Snautzer01
Honourably banned
- 41,047
- Mar 26, 2007
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But it will be fun. Not the life saving war winning kind off fun. Its a 1930 designed deathtrap going into insane speeds and power like in the good old booz running times. Nothing to do with aeroplanes. It does it think gives a very slight inside in how the crews would tinker with their machines to get a mile extra. Or so i want to believe. Did they?Drag racing is immensely pleasing to engine builders, beause it involves going faster starting from an absolute speed of zero. See my previous post.
If somoene starts a drag racing series where the clock only STARTS once you pass the 400mph boundary, aerodynamics people will start to get phone calls... (we already did this experiment, and it has been agreed that we will call it "war".)
Sadly (or not... I`m not sure sometimes) I missed proceedings by three quarters of a century. But I was told by the son of one Battle of Britain pilot (would have to go look up the squadron, but Lionel Goddard was the pilots name), that many in his squadron (which did unusually well) had a load of engine mechanics who had been motorcycle racing people in peacetime. He claims that they did lots of little bits on their pilots Merlins, like cutting the valve seats into three angles instead of one, and so on.But it will be fun. Not the life saving war winning kind off fun. Its a 1930 designed deathtrap going into insane speeds and power like in the good old booz running times. Nothing to do with aeroplanes. It does it think gives a very slight inside in how the crews would tinker with their machines to get a mile extra. Or so i want to believe. Did they?
The Hawker Typhoon's primary job after D-Day was ground attack. At low altitude, it was faster than a P-47, and more heavily armed. The Tempest's job was low altitude air superiority. There were not a whole lot of German aircraft left to shoot at. Neither the Typhoon or the Tempest were good at high altitude bomber escort.The Sabres impact on the air war was minimal. The Typhoon and Tempest each shot down about 250 aircraft which in the overall scheme of things isn't much. The monthly totals for the Tempest are:
June 44 3
July 44 V-1 duty
August 44 V-1 duty
September 44 6
October 44 4
November 44 6
December 44 39
January 45 47
February 45 30
March 45 35
April 45 66
May 45 28
From this Website: Victories
It isn't until December 44 that the Tempest starts to have any effect.
As for the V-1 it may surprise some that the Merlin shot down more V-1s than the Saber. The combined totals of the Mosquito and Mustang alone exceed the Tempests score. In addition, Spitfire IX s also shot down some V-1s although I can't find the numbers for that.
Not really surprising about the V1. Typhoons were on ground attack with 2nd TAF. Squadrons converted to the Tempest V as follows:-
3 - March 1944
486 - April 1944
56 - June 1944
501 - July 1944
80 - Aug 1944
274 - Aug 1944
All bar 501 moved to the Continent at the end of Sept 1944
Ford could do it though remember the flathead v8 was one of the best . If pratt says no you have ford bulid itMe: I need a 2000HP engine.
P&W: Oh no, we are not willing and/or able to copy the Napier Sabre, and solve all the problems with sleeve valves. Woe is us!
I think Packard made 14,000 marine versions of this "vanished engine". They had transmissions with reverse gears and water cooled exhaust manifolds attached which made them much heavier than any airplane engine. https://www.pt-boat.com/packard/packard.html
Hard to say, appears that the 5A was a bit of a mystery with dubious evidence of it ever being produced in anything other than a couple of prototypes.
Going by the 4A, it looks archaic, no better than a Hispano-Suiza 12Y, inlet and outlet ports on the same side of the head. Hopeless.
5A might have been a lot better, who knows, but if it was, odd than it just dissapeared. One suspects upon testing it fell far short of the specs and
was dropped, as is usually the case will all such "vanished engines".
Wasn't reliable during the war.VK-107s? a russian v-12 it still would be better than the 1710
I had to go back a ways to look at your commentary. From my perspective comments like this point to a.) intentional trolling to stir up a cloud of fetilizer, or b.) kind of Tourette's (sp?) syndrome or Asperger in which 'stuff' just flows out of your head and you blurt nonsense - kinda like a.), but not intentional.Why becuase theres a big difference between 1250hp and over 2000hp Ive said it before and I'll say it again the Aillson was the worse engine we made during the war .
The Griffon installation required a major airframe mod to the Mustang, namely moving the wing forward to maintain cg limits. NA did a layout per D-12007 dated 8-8-42.setting aside the issue of "shoehorning", it's not even that the Allison was a bad engine. It's just that the Merlin was being modified to create a two staged supercharging design at around this time frame, meaning that the RAF happened to have Mustangs and Merlin 60 series at around the same time. For a single stage engine, the V-1710 was actually quite solid: yes, it suffered in power output at higher altitudes, but below 10,000ft, the power output was comparable to, or even better than, other liquid cooled V-12s. It could also run smoothly at extremely low rpms, making it suitable for long distance, low altitude reconnaissance missions, and ideal for "rhubarb" missions over occupied France to destroy trains, communications, or anything else not nailed down. And of course, the engine was also famous for being able to keep running even with multiple cylinders damaged, incredibly unusually for an inline engine
People also seem to forget that the US had tried already to create a "hyper engine" program for a liquid cooled engine that gave at least 1hp per cubic inch of displacement. The Allison wasn't even a participant, yet it still ended up being the only engine of the bunch to have reliability worth a damn.
Quite honestly, you weren't going to find another 2 stage equipped engine that could be fit into a small cross section. And make no mistake, this system gives a LOT of extra power compared to a single stage system. The maximum allowable manifold pressure, all other things equal, is almost directly proportional to the maximum power. And a 2 stage supercharger not only can cool the charge air enough to allow a higher safe manifold pressure, but cooling the charge also allows it to be compressed further. While some of the later war USN aircraft eventually staged using dual stage systems, this was also at the point where Water Injection had become standard issue, which fulfills a similar purpose. The Germans didn't even HAVE a functional 2 stage supercharged engine. Neither did the Russians or Italians.
The ONLY other engine that could have given the mustang potentially better performance than the Merlin without forcing a major redesign was the Rolls Royce Griffon, and even then, the Merlin still holds up admirably.
Personally I think the Griffon would have been a retrograde step, the Mustang was already heavy (until the "H" version) and its biggestThe Griffon installation required a major airframe mod to the Mustang, namely moving the wing forward to maintain cg limits. NA did a layout per D-12007 dated 8-8-42.
I have never seen any evidence of thisAnd of course, the engine was also famous for being able to keep running even with multiple cylinders damaged, incredibly unusually for an inline engine
On that note, I`ve never seen any real documented evidence that ANY engine could do it for anything more than a few minuites on the way home just before landing.I have never seen any evidence of this
I have - for both the Merlin and the Allison. Not common, but not at long distances from friendly airfield. One such Occurance was Scout Force - Experimental based out of Steeple Morden landed successfully near Nantes on September 3, 1944 after being hit by 20mm flak while letting down in foul weather over France returning to base. P-51D-5 WRbarW, 44-13349I have never seen any evidence of this
This makes me wonder how the Arsenal VG-33 would have done with a Merlin engine in the proposed VG-40 variant. Or for that matter, the VG-50 proposed to be powered by the Allison V-1710-39.No, definitely not a better option. It had lower power output than the Allison and it was not produced by either the USA or Britain, so, bad idea. The Mustang would have been slower and had poorer performance with an engine that no one wanted.
As a matter of curiosity how far did it travel? Did it lose oil?I have - for both the Merlin and the Allison. Not common, but not at long distances from friendly airfield. One such Occurance was Scout Force - Experimental based out of Steeple Morden landed successfully near Nantes on September 3, 1944 after being hit by 20mm flak while letting down in foul weather over France returning to base. P-51D-5 WRbarW, 44-13349