F4U in Europe

[DarrenW]

Simply put, the Mustang could do (and did) the Corsairs job, the Corsair could not do the Mustang's job.

Hey Peter great synopsis and I agree with most of it but with one caveat. The Corsair had the added capability of being able to operate from carriers which was extremely valuable. In order to make the Mustang fully effective in this area it would have required several airframe modifications which would have undoubtedly reduced it's overall performance (such as folding wings, tail and catapult hooks, a strengthened airframe and landing gear, the added weight of extra survival gear, ect.). Comparing the two at this point would make the Corsair's star shine a bit brighter don't you think?

 

[Peter Gunn]

Hey Peter great synopsis and I agree with most of it but with one caveat. The Corsair had the added capability of being able to operate from carriers which was extremely valuable. In order to make the Mustang fully effective in this area it would have required several airframe modifications which would have undoubtedly reduced it's overall performance (such as folding wings, tail and catapult hooks, a strengthened airframe and landing gear, the added weight of extra survival gear, ect.). Comparing the two at this point would make the Corsair's star shine a bit brighter don't you think?

I agree, although I must admit, if I was flying off a WWII CV I'd probably take a Hellcat instead of a Corsair, but that's just my personal preference.

 

[DarrenW]

I agree, although I must admit, if I was flying off a WWII CV I'd probably take a Hellcat instead of a Corsair, but that's just my personal preference.

Obviously you get no argument from me there!

 

[Howard Gibson]

Twinchargeing is something group B rally cars did they used super and turbo chargers to reduce lag and make more power as far as perfect its speed and firepower and bombload

Supercharging a car does not solve the same problem as supercharging an aircraft. This is especially true if you are adding a supercharger to an existing car engine that was not intended to be supercharged.

WWII aircraft were equipped with two-stage superchargers, or a turbo-charger and a supercharger. If your very large engine (27l to 71.5l) needs more pressure than a centrifugal blower can deliver, you use two centrifugal blowers in series. One blower feeds the other blower, which feeds the engine, usually through an inter-cooler. Aircraft need to cope with the low pressures of high altitude. Atmospheric pressure is 101kPa (14.7psi) at ground level, and 0.414kPa (2.8psi) at 10km (33,000ft). This is where Thunderbolts were effective.

Car engines are very much smaller, so positive displacement blowers like Roots blowers seem to be optimal.

My understanding is that cars with twin turbochargers are V4s, V6s, V8, or V12s, and each cylinder bank's exhaust manifold feeds a turbocharger. The turbochargers each feed their own bank of cylinders. This is two blowers in parallel. You get the pressure of one blower, at twice the airflow.

I claim no expertise on automotive hot rods, but I wonder what benefit two stages of supercharging would bring an automobile. Two stage superchargers are effective in aircraft over 20,000ft.

 

[swampyankee]

Two-stage turbochargers were used in aircraft engined because a) centrifugal compressors of the era had limited stage pressure ratios, and one stage could not provide enough boost and b) breaking compression into two stages permitted intercooling. Parallel compressors could be used, but matching was not simple.

Two-stage supercharging of automotive spark engines seem pointless as spark engines can't tolerate enough boost to make multiple stages useful.

 

[Howard Gibson]

Two-stage turbochargers were used in aircraft engined ...

Blowers are a complicated subject. A very crude rule of thumb is that bigger blowers sustain greater pressure. WWII aircraft engines were very much larger than car engines, which means that whatever blower technology they use, it will provide greater manifold pressure. WWII aircraft flying below 20,000ft worked fine with single-stage centrifugal blowers. The two-stage blowers were needed at higher altitudes. I am not aware of anything supercharging a WWII aircraft other than one or more centrifugal blowers.

Inter-coolers are required because gases heat up when compressed. Two-stage blowers cause more temperature increase than single-stage blowers. Inter-coolers work better when the gas is hot. The best place for one is at the output of the second stage.

It is a lot harder to get adequate manifold pressure on a car's little engine with a centrifugal blower, hence the use of Roots blowers. Two-stage automobile blowers are rather useless unless you want to drag race down Mount Everest.

 

[VA5124]

Supercharging a car does not solve the same problem as supercharging an aircraft. This is especially true if you are adding a supercharger to an existing car engine that was not intended to be supercharged.

WWII aircraft were equipped with two-stage superchargers, or a turbo-charger and a supercharger. If your very large engine (27l to 71.5l) needs more pressure than a centrifugal blower can deliver, you use two centrifugal blowers in series. One blower feeds the other blower, which feeds the engine, usually through an inter-cooler. Aircraft need to cope with the low pressures of high altitude. Atmospheric pressure is 101kPa (14.7psi) at ground level, and 0.414kPa (2.8psi) at 10km (33,000ft). This is where Thunderbolts were effective.

Car engines are very much smaller, so positive displacement blowers like Roots blowers seem to be optimal.

My understanding is that cars with twin turbochargers are V4s, V6s, V8, or V12s, and each cylinder bank's exhaust manifold feeds a turbocharger. The turbochargers each feed their own bank of cylinders. This is two blowers in parallel. You get the pressure of one blower, at twice the airflow.

I claim no expertise on automotive hot rods, but I wonder what benefit two stages of supercharging would bring an automobile. Two stage superchargers are effective in aircraft over 20,000ft.

I dont know the way lancia did it was a superchager at low rpm that fed the turbo thus redeucing turbo lag and increaseing horsepower thats the way audi did it too with their 5 clyinder

 

[swampyankee]

Blowers are a complicated subject. A very crude rule of thumb is that bigger blowers sustain greater pressure. WWII aircraft engines were very much larger than car engines, which means that whatever blower technology they use, it will provide greater manifold pressure. WWII aircraft flying below 20,000ft worked fine with single-stage centrifugal blowers. The two-stage blowers were needed at higher altitudes. I am not aware of anything supercharging a WWII aircraft other than one or more centrifugal blowers.

Inter-coolers are required because gases heat up when compressed. Two-stage blowers cause more temperature increase than single-stage blowers. Inter-coolers work better when the gas is hot. The best place for one is at the output of the second stage.

It is a lot harder to get adequate manifold pressure on a car's little engine with a centrifugal blower, hence the use of Roots blowers. Two-stage automobile blowers are rather useless unless you want to drag race down Mount Everest.

Positive displacement compressors were tried on aircraft engines in the 1920s; their mix of bulkiness, low pressure ratio, and poor efficiency made hem be considered pointless.

 

[Geoffrey Sinclair]

Vought produced 200 cannon armed F4U-1C August 1944 to January 1945. Despite persistent reports of a cannon armed F4U-4C being built the next cannon armed version was the F4U-4B, acceptances began in April 1946, every other Corsair until then had the 6 machine guns.

According to the USN aircraft performance tables the F4U-1D/FG-1D as of August 1945, with 237 gallons of internal and 300 gallons of external fuel, had a range of 1,895 statute miles at 176 mph at 1,500 feet, giving a combat radius of 555 Nautical miles assuming one of the wing droppable tanks is self sealing and carried the entire distance. Otherwise 111 gallons of fuel remain in the droppable tank when entering combat must be dropped. Combat radius limited by internal fuel for combat and return is 345 nautical miles. Combat radius with 1x1000 pound bomb and 1x150 gallon external tank 300 nautical miles, 2x1,000 pound bomb 85 nautical miles, 8x5 inch rockets and 1x150 gallon external tank 315 nautical miles

Combat radii are calculated to include the effect of fuel pump back from droppable to main tanks after take off and 8.5 minutes combat at War Emergency Power and 11.5 minutes at Military Power. Class VF Airplanes. Practical combat radius is: 20 min, warm-up and idling, 1 min. take-off, 20 min. rendezvous at 60% normal sea-level power (N.S.P.) and auto lean, climb to 15,000 feet at 60% N.S.P. and auto rich, Cruise-out at 15,000 feet at V for max. range and auto lean, drop bombs and unprotected droppable tanks, 20 min. combat at 15,000 feet, Descend, Cruise-back at 1,500 feet at 170 knots true air speed and auto lean, 60 min. at V for max. range and auto lean as allowance for rendezvous, landing and reserve. The March 1946 F4U-4 chart has combat allowance as 10 minutes at War Emergency Power and 10 minutes at Military Power.

 

[Thumpalumpacus]

Combat radius with 1x1000 pound bomb and 1x150 gallon external tank 300 nautical miles, 2x1,000 pound bomb 85 nautical miles, 8x5 inch rockets and 1x150 gallon external tank 315 nautical miles

Is this a typo?

 

[33k in the air]

Is this a typo?

No. Remember the parameters of calculating the combat radius. That 20 minutes of rendezvous and one hour of reserve really cuts into fuel that otherwise would have been available for cruising, considering that all comes from internal fuel since drop tanks aren't carried for that mission profile.

 

[SaparotRob]

I was gonna say same thing. Really.

 

[Thumpalumpacus]

No. Remember the parameters of calculating the combat radius. That 20 minutes of rendezvous and one hour of reserve really cuts into fuel that otherwise would have been available for cruising, considering that all comes from internal fuel since drop tanks aren't carried for that mission profile.

The mistake was that I read his post wrong too early in the morning. Thanks for pulling the short hairs. I'd read the bomb+tank as being 85 miles. Sorry for my confusion.

 

[Geoffrey Sinclair]

Corsairs combat radius, nautical miles, with 2x1,000 pound bombs, FG-3 40 miles, F2G-2 105 miles, F4U-1D/FG-1D 85 miles, F4U-4 45 miles.

The full USN definitions of range and radius.

7. Range: Maximum range and range vs. speed curves assume no fuel used during warm-up or take-off and no fuel allowed for reserve. The effect on fuel consumption resulting from climb (at normal rated power, auto rich) to designated altitude and descent has been included. Range calculations based in tests or specification data have been found to be optimistic, accordingly, all rates of specific fuel consumption have been suitably increased. Where engine requirement data are used, they are increased 15%; where flight test data are used, they are increased by 5%. For jet propulsion one-half of these percentages are used. Bombs, torpedoes, all droppable tanks and radar are carried the full distance.

8. Operating Radius of Action: On all data sheets listing a radius of action (combat radius, etc.) the sequence of flight operations of which the assumed radius problem is composed has been noted. In the process of selecting suitably representative radius problems some data sheets were issued with the sequence of operations slightly different from the present accepted problems, these will be recomputed on the present basis when they are again reissued. With the exception of special radius problems, the details of which will be noted when they occur, the present Bureau of Aeronautics radius problems and the various factors influencing their details of operation are noted as follows:

Class VF Airplanes. Practical combat radius is: 20 min, warm-up and idling (see notes 3 and 5 below), 1 min. take-off (see notes 4 and 5), 20 min. rendezvous at 60% normal sea-level power (N.S.P.) and auto lean (see notes 6, 7 and 8), climb to 15,000 feet at 60% N.S.P. and auto rich (see notes 6, 7, 8, 9 and 10), Cruise-out at 15,000 feet at V for max. range and auto lean, drop bombs and unprotected droppable tanks (see notes 13 and 14), 20 min. combat at 15,000 feet (see note 15), Descend, Cruise-back at 1,500 feet at 170 knots true air speed and auto lean (see notes 11 and 12), 60 min. at V for max. range and auto lean as allowance for rendezvous, landing and reserve, see notes 1, 2, 17 and 19.

Class VB, VBT, VSB and VTS Airplanes. Class VF Airplanes carrying large bombs. Practical combat radius is: 20 min, warm-up and idling (see notes 3 and 5 below), 1 min take-off (see notes 4 and 5), 20 min. rendezvous at 60% normal sea-level power (N.S.P.) and auto lean (see notes 6, 7 and 8), climb to 15,000 feet at 60% N.S.P. and auto rich (see notes 6, 7, 8, 9 and 10), Cruise-out at 15,000 feet at 180 knots true air speed and required mixture (see notes 11 and 12), drop unprotected droppable tanks (see notes 13 and 14), Dive or descend, drop bombs and torpedoes, 15 min. combat at 1,500 feet (see note 16), Cruise-back at 1,500 feet at 170 knots true air speed and auto lean (see notes 11 and 12), 60 min. at V for max. range and auto lean as allowance for rendezvous, landing and reserve, see notes 1, 2, 17 and 19.

Class VB, VBT, VSB, VTB, VS, VSO and VOS Airplanes. Practical scouting radius is: 1/3 of range at V for max. range at 1,500 feet with fuel taken from initial fuel load for 20 min. warm-up and idling (see note 3), 1 min take-off (see note 4), and with allowance at end of flight for 60 min. at V for max. range and auto lean for rendezvous, landing and reserve. Bombs, torpedoes, radar and all droppable tanks are carried the entire distance. See notes 1, 2, 14, 18 and 19.

Class VP and VPB Airplanes. Practical search radius: (Patrol, Bomber, Torpedo and A.S.W. loadings) is 40% of range at V for maximum range at 1,500 feet with 20% of initial fuel load as allowance for warm-up, take-off, climb and reserve. Bombs, torpedoes, radar and all droppable tanks are carried for the entire distance. The average speed for the search radius shall be listed in knots with the radius. See notes 1, 2, 14, 18 and 19.

Class VP and VPB Airplanes. Practical A.S.W. radius: (A.S.W. loadings) is 1/3 of range at V for maximum range at 1,500 feet with 20% of initial fuel load as allowance for warm-up, take-off, climb and reserve. Bombs, radar and all droppable tanks are carried for the entire distance. The average speed for the A.S.W. radius shall be listed in knots with the radius. For A.S.W. loading conditions, the search radius is to be given in addition to the A.S.W. radius. See notes 1, 2, 14, 18 and 19.

Notes on Radius.

1. Radius is given in nautical miles

2. In calculating radius, engine requirement fuel consumption data are increased 15% and flight test fuel consumption data are increased 5% at all power conditions of conventional engines For J.P. engines, use one half of the above percentage increases

3. Warm-up:
a) Conventional Engines: 20 min, warm-up at 1/2 rated RPM on propeller load curve. Fuel consumed in pounds in 10 min. warm-up (including 15% increase) may be taken as 0.03 times sea level normal rated BHP of engines.
b) J.P. Engines: Equivalent to 30 sec. warm-up at maximum static thrust. Fuel consumed in pounds (including 7.5% increase) in warm-up and accelerating to maximum static thrust may be taken as 1.2% of the maximum static thrust rating of the J.P. engines at sea level.
c) Combination of Conventional and J.P Engines: Fuel consumed in warm up of all engines in accordance with (a) and (b) above, is considered in calculating radius unless it is specified that J.P. engines shall not be used for take-off in which case conventional engines only are warmed up.

4. Take off:
a) Conventional Engines: 1 min. take-off at rated take-off power.
b) J.P. Engines: 1 min. take-off at rated take-off thrust.
c) Combination of Conventional and J.P Engines: Conventional engines used at rated take-off power for 1 min. and J.P engines used at rated take-off thrust for 30 sec. All engines used for take-off unless it is specified that J.P. engines shall not be used.

5. Warm-up and take-off on internal protected fuel. Protected tanks may be refilled with fuel from unprotected tanks if fuel pump for this purpose is incorporated in the design. This will be noted on the sheet.

6. Rendezvous, climb and cruise out is on unprotected fuel if available.

7. For airplanes with combination of conventional and J.P. engines, the J.P. engines are not used in rendezvous, climb and cruise-out cruise-back and landing.

8. For airplanes with J.P engines only (no conventional engines)
a) 10 min. rendezvous at 60% normal rated thrust at sea level.
b) Climb to 15,000 feet is at maximum military rated thrust.

9. Auto. rich is used for climb unless flight test data are available indicating satisfactory engine cooling characteristics in climb with auto. lean.

10. If average rate of climb in climbing to 15,000 feet at 60% N.S.P. is less that 400 ft./min., climb is given at full normal rated power and auto rich.

11. Cruise-out or cruise-back speeds less than V for maximum range or greater than V at 60% N.S.P. are not used in calculating radius. Only a few of the older airplanes or new airplanes of special design are affected by this note.

12. For airplanes with J.P. engines only (no conventional engines), cruise-out and cruise-back at speed for maximum range.

13. If it is necessary to drop fuel before entering combat, the following note will be added. "Combat radius limited by amount of protected fuel for use in combat and return. XXX gal. fuel remain in unprotected tanks when entering combat and muse be dropped, used for approximately YYY hrs. search, or used to increase speed in cruising-out to approximately ZZZ knots."

14. Radar if specified for the airplane is carried the full distance out and back in all radius problems.

15. Combat at 15,000 feet - Class VF Airplanes
a) Conventional engines: Combat 20 min. of which 10 min. is at war emergency rated power and 10 min. is at military rated power. If war emergency rating is not available, combat 20 min. at military rated power.
b) J.P. Engines: Combat at 15 min. at military thrust rating at 15,000 feet and maximum airplane speed.
c) Combination of Conventional and J.P Engines: Combat 20 min. of which 10 min. is at war emergency rated power for conventional engines plus military rated thrust of J.P. and 10 min. is at military rated power of conventional engines plus idling J.P. engines. If war emergency rating is not available, use military rated power.

16. Combat at 1,500 feet - Class VB, VBT, VSB and VTB Airplanes

a) Conventional engines: Combat 15 min. of which 5 min. is at war emergency rated power and 10 min. is at normal rated power. If war emergency rating is not available, combat 5 min. at military rated power and 10 min. at normal rated power.
b) J.P. Engines: Combat at 10 min. at military rated thrust at 1,500 feet and maximum airplane speed.
c) Combination of Conventional and J.P Engines: Combat 15 min. of which 5 min. is at war emergency rated power of conventional engines plus military rated thrust of J.P. engines and 10 min. is at normal rated power of conventional engines plus idling J.P. engines. If war emergency rating is not available, use military rated power.

17. Radius includes distance covered in climb, but not descent or dive.

18. In listing the scouting radius and the search radius, the following note will be added. "Practical XXX radius is reduced YYY nautical miles for each minute of combat at 1,500 feet at war emergency rated power of conventional engines plus military rated thrust of J.P. engines." In the note, military rated power is used if war emergency power rating is not available and reference to J.P engines is deleted if they are not incorporated in the airplane.

 

[fubar57]

I like ducks

 

[Thumpalumpacus]

 

[FLYBOYJ]

Corsairs combat radius, nautical miles, with 2x1,000 pound bombs, FG-3 40 miles, F2G-2 105 miles, F4U-1D/FG-1D 85 miles, F4U-4 45 miles.

The full USN definitions of range and radius.

7. Range: Maximum range and range vs. speed curves assume no fuel used during warm-up or take-off and no fuel allowed for reserve. The effect on fuel consumption resulting from climb (at normal rated power, auto rich) to designated altitude and descent has been included. Range calculations based in tests or specification data have been found to be optimistic, accordingly, all rates of specific fuel consumption have been suitably increased. Where engine requirement data are used, they are increased 15%; where flight test data are used, they are increased by 5%. For jet propulsion one-half of these percentages are used. Bombs, torpedoes, all droppable tanks and radar are carried the full distance.

8. Operating Radius of Action: On all data sheets listing a radius of action (combat radius, etc.) the sequence of flight operations of which the assumed radius problem is composed has been noted. In the process of selecting suitably representative radius problems some data sheets were issued with the sequence of operations slightly different from the present accepted problems, these will be recomputed on the present basis when they are again reissued. With the exception of special radius problems, the details of which will be noted when they occur, the present Bureau of Aeronautics radius problems and the various factors influencing their details of operation are noted as follows:

Class VF Airplanes. Practical combat radius is: 20 min, warm-up and idling (see notes 3 and 5 below), 1 min. take-off (see notes 4 and 5), 20 min. rendezvous at 60% normal sea-level power (N.S.P.) and auto lean (see notes 6, 7 and 8), climb to 15,000 feet at 60% N.S.P. and auto rich (see notes 6, 7, 8, 9 and 10), Cruise-out at 15,000 feet at V for max. range and auto lean, drop bombs and unprotected droppable tanks (see notes 13 and 14), 20 min. combat at 15,000 feet (see note 15), Descend, Cruise-back at 1,500 feet at 170 knots true air speed and auto lean (see notes 11 and 12), 60 min. at V for max. range and auto lean as allowance for rendezvous, landing and reserve, see notes 1, 2, 17 and 19.

Class VB, VBT, VSB and VTS Airplanes. Class VF Airplanes carrying large bombs. Practical combat radius is: 20 min, warm-up and idling (see notes 3 and 5 below), 1 min take-off (see notes 4 and 5), 20 min. rendezvous at 60% normal sea-level power (N.S.P.) and auto lean (see notes 6, 7 and 8), climb to 15,000 feet at 60% N.S.P. and auto rich (see notes 6, 7, 8, 9 and 10), Cruise-out at 15,000 feet at 180 knots true air speed and required mixture (see notes 11 and 12), drop unprotected droppable tanks (see notes 13 and 14), Dive or descend, drop bombs and torpedoes, 15 min. combat at 1,500 feet (see note 16), Cruise-back at 1,500 feet at 170 knots true air speed and auto lean (see notes 11 and 12), 60 min. at V for max. range and auto lean as allowance for rendezvous, landing and reserve, see notes 1, 2, 17 and 19.

Class VB, VBT, VSB, VTB, VS, VSO and VOS Airplanes. Practical scouting radius is: 1/3 of range at V for max. range at 1,500 feet with fuel taken from initial fuel load for 20 min. warm-up and idling (see note 3), 1 min take-off (see note 4), and with allowance at end of flight for 60 min. at V for max. range and auto lean for rendezvous, landing and reserve. Bombs, torpedoes, radar and all droppable tanks are carried the entire distance. See notes 1, 2, 14, 18 and 19.

Class VP and VPB Airplanes. Practical search radius: (Patrol, Bomber, Torpedo and A.S.W. loadings) is 40% of range at V for maximum range at 1,500 feet with 20% of initial fuel load as allowance for warm-up, take-off, climb and reserve. Bombs, torpedoes, radar and all droppable tanks are carried for the entire distance. The average speed for the search radius shall be listed in knots with the radius. See notes 1, 2, 14, 18 and 19.

Class VP and VPB Airplanes. Practical A.S.W. radius: (A.S.W. loadings) is 1/3 of range at V for maximum range at 1,500 feet with 20% of initial fuel load as allowance for warm-up, take-off, climb and reserve. Bombs, radar and all droppable tanks are carried for the entire distance. The average speed for the A.S.W. radius shall be listed in knots with the radius. For A.S.W. loading conditions, the search radius is to be given in addition to the A.S.W. radius. See notes 1, 2, 14, 18 and 19.

Notes on Radius.

1. Radius is given in nautical miles

2. In calculating radius, engine requirement fuel consumption data are increased 15% and flight test fuel consumption data are increased 5% at all power conditions of conventional engines For J.P. engines, use one half of the above percentage increases

3. Warm-up:
a) Conventional Engines: 20 min, warm-up at 1/2 rated RPM on propeller load curve. Fuel consumed in pounds in 10 min. warm-up (including 15% increase) may be taken as 0.03 times sea level normal rated BHP of engines.
b) J.P. Engines: Equivalent to 30 sec. warm-up at maximum static thrust. Fuel consumed in pounds (including 7.5% increase) in warm-up and accelerating to maximum static thrust may be taken as 1.2% of the maximum static thrust rating of the J.P. engines at sea level.
c) Combination of Conventional and J.P Engines: Fuel consumed in warm up of all engines in accordance with (a) and (b) above, is considered in calculating radius unless it is specified that J.P. engines shall not be used for take-off in which case conventional engines only are warmed up.

4. Take off:
a) Conventional Engines: 1 min. take-off at rated take-off power.
b) J.P. Engines: 1 min. take-off at rated take-off thrust.
c) Combination of Conventional and J.P Engines: Conventional engines used at rated take-off power for 1 min. and J.P engines used at rated take-off thrust for 30 sec. All engines used for take-off unless it is specified that J.P. engines shall not be used.

5. Warm-up and take-off on internal protected fuel. Protected tanks may be refilled with fuel from unprotected tanks if fuel pump for this purpose is incorporated in the design. This will be noted on the sheet.

6. Rendezvous, climb and cruise out is on unprotected fuel if available.

7. For airplanes with combination of conventional and J.P. engines, the J.P. engines are not used in rendezvous, climb and cruise-out cruise-back and landing.

8. For airplanes with J.P engines only (no conventional engines)
a) 10 min. rendezvous at 60% normal rated thrust at sea level.
b) Climb to 15,000 feet is at maximum military rated thrust.

9. Auto. rich is used for climb unless flight test data are available indicating satisfactory engine cooling characteristics in climb with auto. lean.

10. If average rate of climb in climbing to 15,000 feet at 60% N.S.P. is less that 400 ft./min., climb is given at full normal rated power and auto rich.

11. Cruise-out or cruise-back speeds less than V for maximum range or greater than V at 60% N.S.P. are not used in calculating radius. Only a few of the older airplanes or new airplanes of special design are affected by this note.

12. For airplanes with J.P. engines only (no conventional engines), cruise-out and cruise-back at speed for maximum range.

13. If it is necessary to drop fuel before entering combat, the following note will be added. "Combat radius limited by amount of protected fuel for use in combat and return. XXX gal. fuel remain in unprotected tanks when entering combat and muse be dropped, used for approximately YYY hrs. search, or used to increase speed in cruising-out to approximately ZZZ knots."

14. Radar if specified for the airplane is carried the full distance out and back in all radius problems.

15. Combat at 15,000 feet - Class VF Airplanes
a) Conventional engines: Combat 20 min. of which 10 min. is at war emergency rated power and 10 min. is at military rated power. If war emergency rating is not available, combat 20 min. at military rated power.
b) J.P. Engines: Combat at 15 min. at military thrust rating at 15,000 feet and maximum airplane speed.
c) Combination of Conventional and J.P Engines: Combat 20 min. of which 10 min. is at war emergency rated power for conventional engines plus military rated thrust of J.P. and 10 min. is at military rated power of conventional engines plus idling J.P. engines. If war emergency rating is not available, use military rated power.

16. Combat at 1,500 feet - Class VB, VBT, VSB and VTB Airplanes

a) Conventional engines: Combat 15 min. of which 5 min. is at war emergency rated power and 10 min. is at normal rated power. If war emergency rating is not available, combat 5 min. at military rated power and 10 min. at normal rated power.
b) J.P. Engines: Combat at 10 min. at military rated thrust at 1,500 feet and maximum airplane speed.
c) Combination of Conventional and J.P Engines: Combat 15 min. of which 5 min. is at war emergency rated power of conventional engines plus military rated thrust of J.P. engines and 10 min. is at normal rated power of conventional engines plus idling J.P. engines. If war emergency rating is not available, use military rated power.

17. Radius includes distance covered in climb, but not descent or dive.

18. In listing the scouting radius and the search radius, the following note will be added. "Practical XXX radius is reduced YYY nautical miles for each minute of combat at 1,500 feet at war emergency rated power of conventional engines plus military rated thrust of J.P. engines." In the note, military rated power is used if war emergency power rating is not available and reference to J.P engines is deleted if they are not incorporated in the airplane.

And all this is from where? Manual?

 

[33k in the air]

And all this is from where? Manual?

See the Airplance Chracteristics and Performance (USN) and Standard Aircraft Characteristics (USAF) publications found here.

 

[GrauGeist]

I like ducks

But what type: Grumman, Curtiss or Focke-Wulf?

 

[SaparotRob]

Anaheim? Long Island?