F4DOA your kidding right?
http://bbs.hitechcreations.com/smf/Smileys/default/Forum9/HTML/000864.html um... ive tested the #@!#@ P-38L over and over.
P-38L loadout:
100% fuel
200rpg 50cal, 150rds 20mm
no external ordnance
top speeds wep/mil 1.04 AH P-38L vs
AH chart30k 400wep, 385
(chart 405wep, 390)25k 415wep, 390
(chart 415wep, 400)20k 395wep, 385
(chart 403wep, 388)15k 385wep, 370
(chart 387wep, 372)10k 370wep, 360
(chart 374wep, 360)05k 355wep, 345
(chart 357wep, 345)00k 345wep, 330
(chart 345wep, 332)time to climb, feet per minute, mil power
01k 0:18 3333
02k 0:37 3158
03k 0:56 3158
04k 1:15 3158
05k 1:35 3000 4-6k avg: 3053
chart 320006k 1:55 3000
07k 2:14 3158
08k 2:35 2857
09k 2:55 3000
10k 3:16 2857 9-11k avg: 2952
chart 305011k 3:36 3000
12k 3:58 2727
13k 4:20 2727
14k 4:42 2727
15k 5:05 2609 14-16k avg: 2648
chart 285016k 5:28 2609
17k 5:51 2609
18k 6:15 2500
19k 6:40 2400
20k 7:05 2400 19-21k avg: 2369
chart 260021k 7:31 2307
22k 7:58 2222
23k 8:25 2222
24k 8:53 2069
25k 9:22 2069 24-26k avg: 2024
chart 230026k 9:53 1935
27k10:25 1875
28k11:01 1667
28k11:40 1538
30k12:23 1395 29-31k avg: 1394
chart 170031k13:11 1250
time to climb, feet per minute, WEP
01k 0:17 3529
02k 0:34 3529
03k 0:50 3750
04k 1:07 3529
05k 1:24 3529 4-6k avg: 3529
chart 370006k 1:41 3529
07k 1:58 3529
08k 2:15 3529
09k 2:32 3529
10k 2:50 3333 9-11k avg: 3398
chart 350011k 3:08 3333
12k 3:27 3158
13k 3:46 3158
14k 4:06 3000
15k 4:26 3000 14-16k avg: 3000
chart 320016k 4:46 3000
17k 5:07 2857
18k 5:28 2857
19k 5:50 2727
20k 6:13 2609 19-21k avg: 2648
chart 280021k 6:36 2609
22k 7:00 2500
23k 7:25 2400
24k 7:51 2308
25k 8:19 2143 24-26k avg: 2150
chart 235026k 8:49 2000
27k 9:21 1875
28k 9:55 1765
29k10:33 1579
30k11:15 1428 29-31k avg: 1428
chart 170031k12:02 1276
http://home.worldonline.dk/~winthrop/p38op7.html HT was meaning to look into the P-38 FM was curious if there is any word on it.
I was reading the operating manual for the P-38 particularly the stall/spin section and dive flaps section:
STALLS
a. With power off., the airplane stalls at the following air speeds and gross weights noted.
15,000 lbs 17,000 lbs 19.000 lbs
Flaps and landing gear up 94 mph 100 mph 105 mph
Flaps and landing gear DOWN 69 mph 74 mph 78 mph
b. As stalling speed is approached, the centre section stalls first with noticeable shaking of the airplane, however the ailerons remain effective.
c. In either power ON or power OFF stalls with flaps and landing gear up the airplane rushes straight forward in a well controlled stall. With flaps and landing gear down there appears to be a slight tendency for one wing to drop. There is however no tendency to spin. Under these conditions, the nose drops slightly and as the speed increases, the wing will come up.
d. On airplanes equipped with rocket installation the stall characteristics are the same.
SPINS
a. Spin Characteristics
The spin is fast, but recovery is prompt and easy if the proper technique is used.
b. Recovery
The airplane can be brought out of the spin any time by kicking full rudder against the spin for a minimum of half a turn then easing forward the control column. The procedure is as follows:
1. Close throttles.
2. If flaps are down pull them up.
3. KICK FULL RUDDER AGAINST THE SPIN AS BRISKLY AS POSSIBLE, WAIT AT LEAST HALF A TURN BEFORE ATTEMPTING TO PUSH THE WHEEL FORWARD. Recovery is slower by one turn with flaps down. If the flaps are down or on their way up the rudder should be held against the spin for at least one full turn before pushing the column forward.
4. After half a turn, with rudder full over the control wheel may be eased forward as the rotation stops. Recovery can be accomplished in one-and-a-half turns under any condition except with flaps down when two turns will be required. The airplane will come out of the spin in a vertical dive and recovery from the dive should be made slowly in order to avoid a highspeed stall which may cause a spin in the opposite direction. Any attempt to push the wheel forward before kicking full opposite rudder will immediately increase the speed rotation and the acceleration to which the pilot is subjected. If this is encountered pull the wheel full back and hold full rudder against the spin for a minimum of half a turn. Then push the control column forward.
DIVE RECOVERY FLAPS
The airplane without these flaps becomes very nose heavy and starts to buffet above diagram dive speeds (Dia.2.). The dive recovery flaps which are installed under the wings between the booms and tile ailerons restore the lift to this portion of the wing and thus cause the uncontrollable nose heaviness to occur at a higher speed. The flaps also add some drag to the airplane which in conjunction with the higher allowable dive speed permits safer dives at a much steeper diving angle. The dive recovery flaps should be extended before starting the dive or immediately after the dive is started before a buffeting speed has been reached. If the airplane is buffeting before the dive recovery flaps are extended the buffeting will momentarily increase and then diminish. With these flaps extended, the nose heaviness is definitely reduced but the diving speed should never be allowed to exceed the placard by more than 15 or 20 mph. With the dive recovery flaps extended before entering the dive, angles of dive up to 45 degrees may be safely accomplished. Without dive recovery flaps extended the maximum angle for extending dives is 15 degrees. Diving characteristics are better with power off than power on.
the 1.03 stall model was more in line with the p38 stall but still wasn't great. now with 1.04 our AH p-38 will always torque roll to the right and directly into a spin. the P-38 should have no tendancy to spin in a level stall if both wings are stalled equally. but in AH there is no way to get a full blown stall without spinning.
also dive flaps should induce a 10 degree nose up attitude at low speeds with the excess lift and drag they create but in our AH p38 their is no nose up tendancy and no noticeable drag from the flaps.
[This message has been edited by Citabria (edited 12-19-2000).]
