POWER PLANT: One Allison J35-A-11 turbojet engine, rated at 2.240 kp
PERFORMANCE: 650 mph at sea level
COMMENT: The Douglas D-558-I “Skystreak” was a single-engine jet research aircraft. It was designed in 1944/45 by the Douglas Aircraft Company for the US Navy Bureau of Aeronautics, in conjunction with the National Advisory Committee for Aeronautic (NACA). Three examples were built.
The D-558 program was conceived as a research program for transonic and supersonic flights. The “Skystreak” was powered by one Allison J35-A-11 engine, developed by General Electric as the TG-180 — one of the first axial-flow turbojet of American origin. It made its maiden flight on 14 April 1947, at Muroc Army Air Field . Less than 4 months later, on August 20, this aircraft set a new world speed record of 640.744 miles per hour (1,031.178 km/h) flying D-558-1, the very first air speed record that exceeded the unofficial mark of 1,004 km/h (623.8 mph) set by a WW II-era German Messerschmitt Me 163A V4 “Komet” rocket fighter prototype (Ref.: 24).
POWER PLANT: Pratt & Whitney R-2000-2 radial engine, rated at 1,350 h.p. each
PERFORMANCE: 452 m.p.h. at 28,000 ft (estimated)
COMMENT: The Vought XF5U “Flying Flapjack” was an experimental US Navy fighter aircraft designed by Carles H. Zimmerman for Vought during World War II. This unorthodox design consisted of a flat, somewhat disc-shaped body (hence its name) serving as the lifting surface. Two piston engines buried in the body drove propellers located on the leading edge at the wingtips
A developed version of the original Vought V-173 prototype, the XF5U-1 was a larger aircraft. Of all-metal construction, it was almost five times heavier, with two 1,400 hp Pratt & Whitney R-2000 radial engines. The configuration was designed to create a low aswpect ratio aircraft with low takeoff and landing speeds but high top speed. The aircraft was designed to keep the low stall speed and high angle of attack from the V-173 prototype while providing for better pilot visibility, cockpit comfort, less vibration, and provisions to install armament. This included a cockpit redesign moving the cockpit from the leading edge of the wing to a nose nacelle that extended further in front of the leading edge. The arrestor hook was changed to a dorsal hook that would diminish the drag from the apparatus.
Normally, a wing with such a low aspectratio will suffer from very poor performance due to the degree of induced drag created at the wingtips, as the higher pressure air below spills around the wingtip to the lower-pressure region above. In a conventional aircraft, these wingtip vortices carry a lot of energy with them and hence create drag. The usual approach to reducing these vortices is to build a wing with a high aspect ratio, i.e. one that is long and narrow. However, such wings compromise the maneuverability and roll rate of the aircraft, or present a structural challenge in building them stiff enough. The XF5U attempted to overcome the tip vortex problem using the propellers to actively cancel the drag-causing tip vortices.The propellers are arranged to rotate in the opposite direction to the tip vortices, with the aim of retaining the higher-pressure air below the wing. With this source of drag eliminated, the aircraft would fly with a much smaller wing area, and the small wing would yield high maneuverability with greater structural strength.
The propellers envisioned for the completed fighter — unlike the torque-reducing counter-rotating propellers of the V-173 design — were to have a built-in cyclic movement like a helicopter’s main rotor, with a very limited ability to shift their center of lift up and down to aid the aircraft in maneuvering. Initially, the aircraft used propellers originally designed for the V-173 prototype.These propellers would be replaced with propellers taken from the Vought F4U-4 Corsair. An ejection seat was fitted to allow the pilot to clear the massive propellers in the event of an in-flight emergency. Although the prototype was unarmed, a combination of six M2 Browning 50-caliber machine guns or four M3 20mm cannopns would be mounted in the wing roots in service.
The XF5U design was promising: specifications given at the time promised great maneuverability and speeds up to 452 mph. However, it came at the time when the United States Navy was switching from propeller driven to jet propelled aircraft. By 1946, the XF5U-1 project was already long over its expected development time, and well over budget. With jet aircraft coming into service, the Navy finally canceled the project on 17 March 1947, and the prototype aircraft (V-173) was transferred to the Smithsonian Museum for display. Although two aircraft were constructed, a lone XF5U-1 underwent ground runs but never overcame vibration problems. Taxi trials at Vought’s Connecticut factory culminated in short “hops” that were not true flights. The only completed XF5U-1 proved to be so structurally solid that it had to be destroyed with a wrecking ball (Ref.: 24).
POWER PLANT: Two Continental A-80 engines, rated at 107 h.p. each
PERFORMANCE: 138 m.p.h. at 5,000 ft
COMMENT: The Vought V-173 Flying Pancake was an American experimental test aircraft built as part of the Vought XF5U program during World War II.
Both the V-173 and the XF5U featured an unorthodox “all-wing” design consisting of flat, somewhat disk-shaped bodies (hence the name) serving as the lifting surface. Two piston engines buried in the body drove propellers located on the leading edge at the wingtips.
In the 1930s, Charles H. Zimmerman was a noted aeronautical engineer who advocated the concept of “discoidal” aircraft, the so-called “Zimmer Skimmer” and worked on a variety of projects on his own and with the Vought company. After testing using scale models, including a remotely controlled, electrically powered large-scale model, designated the Vought V-162, the US Navy approached Zimmerman and offered to fund further development. Data and concept documentation was given to the Navy in 1939, with wind tunnel tests on full-scale models being completed in 1940-1941.
The original prototype, designated the V-173 (Flying Pancake), was built of wood and canvas and featured a conventional, fully symmetrical aerofoil section (NACA 0015). Designed as a “proof-of-concept” prototype, the initial configuration V-173 was built as a lightweight test model powered by two 80 hp Continental A-80 engines turning Vought F4U Corsair propellers. These were replaced by a pair of specially modified 16 ft 6 in three-bladed units. A tall, fixed main undercarriage combined with a small tailwheel gave the aircraft a 22° “nose-high” angle.
The disc wing design featured a low aspect ratio that overcame the built-in disadvantages of induced drag created at the wingtips with the large propellers actively canceling the drag-causing tip vortices. The propellers were arranged to rotate in the opposite direction to the tip vortices, allowing the aircraft to fly with a much smaller wing area. The small wing provided high maneuverability with greater structural strength. The empennage consisted of two vertical fins with rudders, all-moving stabilizers with anti-servo tabs and two large elevator/trim surfaces on either side of centerline on the trailing edge of the wing planform.
Zimmerman chose to include the all-moving stabilizer design because he realized that the increased drag, prop wash, and large wing area would make the aircraft difficult to control at low speeds. Wind tunnel tests would prove that this was a success to an extent. The aircraft would prove to require a lot of force to control at low speeds during in-flight testing but the tail design would prove to make the aircraft controllable.
The first flight of the V-173 was on 23 November 1942 with Vought Chief Test Pilot B. Guyton at the controls. The aircraft’s most significant problem concerned its complicated gearbox that routed power from the engines to its two long propeller shafts. The gearbox produced unacceptable amounts of vibration in ground testing, delaying the aircraft’s first test flight for months. This contributed to the aircraft feeling much too heavy when maneuvering for its light weight. In addition to this on the first few flights, the pilot was never able to achieve enough speed to achieve the correct amount of airflow over the control surfaces to pull the aircraft into level flight. The test pilot discussed these issues with Zimmerman and they worked to eliminate these issues. In addition to this Guyton commented that the cockpit design was poor. He explained that in addition to the poor comfort the pilot had limited to no use for the clear bottom panels of the cockpit. He explained that the pilot sat too high in the cockpit to effectively use these lower panels for takeoff or landing. Flight testing of the V-173 went on through 1942 and 1943 with 190 flights, resulting in reports of UFOs (Unidentified Flying Objects) from surprised Connecticut locals. Charles Lindberg piloted the V-173 during this time and found it surprisingly easy to handle and exhibiting impressive low-speed capabilities. Both Lindbergh and Guyton found that they were almost unable to stall the aircraft. Guyton was able to keep the aircraft in flight no matter how hard he pulled the stick in low-speed flight ranges at any altitude under 20,000 ft. On one occasion, the V-173 was forced to make an emergency landing on a beach. As the pilot made his final approach, he noticed two bathers directly in his path. The pilot locked the aircraft’s brakes on landing, causing the aircraft to flip over onto its back. Remarkably, the airframe proved so strong that neither the plane nor the pilot sustained any significant damage. Despite their inability to stall the aircraft they did find low speed handling to be a persistent issue largely due to the shape of the lifting body. They found that the aircraft acted as an airbrake when it was pulled into a high angle of attack. This meant that the control surfaces, the horizontal stabilizers, in particular, would become very hard to operate at low speeds such as stalls, takeoff, and landing.
The developmental V-173 made its last flight 31 March 1947. In 131.8 hours of flying over 190 flights, Zimmerman’s theory of a near-vertical takeoff- and landing-capable fighter had been proven. This project would be improved upon including the addition of potential armament with the prototype of the carier-borne Vought XF5U fighter aircraft. This project would improve on many of the weaknesses discovered during the testing of the V-173 prototype (Ref.: 24).
POWER PLANT: One Pratt & Whitney R-2800-34W Double Wasp air-cooled engine, rated at 2,100 hp and one Allis-Chalmers J 36 centrifugal flow turbojet, rated at 1,244 kp thrust
PERFORMANCE: 469 m.p.h. (with both engines) at 25,300 ft
COMMENT: The Curtiss XF15C-1 is a mixed-propulsion fighter prototype of the 1940s. It was among a number of similar designs ordered by the US Navy before pure turbojet powered aircraft had demonstrated their ability to operate from carriers and the mixed-propulsion designs were abandoned. Only three prototypes were constructed, one of which survived to this day.
By the late 1940s, the US Navy was interested in the mixed-power concept for its shipborne fighters. Turbojet engines of that era had very slow throttle response, which presented a safety concern in the case of a missed approach on an aircraft carrier as the aircraft might not be able to throttle up quickly enough to keep flying after leaving the end of the flight deck. This led to orders for a number of mixed-propulsion fighters, including the Ryan FR-1 Fireball.
As such, an order was placed with Curtiss on April 1944 for delivery of three mixed-power aircraft, designated the F15C. Powered by both a 2,100 hp Pratt 6 Whitney R-2800-34W Double Wasp propeller engine, and an Allis-Chalmers J 36 centrifugal flow turbojet, the aircraft was in theory the fastest fighter in the US Navy at that time.
The first flight of the first prototype was on 27 February 1945, without the turbojet installed. When this was completed in April of the same year, the aircraft flew several mixed-power trials, however on May, it crashed on a landing approach. The second prototype flew for the first time on July, again in 1945, and was soon followed by a third prototype. Both aircraft showed promise, however, by October 1946, the Navy had lost interest in the mixed-power concept and cancelled further development (Ref.: 24).
POWER PLANT: Pratt & Whitney R-2000 Double Wasp, rated at 2,000 h.p.
PERFORMANCE: 417 m.p.h. at 19,900 ft
Vought F4U-1D Corsair
Vought F4U-1D Corsair
Vought F4U-1D Corsair
Vought F4U-1D Corsair
Vought F4U-1D Corsair
Vought F4U-1D Corsair
Vought F4U-1D Corsair
Vought F4U-1D Corsair
Scale 1:72 aircraft models of World War II
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