Altflieger

Given they were the same airframe I find this had to believe. The same except the G10 had no underwing gondolas to lug about. The G10 was the fastest 109 made, an air superiority fighter, nothing else. Unlike the K4.

G-10 was actually slower than the K-4. Same engine with less weight and it's slower, explain.

Hartmann finished the war flying a G10. Which was a lightweight K4. "Mustangs, we just flew away from them" E. Hartmann.

Hi, no I was using the mouse and clicking and dragging. Interesting when using a track IR at the same time.

I have a weird one, when playing in simulation and the fly for fun mission the alieron trim and the elevator trim are swapped, the rudder seems ok. Adjust aileron trim and nose goes up or down, with elevator plane rolls left or right. I've uninstalled and freshly downloaded 1.28 but still the same any ideas?

Apologies over auto union engine, crossed wires and trying to beat the clock before being logged out again(!). Yes dear Yoyo, disappeared some time ago... possibly gone fishing with Ilya?

Friedrick. where to start... Have a look at post 16in this thread, the 605a power graph. It clearly shows the power lever set to a setting of 1.3ata yet the blower on the ground is putting out 1.42ata, but the engine is only getting 1.3ata! This is because of the reglerklappe which prevents engine overboost as it's supposed to, ok? So why was this? Most likely is Kurfurst's pragmatic explanation of keep it simple stupid (KISS). This also made the engine very responsive, I imagine, when the lever was pushed rapidly forward. As for, "Who's to say that with this experience in racing engines, that DB hadn't designed the supercharger to allow for future power increases, including the possibility of using more extreme valve timing overlap? The chances are excellent that the DB 601E and DB 605, and their superchargers, were designed with the benefit of experience drawn from the DB 601 R. series. " You're going to have to buy more books. With a FTH of only 6.5km the blower in 1942 was just about adequate. Set is relation to the knowledge in 1942 that Boeing were developing a bomber (B29) that would fly at 16km and be over Germany in 1943, can you imagine the panic in the German high command? Clue, they had no aircraft that could even fly that high and not even one on the drawing board at that stage. That the Db605 and late 109's were as good as they were was something of a miracle, needed the bigger 603 blower and needed mw50 to stay competitive. Be under no illusions, the clock was ticking from the day the Japanese bombed Pearl Harbour. Chuck in Stalingrad and Diamler Benz were playing catch up to achieve height and speed in aero engines from then on. Db also had "racing" experience with inverted V12's in Auto Union race cars in the early '30's.

Yes, I was wondering about the round about way they handled the blower up to 2.1km. My best guess was that it was somekind of safety measure in there was a need of instant boost to climb over some obstacle that popped up soon after take off. Thanks for the temp clue, but does not temperature continue to fall up to 30 000ft? (Thinking here that blower fan and fan drive gear raise temp a bit above 2.1km? and thus small drop in power?)

Thanks for the reply. I am still digging for info about how the db605 operates. I have discovered that the system seems to work in the way I imagined it did, in that the primary control is the cockpit power lever which gives a blower output for a given setting, ie 1.3ata. The Reglerklappe appears to work and act only as a limiter if blower output is exceeds 1.3ata when the throttle is set to 1.3ata. The "Reglar" kind of gives the game away. It appears the overblowing by the blower from the ground up to 2.2km is due to the oil pump running at fixed output (max?) that provides the oil to the hydraulic clutch that drives the blower fan. I.e. the blower speed is fixed up to 2.2km (in this diagram we are discussing, the k4's engine's first power peak is at circa 1km.) There is a second oil pump that also feeds the hydraulic clutch but in relation to barometric pressure changes, speeding up the blower as pressure drops off. In K's diagram we see a more or less continuous and steady blower output at 1.3ata from 2.2km up as a result of the action of the second oil pump. From the diagram it would appear. that the Reglerklappe is fully open at 2.2km and stays open from this point up unless pressure exceeds 1.3ata, whereupon it would regulate by closing somewhat and as you say be wide open at FTH. I stiil don't fully understand the why of first power peak that all DB engines have. Still digging.

At what height does the Reglerklappe fully open and stay open?

Not sure I'm following this. Your post and previous ones seem to be saying that the blower has a staged output which I don't think is the case, it's continuously variable. Thus in the case you raise, my conception of operation is that setting the power lever to 1.15 ata the blower provides circa 1.20 ata and will continue to do so at whatever height (increasing output in response to changes in barometric pressure) until the blower is physically unable to do so. The two feed lines between the throttles react to the the pressure changes which occur when the throttle is moved and one of these controls fuel metering for the injection system. (This why the throttle valve cannot be opened fully?). I read the diagram as a mechanical feedback system where the engine is given "optimum" air/fuel mixture at whatever throttle setting or height until the blower runs out of breath. You appear to be suggesting something else or do I have the wrong end of the stick? As for manual prop pitch, I know of only one use of it in later 109's and that is as K has suggested for long steady cross country flight. (Even then this use of manual prop pitch is implied. It's from the English translation of the G6 pilot notes. It also gives a use of it when doing a forced landing where the prop (presumably not turning) is set to 6 o'clock. I don't think it's realistic to think anyone would have bothered with it TBH.

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

Afraid so, but... It was mooted that there may be another kickstarter around the time of beta release IIRC, probably dependent upon the reaction by the punters to the beta. It was suggested that the kickstarter would be to raise funds for a B17. Things are progressing, however timelines are somewhat wooly, but stick around for the ride, it'll be fun ;)

So it's true, ignorance is bliss? Lol!

Found this description of engine operation here: http://www.pilotfriend.com/aero_engines/aero_db605.htm Sadly doesn't cite any original docs, but interesting because of reference to start up boost being controlled by 'clockwork mechanism'. First time I've come across that! Useful description of interrelationship between blower and throttles. Best of luck Yoyo :) "Centrifugal supercharger on port side of engine driven through a fluid coupling by a shaft at right angles to crankshaft. This shaft is driven through bevel gears from the crankshaft, variation in propeller speed secured through variable filling of fluid coupling by two-stage enginedriven pump receiving lubricating oil from the main pressure filter. First stage delivers oil direct to coupling and second stage delivery is passed in varying proportions between crankcase and coupling by piston valve controlled by a capsule which is sensitive to inlet pressure. Second stage cuts in at approximately 5,000 ft. and full delivery occurs at approximately 11,500 ft. Butterfly throttle which is capsule controlled regulates supercharger delivery, second throttle which is pilot operated controls air supply to engine and manifold pressure, first throttle subjected to pressure between two throttles, increased boost for take-off controlled by clockwork mechanism, mixture delivered by supercharger to looped manifold by large diameter pipe, dry-sump pressure-feed lubrication, gear type oil pumps, spray of oil directed upon reduction gears, main oil pressure line feeds crankshaft bearings, secondary line feeds supercharger fluid pump. "

This is diagram of a DB601N's operation. Below view of throttle connections and components. These are from http://www.ww2aircraft.net/forum/engines/diamiler-benz-601-603-aircraft-engine-manuals-38202.html Upper link for db601 You may have to register :)

This is from here, http://www.kurfurst.org/Performance_tests/109G_DB-G6AS_wMW/DB_109G6_ASM.html it has no accompanying text. It appears from the illustration (2nd right) that blower output declines with decreasing barometric pressure above VdH? Clearly shows no disadvantage when throttling back to 1.3ata above vdh, speed is only 22kph lower at 8.6km (1.3 vs 1.7 ata same height.) Me109 GJ+FX was a 109g used as engine test bed, would have had small blower (not db603 type) fitted I think. Suspect your restriction had no effect on performance. Hope this is helpful.

I think he's a bit busy....

Very early on when RRG announced their involvement with DCS, I understood that there would be improvements to damage model etc. This will (I'm hoping) be a study sim, so loadouts will be accurate for time, theatre, yada dah, but as we do not have yet, apart from P51, a plane flying in 1944, you don't think it's a bit early to be worrying about such things? Ilya's got his website to finish first. I'd rather he wasn't interrupted at the mo', But if the K4 gets stuck with that 30mm canon, I'm hoping that 1 hit completely destroys a p51. :)

Doh!

God, some of you are hard work! It's assummed that after release all planes will be flyable in both worlds. The delay in clarification most likely is due to Edge. At the start of the KIckstarter, the indications were that the new Edge would be up and running before the alpha release of 1944. It isn't, which probably explains why we have no alpha or map tools yet (or map). DCS hold the licences to P51 and the fw190 which is why if you want them before the release of 1944 you have to buy them. None of this is complicated at all to understand.

Update #2: We are also adding DCS World licenses to kickstarter rewards. You will receive the P-51D and the FW.190D with DCS WWII; but if you select the appropriate reward, you will also receive those licenses for DCS World. The P-51D license will be issued after the kickstarter project successfully funds. The Dora license will give the backers the option to beta test the aircraft once it enters closed beta some time this winter.

Mark Zuckerberg buys Oculus Rift Noooooo! Well decidedly uncool now, lol! Zuckerberg paid $2 Billion for the company. See here: http://www.theguardian.com/technology/2014/mar/25/facebook-buys-virtual-reality-gaming-firm-oculus#start-of-comments

Hi all, so this is home from now on?

No worries, all the best!