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The Groundhog lost 40-50 gallons by the time they figured out decent self sealing tanks that would fit in the same space.
For example, pilot armour was a requirement for Spitfire units in order to participate in the fighting over Dunkirk in May 1940.I suspect that if the Germans, (or British) actually had 1940 era Zeros available in time for the BoB, both sides would have rejected them for service, until they could be fitted with standard equipment. Like pilot protection, bullet proof windscreen, self sealing tanks, emergency dingy, radios...etc
A number of American planes had been designed with integral tanks at the end of of 1930s. The savings in weight became a major problem when the change to self sealing was adopted.Unfortunately, the Groudhog was with 12 small tanks by the time of the C version. Each small tank now becoming a self-sealing tank (with the D version) cut the amount of fuel to a pitiful level for an Ameican fighter.
Please see attached passage from Fox's Knights of the Skies regarding Gladiator armour.British were buying (with cash) during the BoB aircraft without the pilot protection and self sealing tanks: Mohawks, P-40s, Buffaloes, early Martlets, Model 322s from Lockheed... There was no pilot protection or s-s tanks on Gladiators, either.
Why do you say that?, the fitting of protection was a direct result of combat experience. Look at this photo, three hits from cannon shells yet the pilot landed safely with only a piece of shrapnel in his heel that went under his seat armor, if that was a Zero the pilot wouldn't survive. I'm supprised at your post, why protection, to protect your most valuable asset which is your pilots, planes can be replaced, pilots can't.This obsession with self-sealing tanks and armor is interesting.
Why would you be surprised at my post?Why do you say that?, the fitting of protection was a direct result of combat experience. Look at this photo, three hits from cannon shells yet the pilot landed safely with only a piece of shrapnel in his heel that went under his seat armor, if that was a Zero the pilot wouldn't survive. I'm supprised at your post, why protection, to protect your most valuable asset which is your pilots, planes can be replaced, pilots can't.
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I think it was only around the late 1930s that it started to dawn on those upstairs that the pilot was the most valuable asset, it took much longer to train a pilot than WW1, both the Germans and British were producing around 250 fighters a month at the time of Dunkerque, they couldnt dream of training top pilots at that rate, and fighter production increased for almost all parties.Why do you say that?, the fitting of protection was a direct result of combat experience. Look at this photo, three hits from cannon shells yet the pilot landed safely with only a piece of shrapnel in his heel that went under his seat armor, if that was a Zero the pilot wouldn't survive. I'm supprised at your post, why protection, to protect your most valuable asset which is your pilots, planes can be replaced, pilots can't.
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Not exactly,It wasn't until late spring of 1940, that the Hurricane was equipped with pilot protection.
It wasn't until late spring of 1940, that the Hurricane was equipped with pilot protection
Without argument, the Spitfire/Seafire configuration was probably the most beautiful fighter ever to emerge from a drawing board. Its elliptical wing and long, slim fuselage were visually most delightful, and its flight characteristics equalled its aerodynamic beauty.
The Seafire had such delightful upright flying qualities that, knowing it had an inverted fuel and oil system, I decided to try inverted 'figure-8s'. They were as easy as pie, even when hanging by the complicated, but comfortable, British pilot restraint harness.
Spins were like a training aircraft, with instant recovery as soon as the controls were released. Even if I couldn't find the trim tab controls handily, which I couldn't, I didn't need them. The stability about all three axes of the aircraft was low enough to be a fighter pilots dream and high enough to fly hands-off in mildly turbulent air, it was a great combination, acrobatics were a pleasure, the aircraft responded right after the thought came to the pilots mind, seemingly without effort.
I was surprised to hear myself laughing as if I were crazy.
I have never enjoyed a flight in a fighter as much before or since, or felt so comfortable in an aeroplane at any flight attitude. It was clear to see how so few exhausted, hastily trained, Battle of Britain pilots were able to fight off Hitler's hordes for so long, and so successfully, with it.
The Lend-Lease Royal Navy Wildcats, Hellcats and Corsair fighters were only workhorses. The Seafire III was a dashing stallion!
Yes, for us, armchair aviators, is really illustrative.It's great reading pilots' impressions. It gives a bit of the "feel" of an airplane to a ground bound guy like me rather than just a list of numbers.
I am reluctant to apply the word "cropped" to something that rotates at 28,000rpm.Seafire IIC's came with two different engines. Which were about as far apart as you could make a single stage Merlin.