loomaluftwaffe
Tech Sergeant
- 1,840
- Dec 20, 2005
i wish i knew
ok anyways you do have many typos
ok anyways you do have many typos
Advanced designs
- Thread starter Twitch
- Start date
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- Thread starter
- #82
Twitch
Staff Sergeant
Matt- superb artwork image! That one got downloaded for my screensaver for sure. I was always taken by the Shinden too. Cool looking, fast and heavily armed.
Here's a bit of specs on the plane-
KYUSHU
J7W1
A radical departure in fighter design was seen in the J.N.A.F. Kyushu J7W1 Shinden (Magnificent Lightning) developed in 1943 and flown in August 1945. The canard configuration mounted the elevators in the nose with a vertical stabilizer and rudder mid-way in each wing. The cockpit was forward of the leading edge of the wing and the rear-mounted 2,130 HP Mitsubishi Ha.43-42 18-cylinder radial pushed the plane using a six-blade prop.
Performance was spectacular with a top speed of 466 MPH at 28,540 ft. Climb to 26,250 feet was accomplished in 10.5 minutes. Range was 528 miles. The wingspan was 36.5feet and length was 30.25 feet while loaded weight was 10,913 lbs. Punch came from four Type 5 30 mm cannon with 60 RPG. Plans for 1,086 fighters through March 1947 were drawn up but only two built. A proposal for a jet version using the Ne-130 with 2,002 lb. thrust was considered also.
The Luft '46 data comes from all the books and research done since the end of WW 2. It's in many forms but they have gathered it in one place at least. I have much of the same info but from many sources. The artwork people do is without rival also as many of the planes have never been illustrated before.
Here's a bit of specs on the plane-
KYUSHU
J7W1
A radical departure in fighter design was seen in the J.N.A.F. Kyushu J7W1 Shinden (Magnificent Lightning) developed in 1943 and flown in August 1945. The canard configuration mounted the elevators in the nose with a vertical stabilizer and rudder mid-way in each wing. The cockpit was forward of the leading edge of the wing and the rear-mounted 2,130 HP Mitsubishi Ha.43-42 18-cylinder radial pushed the plane using a six-blade prop.
Performance was spectacular with a top speed of 466 MPH at 28,540 ft. Climb to 26,250 feet was accomplished in 10.5 minutes. Range was 528 miles. The wingspan was 36.5feet and length was 30.25 feet while loaded weight was 10,913 lbs. Punch came from four Type 5 30 mm cannon with 60 RPG. Plans for 1,086 fighters through March 1947 were drawn up but only two built. A proposal for a jet version using the Ne-130 with 2,002 lb. thrust was considered also.
The Luft '46 data comes from all the books and research done since the end of WW 2. It's in many forms but they have gathered it in one place at least. I have much of the same info but from many sources. The artwork people do is without rival also as many of the planes have never been illustrated before.
loomaluftwaffe
Tech Sergeant
- 1,840
- Dec 20, 2005
wasn't the Shindens engine the one meant for the A7M reppu? the Ha-43 a.k.a MK9 Mamoru (protection)
Henk
Master Sergeant
loomaluftwaffe said:
, well mate spelling were not always my best part in live. I am typing fast when I am up because it is normally 2-3 am in the morning after a night out and you feel like hell and you want to finnish quickly to get to bed sometimes.I love posting, but dam my mom should get off her shit earlier then I could do my stuff.
Just bear with my mistakes, just know why. I will try not to make so many of them. Promise.
Henk
- Thread starter
- #85
Twitch
Staff Sergeant
My info states the Shinden used the 2,130 HP Mitsubishi Ha.43-42 18-cylinder and the Reppu the 2,200 HP Mitsubishi MK9A 18-cylinder radial. B-29 raids on Mitsubishi reduced output of all engines severely.
loomaluftwaffe
Tech Sergeant
- 1,840
- Dec 20, 2005
Ha-43 was the army designation of the MK9
like Ha-45 was the NK9 Homare cause the Ha-45 was ued on the Ki-84 and the Homare was used on the N1K-j and it is stated that they both used the same engines
like Ha-45 was the NK9 Homare cause the Ha-45 was ued on the Ki-84 and the Homare was used on the N1K-j and it is stated that they both used the same engines
- Thread starter
- #87
Twitch
Staff Sergeant
OK here's one that's not too far out-
MITSUBISHI
J4M1
The J4M1 Senden or Flashing Lightning was the Japanese version of the P-38 Lightning, sort of. The Imperial Navy needed something with performance on par with its adversaries in late 1943. We know of the fine fighters like the N1K1 Shinden and J2M2 Raiden that were to soon begin service.
Mitsubishi conceived a craft that would have the advantage of centerline weapons that allow easier point-and-shoot capabilities to infinity without the wing-mount harmonizing and aiming problems. Vision is paramount in fights and this design was even better than the P-38 in that respect owing to the pusher engine in the fuselage nacelle. Egression from a stricken plane and getting past the four-blade prop would have been tricky at best, however.
The Mitsubishi MK9D 18-cylinder radial of 1,650 HP was chosen for power, though the MK9A of 2,200 HP was used on the A7M1 Reppu. This would have certainly been better but air attacks on the Daiko engine plant reduced MK9s deliveries to trickle.
A 30 mm Ho 105 with 60-80 rounds and two 20 mm Ho-5s with 200 RPG would have mounted in the nose for substantial firepower. The weight was to be 9,700 lbs. loaded with a wingspan of 41 feet and length of 42.6 feet on a tricycle landing gear.
Performance estimates are incomplete but interesting, showing a top speed of 437 MPH at 26,246 feet and a 39,379-foot ceiling with an undisclosed climb rate and range. The design was known to the Allies and code named "Luke" but it never progressed past the design stage since the Navy wanted full effort on the J7W1 Shinden.
MITSUBISHI
J4M1
The J4M1 Senden or Flashing Lightning was the Japanese version of the P-38 Lightning, sort of. The Imperial Navy needed something with performance on par with its adversaries in late 1943. We know of the fine fighters like the N1K1 Shinden and J2M2 Raiden that were to soon begin service.
Mitsubishi conceived a craft that would have the advantage of centerline weapons that allow easier point-and-shoot capabilities to infinity without the wing-mount harmonizing and aiming problems. Vision is paramount in fights and this design was even better than the P-38 in that respect owing to the pusher engine in the fuselage nacelle. Egression from a stricken plane and getting past the four-blade prop would have been tricky at best, however.
The Mitsubishi MK9D 18-cylinder radial of 1,650 HP was chosen for power, though the MK9A of 2,200 HP was used on the A7M1 Reppu. This would have certainly been better but air attacks on the Daiko engine plant reduced MK9s deliveries to trickle.
A 30 mm Ho 105 with 60-80 rounds and two 20 mm Ho-5s with 200 RPG would have mounted in the nose for substantial firepower. The weight was to be 9,700 lbs. loaded with a wingspan of 41 feet and length of 42.6 feet on a tricycle landing gear.
Performance estimates are incomplete but interesting, showing a top speed of 437 MPH at 26,246 feet and a 39,379-foot ceiling with an undisclosed climb rate and range. The design was known to the Allies and code named "Luke" but it never progressed past the design stage since the Navy wanted full effort on the J7W1 Shinden.
Henk
Master Sergeant
Nice aircraft. It looks great and its performance is not bad at all. The P-38 would have had a counterpart. I wonder how itwould be in a dogfight with a P-51.
Great info Twitch keep em coming.
Henk
Great info Twitch keep em coming.
Henk
loomaluftwaffe
Tech Sergeant
- 1,840
- Dec 20, 2005
damn, had those MK9 engines came out... the A7M would have saw some action, and the J7W and that thing twitch posted
JonJGoldberg
Airman 1st Class
Twitch... This is what I have on this fighter of yours...
Mitsubishi J4M1 Senden (Flashing Lightning)
Allied Code Name: "Luke"
Description: Single-engined high-performance interceptor fighter of twin boom, pusher propeller configuration.
Accommodation: Unknown.
Powerplant: One Mitsubishi [Ha-43] 12 (MK9D) eighteen-cylinder air-cooled radial, rated at 2,130 hp for take-off, 2,020 hp at 1,180 m and 1,160 hp at 8,700 m, driving a four-blade pusher propeller.
Armament: One 30 mm and two 20 mm cannon.
Production: Not proceeded further than the design stage.
Performance: 380 kt at 8,000 m
Although the info we have is similar... the images we have of the aircraft are not. I'm not saying your image is 'not correct' just different, as this aircraft was never 'real'...
Mitsubishi J4M1 Senden (Flashing Lightning)
Allied Code Name: "Luke"
Description: Single-engined high-performance interceptor fighter of twin boom, pusher propeller configuration.
Accommodation: Unknown.
Powerplant: One Mitsubishi [Ha-43] 12 (MK9D) eighteen-cylinder air-cooled radial, rated at 2,130 hp for take-off, 2,020 hp at 1,180 m and 1,160 hp at 8,700 m, driving a four-blade pusher propeller.
Armament: One 30 mm and two 20 mm cannon.
Production: Not proceeded further than the design stage.
Performance: 380 kt at 8,000 m
Although the info we have is similar... the images we have of the aircraft are not. I'm not saying your image is 'not correct' just different, as this aircraft was never 'real'...
Attachments
JonJGoldberg
Airman 1st Class
... So wile I'm at it...
McDonnell XP-67
Type: single-seat long-range fighter
Crew: 1
Armament: 6x 37mm cannon or 1x 75mm cannon
Length: 44' 9.25" (13.65 m)
Height: 15' 9" (4.80 m)
Wingspan: 55' 0" (16.76 m)
Wing area: 414 sq. ft (38.46 sq. m)
Empty Weight: 17,745 lb (8049 kg)
Max Weight: 25,400 lb (11,5321 kg) max at takeoff
No. of Engines: 2
Powerplant: Continental XIV-1430-17/19 contra-rotating inlines
Horsepower: 1350 hp each
Range: 2385 miles (3838 km)
Max Speed: 405 mph ( 652 km/h) at 25,000 ft
Ceiling: 37,400 ft (11,400 m)
In June of 1940, the new McDonnell company submitted an unsolicited proposal to the USAAC for an unconventional fighter powered by either an Allison V-3420-B2 or a Pratt Whitney H-3130 engine equipped with a two-stage supercharger. Besides being buried in the fuselage aft of the pilot the engine was to drive a pair of pusher propellers situated aft of the wings by means of a of extension shafts gear drives. Although rejected, the Army told the McDonnell company to keek trying...
The next McDonnell proposal to the Army came later that same month. McDonnell's design team attempted to maintain true aerofoil sections throughout the entire airframe, the center fuselage and the rear portions of the engine nacelles merging smoothly together. This gave the aircraft a unique bat-like appearance. On May 5, 1941 a formal proposal was submitted to the Army. The project was given the company designation of Model S-23-A. As proposed it now was a single-seat long-range fighter with a pressurized cabin. Additionally an unusually heavy armament of six 0.50-inch machine guns and four 20-mm cannon was included.
With the exception of armament, cabin pressurization equipment, and the oxygen system, the first XP-67 was ready by December 1, 1943. Also replaced were the planned drooping ailerons with conventional ailerons; the engines were XI-1430-17/19s, with D-23 turbosuperchargers. The Continental engines were rated at 1350 hp for takeoff and 1600 hp at 25,000 feet.
The initial flight tests were delayed by fires that broke out during a high-speed taxiing run at Lambert Field in St Louis on December 8, 1943. The first flight of the XP-67 took place January 6, 1944 with test pilot E. E. Elliott at the controls. The flight was abruptly terminated after only six minutes owing to engine problems.
Test flying resumed on March 23, 1944; the performance of the XP-67 fell quite short of that which was promised. The takeoff run was excessively long, the initial climb rate was poor, and the acceleration was slow. The aircraft was underpowered; its troublesome Continental engines failed to develop their design rating of 1350 hp, barely reaching 1060 hp.
The XP-67 was scheduled to begin official performance tests in September, but a fire broke out in the right engine nacelle while test pilot E. E. Elliott was taking the XP-67 for a test flight, the XP-67 was deemed to have been damaged beyond economical repair.
This accident, plus the seemingly endless series of problems caused by the temperamental Continental engines, caused the USAAF to recommend that work on the XP-67 project be halted. On September 13, both McDonnell and the USAAF agreed that the project should be terminated...
But she was a looker... And she had potential, she just needed some engines...
Info from my head: As absorbed from History Channel "The Military Channel" on the "Strange Planes"
Illustrated History Of Fighters; Editor Bill Gunston; Exeter Books 1983:
http://avia.russian.ee/air/usa/mcdonnell_xp-67.html
McDonnell XP-67
Type: single-seat long-range fighter
Crew: 1
Armament: 6x 37mm cannon or 1x 75mm cannon
Length: 44' 9.25" (13.65 m)
Height: 15' 9" (4.80 m)
Wingspan: 55' 0" (16.76 m)
Wing area: 414 sq. ft (38.46 sq. m)
Empty Weight: 17,745 lb (8049 kg)
Max Weight: 25,400 lb (11,5321 kg) max at takeoff
No. of Engines: 2
Powerplant: Continental XIV-1430-17/19 contra-rotating inlines
Horsepower: 1350 hp each
Range: 2385 miles (3838 km)
Max Speed: 405 mph ( 652 km/h) at 25,000 ft
Ceiling: 37,400 ft (11,400 m)
In June of 1940, the new McDonnell company submitted an unsolicited proposal to the USAAC for an unconventional fighter powered by either an Allison V-3420-B2 or a Pratt Whitney H-3130 engine equipped with a two-stage supercharger. Besides being buried in the fuselage aft of the pilot the engine was to drive a pair of pusher propellers situated aft of the wings by means of a of extension shafts gear drives. Although rejected, the Army told the McDonnell company to keek trying...
The next McDonnell proposal to the Army came later that same month. McDonnell's design team attempted to maintain true aerofoil sections throughout the entire airframe, the center fuselage and the rear portions of the engine nacelles merging smoothly together. This gave the aircraft a unique bat-like appearance. On May 5, 1941 a formal proposal was submitted to the Army. The project was given the company designation of Model S-23-A. As proposed it now was a single-seat long-range fighter with a pressurized cabin. Additionally an unusually heavy armament of six 0.50-inch machine guns and four 20-mm cannon was included.
With the exception of armament, cabin pressurization equipment, and the oxygen system, the first XP-67 was ready by December 1, 1943. Also replaced were the planned drooping ailerons with conventional ailerons; the engines were XI-1430-17/19s, with D-23 turbosuperchargers. The Continental engines were rated at 1350 hp for takeoff and 1600 hp at 25,000 feet.
The initial flight tests were delayed by fires that broke out during a high-speed taxiing run at Lambert Field in St Louis on December 8, 1943. The first flight of the XP-67 took place January 6, 1944 with test pilot E. E. Elliott at the controls. The flight was abruptly terminated after only six minutes owing to engine problems.
Test flying resumed on March 23, 1944; the performance of the XP-67 fell quite short of that which was promised. The takeoff run was excessively long, the initial climb rate was poor, and the acceleration was slow. The aircraft was underpowered; its troublesome Continental engines failed to develop their design rating of 1350 hp, barely reaching 1060 hp.
The XP-67 was scheduled to begin official performance tests in September, but a fire broke out in the right engine nacelle while test pilot E. E. Elliott was taking the XP-67 for a test flight, the XP-67 was deemed to have been damaged beyond economical repair.
This accident, plus the seemingly endless series of problems caused by the temperamental Continental engines, caused the USAAF to recommend that work on the XP-67 project be halted. On September 13, both McDonnell and the USAAF agreed that the project should be terminated...
But she was a looker... And she had potential, she just needed some engines...
Info from my head: As absorbed from History Channel "The Military Channel" on the "Strange Planes"
Illustrated History Of Fighters; Editor Bill Gunston; Exeter Books 1983:
http://avia.russian.ee/air/usa/mcdonnell_xp-67.html
Attachments
delcyros
Tech Sergeant
Forget Continental, this plane REALLY needs a jet powerplant!
8)
8)
the lancaster kicks ass
Major General
- 19,937
- Dec 20, 2003
this's always been one of the few american planes i like the look of, it does look great...........
- Thread starter
- #94
Twitch
Staff Sergeant
Jon I may have mentioned the XP-67 earlier?? but you came up with many great images. Cool! Thanks! One thing for sure is than anything with proposed 37mm armament would have been crap if they were using the same weapon as the P-39 used which was prone to only a few rounds before jamming.
Of course the XP-67 would have been pretty useless against aircraft. Could have done something against armor though. But what a pretty design!
Of course the XP-67 would have been pretty useless against aircraft. Could have done something against armor though. But what a pretty design!
Henk
Master Sergeant
Amen Twitch that design is great and it looks excellent. Great info guys and great pics Jon.
I must agree that it does need jet engines, just think about how great that would be.
Henk
I must agree that it does need jet engines, just think about how great that would be.
Henk
loomaluftwaffe
Tech Sergeant
- 1,840
- Dec 20, 2005
i agree completely, looks so sexythe lancaster kicks ass said:
JonJGoldberg
Airman 1st Class
...Please excuse me Twitch... Especially because this aircraft is not from WW2.
I saw another photo today...
Guys you gotta check out this site from time to time...
( http://aafo.com )
Anyway I was 'browsing' today and I saw the pics from the 2005 Oshkosh air show. I saw this aircraft, or aircraft-s thing, like from a sixties acid trip Beatles movie, or maybe it is what Penelope Pitstop would fly... You know I never paid much attention to this emotional 'throwback'... I post below images of the modern 'genius' in the art of "advanced design", Burt Rutan. The images are of 'The White Knight' carrying 'Space Ship One'.
Simply 'FANTASTIC'...
Images Data From:
( http://aafo.com/airshows/2005/oshkosh_airventure/ )
( http://www.scaled.com/projects/tierone/info.htm )
I saw another photo today...
Guys you gotta check out this site from time to time...
( http://aafo.com )
Anyway I was 'browsing' today and I saw the pics from the 2005 Oshkosh air show. I saw this aircraft, or aircraft-s thing, like from a sixties acid trip Beatles movie, or maybe it is what Penelope Pitstop would fly... You know I never paid much attention to this emotional 'throwback'... I post below images of the modern 'genius' in the art of "advanced design", Burt Rutan. The images are of 'The White Knight' carrying 'Space Ship One'.
Simply 'FANTASTIC'...
Images Data From:
( http://aafo.com/airshows/2005/oshkosh_airventure/ )
( http://www.scaled.com/projects/tierone/info.htm )
Attachments
Had it entered service, this might have been the best looking aircraft of WWII:
http://aeroweb.brooklyn.cuny.edu/database/aircraft/getimage.htm?id=8436
Since it didn't, I would vote for the C-69 Constellation.
http://aeroweb.brooklyn.cuny.edu/database/aircraft/getimage.htm?id=8436
Since it didn't, I would vote for the C-69 Constellation.
- Thread starter
- #99
Twitch
Staff Sergeant
Yeah the Rainbow is a good one. Who's got some more specs an that baby?
That whole Rutan space combo thing looks so much like futuristic Luftwaffe designs it's wild!
That whole Rutan space combo thing looks so much like futuristic Luftwaffe designs it's wild!
JonJGoldberg
Airman 1st Class
V-1710 thanks much…
It has been more than a decade since I last saw a photo of it. I had forgotten about it until I saw the photo. This aircraft simply blows away the 'Connie' in the looks department, in fact it is my absolute favorite 4-piston engine aircraft period, heck it almost was a fighter... Wow!!! Thanks again.
I was introduced to this aircraft during a visit to Mitchel Field, Long Island, New York during the late seventies.
I searched the net for more photos and links to data as I needed to be reacquainted… Thought I'd share what was found…
The Republic XF-12 'Rainbow' (XR-12 after Sept. 1947)
Type: Long-range photo-recon. Aircraft
Crew: 7
Length: 93' 10" (28.62m)
Height: (8.75m)
Wingspan: 129' 2" (39.38m)
Wing area: (152.4 sq m)
Empty Weight: 66,980 lbs (30,382 kg)
Max Weight: 113,250 lbs (51,370 kg)
Engines: 4; Pratt-Whitney R-4360-31 28-cyl Wasp Major
Horsepower: 3250 hp each
Range: 4100 miles
Cruise Speed: 400 mph
Max Speed: 460 mph
Ceiling: 41,000 ft
This aircraft design was started in 1943 as a convoy fighter, to protect the bombers going on long-range missions. The Air Force later changed that requirement to that of a long-range photoreconnaissance aircraft, obviously fighter types of the day were proving more than 'adequate'. Alexander Kartveli and Republic switched to meet this requirement, as did Hughes with the XF-11.
So low-drag was a primary consideration of Kartveli throughout the design of the XF-12. Many of its features were taken directly from Republic's his considerable experience with fighter plane design. In an extremely rare case of design direction, absolutely no compromise with aerodynamics was made in the shape of its fuselage, the long pointed nose of the design virtually prohibited flow separation, on take-off and landing, the two halves of the streamlined upper windscreen rotated down into the nose to provide an unobstructed view for the pilots through a second flat windscreen. The engine nacelles, with their torpedo like shape were about the size of a P-47's fuselage. Rather than having individual cowl flaps, the entire nacelle was equipped with a sliding ring arrangement and internal variable-speed fan for cooling air on the cylinder heads. A system to route exhaust and supercharger and accessory waste gases to an oval "jet pipe" exhaust gained 250-300hp per engine; it added 20 mph to the XF-12s top speed at altitude (Republic press release).
When the XF-12 was modified with increased "all weather" equipment and outfitted with a new power plant capable of providing short bursts of extreme power, it suddenly assumed tremendous importance in the eyes of both the U.S. Air Force and the State Department. As a potent intelligence weapon, the XF-12 had the ability to obtain photographs both in daylight and under conditions of restricted visibility and at high altitudes over long ranges and with great speed; they intended operation from northern bases (Alaska and Canada); utilizing the XF-12 as a "flying photo laboratory", capable of mapping broad stretches of territory in the Arctic regions, performing reconnaissance with near-invulnerability (…Like the DH Mosquito, or SR-71).
The USAAF ordered two XF-12 prototypes in March 1944; the first acting as a proof of concept airframe was rolled out in December 1945. It made its first flight on 7 February 1946. A production order for 6 F-12's was placed in 1947.
The second prototype was fully equipped. In the pressurized cabin it carried, next to the three cameras, all necessary equipment for film-developing, printing and interpreting. The first flight was also made from Farmingdale, Long Island, 12 August 1947.
The Rainbow was re-designated XR-12 in September 1947.
"Operation Bird's-eye" was conceived to demonstrate the newly-designated XR-12's ultimate photo capabilities. On Sept. 1, 1948, the second XR-12 lifted off from Air Force Flight Test Center at Muroc, Calif. (now Edwards AFB), and climbed westward to gain altitude over the Pacific Ocean. Upon reaching its 40,000 foot cruising altitude, the XR-12 headed eastward and began photographing its entire route of flight over the entire United States. The crew shot a continuous 325 foot long strip of film composed of 390 individual photos covering a 490-mile-wide field of vision. The aircraft landed at Mitchel field at Garden City, Long Island, N.Y., completing a flight lasting six hours and 55 minutes. The record shattering flight was featured in the Nov. 29, 1948, issue of Life magazine and the actual filmstrip went on exhibit at the 1948 Air Force Association Convention in New York City.
At the time this record was made, the Air Force had already canceled the entire XF-12 program. The primary reason for its demise was the availability of both B-29 and B-50 types to meet the long-range photo-reconnaissance requirement until the far more capable RB-47 was brought into service.
Disaster struck on 7 November 1948 when number two engine of the second prototype exploded over Eglin AFB and the crew was forced to bail-out, the aircraft crashed in the Gulf of Mexico. Subsequently flying of the first prototype was suspended, the project was shelved.
Had the Rainbow been available in 1944, it almost inevitably would have been ordered in quantity, and the whole postwar structure of the commercial aircraft market might have been altered by the RC-2 (The passenger aircraft derivative, orders for which were given, but canceled by Republic, as without the military contract, Republic decided it was not economically feasible to construct.) with Republic building follow-on airliners. As it was, the Rainbow the first prototype ended its life sadly as a US Army artillery target at the Aberdeen Proving ground, despite its graceful lines and high performance.
Info sourced from:
( http://1000aircraftphotos.com/HistoryBriefs/RepublicXR12.htm )
( http://www.daveswarbirds.com/usplanes/aircraft/XF-12.htm )
( http://www.aerofiles.com/_repub.html )
Images sourced from:
( http://www.air-and-space.com )
Twitch… With regard to the Space Ship One… Ya think!!!! I too am floored.
This is my last 'contribution' to WW2aircraft.net.
My last post will be found here upon completion…
( http://www.ww2aircraft.net/forum/about962-0-asc-600.html ).
Sorry, I will no longer post or reply in any of these forums; go there to see why...
It has been more than a decade since I last saw a photo of it. I had forgotten about it until I saw the photo. This aircraft simply blows away the 'Connie' in the looks department, in fact it is my absolute favorite 4-piston engine aircraft period, heck it almost was a fighter... Wow!!! Thanks again.
I was introduced to this aircraft during a visit to Mitchel Field, Long Island, New York during the late seventies.
I searched the net for more photos and links to data as I needed to be reacquainted… Thought I'd share what was found…
The Republic XF-12 'Rainbow' (XR-12 after Sept. 1947)
Type: Long-range photo-recon. Aircraft
Crew: 7
Length: 93' 10" (28.62m)
Height: (8.75m)
Wingspan: 129' 2" (39.38m)
Wing area: (152.4 sq m)
Empty Weight: 66,980 lbs (30,382 kg)
Max Weight: 113,250 lbs (51,370 kg)
Engines: 4; Pratt-Whitney R-4360-31 28-cyl Wasp Major
Horsepower: 3250 hp each
Range: 4100 miles
Cruise Speed: 400 mph
Max Speed: 460 mph
Ceiling: 41,000 ft
This aircraft design was started in 1943 as a convoy fighter, to protect the bombers going on long-range missions. The Air Force later changed that requirement to that of a long-range photoreconnaissance aircraft, obviously fighter types of the day were proving more than 'adequate'. Alexander Kartveli and Republic switched to meet this requirement, as did Hughes with the XF-11.
So low-drag was a primary consideration of Kartveli throughout the design of the XF-12. Many of its features were taken directly from Republic's his considerable experience with fighter plane design. In an extremely rare case of design direction, absolutely no compromise with aerodynamics was made in the shape of its fuselage, the long pointed nose of the design virtually prohibited flow separation, on take-off and landing, the two halves of the streamlined upper windscreen rotated down into the nose to provide an unobstructed view for the pilots through a second flat windscreen. The engine nacelles, with their torpedo like shape were about the size of a P-47's fuselage. Rather than having individual cowl flaps, the entire nacelle was equipped with a sliding ring arrangement and internal variable-speed fan for cooling air on the cylinder heads. A system to route exhaust and supercharger and accessory waste gases to an oval "jet pipe" exhaust gained 250-300hp per engine; it added 20 mph to the XF-12s top speed at altitude (Republic press release).
When the XF-12 was modified with increased "all weather" equipment and outfitted with a new power plant capable of providing short bursts of extreme power, it suddenly assumed tremendous importance in the eyes of both the U.S. Air Force and the State Department. As a potent intelligence weapon, the XF-12 had the ability to obtain photographs both in daylight and under conditions of restricted visibility and at high altitudes over long ranges and with great speed; they intended operation from northern bases (Alaska and Canada); utilizing the XF-12 as a "flying photo laboratory", capable of mapping broad stretches of territory in the Arctic regions, performing reconnaissance with near-invulnerability (…Like the DH Mosquito, or SR-71).
The USAAF ordered two XF-12 prototypes in March 1944; the first acting as a proof of concept airframe was rolled out in December 1945. It made its first flight on 7 February 1946. A production order for 6 F-12's was placed in 1947.
The second prototype was fully equipped. In the pressurized cabin it carried, next to the three cameras, all necessary equipment for film-developing, printing and interpreting. The first flight was also made from Farmingdale, Long Island, 12 August 1947.
The Rainbow was re-designated XR-12 in September 1947.
"Operation Bird's-eye" was conceived to demonstrate the newly-designated XR-12's ultimate photo capabilities. On Sept. 1, 1948, the second XR-12 lifted off from Air Force Flight Test Center at Muroc, Calif. (now Edwards AFB), and climbed westward to gain altitude over the Pacific Ocean. Upon reaching its 40,000 foot cruising altitude, the XR-12 headed eastward and began photographing its entire route of flight over the entire United States. The crew shot a continuous 325 foot long strip of film composed of 390 individual photos covering a 490-mile-wide field of vision. The aircraft landed at Mitchel field at Garden City, Long Island, N.Y., completing a flight lasting six hours and 55 minutes. The record shattering flight was featured in the Nov. 29, 1948, issue of Life magazine and the actual filmstrip went on exhibit at the 1948 Air Force Association Convention in New York City.
At the time this record was made, the Air Force had already canceled the entire XF-12 program. The primary reason for its demise was the availability of both B-29 and B-50 types to meet the long-range photo-reconnaissance requirement until the far more capable RB-47 was brought into service.
Disaster struck on 7 November 1948 when number two engine of the second prototype exploded over Eglin AFB and the crew was forced to bail-out, the aircraft crashed in the Gulf of Mexico. Subsequently flying of the first prototype was suspended, the project was shelved.
Had the Rainbow been available in 1944, it almost inevitably would have been ordered in quantity, and the whole postwar structure of the commercial aircraft market might have been altered by the RC-2 (The passenger aircraft derivative, orders for which were given, but canceled by Republic, as without the military contract, Republic decided it was not economically feasible to construct.) with Republic building follow-on airliners. As it was, the Rainbow the first prototype ended its life sadly as a US Army artillery target at the Aberdeen Proving ground, despite its graceful lines and high performance.
Info sourced from:
( http://1000aircraftphotos.com/HistoryBriefs/RepublicXR12.htm )
( http://www.daveswarbirds.com/usplanes/aircraft/XF-12.htm )
( http://www.aerofiles.com/_repub.html )
Images sourced from:
( http://www.air-and-space.com )
Twitch… With regard to the Space Ship One… Ya think!!!! I too am floored.
This is my last 'contribution' to WW2aircraft.net.
My last post will be found here upon completion…
( http://www.ww2aircraft.net/forum/about962-0-asc-600.html ).
Sorry, I will no longer post or reply in any of these forums; go there to see why...
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