POWER PLANT: One Wright R-2600-20, rated at 1,900 hp
PERFORMANCE: 250 mph at 16,500 ft
COMMENT: During the closing stage of the hostilities in the Pacific area the Grumman Company resp. General Motors converted some TBF and TBM Avengers, respectively, into anti-submarine search and strike aircraft. The rear turret was removed and faired over and a large ventral radome, carrying a APS-20 radar, was mounted under the fuselage. By that the TBM-3 conversion as the first ship based airborne early warning control and relay platform. These search aircraft operated together with TBM-3S or TBM-3S-2 submarine-strike Avengers. These search-and-strike aircraft remained in operational service after the war until 1954. From 1950 onwards these Avengers were replaced by Grumman AF-2W “hunter” and Grumman AF-2S “killer” Guardians (Ref.:1)
POWER PLANT: Four Heinkel-Hirth HeS 011 turbo-engines, rated at 1,300 kp each
PERFORMANCE: 567 mph
COMMENT: The design of another Messerschmitt P.1101 project series, the P.1101/99, dates back to mid 1944. The wings were swept back at 45 degrees, with four Heinkel-Hirth He S 011 turbojets, were buried in the thickened wing roots. Each pair of turbojets was fed by an air intake in the leading edge of the wing. The main landing gear retracted inwards into the fuselage, and the front gear retracted backwards beneath the cockpit. A two man crew sat staggered side-by-side in the cockpit, which was located in the extreme nose of the aircraft. Armament consisted of one 75 mm PaK 40 cannon (PanzerabwehrKanone, anti-tank gun) in the nose and five MK 112 55mm machine cannon, one in the right wing root, four in the center fuselage firing obliquely upwards (Schräge Musik, Oblique or Jazz Music). It was expected that the prototype would be in the air by 1948. Because of the worsening war situation in Germany, the design did not progress past the drawing board (Ref.: 16).
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99 and Messerschmitt Me P. 1101/28
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P. 1101/99
Messerschmitt Me P.1101/28 and Messerschmitt Me P. 1101/99
POWER PLANT: One Nakajima Ha-109 radial engine, rated at 1,520 hp
PERFORMANCE: 367 mph at 17,060 ft
COMMENT: The Ki-44-IIc variant of the Nakajima Shoki aircraft was armed with wing-mounted 20 mm Ho-3 cannon that proved particular effective against the B-29’s attacking Japan. But in December 1944, Shoki production terminated as the aircraft was replaced on Nakajima’s assembly-lines by the Nakajima Ki-84 Hayate and, when the war ended, only three Sentais were still equipped with them. In total 1, 225 Ki-44’s were built (Ref.: 1, 6)
POWER PLANT: One Daimler-Benz DB603V inverted V-12 liquid-cooled piston engine with Hirth TJ KL 15 turbo-charger, rated at 1,609 hp at 32,808 ft
PERFORMANCE: 435 mph at 52,493 ft
COMMENT: : Immediately after transfer of the Messerschmitt Me 155-project from Messerschmitt to Blohm & Voss the layout and the arrangement of the radiator was a topic of intensive discussion between both companies. Dr. Vogt from Blohm & Voss Company suggested a solution to delete the unpopular complex underwing radiators. As a result the Bv P.205, as the designation was officially given to that design, the aircraft was quite different in appearance to the Bv 155B. The clumsy wing-mounted radiators of the Bv 155B were eliminated, and the main landing gear leg attachment points were moved inboard to retract inwards. The cooling was provided by an annular frontal radiator as in the Focke-Wulf Ta 152. Large circular intakes were attached to the fuselage sides above the wing roots. The engine cowling and turbo–charger were unchanged. With the wings now free of clutter, they were considerably simpler and were reduced in span. This also had the side effect of reducing the track, which would later prove to be a welcome change. The new design would be simpler, lighter and faster, and plans were made to make it the standard version of the aircraft. The project never left the drawing board, but further development led to the Blohm & Voss Bv 155C “Spezial Höhenjäger” (Special high altitude fighter) where all radiators were located underneath the engine, allowing an aerodynamically clean airfoil. A mock-up was under construction when the war ended (Ref.: 17, 23).
POWERPLANT: One Daimler-Benz DB 603A inverted V-12 liquid-cooled piston engine with Hirth TJ KL 15 turbo-charger, rated at 1,610 hp at 32,808 ft
PERORMANCE: 429 mph at 52,493 ft
COMMENT: The Blohm & Voss BV 155 was a high-altitude interceptor fighter intended to be used by the Luftwaffe against expected raids by USAAF B-29 Superfortresses. The B-29 would attack in a cruise at an altitude that no German plane could operate effectively. In the hope of countering attacks by this formidable bomber, the Luftwaffe would need new fighters and new destroyers as soon as possible. Work on a special high altitude fighter was started in spring 1942 by Messerschmitt as Me 155, but in 1943 the project was passed over to Blohm & Voss. In September 1943, an order for five prototypes was placed. The first prototype was designated BV 155 V1, and flew for the first time on September 1, 1944. Tests with the V1 showed that the outboard radiators were not sufficiently effective in providing cooling, especially at high angle of attack. The intakes on the next prototype were enlarged and underslung beneath the wing rather than placed over it. However, the enlarged radiators caused a several problems, which required moving the pressurized cockpit forward. The Blohm & Voss team took this opportunity to replace the original Messerschmitt Bf 109G canopy with an aft-sliding all-round vision canopy, and the rear fuselage decking was cut down. This in turn required that a larger rudder be fitted. The ventral radiator bath was also enlarged. All these changes were incorporated into the second prototype, the Bv 155V2, which flew for the first time on February 8, 1945 and which was the first genuine B series aircraft. The Blohm & Voss team was still not satisfied with the design, and before the V2 began its flight trials they proposed that the engine be switched to the DB 603U having the larger mechanically driven supercharger of the DB 603E. The DB 603U promised a power of 1,660 hp for takeoff and 1,430 hp at 49,000 ft. The ventral turbo-super-charger was retained. The Technische Amt decided to accept this proposal, and abandoned all work on the BV 155B in favor of the revised design, which was designated BV 155C (Ref.: 17, 23)
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv P.205 and Blohm & Voss Bv 155V-1
Messerschmitt Me 209H-1 and Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv 155V-1
Blohm & Voss Bv P.205 and Blohm & Voss Bv 155V-1
Messerschmitt Me 209H-1 and Blohm & Voss Bv 155V-1
POWER PLANT: Two Pratt & Whitney R-985 engines, rated at 450 hp each
PERFORMANCE: 120 mph
COMMENT: In 1944, U.S. Navy launched a competition that called for a large rescue helicopter which could carry up to 10 occupants. McDonnell was determined to win a new Navy contract as the company only had sub-contract jobs at the war time. With investment in Platt LePage Aircraft Co., McDonnell was allowed to learn helicopter techniques and developed its own design, Model 65. Considering a most suitable configuration for a large helicopter, it was fitted with twin side-by-side rotors mounted at the end of main wings. In 1945, McDonnell proposed the project to Navy and was rewarded contract for construction of one test bed, designated XHJD-1. First flight was made on April 1946. It became the world’s first successful twin-engines, twin rotors helicopter. From 1946 to 1951, XHJD-1 was tested for numerous flying researches peculiar to its twin-rotor configuration. The aircraft never went into production.
POWER PLANT: One Heinkel-Hirth HeS 021 turboprop engine, rated at 2,000 hp, plus 750 kp thrust
PERFORMANCE: 560 mph in 29,500 ft
COMMENT: This Focke-Wulf design was powered by a He S 021 turboprop, located within the fuselage just behind the cockpit. The jet engine was fed by two air intakes located in each wing root. The wing was swept back 31 degrees and was mounted mid-fuselage, and the tail planes were also swept back. A tricycle landing gear arrangement was fitted. Armament was to be a single MK 103 30mm cannon firing through the propeller hub and two MG 213 20mm cannon in the lower forward fuselage. This project never left the drawing board. As far as the appearance of this project is concerned it definitively has influenced the outline of the post-war development McDonnell XF-88 “Voodoo” (Ref.: 16)
POWER PLANT: One Nakajima Ha-45-21 radial engine, rated at 1,990 hp
PERFORMANCE: 385 mph at 21.325 ft
COMMENT: Although the Nakajima Ki-84 Hayate was one of the most successful Japanese aircraft a modified version seemed to be necessary due to the increasingly critical light alloy supply situation as the war progressed. In late 1943 Tachikawa Hikoki K.K. were entrusted by the Ministry of Munitions with the task of designing an all-wood version of the Ki-84. Work on three airframes, designated Ki-106, began in autumn 1944, but various factors delayed the programme and the first of these prototypes was not to be completed and flown until July 1945. The Ki-106 was heavier than the standard Ki-84 what exerted an adverse effect on maneuverability and climb rate, but maximum level speed was virtually unchanged. The end of the war brought the Ki-106 project to a halt. (Ref.: 1., 6.)
POWER PLANT: One Heinkel-Hirth HeS 021 turboprop engine, rated at 2,000 hp plus 750 kp thrust, driving six-blade propeller within a circular wing
PERFORMANCE: 497 mph
COMMENT: The Heinkel “Wespe” (“Wasp”) was designed in late 1944 as a Vertical Take-Off and Landing (VTOL) interceptor. It should be used as a “Punktverteidiger” (Target defense interceptor) to protect factory complexes and military facilities which only had small or no airfields. The idea goes back to early 1939, when Werner von Braun proposed a rocket driven aircraft (Braun fighter) that should vertically take-off from a truck on two guide rails. Although the scheme was discarded as impracticable by the RLM, later during the war the Fieseler Company prepared a series of interceptor design studies under the generic designation Fieseler Fi 166 (a rocket-driven aircraft on the tip of a Aggregat 4 (A4, better known as V2) as booster. Finally, in late spring 1944, the RLM issued a requirement for a small and inexpensive target-defense interceptor that led to the development of the Bachem Ba 349 “Natter”(Colubrid). Other companies followed such as the Heinkel Company with projects like He P.1077 “Julia I” and “Julia II”, or the propeller-driven VTOL-projects “Wespe” (Wasp) and “Lerche II” (“Lark”), or Focke-Wulf with its Fw “Treibflügeljäger” (thrust-wing fighter).
To the Heinkel “Wespe”. The aircraft was designed around a circular wing, with small wing tips protruding beyond the circular wing at the two lower wing support locations. A single Heinkel-Hirth HeS 021 turboprop, rated at 2,000 horsepower plus 750 kp thrust, was fed by an air intake located below the cockpit. The “Wespe” took off and landed on three landing gear, the pilot sat in a normal seated position in the nose under a huge blown canopy, and two MK 108 30mm cannon mounted in blisters on each side of the cockpit were envisioned for the armament. Further development was abandoned due to the approaching war’s end. A more aerodynamic VTOL interceptor project, the Heinkel “Lerche” (Lark) was on the drawing board (Ref. 16, 17).
POWER PLANT:One Pratt & Whitney R-2800-10W Double Wasp radial engine, rated at 2,000 hp
PERFORMANCE: 360 mph at 23,400 ft
COMMENT: Grumman F6F-3N Hellcat night-fighters entered operation during February 1944, with VF(N)-76 aboard the USS CV-8 Hornet. The Hellcat was adapted to carry the Massachusetts Institute of Technology AN/APS-6 radar with the scanning aerial in a radome pod on the starboard wing. During 1944 deliveries began of a new Hellcat version, the F6F-5 Hellcat, with a number of detail refinements and improvements. Logically, a night-fighter version was F6F-5N was developed, retaining the AN/APS-6 radar in a starboard wing pod. Of the 1,434 F6F-5N Hellcat completed during the war many remained in service for a number of years after the war’s end (Ref.: 1).
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5 Hellcat, VF-12, USS CV-15 Randolph and Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5 Hellcat, VF-12, USS CV-15 Randolph and Grumman F6F-5N Hellcat, USS CV-19 Lexington
Grumman F6F-5 Hellcat, VF-12, USS CV-15 Randolph and Grumman F6F-5N Hellcat, USS CV-19 Lexington
Scale 1:72 aircraft models of World War II
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