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That's the problem, most bombs dropped from only 20000' by bombardiers flying medium bombers in formation didn't hit anything. Farmland, a lake, absolutely nothing of importance. You're taking one example of a bomb that happened to randomly hit a hospital when you have no idea what the bomber was actually aiming at. Formations of bombers had woeful hit rates and you think one fighter at 25000' will come anywhere near his target? Seriously?
The new argument from mince head is that a bomb may have hit a hospital and another may have killed 13 people but since they couldnt guarantee doing that, it can all be dismissed. I personally think it is a great bet that the Jabo raids on London hit London more often than Bomber command raids on Berlin hit Berlin in the same era.Can we please have a source for the statement that most bombs dropped from 20,000ft "didn't hit anything. Farmland, a lake, absolutely nothing of importance"?
Can you please provide a source for ANY air force which states that they should only intercept those enemy aircraft that have a chance of bombing something important?
Again, you're ENTIRELY MISSING THE POINT....Fighter Command's responsibility was to DEFEND UK AIRSPACE FROM ENEMY AIRCRAFT. PERIOD. It doesn't matter if they came over in high-powered washing machines, the job of the Hurricanes and Spitfires was to intercept them. That's the purpose of gaining/maintaining air superiority.
Such folks are worth their weight in entertainment value.I am reminded of another Texan who stated that the Germans could have easily have invaded GB. Their warships would easily crush the RN. The German fleet included pre WW1 warships that were no longer capable of battle. Nothing could persuade him otherwise.
The sun wasn't shinning.You never know. They were able to run a battle group up the channel in broad daylight, so why not an entire invasion fleet? What could go wrong?
Isn't that the default Channel weather condition?The sun wasn't shinning.
Please give up on trying to educate me. I already have way more education than I can ever use. Thank you.
Having seen his posts on the P-39, most of his knowledge and education comes from this forum, once we have the weight of the IFF transponder and the gas stove cum cockpit heater it will all be complete.And yet you insist on trying to "educate" people about the P-39. If you're not willing to learn, why are you here? Or are you just interested in trolling?
A lot of the time France Spain Belgium Germany Netherlands and Italy are completely isolated by fog.Isn't that the default Channel weather condition?
Are you saying the additional weight came from structural strengthening sometime after production of the C model in time for the D model and P-400? According to your P-39C manual empty weight was 5016lbs. The P-400 weighed 5550lbs empty. That's a difference of 534lbs. 240lbs was the self sealing fuel tanks. The book "Cobra" shows "minor empty and useful load changes" in Jan '41 and "engine and fixed equipment weight increase" in June '41 with production beginning in July, but those changes only account for 165lbs. I don't know where the additional 129lbs came from. Maybe it WAS structural bracing.
That was indeed the reference, to the padding in that message.
It doesn't matter if they came over in high-powered washing machines . . .
I think some of the weight was from bracing and/or thicker components.
The weight difference is greater than it seems. the P-39C empty weight included the radio, the empty weight of the P-39D-1 did not.
that is correct.The radio is included in empty weight for the P-39C but not the P39D?
That would make the difference between empty weights, when to the same equipment level, even greater than it appears?
weight for the radios includes most parts but not wiring.Not sure what gauge of wire was used for a typical USAAF transmitter, but they were high-powered output and should have required either 6 or 8-gauge stranded core supply wire from the battery to the transceiver assembly. When the radio transmitted, it would have had a booster motor that upped the transceiver's voltage/amps to transmit.
Just 20 feet of 8-gauge THHN wiring can weigh a few pounds and the motor assembly weighed about 12 pounds (at least the GE motors I worked with did) and the weight came from the iron core and copper windings in a cast aluminum housing.
You beat me to the punch. I'm going to conservatively guess you're looking at between 35 - 50 pounds of wiring in a conduit.