Why are there no dive-flaps in the P-38J?? I have a question. Why does the P-38J not have a dive-flaps when it is supposed to? There records that show it proof that it had the flaps. This is especially true when the J variant has much more high speed abilities.
Sources? E:\Docs\Simulator\Aircrafts\Baugher\home.att.net\~jbaugher1\p38_13.html uh-oh... here http://home.att.net/~jbaugher1/p38.html I may answer that P-38J is generally P-38G/H. "When earlier J-series Lightnings went into a high speed dive, their controls would suddenly lock up when a certain speed was reached and the nose would begin to tuck under, making recovery from the dive very difficult. The problem would begin at Mach 0.65 to 0.68, accompanied by vigorous buffeting and a strong nose-down pitch. As speed increased, it became progressively more and more difficult to recover from the dive, larger and larger stick forces being required for a pullout. At Mach 0.72, dive recovery became for all practical purposes impossible, and runaway dives that got this far out of hand usually had fatal results. The onset of severe buffeting would, of course, usually provide adequate warning for a pilot in a diving P-38 that he was about to encounter a problem, but it is easy to get distracted while in the stress of combat. This dive recovery problem was so severe that the Lightnings found it very difficult to follow German fighters in a dive, allowing many Luftwaffe fighters to escape unscathed." From block 25 of Lockheed, dive flaps appeared "The problem was eventually traced to a shock wave that formed over the wings as the Lightning entered the transonic regime, the shock wave preventing the elevators from operating. In order to counteract this problem, starting with the P-38J-25-LO (Model 422-81-23) production block, a small electrically-operated dive flap was added underneath each wing outboard of the engine nacelles and hinged to the main spar. These dive flaps would change the characteristics of the airflow over the wing, offsetting the formation of the shock wave and permitting the elevators to operate properly. This innovation largely solved the problems encountered by diving P-38s." Keyword "brake" is not found on theses pages.
Well, I knew that part, but I would consider the option of adding that variation? I see many variations of other aircraft and those dive-flaps would be a big help. I can catch any airplane in a dive, such as 190's and 109's..other known as "run-o-nines"/"run- ninedies" with the J and L model. But, once the L model comes out...lookout >;-) Here is what info I have: "Maximum speed of the P-38J was 414 mph (666 km/h) at 25,000 ft (7620 m) without external stores, and combat experience showed that the aircraft could be dived at speeds of around 550 mph (885 km/h), although this was accompanied by a strong pitch-down movement. To overcome this the P-38J-25-LO introduced a small electrically-actuated flap under each wing; at the same time hydraulically-boosted control systems were incorporated to alleviate aileron reversal - one of the earliest instances of power-assisted controls in an operational aircraft. One P-38J was modified to become the P-38K, powered by V-1710-75/77 engines driving larger-diameter propellers." -Source: "American Warplanes of World War II" Combat aircraft of the United States Army Air Force US Navy and US Marine Corps 1941-1945 By:Barnes and Noble, Edited by: David Donald 1995, Aerospace Publishing Ltd.
Hi ALW, the "compressibility flaps", as the designer Kelly Johnson called them, actually were meant to restore pitch authority to prevent the aircraft from nosing over into a dive uncontrollably - and not to prevent the aircraft from reaching the critical speed by merely adding drag. However, once deployed, they created considerable drag, so they actually acted as dive brakes, too. Ironically, the P-38 in Warbirds is much better with regard to diving than the historical P-38 ever was, even with dive recovery flaps, due to the failure of the Warbirds physics modelling to portray Mach effects correctly. I don't think the Freehost crew has a possiblity to fix the poor Warbirds physics, and from the point of view of the P-38 pilot, his aircraft would end up with worse, not better capabilities. Regards, Henning (HoHun)
I understand the issue on the Brake or Flaps issue. It's a matter on how it functions. If I, or you use the dive flaps it will be for one of these reasons: Dive Bombing for stability, diving after con, diving away from con. As it is, the L variation has less of a compressability problem and you can very well tell the difference with the hydrolic controls which are very responsive to say the least. The dive flaps do create better capabilities in my view, having flown thousands of hours in the P38s of all variations.
2 ALW. 1. actually it's nor flaps, neither brakes. it's a pure patch (often delivered into squads as a service pack ), and it's functioning by changing airflow to better elevator work conditions. 2.very probably it's automatic, so does not attract pilot's attention. i hope ien modelled just new FM for P-38L and P-38J-25LO (of course if we have P-39J-25LO or later). 3.hydraulic ailerons are out of topic. 4.you flown much on different versions of lightning, yourself? hard to believe. but if you insist on it i must take it. 5.tired to read your heroic signature. thinking to quit discussion because of it.
2 ALW: i'm not going to moderate this topic, and i said "off-topic" as an opponent in this discussion. and i decided to quit this rainbow flame. salut!