Author Topic: Canadian Cobras  (Read 15279 times)

Offline apophenia

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Canadian Cobras
« on: July 09, 2013, 10:43:40 AM »
Canadian Cobras (Part One - Elsie MacGill, Queen of the Cobras?)

First a bit of 'Real World' Canadian history. During WWII, the Royal Canadian Air Force tried to standardize its fighter force on locally-built Hurricanes. Licenced by the Canadian Car & Foundry (CCF or CanCar), Hurricanes were built in Fort William, Ontario (now Thunder Bay) under the guidance of Elizabeth Muriel Gregory MacGill.

A graduate of MIT, Vancouver-born Elsie MacGill was the first accredited female aircraft designer. Lured away from Fairchild Canada in 1938, MacGill joined CanCar as their Chief Aeronautical Engineer. For her fighter work, Elsie MacGill was celebrated during the war as "The Queen of the Hurricanes".

But priority for CanCar Hurricanes (and Sea Hurricanes) was given to British requirements. As result, the RCAF decided in mid-1941 to concentrate available Hurricanes in its Eastern Air Command. Since most Canadian aircraft makers were occupied producing aircraft for training and overseas use, the RCAF looked to US makers to provide fighters for RCAF Western Air Command. Their choice was the Buffalo, New York-built Bell P-39 Airacobra.

As most people know, the RCAF never got Airacobras. Instead, the Kittyhawk was used to bolster Western Air Command as the Japanese menace neared the shores of British Columbia. But what if the RCAF had got its Airacobras and, instead of imports, they were built by CanCar? Elsie MacGill would have become "The Queen of the Cobras"!

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

Offline apophenia

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Re: Canadian Cobras
« Reply #1 on: July 09, 2013, 10:46:29 AM »
Canadian Cobras (Part Two)

By mid-1941, the RCAF had determined that it would require 144 Airacobra fighters to equip its Western Air Command. The RAF was just in the midst of receiving its own Airacobra (then called the 'Caribou'). RCAF Rockcliffe was able to flight test an RAF aircraft (AH621) in November 1941 prior to its delivery to UK. These trials (flown by F/L RB Middleton) were generally satisfactory although, ideally, the RCAF would have liked to be in a position to request detail changes. Their chance came a month later.

With America's entry into the war, it became clear that Bell's output may not be sufficient to provide for both USAAF and RCAF needs. Alternatives such as the Curtiss Kittyhawk were considered. In January 1941, a radical proposal was presented to the Department of Munitions and Supply's Aircraft Production Branch by the management of Canadian Car & Foundry.

CanCar would re-organize its aircraft plants to accommodate Airacobra production in Canada. Under this scheme, Hurricane production would be moved to CanCar's eastern facilities (wings at Turcot, QC; fuselage and tails at Amhearst, NS; with assembly at an enlarged Dorval, QC facility). This re-organization would free CanCar's largest and most westerly factory at Fort William, ON to focus on building Airacobras.

The production plan was simple. Components such as engines, propellers, undercarriage, etc. would be imported from the US. As many unchanged P-39 components would be imported from Bell suppliers for assembly in Canada by CanCan and it's major sub-contractor, Fleet Aircraft (chosen, in part, for Fleet's proximity to Buffalo). Components requiring major changes to suit the RCAF would be manufactured at Fort William.

After ensuring that some of CanCar's eastern Avro Anson trainer production could safely be reallocated, the Aircraft Production Branch agree with CanCar's proposal. Put in charge of organizing Canadian Airacobra production and integrating RCAF design modifications was CanCar's Chief Aeronautical Engineer, Elizabeth Muriel Gregory MacGill.

Caption: The RCAF's test Airacobra Mk.I (AH621, on loan from the RAF) in formation with the sole Allison Hurricane conversion (a testbed for CanCar's proposed Model 76 Hurricane).

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

Offline apophenia

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Re: Canadian Cobras
« Reply #2 on: July 09, 2013, 10:48:54 AM »
Canadian Cobras (Part Three)

When Canadian Car & Foundry proposed building the Bell Airacobra at its Fort William plant, management was already aware that the RCAF wished to incorporate a number of improvements into the design. Commonwealth radio and armament changes had already been incorporated into RAF Airacobras so few major challenges were anticipated. However, the full extent of desired RCAF modifications came as a shock to CanCar's chief engineer, Elsie MacGill.

The RCAF was not satisfied with armament changes examined on AH621, insisting on a Hurricane-like eight-gun wing armament while retaining a 20mm Hispano M2 cannon firing through the propeller hub. Extensive changes were thought necessary to suit the aircraft for Arctic conditions. Buried radiators made overnight coolant draining overly complex and a tricycle undercarriage was seen as most ill-suited to landing on snow-covered airfields.

Rather than tackled this avalanche of modification requests head on, Elsie Gregory MacGill recommended the simpler expedient of adapting Bell's Model 5 (XFL-1 Airabonita) airframe to RCAF requirements. The Model 5 already featured a tailwheel undercarriage and twin underwing radiators. The RCAF accepted this recommendation pending US Navy trials with the XFL-1.

In the meantime, Elsie MacGill began adapting the airframe to RCAF needs and Canadian operating conditions. The largest change was accommodating the desired powerplant. In place of the Allison V-1710, the RCAF requested the Packard Merlin 28 (as used by the contemporary Hurricane XIs) modified to direct-drive for the Airabonita.* Other proposed changes were a clear-view canopy and an extended rear fuselage (allowing the tailwheel to be shifted aft).

US flight trials with the Airabonita did not go as smoothly as anticipated, with the twin radiator installation producing considerable drag. Alternatives considered were a Hurricane style ventral bath as well as a chin radiator beneath the propeller driveshaft. Neither of these proposals were examined in depth because, once the Aircraft Production Branch became aware of developments, a stop-work order was issued. The APB had agreed to building a least changed Airacobras in Canada, not 'productionized' Airabonitas!

* For Reverse Lend-Lease purposes, this Merlin was designated V-1650-E1

To be continued ...
« Last Edit: July 09, 2013, 10:51:05 AM by apophenia »
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Litvyak

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Re: Canadian Cobras
« Reply #3 on: July 09, 2013, 11:21:48 AM »
I'm loving this! :)
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Offline Alvis 3.1

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Re: Canadian Cobras
« Reply #4 on: July 09, 2013, 11:20:58 PM »
Awesome idea, so close to reality.

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Re: Canadian Cobras
« Reply #5 on: July 10, 2013, 02:15:26 AM »
I wonder...will the turbosupercharger from the prototype make a reappearance?
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Re: Canadian Cobras
« Reply #6 on: July 10, 2013, 04:18:03 AM »
Interesting! I like the alternate radiator arrangements.  :)

Offline apophenia

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Re: Canadian Cobras
« Reply #7 on: July 11, 2013, 02:57:00 AM »
Thanks folks! More to come ...

I wonder...will the turbosupercharger from the prototype make a reappearance?

Well, let's just say that later models will be 'boosted'  ;)
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Offline raafif

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Re: Canadian Cobras
« Reply #8 on: July 11, 2013, 01:13:10 PM »
methinks Airacobra on skis and floats are called for  >:D
    (ski equipped Mustang & P-38 were trialled in Alaska)

Offline apophenia

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Re: Canadian Cobras
« Reply #9 on: July 12, 2013, 08:48:53 AM »
Skis are an interesting idea, raafif. The Kingcobra was tested on skis (not sure about the Airacobra).
http://commons.wikimedia.org/wiki/File:Bell_P-63A_on_skis_061024-F-1234P-025.jpg ___________________________________________________________________________

Canadian Cobras (Part Four)

With strict limits imposed on changes, preparation for a Canadian-built Airacobra progressed more quickly. The RCAF still had reservations about the Airacobra but the need for fighters on the West Coast had become critical. As an interim solution, the US Air Attache in Ottawa proposed that Canada take on Lend-Lease Bell Model 14As - the P-400 Airacobras rejected by the RAF.

With Japanese forces landing in the Aleutians, Canada gratefully accepted the P-400s. Training had already begun on American Airacobras. Pilots from the RCAFs 118 (F) Sqn at Sea Island, BC, were able to try out P-39D's of the 31st Pursuit Group at nearby Paine Field in Washington State. Those same pilots would take delivery of the first P-400s from USAAC stocks, flying them directly from Seattle to Vancouver.

In the urgency of those times, 118 (F) Sqn was flying combat operations with "Y" Wing out of Annette Island, Alaska before the P-400 had even been tested by the RCAF. Eventually, Bell was able to get a Model 14A to the RCAF test flight at Rockcliffe, ON. The aircraft, already re-designated Airacobra Mk.II in Canadian service, There were few surprises since, aside from some US equipment, the P-400 was identical to the Airacobra Mk.I already tested.

Both Rockcliffe tests and operational experience in Alaska put to rest concerns over the nose gear being able to handle snow-covered airfields. An unanticipated problem was extreme cold in the cockpit. Drifting snow was also able to enter the cockpit through door cracks and gaps in nose panels. But this would not be a problem for the Canadian production aircraft because the entry doors and fuselage-mounted machineguns were to be eliminated.

Nor were the Airacobra's radiators a problem in arctic conditions. However, work was well underway at Fort William and the RCAF still believed that cooling (and, more particularly, radiator access for maintenance) would be improved by the CanCar redesign.

To be continued ...

Caption: RCAF Airacobras -- RAF loaner, AH621, and a Lend-Lease P-400 for Alaska.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline raafif

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Re: Canadian Cobras
« Reply #10 on: July 12, 2013, 01:21:55 PM »
The Cancar Aerobonita with skis & floats .....

Offline apophenia

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Re: Canadian Cobras
« Reply #11 on: July 13, 2013, 07:58:11 AM »
Very nice! I was thinking twin floats but your Rufe-style set up is much sleeker.  :)
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Offline apophenia

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Re: Canadian Cobras
« Reply #12 on: July 13, 2013, 08:02:54 AM »

Canadian Cobras (Part Five)

The first full-production model Airacobra from Fort William was the CCF Model 75A delivered to the RCAF as the Cobra F. Mk.I. Thirty of these fighters were ordered (although the final 20 were delivered as F. Mk.IAs or CCF Model 75Es with minor electrical and avionics changes).

Production of the 'Canadianized' Cobra hit its stride with the F. Mk.II (the Model 75F fitted with a more powerful Merlin E32) of which 100 were built (some delivered as slightly revised F.Mk.IIAs).

Early model Cobras all had the same fixed gun armament -- 1 x 20mm Hispano Mk.II firing through the propeller hub and 4 x wing-mounted .50mm Browning machine guns. Hispano Mk.II cannons for the Cobra F.Mk.Is were made by International Harvester in the US. Cobra F.Mk.II cannons (the improved Mk.IIC) were was made at the Brantford, Ontario plant of the Cockshutt Aircraft Division.

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

Offline apophenia

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Re: Canadian Cobras
« Reply #13 on: July 16, 2013, 10:34:32 AM »
Canadian Cobras (Part Six)

Although always a low-production type, CCF Cobras were exported. Under a Reverse Lend-Lease arrangement, CCF undertook to supply the USAAF with Cobras for the
Alaskan theatre. These aircraft were designated CCF-Bell P-401 Airacobra by the Americans.

CCF applied its Model 78 designation to the USAAF Cobra but the P-401 was really something of a hybrid. Airframe parts supplied by both CCF and Bell were combined during final assembly at Bell's Buffalo plant. The trial Model 78 was armed with a 20mm gun but all service P-401s (CCF Model 78As) were fitted with the larger, Oldsmobile-built 37mm  M4 cannon.

The P-402 was another export fighter but, this time, strictly a CCF development -- the Model 79. Originally aimed at the RCAF, the Model 79 was to have an all cannon armament. Several variants were proposed but the only version built was the Model 79A for Australia. Supplied via US Lend-Lease, the P-402 served the RAAF as the Cobra F.Mk.V. Armament was 3 x 20mm Hispano guns. Some of the RAAF Cobras later served in the fighter-recce role with the two underslung wing gun pods removed and cameras mounted in the rear fuselage.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline apophenia

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Re: Canadian Cobras
« Reply #14 on: July 21, 2013, 05:51:18 AM »
Canadian Cobras (Part Seven)

Participation in Avro Anson production (at its Amhearst, NS plant) made CCF aware of developments with Gene Vidal's Weldwood process where resin-impregnated plywood parts were autoclaved and pressed into shape. In late 1942, CCF's Chief Engineer, Elsie MacGill, began work on a new fighter design intended to replace the RCAF's CanCar-built Cobras and Hurricanes.

The Model 80 'Vidal Fighter' combined parts from both the Cobra and Hurricane  but most of the structure was to be constructed from 'non-strategic' plywood using the Weldwood process. The Model 80 would require fewer man-hours to  assemble than the Cobra and this 'Vidal Fighter' was expected to be faster than the current-production Hurricane Mk.XII.

The RCAF was interested in the 'Vidal Fighter' but expected CCF to build the prototype as a private-venture. The CanCar Board of Directors was not willing to  invest this much capital in a project which, if successful, would only result in the cancellation of two extant contracts for CCF-built fighters.

The demise of the Model 80 'Vidal Fighter' was the beginning of bad blood between Elsie MacGill and the CanCar Board.

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

Offline apophenia

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Re: Canadian Cobras
« Reply #15 on: July 21, 2013, 05:52:54 AM »
Canadian Cobras (Part Eight)

Although the Model 80 'Vidal Fighter' was stillborn, Elsie MacGill persisted with design of wooden parts. In early 1943, a contract was taken out with Gene Vidal's Aircraft Research Corporation to construct prototype replacement parts for the Cobra from moulded plywood. The ultimate plan was to contruct an autoclave outside of CCF's Fort William plant.

After some delay, ARC duly delivered these prototype parts which were installed on an RCAF Cobra F.Mk.IIA returned to CCF for repairs. This 'Wooden Cobra' flew very successfully but proved over-weight. The wooden components were heavier than expected and, as a result, the test aircraft was somewhat tail-heavy.

Despite the set-back with the 'Wooden Cobra', CCF persisted with the development of wooden airframe parts. As a result, beginning with the Model 88C Cobra F.Mk.IIIA, wooden tailplanes and wing tips were introduced onto the production line.

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

Offline apophenia

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Re: Canadian Cobras
« Reply #16 on: July 21, 2013, 05:55:33 AM »
Canadian Cobras (Part Nine)

Other than minor changes to equipment, CCF Cobras had remained essentially the same since their introduction. The Cobra F.Mk.VIs (CCF Model Model 88)  represented a slight departure in appearance. Powered by a 1400 hp Packard Merlin 49E (V-1650-5), the visible difference for the Mk.VI was a new 'bubble' sliding canopy. On initial production F.Mk.VIs,  this new sliding canopy was framed to join two parts of perspex. This was changed to a one-piece sliding hood on the Cobra F.Mk.VIA.

(Top) Cobra F.Mk.VIA 1173 served with No.118 (F) Sqn at Dartmouth, Nova Scotia (with a detachment at Glace Bay). No.118 performed over-ocean fighter sweeps and, on occasion, encountered U-Boats. Consideration was given to arming No.118 Cobras with the US 37mm main gun but, in the end, the fasting-firing Hispano was retained.

One Cobra F.Mk.VIB was used in experiments with rocket boosting. Two solid-fuel rocket boosters were stacked in the rear fuselage and twin tails substituted.  Rocket boosting was successful and dramatically increased the Cobra's rate of  climb. However, as a production option, the installation was impractical -- the booster rockets displaced the Cobra's R/T bay (radios had to be moved into the nose, displacing the main armament).

(Bottom) The rocket-booster Cobra F.Mk.VIB conversion while test-flying from Fort William. Note the prototype markings ('X' on the nose and 'circle P' on the rear fuselage) and 'G' for 'Guard' on nose and tails. For security reasons, the rocket Cobra's RCAF serials have been over-sprayed. This aircraft was lost in  Lake Superior when the rocket boosters exploded shortly after take-off on 28 March 1945.

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

Offline raafif

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Re: Canadian Cobras
« Reply #17 on: July 21, 2013, 09:21:46 AM »
nice wooden prototype :)
               do the whole fuselage from the join behind the exhausts back, in wood + silver-dope rudder & all the wing outboard of undercarriage in wood too ??
« Last Edit: July 21, 2013, 09:24:05 AM by raafif »

Offline apophenia

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Re: Canadian Cobras
« Reply #18 on: July 22, 2013, 11:12:10 AM »
Cheers raafif!

               do the whole fuselage from the join behind the exhausts back, in wood + silver-dope rudder & all the wing outboard of undercarriage in wood too ??

The Airacobra's fuselage construction break was well behind the exhausts. With the central fuselage 'cradle' for the engine, I'm guessing that re-doing the central fuselage in steel tube would be the way to go (for 'non-strategic' materials). AFAIK, the Aircobra wing was one-piece. Does anyone know for sure?
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Re: Canadian Cobras
« Reply #19 on: July 22, 2013, 06:59:13 PM »
Love the wooden panelling on the Model 80 and the rocket fighter is an interesting direction to take.

It may be just me but the bare metal colouration on the Model 80 makes me think of a PR Blue Cobra.

Offline apophenia

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Re: Canadian Cobras
« Reply #20 on: August 27, 2013, 08:41:18 AM »
Canadian Cobras (Part Ten)

The P-403 (CCF Model 90) was the final made-for-export variant of the CCF Cobra. Built to US contract, all P-403 fighters were delivered to the Soviet Union via Alaska.

Like the Bell P-63A Kingcobra, the P-403A was powered by an Allison V-1710 E11. These engines were supplied by the US Government to ease demand pressures on Packard Merlin  production. Deliveries of Model 90A/P-403As began in late summer of 1944.

(Top) A 'Red Cobra' in Soviet winter whitewash. This ground-attack fighter has had P-39Q gun pods added to raise its built-armament to seven .50-cal machine guns. Note
that the factory-applied fuselage star has been retained but the under-wing star painted out.

Production of the P-403 was meant as a fill-in as CanCar prepared for the Super Cobra.  Timing gaps resulted in the hybrid P-403D (V-1710 E27) which adopted the longer Super Cobra-style rear fuselage complete with its enlarged, square-cut fin and rudder.

(Bottom) This newly refurbished VVS P-403D has yet to have its unit markings applied. Presented by Aircraft Repair Plant No.405, the slogan on its nose reads "To the Front! Presented by the workers of ARZ-405". The spinner .50" gun has been replaced by a Soviet NK-23 cannon and this aircraft has had its bomb racks removed. Apparently it was intended as a Sturmovik escort fighter.

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

Offline upnorth

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Re: Canadian Cobras
« Reply #21 on: August 28, 2013, 12:13:59 PM »
Some great stuff going on here. :)
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Offline apophenia

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Re: Canadian Cobras
« Reply #22 on: September 03, 2013, 11:56:47 AM »
Cheers 'north! Here's some more ...

Canadian Cobras (Part Eleven)

While Elsie MacGill toiled away at productionizing minor changes to the CCF Cobra, the company's Advanced Projects Design Group worked on new fighter designs. Darlings of
CanCar's management, the APDG focused on developing CCF's favorited Burnelli lifting-body concept.

Best-known of the APDG's designs was the B-1000AP, Burnelli's 1942 heavy bomber revised for the war against Japan. To escort that B-1000AP bomber, a single-engined fighter was designed - the X-BEF (Experimental Burnelli Escort Fighter).

The X-BEF would use the outer wing panels of the 'Laminar Cobra' and standard Cobra  rudders. Power was to be provided by a CCF V-12 diesel engine (derived from the B-1000AP's horizontally-opposed CCF OI-4800). The CCF VI-2400 also had power take-offs to drive the externally-powered main armament.

The thrifty, slow-turning VI-2400 diesel was to give the X-BEF the range it required but the RCAF doubted that such an engine could give the quick reaction times that a fighter needed. The X-BEF was abandoned but its armament concept was passed on to its successor - the X-LRF (Experimental Burnelli Escort Fighter)

Intended as a long-range fighter capable of reaching the Japanese home islands from the Aleutians, the X-LRF was another twin-boomed, lifting-body design but, this time,
twin-engined. Substantially larger than the X-BEF, the X-LRF mounted two V-1650 Merlins in its booms driving shortened Cobra driveshafts. The 37mm MDAC (Motor-Driven Auto-Cannon) of the X-BEF were scaled down to .90", a calibre CCF hoped would eclipse the 20mm Hispano.

Features for the X-LRF - including its annular wingtip radiators and a non-firing version of the .90" MDAC - were trialled on a Cobra test-mule. Alas, none of this convinced the RCAF that it would require an ultra long-range escort fighter.

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

Re: Canadian Cobras
« Reply #23 on: September 03, 2013, 07:56:52 PM »
Innovative concepts. Particularly the use of the half OI-4800 and annular radiators.  :)

Offline apophenia

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Re: Canadian Cobras
« Reply #24 on: September 07, 2013, 06:01:11 AM »
Thanks EH! I toyed with keeping the '2300 as a horizontally-opposed engine but seemed too much like a Jumo 205 lying on its side  :P

Canadian Cobras (Part Twelve)

While CanCar's Advanced Projects Design Group struggled to finalize their Burnelli lifting-body fighter designs, Elsie MacGill incorporated some of their concepts into improved Cobra variants. Based on the Cobra test-mule, the 'Laminar Cobra' attempted to incorporate the RCAF's most desired features.

The 'Laminar Cobra' concept was to have an extended version of the the XP-39E/P-76 wing (spanning 39 feet with an area of 250 sq ft). The rear fuselage was to be extended and square-cut tail surfaces fitted. The biggest changes, however, were in the undercarriage layout and gun armament.

An Airabonita-style tail-dragger landing gear was adopted for the 'Laminar Cobra'. The gun armament was to consist of a 0.9" Motor-Driven Auto-Cannon firing through the propellor hub and two 0.5" Motor-Driven Machine Guns synchronized to fire through the spinning propeller blades (although details of an interrupter gear had yet to be worked out). To preserve laminar flow over the new wings, the Cobra test-mule's twin annular wingtip radiators were retained.

The RCAF was interested in the 'Laminar Cobra' but only if CanCar was prepared to offer the fighter as a private venture. The request was put to the CCF Board but, anticipating the outcome, Elsie MacGill had already begun work on a more straightforward update of the established Cobra format.

The CCF Model 102 Super Cobra incorporated the 'Laminar Cobra' extended fuselage and wing but retained the earlier Cobra's tricycle landing gear. A refined version of the wingtip radiator installation was used (now also including the oil coolers). The initial version of the Super Cobra would have the same armament as the Cobra F.Mk.IX.

Negotiations on the Motor-Driven Auto-Cannon had reached a compromise. The Super Cobra F.Mk.II was to have a 0.8" MDAC (firing 20mm Hispano shells from 'wildcat' 0.9" MDAC cartridges). Unfortunately for CCF, the surrender of Japan brought all these plans to a close. Production of the Super Cobra F.Mk.I was cancelled in September 1945.

By November 1945, the Aircraft Production Branch of the Department of Munitions and Supply had changed its mind. Rather than pay cancellation costs, the RCAF would accept delivery of 104 of the semi-completed Super Cobra F.Mk.Is. This order would allow the  Canadian Car & Foundry Fort William facility to keep working while supplying the RCAF's newly-formed 'Auxiliary' fighter squadrons with modern aircraft.

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