POWER PLANT: One Pratt & Whitney R-2800-53 engine, rated at 2,000 hp
PERFORMANCE: 414 mph
COMMENT: In 1940 the Curtiss Aircraft Company proposed a new design for the eventual replacement for the Curtiss P-40. The new aircraft, the Curtiss XP-60, went through a long series of prototype versions with different engines. Installation of the British Rolls-Royce Merlin engines led to the development of the XP-53, soon redesignated XP-60. Delayed deliveries of the Merlin engines necessitated the installation of Wright (XP-63C) as well as Chrysler (XP-60B) engines. To improve the performance of the XP-60C the engine was changed again, this time a Pratt & Whitney R-2800 with contra-rotating propellers was installed. During its first flight the results were generally satisfactory. Changing the contra-props into a four-bladed propeller led to the XP-60E. But the performance was poorly, too, and further work on this design was abandonded. (Ref.: 8)
POWER PLANT: Two Allison V-3420 engines, rated at 3,000 hp each
PERFORMANCE: 436 mph at 25,000 ft
COMMENT: The Lockheed XP-58 Chain Lightning was an American long-range fighter developed during WW II. Although derived from the successful Lockheed P-38 Lightning, the XP-58 was plagued by technical problems with its various engines that eventually led to the cancellation of the project. Initially, the design was powered by two Continental IV-1430 engines. In July 1940, Lockheed decided to switch to Pratt & Whitney XH-2600 engines as the aircraft would be underpowered with the Continental engine. However, soon Lockheed was advised the development of the XH-2600 engine was terminated. So again engine alternatives were needed and the design was changed to use two Wright R-2169 Tornado engines. In February 1943, use of another engine, the Allison V-3420, was necessary due to poor progress with the Tornado engine development. Parallel to this the design was revised as a second crew member was added and the defensive armament was changed. Two turrets, one upper and the other lower on the fuselage, each containing two .50 in machine guns, were installed and directed by a gunner in the rear fuselage. The XP-58 finally flew on 6 June 1944 for the first time, but after 25 test flights were completed and clarified many more problems further work on the XP-58 was reduced and in October 1944 the program was stopped and no further flights were done. The construction of the second prototype was abandoned. (Ref.: 23)
POWER PLANT: One Heinkel He S 011 turbo-jet engine, rated at 1,300 kp, plus one Walter HWK 509A-2 liquid rocket engine, rated at 1,700kp
PERFORMANCE: 920 mph at 18,800 ft, with rocket, 572 mph at 6.160 ft, jet engine only
COMMENT: In mid 1943, the Arado Aircraft Company draw up some studies into the future development of high speed fighters. Among the designs was an interceptor aircraft with a combination of both turbo-jet as well as rocket engine. This project, the Arado Ar TEW 16/43-15, had a single Heinkel He S 011 turbo-jet engine developing 1,300 kp of thrust, mounted atop the fuselage immediately behind the cockpit. To improve the climb rate and performance, a Walter HWK 509A bi-fuel rocket engine was also placed within the rear fuselage. The wings were swept back at 25 degrees, and because of the jet engine’s placement, a twin fin and rudder arrangement was provided. In order to achieve as much space as possible for fuel tanks a special landing gear arrangement was proposed. This was designed by the DVL (Deutsche Versuchsanstalt für Luftfahrt, German Aviation Experimental Establishment). The main wheels were provided with small spherical tires of 12.5 inch in diameter, and were placed in tandem, thus the space needed when retracted was minimal. The nose and main wheels retracted forwards. The cockpit was located in the nose of the fuselage and guaranteed good front view, but vision to the rear was very poor due to the engine and air intake position. Due to these expected problems – same as with another Arado project, the Arado E. 580, further work on this design was cancelled. (Ref.: 16; 18)
POWER PLANT: One BMW 003A-1 turbo-jet engine, rated at 800 kp
PERFORMANCE: 550 mph (estimated)
COMMENT: In September 1944 the Junkers Flugzeugwerke (Junkers aircraft company) submitted a design EF 123 for the Volksjäger competition (People’s Fighter Project). Little is known about the design, only a photo of a model survived. The wings were similar to the Heinkel He 162 “Spatz”. Because the jet engine was placed below the fuselage a “normal” tailplane was provided. The RLM rejected the Junkers EF 123 in favour to the Heinkel He 162 and further work on the design was cancelled. (Ref.: 19; 21)
POWER PLANT: One BMW 003A-1 turbo-jet engine, rated at 800 kp
PERFORMANCE: 470 mph (estimated)
COMMENT: This Arado design dates back to an early 1943s project of a small turbo-jet engine powered ground attack aircraft. In late 1944 this design was revised and submitted for the Volksjäger (Peoples Fighter) competition. The Ar E.580 had an unswept wing that was mounted low on the fuselage. The tail unit had twin fins and rudders. A single BMW 003A-1 jet engine was positioned above the fuselage with the air intake close to the cockpit partially obstructed by the bulged canopy. A tricycle landing-gear was provided. The winner of the competition was the Heinkel He 162 “Spatz” (“Sparrow”). So the Arado project was cancelled. (Ref.: 17)
POWER PLANT: 2 × Wright R-3350-43 Duplex Cyclone engines, rated at 2,300 hp each
PERFORMANCE: 370 mph at 17,000 ft
COMMENT: The Beechcraft XA-38 Grizzly was a ground attack aircraft, fitted with a forward-firing 75 mm cannon with 20 rounds mounted in a fixed position on the nose to attack heavily armored targets such as tanks and bunkers. Additionally, there were two forward firing machine guns. Defensive armament consisted of remotely controlled ventral and dorsal turrets directed by periscope sights. The first prototype flew on 7 May 1944 and the aircraft proved satisfactory in all respects and better than expected. But after testing it became obvious it would not be ready for the projected invasion of Japan, and furthermore it used the same engines required by the Boeing B-29 Superfortress which had priority. So no orders were given and the XA-38 program was canceled after two prototypes had been completed. (Ref.: 23)
COMMENT: A similar interceptor project by Eugen Sänger from the Škoda-Kauba company was the Sk P.14-02. Compared to the Sk P.14-01 the design was smaller, had a shortened fuselage and the wings set in a more forward position. As its predecessor the Škoda-Kauba Sk P.14-02 took-off an a slightly lighter three-wheeled trolley, assisted by four Schmidding 109-533 solid-fuel rockets. Additionally the acceleration was needed to reach the speed where the ram-jet would work. The aircraft was landed on a retractable skid. Performance data were similar to the Sk P.14-01. None of the projected aircraft to fly on ramjet power were completed. (Ref.: 20)
TYPE: Heavy long-range bomber, in service as Assembly ship
ACCOMMODATION: Crew of four
POWER PLANT: 4 × Pratt & Whitney R-1830 Twin Wasp, rated at 1,200 hp each
PERFORMANCE: 290 mph at 18.482 ft
COMMENT: The Consolidated B-24 “Liberator” was a four-engine, heavy long-range bomber designed by the Consolidated Aircraft Company in the late 1930s. For that time it was a modern design compared with its main competitor, the better-known Boeing B-17 “Flying Fortress”. The first flight took place on December, 29th, 1939. The “Liberator” had a higher top speed, greater range, and a heavier bomb load than its rival. On the other hand the “Liberator” was more difficult to fly, with heavy control forces and poor formation-flying characteristics. Nevertheless, the B-24 provided excellent service in a variety of roles thanks to its large bomb load and long range and was used in the European as well as the Pacific campaign. When the production ended in 1945 more than 18.480 aircraft have been built, more than of all other bombers during WWII. (Ref.: 4)
The Consolidated B-24H Liberator shown here is an assembly (formation-) ship “The Spotted Ass Ape” of the 458th Bombardment Group (H), 8th USAAF, stationed at Horsham St Faith, England. (Ref.: 2)
NOTE: This aircraft is hand-painted direct onto the models surface, except the black dots. For these Polka (donut) dots I used Bishop precut tape shapes, solid donut pads, Bishop Graphics. Inc., Westlake Village, Ca 91359 U.S.A. These are self-adhesive, extreme thin, in black, and easy to apply. More work is required to red and yellow Polka dots. Here I used the solid donut pads from the same company, but in red. Unfortunately, these are transparent. So they need to be painted dot by dot before being applied.
POWER PLANT: One Sänger-Lorin ramjet, rated at 1,350 kp at 33,000 ft
PERFORMANCE: 545 mph at 33,000 ft, (estimated)
COMMENT: Škoda-Kauba Sk P.14-01 was a ramjet-powered fighter project for the Luftwaffe. It was designed by Eugen Sänger and a team of 80 Czech and 40 German engineers of the Škoda-Kauba industries in the occupied Czech Republic towards the end of WWII. The ramjet had a diameter of 1.5 m and a length of 9.5 m, the massive engine and its tubular air-intake duct formed most of the fuselage structure. The aircraft was flown by a pilot in prone position. For take-off the aircraft was hoisted on a three-wheel trolley and in order to bring the ramjet to a speed where it would work, the trolley was accelerated by means of by two Walter HKW 109-500, rated at 500 kp each. Additional four Schmidding 109-533 solid fuel rockets could be attached to the aircraft with 1,000 kp thrust each for 12 seconds. The aircraft was landed on a retractable skid. The ramjet was fed by carbon dust or heavy oil. (Ref.: 20)
POWER PLANT: Pratt & Whitney R-4360-31 Wasp Major, rated at 3,000 hp each
PERFORMANCE: 450 mph
COMMENT: The Hughes XF-11 was designed as a long-range reconnaissance aircraft. Its design based on the Hughes D-2, a fighter and bomber project of early 1940, and resembled somewhat to the Lockheed P-38 Lightning but was much greater. So it had a tricycle landing-gear, two engines, twin boom and a pressurized central crew nacelle. In 1943 the USAAF ordered 100 F-11s, but only two examples were completed immediately after WWII. The first aircraft crashed in 1946 with Howard Hughes at the controls and the second prototype was completed and successfully flown in 1947. (Ref.: 23)
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Hughes XF-11
Scale 1:72 aircraft models of World War II
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