Tommy Cookers wrote: ↑
Sat Mar 17, 2018 4:32 pm
Closterman...did he use the 'WI' boost ?
the Meteor was a joke until getting the Derwent 1 (RR's development of the Rover-designed B26 straight flow engine)
the B26' 'improvement' in fuel consumption at so-called cruise took it to 1.19 lb/hp-hr (nearly 3x the Merlin's)
Beamont said all the early jets would run out of fuel before reaching their official max speeds
the Meteor killed hundreds postwar in single-engine flying (training and continuation)
one book says trimming for SE was demanded (dodgy when taking power off to land, then retrim with power to 'go-round')
pprune says it was desperate footload at all times
(was there a secret plan to fly SE to increase their miserable endurance eg in WW3 ?
...of course many piston twins eg Beaufighter, Mosquito, Neptune were also death traps SE at low speed
regarding SE flying for endurance, remember Nimrods often flew on 2 power engines + 1 idle engine + 1 dead engine
deserting pistons for jets was premature and artificial
the US put WW2 pistons back into production in the 50s and even the 60s - maybe the UK should have done so
maybe the L&B PEFA was the Brewster XA-32
the winning single-seat dive bomber/attack aircraft cancelled for delay and 'replaced' with the P-51...
Here's Clostermann on 'going through the gate'..
"...on my tail were six Focke-Wulfs in perfect close echelon formation - exhausts white hot - pursuing
me at full throttle.
With one movement I broke the metal thread to enable me to go to 'emergency' and shoved the throttle
lever right forward. It was the 1st time I had occasion to use it on a Tempest.
The effect was extraordinary & immediate. The aircraft literally bounded forward with a roar like a
furnace under pressure. Within a few seconds I was doing 490 mph by the ASI & I simultaneously caught
up my quarry & left my pursuers standing."
Notwithstanding Clostermann's proclivity for hyperbole, it is an interesting account.
Other Tempest pilots noted that hard flying suited the Sabre best, including a Kiwi pilot who ran his plane
WFO to chase down & bag an Me 262 - after its primitive metallurgy turbines wilted under the strain, 1st.
(Ron Dennis did though, add a caveat - that Rotol props were dependable, subject to this treatment,
whereas de Havilland units were prone to "shedding a blade"!)
The RAF continued flying their Sabre-Tempests hard for another 10 years post-war, inc' ops against the
pugnacious Israeli Defence Force Spitfires, and later in the fighter air-gunnery training role.
Ex-RAF member John Manly noted that when he, on arrival for such training, doubted the ability of the Tempest to provide a realistic target-tug, & so he was promptly told:
"Make no mistake, without the drogue chute, those Tempests have no trouble giving Vampires the runaround at low-level."
& T-C you are correct about the RAF being 'jet-bent' in 1945, to the extent of 'fudging' the results of
comparative trials between their final piston jobs, & the new-fangled jets.
As for the sorry tale of the Meteor ( quickly nicknamed 'Meatbox' by the sardonic RAF chaps), being
pushed through a 'grandfather's axe' rigmarole of mounting ever more powerful turbines, & airframe
fiddle-faddle, while the US & Soviets got stuck into getting 2nd generation swept-wing machines into
service.. its a shocking indictment of - sadly typical - British political-based dithering..
Yes, the twin engine safety-speed threshold for engine-out flight was ( still is, for some) 'problematic'
- shown when both Grumman F7F Tigercat & DH Sea Hornet required significant additional tail surface area
in order to provide acceptable control authority for carrier ops, along with the awful Meatbox stats, too.
Dr Moreau sez..
"Who breaks the law... goes back to the House of Pain!"