WWII Aircraft Performance/Personal Accounts Goldmine

[SteelValkyrie]

http://www.wwiiaircraftperformance.org/ ~ Managed to stumble across this the other day, have only read one link. Seems to have lots of solid information and charts, as well as some interesting accounts.

 

Here are some snippets from http://www.spitfireperformance.com/spit9v109g.html: 

 

 

Günther Rall commented on the Spitfire, having had the opportunity to fly various captured allied aircraft, as well as the Me 109G:

 

"The Spitfire, too (referring to the P-38 with power ailerons), was a very maneuverable aircraft, very good in the cockpit."

 

"...Nicknamed Gustav, the BF 109G was well armed but not as light as the earlier E and F versions. Its more powerful engine meant higher power settings whose inital climb rate sent it soaring to 18,700 ft. in six minutes but at low speed the plane was difficult to handle. ...Most of us considered the 109G over-developed. Poor landing characteristics added to its woes." Jill Amadio, Günther Rall: a memoir, (Tangmere Productions, Santa Ana, CA), pp. 148, 242.

 

 

Reference Me 109 - wing breakages. Owing to continually recurring accidents caused by wing breakages in Me 109 aircraft attention is drawn to the following:

 

(1) The maximum permissible indicated airspeeds in the different heights are not being observed and are widely exceeded. On the basis of evidence which is now available the speed limitations ordered by teleprint message GL/6 No. 2428/41 of 10.6.41 are cancelled and replaced by the following data:

 

 

Up to 3 km (9,842 ft.) 750 km/h.(466 m.p.h.)

At 5 km (16,404 ft) 700 km/h. (435 m.p.h.)

At 7 km (22,965 ft) 575 km/h. (357 m.p.h.)

At 9 km (29,527 ft) 450 km/h. (280 m.p.h.)

At 11 km (36,089 ft) 400 km/h. (248 m.p.h.)

 

These limitations are valid for the time being for all building series including the Me 109 G. A corresponding notice is to be placed upon all air-speed indicators in aircraft.

 

(2) Yawing in a dive leads to high one-sided wing stresses which, under certain circumstances, the wing tip cannot support. When a yawing condition is recognised the dive is to be broken off without exercising force. In a flying condition of yawing and turning at the same time correction must be made with the rudder and not the ailerons. The condition of wing tips is to be examined and checked with TAGL. Bf 109 Nos. 5/41 and 436/41.

 

(3) Unintentional unlocking of the undercarriage in a dive leads also - especially if only one side unlocks - to high wing stresses. Observation and the carrying out of TAGL. No. 11/42 and the following numbers is, therefore specially important. 

Note. Trouble has been experienced owing to undercarriage unlocking in a dive and a modification has been brought out to prevent this.

Dive: Adjust trim in such a way that the airplane can be held in a dive. The elevator forces and tailplane loads become great at high speeds. The tailplane adjustment must work perfectly; otherwise shifting of the tailplane is possible. 

Maximum diving speed 750 km/h. Hard aileron manipulation while diving leads to failure, particularly when pulling out.

 

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And that's just a fraction of info, there's easily a few dozen accounts from Spitfire pilots there and I've hardly touched on the 40-50 other articles on the site.. Not sure if this site is common knowledge, but thought I'd share! 

Edited September 14, 2015 by 19te.Aphelion