Expert Mode ReadMe
“Designing and building aeroplanes is not just a job, it’s an extension of our passion for flight”,
Prof. L. Pascale
Acknowledgements
Many people have contributed to this mod and the underlying work which for me started 3 years
ago. I hope not to forget anyone.
This work could not have been possible without Mr. Oleg Maddox, his team, 1C Company and
Team Daidalos that created, produced and upgraded such a flight simulator as Il2. Its longevity is a
testament to their efforts and skills.
My thanks go to the HSFX development team for their support, to Monguse and G.Senn for the
historical data on WWII era American planes, to the 150GCT (Pag, Veltro, Italo, Bruno) for their
contribution on WWII era Italian planes, to JV44 and their squadron commander Redwulf1 for the
invaluable contribution on FockeWulf190 A, D, FW200 and Ta aeroplanes, to {HVY-E}Jolly for the
documentation on B-17s and to all the testers that have helped me in testing at various stages of the
development. They are too many to list individually.
Special thanks to JG77_Freyberg for the help in the development of the Korea era jets and to Mr. W.
Berge for sharing his memories on the first generation US jets and for his help in researching the
subject.
Finally my most important thanks go to my wife and kids, for bearing with me staying long hours
on the computer working on this mod rather than enjoying my free-time with them.
Whereas the credits go to the above mentioned group of people, the demerits for any inaccuracy or
error are entirely mine.
I hope you enjoy.
Aaken
SUMMARY
Foreword .......................................................................................................................................... 4
Wing and tail polar ........................................................................................................................... 4
Fuselage polar .................................................................................................................................. 5
Propeller ........................................................................................................................................... 5
Propeller slipstream.......................................................................................................................... 5
Small summary of modifications – Aircarft polars .......................................................................... 6
Complete list of modified airplanes in this version ......................................................................... 7
Reference used ................................................................................................................................. 8
BF109 - Main Geometrical Dimensions ........................................................................................ 10
BF109 - Weight .............................................................................................................................. 10
BF109 - Balancing ......................................................................................................................... 10
BF109 - Engine .............................................................................................................................. 10
BF109 - Wing lift polar .................................................................................................................. 11
BF109 - Wing drag polar ............................................................................................................... 11
BF109 - Reference cases (Il2CompareHSFX7.0.xx Expert Mode) ............................................... 12
FW190A - Main Geometrical Dimensions .................................................................................... 13
FW190A - Weight .......................................................................................................................... 13
FW190A - Balancing ..................................................................................................................... 13
FW190A - Engine .......................................................................................................................... 13
FW190A - Wing lift polar .............................................................................................................. 13
FW190A - Wing drag polar ............................................................................................................ 15
FW190A - Reference cases (Il2CompareHSFX7.0.xx Expert Mode) ........................................... 16
FW190D - Main Geometrical Dimensions .................................................................................... 18
FW190D - Weight .......................................................................................................................... 18
FW190D - Balancing ..................................................................................................................... 18
FW190D - Engine .......................................................................................................................... 18
FW190D - Wing lift polar .............................................................................................................. 18
FW190D - Wing drag polar ........................................................................................................... 20
FW190D - Reference cases (Il2CompareHSFX7.0.xx Expert Mode) ........................................... 21
P-47 - Main Geometrical Dimensions ........................................................................................... 23
P-47 - Weight ................................................................................................................................. 23
P-47 - Balancing............................................................................................................................. 23
P-47 - Engine ................................................................................................................................. 23
P-47 - Wing lift polar ..................................................................................................................... 23
P-47 - Wing drag polar ................................................................................................................... 24
P-47 - Reference cases (Il2CompareHSFX7.0.xx Expert Mode) .................................................. 25
P-51 - Main Geometrical Dimensions ........................................................................................... 26
P-51 - Weight ................................................................................................................................. 26
P-51 - Balancing............................................................................................................................. 26
P-51 - Engine ................................................................................................................................. 26
P-51 - Wing lift polar ..................................................................................................................... 27
P-51 - Wing drag polar ................................................................................................................... 27
P-51 - Reference cases (Il2CompareHSFX7.0.xx Expert Mode) .................................................. 27
Stall characteristics......................................................................................................................... 29
Bf-109 ............................................................................................................................................ 29
F4F ................................................................................................................................................. 29
F4U................................................................................................................................................. 29
F6F ................................................................................................................................................. 29
F9F ................................................................................................................................................. 29
F84G............................................................................................................................................... 30
F-86 ................................................................................................................................................ 30
FW190 ............................................................................................................................................ 30
G-50 ............................................................................................................................................... 30
G-55 ............................................................................................................................................... 30
MC200/202/205 ............................................................................................................................. 30
MiG-15/17 ...................................................................................................................................... 31
P-38 ................................................................................................................................................ 31
P-47 ................................................................................................................................................ 31
P-51 ................................................................................................................................................ 31
P-61 ................................................................................................................................................ 31
Ta152 .............................................................................................................................................. 31
APPENDIX 1 – Weight Table EM7.0 ............................................................................................ 33
APPENDIX 2 – Engine Table EM7.0 ............................................................................................ 37
Part1
Foreword
The modifications of flight and engine models presented in this work have started with an analytical
evaluation of aircraft performances. In the following paragraphs a short description of the
methodologies adopted in the analytical study can be found, specifically for the evaluation of
aircraft polars.
Wing and tail polar
It is computed by adopting lift line theory (Weiselberger) using non linear section lift data (J.C.
Sivells, R.H. Neely). Unless specified otherwise in historical references, thickness distribution has
been considered linear between root and tip. 2D Airfoil polars are computed with panel method.
Compressibility effects are taken into account. Normally, lift distribution, finite wing Cy and Cx
computed are in very good agreement with computations performed with other methods like
Multhopp or VLM or with DATCOM method (ref. E. Torenbeek, Synthesis of subsonic airplane
design, J. Roskam, Airplane Design). This is due to the fact that large majority of studied aircraft
configurations are un-swept and have relatively high aspect ratios, therefore lying in the field of
applicability of the theory.
On this aspect, it is worth noticing that it has been recently possible to benchmark the above
mentioned theoretical approach by comparing the computational results obtained on FW190 V5g
prototype wing with the calculation sheets from FlightMechanics Department of FockeWulf dating
1940-1942. The comparison showed extremely good agreement between original calculations from
FlightMechanics Department of FockeWulf and present calculations, as it was expected.
0,2
cl *c/cg
0,18
cl
0,16
cl check
0,14
0,12
0,1
0,08
0,06
0,04
0,02
0
0
0,2
0,4
0,6
0,8
1
1,2
Figure 1 – Lift coefficient distribution on half wing span (Bf109G2 at SL 530km/h). Cyan line is
result computed with iterative method (NACA Report 865) while yellow line is result computed with
DATCOM method
1,6
1,4
1,2
1
cl
cl check
0,8
clmax
0,6
0,4
0,2
0
0
0,2
0,4
0,6
0,8
1
1,2
Figure 2 – Lift coefficient distribution on half wing span (Bf109G2 at 1000m 250km/h 2g level
turn). This condition illustrates the determination of stall-limited turn rate (in this case stall is
incipient at 0.6 x half-wingspan). A tolerance of 0.05 g has been used to predict ultimate wing load
factor for both stall-limited and power-limited turn rates.
It should be mentioned that parametrized Wing lift and drag polars (except minimum drag
coefficient) are directly inserted in the Il2 Fms.
Fuselage polar, propeller, tail configuration are only used for numerical comparison with original
performance data sheets, when available.
Fuselage polar
Drag computation for fuselage has been performed by using slender body formulation (ref. E.
Torenbeek, Synthesis of subsonic airplane design). Lift induced drag is accounted for in the
computation. Formulation for fuselage lift induced drag is given in referenced document.
Propeller
Propeller performance computations have been performed by means of blade element theory. In the
present document, since no detailed description of propeller blades was available, the blade section
has been assumed to be a flat plate. Optimal propeller (i.e. blade twist) has been computed in the
condition of 100% throttle at full throttle height. Hence the propeller has been analysed for all beta
angles in the range specified in EMD (propPhiMax and propPhiMin) at maximum propeller
revolutions (constant rpm propeller), thus obtaining propeller efficiency curve at full power rpms.
It should be noted that the assumption made on blade section leads to under-estimation of propeller
efficiency (up to 5% at maximum speed) thus leading to a conservative estimation of aircraft
performance.
Propeller slipstream
It is computed using blade element theory adopted for propeller performances estimation. It is
worth mentioning that actuator disc theory produces very similar results in terms of slipstream
velocity and mass flow rate. This is due to the fact that considered propellers have low loading
factor. For the purpose of this study the complete fuselage, radiators (under-wing and underfuselage), inner wing section and tail assembly are considered to be completely inside the propeller
slipstream. The inner wing section area enveloped by propeller slipstream has been computed
considering the propeller radius/wing span ratio. This assumption leads to a slight over estimation
of wing drag since propeller slipstream tube has a contraction after the propeller (about ¼ - ½ of
propeller radius downstream of propeller) to its final radius.
Small summary of modifications – Aircarft polars
Bf109
Fw190
MC200-205
G.55
P38
P40
P47
P51
Airfoil root/tip
2R1 14,2 / 2R1 11,35 w.
Handley Page l.e. Slats
(opening at Cl 0,85-0,95)
d2Cd/dα2
Clmax
AR
TR
1,44 (w. Slats open)
6,15
0,550
0,089
1,45
1,4
1,4
1,5
1,45
1,35
6
6,6
6,6
8,25
5,89
5,5
0,540
0,625
0,550
0,350
0,430
0,605
0,088
0,088
0,090
0,093
0,088
0,085
4.4E-4 (slats closed);
5.3E-4 (slats open)
4.5E-4 (high speed)
and 4.9E-4 (climb)
4.3E-4
4.3E-4
4.0E-4
4.7E-4
4.5E-4
1,3
5,8
0,465
0,087
4.5E-4
23015 / 23009
23018 / 23009 (mod. l.e.)
2415/2409
23016 / 4412
2215 / 2209
Republic S3 / Republic S3
Naca lam flow R / Naca lam
flow T
dCl/dα
dCl/dα has been evaluated according to the following formula:
Clα = f Clαth /(E+Clαth/(π AR)) [rad-1]
where Clαth is the 2D section lift coefficient derivative and E=1+(2 TR)/(AR (1+TR))
Drag coefficient second derivative has been evaluated according to the following formula:
d2Cd/dα2 = Clα2/(π AR e)
Second derivative of drag coefficient has been corrected with twist factor.
Clmax has been computed by computing Cl spanwise distribution and assuming linear spanwise
variation of 2D section Clmax (ref. example figure below):
1,6
1,4
1,2
1
cl
cl check
0,8
clmax
0,6
0,4
0,2
0
0
0,2
0,4
0,6
0,8
1
1,2
In the following chapters each airplane type will be treated in detail.
Note: the documentation is complemented by il2compare version for HSFX. For each of the
following chapters references to historical data (either flight test results or airframer specification)
are mentioned. Such references are graphically illustrated in the il2 compare version for HSFX.
Among those planes for which a separate chapter has not been provided, the reference data is
reported here after.
Note on swept wing configurations: for swept wing configurations the simplified formulation for
incompressible wing lift polar can be found in Roskam, Airplane Design, Part VI Chapter 8. Simple
VLM has been used to compute wing lift distribution. It should be noted that Il2 (rev 4.12) models
wing compressibility drag up to critical mach. Above critical mach the method implemented does
not provide correct drag estimation. Also, variations of linear lift coefficient associated with
compressibility crisis are not modelled, nor is modelled center of pressure movement (and the
associated pitch moment variation).
Complete list of modified airplanes in this version
B-17D-G
B-24J
B-29
BF109E-F-G-K
F4F-3,-4
F4U1 through D (included clipped variant)
F6F-3 and -5
F9F
F84G
F-86A-F
FW190A-F-D
G-50
G-55
MC200
MC202
MC205
MiG-15
MiG-17
P-38F-G-H-J-L
P47D-10 through D-27Late
P51A-B-C-D
P-61A (early), A and B
Ta152H-C
Fw200C3U4
Me323
P-80/F-80 A
P-80 C
Additionally other minor corrections (mainly on engines) are present for non-stock planes such as
Hurricane MkI early, MkI and MkIb, referred to in the applicable Revision Record.
In the present version similar corrections (mainly on engines) have been introduced to Spitfire
planes, namely MkI, MkII, Mk VIII, MkIX, MkXII, Mk XIV and MkXVI equipped with Merlin 61,
63 and 66 (both 18 and 25 lb variants) and Griffon engines (II, III and 65). Such corrections are
meant to reduce the gap between the predicted rate of climb performance in Il2 and the literature
data on such marks. Such data (for Spitfire MkI, MkII, MkV, MkVIII and MkIX) has been included
in the il2compare for reference.
Reference used
The following references were used for the airplanes not having a dedicated chapter in this
document. For the airplanes having a dedicated chapter, the list of references is reported in the last
paragraph of the related airplane’s chapter.
F4F-4 Airplane Characteristics & Performance, Bureau of Aeronautics – Navy Dept
F4U-1 Airplane Characteristics & Performance, Bureau of Aeronautics – Navy Dept
F4U-1D Airplane Characteristics & Performance, Bureau of Aeronautics – Navy Dept
F4U-4 Airplane Characteristics & Performance, Bureau of Aeronautics – Navy Dept
F6F-5 Airplane Characteristics & Performance, Bureau of Aeronautics – Navy Dept
F9F Standard Aircraft Characteristics
F84E Standard Aircraft Characteristics
F-86F Standard Aircraft Characteristics
G50 AFM
G55 Description Guide
Macchi C200 Description Guide
Macchi C202 Description Guide
Macchi C205 Description Guide
P38F through L: America's Hundred Thousand
P61A and B: America's Hundred Thousand
B-17G weight and performance charts
B-24J weight and performance charts
B-29 weight and performance charts
Fw200C3 Kennblatt
P-80A Standard Aircraft Characteristics
P-80A AFM
P-80B/C AFM
Report A&AEE 692 on Spitfire MkI N3171 (MerlinIII, Rotol CS propeller)
Report A&AEE on Spitfire MkII P7280 (Merlin XII)
Report A&AEE on Spitfire MkVb W3134 (MerlinXLV)
Report A&AEE on Spitfire MkVb W3228 (Merlin50M, 18lbs boost)
Report A&AEE on Spitfire MkVb AB320 (MerlinXLV Tropicalized)
Report A&AEE on Spitfire MkVc AA873 (MerlinXLV)
Report A&AEE on Spitfire MkVc AA878 (MerlinXLV, 16lbs boost)
Report V-A on SpitfireMk VIII JF275 (Merlin66, 18lbs boost)
Report RAAF HQDTS on SpitfireMk VIII (Merlin66, 18lbs boost)
Report A&AEE on SpitfireMk IX BF274 (Merlin61)
Report A&AEE on SpitfireMk IX BS453 & 551 (Merlin66 and Merlin70)
Report A&AEE on SpitfireMk IX EN524 (Merlin70)
Report A&AEE on SpitfireMk IX JL165 (Merlin66, 25lbs boost)
Report A&AEE on Spitfire F Mk XII DP845 (GriffonIIB)
AFSD reports on Spitfire F Mk XIV (Griffon65, 18lb boost)
RR test data on Spitfire F Mk XIV (Griffon65, 21lb boost)
Bf109
BF109 - Main Geometrical Dimensions
E
9.87
8.56
16.1
1.5
0.9
0.6
0.7
Wing span [m]
Length [m]
Wing surface [m]
Stabilizer surface [m]
Elevator surface [m]
Rudder surface [m]
Vertical surface [m]
F-G-K
9.93
8.94
16.1
1.5
0.9
0.6
0.7
BF109 - Weight
Refer to WeightTableEM7.0.xx appendix
BF109 - Balancing
CG approximately 27,5% of MAC
BF109 - Engine
A/C Name
Engine Name
BoostPower
[PS]
1040
BaseMP
[ATA]
1,3
BoostMP
[ATA]
1,3
BaseRP
M
2400
BoostRP
M
2500
MaxOilTe
mp
105
MaxWaterTemp
DB601A-E1
BasePower
[PS]
990
Bf109E-1
Bf109E-3
DB601A-E3
990
1070
1,3
1,3
2400
2500
105
100
Bf109E-4
DB601A
990
1070
1,3
1,3
2400
2500
105
100
Bf109E4N
Bf109E-7
DB601N
1000
1100
1,3
1,3
2400
2600
105
110
DB601A
990
1070
1,3
1,3
2400
2500
105
100
Bf109E7N
Bf109E7NZ
Bf109F-2
DB601N
1000
1100
1,3
1,3
2400
2600
105
110
DB601A_7Z
1000
1100
1,3
1,3
2400
2600
105
100
DB601N_F2
1080
1170
1,3
1,42
2400
2600
105
110
Bf109F-4
DB601N_F4
1180
1320
1,3
1,42
2400
2600
105
115
Bf109G-1
1260
1320
1,2
1,3
2400
2600
105
115
1260
1320
1,2
1,3
2400
2600
105
115
Bf109G-4
DB605A_1.32
Ata
DB605A_1.32
Ata
DB605A
1320
1450
1,32
1,42
2600
2800
105
115
Bf109G-5
DB605AD_Z
1320
1450
1,32
1,42
2600
2800
105
115
Bf109G-6
DB605A
1320
1450
1,32
1,42
2600
2800
105
115
Bf109G6
AS
Bf109G10
DB605ASB
1290
1450
1,32
1,42
2600
2800
105
115
DB605DB
1290
1720
1,32
1,8
2600
2800
105
115
Bf109G14
DB605AM
1290
1720
1,32
1,7
2600
2800
105
115
Bf109G14
AS
Bf109K-4
DB605ASM
1290
1720
1,32
1,8
2600
2800
105
115
DB605DCM
1290
1720
1,32
1,8
2600
2800
105
115
Bf109K-4
C3
DB605DCM_
C3
1290
1760
1,32
1,98
2600
2800
105
115
Bf109G-2
100
Note: Base power corresponds to Combat setting, and Boost power corresponds to maximum
emergency setting.
BF109 - Wing lift polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1 (including
slat opening).
BF109 - Wing drag polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1 (including
slat opening).
Bf109 slats has been treated as follows:
according to literature (R&M 2361 [sept. 1940]) slats open at Cl approximately 0,85-0,95. Second
order Cd derivative for complete wing with slats deployed is computed at 5,3E-4 and 4,4E-4 with
slats closed. (green curve in figure below)
Since it is not possible to impose the Cd jump corresponding to slat open condition, the Cd is
simulated with a second order derivative of 5,8E-4 with 0,8° offset.
This approximation limits the error in Cd estimation within +5% immediately before and -5%
immediately after slat opening. Error tends to 0 moving away from slat opening threshold.
BF109 - Reference cases (Il2CompareHSFX7.0.xx Expert Mode)
Note: Il2Compare data plots are computed in idealized conditions with regards to trim, mixture and
propeller pitch setting. Usually they are representative of well trimmed planes flown with closed
radiator flaps with a tolerance of up to 10 kph.
Bf109E3 – Airplane Specification and testflight at 2400rpm and 1.30 ata (different sources)
Bf109F2 – Airplane Specification
Bf109F4 – Airplane Specification and Datenblatt IV/56/42 – test flight
Bf109G1 – E-Stelle Reichlin flight testing at 2600rpm and 1.30 ata and Airplane Specification
Bf109G2 – performance charts (different sources).
Bf109G6 and G6AS performance charts (different sources)
Bf109G14 with AM and ASM engines performance charts (different sources)
Weights and performance statistics General LuftzeugMeisters/C-E2 for early G series, late G series
and K series
FW190A
FW190A - Main Geometrical Dimensions
Wing span [m]
Length [m]
Wing surface [m]
Stabilizer surface [m]
Elevator surface [m]
Rudder surface [m]
Vertical surface [m]
A3
10.51
8.805
18.3
1.73
1.0
0.8
0,9
A5
10.51
9
18.3
1.73
1.0
0.8
0,9
A8
10.51
9
18.3
1.73
1.0
0.8
0,9
A9
10.51
9
18.3
1.73
1.0
0.8
0,9
FW190A - Weight
Refer to WeightTableEM7.0.xx appendix
FW190A - Balancing
CG approximately 27% of MAC in combat configuration (no ETC rack, no external fuel tank)
Note: Empty plane has CG approx. 20% of MAC, fully loaded with ETC is approx. 31.5%, fully
loaded with ETC and external fuel tank approx. 35%. Computed neutral point in flaps up condition
is approx.34%.
FW190A - Engine
A/C Name
Engine Name
BasePower
[PS]
FW190A3
BMW801D-2_A3
1680
1,42
FW190A4
BMW801D-2_142
1760
FW190A5
FW190A5165
BMW801D-2_142
BMW801D2_142_C3
1760
FW190A6
BMW801D-2_142
1760
FW190A8
BMW801D-2_165
1720
1925
1,42
1,65
2700
FW190A9
BMW801TS
1970
-
1,65
-
2700
1760
BoostPower
[PS]
1970
BaseMP
[ATA]
MaxOilT
emp
MaxWaterTe
mp
2700
105
180
1,42
2700
105
180
1,42
2700
105
180
105
180
105
180
2700
105
180
-
105
180
1,42
BoostMP
[ATA]
1,65
1,42
BaseR
PM
2700
BoostR
PM
2700
2700
Note: Base power corresponds to maximum emergency setting.
FW190A - Wing lift polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
Note: FW190A and FW190D share the same wings (in terms of aerodynamics). The results reported
below are valid for A and D versions.
The lift distribution in span wise direction computed according to the theories recalled in ReadMe
Part1 have been compared to calculation sheets from Flight Mechanics Department of FockeWulf
dating 1940-1942 on FW190 V5g prototype wing. FW190 V5g wing is aerodynamically identical to
later A and D series production wings. In the figure below it is reported the lift coefficient
distribution as computed in incidence conditions corresponding to wing lift coefficient 1.0.
In the following figure this result, without normalization on the MAC (Cl*c), is compared with the
calculation performed by Flight Mechanics Department of FockeWulf dating 1940-1942 on FW190
V5g prototype wing (-2° twist).
The lift distribution calculation has been used to compute wing maximum lift coefficient, taking
into account the thickness span wise distribution, reported in the following figure:
The wing maximum lift coefficient thus computed is 1.45.
FW190A - Wing drag polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
The computed wing drag polar is compared in the following figure with the FW published data on
drag in high speed cruise condition and in climb condition:
FW190A - Reference cases (Il2CompareHSFX7.0.xx Expert Mode)
Note: Il2Compare data plots are computed in idealized conditions with regards to trim, mixture and
propeller pitch setting. Usually they are representative of well trimmed planes flown with closed
radiator flaps with a tolerance of up to 10 kph.
FW190A3 performance charts
FW190A5-A6 specification datasheet
FW190A5 performance charts
FW190A8 specification datasheet
FW190A8 performance charts
FW190D
FW190D - Main Geometrical Dimensions
D9
10.51
10.19
18.3
1.73
1.0
0.9
1.6
Wing span [m]
Length [m]
Wing surface [m]
Stabilizer surface [m]
Elevator surface [m]
Rudder surface [m]
Vertical surface [m]
FW190D - Weight
Refer to WeightTableEM7.0.xx appendix
FW190D - Balancing
CG approximately 27% of MAC in combat configuration (no ETC rack, no external fuel tank)
Note: Empty plane has CG approx. 20% of MAC, fully loaded with ETC is approx. 31.5%, fully
loaded with ETC and external fuel tank approx. 35%. Computed neutral point in flaps up condition
is approx.34%.
FW190D - Engine
A/C Name
Engine Name
BasePower
[PS]
BoostPower
[PS]
BaseMP
[ATA]
BoostMP
[ATA]
BaseR
PM
BoostR
PM
MaxOilTe
mp
MaxWaterTem
p
FW190D91944
FW190D91945
Jumo213A-1
Jumo213A1_MW50
1750
1900
1,56
1,7
3250
3250
115
100
1750
2100
1,56
1,8
3250
3250
115
100
Note: Base power corresponds to Start-Notleistung setting, and Boost power corresponds to
maximum emergency setting or Sonder Start-Notleistung.
FW190D - Wing lift polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
The lift distribution in span wise direction computed according to the theories recalled in ReadMe
Part1 have been compared to calculation sheets from Flight Mechanics Department of FockeWulf
dating 1940-1942 on FW190 V5g prototype wing. FW190 V5g wing is aerodynamically identical to
later A and D series production wings. In the figure below it is reported the lift coefficient
distribution as computed in incidence conditions corresponding to wing lift coefficient 1.0.
In the following figure this result, without normalization on the MAC (Cl*c), is compared with the
calculation performed by Flight Mechanics Department of FockeWulf dating 1940-1942 on FW190
V5g prototype wing (-2° twist).
The lift distribution calculation has been used to compute wing maximum lift coefficient, taking
into account the thickness span wise distribution, reported in the following figure:
The wing maximum lift coefficient thus computed is 1.45.
FW190D - Wing drag polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
The computed wing drag polar is compared in the following figure with the FW published data on
drag in high speed cruise condition and in climb condition:
FW190D - Reference cases (Il2CompareHSFX7.0.xx Expert Mode)
Note: Il2Compare data plots are computed in idealized conditions with regards to trim, mixture and
propeller pitch setting. Usually they are representative of well trimmed planes flown with closed
radiator flaps with a tolerance of up to 10 kph.
FW Flight Mechanics Dept. computed performance for FW190D9 at 1600PS, 1750PS, 1900PS and
2100PS engine (engine performance at sea level)
Flight test results with and without ETC504, with and without engine gap sealing, W.nr.210001-2-6
with Jumo213A-1 engines, with and without MW50 system installation.
P-47
P-47 - Main Geometrical Dimensions
Wing span [m]
Length [m]
Wing surface [m]
Stabilizer surface [m]
Elevator surface [m]
Rudder surface [m]
Vertical surface [m]
D
12.45
10.62
27.87
3.49
2.04
1.10
1.26
P-47 - Weight
Refer to WeightTableEM7.0.xx appendix
P-47 - Balancing
CG approximately 27% of MAC. Corresponds to normally loaded airplane with empty auxiliary
internal fuel tank. It is advisable to adopt a maximum fuel load of 75%.
P-47 - Engine
A/C Name
Engine Name
BasePowe
r [PS]
BoostPowe
r [PS]
P-47D-10
P-47D-22
P-47D-27
P-47D-27
Late
BaseMP
[ATA]
BoostMP
[ATA]
R-2800DoubleWasp
2000
2310
1,70
1,75
R-2800DoubleWasp
2000
2310
1,70
1,75
R-2800-59_THRU-40
R-2800-59_THRU40_overboost
2000
2596
1,70
2000
2800
1,70
BaseRP
M
BoostR
PM
Max
OilTe
mp
MaxWaterTe
mp
2700
2700
120
210
2700
2700
120
210
2,1
2700
2700
120
210
2,34
2700
2700
120
210
Note: Base power corresponds to Combat setting and Boost power corresponds to maximum
emergency setting. In the models presented in this work, the P-47D-27 Late has been modelled to
reproduce the performances of P47M.
P-47 - Wing lift polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
P-47 - Wing drag polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
P-47 - Reference cases (Il2CompareHSFX7.0.xx Expert Mode)
Note: Il2Compare data plots are computed in idealized conditions with regards to trim, mixture and
propeller pitch setting. Usually they are representative of well trimmed planes flown with closed
radiator flaps with a tolerance of up to 10 kph.
P-47 D-5 through D-22 speed and climb performance, America’s Hundred Thousand
P-47 D-23 through D-36 speed and climb performance, America’s Hundred Thousand
P-47 M speed and climb performance, America’s Hundred Thousand
P-47 D and M geometrical specification and weight tables, America’s Hundred Thousand
P-51
P-51 - Main Geometrical Dimensions
Wing span [m]
Length [m]
Wing surface [m]
Stabilizer surface [m]
Elevator surface [m]
Rudder surface [m]
Vertical surface [m]
B-C-D
11.28
9.82
21.9
2.59
1.21
0.99
0.89
P-51 - Weight
Refer to WeightTableEM7.0.xx appendix
P-51 - Balancing
CG approximately 27% of MAC.
In the models presented in this work, the P51 CoG position has been moved forward to replicate the
position of the CoG in the configuration with 25 gallons in the 85 gallons fuselage fuel tank. From
literature data the CoG for P51D configuration with 25 gallons in the 85 gallons fuselage fuel tank
is 28.3% MAC. The P51s with full 85 gallons fuselage fuel tanks were statically unstable and the
normal operating procedures for planes in such a configuration demanded to empty the 85 gallons
fuselage fuel tank before all other tanks. At anything below 35 gallons, the P51s equipped with 85
gallons fuselage fuel tank were both statically and dynamically stable [America Hundred Thousands
et al.]. Since the simulator does not allow for CoG movement with regards to fuel usage, and since
the unstable configuration reproduced in the original models was deemed too conservative, it has
been decided to adopt a statically and dynamically stable configuration as normally happened
during combat operations. It is advisable to adopt a maximum fuel load of 75%.
Note: P51A are not equipped with 85 gallons fuselage fuel tank.
P-51 - Engine
A/C Name
Engine Name
V-1710-81
BasePower
[PS]
1000
BoostPower
[PS]
1300
BaseMP
[ATA]
1,53
BoostMP
[ATA]
1,6
BaseR
PM
3000
BoostR
PM
3000
MaxOilTe
mp
113
MaxWaterTem
p
135
P-51A
P-51B
V-1650-3
1300
1495
2
2,25
3000
3000
125
120
P-51C
V-1650-3
1300
1495
2
2,25
3000
3000
125
120
P-51CM
V-1650-9-25lb
1490
1950
2
2,75
3000
3000
125
120
P-51D-20
P-51D20NT
V-1650-7
1490
1728
2
2,25
3000
3000
125
120
V-1650-7
1490
1728
2
2,25
3000
3000
125
120
P-51D-25
V-1650-9
1490
1950
2
2,55
3000
3000
125
120
P-51D-30
V-1650-9
1490
1950
2
2,55
3000
3000
125
120
Note: Base power corresponds to Combat setting and Boost power corresponds to maximum
emergency setting. Packard Merlin engines V-1650-9 replicate engines using 130 octane fuel with
maximum manifold pressure 0f 75”Hg at 3000 rpm. Packard Merlin engines V-1650-3 and -7
replicate engines using 100 octane fuel with maximum manifold pressure 0f 67”Hg at 3000 rpm.
P-51 - Wing lift polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
P-51 - Wing drag polar
Computed as per procedure in reported in chapter Wing and tail polar of ReadMe Part1.
P-51 - Reference cases (Il2CompareHSFX7.0.xx Expert Mode)
Note: Il2Compare data plots are computed in idealized conditions with regards to trim, mixture and
propeller pitch setting. Usually they are representative of well trimmed planes flown with closed
radiator flaps with a tolerance of up to 10 kph.
P-51 B and C (V-1650-3 engine) speed and climb performance, America’s Hundred Thousand
P-51 D (V-1650-7 engine 67”Hg manifold pressure) speed and climb performance, America’s
Hundred Thousand
P-51B with V-1650-7 engine 75”Hg manifold pressure speed and climb performance for 130 octane
fuel variants.
P-51B through D geometrical specification and weight tables, America’s Hundred Thousand
P-51A geometrical specification and weight tables, America’s Hundred Thousand
P-51A speed and climb performance, America’s Hundred Thousand
Stall characteristics
In this chapter a brief summary of the qualitative stall characteristics of the modified planes is
recorded.
Bf-109
1g power-on stalls are gentle with little tendency to drop wing which can be corrected in early stall
phase by opposite aileron. This results in the airplane to nose slightly down. High speed stalls are
fairly predictable and no specific tendency to enter in a spin should be encountered, unless the stall
is deliberatly kept or induced by aileron and rudder use. Spin is easily recovered by cutting down
throttle and putting control column central.
F4F
1g power-on stalls are gentle and anticipated by buffeting. If stall is kept, the plane can be expected
to drop wing very gently. Also for F4F this can be corrected in early stall phase by opposite aileron
which will result in a slight pitch down movement. High speed stalls are anticipated by buffeting
and no specific tendency to enter in a spin should be encountered, unless the stall is deliberately
kept. The plane can be expected to nose down on the same side of the turn in most cases for both
left and right hand turns. Spin is easily recovered by cutting down throttle and putting control
column central and opposite rudder.
F4U
1g power-on stalls are anticipated by buffeting. If stall is kept, the plane can be expected to
violently drop wing. Unlike F4Fs and F6Fs, the initial roll movement is usually fast and extremely
difficult to control with ailerons. This behaviour is less pronounced in later marks. High speed stalls
are anticipated by buffeting and, if protracted, tend to be fast with violent tendency to roll on
opposite side. If the stall is kept a fast spin is obtained. Spin is recovered by cutting down throttle
and putting control column central and opposite rudder.
F6F
1g power-on stalls are gentle and very similar to those encountered in F4Fs. High speed stalls are
anticipated by buffeting and no specific tendency to enter in a spin should be encountered, unless
the stall is deliberately kept. The plane can be expected to nose down on the same side of the turn
most of the time. Spin is easily recovered by cutting down throttle and putting control column
central and opposite rudder.
F9F
1g power-on stalls are anticipated by buffeting and tendency to drop wing. High speed stalls are
fairly predictable, with buffeting and no specific tendency to enter in a spin should be encountered,
unless the stall is deliberately kept. The plane can be expected to nose down on the same side of the
turn, especially in case of high altitude turns. Recovery from a spin is usually done by applying
forward pressure on the stick with engine idle and opposite rudder.
F84G
1g power-on stalls are anticipated by buffeting and tendency to drop wing. High speed stalls are
fairly predictable, with buffeting and no specific tendency to enter in a spin should be encountered,
unless the stall is deliberately kept. The plane can be expected to nose down on the same side of the
turn, especially in high altitude turns. Recovery from a spin is usually done by applying forward
pressure on the stick with engine idle and opposite rudder.
F-86
1g power-on stalls are anticipated by buffeting and tendency to drop wing. High speed stalls are
fairly predictable, with buffeting and no specific tendency to enter in a spin should be encountered,
unless the stall is deliberately kept. The plane can be expected to nose down on the same side of the
turn, especially in high altitude turns. Recovery from a spin is usually done by applying forward
pressure on the stick with engine idle and opposite rudder.
FW190
1g power-on stalls are fairly gentle with moderate tendency to drop wing. High speed stalls are
anticipated by buffeting and, if protracted, tend to be fast with violent tendency to roll on opposite
side. If the stall is kept a fast spin is obtained. Spin is recovered by cutting down throttle, putting
control column central and using full opposite rudder. Substantial altitude loss can be expected
during spin recovery.
G-50
1g power-on stalls are gentle and anticipated by buffeting. If stall is kept, the plane can be expected
to gently drop wing. This can be countered, in early departure, by opposite aileron. High speed
stalls are anticipated by buffeting. Release of pressure on the control column is expected to recover
the early stall. If high speed stall is kept the plane can be expected to roll on the opposite wing.
Plane can be expected to maintain little tendency to drop nose during spin. Spin can be recovered by
cutting down throttle and applying forward pressure on control column. Once nose has dropped,
opposite rudder and centralized control column ensure spin recovery.
G-55
1g power-on stalls are gentle and anticipated by buffeting. If stall is kept, the plane can be expected
to drop wing gently. Also in this case the early roll can be recovered with opposite rudder. High
speed stalls are anticipated by buffeting. Release of pressure on the control column is expected to
recover the early stall. If high speed stall is kept the plane can be expected to roll on the opposite
wing. Spin can be recovered by cutting down throttle and applying forward pressure on control
column as the plane does may be expected not to pitch down. Once nose has dropped, opposite
rudder and centralized control column ensure spin recovery.
MC200/202/205
1g power-on stalls are gentle and anticipated by buffeting. If stall is kept, the plane can be expected
to drop wing gently. High speed stalls are anticipated by buffeting. Release of pressure on the
control column is expected to recover the early stall. If high speed stall is kept the plane can be
expected to roll on the opposite wing. Spin is recovered by cutting down throttle and putting control
column central and opposite rudder. Also in this case the plane may not always tend to pitch down
at the beginning of the spin. In these circumstances full forward control column is mandatory.
MiG-15/17
1g power-on stalls are anticipated by buffeting and marked tendency to roll. High speed stalls are
anticipated by buffeting and, if protracted, tend to be fast with violent tendency to roll on opposite
side. Early recovery from an high speed stall consists in quickly releasing pressure on the control
column. High speed stalls are normally followed by spin with little tendency to nose down.
Recovery from a spin is usually done by applying full forward pressure on the stick with engine idle
and opposite rudder. The plane can be expected to lose substantial amount of altitude during spin
recovery.
P-38
1g power-on stalls are gentle with little tendency to drop wing. The initial roll movement can be
effectively countered by opposite aileron which will result in the plane nosing down slightly. High
speed stalls are fairly predictable and no specific tendency to enter in a spin should be encountered,
unless the stall is deliberately kept. The plane can be expected to nose down on the same side of the
turn for both left and right hand turns. Spin is easily recovered by cutting down throttle and putting
control column central.
P-47
1g power-on stalls are anticipated by buffeting approximately 10 kph before stall and followed by
little tendency to drop wing, easily countered by ailerons. High speed stalls are fairly predictable
and anticipated by buffeting. If high speed stall is kept the plane can be expected to roll on the
opposite wing. Spin is recovered by cutting down throttle and putting control column central and
opposite rudder.
P-51
1g power-on stalls are anticipated by buffeting. If stall is kept, the plane can be expected to drop
wing suddenly and with little possibility to correct by means of ailerons or rudder. High speed stalls
are anticipated by buffeting. Forward pressure on the control column is expected to recover the
early stall. If high speed stall is kept the plane can be expected to quickly snap roll on the opposite
wing. Spin is recovered by cutting down throttle and putting control column central and opposite
rudder.
P-61
1g power-on stalls are gentle with very little tendency to drop wing. High speed stalls are fairly
predictable and no specific tendency to enter in a spin should be encountered, unless the stall is
deliberately kept. The plane can be expected to nose down on the same side of the turn. Spin is
easily recovered by cutting down throttle and putting control column central.
Ta152
Stall characteristics generally similar to FW190. High altitude variants are expected to show less
violent
tendency
to
snap
roll
on
opposite
wing.
APPENDIX 1 – Weight Table EM7.0
Type
Bf109E1
Bf109E1B
Bf109E3
Bf109E3B
Bf109E4
Bf109E4B
Bf109E4N
Bf109E7
Bf109E7N
Bf109E7NZ
Bf109F2
Bf109F2B
Bf109F4
Bf109F4B
Bf109G1
Bf109G2
Bf109G4
Bf109G5
Bf109G6
Bf109G6AS
Bf109G6ASN
Bf109G6Erla
Bf109G6Mid
Bf109G6Late
Bf109G10
Bf109G10C3
Total Parasite Weight [kg] Takeoff [kg] Fuel [kg]
105
2500
296
134,997
2500
296
102,12
2550
296
132,117
2550
296
102,12
2600
296
102,12
2620
296
102,12
2600
296
102,12
2605
296
102,12
2680
296
102,12
2680
296
64,2
2810
300
64,2
2810
300
99
2880
300
99
2880
300
99
3050
300
99
3050
300
99
3100
300
132
3190
300
132
3195
300
132
3220
300
132
3220
300
132
3195
300
132
3195
300
132
3195
300
132
3340
300
132
3340
300
Oil
[kg]
50
50
50
50
35
35
35
35
35
35
35
35
35
35
35
35
35
50
35
45
45
35
35
35
45
45
Nitro [kg] Empty [kg]
0
1959
0
1929,003
0
2011,88
0
1981,883
0
2076,88
0
2096,88
0
2076,88
0
2081,88
0
2156,88
50
2106,88
0
2320,8
0
2320,8
0
2356
0
2356
50
2476
0
2526
0
2576
50
2568
0
2638
70
2583
70
2583
0
2638
0
2638
0
2638
70
2703
70
2703
Max Design Dive Speed [km/h]
G-Class
750
750
750
750
750
750
750
750
750
750
800
800
800
800
800
850
850
850
850
850
850
850
850
850
850
850
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
Bf109G10Erla
Bf109G14
Bf109G14AS
Bf109G14Early
Bf109K4
Bf109K4C3
Bf109K6
Bf109K14
Fw190A2
Fw190A3
Fw190A4
Fw190A5
Fw190A5-165
Fw190A6
Fw190A7
Fw190A7Sturm
Fw190A8
Fw190A9
Fw190D9
Fw190D9Late
Fw190D11
Fw190D13
Fw190F8
G50
G55
G55Late
G55ss0
G55ss0Late
MC200
MC202
MC205
132
132
132
132
151,725
151,725
213,15
232,26
268,62
295,68
274,62
274,62
274,62
318,75
368,85
269,1
342,75
342,75
330
330
418,2
258,75
222
75
305,22
305,22
196,44
196,44
74,34
110,388
110,388
3340
3300
3275
3300
3360
3460
3625
3650
3780
3855
3955
4000
4050
4140
4200
4500
4360
4370
4270
4310
4500
4400
4410
2402
3710
3710
3710
3710
2350
2930
3268
300
300
300
300
300
300
300
300
400
400
400
400
400
400
400
490
490
490
460
410
394
394
394
197
405
405
405
405
234
325
325
45
45
50
45
45
45
50
50
40
40
40
40
40
40
40
40
40
40
50
50
50
50
50
25
35
35
35
35
30
30
40
70
70
70
70
70
70
70
70
0
0
0
0
0
0
0
0
0
0
0
90
115
115
0
0
0
0
0
0
0
0
0
2703
2663
2633
2663
2703,275
2803,275
2901,85
2907,74
2981,38
3029,32
3150,38
3195,38
3245,38
3291,25
3301,15
3610,9
3397,25
3407,25
3340
3340
3432,8
3492,25
3654
2015
2874,78
2874,78
2983,56
2983,56
1921,66
2374,612
2702,612
850
850
850
850
850
850
850
850
860
860
860
860
860
860
860
860
860
860
900
900
900
900
860
750
850
850
850
850
800
900
900
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
14
14
14
14
12
14
14
MC205V
P38J
P38J10LO
P38J15LO
P38J25LO
P38L
P38L5LO
P38LLate
P47D10
P47D22
P47D27
P51A
P51B
P51C
P51CM
P51D20NA
P51D20NT
P51D25NA
P51D30NA
Ta152C-1
Ta152H-1
B-17D
B-17E
B-17F
B-17G
B-24J
F9F
F84G
F86A
F86E
MiG15
251,088
349,05
316,05
316,05
316,05
349,05
316,05
349,05
232,8
232,8
232,8
174
203,7
203,7
203,7
273,54
242,52
242,52
242,52
364,35
243,6
481,605
752,235
840,99
858,45
858,45
99,2
87
78
78
62
3268
8028
8028
8028
8028
8028
8028
8028
6160
6160
6530
3920
4450
4450
4620
4620
4620
4620
4620
5320
5220
22400
23400
24400
25700
25920
8058
8320
6400
6850
5150
325
1130
1130
1130
1130
1130
1130
1130
830
830
1006
490
720
720
720
720
720
720
720
833
736
6800
6800
6800
7500
7680
2730
2810
1302
1302
1123
40
55
55
55
55
55
55
55
97
97
97
42
42
42
42
42
42
42
42
50
50
250
250
250
250
250
20
40
40
40
11
0
0
0
0
0
0
0
70
70
70
0
0
0
0
0
0
0
0
125
120
0
0
0
0
0
0
0
2561,912
6403,95
6436,95
6436,95
6436,95
6403,95
6436,95
6403,95
4840,2
4840,2
5034,2
3125
3394,3
3394,3
3564,3
3494,46
3525,48
3525,48
3525,48
3857,65
3980,4
14148,4
14877,77
15789,01
16371,55
16591,55
5118,8
5293
4890
5340
3864
900
860
860
860
860
890
890
890
900
900
900
890
890
890
890
890
890
890
890
910
900
650
650
650
650
650
1200
1200
1470
1470
1200
14
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
6
6
6
6
6
6
10
10
12
12
12
MiG17
B-29
P-61A-Early
P-61A
P-61B
FW200C3U4
Me-323
F4F-4
F4U1
F4U1A
F4U1C
F6F
P80A
P80C
62
873
211
211
211
89
167
70
105
105
105
91
87
87
5420
54000
12430
13150
13900
22540
45000
3615
5460
5460
5520
5780
5440
5850
1115
18500
1750
1750
1750
6885
2000
420
720
720
720
680
1380
1250
11
250
155
155
150
510
200
30
75
75
75
80
11
11
0
0
0
0
135
0
0
0
40
40
40
61
0
0
4142
33837
10044
10764
11384
14426
29060
3000
4430
4430
4490
4750
3850
4400
1410
650
700
700
700
500
450
850
850
850
850
850
1000
1000
12
6
10
10
10
4
4
12
12
12
12
12
12
12
Note 1: total parasite weight corresponds to ammunition load-out weight. In the table above the standard load-out weight is shown.
Note 2: in Il2 weight is computed as sum of empty weight, fuel weight, lubricant weight, nitro weight (if available), parasite weight and crew weight
(90kg per crew member). Empty weight in Il2 is therefore more related to equipped weight rather than empty weight.
APPENDIX 2 – Engine Table EM7.0
BasePower [PS]
BoostPower [PS] BaseMP [ATA] BoostMP [ATA] BaseRPM BoostRPM MaxOilTemp
*Thrust [Kg]
990
1040
1,3
1,3
2400
2500
105
990
1070
1,3
1,3
2400
2500
105
990
1070
1,3
1,3
2400
2500
105
1000
1100
1,3
1,3
2400
2600
105
990
1070
1,3
1,3
2400
2500
105
1000
1100
1,3
1,3
2400
2600
105
1000
1100
1,3
1,3
2400
2600
105
1080
1170
1,3
1,42
2400
2600
105
1180
1320
1,3
1,42
2400
2600
105
1260
1320
1,2
1,3
2400
2600
105
1260
1320
1,2
1,3
2400
2600
105
1320
1450
1,32
1,42
2600
2800
105
1320
1450
1,32
1,42
2600
2800
105
1320
1450
1,32
1,42
2600
2800
105
1290
1450
1,32
1,42
2600
2800
105
1290
1720
1,32
1,8
2600
2800
105
1290
1720
1,32
1,7
2600
2800
105
1290
1720
1,32
1,8
2600
2800
105
1290
1720
1,32
1,8
2600
2800
105
1290
1760
1,32
1,98
2600
2800
105
1680
1,42
2700
105
1760
1,42
2700
105
1760
1,42
2700
105
A/C Name
Engine Name
MaxWaterTemp
Bf109E-1
Bf109E-3
Bf109E-4
Bf109E-4N
Bf109E-7
Bf109E-7N
Bf109E-7NZ
Bf109F-2
Bf109F-4
Bf109G-1
Bf109G-2
Bf109G-4
Bf109G-5
Bf109G-6
Bf109G6AS
Bf109G10
Bf109G14
Bf109G14AS
Bf109K-4
Bf109K-4 C3
FW190A3
FW190A4
FW190A5
DB601A-E1
DB601A-E3
DB601A
DB601N
DB601A
DB601N
DB601A_7Z
DB601N_F2
DB601N_F4
DB605A_1.32Ata
DB605A_1.32Ata
DB605A
DB605AD_Z
DB605A
DB605ASB
DB605DB
DB605AM
DB605ASM
DB605DCM
DB605DCM_C3
BMW801D-2_A3
BMW801D-2_142
BMW801D-2_142
FW190A5165
BMW801D-2_142_C3
1760
1970
1,42
1,65
2700
2700
105
180
FW190A6
FW190A8
FW190A9
BMW801D-2_142
BMW801D-2_165
BMW801TS
1760
1720
1970
1925
-
1,42
1,42
1,65
1,65
-
2700
2700
2700
2700
-
105
105
105
180
180
180
100
100
100
110
100
110
100
110
115
115
115
115
115
115
115
115
115
115
115
115
180
180
180
FW190D91944
Jumo213A-1
1750
1900
1,56
1,7
3250
3250
115
100
FW190D91945
Jumo213A-1_MW50
1750
2100
1,56
1,8
3250
3250
115
100
P-47D-10
P-47D-22
P-47D-27
R-2800DoubleWasp
R-2800DoubleWasp
R-2800-59_THRU-40
2000
2000
2000
2310
2310
2596
1,7
1,7
1,7
1,75
1,75
2,1
2700
2700
2700
2700
2700
2700
120
120
120
210
210
210
P-47D-27
Late
R-2800-59_THRU40_overboost
2000
2800
1,7
2,34
2700
2700
120
210
P-51A
P-51B
P-51C
P-51CM
P-51D-20
P-51D-20NT
P-51D-25
P-51D-30
G50
G55
G55Late
MC200
MC202
MC205
MC205V
P38J
P38L
P38LLate
Ta152C-1
Ta152H-1
B-17D/G
B-24J
F9F
F84G
V-1710-81
V-1650-3
V-1650-3
V-1650-9-25lb
V-1650-7
V-1650-7
V-1650-9
V-1650-9
RC38
Fiat_RA1050_RC58
Fiat_RA1050_RC58_late
RC38
DB601A_MC
DB605B_MC
Fiat_RA1050_RC58_44
V-1710-89/91
V-1710-111/113
V-1710F-30/31
DB603L
Jumo213E-1_MW50
R-1820-97
R-1830-35
Pratt&Whitney_J42-P-8A
GeneralElectricJ35-A-29
1000
1300
1300
1490
1490
1490
1490
1490
810
1260
1260
810
1100
1260
1260
1425
1450
1450
1690
1750
1000
1100
*2830
1300
1495
1495
1950
1728
1728
1950
1950
890
1330
1450
890
1210
1330
1450
1625
1650
1650
2100
2100
1200
1200
-
1,53
2
2
2
2
2
2
2
1,32
1,32
1,45
1,57
1,28
1,54
-
1,6
2,25
2,25
2,75
2,25
2,25
2,55
2,55
1,18
1,3
1,42
1,18
1,3
1,3
1,42
2,05
2,05
2,05
1,78
1,9
1,55
1,64
-
3000
3000
3000
3000
3000
3000
3000
3000
2600
2600
2600
3250
2300
2500
-
3000
3000
3000
3000
3000
3000
3000
3000
2500
2600
2800
2500
2500
2600
2800
3000
3000
3000
2700
3250
2500
2700
-
113
125
125
125
125
125
125
125
128
100
100
128
105
105
100
125
125
125
135
115
120
120
125
125
135
120
120
120
120
120
120
120
250
110
110
250
100
115
110
115
115
115
115
100
235
235
800
800
*2490
F86A
F86E
MiG15
MiG17
B-29
P-61A-Early
P-61A
P-61B
FW200C3U4
Me-323
F4F
F4U
F4U1C
F6F
P80A
P80C
J-47-GE-13
J-47-GE-27
Klimov VK-1
Klimov VK-1F
R-3350-41
R-2800-10
R-2800-65W
R-2800-65W
BMW-323R2
GR14N48
R-1830-86
R-2800-8
R-2800-8W
R-2800-10W
GeneralElectricI40
GeneralElectricJ-33-A-35
*2350
*2680
*2700
*3380
2150
1900
1900
1900
950
1140
1160
1700
1700
1900
*1700
*2090
2250
2050
2190
2190
1040
1250
1200
2230
2250
2100
-
1,48
1,81
1,81
1,81
1,26
1,05
1,65
1,65
1,81
-
1,61
2
2,1
2,1
1,45
1,14
1,7
2,05
2,05
2,1
-
2400
2700
2700
2700
2250
2200
2700
2700
2700
-
2700
2700
2700
2700
2500
2200
2700
2700
2700
2700
-
125
125
125
125
105
120
120
120
105
120
120
120
120
120
125
125
800
800
800
800
260
210
210
210
180
250
232
210
210
210
800
800