последние винтовые истребители

заявили о вялости при выполнении маневра по сравнении с нашими истребителями.

 

It is often asked what the consequences will be if the 5-minute limit at Take-off Power is exceeded. Another frequent inquiry is how long a period must be allowed after the specified time limit has elapsed until Take-off Power can be used. These questions are difficult to answer, since the time limit specified does not mean that engine damage will occur if the limit is exceeded. Instead, the limit means that the total operating time at high power should be kept to a reasonable minimum in the interest of prolonging engine life.
It is generally accepted that high-power operation of an engine results in increased wear and necessitates more frequent overhaul than low-power operation. However, it is apparent that a certain percentage of operating time must be at full power. The engine manufacturer allows for this in qualification tests in which much of the running is done at Take-off Power to prove ability to withstand the resulting loads. It is established in these runs that the engine will handle sustained high power without damage. Nevertheless, it is still the aim of the manufacturer and to the best interest of the pilot to keep within reasonable values the amount of high-power time accumulated in the field. The most satisfactory method for accomplishing this is to establish time limits that will keep pilots constantly aware of the desire to hold high-power periods to the shortest period that the flight plan will allow, so that the total accumulated time and resulting wear can be kept to a minimum. How the time at high power is accumulated is of secondary importance; i.e., it is no worse from the standpoint of engine wear to operate at Take-off Power for one hour straight than it is to operate in twelve 5-minute stretches, provided engine temperatures and pressures are within limits. In fact, the former procedure may even be preferable, as it eliminates temperature cycles which also promote engine wear. Thus if flight conditions occasionally require exceeding time limits, this should not cause concern so long as constant effort is made to keep the over-all time at Take-off Power to the minimum practicable.

 

WAR EMERGENCY POWER
In order to give your engine an extra burst of power should you get into an extremely tight situation, move the throttle full forward past the gate stop by the quadrant, breaking the safety wire. The engine will then be opened up to its absolute limit, and will give you about S" Of manifold pressure in excess of the normal full throttle setting of SI" (with mixture control at RUN or AUTO RICH and prop set for 3000 rpm).

This throttle reserve is called war emergency
power, and should be used only in extreme situation .
If you use it for more than 5 minutes at a time you'll risk damaging vital parts of the engine. In training, therefore the throttle must never be moved beyond The gate stop.
Whenever you do use war emergency power be sure to note the length of time on Form 1A and also report it to the crew chief or engineering officer so that a record can be kept and the engine inspected before the airplane is flown again. The engine must be removed for a com¬plete knock-down inspection after 5 hours.
On some early airplanes, war emergency-is obtained by pulling a boost control lover, on the panel forward of the control quadrant. If your airplane is so equipped, remember that
power until you have opened the throttle all the way. In other words, don't use the boost control lever to increase your power when you can get the same result by opening the throttle.
gained by using war emergency power below 5000 feet. Up to that altitude the throttle alone
the operating limits of the engine.

 

Двигатель «роллс-ройс» хороший, но не терпел длительной работы на максимальных режимах, тогда быстро выходил из строя.

 

WEP

In the real aircraft, there was a gate that stopped throttle travel, limiting power to just 61". To increase power beyond this rating, the pilot simply pushed the throttle lever past the gate to the desired setting. The P-51H had both "dry" and "wet" WEP ratings. The "dry" rating was identical to the P-51D, which is 67". The "wet" rating is a full 80" of manifold pressure, producing over 2,200 HP at altitudes below 10,200 feet. In the real aircraft, a Simmonds control unit limited the maximum manifold pressure to 67" unless the water injection switch was turned on. If the water injection was turned on, a microswitch in the throttle quadrant was enabled and the maximum manifold pressure allowed by the Simmonds control unit was increased to 80". If the water injection switch was turned off, or the water tanks were empty, the maximum manifold pressure allowed by the control unit was 67" regardless of the throttle position. In this flight model, there is no War Emergency Power switch. The maximum "wet" manifold pressure is available by using the throttle control only. Adjust the manifold pressure using the throttle control as indicated by the chart below for various flight conditions.