19.04.2009, 19:02
Excellent mate. I'm doing another round of tests myself but was expecting this, I adjusted altitude performance curves just before finding out about the deleted fuselage tank and reducing fuel weight (revised historical maximum range for the production Ta152C is now around 725km instead of around 1100km).
Climb and performance at medium-high altitude is now very slightly overmodelled. I'll tone it down a bit. Low altitude performance should be relatively unaffected. Engine and airframe technical specifications remain the same historical figures throughout (in most cases only slightly changed from Oleg's original figures as it turns out, or otherwise unchanged), I'm just playing around with how the Il2 game-engine works with them.
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For general information, since I very much wish to avoid extended arguments as to the accuracy of modelling and am willing to share certain specific data with those interested, some of the major changes include:
weights and measures (production series, preproduction versions are completely different)
+ empty-equipped weight changed from 3650kg to 4014kg (includes radioes, all weather gear, revi-this should be an EZ42, guns, armour)
+ take off weight changed from 4900kg to 5039kg (includes autopilot, ammo, fuel, MW50 tank, pilot)
+ fuel weight changed from 680kg to 550kg (includes 200 litre front-fuselage tank and 400 litres wing tanks)
+ MW50 weight changed from 100kg to 127kg (for the 140 litre rear fuselage tank)
+ wingspan changed from Fw190 wing 10.383m to 11m Ta152C wing using Ta153 aerofoil (I am still researching specifics as to the technical nature of this aerofoil and so have not changed its performance from the stock Fw190 figures and will not without strict documentation describing precise changes to be made in the FM)
+ wing area changed from 18.3m^2 to 19.5m^2
+ maximum level airframe speed w/DB603LA motor at critical altitude changed from 9400m to 10400m (still 730km/h)
DB603LA motor using B4/MW50 (production series, 1944 preproduction series C-01 to C-03 modelled with DB603EC using C3/MW50).
+ outputs at kampfleistung, start und notleistung and sondernotleistung changed to reflect celebrated figures for the LA motor using B4 fuel (this took a LOT of research and applied aeromechanical expertise)
I'm loath to release these figures as I believe they can spark no end of arguments, but to be totally open about the flight modelling...
Published figures are often 2100PS start und notleistung and 2300PS sondernotleistung both at 0m. Based on research this appears to be a combination between the maximum figure for the earlier L motor experimentally fitted to C-01 in January 45 (C3 fuel, no MW50), and the LA motor which was later fitted to C-02 (B4 fuel, using MW50), whilst according to Focke Wulf the figures for the L motor using MW50 (ie. Focke Wulf also states LA is the designation for the L motor when fitted with MW50/B4 instead of C3) are around 1875PS start und notleistung and 2250PS sondernotleistung both at 0m. Other data sheets give 2100PS start und notleistung for the L motor using C3 fuel, but no MW50 is present with this motor/fuel combination so this is the outright maximum for that motor.
Therefore...output figures changed from 1825PS @ 1.45ata to 1875PS @ 1.35ata start und notleistung and 1945PS @ 1.8ata to 2250PS @ 1.75ata sondernotleistung (new supercharger pressures are historical and documented)
+ propeller diameter changed from 3.22m to 3.6m, prop mass slightly increased (this is a performance modelling figure and not a visual change)
+ maximum normal engine speed changed from 2600u/min to 2700u/min
One particular modelling difficulty is the game-engine restriction regarding full throttle height and level speed critical altitude, in real life typically about 1000m apart but it is beginning to appear il2 atmospheric and engine/aircraft modelling cannot cope with a difference greater than about half this.
Trying to get the performance right at the upper envelope is difficult, but I'll keep banging away at it for a while and see what I can come up with.
Since I'm cutting my teeth with this project, I'm learning some things by trial and error.
Climb and performance at medium-high altitude is now very slightly overmodelled. I'll tone it down a bit. Low altitude performance should be relatively unaffected. Engine and airframe technical specifications remain the same historical figures throughout (in most cases only slightly changed from Oleg's original figures as it turns out, or otherwise unchanged), I'm just playing around with how the Il2 game-engine works with them.
====================================
For general information, since I very much wish to avoid extended arguments as to the accuracy of modelling and am willing to share certain specific data with those interested, some of the major changes include:
weights and measures (production series, preproduction versions are completely different)
+ empty-equipped weight changed from 3650kg to 4014kg (includes radioes, all weather gear, revi-this should be an EZ42, guns, armour)
+ take off weight changed from 4900kg to 5039kg (includes autopilot, ammo, fuel, MW50 tank, pilot)
+ fuel weight changed from 680kg to 550kg (includes 200 litre front-fuselage tank and 400 litres wing tanks)
+ MW50 weight changed from 100kg to 127kg (for the 140 litre rear fuselage tank)
+ wingspan changed from Fw190 wing 10.383m to 11m Ta152C wing using Ta153 aerofoil (I am still researching specifics as to the technical nature of this aerofoil and so have not changed its performance from the stock Fw190 figures and will not without strict documentation describing precise changes to be made in the FM)
+ wing area changed from 18.3m^2 to 19.5m^2
+ maximum level airframe speed w/DB603LA motor at critical altitude changed from 9400m to 10400m (still 730km/h)
DB603LA motor using B4/MW50 (production series, 1944 preproduction series C-01 to C-03 modelled with DB603EC using C3/MW50).
+ outputs at kampfleistung, start und notleistung and sondernotleistung changed to reflect celebrated figures for the LA motor using B4 fuel (this took a LOT of research and applied aeromechanical expertise)
I'm loath to release these figures as I believe they can spark no end of arguments, but to be totally open about the flight modelling...
Published figures are often 2100PS start und notleistung and 2300PS sondernotleistung both at 0m. Based on research this appears to be a combination between the maximum figure for the earlier L motor experimentally fitted to C-01 in January 45 (C3 fuel, no MW50), and the LA motor which was later fitted to C-02 (B4 fuel, using MW50), whilst according to Focke Wulf the figures for the L motor using MW50 (ie. Focke Wulf also states LA is the designation for the L motor when fitted with MW50/B4 instead of C3) are around 1875PS start und notleistung and 2250PS sondernotleistung both at 0m. Other data sheets give 2100PS start und notleistung for the L motor using C3 fuel, but no MW50 is present with this motor/fuel combination so this is the outright maximum for that motor.
Therefore...output figures changed from 1825PS @ 1.45ata to 1875PS @ 1.35ata start und notleistung and 1945PS @ 1.8ata to 2250PS @ 1.75ata sondernotleistung (new supercharger pressures are historical and documented)
+ propeller diameter changed from 3.22m to 3.6m, prop mass slightly increased (this is a performance modelling figure and not a visual change)
+ maximum normal engine speed changed from 2600u/min to 2700u/min
One particular modelling difficulty is the game-engine restriction regarding full throttle height and level speed critical altitude, in real life typically about 1000m apart but it is beginning to appear il2 atmospheric and engine/aircraft modelling cannot cope with a difference greater than about half this.
Trying to get the performance right at the upper envelope is difficult, but I'll keep banging away at it for a while and see what I can come up with.
Since I'm cutting my teeth with this project, I'm learning some things by trial and error.