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I believe that Weir is supporting my own pet theory that the AFDU was infact (along with the RAE) an organisation thoroughly infiltrated by nazi agents. As a result they time and time again reported that the Spitfire could out turn the Fw190 in order to develop tactics for the RAF's Spitfires that would inevitably lead to them fighting at a disadvantage against the superior turning Fw 190.
This is just about to derail.
And if you don't believe this, consider handling reports that describes that at some speeds the Spitfire's wings started to rumble at a backward stick movement of 3/4 of ONE inch. The large wings had unusually low lift, but were very stable, with full aileron control, while stalling... This is why the elevators were described as "oversensitive"...
Gaston, how do you expect people to listen to you when you ignore what everyone else says? You had several members tell you that combat reports are only PART of the equation, not the total! You can't see or understand why they shouldn't be totally reliable???
I think that occurred when it reached 952mph cruising speed.
Well what about German tests by KG 200 that found their underpowered P-47 out-turned the Me-109, while the P-51 stalled and killed one of their pilots?
Or what about the modern 1989 test by the "Society of Experimental Test Pilots" SETP, that found the 6 G corner speed on the P-51/F6F/FG-1/P-47D was near maximum level speed, contrary to previous assumptions, and that the P-47 tracked targets much better than the P-51 during a turn?
But you don't like those test don't you? And that is how you find tests to be uncontradictory.
And what about the British wartime test that found the P-51 out-turned the Me-109 even with full underwing drop tanks, but could not out-turn the FW-190A when clean? Sure, they probably didn't use the slats properly, since the two are close, but it at least does show the P-51 could not out-turn the FW-190A even when clean...
And what about the test of the P-38G vs FW-190A that found the FW-190A out-turns the P-38 at all speeds except below 140 mph?
Do you know how the Me-109 squares against the P-38 in tests?
So let's just say you like some tests, but not others... Good solid science...
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It's the pilot levitation skills you know: You hold your hands out while humming, and watch the bombs rise in their shackles...
Oh but wait, on the deck lugging 2000 lbs of bombs, their must have used vertical maneuvers to outwit those Me-109s you know... Those guys were truly Yoda-grade levitators I tell you...
Gaston
Here is the US handling report:
http://digital.library.unt.edu/ark:/67531/metadc61034/m1/10/med_res/
Page 10: "Less than 5° movement of the elevator was used to reach maximum lift coefficient in pull-ups from level flight"
3° up elevator corresponded to 3/4 inch stick travel, so 5° means it is less than about 1.5 inches of stick travel at any level flight speeds...:
...Post that URL or you are gone. I'm frankly tired of your insulting sermon..
3/4 of an inch stick travel is pretty much an established figure. Valid for a stick length of 33 7/8 inch, to centre of spade grip. Yes, that's about nothing, but that's the way it was. And I guess, no matter what instrumentation the tested plane was equipped with, a pilot has a pretty good idea how much stick travel brings his aircraft to the stall. The Spitfire V as tested only displayed marginal longitudinal stability in the cruise condition, in other conditions it actually was unstable. This means very little elevator input, or even inverted control. I'd happily give you the link to the report, but the NACA technical report server is down for silly reasons (might still be open to US IP range?). Feel free to look for the following somewhere on the web, or let me know when the NACA server is back up:
Wartime reports:
MEASUREMENTS OF THE FLYING QUALITIES OF A SUPERMARINE SPITFIRE VA AIRPLANE
STALLING CHARACTERISTICS OF THE SUPERMARINE SPITFIRE VA AIRPIANE
3/4 of an inch stick travel is pretty much an established figure. Valid for a stick length of 33 7/8 inch, to centre of spade grip. Yes, that's about nothing, but that's the way it was. And I guess, no matter what instrumentation the tested plane was equipped with, a pilot has a pretty good idea how much stick travel brings his aircraft to the stall.