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General Forums => Aces High General Discussion => Topic started by: BigCrate on January 29, 2002, 01:22:01 AM

Title: P-38k
Post by: BigCrate on January 29, 2002, 01:22:01 AM: Hmm the P-38K. Now there's somethings I haven't heard for quite sometime. Was researching the P-38K.. Was to tired to fly tonight.. (finshed up my lift kit and some loose end stuff on my bronco today) I don't know why I wanted to research this prototype of the 38.. I guess I never really researched before now.. And since I have been flying again things that I have thought have died in me are re awakeing... And I love it.
But enough about that. Is post is about the P-38K.
I think not very many people now about the P-38K..
Hell there was one one made.. And if you know about it you are a die hard 38 fan just like me! And if anyone has any info on this prototype please email me at CW4x4@hotmail.com. I'm trying to get all this outta the way so just bare with me!
ok on to the good stuff.

"The P-38K was the benchmark against which all other variants of the P-38 Lightning must be compared." The P-38K was the best preforming P-38! And probaly the best preforming fighter of the war. Since the beginning of the war for the US. Lockheed was always searching for the way to improve the 38.. Lockheed wanted to put RR merlin engines in the 38 so bad they could taste it. Installing merlin engines in a 38 would get rid of the turbosuperchargers.. Including the turbo intercoolers witch would make a more aerodynamic package. Also they could move the Prestone radiators to under the engines like on the P-40. The additional advantage of this location. Was to reduce the length of cooling plumbing.. And reduced the risk of battle damage to the system. If these options were put into motion the result would have been a reduction in drag and weight. Also the removal of the turbos would have freed up space in the wings for a more fuel
capacity. Speed at medium alts when have been increased.. But
climb rate and service ceiling would have suffer.. Because the merlin engines didn't have the horsepower at high alt as the allison engines did. The War Production Board was unwilling to shut down the production line for several months to retool for major design changes required for the engine swap. As a result, the Merlin project was shelved. No P-38s ever flew with merlin engines andstories of merlin powered 38s are with out a doubt a myth.
Lockheed still wanted to boost the performance of the 38.. Lockheed paid close attention to the performance gains achieved with the P-47 when the new "high activity" Hamilton Standard propellers where first fitted on a Republic P-47C in mid 1942 (later, in mid 1943, these propellers were retro-fitted in Britain).
The new prop increased the jugs climb rate and acceleration greatly. So lockheed install Hamilton Standard hydraulic propellers on of one of the test 38s.. The test 38 was a extensively modified P-38E.. With the original intercoolers replaced with type installed onthe J model. The initial test results were very encouraging and a P-38G service test airframe (422-81, AFF serial number 42-13558) was selected to be modified.
Not only the props got changed.. The engines as well. The airframe was configured for the Allison V1710F-15 powerplants which were rated at over 1,875 bhp in War Emergency Power (as compared to 1,725 bhp for the V1710F-17 in the P-38L). This was the only 38 to get configured so. This potent combination of the engine/propeller promised excellent performance. The new props needed a new bigger spinner and the thrust line was slightly higher as well. And new cowling were need to blend into the engine nacelles. also the new props needed a gear reduction in the gearboxes. The Curtiss Electric props had a normal ratio of 2.00 to 1. The ratio was changed to 2.36 to 1. Flight tests of the P-38k started in late February through the end of April 1943.
Performance was better than hoped for.
Maximum speed at critical altitude (29,600 ft) was 432 mph (Military Power). At 40,000 feet, the "K" zipped along at a speed that was 40 mph faster than the current production P-38J could attain at this same height. Maximum speed in War Emergency Power, at critical altitude, was expected to exceed 450 mph. The increase in ceiling was just as remarkable. Flown to 45,000 ft on an extremely hot and humid day, Lockheed engineers predicted a "standard day" service ceiling in excess of 48,000 ft.
The P-38-K-1-LO flew against a P-51B and a P-47D. This Lightning proved to be vastly superior to both in every category of measured performance. What astounded the evaluation team was the incredible rate of climb demonstrated by the P-38K. From a standing start on the runway, the aircraft could take off and climb to 20,000 feet in 5 minutes flat! The "K", fully loaded, had an initial rate of climb of 4,800 fpm in Military Power. In War Emergency Power, over 5,000 fpm was predicted.
In light of this incredible level of performance, you would certainly expect that the Government would be falling all over themselves to quickly get the P-38K into production. Yet, this was not the case. The War Production Board was unwilling to allow a short production suspension in order to get new tooling on line for the required change to the engine cowling. Even when Lockheed promised that the stoppage would only be for 2 or 3 weeks, their request was turned down. If War Production Board would have taken there head out of there ass.. The P-38K would have been the main stay fight in ETO and the P-51D would not have been needed.. And the P-38K could have been the best US fighter of the war! I wrote this to show everyone there was a P-38K. But also to see if HTC would put a P-38K in AH. This would would work if they perked the toejam out of it! Like they did with the 262. And maybe they won't be like the pig headed War Production Board. And turn this request down. I hope yall enjoyed yourselfs while you reading this I know this thing was long hell.. But maybe a few people learned something tonight.. OH AND HELP BRING THE P-40 TO AH!

I used some lines from this website...
http://home.att.net/~C.C.Jordan/P-38K.html

CW
Title: P-38k
Post by: wsnpr on January 29, 2002, 02:34:00 AM: If they can put in a Ta152 in AH, they can put in a P38K :)
Title: woa
Post by: MikeKA on January 29, 2002, 02:42:48 AM: That's pretty interesting (and entertaining) information. Thanks alot for sharing it. I think its a great idea for HTC to put a P38K in AH as a perk plane. I really hope they consider it (Although I would probably never fly it... i have an aversion lol). I would like to see alot of planes in AH... p-40 included. I'd like to see B29s, and B24s (my grandad was a bombadier on a B24). Anyways, good info and good idea. However, I think we should both don our flame retardent gear asap. I can already feel the heat.
Title: P-38k
Post by: DblTrubl on January 29, 2002, 03:49:15 AM: I'd love to see the 38K in AH. I'm not holding my breath though.
Title: P-38k
Post by: batdog on January 29, 2002, 07:41:38 AM: I'd love it BUT... the plane was never produced beyond ONE plane I think. HTC isnt even going to consider this. If they did it would open a HUGE bag of worms and a scream for every "uber" prototype out there.

I'd say we have many more worthy planes that need to be included anyway.

xBAT
Title: P-38k
Post by: Wilbus on January 29, 2002, 08:26:41 AM: Not a try to flame anyone but, what exactly do you mean with
Quote
If they can put in a Ta152 in AH, they can put in a P38K
? There was, like Bigcrate said, 1 P38K that was produced, if I am not misstaking, it was never used it combat and never got anywhere near the enemy.

The TA152 was a finnished plane, not some prototype and there were about 150 produced, from H versions, A and B aswell and most of them saw combat.
Title: P-38k
Post by: K West on January 29, 2002, 08:39:06 AM: TA152 was an actual production and deployed aircraft. The P 38K was a one-off prototype that there aren't even any pictures of.

It would have been nice had it been developed and produced back then but, well it wasn't. Niether was the P-72. Warren Brody and CC Jordan can explain the politics behind the botched decision, on not putting the Merlin in the P-38, than I.

My motto is, YES to production birds. No to prototypes.

Westy
Title: P-38k
Post by: Tac on January 29, 2002, 09:50:37 AM: Aw cmon. Consider it the only perked 38 ever :) *G*
Title: P-38k
Post by: BigCrate on January 29, 2002, 09:57:32 AM: Hmmmm. Maybe they could put it as a offline plane or somthing..
Hell I don't know... And there was a pic of the 1st test mule you can at the website link.. It had the paddle props installed and some other stuff but wasn't the P-38K.. Umm maybe in 15 years
I'll build a full size replica of the P-38K.hehhehhehe
Now that would be a hugh project to undertake! But I think
someone has to do something to show the world the P-38
that never was.. Also it woul be cool as hell to show up at a airshow with a 430mph P-38. Don't yall think? :D
Title: P-38k
Post by: Wilbus on January 29, 2002, 11:08:05 AM: Don't wanna flame you bigcrate, and I won't, BUT spending resources on an offline plane only is really just a waste of time I am afraid, and the time is better spent on making a plane that saw action, P51H maybe? Might satisfy some of you allies ;)
Title: P-38k
Post by: Hamish on January 29, 2002, 11:20:25 AM: Quote
Originally posted by K West
My motto is, YES to production birds. No to prototypes.

Westy

So the F7F Tigercat and F8F Bearcat would be okay? :D
(Perked as much as the F4U-4 of course) ;)

Bring the Bearcat to AH!

Hamish!
Go Navy!
Title: P-38k
Post by: K West on January 29, 2002, 11:53:36 AM: "So the F7F Tigercat and F8F Bearcat would be okay?"

IMO yes. Not to mention the P-51H, P-82A and P-80A I also think the same regarding the DO-335, the A7M (tough call on this one), the Meteor MK III, the Spitfire MkXVII as well as the He-162.

I almost wish we could have the Hawker Fury and the LA-11 but those planes did not see production untill '46 and '47 let alone deployment to units.

Westy
Title: P-38k
Post by: Wilbus on January 29, 2002, 01:00:18 PM: Although there is no plane I'd like to fly more then the DO335 I'd say no to this one, and all other You (Kwest) mentioned, except for the P51H.

The reason I say this is because, IMO, a plane must have seen some action during the war to be in AH, even if it's only 1 kill or 1 "death" or even just an encounter with an enemy, I count that as Action. BUT P82, and P80 etc never saw action, nor did the meteor MK III, The Meteor MKIII flew on the other side of the channel for a few sorties but that's it.

HE162 saw combat although it wasn't a very good plane and was difficult to handle.

AFAIK The DO335 (unfortunatly) never saw action and is thus, just like many others, not a valid plane.

Add the Meteor MKI if you want an allied jet, was the only one that saw action, wich was only vs V1's but that's action.
Title: P-38k
Post by: lazs2 on January 29, 2002, 01:09:00 PM: The bearcat had more than three times as many planes in service as the ta152 did in WWII and would be a lot more useful and fun in the arena than the 152.
lazs
Title: P-38k
Post by: fdiron on January 29, 2002, 01:31:37 PM: Unless they changed the shape of the P38s wing, it is still going to compress at lower speeds than the P51. I am pretty sure they never increased the P38s critical mach number.
Title: P-38k
Post by: Nashwan on January 29, 2002, 03:58:54 PM: Quote
BUT P82, and P80 etc never saw action, nor did the meteor MK III, The Meteor MKIII flew on the other side of the channel for a few sorties but that's it.

Meteor IIIs flew several ground attack sorties in which they engaged German ground units (counts as action to me), and also had an encounter with a group of Fw190s, which was cut short by the arrival of other allied aircraft which mistook the Meteors for German jets.
Title: P-38k
Post by: BigCrate on January 29, 2002, 09:26:34 PM: fdiron I don't think they changed the shape of the wings.. I think everything stayed the same but the cowlings spinners and props. Anyways the 38s dive performance in Ah is porked.. And I have the data to prove it. :) Ummm was talking out of my bellybutton when i said maybe the P-38K could be a offline plane. Or maybe the HTC could do this. If you have enough points you could modify your main ride.. But it would have to modified to test aircraft. Like the p-38K.. But you couldn't change alot just little things.. Like if you wanted to change up the 38 in AH you could only change the
props and maybe a tad mor powerful engines.. And thats it.
and every plane that had test aircraft modified from the production plane could have this.. But these planes would have to have the toejam perked out em.. So it wouldn't upset the balance of the MA.

CW

Would badass to fly a F7F tigercat in AH!

Cw
Title: P-38k
Post by: Widewing on January 29, 2002, 11:14:39 PM: Quote
Originally posted by K West
TA152 was an actual production and deployed aircraft. The P 38K was a one-off prototype that there aren't even any pictures of.

It would have been nice had it been developed and produced back then but, well it wasn't. Niether was the P-72. Warren Brody and CC Jordan can explain the politics behind the botched decision, on not putting the Merlin in the P-38, than I.

My motto is, YES to production birds. No to prototypes.

Westy

Westy is correct. Moreover, there were other considerations that must be accounted for when we discuss the P-38K-1-LO.

1) There was no way that the USAAF would authorize the 64 in/Hg manifold pressure that Lockheed used during their test program. This added to the maximum climb and speed. 1,875 hp rating was based upon over-boosting and the use of non-standard fuel. Expect about 1,500 hp for service use.

2) Even if the production version did attain 450 mph, it was very close to its critical Mach limit of 0.68, where buffeting began.

3) Although the prototype was flown to extreme altitudes, it did so with a special O2 system installed. The standard demand type system of the day would have been inadequate for prolonged flight in excess of 40,000 feet.

4) Where the P-38 would have excelled was at low to medium altitudes, where its already impressive acceleration would have improved markedly, and its climb rate from sea level would have been impressive.

If the goal is to get a prototype, than the XP-72 would be the one, as twice as many were built and tested (2). :D

As it is, I can see no valid reason to include prototypes. Perhaps one could make an argument for aircaft that arrived too late to see combat, but were in full production at the end of the war. But, prototypes? No.

My regards,

Widewing

AKA: C.C. Jordan ;)
Title: P-38k
Post by: Tac on January 29, 2002, 11:56:28 PM: Superdolts.

Gimme a CHAIN LIGHTNING baby! :) :D ;)
Title: P-38k
Post by: BigCrate on January 30, 2002, 12:42:04 AM: This was taken from a 1972 issue of Air Power magazine the same issue as my post P38 very tight turning. The article title was
Lockheed P-38 Flying the Forked Tailed Devil. The P-38 models were the G model not the L model.

The much maligned allison engine has in my experience, covering nearly 1,000 hours, been a been reliable power plant and could take considerable abuse. The engine life in north africa was only 100 hours because of the sand, but these were usually reliable hours. In the P-39 for example; I have flown an allison power with 1200 rpm and 30 inches of manifold pressure, mixture leaned out until it was almost detonating, for over over hour with no advesre effects, not even excessive engine temperature.
To further illustrate its toughness, my crew chief and I altered the boost control to allow me to pull 75 inches of manifold pressure
when the maximum allowable war emergency power was only 57 inches. Again I've used this much power in several times for short bursts with no problems.

Even if lockheed put the P-38K into production it still wouldn't have the more powerful engines from the factory. Or if they installed the Hamilton Standard hydraulic propellers on the L models.. The ground crews could modify the trusty ole allsions to put out 65 inches or more of manifold pressure.

And tac did the chain lightning ever see combat?? I can't remember if it did. a critical mach number of .68-.71 would translate into how many MPHs???

CW
Title: P-38k
Post by: Widewing on January 30, 2002, 08:28:47 AM: Quote
Originally posted by Tac
Superdolts.

Gimme a CHAIN LIGHTNING baby! :) :D ;)

And, what would you do with this monster, aside from being a target?:D

(http://www.wpafb.af.mil/museum/research/p58-2.jpg)

My best,

Widewing
Title: P-38k
Post by: Widewing on January 30, 2002, 08:35:41 AM: Quote
Originally posted by BigCrate

And tac did the chain lightning ever see combat?? I can't remember if it did. a critical mach number of .68-.71 would translate into how many MPHs???

CW

No, only one XP-58 was ever built.

As to critical Mach limit and relative speeds, look at the chart below.

(http://home.att.net/~ww2aviation/RedLine.JPG)

My regards,

Widewing
Title: P-38k
Post by: BigCrate on January 30, 2002, 09:49:42 AM: Widewing where did you get that chart??? My lockheed doesn't back up that chart? Also it does sort of.. I sent this lockheed stuff to Badz ohh about 3 and half years he used on the p38 dive flap post..... it was a book strait from lockheed.. and it explained so much about the p-38 and its compression problem. This graph it from this book. and is the only one anyone has scanned. i would scan the entire thing if I could. anyways it showed maimum indicated speed possible from 40,000ft on down and around 28,000ft it 38 could reach 600mph.and lower alts the 38 could reach 550mph with ease. And it also shows indicated speed for maximum dive tendency. From 40,000ft on down and could get up to 550mph.. But at lower he could dive with releative safety to 525mph at lower alts. The 38 in AH really can't much these numbers. because the 38s dive flaps don't work the way they should and and the 38... But the 38 can't reach these speed at lower alts but it is at higher alts is where the 38 dive performance is porked
This graph also show then bufet starts at 1g of acceleration that is 475mph at 4,000ft And the speed decreases with alt.

CW

(http://C:\P-38-Dive2.jpg)
Title: P-38k
Post by: Widewing on January 30, 2002, 06:42:57 PM: Quote
Originally posted by BigCrate
Widewing where did you get that chart??? My lockheed doesn't back up that chart? Also it does sort of.. I sent this lockheed stuff to Badz ohh about 3 and half years he used on the p38 dive flap post..... it was a book strait from lockheed.. and it explained so much about the p-38 and its compression problem. This graph it from this book. and is the only one anyone has scanned. i would scan the entire thing if I could. anyways it showed maimum indicated speed possible from 40,000ft on down and around 28,000ft it 38 could reach 600mph.and lower alts the 38 could reach 550mph with ease. And it also shows indicated speed for maximum dive tendency. From 40,000ft on down and could get up to 550mph.. But at lower he could dive with releative safety to 525mph at lower alts. The 38 in AH really can't much these numbers. because the 38s dive flaps don't work the way they should and and the 38... But the 38 can't reach these speed at lower alts but it is at higher alts is where the 38 dive performance is porked
This graph also show then bufet starts at 1g of acceleration that is 475mph at 4,000ft And the speed decreases with alt.

CW

Let's deal with these issues for you one at a time.

The graph is a copy of that available in the familiarization manual issued to pilots reporting for training at a P-38 RTU (training unit). It incorporates flight test data compiled by Lockheed test pilot Milo Burcham, and is the Gospel. You can see an actual photo of the chart on page 215 of my friend Warren Bodie's book on the P-38, available from Amazon.com in reprint (now a softcover).

Any pilot claiming to have reached 600 mph in a P-38, and living to tell about is either mistaking, or the luckiest man on earth. At speeds exceeding Mach 0.75 buffeting was severe. At Mach 0.85, (assuming that was even possible, which I doubt) it would likely be fatal to the aircraft and pilot. Moreover, simply reaching 550 mph was beyond the safe upper limit, even at sea level. 525 mph was right at critical Mach at sea level, with the onset of buffeting having already begun.

I have no issues with the AH modeling of the P-38L, other than rate of climb which I believe to be too low. Granted, the dive brakes don't work correctly. If they did, the P-38 would recover from a dive hands-off, with a steady 3G load. These dive brakes did three things. First, they induced drag, limiting both acceleration and velocity. Secondly, they induced a pitch up condition. Lastly, they shifted the center of lift forward along the chord of the wing. These last two combined to prevent the dreaded "dive tuck" that usually proved fatal to the plane and pilot. If HTC fixes the dive flaps, you will be have to deliberately hold the nose down in a high speed dive or it will simply pull out all on its own (assuming neutral trim).

The chart you are referring to defines the speed/G loading that induces buffet. This is Figure 25, located on page 30 of the P-38L pilot's manual. Figure 25A shows the same data as my chart, which is for normal gravity (1 G) loading.

Get Warren's book. It's the best published source for obscure P-38 history and data.

My regards,

Widewing
Title: P-38k
Post by: Tac on January 30, 2002, 07:01:30 PM: Quote
Originally posted by Widewing

And, what would you do with this monster, aside from being a target?:D

Id have orgasms as I flame every gdman n1k I HO in it *G* :D :D :D

Armament: 4x 37mm cannon, 4x 12.7mm machine gun, 4k of bombs

Or this baby:

McDonnell XP-67

Type: single-seat long-range fighter
Crew: 1
Armament: six 37mm cannon or one 75mm cannon

Specifications:
Length: 44' 9.25" (13.65 m)
Height: 15' 9" (4.80 m)
Wingspan: 55' 0" (16.76 m)
Wing area: 414 sq. ft (38.46 sq. m)
Empty Weight: 17,745 lb (8049 kg)
Max Weight: 25,400 lb (11,5321 kg) max at takeoff

Propulsion:
No. of Engines: 2
Powerplant: Continental XIV-1430-17/19 contra-rotating inlines
Horsepower: 1350 hp each

Performance:
Range: 2385 miles (3838 km)
Cruise Speed: N/A
Max Speed: 405 mph ( 652 km/h) at 25,000 ft
Ceiling: 37,400 ft (11,400 m)

(http://www.ixpres.com/ag1caf/usplanes/photos/XP-67.jpg)

(http://www.ixpres.com/ag1caf/usplanes/Photos/XP-67front.jpg)
Title: P-38k
Post by: BigCrate on January 30, 2002, 10:03:26 PM: Ummmm widewing. You know bodie?? wasn't trying to piss you off
just putting my 2 cents worth in.. maybe i'm just pissed that the the 38s dive performance was not as good i hoped :(.. I dunno. Ummm I what ?
What if dive flaps on the 38 worked like they should. and you held the nose down in a dive. what would happen? I got that graph from a magazine called lockheed horizons. THat lockheed
publishes. It has a atricle of the 38 and it compressiblty problem. On a side note. I will fly the 38 from now until the end of WW2 combat sims! The 38 is my baby always was and always will be!

ok these are the climb rate figures for the 38j.. from p38 flight manual for the p38h p38j-5 and f-5b-1.. at a gross weight of 16,200lbs

S.L to 5,000 feet 170mph 3400fpm
at 10,000ft 160mph 3200fpm
at 15,000 160mph 3200fpm
at 25,000 155mph 2500fpm
at 35,000 130mph 1100fpm

Tac now thats a aircraft! Would like to sit in the cockit of that bird just once :) i havn't played AH for 3 days and it has sucked :(

CW
Title: P-38k
Post by: Widewing on January 30, 2002, 11:40:04 PM: Quote
Originally posted by BigCrate
Ummmm widewing. You know bodie?? wasn't trying to piss you off

You didn't "piss me off" whatsoever. I am always happy to discuss the P-38, also a favorite of mine too.

Warren Bodie and I have been friends for several years and have worked together on several projects. Warren is 78 years old, and will continue to keep writing as long as he can. He has several new books in various stages of completion.

My regards,

Widewing
Title: P-38k
Post by: Vermillion on January 31, 2002, 09:11:59 AM: BigCrate, your information is for a J model, while we have a L. Some differences. I have a pilots manual at home that has performance charts for both the J and L and I'll see how much they differ.

However, compare your data to this chart in the AH Help section on the website for the P-38L

(http://www.hitechcreations.com/models/charts/p38lclimb.gif)

This chart shows performance in AH to be superior to what you posted. But admittedly I haven't flight tested it lately to see if it still conforms to the chart in the help section.

And 600mph in a P-38??? Not on this planet :) Kidding of course.
Title: P-38k
Post by: VWE001 on January 31, 2002, 09:22:18 AM: http://home.att.net/~C.C.Jordan/P-38K.html

http://aeroweb.brooklyn.cuny.edu/specs/lockheed/p-38k.htm

http://www.wpafb.af.mil/museum/research/p38.htm

http://thelostsquadron.com/wwwboard/p38s/messages/106.html

http://ftd38.tripod.com/p38specs.html

http://www.kotfsc.com/aircraft/lightning.htm

http://www.vectorsite.net/avp38.html

I'm sure most of this is re-hashed on some of these pages but it'll keep you busy for awhile... ;)
Title: P-38k
Post by: BigCrate on January 31, 2002, 09:34:42 AM: Those figures were at military power not wep.. and are greater than those of the 38 at MP in AH... And i know we have the L model.. :)

CW
Title: i love it
Post by: BUG_EAF322 on January 31, 2002, 10:19:44 AM: :cool:
Title: P-38k
Post by: Tac on January 31, 2002, 12:37:59 PM: BUG!!!! Did you come back or not? You using a new online handle?

BTW, Did the "P-38 i " ever exist? I see it hops from F to G to H to J... where's the I ? :)
Title: P-38k
Post by: Widewing on January 31, 2002, 12:46:10 PM: Quote
Originally posted by Tac
BUG!!!! Did you come back or not? You using a new online handle?

BTW, Did the "P-38 i " ever exist? I see it hops from F to G to H to J... where's the I ? :)

The letter I was not used in designations due to the problem of being confused with the number 1. Likewise for the letter O/number 0.

My regards,

Widewing
Title: P-38k
Post by: Vermillion on January 31, 2002, 03:27:44 PM: BigCrate, from my P-38 Pilots Manual

Pilots Flight Operating Instructions for Army Models P-38H series, P-38J series, P-38L-1 , L-5, and F-5B Airplanes. from Aviation Publications, ISBN # 0-87994-019-0

P-38H: Combat weight of 16,100 lbs; 178 mph climb speed; 54" HG and 3000 RPM; Engine models V-1710-89 & V-1710-91

P-38J: Combat weight of 17,400 lbs; 180 mph climb speed; 54" HG and 3000 RPM; Engine models V-1710-89 & V-1710-91

P-38L: Combat weight of 17,400 lbs; 180 mph climb speed; 54" HG and 3000 RPM; Engine models V-1710-111 & V-1710-113

P-38H P-38J P-38
SL-5k 3500 3200 3200
5k-10k 3400 3100 3100
10k-15k 3200 2900 2900
15k-25k 2500 2400 2400
25k-35k 1200 1000 1000

From what I can see your data most closely matches the climbrate of a P-38H.

Also note that the P-38L in Aces High has a normal loaded weight of 17,500 lbs (from the help page) which is just 100 lbs different from the loaded weight of my pilots manual. And your loaded weight is closest to that of the P-38H.
Title: P-38k
Post by: BigCrate on January 31, 2002, 08:05:21 PM: Yup the climb is right on in AH for the L model.. I'll shut up now:)

CW