P-38 lightning

[DblTrubl]

Gator, externally the L is very similar to the J-25. Easiest way to tell is the retractable landing light was moved to a fixed position in the leading edge of the port wing on the L.

[Soviet]

NO MORE AMERICAN PLANES, we have enough

[Gator]

DblTrbl, thanks for the reply!  However, while I've read the same in Martin Caidin's book, other sources have the landing light moved "during the block-25 production run" of the J ("P-38 Lightning in Action", p. 31).  Warbird Tech, Vol. 2, "Lockheed P-38 Lightning", p. 32, has it that "Late in the P-38J production, beginning with Lockheed serial number 422-4563 (AAF 44-23559) the remaining landing light in the left wing was relocated to the wing leading edge, ..." (they cite a May 19, '44, Lockheed pub as their source).

I would agree that it's a good indication, tho, since the J-25's ran from Lockheed serials 4563-4772, giving 210 J-25's to over 4,000 L's.  

[eddiek]

NO MORE GERMAN OR AMERICAN PLANES, WE HAVE ENOUGH!  

[Xjazz]

Brewster to AH

[batdog]

Originally posted by akak



P-38 didn't have dive brakes but rather dive flaps and yes, at high speeds they will give you close to a 4 degree nose up lift.

Here's a picture that shows the dive flaps deployed, as well as the 'Fowler Flaps" (i.e. combat or maneuvering flaps).  The P-38 in the photo has been painted to look like Bong's P-38J but actually is a P-38L.





Ack-Ack
479th "Riddle's Raiders" FG

Yea I know AKAK.... just a quick post w/out really thinking. Believe me...this topic has been run into the ground a 1000 times here... the fowler flaps and how they are suppose to work compared to in-game.

xBAT

[Turbot]

I corresponded for a time with a WW2 P-38 veteran (who also flew p47 and p51 which he liked best of course).  I do remember he was quick to correct me early on that those were not brakes but flaps.

[Greese]

I have to agree with Slash here.  I can't seem to fly this thing well at all (haven't touched it in a long time).

How do you fly a p-38?  I know it's strengths are in the vertical, does that mean to fly it B&Z?  or is it T&B, but turn in the vertical?  Need tips....

[MrLars]

Originally posted by Greese

How do you fly a p-38?  I know it's strengths are in the vertical, does that mean to fly it B&Z?  or is it T&B, but turn in the vertical?  Need tips....

My P38 tips:

1. Fly straight and level at all times

2. Ignore Check 6 calls

Ignore the .50cal pings you hear, they won't last too long if you follow steps 1 and 2

[BOOT]

Originally posted by MrLars


My P38 tips:

1. Fly straight and level at all times

2. Ignore Check 6 calls

Ignore the .50cal pings you hear, they won't last too long if you follow steps 1 and 2

Hey!!!

That is exactly how I fly the 38
and it works just like you said...  hehehe

[DblTrubl]

Simple guideline for flying the P-38: Out run what you can't out turn; Out turn what you can't out run. Of course there are exceptions to that rule...the Yak9U comes to mind. I hate em more than Spits, N1Ks, and La-7s put together. Oh, and don't follow a bandit through a split S if your speed is near or above 400mph...unless you like making large divits in the turf.

The big Lockheed isn't the best at anything, but it is good at just about everything. The key is knowing where its advantages lie vs whatever you're fighting and using them, but that's true for any plane. If you want to get good in the P-38, fly it a lot and die in it a lot. You'll figure it out eventually.

[Turbot]

I don't understand why there is a difference in the indicated airspeed for compression/buffet (100 mph difference between 18k and 28k for example)  Being as how indicated airspeed already factors in atmospheric density.  (i.e. stall speed (IAS) is stall speed regardless of alt etc etc.)

This is the one thing between WB and AH FM that I have always tried to reconcil - because they don't behave at all the same in this regard.  Especially noticeable in the 38's

[akak]

Originally posted by Gator
Just curious as to what gave her away as an L?  I've read that the major change was in engines, along with the "Christmas Tree" rocket launcher, from the P-38J-25's.  Of course, the launcher, like the earlier dive flap modification kits, were retrofitted to earlier J's.  I understand that there were three Marge's, the first being P-38J-15 42-103993, lost March 24th, '44, when Lt. Malone bailed out after mechanical difficulties.

It's a P-38L-5-LO because of the fuel pump blisters (J models didn't have them).  You can't see them in the photo I posted but you can find some pictures here



Ack-Ack
479th FG

[akak]

Originally posted by Turbot
I don't understand why there is a difference in the indicated airspeed for compression/buffet (100 mph difference between 18k and 28k for example)  Being as how indicated airspeed already factors in atmospheric density.  (i.e. stall speed (IAS) is stall speed regardless of alt etc etc.)

This is the one thing between WB and AH FM that I have always tried to reconcil - because they don't behave at all the same in this regard.  Especially noticeable in the 38's

Compression and buffeting aren't the same thing.  At least in the P-38 (don't know about other WW2 aircraft), it would only enter a compression in high altitude dives started above 20,000ft and will not enter compression in dives started below that height.

Buffeting can happen at any altitude (those violent shaking of the plane at high speeds) and you still retain some control of the aircraft, even though the controls have stiffened from the buffeting.  Usually just chopping throttle some or even rocking the wings will get you out of a buffet in AH.  I tap on my rudders a little and rock the wings some and cut back my throttle some to get out of a buffet.

 NACA Report 646 Effect of Compression on an airfoil 1939
NACA TN-543 The Compressibility bubble
Compressibility Error
 
Compression in P-38


Ack-Ack
479th FG

[laz]

lol.. huh?