Hello again...thread.
I've seen that biased report before. Well, biased normally, for the given time it was done. Just again though, I wish we had german comparison trials for the same.
However, something in that report shook up my merory a bit. Heavy elevators and the effects of those in combat it was.
Now since everybody has mentioned the importance of ailerons in combat, how about the response of ailerons.
I remember an article about the vices of the 109, very much stating its elevators heaviness as uncomfortable and insufficient.
Are elevators less important than ailerons? Well, once at high speed, and ALSO with heavy ailerons, elevators might as well be crucial.
I have seen some remarks that pulling 109's into a high speed-heavy-G-maneuver was very tough, - earlier models presumably being harder on the pilot.
Charlie Brown (if anyone remembers the start of this thread) also remarks the 109 being rather easy to loop, and the minimum looping speed at 280 mph. Hmmm 280 MPH?
From that, - easy at it is, it seems to me that the Emil, regardless of roll rate has a very limited pitch/loop range. The Spitfire will definately loop at 180 mph, - entering a loop at a typical 300 mph, it will loop twice consecutively. At very high speed, when the 109 pilot will have to pull the stick with a lot of force, the Spit pilot will still do the same pitch single-handedly. Actually too easily, so later variants of Spits had their elevator control weighted-up according to speed in order to prevent overcontrolling.
Anyway, something also of interest, - pitch control in the turn, - at high speeds, plane rolled almost to 90 degrees, stick needs to be pulled as much as possible, - where would the 109 pilot be in the first seconds compared to the Spitty jock? just wondering.....any figures of instantaneous turns?.
Maybe that's where the myth of Spits out-turning 109's so easily comes from. The first seconds....
Just wondering..
