P-51 Mustang
The North American Aviation P-51 Mustang was a long-range single-seat fighter aircraft that entered service with Allied air forces in the middle years of World War II.
The P-51 flew most of its wartime missions as a bomber escort in raids over Germany, helping ensure Allied air superiority from early 1944. It also saw limited service against the Japanese in the Pacific War. The Mustang began the Korean War as the United Nations' main fighter, but was relegated to a ground attack role when superseded by jet fighters early in the conflict. Nevertheless, it remained in service with some air forces until the early 1980s.
As well as being economical to produce, the Mustang was a fast, well-made, and highly durable aircraft. The definitive version, the P-51D, was powered by the Packard V-1650, a two-stage two-speed supercharged version of the legendary Rolls-Royce Merlin engine, and was armed with six .50 in (12.7 mm) M2 Browning machine guns.
After World War II and the Korean conflict, many Mustangs were converted for civilian use, especially air racing. The Mustang's reputation was such that, in the mid-1960s, Ford Motor Company's Designer John Najjar proposed the name for a new youth-oriented coupe automobile after the fighter.[2]
http://upload.wikimedia.org/wikipedia/c ... /Bott4.jpgIn 1939, shortly after World War II began, the British government established a purchasing commission in the United States, headed by Sir Henry Self. Along with Sir Wilfrid Freeman, who, as the "Air Member for Development and Production," was given overall responsibility for Royal Air Force (RAF) production and research and development in 1938, Self had sat on the (British) Air Council Sub-committee on Supply (or "Supply Committee"), and one of Self's many tasks was to organize the manufacture of American fighter aircraft for the RAF. At the time, the choice was very limited: none of the U.S. aircraft already flying met European standards; only the Curtiss Tomahawk came close. The Curtiss-Wright plant was running at capacity, so even that aircraft was in short supply.
North American Aviation (NAA) was already supplying their Harvard trainer to the RAF, but were otherwise underutilized. NAA President "Dutch" Kindelberger approached Self to sell a new medium bomber, the B-25 Mitchell. Instead, Self asked if NAA could manufacture the Tomahawk under license from Curtiss.
Kindelberger replied that NAA could have a better aircraft with the same engine in the air in less time than it would take to set up a production line for the P-40. By now the executive head of the British Ministry of Aircraft Production (MAP), Freeman ordered 320 aircraft in March 1940. In September, MAP increased the first production order by 300.[3]
The result of the MAP order was the NA-73X project (from March 1940). The design followed the best conventional practice of the era, but included two new features. One was a new NACA-designed laminar flow wing, which was associated with very low drag at high speeds.[4][5] Another was the use of a new radiator design (one Curtiss had been unable to make work) that used the heated air exiting the radiator as a form of jet thrust in what is referred to as the "Meredith Effect." Because North American lacked a suitable wind tunnel, it used the GALCIT 10 ft (3.0 m) wind tunnel at Caltech. This led to some controversy over whether the Mustang's cooling system aerodynamics were developed by North American's engineer Edgar Schmued or by Curtiss, although historians and researchers dismiss the allegation of stolen technology; such claims are likely moot in any event, as North American had purchased Curtiss’ complete set of P-40 and XP-46 wind tunnel data and flight test reports for US$56,000.[6]
While the United States Army Air Corps could block any sales it considered detrimental or not in the interest of the United States, the NA-73 represented a special case. In order to ensure deliveries were uninterrupted, then-Colonel Oliver P. Echols arranged with the Anglo-French Purchasing Commission to have the RAF get its aircraft in exchange for NAA providing two free examples to the USAAC for evaluation.[7]
The prototype NA-73X was rolled out just 117 days after the order was placed, and first flew on 26 October 1940, just 178 days after the order had been placed—an uncommonly short gestation period. In general the prototype handled well and the internal arrangement allowed for an impressive fuel load. It was armed with four .30 in (7.62 mm) M1919 Browning machine guns in the wings and four .50 in (12.7 mm) M2 Browning machine guns: two in in the wings and two in the chin.
General characteristics
• Crew: 1
• Length: 32 ft 3 in (9.83 m)
• Wingspan: 37 ft 0 in (11.28 m)
• Height: 13 ft 8 in (4.17 m)
• Wing area: 235 ft² (21.83 m²)
• Empty weight: 7,635 lb (3,465 kg)
• Loaded weight: 9,200 lb (4,175 kg)
• Max takeoff weight: 12,100 lb (5,490 kg)
• Powerplant: 1× Packard V-1650-7 liquid-cooled supercharged V-12, 1,490 hp (1,111 kW) at 3,000 rpm;[81] 1,720 hp (1,282 kW) at WEP
• Zero-lift drag coefficient: 0.0163
• Drag area: 3.80 ft² (0.35 m²)
• Aspect ratio: 5.83
Performance
• Maximum speed: 437 mph (703 km/h) at 25,000 ft (7,620 m)
• Cruise speed: 362 mph (580 km/h)
• Stall speed: 100 mph (160 km/h)
• Range: 1,650 mi (2,755 km) with external tanks
• Service ceiling: 41,900 ft (12,770 m)
• Rate of climb: 3,200 ft/min (16.3 m/s)
• Wing loading: 39 lb/ft² (192 kg/m²)
• Power/mass: 0.18 hp/lb (300 W/kg)
• Lift-to-drag ratio: 14.6
• Recommended Mach limit 0.8
Armament
• 6 × 0.50 in (12.7 mm) machine guns; 400 rounds per inboard gun; 270 per outboard gun
• 2 × hardpoints for up to 2,000 lb (907 kg) of bombs
• 10 × 5 in (127 mm) rockets
P-51H Mustang
Data from The Great Book of Fighters[79]
General characteristics
• Crew: 1
• Length: 33 ft 4 in (10.16 m)
• Wingspan: 37 ft 0 in (11.28 m)
• Height: 11 ft 1 in (3.38 m)
• Wing area: 235 ft² (21.83 m²)
• Empty weight: 7,040 lb (3,195 kg)
• Loaded weight: 9,500 lb (4,310 kg)
• Max takeoff weight: 11,500 lb (5,215 kg)
• Powerplant: 1× Packard V-1650-9 liquid-cooled supercharged V-12, 1,490 hp (1,111 kW) at 3,000 rpm, 2,220 hp (1,655 kW) at WEP[82]
Performance
• Maximum speed: 487 mph (784 km/h) at 25,000 ft (7,620 m)
• Range: 1,160 mi (1,865 km) with external tanks
• Service ceiling: 41,600 ft (12,680 m)
• Rate of climb: 3,300 ft/min (16.8 m/s)
• Wing loading: 40.4 lb/ft² (197.4 kg/m²)
• Power/mass: 0.23 hp/lb (385 W/kg)
Armament
• 6 × 0.50 in (12.7 mm) Browning machine guns with 1,880 total rounds (400 rounds for each on the inner pair, and 270 rounds for each of the outer two pair), or 4 of the same guns with 1,600 total rounds (400 rpg).
P-61 Black Widow
The Northrop P-61 Black Widow was the first operational U.S. military aircraft designed specifically to use radar.[2] The "Black Widow" was an all-metal, twin-engine, twin-boom, aircraft flown as a night-fighter by United States Army Air Forces squadrons in the European Theater, the Pacific Theater, the CBI Theater, and the Mediterranean Theater during World War II. It replaced earlier British-designed night-fighter aircraft that had been updated to incorporate radar when it became available. On the night of 14 August 1945, a P-61B-2 of the 548th NFS named "Lady in the Dark" was unofficially credited with the last allied air victory before VJ Day.[3] The P-61 was also modified to create the F-15 Reporter, the last piston-powered photo-reconnaissance aircraft designed and produced for the U.S. Air Force.[4]
http://upload.wikimedia.org/wikipedia/c ... rborne.jpgRemote turret
The XP-61's spine-mounted dorsal remote turret could be aimed and fired by any one of the three-man crew, or could be locked forward to be fired by the pilot in addition to the 20 mm (.79 in) cannons. The radar operator could rotate the turret to face to the rear, in order to engage targets behind the aircraft. Capable of a full 360° rotation and 90° elevation, the turret could conceivably be used to engage any target in the entire hemisphere above and to the sides of the XP-61. The turret had buffeting problems on the airframe and was not installed for a few production runs
General characteristics
• Crew: 2-3 (pilot, radar operator, optional gunner)
• Length: 49 ft 7 in (15.11 m)
• Wingspan: 66 ft 0 in (20.12 m)
• Height: 14 ft 8 in (4.47 m)
• Wing area: 662.36 ft² (61.53 m²)
• Empty weight: 23,450 lb (10,637 kg)
• Loaded weight: 29,700 lb (13,471 kg)
• Max takeoff weight: 36,200 lb (16,420 kg)
• Powerplant: 2× Pratt & Whitney R-2800-65W Double Wasp radial engines, 2,250 hp (1,680 kW) each
• Propellers: four-bladed Curtiss Electric propeller, 1 per engine
o Propeller diameter: 146 in (3.72 m)
•
• Fuel capacity:
o Internal: 640 gal (2,423 L) of AN-F-48 100/130-octane rating gasoline
o External: Up to four 165 gal (625 L) or 310 gal (1,173 L) tanks under the wings
Performance
• Maximum speed: 366 mph (318 kn, 589 km/h) at 20,000 ft (6,095 m)
• Combat range: 610 mi (520 nmi, 982 km)
• Ferry range: 1,900 mo (1,650 mi, 3,060 km) with four external fuel tanks
• Service ceiling: 33,100 ft (10,600 m)
• Rate of climb: 2,540 ft/min (12.9 m/s)
• Wing loading: 45 lb/ft² (219 kg/m²)
• Power/mass: 0.15 hp/lb (25 W/kg)
• Time to altitude: 12 min to 20,000 ft (6,100 m) (1,667 fpm)
Armament
• Guns:
o 4 × 20 mm (.79 in) Hispano M2 cannon in ventral fuselage, 200 rpg
o 4 × .50 in (12.7 mm) M2 Browning machine guns in upper turret, 560 rpg
• Bombs: for ground attack, four bombs of up to 1,600 lb (726 kg) each or six 5 in (127 mm) HVAR unguided rockets could be carried under the wings. Some aircraft could also carry one 1,000 lb (454 kg) bomb under the fuselage.
Avionics
• SCR-720 (AI Mk.X) search radar
• SCR-695 tail warning radar
P-63 Kingcobra
The Bell P-63 Kingcobra (Model 24) was a United States fighter aircraft developed in World War II from the P-39 Airacobra in an attempt to correct that aircraft's deficiencies. Although the aircraft was not accepted for combat use by the USAAF, it was successfully adopted by the Soviet Air Force.
http://upload.wikimedia.org/wikipedia/c ... gcobra.jpgSpecifications (P-63A Kingcobra)
Data from Jane’s Fighting Aircraft of World War II[12]
General characteristics
• Crew: 1
• Length: 32 ft 8 in (10.0 m)
• Wingspan: 38 ft 4 in (11.7 m)
• Height: 12 ft 7 in (3.8 m)
• Wing area: 248 sq ft (23 m²)
• Empty weight: 6,800 lb (3,100 kg)
• Loaded weight: 8,800 lb (4,000 kg)
• Max takeoff weight: 10,700 lb (4,900 kg)
• Powerplant: 1× Allison V-1710-117 liquid-cooled V-12, 1,800 hp (1,340 kW)
Performance
• Maximum speed: 410 mph (660 km/h) at 25,000 ft (7,620 m)
• Range: 450 mi[13] (725 km)
• Ferry range: 2200 mi (3,540 km)
• Service ceiling: 43,000 ft (13,100 m)
• Rate of climb: 2,500 ft/min (12.7 m/s)
• Wing loading: 35.48 lb/sq ft (173.91 kg/m²)
• Power/mass: 0.20 hp/lb (0.34 kW/kg)
Armament
• Guns:
o 1× 37 mm M4 cannon firing through the propeller hub
o 4× 0.50 in (12.7mm) M2 Browning machine guns (two in the nose, two in the wings)
• Bombs: 1,500 lb (680 kg) bomb load on wing and fuselage
North American P-64
The designator North American P-64 was assigned by the U.S. Army Air Corps to six North American model NA-68 aircraft seized by the US government that were destined for Thailand when that country was invaded by Japanese forces in World War II.
The North American NA-68 was a development by the North American Aviation Company of a simple single seat, low-wing, single engine fighter for export. The design was developed from the model NA-16 experimental basic training aircraft of 1935. The NA-16 evolved into a series of aircraft that were some of the most successful advanced and basic training aircraft produced by any country and was the basic design for single engine fighters for small countries that needed simple aircraft with modern features.
http://upload.wikimedia.org/wikipedia/c ... 4P-027.jpgSpecifications (NA-68 (P-64))
General characteristics
• Crew: One
• Length: 27 ft (8.23 m)
• Wingspan: 37 ft 3 in (11.35 m)
• Height: 19 ft 8 in (5.99 m)
• Wing area: 227 ft² (21.1 m²)
• Empty weight: 4,660 lb (2,114 kg)
• Loaded weight: 5,990 lb (2,717 kg)
• Max takeoff weight: 6,800 lb (3,080 kg)
• Powerplant: 1× Wright R-1820-77 radial engine, 870 hp (649 kW)
Performance
• Maximum speed: 270 mph (435 km/h) at 8,700 ft (2,650 m)
• Range: 965 mi (1,550 km)
• Service ceiling: 27,500 ft (8,400 m)
• Wing loading: 26 lb/ft² (129 kg/m²)
• Power/mass: 0.13 hp/lb (0.21 kW/kg)
Armament
• 2 × .30 in (7.62 mm) machine guns
• 2 × 20 mm cannons
• Up to 400 lb (180 kg) of bombs
P-66 Vanguard
The Vultee P-66 Vanguard was an accidental addition to the USAAF's inventory of fighter aircraft. It was initially ordered by Sweden, but by the time the aircraft were ready for delivery in 1941, the United States would not allow them to be exported, designating them as P-66s and retaining them for defensive and training purposes. Eventually, a large number were sent to China where they were pressed into service as combat aircraft with indifferent results.
http://upload.wikimedia.org/wikipedia/c ... 4P-030.jpgSpecifications (P-66)
General characteristics
• Crew: One
• Length: 28 ft 4 in (8.64 m)
• Wingspan: 36 ft 0 in (10.98 m)
• Height: ()
• Wing area: 197 ft² (18.3 m²)
• Empty weight: 4,657 lb (2,117 kg)
• Loaded weight: 6,029 lb (2,740 kg)
• Max takeoff weight: lb (kg)
• Powerplant: 1× Pratt & Whitney R-1830-S3C4-G radial engine, 1,200 hp (895 kW)
Performance
• Maximum speed: 340 mph (544 km/h)
• Range: 850 mi (1,360 km)
• Service ceiling: 28,200 ft (8,958 m)
• Rate of climb: 2,139 ft/min (10.4 m/s)
• Wing loading: 31 lb/ft² (150 kg/m²)
• Power/mass: 0.20 hp/lb (0.33 kW/kg)
Armament
• 4 × .30 in (7.62 mm) machine guns
• 2 × .50 in (12.7 mm) machine guns
A-20 Havoc
The Douglas A-20/DB-7 Havoc was a family of American attack, light bomber and night fighter aircraft of World War II, serving with several Allied air forces, principally those of the Soviet Union, United Kingdom, and United States. The DB-7 was also used by the air forces of Australia, South Africa, France, and The Netherlands during the war, and Brazil afterwards. The bomber aircraft was known as Boston among British and Commonwealth air forces, while the RAF night fighter variants were given the service name Havoc. The USAAF assigned the DB-7 the designation "A-20" and gave it the popular name "Havoc
http://upload.wikimedia.org/wikipedia/c ... _Havoc.jpgThe French order called for substantial modifications, and the new designation DB-7 (for Douglas Bomber 7) was introduced. It had a narrower, deeper fuselage, 1,000 hp (746 kW) Pratt & Whitney R-1830-SC3-G radials, French-built guns, and metric instruments. Midway through the delivery phase, engines were switched to 1,100 hp (820 kW) Pratt & Whitney R-1830-S3C4-G. The French designation was DB-7 B-3 (the B-3 signifying "three-seat bomber").
The DB-7s were shipped in sections to Casablanca for assembly and service in France and French North Africa. When the Germans attacked France and the Low Countries on 10 May 1940, the 64 available DB-7s were deployed against the advancing Panzers. Before the armistice they were evacuated to North Africa to avoid capture by German forces. Here, they fell under control of the Vichy government, but saw practically no action against the Allies except briefly during Operation Torch. After French forces in North Africa had sided with the Allies, DB-7 were used as trainers and were replaced in frontline units by B-26 Marauders. In early 1945, a few DB-7s were sent back to France where they saw action against the remaining isolated German pockets on the Western coast.
General characteristics
• Crew: 2-3
• Length: 47 ft 11 in (14.63 m)
• Wingspan: 61 ft 4 in (18.69 m)
• Height: 17 ft 7 in (5.36 m)
• Wing area: 465 ft² (43.2 m²)
• Empty weight: 15,051 lb (6,827 kg)
• Loaded weight: 27,200 lb (12,338 kg)
• Max takeoff weight: 20,320 lb (9,215 kg)
• Powerplant: 2× Wright R-2600-A5B "Double Cyclone" radial engines, 1,700 hp (1,268 kW) each
Performance
• Maximum speed: 339 mph (295 kn, 546 km/h) at 10,000 ft (3,050 m)
• Range: 1,050 mi (912 nmi, 1,690 km)
• Service ceiling: 23,700 ft (7,225 m)
• Rate of climb: 2,000 ft/min (10.2 m/s)
Armament
• Guns:
o 4× fixed 0.303 in (7.7 mm) Browning machine guns in the nose
o 2× flexible 0.303 in (7.7 mm) Browning machine guns, mounted dorsally
o 1× flexible 0.303 in (7.7 mm) Vickers K machine gun, mounted ventrally
• Bombs: 4,000 lb (1,900 kg)
B-25 Mitchell
The North American B-25 Mitchell was an American twin-engined medium bomber manufactured by North American Aviation. It was used by many Allied air forces, in every theater of World War II, as well as many other air forces after the war ended, and saw service across four decades.
The B-25 was named in honor of General Billy Mitchell, a pioneer of U.S. military aviation. The B-25 is the only American military aircraft named after a specific person. By the end of its production, nearly 10,000 B-25s in numerous models had been built. These included a few limited variations, such as the US Navy's and US Marine Corps' PBJ-1 patrol bomber and the Army Air Forces' F-10 photo reconnaissance aircraft
http://upload.wikimedia.org/wikipedia/c ... nchito.jpgGeneral characteristics
• Crew: six (two pilots, navigator/bombardier, turret gunner/engineer, radio operator/waist gunner, tail gunner
• Length: 52 ft 11 in (16.1 m)
• Wingspan: 67 ft 6 in (20.6 m)
• Height: 17 ft 7 in (4.8 m)
• Wing area: 610 sq ft (57 m²)
• Empty weight: 21,120 lb (9,580 kg)
• Loaded weight: 33,510 lb (15,200 kg)
• Max takeoff weight: 41,800 lb (19,000 kg)
• Powerplant: 2× Wright R-2600 "Cyclone" radials, 1,850 hp (1,380 kW) each
Performance
• Maximum speed: 275 mph (239 kn, 442 km/h)
• Cruise speed: 230 mph (200 kn, 370 km/h)
• Combat radius: 1,350 mi (1,170 nmi, 2,170 km)
• Ferry range: 2,700 mi (2,300 nmi, 4,300 km)
• Service ceiling: 25,000 ft (7,600 m)
• Rate of climb: 790 ft/min (4 m/s)
• Wing loading: 55 lb/ft² (270 kg/m²)
• Power/mass: 0.110 hp/lb (182 W/kg)
Armament
• Guns: 12 × .50 in (12.7 mm) machine guns
• Hardpoints: 2,000 lb (900 kg) ventral shackles to hold one external Mark 13 torpedo[12]
• Rockets: 3,000 lb (1,360 kg) bombs + eight 5 in (130 mm) high velocity aircraft rockets (HVAR)
• Bombs: 6,000 lb (2,700 kg)
B-26 Marauder
The Martin B-26 Marauder was a World War II twin-engine medium bomber built by the Glenn L. Martin Company.
The first US medium bomber used in the Pacific Theater in early 1942, it was also used in the Mediterranean Theater and in Western Europe. The plane distinguished itself as "the chief bombardment weapon on the Western Front" according to an United States Army Air Forces dispatch from 1946,[citation needed] and later variants maintained the lowest loss record of any combat aircraft during World War II. Its late-war loss record stands in sharp contrast to its unofficial nickname "The Widowmaker" — earned due to early models' high rate of accidents during takeoff.
A total of 5,288 were produced between February 1941 and March 1945; 522 of these were flown by the Royal Air Force and the South African Air Force.
http://upload.wikimedia.org/wikipedia/c ... 8/B_26.jpgGeneral characteristics
• Crew: 7: (2 pilots, bombardier, navigator/radio operator, 3 gunners)
• Length: 58 ft 3 in (17.8 m)
• Wingspan: 71 ft 0 in (21.65 m)
• Height: 21 ft 6 in (6.55 m)
• Wing area: 658 ft2 (61.1 m2)
• Empty weight: 24,000 lb (11,000 kg)
• Loaded weight: 37,000 lb (17,000 kg)
• Powerplant: 2× Pratt & Whitney R-2800-43 radial engines, 1,900 hp (1,400 kW) each
Performance
• Maximum speed: 287 mph (250 knots, 460 km/h) at 5,000 feet (1,500 m)
• Cruise speed: 216 mph (188 knots, 358 km/h
• Landing speed: 104 mph (90 knots, 167 km/h))
• Combat radius: 1,150 mi (999 nmi, 1,850 km)
• Ferry range: 2,850 mi (2,480 nmi, 4,590 km)
• Service ceiling: 21,000 ft (6,400 m)
• Wing loading: 46.4 lb/ft² (228 kg/m²)
• Power/mass: 0.10 hp/lb (170 W/kg)
Armament
• Guns: 12 × .50 in (12.7 mm) Browning machine guns
• Bombs: 4,000 pounds (1,800 kg)
A-26 Invader
The Douglas A-26 Invader (B-26 between 1948–1965) was a United States twin-engined light attack bomber built by the Douglas Aircraft Co. during World War II that also saw service during several of the Cold War's major conflicts. A limited number of highly modified aircraft served in combat until 1969. The last A-26 in active US service was assigned to the Air National Guard; that aircraft was retired from military service in 1972 by the US Air Force and the National Guard Bureau and donated to the National Air and Space Museum.
http://upload.wikimedia.org/wikipedia/c ... 6/B-26.jpgThe A-26 was an unusual design for an attack bomber of the early 1940s period, as it was designed as a single-pilot aircraft (sharing this characteristic with the RAF's de Havilland Mosquito, among others). The aircraft was designed by Edward Heinemann, Robert Donovan and Ted R. Smith.[3]
The Douglas XA-26 prototype (41-19504) first flew on 10 July 1942 at Mines Field, El Segundo, with test pilot Benny Howard at the controls. Flight tests revealed excellent performance and handling, but there were problems with engine cooling which led to cowling changes and omission of the propeller spinners on production aircraft, plus modification of the nose landing gear after repeated collapses during testing.[4]
The A-26 was originally built in two different configurations. The A-26B had a "solid" nose, which normally housed six (or later eight) .50 caliber machine guns, officially termed the "all-purpose nose", later commonly known as the "six-gun nose" or "eight-gun nose". The A-26C's "glass" nose, officially termed the "Bombardier nose", contained a Norden bombsight for medium altitude precision bombing. The A-26C nose section included two fixed M-2 guns, later replaced by underwing gun packs or internal guns in the wings.
After about 1,570 production aircraft, three guns were installed in each wing, coinciding with the introduction of the "eight-gun nose" for A-26Bs, giving some configurations as many as 14 .50 in (12.7 mm) machine guns in a fixed forward mount. An A-26C nose section could be exchanged for an A-26B nose section, or vice versa, in a few man-hours, thus physically (and officially) changing the designation and operational role. The "flat-topped" canopy was changed in late 1944 after about 820 production aircraft, to a clamshell style with greatly improved visibility.[5][6]
Alongside the pilot in an A-26B, a crew member typically served as navigator and gun loader for the pilot-operated nose guns. In an A-26C, that crew member served as navigator and bombardier, and relocated to the nose section for the bombing phase of an operation. A small number of A-26Cs were fitted with dual flight controls, some parts of which could be disabled in flight to allow limited access to the nose section. A tractor-style "jump seat" was located behind the "navigator's seat." In most missions, a third crew member in the rear gunner's compartment operated the remotely-controlled dorsal and ventral gun turrets, with access to and from the cockpit only possible via the bomb bay when that was empty.[7]
General characteristics
• Crew: 3
• Length: 50 ft 0 in (15.24 m)
• Wingspan: 70 ft 0 in (21.34 m)
• Height: 18 ft 3 in (5.64 m)
• Wing area: 540 ft² (50 m²)
• Empty weight: 22,850 lb (10,365 kg)
• Loaded weight: 27,600 lb (12,519 kg)
• Max takeoff weight: 35,000 lb (15,900 kg)
• Powerplant: 2× Pratt & Whitney R-2800-27 "Double Wasp" radials, 2,000 hp (1,500 kW) each
Performance
• Maximum speed: 355 mph (308 kn, 570 km/h)
• Range: 1,400 mi (1,200 nmi, 2,300 km)
• Service ceiling: 22,000 ft (6,700 m)
• Rate of climb: 1,250 ft/min (6.4 m/s)
• Wing loading: 51 lb/ft² (250 kg/m²)
• Power/mass: 0.145 hp/lb (108 W/kg)
Armament
• Guns:
o 6 × 0.50 in (12.7 mm) M2 Browning machine guns in the nose
o 8× 0.50 in (12.7 mm) M2 machine guns in four optional under wing pods
o 2× 0.50 in (12.7 mm) M2 machine guns in remote-controlled dorsal turret
o 2× 0.50 in (12.7 mm) M2 machine guns in remote-controlled ventral turret
• Bombs: 6,000 lb (2,700 kg) - 4,000 lb (1,800 kg) in the bomb bay plus 2,000 lb (910 kg) external
FR Fireball
The Ryan FR Fireball was a composite propeller and jet-powered aircraft designed by Ryan Aeronautical for the United States Navy during World War II. The Fireball entered service before the end of the war, but did not see combat. The FR-1 Fireball was the United States Navy's first aircraft with jet propulsion.
http://upload.wikimedia.org/wikipedia/c ... reball.jpgDesign began in 1943 to a proposal instigated by Admiral John S. McCain, Sr. for a composite-powered fighter; early jet engines had sluggish acceleration which was considered unsafe and unsuitable for aircraft carrier takeoff and landing. Ryan aeronautical engineer Benjamin Tyler Salmon was tasked with designing an aircraft to meet these criteria. His solution was a composite design that allowed for conventional piston-powered flight but gave a jet for higher speeds.
The first prototype flew on 25 June 1944, but it was lost in a crash at China Lake NAS in October that year. Investigation showed that the wing rivets were insufficiently strong, a problem cured by doubling the number of rivets, but not before the other two prototypes crashed in similar fashion.
Orders for 700 aircraft were placed, but only 66 were delivered before Japan's surrender. One squadron, VF-66, was equipped with the aircraft before war's end, but they never saw combat. The Fireball was the first American aircraft to land under jet power on a ship, on the escort carrier USS Wake Island on 6 November 1945. US Navy pilots considered Fireball to be a uniquely poorly chosen name, given its "fiery accident" connotations.
The aircraft were withdrawn in 1947, fairly soon after the war's end. With the rapid advance in technology, and the removal of the pressing need to get anything into combat quickly, the Navy decided to wait for better aircraft to be developed.
The FR-1 Fireball was further developed into the XFR-2 which used a 1,500 hp (1,119 kW) Wright R-1820-74W in place of the -72W. One single airframe was converted to this configuration. No prototypes were built for the next proposed variant, the FR-3, which would use a General Electric I-20 turbojet. The fastest Fireball was the XFR-4, which had a Westinghouse J34 turbojet and was some 100 mph (161 km/h) faster than the FR-1.[1] The final variant was the XF2R-1 Dark Shark, which replaced the piston engine with a General Electric XT31-GE-2 turboprop, but this never entered service, though a prototype was built. This was used by Al Conover to set a new world altitude record for turboprop aircraft of 39,160 ft (11,936 m) on 2 May 1947. [2]
General characteristics
• Crew: one
• Length: 32 ft 4 in (12.19 m)
• Wingspan: 40 ft 0 in (12.19 m)
• Height: 13 ft 7¼ in (4.15 m)
• Wing area: 275 ft² (25.6 m²)
• Empty weight: 7,915 lb (3,590 kg)
• Loaded weight: 10,595 lb (4,806 kg)
• Powerplant:
o 1× General Electric J31-GE-3 turbojet, 1,600 lbf (7.1 kN, 700 kgf)
o 1× Wright R-1820-72W Cyclone radial engine, 1,350 hp (1,060 kW)
Performance
• Maximum speed: 426 mph (radial engine only 275 mph) (686 km/h (445 km/h))
• Cruise speed: 153 mph (radial engine only) (246 km/h)
• Range: 1,300 mi (2,100 km)
• Service ceiling: 43,100 ft (13,137 m)
• Rate of climb: 80 ft/s (24.4 m/s)
Armament
• 4 × .50 in (12.7 mm) M2 Browning machine gun with 300 rpg
• 2 × 1,000 lb (454 kg) bombs
• 8 × 5 in (127 mm) rockets under wings
XF2R Dark Shark
The Ryan XF2R Dark Shark was an experimental aircraft built for the United States Navy that combined turboprop and turbojet propulsion. It was based on Ryan's earlier FR Fireball, but replaced the Fireball's piston engine with a General Electric T-31 turboprop engine driving a huge 4-bladed Hamilton Standard propeller.
The turboprop made for much improved performance over the Fireball, but the Navy showed little interest in it; by that time, they had abandoned the idea of the combination fighter and were instead looking into all-jet fighters.
The United States Air Force, however, showed a little more interest; they were at the time evaluating the Convair XP-81 of similar concept, and asked Ryan to modify the XF2R to use the Westinghouse J-34 turbojet instead of the General Electric J-31 used previously. Modifications to the prototype created the XF2R-2, with the jet intakes moved to the sides of the forward fuselage with NACA ducts instead of the inlets in the wing leading edge used before.
Although the Dark Shark proved to be a capable aircraft, it never got further than the prototype stage; all-jet aircraft were considered superior.
http://upload.wikimedia.org/wikipedia/e ... _Shark.jpgThe Ryan XF2R Dark Shark was an experimental aircraft built for the United States Navy that combined turboprop and turbojet propulsion. It was based on Ryan's earlier FR Fireball, but replaced the Fireball's piston engine with a General Electric T-31 turboprop engine driving a huge 4-bladed Hamilton Standard propeller.
The turboprop made for much improved performance over the Fireball, but the Navy showed little interest in it; by that time, they had abandoned the idea of the combination fighter and were instead looking into all-jet fighters.
The United States Air Force, however, showed a little more interest; they were at the time evaluating the Convair XP-81 of similar concept, and asked Ryan to modify the XF2R to use the Westinghouse J-34 turbojet instead of the General Electric J-31 used previously. Modifications to the prototype created the XF2R-2, with the jet intakes moved to the sides of the forward fuselage with NACA ducts instead of the inlets in the wing leading edge used before.
Although the Dark Shark proved to be a capable aircraft, it never got further than the prototype stage; all-jet aircraft were considered superior.
General characteristics
• Crew: 1
• Length: 36 ft 0 in (10.97 m)
• Wingspan: 42 ft 0 in (12.80 m)
• Height: 14 ft 0 in (4.27 m)
• Wing area: 305 ft² (28.3 m²)
• Loaded weight: 11,000 lb (4,990 kg)
• Powerplant:
o 1× General Electric J31 turbojet, 1,600 lbf (7.1 kN)
o 1× General Electric T31 turboprop, 1,760 hp (1,310 kW)
Performance
• Maximum speed: 497 mph (432 kn, 800 km/h) (at sea level)
• Service ceiling: 39,100 ft (11,900 m)
• Rate of climb: 4,850 ft/min (24.64 m/s)
• Wing loading: 36.1 lb/ft² (176 kg/m²)
Armament: 4 x 12.7mm machine guns
Consolidated Vultee XP-81
The Consolidated Vultee XP-81 was a development of the Consolidated Vultee Aircraft Corporation to build a single seat, long range escort fighter that combined use of both a turbojet and a turboprop engines. Although promising, the lack of a suitable engine combined with the end of World War II doomed the project
http://upload.wikimedia.org/wikipedia/c ... /XP-81.jpgTwo prototype aircraft were ordered on 11 February 1944 that were designated XP-81. The engine selection was an attempt to couple the high-speed capability of the jet engine with the endurance offered by the propeller engine. The XP-81 was designed to use the General Electric TG-100 turboprop engine (later designated XT31 by the US military) in the nose driving a four-bladed propeller and an GE J33 turbojet in the rear fuselage. The turboprop would be used for normal flight and cruising and the turbojet added for high-speed flight.
The first XP-81 (serial 44-91000) was completed in January 1945 but because of developmental problems the turboprop engine was not ready for installation. A decision was then made to mount a complete V-1650-7 Merlin engine package from a P-51D aircraft in place of the turboprop for initial flight tests. This was done in a week and the Merlin-powered XP-81 was sent to the Muroc airbase where it flew for the first time on 11 February 1945. During ten flight test hours, the XP-81 displayed good handling characteristics except for inadequate directional stability due to the longer forward portion of the fuselage (this was rectified by enlarging the vertical tail.[2]
While 13 YP-81 pre-production aircraft had been ordered, the capture of Guam and Saipan removed the need for long-range, high-speed escort fighters and, then, just before VJ Day the contract was cancelled, after 85% of the engineering was completed. The YP-81 was to be essentially the same as the prototype but with a lighter, more powerful GE TG-110 (XT41) turboprop engine, the wing moved aft 10 inches (0.25 m), and armament of either six .50 cal (12.7 mm) machine guns or six 20 mm cannon.
After the XP-81 was returned to Vultee Field, the TG-100 turboprop was installed and flight testing resumed. However, the turboprop engine was not able to produce its designed power; producing only the same output as the Merlin (1,490 hp or 1112 kW) with the resultant performance limited to that of the Merlin-powered configuration.
With the termination of hostilities, the two prototypes continued to be tested until 1947 when they were both consigned to a bombing range as photography targets.[3][4] Both prototypes are currently in storage at the National Museum of the United States Air Force near Dayton, Ohio.[5]
General characteristics
• Crew: 1
• Length: 44 ft 10 in (13.67 m)
• Wingspan: 50 ft 6 in (15.39 m)
• Height: 14 ft 0 in (4.27 m)
• Wing area: 425 ft² (39.5 m²)
• Empty weight: 12,755 lb (5,786 kg)
• Loaded weight: 19,500 lb (8,850 kg)
• Max takeoff weight: 24,650 lb (11,180 kg)
• Powerplant:
o 1× General Electric J33-GE-5 turbojet, 3,750 lbf (16.7 kN)
o 1× General Electric XT31-GE-1 (TG-100) turboprop, 2,300 hp (1,700 kW)
Performance
• Maximum speed: 507 mph (440 knots, 811 km/h)
• Range: 2,500 mi (2,200 nm, 4,000 km)
• Service ceiling: 35,500 ft (10,800 m)
• Rate of climb: 5,300 ft/min (26 m/s)
• Wing loading: 106 lb/ft² (518 kg/m²)Projected armament
• Guns: 6× 20 mm (0.787 in) cannon
• Bombs: 2,000 lb (900 kg)
http://upload.wikimedia.org/wikipedia/e ... _XF-81.jpgP-75 Eagle
The General Motors P-75 Eagle was a fighter aircraft for which the Fisher Body Division of General Motors Corporation in September 1942 submitted a proposal to meet a United States Army Air Forces requirement for a fighter possessing an extremely high rate of climb. The proposal was for an aircraft that used the most powerful liquid-cooled engine then available, the Allison V-3420 (essentially a pair of 12 cylinder Allison V-1710 engines mated to a common crankcase), and components from existing aircraft. Only eight XP-75s and six P-75As were built before the program was cancelled.
http://upload.wikimedia.org/wikipedia/c ... _Eagle.jpgIn October 1942, the contract for two prototypes, designated XP-75, was signed with the Fisher Body Division of GM. The design concept was to use the outer wing panels from the P-51 Mustang, the tail assembly from the Douglas A-24 (SBD), and the undercarriage from the F4U Corsair in a general layout much as in the P-39 Airacobra with the engine located amidships with the propeller driven through an extension shaft. At an early design stage, however, P-40 Warhawk outer wing panels were substituted for the P-51 panels.
In mid-1943, the need for long-range escort fighters became more urgent than fast climbing interceptors so a decision was made to order six more XP-75 airplanes modified for the long-range role. At this time an order for 2,500 production aircraft was also let, but with the stipulation that if the first P-75A was not satisfactory the complete order might be canceled.
At the time, General Motors was busy in several projects towards the war effort, including the mass production of several different aircraft types, including the Grumman TBF Avenger. Some sources[1] claim that the P-75 was the result of a scheme to get General Motors out of being forced to build Boeing B-29 Superfortresses; the P-75 project being a "high-priority" project to help GM avoid the added strain of Superfortress production.
Powered by a V-3420-19 twenty-four cylinder engine rated at 2,600 hp driving co-axial contra-rotating propellers, the XP-75 flew for the first time on 17 November 1943. The second XP-75 flew shortly thereafter, with all six long-range XP-75s entering the test program by the spring 1944. The test program brought up a number of deficiencies, including miscalculation of the fighter’s center of mass, failure of the engine to produce its expected power, inadequate engine cooling, high aileron forces at high speed, and poor spin characteristics. Redesigns were introduced into the long-range XP-75s including a modified tail assembly, new cockpit canopy, and a V-3420-23 engine that corrected most of the problems by the time the first P-75A Eagles entered flight test in September 1944.
By this time, the Army Air Force decided to limit the number of combat aircraft types in production and not enter into large-scale production of new types that might not be available before the war ended. As the twin-engine P-38 Lightning, and the single-engine P-47N Thunderbolt and P-51D Mustang demonstrated excellent long-range capabilities, the production run of the P-75A Eagle was substantially terminated on 6 October 1944. It was decided to use the five completed production aircraft for experimental work and development of the V-3420 engine. As a result of those events, the P-75A did not complete formal performance trials due to termination of the production contract.
General characteristics
• Crew: One
• Length: 40 ft 5 in (12.32 m)
• Wingspan: 49 ft 4 in (15.04 m)
• Height: 15 ft 6 in (4.72 m)
• Wing area: 347 ft² (32.24 m²)
• Empty weight: 11,495 lb (5,214 kg)
• Loaded weight: 13,807 lb (6,263 kg)
• Max takeoff weight: 18,210 lb (8,260 kg)
• Powerplant: 1× Allison V-3420-23 liquid-cooled 24-cylinder double-Vee, 2,885 hp (2,150 kW)
Performance
• Maximum speed: 433 mph (697 km/h) at 20,000 (6,100 m)
• Range: 2,050 mi (3,300 km)
• Service ceiling: 36,400 ft (11,100 m)
• Rate of climb: 4,200 ft/min (21.3 m/s)
• Wing loading: 39.8 lb/ft² (194.3 kg/m²)
• Power/mass: 0.21 hp/lb (0.34 kW/kg)
Armament
• 6x 0.5 in (12.7 mm) wing mounted machine guns
• 4x 0.5 in (12.7 mm) fuselage mounted machine guns
• 2x 500 lb (227 kg) bombs
de Havilland Mosquito
The de Havilland Mosquito was a British combat aircraft that excelled in a number of roles during the Second World War. Originally conceived as an unarmed fast bomber, uses of the Mosquito included: low to medium altitude daytime tactical bomber, high altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike and photo reconnaissance aircraft. It was also used as the basis for a single-seat heavy fighter, the de Havilland Hornet. The aircraft served with the Royal Air Force (RAF) and many other air forces during the Second World War and postwar (see Operators below). The Mosquito was known affectionately as the "Mossie" to its crews[1] and was also known as "The Wooden Wonder" or "The Timber Terror" as the bulk of the aircraft was made of laminated plywood.[2]
The Mosquito inspired admiration from all quarters, including the Commander-in-Chief of the Luftwaffe, Hermann Göring. Göring was due to address a parade in Berlin in the morning of 30 January 1943, commemorating the 10th anniversary of the Nazis' being voted into power. Three 105 Squadron Mosquito B Mk. IVs launched a low-level attack on the main Berlin broadcasting station,[3] keeping Göring off the air for more than an hour.
The Reichsmarschall was not amused: In 1940 I could at least fly as far as Glasgow in most of my aircraft, but not now! It makes me furious when I see the Mosquito. I turn green and yellow with envy.
The British, who can afford aluminium better than we can, knock together a beautiful wooden aircraft that every piano factory over there is building, and they give it a speed which they have now increased yet again. What do you make of that? Hermann Göring, January 1943
The Mosquito inspired a conceptually similar German aircraft, the Focke Wulf Ta 154 Moskito, which, like its namesake, was constructed of wood.
http://upload.wikimedia.org/wikipedia/c ... 8-1942.jpgThroughout the 1930s, de Havilland established a reputation in developing innovative high-speed aircraft such as the DH.88 Comet mailplane and DH.91 Albatross airliner that had already successfully employed the composite wood construction that the Mosquito would use. The firm had little experience of working with the Air Ministry, and when a contract was specified for new bombers, de Havilland's all-wood design approach was considered to be out of keeping with official policy.[6]
Their initial design had started off as an adaptation of the Albatross, armed with three gun turrets and a six-man crew, and powered by two Rolls-Royce Merlin engines.[2] However the resulting design had mediocre performance. The designers started looking for ways to improve it, including the addition of another pair of engines. After more work on the concept, they started moving in the other direction instead, removing everything that was unneeded in order to lower the weight. As each of the gun turrets was eliminated, the performance of the aircraft continued to improve, until they realised that, by removing all of them, the aircraft would be so fast it might not need guns at all. What emerged was an entirely different concept, a small twin-engined, two crew aircraft so fast that nothing in the sky could catch it. In promoting the design, de Havilland's marketing line was that it had produced the "fastest bomber in the world." It could carry 1,000 lb (454 kg) of bombs for 1,500 mi (2,414 km) at a speed of almost 400 mph (644 km/h), which was almost twice that of contemporary British bombers.
In October 1938, the Ministry rejected their proposal, sceptical about the idea of a wooden plane and the concept of the unarmed bomber.[2] They informed de Havilland that their contribution was best served by building wings for one of the existing bomber aircraft programs. Regardless, de Havilland was convinced the idea was sound and continued development on their own. The support of Sir Wilfrid Freeman eventually proved decisive and a contract for fifty aircraft, including one prototype, was finally placed under B.1/40 on 1 March 1940. Design and prototype construction was able to begin almost immediately, but work was cancelled again after Dunkirk in order to focus on existing types.[3] The need for fighters became extremely pressing, and the contract was reinstated in July, but with the order changed to 20 bombers and 30 heavy fighters. The contract was later changed again, adding a prototype for a dedicated reconnaissance version that was even further stripped down for higher speeds.
The Battle of Britain raged while the prototypes were being built, and 25% of the factory time was lost in the bomb shelters.[7] Nevertheless, the original day bomber prototype, W4050, was rolled out on 19 November 1940, and first flew on 25 November, only 10 months after the go-ahead. The original estimates were that as the Mosquito prototype had twice the surface area and over twice the weight of the 1940 Spitfire Mk II, but also with twice its power, the Mosquito would end up being 20 mph (32 km/h) faster. Over the next few months, W4050 surpassed this estimate, easily besting the Spitfire Mk II in testing at Boscombe Down in February 1941 at a top speed of 392 mph (631 km/h) at 22,000 ft (6,700 m) altitude, compared to a top speed of 360 mph (579 km/h) at 19,500 ft (6,000 m) for the Spitfire. Construction of a prototype Mosquito fighter version was carried out at the secret Salisbury Hall facility, and on 15 May 1941, Geoffrey De Havilland personally flew W4052 off a 450 ft (140 m) field beside the shed it was built in. The first reconnaissance prototype, W4051, followed on 10 June 1941.
During testing, it was found that the Mosquito day bomber prototype had the power and internal capacity to carry not just the 1,000 lb (450 kg) of bombs originally specified, but four times that figure. In order to better support the higher loads the aircraft was capable of, the wingspan was increased from 52 ft 6 in (16.0 m) to 54 ft 2 in (16.5 m). It was also fitted with a larger tailplane, improved exhaust system, and lengthened nacelles that improved stability. These modifications became standard across the production versions.
The bulk of the Mosquito was made of custom plywood. The fuselage was a frameless monocoque shell made of ⅜ in (9.5 mm) sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength—such as along cut-outs—stronger woods replaced the balsa filler. The plys were formed to shape by band clamps over large concrete moulds, each holding one half of the fuselage, split vertically. While the casein-based glue in the plywood dried, carpenters cut a sawtooth joint into their edges while other workers installed the controls and cabling on the inside wall. When the glue was completely dried, the two halves were glued and screwed together. A covering of doped Madapolam (a fine plain woven cotton) fabric completed the unit.
The wings were similar but used different materials and techniques. The main wing was built as a single unit. To form the basic shape, two birch plywood box spars were connected by plywood ribs, and stringers spanned the ribs. The skinning was also birch plywood, one layer thick on the bottom and doubled up on the top; between the two top layers was another layer of fir stringers. Building up the structure used an enormous number of brass screws, 30,000 per wing. The wing was completed with wooden flaps and aluminium ailerons.
When both parts were complete the fuselage was lowered onto the wing, and once again glued and screwed together. The remainder consisted of wooden horizontal and vertical tail surfaces, with aluminium control surfaces. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction.[8] The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).[3]
The glue used was initially casein-based. After a series of unexplained crashes of aircraft operating in tropical climates, this was changed to "Aerolite", a synthetic urea-formaldehyde adhesive developed by Dr. Norman de Bruyne[9], which was better able to resist deterioration in high humidity conditions. De Havilland also pioneered the use of radio frequency (RF) heating to accelerate curing of the adhesive.[10]
In England, fuselage shells were mainly made by the furniture companies Ronson, E. Gomme, Parker Knoll and Styles & Mealing. The specialized wood veneer used in the construction of the Mosquito was made by Roddis Manufacturing in Marshfield, Wisconsin, United States. Hamilton Roddis had teams of dexterous young women ironing the (unusually thin) strong wood veneer product before shipping to the UK.[11] Wing spars were made by J.B. Heath and Dancer & Hearne. Many of the other parts, including flaps, flap shrouds, fins, leading edge assemblies and bomb doors were also produced in High Wycombe, Buckinghamshire, which was well suited to these tasks due to a well established furniture-manufacturing industry. Dancer & Hearne processed much of the wood from start to finish, receiving timber and transforming it into finished wing spars at their High Wycombe factory.
About 5,000 of the 7,781 Mosquitos made contained parts made in High Wycombe.[11] In Canada, fuselages were built in the Oshawa, Ontario plant of General Motors of Canada Limited. These were shipped to De Havilland of Canada in Toronto for mating to fuselages and completion. De Havilland Australia started construction in Sydney. These production lines added 1,134 from Canada and 212 from Australia.
Night fighter
The use of the Mosquito as a night fighter came about when the Air Ministry project for a night fighter (based on the Gloster F.9/37) was terminated so that Gloster could concentrate on jet aircraft development.[20]
The first fighter Mosquito introduced into service was the NF Mk II in mid-1942, with four 20 mm (.79 in) Hispano cannon in the fuselage belly and four .303 in. (7.7 mm) Browning machine-guns mounted in the nose. It carried Aircraft Interception radar (AI) Mk IV / Mk V when operating as a defensive night fighter over the UK, although at the time this was omitted from Mk IIs operating as night "Intruders", roaming over Europe at night to cause maximum disruption to lines of communications and flying operations.[21] These were fitted with a device called Serrate to allow them to track down German night fighters by emissions from their own Lichtenstein B/C, C-1, or SN-2, as well as a device codenamed Perfectos that tracked emissions from German IFF systems.
On 30 May 1942, the NF Mk II scored its first kill[22], a Dornier Do 217 of Kampfgeschwader 2[23], and by the end of the war, Mosquito night fighters had claimed approximately 600 enemy aircraft, along with 600 V-1 flying bombs. Among this total were 68 single-engined Focke-Wulf Fw 190s.[24] This variant also operated over Malta, Italy, Sicily and North Africa from late 1942 on. The Mosquito NF XII became the first aircraft to carry the highly effective centimetric radar.
From early 1944, the Mosquito also operated in the bomber support role with Bomber Command's 100 Group, their task being to harass the Luftwaffe NachtJagd (night fighters) attacking the bomber streams over Germany. The Mosquito squadrons of 100 Group used several different marks of Mosquitos for different purposes: N.F XIXs and NF 30s were used for dedicated night fighter operations providing escort for the bomber streams; F. Mk IIs and FB Mk VIs were used for "Flower" (patrolling enemy airfields well ahead of the bomber stream and dropping bombs to keep enemy night fighters on the ground as well as attacking night fighters in the landing pattern) and "Mahmoud" operations (Mahmouds were mounted independently of Bomber Command activity whereby Mosquitos flew to known assembly points for German night fighters (usually visual or radio beacons) and attacked any in the area); B Mk IVs and P.R Mk XVIs were used for Electronic Intelligence (ELINT) operations, using special equipment to detect and identify German radar and radio transmissions. Some 258 Luftwaffe night fighters were claimed destroyed by the Group, for the loss of some 70 Mosquitos. The omnipresence of the potent night fighter threat led to what the Luftwaffe crews dubbed "Moskitoschreck" (Mosquito terror), as the German aircrews were never sure when or where they might come under attack from the marauding 100 Group fighters, and indirectly led to a high proportion of aircraft and crew losses from crashes as night fighters hurried in to land to avoid the Mosquito threat (real or imagined).
Mosquito night fighters continued to operate over Europe until the end of the war with a low casualty rate, in spite of the efforts of the Heinkel He 219-equipped units and Messerschmitt 262 jet fighters which were flown at night by pilots from 10./NJG 11. The commander of this unit, Oberleutnant Kurt Welter, claimed perhaps 25 Mosquitos shot down by night and two further Mosquitos by day while flying the Me 262, adding to his previous seven Mosquito kills in "hot-rodded" Bf 109G-6/AS or Fw 190 A-8 fighters. From September 1944 through to May 1945 a total of 92 night-flying Mosquitos of all marks on bombing, target marking, intruder and night fighter operations were lost.[25] As far as can be ascertained, three of his Me 262 claims over Mosquitos coincide with RAF records.[26]
Fighter-bomber versions
Operational experience in its varied roles quickly led to the development of a versatile fighter-bomber version; the FB VI, which first saw service in early 1943. The Mark VI had a strengthened wing for external loads and along with its standard fighter armament could carry two 250 lb (110 kg) bombs in the rear of the bomb bay and two 250 lb (110 kg) bombs under the wings, or eight wing-mounted rockets. Later up-engined versions could carry 500 lb (230 kg) bombs. The FB VI became the most numerous version of the Mosquito (2,292 built), equipping the day bomber 2 Group, the intruder squadrons of Fighter Command and 2nd Tactical Air Force, and the strike wings of Coastal Command, who used the variant as a potent anti-shipping aircraft armed with eight "60 lb" rockets.
One of the higher risk uses of the fighter-bomber Mosquito FB VI was by 21 Sqn., 464(RAAF) Squadron and 487(NZ) Squadron of No. 2 Group, 2nd Tactical Air Force in Operation Jericho, a mission to destroy the walls and guards' quarters of Amiens prison to allow members of the French Resistance to escape. In the aftermath of the operation the Mosquito of Group Captain Percy Pickard was shot down.[27]
On 11 April 1944, after a request by Dutch resistance workers, six Mosquito FB VIs of No. 613 (City of Manchester) Squadron made a pinpoint daylight attack at rooftop height on the Kunstzaal Kleizkamp Art Gallery in The Hague, Netherlands, which was being used by the Gestapo to store the Dutch Central Population Registry. The first two aircraft dropped high explosive bombs, to "open up" the building, their bombs going in through the doors and windows. The other crews then dropped incendiary bombs, and the records were destroyed. Only persons in the building were killed - nearby civilians in a bread queue were unharmed.[28]
On 21 March 1945, another similar raid, Operation Carthage, again by 21 Sqn., 464(RAAF) Sqn. and 487(NZ) Sqn. involved a very low-level bombing attack on the Gestapo headquarters in the Shellhus, near the centre of Copenhagen, Denmark. The attack had been requested several times by members of the Danish resistance, but was initially deemed too dangerous by the RAF. Twenty Mosquitos were involved, split into three attack waves. They were escorted by 30 RAF Mustangs. The main attack on the Gestapo headquarters caused the death of 55 German soldiers and 47 Danes working for the Gestapo, together with destruction of the Gestapo records in the headquarters. Eight Gestapo prisoners were killed while 18 prisoners escaped. A Mosquito flying in the first wave of the attack struck a tall lamp-post and crashed into a nearby Catholic school (the French school). Mosquitos of the third wave bombed this area by mistake, killing 86 children, 10 nuns, 8 teachers, and 21 other civilians; no civilians had been killed during the main attack. Four Mosquitos were lost and nine pilots/crew members died. The attack saved the lives of many resistance workers as the Gestapo archives and organisation were severely damaged.[29]
The famous RAF 617 squadron (Dambusters), while mainly equipped with Lancaster bombers, also employed the Mosquito for precision target marking. According to "The Dam Busters", Group Captain Leonard Cheshire developed a dive-bombing method of marking targets in advance of the main squadron, to allow the main bombers to strike from high altitude. Cheshire initially used his own Lancaster for this approach, but switched to the Mosquito as being a more suitable aircraft. These Mosquito missions contributed to Cheshire winning the Victoria Cross in recognition of his sustained courage throughout the war.
Photo reconnaissance
Specifications
(DH.98 Mosquito F. Mk II)
Data from Mosquito[45] and Mosquito Performance trials[46]
General characteristics
• Crew: 2: pilot, navigator/radar operator
• Length: 41 ft 2 in (13.57 m)
• Wingspan: 54 ft 2 in (16.52 m)
• Height: 17 ft 5 in (5.3 m)
• Wing area: 454 ft² (42.18 m²)
• Empty weight: 13,356 lb (6,058 kg)
• Loaded weight: 17,700 lb (8,028 kg)
• Max takeoff weight: 18,649 lb (8,549 kg)
• Powerplant: 2× Rolls-Royce Merlin 21/21 or 23/23 (left/right) liquid-cooled V12 engine, 1,480 hp (21 & 23) (1,103 kW) each
Performance
• Maximum speed: 318 kn (366 mph, 610 km/h) at 21,400 ft (8,500 m)
• Range: 782 nmi (900 mi, 1,500 km) 410 gal/1,864 l fuel load at 20,000 ft (6,100 m)
• Service ceiling: 29,000 ft (8,839 m)
• Rate of climb: 1,740 ft/min (8.8 m/s)
• Wing loading: 39.9 lb/ft² (195 kg/m²)
• Power/mass: 0.189 hp/lb (311 W/kg)
Armament
• Guns: 4 × 20 mm (.79 in) Hispano Mk II cannon (fuselage) and 4 × .303 in (7.7 mm) Browning machine guns (nose)
Avionics
• AI Mk IV or Mk VRadar (NF variants)
(DH.98 Mosquito B Mk XVI)
Data from Jane's Fighting Aircraft of World War II[45] and World War II Warbirds[47]
General characteristics
• Crew: 2: pilot, bombardier/navigator
• Length: 44 ft 6 in (13.57 m)
• Wingspan: 54 ft 2 in (16.52 m)
• Height: 17 ft 5 in (5.3 m)
• Wing area: 454 ft² (42.18 m²)
• Empty weight: 14,300 lb (6,490 kg)
• Loaded weight: 18,100 lb (8,210 kg)
• Max takeoff weight: 25,000 lb (11,000 kg)
• Powerplant: 2× Rolls-Royce Merlin 76/77 (left/right) liquid-cooled V12 engine, 1,710 hp (1,280 kW) each
Performance
• Maximum speed: 361 kn (415 mph, 668 km/h) at 28,000 ft (8,500 m)
• Range: 1,300 nmi (1,500 mi, 2,400 km) with full weapons load
• Service ceiling: 37,000 ft (11,000 m)
• Rate of climb: 2,850 ft/min (14.5 m/s)
• Wing loading: 39.9 lb/ft² (195 kg/m²)
• Power/mass: 0.189 hp/lb (311 W/kg)
Armament
• Bombs: 4,000 lb (1 800 kg)
Avionics
• GEE radio-navigation
Boulton Paul Defiant
The Boulton Paul Defiant was a British fighter aircraft and bomber interceptor used early in the Second World War. The Defiant was designed and built by Boulton Paul Aircraft as a "turret fighter" and served with the Royal Air Force (RAF). Contemporary with the Royal Navy's Blackburn Roc, the concept of a turret fighter was somewhat similar to the World War I-era Bristol Fighter. In practice, the Defiant was found to be vulnerable to the Luftwaffe's more agile, single-seat Messerschmitt Bf 109 fighters; crucially, the Defiant did not have any forward-firing guns. It was later used successfully in the night fighter role, before it was phased out of combat service in favour of the Bristol Beaufighter and de Havilland Mosquito. The Defiant finally found use in gunnery training, target towing, ECM and air sea rescue. Among RAF pilots, it had the irreverent nickname "Daffy."
http://upload.wikimedia.org/wikipedia/c ... efiant.pngEvolution
The Defiant emerged at a time when the RAF anticipated having to defend Great Britain against unescorted enemy bombers. Advances in aircraft design during the 1920s and 1930s resulted in a generation of multi-engined bombers that were faster than the single-engined biplane fighters then in service. The RAF believed that its own turret-armed bombers, such as the Vickers Wellington, would be able to penetrate enemy airspace and defend itself without fighter escort and that the German Luftwaffe would do the same. A turret-armed fighter would be able to engage enemy bombers from angles that would defeat the bomber gunners. Thus, the Defiant was armed with a powered dorsal turret, equipped with four 0.303 in (7.7 mm) Browning machine guns. In theory, the Defiant would approach an enemy bomber from below or beside and destroy it with a concentrated burst of fire.
P.82
Designed to meet the Air Ministry Specification F.9/35, which specified a "turret fighter" with a powered turret as the sole armament. Boulton Paul, who had considerable experience with turrets from their earlier Overstrand bomber, submitted their P.82 project. This design was selected as the most promising of seven initial proposals and one of only two prototypes constructed. The other competing design was the Hotspur from Hawker Aircraft.
The central feature of the P.82 was the four-gun turret based on a design by French aviation company SAMM which had been licensed by Boulton Paul for use in the earlier Boulton Paul Sidestrand bomber, but eventually installed in the "follow-up" design, the Boulton Paul Overstrand and Blackburn Roc naval fighter.[1] The turret, the Type A, was an electro-hydraulically powered "drop-in" unit with a crank-operated mechanical backup. The fuselage was fitted with aerodynamic fairings that helped alleviate the drag of the turret; they were pneumatically powered and could be lowered into the fuselage so that the turret could rotate freely. The Browning guns were electrically fired, and insulated cut-off points in the turret ring prevented the guns from being activated when they were pointing at the propeller disc or tailplane. The gunner could rotate the turret directly forward and transfer firing control of the guns to the pilot, with the guns firing along each side of the cockpit canopy. However in practice this was rarely done as the turret's minimum forward elevation was 19° and the pilot did not have a gunsight.
The gunner's hatch was in the rear of the turret, which had to be rotated to one side or the other to enable entry or exit. There was not enough room in the turret for the gunner to wear a seat-type or back pack parachute, so gunners were provided with a special all-in-one garment nick-named the 'rhino suit'. To quote Frederick 'Gus' Platts, air gunner in 230, 282 and 208 squadrons, "The Rhino suit we had to wear on Defiants was a bear, but I couldn't come up with an alternative, even though it killed dozens of us. I forget the details of it, but we could not have sat on our chute or even keep in nearby as in other turrets, so you wore - all in one - an inner layer that fitted a little like a wetsuit of today. The chute fitted around this, and then the dinghy and the outer clothing. There was inner webbing and pockets that literally fell apart (I presume) when one bailed out".[2].
The first P.82 prototype (K8310) was rolled out in 1937 without its turret, looking superficially like the Hawker Hurricane although it was at least 1,500 lb (680 kg) heavier. A clean, simple and compact monoplane structure had been achieved with main landing gear retracting into a broad mainplane section. The pilot's cockpit and rear turret were faired into a streamlined upper fuselage section. Fuel was carried in the wing centre section along with a large ventral radiator that completed the resemblance to the Hawker fighter. With a 1,030 hp (768 kW) Rolls-Royce Merlin I installed, the newly named "Defiant" prototype first flew on 11 August, 1937, nearly a year ahead of the Hotspur. A second prototype, K8620, equipped with a turret, was modified with telescopic radio masts, revision to the canopy and changes to the undercarriage fairing plates.
Completing its acceptance tests with the turret installed, the Defiant reached a top speed of 302 mph (486 km/h) and subsequently was declared the victor of the turret fighter competition. Apart from detail changes, the production Defiant Mk I looked similar to the two Defiant prototypes. However, its service entry was delayed to such an extent that only three aircraft had reached the RAF by the start of the war. The Mk I was powered by the Rolls Royce Merlin III (1,030 hp/768 kW or 1,160 hp/865 kW)[3] with a total of 713 aircraft built.
P.85
The P.85 was a version of the Defiant for Fleet Air Arm (FAA) use, but the Blackburn Roc was selected and the only FAA use was to be the target tug version of the Defiant.
P.94
The first Defiant prototype had not been initially fitted with a turret, and therefore had an impressive top speed. Consequently, in 1940, Boulton Paul developed a conventional, single-seat, turret-less version of the Defiant called the P.94, armed with 12 .303 in (7.7 mm) Browning machine guns (six per wing). By that time, the RAF had sufficient quantities of Hawker Hurricanes and Supermarine Spitfire and did not require a new single-seat fighter. With a top speed of about 360 mph (579 km/h), the P.94 was almost as fast as a contemporary Spitfire, although less manoeuvrable.
General characteristics
• Crew: 2: pilot, gunner
• Length: 35 ft 4 in (10.77 m)
• Wingspan: 39 ft 4 in (11.99 m)
• Height: 12 ft 2 in (3.71 m)
• Wing area: 250 ft² (23 m²)
• Empty weight: 6,078 lb (2,755 kg)
• Loaded weight: 8,318 lb (3,773 kg)
• Powerplant: 1× Rolls-Royce Merlin III liquid-cooled V12 engine, 1,030 hp[3] (768 kW)
Performance
• Maximum speed: 304 mph (264 kn, 489 km/h)
• Range: 465 mi (404 nm, 748 km)
• Service ceiling: 30,350 ft (9,250 m)
• Rate of climb: 1,900 ft/min (9.65 m/s)
• Power/mass: 0.124 hp/lb (204 W/kg)
Armament
• Guns: 4 × 0.303 in (7.7 mm) Browning machine guns in hydraulically-powered dorsal turret (600 rpg)
http://upload.wikimedia.org/wikipedia/c ... D_ExCC.gifDornier Do 335
Dornier Do 335
The Dornier Do 335 Pfeil ("Arrow"), unofficially also Ameisenbär ("anteater"), was a World War II heavy fighter built by the Dornier company. The Pfeil's performance was much better than that of other twin-engine designs due to its unique "push-pull" layout. The Luftwaffe was desperate to get the design into squadron use, but delays in engine deliveries meant only a handful were delivered before the war ended
The first 10 Do 335A-0s were delivered for testing in May. By late 1944, the Do 335A-1 was on the production line. This was similar to the A-0 but with the uprated DB 603E-1 engines and two underwing hardpoints for additional bombs, drop tanks or guns. Capable of a maximum speed of 763 km/h (474 mph) at 6,500 m (21,300 ft) with MW 50 boost, or 686 km/h (426 mph) without boost, and able to climb to 8,000 m (26,250 ft) in under 15 minutes, the Do 335A-1 could easily outrun any Allied fighters it encountered. Even with one engine out, it could reach about 563 km/h (350 mph).
Delivery commenced in January 1945. When the United States Army overran the Oberpfaffenhofen factory in late April 1945, only 11 Do 335A-1 single-seat fighter-bombers and two Do 335A-12 trainers had been completed.
French ace Pierre Clostermann claims[1] the first Allied combat encounter with a Pfeil in April 1945. Leading a flight of four Hawker Tempests from No. 3 Squadron RAF over northern Germany, he intercepted a lone Do 335 flying at maximum speed at treetop level. Detecting the British aircraft, the German pilot reversed course to evade. Despite the Tempest's considerable speed, the RAF fighters were not able to catch up or even get into firing position.
General characteristics
• Crew: 1, pilot
• Length: 45 ft 5 in (13.85 m)
• Wingspan: 45 ft 1 in (13.8 m)
• Height: 15 ft (4.55 m)
• Wing area: 592 ft² (55 m²)
• Empty weight: 11,484 lb (5,210 kg)
• Max takeoff weight: 19,500 lb (8,590 kg)
• Powerplant: 2× Daimler-Benz DB 603A 12-cylinder inverted engines, 1,287 kW, 1,726 hp (1,750 PS) each
Performance
• Maximum speed: 474 mph (765 km/h)
• Combat radius: 721 mi (1,160 km (half load))
• Service ceiling: 37,400 ft (11,400 m)
Armament
• 1 × 30 mm (1.18 in) MK 103 cannon (as forward engine-mounted Motorkanone)
• 2 × 20 mm MG 151 cannons
• Up to 1,000 kg (2,200 lb) bombload
Focke-Wulf Fw 190
The Focke-Wulf Fw 190 Würger, was a German, single-seat, single-engine fighter aircraft designed by Kurt Tank in the late 1930s. It was used by the Luftwaffe during World War II. It partially replaced the Messerschmitt Bf 109 in 1941. Over 20,000 were manufactured, including around 6,000 fighter-bomber models. Production ran from 1941 to the end of hostilities, during which time the aircraft was continually updated. Its later versions retained qualitative parity with Allied fighter aircraft. The Fw 190 was well-liked by its pilots, and was quickly proven to be superior in all but turn radius to the Royal Air Force's main front-line fighter, the Spitfire Mk. V variant, on its combat debut in 1941.[1][2] The early Fw 190As performance decreased at high altitudes which complicated its use as a high altitude interceptor. These complications were mostly rectified in later models and the introduction of the Focke-Wulf Fw 190D variant. Like the Bf 109, the Fw 190 was employed as a "workhorse", and proved suitable for a wide variety of roles, including air superiority fighter, strike fighter, ground-attack aircraft, escort fighter, and night fighter. Some of the Luftwaffe's most successful fighter aces flew the Fw 190. Erich Rudorffer claimed 222 kills, Otto Kittel 267 victories, and Walter Nowotny 258 victories. A great many of their kills were claimed while flying the Fw 190.
http://upload.wikimedia.org/wikipedia/c ... 4P-005.jpgGeneral characteristics
• Crew: One
• Length: 9.00 m (29 ft 0 in)
• Wingspan: 10.51 m (34 ft 5 in)
• Height: 3.95 m (12 ft 12 in)
• Wing area: 18,30 m² (196.99 ft²)
• Empty weight: 3,200 kg (7,060 lb)
• Loaded weight: 4,417 kg (9,735 lb)
• Max takeoff weight: 4,900 kg (10,800 lb)
• Powerplant: 1× BMW 801 D-2 radial engine, 1,272 kW (1,730 hp); 1,471 kW (2,000 hp) with boost
Performance
• Maximum speed: 656 km/h at 4,800 m, 685 km/h with boost (383 mph at 19,420 ft (5,920 m), 408 mph (657 km/h) with boost)
• Range: 800 km (500 mi)
• Service ceiling: 11,410 m (37,430 ft)
• Rate of climb: 13 m/s (2,560 ft/min)
• Wing loading: 241 kg/m² (49.4 lb/ft²)
• Power/mass: 0.29-0.33 kW/kg (0.18-0.21 hp/lb)
Armament
• 2 × 13 mm (.51 in) MG 131 machine guns with 475 rpg
• 4 × 20 mm MG 151/20 E cannons with 250 rpg in the wing root and 140 rpg outboard.
Specifications (Fw 190 D-9)
General characteristics
• Crew: 1
• Length: 10.20 m (33 ft 5 1/2 in)
• Wingspan: 10.50 m (34 ft 5 in)
• Height: 3.35 m (11 ft 0 in)
• Wing area: 18.30 m² (196.99 ft²)
• Empty weight: 3,490 kg (7,694 lb)
• Loaded weight: 4,350 kg (9,590 lb)
• Max takeoff weight: 4,840 kg (10,670 lb)
• Powerplant: 1× Junkers Jumo 213 A-1 12-cylinder inverted-Vee piston engine, 1,287 kW, 1,544 kW with boost (1,750 PS / 2,100 PS)
Performance
• Maximum speed: 685 km/h at 6,600 m, 710 km/h at 11,300 m (426 mph at 21,655 ft / 440 mph at 37,000 ft (11,000 m))
• Range: 835 km (519 mi)
• Service ceiling: 12,000 m (39,370 ft)
• Rate of climb: 17 m/s (3,300 ft/min)
• Wing loading: 238 kg/m² (48.7 lb/ft²)
• Power/mass: 0.30 - 0.35 kW/kg (0.18 - 0.21 hp/lb)
Armament
• 2 × 13 mm (.51 in) MG 131 machine guns with 475 rpg
• 2 × 20 mm MG 151 cannons with 250 rpg in the wing root
• 1 × 500 kg (1,102 lb) SC 500 bomb (optional)