Colin1
Senior Master Sergeant
That's contrary to how I understand it
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That's contrary to how I understand it...its ability to retain energy using them change direction quickly and easily and stay at the high speeds ...
Um on the fuel thing though, 190s and 109s were all using the same low grade fuel. The Germans did not have anything else late in the war.
The major problem with that report is that it doesn't use the 5min combat rating for the Spitfire, because the Spitfire IX is just about supreme in climb rate when using the combat rating of the Merlin engine:
.
OTOH, the Fw-190 doesn't gain much performance when using the combat rating during climb.
Hum, not really true here i think,
if spit climbs in combat rating, it's radiators can't follow with the cooling because of the low speed,full drag and not enough air through the radiators. After 5min you'll get a very supreme pilot hanging on it's "chute with the aiframe going doing with an overcooked gripped engine.
the climb test at full power were done with manually blocked (fixed)radiators flaps in maximal technicly permissible open position, an operationnal airframe has it's radiators fully automatic and not even sure the flaps can open at the same angle as they were when manually fixed.
1943 doesn't sound late war to me.
BTW, while people are correct in stating that the original Fw 190 A-3 compared with a Spitfire IX was Faber's machine with a derated BMW 801, it is equally fair to mention that the Spitfire IX that it was tested against might have been AB505 or BS273 or BS274 (can you confirm this Glider?), which were Spitfire VCs converted by Rolls-Royce at Hucknall - as such they had Spitfire VC wings with the large double blister and the converted VC engine cowling panels which knocked off a few mph.
Do you have data on this????? i'd like to see an OFFICIAL focke wulf chart with climb results in combat boost.
Anyway, when talking about the spit9, we must consider from what period of time: mid42->mid43 (M61) ; mid43->end( M66) or the mid43->end (M63 tropical).
so we can consider what versions of 190 to compare A2/3/4 vs M61 .
the rest of 190 VS M66.
And yes, got the scans of original repport on faber's 190 and it's tests in the RAF. you'll got to wait till the weekend to receive it (send me your email adress via mp)
http://www.wwiiaircraftperformance.org/fw190/fw190-a8-12jan44.jpgGerman climb figures for the Fw 190 A-5 as shown in the table and charts above are generally given assuming climb and combat power (Steig- und Kampfleistung) engine settings of 1.32 ata and 2400 RPM. The Steigflug section of the Fw 190 A-1 - A-8 Bedienvorschrift-Fl from February 1944, however, states that it was possible to climb with emergency power for 3 minutes with all Fw 190 A production series. Climb rate for the Fw 190 A-5 utilizing emergency power was approximately 1,5 - 2 m/s faster than the A-8 climb with emergency power, therefore, best climb rate at sea level would have been on the order of 3,662 - 3,760 ft/min (18.7 to 19.2 m/s) for the Fw 190 A-5
that's why i've edited the post and addded:
"EDIT: forget the above, i miss-matched with something else."
so forget about it
EDIt: the airframe used for test with fw-190 MP499 was the BR980 spit.
BR980:FF 27-6-42 45MU 28-6-42 AFDU 13-7-42 64S 'SH-E' 4-8-42 RAE comparison trials with Fw190 MP499 Shot down by Fw190s nr St.Valery 5-9-42 FH53.20
if spit climbs in combat rating, it's radiators can't follow with the cooling because of the low speed,full drag and not enough air through the radiators. After 5min you'll get a very supreme pilot hanging on it's "chute with the aiframe going doing with an overcooked gripped engine.
the climb test at full power were done with manually blocked (fixed)radiators flaps in maximal technicly permissible open position, an operationnal airframe has it's radiators fully automatic and not even sure the flaps can open at the same angle as they were when manually fixed.
Anyway, when talking about the spit9, we must consider from what period of time: mid42->mid43 (M61) ; mid43->end( M66) or the mid43->end (M63 tropical).
Do you have proof than 150PN C3 was delivered to operational units in 1943?
(The C-3 grade corresponded roughly to the U. S. grade 130 gasoline, although the octane number of C-3 was specified to be only 95 and its lean mixture performance was somewhat poorer.)