• There seems to be an uptick in Political comments in recent months. Those of us who are long time members of the site know that Political and Religious content has been banned for years. Nothing has changed. Please leave all political and religious comments out of the forums.

    If you recently joined the forums you were not presented with this restriction in the terms of service. This was due to a conversion error when we went from vBulletin to Xenforo. We have updated our terms of service to reflect these corrections.

    Please note any post refering to a politician will be considered political even if it is intended to be humor. Our experience is these topics have a way of dividing the forums and causing deep resentment among members. It is a poison to the community. We appreciate compliance with the rules.

    The Staff of SOH

  • Server side Maintenance is done. We still have an update to the forum software to run but that one will have to wait for a better time.

RealFlight Hellcat update

you will get the smoke if your CHT reaches above 260 degrees :)

Whilst in flight its possible to keep the CHT down to around 140 degrees, monitoring the gauge alot and controlling it with prop pitch, and recommended MP

its very rewarding once you get the dangle of it :)
 
I have same problems and now the plane is way too overpowered faster than a jet.

I was cruising at 250 knots with 30 MP and 2000 RPMs,

And was climbing over 6000 fpm with 44 inch mp and 2550 rpms.
 
Guys please, if your posting support threads try to keep them in one place, I'm going dizzy keeping track ;)
 
I just tried the 30% pitch and, regardless of prop pitch, the moment I put any power on at all the CHT rises above 250 and white smoke pours forth. The only way to avoid it is to have the throttle constantly at the idle stop. Even then, the CHT is 240 (which explains why any power at all pushes it over 250).

I'm off to bed now to nurse my very painful back. I shall return tomorrow and see what has become! :)
 
In order to keep the service threads in one place I would ask that they be posted at Realflight so we can keep track of them better, thanks for your co-operation.
 
Sadly, reporting same as Ian. Sitting idle on ground, smoke bellowing from the plane with cowl flaps open.

BTW, I'm curious. Why would prop pitch help reduce CHT?
 
Actually, looking into it further, it seems the harder I push the engine, the lower the temperatures get. It seems to me like a variable in the .dll is backwards. I'm sitting over here with 54 inches MP (max throttle) with cowl flaps closed and RPM pitch high and am at a pleasant 120 degrees C, CHT. When I chop throttle, temps rise.
 
CodyValkyrie said:
Actually, looking into it further, it seems the harder I push the engine, the lower the temperatures get. It seems to me like a variable in the .dll is backwards. I'm sitting over here with 54 inches MP (max throttle) with cowl flaps closed and RPM pitch high and am at a pleasant 120 degrees C, CHT. When I chop throttle, temps rise.
Click to expand...

Fuel pressure going low at idle, thus overheating the engine?
 
In the airfile there are two entries that effect the CHT, the "cooling factor" and "cooling scalar". It can take some fiddling (iterative adjustment) to get these right. Annnddddddd there is a rate of change value....

High HP RADIAL piston engines were almost always cooling limited, at least when installed in aircraft. The later (very late WWII really) C model R2800's gained a lot of delivered HP by modification of the oil scavenging system. This allowed an increase in max RPM from 2700 to 2800. In the earlier engines (A&B) as much as 400 HP could be used up by slinging the oil around inside the engine!

Cooling is provided externally by airflow around the cylinders, overheating on the ground was a real possibility! Internally cooling is provided by phase change of the fuel to a gas from a liquid. This is why the engines ran at full rich for a "dry" takeoff or high power climb settings. The use of a water methanol mixture (the meth is to keep it from freezing) provides additional cooling as the latent heat of vaporization of water is very high. This also allowed the fuel mixture to be leaned from max rich (for cooling) to provide instead a best power mixture, as the water was taking up most of the cooling load. With the cooler mixture entering the cyls, higher MP was possible without detonation.

Throttle reduction reduces the amount of fuel cooling and RPM reduction reduces friction generation of heat, but also the rate at which oil carries away some of the internal heat. So a temporary rise of CHT might be noted, but eventually the heat should work it's way out of the system.

Haven't tried update yet as I have to get to a high speed connection. The record suggests that whatever the issues might remain that all will be worked out.

Best wishes: Tom
 
Great insight Tom. My problem, and I believe Ians, is that we are overheating in seconds upon loading the aircraft. My additional issue is that at 60 inches MP, this thing runs at a cool 120C.

I have already addresses these issues on the forum, so I look forward to an official response. I still firmly believe something is up however.
 
Cody:

I haven't had a chance to try out the update as yet. Is the engine starting out stopped and cool or is it already hot when you load it into the sim? If it starts out hot, try shutting it down and letting it "cool" and then check it out.

Cheers: Tom
 
Yeah, she starts out running but not smoking, but gets there within seconds. I'll give what you suggested a try though.
 
fliger747 said:
Cody:

I haven't had a chance to try out the update as yet. Is the engine starting out stopped and cool or is it already hot when you load it into the sim? If it starts out hot, try shutting it down and letting it "cool" and then check it out.

Cheers: Tom
Click to expand...

Mine smokes the moment I load it and never stops. If I shut the engine down, it cools fine. Restart, it goes straight to 240 and the application of any power at all, even a tiny little bit, pushes it straight over 260 so smoke starts pouring out again. I don't get rid of the smoking, or cool the engine, regardless of anything I do.

Flying at over 200KIAS with the throttle closed and the cowl flaps wide open, the CHTs should not be off the top of the scale on the gauge, surely?
 
The " Touchiness " was reduced this morning as regards the smoke, and i await Deans upload of the files , for my source of engine management information i used this pilot training film from WWII http://video.google.com/videoplay?docid=-1056703518162002454 <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:eek:ffice:eek:ffice" /><o:p></o:p>
as well as documents sent to me by a number of sources from SOH , the .dll itself reads Cylinder Head Temperature , as a result its quickly affected by outside air temperature , the speed of the air flowing through the cowling among dozens of factors and is very sensitive and quite responsive to changes , but as i don’t happen to have a real F6F in the garage i need to simulate the effects of all the parameters being read with as much fidelity as possible under the circumstances, fortunately the dll is not an extra expense as i developed it for "Fun" , and did not charge Dean for its use or demand of his clients to pay up for the .dll's inclusion but released it as an aid in the consciousness of what your Aircraft is doing at any given moment and to add to the feeling of reality , there will be additional tweaks without a doubt as time goes by to get its behaviour to match real world situations in all conditions , but i am not about to charge someone an extra 30 bucks per model for it , that kind of takes the fun out of it, i added it for your pleasure because you asked ,it’s easy to use or not to use . <o:p></o:p>
Best Regards C Jodry
 
Chuck:

Thanks for your work on this, seems to be a great learning experience for all of us!

Tom
 
Tom you named the greatest reward that FS has to offer, the chance to learn something unknown, that opportunity exists from the first moment one buys a copy and will not cease to amaze , enchant and challenge the novice and master alike .
 
You must log in or register to reply here.
Back
Top