Quote:
|
Crumpp you really don't read what other people post.
|
I certainly switched off much of what you said at the constant "your wrong...blah, blah, blah" in your last post over how much lift a wing will produce at flow reversal causing buffeting.
I am sure you understand that aerodynamic buffet is the result of
flow reversal of a portion of the wing.
It is especially silly when you flatly state the same thing I am saying and therefore agree in point.
Quote:
|
The RAE themselves (They conducted the 109 vs Spitfire mock dogfights)
|
That is not what I read. The RAE was concerned that pilots were worried about the abrupt stall and subsequent spin entry being afraid to push the airplane. Any sane person would be afraid of that.
Pilots were not finding the limit as IvanK says:
Quote:
IvanK says:
you ease the back pressure off to get back into the Buzz .... Ideally the very first hint of it.
|
And I clarified:
Quote:
Crumpp says:
Ideally the very first hint of it...... No, Ideally you have none at all and are at the point just before any buffeting occurs. That is also what the Spitfire Mk I notes relate
|
Maximum turn performance will occur at the point just before buffeting begins as the Spitfire POH instructs. That is how the physics works. It does not matter what tricks our mind might play as we shake, rattle, and roll through a turn hunting for that 2D polar CLmax. If you just ease the stick forward to the point the buffeting stops, the airplane will increase in turn rate. With buffet....the entire wing is not working producing maximum lift force in the direction you want it to go....Without buffet...the entire wing is working at your command.