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UK_Widowmaker
Guest
Just wondered what the maximum height it is possible to attain in OFF is..and if anyone has achieved it?
As this is based on the CFS3 engine, I'd assume, you could theoreticly get up to some 30.000 feet, as that's the level for WW2 bombers more or less.
But these engines wouldn't get enough oxygen, and you either.
But why don't you just try it - when your view gets narrow or black, you know it's time for going back down again.
But these engines wouldn't get enough oxygen, and you either.
But why don't you just try it - when your view gets narrow or black, you know it's time for going back down again.
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Siggi
Guest
Highest I've been is 12000ft, and I encountered no probs (breathing or engine).
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gimpyguy
Guest
I've been to 16000 with a SE5a Viper, but it ran like dog.
WWII aircraft needed Superchargers to get over 20
WWII aircraft needed Superchargers to get over 20
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Polovski
Guest
Altitude performance is being worked on as we speak.. ... mm 3am.. ok maybe as we speak tomorrow lol.
Viper goes over 19k now.
Viper goes over 19k now.
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Bullethead
Guest
Quite a few planes flew amazingly high in WW1. Even in the 1916-1917 timeframe.
On both sides, level day bombers routinesly held squadron-sized formations and dropped their bombs from 14,000-15,000 feet. This is both the Gothas over London in 1917 and the DH4s and DH9s of Independent Force in 1918.
On both sides, solo recon 2-seaters flew VERY high. Rumplers were getting up to 15,000' and above by 1917, and DH4s were at 18,000-19,000' by 1918.
I read a book by a Quirk pilot who claimed he was doing recon flights at 15,000' in 1916. It took nearly all his fuel to get up that high, by which time he was over the objective. Then he just glided home
.
WW1 pilots operating at high altitudes from 1917 on had electrically heated flying suits that worked fairly well. They also had oxygen systems. The sophistication and reliability of the O2 system varied with the aircraft, but everybody at least had a thermos bottle full of Lox from which they could take hits of vapor as the mood hit them.
From anecdotes of veterans recorded long after the war, it appears that airmen on both sides didn't use their oxygen very heavily if they were "only" at 15,000' or so. They enjoyed the buzz of not having enough O2, and only sipped at their thermos bottles periodically to keep it at the pleasant level. At the same time, they were usually drinking brandy or schnapps. I get the distinct impression that the upper air in WW1 was populated completely by intoxicated, hypoxia-affected aviators just having a grand old time. It's surprising they took so many good pictures, or that the Gothas were able to hit anything even as big as London.
On both sides, level day bombers routinesly held squadron-sized formations and dropped their bombs from 14,000-15,000 feet. This is both the Gothas over London in 1917 and the DH4s and DH9s of Independent Force in 1918.
On both sides, solo recon 2-seaters flew VERY high. Rumplers were getting up to 15,000' and above by 1917, and DH4s were at 18,000-19,000' by 1918.
I read a book by a Quirk pilot who claimed he was doing recon flights at 15,000' in 1916. It took nearly all his fuel to get up that high, by which time he was over the objective. Then he just glided home
.WW1 pilots operating at high altitudes from 1917 on had electrically heated flying suits that worked fairly well. They also had oxygen systems. The sophistication and reliability of the O2 system varied with the aircraft, but everybody at least had a thermos bottle full of Lox from which they could take hits of vapor as the mood hit them.
From anecdotes of veterans recorded long after the war, it appears that airmen on both sides didn't use their oxygen very heavily if they were "only" at 15,000' or so. They enjoyed the buzz of not having enough O2, and only sipped at their thermos bottles periodically to keep it at the pleasant level. At the same time, they were usually drinking brandy or schnapps. I get the distinct impression that the upper air in WW1 was populated completely by intoxicated, hypoxia-affected aviators just having a grand old time. It's surprising they took so many good pictures, or that the Gothas were able to hit anything even as big as London
.
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Bletchley
Guest
When you read first-hand accounts of the altitudes reached by WWI pilots you have to bear in mind that the altimeters that they used were not very reliable at high altitude. When making altitude tests a barograph was used instead, usually calibrated or adjusted to prevailing atmospheric pressure and temperature conditions at the airfield. Operational ceilings could vary by 1000 ft or more from winter to summer, and any 'absolute' ceilings are to be distrusted as they were mostly calculated by extrapolation (usually by the a/c manufacturer) beyond the practical 100 ft per minute climb limit, and were sometimes wildly unrealistic.
In OFF I have now flown most of the mid- to late-war scouts up to about 15,000 ft and sometimes slightly higher. But they are not much good for dog-fighting at altitudes above 12,000 ft, as they wallow around, loose height in turns and are prone to stall and spin out at these higher altitudes (just as they should).
German scout pilots would fly to the limit of their a/c altitude abilities, to get above the Allied scout formations. This gave them the advantage of choosing their engagements rather than being forced into combat at a disadvantage. They would use the altitude advantage in combat to make slashing attacks, using the energy to disengage. Their heavier Alb. types were generally at a disadvantage to the lighter rotary types of the Allied scouts in dog-fighting, so turn-fighting was usually avoided if possible by the experienced pilots.
Once the Allied a/c were equiped with altitude compensating carburettors (from late 1916 onwards) they could actually get to a higher altitude (and even older rotary engine a/c like the Pup could easily get above the Alb. types) - but they choose in most cases to fly at lower altitude to protect their own two-seaters and seek out the lower flying army cooperation a/c. Their aim was generally aggressive, to entice German scouts down into a turning fight at their level. By the end of the war, however, the scout formations of both sides were flying in layered formations, with the higher altitude performers at the very top at around 18,000 ft or more.
Bletchley
In OFF I have now flown most of the mid- to late-war scouts up to about 15,000 ft and sometimes slightly higher. But they are not much good for dog-fighting at altitudes above 12,000 ft, as they wallow around, loose height in turns and are prone to stall and spin out at these higher altitudes (just as they should).
German scout pilots would fly to the limit of their a/c altitude abilities, to get above the Allied scout formations. This gave them the advantage of choosing their engagements rather than being forced into combat at a disadvantage. They would use the altitude advantage in combat to make slashing attacks, using the energy to disengage. Their heavier Alb. types were generally at a disadvantage to the lighter rotary types of the Allied scouts in dog-fighting, so turn-fighting was usually avoided if possible by the experienced pilots.
Once the Allied a/c were equiped with altitude compensating carburettors (from late 1916 onwards) they could actually get to a higher altitude (and even older rotary engine a/c like the Pup could easily get above the Alb. types) - but they choose in most cases to fly at lower altitude to protect their own two-seaters and seek out the lower flying army cooperation a/c. Their aim was generally aggressive, to entice German scouts down into a turning fight at their level. By the end of the war, however, the scout formations of both sides were flying in layered formations, with the higher altitude performers at the very top at around 18,000 ft or more.
Bletchley
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Rugbyfan1972
Guest
In flying fury mccudden talks about rumpler's regularly flying at 21,000 ft.
I have also read that the pup had a manouverability advantage over the albatross at 17,000 ft.
Thanks
Rugbyfan1972
I have also read that the pup had a manouverability advantage over the albatross at 17,000 ft.
Thanks
Rugbyfan1972
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Geier
Guest
I think both the Nieups and Pups are at an advantage over the Alb at really high alts due to something called wing loading. Which I take to mean that they were much lighter craft that weren't as affected by thin air for lift. It really works in game as both of these can perform lazy wide level turns that the Alb has no hope of following without losing alt.
I feel that Bletchley's advice to boom n zoom with Albs at high alts is absolutely spot on. If you want to mix it up, you need to take the fight downstairs.
I feel that Bletchley's advice to boom n zoom with Albs at high alts is absolutely spot on. If you want to mix it up, you need to take the fight downstairs.
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UK_Widowmaker
Guest
I get the distinct impression that the upper air in WW1 was populated completely by intoxicated, hypoxia-affected aviators just having a grand old time. It's surprising they took so many good pictures, or that the Gothas were able to hit anything even as big as London
LMFAO!
Can just picture the scene!!:ernae:
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Bullethead
Guest
Yeah, this is why DH4s and DH9s bombed at 14k and did recon at 18k. 14k was about as high as they could get and still have enough performance in hand to maintain large formations, even though the planes could go rather higher.
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Bletchley
Guest
The recon. Rumpler was a very special breed indeed. From about mid- to late-1917 onwards it had the Basse & Selve BuS IVa engine (the first German engine to have an altitude compensating carburetter, of the 'vacuum' type like the Alllies), and the later ones, from early 1918, had a high altitude overcompressed and overdimensioned Maybach MB IVa. Only the Rumplers used for high altitude recon. had these engines. The problem for the Allies was not so much in reaching the same altitude as the Rumpler as in reaching that altitude in the right place at the right time - something that McCudden achieved by learning their (very regular) habits. :wave:
Bletchley