Speed & Climb Rate Graphs

I'm working on the Spitfire performance compiled data.

As usual I am running short on time...but, the many charts I made use
increments of 1,000 m. I felt 1,000 feet increments was a little overkill
and would take up too much space on an A/C performance sheet.
Zipper is right, it isn't very hard to change km/h to mph (.61237 factor)
or to change m/s to fpm (3.28084 factor).
P-61A-5
Altitude / SPEED / CLIMB
Meters / MPH / FPM / Time to altitude
S.L........339 / N.G.
1,000...337 / N.G. / 1.5
2,000...341 / 2545 / 2.25
3,000...354 / 2465 / 4.55
4,000...365 / 2375 / 6.25
5,000...364 / 1985 / 8.05
6,000...369 / 1640 / 10.05
7,000...366 / 1300 / 12.45
8,000...356 / 900
9,000...NG. / 525
10,000.NG. / 145
Roll rate: 49 deg./sec. @ 333 mph. using 90 lb. of stick force.
Combat weight: 27,600 lb.
I haven't had time to fill in more gaps at this time.

wwiiaircraftperformance/spitfireperformance has a great selection
of Spitfires to choose from.

CORSNING said:

As usual I am running short on time...

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It's not a big deal if you have work to do, this is one of those things you do when you have spare time. I just happen to have some available.

the many charts I made use increments of 1,000 m. I felt 1,000 feet increments was a little overkill and would take up too much space on an A/C performance sheet.

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Actually, I was largely transcribing around what was available so, the UK had S/L, 1k, 2k, 3k, 5k, 6.5k, 10k, 13k, 15k, 16.5k, 18k, 20k, 23k, 26k, 28k, 30k and either 32 & 34k or 33k and 35k, and stuff (You know you've done too many transcriptions when you can do this on memory).

When one has the ability, it's preferable to include important variables, such as...

1. Power settings: Higher power settings can't be used as long as the lower settings. This means that for a long climb to altitude, you'd invariably end up switching over from WEP to Military Power. Different manifold pressures yield different critical altitudes.
2. Supercharger Altitudes: Critical Altitudes, altitudes between gear-switches (say between low to high gear), gear-switch altitudes (say, low to high gear), and a few altitudes above the top-gear as a curve forms above the critical altitude in top-gear on graphs.
3. Speed & Climb Figures: The critical altitudes are different for climbing and moving at maximum speed; climb-speeds are also quite different than maximum speeds.

Zipper is right, it isn't very hard to change km/h to mph (.61237 factor) or to change m/s to fpm (3.28084 factor).

Click to expand...

I was talking about transcribing the data from one source to another.

P-61A-5
Altitude / SPEED / CLIMB
Meters / MPH / FPM / Time to altitude
S.L........339 / N.G.
1,000...337 / N.G. / 1.5
2,000...341 / 2545 / 2.25
3,000...354 / 2465 / 4.55
4,000...365 / 2375 / 6.25
5,000...364 / 1985 / 8.05
6,000...369 / 1640 / 10.05
7,000...366 / 1300 / 12.45
8,000...356 / 900
9,000...NG. / 525
10,000.NG. / 145

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I'm surprised it would have retained as much speed past the critical altitude, but that's a good surprise.

Roll rate: 49 deg./sec. @ 333 mph. using 90 lb. of stick force.

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I guess that's why it's got a control wheel instead of a stick! That said, I would not want to get into an arm-wrestling match with a person who could do that easily (I'd probably end up with some painful injury that wouldn't kill me, but make me a whole lot weaker).

wwiiaircraftperformance/spitfireperformance has a great selection of Spitfires to choose from.

Click to expand...

Oh yeah, that's why I haven't finished with that LOL

I'm looking at the USAAC's data on the P-36. Since the USAAC did have a few flying around during WWII (in French service mostly), the documentation we have doesn't seem to specify a critical altitude. It just links to increments of 5000 feet. Later aircraft would specify the critical altitude.