The A2A Simulations Community

With WOPIII Spitfire and Accusim and with the Accusim update installed, my Mk.I boost guage shows a range from -4 to 0 to +4. While at an idle with the needle on -4, the tooltip of the mouse on the gauge reads -6. While at take off with the needle at +4, the tooltip reads +6. Is this correct? How does +/- 4 on the guage equal +/- 6?

Have you read this thread???? It explains exactly how and why the gauges read as they do.

But to spell it out one more time...the gauges are faced historically accurately. The needle moves through ITS range matching the boost the engine is providing. OUTSIDE that range the needle will stop BUT the engine is still running at whatever boost....Accusim aircraft do not run off "canned' figures, they run from actual "virtual" cumbustion etc.

_________________

...Some say he never blinks, and that he roams around the woods at night foraging for Merlin parts...

Haha, oh boy...

I think some of the confusion people may have, as I did initially, is why the needle stops at either end. Yes, we know that the Merlin puts out more boost and vacuum than the gauge can handle, but why doesn't the needle keep going past the end of the scale? Because it does! I suppose it would've been a bit more obvious if the travel stops for the needle were visible pegs like on some automotive gauges.

_________________

G'day R4y30n,

You raise an excellent point and it was a question asked of me in beta..

It would have been more clear but that is not how the guages actually worked. It is crazy that the Spitfire I had 4lb originally, given that it was 6 1/4 capable from early on. It is funny that the gauges were not changed in the Mk II a lot earlier but there you go.....

regards

Darryl


All

Oh, just to be clear, I have no problem answering questions all day..I just get frustrated when they are ones that have already been answered a few times on the forum and particularly when the very thread on which the question is asked has already been completely devoted to answering that exact question!!
A2A make very accurate aircraft (in my opinion THE most accurate in every way.but I'm clearly biased towards Scott and his team!!!!!! ) and they understand that this carries with it a responibility to explain these aircaft a lot more extensively and also to be ready to explain to people that "yes, it WAS exactly like that and yes, it does work correctly and NO they wouldn't hve lost the "Battle of X" if "Y" aircraft had been that hard to fly. " etc etc. Customers ar not, as a rule, trained military pilots (neither am I!! but some of the beta testers are) and it must be a priority to make them understand that flying high performance Aircraft and particularly military ones, will require a learning curve.
I have spent almost as much time answering questions as I did on research and beta for the Spitfire, no small amount I can assure you!

If that makes me a completely impatient old pedantic grouch sometimes...I'll wear that

Darryl

_________________

...Some say he never blinks, and that he roams around the woods at night foraging for Merlin parts...

Yep

Nah, just kidding. You know we love you! (no homo...)

_________________
Lukas

Lukas, you are a bad, bad man

D

_________________

...Some say he never blinks, and that he roams around the woods at night foraging for Merlin parts...

Ho ho, i know, that i will get burned for writing in here, but hell.

Was the boost cut-out switch operated the way it is now, what i mean is, could it be set to on/off all the time, or was it a one way switch, and it was needed to reset it on the ground ? if so, would it be possible to make the reset optional in the hangar ?

No, it could be turned on and off at will. Bowden cable to a spring loaded "cam" if memory serves.

_________________

...Some say he never blinks, and that he roams around the woods at night foraging for Merlin parts...

Thanks very much, there were some writings, that it was mandatory to land the plane, and reset it, a little confusing.

Thanks again.

Oh, I see the misunderstanding... it was mandatory to report using it AND there was a sheer wire in place, that, once broken had to be replaced on the ground but was only a gaurd against accidental use (and maybe they didn't quite trust the pilots to report!!)

D

_________________

...Some say he never blinks, and that he roams around the woods at night foraging for Merlin parts...

Well, if i would be on the pilots place, on the next flight, i wouldn't want to come into conclusion, that someone has lossened some ''other'' wires in return.

Correct me if I am wrong, but isn't it similar to safety wire Darryl? I've seen such setups for various parts on aircraft, and I've seen it used for mixture to keep pilots from inadvertently settings FULL RICH on some planes (B-17 comes to mind offhand). I used to spend hours when I was in the USAF putting safety wire on things, even stuff that pilots broke. Our technical orders would tell us to safety wire something and the pilots would just break them upon entering the aircraft with no repercussions. We would get the aircraft back, and safety wire them AGAIN. Our pilots didn't like being told they couldn't do something.

_________________

Correct Cody,

Sheer wire, safety wire....usually thin copper wire that is put around a switch, guard, lever and needs to be broken (usually by force of throwing the switch/guard/lever) to operate the control. It provides *some* resistance to accidental use but not a lot. On the sim I actually use solder from a reel.

In the Spit, the usual spots are the ABCO-O and the Emergency Undercarriage Lever.

They are easy enough to break accidentally, particularly in aircraft where you climb in from the "top" and lower yourself down...Spitfire, Hurricane, F-16, F-18 etc etc etc. Pilots usually have little regard for them as their function implies two things...first that a pilot may do something accidentally (perish the thought) and secondly, that if he DOES use or knock the control, he might be less than willing to report the fact... As all pilots are honest and careful, this is quite insulting!!

The main difference between pilots and many professions is that whilst many professionals think they know best, Pilot's KNOW they do.

regards

Darryl


As an aside, I once read a list,( made by an F-16 Crew Chief) of the switches that he routinely had to put to their correct shutdown positions AFTER the average Line Pilot had vacated the aircraft. The number and in some cases FUNCTION of those switches was astounding!! But I'm sure you can appreciate that Cody

_________________

...Some say he never blinks, and that he roams around the woods at night foraging for Merlin parts...