Fighter Jet: Rc Fighter Jet

Rc Fighter Jet Biography
By April 1939, the Seversky Aircraft Corporation had lost $550,000, and Seversky was forced out of the company he had founded. The board, led by financier Paul Moore, voted Wallice Kellet to replace him as president, and in September 1939, the company was reorganized as the Republic Aviation Corporation. Seversky continued to fight for his company, and the matter was not resolved to his satisfaction until September 1942.[2]
Meanwhile, Seversky's AP-4 continued in development, finally going into production as the P-43 Lancer. 272 P-43s were eventually produced, with 108 of them being sent to China to be used against the Japanese. Many passed through the hands of the AVG Flying Tigers, whose pilots were pleased with the plane's performance at altitudes up to 30,000 ft (9,100 m), while their P-40s were ineffective at altitudes over 20,000 ft (6,100 m). Perhaps Claire Chennault disliked the early P-43's lack of self-sealing fuel tanks and armor. He declined to retain the plane for his crews.[2]
In 1939, both Republic and Curtiss participated in an Army competition to develop a lightweight interceptor. Curtiss submitted a lightweight version of the P-40 designated the XP-46 while Republic submitted a similar design designated the XP-47. Both designs were based on a lightweight aircraft built around an Allison V-1710 V-12 engine, with the Republic design using a turbosupercharger. In the end, neither design showed a significant improvement over the P-40, and neither was produced.[2]
A 1943 advertisement for REPUBLIC AVIATION from Flight & Aircraft Engineer magazine
Further development of the P-43 continued in the form of a lightweight version using a Pratt & Whitney R-2180 radial engine. The resulting aircraft was known as the XP-44. When the R-2180 did not produce the expected horsepower, Republic switched to the Wright R-2600. Despite possessing 1,600 horsepower (1,200 kW), this engine could not be turbo-supercharged and Republic finally modified the design again, this time to accommodate the enormous Pratt & Whitney R-2800 Double Wasp engine, which produced 1,850 horsepower (1,380 kW). The resulting aircraft, now known as the P-44, was truly impressive. Capable of speeds of 404 mph (650 km/h) at 20,000 ft (6,100 m), and a climb rate of 4,000 ft (1,200 m) per minute, the aircraft would have been an exceptional interceptor. Unfortunately, the aircraft was capable of carrying no more fuel than the P-43, and the Double Wasp engine was far more thirsty, significantly limiting the aircraft's range.[2][3]
As the air war in Europe progressed, the Army was discovering that what it really needed was a long range fighter capable of escorting bombers into Germany. Alexander Kartveli was called to the Army's Experimental Aircraft division and told of the new requirements, and that the P-44 would not be ordered in its current configuration. This was a devastating setback for Kartveli and Republic Aircraft because Kartveli knew the XP-44 could not be redesigned to meet these new requirements. On the train back to New York, he began sketching a new design. This aircraft would become the P-47 Thunderbolt.[2]
[edit]P-47 Thunderbolt
The USAAF refused to give Republic any money for the development of the new XP-47B, so Republic paid for the construction of the first mock-up, reusing the cockpit area of the P-43. By the time the prototype was ready for testing, it weighed over 12,550 lb., 900 lb (410 kg) over the Army's limit for the new fighter design, and far more than any single-engine fighter ever developed. It also could carry only 298 gallons of fuel, 17 gallons less than the requirement, but the Army was generally pleased with its performance, achieving speeds of 412 mph (663 km/h) at 25,800 ft (7,900 m), and overlooked these issues.[4]
The U.S. entry into the war in December 1941 rapidly increased the need for the XP-47B and work on the plane progressed quickly. In June 1942, the Army took delivery of its first P-47Bs. They soon placed an order that required Republic Aviation to quadruple the size of their factory and build three new runways at the Farmingdale, New York factory. Eventually this proved inadequate, and in November 1942, the Army authorized the construction of a new factory adjacent to the Evansville, Indiana airport.[5]
Throughout the war, the P-47 would undergo constant development. A bubble canopy was added to increase backward visibility.[6] The final version of the P-47 would be the P-47N, a long-range version with longer wings and fuselage, and an increased fuel capacity. The P-47N was designed to escort B-29s on long missions to Japan for a planned invasion of the Japanese homeland that never came. Production of all versions ended in November 1945. By then, 15,660 P-47s had been built, making it the most produced U.S. fighter of the war. 1,816 would be the long range P-47N model. This model would continue to serve with Air Force Reserve and Air National Guard units until the mid 1950s.[7][8]
[edit]RC-3 Seabee
In 1946, Republic temporarily left the field of military contracts to produce the Republic RC-3 Seabee, an unusual all-metal amphibian. The Seabee was the brainchild of Percival "Spence" Spencer, a former Republic P-47 test pilot. He convinced the Republic board of the need for a light sport plane to meet a demand for private aircraft from pilots returning from World War II. The expected sales of 5,000 Seabees a year never materialized, as most returning pilots never flew again, though Republic did manage to sell 1,060 Seabees in two years of production. This was a respectable number at a time when many small aircraft manufacturers were producing only a handful of aircraft before going bankrupt. Much of this was due to the Seabee's remarkably low price of just $3,500 to $6,000.

Rc Fighter Jet

Fighter Jet

Friday, 22 February 2013

Rc Fighter Jet

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