Лавка нарушает баланс

Вы не ошиблись? Ф3 и Ф4 появились только в 42г и уж ни как не в 41. На Ф4 заменили 15мм пушку на 20мм. усилили бронирование заменили радиостанцию. По всяким доступным мне из Инета материалам Ф4 22.06.41 быть просто не могло!

 

Не может быть. Скорей всего речь идёт об 109f-1, но никак не об f-4.

 

Re: Лавка нарушает баланс

Резюме. Чтобы ваш балланс не был нарушен - летайте в AH.

Там даже 262ые балланс не нарушают, а на P47 не чувствуешь себя беременной коровой на соломенных ногах.

 

Ракун, что то рано вылез, update пока еще нет

 

Дим, а ты не в курсе случайно, что будет в новом апдейте ?

 

по первой лавки править.
по второй легкоустранимые баги 1.51.
если Чернов успеет что-то объяснить, как я заметил, Стефану, то наверное можно будет ожидать изменения ФМ. разве что я не могу понять какие.
сейчас мне кажется, что будучи добавленной пачка-другая "лёгких" аэропланов может освободить от развития ФЕ эдак на полгода. можно будет уже навязчиво бить по введению индустрии.

 

Buenau, я тут подумал, конечно было бы здорого, что бы самолеты были как в РЛ, потрепанные боями с точно такими же характеристиками как у наших дедов. Но что б ассам выдавали самолеты новенькие, да еще специально собранные, как Сталину. Сложновато только это все реализовать. Но потом подумал тщательнее, но тогда нужно что б и пропорции играющих были как в РЛ. Истребительная часть Люфтваффе всегда имела меньшую численность чем ВВС. Причем всегда. А под конец войны так вообще, тот дисбаланс, что сейчас бывает на арене это жалкое пародие того что должно быть.

 

Это связано с вооружением трехпушечного Ла7?

 

я баги не отслеживаю. я без понятия. ну наверное Ме410 надо починить, что вспомнил.

 

Bobby, я в принципе за Хотя по мемуарам колличеством (собственно в боях) наши стали превосходить к 1944 году, до этого они в большинстве описаных крупных боев сражаются с группами истребителей, как минимум равными по колличеству самолетов. Интересно, как это объясняется? Хотя наверно это благадаря голому западному фронту?

А к вопросу повреждений - сам понимаешь, самолеты ассов - 1% - можно отбросить, а то я для голдов для всех попрошу спец-прицел, как у Голланда (кажется)

 

Боюсь что не ошибся, а в начале 42 немцы по моему разумению должны были уже заниматься вовсю Bf-109G-2 что бы он летом 42 пошёл в части. Замена же MG-151/15 на MG-151/20 - вопрос пару часов прямо на аэродорме, меняется только ствол.

Вопрос уже здесь обсуждался (внизу страницы моя с Bobby беседа)

 

А что, F-1 так глобально отличался от F-4?

 

http://www.prairie.ca/~bigbear/bf109f.htm
The first Bf 109 F-1 fighters were delivered to operational units in January 1941, but in February three earlier production machines were lost in temporarily inexplicable circumstances. In each case the pilot announced over the radio that his engine was vibrating violently, and innediately thereafter his aircraft dived out of control, the pilot having no time to bail out. A few weeks later a forth accident where the tail assembly of a Bf 109 F-1 broke off in mid-air. Upon examination it was dicovered that all the srews on the tail assembly / fuselage joint had been torn out. This could only have been caused by tremendous vibrations for which the engine could not be held responsible as it was found to have suffered damage only in the crash. Suspicion then fell on the tail spar since the rivets between the ribs and the elevators were all loose, missing or broken. Prolonged investigations ascertained that when the bracing struts of the Bf 109 E tail assembly were omitted on the Bf 109 F and stronger but less ribbing used, the proportions of the rigidity to the strength of the member was altered. The result was that the tailplane had a frequency of oscillation which, at certain rpm, was overlapped by the engine , and resultant sympathetic vibrations tore out the tail spars.

Within a few month of the service debut of the Bf 109 F-1 , in July 1941 a well-known German fighter pilot, Peter Pingel, was forced down over Britain, his Bf 109 F-1 being virtually intact. This aircraft was subsequently repaired, enabling the British test pilots to acertain its handling characteristics and performance.

The Bf 109 F-2 differed from the initial production model in having the engine-mountad MG FF replaced by a 15 mm MG 151 which substantially increased fire power because of its higher velocity and better trajectory. However, there were conflicting opinions among the leading German fighter pilots concerning the armament of the Bf 109 F. Adolf Galland considered the reduced number of guns to be a retrogressive step, while Werner Mölders favoured this light armament. Later, the Bf 109 F-1/R1 was to appear with a 20 mm MG 151 cannon mounted in a gondola under each wing; but while this improved the fighter's effectiveness as a bomber destroyer, it adversely affected the machines power of manoeuvre and reduced its potency fighter-versus-fighter combat.

The Bf 109 F.2/Z had GM-1 power boosting equipment, and the Bf 109 F-2/Trop was a tropicalized version for use in North Africa. Both the Bf 109 F-1 and Bf 109 F-2 production models were intended to have the Daimler Benz DB 601 N engine of 955 kW (1300 HP), but delivery delays had necessitated the installation of the Daimler Benz DB 601 N, and was not until the Bf 109 F-3 appeared on the production lines early in 1942 that the Daimler Benz DB 601 E was installed. With this engine the Bf 109 F-3 could attain a maximum speed of 628 km/h (390 mph) at 6700 m (22000 feet). Normal cruising range was 710 km (440 miles) at 500 km/h (310 mph) at 5000 m (16500 feet), and the service ceiling was 11300 m (37000 feet). Empty and loaded weights were 1964 kg (4330 lb) and 2746 kg (6054 lb) respectively, and the wing loading had risen to 34.8 lb/sq feet. The Bf 109 F-4 had the engine-mounted 15 mm MG 151 cannon replaced by a 20 mm MG 151, and the Bf 109 F-4/B and Bf 109 F-4/trop were fighter-bomber and tropicalized versions respectively. The Bf 109 F-4/R1 could have a GM-1 power boosting system in place of the additional 20 mm cannon underwing, and it was intended to fit four RZ 65 air-to-air or air-to-ground rocket missiles on underwing racks, but this armament was never perfected for operational use. The Bf 109 F-5 was primarily for long-range reconnaissance duty, carrying a 66 Imperial gallon drop tank., and the Bf 109 F-6 was another reconaissance variant which, generally unarmed, had a RB 50/30, RB 20/30 or RB75/30 camera in place of the radio.

Several Bf 109 F-series airframes were utilized for experimental purposes. One Bf 109 F-1 was fitted with boundary layer fences for comparison porposes with the leading-edge slots; one was fitted with an elongated wing for high-altitude trials, and another had a vee-type (butterfly) tail assembly and two others had single and twin nosewheels.

A total of 2628 Bf 109 E and Bf 109 F fighters was produced in 1941, and of this total some 60 per cent was produced by the Erla plant at Leipzig-Mockau (683) and the WNF factories at Drelitzsch and Wiener Neustadt (836).

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http://www.prairie.ca/~bigbear/bfghis.htm

During the spring and summer of 1942 the assembly lines began to switch to the production of the Bf 109 G, deliveries of which commenced in the late summer of 1942 and which was appearing on all war fronts by the end of that year. With the phasing out of the F Series, the basic Bf 109 design might be considered to have passed the peak of its development, for with the introduction of the Bf 109 G-series the constant opertional demands for increased fire pwer and additional equipment brought with them a serious deterioration in the fighter's flying characteristics. The Bf 109 G could not be flown in a landing circuit with flaps and undercarriage down other than at full throttle, and experienced German operational pilots have described its landing charactreistics as malicious. Nevertheless, some 70 per cent of all the Bf 109 fighters produced during the war years were of the Bf 109 G-series.

The most important change denoted by the introduction of the Bf 109 G was the installation of the more powerful Daimler Benz DB 605 A engine in which the cylinder block had been re-designed to obtain the maximum possible bore with the existing cylinder centers, the permissible rpm increased, and numerous other changes made in comparison with the Daimler Benz DB 601. These changes resulted in an output of 1085 kW (1475 HP) at 2800 rpm at sea-level, and 995 kW (1355 HP) at 5700 m (13700 feet). However, this engine was not available for the installation in the twelve pre-production Bf 109 G-0 fighters which retained the Daimler Benz DB 601 E engine of the preceding production model. The Bf 109 G-0 was fitted with a pressurized cockpit, a feature which was becoming increasingly necessary in view of the altitudes to which air combat had by that time risen, and this also fitted in the first production model, the Bf 109 G-1, which was powered by the Daimler Benz DB 605 E-1 engine with GM-1 power boost.

The Bf 109 G-1 which was dubbed Gustav by its pilots, carried a single engine-mounted 20 mm MG 151 cannon and two MG 17 machine guns mounted over the engine. The latter 7.9 mm guns were replaced by 13 mm MG 131 machine guns in the tropicalized version Bf 109 G-1/Trop, the installation necessitating the provision of fairings over the gun breeches. The Bf 109 G-2 was generally similar but had no pressure cabin. It was used primarily in the fighter reconnaissance role, and the service test group at Guyanacourt, France, experimented with a vental gun pack in which two rear-firing MG 17 machine guns were fitted (Schraege Musik). The Bf 109 G-3 was simmilar to the Bf 109 G-1 but fitted with FuG 16Z radio in place of the earlier FuG 7A, while the Bf 109 G-4 was an unpressurized version of the Bf 109 G-3.

A batch of 12 Bf 109 G-6 was delivered to Switzerland late in 1944 in exchange for the destruction of a forcelanded Bf 110 nightfighter with the most recent Liechtenstein radar equipment, so that the Allied intelligence sevices could not lay their hands on it.

The Bf 109 G-5 received the Daimler Benz DB 605 D engine which had a supercharger of increased diameter and a water/methanol injection system. The two agents were contained in a jetissonable tank under the fuselage and fed to the engine in times of emergency. When injected into the cylinder with the 100-octane fuel, the methanol and water increased the amount of combustible mixture per unit volume of the cylinder, the increase in thermal efficiency temporarily boosting power to 1325 kW (1800 HP) at sea level. The Bf 109 G-5/R2 was fitted with a taller fin and rudder assembly and lengthened tailwheel leg in a fresh attempt to cure the swerve which still characterized take-off and landing. The new tail assembly was made of wood in an attempt to conserve light metals. The Bf 109 G-6, which would be fitted with several alternative versions of the Daimler Benz DB 605, carried a 30 mm MK 108 cannon firing through th airscrew boss, two 13 mm MG 131 machine guns above the engine, and two 20 mm MG 151 cannon in underwing gondolas. The MK 108 used explosive ammunition, and its muzzle velocity was only 540 m/s (1760 ft/sec), but it proved to be an effective anti-bomber weapon. In the Bf 109 G-6/U4 version the MG 151 cannon was replaced by two MK 108s.

The Bf 109 G-6/U4N was an improvised night fighter to use Wilde Sau tactics. This variant was fitted with Naxos Z warning and homing receivers with a range of 50 km (30 miles). The rotating antenna was installed aft of the cockpit, but the radar scope merely indicated direction and not distance. Two Staffeln were equipped with this improvised night fighter and operated briefly in the Cologne area, but the majority of these machines were destroyed in landing accidents owing to the inadequate night flight experience of their pilots. The Bf 109 G-6/R1 was a fighter-bomber conversion of the basic sub-type, and the Bf 109 G-6/R2 carried two WG 21 rocket tubes in place of the underwing gun gondolas. The WG 21 missiles were of 21 cm calibre, but the missile reduced maximum speed by some 40 km/h (25 mph) and disrupted the airflow over the elevators, and only limited success was attained.

The Bf 109 G-7 was a proposed version in which all the successive modifications to the Bf 109 G-6 version became standard, but this type did not enter production. The Bf 109 G-8 reverted to the old tail assembly and was a fast reconnaissance model fitted with a RB 12.5/7 or RB 32/7 camera. The engine-mounted MK 108 was removed. The fastest sub-type of the Bf 109 G-series was the Bf 109 G-10 which, powered by the Daimler Benz DB 605 D engine and aided by GM-1, attained 689 km/h (428 mph) at 7400 m (24250 feet). Climb to 6100 m (20000 feet) was effected in 6 minutes, and the range was 560 km (350 miles). No wing guns were carried, and the engine-mounted MK 108 was optional. The Bf 109 G-10/U4 carried two additional Mk 108 cannon with eight rounds per gun in a belly tray, but this was subsequently replaced by a non-jettissonable long-range tank known as Irmler-Behaelter. The Bf 109 G-10/R2 and Bf 109 G-10/R6 received the new tail assembly, the elongated tailwheel leg, FuG 25a equipment for friend-foe identification, and a modified cockpit canopy known as the Galland Haube.

Several Bf 109 G-1 airframes had an additional seat installed and were redesignated Bf 109 G-12 operational trainers. The pupil and instructor were seated in tandem, and the side windows of the rear cockpit were bulged in order to improve the instructor's view. The last of the Bf 109 G-series fighter to attain operational status was the Bf 109 G-14. This model was generally similar to the Bf 109 G-6 and could be fitted with the Daimler Benz DB 605 A, AM, ASM or D engine, and armamant comprised two MG 131 machine guns and one 20 mm MG 151 in the fuselage, and provision was made for fitting of two MG 151 cannons underwing. One 259 kg bomb or two WG 21 rockets could be carried, and the Galland Haube was standard. The Bf 109 G-14/Trop was a tropicalized version, and the Bf 109 G-14/R2 received the new wooden tail unit first fitted to the Bf 109 G-5/R2 but retained the short tailwheel leg. The final production Bf 109 G-series aircraft, the Bf 109 G-16, did not reach operations. It was generally similar to the Bf 109 G-14 but was heavily armoured for the close-support role.

Despite the advent of the very much superior Focke-Wulf Fw 190 fighter, production of the now elderly Bf 109 was progressively increased. Total production for 1942 amounted 2664 machines. This total was not very much greater than that for the precious year, a fact according for by the phasing out of the F Series in favour of the Bf 109 G-series, and the retooling of the Ago factory at Oschersleben, the Fieseler factory at Kassel, and the Arado factory at Warnemuende for other aircraft types, but in 1943 production rose to 6418 aircraft. In that year the Industria Aeronautica Romana (IAR) factory at Brasov, in Rumania, the Hungarien Waggonwerke (DFAG) at Budapest, and the Messerschmitt-controlled plant at Györ in Hungary had completed retooling and commenced deliveries of th Bf 109 G. Although the various complexes of the factories controlled by the Messerschmitt AG were increasingly heavily bombed in 1944, production figures still increased in leaps and bounds, the unprecedented total of 14212 machines being delivered in that year. Of these, 6318 were produced by Messerschmitt's Regensburg factories which reached their production peak in October 1944 with the delivery of 755 aircrafts (25 per day!). Small numbers of Bf 109 G fighters were exported in 1943-44, this type being delivered to the air forces of Bulgaria (145), Finland (70), Japan (2), Romania (70), Slovakia (15), Spain (25), and Hungaria (59). Surprisingly, in the few month of 1945, before Germany's collapse, when communication had been disrupted and few factories above the surface of the ground were intact, the German aircraft industry still succeeded in producing 2969 Bf 109 fighters, of which 1074 were produced at Regensburg.

 

А что? Грядёт update?

 

Это перманентное состояние

 

Причина по которой немци получали численное приимущество очень проста. У них Люфтваффе была независимой частью вооруженных сил. И на время операций придавалась для воздушной поддержки в местах главного удара, при этом на второстепенных направлениях у них может вообще не быть авиации. У нас авиация распылялась по значительной территории от северного до черного моря. А так на протяжении всей войны, ну может за исключением 41 года ВВС по численности превосходило Люфтаффе.
А что за прицел был у Галанда? Трофейный К-14?

 

Пишут, что у него на 109F стоял специальный телескопический прицел 2FR-5, на фото выглядит стремно и ужасно угрожающе

 

Собственно о чём речь - отличался только мотор. Текст этот из Грина и потому естественно говориться о Bf.109F-4 в 42 году.