The 'Great Debate' - Spitfire vs BF109

[taildraggernut]

Originally Posted by Crumpp

Not sure what you mean here. The aerodynamic center does not change with AoA.

The Center of Pressure moves forward with increased angle of attack and disapates at the stall.

Is that what you mean? The CP moves forward, the AC is stationary and when the CP is gone, down the wing comes about the AC.

Cause otherwise you have it backwards, the CP moves backwards in infinity as we approach zero lift AoA.

One of the reason's why CP is obsolete.

I assure you I have nothing 'backward', I said nothing about Aerodynamic centre.
as the AoA increases the CP moves forward until the departure, the CP then moves to the back of the wing and doesn't dissapear, CP may be an obsolete mathematical model but the real world low pressure we know as the CP behaves as I describe, again I'm wondering where all the aerodynamic lessons are taking us?

Originally Posted by Crumpp

All true. Some airplanes the turbulence is the predominate factor. As a general rule though, it is the buffet.

In fact, it is really not good design to put the tail in the wings wake. It can lead to an unrecoverable stall condition. That is the big issue with T-tails.

Near the stall incidence, in most airplanes, the tail by design is in clean air.

as you said all true, not sure where T-tails bear relevance here.

Originally Posted by Crumpp

Well it is the co-efficients not the forces. In level flight we are lucky our lift force remains constant.

The co-efficients have a direct relationship. So as the airplane's co-efficient of lift increases, the co-efficient of drag increases.

Drag, unlike lift does not remain constant. So when our CL increases lift force stays the same but our drag force goes up.

How does this answer my question? you didn't explain how drag inceases lift.