Most of the allied planes have contant speed props. You adjust rpm to specific setting and the prop adjusts to match that rpm setting.
In the 109 you have 2 settings auto and manual. In manual you adjust prop pitch (the angle of the prop blade) to meet a specific rpm setting. You need constant adjustment because as you dive and climb rpm will change.
In automatic I believe in called aero mechanical the prop adjust on its its own. You get far better performance by adjusting your prop manually once you learn how.
What you are trying to do is fing the best "powerband" (combination of throttle and prop setting) for the type of flying you are doing. (combat, cruise combat etc..)
Radiator flaps are adjusted when your eng gets hot. On the 109/190s you can leave in on auto/closed most of the time.
The 190s have a "Komandogerate system" where by simply adjusting the throttle rpm and prop pitch are adjusted to keep you in the correct powerband. The Komandogerate system was a BMW speciality which combined engine control functions within one control unit. In reality, this was only a variation of the control systems used to manage all late piston engines. In most other applications, the control functions were managed by inter-linked subsystems which achieved the same functions with less complexity and greater functionality.
So constant speed prop you are setting constant rpm. No matter where you set the throttle rpms will remain constant and the prop pirch will automaticallly adjust. But sometimes in a dive or climb the prop may have adjusted as far as it can go so some throttle manipulation may be necessary.
Variable pitch props need constant adjustment to keep your rpm at optimum. So if you dive and leave pitch alone your rpms will climb and you will over rev your eng and it will be damaged.
109s are either full variable using manual or can be set aero mechanical (auto). In auto the reponse to adjustments are slower, in manual you can accellerate faster.
Variable pitch means you directly control the pitch angle of your prop.
Adjusting throttle and pitch in flight should be as follows.
To reduce power = lower throttle 1st then prop pitch
To increase power = increase prop pitch first then throttle
when increasing throttle after prop pitch watch your rpm guage so you dont over rev the eng.
You are looking to find the combination that keeps you in the correct "powerband".
Now your radiator flaps are manual if you are flying with full CEM. With the exception of the 109/190s. Most other planes you need to set them. Most lw planes climb best at 270k/mh but at this speed theres not enough air to keep the eng cool. You may not get the "engine overheated" msg. but you need to watch the temp guage and look to keep the eng as cool as possible within a given power band. Most of the time you will climb with radiators flaps at some open position. The 190 (radial) rarely over heats so you wont ever need to adjust the cowl flaps.
The 109 190s there no need for fuel mixture adjustments as both are direct fuel injected.
Magnetos should always be 1 & 2.
War emergency Power ie WEP has 100 different meanings. Over boost (throttle 100%+) and normal boost (100% -). On some planes wep would be just pushing the trottle to an overboost position or above 100% throttle. These planes werent designed to be flown for long periods at high boost settings. This isnt because the may overheat and blow up but because of the required maintenance. There were strict records kept on the engs and planes. Running at over boost increased the frequency at which the eng would need to be overhauled. Overheating will cause eng damage but most pilots could easily read their guages and keep the eng from overheating to the point where the eng seized. Pyro posted a test of a pw-2800 that ran at overboost for days without failing. Of course the eng needed to be rebuilt afterward.
The lw planes with mw-50 need to be "primed". That is engage mw-50 at low rpms. Mw 50 will then activate when you push the throttle beyond 100%. Ideally to set mw-50 just do it while otr.
The a5 a8 a9 and 190d9 '44 variant has C3 injection and can be used like ahs "wep". The p47 has water injection that will engage when you push the throttle past 100% you can manually turn it off.
I wouldnt go as far to say lw planes are n00b planes because fly most VVS planes theres not much adjustment needed. To get the most out of the 109s you really need to play with the manual settings. Or hell fly a p39
Look on you IL2/FB disk 2 and you will see an advanced manual. Also theres several guides ourt there that explain this stuff a but better.
