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  1. G-suits were mandatory in the 8th AF fighter pilots and optional for 9th AF pilots for P-47s and P-51s from August 1944 onwards.
  2. Well, a regulator can only worsen it if it isn't optimized, as can be seen in the graphs for the D-10 , where it is pointed out the aircraft can't maintain 56" as high as it should in a sustained climb because of the regulator. It is possible the A-23 solved this issue, but in high speed level flight, this issue wasn't there, the regulator didn't inhibit the high speed performance of the aircraft. The other difference I can find in manuals is that aircraft fitted with A-17s had WEP engage in the last 1/8 inch of throttle travel. The A-13 and A-23 had WEP engaged with a switch on the throttle.
  3. which means that the specs documents, the critical alts are either for 18,250 rpm (in my opinion seems most likely to me at this moment) or 20,000 rpm, because the only way to get a worse critical altitude is to have a lower max turbo rpm
  4. D-10 in the test is holding 56"Hg at 31,000ft at 22,000 RPM
  5. But the D-25 onwards had a different turbo rpm limit - increased from 18250 to 20,000 and 22,000 being the max for 15 minutes. The D-10 propeller tests ran with a turbo limit of 22,000 rpm reached up to 31,000ft with 56 "Hg If the document displayed data for 22k rpm, the critical altitude for the D-25/26 should be 31k ft and for the D-27 to 30 in the region of 28-29k ft. But they are not. Their crit alts are similar to the D-22/23 in the document and the D-22 in the 150 Octane tests
  6. I have to question what the turbo RPM limit used in the D-22 150 octane test is. The P-47D-10 tests on wwiiaircraft performance are at 56" Hg and a turbo RPM limit of 22,000 and in those tests, the critical altitude at high speed is 31,000ft for that power setting. The manuals for the D-25 onwards give a turbo rpm limit of 22,000 for 15 minutes. Going back to these images I have doubts that the D-25 and D-26 have the same crit alt as the D-22 when the manuals give the D-25/26 a higher turbo rpm limit, which will only increase the crit alt; as we see in the D-10s it would be 31,000ft for 56"Hg. It seems to me that the data is for 18250 turbo rpm for all 3 planes The D-22 150 Octane test seems to have been likely at a 18,250 rpm limit, given that the crit alt in the speed graphs at 56"Hg was 29,000ft, the same as in the spec book, and it seems that the data for the aircraft below is also at 18,250 rpm meanwhile at 22,000 rpm the critical altitude for the D-30 in this case is likely 29,000ft at 64"
  7. Bf-109F-2 and F-4 are quite different though, primarily the different engines and different propeller leading to quite a difference in performance. P-51D-5 and D-15 have very little difference between themselves in performance
  8. The P-51 dive test and manuals also mention the high speed behaviour of porpoising with fabric elevators. The later Mustangs with metal elevators and a modified stabilizer incidence angle have a more controlled behaviour
  9. Elevator stick forces of P-51s are mentioned in T.O's at different CoGs http://www.avialogs.com/index.php/en/aircraft/usa/northamericanaviation/p-51mustang/to-01-60j-28-flight-characteristics-and-restrictions.html
  10. Press release by the Luke AFB says that the most modern anti-g suits (FCAGS) give up to 3G of protection , double that of the older generation (ATAGS) https://www.luke.af.mil/News/Article-Display/Article/358586/new-g-suit-comes-to-luke/
  11. We already have the increased boost for the Tempest of +11psi
  12. 8-9m/s is nearly double the sink rate when a modern jet aircraft lands on a carrier. If a land based aircraft landed at that descent speed it probably would damage it.
  13. 64" Were for the whole P-47D fleet
  14. P-47 we should be getting is at 64"Hg (~2600hp) instead of 58" (~2300hp) That P-47 chart shows the P-47 underperforming compared to other data like the Tactical Planning and Performance charts that has data for 2300 hp Speed compare to D-26 for example 30,000 ~405mph vs 423 mph 20,000 ~360 mph vs 397 mph 10,000 ~355mph vs 368 mph And climbrate 30,000 ~1300ft/min vs 1475 ft/min 20,000 ~2000ft/min vs 2340 ft/min 10,000 ~2600ft/min vs 2675 ft/min
  15. 1) Engine time limitations are primarily to achieve a target time for mean flight time between overhauls 2) For Luftwaffe aircraft like the 109K-4 and 190A-8 there is documentation that the max time allowed on WEP is 10 minutes with a 10 minute "break" at combat power. For the Allies, there is nothing specific on how many times you are allowed to repeat. The RAF General Pilot Notes that supersede the specific aircraft pilot notes say the limits are for "reasonable use" and that the combat situation may justify disregarding these limits. There are also things like the P-47D has enough water injection for 15 minutes of WEP, yet the manual only allows 5 minutes, in 1943, the tactical range of the P-47C accounted for 20 minutes of use of military power, when the manual limited military power (2700 rpm, 52"Hg) to 5 minutes at the time.
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