I sent the nitrous stuff to my dad, and here's his reply:
As I am only 72, I just heard about water injection / fuel injection /
jatto assist etc. We did have the equipment in the AD-1 Douglas
Skyraider and some things, like the water injection stop, were still in
the F9F-2 Grumman Panthers. In the Panther the only thing this allowed
us to do was get another 1 or 2 % topend RPM if you held the throttle
all the way forward depressing the spring loaded stop (switch that
activated the injection process) in the forward part of the throttle
quadrant. The throttle was normally set by maintenance personnel to be
at 100% just touching the stop. Not depressing it at all. It is also my
understanding that "water injection" was used for more power for short
periods of time and not for high altitude. The air being thinner at
altitude caused you to use a leaner (less fuel) fuel setting. I took a
Big Banshee (F2H-3) to 50,000 feet and when I started to descend I
reduced the throttle to idle on the quadrant but the engines still ran
at 94% because of the less fuel needed at altitude. The reason jets,
airliners included, desire a high rate of climb is to get to altitude
where the engines are most efficient (less hourly rate of fuel required)
for long trips. Depending upon the distance between takeoff and landing,
fuel economy may dictate a lower enroute altitude than you might expect.
Climbing too high then letting down steeply would consume more fuel than
a lesser altitude (shorter high power setting) and a shallow descent at
higher or the same speed.
I believe the Grumman F7F, a twin engined night fighter, was called the
"Tiger Cat". SEA YA, Dad...
Sam '95 SLT
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