| Date: |
Flight. Nr.: |
Take-off: |
Landing: |
Pilot:
|
| 19.3.1943 |
62 |
900 |
948 |
Bartsch
|
| 23.3.1943 |
63 |
1307 |
1337 |
Mehlhorn
|
| 31.3.1943 |
64 |
1035 |
1108 |
Bartsch
|
| 2.4.1943 |
65 |
1145 |
1207 |
Bartsch
|
| 2.4.1943 |
66 |
1230 |
1245 |
Kampmeier
|
| 5.4.1943 |
67 |
1438 |
1502 |
Bartsch
|
| 5.4.1943 |
68 |
1600 |
1647 |
Kampmeier
|
| Engine BMW 801 D2/20208
|
| Close engine cowl.
|
| Cowl flaps with opening angle indicator.
|
| Armament: 2 MG 17, 2 MG 151 with ammunition.
|
| Take-off weight: 8,532 pounds (G = 3870 kg)
|
| MG FF - belt hatches.
|
| Normal intake with internal air intake supply.
|
| 1. |
Level speeds at take-off power (n = 2700 rpm) with low supercharger gear.
|
|
a) p1 = 1.42 ata normal
|
|
b) p1 = p blower (preliminary test for Methanol addition)
|
| By unscrewing the stop screw for the take-off boost
pressure limit, the cylinders were supplied with full blower pressure.
Blower pressure obtained in the stationary test at n = 2700 rpm
was p blower = 1.54 ata.
The blower pressures obtained in the level speed test flights are shown on the attached graph.
At sea level, (0 meters) p blower = p1
= 1.7 ata was obtained with ram utilization. The corresponding speed
was found to be v = 377 mph (607 km/h). This performance increase
corresponds to an increase in engine output of about 450 - 500 PS.
Whether use can be made of this power increase, through higher blower
pressure, depends on the thermal stress of the engine. In this case,
the thermal conditions most likely would not allow a longer use of this
higher engine power, as the injection pumps are probably adjusted for
the lesser, originally set engine power. Therefore it is probable, that
the engine, which did not break down in this test, was flown with a
much too lean mixture. Whether the permissible cylinder temperatures of
only 180°C in level flight with combat power, have been exceeded or
will be exceeded, would need to be clarified separately.
|
|
|
Langenhagen, 9. April 1943
Gt/Ki.
|
|
