Quote:
Originally Posted by pandacat
Horseback, going back to PP and CEM questions. I tested it on F4F-3, going 95%to90% does get a higher speed, especially with a little nose down attitude. However, it only works on a certain altitude. I remember hearing someone say different altitude has different PP settings. The learning curve is pretty steep in the field of CEM. Wanna set up a new thread to discuss PP and throttle settings in more details?
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Try taking it all the way down to 80%; the F4F is generally sluggish unless you're getting salt spray on your windscreen (at which point 120%/Full Rich Mixture will help keep your engine cooler), but many aircraft benefit from starting in low gear and gradually shifting to a higher gear for sustained speed and run still keep temps below overheat.
I had a thread that centered on acceleration tests the last three or four months; a lot of useful information can be found there, and if you can find the Pilot's Notes for the Martlet or F4F somewhere, there will be some Good Stuff there too. Simply put, though, the Wildcat was a classic case of the underpowered fighter. It's too heavy for the horsepower it has (and the FM-2, which was over 500 lbs lighter and had an extra 200 horses below 20K ft PLUS being that little bit aerodynamically cleaner simply doesn't have an FM that reflects that). According to
America's Hundred Thousand, the Wildcat was pretty low drag but that little R-1830 wasn't enough for serious performance (and an R-2800 was almost two years off).
The Bearcat, which was the ultimate expression of the R-2800 powered fighter, looks a lot more like an FM-2 with a cut down rear fuselage and a bubbletop than it does like a refined Hellcat to me.
cheers
horseback