?!@4@4/@#h|sMP'-~ |V-`~88 88 @ "  @ @ @ } @ Li 0  @@@ ,  rF ^U J9 V]&4 L Nf $7 MS  B 7  > ; oY3Ld @}2  kZ 3L  MS @ @PGMMGMMV8+PF2\xGMMPGMM;xGMMPGMM(`' . y`LPC" BPM5PM5IMP_d7PGMMD2 : GMM22B  `'<`'T-T-2  @:  Z  m+$%[s4"# I"">:#C`'I2I2 2@" ,@k%@@WO2`LPC" BPM5PM5IMP_d;U(xKd(xKd2\ @`'21 o & W % y @ & & & O@' k}*  \  _B`'2X2vD`'2@2!*`',@@  L@8+PX2o Q* #@,* J* %: Y I  G  @"#`LPC" BPM5PM5IMP_d`'ML @:  @ DF2`'DF22 D1;xGMMPGMM`LPC" BPM5PM5IMP_d$A`'2F2E`'2p2G`'..@  @<U(xKdW,(xKd@(xKd@@;@(xKd@@ @Q @axGMMdGMMPGMMdGMM;PGMMdGMMPGMMPGMM%PGMMdGMMPGMM`'22:`'2* 5 -H 1 @`'218+PD2`'28 `'2\   ,@h &@' )@ - # h԰8+zE\ 8+P&m2`'8+PD#B  `' " @M" l" " `'PGMM#Wright-Hispano E (V-720) enginXAT-4XPW-8AA @3 u m+h dGMM`O[PC" BPM5PM5IMP8+3Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 8+P>b1h԰P>a2`LPC" BPM5PM5IMP _dmbination of turbopro`G[PC" BPM5PM5IMP % # @ L@A`'22  @  % y @ & & & O@' k}*  ;(Aw`'2m2`'Q Q uBU(xKd,(xKd4/ # o& %1`'2h԰WC8+PN2E;(@ ,@k%@E;(  )  L & IxGMMZPGMMMO ?P81-433AGPRO941.PPDLetter.200lpi.2400dpi18.4371.570.045.0189.74189.74200.00212.13CassetteGMM9EF GH3OJIR2  < !{+ /   $^/  @B,  @ 8+PJ|2h԰PIe1+E e8# ca @d MP>xGMMPGMMI  t  "'HxGMM8PGMM  D @2 Z$ t# GMMh@:  Z2!P`'(GMMIU(xKdZ(xKd`E[PC" BPM5PM5IMP``8+>6%.h԰P>5"2 & ' .A' * ~ m*D2@),@k%@ 8@ " g 25p)  & & "  ) ;GMM8xGMM ] @/( u   _  @@ 2 3` 8+8+ h8+8+8+Ek48+PD_2|23 56`'//4T:yD.tK  , L@, "#  Ih԰PD28+PDI2m  , &@' )@ - #  @m`'21r n`'s I ;' @i( ( ( h) @) ) # u   _G8+PF1h԰PE@2K qN`'22L ;Ox`'@`  /Z`';%;%GMM | ;s ! `'  q!  p&"R`'  .LA`'22B`'22A`'2I2h`'; "#87+E.h԰Pp2PM5PM5IMP e ( o 7 6`'@ `'@@`' <%`' &`' &`' '`' %`'@`'@B`' #`'0&`' &`'/@ `'@B`' ]%`'P#`'@B`' @w`'@B`'WP`'@B`'QPL`'@B`'GY`'``':@d`'@B`'`'7p`'``'4@ `'@@`'  @   v'$P8+M+PO1 H, ~    @ 8+PF2h԰PF-!hnq+1o22 @`'22YB`'2X2vD`'2@2!*`' `'H2<@`'21<`'T-T-h԰F G(xKd   26  a@: @n    M>GMMn PGMMh԰PE28+PE2F-!%[`'XX`'2`LPC" BPM5PM5IMP_dh԰M'*8+O21F=CI`'22G8+P&m2- [ `'22L ;O1]`'''  @8+PL2h԰SK/ @   v'8+ 6B'd8+P2`LPC" BPM5PM5IMP_dj$h8+%8+8+&h8+'8+8+(h8+2\U(xKd(xKd^4_l5`/a>6b7c>#d 8+P1GMMdGMM2 + @++ #  D @;}k<mX2F2.?1`'224xGMM!EPGMM<44U(xKd!E(xKd8$G#HrA`'220B`'2m2:`'I,I,  T@fFM  {$ d$ @i/ @/ @  b* `$ b @/ _$  b -2 )2 0 L@28+PG\ h԰AG8+P2h԰Pm29~p  m+ 2`E[PC" BPM5PM5IMPERX 3` @ " BPM5PM5IMP A`'22 5`'''GMM`LPC" BPM5PM5IMP_d7FP"7h8+8+8+h8+8+8+e@ RAnSm2 }@ N ]ng`LPC" BPM5PM5IMP_dW]WVde : %s03`'&&@Ps @ E@* @ f  s @ r X o ] C@D FF2 MM  % 6  L@\ ZxGMMKIPGMM2m2 e ca @duuxGMMPGMMAxGMMPGMM@N(8+AGh԰PF28+P1h԰hHHxGMM8PGMM8+PG  @   v'8+.h԰81  y =B`'2m28++h԰P2--,(B"`'22 ixGMM1PGMM@BxGMMn PGMMif iLA`'22B`'22A`'2I2h`'8+!h8+8+8+"h8+8+8+#h8+8+8+8+8+PD1h԰PE88+P|2h԰P{2" :i`'22g8+P m2m`'22k_#n`'TTl, !8"l7.0dK-=am5hv}5 B h԰F* 8+PG@   h԰P@28+a2 >& W& - [ A`'22A`'2@2<`'0-0-Fh8+/Ghh0Hh8+1Ihh298+8+PH2h԰PG2\xGMMnPGMM8+P2h԰P"228+/ .h԰P2  `LPC" BPM5PM5IMP_drm of Reque \! ?@  % @% 7/ @f @ @i/ @/ @  ] @ i @Fighter Group19g8fz 8h. 8i#:jÀ!r1 4!E<{3:!RegistrationPaperBlackRedGreenBluePGMMExGMMPGMMBxGMMPGMMRxGMM PGMM!oXp8+P82`'0&`' &`')@, `'NZ3  < !y+ /   $]. ['`'3P `'@B`' @w`'NxGMM$PGMMp#`'8+P 62h԰P 21 @  #`'@@`'`LPC" BPM5PM5IMP_d8+8 h԰P O2 .8+&v/h԰P 2 7`'2O28+R.h԰P2 O2h԰P x28+P1 @0 @ `LPC" BPM5PM5IMP_d0R+'@,@ GMM`LPC" BPM5PM5IMP_d=#,>@`'22i`'' s @~# @" v@d ] @# u   _`'8+PD'  |2 x   Ah8+B8+8+Ch8+F\ uU(xKd(xKdAU&(xKd (xKd A`'22}A`'2@2A`'22 !@`'21 `'2m2 [ `'2j2 3O`'22 @`'22V `'2g2A `'22YB `'2m2 ' `'>%`'00+;&@&'@,@2$xGMMBPGMM h԰PD8+ Xh) c)`'22B`'2I28+P<#2h԰P<".2' R+'@,@ `'2a258+P-2h԰P 2!p`'[ % W / f0 -0 `@# {0 @B$ @j 0 v (  0 1 f 1 @" B`'2F2ZU(xKdKI(xKd`'* * 1st Fi;189.74200.00212.13Cassette Pursuit Squadron 7t W =@ Iw -| x#]h(xKd(xKd8(xKd(xKd;8(xKd(xKd>8(xKd(xKd8(xKdGMM PGMM21$7'`'2X2%7(8+:0-h԰P:@222%A `'2p2&8+P~1h԰P}2 2xGM8+  'GMM;xGMM3 L% & W % y @ & & & O@' k}*  MM$ Ph԰k  8+  ;%+xGMMPGMM8+P1!L# 8+P/2h԰P.F228+P12h԰P0F2 @  @L#R$%Z&xg g) "#a28+P1h԰P1a2+@ N`'@@`' $`'0%`'0&`'b@`'@B`' @w`'@B`'bP `'@B`'QPL`'@B`'Z`'``''@ `'@B`'8@`'@B`'`'jP`'@@`'hSnS`LPC" BPM5PM5IMP _d_"`E[PC" BPM5PM5IMP8+P>HI2h@K>G 1A2C  l:;m8"n5GMM. 28+PDe@ * [ d AY`'2m2k -`' S h԰P 28+P 12n27S`'228+PI2h԰P2n28+PDF(xKdp7U&(xE ?P89-1033AGPRO941.PPDLetter.200lpi.2400dpi18.4371.570.045.0189.74189.74200.00212.13CassetteGM$278 9 :;H <=F!>?z  B  `' @K 7@ `@SxGMMPGMM;U(xKd(xKd`'22} 9z`'D-D-~8+F_ ~ @  8@ " g 8+P32h԰P21`'@3 `'@B`'53E      @ @~ ? |  @  $@$ @@;I  @   @T $$@4@$:$@eff@@(@@]@{& 7  B ; $@=$ f d,    $I$  @E " - @ $@$ _3 @8  6  $$$$#  j f  @ $$@ 3    @  $$F @   @> > !    $$HQ @  @ > @6 @w $@$  ' S  V $$$!$ !1 @b  $ : $J$@ $@l$ (- ]1  - @r- $9$@        RegistrationPaperBlackRedGreenBlueA`'22B`'22B`'2I2k !`'26`'2)&`'2 &`'2F@`'21]B`'2F29`'2;+u !`'23 $`'2_$ %`'2@`'212`'2& %`'ExGMMdIPGMM,xGMM? PGMMOxGMMWPGMMIxGMMPGMMYxGMM1 PGMMHxGMMCPGMM@xGMM5 PGMMGxGMM PGMMHxGMM PGMM?xGMMS(PGMM[xGMM PGMM:\ALDUS\USENGLSH\PM5.HLPdA ..--__ned was handed over to Air Corps Captain Ira C;@ h`'@@`' #`' &`' %`'@&`'@@`' $`'0(%`' %`' @`'@@`' #`' &`' %`'k@v`'@@`' %`'(@> `'@@`'0"`'0 &`' @`'@@`'`'@`' led to their removal soon afterwards. The P-12 was powered by the 500 hp Pratt and Whitney R-1340-7 radial. Maximum speed was 158 mph at s>%`'Yh8+BZ8+8+C[h8+D\8+8+E]h8+F8+Pv2h԰Pu"28+%v2;h8+<8+8+=h8+>8+8+?h8+68+8+@h8+78+8+B8+N8+8+Oh8+8+8+88+PD1h԰P82LxGMMPGMMTxGMM$PGMMc /`'$$ E28+<.h԰W;$1@@T2NU(xKd$(xKdP>5"2 $ $8+P<!2h԰H< +"  2[xGMM9(PGMMBxGMMPGMMPGMMPGMM0PGMMPGMMPGMMPGMMPGMMPGMMjPGMMPGMMPGMMPGMMPGMM^PGMMPGMMPGMMPGMMPGMMPGMM PGMMaPGMM_PGMMFPGMMgPGMM(xKd Ay`'22t Az`'2"2u={`'22v|8|`'--w B}`'22xeA~`'2g2y)>`'22zB`'22{P`'22|j{`'22}=`'21~0H`'2m2U`'22b Z`'v/v/E`'21A`'22>`'2=2>`'2g2B`'/I/>`'22C`'8+P<%2h԰P<$18+P<'m2h԰P<&2Kd8+P<)j2h԰P<(28U&(x N @N( * q*  @+ + @8+dI^'_h԰P P28+P 1$ bc!dabcdef8+Pf2h԰P2o&'c|'7@'FA`'22B`'22B`'2I2k !`'26`'2)&`'2 &`'2F@`'21]B`'2F29`'2;+u !`'23 $`'2_$ %`'2@`'212`'2& %`'N$ Group17th PExGMMVIPGMM,xGMM? PGMMOxGMMWPGMMIxGMMPGMMYxGMM1 PGMMHxGMMCPGMM@xGMM5 PGMMGxGMM PGMMHxGMM PGMM?xGMMS(PGMM[xGMM PGMMt Az`'2"2u={`'22v|8|`'--w B}`'22xeA~`'2g2y)>`'22zB`'22{Q`'22|j{`'22}=`'21~0H`'2m2U`'22b Z`'v/v/E`'21A`'22>`'2=2>`'2g2B`'/I/>`'22C`'G%`'8+4<+0h԰P<*2GMM"xh԰<,;.8+b <#GMM4xGM8+P>81h԰P>7[2DxGMMzPGMM`' | ( ( @  ^# ( 2) P) h _$  b  @3 $"up)68th O8+P`42 r@ b @/*80th Fight W / f0 -0 `@# {0 @B$ @j 0 v "  0 1 f 1 @" A `'2p2&?"`'2[2     : i@%  % h8First Fighter Group8+P@2h԰P2 @ ![!ExGMM4PGMM@xGMMUPGMM@xGMMPGMM3xGMMEPGMM$xGMM! PGMM3xGMMPGMM2xGMM@PGMMxGMM% PGMM;xGMM3 PGMM%xGMM$PGMM1xGMM" PGMM<< ==,e 19H8987. Joe Baugher AT&T Bell Laboratories 2000 8+--h԰Pm2ain engine The XP-13 Viper was the last fighter built by the Thomas-Morse Aircraft Corporation of Ithaca, New York. The Thomas-Morse Aircraft Corporation had started life in early 1917 when the Thomas Brothers Aeroplane Company merged with the Morse Chain Works. The Thomas-Morse outfit built the well-known S-4 fighter-trainer of World War 1, which never actually served in combat, but became a very popular participant at postwar air shows. They also designed and developed the MB-3, the first American fighter of indigenous design to enter service. However, under the bizarre military procurement policy of the early 1920s, Boeing actually obtained the bulk of the production contracts for the MB-3. During the 1920s, Thomas-Morse specialized in the construction of all-metal designs, observation planes, and racers, although a few unsuccessful fighter projects were attempted. Like lots of other companies, Thomas-Morse found that firm military orders were hard to come by. The XP-13 (named Viper by the company) was created for the new 600 hp Curtiss H-1640-1 Chieftain twelve-cylinder 2-row air cooled engine. Thomas-Morses experience with the manufacture of all-metal aircraft stood them in good stead in the design of the Viper. The fuselage had an all-metal structure covered by a corrugated aluminum-sheet skin. The wing was of wooden construction with fabric covering, but the ailerons were made of corrugated metal sheet. Tail surfaces were of metal and fabric, but the control surfaces were covered with corrugated sheet metal. The Viper was delivered to the USAAC for evaluation in early 1929. The aircraft was tested at Wright Field in June 1929 as P-559, then purchased by the Army and designated XP-13. The serial number was 29-453. Performance was satisfactory, but the Chieftain suffered with insurmountable cooling problems. Similar problems had been encountered with Curtiss-built fighters powered by this engine. The XP-13 had an empty weight of 2262 lbs and a gross weight of 3256 lb. The maximum speed was 172.5 mph at sea level, 169.9 mph at 5000 feet. The XP-13 could climb to 5000 feet in 3 minutes, and the service ceiling was 20,800 feet. The XP-13 was not fitted with any armament. Because of the insoluble overheating problems, the Chieftain engine was abandoned. The XP-13 prototype then had a new engine installed in September 1930, a 525 hp Pratt and Whitney SR-1340-C enclosed in a NACA cowling, along with a revised fin and rudder. The designation was changed to XP-13A. The change to a new engine resulted in even better performance. The XP-13A had an empty weight of 2224 lbs and a gross weight of 3194 lb. Maximum speed was 188.5 mph at 5000 feet. The XP-13A could climb to 5000 feet in 3.5 minutes, and service ceiling was 24,150 feet. A USAAC performance report of 1930 described the XP-13A as having a comfortable feel in all aerobatics and that it makes a wonderfully smooth slow roll. However, by then the opportunity was lost. and the Army never ordered the aircraft into production. The Viper caught fire during its last test flight and was destroyed in the resulting crash. A second Viper was to have been built by Curtiss under the designation XP-14. However, the failure of the Chieftain engine was to cause this project to be cancelled before any aircraft could be built. The failure of the XP-13 to win a contract was catastrophic for the Thomas-Morse company. In August, 1929, the Thomas-Morse company was taken over by the Consolidated Aircraft Company of Buffalo, New York. The Thomas-Morse company disappeared as a separate entity shortly thereafter. Sources: United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers,  Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. General Dynamics Aircraft and their Predecessors, John Wegg, Naval Institute Press, 1990. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Fourteenth in the seriesThe Curtiss XP-14Never built The Curtiss XP-14 was a proposed Curtiss-built version of the Thomas-Morse XP-13 Viper. The failure of the Chieftain engine which was to power both the XP-13 and the XP-14 resulted in the cancellation of the XP-14 project, and the XP-14 was never built. Source: The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Fifteenth in the seriesThe Boeing XP-15Parasol Wing Monoplane h8+8+Qih8+Rj8+8+Sph8+Y8+8+qh8+Z8+8+v'w(<  $@D$O^ 2 4'  - : 21;  @ @ h԰P Z28+P 2@ @i28+PDGMMP8+P.2h԰-T-GMMCPGMM8+P8 2h԰P8@2em2F* 8+P!G1h԰P [2:`'@F`'@A`' $  T@`'2;+q !`'2%22 YU`'228+P8g2h԰P82F`'21 G   1  a@: @ f ExGMMPGMM @ + [  @` GMM`LPC" BPM5PM5IMP_d `LPC" BPM5PM5IMP _d5U7`LPC" BPM5PM5IMP _dJKot respondingHxGMMPGMMh԰P Z28+P F2 ]XK ,`'"" @` `'@``'`PC" BPM5PM5IMP_dGMM h԰P 28+Pd22`'28+P8 m2h԰P8 12\ @`'218+P8 2h԰P8 j2;(;( %`'8+P>42h԰P>3I2    @ D[ `abcde @ G @'Y= @@  @ @n @e@  @o b$   S   @ @ @K@   @  w   @F  @ @` @y @ @im2  @ @ iU(xKd1(xKd  ,8+P8g2h԰P82Blue`LPC" BPM5PM5IMP_dh԰8+zE2\;% C   GMMLU(xKd(xKdh1 (`'2`'2  `'2\ `'dGMM>U(xKd(xKd@1 @  !  1 hK  K h@`'22`'jj _&8+P<'F2h԰P<&p2GMMcxGM8+4<+0h԰P<*2SxGMMPGMM@+`'220+,`' 128+PF\  "`'` h`'8+>6%.h԰P>5"2`'&Q A`'2m2`'xx _h԰P"28+L .A`'22P #`'@`;(`'8+Pt2h԰h'WoY.8+9I2h԰8 Z HU(xKd8(xKdO28+m!`'@@`'   " @M" l" " @> %8+P52h԰4/,8+X :`'I,I,^`'@@`'@`I,`'8+PF\  @ Z @'Y= @@  @ @n @e@  @o b$   S   @ @ @K@   @  w   @F  @ @` @y @ @i`'22I;@ h`'@@`' #`' ''`' 4'`'@#`'@@`' $$`'05'`' %`' @#`'@@`' >%`' &`' v&`'P@`'@@`' %`'(@> `'@@`'0"`'0 &`' @`'@@`'`'@`'`'21[(BW`'2n1U`'21H]`'2P2 h`'21 a`'2Z2 ^`'22 b`'2x2 (c`'21`'MU$PGMM9x8+P>:2h԰P>92PGMM f@e+ 2+ @  ,  C@1, $@~,`'- `'@ `'@@`'z "`'0)'`'@4#`'@B`' $`'0%`'x@`'@B`'0$`'0&`' &`'3@ `'@B`' #`'`P`'@B`'2@ `'@B`' @w`'@B`'O@`'@B`'Y@`'@B`'bP `'@B`'QPL`'@B`'`'jP`'@@`'@   v'8+P8 2h԰P8 j2 _8+PF2`LPC" BPM5PM5IMP_d8+P72h԰P62a28+P>@2h԰@>?,  -  'U`'22Z^`'22 h`'21 a`'2Z2 ]`'2F2 tb`'22 Pc`'2d2 `' 1% ~l 7@ `@ ?`'0000@K g 8+P>81h԰P>7[2"`'2#O2%`'2+&  @ 8+PF"2`LPC" BPM5PM5IMP_d0 }~E!C"#)F!ECD!F!G!N!O!P !Q !R !S 5!T6!\!_!` !a !b"!c-#$%&'!d6./012!eY789:;!f`Z[\]^!gg?@ABE!hp!q} !t!w !"#$!y!!z"h!U%~!V&vwxyz!['STUuv!i(x!j*,4!k+!l,!m-!n.!o/!p0qrstu!r1 !s2-ijklm!u34 !v4=!x5$%&'(!D6D!{8[GHIJV!}9d!:oefghi!;xXY\]^!~<{3:!=`ayz{~!>!?!@!A!B!C-./012m!>D_7!WEf`abcdA!XFmghijk!YGunopqrC!ZHVWXkl!N!O!P!Q!R!S!c!dabcdef!n!oXpqrst!z!u  ! @ @  /3}B 0/h԰P8+P`_H?Agfa 9000 Series PS NTpscriptLPT1:@@xGMM(xKdContents^tIndex ,^>;^>^=.^>",c:\ALDUS\USENGLSH:\ALDUS\USENGLSH\PM5.HLPdA ..--__n)@@)@ **R++++H,,@f-Vs-@v-@)-@--@-@. @).*.@K.S.q@/@O/@/@_E06004)1@42 A2@U3I(xKd9EF GH3OJIKLdMONuO1PQRSTUV WX~  < !{+ /   $^/ :\ALDUS\USENGLSH\PM5.HLPdA ..--__n!m-/3}B 0/h԰P8+P`_H?Agfa 9000 Series PS NTpscriptLPT1:@@xGMM(xKdContents^tIndex ,^>;^>^=.^>",c:\ALDUS\USENGLSH:\ALDUS\USENGLSH\PM5.HLPdA ..--__n  !and Peter Bowers,  Smithsonian Institution Press, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 +@X@e+@G+48+P><2h԰>;-22 @`'228+PH2 `'`' ;/3}B 0/h԰P8+P`_H?Agfa 9000 Series PS NTpscriptLPT1:@@xGMM(xKdContents^tIndex ,^>;^>^=.^>",c:\ALDUS\USENGLSH:\ALDUS\USENGLSH\PM5.HLPdA ..--__n(xKd(xKd9U(xKd(xKd]:`'.. @`'++  ]`'22!D`'2.2"W`'22#"w`'21$GB`'22%'A `'22&Ux!`'2m2'"`'22(R#`'2j2) v$`'22*>%`'00+;&`';.;.,+ 0'`'##A`'228+PFF`'26`'2)&8+PF-!F29`'2;+u !`'28+PF22`'2& %`' @  @'Y= @@  @ @n @e@  @o b$   S   @ @ @K@   @  w   @F  @ @` @y @ @i*8+h԰P"2m28+Pm2h԰P18+P8m2h԰P82m28+Pm2&Q `E[PC" BPM5PM5IMP`LPC" BPM5PM5IMP_d0 \! ?@ @ y! ! Arial"!Helvetica"!Wingdings!Courier New1Times New RomanCourier1AvantGarde"BookmanHelvetica-Condensed"NewCenturySchlbkPalatinoSymbolTimesZapfChanceryBZapfDingbatsRGillSans"TimesNewRomanPSBodoni-WPBroadwayEngraved-WPRBroadway-WPRCentury-WPCooperBlack-WPRCommercialScript-WPBEurostile-WP"Hobo-WPRMurrayHill-WPBOldEnglish-WPROldTown-WPStencil-WPR9@B`'0%`' '`' B"C#D<Eb#F>$G#HIl%JbK>&M'N (O3)P*Q %L+RN,S-Th.U/VmWk0X 1Y2ZR3[8 (\] O&`'P#`'@B`' $`'lA`'22"B`'22`' %`' %`' %`'@*`'`LPC" BPM5PM5IMP_djklmnopqrstuvwxyz{|}~`LPC" BPM5PM5IMP _dQ"30@ `'``'``'`p`'@ `'``'``'`p`'@ `'``'``'`p`'@ `'``'``'`p`'@ `'``'``'`p`'@ `'``'``'`p`'4P@ e`'@B`'V@`'@B`'0#`' P`'@B`' @w`'@B`'_P`'@B`'KPx`'@B`'Y``'%@  `'@B`'M@`'@B`'gp`'nP`'@@`'  w`'$@ !`'@@`' %`'0&`' q&`'f@`'@B`'0$`'i@`'@B`' +%`'(&`' &`' '`' &`'0@" `'@B`' $`'(%`'GP`'@B`' $`'pP`'@B`' @w`'@B`'_P`'@B`'KPx`'@B`'Y``'%@  `'@B`'0#`'`r`'``'4@p `'@@`'h԰P28+ $/@/fv:i`'22g8+Om`'21k ,n`'b"b"l w(6`'217`'2a27`'226`'223`'2f2 ;`'21.4 `'21 5 `'22 2 `'.. 3 `'22 2 `'262 0`'2O2 `' 8+P1h԰&v/e@ 8+=I/h԰Pg2  @8+P=2h԰P2  v'v'Yh(*+,y-C; . 0 1 w->`'..@PGMM`B[PC" BPM5PM5IMP A`'22|A`'2@2A`'22 !@`'21 `'2m2 [ `'2j2 3O`'22 @`'22V `'2g2A `'22@B `'2m2 ' `'F2, @`'`LPC" BPM5PM5IMP _dZxGMM5PGMM8xGMM5PGMM'xGMM.PGMM$xGMMPGMM'xGMM/PGMMPGMMUPGMMPGMMPGMMPGMMPGMMPGMM PGMM_PGMMKPGMM~PGMMRPGMM6PGMM~PGMM#xGMM& PGMM#xGMMPGMM=xGMMCPGMM<xGMMPGMM &`'2F&A`'2m2B`'22A`'22:`'2* 5`'2(  `'2\ @`'21`'2A`'22`'2|`'28 `'2\  `'2\ 3`';(;(A`'228+P>42h԰P>3I2AB!08+P>Jp2h԰P>I28+P>V2h԰P>U2   - 8+P>X2h԰P>W2f8+PAwm2`'2MI`'2NJ8+P><2h԰>;-UQ`'2VR8+P>B2h԰>A/]Y`'2^Z8+P?r1b`LPC" BPM5PM5IMP _d8+9I2h԰8g28+P>>1h԰P>=2@ O @S @] `LPC" BPM5PM5IMP _d6 |`' @ `'@@`'0$`'1@z `'@B`'0q%`' &`' 0&`' a&`'-@ `'@B`'0?%`'0/'`'P"`'@B`' $`' &`' 0'`')@ `'@B`'0$`' 4'`' '`' &`'I@`'@B`'0#`'0%`'0$`'0@ `'@B`' @w`'@B`'_P$`'@B`'QPL`'@B`'IY`'``'&@L `'@B`'9P[`'@B`'`'jP`'@@`'d?@`'21A`'22`'<"U28+P>@2h԰@>?,22%'A `'22&8+P>B2h԰>A/##>`'2<`LPC" BPM5PM5IMP _dBU(xKdn (xKd8+hHh԰PH2@`'215 %`'Number Thirty-Eight in the SeriesLockheed P-38 Lightning (1 of 11)XP-38 YP-38 P-38A P-38D P-38E F-4 Lightening I Lightening II The Lockheed P-38 Lightning racked up an impressive series of firstsit was the first Lockheed-designed military aircraft to go into series production, it was the first twin-engined interceptor to serve with the USAAC, it was the first production fighter powered by the Allison V-1710 in-line engine, it was the first modern fighter equipped with a tricycle landing gear, it was the first modern fighter to mount its guns ahead of the pilot where they can fire straight ahead, it was the first American plane to use butt-jointed flush riveted external surfaces, it was the first to make extensive use of stainless steel, it was the first fighter to use a bubble canopy right from the start, it was the first fighter with speeds over 400 mph, it was the first twin-boom fighter to go into production, it was the first USAAF fighter to shoot down a German aircraft, it was the first USAAF fighter to carry out an escort mission to Berlin, it was the first USAAF plane to land in Japan after that country had surrendered, it was the heaviest US fighter of World War 2, it was the only American fighter in production at the time of Pearl Harbor to be still in production at the wars end, and it accounted for more Japanese aircraft destroyed in combat than any other US fighter. Lockheed was invited along with Boeing, Consolidated, Curtiss, Douglas, and Vultee to take part in a USAAC design competition X-608 for a twin-engined high-altitude interceptor. The specification called for a maximum speed of at least 360 mph at 20,000 feet and 290 mph at sea level, an endurance at full throttle of one hour at 20,000 feet, and the ability to take off and land over a 50-foot obstacle within 2200 feet. The Lockheed design staff was headed by Hall L. Hibbard. Working with Hibbard was the soon-to-be famous Clarence L. Kelly Johnson. After studying a lot of different designs, Hibbard and Johnson finally settled on a twin-boom design with each boom extending aft of the engine and the pilot sitting in an enclosed cockpit in a central nacelle. Each boom was to house one of the new 1150 hp Allison V-1710C twelve-cylinder liquid-cooled engine with an exhaust-driven turbosupercharger. The Allison engine at that time had just completed a 150-hour type approval test at 1000 hp. The central nacelle contained a forward-firing armament of one cannon and four 0.50-in machine guns. This armament was quite heavy for its time, the standard USAAC armament of the day being one 0.30-in and one 0.50-in machine guns. One advantage of the twin-boom layout was the possibility of installing the armament in the central nacelle, unhampered by synchronizing gear and allowing sighting of the parallel streams of fire up to the maximum range of 1000 yards. Tail surfaces consisted of a fin and rudder at the end of each boom and a horizontal tailplane and elevator between the booms. It was anticipated that the twin fin-and-rudder tail assembly would increase the effective aspect ratio of the tailplane by the endplate effect, thereby providing stability over a large c.g. range. At 14,800 pounds, the XP-38 weighed more than a bombed-up Bristol Blenheim I, at that time the standard British medium bomber. Fowler flaps were fitted between the ailerons and the booms and between the booms beneath the trailing edge of the wing center section. The project was given the company designation Model 22-64-01. Lockheed promised a maximum speed of over 400 mph. Although the USAAC was somewhat skeptical about so radical a design, the Model 22 won Design Competition X-608 and on June 23, 1937, Lockheed was awarded a contract for one XP-38 prototype (Ser No 37-457). Construction began in July 1938. Construction proceeded rather rapidly despite the radical features that it embodied. Few problems were presented by the installation of the Allison V-1710-11/15 (C9) engines, which developed 960 hp at 10,000 feet and 1090 hp at 13,200 feet. Each engine had a General Electric B-1 turbosupercharger. To combat torque, the propellers rotated in opposite directions, a special version of the Allison engine being produced with a left-hand rotating propeller shaft. The engines had inwardly-rotating propellers. No armament was installed on the XP-38. The XP-38 aircraft was completed in December of 1938. On the last day of the year, the completed XP-38 was stripped down, covered with canvas, and loaded onto three trucks. In great secrecy, the convoy of trucks was escorted by police to March Field, near Riverside, California, where Air Corps Project Officer Lt. Benjamin S. Kelsey was to began the flight testing. However, on the very first ground run, the wheel brakes failed and the XP-38 ended up in a ditch. Lt. Kelsey finally took the XP-38 into the air for the first time on January 27, 1939. The early test flights turned up some problems with the wheel brakes and with vibrations of the flaps, requiring that some modifications be made to the prototype. Maximum speed was 413 mph at 20,000 feet, and an altitude of 20,000 feet could be attained in 6.5 minutes. Service ceiling was 38,000 feet. Empty weight was 11,507 lbs, gross weight was 13,964 lbs, and maximum takeoff weight was 15,416 lbs Reaction to the first few test flights was highly favorable. In spite of the problems encountered on its first few flights, it was decided to attempt a record transcontinental flight before delivering the XP-38 to the Army at Wright Field. At daybreak on February 11, 1939, Ben Kelsey left March Field destined for Mitchell Field, New York with refuelling stops at Amarillo, Texas and Wright Field, Ohio. On the final leg of the flight, the XP-38 lost power as Kelsey was coming in for a landing at Mitchell Field and crashed on a golf course just short of the runway. Fortunately, Lt. Kelsey was unhurt, but the XP-38 was a total loss. In spite of the loss of the XP-38, the Lightning had shown its true potential. On April 27, 1939 a Limited Procurement Order for thirteen YP-38 service test aictiorh8+[s8+8+\th8+]8+8+dA.@ `'@@`'0$`'0 '`'('`'0d%`'0&`'N@`'@B`'0$`'0#'`' "&`' '`' '`'0'`' !'`'+@< `'@B`' #`'0y&`'0l%`'@`'@B`' g%`'/@( `'@B`' ,%`' ]'`' &`'@,'`'@B`'@\`'@B`'0$`' 4'`'0%`'l@`'@B`' @w`'@B`'_P`'@B`'PP`'@B`'R@4`'@B`'`'iP`'@@`'Fr@ 88+PE\ @R@)$qxGMM}(PGMM&xGMM PGMMExGMM PGMMExGMM&*PGMMOxGMMPGMM6xGMM^PGMMCxGMMPGMM8xGMMz4PGMM  @ ?xGMMPGMMv8+P'm2h԰&Q ?`'2@2B 8+P2G1!j>$`'22"1xH8D`'* *  %`' 3 45 w   @F  @ @` @y @ W`'22IbxGMM>PGMM?xGMM PGMM<xGMMp PGMM9xGMMVPGMM[xGMMPJPGMMfxGMMNPGMMExGMM~%PGMMMxGMM9$PGMM$xGMMPGMM-xGMMPGMMG^`'22i_`'ggL`3  < !{+ /   $^/ GMMdGMMP8+PD)h԰. : uGMM/ PGMM8+P~1h԰P}222%A `'22&8+P2h԰Pm28+P>D1h԰P>C220&`'B@`'@@`' $`'0O'`'0%`' &`'!@~`'@@`'0$`'0/&`' ,'`'  %`' &`' 8&`'@`'@@`' @w`'@@`'KPx`'@@`'{@S"`'@@`'jP`'@@`'OP`'@@`'Q@`'@@`'@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'<*2A`'22B`'2F2ME`'T'T'q+1o`'MPGMM8+P@2h԰8oubleday, 1971. +U(xKd(xKd  @  @  8 m2`LPC" BPM5PM5IMP_dD which were correctedbxGMM*PGMMCxGMM PGMM"xGMMPGMM"xGMMPGMM@xGMMlPGMM"xGMMiPGMM4xGMMlPGMMAxGMM PGMM;xGMMPPGMMDxGMMzPGMM8+q>Fh԰P>E2 HxGMMo PGMMixGMMMPGMM_xGMMpPGMM8xGMMPGMM@xGMMPGMMOxGMM=PGMMTxGMM(PGMM4xGMMPGMM7xGMMPGMM9xGMMPGMM[xGMM PIxGMM PGMM=xGMMPGMMFxGMMPGMMXxGMM~PGMM428+PB@2h԰PA2" O2`LPC" BPM5PM5IMP _d08+h԰P2 @ @ o`LPC" BPM5PM5IMP_dD8+8+Fh8+G8+8+Hh8+88+8+Ih8+8+8+K|h8+hh'h8+(hh)h8+*hh+h8+,8+8+h԰N" )`'TT@GMM8+PDn!o7U(xKdx(xKd,(xKd287+P1[U(xKd9((xKd2(xGMMQPGMMPGMM.xGMMcPGMMPGMM.xGMMPGMM1xGMMmPGMM0xGMM1PGMMDxGMM;PGMMFxGMMPGMM?xGMMPGMMExGMM=PGMM;xGMM+PGMMVxGMMPGMMMMb PGMM8+P*m2q+1o]xGMM!PGMMAxGMMPGMMqxGMM~(PGMM&xGMM PGMMExGMM PGMMExGMM&*PGMMOxGMMPGMM6xGMM^PGMMCxGMMPGMM8xGMM4PGMM @F  @8+PDFGMM GMM P8+P>D1h԰P>C28+8+PD;+h԰PDF2d~*"12FxGMMPGMMoEU(xKd(xKd& (`'M PGMMd Lih8+8+8+h8+8+8+h8+8+8+h8+8+8+h8+0 `' @ `'@@`' C$`'0%`' A&`'0+&`' '`' <'`') `'Y@`'@B`' 2$`'0&`'(@ `'@B`'0$`'0R'`'kP`'@B`' @w`'@B`'fP:`'@B`'IP`'@B`'`'gPN`'@B`'@`'@B`'@`'@@`'  @   v'7y.  }@ N 5FIPGMM ExGMM1PGMM*xGMMd PGMMExGMMo;PGMMJxGMMvPGMMPGMMOxGMML PGMM?xGMM{ PGMMPGMMOxGMMJPGMMDxGMMRPGMMPGMM<xGMMi PGMMMZxGMMJIPGMM`'I`'@F @ >5shor8+P>HI2h@K>G 1218@4`'2298+P>Jp2h԰P>I222@O<`'//A8+P>L2h԰P>K22I2H2AD`'22I8+P>N1h԰P>M222P AL`'2%,Q8+P>P2h԰V>O,22XDT`'22Y8+P>R2h԰P>Q%,22`?\`'22a8+P>T2h԰P>S1PGMM PGMMdhs(xKdRegistrationPaperBlackRedGreenBlueO$ w#5xyz={=|9}9~O*7.^`LPC" BPM5PM5IMP_dOPROCFIXUP05@V12COMN@@8+PD2h԰PC28(xKd8+PA2h԰A~D-}z`'2~B  `' !K@x8+ AyZ-h԰PAx.2MMAxGMM8+PA}2h԰PA|2<#1`LPC" BPM5PM5IMP_d  `' @ `'@@`'0d$`'Pt`'@B`'0B%`'0%`' &`'@'$`'@B`' _%`'0%`'w@`'@B`'0$`'0('`'0:'`'R@Y`'@B`' @w`'@B`'TPf`'@B`'QPL`'@B`'`'7p`'``'4@ `'@@`'2@`'@`'@`'J@`'D@J`'@q`'D@`'H@"`' @@`'@`'0@$`'u0@"`'@"`'w @%`'?@@`'@@`'=`'21$U(xKdB(xKd>`'2g2C`'/p/`'M PGMMW`'IZw(xKd$BWZxGMMPGMM`LPC" BPM5PM5IMP_dEstimated maximum speed of the XP-50 (never achieved in tests) was 424 mph at 25,000 feet. Estimated service ceiling was 40,000 feet. An altitude of 20,000 feet could supposedly be reached in 5 minutes. Maximum range was estimated to be 1250 miles. Empty weight was 8307 lbs, and loaded weight was 10,558 lbs. Maximum weight was 13,060 lbs. Wingspan was 42 feet, length was 21 feet 11 inches, height was 12 feet, and wing area was 304 square feet. Sources: Grumman Aircraft Since 1929, Rene J. Francillon, Naval Institute Press, 1989. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. Joe Baugher  AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 GMMPGMM> ..--__8+PE(h԰PE* L2HU(xKd(xKd-2/h԰PA28+A22} 9z`'D-D-~8+PP2h԰PO1xGMM(P_p8+ R&<.1O$mmLcmkm{ m!%/&bY0<RoSpb<qTrR?{:+st^uV\Y    \ 3o8+P>V2h԰P>U2GMMPGMM@ 8+T'h԰PF2" @~# `( @l(`LPC" BPM5PM5IMP _d8+P2GMM-xGMMLP:xGMMPGMM18+Pb2h԰Pa2I2~9`'{*{* @` p j @ @`'2I2JC`'6363>5`'xGMMfPGMMPGMM(xKd8+P2h԰P@2!1`LPC" BPM5PM5IMP _d2 a`xGMMg PGMMh԰P28+s  5 `'22 h q @S 5 p g 7 +  \ '  ?  `'Introduction to The Pursuit/ Fighter Series, first edition "This article is the first in a series which will discuss the US Army and US Air Force fighter aircraft in the P (later F) series. I will discuss them in the order in which they appear in the numerical series." Thus started a project of Herculean dimensions (although I think it is really a labor of love) for Joe Baugher in the Internet sci.military news group. It has, to date, included all the pursuit and fighter aircraft through the F-99 that were commissioned for the USAAC, USAAF and USAF as well as some of their relatives that served in other branches. As I followed Joe's postings I realized that they had become more than a compilation of information from other sources. It took on a personality of its own. Joe's insights into the twists and turns of military procurement have been particularly enlightening. Accordingly, I decided that those of us who had followed the series and others who might come across it later might enjoy having a 'bound' book of the series. This is Joe's book. I have tried to change the posts as little as possible, however I have edited for grammatical and spelling errors. When there were errors of fact the sci.military folks pointed these out and their original messages are included as notes. I have added a table of contents and a partial index. The table of contents lists each of the postings by title. The index is still in work, but what is there now is a reference to the group and wing numbers for the aircraft presented in the series and some type references. This book is available as a Postscript file for single sided printing, two Postscript file for double sided printing (one for even and one for odd pages) and as a PageMaker 5.0 file. To date I've included only the posts though F-99, but the series goes on. I hope to update the book as Joe writes and posts the remainder. This series will continue to be of interest to historians and military aircraft buffs for years in the future. Enjoy the trip through the 'series'! Charlie Carey3 November 1993`'gPN`'@@`'8+!`'V8_~ &`'2F +`'2-!A`'22' `'2u 0`'2%A`'2m2B`'2F2`'2  `'2\  `'2\ j@`'2"2`'2'2A`'22D`'* * ExGM8+P>X2h԰P>W2-xGMMPGMMI2`LPC" BPM5PM5IMP _d$`'A`'211A`'2"2B`'225B`'8181 `'..O`'2 2 <`'v/v/?`'228`'++ U`'229`'R.R.SE`'22?`'2@2B `'2m2:!`'----?"`'2[2 n@#`'2G1!l>$`'22" %`' w   @F  @8+P>Z1h԰P>Y2   - 8+P>\n1h԰P>[1U`'22b Z8+P>^2h԰P>]72C`'@raphic Reconnaissance Squadrons. Later, these units and two other squadrons of the 3rd Photographic Reconnaissance Group operated various versions of the F-5. In the North African theatre, the 154th Reconnaissance Squadron obtained its photographic Lightnings when its maintenance personnel modified a number of P-38Fs in the field. The F-5 equipped 5th Photographic Reconnaissance Group was initially assigned to the Twelfth Air Force and became operational in September 1943. However it was transferred to the Fifteenth Air Force thirteen months later. In the European theatre, where the 3rd PRG had briefly been based before transfer to North Africa, the first operational sorties by photographic Lightnings was flown by F-4As of the 7th PRG on March 28, 1943. This group successively operated F-4As, F-5As, F-5Bs, F-5Cs, and finally, during the last year of the war, F-5Es. Operating initially from bases in England but later moving to the Continent, the Ninth Air Force had for Photographic Reconnaissance squadrons (the 30th, 32st, 33rd, and 34th), which flew various versions of the F-5 from the spring of 1944 until the end of the war. The F-4/F-5s usually flew alone without fighter escort and in spite of heavy losses, especially when facing radar-controlled Luftwaffe fighters, they proved to be of unequalled value. The Forces Aeriennes Francaises Libres also received photographic Lightnings. They operated as an attached squadron with the 3rd PRG of the Twelfth Air Force. One of their pilots was the well-known author Antoine de Saint-Exupery, who was lost off southern France on July 31, 1944 while on a combat sortie. Sources: Lockheed Aircraft Since 1913, Rene J. Francillon, Naval Institute Press, 1987 The P-38J-M Lockheed Lightning, Profile Publications, Le Roy Weber Profile Publications, Ltd, 1965. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. Famous Fighters of the Second World War, William Green, Doubleday, 1967. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. Wings of the Weird and Wonderful, Captain Eric Brown, Airlife, 1985. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Lockheed P-38 Lightning (10 of 11)P-38 in Pacific Theatre )<oi<p"<q=r8<s<tA>u?v@wAx By CzD{E|F}G~HI JK}L'MNOP QvRQO<p S/0T/6"U;VW MxGMM PGMM9xGMMPGMMDxGMM PGMM,xGMMPGMM,xGMMPGMM8xGMMPGMMcxGMMgPGMMJxGMMIPGMMHxGMMPGMMLxGMMUPGMM?xGMMPGMM7xGMMPGMM8xGMM PGMMh԰P>E2@0 u- 8+,h԰P"222`'28+P1h԰P-  v'ICurtiss P-36 Hawk (Part 1 of 6) P-36 in USAAF Service The Curtiss P-36 was the first of the new generation of monoplane fighters to enter service with the USAAC. It was a contemporary of the Supermarine Spitfire, the Hawker Hurricane, and the Messerschmitt Bf 109, all of which were introduced within a few months of each other in the mid 1930s. Even though the P-36 owed very little to previous Curtiss biplane pursuits, the name *Hawk* was still generally applied to the aircraft. The P-36 pursuit had its origin in the Model 75 project which was originally developed as the Curtiss entry in the US Army pursuit aircraft competition scheduled for May 1935. Curtiss lost the initial contest but was the real winner in the end, with 227 examples sold to the USAAC, 753 exported, and at least 25 built under license in other countries. The Model 75 owed relatively little to previous Curtiss designs. The principal designer was Donovan A. Berlin, who had come over to Curtiss from Northrop, and the structure was heavily influenced by earlier Northrop designs. The prototype carried the civilian registration of X-17Y. It was an all-metal low-wing monoplane, with the metal-frame moveable control surfaces being fabric covered. The cockpit was enclosed by a sliding canopy, with the canopy being faired into a high rear turtledeck. Both the main undercarriage units and the tailwheel retracted, the main legs rotating backward 90 degrees and turning 90 degrees on their axes simultaneously to lay the wheels flat in the thin rear portion of the wing. This retraction mechanism had originally been developed by Boeing, which received a royalty whenever any other aircraft manufacturer used it. The wing was built in two halves joined on the aircrafts centerline. Portions of the outer wing structure were sealed to provide flotation in case of a forced landing in water. Hydraulically-actuated split flaps were fitted to the trailing edge of the wing. Initial armament was the standard US fighter armament of the timeone 0.30-in and one 0.50-in machine guns under the forward fuselage deck, firing through openings in the top of the cowling. No armor protection or self-sealing fuel tanks were fitted. Prototype construction began in November 1934. Initially, the aircraft was powered by the unfortunate 900 hp Wright XR-1670-5 (SCR-1670-G5) twin-row air-cooled radial. The first flight of the Model 75 took place in May of 1935. During early tests, the prototype had demonstrated a maximum speed of 281 mph at 10,000 feet, a service ceiling of 30,000 feet, and a range of 537 miles. Weights were 3760 lbs empty, 4843 lbs gross. Length was 28 feet 3 1/2 inches, wingspan was 37 feet 0 inches, and wing area was 237 square feet. On May 27, 1935, Curtiss submitted the Model 75 to the USAAC Material Divisions single seat fighter competition which was to be held at Wright Field that very month. However, the Model 75 was the only competitor ready in time for the scheduled flyoff. The primary competitor, the two-seat Seversky SEV-2XP, had been heavily damaged during delivery to Wright Field, and did not arrive there until June 18. The SEV-2XP was soon returned to the Seversky factory where it was reworked into a single seater with retractable undercarriage. The competition was delayed until the SEV-1XP could be ready. It finally arrived at Wright Field on August 15, bearing the designation SEV-1XP. The only other serious competitor, the Northrop 2A had taken off on its maiden flight on July 30, headed out over the Pacific, and promptly disappeared into thin air. Curtiss protested that this delay had given the Seversky competitor an unfair advantage, and convinced the Army that it should defer its decision until after a further competitive evaluation which was to take place in April of 1936. During the early flight tests, the XR-1670-5 engine which powered the Model 75 had proven itself to be totally unsatisfactory. Don Berlin took the opportunity afforded by the delay to replace this engine by a 700 hp Pratt & Whitney R-1535. Since this engine model had passed its peak of development, a nine-cylinder single-row Wright XR-1820-39 (G5) Cyclone radial was quickly substituted. This engine was rated at 950 hp for takeoff and at 850 hp normal maximum output. With this engine, the prototype was designated Model 75B (Model 75A had been reserved for the export version of the Hawk). In its final form, the Model 75B had a strengthened cockpit canopy and introduced a scalloped aft fuselage decking behind the cockpit for a somewhat improved rear view. The new Cyclone radial of the Model 75B proved to be almost as unsatisfactory as its R-1670 predecessor, and failed to deliver its full rated power. There were no fewer than four engine changes during the Wright Field trials. In addition, there were problems with incompatibility between the engine and the airframe. The Model 75B proved capable of attaining only 285 mph (versus the 294 mph at 10,000 feet guaranteed by Curtiss-Wright). Even though the Seversky entry also fell short on promised performance and in addition was more expensive than the Curtiss entry, the Model 75B lost out to the Seversky competitor, which won an order for 77 examples under the designation P-35. Even though the prototype Model 75 never became Army property, some sources refer to the various configurations of this aircraft under the collective designation XP-36. This was a matter of historical convenience only, since there never was any such official designation. The original configuration of the Model 75 prototype with the 900 hp Wright SCR-1670-G5 radial was given the retroactive company designation of Model 75D. The prototype aircraft was later rebuilt and delivered to the Army as the XP-37, of which more in a later installment. On June 16, 1936, Curtiss got a consolation order from the Material Division for three examples of the Model 75B under the designation Y1P-36, perhaps because the USAAC was getting nervous about the inability of Seversky to meet its delivery schedules and was therefore hedging its bets. Serial numbers of the Y1P-36s were 37-68/70, and the company designation for these planes was Model 75E. At Army direction, they were to be powered with the Pratt & Whitney R-1830-13 Twin Wasp radial, virtually the same type of engine that was used by the P-35. The Twin Wasp was rated at 900 hp at 2550 rpm at 12,000 feet, having been de-rated from 1050 to 950 hp for takeoff. The engine drove a hydraulically-operated, constant-speed three-bladed Hamilton Standard propeller. Armament was the Army standard of the day, one 0.30-inch and one 0.50-inch machine gun under the cowling and synchronized to fire through the propeller arc. The Y1P-36 could be distinguished from the prototype by the R-1830 engine and also by the presence of modified and larger view scallops behind the cockpit. The first Y1P-36 was delivered to the Army in March of 1937, and was tested at Wright Field in June of that year. The Wright Field test pilots were uniformly enthusiastic about the new Curtiss plane, commenting favorably about its maneuverability. The effectiveness and operation of all controls throughout the speed range of the fighter were excellent, and stability and ground handling were quite favorably rated. However, there was some criticism of the location of the undercarriage and flap controls, some complaints about the cabin ventilation, and some unfavorable comments about the curvature of the windshield which resulted in some distortion of vision during landing. With the R-1830 engine, the Y1P-36 did so well that it won a 1937 Army competition, and on July 7, 1937, the Army ordered 210 P-36As, the largest single US military aircraft order since the First World War. Curtisss private venture had finally paid off. $@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'@@ `'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`'LP^`'@@`' ``'``'ppi`'A`H`'@$`'@@`') j`'@ `'@@`'{ #`'0%`' @`'@@`'0 %`'0Z'`' 7'`'`@`'@@`' ;$`' %`'NP2`'@@`'0$`' &`'0'`'0$`' ,'`'8@ `'@@`' $`' `' %`'(1&`'%@a `'@@`'0_$`' &`'0&`'0 '`'!@W `'@@`'0%`'z@r `'@@`'0)$`'0b%`'7$`'i`'0&`')P `'@@`'0[$`'Qj`'0'`'0&`'0&`'w@ `'@@`' @`'@@`'``' `K`'``'`p`'"@  `'``'``'`p`'#@ ) `'``' `K`'``'`p`'$@ `'``'``'`p`'#@ ) `'``'``'`p`'#@ ) `'``'``'`p`'$@ `'``'``'`p`'$@ `'``' `K`'``'`p`'$@ `'``'``'`p`'/3}B 0/h԰P8+P`_H?Agfa 9000 Series PS NTpscriptLPT1:@@xGMM(xKdContents^tIndex ,^>;^>^=.^>",c:\ALDUS\USENGLSH:\ALDUS\USENGLSH\PM5.HLPdA ..--__nCxGMMRIPGMM,xGMM? PGMMOxGMMWPGMMIxGMMPGMMYxGMM1 PGMMHxGMMCPGMM@xGMM5 PGMMGxGMM PGMMHxGMM PGMM?xGMMS(PGMM[xGMM PGMMts^tIndeh԰PD28+PDI2GMMNx8+PD1 PGMMHx8+PD;+h԰PDF2BxGMM8+PDGMMn8+PD_8+PD8+PD1n8+PD2`'pi`'A@H`'  `'-@  `'@@`'05%`'0&`'@r%`'@B`' $`'0C'`'0%`' @`'@@`'0#`'0%`'0O'`'@`'@@`'0$`'0&`'@`'@@`'~ L#`'*P `'@@`'0$`'PX$`'@@`' $`'v@` `'@@`'0$`' %`'0&`' D'`'0%`']@1`'@@`'0G%`' %`'8&`'  '`'0&`'*@ `'@@`'0$`'0'`' &`' &`'0%`'05&`'*P `'@@`'0"%`'0&`'0$`'02&`'tP`'@@`' #`'w@< `'@@`' %`' 2%`' `'0&`'p@`'@@`'}0#`' O&`' &`'0&`' %`'0&`' &`'0&`' H&`'@b`'@@`'0$`'0Q'`'0'`'0$`'2@ `'@@`'0$`' &`'0U'`'b@`'@@`' $`'0%`' &`' $`'0$`'8&`'V@`'@@`'0.$`' +'`'{@M `'@@`'0:%`' L&`'0&`'0Y'`'0'`'QPg`'@@`'0$`'0'`'0)&`'@{`'@@`' @w`'@@`'aPg`'@@`'_P$`'@@`'FP`'@@`' ``'pi`'A@H`'8+P>`2h԰P>_258+P>b1h԰P>a2 p and with the 46th and 8+PFm2Hawaii. hUp to this time, the Airacobra had been manufactured in relatively small numbers. The first Airacobra model to be produced in really large numbers was the P-39N (Bell Model 26), 2095 examples being built. The first 1100 P-39Ns were part of that order for P-39Gs which had been distributed among P-39Ks, Ls, and Ms, but the remaining 995 Ns were new orders. All P-39Ns were powered by the V-1710-85 (E19) engine rated at 1200 hp for takeoff and 2215 hp at 15,500 feet. The power rating was similar to that of the M- models V-1710-83, but with a different propeller reduction gear ratio and an Aeroproducts propeller in place of the Curtiss Electric. The Aeroproducts propeller was enlarged to 11 feet 7 inches in diameter, an increase of six inches. After completion of the first 166 P-39Ns, the USAAF requested that four fuel cells be removed in order to reduce the internal fuel capacity from 100 to 72.4 Imp gal, and so to reduce the maximum permissible gross weight from 9100 lbs to 8750 lbs. This kept weight down, but unfortunately it also restricted range. Therefore, kits were provided that allowed the four fuel cells to be refitted in the field. The 500 P-39Ns were followed by 900 P-39N-1s. These differed only in some minor internal changes which altered the location of the center of gravity. The last Ns were the 695 P-39N-5s. They differed from earlier Ns in having the total weight of armor reduced from 231 to 193 pounds. A curved armor head plate supplanted the bulletproof glass behind the pilot. The O letter was never used, lest it be confused with the number zero. For some reason, the designation P-39P was never assigned. The serials of the P-39s were as follows: 42-4944/5043 Bell P-39N Airacobra (originally part of P-39G order) 42-8727/9126 Bell P-39N Airacobra (originally part of P-39G order) 42-9127/9726 Bell P-39N-1 Airacobra (originally part of P-39G order) 42-18246/18545 Bell P-39N-1 Airacobra 42-18546/19240 Bell P-39N-5 Airacobra Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. P-39 Airacobra in Action, Ernie McDowell, Squadron/Signal Publications, 1980. The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Bell P-39 Airacobra (7 of 9)P-39Q +PVWhen Lockheeds holding company, the Detroit Aircraft Corporation, went into receivership in 1931, they were unable to fulfill their contract to manufacture YP-24 fighters for the USAAC. In addition, Detroit Aircrafts chief engineer Robert J. Woods was now out of a job. However, Woods was soon recruited by the Consolidated Aircraft Corporation of Buffalo, New York. Robert Woods continued to work on his YP-24 design when he went over to Consolidated. Despite the failure of the Detroit company, the USAAC was still interested in the YP-24 design. The Army ordered a single prototype of Woods basic design from Consolidated under the designation Y1P-25. The serial number was 32-321. At first glance, Consolidateds Y1P-25 looked much the same as did the Detroit YP-24. It was a two-seat, low wing monoplane with fully-retractable main landing gear. However, there were significant differences. The Y1P-25 had an all-metal wing in place of the wood-frame, plywood-covered wing of the YP-24. In addition, the tail of the Y1P-25 was larger, and metal was substituted for the fabric covering on the tail control surfaces. The engine was a 600 hp Curtiss V-1570-27 Conqueror, 12-cylinder liquid-cooled engine with turbosupercharger mounted on the port side (the YP-24 had no supercharger). The armament was two fixed, forward-firing machine guns mounted in the upper fuselage, plus one flexible machine gun operated by the gunner in the rear cockpit. A second prototype of the basic Consolidated design was built as a ground attack aircraft. Designated Y1A-11, the aircraft differed from the Y1P-25 primarily in having a Conqueror engine without a supercharger. In addition, the Y1A-11 had two more guns in the nose and racks for up to 400 pounds of bombs. The serial number of the Y1A-11 was 32-322. The Y1P-25 was delivered to the Army on December 9, 1932. First tests were very encouraging. Thanks to the turbosupercharger, the Y1P-25 could achieve 247 mph at 15,000 feet in spite of 700 lbs more weight as compared to the YP-24. The maximum speed was 205 mph at sea level. The Y1P-25 could climb to 10,000 feet in 6.7 minutes. Weights were 3887 lbs empty, 5110 lbs gross. The flight tests with the Y1P-25 and its Y1A-11 attack counterpart went quite well. However, the Y1P-25 crashed on January 13, 1933, and was so badly damaged that it was a write-off. The Y1A-11 crashed a week later. In spite of the two crashes, the USAAC did not feel that there was any intrinsic flaw in the basic design, and later that month a contract for four production examples was issued under the designation P-30 (Ser Nos 33-204/207). The P-30 differed from the Y1P-25 by having a 675 hp Curtiss V-1570-57 with twin-blade constant-speed prop, simplified undercarriage, and revised cockpit canopy. Four similar A-11s (33-308/311) were also ordered with unsupercharged V-1570-59 engines. Plans for the construction of two Y1P-25s with Pratt and Whitney radial engines which were allocated the designations YP-27 and YP-28 did not materialize. Sources: United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers,  Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. General Dynamics Aircraft and Their Predecessors, John Wegg, Naval Institute Press, 1990. Joe Baugher |AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Number Twenty-Six in the SeriesThe Boeing P-26The famous Peashooter @B`'OP`'@B`'W@`'@B`'`'jP`'@@`'  `'P `'@@`'@s$`'@B`'0$`' %`' &`'$@`'@B`'0u%`'qP2`'@B`' g%`' %`'0&`' F'`'j[`'0&`' '`' )&`' G'`'@:`'@B`' %`' E'`'/@ `'@B`' |$`'0'`'0%`' %`'0f&`'0Q&`' Pn`'@B`'0$`'\@y`'@B`'0c#`'02&`'0w&`'B@`'@B`'0{$`'0 '`' `' %`'0T'`' &`'0&`' t&`'H@`'@B`'0$%`'lP`'@B`' @w`'@B`'Z`'``'@Y`'@B`'ZP`'@B`'`'jP`'@@`'$++  ]`'22]:`'.. @`'++  ]`'22!D`'2.2"W`'22#"w`'21$GB`'22%A `'2p2&0!`'2F2'i{"`'22(#`'2C2)b l$`'22*>%`'00+;&`';.;., )'`' 0h԰<,;.8+2< M P8+P@t2h԰?sn8+9S.GMM8x8+q>Fh԰P>E2 @e8+P>L2h԰P>K2  -  8+P>N1h԰P>M2  * !K@8+P<%2h԰P<$1 hnq+1o(xKd8+Q00h԰P h`'AV& `'`LPC" BPM5PM5IMP_d and eleven were shipped to China. Deliveries to China began on September 15, 1934. The last was shipped on January 16, 1936. The engine was the Pratt and Whitney R-1340-33. Maximum speed at 6000 feet was 235 mph. Initial climb rate was 2210 feet per minute. One Chinese squadron operating the Model 281 saw continuous action against Japanese invaders, and a considerable number of kills were registered. On August 20, 1937, eight of these fighters engaged six Mitsubishi G3M2 bombers during a raid on Nanking and destroyed all of them without lost to themselves. However, the Model 281 fighters were eventually forced out of service through lack of spares. The P-26 was a popular pilots airplane and performed well until outclassed by more modern fighters. P-26s served in frontline units with the USAAC until 1938-40, when they began to be replaced by Seversky P-35 and Curtiss P-36A fighters. All P-26 models had been withdrawn from regular squadron use by the time of Pearl Harbor. Most surviving stateside aircraft had been relegated to mechanic training schools. Most of those P-26s that had been stationed overseas were sold to the governments of the Philippines and Panama, and two were sold to Guatemala. Some of these P-26s were serving with the Philippine Air Force at the time of the Japanese attack. One of the Philippine P-26s is credited with shooting down the first Japanese plane during the early attacks on the islands. However, the few P-26s operated by the Philippine Army Air Force were quickly overwhelmed by the onslaught of the Japanese Zero fighters. Several of the Panamanian P-26s were later acquired by Guatemala and were still active as trainers as late as 1957. One P-26 was obtained from Guatemala by the Planes of Fame museum of Chino, California where it has been restored to flying condition in its original US Army markings. Another was obtained from the same source by the National Air and Space Museum of the Smithsonian Institution. Sources: Boeing Aircraft since 1916, Peter M. Bowers, Naval Institute Press, 1989. The Boeing P-26A, Peter M. Bowers, in Aircraft in Profile, Doubleday, 1969. United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers,  Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Number Twenty-Seven in the Seriesthe Consolidated YP-27never built The Consolidated YP-27 was to have been a version of the Y1P-25 two-seat monoplane fighter powered by a Pratt & Whitney R-1340-21 air-cooled radial engine in place of the Curtiss Conqueror liquid-cooled, in-line engine. It was never built. Sources: The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher  AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Number Twenty-Eight in the SeriesThe Consolidated YP-28never built The Consolidated YP-28 was to have been a version of the Consolidated Y1P-25 with a Pratt & Whitney R-1340-19 air-cooled radial engine in place of the Curtiss Conqueror liquid-cooled in-line engine. It was never built. Sources: The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Number Twenty-Nine in the Seriesthe Boeing YP-29modernized P-26 GMMPGMM<xh8+hhh8+hhZdGMM0 `'@  `'@@`'0#`'0J&`'P%`'@@`' $`'(a&`'0&`' &`'0%`'@ `'@@`'0$`' v&`' &`'0)&`' @`'@@`'} #`'0$`'0O'`' "'`'@`'@@`' #`' N'`'0&`'0}&`' &`'@`'@@`' j%`'08'`'@&`'@@`'0$`' h&`'0G&`'Q@`'@@`'0%`' z&`'cP`'@@`'| R#`'0&`'04&`' }&`' %`'_@q`'@@`' @w`'@@`'^P`'@@`'_P`'@@`'QP`'@@`' ``'``'ppi`'A`H`'@$`'@@`'EU(xKdVI(xKd,U(xKd? (xKdOU(xKdW(xKdIU(xKd(xKdYU(xKd1 (xKdHU(xKdC(xKd@U(xKd5 (xKdGU(xKd (xKdHU(xKd (xKd?U(xKdS((xKd[U(xKd (xKd(xKd(xKdAU&(xKd (xKdg?@ABE8+:0-h԰P:@2!!z8+<.h԰W;$`' &`' &`'8+P>>1h԰P>=2yh԰P>28+>g  -  8+P>P2h԰V>O,hBB>8+PB2)8+Pd2h԰Pc1  -  8+PcI2 @  2@> ] g `'h@`'22h`'8+P=02h԰W;`PC" BPM5PM5IMP_d8+P;2!zABCEF!| Kn 1' 2%`'linois 60566-7033 d from astern8+ AyZ-h԰PAx.2&(xKd8+PA{p2h԰PAz1 A-`'2m22A.`'2I23A/`'224A0`'2"25U H1`'%.%.6/?2`'2[27zA3`'218@4`'229BB5`'22:=6`'---;z?7`'22<?A8`'22=0B9`'21>8:`',,?f z;`'22@O<`'//A==`'22B@B>`'22C p?`'21DA@`'22En!A`'F B`' 1 1G`nC`'2I2H2AD`'22I}AE`'2p2JX@F`'22KAAG`'22L$HH`'22M>I`'21N EJ`',,O?K`'22P AL`'2%,QAM`'22R*DN`'21S@O`'22T@P`'22U@Q`'22VKBR`'22WAS`'22XDT`'22Y@U`'21ZAV`'21[(BW`'2n1\6>X`'272]#AY`'22^GAZ`'22_Q[`'22`?\`'22a>H]`'21bG^`'22i_`'gg`'``'@`'@B`'8+PEF`'@@`'t2LxGMM\ PGMM`'2`'GMM`'8+P2h԰;.`'@@`'i $`'`LPC" BPM5PM5IMP_d0Jh8+3Khh4Lh8+5Mhh6Nh8+7Ohh8Ph8+9Qhh:!KQ!LA`'222>`'2-?`'21KS`'2"28`',,S `'2@21i`'22@`'2s2 >`'272A`';.;.=`'22?`'2g2?`'21B`'22`' 8+*1h԰P*2v'`LPC" BPM5PM5IMP_d7xGMMxPGMMsPGMMPGMMPGMMPGMMPGMMPGMMPGMMPGMMPGMM1PGMM"PGMMPGMMCPGMMePGMMYPGMMPGMMIPGMMVPGMMPGMMPGMMPGMM PGMMFPGMMSPGMMTPGMMFPGMMPGMMB`'2%28+P72h԰Ps22`'28+dTh԰c63@ U(xKdf(xKd@(xKd@@GMM, `'@ `'@@`'0$`' %`' '%`' &`' &&`'0)'`'0:&`'F@`'@@`'0#`'0Z'`'03&`' &`'EP``'@@`'0%`'0&`'0E'`' '`'8&`' &`'@`'@@`'(*%`' &`'0'`' %`'@8'`'@@`' 9%`' ('`'0C'`'0&`'~@#`'@@`'0_%`'@`'@@`'0#`' Z'`'0&`'0%`' %`'0&`'-@6 `'@@`' #`' T%`'0;'`' N'`'@@`'@@`' #`'84&`' &`'E@{`'@@`' 0%`' &`' %`'0%`' Z`'03&`'AP`'@@`' $`'0'&`'r@`'@@`' %`'0%`'0&`'|P `'@@`' $`' R'`'2P `'@@`' =$`' L'`'P$`'@@`'01%`'8(&`'0&`' @`'@@`'00%`' Y%`'o@}`'@@`' '$`' 6&`'lP`'@@`' #`' %`'0D&`'0%`'_@`'@@`'~0$`' %`'0&`' %&`'4P `'@@`' @'`'@@`'hP`'@@`'mP`'@@`'HP`'@@`'QP`'@@`' ``'``'ppi`'A`H`'@$`'@@`';@U`'?@y`'@`'2@ `'I@K`'@`'F@`'0`'B@`'H@~`'G@i`'4@`' @U$`' @$`' @%`' @w`'?@`'*@,`'(p@`'i0p`')P@ `'@@`'N@`'@`'@`'e@;`'7@`'J@`'I@`'I@`'J@`'F@`'C@`'E@`'@^`'@`' @#`'R@.`' @$`'8@i$`' @#`'~0@#`'%@ `'0@H#`' @$`'0@E$`']@`'0@#`' @$`'0@"`'E@`'0@8#`'0@p#`' @$`'0@$`' @$`'{@Q `'0@}$`'0@$`'0@$`'x@ `' @$`' @,$`'d@`'@`' @'`'`@`'Yp`'` `'``'!`'@`' `@`'`p`'p@ i`'"``' ` ``'@$`'@@`'eriesNorthrop P-61 Black Widow (2 of 10) P-61A8+f@/h԰Pem2@ )`'@ `'@@`'0S$`'0%`' O'`'A@`'@B`'($`' &`'0&`'0%`'0 %`' 9&`'QP`'@B`' =#`' &`' %`'0&`'8@`'@B`'0H$`' &`'0Q%`'0!'`'0O%`'0e&`' /&`'.@_ `'@B`'0%`'0(&`'U@`'@B`' 1$`'0%'`'8 `'PP%`'@B`'0#`'0A&`'0!'`'00&`'g@\`'@B`' $`' U'`'0#'`'(&`'@&`'@B`'~ #`' R&`' >&`'0&`' %`'@`'@B`' #`'0&`'0z%`'@`'@B`'@3`' @w`'@B`'T@`'@B`'`P`'@B`'MP`'@B`'`'jP`'@B`'@`'@B`'@`'@@`'oxGMM*PGMM PGMM-xGMM PGMM,xGMM%%PGMM;xGMMcPGMM?xGMM=PGMMIxGMM#PGMM,xGMM PGMM,xGMM PGMM2xGMM/PGMMUxGMM=(PGMM`'218+P1h԰Pg2`'2`'28+(I, ;@` v'   Bn h԰PHa2ZU(xKd5(xKd8U&(xKd 5(xKd'U&(xKd .(xKd$U&(xKd (xKd'U&(xKd S (xKd_(xKd(xKd(xKd#U&(xKd & (xKd#U&(xKd (xKd=U&(xKd C(xKd<U&(xKd (xKd(xKd8+v0h>(g8+PEm2`'M2x~ P(8+P*2h԰P*.2*.2]U(xKd_(xKd(xKd (xKd<@`'21<`'T-T-RxGMMPGMM.xGMMPGMM`LPC" BPM5PM5IMP _d`LPC" BPM5PM5IMP _d+xe@ 8+,"`'@`# `'(xKdh԰O.8+/8+P(8+P2  @` GMM&x3g&xGMA`'2m2XN`'22 N`'"11z?`'2.2 I`'22 F`'2^2|;`'u*u*B,(xKd`LPC" BPM5PM5IMP _d 1h8+28+8+Th8+h8+h8+8+8+ @b88+++{*  @8+%*u*h԰P*^2  v'0'`'BU(xKd,(xKd (xKdAxGMMPGMM"11U(xKd(xKd (xKd_g8 `'"@  `'@@`'0\$`' _%`'0\'`'<@`'@@`'0$`'0&`'0&`'04'`'>@b`'@@`' %`'0,&`'0%`' T&`'@V`'@@`' $`'0E'`'0%`' @0`'@@`'0$`' &`'I@R`'@@`' #`' %&`'0Z%`' !&`' &`'iPN`'@@`'0$`'0M'`'P#`'@@`' G%`' &`'0-&`'0&`' &`'@`'@@`'0p$`'| D%`' &`'@#`'@@`'0q%`' &`' %`' &`'0&`' =&`'\@`'@@`'0#`'0$`'1P `'@@`'@ `' $`' &`'0%`'z0%`'@x`'@@`' n%`' &`'sP`'@@`' $`'09'`'@`'@@`' $`' $`'D@`'@@`' {%`' &`' &`'[@h`'@@`'0$`'0O&`'0%`' $`'1@} `'@@`'0$`' -'`' 3&`' &`' V&`'0&`'[@u`'@@`' $`' &`' Z'`'0K'`'0?'`' l&`'H@^`'@@`' B%`'B@p`'@@`' $`' &`' &`'0}&`'04&`'=@`'@@`'0V%`'0%`'(%`'y@"`'@@`' $`'@_`'@@`'0$`'0&`' `' &`' J'`'xPg `'@@`'06%`'0&`'0&`' &`' &`' \%`' b&`'#@`'@@`'0 %`'(5&`' G%`'0&`'0&`'P.`'@@`' C%`'0&`' %`'PN'`'@@`' c%`' 0'`'0&`'z@e `'@@`' $`'w@`'@@`'  $`'0'`'P&`'@@`'0&%`'0&`'0&`' 6'`'`@`'@@`' #`'0%`'  '`'P[&`'@@`' \$`' &`' &`'0&`'@#`'@@`' @w`'@@`'bPK`'@@`'IP`'@@`'GP`'@@`'HPf`'@@`'@W`' ``'``'ppi`'@``'@$`'@@`'B xq`'@@`'@8`'@@`'Pa`'@A`'@`'@A`'&@ `'6@:`'@F`'@A`'@A`'")xGMMPGMM&PGMM7PGMMPGMMPGMMPGMMPGMM PGMM_PGMMFPGMMUPGMMgPGMMPGMM&xGMM$U(xKd"!(xKdPGMM28+P-1(xKdLU(xKd (xKd 7A ( k  8(xKd 8(xKd8(xKd*8(xKd8(xKd"8(xKd_hs(xKdWhs(xKdhs(xKd 8(xKd8(xKd'8(xKdChs(xKdIhs(xKdEhs(xKdVhs(xKd28(xKddhs(xKd hs(xKd @  <xGMMFdGMM9xGMM7 dGMM dGMMg dGMM dGMMdGMM dGMM_dGMM dGMMdGMM!xGMMdGMMDxGMMmdGMMCxGMMdGMM=xGMMdGMMdGMMdGMMdGMMdGMMdGMM-dGMMdGMMdGMM-A/`'22-B0`'2F2.?1`'22/uB2`'2F20 F3`'221 <4`'212*?5`'223 ?6`'//4 s7`'225@8`'226E?9`'227:`'8A8+Phd2h԰Pg2-@-@. @).y %h8+bz8+8+c{h8+d(xKd@@ @ @ @@@@#@&@'@@+-@@/@1@@4568:<E@@HI@@J@R@@S@TUX`a@bns@w}@~@@@@@@@@@@@@@@"$&&@),.006@9@<@>@Q@T]jl@o @@@@@@&@)@.3@4:@CK@Z]@r@@ @@ @@@:@@>@EGO^b@@@@7@x@@z@}@@@@@@@@@@@@ @@@@@@@,@3@4U n@@}@ @4@@E@J@R]@@r@@  @ @*@N@b@@@@@@$ @T@ @  @J @e r @ @  - @@ C @p @ @ @  + R @  @@" ? F s   ' Q @o @ @ @ @5@ Yo(4 X@@ ?h@- @@G!s@@@@ @4H?@@"W1-@ /@K"@ @A{=@bG@|@@ k@b"@,@@5@6@r >@.M@@Z| =_@ @U @ @ @T +![!y!8"@S"@"@#"#V#@f#@@#$4$@y$1%@:%&@&[''@5(@f((@.))N*R++++H,,@f-Vs-@v-@)-@--@-@. @).*.@K.S.q@/@O/@/@_E06004)1@42 A2@U3I# y  D $@]$ 9@ @@f $. i1 @0 u- Arial"!Helvetica"!Wingdings!Courier New1Times New RomanCourier1AvantGarde"BookmanHelvetica-Condensed"NewCenturySchlbkPalatinoSymbolTimesZapfChanceryBZapfDingbatsRGillSans"TimesNewRomanPSBodoni-WPBroadwayEngraved-WPRBroadway-WPRCentury-WPCooperBlack-WPRCommercialScript-WPBEurostile-WP"Hobo-WPRMurrayHill-WPBOldEnglish-WPROldTown-WPStencil-WPR $@2$EU(xKddI(xKd,U(xKd? (xKdOU(xKdW(xKdIU(xKd(xKdYU(xKd1 (xKdHU(xKdC(xKd@U(xKd5 (xKdGU(xKd (xKdHU(xKd (xKd?U(xKdS((xKd[U(xKd (xKdTop speed was almost 180 mph, but the basic shortcomings of the V-1400 engine precluded any further development. Sources: United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers,  Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, Joe Baugher AT&T Bell Laboratories 2000 N. Naperville Road Naperville, Illinois 60566-7033 (708) 713-4548 Third in the seriesThe Curtiss P-3 Hawk radial engine, racers, experiments `' &&`'0&`' $`'AB`'22@AC`'22A=D`'2@2B=E`'22CBF`'22DMG`'2@2E IH`'21F=CI`'22GmAJ`'22H MK`'2e1I @L`'2|2J=M`'//K yN`'22L 5O`''*'*M@B`'`'hPz`'8+Pj2h԰i/6'`'0&`'0#&`'8+lTh԰Pk2`'@B`' ^$`'Ab`'242`qBc`'22aU ?d`'22b>e`'21cAf`'22d g`'2m2e2;h`'/@/fv:i`'22g?j`'2d2h Ik`'//i?l`'22j ?m`'22k_#n`'TTl7'`'8+Px2h԰w->I2h8+ hh h8+hhh8+hhh8+hhh8+ hh Z G HU(xKdo (xKdiU(xKdM(xKd_U(xKdp(xKd8U(xKd(xKd@U(xKd(xKdOU(xKd=(xKdTU(xKd((xKd4U(xKd(xKd7U(xKd(xKd9U(xKd(xKd[U8+Pz2h԰Pyg2 4th Fighter Interceptor Wing 341,8+P|2h԰P{2 (xKdu=sxGMM;PGMMAs`'2m2w6Lt`'2.2x ;u`'Z-Z-y ?v`'21z<Sw`'2p2{`Bx`'22| xy`'22} 9z`'D-D-~B{`'22A|`'22}`'it Squadron4th 8+Dh԰PD& 94th Pursu8+PE\ 4th Fighter GrIndex Organizations 17th Pursuit Squadron 11 17th Pursuit Squadron 24 1st Pursuit Group 13,24 27th Pursuit Squadron 13 4th Fighter Group 177,195,198,340 4th Fighter Interceptor Wing 341,342,352,355,359 8th Pursuit Group 24 94th Pursuit Squadron 13 97th Pursuit Squadron 21 Pursuit Group]h(xKd(xKd8(xKdX28+PE1+b+@@`' $`' &`'0&`'0&`'(/&`' %`' '`'0 '`'04%`'VP*`'@@`' #`'0&`' %`'0&`'0X'`' @R`'@@`' T%`'0&`'!@`'@@`' X$`' c%`'0&`'0%`'d@`'@@`'Q@`'@@`'0#`'0@ `'@@`'0$`'0'`'g$`'/P `'@@`'0d$`' X%`' M'`'0C'`'[@g`'@@`' @w`'@@`'T`'``'H@`'@@`'DP`'@@`'PPs`'@@`'VP:`'@@`'X]`'``'@Y`'@@`' ``'``'p`'pi`'A`pH`'@ `'@@`'$"!(xKd`LPC" BPM5PM5IMP_d8+PFh԰PFF28b%8+PF2h԰PF'8+hHh԰PH2")AU(xKd(xKdD2`LPC" BPM5PM5IMP _dFU(xKd(xKdPb2I8 2`B[PC" BPM5PM5IMP TU(xKd$(xKd8y2`@[PC" BPM5PM5IMP !`'V8_} &`'2F +`'2-!A`'22' `'2u 0`'2%A`'2m2B`'2F2`'2  `'2\  `'2\ h@`'2"2`'2'.A`'22D`'* * O<`'//AxGMMdGMMPGMMdGMM;PGMMdGMMPGMMPGMM%PGMMdGMMPGMMA`'22B`'22B`'2I2k !`'26`'2)&`'2 &`'2F@`'21]B`'2F29`'2;+u !`'23 $`'2_$ %`'2@`'212`'2& %`'8+PE\ @3@n@1h8+28+8+Th8+h8+h8+8+8+2&d'b'a%&e6f6g6=(K*4R[)\(h)I)i)j)])^)_)`)k)l)&_F\,^)]&[-iV]+\$]b@)<_<y<@<<8+PE\ Illinois 60566-7033 I2(xKdPGMMBody textU(xKdxGMMHeadline͗͗@(xKd@@PGMMNotesU&(xKd xGMMSubhead&U(xKd dGMMMinor head&u(xKdPGMMpage numbersu]h(xKdxGMMTOC title`'hs(xKddGMMTOC Headline`'8(xKddGMMTOC Subhead]h(xKdxGMMIndex title(xKddGMMIndex section8(xKdPGMMIndex run-in`'8h(xKdxGMMTOC Index title8litary budget for that year. With limited funds available, it/3}B 0/h԰P8+P`_H?Agfa 9000 Series PS NTpscriptLPT1:@@xGMM(xKdContents^tIndex ,^>;^>^=.^>",c:\ALDUS\USENGLSH:\ALDUS\USENGLSH\PM5.HLPdA ..--__n&`'0X&`' '`'0&`'xXKY&IV%&Z'['\']'^'_'&'I'`'a'K(b'4: -@c;%^_S2&d'b'a%&e6f6g6=(K*4R[)\(h)I)i)j)])^)_)`)k)l)&_F\,^)]&[-iV]+\$]` 8+PF%h԰PFunB xq`'@B`'@8`'@@`'!@V `'$@ `'@&`'"@ `'@`'@F`'@u`'@F`'Pa`'@G`'@A`'@`'@`'#@w `'$@ `'@`'@u`'+@Y `'"@ `'P `'0@ `'@`'@`'+@b `'@u`'@`'#@n `''@= `'@`'@&`'@A`',@( `' PH `'P`'@ `'@`'@`'@`'"@ `'@%`'$@ `'@`'(@ `'@t`'#@3 `'@`'@`'@`'(@ `'@`'@`'@`'@`'@`'@`'(@ `'@`'@`'@`'@`'#@ `'@H`'"@ `'#@w `'@`'P`'#@ `'@`'(P `'@`' @T `'@`'$@ `'@`'@`'$@ `'@&`'#@w `'P`'@`'@`'@`'@`'$@ `'1@`'@s`'@`'@`'@`'$@ `' @T `'(@ `'$@ `'@`'$@ `'@`'#@ `'$@ `'4P_`'@`'#@w `'@`'@`'@`'@`'+@b `'J@V`'@S`'@`'@`'#@w `'"@ `'7@`'@`'"@ `'@`''@4 `'@`''@4 `'#@w `'@`'@`'@`'#@w `',@ `'$@ `'@`'(P `''P? `'@``'@ `'(P `'(P `'$@ `'@&`'$@ `'@`',@ `'@`'@`'@`'(@ `'"@ `'@`',@ `' @`'@`'"@ `'@`'"@ `'@A`'@A`'(@ `'@@`'@`'@@`'@O`'(P `'@@`'@z`'@@`'+@ `'P`'@@`'@`'@@`'@t`'P `'@t`'@t`'@t`'@`'v@6!`'@B`' $`' 5&`'&@ `'@B`'0$`' %`' ['`'3P `'@B`' @w`'@B`'V`'``'8+PFh԰PFF2b h԰PE28+PE2 1 / Number Sixty-Eight in the SeriesVultee XP-68 Tornado : Never built The Vultee XP-68 Tornado was a proposed version of the XP-54 experimental pusher fighter. The XP-68 was to be powered by the 42 cylinder Wright R-2160 Tornado radial engine driving a set of contrarotating propellers. In July of 1941, the USAAF assigned the designation XP-68 to the project. In the event, the Wright Tornado engine project was abandoned before anything could be built, and the XP-68 project never got off the drawing board. The XP-68 was officially cancelled on November 22, 1941. Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Ray Wagner, 3rd Edition, Doubleday, 1982. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 >@?A`'2F2@`'O1O1 ]`'22%B`'2m2H`'2@2`'@0 u- ry 6, 1940, Vultee received an order from Sweden for 144 Vanguards, the production version being given the company designation Model 48C. The Flygvapen designation for the aircraft was J10. The first production prototype bore the civilian serial number NX28300 and flew for the first time on September 6, 1940. It was essentially similar to the Model 48X, but had an R-1830-S3C4-G (R-1830-33) engine rated at 1200 hp for takeoff and 1050 hp at 13,100 feet. Armament consisted of four 0.30-in machine guns in the wings and two 0.50 in machine guns in the fuselage. The military equipment added to the Model 48C caused the weight to go up weights were 5237 pounds empty, 7100 pounds gross, and 7384 pounds maximum. The extra weight caused the performance of the Model 48C to degrade in comparison with that of the Model 48X. The maximum speed was 340 mph at 15,100 feet. Initial climb rate was 2520 feet per minute, and an altitude of 19,680 feet could be attained in 9.2 minutes. Service ceiling was 28,200 feet, and normal range was 850 miles. Weights were 4657 pounds empty and 6029 pounds gross. Dimensions were wingspan 36 feet 0 inches, length 28 feet 4 inches, height 9 feet 5 inches, wing area 197 square feet. Before any production aircraft could be delivered to their Swedish customer, the US government placed an embargo on the export of military aircraft to Sweden, fearing that they might fall into Axis hands. Although the British had earlier rejected the Vultee fighter for their own use, they agreed to take over 100 of these aircraft under Lend-Lease as Vanguard Is. RAF serials BW208 through BW307 were assigned to these aircraft. The Vanguard I was considered as being unsuitable for combat use by the RAF, but it was considered appropriate for advanced training use by units based in Canada. In early 1941, Chiang Kai-Sheks Nationalist Chinese forces were being hard-pressed by Japanese air attacks, and were in desperate need of more combat aircraft. So dire was their need that they were willing to accept just about anything that had wings. On May 19, 1941, the British government agreed to release its Vanguards for supply to Chiang Kai-Sheks Nationalist Chinese forces. The 144 Vanguards were given the USAAC designation P-66 and were assigned the serial numbers 42-6832 through 42-6975. Following the attack on Pearl Harbor on December 7, 1941, there was complete panic on the west coast of the USA. The Japanese fleet was expected to show up off Santa Barbara at any moment. In anticipation of a Japanese attack, some forty to fifty P-66s originally intended for China were hastily impressed into USAAC service and issued to the 14th Pursuit Group for use in the emergency defense of southern California. The pilots of the 14th Pursuit Group actually liked their P-66s, and they described the P-66 as being a very good aerobatic aircraft. Test pilot Gil Clark thought that it was the best aircraft he had ever flown, being much better than the Curtiss P-36. However, the cockpit layout was rather poor, and the aircraft was not sufficiently robust for a fighter. In addition the P-66 had an disconcerting tendency to ground-loop, some 15 examples being lost to this sort of accident. Eventually, the US west coast was regarded as being sufficiently secure that the Vanguards were eventually released from USAAC service and allowed to be transferred to China. The first shipment of P-66s left for China in February of 1942, the last aircraft being delivered by August. They went first to Karachi (at that time in India) where they were assembled, tested, and ferried to China. The combat record of the Vanguard in China is rather undistinguished. The actual number of Vanguards which actually reached China is uncertain. Several were lost during tests in India and others were lost while enroute to China. Others remained unairworthy at Karachi. About twelve Vanguards were on station at Kunming with the 7th Fighter Squadron of the 23rd Fighter Group, but they saw little use. Two Chinese squadrons based at An-Su saw combat action with the Vanguard from August 1943 onward. Many Vanguards were destroyed on the ground during Japanese attacks. The Vanguard had an unfortunate resemblance to the Japanese Nakajima Ki-43 *Oscar* and Nakajima Ki-44 *Tojo*, and several Vanguards were shot down by Chinese forces by mistake. Some Vanguards were placed in caves for storage at Chungking for use in the upcoming civil war against Maos Communists. Many were reported still in their crates as late as 1947. I am uncertain if they actually saw any service during the civil war. It is possible that there are some Vanguards in China STILL sitting in their crates in pristine condition. Would be an astounding discovery if this were actually the case! Sources: General Dynamics Aircraft and Their Predecessors, John Wegg, Naval Institute Press, 1990. War Planes of the Second World War, Fighters, Volume 4, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987 Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 B`'~ g#`' >&`'8+PE(h԰PE* `'}@"`'@B`'8+E;(`'``'4@P `'@@`'8+PI2h԰P2>a-8+PE2h԰PEc2`LPC" BPM5PM5IMP _d8+h1h԰W @ @ `LPC" BPM5PM5IMP _dThe XFL-1 Airabonita was an experimental shipboard version of the land-based P-39 Airacobra which was developed in parallel with the Army version. However, the Airabonita had the misfortune to be in direct competition with the Vought Corsair for Navy orders, and only one example was built. In February 1938, the US Navy had issued a specification for a high-speed, high-altitude fighter. Bell submitted a navalized version of the Airacobra in response to this request. At the same time, Chance Vought submitted a design which was eventually to emerge as the superlative F4U Corsair. A US Navy contract for one XFL-1 prototype was placed on November 8, 1938. The BuAer Number was 1588. The XFL-1 differed from its land-based counterpart primarily in having underwing radiators and a tailwheel undercarriage. The main undercarriage members were transferred to the front wing spar, and an arrester hook was fitted. The relocation of the main undercarriage members to the forward part of the wing necessitated the relocation of the wing-root radiators to exterior points under the rear of the central section of the wing. The fuselage was shorter than that of the P-39, the vertical tail surfaces were redesigned, and the airframe was stressed for carrier operations. The wing was of larger span with greater chord. The dorsal intake was smaller and shallower than that on the YP-39. Armament was to have been two 0.30-inch machine guns in the fuselage nose, plus a 0.50-inch machine gun or a 37-mm cannon firing through the propeller hub, although no armament was actually ever fitted to the XFL-1 prototype. The XFL-1 flew for the first time on May 13, 1940. It was powered by a 1150 hp Allison XV-1710-6, the first in-line engine to be fitted to an American naval fighter since 1928. During tests, the XFL-1 achieved a maximum speed of 307 mph at sea level, 336 mph at 10,000 feet, and 322 mph at at 20,000 feet. Initial climb rate was 2630 feet per minute, and an altitude of 20,000 feet could be attained in 9.2 minutes. Service ceiling was 30,900 feet. Weights were 5161 pounds empty, 6651 pounds loaded, 7212 pounds maximum. Dimensions were span 35 feet 0 inches, length 29 feet 9 1/8 inches, height 12 feet 9 2/3 inches, wing area 232 square feet. Since the use of an in-line, liquid-cooled engine as a powerplant for carrier-based aircraft had for many years run counter to Navy thinking, the project was regarded with disfavor by many. Longitudinal stability proved to be marginal, and the vertical tail surfaces were enlarged after a series of wind-tunnel tests. Difficulties with the Allison engine delayed delivery of the XFL-1 to the Navy until February of 1941. The XFL-1 failed its carrier qualification trials due to problems with the undercarriage. It was returned to the manufacturers in December 1941 for modifications. However, shortly afterwards, the superior performance of the F4U Corsair against which the Airabonita was competing led the Navy to decide that the XFL-1 was unsuitable for further development and the project was abandoned with only one example ever being built. The Navy later did operate a couple of Airacobras, but they acquired them directly from the Army and never used them from carriers. Towards the end of the war, the US Navy acquired a pair of P-39Qs from the Army (Ser No 42-19976 and 20807) for use as target aircraft. They were initially designated XTDL-1, but their designations were later changed to F2L-1K. Their BuAer numbers were 91102 and 91103. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. P-39 Airacobra in Action, Ernie McDowell, Squadron/Signal Publications, 1980. The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Bell P-39 Airacobra (9 of 9)Combat record of the Airacobra  9`''@ `'@@`'}"`'0'`'0a&`'0u&`'GP`'@B`' $`' >%`'0&`'0&`' &`' '`' @0`'@B`'0$`'0%`'0'`' $`' :&`'!@I`'@B`'0|$`' s&`'0&`' &`' m&`' $`' %`'2@ `'@B`'0w$`' ='`'|@\"`'@B`' #`'0 '`'0%`'0&`' !'`'3PM `'@B`'0G%`' >'`'0 '`',@ `'@B`' $`'0&`'oP`'@B`'0$`' %`'0'`'X@`'@B`'0M%`' W'`'0%`'8&`' 1&`' `'01%`'l@M`'@B`'}0#`' 7&`' &`'08&`'@`'@B`'0#`'0&`' 2'`'P#`'@B`'0#`'g@`'@B`'~ "`' &`':@ `'@B`'0$`'0M%`']P)`'@B`' N$`' L'`' &`'0&`'0w&`'P7&`'@B`'0j$`'(/&`' T%`'0&`'TP`'@B`'I@`'@B`'0$%`'L`'@#`'@B`'@`'@B`' #`'0&`' I&`'@6`'@B`'0$`'0y&`' ,&`' @`'@B`' @w`'@B`'FP`'@B`'S@2`'@B`'TP`'@B`'@ `'FP5`'@B`'`'7p`'``'4@ `'@@`'LxGMMPGMM~PGMMPGMMPGMMPGMM PGMMHPGMMFPGMMGPGMMgPGMMpH`'@ `'@@`'GMML  @  @` 8+PE8h԰PEv'GMMHP/ `'P X `'@@`'@`'@@`'0%`'0&`'0F&`']PH`'@@`' @w`'@@`'IP`'@@`'GP`'@@`' ``'``'p`'pi`'A`pH`'@ `'@@`'S RU(xKd(xKd.U&(xKd @(xKd@@0-,,K .`'b%b%8+ZU(xKd(xKd`LPC" BPM5PM5IMP _d0`LPC" BPM5PM5IMP_d0!`' Qine rated at 1150 hp for takeoff. Weights were 5462 pounds empty and 7845 pounds normal gross. Maximum speeds were 326 mph at 6000 feet, 343 mph at 10,000 feet, 355 mph at 13, 000 feet, 341 mph at 20,000 feet. Initial climb rate was 2040 feet per minute. With an internal fuel capacity of 100 Imp gal the Airacobra had an endurance of 1 hour 20 minutes at maximum continuous cruising speed at 6000 feet, 1 hour 5 minutes at 12,000 feet, and 1 hour 35 minutes at 20,000 feet. The true airspeeds at these altitudes were 287 mph, 327 mph, and 308 mph, respectively. Under most economical cruise conditions, the endurance increased to 3 hours 20 minutes, the relevant speeds being 183 mph at 6000 feet, 217 mph at 12,000 feet, and 215 mph at 20,000 feet. Under maximum continuous climb conditions, it took 15 minutes to reach 20,000 feet. The operational ceiling was considered to be about 24,000 feet, although there was a marked decrease in performance above 20,000 feet. At the Airacobras rated altitude of 13,000 feet, it was 18 mph faster than the Spitfire VB. However, the speed fell off rapidly above that height, and the two planes were almost exactly matched at 15,000 feet. At 20,000 feet, the Spitfire VB was 35 mph faster and at 24,000 feet it was 55 mph faster. The ground run of the Airacobra during takeoff was 2250 feet, as compared with 1470 feet for the Hurrican II and 1590 feet for the Spitfire V. The AFDU also did some comparative dog-fighting tests with the Airacobra against a Spitfire VB and a Messerschmitt BF 109E. The Airacobra and the Bf 109E carried out mock dog-fighting at 6000 feet and 15,000 feet. The Bf 109E had a height advantage of 1000 feet in each case. The Bf 109, using the normal German fighter tactics of diving and zooming, could usually only get in a fleeting shot. The Bf 109 could not compete with the Airacobra in a turn, and if the Bf 109 were behind the Airacobra at the start, the latter could usually shake him off and get in a burst before two complete turns were completed. If the Bf 109 were to dive on the Airacobra from above and continue the dive down to ground level after a short burst of fire, it was found that the Airacobra could follow and catch up to the Bf 109 after a dive of over 4000 feet. When fighting the Bf 109E below 20,000 feet, the Airacobra was superior on the same level and in a dive. A similar trial was carried out against a Spitfire V. Although the Airacobra was faster than the Spitfire up to 15,000 feet, it was outclimbed and out-turned by the Spitfire. Unless it had a height advantage, the Airacobra could not compete with the Spitfire. If on the same level or below, at heights up to about 15,000 feet, the Airacobra would have to rely on its superior level and diving speeds and its ability to take negative G without the engine cutting out. Above 15,000 feet, the Airacobra lost its advantage in level speed. The Airacobra was considered to be very suitable for low altitude operations because of the excellent view and controllability, and it was fully maneuverable at speeds above 160 mph. It was not difficult to fly at night, but the exhaust flames could be seen by another aircraft flying three miles to the rear. The flash from the nose guns was blinding, and could cause the pilot to lose not only his target but also his night vision. Firing of the nose guns caused the buildup of carbon monoxide contamination in the cockpit, and this could reach a lethal level very quickly. The guns were fairly inaccessible, and maintenance was troublesome. By the end of September, No. 601 Squadron had received permission to take its Airacobras into action. On October 9, two Airacobras took off from RAF Manston and flew across the Channel on a rhubarba code name for a small-scale raid by fighters against targets of opportunity. On this raid, they shot up an enemy trawler near Gravelines. The next day two Airacobras visited the same area, but found no targets. On October 11, two aircraft flew to Gravelines and Calais and hit some enemy barges and then three Airacobras flew to Ostend, but no targets were found. After these four missions, the RAF Airacobras were taken off operations because of difficulties encountered with the compass. The compass was too close to the guns in the nose, and when the guns were fired, the compass got thrown out of alignment. Deviations of anything from 7 degrees to 165 degrees were recorded. Without a reliable compass, pilots tend to get themselves lost. In December of 1941, the Airacobra was officially withdrawn from operational service with the RAF. In spite of the problems with the compass and the need for flame dampers for the exhaust and flash suppressors for the nose guns, the RAF concluded that the Airacobra would make an excellent day fighter at altitudes below 20,000 feet and was well suited for the ground-attack role. However, before these plans could be implemented, a decision was made to divert the bulk of the British Airacobra contract to Russia. By the time this decision was made, production of British-contract Airacobras had reached four a day at Bells Buffalo plant. The initial contract for 170 planes (RAF serials AH570 thru AH739) had been completed before the end of September, and all but six of these planes had actually been shipped to Britain. However, many of them remained in their crates and were shipped directly to the Soviet Union without being opened. Somewhere between 80 and 100 Airacobras were assembled and flown in Britain by the end of 1941. They were gathered at maintenance units for final modification before being re-crated and shipped to the Soviet Union during 1942. Some In all, the Soviet Union received 212 of the British Airacobras (some of them shipped direct from the USA), but 49 more were lost at sea en route. No 601 Squadron relinquished its 13 Airacobras in March of 1942 in favor of Spitfires. One Airacobra was fitted with an arrester hook and was used for deck landing trials at the RAE at Farnborough. After Pearl Harbor, the USA found itself in desperate need of aircraft to stem the Japanese onslaught in the Pacific. Consequently, nearly 200 of the British direct-purchase Airacobras still in the USA were promptly requisitioned by the USAAC. Although they were similar to the USAACs P-39Ds, they were not identical and were known by the USAAC under the non-standard designation of P-400. The P-400 designation had, in fact, been associated with the British Airacobras for contractual purposes as early as August 1941. The USAAC P-400s retained their original British serial numbers. Most of these planes were used for training stateside, but some of them were rushed to the Southwest Pacific in an attempt to stem the onrushing Japanese advance. The P-400s also saw some use closer to Britain. 179 of the Airacobras sent to Britain were re-acquired by the USAAF and were sent to North Africa to join the Twelfth Air Force. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. P-39 Airacobra in Action, Ernie MCDowell, Squadron/Signal Publications, 1980 The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Bell P-39 Airacobra P-39D for export designation. They were seIn June 1942, an order for 494 Model 14As was placed with Bell using Lend-Lease funds. Most of these were shipped to the Soviet Union. These were produced in two batchesP-39D-1 and P-39D-2. P-39D-1 was the designation applied to the first 336 aircraft of the order. These were similar to the British Airacobras in that they retained the 20-mm Hispano cannon, but the 0.303-inch machine guns were replaced by 0.30-in guns. A small dorsal fillet gave the tail a new shape, which became standard on all later P-39s and was retrofitted to most earlier P-39Ds. The remaining 158 machines on the Lend-Lease order were produced as P-39D-2s. The P-39D-2 introduced the uprated 1325 hp V-1710-63 (E6) engine and had a 2:1 reduction gear. It brought back the 37-mm nose cannon. It was otherwise identical to the P-39D-1. The P-39D-3 and D-4 were earlier Ds which were modified for ground attack duties with oil cooler and radiator armor and two cameras mounted in the rear fuselage. They retained the V-1710-35 engine. They all saw action in Italy. Serials for the P-39D-1s and D-2s were: 41-28257-28406 Bell P-39D-1 Airacobra 41-38220/38404 Bell P-39D-1 Airacobra 41-38405/38562 Bell P-39D-2 Airacobra 41-38563 Bell P-39D-1 Airacobra Sources; War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. P-39 Airacobra in Action, Ernie McDowell, Squadron/Signal Publications, 1980 The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Bell P-39 Airacobra (4 of 9)XP-39E Three P-39Ds were modified to flight test the experimental Continental V-1430-1 engine under the designation XP-39E. The company designation was Model 23. The first two machines were ordered on April 10, 1941, with a third machine being added later. Serials were 41-19501, 41-19502, and 42-7164. However, the Continental engine was not yet ready when the XP-39E airframes were completed, and the 1325 hp Allison V-1710-47 engine was installed in its place. The XP-39E featured laminar-flow wings with square-cut tips. Each of the three examples tested different vertical tail surfacesthe first being conical, the second being cut-off square and rather short, and the third being rather similar to that of the P-51. The carburetor air intake was relocated and the wing-root radiator intakes were enlarged. Wing span and gross area were increased to 35 feet 10 inches and 236 square feet. Empty and loaded weights were 6936 lbs and 8918 lbs respectively. During tests, a maximum speed of 386 mph at 21,680 feet was attained. An altitude of 20,000 feet could be reached in 9.3 minutes. The XP-39E was redesignated XP-76 and 4000 were ordered by the USAAF. However, the new design was considered to be inferior to the basic Airacobra in other respects, and the order for the XP-76 was later cancelled in its entirety. Nevertheless, the XP-39E was to provide some valuable basic data for the later P-63 Kingcobra. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. P-39 Airacobra in Action, Ernie McDowell, Squadron/Signal Publications, 1980 The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Bell P-39 AiracobraP-39F,G,K,L,and M The next production version of the Airacobra was the P-39F (Bell Model 15B). It was almost identical to the P-39D, but had an Aeroproducts constant-speed propeller in place of the original Curtiss-Electric. The P-39F could be distinguished from the P-39D by the presence of 12 exhaust stubs on each side of the fuselage instead of six. Serials were 41-7116/7344. Some Fs were modified in the field to become P-39F-2s with the addition of belly armor and the fitting of cameras to the rear fuselage to suit the aircraft for ground support duties. A single P-39F was experimentally modified as an advanced trainer with a second cockpit ahead of the original one. All armament was removed, and dual controls were fitted. The designation given to this odd-looking aircraft was TP-39F. Some P-39Ds were fitted with the 1100 hp V-1710-59 engine with automatic boost control and were redesignated P-39J. Serials were 41-7043/7056 and 42-7059/7079. At this stage of the war, the dash system of subdividing model changes was not yet in effect, and relatively minor changes brought about letter changes in the series. 1800 examples of the P-39G (Bell Model 26) were ordered on August 21, 1941. Serials were 42-4244/5043 and 42-8727/9726. They were to be identical to the P-39D-2 except for the new Aeroproducts propeller. However, the P-39G underwent several modifications during the contract stage, leading to different suffix letters being applied as production progressed, and none were actually being delivered with the G suffix letter. For some reason, the suffix letter H was never assigned. The suffix letter I was never used in any case, since it could be confused with the number one. The first of the redesignated P-39Gs were designated P-39K-1-BE. They differed in no material respect from the P-39D-2 apart from its 1325 hp V-1710-63 engine driving an Aeroproducts propeller. Serial numbers were 42-4244/4453, and 210 P-39K-1s were built. The next of the redesignated P-39Gs were the 250 P-39Ls. They differed from the K in reverting to the Curtiss propeller. Gross weight was up to 9100 pounds, but the more powerful engine gave better low-altitude performance. A new nosewheel of somewhat different design offered less drag at takeoff. Provision was made for the fitting of rocket rails under the wings. Serials were 42-4454/4703. Eleven were modified for photoreconnaissance under the designation P-39L-2. The third series of redesignated P-39Gs were the 240 P-39Ms, which began to appear in November, 1942. These P-39Ms had a new engine, the V-1710-67 which was an attempt to provide improved high-altitude performance. This powerplant developed 1200 hp for takeoff and 1125 hp at 15,500 feet. This engine added only ten mph at rated altitude, which was still too low for aerial combat, and the Airacobra remained primarily a low-altitude ground attack aircraft. Serials were 42-4704/4943. The P-39M-1 subvariant was fitted with the V-1710-83 engine which had the same characteristics as did the -67. The serials were from the P-39M block. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. P-39 Airacobra in Action, Ernie MCDowell, Squadron/Signal Publications, 1980 The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Bell P-39 Airacobra (6 of 9)P-39N the new 1150 hp Allison > V-1710C twelve-cylinder air-cooledK#(xKd`U(xKdg (xKd@  |K `@[PC" BPM5PM5IMP :U(xKd(xKd!gg8+Dh԰PD&>>2O!%* &`'2F-A`'2m2B`'22A`'22:`'2* 5`'2(  `'2\ @`'21`'2A`'22`'2|`'28 `'2\  `'2\ 3`';(;(!T8+P>b1h԰P>a2_]h(xKd(xKd8(xKd(xKd;8(xKd(xKd>8(xKd(xKd8(xKd - 8+PF\  - : fTxGMMPGMM`PGMMP`'``' `m`'8+P>R2h԰P>Q%,`'``'``'IU(xKd (xKd=U(xKd(xKdFU(xKd(xKdXU(xKd~(xKdAx%2:2`G[PC" BPM5PM5IMP Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1980. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 i72 k1`G[PC" BPM5PM5IMP ma2`G[PC" BPM5PM5IMP 08+PF"2h԰PAz|28+PF2h԰PF'A|2h԰F* 8+PGA~2<,8+P:2h԰PA2>Q"2LU(xKd\ (xKdPn1WxGMMZ1PGMMExGMM4PGMMDxGMM4PGMMCxGMMPGMM;xGMM9PGMMExGMMPGMM9xGMMYPGMM9xGMMPGMM,xGMM4PGMM7xGMMPGMM9xGMM+PGMMJxGMMR0PGMM<xGMM PGMMPGMM=xGMM^!PGMMBxGMM$ PGMMPGMMBxGMMX,PGMM.xGMM9PGMM2xGMM=PGMM3xGMM(PGMM>xGMMU$PGMM9xGMMl.PGMM7xGMMFPGMMOxGMM(PGMMPGMMMps(YA>5+r~mc Y>0  Y!>">#@$>%A&>'>(@)?*B+B,B-B.B/B01J2&346G7 R589H:";X$<=<{ > ?m@2AB3C^ oXp8+PG , K   @`qU(xKd~((xKd&U&(xKd  (xKdEU&(xKd  (xKdEU&(xKd &*(xKdOU&(xKd (xKd6U&(xKd ^(xKdCU&(xKd (xKd8U&(xKd 4(xKdThe Curtiss P-5 (company designation Model 34L) was the designation given to a version of the P-1 Hawk that was powered by a turbosupercharged Curtiss D-12 engine. At the request of the USAAC, five airframes identical to the P-1A had the 435 hp turbosupercharged V-1150-4 (D-12F) engine installed and were designated P-5. The turbosupercharger was mounted externally on the left hand side of the fuselage. Five examples of the P-5 were ordered on May 14, 1927. Serial numbers were 27-327/331. The first example was delivered in January 1928. The high altitude performance showed a marked improvement over that of the standard P-1A. The top speed of the P-5 was only 142 mph at sea level, but it increased to 173.5 mph at 25,000 feet. The aircraft could climb to 10,000 feet in 8.4 minutes. Initial climb rate was 1250 ft/min. The service ceiling was 31,900 feet, almost ten thousand feet greater than of the P-1B. Weights were 2551 lb. empty, 3340 lbs. gross. Armament was the same as that of the standard P-1, namely a pair of 0.30 Cal. machine guns mounted in the upper fuselage cowling synchronized to fire through the propeller arc. Although the P-5 exhibited a much better high-altitude performance than the standard P-1, the general feeling on the part of the Army was that it would be better to wait for the arrival of the more powerful Conqueror engine rather than to go ahead with a large procurement for series production of the P-5. Consequently, only five P-5s were built. Two of the five P-5s were destroyed during the test program, but the surviving three planes entered service with the 97th Pursuit Squadron. They remained in service until mid 1932. Curtiss chose the name Superhawk for the P-5, but I dont think that this name was ever official. Sources: United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers, Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Curtiss Aircraft: 1907-1947, Peter M. Bowers, Naval Institute Press, 1987. The Curtiss Army Hawks, Peter M. Bowers, Aircraft in Profile, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Sixth in the SeriesThe Curtiss P-6 Hawk P-6E, good-looking airplane fxGMMPGMM:xGMMD PGMMRxGMMK PGMMNxGMMPGMMSxGMM PGMMHxGMM9PGMMExGMMPGMMExGMMPGMMBxGMMPGMMRxGMM$PGMMCaptain Eric Brown, Airlife, 1985. UnibxGMM*PGMMCxGMM PGMM"xGMMPGMM"xGMMPGMM@xGMMlPGMM"xGMMiPGMM4xGMMlPGMMAxGMM PGMM;xGMMPPGMMDxGMMzPGMMh԰WC8+PN28+PA{p2h԰PAz1SU(xKd(xKd`'22} 9z`'D-D-~8+PC2h԰yB'`' ``'``'8+PG\ e American Fight8+P>:2h԰P>92  8=xGMMPGMM)8+8+*h8++8+8+,h8+48+8+9h8+8+8+:h8+58+8+m1JxGMM:PGMMPGMMMxGMM(PGMM:xGMMPGMM@MU&(xK  8+AG>2 2 (`'2`'2  `'2\ `'C>:y2`LPC" BPM5PM5IMP _dPC" BPM5Th8+ Uhh Zh8+bhhch8+khh!6<!7$@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'$@ p `'``'``'`p`'@@ `'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`'LP^`'@@`' ``'``'ppi`'A`H`'@$`'@@`') j`'@ `'@@`'{ #`'0%`' @`'@@`'0 %`'0Z'`' 7'`'`@`'@@`' ;$`' %`'NP2`'@@`'0$`' &`'0'`'0$`' ,'`'8@ `'@@`' $`' %`'(1&`'%@a `'@@`'0_$`' &`'0&`'0 '`'!@W `'@@`'0%`'z@r `'@@`'0)$`'0b%`'7$`'i`'0&`')P `'@@`'0[$`'Qj`'0'`'0&`'0&`'w@ `'@@`' @`'@@`'``' `K`'``'`p`'"@  `'``'``'`p`'#@ ) `'``' `K`'``'`p`'$@ `'``'``'`p`'#@ ) `'``'``'`p`'#@ ) `'``'``'`p`'$@ `'``'``'`p`'$@ `'``' `K`'``'`p`'$@ `'``'``'`p`'LPT1:8+P>\n1h԰P>[1_8+P>^2h԰P>]72  -  R 2S N j@0 xl :" `@ ~ @  8@ ] g 8+P>`2h԰P>_2   -  R 2S N j@0 xl 7@ `@ ~ @  2@> ] g 8+P>T2h԰P>S1@ 8+P>Z1h԰P>Y2 S \! ?@ @ y! ! 8"28+PPg2h԰PP2 ,^>;^>^=.^AU(xKd(xKd>;28+P>2m2h԰=1 >>2`'% ];= x@d Jh8+K8+8+Lh8+8+8+Mh8+ + WSU(xKd(xKd  -  8+@vNh԰P@u2Z sU(xKd;(xKdem2]X`LPC" BPM5PM5IMP _dAs`'2m2w6Lt`'2.2x ;u`'Z-Z-y ?v`'21z<Sw`'2p2{`Bx`'22| xy`'22} 9z`'D-D-~B{`'22A|`'22}`'v`'2zw`'2{x`'2|y`'2}z`'2~{`'2|`'2 '8+dh԰hc>CF28+POm2h԰Nj`')P28+PF%h԰PFu>B18+hHh԰PH2P2Ph8+8+8+Qh8+8+8+Rh8+S8+8+Th8+UhhVh8+Whh28+PP@2h԰PPm2a2`LPC" BPM5PM5IMP _d08+y"*`'g2`'2`'2`'2`''$PxGMMJPGMM\U(xKd0(xKdU(xKd (xKd28+PPF2h԰(Oxud@@h1Bm28`'**1`'/Pj2`'&>\p28+PE2h԰PE!%*bU(xKd>(xKd?U&(xKd  (xKd<U&(xKd p (xKd9U&(xKd V(xKd[U&(xKd PJ(xKdfU&(xKd N(xKdEU&(xKd ~%(xKdMU&(xKd 9$(xKd$U&(xKd (xKd-U&(xKd (xKd;U&(xKd +(xKdVU&(xKd (xKdvN2OxGMM[PGMM`E[PC" BPM5PM5IMPD:\BOOKS\F92.PM5aaa>`LPC" BPM5PM5IMP _d, 1987. :`'I,I,;[ !TbU(xKd*(xKdCU&(xKd  (xKd"U&(xKd (xKd"U&(xKd (xKd@U&(xKd l(xKd"U&(xKd i(xKd4U&(xKd l(xKdAU&(xKd  (xKd;U&(xKd P(xKdDU&(xKd z(xKd@@`' @`'@@`'``' `K`'``'`p`'"@  `'``'``'`p`'#@ ) `'``' `K`'``'`p`'$@ `'``'``'`p`'#@ ) `'``'``'`p`'#@ ) `'``'``'`p`'$@ `'``'``'`p`'$@ `'``' `K`'``'`p`'$@ `'``'``'`p`'O`'OxGMM"PGMM/ `'@ `'@@`' "`' &`' &`'1@m `'@@`' $`'0H&`'0 '`' %`' |&`'!@`'@@`' %`'0$`' 4'`'`'0%`'@%`'@@`' $`' "'`'0&`'0&`'E@`'@@`'0$`'P%`'@@`' x%`' &`'@ `'@@`'0T%`' &`' @M`'@@`' =$`' }&`'0&`'0'`' '`'MP`'@@`'0@ `'@@`'0$`' '`'0'&`'0%`'>@)`'@@`' @w`'@@`'lP`'@@`'HP`'@@`'[P`'@@`'QP`'@@`' ``'``'ppi`'A@H`'@@`'Th?U(xKd(xKd8+2I,+2=U(xKd(xKd`'2121B MXh8+YhhZh8+8+8+[h8+8+8+\h8+]8+8+^h8+t8+8+  @ 8+8+oh8+p8+8+qh8+w8+8+h8+hhxIMxGMM PGMM9xGMMPGMMDxGMM PGMM,xGMMPGMM,xGMMPGMM8xGMMPGMMcxGMMfPGMMJxGMMxIPGMMHxGMMPGMMLxGMMUPGMM?xGMMPGMM7xGMMPGMM8xGMM PGMM", @@& @'Y= @@  @ @n @e@  @ b$   S   @ @ @K@   @  w   @F  @ @` @y @**TU(xKd(xKd`@(xKd@@8+!h԰5,&  `' #`'@  - @.@6 1 @  - - $y$:d+ g1 @   '. '. $}$@ij@ 1 ! @{$ *. J. $}$y@k$" /6 c  O   $;$ ~@V  @ (  @ @  $ $@$@   H F @F @r $@l$ynpKMs@rO@1Q@5G U @d  9 @< $@$     G  @ @ @ OK M y { -@-C0  x/  @ A $$@  T  P) @H  @  $$57 I m @   $$3: 8< @    $@$ 7 @   $ $v$$ = ; $?$ , K   @` P { $?$ |  $$$. @    $$20    $G$ d# @BJ F`  p@B  @ @  $@2$@@<OND  b  $$ 4 N I @ @  $$ ( / @ & e   1 @c 2 $$ Q p@6Q S @  $@$ : +  = 8 8 $9$ Serial numbers of the Ds were 31-243/277. The company designation of the P-12D was Model 227. Deliveries of the P-12D began on February 25, 1931, and were completed on April 28. The first flight of a P-12D was made on March 2, 1931. The P-12D differed only internally from the P-12C. On the P-12D, the ignition harness was on the front of the engine rather than behind it as on the P-12C. In addition, the cowling support struts visible on the P-12C were not used on the P-12D. The P-12D was powered by the more powerful 525 hp Pratt and Whitney R-1340-17. Performance was improved. Maximum speed was 178 mph at 7,000 feet and 176.5 mph at sea level. An altitude of 10,000 feet could be attained in 5.8 minutes. Initial climb was 1410 ft/min, service ceiling was 25,400 feet, and range was 475 miles. Weights were 1956 lb. empty, 2648 lb. gross. Both C and D models were later retrofitted with P-12E vertical tails by the Army. The best-known version of the P-12 series was the P-12E. The P-12E had its origin in the private venture Model 218 which flew for the first time on September 29, 1930. The Model 218 was a company-owned aircraft intended to develop new features for the P-12/F4B series. It was essentially a P-12B with a semi-monocoque metal fuselage structure similar to that of the experimental XP-9 monoplane. It had a tail wheel in place of the tail skid of the earlier versions. A pilots headrest was provided behind the cockpit. The fin and rudder of the Model 218 were originally the same as that of the P-12B, but they were soon enlarged to a more rounded form. An experimental Army designation of XP-925 was assigned during testing with a R-1340D engine and was changed to XP-925A when an R-1340E engine was installed. Empty weight increased to 1954 lb, gross weight was 2694 lb. Speed with the altitude-rated R-1340D engine was 195 mph at 8000 feet. The Model 218 was temporarily fitted with wheel spats in an attemperred t Y&`'0'`'(%`'06'`'0&`'0&`'Pv%`'@B`' {#`'08&`'0U'`'aP`'@B`' @w`'@B`'HPr`'@B`'U`' `'``'(@ `'@B`'OPD`'@B`'`'hPz`'@`-`'. =`'&P `'@@`'0&%`' 2&`'0&`' '`' &`'$@ `'@B`' #`'0"&`'<P`'@B`' @w`'@B`'V`'``'(@ `'@B`'MP`'@B`'M@`'@B`'XP`'@B`'`'gPN`'@`h`'( T`' @ `'@@`'0Z$`'APc`'@B`'@'`'@B`'OPD`'@B`'`'hPz`'@`D(`'+ `' @ `'@@`'~0]#`'aP`'@B`' @w`'@B`'OP`'@B`'`'iP`'@`D(`'* `'@ `'@@`' $`'  '`' *&`'0&`' %`'s@ `'@B`' n%`'0 &`'0&`'0W&`'0%`'0t&`'mPw`'@B`'0#`'(&`'(&`'P)'`'@B`' @%`'0 &`' &`'@`'@B`'0"`'@'`'@B`'0#`' l%`'(&`'Pd`'@B`' @w`'@B`'To`'``'(@ `'@B`'OP`'@B`'M@`'@B`'SP`'@B`'`'gPN`'@@`' %`'0&`' ('`' &`'#@< `'@B`'0$`'0v&`'@G`'@B`'0%`'X@F`'@B`' )%`'0&`' %`' $`'(&`'1P `'@B`'0D$`'P~%`'@B`'0$`'0&`'0{&`'0$`'L@1`'@B`'0#`'0 '`' "'`'0&`' &`')@, `'@B`'0v#`'0M&`'0&`'v@6!`'@B`' $`' 5&`'&@ `'@B`'0$`' %`' ['`'3P `'@B`' @w`'@B`'V`'``'$@l$ (- ]1  - @r- $9$@        1h8+28+8+h8+h8+h8+8+8+ons, 1980 The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Bell P-39 Airacobra (8 of 9)Naval AiracobrasFL-1 and F2L-1 TPM5D:\BOOKS\P48.PM5|8+8+e}h8+f~8+8+gh8+h8+8+ih8+j8+8+kh8+l8+8+mh8+nDxGMMPGMMh8+ hh h8+ hhh8+ hh!h8+hhh8++hhNxGMM[*PGMM6xGMM PGMM3xGMMbPGMM&xGMMPGMM2xGMMPGMM&xGMM4PGMM&xGMMPGMM&xGMMPGMMKd0 (xKdBxGMMPGMMPGMMPGMM0PGMMPGMMPGMMPGMMPGMMPGMMjPGMMPGMMPGMMPGMMPGMM^PGMMPGMMPGMMPGMMPGMMPGMM PGMMaPGMM_PGMMFPGMMgPGMM'!5;$xGMMDPGMMPGMMPGMM1PGMMPGMMPGMMPGMM@PGMMPGMM}PGMMgPGMMPGMMPGMMJPGMMPGMM PGMMkPGMMHPGMMHPGMMiPGMM(OU(xKd[(xKd!oJxGMM:PGMMPGMMMxGMM(PGMM[xGMMPGMM)*PGMMNx8+PP2h԰PO1MM7xGMMz4PGMM8+P4F2PU(xKdJ(xKdMPGMMb>? <p 9V[PJf3E~%M9$$- }~E!C"#)F!ECD!F!G!N!O!P !Q !R !S 5!T6!\!_!` !a !b"!c-#$%&'!d6./012!eY789:;!f`Z[\]^!gg?@ABE!hp!q} !t!w !"#$!y!!z"h!U%~!V&vwxyz!['STUuv!i(x!j*,4!k+!l,!m-!n.!o/!p0qrstu!r1 !s2-ijklm!u34 !v4=!x5$%&'(!D6D!{8[GHIJV!}9d!:oefghi!;xXY\]^!~<{3:!=`ayz{~!>!?!@!A!B!C-./012m%>D_7!WEf`abcdA!XFmghijk!YGunopqrC!ZHVWXkl!N!O!P!Q!R!S!c!dabcdef!n!oXpqrst!z!u  !`'@@`'@`'@@`'@t`'P `'@t`'@t`'@t`'@`'9 `'@ `'@@`'0#`'0$'`'@%`'@B`' @%`'0&`'0`'`' \'`'S@`'@B`' #`'03&`'^P`'@B`' {$`' ^'`'0%`'0I&`' @`'@B`' +$`' &`'2@ `'@B`' @w`'@B`'To`'``'*@ `'@B`'OP`'@B`'P@`'@B`'`'gPN`'@``'1 `' @ `'@@`'z #`'0 &`'0'`'0&`'0&`'0&`'@`'@B`' $`'0%`'-@ `'@B`' @w`'@B`'OP`'@B`'N@`'@B`'`'gPN`'@``'9 y`' @ `'@@`' $`'s@`'@B`' @w`'@B`'OP`'@B`'`'gPN`'@`D(`'; 3`'@  `'@@`' V%`'01&`'C@*`'@B`'|0$`' &`'$`'oP`'@B`'0#`'0'`'0&`'0&`'1@ `'@B`' @'`'@B`'OP`'@B`'`'gPN`'@@`'`'b0K$`'g("&`'o0&`'The designation P-40G was given to 44 existing P-40s that were fitted with H81-A2 Tomahawk IIa wings that carried four 0.30-inch machine guns. These retrofits took place between August and September 1941. Company records refer to these conversions under the designation Model 81-AG. Serials of P-40s retrofitted were as follows: 39-162,176,181,187,190,191,196,197,204,206,209,217,220,221,226,235,238, 248,257,263,267,275,276,279,288 and 40-292,297,299/301,303,309,315,318,320,323,331/333,335/338. For some reason, P-40 Ser no 39-221 was unofficially designated XP-40G (company Model 81-AG). Some sources have at least some of these P-40Gs being assigned new Army serial numbers after these modifications were completed. These new serial numbers included: 42-14261/14274 Curtiss P-40G Warhawk 42-14277/14278 Curtiss P-40G Warhawk 42-14281 Curtiss P-40G Warhawk However, these numbers conflict with those assigned to an order for P-40L-30-CUs which was cancelled. Sixteen of these P-40Gs were shipped to the USSR starting in October 1941. All those examples remaining in the USA were redesignated RP-40G in October 1942, where the R meant restricted from combat use. 39-221 was shipped to the USSR in 1943. For some reason, the designation P-40H was never assigned. The designation P-40I was never assigned in any case, lest the letter I be confused with the number one. The designation P-40J was given to a projected version of the P-40E which was to have a turbosupercharged engine. This study was abandoned in May 1942 without anything ever being built. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. The Curtiss P-40 Tomahawk, Ray Wagner, Aircraft in Profile, Volume 2, Doubleday, 1965. The Curtiss P-40 Kittyhawk I-IV, Ray Wagner, Aircraft in Profile, Volume 6, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Curtiss P-40 (6 of 10)P-40K, back to the Allison Despite the success of the Merlin engine in the Warhawk, parallel production of the Allison-powered version continued owing to the limited supplies of the license-built British engine. The P-40K series marked the introduction of the more powerful Allison V-1710-73 (F4R) engine rated at 1325 hp for takeoff and 1150 hp at 11,800 feet. On October 28, 1941, 600 P-40Ks were ordered for Lend-Lease supply to China. It was envisaged that this would be the last P-40 model to be built in quantity, the P-60 replacing the P-40 on the Curtiss production lines thereafter. However, delays in the P-60 program caused the order for P-40Ks to be increased to a total of 1300 aircraft on June 15, 1942. The first P-40K model rolled off the production line in August 1942. For some odd reason, the company model number used for the P-40K is unknown. The P-40K-1-CU and P-40K-5-CU were generally similar to late-production P-40Es except for the more powerful engine with an auto manifold pressure regulator. The K-5 added rotary valve cooling. The K-1 and K-5 retained the short fuselage of the P-40E, but with the extra power there was a tendency to swing during takeoff and a dorsal fin was added to correct this problem. The P-40K-10s and later production blocks had the longer fuselage introduced on the P-40F-5-CU. The P-40K-15-CU was winterized. The maximum speed of the P-40K was 320 mph at 5000 feet and 362 mph at 15,000 feet. A climb to 15,000 feet took 7.5 minutes. Range was 350 miles with a 500-pound bomb attached. Ferry range was 1600 miles. Weights were 6400 pounds empty, 8400 pounds gross, and 10,000 pounds maximum. Most of the P-40Ks served with the US forces in Asia and the Pacific and under Lend-Lease with the Chinese Air Force. 192 P-40K-1-CUs were diverted to England under Lend-Lease as Kittyhawk III. RAF serials were FL875/905, FR111/115, FR210/361, and FL710/713. Forty-two P-40Ks served with the RAAF under serials A-29-164/202 (P-40K-10-CU) and A-29-203/205 (P-40K-15-CU). P-40Ks servicing with the RNZAF were NZ3045/3065, NZ3090, and NZ3099. Nine P-40K-1-CUs served with the RCAF under US Army serial numbers 42-45921, 45944, 45945, 45951, 45952, 45954, 45977, 46003, and 46004. The serials for the P-40Ks were as follows: 42-9730/9929 Curtiss P-40K-5-CU Warhawk 42-9930/10264 Curtiss P-40K-10-CU Warhawk 42-10265/10429 Curtiss P-40K-15-CU Warhawk 42-45722/46321 Curtiss P-40K-1-CU Warhawk The P-40K-1 had originally been assigned serials 42-65902/66501. The P-40K-5 thru -15 were originally assigned serials 42-64502/65201. These were all cancelled and reassigned as shown above. One P-40K-10-CU, 42-10219, was fitted with an Allison V-1710-43 and used to develop P-40 improvements under the designation XP-40K. Experiments with cowling and relocated cooling systems altered the appearance from time to time. One such modification produced an aircraft with radiators in a swollen wing center section and a slim, pointed nose. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. The Curtiss P-40 Kittyhawk I-IV, Ray Wagner, Aircraft in Profile, Volume 6, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Curtiss P-40 (7 of 11)P-40K, back to the Allison 000 North Naperville Road Naperville, Illinois 62A`'2F2`'88ning (4 of 11) QxGMMPGMMnute6h8+7hh 8h8+!9hh":h8+#;hh$<h8+%=hh&!KQ!L!o /h8+8+8+h8+hhh8+hhh8+ hh <,In 1958, the F-80C was finally phased out of the Air National Guard and the Air Force Reserve. 113 Shooting Stars, including original F-80Cs as well as some rebuilt F-80C-11/12-LOs, were transferred to South American air forces under the US Military Assistance Program (MAP). The Forca Aerea Brasileira operated 33 F-80C-10-LOs between the years 1958 and 1973. During the same period, the Fuerza Aerea del Peru (whose order for four new F-80Cs had been taken over by the USAF) operated sixteen Shooting Stars. Other Latin American operators of the Shooting Star included the Fuerza Aerea de Chile (18 aircraft), the Fuerza Aerea Colombiana (16 aircraft), the Fuerza Aerea Ecuatoriana (16 aircraft), and the Fuerza Aerea Uruguaya (14 aircraft). Uruguay finally turned in its last F-80Cs in exchange for Cessna A-37Bs in 1975. Sources: The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. Lockheed Aircraft since 1913, Rene J. Francillon, Naval Institute Press, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 wi<)21 _`'#P 3`'@@`'0*$`'8&`'0A%`' J&`' &`' @`'@@`' %`'0%`'@'`'@@`' z%`'OP`'@@`' @w`'@@`'HP`'@@`'QP`'@@`' ``'``'ppi`'A`H`'@$`'@@`'Q@`'@B`'mP%`'f>oF2<@`'2I2R `' for export 8 '`' @ S`'@@`' z#`'@#`'@B`'|"`'0&`'03'`'0&`'0&`'*Pz `'@B`' k$`' N&`' &`'?P`'@B`'01%`'0%`'0W%`'0<%`' @n`'@B`'(%`'  '`'0&`' S'`'?@`'@B`'0$`'0v%`' &`' &'`'@`'@B`'0$`' &`'$@ `'@B`' ~%`'0&`'Pn"`'@B`' /$`' A&`'0%`'_Pe`'@B`' %`'0&`'0;'`'0%`'0&`'XP#`'@B`' Q%`' &`'P#`'@B`' @%`'0&`' &`' 8'`' `' '`'0%`'n@#`'@B`' #`'8&`' r&`'0'`' V&`'@&`'@B`' $`' '`' %`' &`'@`'@B`' U$`'03'`' &`'0X&`' '`'0&`'FP`'@B`'0$`' Y'`' y&`'@`'@B`' 8%`'P$`'@B`'0$`'0*&`'y@!`'@B`' N$`' &`' &`' `&`'0&`' &`' I'`'0&`'P*$`'@B`'07$`' $%`' &`'dPT`'@B`' ##`' @`'@B`' $`'0%`'0&`'0%`'0&`' &`'I@E`'@B`'0G%`'4@`'@B`' $`' D'`' %`'0&`' ('`' &`'#@< `'@B`'0$`'0v&`'@G`'@B`'0%`'X@F`'@B`' )%`'0&`' H'`' &`' '`'!P`'@B`'0D$`'P~%`'@B`'0$`'0&`'0{&`'0%%`'L@1`'@B`'0#`'0 '`' "'`'0&`' &`')@, `'@B`'0v#`'0M&`'0&`'v@6!`'@B`' $`' 5&`'&@ `'@B`'0%`' %`' ['`'3P `'@B`' @w`'@B`'V`'``'$@l$ (- ]1  - @r- $9$@        CU(xKdRI(xKd,U(xKd? (xKdOU(xKdW(xKdIU(xKd(xKdYU(xKd1 (xKdHU(xKdC(xKd@U(xKd5 (xKdGU(xKd (xKdHU(xKd (xKd?U(xKdS((xKd[U(xKd (xKd&`' `&`'0&`' &`'I =FX~<_<y<6<  B:@)d   @ $y$ X  @@4 @ Q s $$ .@7 .   @  $$ !@:       $$0@@|@" C !'l!!=!!!c P @E $@$! @! @  !! @! @!!! C @M  $ @!n # $@$@"   ,n k   $$-  l d E @ P  @ $$@@ " c!   d1 2t   $@Q$&!<!@@  @: ( ]  0 @(   $$3 @i  @y X @  ? $k$@%@6@\@@)@*++,@-.J@\_`@a!@D!!q!!!!E!!P!!@!! H!!b!!@1!!+! @ 3 @-& '    7 $$n v@Y  ? @     $$@ @ X    @D E $@6$@ing Monoplane 47 Sixteenth in the Seriesthe Berliner-Joyce P-16Two-seat biplane fighter, PB-1 49 Seventeenth in the Series - The Curtiss XP-17Experimental P-1 Hawk, Tornado engine 51 Eighteenth in the Series: Curtiss XP-18Never built 53 Nineteenth in the SeriesThe Curtiss XP-19Never built 55 Twentieth in the SeriesThe Curtiss YP-20redesignations 57 Number Twenty-One in the Seriesthe Curtiss XP-21Yet another strange designation, experimental 59 Twenty-Second in the seriesthe Curtiss XP-22led to P-6E 61 Twenty-third in the Seriesthe Curtiss XP-23modified P-6E, good-looking airplane 63 Twenty-Fourth in the Seriesthe Lockheed-Detroit YP-24First of a famous name 65 Number Twenty-Five in the Seriesthe Consolidated Y1P-25Ex-Lockheed/Detroit YP-24 67 Number Twenty-Six in the SeriesThe Boeing P-26The famous Peashooter 69 Number Twenty-Seven in the Seriesthe Consolidated YP-27never built 73 Number Twenty-Eight in the SeriesThe Consolidated YP-28never built 75 Number Twenty-Nine in the Seriesthe Boeing YP-29modernized P-26 77 Number Thirty in the SeriesThe Consolidated P-30PB-2A, two-seat fighter, Y1P-25 79 Number Thirty-One in the Seriesthe Curtiss XP-31 SwiftP-26 competitor 81 Number Thirty-Two in the Seriesthe Boeing XP-32never built 83 Number Thirty-Three in the Seriesthe Consolidated XP-33never built 85 Number Thirty-Four in the Seriesthe Wedell-Williams XP-34never left the drawing board 87 Number Thirty-Five in the Seriesthe Seversky P-35the Jug inspiration 89 Number Thirty-Six in the SeriesCurtiss P-36 Hawk 93 P-36 in USAAF Service 93  $@$/  h8+ Kh8+h8+8+8+ h8+ h8+&` h8+.8+8+/h8+08+8+appearance was put in by three four-engined A flyable Halford engine was delivered to Lockheed in mid November of 1943. The de Havilland-built Halford H.1B turbojet had a bench thrust of 3000 pounds at 10,500 rpm and an installed thrust of 2460 pounds at 9500 rpm. On November 17, 1943, while the H.1B engine installation in the XP-80 was undergoing ground testing, both intake ducts collapsed, and the ingestion of debris damaged the engine. While waiting a replacement engine, the ducts were strengthened. A replacement engine was received on December 28 and was promptly installed in the XP-80. The XP-80 was finally ready for its maiden flight. The first flight of the XP-80 took place on January 8, 1944 with test pilot Milo Burcham at the controls. The first flight had to be cut short after only five minutes because of undercarriage retraction failure and the pilots concern over boosted aileron sensitivity. These problems were quickly fixed. Subsequent test flights disclosed a number of problems including bad stall and spin characteristics, high stick force, unsatisfactory fuel management system, and poor engine reliability and performance. These problems were addressed one-by-one. The original blunt-tipped wing and tail surfaces were replaced with rounded tips after the fifth flight, and sharp leading edge fillets were added at the wing roots. The tailplane incidence was increased by 1 1/2 degrees. The XP-80 weighted 6287 pounds empty and 8196 pounds loaded. Dimensions were wingspan 37 feet 0 inches, length 32 feet 10 inches, height 10 feet 3 inches, and wing area 240 square feet. During tests, the XP-80 reached a top speed of 502 mph at 20,480 feet, becoming the first USAAF aircraft to exceed 500 mph in level flight. Service ceiling was 41,000 feet, and initial climb rate was 3000 feet per minute. The XP-80 was eventually transferred to the 412th Fighter Group for tactical evaluation. Following that, the aircraft was returned to Muroc before being assigned to the AAF Training Command at Chanute Field in Illinois. The XP-80 survived all of these evaluation trials, and on November 8, 1946, it was transferred to the Smithsonian Institution for eventual display. Restoration work was completed in May of 1978. I presume that it is now sitting somewhere at the Paul Garber Restoration Facility, awaiting the availability of a suitable location for its display. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. Lockheed Aircraft since 1913, Rene J. Francillon, Naval Institute Press, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Lockheed P-80 Shooting Star XP-80A In September 1943, even before the XP-80 had made its first flight, Lockheed had proposed a larger and heavier L-141 version powered by the more powerful General Electric I-40 turbojet engine (later produced by both General Electric and Allison as the J33). The USAAF was sufficiently impressed that they issued a contract for two examples under the designation XP-80A. Serials were 44-83021 and 44-83022. The General Electric I-40 engine that powered the XP-80A had a thrust of 4000 pounds, and was fed by intakes relocated a bit further aft to a position just below the cockpit windshield. The wingspan was 39 feet 0 inches, two feet greater than that of the XP-80, but wing area was reduced to 237.6 square feet by using a narrower chord. Length was increased from 32 feet 10 inches to 34 feet 6 inches. Height increased to 11 feet 4 inches. Weights were considerably greater than those of the XP-80, being 7225 pounds empty, 9600 pounds gross, and 13,780 pounds maximum takeoff. The increased weight required a stronger undercarriage. Ammunition capacity increased from 200 to 300 rounds per gun, and internal fuel capacity increased from 285 to 485 US gallons. In contrast to the XP-80, the XP-80A was fitted with a pressurized cockpit. XP-80A 44-83021 flew for the first time on June 10, 1944. It was followed on August 1 by XP-80A 44-83022. 44-83022 was fitted with a second seat which could carry an engineering observer. Early in the test program the XP-80A experienced excessively-high cockpit temperatures due to a faulty cabin pressurization valve. This problem was easily fixed, but there were more serious problems encountered with an unstable airflow through the intake ducts. Kelly Johnson took a ride in the rear seat of 44-83022 in order to try and figure out what was causing the problem. Kelly Johnson was an extremely talented aeronautical engineer, and he correctly diagnosed the cause as being boundary layer separation along the walls of the duct. The problem was solved by adding a series of boundary layer bleeds along the upper edges of the ducts. This feature was added to all subsequent production aircraft. The second XP-80A became the first in the Shooting Star series to carry a 165 US-gallon drop tank underneath each wingtip. When carried, these tanks actually lowered rather than increased the drag. The first XP-80A crashed on March 20, 1945, but test pilot Tony LeVier managed to parachute to safety and escaped with only back injuries. The second XP-80A was later used as a testbed for the Westinghouse J34 axial-flow turbojet in support of the XP-90 program. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. Lockheed Aircraft since 1913, Rene J. Francillon, Naval Institute Press, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Lockheed P-80 Shooting Star (3 of 8) YP-80A service test aircraft Thirteen YP-80A service test aircraft were ordered on March 10, 1944. Serials were 44-83023 through 44-83935. They were generally identical to the XP-80A and were powered by the General Electric I-40 turbojet, the production model of which was designated J33-GE-9 or -11. Armament was increased to six 0.50-in machine guns in the nose. The USAAF wanted a photographic reconnaissance aircraft with the performance of the P-80, and, on September 23, 1944, they ordered that the second YP-80 (44-83024) be completed as an unarmed photo-recon ship. It was assigned the designation XF-14, the F designation being in the pre-1948 F-for-photographic reconnaissance series. In converting the aircraft to XF-14 configuration, the six 0.50-in machine guns in the nose of the YP-80A were taken out and replaced by a set of cameras. The career of the XF-14 was rather briefit was destroyed on December 6, 1944 in a midair collision. 0'`' ^'`'0o&`' 2#`' &`'0'`'8+3h԰ '$/' `'28+  b%h԰48y/i`'ggOU(xKd"(xKdPGMM0 s`'@  `'@@`' $`' &`'d@ `'@@`' r$`'0&`'0q&`'^@x`'@@`' %`' ?&`'0&`'0{&`'0&`'@`'@@`'0#`'Y@q`'@@`'0#`'0?'`'0O&`'0%'`' $`'@("`'@@`'y "`'@ `'@@`' @w`'@@`'`P`'@@`'OP`'@@`'}@S"`'@@`'Q@`'@@`'mP`'@@`'oPU`'@@`'(!) cannon mounted in the nose. B `'1@ `'@@`' $`'0%`'  '`'0&`'0$`'\@`'@@`' @w`'@@`'QP`'@@`'OP`'@@`'_Pf`'@@`'k@`'@@`'SP`'@@`'XP`'@@`'MP `'@@`'dP`'@@`' ``'``'ppi`'A@H`'@@`'ct never reached the prototype state. It was of6 `'@ m `'@@`' %`' F&`')P `'@@`'0g$`'0&`' v%`'@x`'@@`' h%`'vP`'@@`' $`'0&`'LP`'@@`' N$`' &`' %`' &`' '`'0@ `'@@`' f%`'0%`'E@`'@@`' #`' &`'0*'`'8&`' Pd`'@@`'}@!`'@@`'0]%`' &`' &`'2@ `'@@`' @w`'@@`'QP`'@@`'OP`'@@`'@`'@@`' ``'``'ppi`'A@H`'@@`'LxGMMBPGMMg2DU(xKd(xKd3`'@`'@@`'Number Forty-Five in the Series Bell P-45 The Bell P-45 was the designation initially applied to the first proposed production model of the Bell XP-39 Airacobra, even though it were almost identical to the YP-39 service test aircraft already under evaluation. However, in the political climate of 1940 it was virtually impossible for the USAAC to acquire any new aircraft. But it could order more examples of an already-existing model. Consequently, the designation of the Airacobra was changed to P-39C prior to the delivery of the first aircraft. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian Institution Press, 1989. The Calamitous Cobra, Air Enthusiast, August 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 RR8+P5I2h԰PC28+PFh԰PFF2>E2/ ?`'-P ^`'@@`'0=$`'0%`'0 %`'0&`'@`'@B`'06$`'0&`' x%`'0%`''@`'@B`' $`'yP `'@B`' .%`'0&`' &`' $`'#@`'@B`' $`'0&`'Pf&`'@B`' Z%`'0&`' %`'_@8`'@B`' $`'0&`'T@`'@B`'0>%`'t@`'@B`'0H$`' &`'*@` `'@B`' @w`'@B`'_P$`'@B`'S@``'@B`'HP`'@B`' ``'`'pi`'A`pH`'@ `'@@`'+7`'22`E[PC" BPM5PM5IMP\xGMM'PGMMNumber Seventy-Four in the SeriesP-74" never existed Authors who write about American fighter aircraft of the World War 2 era are unanimous in stating categorically there never was a fighter project with the designation P-74. For some obscure reason, this particular number (and perhaps P-73 as well) seems to have been skipped. The aviation historian James Fahey claims that the P-73 and P-74 designations were deliberately omitted as a result of political pressure applied to the Army by the Fisher Body Division of the General Motors Corporation. In 1942, Fisher was hoping to interest the Army in its new escort fighter design. At that time, the next available Army pursuit designation was P-73, but Fisher wanted the Army to assign to its new escort fighter a nice symbolic number, something that would sound nice in advertising copy and would make for memorable sloganssomething like The French 75 in World War 1, the Fisher P-75 in World War 2 was envisaged. Fisher got its way and the Army agreed to assign the designation P-75 to its escort fighter project, the designations P-73 and P-74 being deliberately skipped. In contrast to the P-73, I am aware of no sources that claim that there ever was a P-74. Source: Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1980. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Third Enlarged Edition, Ray Wagner, Doubleday, 1982. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 h԰PA42QU(xKd(xKdPB2 . j @\U(xKd'(xKd*1`PC" BPM5PM5IMP_d!h8+)hh* hh8++hh5h8+=hh>h8+?hh>D2I =FX}`'&&1Number Forty-One in the SeriesSeversky/Republic XP-41Supercharged P-35 The last aircraft on the Seversky P-35 contract (36-430) was delivered in 1938 as the XP-41 (company designation Model AP-2) with a revised wing and a 1200-hp R-1830-19 air cooled radial engine with a medium-altitude two-stage turbosupercharger in place of the standard 850 hp R-1830-9 engine. The supercharger was located in a ventral position just aft of the wings and had its air intake in the left wing root. Overall length was increased from 25 feet 2 inches to 27 feet 0 inches. In addition, this aircraft had a fully retractable undercarriage, the legs and wheels folding inward into the wings and fuselage. The canopy was somewhat lower than that of the standard P-35, and was more aerodynamically streamlined. The XP-41 made its first flight in March, 1939, shortly before the Seversky company threw out Major de Seversky as its CEO and changed its name to Republic Aviation Corporation. A maximum speed of 323 mph at 15,000 feet was attained. Maximum range was 1860 miles. Empty weight was 5390 pounds and maximum loaded weight was 7200 pounds. Armament was the same as that of the standard P-35one 0.50-in and one 0.30-in machine gun. The XP-41 showed significantly better performance than that of the standard P-35, but the Army preferred a parallel Seversky/Republic development, the high-altitude AP-4 which was eventually to emerge as the YP-43, and the XP-41 was not developed any further. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. United States Military Aircraft Since 1909, Gordon Swanborough and  Peter Bowers, Smithsonian Institution Press, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 @!Number Forty-Two in the SeriesCurtiss XP-42streamlined P-36 The fourth Curtiss P-36A (serial number 38-4) was used by the US Army and NACA for aerodynamic research in an attempt to overcome the aerodynamic drag penalty inherent in large-diameter air-cooled radial engines as compared to narrower liquid-cooled Vee-type engines. The aircraft was given the company designation of Model 75S, and the USAAC assigned it the designation of XP-42. As initially delivered in March of 1939, the XP-42 had a special 1050 hp Pratt and Whitney R-1830-31 radial engine fitted with a long extension fitted to the propeller shaft and nose casing which permitted the use of a streamlined nose with a large propeller spinner. The intake for cooling air was located under the engine, and the intake for carburetor air was located above the engine. The initial configuration of the XP-42 suffered from serious overheating problems and from vibrations of the propeller shaft. Attempts to cure these problems resulted in no less than twelve different cowling designs being tested on the XP-42. Various types of cowl flaps were fitted, and short-nose high- and low- inlet velocity cowlings were tried with and without fans. The nose was progressively shortened until the airplane gradually once again resembled a P-36A. The XP-42 was entered by Curtiss in the 1939 USAAC fighter competition. Although the XP-42 was faster than the P-36A, it was slower than the XP-40. Consequently, the XP-42 lost out to the XP-40 for production orders. The XP-42 was finally scrapped in January 1947. Sources: Curtiss Aircraft, 1907-1947, Peter M Bowers, Naval Institute Press, 1979 The Curtiss Hawk 75, Aircraft in Profile No. 80, Profile Publications, Ltd. 1966 War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1961. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548   (`'2`'2  `'2\ `'r '`'m0&`'IxGMM PGMM=xGMMPGMMFxGMMPGMMXxGMM}PGMM@@`' @`'WU(xKdZ1(xKdEU&(xKd 4(xKdDU&(xKd 4(xKdCU&(xKd (xKd;U&(xKd 9(xKdEU&(xKd (xKd9U&(xKd Y(xKd9U&(xKd (xKd,U&(xKd 4(xKd7U&(xKd (xKd9U&(xKd +(xKdJU&(xKd R0(xKd<U&(xKd  (xKd@(xKd@@=U&(xKd ^!(xKdBU&(xKd $ (xKd@(xKd@@BU&(xKd X,(xKd.U&(xKd 9(xKd2U&(xKd =(xKd3U&(xKd ((xKd>U&(xKd U$(xKd9U&(xKd l.(xKd7U&(xKd F(xKdOU&(xKd ((xKd6@(xKd@@ @(xKd@@@/@_E06004)1@42 A2@U3I@4:3);@_;2@;;@<@ @)<_<y<6<r-+ n`'@ `'@@`'0#`' &`' %`' &`' 0'`' &`'0&`'x@`'@@`'[@`'@@`' @'`'@@`'lP`'@@`'HP`'@@`'QP`'@@`' ``'``'ppi`'A@H`'@@`' u- h8+KhhLh8+MhhNh8+OhhPP h8+QhhRh8+ Shh _JU(xKd:(xKd@(xKd@@MU&(xKd ((xKd[U&(xKd (xKd&`' &`'\P9`'JU(xKd:(xKd@(xKd@@MU&(xKd ((xKd:U&(xKd (xKd@LU(xKdB(xKdA42}===; @=:=9 `'@ `'@@`'0#`'0$'`'@%`'@B`' @%`'0&`'0`'`' '`'S@`'@B`' #`'03&`'^P`'@B`' {$`' ^'`'0%`'0I&`' @`'@B`' +$`' &`'2@ `'@B`' @w`'@B`'To`'``'*@ `'@B`'OP`'@B`'P@`'@B`'`'gPN`'@``'1 `' @ `'@@`'z #`'0 &`'0'`'0&`'0&`'0&`'@`'@B`' $`'0%`'-@ `'@B`' @w`'@B`'OP`'@B`'N@`'@B`'`'gPN`'@``'9 y`' @ `'@@`' #`'s@`'@B`' @w`'@B`'OP`'@B`'`'gPN`'@`D(`'; 3`'@  `'@@`' V%`'01&`'C@*`'@B`'|0$`' &`'$`'oP`'@B`'0#`'0'`'0&`'0&`'1@ `'@B`' @'`'@B`'OP`'@B`'`'gPN`'@@`'4=>?@AB!0IU(xKd (xKd=U(xKd(xKdFU(xKd(xKdXU(xKd}(xKd!YGunopqr K`' @ `'@@`'P$`'@B`'0#`'0%`'0U'`'P&`'@@`'0 $`'0k&`'0$`'0k%`' @m`'@@`' 1$`'(j%`' &`' E&`'j@J`'@@`' %`'0%`' ^%`'[@a`'@@`'c3`'9Pv`'@@`' ?$`'ZP;`'@@`' @w`'@@`'_P$`'@@`'FP`'@@`'U@n`'@@`' ``'pi`'A@H`' B  `'@@`'``'A&p`'@@s`'8`' `h`'Q&`'@@s`'+``'A&`'@@s`'+`'$`h `'A&`'@@s`''S`'"`h `'A&`'@@s`'2`''ph `'A&`'@@s`'+`'`hS `'A&`'@@s`'(`'`h `'A&`'@@s`''G`' `h `'A&`'@@s`'& `'"ph `'A&`'@@s`'n`'-`h`'A&`'@@s`'(i`'3`h`'A&`'@@s`'/`'`h`'A&`'@@s`''`'Bph``'A&`'@@s`'6`')`h`'A&`'@@s`'+X`' `h`'A&`'@@s`')`'phI `'A&`'@@s`'0`'ph" `'A&`'@@s`'.`'&ph`'A&`'@@s`'(x`' `h`'A&`'@@s`'+c`' `h`'A&`'@@s`'@`'*`'`h`'A&`'@@s`'3`'3ph,`'A&`'@@s`'.`' `h `'A&`'@@s`'-`'%`h `'A&`'@@s`'7@`'`h`'A&`'@@s`'9t`'`h `'A&`'@@s`'0`'`h `'A&`'@@s`'9`' `h`'A&`'@@s`'9`' `h`'A&`'@@s`'2`'`hC`'A&`'@@s`'2g`' ph `'A&`'@@s`'9X`'`h`'A&`'@@s`'11`' `h`'A&`'@@s`'9`' `h`'A&`'@@s`';`'`h| `'A&`'@@s`'4y`'`h`'A&`'@@s`'4`D`'A&`' ,'`'0'`'(%`'06'`'0&`'0&`'Pv%`'@B`' {#`'08&`'0U'`'aP`'@B`' @w`'@B`'HPr`'@B`'U`' `'``'(@ `'@B`'OPD`'@B`'`'hPz`'@`-`'. =`'&P `'@@`'0&%`' 2&`'0%`' '`' &`'$@ `'@B`' #`'0"&`'<P`'@B`' @w`'@B`'V`'``'(@ `'@B`'MP`'@B`'M@`'@B`'XP`'@B`'`'gPN`'@`h`'( T`' @ `'@@`'0l%`'=P`'@B`'@'`'@B`'OPD`'@B`'`'hPz`'@`D(`'+ `' @ `'@@`'0%`'XP[`'@B`' @w`'@B`'OP`'@B`'`'iP`'@`D(`'* `'@ `'@@`' $`'  '`' *&`'0&`' %`'s@ `'@B`' n%`'0 &`'0&`'0W&`'0%`'0t&`'mPw`'@B`'0#`'(&`'(&`'P)'`'@B`' @%`'0 &`' ~&`'@`'@B`'83$`'@%`'@B`'0#`' l%`'(&`'Pd`'@B`' @w`'@B`'To`'``'(@ `'@B`'OP`'@B`'M@`'@B`'SP`'@B`'`'gPN`'@@`'@`'@`'@`'#@ `'@H`', Naval Institute Press, 1987. Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 @ ^8+8+G_h8+H`8+8+Iah8+Jb8+8+Kch8+Ld8+8+MeHh8+Nf8+8+Ogh8+P  @ : `'&@ `'@@`' p$`'0%`' P`'@@`' %`' %`' u&`' &`'b@X`'@@`'~0t#`'JPx`'@@`'0$`'u@~ `'@@`'@"`'@@`'{0#`'mP`'@@`' "%`'0/'`'"@ `'@@`'wP!`'@@`' @'`'@@`'kP/`'@@`' ``'``'p`'pi`'A`pH`'@ `'@@`'h԰N"`'@@`'0p$`'8+P8 2h԰P8@2=&`'\@`'@@`'8+P8 m2h԰P8 1@0 u- purpose was still to keep the Farmingdale production lines occupied until the Thunderbolt could be ready. The Chinese Lend-Lease P-43s were designated P-43A-1. Serial numbers were 41-31448/31572. The P-43A-1 differed from the P-43A by having a Pratt and Whitney R-1830-57 engine with the same power. The four 0.50-inch machine guns were all concentrated in the wings. Some attempt was made to make the design more combat-worthy by adding such modern features as armor and self-sealing fuel tanks. Provision was made for the carrying of a 41.6 Imp. gall. drop tank, one 200-pound bomb, or six 20-pound bombs. maximum speed was 356 mph at 10,000 feet, service ceiling was 36,000 feet, and maximum ferry range was 1450 miles. Weights were 5996 pounds empty, 7435 pounds loaded, and 8480 pounds maximum. Wingspan was 36 feet 0 inches, length was 28 feet 6 inches, height was 14 feet 0 inches, and wing area was 223 square feet. Production of the P-43A-1 was completed in March of 1942, and 108 of these aircraft were ultimately transferred to China. They saw a certain amount of action there, but they proved uniformly unequal to the task at hand. They were handicapped by poor maneuverability and inefficient self-sealing fuel tanks and achieved little success against the Japanese. The USAAF always viewed the P-43 as only an interim type and considered it unfit for any combat role. None of the USAAF P-43s ever saw any action, being used strictly for advanced training in Stateside units. In 1942, most of the surviving USAAF P-43 and P-43A Lancers were converted as specialized photographic reconnaissance aircraft and redesignated P-43B. These were fitted with cameras in the rear fuselage. Most of these were used to train squadrons until Lockheed F-4s became available. Conversions to P-43B standards also included those P-43A-1s which did not get sent to China, and these planes were supplied to the Royal Australian Air Force in 1942. I am unaware of the RAAF serial numbers of the type, and I am uncertain if any of them ever saw any combat. A total of 150 Lancers were eventually converted to P-43B standards. Two other P-43As (serials 40-2894 and 40-2897) were modified as P-43C photographic reconnaissance aircraft, which were similar to the P-43B but with different photographic fixtures. Yet another set of modifications of existing P-43s (serials 41-6685, 41-6687, 41-6692, 41-6695, 41-6707, 41-6718) took place to produce the P-43D photographic version, which differed only in minor details from the P-43C. The designation P-43E was applied to a projected but unbuilt photoreconnaissance version of the P-43A with different types of fixtures. In October 1942, surviving P-43s were redesignated RP-43, the R standing for restricted from combat use. Sources: War Planes of the Second World War, Fighters, Volume 4, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. United States Military Aircraft Since 1909, Gordon Swanborough and  Peter M. Bowers, Smithsonian, 1989. American Combat Planes, Ray Wagner, Doubleday, 1982. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 h8+hh|h8+hhh8+hhh8+hhh8+hhG@Hoq@}oU(xKd*(xKd @(xKd@@-U&(xKd  (xKd,U&(xKd %%(xKd;U&(xKd c(xKd?U&(xKd =(xKdIU&(xKd #(xKd,U&(xKd  (xKd,U&(xKd  (xKd2U&(xKd /(xKdUU&(xKd =((xKdNU(xKd[*(xKd6U&(xKd  (xKd3U&(xKd b(xKd&U&(xKd (xKd2U&(xKd (xKd&U&(xKd 4(xKd&U&(xKd (xKd&U&(xKd (xKdh8+yhhzh8+{hh|h8+}hh~h8+hh dh8+hh---@@-@-@Number Seventy-Eight in the SeriesNorth American XP-78 MustangOriginal designation for Merlin-powered Mustang XP-78 was the designation initially given to a version of the North American P-51 Mustang powered by the Packard-built Rolls Royce Merlin liquid-cooled engine. On July 25, 1942, North American Aviation was authorized to adapt two P-51 Mustang airframes to Merlin 65 engines imported from England. For the conversion, NAA selected two P-51s from the batch of Mustang IAs that had been repossessed from the RAF by the USAAF. Their serial numbers were 41-37350 and 41-37421. NAA gave the project the company designation NA-101. These aircraft were considered sufficiently different from the existing Mustang that they were given a new designationXP-78. However, the designation of these two aircraft was changed to XP-51B while the work was progressing. Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday 1964. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian, 1989. Fighting Mustang: The Chronicle of the P-51, William N. Hess, Doubleday, 1970. Classic Warplanes: North American P-51 Mustang, Bill Gunston, Gallery Books, 1990. Famous Fighters of the Second World War, Volume I, William Green, 1967. The North American P-51B and C Mustang, Richard Atkins, Aircraft in Profile, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 8+P8 2h԰P8 j27`'22 `'h8+hh;h8+<8+8+h8+hhh8+hhNU&(xKd9 `'@ `'@@`' $`'PO`'@@`'0L$`'04&`'fP`'@@`' X$`'02'`'8&`'0z%`'lPv`'@@`' t%`'0&`' '`'8L&`'@ `'@@`' z%`'NP`'@@`' $`'0}&`'8@`'@@`'0%`'05&`'4@ `'@@`'p@ `'@@`' $`' 9&`' &`'6@ `'@@`' ?$`'0}&`'0&`'( '`'0&`' \'`'(M&`' '`'_@=`'@@`' @w`'@@`'J@`'@@`'9P`'@@`'GP`'@@`' ``'``'ppi`'A@H`'@@`'@@`'@Z`'  S R9 `'@ `'@@`'}0#`'0S'`'0'%`' 6'`' R&`' &`' &`' W&`'=@ `'@@`' ,%`' Y'`' &`']@Y`'@@`' $`' #'`'@`'@@`'0%`'0`'`'0&`' ?&`' O'`'P`'@@`'0q#`'"@ `'@@`'| $`' &`' &`'\P9`'@@`' r%`'03'`'05%`'%@ `'@@`'0%`' %`'03'`'0&`'#@`'@@`' $`'  '`'0&`'0'`'1@ `'@@`'0#%`' 7'`'01'`'0%`'P&`'@@`'03%`'0%`' %`' Z%`' 3`']@[`'@@`'0"%`' '`' %`'@"`'@@`' @w`'@@`'J@`'@@`'9P`'@@`'GP`'@@`';PK`'@@`' ``'``'ppi`'A`H`'@$`'@@`'1 `'@ @ `'@@`'@"`'@@`' $`'0&`' @&`'~@!`'@@`' #`' >'`'0&`' G&`' <&`'@ &`'@@`' S%`'0&`' e&`'0I%`'0&`'  %`'FP`'@@`'0 %`' &`'\$`';@`'@@`'0(#`'0&`'2Pe `'@@`' @w`'@@`'kP`'@@`'GP`'@@`'PP`'@@`'i@`'@@`'LP^`'@@`' ``'pi`'A`H`'@!`'@@`'2 `'@ %`'@@`'(;%`'P`'@@`'z #`' '`' !&`'0$`'w@`'@@`' $`' m%`' 0'`'0G'`'rP`'@@`' $`' &`'m@+`'@@`'0V$`' 2&`'Pv%`'@@`'0$`' &`'0&`'0j&`' t&`'@`'@@`' "`'0%`' Y%`' '`' /%`']@1`'@@`' $`' &`'@q`'@@`' $`'0'`'d@V`'@@`' @w`'@@`'Q@`'@@`'kP`'@@`'GP`'@@`' ``'``'ppi`'@``'@$`'@@`'`PC" BPM5PM5IMP_d,h8+-hh.h8+/hh0h8+1hh2h8+3hh4h8+5hh  @  ] `'@ <`'@@`' $`'0&`'.@ `'@B`' $`'0'`' ]'`'0&`'0&`' @`'@@`' $`'0t%`' &`'0&`'0'`' %`'0$`' Z&`'a@j`'@@`' ;$`'(C&`'%P `'@@`'}0K#`' &`' &`'8@`'@@`'0$`' %`'P$`'@@`' T$`' 7'`'0&`'%@ `'@@`' [%`'0s&`'0&`' &`'@r`'@@`'0$`' D&`'sP9`'@@`'0#$`' i%`'0$`'0&`'`P`'@@`'0;$`'0&`'N@1`'@@`'0D#`'00&`' `' '`'f@P`'@@`'|0F#`' H&`' =&`'PJ`'@@`'0V$`'P`' :'`' &`'0&`' h&`'CPT`'@@`' \%`'02&`' &`'h@`'@@`' @w`'@@`'kP1`'@@`'HP`'@@`'HP`'@@`' ``'``'ppi`'A`H`'@$`'@@`'CU(xKdNI(xKd,U(xKd= (xKdOU(xKdV(xKdIU(xKd(xKdYU(xKd5 (xKdHU(xKdC(xKd@U(xKd1 (xKdGU(xKd (xKdHU(xKd (xKd?U(xKdL((xKd[U(xKd (xKd?h8+!>From ROTHERY@dstos3.dsto.gov.au> >From jfb@intgp1.att.com > > >In 1947, the designation XF-98 was assigned to an unmanned fighter >project that was eventually to result in the Hughes Falcon, the >worlds first operational air-to-air guided missile. [ Question: >were there any operational tests of German air-to-air missiles during>World War 2?] > I have a photocopy of a chapter of a book that borrowed from a library some years ago. Unfortunately I am having trouble finding the reference, but I will let you have the info anyway.The first Air to Air missile mentioned is the Henschel Hs 117H, a modification of the Schmetterling Ground to Air missile. This was a long range missile intended to fired by aircraft such as the Ju 188 and 388, at a range of 6 to 10 km and up to 5000 m above the firing aircraft. Guidance was by radio link, and detonation of the 100kg warhead by command signal (later by proximity. fuse). No operations were undertaken with the Hs 117H.Next is the Henschel Hs 298, which was the first purpose designed AAM. Controlled by radio link, and fused as per the Hs117H, 300 experimental models were completed. Test firing began in May 1944, at ranges between 500m and 2500m and 100m below to 2000m above the target. Intended for the Ju 88 and FW 190 development was cancelled in favor of the X4.The X4 was the final choice for development, but work was hampered by Allied bombing, which stopped it seeing regular service. This wire-guided missile was much smaller and simpler than the other designs, and had both an impact and an acoustic proximity fuse. Launch range was between 1500m and 3500m from FW 190, Ju 88 and Ju 188, with total wire length being 5500m. 225 prototypes were tested starting in August 1944 and ending in February 1945, when the model was declared ready for production. The 1000 airframes where without motors, and that was that.Mike Rothery Defence Security Branch SA & NT Regional Office Phone: +61 8 259 5235 PO Box 1500 Salisbury SA 5108 Fax: +61 8 259 5577 @`'`h`'A&`'Index Organizations 102 Air National Guard Wing 366 128th Fighter Interceptor Wing 398 14th Fighter Group 122,320 14th Pursuit Group 121,159,268 15th Fighter Bomber Group 326 16th Fighter Group 70 16th Pursuit Group 41,96 17th Fighter Group 70 17th Pursuit Squadron 11 17th Pursuit Group 41 17th Pursuit Squadron 24 18th Composite Group 125 18th Fighter Group 70,124 18th Fighter Interceptor Wing 355 18th Fighter-Bomber Group 199,309 18th Fighter-Bomber Wing 356 18th Pursuit Group 41,96 1st Fighter Group 121,122,126,309,340 1st Fighter Interceptor Wing 341 1st Group Aviacao de Caca 177 1st Pursuit Group 13,24,79,90,95,121,159 20th Fighter Bomber Group 326 20th Fighter Bomber Wing 323 20th Fighter Group 70,123,195,198,321 20th Pursuit Group 41,95 21st Fighter Bomber Group 326 21st Fighter Interceptor Wing 355 23rd Fighter Group 145,195,268,309 27th Fighter Escort Group 322 27th Fighter Group 198,315 27th Pursuit Squadron 13 2nd Photographic Reconnaissance Group 125 311th Fighter Bomber Group 193 311th Fighter Group 195 312th Fighter Bomber Wing 365 318th Fighter Group 178 31st Fighter Bomber Group 326 31st Fighter Bomber Wing 356 31st Fighter Group 195,198,309 322nd Fighter Group 177 322nd Fighter Interceptor Wing 355 324th Fighter Group 177 325th Fighter Group 177,195,199,315 32nd Pursuit Group 96 332nd Fighter Group 137,195,199 335th Fighter Group 195 339th Fighter Group 195,199 33rd Fighter Group 124 33rd Fighter Interceptor Wing 341,352 343rd Fighter Group 124 347th Fighter Group 139,315 348th Fighter Group 178 350th Fighter Group 177 352nd Fighter Group 195,199 353rd Fighter Group 199 354th Fighter Group 177,194,195,199 355th Fighter Group 199 356th Fighter Group 199 357th Fighter Group 195,199 358th Fighter Group 177 359th Fighter Group 195,198,199 35th Fighter Group 124,139,178 35th Fighter Interceptor Wing 309 35th Interceptor Group 309 35th Training Group 96 361st Fighter Group 195,198,199 363rd Fighter Group 195,199 363rd Tactical Reconnaissance Wing 329 364th Fighter Group 199 366th Fighter Bomber Group 326 366th Fighter Group 177 366th Fighter Interceptor Wing 355 367th Fighter Group 177 368th Fighter Group 177 36th Fighter Bomber Group 309,310 36th Fighter Group 177,309 36th Fighter Interceptor Wing 355 36th Training Group 96 370th Fighter Group 199 371st Fighter Group 177 373rd Fighter Group 177 37th Fighter Group 70,177 388th Fighter Interceptor Wing 355 3rd Photographic Reconnaissance Group 123,126 3rd Wing (JASDF) 350 404th Fighter Group 177 405th Fighter Group 177 406th Fighter Group 177 406th Fighter Interceptor Wing 355 407th Fighter Bomber Group 326 412th Fighter Group 231,300,301,308 450th Fighter Interceptor Wing 355 474th Fighter Group 123 474th Fighter Interceptor Wing 355 475th Fighter Group 125 479th Fighter Group 123,195,199 479th Fighter Interceptor Wing 355 481st Night Fighter Operational Training Group 277 48th Fighter Group 177 48th Fighter Interceptor Wing 355 49th Fighter Bomber Group 309 49th Fighter Bomber Wing 309 49th Fighter Group 178 4th Composite Group 91 4th Fighter Group 177,195,198,309,340 4th Fighter Interceptor Wing 341,342,343,344,352,353,354,355,359 5001st Composite Group 315 508th Fighter Group 178 50th Fighter Group 177 50th Fighter Interceptor Wing 355 51st Fighter Group 124,195,315 51st Fighter Interceptor Wing 309,352,353,355,356 51st Interceptor Group 309 52nd Fighter Group 195,198,315 54th Fighter Group 192 55th Fighter Group 122,124,198,309 55th Pursuit Group 159 56th Fighter Group 168,175,177,309 56th Fighter Interceptor Wing 341 57th Fighter Group 177 57th Interceptor Group 309 58th Fighter Group 178 58th Fighter Interceptor Wing 355 5th Photographic Reconnaissance Group 123 5th Fighter Wing (Philippines) 362 5th Fighter Wing (RoCAF)) 364 67th Tactical Reconnaissance Group 199 67th Tactical Reconnaissance Wing 309 68th Observation Group 139 68th Tactical Reconnaissance Group 199 69th Tactical Reconnaissance Group 199 6th Fighter Wing (Philippines) 362 78th Fighter Group 177,199 78th Fighter Interceptor Group 398 79th Fighter Group 177 7th Photographic Reconnaissance Group 123 80th Fighter Group 124 81st Fighter Bomber Group 326 81st Fighter Group 309,340 81st Fighter Interceptor Wing 341,355 82nd Fighter Group 121,122,139 86th Fighter Group 177 8th Photographic Reconnaissance Group 125 8th Pursuit Group 24,79,96 8th Fighter Bomber Group 309 8th Fighter Bomber Wing 309,356 8th Fighter Group 139,178 8th Fighter Interceptor Wing 355 94th Pursuit Squadron 13 97th Pursuit Squadron 21 99th Strategic Reconnaissance Wing 332 A Ala de Caza 1 361 American Volunteer Group 142,143,144 F First Fighter Group.See 1st Fighter Group Flying Tigers 142 N No. 1 Fighter Wing RCAF 380 No. 112 Fighter Wing RHAF 382 No. 2 Fighter Wing RCAF 381 No. 3 Fighter Wing RCAF 381 No. 4 Fighter Wing RCAF 381 No. 78 Fighter Wing RAAF 385 Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Number Thirty-Four in the Seriesthe Wedell-Williams XP-34never left the drawing board The Curtiss company had demonstrated that it was possible to evolve a successful pursuit design from a racing aircraft. It comes as no surprise, therefore, that the Wedell-Williams Company, one of the best-known manufacturers of racing planes during the 1920s and 1930s, would attempt to adapt its racing designs to a fighter proposal. The Wedell-Williams company submitted a cantilever, low-wing monoplane powered by a 700 hp Pratt & Whitney R-1535 Twin Wasp radial housed in a tightly-fitting cowling that looked too big for the rest of the airframe. The landing gear retracted inward to be stowed under the fuselage, and the cockpit was fully enclosed by a rearward-sliding canopy. The cockpit was situated well-aft, reminiscent of the manufacturers racing planes from which the design was evolved. A maximum speed of 286 mph was anticipated. The proposal was sufficiently appealing to the USAAC that on October 1, 1935 they ordered that a set of construction drawings be prepared under the designation XP-34. However, by 1936, fighters were already flying with performances exceeding that of the proposed XP-34. When confronted with this reality, the Wedell-Williams company proposed that the engine be switched to the 900hp Pratt & Whitney XR-1830-C radial in the pursuit of better performance. However, this revision failed to interest the USAAC, and the whole program was cancelled before anything could leave the drawing board. Source: The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548  w`'P B`'@@`' ,%`' &`'0]'`'C@ `'@B`'0S$`' @v`'@B`' $`' &`' %`'0\'`' &`' %`'%@ `'@B`'} h$`'M-`'0&`' &`'0Z%`' m&`'q@`'@B`'8$`'0&&`'e@G`'@B`' #`'c@`'@B`' .%`'0&`' &`' D'`' %`' %`'0%`'@Z'`'@B`'0"`'@&`'@B`' J$`'07&`'0$`'c@`'@B`' 3$`'0&`'0~&`'0V'`'@`'@B`'0x$`'i@`'@B`'0$`' &`'0%`'@`'@B`'0Q%`' &`'0&`'8&`'PW%`'@B`' -%`' &`' &`' )'`'X@`'@B`'0$`' &`' $&`'0%`' Z'`' #'`' |&`' H&`'@`'@B`'0k%`'0&`'(M&`'0&`' O'`'O@`'@B`' $`'8&`' -'`' %`'P "`'@B`'0$`' &`' X&`' Q'`' &`' h&`'@D`'@B`' #`'0'`' H&`'Pv"`'@B`'0#`'0_&`'0q%`' &`';@`'@B`'~ $`'0%`' &`' '`'h@`'@B`'0t$`'@`'@B`'0"%`' 9'`' Z`'0%`'0b%`'0'`' %`' k&`' &`' %`'XP `'@B`'0"`'0&`' `&`'e@`'@B`' [%`'0&`'0&`' &`'0`&`' &`'y@8!`'@B`'0$`' %`'0m&`'/@ `'@B`'u@H`'@B`'``'``'``'.p `'``' ``'``'#ps `'``' ``'``'pE`'``' ``'``'pM`'``' ``'``'p`'``'``'3p `'``'``'0@p `'@B`' @w`'@B`'R@4`'@B`'bP `'@B`'HP`'@B`'TPf`'@B`'`'jP`'@@`'WxGMMZ1PGMMExGMM4PGMMDxGMM4PGMMCxGMMPGMM;xGMM9PGMMExGMMPGMM9xGMMYPGMM9xGMMPGMM,xGMM4PGMM7xGMMPGMM9xGMM+PGMMJxGMMO0PGMM<xGMM PGMMPGMM=xGMM\!PGMMBxGMM$ PGMMPGMMBxGMMX,PGMM.xGMM9PGMM2xGMM=PGMM3xGMM(PGMM>xGMMU$PGMM9xGMMl.PGMM7xGMMFPGMMOxGMM(PGMMPGMMd@AEarly in 1943, at least two unidentified P-38Fs were modified in the field by the Fifth Air Force as single-seat night fighters by fitting an SCR540 radar with yagi antennae on the nose on both sides of the central nacelle, and above and below the wings. In order to make room for the radar, two of the 0.50-inch machine guns and their ammunition boxes had to be moved forward. Three P-38Js were also modified in the field as experimental night fighters. However, these modifications were all single seaters, and it was found that the flying of the plane and the operation of the radar was too much of a job for just one person. Consequently, Lockheed attempted to adapt the P-38L as a two-seat night fighter. In 1944, Lockheed converted P-83L-5-LO Ser No 44-25237 as a two-seat night fighter, with the radar operator sitting aft of the pilot under a raised section of the canopy. The aircraft was fitted with an AN/APS-6 radar in an external radome underneath the nose, relocated radio equipment and anti-flash gun muzzles. This modification was successful, and provided the USAAF with a night fighter having a top speed of 406 mph at 15,000 feet as compared to only 369 mph at 20,000 feet for the Northrop P-61A Black Widow. Consequently, the Army issued a contract change calling for the Lockheed Modification Center in Dallas to convert 75 additional P-38L-5-LOs into P-38M twin-seat night fighters. They were painted glossy black overall. These were just entering service when the war ended. The P-38M saw operational service in the Pacific in the last few days of the war. It was an effective night fighter with very little performance penalty over the standard single-seat Lightning. Flash eliminators were fitted to all guns, mainly to aid the pilot in retaining night vision when they were fired. Experiments were conducted with the object of shielding the turbosupercharger exhaust, but the entire exhaust system was so hot that it glowed at night, making the small reduction of visibility possible with the shielding of the actual efflux relatively pointless. Consequently, no modifications of the exhaust system were undertaken on production P-38Ms. Initial climb rate was 3075 feet per minute, and an altitude of 20,000 feet could be attained in 8.7 minutes. Serials of P-38Ls converted to P-38M configuration were as follows: 44-26831, 26863, 26865, 26892, 26951, 26997, 26999/27000, 27018, 27233, 27234, 27236/27238, 27245, 27249/27252, 27254, 27256/27258, 53011/53017, 53019/53020, 53022/53023, 53025, 53029/53032, 53034/53035, 53042, 53050, 53052, 53056, 53062/53063, 53066/53069, 53073/53074, 53076/53077, 53079, 53080, 53082/53090, 53092/53098, 53100/53101, 53106/53107, 53019/53110, 53112. There is a P-38M on display at the Champlin Fighter Museum at Falcon Field, Mesa, Arizona. It no longer has its radome slung under the nose, but the two-seat configuration is still retained. That radar operator in the rear must have been REALLY cramped! Sources: Lockheed Aircraft Since 1913, Rene J. Francillon, Naval Institute Press, 1987 The P-38J-M Lockheed Lightning, Profile Publications, Le Roy Weber Profile Publications, Ltd, 1965. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. Famous Fighters of the Second World War, William Green, Doubleday, 1967. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Lockheed P-38 Lightning (9 of 11)P-38 Lightning in European Theatre `'2g29`'2F2 H75-C1 No. 09 The C stood for Chasse (pursuit) and the 1 indicated a single-seater, and the 09 was the ninth H75 ordered by France. Hawk 75A-2 Following the placing of the initial French order for the Hawk 75A in May of 1938, an option had been taken for 100 more machines. This option was converted into a firm order on March 8, 1939. These aircraft differed from the A-1 in having an additional 7.5 mm machine gun in each wing, some structural reinforcement of the rear fuselage, and the minor modifications necessary to permit interchangeability between the R-1830-SC-G and the more powerful R-1830-SC2-G, the latter affording 1050 hp for takeoff. The new model was designated Hawk 75A-2 by Curtiss. The four wing guns and the new engine made the Hawk 75A-2 more or less equivalent to the US Armys XP-36D. The first A-2 was delivered to France at the end of May, 1939. The first 40 of these were basically similar to the A-1 in both powerplant and armament. The first A-2 to have both the uprated engine and the increased armament was actually the 48th off the Buffalo line. French Air Force numbering continued from the Hawk 75A-1, the first Hawk 75A-2 being numbered 101. Hawk 75A-3 One hundred and thirty-five of the Hawk 75A-3 version were ordered by France on October 9, 1939, with improved 1200 hp R-1830-S1C3G engines and armament similar to that of the A-2 (six 7.5-mm machine guns). Maximum speed was 311 mph at 10,000 feet. Initial climb rate was 2350 feet per minute, service ceiling was 33,700 feet, and range was 820 miles. Wingspan was 37 feet 3 1/2 inches, length was 28 feet 7 inches, and wing area was 236 square feet. Weights were 4483 lbs empty, 5692 lbs gross. About sixty Hawk 75A-3s reached France before the surrender, with the rest being diverted to Britain. Hawk 75A-4 The last French order before the Armistice was for 795 Hawk 75A-4 aircraft. These were armed like the A-3s but were fitted with 1200 hp Wright R-1820-G205A Cyclone engines. Cyclone-powered 75s could be distinguished from Twin Wasp models by their short-chord cowlings of slightly greater diameter and by the absence of engine cowling flaps and bulbous nose gun port covers. Maximum speed was 323 mph at 15,100 feet. Initial climb rate was 2820 feet per minute, service ceiling was 32,700 feet, and range was 670 miles. Weights were 4541 lbs empty, 5750 lbs gross. Wingspan was 27 feet 3 1/2 inches and length was 28 feet 10 inches. Only two hundred and eighty-four of these A-4s were actually built, and of these, only six A-4s actually reached France before the surrender. The French Hawks were in action from almost the first day that the war began in Europe. On September 8, 1939, the Groupe de Chasse II/4, operating Hawk 75As succeeded in destroying two Messerschmitt Bf 109Es, the first Allied aerial victories of World War 2. However, during the invasion of France in May of 1940, the Hawks were generally outmatched by the Messerschmitt Bf 109E. The Hawk 75A served with Armee de lAir Groupes de Chasse III/2, I/4, II/4, I/5 and II/5, these units claiming 230 confirmed kills and 80 probables, as against losses totaling only 29 aircraft destroyed in aerial combat. Although these figures are probably over-optimistic, it seems likely that the French Hawks gave better than they got. The Hawk 75A was neither as fast nor as well-armed as the Messerschmitt Bf 109E, but it was more maneuverable and could take more punishment. The leading French ace of 1939/40 was Lt Marin La Meslee, who scored 20 kills while flying the Hawk. Only 291 Hawk 75A fighters were actually taken on strength by the Armee de lAir before the collapse of French resistance, but a number were lost en route to French ports. As mentioned before, only six A-4s actually reached France before the Armistice. Thirty A-4s destined for France were lost at sea during transit, seventeen were disembarked in Martinique and a further six were unloaded in Guadeloupe. These machines were, incidentally, shipped from the West Indies to Morocco during 1943-44, placed in flying condition and used for training, their unreliable Cyclone 9 engines being replaced by Twin Wasps. The rest of the French Hawk 75A-4 order was taken over by Britain as Mohawk IVs. After the collapse of French resistance, those Armee de lAir Hawks which had not escaped to unoccupied French territory or flown to England were taken over by the Luftwaffe. Some of the Armee de lAir Hawk 75As were captured while still in their delivery crates. These were transported to Germany, whey they were overhauled and assembled by the Espenlaub Flugzeugbau, fitted with German instrumentation, and then sold to Finland. Finland received 36 former Armee de lAir Hawk 75A-1s, A-2s and A-3s, along with eight former Norwegian Hawk 75A-6s. These Finnish Hawks participated in the war on the Axis side when Finland entered the war against the Soviet Union on June 25, 1941. These Hawks gave a good account of themselves in Finnish service, and some Hawks remained in service in Finland until 1948. After the Armistice, Armee de lAir Groupes de Chasse I/4 and I/5 continued flying their Hawks with the Vichy Air Force, the former unit based at Dakar and the latter at Rabat. These Vichy Hawk 75As were to fight against other American planes when the Allies made the Operation Torch landings in North Africa in November 1942. In an air battle between these Hawks and carrier-based Grumman F4F Wildcats, 15 Vichy planes were shot down versus the loss of seven Wildcats. This is one of the few occasions during the Second World War in which American-built planes fought against each other. Sources: Curtiss Aircraft, 1907-1947, Peter M Bowers, Naval Institute Press, 1979 The Curtiss Hawk 75, Aircraft in Profile No. 80, Profile Publications, Ltd. 1966 War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1961. Air Enthusiast, Volume 1, William Green et al, Doubleday, 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Curtiss P-36 Hawk (Part 3 of 6) Considerable interest in the Hawk had been aroused in Britain as a result of a test flight carried out by an RAF pilot in France. The Hawk 75A possessed remarkably good controls and the ailerons were fairly light at high speeds in contrast with the early Spitfire which had ailerons which were almost immobile at speeds over 300 mph. At the end of 1939, the Royal Aircraft Establishment arranged for a loan of a Curtiss Hawk from France (the 88th production Hawk 75A-2) for comparative trials against a Spitfire I (K9944). In many respects, the Hawk turned out to be superior to the Spitfire. The RAE found that the Hawk did indeed have exceptional handling characteristics and beautifully harmonized controls. In a diving attack at 400 mph, the Hawk was far superior to the Spitfire I owing to its lighter ailerons. In a dogfight at 250 mph, the Hawk was again superior, because its elevator control was not over-sensitive and all-round view was better. However, the Spitfire could break off combat at will because of its much higher speed. When the Spitfire dived on the Hawk, the Curtiss could avoid its opponent by banking and turning rapidly. The Spitfire could not follow the Hawk around and would overshoot the target. The Hawk 75A displayed appreciably superior take-off and climb characteristics. The swing on takeoff was smaller and more easily corrected than on the Spitfire, and during the climb the Hawks controls were more effective. However, the Hawk tended to be rather slow in picking up speed in a dive. D:\BOOKS\P54.PM5 &`' 8&`'@`'@@`' @w`'@@`'KPx`'@@`'{@S"`'@@`'jP`'@@`'OP`'@@`'Q@`'@@`'@`'@@`' ``'``'ppi`'A`H`'@$`'@@`' @! @0 @ @Q @a q @  @  @ @  @   v'!7= @! @0 ,U(xKd9!(xKdQ!L9xGMMPGMMD `'C@ `'@@`' $`' &`'0&`' &`' &`' Q'`' X%`'0M'`'~P!`'@B`'0{%`'0'`'P&`'@B`'~0#`'0L'`'0U'`'0_'`' &`'  &`' `&`'0#'`' j&`'0&`'0&`'z@7!`'@B`'} $`'~ $`' %`'02'`'0 '`' &`'o@(`'@B`'0b%`'0%`'0&`' ^&`' E&`' `'`'P$`'@B`' %`'0%`'0&`' N%`'QP`'@B`' F%`' &`'0k&`'0&`'('`' m&`' &`' $`'g@`'@B`' $`' g&`' `' %`'cP``'@B`'0#`'zP!`'@B`'}@"`'@B`'0%`' $`'{@ `'@B`'0!$`'xPR`'@B`' /%`'0'`'8&`'01'`'#@`'@B`'~ #`'@}`'@B`' #`'0@&`' .'`'0&`' '`' &`' .&`'Y@"`'@B`'0$`'(Pf `'@B`'z0;#`'~@!`'@B`'XPs`'@B`'0$`' %`' L&`' <%`' &`' &`' #&`' $`' &`' &`' &`'0C&`'A@`'@B`'0#`' a&`' &`'{@!`'@B`' $`'0$`'R@`'@B`'@~`' q%`'0&`' %`'0%`'0V'`'(=&`'A@`'@B`' }%`'0U&`'0&`'\P`'@B`'0$`' %`' '`' 5&`' &`' '`'0&`'t@m `'@B`'0V%`'0%`'07'`'0%`'?@#`'@B`'0$`' -'`'r@%`'@B`'0t%`' %`'a@O`'@B`' #`' &`' &`' &`'0%`'0^'`'0&`' $`'0%`'7@ `'@B`' F%`' m&`'0^&`'HP`'@B`'0"$`'@%`'@B`'} #`'0&`'C$`'@F%`'@B`'P`'@B`' @]`'@B`'U@^`'@B`'kP`'@B`'bP `'@B`'PP`'@B`'PP`'@B`'IPT`'@B`'@"`'@B`'`'8p`'``'4@ `'@@`'>@`'@`']@`'@^`'F@Z`'I@`'K@5`'F@`'E@X`'D@`'E@`'`@`'``'F`'j@v`'Kp@`'``'P`'`@`'5@U `'@@`'" `' @ &`'@@`'0 $`'(&`' &`' %`'0''`'T@n`'@B`'uPB`'@B`'k@0`'@B`'0g%`' P&`'l@`'@B`' &%`'j@`'@B`' %`'0$`'z@ `'@B`'{0$`'u@`'@B`'H`'`'``'``'pU`' `K`'``'``' p`'``'``'pU`'``'``' p`'``'``' p`'``'``'pU`' `K`'``'``' p`'``'``'pU`'``'``' p`'``'``'pU`' `K`'``'``' p`'``'``'pU`'``'``' p`'``'``'pU`' `K`'``'``' p`'``'``'pU`' `K`'``'``' p`'``'``'pU`' `K`'``'``' p`'``'``'pU`'``'``' p`'``'``'pU`' `K`'``'``' p`'``'``'pU`'``'``' p`' `K`'``'``'pU`'``'``' p`'``'``' p`'``'``'!p< `'``'``' @p< `'@B`' @w`'@B`'T@2`'@B`'kP`'@B`'bP `'@B`'PP`'@B`'PP`'@B`'IPT`'@B`'@"`'@B`'Jp`'``'5@P `'@@`'e@J`'@ `'0@Z#`'w @]#`'w @<#`' @`'@@c`'@@`'@9`'" `' @ O`'@@`'0|#`'0'`'y@8!`'@B`' \$`' w%`'0Z&`' &`' \&`' &`']P\`'@B`'~ v$`' `%`'0B'`'0}%`'G@`'@B`' $`' &`'F@`'@B`'} %`'0!'`'yPC `'@B`'0s#`' ]&`' %`' a&`',@q `'@B`'+@2 `'@B`' $`'0&`'0&`' 8'`' W&`'?@`'@B`'<`'`' `K`'``'`'``'`'``' `'``'o0&`'p0y&`'0 |`'P L `'@@`' $`'0%`'0f%`'5@[`'@@`'0%`'0C'`'0&`'0n&`'M@`'@@`'0=%`' &`'0o&`']@`'@@`' $`'0&`' Y&`'@6`'@@`' C%`'0>&`'0&`'@`'@@`' @w`'@@`'HP`'@@`'FP`'@@`'GPf`'@@`' ``'pi`'A@H`'v K'`'h %`'_@`'@@`'b +$`'l8%`'l %`'e@#`'@@`'b0K$`'g("&`'o0&`'At the time of the Pearl Harbor attack, 14 P-26As, 39 P-36As and 99 P-40s comprised the air defense of the islands. Most of these aircraft were destroyed or damaged on the ground, but four P-36As of the 46th Squadron managed to take off and attack a formation of nine Nakajima B5N1 torpedo bombers on the second wave. Two of the Najajimas were shot down, gaining the first USAAF kills of the Pacific War. After Pearl Harbor, there was no other combat while in US service. P-36s were quickly withdrawn from combat outfits and relegated to training units. Ten P-36As (serials 38-39, 43, 51, 53, 54, 60, 106, 158, 159, and 175 were transferred to Brazil in March of 1942. The Norwegian government had issued an order for 36 Hawk 75A-8 export versions of the P-36 just before the German occupation, and when these aircraft were completed, they were impounded by the US government. Six were delivered to Free Norwegian forces in Canada in February 1941, where they were operated as fighter trainers by the Little Norway training establishment near Toronto. The rest of the A-8s were requisitioned by the US Army as P-36G. These aircraft received serial numbers 42-36305/36322 and 42-108995/109006. These aircraft were powered by the export-model 1200 hp Wright R-1820-G205A Cyclone radial, which was redesignated R-1820-95 by the Army. Since these aircraft were considered useless as combat types and in addition were incompatible with other P-36s because of their Wright engines, the P-36Gs were sent to Peru under Lend-Lease in 1943. One survives in the Peruvian Air Force Museum. There is a P-36A on display at the Wright Patterson Air Force Base Museum in Dayton, Ohio. I am unaware of the service history of this particular airplane. Next: the Curtiss P-36 in French service. Sources: Curtiss Aircraft, 1907-1947, Peter M Bowers, Naval Institute Press, 1979 The Curtiss Hawk 75, Aircraft in Profile No. 80, Profile Publications, Ltd. 1966 War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1961. Air Enthusiast, Volume 1, William Green et al, Doubleday, 1971. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Curtiss P-36 Hawk Part 2 of 6 Hawk in French Service Although the P-36 saw very little combat in American hands, the Curtiss fighter was to see quite a bit of combat in foreign hands. In fact, it is one of the few military aircraft actually to see combat on BOTH sides during the Second World War. The largest foreign operator of the Hawk was the Armee de lAir, the French Air Force. Next to the Morane-Saulnier M.S.406, the Curtiss Hawk was numerically the most important fighter in French service during the German onslaught into Western Europe in May of 1940. In February 1938, two months before the first P-36A had rolled off the Buffalo assembly lines for the USAAC, the French government entered into negotiations with the Curtiss company for the supply of 300 fighters of the Hawk 75A type which Curtiss had offered to the Armee de lAir. The Hawk 75A was an export version of the P-36A, and was being offered for sale with either the Pratt & Whitney Twin Wasp or the Wright Cyclone engine. However, the unit price asked by Curtiss was considered exorbitant by the Frenchalmost twice as high as that of the Morane-Saulnier M.S.406. In addition, the proposed delivery schedule commencing in March of 1939 with 20 planes and continuing at a rate of 30 planes per month was considered totally unacceptable. Furthermore, the USAAC was itself unhappy with the Curtiss companys inability to meet delivery schedules for its P-36As, and felt that the French sale would only slow things up still more. Consequently, the USAAC opposed the French sale. Nevertheless, the rapidity of German rearmament made the modernization of the Armee de lAirs equipment a matter of the utmost urgency, so the French persisted with the negotiations. As a result of the direct intervention of President Roosevelt, a leading French test pilot, Michel Detroyat was permitted to fly a Y1P-36 service test prototype at Wright Field in March of 1938. He submitted a thoroughly enthusiastic report. In addition, Curtiss suggested that more acceptable delivery schedules could be offered if the French government would finance the construction and equipping of supplementary assembly facilities. The French still felt that the unit price was too high, and on April 28, 1938 they decided to delay their decision until the completion of the test trials of the Bloch MB-150, the quoted price of which was scarcely half that of the Curtiss fighter. However, the MB-150 was suffering an extensive series of teething troubles (the first prototype couldnt even fly!) and had been subjected to a succession of modifications for nearly two years. By mid-1938, it was felt that the Bloch fighters main problems had been overcome. However, it was soon realized that in order to adapt the design for mass production, a complete structural redesign would have to take place. The rework of the Bloch MB-150 would obviously be a costly and time- consuming process, and time was something the Armee de lAir did not have. Consequently, on May 17, 1938 the Minister for Air announced that the French would acquire the Curtiss Hawk, and that a French purchasing commission was instructed to order 100 Hawk airframes and 173 Pratt & Whitney R-1830 Twin Wasp engines. The contract stipulated that the first Hawk should be flown at Buffalo by November 25, 1938 and that the 100-th plane should be delivered by April 10, 1939. Hawk 75A-1 The initial production version of the Hawk was designated Hawk 75A-1 by Curtiss, of which 100 had been ordered by France. According to the original plan, the majority of the Hawk 75A-1s were to be shipped by Curtiss in disassembled form to France, with assembly being completed in France by the Societe Nationale de Constructions Aeronautiques du Centre (SNCAC) at Bourges. The first Hawk 75A-1 was flown at Buffalo early in December 1938, only a few days after the committed date. The first Hawk 75A-1s (actually the fourth and fifth examples off the line) were delivered by ship to France on December 14, 1938. Fourteen more Hawk 75A-1s were delivered in fully-assembled form for Armee de lAir trials, but the rest were delivered in disassembled form. The first assembly was commenced by SNCAC in February 1939. During March and April of 1939, the 4e and 5e Escadres de Chasse had initiated conversion from the Dewoitine 500 and 501, and by July 1, 1939 the 4e Escadre had 54 Curtiss fighters on strength and the 5e Escadre had 41. The conversion had not been without problems, one Hawk 75A-1 having crash- landed when an over-speeding propeller had caused the engine to overheat, and another one had been destroyed in a fatal crash as a result of a flat spin that developed during aerobatic trials with full fuel tanks. Throughout the entire service history of the Hawk 75A, there were problems with maneuverability and handling when all the fuel tanks were completely full. The Hawk 75A-1 was powered by the Pratt & Whitney R-1830-SC-G engine, with an international rating of 900 hp at 12,000 feet and 950 hp for takeoff. Armament comprised four 7.5 mm machine guns, two mounted in the upper decking of the fuselage nose and two in the wings. Apart from the altitude indicator, all instruments were metric calibrated. A modified seat was fitted to accommodate the French Lemercier back parachute. The throttle operated in the French fashion, i.e. in the reverse direction to the throttles of British or US aircraft. France used the manufacturers model number as the official designation, and numbered the aircraft consecutively within the model. This information appeared in three lines on the rudder as so: CURTISS 2<.1PJEU(xKd(xKd@""@A`'22|A`'2@2A`'22 !@`'21 `'2m2 ] `'2j2 K`'22 )C`'22V `'22lB `'2y2DB `'2m2% `'mmN",8+PP2h԰O'>3F28+PPF2h԰PPa2O"3U(xKd (xKdqxGMM}(PGMM&xGMM PGMMExGMM PGMMExGMM)*PGMMNxGMMPGMM5xGMM^PGMMBxGMMPGMM7xGMMz4PGMM`'SU(xKd"(xKdIn May 1941, the production lines at Curtiss were busy with a new P-40 modelthe P-40D. It introduced a new engine, the Allison V-1710-39 of 1150 hp. This engine had originally been proposed for the experimental XP-46 fighter, but the USAAC had decided not to interrupt the P-40 production lines for a new type and decided instead to adapt the new engine to the existing P-40. Substitution of the modified P-40 for the experimental P-46 was proposed on June 10, 1940, and Curtiss agreed to adapt the basic P-40 to the new engine. The designation P-40D was assigned to the new project. The P-40D was considered sufficiently different from previous P-40 versions that it was allocated a new company designation by CurtissModel 87. Even before the first P-40D had been built, the United Kingdom ordered 560 examples for the RAF in May of 1940. The airframe and engine changes justified a new nameKittyhawk I. An unspecified number of Model 87s had been ordered by France, but were never delivered. They were designated Model 87-A1 by the company, but this designation was cancelled after France fell. The USAAF did not order the P-40D into production until September of 1940, nearly 5 months after the RAF had ordered the equivalent Kittyhawk I. The P-40D introduced a new shorter nose design that was retained by all subsequent P-40s The 1150 hp V-1710-39 engine had spur gear reduction that raised the thrust line by six inches, giving a completely different nose geometry. The overall length was reduced by six inches, the cross section of the fuselage was reduced, and the undercarriage was shortened. The radiator was increased in size and moved forward. Some 175 pounds of armor were added. The fuselage guns were deleted, and two 0.50-inch machine guns with new hydraulic chargers were installed in each wing. There were additional provisions in the wings for two 20-mm cannon, but these were never used. Shackles were added under the belly to accommodate a 51-gallon auxiliary fuel tank or a 500-pound bomb. Wing rack attachment points were provided for six 20-pound bombs. Gross weight of the D model was increased to 8670 pounds. The climb rate and ceiling consequently continued to remain poor. Only twenty-two P-40Ds were produced with four wing guns. US Army serial numbers were 40-359/381. An order dated February 18, 1941 increased the armament to six guns, and subsequent aircraft equipped with this armament were designated P-40E (Model 87-B2). The cannon mounts were deleted. Serial numbers of the USAAF P-40Es were 40-358, 40-382/681, 41-5305/5744, and 41-13521/13599. The P-40E was powered by one 1150 hp Allison V-1710-39 twelve-cylinder Vee liquid cooled engine. Maximum speed was 335 mph at 5000 feet, 345 mph at 10,000 feet, and 362 mph at 15,000 feet. Initial climb rate was 2100 feet per minute. An altitude of 20,000 feet could be attained in 11.5 minutes. Service ceiling was 29,000 feet. Maximum range was 650 miles (clean), 850 miles (with one 43 Imp gal drop tank), 1400 miles (with one 141.5 Imp gal drop tank). Weights were 6350 pounds empty, 8280 pounds normal loaded, and 9200 pounds maximum. Dimensions were wingspan 27 feet 4inches, length 31 feet 2 inches, height 10 feet 7 inches, and wing area 236 square feet. The first Kittyhawk I (Model H87-A2) was flown on May 22, 1941, by which time the fighter had already been ordered by the US Army as the P-40D, the first production contract for which had been placed in September 1940. They were comparable to the US P-40D, and were fitted with four 0.50-in wing guns. Deliveries of the Kittyhawk I to the RAF began in August of 1941. After the delivery of the first twenty Kittyhawk Is, the wing-mounted armament was increased to six 0.5-inch machine guns with 281 rounds per gun. RAF serials for the Kittyhawk Is were AK571/999 and AL100/230. 72 Kittyhawk Is were diverted to Canada, the Canadian serial numbers being 1028/1099. Out of this lot, seventeen Kittyhawk Is (AK601, 636, 680, 726, 778, 882, 931, 939, 960, 971, 992, 995 and AL102, 178, 186, 188, 203) were transferred to Turkey. The Kittyhawk IA was the RAF designation for the British equivalent of the US P-40E. Company designation was H87-A3, -A4). The designation P-40E-1 was adopted slightly in advance of the Block Designation system to identify the 1500 Kittyhawk IAs supplied to Britain early in the Lend-Lease program and to distinguish their British equipment and details from those in US service. They were virtually identical to the P-40E with the exception of British equipment such as radio installations. Since they were procured with US funds, the planes had standard Army designations and were assigned Army serial numbers. US Army serials were 41-24776/25195 and 41-35874/36953. The RAF serial numbers were ET100/999 (equivalent US serials were 41-24776/25195 and 41-35874/36353) EV100/699 (equivalent US serials were 41-36354/36953) Many were retained for US service but retained British camouflage. Six went to Brazil. Twelve were sent to Canada in March 1942, while many others were shipped directly to Australia for use by the RAAF. Australian serials were A29-1/163. Canadian serials were 720/731. New Zealand serials were NZ3001/3044, NZ3091/3098, NZ3100/3108, and NZ3271. Kittyhawk Is and 1As became operational with the RAF in the Western Desert on January 1, 1942. They were used against Rommels Afrika Korps and the Italian forces in North Africa throughout the year. They were used primarily at low altitudes and for close support. The climb rate and the ceiling of the fighter were relatively poor, but, fitted with bomb racks beneath the wings from June 1942, the Kittyhawk wrought havoc among Rommels armor. The Allison engines poor high-altitude output limited the overall performance of the Kittyhawk to a point well below that of the Bf 109F. A few P-40Es were converted as two seat trainers by replacing the fuselage fuel tank with a second seat. The AVG in China had been working its P-40Cs (Tomahawk IIBs) pretty hard throughout January and February of 1942. Some weres"20th Fighter Bomber Group 31st Fighter Bomber Group 407th Fighter Bomber Group (515th, 516th, 517th Squadrons) 366th Fighter Bomber Group (389th, 390th, 391st Squadrons) 81st Fighter Bomber Group (78th, 91st, 92nd Squadrons) 15th Fighter Bomber Group (45th, 46th, 47th Squadrons) 21st Fighter Bomber Group (416th Squadron) The pilots of the TAC and SAC found the F-84F to be a rather difficult plane to fly. Its loaded weight of 20,000 pounds and its landing speed of 155 mph made it a rather hot ship for pilots who were more familiar to lighter and slower-landing machines, and it took a bit of getting used to. In addition, the handling properties of the F-84F were somewhat tricky, and certain maneuvers were deemed too dangerous to perform except in extreme emergencies. Nevertheless, the F-84F achieved a reputation for being of extremely robust construction and of high reliability, and it offered a relatively smooth ride through turbulent low-level air. Gradually, the F-84F was replaced in frontline service by the North American F-100 Super Sabre. Numerous F-84Fs were turned over to Air National Guard units as they were withdrawn from USAF units. However, the Berlin Crisis of 1961 saw the recall of numerous F-84Fs to active dutythe 141st Tactical Fighter Squadron from McGuire AFB, the 163rd TFS from Fort Wayne, Indiana, and the 166th TFS from Columbus, Ohio were Air National Guard units that were deployed to Europe in response to the crisis. The F-84F remained with TAC until the mid 1960s, when they were replaced by McDonnell F-4C Phantoms. The F-84Fs with the Air National Guard were finally phased out in the late 1960s. The last F-84F left ANG service in 1971. The F-84F was supplied in large numbers to NATO air forces. In fact, out of the 2711 Thunderstreaks built, 1301 were transferred to Europe for service with the air forces of allied nations. First to get Thunderstreaks was France. The Armee de lAir received its first Thunderstreaks in 1955. They equipped the 1st, 3rd, 4th, 6th, and 11th Escadres. It was in French service that the Thunderstreak saw its only actual combat. This was during the Suez incident of October of 1956. On October 23, 1956, 36 French Thunderstreaks from the 1st Escadre flew to the Israeli base at Lyddia and at the same time F-84Fs from the 3rd Escadre moved to Akrotiri on Cyprus. The French Thunderstreaks at Lydda supported the Israeli forces that invaded Sinai on October 29. Cyprus-based units began direct attacks on Egyptian airfields on November 1. Twenty Egyptian Ilyushin Il-28 bombers were destroyed on the ground and one Il-28 was shot down by these Lydda-based units. These operations were concluded on November 6, and only one F-84F was lost. The French F-84Fs were replaced by Mirage IIIE in the mid 1960s. Belgiums Force Aerienne Belge began receiving F-84Fs in August of 1955. They replaced the F-84G Thunderjets of the 2nd and 10th Fighter Bomber wings. Most of the Belgian F-84Fs were replaced by F-104G Starfighters during the early 1960s. The six tactical fighter bomber squadrons of Hollands Koninklijke Nederlandse Luchtmacht (Nos. 311 through 316) standardized on the F-84F in 1956. They were replaced by F-104G Starfighters during the early 1960s. The Aeronautica Militare Italiano equipped three Air Brigades (Aerobrigata 5a, 51, and 51a) with F-84Fs in 1956. The newly-revived West German Luftwaffe received large numbers of F-84Fs. The Thunderstreak was in fact the first combat aircraft to be operated by the new Luftwaffe after the end of World War II. On June 20, 1958, the first German fighter-bomber wing, Jabo G.31, became operational. Four more, Jabo G.32, 34, and 35, were soon added. Some 450 Thunderstreaks served with the Luftwaffe during the late 1950s and early 1960s. The Thunderstreak was eventually replaced in Luftwaffe service by the European-built F-104G Starfighter. Some of the ex-German, Belgian, and Dutch Thunderstreaks were transferred to Greece and Turkey. It seems that every time a combat aircraft is transferred to Greece, one must also be transferred to Turkey, and vice versa. :-). Some of these Thunderstreaks remained operational into the late 1970s until they were finally replaced by Northrop F-5s. F-84Fs were employed by Turkey in the fighting over Cyprus during the 1970s, but I have no record of Greek and Turkish Thunderstreaks ever facing each other in combat. Specification of the F-84F-25-RE: One Wright J65-W-3 turbojet rated at 7220 lb.st. Maximum speed (clean), 695 mph at sea level (Mach 0.91), 658 mph at 20,000 feet (Mach 0.94) The F-84F is redlined at Mach 1.18 in a dive. Tactical radial (clean): 450 miles at 36,000 feet. Combat radius with two 230 US gallon drop tanks is 790 miles. Ferry range with four 230 US gallon drop tanks is 2140 miles. Initial climb rate (clean): 8200 feet per minute. Service ceiling: 46,000 feet. Weights: 14,014 pounds empty, 19,340 pounds combat weight (clean), normal loaded 26,000 pounds, and 28,000 pounds maximum takeoff. Dimensions: wingspan 33 feet 7 1/4 inches, length 43 feet 4 3/4 inches, height 14 feet 4 3/4 inches, wing area 325 square feet. Armament consisted of six 0.50 inch M-3 machine guns, four mounted in the nose and two mounted in the wing roots. A radar-ranging A-4 gunsight was provided. A maximum of 6000 pounds of external ordinance could be carried, a typical load being two 2000-lb. bombs and eight 5-inch HVARs or four 1000-pound bombs and 24 3-inch rockets. Total internal fuel capacity was 475 Imp.gall., but two 191.5 Imp.gall. drop tanks are normally carried on the inner underwing racks, while for ferry purposes two 375 Imp. gall or four 191.5 Imp.gall drop tanks could be carried to provide a range of 2140 miles. F-84F-40-RE serial number 52-6526 is on display at the Wright Patterson Air Force Base Museum in Dayton, Ohio. F-84F serial numbers: Naperville, Illinois 60566-7033. (708) 713-4548 Lockheed P-38 Lightning (11 of 11)Lightning with US Navy and with foreign air forces $`'08'`' &`'0&`'W# @'Y= @@  @ @n @e@  @ b$   S   @ @ @  @! @0 @ @Q @a q @  @  @ @  @   v'GMM}PGMMFxGMM}PGMME9U(xKd(xKd`'@X `'@@`'Number Forty-Eight in the SeriesDouglas XP-48 never built In early 1939, the Douglas Aircraft Company of Santa Monica, California submitted a proposal to the USAAC for an ultra-lightweight single-seat high-altitude fighter. The project was given the company designation of Model 312. The general arrangement drawings of the Model 312 that have survived show a rather unusual-looking low-wing cantilever monoplane sporting a wing with a rather high aspect ratio. Power was to be provided by a supercharged Ranger SGV-770 twelve-cylinder inverted-vee liquid-cooled engine offering 525 hp. A three-bladed propeller was to be used. A tricycle undercarriage was to be fitted. The wing was so thin that the main undercarriage members had to be attached to the fuselage, the mainwheel members retracting rearward into recesses within the rear fuselage. Armament was to consist of a 0.30-in and a 0.50-in machine gun, both mounted in the upper fuselage deck and synchronized to fire through the propeller arc. The dimensions of the proposed Model 312 were to be wingspan 32 feet, length 21 feet 9 inches, height 9 feet, and wing area of 92 square feet. Weights were only 2675 pounds empty and 3400 pounds gross. The Douglas designers projected a maximum speed of no less than 525 mph for the Model 312 design! The USAAC looked over the Douglas proposal, and were sufficiently interested that they reserved the pursuit designation of XP-48 for the design. However, upon further investigation, the USAAC concluded that Douglas performance estimates were grossly over-optimistic, and the project was not funded. Consequently, the Douglas company pursued the Model 312 project no further. Sources: McDonnell Douglas Aircraft since 1920: Volume I, Rene J. Francillon, Naval Institute Press, 1988. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 !>: _`'"P U `'@@`' %`'0D'`' `'`' i&`'@`'@@`'d+`'0D%`'Pa"`'@@`' l%`'0s&`' &`'W@`'@@`' $`' '`' %`'/@ `'@@`' 8%`' %`'@Q`'@@`'0$`'0%`' %`'0&`'4@ `'@@`'0`%`' k&`'0@C `'@@`'sP`'@@`'0W%`'0X&`' C&`'0&`' &`'0&`'UP`'@@`' j$`'0&`'0<%`'0M%`'0='`'j@`'@@`'0j%`'0%`' ,'`'$@9 `'@@`'0$`' W&`' 4'`'P%`'@@`'`p`'@C`'@@`' V#`'rPl `'@@`'0?$`'@`'@@`' @]`'@@`'gP`'@@`'NP`'@@`' ``'``'ppi`'A@H`'@@`' }~E!C"#)F!ECD!F!G!N!O!P !Q !R !S 5!T6!\!_!` !a !b"!c-#$%&'!d6./012!eY789:;!f`Z[\]^!gg?@ABE!hp!q} !t!w !"#$!y!!z"h!U%~!V&vwxyz!['STUuv!i(x!j*,4!k+!l,!m-!n.!o/!p0qrstu!r1 !s2-ijklm!u34 !v4=!x5$%&'(!D6D!{8[GHIJV!}9d!:oefghi!;xXY\]^!~<{3:!=`ayz{~!>!?!@!A!B!C-./012m!>D_7!WEf`abcdA!XFmghijk!YGunopqrC!ZHVWXkl!N!O!P!Q!R!S!c!dabcdef!n!oXpqrst!z!u  !  = 8 8 $9$Number Seventy-One in the SeriesCurtiss XP-71 Heavy escort fighter, never built The Curtiss XP-71 was the result of a 1941 proposal to the Army by the Curtiss-Wright Corporation of St. Louis, Missouri for a large escort fighter. The Curtiss design called for a high-wing monoplane with a tricycle landing gear. It was to be powered by a pair of turbosupercharged 3450 hp Pratt & Whitney R-4360-13 Wasp Major 28-cylinder air-cooled radials. The engines were to be situated in underwing-mounted nacelles and were each to drive a pair of contrarotating propellers in a pusher arrangement. The pressurized cockpit was to have had two crew members seated in tandem. The proposed armament consisted of two 37-mm cannon and one 75-mm (!) cannon mounted in the nose. Estimated maximum speed of the XP-71 was 428 mph at 25,000 feet. Service ceiling was to have been 40,000 feet, and an altitude of 25,000 feet was to be reached in 12.5 minutes. Estimated weights were 31,060 pounds empty, 39,950 pounds gross, and 46,950 pounds maximum. The dimensions were wingspan 82 feet 3 inches, length 61 feet 10 inches, height 19 feet 0 inches, and wing area 602 square feet. The USAAF ordered two XP-71s, but later had doubts that such a large and heavy warplane would ever be viable, and the project never reached the prototype state. It was officially canceled on August 26, 1943. Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Third Enlarged Edition, Ray Wagner, Doubleday, 1982. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Manufacturers trials of the YP-80A began on September 13, 1944. The trials got off to a horrible start. The third YP-80A (44-83025) crashed on its maiden flight on October 20, 1944, killing the well-known test pilot Milo Burcham. In spite of the loss of the third YP-80A, four YP-80As were deployed to Europe in order to demonstrate their capabilities to combat crews and to help in the development of tactics to be used against Luftwaffe jet fighters. YP-80As 44-83026 and 44-83027 were shipped to England in mid-December 1944, but 44-83026 crashed on its second flight in England, killing its pilot. 44-83027 was modified by Rolls-Royce to flight test the B-41, the prototype of the Nene turbojet. On November 14, 1945, it was destroyed in a crash landing after an engine failure. 44-83028 and 44-83029 were shipped to the Mediterranean. They actually flew some operational sorties, but they never encountered any enemy aircraft. Both of them fortunately managed to survive their tour of duty in Europe, but one of them crashed on August 2, 1945 after returning to the USA. The other one ended its useful life as a pilotless drone. The remaining nine YP-80As were used for a variety of purposes, including operational evaluation and service trials. The first YP-80A was specially instrumented and was used by NACA at the Ames Aeronautical Laboratory at Moffett Field in California for high-speed diving trials. The tenth, eleventh, and twelfth YP-80As were delivered in 1945 to the 31st Fighter Squadron of the 412th Fighter Group at Bakersfield Municipal Airport in California for service tests. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. Lockheed Aircraft since 1913, Rene J. Francillon, Naval Institute Press, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Lockheed P-80 Shooting Star (4 of 8) P-80A first production model The initial production version of the Shooting Star, the P-80A, was ordered on April 4, 1944, when a Letter Contract for two batches of 500 aircraft was issued. In June of 1945, 2500 additional P-80As were ordered. However, following V-J Day this second contract was cancelled in its entirety and the first contract was cut back to 917 aircraft. The first 345 aircraft of this contract (serials 44-84992 to 44-85336) were designated P-80A-1-LO. Some of them were powered by the 3850 lb. st. General Electric J33-GE-11 turbojet, the production version of the I-40 which had powered the XP-80A and the YP-80A. Others were powered by the Allison J33-A-9, a version of the same engine built by the Allison Division of the General Motors Corporation. The next 218 aircraft in the contract (44-85337 to 44-85941 and 45-8301 to 45-8262) were built as the P-80A-5-LO production block and differed by being equipped with the more powerful 4000 lb.st. Allison J33-A-17. Later, the initial production P-80A-1-LOs were retrofitted with the uprated Allison engine during routine engine overhauls. On January 19, 1945, North American Aviation had been awarded a contract to produce one thousand P-80As in its Dallas plant. The designation given to these license-produced Shooting Stars was P-80N. However, this contract was cancelled shortly after V-E Day, and no P-80Ns were ever completed. The first P-80A was accepted by the AAF in February of 1945, and the last was delivered in December 1946. Early P-80As had a overall light grey finish which was used to seal all skin joints. This finish proved to be too hard to maintain in service, and was deleted in favor of a natural metal finish. One P-80A-1-LO airframe (44-85201) was modified as an unarmed photographic reconnaissance aircraft, with the guns being replaced by a set of cameras. The aircraft was redesignated XFP-80A, the F-14 designation originally planned for the reconnaissance version of the Shooting Star having been dropped. The XFP-80A differed from the original XF-14 in having a more elongated nose which hinged upward to provide better access to the cameras. Another F-80A-1-LO (44-85042) was modified in the field as ERF-80A-1-LO to test new photographic equipment in a nose of modified contour. 38 P-80A-5-LOs were completed during construction as FP-80A-5-LO photographic reconnaissance aircraft. Serials were 44-85383, 58385, 85399, 85425, 85433, 85439, the odd numbers in the batch of 44-85443 to 44-85491 inclusive, and the even-numbers in the batch 45-8301 to 45-8314 inclusive. Following the production of these modified recon aircraft, a new batch of aircraft (45-8364 to 45-8477) was manufactured from scratch as FP-80A-5-LO. These all had camera noses that were generally similar to that of the XFP-80A. They were initially powered by the 3850 lb. st. General Electric J33-GE-11 engine. However, in 1953, 98 of these FP-80As were reengined with the 5400 lb. st. Allison J33-A-25 engine. Many F-80As ended up as drones or drone directors following the end of their useful service lives. Those modified as drone directors were redesignated DF-80A, those modified as pilotless drones redesignated QF-80A. Three P-80As (44-8500, 44-85005, and 45-85235) were transferred to the US Navy for trials. They received BuNos 29667, 29668 and 29689 respectively, but apparently never got a Navy designation. Fitted with arrester gear and catapult hook, 29668 was used for carrier-suitability trials aboard the aircraft carrier *Franklin D. Roosevelt*. However, the Navy never experienced any interest in acquiring a carrier-based version of the single-seat Shooting Star fighter. One of the problems experienced by all early jet fighters was their relatively limited range and endurance as compared to conventional piston-engined fighters. One idea that was given serious thought at the time was for jet fighters to be towed like gliders behind bombers until they reached the combat zone. These fighters would then be cut free, start their engines, and then engage in combat. F-80A serial number 44-84995 was transferred to Wright Field for use in testing of the feasibility of this idea. Several tests were carried out in which the aircraft was towed behind a Boeing B-29A-10-BN (42-93921). However, this idea did not prove to be practical, and the project was dropped. P-80A-1-LO (44-85044) was tested with a modified rotating nose housing four machine guns which could be elevated up to an angle of 90 degrees. It was later fitted with a second cockpit in the nose in which the pilot lay prone. Neither of these ideas proved to be feasible. P-80A-1-LO 44-85116 was fitted with jettisonable racks for 5-inch rockets in place of the wingtip tanks. Later, it was fitted with a rocket launcher gun in a modified nose. A P-80A was experimentally fitted with four 20-mm cannon in place of the standard six machine guns. However, this cannon armament was never adopted as standard. P-80A 44-85214 was fitted with a 30-inch diameter Marquardt C30-10B ramjet on each wingtip. 44-85042 used a pair of 20-inch Marquardt C20-85D ramjets. The ramjets were first used in flight on March 12, 1947 and on June 17, 1948 44-85214 flew briefly on ramjet power alone. In June of 1948, the P-80A and FP-80A were redesignated F-80A and RF-80A respectively. -40 (4 of 11)CRI,? OWIY1 HC@5 G H ?k [ }~E!C"#)F!ECD!F!G!N!O!P !Q !R !S 5!T6!\!_!` !a !b"!c-#$%&'!d6./012!eY789:;!f`Z[\]^!gg?@ABE!hp!q} !t!w !"#$!y!!z"h!U%~!V&vwxyz!['STUuv!i(x!j*,4!k+!l,!m-!n.!o/!p0qrstu!r1 !s2-ijklm!u34 !v4=!x5$%&'(!D6D!{8[GHIJV!}9d!:oefghi!;xXY\]^!~<{3:!=`ayz{~!>!?!@!A!B!C-./012m%>D_7!WEf`abcdA!XFmghijk!YGunopqrC!ZHVWXkl!N!O!P!Q!R!S!c!dabcdef!n!oXpqrst!z!u  !h`'A&`'@@s`';`'`h| `'A&`'@@s`'4y`'`h`'A&`'@@s`'4`D`'A&`'! 47-171/224 Lockheed P-80C-1-LO Shooting Star - redesignated F-80C  47-525 Lockheed P-80C-1-LO Shooting Star - redesignated F-80C  47-526/600 Lockheed P-80C-5-LO Shooting Star - redesignated F-80C  47-601/604 Lockheed P-80C-1-LO Shooting Star - redesignated F-80C  47-1380/1411 Lockheed P-80C-1-LO Shooting Star - redesignated F-80C  48-376/396 Lockheed F-80C-1-LO Shooting Star  48-863/912 Lockheed F-80C-1-LO Shooting Star  49-422/878 Lockheed F-80C-10-LO Shooting Star  49-1800/1899 Lockheed F-80C-10-LO Shooting Star  49-3597/3600 Lockheed F-80C-10-LO Shooting Star Sources: The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. Lockheed Aircraft since 1913, Rene J. Francillon, Naval Institute Press, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Lockheed P-80 Shooting Star (7 of 8) Naval Shooting Stars, TO-1 In the years 1947-1948, the US Navy was finding that deliveries of its newly-ordered Grumman F9F Panthers and McDonnell F2H Banshee carrier-based jet fighters were taking place at a considerably slower rate than expected. In order to fill in the gap until adequate numbers of these fighters could be delivered and to provide for a nucleus of trained jet pilots, the Navy arranged for 49 USAF P-80C-1-LOs and one USAF P-80C-5-LO to be transferred to them. These Shooting Stars were all powered by the 4600 lb. st. Allison J33-A-23 engine. In Navy service, the Shooting Stars bore the designation TO-1. The T (rather than F) letter indicated that these aircraft were considered as trainers rather than as operational combat aircraft. This TO-1 designation was changed to TV-1 after 1950. Their original USAF serials had been 47-218/224, 47-525, 47-601/604, 47-1380/1394, 48-382, 47-1396/1411 and 48-376/381. These USAF serials were replaced by Navy BuNos 33821 through 33870 respectively. These Navy- and Marine Corps-operated TV-1s were strictly land-based aircraft and were not equipped with any carrier-landing equipment. TV-1s operated during the 1950s with at least two squadrons (VF-52 of the Navy and VMF-311 of the Marine Corps). When sufficient numbers of Panthers and Banshees became available, the TV-1s were transferred to reserve units and were eventually phased out of service. Sources: The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Lockheed Aircraft since 1913, Rene J. Francillon, Naval Institute Press, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Lockheed P-80 Shooting Star (8 of 8) Service history This series on the Shooting Star concludes with an account of its service life. The service history of the Shooting Star begins in 1944, when the decision was made to deploy four service test YP-80As to Europe to demonstrate their capabilities to combat crews and to help in the development of tactics to be used against Luftwaffe jet fighters. 44-83026 and 83027 were shipped to England in mid-December 1944, but 44-83026 crashed on its second flight in England, killing its pilot. 44-83027 was modified by Rolls-Royce to flight test the B-41, the prototype of the Nene turbojet. On November 14, 1945, 44-83027 was destroyed in a crash landing after an engine failure. 44-83028 and 83029 were shipped to the Mediterranean. They flew some operational sorties, but they never encountered any enemy aircraft. They were both returned to the USA after the war. The tenth, eleventh, and twelfth YP-80As were delivered in early 1945 to the 31st Fighter Squadron of the 412th Fighter Group at Bakersfield Municipal Airport in California for service tests. The first production P-80A was accepted by the AAF in February of 1945. After the war in Europe was over, P-80As began to replace the P-51D and the few P-59As which had served with stateside units. The first 17 P-80As off the line were assigned to the 31st Squadron of the 412th Fighter Group, supplementing the YP-80As that the Group had already received. More P-80As went to the 29th and the 445th Squadrons of this group in the summer of 1945. This group was in preparation for deployment to the Pacific when Japan surrendered. The initial accident rate for the P-80A was alarmingly high. On August 6, 1945, Major Richard Bong, Medal of Honor holder and leading USAAF fighter ace with 40 victories in the Pacific, was killed when his P-80A-1-LO crashed shortly after takeoff. By that time, no less than eight YP-80As and P-80As had been destroyed in crashes, seven had been severely damaged, and six pilots had been killed. The day after Bongs fatal crash, the USAAF ordered the Shooting Star grounded until the problems could be corrected. The grounding order was lifted on November 7, but was soon followed by another grounding, this time caused by problems with the J33-A-9 jet engine. The aircraft was cleared for flight shortly thereafter, but the accident rate still remained high, with no less than 61 Shooting Stars being involved in accidents by September of 1946. Most of these accidents were not the result of any critical flaws in the basic design of the Shooting Star, but were caused primarily by errors on the part of pilots inexperienced with the particular idiosyncrasies of jet aircraft. In spite of its high accident rate, the USAAF was anxious to show off its new jet fighter to the public. On January 26, 1946, three P-80A-1-LOs equipped with auxiliary fuel tanks in place of the guns and ammunition broke the transcontinental speed record between Long Beach, California and LaGuardia Airport, New York City. Carrying standard 165-US gallon wingtip tanks, Captain Martin Smiths 44-85113 and Captain John Babels 44-85131 completed the trip respectively in 4 hours 33 minutes 25 seconds and 4 hours 23 minutes 54 seconds, which included a refuelling stop in Topeka, Kansas. The fastest time4 hours 13 minutes 26 seconds for an average speed of 580.93 mph over 2453.8 miles was obtained by Col. William Council who was able to fly nonstop since his aircraft (44-85123) was fitted with special 310-gallon drop tanks. Three months later, Col. Council flew a P-80A from New York to Washington DC in 20 minutes 15 seconds. In June 1946, Lt. Henry Johnson set a 1000-km speed record of 426.97 mph. In the first postwar National Air Races held in Cleveland in August of 1946, Shooting Stars won three trophies: the Bendix Trophy awarded to Col Leon Gray for flying an FP-80A from Van Nuys to Cleveland in 4 hours 8 minutes, the Thompson Trophy 180-km closed circuit race won by Colonel Gustav Lundquist in a P-80A, and the Weatherhead Jet Speed Dash Trophy won by Lieut W. Reilly at a speed of 576.4 mph in a P-80A. The P-80A won the Bendix and Thompson trophies again in 1947. In order to show off the USAAFs new jet fighter, in May of 1946, twenty-five P-80As of the 412th Fighter Group toured the United States. However, the 412th Fighter Group was inactivated in July of 1946 after completing the operational evaluation of the first two USAAF jet fighters, the P-59A and the P-80A. groups contributed a grL "`')P a`'@@`'0v%`' N&`' Q&`'  '`'0&`' %`'7@`'@@`' \%`' &'`' &`'0&`' Z&`'J@`'@@`'0$`' 5'`' 2%`' @'`'@@`' $`' &`'?P`'@@`'0#`'('`'0%`'U@`'@@`' $`'8 '`'0&`'0%`'0`&`'F@j`'@@`'0$`' &`'0T&`'0h&`'P@j`'@@`'{ "`'0:%`' %`':@ `'@@`'0$%`' )&`'0&`'r@r`'@@`' $`'P&`'@@`' $`'0&`'0&`'{P`'@@`' ?%`' `' f&`'0g&`' '`'0e%`'Q@o`'@@`'~0#`' %`'`@ `'@@`' @w`'@@`'WP`'@@`'mP`'@@`'HP`'@@`'[P`'@@`'QP`'@@`'k@`'@@`' ``'``'ppi`'A`H`'@$`'@@`',  `'@ m`'@@`'0#`' 9'`'0$`'0'`'0&`'3@ `'@@`' k%`' T&`'0J%`'0&`' '`'m@*`'@@`' %`'0!&`' &`',@q `'@@`' $`' &`'54`'0&`'@U`'@@`'0$`'0 '`' &`'0%`'>@C`'@@`'@``'}0 $`' R'`'0%`' L&`'0h&`' a%`'@K`'@@`' $`'@`'@@`'0$`'0;&`' &`'@^`'@@`'0(%`' D'`' $`'0&`'0&`'s@ `'@@`'8>$`'0&`' '`'P`'@@`'~0w$`' &`' %`'0&`'0%`'TP``'@@`'0$`'0w&`'B@A`'@@`'yPH!`'@@`' @w`'@@`'WP`'@@`'mP`'@@`'HP`'@@`'[P`'@@`'QP`'@@`'k@`'@@`' ``'``'ppi`'A@H`'@@`'@@@@@}!@D!!q!!!!E!!P!!@!!l!!b!! H!!!@- -   n $$n v@Y  ? @     $$@ @ X    @D E $@6$c@|e, a round trip of 1300 miles. The 20th, 364th and 479th Fighter Groups soon became2 `'(P `'@@`'09#`'=@;`'@@`'  %`'0N%`'03%`' q&`'0%`'0]&`'0h&`' f&`'@`'@@`'z0"`'V@M`'@@`'0%`'M`' ('`' &`' x&`'gPR`'@@`' $`' &`'@%`'@@`'0%`' &`'RP`'@@`'~0$`' &`' &`'0['`'0O&`'@`'@@`'oP`'@@`' @w`'@@`'lP`'@@`'HP`'@@`'QP`'@@`'\P`'@@`' ``'``'ppi`'A@H`'@@`'/3}B 0/h԰P8+P`_H?Agfa 9000 Series PS NTpscriptLPT1:@@xGMM(xKdContents^tIndex ,^>;^>^=.^>",c:\ALDUS\USENGLSH:\ALDUS\USENGLSH\PM5.HLPdA ..--__nGMMOxGMM(PGMMPGMMxGMMPGMMmal position. In addition, an engineer/observers seat was installed aft of the cockpit in place of some of the radio equipment. 41-1986 was only flown as a landplane, the proposed twin floats never being fitted. In the event, such floatplane conversions proved to be unnecessary, since by the end of 1942 the US Navy was fully able to provide adequate shipping for aircraft and materiel sent to the Southwest Pacific. P-38E Ser No 41-2048 was converted in 1942 as a two-seater with an elongated central nacelle extending aft of the wing trailing edge. This aircraft was intended as a research vehicle to find ways of reducing drag. It was the only P-38 to have a full dual set of flight controls. Later in the war, this experimental aircraft was fitted with enlarged laminar-flow wing sections just outboard of the engine booms, complete with slots and boundary layer control by means of exhaust bleed air. One P-38E (serial number unknown) was used in 1942 at Orlando to demonstrate the feasibility of towing a Waco CG-4A glider. A proposal was made to modify Lightnings to tow trains of up to three of these troop-carrying gliders, but nothing ever came of this idea. Ninety-nine aircraft originally ordered as P-38Es were completed as F-4-1-LO (Model 222-62-13) unarmed photo reconnaissance aircraft. They were powered by 1150 hp V-1710-21-29 engines and carried four K-17 cameras in a modified nose. In service, these aircraft carried a pair of 150/165 US gallon drop tanks. Most were retained for training and their restricted use status was reflected in their redesignation as RF-4-1-LO. Serial numbers of the F-4-1-LO aircraft were 41-2121/2156, 41-2158/2171, 41-2173/2218, and 41-2220. Next: The P-38F. References: Lockheed Aircraft Since 1913, Rene J. Francillon, Naval Institute Press, 1987 The P-38J-M Lockheed Lightning, Profile Publications, Le Roy Weber Profile Publications, Ltd, 1965. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. Famous Fighters of the Second World War, William Green, Doubleday, 1967. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. Wings of the Weird and Wonderful, Captain Eric Brown, Airlife, 1985. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Joe Baugher  AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Subject: Re: Lockheed P-38 Lightning (1 of 11) Summary: OOPS!In article , Joseph F Baugher writes: > > The Lockheed design staff was headed by Hall L. Hibbard. Working > with Hibbard was the soon-to-be famous Clarence L. Kelly Johnson. > After studying a lot of different designs, Hibbard and Johnson finally > settled on a twin-boom design with each boom extending aft of the > engine and the pilot sitting in an enclosed cockpit in a central > nacelle. Each boom was to house one of the new 1150 hp Allison > V-1710C twelve-cylinder air-cooled engine with an exhaust-driven  ^^^Oops! Make that *liquid* cooled. Sorry about the mistake. Thanks to those who called to point this out. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road  Naperville, Illinois 60566-7033. (708) 713-4548 Lockheed P-38 Lightning (2 of 11)P-38F F-4A The P-38F version of late 1942 was the first Lightning version that was considered fully combat-ready. It included 377 US-ordered aircraft, plus 150 planes that had originally been ordered under British and French contracts. The P-38F was powered by 1325 hp turbosupercharged Allison V-1710-49/53 engines and had the same armament as did the E-versionone 20-mm cannon and four 0.50-in machine guns. The weight of the P-38F was significantly higher than that of previous versionsempty weight was 12,264 lbs, gross weight was 15,900 lbs, and maximum takeoff weight was 18,000 pounds. Maximum speed was 395 mph at 25,000 feet. An altitude of 20,000 feet could be reached in 8.8 minutes, a bit slower than the climb rate of earlier versions. There were five separate production batches of the P-38F, differing from each other mainly in internal equipment. The initial F-version was the P-38F-LO (company designation Model 222-60-09). 128 of these were built. The next F-version was the P-38F-1-LO (Model 222-60-15), which differed from the P-38F-LO in being modified after delivery to carry a pair of drop tanks or a pair of 1000-lb bombs under the wing center sections. Each rack could also carry a Smoke Curtain Installation or a 22-inch torpedo. This version had SCR-525 and SCR-522 radio. 149 of the P-38F-1-LO version were built. The P-38F-5-LO (Model 222-60-12) version, of which 100 were built, was built from the onset with provision for drop tanks. It also had revised landing lights, desert equipment, identification lights, and various other minor improvements. The twenty-nine P-38F-13-LOs and the 212 P-38F-15-LOs were ex-British contract aircraft and were designated Model 322-60-19s by the company. The P-38F-13-LO had modified instruments meeting the British Approved Specification No. 2338. The P-38F-15-LO introduced combat flaps which could be rapidly extended to 8 degrees during maneuvers to tighten the turning radius. Twenty P-38F-1-LO airframes with 1325 hp V-1710-49/53 engines were completed as F-4A-1-LO (Model 222-60-13) unarmed photo-reconnaissance aircraft with four K-17 cameras in a modified nose. Serials of the F-4A-1-LOs were 41-2362/2381. The serial numbers of the P-38F/F-4A production batch were as follows: 41-2293/2321 Lockheed P-38F-LO Lightning 41-2322 Lockheed P-38F-1-LO Lightning 41-2233/2358 Lockheed P-38F-LO Lightning 41-2359/2361 Lockheed P-38F-1-LO Lightning 41-2362/2381 Lockheed F-4A-1-LO Lightning 41-2382/2386 Lockheed P-38F-LO Lightning 41-2387 Lockheed P-38F-1-LO Lightning 41-2388/2392 Lockheed P-38F-LO Lightning 41-7484/7485 Lockheed P-38F-1-LO Lightning 41-7486/7496 Lockheed P-38F-LO Lightning 41-7497 Lockheed P-38F-1-LO Lightning 41-7498/7513 Lockheed P-38F-LO Lightning 41-7514/7515 Lockheed P-38F-1-LO Lightning 41-7516/7524 Lockheed P-38F-LO Lightning 41-7525 Lockheed P-38F-1-LO Lightning 41-7526/7530 Lockheed P-38F-LO Lightning 41-7531 Lockheed P-38F-1-LO Lightning 41-7532/7534 Lockheed P-38F-LO Lightning 41-7535 Lockheed P-38F-1-LO Lightning 41-7536/7538 Lockheed P-38F-LO Lightning 41-7539/7541 Lockheed P-38F-1-LO Lightning 41-7542/7543 Lockheed P-38F-LO Lightning 41-7544 Lockheed P-38F-1-LO Lightning 41-7545/7547 Lockheed P-38F-LO Lightning 41-7548/7550 Lockheed P-38F-1-LO Lightning 41-7551 Lockheed P-38F-LO Lightning 41-7552/7680 Lockheed P-38F-1-LO Lightning 42-12567/12666 Lockheed P-38F-5-LO Lightning 43-2035/2063 Lockheed P-38F-13-LO Lightning 43-2064/2184 Lockheed P-38F-15-LO Lightning Sources: Lockheed Aircraft Since 1913, Rene J. Francillon, Naval Institute Press, 1987 The P-38J-M Lockheed Lightning, Profile Publications, Le Roy Weber Profile Publications, Ltd, 1965. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. Famous Fighters of the Second World War, William Green, Doubleday, 1967. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. Wings of the Weird and Wonderful, Captain Eric Brown, Airlife, 1985. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 converted to fighter configuration wi8 '`' @ S`'@@`' z#`'@#`'@B`'|"`'0&`'03'`'0&`'0&`'*Pz `'@B`' k$`' N&`' &`'?P`'@B`'01%`'0%`'0W%`'0<%`' @n`'@B`'(%`'  '`'0&`' S'`'?@`'@B`'0$`'0v%`' &`' &'`'@`'@B`'0$`' &`'$@ `'@B`' ~%`'0&`'Pn"`'@B`' /$`' A&`'0%`'_Pe`'@B`' %`'0&`'0;'`'0%`'0&`'XP#`'@B`' Q%`' &`'P#`'@B`' @%`'0&`' &`' 8'`' `' '`'0%`'n@#`'@B`' #`'8&`' r&`'0'`' V&`'@&`'@B`' $`' '`' %`' &`'@`'@B`' U$`'03'`' &`'0X&`' '`'0&`'FP`'@B`'0$`' Y'`' y&`'@`'@B`' 8%`'P$`'@B`'0$`'0*&`'y@!`'@B`' N$`' &`' &`' `&`'0&`' &`' I'`'0&`'P*$`'@B`'07$`' $%`' &`'dPT`'@B`' ##`' @`'@B`' $`'0%`'0&`'0%`'0&`' &`'I@E`'@B`'0G%`'4@`'@B`' $`' D'`' %`'0&`' ('`' &`'#@< `'@B`'0$`'0v&`'@G`'@B`'0%`'X@F`'@B`' )%`'0&`' H'`' &`' '`'!P`'@B`'0D$`'P~%`'@B`'0$`'0&`'0{&`'0%%`'L@1`'@B`'0#`'0 '`' "'`'0&`' &`')@, `'@B`'0v#`'0M&`'0&`'v@6!`'@B`' $`' 5&`'&@ `'@B`'0%`' %`' ['`'3P `'@B`' @w`'@B`'V`'``'h8+hh h8+!hh"h8+#hh$h8+%hh&h8+'hh(!KQ!LR!MS!]c!^dabcdef!n!oTh8+UhhVh8+Whhh8+8+8+U,_UaU a@B`' From: ppugliese@pimacc.pima.edu Subject: P-38s armament arrangement (was Number Thirty-eight....)From ppugliese@pimacc.pima.eduI believe that the Bf-110 had an armament arrangement similar to the P-38s & was flown well before the Lightning. The Bf- 110s armament could even be considered superior since even the early models had 2-20mm cannon & 4-7.7mm machine guns. Later models went all the way up to 2-30mm & 2-20mm cannon in the nose & 2-20mm Schrage Musik upward-slanted cannon in the fuselage.PHIL Lockheed P-38 Lightning (3 of 11)P-38G F-5A The P-38G began to roll off the production lines in June of 1942. It was basically similar to the P-38F apart from a change to the Allison V-1710-51/55 (F10) engine with increased boost ratings and offering 1325 hp for takeoff. However, the engine was limited to 1150 hp at 27,000 feet due to inadequate cooling. In addition, the P-38G carried a SCR-274N radio and A-9 oxygen equipment. Production of the P-38G was divided across six blocks. There were 708 US-ordered Model 222-68-12 aircraft. 80 of these were P-38G-1-LOs which were generally similar to the P-38F-15-LOs but with the new engines, improved oxygen equipment and more reliable radios. Twelve of them were P-38G-3-LOs with B-13 superchargers. 68 were P-38G-5-LOs with revised instrumentation and 548 were P-38G-10-LOs which combined the improvements introduced in the two previous blocks with winterization equipment, provision for carrying 1600 lb bombs underneath the wing center section, or a triple cluster of 4.5-inch rocket launchers on each side of the central nacelle. The 374 Model 322-68-19s (174 P-38G-13-LOs, equivalent to the P-38G-3-LO and 200 P-38G-15-LOs, corresponding to the P-38G-5-LO) came from the cancelled British contract for Lightning IIs which was taken over by the USAAF. Unarmed photographic reconnaissance versions of the P-38G were also produced under the designation F-5A. A single F-5A-2-LO (model 222-62-16) was completed by modifying a P-38E airframe (41-2157) by installing V-1719-21/29 engines. All of the other F-5As (Model 222-68-16) had P-38G airframes and 1325 hp V-1710-51/55 engines. Twenty F-5A-1-LOs, twenty F-5A-3-LOs, and 140 F-5A-10-LOs had the same modifications as P-38G variants with corresponding block numbers, and came off the production line in parallel with their fighter counterparts. All were unarmed and carried five cameras. One F-5A-10-LO (Ser No 42-12975) was modified as an experimental two-seat reconnaissance aircraft under the designation XF-5D-LO. The camera operator was located in a glazed nose compartment with two forward-firing 0.50-in machine guns. Three K-17 cameras were installed, one underneath the nose and one in each tail boom. One P-38G-5-LO (42-12866) was used as a test bed for the proposed XP-49 armament (two 20-mm cannon and four 0.50-in machine guns). The USAAF also undertook at Wright Field preliminary design for a proposed derivative of the P-38G which was to have carried a 75-mm cannon in a revised and enlarged central nacelle. However, this concept never got past the initial design stage. The P-38G had a loaded weight some 200 pounds less than that of the P-38F, and was the most widely-built version of the early Lightnings. 1082 P-38Gs had been delivered by March of 1943. 181 of these had been completed as F-5A photo reconnaissance aircraft and another 200 had been completed as F-5Bs with camera installations similar to that of the F-5A-10-LO but with engines and airframe identical to those of the later P-38J-5-LO. One F-5A-10-LO (Ser No 42-12975) was modified as an experimental two-seat reconnaissance aircraft under the designation XF-5D-LO. Performance of P-38G-1-LO was as follows: Maximum speed: 345 mph at 5000 feet, 360 mph at 10,000 feet, 400 mph at 25,000 feet. 850 miles range on internal fuel at cruising speed of 219 mph at 10,000 feet. 1750 miles range at 211 mph at 10,000 feet with two 125 Imp. gallon drop tanks. Climb to 10,000 feet in 3.7 minutes, climb to 20,000 feet in 8.5 minutes. Service ceiling of 39,000 feet. Weights were 12,200 lbs empty, 15,800 lbs normal loaded, 19,800 lbs maximum loaded. Dimensions were wingspan 52 feet 0 inches, length 37 feet 10 inches, height 9 feet 10 inches, wing area 327.5 square feet. Armed with one 20-mm Hispano M1 cannon with 150 rounds and four 0.50-in Colt-Browning MG 53-2 machine guns with 500 rounds per gun. Could carry two 325, 500, or 1000-lb bombs. Serials for the F-5A/P-38G production run were as follows: 41-2157 Lockheed F-5A-2-LO Lightning 42-12667/12686 Lockheed F-5A-1-LO Lightning 42-12687/12766 Lockheed P-38G-1-LO Lightning 42-12767/12786 Lockheed F-5A-3-LO Lightning 42-12787/12798 Lockheed P-38G-3-LO Lightning 42-12799/12866 Lockheed P-38G-5-LO Lightning 42-12870/12966 Lockheed P-38G-10-LO Lightning 42-12967/12986 Lockheed F-5A-10-LO Lightning 42-12987/13066 Lockheed P-38G-10-LO Lightning 42-13067/13126 Lockheed F-5A-10-LO Lightning 42-13127/13266 Lockheed P-38G-10-LO Lightning 42-13267/13326 Lockheed F-5A-10-LO Lightning 42-13327/13557 Lockheed P-38G-10-LO Lightning 43-2185/2358 Lockheed P-38G-13-LO Lightning 43-2359/2558 Lockheed P-38G-15-LO Lightning Sources: Lockheed Aircraft Since 1913, Rene J. Francillon, Naval Institute Press, 1987 The P-38J-M Lockheed Lightning, Profile Publications, Le Roy Weber Profile Publications, Ltd, 1965. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. Famous Fighters of the Second World War, William Green, Doubleday, 1967. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. Wings of the Weird and Wonderful, Captain Eric Brown, Airlife, 1985. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Lockheed P-38 Lightning (4 of 11) P-38H version 0 `'@  `'@@`'0K%`' $`'^@R`'@@`'0K$`'0;&`'[@`'@@`'0$`'0'`'0&`'@!`'@@`'0V%`'0&`'q@`'@@`'0C%`' 8'`'0&`'0&`' &`' &`'P"`'@@`'($`' &`' '`'M@*`'@@`'0{%`'0 %`'  &`'+@ `'@@`' $`'0$`' @`'@@`'8$`'0&`'vP`'@@`'0%`' >&`'P `'@@`' A%`' t&`'0B&`'0f&`' &`'$@ `'@@`' @w`'@@`'`P`'@@`'NPx`'@@`'@W`'}@S"`'@@`'mP`'@@`' ``'``'ppi`'A@H`'@@`'@@`'U(xKd(xKd@xGMMPGMM7 `'@  `'@@`' $`'0&`'@`'@@`'02%`' P'`'0 '`'@`'@@`' #`'0"'`'d@`'@@`'  $`'PV'`'@@`'0%%`'0'`' &`' Q&`'0'`'BP`'@@`' e$`'0*'`'@`'@@`' H#`'  '`' #'`'0V'`'=@j`'@@`' g$`'@b`'@@`'0?%`'Y@`'@@`'0 $`'0'`'@`'@@`'} ?$`'@@`'@@`' N%`'@`'@@`'0$`'0&`' 9'`'P&`'@@`'0$`'A@b`'@@`'0$`' &'`'0Z&`' W`'@@`'@< `'@ `'@@`'0%`'0&`'@7`'@@`'0g%`'0Z&`'0%`' :%`'0w&`'@`'@@`'0%`' e&`'%A `' &`'@`'@@`'0#`'0{%`' &`'P&`'@@`'0$`'88&`'0&`' %`'c@Y`'@@`'0{%`'0I&`'G@3`'@@`'0o%`' &`'@`'@@`' #`'0'`' &`' $`' @`'@@`' 7$`'H@`'@@`'0,$`'0@&`'GPd`'@@`' %`' ;%`'0^'`'i@`'@@`'~ #`' &`':@u`'@@`'0"`'0&`' `'Pe%`'@@`'0y$`'07%`'0'`'RP`'@@`'0c%`'@`'@@`''@z `'@@`'0|%`' &`'m@7`'@@`' @w`'@@`'GP`'@@`'N@`'@@`'OP`'@@`' ``'``'ppi`'A@H`'@@`' @w $@$1 `'#@ Q`'@@`' $`']@=`'@@`'0#`'@(%`'@@`'0C%`'0&`'@6`'@@`' %`'0&`' %`'8@`'@@`' $`' &`'0'`'0$`'0&`'0'`'F@`'@@`'0$`'0&`'0&`'~@ `'@@`'0F%`'  '`'03&`'0%`'\@[`'@@`'0$`'{P!`'@@`' e$`'0 '`'0%`'0&`'G@`'@@`'0|$`'0h&`'m@`'@@`' %`' /'`'@d`'@@`'0 %`' '`'@F%`'@@`' i%`'0&`'TP@`'@@`'@R`'@@`'0!%`'0B'`' %`' @`'@@`' @w`'@@`'mP`'@@`'IP`'@@`'aP`'@@`' ``'``'ppi`'A@H`'@@`'3@X`'0@`'@2`'@^`'G@`'*@" `'oP@2`' 8 8 $9$Introduction to The Pursuit/ Fighter Series, first edition "This article is the first in a series which will discuss the US Army and US Air Force fighter aircraft in the P (later F) series. I will discuss them in the order in which they appear in the numerical series." Thus started project of Herculean dimensions, although I think its really a labor of love, for Joe Baugher in the Internet sci.military news group. It has, to date, included all the pursuit and fighter aircraft (through the F-99) that were commissioned for the USAAC, USAAF and USAF as well as some of their relatives that served in of branches. As I followed Joe's postings I realized that they had become more than the compilation of information from other sources that had a personality of its own. Joe's insights into the twist and turns of military procurement have been particularly enlightening. Accordingly, I decided that others who had followed the series and others who might come across it later might enjoy having a 'bound' book of the series. This is Joe's book. I have tried to change the posts as little as possible, however I have edited for grammatical and spelling errors. When there were errors of fact the sci.military folks pointed these out and their original messages are included as notes. I have added a table of contents and a partial index. The table of contents lists each of the postings by title. The index is still in work, but what is there now is a reference to the group and wing numbers for the aircraft presented in the series and some type references. This book is available as a Postscript file for single sided printing, two Postscript file for double sided printing (one for even and one for odd pages) and as a PageMaker 5.0 file. To date I've included only the posts though F-99, but the series goes on. I hope to update the book as Joe writes and posts the remainder. This series will continue to be of interest to historians and military aircraft buffs for years in the future. Enjoy the trip through the 'series'! Charlie Carey3 November 1993Ef`abcdA!X9 `'@ `'@@`'0#`'0$'`'@%`'@B`' @%`'0&`'0`'`' '`'S@`'@B`' #`'03&`'^P`'@B`' {$`' ^'`'0%`'0I&`' @`'@B`' +$`' &`'2@ `'@B`' @w`'@B`'To`'``'*@ `'@B`'OP`'@B`'P@`'@B`'`'gPN`'@``'1 `' @ `'@@`'z #`'0 &`'0'`'0&`'0&`'0&`'@`'@B`' $`'0%`'-@ `'@B`' @w`'@B`'OP`'@B`'N@`'@B`'`'gPN`'@``'9 y`' @ `'@@`' #`'s@`'@B`' @w`'@B`'OP`'@B`'`'gPN`'@`D(`'; 3`'@  `'@@`' V%`'01&`'C@*`'@B`'|0$`' &`'$`'oP`'@B`'0#`'0'`'0&`'0&`'1@ `'@B`' @'`'@B`'OP`'@B`'`'gPN`'@@`'# y  D $@]$ 9@ @@f $. i1 @0 u- B-29 bombers attacking Japan, and they undertook the first land-based fighter strikes against Tokyo on April 7, 1945, when B-29s hit the Nakajima Aircraft Engine Factory. Such missions involved flights lasting up to seven or eight hours, covering distances of over 1500 miles. When General Curtis LeMay decided that most B-29 missions would take place at night from medium altitudes, the Iwo Jima-based Mustangs went over to ground attack missions against Japanese airfields. Extensive use was made of the five-inch rockets which were carried under each wing. The P-51D remained in service in considerable numbers with the USAAF for many years after the Second World War ended. In 1948, the newly-formed USAF eliminated the P-for-pursuit category and replaced it with F-for-fighter. The designation of the P-51 was changed to F-51. In addition, the old category of F for photographic reconnaissance was eliminated, and F-6D and F-6K photographic reconnaissance aircraft became RF-51D and RF-51K respectively. Two seat F-6D conversions became TRF-51D. In May 1946, the Air National Guard (ANG) was reformed and ANG fighter units received most of the P-51D/K Mustangs withdrawn from regular USAAF service. By December of 1948, over 700 Mustangs were serving with 28 ANG squadrons. RF-51D reconnaissance aircraft also served with the ANG. No fewer than 22 of the 27 ANG wings saw service in the Korean War. The Mustang was in action once again when the Korean War began on June 25, 1950. The Mustang was better suited to the small airstrips of Korea than were the F-80s and F-82s based in Japan. Japan-based F-51Ds were immediately transferred to Korea and pressed into service in an attempt to halt the rapid North Korean advance. The Mustangs were based at Kimpo, Pusan, and Pohang, flying out of one field then another in close support operations against the advancing North Koreans. They were called on to carry the brunt of air support missions during these difficult early days of the war, since the jet aircraft of the day did not have enough range to permit sufficient loiter time over the target. In order to build up close support forces, 145 F-51s were brought over from the USA aboard the aircraft carrier USS *Boxer*. These planes were quickly assembled and flown out to combat units. The 18th Fighter-Bomber Wing gave up its F-80 jets for Mustangs, perhaps one of the few occasions in history in which a combat outfit traded in its jets for piston-engined aircraft. The Mustangs were instrumental in halting the North Korean advance, giving United Nations forces enough time to build up sufficient strength to be able to go over onto the offensive. Mustangs flew 62,607 tactical support combat missions. 351 Mustangs were lost in action, most of them the victims of antiaircraft fire. Although their primary mission was close support, they did manage to shoot down a few North Korean Yaks when these aircraft made their infrequent appearances. When Mustangs were jumped by Chinese-piloted MiG-15 jet fighters, however, they were faced with an opponent with a far superior performance. When this happened, there was little the Mustangs could do save to try to turn inside the MiGs, hit the deck, and run for home. The last American active-duty Mustang was P-51D-30-NA Ser No 44-74936, which was finally withdrawn from service with the West Virginia ANG in 1957. This airplane is now on display at the WPAFB Museum in Dayton, Ohio. It is, however, painted as P-51D-15-NA Ser No. 44-15174. Specs of the P-51D-25-NA: one 1695 hp Packard Merlin V-1650-7 twelve-cylinder Vee liquid-cooled engine. Maximum speed: 395 mph at 5000 feet, 416 mph at 10,000 feet, 424 mph at 20,000 feet, 437 mph at 25,000 feet. Range was 950 miles at 395 mph at 25,000 feet (clean), 2300 miles with maximum fuel (including drop tanks) of 489 US gallons under most economical cruise conditions. Initial climb rate was 3475 feet per minute. An altitude of 5000 feet could be reached in 1l7 minutes, 10,000 feet in 3.3 minutes, 20,000 feet in 7.3 minutes. Service ceiling was 41,900 feet. Weights were 7125 pounds empty, 10,100 pounds normal loaded, 12,100 pounds maximum. Wingspan was 37 feet 0 1/4 inches, length was 32 feet 3 inches, height was 8 feet 8 inches, and wing area was 233 square feet. Serials of the P-51D: 44-11153/11352 North American P-51D-5-NT Mustang 44-12853/13252 North American P-51D-20-NT Mustang 44-13253/14052 North American P-51D-5-NA Mustang 44-14053/14852 North American P-51D-10-NA Mustang 44-14853/15752 North American P-51D-15-NA Mustang 44-63160/64159 North American P-51D-20-NA Mustang 44-72027/72626 North American P-51D-20-NA Mustang 44-72627/74226 North American P-51D-25-NA Mustang 44-72227/75026 North American P-51D-30-NA Mustang 44-84390/84989 North American P-51D-25-NT Mustang  45-11343/11542 North American P-51D-25-NT Mustang 45-11543/11742 North American P-51D-30-NT Mustang Serials of the P-51K: 44-11353/11552 North American P-51K-1-NT Mustang 44-11553/11952 North American P-51K-5-NT Mustang 44-11953/12852 North American P-51K-10-NT Mustang Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday 1964. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Fighting Mustang: The Chronicle of the P-51, William N. Hess, Doubleday, 1970. Classic Warplanes: North American P-51 Mustang, Bill Gunston, Gallery Books, 1990. Famous Fighters of the Second World War, Volume I, William Green, 1967. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 North American P-51 Mustang Mustang IV, P-51Ds in Foreign Service - @.@6 1 @  - - $y$:d+ g1 @   '. '. $}$@ij@ 1 ! @{$ *. J. $}$y@k$" /6 c  O   $;$ ~@V  @ (  @ @  $ $@$@   H F @F @r $@l$ynpKMs@rO@1Q@5G U @d  9 @< $@$     G  @ @ @ OK M y { -@-C0  x/  @ A $$@  T  P) @H  @  $$57 I m @   $$3: 8< @    $@$ 7 @   $ $v$$ = ; $?$ , K   @` P { $?$ |  $$$. @    $$20    $G$ d# @BJ F`  p@B  @ @  $@2$@@<OND  b  $$ 4 N I @ @  $$ ( / @ & e   1 @c 2 $$ Q p@6Q S @  $@$ : +  = 8 8 $9$0&`'@r%`'@B`' $`'0C'`'0%`' @`'@@`'0#`'0%`'0O'`'@`'@@`'0$`'0&`'@`'@@`'~ L#`'*P `'@@`'0$`'PX$`'@@`' $`'v@` `'@@`'0$`' %`'0&`' D'`'0%`']@1`'@@`'0G%`' %`'8&`'  '`'0&`'*@ `'@@`'0$`'0'`' &`' &`'0%`'05&`'*P `'@@`'0"%`'0&`'0$`'02&`'tP`'@@`' #`'w@< `'@@`' %`' 2%`' `'0&`'p@`'@@`'}0#`' O&`' &`'0&`' %`'0&`' &`'0&`' H&`'@b`'@@`'0$`'0Q'`'0'`'0$`'2@ `'@@`'0$`' &`'0U'`'b@`'@@`' $`'0%`' &`' $`'0$`'8&`'V@`'@@`'0.$`' +'`'{@M `'@@`'0:%`' L&`'0&`'0Y'`'0'`'QPg`'@@`'0$`'0'`'0)&`'@{`'@@`' @w`'@@`'aPg`'@@`'_P$`'@@`'FP`'@@`' ``'pi`'A@H`'Pakistani Sabres were to be key participants in the 22-day war with India in 1965 over the status of Kashmir. By this time the Sabre was no longer a world-class fighter, since fighters with Mach 2 performance were now in service. Nevertheless, the Pakistani F-86Fs were able to give a good account of themselves. The top Pakistani ace of the conflict was Wing Commander Mohammed Mahmood Alam, who ended the conflict with a total of 11 kills. Five of his victories were scored in a single day (September 7, 1965), making Alam the only jet ace-in-a-day. Even more remarkable, four of these kills were scored by Wing Commander Alam in a space of less than one minute. These five kills were all against Indian Air Force (IAF) Hawker Hunter Mk.56 fighters, which were export versions of the Hunter Mk.6 of the Royal Air Force. The Pakistani F-86Fs did less well against the IAF Folland Gnat, which was small, nimble, and hard to see. However, only seven Sabres were listed as being lost in air combat during the 1965 conflict. South Africa: The South African Air Force operated 22 F-86F-30-NA Sabres on loan from the USAF. They flew with No. 2 Squadron in Korea, carrying out 2032 sorties during the last few months of the Korean War. Following the end of the Korean War, the SAAF Sabres were returned to the USAF. Belgium: Belgiums Force Aerienne Belge received five F-86F-25 fighters in June of 1955. However, this nation never adopted the Sabre as a service type. Norway: Beginning in 1957, Norways Kongelige Norske Flyvapen received 115 F-86F-35s. They were assigned to Norway through the US military aid program as replacements for F-84G Thunderjets. The delivery of the first of 90 F-86Fs took place in March of 1957, and was completed by May of 1958. In order to cover attrition, Norway received two more batches of F-86Fs, consisting of six and 19 aircraft re - `'.P  `'@@`' /$`'R@`'@@`'0\%`'0O'`' _&`' b&`' &`' p%`' \'`' &`' &`'r@`'@@`' $`' Y'`' &`'zv"`' _&`' '`'@Y`'@@`' +$`' x&`'0&`'8&`'r@`'@@`'0X%`'0&`' '`'0&`' v&`'0&`' &`' @(`'@@`'0p$`'0&`' &`'p@`'@@`' $`' 6'`' &`'bPe`'@@`'iP`'@@`' r%`'0%`'0&`'0&`'0M'`'0&`'ZPt`'@@`'g!`'0&`'0O&`'@"`'@@`'b`'0J'`' 1'`'* `' %`'MP`'@@`' %`'04&`' v&`'0'`'0o&`'W@`'@@`'0h%`'t@ `'@@`'0X%`'0'`' &`'w@`'@@`'0#`'0:'`' ('`'$@`'@@`'@`'@@`'@`'@@`'@`'@@`'0$`'0^&`' .&`'k@G`'@@`' @w`'@@`'S@`'@@`'mP`'@@`'IP`'@@`'@`'@@`' ``'``'ppi`'A@H`'@@`'$$? ,`'@ `'@@`'~0#`' @`'@@`'0$`'0z&`' ='`' &`']Pf`'@@`'0$`'0%`'+P: `'@@`'0u%`'0&`' &`'0'`' B%`'#@c`'@@`' $`'(&`' j&`' &`'@F`'@@`' N#`'o@`'@@`'0$%`'@U`'@@`' $`'0*%`' &`'nP=`'@@`'0J%`' ^&`'0&`'m@=`'@@`'0m$`'@*`'@@`'@R`'@@`'0d%`'0&`'0&`'0-'`'@{`'@@`' @w`'@@`'mP`'@@`'IP`'@@`'@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'dA ..--__n@<OND  b  $$ 4 N I @ @  $$ ( / @ & e   1 @c 2 $$  b@>@& )  4 $@$ : M+  = 8 8 $9$; H`'.@ `'@@`'0\%`'0O'`' _&`' b&`' &`' p%`' \'`'  '`' &`'@`'@@`' $`' Y'`' &`'\@Y`'@@`' $`'0:&`' ^'`' &`' &`'P&`'@@`'0f$`' 6&`'0a&`'P"`'@@`'| #`'"@`'@@`'iP`'@@`' #`'P%`'@@`'0$`' ?&`'0&`'0&`' $`' %`'OPp`'@@`'0~%`' y&`' '`' &`' $`' &`'0%`'L@'`'@@`'0x%`'Jd`'0#&`'0u%`'0'`' $`'it`';PX`'@@`' $`' %&`' $`'6P`'@@`'0}%`'0&`' 5'`' &`'04'`'y@`'@@`'0$`' &`'0"'`'0&&`'@`'@@`'0h%`'0&`' %`' &`'b@l`'@@`' $`' &`'0&`'|#`' &`' &`'+@ `'@@`'0%`' &`' S%`'0%`'~@`'@@`'0#`'0'`'@k`'@@`'0 %`''@ `'@@`'@R`'@@`'0$`'0$`' %`'1@P `'@@`'@`'@@`'0j%`'0&`' 4&`'u@`'@@`' @w`'@@`'hP`'@@`'mP`'@@`'IP`'@@`' ``'``'ppi`'A`H`'@$`'@@`'@(xKd@@''bMMPGMM^U,_UaU a O. Despite the success of the Merlin engine in the Warhawk, parallel production of the Allison-powered version continued owing to the limited supplies of the license-built British engine. The P-40K series marked the introduction of the more powerful Allison V-1710-73 (F4R) engine rated at 1325 hp for takeoff and 1150 hp at 11,800 feet. On October 28, 1941, 600 P-40Ks were ordered for Lend-Lease supply to China. It was envisaged that this would be the last P-40 model to be built in quantity, the P-60 replacing the P-40 on the Curtiss production lines thereafter. However, delays in the P-60 program caused the order for P-40Ks to be increased to a total of 1300 aircraft on June 15, 1942. The first P-40K model rolled off the production line in August 1942. For some odd reason, the company model number used for the P-40K is unknown. The P-40K-1-CU and P-40K-5-CU were generally similar to late-production P-40Es except for the more powerful engine with an auto manifold pressure regulator. The K-5 added rotary valve cooling. The K-1 and K-5 retained the short fuselage of the P-40E, but with the extra power there was a tendency to swing during takeoff and a dorsal fin was added to correct this problem. The P-40K-10s and later production blocks had the longer fuselage introduced on the P-40F-5-CU. The P-40K-15-CU was winterized. The maximum speed of the P-40K was 320 mph at 5000 feet and 362 mph at 15,000 feet. A climb to 15,000 feet took 7.5 minutes. Range was 350 miles with a 500-pound bomb attached. Ferry range was 1600 miles. Weights were 6400 pounds empty, 8400 pounds gross, and 10,000 pounds maximum. Most of the P-40Ks served with the US forces in Asia and the Pacific and under Lend-Lease with the Chinese Air Force. 192 P-40K-1-CUs were diverted to England under Lend-Lease as Kittyhawk III. RAF serials were FL875/905, FR111/115, FR210/361, and FL710/713. Forty-two P-40Ks served with the RAAF under serials A-29-164/202 (P-40K-10-CU) and A-29-203/205 (P-40K-15-CU). P-40Ks servicing with the RNZAF were NZ3045/3065, NZ3090, and NZ3099. Nine P-40K-1-CUs served with the RCAF under US Army serial numbers 42-45921, 45944, 45945, 45951, 45952, 45954, 45977, 46003, and 46004. The serials for the P-40Ks were as follows: 42-9730/9929 Curtiss P-40K-5-CU Warhawk 42-9930/10264 Curtiss P-40K-10-CU Warhawk 42-10265/10429 Curtiss P-40K-15-CU Warhawk 42-45722/46321 Curtiss P-40K-1-CU Warhawk The P-40K-1 had originally been assigned serials 42-65902/66501. The P-40K-5 thru -15 were originally assigned serials 42-64502/65201. These were all cancelled and reassigned as shown above. One P-40K-10-CU, 42-10219, was fitted with an Allison V-1710-43 and used to develop P-40 improvements under the designation XP-40K. Experiments with cowling and relocated cooling systems altered the appearance from time to time. One such modification produced an aircraft with radiators in a swollen wing center section and a slim, pointed nose. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. The Curtiss P-40 Kittyhawk I-IV, Ray Wagner, Aircraft in Profile, Volume 6, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 The Curtiss P-40P-40L In order to improve the Warhawks performance in short-range combat, the P-40L version was created. It was basically a stripped version of the Merlin-powered P-40F-5-CU, in which 250 pounds of weight was saved by the partial removal of fuel, armament, and other equipment. The P-40L (Model 87-B3) was otherwise virtually identical to the Merlin-powered P-40F-5-CU. Some of the P-40L production blocks featured planes with reduced armament and smaller capacity fuel tanks in order to obtain reduced weight and better performance. The L-model was sometimes known as the Gipsy Rose Lee, after the famous strip-tease dancer of the time. The P-40L-1-CU had the same fuel and armament as the P-40F. The P-40L-5-CU and and subsequent P-40Ls had two wing guns removed to reduce the total armament to four 0.50-inch machine guns with 201 rounds per gun. Internal fuel was reduced by 31 Imp gal. The P-40L-10-CU had electrical aileron trim tabs and engine control changes. The P-40L-15-CU had revised carburetor air filters and inter-aircraft signal lights. The P-40L-20-CU had radio and electrical changes and provisions for an incendiary (destruct) grenade. Despite the weight savings, the maximum speed of the P-40L was a mere 4 mph greater than that of the P-40F at rated altitude. One hundred P-40Ls were sent to Britain as Kittyhawk IIs with no mark distinctions from the P-40Fs. The RAF serials for the P-40Ls were FS400/499. 160 other P-40Ls reached the RAF as Kittyhawk IIIs. Their serials were FL714/730, FR116/140, FR385/392, and FR413/521. The P-40Ls were originally assigned the serial numbers 42-65202/65901. These numbers were cancelled and were replaced as follows: 42-10430/10479 Curtiss P-40L-1-CU Warhawk 42-10480/10699 Curtiss P-40L-5-CU Warhawk 42-10700/10847 Curtiss P-40L-10-CU Warhawk 42-10848/10959 Curtiss P-40L-15-CU Warhawk 42-10960/11129 Curtiss P-40L-20-CU Warhawk 42-11130/11676 Curtiss P-40L-25-CU Warhawk - contract cancelled 42-14237/14296 Curtiss P-40L-30-CU Warhawk contract cancelled. A certain number of P-40Ls were selected at random and were withdrawn from operational service and modified with the adoption of the 1360 hp Allison V-1710-81 engine in place of the original Merlin. They were used as advanced trainers. They were redesignated P-40R-2. At least 53 P-40L>P-40R conversions took place which can be identified by serial number, but there were probably many more. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. The Curtiss P-40 Kittyhawk I-IV, Ray Wagner, Aircraft in Profile, Volume 6, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Curtiss P-40P-40M version, a return to the Allison engine In November of 1950, the Tactical Air Command began the development of a variant of the F-84 Thunderjet capable of carrying nuclear bombs in a tactical role. The variant developed for this role was the F-84G. It was viewed only as an interim type, being manufactured only until the swept-wing F-84F Thunderstreak could be introduced into service. However, because of delays in getting the F-84F into production, the F-84G continued in production until July 27, 1953, the last day of the Korean War. It actually became the most-widely manufactured version of the F/P-84 series, some 3025 examples being built. The F-84G differed from earlier Thunderjets in having a more powerful enginethe Allison J35-A-29, rated at 5600 pounds of thrust. The F-84G had provision for up to 4000 pounds of external stores. It had provision for infight boom refuelling, with a refueling probe receptacle in the port wing. This was in contrast to the probe-and-drogue system which had been tested on some earlier F-84s. Because longer-duration missions were anticipated for the F-84G, an autopilot was fitted to provide some relief to the pilot. Perhaps the most distinctive feature of the F-84G was the introduction of a multi-framed, reinforced canopy which replaced the clear unframed canopy of earlier versions. However, the presence of a reinforced canopy on a Thunderjet was not always a reliable indicator of its being a G-model, since this type of canopy was fitted retroactively to many earlier F-84s. The first F-84G was delivered in to the USAF in June of 1951. Most of them went to TAC and SAC units and served with stateside units and with units deployed in Europe, although a few did serve in Korea. The 49th Air Division with one wing (the 20th Fighter Bomber Wing) equipped with F-84Gs deployed to the UK in 1952. The F-84G also served with SAC in the long-range escort role. It began making long-range refuelled flights in 1952. In 1953, straight-winged Thunderjets were serving with 14 USAF wings. Those F-84Gs equipped for the delivery of nuclear weapons used the Low Altitude Bombing System (LABS) in which the aircraft would approach its target at low altitudes, pull up sharply, toss its nuclear bomb, then do an Immelmann and fly back in the opposite direction to escape the nuclear blast. Some 3025 F-84G aircraft were constructed, bringing the grand total of all straight-wing Thunderjets built to 4455. 1936 of the G-models purchased by the USAF went directly to NATO allies and to other nations participating in the Mutual Defense Assistance Program (MDAP). Since they were purchased with MDAP funds, they carried USAF serial numbers although these foreign-operated Thunderjets never flew in US service. By 1953, straight-winged Thunderjets were serving with some 21 NATO fighter-bomber wings. F-84Gs served with the air forces of Belgium, Denmark, Norway, the Netherlands, France, Italy, Greece, Turkey, Portugal, and Taiwan. F-84Gs were also exported to non-aligned nations such as Yugoslavia, Iran, and Thailand. Since Yugoslavia was at that time run by a Communist government, the export of F-84Gs to Yugoslavia caused some political controversy in the USA. The F-84G had been largely retired from SAC by 1956, but was still active with the TAC. By the late 1950s, they had largely been replaced in USAF service by swept-wing F-84F Thunderstreaks. Specification of the F-84G: One Allison J35-A-29, 5600 lb.st. Maximum speed: 622 mph at sea level. An altitude of 35,000 feet could be attained in 9.4 minutes. Service ceiling 40,500 feet. Maximum range 2000 miles. Weights were 10,205 pounds empty, 14,724 pounds gross, 22,46 pounds maximum takeoff. Dimensions were wingspan 36 feet 5 inches, length 38 feet 1 inches, height 12 feet 7 inches, wing area 260 square feet. Serials of the F-84G: 51-692/996 Republic F-84G-1-RE Thunderjet  51-997/1066 Republic F-84G-5-RE Thunderjet  51-1067/1116 Republic F-84G-10-RE Thunderjet  51-1117/1226 Republic F-84G-15-RE Thunderjet  51-1227/1281 Republic F-84G-20-RE Thunderjet  51-1282/1343 Republic F-84G-25-RE Thunderjet  51-9548/9622 Republic F-84E-30-RE Thunderjet  51-9623/9707 Republic F-84G-2-RE Thunderjet  51-9708/9964 Republic F-84G-6-RE Thunderjet  51-9965/10304 Republic F-84G-11-RE Thunderjet  51-10305/10764 Republic F-84G-16-RE Thunderjet  51-10765/10974 Republic F-84G-21-RE Thunderjet  51-10975/11249 Republic F-84G-26-RE Thunderjet  51-16643/16751 Republic F-84G-26-RE Thunderjet  52-2893/3192 Republic F-84G-31-RE Thunderjet  52-3193/3242 Republic F-84G-25-RE Thunderjet  52-3243/3329 Republic F-84G-30-RE Thunderjet  52-8287/8486 Republic F-84G-31-RE Thunderjet Sources; Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Third Enlarged Edition, Ray Wagner, Doubleday, 1982. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Republic F-84F Thunderstreak (8 of 13) F-84F Thunderstreak, swept wing A swept-wing version of the F-84 had been planned late in 1949 in order to bring the performance of the Thunderjet up to the level of that of the F-86 Sabre. However, it was hoped that the swept wing version would retain or even improve the ground attack capabilities of the Thunderjet. At this time, USAF funds for new aircraft development were rather limited, and it was thought that by using some 60 percent of existing Thunderjet tooling and a standard F-84E fuselage, a high-performance aircraft could be produced at minimal cost. The swept-wing version of the Thunderjet was initially designated XF-96A because of its extensive design changes. The USAF sanctioned construction of a single prototype. The last aircraft on the F-84E contract (49-2430) was selected for the conversion. The fuselage of the XF-96A was essentially that of the F-84E, including the pilots rearward-sliding canopy and the air brake underneath the fuselage. The tail was swept back and an entirely new wing, swept back at an angle of 38.5 degrees was used. The new wing had an area of 325 square feet and a span of 36 feet 5 inches. The wing had its maximum thickness at 45 percent chord, although the chord-wise thickness ratio was only nine percent. The swept wing had an anhedral (negative dihedral) of 3.5 degrees. The engine was an Allison J35-A-25 of 5200 lb.st. The construction of XF-96A 49-2430 took 167 days. It was then dismantled and flown from Farmingdale via cargo aircraft out to Muroc. It was reassembled there and took off on its maiden flight on June 3, 1950, piloted by Republics Director of Flight Otto P. Haas. Performance included a maximum speed of 693 mph at sea level (Mach 0.93), and a range of 1716 miles at a cruising speed of 514 mph. Maximum fuel load was 1253 Imp. gall internally and externally, and the empty and maximum loaded weights were 12,150 pounds and 23,350 pounds respectively. Although the low-altitude speed was impressive, performance fell off rather badly with altitude. Service ceiling was only 38,300 feet and it took 14.8 minutes to reach an altitude of 35,000 feet. It was felt that the performance improvement over the F-84E was only marginal at best, and the project proceeded with only low priority. American Volunteer Group8First Fighter GroupFlying Tigers93`'0$`' ('`' @7 revealed that the increased elevator limits resulted in the pilot being able to hold such a high elevator angle during takeoff that the elevator could actually stall. After modifications, stall tests were performed satisfactorily, although the complete lack of any warning prior to the stall and the excessive loss of altitude necessary to return to level flight after the stall were undesirable characteristics. An artificial stall warning device was introduced to try and correct some of these problems, and between September 16 and October 2, 1944, the second XP-55 (42-78846), which had been modified to the same standards as that of the third aircraft, underwent official USAAF trials. The trials indicated that the XP-55 had satisfactory handling characteristics during level and climbing flight, but at low speeds and during landings there was a tendency on the part of the pilot to overcontrol on the elevators because of a lack of any useful feel. Stall warning was still insufficient, and stall recovery still involved an excessive loss of altitude. Engine cooling was also a problem. The performance of the XP-55 was not very impressive and was in fact inferior to that of the more conventional fighters already in service. In addition, by 1944, jet-powered fighter aircraft were clearly the wave of the future. Consequently, no production was undertaken, and further development was abandoned. The name *Ascender* had originated as a joke on the part of a Curtiss engineer. The name stuck, and eventually became official. One XP-55 survives today. Its fuselage is on display at the Paul Garber facility in Suitland, Maryland. Perhaps it will someday be restored to better condition. I dont know its serial number. Specs of the XP-55: One 1275 hp Allison V-1710-95 (F23R) twelve-cylinder liquid-cooled Vee engine. Four 0.50-inch Colt-Browning M2 machine guns with 200 rpg. Maximum speed 390 mph at 19,300 feet, 377.5 mph at 16,900 feet. Normal range was 635 miles at 296 mph. Maximum range was 1440 miles. An altitude of 20,000 feet could be attained in 7.1 minutes. Service ceiling was 34,600 feet. Weights were 6354 pounds empty, 7330 pounds normal loaded, and 7939 pounds maximum. Dimensions were wingspan 44 feet 0 1/2 inches, length 29 feet 7 inches, height 10 feet 0 3/4 inches, wing area 235 square feet. Sources: American Combat Planes (3rd Edition), Ray Wagner, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, 1964. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 duction orders, and both prototypesYton, Gallery Books, 1990. Joe Baugher AT&T Be6`'21 9`'227`'2X2 2`'**4548 Number Forty-Four in the SeriesRepublic XP-44 Rocketnever built The Republic P-44 Rocket was a progressive development of the P-43 Lancer. It can be regarded as yet another step along the road which led ultimately to the P-47 Thunderbolt. As described earlier, the AP-4 project was a progressive adaptation of the Seversky P-35 fighter powered by a turbosupercharged Pratt and Whitney R-1830-35 radial engine. The supercharger was mounted underneath the rear fuselage and was fed by an air intake mounted beneath the engine. On March 12, 1939, thirteen service test models of the AP-4 were ordered by the Army under the designation YP-43. Although the weight of the YP-43 was excessive, the turbosupercharger gave the new aircraft a considerable advantage in both speed and operational ceiling over the earlier P-35. However, by 1939, the Lancer was already outdated by the rapid advances in air combat technology that had taken place in Europe. It suffered from poor maneuverability and climbing performance, and lacked such modern innovations as armor protection for the pilot and self-sealing fuel tanks. Consequently, the Army did not anticipate ordering any more P-43s beyond the initial service-test contract. On September 13, 1939, the Army ordered eighty examples of the more advanced AP-4J from Republic under the designation P-44. The P-44/AP-4J was basically similar to the P-43 but was powered by the more-powerful Pratt and Whitney R-2180-1 radial engine of 1400 hp. Drawings of the projected P-44 show an aircraft which looked very much like the P-43 but with a somewhat longer nose and a somewhat heavier armament of six machine guns. However, combat reports coming out of Europe in the spring of 1940 indicated that even the P-44 Rocket would not be up to the task, and Alexander Kartveli and his design team began to consider an even more advanced project known under the company designation of AP-10. A prototype of the AP-10 had been ordered by the USAAF in November 1939 under the designation XP-47. Since the USAAF regarded the XP-47 as showing greater promise, they cancelled all work on the P-44 project on September 13, 1940, before any P-44 prototype could be completed. 170 P-47Bs and 602 P-47Cs were ordered in their place. Kartveli and his team then concentrated all their efforts on the P-47 project, which was to turn out to be a wise decision indeed. However, P-47 development promised to be protracted, the first production aircraft not scheduled to roll off the production lines until late 1942. The Army felt that Republics Farmingdale production lines needed to be kept busy in the interim. Consequently, the P-43 was ordered into production as a stopgap measure. Sources: War Planes of the Second World War, Fighters, Volume 4, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. United States Military Aircraft Since 1909, Gordon Swanborough and  Peter M. Bowers, Smithsonian, 1989. American Combat Planes, Ray Wagner, Doubleday, 1982. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 @ `'``'``'`p`'@ `'``' ``'``'`p`'P@ `'@B`'iP`'@B`'(%`'S@`'@B`'*@ `'@B`' h%`'#@e `'@B`' %`';@`'@B`' @w`'@B`'_P`'@B`'KPx`'@B`'Z``'%@  `'@B`'M@`'@B`'[PR`'@B`'bPB`'@B`'@`'Ip`'``'4@P `'@@`' Q `'@  `'@@`'0$`' 4&`'0%`'0D&`'PX'`'@B`'0$`'@`'@B`' $`'0#'`'0&`'`@`'@B`' $`'0#'`'@e`'@B`' %`'0%`' '`'`'} %`'0@ `'@B`'-@ `'@B`'``'PpB`'@B`'`4`'Pp`'@B`'``'Pp`'@B`'``'PpB`'@B`' $`'B@l`'@B`' %`' &`'U@`'@B`' @w`'@B`']P`'@B`'KPx`'@B`'W`1`'%@  `'@B`'M@`'@B`'_P`'@B`'@`'yP !`'@@`' D `'@  `'@@`'0C$`' &`'0&`'0&`'0%`'@`'@B`'0)%`'@`'@B`' $`'0%`'03%`'n@3`'@B`' A$`'0%`'%@p `'@B`' >%`'0&`' `'`'`'~ &`'1@ `'@B`'-@ `'@B`'``'PpB`'@B`'`4`'Pp`'@B`'``'Pp`'@B`'``'PpB`'@B`' $`'C@`'@B`' B%`' I'`'V@`'@B`' @w`'@B`'_P`'@B`'KPx`'@B`'Y``'%@  `'@B`'M@`'@B`'bPB`'@B`'Ip`'``'4@P `'@@`' c`'@ `'@@`'0Z$`'  &`' <&`' &`'n@s`'@B`'>P`'@B`'{ $`'K@`'@B`'P@`'@B`'X@_`'@B`'i@`'@B`'@j#`'@B`' $`'0&`'@7`'@B`'{ #`' @`'@B`'``'``'p0`'``'``'p0`'``'``'p`'``'``'p`'``'pu`'p`'``'pi`'1p`'``'``'4Pp`'@B`' $`' /'`'P$`'@B`' @w`'@B`'_P`'@B`'KPx`'@B`'Y``'%@  `'@B`'M@`'@B`'bPB`'@B`'Ip`'``'4@P `'@@`'@;`'  w`'.@ `'@@`' 1%`' &`'0'`'@`'@B`'0%`'0&`'f@'`'@B`'?P~`'@B`'*@r `'@B`'X@`'@B`'T@`'@B`''@B `'@B`'`'``'\`'``'\`'``'P`'@B`'y #`' &`'0&`'gP`'@B`' @w`'@B`'_P`'@B`'KPx`'@B`'Y``'%@  `'@B`'M@`'@B`'bPB`'@B`'Ip`'``'5@P `'@@`'  w`'@ l `'@@`'0$`'0d&`'0&`' &`' 7%`'@Y`'@B`'0a%`' $`' &`' @`'@B`'0b%`'-@$ `'@B`'`P`'@B`' $`'0'`' &`' &`'@`'@B`'0%`'0.&`'01'`' H'`' &`' _'`'s@`'@B`'=@`'@B`'P"`'@B`'~@A#`'@B`'0$`'@&`'@B`'0%`'0'`'m@`'@B`'ZP<`'@B`' $`'0?'`'02'`' \'`'@0`'@B`'P$`'@B`'dP`'@B`'/@ `'@B`' %`' %`' 7'`'0Y&`'@$`'@B`' #`'0%`' %`'9P`'@B`'@ `' $`' @`'@B`':@`'@B`' N$`' n%`'EP5`'@B`'D@1`'@B`' `n`'``'`p`'``'``'``'` `'``'`!`' $`'``'``'``'`p`'``'``' @`'@B`' `n`'``'`p`' @`'@B`' ``' @p`'@B`' ``'pp`' @`'@B`' ``' @p`'@B`' ``'@pF`'@B`' ``'Pp:`'@B`'0P$`'0E'`'9@^`'@B`'K@`'@B`''@ `'@B`'B@`'@B`' $`'V@`'@B`' f$`'iP5`'@B`'0]$`'e@`'@B`'C@`'@B`'``'`?`'`p`'@ J`'``'`?`'`p`'@ J`'``'`?`'`p`'@ `'``'`?`'`p`'@ `'``'`k`'`p`'@h8+AhhBh8+ChhDh8+EhhFh8+GhhHh8+Ihhflight took place. By this time, the engine@@@@@@@ @ @ @@ @ @ @@@@@@@@#@#@@&@&@@'@@+@,-@@/@1@@4568:<E@@HI@@J@R@@S@TUX`a@bns@v@w}@~@@@@@@@@@@@@@@@@@@"$&&@),.00@1@36@9@<@>@A@@R@TV[]g@jl@o @@@@@@@@&@)@.3@4:@CK@@R@Z]@r@@@@ @@@:@@>@EGO^bs @@@@7@x@@z@}@@@@@@@@@@@@ @@@@@@@,@3@4DUZan@@}@ @ @4@@E@J@R]@@r@@  @ @*@N@b@@@@@@$ @/@@Tc@ @ @  @ @: @J @e r @ @ @ - @@ C @p  @ @ @ @  + R @ @    @@" @3 ? F s   ' Q @o @ @ @ @5@ Yo(4 Xu@@@@ @ ?Zhx@- @@G!s@@@@ @4H?@@"W@o@-@ /@K"@ @A{=@bG@|@@ k@b"@,@@5@6@r >@.M@@Z| =_@ @U @ @ @T !![!y!8"@S"@"@#"#V#@f#@@#$4$@y$1%L%j%%&=&@&[''@5(@f((@.))@)@@)@ **R++++H,,@f-Vs-@v-@)-@--@-@. @).*.@K.S.q@/@O/@/@_E06004)1@42 A2@U3IT58th Fighter Interceptor Wing5th Photographic Reconnaissance Group)5th Fighter Wing (Philippines)5th Fighter Wing (RoCAF))67th Tactical Reconnaissance Groupe67th Tactical Reconnaissance Wing68th Observation Group768th Tactical Reconnaissance Groupf69th Tactical Reconnaissance Groupg6th Fighter Wing (Philippines)78th Fighter Group=78th Fighter Interceptor Group79th Fighter GroupN7th Photographic Reconnaissance Group*80th Fighter Group,81st Fighter Bomber Group|81st Fighter Groups81st Fighter Interceptor Wing82nd Fighter Group#86th Fighter GroupO8th Photographic Reconnaissance Group28th Pursuit Group 8th Fighter Bomber Groupt8th Fighter Bomber Wing8th Fighter Group68th Fighter Interceptor Wing94th Pursuit Squadron 97th Pursuit Squadron 99th Strategic Reconnaissance WingAla de Caza 1American Volunteer Group8CO-XFirst Fighter GroupFlying Tigers9Maughan, Lt. RussellMcCook FieldNo. 1 Fighter Wing RCAFNo. 112 Fighter Wing RHAFNo. 2 Fighter Wing RCAFNo. 3 Fighter Wing RCAFNo. 4 Fighter Wing RCAFNo. 78 Fighter Wing RAAFP-1PW-8PW-9 ceiling was only 38,300 feet and it took 14.8 minutes to reach an altitude of 35,000 feet. It was felt that the performance improvement over the F-84E was only marginal at best, and the project proceeded with only low priority. engilh8+mhhnh8+vhhwh8+hhh8+hhh8+hhlle Road Naperville, Illinois 60566-703The PW-9C was the production version of the PW-9B with modifications to the fuel supply system, reinforced structure, and bigger wheels on the undercarriage. Outwardly, the PW-9C was similar to the PW-9A except for rearranged flying and landing wire fittings. It was powered by the D-12D engine of the PW-9B. An initial order for 15 examples was placed on June 19, 1926 (Ser. Nos. 26-443/457), followed by an order for 25 more on August 18, 1926 (Ser. Nos. 27-128/202). The first delivery took place on July 9, 1927. Maximum speed was 163 mph at sea level. Weights were 1936 lb. empty, 3170 lb. gross. Originally, the PW-9C had the small unbalanced rudder of the PW-9A, but that was changed in service (along with the those of the other production models) to the balanced type developed on the experimental Navy FB-3. The last PW-9C (27-202) was delivered with alterations as the first prototype for the PW-9D. The PW-9D was the final production model. It was powered by the D-12D engine. It had a newly- designed radiator, landing gear with the same size wheels as the first PW-9s, and wheel brakes. An aerodynamically-balanced rudder of increased area first tested on the Navy FB-3 was adopted as standard. This rudder was later retrofitted to most earlier PW-9s, including Cs already in service. Sixteen examples were ordered on August 12, 1927 (Ser Nos 28-026/041), the first delivery being April 25, 1928. The gross weight of the PW-9D had crawled upward to 3234 lbs., as compared with 2835 lbs. for the initial PW-9. Maximum speed was 155 mph at sea level, and an altitude of 5000 feet could be attained in 4 minutes. Service ceiling was 18,230 feet. The last PW-9D (Ser No. 28-041) was experimentally fitted with a new 600 hp Curtiss V-1570-1 Conqueror engine and was redesignated XP-7 under the new system. The Navy versions of the PW-9 series bore the designation FB-1 through FB-5. They were basically similar to the PW-9, but with various naval equipment such as tail hooks, reinforced fuselages, and beefed-up undercarriages. These will be described in a separate article (assuming that I find the time :-) ). The last PW-9D in Army service was surveyed in February 1934. Sources: Boeing Aircraft since 1916, Peter M. Bowers, Naval Institute Press, 1989. Boeing F4B-4, Peter M. Bowers, in Aircraft in Profile, Doubleday, 1969. United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers, Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Tenth in the SeriesThe Curtiss XP-10 Experimental, surface radiators, Conqueror engine The Curtiss XP-10 was designed and built under an Army contract dated June 18, 1928, which called for a new pursuit aircraft having good maneuverability and high speed at high altitude. The upper wing of the XP-10 had a gull form, and was joined directly to the fuselage. By eliminating the wing center section in front of and above the cockpit, the traditional upward and forward blind spot for the pilot was removed, and exceptionally good pilot visibility was anticipated. In the pursuit of higher speed, Curtiss decided to readopt the old PW-8 style surface radiators for the XP-10, and these were fitted to the upper and lower surfaces of the inner half of the top wing. The fuselage was of steel tube construction with fabric skinning. The wings were of wood, enveloped in the special Curtiss ply covering. The powerplant was a 600 hp Curtiss V-1570-15 Conqueror liquid-cooled engine. The Conqueror was mounted inside an extremely tight-fitting and well-streamlined cowling, made possible by the use of the wing-mounted radiators. The two-bladed propeller was capped with a spinner which faired neatly into the engine cowling. The result was an airplane with extremely clean and attractive lines. The XP-10 (Ser No 28-387) was delivered to the Army in April 1930. It made its first flight one month later. As expected, the pilot visibility was excellent. However, the performance of the XP-10 was rather disappointing, being only marginally better than the Armys contemporary Hawk models powered by the same Conqueror engine. The major fault with the P-10 was with the old PW-8 style surface wing radiators. These proved to be quite as troublesome as they were for the PW-8, and were the principal reason for the Armys rejection of the design. During tests, the XP-10 attained a maximum speed of 191 mph at sea level and 215 mph at 12,000 feet. Initial climb was 1650 ft/min and service ceiling was 26,500 feet. Range was 461 miles. Weights were 3040 lb. empty, 3975 lbs gross. The XP-10 was armed with two 0.30 Cal. machine guns in the upper fuselage cowling, synchronized to fire through the propeller arc. The XP-10 was scrapped by the Army in August 1931 after only ten hours of flight time. Thereafter, Curtiss confined its biplane pursuit development to variants of the established Hawk line. Sources: The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Curtiss Aircraft: 1907-1947, Peter M. Bowers, Naval Institute Press, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 (xKdGMMFx 11,835 pounds. Dimensions were wingspan 41 feet 3 3/4 inches, length 34 feet 1 inches, height 12 feet 4 inches, and wing area 275 square feet. Maximum speed was 414 mph at 20,350, 324 mph at sea level. An altitude of 30,000 feet could be attained in 6 minutes, and initial climb rate was 3890 feet per minute. Service ceiling was 37,900 feet. Normal range was 315 miles. Armament consisted of four 0.50-inch machine guns with 300 rpg mounted in the wings. Following the return of the XP-60C to Curtiss-Wright, some further tests were undertaken, but a forced landing terminated all testing work with this aircraft. By this time, there was essentially no chance for the P-60, since the P-47 and P-51 seemed to satisfy all the Armys needs for fighters. Nevertheless, the Army agreed to test the delayed XP-60E which had missed out on the May 1943 trials at Patterson Field. In January 1944, the XP-60E (Model 95D) was flown to Eglin Field for official tests. The engine was a Pratt & Whitney R2800-10 eighteen-cylinder radial offering 2000 hp. Empty weight was 8285 pounds, gross weight was 10,320 pounds, and maximum takeoff weight was 11,520 pounds. Dimensions were wingspan 41 feet 3 3/4 inches, length 33 feet 11 inches, height 12 feet 6 inches, and wing area 275 square feet. Maximum speed was 410 mph at 20,200, 391 mph at 24,200 feet, and 405 mph at 15,000 feet. An altitude of 15,000 feet could be attained in 4.8 minutes. Service ceiling was 38,000 feet. Normal range was 315 miles. Armament consisted of four 0.50-inch machine guns with 250 rpg mounted in the wings. USAAF test pilots found that the XP-60E did not compare very favorably in level flight performance with later fighters, but it did match them in climbing rate. The aircraft was sensitive to slight changes in flight condition and had to be constantly retrimmed. Stability in level flight was poor and the climbing speed was difficult to maintain. In May of 1944, Curtiss-Wright finally recognized that the P-60 was a lost cause, and indicated to the Army that they wanted to discontinue all further work on the project. However, the USAAF insisted that the company follow through on its agreement and complete at least one of the two YP-60A aircraft still under construction under the revised P-60A-1-CU contract. These aircraft had been redesignated YP-60E owing to the number of design modifications incorporated that were related to the XP-60E. One of the YP-60As was to see the light of day as a YP-60E. This was the second YP-60A, serialled 43-32763. It flew for the first time on July 15, 1944, powered by a 2100 hp Pratt & Whitney R-2800-18 eighteen-cylinder radial engine driving a single four-bladed propeller. It differed from previous P-60s in having a bubble canopy over the cockpit and revised fuselage and vertical tail shapes, so that it ended up looking a lot like a P-47D-25 Thunderbolt. Empty weight of the YP-60E was 8225 pounds, gross weight was 10,270 pounds, and maximum takeoff weight was 11,520 pounds. Dimensions were wingspan 41 feet 3 3/4 inches, length 33 feet 11 inches, height 12 feet 6 inches, and wing area 275 square feet. Estimated maximum speed was 405 mph at 24,500. Initial climb rate was estimated at 4200 feet per minute. Service ceiling was 34,000 feet. Armament consisted of six 0.50-inch machine guns with 267 rpg mounted in the wings. Only two test flights of the YP-60E were undertaken by Curtiss-Wright before the aircraft was transferred to Wright Field. By this time, the Army had absolutely no need for the P-60, and no further trials were undertaken. The YP-60E was eventually disposed of as surplus after the war. It was purchased by James DeSanto and was entered in the 1947 National Air Races with Race No. 80 and civil registration NX21979, but crashed on a qualifying flight. Here is a brief summary of serial numbers, which may help to make the history of the P-60 a bit less confusing :-) 41-140 Curtiss XP-53 - cancelled before construction 41-19508 Curtiss XP-53 > XP-60 > XP-60D  42-79423 Curtiss XP-60A  42-79424 Curtiss XP-60C  42-79425 Curtiss XP-60B > XP-60E  43-32762/32787 Curtiss YP-60A 32763 to YP-60E, rest cancelled.  43-32789/33262 Curtiss P-60A-1-CU - all cancelled June 1943. Sources: Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 <@ @)<_<y<@<<@<=,:=A=H=}=====@=?feet. It was expected that an altitude of 20,000 feethter, Enzo Angelucci and Peter Bowers, Orion, 1987. Jo @! ! V!ratories 2000 North Naperville [xGMMPGMM Kingdom, they were employed solely abroad. Most of the RAF Kittyhawk IVs were phased out of service early in 1945, but one RAF squadron continued to operate the Kittyhawk IV until the end of hostilities. RAF squadrons equipped with the P-40N included Nos 112, 250, and 450. 468 P-40Ns were sent to Australia. There serials were as follows: P-40N-1-CU A29-415/419 A29-435/442 A29-461/472 A29-503/541 A29-559/563 A29-577/587 P-40N-5-CU A29-542/558 A29-564/576 P-40N-20-CU A29-600/704 P-40N-25-CU A29-800/811 A29-819/828 P-40N-30-CU A29-900/928 P-40N-35-CU A29-1000/1079 P-40N-40-CU A29-1100/1221 These Kittyhawk IVs were primarily operated in the South-West Pacific campaigns as low-altitude fighter and ground attack aircraft. Thew were progressively replaced by Mustangs and Spitfires during the last year of the war, but the Kittyhawks continued to serve with RAAF Squadrons 75, 78, and 80 until the end of hostilities. 172 P-40Ns were supplied to New Zealand. Their serials were as follows: NZ3120/3179 NZ3182/3270 NZ3272/3293 35 P-40Ns were supplied to Canada. Their serials were 846/880. 41 P-40Ns were supplied to Brazil, where some served until 1958. They were serialled in 1945 in the range 4020/4100. One of them still survives there as a monument (USAAF serial 44-7700, Brazilian serial 4064). An unspecified number were delivered to the Royal Netherlands East Indies Air Corps. They flew them against the Japanese in the latter stages of the war, then against the nationalist rebels in Indonesia until February of 1949. A large proportion of the 2097 P-40s supplied to the Soviet Union were of the P-40N variety, but they were not very popular with the Russians, who considered them incapable of absorbing as much battle damage as the P-39 Airacobra. The USAAF serials of the P-40N production blocks were as follows: 42-104429/104828 Curtiss P-40N-1-CU Warhawk 42-104829/105928 Curtiss P-40N-5-CU Warhawk 42-105929/106028 Curtiss P-40N-10-CU Warhawk 42-106029/106405 Curtiss P-40N-15-CU Warhawk 42-106406/106428 Curtiss P-40N-20-CU Warhawk 43-22752/24251 Curtiss P-40N-20-CU Warhawk 43-24252/24751 Curtiss P-40N-25-CU Warhawk 44-7001/7500 Curtiss P-40N-30-CU Warhawk 44-7501/8000 Curtiss P-40N-35-CU Warhawk 44-47749/47968 Curtiss P-40N-40-CU Warhawk 44-47969/48748 Curtiss P-40N-40-CU Warhawk - contract cancelled. Those few P-40Ns still in service in 1948 with the USAAF were redesignated ZF-40N. There is a P-40N on display in the Champlin Fighter Museum at Mesa, Arizona. I am unaware of its serial number. It is painted in Chinese Flying Tiger colors. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. The Curtiss P-40 Kittyhawk I-IV, Ray Wagner, Aircraft in Profile, Volume 6, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road ,Naperville, Illinois 60566-7033. (708) 713-4548 Curtiss P-40P-40Q, an experimental afterthought The P-40Q was an experimental project which attempted to produce a really modern fighter out of the existing P-40. The modifications were in fact so drastic that there was very little in common with earlier P-40 versions. Two P-40Ks (serial numbers 42-9987 and 42-45722) and one P-40N (serial number 43-24571) were extensively modified with revised cooling systems, two-stage superchargers, and structural changes which markedly altered their appearance. The project was assigned the designation XP-40Q. The first XP-40Q was P-40K-10-CU ser no 42-9987 fitted with a new cooling system, a longer nose, and a four-bladed propeller. The radiators were moved into an under-fuselage position, with intakes between the undercarriage legs. The most prominent XP-40Q feature, used on 42-45722 and 43-24571, was the cutting down of the rear fuselage and the addition of a bubble canopy as on the XP-40N. Later the wingtips were clipped. The result was an aircraft which bore almost no resemblance whatsoever to its parent P-40 line. The V-1710-121 engine was fitted with water injection, resulting in a power of 1425 hp. Speed increased to 422 mph at 20,500 feet, making it the fastest of all the P-40s. An altitude of 20,000 feet could be reached in 4.8 minutes, and service ceiling was 39,000 feet. Four 0.5-inch machine guns were carried by the prototypes. Wingspan was 35 feet 3 inches (after clipping), and length was 35 feet 4 inches (2 feet longer than the P-40N). The proposed production models of the P-40Q were to have carried either six 0.50-inch machine guns or four 20-mm cannon, but the XP-40Q was still inferior to contemporary production Mustangs and Thunderbolts, and development was therefore abandoned. Consequently, the production life of the P-40 ended with the N version. The second XP-40Q was briefly used for postwar air racing. Registered NX300B, the second XP-40Q was an unauthorized starter in the 1947 Thompson Trophy race. It was in fourth place when it caught fire and had to drop out of the race. Sources: War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday, 1964. The American Fighter, Enzo Anguluci and Peter Bowers, Orion Books, 1987. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian Institution Press, 1989. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1979. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 B`' $`' @`'@B`'t engine nacelle while test pilot E. E. Elliott was taking the XP-67 for a test flight. Elliott safely landed the aircraft, but the wind blew the flames over the fuselage and caused major damage to the structure. The XP-67 was deemed to have been damaged beyond economical repair. This accident, plus the seemingly endless series of problems caused by the temperamental Continental engines, caused the USAAF to recommend that work on the XP-67 project be halted. On September 13, both McDonnell and the USAAF agreed that the project should be terminated. The contract was formally cancelled six weeks later. The second prototype (42-11678) was cancelled before it could be completed. This prototype was to have been powered by I-1430 liquid-cooled engines with war emergency power ratings increased to 2100 hp. Contrarotating propellers were to be fitted in place of the handed propellers of the first prototype. There was even some talk of fitting a mixed powerplant arrangement to later production P-67s, with either a Packard V-1650 or an Allison V-1710 engine with two-stage supercharger in front of each engine nacelle and an I-20 turbojet in the rear of each nacelle. However, nothing ever came of these plans, since the USAAF requirement for long-range escort fighters was more than adequately satisfied by the North American P-51H Mustang, the Republic P-47N Thunderbolt, and later by the North American P-82 Twin Mustang. The maximum speed attained by the XP-67 during tests was 405 mph at 15,000 feet and 357 mph at 10,000 feet. Initial climb rate was 2600 feet per minute, and service ceiling was 37,400 feet. Maximum range was 2385 miles. Weights were 17,745 pounds empty, 23,114 pounds loaded, 15,400 pounds maximum. Dimensions were wingspan 55 feet 0 inches, length 44 feet 9 1/4 inches, height 15 feet 9 inches, and wing area 415 square feet. The planned armament of six 37-mm cannon was never actually fitted. Sources: McDonnell Douglas Aircraft Since 1920: Volume II, Rene J. Francillon, Naval Institute Press, 1990. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, William Green, Doubleday, 1964. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 !LNumber Sixty-nine in the Series: Republic XP-69Escort fighter, never built In 1940, Alexander Kartveli, vice president and technical director of the Republic Aircraft Corporation, drew up plans for a new escort fighter built around the proposed 2350-hp Wright R-2160 Tornado, an experimental 42-cylinder, six-row liquid-cooled radial engine driving contrarotating propellers. Designated Model AP-18 by the company, the aircraft was envisaged as a potential replacement for the P-47 Thunderbolt when that aircraft became obsolescent. The Wright Tornado engine was one of the most odd engine products of the entire American aircraft industry during the Second World War. It was a oddity in that it was a LIQUID-cooled radial engine. The 42 cylinders were arranged in six radial banks. This configuration was chosen so that the Tornado engine would have an extremely small overall diameter, enabling aircraft designers to build fuselages with small cross section areas. However, the Tornado required the use of rather heavy and complicated systems of cooling radiators, which probably would have negated any aerodynamic advantage it might have otherwise had. In the XP-69, the Tornado engine was to be located immediately behind the pilot, and was to drive a set of contrarotating propellers via an extension shaft to the nose. The air intake and the cooling system were located under the fuselage. The pressurized cockpit featured a large bubble canopy. A laminar flow wing was planned. Proposed armament was two 37-mm cannon and four 0.50 inch machine guns, all mounted in the wings situated so that they fired outside the radius of the propellers. Estimated performance included a maximum speed of 450 mph at 35,000 feet, a service ceiling of 48,900 feet, and a climb to 35,000 feet in 20 minutes. Maximum range was to have been 1800 miles. Estimated weights were 15,595 pounds empty, 18,655 pounds gross, 26,164 pounds maximum. Dimensions were wingspan 51 feet 8 inches, length 51 feet 6 inches, height 17 feet, and wing area 505 square feet. In July 1941, the USAAF ordered two prototypes of the AP-18 under the designation XP-69. A P-69 mock-up was inspected in June of 1942. However, delays in the delivery of the Wright Tornado engine caused the XP-69 project to be cancelled on May 11, 1943 in favor of Republics parallel XP-72 project which showed more promise. In the event, the Tornado engine project was itself cancelled before anything could be built. Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Ray Wagner, 3rd Edition, Doubleday, 1982. War Planes of the Second World War, Fighters, William Green, 1964. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 @?ggh@f $. i1 @0 u- [U(xKd(xKdNaperville, Illinois 60566-7033. (708)he belly. This was done to improve the ease of maintenance and to make the airflow over the wing smoother. The internal fuel capacity was increased from 540 gallons in two tanks to 646 gallons in four self-sealed tanks built into the wings. In the meantime, development of the A/I radar proceeded at a rapid pace. Radar development in the United States had placed under the control of the National Defense Research Committee. The NDRCs Microwave Committee in turn had established the Radiation Laboratory at the Massachusetts Institute of Technology. The Radiation Laboratory was to handle the development of the XP-61s airborne interception (AI) radar. The designation of the radar was AI-10. The AI-10 radar was given the military designation SCR-520, where SCR stood for Searchlight Controller Radar. The Western Electric corporation was assigned the responsibility of refining the design and undertaking the mass production of the radar. In October 1941, a pedestal-type mount for the turret guns was substituted for the General Electric ring-type mount. A letter of intent was initiated on December 24, 1941, which called for 100 P-61 production aircraft and spares. Fifty more were ordered on January 17, 1942. The order was increased to 410 aircraft on February 12, 1942, fifty of which were to be diverted to the RAF under Lend-Lease. The RAF order was eventually cancelled. The XP-61 flew at Northrop Field for the first time on May 26, 1942, piloted by veteran contract test pilot Vance Breese. It was powered by a pair of Pratt & Whitney R-2800-10 radials of 2000 hp each. In keeping with its nocturnal role, it was finished in black overall, befitting its popular name taken from that of the poisonous North American spider. Wingspan was 66 feet, length was 48 feet 10 inches, and height was 14 feet 2 inches. Weights were 19,245 pounds empty, 25,150 pounds gross, and 28,870 pounds maximum. The aircraft was equipped with only a mock-up of the top turret, as General Electric had not yet been able to deliver the real thing because of the higher priority of other projects. The XP-61 had a maximum speed of 370 mph at 29,900 feet, and an altitude of 20,000 feet could be attained in 9 minutes. Service ceiling was 33,100 feet, and maximum range was 1450 miles. In mid-June 1942, a new horizontal tail was designed to complement the full-span flaps. Eventually, the Zap flaps were completely eliminated because of their high cost and complexity of manufacture, and spoilers were added to supplement the conventional ailerons. The spoilers were located in the rear one-third of the wing, and were one of the most successful innovations introduced during the entire Black Widow program. Operating in conjunction with the conventional ailerons, the spoilers provided the desired rolling moment at speeds even below the stalling speed. Although the spoilers were fully capable of providing all necessary lateral control on their own, the ailerons were nevertheless still left on the airplane if only to provide warm fuzzies to pilots who were used to conventional ailerons. On May 25, 1942, an agreement was reached between Northrop and the USAAC to produce 1200 P-61s at a government facility in Denver, Colorado. By the end of July, that order had been cut down to 207 aircraft and it was decided that the Northrop facilities at Hawthorne were to be used after all. The thirteen YP-61s were delivered during August and September of 1943. In order to reduce vibrations from firing the 0.50 inch turret machine guns, some YP-61s were fitted with only two turret guns. The assignments of the YP-61s were varied. Some stayed at Northrop for flight testing and factory training of maintenance personnel. Some went to Wright Field in Ohio for service testing. Others went to Florida where they underwent operational suitability testing. The YP-61s initially did not have any airborne interception radar fitted, but the SCR-520, a preproduction version of the SCR-720 which was to go into the production P-61A, was installed. Sources: Northrop P-61 Black WidowThe Complete History and Combat Record, Garry R. Pape,  John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 &&Ph8+hhh8+hhh8+hhh8+hhh8+8+8+XU%_UaU`4 Z`'@ _`'@@`'0 #`'0&`' V'`' %`'@`'@B`'e`'f@L`'@B`' J%`'8'`'f@`'@B`'(8%`' &`'#@`'@B`' $`' Y'`' G'`'0@'`':@p`'@B`'0b%`'0&`'0&`'0w%`'[@/`'@B`'0$`' A&`'0&`' )'`'@`'@B`' x%`'0'`' ^&`'0%`'0m&`'R@T`'@B`'0$`'03'`' %`'0&`'0&`'0&`'03&`'vP`'@B`'0"`'  '`'lP`'@B`'d:`' ;&`'@#`'@B`'03%`' v%`' `'0&`' ='`' B&`' &`'CP~`'@B`'03%`' &`'0v&`'  '`'@^`'@B`' .$`'@X%`'@B`'VP`'@B`'0$`'0%`'07&`'P!`'@B`'0|$`'0&`'YPj`'@B`' $`'0`'`' "&`'0%`'0 '`' /'`'>@`'@B`' b%`'0&`' H'`'\P`'@B`'0@%`'0&`' &`' >'`'{P=!`'@B`' $`'0/'`' '`' K&`'0&`' &`'0%`'@"`'@B`' $`'0>'`' &`' @8`'@B`' $`'0s&`'0&`'0&`'0&`'%@ `'@B`' $`' g%`'K@^`'@B`' a%`' '`'0%`' R'`'A@`'@B`' %`'H@N`'@B`'0#`'@$`'@B`' @w`'@B`'UP?`'@B`'To`'``'*@ `'@B`'`'gPN`'@@`'PM5D:\BOOKS\P49.PM5102 Air National Guard Wing128th Fighter Interceptor Wing14th Fighter Group$14th Pursuit Group"15th Fighter Bomber Group}16th Fighter Group16th Pursuit Group17th Fighter Group17th Pursuit Squadron17th Pursuit Group17th Pursuit Squadron18th Composite Group118th Fighter Group18th Fighter Interceptor Wing18th Fighter-Bomber Group18th Fighter-Bomber Wing18th Pursuit Group1st Fighter Group1st Fighter Interceptor Wing1st Group Aviacao de CacaR1st Pursuit Group 20th Fighter Bomber Groupx20th Fighter Bomber Wing20th Fighter Group20th Pursuit Group21st Fighter Bomber Group~21st Fighter Interceptor Wing23rd Fighter Group:27th Fighter Escort Groupw27th Fighter Groupd27th Pursuit Squadron2nd Photographic Reconnaissance Group3311th Fighter Bomber GroupY311th Fighter Groupc312th Fighter Bomber Wing318th Fighter GroupV31st Fighter Bomber Groupy31st Fighter Bomber Wing31st Fighter Groupb322nd Fighter GroupL322nd Fighter Interceptor Wing324th Fighter GroupP325th Fighter GroupK32nd Pursuit Group!332nd Fighter Group4335th Fighter GroupZ339th Fighter Group[33rd Fighter Group.33rd Fighter Interceptor Wing - @r- $9$@        @-& '    7 $$n v@Y  ? @     $$@ @ X    @D E $@6$@@-.J@\_`@a!@D!!q!!!!E!!P!!@!! H!!b!!@1!!+!  3 @-& '    7 $$n v@Y  ? @     $$@ @ X    @D E $@6$@Contents Introduction 9 Number One in the Fighter Seriesthe Curtiss P-1 Hawk P-1, PW-8 11 Second in the SeriesThe Curtiss P-2 Hawk 15 Third in the seriesThe Curtiss P-3 Hawk radial engine, racers, experiments 17 Fourth in the SeriesThe Boeing XP-4 experimental, PW-9, supercharger 19 Fifth in the Seriesthe Curtiss P-5 Superhawk Turbosupercharged, P-1, high altitude 21 Sixth in the SeriesThe Curtiss P-6 Hawk P-6E, good-looking airplane 23 Seventh in the seriesThe Boeing XP-7 PW-9, Conqueror engine 27 Eighth in the SeriesThe Boeing XP-8 experimental, poor performance 29 Ninth in the SeriesThe Boeing XP-9 Boeings first monoplane fighter 31 The Boeing PW-9 First of the famous line of Boeing pursuits 33 Tenth in the SeriesThe Curtiss XP-10 Experimental, surface radiators, Conqueror engine 35 Eleventh in the SeriesThe Curtiss XP-11 Hawk Chieftain, P-20, XP-6E 37 Twelvth in the SeriesThe Boeing P-12 Most numerically significant of the Armys between wars fighters. 39 Thirteenth in the seriesThe Thomas-Morse XP-13 ViperAnother casualty of the Chieftain engine 43 Fourteenth in the seriesThe Curtiss XP-14Never built 45 Fifteenth in the seriesThe Boeing XP-15Parasol Wing Monoplane 47 Sixteenth in the Seriesthe Berliner-Joyce P-16Two-seat biplane fighter, PB-1 49 Seventeenth in the Series - The Curtiss XP-17Experimental P-1 Hawk, Tornado engine 51 Eighteenth in the Series: Curtiss XP-18Never built 53 Nineteenth in the SeriesThe Curtiss XP-19Never built 55 Twentieth in the SeriesThe Curtiss YP-20redesignations 57 Number Twenty-One in the Seriesthe Curtiss XP-21Yet another strange designation, experimental 59 Twenty-Second in the seriesthe Curtiss XP-22led to P-6E 61 Twenty-third in the Seriesthe Curtiss XP-23modified P-6E, good-looking airplane 63 Twenty-Fourth in the Seriesthe Lockheed-Detroit YP-24First of a famous name 65 Number Twenty-Five in the Seriesthe Consolidated Y1P-25Ex-Lockheed/Detroit YP-24 67 Number Twenty-Six in the SeriesThe Boeing P-26The famous Peashooter 69 Number Twenty-Seven in the Seriesthe Consolidated YP-27never built 73 Number Twenty-Eight in the SeriesThe Consolidated YP-28never built 75 Number Twenty-Nine in the Seriesthe Boeing YP-29modernized P-26 77 Number Thirty in the SeriesThe Consolidated P-30PB-2A, two-seat fighter, Y1P-25 79 Number Thirty-One in the Seriesthe Curtiss XP-31 SwiftP-26 competitor 81 Number Thirty-Two in the Seriesthe Boeing XP-32never built 83 Number Thirty-Three in the Seriesthe Consolidated XP-33never built 85 Number Thirty-Four in the Seriesthe Wedell-Williams XP-34never left the drawing board 87 Number Thirty-Five in the Seriesthe Seversky P-35the Jug inspiration 89 Number Thirty-Six in the SeriesCurtiss P-36 Hawk 93 P-36 in USAAF Service 93 6h8+8+8+h8+8+8+Δh8+8+8+`'bP!`'@@`' 0& lh԰P72RxGMMdGMM@Tucker XP-57Never built The Tucker XP-57 was a proposal for a lightweight fighter, issued at a time when the trend was toward fighters of increasing weight and complexity. In May of 1940, the Tucker Aviation Company of Detroit, Michigan issued a proposal to the USAAC for the construction of a lightweight fighter. Preliminary drawings showed a small single-seat aircraft built up around a small 720 hp Miller L-510 eight-cylinder in-line engine mounted at mid-fuselage behind the pilot and driving a two-bladed propeller by means of an extension shaft. The all-wooden wing was low-mounted, and a retractable tricycle undercarriage was fitted. Loaded weight was estimated to be an amazingly light 3400 pounds. Armament was to consist of three 0.50-inch machine guns or one 0.50-inch and two 20-mm cannon, all mounted in the nose. This was amazingly heavy armament for so small an airplane. Tucker had some rather optimistic estimates for the performance of their proposed fighterthey claimed that their airplane would be able to attain a speed of 308 mph and a range of up to 960 miles. The USAAC found the Tucker proposal sufficiently interesting that they decided to order a single prototype under the designation XP-57. However, by February of 1941, before even any construction drawings had been completed, the Tucker company had gotten themselves into some severe financial difficulties, and the XP-57 project stalled. Since the trend was toward fighters of increasing weight and complexity, the XP-57 contract was allowed to lapse, and no prototype was ever completed. Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 From Steve Bridges jfb@ihlpl.att.com writes:>From jfb@ihlpl.att.com>The Tucker XP-57 was a proposal for a lightweight fighter, issued at a >time when the trend was toward fighters of increasing weight and >complexity. >In May of 1940, the Tucker Aviation Company of Detroit, Michigan >issued a proposal to the USAAC for the construction of a lightweight >fighter. [rest of article deleted....]Okay, now the moderator has a question. Was the Tucker Aviation Company owned by Preston Tucker, who after the war started the Tucker Motor Company? Tucker Motor Company produced 57 cars powered by a horizontally opposed engine, and had a 3rd headlight mounted in the grill. There was a movie a few years back about it, starring Jeff Bridges (sorry gang, no relation :-)Steve Steve Bridges, Programmer/Analyst| NCR - Law Department, WHQ-5 steve@law7.DaytonOH.NCR.COM __| Phone:(513)-445-4486 622-4486 (VOICEplus) Fax: 513-445-1933 622-1933 (VP)| f Republic-built P-47Ds: 42-7853/7957 Republic P-47D-1-RE Thunderbolt 42-7958/8402 Republic P-47D-2-RE Thunderbolt 42-8403/8702 Republic P-47D-5-RE Thunderbolt 42-22250/22363 Republic P-47D-1-RA Thunderbolt 42-22364/22563 Republic P-47D-2-RA Thunderbolt 42-22564/22663 Republic P-47D-3-RA Thunderbolt 42-22664/22863 Republic P-47D-4-RA Thunderbolt 42-22864/23113 Republic P-47D-11-RA Thunderbolt 42-23114/23142 Republic P-47D-16-RA Thunderbolt 42-23143/23299 Republic P-47D-15-RA Thunderbolt 42-25274/25322 Republic P-47D-20-RE Thunderbolt 42-25323/25538 Republic P-47D-21-RE Thunderbolt  42-25539/26388 Republic P-47D-22-RE Thunderbolt 42-26389/26773 Republic P-47D-25-RE Thunderbolt 42-26774/27388 Republic P-47D-27-RE Thunderbolt 42-27389/28188 Republic P-47D-23-RA Thunderbolt 42-28189/28438 Republic P-47D-26-RA Thunderbolt 42-28439/29466 Republic P-47D-27-RA Thunderbolt 42-74615/74964 Republic P-47D-6-RE Thunderbolt 42-74965/75214 Republic P-47D-10-RE Thunderbolt 42-75215/75614 Republic P-47D-11-RE Thunderbolt 42-75615/75814 Republic P-47D-15-RE Thunderbolt 42-75865/76118 Republic P-47D-16-RE Thunderbolt 42-76119/76364 Republic P-47D-15-RE Thunderbolt 42-76365/76614 Republic P-47D-20-RE Thunderbolt 43-25254/25440 Republic P-47D-20-RA Thunderbolt 43-25441/25664 Republic P-47D-21-RA Thunderbolt  43-25665/25753 Republic P-47D-23-RA Thunderbolt  44-19558/20307 Republic P-47D-28-RE Thunderbolt 44-20308/21107 Republic P-47D-30-RE Thunderbolt  44-32668/33867 Republic P-47D-30-RA Thunderbolt 44-89684/90283 Republic P-47D-30-RA Thunderbolt 44-90284/90483 Republic P-47D-40-RA Thunderbolt 45-49090/49554 Republic P-47D-40-RA Thunderbolt Serials of Curtiss-built P-47Gs: 42-24920/24939 Curtiss P-47G-CU Thunderbolt 42-24940/24979 Curtiss P-47G-1-CU Thunderbolt 42-24980/25039 Curtiss P-47G-5-CU Thunderbolt 42-25040/25119 Curtiss P-47G-10-CU Thunderbolt 42-25120/25273 Curtiss P-47G-15-CU Thunderbolt Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday 1964. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian, 1989. The Republic P-47D Thunderbolt, Aircraft in Profile, Edward Shacklady, Doubleday, 1969. Famous Fighters of the Second World War, Volume I, William Green, 1967. Thunderbolt!, Robert S. Johnson and Martin Caidin, Ballantine Books, 1958. British Military Aircraft Serials, 1912-1969, Bruce Robertson, Ian Allen, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Republic P-47 Thunderbolt (4 of 9)XP-47H, Chrysler liquid-cooled engine In 1943, two P-47D-15-RE airframes (serials 42-23297/23298) were selected for testing with the new experimental 2300 hp Chrysler XIV-2220-1 sixteen-cylinder inverted Vee liquid-cooled engine. These aircraft were redesignated XP-47H. The liquid-cooled Chrysler engine with its large under-fuselage radiator radically changed the appearance of the Thunderbolt, and increased overall length to 39 feet 2 inches. With the increased power and improved streamlining, a maximum speed of 490 mph was anticipated. Although the project was begun in August 1943, the two P-47D-15-RE airframes were not actually converted until 1945. Test flights began on July 26, 1945. One of my sources (Green) says that during flight trails, one of the XP-47Hs actually attained a speed of 490 mph in level flight. However, another one (Wagner) says that the Chrysler engine failed to deliver the promised power output, and that the maximum speed attained during tests was only 414 mph at 30,000 feet, poorer performance than the stock P-47D. In any case, the Chrysler XIV-2220 engine never achieved production and the advent of jet propulsion killed any further USAAF interest in the development of even faster piston-engined fighters. Consequently, no further work was undertaken on the XP-47H project. Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday 1964. United States Military Aircraft since 1909, Gordon Swanborough and  Peter M. Bowers, Smithsonian, 1989. Famous Fighters of the Second World War, Volume I, William Green, 1967. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 From Charles.K.Scott@dartmouth.edu (Charles K. Scott)In article jfb@ihlpl.att.com writes:> Production batches from the P-47D-20-RE onward were fitted with a > universal wing which could carry a variety of drop tanks or bombs. > These batches also introduced the R-2800-59 or -63 engine with an > increased war emergency power of 2535 hp. Beginning with blocks > D-22-RE and D-23-RA, a larger (13-foot diameter) paddle-bladed > propeller was fitted to accommodate this increased power.Finally, an explanation for why the paddle bladed P-47s climbed so much better. It wasnt just the addition of the prop, but the increase in engine power that made the difference. Ive been mystified by this seeming anomaly for 20 years. It just didnt seem possible that the simple switch of props could make so substantial a performance difference. It didnt in other aircraft. Robert Johnson mentions outclimbing a Spitfire using the new prop. What he wasnt saying was that he was using all that extra power as well. Even though he wasnt in combat and just playing at the time, I dont doubt for a minute that he used every horse available to him so as not be embarrassed during the encounter. Thanks for the info Joseph.Corky Scott Republic P-47 Thunderbolt (5 of 9)XP-47J, first prop plane to exceed 500 mph since 1916, Peter M. Bowers, Naval InstiJh8+KhhLh8+MhhNh8+OhhPh8+QhhRh8+ShhOOKS\P74.PM5lSEA[EaU3.D:\BOOKS\P75.PM5SEP[EaU:/D:\BOOKS\P77.PM52At[EaUC0y7m`'2v2r[ 3n`'++sThe P-47C was the next production version of the Thunderbolt. It began to leave the production lines in September of 1942. It was externally similar to the P-47B, but had the forward fuselage extended 8 inches at the firewall and was provided with a new engine mounting. The rudder and elevator balance system was completely redesigned. The forward-slanted radio antenna mast of the P-47B was replaced by a shorter upright mast. Overall length was increased from 35 feet 3 1/4 inches to 36 feet 1 3/4 inches. Perhaps the most important change was the provision of under-fuselage shackles which permitted a 166.5 Imp. gall. drop tank to be carried. This extended the range to 1250 miles at an altitude of 10,000 feet and a cruising speed of 231 mph. The P-47C-1-RE production block was powered by the same R-2800-21 engine which powered the P-47B, but the P-47C-5-RE block had the R-2800-59 engine which could be provided with water injection capability, permitting a war-emergency power of 2300 hp to be achieved for a brief time at an altitude of 27,000 feet. 602 P-47Cs were delivered by February 1943, when the improved P-47D replaced it on the production line. Serials of the P-47C were as follows: 41-6066/6177 Republic P-47C-1-RE Thunderbolt 41-6178/6305 Republic P-47C-2-RE Thunderbolt 41-6306/6667 Republic P-47C-5-RE Thunderbolt Specs of the P-47C-5-RE: Maximum speed was 433 mph at 30,000 feet, and 353 mph at 5000 feet. Initial climb rate was 2780 feet per minute. An altitude of 15,000 feet could be attained in 7.2 minutes. Service ceiling was 42,000 feet. Range at maximum cruise power was 640 miles at 335 mph at 10,000 feet. Range with a 166.5 Imp. gall. drop tank was 1250 miles at 10,000 feet at 231 mph. Weights were 9900 pounds empty, 13,500 pounds normal loaded, 14,925 pounds maximum. Wingspan was 40 feet 9 3/4 inches, length was 36 feet 1 3/4 inches, height was 14 feet 1 3/4 inches, and wing area was 300 square feet. Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday 1964. United States Military Aircraft since 1909, Gordon Swanborough and  Peter M. Bowers, Smithsonian, 1989. Famous Fighters of the Second World War, Volume I, William Green, 1967. Thunderbolt!, Robert S. Johnson and Martin Caidin, Ballantine Books, 1958. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Republic P-47 Thunderbolt (3 of 9)P-47D razorbacks and bubble-tops K8gJA%% @((5T D4&G  @o@@kxz@<@  14 @z    @B   $$jUz@W{@@@*$$  Q .  G   s @@/;$L$ :F H j Y  v@" @2.i!;:3 @2  !@R!@a@   $@P$ @ M)n]  4  $ $  R  m  @@ $$* J ~   @G $>$# "7 &j " @% B / n?  R @x   $$@ / @  @X  2 $@$/  %A   @ $@$@9 1 / ; + , $$@;@  @q &  @ $$  !"     $$,  @ @ @+N ) @`  P x @ @@`H# y  D $@]$ 9@ @@f $. i1 @0 u- IY1 HC@5 G H ?k [ tion), Ray Wagner, Doubleday, New York, 1982. Boeing Aircraft since 1916, Peter M. Bowers, Naval Institute Press, 1989. Boeing F4B-4, Peter M. Bowers, in Aircraft in Profile, Doubleday, 1969. United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers,  Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Thirteenth in the seriesThe Thomas-Morse XP-13 ViperAnother casualty of the Chieftain engine &`'0&`'@@s`'2G`'(ph `'A&P`'@@s`',`'`h`'A&P`'@@s`'+7`'`h`'A&P`'@@s`'6"`'`hy `'A&P`'@@s`'0`'`h `'A&P`'@@s`'0.`'`h `'A&P`'@@s`'B`'1`hC`'A&P`'@@s`'6`'`h`'A&P`'@@s`'<``'A&P`'5p|`'A&P`'``'A&P`' ` `'A&P`'` `'A&P`'(pW`'A&P`'``'A&P`'p `'A&P`'``'A&P`'@@s`'0D`'`h `'Q&E`'@@s`'Bp`'A&P`'/p`'A&P`'`z `'A&P`'@@s`'/h`'`h`'A&P`'@@s`'<``'A&P`'``'A&P`'`$ `'A&P`'` `'A&P`'`9`'A&P`'`9`'A&P`'p`'A&P`'>pT`'A&P`'C `'!`8p `'A&P`'W `'`8 `'A&P`' `'#`8 `'A&P`'``'!`'@8P`'``'!]!`'@8P`'``'1 `'@8P`'@@s`':`'"ph `'A&P`'@@s`'=``'A&P`'``'A&P`'` `'A&P`'` `'A&P`'`G `'A&P`'``'A&P`'` `'A&P`'`|`'A&P`'@(`'`U`'A&P`'``'A&P`'`o`'A&P`'``'A&P`'#` `'A&P`'`a`'A&P`'``'A&P`'` `'A&P`'`O `'A&P`'``'A&P`' ``'A&P`'`?`'A&P`'p`'A&P`'``'A&P`'``'A&P`'(`s`'A&P`'@@s`'<`'`hg`'A&P`'@@s`':`'.`h~`'A&P`'@@s`';``'A&P`'`U `'A&P`'!`_ `'A&P`'`.`'A&P`'`.`'A&P`'` `'A&P`'`"`'A&P`'p`'A&P`'&``'A&P`'``'A&P`'`C `'A&P`'@@s`'-3`'.ph`'A&P`'@@s`'?]`'`h`'A&P`'@@s`'1`'#`h `'Q&E`'@@s`'9``'`h`'A&P`'@@s`':``'A&P`'``'A&P`' `9`'A&P`'#pI `'A&P`'@@s`'9`'`h.`'A&P`'@@s`'1`'`h`'A&P`'@@s`'2`'`'`h#`'A&P`'@@s`'7\`'`h `'A&P`'.p+`'A&P`'@@s`':``'&`hP `'A&P`'@@s`'` `'A&P`'# y  D $@]$ 9@ @@f $. i1 @0 u- XU%_UaU`PM5D:\BOOKS\P54.PM5^U,_UaU a0&`' &`'fU(xKd(xKd:U(xKdC (xKdRU(xKdI (xKdNU(xKd(xKdSU(xKd (xKdHU(xKd9(xKdEU(xKd(xKdEU(xKd(xKdBU(xKd(xKdRU(xKd (xKd2`'``'2`'``'2`'``'"& `'`,`'$ `'`,`'M`'``'$ `'``'# `'``'$ `'``'# `'`,`'# `'`,`'# `'`,`'$ `'``'$ `'``'# `'`,`'# `'`,`'# `'`,`'# `'`,`'&@ `'@B`' #`'0&`'0-&`'0&`'04'`'9@s`'@B`'0$`'@`'@B`' G$`'@i`'@B`' $`'0H%`'0&`'0&`'xTRU6aU482 Northrop P-61B-1-NO Black Widow 42-39483/39490 Northrop P-61B-2-NO Black Widow 42-39491 Northrop P-61B-1-NO Black Widow 42-39492/39493 Northrop P-61B-2-NO Black Widow 42-39494 Northrop P-61B-1-NO Black Widow 42-39495 Northrop P-61B-2-NO Black Widow 42-39496/39497 Northrop P-61B-1-NO Black Widow 42-39498/39500 Northrop P-61B-5-NO Black Widow 42-39501/39547 Northrop P-61B-6-NO Black Widow 42-39548/39572 Northrop P-61B-10-NO Black Widow 39549 and 39557 converted to XP-61E  42-39573/39611 Northrop P-61B-15-NO Black Widow 42-39612 Northrop P-61B-10-NO Black Widow 42-39613 Northrop P-61B-15-NO Black Widow  42-39614 Northrop P-61B-15-NO Black Widow 42-39615 Northrop P-61B-10-NO Black Widow 42-39616 Northrop P-61B-15-NO Black Widow 42-39617 Northrop P-61B-10-NO Black Widow 42-39618 Northrop P-61B-15-NO Black Widow 42-39619 Northrop P-61B-10-NO Black Widow 42-39620 Northrop P-61B-16-NO Black Widow 42-39621 Northrop P-61B-11-NO Black Widow 42-39622 Northrop P-61B-16-NO Black Widow 42-39623 Northrop P-61B-11-NO Black Widow 42-39624 Northrop P-61B-16-NO Black Widow 42-39625 Northrop P-61B-11-NO Black Widow 42-39626 Northrop P-61B-16-NO Black Widow 42-39627 Northrop P-61B-11-NO Black Widow 42-39628 Northrop P-61B-16-NO Black Widow 42-39629 Northrop P-61B-11-NO Black Widow 42-39630 Northrop P-61B-16-NO Black Widow 42-39631/39633 Northrop P-61B-15-NO Black Widow 42-39634/39636 Northrop P-61B-10-NO Black Widow 42-39637/39639 Northrop P-61B-15-NO Black Widow 42-39640/39641 Northrop P-61B-10-NO Black Widow 42-39642 Northrop P-61B-15-NO Black Widow 42-39643 Northrop P-61B-10-NO Black Widow 42-39644 Northrop P-61B-15-NO Black Widow 42-39645 Northrop P-61B-10-NO Black Widow 42-39646 Northrop P-61B-15-NO Black Widow 42-39647 Northrop P-61B-10-NO Black Widow 42-39648/39649 Northrop P-61B-15-NO Black Widow 42-39650 Northrop P-61B-10-NO Black Widow 42-39651 Northrop P-61B-15-NO Black Widow 42-39652 Northrop P-61B-10-NO Black Widow 42-39653 Northrop P-61B-15-NO Black Widow 42-39654 Northrop P-61B-10-NO Black Widow 42-39655 Northrop P-61B-15-NO Black Widow 42-39656 Northrop P-61B-10-NO Black Widow 42-39657 Northrop P-61B-15-NO Black Widow 42-39658 Northrop P-61B-10-NO Black Widow 42-39659/39661 Northrop P-61B-15-NO Black Widow 42-39662 Northrop P-61B-10-NO Black Widow 42-39663/39665 Northrop P-61B-15-NO Black Widow 42-39666/39667 Northrop P-61B-10-NO Black Widow 42-39668/39757 Northrop P-61B-15-NO Black Widow 43-8231/8236 Northrop P-61B-25-NO Black Widow 43-8237/8320 Northrop P-61B-20-NO Black Widow Sources: Northrop P-61 Black WidowThe Complete History and Combat Record,  Garry R. Pape, John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Northrop P-61 Black Widow (4 of 10) P-61A and B in combat  Hawk in French Service 97 Hawk 75A-1 97 Hawk 75A-2 98 Hawk 75A-3 98 Hawk 75A-4 99 Curtiss P-36 Hawk (Part 3 of 6) 100 The Hawk in Norwegian Service 102 The Hawk in Dutch Service 102 The simplified Hawk 103 Hawk 75M for China 103 Hawk 75N for Thailand 104 Hawk 75O for Argentina 104 Model 75Q for China 104 Number Thirty-Seven in the SeriesCurtiss YP-37 107 Number Thirty-Eight in the SeriesLockheed P-38 Lightning 109 XP-38 YP-38 P-38A P-38D P-38E F-4 Lightening I Lightening II 109 P-38F F-4A 112 P-38G F-5A 114 P-38H version 115 P-38J version 116 The P-38K version, only one built 118 P-38L, the numerically most important version 119 P-38M Two-Seat Night Fighter 120 P-38 Lightning in European Theatre 121 P-38 in Pacific Theatre 124 Lightning with US Navy and with foreign air forces 126 Number Thirty-Nine in the SeriesBell P-39 Airacobra 129 XP-39, YP-39, P-39C, P-39D 129 British Airacobra I, P-400 131 P-39D for export 133 XP-39E 134 P-39F,G,K,L,and M 134 P-39N 135 P-39Q 136 Naval AiracobrasFL-1 and F2L-1 138 Combat record of the Airacobra 139 Number Forty in the SeriesCurtiss P-40 141 XP-40, P-40A,B,C 141 Tomahawk, Flying Tigers, North Africa 143 P-40D and E, Flying Tigers, Kittyhawk 144 P-40F Warhawk, Kittyhawk II 146 P-40G, P-40J 147 P-40K, back to the Allison 148 P-40K, back to the Allison 149 P-40L 150 P-40M version, a return to the Allison engine 151 P-40N, last in the line 151 P-40Q, an experimental afterthought 154 Number Forty-One in the SeriesSeversky/Republic XP-41Supercharged P-35 155 Number Forty-Two in the SeriesCurtiss XP-42streamlined P-36 157 Number Forty-Three in the SeriesRepublic P-43 LancerThunderbolt predecessor 159 Number Forty-Four in the SeriesRepublic XP-44 Rocketnever built 161 Number Forty-Five in the Series Bell P-45 163 Number Forty-Six in the SeriesCurtiss XP-46 165 Number Forty-Seven in the SeriesRepublic P-47 Thunderbolt 167 P-47 development, XP-47, XP-47A, XP-47B, P-47B, XP-47E, XP-47F 167 P-47C 169 P-47D razorbacks and bubble-tops 170 XP-47H, Chrysler liquid-cooled engine 173 XP-47J, first prop plane to exceed 500 mph 174 P-47M sprint Thunderbolt 174 P-47N long-range version for the Pacific 175 Thunderbolt in European theatre 177 P-47 in Pacific theatre 178 Number Forty-Eight in the SeriesDouglas XP-48 never built 181 Number Forty-Nine in the SeriesLockheed XP-49 Super Lightningonly one built 183 Number Fifty in the SeriesGrumman XP-50 Land-based XF5F-1, only one built 185 Number Fifty-One in the SeriesNorth American P-51 Mustang 187 Mustang I and IA for the RAF 187 Mustang IA, P-51, Apache 189 XP-51, A-36A Invader 190 P-51A, Mustang II 192 P-51B, P-51C, Mustang III, Packard Merlin engine 193 P-51D, P-51K, bubble canopy, American service, WW2 and Korea 197 Mustang IV, P-51Ds in Foreign Service 201 Lightweight Mustangs, XP-51F, XP-51G, XP-51J 203 P-51H 204 PA-48 Enforcer 206 Bell XP-52 Never built 209 Curtiss XP-53 Never built 211 Vultee XP-54 Single-seat twin boom pusher 213 Curtiss XP-55 Ascender Swept-wing canard 217 Northrop XP-56 Black BulletFlying wing fighter 221 Tucker XP-57Never built 223 Lockheed XP-58 How *not* to design a combat aircraft 225 Bell P-59 Airacomet Americas first jet aircraft 229 Curtiss P-60 Tis a sad, sad tale 233 Number Sixty-One in the SeriesNorthrop P-61 Black Widow 237 Americas first night fighter, XP-61, YP-61 237 P-61A 239 P-61B 241 P-61A and B in combat 243 Naval Black Widows, F2T-1 245 P-61C high-performance Black Widow 245 `'A&`'@@s`'``'A&`'z4(xKd[xGMM=(PGMM Re: P61 Black Widow In article , Charles.K.Scott@dartmouth.edu (Charles K. Scott) says: > >In article <19930823.101606.545@almaden.ibm.com> >MichaelT@vnet.IBM.COM (Michael Thompson) writes: >>> Interesting the selection of cannon over MG in light of the recent thread on >> cannon vrs. machine gun.>I think you are correct, but in the case of the P-61, long range firing >while in the middle of high G maneuvering wasnt what it did.> A low velocity weapon might not be able to hit a swiftly turning >target. > Again, Corky, Id have to take issue...the 20 mm. Hispano-Suiza was not a low velocity weapon. Its muzzle velocity of approx. 2,820 feet per second was comparable to the Browning .5 inch machine gun, which one poster noted as having a muzzle velocity of c. 2,800 fps and another 3,050 fps. Whoever was right, were in the same ballpark. Robert Granvin, whos usually well-informed, noted that a much shorter effective range was the problem; I would have to concur with the poster who noted that a heavier shell with similar muzzle would have a similar range, if not greater. If there are other factors here that would affect range besides muzzle velocity Id be happy if someone could point them out....it seems to me that the 20 mm. should have been comparable in range with greater striking power.Rate of fire is the one clear advantage the Browning had over the Hispano-Suiza but again, the greater striking power of the latter seems to make it a better bet in most situations (fewer hits would be necessary to achieve a kill).Bruce Hulse bhulse@american.edu .Subject: P-61 Cannon (Charles K. Scott)In article <93236.153347BHULSE@auvm.american.edu> writes:> Again, Corky, Id have to take issue...the 20 mm. Hispano-Suiza was not a low > velocity weapon. Its muzzle velocity of approx. 2,820 feet per second was > comparable to the Browning .5 inch machine gun, which one poster noted as > having a muzzle velocity of c. 2,800 fps and another 3,050 fps. Whoever was > right, were in the same ballpark. Robert Granvin, whos usually well-informed, > noted that a much shorter effective range was the problem;I cant argue with those fact Bruce, it would appear that there shouldnt be any difference in range and trajectory. I recall reading somewhere that the reason the F-86 did not get equipped with cannon was due to the lower muzzle velocity of the available weapons which meant a lesser range which the Air Force considered unacceptable at the time. Given the figures you are quoting I dont understand the Air Forces objections. I wonder if the greater size of the projectile and therefore greater wind resistance made any difference with the range. So I dont know why the 50 caliber would have been prefered under the circumstances unless it was easier to package in the aircraft and weighed less. Given the hitting power of the 50s maybe the Air Force figured it was the best weapon to least compromise the performance of the fighters. The P-61 being large and having two 2,000 hp engines was less compromised by the additional weight of the cannon than a smaller aircraft. But in the end, I really dont know.Corky Scott Northrop P-61 Black Widow (2 of 10) P-61A Number Ninety-Nine in the SeriesBoeing-MARC F-99 BomarcIM-99, CIM-10, surface-to-air missile The fighter designation F-99 was assigned in the late 1940s to the Bomarc surface-to-air missile. The F-99 was a joint project of the Boeing Airplane Company and the Michigan Aeronautical Research Center, the name *BOMARC* standing for BOeing and the Michigan Aeronautical Research Center. The Bomarc missile resembled a small aircraft with a pair of shoulder-mounted delta wings. It was launched from a vertical position by a 23,000 lb.s.t. Aerojet General LR59-AG-13 liquid-fueled rocket motor mounted in the tail. Second-stage thrust was provided by a pair of 10,000 lb.s.t. Marquardt RJ43-MA-3 ramjet engines attached to the fuselage sides. Maximum speed attained during an intercept was Mach 3.45 (2275 mph) at 105,000 feet. Launch weight was 15,500 pounds. The dimensions were wingspan 18 feet 2 inches, length (excluding the first stage rocket nozzle) 47 feet 4 inches, height 10 feet 3 inches, wing area 65 square feet. The warhead consisted of 1000 pounds of high explosives. Alternatively, a nuclear warhead could be carried. The warhead was detonated by a proximity fuse activated from the ground control center. The first Bomarc launch took place on September 1, 1952. A short time later, it was decided that it was not a good idea to give fighter designations to unmanned missiles, and the Bomarc was redesignated IM-99A, where IM stood for Intercept Missile. The IM-99B version of the Bomarc had a first-stage Thiokol solid-fuel rocket motor in place of the liquid-fueled engine of the A. On September 18, 1962, the IM-99A and B were redesignated CIM-10A and CIM-10B, where the C prefix stood for Coffin which described the intercept missiles launch environment, i.e. horizontal storage in a protective encounter. The Bomarc served well into the 1960s with the USAF Air Defense Command. In the late 1950s, the Canadian government decided to abandon work on the advanced Avro Arrow two-seat Mach 3 interceptor and opted for the unmanned Bomarc. Anyone have any info on when the Bomarc left Canadian service? A CIM-10A Bomarc (serial number 59-1897) is on display outside the USAF Museum at the Wright-Patterson AFB in Ohio. Source: Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 0566-7033 9were a mixed bag of P-51Bs and Cs delivered to the RAF from the USAAFUS serial numbers were respectively 43-12162, 43-12407, 43-12412, 43-12473, 43-12484, 43-12427, 43-70114(?), 43-12189, 43-12177, 43-7039, 43-6831, 43-12155, 43-12188, 43-12456, 43-12480, 43-12399, 42-10663(?), 42-106683, 42-106630, 42-106687, 43-7071, 43-7144, 43-5595, 43-7171, 43-6829, 43-12420, 43-7152, 43-7135, 42-103209, 42-106478, 42-106431, 43-7007, 43-12420, 43-7159. (Question marks denote serial numbers which are probably erroneous). A total of 59 Mustang IIIs were diverted to the Royal Australian Air Force and to other Allied air arms. After these Mustang III aircraft had been delivered to England, the RAF decided that the hinged cockpit canopy offered too poor a view for European operations. A fairly major modification was made in which the original framed hinged hood was replaced by a bulged Perspex frameless canopy that slid to the rear on rails. This canopy gave the pilot much more room and the huge goldfish bowl afforded a good view almost straight down or directly to the rear. This hood was manufactured and fitted by the British corporation R. Malcolm & Co., and came to be known as the Malcolm Hood. This hood was fitted to most RAF Mustang IIIs, and many USAAF P-51 received this modification as well. The first RAF base to receive Mustang IIIs was at Gravesend in Kent. The Mustang III initially equipped No. 65 Squadron in late December of 1943, followed by No. 19 Squadron in March of 1944. Later the Mk. III also equipped Nos 64, 65, 66, 93, 94, 112, 118, 122, 126, 129, 165, 234, 237, 241 249, 250, 260, 268, 306, 309, 315, 316, 345, 430, 441, 442, and 516 Squadrons and No. 541 Squadron of RAF Coastal Command. These units included four Polish squadrons (306, 309, 315, 316), three RCAF, and one Free French. The new RAF Mustang IIIs began operations late in February 1944, escorting US heavy bombers as well as both US and RAF medium bombers. Numerous RAF Mustang IIIs were diverted to the interception of V-1 buzz-bombs. Some of them were souped up by using a special high-octane fuel and internal engine adjustments in order to increase the intake manifold pressure and made it possible to achieve a speed of 420 mph at 2000 feet. Since the typical V-1 flew at 370 mph, this made the souped-up Mustang very useful against these weapons. About 100 P-51Bs and Cs were supplied to the Chinese Air Force in 1943-44. During late 1944, French units acquired some F-6Cs and began to operate them over Germany in January of 1945 on photomapping missions. The last P-51B passed out of service in 1949, having been redesignated F-51B in 1948. Specs of P-51B-1-NA: One 1620 hp Packard Merlin V-1650-3 twelve cylinder Vee liquid-cooled engine. Maximum speed was 388 mph at 5000 feet, 406 mph at 10,000 feet, 427 mph at 20,000 feet, 430 mph at 25,000 feet, 440 mph at 30,000 feet. Range on internal fuel was 550 miles at 343 mph at 25,000 feet, 810 miles at 253 mph at 10,000 feet. With maximum external fuel, maximum range was 2200 miles at 244 mph. An altitude of 5000 feet could be attained in 1.8 minutes, 10,000 feet in 3.6 minutes, 20,000 feet in 7 minutes. Service ceiling was 42,000 feet. Weights were 6840 lbs empty, 9200 lbs normal loaded, 11,200 lbs maximum loaded. Wingspan was 37 feet 0 1/4 inches, length was 32 feet 3 inches, height 8 feet 8 inches, and wing area was 233 square feet. Specs of P-51C-10-NT: One 1695 hp Packard Merlin V-1650-7 twelve cylinder Vee liquid-cooled engine. Maximum speed was 395 mph at 5000 feet, 417 mph at 10,000 feet, 426 mph at 20,000 feet, 439 mph at 25,000 feet, 435 mph at 30,000 feet. Range on internal fuel was 955 miles at 397 mph at 25,000 feet, 1300 miles at 260 mph at 10,000 feet. With maximum external fuel, maximum range was 2440 miles at 249 mph. An altitude of 5000 feet could be attained in 1.6 minutes, 10,000 feet in 3.1 minutes, 20,000 feet in 6.9 minutes. Service ceiling was 41,900 feet. Weights were 6985 lbs empty, 9800 lbs normal loaded, 11,800 lbs maximum loaded. Wingspan was 37 feet 0 1/4 inches, length was 32 feet 3 inches, height 8 feet 8 inches, and wing area was 233 square feet. Serial numbers of P-51Bs: 43-12093/12492 North American P-51B-1-NA Mustang  43-6313/7112 North American P-51B-5-NA Mustang 43-7113/7202 North American P-51B-10-NA Mustang  42-106429/106540 North American P-51B-10-NA Mustang 42-106541/106738 North American P-51B-10-NA Mustang 42-106739/106978 North American P-51B-15-NA Mustang  43-24752/24901 North American P-51B-15-NA Mustang Serial numbers of P-51Cs: 42-102979/103328 North American P-51C-1-NT Mustang 42-102979/103328 North American P-51C-1-NT Mustang 42-103329/103778 North American P-51C-5-NT Mustang 42-103779/103978 North American P-51C-5-NT Mustang 44-10753/10782 North American P-51C-10-NT Mustang 44-10783/10817 North American P-51C-11-NT Mustang 44-10818/10852 North American P-51C-10-NT Mustang 44-10853/10858 North American P-51C-11-NT Mustang 44-10859/11036 North American P-51C-10-NT Mustang 44-11037/11122 North American P-51C-11-NT Mustang 44-11123/11152 North American P-51C-10-NT Mustang 43-24902/25251 North American P-51C-10-NT Mustang Although literally hundreds of P-51Ds are still in existence today (many of them still flying), very few P-51B/C fighters have survived to the present, even in museums. Ed Maloneys Air Museum in Ontario, California, the National Air Museum, and the Movieland Museum of the Air are reported to have P-51B/C aircraft on display. No others are known to exist. Anyone have further details? Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday 1964. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Fighting Mustang: The Chronicle of the P-51, William N. Hess, Doubleday, 1970. Classic Warplanes: North American P-51 Mustang, Bill Gunston, Gallery Books, 1990. Famous Fighters of the Second World War, Volume I, William Green, 1967. The North American P-51B and C Mustang, Richard Atkins, Aircraft in Profile, Doubleday, 1969. British Military Aircraft Serials, 1912-1969, Bruce Robertson, Ian Allen, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 North American P-51 Mustang (6 of 10) P-51D, P-51K, bubble canopy, American service, WW2 and Korea `'@B`'LP `'@B`'`'gPN`'@@`' of the Japanese Navy. U. S. Navy cryptographers had intercepted and decoded a Japanese communication which said that Admiral Yamamoto would be flying out to visit the Ballabe airfield on Shortland Island on April 18, 1943. The Thirteenth Air Force was ordered to attempt to intercept an`' ! i$ %426 #`'@ V `'@@`' #`'  '`' &`'P!`'@@`' p%`' %`' &`'0"'`' &`' ?&`'CPo`'@@`'~ Y#`'06'`' E'`'0.'`'0U'`'PJ%`'@@`' $`' 8&`'0&`'(&`'0&`'G@=`'@@`'  %`' %`' Q'`' c&`' &`' Q'`'4@ `'@@`'0$`' %`'`P`'@@`' #`'0t&`'P$`'@@`' H%`' <'`'0&`'  '`'0&`'@&`'@@`' $%`'0'`' &`'g@`'@@`'0$`'0&`'0&`' 9&`' %`'0&`' Z`' %`' '`'@$`'@@`'0#`' f&`'d@s`'@@`' @w`'@@`'_P`'@@`'QP`'@@`'lP`'@@`'HP`'@@`' ``'``'ppi`'A@H`'@@`'53E (@R    @~ ? |  @  $@$ @@;  @    @  $$@4@$:$@eff@@(@@]@{& 7  B ; $@=$ f d,    $I$  @E " - @ $@$ _3 @8  6  $$$$#  j f  @ $$@ 3    @  $$F @   @> > !    $$HQ @  @ > @6 @w $@$  ' S  V $$$!$ !1 @b  $ : $J$@ $@l$ (- ]1  - @r- $9$@        EdI,? OWIY1 HC@5 G H ?k [ ? @     $$@ @ X    @D E $@6$@@`H# y  D $@]$ 9@ @@f $. i1 @0 u- Thunderjet  50-1111/1200 Republic F-84E-20-RE Thunderjet  50-1201/1230 Republic F-84E-25-RE Thunderjet  50-1813/1837 Republic F-84E-20-RE Thunderjet  51-477/606 Republic F-84E-25-RE Thunderjet  51-607/691 Republic F-84E-30-RE Thunderjet  51-9548/9622 Republic F-84E-30-RE Thunderjet Sources: Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Third Enlarged Edition, Ray Wagner, Doubleday, 1982. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Republic P-84 Thunderjet (7 of 13) F-84G tactical nuclear bomber, Thunderjet in foreign service &`'!@~`'@@`'0$`'0/&`' ,'`'  %`'  %`', 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Northrop P-61 Black Widow (4 of 10) P-61A and B in combat >) ,A`'&&HxGMMPGMMUNumber 92 Squadron received twenty modified Havoc I (Pandora) intruder aircraft, the name Pandora being a code name for the Long Aerial Mine (LAM) which was an explosive charge towed by a 2000-foot length of cable stowed in the bomb bay of the Havoc. The LAM was trailed in the path of enemy aircraft in the hope of scoring a hit. This device was not very successful, and No. 92 Squadron was disbanded in November 1941. The Pandora Havocs were converted back to Intruder configurations. The Havoc I Turbinlite was the name given to a night fighter version which was modified to carry a 2700 million candlepower Helmore/G.E.C. searchlight that was to operate in conjunction with the AI radar. Thirty-one such Turbinlite conversions were made. Since the nose and the bomb bay were now full of equipment, the Turbinlite Havoc was unarmed, and depended on accompanying fighters to destroy the targets which it was supposed to illuminate. This mode of attack was not all that successful, since the glaring searchlight gave enemy defensive gunners something bright to fire at. The RAF also inherited a French contract for one hundred DB-7As powered by the more powerful 1600 hp fourteen-cylinder Wright R-2600-A5B Double Cyclone air-cooled radial. The engines were housed in longer nacelles and the vertical tail surfaces had increased area. In the original French specification, the aircraft were to have had similar armament as the DB-7 but were to be equipped with a fixed, aft-firing machine gun mounted in each engine nacelle. These DB-7As were taken over by the RAF and assigned the serials AH430 to AH529 and given the name *Havoc II*. They were all converted to night fighter configuration and fitted with a new unglazed nose housing twelve 0.303 inch Browning machine guns. Thirty-nine Havoc IIs were modified to carry Turbinlite searchlights and had all their armament deleted. These served briefly until the development of centimetric radar made such techniques obsolete. The DB-7B was the only version of the DB-7/A-20 series directly ordered by Britain, all others having been commandeered ex-French contract machines. An initial order for 150 was placed on February 20, 1940, which was later increased to 300. The RAF designation for the DB-7B was Boston III. The DB-7B had revised systems and introduced a bomb-aimer nose extending six inches further and having 25 percent more glazed area. Serials were W8252 to W8401 and Z2155 to Z2304. Power was provided by two 1600 hp Wright R-2600-A5B radials. The self-sealing tanks were improved and armor protection was better. Total fuel capacity was increased from 205 US gallons to 394 US gallons in order to improve the range, which had been the primary weakness of earlier Bostons. They were fitted with British instruments, bomb rocks and 0.303-inch machine guns. Deliveries began in the spring of 1941. Boston III serial number W8315 was experimentally fitted with a four-gun Boulton Paul power-operated dorsal turret, and W8268/G was fitted with four rocket-launching rails underneath each wing. The French equivalent of the DB-7B for Britain was designated DB-73. 480 DB-73s were ordered by France on May 18, 1940. They were to be fitted with French equipment and instruments, but all were completed to DB-7B standards following the French capitulation and were delivered to Britain as Boston IIIs. They bore the serial numbers AL263 to AL502 and AL668 to AL907. In addition one DB-7B (AH740) was delivered as a replacement for the DB-7A (AH430) which had crashed in the USA before delivery. Power was provided by two 1600 hp Wright R-2600-A5B radials. Total fuel capacity was increased from 205 US gallons to 394 gallons in order to improve the range so that the aircraft could operate against targets in occupied Europe. The Boston III was the first of the DB-7/A-20 series actually to operate with the RAF in its intended role of light bomber. However, many were modified to Turbinlite and Intruder configurations. The Boston III (Intruder) aircraft retained their transparent noses but were painted matte black, equipped with flame-damping exhausts, and fitted with a belly gun pack housing four 20-mm Hispano cannon which supplemented the standard Boston III armament. These operated from mid 1942-onwards with Nos 418 (RCAF) and 605 Squadrons. 205 DB-73s and six DB-7Bs were retained by the USAAF when the original British and French contracts were transferred to the Lend-Lease program. The initial USAAC order for the DB-7 was for 63 A-20s. They were to be powered by turbosupercharged Wright R-2600-7 radials, and were to have been high-altitude light bombers. However, these engines developed cooling problems and troubles were encountered with the turbosuperchargers. In the event, only the fifteenth aircraft (39-735) was actually fitted with the supercharged R-2600-7 engine. Since it was felt that there was no need for higher power at high altitudes for an aircraft which was meant to perform at its best at low and medium altitudes, all other A-20s were converted to A-20A configuration with 1600 hp Wright R-2600-11 engines without superchargers. Before the USA entered the Second World War, the USAAC felt that it needed long-range fighters more than it needed attack bombers, and the prototype A-20 (39-735) was adapted for night fighting duties under the designation XP-70. Two unsupercharged 1600 hp Wright R-2600-11s replaced the turbosupercharged R-2600-7s. RAF experience with the modified DB-7 Havoc was used as a guideline. British AI Mk IV radar was mounted in an unglazed nose, with an arrow-like transmitting antenna located in front of the nose, and receiving antennae being located on the fuselage sides and on the port wing. All bomb racks and all defensive armament were removed. The crew was reduced from three to two, the second crewman being a radar operator seated in the rear cockpit. Four 20-mm cannon with 60 rpg were installed in a ventral tub. The success of these modifications led to a USAAC decision on October 15, 1940 to have fifty-nine more of the A-20s on order modified as P-70 night fighters. Fifty-nine P-70s, originally ordered as A-20s were completed with R-2600-11 engines as night fighters. Serials were 39-736 to 39-740, 39-742 to 39-744, 39-746 and 39-747 and 39-749 to 39-797) They were identical to the XP-70 except for minor equipment changes. Maximum speed was 329 mph at 14,000 feet. An altitude of 12,000 feet could be attained in 8 minutes, service ceiling was 28,250 feet, and combat range was 1060 miles. Weights were 16,031 pounds empty and 20,984 pounds gross. The first P-70 was delivered in April of 1942, and the order was completed in September of that year. The name *Nighthawk* seems to have been given to the P-70, although I dont know if it was official. The P-70A-1 was the designation given to thirty-nine A-20Cs modified by the USAAF in 1943. The A-20C was the US equivalent of the British DB-7B. They were powered by two 1600 hp R-2600-23s and were armed with six to eight 0.50-inch machine guns in a ventral tray. Improved radar equipment was installed in the nose. Serials were 42-33143, 33148,33152, 33164, 33165, 33170,33177, 33179, 33221, 54057/54062, 54064/54068, 54103, 54105, 54106, 54108/54110, 54112, 54126/54129, 54131/54142, 54161, 54163/54165, and 54267/54274. XWU^UaU  B:@)d   @ $y$ X  @@4 @ Q s $$ .@7 .   @  $$ !@:       $$0@@| C !'l!!=!!!c P @E $@$! @! @ !! @! @!!! C @M  $ @!n # $@$@"   ,n k   $$-  l d E @ P  @ $$@@ " c!  d1 2t   $@Q$ !<!@@  @: ( ]  0 @(   $$3 @i  @y X @  ? $k$@%@6@\@@)@*++,@-.J@\_`@a!@D!!q!!!!E!!P!!@!! H!!b!!@1!!+! @ @ @-& '    7 $$n v@Y  ? @     $$@ @ X    @D E $@6$@  B:@)d   @ $y$ X  @@4 @ Q s $$ .@7 .   @  $$ !@:       $$0@@| C !'l!!=!!!c P @E $@$! @! @  !! @! @!!! C @M  $ @!n # $@$@"   ,n k   $$-  l d E @ P  @ $$@@ " c!  d1 2t   $@Q$!<!@@  @: ( ]  0 @(   $$3 @i  @y X @  ? $k$@%@6@\@@)@*++,@-.J@\_`@a!@D!!q!!!!E!!P!!@!! H!!b!!@1!!+! @ @ @-& '    7 $$n v@Y  ? @     $$@ @ X    @D E $@6$@@U&(xKd l(xKd"U&(xKd i(xKd4U&(xKd l(xKdAU&(xKd  (xKd;U&(xKd P(xKdDU&(xKd z(xKdubleday, 1982. JTxGMMPGMMaPGMMinois 60566-7033. (708) 713-4548~&`'A number of P-51D and K Mustangs were supplied to the RAF under Lend-Lease. An initial batch of 281 planes was delivered in 1944, and were designated Mustang IV by the RAF. They became standard equipment with Nos 19, 64, 65, 112, 118, 122, 154, 213, 149, 260, 303 (Polish), 306 (Polish), 442 and 611 Squadrons. 594 P-51Ks were also delivered to the RAF under the designation Mustang IV. The serial numbers of the Mustang IVs supplied to the RAF were as follows: KH641/KH670 (P-51D), KH671/KH870 (P-51K), KM100/KM492 (ex-USAAF P-51K), KM493/KM743 (ex-USAAF P-51D), KM744/KM799 (not delivered), and TK589 (Ex USAAF P-51D 44-13332). RAF Mustang IVs based in England were kept busy during the latter part of 1944 by the V-1 buzz bomb threat, destroying 232 of these missiles by September 5. On April 16, 1945, Mustangs of 611 Squadron were the first RAF aircraft to greet their Russian allies over Berlin. At the end of the war in Europe, the RAF took delivery of 600 Mustang IVs in India for use against the Japanese in Burma and beyond. However, Japan surrendered before these could be put to use, and most of these aircraft were scrapped. After the war, a large number of the RAFs Mustangs were returned to the USA, but a few continued to serve with the RAF as late as May of 1947 when they were replaced by British-built equipment. In late 1944, the first French unit began its transition to reconnaissance Mustangs. In January 1945, the Tactical Reconnaissance Squadron 2/33 of the French Air Force took their F-6Cs and F-6Ds over Germany on photographic mapping missions. The Italian-based Royal Australian Air Force (RAAF) No 3 Squadron had operated Mustang IIIs and IVs from November 1944 until VE Day. Most of the missions flown by this unit were ground support operations over northern Italy in pursuit of retreating German forces, and fighter sweeps over Yugoslavia. In the Pacific theatre, the RAAF had been equipped with Spitfire VIIIs, but these possessed insufficient range for the missions that would now be required in the final push against Japan. 314 US-supplied P-51Ks were allocated to the RAAF, but the Commonwealth Aircraft Corporation (CAC) simultaneously made arrangements to produce the P-51D under license in Australia. NAA supplied 100 kits and Packard supplied 80 V-1650-3 engines in order to get CAC started. Designated CA-17 Mustang 20, the first Australian-assembled Mustang flew for the first time on April 29, 1945. A total of 80 CA-17s were assembled, but all were too late to take any part in the war against Japan. After the war, CAC went on to produce 120 more Mustangs, all built from Australian-manufactured components. The first 40 examples were designated CA-18 Mustang 21, and were powered by the V-1560-7 engine. These were followed by 14 Mustang 22s with the RAF installation of an F24 oblique camera behind the cockpit. The CAC manufacture was completed by the production of 66 Mustang 23s which were powered by British-built Merlin 66 or 70 engines. Fourteen Mustang 21s were later converted to Mustang 22 standards. The RAAF also received 214 P-51Ds and 84 P-51Ks directly from the USA under Lend-Lease, but no RAAF Mustangs became operational until well after the end of the Pacific War. The Mustang-equipped RAAF Squadrons No. 76, 77, and 82 participated in the occupation of Japan starting in 1946. They remained there until 1949, when Nos 76 and 82 Squadrons were withdrawn back to Australia, leaving only No. 77 Squadron still in Japan. No. 77 Squadron was in Japan when the Korean War began, and they immediately joined with the US Fifth Air Force, using their Mustangs as fighter-bombers in a desperate attempt to stem the North Korean advance. During the first six months of the Korean conflict, they flew 2600 sorties against tremendous odds. The Australian Mustangs were finally superseded by Gloster Meteors in 1951. Thirty P-51Ds were supplied to the Royal New Zealand Air Force in 1945, but they were not introduced into service until a couple of years later. They were replaced by de Havilland Vampires in 1950. In 1950, the South African Air Force received a batch of ex-USAF F-51D Mustangs as a result of their contribution to the United Nations forces in Korea. Mustangs serving with No 2 Squadron SAAF entered combat against North Korea in November of 1950. They remained in service with the SAAF until 1953 when they were replaced by Sabres. The Royal Canadian Air Force received 100 P-51Ds shortly after the war ended. These served with the RCAF for some years, the last example not going out of service until 1956. Early in 1945, there was a distinct possibility that Sweden might get involved in the war in Europe. In an effort to bolster its air defenses, Sweden purchased 50 P-51Ds from the USA. The Swedish government had been planning to introduce the homegrown SAAB-21A as its frontline fighter, but its entry into service was slow and 90 more Mustangs were purchased from the USA as an interim stopgap measure until the SAAB fighter could be available in greater quantity. Eventually, enough Swedish-built fighters became available, and the Swedish Mustangs were phased out of service or sold off as surplus. The Swiss Air Force flew mainly German-built equipment during and immediately after the war. With the defeat of Germany, the Swiss had to look elsewhere for arms suppliers, and they ordered a batch of jet-powered de Havilland Vampire fighters from Britain. However, deliveries of the Vampires were slow. While awaiting the Vampire deliveries, Switzerland bought 100 surplus F-51Ds as an interim type. These were finally phased out of service in 1956. The Chinese Air Force received three squadrons of P-51Ds in 1946. When Chiang Kai-sheks government was overthrown by Maos Communists in 1949, most of the Nationalist P-51Ds fled to Formosa. However, a few were left behind and were incorporated into the Peoples Liberation Army Air Force. However, it is not known if these P-51Ds wer''`'`'`'`'`' `'`'`'`'`'`'.`' `'%`' `' `' `' `'`'*`'`'"`'_`'W`'`' `'`''`'C`'I`'E`'V`'2`'d`' `' Service 93 $`'FFÉh3>PM5D:\BOOKS\P36.PM5 YMYMYcCPM5D:\BOOKS\P37.PM5[MWdMaU|DPM5D:\BOOKS\P38.PM5dMcdM$]c*EPM5D:\BOOKS\P39.PM5zNN\cFPM5D:\BOOKS\P40.PM5҃N#N\cGPM5D:\BOOKS\P41.PM5 gSnS`UNPM5D:\BOOKS\P42.PM59nSnS`UOPM5D:\BOOKS\P43.PM5nSnS\cPPM5D:\BOOKS\P44.PM5mSnS`UQPM5D:\BOOKS\P45.PM5pgSnS`URPM5D:\BOOKS\P46.PM5EmSnS`USPM5D:\BOOKS\P47.PM5lSnS`cTPM5D:\BOOKS\P48.PM5hSnS aUUPM5D:\BOOKS\P49.PM5/hSnS aUVPM5D:\BOOKS\P11-20.PM5|TdžTzcWPM5D:\BOOKS\P21-30.PM5'{T҆T|ceXPM5D:\BOOKS\P31-34.PM5{T݆T{clYPM5D:\BOOKS\P35.PM5 }TT|csZPM5D:\BOOKS\P50.PM5TT aU{[PM5D:\BOOKS\P51.PM5TTec\PM5D:\BOOKS\P52.PM5XWU^UaU_PM5D:\BOOKS\P53.PM5XU%_UaU`PM5D:\BOOKS\P54.PM5^U,_UaU aantiaircraft fire. Although the8 '`' @ S`'@@`' z#`'@#`'@B`'|"`'0&`'03'`'0&`'0&`'*Pz `'@B`' k$`' N&`' &`'?P`'@B`'01%`'0%`'0W%`'0<%`' @n`'@B`'(%`'  '`'0&`' S'`'?@`'@B`'0$`'0v%`' &`' &'`'@`'@B`'0$`' &`'$@ `'@B`' ~%`'0&`'Pn"`'@B`' /$`' A&`'0%`'_Pe`'@B`' %`'0&`'0;'`'0%`'0&`'XP#`'@B`' Q%`' &`'P#`'@B`' @%`'0&`' &`' 8'`' `' '`'0%`'o@#`'@B`' #`'8&`' r&`'0'`' V&`'@&`'@B`' $`' '`' %`' &`'@`'@B`' U$`'03'`' &`'0X&`' '`'0&`'FP`'@B`'0$`' Y'`' y&`'@`'@B`' 8%`'P$`'@B`'0$`'0*&`'y@!`'@B`' N$`' &`' &`' `&`'0&`' &`' I'`'0&`'P*$`'@B`'07$`' $%`' &`'dPT`'@B`' ##`' @`'@B`' $`'0%`'0&`'0%`'0&`' &`'I@E`'@B`'0G%`'4@`'@B`' $`' D'`' %`'0&`' ('`' &`'#@< `'@B`'0$`'0v&`'@G`'@B`'0%`'X@F`'@B`' )%`'0&`' H'`' &`' '`'!P`'@B`'0D$`'P~%`'@B`'0$`'0&`'0{&`'0%%`'L@1`'@B`'0#`'0 '`' "'`'0&`' &`')@, `'@B`'0v#`'0M&`'0&`'v@6!`'@B`' $`' 5&`'&@ `'@B`'0%`' %`' ['`'3P `'@B`' @w`'@B`'V`'``'. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 North American P-51 Mustang Mustang IV, P-51Ds in Foreign Service 6 G`'@ G `'@@`' 3%`'"@`'@B`' 9%`'0X&`' '`'hPT`'@B`'0$`'8'`'02&`'n@`'@B`' $`'0&`'0Y&`'05'`' %`'wP `'@B`' #`'0W&`' k&`'0 '`'8$&`'y@ `'@B`'0?%`'0/'`'0&`' 6'`'0$'`' '`'+@ `'@B`'0Z%`'0%`'VPl`'@B`' g%`' &`' |&`' q&`'0%`'P@T`'@B`' %`'0%`'0K'`' &`' &`'P&`'@B`'0_%`' &`'3@w `'@B`' #`'0&`'0M'`'0T&`' 3`' %`' ;'`'0r%`' '`'@6`'@B`' G%`' &`'YP`'@B`' 3$`' %`' C'`'e@K`'@B`' %`' D&`'S@`'@B`'0 %`'0"'`'P$`'@B`'P*%`'@B`'n@`'@B`' @w`'@B`'_P$`'@B`'QPL`'@B`'IY`'``' ``'``'@`'@B`'9P[`'@B`'`'Lp`'@K`'@@`'(xKd8U&(xKd  (xKdu(xKdLockheed XP-58 How *not* to design a combat aircraft The Lockheed XP-58 is almost a textbook example of what changing requirements, military mismanagement, and vacillating officialdom can do to a promising military aircraft project. The XP-58 started life as a fairly straightforward development of the P-38 Lightning fighter, evolved in stages into an escort fighter, then into an attack plane, then into a bomber, then into a tank buster, and then finally into a bomber destroyer. These incessant changes in requirements, combined with several changes in powerplants, resulted in the XP-58, which started life in 1940, being delayed until nearly the end of the war. In early 1940, the US Army reserved for itself the right to refuse permission for its American military aircraft suppliers to export these aircraft to overseas customers. This was particularly true if the Army felt that the foreign order might possibly result in undue delays in deliveries of these aircraft to its own squadrons. Consequently, when Britain and France wanted to purchase the Model 322 Lightning from Lockheed, the Army was reluctant to give its approval since it had already ordered YP-38 Lightnings for its own use. However, the USAAC finally did grant authorization to export the unturbosupercharged Lightning to Britain and France, but only under the condition that Lockheed agree to develop and produce at no cost to the U.S. government a prototype of an advanced version of the Lightning. The formal agreement was signed on April 12, 1940. This advanced Lightning was given the company designation of L-121, and James Gerschler was named as project engineer. The L-121 was to be powered by a pair of turbosupercharged Continental IV-1430 liquid-cooled engines. It was to be offered in two versions, a single- seater and a two-seater. The single-seat version was to retain the standard P-38 armament of one 20-mm cannon and four 0.50-inch machine guns. The two-seat version was to have an additional armament of a single 0.50-inch machine gun mounted in a remotely-controlled barbette situated at the end of each tail boom. Gross weight was estimated at 16,500 pounds, and the aircraft was expected to attain 450 mph at 25,000 feet. During a meeting at Wright Field in May 1940, it was decided to drop the single-seater and proceed with the two-seat version, which was assigned the designation XP-58. In July 1940, it was concluded that the XP-58 would be underpowered with the Continental engines, and the decision was made to switch to a pair of 1800 hp Pratt & Whitney XH-2600-9/11 liquid-cooled engines. The re-engined XP-58 was given the company designation of Model 20-14, and revised specifications were issued by Lockheed on September 10, 1940. A second 20-mm cannon was added to the forward-firing armament. The tail boom guns were deemed to be highly impractical, and were replaced by a single remotely-controlled dorsal turret containing a pair of 0.50-inch machine guns. The serial number 41-2670 was assigned to the prototype. Estimated gross weight had crawled upward to 24,000 pounds, and estimated top speed had fallen to 402 mph. Range on internal fuel was anticipated to be 1600 miles. However, scarcely a month after these revised specifications had been issued, Lockheeds new project engineer, Neil Harrison, was told that Pratt & Whitney was suspending development of the XH-2600 engine. The XP-58 was now without an engine. Attention focused on the XH-2470, the Continental XH-2860, and on the Pratt & Whitney R-2800, as possible choices for the XP-58 powerplants. Lockheed preferred the Pratt & Whitney R-2800 radial engine, and estimated that with these powerplants the XP-58 would have a loaded weight of 26,000 pounds and a maximum speed of 418 mph at 25,000 feet. However, the USAAC considered this performance to be inadequate, and suggested that Lockheed turn to the experimental Wright XR-2160 Tornado forty-two cylinder, six-row engine offering a power output of 2350 hp. One advantage of this engine was that it had an extremely small frontal area. However, the Tornado engine was highly complex, and its development was fraught with problems from the start. Nevertheless, in March of 1941 the USAAC announced that it was going to go with the Tornado for the XP-58. Two months later, the USAAC issued an change order for the installation of cabin pressurization for the pilot and the aft-facing gunner, and for the addition of a remotely-controlled ventral turret to supplement the dorsal turret. These changes caused the estimated gross weight to soar upward to 34,242 pounds. Estimated range had dropped to 1300 miles. Nevertheless, the top speed of the Tornado-powered XP-58 was estimated to be no less than 450 mph. The XP-58 was scheduled for delivery to the USAAF in August of 1942, and to meet this deadline the project team grew to a peak of 187 people by October of 1941. However, following Pearl Harbor, the XP-58 was assigned a lower priority and most of the engineering staff were moved off to other more pressing projects. By early 1942, the XP-58 staff was down to twelve people. In March of 1942, Lockheed suggested that the USAAF order a second XP-58 prototype using Government funds. Since the Tornado engines were already experiencing serious delays and were now not expected to be delivered until the spring of 1943, Lockheed felt that there was sufficient time to redesign the second XP-58 machine in order to provide it with enough fuel capacity to increase the range to 3000 miles. The USAAF agreed to this request and indeed placed the order in May of 1942. However, shortly thereafter, the USAAF began to go through a protracted series of flip-flops in their thinking about the ultimate mission for the XP-58. First, the USAAF suggested that the nose-mounted forward-firing armament should be changed to a 75-mm cannon with a 20-round automatic feeder plus a pair of 0.50-inch machine guns. This was an odd choice of armament for an escort fighter, so the USAAF began to think serut in fighter actioh8+ohhph8+qhhrh8+shhth8+uhhvh8+whhxNumber Eighty-Four in the SeriesRepublic P-MU(xKd (xKd9U&(xKd (xKdDU&(xKd  (xKd,U&(xKd (xKd,U&(xKd (xKd8U&(xKd (xKdcU&(xKd g(xKdJU&(xKd I(xKdHU&(xKd (xKdLU&(xKd U(xKd?U&(xKd (xKd7U&(xKd (xKd8U&(xKd  (xKdB!C-./012m!>D_!WEf`abcd!XFmghijk!YGunopqr!ZHVWXkl!N!O!P!Q!R!S!c!dabcdef!n!oXpqrst!z89u!>{3:u9}`'22 =~`'22.7`'242`' ,%`'o &`'s 4'`'ExGMMPGMM'&`'h8+3hh4h8+5hh6h8+7hh8h8+9hh:h8+;hh< Z G Number Sixty-One in the SeriesNorthrop P-61 Black Widow (1 of 9)Americas first night fighter, XP-61, YP-61 The Northrop P-61 Black Widow was the largest and heaviest fighter aircraft to enter service with the USAAF during the Second World War. It was also the first American aircraft specifically designed from the outset for the night fighting role. It made its operational debut in the South Pacific in the summer of 1944 and was the standard USAAF night fighter at the end of the war. Unlike other USAAF fighters such as the P-47 Thunderbolt or P-51 Mustang, the Black Widow did not chalk up a particularly impressive number of kills, because by the time of its entry into service, the Allies had already established almost overwhelming air superiority over virtually all fronts, and enemy aircraft were rather few and far between, especially at night. The saga of the Northrop P-61 Black Widow begins back in August 1940, at the height of the Blitz on London. During this time, the US air officer in London, Lt. Gen. Delos C. Emmons, underwent a briefing in which he was brought up to date on British progress on radar (Radio Detecting and Ranging). Radar had first been developed in Britain in 1936, and British scientists and engineers were at that time working on the early versions of AI (Airborne Interception) radar sets which could be carried aboard airplanes, enabling them to detect and intercept other airplanes in flight without having to rely on ground installations. At the same time, the British Purchasing Commission that was shopping for aircraft in the USA announced that they urgently required a night fighter that would be capable of stopping the German bombers that were attacking London by night. Such a fighter would have to be able to stay on station above London all night, which meant at least an 8-hour loiter time. In addition, the night fighter needed to have sufficient combat altitude in order to take on the bombers when they showed up. When General Emmons returned to the USA, he reported that the British had an urgent need for night fighter aircraft, and that American industry might be able to supply that need. A preliminary specification was drawn up by the Emmons Board and was passed on to Air Technical Service Command at Wright Field in late 1940. Because of the heavy weight of the early AI radar and because of the high loiter time required, a twin-engined aircraft was envisaged. Northrop Chief of Research Vladimir H. Pavlecka happened to be at Wright Field at that time on an unrelated project, and was told of the Armys need for night-fighters. However, he was told nothing about radar, only that there was a way to see and distinguish other airplanes. He returned to Northrop the next day. On October 22, Jack Northrop met with Pavlecka and was given the USAACs specification. At this time, no other company was known to be working on night fighters, although at about this time Douglas was starting work on their XA-26A night fighter and the AAC were considering the A-20B as an interim night fighter. Northrops proposal was a twin-engined monoplane powered by a pair of Pratt & Whitney R-2800 Double Wasp air-cooled radial engines mounted in low-slung nacelles underneath the wings. The nacelles tapered back into twin tail booms which were connected to each other by a large horizontal stabilizer and elevator. The long fuselage housed a crew of three. The crew consisted of a pilot, a gunner for the nose turret, and a radar operator/rear turret gunner. Each turret housed four 0.50 inch machine guns. A tricycle landing gear was fitted. Estimated weights were 16,245 pounds empty, 22,654 pounds gross. Height was 13 feet 2 inches, length was 45 feet 6 inches, and wingspan was 66 feet. These dimensions and weights were more typical of a bomber than a fighter. On November 14, Northrop presented this revised design to the USAAC. An additional gunners station was fitted. Nose and tail turrets of the original version were replaced by twin 0.50 in machine guns in the belly, and four 0.50 in machine guns in a dorsal turret. The crew was now up to foura pilot, a radar operator, and two gunners. The airborne intercept radio was moved to the nose. The design was revised still further on November 22. The belly turret was deleted, and the crew was changed back to threepilot, gunner, and radar operator. The pilot sat up front, and the gunner sat immediately behind and above the pilot. The gunner was to operate the turret via remote control, using a special sight attached to a swiveling chair. A stepped-up canopy was used to provide a clear field of view for the gunner. The rear fuselage with its clear tail cone provided the radar operator with an excellent rearward view which enabled him to act as a tail gunner if the plane happened to be attacked from astern. Optionally, the dorsal turret guns could be locked into the forward-pointing position, so that they could be fired by the pilot. The belly guns were deleted, and four 20-mm cannon were to be fitted in the wings. This design was formalized into Northrop Specification 8A (or NS-8A), dated December 5, 1940. Incorporated into the night fighter design was the Zap wing and Zap flap, named after Edward Zap, a Northrop engineer. These were attempts to increase the maximum lift coefficient and to decrease the landing speed by the use of improved lateral control and lifting devices NS-8A was submitted to Wright Field. The Army was generally pleased with the design, but they suggested some changes. A letter of quotation prepared by Northrop for two experimental prototypes was presented to Materiel Command on December 17, 1940. Northrop signed the formal contract on January 11, 1941. A contract was let on January 30, 1941 for two prototypes and two wind-tunnel models. On March 10, 1941, a contract was issued for 13 YP-61 service test aircraft, plus one engineless static test airframe. The mock-up was ready for inspection in April of 1941. At that time, it was decided to move the four 20-mm cannon from the outboard portion of the wings to t`'l@`'B `'-P g`'@@`'00%`'0Z'`'0&`' &`' %`'3@ `'@@`' G%`'0C'`' '`' %`'M@`'@@`' h%`' h&`' #%`'SP<`'@@`' "`' '`'0E'`'8@`'@@`'0$`'0$`'8&`' &`'bP`'@@`'|0o#`' '`'0&`'0%`'0S'`'\P`'@@`'0#`'0&`'}P"`'@@`' 6$`'0q&`'0&`'0'`'0&`'  '`'a@`'@@`'0$`'P&`'@@`'0D%`' %`'0&`'w@:`'@@`' %`'0W&`'@"`'@@`' $`' `'0$`'0&`'0&`'0$`'0P `'@@`'x@`'@@`' >#`' :&`'>@ `'@@`'0n%`'  '`'0 '`'0&`' %`' @\`'@@`' j$`'=@`'@@`'0%$`' '`' I&`' `&`' Q&`'@ `'@@`'| I$`'T$`'(@. `'@@`' D%`' '`'0/&`'8@O`'@@`' ]%`'6@ `'@@`' @w`'@@`'V?`'``'H@`'@@`'FP`'@@`'QP`'@@`'WPf`'@@`'WL`'``'@Y`'@@`'`'7p`'4@ `'@@`'@`'@/`'@`'-@ `';@l`'3@`'5@`'@^`'Q@f`'@ `'@`'@ $`'D@`' @"`'0@$`' @$`'0@N$`' @/#`'0@$`' @~$`'@`' @#`'d@`'@`' @@ `'@@`'*@ `'@`'2@`'#@Q `'@`'Q@ `'N@`'M@`'O@`'S@`'=@`'@`'0@U#`' @$`'~ @"`' @#`' @$`'0@$`' @$`'c@`'@`' @@9`'@@`'& #`'@ `'@@`'0 %`'0&`'0%`' E'`' q&`' &`'O@`'@@`' $`' `'`'0:&`' `' %`' %`' &`' y&`'0&`'0&`'y@`'@@`' $`' &`'0 '`'@|`'@@`' Q$`'P`'@@`' a%`'l@c`'@@`' %`' &`'^@`'@@`' $`' ='`' '`'0%`'0%`'UPR`'@@`'0f$`'0&`' &`'}P!`'@@`'(x `'`'``'" `'``'"` `'e`'``'#` `'e`'``'# `' `K`'``'# `'``'# `'``'# `'``'# `'``'# `'``'# `' ``'``'# `'``'"@ `'@@`' @w`'@@`'H`'``'Y@`'@@`'HP`'@@`'SP`'@@`'TPf`'@@`'Z`'``'@Y`'@@`'@~`'`'7p`'``'4@ `'@@`'% #`'@ `'@@`'0M%`'_@ `'@@`'{0D#`'0 '`' %`' '`'0&`' %`'@#`'@@`'0$`'#@^ `'@@`'0%`' R'`'|@ `'@@`' :$`' &`' &`' "'`' %`'Z@`'@@`'P#`'@@`'w "`' &`'&@ `'@@`'0$`'@`'@@`'aP`'@@`' %`' "&`'0$`'()'`'0%`'0&`' &`'0&`'?@:`'@@`'l@`'@@`''( `'`'``'" `' ``'``'" `'``'" `' ``'``'" `' ``'``'" `' ``'``'" `'p`'" `'``'" `'``'" `' ``'``'" `'``'" `' ``'``'" `' ``'``'" `' ``'``'" `' ``'``'" `' ``'``'" `' ``'``'" `' ``'``'" `' ``'``'" `' ``'``'" `'``'" `'``'" `'``'" `'``'" `'``'" `' ``'``'" `'``'" `'``'" `' ``'``'" `' ``'``'" `'``'" `'``'" `'``'" `'``'" `' ``'``'" `'``'" `' ``'``'" `' ``'``'" `'``'" `'``'" `'``'" `'``'GD`'p`'# `' ``'``'# `' ``'``'" `' ``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `' ``'``'# `'``'# `'``'# `'``'# `'``'Even though the afterburning engines gave the XF-90A a better performance, it was still not good enough to be considered acceptable to the USAF. The performance of the XF-90A was actually poorer than that of the F-86A Sabre, which was already in service. In pursuit of better performance, Lockheed explored three other developments of the XF-90: the Model 190-33-02 powered by a single Allison J33-A-29, the Model 290-34-03 powered by a pair of Westinghouse J46-WE-2s, and the Model 390-35-02 powered by a single General Electric J47-GE-21 engine. None of these projects ever saw the light of day, as they would have all required a major redesign of the intakes and fuselage to accommodate the larger airflow requirements and the larger diameters of the engines. The fly off between the Lockheed XF-90, the McDonnell XF-88, and the North American YF-93A took place between June 30 and July 8 of 1950. On August 15, 1950, the Evaluation Board declared the McDonnell XF-88A to be the winner of the contest. Work on the XF-90 was formally terminated in September of 1950. In 1952, the second XF-90A (46-688) was deliberately destroyed on the ground during a nuclear test at Frenchmans Flat in Nevada. The first XF-90A (46-687) was shipped to the NACA laboratory in Cleveland, Ohio in 1953. By this time it was no longer flyable, and was used for structural testing, exploring the limits of the extremely robust structure of the design. Presumably it was tested to destruction, since I am unaware of the existence of any surviving XF-90. McDonnells victory in the penetration fighter contest turned out to be rather hollow since no penetration fighters were ever actually manufactured or placed in service by the USAF. At that time, wartime pressures mandated that priority be given to the procurement of existing types for use in Korea. In addition, the development of long-range, high-speed jet bombers such as the B-47 and the B-52 eliminated any real need for penetration fighters. Specification of the XF-90A: Two Westinghouse XJ34-WE-15 axial-flow turbojets, 3000 lb.st. dry and 4200 lb.st. with afterburning. Dimensions: wingspan 40 feet 0 inches, length 56 feet 2 inches, height 15 feet 9 inches, wing area 345 square feet. Weights: 18,050 pounds empty, 27,200 pounds loaded, 31,060 pounds maximum. Maximum speed: 668 mph at 1000 feet. climb to 25,000 feet in 4.5 minutes, service ceiling 39,000 feet, normal range 1050 miles, maximum range 2300 miles. The planned armament of 6 20-mm cannon was not installed. Sources: Lockheed Aircraft Since 1913, Rene J. Francillon, Naval Institute Press, 1987. Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 8+hhOOKS\P35.PM5Grumman XP-65Never built The Grumman XP-65 was to have been the Army equivalent of the Navys Grumman F7F Tigercat twin-engined carrier-based fighter. You may recall the Grumman XP-50, which was the Army version of the Navys XF5F Skyrocket experimental carrier-based twin-engined fighter. The Army had ordered a single XP-50 prototype from Grumman as insurance against the failure of the Lockheed XP-49 high-altitude interceptor. Test flights revealed that the XP-50 had a good performance, but the sole prototype was destroyed on May 14, 1941 after the pilot was forced to bale out after an in-flight turbosupercharger explosion. Work on the XP-50 was abandoned shortly thereafter. Following the loss of the sole XP-50, Grumman succeeded in interesting the Army in a different proposal, named Design 46 by the company. Design 46 called for a somewhat larger twin-engined fighter powered by a pair of supercharged 1700-hp Wright R-2600 radials. Work had actually began on Design 46 in October of 1939, nearly two years before the loss of the XP-50. This initial work led to the companys Design 49, which was an export version proposed in February 1940 and to Design 51, a naval fighter adaptation which was submitted on March 24, 1941. The Grumman proposals attracted enough attention that both the Army and the Navy decided to pursue the development of similar Grumman-designed twin-engined fighters. They were to be essentially the same aircraft, but the Army version was to have turbosupercharged engines and the Navy version was to have mechanically- supercharged engines. Both versions were to have been armed with four 0.50 in machine guns, but the Army version was to have had an additional pair of 37-mm cannon and the Navy version was to have had a additional quartet of 20-mm cannon. In addition, the Army version was to have a pressurized cockpit. The Army ordered two prototypes of the Grumman-designed twin-engined fighter under the designation XP-65 on June 16, 1941. The Navy ordered two prototypes under the designation XF7F-1 two weeks later. However, both services eventually concluded that a single design would not actually be able to satisfy their individual requirements, and on January 16, 1942 the Army decided to back out of the project in order to permit Grumman to optimize their design to meet naval requirements. The XP-65 was destined to be Grummans last fighter submission to the USAAF. Thereafter, all of Grummans fighter designs were submitted to the Navy. Estimated performance of the XP-65 included a top speed of 427 mph at 25,000 feet, a service ceiling of 42,000 feet, and a normal range of 825 miles. Weights were to be 15,943 pounds empty and 21,425 pounds loaded. Sources: War Planes of the Second World War, Fighters, Volume 4, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987 Grumman Aircraft Since 1929, Rene J. Francillon, Naval Institute Press, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033  $$ h8+8+8+h8+8+8+oh8+whhxh8+yhh@=: Perhaps the ultimate Sabre was the version built under license in : Australia by the Commonwealth Aircraft Corporation. It is generally : conceded to have been the best of the numerous variants of the Sabre.  A most informative and interesting article, Indeed I would like to compare these Sabers to those built in Canada with the Orenda engine. Unfortunately I dont have any reference handy at the moment ... Re: Number Eighty-Six in the SeriesNorth American F-86 Sabre (23 of 23) From jfb@intgp1.att.comIn article , George Pachulski writes: > > From George Pachulski > > jfb@intgp1.att.com wrote: > > : From jfb@intgp1.att.com > > > : Perhaps the ultimate Sabre was the version built under license in > : Australia by the Commonwealth Aircraft Corporation. It is generally > : conceded to have been the best of the numerous variants of the Sabre. > > A most informative and interesting article, Indeed I would like > to compare these Sabers to those built in Canada with the Orenda > engine. Unfortunately I dont have any reference handy at the moment ... > Here is a comparison of the performance of the Canadair Sabre and the Commonwealth Sabre: Specification of the Canadair CL-13B Sabre Mk. 6: One Orenda Engines Orenda 14 turbojet rated at 7275 lb.st. Maximum speed: 710 mph at sea level, 680 mph at 10,000 feet, 630 mph at 36,000 feet. Initial climb rate: 11,800 feet/minute. An altitude of 40,000 feet could be reached in 6 minutes. Tactical radius (clean): 363 miles. Maximum range with two 200-gallon drop tanks: 1495 miles. Weights were 11,143 pounds empty, 16,426 pounds normal loaded, and 17,611 pounds maximum. Dimensions were wingspan 37 feet 1 inch, length 37 feet 6 inches, height 14 feet 7 inches, wing area 304 square feet. Armament consisted of six 0.50 Colt-Browning machine guns. Underwing loads could include two 100-lb, 500-lb, or 1000-lb bombs, 750-lb napalm tanks, 500-lb fragmentation clusters, or sixteen 5-inch rocket clusters. Specification of the Commonwealth CA-27 Sabre Mk.32: One CAC-built Rolls-Royce Avon 26 turbojet rated at 7500 lb.st. Maximum speed: 700 mph at sea level, 672 mph at 10,000 feet, 607 mph at 38,000 feet. Initial climb rate: 12,000 feet/minute. Service ceiling: 55,000 feet Tactical radius: 290 miles (clean), 400 miles (with 2 drop tanks and two Sidewinder AAMs). Maximum range with two 200-gallon drop tanks: 1150 miles. Weights were 12,120 pounds empty, 15,990 pounds normal loaded (clean), and 18,650 pounds maximum. Dimensions were wingspan 37 feet 1 1/4 inch, length 37 feet 6 inches, height 14 feet 4 3/4 inches, wing area 302/26 square feet. Armament consisted of two 30-mm Aden cannon and two AIM-9 Sidewinder infrared-homing air-to-air missiles. Underwing loads could include two 500-lb bombs and two 100 Imp. Gall. drop tanks. The Canadian Sabre was a bit faster, but the Australian Sabre had a slightly higher climb rate. In most respects, they had rather similar performances. Sources: F-86 Sabre in Action, Larry Davis, Squadron/Signal Publications, 1992. The North American Sabre, Ray Wagner, MacDonald, 1963. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. The World Guide to Combat Planes, William Green, MacDonald, 1966. The Worlds Fighting Planes, William Green, Doubleday, 1964. Flash of the Sabre, Jack Dean, Wings Vol 22, No 5, 1992. F-86 SabreHistory of the Sabre and FJ Fury, Robert F. Dorr, Motorbooks International, 1993.Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033  $$Z@"`'@B`' $`' &`'0Q&`' G'`' &`'@`'@B`' $`' &`'@#`'@B`' $`'0R&`'@}`'@B`'0$`'0'`' %`'0'`'0.&`' %`' K&`'4@ `'@B`' L%`' \&`'e@e`'@B`' \%`'0&`' 7&`'@7%`'@B`' @w`'@B`'O@`'@B`'@~`'OP`'@B`'`'gPN`'@`y/`'2 ?`' P  `'@@`'} S#`' &`'"P}`'@B`' $`'00&`'0,'`'0&`'0T'`'}@!`'@B`'0}%`' &`'0%`'0&`'u@`'@B`'0$`'0!'`'0%`'P_&`'@B`'0#`' %`'0Z'`' /&`'a@%`'@B`'00%`' %`'07%`'lP:`'@B`'0x%`' &`'=@`'@B`' ^$`' &`'P`'@B`'0?%`' &`'0&`'0 &`' U&`' &'`'0&`' @`'@B`'0O$`'(&`' &`'0%`'0N&`'0&`'  '`'A@`'@B`' $`'5@2 `'@B`'04%`'@ `'@B`' @w`'@B`'OP`'@B`'\P`'@B`'To`'``'*@ `'@B`'`'gPN`'@@`'``'``' }~E!C"#)F!ECD!F!G!N!O!P !Q !R !S 5!T6!\!_!` !a !b"!c-#$%&'!d6./012!eY789:;!f`Z[\]^!gg?@ABE!hp!q} !t!w !"#$!y!!z"h!U%~!V&vwxyz!['STUuv!i(x!j*,4!k+!l,!m-!n.!o/!p0qrstu!r1 !s2-ijklm!u34 !v4=!x5$%&'(!D6D!{8[GHIJV!}9d!:oefghi!;xXY\]^!~<{3:!=`ayz{~!>!?!@!A!B!C-./012m!>D_7!WEf`abcdA%XFmghijk!YGunopqrC!ZHVWXkl!N!O!P!Q!R!S!c!dabcdef!n!oXpqrst!z!u  !>F^2HU(xKd8(xKd2At[EYMAxGMMPGMM$'`'The P-61A was the first production version of the Black Widow. The first P-61A-1-NO rolled off the production line in October 1943. It differed from the experimental and service-test aircraft in having a stronger framework structure for the pilots, radar observers and gunners canopies. Tests with the YP-61 had uncovered the fact that the greenhouse and tail cone were so weak that they could actually implode under the pressure built up during high-speed dives. This strengthening eliminated the smooth flow of the greenhouse and created a sharper and more abrupt change in angle in that area. The welded magnesium alloy booms of the prototypes were replaced by more conventional aluminum alloy booms, since they were less expensive and easier to manufacture. Unlike the earlier XP-61 and YP-61 aircraft which were painted flat black, the P-61A was painted standard Army olive drab overall. Only the first thirty-seven of the 45 P-61A-1s were actually equipped with the dorsal turrets. In fact, more than half of all P-61As built had this turret deleted. One reason for this omission was that the General Electric remotely-controlled turret mechanism was urgently needed for the B-29 program. However, the primary reason was the occurrence of severe aerodynamic buffeting when the turret was being either elevated or rotated in azimuth during flight. Many flight-test hours were spent in trying to solve this problem, but it was never completely eliminated. In fact, this problem was often so severe that many P-61As in the field had the four 0.50 inch machine guns in the top turret permanently locked into the forward-firing position, being fired only by the pilot, with the gunner having no control at all. In many cases, the top turret was completely removed from the aircraft, and the cavity left behind by the deletion of the gun turret was filled up by an extra fuel tank and was faired over. In a few cases, the turret mechanism was completely removed from the aircraft and the four dorsal machine guns were secured in the upper portion of the turret cavity and covered by a nonstandard turret cover. Some of these modifications were made in the field, but others were made at forward depots before the aircraft were delivered to their operational squadrons. Since the gunner of these reequipped Black Widows now had no guns that he could fire, he was sometimes left at home when these planes went out on operational missions, and many Black Widow operational missions carried only two crew membersthe pilot and the radar operator. However, on other occasions, the gunner was nevertheless included on operational missions, if only to act as another pair of eyes. Most of the P-61A-1-NOs went to the USAAF night fighter squadrons in the Pacific. The 6th Night Fighter Squadron was the first to receive the new fighter. The P-61 was quite docile despite its size. Full control of the aircraft could be maintained with one engine out, even when fully loaded. The plane could be slow-rolled into a dead engine, a maneuver which would ordinarily have been suicidal. P-61A-1-NO 42-5496 was supplied to the RAF for tests. It was in British hands between March 21, 1944 and February 22, 1945. The RAF was not too enthusiastic about its performance, and never bothered to order any Black Widows for its own use, finding that the night fighter version of the de Havilland Mosquito was more than adequate for the task at hand. The P-61A-5-NO introduced a change in engines. It was powered by a pair of 2250 hp R-2800-65 engines, replacing the 2000 hp R-2800-10s. Maximum speed was 322 mph at sea level, 355 mph at 10,000 feet, and 369 mph at 20,000 feet. Range (clean) was 415 miles at 319 mph at 20,000 feet and 1010 miles at 224 mph at 10,000 feet. Range with maximum external fuel was 1900 miles at 221 mph at 10,000 feet. An altitude of 5000 feet could be reached in 2.2 minutes, and 15,000 feet in 7.6 minutes. Service ceiling was 33,100 feet. Weights were 20,965 pounds empty, 27,600 pounds normal loaded, and 32,400 pounds maximum. Dimensions were wingspan 66 feet 0 inches, length 48 feet 11 inches, height 14 feet 2 inches, and wing area 664 square feet. The P-61A-10-NO had a pair of water-injected R-2800-65 Double Wasps. This model was the first to carry the shiny-black paint job which was to be the trademark of the Black Widow. Previous production P-61As had conventional olive-drab paint jobs. 120 P-61A-10-NOs were built. 20 of these were modified prior to delivery by the addition of a pylon on the outer wing panels to carry either a pair of 265 gallon fuel tanks (later 310 gallon tanks were fitted) or a pair of 1600-pound bombs. These planes were redesignated P-61A-11. Serials of the P-61As were as follows: 42-5485/5529 Northrop P-61A-1-NO Black Widow 42-5530/5564 Northrop P-61A-5-NO Black Widow 5559 was modified as XP-61D 42-5565/5604 Northrop P-61A-10-NO Black Widow 5587 was modified as XP-61D 42-5605/5606 Northrop P-61A-11-NO Black Widow 42-5607 Northrop P-61A-10-NO Black Widow 42-5608/5614 Northrop P-61A-11-NO Black Widow 42-5615/5634 Northrop P-61A-10-NO Black Widow 42-39348/39374 Northrop P-61A-10-NO Black Widow 42-39375/39384 Northrop P-61A-11-NO Black Widow 42-39385/39386 Northrop P-61A-10-NO Black Widow 42-39387 Northrop P-61A-11-NO Black Widow 42-39388/39397 Northrop P-61A-10-NO Black Widow Sources: Northrop P-61 Black WidowThe Complete History and Combat Record,  Garry R. Pape, John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Northrop P-61 Black Widow (3 of 10) P-61B `'Number Ninety-Six in the SeriesRepublic XF-96AF-84F Thunderstreak F-96 was the designation initially applied to the Republic F-84F Thunderstreak, the swept-wing version of the F-84 Thunderjet. A swept-wing version of the F-84 had been planned late in 1949 in order to bring the performance of the Thunderjet up to the level of that of the F-86 Sabre. However, it was hoped that the swept wing version would retain or even improve the ground attack capabilities of the Thunderjet. At this time, USAF funds for new aircraft development were rather limited, and it was thought that by using some 60 percent of existing Thunderjet tooling and a standard F-84E fuselage, a high-performance aircraft could be produced at minimal cost. The swept-wing version of the Thunderjet was initially designated XF-96A because of its extensive design changes. The USAF sanctioned construction of a single prototype. The last aircraft on the F-84E contract (49-2430) was selected for the conversion. The fuselage of the XF-96A was essentially that of the F-84E, including the pilots rearward-sliding canopy and the air brake underneath the fuselage. The tail was swept back and an entirely new wing, swept back at an angle of 38.5 degrees was used. The new wing had an area of 325 square feet and a span of 36 feet 5 inches. The wing had its maximum thickness at 45 percent chord, although the chord-wise thickness ratio was only nine percent. The swept wing had an anhedral (negative dihedral) of 3.5 degrees. The engine was an Allison J35-A-25 of 5200 lb.st. The construction of XF-96A 49-2430 took 167 days. It was then dismantled and flown from Farmingdale via cargo aircraft out to Muroc. It was reassembled there and took off on its maiden flight on June 3, 1950, piloted by Republics Director of Flight Otto P. Haas. Performance included a maximum speed of 693 mph at sea level (Mach 0.93), and a range of 1716 miles at a cruising speed of 514 mph. Maximum fuel load was 1253 Imp. gall internally and externally, and the empty and maximum loaded weights were 12,150 pounds and 23,350 pounds respectively. Although the low-altitude speed was impressive, performance fell off rather badly with altitude. Service ceiling was only 38,300 feet and it took 14.8 minutes to reach an altitude of 35,000 feet. It was felt that the performance improvement over the F-84E was only marginal at best, and the project proceeded with only low priority. Were it not for the Korean War, the XF-96A project probably would have been cancelled. As it turned out, the onset of the Korean War freed up some USAF funds for continued development and a letter contract for F-96A production was received in July of 1950. On August 9, 1950, the designation was changed to XF-84F, and the name Thunderstreak was chosen. It was anticipated that the first production Thunderstreaks would be available in the autumn of 1951. Following its redesignation, the F-84F design was re-engined with the more powerful Wright J65 turbojet. The F-84F went on to become a fabulously successful fighter bomber, serving with the USAF and with many foreign air arms. Some 2348 were built, including 852 manufactured by General Motors in Kansas City. Sources: Fighters of the United States Air Force, Robert F. Dorr and David Donald, Temple Press Aerospace, 1990. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. American Combat Planes, Third Enlarged Edition, Ray Wagner, Doubleday, 1982. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian, 1989. The Republic F-84F Thunderstreak, Ray Wagner, Profile Publications, 1966. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 @>@& )  4 $@$ : M+  = 8 8 $9$@@`'DP`'@@`'?P`'@@`';PK`'@@`'_P_`'@@`'HP*`'@@`' ``'``'ppi`'A`H`'@$`'@@`'  `'@  `'@@`'0B%`' @&`'}@< `'@@`'{0W%`' ;'`'+@ `'@@`' $`' &`' &`'P%`'@@`'`'@o `'@@`'TU(xKd(xKda@(xKd@@2 The first operational use of the P-61 Black Widow was in the Pacific theatre. The 418th, 419th and 421st Night Fighter Squadrons shipped out to the Southwest Pacific Area late in 1943. The first operational mission by Black Widow took place out of Saipan on June 24, 1944, and the first kill was made on June 30, when a Black Widow piloted by 6th Night Fighter Squadron members 2nd Lt. Dale F. Haversom and radar operator Raymond P. Mooney shot down a Betty. The Black Widows flew numerous missions against Japanese night intruders, which were a real nuisance to American forces and which up to this time had been virtually immune from interception. On typical missions, the Black Widow would be directed to the vicinity of its target by ground based radar. The onboard A/I radar under the control of the radar operator would then be used to direct the pilot to close with and intercept the enemy. As soon as the Black Widow had gotten close enough to its target to make a visual identification, the guns would be aimed and fired by the pilot or by the gunner. The appearance of the Black Widow in the night skies over the Pacific was a rude and unpleasant surprise for these night raiders. One of the primary missions of the Black Widow squadrons was the protection of B-29 bases on Saipan against night attacks, and these aircraft flew combat air patrols and interception missions. They also aided in the rescue of many crippled and lost B-29s trying to return from raids on Japan. Black Widows were also based in New Guinea and later in the Philippines. In the Philippines, Black Widows flew night intruder missions against Japanese airfields and ground installations. The Black Widow also participated in the invasion of Iwo Jima and Okinawa. The Black Widow also served in the China-Burma-India theatre. The first Black Widow kill in that theater took place on October 30, 1944, when a Kunming-based Black Widow flown by Capt. Robert R. Scott and Charles W. Phillips of the 426th Night Fighter Squadron shot down a Japanese twin-engined aircraft. The initial mission of the China-based Black Widows was to destroy Japanese night intruders, but as enemy nighttime flying ceased, the Black Widows went over to night intruder missions, attacking Japanese ground installations in China and Burma The first P-61 arrived in Europe on May 23, 1944. The Black Widows were initially based in England, and their first assignment was to chase night-flying V-1 buzz bombs. The Black Widows would be vectored to intercept approaching V-1s by ground control. Since the V-1 was a little faster than the P-61, the Black Widow had to approach the V-1 from behind and go into a slight dive in order to catch up with it. The first Black Widow V-1 kill took place on July 16, 1944, credited to pilot Herman Ernst and radar operator Edward Kopsel of the 422nd Night Fighter Squadron. One of the greatest dangers involved in killing V-1s was the possibility of getting too close to the flying bomb when one fired at it, running the risk of damage to your own plane if the bomb exploded when hit. After D-Day, many Black Widows moved to France. Although several interceptions of night-flying German aircraft were made, most Black Widow missions were night intruder missions against trains, armor, and other ground targets Units using the P-61 included: 6th Night Fighter Squadron, Seventh Air Force - Guadalcanal, New Guinea, Saipan, Iwo Jima 414th Night Fighter Squadron, Twelfth Air Force - Algeria, Sardinia, Corsica, Italy 415th Night Fighter Squadron - Italy, Corsica, France 418th Night Fighter Squadron, Fifth Air Force - New Guinea, Philippines 419th Night Fighter Squadron, Thirteenth Air Force - South West Pacific 421st Night Fighter Squadron, Fifth Air Force - New Guinea, Philippines 422nd Night Fighter Squadron, Ninth Air Force - England, France, Belgium, Germany 425th Night Fighter Squadron, Ninth Air Force - England, France 426th Night Fighter Squadron, Fourteenth Air Force - India, China 427th Night Fighter Squadron - Italy, India, Burma, China 547th Night Fighter Squadron, Fifth Air Force - New Guinea, Philippines 548th Night Fighter Squadron, Seventh Air Force - Saipan, Iwo Jima 549th Night Fighter Squadron, Seventh Air Force - Saipan, Iwo Jima 550th Night Fighter Squadron - New Guinea, Philippines The Black Widow did not rack up an impressive list of kills. Its entry into the war was relatively late, at a time when the Allies had already established almost complete control of the air. Consequently, enemy aircraft were at this time relatively few and far between, even at night. Nevertheless, there were a few Black Widow aces. In accounting for Black Widow aces, there is a complication since the aircraft had more than one crew member. Does only the pilot get credit for the kill, or does the radar operator get credit as well? What happens if the pilot has had different radar operators on different missions? What if a radar operator has had more than one pilot? In the European theatre, there was an additional complication because some of the Black Widow kills were against unmanned V-1 buzz bombs. Should these V-1s kills be included in the count? If V-1s are included, and if both pilots and radar operators are to be given credit for the kill, in Europe, there were two sets of pilots and radar operators who achieved six victories. These were the pair 1st Lt. Herman E. Ernst (pilot) and 2nd Lt. Edward H. Kopsel (radar operator) and the pair Lt. Paul A. Smith (pilot) and Lt. Robert E. Tierney (radar operator). One V-1 is included in the count for each pair of crew members. All of these crew members were from the 418th Night Fighter Squadron. The leading Black Widow crew in the Pacific was the pair Major Carrol C. Smith (pilot) and Lt. Philip B. Porter (radar operator) of the 418th Night Fighter Squadron, who destroyed five Japanese aircraft. So far as I am aware, the Black Widow never served with any foreign air forces. Sources: Northrop P-61 Black WidowThe Complete History and Combat Record,  Garry R. Pape, John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Northrop P-61 Black Widow (5 of 10)Naval Black Widows, F2T-1 ``'" `'h8+GhhHh8+IhhJh8+KhhLh8+MhhNh8+OhhP  @ $@$@9 1 / ; + , $$@;#    @4  $$  !"     $$   E  :@+'= c= $.  @m  @ M @,-@/@;# y  D $@]$ 9@ @@f $. i1 @0 u- Number Sixty-Four in the SeriesNorth American P-64 Fighter adaptation of two-seat trainer The North American NA-16 basic training monoplane of 1935 was the ancestor of a whole series of military trainers, culminating in the fabulously successful AT-6 Texan of World War 2 fame. Less well-known is the fact that there was a single-seat fighter aircraft based on this design which actually served for a brief period of time with the USAAF. The series of single-seat fighters based on the NA-16 trainer were originally developed by North American Aviation for export to the air forces of smaller nations which required relatively simple and inexpensive aircraft but which also wanted aircraft with such advanced features as enclosed cockpits and retractable undercarriages. To meet this need, North American evolved the single-seat NA-50A, a single-seat fighter adaptation of the companys two-seat NA-26 advanced trainer, the first development of the NA-16 which featured a retractable undercarriage. The philosophy used by North American was more-or-less the same as that used much later by Northrop in the F-5 fighter which was based on the T-38A Talon two-seat trainer. The NA-50A was powered by an 870 hp Wright R-1820-77 Cyclone nine-cylinder air-cooled radial engine driving a three-bladed propeller. The NA-50A was armed with a pair of 0.30 inch machine guns. Maximum speed was 295 mph at 9500 feet, range was 645 miles, and service ceiling was 32,000 feet. The only customer for the NA-50A was the Peruvian Air Force. Seven examples were delivered to Peru in 1938-1939. The Peruvians fitted racks underneath the fuselage for light bombs. During the brief war between Peru and Ecuador in 1941, the Peruvian NA-50As actually flew a number of operational sorties, two examples being lost in action. On December 30, 1939, Thailand ordered six examples of a design basically similar to the NA-50A. Designated NA-68 by the company, these planes differed from the NA-50A in having redesigned tail surfaces with a more angular rudder and a modified undercarriage. It had heavier armament, consisting of a pair of 0.30 inch machine guns in the wings and two 20-mm cannon in underwing gondolas. The engine was the same as that of the NA-50A, namely a Wright R-1820-77 Cyclone. The increased weight caused the performance to suffermaximum speed was only 270 mph at 8700 feet, normal range was 635 miles, and service ceiling was 27,500 feet. Weights were 4660 pounds empty, 5990 pounds normal loaded, and 6800 pounds maximum. Dimensions were wingspan 37 feet 3 inches, length 27 feet 0 inches, height 19 feet 8 inches, and wing area 227.5 square feet. The six NA-68s were on their way to Thailand via ship when Japan invaded that country. The ship was detained at Hawaii by the U.S. government and the six NA-68s were seized to prevent them from falling into enemy hands. They were requisitioned by the Army and assigned the designation P-64. The serials assigned were 41-19082/19087. The P-64s were obviously not suited for frontline combat duty, and when they were returned to the USA they had their cannon armament removed and were assigned to advanced fighter training schools at Luke Field in Arizona. While the P-64s were serving with the Army as advanced fighter trainers, the Thai national insignia were replaced with USAAC insignia, but the planes kept their original Thai camouflage paint job. The P-64s rounded out their brief service lives as liaison aircraft with Trainer Command. In 1943, surviving P-64s were redesignated RP-64, where the R stood for Restricted, meaning that they were to be excluded from combat duties. The P-64s were eventually all scrapped, and none are believed to survive today. It is interesting to compare the P-64 to the Commonwealth CA-12 Boomerang of Australia, which was a fighter adaptation of the Wirraway trainer (license-built North American NA-33). Sources: War Planes of the Second World War, Fighters, Volume 4, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987 Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 <](xKdF(xKd9](xKd 7 (xKd ](xKd g (xKd ](xKd (xKd ](xKd _(xKd ](xKd (xKd!](xKd (xKdD](xKd m(xKdC](xKd (xKd=](xKd (xKd](xKd (xKd](xKd (xKd](xKd -(xKd](xKd (xKdGMMFxGMM}dGMMFxGMM}dGMMS2`xGMMh PGMMs`'The P-61B was the next production version of the Black Widow. It was basically similar to the P-61A version, but introduced numerous improvements and refinements that were suggested by operational experience in the field. The P-61B version of the Black Widow introduced the improved SCR-720C A/I radar. The P-61B had an eight-inch longer crew nacelle. The A-models hydraulically-operated main landing-gear doors which had experienced reliability problems in the field were replaced by mechanically-operated doors. The P-61B introduced split main landing gear doors. The split main-gear doors allowed the aft three-quarters of the doors to close back down again after the gear had been extended, preventing mud, rocks and other debris from being thrown up into the wheelwells during takeoffs or landings. A main landing gear down-lock emergency release was introduced, which allowed the pilot to release the locks in an emergency even if the entire hydraulic system malfunctioned. A safety latch was added to the main gear hydraulic valve handle to eliminate the possibility of the pilot inadvertently retracting the gear while the plane was on the ground. One way of visually telling the difference between a P-61A and a P-61B was by an readily-noticeable access panel which was added behind the radome on the P-61B. The B-model had a bigger and better heater system for the crew, and it had automatically- operated lower engine cowl flops, oil-cooler air exit flaps, and intercooler flaps. The oil tanks were mounted inside the engine nacelles instead of inside the outer wings. A taxi lamp was added to the landing gear strut. The aileron trim tabs were deleted, and a built-in fire extinguisher system was added. Operational crews in combat theatres as well as training squadrons in the USA determined very early on that the Black Widow pilot needed to have night-vision binoculars in order to see his target. These were introduced on the B-model. Night-vision binoculars consisted of a combination of 5.8-power night glasses and an optical gunsight. In place of the circle and the dot of light in his regular gunsight, there was a horizontal row of four illuminated dots in the gunsight of the binoculars. The pilot lined up these dots with the wing of the target aircraft he was sighting on, and if he knew the type of aircraft he was looking at, he could easily determine its range and quickly calculate a firing solution. Night binoculars were later retrofitted to many P-61A already in the field. Starting with the P-51B-5-NO production block, the SCR-718 radio altimeter was replaced with an APN-1 low-altitude altimeter. Starting with the P-61B-10-NO block, an APS-13 tail-warning system was added. Some P-61As and many early P-61Bs were retrofitted in the field with the APN-1 and APS-13 systems. The B-10 production block also introduced underwing pylons for four 258-gallon drop tanks or four 1600-pound bombs The P-61B-15-NO reintroduced the dorsal turret (General Electric Type A-4), the buffeting problem caused by earlier turrets having by now been largely corrected. The P-61B-20-NO used the General Electric Type A-7 turret with a revised fire-control system. The Black Widow night fighter used its on-board radar only to plot intercept courses when pursuing enemy aircraft. Once having used closed with his target, the pilot of the Black Widow sighted his prey by eye and used a conventional optical gunsight to fire his guns at the enemy. Operationally-practical radar-directed airborne fire control was still many years in the future. Nevertheless, there were some experiments with the Black Widow in which automatic airborne fire control was tried out. The P-61B-25-NO was a block of seven experimental aircraft which were fitted with a Western Electric APG-1 gun-laying radar which was coupled with a General Electric remote-controlled turret system. The radar fed data into an analogue computer, which in turn directed the turret guns onto the target. One P-61B-15-NO was also modified in this fashion, and the first six P-61B-20-NO aircraft were also modified to this configuration. All of these aircraft were tested by the Air Proving Command at Eglin Field, Florida and at the night fighter training establishment at Hammer Field in California. However, I dont think that this innovation ever made it to the field. During 1945, 16 P-61Bs were converted to P-61Gs for weather reconnaissance. All armament was deleted. Serials of the P-61B were as follows: 42-39398/39401 Northrop P-61B-1-NO Black Widow 42-39402 Northrop P-61B-2-NO Black Widow 42-39403/39405 Northrop P-61B-1-NO Black Widow 42-39406 Northrop P-61B-2-NO Black Widow 42-39407 Northrop P-61B-1-NO Black Widow 42-39408 Northrop P-61B-2-NO Black Widow 42-39409/39411 Northrop P-61B-1-NO Black Widow 42-39412/39414 Northrop P-61B-2-NO Black Widow 42-39415/39417 Northrop P-61B-1-NO Black Widow 42-39418 Northrop P-61B-2-NO Black Widow 42-39419/39423 Northrop P-61B-1-NO Black Widow 42-39424 Northrop P-61B-2-NO Black Widow 42-39425 Northrop P-61B-1-NO Black Widow 42-39426 Northrop P-61B-2-NO Black Widow 42-39427 Northrop P-61B-1-NO Black Widow 42-39428 Northrop P-61B-2-NO Black Widow 42-39429 Northrop P-61B-1-NO Black Widow 42-39430 Northrop P-61B-2-NO Black Widow 42-39431 Northrop P-61B-1-NO Black Widow 42-39432 Northrop P-61B-2-NO Black Widow 42-39433/39451 Northrop P-61B-1-NO Black Widow 42-39452/39456 Northrop P-61B-2-NO Black Widow 42-39457/39460 Northrop P-61B-1-NO Black Widow 42-39461/39462 Northrop P-61B-2-NO Black Widow 42-39463/39465 Northrop P-61B-1-NO Black Widow 42-39466 Northrop P-61B-2-NO Black Widow 42-39467/39470 Northrop P-61B-1-NO Black Widow 42-39471/39473 Northrop P-61B-2-NO Black Widow 42-39474 Northrop P-61B-1-NO Black Widow 42-39475 Northrop P-61B-2-NO Black Widow 42-39476/39477 Northrop P-61B-1-NO Black Widow 42-39478/39480 Northrop P-61B-2-NO Black Widow 42-39481/39%`'h8+QhhRh8+ShhTh8+UhhVh8+WhhXh8+YhhZ= += f o  \  $@$$@l$ (- ]1  - @r- $9$ @       h԰ F?$`'2 )`'v&v& >& W& !]'V$`'j %`' This story of the P-61 Black Widow concludes with an account of its postwar service as experimental and test aircraft. A description is also given of some P-61s that survive today in museums. The useful life of the Black Widow was extended for a few years into the immediate postwar period due to the USAAFs problems in developing a useful jet-powered night/all-weather fighter. The Curtiss P-87 had initially been scheduled as the jet-powered replacement for the Black Widow, but the failure of the XP-87 project forced the Black Widow to have to soldier on for another few years. Replacement of the Black Widow by F-82F Twin Mustangs night fighters began in early 1948. By early 1950, most Black Widows were out of operational service. The last operational Black Widow left Japan in May 1950, missing the Korean War by only a month. P-61B-1-NO serial number 42-39458 was operated by the Navy at the Patuxent River test facility in Maryland in a number of tests. P-61A-10-NO serial number 42-39395 was subjected by the Navy to a series of test catapult launches to qualify the aircraft for shipboard launches, but so far as I am aware the Black Widow was never flown from an aircraft carrier. Shortly after the war, the Navy borrowed two P-61Cs (43-8336 and 43-8347) from the USAAF and used them for air-launches of the experimental Martin PTV-N-2U Gorgon IV ramjet-powered missile. The first Gorgon launch took place on November 14, 1947. In the role as mother ship, the Black Widow would carry a Gorgon under each wing. During launch, the P-61C would go into a slight dive in order to reach the speed necessary for ramjet operation to be initiated. These two naval Black Widows were returned to the USAF in 1948, and were transferred to the boneyards shortly afterwards. A Black Widow participated in early American ejector seat experiments performed shortly after the war. The Germans had pioneered the development of ejector seats early in the war, the first-ever emergency use of an ejector seat having been made on January 14, 1942 by a Luftwaffe test pilot when he escaped from a disabled Heinkel He 280 V1. American interest in ejector seats during the war was largely a side-effect of the developmental work done on pusher aircraft such as the Vultee XP-54, with the goal being giving the pilot at least some slim chance of clearing the tail assembly and the propeller of the aircraft in the case of an emergency escape. However, not very much progress had been made, since pusher aircraft development had never really gotten past the drawing board or the initial prototype stage. However, the development of high-speed jet-powered aircraft made the development of practical ejector seats mandatory. Initially, an ejector seat was borrowed from a captured German Heinkel He 162 and was installed in a Lockheed P-80 in August of 1945. However, it was decided that the single-seat P-80 would not be suitable for these tests, and it was decided to switch to a three-seat Black Widow. A P-61B-5-NO (serial number 42-39489) was modified for the tests, the ejector seat being fitted in the forward gunners compartment. The aircraft was redesignated XP-61B for these tests (there having been no XP-61B prototype for the initial P-61B series). A dummy was used in the initial ejection tests, but on April 17, 1946 a brave volunteer by the name of Sgt. Lawrence Lambert was successfully ejected from the P-61B at a speed of 302 mph at 7800 feet. With the concept having been proven feasible, newer jet-powered aircraft were brought into the program, and the XP-61B was reconverted back to standard P-61B configuration. Nine P-61Cs participated in tests designed to measure the hazards of thunderstorms. This was very dangerous work, as thunderstorms were very poorly understood in those days (and still are today) and aircraft unlucky enough or unwise enough to fly into them often did not come out again in one piece. These tests were carried out initially by Army pilots. Later, some F-15 Reporters also joined the project. Trans World Airlines also got involved in the project and professors and staff at the University of Chicago participated in the analysis of the data. The last USAF F/RF-61C finally left USAAF service in 1952. Surviving aircraft were offered to civilian governmental agencies or declared surplus and offered for sale on the commercial market. An RF-61C (ex-F-15A, serial number 45-59300) was used by NACA at Moffett Field in California to carry recoverable aerodynamic test bodies to high altitude, then drop them. This program was used to test some early swept-wing designs. This program was later joined by F-61C serial number 43-8330 which was borrowed from the Smithsonian Institution. These drops were carried out over Edwards Air Force Base in the Mojave Desert in California. F-61B-15-NO serial number 42-39754 was used by NACAs Lewis Flight Propulsion Laboratory in Cleveland, Ohio for tests of airfoil-type ramjets. F-61C 43-8357 was used at Ames as a source for spare parts for other F/RF-61 aircraft. After the tests were completed, the F-61C 43-8330 was returned to the Smithsonian Institution. In 1955, the NACA RF-61C and F-61C aircraft were finally declared surplus and were disposed of on the commercial market. In April 1955, Steward-Davis, Inc of Gardenia, California purchased the RF-61C 45-59300 and the spare parts F-61C 43-8357. The RF-61C was assigned the civilian registration N5093V, and the F-61C was given the number N5094V. The F-61C was rebuilt as a high-altitude mapping plane, and was offered on the commercial market. However, it attracted no customers and was finally scrapped in 1957. The RF-61C was sold to Compania Mexicana Aerofoto S. A. of Mexico, and was assigned the Mexican registration XB-FUJ. It was bought by Aero Enterprises, Inc of California and returned to the USA in 1964. It now carried the civilian registration number N9768Z. The fuselage tank and turbosupercharger intercoolers werdo< `'@ +`'@@`' $`' &`' K'`' D&`' }%`'0`'`'0$`' &`' &`'@f`'@@`' V$`'0&`'Q@`'@@`'0$`'0 %`'0{&`'6@`'@@`' D%`'0k%`'0t&`'LPj`'@@`' $`'tPq!`'@@`'~0$`'aP:`'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`' ``'``'ppi`'A`H`'@$`'@@`' H `'@ " `'@@`' $`' ;'`' x&`'nP`'@@`'@`'@@`'``'``'`p`'!@ `'``'``'`p`'!@ `'``'``'`p`'!@@ `'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'% "`'@  `'@@`' _#`'/@ `'@@`'0$`'@&`'@@`'} #`' F%`' P`'@@`' $`' @A`'@@`'FP`'@@`' B$`'G@`'@@`'0$`' %`'0&`'?@`'@@`'@\`'@@`' #`'0%`' '`'C@`'@@`'@`'@@`'``' ``'``' p! `'``'``' p! `'``'``'!pn `'``'``'!pz `'``' `)`'!pz `'``' `)`'!pz `'``' `)`'!pz `'``' `)`'!@pz `'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'% "`'@ `'@@`'0#`' .&`'O@`'@@`' %`''@A `'@@`'9P`'@@`' %`'0&`'P#`'@@`'@`'@@`'``'``' p) `'``'p`' p) `'``'``'!pv `'``'``'!@p `'@@`'@`'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'% "`'@ `'@@`'0$`' &`' <%`'0&`'@ `'@@`'9P`'@@`' %`'0&`'P#`'@@`'@`'@@`'``' `)`' p `'``' `)`' p `'``' `)`'!@px `'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'% `'P K`'@@`' $`'0&'`' '&`'00'`'07&`' &`'w@`'@@`' E$`' @R`'@@`'0o%`'08%`'P`'@@`'05%`'0'`' I'`'|@!`'@@`' #`' r`'0'`' g%`'0&`'>P`'@@`' $`'0 &`'0p%`'0r&`'{@!`'@@`'rP& `'@@`'@`'@@`'``' `K`'v`'``'``' p `'``'``' p `'``'``'!pp `'``'``'!pp `'``'p`'!pp `'``'``'!pp `'``'``'!pp `'``' `)`'!pp `'``' `)`'!pp `'``'``'!@pp `'@@`' @w`'@@`'jP`'@@`'FP`'@@`'OP`'@@`'i@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'% "`'>P `'@@`'0=%`' l&`'0&`'0]%`'@@`'@@`'0y$`'(H&`' &`' X%`' &`'0'&`'9@`'@@`'0`%`' &`' %`'#@^`'@@`' $`'0&`'a@\`'@@`' #`'0%`' #'`'0'`'0&`'0M'`'KP`'@@`'0#`'?@`'@@`' $`'0&`'0 &`'@`'@@`'@`'@@`'``' `)`'`p`' @ ( `'``' ``'`p`' @ ( `'``'p`'`p`'!@ `'``'p`'`p`'!@ `'``'``'`p`'!@ `'``'``'`p`'!@ `'``'``'`p`'!@ p `'``'``'`p`' @ ( `'``'``'`p`' @ ( `'``'`4`'`p`'d `'@@`' $`'7 `'@  `'@@`' $`'0&`'@`'@@`'02%`' P'`'0 '`'@`'@@`' #`'0"'`'d@`'@@`'  $`'PV'`'@@`'0%%`'0'`' &`' Q&`'0'`'BP`'@@`' e$`'0*'`'@`'@@`' H#`'  '`' #'`'0V'`'=@j`'@@`' g$`'@b`'@@`'0?%`'Y@`'@@`'0 $`'0'`'@`'@@`'} ?$`'@@`'@@`' N%`'@`'@@`'0$`'0&`' 9'`'P&`'@@`'0$`'A@b`'@@`'0$`' &'`'0Z&`' W`' %`'@&`'@@`' C%`'P&`'@@`'`'}`'[`'`'[`'[`'`'I`'d`'`'`'@A`'@@`' j%`' &`' 2'`' @`'@@`'0$`'@`'@@`' @'`'@@`'R@`'@@`' ``'``'ppi`'A`H`'@$`'@@`'.P `'@@`' @x `'@^`'@2`'@^`'@^`'G@`'B@e`'D@`'G@)`'@^`'@^`' @w$`'4@h `'0@.$`' @$`'0@$`'"@ `'0@x$`'|0@$`'b@g`' @$`' @#`'{ @+$`'| @=#`'4@ `' @=$`'+@@f `'@@`'cd!XFmghijk!YGunopqr!ZHVWXkl!N!O!P!Q!R!S%c%dabcdef!n!oX56789!zABCEF!-conditioned cockpit was provided, and the cockpit canopy wa h8+hhh8+nhhoh8+hhh8+hha_~PM5]8Jc%% @((5T D4&G  @o@@kxz@<@  14 @z    @B   $$jUz@W{@@@*$$  Q .  G   s @@/;$L$ :F H j Y  v@" @2.i!;:3 @2  !@!@a@   $@P$ @ M)n]  4  $ $  R  m  @@ $$* J ~   @G $>$# "7 &j " @% B / n?  R @x   $$@ / @  @X  2 $@$/  %A   @ $@$@9 1 / ; + , $$@;@  @q &  @ $$  !"     $$,  @ @ @+N ) @`  P x @ @@`H# y  D $@]$ 9@ @@f $. i1 @0 u- tee XP-54 Single-seat twin boom pusher 213 Curtiss XP-55 Ascender Swept-wing canard 217 Northrop XP-56 Black BulletFlying wing fighter 221 Tucker XP-57Never built 223 Lockheed XP-58 How *not* to design a combat aircraft 225 Bell P-59 Airacomet Americas first jet aircraft 229 Curtiss P-60 Tis a sad, sad tale 233 Number Sixty-One in the SeriesNorthrop P-61 Black Widow 237 Northrop P-61 Black Widow Americas first night fighter, XP-61, YP-61 237 Northrop P-61 Black Widow P-61A 239 Northrop P-61 Black Widow P-61B 241 Northrop P-61 Black Widow P-61A and B in combat 243 Northrop P-61 Black Widow Naval Black Widows, F2T-1 245 Northrop P-61 Black Widow P-61C high-performance Black Widow 245 difficulties and ultimately failed to produce anything useful. In September 1943, Lockheed proposed a larger and heavier L-141 version, to be powered by a General Electric I-40 (later produced by both General Electric and Allison as the J33). The USAAF was sufficiently impressed that they issued a contract for two XP-80As. Serials were 44-83021 and 44-83022. V'`'m@_&`'@B`'c0$`'e removed, and the plane was fitted with a 1600-gallon chemical tank for fire-fighting. At the end of 1964, the plane was purchased by Cal-Nat, which operated the plane as a forest-fire fighter. In March of 1968, the plane was bought by TBM, Inc., an aerial firefighting company located in California (the name of the company standing for the TBM Avenger, which was the companys primary equipment). It was destroyed in a takeoff accident on September 16, 1968. A few other Black Widows also ended up in the civilian market. P-61B-1-NO serial number 42-39419 had been bailed to Northrop during most of its military career. Northrop bought the plane from the government at the end of the war, and the civilian registration number NX30020 was assigned to it. It was used as an executive transport, as a flight-test chase plane, and for tests with advanced navigational equipment. Later it was purchased by the Jack Ammann Photogrammetric Engineers, a photomapping company based in Texas. In 1963, it was sold to an aerial tanker company and used for fighting forest fires. However, it crashed while fighting a fire on August 23, 1963, killing its pilot. YP-61 serial number 41-18888 was purchased by Pratt & Whitney in 1946. The civilian serial number was N60358, and it was used as a flying testbed for advanced propellers. However, it was damaged during a taxiing accident in 1956, and was deemed unsuitable for repair. It was subsequently scrapped. Northrop Aeronautical Institute (an aviation educational institution, a part of Northrop Aircraft Co.) purchased a surplus P-61C-1-NO (serial number 43-8349) in late 1947. It was operated in the airframe and engine maintenance training program of the school. In 1963, Northrop sold the school, and many of its planes were offered for sale. The Bob Bean Aircraft company thought that they could make the P-61C airworthy, and obtained the civilian registration number N4905V for the craft. However, upon closer examination they found that the Black Widow was so full of corrosion that it was not worth fixing. N4905V was scrapped in 1955. I am aware of only three surviving P-61 Black Widows, all of them in museums. P-61C-1-NO serial number 43-8352 is currently on display at the Wright-Patterson Air Force Base Museum in Dayton, Ohio. It is marked as P-61B-1-NO serial number 42-39468. The Smithsonian Institutions P-61C (43-8330) is reportedly in storage at the Silver Hill facility in Suitland, Maryland, awaiting much-needed restoration work. I was at Silver Hill in November of 1992, and I didnt see it there at that time. However, there were only a couple of buildings that I was allowed to enter, and there are a lot of really intriguing buildings that I did not get a chance to see. Perhaps the Smithsonians Black Widow is in one of them. There is a P-61A on display at the Beijing Institute of Aeronautical Engineering in Beijing, China. I am unaware of its serial number. The story of how it got there is sort of interesting. It seems that the 427th Night Fighter Squadron based in China during the war was in preparation for the return home after the end of hostilities. Just as they were about to leave, some Communist troops came onto the field and ordered the Americans to get out immediately, but to leave their aircraft behind. The Beijing Institute Black Widow may be one of the three P-61Cs seized at that time. There may be other Black Widows in other locations in China. Sources: Northrop P-61 Black WidowThe Complete History and Combat Record, Garry R. Pape,  John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 l0v&`'8'`'0&`'7P`'@@`'}0Q%`'#`'0'`'@`'@@`'0$`' &`'0&`'P`'@@`' P$`'0e&`'0'`' `'P`'@@`'  $`'0%`'0&'`'0'`' @(`'@@`' $`' &`'0|&`' B&`'@`'@@`' 5$`' 5&`'0$`'0&`'jP(`'@@`'00%`'P &`'@@`'@.%`'@@`'| #`'0&`'0&'`'08'`' %`'@#`'@@`'{0[#`'Pn$`'@@`'0@ `'@@`'0$`'0B'`'0&`' &`' %`'s@ `'@@`'&@E `'@@`'``' `]`'`'``' ``' p `'``' ``' p `'``' ``' @p `'@@`' @w`'@@`'I@`'@@`'9P`'@@`'FP`'@@`'DP`'@@`'?P`'@@`'@`';PK`'@@`'_P_`'@@`' ``'``'ppi`'A`H`'@$`'@@`'J@`'@`',@ `'@`'@`'@`' @"`'T@`'@`' @#`'J@@0`'@@`'J@`'@`'@`'@`'_@`'1@`'=@`'K@`'J@w`'L@`'G@5`'D@`'M@`'@^`'@`'[@W`'@`'3@ `'@`' @%`'0@$`'~0@$`'0@#`' @$`'s@`'@`'6@`'@`'0@$`'0@#`'}0@#`'|0@\$`' @]$`' @#`'@`'@`'0@]#`'@`'@`' @w`'@`'J@!`'9@`'F@`'D@`'?@`';@P`'_@_`'`'@`' `@`'`p`'p@ i`'A@H`'@@`'b )XP-61D Peter Bowers, Orion Books, 1987. United StatAs you may recall, work on the XP-61C had initially proceeded quite slowly at Northrop because of the greater priority of the XB-35 flying wing bomber. Consequently, most of the work on the XP-61C was contracted out to Goodyear Aircraft of Akron, Ohio. Goodyear was a natural choice for this work, since the company was already doing some subassembly work for Northrop on the Black Widow. It was initially planned that Pratt & Whitney R-2800-77 engines with General Electric CH-5 turbosuperchargers were to power the XP-61C. However, because of the demands of higher-priority projects for this engine, the R-2800-14W was substituted. In reality, there were few differences between these engines. In mid-February 1944, arrangements were made to divert a P-61A-5-NO (serial number 42-5559) to the XP-61C project. As a safety measure, Northrop suggested that a second Black Widow be converted as well, and since the P-61A production line was on Block 10 at that time, a P-61A-10-NO (serial number 42-5587) was taken off the production line for conversion to XP-61C standards. By late April 1944, the engines had been changed yet again, to the R-2800-57. On April 27, Wright Field ordered that the designations of these two experimental aircraft be changed to XP-61D so that they would not be confused with the production C models. The XP-61D was to be modified to carry four wing pylons (two inboard and two outboard of the engine booms) Technical difficulties and labor problems at Goodyear delayed the XP-61D all throughout mid-1944, and it was not until November 1944 that the first flight took place. By this time, the engines were a pair of R-2800-77 turbosupercharged radials, rated at a war emergency power of 2800 hp. The flight test program for the two XP-61Ds was completed by the fall of 1945. Maximum speed was 430 mph at 30,000 feet, and an altitude of 30,000 feet could be attained in 13.5 minutes. Service ceiling was 43,000 feet. Weights were 23,305 pounds empty, 29,850 pounds gross, and 39,715 pounds maximum. By this time, the basically similar P-61C had already entered production, and consequently the XP-61D had a very low priority. The end of the war in the Pacific caused the priority of the XP-61D project to drop to zero. The first XP-61D was scrapped on September 11, 1945, and the second one in April 1946. Sources: Northrop P-61 Black WidowThe Complete History and Combat Record,  Garry R. Pape, John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Northrop P-61 Black Widow (8 of 10)XP-61E The contract for the XP-61D had a supplemental clause which called for the development of two XP-61E aircraft. The XP-61E was to be a bomber escort version of the Black Widow. Two P-61B-10-NOs were selected for the conversion (serial numbers 42-39549 and 42-39557). Since the P-51D Mustang had proven itself to be more than adequate as a bomber escort, the XP-61E project ended up on the back burner at Northrop, and the conversion was not completed until March of 1945. The XP-61E retained the 2250 hp R-2800-65 Double Wasps of the P-61B. However, the central fuselage nacelle was completely revised, almost nothing remaining the same. Most notable was the use of a tandem two-seat cockpit with a bubble canopy. The third seat in the rear of the night-fighter Black Widow was eliminated. The radar in the nose was removed and replaced with four 0.50 inch machine guns with 300 rpg. The four 20-mm belly cannon were retained. Additional fuel tanks were added to the crew nacelle, bringing the total internal fuel load up to 1158 gallons. A ladder was installed in the left side of the extreme aft section of the crew nacelle. The first aircraft had a bubble canopy which swung to the left when it was opened, but the canopy on the second aircraft slid to the rear when opened. The four nose machine guns in the first plane were in a box arrangement, whereas those in the second airplane were laid out in an approximately horizontal line. The second XP-61E (42-39557) was wrecked in April 1945 when a test pilot prematurely retracted the landing gear during a high-performance takeoff. The plane settled back down onto the runway, breaking off its propeller blades and coming to a screeching halt as it slid along on its belly. The pilot walked away from the incident, but the aircraft was a total loss. Further testing on the first XP-61E showed that it had a distinct performance advantage over the night-fighter Black Widow variants, attaining a maximum speed of 376 mph at 17,000 feet. However, the performance of the XP-61E was not as good as the latest fighters then entering service. In particular, it was not nearly as fast as the North American XP-82 Twin Mustang, which had been specifically designed for the escort role. The XP-82 had flown for the first time on April 15, 1945 and had exhibited maximum speeds of no less than 482 mph at 25,100 feet. Consequently, there was no further consideration of the XP-61E as an escort fighter. Sources: Northrop P-61 Black WidowThe Complete History and Combat Record, Garry R. Pape,  John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Northrop P-61 Black Widow (9 of 10)F-15 Reporter The loss of Army interest in the XP-61E escort fighter was not to be the end of the line for the Black Widow. In the summer of 1945, the surviving XP-61E was modified as an unarmed photographic reconnaissance aircraft. All the guns were removed, and a new nose was fitted, capable of holding an assortment of aerial cameras. The aircraft was redesignated XF-15 (in the pre-1948 F-for photo recon series, not to be confused with the post-1948 F-for-fighter series). It flew for the first time on July 3, 1945. Even before the first flight of the XF-15, the USAAF had shown enough interest in the recon version of the Black Widow that in June of 1945 they ordered 175 production F-15As. These were given the popular name *Reporter*. A P-61C-1-NO (serial number 42-8335) was also modified to XF-15 standards. Apart from the turbosupercharged R-2800-C engine, it was identical to the XF-15. The modified P-61C flew for the first time on October 17, 1945. The nose for the F-15A-1-NO Reporter was subcontracted to the Hughes Tool Company of Culver City, California. The F-15A was basically the P-61C with the new bubble-canopy fuselage and the camera-carrying nose. The fighter brakes on the wing were eliminated. The first production F-15A-1-NO was accepted in September 1946. However, the contract was abruptly canceled in 1947, possibly because the performance of the Reporter was rapidly being overshadowed by jets. Only 36 F-15As were accepted before the contract was cancelled. The last F-15A was accepted by the USAAF in April of 1947. The last F-15 to be produced (serial number 45-59335) was produced as an F-15A-5-NO, which differed from the Block-1 version mainly in having a new internal camera installation in the nose. It seems that this change had been contemplated for the last 20 F-15s as well, since some records indicate that these were all eventually redesignated as F-15A-5-NO. F-15 Reporters served for a couple years in the immediate postwar USAAF. Several served in the American occupation of Japan, and participated in the Post-Hostilities Mapping Program, in which extensive photographs were taken of beaches, villages, road networks, and cultural centers. A few also served in the Philippines. Spare parts became a problem for the F-15s in the late 1940s, and both damaged and flyable Reporters were cannibalized to keep the rest of them flying. In August, 1948, the separate F-category for reconnaissance aircraft was eliminated, and the P-for-pursuit category was replaced by F-for-fighter. Surviving Black Widows were redesignated F-61, and the surviving Reporters were redesignated RF-61C (since they were basically modified P-61Cs). On April 1, 1949, the only outfit still using RF-61Cs (the 82nd Tactical Reconnaissance Squadron) was deactivated, and all surviving RF-61Cs were reassigned to the 35th Maintenance Squadron at Johnson AFB for disposal. Some were disposed of as surplus on the commercial market, but others were scrapped. Sources: Northrop P-61 Black WidowThe Complete History and Combat Record, Garry R. Pape,  John M. Campbell and Donna Campbell, Motorbooks International, 1991. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Warplanes of the Second World War, Fighters, Volume 4, William Green, 1964. American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. United States Military Aircraft since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Northrop P-61 Black Widow (10 of 10) Postwar experimental and civilian service Q`'q %&`'w .'`'q0&`'102 Air National Guard Wing128th Fighter Interceptor Wing14th Fighter Group$14th Pursuit Group"15th Fighter Bomber Group}16th Fighter Group16th Pursuit Group17th Fighter Group17th Pursuit Squadron17th Pursuit Group17th Pursuit Squadron18th Composite Group118th Fighter Group18th Fighter Interceptor Wing18th Fighter-Bomber Group18th Fighter-Bomber Wing18th Pursuit Group1st Fighter Group1st Fighter Interceptor Wing1st Group Aviacao de CacaR1st Pursuit Group 20th Fighter Bomber Groupx20th Fighter Bomber Wing20th Fighter Group20th Pursuit Group21st Fighter Bomber Group~21st Fighter Interceptor Wing23rd Fighter Group:27th Fighter Escort Groupw27th Fighter Groupd27th Pursuit Squadron2nd Photographic Reconnaissance Group3311th Fighter Bomber GroupY311th Fighter Groupc312th Fighter Bomber Wing318th Fighter GroupV31st Fighter Bomber Groupy31st Fighter Bomber Wing31st Fighter Groupb322nd Fighter GroupL322nd Fighter Interceptor Wing324th Fighter GroupP325th Fighter GroupK32nd Pursuit Group!332nd Fighter Group4335th Fighter GroupZ339th Fighter Group[33rd Fighter Group.33rd Fighter Interceptor Wing @q &fU(xKd(xKd:U(xKdD (xKdRU(xKdK (xKdNU(xKd(xKdSU(xKd (xKdHU(xKd9(xKdEU(xKd(xKdEU(xKd(xKdBU(xKd(xKdRU(xKd$(xKdNumber sixty-two in the Series Curtiss XP-62High altitude interceptor, only one built In January of 1941, the Army issued a requirement for a heavily-armed, high-performance interceptor fighter. The fighter was to be built around the 2300 hp Wright R-3350-17 Duplex Cyclone twin-row, eighteen-cylinder air cooled radial engine. This was the heaviest engine yet to be mounted in a fighter, and was the same engine that was to power the B-29 bomber, then under development. Built-in armament was to comprise no less than EIGHT 20-mm cannon or TWELVE 0.5 inch machine guns. Guaranteed maximum speed was to be 468 mph at 27,000 feet. Curtisss proposal was submitted to the Army on April 29, 1941. Their design was a cantilever low-wing monoplane with retractable main landing gear and tailwheel. The Wright R-3350 engine was to drive a pair of contrarotating three-bladed propellers. Since the aircraft was intended for high altitude operation, the engine was to be fitted with a turbosupercharger and the aircraft was to be equipped with a pressurized cabin. The pressurized cabin feature was a design first for a new single-seat fighter, the earlier Lockheed XP-38A being an adaptation of an existing design. On June 27, 1941, the Army ordered two prototypes, one under the designation XP-62 and the other under the designation XP-62A. The XP-62 prototype was to be delivered within fifteen months, and the XP-62 was to be delivered three months later. On August 2, 1941, some changes in specifications were submitted for approval. The principal changes were a reduction in maximum speed to 448 mph and an increase of 1537 pounds in loaded weight. A mock-up inspection took place in December, and ninety changes were recommended. The status of the XP-62 project was reviewed on January 1, 1942, and it was recommended that the loaded weight be reduced from 15,568 pounds to 14,000 pounds by revising the structure, by removing four of the eight cannon, and by eliminating the propeller anti-icing equipment. Proposals were submitted on January 13, 1942 for 100 production P-62 fighters, the first of which was to be delivered in May of 1943. A letter contract for 100 P-62s was approved on May 25, 1942. However, the contract was terminated by the Army on July 27, 1942 since it was feared that production of the new P-62 would have adversely affected deliveries of critically-needed Curtiss-built P-47G Thunderbolts. Even though no production of the P-62 was envisaged, work on the XP-62 continued. The pressure cabin proved to be a problem, and delays in its delivery caused the first flight to the XP-62 to be pushed back. Eventually, it was decided that the first flight testing of the XP-62 should take place without the pressurized cabin being fitted. The first flight of the XP-62 (serial number 41-35873) took place on July 21, 1943. The portion of the contract covering the XP-62A was cancelled on September 21, 1943. A limited amount of flight testing had been conducted with the XP-62 by February 1944 when it was decided to install the pressure cabin for general development work. However, by this time the XP-62 project had a very low priority and work proceeded very slowly. In the fall of 1944, the XP-62 was finally scrapped without any further flight testing. The weights of the XP-62 were 11,773 pounds empty, 14,660 pounds normal loaded, and 16,651 pounds maximum. Dimensions were wingspan 53 feet 7 3/4 inches, length 39 feet 6 inches, height 16 feet 3 inches, and wing area 420 square feet. The following performance figures are manufacturers estimates, since only limited flight testing of the XP-62 took place. Maximum speed: 448 mph at 27,000 feet, 358 mph at 5000 feet. Normal range: 900 miles. Maximum range: 1500 miles. Climb to 15,000 feet in 6.9 minutes. Service ceiling: 35,700 feet. Sources: War Planes of the Second World War, Fighters, Volume 4, William Green, Doubleday, 1964. Curtiss Aircraft, 1907-1947, Peter M. Bowers, Naval Institute Press, 1987. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 '`'t B'`'m k&`'k0e%`'o &`'c0a%`'l '`'q %`'n0%`'k &`'?@`'@B`'j0%`'t [&`'t0s%`'i0&`'m0I&`'6@`'@B`'e0#`'q "&`'k $`'j0k%`'U@x`'@B`'i (%`'n0h&`'l %`'m j%`'o r%`'w0&`'t0l&`'t0('`'@`'@B`'i8$`'r &`'v &`'C@A`'@B`'g0Z$`'q %`'o0M'`'q0'`'i0&`'l0F'`'oP'`'@B`'h0$`'t0&`'y0T'`'[P`'@B`' @`'@B`'aP*!`'@B`'_P `'@B`'FP`'@B`' `t`'`p`'p@ `'6 D`' `3`'@`'@@`'EU(xKd(xKd@"The P-47N version of the Thunderbolt was the last version to be manufactured in quantity. It was a specialized long-range version built specifically for service in the Pacific theatre. Four P-47D-27-RE airframes (serials 42-27385/27388) had been taken off the production line at Farmingdale and fitted with the Pratt & Whitney R-2800-57(C) engine driving a larger CH-5 turbosupercharger. This engine could produce a war emergency power of 2800 hp at 32,500 feet with water injection. These aircraft had been redesignated YP-47M and served as the prototypes for the P-47M series. However, the war in the Pacific required fighter ranges even greater than did operations over Germany. In pursuit of better long-range performance, in mid-1944 the third YP-47M prototype (42-27387) was fitted with a new wet wing of slightly larger span and area. The aircraft was redesignated XP-47N. For the first time in the Thunderbolt series fuel was carried in the wings, a 93 US gallon tank being fitted in each wing. When maximum external tankage was carried, this brought the total fuel load of the XP-47N up to an impressive 1266 US gallons. This fuel load make it possible for a range of 2350 miles to be achieved. The new wing also incorporated larger ailerons and squared-off wingtips. These innovations enhanced the roll-rate of the Thunderbolt and improved the maneuverability. The dorsal fin behind the bubble canopy was somewhat larger than that on the P-47D. However, the increased fuel load increased the gross weight of the aircraft. In order to cope with the increased gross weight, the undercarriage of the XP-47N had to be strengthened, which increased the weight still further. The maximum weight rose to over 20,000 pounds. The XP-47N flew for the first time on July 22, 1944. Such was the USAAF confidence in the Thunderbolt design that they went ahead and ordered 1900 P-47Ns in June 20, 1944, even before the first XP-47N had flown. The P-47N was destined to be the last version of the Thunderbolt to be manufactured. The first P-47N-1-RE appeared in September of 1944, and 24 were delivered by years end. The P-47N-5-RE and subsequent batches had zero-length rocket launchers added. The R-2800-77 engine was installed in late production models such as the P-47N-25-RE. The P-47N gave excellent service in the Pacific in the last year of the War, particularly in escorting B-29 Superfortress bombers in raids on the Japanese mainland. P-47Ns were able to escort the bombers all the way from Saipan to Japan and on many other long, overwater flights. A total of 1667 P-47Ns was produced by the Farmingdale plant between December 1944 and December 1945, when the Thunderbolt line finally closed down. 149 more P-47Ns were built by the Evansville factory. V-J Day cancellation of 5934 Thunderbolts brought production of the type abruptly to an end. Performance of the P-47N-5-RE included a maximum speed of 397 mph at 10,000 feet, 448 mph at 25,000 feet, and 460 mph at 30,000 feet. Initial climb rate was 2770 feet per minute at 5000 feet and 2550 feet per minute at 20,000 feet. Range (clean) was 800 miles at 10,000 feet. Armament included six or eight 0.50-inch machine guns with 500 rpg and two 1000-lb or three 500-lb bombs or ten 5-inch rockets. Weights were 11,000 pounds empty, 16,300 pounds normal loaded, and 20,700 pounds maximum. Dimension were wingspan 42 feet 7 inches, length 36 feet 4 inches, height 14 feet 7 inches, and wing area 322 square feet. Serials of the P-47N were: 44-87784/88333 Republic P-47N-1-RE Thunderbolt 44-88334/88883 Republic P-47N-5-RE Thunderbolt 44-88884/89083 Republic P-47N-15-RE Thunderbolt 44-89084/89283 Republic P-47N-20-RE Thunderbolt 44-89284/89450 Republic P-47N-25-RE Thunderbolt 45-49975/50123 Republic P-47N-20-RA Thunderbolt Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. War Planes of the Second World War, Fighters, Volume Four, William Green, Doubleday 1964. United States Military Aircraft since 1909, Gordon Swanborough and  Peter M. Bowers, Smithsonian, 1989. Famous Fighters of the Second World War, Volume I, William Green, 1967. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Republic P-47 Thunderbolt (8 of 9)Thunderbolt in European theatre `' 6 @5 $$Number One in the Fighter Seriesthe Curtiss P-1 Hawk P-1, PW-8 This article is the first in a series which will discuss the US Army and US Air Force fighter aircraft in the P (later F) series. I will discuss them in the order in which they appear in the numerical series. This first article will deal with the Curtiss P-1 Hawk. The Curtiss Hawk series of fighter aircraft was developed directly from a line of specialized racing planes that the Curtiss Aeroplane and Motor Company of Buffalo and Garden City, New York had built for the Army and Navy between the years 1921 and 1925. The powerplant for these racers was a Curtiss-developed compact, water-cooled, direct-drive V-12 design with a displacement of 1150 cubic inches and a power of 435 hp. This engine bore the manufacturers designation of D-12, but in the middle 1920s the US military services adopted a type and displacement designation for engines. The D-12 engine was given the designation V-1150, V for the basic Vee design and 1150 for the cubic inch displacement. The first fighter based on the new 435 hp Curtiss D-12 engine originated in 1922 as a private venture by Curtiss. The design was given the company designation of Model 33. Three prototypes were ordered by the Army Air Service on April 27, 1923 under the designation PW-8. Serial numbers were 23-1201, 1202, and 1203. Examples of a basically similar competing Boeing design were also ordered by the Army, and were given the designation PW-9. The designation PW-8 stood for Pursuit, Water-cooled, Model 8. This Army designation scheme had been introduced in 1920. There were seven separate Pursuit categories, chosen according to the role of the aircraft and the type of engine which powered itPA (Pursuit, Air-cooled), PG (Pursuit, Ground Attack), PN (Pursuit, Night), PS (Pursuit, Special Alert), PW (Pursuit, Water-cooled), R (Racer), and TP (Two-seat, Pursuit). The PW-8 prototypes were redesignated XPW-8 in 1924 when the X-for-experimental prefix was adopted. The first PW-8 prototype was delivered to the Army on May 14, 1923. The fuselage of the PW-8 was of welded steel tube construction with fabric covering. The undercarriage was of a divided-axle design. The wings were entirely of wood and were of a very thin section which required two bays of inter-plane struts for stiffening. The cooling system for the D-12 engine consisted of a set of wing-surface radiators that were pioneered on Curtiss racers in 1922. These radiators were mounted flush with the upper and lower surfaces of the top wing, resulting in an extremely well-streamlined wing surface. In the fly off between the XPW-8 and the Boeing XPW-9 at McCook Field, the PW-8 proved faster, but the PW-9 was found to be more maneuverable, tougher, and more reliable. The primary problem that the Army found with the PW-8 was in its unique surface radiator cooling system. Although these radiators improved streamlining, they turned out to be a maintenance headache and were prone to constant leaks. In addition, the Army concluded that such a cooling system would be extremely vulnerable to damage by gunfire were the Hawk to be used in combat. The second XPW-8 prototype (Ser No 23-1202) differed from the first in having a divided type of landing gear with reduced drag. The streamlining of the cowling was improved, and strut-connected ailerons and unbalanced elevators were provided. Gross weight increased from 2768 lbs. to 3151 lb Although the Army favored the Boeing design, the Curtiss company nevertheless did get an order from the Army for 25 production PW-8 fighters. This order was given to Curtiss in return for the companys agreement to collaborate on a pet scheme originated by General Billy Mitchell to attempt a coast-to-coast flight across the USA to be completed between dawn and dusk on the same day. The prototype XPW-8 23-1201 was stripped of all military equipment and used in two unsuccessful attempts piloted by Lt. Russell Maughan in July of 1923 to cross the USA in a dawn-to-dusk flight. This aircraft was later fitted with a second cockpit, temporarily given a spurious designation of CO-X (for Corps Observation, Experimental) and entered in the 1923 Liberty Engine Builders Trophy race for military two-seaters. It was withdrawn before the race because of objections from the Navy. The 25 production PW-8s (Ser Nos 24-201/225) that had been ordered in September 1923 began to be delivered to the Army in June 1924. These aircraft were in the configuration of the second XPW-8 (Ser No 23-1202), which differed from 23-1201 by having a different undercarriage. Most of the production PW-8s served with the 17th Pursuit Squadron, although several production PW-8s were sent to McCook Field for experimental work. On June 23, 1924, PW-8 Ser. No. 24-204 was finally able to complete the first successful dawn-to-dusk crossing of the USA. The aircraft, piloted by Lt. Russell Maughan, took off from Mitchell Field on Long Island, with refuelling stops at Dayton, Ohio, St. Joseph, Missouri, Cheyenne, Wyoming, and Saldura, Utah. The PW-8 was powered by a 435 hp Curtiss D-12 engine. Maximum speed was 171 mph at sea level. Cruising speed was 136 mph. Initial climb rate was 1830 ft/min. Service ceiling was 20,350 ft. Range was 544 miles. Armament consisted of a pair of 0.30 Cal. machine guns mounted above the engine synchronized to fire through the propeller arc. Weights were 2185 lbs. empty, 3155 lb. gross. The third prototype XPW-8 (23-1203) from the original order had been held back at the factory for installation of a set of single-bay wings. These new wings had heavier spars which produced a stiffer structure, permitting the installation of only a single bay of struts. The new aircraft was assigned the company designation of Model 34. It was delivered in this form to the Army in September 1924, and was later redesignated XPW-8A. The troublesome surface radiators of the first two prototypes were replaced by a core-type radiator built flat into the center section of the upper wing panel. A modified rudder without balance area was fitted. XPW-8A Ser No 23-1203 was entered into the 1924 Pulitzer Trophy race. When modified for the race, the radiator was installed in a tunnel underneath the engine, similar to the installation on the Boeing PW-9. In this guise, 23-1203 was known as XPW-8AA. It came in third in the race. The new core-type radiator of the XPW-8A proved to be somewhat less temperamental than the surface radiators of the first two XPW-8s, but it was still considered inadequate by the Army. In the meantime, the Army Air Service had been impressed by the performance of the competing Boeing XPW-9 at McCook Field. The XPW-9 was basically similar to the XPW-8, but it had tapered wings and was provided with a tunnel radiator underneath the engine. The Army was impressed with both of these features. Consequently, the Army asked Curtiss to fit tapered wings and a tunnel radiator to its XPW-8A and resubmit the aircraft for consideration. Curtiss agreed to the changes, and the modified 23-1203 was delivered to the Army in March 1925. The changes resulted in a change of designation to XPW-8B. rdized on the F-84F in 1956. They were replaced by F-104G Starfighters during the early 1960s. The Aeronautica Militare Italiano equipped three Air Brigades (Aerobrigata 5a, 51, and 51a) with F-84Fs in 1956. The newly-revived West German Luftwaffe received large numbers of F-84Fs. The Thunderstreak was in fact the first combat aircraft to be operated by the new Luftwaffe after the end of World War II. On June 20, 1958, the first German fighter-bomber wing, Jabo G.31, became operational. Four more, Jabo G.32, 34, and 35, were soon added. Some 450 Thunderstreaks served with the Luftwaffe during the late 1950s and early 1960s. The Thunderstreak was eventually replaced in Luftwaffe service by the European-built F-104G Starfighter. Some of the ex-German, Belgian, and Dutch Thunderstreaks were transferred to Greece and Turkey. It seems that every time a combat aircraft is transferred to Greece, one must also be transferred to Turkey, and vice versa. :-). Some of these Thunderstreaks remained operational into the late 1970s until they were finally replaced by Northrop F-5s. F-84Fs were employed by Turkey in the fighting over Cyprus during the 1970s, but I have no record of Greek and Turkish Thunderstreaks ever facing each other in combat. Specification of the F-84F-25-RE: One Wright J65-W-3 turbojet rated at 7220 lb.st. Maximum speed (clean), 695 mph at sea level (Mach 0.91), 658 mph at 20,000 feet (Mach 0.94) The F-84F is redlined at Mach 1.18 in a dive. Tactical radial (clean): 450 miles at 36,000 feet. Combat radius with two 230 US gallon drop tanks is 790 miles. Ferry range with four 230 US gallon drop tanks is 2140 miles. Initial climb rate (clean): 8200 feet per minute. Service ceiling: 46,000 feet. Weights: 14,014 pounds empty, 19,340 pounds combat weight (clean), normal loaded 26,000 pounds, and 28,000 pounds maximum takeoff. Dimensions: wingspan 33 feet 7 1/4 inches, length 43 feet 4 3/4 inches, height 14 feet 4 3/4 inches, wing area 325 square feet. Armament consisted of six 0.50 inch M-3 machine guns, four mounted in the nose and two mounted in the wing roots. A radar-ranging A-4 gunsight was provided. A maximum of 6000 pounds of external ordinance could be carried, a typical load being two 2000-lb. bombs and eight 5-inch HVARs or four 1000-pound bombs and 24 3-inch rockets. Total internal fuel capacity was 475 Imp.gall., but two 191.5 Imp.gall. drop tanks are normally carried on the inner underwing racks, while for ferry purposes two 375 Imp. gall or four 191.5 Imp.gall drop tanks could be carried to provide a range of 2140 miles. F-84F-40-RE serial number 52-6526 is on display at the Wright Patterson Air Force Base Museum in Dayton, Ohio. F-84F serial numbers: ges. The USAF EU(xKd4(xKd@U&(xKd U(xKd@U&(xKd (xKd3U&(xKd E(xKd$U&(xKd ! (xKd3U&(xKd (xKd2U&(xKd @(xKdU&(xKd % (xKd;U&(xKd 3 (xKd%U&(xKd $(xKd1U&(xKd " (xKdVU&(xKd (xKdquipment became available. `'McDonnell XP-67 Bat Only one built The McDonnell Aircraft Corporation of St Louis, Missouri was incorporated on July 6, 1939. McDonnell was certainly not a company to start smallas its first military project, the company immediately began a design study for a long range fighter. A rather ambitious first project for such a new aircraft corporation! In June of 1940, the new McDonnell company submitted an unsolicited proposal to the USAAC for an unconventional fighter powered by either an Allison V-3420-B2 or a Pratt & Whitney H-3130 engine equipped with a two-stage supercharger. The engine was to be buried in the fuselage aft of the pilot. The engine was to drive a pair of pusher propellers situated aft of the wings by means of a complicated system of extension shafts and gear drives. Although the USAAC rejected the proposal because of excessive weight and complexity, the Army was sufficiently impressed that it bought the engineering information from McDonnell on June 6, 1940 and encouraged the new company to keep trying. The next McDonnell proposal to the Army came later that same month. This time the company issued a proposal for a twin-engined, two-seat heavy fighter powered by a pair of Continental I-1430 twelve-cylinder inverted-Vee liquid-cooled engines. Initially, the USAAC expressed no interest, but during subsequent discussions with McDonnell some revisions were made and on May 5, 1941 a formal proposal was submitted to the Army. The project was given the company designation of Model S-23-A and called for a single-seat long-range fighter with a pressurized cabin. An unusually heavy armament of six 0.50 inch machine guns and four 20-mm cannon was proposed. McDonnells design team attempted to maintain true aerofoil sections throughout the entire airframe, the center fuselage and the rear portions of the engine nacelles merging smoothly together. This gave the aircraft a unique bat-like appearance. The forward member of the tricycle undercarriage retracted into the fuselage, whereas the mainwheels retracted into the engine nacelles. Guaranteed maximum speed was a rather optimistic 472 mph at 25,000 feet, and gross weight was estimated to be 18,600 pounds. This time the Army was definitely interested, and on August 2, 1941 the USAAF issued an authority for purchase of two prototypes. The contract was formally approved on October 29, 1941. The designation XP-67 was assigned, and the serial numbers of the two prototypes were 42-11677 and 42-11678. By the time that detailed design of the XP-67 got underway, the armament was changed to six 37-mm cannon with 45 rpg in the inboard wing sections. The pair of Continental XI-1430-1 engines were fitted with General Electric D-1 turbosuperchargers and drove four-blade propellers. A unique idea was to use the engine exhaust to augment the thrust. The increased armament and other changes caused the estimated gross weight to rise to 20,000 pounds. With the exception of armament, cabin pressurization equipment, and the oxygen system, the first XP-67 (42-11677) was ready by December 1, 1943. The aircraft had conventional ailerons rather than the planned drooping ailerons. By this time, the engines were XI-1430-17/19s, with D-23 turbosuperchargers. The Continental engines were rated at 1350 hp for takeoff and 1600 hp at 25,000 feet. The initial flight tests of the XP-67 were delayed by fires in BOTH engines that broke out during a high-speed taxiing run at Lambert Field in St Louis on December 8, 1943. After being repaired, the XP-67 was trucked to Scott Field in Illinois. The first flight of the XP-67 took place there on January 6, 1944 with test pilot E. E. Elliott at the controls. However, this flight had to be abruptly terminated after only six minutes owing to engine problems. The XP-67 was grounded while modifications were made to the engine compartments. A stainless-steel bulkhead was installed to seal off the turbosupercharger compartment from the rest of the engine, improvements were made to the cooling air circulatory system, and the aft ends of the engine cowlings were shortened. With these modifications, two test flights were completed successfully. However, on the fourth flight (on February 1, 1944), the Continental engines were deliberately overspeeded and the bearings burned out, forcing yet another emergency landing. This mishap had damaged the Continental engines beyond repair, and since replacements were not immediately available, the XP-67 was returned to McDonnell in St Louis for modifications. Wind tunnel testing had suggested that the tailplane should be raised one foot in order to improve longitudinal stability, and this was done while the aircraft was awaiting replacement engines. Test flying resumed on March 23, 1944, and five more successful flights were made during the month of May by USAAF test pilots. During this time, some problems were encountered with engine roughness, with improper aileron balance, and with unsatisfactory main undercarriage door closure. However, the USAAF pilots reported that the cockpit layout was adequate and that ground handling was satisfactory. Handling in the air was considered as being satisfactory and the roll rate was deemed to be good at high speed. The fighter was stable longitudinally, but it was neutrally stable laterally and tended to Dutch roll. However the performance of the XP-67 fell quite short of that which was promised. The takeoff run was excessively long, the initial climb rate was poor, and the acceleration was slow. The aircraft was clearly underpowered with its troublesome Continental engines, which failed to develop their design rating of 1350 hp, barely reaching 1060 hp. Test flights continued throughout the summer of 1944. A dorsal fin and an additional two degrees of dihedral were added to the tailplane to improve lateral stability. The XP-67 was scheduled to begin official performance tests in September, but before they could get underway a fire broke out in the righober 15, 1940 to have fifty-nine moreZ585'.$'S _#& #=C< @@@Dbf"@,M8@5@6@r .M@@ =@ @U @ @ @ @ ![!!@$"@$"("@#8#@&f#@@#{$@o&'c|'7@'F@(t(Zh)8))@C}*:* +@X@e+@G+4@+@4,+E,-Vs-@v-@)-@--@-@. @).*.@K.S. .5.,/@ @/@/'004)1@42 M2@I3I@4:3);@_;2@;;@<@ @)<_<y<@z<@<<<<@<<@@<<<<< ==,0=0= @  `'``'u(xKd`'`p`'@ f`'``'The next version of the Kingcobra was the P-63E (Bell Model 41). The P-63E was generally similar to the experimental P-63D, and retained the larger wing and the Allison V-1710-119 engine of the bubble-topped D. However, the P-63E reverted to the standard Kingcobra framed cockpit with the car-like door on either side. The P-63E restored the ventral fin extension that was fitted to the later production block of the P-63C, a feature which had been omitted from the P-63D. The P-63E also differed in having increased fuel capacity. Empty weight of the P-63E was 7300 pounds, and normal and maximum loaded weights were 9400 pounds and 11,200 pounds respectively. Maximum speed was 410 mph at 25,000 feet, and an altitude of 25,000 feet could be reached in 7.6 minutes. Normal range was 725 miles, and maximum ferry range was 2150 miles. Dimensions were wingspan 39 feet 2 inches, length 32 feet 8 inches, height 12 feet 9 inches, and wing area 255 square feet. 2943 P-63Es were ordered for supply to American allies under Lend-Lease. However, the end of the war in Europe caused the order to be cancelled after only thirteen examples had been built. The serial numbers of the P-63Es that were completed were as follows: 43-11720/11721 Bell P-63E Kingcobra 43-11725/11735 Bell P-63E Kingcobra P-63E serial number 43-11728 is on display at the WPAFB Museum in Dayton, Ohio. Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, William Green, Doubleday, 1964. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. P-39 Airacobra In Action, Ernie McDowell, Squadron/Signal Publications, 1980. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Bell P-63 Kingcobra (7 of 8) P-63F The last wartime version of the Kingcobra was the P-63F. It differed from the P-63E in having an extended vertical tail for better control in addition to the ventral fin extension. It used the Allison V-1710-135 engine of 1425 hp instead of the similar-powered V-1710-109 of the P-63E. The first P-63E flew in April of 1945. Only two were built (43-11719 and 43-11722) before postwar cancellations brought further development of the Kingcobra line to an end. After the war, lots of Kingcobras were disposed of as surplus on the commercial market. P-63F 43-11719 was sold to a commercial user, and in later years it passed though a succession of owners and carried numerous civilian registration numbers. It was used extensively for unlimited racing. Bearing the civilian registration NX1719, it finished tenth in the Thompson Trophy races in 1946. It finished fourth in the 1976 Mojave Races. I am unaware of its ultimate fate. Anyone know? Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, William Green, Doubleday, 1964. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. P-39 Airacobra In Action, Ernie McDowell, Squadron/Signal Publications, 1980. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Bell P-63 Kingcobra (8 of 8) RP-63G The final production version of the Kingcobra was the RP-63G, which was a dedicated flying target version of the Kingcobra. The manufacture of the RP-63G actually continued on into 1946. Two P-63Cs (42-11723 and 11724) were taken off the production line and modified to RP-63G configuration. Lights were inset into the fuselage sides and into the top surfaces of the outer wings to indicate when the plane was hit, and a flush dorsal intake was fitted. 450 RP-63Gs were ordered into production as dedicated flying targets (the earlier Pinballs being conversions on the production line of P-63 fighters). The RP-63G was powered by the Allison V-1710-135 engine. However, only 30 production RP-63Gs were built before production of the Kingcobra finally came to an end. The order for 420 more RP-63Gs were cancelled before they could be built. The serials of the 30 production RP-63G-1 Kingcobras built were 45-57283 through 45-57312. A single RP-63G (serial number 45-57300) was fitted with an experimental V-tailed assembly a la Beechcraft Bonanza. In 1948, the RP-63G was redesignated QF-63G, Q being a pilotless drone classification. However, it was never actually flown as a pilotless drone. Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, William Green, Doubleday, 1964. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. P-39 Airacobra In Action, Ernie McDowell, Squadron/Signal Publications, 1980. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 P#`'@@`'w "`' &`'&@ `'@@`'0$`'@`'@@`'aP`'@@`' %`' "&`'0$`'()'`'0%`'0&`' &`'0&`'?@:`'@@`'l@`'@@`''( `'`'``'" `' ``'``'" `'``'" `' ``'``'" `' ``'``'" `'`'l range was 850 Number Sixty-Three in the SeriesBell P-63 Kingcobra (1 of 8) XP-63, P-63A The P-63 Kingcobra was the result of an attempt on the part of the Bell Aircraft Corporation to correct some of the deficiencies of the earlier P-39 Airacobra. Although the Kingcobra had a superficial resemblance to the P-39, it was, in fact, a completely new design and no parts of the two aircraft were interchangeable. Of the several USAAF single-seat fighter designs which reached the preliminary flight test stage after Pearl Harbor, only the Bell P-63 Kingcobra succeeding in going into large-scale production and operational service before the end of the war. Although the Kingcobra met the requirements for which it was designed, these requirements were already outdated by the time they were framed. The P-63 was, in fact, fated never to enter combat wearing the colors of the nation which created it. Those Kingcobras which did participate in combat did so while serving with foreign air forces. Of the 3303 Kingcobras built, 2421 were supplied to the USSR under Lend-Lease and 300 went to the French. Of the remaining Kingcobras which stayed in the USA, 332 were converted as armored target aircraft. The history of the Kingcobra actually begins back before Pearl Harbor. Even before the USA entered World War 2, the USAAC had come to the conclusion that the Airacobra had too poor a high-altitude performance to make it an effective interceptor. The deficiencies of the Airacobra were not due to any intrinsic flaw in the basic design, but were caused primarily by low engine power at high altitudes due to the unfortunate initial decision to omit the two-stage turbosupercharger. In February of 1941, the Bell Aircraft Corporation proposed to cure some of Airacobras performance problems by mating the basic P-39D fuselage to an uprated engine and a laminar flow wing. Three prototypes were ordered in April of 1941 under the designation XP-39E. Serials were 41-19501, 41-19502, and 42-7164. The engine for these three planes was originally intended to have been the experimental Continental V-1430-1, but this engine ran into protracted development problems and a decision was made to switch to the 1350 hp Allison V-1710-47 liquid-cooled V-12 engine.. The wingspan and gross wing area were increased to 35 feet 10 inches and 236 square feet respectively. Each of these three aircraft tested different wing and tail configurations. XP-39E Number one had a rounded vertical tail. The tailplane had squared-off tips. XP-39E number two had a squared-off fin and rudder and had large wing fillets. XP-39E number three had all its flight surfaces squared off. The XP-39E proved to be faster than the standard Airacobraa maximum speed of 386 mph being attained at 21,680 feet during tests. However, the XP-39E was considered to be inferior to the stock P-39 Airacobra in all other respects, so it was not ordered into production. Even before its first flight, the USAAF considered the XP-39E project as showing sufficient promise that on June 27, 1941 they placed an order for two prototypes of an enlarged version powered by the same Allison V-1710-47 engine. The designation was XP-63 and serials were 41-19511 and 41-19512. The XP-63 was larger in all dimensions than the Airacobra. The wings were of a NACA laminar flow design that reduced drag by a significant amount and increased the span by 4 feet 4 inches to 38 feet 4 inches. The Allison V-1710-47 engine was fitted with a second hydraulic turbosupercharger supplementing the normal single-stage supercharger, effectively adding 10,000 feet to the service ceiling. A four-bladed propeller was standardized. A persistent complaint against the Airacobra was that its nose armament wasnt easily accessible for maintenance, and in order to cure this problem the XP-63 was fitted with larger cowling panels. In September of 1942, even before the first flight of the prototype, the aircraft was ordered into production by the USAAF as the P-63A. The P-63As armament was to be the same as that of the P-39Qa single 37-mm cannon firing through the propeller hub, two 0.50 inch machine guns in the upper nose, and two 0.50 inch machine guns in underwing gondolas. The XP-63 Ser No. 41-19511 flew for the first time on December 7, 1942. This was the first anniversary of Pearl Harbor, and the significance of that date was not lost on anyone. The XP-63 was fitted with a 37-mm hub cannon and two nose 0.50 inch machine guns (the underwing guns were not fitted). Weights were 6054 pounds empty, 7525 pounds gross, and 10,000 pounds maximum takeoff. Dimensions were wingspan 38 feet 4 inches, length 32 feet 8 inches, height 11 feet 5 inches, and wing area 248 square feet. As anticipated, the XP-63 exhibited a performance that was much better than that of the P-39. A speed of 407 mph was attained at sea level during early testing. On January 28, 1943, the XP-63 prototype was lost in an unfortunate accident. Test pilot Jack Woolams was just about to bring the XP-63 in for a landing after a routine test flight when he found that the landing gear wouldnt extend. He circled the airfield for several hours to burn off excess fuel. By the time he was ready for the belly landing, the sun had set. Woolams mistook the runway side lights for end lights and put the XP-63 down in a field of small trees. Woolams walked away from the accident, but the XP-63 was a total loss. The second prototype (41-19512) flew for the first time on February 5, 1943. It did not have much better luck. It crashed on May 25, 1943 after its engine threw a rod at altitude. In spite of the loss of the two prototypes, the USAAF was sufficiently confident that there was no intrinsic flaw in the basic design, and the work on the Kingcobra project continued unabated. Even though the XP-63 had exhibited a much better altitude performance than did the P-39, the USAAF nevertheless regarded the Kingcobra as being more suited for the low-altitude close-support role than for the high-altitude interception role. The production prototype (42-78015) flew for the first time on April 26, 1943. Designated XP-63A, this prototype diff"`'s0&`'r0N%`'s '`'t &`'q0&`'@`'@@`'l #`'m0$`'j0h%`'g %`'j(%`'n0R&`'l o&`'p ''`'h0%`' @`'@@`'i $`'l $`'m0P'`'e@B"`'@@`'l(%`'o0&`'q 9&`'l0M'`'n0&`'o0&`'C@`'@@`'i }%`'k %`'r <'`' @`'@@`'f >#`'u &`' ?`'s &`'q0$`'p `'`'N@`'@@`'m }%`'`@\!`'@@`'h0$`'1@r `'@@`' @`'@@`'UP-`'@@`'Tl`'``'*@~ `'@@`'t`'gP#`'@@`' J@. EU(xKd1(xKd*U&(xKd d (xKdEU&(xKd o;(xKdJU&(xKd v(xKd@(xKd@@OU&(xKd L (xKd?U&(xKd { (xKd@(xKd@@OU&(xKd J(xKdDU&(xKd R(xKd@(xKd@@<U&(xKd i (xKd`w`'A&`'``'A&`' `n`'A&`' `n`'A&`' `n`'A&`' `n`'A&`'!`a `'A&P`'` `'A&P`'` `'A&P`'`T`'A&P`'`v`'A&P`'`j`'A&P`'``'A&P`'@P`'``'A&P`'@Bs`'1``'A&P`'@@s`';`z`'A&P`'C``'A&P`' `N`'Q&E`' `p`'Q&E`'`6`'Q&E`'``'Q&E`'"`M `'Q&E`'.`.`'Q&E`'p `'A&P`'#`2 `'A&P`'`Y`'A&P`'3``'A&P`'@@s`'7`R`'A&P`'` `'A&P`'`M `'A&P`'``'A&P`'``'A&P`'p`'A&P`'`9`'A&P`'`D`'A&P`' ` `'A&P`'` `'A&P`'@@s`'+`T`'A&P`'`d`'A&P`''p9`'A&P`''p `'A&P`'p `'A&P`' ``'A&P`'` `'A&P`'` `'A&P`'`"`'A&P`'.``'A&P`'``'A&P`'$`{ `'A&P`'@@s`'7`'`h"`'A&P`'@@s`'-`'`hD`'A&P`'@@s`'6`'`ho `'A&P`'@@s`'6G`' `h`'A&P`'@@s`'+``'A&P`'@@s`'.`H`'A&P`'@@s`'<`B`'A&P`'?``'A&P`'@`'`9`'A&P`'"` `'A&P`''`$`'A&P`',``'A&P`'`A `'A&P`'*``'A&P`'!` `'A&P`'`"`'A&P`'@@s`'0r`' `h`'A&P`'@@s`'@,`'`h`'A&P`'@@s`',`'#`h `'A&P`'@@s`'<`j`'A&P`'` `'A&P`'` `'A&P`'``'A&P`'``'A&P`'2``'A&P`'>p `'A&P`''p*`'A&P`'.p`'A&P`'`9`'A&P`'p`'A&P`'@@s`' `' `h`'A&P`'@@s`'`' `h`'Q&E`'@@s`'`'`h$ `'A&P`'@@s`'`'`h-`'A&P`'@@s`'8 `'`h`'A&P`'@@s`' `' `h`'A&P`'@@s`' `''`h `'A&P`'@@s`'Z`'phk `'A&P`'@@s`'`'ph`'A&P`'@@s`':p`'A&P`'-pZ`'A&P`'`9`'A&P`'`9`'A&P`'@F`'``'A&P`'p `'A&P`'%p&`'A&P`'``'A&P`'``'A&P`'``'A&P`'/`|`'A&P`'@@s`'/`'-phz`'A&P`'@@s`'8`t`'A&P`'``'A&P`'``'A&P`'``'A&P`'`9`'A&P`'``'A&P`'`-`'A&P`'`"`'A&P`'``'A&P`'@@s`'5i`'(`h `'A&P`'@@s`'`' `h`'A&P`'@@s`'`'-`h`'A&P`'@@s`'`'`h0`'A&P`'@@s`'6`' `h`'A&P`'@@s`'0`'phj `'A&P`'@@s`'8`'"`h `'A&P`'@@s`'1`'#ph `'A&P`' ``'``'p`'343rd Fighter Group+347th Fighter Group5348th Fighter GroupS350th Fighter GroupQ352nd Fighter Group\353rd Fighter Grouph354th Fighter GroupI355th Fighter Groupi356th Fighter Groupj357th Fighter Group]358th Fighter Group>359th Fighter Group^35th Fighter Group/35th Fighter Interceptor Wing35th Interceptor Groupu35th Training Group361st Fighter Group_363rd Fighter Group`363rd Tactical Reconnaissance Wing364th Fighter Groupk366th Fighter Bomber Group{366th Fighter GroupA366th Fighter Interceptor Wing367th Fighter GroupB368th Fighter GroupC36th Fighter Bomber Groupo36th Fighter Group?36th Fighter Interceptor Wing36th Training Group 370th Fighter Groupl371st Fighter GroupD373rd Fighter GroupE37th Fighter Group388th Fighter Interceptor Wing3rd Photographic Reconnaissance Group(3rd Wing (JASDF)404th Fighter GroupJ405th Fighter GroupF406th Fighter GroupG406th Fighter Interceptor Wing407th Fighter Bomber Groupz412th Fighter Groupm450th Fighter Interceptor Wing474th Fighter Group'474th Fighter Interceptor Wing475th Fighter Group0479th Fighter Group&479th Fighter Interceptor Wing481st Night Fighter Operational Training Groupn48th Fighter GroupH48th Fighter Interceptor Wing49th Fighter Bomber Groupr49th Fighter Bomber Wing49th Fighter GroupU4th Composite Group4th Fighter Group4th Fighter Interceptor Wing5001st Composite Groupv508th Fighter GroupW50th Fighter Group@50th Fighter Interceptor Wing51st Fighter Group-51st Fighter Interceptor Wing51st Interceptor Groupp52nd Fighter Groupa54th Fighter GroupX55th Fighter Group%55th Pursuit Group;56th Fighter Group<56th Fighter Interceptor Wing57th Fighter GroupM57th Interceptor Groupq58th Fighter GroupT58th Fighter Interceptor Wing5th Photographic Reconnaissance Group)5th Fighter Wing (Philippines)5th Fighter Wing (RoCAF))67th Tactical Reconnaissance Groupe67th Tactical Reconnaissance Wing68th Observation Group768th Tactical Reconnaissance Groupf69th Tactical Reconnaissance Groupg6th Fighter Wing (Philippines)78th Fighter Group=78th Fighter Interceptor Group79th Fighter GroupN7th Photographic Reconnaissance Group*80th Fighter Group,81st Fighter Bomber Group|81st Fighter Groups81st Fighter Interceptor Wing82nd Fighter Group#86th Fighter GroupO8th Photographic Reconnaissance Group28th Pursuit Group 8th Fighter Bomber Groupt8th Fighter Bomber Wing8th Fighter Group68th Fighter Interceptor Wing94th Pursuit Squadron 97th Pursuit Squadron 99th Strategic Reconnaissance WingAla de Caza 1American Volunteer Group8AT-4AT-5CO-XConqueror engineFirst Fighter GroupFlying Tigers9Maughan, Lt. RussellMcCook FieldNational Air Race, 1927National Air Races, 1926No. 1 Fighter Wing RCAFNo. 112 Fighter Wing RHAFNo. 2 Fighter Wing RCAFNo. 3 Fighter Wing RCAFNo. 4 Fighter Wing RCAFNo. 78 Fighter Wing RAAFP-1P-17Pulitzer Trophy race, 1924PW-8PW-9Wright FieldWright J-5On January 11, 1933, USAAC ordered 111 examples under the designation P-26A. Serials were 33-28/138. It beat out the competing Curtiss XP-31 Swift for production orders. This initial order was soon increased to 136, with the additional plan`'MU(xKd (xKd9U&(xKd (xKdDU&(xKd  (xKd,U&(xKd (xKd,U&(xKd (xKd8U&(xKd (xKdcU&(xKd f(xKdJU&(xKd xI(xKdHU&(xKd (xKdLU&(xKd U(xKd?U&(xKd (xKd7U&(xKd (xKd8U&(xKd  (xKdZ8+8+`'2O2H8{2E4@U@3E$! 32@% ;3 %$1" -Eleventh in the SeriesThe Curtiss XP-11 Hawk Chieftain, P-20, XP-6E The Curtiss P-11 Hawk was an attempt to adapt the P-6 airframe to the new 600 hp Curtiss H-1640 Chieftain two-row, 12 cylinder air-cooled engine. Three P-6 airframes (29-367, 368, and 374) were to be reserved for the P-11 project. A similar conversion of an existing airframe to the Chieftain engine had already progressed further alonga standard production Curtiss O-1B Falcon two-seat observation plane converted as a flying test bed. When fitted with the new Chieftain engine, the O-1B was redesignated XO-18. Flight tests with the XO-18 showed that the new Chieftain engine was subject to chronic overheating problems. It was thought that the problems with the Chieftain were insoluble, and any further work on this engine was abandoned. The XO-18 flying test bed was converted back into standard O-1B configuration with a Conqueror engine. With the failure of the Chieftain engine, any thoughts of proceeding further with the P-11 project were abandoned. Ser Nos 29-367 and 268 were subsequently completed to P-6 standards (later converted to P-6D) with the installation of Conqueror engines. Ser No 29-374 was to have a completely different history. It later became the YP-20 when a 650 hp Wright R-1860-9 Cyclone radial engine was fitted. The fin and rudder of the YP-20 were changed slightly by raising the division between the rudder balance area and the top of the fin by half a rib space. The Cyclone radial engine installation in the YP-20 proved to be unsatisfactory, and this engine was replaced with the 700 hp V-1570-23 Conqueror liquid-cooled engine, mounted with an new horizontal tail, and given the single-strut undercarriage first tried out on the XP-22. A tailwheel was used in place of the tail skid. The YP-20 was then redesignated XP-6E, to become the prototype of the famed P-6E variant of the Hawk pursuit. Sources: United States Military Aircraft Since 1909, Gordon Swanborough and Peter Bowers, Smithsonian Institution Press, 1989. The American Fighter, Enzo Angellucci and Peter Bowers, Orion Books, 1987. Curtiss Aircraft: 1907-1947, Peter M. Bowers, Naval Institute Press, 1987. The Curtiss Army Hawks, Peter M. Bowers, Aircraft in Profile, Doubleday, 1969. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033. (708) 713-4548 Twelfth in the SeriesThe Boeing P-12 Most numerically significant of the Armys between wars fighters. H ?g [  By the summer of 1943, the performance of the P-40 Warhawk was leaving much to be desired, especially in comparison to the later types such as the P-38, P-47, and P-51 which were beginning to come into service. The P-40N version (company designation Model 87V, 87W) was introduced at this time in an effort to improve the capabilities of the basic design and thus avoid interrupting Curtiss production lines by having the company introduce an entirely new type. A new lightweight structure was introduced, two of the six wing-mounted guns were removed, smaller and lighter undercarriage wheels were installed, head armor was reintroduced, and aluminum radiators and oil coolers were installed. The first 1500 examples of this new Warhawk line were to have been delivered as P-40Ps powered by Merlin engines, but shortages of the Packard-built Merlin caused this order to be cancelled and the P-40N with the 1200 hp Allison V-1710-81 engine to be substituted in its place. Even though in 1943 the Warhawk was rapidly becoming obsolescent, the P-40N became the version that was most widely built5220 examples rolling of the production lines. There were several production blocks of the P-40N, which differed from each other as follows: The first production block was the P-40N-1-CU. It appeared in March of 1943, still powered by the Allison V-1710-81 engine, but with 122 gallons of internal fuel and a generally lighter structure than its predecessors. With weight reduced to 6000 pounds empty, 7400 pounds gross, and 8850 pounds maximum, the N-1 was the fastest P-40 service variant and was intended for high altitude combat. Maximum speed was 378 mph at 10,500 feet and service ceiling was 38,000 feet. An altitude of 15,000 feet could be attained in 6.7 minutes. Four hundred P-40N-1-CUs were built. The P-40N-5-CU variant introduced a modified cockpit canopy with a frameless sliding hood and a deeper, rectangular aft transparent section to improve the rearward view. This cockpit canopy was retained for all the rest of the production blocks of the N version. The N-5 version restored the full six-gun wing armament, since pilots had complained that four guns were insufficient. Underwing racks were fitted for bombs or drop tanks, increasing external stores capacity to 1500 pounds. The new heavier gross weight of 8350 pounds limited top speed to 350 mph at 16,400 feet and service ceiling to 31,000 feet. An altitude of 14,000 feet could be attained in 7.3 minutes. Range was 340 miles with a 500-pound bomb underneath the fuselage. Three drop tanks promised a ferry range of up to 3100 miles at 198 mph. The P-40N-6-CU was the designation given to N-5s modified in the field and fitted with reconnaissance cameras in the fuselage. The P-40N-10-CU production block aircraft were winterized. The P-40N-15-CU production block aircraft differed in having the battery located forward of the firewall and new landing lights. The P-40N-20-CU introduced the V-1710-99 engine, which was simply an -81 powerplant with an automatic engine control unit. The P-40N-25-CU differed only in having a revised instrument panel. The P-40N-26-CU was the designation given to N-5s fitted with reconnaissance cameras in the fuselage. Three P-40N-25-CUs were converted as two-seat trainers under the designation RP-40N-26-CU. On February 14, 1944, another thousand Warhawks were ordered, broken down into a batch of 500 N-30s and 500 N-35s. They were similar to the N-25 except for valve and electrical system changes. The N-30 had modifications to the lubrication system. Twenty-two N-30s were converted to two-seat trainers as P-40N-31-CU. Seventy were converted to P-40R-1 trainers in 1944. The P-40N-35-CU featured changes in the carburetor, the instruments, and the lighting. As late as June 30, 1944, when the front-line equipment of all major air forces had far outpaced the potential of the P-40 series, an order for yet ANOTHER 1000 Warhawks was placed. This was the P-40N-40-CU production block. However, this order was later cut back to 220 aircraft. The N-40 was powered by the V-1710-115 engine of 1360 hp and featured metal-covered ailerons. The N-40 variant dispensed with the camouflage finish starting with 44-47860. It included improved non-metallic self-sealing fuel tanks, new radio and oxygen equipment, and flame-damping exhausts. The last production Warhawk was a P-40N-40-CU which left the assembly line on November 30, 1944, being the 13,738th P-40 built. One P-40N was experimentally fitted with a bubble canopy and was unofficially designated XP-40N. The following spec refers to the P-40N-15-CU: One 1200 hp Allison V-1710-81 twelve-cylinder liquid-cooled engine. Maximum speed 208 mph at 5000 feet, 325 mph at 10,000 feet, 343 mph at 15,000 feet. Maximum climb rate was 2120 feet per minute at 5000 feet, 2230 feet per minute at 10,000 feet. An altitude of 10,00 feet could be attained in 4.7 minutes, 20,000 feet in 8.8 minutes. Service ceiling was 31,000 feet. Range was 750 miles at 10,000 feet (clean). With one 62.4 Imp gal drop tank, range was 1080 miles. Weights were 6200 pounds empty, 8350 pounds loaded, 11,400 pounds maximum. Dimensions were wingspan 37 feet 4 inches, length 33 feet 4 inches, height 10 feet 7 inches, wing area 236 square feet. Many of the P-40Ns were shipped to Allied air forces under Lend-Lease, and comprised the majority of the 1097 P-40s sent to the USSR. Most of their operational flying took place in the Pacific in fighter-bomber or escort roles, most of them flown by RAF, RAAF, and RNZAF pilots. In USAAF service, the P-40N was relegated largely to training roles, as later types such as the P-51 Mustang or the P-47 Thunderbolt became increasingly available in quantity. 586 P-4ONs were to be Kittyhawk IVs for Britain, but the first 130 were diverted to the USSR. The RAF Kittyhawk IV serials were as follows: FS270/399 (all diverted to the USSR) FT849/954 FX498/847 Although the RAF evaluated the P-40Ns in the United `'(@ `'@B`'MP`'@B`'N@`'@B`'YP`'@B`'BP`'@`W`',@ `'@@`' $`' i&`'0+&`'jPh`'@B`' %`' &`'0&`' '`'F@`'@B`'0Y%`' &`' E&`' %`'N@`'@B`'06%`'t@ `'@B`' @w`'@B`'V`'``'(@ `'@B`'GP0`'@B`'`'`P`'@``'+ `'$@ &`'@@`'0V%`' &`'y@`'@B`' (%`'8&`'mP`'@B`'0#`' J%`'i@`'@B`' v$`'0%`' &`'0O'`' '`'0%`'Q@E`'@B`'~0`$`'0&`' &`'8@`'@B`' $`'0X%`' (&`'0&`'aP`'@B`'0E%`']@S`'@B`' @w`'@B`'V`'``'(@ `'@B`'MP`'@B`'M@`'@B`'XP`'@B`'@`'@B`'`'gPN`'@``'' *`'"@ &`'@@`'  %`'(H'`' &`'$@B `'@B`'06$`' X&`' '`' %`'#@ `'@B`'0#`' c&`' a&`'*@& `'@B`'0$`':@`'@B`' @w`'@B`'M@`'@B`'NP`'@B`'V`'``'``'(@ `'@B`'MP`'@B`'`'gPN`'@``'2 `''P `'@@`' $`'(&`'0S&`'@`'@B`' #`' &`' %`'0/&`'0&`'G@`'@B`' i%`' %'`'0&`' &`'QP`'@B`' @w`'@B`'U`'``')@" `'@B`'MP`'@B`'M@`'@B`'XP`'@B`'@`'@B`'`'gPN`'@`Z`'+ `'@ ` `'@@`' $`' /&`'@`'@B`' $`'\@b`'@B`' $`'0&`' &`'>@`'@B`' %`'  '`' &`'0&`'!@`'@B`' `%`' P'`'0\&`'Z@`'@B`' #`'S`' g&`'0'`' 3&`'@`'@B`'0%`' '`'PZ&`'@B`'0!%`' %`' &`'0F'`' %`'0&`' l&`'-@ `'@B`' #`'0&`' %`'@`'@B`'0$`'0&`'0$`'0&`'|P!`'@B`' $`'=@`'@B`'@#`'@B`' $`' `' &`' &`'0&`' O&`'P#`'@B`' $`' q&`' &`'#@w `'@B`'  %`' %`' %`'@*`'th Fighter Squadron of the 23rd Fighter Group, but they saw little use. Two Chinese squadrons based at An-Su saw combat action with the Vanguard from August 1943 onward. Many Vanguards were destroyed on the ground during Japanese attacks. The Vanguard had an unfortunate resemblance to the Japanese Nakajima Ki-43 *Oscar* and Nakajima Ki-44 *Tojo*, and several Vanguards were shot down by Chinese forces by mistake. Some Vanguards were placed in caves for storage at Chungking for use in the upcoming civil war against Maos Communists. Many were reported still in their crates as late as 1947. I am uncertain if they actually saw any service during the civil war. It is possible that there are some Vanguards in China STILL sitting in their crates in pristine condition. Would be an astounding discovery if this were actually the case! Sources: General Dynamics Aircraft and Their Predecessors, John Wegg, Naval Institute Press, 1990. War Planes of the Second World War, Fighters, Volume 4, William Green, Doubleday, 1964. The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987 Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Peter M. Bowers,  Smithsonian, 1989. P-39Number Seventy-Nine in the SeriesNorthrop XP-79B flying wing jet fighter The Northrop XP-79 originated in 1942 as an idea by John K. Northrop for a high-speed flying wing fighter aircraft powered by a rocket engine. Near-sonic speeds were envisaged. The idea was somewhat similar to that which eventually produced the Messerschmitt Me 163 rocket-powered interceptor in Germany. The Northrop fighter project was to be powered by a 2000 pound thrust Aerojet rocket engine, with takeoff assisted by a pair of 1000 pound thrust rocket boosters which would be dropped after takeoff. Northrop proposed that this airplane be flown by a pilot lying prone in the cockpit, since it was hoped that this would reduce strain on the pilot during violent maneuver and would present a minimum silhouette to enemy gunners. In January of 1943, the USAAF issued a contract for three prototypes under the designation XP-79. The availability of jet engines led to a decision in March to use two Westinghouse 19-B turbojets in the third prototype, which was redesignated XP-79B. Since the layout of the fighter was so radical, it was thought that test glider prototypes be built to verify the validity of the concept. One of these was designated MX-324, and was fitted with a fixed tricycle landing gear. The MX-324 was towed into the air by a P-38 on July 5, 1944, and became the first American-built rocket-powered aircraft to fly. Delays in the development of the Aerojet rocket engine caused the USAAF to cancel the two XP-79s, leaving only the XP-79B. The serial number of the XP-79B was 43-52437. The XP-79B was finally ready for flight testing in the summer of 1945. The pilot lay prone in an unpressurized cockpit situated between the two turbojets. The flying wing was of semimonocoque construction and was built largely of magnesium in order to save weight. Instead of conventional ailerons, the wing had air intakes at the tips for lateral control, in much the same manner as the XP-56. The aircraft was equipped with a pair of vertical tails, presaging the MiG-25 and the F-15. The retractable landing gear consisted of four wheels, two each in tandem. The XP-79B was to use a rather unusual technique for destroying enemy aircraft. The wing leading edge was reinforced so that it could slice off the wings or tails of enemy aircraft by ramming them! And if that didnt work, the XP-79B was equipped with a more conventional armament of four 0.50-inch machine guns in the wing leading edge. The XP-79B was transferred to Muroc Dry Lake in June of 1945. Flight testing was delayed by problems with bursting tires during ground taxiing trials. On September 12, 1945, test pilot Harry Crosby finally took the XP-79B up in the air for the first time. It flew all right for about fifteen minutes, but the plane then suddenly went into a spin from which it proved impossible to recover. Crosby attempted to parachute to safety, but his chute failed to open and he was killed. The XP-79B impacted in the desert and was destroyed in the resulting fire. Magnesium burns very nicely. :-). Although the mishap that cost Harry Crosby his life could have been corrected, the USAAF decided to abandon the project. Specification of the XP-79B: Powered by a pair of 1365 lb. st. Westinghouse 19B turbojets. Wingspan was 28 feet, length 14 feet, and height was 7 feet. Wing area was 278 square feet. Gross weight was 8669 pounds. Estimated performance included a maximum speed of 547 mph at 20,000 feet, an initial climb rate of 4000 feet, a service ceiling of 40,000 feet, and a range of 993 miles. The proposed armament of four 0.50 in machine guns was never fitted. Sources: American Combat Planes, Ray Wagner, Third Enlarged Edition, Doubleday, 1982. The American Fighter, Enzo Angelucci and Peter Bowers, Orion Books, 1987. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033   = 8 8 $9$``'3@ `'``'``'0@@ `'@@`' @`'@@`'R@`'@@`'bP!`'@@`'HP`'@@`'TPa`'@@`'t`'jP)$`'@@`'A[`'2m2Yk -\`' Z@B`'The P-63B was a proposed version of the Kingcobra to be powered by the Packard Merlin V-1650-5 liquid-cooled engine. This project was abandoned before anything could be built, and the next production version of the Kingcobra was the P-63C. Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, William Green, Doubleday, 1964. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Bell P-63 Kingcobra (4 of 8) P-63C The next production version of the Kingcobra was the P-63C. The P-63C-1 differed from the P-63A by being powered by the uprated Allison V-1710-117 engine with a war emergency rating of 1500 hp at sea level and 1800 hp with water injection. Apart from the more powerful engine, the P-63C-1 was basically similar to the P-63A-10. The next production block was the P-63C-5. The most noticeable change introduced by the P-63C-5 was the addition of a ventral fin underneath the aft fuselage. Total weight of armor rose to 201 pounds. The maximum speed of the P-63C was 410 mph at 25,000 feet. An altitude of 25,000 feet could be reached in 8.6 minutes. Service ceiling was 38,600 feet. Weights were 6800 pounds empty, 8800 pounds gross, and 10,700 pounds maximum takeoff. Dimensions were wingspan 38 feet 4 inches, length 32 feet 8 inches, height 12 feet 7 inches, and wing area 248 square feet. Armament consisted of a single 37-mm cannon in the propeller hub, plus four 0.50-inch machine guns, two in the fuselage and two in underwing gondolas. The first P-63C deliveries took place in December 1944, with the total production being 1227 aircraft. Most of these aircraft were delivered to the Soviet Union, although 300 were delivered to the Armee de lAir. The Armee de lAir Kingcobras were used against the Japanese in French colonies in Southeast Asia towards the end of the war in the Pacific. These planes remained in Southeast Asia after the war, and eventually saw action against the Viet Minh insurgents in Vietnam until the French were finally forced out of Indo-China in 1954. There were enough Lend-Lease supplied Kingcobras remaining in service in the Soviet Union after the war in Europe ended that they were assigned the NATO code name *Fred* when the Cold War got underway. Two hundred examples of the P-63C-1 were modified on the production line as armored target aircraft (Pinballs). These were redesignated RP-63C-2, and were more or less similar to their RP-63A predecessors. Like the RP-63A, the RP-63C-2 had all combat equipment removed and was fitted with a 1488-pound armor skin against which frangible bullets fired by gunnery students shattered. However, the RP-63C-2 differed from the RP-63A in reverting to the normal dorsal air intake of the standard P-63C. Many RP-63Cs were used as target tugs rather than as targets In 1948, surviving RP-63Cs were redesignated QF-63C, although they were never used as pilotless drones. A single P-63C was modified as a two-seat trainer with dual controls. It was redesignated TP-63C. The second cockpit was cut into the rear fuselage, behind the wing. The drawing that I have of the TP-63C seems to indicate that the ventral air scoop was flush, since the conventional ventral scoop would have blocked the view of the instructor in the rear seat. The P-63 participated in postwar swept-wing aerodynamic research. With the surrender of the Third Reich, the results of wartime German aerodynamic research became accessible to American military officials. This research indicated that the swept-back wing showed the most promise in making it possible for aircraft to achieve significantly higher speeds. Postwar research in the USA carried these ideas still further. The Navy was given the responsibility of investigating the low-speed stability behavior and stalling characteristics of the swept wing. The Navy contracted with Bell for the modification of two P-63C-5s which would be fitted with a pair of wings swept back at 35 degrees. The wings carried leading edge slots and trailing-edge flaps. All armament was deleted and the rear canopy was blacked out. These two planes were redesignated L-39-1 and L-39-2 respectively. Strings were attached to the sweptback wings in order to ascertain the airflow pattern, and a pair of movie cameras were mounted externally behind the cockpit canopy to film the airflow pattern while in flight. Early flight tests indicated that the center of gravity was too far forward, and the four-bladed propellers were replaced by lighter three-bladed units taken from a pair of surplus P-39Q-10s. Serials of the P-63C series were as follows: 42-70686/70860 Bell P-63C-1 Kingcobra 43-10893/10932 Bell P-63C-1 Kingcobra 43-10933/11132 Bell RP-63C-2 Kingcobra 44-4001/4427 Bell P-63C-5 Kingcobra 43-11133/11717 Bell P-63C-5 Kingcobra Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, William Green, Doubleday, 1964. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. P-39 Airacobra In Action, Ernie McDowell, Squadron/Signal Publications, 1980. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Bell P-63 Kingcobra (5 of 8) P-63D, bubble-top The P-63D was the next progressive development of the Kingcobra series. It featured an Allison V-1710-109 engine rated at 1425 hp for take off. The wing had a ten-inch increase in span to 39 feet 2 inches, gross area being increased to 255 square feet. It differed from the late production blocks of the P-63C in not having the rear ventral fin extension. However, the most noticeable new feature of the P-63D was the use of a rearward-sliding bubble canopy in place of the familiar framed canopy with the two car-like side doors. The first P-63D (serial number 43-11718) flew early in 1945. The P-63D was the hottest Cobra yet to appear. Maximum speed was 437 mph at 30,000 feet, service ceiling was 39,000 feet, and an altitude of 28,000 feet could be reached in 11.2 minutes. Normal range was 950 miles, and maximum ferry range was 2000 miles. Dimensions were wingspan 39 feet 2 inches, length 32 feet 8 inches, height 11 feet 2 inches, and wing area 255 square feet. Weights were 7076 pounds empty, 8740 pounds gross, and 11,100 pounds maximum loaded. Armament of the P-63D was the same as that of earlier Kingcobrasa single 37-mm cannon in the propeller hub, a pair of 0.50-inch machine guns in the forward fuselage synchronized to fire through the propeller arc, plus a single 0.50-inch machine gun in each of two underwing gondolas. Although the P-63D had a good performance, it was no better than the North American P-51D Mustang which was already in service. Consequently, no thought was given to any production, and only one P-63D was built. Sources: The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987. War Planes of the Second World War, William Green, Doubleday, 1964. United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers,  Smithsonian, 1989. P-39 Airacobra In Action, Ernie McDowell, Squadron/Signal Publications, 1980. Joe Baugher AT&T Bell Laboratories 2000 North Naperville Road Naperville, Illinois 60566-7033 Bell P-63 Kingcobra (6 of 8) P-63E `'Number One in the Fighter Seriesthe Curtiss P-1 Hawk P-1, PW-8 This article is the first in a series which will discuss the US Army and US Air Force fighter aircraft in the P (later F) series. I will discuss them in the order in which they appear in the numerical series. This first article will deal with the Curtiss P-1 Hawk. The Curtiss Hawk series of fighter aircraft was developed directly from a line of specialized racing planes that the Curtiss Aeroplane and Motor Company of Buffalo and Garden City, New York had built for the Army and Navy between the years 1921 and 1925. The powerplant for these racers was a Curtiss-developed compact, water-cooled, direct-drive V-12 design with a displacement of 1150 cubic inches and a power of 435 hp. This engine bore the manufacturers designation of D-12, but in the middle 1920s the US military services adopted a type and displacement designation for engines. The D-12 engine was given the designation V-1150, V for the basic Vee design and 1150 for the cubic inch displacement. The first fighter based on the new 435 hp Curtiss D-12 engine originated in 1922 as a private venture by Curtiss. The design was given the company designation of Model 33. Three prototypes were ordered by the Army Air Service on April 27, 1923 under the designation PW-8. Serial numbers were 23-1201, 1202, and 1203. Examples of a basically similar competing Boeing design were also ordered by the Army, and were given the designation PW-9. The designation PW-8 stood for Pursuit, Water-cooled, Model 8. This Army designation scheme had been introduced in 1920. There were seven separate Pursuit categories, chosen according to the role of the aircraft and the type of engine which powered itPA (Pursuit, Air-cooled), PG (Pursuit, Ground Attack), PN (Pursuit, Night), PS (Pursuit, Special Alert), PW (Pursuit, Water-cooled), R (Racer), and TP (Two-seat, Pursuit). The PW-8 prototypes were redesignated XPW-8 in 1924 when the X-for-experimental prefix was adopted. The first PW-8 prototype was delivered to the Army on May 14, 1923. The fuselage of the PW-8 was of welded steel tube construction with fabric covering. The undercarriage was of a divided-axle design. The wings were entirely of wood and were of a very thin section which required two bays of inter-plane struts for stiffening. The cooling system for the D-12 engine consisted of a set of wing-surface radiators that were pioneered on Curtiss racers in 1922. These radiators were mounted flush with the upper and lower surfaces of the top wing, resulting in an extremely well-streamlined wing surface. In the fly off between the XPW-8 and the Boeing XPW-9 at McCook Field, the PW-8 proved faster, but the PW-9 was found to be more maneuverable, tougher, and more reliable. The primary problem that the Army found with the PW-8 was in its unique surface radiator cooling system. Although these radiators improved streamlining, they turned out to be a maintenance headache and were prone to constant leaks. In addition, the Army concluded that such a cooling system would be extremely vulnerable to damage by gunfire were the Hawk to be used in combat. The second XPW-8 prototype (Ser No 23-1202) differed from the first in having a divided type of landing gear with reduced drag. The streamlining of the cowling was improved, and strut-connected ailerons and unbalanced elevators were provided. Gross weight increased from 2768 lbs. to 3151 lb Although the Army favored the Boeing design, the Curtiss company nevertheless did get an order from the Army for 25 production PW-8 fighters. This order was given to Curtiss in return for the companys agreement to collaborate on a pet scheme originated by General Billy Mitchell to attempt a coast-to-coast flight across the USA to be completed between dawn and dusk on the same day. The prototype XPW-8 23-1201 was stripped of all military equipment and used in two unsuccessful attempts piloted by Lt. Russell Maughan in July of 1923 to cross the USA in a dawn-to-dusk flight. This aircraft was later fitted with a second cockpit, temporarily given a spurious designation of CO-X (for Corps Observation, Experimental) and entered in the 1923 Liberty Engine Builders Trophy race for military two-seaters. It was withdrawn before the race because of objections from the Navy. The 25 production PW-8s (Ser Nos 24-201/225) that had been ordered in September 1923 began to be delivered to the Army in June 1924. These aircraft were in the configuration of the second XPW-8 (Ser No 23-1202), which differed from 23-1201 by having a different undercarriage. Most of the production PW-8s served with the 17th Pursuit Squadron, although several production PW-8s were sent to McCook Field for experimental work. On June 23, 1924, PW-8 Ser. No. 24-204 was finally able to complete the first successful dawn-to-dusk crossing of the USA. The aircraft, piloted by Lt. Russell Maughan, took off from Mitchell Field on Long Island, with refuelling stops at Dayton, Ohio, St. Joseph, Missouri, Cheyenne, Wyoming, and Saldura, Utah. The PW-8 was powered by a 435 hp Curtiss D-12 engine. Maximum speed was 171 mph at sea level. Cruising speed was 136 mph. Initial climb rate was 1830 ft/min. Service ceiling was 20,350 ft. Range was 544 miles. Armament consisted of a pair of 0.30 Cal. machine guns mounted above the engine synchronized to fire through the propeller arc. Weights were 2185 lbs. empty, 3155 lb. gross. The third prototype XPW-8 (23-1203) from the original order had been held back at the factory for installation of a set of single-bay wings. These new wings had heavier spars which produced a stiffer structure, permitting the installation of only a single bay of struts. The new aircraft was assigned the company designation of Model 34. It was delivered in this form to the Army in September 1924, and was later redesignated XPW-8A. The troublesome surface radiators of the first two prototypes were replaced by a core-type radiator built flat into the center section of the upper wing panel. A modified rudder without balance area was fitted. XPW-8A Ser No 23-1203 was entered into the 1924 Pulitzer Trophy race. When modified for the race, the radiator was installed in a tunnel underneath the engine, similar to the installation on the Boeing PW-9. In this guise, 23-1203 was known as XPW-8AA. It came in third in the race. The new core-type radiator of the XPW-8A proved to be somewhat less temperamental than the surface radiators of the first two XPW-8s, but it was still considered inadequate by the Army. In the meantime, the Army Air Service had been impressed by the performance of the competing Boeing XPW-9 at McCook Field. The XPW-9 was basically similar to the XPW-8, but it had tapered wings and was provided with a tunnel radiator underneath the engine. The Army was impressed with both of these features. Consequently, the Army asked Curtiss to fit tapered wings and a tunnel radiator to its XPW-8A and resubmit the aircraft for consideration. Curtiss agreed to the changes, and the modified 23-1203 was delivered to the Army in March 1925. The changes resulted in a change of designation to XPW-8B. \The Army was satisfied with the improved XPW-8B, and decided on March 7, 1925 to give Curtiss a contract for a production series based on this design. In the meantime, in May 1924 the Army had combined its seven separate pursuit category designations into one single categoryP for pursuit. The first pursuit aircraft ordered by the Army under this new designation scheme were the production versions of the XPW-8B, 15 of which were ordered as serial numbers 25-410/424. These were given the designation P-1, the first entry in the new series. The P-1 (company designation Model 34A) was the first of the Curtiss biplane fighters to carry the name Hawk, a name which stuck to Curtiss-designed fighters up to and including the P-40 of World War 2. The only external difference between the XPW-8B and the P-1 was the addition of an aerodynamic balance to the rudder of the P-1, plus some minor changes to the single-bay struts. These airframes were fitted with the 435 hp Curtiss V-1150-1 (D-12C) engine, but were provided with engine mounts that would permit the installation of the larger 500 hp Curtiss V-1400 engine. Original plans were for the last five aircraft of the P-1 order to have this V-1400 engine installed at the factory. Wings were again of wooden construction, but were tapered. Fuselage was of metal tube construction with fabric covering. A 55 gallon auxiliary fuel tank could be fitted underneath the belly. The first P-1s were delivered to the Army in August 1925. Weights were 2058 lb. empty, 2846 lb. gross. Maximum speed was 163 mph at sea level. Cruising speed was 136 mph. The P-1 could climb to 5000 feet in 3.1 minutes. Service ceiling was 22,500 feet. Range was 325 miles. The P-1 was armed with one 0.50 Cal. and one 0.30 Cal. machine gun mounted in the upper fuselage deck and firing through the propeller arc. The first P-1 (Ser No 25-410) was used primarily for test work. It was briefly fitted with an inverted air-cooled Liberty engine and was entered in the 1926 National Air Races. Later, it was fitted with an experimental Curtiss V-1460 engine and was redesignated XP-17. The last 5 P-1s which were destined for the larger Curtiss V-1400 engine were considered sufficiently different that they were redesignated P-2 when they were delivered to the Army. However, the V-1400 engine proved to be completely unsatisfactory in service, and three of these P-2s (25-421, 422, and 424) were converted back to P-1A standards after less than a year of service. The P-1A (Model 34G) was an improved P-1. It was the first of the Hawks to serve in quantity with the Army Air Corps. 25 were ordered in Sept. 1925, with deliveries beginning in April 1926. Serial numbers were 26-276/300. Power was provided by the improved D-12C. The fuselage was 3 inches longer than the P-1, the cowling lines were revised, the fuel system was changed, and the bomb-release system was improved. In addition, some additional service equipment was provided which increased the weight by some 20 pounds and decreased the top speed slightly. Weights were 2041 lb. empty, 2866 lb. gross. Maximum speed was 160 mph at sea level. Cruising speed was 128 mph. The P-1A could climb to 5000 feet in 2.6 minutes. Initial climb rate was 2170 ft/min. Service ceiling was 21,000 feet and range was 342 mi. The P-1A had the same armament as did the P-1. Three additional P-1As resulted from installation of D-12 engines in P-2 airframes 25-421, 422, and 424, as described earlier. Only 23 out of the 25 P-1As originally ordered were delivered as such. 26-296 was later modified as the prototype for the XAT-4 trainer, and 26-300 was transformed first into XP-3, then to XP-21 and XP-21A. P-1A Ser. No. 26-295 was modified into an Army racer known as XP-6A No. 1. The old XPW-8A wings were installed on 26-295, along with the PW-8-type surface radiators. The new V-1570 Conqueror engine was installed in a PW-8-type nose cowling, and various other minor refinements were made. A really fast aircraft was the result. The XP-6A No. 1 won the 1927 National Air Race at a speed of 201 mph. However, the aircraft was destroyed shortly before the 1928 National Air Race. The designation XP-1A was applied to a stock P-1A (26-280) diverted to test work. Despite the X-prefix, the aircraft was NOT a prototype. The P-1B was an improved model ordered in August 1926. Serials were 27-63/87. Deliveries to the Air Corps began on October 28, 1926. The radiator was slightly more rounded and the wheels were slightly larger in diameter. The cowling was redesigned. Flares were added for night landings and controls were improved. Equipment changes increased the weight still further, and reduced the performance still more. First deliveries to the Army began in December 1926. Power was provided by the 435 hp Curtiss V-1150-3 (D-12D) engine. Weights were 2105 lb. empty, 2932 lb. gross. Maximum speed was 160 mph at sea level. Cruising speed was 127 mph. Initial climb rate was 1540 ft/min., service ceiling was 21,400 feet, and maximum range was 600 miles. Armament was identical to that of the P-1 and P-1A. The P-1Bs served with squadrons already flying the earlier Hawks. The designation XP-1B was applied to a couple of stock P-1Bs (Ser. Nos. 27-71 and 27-73) which were used for test work at Wright Field. 27-73 had machine guns mounted in the wings. 33 improved versions known as P-1C (Model 34O) were ordered in October 1928. This was the largest Army Hawk order to date. Serial numbers were 29-227/259. First deliveries to the Army began in April 1929. The P-1C had larger wheels which were fitted with brakes. The last two P-1Cs were fitted with hydraulic instead of rubber-block shock absorbers. Once again, the weight increased and the performance decreased. The P-1C was powered by the 435 hp Curtiss V-1150-5 (D-12E). Maximum speed was 154.4 mph at sea level. Cruising speed was 124 mph. Service ceiling was 20,800 feet. Empty weight was 2136 lb. and gross weight was 2973 lbs. The P-1C could climb to 5000 feet in 3.9 minutes. Initial climb rate was 1460 ft/min. Service ceiling was 20,800 feet. The normal range was 328 miles, with the maximum range being 554 miles. The P-1C Ser. No. 29-259 was completed as the XP-6B, with the Conqueror engine in place of the D-12. It was intended for a long-range flight from New York to Alaska. However, the XP-6B crashed short of its goal and was shipped back to the USA for repair and subsequent test work. XP-1C was the designation applied to P-1C Ser. No. 29-238 diverted to test work. It was fitted with an experimental Heinrich radiator and Prestone cooling system. Despite its X-prefix, the X