Comments by "mpetersen6" (@mpetersen6) on "Australian Military Aviation History" channel.

  1. The F-86 was the last USAF fighter to be produced with an armament of .50 BMGs that l know of. Early adoption of 20mm cannon in US fighters was stymied by the problems in producing reliable cannon. The issue was not in the manufacturing. The problems lay in the Bureau of Ordinance using the wrong tolerancing when converting the drawings from metric to inches.
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  2. When a pilot ejects the plane and seat are going to come down somewhere.
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  3. Two aircraft designed to meet different requirements. The 109 is definitely the superior fighter. But it would have been an absolute failure as a carrier operated fighter. With its high accident rate due to its narrow undercarriage on land can you imagine it operating from ships. When your landing strip can be moving in three directions at any one time. Plus just how much would the 109 need to be beefed up to handle carrier operations. There is a reason almost all carrier aircraft were powered by radial engines during WWII. A better question should be. 109 vs Zero vs F4-U.
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  4. Which one was carried on in frontline service into the 1950s. Even though it was more expensive to build. There's your answer.
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  5. ​ @arianwinanto6299  A friend is an author. He was doing a book tour in Germany and Austria. He was checking into his hotel in Vienna. The desk clerk asked his name and expression on his face went flat. They were expecting the other Michael Schumacher.
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  6. What do the Hellcat, Corsair and Jug all have in common? The mighty Pratt & Whitney R-2800.
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  7. What l find ironic is that prior to swept wings taking over a lot of the aircraft developed by other countries were using wing profiles developed by the NACA research facilities. Research facilities in the US, Britian and the Soviet Union were well aware of the potential of jet engines and advanced wing designs. In the US the problem was seen prior to around 1940 as being one of the hight temperature alloys having hot been developed as of yet. And the company working on high temp alloys was GE. Primarily for use in the input eide of turbosuperchargers. As far as l know the first axial flow gas turbine for aviation use to be started on in the US was the Lockheed L-1000. This was started in the 1930s. Others in the US, Britian and Germany were aware of the Whittle patents. As were the Soviets (1). Plus Whittle and von Olhein were hot the only ones engaged in designing jet engines pre WWII. https://en.m.wikipedia.org/wiki/Virgilio_Leret_Ruiz ln 1935 in Spain Ruiz was granted a patent for a jet engine. https://en.m.wikipedia.org/wiki/Gy%C3%B6rgy_Jendrassik The first turboprop design was undertaken by Jendrassik a Hungarian mechanical engineer. Prototypes were built and tested between 1938 and 1942. First being run on test stands in 1940. He also designed a small 75kw turboprop. https://en.m.wikipedia.org/wiki/Metrovick_F.2. First flown in 1943 mounted in a Gloster Meteor it can trace its ancestry to an axial flow compressor section first demonstated in 1928. The F.2 had better performance than the Whittle centrifigal type but worse reliability. https://en.m.wikipedia.org/wiki/Maxime_Guillaume Guillaume was awarded a French patent in the early 1920s for an axial flow gas turbine. The first patent to awarded for an aviation engine of this type As to leading edge swept wings they were nothing new. But they were ussually employed prior to the use of jet engines to solve center of gravity issues. This is why the ME-262 has a moderately swept wing. In fact its leading edge sweep angle is about the same as a DC-3.
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  8.  @fatdaddy1996  I never said the F4U was a replacement for the F-6-F. Once jet fighters got onto carriers the day of the naval piston engined fighter was over. In the attack role however it was a different story. The AD-4 took on the role of carrier strike while the F4U carried on in the ground attack/air support for the USMC.
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