[MaxGunz]

Originally Posted by Gaston

Your comments show little understanding of what I said.

That's because your made-up nonsense cannot be understood in any logical sense.

I said the wings on these old aircrafts ALWAYS bend more than previously assumed for a given horizontal turn,

SOURCE?

since wind tunnels do not imitate a curved trajectory, and wing bending on these old nose-pulled types was never actually measured in turning flight (dive pull-outs measurements would not count because of the prop unloading in the dive)...

SOURCE?

And when did they put full size planes in WWII wind tunnels?

The structural limit before permanent deformation on these fighters was typically a factor of two, so way beyond the assumed loads: 14 Gs on the Me-109G and 13 Gs on the P-51, so there is plenty of room for the structure to bend more than the assumed 6 or 7 Gs of assumed actual wing bending load.

Ass-uming the pilot can take any 13 or 14 G's beyond momentarily, less than a second.

If you don't understand that more wing-bending applied differently among types can play havoc with wingloading assumptions, and is important for the wingload hierarchy between aircrafts, I don't know what to say to that... Your comment makes absolutely no sense.

SOURCE?

Something besides in the mind of Gaston, please!

Even Glider would readily agree that if the wingload is added to unevenly across types, it would change the wingload hierarchy between types, which is what this is all about...

A new of line of unsupported BS?

Your comment that weight cannot be added to just because an object is in flight seems on its face nonsensical: If I press down, say through leverage, with a fifty pound force on an 80 lbs block, flying or not, it will then become (for all practical purposes) 30 lbs "heavier" than the "heavier" 100 pound block, flying or not... I cannot fanthom what you fail to get in this...

Because it is complete physics-violating BS to say that you can from within the plane press down and make the plane heavier. You are now in the realm of violating the 2nd Law of Motion in Grand Crank Style. The classic non-demo is a 150 lb man pulling his bootstraps with 160 lbs force and expecting to lift himself off the ground.
Pressing down on a block that you are not standing on does not apply to pressing down on a plane by any means within the plane. That does not include changing the controls that affect air flow (external to the plane) which does not change the weight of the plane regardless.

I never said the FW-190A produces more lift at lower speeds and lower Gs than at higher speeds and higher Gs: I said that the "extra" load is proportionately greater at lower Gs, because it is not changed by speed but by power, and the power stays the same since it is assumed to be at the same maximum in all turns, high or low G, for simplicity's sake...

Which is BS. Power/thrust does not change wingloading.

So it is logical that an aircraft that has less of that "extra" power load (because of better leverage over a shorter nose) will benefit more at low speeds where the power is "larger" compared to the "pure weight" G loads... But at high G loads the actual mass of the aircraft is multiplied by the Gs, while the power is assumed the same, so the lighter aircraft benefits more than the heavier aircraft from high Gs, and the "power leverage load" is proportionately smaller to the "real" G load, so having a big advantage in "leverage power load" (like the FW-190) is less significant and becomes less and less significant as the turn becomes more and more tight beyond what is sustainable in speed...

At high Gs, weight matters increasingly more than power, everyone should be able to understand that... Hence the FW-190A's turn performance goes down relative to lighter fighters when Gs go up beyond a sustainable speed... Which is exactly what can be observed in innumerable combats...

There is no way, if you accept the premise of an extra load on the wing due to power, that any of this is debatable...

So given that physics is wrong and your joke ideas are right, you have a muddled 'point'.

As for the issue of where the extra lift comes from, it is a thorny issue, but since we don't know how much those wing actually bend in turning flight (thus with assymetrical air inflow), who can say the extra lift is not there?

Not you, that's for sure. How far the wings could cantilever without deforming was tested and known. They did test structures to destruction but then engineers did and still do things like that.

If there is extra wing bending, and if it changes with power level, then it means that the extra lift is there, and it is power-related, regardless of what our other assumtions are...

If... Enough ... nothing real, no source... Then It Means, whatever you decide in your fantasyland ... Other Assumptions and non-factors from non-facts....

Note that I attribute the load to the leverage of the power coming from a long nose, so that is why more recent studies of very advanced jet fighters completely failed to uncover this extra power load... The existence of such in-flight wing bending tests seems not to overlap further back than the early jet age... Current warbird operators do not use wing strain gauges in flight, at least not routinely...

What recent studies This Time? SOURCE?

I also think that one of the features of that extra "nose power" load is that the width of the prop surface creates its turn assymetry through increased thrust in the disc's inside turn half, which increased thrust could help "mask" the inevitable extra drag needed for that extra load on the wings...

And now you're back to the old "Stress Risers" without actually using the words This Time Around. But it's the same unsupported stuff as before.

What is your SOURCE? Do you hold a model plane and imagine this while making zoomy sounds?

By saying "wing bending cannot create extra lift", you are confusing cause and effect... The cause of the extra lift is obviously complex if it was hidden for 100 years (but it isn't so outlandish if you include the "gradually increasing" assymetrical inflow of air in a turn, which is not duplicable in wind tunnels)...

Obviously. They could predict what happened quite well without knowing the secret Gaston Force that does absolutely NOTHING. Since it had NO EFFECT they never knew it wasn't there! Oh, those Idiots!

If your ideas were right then perpetual motion would be possible.