Author Topic: Apophenia's Offerings  (Read 906590 times)

Re: Apophenia's Offerings
« Reply #1500 on: February 20, 2017, 06:12:36 PM »
Superlative!

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1501 on: February 23, 2017, 11:19:32 AM »
Bell 'Export Fighters' -- End of the Line for the Allisons

By the end of 1943, the performance of the P-45 series was seriously lagging. Only at Curtiss' Buffalo plant were Allison-powered P-45s still being produced. RAF orders were being diverted in their entirety to the Soviet Union. In most of Europe, USAAF Bataans were being replaced by superior, Merlin-powered P-51 Mustangs. Only in Italy, with the 31st Fighter Group of the 15th Air Force did the P-45 soldier on as a combat fighter.

(Top) 'Bettie' was a P-45M-3CU of the 308th Fighter Squadron flying out of San Severo (220 miles east of Rome) in Nov 1944. The diagonal red stripes were a Group marking for the 31st FG, yellow stripes under the wing and horizontal tail were Group recognition marks. By March 1945, this Bataan had been passed on to the Italian Co-Belligent Air Force.

Bell Aircraft found itself with a production problem. The P-45 line had been wound up, orders for the P-59B jet fighter had been slashed, and the prototype XP-83 jet escort fighter would not fly until Feb 1945. Thus, when Rolls-Royce resurrected the idea of re-engining the Bataan, Bell was highly motivated to run with the concept. This time, instead of the Merlin, Rolls was promoting the larger Griffon which was to be built in the US to power the proposed Hughes F-11B photo-reconnaissance aircraft.

Rolls-Royce quickly arranged to ship the powerpack from a Spitfire XII to Bell complete with Griffon IIB (RG2SM) V-12, engine-bearers, cowling, and 4-blade Rotol Jablo XH.54D-RM-55 prop, along with the block radiator from a Fairey Firefly Mk.I. These were quickly installed in a P-45N airframe for testing. The single-stage Griffon IIB was in no way representative of planned US-built Griffons but it would make Bell the first American firm with practical experience of the new engine.

(Bottom) 44-308471 was a late-production P-45N-10BE airframe adapted to the British Rolls-Royce Griffon IIB engine. Initially designated XP-45R, by the time the prototype conversion had flown, this aircraft had been redesignated XP-76. The XP-76 is shown here as first flown. The Bell Aircraft logo on the tail fin and 'Rolls-Royce Griffon' script on the starboard-side nose were both removed at Wright Field (at the time that a large dorsal fin was added to improve directional stability).
______________________________
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Offline Tophe

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Re: Apophenia's Offerings
« Reply #1502 on: February 23, 2017, 12:49:27 PM »
 :-* Your XP-76 is a marvel, thanks!

Offline upnorth

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Re: Apophenia's Offerings
« Reply #1503 on: February 23, 2017, 03:13:45 PM »
I love these Bell developments you're onto lately.
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Offline AXOR

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Re: Apophenia's Offerings
« Reply #1504 on: February 23, 2017, 07:06:32 PM »
I like very much the XP-76 version,it reminds me of Curtiss XP-40 Q...great job sir !
Alex

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1505 on: February 24, 2017, 03:02:58 AM »
Thanks kindly folks. And now for a bit of verbosity ...
_________________________________

Bell 'Export Fighters' -- Notes on American Griffons

The story of Rolls-Royce Griffons (and derivatives) used by the USAAF is a bit convoluted. So, a summary of sorts is needed ...

As already mentioned, Rolls-Royce provided a Griffon IIB (RG 2 SM) engine to Bell for its Model 38 XP-45R/XP-76 prototype conversion (or Bastion, as it came to be known). This Griffon was a single-stage engine intended to produce 1,730 hp at 750 feet. The British goal was to continue the tradition of low-level fighter provided by the Allison-powered P-45 Bataan series. The RAF also hoped for an alternative powerplant source for its Griffon-Spitfires. That never happened. Priorities were shifting and the USAAF no longer favoured low-altitude performance but it did see a medium-altitude, Griffon-powered Bell fighter as a good complement to the Army Air Force's very successful P-51D Mustangs.

In the US, the Griffon licensed-production was initiated for the Hughes F-11B photo-recce aircraft. This engine would differ from British-built Griffons primarily in its revised supercharger fitted with a down-draft Bendix-Stromberg PR-58E2 4-barrel pressure injection carburetor (as used on in-service USAAF R-2800-C radials).

The US-built Griffon was seen as a big-brother to the Packard-built V-1650 Merlin. US production was assigned to the Hudson Motor Car Company of Detroit, MI. By the time the XP-76 prototype conversion had flown, Hudson's Jefferson Avenue plant was already preparing to produce the British V-12. However, the design work on the revised supercharger was lagging and Hudson was ordered to complete early-production engines with the same supercharger design and updraft Bendix-Stromberg 9T-40/1 carb as used on Spitfire XIVs.

To power the second XP-76A prototype, Bell was provided with the first flight-worthy Hudson V-2240-1 'Invader'. The name didn't stick -- the V-2240 was invariably referred to as a 'Griffon' -- but the engine was a complete success. Meanwhile, Bell had completed a small pre-production run of P-76A Bastions which were fitted with Rolls-Royce built Griffon 61 (RG 4 SM) engines and Rotol Jablo 5-bladed propellers upon their arrival at an 8th AF Maintenance Squadron base in southern England.

All Hudson V-2240-1 engines were prototypes only. The first full-production engine was to be the Hudson V-2240-3 (with contra-rotating Aeroproducts AD6462-X4 6-blade propeller) for the Bell P-76B (Model-38) Bastion. Delays with the contra-prop were sufficient to cancelled the V-2240-3 in favour of Hudson V-2240-5 with a reduction gear suited to a conventional propeller system. The Bell P-76B was also cancelled in favour of the P-76C (Model-38C). [1]

The Bell P-76C Bastion was the first fully US-made variant. Hudson provided the V-2240-5 Griffon engine, Aeroproducts its 5-bladed A842-H1 propeller. The P-76C run was comparatively short as Hudson replaced the V-2240-5 on its line with V-2240-9 Griffons. [2] The V-2240-9 had a higher compression ratio suited to now-available 150 octane fuels. This led to the Bell P-76D which, externally, was all but indistinguishable from the 'C model Bastion.

The next model of Bastion was the Bell P-76F [4] powered by a V-2240-13 Griffon. [2] The V-2240-13 featured a down-draft Bendix-Stromberg PR-58E2 carb and Aeroproducts AD6464-H1 6-bladed contra-prop. Few of these 'AD' engines had been delivered before the end of the war. [3]

Also in the works at war's end was the fuel-injected Hudson V-2240-11 for the Curtiss-built P-76G. Several of these engines were completed but, in September 1946, all orders for the P-76G were cancelled outright. Bell assembled its V-2240-11 powered XP-76K as a prototype for the P-76G but the results of flight-testing were moot. The war was over and, with it, the era of the piston-powered fighter.

_________________________________

[1] There was no 'Model-38A' or 'Model-38B'. Bell had simply rationalized its Model sub-type letters to match USAAF designations.

[2] The V-2240-7 was the priority down-draft carb Griffon variant intended for the Hughes XF-11B.

[3] 'AD' signified 'Aeroproducts Dual rotation' (ie: contra-rotating) in this designation system.

[4] The unbuilt Curtiss-built P-76E was to have been akin to the P-76D but fitted with a 5-bladed Hamilton-Standard 'paddle prop' which never emerged. Curtiss' P-76E orders were transferred to P-76Gs.
_________________________________
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Tophe

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Re: Apophenia's Offerings
« Reply #1506 on: February 24, 2017, 01:26:54 PM »
:-* Your XP-76 is a marvel, thanks!
I cannot resist the temptation to present the (beautiful) Mustang derivatives of this XP-76 (tanks again!)

Re: Apophenia's Offerings
« Reply #1507 on: February 24, 2017, 11:10:48 PM »
As much as I'm loving these Bells I really hope we get to see a Griffon F-11!!! Would this be with the Shackleton-esque annular radiator or a more svelte boom?

Also any chance of a PR P-45??

Great stuff!

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1508 on: February 25, 2017, 12:28:15 AM »
Oh my that Bell XP-76 is so slim and sleek with gentle curves in all the right places!

Brian da Basher

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1509 on: February 25, 2017, 04:10:11 AM »
Thanks folks! Great stuff Tophe!

As much as I'm loving these Bells I really hope we get to see a Griffon F-11!!! Would this be with the Shackleton-esque annular radiator or a more svelte boom?

EH: There's not much in the historical records about the Hughes F-11B/R-11B. Attached is part of a GA blueprint for the unbuilt XF-11B. I believe that to be the only image that survives of the proposed 'B model.

Like the F-11, Griffon engining concepts originated with the wooden-airframed Hughes DX-2/P-73 series. Here, the British powerplant was seen as a potential back-up to the complex Wright R-2160 Tornado. The first serious consideration came with the Griffon II-powered D-5B/XA-37B. In both cases, underslung radiators were to be used on each boom.

The concept of a Griffon-powered F-11B only became practical once Griffon outputs exceeded 2,300 hp. The Griffon's reduced frontal area was helpful but, even then, a serious airframe weight-reduction problem would have been required for the F-11B to be practical.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Re: Apophenia's Offerings
« Reply #1510 on: February 25, 2017, 04:19:44 AM »
Thanks for that. Fascinating!

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1511 on: February 25, 2017, 11:39:01 AM »

Bell 'Export Fighters' -- The P-76 Bastion

The Bell P-76A consisted of a small pre-production run fitted with Griffon 61s and Rotol Jablo props in England. All deployed P-76As went to B Group of the 352nd Fighter Squadron to form an overseas familiarization flight for the 353rd Fighter Group.

(Top) 'Keylock Kids': a Bell P-76A of B Group, 352nd Fighter Squadron, 353rd Fighter Group based at Raydon in Suffolk. Later named 'Sweet Helen II', this Bastion was flown by the commander of the P-76 familiarization flight. Capt. HF Mace had come from an OTU (having previously flown Mustangs with the 362nd FS, 357 FG).

The first full-production model Bastion was the Bell P-76C powered by a Hudson V-2240-5. The P-76C was the 353rd Fighter Group's first Bastion into full service and the only model of the type to actually see combat in WW2. All P-76Cs went to the 352nd FS. At war's end, P-76Ds with high compression V-2240-9 Griffons were re-equipping the 350 FS but this process was not complete when news of Germany's surrender was received.

(Bottom) A near-new Bell P-76C, also of the 352nd FS, 353rd FG at Raydon. 'Princess Marie' has complete 352rd markings but, for some reason has yet to have its anti-glare panel applied. 'Princess Marie' was lost over Germany. Pilot, Lt. Billy J Lancaster bailed out but was reported as 'Missing'. The ground crew have dutifully recorded Lt. Lancaster's 3 1/2 ground kills.

_________________________________
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Tophe

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Re: Apophenia's Offerings
« Reply #1512 on: February 25, 2017, 03:15:44 PM »
about the Hughes F-11B/R-11B. Attached is part of a GA blueprint for the unbuilt XF-11B. I believe that to be the only image that survives of the proposed 'B model.
Wonderful picture! While... texts are blurred, I cannot see if the line from the canopy is "antenna" or "fuselage" (either triplex-fuselage twin-engine layout or asymmetric twin-fuselage single-engine)... That makes me dream. I am willing to illustrate these dreams, and at the same time I would like to know which one is true.

EDIT: my interprétations of your profile, thanks!:
« Last Edit: February 25, 2017, 06:22:22 PM by Tophe »

Re: Apophenia's Offerings
« Reply #1513 on: February 25, 2017, 06:11:51 PM »
Wow! That is some serious tail! Very little P-39 DNA in there anymore but I really like where you have taken this lineage. Doubt it has any performance concerns versus the P-51 now.

Again, really enjoying this series. Please say its not quite the end yet.

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1514 on: February 27, 2017, 07:07:54 AM »
... Also any chance of a PR P-45?? ...

For Empty Handed: The Bell F-7 was the tactical reconnaissance version of the P-45 Bataan. Two strategic reconnaissance versions were planned with Rolls-Royce (F-7A) or Packard Merlins (F-7B). Neither was built. The first completed variant was the Allison-engined F-7C.

Other than cameras and some minor equipment changes, the F-7C was similar to the P-45C Bataan while the Curtiss-built F-7D was essentially a camera-equipped P-45E. Curtiss followed this with the F-7E, a Tac/R derivative of the P-45J. Many of these reconnaissance fighters were passed on to Allied air forces when USAAF units standardized on the F-6 Mustang.

The first Ally to receive F-7Cs was the Aviazione Cobelligerante Italiana. The Italians received their 'Photo-Bataans' as hand-me-downs from the USAAF 3d Photo Recon Group's 5th Photo Recon Squadron (at Pomigliano) when that unit took on long-range F-10 Mitchells in 1944 ... although, apparently, some of the donated aircraft originated with the 111th TacR. ACI F-7s served with the 238ª Squadriglia, 101º Gruppo, 5° Stormo flying out of Nuova Airfield in the Campomarino region. All ACI operations were over the Balkans (primarily Albania and the Dalmatian coast).

(Top) 'J.Baracca', a rather scruffy ex-USAAF Bell F-7C-2BE of the ACI overpainted with Italian markings. This F-7C shows vestiges of former 111th TacR ownership on its rudder.

The French also received ex-USAAF 'Photo-Bataans'. GR II/33 'Mouette du Rhin' converted to Bells - a mix of F-7Cs and F-7Es - in Sept 1944 at Dijon. The F-7Cs were left in Dijon for conversion training when the squadron moved north. Almost as soon as the war in Europe ended, GR II/33 converted to F-6K Mustangs.

(Bottom) A French Bell F-7E-1CU of GR II/33 'Mouette du Rhin'. Note that this unarmed aircraft has been covered in a thick coat of polish to wring as much airspeed out the Bell as possible.

__________________________________
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Tophe

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Re: Apophenia's Offerings
« Reply #1515 on: February 27, 2017, 01:49:42 PM »
Wow! :-* And with so many details it cannot be invented. Just secret, revealed after many decades in secrecy.. ;)

Re: Apophenia's Offerings
« Reply #1516 on: February 27, 2017, 07:06:28 PM »
Thank you!  :)

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1517 on: February 28, 2017, 10:33:49 AM »

Bell 'Export Fighter' Finale -- The P-76F 'Super Bastion'

The ultimate piston-engined Bell fighter was the P-76F 'Super Bastion'. This Bell Model-43 is sometimes regarded as the P-76C with contra-rotating propellers ... but there were other, more subtler airframe changes planned for the 'F model.

The P-76F was, indeed, fitted with contra-rotating props -- the 6-bladed Aeroproducts AD6464-H1. To balance that substantial propeller and its complex reduction gearing, the entire Hudson V-2240-13 Griffon was moved further aft. This was only possible because the V-2240-13 employed a down-draft carburetor -- a Bendix-Stromberg PR-58E2 pressure injection carb - allowing the supercharger to snuggle in above the retracted main wheels.

The 'Super Bastion' also sported longer-span laminar-flow wings than the P-76C. These new wings had the same profile and basic planview other than featuring squared-off wing tips. The overall effect being a slightly more compact and better-balanced fighter than the earlier models of Bastion.

The sole 'Super Bastion' delivered to the USAAF before Japan's surrender was the first XP-76F. In part, P-76F development had been delayed by the complex propeller system. But, Germany's surrender had also skewed the requirement. Instead of a high-performance medium-altitude fighter, the USAAF was suddenly interested in fighters better able to counter the menace of low-flying kamikaze aircraft. Indeed, the second XP-76 was to have its carburetion adjusted for maximum performance at low altitude.

The first XP-76F used standard P-76C tail surfaces but test-flying quickly revealed the need for even more keel area. Production P-76Fs were to have further enlarged fins and much bigger dorsal fins. Production P-76Fs were also intended to have cowling-integral engine mounts (whereas the XP-76F had simple tubular mounts). The P-76F was to retain the P-76C's six-machine gun armament although there was debate as to whether cannons were preferable when engaging the kamikaze.

(Top) The sole XP-76F 'Super Bastion' in late 1947 when on loan to the NACA Flight Propulsion Laboratory (formerly NACA Aircraft Engine Research Laboratory) at Cleveland, OH.

Assembly of the second XP-76F was cancelled with the end of the war. The components were retained as spares for the first prototype. In 1946, Bell regained ownership of the second XP-76F airframe with the intention of modifying the aircraft as a racer. To be competitive in the upcoming 1947 National Air Races at Cleveland, the aircraft would require a drag-reduction program and a low altitude engine. The latter was provided by Hudson Aero-Engines who, along with Aeroproducts would join Bell Aircraft in sponsoring the 'Super Bastion' racer.

Drag-reduction consisted of a new side-hinged, low-profile canopy and the wings were shorted at the tips by just over two feet. Plans were in place to enlarge the vertical tail surfaces as needed but that was never done. On its first test-flight, the new Hudson V-2240-15 began to vibrate violently. Bell's Chief Test Pilot, Jack Woolams, throttled-back and circled to return to the Wheatfield airport.

Witnesses on the ground reported the 6-bladed propeller unit then parting company with the aircraft. The pilot jettisoned the canopy but was unable to bail out as the aircraft entered a spin. Woolams was killed when the propellerless 'Super Bastion' racer crashed in Lake Erie. In the aftermath of this tragedy, Larry Bell ended all corporate support for air-racing and forbade Bell test pilots from flying racers.

(Bottom) The 'Super Bastion' racer, NX-3970. The Hudson logo was displayed on the portside cowling, the 'AeroProp' logo on the starboard. During the war, the 'Super Bastion' program had adopted the cartoon charcter Daffy Duck as its mascot. On the fin is the character from 1943's Yankee Doodle Daffy.

And, as Daffy would say: "That's All Folks!"

________________________________________________
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Tophe

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Re: Apophenia's Offerings
« Reply #1518 on: February 28, 2017, 02:16:38 PM »
Very good, once more! :-*

Offline AXOR

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Re: Apophenia's Offerings
« Reply #1519 on: February 28, 2017, 07:31:17 PM »
I love the ''Super Bastion'' racer...unfortunate that a tragedy ended his race career.
Great job as usual.
Alex

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1520 on: March 04, 2017, 11:22:15 AM »
Thanks folks!

Dalle Corse alla Caccia is my Macchi M.C.72-based entry into the Floaty GB:
http://beyondthesprues.com/Forum/index.php?topic=7064.msg122656#msg122656
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1521 on: April 11, 2017, 12:13:19 PM »
I'm moving house tomorrow and won't have an internet connection for at least a month. I'll check in through wifi hotspots if I can ... just to dispel any rumours about internment in the Red Star GB re-education camp   ;)
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

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Re: Apophenia's Offerings
« Reply #1522 on: April 11, 2017, 06:02:00 PM »
just to dispel any rumours about internment in the Red Star GB re-education camp   ;)

Sure comrade...you just keep telling people that.  Your stint in the re-education camp will do you wonders...
All hail the God of Frustration!!!

You can't outrun Death forever.
But you can make the Bastard work for it.

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1523 on: May 16, 2017, 02:54:35 AM »
Sure comrade...you just keep telling people that.  Your stint in the re-education camp will do you wonders...


Da, very refreshing! Currently, GLONASS coverage is excellent (outages of between one-to-three months being well within acceptable productivity quota goals).

_____________________

A fairly simple whif wherein Air Corps funding for Harold Caminez's Allison V-1710 engine design was cancelled once US airship development ended. As such, the V-1710C is not available for use by Curtiss.

French use of the Curtiss Hawk 75A had shown that the USAAC's radial-engined P-36s would be readily outclassed by potential German opponents. Plans were underway for US production of the Rolls-Royce Merlin but the British insisted on exclusive supply so long as the US remained officially neutral. The British had, however, provided the Air Corps with captured German equipment to study.

Of most interest was a damaged Messerschmitt Bf 109E-4/N fighter, W.Nr. 1190, which had been shot down over East Dean on 30 Sept 1940. Upon arrival in the US, this Messerschmitt was delivered to Curtiss for inspection. Although Curtiss' primary interest was in studying Messerschmitt production techniques, it was also readily apparent that the German Daimler-Benz DB 601N engine could be fitted into the Curtiss Hawk 75A.

Photo of Curtiss workers unloading W.Nr. 1190: http://www.kurfurst.org/Engine/DB60x/DB601_datasheets_N.html

While Curtiss set about installing the captured DB 601N into a Air Corps' Curtiss P-36 airfame, a crash program was undertaken to reverse-engineer this powerplant for US production. Curtiss found that it was necessary to increase the main undercarriage legs to improve propeller ground-clearance (the new legs compressed as the gear was retracted). To improve control and re-establish the centre-of-gravity, the vertical tailplane was also moved aft.

(Top) Prototype XP-40 converted by fitting a USAAC-supplied P-36A with a Daimler-Benz DB 601N.

The Hudson Motor Car Company undertook engine production. The 33.93 litre DB 601N entered US service as the Hudson V-2070 'Hornet'. Like the German original, the V-2070 produced 1,200 hp on 100 octane fuel. The US was also interested in the German motorkanone arrangement. In place of the Messerschmitt's Oerlikon cannon, the USAAC chose a 20 mm Madsen gun (which would replace the P-36's twin cowl guns). Delays in Madsen deliveries led to production P-40s to be armed with a single .50-calibre motor-gun along with twin .30-calibre wing guns.

The initial-production P-40 model was quickly eclipsed by the P-40A with four wings guns and the Madsen motor-cannon. This The P-40A was the first model to equip active-service squadrons (the handful of P-40s were employed as trainers and on experimental duties). The P-40A was fitted with a V-2070-2 engine and modest armour protection for the pilot (fuel-tank protection would not arrive until the heavier P-40B).

(Bottom) Curtiss P-40A, USAAC 18th Pursuit Squadron (note lengthened rear fuselage).

______________________________
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Offline elmayerle

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Re: Apophenia's Offerings
« Reply #1524 on: May 16, 2017, 07:10:13 AM »
Very nice!  It will be very interesting to watch the evolution of this design concept.

I wonder how installation of that engine on a Republic design would compare with a Caproni-Reggiane Re.2001, given the similarities between the Re.2000 and the P-35.