Quote:
Originally Posted by Soren  Ok you refuse to consider what I'm saying, fine, but you've still got to answer the question about how on earth the Bf-109 doesn't manage to out-turn the Mustang & Tempest in those tests while the FW-190G manages to turn with them ??? No thats right, it doesn't make any sense at all, and it only supports what I've been saying so far. And I'm not the only one saying this, LW chief test pilot Heinrich Beauvais says the same and has even tried to contact Eric Brown on the matter, which he refused.
Consider that in every German evaluation flight the Bf-109 proved far superior in turn performance compared to the FW-190, all the reports stating the Bf-109 easily turns inside the FW-190. But thats not all, in every TsAGI flight evaluation the Bf-109 turns ALLOT better than the Mustang.
As to the condition of the captured a/c well here's a little thing I noticed: "the 109G’s maximum roll is embarrassing (slots keep opening) "
Now that is something which isn't going to happen to a fully functioning 109!
From: Mustang Tacical Trials
The only thing that would explain the test results besides the pilot not pushing past the slats deployment would be if the gun-pods were left on - which they most likely were.
The 109G in question:  |
Soren, as stated, I'm not here to argue the 109s turning ability, comparing it to other aircraft, or trying to justify the noted test results. You made the statement that when the noted 109s slats deployed, pilots were afraid of it stalling - there was no evidence to support that, in fact everything shown here proves that the aircraft WAS stalled in more than one configuration as this would be one of the first things done when evaluating the aircraft.
I'm sure you're familiar with the USAAF evaluation of the 109G at Wright Patterson.
"f. Stalls and Stall Warning.
Automatic Handly-Page type slots are provided on
the outboard leading edges of the wing. They extend at about 240 kph
indicated. The airplane’s stall characteristics are good with little
tendency to fall off on either wing. No specific stall checks were made
but it is believed the stall with wheels down and full flaps is about 150
kph indicated."
and BTW, here are the comments made about its turning ability....
"g. Maneuverability and Aerobatics.
The radius of turn is very poor in this airplane
and it is probably due to the poor elevator control. It is very hard to
maneuver at high speeds. At cruising speeds the controls are very light
and all normal aerobatics may be performed easily."
Me 109 G Flight Tests
Bottom line Soren, not stalling an aircraft during flight evaluation in several flight configurations is like test flying the aircraft without retracting the landing gear. But to answer your question about the turning radius of the 109. Did you ever think that those who evaluated the 109 did not fully master the aircraft after only flying the aircraft 3 or 4 hours? Some of the quotes you posted earlier came from pilots who had hundreds if not thousands of hours in the aircraft and were probably the most proficient 109 drivers during WW2 and it is that reason why I believe you see that difference in opinion with regards to the evaluation of the Bf 109 turning radius....
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