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My idea would be to take the engine out then go to the pub for a beer.I have a better idea, lengthen the nose, move the (Merlin) engine into it, square off the wings and tail, add a four bladed prop, stick the radiator in the belly behind the pilot and add 12 numbers to the designation.
My idea would be to take the engine out then go to the pub for a beer.
Hey, you forgot the laminar flow positive G airfoil!I have a better idea, lengthen the nose, move the (Merlin) engine into it, square off the wings and tail, add a four bladed prop, stick the radiator in the belly behind the pilot and add 12 numbers to the designation.
Down the hatch! Minimum boundary layer turbulence. Maximum flow.
What about Wulfbrau?Thank God there's no Airacobra Ale! But Spitfire Ale, we got some of that.
And Messerschmitt Schnapps, too!
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So typical of me, well, that's what happenzzzz afferr tooo mujch aleeelea... lallaall... aaaeelll... BEER.Hey, you forgot the laminar flow positive G airfoil!
All the sources say that P-39 stalling characteristics were good, yet in the same sentence say that there was little or no stall warning. How can stall characteristics be good if there is no stall warning? Seems like if this is as critical as you say, then the stall characteristics should have been labeled "deadly" or "catastrophically bad" or something along those lines.Not maintained; improved!! It seems most P39s in combat trim, or even in training command, were flying around with CG at or near the aft limit, which may have itself been not conservative enough. A more forward CG increases the pitch-down tendency in a Departure From Controlled Flight (DFCF), reducing the probability of a flat spin. Given the concentration of mass in the core and the lack of polar inertia (a deliberate attempt to improve maneuverability), the impetus needed to get rotation started in a stall situation was pretty low. Add to that the easily blanked rudder and elevator configuration and you've got a potential booby trap for the inept or unwary pilot. Intuitive fliers like Yeager or Brown would naturally fly through a stall with precise coordination, thus avoiding yawing into the asymmetric stall condition that sets up a spin. Eagles of that caliber would of course enjoy the very light stick force gradients and the light "feel" of the plane, and would have the finesse to not overcontrol it as a more ham-handed pilot would.
So get that CG forward, if you can, and make it a better flying machine!
As I understand it all aircraft stall, some give better warning than others, when close to stall some are still very controllable others very vague, when stall some are easy to recover and behave in a benign predictable way, others are not and become very dangerous very quickly.All the sources say that P-39 stalling characteristics were good, yet in the same sentence say that there was little or no stall warning. How can stall characteristics be good if there is no stall warning? Seems like if this is as critical as you say, then the stall characteristics should have been labeled "deadly" or "catastrophically bad" or something along those lines.
As I understand it all aircraft stall, some give better warning than others, when close to stall some are still very controllable others very vague, when stall some are easy to recover and behave in a benign predictable way, others are not and become very dangerous very quickly.
And an aircrafts characteristics regarding the warning leading up to the stall are part of whether it has good or poor stall characteristics. An aircraft that gives you no warning at all is not really ideal.