No WEP for FW 190 A-9

[badatflyski]

Originally Posted by FC99

I didn't work on FM in 4.11 so I'm not 100% sure but I don't think that anything is changed about radiators.

oh man, i'm so disapointed you didn't add your touch on this one

ooooh FRACK about the drag penalty for rads on Anton's , maybe for the next patch
Will try to get some RL data from real specialists.

[JtD]

What exactly sets the radiator on the 190 apart from all other radiators on WW2 warbirds?

[KG26_Alpha]

Originally Posted by JtD

What exactly sets the radiator on the 190 apart from all other radiators on WW2 warbirds?

It doesn't have one, thus should have no parasitic drag effect ?

"Kurt Tank's cowl completely enclosed the engine. Cooling air was admitted through a hole in the front of an oversized propeller spinner; a cone in the middle of the hole was intended to compress the air, allowing the small opening to create sufficient airflow. In theory, the tight-fitting cowling also provided some thrust due to the compression and heating of air as it flowed through the cowling."

It does have a complex oil cooling system that runs around the inside of the forwards cowling housing though.




.

[FC99]

Originally Posted by JtD

What exactly sets the radiator on the 190 apart from all other radiators on WW2 warbirds?

I think that Bada talks about lowest drag setting being partially opened rads.

[AndyJWest]

The BMW-engined Fw 19Os had an engine-driven fan to increase airflow through the cowling. Presumably this must have taken some power to drive, and I could just about imagine the back pressure from a fully-closed cowl actually reducing available power - though whether this would be significant is hard to tell.

[KG26_Alpha]

Originally Posted by AndyJWest

The BMW-engined Fw 19Os had an engine-driven fan to increase airflow through the cowling. Presumably this must have taken some power to drive, and I could just about imagine the back pressure from a fully-closed cowl actually reducing available power - though whether this would be significant is hard to tell.

It was just behind the prop, forcing air over the engine and into the oil cooler ring (red), no power loss there, nice try .

[JtD]

The description of the enclosed cowling is that for the V1 prototype model, and as the concept proved unsuccessful, it was dropped for the V2 and later. These aircraft also were powered by a BMW 139, and engine-wise had little in common with serial production models.

The Fw 190 possessed an oil cooler ring, with an adjustable gap to adjust the cooling capacity. The standard size was 10 mm, but it had to be increased to 20 mm for tropical use and F model attack aircraft. This increase cost the plane 15-20 km/h at sea level.

The Fw 190 also had adjustable cooling gills on the side of the aircraft, which allowed the cooling of the engine or more precisely the cylinders. These pretty much worked like any other cooler on any other aircraft, including speed loss as it was opened. One effect I know of was a reduction of 500m in ceiling, therefore about 1 m/s in climb, with open cooling gills.

Lower drag with partially open radiators was a feature of the D-9, where the flush setting was a partially open one. However, even this feature wasn't anything special, other aircraft have this, too. I haven't seen it for the A models.

Il-2 simplifies by treating two cooling mechanisms as one and calling them radiator, and having them both adjustable by the pilot in flight. It also simplifies the drag characteristics of the radiators throughout.

Imho, if the radiator of the Fw 190 gets special attention in terms of cooling and drag relation, all other aircraft need to see the same treatment, as there seems to be nothing especially special about the Fw. A global rework would be nice, but the research alone is a tremendous job.

[KG26_Alpha]

Originally Posted by JtD

The description of the enclosed cowling is that for the V1 prototype model, and as the concept proved unsuccessful, it was dropped for the V2 and later. These aircraft also were powered by a BMW 139, and engine-wise had little in common with serial production models.

The Fw 190 possessed an oil cooler ring, with an adjustable gap to adjust the cooling capacity. The standard size was 10 mm, but it had to be increased to 20 mm for tropical use and F model attack aircraft. This increase cost the plane 15-20 km/h at sea level.

The Fw 190 also had adjustable cooling gills on the side of the aircraft, which allowed the cooling of the engine or more precisely the cylinders. These pretty much worked like any other cooler on any other aircraft, including speed loss as it was opened. One effect I know of was a reduction of 500m in ceiling, therefore about 1 m/s in climb, with open cooling gills.

Lower drag with partially open radiators was a feature of the D-9, where the flush setting was a partially open one. However, even this feature wasn't anything special, other aircraft have this, too. I haven't seen it for the A models.

Il-2 simplifies by treating two cooling mechanisms as one and calling them radiator, and having them both adjustable by the pilot in flight. It also simplifies the drag characteristics of the radiators throughout.

Imho, if the radiator of the Fw 190 gets special attention in terms of cooling and drag relation, all other aircraft need to see the same treatment, as there seems to be nothing especially special about the Fw. A global rework would be nice, but the research alone is a tremendous job.

?
^
What's that got to do with anything posted here.

Were talking about the 801 series.

I suspect the oil cooler isn't even physically modelled on the FW's as its such a simplified cooling code as you mention.

It seems strange to put emphasis on cooling in v4.11 and still have an archaic cooling code.