[Messer]

Sorry if I posted in the wrong forum section,

so, to my question - is the representation of the MW50 system on the Bf 109s in the game accurate? I'm flying with no HUD messages and it's hard to know at exactly what engine setting I've currently set. In the 109 there's the triangle on the ATA gauge that limits normal combat settings for the engine, but when you turn the MW50 'on' (even if the system itself isn't working, it is just active) the ATA gauge spikes suddenly over the maximum redlined limit (for 110% settings). Shouldn't that happen only after the MW50 is activated and turned on, with the engine set above 100%? When in normal settings w/MW50 (below 100%, no injection) shouldn't the ATA gauge be in its normal position, up to the triangle for combat settings? This happens both in stock and in Freddy's (excellent!) 109 cockpits.
I hope I've described it clear enough, but I'll make some screenshots to show exactly what I mean if needed.

If this is indeed incorrect, could someone please correct it? I know it doesn't sound like much, but without HUD its hard enough to keep the 109 cool with constant radiator corrections, let alone when you have no accurate reading on the ATA. And w/out the MW50 P-51 Mustangs and Y-9U/3's are a real pain... :roll:

[Veltro]

Good question.
Is the same problem of Start u. Notleistung at 2800 RPM. There was or not in DB605DBM?

[zulu64]

The document below comes from a very knowledgeable Friend who has been involved in a number of DB605 restorations and probably knows more about DB605s than most I hope it helps explain mW50 operation in the real aircraft :

The MW acted to allow higher manifold pressure (ata) by reducing charge temperature and increasing the detonation threshold. So, you could use higher levels of supercharge and therefore, power.
Motors set for the use of MW would be damaged above 100% throttle setting if MW not available. So, for real, if more than the 100% setting was required, then the MW master switch was put to ON. This was an ELECTRICAL switch which armed the system. As the throttle is moved past the 100% position, the electrical solenoid valve is opened and MW flows to the engine at 180lt/hr. The MW tank pressure gauge should show 0.7 kg/cm. The power would vary in the 100-110% throttle range-as selected- it was not an all or nothing setting. MW normally limited to 10 min per use with 5 min between and , total available= 26min for 109G/K.

Engine coolant temperature would be max after 10 min use.
Therefore, if use continued , coolant would be boiled off and motor could seize!
Use of more than 100% throttle without MW would cause detonation and failure within a short time, unless above 8.5km (DB 605) where max manifold pressure was below MW limits.
Exhaustion of MW supply is shown when the MW tank pressure drops to 0.2kg/cm or so. Throttle MUST be reduced or motor failure will occur.

The MW pressure gauge is obscured in the real aeroplane! It would be better if we have virtual reality headsets in the future to allow full vision and all-round view!
The fighter Pilots had to be fairly disciplined when using the MW.
The use of MW on the 109 with the 605D was strictly limited to the throttle position which gave 1.45ata and above because that was the setting for the operating switch. Yes, the flow of MW combined to give overall cooling effect but the primary aim was to allow the increased manifold pressure for higher power. The 109 cooling system was obviously able to cope for the time limits of MW use(or the limits would be different). I believe Oleg has tried to model the use of the MW as I describe.
The MW flow-rate is given as 180lt/hr in the 605D specification. The flow rate for the 213A is given as 150lt/hr.

The reason that MW50 should be enabled before selecting more than 100% (really a 1.45ata limit) on the Methanol 109's using B4, is because the air pressure which forces the MW50 through the system has to build-up in the MW tank. Then, when the throttle is moved past 100% a switch opens another solenoid-valve which allows the MW to be sprayed into the supercharger and then the MW pressure gauge would indicate 0.7kg/cm which confirms that the MW is flowing correctly.
The 605DB produces 1850PS using B4+MW or 1800PS using C3 only (not modeled). The 605DC produces 2000PS using C3+MW or 1800PS using C3 only (605DC not modeled).
So, if modeled correctly, you should operate your 109 with 605DB (B4+MW) as follows: After start-up, switch ON MW master switch (MW ENABLED). When opening throttle past 100% (1.45ata) check that MW flows (observe 0.7kg/cm on MW pressure gauge). BEWARE: Time limit 10min. Motor temp limits(varies with altitude(0-4km=118*C,THEN decreasing by about 0.5*C perkm). As throttle reduced to give less than 100%( 1.45ata) check MW pressure reduces to 0.0 (flow stopped). IF, MW pressure drops significantly during use (above 1.45ata) then reduce throttle to 100% or less (below 1.45ata).