во всех тестах идет фактически ссылка на этот документСообщение от RoyalFlush
Мде, приехали...
Cпорили-дискутировали, оказалось оно вообще всё "расчётное"
Это вас "одинаковые" номера двигателей в такую депрессию вогнали ?
С этими номерами всё вобще просто, берем ваш пост 4-дневной давности:
http://forum.sukhoi.ru/showpost.php?...&postcount=623
и открываем любой из графиков на английском, ссылки на который вы давали:
http://www.vermin.net/fw190/190-1.jpg
и читаем в левом нижнем углу (вы ведь читали вообще эти графики ?),
значит читаем: "Engine perfomance: Accroding to Engine sheet no 9-8015401 dated 10.7.42 and 9-80110242 dated 15.8.44".
Сравниваем с номерами:
http://forum.sukhoi.ru/showpost.php?...&postcount=456
Так вот слово "sheet" в данном случае означает "таблицу, документ".
Номера - это номера документов, которымим BMW определяла правила эксплуатации двигателей, надпись означает что при проведении испытаний в отношении эксплуатации двигателей руководствовались этими документами BMW.
Проще говоря по русски:
"9-8015401 dated 10.7.42" - документик, которым BMW определило 1.42 ата и 2700 об\мин как максимальный 3-минутный режим двигателя, 1.32 ата и 2400 об/мин как 30-минутный, ну и так далее.
"9-80110242 dated 15.8.44" - документик, которым BMW определило 1.58/1.65 ата при 2700 об/мин как "спецфорсаж".
Таким образом - это не номера двигателей. Это номера документов.
Как немцы записывали номера двигателей BMW-801 можно глянуть
в той же табличке, вторая колонка:
http://forum.sukhoi.ru/attachment.ph...4&d=1185363005
http://www.acompletewasteofspace.com...view_photo.php
И ряд графиков скоростей и скороподъемностей получены путем расчетов с использованием кривых мощности полученных на этом двигателе.
Из того что, если эти графики получены расчетным путем, то и разница между разными модификациями фоки на этих графиках также получена расчетным путем, точнее - немцы расчитали скорость А5 и G3/F2, а я (совершив героическое усилие и нечеловеческую работу) расчитал разницу на калькуляторе
Дословно от "гуру" фокевульвов так:
"...All Jaboes captured by the British were modified by having their wing racks, underbelly racks etc. removed and faired over prior to being tested. They were tested with no ammunition, which meant they were lighter than the standard 190 fighter.
Different intakes and different engine setup's means that no matter how much you wish an FW190 Jaboflugzueg (FW190G series) or Schlachtflugzeug (FW190F series) to act like an air superiority fighter version (FW190A) it will not. They have more drag and an engine set up to be a tractor for hauling loads not dogfighting. The performance will be different. It may look on the outside like a FW-190A but is not a Focke Wulf 190 fighter version.
Not only is this common aeronautical sense, it is evidenced by EB-104's performance which equates to nothing in the Focke Wulf family. It climbs too well in the sustained realm and is too slow on the deck when compared to fighter performance..."
и в догон:
"...The armour for the air superiority fighter version remained essentially the same throughout the series with some minor changes. In the middle of FW190A3 production the headrest armour was made wider. In the FW190A9 the armoured oil cooler ring was made IIRC, 3 mm thicker. The armoured locations remain the same from the FW190A0 thru FW190A9.
The F series armour is different and is installed at the factory. While the Geschwaders could remove it, the task was fairly complicated. JG 5 attempted to convert a few FW-190F8's to FW-190A8's. Our aircraft, "White 1" was one of these field conversions. They stripped the aircraft down and removed the armour, grossebombenelektrik, and ETC 50 racks. The aircraft had to have fairly extensive modifications to convert, including a new power egg.
The R7/R8 kits are installed by the Geschwader and are much easier to remove or replace.
Besides the wingracks, the most significant differences in the G series are the engine set up. First the internal intakes are larger and the cooling gills were not adjustable. The engine itself was equipped with different plugs and Kommandgerat settings. A different ignition harness was used and the G lacked the pressurized ignition harness of the A series.
It also lacked a synthetic rubber seal around the engine in the cowling found in the A series. This seal in all likelyhood reduced cooling drag significantly as well. Rubber was strategic material that was in short supply in Germany. Although the German rubber was synthetic, it still required latex in the formula.
The G series performance was so dismal that Focke Wulf removed the cowling armament in an attempt to reduce drag. This helped but the aircraft was still significantly slower than the Anton. The G series did climb at a steeper angle and slower speed than the Anton as well.
Focke Wulf also continued to experiment with various wingrack designs to further reduce drag.
It was Luftwaffe doctrine that Jaboflugzuegen and Schlachtflugzeugen were escorted by fighters to their targets. The types were not intended for air to air combat except in a purely defensive role if the escort screen was penetrated..."
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