Couple of general ?s and a couple of 38 ?

[BigCrate]

I have a few ?s about some things..

1. When flying what airspeed needle they yall go by?? TAS or IAS?

In AW you could choice between the two.

2. What makes a P38 compress so easily??

I can make a 38 compress below 10k with throttles at about half and a dive angle and bout 50-60 degrees... Is there any links that really explain why the 38 compresses so easily??

So there anyway to dive a 38 at a  90 degree dive angle and not compress?

I'm having to do a diving spiral to pounce on a nme below me and I still compress.

And when are the flaps and dive flaps goona be fixed??

Auto retracting flaps need to go for all planes and the 38 dives need to be fixed.. Many people have said these things are wrong why hasn't HTC fixed em yet??

Ohh almost forgot I got a few gunsight from EAW I have a rocket, sight, early 38 sight, early 51d sight and i think 2 p47 sights..
So is there anybody that can convert em for use on AH???

I don't want to sound whiney on some of these ?s but there wrong and need to be fixed... And some I just need help with cause me flying anit all that great.

PS I'll be making a clover leaf turn film sometime this week if anybody wants to help me with it(would help if I was turning with some one) I would be in there dept. And also thinking about doing a post on 38 gas %s any help there would be great.

Cw
=Twin Engined Devils=

Cw
=Twin Engined Devils=

[Sikboy]

Forgive my ignorance, but what is wrong with the P-38 Dive flaps? I've been flying it for most of this camp, and I haven't noticed anything unusual about them. However, given your significantly greater experience in the platform, I'm sure you know pleanty more about it [edit] than I do.

-Sikboy

[BigCrate]

The dive flaps on the real 38 stop buffeting and gave back control of the of plane. And if you deployed the flaps after you enter the dive. You would be pulled out at like 3 or 4 Gs with hand off the stick and at neutral trim. I'll post a post theat would explain better than I can.

Cw
=Twin Engined Devils=

[Tac]

http://www.hitechcreations.com/forums/showthread.php?s=&threadid=26424&highlight=hangar

Stuff about the dive flaps posted.

http://www.hitechcreations.com/forums/showthread.php?s=&threadid=44411&highlight=dive+flaps

Stuff about the auto-retracting issue and some about the dive flap issue.

Sure wish HT could just make the dive flaps autoretract at 320 mph instead of 250.. gawd its annoying.

[Tac]

1. In P38? I got by redline indicator for my speed, white needle when turnfighting ('cause the ##!@#$@ 250mph tick mark will autoretract your flap and spin you out of the fight).

2. What makes a P38 compress so easily??

AH 38 "total control lockup" is weird. Controls should get very,very stiff, almost like the 109's at 550+ mph.

Compression comes from the speed of the plane not allowing the control surfaces to respond. Think of it as if you were underwater, your feet tied to a racing boat.. while the boat moves at certain speed you can move your arms around.. but when it goes fast you just *cant* move against the flow of water. Also dependent on the altitude.. the 38 will compress earlier at high alts thank to the thin air up there.

"So there anyway to dive a 38 at a  90 degree dive angle and not compress?

I'm having to do a diving spiral to pounce on a nme below me and I still compress."

Dive with power off, doing lazy spirals with full rudder.  Dont even bother using the dive flaps, they do zilch.


"And when are the flaps and dive flaps goona be fixed??"

2 weeks? heheh.

"Auto retracting flaps need to go for all planes and the 38 dives need to be fixed.. Many people have said these things are wrong why hasn't HTC fixed em yet??"

Guess 1.09 got em busy. But its a valid question.


"PS I'll be making a clover leaf turn film sometime this week if anybody wants to help me with it(would help if I was turning with some one) I would be in there dept. And also thinking about doing a post on 38 gas %s any help there would be great."

I take 100% fuel all the time. I even take 1 dt with me if im going to stay above 10k. 38 will reach 20k and fly 1.5 sectors by the time its got 75% fuel (fighting fuel). Some people take 50% fuel and 1 dt. I dont like this setup unless its to defend a field, but even then the DT is a dumb thing to take as it porks your climb rate, better to take 75% fuel and climb so when you fight you have like 50% fuel left.

[akak]

Originally posted by BigCrate
2. What makes a P38 compress so easily??

I can make a 38 compress below 10k with throttles at about half and a dive angle and bout 50-60 degrees... Is there any links that really explain why the 38 compresses so easily??

One of the main reasons why the P-38 did so well in combat theaters like the Pacific and the Mediterranean was because the average operational altitudes were below 20,000ft. The P-38 would only experience compression in dives started above 20,000ft.  Here's a little excerpt from P-38 Online about the P-38 in the MTO.

 

In the MTO, the P-38 gained immediate respect from friend and foe alike. In the ETO, escort missions were common above 20,000 ft., but in the MTO, the P-38 rarely went above 15,000 ft. This is an important fact because the P-38 did not experience compressibility in the MTO. The P-38 would only experience this phenomena when starting a dive above 20,000 ft. In the ETO, a German pilot would dive to escape an attacking P-38, but in the MTO, the P-38 pilot was free to pursue his target to the fullest extent possible. The common model P-38s in the MTO were the ‘G’ and ‘H’ models, which did not have restrictions imposed by the leading edge supercharger. In later models, especially the ‘J’, too much power could blow the engine.

Ack-Ack

[SKurj]

BigCrate

Email me the sites I will convert em for u


skurjz@rogers.com


SKurj

[BigCrate]

Ok heres another ? for yall.

If the 38 only compressed in dives above 20k why does the 38 in AH compress so damn easy when flying at lower alts??

SKurj I understand what sites I found that talk about the 38 and compressibility. P38Online goes in depth on the subject.. But I can't find anything on what caused it.. like was it wing shape or the way the props turned stuff like that. I know compressibility is the build up of shock waves at speed.. But the 38 had a very low Critial Mach # for a plane that could reach well over 400mph. Hell the P-38L could reach 442mph at 25k on WEP in lvl flight.

I was going thru all my crap today before school. And found I still had my Weekday Wings tape on the 38!!! Man I thought I lost that tape!!!! I watched it before I went to school. And it showed show footage of 38s doing rolls before entering a dive.. This was taught to the 38 drivers.. Cut throttles pull up into a very swallow climb start a roll move pull into the dive and roll right side up after you entered the dive.. That was the drill for 38 drivers to do before they enter a dive in early model 38s. Now I messed with this some and I still compress. Maybe HTC just got this wrong on the 38 I don't know. Heres a link that talks more about what I'm talking about.
http://yarchive.net/mil/p38.html

That link talks about how the 38 stacked up against the LW planes and compared the 38 to other allied planes and the way pilots flew the 38.. Its a bad bellybutton link if ya ask me.

Cw
=Twin Engined Devils=

[SKurj]

Sorry BigCrate I meant the gunsights +)


SKurj

[FLS]

The P-38 compressed sooner than other aircraft because it's wing was thicker. This let it carry more fuel inside the wing and increased the climb performance but created the transonic shock wave at lower airspeeds. The lower critical Mach number meant that it compressed sooner than an aircraft with a higher critical Mach number.  At max WEP speed around 25k it was near compression in level flight so it could easily compress in a dive even after cutting power. At lower altitudes it could avoid compression in a power off dive. It should compress at any altitude as long as the airspeed is high enough.

The P-38 pilot manual has this to say about dive flaps:

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.


--)-FLS----
Musketeers