Quote:
This is from a researcher, researching another subject (Dutch East Indies Fuel levels prior to the Japanese Invasion) at the Australian War Memorial Archives, from a document, copied to the Australian Military Commission in England in February 1941, by Roll Royce to Lord Beaverbrook outlining past, current and proposed changes to the Merlin; and factors that affect it's performance. It was a collection of lose-leaf typed pages, included as an addendum in a report titled Fuel Supplies to The British Empire And It's Commonwealth; Outlook, Ramifications and Projections For The Prosecution Of The War.
The reason why it is included amongst AWM papers is because the Australian Government at that time was protesting vigoriously about the continued supply of lower grade 87 octane fuel when it too wanted 100 octane for the RAAF. McFarland, Pugh, Hart, Perret, Lumsden and even Churchill have all quoted parts from the report.
The first bulk shipment of 100 octane fuel had arrived in Britain in June 1939 from the Esso refinery in Aruba. This and subsequent tanker shipments from Aruba, Curacao and the USA were stockpiled while the RAF continued to operate on 87 octane petrol. Having secured what were considered reasonably sufficient quantities of 100 octane, Fighter Command began converting its engines to this standard in March 1940, allowing boost (manifold) pressures to be raised without the risk of detonation in the cylinders. This initial increase in maximum boost from 6 lb to 9 lb delivered a useful power growth of around 130hp at the rated altitude.
By the time of the invasion of the Low Countries by Germany in May 1940 the RAF had converted approximately 25 % of it's total fighter force to 100 octane fuel use. The subsequent escalation in air activity and demands placed upon Fighter Command over the next two months put great strain on both the 100 octane fuel stockpiles and aircraft modified to use the fuel. Against the backdrop of total war the RAF found that it's reserves of 100 octane fuel was well below the level considered necessary for widespread use, for any sustained length of time.
Two actions were immediately undertaken by the British War Cabinet in May to resolve the looming crisis. Firstly 87 octane fuel was deemed the primary fuel source to be used until further supplies could be discovered and delivered in sufficient quantities to allow the Merlin conversions to again take place. Those existing fighters already so converted (approximately 125) would continue to use what supplies of 100 octane were available, but all other fighters that had not been modified to continue with the use of 87 octane (of which there was more than adequate supply). The second action was for the British Government to contract the Shell Oil Refining Company to assist the British-controlled Iraqi Petroleum Company at Kirkuk to produce 100 octane fuel. This arrangement proved quite successful as production was quickly converted to 100 octane fuel.
The first Middle East shipment of 100 octane fuel arrived in Portsmouth on 12th August, with a further two deliveries in September and four in October. Although too late to allow widespread conversion for the use of the fuel the deliveries did ensure that from this point on Britain would not be lacking in 100 octane fuel levels. With the newfound supply RAF Fighter Command again embarked upon a Merlin II and III conversion to 100 octane use from late September, finally achieving 100% conversion of it's fighter force by the end of November in 1940.
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Time to answer this directly: I have read the relevant sections in "Australia in the War of 1939-45: Civil: War Economy 1939-42 by S J Butlin. (Petrol and Substitute Fuels 280-292)
http://www.amazon.com/gp/offer-listi...condition=used
1) There was no "Australian Military Commission" or any such organisation in Britain during WW 2.
2a)
The Australian Government dealt directly with the oil companies when requesting stock of fuels of all types, including aviation fuels. "After the outbreak of war stocks continued to come
from the oil companies and to be imported and distributed through their organisation...there were special features in the requirements of the forces: fuel oil for the navy; petrol for the army; and the special high grade aviation fuel for the air force. (p. 285): "Liaison with the oil companies had been maintained from before the war..."(p. 286):
b)
Lord Beaverbrook and the Ministry of Aircraft Production had nothing whatsoever with deciding what types of fuels were supplied to Australia, nor how much. The Australian War Cabinet made decisions on aviation fuel supply and storage "In August 1940 the War Cabinet was asked for a decision on aviation spirit stocks....The suggestion therefore was that the Department of Supply should purchase 3,000,000 gallons and that three 1,200,000-gallon storage tanks be built. The Cabinet approved the purchase...(p. 287)
3) What did need to be co-ordinated with the British was the shipment, allocation of tankers etc. "Diversion of tankers to meet the special needs of the United Kingdom...(p. 28
The book should be available through libraries, second hand bookshops etc so anyone can check.