This speed applied to climbs at both normal and combat ratings.ĭetails of the climb performance are given in Tables I, II and III and are plotted in Fig 1. (approximately full throttle height in F.S. The best climbing speed found from partial climbs was 160 m.p.h. The position error curve is given in Fig.3, the position of the pressure head in Fig.4, and the correction to altimeter when connected to the static of the A.S.I. Reductions of the results have been made by the method of A.& A.E.E. The performance results are summarized on the first page of this report. The tests were made between 15th August and 15th September 1942. The radiator flaps were closed for all level speed tests, giving the minimum drag position. (iv) Level speeds both with and without the 30 gallon tank were measured in M.S. The best climbing speed found from test (ii) was used. On all climbs the radiator flaps were fully open. and this procedure was used on the climb with the 30 gallon tank. was permitted on the climb above 30,000 ft. Prior to the introduction of combat rating, 3000 r.p.m. due to altitude in less than 5 minutes in each supercharger gear.Ĭlimbs were also made with a jettisonable 30 gallon fuel tank fitted externally beneath the fuselage. The rate of climb was such that the boost fell from +15 to +12 lb/sq.in. Combat rating is normally permitted only for periods of 5 minutes, but a concession was allowed on this limitationįor test purposes and the full climbs were made in this rating. (iii) Ceiling climbs were made using both normal and combat rating. (ii) Partial climbs were made using both normal and combat climb ratings to establish the best climbing speed. (i) The position error in level flight was measured between 320 m.p.h. The following tests are dealt with in this report. Maximum all-out level flight and combat climbing (5 min. Maximum for continuous climbing(60 min.limit) 2850 +12 The following engine limitations were relevant to the tests made:. The take-off weights for these trials were:. The 30 gallon external fuel tank fitted during some of the tests was of the type that can be fitted to the MK.V. The aircraft was finished in normal fighter camouflage. One coolant radiator and the oil cooler were housed in a duct beneath the port wing and a second radiator and the intercoolerĬoolant radiator in a similar duct beneath the starboard wing. Individual ejector exhaust stubs were fitted. No snowgaurd was fitted over the air intake. The bulletproof windscreen was fitted internally. The ejection chutes beneath the wing relevant to the guns fitted were open.Ī fuel cooler was fitted in the port wing root with an intake duct in the leading edge.Ī rectangular rear view mirror without fairing was fitted above the windscreen. The leading edge gun ports and the muzzles of the 20 m.m. gun stubs in the leading edges were fitted with hemispherical blanks. This wing has the large bulge in its top surface over the 20 m.m. Standard Mk.Vc (universal) wings were fitted. The aircraft was a standard Mk.IX fitted with a Merlin 61 engine having a 0.477:1 reduction gear.Ī production propeller type Rotol R3/4F5/3, having dural blades to Drg.No.RA.10061 was fitted. 56/50,ĭated 6th September 1942 and by postagram dated 17th September 1942.Ģ. Preliminary results were forwarded to M.A.P. This report deals with position error, climb, and level speed tests. Performance tests were required on Spitfire F. Service ceiling (100 ft/min) using 3000 r.p.m. With 30 gallon tank Climb at normal rating (but using 3000 r.p.m. at 25,900 ft.Ĭlimb at Combat rating: Maximum rate of climb in M.S. Without 30 gallon tank Climb at normal rating: Maximum rate of climb in M.S. The engine was fitted with a 0.477:1 reduction gear and a Rotol R3/4F5/3 metal propeller. The climb performance at combat rating and position error have also been measured without the tank fitted. IX B.F.274 both with and without a 30 gallon external jettisonable tank fitted. Climb and level speed performance has been measured on Spitfire F.
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