Kogiken Plan V Revised Light Bomber (Unicraft, Resin)

TYPE: Light bomber, fighter-bomber. Project


POWER PLANT: Two radial engines, rated at 1,450 hp each

PERFORMANCE: No data available

COMMENT: This design of a light bomber dates back to autumn 1941. A blueprint became available after the end of WW II showing a detailed three-view of the project and some important physical dimensions. It might be possible that this design may have had influence on the development of the Kawasaki Ki-102 (Allied code ‘Randy’). Furthermore, the design shows some similarity to the Grumman XP-50, forerunner of the Grumman F7F “Tigercat” (Ref.: 24).

Focke-Wulf Ta 152C-0 (Academy)

TYPE: Medium-altitude fighter and fighter-bomber


POWER PLANT: One Daimler-Benz DB 603LA liquid-cooled engine, rated at 2,300 ho (with MW 50)

PERFORMANCE: 460 mph at 32,810 ft

COMMENT: By autumn 1942, it was obvious that despite earlier opinions, the USAAF had every intension of building up an immense bomber force in Britain for use against Germany, mainly Boeing B-17 “Flying Fortress” and Consolidated B-24 “Liberator”. Furthermore, intelligence reports revealed that tremendous impetus was being placed behind the mass production of a larger, pressurized successor, the Boeing B-29 “Superfortress”, capable of operations at still greater speeds and altitudes. Thus, the development of fighters possessing higher combat ceilings had assumed greater urgency. Both Focke-Wulf and Messerschmitt were, therefore, asked to submit their proposals for a “Hochhleistungsjäger” (High-performance fighter), offering a substantially improved combat ceiling and amenable to adaption for a medium-to-high altitude reconnaissance-fighter role. To meet the requirements Focke-Wulf proposed the Fw 190Ra-2 and Ra-3, a variant based on the Fw 190D, and Messerschmitt offered a long-span derivative of the Me 109, the Me 155B. These submissions were accepted by the “Technische Amt” (Technical Office of the RLM) but in August 1943 it became clear that Messerschmitt was too committed with other development programmes to devote sufficient attention to the Me 155B, this being duly passed to Blohm & Voss.
Prof. Tank, director of Focke-Wulf’s design team, worked on his proposals Fw 190Ra-2 and Ra-3 that soon would receive the RLM type designations Ta 152H and Ta 152K, respectively. Tank envisaged the short-span variant as primarily a “Begleitjäger” (Escort fighter), and the long-span version as a “Höhenjäger” or Altitude fighter. Furthermore, Tank pressed for permission to install the turbo-charged Daimler-Benz DB 603 engine in the Ta 152 fighter owing to its indisputable superiority to the Junkers Jumo 213E engine, installed in the Focke-Wulf Fw 190D, at high altitudes. The short-span Fw Ta 152C, as it was designated now, was broadly of similar aerodynamic concept to that of the Fw 190D, but was structurally an entirely new airframe. Although test flights showed excellent handling characteristics and performance and although a production order was placed in autumn 1944 the General-Luftzeugmeister Amt (Department of the Chief of Aircraft Procurement and Supply) decided on November 1944 that the highest priority had been given to four key warplanes, the Heinkel He 162, the Messerschmitt Me 262, the Arado Ar 234, and the Dornier Do 335. So all work on the Ta 152 was stopped (Ref.: 7).

Curtiss XF-14C-2 (Unicraft, Resin)

TYPE: Carrier-borne heavy fighter


POWER PLANT: One Wright XR-3350-16 ‘Cyclone’ radial engine, rated at 2,300 hp

PERFORMANCE: 398 mph at 32,000 ft

COMMENT: In early 1941, the Curtiss Aircraft Company proposed the development of a high-performance, heavily-armed fighter designed around a liquid-cooled engine. At that time the US Navy was dedicated to using air-cooled engines, but Curtiss experience with the Curtiss P-40 gave the company good grounds for its faith in the liquid-cooled unit, and on June 1941 it received a Navy contract for two prototypes of such an aircraft, to be designated XF14C-1. The chosen power plant was the still experimental Lycoming XH-2470-4 which was expected to deliver 2,200 hp at sea level, with a normal rating of 2,000 hp at 4,500 ft.  With an armament four 20-mm cannon in the wings, the XF14C-1 was expected to have a maximum speed of 374 mph at 17,000 ft and a service ceiling of 30,500 ft. However, wind tunnel testing by Navy engineers during 1942 cast some doubts on the validity of these figures  and with development of the XH-2470 engine lagging, the Navy eventually concluded that the performance of the XF14C-1 would be inadequate by the time it was ready to enter service, and the programme was cancelled in December 1943.
As the first airframe was then virtually complete, the Navy suggested it be flown with the air-cooled Wright R-3350 ‘Cyclone’ engine, driving six-blade contra props. In this guise, the Curtiss fighter was redesignated XF14C-2, and the first flight was made in July 1944. Performance again fell below expectation, a speed of 398 mph being reached at 32,000 ft compared with the estimated of 424 mph, and the R-3350 was still suffering from a number of teething problems. Meantime the progress of the Pacific war made further development of the XF14C-2 unnecessary, the programme being cancelled in the early month of 1945 (Ref.: 10).

Junkers EF 128 Nachtjäger (Night fighter), (Planet, resin)

TYPE: Night- and all-weather fighter. Project

ACCOMMODATION: Pilot and radar observer

POWER PLANT: One Heinkel-Hirth HeS 011 turbojet engine, rated at 1,200 kp

PERFORMANCE: 621 mph at 23,000 ft, estimated

COMMENT: In mid 1944 the OKL (Oberkommando der Luftwaffe, Luftwaffe High Command) issued to tender a development request calling for a fighter powered by a Heinkel He S 011 turbojet engine. Required were a top speed of 612 mph at 23,000 ft and an armament of four MK 108 cannon.  In contrast to the single-seater, proposed by Blohm & Voss, Bv P.212, Focke-Wulf, Ta 183, Heinkel, He P.1078, and Messerschmitt, Me P.1110, Junkers presented the project EF 128 as a two-seater all-weather fighter. In two conferences between the aircraft companies, the OKL and the DVL, held in December 1944 and January 1945, all designs were evaluated. Finally chosen was the design of Junkers EF 128, as well as single-seater, and as two-seater. The production should start in mid 1945. Due to the compact fuselage and the relative high cross section it was possible to seat the crew side-by-side in an pressurized cockpit and to integrate newest radar equipment such as FuG 240 “Berlin” (Ref.: 20).