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PostPosted: Wed Mar 16, 2011 2:35 am 
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seaniam81 wrote:
Mitchell wrote:

(Of course, there is really no such word as "Australianise", and for a good reason. I mean, who would ever want to do that?)


Does that mean there is no Canadianise? :lol:



seaniam81,

Certainly there is:

canadianize

verb, often capitalized \ˈcaŋ-ādian-īz\
can-ad-i-an-ized can-ad-i-an-iz-ing
Definition of CANADIANIZE

transitive verb
1
: to take something done in the U.S. and bring it back in time about 20 years
2
: to adapt (a foreign word, name, or phrase) to Canadian usage: as a: to alter to a characteristic U.S. or British form, sound, or spelling b: to convert (a name) to its Canadian equivalent <canadianize John as John/Jean> (see 4 below)
3
: to establish a really sensible and affordable healthcare system, and a really inconvenient way to buy alcohol
4
: to print everything in more than one language
5
: to raise children to become very nice and polite adults who sound like Americans except that they say “eh” a lot

— can-ad-i-an-i-za-tion \ˌ caŋ-ād-i-an-īz-ā-shən\ noun often capitalized
Examples of CANADIANIZE

1. The cookbook Canadianized many tasty dishes to make them much blander and less interesting.

2. This definition irritated the Canadian, but he had been so Canadianized that his first instinct was not to say anything unkind about it.

First Known Use of CANADIANIZE
July I, 1867

Next Word in the Dictionary: canadafy
Previous Word in the Dictionary: Canadianist


Last edited by Mitchell - A2A on Wed Mar 16, 2011 3:12 am, edited 1 time in total.

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PostPosted: Wed Mar 16, 2011 2:48 am 
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Mitchell that's awesome eh! :mrgreen:


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PostPosted: Wed Mar 16, 2011 3:30 am 
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Mitchell,

At least you spelt "humour" correctly :P

Australians DO have a particular sense of humour. Also a keen sense of irony and an overwhelming urge to be sarcastic, an urge which I will keep firmly under control here :lol: :lol: .

The language thing is always confusing. Written English is bad enough...spoken English can be a nightmare. I watched an American show recently and was astounded when the British character (A Liverpudlian) had subtitles added for him!! I did however mention it to an American acquaintance over here and he confirmed that he could not understand a single word the guy said!

In general, British and Commonwealth speakers can understand each other no matter how badly we seem (to each other) to butcher the language. We also seem to be able to interpret broken English better than most people from the US. In addition, television has "dulled" our recognition of many American accents (Y'all from tha Surthern States and the Nanny Fine crowd , excepted) to the point where they are not even explicitly noticed as being American.

When I watch "House" for instance I do not even notice the difference between the accents of the Chase (Aussie playing Aussie) House, (Brit playing an American) and the others.

My wife however finds it easy to understand a broad Scotsman but can't understand a word that a broad Northern Irishman says to her. She can not, though, identify many foreign accents, even though she can understand what they are trying to say.... a common question being something like "Darryl, was that guy French or German?"....no dear, he is from Spain.

Now, what was my point?? Oh yeah, How tall DOES a fisherman have to be now?


Oh and Mitchell....I know in my heart that I *AM* funny :)

Darryl

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PostPosted: Wed Mar 16, 2011 5:10 am 
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what about the MKIa?

for climbing i always use 2600rpm 3-4psi (87octane fuel)
for cruise with coarse pitch (2200-2400rpm) with 0-1psi

IF i use 4psi the rpm goes above 2600rpm whitch is not recommend for long cruise...

another thing... I do believe that the beta team flyed the initial version more than 10hrs..

nobody recognised that the engine never last longer then 6-10-or maybe 15hrs?

2thing what's bother me a bit (after i saw som historical orig RAF video)

1. without the trolley car is it possible to start the mkia many time as you want? if i turn on the pito heat, and the landing lights and waiting to the volt meter drop down under 10,5V then starting the engine without trolley no problem at all...
i had to drawn down to nearly 8V where the starter bendix just jumped then nothing...

the trolley is a nice model extensition but without the REAL electricity behavour..............

2. the oil is after shut down cools down soooooooooooooooo rapidly

in the real life liquid cooled engine after shut down ,when the coolant stopped circulating the engine block starting to heating up instead just cool down...
and the oil in the pen stays a bit hot for a while

sorry to mark out these things... but maybe someone else recognised these unrealistic behaviours


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PostPosted: Wed Mar 16, 2011 5:41 am 
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Location: The South West of the large island off the north coast of Tasmania
Point by point, at least as far as I have experienced:

1. +4 gives over 2600 rpm?.... Then wind back the RPM Bike Pump. This is fully explained in the manual. The prop was NOT used merely as a two pitch variable. If handled like a two pitch prop then ALL rules for handling FIXED PITCH apply..ie do NOT exceed rpm limits (which is more than possible and needs to be guarded against in all FP set ups). This is not a "push everything to maximum and go flying" aircraft.


2. Yes MANY Beta testers flew individual models for for MANY more than 10 hours...handled properly the engine is still in "beautiful" condition out past 20 hours or more. The secret is to handle it PROPERLY. The wear on shut down and start up is a bit high...if your 10 hours is in 45 minute flights, much more wear will result than if it is made up of 4 x 2 1/2 hour flights. The WEAR on startup and shutdown has been STATED many times to be part of the update.

3. I can't replicate your trolley vs non behaviour at all. If I miss too many starts in the Mk I with no trolley attached, it will not start and battery must be charged. Oskar (with his extensive background in electrics) personally vetted the electrical system against actual Supermarine factory drawings and schematics which I supplied. The Trolley is an AID to starting and used to SAVE the aircraft's accumulators..it is not a "REQUIREMENT" to start. The aircraft could be (and often were when "away from base") started without the aid of a trolley.

4. Oil behaviour has already been acknowledged to be under investigation.



Darryl

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PostPosted: Wed Mar 16, 2011 7:42 am 
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Since I have been playing around with the A2A Spitfire I have begun to recall things I have read in the past that did not seem significant at the time but do make me wonder now just how much effort in operating the famous aircraft of that time were so routine that they did not seem worthy of mentioning in accounts of the a war.

I remember reading somewhere that some B-29s operating in the Pacific theater had a TBO (if they bothered to overhaul them) of around 20 hours because they flew at such high weights.

Another story I vaguely remember was a fellow recounting how he managed to run into several of his squadrons aircraft on landing. I wish I could remember more but I believe it was in PNG where his squadron parked in the middle of a very long runway so they did not have to taxi before takeoff. I can't remember the aircraft now but I believe it was an American make such as the P-39 or P-40.

These accounts were briefly mentioned in telling another story, not seen as being significant in themselves and when I read them they did not really mean anything to me. That has changed! It does make me wonder what other details that seemed routine have been forgotten today.

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PostPosted: Wed Mar 16, 2011 1:06 pm 
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Darryl,

Yes, you are funny - in your heart; unfortunately not so funny on this site. (You set that one up, mate)

As some of you may know, I am married to a Scottish lass whose folks emigrated all the way south from Edinburgh to Harlow, England. Accordingly, I have spent a lot of time amongst the Brits, and even went to University there for a while (Cambridge). This is probably why my “English” is a confused mix of American and Brit.

Oh, and seamiam81; I also lived and worked in Canada (Winnipeg and Saskatoon) for a while, so I know a little of what I speak regarding Canucks.

My late father-in -law was from Glasgow and he never lost a bit of his accent, even though he lived in the U.S. for forty years. My mother-in-law is Irish and you know what that is all about. When I first started dating my future wife, I couldn’t understand anything that anyone said in her house. Soon, though, I was able to suss it out, and even found myself unwittingly taking on the peculiar and singular cadences and linguistic twists of the Scottish/Irish idiom.

All of this spatial and cultural displacement ultimately resulted in my becoming somewhat fluent in “Commonwealth”, that Swahili-like amalgam of pseudo-English that you-all speak and write, bless you. My old Profs at CU would shudder to read what I write these days and even more so if they could hear my re-Americanized accent.

Alright, I give up; how tall does a fisherman have to be, now?

(I know, back to Spitfires)

Mitchell


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PostPosted: Wed Mar 16, 2011 5:43 pm 
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[quote="Killratio"]Point by point, at least as far as I have experienced:

1. +4 gives over 2600 rpm?.... Then wind back the RPM Bike Pump. This is fully explained in the manual. The prop was NOT used merely as a two pitch variable. If handled like a two pitch prop then ALL rules for handling FIXED PITCH apply..ie do NOT exceed rpm limits (which is more than possible and needs to be guarded against in all FP set ups). This is not a "push everything to maximum and go flying" aircraft.

- im just sad that when i level off then throttling to 4psi, with the coarse setting (mkia+dehav) i get above 2600rpm..
but if i use only 0 or 1psi the rpm stays 2200-2400
compared to p-39 allison engine where for cruising it uses 30mp with 2280rpm

2. Yes MANY Beta testers flew individual models for for MANY more than 10 hours...handled properly the engine is still in "beautiful" condition out past 20 hours or more. The secret is to handle it PROPERLY. The wear on shut down and start up is a bit high...if your 10 hours is in 45 minute flights, much more wear will result than if it is made up of 4 x 2 1/2 hour flights. The WEAR on startup and shutdown has been STATED many times to be part of the update.

- 1h30-2h30 routes with retrofitted autopilot using (so steady cruising)

3. I can't replicate your trolley vs non behaviour at all. If I miss too many starts in the Mk I with no trolley attached, it will not start and battery must be charged. Oskar (with his extensive background in electrics) personally vetted the electrical system against actual Supermarine factory drawings and schematics which I supplied. The Trolley is an AID to starting and used to SAVE the aircraft's accumulators..it is not a "REQUIREMENT" to start. The aircraft could be (and often were when "away from base") started without the aid of a trolley.

- trolley just an aid -> i got it, what i don't get it is how can a 12V battery with under 10V and pito heat+landng light on even spin up an engine..

im just thinked about that they used the trolley because, EVEN a couple of normal starts hit badly a brand new fully charged accumulator


4. Oil behaviour has already been acknowledged to be under investigation.
- got it too

i hope that my simple bad english don't harm any dev feelings... just asking rather than judging or sg like that :mrgreen:

Thank's Darrly


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PostPosted: Wed Mar 16, 2011 9:06 pm 
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Location: The South West of the large island off the north coast of Tasmania
No problems mate...you are not upsetting anyone! With the language, I tend to use some obscure wording at times, so I do try to answer people who's first language is not English fairly briefly and that can come across as "annoyed". I isn't, I assure you.

Again I can't replicate over 2600 at coarse pitch and +4 at cruising altitude. I am sure you know that with the DeH BACK is fine pitch. Let me do some more testing to see if I can get your results.....but as I said, wih an effectively fixed pitch prop..you can't necessarily use all settings under all conditions.


Not sure why you are getting severe engine wear (even higher than it is with the bug, for me) maybe we could catch up on line sometime?

Yes, a couple of goes is all you should get without the trolley acc.....and that is pretty much what I get. Again, something seems off with your setup if you get significantly more ( depends on OAT as well)

regards


Darryl

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PostPosted: Thu Mar 17, 2011 12:29 am 
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I can answer number 3 on your list. The Lights aren't attached to the Spitfire battery. They use the FSX battery. That's why the engine will turn over with all the lights are on and pitot heat on.

Here's the topic where Scott explains post number two
viewtopic.php?f=78&t=24172


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PostPosted: Thu Mar 17, 2011 4:45 am 
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Killratio wrote:
No problems mate...you are not upsetting anyone! With the language, I tend to use some obscure wording at times, so I do try to answer people who's first language is not English fairly briefly and that can come across as "annoyed". I isn't, I assure you.

Again I can't replicate over 2600 at coarse pitch and +4 at cruising altitude. I am sure you know that with the DeH BACK is fine pitch. Let me do some more testing to see if I can get your results.....but as I said, wih an effectively fixed pitch prop..you can't necessarily use all settings under all conditions.


Not sure why you are getting severe engine wear (even higher than it is with the bug, for me) maybe we could catch up on line sometime?

Yes, a couple of goes is all you should get without the trolley acc.....and that is pretty much what I get. Again, something seems off with your setup if you get significantly more ( depends on OAT as well)

regards


Darryl



the result of 35hrs level cruise flight above 15-16000ft

"35hrs life of the mkIII (spitfire mkIa)

77 76 77 77 79 77 79 78 79 76 76 76 - 0.0hrs
Weybridge wooden propeller, flat canopy (87+normal oil)

75 74 74 74 74 75 73 74 71 71 74 71 - 1.7hrs

73 71 73 71 71 70 73 70 71 69 71 69 - 2.4hrs

68 65 66 68 69 68 69 69 67 66 69 66 - 3.6hrs
blown canopy

64 64 64 65 65 64 64 64 64 62 63 63 - 4.8hrs

59 58 61 59 57 60 57 61 59 57 57 57 - 6.1hrs
-main bearings yellow

56 54 55 52 53 56 53 54 54 52 55 52 - 8.0hrs

52 48 50 47 48 49 50 51 49 47 47 47 - 8.9hrs
-coolant leak, main bearings red

43 43 42 42 41 46 42 42 42 41 43 41 - 9.5hrs
-oil leak, cylinders yellow (some cracking on cylinder head crowns)

79 83 81 71 79 81 75 74 83 71 74 81 - 9.5hrs -->> "9.5hrs"
+replaced all cylinders, main bearings
-still minor oil, coolant leaks
De Havilland propeller

70 73 74 64 69 73 70 66 74 64 69 74 - 12.1hrs

66 68 71 60 66 70 62 60 69 59 63 70 - 12.8hrs
-major coolant leak(red), minor oil leak

61 67 66 56 63 66 60 57 64 55 60 66 - 13.5hrs
flat canopy again

57 61 63 51 58 60 56 55 60 51 56 62 - 14.7hrs
-bad oil leak(red), major coolant leak(red)

52 57 59*46 54 59 51 50 55 47 52 58 - 15.3hrs
cylinder 4 yellow
+coolant leak fixed
+oil leak fixed
blown canopy

49 53 53*44 49 51 48*45 54*43*48 53 - 15.7hrs
cylinder 4,8,10,11 yellow
-main bearings yellow

43 46 47 38 44 47 43 38 47 37 39 47 - 16.7hrs
cylinder 1,2,3,4,5,6,7,8,9,10,11 yellow
-main bearings yellow

36 41 40 30 37 38 36 33 40 30 33 40 - 18.6hrs
cylinder 1,2,3,4,5,6,7,8,9,10,11,12 yellow
-main bearings yellow

21 23 24 14 21 24 20 16 25 14 17*25 - 18.9hrs
cylinder 1-11 red; 12 yellow
-main bearings red
-supercharger red
-coolant leak yellow (123C)
-radiator yellow

83 76 83 79 80 74 75 74 73 74 82 71 - 18.9hrs -->> "9.4hrs"
+replaced all cylinders, main bearings
+supercharger replaced
+coolant leak fixed
-radiator yellow

77 70 77 75 72 68 71 72 66 68 75 66 - 20.1hrs (under 110C coolant)
-oil leak yellow
+oil leak fixed
+radiator fixed

74 69 73 71 72 64 69 67 67 66 72 64 - 21.6hrs

76 69 73 71 71 65 67 68 65 65 70 63 - 23.6hrs

71 65 68 68 68 61 68 65 61 63 71 60 - 25.2hrs

72 66 70 68 65 60 63 65 59 61 70 59 - 27.5hrs

70 66 68 64 64 59 63 63 59 60 66 58 - 29.5hrs
-oil filter yellow
-fuel filter yellow
-air filter yellow

68 60 64 64 61 57 62 59 57 58 64 56 - 31.4hrs

66 60 60 60 60 53 58 59 53 55 60 53 - 32.7hrs
+oil filter replaced
+fuel filter replaced
+air filter replaced
Weybridge wooden propeller
-main bearings yellow

62 57 61 56 58 53 53 54 53 52 59 50 - 33.2hrs
-main bearings yellow
De Havilland propeller

57 49 54 52 51*47 51 49*45 47 53*46 - 34.1hrs
-main bearings yellow
-coolant leak yellow

55 48 49 49 49*43*47*47*41*43 51*41 - 35.2hrs
-main bearings red (we have some loose valve seats)
-coolant leak yellow

73 75 72 71 72 79 74 76 75 78 82 80 - 35.2hrs -->> "16.3hrs"
+replaced all cylinders, main bearings
+coolant leak fixed

At the begginings i used mostly 15C oat..

then later below 10C oat, and i was very careful with the coolant to never reach above 110C during climbing

some notes..
-start the engine and taxiing to active when the coolant starts to rise above 105C -> shut down and wait for 80C
-start again (clear out the plugs), then make a mags check
-BEFORE coolant reach 90-92C start the take off process
(3-4psi max with full fine pitch)
-climbing with 2600rpm (dehavi 2pitch vari.) 2,5-3,5psi -> coolant under 110C (105-107C)
-cruise with 0psi and full coarse pitch - lean out
-decent with -1psi (max -1,5psi) with full coarse
radiator flaps at high "normal" , below 15000ft with 1,3 and speed is minimum 200mph -> 210,220 at higher altitudes"


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PostPosted: Thu Mar 17, 2011 4:55 am 
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seaniam81 wrote:
I can answer number 3 on your list. The Lights aren't attached to the Spitfire battery. They use the FSX battery. That's why the engine will turn over with all the lights are on and pitot heat on.

Here's the topic where Scott explains post number two
viewtopic.php?f=78&t=24172


i think that Scott mentioned the NAV lights, instead the landing and pito heat.. otherwise the ammeter showing the "drain" unporpuse

maybe i forget out of the circle the thing that after a 2hours of flight -> aka fully loading by the gen.

and between two flight the battery doesn't have the chance to drain out... except if don't turn off the computer between flights :mrgreen:


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PostPosted: Thu Mar 17, 2011 5:02 am 
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anyway i really like the way that i have to always see in the hangar for ispections..

with the b17 after nearly 30hrs of flight nothing went wrong by far...... (300hrs TBO)

but with the spit is very opposit situation;)

for now i nearly 40hrs with the MKIa.. (MKII is waiting for the patch -> new breed;)
may be at late spring i got a "new" strenghtened merlin to the airframe 8)


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PostPosted: Thu Mar 17, 2011 8:48 pm 
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Location: The South West of the large island off the north coast of Tasmania
Ok mate,

At last, in amongst the details, I have found what we are doing differently and why your engine life is soo short....

"-start the engine and taxiing to active when the coolant starts to rise above 105C -> shut down and wait for 80C
-start again "


The bug seriously accelerates wear on start up and shut down.....you are getting much less life than you should be because you are shutting down to cool off before takeoff. Your figures show 6 - 8 hours of "reasonable" engine life before a big service is needed and if the "bug" is reduced by halving your starts/shut downs, you are looking at an engine life of 30 -40 hours before serious "service" is required... which is what I am getting and what was the case in 1940.

Try getting your preflight done as quickly and efficiently as possible and then taxi out and take off. As long as you get airborne by 115 - 120C it won't matter if you boil a bit.

Boiling is NOT a death sentence as long as it is controlled and relatively short term. At the moment, pre patch, boiling a bit is far better than shut down/cool down.


regards


Darryl

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PostPosted: Mon Mar 21, 2011 3:32 pm 
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:roll: I speak Canadian,New Zealand and a smattering of American so I should be able to figure it out :mrgreen: :mrgreen:
:oops: Oh some English as well Tally Ho, Bloody Hell, Old chap :roll:

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