Nick Sumner
Airman
- 68
- Aug 4, 2011
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A further evolution was probably the FIAT A.44 RC 15/45, an X inline engine with 32 pistons producing 2800 cv (2760 hp) at takeoff! Its displacement was probably double to A.38: 69.4 liters.
There was problems because it was projected in 1940. The crankshaft was long. And there's no time for the setup... So it was abandoned in 1942!
If you think that Merlin had a long setup (i don't know if "setup" is the best english term... Come si traduce "messa a punto"?)
CV/H could it be related to constant (safe/reliable) power per hour?
And Google translate is sort of ok, but it is known not to be good at alternate meanings and some technical words.
I think for "setup" you mean development period.
Sibboh - thank you for your reply!
Wuzak, I think 'superficie frontale dm2' means 'frontal area in square decametres'.
It seems to me that the lack of improvements was in the period 1928-1937, during which tha Isotta Fraschini Asso W18 products became naval engines, and all the experience gained with the AS5-AS6, led to the anemic A.30. Just think of the long operating life (for the time) of the Isotta Fraschini Asso 750. And his replacement, the Asso XI was not more powerful, than the Asso 750 was in early '30s, but just a little smaller.There was a lack of improvements during the 1937-1940 period.
The decision was to relay on radials, and, in the early '30s, it seemed not a wrong one. When the single alluminium cylinder cast tecnology was introduced for the radials, the power/weight ratio of radials, jumped beyond what could be achieved with in-line engines, and without having their side problems. In the early '30 the radials seemed the last frontier in Aero Engines developement, and only slowly the inlines regain the lost ground. Is revealing that several of the inlines that were used at the beginning of the war (and sometimes until it's end) derived from projects set in late 20's and early 30's. Fiat was not a monopolist (Alfa Romeo, Isotta Fraschini e Piaggio produced radials), but the A.74 was the best avaliable (not a monster of power, but small, lightweight and completely reliable under every condition) when the first generation of italian monoplane fighters was developed. The real mistake was to stop even the development of in-line engines that have already been set in 1933, with the only partial exception of Isotta Fraschini (who paid for the development of in-line engines, by almost disappearing from the market).in addition to the error to focus only on FIAT radial engines.
Many doubts about that. In september 1943 the P.XIX was already in service, with the Re.2002, and, in the "experimentals" is listed almost everithing. The P.XV was not mass produced, but was well tested on several aircrafts without showing problems. The Zeta was tested, but had several problems. As far as I know, not a single prototype of the IF Sigma was assembled, while the Fiat "X" engines were probably not ready even on the drawing board.This is a table of italian engines until 8 september 1943. It's missing some engines. And the power output refers to takeoff. But i'm not sure for every engine...
I begin my replies to the third critics.Many doubts about that. In september 1943 the P.XIX was already in service, with the Re.2002, and, in the "experimentals" is listed almost everithing. The P.XV was not mass produced, but was well tested on several aircrafts without showing problems. The Zeta was tested, but had several problems. As far as I know, not a single prototype of the IF Sigma was assembled, while the Fiat "X" engines were probably not ready even on the drawing board.
Why did you tell that the lack of improvements was in the period 1928-1937? AS5 ran in 1929. AS6 ran between 1931 and 1934. The A.30 (why anemic?) was a AS5 evolution. It was the CR30 and CR32 engine. Both excellent aircraft. And the final (unfortunately!) A.30 evolution was the A.33. Better than the contemporary A.74 or A.80. If you don't believe, you colud see the ratio between the power and the displacement (CV/L = Metric horsepower/liter). I use continuous power output because italian engine data show the continuous power at altitude and the maximum take-off.It seems to me that the lack of improvements was in the period 1928-1937, during which tha Isotta Fraschini Asso W18 products became naval engines, and all the experience gained with the AS5-AS6, led to the anemic A.30. Just think of the long operating life (for the time) of the Isotta Fraschini Asso 750. And his replacement, the Asso XI was not more powerful, than the Asso 750 was in early '30s, but just a little smaller.
At the Aviation Exibition of Milan in 1937, some very interesting engine was presented, as the Alfa Romeo A.135, or several IF products, but they were only at first stage of developement, and, in the subsequent two years, the goal was to solve their problems, and put them in production using autarchic materials. They have been two years of hard work compared to the previous ones.
In the end, when the Piaggio P.XII was homologated, at the end of 1939, there were not many engines who could confront him using 87 octane gasoline. Then, during the war, the gasoline made the difference.
Did I mention that the same FIAT had a better engine (with a good compressor) to use as a base for further developments: the A.33. But they preferred to satisfy hierarchies and continue safe production. The hierarchies were wrong? It was better indulge them, to defend private interests of the FIAT!The decision was to relay on radials, and, in the early '30s, it seemed not a wrong one. When the single alluminium cylinder cast tecnology was introduced for the radials, the power/weight ratio of radials, jumped beyond what could be achieved with in-line engines, and without having their side problems. In the early '30 the radials seemed the last frontier in Aero Engines developement, and only slowly the inlines regain the lost ground. Is revealing that several of the inlines that were used at the beginning of the war (and sometimes until it's end) derived from projects set in late 20's and early 30's. Fiat was not a monopolist (Alfa Romeo, Isotta Fraschini e Piaggio produced radials), but the A.74 was the best avaliable (not a monster of power, but small, lightweight and completely reliable under every condition) when the first generation of italian monoplane fighters was developed. The real mistake was to stop even the development of in-line engines that have already been set in 1933, with the only partial exception of Isotta Fraschini (who paid for the development of in-line engines, by almost disappearing from the market).