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Glider
Captain
The one question that often knocks them off balance is, if C3 was so popular, effective and plentiful why was the DB605 designed for lower octane fuel.
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Gracious…
Overall I would suggest that at times the effect of 100 octane fuel on the Battle of Britain in particular has been overstated. In some publications it has been cited as being critical to the outcome.
I think one could argue that, when taken together, 100 octane fuel, constant speed props and pilot armour incorporated just before the Battle of Britain were indeed critical to the success of the RAF.
Hi Merlin:
I've read similar stories along those lines. Here's one from Tony Bartley of 92 Squadron followed by a scan of the Vigors reference you mentioned:
Tony Bartley DFC, Smoke Trails in the Sky, (Crecy Publishing Limited, Wilmslow, Cheshire, 1997), p. 35.
Tim Vigors DFC, Life's Too Short to Cry, (Grub Street, London, 2006), p. 137.
I'm fairly certain I've a few more around like these; I just have to dig them out.
I should have emphasised that some publications have cited 100 octane as being critical without mentioning the use of constant speed props.
The story of the props is interesting because, as most of us know, the original de Haviiland unit fitted to Hurricanes, Spitfires and Defiants was a two speed unit. In June 1940 de Havilland manufactured conversion kits which turned the two speed propeller into a constant speed unit; these kits were fitted to all frontline de H props by de H specialists in a "crash" conversion programme which lasted about a month (McKinstry Spitfire: Portrait of a Legend 2007 page 172.) Some Hurricanes were already fitted with Rotol CS propellers and there were two squadrons (19 and 54 Sqns) of Spitfires using these units in May. The Rotol units were also fitted to Spitfire IIs and the small number of Hurricane II's which started operations in September.
The addition of these technical factors to the aircraft can make a nonsense of informaiton from any reference book regarding max speed of the Spitfire Hurricane - becasuse it depends, when and with what added! So you need:
A, 1939 Spitfire Hurricane - max speed?
B, 1940 ........ ditto ....... ... ditto ... - with CS prop,
C, 1940 ......... ditto ..... ..... ditto ... .... ditto .. 100 Oct ?
The addition of these technical factors to the aircraft can make a nonsense of informaiton from any reference book regarding max speed of the Spitfire Hurricane - becasuse it depends, when and with what added! So you need:
A, 1939 Spitfire Hurricane - max speed?
B, 1940 ........ ditto ....... ... ditto ... - with CS prop,
C, 1940 ......... ditto ..... ..... ditto ... .... ditto .. 100 Oct ?
I should have emphasised that some publications have cited 100 octane as being critical without mentioning the use of constant speed props.
One main impact of CSU was that it made fighting clearly easier, Pilot didn't need to worry on pitch when moved from horizontal flight to climb/dive and back to horizontal etc. And especially CSU didn't have time or height limits as the higher boost allowed by 100oct fuel.
British fighters got them by crash operation during Summer 1940.
Juha
Hello NZTyphoon
very interesting article, and that clearly have been the source of Morgan and Shacklady, wording is so similar. But in the article there are mistakes, for ex Mike's photos on ORBs clearly show that already on 1st Nov 39 19 Sqn got a Spit with CS propeller for testing and some sqns got Hurricanes with CS propellers while in France.
Juha
Hi Glider,Very good piece NZ, it shows what can be dne when people knuckle down and get on with things.
Hello NZTyphoon
very interesting article, and that clearly have been the source of Morgan and Shacklady, wording is so similar. But in the article there are mistakes, for ex Mike's photos on ORBs clearly show that already on 1st Nov 39 19 Sqn got a Spit with CS propeller for testing and some sqns got Hurricanes with CS propellers while in France.
Juha