38 replies to this topic

[J311yfish]

United States of America

 

 

 

work in progress

 

Tier	..... Bell	Fighters Curtiss / North American	Heavy Fighters	Multirole Fighters Grumman / Chance-Vought	Fighters	Multirole Fighters Seversky / Republic	Premiums
I						Boeing P-12
II	Lockheed YP-24	Curtiss P-23		Grumman F2F		Boeing P-26	Curtiss F11C-2 Curtiss XP-31
III	Consolidated P-30	Curtiss Hawk 75M		Grumman F3F		Seversky P-35	Boeing YP-29 Brewster F2A-1 Buffalo
IV	Bell Model 4	Curtiss P-36 Hawk		Brewster F2A Buffalo		Republic P-43 Lancer	Grumman XF4F-3 Seversky 2PA Curtiss P-36C Hawk Curtiss Model 81A-1
V	Bell P-39 Airacobra	Curtiss P-40 Warhawk	Lockheed P-38F Lightning	Grumman F4F Wildcat		Republic XP-44 Rocket	Chance-Vought XF4U-1 Bell XFL-1 Airabonita Bell XP-77
VI	Bell P-39 Airacobra	North American P-51A Mustang	Lockheed P-38J Lightning	Chance-Vought F4U-1 Corsair		Republic P-47B	Grumman XP-50
VII	Bell P-63 Kingcobra	North American P-51D Mustang	Gruman F7F Tigercat	Chance-Vought F4U-4 Corsair	Grumman F6F Hellcat	Republic P-47N	Fisher XP-75 Eagle
VIII	Bell P-63 Kingcobra	North American P-51H Mustang	Chance-Vought XF5U Pancake	Goodyear F2G Super Corsair	Grumman F8F Bearcat	Republic XP-72	Lockheed XP-58
IX	Bell XP-83	North American FJ-1 Fury	McDonnell F2H Banshee	Lockheed F-94D Starfire	Vought F6U Pirate Grumman F9F Panther	Republic F-84B
X	Bell X-5 project	North American F-86A Sabre	Lockheed XF-90	Chance-Vought F7U Cutlass	Grumman F9F-6 Cougar	Republic F-84F

 

Others not in-game (work in progress)

Tier	.....	.....	.....	.....	Attack (USN/USMC) misc / Douglas	Attack (USAAC/USAAF/USAF) Consolidated / Vultee / Convair	Attack (USAAC/USAAF/USAF) Curtiss / Northrop / Douglas
I				Boeing P-12
II					Curtiss S2C	Lockheed YP-24 Consolidated A-11	Curtiss A-8/10/12 Shrike   Northrop XA-13
III					Northrop BT Curtiss SBC Helldiver Vought-Sikorsky SBU Corsair	Vultee A-19 (V-11)	Northrop A-17
IV					Vought SB2U Vindicator	Vultee V-12	Curtiss XA-14 Shrike   Curtiss A-18 Shrike
V					Douglas SBD Dauntless / A-24	Vultee A-31 Vengeance	Douglas A-20 Havoc
VI	North American A-36 Apache		Grumman F6F-3 Hellcat		Curtiss SB2C Helldiver / A-25	Vultee A-35 Vengeance	Douglas A-26 Invader   Douglas A-33
VII			Grumman F6F-5 Hellcat		Douglas SB2D Destroyer	Convair XA-41
VIII		Lockheed P-80 S.S. Convair XP-81	Grumman F8F Bearcat		Douglas AD Skyraider		Douglas XB-42 Mixmaster
IX					Douglas A2D Skyshark	Convair XA-44	Douglas XB-43 Jetmaster
X			Grumman F9F Panther		Douglas A4D Skyhawk		Martin XB-51

 

Alternates (potential premiums):

Tier	Fighters	Fighters	Multirole	Multirole	Attack (USN/USMC)	Attack (USAAC/USAAF/USAF)	Attack (USAAC/USAAF/USAF)
I
II
III
IV
V
VI
VII
VIII
IX
X

 

 

 

 

U.S. Attack aircraft by company:

 

Douglas / Northrop/Douglas / Northrop / McDonnell

A-2

A-13, A-16

A-17, A-33

A-20

A-26

B-23

B-42 (A-42)

B-43

B-66

F-101

 

Curtiss / Curtiss-Wright

A-3, A-4

A-8, A-10, A-12

A-14, A-18

P-40

A-43 (F-87)

 

Fokker

A-7

 

Lockheed-Detroit / Lockheed

A-9

A-28, A-29

B-34

P-38

F-80

F-104

 

Consolidated / Vultee / Consolidated Vultee (CONVAIR) / General Dynamics

A-11

A-19

A-31, A-35

A-41

B-46

B-53

 

Boeing

A-21

 

Glenn L. Martin

A-15

A-22, A-23

A-30

B-26

B-51 (A-45)

B-57

B-68

 

North American

NA-40

A-27

A-36

B-25

B-28

P(F)-51

B-45

F-82

F-86

F-100

F-107

 

Brewster

A-32

 

Hughes

A-37

 

Beech

A-38

 

Kaiser-Fleetwings

A-39

 

Bell

P-39

P-63

D-188A (F-109)

 

Republic

P(F)-47

F-84 (straight wing)

F-84 (swept wing)

F-105

 

Unaccounted for

A-24 -- see Douglas SBD Dauntless

A-25 -- see Curtiss SB2C Helldiver

A-34 -- see Brewster SB2A

A-40 -- see Curtiss SB3C

A-42 -- see B-42

A-44 -- see B-53

A-45 -- see B-51

 

^ list above from Johnson

 

 

USAAC/USAAF/USAF attack aircraft by designation by year:

 

P (Pursuit) 1924-1948 / F (Fighter) 1948-Present

1944 Lockheed F-80 -- "saw considerable use as an attack aircraft after being overtaken by the swept-wing F-86 in the air superiority role" -- 6x.50-caliber and up to 2000 lbs of bombs, or 16x5" HVAR on wing racks -- F80C  580mph @ SL (Johnson, 129)

1945 North American F-82 Twin Mustang -- 2xAllison V-1710-143 or -145 1600hp -- replaced in frontline service by F-84E's early 1950 -- 465mph @ 21,000' (Johnson, 130-132)

1946 Republic F-84 Thunderjet (straight wing) -- Allison J-35-29  5600 lbst -- 6x.50-caliber and up to 4000 lbs of bombs, or 2x11.75" rockets, or 16x5" HVAR carried on wing racks -- 621mph @ SL (Johnson, 132)

1947 North American F-86 Sabre -- 6x.50-caliber and up to 4000 lbs of bombs and 8x5" HVAR on wing racks -- 695 mph @ SL (Johnson, 140)

1950 Republic F-84 (swept wing) -- 6x.50-caliber and up to 6000 lbs of bombs, or 4000 lbs of bombs and 8x5" HVAR on wing racks -- 690mph @ SL (Johnson, 136)

1953 North American F-100 Super Sabre -- P&W J-57-21A 10200lbst -- 909mph @ 35000' (Johnson, 143)

1954 McDonnell F-101 Voodoo -- 2xP&W J-57-13 10200 lbst -- 1012mph @ 35000' (Johnson, 147)

1954 Lockheed F-104 Starfighter -- GE J-79-7 1000lbst -- 1328 mph @ 35,000' -- Mach 2 (Johnson, 151)

1954 Republic F-105 Thunderchief -- P&W J-75-19W 17200lbst -- 1381 mph @ 36000' -- Mach 2.1 (Johnson, 154)

1956 North American F-107 -- P&W J-75-9 17200 lbst -- 1295mph @ 36000' -- Mach 1.95 (Johnson, 159)

 

A (Attack / light bombardment) 1924-1948 / B (Bomber -- Tactical, Strategic, Medium, Heavy) 1948-Present

1926 Douglas A-2

1927 Curtiss A-3, A-4 -- Curtiss V-150-5 435hp -- 139mph @ SL // P&W R-1340 450hp (Johnson, 14-16)

1930 Fokker A-7

1931 Curtiss A-8, A-10, A-12 -- Curtiss V-1570 Conqueror 600hp // P&W R-1690 625hp // Wright R-1820-21 670hp -- 177mph @ SL -- 4x.30-cal forward, 1x.30-cal rear, up to 464lbs of bombs (Johnson, 18-21)

1931 Lockheed A-9

1933 Consolidated A-11 -- [from Lockheed A-9; several engines, see detailed entry]

1933 Northrop A-13, A-16 -- Wright SR-1820-37 690hp -- 207mph @ 3300' // P&W R-1830 (Johnson, 25)

1935 Curtiss A-14, A-18 -- "the A-18 was a forerunner of the well-known twin-engine attack and bomber aircraft (e.g. A-20, A-26 ...) -- 2xWright R-1820-47 930hp -- 239mph @ 2500' // 2x Wright R-1510 765hp // 2x Wright R-1670 735hp (Johnson, 25-27)

1935 Northrop A-17, A-33 -- P&W R-1535-13  825hp -- 220mph @ 2500' -- 4x.30-cal and 1x.30-cal and up to 900 lbs of bombs external (Johnson, 28)

1935 Vultee A-19

1939 Douglas A-20

1939 Boeing A-21

1939 Martin A-22, A-23

1939 North American NA-40

1939 Douglas B-23 Dragon -- six-seat medium bomber (Johnson, 71)

1940 North American B-25 Mitchell -- 4-6-seat medium bomber (Johnson, 73)

1940 Martin B-26 Marauder -- 5-or-6-seat medium bomber (Johnson, 79)

1940 North American A-27 -- attack version of North American Texan

1941 Convair A-31, A-35

1941 Lockheed B-34, B-37 Ventura -- 5-or-6-seat medium bomber (Johnson, 86)

1942 Douglas A-26

1942 Lockheed A-28, A-29 -- 2xWright R-1820-87 1200hp -- 253mph @ 15000' -- 2x.30-cal (N) 1x.50-cal dorsal, up to 1400 lbs of bombs internal (Johnson, 52)

1942 Martin A-30 -- 2xWright R-2600-19 1600hp -- 4x.50-cal (N), 4x.30-cal belly, 2x.50-cal dorsal turret, up to 2000 lbs of bombs internal (Johnson, 54)

1942 North American A-36 Apache/Invader -- Allison V-1710-87 1323hp -- 366mph @ 5000' clean -- 6x.50-cal (2xN and 4xW) and up to 1000 lbs of bombs (W) (Johnson, 62)

1942 Beech A-38 -- Wright R-3350-53  2700hp -- 1x75mm (N) and 3x.50-cal (N) and 2x.50-cal dorsal turret and 2x.50cal ventral turret and up to 2000 lbs of bombs (W) (Johnson, 64)

1942 Convair A-41 -- P&W R-4360-9  3000hp -- 4x37mm M-9 and 4x.50-cal (W) and up to 3000 lbs of bombs internal and 4400 lbs of ordnance on wing racks (Johnson, 69)

1942 North American B-28 Dragon -- 4-5 seat medium bomber (Johnson, 84)

1943 Brewster A-32 -- P&W R-2800-37 2100hp -- 311mph @ 13200ft -- 8x.50-cal (W) and up to 1000 lbs of bombs internal and 2000 lbs of bombs (W) (Johnson, 61)

1943 Hughes A-37 -- 2xP&W R-2800-49  2000hp -- 433mph @ 25000' -- 2200lbs of bombs in internal bomb bay (Johnson, 64)

1944 Douglas B-42 (A-42) Mixmaster -- 2x Allson V-1710-125 1800hp -- 410mph @ 23440' -- 2x.50-cal fixed forward, 4x.50-cal (W) remotely controlled, up to 3000 lbs of bombs internal (Johnson, 89)

1946 Douglas B-43 -- "first jet propelled bomber of American design to fly" -- 2xGE J-35-3 4000 lbst each -- planned gun armament not installed; up to 6000 lbs of bombs internal (Johnson, 109-11)

1947 North American B-45 Tornado -- 2xGE J-47-7 or -13 5500lbst each and 2xGE J-47-9 or -15 5000 lbst -- 2x.50-caliber powered tail turret, and up to 22000 lbs of bombs internal including nuclear (Johnson, 112)

1947 Convair B-46 -- 4xGE J-35-C3 3820 lbst each -- 2x.50-caliber powered tail turret and up to 22000 lbs of bombs internal (Johnson, 115)

1949 Martin B-51 (A-45) -- "the last aircraft to use the 'A' designation" -- 3xGE J-47-13 5200 lbst // 8x20mm // up to 6400 lbs bombs internal, or 4000 lbs external and 8x6" HVAR rockets -- 645 mph @ SL (Johnson, 117)

1953 Martin B-57 Canberra -- license-built English Electric Canberra with slight modifications -- 2xWright(Buick) J-65-5 7220 lbst each -- 4x20mm and up to 4500 lbs of bombs rotary bomb bay, plus 2800 lbs or 8x5" HVAR on wing racks -- 598mph @ 2500' (Johnson, 120)

1954 Douglas B-66 -- stopgap until Martin B-68 -- began as land-based derivative of Douglas XA3D-1 carrier-based bomber but modifications and protracted development -- 2xAllison J-71-11 or -13 10200lbst each -- 630 mph @ 6000' (Johnson, 124)

____ Martin B-68 -- supersonic

 

 

1948 -- "A" for Attack officially becomes "B" for Bomber (A-45 was the last), and "P" for Pursuit officially becomes "F" for Fighter

 

 

USN/USMC attack aircraft by designation by year:

 

F (Fighter) -- VF squadrons

1927 Curtiss F8C

1929 Chance Vought F2U

1931 Grumman FF/SF

1933 Berliner-Joyce F2J

1933 Douglas FD

1940 Chance Vought F4U (FG, F3A)/AU -- Tier VI and VII Multirole

1942 General Motors FM

1942 Grumman F6F

1943 Grumman F7F -- Tier VII Heavy

1944 Goodyear F2G -- Tier VIII Multirole

1945 Grumman F8F

1945 Boeing F8B

1947 Grumman F9F Panther (Straight Wing)

1951 Grumman F9F Cougar (Swept Wing)

 

B (Bomber)

1931 Martin BM

1932 Curtiss-Wright BFC/BF2C

1932 Consolidated BY

1933 Consolidated B2Y

1933 Boeing BFB

1933 Great Lakes BG

1935 Great Lakes B2G

1935 Northrop BT -- as subsidiary of Douglas -- forerunner to Douglas SBD Dauntless

 

SB (Scout Bomber) and dive bomber -- 2-seat -- VS and VB squadrons

1932 Curtiss-Wright S2C

1933 Curtiss-Wright SBC Helldiver

1933 Vought-Sikorsky SBU

1936 Vought-Sikorsky SB2U -- monoplane design, competed against Douglas TBD-1 and Brewster SBA-1 monoplane designs

1936 Vought-Sikorsky SB3U

1936 Brewster SBA(SBN)

1936 Grumman SBF

1938 Douglas SBD Dauntless -- Ed Heinemann -- 

1940 Curtiss-Wright SB2C(SBF/SBW) Helldiver

1941 Brewster SB2A

1942 Douglas SB2D/BTD Destroyer -- Ed Heinemann -- to replace Douglas SBD Dauntless and Curtiss-Wright SB2C Helldiver

 

TB (Torpedo Bomber) and level bomber -- 3-seat -- VT squadrons

 

 

BT (Bomber Torpedo) multi-role attack -- designation change 1943 -- larger engines and fighter cover makes this possible -- Wright R-3350 2500hp ... P&W R-4360 3000hp

1945 Kaiser-Fleetwings BTK

1945 Curtiss-Wright BTC

1946 Curtiss-Wright BT2C

 

A (Attack) -- designation change from BT 1946

1944 Martin AM Mauler

1945 Douglas AD Skyraider -- Ed Heinemann -- 

1948 North American AJ

1950 Douglas A2D Skyshark

1952 North American A2J

 

 

 

aircraft grouped by competition / role

 

fighter

North American P-51 Mustang

North American FJ-1 Fury (09/1946) -- North American FJ-1 Fury in-game Tier IX fighter

-- vs. Douglas F3D Skynight (03/1948)

-- vs. Vought F6U Pirate (10/1946) -- in-game Tier IX fighter -- J34-WE-22, J34-WE-30A, J34-WE-36

North American F-86A Sabre (10/1947) -- J47-GE-1 -- swept wing = North American F-86A in-game Tier X Fighter

 

no competition

Lockheed P-80 Shooting Star (01/1944) -- first operational U.S. jet fighter

Republic F-84 Thunderjet (02/1946) -- replacement for Republic P-47 Thunderbolt, and intended to be superior to Lockheed P-80

 

fighter-bomber

Republic P-47 Thunderbolt (05/1941)

North American F-86H Sabre -- J73-GE-3

Republic F-84F Thunderstreak (06/1950) -- 

 

long-range escort fighter

Consolidated-Vultee XP-81 (02/1945) -- 811 km/h -- J33-GE-5 + XT31-GE-1 -- 6x20mm -- 2000 lbs bombs

Bell XP-83 (02/1945) -- 840 km/h -- 2x J33-GE-5 -- variety of armament

McDonnell XF-85 Goblin (08/1948) -- 1069 km/h -- XJ34-WE-22 -- 4x12.7mm -- parasite fighter concept

 

penetration fighter -- no winners

McDonnell XF-88 Voodoo (10/1948) -- 1136 km/h -- 2x J34-WE-22 -- 6x20mm M39

Lockheed XF-90 (06/1949) -- 1064 km/h -- 2x J34-WE-15 -- 6x20mm = Lockheed XF-90 in-game Tier X Heavy Fighter

North American YF-93 -- 1132 km/h -- J48-P-6 -- 6x20mm -- development from North American F-86A Sabre

 

point-defense interceptor

Convair

 

all-weather interceptor

Northrop P-61 Black Widow (05/1942) -- 589 km/h -- 2x P&W R-2800-65W Double Wasp -- 4x20mm and 4x12.7mm turret

North American P-82/F-82 Twin Mustang (06/1945) -- 740 km/h -- 2x Allison V-1710-143/145 -- Edgar Schmued

Curtiss-Wright XF-87 Blackhawk (03/1948) -- 966 km/h -- 4x J34-WE-7 -- began as XA-43; to replace Northrop P-61; lost to Northrop F-89 Scorpion

Douglas F3D Skynight (03/1948) -- 2x J34-WE-24, J34-WE-32, J34-WE-36, J34-WE-38 -- "powerful radar system and second crew member" -- carrier-based = Tier IX due to F2H Banshee

Douglas F3D-3 Skynight -- swept-wing version, not built, to be powered by J46-WE = Tier X due to F7U Cutlass

Northrop F-89 Scorpion (08/1948) -- 1022 km/h -- 2x J35-A-35

Lockheed F-94 Starfire (04/1949) -- Lockheed F94D in-game Tier IX Multirole Fighter = testbed for 20mm M61 Vulcan cannon = J33-A-33, J48-P-2, J-48-P-5

 

carrier-based fighter

McDonnell FH Phantom (01/1945) -- 771 km/h @ SL -- 2x J30-WE-20 -- 4x12.7mm

McDonnell F2H Banshee (01/1947) -- McDonnell F2H Banshee in-game Tier IX Heavy Fighter -- 2x J34-GE-22, J34-WE-34, J34-WE-38

 

carrier-based fighter-bomber

Chance-Vought F7U Cutlass (09/1948) -- Chance-Vought F7U Cutlass in-game Tier X Multirole Fighter -- 2x J46-WE-8B

Grumman F9F Panther (11/1947) -- straight-wing -- "P&W J42 = licensed production of Rolls Royce Nene, Allison J33-A-16, J-48-P-2 = licensed production of Rolls Royce RB.44 Tay

-- the RR Nene and RR Tay engines are used by Supermarine Attacker in-game Tier IX Fighter (07/1946).

Grumman F9F-6 Cougar (09/1951) -- swept-wing -- "P&W J48 = licensed production of Rolls Royce Tay"

Grumman XF10F Jaguar (05/1952) -- XJ40-WE-8 -- "scaled down version of Rolls Royce Avon"

 

delta research

Convair XF-92 (04/1948) -- 1160 km/h -- J33-A-29 -- delta wing -- origin as point-defense interceptor?

 

 

 

Consolidated / Vultee / Convair:

 

 

Working on Consolidated, Vultee, Convair (CONsolidated Vultee AIRcraft) in detail similar to other tech tree projects.

 

The primary focus will be on chronological development in the United States in order to establish context for adaptation overseas.

 

Collaboration with Raindrops (U.S.A.) may be necessary to identify missing tiers and/or tier placement relative to rival aircraft contracts.

 

Summary (approx):

Tier	Attack	Fighter-Bomber	Fighter
II	Consolidated A-11 (01/1934)
III	Vultee A-19 (09/1935)
IV	Vultee V-12 (09/1938)	Vultee XP1015	Vultee Vanguard (09/1939)
V	Vultee Vengeance A-31 (03/1941)
VI	Vultee Vengeance A-35 (1942)		Vultee XP-54 (01/1943)
VII	Consolidated Vultee XA-41 (02/1944)		Vultee XP-68 (__/____)
VIII		Consolidated Vultee XP-81 (02/1945)
IX	Convair XA-44
X			Convair XF-92 (04/1948)

 

Countries implicated:

 

• United States
• U.S.S.R. (V-11GB --> BSh-1)
• United Kingdom (Vengeance -- RAF, Indian, Australian squadrons against the Japanese)
• Sweden (Vanguard intended recipient)
• China (V-11, V-12; Vanguard actual recipient)
• Brazil (V-11, Vengeance)
• France (Vengeance intended recipient; Free French actual recipient)
• Turkey (V-11GB)

 

 

Timeline:

05/__/1923                    Consolidated Aircraft Corporation formed by Reuben H. Fleet in Buffalo, NY  (Wikipedia)

07/02/1926                    U.S. Army Air Service splits into U.S. Army Air Corps and U.S. Army Air Forces  (Wikipedia)

03/29/1929                    Aviation Corporation (AVCO) holding company formed (Wikipedia)

09/__/1929                    Stinson Aircraft Corporation purchased by Cord Corporation; later assimilated into Aviation Corporation (AVCO), and Consolidated Vultee (Wikipedia)

__/__/1932                    Airplane Development Corporation formed; Gerard “Jerry” Vultee previously worked with John Northrop, Lockheed Vega, Detroit Aircraft, Emsco. (Thompson)

02/__/1933                    Vultee V-1 completed by Airplane Development Corporation (Thompson)

__/__/1934                    AVCO acquired the Airplane Development Corporation from Errett Cord, and formed the Aviation Manufacturing Corporation (AMC) (Wikipedia)

01/__/1934                    A-11 first flight

07/10/1935                    Larry Bell establishes Bell Aircraft in Buffalo, NY in former Consolidated building, as Consolidated moves to San Diego, CA.  Factory formerly owned by Curtiss. (Wikipedia)

09/__/1935                    A-19 first flight

10/20/1935                    Consolidated Aircraft Corporation moves from Buffalo, NY to San Diego, CA (Wegg, 46)

07/__/1936                    Consolidated PBY 2^nd order for 60

10/__/1936                    Consolidated PBY 3^rd order.

__/__/1936                    AMC liquidated to form the Vultee Aircraft Division, an autonomous subsidiary of AVCO (Wikipedia)

__/__/1936                    Spanish Civil War start; Vultee V-1A and AD transports purchased by Spain and converted to light bomber/recon aircraft (Thompson)

01/__/1938                    Gerard “Jerry” Vultee and his wife killed in private airplane crash (Thompson, 5)

12/__/1938                    Consolidated chief engineer Laddon, and works manager Charles A Van Dusen visit Boeing in Seattle to discuss licensed production of Boeing B-17; no agreement made.

01/__/1939                    Consolidated offers preliminary design of Model 32 to Army Air Corps; mockup completed same month; prototype ordered 3 weeks later. (Wegg, 46)

09/12/1939                    Army orders 76 Consolidated B-24D Liberators (Wegg, 46)

__/__/1939                    Vultee Aircraft Division of AVCO reorganized as an independent company known as Vultee Aircraft, Inc. (Wikipedia)

08/__/1940                    Consolidated purchases Hall-Aluminum Aircraft Corporation (Wegg, 48)

03/__/1941                    A-31 first flight

07/__/1941                    discussion emerged for AVCO acquisition of Consolidated through small subsidiary Vultee Aircraft Inc of Downey, CA. (Wegg, 48)

11/15/1941                    Consolidated receives contract for XB-36 six-engine bomber (Wegg, 48)

11/25/1941                    Consolidated Aircraft Corporation sold to AVCO-Vultee; largest merger in U.S. aviation history announced. (Wegg, 48)

12/19/1941                    AVCO-Vultee management took over Consolidated, stock effected this date (Wegg, 48)

04/17/1942                    Conslidated Vultee plant opens at Fort Worth, TX (Wegg)

05/01/1942                    first Fort Worth-built B-24 accepted, 100 days ahead of schedule (Wegg)

01/__/1943                    Consolidated Vultee takes over a factory in New Orleans, initially to build Vought-Sikorsky flying-boats, changed to P4Y’s (Model 31), changed again to PBY. (Wegg, 174)

03/17/1943                    now known as Consolidated Vultee Aircraft (Wegg, 49)

06/__/1943                    now abbreviated Convair, though not officially named as such until 1954 (Wegg, 49)

11/__/1943                    Consolidated Vultee peak employment at Fort Worth plant 30,574 (Wegg, 174)

12/__/1943                    Consolidated Vultee peak employment 101,624 at all divisions (Wegg, 173)

__/__/1943                    Consolidated Vultee Aircraft Corporation, generally known as Convair, formed by merger; still controlled by AVCO (Wikipedia)

01/__/1944                    Consolidated Vultee peak production San Diego (Wegg, 173)

01/__/1944                    Consolidated Vultee Fort Worth 2^nd production contract; for B-32 Dominator; 3 XB-32’s had been built at San Diego (Wegg)

02/__/1944                    A-41 first flight

09/19/1944                    Consolidated Vultee B-32 delivered to USAAF, built at Fort Worth; only 114 built total. (Wegg, 174)

11/11/1944                    Canadair created; absorbed Canadian Vickers Ltd. (Wikipedia)

__/__/1945                    8500’ concrete runway built at Lindbergh Field, San Diego, jointly financed by Convair and U.S. Navy (Wegg, 174)

05/__/1945                    contract for 500 B-32’s cancelled.

07/__/1947                    U.S. Air Force created as separate service branch via National Security Act of 1947 (Wikipedia)

07/__/1947                    Canadair acquired by Electric Boat Company (Wegg, 7) – see Canadian Aircraft since 1909 (Putnam) which includes Fleet Aircraft of Canada; built Model 14 under license.

0_/__/1947                    Convair acquired by the Atlas Corporation (Wikipedia)

08/09/1950                    Canadair CL-13 Sabre first flight (Wikipedia) – Sabre Mk.1 essentially same as North American F-86A (Wikipedia) = Tier X for United States

__/__/1952                    Electric Boat becomes General Dynamics (Wikipedia)

05/15/1953                    Convair acquired by General Dynamics (Wegg, 228)

 

 

 

 

Designers:

 

Vultee

Gerald "Jerry" Vultee

Richard Palmer -- formerly of Lockheed, then Vultee, and Hughes Aircraft; designed Hughes H-1 Racer for Howard Hughes

 

Lockheed

Hall Hibbard

Clarence 'Kelly' Johnson

Willis Hawkins

 

Douglas

Ed Heinemann

John "Jack" Northrop

 

North American

James Kindelberger

 

Seversky/Republic

Alexander de Seversky

Alexander Kartveli

 

 

Sources:

 

Overview

General Dynamics Aircraft and their Predecessors, by John Wegg (1990 Naval Institute Press)

American Attack Aircraft Since 1926, by E.R. Johnson (2008 McFarland & Company, Inc)

The Concise Guide to American Aircraft of World War II, by David Mondey (Chanellor Press)

Latin American Air Wars and Aircraft 1912-1969, by Dan Hagedorn (2006 Hikoki Publications Ltd)

U.S. Army Air Forces in the Pacific (Aero Pictorials 2), by Rene Francillon

U.S. Navy Carrier Bombers of World War II (1987 Squadron/Signal Publications)

U.S. Naval Aviation 1910-1995, by Roy A. Grossnick (1997)

Curtiss Aircraft 1907-1946, by Peter M. Bowers (1979 Putnam)

Lockheed Aircraft Since 1931, by Rene Francillon (1987 Naval Institute Press)

The Lockheed P-38 Lightning, by Warren M. Bodie (1991 Widewing Publications) -- excellent narrative related to single- and twin-engine 'interceptor' developments

McDonnell Douglas Aircraft Since 1920, Volume I and II, by Rene Francillon (1988 and 1990 Putnam)

North American P-51D Mustang - Aerodata International No.3, by Harry Holmes (1978 Visual Art Productions Ltd)

The Chance Vought F4U-4 to F4U-7 Corsair, by Jay Frank Dial (Profile Publications No.150)

 

Consolidated

Forgotten Fighters and Experimental Aircraft - U.S. Army 1918-1941, by Peter M. Bowers (1971 Arco) -- Consolidated Y1P-25, Consolidated P-30/PB-2A

 

Vultee

Vengeance! The Vultee Vengeance Dive Bomber, by Peter C. Smith (1986 Airlife Publishing Ltd)

Vultee Aircraft 1932-1947, by Jonathan Thompson (1992 The Dot Printer Inc)

 

Grumman

F6F Hellcat in detail & scale, by Bert Kinzey (1996 Squadron/Signal Publications)

 

Tools

Speed Conversion

 

 

Edited by J311yfish, 24 April 2018 - 01:48 AM.

[J311yfish]

Tier I

 

Douglas XA-2 (ordered 1925; completed 1926; competed against Curtiss XA-3; competition won by Curtiss XA-3; XA-2 not proceeded with) (Francillon, 73-74)

Curtiss XA-3 Falcon (__/___) -- "USAAC's first truly dedicated attack aircraft ... delivered in 1929 and 1930 ... But unlike the Navy's designed-for-purpose attack planes, the A-3's were little more than adaptations of two-seat observation aircraft." (Johnson, 6)

Curtiss XA-4 Falcon (XA-3 with 440hp Pratt & Whitney Wasp R-1340-1 engine; delivered 12/1927; scrapped 03/1932) (Bowers, 301)

Curtiss A-5 Falcon (proposed)

Curtiss A-6 Falcon (proposed)

 

Boeing P-12 (Model 83 06/25/1928, Model 89 08/07/1928; 11/28/1928 ordered by Navy as F4B-1; entered service 08/08/1929; 02/1929 accepted for Army as P-12; entered service 04/1929) (Davis, 17-18)

 

Lockheed Model 8 Sirius (__/1929) -- transport milestone -- Jack Northrop, Gerald Vultee

Berliner-Joyce P-16 (09/1930)

Fokker XA-7 (__/1931) -- ordered 12/1929; lost to Curtiss A-8 Shrike. (Wikipedia)

Curtiss XF9C-1 Sparrowhawk (U.S. Navy Specification 96 05/10/1930; ordered 06/30/1930; first flight 03/1931) (Bowers, 320-321)

Curtiss F9C-2 (ordered 10/1931; first flight 04/14/1932) (Bowers, 323)

 

 

---

 

 

Tier II

Curtiss P-23 (XP-23 delivered 04/16/1932; "The last P-6E ... was held at the factory for conversion to XP-23.") (Bowers, 263)

Grumman F2F (10/1933) -- Leroy Grumman

Boeing P-26 Peashooter (03/1932)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
	Model 248 prototype (XP-936)	II  Pratt & Whitney SR-1340E  522hp @ 10,000'	211 mph @ SL 222 mph @ opt alt
	P-26A	II  Pratt & Whitney R-1340-27 500hp  @ SL / 570hp @ 7500'  (carburetor-equipped and supercharged)	211 mph @ SL 234 mph @ opt alt	2x.30 Browining or 1x.30 M-2 (left) and 1x.50 M-2 (right)	2x100 lb or 5x 30 lb
	P-26B (added flaps + engine upgrade)	II  Pratt & Whitney R-1340-33 (fuel-injected)	215 mph @ SL 235 mph @ opt alt
	P-26C (P-26A with flaps)	II  Pratt & Whitney R-1340-27 500hp  @ SL / 570hp @ 7500'  (carburetor-equipped and supercharged)	215 mph @ SL 235 mph @ opt alt

Data: Bowers.  Imagery also shows 2x116 lb demolition bombs mounted on Type A-3 bomb rack (Bowers, 38-40)

 

Notes:

-- "...the Curtiss XP-934 {later designated XP-31 by the U.S. Army Air Corps} was considered the Boeing XP-936 {P-26 family prototype} primary competition ... only the Boeing pursuit was to see production ... largest single new pursuit design procurement since 1921; first flight 03/10/1932; "excellent flight characteristics"; turned over to Army 04/25/1932; initial Army order P-26A 01/28/1933; P-26B first flight 06/20/1935; P-26C redesignation 02/1936; P-26C delivery 02/10/1936; Model 281 export version first flight 08/02/1934, demonstrator to China 09/15/1934, ten delivered to China starting 12/12/1935, ending 01/05/1936; faced Japanese G3M2's near Nanking 08/20/1937; by 12/13/1937 all Model 281's inoperable; delivery also to Spain; many modifications in U.S. ... [Boeing P-26 is kind of a big deal] (Bowers, 2-4)

-- "The P-26 remained the Air Corps' front-line fighter until 1938, when the Curtiss P-36A and the Seversky P-35 began to replace it.  // The P-26 also flew in foreign air forces.  In 1934, Boeing sold an export version to the Chinese, who flew it in combat against the Japanese.  In [12/1941], the Phillipine government employed the then-obsolete P-26 against the Japanese in a futile effort." (NMotUSAF P-26 exhibit 2015)

-- "XP-936: Design work on the Boeing Model 248 (the prototype for the P-26 family) started [09/1931], under the direction of Project Engineer Robert Minshall.  The Model 248 was later assigned the Wright Field XP-936 designator ... designation was assigned upon signing of the bailment contract for the first three aircraft on [12/5/1931] ... first metal was cut on the prototype aircraft in [01/1932] ... Ten weeks [later], the prototype XP-936, c/n 1678, was completed at Boeing Field.  This aircraft, with ballast in place of armament and fuel in the main tanks only, was successfully test flown for the first time [03/10/1932], from the company's Boeing Field, Seattle, Washington facility.  A preliminary evaluation permitted company test pilot Les Tower to conclude that the new aircraft had excellent flight characteristics.  Following additional test flights ... ferried to ... Wright Field where it was formally turned over to the Army on [04/25/1932]." (Bowers, 1-2)

-- [several designs inherited from previous Boeing aircraft (including the P-12) are detailed[ (Bowers, 8-9)

P-26B

-- "The first P-26B ... was flown to Wright Field for test on [06/20/1935]." (Bowers, 2-3)

-- the fuel-injected R-1340 was installed following successful service testing on the Curtiss P-12E. (Bowers)

P-26C

-- "The first delivery of a P-26C was on [02/10/1936] and the last was on [03/07/1936]

Boeing Model 281 (Export)

-- "... was identical to the P-26A." (Bowers, 3)

-- "The Model 281 was the end result of an in-house decision on the part of Boeing management to attempt to penetrate the small but potentially lucrative export market.  Sufficient interest on the part of the Chinese Government of Chiang Kai-shek led to a commitment by Boeing to utilize company funds for production of additional aircraft over and above those required by the Army Air Corps. // The first model 281, painted Army olive drab and chrome yellow ... flew for the first time on [08/02/1934].  Shortly afterwards ... modified ... to test the wing trailing edge flaps that were later retrofitted to the P-26A's ... also tested a set of revised, open well wheel fairings, or 'pants', on the demonstrator that allowed the alternate installation of low-pressure Goodyear Airwheels.  The latter were incorporated in the Model 281 in order to accommodate the rough field requirements expected to emanate from export sales. [more details about shipment to China, paint scheme, use against Japanese; delivery to Spain]" (Bowers, 3-4)

 

---

Tier II Premiums

Curtiss XP-31 Swift (07/1932)

 

Curtiss Conquer G1V-1570F 600hp -- 346 km/h @ SL

4x0.30"

cruising speed 184 mph (296.11 km/h)

Climb 2130 ft/min (10.82 m/s)

ceiling 22700ft (6919m)

range 396 miles (637km) with 75 gal (284 liters); 642 miles (1033km) with 125gal (473 liters)

Data: Bowers, 335

 

-- first flight 07/1932; purchased by Army 03/1933; retired 07/1936; "drew heavily on features of the A-8 Shrike") (Bowers, 334)

-- "Although it was an unsuccessful competitor against the Boeing XP-936/P-26 for the US Army's interim monoplane pursuit of 1933-1936, the Model 66 Swift was still a significant design in that it brought Curtiss further into the new design era and revealed important new design problems associated with it." (Bowers, 333)

-- "The all-metal Swift drew heavily on the design features of the A-8 Shrike, including a pilot's enclosed cockpit, wing flaps, and full-span leading-edge slats that opened automatically at 15 mph (22.6 km/h) above stalling speed.  [4x.30"], two in troughs in the nose and two in external packages on each side of the cockpit.  The aeroplane was designed for the 600hp Conqueror engine but the Army, correctly believing that this liquid-cooled model was nearing the end of its usefulness for pursuit types, insisted on a change to the 700hp F-series Wright Cyclone air-cooled radial." (Bowers, 334)

-- "The single Swift left the factory in [07/1932] but its performance was disappointing.  Within a month, the Cyclone was replaced with a G1V-1570F Conqueror.  While the speed increased, other performance characteristics were handicapped by serious overweight.  The Army [bought it] in [02/1933], assigning the designation XP-31 and Army serial number 33-178. The civil-type engine was replaced with an equivalent military V-1570-53 … Soon redesignated ZXP-31 (Z for Obsolete), it accumulated a total of 287 flying hours by [07/1936] when it was retired to an Air Corps mechanic' school." (Bowers, 334-335)

 

 

Curtiss F11C-2 (ordered 10/1932; delivered 02/1933) (Bowers, 274) -- exported to China as Hawk II; delivered 03/1933-09/1933 (Bueschel, 118-119; Bowers, 281) 

Curtiss Hawk III (__/1933) -- China -- export version of Curtiss BF2C-1; delivered to China 03/1936-06/1938) (Bowers, 284)

 

---

 

Lockheed YP-24 (mockup completed 03/1931 under supervision of Robert Woods; XP-900 prototype summer 1931 trials; purchased by Army 09/29/1931; "Detroit-Lockheed organization's only original design ... Tested as potential replacement for the Berliner-Joyce P-16 ... proved to be [64km/h faster than Berliner-Joyce P-16, and 32 km/h faster than Curtiss P-6E, the most important Air Corps fighter at that time]") (Francillon, 116-117)

Curtiss A-8 Shrike (06/1931) (Bowers, 326)

Curtiss YA-10 Shrike (__/1932)

Curtiss A-12 Shrike (delivered 1934; last operational 12/1941; export versions sold to China 1936, delivered 05/1936) (Bowers, 329)

 

XA-8 (Model 59) ... 06/1931 ... Curtiss V-1570C  600hp fixed-pitch 3-blade prop ... 317 km/h

YA-8 (Model 59A) ... Prestone-cooled V-1570-31 ... into service 06/1932 ... first YA-8 held for conversion to YA-10 ... 295 km/h

A-8A ...V-1570-57  675hp ... 291 km/h

YA-10 (Model 59B) ... Pratt & Whitney Hornet air-cooled radial ... 282 km/h

A-12 (Model 60) ... Wright R-1820-21 Cyclone 690hp ... 284 km/h ... delivered 1934

Data: Bowers, 326-329

 

"each type had five machine guns and could carry 10x30lb or 4x122lb bombs" (Bowers, 329)

 

Consolidated XBY-1 (10/1932)

 

Wright R-1820-78  600hp (2-bladed Hamilton prop)

1x.30-cal flexible rear machine gun 

up to 1000 lbs bombs in two internal wing bays

max speed 181 mph

Data: Johnson

 

Notes:

-- "The monoplane XBY-1 stands out as an anomaly among the various biplane dive-bomber types considered by BUAER during the early 1930's ... materialized as a direct development of Consolidated's Model 17 Fleetster 5-passenger monoplane transport ... first flown in 1930.  BUAER ordered a naval bomber variant prototype in [04/1931] as the XBY-1 ... delivered for testing in [09/1932].  The design featured a high-mounted, cantilevered wing supported by a large, spatted undercarriage, and in general appearance was reminiscent of the well-known Lockheed Vega, though, unlike the wooden Vega, the XBY-1 was all-metal except for fabric-covered control surfaces.  The two bomb bays, located at about 30 per cent span, were enclosed by an unorthodox system of orange-peel-type doors.  Despite being faster than existing biplane types, trials completed in early 1933 revealed that the XBY-1 was not suited for dive-bombing and too large for carrier stowage, thus no production was forthcoming." (Johnson, 243)

 

Douglas XFD (01/1933)

Vultee V-1 (02/1933) -- militarized for Spanish Civil War -- Gerald Vultee

Northrop XA-13 (early 1933; sold to Chinese and last delivered 1936; accepted by Army as XA-13 1934; modified and redelivered to Army as XA-16 1935)

Vought XF3U (05/1933)

Great Lakes BG (__/1933)

 

Pratt & Whitney R-1535-82 Twin Wasp Junior 750hp

 

Consolidated XB2Y-1 (10/1933)

 

Pratt & Whitney R-1535-64 700hp (2-bladed H.S. fixed-pitch)

1x.30-cal forward

1x.30-cal rear

up to 1000lbs bombs carried externally

Data: Johnson

 

Notes:

-- "After a failed effort with the BY, Consolidated's B2Y represented a more serious attempt to compete in the Navy's newest dive-bomber constest.  It began in mid-1932 when Consolidated and Great Lakes were both invited to built prototypes according to BUAER plans and specifications for an R-1535-powered biplane dive-bomber capable of delivering a 1000-lb. bomb.  Great Lakes' XBG-1 was delivered to the Navy in [06/1933] and Consolidated's XB2Y-1 arrived in [09/1933].  Both came in an open cockpit configuration and were extremely similar in appearance, differing in small details like the cowling, shape of the fin and rudder, and landing gear struts.  Instead of the more conventional belly crutch, the XB2Y-1 featured a wing-shaped bomb displacement device in front of the main gear struts.  During service trials that lasted into [11/1933], the XBG-1 revealed itself to be the better bombing platform of the two, and as a consequence, was selected as winner of the competition." (Johnson, 245)

 

Consolidated A-11 / P-30 (01/1934) -- Robert Woods

Production	Airframe/Variant	Engine	Speed	Armament	Bombs
1 (1931) contract for 5     contract for 4	Lockheed XP-900 prototype Lockheed YP-24 two-seat fighter     Lockheed Y1A-9 attack	II  Curtiss Conqueror V-1570-23  600hp (3-bladed propeller)       II  Curtiss Conqueror V-1570-23  600hp (3-bladed propeller)	378 km/h @ ____m	1x.30-cal forward (S) 1x.50-cal forward (S) 1x.30-cal rear   "heavier forward armament"	"plus bombs"
1 prototype 1 prototype (1 modified)	Y1P-25 Y1A-11 XA-11A	II  V-1570-27 600hp with turbosupercharger II  V-1570-27 600hp (2-blade prop, no turbosupercharger)     Allison V-1710-7	398 km/h @ 4572m   not specified
4 service test	P-30	III  V-1570-57 675hp (3-bladed fixed pitch prop, turbosupercharged)	443 km/h @ 7620m
5		III  Curtiss Conqueror V-1570-59	365 km/h @ SL	4x.30-cal forward 1x.30-cal rear	up to 400lbs external
50	P30A /PB-2A	III  V-1570-61 700hp (3-blade variable pitch prop)	441 km/h

Data:  Johnson, Bowers, ________, Francillon

Notes:

-- "After testing the highly innovative Lockheed-Detroit YP-24 two-seat fighter in 1931, the Army placed an order for four more as the Y1P-24 plus five service test attack versions as the Y1A-9, which was basically identical except for added armament.  The YP-24 featured an all-metal fuselage, a fully enclosed canopy for the pilot and gunner, plus the cantilever wooden wing and retractable landing gear derived from the Lockheed Sirius transport, and with a top speed of 215mph, it was faster than any other aircraft in the Air Corps inventory.  But when delivery of the Y1P-24's and Y1A-9's failed to materialize due to the financial collapse of Lockheed-Detroit, the Army authorized Consolidated, who had obtained Lockheed-Detroit's production rights along with its project engineer, Robert Woods [later chief engineer at Bell], to continue development of fighter and attack variants under the respective designations Y1P-25 and Y1A-11.  As the designs progressed, they differed from the YP-24 in having all-metal wings, a more streamlined nose contour, and enlarged vertical tail surfaces.  The attack version came with two more fixed .30-caliber machine guns and external bomb racks, and because it would operate at lower altitudes, lacked a turbo-supercharger." (Johnson, 21)

-- "Arriving at Wright Field in [01/1931]. the Y1A-11 posted an impressive top speed of 227mph [365 km/h] during testing but was destroyed in a crash before trials could be completed.  By the time the remaining four Y1A-11's were delivered during 1934, the Army had shifted to a preference for air-cooled engines in attack aircraft, and no production resulted.  The parallel fighter version was more successful, 50 examples being ordered in 1934 as the P-30 (re-designated PB-2A in 1936).  One Y1A-11 was re-designated XA-11A when it was modified for use by Bell Aircraft Co. as a flying testbed for Allison V-1710 V12 liquid-cooled engine." (Johnson, 23)

-- "By 1937, the V-1710-7 (C-4 series) was being subjected to intensive flight testing in a Consolidated A-11A (an airplane that had its beginnings with a branch of Lockheed; that was the XP-900 or YP-24) at Wright Field.  All A-11's were a spinoff of the P-30/PB-2A fighter.  While the PB-2A's were the first fighters in the world to enter service in quantity with turbosuperchargers, the small batch of A-11's went unsupercharged.' (Bodie, 15)

 

Lockheed YP-24 / YA-9 ----> Consolidated Y1P-25 / Y1A-11 / P-30 ----> Bell YFM-1's and Bell P-39's

-- "After the crash of the YP-24 and the collapse of Detroit Aircraft, the designer of the YP-24 was employed by the Consolidated Aircraft Corp., Buffalo, N.Y., where he soon produced a near-duplicate of his Lockheed design.  The major differences were the use of metal construction for the wing and a turbo supercharger or the Conqueror engine.  Two Y1P-25's were ordered (32-321, 322), the second being copmleted as Y1A-11 without a turbo.  While the Y1P-25 crashed in [01/1933], the Army ordered a modified version into production as the P-30, later PB-2 for Pursuit, Biplace.  These were manufactured in San Diego when Consolidated moved there, but some of the design team remained behind, joining the new Bell Aircraft Corp. in the same buildings and working many noticeable details of the Y1P-25/P-30 into the later Bell YFM-1's and P-39's." (Bowers, 68-69)

-- "... Four service test developments of the Y1P-25 were ordered as P-30 (33-204/33-207), and 50 production P-30A's (35-1/35-50) were delivered, but with the new designation PB-2A (Pursuit, Biplace).  The P-30/PB-2 was the first U.S. production fighter to use a turbo-supercharged engine.  Externally, the P-30 differed from the PB-2A very slightly by having a small fairing on each side of the canopy between the cockpits, and a fixed-pitch three-blade propellers while that on the PB-2A was controllable. The A-11 was nearly identical to the P-30 except for a two-bladed prop and no supercharger ... Construction was all metal.  The landing gear retracted inward completely into the wing.  The pilot was armed with one .30 and one .50 caliber machine gun.  The gunner, who rode facing the tail, had a single .30 caliber gun.  Ten 17 lb bombs could be carried on wing racks." (Bowers, 72)

 

 

Lockheed Model 10 Electra (02/1934) -- Hall Hibbard -- transport milestone

Martin XA-15 (__/1934) -- James S. McDonnell, who would later form his own company (Johnson, 40)

Martin B-10 (__/19__)

 

-- "The first American nose turret was fitted to the Martin B-10 of 1935, a significant aircraft of the time.  It was manually operated and mounted a belt-fed Browning, rubber cord being employed to counterbalance the weight of the gun." (Jarrett, 189)

 

 

Edited by J311yfish, 13 May 2018 - 10:39 AM.

[J311yfish]

Tier III

Curtiss Hawk 75M (05/1935; competition against Seversky P-35; demonstrator to China 1937; delivery to China beginning 05/1938) (Bowers) -- "...designed by newly hired Donovan Berlin.  He had left Northrop in the depth of the Depression to become chief engineer at Curtiss." (Bodie, 16)

Grumman F3F (03/1935) -- Leroy Grumman

Seversky P-35 (08/1935) -- competition 08/1935 and 04/1936 against Hawk 75, Consolidated P-30, Vought V-141; delivered 05/1937 (Wikipedia); Alexander de Seversky and Alexander Kartveli (Davis, 4)

---

Tier III Premiums

Boeing YP-29 (__/1934) -- the last fighter built by Boeing for the Army, derived from Boeing P-26 Peashooter.

Brewster F2A-1 (__/1938; ordered 06/1938)

Kochyerigin BSh-1 (__/1937) -- U.S.S.R. -- redesign of Vultee V-11

 

---

 

Northrop A-17 (__/1935) -- "the most numerous type of attack aircraft in Army inventory from 1936 to 1940" -- "from Nortrop XA-13" (Johnson, 29-30) "On [03/01/1935] the Air Corps signed a contract for no fewer than 110 Northrop A-17 attack planes ... to be powered by P&W Twin Wasp Junior engines." (Bodie, 16)

Douglas TBD Devastator (04/1935) -- first widely-used carrier-based monoplane, first all-metal aircraft, first enclosed cockpit, first hydraulic folding wings ... many firsts; vs. Vought SB2U Vindicator, Brewster SBA, Northrop BT-1 (Wikipedia)

Northrop BT (08/1935) -- Northrop as subsidiary of Douglas; forerunner of Douglas SBD Dauntless

Hughes H-1 Racer (09/1935) -- Richard Palmer -- world speed record 567 km/h 09/13/1935; transcontinental speed record 535 km/h 01/19/1937. (Wikipedia)

Vultee A-19 (09/1935)

 

Pratt & Whitney R-1830-17 Twin-Wasp  1200hp(3-bladed H.S. variable-pitch prop)  max speed 230mph

4x.30-cal forward, 2x.30cal flexible (1 in rear cockpit, 1 in ventral bay)

up to 1080lbs of bombs on external racks

Total produced: 6

Data: Johnson

 

Notes:

-- "A military derivative of Gerald ["Jerry"] Vultee's V-1 transport design of 1934 [which was adapted for military function during the Spanish Civil War], the Cyclone-powered V-11 flew for the first time in [09/1935].  Even though this sleekly modern all-metal, retractable-gear plane was intended to compete with Northrop's A-17 series, over 100 examples had been sold abroad to foreign air forces before the Army indicated sufficient interest to place an order for seven service test aircraft in [06/1938].  The service test models were assigned the designation YA-19 and ordered with supercharged Twin-Wasp engines in place of Cyclones.  All seven YA-19's were delivered by the middle of 1939, but by that time the Army's emphasis had shifted to twin-engine attack aircraft and the type, despite acceptable performance, was not placed in full-scale production." (Johnson, 32)

-- "Two of the YA-19's were subsequently employed as engine testbeds:  the XA-19A fitted with a 1,200hp Lycoming O-2130 inline engine and the XA-19B tested with a 1,800hp Pratt & Whitney R-2800.  The other five YA-19's were initially assigned to March Field but were later transferred to the Canal Zone where they were used by military attaches at neighboring American embassies." (Johnson, 32)

-- used also in China as V-11, V-11A, V-11G, V-12C, V-12D

-- used also in Brazil as V-11GB2, V-11GB2F

 

http://www.flightglo...5 -2- 0508.html

 

Curtiss XA-14 Shrike (09/1935) -- "first multi-engine attack aircraft tested by USAAC" (Wikipedia)

Curtiss SBC Helldiver (12/1935) -- "two-seat scout/dive bomber ... last military biplane procured by USN" (Wikipedia)

Douglas DC-3 (12/1935) -- "often regarded to be the most significant transport aircraft ever made" (Wikipedia)

Vought SB2U Vindicator (01/1936) -- from competition 06/1934 vs. Douglas TBD Devastator, Northrop BT-1, Brewster SBA

 

Edited by J311yfish, 20 December 2015 - 05:28 PM.

[J311yfish]

Tier IV

 

Curtiss P-36 Hawk (competition 04/1936, delivered 03/1937)

Brewster F2A Buffalo (__/1938 XF2A-1; ordered 06/1938 as F2A-1, delivery 07/1939; F2A-2 delivery 09/1940; F2A-3 ordered 01/1941, delivery 07/1941-12/1941; production ended 03/1942) -- abundant overseas delivery -- design team led by Dayton T. Brown (Wikipedia)

Republic P-43 Lancer (03/1940) -- to China AVG, Australia

---

Tier IV Premiums

Grumman XF4F-3 (__/____)

Curtiss P-36C (modification 12/1938 of P-36A 38-85)

Curtiss Model 81A-1 (ordered 04/26/1939, first flight 04/04/1940, deliveries began 06/1940)

Seversky 2PA (__/____)

 

---

 

Lockheed Model 12 Electra Junior (06/1936) -- transport milestone

Curtiss A-18 Shrike (07/1936)

Lockheed XPB-3 / XFM-2 (cancelled 1936; competed against Bell YFM-1 Airacuda and lost) (Wikipedia) / (design by Kelly Johnson) (Bodie, 16)

Vultee XP1015 (__/___) -- Gerald Vultee -- competition against what would become Lockheed P-38

 

Notes:

-- design by Gerald Vultee; to compete with Curtiss and Lockheed for twin-engine interceptor contract; comparable to Westland P.9 which became Westland Whirlwind; 25% larger and heavier than Westland P.9. (Bodie, 16)

-- "Conventional in most ways, as if it was the next generation up from the Curtiss Y1A-18, the Vultee (and, of course, the [Westland] P.9 [later became Whirlwind] was not going to be any trendsetter." (Bodie, 16)

 

 

Lockheed XC-35 (05/1937) -- cabin pressurization milestone (Wikipedia)

Lockheed Model 14 Super Electra (07/1937) -- Kelly Johnson -- "...world's first production aircraft to feature Lockheed-Fowler flap system [later used by Lockheed P-38]." (Bodie, 21)

Bell Model 3 (submitted in response to specification issued 03/19/1937) (Pelletier, 201) -- Robert Woods 

 

-- "The Bell Model 3 was one of the two preliminary proposals (the other being Model 4 which led to the P-39 Airacobra) submitted by Bell in response to the Army Air Corpse specification No. X-609 issed on [03/19/1937] for a single-seat fighter.  This aircraft had a rather conventional layout with the engine forward of the cockpit but as near as possible to the center of gravity.  Such an installation required a 61in extension shaft and reduction gear (ratio 2:1).  The engine was a 1,150hp Allison V-1710E-2 driving a 120in diameter three-blade Curtiss Electric propeller and equipped with General Electric Model B-10 turbosupercharger.  Like the Model 4, the Model 3 had a tricycle undercarriage (wheelbase 9ft 6in) and a bubble canopy.  The wing had NACA aerofoils (NACA 23018 at the root and NACA 23009 at the tip).  Armament would have consisted of a single 25mm cannon and two 0.50in machine-guns (or four 0.50in machine-guns) in the forward fuselage in the space left between the reduction gearbox and the engine.  This project did not go beyond the full-scale mock-up stage but is known to have later greatly influenced the design of the Model 32/XP-77." (Pelletier, 201-202)

 

Bell Model 4 (__/___) -- precursor to XP-39; design competed against Bell Model 3 and won 05/1937; contract awarded 10/07/1937 for the construction of XP-39 prototype -- Robert Woods 

Bell YFM-1 Airacuda (09/1937) -- Robert Woods -- crew 5

Bell XP-39 Airacobra (04/1938; Army contract for 13 Service test aircraft 04/1939; contract 09/1939) (Dial, 2-3) -- Robert Woods 

Vultee V-12 (09/1938)

 

 

Seversky XP-41 (03/1939) from P-35; competed against Republic P-43 and lost; single prototype built. (Wikipedia)

 

Edited by J311yfish, 20 December 2015 - 05:30 PM.

[J311yfish]

Tier V

Curtiss P-40 Warhawk (10/1938)

Lockheed P-38F Lightning (__/____)

Grumman F4F Wildcat (09/1937)

Republic P-44 Rocket (__/19__)

---

Tier V Premiums

Bell XP-77 (04/1944)

Bell XFL-1 Airabonita (05/1940)

Chance-Vought XF4U-1 (05/1940)

Curtiss P-40 M-105 (__/____) -- U.S.S.R.

Curtiss Tomahawk IIb (__/____) -- China -- modification of Curtiss P-40

 

---

 

Douglas DB-7 (late 1938) -- "considered to be the most promising [light bomber prototype] of the Stearman (Boeing) X-100, Martin 167, and North American NA-40 ... probably the most modern twin-engine military aircraft in the world and had surpassed its German contemporary, the Junkers Ju 88, in virtually every aspect of performance." (Johnson, 7)

Douglas A-20 Havoc (01/1939)

Martin XA-22 (02/1939) -- Army light bomber competition 1938 -- project engineer James S. McDonnell ... a year later he moves to form his own company in St. Louis, Missouri. (Johnson, 47)

Vultee Vanguard (09/1939)

Lockheed Model 18 Lodestar (09/1939)

Lockheed Hudson (12/1939) -- militarized Lockheed Model 14 Super Electra -- Clarence 'Kelly' Johnson

Stearman XA-21 (__/1939)

 

Pratt & Whitney R-2180-7  1,150hp @ 7000' ... 257 mph @ 5000'

6x .30-cal 

2,700 lb bombs

 

-- "The Stearman Company had undertaken design of a new twin-engine light bomber for a U.S. Army attack aircraft competition and completed it after becoming a Boeing division.  The new model, designated XA-21 by the Army, was deliveredy in [09/1939].  Normal crew seating was for three, a bombardier, the pilot, and a radioman/gunner, but an additional crew member could be carried.  The XA-21 was a multiple milestone for the Stearman division, in that it was not only the first twin-engine design turned out in the plant, but the first all-metal structure and the first monoplane.   It incorporated other features new to the industry at large, too, including electrically-actuated retractable undercarriage, integral fuel tanks, fully-feathering constant-speed propellers, and sealed compartments in the outer wing panels, central fuselage, and empennage for flotation in case of forced landing in water." (Bowers, 272-273)

-- "In the interest of streamlining, the original nose contour made an unbroken line with the top of the fuselage, the pilot looking forward through the bombardier's station as on the later B-29.  However, this was soon modified to the standard step-down windshield configuration of contemporary transports and bombers.  The power plant was the new and experimental Pratt & Whitney R-2180-S1A1-G, normally rated at 1,150hp at 2,350rpm but capable of delivering 1,400hp at 2,500rpm for take-off.  This engine was not developed further and no other aircraft used it." (Bowers, 273)

-- "one of the four prototypes built for the Army light bomber competition to Circular Proposal 38-385 of March 1938 ... still in design stages when Stearman was merged into Boeing." (Johnson, 39)

 

Douglas XP-48 (cancelled 1940) -- same engine as Bell XP-77 and similar configuration

Grumman XF5F Skyrocket (04/1940)

Douglas SBD Dauntless (05/1940) -- "generally rated as one of the best dive bombers of the war ... gradually supplanted by Curtiss SB2C Helldiver and Grumman/General Aviation TBF/TBM Avenger" -- Ed Heinemann

Douglas Bomber Model 7B (__/____)

North American B-25 Mitchell (08/1940) -- 4-6 crew medium bomber -- see B-25B modification for Doolittle raid.

Martin B-26 Marauder (11/1940) -- 4-6 crew medium bomber

Curtiss SB2C Helldiver / A-25 Shrike (12/1940) -- Raymond Blalock

 

XSB2C-1 ...

  SB2C-1 ... Wright R-2600-8  1700hp @ SL / 1450hp @ 12000' ... 

XSB2C-2 ... 

(FF 09/29/1942) A-25A Shrike ... included the folding wings and wing slats of the SB2C-1 ... by the time production was well underway, the Army had reached two conclusions: 1) the A-25A was its best dive bomber and 2) the Army had no use for dive bombers.  // Thus the A-25A's were delivered to various second-line activities ... [transferred to Marines but fared no better]." (Andrews, 10)

 

 --"In response to the [08/1938] invitations to submit entries for the design competition [for a new scout/dive bomber aircraft], six companies submitted a range of designs by the [12/1938] closing date.  Only the Curtiss [XSB2C-1] and Brewster [XSB2A-1] designs proposed to use the new larger radial engines, specifically the [Wright R-2600  1700hp], and even the best of their designs only met minimum requirements.  In addition, certain changes were considered necessary.  With the condition that these changes be made, Brewster and Curtiss were selected to build ... prototypes ... notification being made [01/1939]." (Andrews, 3)

-- "Design of these two aircraft was similar in many respects ... Curtiss' Design 94 went further toward meeting the 'two airplanes on the elevator' requirement and was almost a stubby airplane.  Its typical Curtiss planform shapes were carried over from the P-40 and other Curtiss designs and the aft fuselage arrangement was derived from the SBC series." (Andrews, 3)

-- "Curtiss engineers, under Project Engineer Raymond Blaylock, had the design well under way when the contract was finally signed [05/1939] ... design considered acceptable in [02/1940] ... major setback [07/1940] ... [first flight 12/18/1940 Curtiss test pilot Lloyd Childs at Buffalo, NY]." (Andrews, 4)

-- "Negotiations began [summer 1940] and in [11/1940], still prior to the first flight ... agreement [reached] on a production order for 370 SB2C-1's.  The following month [12/1940] a production contract for the Brewster SB2A-1 was signed as well as one for Grumman's new TBF-1 torpedo-bomber ... these were the first major contracts for carrier combat types under the expanding 1940 Defense Program." (Andrews, 4)

 

Curtiss XP-46 (02/1941)

Vultee Vengeance A-31 (03/1941)

Wright R-2600-13 Twin-Cyclone  1700hp (3-bladed H.S. constant-speed prop)  max speed 279mph @ 13500'

6x.50-cal (W)

1x.50-cal rear

up to 1000 lbs of bombs (internal)

up to 500lbs of bombs (wing racks)

Data: Johnson

 

Notes:

-- "Despite what has been published previously, there was absolutely no direct line of descent development from the V-11 to the V-72 [Vengeance]. // Dustin 'Dusty' Carter was working for Vultee as a draughtsman at this time.  He explains: 'I spent twelve of my forty-two years in Aerospace Engineering as a draughtsman/designer for Vultee.  When I started I was making new drawings for the V-1A, V-11 and YA-19.  There was no evolution from the V-11/V-12 types into the V-72 [Vengeance] at all.  The V-11 was a military adaptation of the V-1A transport and its concept and construction was totally different from that used on the V-72, the latter being designed by a totally different group of designers.'" (Smith, 4-5)

-- "...the V-72's trigger [for design and production] came ... in the form of the 1938-1940 series of purchasing visits to the American aircraft industry's leading firms by a mission of French Air Force officers ... who were urgently seeking new designs to supplement their ailing military aircraft program, and freshly converted to the desirability of dive-bombers by the example of the Ju 87's in Spain. // ... Delivery from the Vultee plant to L'Armee de l'Air [was to begin 10/1940, with 50 aircraft by 04/1941] ...  Although Palmer and his team set about producing a specification on the drawing board to meet the urgen French requirement no firm production orders ever came from France.  No doubt the French would have taken the V-72 later also had time permitted, but the rout and defeat of [06/1940] instantly removed them from the scene as potential customers for the concept they had originated." (Smith, 5)

-- "Luckily for Vultee ... the rapid exit of their only dive-bomber customer coincided exactly with the arrival of the British seeking the same type of aircraft [ordered 07/1940], and the French ideas were modified as Hugh Fenwick, the Vultee vice-president in charge of sales, sent back information from the Air Ministry in London that incorporated their wartime evaluation and findings ... Little wonder then that the V-72 design, which already incorporated in it as standard equipment the answers to these outmoded reservations [skepticism regarding dive-bombing tactic], was so eagerly taken up by the British Purchasing Commission." (Smith, 7)

-- "The original Model 72 was a two-seater, single-engined, full-cantilever, low-winged monoplane with twin tail surfaces like the Liberator only smaller, or the P-38 Lightning or [Richard] Palmer's ill-fated XP-54 which followed.  It was specifically designed as a dive-bomber and built fully stressed and load-adjusted for that purpose alone.  It was provided with modified NACA slotted-type wing flaps and also special dive brakes.  It had retractable main landing gear and tailwheel.  Except for the steel-tube engine mount, the fuselage was of semi-monocoque, stressed-skin construction, of substantially elliptical cross section, which gave less drag.  At a time when curved outlines, as typified by the Spitfire, appeared the norm, the Vengeance showed an uncompromising 'squaress', associated with strength and durability rather than speed ... the V-72 was a big aircraft for a dive-bomber." (Smith, 8-9)

-- "The first power-plant was the Wright Cyclone-14 Model GR-2600-A5B, an 18-cylinder, single-stage, supercharged radial, with a two-speed blower which drove a 12 ft, three-bladed Hamilton Standard non-feathering hydromatic propeller with governor and controls ... This type of engine ... had also been fitted in standard medium bombers like the North American B-25 and the Douglas B-23 ... The high-speed military rating was 289 mph at 3000 ft L.B. and 298 mph at 12,000 ft H.B. ... Height climbed in 5 minutes, military rating, was 8900 ft and the time to climb to 19,680 ft altitude 15.5 minutes.  The service ceiling was given as 25,000 ft." (Smith, 9-10)

-- "The V-72 was designed specifically as a close-support weapon to blast the way forward for ground forces and thus long range was never a high-priority requirement ..." (Smith, 10)

 

-- "While dive-bombing had been an accepted tactic of the Navy and Marine Corps since the late 1920's, the Army did not adopt it until 1940.  Army officials by the time had had the opportunity to observe the German Luftwaffe's skillful use, as part of its Blitzkrieg tactics in Spain and later in Poland and France, of specially configured dive-bombing aircraft such as the Junkers Ju 87 Stuka.  At nearly the same time, in mid-1940, the British Purchasing Commission had ordered 700 American-designed, two-place dive-bombers listed as the Vultee Model V-72, of 500 were to be built by Vultee and another 200 under license by Northrop.  The British specification called for an armament of four fixed .303 guns in the wing, two more flexibly mounted in the rear cockpit, and a bomb load of 1,500 lbs.  Designed by Vultee's Richard Palmer, the V-72's most prominent feature was a wing center-section with substantial leading edge sweepback which merged into outer panels having sharply tapered trailing edges, producing a swept forward effect.  Other noticeable characteristics were landing gear struts that retracted rearward into large clamshell-type fairings and the lattice-type dive brakes that extended from the outer wing panels.  The first pre-production prototype flew in [03/1941] under the factory name Vengeance, which was subsequently adopted by the RAF.  In [06/1941], 600 more Vengeances were added to the British order, which, due to the intervention of Lend-Lease, received the Army designation A-31." (Johnson, 59)

-- "During 1942, while delivery to the RAF was in progress, 122 of the British A-31's were commandeered by the Army and thereafter transferred to AAF service.  The sole XA-31A was accepted by the AAF in [06/1942] as an engine testbed and five more A-31's were modified as testbeds under the designation YA-31C.  Following evaluations conducted in mid-1942, AAF test pilots recommended that the incidence angle of the wing be increased and future aircraft equipped according to AAF armament standards.  Once these changes were incorporated, which included a shift to .50-caliber armament, the aircraft was re-designated A-35A.  The A-35A was soon followed by the A-35B with increased horsepower and bomb load.  Between [09/1942] and [06/1944], the AAF accepted delivery of 99 A-35A's and 224 A-35B's." (Johnson, 59)

-- "During 1942, the A-31's initially equipped three new AAF light bombardment groups that had been organized for dive-bombing operations, and in 1943, four more groups began receiving A-35A's and B's.  By the end of 1943, however, while the operational training of dive-bombing groups was still underway, the Army decided that A-31's and A-35's would not be used in combat and instead the units would convert to single-seat aircraft, i.e., P-47 fighter-bombers or A-36 dive-bombers.  Afterward, remaining A-31's and A-35's were withdrawn from frontline service and used for utility duties." (Johnson, 59)

-- "Of the 1,205 examples delivered to the RAF as the Vengeance I, IA, II (A-31), III (A-35A), and IV (A-35B), four squadrons were used on combat on the Burma front of the China-Burma-India theatre between [03/1943] and [06/1944].  Three hundred forty-two Vengeances were transferred to the RAAF where they flew dive-bombing sorties against Japanese-held positions in the Southwest Pacific from [06/1943-03/1944].  Once withdrawn from combat operations, RAF and RAAF Vengeances were used for target towing and utility duties.  Twenty-nine ex-AAF A-35B's were transferred to Brazil and an estimated 50 were given to the Free French in late 1943." (Johnson, 59)

 

http://www.flightglo...942 - 1848.html

 

Wright R-2600 Twin Cyclone also used by:

Grumman TBF Avenger (9839 built)

Curtiss SB2C Helldiver (7140 built)

Brewster SB2A Buccaneer (771 built)

Vultee A-31 Vengeance (1931 built)

 

 

 

 

Edited by J311yfish, 02 November 2018 - 09:55 PM.

[J311yfish]

Tier VI

North American P-51A Mustang  (10/1940 as NA-73X; 02/1943 as P-51A; as P-51B 05/1943; as P-51C 08/1943) -- Edgar Schmued.  "The P-51A was a fighter version of the A-36A minus the dive bombing brakes and bombing equipment." (Davis, 13)

Lockheed P-38J Lightning  (__/____)

Chance-Vought F4U-1 Corsair (05/1940) -- "Republic Aviation's P-44 and XP-47B designs owe something to the Bureau of Aeronautics of the Navy Department for pushing development of the P&W R-2800 Double Wasp in the face of Army Air Corps pressure on United Aircraft to develop inline engines.  That engine, first utilized in Vought's XF4U-1 (Design V-1668) as the XR-2800-4 was soon to become the heart of all P-47 Thunderbolts.  First ordered [06/11/1938], more than two years before a Change Order was issued to develop the XP-47B, the XF4U-1 Navy fighter first flew on [05/29/1940]." (Bodie, 71) -- Rex Buren Beisel

Republic XP-47B (05/1941)

---

Tier VI Premiums

Grumman XP-50 (02/1941) -- competed against Lockeed XP-49, a development of the Lockheed P-38; continued development as Grumman XP-65 before cancellation in favor of Grumman F7F Tigercat. (Wikipedia)

Bell P-39-Q-15 (__/____) -- U.S.S.R.

North American Mustang Mk.I (04/1941) -- United Kingdom

Douglas A-26B Invader (07/1942) -- "the best propeller-driven light bomber ever produced" (Johnson, 44) -- "ordered into production 10/1941, nine months before it flew" (Johnson, 7) -- Edward Heinemann and chief engineer Robert Donovan -- from A-20

 

---

 

Brewster XA-32 (proposed 04/1941) -- "viewed as replacement for two-seat types (A-24, A-25, A-31/35) ... design similar to Brewster SB2A dive-bomber ... scheduled to fly no later than 10/1942, but delayed to 05/1943, meanwhile North American A-36 is already entering service" (Johnson, 61)

Douglas A-33 (__/1941) -- updated version of Northrop A-17

Brewster SB2A Buccaneer (06/1941) -- also assigned designation A-34 but none ordered (Johnson, 7) -- development of earlier Brewster SBA (Wikipedia) -- Wright R-2600-8 Twin Cyclone 1700hp (Wikipedia)

Martin A-30 (06/1941) -- "Although the aircraft [was] the second-most numerous aircraft produced by the Martin company during the war ... none were ever employed operationally by U.S. forces."

Grumman TBF/TBM Avenger (08/1941) -- Leroy Grumman -- selected as replacement for Douglas TBD Devastator -- heaviest single-engine aircraft of WWII, though Republic P-47 was close (Wikipedia)

Curtiss XP-53 (cancelled)

Curtiss P-60 (09/1941)

Tucker XP-57 (cancelled)

Bell XP-52 (cancelled 11/1941) -- single-seat fighter of twin-boom pusher configuration; re-engined and given same designation as P-59 Airacomet for security reasons.; never built. (Pelletier, 202)

Convair TBY-2 Sea Wolf (12/1941+)

 

a Chance-Vought design, production order placed with Convair, terminated after 180 completed due to slow production.  A proposed TBY-3 improved version also cancelled

 

Wegg 178

 

prototype FF 12/22/1941 -- Pratt & Whitney Wasp XR-2800-6  2000hp

same prototype -- 2800-2

production -- 2800-22  2100hp

 

North American B-28 Dragon (04/1942) -- 4-5 crew medium bomber

Northrop P-61 Black Widow (05/1942)

Grumman F6F Hellcat (06/1942) -- Pratt & Whitney R-2800 engine, same as Republic P-47, and Vought F4U Corsair.

 

Production	Airframe/Variant	Engine	Speed	Armament	Bombs/Rockets
(FF 06/1942)	XF6F-1	Wright R2600-16  1600hp
		VI  P&W R2800-10  2000hp
	XF6F-2	Wright R2600-15  w/ experimental turbo-supercharger		6x.50
		VI  P&W R2800-21 w/ experimental turbo-supercharger*
(FF 10/1942) 4402 (252 sent to UK)	F6F-3	VI  P&W R2800-10W  2000hp w/ water injection		6x.50	up to 1000 lb bombs
(FF 10/1942)	XF6F-4	P&W R2800-27		4x20mm
(FF 04/1944) 7870 (930 to UK)	F6F-5				6x5" rockets and up to 1000 lb bombs
	F6F-5N			2x20mm and 4x.50
(FF 07/1944) (planned production)	XF6F-6	VIII  P&W R2800-18W**	671 km/h (417 mph)

Data: Kinzey.  

*engine also found in-game for Republic P-47B -- Tier VI

**engine also found in-game for Chance-Vought F4U-4 Corsair -- Tier VII

 

-- "The XF6F-1 began as Grumman's Design Number 50.  A contract was placed for two prototypes ... [06/30/1941].  The first of these made its maiden flight [06/26/1942], flown by test pilot Robert L. Hall.  This Hellcat was originally powered by a Wright R2600-16 engine that turned a Curtiss Electric three-bladed prop and produced 1600 hp.  But this was quickly changed to a Pratt & Whitney R2800-10 and a Hamilton Standard propeller that produced 2000 hp.  As has often been the case with Grumman's aircraft, there was very little change in the design of the 12,200 Hellcats produced ... least modified of any fighter that served for any amount of time in World War II.  This is a testimony to what was an excellent design in the first place, and a tribute to the designers, engineers, and work force at Grumman." (Kinzey, 4)

-- "Grumman's design philosophy can be contrasted to that of Vought's, who produced another excellent fighter in World War II, the F4U Corsair.  Grumman stuck with a simple, straight-forward design that was easily mass produced, and was also reliable.  Many of the lines of the previous F4F Wildcat were used in the Hellcat.  Therefore, Grumman's design was a known quantity for the most part, while Vought was involved with the more radical.  While the Corsair proved itself to be a superb fighter in the air, its unorthodox design proved unsatisfactory for carrier operations until modifications could be made.  Later, Vought had similar problems with tis F7U Cutlass and F8U Crusader.  Both had radical design features when compared to their contemporaries." (Kinzey, 4-5)

-- "Armament consisted of [6x.50] on most Hellcats, but 20mm cannon were mixed in on F6F-5N night fighters ... Both the -3 and -5 could carry up to 1000-pound bombs, and [6x5"] rockets could be carried by the -5." (Kinzey, 6)

-- "The XF6F-2 was an experimental aircraft to test the addition of a turbo-supercharger, but these tests did not prove successful enough to justify the production of the F6F-2.  Thus, the first production version of the Hellcat was the F6F-3, and ... there was little change from the original design of the XF6F-1.  The first flight of the F6F-3 was made [10/1942] ... A total of 4,402 F6F-3's were built, with production changing to the F6F-5 [04/1944].  The Royal Navy's Fleet Air Arm received 252 F6F-3's, which were originally called Gannets by the British, but later the name was changed to Hellcat I." (Kinzey, 6)

-- "While producing the F6F-3, Grumman took the original XF6F-1 and modified it to carry [4x20mm] instead of the usual [6x.50].  This was designated the XF6F-4, but it was not placed in production.  The F6F-5 then became the second and most extensively produced version of the Hellcat.  A total of 7,870 F6F-5's were built, with 930 going to England as the Hellcat II's." (Kinsey, 6)

-- "Rocket racks were a permanent installation beginning on late F6F-3's and on the F6F-5.  bombs could also be carried." (Kinzey, 6)

-- "At slow speeds the Zeke was still more maneuverable, but at high speeds the Hellcat was a good match.  It was faster than the Zeke at all altitudes, and could outclimb it above 10,000'." (Kinzey, 7)

night fighter variants

-- " ... three sub-variants of the F6F-3.  One was a photographic version ... by simply adding cameras [F6F-3P] ... other two sub-variants were night fighters.  The F6F-3E, of which only 18 were built, had an AN/APS-4 radar in a pod under its right wing.  The more numerous F6F-3N (~200 built) had an AN/APS-6 radar in a fairing on the leading edge of its right wing." (Kinsey, 6)

XFX-6

-- "Had the war continued, the XF6F-6 would have been the next production version ... but this never came to pass.  Other versions of the Hellcat were also proposed, to include one with a bigger wing, and another with a combination of piston and jet powerplants like what actually flew in the form of the Ryan Fireball.  But none of these ever got past the drawing stage." (Kinzey, 7)

-- " ... remained in service with the U.S. Navy in reserve and training units into the early 1950's ... rather quickly disappeared from first line units as the F8F Bearcat, later versions of the F4U Corsair, and then the new jets replaced them." (Kinzey, 7)

-- "The Corsair was a little faster, and had a little better rate of climb.  I had a friend take up a Corsair and I flew a Hellcat.  We flew some mock combat, and his speed and climb gave him a slight advantage,  Both aircraft were great fighters." (Kinzey, 58; quoting David McCampbell)

-- "[Avengers] used glide bombing [tactic], diving at about 40-45-degrees.  This compares to the Hellcat where we dive bombed at about 70 degrees. // Most of the time [used] 500-lb bomb, and sometimes a 1000-pounder.  On a few occasions I carried two 500-lb bombs. At other times I carried a bomb and rockets.  After changing to the F6F-5, I almost always carried rockets." (Kinzey, 59; quoting David McCampbell)

-- Aircraft types shot down by McCampbell:  11 Zeke, 1 Betty, 5 Judy, 1 Frances, 1 Jack, 1 Nate, 5 Oscar, 2 Dinah, 0.5 Pete, 2 Hamp, 1 Val (Kinzey, 63)

 

-- concurrent with Avenger and Helldiver

-- Wildcat and Avenger also built by General Motors

 

Vultee Vengeance A-35 (mid-1942)

-- see progression from Tier V above.

 

Republic P-47C (09/1942)

Boeing XB-29 Superfortress (09/1942)

Lockheed XB-30 (design 1940) -- competition with B-29

Douglas XB-31 (design 1940) -- competition with B-29

Consolidated B-32 Dominator (09/1942) -- backup plan for B-29

Martin XB-33 Super Marauder (cancelled 11/1942)

Lockheed B-37 Ventura (09/1942) -- from B-34, in turn from Lodestar, as replacement for Hudson .. "a solid gun strafer version of the B-37 was studied but never built" (Johnson, 89)

North American A-36 Apache/Invader (10/1942) -- "The A-36A Invader was a P-51 with upper and lower wing dive brakes and reinforced underwing pylons to carry 500 pound bombs.  The A-36A was developed for use as a dive bomber and close support aircraft." (Davis, 9) -- Benjamin S. Kelsey

North American P-51B (10/1942) -- V-1650 Merlin

Bell P-59 Airacomet (10/1942) -- 2x General Electric J31 turbojet -- contract 09/30/1941 for delivery of first prototype within 8 months; construction began ~12/1941; delivery 09/1942; first flight 10/1942. (Pelletier, 50)

Bell P-63 King Cobra (06/1941 two prototypes ordered as XP-63; 12/1942; deliveries began 10/1943; P-63C accepted 12/1944; P-63E flight testing 05/1945; 3,273 total accepted by 08/1945)) (Johnsen)

Lockheed XP-49 (11/1942) -- from Lockheed P-38; competed against Grumman XP-50

Vultee XP-54 (01/1943)

Douglas XSB2D-1 (04/1943)

Hughes XA-37 (06/1943)

Curtiss-Wright XP-55 Ascender (07/1943) -- "design came out of St. Louis, not Buffalo." (Bodie, 16)

Northrop XP-56 Black Bullet (09/1943)

Edited by J311yfish, 06 November 2018 - 02:13 AM.

[J311yfish]

Tier VII

North American P-51D Mustang (02/1943 trials; as P-51D 11/1943) -- "The tenth production P-51B-1-NA was taken from the assembly line at Inglewood and removed to the experimental department for the modification [teardrop canopy], which involved reducing in depth all the fuselage formers aft of the cockpit to enable the new canopy to be fitted.  Wind tunnel tests ... // The success of these trials, which took place in [02/1943], resulted in the allocation of a further two uncompleted P-51B's to be used as manufacturing prototypes for the new model which was now known as the P-51D ..." (Holmes, 42); P-51D first flight 11/1943 (Cotter, 154)

Grumman F7F Tigercat (11/1943)

Chance-Vought F4U-4 Corsair  (09/1944) -- "On [05/20/1943], Vought began the initial engineering on the F4U-4.  Two F4U-1 aircraft, BuNo's 49763 and 50301, were converted to the F4U-4XA and -4XB respectively.  First flight was [09/20/1944].  Along with 1,414 production aircraft, five additional XF4U-4's were ordered on [09/12/1944]." (Dial, 5) -- Rex Buren Beisel

Republic P-47N (09/1944)

---

Tier VII Premiums

Fisher XP-75 Eagle (11/1943)

 

---

 

Curtiss XP-62 (07/1943)

Republic XP-47H (__/____)

Republic XP-47J (11/1943)

Lockheed L-133 (submitted 03/1942; cancelled) -- development leading to Lockheed P-80 Shooting Star; very advanced for its time.

Lockheed XP-80 Shooting Star (01/1944) -- Clarence 'Kelly' Johnson.  Contributions by Willis Hawkins (Wikipedia).  Prototype first flight with British Halford H-1B engine [01/08/1944]. Engine further developed by General Electric at Lynn, Massachusetts facility; I-40 designated J-33 at production. (Davis, 8)

McDonnell XP-67 (01/1944) -- "The Bat" -- first fighter built by McDonnel Aircraft Corporation -- "some aspects of its design can be seen ... in the more conservative FH-1 Phantom jet." (Winchester, 280)

Consolidated Vultee XA-41 (02/1944)

 

 

VIII  Pratt & Whitney R-4360-9 Wasp Major 28-cylinder air-cooled  3,000hp, Hamilton Standard 4-bladed constant-speed propeller

4x37mm M-9 cannons and 4x.50-cal fixed machine guns (W)

up to 3,000 lbs of bombs in an internal bomb bay

plus 4,400 lbs of ordnance on wing racks.

max speed 353 mph @ 15,500 ft

ceiling 27,000 ft

 

Notes:

-- "Starting life in late 1942 as the Vultee Model 90, the A-41 was originally conceived for the same dive-bombing requirement issued for the [Brewster] A-32 and [North American] A-36.  Early on, Vultee chose to plan the design around the massive R-4360 engine, which itself was still in development stages.  The Army ordered two prototypes in [11/1942] under the designation XA-41; however, in the spring of 1943, while construction was still in progress, the specification was revised to require an aircraft specifically designed to perform the low-level ground attack role.  Other than a mid-wing planform and an internal bomb bay, the design of the XA-41, as it emerged, bore little likeness to its A-32/-35 Vengeance predecessor.  The cockpit was located well forward to provide good visibility over the nose and the inward retracting landing gear was housed in wells flush with the bottom of the twin." (Johnson, 69)

-- "The XA-41 prototype flew for the first time on [02/11/1944], and in the service trials that followed, revealed very good performance for a single-engine aircraft of that size and mass.  But by that time, the AAF had firmly settled into a routine of utilizing twin-engine types (e.g., [Douglas] A-20, [Douglas] A-26, [North American] B-25, [Martin] B-26) in conjunction with single-engine fighter-bombers (e.g., mostly [Republic] P-47's) to accomplish its tactical mission.  Moreover, for low-level close air support, the .50-caliber machine gun armament of the fighter-bombers, due to its reliability and superior rate-of-fire, was favored over the heavier cannon armament seen on the XA-32 and XA-41.  In any event, the XA-41 was not ordered and the second prototype cancelled prior to delivery.  After the war, the XA-41 was sold to Pratt & Whitney where it was used as an R-4360 engine testbed until 1950.  It was the last flying aircraft to receive the 'A' for attack designation until the classification was revived in the 1960's." (Johnson, 69)

 

http://www.flightglo...946 - 1527.html

 

Beech XA-38 (05/1944)

 

-- "The XA-38 is a twin-engined Attack monoplane which was designed to carry, in addition to defensive armament, one 75mm cannon.  It is a low-wing monoplane with a monoplane tail and twin fins and rudders.  The power-plant consists of two Wright R-3350 radial air-cooled engines.  This aircraft did not proceed beyond the experimental stage." (Jane's, 205)

-- "In 1944-45 the company [Beech Aircraft Corp, a.k.a. Beechcraft] undertook the large-scale production of wings and other parts for the Douglas A-26 Invader." (Jane's, 205)

 

Douglas XA-42 "one of the most advanced propeller-driven bombers ever conceived" / XB-42 (05/1944) utilized 5x P-39 driveshafts / XB-42A (05/1947) with Westinghouse J30 turbojet engines

Vultee XP-68 Tornado (cancelled 11/1941) -- based on Vultee XP-54 Swoose Goose

Kaiser-Fleetwings A-39 (__/____)-- ​Lockheed XP-80A (06/1944)

Curtiss XF14C (07/1944)

Republic YP-47M (09/1944)

Edited by J311yfish, 07 October 2018 - 06:30 PM.

[J311yfish]

Tier VIII

North American P-51H Mustang  (02/1945)

Chance-Vought XF5U Pancake (__/____) -- Charles H. Zimmerman

Goodyear F2G Super Corsair  (07/1945) -- Rex Buren Beisel

Republic XP-72 (02/1944) -- Pratt & Whitney R-4360-13 3500hp -- same/similar engine as Goodyear F2G Corsair, Vultee XA-41 (Wikipedia)

---

Tier VIII Premiums

Curtiss XF15C (02/1945)
Lockheed XP-58 Chain Lightning (06/1944)

North American P-82B Twin Mustang (04/1945; service entry 08/1945) -- Edgar Schmued.

Lockheed P-80A (01/1944)

 

---

 

Douglas XA-42 "one of the most advanced propeller-driven bombers ever conceived" / XB-42 Mixmaster (05/1944) utilized 5x P-39 driveshafts / XB-42A (05/1947) with Westinghouse J30 turbojet engines

Ryan FR Fireball (06/1944)

 

-- "It was no secret to the U.S. Navy that jet and rocket aircraft were being developed in Europe, and that once fully developed would be of superior performance than piston engine aircraft.  Test data from the British Gloster E.28/39 Whittle powered jet aircraft showed that the jet powered aircraft would be incapable of carrier operations.  These findings were further backed up by results obtained in testing the Bell P-59 twin jet aircraft in early 1942.  The Navy acquired two YP-59A's for testing.  The results proved that jets required excessive take-off runs, high touch-down speeds, long roll-outs and had high fuel consumption.  However, the biggest problem was the lag in immediate and initial power or thrust when full throttle was needed during a simulated bolter.  //  Because of these facts the Navy initiated investigations into alternate solutions to counter these new jets.  By late 1942 the Navy decided upon a composite-powered fighter.  In [12/1942], ADM John S. McCain released the proposal to nine manufacturers, including Ryan.  The Ryan proposal was accepted and a contract for three prototypes ... and one static test article was placed on [02/11/1943].  The contract called for delivery of the static test aircraft in ten months, the first two XFR-1's in fourteen months, and the third XFR-1 in fifteen months. // The project was headed by Ryan's Chief Engineer, Ben T. Salmon, working with project engineer William T. Immenschuh.  As work progressed the Navy placed [contract dated 12/02/1943] for 100 FR-1's, which was followed later with an order for 600 additional FR-1's.  The conclusion of the war brought about the cancellation of the contract ... modified into the prototype XF2R-1, which received an order for 600 FR-2 aircraft ... on 01/31/1945.  This contract was also cancelled on VJ day.  FR-1 .. was also modified and became the XFR-4 prototype, which tested a more powerful jet engine and utilized NACA fuselage intakes instead of wingroot intakes. // The first XFR-1 made its first flight on [06/25/1944].  Ryan's Chief Test Pilot, Robert Kerlinger, made two flights that day without the jet engine installed.  The jet engine was installed immediately thereafter, with several flights being made in July.  The second XFR-1 made its maidne flight on [09/20/1944].  Prior to the first flights ... wind-tunnel model ... tested at NACA ... showed that the XFR-1 would have poor longitudinal stability with the original tail, which was designed around the tail area used in the Grumman 'Wildcat.'  Even so, it was decided to do limited testing with restrictions to evaluate engine operations, the tricycle gear, aileron control forces and other routine mechanical functions." (Ginter, 2-3)

 

Republic XP-69 (prototypes ordered 07/1941; mockup inspected 06/1942; cancelled 05/1943 due to Wright R-2160 Tornado engine delay)

Martin AM Mauler (08/1944) -- winner of competition against Douglas XBT2D Skyraider, Curtiss XBTC, Kaiser-Fleetwings BTK; protracted development; replaced by Douglas AD-1 Skyraider (Wikipedia)

Grumman F8F Bearcat (08/1944) -- Leroy Grumman and Jake Swirbul -- first bubble canopy on U.S. Navy fighter -- emphasis on climb rate -- held climb rate record for 10 years -- replaced by McDonnell F2H Banshee and Grumman F9F Panther (Wikipedia)

Boeing XF8B-1 (11/1944; "first Boeing Navy fighters since the XF7B-1 of 1933-1934 ... [comparable to Martin AM-1 and Douglas AD-1] ... undercarriage folded backward [and] also rotated 90 degrees so that the wheels lay flat in the bottom of the wing.  The XF8B-1 was the only Boeing to use this feature, even though it was an early Boeing development.  It was licensed to Curtiss in 1934 and saw wide use in the Curtiss P-36 and in the P-40 series ...") (Bowers, 250-251)

Consolidated Vultee XP-81 (02/1945; 12/1945) -- C.R. Irvine & Frank W. Davis

 

-- http://www.flightglo...946 - 0416.html

 

-- "The design team was led by C.R. Irvine, chief development engineer at the Vultee Field Division, and Frank W. Davis, assistant development engineer and chief test pilot for the program." (Ginter, 1)

-- "The XP-81 equipped with the I-40 and the Merlin engine first flew on [02/07/1945]." (Ginter, 3)

-- "The first flight of the TG-100 engine equipped XP-81 took place on [12/21/1945].  A total of 69 flights in the two prototypes were made with the TG-100 for only 42 hours of flight time as the TG-100 was a constant source of trouble." (Ginter, 4)

 

Curtiss A-40 (01/1945) / XBTC

McDonnell FH Phantom (01/1945) -- aspects of design found in earlier McDonnell XP-67

Bell XP-83 (02/1945) -- Robert J. Woods

Douglas AD Skyraider (03/1945) -- Ed Heinemann

Douglas XTB2D Skypirate (03/1945)

Kaiser-Fleetwings XBTK (04/1945)

Douglas A-26D Invader (__/____) -- Ed Heinemann

Edited by J311yfish, 10 October 2018 - 09:26 PM.

[J311yfish]

Tier IX

North American FJ-1 Fury (09/1946)

McDonnell F2H Banshee (01/1947)

Lockheed F-94D (F-94 prototypes flight trials 04/16/1949; F-94D contract obtained 01/1951; modification of F-94C; F-94D program cancelled 10/15/1951) (Francillon, 302-303)  -- contributions by Clarence 'Kelly' Johnson (Wikipedia). Contributions by Willis Hawkins (Wikipedia).

Vought F6U Pirate (10/1946)

Republic F-84 Thunderjet (02/1946) -- Alexander Kartveli

---

 

Tier IX premiums

 

McDonnell XF-85 Goblin (08/1948) -- parasite jet fighter

--- "... the last attempt of the 20th century to produce a dedicated parasite fighter.  Work on the XF-85 started during the latter half of 1944 to meet a USAAF need for a fighter that could be carried and deployed from their B-29, B-35 and B-36 long-range bombers in order to protect them.  Starting with a small, relatively conventional design, the tiny single seater evolved into its final, quite radical shape by mid-1945, under pressure to make it fully stowable within the bomber's fuselage.  First flown free of the trapeze-equipped [B-29] mothership on [08/23/1948], the two XF-85's, 46.523 and 46.524 proved far too sensitive in their handling to permit routine launch and recovery, flight testing being abandoned in [04/1949], after a meager 2 hours, 19 minutes aloft.  Powered by a 3,000lb s.t. Westinghouse J34-W-7, the [4x0.5"] gunned XF-85's top level speed was never established.  Combat endurance was estimated at 30 minutes." (Cowin, 62) 

 

 

 

 

Convair XA-44 (__/____)

 

https://en.wikipedia...i/Convair_XB-53

http://www.secretpro...5164.0/all.html

https://www.youtube....h?v=ZCPI45YNM0E

General Electric J35 engines also used by North American FJ-1 Fury

 

Northrop YB-35 (06/1946) -- piston-powered flying wing; evolved to jet-powered Northrop YB-49

Douglas XB-43 Jetmaster (05/1946) -- "common aerodynamic config with the [earlier] piston-engine XB-42 ... two versions were contemplated ... a solid-nose ground attack type armed with sixteen fixed .50-caliber machine guns and 35 HVAR 5-inch rockets ... tail turret armed with two .5-caliber guns .. first flight delayed due to protracted engine development ... same bug-eyed appearance as XB-42 ... ": (Johnson, 109-110)

Douglas D-557 (design study initiated 06/1945) -- intermediate design study between Douglas AD Skyraider and Douglas A2D Skyshark

Ryan XF2R Dark Shark (11/1946)

North American B-45 Tornado (03/1947) -- 4-crew tactical bomber ... 4 engines (2 pairs) -- "Max speed 570 mph. Rage of climb 5,880 fpm, service ceiling 46,400 ft. Wing loading 72 lb/sq.ft. … first US jet bomber … 143 were built.  It was an important part of the US Strategic Air Command in the early fifties.  It had high-aspect ratio, thinnish wing and needed 4 engines to achieve its speed and altitude.  It was a very large bomber, weighing more than 81,000 lb.  The total thrust from the 4 engines exceeded 20,000 lb … eventually displaced by the B-47 Stratojet, which had swept wings." (Davies, 74) -- 143 built

Convair XB-46 (04/1947) -- 3-crew tactical bomber -- 1 built

Boeing B-47 Stratojet (12/1947) -- 2,032 built

Martin XB-48 (06/1947) -- backup plan for B-47; cancelled 1948 -- 2 built

Northrop YB-49 (10/1947) -- flying wing; from piston-powered Northrop YB-35

Boeing B-50 Superfortress (06/1947) -- the last piston-powered Boeing bomber; revision of Boeing B-29 Superfortress; evolved to Boeing B-54 (cancelled 04/1949)

Martin XB-51 (10/1949) -- from earlier XA-45 -- "one of the most advanced aircraft designs of its time" -- "early trials demonstrated levels of performance nearly equal to North American's F-86 fighter, combined with exceptional maneuverability." (Johnson, 117-119) ... fly-off against English Electric Canberra mid-1951 ... lost to Canberra.

Boeing B-52 Stratofortress (04/1952)

Convair XB-53 (cancelled 1949) -- forward-swept wings

Boeing B-54 (cancelled 04/1949)

Edited by J311yfish, 14 October 2018 - 07:26 PM.

[J311yfish]

Tier X

North American F-86A (10/01/1947) = Canadair CL-13 Sabre Mk.1 (08/1950) -- Edgar Schmued.

Lockheed XF-90 (06/03/1949) (Francillon, 308)  -- contributions by Clarence 'Kelly' Johnson (Wikipedia). Contributions by Willis Hawkins (Wikipedia).

Chance-Cought F7U Cutlass (09/29/1948) -- Rex Buren Beisel

Republic F-84F Thunderstreak (06/1950)

---

 

Grumman F9F Panther (11/1947) -- "the primary USN/USMC jet fighter and ground attack aircraft in the Korean War" (Wikipedia)

Douglas F3D Skynight (03/1948) -- first carrier-based jet-powered night fighter

Curtiss XF-87 Blackhawk (03/1948) -- began as XA-43 attack aicraft; reworked as replacement for Northrop P-61 Black Widow; lost to Northrop F-89 Scorpion; 4xJ34 (Wikipedia)

Convair XF-92 (04/1948) -- first pure delta-winged aircraft to fly; based on theories of German scientist Dr. Alexander Lippisch.  Developed into YF-102 and F-102 Delta Dagger.

 

https://en.wikipedia...i/Convair_XF-92

 

 

Northrop F-89 Scorpion (09/1948)

McDonnell XF-88 Voodoo (10/1948)

Martin XB-51 (10/1949) -- from earlier XA-45 -- "one of the most advanced aircraft designs of its time" -- "early trials demonstrated levels of performance nearly equal to North American's F-86 fighter, combined with exceptional maneuverability." (Johnson, 117-119) ... fly-off against English Electric Canberra mid-1951 ... lost to Canberra.

Douglas A2D Skyshark (03/1950)

 

max speed 806 km/h @ 7620m

rate of climb 2222m/min

ceiling 14660m

4x20mm (W)

max external load 2495kg of bombs, napalm tanks, or rockets on three main racks and 10 auxiliary racks

Data: Francillon, 443

 

design studies

-- "On [06/25/1945], barely three months after the [Douglas] XBT2D-1 [Dauntless] had first flown, Douglas was asked by BuAer to prepare design studies for propeller-turbine powered carrier aircraft.  During the next eighteen months [06-1945-12/1946], the company submitted three designs intended to lead to the development of an XBT3D-1.  The Model D-557A was to be powered by two General Electric TG-100 turbines in wing nacelles whereas the D-557B was to have nose-mounted twin TG-100 engines driving contra-rotating propellers and the D-557C was conceived around a single Westinghouse 25D turbin.  The project proceeded past the mock-up stage to the modificaiton of an XBT2D-1 airframe as prototype for the propeller-turbine aircraft.  However, before completion of this modification program ... cancelled due to engine development problems.  Further studies followed and were based on either twin Allison 500 turbines or a projected Douglas-designed powerplant consisting of twin Westinghouse 24C turbojets mounted side by side with their exhaust driving a large turbine which, in turn, drove contra-rotating propellers. None of these studies proceeded beyond the preliminary conceptual design phase." (Francillon, 441)

contract awarded

-- "Meanwhile, the Power Plant Section of the Bureau of Aeronautics had satisfied itself that the propeller-turbine would have a lower specific fuel consumption than the pure turbojet.  To obtain reliable flight-test data, BuAer thus sought funds to fit a propeller-turbine to an existing aircraft.  The modified machine was to serve not only as a testbed but was also to have the necessary development potential for eventual production as an attack aircraft.  Logically, the Douglas studies and the Navy requirements were merged and on [06/11/1947], Douglas received a Letter of Intent for the preparation of preliminary layouts, wind-tunnel testing and construction of a mock-up.  The latter was inspected [09/1947] and on [09/25/1947] Douglas was awarded a contract for two XA2D-1's (BuNos 122988/122989) to be powered by twin Allison XT40-A-2 turbines." (Francillon, 441)

redesign for greater power

-- "Initially the project contemplated a fairly straightforward conversion of the AD airframe to fit the new engine ... it soon became obvious that in order to derive full benefit of the increased power (the XT40 was more than twice as powerful as the R-3350 fitted to the Skyraider) a major redesign would be necessary.  The result was virtually a new airplane bearing only a close resemblance to its forebear.  The wing planform remained unchanged but its root thickness was reduced from 17% to 12%.  The tail surfaces were also new and the height and area of the vertical surfaces were further increased after completion of the aircraft's initial trials.  The main undercarriage was of similar design but was strengthened and had increased stroke.  The 5,100 eshp Allison XT40-A-2 was mounted inside the fuselage above the wing and consisted of two Allison T38's driving contra-rotating propellers through a common gearbox.  In cruise, one oft he T38's could be shut down to further increase range and endurance at the expense of speed but with handling unaffected.  The cockpit was moved forward, was pressurized and fitted with an ejector seat." (Francillon, 442)

first flight and production

overshadowed

-- "First flight at Edwardsa AFB, California, was made [05/26/1950], by George Jansen, and flight trials were conducted with two prototypes and with sex of the ten production Skysharks (BuNos 125479/125488).  With the exception of top speed, which fell some 10% below estimates, performance and handling were promising and the [Douglas] A2D Skyshark offered substantial improvements over the [Douglas AD] Skyraider.  In particular, it had a 50% better performance in terms of bomb load per mile per hour than the AD's while having a 160% faster rate of climb, a 50% higher service ceiling, and a 170 mph (275 km/h) greater top speed.  Unfortunately, the Skyshark suffered from protracted powerplant teething troubles which in particular affected the gearbox.  The engine's lack of reliability resulted in numerous incidents and in two accidents, with BuNo122988 and its Navy pilot being lost [12/19/1950], whilst on [08/05/1954], George Jansen was able to eject when BuNo 125480 was lost.  Furthermore, the [Douglas] A2D [Skyshark] performance promised to be overshadowed by that of its new stablemate, the [Douglas] XA4D-1 Skyhawk.  Accordingly, BuNos 125485/125488 were completed but not flown, and 339 A2D-1's (BuNos 127962/128042, 132793/133042, and 134438/134445) which were on order were cancelled, the program terminating with the delivery of the sixth production aircraft." (Francillon, 442-443)

 

Douglas F4D Skyray (design contract awarded 06/17/1945; prototype contract awarded 12/1948; first flight 01/1951) -- supersonic -- last fighter produced before merger to become McDonnell Douglas; "work under the direction of E.H. Heinemann and C.S. Kennedy" (Francillon, 443-444)

Bell X-5 (06/1951) -- based on captured Messerschmitt P.1101.

Grumman F9F-6 Cougar (09/1951) -- swept-wing design from earlier Grumman F9F Panther straight wing (Wikipedia)

Douglas XA3D-1 Skywarrior (10/1952) -- "The prime design requirement for the Navy's largest jet was the capability to deliver a nuclear bomb load from the deck of an aircraft carrier ... the Skywarrior airframe was developed around a five by five by fifteen foot bomb bay which was large enough to hold the rather bulky and heavy 10,000 lb nuclear bomb ... The performance of the Skywarrior was noted by the USAF who immediately expressed an interest in the design for use as an attack bomber.  USAF modifications were made and the result was a look-alike cousin that was designated as the B-66 Destroyer ... the B-66 was produced in larger quantities than the Skywarrior, with a total of 294 Destroyers being manufactured against a total of 282 A-3's." (Sullivan, 4-5) -- [engines: 2x Westinghoust J-40 7000lbst (prototype XA3D-1), 2x Pratt & Whitney J-57 9500 lbst (production A-3), 2x Allison J71  10000 lbst (B-66)] -- lacks forward armament

Martin B-57 Canberra (07/1953) -- "aerodynamically identical to the [British B.2 Canberra] but differed in certain details:  it incorporated the rotary bomb bay system developed for the XB-51, added wingtip tanks for additional fuel storage, and reduced crew from three to two by combining bombardier-navigator functions." ... "Due to production priorities on the Rolls-Royce Avon engines that powered the British version, Martin-built B-57's would instead use Armstrong-Siddeley Sapphire turbojets manufactured under license by Curtiss-Wright as the J-65." (Johnson, 120)

Douglas A-4 (A4D) Skyhawk (06/1954) -- Ed Heinemann

Douglas B-66 Destroyer (06/1954) -- 3-crew tactical bomber -- to supplement the B-57 and replace the B-45 in the tactical bomber role ... protracted development (Johnson, 124); USAF counterpart to USN's Douglas A-3 Skywarrior (Sullivan, 4-5) -- lacks forward armament

Edited by J311yfish, 19 November 2017 - 05:15 PM.

[J311yfish]

Miscellaneous

 

North American A-27 -- anachronistic -- for export market, but seized by U.S. Army before they could fall into Japanese hands .. . "30 very similar NA-72's were sold to Brazil in 1940" (Johnson, 52)

 

Curtiss-Wright's 90-degree-rotating retractable landing gear mechanism designed and patented by Walter Tydon. (Bodie, 19)

Edited by J311yfish, 10 January 2016 - 09:10 PM.

[J311yfish]

Engine progression by tier -- by line

 

Corsair line

  I  P&W R-1340-8 Wasp   425hp  -- Boeing P-12

  I  P&W R-1340-7 Wasp   450hp  -- Boeing P-12

 II  P&W R-1340-17 Wasp 525hp  -- Boeing P-12

 II  P&W R-1535-44 Twin Wasp Junior  625hp -- Grumman F2F

 II  P&W R-1535-72 Twin Wasp Junior  650hp -- Grumman F2F, Grumman F3F

III  P&W R-1535-98 Twin Wasp Junior  700hp -- Grumman F2F

III  P&W R-1535-84 Twin Wasp Junior  700hp -- Grumman F3F

III  Wright XR-1820-G1 Cyclone  850hp -- Brewster F2A Buffalo

IV  Wright R-1820-22 Cyclone  950hp -- Grumman F3F

IV  Wright R-1820-34 Cyclone  950hp -- Brewster F2A Buffalo

 V  Wright R-1820-40 Cyclone 1200hp -- Brewster F2A Buffalo

 V  P&W R-1830-76 Twin Wasp 1200hp -- Grumman F4F Wildcat

VI  P&W R-1830-94 Twin Wasp 1350hp -- Grumman F4F Wildcat

VI  P&W R-1830-70 Twin Wasp 1450hp -- Grumman F4F Wildcat

VI  P&W XR-2800-4 Double Wasp 1805hp -- Chance-Vought F4U-1 Corsair

VI  P&W R-2800-5 Double Wasp 1850hp -- Chance-Vought F4U-1 Corsair

VII P&W R-2800-8 Double Wasp 2000hp -- Chance-Vought F4U-1 Corsair, Chance-Vought F4U-4 Corsair

VII P&W R-2800-8W Double Wasp 2250hp -- Chance-Vought F4U-4 Corsair

VIII P&W R-2800-18W Double Wasp 2450hp -- Chance-Vought F4U-4 Corsair

VIII P&W R-4360-4 Wasp Major    2650hp -- Goodyear F2G Super Corsair

VIII Westinghouse J34-WE-22  1361 -- Vought F6U Pirate

  IX P&W R-4360-20 Wasp Major  3000hp -- Goodyear F2G Super Corsair

  IX P&W R-4360-41 Wasp Major  3500hp -- Goodyear F2G Super Corsair

  IX Westinghouse J34-WE-30A  1429 -- Vought F6U Pirate

  IX Westinghouse J34-WE-36  1542 -- Vought F6U Pirate

   X 2xWestinghouse J46-WE-8B  2722 -- Chance-Vought F7U Cutlass

 

Mustang line

  I  P&W R-1340-8 Wasp   425hp  -- Boeing P-12

  I  P&W R-1340-7 Wasp   450hp  -- Boeing P-12

 II  P&W R-1340-17 Wasp 525hp  -- Boeing P-12

 II  Curtiss V-1570-1   Conqueror  600hp -- Curtiss P-23

 II  Curtiss V-1570-23 Conqueror  650hp -- Curtiss P-23

III  Curtiss V-1570-59 Conqueror  675hp -- Curtiss P-23

III  Wright R-1670-5 Whirlwind  800hp -- Curtiss Hawk 75M

III  Wright R-1820-G3 Cyclone  840hp -- Curtiss Hawk 75M

IV  Wright R-1820-G5 Cyclone  950hp -- Curtiss Hawk 75M

IV  P&W R-1830-13 Twin Wasp 1050hp -- Curtiss P-36 Hawk

 V  P&W R-1830-25 Twin Wasp 1100hp -- Curtiss P-36 Hawk

 V  P&W R-1830-17 Twin Wasp 1200hp -- Curtiss P-36 Hawk

 V  Allison V-1710-33  1050hp -- Curtiss P-40 Warhawk

 V  Allison V-1710-39  1100hp -- Curtiss P-40 Warhawk, North American P-51A Mustang

VI  Allison V-1710-81  1200hp -- North American P-51A Mustang

VI  Allison V-1710-85  1200hp -- Curtiss P-40 Warhawk

VI   Packard V-1650-1 Merlin  1300hp -- North American P-51A Mustang, North American P-51D Mustang

VII  Packard V-1650-3 Merlin  1490hp -- North American P-51A Mustang, North American P-51D Mustang

VIII Packard V-1650-7 Merlin  1695hp -- North American P-51D Mustang, North American P-51H Mustang

  IX Rolls-Royce Merlin 145M  1910hp -- North American P-51H Mustang

  IX Packard V-1650-9 Merlin  2220hp -- North American P-51H Mustang

  IX General Electric J35-GE-2  1733 -- North American FJ-1 Fury

  IX Allison J35-A-2    1814 -- North American FJ-1 Fury

   X Allison J35-A-17  2223 -- North American FJ-1 Fury

   X General Electric J47-GE-1  2200 -- North American F-86A Sabre

 

Lightning line

V    2xAllison V-1710-27  1150hp -- Lockheed P-38F Lightning

VI   2xAllison V-1710-49  1325hp -- Lockheed P-38F Lightning, Lockheed P-38J Lightning

VII  2xAllison V-1710-91  1425hp -- Lockheed P-38F Lightning, Lockheed P-38J Lightning

VII  2xAllison V-1710-111 1725hp -- Lockheed P-38J Lightning

VII  2xP&W R-2800-22W Double Wasp 2400hp -- Grumman F7F Tigercat

VII  2xP&W R-2000-7 Twin Wasp 1350hp -- Chance-Vought XF5U Pancake

VIII 2xP&W R-2800-48    Double Wasp 2500hp -- Grumman F7F Tigercat

VIII 2xP&W R-2800-57    Double Wasp 2800hp -- Grumman F7F Tigercat

VIII 2xGeneral Electric J34-GE-22  1361 -- McDonnell F2H Banshee

  IX 2xP&W R-2000-2(D) Twin Wasp 1600hp -- Chance-Vought XF5U Pancake

  IX 2xWestinghouse J34-WE-34  1474 -- McDonnell F2H Banshee

  IX 2xWestinghouse J46-WE-38  1633 -- McDonnell F2H Banshee

 

Premiums (in progress)

IV  Wright R-1820-78 Cyclone    700hp -- IV Curtiss F11C-2

IV  Wright R-1820-52 Cyclone  1000hp -- IV Seversky 2PA

V    2xWright R-1820-67/69 Cyclone 1200hp -- VI Grumman XP-50

VIII 2xAllison V-1710 (V-3420-23)  2885hp -- VII Fisher XP-75 Eagle

  IX 2xAllison V-3420-13  3000hp -- VIII Lockheed XP-58 Chain Lightning

  IX P&W R-2800-34W + Allis Chalmers J36  2100hp -- VIII Curtiss XF15C

 

 

Engine progression by tier -- by hp, combined

 

These engines exist in-game and can be used (along with chronology) to estimate placement for new aircraft.

 

Still to add -- premium engines from left side.

 

  I  P&W R-1340-8 Wasp   425hp  -- Boeing P-12

  I  P&W R-1340-7 Wasp   450hp  -- Boeing P-12

 II  P&W R-1340-17 Wasp 525hp  -- Boeing P-12

 II  Curtiss V-1570-1   Conqueror  600hp -- Curtiss P-23

 II  P&W R-1535-44 Twin Wasp Junior  625hp -- Grumman F2F

 II  P&W R-1535-72 Twin Wasp Junior  650hp -- Grumman F2F, Grumman F3F

 II  Curtiss V-1570-23 Conqueror  650hp -- Curtiss P-23

III  Curtiss V-1570-59 Conqueror  675hp -- Curtiss P-23

III  P&W R-1535-98 Twin Wasp Junior  700hp -- Grumman F2F

III  P&W R-1535-84 Twin Wasp Junior  700hp -- Grumman F3F

IV  Wright R-1820-78 Cyclone    700hp -- IV Curtiss F11C-2

III  Wright R-1670-5 Whirlwind  800hp -- Curtiss Hawk 75M

III  Wright R-1820-G3 Cyclone  840hp -- Curtiss Hawk 75M

III  Wright XR-1820-G1 Cyclone  850hp -- Brewster F2A Buffalo

IV  Wright R-1820-G5 Cyclone  950hp -- Curtiss Hawk 75M

IV  Wright R-1820-22 Cyclone  950hp -- Grumman F3F

IV  Wright R-1820-34 Cyclone  950hp -- Brewster F2A Buffalo

IV  Wright R-1820-52 Cyclone  1000hp -- IV Seversky 2PA

IV  P&W R-1830-13 Twin Wasp 1050hp -- Curtiss P-36 Hawk

 V  Allison V-1710-33  1050hp -- Curtiss P-40 Warhawk

 V  Allison V-1710-39  1100hp -- Curtiss P-40 Warhawk, North American P-51A Mustang

 V  P&W R-1830-25 Twin Wasp 1100hp -- Curtiss P-36 Hawk

 V  2xAllison V-1710-27  1150hp -- Lockheed P-38F Lightning

 V  2xWright R-1820-67/69 Cyclone 1200hp -- VI Grumman XP-50

 V  P&W R-1830-17 Twin Wasp 1200hp -- Curtiss P-36 Hawk

 V  Wright R-1820-40 Cyclone 1200hp -- Brewster F2A Buffalo

 V  P&W R-1830-76 Twin Wasp 1200hp -- Grumman F4F Wildcat

VI  Allison V-1710-81  1200hp -- North American P-51A Mustang

VI  Allison V-1710-85  1200hp -- Curtiss P-40 Warhawk

VI  Packard V-1650-1 Merlin  1300hp -- North American P-51A Mustang, North American P-51D Mustang

VI  2xAllison V-1710-49  1325hp -- Lockheed P-38F Lightning, Lockheed P-38J Lightning

VI  P&W R-1830-94 Twin Wasp 1350hp -- Grumman F4F Wildcat

VII  2xP&W R-2000-7 Twin Wasp 1350hp -- Chance-Vought XF5U Pancake

VII  2xAllison V-1710-91  1425hp -- Lockheed P-38F Lightning, Lockheed P-38J Lightning

VI  P&W R-1830-70 Twin Wasp 1450hp -- Grumman F4F Wildcat

VII  Packard V-1650-3 Merlin  1490hp -- North American P-51A Mustang, North American P-51D Mustang

  IX 2xP&W R-2000-2(D) Twin Wasp 1600hp -- Chance-Vought XF5U Pancake

VIII Packard V-1650-7 Merlin  1695hp -- North American P-51D Mustang, North American P-51H Mustang

VII  2xAllison V-1710-111 1725hp -- Lockheed P-38J Lightning

VI  P&W XR-2800-4 Double Wasp 1805hp -- Chance-Vought F4U-1 Corsair

VI  P&W R-2800-5 Double Wasp 1850hp -- Chance-Vought F4U-1 Corsair

VII P&W R-2800-8 Double Wasp 2000hp -- Chance-Vought F4U-1 Corsair, Chance-Vought F4U-4 Corsair

  IX Rolls-Royce Merlin 145M  1910hp -- North American P-51H Mustang

  IX Packard V-1650-9 Merlin  2220hp -- North American P-51H Mustang

VII P&W R-2800-8W Double Wasp 2250hp -- Chance-Vought F4U-4 Corsair

VII  2xP&W R-2800-22W Double Wasp 2400hp -- Grumman F7F Tigercat

VIII P&W R-2800-18W Double Wasp 2450hp -- Chance-Vought F4U-4 Corsair

VIII 2xP&W R-2800-48    Double Wasp 2500hp -- Grumman F7F Tigercat

VIII P&W R-4360-4 Wasp Major    2650hp -- Goodyear F2G Super Corsair

VIII 2xP&W R-2800-57    Double Wasp 2800hp -- Grumman F7F Tigercat

VIII 2xAllison V-1710 (V-3420-23)  2885hp -- VII Fisher XP-75 Eagle

VIII Westinghouse J34-WE-22  1361 -- Vought F6U Pirate

VIII 2xGeneral Electric J34-GE-22  1361 -- McDonnell F2H Banshee

  IX 2xAllison V-3420-13  3000hp -- VIII Lockheed XP-58 Chain Lightning

  IX P&W R-4360-20 Wasp Major  3000hp -- Goodyear F2G Super Corsair

  IX P&W R-4360-41 Wasp Major  3500hp -- Goodyear F2G Super Corsair

  IX Westinghouse J34-WE-30A  1429 -- Vought F6U Pirate

  IX 2xWestinghouse J34-WE-34  1474 -- McDonnell F2H Banshee

  IX Westinghouse J34-WE-36  1542 -- Vought F6U Pirate

  IX 2xWestinghouse J46-WE-38  1633 -- McDonnell F2H Banshee

  IX General Electric J35-GE-2  1733 -- North American FJ-1 Fury

  IX Allison J35-A-2    1814 -- North American FJ-1 Fury

   X Allison J35-A-17  2223 -- North American FJ-1 Fury

   X General Electric J47-GE-1  2200 -- North American F-86A Sabre

   X 2xWestinghouse J46-WE-8B  2722 -- Chance-Vought F7U Cutlass

 

mixed power

  IX P&W R-2800-34W + Allis Chalmers J36  2100hp -- VIII Curtiss XF15C

 

 

 

 

 

Edited by J311yfish, 07 September 2015 - 11:39 AM.

[Raindrops]

J311yfish, on 08 August 2015 - 07:01 PM, said:

Collaboration with Raindrops (U.S.A.) may be necessary to identify missing tiers and/or tier placement relative to rival aircraft contracts.

 

Pu-lease... You do a far better job than I do when it comes to research!

 

Still: Here's what I know of off-hand for Consolidated-Vultee:

Spoiler

As a note, I tier aircraft solely by speed, (based on a fighter line, no less,) before further research. As such, the "tiering" here is pretty much bunk.

II

Consolidated XB2Y - Unsuccessful DB; light armament, large bomb.

Vultee V-12 - Light attack aircraft - 7.62mm group plus decent bombs.

III

Consolidated P-30/A-11/XP-33 - Two seat fighter/attack aircraft. Great module pool.

Vultee A-31 Vengeance - used widely by allies, but not actively by US. Strong attack armament.

IV

Consolidated TBY Sea Wolf - Torpedo bomber - fairly light on guns, heavy on bombs.

Vultee P-66 - Swedish fighter that never made it to Sweden - mixed machine guns.

V

Vultee XA-41 - DB turned Attack turned Fighter, was outstripped by technology. Could carry up to eight guns up to 37mm in size.

VI

Vultee XP-54 Swoose Goose - one of the experiments spawned by the R-40C request, never matched expectations due to engine troubles.

Vultee XP-68 Tornado - Proposed high-altitude fighter, cancelled along with engine.

VII

Consolidated Vultee XP-81 - One of the ten(ish) mixed-propulsion projects I know of - One of the faster of the type. Heavily armed.

VIII

Convair XFY-1 Pogo - Tailsitter aircraft that was a jet-age competitor. 20mms and FFARs. Compare to the Lockheed XFV Salmon.

 

XP-46-2 - Supposed proposal competition to the P-38.

XP1050 - Unknown twin-engine fighter.

Haven't looked too far into the company yet, so I'm looking forward to what you can pull out. One thing I do note is the XP-68, as it was reportedly based on the XP-54, it is sometimes portrayed in the same form, but the wind-tunnel mock-up suggest it to be more conventional in layout. This is in error, as this is the Republic XP-69 instead. The XP-68 was merely an engine swap - despite receiving a new military designation, no more seems to exist than that.

Edited by Raindrops, 13 August 2015 - 10:34 PM.

[J311yfish]

Okay so here is the general strategy:

-- account for all Consolidated, Vultee, Convair aircraft

-- chronological placement based on prototype first flight dates in relation to those aircraft already in-game

 

With that framework in place, then:

-- read narrative from many sources to account for designer, design team, design trends, milestones, relation to other aircraft

-- account for engines/armament in detail

-- repeat all of the above several times, gathering more sources as needed

 

That's basically it.  I have two concerns:

-- scope -- it would be appropriate (necessary, even) to consider other attack aircraft (Douglas, Northrop, etc.) and to read their narratives as well, but doing that is beyond the scope of this project ... for at least the next 9-12 months.

-- time -- I don't have much of it these days.

 

 

Updates to this thread will be most likely be gradual and unannounced.

[J311yfish]

work in progress

 

Bell

Tier	Aircraft	Designer	First Flight
II	Lockheed YP-24	Robert Woods	summer 1931
III	Consolidated P-30	Robert Woods	01/1934
IV	Bell Model 4	Robert Woods	05/1937
V	Bell P-39 Airacobra	Robert Woods and Harland M. Poyer	04/1938
VI	Bell P-39 Airacobra (contd.)
VII	Bell P-63 Kingcobra	project led by Dan J. Fabricy, assisted by Jack Strickler	12/1942
VIII	North American P-82B Twin Mustang	Edgar Schmued	04/1945
IX
X

^ North American Twin Mustang continues the Allison V-1710 engine development and provides connection from North American line.

 

Republic

Tier	Aircraft	Designer	First Flight
II	Boeing P-26 Peashooter	project engineer Robert Minshall	03/1932
III	Seversky P-35	Alexander de Seversky	08/1935
IV	Republic P-43 Lancer		03/1940
V	Republic XP-44 Rocket	Alexander Kartveli	cancelled 09/1940
VI	Republic P-47B Thunderbolt	Alexander Kartveli	05/1941
VII	Republic P-47N Thunderbolt	Alexander Kartveli	~09/1942
VIII	Republic XP-72 Superbolt	Alexander Kartveli	09/1944
IX	Republic F-84B Thunderjet	Alexander Kartveli	02/1946
X	Republic F-84F Thunderstreak	Alexander Kartveli	06/1950

Source

 

Edited by J311yfish, 21 December 2015 - 09:32 PM.

[Arkaiko]

damn... great job

[Raindrops]

J311yfish, on 08 August 2015 - 07:06 PM, said:

Douglas F4D Skyray (design contract awarded 06/17/1945; prototype contract awarded 12/1948; first flight 01/1951) -- supersonic -- last fighter produced before merger to become McDonnell Douglas; "work under the direction of E.H. Heinemann and C.S. Kennedy" (Francillon, 443-444)

Bell X-5 (06/1951) -- based on captured Messerschmitt P.1101.

Touched on both of these in my thread - the Skyray is 'potentially viable' when considering the very first prototypes and the intended J40 flop of an engine. But this would require guestimation on figures and unhistoric modules to "nerf" the plane - and there are other, much more viable Douglas aircraft.

The X-5 was considered for a fighter conversion that would compete with the F-86 Saber, but anything beyond that fact, (and a single image with stenciled guns,) is conjecture. It's not impossible for it to head the Bell line, but it is a definite "paper project."

J311yfish, on 08 August 2015 - 07:06 PM, said:

Martin B-57 Canberra (07/1953) -- "aerodynamically identical to the [British B.2 Canberra] but differed in certain details:  it incorporated the rotary bomb bay system developed for the XB-51, added wingtip tanks for additional fuel storage, and reduced crew from three to two by combining bombardier-navigator functions." ... "Due to production priorities on the Rolls-Royce Avon engines that powered the British version, Martin-built B-57's would instead use Armstrong-Siddeley Sapphire turbojets manufactured under license by Curtiss-Wright as the J-65." (Johnson, 120)

Canberra is iffy, as it is a licensed version of the English Electric Canberra - obviously a British candidate. It was modified, namely in crew seating and engines, coming out slightly heavier and just a little faster, but performance and appearance were not too far removed from its heritage. I had considered this, but decided the Brits should get first dibs.

Edited by Raindrops, 06 September 2015 - 11:26 PM.

[J311yfish]

I finally went to the National Museum of the U.S. Air Force in Dayton today for the first time.  It was really awesome and overwhelming.  I only had a few hours, so I grabbed pictures of airplane text to read later, and tried to just get through the interesting parts -- pre-WWII, WWII, Korea -- and saved the rest for a visit next year.  Douglas Skyraider was one of the highlights -- absolutely massive in person.  Unbelievable.

 

I am thankful for your feedback as I try to learn more about these things.  I shouldn't be crossing things off until I know details.  Work in progress!

[J311yfish]

One way to reduce complexity is to begin with the end (jets ~1950) and go backwards.

 

Arranged in this manner, the existing in-game aircraft make those not yet in-game more apparent.

 

Two easy/obvious choices would be:

Tier IX:  Republic F-84 Thunderjet (straight wing)

Tier X:  Republic F-84F Thunderstreak (swept wing)

 

Tier IX:  Grumman F9F Panther (straight wing)

Tier X:  Grumman F9F-6 Cougar (swept wing)

 

The all-weather interceptor / night fighter category stemming from Northrop P-61, and North American F-82, would have to be somehow more compelling than the above, such as changes to the radar system, but I speculate.

 

 

 

jet fighter aircraft grouped by competition / role

 

fighter

North American P-51 Mustang = in-game Tier VI, VII, VIII

North American FJ-1 Fury (09/1946) -- North American FJ-1 Fury in-game Tier IX fighter

-- vs. Douglas F3D Skynight (03/1948)

-- vs. Vought F6U Pirate (10/1946) -- in-game Tier IX fighter -- J34-WE-22, J34-WE-30A, J34-WE-36

North American F-86A Sabre (10/1947) -- J47-GE-1 -- swept wing = North American F-86A in-game Tier X Fighter

 

no competition

Lockheed P-80 Shooting Star (01/1944) -- first operational U.S. jet fighter

Republic F-84 Thunderjet (02/1946) -- replacement for Republic P-47 Thunderbolt, and intended to be superior to Lockheed P-80

 

fighter-bomber

Republic P-47 Thunderbolt (05/1941) = Tier VI, VII, VIII approx

North American F-86H Sabre -- J73-GE-3

Republic F-84F Thunderstreak (06/1950) -- 

 

long-range escort fighter

Consolidated-Vultee XP-81 (02/1945) -- 811 km/h -- J33-GE-5 + XT31-GE-1 -- 6x20mm -- 2000 lbs bombs

Bell XP-83 (02/1945) -- 840 km/h -- 2x J33-GE-5 -- variety of armament

McDonnell XF-85 Goblin (08/1948) -- 1069 km/h -- XJ34-WE-22 -- 4x12.7mm -- parasite fighter concept

 

penetration fighter -- no winners

McDonnell XF-88 Voodoo (10/1948) -- 1136 km/h -- 2x J34-WE-22 -- 6x20mm M39

Lockheed XF-90 (06/1949) -- 1064 km/h -- 2x J34-WE-15 -- 6x20mm = Lockheed XF-90 in-game Tier X Heavy Fighter

North American YF-93 -- 1132 km/h -- J48-P-6 -- 6x20mm -- development from North American F-86A Sabre

 

all-weather interceptor

Northrop P-61 Black Widow (05/1942) -- 589 km/h -- 2x P&W R-2800-65W Double Wasp -- 4x20mm and 4x12.7mm turret -- developed to British specifications as night fighter

North American P-82/F-82 Twin Mustang (06/1945) -- 740 km/h -- 2x Allison V-1710-143/145 -- Edgar Schmued

Curtiss-Wright XF-87 Blackhawk (03/1948) -- 966 km/h -- 4x J34-WE-7 -- began as XA-43; to replace Northrop P-61; lost to Northrop F-89 Scorpion

Douglas F3D Skynight (03/1948) -- 2x J34-WE-24, J34-WE-32, J34-WE-36, J34-WE-38 -- "powerful radar system and second crew member" -- carrier-based = Tier IX due to F2H Banshee

Douglas F3D-3 Skynight -- swept-wing version, not built, to be powered by J46-WE = Tier X due to F7U Cutlass

Northrop F-89 Scorpion (08/1948) -- 1022 km/h -- 2x J35-A-35

Lockheed F-94 Starfire (04/1949) -- Lockheed F94D in-game Tier IX Multirole Fighter = testbed for 20mm M61 Vulcan cannon = J33-A-33, J48-P-2, J-48-P-5

 

carrier-based fighter

McDonnell FH Phantom (01/1945) -- 771 km/h @ SL -- 2x J30-WE-20 -- 4x12.7mm

McDonnell F2H Banshee (01/1947) -- McDonnell F2H Banshee in-game Tier IX Heavy Fighter -- 2x J34-GE-22, J34-WE-34, J34-WE-38

 

carrier-based fighter-bomber

Chance-Vought F7U Cutlass (09/1948) -- Chance-Vought F7U Cutlass in-game Tier X Multirole Fighter -- 2x J46-WE-8B

Grumman F9F Panther (11/1947) -- straight-wing -- "P&W J42 = licensed production of Rolls Royce Nene, Allison J33-A-16, J-48-P-2 = licensed production of Rolls Royce RB.44 Tay

-- the RR Nene and RR Tay engines are used by Supermarine Attacker in-game Tier IX Fighter (07/1946).

Grumman F9F-6 Cougar (09/1951) -- swept-wing -- "P&W J48 = licensed production of Rolls Royce Tay"

Grumman XF10F Jaguar (05/1952) -- XJ40-WE-8 -- "scaled down version of Rolls Royce Avon"

 

point-defense interceptor

Convair

 

delta research

Convair XF-92 (04/1948) -- 1160 km/h -- J33-A-29 -- delta wing -- origin as point-defense interceptor?

 

[J311yfish]

United States Marine Corps

 

__/1933 -- Boeing F4B-3 -- inherited from USN which received in 1931.  VB-4M Red Devils.

07/1937 -- naval aviation squadron designation system changed -- marines to be "VM_", etc.

09/1940 -- Douglas SBD-2 Dauntless -- VMSB-241.

__/1941 -- Grumman F4F-3 Wildcat -- 12 aircraft with VMF-211.  Accepted 04/1941 by VMF-1.  VMF redesignated 08/1941 to VMF-111.  To Wake Island.

__/1941 -- Vought SB2U-3 Vindicator -- 18 aircraft with VMSB-231.

12/1941 -- at the time of Pearl Harbor attack, Marines had 600 pilots, 200 aircraft, divided into 13 squadrons (4 fighter, 4 scout-bomber, 1 observation, 1 scouting, 2 utility)

02/1943 -- Chance-Vought F4U Corsair

08/1943 -- Lockheed PV Harpoon -- used as twin-engine night fighter.  VMF(N)-531.

03/1944 -- North American PBJ Mitchell (navalized B-25 Mitchell)

__/1944 -- escort carrier (CVE) U.S.S. Essex -- VMG-124 and VMG-213 -- Corsairs

07/1946 -- McDonnell XFD-1 Phantom -- carrier quals on U.S.S. Franklin D. Roosevelt.

01/1947 -- McDonnell XF2D-1 Banshee first flight

07/1947 -- National Security Act of 1947

11/1947 -- McDonnell FH-1 Phantom -- VMF-122

11/1947 -- Grumman F9F-2 first flight

03/1948 -- Douglas F3D -- first carrier-based jet-powered night fighter

07/1950 -- Grumman F9F-2 Panther -- VMF-223

02/1952 -- F2H-2P Banshee x5, F7F-2P Tiger Cat x4, F9-2P Panther x1, F4U-5P Corsair x1 -- VMJ-1

11/1952 -- Douglas F3D-2 Skynight

01/1953 -- Grumman F9F-5 Panther

05/1953 -- North American F-86 Sabre

07/1953 -- Korean War end

 

Grumman TBF / General Motors TMB Avenger -- to augment SBD Dauntless ... greater range/speed than SBD.

Grumman F6F Hellcat -- 'Pappy' Boyington of American Volunteer Group; VMG-214 "Blacksheep"

late Korean War -- Grumman F9F Panther, then McDonald F2H, then Douglas F3D

after Korean War -- Grumman F9F-6, -7, -8 Cougar; North American FJ-2, -3, -4 Fury

Edited by J311yfish, 25 September 2015 - 11:15 PM.