Hush-Kit brings a different voice to the world of aviation. Well-informed, humorous, disrespectful and engaging - Hush-kit is an altogether different aviation site. Featuring interviews pilots, designers and subject experts, analysis, satire and trips to the obscure and bizarre areas of aviation few others cover, the site has established itself as a favourite among aficionados and professionals alike. In 2018, Hush-Kit introduced this KZread channel in an attempt to further distract people from doing their work.
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No that would be the old Hurricane. It was in action over the Atlantic , Malta, North Africa, Britain, Middle East, India ,Burma, Malaya The MkIV with the universal wing. 2x 40mm cannon 2 x 30 Cal Brownings 1000 lb of bombs 8 rockets not bad from a plane weighing 8450lb
_"It was not best in class in any category."_ Uhh, yeah it was. It was the best at all of them.
No not by along chalk . lousy climb ,dive, turn and service ceiling The roll rate was not bad the Armament good. It was very bad on the deck, too large ,too cumbersome and at only 350mph not fast enough for its size
Not all early-generation British jet fighters were bad. The de Havilland DH.115 Vampire and DH. 112 Venom were good jet-aeroplanes for their time as straight-wing first-generation jet fighters or fighter-bombers.
The narrations to these videos of "10 Worst ... Military Aircraft" from Hush-Kit are very funny. Both the videos on the British and American "10 Worst Military Aircraft" broke me up!
😂😂
This is a hidden gem. I am drinking a bucket of ghosts and ghouls in your honor
Mig23 (on the thumb image) was not worst. Was an incredible jet
it has a lousy climb 3120 ft/min
No need for music. If you must have it for some reason, at least turn it down.
MiG 21 WAS a fighter, 23 is junk
Forgot to mention that the color shots of the 355th FG were taken by S/Sgt Cal Sloan while my father was flying the two seat converted P-51D. June 1945.
The Mustang wing was a major modification of the pre-war NACA 45-125 and the first NAA/NACA 45-100 was tested at GALCIT in May 1940. Not Laminar Flow but Low Drag/High Speed. The Max T/c was in 38% range. The marvel of the airfoil, namely delayed Mcr and greater transitional turbulent flow due to lower velocity gradient from LE to Max T/C- led to lower profile drag due to delay of full blown turbulent separation well aft of max thickness of the wing. Not 'mid war' Kudo for praise for Allison powered versions. Kudo for discussing Conic Lofting/Projective Geometry. While intuitive to Schmued, it was developed mathmatically by Liming - Chief of Engineering Lofing and Weebe at NAA. The essence, once again was to create a form to the freestream which generated th lowest possible velocity gradient - with no disruptive projections. No to increased drag for P-51D vs P-51B. At Max Internal gross weight at TO, the D is 500pounds heavier which will cause slightly more Induced Drag, but the Parasite drag of both the cockpit enclosure and wing pylons of the D was lower than the B. See NA-5534 and NA-8449 (Performance Calcs for P-51B and P-51D respectively for CD build up at low speed Reynolds numbers). With pylons, same gross weight, same engine/MP the P-51D is about 12mph faster at 25000 feet (combat conditions after drop tanks released). That said, the P-51B in that comparison has more fuel remaining ~50 gal. Lednicer did a study using very sophisticated CFD modeling showing that the pressure distribution differences between the B and D were due the greater angle of the B windscreen creating a stagnation point at the cowl interface. Kudos for describing Meredith effect coherently and noting the value to reducing cooling drag to net (or near net) at high speed. While all Mustangs were designed for Meredith, the process was incremental improvement all the way to the P-51H. TheNA-73X crash landed due to fuel starvation on final approach - pilot error in not switching to auxiliary tank. Best factual presntation I have seen to date on the Mustang attributes. FWIIW Kindelberger tried to switch to Merlin XX in fall of 1941 but was shut down by GMC Board of Directors to protect Allison. Allisontried again in 1943 but then the Army intervened and told GMC to stand down.
Absolutely love Volume 1, will buy Volume 2 after making a cross country move next month, and really want to see Volume 3.
At 13:40 you failed to discuss the time based increased features to increase he range. Until a Republic 200gal ferry was used in combat July/Aug 1943 the tested Combat Radius was 125-150mi. At that time the P-47C didn't even have the capability to carry a bomb, much less any drop tank designed for either Centerline B-7 racks or wing pylons that arrived with the P-47D-15 in combat ops in March 1944. Even with C/L installed after Sepember 1943, or wing pylons in March 1944 - the P-47D was Not capable of deep ESCORT past mid Germany until after D-Day when the D-25 was aundant in Aug/Sept timeframe. Your video overlooks the time it took Republic to stuff enough fuel to actually make a Berlin Escort - namely the 'bubble top' P-47D-25 to attain operational quantity more than a year after the Schweinfurt-Regensburg mission. The enhancements required, in order, were B-7 bomb rack, the twin wing pyons and plumbing for wing drop tanks and then the increased fuel (370 to 305gal) internally. Even Then the P-47 did not attain range of P-51B/D until the P-47N with not only the 370gal internal fuselage fuel but also modified wings to carry an extra 180 gal internally - plus drop tanks... March 1945. Recall that 11 P-47D FGs were available for Big Week February 20-25 1944, but only 2 P-51B and 2 P-38J FGs. If the P-47D at that time had the range THEY would have been assigned to target escort at Halberstadt, Schwienfurt and Regensburg. But because of range limitations even with 150gal flat tank, the combat encounters were limited to Hannover, Frankfurt. BTW Neal Kearby was #4 behind Gabreski, Johnson and Schilling with 22 VCs so you can say the top three survived the war. After Kearby comes Christensen, Duncan (shot down/evade), Mahurin (shot down/evade), Beckham and Johnson (both shot down/POW), then Dunham at 15VC. Five shot down - all flak By contrast the top P-51ace Preddy was KIA, then Meyer, then Gentile, Wetmore, Eagleston, Carson, Beeson (POW), Herbst, Thornell, England, Godfrey (POw) . Three shot down - all flak . Still, enjoyed the presentation.
The XP-44-IV ws to have R-2800-7 engine installed. The 'original AP-10/Xp-47 which lost to Curtiss P-46 was powered by V-1710 Allison. The morphed P-43/XP-46 iterations had different radial engine confi incl R-2180 nd R-2600 engines.
One of the great tragedies of military aviation. The F-20 was damn good plane. I wonder if it can still be sellable with updated radar & avionics. I hear there is 1 or 2 in museums.
Bring back the female reader, she was hilarious.
I loved Emily's VO too, she's pretty busy right now with her music career, but I could ask.
As a real life house cat I cannot read a coffee table book as I do not have thumbs, so I am looking forward to the F4 interview!
So you don't have a smartphone?
Thanks! I will see if I can get you some tuna too if you'd like some.
Just curious who the Vietnam Vet is you have been working with. Our neighbor, when I was a kid, fits that bill. It wouldn't happen to be retired Maj. General Robert Nestor, would it? He is someone I have always looked up to.
It's not Nestor, it's Colonel (rtd) STEVE LADD
@@hushkit6817 Thanks! They are all heroes to me!
Every day is a sad day without Hush Kit.
Thanks Abrit, don't forget we have a ton of material on hushkit.net 🙂
I couldn’t get to the end
What a pity, he tells sensational news there.
Love the content. Which is why I came here as soon as the notification dropped.
Thanks Wild Bill
M/B 5. Classic.
Totally!
I'm a huge avgeek a lot of Air Force family and die-hard Patriot, but I still say dropping the KC45 and going for the pegasus was by far the most retarded decision in recent history.
The fact your mentioning what greg explains about the range makes me so happy inside amd happy that some people dont fall for the militarys bullshit story
Don't get all thingy my friend Go and do your own research WW2 Aircraft Performance is as unbiased as you will get
@@jacktattis huh
@@squad-wh4ig Go and see for yourself if Greg is genuine
@jacktattis that's a waste of time Greg provided sources that I would also find .. I know enough about aircraft as it is to know this is true everything Greg provides is credible sources .. redoing research that has already been done is a waste of time Greg Is not a dumbass
The P--47 was a winner where ever it went.
No not in the G/A
Actually the entire USAF wanted to continue using the P-47 as their primary high-altitude escort fighter. It had killed off all of their experienced pilots. When the first D-15's came on the 1st 51'B's were appearing. So the top brass had the 47 got a new job where the need of a tactical fighter-bomber was needed. The new big war was now on the deck,much tougher than air to air. Although high-altitude escort is still needed, the Thunderbolt had achieved superiority.
The D-15 (or Depot modified earlier Ds) did not enter operations until Mid March 1944. The P-51B was operational Dec1 1943, By March 18th, the 4th, 354th, 355th, 363rd and 357th FG were operational in P-51B. Not even the D-15 with 2x150gal tanks could escort beyond mid-Germany (Bremen, Hannover, Brunswick, Stutgart). AAF had no choice but P-51 and P-38 for deep escort to Berlin, Stettin, Ruhland, Leipzig, Regensburg and Munich.
Incorrect ,after the dive tests at RAE early 1944 Doolittle of the 8th insisted on the P51 exclusively
@@drgondog I think you will find the P38 was relegated from escort after the same Tests at RAE in early 44 that saw the P47 relegated
10:00 greatly superior aircraft... comparison of apples with melons, two times. And at least mentioning that the gdr was stripped of their engineers and scientists for the whole picture.
Ahhh communism .. removal of initiative and brains....and threat of death if you dare ...
Unbeliveble 🔥🔥🔥🔥🔥 I love thet jet.. the f20 are realy Amazing 💥💥💥💥💥
The sad thing about the P75 was that GM through their Eastern Aircraft division did great work building Gruman's Wildcat and Avenger as the FM and TBM for the Navy.
This is art.
I had the great pleasure to meet a lady pilot who flew aircraft as a ferry pilot during the war. She flew finished aircraft from their factorys to staging areas. The lady was my friends grandmother. I asked her what was her what was her favorite plane to fly. Without hesitation she said Mustang. She added that you had to be careful with the throttle on takeoffs but for pure flying joy nothing beat it. She kept her pilots license and flew for fun until private aviation got too expensive.
The Mustang was a great aeroplane, but not good in a dogfight. Typical excellent American engineering with great attention to detail. But the near laminar wing had a nasty stall and could not turn. The BF.109K would be my choice - water/methanol/hydrazine injection and high boost. 2200+HP. They could have got even MORE power with individual cylinder injection.
This is good stuff but the music is unnecessary
A very well-written and balanced narrative.
How can you have a thumbnail and a video title that contradict each other.
Long range and escorting bombers were never requirement for the Mustang/P-51. None of the fighters that did perform long range missions during WW2 were designed as such. Happy circumstance is largely responsible for the long range fighters of the USAAF. Until December 1941 the USAAF was not allowing pursuits to carry drop tanks. Soon after when the USAAF got around to demanding more range from pursuits Lockheed already had tanks and systems designed. By May P-38 for Bolero and Alaska had been modified for drop tanks. In August 1942 Lockheed tested 310 gallon drop tanks on a P-38F. The 310 gallon drop tanks were used in combat in April 1942 for Operation Vengeance and June 1944 during a P-38 dive-bombing attack on Ploesti. Lockeed drop tanks were used on P-47s, P-61, and Navy patrol airplanes. Despite the superb qualities of the Mustang it could still not do what a P-47N or P-38L could do. The only advantages the Mustang had were logistic, economic, and political (propaganda).
0:29 Don Blakeslee.
Brilliant British weirdness
A beautiful looking aeroplane wrapped around a beautiful Rolls Royce Merlin engine 👌
Packard Merlin
A Plane with good looks, the Italian Breda Ba.88 Lince, they were so good, the Regia Aeronautica use them as decoys in North Africa.
Greg was right all along
Better title: "Top 10 things that made the Merlin-engined Mustang so outstanding".
I knew the credit stealing couldn't be far away. The Mustang started out as an low level attack aircraft thus it was the A-36 and did not need all the extra supercharging and they used the Allison engine which is superior to the Merlin at low level. Wise engineering eh wut ol' chap? In fact Allison had an excellent high altitude engine but it was too big and would have required a large re-design so the Merlin was used. And the Merlin was an excellent engine no doubt. I've even seen Brit's try to take credit for the entire design of the P-51 which is bloody rubbish. The Brits were desperate for aircraft and came to North American Aviation (NAA) and asked them to build the obsolescent P-40 for them. NAA President "Dutch" Kindelberger said "We can do better.: Thus the P-51 and All American it is. Actually I'm partial to Brits but there seems to be quite a few that want to jump and grab the credit, most unseemly and decidedly not ol' tie :-)
@@GregWampler-xm8hv I love it when Seppoes try to stick up for 'MURRICA! by being even more ignorant.
@@hoilst265 The secret fuel that made the Spitfire supreme Royal Society of Chemistry 11 October 2022 The USA developed and supplied the high-octane fuel that gave the Spitfire and Hurricane a winning edge in the Battle of Britain. A French American, Eugene Houdry, developed a process to convert useless crude oil into 100 octane fuel. 100 Octane fuel increased the Spitfire's speed by 25 mph at sea level and 34 mph at 10,000 feet. A 13-octane point increase contributed to the British victory in the Battle of Britain in 1940. "For the next important and powerful Merlin 66 engine, Rolls Royce finally decided to use the Bendix-Stromberg Injection carburettor. The American Bendix-Stromberg pressure carburettor was developed in the mid 1930’s and was in production from 1938. This carburettor was designed to operate as a fully pressurised fuel system that dispensed with the problematic float controlled fuel level with its emulsion tubes and diffusers. Negative G had no effect on fuel flow or carburettor function. The pressurised and metered fuel flow was delivered as a spray into the inlet air stream just in front of the supercharger inlet. This feature virtually removed the risk of carburettor icing, in fact the throttles and chokes of the injection carburettor did not need heating by hot oil or coolant circulation at all and their deletion removed several other problems associated with the previous provision of those heating circuits. Rolls Royce had been aware of the Bendix-Stromberg Pressure type of carburettor for several years and versions of the carburettor were used on many American engines including the Allison V-1710. Notably, Packard built their Merlins in the USA with a version of the Bendix PD16 from the very start of Packard Merlin production." ROLLS-ROYCE MERLIN CARBURETTOR DEVELOPMENT page
If any aircraft can be associated with Jimmy Stewart, it would necessarily be the B-24. He flew them in combat over Europe as a squadron and later group commander.
The airfoil was the davis airfoil and also used on the B24 bomber. One gigantic reason P51 was successful was that north American used the same T6 advanced trainer cockpit control layout on their P51. This was especially helpful at later stage of the war when US fighter training was not as extensive. It was fast at altitude, had superior range and good enough, plus outnumbered it's opponents as the war went on. Even a P51 could not out maneuver a Japanese zero. It was speed and power that made the difference. Many consider the P47 thunderbolt as the better fighter and the P51 as the glamour girl. 3 most pruduced US fighter planes were the P47, P51 and P40. Also the 3 most top scoring planes. That tells something about the underated P40 and it's Allison engine. P40 was still in production at wars end. North american said they could build a fighter better than the P40 and it was not until they put the higher powered motor on it before it was. The Allison engined P51 was actually redesignated as a dive bomber at first
*_"The airfoil was the davis airfoil and also used on the B24 bomber"_* No, it was quite different. The maximum thickness was quite a bit further aft and the chord almost symmetrical. Go to the Aces High bulletin board and search for a topic called, 'The P-51 and its laminar-flow wing'. There is a very good discussion there, including comparisons between the Davis wing and the P-51 wing. The Davis section had its point of maximum thickness at about 30%, whereas the P-51 aerofoil was at 38.9% of chord. In fact, the P-51 wing could be more closely compared to Richard Whitcombe's supercritical wings which revolutionised air transport 25 years later. Its notable feature was the development of shock waves top and bottom at high speed. This resulted in lower drag and better transonic performance than older designs like the P-47.
@@thethirdman225 google this question " did the b-24 liberator and a P-51 mustang use the same Davis airfoil" , notice it says "similar", not "quite different" then get back to me
@@thethirdman225 google says they both use a "Davis airfoil cross section" if you look it up you will know what you did not
The airscoop and oil filter were based on an RAF as well as a Messerschmidt design, captured from 'downed' G erman planes during the battles of France and Britain, these were handed over to the Americans by the Tizzard delegation at the beginning of the war , with a 'demand' they be included in the new design.
Source ?
Yeah, right.
I was lucky to be able to fly in a P-51D “lil horse” in 2012 alongside another Mustang “the Dakota Kid”. Barrel rolls and split s’s over Galveston bay, a very memorable day. It was like being in a flying hot rod, very snug but great visibility. They removed the fuel tank that was behind the pilot and placed another seat and a stick so I was able to actually fly it for a short time.
"Questionable handling characteristics" while panning to an F-104. 🤣 Bit of an understatement, that.
Looking at you 104