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Nope, the A74 mounted on the C.200 had no limitation. Max allowed settinges were the same, i.e. 2520rpm at 890mm Hg.
that FAF A-4s had their Cyclones changed to P W Twin Wasps by late 1941 and looking both imports and also the total losses in 1941 , FAF used A-1s, A-2s, A-3s and A-6s in 1942.
Saw the macchi test on climb at 2400/1' and on speed at 2430-70/1' and fiat manual speed on 2520/1' how you explain the difference? trouble in test or other?
Hello Vincenzo
yes, FAF didn't have Cyclone engined Hawk75As after late 1941, all were re-engined by then.
FAF, the best G.50 speed recorded was flown by FA-15 on 16.6.42,430km/h boost 790mmHg, worst test flown max speed at FTH was 403 km/h, the size of the airscrew and how well pitch was correct. Speed at sealevel usually ca. 380km/h with 890 mmHg. Only observations on weights is the general observation that empty weight 1920kg, max 2350 kg.
Juha
Hi Elvis,
>In post #73, Ju Ha wrote the following as part of that post...
>That works out to 25.7+ deg./sec.
>Why the differences in those figures compared to yours?
I guess that the higher figure is for a combat turn that sustains altitude, but not speed.
I calculate a sustained turn speed of about 240 km/h TAS, while 350 km/h IAS (calibrated, I assume) works out to 386 km/h TAS. At that speed, the F2A according to my calculations is capable of a 40 degrees per second turn, pulling 7.7 G and decelerating with 6.6 m/s^2. (The deceleration of course reduces G rate, turn rate and further deceleration, so I'd say like my calculations are in the same ballpart for a decelerating turn as those Juha quoted.)
In my opinion, the figure of 350 km/h is what we'd consider "corner speed" in modern technology - the speed at which the F2A can generate the highest instantaneous Gs that can be usefully employed to combat, limited by airframe strength or by the pilot's ability to resist G forces. That's probably the reason it's listed for 180 degrees of turn - if attacked by an enemy from astern, you could make such a turn from corner speed to spoil his attack, and after 180 degrees you'd probably be facing him head-on (depending on the timing of the turn, of course).
A sustained turn at 350 km/h IAS would be much tamer and have a much wider radius - I calculate 14.5 degrees per second compared to the 23.3 degrees per second at 240 km/h TAS for highest sustained turn rate.
Regards,
Henning (HoHun)
I saw the different power setting for C.200 e G.50 in the your posted manuals.
ho notato i giri differenti per il macchi e il fiat, sembrerebbe che il macchi era limitato a 2400 giri ma il fiat andava a 2520, forse c'erano problemi di robustezza dell'installazione o dell'aereo?
mi dai un anteprima dei dati dal manuale del reggiane? , vabbo lo ammetto era solo un tentativo per ricordarti che sto/stiamo ancora in attesa della scansione dal manuale
ciao
Two questions
for aerodyamical experts can the open canopy of finnish G.50 down the speed from 480 to 403/430 km/h?
for italian experts why in the G.50 was available 2520 rpm on flight (as FAF test and italian manual) and for C.200 not (was available only for takeoff)?
thanks
I'm sorry for not use of official language. if somebody can transtlate i'm thank him.
allora il manuale del G.50 e i test finlandesi danno la velocità massima dello stesso a 2520/1', il manuale del C.200 e i test italiani a 2400/1'. Dato per scontato che le potenze massime, di emergenza, sono ottenibili per periodi limitati (1'/5' comunemente), dato poi che hai riferito che il manuale del C.200 specifica si usare i 2520/1' solo per ottenere decolli corti, a mio modesto parere, date le informazioni sopra riportate, c'è una diversità fra i due caccia, che fa si tra l'altro che le due velocità massime non sono direttamente confrontabili, in quanto il macchi può mantenere la sua per un periodo più lungo.