View Full Version : I know it's Late in the Game... But!

07-20-2006, 04:14 AM
The P-40Q...

In 1944, the P-40Q was introduced; it was a very clean design capable of 422 mph.

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.


XP-40Q Specifications:

Span 35 ft 3 in
Length 35 ft 4 in
Height 12 ft 4 in
Wing Area n/a
Empty Weight n/a
Loaded Weight 9,000 lb
Max. Speed 422 mph
Cruise Speed n/a
Ceiling 39,000 ft
Rate of Climb 3,000 fpm
Range 650 to 1,400 miles
Powerplant Allison V-1710-121 of 1,425 hp

There was three of these aircraft produced using two P-40K's (s/n's 42-9987 and 42-45722) and a P-40N (s/n 43-24571). The first ZP-40Q was a P-40K-10, s/n 42-9987 that was fitted with a new cooling system, with a four blade propeller and longer nose. The radiators were moved under the fuselage with the intakes between the undercarriage legs. The second ZP-40Q was a P-40K, s/n 42-45722 that had a reduced chin cowl installed, four blade propeller, clipped wing tips (at a later date), with an Allison V-1710-121 fitted with a 2-stage supercharger and water injection that was capable of 1425hp and powering the aircraft up to 422 mph. The third XP-40Q was a P-40N, s/n 43-24571 and basically had the same modification as the second.


07-20-2006, 04:30 AM
Neat plane!

07-20-2006, 04:35 AM
Nice looking ride, looks like it's got great visibility too.

07-20-2006, 04:44 AM
Looks like a....P51!

07-20-2006, 04:48 AM
Looks kinda like a lovechild of the P51D and a late Spitfire - nice lookin plane.

07-20-2006, 05:10 AM
whoa! an uber P40!....is that an oxymoron?

07-20-2006, 06:08 AM
Schweet!!! My baby is ALIVE!!!!!

07-20-2006, 06:12 AM
I dunno why...its basically the P-51 http://forums.ubi.com/groupee_common/emoticons/icon_wink.gif

I'd rather a P-40N http://forums.ubi.com/images/smilies/touche.gif

07-20-2006, 06:30 AM
A bit of info on the 1947 Thompson Trophy Race.



(Dr. Aaron King Jr.)
#18 in €49 Med. Blue and gray

#94 sat on Cleveland Airport property for a number of years. Airport employee€s searched for someone to take it, but could find no one. The Crawford Museum accepted the engine and the propeller, the remains were delivered to the airport fire department to be burned for practice. The "bones of #94 are buried at Cleveland Airport, perhaps, some day they will be uncovered.

In 1965, the Thompson Trophy ("J" Division) was awarded to Colonel Robert L. "Fox" Stephens, (pilot) and Lieutenant Colonel Daniel Andre (fire control officer) for their YF-12A flight of 2,070 mph on May 1, 1965. This flight recaptured the world absolute speed record for the U. S. from the Soviet Union.

The YF-12 was developed as a high-altitude Mach 3 interceptor for defense against supersonic bombers. It was designed in secrecy by a team headed by Clarence L. "Kelly" Johnson, director of Lockheed's Advanced Development Projects office--better known as the "Skunk Works." The existence of the aircraft was not officially revealed until February 29, 1964. The YF-12A was the forerunner of the highly sophisticated SR-71 high-altitude strategic reconnaissance aircraft. Unlike the SR-71, the YF-12A never became operational, but during the test program, which ended in 1966, it set a speed record of 2,070.101 mph and an alitiude record of 80,257.86 feet. Both records were set on May 1, 1965. For this flight, Col. Robert L. "Fox" Stephens, (pilot) and Lt. Col. Daniel Andre (fire control officer) were awarded the 1965 Thompson Trophy.

To enable the YF-12A to withstand skin temperatures of more than 500 degrees Fahrenheit (generated by air friction), 93 percent of its structural weight is made up of titanium alloys. The aircraft also is coated with a special black paint that helps radiate heat from its skin. All aircraft components were developed especially for the environment of sustained Mach 3+ cruise.

The aircraft on display was recalled from storage in 1969 for a joint USAF/NASA investigation of supersonic cruise technology. It was flown to the Museum on November 7, 1979.

Span: 55 ft. 7 in.
Length: 101 ft.
Height: 18 ft. 6 in.
Weight: 127,000 lbs. loaded
Armament: Three Hughes AIM-47A missiles
Engines: Two Pratt & Whitney J58s of 32,000 lbs. thrust each with afterburner
Crew: Two
Serial number: 60-6935

Maximum speed: Mach 3+
Range: 2,000+ miles
Service Ceiling: above 80,000 ft.

07-20-2006, 07:53 AM
N e K would be better....

07-20-2006, 08:18 AM
Yes, it looks much like the P-51 and some hint of of spitfire in the cooling system. Interesting that the performance was below the P-51. they almost seem identical. Shame it was not futher developed but as you know the jet age was just around the corner.

07-20-2006, 08:35 AM
That had a 1400hp alison engine in it an it still managed 422mph...not bad, imagine what it would have been like with a 1700+ hp engine, or a merlin rated at 25lb boost.

07-20-2006, 09:25 AM
Originally posted by Ploughman:
...looks like it's got great visibility too.

Wouldn't matter, Oleg has negated the view advantages in the P47 and P51 for G A M E P L A Y, so this plane's view would blow as well.

07-20-2006, 12:46 PM
Not as much as your posts blow HA. You da winna dere!


And for everyone else, what was the top end of the MiG-25?

07-20-2006, 12:54 PM
Goodyear FG-1A


One of the more interesting wartime Corsair variants, even if it didn't go into production, was the Goodyear "F2G", which was to be designed around the monster P&W R-4360-4 air-cooled radial engine, with 2,238 kW (3,000 HP) takeoff power. In contrast to the R-2800 Double Wasp, which featured two rows of nine cylinders for a total of 18 cylinders, the R-4360 featured four rows of seven cylinders for a total of 28 cylinders. It was called a "corncob" because of the cylinder arrangement. The engine would see operational service on the big Convair B-36 Peacemaker heavy bomber after the war.

The F2G had a distinctive supercharger / oil system cooler intake on top of the lengthened nose, as well as a bubble-type canopy, a taller tailfin, and other changes. A bubble canopy had been fitted earlier to a Goodyear FG-1A on a trials basis. Armament was six 12.7 millimeter Brownings, plus the external stores of the F4U-1D. The engine installation was optimized for low-level flight, since the F2G was intended to destroy Japanese "Kamikaze" suicide intruders trying to attack US fleet vessels by coming in at low level under the radar.

An old F4U-1 with the birdcage canopy was fitted with the Wasp Major and a four-bladed prop in early 1944 to evaluate the fit. Goodyear received a production contract for the F2G in March 1944, with some of the batch for use from ground bases, with manually folding wings and designated "F2G-1"; and others for carrier operations, with hydraulically folding wings and an arresting hook and designated of "F2G-2". Development, particularly of the engine, proved troublesome, and by the time the first F2G, was rolled out in May 1945 the need for the type was evaporating.

Production contracts were cancelled at the end of the war, with only five production F2G-1s and five F2G-2s built. They had been preceded by a number of "XF2G" prototypes, the precise count being unclear, with most or all of these development machines apparently being conversions. At least one F2G flew in air races after the war.

Link: http://www.air-and-space.com/Goodyear%20F2G.htm

In March of 1944, Pratt & Whitney requested a F4U-1 Corsair from Vought Aircraft for evaluation of their new P&W R-4360,28 cylinder engine. Vought transferred F4U-1, BuNo 02460 (Birdcage Canopy) to seeif the airframe and engine were compatible. The tests proved successfuland Goodyear Aircraft of Akron, Ohio was given the F2G program. (Source: N. Veronico "F4U Corsair" - B. Kinzey "F4U Corsair Vol.1)

Crew: One
Length: 33 ft 9 in (10.3 m)
Wingspan: 41 ft (12.5 m)
Height: 16 ft 1 in (4.9 m)
Wing area: 314 ft² (29 m²)
Empty weight: 10,249 lb (4649 kg)
Loaded weight: 13,346 lb (6054 kg)
Max takeoff weight: 15,422 lb (6995 kg)
Powerplant: 1Ӕ Pratt & Whitney R-4360-4 Wasp Major 28-cylinder radial engine, 3,000 hp (2,240 kW)
Maximum speed: 431 mph at 16,400 ft (694 km/h at 5,000 m)
Range: 1,955 mi with external tanks (3,146 km)
Service ceiling: 38,800 ft (11,800 m)
Rate of climb: 7,000 ft/min (35.6 m/s)
Wing loading: kg/m² (lb/ft²)
4x 0.50 in (12.7 mm) machine guns, 400 rounds/gun
8x 5 in (127 mm) rockets or
1,600 lb (725 kg) of bombs

Goodyear F2G-1 Super Corsair #57

Pratt & Whitney R-4360-4 air-cooled radial engine


The Pratt & Whitney R-4360 Wasp Major was a large radial piston aircraft engine designed and built during World War II. It was the last of the Wasp family and the culmination of its maker's piston engine technology, but the war was over before it could power airplanes into combat. It did, however, power the last generation of large piston-engined planes before the jet engine and turboprop took over.

It was a four-row radial engine with 28 cylinders (seven per row); each row was slightly offset from the previous so that they formed a somewhat helical arrangement (as can be seen in the photograph) - this was to permit better cooling of the successive rows of cylinders. A mechanical supercharger geared at six times engine speed provided forced induction, while the propeller was geared at half engine speed so that the tips did not reach inefficient supersonic speeds.

Engine displacement was 4,360 in³ (71.4 L), hence the model designation. Initial models developed 3,000 hp (2240 kW), but the final models delivered 4,300 hp (3200 kW). Engines weighed 3,482 to 3,870 lb (1,579 to 1,755 kg), heavy but giving a power to weight ratio matched by very few engines.

The engine was commonly nicknamed the Corncob, since its multiple, staggered rows of cylinders made it resemble one.

Wasp Majors were produced between 1944 and 1955; 18,697 were built. They were intended as a new powerplant for the Boeing B-29 Superfortress; Wasp Major-powered Superfortresses were eventually designated B-50. They also powered the Convair B-36 as well as a broad assortment of other aircraft:


Model: R-4360-41
Type: 28 cylinder, four row, air-cooled radial
Displacement: 4,360 cu. in.
Weight: 3,404 lbs.
Maximum RPM: 2,700
Maximum Horsepower: 3,500

07-20-2006, 01:10 PM
WWow... Now this looks like a P-51 Mustang! http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif

Curtiss XP-46


At the time when the Curtiss P-40 fighter was initially entering production, Curtiss's chief designer Donovan Berlin was already thinking about its successor. The P-40 was already largely obsolescent by contemporary European standards even before it had entered production, and early war experience in Europe suggested that more speed, more protection, and more firepower would very soon be required.

Influenced by contemporary British and French thinking, Berlin submitted his ideas to the USAAC. The USAAC was sufficiently impressed that they issued a Circular Proposal (CP 39-13) based on Berlin's proposal. The Army ordered two prototypes from Curtiss under CP 39-13 on September 29, 1939. The designation was XP-46 and the serials were 40-3053 and 40-3054.

The XP-46 was generally similar to its P-40 predecessor, but was somewhat smaller and featured a wide-track, inwardly-retracting undercarriage. The engine was to be the newly-developed Allison V-1710-39 (F3R) twelve-cylinder liquid-cooled Vee of 1150 hp. This same engine was also later to power the D-version of the P-40. In view of the relatively high wing loading, automatic leading-edge slots (a la Bf 109E) were fitted to the outer portions of the wing to give increased aileron control near the onset of the stall. Armament was to be two 0.50-in machine guns in the nose below the cylinder banks and no less than eight 0.30-inch machine guns in the wings. This made the XP-46 the most heavily-armed American fighter up to that time. A month after the initial XP-46 order, the USAAC modified their requirement and called for the provision of self-sealing fuel tanks and armor protection for the pilot. The maximum speed when fully armed and armored was to be a rather ambitious 410 mph at 15,000 feet.

In order to save time and get something in the air as quickly as possible, the second prototype (40-3054) was delivered without armament or radio. This aircraft was redesignated XP-46A. The XP-46A was actually the first to fly, taking to the air on February 15, 1941. Even with all the military equipment taken off, the XP-46A was just barely able to achieve 410 mph at 12,200 feet, the required maximum speed when fully equipped.

When the fully-equipped XP-46 flew for the first time on September 29, 1941, the additional weight of the military equipment slowed the fighter down to only 355 mph at 12,200 feet.

In the meantime, while the XP-46 and XP-46A prototypes were still under construction, the USAAC decided in June of 1940 not to order the P-46 into production, but rather to order a similarly-powered version of the already-existing P-40. This was eventually to emerge as the P-40D. This option had the advantage in not disrupting Curtiss production lines by the introduction of a completely new airframe at a critical period. In the event, this turned out to have been a wise decision, since the fully-equipped XP-46 was actually slower than the P-40D.


XP-46A Number built/Converted
1 (cv) Remarks
Imp. P-40;
Mod. XP-46;no guns or radios

General characteristics
Crew: one, pilot
Length: 30 ft 2 in (9.20 m)
Wingspan: 34 ft 4 in (10.47 m)
Height: 13 ft 0 in (3.96 m)
Wing area: 208 ft² (19.3 m²)
Empty: 5,625 lb (2,551 kg)
Loaded: 7,322 lb (3,321 kg)
Maximum takeoff: 7,665 lb (3,477 kg)
Powerplant: 1Ӕ Allison V-1710-39 twelve cylinder vee, 1,150 hp (858 kW)
Maximum speed: 355 mph (571 km/h)
Range: 325 mi (523 km)
Service ceiling: 29,500 ft (9,000 m)
Rate of climb: ft/min ( m/min)
Wing loading: 35 lb/ft² (171 kg/m²)
Power/mass: 0.16 hp/lb (0.26 kW/kg)
2Ӕ .50 in (12.7 mm) synchronized machine guns in the forward fuselage
provisions for 8Ӕ .30 in (7.6 mm) wing-mounted guns.


07-20-2006, 01:42 PM
Originally posted by WWMaxGunz:
gobble gobble

wwMaxGums: Author of virtual chaff and flare since 2002.


07-20-2006, 02:22 PM
Originally posted by woofiedog:
Curtiss XP-46


Wouldn`t it be easier to just borrow few Migs instead? http://forums.ubi.com/images/smilies/34.gif

07-20-2006, 02:27 PM
I dunno carguy_, looks more like a LaGG to me.

07-20-2006, 02:35 PM
Originally posted by carguy_:
Wouldn`t it be easier to just borrow few Migs instead? http://forums.ubi.com/images/smilies/34.gif

Germans offered Finns some captured MiG-3s. Finns inspected them and went:
http://forums.ubi.com/images/smilies/blink.gif http://forums.ubi.com/images/smilies/51.gif

Not that MiG-3s werent pretty and well thought planes!

07-20-2006, 02:45 PM
PBNA-Boosher & carguy_ ... Are you both sure about that? http://forums.ubi.com/groupee_common/emoticons/icon_biggrin.gif


Another urban legend surrounding the Mustang is that it owed a great deal to the Curtiss XP-46 and, in fact, stole numerous design features from that fighter.
It is true that the British had insisted that since NAA had no fighter experience they should secure all current data from Curtiss about both the P-40 and the XP-46.
Although NAA did pay $56,000 to Curtiss for technical aerodynamic data on the XP-46, there was only a very broad resemblance between the XP-46 and the NA-73X.
The Curtiss aircraft shared only a similar radiator/ oil-cooler configuration with the NA-73X, and did not have laminar flow wings. In point of fact, the development of the XP-46 lagged behind that of the NA-73X, and prototypes were not ready for flight until February of 1941.
In addition, preliminary design of the NA-73X was completed before NAA gained access to the Curtiss material. It could even be argued that the XP-46 data was most useful to NAA in guiding them in what NOT to do.
The NA-73X appears to owe virtually nothing to any previous fighter design. Nevertheless, despite convincing denials from both Edgar Schmued and aerodynamicist Edward Horkey, the full magnitude of the contribution of Curtiss to the NA-73X design remains controversial to this day.

07-20-2006, 02:55 PM
Uhmmmm... Look's like a P-46 to me! http://forums.ubi.com/images/smilies/16x16_smiley-wink.gif


Link: http://www.warbirds.be/web/content.php?article.154


North American Aircraft (NAA) was founded in 1934, with 75 employees under President James H. "Dutch" Kindelberger, previously of Douglas Aircraft. NAA was an outgrowth of North American, an aviation-oriented holding and investment organization that had been established in 1928. The NAA offshoot was created with General Motors backing, and built a plant in Inglewood, a suburb of Los Angeles, California. NAA's first major aircraft designs were a series of trainers that culminated in the popular AT-6 Texan.

By 1937, the governments of Britain and France were becoming increasingly alarmed by German rearmament, and were not only ramping up their own production of aircraft, but looking to American sources as well. In 1938, the British placed a large order for North American trainers, resulting in substantial business for the company.

By 1939, the British and French were at war with the Nazis and were scrambling to get their hands on combat aircraft. The only fighters the Americans had available in 1939 and 1940 that seemed to be of any use were the Curtiss P-40 Warhawk and Bell P-39 Airacobra, and neither of them were a match for the Luftwaffe's Messerschmitt Bf-109. The British still purchased a large number of P-40s, which proved serviceable if not spectacular, and a small quantity of P-39s, which the British rejected after evaluation.

Since Curtiss was heavily committed building the P-40 for the United States Army Air Corps (USAAC) and had little production capacity to spare, a delegation sent by the British government proposed that North American produce P-40s under license from Curtiss for the Royal Air Force (RAF). NAA responded with a proposal, submitted to the British delegation in January 1940, that the company instead build an entirely new machine of their own design for the British, based on the Allison V-1710 water-cooled 12-cylinder inline vee engine used in the P-40, but with better range and performance.

Obviously a proprietary design would mean more profits for North American, but there was more than greed as a motive. The P-40 design had roots going back to 1933, and North American engineers were hardly being egotistical to suggest they could build something with better performance, as well as easier to manufacture, using the latest technology. The British delegation was favorable to the idea.

NAA mailed the British delegation in New York drawings of a design concept for the new aircraft in early May 1940, and on 29 May the British awarded a contract to North American for the "NA-73X" fighter, where "NA" of course stood for "North American". The contract specified initial prototype delivery in January 1941, and completion by September 1941. NAA gave the production price of their new aircraft as $50,000 USD in 1941 dollars. After discussions, NAA and the British delegation agreed to an informal schedule for delivery of the first prototype within 120 days. This apparently was not a rigid deadline, since the formal contract gave NAA breathing room, but in any case the NAA design team threw itself into the task with a vengeance.

The chief designer for the NA-73X was a native-born German named Edgar Schmued, who had left Germany for Brazil in 1925, and then emigrated to the US in 1930. He worked closely with aerodynamics specialist Edward Horkey. The team was under the overall direction of NAA Chief Engineer Ray Rice.

Since NAA had never built a fighter, at the request of the British NAA Vice-President Leland Atwood consulted with Curtiss and obtained information on an advanced Curtiss fighter under development, designated the "XP-46". There were similarities between the design of the NA-73X and XP-46 that would eventually lead Curtiss engineers to accuse NAA of plagiarism, but NAA had presented their concept to the British before blueprints were obtained from Curtiss, and XP-46 work significantly lagged NA-73X development in any case.

Some NAA advocates would later claim that the XP-46 provided NAA with little more than a bad example, but the matter is academic as the XP-46 program was abandoned in 1941, after two prototypes were built. The NA-73X and its descendants also had a general layout similar to that of the Messerschmitt Bf-109, which would lead to false rumors that the design of the NAA aircraft was derived from the German fighter.

Although NAA appears to have paid little attention to the XP-46, the NA-73X design team clearly made use of information provided by the US National Advisory Committee for Aeronautics (NACA) on the "laminar" wing. Contemporary wing design featured a wing cross-section with maximum thickness about a fifth of the way across the wing from the leading edge, with most of the curvature, or "camber", on the top of the wing. The laminar flow wing, in contrast, was thickest halfway across the wing from the leading edge, and had almost as much camber on top as on the bottom. This scheme reduced turbulent flow across the wing, cutting down drag and increasing speed and range. The penalty was slightly inferior low-speed performance. The NA-73X's wing featured large flaps to reduce take-off and landing run.

Everything was done to make the NA-73X as aerodynamically clean as possible. The radiator and oil cooler were unconventionally placed on the bottom of the fuselage behind the cockpit, with an airflow exit flap towards the tailwheel. This arrangement provided aerodynamic benefits, at the cost of some additional pipe and duct work.

The resulting aircraft was smooth and attractive. A carburetor intake tube above the prop spinner was one of the few discordant elements. In the NA-73X and a few following aircraft, the entrance to this tube was positioned well back from the prop spinner, but NAA engineers were to find out the hard way that the entrance needed to be moved up to just behind the propeller. The propeller itself was a three-bladed variable pitch type, provided by Curtiss.

NAA engineers did everything they could to combine smooth contours with simplicity of form and underlying structure, with an eye towards ease of manufacture. The cowling, though close-fitting, was easy to remove, and the engine could be conveniently inspected and removed.

Construction was almost entirely of metal, mostly aluminum and aluminum alloy, except for fabric-covered rudders and elevators. The fuselage was in three sections that could be pulled apart by undoing bolts. Each wing was organized as an inner and outer section. The fuselage and wing sections were designed to be assembled as functional units, and then mated together at final assembly, substantially simplifying manufacture.

Provision was made for mounting two 12.7 millimeter (0.50 caliber) Browning machine guns in the nose, positioned under the engine in a staggered fashion to allow accommodation of the ammunition boxes, and firing through the propeller arc using a synchronizing mechanism. Primary armament, however, was to be one 12.7 millimeter and two 7.62 millimeter (0.30 caliber) Browning machine guns mounted in the center of each wing. The wing was so thin that the guns could not be positioned upright, and had to be placed so that they almost rested on their sides. This arrangement would lead to difficulties in practice. The machine guns were also offset vertically, with the two outer guns firing out the leading edge of the wing and the middle gun firing just below the leading edge. The design also allowed a bomb or other store to be carried on a single pylon under each wing.

The cockpit was relatively roomy, and well laid out by the standards of the time, with a "razorback" canopy configuration. The pilot's seat had eight millimeter thick armor behind it, and the front of the canopy was armor glass. The canopy had a hinged panel on the left and a hinged top for entrance and exit. While panel could not be opened in flight, it could be jettisoned in an emergency.

The new aircraft had a sizeable fuel capacity for a fighter, a total of 681 liters (180 US gallons), almost twice the capacity of a Spitfire. There was one fuel tank in each wing, nested between the two wing spars against the wing root.

The main landing gear were simple and robust. They were hinged in the wing to swing down from the wing roots, giving the NA-73X a wide track of 3.66 meters (12 feet) that made it easy to handle on the ground. The tailwheel was steerable and retractable, sealed off in flight by two tiny doors. Aerodynamic controls were hydraulic, while armament controls were electric.

The unarmed NA-73X was rolled out of the factory on 9 September 1940, 102 days after the contract was signed. The design team, which had been working all day, all week, for that time, collectively collapsed in exhaustion and took a few days off. They had the time to rest since the prototype didn't have an engine. The engine was to be supplied by the USAAC, and naturally their own Allison-powered aircraft, such as the P-38, P-39, and particularly the P-40, had priority. The engine didn't arrive for about a month, and was installed in haste when it was finally delivered.

First flight of the NA-73X was on 26 October 1940, with NAA test pilot Vance Breese at the controls, and demonstrated the excellence of the design, though minor modifications were incorporated during the test flights. By this time, the British had ordered 320 of the fighters from NAA, and would quickly increase the order to a total of 620.

Unfortunately, the program ran into a serious delay. On 20 November 1940, NAA test pilot Paul Balfour was bringing the NA-73X back in toward the runway after the fifth test flight. He throttled back to lose airspeed, and the engine stalled and went dead. Balfour performed a dead-stick landing in a cultivated field just short of the runway, and the aircraft flipped onto its back in the soft ground. Fortunately the NA-73X didn't catch fire, since Balfour was trapped in the cockpit and had to be dug out. After he got out, he walked off, in bad humor but otherwise unharmed. The aircraft, in contrast, was seriously damaged, and wouldn't fly again until January 1941.

The problem was traced to the position of the entrance of the carburetor tube on the cowling above the engine. At low throttle and with the aircraft at a high angle of attack, airflow through the tube could be cut off, stalling the engine. The tube was extended to just behind the propeller, as mentioned earlier. Other changes from the initial prototype flight configuration included a modified belly scoop scheme, with the inlet moved forward a short distance, and replacement of the original one-piece "blown" windscreen to a framed windscreen.

By the time the prototype was in the air again, the type had acquired a name. In December 1940, the RAF named it the "Mustang", after a popular tune that had been a hit in America and Europe in the 1930s. The name stuck.


07-20-2006, 03:08 PM
Originally posted by 269GA-Veltro:
N e K would be better....


07-20-2006, 04:16 PM
Excellent post as usual woofiedog!

Let me add a bit from construction POV.

The fuselage was in three sections that could be pulled apart by undoing bolts.

The main section was assembled as halves separated vertically: each half was assembled conveniently with easy access to both ends of each rivet, which meant less time and effort. Section halves were joined when ready and with most of equippment mounted. The idea was first invented some years earlier paralelly at PZL and Messerschmitt btw AFAIK.

http://img58.imageshack.us/img58/3989/p51fuselagehalffr9.th.png (http://img58.imageshack.us/my.php?image=p51fuselagehalffr9.png)

Each wing was organized as an inner and outer section.

It sounds like say Spitfire design, but its not the way it was in case of P-51. There was left and right wing section, each of them monolithic, joined by central rib right in the fuselage axis.

http://img160.imageshack.us/img160/6920/p51wing1qb3.th.png (http://img160.imageshack.us/my.php?image=p51wing1qb3.png)

Fuselage was put on the wing so to say during plane's final assembly.

http://img160.imageshack.us/img160/8740/p51assemblyoy2.th.png (http://img160.imageshack.us/my.php?image=p51assemblyoy2.png)

Fuel tank in each wing was indeed between spars, also its chamber in left and right sections of the wing ran all the way from the central rib outwards, so there is something that P-51 and Fw-190 share: pilot was sitting on fuel in both http://forums.ubi.com/groupee_common/emoticons/icon_wink.gif

http://img160.imageshack.us/img160/8933/p51wing2iq6.th.png (http://img160.imageshack.us/my.php?image=p51wing2iq6.png)

07-20-2006, 11:48 PM
Kocur_... Very interesting posting on the assembly and Thank's.

A bit more information on the assembly of the P-51.

Link: http://www.americanaeroservices.com/p51_assembly.htm




07-21-2006, 02:53 AM
Boeing XF8B


Boeing's Model 400 was designed to U.S. Navy requirements for a long-range carrier-based fighter bomber and a contract for three prototypes was placed with the company on May 4, 1943. The XF8B-1 designation indicated the primary fighting role of the new aircraft, but it was designed from the outset to carry an internal bomb-load of more than 3,000 lb, plus a similar external load, and had production ensued, a change of designation to one in the attack category would probably have been made.
The first of the prototypes flew on November 27, 1944, and the Boeing type proved to be the largest and heaviest single-piston-engined fighter developed in the U.S.A. As with other Navy fighters, the wing outer panels folded upwards for carrier storage.
The second and third prototypes were completed after the end of the war, by which time the need for the XF8B-1 had disappeared, and further development was soon discontinued.

General characteristics

Crew: one, pilot
Length: 43 ft 3 in (13.1 m)
Wingspan: 54 ft (16.5 m)
Height: 16 ft 3 in (5.0)
Wing area: 489 ft² (45.4 m²)
Empty: 13,519 lb (6,132 kg)
Loaded: 20,508 lb (9,302 kg)
Maximum takeoff: 21,691 lb (9,839 kg)
Powerplant: Pratt & Whitney XR-4360-10 28-cylinder radial, 3,000 hp (2,240 kW)

Maximum speed: 340 mph (550 km/h)
Range: miles ( km)
Service ceiling: 37,500 ft (11,400 m)
Rate of climb: 2,800 ft/min (850 m/min) initial
Wing loading: kg/m² ( lb/ft²)
Power/mass: 0.15 hp/lb (0.24 kW/kg)

6Ӕ 0.50 in (12.7 mm) or 6Ӕ 20 mm wing mounted guns
6,400 lb (2900 kg) bomb load or 2Ӕ 2,000 lb (900 kg) torpedoes