Snautzer01
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- 43,254
- Mar 26, 2007
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Thanks G Geoffrey Sinclair always a pleasure reading your replies.The data I have says 150 P-40F (FL219 to FL368), 56 P-40L-5 and 44 P-40L-10 (FS400 to FS499) = 250 mark II for the RAF of which only FL219/41-13752 and FL220/41-13755 went to Britain, the rest to the Middle East apart from the 21 P-40F lost at sea. The P-40F were delivered in the US April to July 1942, exported May to July, the P-40L were delivered January to March 1943, exported February to May. The USAAF and RAF operated the Merlin P-40 while the French received some ex RAF and USAAF aircraft for training,
FL219 and 220 are probably the 2 P-40 Kittyhawk reported arriving in Britain in June 1942. FL219 Struck off Charge 26 July 1946, FL220 category E 20 May 1944.
The P-40E-1 was the export version of the P-40E, the P-40K-1 the export version of the P-40K. There were no long fuselage P-40E or E-1. P-40E-1 production began in December 1941, P-40E production ended and P-40F production began in January 1942, P-40K-1 began in May 1942, P-40E-1 production ended in June. The first longer fuselage were P-40F-5, 41-14300 accepted on 26 August 1942 and P-40K-10, 42-9930 accepted 27 September 1942.
There is no overlap between P-40E and F production but 6 months of parallel P-40E-1 and F production. The E-1/Kittyhawk IA had both USAAF and RAF serials 420 a/c 41-24776/25195, 1080 a/c 41-35874/36953 or 900 a/c ET100/ET999, 600 a/c EV100/EV699.
What are the serial numbers of the P-40E (or E-1?) reported with the two lights in the top right corner of the instrument panel?
Wish I could claim it.You famous now. Fat Finger Syndrome - Google Search
The data I have says 150 P-40F (FL219 to FL368), 56 P-40L-5 and 44 P-40L-10 (FS400 to FS499) = 250 mark II for the RAF of which only FL219/41-13752 and FL220/41-13755 went to Britain, the rest to the Middle East apart from the 21 P-40F lost at sea. The P-40F were delivered in the US April to July 1942, exported May to July, the P-40L were delivered January to March 1943, exported February to May. The USAAF and RAF operated the Merlin P-40 while the French received some ex RAF and USAAF aircraft for training,
FL219 and 220 are probably the 2 P-40 Kittyhawk reported arriving in Britain in June 1942. FL219 Struck off Charge 26 July 1946, FL220 category E 20 May 1944.
The P-40E-1 was the export version of the P-40E, the P-40K-1 the export version of the P-40K. There were no long fuselage P-40E or E-1. P-40E-1 production began in December 1941, P-40E production ended and P-40F production began in January 1942, P-40K-1 began in May 1942, P-40E-1 production ended in June. The first longer fuselage were P-40F-5, 41-14300 accepted on 26 August 1942 and P-40K-10, 42-9930 accepted 27 September 1942.
There is no overlap between P-40E and F production but 6 months of parallel P-40E-1 and F production. The E-1/Kittyhawk IA had both USAAF and RAF serials 420 a/c 41-24776/25195, 1080 a/c 41-35874/36953 or 900 a/c ET100/ET999, 600 a/c EV100/EV699.
What are the serial numbers of the P-40E (or E-1?) reported with the two lights in the top right corner of the instrument panel?
You can make inquiries about the restored P-40Es from photos in books by Drendel and Kinzey.Now I guess the question is - were they only fitted to RAF export aircraft? Or only E-1 aircraft? Or only H87A-3 aircraft? Or ........
You can make inquiries about the restored P-40Es from photos in books by Drendel and Kinzey.
Drendel (p.57):I restored several P-40s in the 70's and never saw a two light panel.
Completed February 1942.
BoC 02 April 1942 with Unit 36 Hobsonville.
To No.14 Squadron. To No.17 Squadron.
To No.2 OTU, Ohakea.
The P-40 was sold to J. Larsen from Rukuhia on 02 March 1948. Her remains retrieved to MOTAT in 1959 and then restoration for static display commenced in 1965 using parts from a number of aircraft including the wings from NZ3201. Exchanged for another static restoration NZ3039, following an extended legal dispute over ownership, the owners being Bunny Darby and Bob McGarry, the aircraft was then restored to flying condition.
Restoration commenced by Pacific Aircraft Ltd and completed by Pioneer-AvSpecs, using wings from P-40N-10 42-105951.
I do not think I have the company documents to explain the Curtiss H87 designations. As far as the Air Forces are concerned they are P-40E and E-1. The USAAF lists the British order for Tomahawks as HK-81A, for Kittyhawk I as HK-87A.
What the table in message 24 calls delivery dates are acceptance dates or else aircraft were being accepted and delivered on the same day. Also should H87-B2 be H87B-2? 40-358 accepted 20 August 1941, 40-382 to 681 accepted 24 June to 16 October 1941.
The H-87B-2 are all from contract AC-12414 dated 26 April 1939, 524 aircraft built as 199 P-40, 22 P-40D, 301 P-40E, 1 XP-40F, 1 P-40G
The H87-A2 are from contract AC-15802 dated 13 September 1940 or its' supplement 1 dated 6 October 1943 (so well after all the P-40 on it had been built), 1,842 aircraft, 131 P-40B, 193 P-40C, 519 P-40E, 699 P-40F, 123 P-40F-5, 177 P-40F-10
The H87A-3 are from the first batch of 420 USAAF serials from Contract DA-3 dated 12 May 1941 for 1,500 P-40E-1, the H87A-3 from the second batch of 1,080 USAAF serials. The RAF essentially had one block of serials, ET100 to EV699, (no EU serials issued, nor EV000 to 099)
At the moment the Curtiss designations mostly track the USAAF serial allocations, acting like North American Charge Numbers.
In production order
P-40 from AC-12414 (May to October 1940)
P-40B from AC-15802 (February and March 1941, plus 1 more each in April and May)
P-40C from AC-15802 (March to May 1941)
P-40D from AC-12414 (May and June 1941)
P-40E from AC-12414 then AC-15802 (June 1941 onwards)
As delivered in the US P-40E AC-12414, 280 US, 21 USSR, AC-15802 409 US, 110 USSR.
Contract DA-3 P-40E-1 315 US, 444 British Empire, 708 USSR, 6 Brazil, 27 China
As is known in Australia the RAAF and USAAF ended up flying a mixture of E and E-1 from US, British (Australian) and Netherlands orders. Similar for the Red Air Force
With all due respect, a photo of the instrument panel of a clearly identified P-40F/L with the same compass location would be appreciated. Then the attribution of the panel to the P-40F/L model would be quite reasonable. I am not a P-40 expert, but so far I have never seen such a photo.I'm still thinking the requested piece of the indicator panel is of the F or perhaps of the L variant.
RP-40D : does the R stand for '' restricted '' ?and here is a different P-40 manual with the Landing gear warning lamp dated five months later than the single lamp panel in an earlier manual. Interestingly the early manual is 25CF-2 for the P-40E and this one 25CJ-2 for the E-1 and appears to be a copy of the RAF AP with the USAAC TO number as it complies with the RAF AP layout instead of the USAAC/F TO layout. Logical seeing the US impressed a number of E-1 aircraft into the USAAF after Pearl Harbour and would have wanted an instant manual produced for US personnel.
Obviously the drawing was updated long after the panels were produced. Now I guess the question is - were they only fitted to RAF export aircraft? Or only E-1 aircraft? Or only H87A-3 aircraft? Or ........
View attachment 775151
View attachment 775152 View attachment 775155
With all due respect, a photo of the instrument panel of a clearly identified P-40F/L with the same compass location would be appreciated. Then the attribution of the panel to the P-40F/L model would be quite reasonable. I am not a P-40 expert, but so far I have never seen such a photo.
Thnx. Seems that neither the layout of the cutouts on the instrument panel nor the presence of the additional landing gear warning light cannot be used as unambiguous indicators of the P-40 model.Post #28, P-40 Flight Manual
Page 6 & 7 of the pdf, F- has Warning Horn, L- has Indicator Light, but says location is upper left of instrument panel.
Page 18 of the pdf shows a P-40F Instrument Panel minus the Landing Gear Indicator Light.
RP-40D : does the R stand for '' restricted '' ?