The patch is finally ready. Below is just a snippet of changes found within the Team Fusion v1 3.00 release. An absolute incredible amount of work has been done in very short amount of time. We hope you enjoy it. This is the just the start of what we have planned for the future. There are very good times ahead.
Special note for Russian users:
Edit the “confuser.ini” file under “my documents” and add the following two lines:
This will give you the Russian version localization files
* Added reflections from the sky and clouds to all aircraft surfaces (the effect depends on the weathering setting. 100% weathering=no effect, 0% weathering=brand new propaganda poster looking shiny aircraft. Set the weathering slider to your personal liking).
* Added reflections to canopy glass surfaces.
* Lowered the whitening effect from sun reflections in the propeller.
* Increased reflectiveness for distant glass surfaces (the effect seeks to simulate the real life phenomena of sun reflections in glass surfaces being very easy to spot at long distances).
* Altimeter algorithm revised and more accurate on the new default setting of 1013mB.
* Corrected compass markings.
* Decayed radium paint corrected back to 'as new.'
* Oxygen gauges now show 'contents.'
* Starboard throttle controls corrected to green.
* Heir file edited to remove old oxy gauge needle.
* Replaced 37 gallon spitfire fuel gauge with 33 gallon hurricane fuel gauge.
* Corrected course setter ring cardinal point coloration.
* Added compass correction card to holder.
* Positioned oxygen gauge needles to simulate oxygen in the tank (gauge remains non functioning). [back to readme index]
* Corrected incorrect Kraftstoffrest label.
* Corrected German “Prebluft-Druckbehalter” tooltip.
* Corrected incorrect Bombenzunder label.
* Corrected incorrect “drucken” label.
* Corrected incorrect Kuhlerklappen label.
* Corrected incorrect “Pumperprufung” label.
* Fixed Bf110 fuel switching mechanism.
* This mod creates separate pits for 3 'classes' of Spitfires, MKI, MKIA and MKII.
* Changes have been made in the MKI/IA pits to better reflect the evolution of the Spitfires cockpit. through the Battle of Britain period. MKII is left 'standard' with the exception of corrections to compass markings.
* 'Grey' needles now white.
* Instrument faces corrected to '40 era types.
* 'football team names' replaced with correct markings in T&S gauge.
* Compass markings corrected.
* Adjusted to more realistic colours (only England so far). *Map environment set to Standard Day of 1013mB / 15 C at Sea Level.
* Ju88's over Manston (Hurricane 100oct high altitude Ju88 bomber interception over Manston airfield).
* QM 026 - A high altitude intercept quick mission. 9000m intercept of escorted 109 fighter bombers.
* QM 027 - High altitude dogfight (Bf109's v Hurricanes) at 21,000 ft (6,400m).
-Altimeter model completely reworked; affects Ceilings and hi alt Vmax on all types.
-All German Radiator settings and temps reworked Max temp now 100C amd 95C on some types.
-5Min Rating is a real engine limit and sets the Overheat and Mechanical damage thresholds.
CAUTION Exceed the 5Min Rating at your Peril.
This is always the bogey man with flight sims. No attempt at balancing per se has been made. The intention was to achieve documented performance with each type. If this could not be achieved (due lack of Sim coding capability and or knowledge of that code) then the relative performance between comparative types was the goal. We wont ever get it perfect. Ceilings are a case in point.
Huge amounts of work have been done here to eliminate or minimise the CLOD altitude bug. Varied methods have been used to achieve this (and the methodology will be kept to those that need to know) . In the end we set a baseline minimum altitude capability of 30,000ft/9133m for most single engine fighter types and this has been achieved. Some types (for you to find out) can fly a bit higher than this.
We have implemented Structural G based on Ultimate load to all flyables. This does not take into account weight reduction due fuel and or a stores expenditure. At this stage blanket Ultimate load values of +10/-4 have been applied to all single engine fighter types. Heavy Fighters BF110 +8/-3. Exceed the ultimate load and you will lose a wing. Few if any types have sufficient elevator authority to exceed the negative G limit. No deformation due to minor over G occurs. At this stage it is beyond the game engine capability. Heavy/Medium level bombers (HEIII,BR20, +4/-2), Medium DB (JU88)Blenheim IV , +6/-3, JU87B +10/-4 Values not added to AI types until we are sure of their reaction. You may decide that a specific Key binding is required for the bombers to set up their elevator pitch sensitivity to minimise the risk of Overstress. These were big aeroplanes with significantly higher stick forces than the fighter types.
This has been corrected so that a nose down trim change will occur with flap deployment. It is most noticeable in the Spitfire with its simple two position flap system. It is barely noticeable in BF110. IRL the BF110 had a fairly strong natural tendency to pitch up with flap selection, this was countered by a mechanical interconnection with stab that moved automatically to compensate the trim change. This mechanism is not modelled in CLOD. We have represented this by a very slight up trim change with flap selection.
Most aircraft types with longitudinally operating landing gear (Blenheim,HEIII,BF110,BR20,JU88 etc) experienced some trim changes with Landing gear extension. There are two reasons for this C of G change and a raising and or lowering of the drag line. These 2 factors generally operate against each other, however the C of G change tends to dominate. In those types with longitudinally operating landing we have incorporated a Nose UP trim change with gear extension, and vice versa.
|Altitude (M)||V Temp (C)|
All Flyable aircraft altimeters are now set to an initial or default Sub scale (QNH) setting of 1013mb or 760mm. Given the new standard map sea level pressure you shouldn't have to adjust the altimeter setting. Full ability to vary the setting is unchanged. So if you like to fly on QFE you can do so. Altimetry routines have been extensively re written. This has affected all aircraft ceilings and Vmax at altitudes from those achieved in the stock game. Cockpit Altimeter and No cockpit altimeter should now be in close agreement. RAF Altimeter minimum subscale setting is now 940mb. In addition a conversion factor related bug between Metres and feet in Wonder Woman view has been corrected.
100 octane versions of the Spit I DH 2 pitch and Hurricane DH 2 pitch have been introduced. The 87 Octane 2 pitch aircraft versions are still available. Having 100 Oct versions available to all RAF types accurately reflects the situation in BOB. In addition C3 100 Octane BF109E4N is in this release.
Basically the Cooling capability is defined by being able to run for 5 minutes at the 5 min rating at Full throttle Height (FTH) with Rads Fully open at Climb IAS. This represents the worst possible scenario of max engine heat output with minimum cooling due to lower mass flow (Density and climb IAS). Increased altitude does provide some beneficial cooling but the effects of lower mass flow dominates. In the end the rationale is if the system can achieve the 5Min Rating in this scenario it will handle most other (less limiting) scenarios such as high speed Vmax runs (Though at FTH this is only just at any other altitude no issues) or sustained operation at lower levels with lower RAD settings. You should be able to push things a little harder in the lower altitudes than previously.
In addition we have also utilised some additional tweaks to alter the temperature rise profile. This results in much better and consistent rise of coolant temperatures. This can now be used as a reliable indication of just how far you can push it. However, remember the other limits like time for a given power setting etc. Stay inside the limits and you will be safe. The single most dominant factors in the TF Overheat module are radiator position and Mass Flow. For a given radiator position mass Flow is the MOST IMPORTANT factor. Mass flow is a function of Altitude and IAS. In very basic terms low Altitude is best, High IAS is best. High Altitude and low IAS is the worst combination. Sustained max turn performance fighting is very demanding cooling wise. On the other hand straight lines and high speed are the least taxing of flight regimes on the cooling system. Intelligent “management” of your cooling system will reward you with the best performance…. get slack with it and you will get burnt or get sub optimal performance for your tardiness.
FMs are not perfect and never will be. BF109 Spin Departure characteristics are now gentler. It will still flick but immediate relaxation of back pressure will prevent departure. You will notice more attention to prop pitch is required. Prop pitch blade angle rates are adjusted to documented figures. Auto setting works but is not quite as good as manual. You will achieve slightly better performance with manual.
Prop pitch on the HEIIIH/P and JU88 were previously Hybrid Constant Speed systems that were very loose. Historical data indicates that the HEIIIH and P had straight out Variable Pitch (VP) props. These have now become the standard prop for these two aircraft. Directionally the mechanisation is the same as the BF109 and BF110. The JU88 is a special case. Documents indicate that the JU88A1 had a special limiter mode that limited RPM to 2350 and was designed for Take Off and Dive deliveries but it was not a conventional Constant Speed system. In other Flight regimes a Manual mode was selected and then the prop system was a standard VP system. At this stage it is not possible to model the Limiter Mode accurately. In RC4/RC5/RC6 after extensive rework the JU88 is now also a straight out VP system. There were some issues at altitude with the JU88 and getting the pitch coarse enough to hold 2100RPM at 5000m. This had been addressed in RC6 and should no longer be an issue. Directionally the new JU88 VP, HEIIIH/P VP system is the same as the BF109. The only odd man out in the German side of the house is the JU87. Its CSP system is directionally the same as the RAF types. Because of these variations it may be better to have dedicated Key binding Files for the JU87. You can copy Key bindings and save to a specific name and chop and change these even in mid-flight. A simple way is to have a Master key binding file. Then use this as the basis to make alterations required by individual types. Save the new file with the types name.
Please note that the QM weathering slider is slightly bugged: 0% weathering does not work, so choose any value above that and you will be fine.