Quote, AndyJWest: "Does anyone actually understand this? Since when has drag been considered to act 'upwards'? And since when have fighter aircraft been equipped with a pulley!"
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-Well drag is considered to act upward in the case of flight for instance...
As for pulleys being present, they seem to be in most mechanical flight controls:
http://en.wikipedia.org/wiki/Aircraf...control_system
Quote: "Mechanical or manually-operated flight control systems are the most basic method of controlling an aircraft. They were used in early aircraft and are currently used in small aircraft where the aerodynamic forces are not excessive. Very early aircraft used a system of wing warping where no control surfaces were used.[2] A manual flight control system uses a collection of mechanical parts such as rods, tension cables,
pulleys, counterweights, and sometimes chains to transmit the forces applied to the cockpit controls directly to the control surfaces."
For those who still have some doubts about the general validity of my points, please take note the following items:
1-Only ONE WWII-stated instance exists of a pilot actually saying the Me-109G out-turns the FW-190A: The La-5 test evaluation. (Versus uniform combat pilot opinion to the contrary: Johnny Johnson's crystal clear post-war conclusion about this, TWO Soviet combat evaluation summaries, British and Russian observed combined Me-109/FW-190A tactics, innumerable German FW-190A and US 8th Air Force pilot opinions, including official Rechlin evaluations conclusions "Out-turns and out-rolls at any speed", etc... ect... Oh, and the shape of a "Saber" vs the shape of a "Floret", from none other than Gunther Rall...)
In a year of discussing this, several new evaluations and pilot quotes have been added to my side of the argument (few found by me!), while the La-5 test is still all alone: Expect this to continue...
2-No intelligible explanation how you can tilt backward a running propeller in flight, which is necessary to make it go in a curve, without applying to it at least more than half of its total thrust...
3-No explanation on how the distance of a point of thrust that is near the nose has NO negative leverage effect on the wing's center of lift, which is the only pivot point available to achieve the previous point...
I think that sums it up nicely...
Gaston