Nick - A2A wrote:Okay, thanks for the info Daube. When I next get some spare time, I'll try these steps and see if I can reproduce the issue.
Not sure why you say using the slow running cut-off is "just a workaround" though? After all, it's there specifically to shut the engine down. You really shouldn't be killing the engine just by switching the mags to 'off'. Doing so leaves fuel in the carburettor and fuel lines.
Cheers,
Nick
Because it's an Accusim plane. That's why
On non-Accusim planes, we have to follow the checklists blindly, else for example the engine would not start because I didn't close the canopy or I didn't switch the beacon light in the right sequence, or I didn't pump the primer the exact amount of times, etc... I hate that kind of stuff.
Accusim planes just "work". They don't follow the checklists, they follow the internal mechanical logic of the engine and the plane. It doesn't matter if you pumped the primer prior to switching your lights or the contrary. If the real engine would start, the Accusim engine would start. And if a mistake is made, the Accusim plane should react like the real plane would. That's precisely why I buy Accusim planes.
Now, in a real Spitfire, what would happen if I'd switch the engine OFF by setting the mags to OFF instead of using the slow-running cutoff ? Would the plane jump forward on subsequent start ?
Also, if we consider the problem itself (aircraft moving forward on startup), from a physics engine point of view, how can prop produce so much power when it's just starting to spin and it's not even at idle RPM yet ? To me, it looks like there's a small issue in the power calculations. I understand I'm not supposed to be in that situation normally... but "you're not supposed to do that" is invalid in the Accusim world, isn't it