6G is blackout limit in AH. Structural limit for the 109 should be around 8G.
I have often wondered about several aspects of the Bf 109 structural load limits - for example, was the German design philosophy to design to limit stress based on yield and ultimate on a 1.5 factor? Was the design limit load 8G? Was 8G for the original design combat weight? Did it evolve to include additional structural design features as the combat Gross Weight increased from model to model?
For example - the P-51 structural build up was 8G at 8000 pounds for limit load. By the time the P-51D was operational, at combat weight of 10,200 pounds (sans external fuel) the limit load decreased to ~ 6.3 Limit, 9.5 Ultimate.
What was the design Limit and Ultimate G Load for the Bf 109G?
Second question - what was the constant altitude sustained turn G load for the Bf 109 and at what CL. All aircraft form drag increases nearly linearly (but at different rates) as AoA increases to region of stall. Additionally, prop/engine efficiency to convert HP to thrust gets 'iffy' in the 180-225 mph range to analytics for Thrust produced is equally iffy when modeling Thrust and Drag in curvilinear flight. Total Profile Drag for a P-51 for example, increases nearly 50% in climb and the contribution for the wing component of a 109 has to be a lot more than a 51.
