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VonS last won the day on September 14 2016

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About VonS

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    WWI aircraft & flight-sim enthusiast, particularly RB3D, WOFFue, and FE2


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  1. A new Pfalz Dr.1 model sure would be a great addition to FE2, but take your time on the model if you decide on it Geezer. I'm sure the final product will be amazing. My modified FM for the Pfalz Dr.1 is a major overhaul - it incorporates the modifications to the airfoils for the D.III/IIIa, among other changes, that file itself being an overhaul of the Alb. D.V FM. I'm sure the data ini can be used with a new Pfalz Dr.1 - might only require a change to the rolling radius for the wheels and coordinates to the tailskid, so it sits on the ground properly, and maybe adjustments to the center of gravity, for a proper view from the cockpit. Happy flying, Von S P.S. Speaking of FMs, it shouldn't be too much trouble to re-work my Pfalz Triplane FM into one for the Pfalz D.VIII (removal of the middle wing, changes to weight, also power output, etc., the D.VIII being powered by the uncompressed version of the Siemens-Halske 11-cyl. rotary). Will get to that once I finish with the Caudron R.11 FM.
  2. New Aircraft

    Hello flyers, As far as I know there were two replicas of the Pfalz. D.IIIa used for The Blue Max; one was made of wood but pilots complained that it twisted too much in flight (this is of course a criticism of the replica - and probably can't be applied as a comment to the original Pfalz D.III/IIIa of 1917...although there are reports that the tail section on the original Pfalz D.III/IIIa would "twist" if left too long in damp conditions). The other replica for the movie had a steel tube fuselage but wooden wings, basically a "hidden" Tiger Moth (the fuselage was therefore longer than on a real Pfalz...apparently it flew well, with heavy controls). I have no idea which of the two replicas is in the beautiful pic. above...possibly the Pfalz Moth? Von S
  3. Hello FE/FE2 flyers, Here's one more over-compressed engine that I've overhauled, for one of my favorite planes - the Pfalz Dr.1. This one is now powered by the over-compressed variant of the Siemens-Halske engine (the III.a variant). Historical stats. for the over-compressed engine: 6.0:1 compression ratio (high for the WWI period) 160hp @ 900 engine rpm 200hp @ 950 engine rpm 240hp @ 1000 engine rpm (over-compressed; for short periods, below about 1500-2000 m alt.) (could output 160hp @ full throttle as high as 3700 m alt.) Other interesting details about the engine: Propeller and 11 cylinders spin in one direction, the crankcase in the other (see TheAerodrome.com for more info.) Historical stats. for the uncompressed III (not III.a) variant: 160hp @ 900 engine rpm 200-210hp @ 950-970 engine rpm Stats. for the Sh.IIIa-powered Pfalz Dr.1 in FE2 after the FM overhaul are: - very short run-up for takeoff @ full throttle (less than 30-40 meters) - take offs are fine @ about 100 kph - powerful engine allows level flight, even gentle/longer-run take offs, @ about 50% throttle - stalls below low 70s/high 60s kph in a climb, similar stall in straight line (mid-60s kph) - tends to slip out of very tight turns and very tight loops on occasion, at speeds as high as 130s/140s kph (in gentler turns slips happen below about 100-110 kph); symptoms not as noticeable as on Pfalz. D.III/IIIa, and easier to correct - top speed at full-throttle (over-compression near sea level): 202 kph - cruise speed @ 80% throttle (near sea level): 174-5 kph - climb @ 80% throttle in 120s kph to about 1000 m alt.: 7-8 m/s (amazing climb rate even with non-overcompressed throttle, better than the Fokk. Dr.1 and D.VII/VIIf, thanks to its three wings, powerful engine, and better aerodynamic qualities/slipperiness than on the Fokk. Dr.1; also has thinner airfoils than the Fokk. Dr.1 but not as thin as on allied types such as the SPADs, Se5a, etc.) 1000 m alt: 196-7 kph @ 100% throttle 1500 m alt: 190-1 kph @ 100% throttle (this is the sometimes-cited top speed for the Pfalz Dr.1) 3000 m alt: 178-9 kph @ 100% throttle 4000 m alt: 170 kph @ 100% throttle 5000 m alt: 160-1 kph @ 100% throttle 6000 m alt: 153 kph @ 100 % throttle (theoretical ceiling for Sh.IIIa variant is about 6300 m) 6500 m alt: 81-2 kph @ 100% throttle (easily falls into 70s kph and stalls/spins here; notice also the drop off in top speed since the theoretical ceiling has been passed by about a couple of hundred meters) - climb rate @ 100% throttle from about 1500 m alt. to 5000 m alt. is fairly consistent @ about 120 kph, averaging 8-9 m/s (very impressive for a WWI type); drops to about 5-6 m/s @ 120 kph and full throttle beyond about 5000 m alt; going into the 130s kph to climb beyond 5000 m alt improves the rate slightly to about 7-8 m/s (again @ full, over-compressed throttle) - the Pfalz Dr.1 is on average about 10 kph slower at the higher altitudes than the 200 hp Alb. D.Va and the Fokk. D.VIIf, but the climb rate is better by about 3-4 m/s (a noticeable difference) - approximate engine rpm equivalents and throttle settings seem to be as follows: 100% (over-compressed) throttle: about 240 hp (this gives you as much power as the later SPAD 13, the Ansaldo, also the high-compression Fokkers and Albatroses; and don't forget the improved climbing power you have) 80% (normal) throttle: about 200-210 hp 50% (half) throttle: about 150-160 hp 25% (quarter) throttle: about 80-100 hp - to land, cut the throttle to idle since otherwise you already have ample power; or switch off the engine - avoid rough exits from dives exceeding about 250 kph; type dives easily to nearly 400 kph on full power; model now has MaxG limits implemented and is more realistic; also with improved damage ratings included, and a new sound for the Siemens-Halske engine - if you want a Pfalz Dr.1 with the uncompressed variant of the engine, Sh.III (160 hp, max 210 hp), include the following changes in your data ini: under MissionData: change service dates to April-July 1918 (educated guess for the end date) also change the ceiling to between 5800-6000 meters under the Engine section, paste over the following entries, for the relevant sections (which will give a top speed of about 200 kph near sea level, another often cited number for its top speed): AltitudeTableNumData=23 AltitudeTableDeltaX=504.8 AltitudeTableStartX=0.0 AltitudeTableData=1.000,0.996,0.988,0.982,0.964,0.945,0.927,0.909,0.891,0.873,0.855,0.836,0.818,0.800,0.782,0.764,0.745,0.727,0.709,0.691,0.673,0.655,0.000 Happy flying, Von S PfalzDr1Overcompressed.zip
  4. New Aircraft

    Hello gents', if anyone has trouble with take-offs in the Caudron G.IV, there is a tweaked version of the FM in my ver. 8.9 FM update pack...although I didn't change anything for the tailskid/gear section from Ojcar's original data ini. The FM was slightly revised however and historical top speed implemented. Here's the info. from my ver. 8.9 update pack on the Caudron data ini: "Take note of the fact that the Caudron G.4 is now a modification of the newest Caudron G.4 that was uploaded by Stephen1918 to CombatAce several months ago. The G.4 data file located in my earlier data additions folders is based on the previous upload of the G.4 - you will now notice that the G.4 is less twitchy and has its historical top speed. Best turns in it are now done through rudder and wing-warping coordination. Please download Stephen's G.4 from the summer of 2015 to use this G.4 data ini tweak." Happy flying, Von S
  5. Hello fellow flyers, If you've downloaded the Gotha FM tweaks, here's some info. to get the gunners a little more aggressive, and also so that their feet don't stick out of the fuselage. Under the AIData section, comment out the following three lines: GunnerFireChance=80 GunnerFireTime=2.5 GunnerAimOffset=0.0050 Add the following for the front gunner entry, under Crew (paste over old entries and add the new ones): GunRange=600 PitchAngleRate=35 MaxPitch=15 MinPitch=-15 DefaultPitchAngle=5 YawLimited=TRUE YawAngleRate=40 MaxYaw=100 MinYaw=-100 DefaultYawAngle=0 GunnerFireChance=70 GunnerFireTime=0.5 GunnerAimOffset=0.07 GunnerAimAccuracy=60 For the back gunner, use (again paste over old entries and add the new ones): GunRange=800 PitchAngleRate=35 MaxPitch=15 MinPitch=-15 DefaultPitchAngle=10 YawLimited=TRUE YawAngleRate=50 MaxYaw=225 MinYaw=-225 DefaultYawAngle=180 GunnerFireChance=80 GunnerFireTime=0.7 GunnerAimOffset=0.080 GunnerAimAccuracy=70 They are fairly accurate with those entries and the Gothas put up a nice challenge... (will roll these little tweaks into a ver. 9.0 of the FM update pack...in the meantime there it is). Happy flying, Von S
  6. Hello again flyers, Well the A-Team Gotha has finally had its FM retweaked - did a major overhaul and further subdivided the types into the G.II, G.III, G.IV, and G.V. The III, IV, and V have the same over-compressed Mercedes IVa that the AEG does (posted above). The G.II gets the inline 8 Merc. IV with about 280 hp and the long crankshaft susceptible to breakage (a new sound for the inline 8 is included). Stats. are as follows: G.II top speed 148 kph near sea level (as historical) climb rate about 1.5 m/s @ 100% throttle at about 120 kph G.III 142 kph @ 100% throttle // 137 kph @ 90% throttle, near sea-level climb rate to 1000 m at 90% throttle is 2 m/s in 100s kph 1000 m alt: 136 kph @ 100% throttle (its historical top speed) G.IV 140-141 kph @ 100% throttle // 137 kph @ 90% throttle, near sea-level climb rate to 1000 m at 90% throttle is 2 m/s in 100s kph 1000 m alt: 137 kph @ 100% throttle (very close to historical top speed) G.V 142-143 kph @ 100% throttle // 138 kph @ 90% throttle, near sea-level climb rate to 1000 m at 90% throttle is 2 m/s at about 110-115 kph 1000 m alt: 140 kph @ 100% throttle (its historical top speed) - the G.II/III are easier to break than the IV/V - the G.IV is the best handling of them all - the big ailerons tend to give side-slipping more than turning ability (use rudder and slight opposite aileron in turns); sometimes you might need correct aileron to enter a turn but then have to go opposite aileron, otherwise you will slip into a descending stall; also you'll notice how the types tend to swing (with the long wingspan) after a turn is completed, for a while; this can be countered with opposite rudder but eventually disappears on its own; the G.IV is the most tamed of the types; open throttle to 100% beyond 1000 m alt. to take advantage of the over-compression on the III, IV, and V; 90% throttle is fine for climbs to 1000 m on these types; the G.II with its inline-8 climbs best at full throttle - the Ottomans may have had a G.III or IV in their collection; the Eastern and Balkan fronts had the G.II and III types; the Western front had the G.IV and V (bombing of London and other cities); a few G.III types were also on the Western front; the G.IV served until the Armistice; the G.V was taken out of service by the summer of '18 (Va and Vb variants followed); the Italian front saw a few of the G.IV types (I will update these little things for a formal roll-out of the ver. 9.0 FM and Realism Pack) - the types stall below the low 90s kph and fall into a spin; stalls occur already at about 100-105 kph in tight maneuvers - take offs are best when you pass about 120 kph - avoid rough maneuvers if flying with AI Gothas since some of the earlier types (the II and III) might fall into stalls/sideslips while trying to imitate you (flying these is risky business, as historical) - have included subtle vapor trails from the two engines, to make side-slipping/swinging more noticeable and easier to correct Happy flying, Von S TheGothas.zip
  7. Hello FE/FE2 flyers, Inspired by Stephen1918's fine-looking cabin for the AEG G.IV, I've now tweaked its FM to include proper, subtle over-compression of the Mercedes IVa engine that would have been installed on it. Historical stats. for the IVa engine are as follows: - typical output of about 252-260 hp at 1400 rpm - if full-throttle with over-compression, about 268 hp, to be used above an alt of about 1200 m Stats. for the tweaked data ini are now as follows: - 168 kph near sea-level at full-throttle with over-compression - 146-7 kph cruise speed near sea-level at about 80% throttle - 80% throttle gives a steady climb rate of about 2 m/s in the 120s kph, and can be held that way to about 1000 meters - open throttle to full beyond about 1000 m alt., to give: 1000 m: 162 kph @ 100% throttle (close to historical top speed for the type) 3000 m: 146 kph @ 100% throttle 4000 m: 140 kph @ 100% throttle 4500 m: 128 kph @ 100% throttle (noticeable drop off in top speed since this is its historical ceiling) 4580 m: 103 kph @ 100% throttle (anything higher in alt and it begins to drop into the 90s kph, stalling and shuddering) (a stable climb rate of about 2 m/s @ 100% throttle can be maintained in the 120s kph above 1000 m alt and to about 3000 m) - type holds its power well to about 4000 m alt. as indicated above; rudder and elevator are adequate; ailerons are numb, as typical of this big crate - also tweaked some of its inertia settings and stall/climb numbers for the airfoils (for more realistic stall speeds...performs best above 100 kph; also can attain dive speeds of close to 400 kph in the type but I wouldn't recommend it...see pics. below...had an engine fire and broke up when trying to exit a fast dive with engines full on) Happy flying, Von S AegG4OverCompressedFM9beta.zip
    Great stuff, thank you for doing this - now I can get into the cockpit and take it up for a spin to tweak the FM properly since it was difficult to "guesstimate" things when it was AI-flown only . Didn't know about that old Ravenclaw tweak to make it flyable. Happy flying, Von S
  8. Note the info. in bold in the old ad below: easy starting, smooth running, also more miles per gallon. This is with reference to the coal-tar derived product consisting of benzene and toluene, similar in chemical structure to German benzole (benzene)...apparently it "spikes" the octane rating since benzole/benzene is of high-octane content, also helps with anti-knock tendencies in an engine. Also note the spelling "benzene," not to be confused with "benzine" (light petroluem and the word for gasoline in several languages). Von S
  9. Hi Heck, yes I remember reading that too - that over-compressed engines would overheat and cause cylinder damage, also damage of other components, if run at full throttle below about 1000m alt. It also depends on the fuel type used (as extensively debated over on TheAerodrome...I printed out that whole debate...makes for a nice, small book ). Fuel was low octane in WWI (octane ratings weren't even applied until after the mid-1920s I think)...ranging anywhere from about 50 octane to 70-72 octane for the "cleaner" stuff that was hard to come by, particularly for the Germans after supplies began to run short in 1918. Such fuel burns differently than high-octane stuff and would increase the temp. dangerously on over-compressed engines, at full throttle, below recommended alt. This is likely what the Entente found when testing such engines - since the Entente was using fairly low-compression, low-octane fuel. The Germans added benzole (synthetic additive, not benzine although they sound similar) to their fuels from about late 1917/ early '18, improving hp output of over-compression engines, and possibly not overheating as much if max. throttle had to be used below recommended alt. in emergency settings - although sources vary on this. Using high-octane, modern airplane fuel in such an engine might give different results, or the engine would just cut out if recommended throttle settings at low alt. were bypassed. Can't remember reading when 100-150 octane fuel became available, probably during WWII, although aero-engine technology by then was different and would utilize high-octane stuff efficiently. I'm theorizing here but it's possible that the best fuel for over-compressed WWI engines is what the Germans were using, fairly low-octane ("low burning") stuff with a synthetic additive thrown in to improve hp output, probably better than clean fuel with no additives for that kind of engine. The low-compression engines worked perfectly fine on the low-octane fuel, on the other hand. The Germans also had summer and winter mixtures of benzole/fuel, with more benzole thrown in for winter use, something like 60/40 for winter, and 30/70 or 40/60 for summer (less benzole in the summer I think). Von S
  10. That was actually the top of an engine-off loop on the D.7 but they sure do hang on the prop nicely (the BMW-powered ones). Also good at prop-hanging is the late Alb. D.5a with the 200hp auv Mercedes. Happy flying, Von S
    Finally got around to downloading these - great stuff! Von S

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