4.11 - Engine: Overheat!

[EJGr.Ost_Caspar]

Originally Posted by GF_Mastiff

The only problem I have with this is that the FM's on some planes are not modeled for pitch prop control i.e the Spit with a prop pitch control it doesn't work. i.e the Spit FVb. which has an adjustable prop pitch doesn't work.

Check your keys! All Spitfires have a manually prop pitch. From MK.VIII upward they also have additional auto prop pitch.

EDIT: And don't go for the gauges. They are not completely reliable. Also they maybe show radiator exit temp.

[Treetop64]

So far I've been flying the Russian and German aircraft. I've historically used just the instruments (HUD Messages OFF) and with the new patch, have been flying like crazy with high and full throttle and prop positions, and with the required radiator opening when the needles get just a bit too high. Mindful application of RPMs and Radiator settings at high and full throttle seem to manage things. Using a relatively high mixture - per given altitude - helps keep things cool, too, though you lose a bit of power. Unless I'm being careless or deliberately trying to fry the engine, I've found no ill effects so far.

With the new patch, one can fly and manage the engine much more realistically using the instruments now than in previous versions of the sim. That, IMHO, is huge, considering the history of this sim with it's comically blatant disregard of engine instrument indications.

Maybe the HUD messages are a bit conservative now?

[MadBlaster]

First, Thanks for patch. But I'm wondering from reading so far.

An oil temp at 80 degrees celsius is not an overheat condition. More like the upper bound of a normal operating condition. You should be able to maintain that indefinitely. When you get to say 90C degree, there are usually operating limits that kick in, like 1 hour...etc. Then there are limits on cylinder head (e.g., temp 260C for minutes when you go balls out) were the limit is only like 5 minutes.

There's plenty to take into account given the limitations of the game. Different engine and rad designs, water cooled verses air cooled. Air cooled engines are usually overbuilt to handle the added thermal stresses. I trust all these details were considered for each plane besides what I read in the 4.11 read me? In other words, I trust the temp model is still unique to the plane?

[EJGr.Ost_Caspar]

Originally Posted by MadBlaster

First, Thanks for patch. But I'm wondering from reading so far.

An oil temp at 80 degrees celsius is not an overheat condition. More like the upper bound of a normal operating condition. You should be able to maintain that indefinitely. When you get to say 90C degree, there are usually operating limits that kick in, like 1 hour...etc. Then there are limits on cylinder head (e.g., temp 260C for minutes when you go balls out) were the limit is only like 5 minutes.

Consider, that most gauges show 'oil in' temperature... means, temperature of oil, that is already cooled down.

[F19_Klunk]

Without having tested 4.11 more than a few sorties so far, this "feature" or tweak is actually one of those I am looking forward to the most.

Even though I cannot say that I am very happy about CLoD's current "situation", the importance of handling water/oil temperatures, RPM etc is somwthing I really appreciate.. I am glad TD have focused on making engine management more complex and important.

Looking forward to investigate further...

[MadBlaster]

ok. 'overheat message' must be tagged to the 'oil-out'. so I suppose you could have oil out at 105C -110C, put the plane into a dive with rads open and get oil in at 80C.

[IvanK]

Regarding Overheat and Oil temps. Within IL2 the critical Oil temp wrt overheating is the Oil "OUT" temperature however the gauge is Oil "IN" temperature which is always cooler. As can be seen in the Merlin data below (Spit II) Oil out is on average 15-20C warmer than Oil in. These routines will be tweaked further.

[F19_Klunk]

Great... I am very happy and excited for this direction...

.. this development of CEM means that by managing your engine effectively ( A MUST) and keeping a good temp/RPM etc on your engine, whilst your enemy does not... may actually lead to a big tactical advantage.... you might even catch a on the paper faster airplane because he has an overheated engine..or he has to be careful because he is on the verge on wrecking it.. (mismanaged it) This was true before but even more so now.
This means .. again.. that the PILOT is even more important than the plane than before... smart able pilots have the advantage.
thumbs up! No more pilots with cruising power 90%

PS thanx for the explanation with oil in/out.. makes sense..
Is there any documentation to see which planes measure oil in/out...? or is the "in" temperature more of a rule?

[CWMV]

I have not had a chance to DL yet but am curious if there is now an added ability to manipulate oil coolers separately from the radiators for applicable aircraft?

[IvanK]

Originally Posted by CWMV

I have not had a chance to DL yet but am curious if there is now an added ability to manipulate oil coolers separately from the radiators for applicable aircraft?

No