Ad: This forum contains affiliate links to products on Amazon and eBay. More information in Terms and rules
Joe Christy mention in his book a British comparison test between Hellcat and captured Bf109G. The latter held superiority in climb and level speed, while the Hellcat was much superior in turning. Dive was almost equal, Bf109 pulling ahead, but only "foot by foot".
Hence their recommendation was to try to get the Bf109 into a turning fight.
Problem is Timppa that the British never dared flying the Bf-109 to its limits in a turn fight, the pilots got scared as soon as the slats deployed and aborted the turn, thus they never came anywhere close to a maximum performance turn in the a/c. Hence why the British concluded that the Fw-190 turned much better than the Bf-109. In reality the Bf-109 turns much much better than the Fw-190, as you can read in Rechlin tests between the two a/c.
Soren, you have repeated this drivel for at least two years without submitting the rechlin tests or substantiation that experienced British test pilots were cowards while flying the 109.
Chief Luftwaffe test pilot Heinrich Beauvais, who flew all captured Allied a/c as-well as LW a/c made it clear that the Bf-109 could even turn better than the Spitfire. It was all about keep pulling the stick backward and not backing off when the slats deployed.
If he made it clear, where are his proof points? Why is he a better source than Brown in context of comparisons? For every Beauvais you trot out with a subjective opinion there are Brown's with equal or greater experience and an opposite point of view.
You Belive the 109 could out turn everything. We get that. You would have converts if you could Substantiate your faith with cold hard facts - but you never do.
And if the Bf-109 could outturn or even turn with a Spitfire I believe it could outturn a F6F-5 quite readily.
And I still can't believe that captured -109s were never fully stalled (because the test pilots were afraid when the slats deployed)
Rall stated that he would let go of the stick or push it slightly forward when the slats deployed, others said that's where real manoeuvering began. Obviously there is more than one way of flying a plane.
high wing tended to deploy first on the slats - causing a yaw to the high side.
Boy that would be annoying.
but consistent.
High lift means more induced drag on the high lift wing.
One of the real benefits to glider training while flying recips is to better learn controlled and cordinated turns (use of rudder to 'kill' the yaw).. just like a carved turn in skis instead of a 'skid turn'.
If using just ailerons (you know this I suspect), the high wing falls a little behind and the cotton tuft in front of you on the nose will drift to the high wing to show how your bird is yawing - you then feed in a little rudder.
Too much rudder and the tuft drifts the other way and you back off on the rudder pressure a little.
You almost have to admire his persistence against all the evidence..
You almost have to admire his persistence against all the evidence.
Soren you wouldn't be a politician would you or work in PR?