davparlr
Senior Master Sergeant
An error often made in comparisons. Another common error is comparing performance at gross weight, e.g., in comparing a Mustang to a Bf 109, the Mustang would be carrying 269 gallons of gas compared to the Bf 109 carrying 105 gallons, skewing actual performance capability. For the model comparisons I used, I picked the models operational at the start of the Korean War, 1950. This was the time when late WWII types and early jet's metal was was going to be tested in the crucible of war.
The period of time from 1945 to about 1957 is of great interest to me due to amazing demands that advancing technology made on engineers, piloting procedures and training, and planning mission planning. Also, probably because my interest in modeling was peaking at that time!
In those 12 years jet aircraft went from stumbling along with poor operational direction to what I consider modern application. By 1957 the century series jets, the F8U, and the KC-135 had flown. The J57, J79, and the J75 engines had been run and produced. Operational concepts were pretty well established. Performance wise, airspeed had gone up from 500-600 mph to 1500+ mph, approach speeds went up from 100 mph to 200+ mph, max altitude from 30-40k ft to 80+k ft. Throttle response went from an almost instantaneous 2800 hp kick in the rear to, well, I'll get a little push in a minute or two, and then back to OK, that afterburner really kicks in. All of these required significant adjustments to pilot training and operations (I'm reading "Night Fighters over Korea", and the F3D Skyknights were banned from many airfields because the engines were canted down and tended to melt the taxiways.)
Engineering wise, the challenge was even more difficult. Major change to engines and the appearance of new aerodynamic problems associated with its increase in speed capabilities all caused intense effort. Conquering trans-sonic problems with swept wings and Whitcomb area rule, new challenges in inlet duct design to handle mach airflow, and new requirements to design exhaust nozzles was intensive. Knowing all the problems of defeating the "sound barrier", it amazed me how effortless the T-38 went through the sound barrier. You had to work at not doing it while flying aerobatics. Work was done on improving the operational envelop with canted decks on carriers to inflight refueling. Avionics was leap frogging. I'm sure it was exciting time to be working in the aeronautical field, as a pilot and as an engineer. Today, we can't even build an airplane in 12 years!