Is Spitfire relly superior to FW-190?

wmaxt said:

Many pilots complained of going from single engined aircraft into combat with only 20hrs cocpit time in the P-38. This seemed to occur in thr ETO much more than in the Pacific. I've read that in the MTO they figured if you made it through 6 missions you would make it through your tour. If you add a new more complicated aircraft and new to combat you have big problems.

I've read that it was both easier and harder to fly than the P-51 so I don't know on that score. With an experianced pilot it was exceptional in the roles it was used especialy the J/L models.

The controls were simplified in later models to make it easier to go from cruise to combat.

A favorite tactic when bounced was to turn into the attacker where the concentrated fire of the P-38 was its most effective.

wmaxt

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The controls were simplified in later models to make it easier to go from cruise to combat.

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FLYBOYJ said:

wmaxt said:

I had a neighbor who flew P-38s and P-51 in the ETO. He liked the 38 better but said the heating system was poor. He said the mustang was faster more maneuverable but less stable. He flew P-51 C models that were field converted from "Bs". These did not have the ventral in front of the V stab making the aircraft a little unstable.

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That could/probably be true of the early P-38s. When the B/Cs were in service the P-38s were Gs and Hs with a very few early Js. By the late J and L models the P-38 was a better below 15,000ft and at least as good above. In Art Hiedens words " There wasn't anything a P-51 could do a P-38L couldn't do better" of course the P-51B/C was as fast as even the L model P-38 the P-51 also cruised about 65mph faster with better visability. Art flew both in combat and prefered the P-38. The hydralic alerons and extra horse power in the Ls made a lot of difference.

Check out the "Planes and Pilots" web site it has a really good article in 3 chapters about the P-38 in the ETO. http://home.att.net/~C.C.Jordan/index.html

Heat was a problem not completely fixed until the L model and in the tropics getting cool air in was always a problem.

wmaxt

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wmaxt said:

FLYBOYJ said:

wmaxt said:

I had a neighbor who flew P-38s and P-51 in the ETO. He liked the 38 better but said the heating system was poor. He said the mustang was faster more maneuverable but less stable. He flew P-51 C models that were field converted from "Bs". These did not have the ventral in front of the V stab making the aircraft a little unstable.

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That could/probably be true of the early P-38s. When the B/Cs were in service the P-38s were Gs and Hs with a very few early Js. By the late J and L models the P-38 was a better below 15,000ft and at least as good above. In Art Hiedens words " There wasn't anything a P-51 could do a P-38L couldn't do better" of course the P-51B/C was as fast as even the L model P-38 the P-51 also cruised about 65mph faster with better visability. Art flew both in combat and prefered the P-38. The hydralic alerons and extra horse power in the Ls made a lot of difference.

Check out the "Planes and Pilots" web site it has a really good article in 3 chapters about the P-38 in the ETO. http://home.att.net/~C.C.Jordan/index.html

Heat was a problem not completely fixed until the L model and in the tropics getting cool air in was always a problem.

wmaxt

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My neighbor actually flew P-38J models. He had about 300 hours multi engine time before he even got into the P-38. His comment were similar as you posted!

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FLYBOYJ said:

Did anyone find info on "Cruise to Combat Configuration?"

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wmaxt said:

FLYBOYJ said:

Did anyone find info on "Cruise to Combat Configuration?"

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I will look for a better description but these are some of the steps:

Switch fuel tanks from drop tanks to main (both fuel systems are separate).
Drop drop tanks.
Mixture controls
Propellar controls
Throttles
Charge guns (early models) if not already done.

The engine controls must be moved in that order to prevent detonation of overspeeding.

It's a lot to do in a hurry and with the various controls placed around the cockpit I'd bet it could be exciting when someone is attacking you!

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FLYBOYJ said:

wmaxt said:

FLYBOYJ said:

Did anyone find info on "Cruise to Combat Configuration?"

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I will look for a better description but these are some of the steps:

Switch fuel tanks from drop tanks to main (both fuel systems are separate).
Drop drop tanks.
Mixture controls
Propellar controls
Throttles
Charge guns (early models) if not already done.

The engine controls must be moved in that order to prevent detonation of overspeeding.

It's a lot to do in a hurry and with the various controls placed around the cockpit I'd bet it could be exciting when someone is attacking you!

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Hmmmm....With the exception of the drop tanks and charging guns, that's not much different when flying any other twin engine airplane, granted that someone is shooting at you, but what you describe there is even typical for most single engine WW2 fighter aircraft as well. For the most part, if that took you 5 or 6 seconds, you took your time. Keep in mind that these steps were probably on a checklist that a properly trained pilot could do in his sleep.

As far as detonation or over speeding, I think this is not an issue considering they were running pretty high octane fuel and you could always come back on the mixture. The P-38 has a constant speed prop (Propeller governor equipped), unless you wind the thing up outside the dive speed envelop, I doubt the engine will over speed.

Thanks for the info, anyone got anything else?

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wmaxt said:

FLYBOYJ said:

wmaxt said:

FLYBOYJ said:

Did anyone find info on "Cruise to Combat Configuration?"

Click to expand...

I will look for a better description but these are some of the steps:

Switch fuel tanks from drop tanks to main (both fuel systems are separate).
Drop drop tanks.
Mixture controls
Propellar controls
Throttles
Charge guns (early models) if not already done.

The engine controls must be moved in that order to prevent detonation of overspeeding.

It's a lot to do in a hurry and with the various controls placed around the cockpit I'd bet it could be exciting when someone is attacking you!

Click to expand...

Hmmmm....With the exception of the drop tanks and charging guns, that's not much different when flying any other twin engine airplane, granted that someone is shooting at you, but what you describe there is even typical for most single engine WW2 fighter aircraft as well. For the most part, if that took you 5 or 6 seconds, you took your time. Keep in mind that these steps were probably on a checklist that a properly trained pilot could do in his sleep.

As far as detonation or over speeding, I think this is not an issue considering they were running pretty high octane fuel and you could always come back on the mixture. The P-38 has a constant speed prop (Propeller governor equipped), unless you wind the thing up outside the dive speed envelop, I doubt the engine will over speed.

Thanks for the info, anyone got anything else?

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The engine control sequence is right out of the flight manual. Mine is an Avaition Publication so I think it is a collaboration of early and late information.

wmaxt

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DerAdlerIstGelandet said:

Most of the controls should be right around the same spot in the cockpit anyhow. I am not familiar with the cockpit of the P-38 but I would think the mixture and propellar controls would be on the throttle and the drop tank jettison and the gun charger would be on the cyclic or yoke, which ever it has.

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