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Speed is important but so are other characteristics. Otherwise the 596mph Me-163 would have swept the sky clean of Allied aircraft.
Well certainly the capability to stay in the air more than a few minutes, and maybe not have the propensity to blow up are important. Now look at the Me-262. If these had been available in number and had protected airfields, they most likely would have reestablish control of the air over Germany due mainly to its speed, at least until the Allies had developed and fielded a just-as-fast aircraft too.
Not every pilot flew all G-10's at the various plants. Save one fellow for sure who did: Mortl Nicolause WNF/Diana test pilot. And some of his pictures would show, Erla/Mtt-Reg/WNF G-10's in late 1944 were not all that concerened with 'fit and finish' for streamling. Nor the fact of 3 different cowls on the G-10, and that Erla used a mix of the clean dirty cowls. The DB 605D used in G-10's were the exact same engines used in the later K-series. If you get a chance read General Rall's book Günther Rall: A Memoir~snip~
...Btw, all 605 series engines were cleared for 1.42 ata in the first quarter of 1943. Also a G-6 G-14 are seperate models. Just like a G-5/AS was a seperate model from a G-10. Special radios were used in the G-6/Y.
Seems right to me, thanks Juha. =)IIRC 1.42ata boost was initialy cleared, some of the aircraft being captured by the british having card showing the 1.42ata boost as being cleared. Then in Nov 42 documents were issued showing the 1.42ata as being unavailable till further notice. The new, stronger crowns for pistons was the first remedy and 1,42ata appears to have been cleared in 8 June 1943, and used operationally at Kursk, however it seems they were not entirely satisfied and recalled the clearance and only in DB documents dated Nov 43 the boost was finally cleared. The final fix was achieved by installing oil de-aerators
I enjoyed the video, thanks for posting it Ratsel. I had missed this broadcast.
Seems to me, this fight...close-in knife-fight so to speak, the 109 would have an advantage over a single Mustang.
To keep several at bay, good job!
By 1 JAN 45, this was the exception where 4:1 odds is a nearly a foregone conclusion.
Not every pilot flew all G-10's at the various plants. Save one fellow for sure who did: Mortl Nicolause WNF/Diana test pilot. And some of his pictures would show, Erla/Mtt-Reg/WNF G-10's in late 1944 were not all that concerened with 'fit and finish' for streamling. Nor the fact of 3 different cowls on the G-10, and that Erla used a mix of the clean dirty cowls. The DB 605D used in G-10's were the exact same engines used in the later K-series. If you get a chance read General Rall's book Günther Rall: A Memoir
' consider you're lucky if the engine even runs properly 50% of the time or if it needs a schedule maintenance'
Erich Hartmann attributed alot of his success to his mechanic, Heinz 'Bimmel' Mertens, who kept his engines/planes running tip top. As most pilots relied heavily on there mechanics. And they were gooood at what they did. Right up until the last days. They had those engines running like swiss watches for the most part.
Btw, all 605 series engines were cleared for 1.42 ata in the first quarter of 1943. Also a G-6 G-14 are seperate models. Just like a G-5/AS was a seperate model from a G-10. Special radios were used in the G-6/Y.
Has anybody ever walked in the woods and ever discovered a old vehicle full of bullet holes. Young troops were certainly known to use downed enemy aircraft, tanks, vehicles, for target practice, not exactly a secret.
How is this person supposed to look at a crashed aircraft X amount of years later, ( after it had probably been buried with a bulldozer) going to determine what damage was precrash damage, and what was post crash damage ?