Stability and Control characteristics of the Early Mark Spitfires

[Crumpp]

Sorry fot the OT Crumpp, but I think that there's nothing more to talk about in this threat.

I think you are right. I will get the bugtracker posted. Been busy at work.

I would like to the do the Hurricane next but will leave it open to what the community wants to do.

Granted, the Hurricane will probably be a short thread as it does not have the emotional response of the Spitfire and its stability and control is not so dramatic as the Spitfire's.

[Seadog]

Originally Posted by Crumpp

I think you are right. I will get the bugtracker posted. Been busy at work.

I would like to the do the Hurricane next but will leave it open to what the community wants to do.

Granted, the Hurricane will probably be a short thread as it does not have the emotional response of the Spitfire and its stability and control is not so dramatic as the Spitfire's.

Why not a thread on the deadly stability and control issues of the Me109?

Range of Investigation. – The handling tests covered the following ground : – ease of take-off and landing ; trim and stability ; " one control " tests, flat turns and sideslips ; stalling tests, including a determination of CLmax ; high-speed dive ; harmony and " feel " of the controls.

An investigation of the fighting qualities of the Me. 109 included dog fights with Hurricanes and Spitfires, measurement of aileron forces and times to bank at speeds up to 400 m.p.h., and an analysis of the turning performance of the aircraft.

Pilots' views on cockpit layout, comfort and view are given in an Appendix to the report.

Conclusions. – (i) Take-off is fairly straightforward. Landing is difficult until the pilot gets used to the aircraft.

Longitudinally the aircraft is too stable for a fighter. There is a large change of directional trim with speed. No rudder trimmer is fitted ; lack of this is severely felt at high speeds, and limits a pilot's ability to turn left when diving.

Fin area and dihedral are adequate. The stall is not violent, and there is no subsequent tendency to spin. CLmax is 1.4, flaps up and 1.9, flaps down. No vibration or " snaking " develop in a high-speed dive.

Aileron snatching occurs as the slots open. All three controls are far too heavy at high speeds. Aerobatics are difficult.

(ii) The Me. 109 is inferior as a fighter to the Hurricane or Spitfire. Its manoeuvrability at high airspeeds is seriously curtailed by the heaviness of the controls, while its high wing loading causes it to stall readily under high normal accelerations and results in a poor turning circle.

At 400 m.p.h. a pilot, exerting all his strength, can only apply 115 aileron, thereby banking 45 deg. in about 4 secs. From the results Kb, for the Me. 109 ailerons was estimated to be - 0.145.

The minimum radius of turn without height loss at 12,000 ft., full throttle, is calculated as 885 ft. on the Me. 109 compared with 696 ft. on the Spitfire...

...4.62. Elevator. – The elevator is an exceptionally good control at low speeds ; it is fairly heavy, and is not over sensitive during the approach glide, while response is excellent. Throughout the speed range the elevator is heavier than that of the Hurricane or Spitfire, but up to 250 m.p.h. this is not objected to, since it is very responsive. Above 250 m.p.h. the elevator becomes definitely too heavy for comfort, and between 300 m.p.h. and 400 m.p.h. is so heavy that maneuvrability in the looping plane is seriously restricted; when diving at 400 m.p.h. a pilot, pulling with all his strength, cannot put on enough g to black himself out if trimmed in the dive.
http://kurfurst.org/Tactical_trials/...ls/Morgan.html

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