Hello Ivan, I strongly disagree.
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The division of Take off use and in flight use in the engine limitations section of the notes does not imo amount to much other than stipulating the desired 1 min take off limitation.
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It's clear that they are two different mechanisms. Both increase the boost (and deactivate the boost control) but the "take-off" boost additionally uses "excessively rich mixture":
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As can be seen this indicates removal of the Boost Cutout catch allows further forward throttle movement to achieve up to +12Lbs boost.
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The Spitfire I manual states that "and so open full throttle
at the carburretor at any time". It's not speaking about the throttle lever but the throttle valve, which can't be opened at any time when the boost control is enabled.
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In combat the pilot might enter the fight with Boost Cutout switch already rotated forward ready to go, so he doesnt have think about finding and pushing the cutout switch forward in the heat of combat. Then he can easily get +12 by simply rocking the throttle past the gate and pushing it all the way forward. If not in dire straits then he knows pushing the throttle to the gate will give him rated +9lbs boost.
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As soon as the switch is rotated the boost control is deactivated and and at low altitudes almost any throttle lever setting will give +12 boost.
Also looking at the throttle control drawings it don't see how the switch would prevent the throttle from moving to the most forward position or through the gate.
If both things were the same, how was it possible that in the updated Spitfre II manual take-off boost is given as +12.5 and emergency as +12?