Recent content by MACHIA

F4F Wildcat.

P-40E.

A real shame, hope crew is ok.

The Curtiss P-40 could easily exceed 400 in a dive.

It’s an AT-6. Naval designation SNJ. It was a trainer and was not called a Harvard by the Americans, but by the British.

If the V1710-E27 would have been developed further and put into production it would have been the ultimate V12 engine rated at about 2,800 hp at the prop ! Came to late and the alloys available at the time in the turbo couldn’t stand up to the temperatures.

I’ll check my documentation on Allison V1710’s. I see now that you did reach out to the Curtiss community.

I read once that in the United States, during WW2, airplane manufacturers sometimes decided what bolt patterns of exhausts where to be used, and even actual exhaust designs. It was not completely an Allison design quite possibly. I have read extensively on Curtiss aircraft and Allison engines...

Was there any Merideth effect in the P-40 design ? I doubt it highly as the P-40 inlet was considered high drag. Thought I’d ask though. Perhaps someone may know if it was at least attempted. I do know that the prototype had a mounting similar to the P-51 before it was moved forward.

My Uncle was a B-17 pilot 1942-1945, he carried a side arm as did his co-pilot , navigator and entire crew.

Did it produce the rated hp ?

Low altitude and in the hands of a pilot who really knew her .....Curtiss P-40 .

The P-40 did not use the Meridith effect in its design ? It’s a high drag airplane , so was wondering if it’s air scoop had anything to do with that .

This truss configuration also used in bridge building and wooden timber construction .

The P-40 inlet/outlet design was high drag . What was the error there ?