manual gnome-rhone 14m

[Er Presidente]

...the compression ratio is 6.4, not bad for a supercharged engine of the 1930s.
the ratio of the mechanical centrifugal compressor multiplication, constant at 8.24 per tutte le versini excluding two "semi-superpowered".
...

when the engines were equipped with compressor, mechanical, it was possible to have excellent powers even at high altitude, 3000 m, where the rarefied air at 1/2 atmosphere, precipitated the power of the aspired engines.
increasing the compression ratio beyond the limit of detonation of the mixture was a "truck" already widespread, the "surcompresses" managed to maintain the nominal power up to 2000 m, but they had a limit. at low altitude, lower than that of maximum power, the pilot had to "partitialize" the "handle" and could not use all the available power, which would quickly destroy the engine for detonation caused by the greater density of the air.
with the compressor the problem was solved in a similar way but with better results at high altitude (then higher than 3000 mt).
a "natural" compression ratio of 6.4 was very high for a supercharged engine, but was incompatible with low altitudes.
the multiplication ratio of the compressor was chosen to have the maximum pressure to the fixed quota of "restoration", above this the power decreased by rarefaction of the air (not more compensated by the compressor) below the pitota tove "cut" the engine to avoid detonation problems.
the multiplication ratio of 8.24 led to turn the compressor to over 20,000 rpm when the engine was at its maximum of about 3000, the "restoration" share was traditionally around 3000 mt (see below in detail).
experimental versions "semicompressed" used a lower compressor regimen, so a lower re-establishment rate, around 2000 meters.
In practice, at the same time as other parameters, the "semicompressed" engine could be less "cut" and, consequently, it had a higher "ground" power, but paying a higher level of performance.
passenger planes (not pressurized) typically did not fly to "extreme" quotas for greater comfort of passengers, and preferred a greater power to land in order to be able to take off from shorter runs or, at equal track, with a "paying" weight greater.

 

[Er Presidente]

I've changed the storage system, the pdfs are more like-minded than resolution.

good reading, then we comment together.

 

[radio]

well, for now I realized that the positive direction of rotation (time), for gnome-rhône was left and vice versa.
I suppose it depends on the position of the speaker (before or behind the engine), although first it is specified that the ossevator is placed in front of the engine.... .

 

[MBT]

I have a couple of questions... born from the recent experience with simulators
apart from the cessna 172 which is a useful toy to learn, known that aircraft a little more serious have two things I still have to digest.
the first, is the variator of the passage of the propeller
it is clear to me the concept of the change of the step, but from what I understand reading some tutorials it seems that the engine rotates at constant speed and that the command of the propeller somehow changes the speed of the propeller, in addition to the step. Is that correct?

another question concerns depression in the ducts.
on the p51 I have a good vacuometer that tells me depression in the suction ducts and a table that warns me not to overcome certain depressions for a certain time, takeoff, military etc.
But... If the engine is overpowered, shouldn't there be pressure? ? ? ?

 

[tecnico_plast]

But when I have to read it all is stuff... you let me quit...

But then you have to hire me somehow, I can't stay unemployed, for the salary we talk about it in private :biggrin:

 

[Er Presidente]

I have a couple of questions... born from the recent experience with simulators
apart from the cessna 172 which is a useful toy to learn, known that aircraft a little more serious have two things I still have to digest.
the first, is the variator of the passage of the propeller
it is clear to me the concept of the change of the step, but from what I understand reading some tutorials it seems that the engine rotates at constant speed and that the command of the propeller somehow changes the speed of the propeller, in addition to the step. Is that correct?

another question concerns depression in the ducts.
on the p51 I have a good vacuometer that tells me depression in the suction ducts and a table that warns me not to overcome certain depressions for a certain time, takeoff, military etc.
But... If the engine is overpowered, shouldn't there be pressure? ? ? ?

The depression is that of the compressor's upstream suction duct.
the propeller is rigidly connected to the motor, so there can be no difference of turns unless the reduction of the reducer.
if the propeller's command is manual, it is necessary to change the passage of the propeller, increasing it or decreasing it.
the same command sets the number of laps of the propeller when it is set to "car" with propeller to " constant spins".
constant will be the turns you impose if the engine will have the power to get there.
If you have a constant spin propeller and the engine at a minimum and you are still on the track, press "increase" (which will be laps) until you see the number you need, we charge 2300 laps, which correspond from table to those in which the engine will be able to dispose of the power you need to take off.
Actually, it won't happen at all, because the engine at least can't "hold" the turns you want, so that settaggio will be some sort of "maximum spins."
If you increase the power by pushing on the cap, you will see that the turns increase, the passage of the propeller will be at the minimum, when the propeller reaches the regime you set if you continue to "push" the engine will not increase the turns, but it will increase the "pass" of the propeller and you will see that the thrust of the propeller will increase to "dismeasure".
Climbing at altitude after takeoff (if you have been able) you will manage a reduction of the turns (type 1800) and you will feel the engine "floating" because of the immediate increase of the step then you will reduce "manetta" until the "depression" will not return to the parameters and you will be at the speed of cruise with the engine to "three quarters".
With the manual command it's all more complicated, first give a little mantle and step up to keep the engine in the system, then another "bump" and other "bottle" to the step and so on.
sicome is a "unique ball" continue to hold the motor by continuing to correct "pass and mantle", you reason to "steps", you study the three systems of the engine that you will need, take off, cruise, maximum speed according to the "tabelle" and then you set the "handle" to one of the positions, you correct the step as the turns go up or go down and ripple the mantle in external base.
It is as with the cameras, with the manual step but "continuous" you work in "priority" of handcuff, if instead you have a propeller to fixed steps (two, three, depends) work to step priority, all inverted, impose the step and work of handcuff to keep the turns.
with "automatic" you work with the priority of turn, you govern the cuff and "he" rules the step.

Now you think a p-38 with two motors and helix at constant turns and your turbo and the manual "mix" you're on the cruise, you've got everything "on line", after mess'ora of "touchs", all of a sudden they yell at you that you have a "band at six hours", what are you doing? All hands? Are you crazy? your delicate allison, if you push on the cuff and just aumetate the turns and the steps "zompano" to the maximum, immediately after the increase of the "carico" puts down the "pressure" the "titolo" drops and holes a piston in four and fourteen for detonation.
then, calmly, increase the "title", from a bit of power, wait for the propeller to "adjust", "require" again and continue to push on the handcuffs, trying to avoid that a motor or the other will turn out for the sling of the candles.
the '190 has already "burned your balls" as long as you stand there and watch the "orologini" died hundreds so that you don't make a "mossa".
the "German" instead, thanks to its bmw, with the mechanical intelligence, had only one command, the handcuff, pushed or pulled at will (the command was reversed compared to the Anglophones), no tables, no title, no step, no pressure, nothing, you thought "I want to go stronger" and pull the handcuff, inside the nogiva the "system" controlled everything, and the motor you saw the
on the quadrimotors there was the motorist and changed the power every quarter of an hour, recalculating everything with the tables and checking if the consumption was low enough to be able to return home.
a life.. .

 

[tecnico_plast]

una vitaccia...

more than anything, every mission was a bet on getting home or not...

 

[MBT]

The depression is that of the compressor's upstream suction duct.
the propeller is rigidly connected to the motor, so there can be no difference of turns unless the reduction of the reducer.
if the propeller's command is manual, it is necessary to change the passage of the propeller, increasing it or decreasing it.
the same command sets the number of laps of the propeller when it is set to "car" with propeller to " constant spins".
constant will be the turns you impose if the engine will have the power to get there.
If you have a constant spin propeller and the engine at a minimum and you are still on the track, press "increase" (which will be laps) until you see the number you need, we charge 2300 laps, which correspond from table to those in which the engine will be able to dispose of the power you need to take off.
Actually, it won't happen at all, because the engine at least can't "hold" the turns you want, so that settaggio will be some sort of "maximum spins."
If you increase the power by pushing on the cap, you will see that the turns increase, the passage of the propeller will be at the minimum, when the propeller reaches the regime you set if you continue to "push" the engine will not increase the turns, but it will increase the "pass" of the propeller and you will see that the thrust of the propeller will increase to "dismeasure".
Climbing at altitude after takeoff (if you have been able) you will manage a reduction of the turns (type 1800) and you will feel the engine "floating" because of the immediate increase of the step then you will reduce "manetta" until the "depression" will not return to the parameters and you will be at the speed of cruise with the engine to "three quarters".
With the manual command it's all more complicated, first give a little mantle and step up to keep the engine in the system, then another "bump" and other "bottle" to the step and so on.
sicome is a "unique ball" continue to hold the motor by continuing to correct "pass and mantle", you reason to "steps", you study the three systems of the engine that you will need, take off, cruise, maximum speed according to the "tabelle" and then you set the "handle" to one of the positions, you correct the step as the turns go up or go down and ripple the mantle in external base.
It is as with the cameras, with the manual step but "continuous" you work in "priority" of handcuff, if instead you have a propeller to fixed steps (two, three, depends) work to step priority, all inverted, impose the step and work of handcuff to keep the turns.
with "automatic" you work with the priority of turn, you govern the cuff and "he" rules the step.

Now you think a p-38 with two motors and helix at constant turns and your turbo and the manual "mix" you're on the cruise, you've got everything "on line", after mess'ora of "touchs", all of a sudden they yell at you that you have a "band at six hours", what are you doing? All hands? Are you crazy? your delicate allison, if you push on the cuff and just aumetate the turns and the steps "zompano" to the maximum, immediately after the increase of the "carico" puts down the "pressure" the "titolo" drops and holes a piston in four and fourteen for detonation.
then, calmly, increase the "title", from a bit of power, wait for the propeller to "adjust", "require" again and continue to push on the handcuffs, trying to avoid that a motor or the other will turn out for the sling of the candles.
the '190 has already "burned your balls" as long as you stand there and watch the "orologini" died hundreds so that you don't make a "mossa".
the "German" instead, thanks to its bmw, with the mechanical intelligence, had only one command, the handcuff, pushed or pulled at will (the command was reversed compared to the Anglophones), no tables, no title, no step, no pressure, nothing, you thought "I want to go stronger" and pull the handcuff, inside the nogiva the "system" controlled everything, and the motor you saw the
on the quadrimotors there was the motorist and changed the power every quarter of an hour, recalculating everything with the tables and checking if the consumption was low enough to be able to return home.
a life.. .

and thank you that there was also the advance to be adjusted...

How did the Germans lose the war?? only the bmw 801 gave the stick to all, if then we add the me262 ...

 

[Oldwarper]

and thank you that there was also no advance to be regular. . .
How did the Germans lose the war?? only the bmw 801 gave the stick to all, if then we add the me262 ...

when we go through politics... even a failed and insolvent country can have triple a and a power like the European community (with a total debt/pil of 85%) have a cds (credit default swap) greater than the Japan (200%) and the United States (100%). .

http://intermarketandmore.finanza.com/se-la-germania-vuole-uscire-dall-eurozona-37215.htmlIt's not gold all that glitters. especially that of the forzieri of the deutsche bank and bundesbank... someone (and German) is noticing that it is likely to be lead (early uranium slag...) painted...eek:

fine ot, more soup than history... .

 

[Ivan1990]

c I did the high school tesin on military aviation in World War II, on the engine they used.... sin that did not exist this post, I could have taken good ideas:biggrin::biggrin:, (in addition to the historical part, I could have expanded it with more technological comments)

 

[Er Presidente]

and thank you that there was also the advance to be adjusted...

How did the Germans lose the war?? only the bmw 801 gave the stick to all, if then we add the me262 ...

The advance was there, there was also that, but since the late 1930s it was almost always automatic, almost...


without aluminum and without oil also the best bmw does not fly.
it was all "calculated" to end in '41, but that cluttered goring addicted" the battle of land (while you had to make separate peace) and to continue decisive the Russian adventure to get to the subjects before the Caucasus. the war was lost on London, the rest was nothing but a "side effect".

 

[Exatem]

The advance was there, there was also that, but since the late 1930s it was almost always automatic, almost...


without aluminum and without oil also the best bmw does not fly.
it was all "calculated" to end in '41, but that cluttered goring addicted" the battle of land (while you had to make separate peace) and to continue decisive the Russian adventure to get to the subjects before the Caucasus. the war was lost on London, the rest was nothing but a "side effect".

to be very happy.
If the baffet had not let itself be taken for the cuxxo from the belly, the battle of inghilterra would not have happened.
As the president says, it represented the beginning of the end.

 

[Er Presidente]

It starts with the most interesting things.

 

[Er Presidente]

another piece, now the comments.

 

[Er Presidente]

It starts with the most interesting things.

the diagrams of the power depending on turns and altitude are typical of these "curcompressed" engines.
it is seen that the power rises from zero to re-establishment due to the ratio of compression higher than that allowed to the sea level.
the consumption diagram indicates that the best performance is around 2400 rpm.

in the table it is seen that the maximum power of 660 cv, obtained at 3030 rpm and at 4000 mt, would correspond to well 1100 cv to the ground, not sustainable.

0,98, is a pleasant surprise, an almost "quadro", very modern if reported to the trend of the period.

an eye to the data of the maximum temperatures, 110°c, a motor of the liquid cooled time could not dream, especially at altitude.

fantastic "L'ordre d'allumage", alternating between the two stars and between peers and odds.

 

[MBT]

....
Climbing at altitude after takeoff (if you have been able) you will manage a reduction of the turns (type 1800) and you will feel the engine "floating" because of the immediate increase of the step then you will reduce "manetta" until the "depression" will not return to the parameters and you will be at the speed of cruise with the engine to "three quarters".
...

for now, to take off with the p51, I only managed a couple of times... :redface:
I know it now. .
batteries on,
generator off
open petrol
hot and filtered vacuum air
Elica step to the minimum
closed
accelerator at about 1"
start-up
after about 2 turns (to blank) touched the magnets on "both"
appearance other 4 turns
do mix enricher and a moment after the primer
If everything goes well, it goes in motion, then I take off the primer and act on the mixture.
decrease the accelerator
pressure control and tempering.
commute the generator in on
aspiro air direct and cold
I remove the brakes
start to cuff between propeller step and accelerator

what I care about is that when I take speed and the cart behind is sunny, the couple of the motor makes me band violentemnte and not having pedal (I only have keys) control as I can....
I've found myself a couple of times flying over the track... :frown:

 

[Tequila]

for now, to take off with the p51, I only managed a couple of times... :redface:
I know it now. .
batteries on,
generator off
open petrol
hot and filtered vacuum air
Elica step to the minimum
closed
accelerator at about 1"
start-up
after about 2 turns (to blank) touched the magnets on "both"
appearance other 4 turns
do mix enricher and a moment after the primer
If everything goes well, it goes in motion, then I take off the primer and act on the mixture.
decrease the accelerator
pressure control and tempering.
commute the generator in on
aspiro air direct and cold
I remove the brakes
start to cuff between propeller step and accelerator

what I care about is that when I take speed and the cart behind is sunny, the couple of the motor makes me band violentemnte and not having pedal (I only have keys) control as I can....
I've found myself a couple of times flying over the track... :frown:

It is a nice problem that you do not have the pedal, even if for the simulators these gadgets sell them... I remember when I flew with the ultralight the decolli I always had the foot that pushed to compensate for the pair of the propeller and keep on track axis, in flight then it is different since in cruise speed you act on the "trim tabs" to keep the flight leveled even without the hands on the commands.

 

[Er Presidente]

for now, to take off with the p51, I only managed a couple of times... :redface:
I know it now. .
batteries on,
generator off
open petrol
hot and filtered vacuum air
Elica step to the minimum
closed
accelerator at about 1"
start-up
after about 2 turns (to blank) touched the magnets on "both"
appearance other 4 turns
do mix enricher and a moment after the primer
If everything goes well, it goes in motion, then I take off the primer and act on the mixture.
decrease the accelerator
pressure control and tempering.
commute the generator in on
aspiro air direct and cold
I remove the brakes
start to cuff between propeller step and accelerator

what I care about is that when I take speed and the cart behind is sunny, the couple of the motor makes me band violentemnte and not having pedal (I only have keys) control as I can....
I've found myself a couple of times flying over the track... :frown:

solution a: remedies a joy with the "third axis" (on my phantasmgoric msff rotates the stik on its vertical axis).

b solution: set a few programmable keys on your useless "wooden deck" to command the trim of the steering wheel (directly direct control the rudder with the keys is from experts, so let it lose:biggrin: ).

Hi.

 

[MBT]

solution a: remedies a joy with the "third axis" (on my phantasmgoric msff rotates the stik on its vertical axis).

b solution: set a few programmable keys on your useless "wooden deck" to command the trim of the steering wheel (command directly the rudder with the keys is from experts, so let it lose :bi ggrin: ).

Hi.

test, test... :finger::mixed:
you have downloaded flightgear ??

 

[Er Presidente]

test, test... :finger::mixed:
you have downloaded flightgear ??

But I don't like...