Index for Entries 1-99

For the hundredth post on this blog, I decided to create an index of blogs 1-99, since I have trouble remembering what I’ve done and some of the entry titles aren’t very helpful. I've added links for your convenience. Note that the titles here may differ from the blog entry.

For a more modeler-oriented blog, see Tailhook Topics.


Launch
   Real Men Don’t Need Catapults (F4D) 3 November 2008
   Hangar Deck Catapult 17 November 2008
   Hydraulic vs. Steam (F4D) 10 January 2009
   Nose Gear Launch Bar 27 April 2009
   Bridal Launch (F2H/A3J) 28 April 2009
   High Angle of Attack (F7U-1) 27 May 2009
Landing
   Davis Barrier Development 22 September 2008
   Davis Barrier Redux 1 October 2008
   Barrier Cable Pickup (XFJ-2) 26 September 2009
   Most Accurate Aviation Movie Ever? 10 November 2008
   Ramp Strikes 20 April 2009
   The Tail Hook (F11F) 20 September 2009
   Landing Stress (F8U) 3 October 2009
   LSO
   The Tail Hook (FR-1/XF4D) 12 October 2009
   The Tail Hook (F7U-1) 14 October 2009
   Vertical Fin Markings 10 December 2009
   Beware of Propellers 21 January 2010
Spot Factor and Folding
   Wing Folding (F4F) 13 March 2010
   A-7 Vertical Fin Modification 18 June 2009
   A-6 Folding Horizontal Tail 19 June 2009
   Spot Factor Summary (V-383) 22 June 2009
   A4D Wing Span 28 June 2009
   XF3H Angled on Elevator 30 June 2009
   Hangar Deck Height
       AJ Savage 13 March 2010
       F9F Panther 21 March 2010
   Maximum Folded Wing Span 11 July 2010
   Folded Wing Span History 14 July 2010
   Hangar Deck Folded Width Constraint 2 July 2009
   SCB 27C Forward Elevator I 5 March 2010
   SCB 27C Forward Elevator II 9 March 2010
Weapons
   Not Doing It Right (Idiot Loop) 5 June 2008
   Antiaircraft Bombs 20 June 2008
   Torpedo Attack Geometry 24 July 2008
   Torpedos (Tailhook Topics)
   TDN/TDR Control Plane 19 September 2008
   Folding Fin Air-to-Air Rockets
      XF4D/XF3H 12 June 2009
      F8U 20 December 2008
      A4D 11 June 2009
   AD-4N with torpedo 15 March 2009
   Nuclear Weapons (F2H) 4 November 2009
   Laser Guided Bombs 7 September 2009
Air Group Composition
   Saratoga (CV-3) 1930s 26 March 2009
   Midway August 1952 (F7U-3/XFJ-2) 26 February 2010
   Lake Champlain 1954/5 (VC squadrons) 29 November 2009
   Hornet 1957 23 March 2009
   Saratoga January 1958 4 December 2008
   Forrestal 1960 (F8U-2/A3J/F4H) 12 April 2009
Other
   Area Rule (F11F/F8U) 15 February 2009
   Boundary Layer Control 12 December 2009
   Turboprop Fighters (A2D) 9 February 2009
   General Purpose Fighter (F3H) 2 June 2009
   Self Boarding
       XF3H 2 June 2009
      Production F3H 21 May 2008
   1946 Long Range Escort 20 April 2010
   1948 Jet Bomber Competition 24 December 2008
   RATs
       F8U 26 January 2009
       XF4H 2 February 2009
   Akron and Macon 19 July 2009
   Strike from the Sea
      Errata I 31 July 2009
      Errata II 9 August 2009
   Unpainted Finish 20 December 2009
   V for Volplane? 4 April 2010
Engines
   Supercharging Makes a Difference 25 May 2008
   The Navy and Liquid Cooled Engines 10 June 2008
   Turbofan Engines (F-111B) 8 March 2009
Specific Airplanes
   Bell HSL Monograph Announcement 19 May 2008
   Bell XFL-1
      Carrier Suitability Evaluation 4 July 2008
      Monograph Announcement 6 September 2008
   Douglas “D-558-3” 20 May 2008
   Douglas AD Longevity 21 May 2008
   Douglas A4D
      With A3D Pathfinder 4 April 2009
      All-Weather (A4D-2N) 6 April 2009
      Book Announcement 27 June 2010
      Why 27 ft 6 inch Wing Span 11 July 2010
   General Dynamics A-12
      Lawsuit Status I 3 June 2009
      Lawsuit Status II 27 November 2009
      Lawsuit Status III 12 July 2010
   Grumman WF-2 Prototype 10 July 2008
   Grumman F10F
      Flight Controls 19 January 2009
      Variable Incidence Wing 14 July 2009
   Grumman Single Seat A-6 [VA(L) competition]
      Mockup 23 August 2008
      Artists Concept 14 June 2009
      A-6 Folding Horizontal Tail 19 June 2009
   Grumman F12F 16 September 2008
   Grumman F-111B
      Monograph Announcement 19 May 2008
      Carrier Trials 3 March 2009
      Engine Inlets 8 March 2009
   Martin Model 245 Long-Range Bomber 17 July 2008
   Martin Model 246 Attack Airplane 2 August 2008
   McDonnell F2H Banshee Misstatements 29 December 2008
   McDonnell F4H (F-4)
      Engine Selection 9 September 2009
      Lift Improvements 20 November 2008
   FJ-4/F8U (Navy Day Fighter Specification) 20 October 2008
   North American FJ-5 Monograph 6 December 2008
   Vought XF4U-1 (400 mph?) 10 October 2008
   Vought AU-1 20 March 2009
   Vought F7U-1 16 December 2008
   Vought General Purpose F8U 31 October 2008
   Vought F8U-3 15 December 2008
   Vought Attack Crusader (A-7) 17 August 2008
   Vought A-7 27 August 2009

Fitting In III

One of the interesting aspects of the maximum folded span of 27 feet six inches that set the wing span of the Skyhawk was that it was two feet less only a few years earlier.

I haven't made a complete review of folded spans but of the early jets, the biggest by far (not counting the FJ-1 and F6U that did not have folding wings but were to use a retractable nose gear feature to reduce the spot factor) was the Douglas F3D Skynight. Its mockup review was in April 1946 and the folded span appears to have been somewhat more than 26 feet. If this was a problem, it wasn't significant enough to be mentioned as a concern.  The folded span was measured on the XF3D-1 at 26 feet seven inches and shown on the F3D-2 SAC as 26 feet 10 inches.

The XA2D-1 folded span was 25 feet six inches from the September 1947 mockup review through the production aircraft. (The AD's folded span was 24 feet.)

The Navy's report on the F4D mockup review held in March 1949 mentions that the folding scheme had originally been to manually fold the outboard four feet of each wing downward. Assuming that the wing span at the time was the same as the XF4D's, that would have resulted in a folded width of 25 feet six inches. "However, in later design studies it became apparent that the wing break would have to run diagonally instead of fore and aft. This necessitates wing folding upward. It was thought that manual folding would be unsatisfactory from an operational viewpoint, therefore power folding is required." There is no concern expressed that the folded span would be 26 feet two inches with the slats open.

By the July 1949 mockup review of the McDonnell XF3H Demon, a limit has been established. "The Board requested the contractor to study the feasibility of providing manual instead of power wing folding. The unfolded span is not a limiting factor on carrier elevator and folding would be required primarily to permit passing of aircraft on CV-9 hangar decks. Since other operational considerations such as spotting on the flight deck did not appear to be seriously affected, the Board was of the opinion that the substantial weight saved by manual wing folding would be highly desirable in an interceptor. In addition, the contractor was asked to move the wing fold outboard, but under no circumstance is folded span to be greater than 25' 4" (max allowable to permit passing of aircraft on hangar deck)."

My current guess is that there were pressures to move the wing-fold joint outboard (lower loads on the fold joint and therefore somewhat reduced weight, for one thing). Since the pinch point on the hangar deck could be avoided by foresight in positioning aircraft, the new limit of 27 feet six inches was probably established in 1952 by the longer elevators being introduced on the Essex-class carriers modified in accordance with SCB 27A that were beginning to appear in 1950 and 1951. As shown in previous posts, this folded span permitted two airplanes to be loaded on the longer elevator at the same time.

How to explain the Navy approving a folded span of 28 feet five inches for the F5D at its mockup review in 1953? Perhaps because Douglas fit two in...

A-12, The Gift That Keeps On Giving III

Again, the gift is one to lawyers. When I last posted on this (27 November 2009), Boeing and General Dynamics had lost a request for a rehearing by the U.S. Court of Appeals for the Federal Circuit of its decision sustaining the government's default termination of the A-12 program. At that time, Boeing and GD announced that they would take the case to the Supreme Court.

As it turns out, you don't actually get to argue a case before the Supreme Court just because you want to. What you do is petition the Court to hear your case and the judges decide if it's worthy of their review. The Court turns down most petitions although there are reasons why it might find this one interesting, according to the contractors' lawyers anyway. (The Court might also not hear it but kick it back for the rehearing that Boeing and General Dynamics were denied.)

In Boeing's 2009 annual report, it said that it would file a Petition for Writ of Certiorari to the Court on or before March 24, 2010. As it turns out, you can look up the status of cases on the Court's docket. Boeing did file on 23 April. The United States government was to respond on 27 May. It did not however, requesting and receiving extensions on roughly a month-by-month basis. The latest response date is 20 August.

If the Supreme Court decides not to hear the case, Boeing and General Dynamics each have to pay about $1.5 billion in unliquidated progress payments and interest on the payments. On the other hand, if the Court does hear the case and decides that the U.S. Court of Federal Claims got it right in March 1998, then they each get almost $600 million.

If you want to follow all this excitement on your own, go Here.

Fitting In II

I still haven't found out what set the maximum folded span at 27' 6" in the early 1950s. Before then, folded spans for the jets varied somewhat but were almost always less than 27 feet. Exceptions were the big strategic bombers (the AJ, A2J, A3D, and A3J) as well as the Douglas F5D, which had a folded span of 28' 5". I had thought that it might have been set by a pinch point in the middle bay of the Essex-class carrier hangar deck:

However, if that pinch point dictated the width that allowed an airplane to be towed past another one that was parked to one side there, then the maximum folded span would be about 25 feet—which perhaps not coincidentally, was the wing span of the first predesign sketch of what became the A4D—not 27' 6".

The Navy's contractors paid close attention to the size constraints. As previously noted, the McDonnell XF3H-1 was 59' 4" long, which maximized its fineness ratio but required it to be carefully positioned at an angle on the forward elevator of the Essex-class carrier. The Navy did not like that.

As a result, the F4H was initially 56 feet long, giving 1 foot of clearance at the nose and tail so it did not have to be angled. (Note that the folded span is 27' 6" inches!)

Of course, the F4H nose got two feet longer with the introduction of the bigger radar dish during development but it turned out not to matter, because the Phantom was never deployed on the Essex-class carriers.

As an indication of the attention that the contractors paid to spotting in predesign, here are two pages from Vought's 1952 proposal for what became the F8U Crusader. The V-383, which was powered by the Pratt & Whitney J57, has a folded span of only 22' 6", but was more than 54 feet long, so only 25 could be accommodated on the forward or aft 200 feet of an Essex-class carrier compared to 27 of the slightly smaller and lighter V-384s, which was powered by the Wright J65. Note that two V-383s can be positioned on the forward elevator without being angled.

For some reason, the shorter V-384 had a greater folded span. However, because it was slightly smaller overall, a slightly different spotting arrangement (three versus four abreast) resulted in an increase of two airplanes that could be parked in the 200 foot by 96 foot area. The greater folded span did require the V-384 to be angled on the elevator if two were to ride it at the same time.

Why 27 feet 6 inches? Redux

In my 28 June 2009 post, I speculated that the A4D's span was set by the 58-ft length of the Essex-class forward elevator after the angled-deck conversion. Too conveniently, 27.5 feet times two plus one-foot clearance between the aircraft and the edge of the elevator equaled 58 feet. What I didn't realize was that the forward elevator was only open to the hangar deck on its aft side, the narrower one, so the Skyhawks loaded athwartships couldn't be moved unless the wheels were on dollies.

The correct loading is shown here and I've also revised the June post.

However, even before I realized my blunder with respect to access to the hangar, I had been bothered as to why the 58-foot long elevator was used as the criteria, since it was the biggest centerline elevator, introduced with the SCB 27A change. Most were smaller. The centerline elevators on the Essex before conversion were 48 feet by 44 feet; those on the Midway class before conversion had a maximum dimension of 54 feet. It turned out that the 27 feet 6 inches was consistent with the original Essex elevators when the aircraft were positioned athwartships and headed at each other. (This was probably established before the slats were reintroduced in the configuration, but since they were easily stowed, the lack of one-foot clearance with the slats extended was not a problem.)

Of course, the Skyhawks still had to be positioned fore and aft on the forward elevator and angled for loading and unloading, but they fit. Note that angling was undesirable because of the extra time it took for positioning and the added risk of a crunch...

A-4s Forever!

I'm almost done with my next book, Scooter, for Specialty Press. It's a history of the development, production, and usage of the A4D (A-4) Skyhawk. Because of the time it takes to convert a manuscript and 400 illustrations into a handsome hard-cover book, it won't be available until early next year. However, here is one of those illustrations to provide you with an idea of the breadth and depth of coverage:

Oh, Never Mind...

In 1946, both the Air Force and the Navy realized that they needed to develop long-range escort fighters to protect the strategic bombers in the next war, if it came to that. Neither service was actually successful in that regard, but the Air Force's efforts to develop parasite fighters (the McDonnell F-85) and long-range fighters (the McDonnell F-88 and Lockheed F-90) are well known and documented. Not so the Navy's. I had only heard about studies but seen nothing specific until diligent researcher Ryan Crierie found two Curtiss-Wright proposals in George Spangenberg's papers at the National Archives.

I'm still a little fuzzy on the details, but it appears that the Navy issued OS-112 to define the requirements for a carrier-based fighter to accompany its planned force of long-range, carrier-based, atomic bombers. The most significant number was the combat radius: 1,200 nautical miles, roughly twice that of existing carrier-based fighters. As envisioned by Curtiss-Wright, it was to be a big airplane with a four-man crew. The armament consisted of a forward and aft facing radar-directed turrets. The large pods on the wing tips were not fuel tanks, but housed search radars, one covering the upper hemisphere and the other the lower. (An alternate approach had one covering the right hemisphere and the other the left.)

The crew consisted of a pilot and copilot and two gunners, one facing aft and one forward across from each other in a compartment aft of the cockpit. Presumably the copilot was there as a relief pilot, since the mission time was over six hours for the jet version and almost eight hours for the turboprop. (As it happened, all the Navy's strategic bombers were single-piloted, with the crew consisting of a bombardier and a third man whose duties varied over time and with the aircraft type.)

The artist's concept above is the Curtiss Wright 551, which was powered by four Westinghouse J46 engines with afterburners and had a takeoff gross weight of 68,500 pounds. The turboprop version, the 538, was powered by two Allison T40s and only weighed 51,000 pounds. By way of comparison, the biggest Navy carrier-based jet fighter at the time, the Douglas two-seat F3D Skynight, weighed about half that and had a combat range, not radius, of 1,200 nautical miles. (It was actually used to escort Air Force B-29s on night missions during the Korean War.)

The operational concept appears to have been that the crew of the escort "fighter" would detect the approaching enemy interceptors with its search radars, get into position to block them from approaching the bombers, and shoot them down when they came within range of either the forward or aft turrets.

After a review of the proposals and a rethink, the Navy decided to send its bombers out on their own, protected only by speed in the case of the AJ Savage, the placeholder for the A2J and A3D that were both designed with tail turrets.