Real Plane

CFS Plane

warm-up: 2100rpm at 1.0 ata

other source: 1900rpm 1.0 ata

oil temp.: 80-100°C (if >110, run at 800 rpm until

temp. drop ). Must be at least 30°C

coolant temp.: 110°C max near the ground

oil press.: 4-6 kg/cm2 (max. 6-8 kg/cm2)

fuel press.: 0.3 kg/cm2 minimum

magneto check: switch M1-M2, RPM drop

should not exceed 50

run-up: oil temp. at least 40°C, oil press. 3.5-8

kg/cm2, fuel press. 1.5 -1.8 kg/cm2; RPM 2500

-2600 at 1.30 ata with oil press at least 2.4kg/cm2

and oil temp 75°C

warm-up: 1800rpm at 1.0 ata

oil temp.: 90°C

touch the ground with the wingtip in case of

bad handling.

The landing gear is weak so it is easy to break

on soft ground or rough landing.Easily steered

with brakes, 20° flaps @ 1.3ata. Close the flaps

in bad weather

Bad forward vision

brakes are more efficient. It is possible now

to warm the engine and do engines tests before

take-off without having the airplane rolling

with the brakes set .

Easy to taxi using differential braking and short

bursts of throttle.

Forward vision not that bad because the cowling

doesn't appear on the panel

max. 5 minutes

One division noseup trim for TO. Engine have

rapid response to throttle.The tail rise in a few

yards. Plane tends to veer to the left, full right

rudder is required because of prop heavy torque

effect.This is even more pronouced toward the

end of TO. If one tries to TO to early, the A/C

will stall and drop sharply the wing and crash.

TO run short and better than spitfire Mk-IX.

Airscrew pitch change is slow.

TO will take 350 yards for an average pilot.

retract the flaps at 250 kph

retract undercarriage once over 250 kph

start climbing at 270 kph

T.O. power: 2800 rpm @ 1.42 ata

Oil temp: must be above 40°C before T.O.

ascertain. Every other characteristics seems

to match the original.

Panel is not accurate as flap control is not a

handle on the instrument panel but a wheel at

left side of the pilots knee.

Airscrew pitch change is slow too.

Lenght of runway used for TO: I didn't check.

Full throttle TO at 2810rpm, 1.42 ata

climb

&

combat

(30 minutes)

Test climb: 245kph

(best climb speed at 0m = 270 kph)

G-6:

Initial climb: 3,346 fpm (17 m/sec)

Time to 9,840 ft (3,000m): 2.9 minutes

Time to 18,700 ft (5,700m): 6 minutes

G-2:

climb test at 315 kph IAS:

130ft: 1.3@2700 start count

2000ft: 1.3@2700 41" (41" )

5000ft: 1.3@2750 94" (1.56")

10000ft: - @ - 177" (2.95')

15000ft: 1.3@2800 276" (4.6')

20000ft: 1.3@2800 380" (6.33')

climb test at 315-280 kph IAS:

25000ft: - @ - 497" (8.28')

climb test at 280 kph IAS:

30000ft:0.88@2700 688" (11.46')

33000ft:0.78@2750 848" (14.13')

34000ft:0.74@ - 953" (15.88')

35000ft:0.74@2730 1057" (17.61')

Test climb: 245kph

CFS G-6:

Initial climb: 3,217 fpm (16.34 m/sec)

Time to 9,840 ft (3,000m):2.95 minutes (1'57")

Time to 18,700 ft (5,700m):

CFS G-6:

climb test at 315 kph IAS:

130ft: 1.3@2700 start count

2000ft: 1.3@2700 35" (35")

5000ft: 1.3@2750 92" (1.53')

10000ft: 1.3@2750 190" (3.16')

15000ft: 1.3@2750 280" (4.66')

20000ft: 1.3@2750 373" (6.21')

climb test at 315-280 kph IAS:

25000ft: 1.3@2750 457" (7.61')

climb test at 280 kph IAS:

30000ft: 1.3@2750 568" (9.46')

33000ft: 1.3@2750 673" (11.21')

34000ft: 1.3@2750 725" (12.08')

35000ft: 1.3@2750 772" (12.86')

CFS 109G-6 climbs faster than a

real 109G above 5000m, however, it is

very close to a G-2 up to 10000m

level

flight

G-6 + MW50:

547 kph at sea level

xxx kph at1,000m

590 kph at 2,000m

600 kph at 3,000m

611 kph at 4,000m

xxx kph at 5,000m

xxx kph at 6,285m

621 kph at 6,900m

xxx kph at 8,000m

Max continuous: 2312 rpm @ 1.15 ata 310liter/h

Econ Cruising: 2120 rpm @ 1.15 ata 257liter/h

other source: 2100 rpm @ 1.0 ata (5.7 km altitude)

G-2: without GM-1

510 kph at sea level

532 kph at1,000m

563 kph at 2,000m

587 kph at 3,000m

xxx kph at 4,000m

594 kph at 5,000m

640 kph at 6,285m

xxx kph at 6,900m

616 kph at 8,000m

653 kph at 8,676m (with GM-1)

Max continuous: 2312 rpm @ 1.15 ata 310liter/h

Econ Cruising: 2120 rpm @ 1.15 ata 257liter/h

Fuel press.: 1.5 - 1.8 kg/cm2

Low fuel warning lamp: on when 20' flight left

oil temp: at least 30°C, normal: 75-80°C, momenta-

rily: 85°C

oil press.: at least 2.4kg/cm2 at 2600 rpm with oil

temp. at 75°C

CFS G-6 at combat power:

510 kph at sea level

550 kph 1,000m

561 kph 2,000m

585 kph 3,000m

608 kph 4,000m

642 kph 5,000m

670 kph 6,285m

675 kph 6,900m

680 kph 8,000m

CFS G-6: at Take-Off power:

550 kph at S.L

575 kph at 1,000m

600 kph at 2,000m

615 kph at 3,000m

xxx kph at 4,000m

685 kph at 5,000m

700 kph at 6,285m

xxx kph at 6,900m

715 kph at 8,000m

4000m. CFS 109 G is faster than a real 109G

above 5000m

Diving

and

descending

when pushing the stick forward.

full stick deflection on pull-up can damage the

airframe because of excessive loads.

Max permissible RPM: 2800

Max speed in dive: 750 kph. Above 850 kph, the

airplane will rarely respond (stick "frozen")

Never allow oil and coolant temp. below 40°C

stress is deactivated bey default- easy to change by editing the defair.flt

and defgnd.flt)

impossible to attain G loads higher than 9.8 G

Landing

Landing gear indicator lights automatically switch

on when the flaps are lowered. If throttle is retarded

when the flaps are down and the landing gear is still

up, a warning horn will be heard.

Do not lower landing gear above 350 kph

Do not set flaps fully down above 250 kph

approach speed is 180 kph.

file.)

Flaps and landing gear can be lowered at any speed without

damaging the airframe. (airframe stress is deactivated by default

in the defair.flt and defgnd.flt)

jettison all extra payload.

reduce speed to 200 kph with flaps fully down.

For best glide ratio, extend gear and flaps only

when at 1000m altitude.

if below 1000m, keep the landing gear retracted.

cut master power and ignition, cut off fuel. Lower

landing gear before cutting the engine, or use the

emergency handle in case of engine failure.

Set airscrew pitch to full decrease

Landing on water: same as above, but always with

landing gear up.

It's possible to make a belly landing. Ground friction is not correctly

modeled, so your airplane will slide a long way before stopping.

In case of hydraulics failure, it is possible to lower the landing gear

with the emergency handle (Ctrl + G key) but the gear will stay

extended even if not properly locked.

Landing on water: Possible only if you have installed the Setclass

utility (by default, it is impossible to land on water)