Quote:
Originally Posted by *Buzzsaw*
As far as the TA-152C is concerned, only a TINY number flew, (compared to the thousands of Tempests) so any complaints about it should be taken with a LARGE grain of salt.
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As of December 1944, I see 84 Tempest with the 2nd Tactical Air Force, and 20 in Britain, 64/16 were servicable at the time, this including Squadron reserves (ie. RAF Sqns were issued 20 aircraft, but of these 12 flew missions, the rest were reserves).
http://www.wwiiaircraftperformance.o...ov44-may45.jpg
Regarding +11 lbs boost on the Tempest, the transcript of an August 1944 RAF report has to say the following:
Quote:
http://www.wwiiaircraftperformance.o...g/rae1501.html
4. Description of Aircraft and Modifications
4.1 Tempest V (Sabre II.)
Considerable difficulty was experienced on this type of aircraft due to unserviceability. Three aircraft were received from Squadron.
The effect of improving the condition of the paintwork was measured on Tempest JN.783. This was a standard series I fighter aircraft (four 20 m.m. cannon projecting from the leading edge of the wing). The gun muzzles were sealed. There were blisters on top of the wings over each gun. A debris guard was fitted in the air intake.
The paintwork was in fairly poor condition. It was badly chipped along the leading edge of the wing. The wing surface was stripped for a distance of about 2 ft. back from the leading edge and repainted. The rest of the wing and aircraft surfaces were rubbed down only. The aircraft could have been maintained in this final condition without any great difficulty under squadron conditions.
During the test, the engine in this aircraft was giving only +7 ˝ lb./sq.in. boost and as a defect was subsequently found, J.N.738 was rejected for further tests at higher boost.
This aircraft was replaced by Tempest J.N.735 but, during the first flight, the engine caught fire and the aircraft had to be abandoned.
The effect of increasing the boost pressure was measured on Tempest J.N.763. This aircraft was a standard series I fighter aircraft, similar in quality of finish and in external equipment to J.N.738, described above, except that it did not possess a debris guard.
A new boost cam and capsule were fitted allowing an increase in boost pressure to +11 lb./sq.in. The 150 octane fuel was used.
Flights were made at +9, +10 and +10 ˝ lb./sq.in. boost respectively (3,700 r.p.m.) One flight at +11 lb./sq.in. boost was made but engine trouble was experienced and in the subsequent inspection, parts of the pistons and piston rings were found in the oil filters.
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This documentation mentioned above
http://www.spitfireperformance.com/1.../appendixa.pdf
notes that at the end of the V-1 manace (September 1944) Tempest Squadrons reverted back to +9 lbs boost and 130 grade fuel.