Это ежели 1х1 может и патовая ситуация , а когда куча на кучу то ишакам ловить нечего .Цитата:
Сообщение от А-спид
Вид для печати
Это ежели 1х1 может и патовая ситуация , а когда куча на кучу то ишакам ловить нечего .Цитата:
Сообщение от А-спид
Чем меньше воздушная скорость, тем больше тяга воздушного винта.Цитата:
Сообщение от Gugens
MG-FF все-равно летят быстрее чем пилот ешака дергает ручку.Цитата:
Сообщение от А-спид
Абсолютную величину интересно бы поглядеть. В кг или Н.Цитата:
Сообщение от Maximus_G
Ну можно и не писать даже :) ЕМНИП ты ссылку постил :rolleyes:Цитата:
Сообщение от RB
We start the procedure again; start, warm, chocks out, taxi. It's now that I discover that when cold and slightly nervous, I can't seem to say Polikarpov November Zulu Juliette India Papa. After a few tries and butchered read backs, we settle on Poly 45 and get on with it.
It's odd to get to the end of the runway and just go. Everything that could be checked was done at the blocks, so switch to tower and go. It's a very simple cockpit, no trims, no flaps, basically no breaks, throttle and prop control stick and rudder. What else do you need? It's a little hard to line up as the runway is very wide and forward visibility is none but the edges look about right, so power up and hold on. Quite soon the tail comes up and visability is fine then. I know the speed to fly off but the airspeed gage is inside and I'm looking out, so I just wait and when she's ready, she just flies off very nice. Everyth
It's now, while collecting my thoughts that, I realize my head is slamming back and forth, left to right. I try lowering the seat. It's worse. I try raising the seat. It's no better. This is really not very comfortable. I get to the practice area do a stall, a few rolls and decide to land before my neck wears out. On the way back to the field, I decide to try a slip, in case I need to peek out to find the runway on final. As I feed in left rudder the plane responds except at about half rudder it gets very smooth. I mean the engine is purring the sky is blue and my head is staying over my shoulders.
What I had thought was engine vibration was simply the airstream attaching to my helmet as the prop slipstream went through the cockpit from left to right. Knowing that this was the source of the vibration, although unpleasant, it was less threatening. After my flight, Ray did inform me that most people after flying with a helmet, went to a cloth helmet and goggles, smaller and not as smooth, which prevented attached airflow on your head.
To keep sight of the runway when landing, you must do a turning approach and end up as you roll out of the turn over the threshold of the runway. Except for having to hold a lot of elevator (no trim), the approach is easy with a wheel landing and roll .
In the next few days, I'd fly four more times in this little plane. During the Russian front portion of the air display, I'd get to shoot down a JU-52 German transport equipped with smoke on one engine. Of course, I'd like to do so at air show center. It was here that this plane was really fun to fly. Low pilot workload, very agile and it could come down hill like you wouldn't believe. I'd go out to one side of the show, hold up high and dive like an eagle (Yastrebok!) on my prey.
Much like many pre-WWII types, this is an airplane that doesn't lend itself well to normal operations at civilian airports. An example of this was the photo mission that CAF wanted for its newest plane. After the airshow waiver is over, there is about an hour and a half of daylight left for the cameras. Most of the planes join in groups of three or four on a camera plane and take turns on the camera side. This makes the join up easy and sometimes planes will go to several camera ships orbiting over separate landmarks.
The first snag is the join up point was 23 miles away. The Poly has a 60 gallon fuel tank and at power burns about 70 gallons an hour. In low cruise, it can be as good as 35 gallons an hour. Combine that with afternoon winds and my low experience level, I want to be landing 30 minutes after I take off. Also it's very flat in Texas. In formation, there is no time to navigate and the compass in the Poly always points 060 regardless of heading. I'm not familiar with any of the local landmarks so I want to stay near the airport. We brief that Jim McCabe, flying the FM2 and I would launch on the C46 and orbit seven or so miles from the airport. They want some solo pictures of me and some of me and the Wildcat together for Bob Reiss who donated both planes. The photographers swear they only need a few minutes to get what they need, then the C46 would leave to the remote orbit and other subjects. This was not my first photo mission and I knew that we'd have to call low fuel before the photo guys would let us go, and that's exactly what we did. At this point I have to say a big thanks to Jim. He took the lead and got me home. The radio in the Poly is invisible when the sun is near the horizon. Midland approach was turning us to compass headings away from the airport and giving us frequency changes. I was counting clicks on the radio frequency selector trying to stay on the same freq as my leader. We'd been up for about 30 minutes and were headed away from the airport when Jim called approach and declared us low fuel. In the towers defense, everyone was on a photo mission and we all were coming back at the same time from all points of the compass. Anyhow, on 5 mile final, they cleared us to land straight in. Jim asked for a circle to land so I could find the runway. Not only did they say no, they informed us the big runway was closed indefinitely and told us to use the narrow, short one. Jim replied roger but he would be a low approach, only then return to land thus leading me to the runway and then getting out of my way. Thanks Jim.
In sharp contrast to this, was my last flight, which was one of the great flights of the year for me. Much like a combat sortie, we briefed our flight and flew our brief. I taxied out after the Yak and was launched with the Russian flight. Our mission was to intercept the Germans at air show center and shoot them down, then racetrack around for some photo passes. Everyone had their assigned places and on the head-on passes, altitude and runway sides assigned. It was a gas. I circled high and waited for my target then dove down to a trail position at mid-field and shot out his right engine. I had to laugh when it was his left engine that smoked. Oh well, my imaginary bullets had a slight curve. After the photo runs, a nice tight pattern to my runway and a slow taxi in waving to the crowd finished my flight. This was what the Poly was made for and it really showed its stuff. To me, that's what all CAF airplanes are all about, time machines that can share with pilots and airshow crowds, events and machines from times past. We are lucky.
А вот как оно все обстоит в подробностях
Starting the Rata is simple. Mixture on, throttle set, wobble a bit - get some fuel pressure, prime five or six shots, energise the fly wheel, noise builds to a high pitch - engage and mags on and she'll fire. The noise from the multiple exhaust stacks is spectacular and very satisfying. In sympathy, white smoke coughs and belches randomly from the engine. The noise and vibration levels are very similar to the Yak 11.
It's good practice to warm up to 600 to 700 RPM for a minute and then gently increase to 1000 RPM. The next parameters to look for are 120 degrees cylinder head temperature and 50 degrees in the oil, prior to checking the engine. Once the cylinder head and oil is increasing, you can start a gentle taxi - the brakes are not spectacularly good and taxying is best achieved by power, rudder and judicious amount of forward stick to turn. If you keep the stick back - the elevator grinds the tail wheel hard against the dirt and you will drive along in straight lines all day!
At the hold, with the temperatures and pressures in the green, you stand on the brakes and start to increase power, hoping to get 760mm and about 2000 / 2100 RPM. There is a good chance the brakes will start to slip beforehand - say at 1700 - 1800 RPM, so cycle the prop back and forth slowly once, twice and more quickly a third time. Check the mags - not less that 100 drop per side. Next the simple pre take-off checks consist of:
Trim - N/A; Throttle Friction - tight; Mixture - rich; Pitch - full fine; Fuel contents, pressure, primer; Flaps - N/A; Gills - open; Oil cooler - open; Gyros - set; Instruments in the green; oxygen - N/A; Hood - N/A; Harness - tight and secure; Hydraulics - N/A (brakes holding?); Controls - full and free;
It's time to go - the power can be applied quite aggressively and you can keep it coming to 820mm & 2250RPM. The increase in noise is fantastic and it is possible to lift the tail quickly to vaguely see where you're going - you need to have the horizon cutting the 10.55 and 1.10 position on the forward cowling. There is very little tendency to swing and she runs pretty much straight as an arrow, although the rough Wanaka grass gives a harsh ride to the hard sprung oleos, the Rata and you!
If you have not figured it out before, it is now that you realise that excellent goggles are a must!! With a ground roll of about 400 yards and the smallest of rotations suddenly she's airborne and with a quick glance down you see the speed very rapidly at 200 km/h which is both the best climb and gear up speed.
The Russian test pilots recommend gear retraction not before 1000 metres!! This is rather conservative - but with good reason - getting the gear up is a bit of an epic. Power back now to max continuous 2000 & 760mm and holding the nose up to contain the speed at 200 km/h. Holding it down low after take off and snappy gear retractions are not the Rata's forte.
There is warm buffeting air everywhere, but the aeroplane immediately feels right. With a positive rate of climb it is time to sort the gear out.
Check the "brake spring" is set - check the handle lock is released (allows the retraction handle to rotate) select another handle for the "hoist" ratchet gear to the up position and then start to crank like mad!! 44 turns later you can see the wheels entering the belly of the aeroplane underneath you - suddenly the handle stiffens, a last turn or half turn and "hurrah" 2 red lights telling you the wheels are up. By now we're at 2000 feet and it is noticeably warmer in the cockpit. Power back to 1900 & 680 mm and the speed builds to 350-360km/h. Temperatures and pressures are good, with the oil temperature stable at 75 degrees and the cylinder head temperature at 180.
How does she feel? We're holding a slight push force on the stick (remember no elevator trim) - roll rate is excellent and very positive - about 100 -120 degrees per second. Pitch is also very effective and the Rata is delightful in aerobatics - although as speed increases in the dive, passing 400 km/h the push force on the stick reduces to 0 and then as 430 km/h is reached, a very slight pull force is required - something that needs a little care running in low level for the start of a display. The aeroplane accelerates very quickly in the dive and when seen from the ground, appears extremely fast. Stalling in manoeuvre gives plenty of warning with pronounced tail buffeting before she drops the left hand wing quite progressively and definitely not violently. The aeroplane delights in reversing from a max. rate turn in one direction rapidly to the other. You can see that this is a superb close in dogfighter. The delightful handling characteristics, plus the open cockpit, vibrations and noise provide a very exciting ride. Rolling requires little rudder input to stay balanced. I have the feeling that you could snap roll the Rata deliberately very precisely. Vertical performance is excellent and with excess energy pulling up and unloading straight up in to the vertical produces spectacular performance.
Stalling clean and dirty, is an interesting experience - below 250 km/h you are holding a pull force which is slightly perturbing until you get used to it. She stalls slower clean than with the gear down! Stall is at about 135-140 km/h and again is very gentle power off with a gentle wing drop that stops immediately when back stick is released.
It is back in the circuit that the work load goes up again. You need to select the gear selector down, release the handle lock, grab hold of the gear crank handle very positively, select up slightly to release the up locks - then very carefully start to crank down. The handle will immediately start to try to run away and you must keep hold of it (it's not that difficult) whilst the gear, aided by the airflow, comes down through the same 44 turns (only much easier than up).
As soon as the wheels break from the underside of the wings, the through draft of air up through the cockpit starts the same buffeting as before. Finally 2 greens and you are now down wind at 200 km/h, holding a pull force and starting to turn finals. I have to say that it is here that I least like the Rata - landing on Wanaka's narrow grass, concentrates the mind and the problem is that if you three point the aeroplane - the view forwards is really terrible. It would be fine at Duxford or on a wide concrete strip - but otherwise I am sure you are better off wheel landing the Rata. Definitely not something I expected originally. Basically, you should fly a slightly power on "hot" approach speed bleeding through 180km/h to not less than 160 km/h on very short finals to touch for a tail down wheeler. This seems to cause fairly consistently reasonable landings and the landing roll out is still only 500 yards or so, even not using brake. I have to say that, after only 5 sorties, I'm not exactly the prophet when it comes to landing Ratas - it definitely needs a bit of practice.
How do they compare with other WW2 fighters? Well, I believe, very favourably with some of the other aeroplanes. I had just flown a Hurricane for the first time, a week before the Rata and sorry to Hurricane aficionados, but I was really surprised and disappointed in the aeroplane's handling and performance (although very interesting and lovely to fly the type). I felt that you would be better off fighting in a Rata. At any rate I felt quickly far more comfortable in it. In air combat against early low powered 109's, I would suspect that the two aircraft were very comparable. Later variants of the Messerschmitt would easily be able to dictate the fight against the Rata due to the 109's superior speed and vertical performance.
I felt that you would be better off fighting in a Rata. At any rate I felt quickly far more comfortable in it. In air combat against early low powered 109's, I would suspect that the two aircraft were very comparable. Later variants of the Messerschmitt would easily be able to dictate the fight against the Rata due to the 109's superior speed and vertical performance.
ПМСМ исчерпывающе :) Что, соб-сно и имеем в "Иле".
Написал это Марк Ханна, а в сравнении с "мессом" ему можно доверять ;) .
Даже можно (нужно) бы "Эмилю"-то наддув "подзарезать" :rolleyes:
Мы все такие тут англичане...Цитата:
Сообщение от Ivanych
Ну звынайте, бананьев нема :DЦитата:
Сообщение от Apache
Не ну правда, нашел вот и сразу сюда. А ежели б переводить, так это хрен знает когда б случилось ... :rolleyes:
Короче говоря резюме
In air combat against early low powered 109's, I would suspect that the two aircraft were very comparable. Later variants of the Messerschmitt would easily be able to dictate the fight against the Rata due to the 109's superior speed and vertical performance.
В бою против ранних, маломощных 109ых, думаю самолеты будут примерно равны. Поздние "мессеры" будут диктовать условия боя против "Ишака", за счет превосходства в скорости и вертикали
Скорее строго наоборот - уследить за всеми ишаками невозможно, а как только мессеро прозевает хоть одного - приплыли.Цитата:
Сообщение от Виктор ( =SF=BELLA-RUS )
Иваныч, если мессер с запасом по скорости в 150 км в час не может оторваться на вертикали - то равенство?Цитата:
Сообщение от Ivanych
Это не ко мне, это к Марку Ханна. :DЦитата:
Сообщение от А-спид
лолЦитата:
Сообщение от А-спид
Во какой ишак суперпуперкрафт - один кучу мессеров может положить :D
Если ты не могешь за всем уследить то эт не значить что нихто не может.
Можна на мой пост не отвечать, А-спид любит толочь воду в ступе по тридцать страниц :D
Если А-спид считает што он может все на ишаке - мой ник в ГЛ SG2_Adolf или RR_Jack.
всё ещо спорите? :D
ну ну :)
а слова покрышкина Вам не очем не говорят?
Высота! Скорость! Маневр! Огонь!
и именно в этом порядке и ни как не иначе.
ЕМНИП, на мессерах бронестекло стали ставить начиная с F-4. И не для лобовых, а для защиты от оборонительного вооружения советских бомберов(на догонных курсах). В лобовой же... ИМХО, хоть бронеспинку перед собой поставь - пофиг.Цитата:
Сообщение от А-спид
На Bf109E-7/B ставили.
В игре кстати визуально наличествует на семерке бронестекло.
Вообще, на сериях "B" побольше брони было чем на других мессерах.
Ну, вы мужики , блин даете. Сделали себе альтернативную реальность из настроек догфайт-сервера и специфических мультиплеерных карт и начинаете исходя из этого править исторические ТТХ реального аппарата. Видел я и эти сервера и эти карты. Расстояние между филдами километров 10 от силы. Все взлетев прут сразу к месту свалки(как правило). А потом удивляются, дескать, почему же это мессер проигрывает ишаку. Правильно, как же иначе... Ишак приходит к месту встречи со скоростью 380+, мессер едва 350 набирает. В особо клинических случаях, ишак еще и выше оказывается. А потом начинаются сопли... ишак,дескать, убер... мессер, дескать, гугно...Цитата:
Сообщение от А-спид
ЕМНИП, Ханна летает на ишаке с двиглом от Ан-2. Немного другой коленкор, хотя движки ближайшие родственники. Про М-63 вообще помолчу...Цитата:
Сообщение от Ivanych
То ли дело коопы - мессера приходят на 5 ишачье на тыще.Цитата:
Сообщение от Miguel Gonsalez
И начинаеться конвейер - методично 109-е клюют ишаков уходя ввысь на большой скорости и на недосягаемую высоту. Ишаки припадают к земле, все что подымается выше тыщи - аккуратно подстригается мессерами. Тут и там в небе вспыхивают огненные шары. Обломки ишачков падают с неба как осенние листья. Жалкие остатки ишаков отсутупают под свои зенитки. Выживает как правило пара самых опытных - они отступают прикрывая друг друга. А мессера насытившись бросают их и уходят домой получать мядальки.
Вот так как правило происходит когда мессера имеют превышение.
Бывают и исключения канешно. но это уже зависти от пилотов а не от самолетов. Ишаки могут ведь мессерам сюрпрыз преподнесть. Но и то не факт...
НЕ ИСПРАВЛЯЙТЕ ВЫ ИШАКА!
Все, началось предергивание... Покажите где я это сказал?Цитата:
Сообщение от Adolf
Надоела трепотня, ей-богу.. как только сказать по сути нечего - начинается треп...Очень легко делать такие предложения, зная что Аспид на ишках практически не летает.Цитата:
Если А-спид считает што он может все на ишаке - мой ник в ГЛ SG2_Adolf или RR_Jack.
В общем, опять трепотня...
Кхм... а в воспоминаниях какого-о ветерана описывался случай, когда добовое бронестекло при лобовой же атаке выдержало прямое попадание 20мм ОФ снаряда... Так что польза от нее ой какая немаленькая.Цитата:
Сообщение от Miguel Gonsalez
Эт точно :)Цитата:
Сообщение от Adolf
Исключения становятся правилом, если мессеры прикрывают бомберов. Но, правда, у ишаков здесь другая проблема. с мессерами-то они мож и разберутся, но бомберов догнать уже будет проблемно.Цитата:
Вот так как правило происходит когда мессера имеют превышение.
Бывают и исключения канешно. но это уже зависти от пилотов а не от самолетов. Ишаки могут ведь мессерам сюрпрыз преподнесть. Но и то не факт...
Мигель,я ведь описывал конкретную ситуация. Мессер с форой в скорости. Большой форой - минимум 450 км в час, против ишака, крутящего в идущей внизу свалке виражи. Сколько у него на выходе из виража? 300 - максимум. Вот в таких условиях атака ишака и уход на плавную горку очень часто заканчивается тем, что ишак крути вираж, уходит в свечку - и догоняет и растреливает мессер! Что-то не похоже это на равенство :(Цитата:
Сообщение от Miguel Gonsalez