Originally posted by gripen
I don't remember where I got that number, however he certainly experienced several "Allison time Bombs" during his tour in Britain which ended in the beginning of June. He tried to solve problem there and the testing continued in the states as well.
It's quite logical that the problems were reduced when the air temperature increased in spring and the P-38 started fly more low altitude missions.
Actually it did, all P-38 units of the 8th AF converted to the P-51. And even in MTO and pacific the P-51 took over high altitude missions.
Please read the "Vee's for Victory"; the G-series V-1710 had CR 6.00:1 ie same as in the Merlin.
Please read my post, there were no Js (in the MTO) before summer 1944, however, there were J based F-5s in the MTO at winter 43/44 which experienced similar problems as Js in the ETO so local fuel can't explain the problems.
Well, once introduced to the service the P-51 with Merlin quickly replaced the P-38.
Well, that underlines the reliability problem of the Allison; it would have been removed from service if it had been in the single engined fighter. However, the reliability of the Merlin was certainly acceptable because it eventually replaced the P-38.
It can be said that the 8th AF found a quick fix to the high altitude problems of the P-38 (Allison was just one of the problems), the fix was called the P-51.
Nothing I read in Levier's report mentions him blowing several Allisons. I'll look again.
Again, read the report from Levier where solutions to the problems were found, and note that the P-38 continued to fly high altitude missions right up until they were replaced in July of 1944. Look at the unit numbers. The 20th and 55th flew escort missions until April or May, and they flew the P-38J until
JULY 1944. Never said local fuel was the ONLY problem, just that it WAS a problem.
Again, read the unit histories, the 20th AND the 55th fighter groups received the P-38J-1-Lo in
NOVEMBER 1943. So you are absolutely WRONG, the P-38J DID fly in the 8th AF fighter groups in 1943 and 1944.
By the way, the temperature at 25,000 to 30,000 feet varies little, regardless of the season of the year or the location on the globe. It's about as cold at 30,000 feet over the Bismark sea, or Guadalcanal, in July, as it is over France and Germany in January.
You obviously do not grasp the concept of compression ratio. The difference between 6.0:1 compression and 6.6:1 compression is not even worth measuring, and makes no real difference at all. Production tolerances will create a difference of as much as 0.1:1. The difference between 6.0:1 and 6.6:1 will not make enough difference in the amount of boost that can be run to make it necessary to adjust either the boost, the cam timing, or the ignition timing. And I should know, I worked on Allison pulling tractor engines, and I still build racing engines for a living to this day, including supercharged and turbosupercharged engines.
Yes, the 55th and 20th found a quick fix. It was Tony Levier and the Lockheed manuals. Not to mention Jimmy Doolittle's relationship with Shell Aerofuel.
Speaking of Doolittle, he flew over Normandy on 6, June, 1944 in a P-38J, while several units of the 20th flew escort and cover missions over the incasion, and they too were in Lockheed P-38 Lightning fighters.
At this point, I'm finished here. You do not understand compression ratio, you ignore the facts that the P-38 remained in service with the 20th and 55th until June, and that the P-38J was in service in the ETO from November 1943 as a frontline escort fighter. All of which are commonly known facts, seen the the records of the units. Think what you will, between holding the history books in hand and reading them, and corresponding with over a dozen P-38 pilots with the 20th and 55th fighter groups, not to mention a few from the 5th AF in the Pacific, I'm pretty well versed in the facts of where and when the P-38 was in service, and what it's operational duties and capabilities were. Enjoy your delusions.
