Aces High Bulletin Board
General Forums => Aces High General Discussion => Topic started by: Hotstuff on April 16, 2020, 10:40:43 AM
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Anyone have "pro tips" for engine management in AHIII?
Does anyone have ideas for how to use normal/cruise power settings other than extending range? It's just too easy to fly on MIL power. Can your temperature recover faster after using WEP if you throttle back from MIL?
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Anyone have "pro tips" for engine management in AHIII?
Can your temperature recover faster after using WEP if you throttle back from MIL?
No, it's strictly time based.
There is no real (manual) engine management in AH, you just do adjust power & rpm for increased range / loiter time.
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Pretty simple in here. Throttle back to cruise and increase fuel efficiency. It gets interesting when you have a radiator leak :)
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Try this. Throttle back to max cruise as shown in your E6B. Open the E6B and look at your time and range at that throttle setting. Then go to full throttle and see how your time changes. It makes a big difference in your range. Even just throttling back to standard will increase your range, and there is not a big speed difference, at least in the planes I fly.
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Semi-pro tip:
An aircraft that loses engine power will glide much farther with the prop set for minimum RPM.
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Semi-pro tip:
An aircraft that loses engine power will glide much farther with the prop set for minimum RPM.
To clarify, you will glide farther if the engine is out AND you set for minimum RPM?
I've noticed that if you will lose speed a at a much decreased rate if your engine is working and you set for minimum RPM.
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Why do some engines seize vs windmill when they get oil leaks and run out?
With oil or rad hits what's the optimal setting to maximize your range before it quits completely?
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Why do some engines seize vs windmill when they get oil leaks and run out?
With oil or rad hits what's the optimal setting to maximize your range before it quits completely?
Excellent question that I hope we can get an answer... my procedure is to just start climbing with WEP to be in the best position for my long glide back to base. Would like to be proven otherwise.
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One of those old nagging questions from a non-pilot. What is the diff between rpm and throttle in this game? Every time Im asked to adjust manifold pres in a 17 I adjust throttle. Am I doing this wrong?
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Why do some engines seize vs windmill when they get oil leaks and run out?
Short answer: Because that is how it works in real airplanes. As to why this is, that's the long answer, which I am also looking forward to.
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Semi-pro tip:
An aircraft that loses engine power will glide much farther with the prop set for minimum RPM.
Unless you have an airplane that can feather the prop, like a P-38. My reading indicates that most single engine fighters didn't have props that can feather, but many multi-engine planes did.
By the way, good tip.
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Unless you have an airplane that can feather the prop, like a P-38. My reading indicates that most single engine fighters didn't have props that can feather, but many multi-engine planes did.
By the way, good tip.
As I understand it, and I'm sure HT will correct me here, in AH the prop pitch is tied into the RPM setting. Even so I don't think you ever get close to something like feathered. You can actually feather in IL2. Don't know about DCS. Don't even think they have any multi engine flyable props there tho
Sent from my Moto Z (2) using Tapatalk
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One of those old nagging questions from a non-pilot. What is the diff between rpm and throttle in this game? Every time Im asked to adjust manifold pres in a 17 I adjust throttle. Am I doing this wrong?
The throttle controls manifold pressure. The prop controls RPM.
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...so if your plane is on a conveyor and you set rpms at..... oh never mind
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escalator...
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ahhhh Darth Vaders sister.... Ellie Vader.
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One of those old nagging questions from a non-pilot. What is the diff between rpm and throttle in this game? Every time Im asked to adjust manifold pres in a 17 I adjust throttle. Am I doing this wrong?
Throttle is identical to the gas pedal on your car, when you press it a butter fly valve opens and lets more air into the engine, creating more power. Unlike a car a plane has a gauge that measures the pressure inside the intake manifold. This is called the Manifold pressure gauge. In American planes it is measured in Inches of mercury just like a barometer. If the plane does not have a super/tubo charger the max manifold pressure will be slightly less the the current barometric pressure.
In a car your rpm is tied to the wheel speed via transmission. So when you change gear you can have the same gas pedal position and power but different RPMs.
A plane basically has an infinite number of gears by changing the pitch of the propeller. It has a fly ball governor that in most planes feeds oil to the prop to control its pitch (More when to fast less when to slow) and hence maintains a constant RPM. Your rpm control set the desired RPM for the governor to maintain. So in a sense the RPM control is very much like a gear shift lever.
HiTech
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One of the reasons I like AH is that flight at any given altitude matches up with the pilot manual for each aircraft.
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Thanks, Hitech. Related question: Is prop feathering modeled for planes that have featherable props?
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One of those old nagging questions from a non-pilot. What is the diff between rpm and throttle in this game? Every time Im asked to adjust manifold pres in a 17 I adjust throttle. Am I doing this wrong?
use the throttle to bring rpm down. I have no experience whatsoever in flying a real airplane. the plus/minus thing annoy the heck out of me.
semp
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use the throttle to bring rpm down. I have no experience whatsoever in flying a real airplane. the plus/minus thing annoy the heck out of me.
semp
This is not correct, throttle does not changed rpm on most of our airplanes. All WWI airplanes have fixed pitch and hence the throttle will change rpm.
HiTech
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Today I learned a new term .... 'over square.'
https://www.experimentalaircraft.info/flight-planning/aircraft-engine.php (https://www.experimentalaircraft.info/flight-planning/aircraft-engine.php)
:O
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Today I learned a new term .... 'over square.'
https://www.experimentalaircraft.info/flight-planning/aircraft-engine.php (https://www.experimentalaircraft.info/flight-planning/aircraft-engine.php)
:O
The term comes where the normal slang is to say I cruise at 24 squared I.E. 24 Inches 2400 rpm. Its common practice to always decrease manifold pressure before decreasing rpm, and conversely increase rpm before increasing manifold pressure. This is to make sure you don't over torque the engine. Hence the slang Over Square for more manifold pressure then rpm.
There are many similar discussions regarding lean of peek.
HiTech
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Some of the German aircraft, such as the 110 show IoM on the E6B when the Gauge is in ata. :joystick:
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Today I learned a new term .... 'over square.'
https://www.experimentalaircraft.info/flight-planning/aircraft-engine.php (https://www.experimentalaircraft.info/flight-planning/aircraft-engine.php)
:O
After reading the article, Initially I thought he was referring to Non-Turbo charged engines. With his reference to the P38 as well as Manifold Pressures in the low 30s I think you have to infer he is talking about turbo charged engines.
Not sure if HT thought the same thing or not, but I have never read anything from a manufacturers point of view - that running a Non Turbo charged engine with a higher MP than RPM (Over Square) has ever been a good idea. Turbo Charged it’s common practice and the setting are in the POH.
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This is not correct, throttle does not changed rpm on most of our airplanes. All WWI airplanes have fixed pitch and hence the throttle will change rpm.
HiTech
i don't understand what you wrote as i know nothing about engines. but i believe the question was how to slow down the plane so he can keep up. simpler way is throttle. that's what i do anyway.
semp