Just in case it could interest some peoples.
This is the impression of a real pilot piloting the memorial flight Spad XIII (100% authentic machine). The original document is on their web site. I extracted and translated the part about the flight (and sorry in advance for my not so good english).
You will find that the rpm indicated in the test are different from those you can get ingame, the reason is that the engine modelled in the game is an early type (HS-8ba) and the memorial flight S.XIII has a later type (HS-8be)
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Gaz tank, auxiliary gaz tank and water tank are full. In order to prepare a Spad to fly, four peoples are needed. Not only to take her out of the Hangar (even if the bird weight near a ton at full charge), but mainly because she is very tail-heavy (near 200 Kg, leverage handles are needed!). Pre-flight visit is classic, the two most important points being the aileron cables and the tail crutch attaches (holding sandows, that are accessible trough a visit trap). Oil level.
First task, purging the air circuit, the plane should be horizontal (she may leave the carriage only for the take-off run). The idea is to run the engine 3 or 4 times during around 4 minutes, in order to purge all air bubbles from the circuit! At the end of this repeated exercise, the Hispano-suiza engine will be at the correct water temperature (70°).
Engine start, holds in place and help all around.
Two peoples, perched on the wheels, inject some gasoline, and some oil, with oil-cans, a third launch the propeller and the pilot, below the instrument panel, move a wood handle to close the carburetor air intake.
Explanations; The two helps pour the gasoline (between half and three-third of a liter, depending on external temperature) in four small cupolas that give access to the cylinders; In between the third brew the propeller while the pilot giving full rich on mixture level and full gaz on throttle. When the engine is full of gasoline, the pilot pressurize the main tank (Gaz pump selector on, gasoline circuit open). Then mixture full lean, gasoline circuit closed, the pilot slack the air intake level, the man on the propeller brew it for three full turns. The truth moment comes: mixture full rich again, throttle advanced 3mm (not 2 nor 4, or the V8 engine wont start). Stick maintained fully backward with the knees, right hand down on the start magneto crank,and left hand on the magneto selector (magnetos in front of the pilot, below knees level!). Engine compression being very high, the start happens on rebound, by balancing the propeller backward, so it meet the compression point then rebound forward: needs some dexterity, but beware the fingers, at engine The propeller leave the hands like a gun bullet, direct (never hold the propeller, just keep you hand flat on the blade). Synchronization should be perfect. The engine noise is infernal. No fire wall plate, the horrible pan noise of the propeller gear, and the exhaust (with maybe a little propulsion effect) just near the ears, poor Spad pilot! Full rich, full throttle, magneto cut, the engine stops but stays full of gasoline. Then a guy open a little tap to leave the air exit, and we must start all over again, until no air bubble gets out the circuit. The mech, back on the wheel, take care of the water level tap in the water can, that he fill, while risking to burn himself on the exhaust pipes... At the third engine start, engine test at 2100 rpm, and magneto selection test.
The plane is ready in the middle of the runway, finally! The pilot get out the plane, since the Spad is so tail heavy that nobody could take her out of the carriage with the pilot on board. When the carriage is removed, the pilot climb back to the plane, focused (between the "special" piloting instructions and the unreliability of the engine, there are many reasons to stay focused) on the last start, pressure and temperature parameter being optimal.
Well sat, no forward visibility on ground, everything's ok. The plane can't be directed on ground, the mechs have aligned it on runway axis. Full rich, engine idle, sign to the mechs to remove the holds.
Stick full forward, to get rid as fast as possible of the crutch braking effect. slowly moving the throttle to reach 2200 rpm, beware of the phenomenal torque (Jean Salis compare the Spad to the Bearcat for the torque effect!). Pushing hard on the stick, the plane find almost instantaneously the line of flight, just after 15m roll. The visibility gets better and the problems start... As soon the tail is high, foot hard on left rudder, since the biplane deviate right: "you can't catch up with a Spad, either you hold her, or you loose"! The elevator is ultra-sensible, beware not to erratically pitch. You must leave her take speed, because of the low-lift thin profile. With some speed, the commands may be returned neutral and the pilot must feel when the Spad begin to dance on her wheels. The stick must be pulled lightly ("you must pilot your stick in a 5cm ray circle") for her to take off, in around 150m. Speed estimation (for comparison): 140 to 150 km/h.
Acceleration level, rpm reduced to 2000, and a few seconds after, you climb. No variometer, but the vertical speed is quite important: "you climb on the walls, not as much as the triplane Fokker, but much longer". Torque and gyroscopic effects are always there: at each rpm change, it throw the pilot to every edge of the cockpit. So the pilot should be gentle on the throttle: there's only 3cm between idle and full gaz! But there are no stoppers on the throttle and the handle may move 10cm, and then the engine chokes. There's an absolute need to always watch the tachometer, which needle dance jerk!
Cruising at 2000 rpm (still at 220 km/h), the back centering and the lack of trim oblige the pilot to constantly push the stick forward. It should be noted that the commands lack homogeneity: direction and elevator are smooth and pleasant, while the ailerons are heavy like concrete: "on the first flight, I thought the aileron cable system was wedged, but no.... just normal..." The main advantage is a great stability on high speed, which made it a formidable firing platform. Good climber and very quick (the quickest of the 1928 planes, who may rush on its pray at more than 400 km/h in dive). The Spad was an interceptor before the notion was defined, something who must have surprised the Nieuport's pilots, maneuverable and perfect for turn fights. Conclusion: The Spad isn't a maneuverable plane, she's typical illustration of the "fire and fly" theory, elaborated decades later.
So, very few maneuvers are flown during meetings (Only at la Ferté-Alais, the plane never flown elsewhere). Straight pass and long turns, no stunt (she could loop, barrel roll and snap roll, but no negative flight, there was no inverse carburetor).
Ohhh... the turn: "you use full stick, nothing happen, you NEED to use rudder, but beware, lightly, The direction is very efficient and the Spad has a tendency to snap roll, which must be countered with opposite aileron". Otherwise said, the inattentive pilot may find himself reversed or in a spin in no time! You can add that the plane is very tricky to pilot at slow speeds, the violent air flow in the nose (and the WWI pilot that climbed sometimes up to 6000m without oxygen!), the sticking hot oil smell, and the noise, the terrible noise, that is the obsolete (fortunately) charm of the Spad!
Now the most dangerous flying phase, the landing. Stay focused (in any case, this is a plane that need constant attention). First for the approach, we need to find some landmarks, since while turning, with wings everywhere, you see nothing... Final will be long and flat, using engine, 1500 rpm (who still gives 140/150 km/h), until the rounding. There, rpm reduction, and the plane fall. Three points, if not, huge risks!
Crutch landed, stick full backward and waiting, a bad moment to live, the pilot having no control on the plane!
At very slow speed, the plane will almost systematically go for a ground loop, either right or left, depending on plane decision!
Once the stopped, the courageous pilot will try to exit the runway, stick forward, small throttle and rudder impulses. The best choice being anyway to shut down everything, not forgetting to depressurize the gaz tank and some actions on start magneto to release compression, then the ground team take care of everything else. "Then you limb down, with trembling legs but very happy".
Jean Molveau
