The XP55, Curtiss Model 24, was the second type selected by the Army for the 1939 specifications for unorthodox designs. A request for specific engineering was received by Curtiss on June 22, 1940. Chief designer Don Berlin studied all possibilities for this R-40C design. Eventually, he selected a canard layout with a tail-mounted engine driving a pusher propeller and an armament concentrated in the nose. Just as some competing designs from Northrop and Consolidated Vultee, the engine selected for the new Curtiss design was the experimental Pratt and Whitney X-1800 liquid-cooled sleeve-valve engine.

The design received the Curtiss type designation CW-24; the A.A.C. fighter designation was XP-55. Results of wind tunnel testing did not satisfy the Army, so Curtiss constructed a full size flying model to evaluate radical layout. The model was successfully flown 169 times at Muroc, California. The flight tests several areas requiring improvements, mainly in vertical keel area, but the Army was satisfied with potential of the design and approved construction of three XP55′ s on July 10, 1942. It was fitted with an air-cooled Menasco C6085 275 hp in-line engine driving a two-bladed fixed pitch wooden propeller. This CW-24B had wooden wings and a fuselage made of welded steel tube covered with fabric. Test pilot Harvey Grey made the first flight with the CW-24B on 9 November 1941. It was shipped to Muroc Dry Lake, California for an extensive test program. Here, it was flown from 1 December 1941 until May 1942.

The CW-24B handled as expected although a number of modifications were made during the test program. After termination of the flight testing at Muroc, it was shipped to Langley AFB where the NACA laboratories investigated it in their wind-tunnel. Originally use the Pratt & Whitney X1800 engine, an Allison V1710F16 was substituted when the P & cancelled. Because of the pusher arrangement of the engine, it was necessary to devise a means the propeller in the event of an emergency bailout. The first XP55, now named Ascender, was ready for flight testing on July 13, 1943. The initial was so long that the nose elevator area was increased fifteen percent for subsequent flights, and were trimmed upward when the flaps were lowered.

Meanwhile, Curtiss had received a contract for the construction of three XP-55 prototypes. The assigned serial numbers for these planes were 42-78845, 42-78846 and 42-78847 and it was named the Ascender. Pratt and Whitney had terminated further development on the X-1800 engine, so Curtiss had to find an alternative. Eventually, the Allison V-1710 was selected. Although this engine had the same weight of the X-1800, it produced only half the power. This resulted for the XP-55 in far less performances as originally planned! Test pilot Harvey Grey made the maiden flight with the first prototype on 19 July 1943 from the Army’s Scott Field near the Curtiss St. Louis plant. After a very long run, he finally became airborne.

In general, the XP-55 flew with reasonable success, although it had some inherent stability problems of the canard configuration. Because of the plane’s relatively high wing loading, stall-characteristics were quite vicious and without any previous warning, resulting in much loss of altitude. The first prototype no. 42-78845 did not carry any armament. The second machine had provision for the intended machine guns, but they were never fitted and the gun openings were faired over.

On 15 November 1943 Grey had to leave the first prototype by parachute when he was unable to recover from a spin after stalling trials. After this accident, stalling the plane was prohibited below 6069 m. In spite of this, also the third prototype, no. 42-78847, crashed at Wright field under similar conditions. This third machine was the only one carrying full armament for gunnery tests. The second Ascender was completion and flight testing was resumed when it was available, but stalls were restricted. The third XP55 did incorporate the necessary revisions. These extended wingtips with small additional “trailerons” outboard of the wing mounted rudders.

A number of modifications were made to the second and third prototypes (which had their maiden flights on January 9 and April 25, 1944) aimed at improving directional stability and the efficacy of the elevators but the aircraft was not only slower than design specification, the engine also tended to overheat and handled badly at low speeds and during landing. But lingering problems, including generally poor stability, remained unsolved when the third XP55 was returned to Wright Field, Ohio, for further tests continuing into 1945. On 27 May 1945, at a Wright Field air show and bond rally attracting a crowd of more than 100,000, the third XP55 took off to give a public flying display.

Captain William C. Glascow flew across the field leading five other fighters in formation, with a Lockheed P-38 Lightning and a North American P-51 Mustang on its sides, made one roll before the crowd, began another, and suddenly dived into the ground inverted. The pilot was thrown from the wreckage but suffered mortal injuries, while a nearby motorist was also killed (various sources claimed up to four civilians killed)

The Ascender displayed satisfactory handling characteristics during normal flight, but at low speeds, it became overly sensitive; and, even after modifications, the stall was quite an experience. Engine cooling was inadequate and some stability problems remained, when the Army decided the unorthodox little fighter would not be an effective weapon. Because the XP-55 failed to meet its expected flight performances, the whole program was terminated.

Technical details:

Power plant: Allison V-1710-95 liquid-cooled in-line engine of 1275 hp
Sizes: wingspan 12.36 m
length 9.01 m
height 3.53 m
wing area 19.41 m2
Weights: empty weight 2415 kg
loaded weight 3497 kg
Performances: max. speed 627 km/h at 5863 m
service ceiling 10,546 m
range 1021 km
Armament: four 12.7 mm machine guns in the nose, each gun having 250 rounds
Accommodation: one pilot

Srećko Bradić

According to Justin Bronk, an expert of the Royal Institute of armed forces for the study of defense and security (Royal United Services Institute), which is familiar with the photos of the drone, “Dark sword” is a completely different design philosophy than the developed UAV in the United States. The expert believes that this aircraft is optimized for fast supersonic flight, not for maximum stealth, and can give China a great advantage in the confrontation with the United States.

https://youtu.be/UjRssyZDnx8

Srecko Bradic

Membership Benefits

15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduard products and also discount on various other non-Eduard products. Fixed, permanent, forever!
Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be sold products, specially made for BFC members.
Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts on their products at fairs and events all over the world? BFC members will have even higher discount at these events.

Loyalty price bonuses – for each purchase of products at Eduard Store, you will be able to collect additional loyalty discount on each of your order. Accumulate even more discounts!
Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode (used for event discounts). This exclusive T-shirt will be only available to the founding members of BFC.
Free entry fee on E-day – you will not have to pay a penny to visit Eduard’s E-day. That means lot of fun at E-day for two days and entry kit, absolutely free!

MiG-21MF Bunny Fighter 1/48

Kit contains sprues of MiG-21MF in 1/48, 3 marking options on colorful decal sheet, color photo-etched details, painting mask, lots of Brassin goodies and Founder Edition T-shirt of selected size. By purchasing this kit, you become a Bunny Fighter Club member. There’s only limited amount of these kits available.

Srecko Bradic

Special thanks to Eduard for this great package

This recent release from the Dutch publisher Lanasta contains some 45 more pages than the original French edition. Also lots of new information and new photographs never published before have been added. Photos used earlier have all been enhanced with the latest photo editing techniques and this has resulted in very sharply printed pictures with excellent contrast!

The book is divided in 20 chapters and an extensive Annex with technical details, a complete production list and an English summary.

The book has the following chapters
1. General introduction to the genesis of the D.21
2. Fighter requirements of 1934 with an overview of contemporary projects
3. Birth of the D.21
4. ‘A near miss’ describing the story that the D.21 was initially rejected by the Dutch air force
5. International interest
6. Into production
7. Netherlands East Indies and Spain
8. Development plans, including design studies for a R.R. Merlin powered version
9. Netherlands 1938-1939. Prelude to the war.
10.Flying the D.21
11.Finland 1937-1939
12.Winter war in Finland
13.Denmark
14.Netherlands 1939-1940. Mobilization.
15.Tenth of May. The five-days war with the Luftwaffe
16.Base ‘Buiksloot’. Story of a secret airbase north of Amsterdam
17.Germany; with details of D.21’s captured by the Germans
18.Finland 1940-1941
19.Finland’s Continuation War
20.The end of the story in Finland

The book contains many new photographs from the collection of the well known Dutch publisher and aviation artist Thijs Postma. Unfortunately we miss in this book photographs of the D.21 in Spanish service during the Civil War, but these seem hardly to exist. However, there are LOTS of other rare D.21 shots including one captured by the Luftwaffe and displayed in French military colours and markings!

For readers not mastering the Dutch language there is an English summary included in the Annex; although this is quite brief. Also all captions of the illustrations are bi-lingual in Dutch and English.

Altogether we can say this is a vast improvement over the original French edition and even when you already have this, it is definitely well worth to buy this much extended and improved Dutch version as well!

Book details
Title: Fokker D.21. Fokkers laatste eenmotorige jager
Author: Peter de Jong
Publisher: Lanasta, Slenerbrink 206, 7812 HJ Emmen, The Netherlands
Type: A4 size, hardcover with 240 pages on glossy paper. Hundreds of B&W photo’s; some colour photo’s and colour artwork
ISBN: 978-90-8616-099-0
Price: Euro 36.95 excluding P&P
Website: http://www.lanasta.com

With special thanks to Lanasta for providing a review copy. Direct buy your sample here!

Nico Braas

Excellent story about the MiG-3 aces was published in the Osprey Aircraft of the Aces nr.102, MiG-3 Aces of the World War 2. Authors are well known researchers Dmitriy Khazanov and Aleksander Medved, well known by many of their articles and book. Book is paperback with 96 pages, ISBN: 9781849084420. In excellent narrative style authors described type from the very start, its development and deployment until the last days of operations. Faced with problems like less experienced pilots, low performance at low level, problems with spare parts, the type did not last too long on service and new fighters like those designed by Yak, have replace it in service. Interesting that long service it have on Far East but in the moment of attack on Japan in August 1945, no MiG-3 fighter was in operational service. What is very interesting is that on last pages was provided full list of Soviet aces on MiG-3 and on mid pages was given several pages with excellent color profiles.

Packed with great info, archive images, charts and color art, this book is excellent source of info and great tribute to those who bravely fight for their motherland!!! You can buy book direct here!

Srecko Bradic

Thanks to Osprey for sample book

Book is divided into six chapters and start with the early service in the US homeland, where the 57th Pursuit Group was established on 15. January 1941 at Mitchel Field, New York. Due to the commanding error, unit has lost number of airplanes during the ferry flight so some commanding changes was made in the mid of December of the same year. In the summer 1942 they was sent to Africa and they made take off aboard aircraft carrier and land in desert. They have very soon there operational missions and most important was introduce of fighter bomber practice, first in USA. Most shining moment came on 18. April 1943 when the Group shoot down over 70 German Ju 52 aircraft over Cape Bon.

In later operations unit participated in missions over Panterellia and later on the invasion of Sicily and Italy main land. There in Europe they get brand new and more powerful type of aircraft- Republic Thunderbolt. Until then, unit operated Warhawks.

Books is written in very interesting style and it is easy to read. What catch my eye is that authors has in several places mention personal interview with unit pilots so this give special value to the book. Must note that book have some eight pages of color profiles, author Jim Laurier and they are among the best I have ever seen.

Title:      57^th Fighter Group

Author:                                Carl Molesworth

Publisher:            Osprey

Format :               B5 softcover

Pages:   128

ISBN:     978-1-84908-337-9

Very interesting book in every aspect and recommend to everyone interesting in this field. Direct buy book here!

Srecko Bradic

Sample book provided by Joseph McCullough, Marketing Coordinator Osprey Publishing

Osprey publishing newest addition in Aircraft of the aces library is titled Mustang Aces of the 357th Fighter Group. Book is printed on 96 pages paperback and covers 357th group clashes from the birth of the unit until VE Day. Book is divided in five chapters and content is as follows:

• From California to Big week

• Berlin bound

• Overhead for Overlord

• Hunting the Luftwaffe

• Big day and after

• Appendices

• Ace listings

• Plates commentaries

First chapter of this magnificent book covers the birth of the most successful fighter unit of the Eight air force. Unit received its first aircraft in the form of P-39 but it was not until the arrival to England that the unit was equipped with P-51 Mustang. The first official mission the group flew was on February 11th 1944 and the first aerial victory was achieved just nine days later… In March the unit was scheduled for flights over Germany and that story is covered in second chapter. This chapter is filled with stories involving different aces of this unit and among them Chuck Yeager who had to bail out over enemy lines. Third chapter of the book covers the period linked with invasion on the Normandy and unit’s support to the invasion. Many interesting data can be found in this chapter as well as pilot’s stories about dogfights and some really rare photos. Fourth chapter places a reader in a period just after the Arhem, and units assignment to hunt down the Luftwaffe fighters in order to achieve full air superiority. An interesting story about Yeager shooting down five Luftwaffe Bf-109 and becoming an Ace in just five minutes is described in this chapter followed by reports made by Yeager and his colleagues.

The final chapter is dedicated to few month prior to VE day and units success in that period. On January 14th unit was briefed to provide cover for bombers in their raid on Derben in Germany and it was in that operation that the unit had its highest scoring mission and the day was called among Yoxford Boys simply the Big Day.

Color profiles in this book are outstanding quality and, the choice of the subjects shown on them is a really spot-on. Each profile has a short description at the end of the book. Very nice addition that is standard for this edition is comprehensive list of the aces

This is another great book in this most interesting edition for me as a modeler, and I can warmly recommend this title as a great and interesting literature filled with useful information and great number of archive photos.  Book can be purchased here!

Darko Mladenovic

Sample book provided by Joseph McCullough, Marketing Coordinator Osprey Publishing

A major design consideration was take-off and landing performance. Existing Soviet fast jets required very long runways, which combined with their limited range, limited their tactical usefulness. The Soviet Air Force demanded the new aircraft have a much shorter take-off run. Low-level speed and handling was also to be improved over the MiG-21. This led Mikoyan to consider two alternatives: lift jets, to provide an additional lift component, and variable-geometry wings, which had been developed by TsAGI for both “clean-sheet” aircraft designs and adaptations of existing designs.

The first prototype, called “23-01” but also known as the MiG-23PD, was a tailed delta similar to the MiG-21 but with two lift jets in the fuselage. However, it became apparent very early that this configuration was unsatisfactory, as the lift jets became useless dead weight once airborne. The second prototype, known as “23-11”, featured variable-geometry wings which could be set to angles of 16, 45 and 72 degrees, and it was clearly more promising. The maiden flight of 23-11 took place on 10 June 1967, and three more prototypes were prepared for further flight and system testing. All featured the Tumansky R-27-300 turbojet engine with a thrust of 7850 kp. The order to start series production of the MiG-23 was given in December 1967.

The General Dynamics F-111 and F-4 Phantom were the main Western influences on the MiG-23. The Russians, however, wanted a much lighter, single-engine fighter to maximize agility. Both the F-111 and the MiG-23 were designed as fighters, but the heavy weight of the F-111 turned it into a long-range interdictor and kept it out of the fighter role. The MiG-23’s designers kept the MiG-23 light enough to dogfight with enemy fighters.

The U.S. Air Force operated a small number of MiG-23s, officially designated YF-113, as both test and evaluation aircraft and in an aggressor role for fighter pilot training, from 1977 through 1988 in a program codenamed “Constant Peg”.

Sample machine on images is the MiG-23 stored in the Museum in Belgrade.

Darko Mladenovic

Photos- Darko Mladenovic Text- Wikipedia

Design:

Most important factor for the design of a new fighter was its role of defending the Swedish borders against enemy air attacks. In that period ‘enemy’ definitely meant Russia! So, the new jet plane’s first task was interception of invading bombers. For this interceptor role, climbing and maximum speed was the most important. That also implied the new fighter had to be a lightweight! Another requirement was a short start and landing distance with the possibility to use motorways. As configuration for the new fighter project, a unique wing configuration was selected; the ‘double delta’ that gave the Draken its very characteristic look. For in-flight testing a 7/10 scale flying model was built, the Model 210, that was appropriately named ‘Lilldraken’ (little dragon).

Flight testing:

The SAAB 210 made its first flight on 21 January 1952 with SAAB chief test pilot Bengt Olow. It was powered by an Armstrong Siddeley Adder jet engine of 477 kg thrust and could reach a maximum speed of 545 km/h at 2000 m. Initially it flew with a nose-mounted split air intake, but later this was changed into the wing root intakes that were eventually also used on the final Draken. The Lilldraken was fitted with a brake parachute and a special system with trim tanks to test various centre of gravity positions. In total it made some 1000 test flights before it was retired from flying status. The SAAB 210 can still be seen in the Swedish air force museum.

For the final Draken, Sweden selected the Rolls Royce Avon fitted with an afterburner as a power plant. Initially the task of the Draken was the interception of bombers flying with trans-sonic speeds. That implied that the Draken had to have supersonic speed capabilities. Initially the fighter’s desired speed was set at Mach 1.2-1.5, although it would finally be capable of flying at twice the speed of sound in its later versions. Work on the Draken was started end 1951. In March 1952 a mock-up was built for inspection by Swedish air force officers. This was followed in August 1953 by a contract for three J-35 prototypes and another three pre-production J-35A’s. At the same time, a revised nose section for a two-seat trainer version was ordered.

The J-35 took off for its first flight on 25 October 1955 piloted by Bengt Olow. The second prototype followed in January 1956 with the third following a month later. The first fully armed pre-production J-35A made its first flight in February 1958 fitted with a more powerful afterburner of Swedish design. In general test flying went well and the new fighter not only showed a phenomenal rate of climb, but also a very high manoeuvrability!

Production for Sweden:

The first production J-35A production machines, ordered in August 1956, were supplied at the end of 1959. This early version could reach a speed of Mach 1.8. It was armed with two 30 mm cannons in the inner wing sections. Further, it could carry two to four Sidewinder air-to-air missiles. The following version, the J-35B, had a slightly longer rear fuselage and a more up-to-data avionics. Special versions of the Draken were a two-seat unarmed trainer and reconnaissance plane. A further improved version built in quite large numbers was the J-35D fitted with Hughes falcon air-to-air missiles and Ericson fire-control equipment. The Draken stayed in operational service until it was replaced by the SAAB Viggen in the mid-seventies.

Exports:

Sweden obtained export orders for their neighbouring countries Finland and Denmark, who received versions adapted to their special wishes, A third country ordering the Draken was Austria. SAAB also made a special designed version for Switzerland, but finally the Swiss authorities selected the Dassault Mirage III.

The Draken was also in the ‘race’ for a new NATO fighter to replace existing subsonic types like the Hawker Hunter and the North American Sabre. With its potential Mach 2 capacity it scored well against its competitors. Most important competing types for this ‘deal of the century’ were the Dassault Mirage, the English Electric Lightning, and the Lockheed F-104 Starfighter. Unlucky for Sweden. the Draken was not the right ‘political’ choice!
It is interesting to note that the Draken was also used in the United States by the National Test Pilot School (NTPS). They used six Drakens which were purchased from the Danish air force. The US Drakens were based at Mojave Spaceport and carried civil registrations.

Phase out:

Swedish air force Drakens were gradually phased out in the seventies and replaced by the Viggen, although some of them kept flying until the nineties.. The Danish Drakens were retired in the nineties. Also the Finnish Drakens served some years longer than in Sweden with their final retirement in 2000. The Austian air force Drakens served the longest with their phase out in 2005!

Model kits:

Just to keep it short:
Several good quality kits at 1/72 and 1/48 scale are available from Hasegawa, Revell and Airfix.
See the following links for more details!
http://www.geocities.com/CapeCanaveral/Hangar/7252/j35.htm
http://www.modelingmadness.com/scotts/mod/previews/hasegawa/09817.htm
http://www.ipmsusa2.org/Reviews/Kits/Aircraft/hasegawa_48_draken/hasegawa_48_draken.htm
Heller had in the past at 1/72 scale a model of the Draken, that is maybe still available on aviation fairs and air shows.

The US Lindberg had many years ago a 1/48 scale kit of a not all too accurate early Draken version which must now be regarded as a collector’s item! (see photo of finished model).

Versions:

SAAB 210: Lilldraken ;7/10-scale proof-of-concept model; 1 built in 2 versions
SAAB J 35: three prototypes without afterburner
SAAB J 35A 1st production model for Swedish AF; 90 built
SAAB J 35B improved version with longer tail cone; 73 built
SAAB Sk 35C dual-seat trainer version; 25 built. Three sold to Finland as surplus machines
SAAB J 35D version with enhanced performances; 92 built
SAAB J 35E reconnaissance version; 60 built
SAAB J 35F improved version with more powerful engine and new fire control system; 230 built
SAAB J 35J upgraded version of the J 35F; 66 converted from F version
SAAB J 35H export version for Switzerland (Helvetia); none built
SAAB A 35 XD export version for Denmark based on J 35F; 20 built
SAAB J 35 XD second batch for Denmark as reconnaissance plane; 20 built
SAAB Sk 35 XD two-seat version for Denmark; 11 built
SAAB J 35 BS export version for Finland based on J 35B; 12 supplied
SAAB J 35 CS export version of Sk 35C for Finland; 5 supplied from surplus Swedish AF stock
SAAB J 35 FS export version for Finland based on J 35F; 24 supplied
SAAB J 35 Ö export version for Austria based on J35D; 24 supplied
SAAB J 35 XS last export version for Finland based on J 35F; 12 built by Valmet

In total, 644 Drakens were built of all versions.

Nico Braas

References:

Websites:

The author Nico Geldhof extensively describes the origins, early development and operational use of the Fokker D-VII in seven separate chapters. He also presents two additional chapters on the technical details of the D-VII and the engines that were used. The book counts 175 B&W photographs, a number of original drawings and a set of colour profiles in a total of 220 pages.

As usual for the Geromy books, they are high-quality hard-cover copies at A4 size with a nice colour artwork on the book cover. The book is completely in the Dutch language.
Price when ordered at Geromy is EURO 44.90 excluding P & P.

Book details:

Title: De Fokker D.VII in dienst van de Nederlandse Militaire Luchtvaart
Author: Nico Geldhof
Type: Hardcover, A4 size on high-quality glossy paper
No. of pages: 220
ISBN no.: 9789080498136
Publisher: Geromy, Gageldijk 83 – Postbus 1040, 3602 AJ/3600 BA Maarssen, The Netherlands
Price: EURO 44.90 + P&P when ordered at http://www.geromybv.nl/

Remark:

Next Geromy monograph books will be on the Fokker G-1 and the Fokker S-14 Machtrainer! Both books are in their final stage of completion.

Nico Braas