure than the pressure pushing against every other part of the aeroplane at that altitude. This is what actually causes the fuel/air vapor to be PUSHED, not SUCKED, into the combustion cylinder.

 

This is a convienent system when the atmospheric pressure is high at sea level. However, at altitudes of more than a few thousand meters, performance drops off sharply. Why? Because there is no longer enough atmospheric pressure at those altitudes to fill the combustion chamber with the optimal amount of ACTUAL MOLECULES of combustion gas (oxygen), which means the combustion reaction does not proceed powerfully enough to give sufficient power to the engine. If you went high enough, there would be no atmospheric pressure at all, and we call this space. See guys, chemistry is cool right?

 

This is the reason that some means of pressurizing the intake system of aeroplanes was created - because if you can pressurize the intake system of an aircraft, you no longer need to rely upon atmospheric pressure to fill the combustion chamber - you are pressurizing that sucker way more, regardless of altitude. That is why when you look at the ATA guage in the 109 for example, you see .6, .8, 1, 1.2, etc. These are measurements of how much pressure is in the intake system. 1 is considered to be atmospheric pressure at sea level. So, generating 1.3 or 1.4, means you are way above that pressure level in the intake system. This whole system frees the aircraft from altitude performance degradation which would occur in a naturally aspirated engine. However, there is a limit. At some point, the air gets so thin that even super- or turbo- charged systems can no longer compensate. This is why there are multi-stage superchargers, etc. Because you must spin the supercharger faster to compress thinner air enough to generate enough pressure - but if you spun it that fast at low altitude, you would overpressurize the engine and blow it up. The 109 for instance has an automatic system but most planes had stages for their system to compensate for the reduced air pressure at high altitudes as well as for the higher air pressure at low altitudes.

 

If you pressurize an engine too much, you drive the combustion reaction too rapidly, and you get detonation and explosion of the mixture instead of a nice clean burn. This is incidentally, also why high octane is required for high performance engines - they are compressing the fuel/air mixture a high amount, to generate a more powerful combustion from a given amount of air/fuel, and thus need a slower burning fuel to prevent detonation. You can get the same bad effect as too little octane, from overpressurizing the combustion cylinder before the compression stroke actually starts.

Edited March 22, 2014 by Venturi

[Venturi]

A more simple explanation would be: the manifold pressure is the measure of the pressure the supercharger is generating in the intake system. Higher pressures mean more power, but also more stress on the engine. You should make sure that your RPMs are high enough to take advantage of this, for a low RPM with a high manifold pressure results in Bad Things (at least in real life). Also, too high a manifold pressure for too long, can cause Bad Things. So, keep your RPMs in the sweet spot, keep your manifold pressure below maximum until you need it, you can run it at 80% of max all day long (you should be able to, anyways), and turn it up to max, judiciously, when you need the extra power.

[kendo]

I found this video from A2A to be useful regarding the various types of prop.

 

http://www.youtube.com/watch?v=psYL7thQj6M

[Rigsby]

This video helped me alot.

 

[Seren77]

^ that video was handy, I'll be able to visually check my mixture. 

 

I have a question, I did my first flight tonight and very happy with how the planes feel, seems more snappy like I imagined, as opposed to cliffs of dover.

 

I normally have my complex engine management all under control in cliffs of dover, don't over rev, and make sure the oil and water doesn't get to hot and you can fly all day.

 

Now my problem is, I mostly always fly RAF, though when I do fly the Stuka in CloD it's fine. So I keep wrecking these Stuka engines in BoS with oil cooler open, rad open and half throttle and the only thing that looks out of the ordinary is the water temp was 60c when it started smoking.

 

So obviously it's freaky cold in stalingrad compared to the UK is my engine dying because it's too cold? or am I doing something else wrong. It seemed to last longer with the rad half open than full open. I was idling back on approach to land on runway when it started smoking.

 

Help appreciated.

[Volkoff]

^ that video was handy, I'll be able to visually check my mixture. 

 

I have a question, I did my first flight tonight and very happy with how the planes feel, seems more snappy like I imagined, as opposed to cliffs of dover.

 

I normally have my complex engine management all under control in cliffs of dover, don't over rev, and make sure the oil and water doesn't get to hot and you can fly all day.

 

Now my problem is, I mostly always fly RAF, though when I do fly the Stuka in CloD it's fine. So I keep wrecking these Stuka engines in BoS with oil cooler open, rad open and half throttle and the only thing that looks out of the ordinary is the water temp was 60c when it started smoking.

 

So obviously it's freaky cold in stalingrad compared to the UK is my engine dying because it's too cold? or am I doing something else wrong. It seemed to last longer with the rad half open than full open. I was idling back on approach to land on runway when it started smoking.

 

Help appreciated.

I believe that this thread (below) may prove useful.   PilotPierre gives you the engine management restrictions. You may still need to know the right temperature to maintain, but Pilot Pierre's info should help reduce the likelihood of common forms of engine failure.

 

MJ

 

 

http://forum.il2sturmovik.com/topic/5395-my-cem-settings-those-having-difficulties/?p=104240

 

For landing and takeoff, I would go with Requiem:

 

Edited June 30, 2014 by =69.GIAP=MIKHA

[Seren77]

Thank you MJ,  that helped, was able to fly around for about 20 minutes no worries. I didn't realise the Stuka liked rpm around 2250. To used to doing 2800rpm in the spits in clod. Some prop pitch adjustments and all was good.

 

Am I right in thinking the Stuka has no mixture control?

[Gambit21]

The La5 engine quits on me sometimes during maneuvering - still not sure what I'm doing to cause that.

[AbortedMan]

The La5 engine quits on me sometimes during maneuvering - still not sure what I'm doing to cause that.

It needs airspeed to stay cool, and running at full rpm will inevitably overheat the engine, I run 2300rpm with rads wide open until I need to close them in a tight turn, long/fast straight chase or fast dive, then open them right back up

[Gambit21]

OK, thanks for the insight, I'll change my habits a bit.

[Volkoff]

Thank you MJ,  that helped, was able to fly around for about 20 minutes no worries. I didn't realise the Stuka liked rpm around 2250. To used to doing 2800rpm in the spits in clod. Some prop pitch adjustments and all was good.

 

Am I right in thinking the Stuka has no mixture control?

No problem, Seren.  I am not sure about the mixture. ​  I will go in game tonight and check.  MJ

Edited July 1, 2014 by =69.GIAP=MIKHA

[Seren77]

I think it doesn't from the Requiem video and labeled cockpit image I found somewhere on the site. Was not able to see any change in flame colour or anything moving in cockpit when I did the keyboard controls. Thanks again

[pilotpierre]

None of the German aircraft have mixture control

[Seren77]

None of the German aircraft have mixture control

 

Thanks Pierre, thanks gonna make life easier

[SpookyRiddle]

Rookie question: On the MP servers, is complex engine management turned on by default? Do we have to worry about prop-pitch, mixtures, RPMs, radiators etc?

Seeing as I'm still very new to flight simulators I'm still picking up basics and I've been flying on the MP servers as though these elements are all automatic, except for the F4 ofc, as it is really easy to burn out the engine going above 70% for too long.

 

Cheers

[AbortedMan]

It's enabled on the "expert" servers, but not on the "normal" servers.

[SpookyRiddle]

It's enabled on the "expert" servers, but not on the "normal" servers.

 

Wow, that's more than I knew. I know most of the systems are automatic on the 109s and don't have to be worked unless you want to, but with any other aircraft, do I need to be observant of these complex engine controls? Will I be at a significant disadvantage if I ignore them?

 

Cheers

[Matt]

If you don't monitor the oil/water/engine temperatures, you risk engine damage due to overheating or overcooling and you'll get a performance disadvantage if you open the oil cooler/radiator/cownling flaps more than you would need to.

 

You can leave mixture to 100% in most situations. At higher altitudes (6000+ meters for most planes) you would need to reduce mixture a bit to get the best performance, but other than that, leaving it to 100% works fine.

[Seren77]

Wow, that's more than I knew. I know most of the systems are automatic on the 109s and don't have to be worked unless you want to, but with any other aircraft, do I need to be observant of these complex engine controls? Will I be at a significant disadvantage if I ignore them?

 

Cheers

 

I find it varies between planes, as I found out in the ju-87 you have to pay a lot of attention just to keep it in the air. As far as performance you can get more speed with your radiators closed and prop optimised. This would give a small advantage to an equally skilled pilot. For me though having optimal speed isn't going to make me aim any better

[Finkeren]

Wow, that's more than I knew. I know most of the systems are automatic on the 109s and don't have to be worked unless you want to, but with any other aircraft, do I need to be observant of these complex engine controls? Will I be at a significant disadvantage if I ignore them?

 

Cheers

 

Yes.

 

The obvious consequence of ignoring the gauges on your dashboard is the overheating issue: Run high throttle, high RPM with closed radiators and you'll fry the engine of all planes within a matter of minutes. A cute trick to keeping engine temperature down is to lean the mixture a little more than necessary for that altitude and run low RPM. High RPM actually does more to heat the engine than high throttle. I personally find, that the best way to keep temperature down on Klimov engined fighters (Yak and LaGG) is to run full throttle at all times, but keep low RPM at all times outside of combat and at any time you fly level during combat. This gives you a high speed and a cool engine, but (and keep this in mind) it burns far more fuel than flying with reduced throttle. 

 

Apart from overheating, the consequences of ignoring CEM are more subtle, but no less dangerous to your health if you meet an enemy:

 

Failing to adjust mixture as you climb or descend will result in reduced performance and can even lead to the engine cutting out. The problem is, that small adjustments in mixture produce very little feedback from the engine, and therefore it can be hard to determine, if you're using the correct setting. The best thing you can do (as described in Reqiums video on the subject) is to fly solo flights in the different planes and test mixture settings at different altitudes using the exhaust flames as an indicator and writing down or memorizing the optimal settings for a range of altitudes for each plane with adjustible mixture.

 

Failing to use the CSP correctly can lead to reduced performance in certain situations and simply running high RPM all the time gives you massive overheating. Generally speaking, highest RPM settings are good for take off, climbing and any kind of maneuvering dogfight, but in all cases it comes at the price of overheating. Simply running high RPM with the radiators fully open to keep temperature down will not give you the highest performance. In level flight highest top speed is achieved at a slightly reduced RPM, so once you find yourself in a high speed chase, cut back on RPM. The combination of high air speed and lower RPM has the added benefit of cooling the engine, so you can close your radiators a bit and gain even more speed.

 

Failing to correctly manage the supercharger (which normally just involves shifting between 2 settings at a certain altitude) can lead to reduced performance and in severe cases even damage the engine (not sure if this is modelled in BoS) Also keep in mind, that the La-5 has a specialt boost setting that only works, if the supercharger is in gear 1 (which you're supposed to change around 2000m, but the boost gives you a benefit up to around 2500m, so it can actually be a benefit to leave the supercharger in the lower gear a little longer on the La-5)

 

As strange as it may sound the throttle is actually one oof the controls I use the least, As I explained above, there can be sound reasons to simply run the throttle at maximum all the time and only reduce it, when it's time for landing, but as I said: That burns a lot of fuel and propably wouldn't be good for the engine in the long run, but who cares about that  .

[SpookyRiddle]

Yes.

 

The obvious consequence of ignoring the gauges on your dashboard is the overheating issue: Run high throttle, high RPM with closed radiators and you'll fry the engine of all planes within a matter of minutes. A cute trick to keeping engine temperature down is to lean the mixture a little more than necessary for that altitude and run low RPM. High RPM actually does more to heat the engine than high throttle. I personally find, that the best way to keep temperature down on Klimov engined fighters (Yak and LaGG) is to run full throttle at all times, but keep low RPM at all times outside of combat and at any time you fly level during combat. This gives you a high speed and a cool engine, but (and keep this in mind) it burns far more fuel than flying with reduced throttle. 

 

Apart from overheating, the consequences of ignoring CEM are more subtle, but no less dangerous to your health if you meet an enemy:

 

Failing to adjust mixture as you climb or descend will result in reduced performance and can even lead to the engine cutting out. The problem is, that small adjustments in mixture produce very little feedback from the engine, and therefore it can be hard to determine, if you're using the correct setting. The best thing you can do (as described in Reqiums video on the subject) is to fly solo flights in the different planes and test mixture settings at different altitudes using the exhaust flames as an indicator and writing down or memorizing the optimal settings for a range of altitudes for each plane with adjustible mixture.

 

Failing to use the CSP correctly can lead to reduced performance in certain situations and simply running high RPM all the time gives you massive overheating. Generally speaking, highest RPM settings are good for take off, climbing and any kind of maneuvering dogfight, but in all cases it comes at the price of overheating. Simply running high RPM with the radiators fully open to keep temperature down will not give you the highest performance. In level flight highest top speed is achieved at a slightly reduced RPM, so once you find yourself in a high speed chase, cut back on RPM. The combination of high air speed and lower RPM has the added benefit of cooling the engine, so you can close your radiators a bit and gain even more speed.

 

Failing to correctly manage the supercharger (which normally just involves shifting between 2 settings at a certain altitude) can lead to reduced performance and in severe cases even damage the engine (not sure if this is modelled in BoS) Also keep in mind, that the La-5 has a specialt boost setting that only works, if the supercharger is in gear 1 (which you're supposed to change around 2000m, but the boost gives you a benefit up to around 2500m, so it can actually be a benefit to leave the supercharger in the lower gear a little longer on the La-5)

 

As strange as it may sound the throttle is actually one oof the controls I use the least, As I explained above, there can be sound reasons to simply run the throttle at maximum all the time and only reduce it, when it's time for landing, but as I said: That burns a lot of fuel and propably wouldn't be good for the engine in the long run, but who cares about that  .

Thank you for explaining this in a way that makes sense, I've been reading a few explanations of this and they all seem a bit too technical for someone who's just getting into the genre. I've watched the tutorial by Reqiuem and I will definitely be practicing this. I was just curious however, I know that a lot of systems are automated on the 109s but I'm unsure as to which. I think prop-pitch is automated as well as fuel mixture, as well as the superchargers and the radiator, please correct me if I'm wrong!

 

How about the soviet aircraft, are there any automated systems in them or is it all manual?

 

Is there anywhere that I coudl read up on how to operate the engines on the various aircraft that are available in the simulator and how they function?

 

Cheers

Edited July 3, 2014 by ASDSpookyRiddle

[Finkeren]

The only kind of "automation" in the Soviet aircraft currently in BoS were the constant speed propellers. All other controls were manual, though not all of them are usable in BoS.

 

German fighters in general and the 109 in particular had a lot of automatic systems to lessen pilot work load, so all he basically had to operate was the throttle (for comparison, the La-5 pilot has no less than 6 levers/wheels and a button he has to operate to keep the engine functioning optimally)

 

Most of the automated systems in the 109 had a manual override, though mixture was always automatic IIRC.

 

As advanced as the 109 may seem, it did have some antiquated systems as well owing to the fact, that it was a 1930s design: The manually operated flaps with no in-cockpit indicators are a good example, the lack of adjustable trim tabs is another.

 

The real gem of German Engineering however, was the Kommandogerät on the Fw190, which I can't wait to see in action in BoS.

Edited July 3, 2014 by Finkeren

[t4trouble]

 

 

Failing to use the CSP correctly can lead to reduced performance in certain situations and simply running high RPM all the time gives you massive overheating. Generally speaking, highest RPM settings are good for take off, climbing and any kind of maneuvering dogfight, but in all cases it comes at the price of overheating. Simply running high RPM with the radiators fully open to keep temperature down will not give you the highest performance

 

Has it to be added to the Russian planes yet because this is just not true in game.The russian planes can fly around all day long on high throttle settings and rpm

 

with mamaged radiators which i would think is combat settings.German planes have this engine  limited throttle/rpm combat settings half an hour, wep 5min.Is this 

 

true to RL i'm taking about the russian plane's.