GregP
Major
I rather like the seup in the Yak-3:
Have seen it up close and it seems to be a decent solution. Same for Yak-9.
Have seen it up close and it seems to be a decent solution. Same for Yak-9.
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looks like Hurricane scheme.I rather like the seup in the Yak-3:
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Have seen it up close and it seems to be a decent solution. Same for Yak-9.
Lacks three features I suggest are required. One, expanding plenum to reduce high velocity air to low velocity input across the radiator face. two - Equally, a plenum that squeezes to hot air exiting the radiator, and three- adjustable scoop to minimize exit area.Hurricane may be getting a bad rap
View attachment 742803
oil cooler is the circle in the middle. Note the air splitter intake from the fuselage bottom.
View attachment 742804
MK IIs with the Merlin XX engine changed the radiators and oil cooler around some.
MK IVs fitted wire mesh stone guards across the intake. Something to consider depending on role/location.
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I agree, but it has them, but nowhere near enough to produce the required effect of "net thrust". To do that it would need to be huge and if mounted externally counter productive, to put it inside as with the P-51 is a whole new plane. The Tornado (vulture engined Typhoon) had a ventral radiator. I have never seen a picture of it but it had issues of all sorts and so they went with a chin radiator, I think it was under the pilot so added to compressibility problemsLacks three features I suggest are required. One, expanding plenum to reduce high velocity air to low velocity input across the radiator face. two - Equally, a plenum that squeezes to hot air exiting the radiator, and three- adjustable scoop to minimize exit area.
Just eyeballing it, it looks more like a Hurricane radiator, just bigger. The expansion/contraction ratios of the ducting don't seem particularly big. Also, the inlet is in line with the wing leading edge, rather than in the high pressure zone under the wing.I agree, but it has them, but nowhere near enough to produce the required effect of "net thrust". To do that it would need to be huge and if mounted externally counter productive, to put it inside as with the P-51 is a whole new plane. The Tornado (vulture engined Typhoon) had a ventral radiator. I have never seen a picture of it but it had issues of all sorts and so they went with a chin radiator, I think it was under the pilot so added to compressibility problems
Hurricane may be getting a bad rap
True but it is not quite as backwards as some people think, especially for 1935-37?Lacks three features I suggest are required. One, expanding plenum to reduce high velocity air to low velocity input across the radiator face. two - Equally, a plenum that squeezes to hot air exiting the radiator, and three- adjustable scoop to minimize exit area.
Also, the inlet is in line with the wing leading edge, rather than in the high pressure zone under the wing.
Yes, of course you do, otherwise you don't have a nozzle. And you need some kind of automatic control of the outlet to keep from driving the pilot crazy with adjustments. WWII ads bragged about that innovation. I do wonder how that hinged arrangement for the intake worked with the Meredith Effect on the earlist Mustangs.you need a converging plenu and variable opening exit scoop to achieve the jet effect.
True but it is not quite as backwards as some people think, especially for 1935-37?
The Hurricane shape wasn't enough to get the job done but it was not a simple box under the airplane either. The housing tapered from front to middle and then back in again towards the tail, for external streamlining or interior airflow?
The only way for the pilot to control the turbos in the P-38 was via the throttle, which had a spring leakage to the turbo control. The later P-38 engines had the boost from the mechanical superchargers increased because of turbos coming apart in the earlier versions, so they needed to slow them down.but lots of different knobs to tune to make the most out of the engines in any particular situation (including preventing turbo overspeed
The automatic control was directed to manage glycol coolant temps between 210-240 degrees F.Yes, of course you do, otherwise you don't have a nozzle. And you need some kind of automatic control of the outlet to keep from driving the pilot crazy with adjustments. WWII ads bragged about that innovation. I do wonder how that hinged arrangement for the intake worked with the Meredith Effect on the earlist Mustangs.
Look again at the P-51 setup, as a guess any time the radiator duct is only a few feet long your are not going to get an Meredith effect, the diffuser and nozzle area are too short to function properly.Too bad the Yak 2/4 series wasn't developed more, the radiators were at the extreme aft of the nacelles, behind the landing gear. A proper Meredith installation would of boosted speed to match the Bf-109E.
Probably not. You have a bit more twisting and turning (more turbulence) and it helps with thrust if the nozzle/s are pointed 180 degrees to the direction of travel.Also, did any any radial engined craft generate net thrust?
Too bad the Yak 2/4 series wasn't developed more, the radiators were at the extreme aft of the nacelles, behind the landing gear. A proper Meredith installation would of boosted speed to match the Bf-109E.
Also, did any any radial engined craft generate net thrust?