Coolant pressure relief valve

[Kurfürst]

Can we have the coolant pressure relief valve operation, with GFX of glycol cloud when the engine is running too hot..?

 

Description of its operation can be found in English in relation to a Black Six accident report, at

 

http://www.aaib.gov.uk/cms_resources.cfm?file=/dft_avsafety_pdf_501760.pdf

 

Engine cooling system description

 

The powerplant in this aircraft wasa Daimler Benz 605A 12 cylinder inverted 'V' supercharged

liquidcooled piston engine. Heat generated by this engine is dissipatedinto the slipstream from two

radiators, one located beneath eachwing root towards the trailing edge. The cooling air flow

iscontrolled by two hydraulic actuators which determine the positionof the intake lip and upper and

lower radiator flaps associatedwith each radiator. These flaps are controlled by the rotaryselector

valve, set by the pilot to one of four detented positions(Figure 3). Both radiator flaps move in

association with thewing flaps. The valve settings are 'auf' (flaps fully open),'zu' (flaps fully

closed), 'ruhe' (flaps hydraulically lockedat their current position) and 'autom'. It was found that

itwas necessary to position the rotary selector handle from the'autom' legend by 16° in order to

engage the detent. Thedifference between the 'as found' position and the 'detent' positionsof the

selector can be seen at Figure 3. When the flaps are atthe closed position, and the wing flaps are

retracted, the coolingflaps remain slightly apart, and maintain a minimum cooling flowthrough the

radiators. The 'autom' setting provides for automaticmodulation of the flaps position under the

influence of a thermostat. This is installed in the coolant outlet pipework from the engineand

normally regulates the engine coolant temperature to around80°/85°C. At approximately 110°C, at

low altitudes,the coolant may be expected to boil.

 

The cooling system operatesat elevated pressure maintained by a pressure relief valve whichoperates at approximately 1 bar. Any outflow of coolantfrom this valve is piped so as to discharge immediately aheadof the exhaust stubs on the right side of the engine, where itimmediately vaporises, thereby indicating to the pilot in a directmanner that the engine has become too hot. Under these conditionsit is reported that vapour may enter the cockpit although thepilot was not aware of this. The design and orientation of thisrelief valve are such that positive g assists the valve to open. Engine temperature is indicated to

the pilot on a dual functiongauge (Figure 4). This gauge normally indicates coolant temperature,unless the adjacent spring loaded button is pushed, whereuponoil temperature is displayed.

[NineLine]

I have a bug/feature report for engine visual effects, I can add this request to that as its similar.

[Kurfürst]

Cool with me, Sith.

[NineLine]

I'll have to ask Yo-Yo if the actual operation is modelled already and we just dont see it because of the lack of visual effects. Where is the relief valve located? DO you have a picture of it?

[Kurfürst]

I just glanced over the manual, but it appears to be only on the right side, a small pipe connecting to the right coolant balance tank (Überdruckventil).

[NineLine]

Update: Yo-yo stated that the "pressurized system is modelled including depressurezaton", so only visual effects are missing, I would assume similar effects are missing on all WWII aircraft right now.

[alfredo_laredo]

This is a most! as visual representation of coolant exhaust its important to avoid engine overheating! thanks this is looking at. Hope DCS2.0 brings all this features at the table