No IL2 há varias polêmicas bizantinas sobre o desempenho dos aviões
Uma delas é a que envolve o P-39, que reza que o Cobra tem um desempenho exagerado no simulador do Oleg, já que, historicamente, a propria USAAF rejeitou o avião pela sua má qualidade, e que foi rejeitado uma segunda vez pelos ingleses pelo mesmo motivo. Enfim, foi entregue aos soviéticos, que, desesperados, iriam aceitar mesmo a tranqueira voadora. O fatos dos russos terem amado o avião se deveu, dizem, apenas pelo poder de fogo do avião para ataque ao solo.
Essa versão sempre me pareceu preconceituosa, mesmo porque os sovieticos não aceitava tudo. Não tiveram interesse, por exemplo, pelo Mosquito, já que entendiam que o Pe-2 era igual ou melhor em performance.
Como fã do P-39, esperava encontrar uma explicação melhor do sucesso do modelo entre os russos. E essas explicações estão num site russos (ora, pergunte aos próprios!) pelo qual já tinha passado mas não lido atentamente o seguinte artigo que explica o porque do P-39 do Oleg ser bom:
http://lend-lease.airforce.ru/english/a ... /index.htm
Como explica o proprio Valeriy Romanenko:
E sobre o defeito mais chato do P-39 (stall em parafuso), ele explica:One who has carefully read the material above regarding the Airacobra might logically ask the question, why was this same model of the airplane so bad for British employment and so good for Soviet employment? What can explain this contradiction?
There were several reasons. We will dwell on the most important: First, we received already "reworked" aircraft that lacked the initial deficiencies. Second, our specialists tested the Airacobra for the specific altitude envelope of the Soviet-German front, which corresponded well with the best flying performance characteristics of the aircraft. Third, the aircraft actually were not bad. And fourth, the brief test period did not permit sufficient testing to expose the basic weaknesses of design and construction that were later revealed in the process of mass exploitation. The flat spin, the engine throwing connecting rods, and other manifestations were yet to be discovered.
As was graphically expressed in the words of I. G. Rabkin, the Airacobra at the institute was never far from view. Highly qualified specialists of the NII VVS pored over it through the course of an entire year: pilots V. E. Golofastov, K. A. Gruzdev, Yu. A. Antipov, A. G. Kochetkov, engineers P. S. Onoprienko, V. I. Usatov, P. S. Ivanov, and V. Ya. Klimov. After the defects in the engine, the most serious "illness" of the Cobra was its tendency to enter into a flat spin. The correct diagnosis of this "illness" was not discovered immediately. It took several months of testing, during which one of the best pilots of the NII, Major K. A. Gruzdev, died. This experienced test pilot, from a front-line unit (former commander of 402d and 416th IAPs, 17 kills), took off in AH628 on 2 February 1943. He spun the aircraft for about an hour in the sky above the town Koltsov, near Sverdlovsk, where the institute had been evacuated. After this the aircraft went into a dive and exploded on impact with the ground. They "defeated" the spin on later models of the Airacobra.
SP!
