Author Topic: P-38 Lightning : Advice & Tips (Read 8803 times)

batdog · « **Reply #45 on:** July 09, 2001, 11:45:00 AM »

Hodo...use rudder to control speed... dive flaps on before dive and elevator trim to control dive... and hope for the best.

xBAT

Kingonads · « **Reply #46 on:** July 09, 2001, 12:52:00 PM »

I do but I am still kinda new to the use of the trim functions in here. I need to find a better place to put there settings instead of keyboard.

Hodo

LePaul · « **Reply #47 on:** July 09, 2001, 03:06:00 PM »

I've watched others, in awe, fly and score kills in the P-38. I've flown her with 25% gas, everything cleaned up, taken her nice and high and the most I see is just under 300mph. I've been disappointed in the p-38 since I just can't seem to wring any speed out of her, and in a fight, I'm toast. One turn and the stall horn is going. Dive to regain speed or make an attack, and there's that dang compression.

On the Pro side, its pretty fun against GVs since its fast and carries 2 1K bombs and rockets, plus those cannons. I'm just in awe at how one ping always kills BOTH engines.

I agree with what many of you are saying. This P-38 seems pretty anemic in power. As to the rest, well, we're still learning....

Steven · « **Reply #48 on:** July 09, 2001, 06:55:00 PM »

I seem to recall a story out a book I lent to a friend about 10 yrs ago and never saw it again about how a Lightning pilot couldn't get any respect from the Brit Spit pilots and challenged their best to a friendly duel...and won. I had the paperback version of whatever book this was and wish I could remember the title. I think it was a bunch of stories by pilots from WW1 to Vietnam. I recall another story, not sure if same pilot, who went into a circle turnfight with a LW pilot before both disengaged and later after the war the pilots were talking with each other and the story came up and it was them. The LW might've been Galland, not sure.

I'm starting to just now fly the P-38 in AH and after flying the F4U-1D for a tour, it doesn't seem all that big of a change.
-Puke

Sparks · « **Reply #49 on:** July 09, 2001, 08:01:00 PM »

I fly the 38 a lot and like all others I die a lot too. The biggest weakness I find is it compresses so early - it is almost impossble to run from anything because it compresses way before anything else.

Someone posted earlier they only get 2700RPM at WEP not 3000 - I have tried mine and get performance right at the manual - 3000 and 60" boost. One slight deviation from the manual - Max power (54" and 2700) is only allowed for 15 mins - max CONTINUOUS is .... errrr.... (manual not handy) 45" I think - will check later. I think there must be a lot of other a/c with this error - WEP limits are modeled correctly - why not max power and max continuous??

Things I like - it zooms really well and it shallow climbs better than most (except the G10) - I tend to try to use this as an escape mode form a co-alt bandit - set 250 on auto-speed and WEP and let her go.

As for turning I agree with most that against a well flown Spit your lunch but I find the flaps do help. My favourite opponent is an F4 or early 109. If I see a NIKI I know I'm dead. As soon as speed goes below 200 I'm looking for flaps and never less than 2 notches. I have tried to surprise the occasional Spit driver by chopping throttle and chucking out 4 notches and you can turn well enough down to about 140 then - can sometimes catch them off guard.

If you want to go buff hunting a light 38 is the business - excellent climb all the way.

The BIG thing I like about the 38 is no torque - if you take a big loop or immelman then the singles are starting to roll out of plane as the speed drops over the top but the 38 keeps straight as a die.

As far as turn performance is concerned there was a previuos thread where Badboy clearly demonstrated with the figures that the flight model was wrong and the 38 should be turning better at all speeds - what became of that discussion ????? The performance of the 38 has been considered out of sorts for a long while now - Pyro ????

Oh and lastly on the front cover of my pilots operating handbook there is a photo of a 38 with 7 rockets on each wing - how come we only have 10 ??

Sparks

LePaul · « **Reply #50 on:** July 10, 2001, 10:19:00 AM »

Well guys, I gave it a try last night, with many of the suggestions you made. Went up with 25% fuel and ext tanks, which lasted quite a while, up through cruise and all. Dumped them at 27k and hit the WEP, thinking this thing will do 300. Nope. Nose down a bit to gain speed, once I hit 300, she's bouncing all over the sky, compressing badly. I pull power and kick down the dive brake, anything to regain control, and even that does little. I engage the autopilot and that brings me back to level with the associated groaning of the structure. Hmmm, she wont go fast, she compresses in a heartbeat, why did I take this plane up again?

As I slowly descend to 15k, I spot some cons, Niks. Im doing just under 300, about 275 Id estimate, and once I begin a turn to join the fight, the stall buzzer is wailing. To appease the buzzer, I kick on the wep to keep the airspeed up and attempt to turn with the con. As I do, she suddenly drops to one wing, goes inverted, and its too late, lawn dart.

I'm totally at a loss to explain this airplane. I've managed to wring some performance out of the P-51 but I can't pull the same magic on this bird. Is there a routine I'm missing? Throw salt over right shoulder, etc?

So far, its been a really maddening experience.

batdog · « **Reply #51 on:** July 10, 2001, 10:57:00 AM »

Do you use a twisty stick? I swear since I've gotten rudder pedals I seldom spin. I have taken a belly flop dirt nap though...

Oh and as far as the compression... if you look thier is a BIG difference in the IAS and TAS... thats why it seem like it compresses so early, its just way fast up high.

xBAT

Tac · « **Reply #52 on:** July 10, 2001, 06:56:00 PM »

38 will compress at lower speeds when at high alts, will compress at higher speeds when at lower alt (that meaning below 20k).

My only gripes with the plane are the ineffective dive flaps, the grossly underperforming fowler flaps (I think HTC has said ALL flaps in the game were not working properly... anyone confirm this?) and the g-damn glass armour on it. Ping it and snap goes a wing or the tail...instantly.

Sparks · « **Reply #53 on:** July 10, 2001, 07:52:00 PM »

Originally quoted by TAC

Quote

38 will compress at lower speeds when at high alts, will compress at higher speeds when at lower alt (that meaning below 20k).

Tac - you realise compression is determined by True Airspeed not Indicated airspeed ??
True airspeed is shown on the ASI by the red marker and Indicated airspeed is what is shown by the pointers. At 27k they can be 100 or more mph different. The aircraft should compress at the same TRUE airspeed and that is my experience of it - I usually see onset of buffet at about 480 true and stick out the dive boards - anything above 520 and you're in deep doo-doo.

As far as stall characteristics - I flew it again yesterday and was trying to evade a NIKI - was down to 150 with 3 notches of flap out and the buzzer going but as long as you don't yank it about too abruptly she will be ok. What I do find is that when slow if you get a sink rate going it is very hard to stop it - it will not accelerate well on engine thrust alone at low speed.

Sparks

JimBear · « **Reply #54 on:** July 13, 2001, 12:19:00 PM »

I thought this was an interesting read P38 flight note his comments on differential engine useage

[ 07-13-2001: Message edited by: JimBear ]

batdog · « **Reply #55 on:** July 13, 2001, 01:47:00 PM »

Yea... I wonder if that works here? I messed with indiv engines but the keyboard to control the engines doesnt seen to work to well

xBAT

Dwarf · « **Reply #56 on:** July 13, 2001, 03:46:00 PM »

That's gotta be a typo for the wing area.

Dwarf

Tac · « **Reply #57 on:** July 14, 2001, 03:02:00 PM »

sparks: the air up there is thinner.

ispar · « **Reply #58 on:** July 15, 2001, 05:33:00 PM »

You are partly correct Naudet - I was very far off. The true wingloading of the Lightning (L) was about 39 lbs/sq. inch. Not 50.

Part of what allowed the Lightning to turn so well was P-factor. The bigger bite of air taken by the descending propeller blades helped to pull the nose around when turning. I also believe that the long horizontal stabilizer was probably very beneficial in that regard.

cheetah6 · « **Reply #59 on:** July 18, 2001, 10:34:00 AM »

Think we'll see any more version of p-38 soon? Just wondering.