Focke-Wulf Fighter Project II (MP-Models)

TYPE: Fighter, interceptor


POWER PLANT: One Junkers Jumo 004B turbojet engine, rated at 950 kp thrust

PERFORMANCE: 541 mph at 13,130 ft

COMMENT: The earliest known Focke-Wulf attempt at a single-turbojet fighter, shown in a drawing dated November 1942, the Focke-Wulf Fw 190TL, had involved simply bolting a very basic in-house designed turbojet Fw T.1 to the front of an operational Fw 190.
On January 1943, company aerodynamicist J. C. Rotta offered a report entitled “Fundamentals For The Design of a Turbojet Fighter” which looked at how a large turbojet fighter ought to be, what sort of shape and layout would be best, what turbojet engines could be fitted and how, what the advantages and disadvantages of piston engines and turbojet engines were and what aerodynamic issues were.
To illustrate his points, Rotta came up with a trio of remarkably foresighted designs:

Fighter with turbojet engine BMW 003, P 3302 Design 1,
Fighter with turbojet engine BMW 003, P 3302 Design2, and
Fighter with turbojet engine Junkers Jumo 004.

Each of the three designs had its turbojet engine mounted on its back, just as the Heinkel He 162 would be configured 20 months later. The first and third designs also had forward-swept wings and backward-swept V-tails. The second BMW powered P 3302 design had unswept wings and an unswept V-tail.
However, Focke-Wulf’s design team seem to have completely ignored Rotta’s ideas when they actually started work on a series of single-seat, single-engine turbojet fighters. A report from August 1944 charts the team’s progress through seven different designs.
The first of these, dated March, 1943, was a tail-sitter based on a Fw 190 but with the cockpit relocated to the nose in place of the familiar BMW 801 piston engine, with the turbojet positioned directly below. But with this arrangement no satisfactory rolling properties were to be expected and there was also the risk of burning the airfield surface.
The second design from June, 1943, seems th have been more highly regarded and had its own separate “Baubeschreibung” (Construction description) number, the closest thing Focke-Wulf had to a “P” designation.
The wing was mounted mid-fuselage and had a slight sweep on the leading edge and straight trailing edges, the tailplane was similar to the Fw 190. The design had a tricycle undercarriage and a Junkers Jumo 004B turbojet engine was positioned more centrally under the fuselage. The cockpit was heavily protected by armor of varying thicknesses. Armament was to be two MK 108 (70 rounds each) or MK 103 30mm cannon in the fuselage nose and two MG 151/20 20mm cannon (175 rounds each) in the wing roots.
The main advantage of positioning the turbojet engine under the fuselage was to facilitate maintenance, but there were several bigger disadvantages to this design, such as the nose wheel blocking the intake on take-off and landing, objects being sucked into the air intake since it was so close to the ground. and the damage or destruction of the turbojet engine in case of a belly landing.
Finally, this design was rejected.
As far as the other five different designs are concerned.  Two oft them were basis for the later Focke-Wulf twin-boom Fighter Projekt VIII „Flitzer“ („Streaker“) and  swept-wing, high-mounted tailplane featured Focke-Wulf  interceptor Ta 183 „Huckebein“ (Ref: 17, Uhr, D. and D. Sharp: „Luftwaffe:Secret Projects Profile“, Mortons Media Group Ltd., Horncastle, U.K., 2018).

Martin XB-48 (Anigrand Models, Resin)

TYPE: Medium turbojet-driven bomber

ACCOMMODATION: Crew of three

POWER PLANT:  Six General Electric J35 turbojet engines, rated at 1.734 kp each

PERFORMANCE: 523 mph at 35,000 ft

COMMENT: The Martin XB-48 was an American medium jet bomber developed in the mid-1940s. It competed with the Boeing B-47 “Stratojet”, which proved to be a superior design, and was largely considered as a backup plan in case the B-47 ran into development problems. It never saw production or active duty, and only two prototypes, serial numbers 45-59585 and 45-59586, were built.
In 1944, the U.S. War Department was aware of aviation advances in Germany and issued a requirement for a range of designs for medium bombers weighing from 80,000 lb (36,287 kg) to more than 200,000 lb (90,718 kg). Other designs resulting from this competition, sometimes named “the class of ’45”, included the North American XB-45 and the Convair XB-46. Production orders finally went to the North American B-45 “Tornado”, and even this airplane served only for a couple of years before again being replaced by the much more modern Boeing B-47 “Stratojet”, although the B-45 had enough “utility” built in to maintain a niche as a reconnaissance aircraft.
In retrospect, the “class of ’45” were transitional aircraft, combining the power of turbojets with the aeronautical knowledge of World War II. The XB-48 was no exception, as its round fuselage and unswept wings showed a distinct influence of Martin’s B-26 “Marauder” medium bomber. Still, where the B-26 had enough thrust with two massive 18-cylinder radial engines, the XB-48 needed no less than six of the new jet engines.
Although the pictures make it look as if the aircraft had three engine nacelles under each wing, the jet engines were actually clustered in a pair of flat three-engined nacelles with an intricate system of air ducts between the engines, intended to facilitate cooling. At the time of the XB-48’s design, jet propulsion was still in its infancy.
The XB-48 was the first aircraft designed with bicycle-type tandem landing gear, which had previously been tested on a modified B-26. The wing airfoil was too thin to house conventional landing gear mechanisms. The main landing gear was in the fuselage and small outriggers located on each wing were used to balance the aircraft.
The XB-48 made its first flight on 22 June 1947, a 37-minute, 117 km hop from Martin’s Baltimore, Maryland plant to NAS Patuxent River, Maryland, but blew all four tires on its fore-and-aft mounted undercarriage on landing when the test pilot applied heavy pressure to the specially-designed, but very slow to respond, insensitive air-braking lever.
In 1948 the Martin XB-48 program was cancelled (Ref.: 24).

Dornier Do 335A-6 (Dragon Models)

TYPE: Two-seat all weather and night interceptor

ACCOMMODATION: Pilot and radar operator

POWER PLANT: Two Daimler-Benz DB 603A-2, rated at 1,726 hp each

PERFORMANCE: 400 mph at 17,400 ft

COMMENT: The Dornier Do 335 “Pfeil” (“Arrow”) was a WW II heavy fighter built by the Dornier Company. The Do 335s performance was much better than other twin-engine designs due to its unique push-pull configuration and the lower aerodynamic drag of the in-line alignment of the two engines. It was Germany’s Luftwaffe fastest piston-engine aircraft of World War II. The Luftwaffe was desperate to get the design into operational use, but delays in engine deliveries meant that only a handful were delivered before the war ended.
In early 1944 the Do 335 was scheduled to begin mass construction, with the initial order of 120 preproduction aircraft to be manufactured by DWF (Dornier-Werke Friedrichshafen) to be completed no later than March 1946. This number included a number of bombers, destroyers (heavy fighters), and several yet to be developed variants. At the same time, DWM (Dornier-Werke München) was scheduled to build over 2000 Do 335s in various models, due for delivery in March 1946 as well.
While the Dornier Do 335A-1 assembly line at Oberpfaffenhofen was struggling to overcome delays in deliveries of power plants, airscrews, radio equipment and sub-contracted components and assemblies, a number of “Versuchs” (Test) machines for other “Pfeil” subtypes joined the test programme, these including the first two seat models, the Do 335A-6 bad-weather and night interceptor and the Do 335A-12 trainer..
The Dornier Do 335 V10 was the first prototype for the Do 335A-6 radar-equipped two set all weather and night interceptor in which a second cockpit for the radar operator was inserted aft and above the normal cockpit. In order to provide space for the additional cockpit the fuel tankage was drastically revised, the weapon bay being deleted and its space utilized for fuel, fuselage tankage being increased substantially. Cannon armament remained unchanged, but a FuG 101a radio altimeter was
introduced together with FuG 217J-2 “Neptun” intercept radar with wing-mounted antennae. Exhaust flame damping tubes for the fore and aft engines added their measure of drag to that provides by the second cockpit and the radar antennae, and normal loaded weight increased by app. 500 kg. Performance accordingly fell by 10 per cent, but whereas the Do 335 V10 had Daimler-Benz DB 603A-2 engines, the production Do 335 A-6 was intended to have DB 603E engines with provision for methanol-water injection (MW 50) for power boosting below the rated altitude of power plants. Provision was to be made in the wings for two MW 50 tanks, power being boosted to 2,400 hp at sea level per engine.
Production of the Dornier Do 335A-6 night and all-weather fighter had been transferred to the Heinkel factory at Vienna, but despite high priority allocated to the program, circumstances prevented the necessary jigs and tools being assembled (Ref: 7, 12).

Consolidated B-24 D “Liberator”, “Dogpatch Raider, 445th BG (H), 8th USAAF (Airfix Models)

TYPE: Heavy bomber, Assembly ship


POWER PLANT: Four Pratt & Whitney R-1830-43 Twin Wasp radial engines, rated at 1,200 hp each

PERFORMANCE: 303 mph at 25,000 ft

COMMENT: The Consolidated B-24 Liberator was an American heavy bomber, designed by Consolidated Aircraft of San Diego, California. It was known within the company as the Model 32, and some initial production aircraft were laid down as export models designated as various LB-30s, in the Land Bomber design category.
The B-24 was used extensively in WW II. It served in every branch of the American armed forces as well as several Allied air forces and navies. It saw use in every theater of operations. Along with the Boeing B-17 Flying Fortress, the B-24 was the mainstay of the US strategic bombing campaign in the Western European theater. Due to its range, it proved useful in bombing operations in the Pacific Area, including the bombing of Japan. Long-range anti-submarine Liberators played an instrumental role in closing the Mid-Atlantic gap in the Battle oft he Atlantic.
The Consolidated B-24D Liberator was the first mass-produced series. The B-24D was the Liberator III in British service. It entered US service in early 1942. It had turbocharged engines and increased fuel capacity. Three more 12.7 mm machine guns brought the defensive armament up to 10 machine guns. At 27,000 kg (29.76 short tons) maximum takeoff weight, it was one of the heaviest aircraft in the world.
First model produced on a large scale; ordered from 1940 to 1942, as a Consolidated B-24C with better Pratt & Whitney R-1830-43 supercharged engines. The B-24D model was initially equipped with a remotely operated and periscopically sighted Bendix belly turret, as the first examples of the Boeing B-17E Flying Fortress and some early models of the North American B-25 Mitchell medium bomber had used, but this proved unsatisfactory in service and was discontinued after the 287th aircraft. Production aircraft reverted to the earlier manually operated “tunnel” mounting with a single 12.7 mm machine. The tunnel gun was eventually replaced by the Sperry ball turret, which had also been adopted by the later Boeing B-17E Fortresses, but made retractable for the Liberator when not in use as the ventral area of its fuselage was very close to the ground on landing. In late B-24Ds, “cheek” guns mounted on either side of the forward nose, just behind the framed “greenhouse” nose glazing were added.
Between 1940 and 1945 in total 18,188 B-24 of various subtypes had been built, The number of B-24D Liberator amounted 2,696 aircraft, of which 2,381 planes were built by Consolidated, San Diego, 305 planes by Consolidated, Fort Worth, and 10 examples by Douglas, Tulsa, Oklahoma.
The Consolidated B-24D Liberator shown here, BuAer # 41-24215, was originally an aircraft of the 409th BS, 93rd BG, 8th AF in Europe and named ‘Lucky Gordon’, sometimes called just ‘Lucky’. On Aug 01th, 1943 the aircraft took part in the Ploesti oil refinery raid, diverting to Sicily, Italy. After returning to the European Theatre of Operations (ETO) and further missions it was declared war weary and renamed ‘Dogpatch Raider’ and served with the 703rd BS, as a high visibility assembly ship for the 445th BG (H), flying from RAF Tibenham, Norfolk. The large letter “F” on her fuselage, the Group’s call letter, contained bright navigation lights for dim lighting conditions (Ref.: 24).