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Old 06-15-2019, 10:01 AM   #41
grafspee
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I wonder how higher octane would affect the engine's limits and breaking point, if at all.
with 150 octane fuel max mp was moved from 67 to 72/75 boosting power from 1700 to lamost 2000 limits on WEP stay the same
v-1650-9 could hit 90" with w/m injection
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Old 06-15-2019, 10:03 AM   #42
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The excerpt came from the pilots training manual for D to K series.
The method of engaging WEP is irrelevant. The relationship between altitude, atmospheric pressure, normal throttle boost, WEP boost, manifold pressure and engine limitations are key to understanding how to stop engine problems. Below 5000 feet normal throttle can deliver enough boost to exceed engine limitations.
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Old 06-15-2019, 10:08 AM   #43
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Originally Posted by grafspee View Post
with 150 octane fuel max mp was moved from 67 to 72/75 boosting power from 1700 to lamost 2000 limits on WEP stay the same
v-1650-9 could hit 90" with w/m injection
Obviously....
I'm talking about cooling. “Breaking point”
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Old 06-15-2019, 10:18 AM   #44
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Quote:
Originally Posted by Skwinty View Post
The excerpt came from the pilots training manual for D to K series.
The method of engaging WEP is irrelevant. The relationship between altitude, atmospheric pressure, normal throttle boost, WEP boost, manifold pressure and engine limitations are key to understanding how to stop engine problems. Below 5000 feet normal throttle can deliver enough boost to exceed engine limitations.
ofc that engien cant run continously at this power setting . But when manufcture company is setting engine limitation rules and we can find 67" 3000rpm allowed for max 5 minutes and later whne 150 octane fuel become avilable 75" was allowed. and trails of plane showing that they used wep at sea level with significant improvments in top speed. dont know what to thing about that. if this 5000ft was so important to engien life there should be some warning in cocpit dont you think
and as i se form charts is that at low alt wep gives the most proformance becouse at alt about 26kft wep gives 2-3mph only in top speed.
and i found it that running engine at around 2800 rpm give much more life time at 67" which is absolutely forbidden to run wep at anyother rpm than 3000
i woudl expect to blow engine in matter of seconds at this power setting

Last edited by grafspee; 06-15-2019 at 10:24 AM.
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Old 06-15-2019, 10:23 AM   #45
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I think the key word in this debate is emergency. You use it in emergencies for a short duration..Engine damage was not unexpected.
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Old 06-15-2019, 10:42 AM   #46
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Originally Posted by Skwinty View Post
I think the key word in this debate is emergency. You use it in emergencies for a short duration..Engine damage was not unexpected.
yeap in fw190 d9 i dont use mw50 at all becoue engine seizing are almost certain
in p-51 i use wep only in death scenarios but now i will not use it at all
i wonder how test pilots messured climb preformance at wep power settings becouse in dcs you got engine dead almost certain

Last edited by grafspee; 06-15-2019 at 10:44 AM.
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Old 06-15-2019, 10:54 AM   #47
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I only use WEP when at very high altitude and need a boost to catch up to or getaway from the enemy. When I first started with the p51 I had lots of engine failures. Now very few failures. Watch the video from Greg on manifold pressure.
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Old 06-15-2019, 11:06 AM   #48
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Originally Posted by Skwinty View Post
I only use WEP when at very high altitude and need a boost to catch up to or getaway from the enemy. When I first started with the p51 I had lots of engine failures. Now very few failures. Watch the video from Greg on manifold pressure.
the biggest mistery is that you can drive spitfire with exact power settings and every thing is ok you can climb 67" with no problem

let me test cilmb from 5k to 15k ft at wep
it climbed w/o probelms
but if use of wep below 5000 is so deadly why no warrning in cocpit about it
i read another p-51 manual from 1944 mention nothing about 5000ft
is 67 or 75" realy gives nothing only engine seizure

Last edited by grafspee; 06-15-2019 at 11:52 AM.
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Old 06-15-2019, 12:07 PM   #49
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maby inducted air temp is too high at low alt cousing knocking and killing engine maby
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Old 06-17-2019, 05:18 AM   #50
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Quote:
Originally Posted by Skwinty View Post
I only use WEP when at very high altitude and need a boost to catch up to or getaway from the enemy. When I first started with the p51 I had lots of engine failures. Now very few failures. Watch the video from Greg on manifold pressure.
Does it say in the P51D manual that you cant use WEP below 5000ft? I know it says that WEP gives little benefit below 5000ft in the DCS P51D manual. I dont remember it saying that WEP below 5000ft causes any more stress on the engine then at any other altidude. There are flight tests that show significant speed improvement at sea level with WEP.

The P51D manual(not DCS manual) says nothing about engine failure. It says that WEP should be avoided because it reduces the lifespan of the engine. It also says that after 5 hours of war emergency time the engine should be pulled for tear-down inspection and reconditioning. Regarding time WEP can be used, all it says is that 95°C oil temp must not be exceded for 5 minutes. It also says that coolant outlet temp should not excede 121°C.

You cant run the DCS P51D WEP for any period of time without engine failure nevermind the 5 hours it says in the manual.
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