Here is some intresting info if anyone wants it. Enjoy!
Tempest V Tactical Trials
In 1944 trials were made with the new Tempest Mk. V. The Tempest was fully compared with the nearest companion, the Typhoon IB. Tactical comparisons were also made with the Mustang III (P-51B), Spitfire XIV, Bf 109G and Fw 190. This is the report from the Air Fighting Development Unit at the R.A.F. station at Witter.
(Note: JN737, which was used for the tests, was a Tempest Mk. V Series I. version. I.e. without the spring-tab ailerons and the possibility to carry drop-tanks.)
INTRODUCTION
According to instructions from Air Ministry (D.A.T.) and from Headquarters, A.D.G.B., letter reference ADGB/S.29156/Air Tactics dated 29th February 1944 refers, tactical trials have been completed with the Tempest V. Aircraft No. JN.737 was delivered by the Hawker Aircraft Company on 8th January 1944 and was operationally loaded. The operational weight is 11,400 lbs.
In order to give a clear picture of the Tempest V it has been compared fully with its nearest stable companion, the Typhoon IB. In addition, tactical comparisons have been made with the Mustang III and Spitfire XIV. Combat trials have been carried out against the Me.109G, FW.190 (BMW)801D and suggestions made for combat with the new FW.190 (DB.603).
BRIEF DISCRIPTION
In its present form, the Tempest V is a low and medium altitude short-range fighter, armed with 4 x 20 m.m. cannon in the wings. It is fitted with a Napier Sabre II engine of approximately 2090 h.p. (same as Typhoon IB). As yet no provison has been made for the carrying of long range tanks, bombs, or R/P. In appearence it is very similar to the latest Typhoon IB except that it has a 4-bladed propeller, much thinner wings and larger tail surfaces.
THE COCKPIT
The cockpit is very similar to the Typhoon. For this reaason, and because the Tempest is easier to fly, a Typhoon pilot will take to the Tempest from the moment he is airborne.
Fuel noodles:
In the Tempest the fuel noodles are different. There are three tanks - nose, main, and interspar, any of which may be selected. The main tank should be the last to be emptied, as the bottom of the tank is funnel shaped to enable the last drop to be consumed. At present there is no nose tank fitted.
Undercarriage Position Instrument:
This is the same as that on the Typhoon, with the exception that the red lights do not go out until the undercarriage doors have locked shut, in addition to the wheel being locked up.
FLYING CHARCTERISTICS
The Typhoon belonging to this Unit had the "prison bar" type of cockpit. This made the Tempest seem much easier to land and take-off. In the air, the engine of the Tempest is very smooth, considerably increasing the pilots confidence. The effect of all the flying controls is far more positve, making the Tempest as delightful to fly as its smaller contemporaries, and much more pleasant than the Typhoon. It feels more solid and easier to control than most aircraft at speeds over 400 I.A.S.
(a) The rudder is more effective in preventing skid than that of the Typhoon, although it is still heavy. Less change of trim is necessary with change of speed, but considerable change of trim is still necessary with change of engine settings.
(b) The ailerons are heavier, but more positve and effective than the Typhoon, especially at high speeds. Later models of the Tempest are to have considerably lighter ailerons.
(c) The elevators are heavy also, but a great relief from the Typhoon, as they are quite positive and there is no tendency to "wind up" in a steep turn. With increase of speed there is a nose-up tendency, easily rectified with the trimming wheel.
Formation Flying:
Similar. There is no difficulty. The clear view increases confidence.
Low Flying:
The Tempest is much easier to low-fly than the Typhoon and the Spitfire. It is thought that this is partly due to a better view, easier handing, and a sense of solidity.
Night Flying:
The Tempest is very nice to handle and easy to fly at night. The exhausts cannont be seen from the cockpit and therefore cause no embarrassment. The stability of the Tempest makes it much more pleasant to fly than the Typhoon. The cockpit lighting is satisfactory, except the the undercarriage warning light is unblinkered. This can be remedied by replacing for day and night with bulb holders. The landing lamp is not very effective. For night fighting it might be necessary to fit glare-less exhaust shrouds, as the open exhaust stubs cause a glare that can be seen on a dark clear night from 1,000 feet.
Compressibility Speeds:
Because the Tempest V increases speed so rapidly in the dive, it is not difficult to enter compressibility range at high altitudes (approaching speed of sound). This can only be done in a dive. The maximum permissible airspeeds at various heights are :
I.A.S. Height
370 30,000
410 25,000
450 20,000
490 15,000
540 10,000
The following is a summary of the R.A.E's instuctions (Report No. Aero.1906) should the speeds at height be exceeded by any type of aircraft. In the dive, the nose may suddenly tend to drop. On no account must the trimming wheel be used to prevent it doing so, but only backward pressure on the stick. When the aircraft has reached a lower altitude where the speed of sound is greater, the aircraft will come out of the compressibility range and behave normally, being pulled out of the dive. Had the trimming wheel been used to prevent the nose dropping when in the compressibility range, there would have been a very sudden nose-up tendency on coming out of the compressibility range. The result of a such a sudden change of trim is liable to cause structural failure.
TACTICAL COMPARISON WITH TYPHOON IB
The comparison is fairly close and clear because the aircraft are fairly similar, differing chiefly in wing section only. The wing loadings are similar (37.4 lbs. Tempest, and 39.7 lbs. Typhoon)
Radius of Action
The Tempest, as it stands, (no nose tank or long range tanks) has approximately the same range as the Typhoon IB without long-range tanks. The fuel and oil capacities of the Tempest are 132 gallons and 14 gallons respectively, compared with 154 gallons and 16 gallons of the Typhoon. The fact that the Tempest cruises at 15-20 mph faster than the Typhoon at the same engine settings approximately cancels out the discrepancy in fuel load. A Tempest fitted with a nose tank (30 gallons) and the 45 gallon long-range tanks (252 gallons total) would have about 1 1/4 times the range of a Typhoon IB with maximum fuel load (243 galls. total).
Speeds
According to the offical speed curves, the maximum speeds of the Tempest at all heights are 15-20 mph faster. This is also true for all intermediate settings. Climbs
The Tempest climbs at a slightly steeper angle and at the same airspeed producing 200-300 ft. increase in maximum rate of climb. Because of its greater cleanliness, its zoom climb is much better.
Dive
For the same reasons as the zoom climb, the Tempest pulls ahead. As the speed is increased it does so more rapidly. The fact is it has the best acceleration in the dive yet seen at this Unit.
Turning Circle
Very Similar. Any difference appears to be in favour of the Typhoon. This is too slight to alter combat tactics.
Rate of Roll
The Tempest has the better rate of roll at all speeds.
Conclusions
Taken all round, the Tempest V is a great improvment on the Typhoon IB. Search View and Rear View
The all-round view from the pilot's cockpit is excellent, especially the rear view. This has been made possible by the "tear drop" hood which gives the pilot a better all-round unobstucted view than any other aircraft- Hun or friendly. It is also fitted to some Typhoons.
Sighting View and Fire-Power
The aircraft is fitted with the Mark II sight. The installation should be modified in some cases to produce direct reflection on to the windshield. The sighting view is about the same as the Typhoon, being approximately 4 1/2 degrees. It is also fitted to some Typhoons.
The Tempest is a steady gun platform. Air-to-ground the aircraft has the same slight tendency as the Typhoon to fly into the ground, being not so good as the Spitfire in this respect. The guns cannot be depressed any lower than parallel to the datum, so this defect cannot be overcome.
Armour
Of a similar design and installation as on the Typhoon aircraft, with the exception that the head-piece is a trifle larger in size.
Thickness of headpiece - 9 mm.
Thickness of back pieces 6 mm.
All fuel tanks are self-sealing. Bullit-proof windscreen is of "Dry-cell" type. Front side of outer gun ammunition tanks have a piece of 1/8" armour plate.
