On 4/19/04 at 11:12 PM Vivian Meazza wrote:
All you ever wanted to know about a Merlin with 2 speed, 2 stage
supercharging is here:
http://www.unlimitedexcitement.com/Pride%20of%20Pay%20n%20Pak/Rolls-Royce%2
0
Merlin%20V-1650%20Engine.htm
Except exactly how the boost contol valve worked :-)
On Wed, 28 Apr 2004 12:26:42 +0100, David wrote in message
[EMAIL PROTECTED]:
On 4/19/04 at 11:12 PM Vivian Meazza wrote:
All you ever wanted to know about a Merlin with 2 speed, 2 stage
supercharging is here:
http://www.unlimitedexcitement.com/Pride%20of%20Pay%20n%20Pak/Rolls-
Andy wrote
Vivian Meazza wrote:
However, eng-power should be the un-supercharged max power, so I
reduced eng-power value,
No no, I was wrong. Use the superchared value, the eng-power
gets corrected before solving to assume max sea level
manifold density (i.e. with boost and
Andy Ross
Vivian Meazza wrote:
However, eng-power should be the un-supercharged max power, so I
reduced eng-power value,
No no, I was wrong. Use the superchared value, the eng-power
gets corrected before solving to assume max sea level
manifold density (i.e. with boost and
Vivia Meazza wrote:
As does this (2):
cruise-speed=308 cruise-rpm=2850
This does not (3):
cruise-speed=308 cruise-rpm=1360
Again, these are *wildly* different propoellers you are
specifying. The second one is going to end up with four (!)
times the force
Vivian,
Are you aware of this data I once sent to the list:
http://baron.flightgear.org/pipermail/flightgear-flightmodel/2003-March/002130.html
Erik
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Andy Ross tried again!
Vivian Meazza wrote:
As does this (2):
cruise-speed=308 cruise-rpm=2850
This does not (3):
cruise-speed=308 cruise-rpm=1360
Again, these are *wildly* different propoellers you are
specifying. The second one is going to end up with
Andy Ross wrote
Vivian Meazza wrote:
With these values
eng-power=1140 eng-rpm=2850
cruise-power=2850 cruise-rpm=1359
takeoff-power=1100 takeoff-rpm=1359
YASim appears go into a loop and provides no output.
These settings don't make much sense in combination.
The
On 4/19/04 at 9:24 AM Vivian Meazza wrote:
Finally, I've had some difficulty understanding the concept of using
absolute pressure for the Boost Control Valve (BCV). In the real world a
BCV
comprises, in principle, a plate exposed to manifold pressure on one side
and to the local atmospheric
Vivian Meazza wrote:
The takeoff values. Are these the power absorbed by the propeller
at propeller rpm, or the engine output at engine rpm, super- or
un-supercharged?
Un-supercharged. And the equations are solved such that both power
values are the same. Basically, don't sweat this one; it
-Original Message-
From: [EMAIL PROTECTED]
[mailto:[EMAIL PROTECTED] On Behalf Of
David Luff
Sent: 19 April 2004 09:52
To: FlightGear developers discussions
Subject: RE: [Flightgear-devel] Spitfire Hurricane manuals
On 4/19/04 at 9:24 AM Vivian Meazza wrote:
Finally
I wrote (incorrectly):
The eng setting is a maximum power (at standard sea level) for the
engine without supercharging.
Never mind the last part. The code *does* correctly handle the boost
setting, and assumes that it is at maximum (in most cases, the
wastegate setting) at the specified power.
Andy Ross said:
These settings don't make much sense in combination.
The eng setting is a maximum power (at standard sea level) for the
engine without supercharging. In this case, the normally aspirated
engine develops 1140 HP at max RPM.
That needs to be clarified in the docs (the
David Luff said:
Can anyone clarify the function of the Boost cut-out EMERGENCY control
mentioned in the manual. The name implies that it cuts the boost
completely in an engine emergency. However, the text implies that it
overrides the BCV for extra emergency boost:
If it is desired in
Jim Wilson writes:
David Luff said:
Can anyone clarify the function of the Boost cut-out EMERGENCY control
mentioned in the manual. The name implies that it cuts the boost
completely in an engine emergency. However, the text implies that it
overrides the BCV for extra emergency
David Luff said
Jim Wilson writes:
David Luff said:
Can anyone clarify the function of the Boost cut-out EMERGENCY
control mentioned in the manual. The name implies that
it cuts the
boost completely in an engine emergency. However, the
text implies
that it
Andy Ross wrote
Vivian Meazza wrote:
The takeoff values. Are these the power absorbed by the
propeller at
propeller rpm, or the engine output at engine rpm, super- or
un-supercharged?
Un-supercharged. And the equations are solved such that both
power values are the same.
While I remember, if a YASim a/c only has one tank, the second tank - tank[1]
- seems to be set with a 'nan' level. Doesn't stop the a/c engine from
starting or running but it screws up the tot fuel figure. Setting the level
for tank[1] to zero via the property browser sorts it ok.
LeeE
Lee Elliott wrote:
While I remember, if a YASim a/c only has one tank, the second tank -
tank[1] - seems to be set with a 'nan' level. Doesn't stop the a/c
engine from starting or running but it screws up the tot fuel figure.
Setting the level for tank[1] to zero via the property browser
On Tuesday 20 April 2004 01:58, Andy Ross wrote:
Lee Elliott wrote:
While I remember, if a YASim a/c only has one tank, the second tank -
tank[1] - seems to be set with a 'nan' level. Doesn't stop the a/c
engine from starting or running but it screws up the tot fuel figure.
Setting the
Vivian Meazza wrote:
YASim crashes, or perhaps, fails to converge, just by
attempting to run with takeoff-power=1100
takeoff-rpm=1360
Crashing and solution failure ought to be easily
distinguished. :) Maybe the recent logging changes have hidden
the failure message, I'll take a look.
Try
Andy Ross wrote:
Sent: 18 April 2004 19:04
To: FlightGear developers discussions
Subject: Re: [Flightgear-devel] Spitfire Hurricane manuals
Vivian Meazza wrote:
YASim crashes, or perhaps, fails to converge, just by attempting to
run with takeoff-power=1100 takeoff-rpm=1360
On Sunday 18 April 2004 22:46, Vivian Meazza wrote:
Andy Ross wrote:
Sent: 18 April 2004 19:04
To: FlightGear developers discussions
Subject: Re: [Flightgear-devel] Spitfire Hurricane manuals
Vivian Meazza wrote:
YASim crashes, or perhaps, fails to converge, just by attempting
Vivian Meazza wrote:
With these values
eng-power=1140 eng-rpm=2850
cruise-power=2850 cruise-rpm=1359
takeoff-power=1100 takeoff-rpm=1359
YASim appears go into a loop and provides no output.
These settings don't make much sense in combination.
The eng setting is a maximum power
Andy Ross wrote
Vivian Meazza wrote:
How do we set the reduction gearing ratio?
Set the gear-ratio attribute of the propeller tag. This is the
reduction ratio, so typical values will be less than 1.0.
Can we do a constant speed propeller?
The min-rpm and max-rpm attributes
Vivian Meazza wrote:
wastegate-mp=18.32
[...]
mp-osi = 26.050 - does the wastegate work? - is this psi?
The units are absolute pressure in inches of mercury (I honestly don't
know what the -osi suffix means). The wastegate should indeed work.
However, it is an overpressure release valve. It
Andy Ross replied
Vivian Meazza wrote:
wastegate-mp=18.32
[...]
mp-osi = 26.050 - does the wastegate work? - is this psi?
The units are absolute pressure in inches of mercury (I
honestly don't know what the -osi suffix means). The
wastegate should indeed work. However, it is an
Andy Ross wrote
Vivian Meazza wrote:
wastegate-mp=18.32
[...]
mp-osi = 26.050 - does the wastegate work? - is this psi?
The units are absolute pressure in inches of mercury (I
honestly don't know what the -osi suffix means). The
wastegate should indeed work. However, it is an
Jonathan Richards
On Wednesday 31 Mar 2004 11:09 am, Vivian Meazza wrote:
snip
I now have the Spitfire IIa model well underway. I have all the
drawings and data I need (far too much probably). I've
rather lost the
bubble on the recent changes to the piston engine
simulation in
On Wednesday 31 Mar 2004 11:09 am, Vivian Meazza wrote:
snip
I now have the Spitfire IIa model well underway. I have all the drawings
and data I need (far too much probably). I've rather lost the bubble on the
recent changes to the piston engine simulation in YASim:
Vivian
The pictures here
On Thu, 1 Apr 2004 08:47:15 +0100, Vivian wrote in message
[EMAIL PROTECTED]:
Arnt Karlsen wrote
On Wed, 31 Mar 2004 13:32:39 -0800, Andy wrote in message
[EMAIL PROTECTED]:
Vivian Meazza wrote:
Thanks for all that: all looks good - the documentation has got
a bit
Erik Hofman
Sent: 13 March 2004 15:12
To: FlightGear developers discussions
Subject: Re: [Flightgear-devel] Spitfire Hurricane manuals
Erik Hofman wrote:
http://home.clara.net/wolverine/BOB/misc/Spit_Hurri_Manuals.zip
To get back to the original subject, this site has an aweful
On Wednesday 31 March 2004 11:09, Vivian Meazza wrote:
Erik Hofman
Sent: 13 March 2004 15:12
To: FlightGear developers discussions
Subject: Re: [Flightgear-devel] Spitfire Hurricane manuals
Erik Hofman wrote:
http://home.clara.net/wolverine/BOB/misc/Spit_Hurri_Manuals.zip
Vivian Meazza wrote:
How do we set the reduction gearing ratio?
Set the gear-ratio attribute of the propeller tag. This is the
reduction ratio, so typical values will be less than 1.0.
Can we do a constant speed propeller?
The min-rpm and max-rpm attributes define the range of the blue
Andy Ross replied
Sent: 31 March 2004 20:43
To: FlightGear developers discussions
Subject: Re: [Flightgear-devel] Spitfire Hurricane manuals
Vivian Meazza wrote:
How do we set the reduction gearing ratio?
Set the gear-ratio attribute of the propeller tag. This is
the reduction
Vivian Meazza wrote:
Thanks for all that: all looks good - the documentation has got a
bit astern of station. Could you explain a bit more about the
turbo attribute when used for a supercharger?
Actually, the existing turbo-mul implementation is *more* like a
supercharger than a real turbo.
On Wed, 31 Mar 2004 13:32:39 -0800, Andy wrote in message
[EMAIL PROTECTED]:
Vivian Meazza wrote:
Thanks for all that: all looks good - the documentation has got a
bit astern of station. Could you explain a bit more about the
turbo attribute when used for a supercharger?
Actually, the
Andy Ross wrote
Vivian Meazza wrote:
Thanks for all that: all looks good - the documentation has
got a bit
astern of station. Could you explain a bit more about the turbo
attribute when used for a supercharger?
Actually, the existing turbo-mul implementation is *more*
like a
Arnt Karlsen wrote
On Wed, 31 Mar 2004 13:32:39 -0800, Andy wrote in message
[EMAIL PROTECTED]:
Vivian Meazza wrote:
Thanks for all that: all looks good - the documentation has got a
bit astern of station. Could you explain a bit more about the
turbo attribute when used
Erik Hofman wrote:
http://home.clara.net/wolverine/BOB/misc/Spit_Hurri_Manuals.zip
To get back to the original subject, this site has an aweful lot of
information on WWII warbirds, including performance charts:
http://www.rdrop.com/users/hoofj/
Erik
Sorry I've not had the opportunity to reply to this earlier (holiday away on
business).
I was responsible for the spitfire model. Unfortunately the commitments of
work and trying to have a social life didn't agree with continuing it.
I hope to at some stage get some very detailed pictures
On Mon, 08 Mar 2004 21:52:04 -0500, David Megginson
[EMAIL PROTECTED] wrote:
And psychological warfare. From what I've read, the German flight crews
were much more frightened of the Spitfires (and British RADAR guidance
for interceptions made it look like there were many more planes than the
Lee Elliott
On Monday 08 March 2004 13:21, David Megginson wrote:
Vivian Meazza wrote:
That could be useful. Could you let me have a copy?
I'll send it via private e-mail. Also, for anyone
interested in the
Hurricane (the Spitfire's weaker and lesser known sibling, but also
On Tue, 9 Mar 2004, Vivian Meazza wrote:
delightful to fly, and forgiving in combat manoeuvre. Unlike the Typhoon and
the Tempest the engine didn't stop or the tail fall off, although if you
really went mad you could break the wings. It was in production in various
I remember a tv programme a
On Tue, 2004-03-09 at 21:35, Jon Stockill wrote:
On Tue, 9 Mar 2004, Vivian Meazza wrote:
delightful to fly, and forgiving in combat manoeuvre. Unlike the Typhoon and
the Tempest the engine didn't stop or the tail fall off, although if you
really went mad you could break the wings. It was
On Tue, 2004-03-09 at 02:35, Jon Stockill wrote:
On Tue, 9 Mar 2004, Vivian Meazza wrote:
delightful to fly, and forgiving in combat manoeuvre. Unlike the Typhoon and
the Tempest the engine didn't stop or the tail fall off, although if you
really went mad you could break the wings. It was
On Tue, 9 Mar 2004 10:35:23 + (GMT), Jon Stockill
[EMAIL PROTECTED] wrote:
On Tue, 9 Mar 2004, Vivian Meazza wrote:
delightful to fly, and forgiving in combat manoeuvre. Unlike the Typhoon and
the Tempest the engine didn't stop or the tail fall off, although if you
really went mad you
Erik Hofman wrote:
There was a developer who had an almost finished 3d model of the
Spitfire once. I have no idea why it never showed up.
I have a copy of his unfinished model, if anyone wants it.
All the best,
David
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David Megginson
Sent: 08 March 2004 12:04
To: FlightGear developers discussions
Subject: Re: [Flightgear-devel] Spitfire Hurricane manuals
Erik Hofman wrote:
There was a developer who had an almost finished 3d model of the
Spitfire once. I have no idea why it never showed up
Vivian Meazza wrote:
That could be useful. Could you let me have a copy?
I'll send it via private e-mail. Also, for anyone interested in the
Hurricane (the Spitfire's weaker and lesser known sibling, but also the
plane that did the real bulk of the fighting in the Battle of Britain), here
is
On Monday 08 March 2004 13:21, David Megginson wrote:
Vivian Meazza wrote:
That could be useful. Could you let me have a copy?
I'll send it via private e-mail. Also, for anyone interested in the
Hurricane (the Spitfire's weaker and lesser known sibling, but also the
plane that did the real
Lee Elliott wrote:
Certainly, it was an excellent a/c but as you say, it's contribution in the
BoB, where it was only present in very small numbers, was far out-weighed by
the Hurricane.
I wouldn't say very small numbers -- I think that the ratio was about 2:1
for Hurricanes to Spitfires.
http://home.clara.net/wolverine/BOB/misc/Spit_Hurri_Manuals.zip
Erik
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Erik Hofman wrote
http://home.clara.net/wolverine/BOB/misc/Spit_Hurri_Manuals.zip
Is this a hint ;-)?
Vivian Meazza
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Vivian Meazza wrote:
Erik Hofman wrote
http://home.clara.net/wolverine/BOB/misc/Spit_Hurri_Manuals.zip
Is this a hint ;-)?
Yes.
Erik
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Vivian Meazza wrote:
Oddly enough, last weekend I found a book in my local bookstore on the
Spitfire MkIIb, containing line drawings. I'll see if it's still there. If
it is, I could do a model especially with the info in the pilot's notes. Is
there a demand for a Spitfire IIB?
There was a
Erik Hofman wrote
Vivian Meazza wrote:
Oddly enough, last weekend I found a book in my local
bookstore on the
Spitfire MkIIb, containing line drawings. I'll see if it's still
there. If it is, I could do a model especially with the info in the
pilot's notes. Is there a demand
On Sunday 07 March 2004 10:40, Erik Hofman wrote:
Vivian Meazza wrote:
Erik Hofman wrote
http://home.clara.net/wolverine/BOB/misc/Spit_Hurri_Manuals.zip
Is this a hint ;-)?
Yes.
Erik
LOL :)))
I'm still re-working the A-10 atm - I've got a new 'bare-metal' finish .ac
model but
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