SaparotRob
Unter Gemeine Geschwader Murmeltier XIII
You weren't kidding! Great video. We get to"meet" Jeffery Ethel and I think a myth just might be busted. Thanks big time for the post.
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You weren't kidding! Great video. We get to"meet" Jeffery Ethel and I think a myth just might be busted. Thanks big time for the post.She was a far better aircraft than many want to give her credit for. Mostly I think that was due to how good the later aircraft were so that even though it was one of the best at the start of WWII, it was best used as an advanced trainer in 1945. Saburo Sakai is alleged to have said that the most dangerous allied aircraft was a well handled P-40; as with all things in flying, that well handled is the key.
Here's a great video on flying the P-40:
Well some did have Packard Merlins fitted later, if the Allison had delivered similar altitude performance with single stage it would have had a much different history, still almost 14,000 were made so it was doing something right.maybe switch to a 2 stage supercharger
true it still did something wellWell some did have Packard Merlins fitted later, if the Allison had delivered similar altitude performance with single stage it would have had a much different history, still almost 14,000 were made so it was doing something right.
Well some did have Packard Merlins fitted later, if the Allison had delivered similar altitude performance with single stage it would have had a much different history, still almost 14,000 were made so it was doing something right.
I just meant optimised for a higher altitude, it would have been more use in the desert.A 27L engine with a 1-stage supercharger on the P-40 will not cut it anyway past 1940.
Depends on the one stage superchargerA 27L engine with a 1-stage supercharger on the P-40 will not cut it anyway past 1940.
Depends on the one stage supercharger
Although waiting until the spring/summer of 1942 to put in the Merlin XX/Packard V-1650-1 did leave things a bit late.
Makes one wonder what might have been had the P-40 been built with the R-2800 rather than the V-1710... (checks dates, well, not quite, R-2800 first flew in May 1940. Pity.)
I have spoken with two pilots who flew both the P-36 and the P-40. Both of them said that they preferred the P-36 to the P-40. Both said the P-36 was more maneuverable and climbed slightly better.
We all know the P-40 was the faster of the two (generally 360 mph for a P-40E and about 313 mph for a P-36) , but these guys liked the radial engine variant better for maneuverability and climb. I quote them because they are the only two pilots I spoke with who flew both models. Once WWII broke out and we were in it, I think speed was more important to the people who made the fighter aircraft purchasing decisions than intangibles such as maneuverability, a well-balanced control feel, and perhaps rate of climb. Perhaps I am mistaken, but it seems that way to me.
P-40 + R-2800 = almost an Fw 190A equivalent.
Please do not interpret this as disrespect (because it is not), but I do believe you are shortchanging the Würger. To me it seem so much more compact a design, which benefited from many advances in technology and engineering compared to when the P-36 was designed, not only in output of radial engines.
With a paraphrase: Almost, but not quite, entirely unlike Fw-190A
without much work got 16% boost in speed over the P-36.
going up to the R-2600 or R-2800 would not have been as difficult as imagined
Then there is the boring logistics "stuff". The P-40 was in service and doing a reasonable but not stellar job. If you put R-2800s into them when do you do it and how many. The P-40 was sorted, the P-60 never was. You may lose thousands of P-40s creating a whole new logistics line for a few hundred radial engine types. Which other US plane which historically had R-2800s goes without them, certainly not Corsairs and Hellcats.I like the Bolded part.
The engine used in this aircraft was developed from the two stage engine in the F4F wildcat. While P & W got the airframe in Sept 1940 they weren't posting the high speed numbers until the end of 1942 with the highest speeds recorded in the summer of 1943.
But heh, it was all done evening and weekends and lunch breaks right? not much real work.
The plane had no armor, no self sealing tanks and provision for four .30 cal guns in the wings (not fitted)
The Army was very interested in the exhaust system with the jet thrust it provided in late 1942.
The P & W engine used weighed between 1572 and 1607lbs depending on reduction gear used.
The P & W engine itself was heavier than the V-12s but lighter installed since it didn't need around 300lbs of radiator and coolant.
R-2600 went about 1900lbs or more depending on variant.
R-2800s started at about 2270lbs for a single stage two speed supercharger.
Installed weight of the big radials is going to add several hundred pounds more than the dry weight comparison.
Sticking one of these monster motors in plane that had a reputation for ground looping and need the fuselage stretched (vertical stabilizer moved back 20in) to cope with the 1300hp RR engine leaves one wondering what would be needed for one of the big radials.
The engineers at Curtiss weren't stupid. They may have been less than inspired but not stupid. The P-60 tails grew in response to the need for stability from the larger engines.
The Brits said that their Mohawks did well dogfighting against Japanese fighters in Burma. They flew them until 1944 when they were considered completely worn out. The P-40E was a better warplane because it had heavier armament, better armor and wings beefed up for greater external stores but the Mohawk/P-36 seems like it would be a better sportplane.I have spoken with two pilots who flew both the P-36 and the P-40. Both of them said that they preferred the P-36 to the P-40. Both said the P-36 was more maneuverable and climbed slightly better.
We all know the P-40 was the faster of the two (generally 360 mph for a P-40E and about 313 mph for a P-36) , but these guys liked the radial engine variant better for maneuverability and climb. I quote them because they are the only two pilots I spoke with who flew both models. Once WWII broke out and we were in it, I think speed was more important to the people who made the fighter aircraft purchasing decisions than intangibles such as maneuverability, a well-balanced control feel, and perhaps rate of climb. Perhaps I am mistaken, but it seems that way to me.