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| IL-2 Sturmovik The famous combat flight simulator. |
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#11
09-27-2010, 05:07 PM
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So far with all the mods I've tried, everyone seems determined to dampen or completely mute the propellor sound, which I personally like very much. In one of the mods I took a soundeditor and had to amplify it with 400% to get it to the original level.
And I can't really find evidence these shouldn't be used. Every time I hear a turboprop passing by, first I hear the props and later, much fainter, the turbines. Something completely different: Has anyone mentioned mixture control and the associated behaviour yet? I love the upcoming multiple engine prop/power/radiator controls but accurate mixture control would add so much more. Currently the strange effect of reaching 5 km of altitude and suddenly having a drop in power and a trail of black smoke, is far from reality. Also, probably written before, a number of craft aren't perfectly modeled on the supercharger/turbocharger thing. For example, the P47 has an extra turbocharger control lever and RPM gauge for the turbo. Both the F4U and P47 have additional intercooler flaps and dito control. Although the F4U has automatic intercooler capability, the pilot manual warns of situations where manual operation is mandatory. During testing with the F4U, the Carb Heat warning light (temperature of the air inside the intake manifold) never turns on. Even if at sea level and 60 inches of manifold pressure, I switch from neutral blower(1) to low(2) or high(3), pressure never exceeds 60 inches which seems a bit odd: AFAIK a carburetted supercharged engine does not use an automatic pressure-relief valve. I guess that engine temperature is modeled purely by measuring the oil (or coolant) temperature while in real life, detonation was/is a serious threat to engine health, often melting holes through the top of the pistons, even if coolant or oil temperatures are well within operating standards. AFAIK the only planes that have damage modeled through something different than overspeed, battle damage or overheat are planes with MW50 and even that is not done correctly. In real life one chooses a pressure setting with the throttle, say 1.8 ATA, and before that switches on the MW50 accordingly. In the sim you switch on the MW50 and suddenly the ATA increases. What in real life happens is that the amount of air that is compressed increases, but the pressure stays the same, only due to the charge cooling effect of the water and thus the lowered temperature of the air between supercharger and cylinders. It's even worse: take a K4 and start the engine with throttle at 0%. Watch the manifold pressure. Now switch on the MW50. You'll see the increase in pressure while engine RPM stays the same. This is wrong. It would be better if we have a HUD warning telling us the temperature in the intake manifold is too high, so the pilot can lower throttle OR lower supercharger stage OR open intercooler flaps OR engage water/MW50/fuel injection, or all of them. Cylinder head temperature (CHT) is a different story, as this is controlled by manifold pressure, engine RPM, IAS, mixture setting and cowl flaps a well as atmospheric condition like humidity or rain. This can be measured roughly with coolant/oil temperature, but not always. Fast increases in CHT can happen if the engine RPM is too high, IAS is too low, the mixture is too lean and temperature in the intake manifold is not even at max, while the heat capacity of the oil/coolant system takes time to catch up with the true condition in the cylinder head(s) and produces an incorrect reading, depending on the placement of the temperature sensor. If we want even more realism we would have to remember notes for each plane separately, which includes the max amount of manifold pressure, engine RPM and mixture/blower/intercooler setting for every given situation, like shown in various movies on YouTube. The single switch "Complex Engine Management" may not be enough as a lot of people would want a mix of settings or wouldn't want to remember notes for the odd type they fly occasionally. The wiki on turbochargers: "Pilots must make smooth, slow throttle adjustments to avoid overshooting their target manifold pressure. The fuel mixture must often be adjusted far on the rich side of the peak exhaust gas temperature to avoid overheating the turbine when running at high power settings. In systems using a manually-operated wastegate, the pilot must be careful not to exceed the turbocharger's maximum RPM. " I understand that proper turbo/supercharger/intercooler/mixture control for each plane is a lot of work and maybe even beyond the capability of the IL2 engine. But it can be nice to have. For example on full realism dogfights with the F4U against lower performance planes like the KI-61 with some DB interpretation of the Kommandogerät, this can even out the odds if a pilot isn't proficient with engine management. At least a http://en.wikipedia.org/wiki/Engine_knocking warning or high intake manifold temperature warning coupled with gradually increasing engine damage would be really nice to have. I'm not sure how to embed them so I post the links instead. Ohw, this one is funny! This one explains in more detail the operation and control of the turbo in the P47: And more on YT, of course  So far my plea for increasing the realism on engine management, as an option for the freaks
Last edited by Azimech; 09-27-2010 at 05:39 PM. |
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