Sea fang vs Sea fury vs XP-72

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As a former Mechanical engineer this situation is something that is often glossed over, maintenance heavy equipment is a massive burden on your crews and the more they have to do it the more pissed off they get and the reliability suffers as a consequence. Having to constantly work, on a plane in this case causes resentment and the care factor starts to wane especially having to remove so many plugs so often resulting in the chances of damaging the threads likely meaning more work to fix it and more swearing and more resentment and moral suffers. Lastly looking at the fuel system, ammunition and supercharger layout the plane is ''full'' of things to be hit, all late war German and British aircraft had switched over to cannons and there's very few places on a Thunderbolt that a API/SAPI round can hit that won't cause a fire or explosion, the things a flying fuel tank surrounded by ammunition.
 
I just realized something
The 5 blade XP-51G prototype is even faster than the XP-72. How?.

 
Anything with a single Merlin or Griffon was lighter than anything with a single R-4360 in it!

Let's see:

Merlin 61, 2-stage: Dry weight: 1,640 lbs.; 1,580 hp.

Griffon 65, 2-stage: Dry weight: 1,980 lbs.; 2,035 hp (2,220 hp if 150-Grade fuel was used).

R-4360-51 VDT, 1-stage: Dry weight: 3,720 lbs.; 4,300 hp.

So, you get to choose what you want to fly. But ... the XP-72 had very competitive wing loading with any of the late-war piston fighters.
 

The R-4360 VDT never went into service.
 
It's the engine with the easiest to find data, at least for me. Check Wiki.

The actual R-4360 in the XP-72 was more like 3,500hp, but the jump to 4,000+ hp took place VERY rapidly and the engine was in service in the B-29D rapidly, too.
 
It's the engine with the easiest to find data, at least for me. Check Wiki.

The actual R-4360 in the XP-72 was more like 3,500hp, but the jump to 4,000+ hp took place VERY rapidly and the engine was in service in the B-29D rapidly, too.

Variants[edit]


Pratt & Whitney R-4360 Wasp Major
  • R-4360-4 - 2,650 hp (1,980 kW)
  • R-4360-17 - 3,500 hp (2,600 kW) XB-35 and YB-35 outboard engines with 8-bladed contra-rotating propellers[5]
  • R-4360-20 - 3,500 hp (2,600 kW)
  • R-4360-21 - 3,500 hp (2,600 kW) XB-35 and YB-35 inboard engines with 8-bladed contra-rotating propellers[5]
  • R-4360-25 - 3,000 hp (2,200 kW)
  • R-4360-41 - 3,500 hp (2,600 kW)
  • R-4360-45 - 3,500 hp (2,600 kW) YB-35 outboard engines with 4-bladed propellers[5]
  • R-4360-47 - 3,500 hp (2,600 kW) YB-35 inboard engines with 4-bladed propellers[5]
  • R-4360-51 VDT - "Variable Discharge Turbine" 4,300 hp (3,210 kW). Intended for B-36C. Used on Boeing YB-50C Superfortress. 2-Power recovery turbines.
  • R-4360-53 - 3,800 hp (2,800 kW)
  • R-4360-B3 - 3,500 hp (2,600 kW)
  • R-4360-B6 - 3,500 hp (2,600 kW)

Only the VDT had over 4,000hp according to Wiki.
 
The XB-44 flew in May 1945 with R-4360s of 3,000 hp or so. In Dec 1945, the B-44 name was changed to B-50 and orders went from 200 to 60. In 1947, the YB-50C was ordered with turbo-compound engines. It was under construction when it was decided to order the B-36 instead, but the engines were developed for it. That's pretty rapid for peacetime development ... what a year and a half or so NOT under wartime development schedules. I call that rapid.

Boeing built 370 aircraft in the B-50 series with 10 – 12 major improvements over the B-29 progressively being added, not the least of which were the R-4360s, none of which had the turbo-compounds in it.

The B-36 started with the 3,000 hp engines but progressed to the 3,800 hp, not 4,000 hp as I said above, units with the B-36F. This was about the 1950 - 51 timeframe. The delay from when the engines were developed to when they flew was the switch from the B-50C to the B-36, not the R-4360 turbo-compounds.
 
Actually the XB-44 led into the development of the B-29D. The B-29D received the B-50 designation so the program can be funded as a "new" bomber program. The rest is history.
 
I wonder what would be the cost per unit of the P 72. No doubt, only America would be able to afford such a fighter
 
So XP-72 eventhough being developed much earlier, still far superior to seafang and sea fury?. Is it faster at all altitude?.
Like W wuzak said, the XP-72 only ever existed as a couple of prototypes, so the high speed attained in the test machines would almost certainly have been lower if it had ever made it to production. I think the prototype Spiteful made close to 500mph as well, but the production aircraft did not, not that they made very many anyway.
The geneses of the Sea Fury was the "Fury", which first flew in 1944 as well, but took a back seat to more pressing matters. The British didn't have the same capacity to develop multiple expensive projects simultaneously, and during war-time, development projects often got abandoned to focus resources on existing types already in production.

I for one would love to see what could have been, if the Spitfire Mk.III had actually made it into service. Or Tempests without chin scoops
 
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Me 262 was 6,400 man-hours in the only place I found it.

P-47 started off at 22,000 man-hours and fell to 9,600 man-hours by the end of the war.

I'd say the XP-72 was back up in the 20,000+ man-hour area because it was a prototype and not a production airframe, but I have never seen an actual man-hour number for it. Hand-built airplanes aren't quick to assemble.
 
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Test speed of the P-72 could be either way.

The propeller had not been finalized yet. Not sure the supercharger system had been finalized yet either.
Not sure the armament had been truly determined either. That was a lot of airplane for less armament than a P-51.

The P-47N wasn't that much slower than than the P-72 considering the two extra guns, the under fuselage hard point and the rocket racks. Not to mention only using 18 cylinders instead of 28 cylinders.
 

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