150 Avgas.. Mike Williams take note

[Angus]

6.888.000.000 gallons in 1944 of the 130 grade (what boost level is that) is roughly enough to power ca 10.000 merlin engines at good or full power, 24 hrs a day for one year.
I recall some thread where there was data about what went to the bombers. AFAIK they would be running on lower octane fuels, and I think that would be a logical choice as well.

[Mike Williams]

For those members with a real interest in the 150 grade fuel story please refer to:
100/150 GRADE FUEL P-51 Mustang Performance, P-47 Performance Trials, Spitfire Mk IX Performance Testing, Spitfire Mk XIV Performance Testing

The shortest way I can think of to condense the history from the US side in the ETO  goes something like as follows:

General Dwight D. Eisenhower was responsible for successfully landing an army on the continent, liberating the occupied countries in western Europe following which the Nazis could be defeated.  He was convinced that 150 grade fuel would be a useful tool to enable him to meet those ends and saw to it that the 8th Air Force was supplied with this grade fuel. Eisenhower got what he wanted.





The 100/150 grade fuel was produced in the UK and delivered to 8th AF fighter units.







The story of fuels used in the Pacific is not yet clear and requires further research.

[Angus]

Merry christmas!
Being overfed and lazy, I ask if you have tests and data on the 130 fuel?

[Mike Williams]

Merry christmas!
Being overfed and lazy, I ask if you have tests and data on the 130 fuel?

Hi Angus:

I find your request for data and tests on 130 grade fuel a little puzzling within the context of a thread regarding 150 grade fuel.  Perhaps you were a bit too overfed and lazy when you posted that bit and meant 150 grade? If your interest is data and tests of aircraft operating with 130 grade fuel please have a look through the WWII Aircraft Performance site.  I’m also feeling somewhat overfed and sleepy from holiday feasting to list them all.  If you really meant data and tests utilizing 150 grade fuel I can list a few to get you started:

Flight Tests on the Lockheed, P-38J Airplane, AAF NO. 43-28392, Using 44-1 Fuel





FLIGHT TESTS ON THE REPUBLIC, P-47D AIRPLANE, AAF NO. 42-26167, USING 44-1 FUEL




Report of 7-1/2 Hour War Emergency Test of Pratt & Whitney R-2800-63 Engine using Power Plant Fuel 44-1
P-47D released for 70 In. Hg MAP using 100/150 fuel with water injection, 24 June 1944


Flight Tests on the North American, P-51B-15 Airplane, AAF No. 43-24777, Using 44-1 Fuel


 








Mustang IV T.K.589 (Packard Merlin V.1650-7), Position error of static vent and brief level speed trials

75” Hg clearance for P-51 B

Well, there’s a bunch more on the P-51 Performance page…

Spitfire J.L.165 with Merlin 66 at 25 lbs. Boost Pressure









Technical Note No.Aero.1501(Flight)





Merry Christmas! ;)

[Charge]

Does that answer what was 115/145 fuel that was referred in the topic document?

-C+

[Rebel]

Egad.  That Spit 14 at 150 +25 boost sea level gets me every time.  389 mph.   Get 'er up to just a measley 4,000ft, and you're crackin the whip at over 400. 

Please, please, PLEASE let this stuff in! 

[Mike Williams]

Hi Rebel:

Generally speaking the Spitfire XIV was cleared and operated at +21 boost (2,200 max hp) when using 150 grade fuel.  Speeds at low altitude would be more like 370 mph at sea level and 390 mph at 4,000 ft., give or take a few mph depending on condition of the aircraft.  See:  610 Sqdn ORB,  Spitfire XIV, Deliveries of +21 Spitfire XIVs, Griffon 65, Griffon 65 chart

Some Griffon engines were cleared for +25 before war’s end though: +25 service approval.  I don’t know how many, if any, saw operational use.  When approval was granted to operate at +25 lbs in service in March 1945 there really wasn’t much need for it given conditions in Germany.

[Rebel]

Hi Rebel:

Generally speaking the Spitfire XIV was cleared and operated at +21 boost (2,200 max hp) when using 150 grade fuel.  Speeds at low altitude would be more like 370 mph at sea level and 390 mph at 4,000 ft., give or take a few mph depending on condition of the aircraft.  See:  610 Sqdn ORB,  Spitfire XIV, Deliveries of +21 Spitfire XIVs, Griffon 65, Griffon 65 chart

Some Griffon engines were cleared for +25 before war’s end though: +25 service approval.  I don’t know how many, if any, saw operational use.  When approval was granted to operate at +25 lbs in service in March 1945 there really wasn’t much need for it given conditions in Germany.

Thanks, Mike. 

<< pours coffee and gets into it. 

Yeah, I'll take those speeds.  That Spit XIV is my favorite- the circus freak of all Spits.  Even the prop turns in the wrong direction!  

[SgtPappy]

Mike, I was wondering if you had the performance figures of the Spitfire XIV's in different fuel configurations late in the war.

I.e. climb rates/speeds of the FR.XIV, bubble canopy F.Mk.XIV, standard F.Mk.XIV ... all of them with the rear-fuselage fuel tanks.
My books state that the FR had 31 IG of fuel in the aft fuselage, the bubble-top (standard wings) with 66 and the standard F.XIV with 75.

[Gwjr2]

So since 150 was used maybe we could have a perk option, like 5 or 10 perks for the good stuff then I could quit putting in my Vodka .......wait that wont work I put that in me