Ernie P.

My Feedback: (3)

Nah; not trying to get you to name names, Hydro Junkie. I think I can name the names; and the existing aircraft, or at least one of them, is in South Dakota. The names would be Eisenhower and Arnold. If the aircraft is indeed the B-25, then you have taught me a few things about the plane I didn't know; and for that I thank you. And if it isn't the B-25, then I'm really in a slump. Thanks; Ernie P.

Answer: The B-25. President (and General) Dwight D. Eisenhower and General Hap Arnold both used it as their personal transport aircraft.

The second B-25 modified by North American belonged to USAAF General Henry "Hap" Arnold- visiting the Inglewood facility at Mines Field one day, Arnold got to see the Whiskey Express and as the Chief of Staff, he decided he needed one, too. This was 1943 and production was rapidly accelerating in the B-25 program, so it was easy to divert a B-25C from production to be fitted out by North American to a similar standard as Whiskey Express. After the war, General Arnold's personal transport was purchased by Howard Hughes who used for another twenty years before it was retired.

The same year Arnold got his own B-25, a B-25J was taken off the production line in Kansas City and flown to Inglewood on a "secret" mission. Tail number 43-4030 was fitted out to become the personal transport for General Dwight Eisenhower. Unlike Arnold's B-25 which had olive drab upholstery, Ike's Mitchell had a more stylish blue interior. Clamshell doors were fitted to the nose for easy access to the extra communications and navigation equipment and more floor space in the aft fuselage was created by moving the gunner's aft hatch further back, giving the rear cabin more seating and a drop leaf table. Overhead luggage racks were also fitted and extra fuel tanks were fitted to the bomb bay to give it more range. Officially it was designated an RB-25J to hide its true nature as Ike's personal transport, but as the war in Europe progressed, it was redesignated CB-25J and when Eisenhower moved up to larger aircraft as the Supreme Allied Commander, the CB-25J was passed on for use by lower ranking generals and was used by the USAF postwar until it ended up in the possession of the South Dakota Air and Space Museum where it can be seen today.

Hydro Junkie

Okay, you got me on the B-25. Time to go over the clues:
1) This aircraft was based on an earlier unaccepted design that had a crew of three This plane was loosely based on the North American NA-40 or XB-21
2) In it's first configuration, it was also deemed "unacceptable" by it's country's military The first version of what would become the B-25 was the unaccepted NA-62
3) After two substantial design changes, it was accepted by the military The wing was lowered to a midwing from shoulder mounting and the fuselage was widened
4) The redesign increased the plane's payload and crew without hurting performance The redesign allowed more bombs to be carried in the bomb bay, more gunner's stations and a side-by side cockpit
5) This aircraft had multiple configurations leading to several different ways it could be and was used. One way was, shall we say, highly innovative For the Doolittle raid, the B-25 became the first combat loaded twin engine aircraft to launch from an aircraft carrier
6) This aircraft had twin engines(you got that part right Ernie)
7) This aircraft normally carried a crew of 5 though, at times, it did operate with more people on board It carried additional gunners depending on configuration and mission profile
8) A famous officer used one of these planes as his personal transport aircraft(just a little trivia thrown in for good measure) As Ernie said, Eisenhower and Arnold both used this for a personal transport. I knew about the first but not the second
9) One version of this plane, optimized for ground attack, had the pilot controlled forward weapons significantly increased over the other versions The B-25H had a solid nose with 8 machine guns in addition to the four machine gun pods mounted on the sides of the plane below the cockpit
10) All the other configurations had a longer fuselage than the one from clue #9 The H version had a shorter nose compartment than any other B-25
11) Another version, applicable to clue #10, was equipped with a weapon of the same size as a well known armored vehicle The B-25G was equipped with a 75mm cannon, the same size as the main gun on the M-4 Sherman Tank
12) This plane used two radial engines with three bladed electric props Twin Wright R-2600s
13) This plane could, depending on the configuration and mission requirements, carry a torpedo or over a ton of internal and/or a ton of external ordinance. Starting with the B-25C, it could be fitted with an external torpedo, 3,000 lbs of internal bombs and 8 250lb bombs on 8 under wing hard points
14) This plane was operated by more than one service in it's parent country and by over a dozen countries world wide Both the USAAF and USN used B-25s, the army to a much greater extent. All told, 24 countries have flown the B-25
15) This plane was produced, in several variants, in numbers exceeding 9,000 examples

Now that all of that has been said,
YOU'RE UP ERNIE!!!!!!!!!!!!!!!!!!!!!!!!

Ernie P.

My Feedback: (3)

Hydro Junkie; that was a great question. There were several things included I didn't know about the B-25. And I think I had read about Eisenhower flying back from a conference on his personal B-25, but I never realized it was a "custom" aircraft. Great question!! And now, since my past several questions have included some rather obscure aircraft, I'll go with a rather well known aircraft. Thanks; Ernie P.



What warbird do I describe?



Clues:

1. This aircraft, like one in a question posted not long ago, had a distinctive profile.

2. In fact, its profile was often described as being very unusual, very different or simply strange.

elmshoot

My Feedback: (6)

A-6 Intruder

Ernie P.

My Feedback: (3)

Not the Intruder, elmshoot; but not a bad guess. In fact, pretty close in one sense. Here's another clue to narrow your search. Thanks; Ernie P.



What warbird do I describe?



Clues:

1. This aircraft, like one in a question posted not long ago, had a distinctive profile.

2. In fact, its profile was often described as being very unusual, very different or simply strange.

3. It was the first of its type built by the manufacturer.

Hydro Junkie

F-111

Ernie P.

My Feedback: (3)

Not the F-111 either, Sir. But here's a bonus clue to reward your participation. Thanks; Ernie P.



What warbird do I describe?



Clues:

1. This aircraft, like one in a question posted not long ago, had a distinctive profile.

2. In fact, its profile was often described as being very unusual, very different or simply strange.

3. It was the first of its type built by the manufacturer.

4. It was the first of its type used by its service.

FlyerInOKC

My Feedback: (6)

Just to break the ice how about the Blohm & Voss BV 141?

elmshoot

My Feedback: (6)

B-58 Hustler

Ernie P.

My Feedback: (3)

No correct answers thus far; but here's an afternoon clue. Thanks; Ernie P.



What warbird do I describe?



Clues:

1. This aircraft, like one in a question posted not long ago, had a distinctive profile.

2. In fact, its profile was often described as being very unusual, very different or simply strange.

3. It was the first of its type built by the manufacturer.

4. It was the first of its type used by its service.

5. And it was the last to be designed by a noted designer.

elmshoot

My Feedback: (6)

Ed Heinemann designed the A-4 Skyhawk and was a VP at GD when the F-16 was developed.

Sparky

Ernie P.

My Feedback: (3)

Sir; you are correct in your facts, but that isn't the plane for which we search. Still, an excellent answer, and here's a bonus clue to help your search. Thanks; Ernie P.




What warbird do I describe?



Clues:

1. This aircraft, like one in a question posted not long ago, had a distinctive profile.

2. In fact, its profile was often described as being very unusual, very different or simply strange.

3. It was the first of its type built by the manufacturer.

4. It was the first of its type used by its service.

5. And it was the last to be designed by a noted designer.

6. A designer also noted for many “firsts”.

Ernie P.

My Feedback: (3)

All; I will be out of touch from this afternoon until Sunday morning. So here's a few extra clues to keep you thinking until I return. Thanks; Ernie P.


What warbird do I describe?

Clues:
1. This aircraft, like one in a question posted not long ago, had a distinctive profile.
2. In fact, its profile was often described as being very unusual, very different or simply strange.
3. It was the first of its type built by the manufacturer.
4. It was the first of its type used by its service.
5. And it was the last to be designed by a noted designer.
6. A designer also noted for many “firsts”.
7. A surprising number of these aircraft are today on display.
8. That could be because very few people wanted to fly them.
9. Visibility was excellent.

Top_Gunn

My Feedback: (6)

Wild guess here: How about the Hiller YH-32 Hornet? Certainly satisfies the visibility requirement.

JohnnyS

Vought F7U Cutlass?

Ernie P.

My Feedback: (3)

And bang! Just like that, a beautifully crafted question is laid to waste by a single well thought out answer. Yes, JohnnyS; it is the Cutlass. A wonderfully thought out aircraft, possibly a bit before its time; and quite possibly the result of seized German documents at the end of WWII. Germany surrendered in May of 1945; and on the 1st of June work started that led to the Cutlass. And, with a German designer? Think there may have been a connection? You're us JohnnyS; I hope you have a good question for us. Thanks; Ernie P.



What warbird do I describe?



Clues:

1. This aircraft, like one in a question posted not long ago, had a distinctive profile.

2. In fact, its profile was often described as being very unusual, very different or simply strange.

3. It was the first of its type built by the manufacturer.

4. It was the first of its type used by its service.

5. And it was the last to be designed by a noted designer.

6. A designer also noted for many “firsts”.

7. A surprising number of these aircraft are today on display.

8. That could be because very few people wanted to fly them.

9. Visibility was excellent.

10. That way, the pilot had a good view of the accident.

11. It had a rather short service career for some reason.

12. But it was in service long enough to kill a number of test pilots, service pilots and quite a few ground crew.

13. It is generally thought the poor safety record is the result of a number of factors.

14. One factor was the highly advanced aerodynamic design.

15. Another factor was the engines.

16. The engines didn’t have enough power; yet managed to be unreliable as well.

17. More than 25% of the aircraft built were destroyed in accidents.

18. Although the company which designed the aircraft denied it, it is thought the design was based upon data taken from a foreign company.

19. Of course, the presence of a former enemy designer on the design staff probably helped fuel the rumors.

20. Although the engines were considered to be pretty gutless, the aircraft managed to reach some pretty impressive speeds for the day.

21. And the climb rate was also pretty impressive.

22. Even the maiden flight was problematic. 23. There were multiple teething problems, some of which were never fully solved.

Answer: The Vought F7U Cutlass





The Vought F7U Cutlass was a United States Navycarrier-based jet fighter and fighter-bomber of the early Cold War era. It was a highly unusual, semi-tailless design, allegedly based on aerodynamic data and plans captured from the German Arado company at the end of World War II, though Vought designers denied any link to the German research at the time. The F7U was the last aircraft designed by Rex Beisel, who was responsible for the first fighter ever designed specifically for the U.S. Navy, the Curtiss TS-1 of 1922.Regarded as a radical departure from traditional aircraft design, the Cutlass suffered from numerous technical and handling problems throughout its short service career. The type was responsible for the deaths of four test pilots and 21 other U.S. Navy pilots. Over one quarter of all Cutlasses built were destroyed in accidents. The poor safety record was largely the result of the advanced design built to apply new aerodynamic theories, insufficient thrust and unreliable engines.

Design and development

[img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image002.jpg[/img]The first F7U-1 launching from the carrier Midway in 1951The Cutlass was Vought's entry to a U.S. Navy competition for a new carrier-capable day fighter, opened on 1 June 1945. Former Messerschmitt AG senior designer Waldemar Voigt, who supervised the development of numerous experimental jet fighters in Nazi Germany, contributed to its design with his experience in the development of the Messerschmitt P.1110 and P.1112 projects. The requirements were for an aircraft that was able to fly at 600 miles per hour (970 km/h) at 40,000 feet (12,000 m). The design featured broad chord, low aspect ratio, swept wings, with twin wing-mounted tail fins either side of a short fuselage. The cockpit was situated well forward to provide good visibility for the pilot during aircraft carrier approaches. The design was given the company type number of V-346 and then the official designation of "F7U" when it was announced the winner of the competition.Pitch and roll control was provided by elevons, though Vought called these surfaces "ailevators" at the time. Slats were fitted to the entire span of the leading edge. All controls were hydraulically-powered. The very long nose landing gear strut required for high angle of attacktakeoffs was incredibly stout, however the high stresses of barrier engagements, and side-loads imposed during early deployment carrier landings caused failure of the retract cylinder's internal down-locks, causing nose gear failure and resultant spinal injuries to the pilot. The F7U was also largely let down by its underpowered WestinghouseJ34turbojets, an engine that some pilots liked to say "put out less heat than Westinghouse's toasters." Naval aviators called the F7U the "Gutless Cutlass" and/or the "Ensign Eliminator" or, in kinder moments, the "Praying Mantis".

Operational history

[img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image004.jpg[/img]Vought F7U-3 Cutlass [img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image006.jpg[/img]Ramp strike of Vought F7U-3 Cutlass BuNo. 129595 "412" of VF-124 on the USS Hancock on 14 July 1955. LCDR Jay T. Alkire (XO of USN's VF-124 "Stingrays") was killed in the crash, and several deck crew were killed / injured. Three prototypes were ordered in 1946, with the first example flying on 29 September 1948, piloted by Vought's chief test pilot, J. Robert Baker. The maiden flight took place from Naval Air Station Patuxent River in Maryland, and was not without its problems. During testing one of the prototypes reached a maximum speed of 625 mph (1,058 km/h) Production orders were placed for the F7U-1 in a specification very close to the prototypes, and further developed F7U-2 and F7U-3 versions with more powerful engines. Because of development problems with the powerplant, however, the F7U-2 would never be built, while the F7U-3 would incorporate many refinements suggested by tests of the -1. The first 16 F7U-3s had non-afterburning Allison J35-A-29 engines. The -3, with its Westinghouse J46-WE-8B turbojets, would eventually become the definitive production version, with 288 aircraft equipping 13 U.S. Navy squadrons. Further development stopped once the Vought F8U Crusader flew.The F7U's performance suffered due to a lack of sufficient engine thrust; consequently, its carrier landing and takeoff performance was notoriously poor. The J35 was known to flame out in rain, a very serious fault.The first fleet squadron to receive F7Us was Fighter Squadron 81 (VF-81) in April 1954. Few squadrons made deployments with the type, and most "beached" them ashore during part of the cruise owing to operating difficulties. Those units known to have taken the type to sea were:

• VF-124, USS Hancock, August 1955 – March 1956;
• VF-81, USS Ticonderoga, November 1955 – August 1956;
• VA-86, USS Forrestal, January – March 1956 Shakedown Cruise;
• VA-83, USS Intrepid, March – September 1956;
• VA-116, USS Hancock, April - September 1957;
• VA-151, USS Lexington, May - December 1956;
• VA-212, USS Bon Homme Richard, August 1956 – February 1957.
• Air Test and Evaluation Squadron 4 (VX-4), USS Shangri-La and USS Lexington

Blue Angels[edit]

The Navy Flight Demonstration Squadron, the Blue Angels, flew two F7U-1 Cutlasses (BuNos 124426 & 124427) as a side demonstration during their 1953 show season in an effort to promote the new aircraft, but did not use them as part of their regular formation demonstration. Both the pilots and ground crews found the aircraft generally unsatisfactory, and it was apparent that the type was still experiencing multiple teething troubles. During the Blue Angels' first airshow appearance in 1953, pilot LT Edward "Whitey" Feightner, the former program manager for the F7U, experienced a total loss of hydraulics on a full afterburner takeoff and steep climb. While trying to gain enough altitude for ejection he was able to stay with the aircraft until the back up system came on. He clipped trees on the end of the runway, causing the left engine to flame out. With hydraulic fluid streaming back in a bright flame, he made a hard turn and got the plane back on the runway, much to the excitement of the crowd. Later, while traveling to an airshow at Naval Air Station Glenview in Chicago, Illinois, Blue Angel pilot LT Harding MacKnight experienced an engine flameout in his Cutlass, forcing him to make an emergency landing at NAS Glenview. Traveling with him, LT Feightner was redirected to make his landing at Chicago's former Orchard Airpark, which had been expanded and renamed O'Hare Airport. The runway had just been completed and was covered with peach baskets to prevent aircraft from landing until it was opened. LT Feightner was told to ignore the baskets and land on the new runway. As a result, LT Feightner's F7U became the first aircraft to land on the new runway for Chicago's O'Hare International Airport.Following these incidents, the two Cutlasses were deemed unsuitable for demonstration flying and were flown to Naval Air Station Memphis, Tennessee, where they were abandoned to become aircraft maintenance instructional airframes for the Naval Technical Training Center.

Variants

XF7U-1Three prototypes ordered on 25 June 1946 (BuNos 122472, 122473 & 122474). First flight, 29 September 1948, all three aircraft were destroyed in crashes. F7U-1

The initial production version, 14 built. Powered by two J34-WE-32 engines.

F7U-2

Proposed version, planned to be powered by two Westinghouse J34-WE-42 engines with afterburner, but the order for 88 aircraft was cancelled.

XF7U-3Designation given to one aircraft built as the prototype for the F7U-3, BuNo 128451. First flight: 20 December 1951. F7U-3The definitive production version, 180 built. Powered by two Westinghouse J46-WE-8B turbojets. The first sixteen aircraft, including the prototype, were powered by interim J35-A-29 non-afterburning engines. [img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image008.jpg[/img]F7U-3P reconnaissance aircraft F7U-3PPhoto-reconnaissance version, 12 built. With a 25 in longer nose and equipped with photo flash cartridges none of these aircraft saw operational service, being used only for research and evaluation purposes. F7U-3MThis missile capable version was armed with four AAM-N-2 Sparrow I air-to-air beam-riding missiles. 98 built of which 48 F7U-3 airframes under construction were upgraded to F7U-3M standard. An order for 202 additional aircraft was cancelled. A2U-1Designation given to a cancelled order of 250 aircraft to be used in the ground attack role.

Operators[edit]

[img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image010.jpg[/img]A VF-83 F7U-3 launches from the USS Intrepid in 1954 during catapult testing [img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image012.jpg[/img] United States

• United States Navy
  • VC-3
  • VX-3
  • VX-4
  • VX-5
  • VA-12
  • VA-34
  • VF-81/VA-66
  • VF-83/VA-83
  • VA-86
  • VA-116
  • VF-122
  • VF-124
  • VA-126
  • VF-151/VA-151
  • VF-212/VA-212

Aircraft on display

[img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image014.jpg[/img]F7U-3 BuNo 129655 at the National Museum of Naval Aviation at NAS Pensacola, FloridaSeven F7U-3 Cutlass aircraft are known to have survived:

• 128451 - NAS North Island - San Diego, California. Prototype F7U-3. Stored awaiting cosmetic restoration. Originally slated for display at the USS Midway Museum in San Diego, California.[12] Formerly located at the New Mexico Institute for Mining and Technology in Soccorro, New Mexico.
• 129554 - Snohomish County Airport - Paine Field, Everett, Washington. Ex VA-212. Purchased by Len Berryman from Geiger Field, Washington in May 1958 and displayed outside the Berryman War Memorial Park in Bridgeport, Washington from 1958 until 1992. In June 1992 it was sold to Tom Cathcart of Ephrata, Washington. Sold in September 2014, and awaiting transport to Phoenix, Arizona for further restoration to airworthy condition.[13]
• 129565 - Grand Prairie, Texas. Ex VA-212. Under cosmetic restoration by the Vought Retirees Group for eventual display at the USS Midway Museum in San Diego, California.[14]
• 129622 - Phoenix, Arizona. Ex VA-34 / VA-12 aircraft that was flown to Naval Air Reserve Training Unit (NARTU) Glenview, NAS Glenview, Illinois, where it was sporadically flown by Naval Air Reserve pilots and used for instruction of enlisted Naval Reserve aircraft maintenance personnel; ownership was then transferred to the Northbrook East Civic Association and the aircraft was moved to the Oaklane Elementary School for playground use. It was subsequently removed and dissected to be sold for its engines. Forward fuselage was part of Earl Reinart's collection in Mundelein, Illinois, while the rest of the aircraft went to J-46 dragster builder Fred Sibley in Elkhart, Indiana. Its components are currently reunited in the collection of F7U historian Al Casby.
• 129642 - Wings of Freedom Aviation Museum in Horsham, Pennsylvania. Ex VA-12 aircraft flown to NAS Willow Grove in May 1957 to take part in an air show. Upon arrival the aircraft was stricken from active duty. It was transferred to the Naval Reserve for use as a ground training aircraft, and eventually placed as a gate guard in front of the base on US Route 611. The airframe has only 326.3 hours total flight time. Currently undergoing cosmetic refurbishment for a return to display status.
• 129655 - National Naval Aviation Museum at NAS Pensacola, Florida. Ex VA-212. Cosmetically restored but incorrectly marked as an F7U-3M, this aircraft is a F7U-3. Formerly displayed at Griffith Park, California.
• 129685 - The aircraft collection of the late Walter Soplata in Newbury, Ohio. Ex VA-12. Demilitarized and incomplete, it is exposed to the elements and unrestored

Specifications (F7U-3M)[edit]

[img]file:///C:/Users/Ernie/AppData/Local/Temp/msohtmlclip1/01/clip_image016.png[/img]Data from Naval Fighters Number Six, Jane's Encyclopedia of AviationGeneral characteristics

• Crew: 1
• Length: 41 ft 3.5 in (12.586 m)
• Wingspan: 39 ft 8 in (12.1 m)
• Span wings folded: 22.3 ft (6.80 m)
• Height: 14 ft 0 in (4.27 m)
• Wing area: 496 sq ft (46.1 m2)
• Empty weight: 18,210 lb (8,260 kg)
• Gross weight: 26,840 lb (12,174 kg)
• Max takeoff weight: 31,643 lb (14,353 kg)
• Powerplant: 2 Χ Westinghouse J46-WE-8B after-burning turbojet engines, 4,600 lbf (20 kN) thrust each dry, 6,000 lbf (27 kN) with afterburner

Performance

• Maximum speed: 606 kn (697 mph; 1,122 km/h) at sea level with Military power + afterburner
• Cruise speed: 490 kn (564 mph; 907 km/h) at 38,700 ft (11,796 m) to 42,700 ft (13,015 m)
• Stall speed: 112 kn (129 mph; 207 km/h) power off at take-off

93.2 kn (173 km/h) with approach power for landing

• Combat range: 800 nmi (921 mi; 1,482 km)
• Service ceiling: 40,600 ft (12,375 m)
• Rate of climb: 14,420 ft/min (73.3 m/s) with Military power + afterburner
• Time to altitude: 20,000 ft (6,096 m) in 5.6 minutes

30,000 ft (9,144 m) in 10.2 minutes

• Wing loading: 50.2 lb/sq ft (245 kg/m2)
• Thrust/weight: 0.45
• Take-off run: in calm conditions 1,595 ft (486 m) with Military power + afterburner

Armament

• Guns: 4 20mm M3 cannon above inlet ducts, 180 rpg
• Hardpoints: 4 with a capacity of 5,500 lb (2,500 kg),with provisions to carry combinations of:
  • Missiles: 4 AAM-N-2 Sparrow I air-to-air missiles

Hydro Junkie

It was a plane before it's time. The engine tech just wasn't there to fly a plane like the Cutlass. Then again, when you look at all of the planes the Navy has used over it's aviation history, it's never had any other plane that didn't have a full tailed configuration. Only the Air force has had aircraft without a horizontal stabilizer, the F-100 and F-106 coming to mind but, as many already know, they were almost a decade later than the Cutlass

Ernie P.

My Feedback: (3)

Hydro Junkie; thanks for weighing in with a very astute and thoughtful opinion. But it does make you wonder just how Germany managed to make such huge strides in the last couple of years of the war. Without access to some of the necessary strategic materials they needed, it's doubtful they could have ever gone into production with some of the planes they dreamed up, but the basic designs were impressive. Thanks; Ernie P.

Hydro Junkie

Ernie, two things you have to remember:
1) Germany was driven to develop advanced planes by the allied bombing of their cities and, more specifically, their manufacturing facilities. They were looking for planes that could do maximum damage to the bombers while, at the same time, not have to deal with the American Mustangs. The ME-262 was able to do both, to a point. The ME -163, however fast and lethal it was, was a sitting duck when it's rocket engine ran out of fuel as it was unable to maintain the speeds required to escape the retaliation of the escorting fighters
2) The American and British also had jets available during the war. Unlike the Junker's "axial flow" engines, the allied planes used variations of the Whittle turbojet which used a "centrifugal flow" design. The British fielded theirs in an effort to knock down the "Buzz Bombs" while the Americans were trying to make their Bell XP-59 and it's GE centrifugal flow jet engines work reliably while going ahead with their mass production of the known viable aircraft, the P-51 and P-47. The Gloster Meteor and it's Whittle engines were no match for the 262 and it's axial flow turbines so, rather than take them on, the Meteor was held back from the front lines. The YP-59A was actually slower than the front line piston powered aircraft so it never got past testing and training with only 50 planes completed. What was important about the P-59 was that it led to the Lockhead P-80 Shooting Star and, indirectly, the North American F-86 Sabre, two jets that were to be major players in the Korean War a few years later. One thing of note was, working independently, Westinghouse developed it's first axial flow engine, the J-30, which ran the first time in March of 1943. Had the improved version, the J-34, been used instead of the GE, it's possible that the P-59 could have seen combat over Germany and, later, Japan before the end of the war

JohnnyS

Well, foo. Now I have to come up with a new quiz... I'll try to have something up later today.

JohnnyS

OK, here goes...

1. The most common variant had a mixed armament of cannon and machine guns.
2. Many variants of this aircraft were created, but only a few made it to production.

Hydro Junkie

P-38 Lightning

JohnnyS

Not the p-38, sorry!

New clues...

1. The most common variant had a mixed armament of cannon and machine guns.
2. Many variants of this aircraft were created, but only a few made it to production.
3. Developed to address resource shortages.
4. Loved by groundcrew.

Hydro Junkie

DeHavilland Mosquito
It was built mostly of wood due to the lack of aluminum

JohnnyS

Not the Mossie!

1. The most common variant had a mixed armament of cannon and machine guns.
2. Many variants of this aircraft were created, but only a few made it to production.
3. Developed to address resource shortages.
4. Loved by groundcrew.
5. Notable for being an excellent dogfighter.
6. Single engine. However, one variant had 2 engines.