Inaccurate performance data for BOB fighters in COD comparing to RL data

[Crumpp]

So why do historical military pilots and aerobatic pilots (not talking FBW here) seem to think flying at the onset of just detectable buffet a good idea? Are they all misguided and should be told the truth?

Couple of reasons....

1. If you don't have a stall warning device or AoA indicator then flying to the nibble and backing off is the correct technique. Read my last post in that thread and you will see once IvanK clarified his statement, we agreed.


2. See point #1 for most aerobatic aircraft.

Another technique would be to continuously detect flow separation, back off then redetect, but this doesn't seem very practical to me. But unfortunately I feel sick for hours after doing just an (approx) 2G turn for 360' so I don't know

That is exactly what you do.

You can read the Spitfire Mk I notes and see that it is in fact....correct.



Notice in paragraph 38 turning circle it instructs to not buffet the aircraft for a minimum radius turn and relax the stick pressure (move the stick forward)!!

The point being that new printed manuals including the latest revisions ARE NOT CONSTANTLY CHURNED OUT LIKE SAUSAGES just because something has changed.

The RAF republished sections as needed. That is a fact. The incorporated Amendment List was noted at the top of the reprinted section so that the operator could confirm he had the latest updates.

For example, the Hurricane II Volume I shown here incorporates Amendment List Number 42:



The amendment list's that are published but not incorporated are the responsibility of the operator to add to the Operating Notes.

Those amendments are to be logged in the space provided at the front of the Operating Notes:



To complete the update, the operator is instructed to paste in and replace the old text with the changes noted in the Amendment.

Here you can see that an amendment was properly added to the Operating Notes by the Operator:

Crumpp says:

It is a fact that conversion of all operational Spitfire Mk I's was important enough to warrant a warning in paragraph 1, operating limitations of the Pilots Operating Notes in January, 1942.

We can definitely say that full conversion did not take place in June 1940 or earlier as no such warning exists in the Operating Notes.

The only operational evidence of full conversion to 100 Octane presented in the thread is the January, 1942 Operating Notes for the Spitfire Mk I.

That being said, I can also tell you for a fact ALL Spitfire Mk II's were using 100 Octane in June of 1940.