[to Динамик] про пикирование Ju-87. Ответ от Чемберлена, ткскзть
книга: "Wings of the Luftwaffe. Flying German Aircraft of the Second World War"
автор: Captain Eric Brown (CBE, DSE, AFC, RN)
Впервые была опубликована в Великобритании в 1977 г. "Jane's Publishing Company".
У меня издание 1993 г. (от Airlife Publishing Ltd.)
Фактически это сборник статей, опубликованных ранее в журнале AIR International (FW-200C, He-162, Ju-87, Do-217, He-177, Me-262, Do-335, FW-190, Ar-234B, Ju-88, FW-189, He-111, Ju-52/3M, He-219, Bf-109G, Bf-110, Me-163)
Ну и собственно несколько цитат из раздела, посвященного "штуке" (звыняйте, шо без переводу, может кто поспособствует - заранее спасибо)
......
This was all in the past, however, by the time I finally found an opportunity to realise my ambition to fly this once much-vaunted warplane. I had gained considerable experience of dive bombing techniques with the Blackburn Skua, the Vultee Vengeance and the Douglas Dauntless, and while none of these had been a hot rod in so far as level flight performance was concerned, I was convinced that all three were a cut above the Ju 87 which, in view of its reputation, must therefore have something of which I was unaware up its sleeve.
The opportunity arose on 23 August 1945 at Husum, in Schleswig Holstein, not far from the Danish border.
…………
There could be no doubt that the Ju 87D needed fighter cover on its way to a target area as surely as a fish needs water, but my consuming interest was to learn how this aircraft, anachronism though it equally undoubtedly was, performed in the area in which it had displayed such astonishing bombing accuracy and precision in its heyday. So I flew out over the North Sea to put in some dive bombing practice on the mud-banks that lie off the coast.
The check list for preparing the Ju 87D to enter the dive was as follows:
- Landing flaps at cruise position
- Elevator trim at cruise position
- Rudder trim at cruise position
- Airscrew pitch set at cruise
- Contact altimeter switched on
- Contact altimeter set to release altitude
- Supercharger set at automatic
- Throttle pulled right back
- Cooler flaps closed
- Dive brakes opened
This last action made the aircraft nose over into the dive under the influence of the pull-out mechanism which was actuated by the opening of the dive brakes which also actuated the safety pilot control. The most difficult thing in dive bombing training is avoiding overestimating the dive angle which invariably feels much steeper than it actually is. Every dive bomber of WW II vintage featured some form of synthetic aid to judging dive angle, and in the Ju 87 this consisted simply of a series of lines of inclination marked on the starboard front side screen of the cockpit.
These marks, when aligned with the horizon, gave dive angles of 30 deg to 90 deg. Now a dive angle of 90 deg is a pretty palpitating experience for it always feels as if the aircraft is over
the vertical and is bunting, and all this while terra firma is rushing closer with apparently suicidal rapidity. In fact, I have rarely seen a specialist dive bomber put over 70 deg in a dive, but the Ju 87 was a genuine 90 deg screamer! For some indefinable reason the Ju 87D felt right standing on its nose, and the acceleration to 335 mph (540 km/h) was reached in about 4,500 ft (1 370 m), speed thereafter creeping slowly up to the absolute permitted limit of 373 mph (600 km/h) so that the feeling of being on a runaway roller-coaster experienced with most other dive bombers was missing.
As speed built up, the nose of the Ju 87 was used as the aiming mark. The elevators were moderately light in the initial stages of the dive but they heavied up considerably as speed built up. Any alterations in azimuth to keep the aiming mark on the target could be made accurately by use of the ailerons. These also heavied up as speed increased but always remained very effective. Use of the elevator or rudder trimmers in a dive or pull-out was strictly forbidden. During the dive it was necessary to watch the signal light on the contact altimeter, and when it came on, the knob on the control column was depressed to initiate the automatic pull-out at 6 g, a 1,475-ft (450-m) height margin being required to complete the manoeuvre. The automatic pull-out mechanism had a high reputation for reliability, but in the event of failure the pull-out could be effected with a full-blooded pull on the control column aided by judicious operation of the elevator trimmer to override the safety pilot control.
The sequence of events on selecting the dive brakes was most interesting. On extension of the brakes, red indicators protruded from each wing upper surface. This action automatically brought into play the safety pilot control and the dive recovery mechanism. The object of the latter was to return the elevator trimmer flaps to their normal position after release of the bomb,
thus initiating pull-out from the dive which had been started by the elevator trim being brought into action to nose the aircraft over. The safety pilot control was a restriction introduced into the control column movement whereby this was limited by means of hydraulic pressure to a pull of only 5 deg from the neutral position, thus obviating excessive g loads in pulling-out. In an emergency this restriction could be overridden to give a 13 deg movement. Once the aircraft had its nose safely pointed above the horizon from the pull-out, the dive brakes were retracted, the airscrew pitch set to take-off/climb and the throttle opened up to 1.15 alas of boost, although in conditions of enemy flak it was recommended that the full 1.35 a/as be used. The radiator flaps were then opened.
When I finally turned for Schleswig, to where I was supposed to deliver the Ju 87D-3, I must confess that I had had a more enjoyable hour's dive bombing practice than I had ever experienced with any other aircraft of this specialist type. Somehow the Ju 87D did not appear to find its natural element until it was diving steeply. It seemed quite normal to stand this aircraft on its nose in a vertical dive because its acceleration had none of that uncontrollable runaway feeling associated with a 90 deg inclination in an aircraft like the Skua. Obviously, the fixed undercarriage and the large-span dive brakes of the Junkers were a highly effective drag combination.
