[Vasya]

http://www.wwiiaircraftperformance.o...190d9test.html

Condition:

Motor Jumo 213 A/1021521862
D-9 series condition
Surface primed with a high gloss polish
Armament: 2 Mg 131, 2 MG 151
ETC 504 to 19.9
Fixed landing gear doors to 19.9
Operable landing gear doors from 19.9
Radiator flap in front of the air intake fixed in flush position from 18.9.
Long intake scoop (Eintritt bis zur Kühler klappendrehachse vorgezogen). 29.9 ./. 1.10.

Program:

1. Dynamic pressure calibrated over the test range (Maßstrecke).
2. Level speeds with combat and take-off power:
a). With ETC 504 and fixed landing gear doors.
b). Without ETC 504 and with operable landing gear doors.
3. Check of the manifold pressure pattern with flush postion setting of radiator flap in front of the air intake.
4. Climb performance at full flying weight.
5. Coolant and lubricant temperatures while climbing at combat power.

Results:

1. Determination of position error has been carried out over the test range (Maßstrecke) using the Eltron pitot tube as delivered. The enclosed graph shows the error, in the common speed range, with and without consideration of compressibility.

2. Level speeds were determined for combat (n = 3000 rpm) and take-off power (n = 3250 rpm) from 8 bezw 9,5 km high, with the radiator flaps in Sträke position. Maximum speed at combat power, with ETC 504 and fixed wheel covers, was 391 mph (630 km/h) at 19,028 feet (FTH) (5800 m.) . At take-off power and as delivered with ETC 504, 407 mph (655 km/h) was reached at 19,849 feet FTH (6050 m). An improvement of 5 to 6 mph (8 to 10 km/h) resulted through removal of the ETC 504 and replacement of the fixed with the main (movable) wheel doors. Despite the high surface quality of the machine, speeds at full throttle height were ~ 9 mph (15 km/h) below calculated values.

Speeds were no higher than Werk Nr. 210001, which did not have special surface treatment. The influence of a smoothed surface is checked by the treatment of 210001.

The speed spread between combat and take-off power with this machine falls ~12 to 13.5 mph (20 to 22 km/h) under and ~15.5 to 17 mph (25 to 28 km/h) over full throttle height.

Since the engine is from the first batch, and the supercharger consequently received no special treatment, the full throttle height lies over ~ 1,312 feet (400 m) too low.

3. By fixed setting of the non-powered radiator flaps before the air intake in flush position (on 20 mm) an improvement in the full throttle height of around 700 m could be obtained in the climb, when all remaining radiator flaps were fully opened. Hiermit ist nahezu das Optimum erreicht, da durch Schließen aller Drehachse der Kühlerklappen keine wesentlich, grössere Abfallhöhe ermittelt werden konnte. Über diese und weitere Versuche mit bezw. ohne Strahldüsenabdeckblech erscheint ein Sonderbericht mit genauen Angeben der erflogen Werte einschl. Ladelufttemperatur.

4. Climb at combat power, represented on the enclosed graph, was accomplished with full D-9 flying weight of 9,480 lbs. (g = 4300 kg). The radiator flap in front of the air intake, and all remaining flaps, were set to flush position from 9 km to 10000 m. At 29,527 feet (9000 m) all radiator flaps were set on flush, whereby an increase of over ~ 2 m/sec in the rate of climb as well as an increase of the service ceiling to 34,448 feet (10500 m.) could be obtained.

5. Several short, consecutive flights were made as a check of the influence of the radiator flap, set flush, on the engine temperatures in climb. From a comparison of graphs 4 and 5, no substantial difference was found. The following was determined in climb, with all radiator flaps on, at the peak temperature height Umkehrhöhe :

Coolant temperature, radiator entrance tKE = 114° (related to teina + 26°). Lubricant temperature, engine entrance töME = 130 ./. 132° (related to teina +21°).
The following was determined in climb, with the flaps in front of air intake set flush:

tKE = 115° (teina + 26°).
töME = 131° (teina +21°).

Therefore the radiator quality is not affected to any measurable degree by the Querachnittsverengung (vergl. F.W. 190/210001). It is remarkable that this engine shows around 10° higher coolant temperature than has previously been measured on a 213 A .

Langenhagen, 7 October 1944
Gt/Schw.

Level Speed Summary

Combat power with ETC 504 Combat Power without ETC 504 Take-off power with ETC 504 Take-off Power without ETC 504
S.L 324 mph 330 mph 339 mph 345
FTH 391 mph at 19,028' 395 mph at 18,865' 407 mph at 19,849' 413 mph at 19,849
Level Speed Performance Flugbericht Fw 190 D-9/210002 Nr. 1 (pdf)