I think (going back to the original question) the data presented here has changed (and some cases enforced) views I previously held re the performance criteria of and between the Lavochkins La5FN and La7.
All the performance figures we have were obtained and permitted within a regime of engine management dominated by a set of rules relating to engine temperature and engine stress management which impinged significantly on how and when these figures could be obtained.
Evidence that the La5FN did not have the RL WEP duration of the La7 (Possibly 5mins to the La7's 10 mins ) is shown in the La5FN pilots notes. This is re enforced by findings at Rechlin and the memoirs of Czech La5FN pilots fighting out of tri duby in 44.
Evidence from pilots notes that the La5FN was required to close its engine cooling louvres (forward and aft) in order to enjoy its maximum speed figures else incurr a penalty of approx 50km/hr off its top speed figures.
Coupled with rigourous guide lines regarding engine temperature management and how long the engine could be held at 240 or 260 deg c as opposed to the normal 215 deg c.
I think it would be safe to assume that the requirement to close off engine cooling to achieve max speed was also a requirement on the La7 and hence it would also incurr an increase in pure drag with its cooling louvres open . As Tsagi spent a considerable time improving this very area of the La7 drag model it may not be as much as the 50km/hr figure quoted for the La5FN.
We know that engine cooling was less efficient on the La5FN than the La7.
How would this be modelled in AH?
AH has only one generic WEP button and no engine management modelling beyond simple endurance ramifications of some settings.
So how could AH represent the limitations discovered above to more accurately model them within the constraints of its existing "mechanics"?
1) Would be to link part of the existing drag model to the temperature guage. eg when the temperature guage hits max the louvres are opened and remain open with the additional drag until the guage returns to the bottom of the red zone. Effectively this is additional pure drag that is added when the temp hits max which remains until it hits the orange zone.
2) this is independant of the WEP button although (as now) temperature increase is accelerated under WEP and of course WEP is not avaialble when the temperature is at max.
3)presently 2500rpm can be achieved at any alt in AH's La's. Whilst it would be nice to limit the revs to 2400 above 2000m for the La5FN and approx 3000 for the La7 this is purely eye candy if the thrust model is applied correctly in any event.
4)even when WEP is not applied the La5FN should heat up quicker (and cool down slower) than the La7.
The above does not model the real life stuff accurately interms of total engine temperature management. But it does mimic the real life consequences of running a Lavochkin hot for too long (you have to fly around with increased drag till it cools down). This way players can achieve the best that Lavochkins have to offer whilst also risking the worst if running for too long at WEP and Mil power.
