Just how bad was the offset shove and tumble wind effect on a 500 pound bomb, Rocky? I've never seen any good data of wind effects studies (shove forces) on those old WW II bombs. I know Heinenman redesigned our free-fall bombs and wind-tunnel tested them, and conducted drop tests, so they would be aero-dynamically stable in fall attitude and stay pointed, once they pointed. Another side benefit that was of the A-4 Skyhawk program.

 

Herald

 

 

You won't get any arguments from me about the P-40 being better than the Zero. The later has to be the most over-rate type of the war, all it could do was turn well and that was easily countere.

The BF-109E and F werea different story though. Their better altitude performance meant that they could reliably attack the P-40's from above and its better zoom an climb performance meant it could climb away to safety. Basically it could use exactly the same tactics against the P-40 that the P-40 used against the Zero. From looking at the breakdown of Clive Caldwells kilsl the fact that the P-40's got some decent kill ratio's against the Luftwaffe probably has more to do with the number of obsolete types that it faced in North Africa (at least 12 of the 22 kills there were Stuka's, G.50's or pre-E 109's see here www.elknet.pl/acestory/caldw/caldw.htm).  

 

That said, the P-40 was what was available to do the job in North Africa and the Pacific in the early to mid war and was good enough to be taken seriously. IMO it should hold a similar place in history to the Hurricane in the BOB, useful even if it wasn't up to the standard of th A league of the time.

 

You're correct but the P-40 was better able to handle those tactics used against it then the Zero was.

That is definately the case though given the choice I'm sure most pilots would like the first shot, rather than hoping that their tough aircraft will cope and be fast enough to dive away while the other guy gets it.

Actually your comments about the P40 v. Bf-109 are not accurate. First, the Bf-109's Daimler Benz had about the same critical altitude as the P40's Allison, which is about 11,500 feet.(Please Remember: a critical altitude is the altitude at which the engine can maintain sea level manifold pressure. It is not a glass ceiling that the plane can not operate above. It is only one of many parameters that effect an aircraft's combat performance). Second, if you catch up on your reading you will find that the RAF in Africa first flew Gloster Gladiators which they did a good job with against the Italian bi-planes. Then they transitioned into Hawker Huricanes. When the Luftwaffe showed up with Bf-109s the RAF struggled until the US Curtis aircraft were delivered to balance the playing field. The P40 performed brilliantly for the RAF and Common Wealth pilots ended the war with 48 aces who had kills in the P40.

 

I have studied this subject pretty thoroughly and I can find no reference for the "zoom and boom" tactic being particularly effective against the P40. Because Allison & Daimler Benz engine performances were so closely matched (up through the Bf-109F model anyway). This is true at least until the time the -109 was reinvented in the "G" model and it's 1800+ HP engine. This aircraft didn't see big numbers in service until about 1943 when the US and allies were introducing more modern aircraft and the P40 was relegated to second tier status. Don't Forget though: The US manufactured some 3,200 P40s with the US license built Merlin engine in the 1942/1943 time frame. Those beauties had the same critical altitude as the Spitfire and the Mustang, of over 25,000 feet.

 

 

Check Six

 

Rocky

 

 

 

 

ht***tp://www.aviation-history.com/engines/db605.htm

First stage delivers oil direct to coupling and second stage delivery is passed in varying proportions between crankcase and coupling by piston valve controlled by a capsule which is sensitive to inlet pressure. Second stage cuts in at approximately 5,000 ft. and full delivery occurs at approximately 11,500 ft.

Butterfly throttle which is capsule controlled regulates supercharger delivery, second throttle which is pilot operated controls air supply to engine and manifold pressure, first throttle subjected to pressure between two throttles, increased boost for take-off controlled by clockwork mechanism, mixture delivered by supercharger to looped manifold by large diameter pipe, dry-sump pressure-feed lubrication, gear type oil pumps, spray of oil directed upon reduction gears, main oil pressure line feeds crankshaft bearings, secondary line feeds supercharger fluid pump.