Quote:
Originally Posted by Viper2000
I don't understand why you have posted this here. It's the wrong engine from the wrong year fitted to the wrong aeroplane. You have also only posted a small part of the power curve (ie FS gear) and quote neither boost nor rpm. So what's the point?
If, as I suspect, you've posted a +9 curve then great. But why?
If the objective is to refute +12 psi for combat then RTFM because it's in the Pilot's Notes for the correct aeroplanes from the correct year fitted with the correct engines, as is evidenced in the original post.
The existence of a +9 curve does not preclude the existence of a +12 curve.
In any case however, the title of this thread is Effect of boost control cutout prior to +12 psi boost modifications. I wrote the OP because the engine instruments indicate that we've got 87 octane fuel, and I figure that if we're going to have the wrong fuel modelled, we might as well have it modelled correctly.  |
I'm sry Vip but MerlinXX-> 100 oct fuel. 12lb allowed for T.O and used as emergency settings with extensive red taping (this is why you read traces of its use in logbooks).
Boost Curved toped at 9 - Maximum calibrating perf test run. Hurricane - Merlin XX.
I hve detailled the SHP/BHP to give reader a way to understand the origin of dispersiveness in Merlin data on the web