Nice and short. Well done. Quick notes: Power settings: 1.35-1.36 ata is a valid cruise setting that can be run forever. 1.2-1.25 ata is a conservative setting for better fuel economy. For combat, 1.42 ata is perfectly fine. You can run this setting for a long time if you manage your radiator partially manually. Open it once in a while to bring the temperature down. Fuel economy is not good with 1.42 ata. War emergency power / MW50: The DB605 in this plane cannot run beyond 1.42 ata due to the low octane fuel that's modelled here. The shaking that happens when pushing the engine beyond 1.42 ata is knocking. With higher octane fuel, the engine could run at around 1.62-1.65 ata (we call it dry boosted) because the fuel is more resistant to knocking. MW50 cools the engine internally and increases boost pressure at the same time which is why 1.8 ata are possible with MW50. MW50 only works below 8km of altitude. Above that it will decrease in effectiveness rapidly. However, you can then run the engine at increasingly higher throttle positions as due to the decreasing ambient air pressure your engine's manifold pressure also goes down. Above 9 km or so you can run pretty much full throttle (war emergency setting) without going above 1.42 ata and 2,850 rpm. Prop-pitch control: The automatic governor is set such that prop-pitch is set for high performance without stressing the engine too much. Hence, at 1.42 ata or 1.8 ata with MW50 the engine will be around 2,650 rpm. Its limit is at 2,850 rpm so manual control can be used to squeeze a few more rpm out of the engine. Caution must be applied. A more relevant use case is to limit engine rpm to more fuel economic settings, such as 2,100, 2,200 or 2,400 rpm. In real life, pilots would have used manual control to reduce rpm to save fuel during ferry legs of the mission or to increase their airborne flight time. Best regards, I/JG7_Killerfliege
The radiator disconnect is used when a radiator has been punctured in combat and when you operate the lever, it isolates that damaged radiator so that no more fluid is lost from the coolant system. As for propellor pitch change, the pilots used to listen to the pitch change rather than look at the pitch guage. They made sure to push the thumb button forward ahead of pushing the throttle forward.
Is there a practical difference? As far as I know the supercharger compresses the air and fuel before it enters the engine. I mean besides that it is compressed.
Nice and short. Well done.
Quick notes:
Power settings:
1.35-1.36 ata is a valid cruise setting that can be run forever.
1.2-1.25 ata is a conservative setting for better fuel economy.
For combat, 1.42 ata is perfectly fine.
You can run this setting for a long time if you manage your radiator partially manually. Open it once in a while to bring the temperature down. Fuel economy is not good with 1.42 ata.
War emergency power / MW50:
The DB605 in this plane cannot run beyond 1.42 ata due to the low octane fuel that's modelled here. The shaking that happens when pushing the engine beyond 1.42 ata is knocking. With higher octane fuel, the engine could run at around 1.62-1.65 ata (we call it dry boosted) because the fuel is more resistant to knocking.
MW50 cools the engine internally and increases boost pressure at the same time which is why 1.8 ata are possible with MW50.
MW50 only works below 8km of altitude. Above that it will decrease in effectiveness rapidly.
However, you can then run the engine at increasingly higher throttle positions as due to the decreasing ambient air pressure your engine's manifold pressure also goes down.
Above 9 km or so you can run pretty much full throttle (war emergency setting) without going above 1.42 ata and 2,850 rpm.
Prop-pitch control:
The automatic governor is set such that prop-pitch is set for high performance without stressing the engine too much. Hence, at 1.42 ata or 1.8 ata with MW50 the engine will be around 2,650 rpm.
Its limit is at 2,850 rpm so manual control can be used to squeeze a few more rpm out of the engine. Caution must be applied.
A more relevant use case is to limit engine rpm to more fuel economic settings, such as 2,100, 2,200 or 2,400 rpm.
In real life, pilots would have used manual control to reduce rpm to save fuel during ferry legs of the mission or to increase their airborne flight time.
Best regards,
I/JG7_Killerfliege
The radiator disconnect is used when a radiator has been punctured in combat and when you operate the lever, it isolates that damaged radiator so that no more fluid is lost from the coolant system. As for propellor pitch change, the pilots used to listen to the pitch change rather than look at the pitch guage. They made sure to push the thumb button forward ahead of pushing the throttle forward.
thanks! i didnt know about that
thank you
Another amazing tutorial, thank you!
Gracias, ha sido muy útil.
Thanks !
Nice and quick videos! Thanks. Helped with understanding mw50.
Helpful!
You can push it for pretty long. The engine is mostly in danger while taking off I found out.
Nice, helped a lot! Thanks
Amazing! Thx a lot!
MW50 injects into the supercharger not the engine itself
Is there a practical difference? As far as I know the supercharger compresses the air and fuel before it enters the engine. I mean besides that it is compressed.