There is no documentation to be found it appears. I don't think we'll get confirmation one way or the other unless new data/tests are found.

I can only find articles (best link below) that state carburetors with floats will always suffer from a Neg. G state. The schematic of the carburetor shows floats. One in each float bowl. It appears there are flow restrictor items shown also, but I don't read Japanese.

http://www.enginehistory.org/Accessorie ... Hx02.shtml.

You can put a plate in a float carburetor that will pretty much stop this to a certain extent, but a straight away bunt it will not help. It's well worth reading that link.

I believe they had some type of flow restrictor (like the Miss Shillings Orfice) to prevent the neg G problem for short periods, so that in maneuver fighting you'd not notice any faltering of the engine, but bunting would not be wise. The A6M2 probably should have the same engine faltering (like the Spit I & II) in game and the 3 and 5 should be as the Spit V. Those are my thoughts.

Too bad no one asked Saburō Sakai if he could bunt a Zero and have the engine run without faltering.

<S>

Planes of Fame in Chino has a flyable zeke with an original engine, maybe one of the pilots that fly it now might know?

That's a good idea olddog. I'll email and see if I can get an answer. Maybe someone in the area of Planes of fame could pay them a visit.

Chino Zero has a SAKAE 21.

The Zero we have here at Texas Flying Legends has a Pratt and Whitney 1830.

_________________
~S~
~Sakai - 坂井
daimyosakai@gmail.com
Tainan Kokutai - 台南

Akatombo | White 576 | Curtiss AVG

The kind reply from Chino.



The saga continues.

It wouldn't surprise me. It was the British approach early on.

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I just sent a message to Texas Flying Legends who are the custodians of the Koga (Akutan) Zero.

She is still under restoration from being chopped up by an F4U prop in a ground accident about 15 months ago. The ReiSen has a PW 1830 engine, but hopefully these guys can offer some information or references to find out more.

The Chino guy Grump quoted is missing that another difference between the SAKAE12 and 21 is the increased HP. FWIW.

_________________
~S~
~Sakai - 坂井
daimyosakai@gmail.com
Tainan Kokutai - 台南

Akatombo | White 576 | Curtiss AVG

Hi Robert, slow reply but hopefully it helps a bit...

Power for lift off = Literal translation is "ririku-shutsuryoku". However that word wasn't commonly used by the Japanese air forces during WW2. Most adequate translation would be "rishou-shutsuryoku". (Lit. translation = take-off and climb power)

Take-off power = Best match in the IJ air forces' language is also "rishou-shutsuryoku".

War emergency power = Literal translation is "sentou kinkyuu shutsuryoku" but again IJN/A didn't use such term. "Kinkyuu-shutsuryoku" or "sentou-shutsuryoku" would do(they were used like general noun... not official terms)

Rated Power = "Jouyoushou-shutsuryoku" is literal translation but that is not really rated power. "Koushou-shutsuryoku" should be closer to what rated power is.

Military Power = Literal translation = "Gunyou-shutsuryoku" but IJN/A didn't have such term for aircraft engines. "Koushou-shutsuryoku" would do it for this too.

Nominal Power = "Koushou-shutsuryoku" is literal translation but "jouyou-shutsuryoku" is more proper for it.

Maximum continuous power = Jouyou-saidai-shutsuryoku

Take example from Ki-84, its maximum power at sea level was "rishou shutsuryoku" with 1 minute limit. For Ki-61, 1 minute maximum WEP was commonly called "Chouka Buusuto(over boost)" by IJAAF pilots. But that's not official term and probably not the same with the plane's "rishou-shutsuryoku".

Heh only 2.5 years to reply, not that slow in my opinion .
And really thank you, sir! I will make sure to implement these terms for all the Japanese planes in the next update.


<S>
/Robert