Quote:
Originally Posted by IvanK
Point 1 yes agree but thats as I flew the test on the day.
Point 2 Yes aware of that, there is a pretty reasonable chart of this in the AP2095
Point 3 No PEC as I don't think (but will confirm) its modelled in the game (No in game data)
Point 4 Not yet
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Various observations in no particular order:
I've been trying to replicate your test with overheat enabled, and the results are somewhat "interesting".
Even if I climb somewhat fast and open the radiator all the way, there's quite a high probability of something breaking by the time the aeroplane gets to 15000' indicated.
I am using the free flight over the channel QM.
It isn't a standard day; setting 1013 millibars on the altimeter and then flying suicidally low & slow results in an indicated altitude of 500 feet.
The standard guess of 30'/mb gives QNH of 996 mb, which checks out in the sim. I don't know how to work out OAT or humidity to perform a density altitude calculation, and at this stage I also don't know whether the ambient pressure is global or local. I was planning to test this by flying low over the sea in the south-west and north-east corners of the map, but that's a long way to fly in a Spitfire, especially given the problems with setting cruise power correctly.
Come to think of it, I should probably copy some of this stuff over to my flight testing thread at some point...
Interestingly, the "no cockpit" altimeter displays true altitude above the sea "out of the box".
Likewise, the "no cockpit compass" displays true heading, whilst the compass in the aeroplane appears to suffer from quite a lot of magnetic variation (almost 20 degrees West; I was expecting more like 10 for 1940, though it's really hard to read the compass in 720p resolution...). [There is no compass card in the cockpit, so I assume that the difference between indicated and must be entirely due to magnetic variation.]
Looking at the engine exhaust, it seems that we only get a sensible mixture at sea level, and the sim doesn't understand auto rich & auto lean.
Negative g rich cut also seems to get worse at higher altitudes, which would support this hypothesis.
I also note with interest that leaning the mixture affects the boost pressure, which I don't understand...