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What is the other thread??? This is more for my opinion that the P-39 / P-63 is the supreme war fighting machine of WWII!
(at least through my jaded glasses)
From what little I have read, I believe you are correct. Plus, because the silhouette of the Kingcobra was the same as the Airacobra, they would surely be mistaken in any Luftwaffe report. The Russians would not report any use of the aircraft outside of the agreement, the U.S. would never know, and the main adversary would have no idea . PERFECT.
still why didn't they want them used against the germans?they didn't want the technology to fall in German hands?
Let the beliefs outside of the thread and stay on facts, please.Wow Altea, whatever makes you believe that?
For the La-7 i gave you the test results of the La-5 "etalon of 1944 year" S/N° 39210506, from febrary 1944 trials. Due to some poor manufacture standards serial planes were worse of course, but not for all of them: many had less than admitted 2.5-3% performance loss compared to required standars (680 km/h) and were not object for further test and complaint reports.
For the first i don't know, maybe from publicity leaflet? Even from manufacturer flight manual delivered with the plane it was 514:The first P-63As without water injection could reach 558km/h at SL.
Bell P-63 Kingcobra.
I don't know about what front line fighters, Yaks and Las and Spits were prone to recover from a spin, with about 500 m hight loose, commands on neutral position. The airacobra/kinkobra spin was of un unstable serial caracter. Example: one slow turn, two violent ones, three flat, one fast etc...There were no garantee to recover from it. Moreover it needss pilots action with gaz and rudder playing. Larry Bell was perfectly aware of that, it' why "he" offered an Irving parachute to Kotchétov that left a P-63 on a flat spin during his trip to america.It is true that the P-63 had a restriction on the pilots not to perform intentional spins, but so did many front line fighters.
There's no special reason to extend P-63 own problems to the other "gentle" planes at spin as Spit IX, Yak-9, Hurricane...
For sure, but obviously in the real life "soviet" P-63 A-10 from march 1945 during LII-VVS tests reached no more 612 km/h (but 522) at SL than "british" Bell P-400 395 mph (but 355-359) in 1941 from RAE AFDU trials.Altea, have you read this whole thread?
Once again, Altea, what are you basing your statements on?
On LII-VVS test trials, easily availble on web, with minimal efforts.
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Regards
There is also a table with it.About the chart you have posted: well, it doesn't give any details (weight, power settings or exact dates of the planes tested). I also use these USSR charts when there is nothing else available.
It's true that test pilots used the engine power, exactly -but no more- as they were allowed in plane manuals. I'd rather trust the LII-NKAP and NII-VVS tests as they were made with extreme rigor, calibrated laboratory instruments, and AFAIK controled by land based theodolits and radars. Also the "clouds of points" obtained were linearised by a justified statisticall low. I would say the same for british RAE, AFDU, even french CEV and CRAS tests fr american planes. All of them had lower values than official american ones, but were closer to the serial or mass-serial planes real capabilities.I doubt very much this would reflect on any VVS charts because the higher brass and politicians of the USSR frowned on foriegn equipment being publicised as better than their home made equipment.
Oh just one more thing, I did not say the P-63A-10 had a sea level speed of 612km/h. I said it was 616.4 km/h. And that IS from the graph marked CONFIDENTIAL on Mike Williams sight. P-400 reached 395mph?? It would have to have been diving and being pulled by a band of angels.
Thank you Altea for the information about the graph. Could you post the table with test weights or any other information applying to the graph(s).
I remember reading about the speed discrepency of the F6F. If I remember correctly it was contributed to the air speed tube. I think it was decided that it was not worth disrupting production to correct the problem.
As for VVS pilots following the plane manuals exactly, in a Conversation with N. Golodnikov he openly admits to over boosting the P-39 engine to get better performance.
Once again, thanks for the enlightenment on the graphs Altea.