Knowledge Quiz for Warbird wiz
05-02-2017, 03:55 AM
Senior Member
My Feedback: (3)
Hmmm.... No questions? I'm required to post a new clue at least once a day, so here's a morning clue. And I await a question. Thanks; Ernie P.
Question: What warbird do I describe?
Clues:
1.This aircraft was originally an attempt to redesign and correct the design flaws in an earlier, failed aircraft.
2.It essentially married together the design features of the failed aircraft, with the design features of a remarkably successful aircraft.
3.It also, in turn, influenced the design of a very famous aircraft, although that program was never completed.
4.One of the interesting things is that the aircraft was designed in one country, but built in another.
5.And eventually completed and flown by the second country.
6.It was to have been a high speed, high altitude bomber.
7.But the plane wasn’t completed in time to participate in the war; and was abandoned by the designer country.
8.But there is no question that, had it been completed in time, it would have been almost invulnerable to interception.
9.It was completed and used by the builder country for some years.
10.It was used for high altitude research initially.
11.Then it was used for research into air launched experimental aircraft.
12.This project actually began as a proposal to build a high altitude version of the failed bomber project which served as the “parent” of what later became this aircraft.
13.The idea was to create a high altitude version of a twin engined bomber by adding pressurized crew compartments, reducing the number of crew members and defensive armament and extending and redesigning the wings.
14.This eventually led to a complete redesign, which added two engines.
15.The result was an aircraft which was considerably faster; and which could fly at more than twice the altitude of the parent aircraft.
16.The combination of altitude and speed was such that it was felt the opposing fighter aircraft would be unable to intercept the aircraft.
17.At the same time, a very long range version of the new design was being prepared.
18.Since the offspring of our subject aircraft was also coming into being at the time, this resulted in three different, but very closely related, projects being developed simultaneously.
19.Thus, the decision was made to have this, our subject aircraft, built in a different country; one with considerable experience building aircraft and with a lot of unused capacity in terms of facilities and trained technical staff.
20.The offspring of our subject aircraft was, ironically, itself a twin engined aircraft.
21.Thus the cycle of two engines, four engines, two engines; in the succession of what were three different aircraft designs; versions of each which were intended to fulfill a variety of roles ranging from bomber to long range and high altitude bombers.
22.And, to complete the irony, the offspring aircraft, originally designed as a bomber, was redesigned as a high speed fighter.
23.A night fighter.
24.Our subject aircraft was to have been a high speed, high altitude bomber, but was only flown as an experimental, high altitude research aircraft; which was later used to launch test experimental high speed aircraft.
25.Our subject aircraft was first envisioned in 1938.
26.And first flew in 1945.
27.Had any of the three parallel development aircraft become operationally ready a bit earlier; they would be household names today.
28.The second aircraft was first flown in 1947.
29.And those two were the only ones ever built.
30.Empty, they were to have weighed over 45,000 pounds.
31.Fully loaded and armed, they were to have weighed over 80,000 pounds.
32.Maximum speed was to have been over 350 MPH.
33.At over 35,000 feet.
34.This aircraft was designed by a major designer and manufacturer of aircraft; one easily recognized.
35.The eventual completion and flight use was also done by an easily recognizable aircraft manufacturing entity.
36.And, it was actually being built, prior to its abandonment by the designers, by yet another well-known and easily recognizable aircraft manufacturing entity.
37.The designer company was also working on a small handful of prototypes at its headquarters plant in the owning country; but those were never completed.
38.The company which ultimately completed the two known prototypes actually utilized the facilities of the company in (36).
39.That company, the one which was originally building the two prototypes, was by then largely defunct; although they managed to survive, to some degree, until the mid-1950’s.
40.That company, over its lifetime, had designed and/or built more than 200 different types of aircraft.
41.And its name was that of a famous aviation pioneer.
42.The subject aircraft itself had a wingspan of nearly 150 feet.
43.In wartime use, it was to have had a crew of four.
44.It could fly more than 2,000 miles.
45.It was to have carried a bombload in excess of 8,000 pounds.
46.The bombload was carried internally.
47.It had two separate pressurized crew compartments.
48.In its design the capacity for inflight refueling was under consideration.
49.And it could fly at over 45,000 feet.
Question: What warbird do I describe?
Clues:
1.This aircraft was originally an attempt to redesign and correct the design flaws in an earlier, failed aircraft.
2.It essentially married together the design features of the failed aircraft, with the design features of a remarkably successful aircraft.
3.It also, in turn, influenced the design of a very famous aircraft, although that program was never completed.
4.One of the interesting things is that the aircraft was designed in one country, but built in another.
5.And eventually completed and flown by the second country.
6.It was to have been a high speed, high altitude bomber.
7.But the plane wasn’t completed in time to participate in the war; and was abandoned by the designer country.
8.But there is no question that, had it been completed in time, it would have been almost invulnerable to interception.
9.It was completed and used by the builder country for some years.
10.It was used for high altitude research initially.
11.Then it was used for research into air launched experimental aircraft.
12.This project actually began as a proposal to build a high altitude version of the failed bomber project which served as the “parent” of what later became this aircraft.
13.The idea was to create a high altitude version of a twin engined bomber by adding pressurized crew compartments, reducing the number of crew members and defensive armament and extending and redesigning the wings.
14.This eventually led to a complete redesign, which added two engines.
15.The result was an aircraft which was considerably faster; and which could fly at more than twice the altitude of the parent aircraft.
16.The combination of altitude and speed was such that it was felt the opposing fighter aircraft would be unable to intercept the aircraft.
17.At the same time, a very long range version of the new design was being prepared.
18.Since the offspring of our subject aircraft was also coming into being at the time, this resulted in three different, but very closely related, projects being developed simultaneously.
19.Thus, the decision was made to have this, our subject aircraft, built in a different country; one with considerable experience building aircraft and with a lot of unused capacity in terms of facilities and trained technical staff.
20.The offspring of our subject aircraft was, ironically, itself a twin engined aircraft.
21.Thus the cycle of two engines, four engines, two engines; in the succession of what were three different aircraft designs; versions of each which were intended to fulfill a variety of roles ranging from bomber to long range and high altitude bombers.
22.And, to complete the irony, the offspring aircraft, originally designed as a bomber, was redesigned as a high speed fighter.
23.A night fighter.
24.Our subject aircraft was to have been a high speed, high altitude bomber, but was only flown as an experimental, high altitude research aircraft; which was later used to launch test experimental high speed aircraft.
25.Our subject aircraft was first envisioned in 1938.
26.And first flew in 1945.
27.Had any of the three parallel development aircraft become operationally ready a bit earlier; they would be household names today.
28.The second aircraft was first flown in 1947.
29.And those two were the only ones ever built.
30.Empty, they were to have weighed over 45,000 pounds.
31.Fully loaded and armed, they were to have weighed over 80,000 pounds.
32.Maximum speed was to have been over 350 MPH.
33.At over 35,000 feet.
34.This aircraft was designed by a major designer and manufacturer of aircraft; one easily recognized.
35.The eventual completion and flight use was also done by an easily recognizable aircraft manufacturing entity.
36.And, it was actually being built, prior to its abandonment by the designers, by yet another well-known and easily recognizable aircraft manufacturing entity.
37.The designer company was also working on a small handful of prototypes at its headquarters plant in the owning country; but those were never completed.
38.The company which ultimately completed the two known prototypes actually utilized the facilities of the company in (36).
39.That company, the one which was originally building the two prototypes, was by then largely defunct; although they managed to survive, to some degree, until the mid-1950’s.
40.That company, over its lifetime, had designed and/or built more than 200 different types of aircraft.
41.And its name was that of a famous aviation pioneer.
42.The subject aircraft itself had a wingspan of nearly 150 feet.
43.In wartime use, it was to have had a crew of four.
44.It could fly more than 2,000 miles.
45.It was to have carried a bombload in excess of 8,000 pounds.
46.The bombload was carried internally.
47.It had two separate pressurized crew compartments.
48.In its design the capacity for inflight refueling was under consideration.
49.And it could fly at over 45,000 feet.
Last edited by Ernie P.; 05-02-2017 at 03:58 AM.
05-02-2017, 11:14 AM
Senior Member
My Feedback: (3)
Question: What warbird do I describe?
Clues:
1.This aircraft was originally an attempt to redesign and correct the design flaws in an earlier, failed aircraft.
2.It essentially married together the design features of the failed aircraft, with the design features of a remarkably successful aircraft.
3.It also, in turn, influenced the design of a very famous aircraft, although that program was never completed.
4.One of the interesting things is that the aircraft was designed in one country, but built in another.
5.And eventually completed and flown by the second country.
6.It was to have been a high speed, high altitude bomber.
7.But the plane wasn’t completed in time to participate in the war; and was abandoned by the designer country.
8.But there is no question that, had it been completed in time, it would have been almost invulnerable to interception.
9.It was completed and used by the builder country for some years.
10.It was used for high altitude research initially.
11.Then it was used for research into air launched experimental aircraft.
12.This project actually began as a proposal to build a high altitude version of the failed bomber project which served as the “parent” of what later became this aircraft.
13.The idea was to create a high altitude version of a twin engined bomber by adding pressurized crew compartments, reducing the number of crew members and defensive armament and extending and redesigning the wings.
14.This eventually led to a complete redesign, which added two engines.
15.The result was an aircraft which was considerably faster; and which could fly at more than twice the altitude of the parent aircraft.
16.The combination of altitude and speed was such that it was felt the opposing fighter aircraft would be unable to intercept the aircraft.
17.At the same time, a very long range version of the new design was being prepared.
18.Since the offspring of our subject aircraft was also coming into being at the time, this resulted in three different, but very closely related, projects being developed simultaneously.
19.Thus, the decision was made to have this, our subject aircraft, built in a different country; one with considerable experience building aircraft and with a lot of unused capacity in terms of facilities and trained technical staff.
20.The offspring of our subject aircraft was, ironically, itself a twin engined aircraft.
21.Thus the cycle of two engines, four engines, two engines; in the succession of what were three different aircraft designs; versions of each which were intended to fulfill a variety of roles ranging from bomber to long range and high altitude bombers.
22.And, to complete the irony, the offspring aircraft, originally designed as a bomber, was redesigned as a high speed fighter.
23.A night fighter.
24.Our subject aircraft was to have been a high speed, high altitude bomber, but was only flown as an experimental, high altitude research aircraft; which was later used to launch test experimental high speed aircraft.
25.Our subject aircraft was first envisioned in 1938.
26.And first flew in 1945.
27.Had any of the three parallel development aircraft become operationally ready a bit earlier; they would be household names today. 2
8.The second aircraft was first flown in 1947.
29.And those two were the only ones ever built.
30.Empty, they were to have weighed over 45,000 pounds. 31.Fully loaded and armed, they were to have weighed over 80,000 pounds.
32.Maximum speed was to have been over 350 MPH.
33.At over 35,000 feet.
34.This aircraft was designed by a major designer and manufacturer of aircraft; one easily recognized.
35.The eventual completion and flight use was also done by an easily recognizable aircraft manufacturing entity.
36.And, it was actually being built, prior to its abandonment by the designers, by yet another well-known and easily recognizable aircraft manufacturing entity.
37.The designer company was also working on a small handful of prototypes at its headquarters plant in the owning country; but those were never completed.
38.The company which ultimately completed the two known prototypes actually utilized the facilities of the company in (36).
39.That company, the one which was originally building the two prototypes, was by then largely defunct; although they managed to survive, to some degree, until the mid-1950’s.
40.That company, over its lifetime, had designed and/or built more than 200 different types of aircraft.
41.And its name was that of a famous aviation pioneer.
42.The subject aircraft itself had a wingspan of nearly 150 feet.
43.In wartime use, it was to have had a crew of four.
44.It could fly more than 2,000 miles.
45.It was to have carried a bombload in excess of 8,000 pounds.
46.The bombload was carried internally.
47.It had two separate pressurized crew compartments.
48.In its design the capacity for inflight refueling was under consideration.
49.And it could fly at over 45,000 feet.
50.It could climb at over 750 Ft/Min.
Last edited by Ernie P.; 05-02-2017 at 11:18 AM.
05-02-2017, 08:11 PM
PT, the TU-4 was a reverse-engineered B-29 and not a German design, as revealed in the answer to your question in post 14231. So at this point, we know:
1) The plane was a German design, but not a Messerschmitt
2) It was capable of 350 mph
3) It could reach 45,000 ft
4) It was a bomber that could also be a fighter
5) It had two pressurized crew areas
6) It was built in both twin and quad engine configuration
7) The first flew in 1945, the second in 1947
8) It weighed in at 45,000 lbs
9) It had a crew of 4
10) It had a range of 2000+ miles
11) It was not built by the Russians, Japanese or Americans
12) It had a 150 ft wingspan
13) It could carry 8,000 lbs of bombs internally
1) The plane was a German design, but not a Messerschmitt
2) It was capable of 350 mph
3) It could reach 45,000 ft
4) It was a bomber that could also be a fighter
5) It had two pressurized crew areas
6) It was built in both twin and quad engine configuration
7) The first flew in 1945, the second in 1947
8) It weighed in at 45,000 lbs
9) It had a crew of 4
10) It had a range of 2000+ miles
11) It was not built by the Russians, Japanese or Americans
12) It had a 150 ft wingspan
13) It could carry 8,000 lbs of bombs internally
05-02-2017, 08:22 PM
Senior Member
My Feedback: (3)
Ding, ding, ding! Ladies and gentlemen, we have a WINNAHHHH. The He 274 it is, Sir. Congratulations and you are now up, Sir. Please tell the screaming fans how you managed to figure that one out. Thanks; Ernie P.
Gentlemen; you might benefit from asking “why” in reference to clues (4), (5) and (19). Thanks; Ernie P.
Question: What warbird do I describe?
Clues:1.This aircraft was originally an attempt to redesign and correct the design flaws in an earlier, failed aircraft. 2.It essentially married together the design features of the failed aircraft, with the design features of a remarkably successful aircraft. 3.It also, in turn, influenced the design of a very famous aircraft, although that program was never completed. 4.One of the interesting things is that the aircraft was designed in one country, but built in another. 5.And eventually completed and flown by the second country. 6.It was to have been a high speed, high altitude bomber. 7.But the plane wasn’t completed in time to participate in the war; and was abandoned by the designer country. 8.But there is no question that, had it been completed in time, it would have been almost invulnerable to interception. 9.It was completed and used by the builder country for some years. 10.It was used for high altitude research initially. 11.Then it was used for research into air launched experimental aircraft. 12.This project actually began as a proposal to build a high altitude version of the failed bomber project which served as the “parent” of what later became this aircraft.
13.The idea was to create a high altitude version of a twin engined bomber by adding pressurized crew compartments, reducing the number of crew members and defensive armament and extending and redesigning the wings. 14.This eventually led to a complete redesign, which added two engines.
15.The result was an aircraft which was considerably faster; and which could fly at more than twice the altitude of the parent aircraft. 16.The combination of altitude and speed was such that it was felt the opposing fighter aircraft would be unable to intercept the aircraft.
17.At the same time, a very long range version of the new design was being prepared. 18.Since the offspring of our subject aircraft was also coming into being at the time, this resulted in three different, but very closely related, projects being developed simultaneously.
19.Thus, the decision was made to have this, our subject aircraft, built in a different country; one with considerable experience building aircraft and with a lot of unused capacity in terms of facilities and trained technical staff. 20.The offspring of our subject aircraft was, ironically, itself a twin engined aircraft.
21.Thus the cycle of two engines, four engines, two engines; in the succession of what were three different aircraft designs; versions of each which were intended to fulfill a variety of roles ranging from bomber to long range and high altitude bombers. 22.And, to complete the irony, the offspring aircraft, originally designed as a bomber, was redesigned as a high speed fighter.
23.A night fighter.
24.Our subject aircraft was to have been a high speed, high altitude bomber, but was only flown as an experimental, high altitude research aircraft; which was later used to launch test experimental high speed aircraft. 25.Our subject aircraft was first envisioned in 1938.
26.And first flew in 1945.
27.Had any of the three parallel development aircraft become operationally ready a bit earlier; they would be household names today. 28.The second aircraft was first flown in 1947. 29.And those two were the only ones ever built. 30.Empty, they were to have weighed over 45,000 pounds. 31.Fully loaded and armed, they were to have weighed over 80,000 pounds. 32.Maximum speed was to have been over 350 MPH.
33.At over 35,000 feet.
34.This aircraft was designed by a major designer and manufacturer of aircraft; one easily recognized. 35.The eventual completion and flight use was also done by an easily recognizable aircraft manufacturing entity. 36.And, it was actually being built, prior to its abandonment by the designers, by yet another well-known and easily recognizable aircraft manufacturing entity. 37.The designer company was also working on a small handful of prototypes at its headquarters plant in the owning country; but those were never completed. 38.The company which ultimately completed the two known prototypes actually utilized the facilities of the company in (36). 39.That company, the one which was originally building the two prototypes, was by then largely defunct; although they managed to survive, to some degree, until the mid-1950’s. 40.That company, over its lifetime, had designed and/or built more than 200 different types of aircraft. 41.And its name was that of a famous aviation pioneer. 42.The subject aircraft itself had a wingspan of nearly 150 feet. 43.In wartime use, it was to have had a crew of four.
44.It could fly more than 2,000 miles.
45.It was to have carried a bombload in excess of 8,000 pounds.
46.The bombload was carried internally.
47.It had two separate pressurized crew compartments.
48.In its design the capacity for inflight refueling was under consideration.
49.And it could fly at over 45,000 feet.
50.It could climb at over 750 Ft/Min.
51.Defensive armament was to include a couple of remote control turrets.
Answer: The Heinkel He 274
Used: He 219 Owl (DB 603 powerplants)
Influenced: He 277 (Amerika Bomber)
Influenced: He 219 Owl (Twin rudders)
Influenced by: He 177H (Used airframe)
Gentlemen; you might benefit from asking “why” in reference to clues (4), (5) and (19). Thanks; Ernie P.
Question: What warbird do I describe?
Clues:1.This aircraft was originally an attempt to redesign and correct the design flaws in an earlier, failed aircraft. 2.It essentially married together the design features of the failed aircraft, with the design features of a remarkably successful aircraft. 3.It also, in turn, influenced the design of a very famous aircraft, although that program was never completed. 4.One of the interesting things is that the aircraft was designed in one country, but built in another. 5.And eventually completed and flown by the second country. 6.It was to have been a high speed, high altitude bomber. 7.But the plane wasn’t completed in time to participate in the war; and was abandoned by the designer country. 8.But there is no question that, had it been completed in time, it would have been almost invulnerable to interception. 9.It was completed and used by the builder country for some years. 10.It was used for high altitude research initially. 11.Then it was used for research into air launched experimental aircraft. 12.This project actually began as a proposal to build a high altitude version of the failed bomber project which served as the “parent” of what later became this aircraft.
13.The idea was to create a high altitude version of a twin engined bomber by adding pressurized crew compartments, reducing the number of crew members and defensive armament and extending and redesigning the wings. 14.This eventually led to a complete redesign, which added two engines.
15.The result was an aircraft which was considerably faster; and which could fly at more than twice the altitude of the parent aircraft. 16.The combination of altitude and speed was such that it was felt the opposing fighter aircraft would be unable to intercept the aircraft.
17.At the same time, a very long range version of the new design was being prepared. 18.Since the offspring of our subject aircraft was also coming into being at the time, this resulted in three different, but very closely related, projects being developed simultaneously.
19.Thus, the decision was made to have this, our subject aircraft, built in a different country; one with considerable experience building aircraft and with a lot of unused capacity in terms of facilities and trained technical staff. 20.The offspring of our subject aircraft was, ironically, itself a twin engined aircraft.
21.Thus the cycle of two engines, four engines, two engines; in the succession of what were three different aircraft designs; versions of each which were intended to fulfill a variety of roles ranging from bomber to long range and high altitude bombers. 22.And, to complete the irony, the offspring aircraft, originally designed as a bomber, was redesigned as a high speed fighter.
23.A night fighter.
24.Our subject aircraft was to have been a high speed, high altitude bomber, but was only flown as an experimental, high altitude research aircraft; which was later used to launch test experimental high speed aircraft. 25.Our subject aircraft was first envisioned in 1938.
26.And first flew in 1945.
27.Had any of the three parallel development aircraft become operationally ready a bit earlier; they would be household names today. 28.The second aircraft was first flown in 1947. 29.And those two were the only ones ever built. 30.Empty, they were to have weighed over 45,000 pounds. 31.Fully loaded and armed, they were to have weighed over 80,000 pounds. 32.Maximum speed was to have been over 350 MPH.
33.At over 35,000 feet.
34.This aircraft was designed by a major designer and manufacturer of aircraft; one easily recognized. 35.The eventual completion and flight use was also done by an easily recognizable aircraft manufacturing entity. 36.And, it was actually being built, prior to its abandonment by the designers, by yet another well-known and easily recognizable aircraft manufacturing entity. 37.The designer company was also working on a small handful of prototypes at its headquarters plant in the owning country; but those were never completed. 38.The company which ultimately completed the two known prototypes actually utilized the facilities of the company in (36). 39.That company, the one which was originally building the two prototypes, was by then largely defunct; although they managed to survive, to some degree, until the mid-1950’s. 40.That company, over its lifetime, had designed and/or built more than 200 different types of aircraft. 41.And its name was that of a famous aviation pioneer. 42.The subject aircraft itself had a wingspan of nearly 150 feet. 43.In wartime use, it was to have had a crew of four.
44.It could fly more than 2,000 miles.
45.It was to have carried a bombload in excess of 8,000 pounds.
46.The bombload was carried internally.
47.It had two separate pressurized crew compartments.
48.In its design the capacity for inflight refueling was under consideration.
49.And it could fly at over 45,000 feet.
50.It could climb at over 750 Ft/Min.
51.Defensive armament was to include a couple of remote control turrets.
Answer: The Heinkel He 274
Used: He 219 Owl (DB 603 powerplants)
Influenced: He 277 (Amerika Bomber)
Influenced: He 219 Owl (Twin rudders)
Influenced by: He 177H (Used airframe)
05-02-2017, 08:27 PM
Senior Member
My Feedback: (3)
And let me remind you all that I said clue 19 was a giveaway. How could any country, other than an occupied country such as France, have a large and largely idle aircraft building capacity in the midst of WWII? Plus, the two prototypes were actually abandoned as the Germans pulled out of France after D-Day. Thanks; Ernie P.
The Heinkel He 274 was a Germanheavy bomber design developed during World War II, purpose-designed for high-altitude bombing with pressurized crew accommodation.Due to the Allied advance through North-west Europe, the prototypes were abandoned at the French factory where they were being built. They were completed after the war by the French and used for high-altitude research.On 17 November 1938, the owner of the Heinkel aviation firm, Ernst Heinkel, requested permission from the RLM that two of the requested eight prototype airframes for the nascent He 177 heavy bomber project, specifically the V3 and V4 airframes, be set aside for a trial installation of four separate Junkers Jumo 211 powerplants. Heinkel had foreseen that an individually engined version of his bomber would someday be preferred, quite unlike the requested fitment of the coupled pairs of Daimler-Benz DB 601 inverted V12 engines, each known as a DB 606 — weighing some 1.5 tonnes apiece — which ended up being fitted to all of the eight He 177 V-series prototypes at the request of the RLM, and the Luftwaffe High Command, with the concerned government agencies citing the desire for a dive-bombing capability to be present even with a heavy-bomber-sized offensive warplane, something Ernst Heinkel vehemently disagreed with.By April 1939, interest in developing a high-altitude version of the He 177 had arisen, and on April 27, 1939, the first proposal for such an aircraft was presented to Heinkel by his firm's engineering staff.
The aircraft was intended to have a reduced crew manifest of three people, with a fully pressurized nose compartment for the pilot and bombardier/forward gunner, and separate pressurized tail gun emplacement. The result, in December 1940, was the specification for the He 177A-2 high altitude bomber design, with a four-person crew manifest (pilot, bombardier, forward gunner and tail gunner) in the two specified pressurized compartments, and powered by the regular A-series pair of DB 606 coupled engines. The defensive armament had been reduced to a trio of Ferngesteuert-Lafette FL 81Z remote gun turrets, each with a twin-barrel MG 81 armament installation each in an upper nose mount, forward dorsal and (as part of the Bola casemate-style gondola under the nose) forward ventral location each, and a single MG 131 machine gun in an He 177A-1-style, pressurized manned flexible tailgun emplacement. The A-2 version had even been considered for a pioneering in-flight refueling capability, possibly using Ju 290 maritime patrol aircraft as the tankers - with such capability, the range of the A-2 would have been extendable to some 9,500 km (5,900 mi) of total flight distance. The Heinkel firm had been working on practical cockpit pressurization methods and hardware for both the A-2, and slightly later A-4 versions (identical to the A-2, except for the fitting of a pair of the later DB 610 coupled engine "power systems") from 1940 through the late summer of 1941, when the DB 610-powered A-4's pressurized cockpit in provisional form, almost identical in external appearance to the standard "Cabin 3" He 177A-series production cockpit, was ready for tests and development.By October 1941, a more developed "He 177H" specification for a high-altitude Heinkel-designed heavy bomber had emerged from the proposed A-2 and A-4 coupled-engine designs, with the intent of carrying a 2,000 kg (4,410 lb) bombload over a maximum range of some 3,000 km (1,895 mi), and accepted by the RLM for the first time since the rejection of Dr. Heinkel's initial November 1938 request for two of the early He 177 V-series prototype airframes to get them, an individual four-engine installation was being considered for any He 177-based bomber airframe, with a quartet of either BMW 801 or DB 603unitized-installation engines — the DB 603 powerplants being unitized in a Heinkel factory-specific design also used for the He 219 — among the choices of powerplants being specified, with the same sort of reduced-armament defensive weapon format as the A-2 and A-4 were intended to have.In conjunction with his request for help from then-GeneralmajorEccard Freiherr von Gablenz in May 1942 concerning the suitability of aircraft for the Amerika Bomber contract competition as that proposal first appeared, GeneralfeldmarschallErhard Milch also received von Gablenz's opinion on both the He 177 and its He 274 development, with von Gablenz stating that neither of the then-existing Heinkel "heavy bomber" designs had anywhere near the range to conduct a mission approaching the demands of the new contract. A pair of the early He 177A-0 pre-production prototypes were redesignated the He 177 V10 and V11 for the purposes of high-altitude trials, and were to be the first to test the A-4 pattern pressurized cockpit design at altitude, but only the V11 was actively used for the needed research, and managed to achieve an altitude of 9,200 m (30,200 ft) with complete success on August 9, 1943, with further tests continuing through October of that year, before both the V10 and V11 were grounded in April 1944. In February 1943, the same month during which the RLM's first mention of any official status for design work on an entirely separate, Heinkel He 277-named heavy bomber design to be paid to Heinkel's engineering shops by them, and becoming the Heinkel firm's Amerika Bomber contract contender, any further work on the coupled-engined He 177A-2 and A-4 designs was halted by order of the RLM. The four-engined He 177H high-altitude design proposal had gained in importance from that time, evidenced by ReichsmarschallHermann Göring's derisive "welded-together engines" complaints in August 1942, regarding the He 177 A-series unending engine problems from the choice of the 1.5 tonne-weight apiece DB 606 and 610 "power systems" for the A-series operational aircraft.
This resulted in a trio of parallel programs under simultaneous development by the Heinkel engineering shops for four-engined heavy bomber designs, from the February 1943 date through to April 20, 1944. DevelopmentThe first proposal for what would become the He 274 started with six airframe orders for what had been known as the He 177H, which were requested from Heinkel as early as mid-October 1941, all to have four individual engines, and intended to use what were essentially production He 177A-3 fuselages — the main production version that had been lengthened by 160 cm aft of the wing's trailing edge for better in-flight stability and also used for the A-5 subtype — mated to longer-wingspan, four-engined wings. These proposed aircraft were shortly thereafter officially given the airframe project number 8-274 by the RLM, and due to the heavily preoccupied Heinkel factory design offices and aircraft manufacturing facilities, this new "He 274" high-altitude bomber was to have its prototypes built in France by the Societe des Usines Farman (Farman Brothers) in Suresnes.Two He 274 prototypes were ordered built in France by the Farman Brothers and four pre-production prototypes by the Heinkel's Heinkel-Nord headquarters at its Rostock-Marienehe (today's Rostock-Schmarl) facility. Farman at Suresnes, began their prototype development.Work on the requested half-dozen He 274 prototype airframes was leveraged off Heinkel aircraft production at AIA Breuget, Toulouse where French factories produced Heinkel components and Junkers aero engines. French production facilities at Toulouse for Heinkel aircraft were severely damaged by Royal Air Force(RAF) air raids on the night of 5/6 March 1944 and again by the US Eighth Air Force on 25 June 1944. This frustrated completion of the French prototypes as the design work in Germany and Austria had been ongoing from as early as February 1943, on what had emerged as the Heinkel-designed entry in the trans-Atlantic range Amerika Bomber strategic heavy bomber design competition, the Heinkel He 277, had been progressing at the Heinkel-Sud facility in Vienna, which had been cancelled by the German Air Ministry back in April 1944.
The general arrangement "Typenblatt" drawings for the never-completed He 277, with a heavy design influence for the fuselage's geometry from the smaller Heinkel He 219 night fighter, however show that it had also adopted many features from the He 274, especially its twin tail empennage design. CharacteristicsMajor differences between the He 274 and the He 177 A were abandonment of the twin coupled "power system" engine arrangement in favor of four independent DB 603A-2 fully unitized engines, cooled by annular radiators nearly identical in appearance to those on the similarly-powered Heinkel He 219 night fighter as an integral part of each "unitized" engine's installation, an extended rear fuselage with a pressurizeddouble glazedcockpit of nearly identical external appearance to the 177A's standard "Cabin 3" nose, longer wingspan, a twin tail finempennage and a more conventional set of twin-wheel main undercarriage, abandoning the cumbersome four-strut main gear system of the He 177A.The He 274 also featured a pressurized compartment for a crew of four, this employing double walls of heavy-gauge alloy, hollow sandwich-type glazing and inflatable rubber seals, a pressure equivalent to that at 2,500 m (8,200 ft) being maintained at high altitude. Largely unnecessary defensive armament was restricted to a single forward-firing 13 mm (.51 in) caliber MG 131 machine gun and remotely controlled dorsal and ventralFernbedienbare Drehlafette FDL 131Z gun turrets each containing a pair of MG 131s and with the dorsal turret operated from a slightly offset Plexiglas domed sighting station in the roof of the flight deck as most A-series He 177s were, with the ventral unit aimed from the rear of the ventral Bola gondola. The powerplants selected were the same type of Daimler-Benz DB 603A Kraftei "power-egg" unitized engine installations, complete with their He 219-style annular radiators that were placed on the wings of the quartet of ordered He 177B prototypes, but for the He 274's use, added DVL-designed TK 11 turbochargers, one per engine, for better power output at high altitude.The significance of this design is that had this aircraft entered production and been used in operations over England it would have been impossible for Allied fighters to intercept over the target, owing to its extreme high altitude performance. Abandoned prototypesConstruction of the two prototypes, the He 274 V1 and V2 did not commence until 1943.
They were to have been built in France by SAUF at Suresnes, France, but the prototypes were not completed in time. The He 274 V1 was being readied for flight testing at Suresnes in July 1944 when the approach of Allied forces necessitated the evacuation of Heinkel personnel working on the project. Minor difficulties had delayed the flight testing and transfer of the aircraft to Germany, and orders were therefore given to destroy the virtually completed prototype. Only minor damage was actually done to the airframe of the He 274 V1, and repairs were begun after the Allied occupation.The He 274 V1 was repaired by Ateliers Aéronautiques de Suresnes (AAS) and used by the Armée de l'Air (French Air Force) for several years as a high-altitude research plane. It was renamed the AAS 01A. The He 274 V2 was eventually completed as the AAS 01B, completed with the alternate choice of Heinkel-Hirth 2291 turbochargers, in place of the TK 11 units used by the He 274 V1's engines.Eventually the V2 flew exactly two years (on December 27, 1947) after the AAS 01A. By this time, the AAS organization had been absorbed into the French SNCASO (Société nationale des constructions aéronautiques du sud-ouest, or commonly, Sud-Ouest) aviation conglomerate.[14] Both of the AAS 01 completed and airworthy versions of the He 274 were eventually broken up in late 1953, after serving as "mother ships" for aerial launching, in the manner of a composite or parasite aircraft, of a number of early French advanced jet and rocket test aircraft like the unpowered Sud-Ouest SO.4000 M.1, almost always launched from [ATTACH]2212942[/IMG]. The Leduc 0.10 and Leduc 0.16 also each had their first aerial tests from atop the pair of surviving He 274 prototypes. The slightly less powerful, French designed four-engined SNCASE SE.161 Languedoc airliner design took over this "mother ship" role later in the 1950s, for further air launch duties with French high-speed aerodynamic research prototypes. OperatorsSpecifications (He 274 V1)
General characteristics
The Heinkel He 274 was a Germanheavy bomber design developed during World War II, purpose-designed for high-altitude bombing with pressurized crew accommodation.Due to the Allied advance through North-west Europe, the prototypes were abandoned at the French factory where they were being built. They were completed after the war by the French and used for high-altitude research.On 17 November 1938, the owner of the Heinkel aviation firm, Ernst Heinkel, requested permission from the RLM that two of the requested eight prototype airframes for the nascent He 177 heavy bomber project, specifically the V3 and V4 airframes, be set aside for a trial installation of four separate Junkers Jumo 211 powerplants. Heinkel had foreseen that an individually engined version of his bomber would someday be preferred, quite unlike the requested fitment of the coupled pairs of Daimler-Benz DB 601 inverted V12 engines, each known as a DB 606 — weighing some 1.5 tonnes apiece — which ended up being fitted to all of the eight He 177 V-series prototypes at the request of the RLM, and the Luftwaffe High Command, with the concerned government agencies citing the desire for a dive-bombing capability to be present even with a heavy-bomber-sized offensive warplane, something Ernst Heinkel vehemently disagreed with.By April 1939, interest in developing a high-altitude version of the He 177 had arisen, and on April 27, 1939, the first proposal for such an aircraft was presented to Heinkel by his firm's engineering staff.
The aircraft was intended to have a reduced crew manifest of three people, with a fully pressurized nose compartment for the pilot and bombardier/forward gunner, and separate pressurized tail gun emplacement. The result, in December 1940, was the specification for the He 177A-2 high altitude bomber design, with a four-person crew manifest (pilot, bombardier, forward gunner and tail gunner) in the two specified pressurized compartments, and powered by the regular A-series pair of DB 606 coupled engines. The defensive armament had been reduced to a trio of Ferngesteuert-Lafette FL 81Z remote gun turrets, each with a twin-barrel MG 81 armament installation each in an upper nose mount, forward dorsal and (as part of the Bola casemate-style gondola under the nose) forward ventral location each, and a single MG 131 machine gun in an He 177A-1-style, pressurized manned flexible tailgun emplacement. The A-2 version had even been considered for a pioneering in-flight refueling capability, possibly using Ju 290 maritime patrol aircraft as the tankers - with such capability, the range of the A-2 would have been extendable to some 9,500 km (5,900 mi) of total flight distance. The Heinkel firm had been working on practical cockpit pressurization methods and hardware for both the A-2, and slightly later A-4 versions (identical to the A-2, except for the fitting of a pair of the later DB 610 coupled engine "power systems") from 1940 through the late summer of 1941, when the DB 610-powered A-4's pressurized cockpit in provisional form, almost identical in external appearance to the standard "Cabin 3" He 177A-series production cockpit, was ready for tests and development.By October 1941, a more developed "He 177H" specification for a high-altitude Heinkel-designed heavy bomber had emerged from the proposed A-2 and A-4 coupled-engine designs, with the intent of carrying a 2,000 kg (4,410 lb) bombload over a maximum range of some 3,000 km (1,895 mi), and accepted by the RLM for the first time since the rejection of Dr. Heinkel's initial November 1938 request for two of the early He 177 V-series prototype airframes to get them, an individual four-engine installation was being considered for any He 177-based bomber airframe, with a quartet of either BMW 801 or DB 603unitized-installation engines — the DB 603 powerplants being unitized in a Heinkel factory-specific design also used for the He 219 — among the choices of powerplants being specified, with the same sort of reduced-armament defensive weapon format as the A-2 and A-4 were intended to have.In conjunction with his request for help from then-GeneralmajorEccard Freiherr von Gablenz in May 1942 concerning the suitability of aircraft for the Amerika Bomber contract competition as that proposal first appeared, GeneralfeldmarschallErhard Milch also received von Gablenz's opinion on both the He 177 and its He 274 development, with von Gablenz stating that neither of the then-existing Heinkel "heavy bomber" designs had anywhere near the range to conduct a mission approaching the demands of the new contract. A pair of the early He 177A-0 pre-production prototypes were redesignated the He 177 V10 and V11 for the purposes of high-altitude trials, and were to be the first to test the A-4 pattern pressurized cockpit design at altitude, but only the V11 was actively used for the needed research, and managed to achieve an altitude of 9,200 m (30,200 ft) with complete success on August 9, 1943, with further tests continuing through October of that year, before both the V10 and V11 were grounded in April 1944. In February 1943, the same month during which the RLM's first mention of any official status for design work on an entirely separate, Heinkel He 277-named heavy bomber design to be paid to Heinkel's engineering shops by them, and becoming the Heinkel firm's Amerika Bomber contract contender, any further work on the coupled-engined He 177A-2 and A-4 designs was halted by order of the RLM. The four-engined He 177H high-altitude design proposal had gained in importance from that time, evidenced by ReichsmarschallHermann Göring's derisive "welded-together engines" complaints in August 1942, regarding the He 177 A-series unending engine problems from the choice of the 1.5 tonne-weight apiece DB 606 and 610 "power systems" for the A-series operational aircraft.
This resulted in a trio of parallel programs under simultaneous development by the Heinkel engineering shops for four-engined heavy bomber designs, from the February 1943 date through to April 20, 1944. DevelopmentThe first proposal for what would become the He 274 started with six airframe orders for what had been known as the He 177H, which were requested from Heinkel as early as mid-October 1941, all to have four individual engines, and intended to use what were essentially production He 177A-3 fuselages — the main production version that had been lengthened by 160 cm aft of the wing's trailing edge for better in-flight stability and also used for the A-5 subtype — mated to longer-wingspan, four-engined wings. These proposed aircraft were shortly thereafter officially given the airframe project number 8-274 by the RLM, and due to the heavily preoccupied Heinkel factory design offices and aircraft manufacturing facilities, this new "He 274" high-altitude bomber was to have its prototypes built in France by the Societe des Usines Farman (Farman Brothers) in Suresnes.Two He 274 prototypes were ordered built in France by the Farman Brothers and four pre-production prototypes by the Heinkel's Heinkel-Nord headquarters at its Rostock-Marienehe (today's Rostock-Schmarl) facility. Farman at Suresnes, began their prototype development.Work on the requested half-dozen He 274 prototype airframes was leveraged off Heinkel aircraft production at AIA Breuget, Toulouse where French factories produced Heinkel components and Junkers aero engines. French production facilities at Toulouse for Heinkel aircraft were severely damaged by Royal Air Force(RAF) air raids on the night of 5/6 March 1944 and again by the US Eighth Air Force on 25 June 1944. This frustrated completion of the French prototypes as the design work in Germany and Austria had been ongoing from as early as February 1943, on what had emerged as the Heinkel-designed entry in the trans-Atlantic range Amerika Bomber strategic heavy bomber design competition, the Heinkel He 277, had been progressing at the Heinkel-Sud facility in Vienna, which had been cancelled by the German Air Ministry back in April 1944.
The general arrangement "Typenblatt" drawings for the never-completed He 277, with a heavy design influence for the fuselage's geometry from the smaller Heinkel He 219 night fighter, however show that it had also adopted many features from the He 274, especially its twin tail empennage design. CharacteristicsMajor differences between the He 274 and the He 177 A were abandonment of the twin coupled "power system" engine arrangement in favor of four independent DB 603A-2 fully unitized engines, cooled by annular radiators nearly identical in appearance to those on the similarly-powered Heinkel He 219 night fighter as an integral part of each "unitized" engine's installation, an extended rear fuselage with a pressurizeddouble glazedcockpit of nearly identical external appearance to the 177A's standard "Cabin 3" nose, longer wingspan, a twin tail finempennage and a more conventional set of twin-wheel main undercarriage, abandoning the cumbersome four-strut main gear system of the He 177A.The He 274 also featured a pressurized compartment for a crew of four, this employing double walls of heavy-gauge alloy, hollow sandwich-type glazing and inflatable rubber seals, a pressure equivalent to that at 2,500 m (8,200 ft) being maintained at high altitude. Largely unnecessary defensive armament was restricted to a single forward-firing 13 mm (.51 in) caliber MG 131 machine gun and remotely controlled dorsal and ventralFernbedienbare Drehlafette FDL 131Z gun turrets each containing a pair of MG 131s and with the dorsal turret operated from a slightly offset Plexiglas domed sighting station in the roof of the flight deck as most A-series He 177s were, with the ventral unit aimed from the rear of the ventral Bola gondola. The powerplants selected were the same type of Daimler-Benz DB 603A Kraftei "power-egg" unitized engine installations, complete with their He 219-style annular radiators that were placed on the wings of the quartet of ordered He 177B prototypes, but for the He 274's use, added DVL-designed TK 11 turbochargers, one per engine, for better power output at high altitude.The significance of this design is that had this aircraft entered production and been used in operations over England it would have been impossible for Allied fighters to intercept over the target, owing to its extreme high altitude performance. Abandoned prototypesConstruction of the two prototypes, the He 274 V1 and V2 did not commence until 1943.
They were to have been built in France by SAUF at Suresnes, France, but the prototypes were not completed in time. The He 274 V1 was being readied for flight testing at Suresnes in July 1944 when the approach of Allied forces necessitated the evacuation of Heinkel personnel working on the project. Minor difficulties had delayed the flight testing and transfer of the aircraft to Germany, and orders were therefore given to destroy the virtually completed prototype. Only minor damage was actually done to the airframe of the He 274 V1, and repairs were begun after the Allied occupation.The He 274 V1 was repaired by Ateliers Aéronautiques de Suresnes (AAS) and used by the Armée de l'Air (French Air Force) for several years as a high-altitude research plane. It was renamed the AAS 01A. The He 274 V2 was eventually completed as the AAS 01B, completed with the alternate choice of Heinkel-Hirth 2291 turbochargers, in place of the TK 11 units used by the He 274 V1's engines.Eventually the V2 flew exactly two years (on December 27, 1947) after the AAS 01A. By this time, the AAS organization had been absorbed into the French SNCASO (Société nationale des constructions aéronautiques du sud-ouest, or commonly, Sud-Ouest) aviation conglomerate.[14] Both of the AAS 01 completed and airworthy versions of the He 274 were eventually broken up in late 1953, after serving as "mother ships" for aerial launching, in the manner of a composite or parasite aircraft, of a number of early French advanced jet and rocket test aircraft like the unpowered Sud-Ouest SO.4000 M.1, almost always launched from [ATTACH]2212942[/IMG]. The Leduc 0.10 and Leduc 0.16 also each had their first aerial tests from atop the pair of surviving He 274 prototypes. The slightly less powerful, French designed four-engined SNCASE SE.161 Languedoc airliner design took over this "mother ship" role later in the 1950s, for further air launch duties with French high-speed aerodynamic research prototypes. OperatorsSpecifications (He 274 V1)
General characteristics
- Crew: 4 (pilot, second-pilot/navigator/bomb-aimer, and two gunners)
- Length: 23.80 m (78 ft 1¼ in)
- Wingspan: 44.19 m (145 ft 0 in)
- Height: 5.50 m (18 ft 0½ in)
- Wing area: 170.00 m² (1,829.86 ft²)
- Empty weight: 21,300 kg (46,958 lb)
- Max takeoff weight: 38,000 kg (83,776 lb)
- Powerplant: 4× Daimler-Benz DB 603A 12-cylinder inverted-vee engine, 1,750 PS (1,726 hp; 1,287 kW) each
- Maximum speed: 580 km/h (360 mph) at 11,000 m (36,090 ft)
- Range: 3,440 km (2,137 mi)
- Service ceiling: 14,300 m (46,920 ft)
- Rate of climb: 237 m/min (780 ft/min)
- Guns: 5 x 13mm MG 131 machine guns, one in nose, and twin guns in single dorsal and ventral Fernbedienbare Drehlafette FDL 131Z remotely operated gun turrets
- Bombs: up to 4,000 kg (8,818 lb) of disposable stores in two internal bomb bays
Last edited by Ernie P.; 05-02-2017 at 08:30 PM.
05-03-2017, 12:49 AM
I was figuring it was built in either France or Italy since the other "big three" were ruled out. I had, however, ruled out the HE-274 since everything I had found on it said it was never built
05-03-2017, 12:08 PM
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Irb75; you are up, Sir; please post your question for us. Thanks; Ernie P.
05-03-2017, 02:48 PM
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I think the he177 was the only plane that changed configuration from 2 to 4 engines other than the lancaster. I looked up the 177B and the 277 but not the 274 derivative until last night.
in the same thought process of engine changes. Name 2 planes that were operational during wwii that were redesigned from radial engines to inline and 2 that switched the other way.
3 received new designations 1 did not.
I have 4 planes in mind but willing to entertan others.
in the same thought process of engine changes. Name 2 planes that were operational during wwii that were redesigned from radial engines to inline and 2 that switched the other way.
3 received new designations 1 did not.
I have 4 planes in mind but willing to entertan others.
05-03-2017, 05:22 PM
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How about these?
Radial to Inline: Handley-Page Hampden to Handley-Page Hereford; Wellington Mk I to Wellington Mk 2.
Inline to radial (both Japanese): Kawasaki Ki-61 to Ki-100; Yokosuka D4Y.
I've only got 2 that received new designations (Wellington Mk I to Mk 2 doesn't seem different enough), so I don't know if this really fits or not.
Radial to Inline: Handley-Page Hampden to Handley-Page Hereford; Wellington Mk I to Wellington Mk 2.
Inline to radial (both Japanese): Kawasaki Ki-61 to Ki-100; Yokosuka D4Y.
I've only got 2 that received new designations (Wellington Mk I to Mk 2 doesn't seem different enough), so I don't know if this really fits or not.
05-03-2017, 07:32 PM
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Hmm 4 planes,but only one that I was thinking of. I could disqualify the handley page designs since I belive they were designed at the same time, not technically a redesign. Forgot about the judy and wellington. The ki61 was redesigned to take a radial engine after the in line engine supply dried up, or more accurately was blown up. It was subsequently designated the Ki100. Ironically the emergency redesign was a more reliable lighter faster and better fighter. Keep naming more.
05-03-2017, 11:31 PM
Okay, we have the following so far:
2) P-36 to P-40 radial to inline
Others:
FW-190 radial to inline. Designation did not change
TA-152 three or four variations
Ki-61 to Ki-100 inline to radial
D4Y inline to radial. Designation did not change
Wellington Bomber
2) P-36 to P-40 radial to inline
Others:
FW-190 radial to inline. Designation did not change
TA-152 three or four variations
Ki-61 to Ki-100 inline to radial
D4Y inline to radial. Designation did not change
Wellington Bomber
05-04-2017, 06:25 AM
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05-04-2017, 09:14 AM
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The Macchi C.200 Saetta (Italian: Arrow), or MC.200, was a World War IIfighter aircraft built by Aeronautica Macchi in Italy, and used in various forms throughout the Regia Aeronautica (Italian Air Force). The MC.200 had excellent maneuverability and general flying characteristics left little to be desired. Stability in a high-speed dive was exceptional, but it was underpowered and underarmed in comparison to its contemporaries.
characteristics
- Crew: 1
- Length: 8.25 m (27 ft 1 in)
- Wingspan: 10.58 m (34 ft 8 in)
- Height: 3.05 m (10 ft 0 in)
- Wing area: 16.82 m² (181.00 ft²)
- Empty weight: 1,964 kg (4,330 lb)
- Loaded weight: 2,200 kg (4,840 lb)
- Max. takeoff weight: 2,395 kg (5,280 lb)
- Powerplant: 1 × Fiat A.74 R.C.38 14-cylinder air-cooled radial engine, 650 kW (870 hp) at 2,520 rpm for takeoff.
The Macchi C.202 Folgore (Italian "thunderbolt") was a World War IIfighter aircraft built by Macchi Aeronautica and operated mainly by the Regia Aeronautica (RA; Royal (Italian) Air Force). Macchi aircraft designed by Mario Castoldi received the "C" letter in their model designation, hence the Folgore is referred to as the C.202 or MC.202. The C.202 was a development of the earlier C.200 Saetta, with an Italian-built version of the Daimler-Benz DB 601Aa engine and a redesigned, more streamlined fuselage. Considered to be one of the best wartime fighters to serve in large numbers with the Regia Aeronautica, the Folgore operated on all fronts in which Italy was involved.
General characteristics
- Crew: One
- Length: 8.85 m (29 ft 0.5 in)
- Wingspan: 10.58 m (34 ft 8.5 in)
- Height: 3.49 m (11 ft 5 in)
- Wing area: 16.82 m² (181.04 ft²)
- Empty weight: 2,491 kg (5,492 lb)
- Max. takeoff weight: 2,930 kg (6,460 lb)
- Powerplant: 1 × Alfa Romeo RA.1000 R.C.41-I Monsone liquid-cooled supercharged inverted V-12, 1,175 PS (864 kW) at 2,500 rpm for takeoff
Last edited by Ernie P.; 05-04-2017 at 09:17 AM.
05-04-2017, 09:29 AM
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Top_Gunn; aren't we forgetting the more obvious choice of "best fighter"? Didn't the Italian Macchi also go from Radial to inline? And wasn't it the best Italian fighter of the war? Thanks; Ernie P.
Kind of odd, come to think about it.I'm getting lost here: Is the one plane we're still looking for radial to inline or the other way around?
05-04-2017, 10:19 AM
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Not sure about the radial version of the yak-3. I see 1945-1946 for service. Maybe in maybe out. The macchi 200 and 202 was the fourth plane that I was thinking of. Since several people provided answers how about a tie breaker. Only one example was ever built converting the type from 4 radial to 4 inline engines. It caught fire and crashed during testing, but showed promise for increased speed.
05-04-2017, 11:29 PM
There was a B-29 that was converted to inline engines...the XB-39
It had eight engines thouigh, in 4 nacelles...Allison 3420's (2 V-1710's coupled)
It was a lot faster...about 50 m.p.h. than the 3350 powered versions.
It had eight engines thouigh, in 4 nacelles...Allison 3420's (2 V-1710's coupled)
It was a lot faster...about 50 m.p.h. than the 3350 powered versions.