Ad: This forum contains affiliate links to products on Amazon and eBay. More information in Terms and rules
Doh, ... And, of course, the VL Pyörremyrsky.
I don't see that there would be a problem fitting the bigger DB605A
The He 100 may have had 10% less wing area than the Me 109F2 but it also had 15% less weight.
It's wing loading was not particularly high through it admitedly lacked slats. The supposed high landing and takeoff speeds were no more than latter aircraft like the Me 109G-6,P-47, Me 163 etc.
Because of the greater aerodynamic efficiency of the He 100D1 it had somewhere between 560 to 620 miles range on internal fuel compared to about 410 miles for the Me 109F2 due to it superior aerodynamic efficiency. It was smoother, smaller, less wetted area and less frontal area.
Despite that it looks like it managed a much roomier cockpit with a better view.
I don't see that there would be a problem fitting the bigger DB605A. I also don't see a problem with fitting a 250kg bomb or 66 gallon drop tank.
The only penalty was a weak armament and anyting with 1 20mm canon is adaquete.
Are yoiu sure of this Siegfried?
With all our knowledge today about the problems of the Bf 109G with the Db 605?
Many problems with the Db 605 in the Bf 109G were homemade from Messerschmidt, because there was not enough room.
Not all problems of the DB 605 came from Daimler Benz, many problems were the result for not enough cooling and the small room of the Bf 109G.
So I have realy my doubts that the DB 605 and the He 100D would be a successful duo.
I think even the DB 601 E with it's water pressure cooling and much more stuff, could be a problem for the He 100.
Look at the Westland Whirlwind and the problems betweenn the Peregrine and the Merlin engine.
Do you have a source for this? AFAIR this was introduced with the DB 601E and not earlier (maybe except some racing DB 601). DB 601A/B manual does not mention a pressurized water cooling, max oil temps are ten degrees celsius lower than on the 601E as well.All DB601 and I believe DB600 had a pressurised cooling circuit from the begining, so nothing changes between DB601A and DB601E in that regard.
But by this time the DB 600 had finally arrived. Unlike the 211, the 600 was an all-new design that introduced a number of new features. Notably, it used a pressurized water cooling system that allowed it to use much less water inside the engine, and resulted in a smaller and lighter engine and radiator
But by this time the DB 600 had finally arrived. Unlike the 211, the 600 was an all-new design that introduced a number of new features. Notably, it used a pressurized water cooling system that allowed it to use much less water inside the engine, and resulted in a smaller and lighter engine and radiator
Thanks - I knew there was something on wiki I forgot to remove - it's gone now.This is from Wikipedia, but non-sourced there, so take it with a grain of salt:
This is wrong!
Dennis ist absolutely correct
The first pressurized water cooling was introduced with the DB 601E.
It is mentioned correct at the german Wiki! And you can read it at:
Amazon.com: Flugmotoren und Strahltriebwerke (9783763761289): Helmut Schubert, Kurt Grasmann Kyrill von Gersdorff: Books
Flugmotoren and Strahltriebwerke from Kyrill von Gersdorff.
It is correct that Heinkel, Messerschmitt, Daimler Benz and Junkers experimented with racing engines and pressurized water cooling and this experience were used for the DB 601E and the Jumo211G and for the DB 605, DB 603 and Jumo 213!
The Hornet almost suits in this thread, spectacular plane indeed.
If de Havilland is determined to build aircraft in Canada they should take advantage of local resources. Build the Mosquito from Canadian aluminum and power it with Packard built Merlin engines.
If de Havilland is determined to build aircraft in Canada they should take advantage of local resources. Build the Mosquito from Canadian aluminum and power it with Packard built Merlin engines.