Have been reading a lot of topics (from Wiking mostly) about WW2 german ATL engine and aircraft developments. Also reading what i can on the www about these boost systems MW-50, GM-1, C3 extra fuel injection. It appears that while GM-1 was used in fairly limited numbers as far as i can make out as early as 1940/1941 (and was only useful at high altitude), the MW-50 was really used in numbers starting with spring 1944, all this mainly concerning the Bf-109E/F/G. The FW-190A apparently hardly used MW-50 despite what one can find in literature, but used C3 injection instead (for FW-190F at low level first, then cleared for 190A at all altitudes) starting late 1943 or early 1944, while the D-9 used MW-50. Would also be interesting to know if the Me-110, 210 and Me-410 used any of these boost systems, i seem to recall mention of some 110 versions using GM1 while the 210 apparently used something called MW1 (persumably same as MW-50). Did the Me-410 used MW-50?
Now i understand there is the issue of DB-605A and BMW-801D not even being cleared for their maximum ratings until 1943, so just curious how could they have sorted these issues earlier and start using things like MW-50 in 1942, they would certainly be of significant help. Engine life would be an issue, but hey, it's war, what's the point to try to make the engine last for longer if the plane and especially pilot will be lost against increasingly stronger opposition when you can at least save the pilot and aircraft for a bit more time (and shoot down more of the opposition in the process), if not the engine that has to be rebuild every 30 or 40 hours.
Would appreciate what the experts have to say on these little matters. Fw-190A-8 and Bf-109G-14 level of performance in 1942 would be interesting to ponder, not to mention some minor aerodynamic improvements for the Bf-109 starting with the E that i have in mind, like cleaner cowling for E and no tailplane struts (for another perhaps 20-25kph in speed), wheel covers for F/G and force the pilots to keep the tail wheel retracted as much as possible, all this gives another 15-20 kph in speed for the G. Speed is life.
Now i understand there is the issue of DB-605A and BMW-801D not even being cleared for their maximum ratings until 1943, so just curious how could they have sorted these issues earlier and start using things like MW-50 in 1942, they would certainly be of significant help. Engine life would be an issue, but hey, it's war, what's the point to try to make the engine last for longer if the plane and especially pilot will be lost against increasingly stronger opposition when you can at least save the pilot and aircraft for a bit more time (and shoot down more of the opposition in the process), if not the engine that has to be rebuild every 30 or 40 hours.
Would appreciate what the experts have to say on these little matters. Fw-190A-8 and Bf-109G-14 level of performance in 1942 would be interesting to ponder, not to mention some minor aerodynamic improvements for the Bf-109 starting with the E that i have in mind, like cleaner cowling for E and no tailplane struts (for another perhaps 20-25kph in speed), wheel covers for F/G and force the pilots to keep the tail wheel retracted as much as possible, all this gives another 15-20 kph in speed for the G. Speed is life.