Dornier Flugzeugwerke in oberpfaffenhofen is pretty much closed, although I’m not sure there is public access.
Some of the suggestions would place a heavy expense on the daily running, and might not make financial sense over a long period.
Maybe they could plan a limited number of reenactment weekends, where people could book their time-journey in advance.
East Kirkby could then ask reenactors to be involved (unpaid, as they surely would jump at such a chance) along with various WWII machinery.
I’m not talking about an airshow style event, but a sat/sun where East Kirkby is transformed into a wartime base and a limited number of paying visitors could expirence the full atmosphere.
Maybe ending with a social event (music and dance) and a good nights sleep in period housing (those of you that already live in period housing can drive home 😉 ).
This way everyone wins – East Kirkby remains unchanged, BUT there is a chance to get the full expirence.
I guess the thing is, that you really need to know about air combat in some detail, when you read pilots notes/reports ect.
There are a lot of tactical considerations and pure physics involved, that might not be fully appriciated by the avarage non-combat-pilot reader (at least to me) :p
This thread has turned out very informative 🙂
galdro
Thanks for the explanation.
So it is not specific to the FW-190, but something that could always come into play, when aircraft with different propeller rotation meet in combat.
If the German pilot could force the P-47 turn right (roles reversed), would he be in the same position of advantage?
Epic fail!
One would also imagine that the prime users (Luftwaffe) would have been taught how to get the best from it before they were ever turned loose in them on operations. I remember reading a comparison of Bf 109 vs Spifire written by a German pilot who slated the Spitfire as grossly inferior to the Bf 109. I think it would be the same on both sides in that the captured war weary machine would be put up against a relatively fresh example of its oponent. That would account for Germany saying the Bf109 was the better aircraft and the British saying the Spitfire and Hurricane were better.
I think you have something there.
Add some element of national pride and bobs your uncle.
I would be surprised if such popular fighter had such a severe disadvantage, that the opponent simply had to make it turn right to win the fight.
Thats the kind of flaw I could imagine for a prototype:
“It flys great Sir, but if you turn right you are ********”.
It would be fixed before it saw combat (I hope).
No, it wasnt Brown.
Here is a link to the full report:
several times I’ve looked on Amazon, seen a cost and thought 😮
followed one of their “new and used” links and saved some cash.
I have also had very good expirence with the “new and used” feature on Amazon. All items arrived quick and as described.
several times I’ve looked on Amazon, seen a cost and thought 😮
followed one of their “new and used” links and saved some cash.
I have also had very good expirence with the “new and used” feature on Amazon. All items arrived quick and as described.
Here is the suggested tactics. It does not mention anything about turning right or left (at least for the mentioned aircrafts):


I found a combat evaluation of the FW-190.
Seems it had a tendency for aileron reversal in tight turns to the left.
I will post a picture of the report asap.
ok, so at least that kind of roll rate difference, is not specific to the FW-190.
Surely someone have the pilots notes on the FW-190.
I guess that theoretically there could be a difference in roll rate due to torque, but I can’t really see it would have an operational effect.
The same physics apply to all prop aircraft, so if FW-190 had torque related issues, so would all other prop aircraft (unless it was a design flaw – not likely with Kurt Tank at the drawing board).
Its likely that by the end of the war (the P-47 first flew European combat in 1943), German pilot training had declined enough to make some kind of difference in aircraft handling. Maybe it feels more natural to roll left, than it feels to roll right (or vise versa).
Is it likely that a pilot often uses the maximum “roll rate” of the aircraft when turning, which would be the only scenario, where this limitation would be felt?
I’m not a pilot, maybe someone can answer that.