- Thread starter
-
- #21
Ad: This forum contains affiliate links to products on Amazon and eBay. More information in Terms and rules
Hi Tempest,
>Then tell me why Exhaust thrust can't help Ta152H1 at seal level?
I'm not going to ram down knowledge down the throat of a struggling loudmouth who already has his mind made up. My time is too precious for that.
If you seriously want to learn, ponder the question what is different between an engine at its full throttle height and an engine way above its full throttle height, even if the two have the same shaft power at that height ...
Regards,
Henning (HoHun)
I don´t think so:MW50 is completely useless above 6.8km with Jumo213E.
Altough the gain by MW-50 boost was limited at the altitude in question, both GM-1 and MW-50 could be switched on simultaneuosly.To help it [Ta-152-H0] attain this speed it used the MW 50 water-methanol injection system mainly for lower altitudes (up to about 10,000 m or 32,800 ft) and the GM-1 nitrous-oxide injection system for higher altitudes, although both systems could be engaged at the same time.
This picture tells everything.
MW50 is completely useless above 6.8km with Jumo213E.
Even
the position of the pitot tube could add or subtract speed. Just look at the Navy study
between the F4U and the Hellcat. Ended up both had basically the same speeds.
What, a picture drawn by you with colored pencils...? In which you actually erased the original speed curves for the Ta 152H?
I am speechless..
MW 50 was effective up the Jumo 213s full throttle height, up to which the supercharger was capable providing nominal manifold pressure that was around 9.8 km from the graph in static conditions, and about 1000-1500 meter higher in full throttle level flight because of ram.
In fact, MW 50 would effective even above full throttle height, it still added around 4% extra power because of its charge cooling properties, but at those altitude it was generally considered a waste of booster liquid for so little gain.
Using GM1 and MW 50 was probably possible on the Ta 152H at the same time (or perhaps not), but there would be little point in it. MW50 was used as a charge cooler, GM1 did the same trick plus it also delivered oxygen to the engine. So using MW50 next to it would be kinda superflous.
I don´t think so:
Altough the gain by MW-50 boost was limited at the altitude in question, both GM-1 and MW-50 could be switched on simultaneuosly.
This Tempest guy needs to grow a brain...
For "Reiseleistung", supercharger eats 156 PS more than on SL; for "Hochzul", supercharger comsumes more 268PS, for "steig",more 327PS is scrafied, for "Start", need more 407PS to maintain same boost, same air quantity.
For "sonder" which is very high boost(1.8ata?), how much will be taken ? At least 500 PS! And 600 PS is not surprising.
"Sonder" provide 2050PS at SL, how much net output will be left at 3rd FTH? NO MORE THAN 1550PS! 1400PS is not surprising.
.
and, please, explain how you did to calculate the power loss due the the compressor....based on what documents?
thanks.