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  • Professionally screenprinted or DTG processing...NOT an "iron on" transfer
  • GILDAN ULTRA OR FRUIT OF THE LOOM HD brands used for tees, 6 oz., 100% pre-shrunk cotton, sport gray 90/10.  These are the highest quality tees that each brand here to check GILDAN and click here to check Fruit of the Loom blank t shirt reviews.
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MENS SIZES   S     M     L   XL 2XL 3XL
WIDTH INCHES 18 20 22 24 26 28
LENGTH INCHES 28 29 30 31 32 33
WIDTH INCHES 18 20 22 24 26  
LENGTH INCHES 25.5 26.5 27.5 28.5 30  
WIDTH INCHES 15 17 18 20    
LENGTH INCHES 20 22 24 26


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Luftwaffe world war 2


The fighter aircraft needed to have a top speed of 400 km/h (250 mph) at 6,000 m (19,690 ft) which it could maintain for 20 minutes, while staying in the air for a total of 90 minutes. The critical altitude of 6,000 meters was to be reached in no more than 17 minutes, and the fighter aircraft was to have an operational ceiling of 10,000 meters.  Power was to be provided by the recent Junkers Jumo 210 engine of about 522 kW (700 hp). It was to be armed with either a single high-performance 20 mm MG C 30 cannon firing through the engine shaft or, alternatively, either two engine cowl-mounted 7.92 mm (.312 in) MG 17 machine guns, or one lightweight, engine-mounted 20 mm MG FF cannon with two 7.92 mm 
MG 17s. One other specification was that the aircraft needed to keep wing loading below 100 kg/m2. The performance was to be evaluated based on the fighter aircraft's level speed, rate of climb, and maneuverability, in that order. In fact, the R-III specifications were not truly devised by the T-Amt; in early-1933, both Heinkel and Arado had sent in privately funded layout s for a monoplane aircraft, and the T-Amt simply gathered the best features from both and delivered them back out again, adding Focke-Wulf to the invitation to tender. It has been suggested that Bayerische Flugzeugwerke (BFW) was principally not invited to participate in the competition due to personal animosity between Willy Messerschmitt and RLM director Erhard Milch; however, recent research by Willy Radinger and Walter Shick indicates that this may not have been the case, as all three competing companies—Arado, Heinkel and the BFW—received the development contract for the L.A. 1432/33 requirements at the same time in February 1934. A fourth company, Focke-Wulf, received a copy of the development contract only in September 1939.The power plant was to be the Junkers Jumo 210, but the proviso was made that it would be interchangeable with the more powerful, but less developed Daimler-Benz DB 600 power plant. Each was asked to deliver three prototypes to be delivered for head-to-head testing in late 1934.After Luftwaffe acceptance trials were finished at Rechlin, the prototypes were transferred to Travemünde  for the head-to-head portion of the contest. The aircraft which participated in the trials were the Arado Ar 80 V3, the Focke-Wulf Fw 159 V3, the Heinkel He 112 V4 and the Bf 109 V2. The He 112 arrived first, in early February 1936, and the rest of the prototypes had all arrived by the beginning of March.Because most of the fighter pilots of the Luftwaffe were used to biplanes with open cockpits, low wing loading, light g-forces and easy handling, they were very critical of the Bf 109 at first. However, it soon became one of the front runners in the contest, as the Arado and Focke-Wulf entries, which were intended as "back-up" programmes to safeguard against failure of the two favorites, proved to be completely outclassed. The Arado Ar 80, with its gull wing (replaced with a straight, tapered wing on the V3) and fixed, spatted undercarriage was overweight and underpowered and the structure  was abandoned after three prototypes had been built. The parasol winged Fw 159 was always considered by the Erprobungsstelle (E-Stelle) staff at Travemünde to be a compromise between the biplane and the aerodynamically more efficient low-wing monoplane. Although it had some advanced features, it used a novel undercarriage pattern  which was never truly reliable.Initially, the Bf 109 was regarded with suspicion by the E-Stelle test pilots because of its steep ground angle, resulting in poor forward view on the ground; the sideways-hinged cockpit canopy, which could not be opened in flight; and the automatic wing leading edge slots which, it was thought, would inadvertently open during aerobatics, possibly leading to crashes. They were also concerned about the high wing loading.The Heinkel He 112, based on a scaled-down Blitz was the favorite of the Luftwaffe leaders. Compared with the Bf 109, it was also cheaper. Positive aspects of the He 112 included the wide track and robustness of the undercarriage, considerably better visibility from the cockpit, and a lower wing loading that led to easier landings. However, the He 112 was also structurally complicated, being some 18% heavier than the Bf 109, and it soon became clear that the thick wing, which spanned 12.6 m (41 ft 4 in) with an area of 23.2 m2 (249.7 ft2) on the first prototype (V1), was a disadvantage for a light fighter plane, decreasing the aircraft's rate of roll and maneuverability. Because of its smaller, lighter airframe, the Bf 109 was 30 km/h (20 mph) faster than the He 112 in level flight, and superior in climbing and diving. As a result, the He 112 V4 which was used for the trials had recent wings, spanning 11.5 m (37 ft 8.75 in) with an area of 21.6 m2 (232.5 ft2). In addition, the V4 had a single-piece, clear-view, sliding cockpit canopy and a more powerful Jumo 210Da engine with a modified exhaust system. However, the improvements had not been fully tested and the He 112 V4 could not be demonstrated in accordance with the rules laid down by the Acceptance Commission, giving a distinct advantage to the Bf 109. The Commission ruled in favour of the Bf 109 because of the Messerschmitt test pilot's demonstration of the 109's capabilities during a series of spins, dives, flick rolls and tight turns, throughout which the pilot was in complete control of the aircraft.


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