POWER PLANT: Two Pratt & Whitney R-2800-31 Double Wasp radial engines, rated at 2,000 hp each
PERFORMANCE: 282 mph at 13,700 ft
COMMENT: The Lockheed PV-2 Harpoon , ordered by the US Navy on June, 1943, differed in several respects from the Lockheed PV-1 Ventura. The power plant and general configuration remained unchanged, but wing span and fuel capacity were increased, larger fins and rudders were fitted, and the armament was improved. Delivery of a batch of 500 Harpoons began in March 1944. These aircraft served primarily in the Pacific area for the last year of the WWII (Ref.: 23).
POWER PLANT: One Heinkel-Hirth HeS 011 turbojet engine, rated at 1,300 kp thrust
PERFORMANCE: 621 mph
COMMENT: Initial troubles with the Walter HWK 509 rocket engine caused a delay in production of the Messerschmitt Me 163 “Komet”. To bring an effective interceptor into service as soon as possible chief designer Lippisch designed a turbojet engine equipped variant of the Me 163 that used, in order to speed up production and reduce costs, as many parts from other aircraft as possible. The nose of the aircraft was taken from the Heinkel He 162, the wing came from the Messerschmitt Me 163B and C, the tail plane from the Junkers Ju 248 (Messerschmitt Me 263), and the landing was taken from the Messerschmitt Me 109. A single Heinkel-Hirth HeS 011A turbojet or, as temporary solution, a BMW 003 turbojet was provided. A mock-up was finished when WW II ended (Ref. 17, 22).
POWER PLANT: Two Pratt & Whitney R-2800-31 Double Wasp radial engines, rated at 2,000 hp each
PERFORMANCE: 312 mph at 13,800 ft
COMMENT: The Ventura had been developed initially from the commercial Lockheed Model 18 to a British specification for an improved successor of the Lockheed Hudson. Powered by more powerful engines it was larger and heavier than the Hudson. First flight was made on July 1941 and the RAF ordered 873 aircraft. Further contracts were placed by the USAAF as B-34 which had a larger bomb-bay as well by the US Navy under the designation PV-1. Deliveries of the Navy variant began in December 1942 which procured a total of 1,600 PV-1. These aircraft served primarily in the Pacific area until the end of the WWII (Ref.: 23).
POWER PLANT: Two Rolls-Royce Merlin 61 liquid-cooled engines, rated at 1,520 hp each
PERFORMANCE: 440 mph at 28,000 ft
COMMENT: The possibility of Luftwaffe aircraft operating over the United Kingdom at altitudes beyond the capabilities of existing RAF fighters led the Air Ministry to the decision to call for a specialized high altitude interceptor according to specification F.16/40. Vickers tendered the Type 432, which at one time dubbed unofficially the “Mayfly” that flew for the first time in December 1942 some seven weeks after the competitive Westland P.14 “Welkin”. Embodying a pressurization system similar to that for the Wellington V and VI bombers, the Type 432 prototype had a relatively small, self-contained pressure cabin for the pilot whose head projected through a small, double-glazed dome or bubble which hinged to one side for better entrance and exit. Initial trials proved the Type 432 to be difficult to handle on the ground, although it processed an excellent performance once in the air, with a substantially higher maximum speed than that of the “Welkin”. Nevertheless, the Westland fighter was selected for production and flight trials with the sole Type 432 prototype continued until December 1944 when the machine was finally scrapped (Ref.: 12).
POWER PLANT: Two Mitsubishi Ha 112-II air-cooled radial engines, rated at 1,500 hp each
PERFORMANCE: 360 mph at 19,685 ft
COMMENT: While the first prototype of the Kawasaki Ki-96 twin-engine heavy fighter was nearing completion the Kawasaki design team suggested to the Imperial Japanese Army that a version of the aircraft be built as a replacement for the Kawasaki Ki-45 “Toryu” used in ground attack role. In August 1943 after approval to the project the construction of prototypes began under the designation Kawasaki Ki-102. In its original two-seat configuration additional armour and petrol tank protection was fitted as well as a nose-mounted 37 mm Ho-203 cannon. The first of three prototypes was flown in March 1944. For production two versions were proposed, the Ki-102-Ko as high-altitude interceptor with Ru-102 turbo-superchargers and the Ki-102-Otsu ground attack aircraft without turbo-superchargers, a nose-mounted 57 mm Ho-401 cannon and two fuselage-mounted 20 mm Ho-5 cannon. In October 1944 the aircraft was placed in production. Most of the aircraft were kept in reserve in Japan, but a few saw limited action during the Okinawa campaign were the Ki-102-Otsu became known as Randy to the Allied forces. In total 238 Ki-102 aircraft were built, most of them as Ki-102-Otsu. By the end of 1944, when the B-29 operations against Japan were intensified, a specialized night-fighter version was developed as Kawasaki Ki-102-Hei. Only two prototypes were finished when WW II ended (Ref.: 1, 5).
POWER PLANT: One Junkers Jumo 004C turbojet engine, rated at 1.000 kp thrust
PERFORMANCE: 568 mph
COMMENT: The Lippisch P.20 jet fighter project dated from April 1943 and was a further development of the Messerschmitt Me 163 “Komet”. It was the final design of Dr. Alexander Lippisch for the Messerschmitt Company before his design department became an independent engineering office in Vienna. The P.20 was similar in appearance to the Me 163, with an air intake mounted low in the nose which fed a single Jumo 004 turbojet. Armament consisted of two MK 108 30mm cannon mounted in the forward fuselage sides and two MK 103 30mm cannon mounted in the wing roots. As the end of WWII became apparent this project was not pursued (Ref.: 17, 22).
POWER PLANT: One Daimler-Benz DB 605C liquid-cooled engine, rated at 1.475 hp
PERFORMANCE: Data not available
COMMENT: In spring 1943 Dr. Lippisch’s design team, part of the Messerschmitt Aircraft Company, was working on the fighter project Me 334 that originally was to be powered by new developed turbojet engine. But due to shortcoming of turbojet engines the design was modified to incorporate a Daimler-Benz DB 605 12 cylinder piston engine. A three-bladed pusher type propeller was driven via an extension shaft. The wings were mounted mid-fuselage and were swept back at a 23.4 degree angle. The main landing gear retracted inwards and the front gear retracted to the rear. In summer 1943 when deliveries of turbojet engines began slowly, all work on the Me 334 was abandoned in favor of the turbojet engine driven Lippisch Li P.20 (Ref. 17, 22).
POWER PLANT: Junkers Jumo 004B turbojet engine, rated at 900 kp thrust
PERFORMANCE: 543 mph at 19.685 ft
COMMENT: In spring 1943, the Messerschmitt design bureau was working on several designs of different single engine, lightweight turbojet fighters. These were the P.1092A-E, and further variants P.1092/2, P.1092/3, P.1092/4, and P.1092/5. At the same time, the Argus pulse jet powered Messerschmitt Me 328 was also under development. Of all these projects only seven prototypes of the Me 328 were built and flight tested. But the results of these tests as well as calculations of all the P.1092 variants were incorporated into a new design, internal designation Me P.1095. In order to cut down the development and retooling time the design team decided to use as many existing components from other aircraft as possible. The first P.1095 design of October 1943 was proposed in two versions. All used the same fuselage and the power was provided by a single Junkers Jumo 004B jet engine, located below the fuselage. This had the advantage of being easily serviced, but the drawback of the possibility of the ingestion of foreign matter into the intake on take-off. The two variants differed only in wings and tail-plane configuration. One was to use the entire Messerschmitt Me 262 tail unit with horizontal tail and fin/rudder along with a wooden wing, the other used the entire Me 328 tail unit with horizontal tail and fin/rudder along with a slightly smaller all metal wing. The undercarriage was of a tricycle design, and the main wheels retracted, and were also taken from the Messerschmitt Me 309. A forward retracting nose gear was located in front of the engine intake. The P.1095 project was discontinued in early 1944, due to the fact that the engine location was felt to be disadvantageous, and the performance was less than the Me 262 twin jet fighter, which was about to come into service (Ref.: 17, 22).
POWER PLANT: Two Lorin-Pabst ramjet engines, rated at 4375 kp thrust each
PERFORMANCE: 621 mph
COMMENT: Heinkel designed this ramjet-powered fighter after receiving ramjet data from DFS near the end of WWII. Two 900 mm (2′ 11.5″) diameter Lorin-Rohr ramjets were mounted on each side of the fuselage with their outer surfaces faired into the wing, so that the large surface area of the ramjets were exposed to the airstream for cooling purposes. To save design time, the swept-back wing with the elevon controls were based on those of the He P.1078, but a single orthodox fin and rudder was used instead of wingtip anhedral. The cockpit was located in the forward section of the fuselage, along with a radar unit and two MK 108 30mm cannon. The fuel tanks were located in the rear of the fuselage. Take-off power was accomplished with the aid of four solid-fuel rockets of 1000 kp of thrust each. An undercarriage trolley that could be jettisoned was used for take-off. The aircraft landed on an extendable skid. Like the other Heinkel projects He P. 1078 and He P.1079, the Heinkel He P.1080 was never submitted to the RLM. It is known that members of Heinkel construction bureau were working on these designs under U.S. supervision after WW II during the summer of 1945 (Ref.: 17, 19).
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Heinkel He P. 1080
Scale 1:72 aircraft models of World War II
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