Originally, the Dassault MD 454 Mystère IV A was one of the numerous foreseen versions of the pre-series MD 452 Mystère, particularly the Mystère II C, its immediate predecessor , the 150 production examples of which saw only limited service with the Armée de l’Air. The Mystère IV project bore little more than a general aerodynamic resemblance to the Mystère II C. It was a new step in the search of high speed aircraft with the adoption of a new wing with increased sweep-back and reduced chord/thickness ratio. The new fuselage was more robust and had an oval section built to take the Rolls-Royce/Hispano-Suiza “Tay” of 5,700 lb.s.t.

The first prototype, the Mystère IV A-01 flew for the first time on 28 September, 1952. On 17 January, 1953, with Kosia Rozanoff at the controls, attained the speed of the sound. Eight more prototypes were ordered (N° 02 to 09), the Mystère IV A taking off for the first time on 5 April, 1954 with Paul Boudier at the controls. Following this flight an off-shore procurement order was placed for 225 interceptor-fighters of the type, this later being supplemented by an order for a further 100 machines. Finally a total of 411 examples will be built.

The first fifty Mystère IV A fighters manufactured for the Armée de l’Air were powered by the 6,280 lb.s.t Hispano-Suiza “Tay” 250A and the type entered service during 1955. The first unit to receive the Mystère IV A was the 12ème Escadre (12 EC) at Cambrai-Épinoy, Northern France, followed by 2 EC (Dijon), 5 EC (Orange), 7 EC (Metz), 8 EC (Cazaux), 10 EC (Creil). School units too received the type at Salon-de Provence, Tours, Cazaux and Rochefort (this later school for mechanics).  59 examples went to Israel and 110 to India. France received a total of 242 machines.

From the 113th machine onwards, the Mystère IV A received the Hispano-Suiza “Verdon” 350 tubojet, the French version of the “Tay”, with the same thrust.

The Mystère IV A went to war during the Suez crisis in October-November, 1956 and during tne confrontation between Israel end her neignbpours in June, 1967. India used intensively the Mystère IV A during the indo-pakistan conflict.

Jean Claude Mermet

Introduction

As reaction on the U.S.A.F. specifications for a long-range deep penetration fighter, Kelly Johnson’ s team at Lockheed designed in 1945 Model 153. For aerodynamic investigation of the final configuration a number of flying scale models with various wing configurations were launched from a P-38 Lightning at 10,000 m altitude. The final shape of the new fighter was presented in 1947 to the U.S. Air Force when the mock-up was inspected. After this inspection the air force ordered two flying prototypes under the type designation XP-90, later to be changed in the new F-type XF-90. The assigned serial numbers were 46-687 and 46-688. What Kelly Johnson’s team had designed was a for that time very futuristic looking twin-engine aircraft equipped with very thin swept wings and a sharply pointed nose. Fitted with two wingtip tanks containing 833 liters of fuel each, groups of operational F-90’s had to operate independently far behind enemy lines as a fighter-bomber and ground attack plane. In other words, the task of the F-90 was more or less dictated by an expected large-scale invasion of Soviet troops of central and Western Europe as a typical early product of Cold War thinking!

Flight evaluation

The XF-90 was designed to offer maximal chances of survival when under enemy fire using much thicker aluminum skin than usual. In spite of this, extensive armoring was not used because this would increase the total weight. Such types of aircraft carrying much internal and external fuel and loads for a long range had to be of course at some point a compromise. Biggest problem of that time was that even the most powerful jet engines did not offer sufficient thrust to give an airplane of that size with a high all-up weight good performances. Using afterburners was a solution, but with as penalty an excessive fuel consumption. In spite of these problems Kelly Johnson and his team did their very best to solve this.

[See image gallery at www.letletlet-warplanes.com] The first XF-90 made its maiden flight on 4 June 1949 with Lockheed test pilot Tony Levier at the controls. Both XF-90 prototypes were extensively tested without too much problems.

To improve flight performance, afterburners were fitted to the jet engines. Initially, only the second XF-90 was fitted with these afterburners. Later the first prototype was also retro-fitted with afterburners under the changed type designation XF-90A. Except flight performance testing, also armament trials were conducted. Both bomb dropping experiments and ground-firing tests with the six 20mm guns were made with good results. The flight characteristic of the big and heavy fighter were in general described as good, although it was slightly underpowered with the available jet engines of that period. In a shallow dive, the XF-90 was found to be able to reach with Mach 1.2 speeds in excess of the sound. Unfortunately for Lockheed, the XF-90 became second in a number of comparative trials against the McDonnell XF-88. However, also the XF-88 would not be ordered for mass production. With the large-scale introduction of in-flight refueling as standard operation procedure, the need for a fighter-bomber with a big and heavy internal fuel storage was no longer required. It must be remarked there was a third contender in this long-range penetration fighter project: North American introduced their YF-93A fighter based on the F-86 Sabre. Development of this type was soon abandoned after two prototypes had been tested.

Disposal

The first XF-90 was handed over to the NACA at Cleveland (the current NASA Glenn Centre) as a high-speed test plane. Because it was no longer in an airworthy condition, it was used for structural testing until destruction. The second XF-90 was transferred to the nuclear test site of Frenchman Flats in the Nevada desert to observe the effects of nuclear blasts on the airframe. In February 2002 it was ‘rediscovered’ in quite intact state. It seemed to have survived the nuclear tests quite well. The plane was dismantled by people in special suits protecting them against radiation. After cleaning of radioactivity it was transported to the U.S.A.F. museum at Dayton Ohio for further restoration for permanent display.

Technical details

Power plant: two Westinghouse J34-WE-11 jet engines of 1633 kg thrust each (1905 kg with afterburner)
Sizes: wingspan 12.19 m
length 17.08 m
height 4.80 m
wing area 32.05 m2
Weights: empty weight 8165 kg
loaded weight 12,202 kg (maximal 14,016 kg)
Performances: max. speed 1075 km/h at 3050 m
service ceiling 11,887 m
range 1690 km
Armament: six 20 mm cannons grouped in three under each air intake. In general weapons were only fitted when needed for testing.
Accommodation: pilot only

Models, Markings and Colour schemes

The XF-90 never was very popular amongst the model kit manufacturers. In spite of this Lindberg released some 60 years ago a range of U.S. fighter prototype kits at 1:48 scale that included also the XF-90. Lucky for the model builders there was in the late seventies/early eighties of the last century a re-release of these kits in the Lindberg Classic Replicas series. Although quite primitive to present-days standards these models were fairly accurate in general outline and with some luck you still can find one at aviation fairs/model-builders events. At 1:72 scale Anigrand has released a limited-production XF-90 resin kit. Both prototypes flew in a bare metal scheme with only a dark grey anti-glare panel in front of the cockpit. Markings were only the U.S. standard insignia with the registration number and ‘U.S Air Force’ in small lettering on top of the vertical tail. As far as known, only the first prototype carried on its nose the Lockheed company logo with ‘F-90’ in black.

Nico Braas

References:

-Anonymous, Deep Penetration, Flying Flops!-Air Classics Special Edition Vol. 1 1990
-René J. Francillon, Lockheed aircraft since 1913, Putnam, 1987
-Lloyd Jones, U.S. Fighters, Army Air Force 1925 to 1980s, Aero Publishers, U.S.A., 1975
-Jay Miller, Lockheed’s Skunk Works. The first fifty years, Aerofax Inc. U.S.A., 1993

Types of airplanes included there is Boeing 737, Heinkel He 178, Lockheed F-80 Shooting Star, Arado Ar 234, MiG-15, Fokker F.27, Douglas DC-10, Tupolev Tu-128, Boeing 727, Messerschmitt Me 163 and chapter about 100 years of Boeing. Publication have a lot of text, excellent historic photos, technical documents and illustrations.

Title is ISBN 978-3-95512-178-5, cost 19,9€, more info contact bestellung@ppvmedien.de

Srećko Bradić

Westland‘s Wyvern strike fighter was quite unique. Its development took quite a long time, some ten years, with as result that by the time it was operational it was already an anachronism. In spite of this, it was used in battle during the Suez campaign! Being the last propeller-driven naval strike aircraft of the Fleet Air Arm (and in fact of the world!) it was later replaced by the Blackburn Buccaneer and soon forgotten. The Wyvern was produced in limited numbers only! The Wyvern also was the last Westland aircraft designed by W.E.W. Petter before he left Westland and joined English Electric. Further, the Wyvern also was Westland’s last fixed-wing aircraft

Petter’s last Westland design:

In 1944 the Westland design bureau, headed by W.E.W. Petter, started to investigate a design intended as a successor for the Blackburn Firebrand naval strike fighter and torpedo bomber. What Petter had in mind was a single seat aircraft with roughly the same performances in speed and climb as the latest generation of piston engine fighters of that period. The ideas finally resulted in the Westland W.34. Originally it was planned with an engine placed in the fuselage centre, driving a tractor propeller with a large extension shaft running under the cockpit section in the same way as had been done at the U.S. Bell P-39 Airacobra fighter. The final design from September 1944 used the most powerful reciprocal engine of that time fitted in the nose and driving a 4-blade contra-rotating double propeller. That engine was the new 46 litre capacity Rolls Royce  Eagle liquid-cooled 24 cylinder producing an ultimate 3500 hp. The new Eagle was fitted with four rows of six cylinders in a H-shape. In fact, the Eagle was the reply of Rolls Royce on the similar sleeve valve Napier Sabre engine, but it was bigger and much more powerful! The Air Ministry drew up Specification N.11/44 for Westland’s design. Based on Air Ministry data for new turboprop engines then being considered Westland had to make their design suitable for replacing the Eagle at a later stage by a turboprop engine of an estimated output of more than 4000 shaft-hp. Westland named the new attack plane the Wyvern.

Petter’s design showed a fighter-like aircraft with a slightly humped upper fuselage section for a good forward view during deck landings. Wings were broad and elliptically shaped with upwards folding outer wings. The cockpit had a single-piece backwards sliding canopy for an optimal all-round vision.

Selected armament were four wing-mounted 20 mm Hispano cannons and hard points under the wings for various external offensive stores like rockets and bombs. Under the fuselage section there was room for an aerial launched torpedo. For use from aircraft carriers the new strike fighter was fitted with an arrester hook in the tail and large telescopic hydraulic struts for the main undercarriage to absorb the energy of a deck landing. To slow down landing speed during deck landings the new attack plane was fitted with large Youngman flaps. Although the Air ministry abandoned further development of the Rolls Royce Eagle engine, Westland was requested in February 1946 to build a first batch of six prototypes fitted with this engine since a suitable turboprop was not yet available at that time. Serial numbers assigned were TS371, 375, 378, 380, 384 and 387. The first two were unarmed, but TS378, 380, 384 and 387 already had their four cannons fitted in the wings for operational evaluation. TS371 and TS375 also lacked the wing folding mechanism and arrester hooks as fitted on the later four prototypes. Under an amended Specification N.12/45 Westland was also requested to build three further prototypes, one with the Rolls Royce Clyde and two with the Armstrong Siddeley Python turboprop engines. Serial numbers for these three aircraft were VP120 for the Clyde powered Wyvern and VP109 and VP113 for the Python powered version. The Eagle powered Wyverns were indicated as TF Mk.1, while the Clyde and Python powered machines were designated as TF Mk.2. In spite of the Eagle being not further developed, Westland received an order to manufacture ten TF.1 Wyverns for operational testing and evaluation. They were assigned the following serial numbers: VR131, 132, 133, 134,135, 136, 137, 138, 139 and 140. In fact, VR137 was never flown and VR138, 139 and 140 were never completed!

Prototype testing and further development:

The first prototype Wyvern TS387 was flown for the first time on 12 December 1946 by Westland Chief test pilot Harald Penrose. This was also the first flight of the Rolls Royce Eagle engine. Also the double four-bladed Rotol constant speed contra-rotating propellers were used for the first time on an aircraft! It was lost on 15 October 1947 when the propeller bearings failed in flight. Westland’s assistant test pilot Sqn. Ldr. Peter Garner was killed when he tried  to make an emergency landing.

As could be expected the combination of a new airframe, new engine and new propellers  resulted in a number of teething problems and delays in the production. It took a while before the planned Rolls Royce Clyde and Armstrong Siddeley Python turboprop engines were available for flight testing and the single 4030 hp Clyde powered Wyvern VP120 did not fly until 18 January 1949. With the much lighter turboprop engine the nose section had to be completely redesigned. It was also necessary to make alterations in the centre fuselage section for the large engine jet pipe exhaust. Since it was already obvious the Clyde would not go into production, this was in fact a dead end. The first flight of VP120 lasted only three minutes when shortly after take off, the cockpit was filled with smoke from a fuel leak onto the exhaust ducting. Flying the Clyde powered prototype was terminated after only 50 hours of flight time.

The aircraft was delivered to Napier & Son to be fitted with the experimental 3000 hp Nomad diesel piston/turboprop compound engine. However, development of this very complex engine was soon terminated and it was never fitted. VP120  finally ended its life as a test vehicle for crash barrier trials.

The first flight of the Python powered prototype VP109 took place on 22 March 1949. Main visual difference with the Eagle powered TF.1 except for its engine was an enlarged rudder area to improve directional stability.

On the final S.4 version additional vertical fins were placed on the horizontal tail planes. The S.4 also had a cut-back engine cowling to facilitate the loading of starter cartridges into a B.T.H. starter motor. The second prototype VP113 joined the testing programme with its first flight on 30 August 1949. Also the Python powered Wyvern had a troublesome start during operational testing with quite a lot of accidents.

Westland Chief test pilot Harald Penrose wrote off two Wyverns; S.Mk.4 VW880 and TF.Mk.2 VW867 after crash landings in January and February 1952. The TF.Mk.2  VP109 Python prototype was lost in April 1952 at Farnborough when Sq.Ldr. Leo de Vigne crashed it into a hangar after a deadstick landing. Lucky for him he only suffered minor injuries.  The second Python prototype VP113 crashed on 31 October 1949, killing Westland’s new test pilot sq. ldr. Mike Graves. In August 1952 TF.Mk.2 VW876 was lost after an engine failure during simulated flight deck starts and landings, also at Farnborough, when the engine quitted shortly after a catapult launch. It was wrecked during a crash landing in a nearby field. Further victims of various incidents were VZ746, VZ751 VW868, VW871, VZ747 and VZ775.  In the crash of VZ751 on 21 December 1953 Lt.Cdr. Alan Koplewski from the U.S. Navy lost his life. Chief Armstrong Whithworth pilot Edward Griffiths was killed in VZ747. In total 11 more Wyverns were lost over its testing and operational period and the fitted ejection seat fully proved its usefulness! VZ783 was lost when the engine flamed out during catapult launch, again because of fuel starvation. The pilot, Lt. Macfarlane  had on 13 October 1954 the doubtful honour of surviving an underwater ejection with his Martin-Baker ejection seat. In spite of these accidents, the Wyvern pilots regarded their plane as easy to fly and, in particular, easy to land on an aircraft carrier.

Production and operational use:
The production list of the Wyvern is as follows:
Numbers built:
Prototypes R.R. Eagle:              TS371, 375, 378, 380, 384 and 387 (6)
Pre-production R.R. Eagle TF.1:VR131, 132, 133, 134,135, 136,137*, 138*,139* and 140* (10)
Prototypes with A.S. Python:     VP109 and VP113 (2)
Prototype with R.R. Clyde:         VP120 (1)
TF.2 production (Python):          VW867-VW885 (20) – VW880-886 (5) and VW868, 870, 873 (3); the last three changed to S.4 specs
T.3 trainer:                                 VZ739 (1)
S.4 final production:                  VZ745-766 (22)
                                                VZ772-799 (28)
                                                WL876-888 (13)
                                                WN324-336 (13)
                                                WP336-346 (11)
* not completed; VR137 completed but not flown, now in F.A.A. Museum at Yeovilton

Total number constructed was 127 machines including the three engineless airframes VR138, 139 and 140.

TF.1 and TF.2 stood for Tactical Fighter Mk.1 and 2, which was changed with the latest version S.4 into Strike fighter Mk.4. The trainer version was designated as T.3 for Trainer Mk.3.

The TF.1 version received Westland’s type designation W.34. W.35 was used for the TF.2 and the final S.4 version. The type designation W.38 was used for the T. 3 two-seat conversion trainer. Only one prototype was built, the VZ739. It was used for a while by Westland as a company demonstrator.

Although it had many teething problems during operational testing, like fuel starvation at catapult launch, the Wyvern went in May1953 into final operational service at the British Navy for use on aircraft carriers. In spite of its shortcomings as a propeller-driven plane, it was in general regarded as a useful piece of equipment for which it was designed: tactical strike operations with torpedo’s, bombs and unguided rockets.  The Wyvern S.4 was in operational service with the Fleet Air Arm from 1954 to 1958. Wyverns equipped 813 Naval Air Squadron, 827 Sqn., 830 Sqn. and 831 Sqn. of the Fleet Air Arm.

The Wyvern was based on aircraft carriers in the Mediterranean. In the autumn of 1956 an international crisis broke out when the Egyptian president Nasser confiscated the Suez canal area in order to generate more money for his country. A combined military operation of British, French and Israeli forces under the code name Operation Musketeer was the result. During this operation nine Wyverns from 830 Squadron based on HMS Eagle flew operational missions to Egyptian targets over a one week period.

The Wyvern operations from HMS Eagle were as follows:
1.11.1956          3 strikes with 6 Wyvern with in total 18 sorties on Dekhellia airfield;
                        dropped 18 bombs of 454 kg and fired 420 rounds of 20 mm grenades
2.11.1956          6 Wyverns flew 18 sorties on Huckstep Camp, a big storage depot used by the Egyptians; dropped 15 bombs of 454 kg.
3.11.1956          4 strikes on Gamil Bridge with 22 bombs of 454 kg and 8 bombs of 227 kg. Bridge was partly destroyed. WN330 of Lt. McCarthy was hit in the engine by flak; he had to                      eject over sea.
4.11.1956          no sorties flown, but two additional Wyverns flown in on HMS Eagle.
5.11.1956          support missions of paratroopers landed near Port Said Coast Guard barracks. 16 sorties flown in 3 strikes; dropped 17 bombs of 454 kg, fired 176 unguided underwing                        rockets and fired 2250 rounds of 20 mm grenades. Lt. Cdr. Cowling flying WN328 had to bail out over water after been hit by flak.
6.11.1956          17 sorties flown to Port Said. Dropped 6 bombs of 454 kg, fired 162 unguided rockets and fired 1200 20 mm rounds.

In general, the Wyvern was found to be a suitable strike fighter, making successful sorties with only two Wyverns lost by light anti-aircraft flak. Both pilots escaped unhurt with their ejection seat. Operation Musketeer was tactically a complete success that inflicted heavy losses on the Egyptian side. However, strategically it was a disaster when British and French authorities had to accept a cease-fire and final withdrawal of all their military forces under the pressure of international politics!

All Wyverns were withdrawn from operational status by spring 1958 and all were scrapped except the R.R. Eagle powered VR137.

Conclusion:

We may conclude that the development of the Wyvern took quite a lot of time and when the Wyvern became finally operational in 1953 it was already obsolete. As a shipboard attack bomber it lacked a second crewmember and sufficient range and speed. As a defending naval fighter it lacked not only speed, but also manoeuvrability. It only had a short operational career, marred by quite heavy operational losses. In spite of this, it had shortly before it was withdrawn its moments of success in the Suez campaign!

Survivors:

The seventh and last of the pre-production TF.Mk.1 batch fitted with the Rolls-Royce Eagle 22 piston engine was delivered to the College of Aeronautics at Cranfield in November 1950 where it was displayed in bare natural colours. It was transferred to the Historic Aircraft Preservation Society in May 1962 and subsequently presented to the Fleet Air Arm Museum at Yeovilton, where it is still on display in standard Fleet Air Arm colours and with its original serial number VR137. This particular plane never flew! After the Wyvern was retired from active duty they were all melted down during 1959 and VR137 is the only Wyvern in existence today.

Camouflage and markings:

The prototype TS371 started its life in bare metal scheme with ‘P’ in a yellow circle on both sides of the rear fuselage as mandatory for prototypes. Later it was painted extra dark sea grey on fuselage and wing upper sides and Sky Type S on undersides. The operational Fleet Air Arm Wyverns all had the mandatory scheme extra dark sea grey on the upper side of the fuselage and horizontal tailplanes with the underside  and fuselage sides painted Sky Type S. The Wyverns as used operationally during the Suez crisis carried black and yellow stripes around rear fuselage and wings.

All lettering on the Wyvern was in black. Propeller spinners were red or Royal Blue.

The single T.3 trainer had a bare aluminium all-over scheme with on the fuselage side the suffix ‘P’ for prototype in yellow on a yellow band. Propeller hub and spinner were also bare aluminium.

Tips for the model builders:

-Frog already introduced many years ago a 1/72 Westland Wyvern kit of moderate quality to modern standards. Later it was re-issued by the Russian Novo. Both are now collector’s items.
-Lucky for the modellers there is a very good Trumpetter 1/72 kit of the Python powered Wyvern S.4. At a larger scale
-Air Classics has an excellent limited-run injection moulded 1/48 kit of the Python powered S.4 model that replaced some earlier produced much more demanding vacform kits.
-CMR kits from the Czech Republic has at 1/72 scale  two resin models kits of the Wyvern in R.R. Eagle version (No.CMR-140) complete with an aerial torpedo and the Python powered Wyvern S.4. As usual quality is excellent with very good decals included.

Technical details Wyvern S.4:

Powerplant:                   1× Armstrong Siddeley Python 3 axial flow turboprop of 3667 shaft-hp and 535 kg residual exhaust thrust.

Dimensions:

-Length:                        12.88 m
-Wingspan:                   13.42 m
-Height:                           4.57 m
-Wing area:                   33 m²
Weights:
-Empty weight:               7095 kg
-Loaded weight:             9636 kg
-Max. take-off weight:    11,113 kg
Performances:
-Maximum speed:          613 km/h at sea level
-Range:                         1446 km
-Service ceiling:             8537 m
-Rate of climb:              11.9 m/sec
-Wing loading:               292 kg/m²
-Power/mass:                0.17 hp/lb (0.28 kW/kg)
Armament:
-Guns:                          4x 20 mm Hispano Mk. V cannons in the wings
-Rockets:                      16x RP-3 underwing rockets
-Bombs:                       up to 3,000 lb (1,364 kg) of bombs or one Mk-15/17 aerial torpedo or sea
                                    mine

Trivials:

-For the Wyvern there was a parallel specification from the Royal Air Force, F.13/44, for which Hawker submitted the competing P.1027; a development of the Tempest and also fitted with the new R.R. Eagle. Finally, both R.A.F. variants were cancelled in favour of new jet aircraft.
-The wyvern was a mythical monster with the front legs of a dragon and the barbed tail of a snake.
-The Wyvern was in fact the only single-engine turboprop strike fighter ever operational! For the U.S. Navy Douglas had developed the turboprop powered A2D-1 Skyshark, but this only flew as prototype. Also the Soviet Union built an unsuccessful single-engine turboprop attack plane as the Tupolev Tu-91 ‘Boot’.

-During the Suez Campaign the Wyvern was assisted by French Aeronavale F4U-7 Corsairs. The British forces also used the Hawker Sea Hawk, that could carry the same offensive load as the Wyvern over the same distance but at a some 200 km/h faster speed . Even the French Corsairs were marginally faster than the Wyvern!

-The S.4 had in the rear fuselage provision of two portholes for two oblique cameras and another porthole on the underside of the fuselage for a vertical camera. As far as known, they were little used for this purpose.

-The final Wyvern version S.5E was planned in 1951 with two wingtip fuel tanks and to be powered by the new Napier Double Eland turboprop with more than 5000 shaft-hp. It was never built. Also the Napier Double Eland never went into production

References:
-Anonymous, The mighty Wyvern, R.A.F. Flying Review, September 1956 p 45-47, 84
-Anonymous, Westland’s winged dragon, Air Enthusiast Quarterly no. 1 p20-35
-Cpt. Eric Brown, Wings of the weird & wonderful Volume 2, 1985 Airlife UK
-Derek Collier, Westland Wyvern – Flight test accidents of the 1940s-1960s, Aeroplane Monthly Nov.
 1996 p16-20
-John T. Smith, Wrath of a Mythical Monster: Westland Wyvern Operations in the Suez Campaign,   Air Enthusiast no. 74, March/April 1998.
-Michael Ovcacik & Karel Suza, Westland Wyvern TF MKs.1, 2, T Mk.3, S Mk.4, 4+ Publication, Czech Republic 2003

Nico Braas

This article is based on an earlier publication from my hand in Military Aircraft Monthly, March 2011

There are many famous fighters in history, but few of them, if any, possess the distinction of being build during such a long period of time as the Messerschmitt BF 109. This fighter was designed and mass-produced mainly in Germany from 1936 to 1945. After the war, Spain and Czechoslovakia built it too, serving in the Spanish air force up to 1967. Today, many people mistakenly refer to the Messerschmitt BF 109 as the Messerschmitt Me 109, but only later models carried the initials of the creator’s name Me from Messerschmitt.

The Bayerische Flugzeugwerke prototype fighter plane – BF 109 made its maiden flight not take long before it after its construction. With Bubi Knoetsch on the controls, the plane made its first flight in September 1935. Throughout its development, the Messerschmitt BF 109 had a 610 hp Jumo 210 twelve-cylinder inverted-vee liquid cooled engine. Somewhat ironical the plane was initially powered by a British 695 hp Rolls-Royce Kestrel engine.

January 1936 saw the second Bf 109 prototype flying, powered by a Jumo engine. By that time, the RLM (the Reichsluftfahrtministerium) had already ordered around ten other aircraft for evaluation. In the same year, the third prototype – the V3 – took off, being the first version to carry armament, consisting of two MG17.9mm machine guns mounted on the engine. Both of them were synchronized being able to fire straight through the propeller arc.

Eventually, the first series model would be the Messerschmitt Bf B-1, with a 635 hp Jumo 210D engine.  In 1937, a series of the BF 109 fighters were released, that proved to be very successful in their mission over Zurich. On November the same year, the BF 109V13 was launched, having a more specialized and advanced engine compared to the previous models. These series of planes also recorded some of the highest speeds during the time by covering a record speed of 610 km per hour. The planes accomplished several missions in Spain in the same year being part of the Luftwaffe’s Condor Legion.

Constructors converted some B-2 aircraft into Bf 109D-0s, installing DB 600A engine. Several D-1s with the same engines were delivered to Switzerland and Hungary.

The year 1938 saw the release of another variant, the C-1, that had more firepower with an increased number of guns, at least five of them. This model also had a better engine with a fuel injection system, and a redesigned and improved exhausting system, that had shorter pipes. These improvements proved vital as the planes we able to better fight during the dogfight, as the engines had an improved ability to run well even in extreme conditions.

The Messerschmitt BF 109D-1 also known as Dora had a much-improved engine with the ability to carry two wing MG 17s and twin fuselage MG 17s. It had a high-level performance just like the B-1 series. This variant had exhauster designs similar to that of the E- series. The Bf 109D-1 “Dora” was the main service variation before the Bf 109E release. In 1938 the Bf 109E series was launched and turned out to be superior in maneuverability and overall performance to practically every fighter it encountered that time. During 1939-40, Germany exported a great number of  Bf 109E-3 to Bulgaria, Hungary, Japan, Romania, Slovakia, Switzerland (eighty), and Yugoslavia. The E “Emil” variant was the main version Luftwaffe used during the entire Battle of Britain.

After some time, Messerschmitt enhanced the E series into more convenient planes. These planes had specialized features such fighter-bombers, reconnaissance aircraft features and its models were specifically for fighting.

The E series comprised 9 E variants, extending to the E-9, and included models such as fighters, reconnaissance aircraft, and fighter-bombers. Fieseler started converting ten E-3s models to BF 109T (Träger = carrier) configuration, in July 1940, to operate on the aircraft carrier Graf Zeppelin. However, this project was aborted next year, and the aircraft returned its original configuration. 

Marius Bujor
 Model Aircraft Universe
All graphic content LetLetLet Warplanes

Introduction

North American Aviation Inc. started with the design and manufacturing of aircraft when their holding company acquired in 1934 General Aviation. In fact this was the American Fokker company renamed after the Dutchman Anthony Fokker was forced to leave this company as managing director. First project started  was that for a two-seat mid-wing military observation plane  aircraft. Originally this was a General Aviation project know as GA-15. At the new North American company it became known as the O-47. First flight of the prototype took place in the early summer of 1935. The U.S. Army Air Force placed some small orders for the production version and all together 164 were manufactured. The O-45 was soon followed by a two-seat low wing trainer known as NA-16. It was built in large numbers and the final version became well known as the T-6 Texan, or Harvard for its Canadian built license product.

Even more known was the North American NA-73. It was built under a British contract as an emergency fighter for the Royal Air Force, but later it gained fame as the P-51 Mustang fighter. It was produced in large numbers and played a very decisive role in the air war over Europe since it was the first long-range escort fighter on more than even terms with the best Luftwaffe fighters. North American also tried to develop a navalized version with folding wings and an arrester hook as a deck landing fighter. Although trials with a converted P-51D were successful the idea never progressed further. With the Mustang as an example and with a new propulsion method introduced as the turbojet engine, North American entered the jet era……..

The FJ-1 Fury

When the first jet engines (from British origin!) were introduced in the U.S. aircraft manufacturers were in 1944 requested for design proposals of a jet-powered naval fighter suitable for carrier operations. McDonnell, Chance Vought and North American were all three selected to build prototypes for operational evaluation.

The North American design, carrying the company designation NA-134, was powered by a single Allison J-35 engine offering a thrust of 1814 kg (4000 lbs). The J-35, originally a General Electric design, was the first U.S. jet engine with an axial-flow compressor.

The FJ-1 was named ‘Fury’. It featured a stubby fuselage with a central air intake            in front of the fuselage. It was fitted with a nose wheel and with a bubble-type canopy. Wings and tailplane were more or less based on these of the P-51 Mustang.

The U.S. Navy ordered three XFJ-1 prototypes (BuNo. 39053, 39054 and 39055). The first XFJ-1 prototype made its maiden flight in September 1946.

The U.S. Navy had already placed an order for 100 NA-141/FJ-1 production models in May 1945.

By the end of the Second World War in August 1945 this was cut back to 30.

Only one U.S. Navy squadron (VF-5A; later renamed as VF-51) used the FJ-1 operationally but its front-line service career lasted only 14 months.. It was used subsequently by U.S. naval Reserve pilots to gain their first jet experiences until replaced by more modern types.

Production:

XFJ-1 prototypes: BuNos. 39053, 39054 and 39055.
FJ-1: BuNos. 120342 to 120371.
Specifications (FJ-1 model):
Power plant:               Allison J-35-A-2 or -4 jet engine of  1814 kg thrust
Dimensions:
-wing span:                 11.62 m
-length:                       10.48 m
-height:                       4.36 m
-wing area:                  20.5 m²
Weights:
-empty:                       4010 kg
-loaded:                      6853 kg
Performances:
-max. speed:               880 km/h at 2743 m
-service ceiling:           9753 m
-range:                        2407 km with two external wing tip tanks
Armament:                 six .50 (12.7 mm) M2 Browning machine guns with 1500 round in total.

The FJ-2:

The FJ-1 had only mediocre performances. In fact its relatively low speed and service ceiling made it already obsolete when it was introduced into military service.

It was soon succeeded by a much more performing type, the FJ-2. This type designation suggests it was an improved FJ-1.  In fact it was a totally new and different plane and the type designation FJ-2 was only used as an easy way to obtain financial funding for this type.

The FJ-2 was in fact a navalized version of North American’s highly successful swept wing F-86 Sabre jet fighter. North American used the U.S.A.F. F-86E Sabre as basic design. Three prototypes XFJ-2 were built; the first one made its maiden flight on 27 December 1951. Main difference with the F-86E except for its arrester hook and folding wings was the replacement of the six .50 machine guns by four 20mm cannon. The XFJ-2 was powered by a General Electric J-47-GE-2 turbojet giving 2722 kg thrust. North American produced for the U.S. Navy 200 similar powered FJ-2 production models. The U.S. Navy was not entirely satisfied, preferring the Grumman F9F Cougar for its better slow speed handling at deck landings and the FJ-2’s were soon assigned to the U.S. Marines. It was used until 1957. Under the new aircraft type numbering FJ-2 was changed into F-1B.

Production:

XFJ-2 (NA-179) prototypes:             133754, 133755 and 133756 (3)
FJ-2 (NA-181) production models:   131927 to 132126 (200)
Specifications:
Power plant:               General Electric J-47-GE-2 jet engine of 2722 kg thrust
Dimensions:
-wing span:                 11.31 m
-length:                       11.45 m
-height:                       4.16 m
-wing area:                  26.7 m²
Weights:
-empty:                       5353 kg
-loaded:                      8523 kg
Performances:
-max. speed:               1088 km/h at sea level
-service ceiling:           14,300 m
-range:                        1593 km
Armament:                 four 20 mm cannon

The FJ-3:

With the FJ-2 more or less being rejected by the U.S. Navy, North American started to develop a more advanced and improved version as the FJ-3. It was fitted with a more powerful Wright J-65 engine offering 3470 kg thrust. External visual difference with the  FJ-2 was a much larger air intake. The FJ-3 prototype made its first flight on 3 July 1953. The first production model appeared in December of that year. North American further improved low speed handling by fitting a new type of wing leading edge slats. When it was operational, an in-flight refuelling system was retro-fitted. The FJ-3 remained in service at various U.S. Navy squadrons until 1962. Under the uniform U.S. Navy/U.S.A.F. type designation of 1962 the FJ-3 became the F-1C. A number of FJ-3’s were modified to drone-control versions as FJ-3D (DF-1C) for the use of Vought Regulus guided missiles. Some were also used as drone-control version for use with Grumman F9F-6K target drones.

Production:

FJ-3/NA-194:
BuNos. 135774 to 136162, 139210 to 1039278 and 141364 to 141443 (535 in total)

Specifications:

Power plant:  General_Electric_J47 Wright J-65 Turbojet of 3470 kg thrust
Dimensions:
-wing span:                 11.31 m
-length:                       11.45 m
-height:                       4.14 m
-wing area:                  28.1 m²
Weights:
-empty:                       5536 kg
-loaded:                      9536 kg
Performances:
-max. speed:               1096 km/h at sea level
-service ceiling:           14,300 m
-range:                        1593 km
Armament:                 four 20 mm cannon plus two AA-N-7 Sidewinder missiles on last series FJ-3M

FJ-4, the final Fury:

The final FJ-4 version was a major redesign of the basic aircraft with a much larger wing fitted with a number of hard points. It carried 50% more internal fuel that the previous version without any loss of performance. This was accomplished by fitting the last and most powerful version of the J-65 engine in combination with a thinner wing and further aerodynamic refinements on fuselage and tailplane. Basically the FJ-4 was intended as a fighter-bomber.

Characteristic offensive load consisted of six Bullpup air-to-ground missiles or high-explosive bombs or napalm tanks. If necessary it could fulfill nuclear attack missions using LABS delivery of this weapon.

The project was started under the company designation NA-208 in the summer of 1953.

The two prototypes XFJ-4 had to meet the U.S. Navy requirements of Mach 0.95 max. speed and a combat ceiling of 14,935 m (49,000 ft) without the use of an afterburner. The both FJ-4 prototypes could easily meet these requirements which resulted in a final starting order of 25; later followed by another 107. It entered service in 1955 at one single U.S. Navy squadron (VA-126) and three U.S. Marine squadrons (VMF-232, VMF-235, and VMF-451). All aircraft were delivered by March 1957.

The further improved FJ-4B was the final dedicated ground attack version with six underwing hardpoints with a total capacity of up to 2722 kg (6000 lbs) fuel tanks, bombs or rockets.

All FJ-4B’s had a fuel probe for in-flight refueling.

The last of the FJ-4 (no. 222) was delivered in May 1958. The FJ-4B served with Naval Attack Squadrons VA-55, VA-56, VA-63, VA-116 (VA-144), VA-126, VA-146, VA-151, VA-192 (VA-216), VA-212, VA-214 and with Marine Attack Squadrons VMA-212, VMA-214, and VMA-223, all with the Pacific Fleet. Under the new common type designation system introduced in 1962 the FJ-4 became the F-1E and the FJ-4B the AF-1E. The FJ-4B’s remained operational until the mid-sixties and was as far as known never used in military combat.

A further variant of the FJ-4B was the FJ-4F. It featured a 2268 kg (5000 lbs) thrust Rocketdyne AR-1 rocket motor in the tail. Two FJ-4B’s (BuNos 139282 and 139284) were converted for this purpose. With the rocket motor the FJ-4F had a much higher climbing rate bur the project was not continued. At North American the FJ-4F was designated as the NA-234. Final production models would have been the NA-248.

Production:

FJ-4 prototypes (NA-208): BuNos. 139279 and 139280
FJ-4 (NA-209):
BuNos: 139281 to 139323; 139424 to 139530 (132)
FJ-4B (NA-209 and NA-229):
BuNos: 139531 to 139555; 141444 to 141489; 143493 to 143643 (222)

Specifications (FJ-4B):

Power plant: General_Electric_J47 J-65W-16A Turbojet of 3492 kg thrust
Dimensions:
-wing span:                 11.92 m
-length:                         11.45m
-height:                          4.23m
-wing area:                    31.46 m²
Weights:
-empty:                         6250 kg
-loaded:                        12,701 kg
Performances:
-max. speed:                 1110km/h at sea level
-service ceiling:           +13,700 m
-range:                        2390 km on internal fuel tanks
Armament:                 four 20 mm cannon; at later versions sometimes reduced to two plus up to 2268 kg load under six underwing hard points

Colour schemes:

The FJ-1 flew in an all-over non-specular extra dark sea-blue scheme. The FJ-2 and FJ-3 flew initially also in this scheme. Later this was replaced by light sea grey at the underside and medium sea gray on the upper sides.

The FJ-4 had standard the light/medium sea grey scheme. Sometimes colorful squadron markings were applied. The drone version flew with non-specular blue fuselage, yellow wings and orange tail.

Nico Braas

Literature:
Steve Ginter, North American FJ-1 Fury, naval fighters number seven (1983)
Swanborough, North American-an aircraft album, Ian Allan UK (1973)

Constructed in all metal the Provost started life as a three seated monoplane, it had a fixed landing gear and tail wheel that was fully castoring. Equipped with the Leonides engine it boasted twice as must power as its predecessor the Prentice. It had an excellent rate of climb and its flying performance mirrored those flight aircraft of the time. The aircraft was fitted with a number of access hatches making the servicing of the aircraft a joy.

The pilot and the student sat side-by-side, behind there was also a third seat for an observer, however this position was later removed as it was very rarely used. Designed with a large three piece canopy, this gave excellent all round visibility and by the fitting of amber screens along with the wearing of blue tinted glasses by the student, restricted view flying training could be undertaken in daylight. To aid the training in various weather conditions the aircraft was fitted with a number approach aids. The Provost was designed so that students could lean in an environment which would be very similar to those aircraft they would be flying in their future service careers, which was unlike pervious training aircraft in the RAF which were designed to be easy for the student to fly. An advantage of training on the Provost was that students could then transfer straight onto De Havilland Vampire.

What was to become that RAF’s standard basic training aircraft, Provost T.Mk.1 joined the Royal Air Force’s Central Fly School’s Basic Training Squadron at RAF South Cerney in 1953. Flight trials of the aircraft were carried out over the period of May and June of that year before student training was undertaken. Then over a three year period saw the RAF taking delivery of the T.Mk.1 across the Service. On the  1^st July 1953 saw the Provost re-equipping No.6 Flying Training School (FTS) at  RAF Ternhill followed by No.22 FTS at RAF Syerston,  No.2 FTS at RAF Cluntoe, then No.3 FTS at RAF Feltwell and lastly Royal Air Force College based at RAF Cranwell. It was also over this period that Percival changed is name to Hunting Percival Aircraft and then later, in 1957, they became Hunting Aircraft. The Provost also went on to equip University Air Squadrons (UAS) within the UK, with the first aircraft going in 1956 to the Queen’s UAS, Belfast, Northern Ireland. The last Percival Provost to be delivered to the RAF was in 1956 and the aircraft started to be withdrawn from RAF service in mid 1960, however the last aircraft to leave was not until1969.

Variants of the Provost in RAF service:

Percival P.56 Mk.1:     Two prototypes fitted with the Cheetah engine; later converted to the Leonide engine.
Percival P.56 Mk.2:     Third prototype fitted with the Leonide engine.
Provost T.Mk.1:          RAF Two seater basic trainer.

Between the years 1953 and 1969 the Provost saw service in a number of countries:

Southern Rhodesia/Zimbabwe – First order was made in May 1953 for 4 T.Mk.1’s which were designated as T.Mk.51. The Royal Rhodesian Air Force was later to order a further 12 armed trainers and they were designated as T.Mk.52 and they were delivered in 1955. In 1968 Rhodesia took delivery of a further 12 aircraft by unknown means to bypass the countries arms embargo.

Irish Air Corps – They placed their first order in January 1954 for 4 T.Mk.51’s and then again in 1960 a another order was placed for 6 armed variants and they were given the designation T.Mk.53

Burmese Air Force – They took delivery of 12 armed Provost T.Mk.53’s in 1954 and this was followed up by another order for a further 28 aircraft.

Sudan Air Force – In 1957 they took changed of 4 armed T.Mk.53’s only to lose two of them in flying accidents straight after receiving them. These were to be replaced by a further 3 aircraft in 1959 and then later this was followed by the delivery of 5 ex-RAF Provost’s.

Royal Air Force Oman – Took delivery of 12 former RAF aircraft, these were converted to carry weapons and were designated as T.Mk.52. These aircraft were to be the first armed aircraft to equip the RAFO.

Royal Iraqi Air Force – Took delivery of 15 armed T.Mk.52’s entering service in May 1955.

Royal Malaysian Air Force – Between the period 1961 and 1968 the RMAF took delivery of 24 T.Mk.51 training aircraft. This was to be the last official export of the Percival Provost.

Specifications:

Engine:                        One Alvis Leonides 126 radial piston engine 550hp (410kW)
Weight:                       Empty 3,350lbs (1,520kg)
Max Takeoff 4,400lbs (1,996kg)
Wing Span:                 35ft 2in (10.72m)
Length:                        28ft 8ins (8.74m)

Performance:

Max Speed:                 200mph (322kph)
Ceiling:                        22,500ft (6,858m)
Range:                         648 miles (1,042km)
Rate of Climb:                        2,200ft/min (11.2m/s)
Climb to 10,000ft:      3.27 minutes

Weapons:

For the armed T.Mk.52 & 53 variants: 2 x 7.62mm machine guns, 500lb bombers or rockets.

Total aircraft produced: 461

Mick Gladwin

In 1941, the idea of a special force, to lead the main bomber streams was endorsed by the then Deputy Director of Bomber Operations, Group Captain Syd Bufton. He suggested that six squadrons should be based close to each other, their aircrews enriched with 40 of the Command’s most highly experienced crews. The idea however was condemned by the new AOC-in-C, Air Marshal Arthur Harris, later to be called ‘Bomber Harris’, he believed it was likely to foster elitism and hence ruin morale. However, the Chief of the Air Staff, Air Chief Marshal Sir Charles Portal, overruled Harris and with the support of Winston Churchill a separate force was created.

Thus, on the 15^th August 1942, the Pathfinder Force (PFF) was formed. The force, initially administered by No.3 Group, moved into their new headquarters at RAF Wyton, which was chosen by Group Captain (later to become, Air Vice-Marshal), Don Bennett for its good landline communications and favourable weather record.

The Pathfinder Force initially comprised of five squadrons, one from each of the operational Bomber Command Groups. The squadrons were, Nos.7 (Stirlings), 35 (Halifaxes), 83 (Lancasters), 109 “special duties” (Wellingtons) and 156 (Wellingtons). These squadrons were located on adjacent airfields at Oakington, Graveley, Wyton and Warboys.

Promising Bennett his full support and having great respect for him, Harris was still opposed to the formation of the PFF. However, he would not give PFF any leeway, and insisted that it must begin operations on the same day that the Squadrons assembled, giving them no time for training or preparation. In the end, bad weather prevented any operations. The next night Bennett sent the force out to bomb the submarine base at Flensburg. More bad weather, which had not been forecast, couple with the lack of any navigational or radar aids at that stage meant that the raid, not surprisingly, failed. Undeterred by the enforced bad start, the PFF steadily worked up and developed their techniques; results soon began to show.

One of PFF Squadron’s, No.109, was tasked with the development and testing of the new OBOE radio equipment. OBOE was destined to be one of PFF’s greatest technical aids; used to pinpointing targets and guiding the Pathfinders to them using signals from pairs of UK based stations. Apart from OBOE, the force had another radio navigational aid called GEE. This was a slightly older system but still useful and always used in conjunction with OBOE. Both of these aids were only effective up to 300 miles, Berlin was another 250 miles beyond the reach of OBOE or GEE. Another notable achievement for the PFF was the introduction of the first airborne ground mapping radar system called H2S. Trialled by the Halifax’s of No.35 Sqn, on the 30^th January 1943, H2S radar was used by RAF bombers for navigation for the first time and so became the first ground mapping radar to be used in combat. Other technical aids were the flares and Target Indicators (TIs), which showed the main bomber streams where to drop their bombs. Hooded flares were developed to illuminate the target without dazzling the bomb aimers, and TIs in a spectacular range of colours marked the exact position of the target either on the ground or in the air above. After all these aids were introduced into service the accuracy of the bombers increased steadily. OBOE’s first operational trials were on the 20^th December 1943, when four Mosquitoes of No.109 Sqn dropped high explosives on a German coking plant.

On the 25^th January 1943 the PFF became a separate group, No.8. By this time the Pathfinders had proved themselves and at long last Bomber Command was a fully effective force. Any aircrew that was posted to PFF was conditional on two things; firstly they had to volunteer and secondly, they had to accept that a tour duty with PFF was 45 operational sorties and not 30 as in the rest of Bomber Command. This ensured that PFF gained maximum valve from the highly experienced crews, it was not uncommon for aircrew to undertake more than 45 sorties.

In April 1943 a further two squadrons, both equipped with Lancasters, joined the PFF, No.405 of the Royal Canadian Air Force, which was based at Gransden and No.97 based a Bourn. Three months later PFF moved its headquarters from Wyton to Castle Hill house in the local town of Huntingdon and in the same month a further two squadrons joined PFF, Nos. 105 and 139 Sqns, both equipped with Mosquitoes and based at Marham. In the following year a further three more squadrons joined the group, Nos. 627 (Mosquitoes), 692 (Mosquitoes) and 635 (Lancasters).

Over the period of the 30^th & 31^st March 1944 PFF and Bomber Command set out to bomb Nuremburg. Of the 795 Bomber Command aircraft, 95 failed to return. The reason for this disastrous loss rate (11.9%) was that the route devised by PFF which involved several doglegs, to avoid heavy defences and disguise the real objective was overruled by Bomber Command and changed to a more direct route. This lead the force straight into the German defences and the bombers were consequently picked off by night fighters. Bad luck was again to hit PFF the following month when No.582 Sqn (Lancasters) joined the Group but immediately afterwards Nos.83, 97 and 627 Sqns were transferred to No.5 Group to undertake Pathfinder trials. Throughout the rest of the war there was a growing trend for other Bomber Command Groups to do their own advanced navigation, with their crews being trained in techniques evolved by PFF during the vital earlier years. However, after this drain on its strength, PFF began to recover and to obtain new units. These were mostly Mosquitoes and these became the Light Night Striking Force (LNSF). Many of the LNSF Mosquitoes carried the 4,000lb “Cookie” bomb as far as Berlin. They also flew diversionary raids to distract attention away from the main bomber streams.

In April 1945 the PFF reached its peak strength with eight Lancaster and eleven Mosquito units, this included three that had been detached to No.5 Group. By the end of the war in Europe in May 1945, the PFF had flown a total of 50,490 sorties against 3,440 targets. The number of PFF aircrew killed on operations totalled 3,618. Of the 32 Victoria Crosses awarded to Bomber Command during World War 2, three went to PFF pilots, Bazalgette, Palmer and Swales, all posthumously.

Extract from the London Gazette of Friday 20^th April 1945

The King has been pleased to confer the Victoria Cross on the under mentioned officer in recognition of his most conspicuous bravery:

Captain Edwin Swales DFC

South African Air Force, No.582 Squadron

Captain Swales was “Master Bomber” of a force of aircraft, which attacked Pforzheim on the night of February 23^rd, 1945. As “Master Bomber”, he had the task of locating the target area with precision and giving aiming instructions to the main force of bombers following in this wake.

Soon after he had reached the target area he was engaged by an enemy fighter, and one of this engines was put out of action. His rear guns failed and his crippled aircraft was an easy prey to further attacks. Unperturbed, he carried on with his allotted task; clearly and precisely he issued aiming instructions to the main force. Captain Swales’ aircraft was put out of action, almost defenceless, he stayed over the target area issuing this instructions until he was satisfied that the attack had achieved its purpose.

Captain Swales did not, however, regard his mission as completed. His aircraft was damaged, such that, its speed was so much reduced it could only be kept in the air with great difficulty. The blind-flying instruments were no longer working; he was determined at all costs to prevent this aircraft and crew from falling into enemy hands, he set course for home. After an hour he flew into thin-layered cloud, he kept his course by skilful lying between the layers, but later heavy cloud and turbulent air conditions were met. The aircraft, by now over friendly territory, became more and more difficult to control; it was losing height steadily. Realizing that the situation was desperate Captain Swales ordered this crew to bale out. Time was very short and it required all this exertions to keep the aircraft steady while each of this crew moved in turn to the escape hatch and parachuted to safety. Hardly had the last crewmember jumped when the aircraft plunged to earth, Captain Swales was found dead at the controls.

Intrepid in the attack, courageous in the face of danger, he did his duty to the last, giving his life so that his comrades might live.

On the 12^th May 1945, Air Vice-Marshal J R Whitley succeeded Bennett as AOC Pathfinders, and on the 15^th December No.8 (PFF) Group was disbanded.

Listed below are the squadrons that formed No.8 (Pathfinder Force) Group.

Station and aircraft details are for when the Units were part of the Pathfinder Force.

No.7 Squadron

Station – Oakington from Oct 1940 onwards.

Aircraft – Short Stirling I & III Aug 1940 – Aug 1943, Avro Lancaster B.I & III Jul 1943 onwards.

No.35 Squadron

Station – Graveley from Aug 1942 onwards

Aircraft – Handley Page Halifax B.I, B.II & B.III Nov 1940 – Mar 1944, Avro Lancaster B.I, B.III Mar 1944 onwards.

No.83 Squadron

Station – Wyton Aug 1942 – Apr 1944, Coningsby Apr 1944 onwards.

Aircraft – Avro Lancaster B.I & B.III May 1942 onwards.

No.97 Squadron

Station – Bourn Apr 1943 – Apr 1944,

“A”, “B” & “C” Flights detached to Gransden Lodge, Graveley and Oakington respectively during Aug/Sep 1943,Coningsby – Apr 1944 onwards.

Aircraft – Avro Lancaster B.I & B.III Jan 1942 onwards.

No.105 Squadron (joined PPF in 1943)

Station – Marham Sep 1942 – Mar 1944, Bourn Mar 1944 onwards.

Aircraft – De Havilland Mosquito B.IV, B.IX & B.XVI Nov 1941 onwards.

No.109 Squadron

Station – Wyton Aug 1942 – Jul 1943, Marham Jul 1943 – Apr 1944, Little Staughton Apr 1944 onwards.

Aircraft – De Havilland Mosquito B.IV, B.IX & B.XVI Dec 1941 onwards.

No.128 Squadron

Station – Wyton Sep 1944

Aircraft – De Havilland Mosquito B.XVI, B.XX & B.XXV Sep 1944 onwards.

No.142 Squadron

Station – Gransden Lodge Oct 1944 onwards.

Aircraft – De Havilland Mosquito B.XXV Oct 1944 onwards.

No.156 Squadron

Station – Warboys Aug 1942 – Mar 1944, Upwood Mar 1944 onwards.

Aircraft – Vickers Wellington IC & III Feb 1942 – Jan 1943, Avro Lancaster B.I & B.III Jan 1943 onwards.

No.162 Squadron

Station – Bourn Dec 1944 onwards.

Aircraft – De Havilland Mosquito B.XX & B.XXV Dec 1944 – July 1945.

No.163 Squadron

Station – Wyton Jan 1945 onwards.

Aircraft – De Havilland Mosquito B.XVI & B.XXV Jan 1945 onwards.

No.405 Squadron, Royal Canadian Air Force

Station – Gransden Lodge Apr 1943 onwards.

Aircraft – Handley Page Halifax B.II Apr 1942 – Sep 1943, Avro Lancaster B.I, B.III & B.X Aug 1943 onwards.

No.571 Squadron

Station – Downham Market Apr 1944, Oakington 24^th Apr 1944 onwards.

Aircraft – De Havilland Mosquito B.XVI Apr 1944 onwards.

No.582 Squadron

Station – Little Staughton Apr 1944 onwards.

Aircraft – Avro Lancaster B.I, B.III Apr 1944 onwards.

No.608 Squadron

Station – Downham Market Aug 1944 onwards.

Aircraft – De Havilland Mosquito B.XX, B.XXV & B.XVI Aug 1944 onwards.

No.627 Squadron

Station – Oakington Nov 1943 – Apr 1944, Woodhall Spa Apr 1944 onwards,

Aircraft – De Havilland Mosquito B.IV, B.IX, B.XVI, B.XX, B.XXV Nov 1943 onwards.

No.635 Squadron

Station – Downham Market Mar 1944 onwards.

Aircraft – Avro Lancaster B.I, B.III & B.VI Mar 1944 onwards.

No.692 Squadron

Station – Graveley Jan 1944 onwards.

Aircraft – De Havilland Mosquito B.IV, B.XVI Jan 1944 onwards.

1409 (Meteorological) Flight

Station­ – Oakington 1^st Apr 1943 – Jan 1944, Wyton Jan 1944 onwards.

Aircraft – De Havilland Mosquito

Forming a part of the RAF Wyton Heritage Centre, the RAF Pathfinder Collection proudly displays one of the largest unpublished collections of PFF imagery in existence. Accompanying this photographic collection are many artefacts associated with PFF, including items recovered from World War II crashed Pathfinder aircraft.

The idea for a Pathfinder Collection goes back to the summer of 1995, when it was suggested that a temporary display should be set up in anticipation of that year’s Pathfinder Sunday (an annual event held each August) for the benefit of the Pathfinder’s and their families. It generated an overwhelming interest and a request from those present for a more permanent museum.

Thus, the PFF collection was born and continues to grow with the full support of successive Station Commanders and sections around RAF Wyton. Other areas within the Heritage Centre are the Imagery Intelligence Collection (an area in which I have a main interest), looking at the history of Photographic Reconnaissance and the Wyton History Timeline, this a large display showing the wide range of activities that have happen at RAF Wyton from 1912 to the present day.

The Heritage Centre is manned by a small number of volunteers like myself, who wish to ensure that the memories of the brave members of the Pathfinder Force, the role of RAF Wyton and the history of Photographic Reconnaissance is not forgotten.

Mick Gladwin

Wyton Heritage Centre Volunteer

History learns us that the turboprop successor of the Skyraider, the A2D Skyshark, was far from a success and that the AD-1 was finally replaced by another Douglas product that would gain much more fame: the jet-powered A4D Skyhawk!

This is the story of the unsuccessful Skyshark, a type that failed because it lacked a reliable engine….

Development and early flight testing:

When the Douglas AD-1 Skyraider prototype made its first flight in March 1945 both U.S. Navy and Ed Heinemann, the chief designer of Douglas, were already thinking of a successor.

Using the Skyraider airframe several options were studied. These included projects with two nose-mounted Westinghouse 24C jet engines, but also a turboprop engine was considered. The turboprop was a sensible alternative since it was more fuel efficient than a pure jet engine. Also for use from aircraft carriers the turboprop seemed to have advantages. Early turbojets were notorious for their slow throttle response which was essential for a quick restart after a failed landing attempt on an aircraft carrier. The turboprop ran at maximum cruise output and speed could be fully controlled by using propeller pitch setting. The problem was that in 1945 there still was no turboprop engine available offering both sufficient power and reliability. However, there were some promising engine developments. One was the T100 from Westinghouse, offering 2300 hp; the other engine under development was the Allison T40. Since the T40 offered roughly double the power of the TG100, this engine was selected as final powerplant for the Douglas ‘Super-Skyraider’. In fact, the XT40 was a double version of Allison’s experimental XT-38. This engine was based on an axial jet engine as developed earlier in the war.  Allison already had experience with coupled piston engines when they developed the V-3420 as a double version of their V-1710 piston engine as used for the P-38 and the P-39 and this company seemed a logical choice for the development of a coupled turboprop. Allison started shortly after the war with design and construction of an experimental unit as the XT40. Each component drove its own special developed Aeroproducts propeller and both propellers were contra-rotating to compensate for engine torque. For economic cruise one of the engine elements could be declutched and switched off with the propeller set in neutral pitch. Both engines drove via short extension shafts a common reduction gearbox. The T40 had an excellent power to weight ratio with a calculated power output of 5100 shaft hp maximally and 4100 shaft hp continuously. Further, the exhausts gave another 376 kg of residual thrust. Later uprated versions were planned that would even give up to 10,000 kg shaft hp! However, development of this engine met a number of  gearbox problems in the test running phase and the XT40 ordered for the new Douglas attack bomber was not yet ready and fully tested when the first aircraft prototype was already completed. Although the new machine was initially seen as a Skyraider fitted with a different engine, much more was needed to convert the original Skyraider into a turboprop powered aircraft. Finally only the wing and horizontal tail from the Skyraider were maintained, although the new wing had a much thinner profile. Since it was later regarded as a completely new design, it was given the type designation A2D with as name ‘Skyshark’. The Douglas type designation was D-557.

The Skyshark prototype BuNo. 122988 was ready for flight testing with its new engine by May 1950. On the 26th of that month Douglas test pilot George Jansen took the Skyshark in the air for its maiden flight from Edwards AFB. However, this flight lasted for just two minutes. After covering only 8 km directly after lift-off the engines started to vibrate so badly that Jansen made a straightforward landing on the lake bed. Also the next flights were of very short duration and soon aborted after heavy low-frequent vibrations. The first XT40 unit was replaced by a new one and this meant test flying was delayed until 18 October 1950.

Meanwhile the Korean War broke out and the U.S. Navy needed so badly new modern attack planes that ten production A2D-1’s were ordered with options for more. At this point Douglas started already to set op a production line at their El Segundo plant. The new attack plane was ordered in its production version A2D-1 at a moment the problems with the T40 engine were far from solved. In spite of this, the second Skyshark prototype 122989 was soon ready to join the flight testing at Edwards; although with some delays as we will see. Both prototypes were fully navalized with folding wings and they had even their arrester hook fitted. After initial flight tests, the arrester hook of the first prototype was soon removed. At the next prototype it was removed before first flight at Edwards. Also at the batch of production A2D-1’s that were actually delivered the arrester hook was not fitted and the Skyshark never made any deck landing on an aircraft carrier.

U.S. Navy testing:

The second Skyshark prototype was nearly complete when the first prototype was lost. By early December 1950 the Skyshark prototype 122988 had made a total of 14 flights. During these flights a maximum speed of 765 km/h was reached at an altitude of  8230 m. Around this time, two U.S. Navy pilots and one U.S. Marine Corps pilot started with preliminary evaluation flights from Edwards. They were Cdr. Turner Caldwell, Ltcr. Hugh Wood and Col. Marion Carl. On 19 December 1950 Hugh Wood took of in 122988 for his second flight. After two high-speed dives things went wrong when one of the engine units failed. Woods did not succeed to declutch the engine and the plane went down with a high sinking rate for a very hard landing. The undercarriage was sheared off  and a fire broke out when the plane came to a standstill. Unfortunately Woods was killed in this accident. The prototype was almost completely destroyed by the fire.

This accident was a serious setback for the testing program since the second prototype 122959 was not ready for final test flying until April 1952.  Again, the T40 engine gave problems that needed to be solved before the first flight could be made. Without a plane to test, George Jansen kept himself busy by flying the U.S. Navy P2B-1S (B-29 BuNo. 84029) mothership for the D-558-2 Skyrocket series of record flights made by his colleague Bill Bridgeman.

Skyraider no. 2 BuNo. 122989 made its first taxi runs and short hops from the long runway from Hughes Aircraft Co. near Culver City after a series of earlier powerplant failures, engine changes and revisions. The T40 engine continued to give constant problems and the first extended test flight was delayed until 3 April 1952. This day George Jansen made a 35 minutes flight with Skyshark no. 2 in a bright all-silver colour scheme from Edwards AFB. The second prototype had a new flush exhaust on the fuselage sides to reduce the drag of the earlier protruding version. These flush exhausts were also used on the production A2D-1’s where they caused after each flight serious scorching of the paint on the sides of the rear fuselages. Flights continued, but on 14 August the engine had to be replaced because of a propeller failure. It was fitted with an improved YT40-A-6A engine; the final power plant for the production model. However, the gearbox/propeller combination continued to give problems during test flying and the U.S. Navy staff could only conclude that the Skyshark with its troublesome powerplant was unsuitable for final operational service. The clock also kept on ticking, and not in the advantage of the Skyshark! Heinemann had already proposed an all-jet alternative for the Skyshark that would not only be much faster but also had the capability to drop a tactical nuclear weapon. This proved to be a much greater success and became well-known as the A4D (later A-4) Skyhawk.

Meanwhile, the ten ordered production A2D-1 models BuNos. 125479-125488 were delivered but at operational testing  the A2D-1 did not score any better than the two prototypes. Also here the same engine problems as with the prototypes were experienced.

The first A2D-1 supplied was BuNo.125480. It was flown for the first time on 10 June 1953 by George Jansen. Douglas test pilot ‘Doc’ Livingston had with this plane on 27 October 1953 a very narrow escape during a test flight. He lost the complete nose section with the contra-rotating propellers and had to make an emergency landing. Guided by a chase plane he miraculously managed to make a deadstick landing on the lakebed. He failed to shut down the engine and the plane trundled on across the surface of the lakebed still powered by the residual thrust of the T40 engine. Livingston actually had to jump from the plane into safety!

No. 125480 was repaired and resumed its test program until 5 August 1954. This day was the final end of this plane when George Jansen had to bail out when fire broke out after a gearbox failure.

Only six out of the ten production A2D-1’s were actually flown; three of these were bailed to Allison for engine testing, together with the second XA2D-1 prototype. However, when it was evident the T40 turboprop was a failure and further work on this engine was terminated, all flying with the Skysharks soon came to an end. The U.S. Navy terminated the Skyshark project in September 1954. Except one they were all broken up and scrapped.

Although it was lower rated than the T40, Allison had much more success with the single unit T56 turboprop. It was extremely reliable and built in large numbers for aircraft types like the Lockheed C-130 Hercules and the Lockheed Electra/Orion….

That the Skyshark had impressing performances if the engine ran well was demonstrated on its very last flight in 1955 when BuNo. 125482 set a speed record in its class by covering the distance between Indianapolis and Opa Locka in Florida (1748 km) in 2 hours and 38 minutes. This flight, made by test pilot Bob LeSuer, was the last public appearance of the Skyshark.

Construction list:

c/n       BuNo.                         Type               Details

7045    122988            XA2D-1          crashed on 19 December 1950
7046    122989            XA2D-1          1st flight on 3 April 1952
7590    125479            A2D-1             most likely very little flown
7591    125480            A2D-1             crashed on 5 August 1954
7592    125481            A2D-1             to Allison for engine tests
7593    125482            A2D-1             to Allison for engine tests
7594    125483            A2D-1             to Allison for engine tests
7595    125484            A2D-1             last Skyshark to be flown
7596    125485            A2D-1             not flown; still exists
7597    125486            A2D-1             not flown
7598    125487            A2D-1             not flown
7599    125488            A2D-1             not flown

Total production: 12

BuNos. 127962-128042; 132793-133042 and 134438-134455 (339 A2D-1’s) were on order but cancelled.

Planned versions:

An improved A2D-2 version had its wings set at a sweep of 35° and was to be fitted with an uprated T40-A-8 engine of 7070 shaft hp. Estimated speed was 775 km/h at 10,668 m. A further version planned for 1955 would have had an T40 uprated to 10,000 shaft hp. With a supersonic propeller it had an estimated top speed of 825 km/h at 10,668 m. Other versions were planned for anti-submarine warfare with a second cockpit behind the pilot, similar to the British Fairey Gannet. Also early warning and night attack versions were already planned but none of these developments ever materialized.

Survivors:

One Skyshark, BuNo. 125485, still exists. It was one of the four last production models that were never flown. It was stored at Douglas minus its powerplant. Later it was moved to Los Angeles international airport (LAX) for ground radar calibration provisionally fitted with a Skyhawk nose. It was planned to be used for fire fighting exercises, but luckily the plane escaped further demolition when it was acquired by Ed Malony. Malony sold it later to a private owner. In the nineties it was fitted with a provisional sheet metal engine intake and a new double propeller. It is now on display at the Pacific Fighters exhibition near Idaho Falls Regional Airport in its original dark sea-blue colour.

Note on test pilot George Jansen:

Douglas test pilot George Jansen, being from Dutch ancestry, was born in 1921 and started to fly at a very young age. In the war he flew bomber missions over Germany on the B-24. After the war he joined Douglas Aircraft Co. as a test pilot after he graduated in 1951 from the Air Force Test Pilot’s School at Edwards Air Force Base. Except the Skyshark he flew many other Douglas types like the Skyraider, F3D Skyknight, the B-66 and the DC-9. He died in 1991 at the age of 70.

Camouflage and markings:

The first prototype Skyshark was painted in all-over standard U.S. Navy non-specular dark sea blue with all lettering in  white. Also the production A2D-1 Skysharks that actually reached the flying phase had these standard colours and markings. The space around the exhausts was not painted. From photos it was evident that the rear fuselage painting was after some flying scorched by the heat of the exhaust. The second prototype no. 122989 had an all-over aluminium scheme with the name ‘Skyshark’ painted on the nose. Initially it was also painted in all-over non-specular dark sea blue, with the name ‘Skyshark’ in white lettering. The blue scheme was replaced by the all-metal scheme before it went to Edwards for its 1st flight.

Tips for the model builder:

The French Mach 1 has a 1/72 limited edition injection moulded kit of the Skyshark. As usual for these kits it has quite a lot of flash, a coarse surface and no locating pins for fuselage halves and wings. All we can say it is a kit with ‘built-in challenges’ for the more experienced builder and it needs a lot of attention before it is finished.

Merlin models also had a limited production 1/72 kit but this is of very poor quality.

There have been in the past some vacform kits, amongst others from Airmodel that can be better forgotten. Raraplanes also released this kit in the past and this one was not all too bad; at least general accuracy is reasonable.

Technical details (XA2D-1):

Power plant:                Allison XT40-A-2 coupled turboprop, max. 5100 shaft hp
+376 kg residual thrust from the exhaust

Dimensions:

-wing span                   15.24 m
-length                         12.56 m
-height                           5.20 m
-wing area                   37.16 m²

Weights:

-empty                         5871 kg
-gross take off             8491 (max. 10,417 kg)

Performances:

-max. speed                 806 km/h at 7620 m (calculated but never reached at flight testing!)
-range                          1025 km combat range; max. range 3540 km
-service ceiling            14,460 m

Armament:      four 20-mm T31 cannon in the wings with 200 rounds per gun;

offensive armament fitted at 11 hard points under each wing.

The three major stations (one underneath the fuselage and one under each inner wing) could carry a 200-lb bomb, a torpedo, a rocket, or a 300 US-gallon drop tank. The minor outer underwing stations could each carry a single 5-inch  HVAR rockets or smaller bombs. Maximum external ordnance load was 2495  kg.

Radar:             provision to carry an AN/APS-19A radar, with the scanner being located inside  the extreme nose of the propeller spinner.

Nico Braas

Literature:

-Francis Allen, Shark with no teeth-the story of the Douglas A2D Skyshark, Air Enthusiast no. 53, p.69-75 (1994)
– Rene J. Francillon, McDonnell Douglas Aircraft Since 1920, Vol 1, Putnam UK (1988)
-Gerry Markgraf, Douglas Skyshark A2D turbo-prop attack, Naval fighters no. 44 (1997)

‘Upon the explicit request of Hugh Wood’s grandson we have removed the picture of the wreckage of the first Skyshark prototype.’

Patrol bomber test flying:

The first XP5Y-1 made its first flight fitted with four XT40 turboprop engines 1.5 year later; on 18 April 1950.

It took off from the San Diego bay flown by Convair test pilot Don Germeraad and with Sam Shannon as co-pilot. In August 1950 the XP5Y-1 set a world endurance record in its class with a flight of 8 hours and six minutes. However, in the same month the U.S. Navy announced it had no longer any need for an armed patrol flying boat and the gun installations on both sides of the fuselage and the tail were removed. In fact, the planned 20 mm guns were never fitted. The XP5Y-1 was lost on 15 July 1953 on its 42nd flight when the elevator torque tube broke and the aircraft could no longer be kept under control. It crashed into the San Diego bay after the whole crew had left the plane by parachute. The second XP5Y-1 BuNo. 121456 was never fitted with engines and never flew. It was finally scrapped in 1957.

In spite of continuous problems with the T40 turboprops the big new flying boat flew very well and fully met its performances. The T40 was, although very powerful, a technical nightmare. It was a double coupled power plant driving contra-rotating propellers with extension shafts and a reduction gearbox for the contra-rotating propellers. At maximum emergency power it could produce 5100 shaft-hp at a weight of only 1134 kg including the drive shafts. It could give a maximum continuous power of 4000 shaft-hp. However, the drive shaft/gearbox system was far from reliable and the T40 could be used for only 50 hours before overhaul was necessary. Since it was also used in a few other aircraft types, great efforts were made to improve reliability but without substantial success and finally it was only produced in modest numbers for some experimental aircraft types.

Further as transport plane:

Although the PB5Y-1 was cancelled by the U.S. Navy as a patrol flying boat, this was not the end of the project. Convair received from the U.S. Navy the request to make a further development as a long-range transport plane as the R3Y-1. As name for the new transport plane ‘Tradewind’ was selected. Compared with the earlier PB5Y-1 the Tradewind had reshaped engine nacelles with uprated T40engines, an extra support strut for the wing floats and a modified horizontal tail without the characteristic V-shape of the earlier version. In total the U.S. Navy ordered five R3Y-1’s followed by another six of a further development with a nose section that could swivel upwards for direct loading of the plane. It was known as the R3Y-2 Bowloader. The Bowloader version had an extended flight deck as most remarkable visual characteristic.

The Tradewinds were used for Transocean transport of freight and people. Except for the large bow door, the Tradewind was also fitted with a large main  cargo door on the left side of the fuselage behind the wings. This cargo door opened upwards. For loading a special portable loading platform and hoist installation was made that could not only be used on the ground, but also on small vessels. Further the Tradewind had a special beaching cradle. It had a catamaran layout with an outboard engine on each corner. It was fitted with four double wheels and once it was on the ramp it could be towed ashore by a tractor. At the extreme end of the bow door, a small radar unit was placed. For transport of persons it was fitted with rows of chairs with a 3 + 2 arrangement. Total passenger capacity was 80.  The chairs could be easily removed for transport of casualties or freight. For long flights it was fitted with an extensive on-board buffet installation.

First flight of the R3Y-1 BuNo. 128445 was made on 25 February 1954. Prior to its launch on 17 December 1953 it was christened by movie star Esther Williams with a bottle of water collected from the seven ocean seas as ‘Indian Sea Tradewind’. Six other Tradewinds were also christened with ocean sea names; the remaining four remained unnamed.

First flight of the first R3Y-2 BuNo.  128450 was made on 22 October 1954. Basically the R3Y-2 was designed as a flying LST (landing ship-tank) to unload guns, trucks, small tanks, armored cars and troops directly on beaches using a retractable landing ramp.

The U.S. Navy and Marine Corps wanted to have in the late fifties large floating sea bases to control the large oceans. These floating bases would operate the six-jet powered Martin Seamaster as a very fast seaplane for bombing and mine laying missions. Operational Convair F2Y SeaDart hydro ski fighters would serve to give the base air cover while the big Tradewind flying boat would provide the logistics from the American mainland. Of course it could also be used for tactical landing missions. In theory it sounded very attractive, but the idea of self-dependent floating airbases was soon abandoned since aircraft carriers were regarded as much more suitable for this purpose!

Operational career:

All eleven Tradewinds entered service in January 1956 at the U.S. Navy Air Transport Squadron VF-2. They were based at Alameda and would replace the Martin Mars flying boats on the regular Alameda-Honolulu route. R3Y-2 Bowloader BuNo. 128450 was used on 27 April 1957 for an amphibian beaching demonstration in the San Diego bay where it not only dropped a load of marines ashore, but also a 105 mm howitzer, a jeep, a light truck and a Mule tractor. The conditions in the bay were quite calm with little or no waves. Even under these conditions the operation proved to be troublesome, although promotional pictures show different. It was found to be difficult to maintain position and going back after unloading with propellers in reverse pitch proved even to be more difficult!

Tradewind BuNo. 131722 was used for flying tanker trials with four fuel tanks under its wings. Fuel could be transferred at a rate of 950 l/hour and the total weight of the in-flight refueling equipment was about 450 kg. The trials of refueling four Grumman Cougar jet fighters and later four McDonnell Banshee fighters were a great success and the Tradewinds were cleared for use as tankers. All equipment could be installed in less than five hours. In spite of these successful trials, the Tradewind was never used operationally as a tanker!

The operational career of the Tradewind as a transport plane at VF-2 was far from successful. Propellers drive shaft and gearbox gave the biggest problems needing much attention and maintenance. On 24 January 1958 fate struck for R3Y-1 no. 128466 ‘Indian Ocean Tradewind’. A broken propeller blade hit the fuselage, making a big hole. After an emergency landing at sea the plane finally stranded on a  seawall with one engine still running because it could not be shut down. Sixteen of the crew of seventeen abandoned the plane immediately. The seventeenth crew member, a flight engineer, stayed on board. Through the crawling space in the wings he managed to reach the still running engine and cut off the fuel supply. In spite of this heroic action the plane was a total loss after this incident. On 10 May 1957 a similar accident had happened with no. 128448 ‘Coral Sea Tradewind’. After an emergency landing following an engine failure  also this aircraft had to be regarded as a total loss when it sank in shallow water.

Both incidents meant the end of the operational career of the Tradewind and on 16 April 1958 they were all decommissioned. A year later they were all scrapped. All what remains nowadays is one of the T40 engines that is on display in the San Diego Air & Space museum.

As conclusion we can say the Tradewind never fully meet its expectations for a reliable multi-purpose transport flying boat. Although it gave demonstrations in beach landings and air-to-air refueling it was only used for just a little bit of over two years on a regular transport route with much maintenance problems. With its modest numbers built and its relative low flying hours (all 11 Tradewinds accumulated not more than only 3302 flying hours in total) it must be regarded as a failure. Biggest contribution to this failure was the unreliability of its engines. By the time the Tradewind was operational Allison had with the T56 a much more reliable single-unit turboprop engine available without the complicated transmission shafts but as far as known there never were any plans to replace the T40 with the T56. Although the T56 had a lower power output than the T40, it would have given only slightly lower flight performances, but without the maintenance nightmares of the T40!

List of constructed XP5Y-1’s and Tradewinds:

Type                      BuAer No.            Name                                     Total flying hours                             

XP5Y-1                  121455                  none                                                       102
XP5Y-1                  121456                  none                                       (never flew)
R3Y-1                    128445                  none (no.1)                                           268
R3Y-1                    128446                  Indian Ocean Tradewind (no.2)       716
R3Y-1                    128447                  none (no.3)                                           126
R3Y-1                    128448                  Coral Sea Tradewind (no.4)              422
R3Y-1                    128449                  China Sea Tradewind (no.5)             340
R3Y-2                    128450                  South Atlantic Tradewind (6)            205
R3Y-2                    131720                  none (no.7)                                           172
R3Y-2                    131721                  none (no.8)                                             40
R3Y-2                    131722                  Arabian Sea Tradewind (no.9)          421
R3Y-2                    131723                  Caribbean Sea Tradewind (no.10)  316
R3Y-2                    131724                  South Pacific Tradewind (no.11)      276

Camouflage and markings:

Both PB5Y-1 and R3Y-1 and -2 were painted in the standard U.S. Navy color non-specular dark sea blue with post-war national insignia. All lettering was in white. BuNos. were placed together with type number in small lettering below the tail. At VF-2 the last three BuNo. digits were sometimes used in larger lettering on the nose.

Normally they carried the numbers 1 up to/including 9 on the nose, except when it was replaced by one of the Seven Seas names. The tails of some Tradewinds did not show any markings. Others showed the code ‘LA’ for VF-2 and the BuNo. in smaller lettering.

Tips for the model builders:

Except for some rare 1/72 scale vacform kits produced in the past by O’Neil and Combat Models the Tradewind has been neglected by the big model kit manufacturers. Only Revell has ever released in the fifties at the odd scale 1/164 a kit for the R3Y-2 Bowloader. As usual for that time it was not very accurate without much details and with the usual outlined places where to put the decals. The kit was re-issued as a jubilee model in the mid- nineties but only for the U.S. market. Revell works in Germany never released this kit in Europe!

A-Model has quite recently released a resin/fiberglass kit of the R3Y-1, but the price is an unpleasant surprise: € 260 excluding p&p!

Technical details XP5Y-1:

Power plant:                         four Allison XT40 turboprop engines of 4000 shaft-hp continuous power output each
Dimensions:                          wing span                              44.50 m
length                                     38.92 m
Weights:                                empty                                    35,579 kg
loaded                                    max. 63,674 kg
Performances:                      maximum speed                  599 km/h at sea level
service ceiling                       12,100 m
range                                      4482 km with standard armament and bomb load
Armament:                          ten 20 mm canons in four laterally placed gun posts and a single gun in the tail

In total 8 depth charges of 147 kg could be carried.

Technical details R3Y-1/2:

Power plant:                         four Allison T40-A-10 turboprop engines of 5332 shaft-hp continuous power output each
Dimensions:                          wing span                              44.45 m
length                                     42.50 m
Weights:                                empty                                    36,390 kg
loaded                                    max. 79,380 kg
Performances:                      maximum speed                  597 km/h at sea level
service ceiling                       12,100 m
range                                      6437 km
Accommodation:               80 passengers or a total freight load of 21,770 kg

Nico Braas

Literature:

-Steve Ginter, Convair XP5Y-1 & R3Y-1/-2 Tradewind, Naval fighters No. 34 (1996)
-Bill Gunston, Turbo Tradewind, Aeroplane Monthly, Jan. 1992 p.28-49
-Patrick Hoeveler, Vom Winde verweht-Convair Tradewind, Klassiker der Luftfahrt, March 2014 p.28-33