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Szydlowsky-Planiol supercharger offered two noticeable improvements over the run-on-the-mill superchargers of the mid-1930s:there seem to have been license problems (?) with the Szydlowsky-Planiol supercharger. Or manufacturing/cost? Several models of H-S engines seem to swap back and forth.
The Szydlowsky-Planiol supercharger never caught on in the US.
So theoretically speaking, it might be actually quite easy to install the 213 into more than a few aircraft with some modifications.
The Problem isn't the physical size of the engines (all of the V-12 engines from 33.9 liters to 36.7 liters, DB 601 to Griffon are within a few inches of each other in any dimension).Single-engined fighters get a bit trickier, but the SE.520Z, M.520T and D.554 would likely be able to handle it with their strengthened frames and stronger wings.
So for weight reasons, we're limited to only the larger aircraft, the 157 and possibly the M.520T. Shame really, I'd love to see more Jumo 213 fighters.The Problem isn't the physical size of the engines (all of the V-12 engines from 33.9 liters to 36.7 liters, DB 601 to Griffon are within a few inches of each other in any dimension).
The Problem as your figures show, is the 300-400kg weight difference. In small fighters that screws up the center of gravity. and the knock on effect. You can't use a propeller that works on a 1000-1100hp engine on a 1500-1800hp engine. The Bigger engine needs a bigger radiator and oil cooler. The Big prop goes on the front of the plane (weirdos aside) the furthest to the front from the CG. The radiators and oil coolers can be moved to help balance the plane. Spitfires had the radiators a bit behind the CG as did some other aircraft. The P-40F actually used around 35 gals of fuel in the behind the seat tank was used to counterbalance the weight of the two speed, single stage Merlin engine. The P-40 was not huge but was substantially bigger than any French fighter except the MB 157. That was to balance the under 100kg difference between the Allison and Merlin engines.
The Spitfire itself was a real balancing act. There were balancing weights in the nose of the early ones that had the 2 blade wooden propellers, Most of the weights came out of the planes with the 3 blade variable pitch/constant speed props. By the time you get to the MK IX there were five 17.5lb weights in the tail (or adjusted for individual aircraft?)
" Ballast consisting of 5 x 17.5 lb. standard weights is permanently fitted on a bar situated in the fuselage adjacent to the tail wheel."
I don't have a weight breakdown of the Griffon engine versions. The Griffon was the 36.7 liter engine. Certain parts needed to be stronger, but the plane had to balance much the same as the MK IX. 4.4 to 4.8 inched from the datum line as the fuel and ammo was used.
You can move radios around and you can move oxygen tanks around, you can put in some armor (heavier seat armor vs steel balance weight doing nothing? )
with bigger airplanes you have more choices of were to put things.
The 109 ran into a lot of problems. On the later, heavier ones, they couldn't fit the tires that would hold the weight in the wing, leading to a number of bumps or bulges over the wheel wheels.
They probably wouldn't keep it on the production models...is what I want to say. The VG.33C1 and MB.152C1 both made it to production with tail skids, so there's a nonzero chance that the first production D.551's get it as well. I doubt they'd keep it for very long however as the SE.520Z and M.520T both had retractable tail wheels.For the French I really wonder how long that retracting tail skid on the D.550 would have lasted for service planes
The Jumo 213 likely wouldn't be available until after the time-frame yes. Maaaaaaaaaaaybe late 1943 if Arsenal can set up production quickly. The 213 was more of an "and also" to this secondary theoretical as a sort of wildcard engine choice to throw into the discussion.Title
Advanced-French-Fighters-vs-1942-1943-contemporaries.
France does not have access to the Jumo 213 in 1942-1943.
Germany didn't even have access to air worthy Jumo 213s for much of 1942.
Any plans for French fighters or other aircraft powered by Jumo 213 engines would have to be as an ally of Germany (forced, or otherwise) with design work starting in 1940-41 or post war (1945 or after).
The French had a lot of strange ideas for aircraft. Other countries had some strange ideas (fewer than the French), except for the US. But the size of the US aero-industry allowed for a number of strange ideas without derailing the conventional planes that actually fought the war. We can sometimes look at non-French aircraft that actually flew to see what some of the problems were.
The fact that counter rotating prop was made to work in 1945-47 for service use doesn't mean it wasn't thought of earlier. It just took that long to get it to actually work. Both to actually improve performance and to not have mechanical problems leading to loosing the aircraft. Figuring out the prop pitch of the 2nd prop at different speeds took a while. There may have been vibration problems. 2nd prop operating in disturbed air. Vibration may have changed at different rpms of the prop or altitudes or............
SE.580 (Definitely can fit it)
View attachment 781149
model
Rear vision sucks, Bailing out may be problem. It was also designed with expectation that it would have 3600hp and 2500 liters of fuel (more than the P-47N)
Only in general shape and if you squint really, really hard.I should mention that the SE.580 is an interesting case because it was based on the D.520's airframe.
The Jumo 213 version was the 3rd powerplant configuration. The first had been like the VB. 10 with one engine behind the cockpit and one in front (how much of the D.520 was left at that point? the Cowl?The cowling is definitely the worst part of it, but the basic design is quite solid. A lighter version using the 213 instead of the 24Z / 24H has potential, as the cowling would be deleted drastically improving the aerodynamics.
Fuel is for the 2nd version using the H-S 24Z engine of 24 cylinder H configuration.If they wanted to keep a lot of that fuel, it could be a sort of French Mustang - a long ranged single-engine escort fighter.
About zero chance.Even if it failed, there's aspects of the SE.580 that might be able to worm their way into the D.520/D.55x frames due to the latter's airframe being based on the former's - particularly the wings, cockpit and tail structure.
Only in general shape and if you squint really, really hard.
Kind of like saying a DH Mosquito was based on a DH Dragon Rapide. Both twins, both made out of wood and the tails look kind of the same.
Maybe they planned to use the same navigation lights in the wing tips on the SE.580 as the D 520?
Almost everything I could find about the SE.580 stated that it was a derivative of the D.520, and looking at their blueprints side-by-side show a number of similarities.The Jumo 213 version was the 3rd powerplant configuration. The first had been like the VB. 10 with one engine behind the cockpit and one in front (how much of the D.520 was left at that point? the Cowl?
Ah, must've misread what you said prior. I'm not very familiar with the ramifications of a contra-prop arrangement beyond complexity.For props, the French 3 blade ones may have been just fine, they may have done fine with 4 bladed props. The problem was with the contra-rotating props, from anybody. A lot of designs around the world during WW II, if not before.
Actual squadron use didn't happen for one-two years after the war. The "theory" said they would get better performance and less (no?) torque effect. Actual practice took a while to short out.
D.520 was 28ft 8 in Plus or minus an inch (2.5cm) or so.Almost everything I could find about the SE.580 stated that it was a derivative of the D.520, and looking at their blueprints side-by-side show a number of similarities.
Didn't know it was that big of a difference, my bad again. I was having trouble finding specifications for it so I assumed that they'd be relatively similar in size - compounded by the SE.580 being titled a derivative of the D.520 nudging me further in that direction. It's odd, I rarely make mistakes like that in the realms of space and the sciences. But I guess my lack of experience and knowledge about the various isms that make an aircraft are causing me to jump to conclusions.D.520 was 28ft 8 in Plus or minus an inch (2.5cm) or so.
SE.580 was 42ft 8in Plus or minus an inch (2.5cm) or so.
Basically the SE.580 was about 50% longer in the fuselage.
Scale the SE.580drawing up, everything is going to get bigger, the forward engine cowl (has to got over that H engine) and the vertical fin and rudder are going to be huge.
Might have changed a bit with the use of the Arsenal 24H engine.
Light Fighters in general are a sort of dead-end. Even the best light fighter - the Zero - was entirely obsolete by 1942. Unfortunately, the great Colin Chapman's quote of "Simplify, then add lightness" very rarely applies to aircraft. The ideal weight range for a piston fighter seems to be in the 2,500 kg ~ 4,500 kg range, anything lower than 2,000 kg becomes a headache.- light fighter discussion -
Something that's worth mentioning, and might have interesting repercussions regarding the size and weight of French designs, is that France is consistently on the lower end of the average height chart from 1930 to 1940 regarding the major players in the war in this time period. 169 cm / 5'5" to 171 cm / 5'6", roughly equal with Italy and only slightly taller than Russia. You know who else had small aircraft designs in this time period? Italy and Russia.One wonders were they got the ex circus midgets to act as ground crew in the Photo.
If I can be 100% honest for a moment, I do believe there's truth in this statement. Let me explain.Or it shows the genius of the French designer.
In large part this is because there is a certain amount of fixed payload. By that I mean the pilot, cockpit (including instruments, controls, seat etc) usually the radio. Which cannot be made smaller than a certain size and still fit in the pilot. Pilot includes parachute and flying suit (cold weather) and possibly life vest/raft. The smaller/lighter a fighter is the larger percentage of the total that section of weight becomes.The ideal weight range for a piston fighter seems to be in the 2,500 kg ~ 4,500 kg range, anything lower than 2,000 kg becomes a headache.
There is no way under Newton (physics) that the R.30 based on the M.B. 152 platform. That is if we mean that it used any parts from the M.B. 152. It kind of looks like a M.B 152 but that is about as far as it goes. That or all the specifications/dimensions published in English language articles books are wrong (could be more than just possible).However the R.30 is an interesting case because it was based around the M.B.152's platform
Yes and no. They often pioneered some developments and then sat on their hands and thought nobody else could copy them or went off on some crazy tangent for years to the detriment of not only the French forces but sometimes to their allies.If I can be 100% honest for a moment, I do believe there's truth in this statement. Let me explain.
France has been a frontrunner and pioneer in military equipment and theory for a long time, and to an extent they still are.
True, but when you are first you often have to be the first to change/update because everybody else doesn't just copy you, they try to improve things. The 8mm Lebel should have been replaced in 1898-1900.- The first smokeless powder cartridge made and adopted for military service was the 8 mm Lebel - a French round for a French weapon adopted by France.
The gun itself was pretty good, but by 1918 the carriage was obsolete. By the 1930s it was a travesty, only kept because there was no money to replace it. There was also no money to replace it in many of the other countries that had adopted it. This were the French went off on one of their crazy tangents with their enthusiasm for the "75" and thought the "75" could replace all (or most) of the Army's field artillery, like howitzers. The Americans bought into this and in WW I thought that the French had the answer to most things related to the army. By 1917-18 the French were digging themselves out of this hole but then came peace and with thousands of French "75s" littering the landscape (and artillery parks) in many nations the Life of the French "75" continued for several more decades.- The French Canon de 75 modèle 1897 was one of the best artillery pieces from its introduction all the way until the early 30's, along with setting the template of what any and all future mobile artillery pieces would be. A version of it even ended up as the main gun for the M4 Sherman.
Well, there are only so many ways you can lay out a tank.- The Renault FT was the first mass-produced tank, was exported in various forms to over 30 countries world-wide, and also set the template for the configuration of almost all tanks including modern ones.
This is not at all true. I personally invented the best round in the world- The French 7.5 mm MAS cartridge is an excellent round despite its small size, having ballistics comparable to modern 7.62 NATO. A marksman and competitive shooter acquantaince of mine called it the best round he's ever fired.
Well, it should be. If you can't make a strong and reliable rifle in the late 1930s using new machinery you should just give up and stop making rifles.- The MAS-36 carbine was average in terms of accuracy (not a bad thing) but was immensely strong and reliable.
Man, you are going to get a lot of arguments on that one.- The SOMUA S.35 was arguably the best tank in the world in 1940.
Probably used the wrong word when I said platform there. What I mean is that the Bloch's design was the basis for the Roussel's design rather than any commonality of parts. Also I got the model wrong, it was the M.B.151 and not the M.B.152 that the R.30 was designed after. My mistake.There is no way under Newton (physics) that the R.30 based on the M.B. 152 platform. That is if we mean that it used any parts from the M.B. 152. It kind of looks like a M.B 152 but that is about as far as it goes. That or all the specifications/dimensions published in English language articles books are wrong (could be more than just possible).
The British heavies, A7V, Tsar Tank, CLB 75, Saint-Chamond, Schneider CA1, Whippet, and almost every other non-turreted tank would disagree. I think it's fair to give props to the FT on this one.Well, there are only so many ways you can lay out a tank.
I'm used to getting arguments relating to the S.35, but my position is that it was the best individual tank in service at the time. It was weaker in the soft factors than its German counterparts (aside from the Panzer II), but it was very strong in the hard factors. The gun was quite good for its calibre, the armour was quite thick and resilliant for a tank of its weight, its mobility was solid and it could climb very well.Man, you are going to get a lot of arguments on that one.
Lets see.
Design 3 man tank instead of 2 man tank. CHECK.
Put 3rd man in hull where he can't see much of anything????
Keep one man in the turret so he performs all the tasks the "turret man" (commander?) on a two man tank has to do.?????
Granted the German MK II pulled the same trick.
Building a nearly 20 ton tank and keeping the one man turret was a major Faux Pas
Trouble is it was not head to head, one on one. It was 3 or 5 or 10 vs 3 or 5 or 10. The German (and British) multi man turrets allowed for better co-operation of the crews and better co-operation between tanks in a platoon or company. Also use of radios. Planning to fit radios is sort of miss in combat.I don't claim that it was the perfect vehicle or the end-all-be-all of armoured warfare, but if you were to put a S.35 head-to-head versus almost any other tank in service at this time, it would have a very good chance of winning.
Good gun, lousy rate of fire and even worse rate of engagement. Rate engagement is how fast a tank/crew could knock out one tank and the spot another, align the gun/turret with a 2nd target and fire at/destroy the 2nd target. This can differ significantly from the rate of fire which is throwing rounds into the breech of gun that remains pointed in one direction/elevation. Practical rate of fire is also different than 'test' rate of fire. Test rate of fire can have the ammo stowed conveniently near the guns breech.The gun was quite good for its calibre, the armour was quite thick and resilliant for a tank of its weight, its mobility was solid and it could climb very well.
Coulda/shoulda.The S.40 was going to alleviate the turret issues with a 2-man ARL 2C turret then a later 3-man design by FCM fitted with the very good SA 37 gun, but the Fall prevented that from happening.
French did not trust their soldiers to not muck things up taking them apart. Special tools were needed to take the wooden hand guards off the barrels.
This is something of a flaw. Or an indication that troops were not trained to sight in their own rifles.
Rather than being a matter of could have, it's a matter of was going to. The S40 prototype was fitted immediately with the ARL 2C turret, you can even very clearly see the difference in turret design in the image below. The FCM turret was a later development in 1941 that got canned in 1942 due to Operation Torch and the subsequent Case Anton.Coulda/shoulda.
Not counting prototypes or wheeled vehicles like the AMD.35 and Panhard 178:France built how many thousands of 1 man turret tanks during the 1930s?
FT 17s can be excused.