Ok some words about the Jumo213 engine:
The first 213A-1 engine had 1750hp power for takeoff (startleistung). With a "rüstsatz" (modification set), 1900hp could be obtained with increased manifold pressure. Some sources / charts call this already "Sondernotleistung" (special emergency power), i.e the climb chart from Naudet. With an additional apparatus, the usage of mw50 was possible with increased boost- sources or charts which were calculated with mw50 call 2100hp now "sondernotleistung" and 1900hp "startleistung" (like my engine performance chart).
Be also careful and look at which RPM the engine was running! Combat power@3000rpm is a bit less power than combat power@3250rpm.
2240HP wasn´t realized during the war afaik. It´s a theoretical number for the future (dotted line).
The 213E-0 engine produced at the beginning "only" 1870HP with C3 fuel - So maybe some calculation for the 152 were done with 1870HP.
The E-1 engine produced 1750HP with B4 fuel for takeoff and emergeny, and 2050HP with MW50. So the 152H1 will be the first german single engine fighter in WB and AH with more than 2000HP, when Pyro models the D9 with 1900HP
To R4M
I dont know the drag of the Fw190D9, but you wont convince me that it causes a loss of 30mph
Drag area A8 (for fast flight, cw0*F): 0,485
Drag area D9: 0,444
thrust of propeller (i think for takeoff, but i´m not sure):
A8 (1800hp): 1836kg
D9 (1900hp): 2027kg (2100hp):2227kg
A8 (interpolated to 1900hp): 1938kg
ok?
not true, D9 turned better than A8. Way better
False. D9 was 300lbs lighter, but had a longer fuselage with tail more separate from the wing than A8. I recall reading here that only because that, 190D9 would be worse turner than A8. And I believed that. Anyway with 300lbs less, D9 would be slightly better turner than the Fw190A8 and A8 can't turn with P51D. I know it well,lol
Plus, Zigrat excell sheet also said it. Sorry, but the d9 will turn worse than P51 (I wish it didnt ), more if the P51 uses flaps.
better wingloading = smaller turnradius
more power = turning faster = again smaller turnradius
long fuselage is not so bad for turning - a good design can even increase your total lift (i.e. the F104 starfighter), and here you must leave the very simple formulas which are the base of calculation like Zigrat did. The theory about the influence of the fuselage is very complex (i don´t know it btw, i´m not an aeronautical engineer)
´50 are maybe better in AH. I say that an american figher with 6*´50 would have had
a lot of problems to shoot down one of their own heavy bomber in reality. ´50 were spray and pray weapons, HTC went the opposite way recently and decreased the dispersion (afaik) ...
P51 was heavier, yes, and not very much power for this weight. Very good topspeed due to excellent aerodynamic, but for E-retention/turning/climbing/zooming you also need a powerful engine.
In aces high trim is manual, so that advantage is gone
Yes the advantage is gone (again no advantage for 190) - but i´d say because everyone can use automatic trim with the combat trim feature now.
So again no advantage for the 190, but what rests again is the disadvantage of more weight, because the weight of the 190 in AH is of course WITH this features (kommandogerät (single lever control) + automatic trim system).
Anyway then you are wrong too, SL speed listed for the Fw190D9 in that chart is 380mph, how come, if it is on a smooth painted D9?...shouldnt it be faster,then?
curve4 in the chart from Naudet says 373mph@sealevel for ~1900hp. Or look at the critical altitude in the table, 5,7km - so this number from the table (380mph) is definitly for ~1900hp!
Here Yak9u is 15mph faster than the 190A8 at Sea level. It should be 15 KM/HOUR faster.
You better adress this to pyro, not to me
The A8-handbook- from vermillion mention increased boost (~1,6ata). This is equal to 2000hp.
and seems an official RLM document
I´d say it´s an official company document from Focke Wulf, not from the RLM.
Let´s explain the 5 curves from the chart from Naudet:
Curve 1 (~565km/h@sealevel): takeoff and emergency power with B4 fuel >> 1750HP
Curve 2: special emergeny power with C3-fuel (without mw50) >> ~1900hp
Curve 3: special emergency power with charger in 2nd gear used already at sealevel >> 2100hp
Curve 4: Special emergency power with B4 fuel and increased boost (mw50 mentioned) >> ~1900hp
Curve 5: climb and combat power with B4 fuel and (!) 3250RPM. climb and combat power with 2900rpm was 1400hp, so this could mean approx. ~1570HP.
The Tempest and the Dora. I don´t know the source anymore, but i read from a test after the war between a D13 and Tempest. The D13 was flown by a german POW afaik. The fight began and after some minutes the german pilot was able to turn inside the Tempest. Maybe someone knows more about this?
Fw190D9's time to reach to 6560feet is 2.1 minutes, that is some 3300ft/minute of initial climbrate. The tempest wins hands down
Look again at the climb chart from Naudet: Initial climbrate @ sealevel 21m/s = 4100ft/min with 1900HP!
And you make the mistake again to compare turn radius, not turnrate! Often during WW2, only turnradius was compared ("...was able to turn INSIDE..."), and not always turn rate.
A plane with higher wingloading has a larger turn radius (assuming same Clmax), but a more powerful engine can allow it to fly a larger circle faster (what tightens the turn now), thus same or maybe even better turnrate.
niklas
