Harri,
Indeed the ASC required C3 but i was just tackling the AS(M) issue not the ASB/ASC series. Those were introduced at about the same time as the DB605DB/DC were. They were upgraded ASMs put to DB/DC standard, and yes the ASC indeed required C3 but those were not cleared for use until early 45 as underlined by T-AMT docs, a date which is not too compatible with the picture and the Werknummer.
There were 350 (IIRC) conversion kits issued early 44 for conversion of 109G/U2s using GM-1 to MW-50 use. The a/c retained the old insulated GM-1 tank, had several parts replaced and the DB605AM or ASM fitted. As described in the early DB605ASM docs, this engine required C3 when initialy introduced. Order was later relaxed, with B4 being tolerated provided the boost was not used without MW-50. This relaxation occured late summer 44.
Information solely based on DB, Mtt and RLM docs.
Cheers,
olivier
Quote:
Originally Posted by Harri Pihl
Olivier,
There were several different variants of the DB 605AS engines.
The first produced DB 605AS versions were simply conversions of the DB 605A and retained 1:7,3/7,5 compression ratio and were for B4 fuel. The G-6/AS planes of the Finnish air force had these engines.
After initial conversion engines the early produced version of the DB 605AS had higher compression ratio (1:8,3/8,5) and required C3 fuel even if not setup for MW50, these engines are sometimes called as the DB 605ASC.
Later there were many other versions called ASB, ASM etc. some required C3 and/or MW50, some B4, some could use both fuels. But these probably came too late for G-5 or G-6 as seen in the picture.
Sources are Valtonen's article in the SIHL and various DB documentation.
Regarding the plane in the picture; it seem to be a G-5 or G-6 (according to Wnr), it's also probably a AS (tall tail, light grey camouflage) and the C3 triangle means that it had a DB 605AS with CR 1:8,3/8,5 and/or MW50. Time frame for such variant might be something like summer 1944.
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