Kurfürst

Same here, the end of the wings seem to rip off at sudden, but moderate g-loads. 4-5 g or so. It suspicious because the real thing had a break limit of around 11-12 g.

Thats very odd USARStarkey, I have no idea what causes it. I had a bit of time to fool around with it. The fuel is listed as B-4 type, so we deal with the Blue 87/93 octane variant, so I believe somewhere between 1,5-1,8ata manifold there probably should be some knocking eventually leading to engine damage. Evidently there isn't which would either indicate something is not right or that the fuel is more like the green C-3 variant of 96/145 performance rating, so no engine damage and really no difference wheter MW is on or off. MW inejction gave a "bonus" of ca 3% horsepower output alone, but the engine output is of course 99% dependent on your boost (ata) and engine rpm. That being said, the K-4 is a blast and climbs like a homesick angel. :)

Unfortunately the DCS K-4 manual is, in a lot of parts, wrong, the worst part is probably where it states the 109K had a 250 liter fuel tank.. and to make it worse part you qouted a straight copy of wikipedia (in fact much of the description is), and this particular section of wikipedia has been edited by a member who had intentionally introproduced some false information into it. The 605DB could either run on C-3 or B-4 according to its manual, the DC only on C-3. Though I believe in the end they decided against the former combination (the reason being unknown, probably it was a waste since in DC configuration with the same fuel it would produce 200 more Ps anyway)

If C-3 (German 150 grade) fuel is used in DCS, the DB 605DB could go up to 1.8 ata and ca 1800 PS without MW-50... C-3 could rather easily do it, though there would be no charge- and internal cooling of MW-50, so things like spark plugs and thermal load might still get interesting. But technically it is possible to run the 605DB/DC series w/o MW-50 at 1,8 - but it requires the high grade fuel to do so. Without C-3 and relying on 87 octane B-4 fuel intead the max. without MW-50 was 1,50 ata, after that detonation. I am not sure though if the MW enabling switch did much aside from activating the MW pump - that is, if it effected the throttle at all. I believe it only switched on the MW pump, and the throttle closed the circuit when pushed past 100% (i.e. the 30 min ratigs, Kampfleistung), so the engine did have MW injection at 100%+ regimes, but the throttle can be opened wide regardless - and possibly enabling boost levels to be used that would came with the danger of knocking etc. (B-4: 1,5ata+, C-3: 1,8ata+) Besides MW-50 was a funny thing because its charge cooling properties meant that it even increased power at the same boost levels, by roughly 50-100 PS, so even at higher altitudes above rated altitude of the supercharger.

Pfft... Thanks!

Plus auto radiator temperatur controlled flap opening to maintain ca 85 degrees celsius (treshold). See 109g weknummer 14026 trials on my site for diagrams.

Its on the end of big K-4 thread, with pictures of manual. Sorry cant Provide a link ATM .

Open / close switch works as historical. The botton switch is wrong however, it should display "Ruhe" (still or off) and fix the radiator flaps in their current position. Already reported to internal tester in other thread so probably known issue... CAN u Confirm?

Can website release (bought on website) be used on steam dcs client?

Yellow - radio switch IRC Green is for loading/unjamming the mk 108 (maybe manual backup because usually it was automatic) Mg131 is fired with the "spoon" trigger (duplicating as the flip safety cover of the cannon button - smart)

Yes

Flaps.

Also MK 108 was loaded 1:1 with High Capacity HE (Minesheels) a.k.a. big bang and Incendinary shells a.k.a. big fire.

Curious. I had read a Hungarian 109G pilots memoirs, and his choice of words was excactly that for cruising or high speed - "we are pushin' it". While it could be understand in Hungarian as a phrase meaning doing something really hard, now that with YoYo's comments it seem the old veteran meant that he was literally pushing the stick!:thumbup:

+1

Huh? Out already? I guess that justifies some specific Laibach lyrics to be uttered! ;) Our souls are from the wild and wings to reach the sky let the sun fall into the ocean, let the earth erupt in flame It is enough to have the strength and knowledge to raise our dream machines into the sky Let them sleep who do not know the final day is here the very last and we leave at dawn

IIRC the K slats were made of steel instead of light alloy, but yes they are pretty much the same, free moving on rollers.

Never even seen it planned. Some circuits do seem to mention MK 108 gondolas, but those aren't listed in official rustsatze list either. I suppose they were just compatible installation with 151 pods. Gun armament of the K-4 was always nose MK 108, cowl MG 131 and (optional) MG 151/20 wing pods / or 21 cm rockets, the latter two seem to have been seldom used in practice due to tactical circumstances. AFAIK the K-10 was to have the MK 103mot in the nose in place of the 108.

Yes, the rudder pedals were quite lively during the initial run, as they should be. :thumbup: It all looks very good so far, can't wait to try it out! :)

Same old, same old... there is nothing wrong the GLC sheet of course, expect it shows simplified figures of unknown conditions for the wrong engine. Wave it about as much as you like. As for the data I have posted, it is for known aiframe conditions (that match DCS K-4, including that it is for the right engine, DB 605DB) and explicitely state that they are conservative figures that are certainly going to bereached. See: http://kurfurst.org/Performance_tests/109K_PBLeistungen/Leist_109K_EN.html Condition of the aircraft : 8-109 K4 G = 3400 kg Retractable tailwheel. streamlined MG 131 bulges, wheel well covers,streamlined mainwheel bulges, for tire 660 x 190; without antenna mast, with FuG 25 aerial, FuG 16ZY aerial, D.F. loop, MW 50 system, without wing weapons. [...] Mach effects: Were not taken into account in the calculation. Greatest deviation at the Volldruckhöhe with Sondernotleistung, ~5 km/h. Notes : The stated performance figures are going to be reached with well-built serial production machines for certain. No specials were included in the calculations; improvements as in the case of Leistungsmaschine I., such as improved surface finish through special threatment to the airframe and surface protective layer on the wing and on the propeller, improved radiator passthrough, symmetrical ailerons, by which an additional ca. 12km/h gain in level flight can be expected. This 12 km/h will be only added to the calculations, if the abovementioned measures can be actually materialized for series production.

What are the conditions for these Kennblatt figures? What engine, what flying weight, what boost, what corrections, how many data points...? Simple fact is that the numbers you wish for are for an earlier DM-series engine. In contrast we will have the more powerful DB-series engined 109K, for which the detailed and reliable figures I just posted are readily available. Anyway, its a moot point as this matter must have been already decided, thankfully without the slightest need to refer to any homebrewn random generator. ;)

That the cooling system could handle the MW boosted output the same as the 100% Kampfleistung rating was confirmed by Messerschmitt tests in July 1944. During climbs to 6000m the radiator suitability (Gütegrad) of the 109G was 0,95 with 100% (i.e. 30 min unboosted) rating and 0,96 with 1,75ata and MW injection. Oil suitability seems to be the same even though the oil heating was more pronounced with higher boosts (hence why larger oil coolers on later 109s). Figures you posted are for the DM engine model and are significantly simplified in GLC datasheets. The correct data for 109K-4 with 1,8ata DB 605DB, standard propeller (VDM 12159) are 595 km/h top speed at SL, 710 km/h at 7500 m 22,1-22,4 m/sec max climb rate near SL as show by the following Mtt speed and climb graphs. http://kurfurst.org/Performance_tests/109K_PBLeistungen/files/5026-27_DBSonder_MW_geschw.jpg http://kurfurst.org/Performance_tests/109K_PBLeistungen/files/5026_28_DBSonder_MW_steig.jpg The climb is understood with radiator flaps in climb position, that is apparantly the max. 220 mm opening, so they can be improved significantly, especially at altitude by closing the radiators. Perhaps thats why they were limited to 220 m/m on 109K examples - the automatics would otherwise tend to open them up too greatly even if the temperuteres were just a few degrees above the ideal ones, and stil far below max. permissable. It would be interesting to know if the 109K kühlerklappe kinematics differed from the G series, and if they shared the same radiator.

It should read "Automatik". Sorry for the typos in previous post, German is not my native language. However, the last K-4 cocpit pic should make the labels clear.

The best I can manage (from 109K service manual - Bedienungsvorschrift - Teil 2)

Nope, but it was already discussed in one of the K-4 topics iirc, it may be an issue with the mechanism or usual procedure of removing such part for winter conditions. Personally, I like them on, otherwise you are pretty much flying a G-10 with an oddly placed radio access door...