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Production changes (even major mods) were usually pretty transparent.Both of those aircraft had multiple sources of production from a fairly early period of the war. That would allow them to convert one line/facility over while maintaining production at the other. Just speculation on my part but that might be a reason the WPB was more inclined to allow major changes to those aircraft.
Production changes (even major mods) were usually pretty transparent.
When all is said and done, the shortcoming of the P-38 in 1943 was not propulsive power, but other issues - low critical Mach number, only one generator, faulty cockpit heating, issues with engine intake; all of this required the immediate attention. The situation was not helped with only one production source, indeed.
This decision has always been arguable. 2 or 3 weeks worth of a production stoppage during that period would have meant about 80 aircraft not being delivered. In hindsight what would have been gained by the P-38K would have possibly eclipsed the production stoppage. I know people who were working at Lockheed during this period, it was always felt the reasoning for not building the P-38K was politicalLockheed estimated 2-3 weeks to incorporate the K model changes (Bodie), and that assumes Allison could have delivered the engines as promised. The War Production Board wasn't willing to accept that loss of production. Given the timeframe (Q2 of 1943) that makes some degree of sense. AT THAT TIME the Lightning was our only high performance, long range fighter. The Thunderbolts were still very range limited, and it would be another 6+ months before a P-51B would even fly a combat mission. Disappointing that it was never in production, but given the priority at the time, it makes some degree of sense. Still, once the 51B was available, it doesn't seem like it would have been a major sacrifice to cut it in.
This decision has always been arguable. 2 or 3 weeks worth of a production stoppage during that period would have meant about 80 aircraft not being delivered. In hindsight what would have been gained by the P-38K would have possibly eclipsed the production stoppage. I know people who were working at Lockheed during this period, it was always felt the reasoning for not building the P-38K was political
Easy to focus on 4 blade props versus 3 blade, the P38 prop at 13'6" was bigger than the P51 4 blade paddle and not concerned with prop strikes.That is why the P-38K engine (-F15) had a modified gear ration of 2.36 to 1 ---> so the 13'6" Curtis Prop would work.
See post #23 in this thread.BECAUSE KELLY JOHNSON SAID SO. THAT'S WHY.
See post #23 in this thread.
I agree.
Bigger prop more air is caught. Its the last inches that do the most.
Everyone was attaching ever better/heavier/more efficient props to their aircraft as the engine power grew, so I don't think it was much of a problem for the P-38 to get a 4-blade prop, the blades being preferably of wide chord.
With that said, P-38 have had more acute problems than choice of the props - just 1 generator per A/C, faulty heating, low mach limit, messy cockpit, low rate of roll. Granted, some of those problems were adressed, if a bit too late.
The biggest of it's problems (not tied to the design) was lack of another source for mass production.
The P-38's cockpit was no more messy than any other twin engine aircraft of the day.
Many features were not related to the number of engines - I'll just post stuff from 'America's hundred thousand', pg. 164:
"One pilot with considerable P-38 experience said: The cockpit had gotten lousier and lousier (with succesive models), and you could see fewer gages"
"At 1944 gathering of fighter pilots 55 percent rated the P-38 cockpit worst in arangement of many fighter types present, and noted it (P-38) had the least convinient landing gear and flap controls of all."
Yep - the old Col Rau letter - fully aware of all this but if you really look into this you'll find that most of the negatives written about the P-38 cockpit was done so by pilots with little or no multi engine experience, very swayed and biased towards their easier to fly single engine machines (and I can't blame them). Look at photos of the P-38 cockpit and compare them to the cockpit of the A-20, B-25 and even the Beaufighter.
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Thanks for the feedback, Joe.
Still - none of this was written by Col. Rau. Granted, having two engines to cater for will add compexity in operation vs. P-51s and 47s.