MiloMorai

What happens to a 109 when it stalls with the slats extended?

Late war (Dec '44??) there was a controller that fixed the problem. Don't know how well it worked.

Unfortunately Curtiss is wrong. The wings of the b,c,d,k, were the same thickness

You must have a reading comprehension problem if you got that these versions were the backbone of the Luftwaffe in 1944.:music_whistling:

Fw 190A-4 0140581 TE+GC was lost 100% on 30.06.44 by Flgz. Überf.Geschw.1. FW 190A-6, 530323, Dietz, Uffz., , , , Flzg.Überführ.G. 1, , , , , 30-Jun-44, Killed in crash due to engine trouble

1976 documentary on the Spitfire

I think this video is appropriate for this thread, https://www.youtube.com/watch?v=0ikDd1gTuoE&feature=youtu.be

Why just the 262 as the K-4 and D-9 had issues as well.

Is prop 9-12199 the standard prop fitted to the K-4?

The results were the same doing right turns?

Here are some English Pilot Notes for you, [ame]http://zenoswarbirdvideos.com/Images/Me262/262PilotHandbook.pdf[/ame] This could be the same, https://books.google.ca/books/about/ME_262_A_1_Pilot_s_Handbook.html?id=6DBOnwEACAAJ&redir_esc=y

Those 37 Me262s came from III./JG7. They didn't all attack together. After the attack ended III./JG7 was considered virtually annihilated (crashing due to bad weather). JV44 only got its first Me262s on March 14 1945 and it was only 3 a/c.

Definitely another attempt on the P-51. The 109 and 190 should have to load 400l and 525l.

Until there is a map where one has to fly for hours before any combat takes place then full tanks are a handicap for those a/c like the P-51 that can carry a lot of fuel.

For armament it was 2 types of wings - 2 20mm + 4 .303" or 20mm + 2 .50". The Spitfire IX/XVI could have 3 types of wing tips - extended, standard and clipped.

Scroll down to pg 78 http://www.scribd.com/doc/34811808/North-American-P-51-Mustang-Pilot-Training-Manual#scribd

:cry: Normal like if you are cruising down the road and your vehicle starts doing what is said in the graphic.:wallbash:

As a result of several months operational use with the fuel, an SOP – designed to reduce power failures on take-off, leading troubles in flight, and other things which were causing early returns and abortive aircraft – was published. This is inclosure no. 1. Almost immediately after this section published this SOP practically all of the troubles then existing ceased, although it was necessary to change plugs after each two missions or thereabouts. http://www.wwiiaircraftperformance.org/150grade/Consumption_150_Grade_fuel_Barrels.html From June 1944 to year end that was 47,950,000 Imp gal of fuel consumned. If the 8th AF wasn't using the fuel then it must have been the RAF. As for your graphic in Post #54 that is for normal running of the engine, NOT when the throttle is chopped. If you are an A&P as you claim, you would know that their would be raw fuel in the exhaust especially with the rapid closure of the throttle. British Mustang IVs (P-51D/K) were using 25lb boost.

An update for the link which has added many more countries and the airfields located in them. Some might be worth exploring as the long/lat are given and you never know what can be found. [ame=" http://www.ww2.dk/Airfields%20-%20Germany%20[1937%20Borders].pdf"] Germany [1937 borders][/ame] [ame=" http://www.ww2.dk/Airfields%20-%20Austria%20[1937%20Borders].pdf"] Austria [1937 borders][/ame] [ame=http://www.ww2.dk/Airfields%20-%20France.pdf] France[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Belgium%20and%20Luxembourg.pdf] Belgium and Luxembourg[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Netherlands.pdf] the Netherlands[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Denmark.pdf] Denmark[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Norway.pdf] Norway[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Finland.pdf] Finland[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Poland.pdf] Poland[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Czechoslovakia.pdf] Czechoslovakia[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Hungary.pdf] Hungary[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Bulgaria.pdf] Bulgaria[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Romania.pdf] Romania[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Yugoslavia.pdf] Yugoslavia[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Albania.pdf] Albania[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Greece%20Crete%20and%20the%20Dodecanese.pdf] Greece, Crete and the Dodecanese[/ame] [ame=http://www.ww2.dk/Airfields%20-%20Italy%20Sicily%20and%20Sardinia.pdf] Italy, Sicily and Sardinia[/ame]

P-51 (V-1650 Engines). The same type of lead fouling as described in a and b above happened in the case of the P-51 except that is was probably more serious than in either of the other two types. Using 130 grade fuel with 4½ cc. of lead, the average operational P-51 could last 5 missions (roughly 25 hours) before the fouling required plug change. With 150 grade fuel containing 6 cc. of lead, 10 to 12 hours, or normally 2 missions, was the average length of time between spark plug changes or cleaning. At various times in the six months of operation of P-51 aircraft on 150 grade fuel many other maintenance difficulties were attributed to the fuel, but final analysis proved that the only real effect of the fuel was the lead fouling. Some units maintained that they had some deteriorations of seals, but this was not borne our throughout the command, nor was there any concrete evidence that it existed in the units. The excessive fouling of spark plugs usually exhibited itself in roughing up of engines after a couple of hours of low power cruising. Periodic bursts of high power in most cases smoothed the engine out. However, if the engine was allowed to go too long a period without being cleaned out, the accumulation of lead bromide globules successfully withstood any attempts to blow them out. In some instances, long periods of idling while waiting for take-off and a failure to use high power on take off resulted in loss of power during take-off run and in some cases caused complete cutting out with subsequent belly landing. The cases of cutting-out on take-off definitely attributed to excessive fouling were comparatively few, although numerous enough to list it as an effect of the extra lead. As a result of several months operational use with the fuel, an SOP – designed to reduce power failures on take-off, leading troubles in flight, and other things which were causing early returns and abortive aircraft – was published. This is inclosure no. 1. Almost immediately after this section published this SOP practically all of the troubles then existing ceased, although it was necessary to change plugs after each two missions or thereabouts. You are confusing PEP fuel with 100/150 fuel Crumpp.

Well, the pilots did not follow procedure. That is, they didn't run up the engine before beginning their take off run. My stock Harley has baffles and I can make it pop. One thing I haven't seen mentioned is that the incoming fresh charge is used to help purge the combustion chamber of used charge. Some of this fresh charge ends up in the exhaust system.

Fouling occurred at partial throttle. Opening up the throttle cleared the plugs.

He was shutting down the Griffon and clearing the plugs.

In late Winter of 1943-44 the Allied Expeditionary Air Force (A.E.A.F.) decided, pending further trials, not to employ 150 Grade Fuel for Overlord due to spark plug issues, however, it was intended that 150 Grade would be used when proved satisfactory. Meanwhile, cross channel operations by two squadrons of P-47’s and one P-38 using 150 Grade fuel revealed an increase of speed and climb characteristics at the expense of spark plug difficulties. The Production Division was directed on 28 March 1944, under the authority of the Commmanding General, Army Air Forces, to modify all P-38, P-47 and P-51 airplanes in the United Kingdom for the use of Grade 150 fuel, with the necessary modification kits to be shipped to the European Theater of Operations within 30 days. It was decided that Grade 150 fuel was to be the only fuel available for AAF fighter airplanes in the United Kingdom. Successful service tests led in May 1944 to the Eighth Air Force Fighter Command requesting that it "be supplied immediately with grade 150 aviation fuel for use in P-47, P-51 and P-38 planes". Deliveries of Grade 100/150 aviation fuel to AAF Stations commenced within a week of the landings in France. The change over to 150 grade fuel necessitated the resetting of all aneroid switches on the P-51s.

As the 8th and 9th are mentioned Table 89 would be more appropriate, tho it does not change the ratio of P-47 : P-51. The VIII FC of the 8th AF got the majority of the Luftwaffe 'kills' despite there being less P-51s overall in the ETO.