To clear a few things up on GE factory equitment or not.
For GE production there were 3 stages, factory, front yards and squad yards (hope those terms hit it right).
The factory delivered planes to the front yard, were it was checked and weapons etc. were installed, together with some special equitment (MW50/GM-1). Than it was flown to the squads, there in the squads yards each idividual pilot could (if he was a "mechanics" friend) configure his personal machine. Including different boost systems, weapon load outs, extremly poolished surfaces etc.
In january 1945 i.e. GE noticed that it was more efficient to install MW-50 in the factory and not in the front yards for the D9, this is why no D9 had factory installed MW50 in 1944, but from the books i read it got to the front with it.
Also little addition to D9 boosting systems:
there a atleast 3 know typed of boosting for the D9:
1) take-off & emergeny power
Emergency power (i.e. take off or emergency) On aircraft without the "Ladedruckssteigerungs-Ruestatz"this power setting would yeild 1750ps, sustainable for something between 10 to 3 minutes. With the "Ladedruckssteigerungs-Ruestatz" this becomes 1900ps, sustainable for 30 minutes on the deck.
-->this is the "normal emergency power"
with the topspeed of 421mph at 21K (@1750hp)
2)Sonder - Notleistung - Special Emergency
The Special Emergency power is the same principle as in the Fw190A. That is, bleeding of the airline of the blower to induce a petrol surge and use it as a charge cooler. The setting was the same as in the A8. There was a button, or lever, on the control panel to open the valve. To summarize, it was a petrol injection in the eye of the blower. It had the effect of increasing the boost by its charge-cooling effect. It could only be used at full speed and 3,250 rpm. It was usable for 10 minutes, This power curve is listed with C3 fuel and would produce 2130ps or 2100 hp.
After the use of this Special Emergency power, no form of Emergency power could be used for at least five minutes
--> this is without MW50 but with C3 fuel (widely used in DORA equitment squades i.e. JG26)
with the following top speeds
382 mph/sea
438 mph/18K
3)Sonder - Notleistung mit Laderdruckerhoehung mit MW50 u. 1.8 ata. Special Emergency Power (with MW50) 2100PS at 3,250rpm, MW-50 at 150 l/h and B4 at 800 l/h.
Maximum power with MW50 was 2,100 hp at 3,250 rpm and was not to be used above 16,500ft. (around 5000 meters). In any case, the RAE tested the Jumo 213 A-1 with MW50, and at 21,000ft the engine
produced 1680 hp instead of the 1600 hp. At that altitude the output is the same whether you are using Takeoff & Emergency or Special Emergency power
--> this is with MW50 but also with only low octance B4 fuel (there is also a combination of C3+MW50, but yet no data was found on the exact specifications, but as in some squads there were "race horse" D9 which pilots never feared the speed of any allied fighter, it is to 95% sure that this setting was also used, estiminated power output 2240hp)
Topspeeds for MW50+B4 fuel:
377 mph/sea
430 mph/17,7K
as u can see the AH D9 closely matches this last data
but the prob is such a Dora would have 2 types of emergency power:
MW50 for 4x10 minutes boost
normal emergency setting that could be held for 30 mins due to the ladedrucksteigerungsrüstsatz (this would also be faster than setting 1) cause ladedrucksteigerungsrüstsatz increases emergency output without boost additive from 1750 to 1900hp)
and last but not least the combat and climb setting could be held indefinitivly with the ladedrucksteigerungsrüstsatz
NOTE: all speeds with ETC 504 rack, add 5mph below critical altittude and 7.5mph above it
I have not prob if we get a P47-D11 with paddleprob, but than i also want all the options for the D9 (maybe also the lader-A rüstsatz that gives a SEA level speed of 398mph with ETC 504 rack)
Btw if u say the plane must be "factory new" for the D9 in AH we would need the data from point 2)
which means it is to slow at all altittudes atm.
[ 08-04-2001: Message edited by: Naudet ]