Author Topic: Our AH Spitfires... (Read 1280 times)

Guppy35 · « **Reply #15 on:** September 07, 2004, 06:47:55 PM »

Quote

Originally posted by Furball
why they decided to model our spit XIV with the version they did to be perked is beyond me.

should have given it bubble hood.

The teardrop canopied birds didn't show until roughly March of 45. The mainstay 14s were the high backs starting with 610 and going from there.

That applies to the XVIs as well

Dan/Slack

Nashwan · « **Reply #16 on:** September 07, 2004, 06:58:26 PM »

Nice pics Furball.

I'm trying to find a couple of clear pics that show the radiator exits with flaps open and "closed".

Anyone got any suitable?

Thanks

Guppy35 · « **Reply #17 on:** September 07, 2004, 07:19:10 PM »

Quote

Originally posted by Nashwan
Nice pics Furball.

I'm trying to find a couple of clear pics that show the radiator exits with flaps open and "closed".

Anyone got any suitable?

Thanks

From photos in the collection. Open and closed views close up of a Spit XIV radiator.

Hope the angle works ok

Dan/Slack

Squire · « **Reply #18 on:** September 07, 2004, 07:41:46 PM »

According to this doc, there was little improvement for the XIV at 25 lbs boost.

http://www.fourthfightergroup.com/eagles/merlin66_18_25b.jpg

I think the version we have is plenty fast?

mw · « **Reply #19 on:** September 07, 2004, 07:56:21 PM »

Hello Squire: That document from 11 July 44 shows that +21 had been cleared but was not yet implemented at the operational level. This page from No 610's ORB shows that their Spit XIV's were modified to +21 about a week later. The improvement at +21 boost amounted to about 6 to 8 mph at SL. +25 boost on the other hand yielded much stronger performance, but operational documentation of its use falls into the 109K 1.98 fuzzy area

Fruda · « **Reply #20 on:** September 07, 2004, 08:07:23 PM »

Then, if the F4U-4C didn't see service in WWII, our F4U-4 shouldn't be perked.

Seriously, it out-performs the P-51D, but not enough to warrant a perk price.

And I think that the F4U-1C should have a default perk price of 5, since it's an F4U-1 with 4 20's (and a nicer cockpit).

Fruda · « **Reply #21 on:** September 07, 2004, 08:09:05 PM »

408mph at 4,000 feet with a +25 boost Mk XIV...

Now that's what I'm talking about!!!

Oh, and I like the Spitfire Mk III's superior performance with the Griffon III/IV @ 12lbs boost, compared to the Spitfire Mk IX's Merlin 66 @ 18lbs boost.

mw · « **Reply #22 on:** September 07, 2004, 08:21:04 PM »

Hmm, on further review, RAE Tech Note No. Eng. 316. shows the following for a Spit XIV at 3,000 ft': +18 - 372, +21 - 393, +25 - 410.

Those higher boost speeds would have to be for a filled and polished aircraft

Urchin · « **Reply #23 on:** September 07, 2004, 10:32:13 PM »

Fear not, I imagine that after HT fills in the PacWar planeset, and maybe the Russian early-war planeset, we'll get some new Spits.

I do agree we need a higher performance Spit for the 1945 MA.. the Spit 14 would do the job nicely I think were it not perked.

Furball · « **Reply #24 on:** September 08, 2004, 08:01:41 AM »

Quote

Originally posted by Guppy35
The teardrop canopied birds didn't show until roughly March of 45. The mainstay 14s were the high backs starting with 610 and going from there.

That applies to the XVIs as well

Dan/Slack

we have the 3 x B.20 option on lgay's, when did they enter service? (i know it was late, im not being a smartarse, just out of curiousity)

Nashwan · « **Reply #25 on:** September 08, 2004, 08:09:39 AM »

Quote

From photos in the collection. Open and closed views close up of a Spit XIV radiator.

Hope the angle works ok

Thanks Dan

The top one is close to perfect, because although it doesn't show the flaps closed, it's easy to see what they will look like closed.

mw · « **Reply #26 on:** September 08, 2004, 08:13:35 AM »

With regards to Spitfire LF.IX low level speeds the following compilation is interesting:

Its quite informative, and rather amusing, to see how what the Air Ministry considered "Normal Maximum Speed" compares against trials data. Reports posted in full at the Spitfire IX page. See here and here for Air Ministry figures.

Crumpp · « **Reply #27 on:** September 10, 2004, 09:37:53 PM »

I just did some calculations real quick on the Spitfire Mk Vc Merlin 45 (+16) vs Spitfire Mk IX Merlin 61 (+12).

I am not going to post the actual results because I am just "guesstimating" the engine outputs.

I have 1515hp at FTH for the Spit V at 13000 feet on (+16) boost.
For the Spit Mk IX Merlin 61 I used 1550 since 13000 feet is just below it's FTH.

If anyone has a Horsepower chart for both engines I will run some calculations for you guys.

Basically my calculations show that for 3 minutes at a time the Spit V has less drag and better performance than the Spit IX. The Spit IX though can maintain it's performance for 5 minutes instead of just 3.

The Spit V has alot less weight than the Spit IX but less drag with roughly the same Thrust to Weight. Their zoom climbs are probably very similar. In the turn fight the Spit V would win.

However the correct power output could reveal a completely different outcome.

Anyway if you are interested in knowing let me know.

Crumpp

Guppy35 · « **Reply #28 on:** September 10, 2004, 10:36:15 PM »

Quote

Originally posted by Furball
we have the 3 x B.20 option on lgay's, when did they enter service? (i know it was late, im not being a smartarse, just out of curiousity)

Stuff I have says the LA7s were in service in 1943. An interesting comment by Author Bill Gunston "By late 1943 the LA7 was probably the best all around dogfighter in service in the world."

Dan/Slack

MiloMorai · « **Reply #29 on:** September 11, 2004, 12:47:56 AM »

Quote

Originally posted by Guppy35
Stuff I have says the LA7s were in service in 1943. An interesting comment by Author Bill Gunston "By late 1943 the LA7 was probably the best all around dogfighter in service in the world."

Dan/Slack

The development of the La-7 (design bureau designation La-120) did not start until the autumn of '43, with production starting in the spring of '44 at plants in Moscow and Yaroslavl. Service introduction was in the late spring and early summer of '44. The prototype did not fly until Nov. '44.

Among the first units to receive the La-7 was the 176th Guards IAP.