Engines runing full blast

[Karnak]

I agree.  I don't know why it's different for us.  Besides the F4U, I have also tried to bust the DB605 on the 109G-6, without success after 7 or 8 minutes of overheat, radiators closed (complex engine management on of course).  Maybe it's something that changed with the latest version of the game, 4.08m.

Could be a change within the last two or three years.  I haven't run an IL2 game since back then.

[Ack-Ack]

Here's the problem... 90% of the playing population can't fly worth a crap as it is... Concentrate on what's important; flying, fighting and having fun.


My regards,

Widewing

Stop making sense damnit!


ack-ack

[BnZs]

Just to prevent misunderstanding, I'm not saying that overheating an engine would immediately cause it to fail.

So many of you complain about Il-2, but I am yet to ever blow an engine from overheat in the game.  I've run the F4U for 9 minutes with WEP and the "overheat" message and got bored before the engine blew.

Anax: In a bizarre coincidence, I did this experiment this morning. It took 15 minutes of full throttle at 10K for the F4U-1A in Il2 to start making a bizarre squealing sound and lose power. Nothing changed on the RPM or MP gauges mind you, but speed fell off.

[hitech]

 flies a little wanna be plane (RV-8 )

Suck my vertical climb rate. 

HiTech

[SlapShot]

The simple FACT of it is that there's far more examples of pilots I'm aware of exceeding these power restrictions and returning to base to tell about it afterwards than there were aircraft that you can conclusively say WITH NO DOUBT WHATSOEVER, that "Oh, Bob was exceeding his maximum engine temperature for ten minutes and it seized up, causing him to crash."

As I said, the impact of such abuse was seen more often on the ground during maintenance than anywhere else.

I once spoke with a P-47 pilot at the Bradley Air Museum in CT and he told me that he had one hairy sortie and upon returning to the airfield in England, he didn't realize until he crawled out of the cockpit that he had fire-walled the throttle (WEP) and NEVER took it off for the whole rest of the sortie. The WEP ran dry and the engine continued to work flawlessly.

He said the ground crew guy was none too happy but he didn't really care ... he made it through the fight and made it home ... that's all he cared about.

[Saxman]

One thing I WOULD like to see is that once your WEP is gone it's gone. Most of these planes used some sort of water/mix injection, so once you run it dry it shouldn't recharge again.

[Karnak]

One thing I WOULD like to see is that once your WEP is gone it's gone. Most of these planes used some sort of water/mix injection, so once you run it dry it shouldn't recharge again.

How many of them fit this description?  None of the Merlin powered aircraft do.

[RTHolmes]

Anax: In a bizarre coincidence, I did this experiment this morning. It took 15 minutes of full throttle at 10K for the F4U-1A in Il2 to start making a bizarre squealing sound and lose power. Nothing changed on the RPM or MP gauges mind you, but speed fell off.

should be 30mins iirc, using our continuous mil pwr settings.

[Ack-Ack]

He said the ground crew guy was none too happy but he didn't really care ... he made it through the fight and made it home ... that's all he cared about.

I would love to see the reports from McGuire's ground crew when he'd bring back his Lightning all bent and twisted from his flying.  Must make for some very funny reading.

ack-ack

[Anaxogoras]

Anax: In a bizarre coincidence, I did this experiment this morning. It took 15 minutes of full throttle at 10K for the F4U-1A in Il2 to start making a bizarre squealing sound and lose power. Nothing changed on the RPM or MP gauges mind you, but speed fell off.

15 minutes?  That's a long time.  All I can say is that the later versions of the game seem to have been brought to more "realistic" (whatever that means) standards of engine management.  That's not to excuse years of having it wrong, but better late than never.

The irony is that the sim AH players love to rip on over engine management now allows you to run WEP without consequence for longer than AH.

[Widewing]

Stiglr,

You're wanting something to be applied over the course of a single sortie. As has been pointed out AD INFINITUM THIS DID NOT HAPPEN. The wear and tear on an engine that would occur from instances of pilots running beyond the manufacturer's specified power settings for durations exceeding the safety manuals (as has been pointed out, MANY times for all or parts of some sorties!) built up OVER TIME. As in, MULTIPLE MISSIONS.

Again, you truly don't understand what you are arguing about.....

If I were abuse an R-2800 (we used R-2800-52Ws), I would notify the crew chief and write it up. The mechanics would pull sumps and strainers and inspect the residue for magnetic material. An oil sample would be sent out for spectro-analysis to determine if there was any wear that would reduce engine life and/or reliability. If nothing negative was found, the aircraft would be signed off as ready for flight.

We suffered an engine failure in a C-131 shortly after takeoff on a very hot day. We were slightly over max allowable weight. I kept the remaining engine (number 1) at takeoff power for a very long time. Cylinder head and oil temps were barely above normal. You do what you have to do....


My regards,

Widewing

[FYB]

Take a Spit I up in the game and do a negative G pushover, then watch what happens.

For that matter, I wonder now if you ever HAVE actually flown in the game.

Probably hasn't...

 

[Saxman]

Again, you truly don't understand what you are arguing about.....

If I were abuse an R-2800 (we used R-2800-52Ws), I would notify the crew chief and write it up. The mechanics would pull sumps and strainers and inspect the residue for magnetic material. An oil sample would be sent out for spectro-analysis to determine if there was any wear that would reduce engine life and/or reliability. If nothing negative was found, the aircraft would be signed off as ready for flight.

We suffered an engine failure in a C-131 shortly after takeoff on a very hot day. We were slightly over max allowable weight. I kept the remaining engine (number 1) at takeoff power for a very long time. Cylinder head and oil temps were barely above normal. You do what you have to do....


My regards,

Widewing

Just to clarify, are you referring to me, or Stiggie and using my post as an example?

[Widewing]

Just to clarify, are you referring to me, or Stiggie and using my post as an example?

Stiglr....

I piggybacked it on your post... Should have been more clear.

[BnZs]

15 minutes?  That's a long time.  All I can say is that the later versions of the game seem to have been brought to more "realistic" (whatever that means) standards of engine management.  That's not to excuse years of having it wrong, but better late than never.

The irony is that the sim AH players love to rip on over engine management now allows you to run WEP without consequence for longer than AH.

Breaking after 15 minutes isn't realistic. Realistic engine modeling would basically equal infinite WEP for all planes, since there would be very little chance of them breaking from being balls to the wall for the typical, what, 20 minutes max?, that players would be in combat. I think the "book time limit", automatic shutoff, no breaking on you, is actually a good compromise.