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)
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: 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)
POWER PLANT: Two General Electric J33-GE 5 turbojets, rated at 1,835 kp each
PERFORMANCE: 522 mph at 15,700 ft
COMMENT: The Bell XP-83 was a United States prototype escort fighter designed by Bell Aircraft during World War II. It first flew in 1945. As an early jet fighter, its limitations included a lack of power and it was soon eclipsed by more advanced designs. The early jet fighters consumed fuel at a prodigious rate which severely limited their range and endurance.
In March 1944, the United States Army Air Forces requested Bell to design a fighter with increased endurance and formally awarded a contract for two prototypes on 31 July 1944.Bell had been working on its “Model 40” interceptor design since 1943. It was redesigned as a long-range escort fighter while retaining the general layout of the Bell P-59 Airacomet. The two General Electric-GE-5 turbojet engines were located in each wing root which left the large and bulky fuselage free for fuel tanks and armament. The fuselage was an all-metal semimonocoque capable of carrying 4,350 l of fuel. In addition, two 950 l drop tanks could be carried. The cabin was pressurized and used a small and low bubble style canopy. The armament was to be six 12.7 mm machine guns in the nose.
Early wind tunnel reports had pinpointed directional instability but the “fix” of a larger tail would not be ready in time for flight testing. The first prototype was flown on 25 February 1945, demonstrating that the aicraft was under-powered and unstable. The limited flight testing provided satisfactory flight characteristics although spins were restricted until the larger tail fin was installed. The second prototype did incorporate the extended tail and an aileron boost system. One unique characteristic was the XP-83’s refusal to slow down due to its sleek aerodynamic shape and lack of drag brakes. This meant that test pilots were forced to fly “stabilized approaches” (i.e. very long and flat landing approaches).
The first prototype was used in 1946 as a ramjet test-bed with an engineer’s station located in the fuselage behind the pilot. The second prototype flew on 19 October and was later scrapped in 1947. Apart from range, the XP-83 was inferior to the Lockheed P-80 Shooting Star and this led to the cancellation of the XP-83 project in 1947 (Ref.: 24).
POWER PLANT: One Pratt & Whitney R-4360-10, rated at 3,000 hp
PERFORMANCE: 432 mph
COMMENT: The estimated excellent performance of this aircraft, designed for the US Navy, was of great interest for the US Army Air Force, too. So the third (of three) prototype was delivered to the US Army Air Force and tested at Eglin Air Force base. But the advent of new jet fighters led to the cancellation of many wartime piston-engined projects. So consequently, the USAF lost interest in pursuing the project and the prototype was scrapped.
POWER PLANT: One Pratt & Whitney R-4360-13 Wasp Major, rated at 3,450 h.p.
PERFORMANCE: 490 m.p.h. at 25,000 ft
COMMENT: The second prototype of the Republic XP-72, first flown on 26 June 1944, had Aero Products contra props in place of the four bladed propeller of the first prototype of the Republic XP-72.
POWER PLANT: Wright R-2160-6 Tornado, rated at 2,500 h.p.
PERFORMANCE: 453 m.p.h.
COMMENT: This project was designed as a fast high altitude fighter capable of intercepting and destroying high altitude enemy bombers. The design incorporated new innovations such as a pressurized cabin, laminar flow wing, and contra-rotating propellers. A mock-up was built, but the project was cancelled because the Wright R-2160 42-cylinder engine was never produced. In 1944 Republic modified a two P-47D’s for testing Chrysler XI-2220 inverted-Vee liquid-cooled engines (Republic XP-47H). This made an extremely finely-streamlined cowling of low frontal area necessary similar that project shown here.
POWER PLANT: One General Electric T31-GE-1 turboprop engine, rated at 2,300 h.p. and one Allison J 33-GE-5 turbojet engine, rated at 703 kp
PERFORMANCE: 507 m.p.h. at 30,000 ft
COMMENT: The Consolidated Vultee XP-81was a development of the Consolidated Vultee Aircraft to build a single seat, long range escort fighter that combined use of both turbojet and turboprop engines. Although promising, the lack of suitable engines combined with the end of World War II doomed the project.
Two prototype aircraft were ordered on February 1944 that were designated XP-81. The engine selection was an attempt to couple the high-speed capability of the turbojet engine with the endurance offered by the propeller engine. The XP-81 was designed to use the General Electic TG-100 turboprop engine in the nose driving a four-bladed propeller and a General Electric J33 turbojet in the rear fuselage. The turboprop would be used for normal flight and cruising and the turbojet added for high-speed flight.
The first XP-81 was completed in January 1945 but because of developmental problems the turboprop engine was not ready for installation. A decision was then made to mount a complete Packard V-1650-7 Merlin engine package from a North American P-51D Mustang aircraft in place of the turboprop for initial flight tests. This was done in a week and the Merlin-powered XP-81 was sent to the Muroc airbase where it flew for the first time on 11 February 1945. During 10 flight test hours, the XP-81 displayed good handling characteristics except for inadequate directional stability due to the longer forward portion of the fuselage. This was rectified by enlarging the vertical tail.
While 13 Convair YP-81 pre-production aircraft had been ordered, the capture of Guam and Saipan eliminated the need for long-range, high-speed escort fighters and then, just before VJDay the contract was cancelled, after 85% of the engineering was completed. The YP-81 was to be essentially the same as the prototype but with a lighter and more powerful General Electric TG-110 (XT41) turboprop engine, the wing moved aft 0.25 m, and armament of either six 12.7 mm machine guns or six 20 mm cannon.
After the XP-81 was returned to Vultee Field, the TG-100 turboprop was installed and flight testing resumed, including the first flight by an American turboprop-powered aircraft on 21 December 1945. However, the turboprop engine was not able to produce its designed power; producing only the same output as the Packard Merlin (1,490 hp) with the resultant performance limited to that of the Merlin-engined version.
With the termination of hostilities, the two prototypes continued to be tested until 1947 when they were both consigned to a bombing range as photography targets (Ref.: 24).
POWER PLANT: Two Pratt & Whitney R-2800-27 air-cooled radial turbocharged engines, rated at 2,000 hp each
PERFORMANCE: 372 m.p.h. at 25,000 ft
COMMENT: The North American XB-28 (NA-63) Dragon was an aircraft proposed by North American Aviation to fill a strong need in the United States Army Air Corps for a high-altitude medium bomber. It never entered production, with only two prototypes being built.
The order for a high-altitude medium bomber was put out on 13 February 1940; the XB-28 first flew on 26 April 1942. The XB-28 was based on North American Aviation‘s’s highly successful B-25 Mitchell, but as it evolved it became a completely new design, much more reminiscent of the Martin B-26 Marauder. The overall configuration of the B-25 and XB-28 were fairly similar; the most important distinction was that the twin tail of the B-25 was changed to a single tail on the XB-28. It was among the first combat aircraft with a pressurized cabin.
The XB-28 proved an excellent design, with significantly better performance than that of the B-25, but it was never put into production. High-altitude bombing was hampered significantly by factors such as clouds and wind, which were frequent occurrences in the Pacific. At the same time, medium bombers were becoming much more effective at lower altitudes. The gains in aircraft performance that came with high-altitude flight were not considered sufficient to justify switching from low-altitude bombing.
Even though the Army Air Forces rejected the XB-28 as a bomber, they ordered another prototype. Designated XB-28A, it was meant to explore the possibility of use as a reconnaissance aircraft. The XB-28A crashed into the Pacific Ocean off Southern California after the crew bailed out on 4 August 1943 (Ref.: 24).
POWER PLANT: Wright R-3350-17 Cyclone, rated at 2,300 h.p.
PERFORMANCE: 488 m.p.h.
COMMENTS: Only two prototypes ordered
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Curtiss XP-62
Scale 1:72 aircraft models of World War II
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