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XyZspineZyX
09-27-2003, 08:35 PM
I found this and thought some of you might find it interesting. From the T-2 AMG Techniical intelligence ME 262A-1 PILOT'S HANDBOOK by F.D. Van wart, 1st Lt., Air Corps release date 15 July 1946.

It is full of neat things about the Me262 and such, I just did a quick look at it and this stuck out in that it is something the game wont let us do. anyway enjoy.


HEADQUARTERS
ARI MATEREL COMMAND
WRIGHT FIELD, DAYTON, OHIO

SUMMARY REPORT
REPORT NO. F-SU-1111-ND
DATE 10 JANUARY 1946


PAGE 13
TO START DURING FLIGHT
a. Do not start above 4 km (13,100 ft) because of fire hazard.
(1) Reduce airspedd to 300 km/hr (186mph).
(2) Throttle closed.
(3) turn on fuel pump.
(4) Press ignition button throttle until rpm increases by 1000.
(5) Open fuel selector valve.
(6) Advance throttle slowly to idling position.
(7) release ignition button when rpm is constant.
(8) Adjust rpm to that of other unit.



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XyZspineZyX
09-27-2003, 08:35 PM
I found this and thought some of you might find it interesting. From the T-2 AMG Techniical intelligence ME 262A-1 PILOT'S HANDBOOK by F.D. Van wart, 1st Lt., Air Corps release date 15 July 1946.

It is full of neat things about the Me262 and such, I just did a quick look at it and this stuck out in that it is something the game wont let us do. anyway enjoy.


HEADQUARTERS
ARI MATEREL COMMAND
WRIGHT FIELD, DAYTON, OHIO

SUMMARY REPORT
REPORT NO. F-SU-1111-ND
DATE 10 JANUARY 1946


PAGE 13
TO START DURING FLIGHT
a. Do not start above 4 km (13,100 ft) because of fire hazard.
(1) Reduce airspedd to 300 km/hr (186mph).
(2) Throttle closed.
(3) turn on fuel pump.
(4) Press ignition button throttle until rpm increases by 1000.
(5) Open fuel selector valve.
(6) Advance throttle slowly to idling position.
(7) release ignition button when rpm is constant.
(8) Adjust rpm to that of other unit.



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XyZspineZyX
09-27-2003, 08:55 PM
The Royal Navy's Chief Test Pilot, Capt. Eric Brown, wrote "...above 29,530 ft (9000m) it was inadvisable to reduce revs below 6,000 per minute as to do so was to ensure a flame-out and restarting could not be attempted above 13,125 ft (4000m)." This suggests relighting was possible just as on modern jets provided sufficient airflow through the engine was maintained. I have noticed in FB that one must land and come to a complete stop before the engine can be restarted. There also seems to be a lingering problem with the 262 engines bursting into flames if not handled with extreme care on startup or at reduced power settings as would be encountered on approach to landing. A squadmate has had numerous flameouts by reducing his power to zero inflight (usually in a dive). Adolph Galland said they usually set the power and "just left it there" during flight.

XyZspineZyX
09-28-2003, 08:29 AM
In addition to the info you have, it was common practice to increase endurance of the aircraft by flying on one engine at high altitudes., then restart at like 15000 ft (From memory) before landing.

A one engine landing was possible but avoided because of the hazards involved.

That information was taken from "Warplanes of the Third Reich" by William Green.

XyZspineZyX
09-28-2003, 06:19 PM
Fehler wrote:
- In addition to the info you have, it was common
- practice to increase endurance of the aircraft by
- flying on one engine at high altitudes., then
- restart at like 15000 ft (From memory) before
- landing.

This test report does mention the ability, gives all the speeds with one eng.. Also says only turn in the direction of the eng that is running... But it never said anything as to why anyone would do so. I just thought damage and or some kind of failer. I dont see how running both eng at 40% or one at 80% would increase endurance by a noticable amount? But it sounds like it must have?

- A one engine landing was possible but avoided
- because of the hazards involved.

Ill bet! /i/smilies/16x16_smiley-wink.gif

- That information was taken from "Warplanes of the
- Third Reich" by William Green.

Good book! What page did it mention that enduracne stuff?



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XyZspineZyX
09-28-2003, 06:25 PM
ZG77_Spectre wrote:
- The Royal Navy's Chief Test Pilot, Capt. Eric Brown,
- wrote "...above 29,530 ft (9000m) it was inadvisable
- to reduce revs below 6,000 per minute as to do so
- was to ensure a flame-out and restarting could not
- be attempted above 13,125 ft (4000m)." This
- suggests relighting was possible just as on modern
- jets provided sufficient airflow through the engine
- was maintained.

Roger, this test doc went as far as to say it was posiable. To be honets.. maybe IL2 does allow one to do it? Given these test conditions? I have never tried it actually.. Have you?

- I have noticed in FB that one must
- land and come to a complete stop before the engine
- can be restarted.

On the gnd.. that would make sense.. not enough air flow maybe?

- There also seems to be a
- lingering problem with the 262 engines bursting into
- flames if not handled with extreme care on startup
- or at reduced power settings as would be encountered
- on approach to landing.

This test doc talks about that too! Oleg got it right, in that this test doc does mention you have to do it slowly below certain rpm's or fire could result.

- A squadmate has had
- numerous flameouts by reducing his power to zero
- inflight (usually in a dive).

It talks about that too! You can starve the eng of fule if you pull the thrott all the way back and thus flame out.. which lead to the inflight restart setcion /i/smilies/16x16_smiley-wink.gif

- Adolph Galland said
- they usually set the power and "just left it there"
- during flight.

Huh? Cool.. Well considering they way they really used it vs the way we use it in IL2 that makes sense.


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