Quote:
Originally Posted by Crumpp
It is an ambiguity...period.
What else needs to be said?
The rest of the argument is built on speculation. What is the difference on the sides?
What sides are there anyway outside of gamer context?? There is only the facts and a mystery to be solved.
If you have consumption documents, why try to plot FC operations vs consumption of 100 grade.
If you see a the curves correspond, they it is probable the fuel was used by FC.
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The level of hypocrisy being put out by the Luftwaffles on this board is astounding.
On one hand they demand forms in triplicate showing every single British fighter aircraft and every single fighter field was provided with unlimited supplies of 100 octane. On the other hand, they put forward claims for the German use of high octane and DB601N engines with a complete lack of documentation.
In the this thread, and the threads from other boards we have had clear and comprehensive documentation for the use of 100 octane presented. This can be summarized as follows: (documentation for all these stages has been provided in this thread or the other threads from other boards which have been linked)
1) As far back as 1937, the RAF and British scientists recognize higher octane fuel provides the opportunity for higher power output and better performance for their fighter and bomber aircraft.
2) The RAF and British government begin planning for the accumulation of stocks of fuel, this begins with the importation of higher octane fuel from the US, but also involves the conversion of British refineries to allow domestic production if the US sources are jeapordized.
3) Testing of 100 octane fuel in the Hurricane, Spitfire and Blenheim aircraft types begins pre-war in March of 1939. Entire Squadrons are converted and standardized to the use of the fuel.
4) As a result of these tests providing successful results in the use of 100 octane, and the accumulation of several 100 thousand gallons of fuel, (more than two years supply) the RAF is given the go ahead to convert the entirety of Fighter Command and selected Blenheim Squadrons to the use of 100 octane. This process is directed to be initiated in March of 1940. The gravity of the strategic situation demands every step be taken. With plentiful supply, there is every reason to move ahead.
5) Reports from both the organizational bodies of the RAF, as well as plentiful Squadron and Pilot reports, during the period May-September 1940, mention the stocking and/or use of +12 boost and 100 octane in Hurricane, Spitfire and Defiant aircraft at all of the sector fields and most of the secondary fields in 10, 11 and 12 Groups, the three RAF Fighter Groups which were most heavily engaged in the Battle. Other Squadron and pilot reports note the use of 100 octane earlier during the Battle of France.
6) Mid battle, a memo is directed to
ALL RAF Squadrons from Air Chief Marshal Dowding, the officer in command of Fighter Command, cautioning all pilots not to over use +12 boost, (only used with 100 octane fuel) in situations which are not emergencies.
7) Consumption of 100 octane fuel rises heavily from the period June to September 1940. Despite this, RAF stocks of the fuel remain plentiful thanks to deliveries from the US.
8 ) All newly manufactured RAF aircraft during the period July-September 1940 are standardized with new equipment which allows them to accept and run 100 octane fuel and higher boost.
With all this documentation, the weight of proof clearly indicates 100 octane fuel was in standardized use by Fighter Command in the 10, 11 and 12 Group areas during the Battle. These Group areas encompass the entire section of Britain represented in the COD map.
Only those who have closed minds and a fixed agenda can continue to against the inclusion of 100 octane fueled aircraft.
Meanwhile these self same naysayers make their claims for the use of high octane German fuel, and DB601N engines, with an infinitely smaller scale of proof.