Questions regarding the FM of the Fw-190 A-8/9

[Crumpp]

Originally Posted by Bolelas

I liked your explanation about diferences in air cooled/water cooled engine differences. (always learning, thank you.)

But, clarify this for me: those inlet controls, or cooling gills that you mention, they work by controling the amount of air that passes through someting, correct? Either cooling the water, or passing by the engine surface, wright?
And if they have more diferences, please clarify.

(Just asking because i dont have sure, not trying to prove anything or argue)

Hi Bolelas,

Both do work by regulating the pressure, true. Radiator inlets are much more critical in their operation is what I mean by the similarity ending. It takes a lot if air to cool a liquid running thru a heat exchanger. If the coolant temperature rises outside of limits, it is not likely under standard conditions the pilot will be able to reduce the engine temperature before damage.

In general, liquid cooled engines are slow to heat up and slow to cool down. Operating temperatures are much more stable, too. They have thick blocks to absorb heat and passage for coolant to flow. They don't need as much surface area in contact with the liquid coolant because of enormous heat capacity of the liquid coolant. The choke point is dumping that transferring that heat to the air. Operating the radiator inlet is critical on a liquid cooled engine.

In an air cooled engine the only way cylinder head temperatures are going to exceed tolerances is if something fails. They warm up and cool off much faster than their liquid cooled brethren.
They are by design, very efficient at cooling. They have to work using the latent heat capacity of air even at idle without overheating. They have very thin cylinder walls, minimal cases, and most of their weight is cooling fins because they need a huge surface area in contact with the air. Flight conditions leave them with an excess of cooling capacity. Over cooling is thereby much more of a problem than overheating.

That is why 99% of the time, the cowl flaps remain closed in flight.

Try teaching multi-engine students. If you actually shut down instead of sim feather, you will spend much of your time flying around with the engine at idle awaiting it to warm enough to continue to train. By the time a student goes thru engine out procedures, your warm operating engine you just shut down, is cold enough you cannot apply full throttle.

[JtD]

Originally Posted by IceFire

So... drop a FW190A-9, 1944 and FW190A-9, 1945 into the game and this argument can at least partially end right?

No one's arguing that. Yes, it would be good to have, along with like a dozen other earlier/later variants of existing planes. There's no reason not to have them.

[KG26_Alpha]

Oh there will still be arguing .............they just cant help themselves

[Bolelas]

Ok, thank you very much Mr Crumpp, next time i fly (il2 or other simulator), i will check if the plane i choose is water or air cooled. I gess i understood all things mentioned.

[Crumpp]

Ok, thank you very much Mr Crumpp, next time i fly (il2 or other simulator), i will check if the plane i choose is water or air cooled. I gess i understood all things mentioned.

I am surprised it made any sense, I sent it from my IPAD while waiting at the terminal.

[IceFire]

Originally Posted by JtD

No one's arguing that. Yes, it would be good to have, along with like a dozen other earlier/later variants of existing planes. There's no reason not to have them.

Alright, just checking my sanity

[JtD]

I have moved the debate regarding the numbers of Fw190A-8's and A-9's to another topic, here.

[Crumpp]

Put it your thread in the same place JTD. Go debate among yourselves, you can all come to a wonderful conclusion together