03.04.2009, 10:59
I've written a lot on these boards recently which hopefully display a consistently continuing, dedicated research on the Daimler motors in particular (I've been diversifying into the Jumos lately). In the past I've brought up many of these points, been corrected here and elsewhere and continued dedicated research of documentation and the opinions of qualified authors to be found at such places as Luftwaffe experten or their own websites.
What I've been mostly investigating lately has been the various flying conditions of aero engines, in particular the Daimler and Jumo. That is, climbing condition, cruise condition and high speed condition, also varied fuel types, additives and boost systems.
It is really because I find arguments when we all have a common interest upsetting when I'm on the receiving end of them, and so I've gone away, done more research and come back with a little more understanding each time.
I have found for example certain widely recognised experts fell along the way regarding detailed aircraft mechanics, say for example at one time I had strong arguments describing documentation for boost systems, poorly understood, and no explanation of how the system actually worked mechanically forthcoming. That took quite a bit of learning, I've since cleared up certain inconsistencies with popular ~interpretations~ of said documentation and have come off better for it, with a new circle of even more qualified persons who now speak with me regularly. I feel quite honoured in this.
Back to topic, I've flight tested each of the new models/FMs released by Muas and Karaya here and I can't thank them enough. According to all my combined research they've done a fantastic job, the whole 109 series is really looking good now and feels great to fly.
Now it's not perfect, the Il2 engine is limited we all surely understand this. But the spread we've got at the moment, particularly with the addition of the E/N series and corrected G-6 FM in two versions, the ASB engine for the G-14/AS and a DC engine for the G-10 nicely modelled, plus the stock 109s we have now represented the wide variety of build quality and model performance available in the 109 particularly from 1944, with some corrections for 1943 and additions for 1939-41.
I've always liked the F-2 and F-4 modelling myself, outright speed capabilities pale in comparison to sustained combat performance and mate, you cannot beat an F-4 in late 41. Push the throttle to full military, sit back and enjoy the ride, that thing downs anything. I love doing Medi missions against Vc Spits, it kills 'em because of that amazing sustained performance.
And this is also the trick about historical aircraft. The vast majority of their performance potential is in the cruise and climbing condition. This is your average engagement speed and sustained combat performance. Full military is just a little boost when you need it. Top speed is what you use to escape combat. Well the F-4 can sit around doing full military for the whole fight. No other stock 109 does that, most of the stockies cruise too hot to start with.
Most particularly the corrected FMs by karaya seem to have far more reliable performance under normal flying conditions and this far and away makes these aircraft more effective in combat. It is also the major point I felt with all the stock Luftwaffe models that seemed to challenge German documentation and postwar testing (wartime testing was often either patriotic in nature or ignorant of proper maintenance schedules) and screamed Allied favouritism in il2. This has been brought up by so many enthusiasts the term "Luftwhiner" was coined. Oleg states in il2 that the build quality in late war German was a major consideration.
So now we have both examples here, some good individual models and some stock ones which aren't too disadvantaging so long as they're not the only ones available. And I've always wanted to see the 601N motor in Emils.
Thus far to me, Muas and Karaya have been a dream come true.
My only suggestions for new slots are these:
K-4/ASC engine with improved cruising condition over the DC. This motor has the rated altitude and cruise performance of the ASB combined with the FTH and full military performance of the DC, and is easily the most refined and highest performing 109 to be equipped in numbers.
Ta-152C-1 with C-3 Mk103 motorkanone option. I've corresponded with Dietmar Hermann about this aircraft (a published authority on the type) and he sent me some specific figures which seem to differ in some respects to the stock modelling.
There are two flying conditions apparently tested, B4 or C3 fuel and it appears the stock modelling is for the B4 version. This is likely to have been switched for C3 in initial production batch due to the lack of intercooler which was to be fitted to the 603L motor replacing the 603LA in early production.
MW50 was being used as a substitute for intercooler in the test prototypes and early planned production, whereas later with the exchange of the 603L motor it was to have been tuned for performance enhancement. The difference is likely to be similar performance to the C3 fuel LA motor mit MW50.
The B4/MW50 LA is 1780/2050PS takeoff. The C3/MW50 LA is 2100/2300PS takeoff. The B4/MW50 L motor is likely to be 2000/2300PS takeoff.
This is a vital aircraft type for any Luft-46 campaigning since it is the primary piston fighter entering production during 1945. It was to replace all Fw-190A and D in production, as well as take on the zerst
What I've been mostly investigating lately has been the various flying conditions of aero engines, in particular the Daimler and Jumo. That is, climbing condition, cruise condition and high speed condition, also varied fuel types, additives and boost systems.
It is really because I find arguments when we all have a common interest upsetting when I'm on the receiving end of them, and so I've gone away, done more research and come back with a little more understanding each time.
I have found for example certain widely recognised experts fell along the way regarding detailed aircraft mechanics, say for example at one time I had strong arguments describing documentation for boost systems, poorly understood, and no explanation of how the system actually worked mechanically forthcoming. That took quite a bit of learning, I've since cleared up certain inconsistencies with popular ~interpretations~ of said documentation and have come off better for it, with a new circle of even more qualified persons who now speak with me regularly. I feel quite honoured in this.
Back to topic, I've flight tested each of the new models/FMs released by Muas and Karaya here and I can't thank them enough. According to all my combined research they've done a fantastic job, the whole 109 series is really looking good now and feels great to fly.
Now it's not perfect, the Il2 engine is limited we all surely understand this. But the spread we've got at the moment, particularly with the addition of the E/N series and corrected G-6 FM in two versions, the ASB engine for the G-14/AS and a DC engine for the G-10 nicely modelled, plus the stock 109s we have now represented the wide variety of build quality and model performance available in the 109 particularly from 1944, with some corrections for 1943 and additions for 1939-41.
I've always liked the F-2 and F-4 modelling myself, outright speed capabilities pale in comparison to sustained combat performance and mate, you cannot beat an F-4 in late 41. Push the throttle to full military, sit back and enjoy the ride, that thing downs anything. I love doing Medi missions against Vc Spits, it kills 'em because of that amazing sustained performance.
And this is also the trick about historical aircraft. The vast majority of their performance potential is in the cruise and climbing condition. This is your average engagement speed and sustained combat performance. Full military is just a little boost when you need it. Top speed is what you use to escape combat. Well the F-4 can sit around doing full military for the whole fight. No other stock 109 does that, most of the stockies cruise too hot to start with.
Most particularly the corrected FMs by karaya seem to have far more reliable performance under normal flying conditions and this far and away makes these aircraft more effective in combat. It is also the major point I felt with all the stock Luftwaffe models that seemed to challenge German documentation and postwar testing (wartime testing was often either patriotic in nature or ignorant of proper maintenance schedules) and screamed Allied favouritism in il2. This has been brought up by so many enthusiasts the term "Luftwhiner" was coined. Oleg states in il2 that the build quality in late war German was a major consideration.
So now we have both examples here, some good individual models and some stock ones which aren't too disadvantaging so long as they're not the only ones available. And I've always wanted to see the 601N motor in Emils.
Thus far to me, Muas and Karaya have been a dream come true.
My only suggestions for new slots are these:
K-4/ASC engine with improved cruising condition over the DC. This motor has the rated altitude and cruise performance of the ASB combined with the FTH and full military performance of the DC, and is easily the most refined and highest performing 109 to be equipped in numbers.
Ta-152C-1 with C-3 Mk103 motorkanone option. I've corresponded with Dietmar Hermann about this aircraft (a published authority on the type) and he sent me some specific figures which seem to differ in some respects to the stock modelling.
There are two flying conditions apparently tested, B4 or C3 fuel and it appears the stock modelling is for the B4 version. This is likely to have been switched for C3 in initial production batch due to the lack of intercooler which was to be fitted to the 603L motor replacing the 603LA in early production.
MW50 was being used as a substitute for intercooler in the test prototypes and early planned production, whereas later with the exchange of the 603L motor it was to have been tuned for performance enhancement. The difference is likely to be similar performance to the C3 fuel LA motor mit MW50.
The B4/MW50 LA is 1780/2050PS takeoff. The C3/MW50 LA is 2100/2300PS takeoff. The B4/MW50 L motor is likely to be 2000/2300PS takeoff.
This is a vital aircraft type for any Luft-46 campaigning since it is the primary piston fighter entering production during 1945. It was to replace all Fw-190A and D in production, as well as take on the zerst