That number includes ALL the prototypes. All that could be managed operationally was a staffel.
Those numbers are from the WNr list. About 1/2 that were produced.
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Ta 152H maybe 150 produced but less than 1/3rd into service.
We could also count in 1800 Fw 190D9
Those numbers are from the WNr list. About 1/2 that were produced.
I've waited a long, long time for someone to mention the Ring process. Typically German; academically fascinating but practically useless. You'd think that with all the Wright radials they'd recovered they would have 'discovered' the humble rubber O-ring and it's application to sealing the ignition system and pressurising same with supercharger air.
The ether fluid compound used in the Ring process supplied by IG FARBEN, (also makers of Zyklon B!) would have been yet another of the essential materials disrupted by strategic bombing that kept the Luftwaffe grounded.
Koopernic's reference to HCCI is right on the money. Throughout the tortured later years of research into HCCI by the car industry I was unceasingly amazed that no-one had remembered the Ring process which had achieved the one thing the latter hadn't; the engine could accelerate under load. Instead of tearing their hair out when their HCCI experimental engines stalled they should have intensively studied a Ring-process engine to discover its combustion secrets.
The modern rendering is know as RCCI, "R" meaning "Reactive".I knew someone would eventually connect homogenous charge compression ignition to the holocaust. Time to cancel compression ignition, all of it.
Modern attempts at HCCI try and establish the ignition point near top dead centre through variable compression, valve timing and phasing and or variable supercharging and exhaust gas recirculation with reversion to spark ignition when this is not possible.
One may as well use a small amount of tailored liquid, its no worse than "add blue" and likely much cleaner. I doubt that the small quantities required would have been a major supply bottleneck for the Recih, probably less so than Tetra Ethyl Lead or octane enhancers. In addition to efficiency the engines are effectively multifue.
I too have recently obtained a copy Calum's book. There is a tremendous amount of information that I have never seen published elsewhere. In particular, if you want to understand the constraints that the German engine designers worked under and the reasons for the seemingly strange choices they ssometimes made, you need this book!Just received your book after ordering it from Amazon before Xmas Calum, About a third of the way through and can't put it down, an easy read. Congratulations on a high quality product, both writing and production, only gripe is the illustrations with the alien language, I know it would have added a lot to your work load to have them translated, but being unable to understand what the illustration is depicting in detail sort of makes their inclusion questionable, the kommandogerat is a good example. Despite that gripe an AAAAAA++++ rating.
The various Jumo 213 versions A, F, E, EB, J and S. How much were their weights?
The various Jumo 213 versions A, F, E, EB, J and S. How much were their weights?
I'm surprised that the Jumo 213J's dry weight was less than the E's (2205 lb. / 1000 kg to 2300 lb. / 1043 kg).View attachment 673313
Data for the A can be found in any of the manuals which are on this website and others.
I'm surprised that the Jumo 213J's dry weight was less than the E's (2205 lb. / 1000 kg to 2300 lb. / 1043 kg).
On wikipedia and other sites the Jumo 213E dry weight is given as 2072 lb. / 940 kg...
Here a British study on a captured 213A gives a (probably dry) weight of 2260lbs, "bare", which "probably meansI'm surprised that the Jumo 213J's dry weight was less than the E's (2205 lb. / 1000 kg to 2300 lb. / 1043 kg).
On wikipedia and other sites the Jumo 213E dry weight is given as 2072 lb. / 940 kg...
I wouldn't trust US production numbers based just on allocated numbers
And the US wasn't being bombed. (maybe Brewster should have been?)