Quote:
Originally Posted by 41Sqn_Banks
According to this article the Merlin was designed as "1,100 hp-class" engine to fill the gap between the 700 hp Peregrine and the 1,500 hp Vulture.
However I don't think Crumpp claims that the Merlin was limited to +4 1/2 boost at any time, if he does he will certainly provide a document to support this claim. I think he consider the "maximum continuous rating" of every engine as the design goal and uses this value to compare different engines. He's free to do so. Others consider the maximum power, and some may use the takeoff power. It doesn't matter, the engine remains the same. |
The first document, dated November 1939, confirms that after modifications the Merlin II and III were cleared for using 100 Octane and +12 boost, and confirms the potential limits of the engine as +17 lbs. It also shows that modifications to the boost control cut out were already in hand:
Paragraph 9: "The modification to the boost control cut out to limit the maximum boost to 12 lbs sq. in. are simple
and in hand (
otherwise full throttle would give about 17 lbs sq. in.)
It also confirms that stocks of 100 Octane were considered high enough to allow Merlins to use it, contrary to Crumpp's opinion, based as it is on a pre-war document.
Paragraph 11: The decision on this question (conversion of Merlins for +12 lbs boost) must be dependent to a large extent on sufficient stocks of 100 Octane fuel;
but as it is understood there are adequate reserves of this fuel for the purpose it is accordingly recommended that approval...be given forthwith.
So far Crumpp has not shown us the relevant pages to confirm his "pilot's notes" are from June 1940, nor has he shown the relevant details of how A.P.1590B/J.2-W was already incorporated into them, as he claimed here:
Quote:
Originally Posted by Crumpp
I have read those Banks. You misunderstand what I wrote. A.P. 1590B/J.2-W is incorporated into the June 1940 Pilots Operating Notes.
If the aircraft in service were most commonly using 100 Octane, those limits would be the ones listed under the limiting Operating Conditions of the Pilots Operating Notes.
That is how it works.
The 87 Octane limiting operating conditions are published as the predominate operating limits of the aircraft in June 1940. References to 100 Octane are minor footnotes denoting specialized circumstances that are not the common configuration.
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I am seriously thinking he has evaded the question. Tsssk tsssk.
