Quote:
Originally Posted by Redroach
Yes, it may be drifting, but I'm still unconvinced. Why should they model the boost cutout without the little bleeding valves? It makes no sense whatsoever except for seeing the engine blow up.
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Because we currently have 87 octane engine performance, so we might as well have an 87 octane boost cutout.
It is obviously silly to have a boost control cutout which doesn't do anything in the Spitfire I.
Quote:
Originally Posted by Redroach
I'm quite convinced that the RAF runs on 100oct fuel; however, the boost control cutout seems to be non-working in the Spit MKI. I just flew the MkIa (i think) and there, boost control works as it is described in the pilot notes. Well, I can't be 100% sure because the gauge ends at 8psi, but I'm convinced it provides the advertised 12 psi.
On a side note: I don't consider the fine pencil lines that seem to be erased out (perhaps he wanted to draw another diagram for a different plane at first) as relevant. The red line is max throttle and the blue line is "boost cutout engaged". It's named "all out", after all.
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This is like arguing with a brick wall. Maybe we have 100 octane fuel in the tanks, but what's the point beyond retarding the intellectual development of children through lead poisoning if we have 87 octane engine ratings?
The pilot's notes clearly state that the combat concessions allow +12 psi with 100 octane fuel.
If you test in no cockpit view you'll see that the virtual boost gauge goes up to +12, but you still only get about +8 indicated with the Spitfire II; therefore it really is +8 psi rather than simply the needle hitting the stop.
What has probably happened is that 1c have implemented the RM2S rating which was +8ΒΌ psi boost, superseded by the use of the +12 combat concession appended to the RM1S rating, but have fudged the model such that we get +12 speeds for the Spitfire II.
However you look at the situation, fixes are needed.