Based on the G100UL fuel leak thread what's your position?

[MikeOH]

Just now, Marc_B said:

continued to 3/5/25 at 9:30a local

Thanks.  Where did you find that? I didn't see it on the website.

[Marc_B]

From the case look up there was a location to go to download documents, but was also a tab for Tentative Ruling.  I think it's a preliminary report.

https://eportal.alameda.courts.ca.gov/

[MikeOH]

A little background on the judge in this case.  Draw your own conclusions about his possible bias:

 

[mluvara]

3 hours ago, Marc_B said:

From the case look up there was a location to go to download documents, but was also a tab for Tentative Ruling.  I think it's a preliminary report.

https://eportal.alameda.courts.ca.gov/

 

[EricJ]

Interestingly, this showed up on my FB feed the other day.   Back when I was looking at how the Germans got the Daimler DB605 to make 1800 hp on high boost and relatively low-octane fuel, it appeared that combinations of methanol injection and aftercooling (intercooling) were frequently cited for being enabling technologies.

This graphic suggests that variations of the same were used on the Packard-Merlin in the P-51.   The aftercooler around the centrifugal supercharger at the rear of the Merlin is not new to me, but I'd not seen the ADI injection before.  I'm wondering if that wasn't a postwar modification for the air racers. 

 

[Sabremech]

4 hours ago, EricJ said:

Interestingly, this showed up on my FB feed the other day.   Back when I was looking at how the Germans got the Daimler DB605 to make 1800 hp on high boost and relatively low-octane fuel, it appeared that combinations of methanol injection and aftercooling (intercooling) were frequently cited for being enabling technologies.

This graphic suggests that variations of the same were used on the Packard-Merlin in the P-51.   The aftercooler around the centrifugal supercharger at the rear of the Merlin is not new to me, but I'd not seen the ADI injection before.  I'm wondering if that wasn't a postwar modification for the air racers. 

 

Definitely post war. Nothing like that on the two P-51’s we had. 

[EricJ]

22 minutes ago, Sabremech said:

Definitely post war. Nothing like that on the two P-51’s we had. 

That was my suspicion, which suggests that the wartime Packard-Merlin engines were making ~1700 hp mostly with intercooling (aftercooling) with 100/130 fuel and ~60" MAP.   The air racers run much higher MAP so maybe this was a modification that enabled that.

[PT20J]

Maybe this will help explain things 

34811808-North-American-P-51-Mustang-Pilot-Training-Manual.pdf

[mluvara]

5 hours ago, EricJ said:

Interestingly, this showed up on my FB feed the other day.   Back when I was looking at how the Germans got the Daimler DB605 to make 1800 hp on high boost and relatively low-octane fuel, it appeared that combinations of methanol injection and aftercooling (intercooling) were frequently cited for being enabling technologies.

This graphic suggests that variations of the same were used on the Packard-Merlin in the P-51.   The aftercooler around the centrifugal supercharger at the rear of the Merlin is not new to me, but I'd not seen the ADI injection before.  I'm wondering if that wasn't a postwar modification for the air racers. 

 

I have a bit of experience in this area, as I spent 2003-2015 crewing on numerous aircraft at Reno (including several that won Unlimited Gold) and supplying telemetry systems to them. I also worked as a party to the NTSB investigation to the 2011 Galloping Ghost crash because I built the telemetry system.

That aside, ADI was a system adopted for the high power race engines. On the Merlins, the after cooler was removed in favor of a tube induction system after the supercharger. It usually had an automatic system that would come on with a manifold pressure switch and feed the ADI fluid into an area of the supercharger (if I recall correctly). Failure of this at 130” MAP for a carbureted system would result in a pretty instant catastrophic result if not caught quickly. On the  other hand, a fuel injected 3350 on a Sea Fury actually would not suffer the same instant fate if the ADI failed and induction temp resultingly increased. I remember we ran a good portion of a lap when the ADI system failed at high power on the Sea Fury. The real time telemetry saved numerous engines because of system failures.
 

I just feel the extra complexity could be an issue for GA because it’s another system to maintain, care, and feed. One needs to carry methanol to mix with water, or have a supply at airports. It’s another preflight item.

Edited 10 hours ago by mluvara