| 词条 | Curtiss-Wright XP-55 Ascender | ||||||||||||||||
| 释义 |
The Curtiss-Wright XP-55 Ascender (company designation CW-24) is a 1940s United States prototype fighter aircraft built by Curtiss-Wright. Along with the Vultee XP-54 and Northrop XP-56, it resulted from United States Army Air Corps proposal R-40C issued on 27 November 1939 for aircraft with improved performance, armament, and pilot visibility over existing fighters; it specifically allowed for unconventional aircraft designs. A highly unusual design for its time, it had a canard configuration, a rear-mounted engine, swept wings, and two vertical tails. Because of its pusher design, it was sarcastically referred to as the "Ass-ender".[1] Like the XP-54, the Ascender was initially designed for the Pratt & Whitney X-1800 engine and had to be redesigned when that engine project was canceled. It was also the first Curtiss fighter aircraft to use tricycle landing gear. Design and developmentOn 22 June 1940, the Curtiss-Wright company received an Army contract for preliminary engineering data and a powered wind tunnel model. The designation P-55 was reserved for the project. The USAAC was not completely satisfied with the results of these tests, and Curtiss-Wright took it upon itself to build a flying full-scale model which it designated CW-24B. The flying testbed was powered by a {{convert|275|hp|kW|lk=on|abbr=on}} Menasco C68-5 inline engine. It had a fabric-covered, welded steel tube fuselage with a wooden wing. The undercarriage was non-retractable. On 10 July 1942, the United States Army Air Forces issued a contract for three prototypes under the designation XP-55. Serial numbers were 42-78845 through 42-78847. During this time, the Pratt & Whitney X-1800 H-block sleeve valve engine was experiencing serious developmental delays, and was eventually canceled. Curtiss decided to switch to the {{convert|1000|hp|kW|abbr=on}} Allison V-1710 (F16) liquid-cooled inline engine because of its proven reliability. Armament was to be two {{convert|20|mm|in|2|abbr=on}} cannon and two {{convert|0.50|in|mm|1|abbr=on}} machine guns. During the mock-up phase, it was decided to switch to the more powerful {{convert|1275|hp|kW|abbr=on}} V-1710-95. The 20 mm cannons were also replaced by 0.50 in machine guns. A special feature of the XP-55 was a propeller jettison lever located inside the cockpit to prevent the pilot from hitting the propeller during bailout. The jettison device was invented by W. Jerome Peterson while working as a design engineer for Curtiss-Wright. Operational historyThe first XP-55 (42-78845) was completed on 13 July 1943 and had the same aerodynamic configuration as the final prototype CW-24B. The aircraft made its first test flight on 19 July 1943 from the Army's Scott Field near the Curtiss-Wright plant in St Louis, Missouri. The pilot was J. Harvey Gray, Curtiss' test pilot. Initial testing revealed that the takeoff run was excessively long. To solve this problem, the nose elevator size was increased and the aileron up trim was interconnected with the flaps so that it operated when the flaps were lowered. On 15 November 1943, test pilot Harvey Gray, flying the first XP-55 (S/N 42-78845), was testing the aircraft's stall performance at altitude when the XP-55 suddenly flipped over on its back and fell in an uncontrolled, inverted descent. The pilot was unable to right the airplane, and it fell out of control for {{convert|16000|ft|m|abbr=on}} before Gray was able to parachute to safety. The aircraft was destroyed. The second XP-55 (S/N 42-78846) was similar to the first but with a slightly larger nose elevator, modified elevator tab systems, and a change from balance tabs to spring tabs on the ailerons. It flew for the first time on 9 January 1944. All flight tests were restricted so that the stall zone was avoided.[2] The third XP-55 (S/N 42-78847) flew for the first time on 25 April 1944. It was fitted with four machine guns, and incorporated some of the ideas learned from the loss of the first XP-55. It was found that the aircraft's stall characteristics could be greatly improved by the addition of four-foot wingtip extensions, and by increasing the limits of the nose elevator travel. Between 16 September and 2 October 1944, the second XP-55 (42-78846), which had been modified to the same standards as the third aircraft, underwent official USAAF flight trials. The performance of the XP-55 was not very impressive and was often inferior to that of more conventional fighter aircraft already in service.[3] In addition, by 1944 jet-powered fighter aircraft were already well along in development and there was no further development of the XP-55. The third prototype XP-55 (s/n 42-78847) was lost on 27 May 1945 during the closing day of the Seventh War Bond Air Show at the Army Air Forces Fair at Wright Field in Dayton, Ohio.[4] After a low pass in formation with a Lockheed P-38 Lightning and a North American P-51 Mustang on each wing, its pilot, William C. Glasgow, attempted a slow roll, but lost altitude and crashed, sending flaming debris into occupied civilian ground vehicles on a highway near the airfield. The crash killed Glasgow and four civilians on the ground.[5] Aircraft disposition
Specifications (XP-55){{Aircraft specs|ref=Green and Swanborough 1977[9] |prime units?=imp |crew=One (pilot) |capacity= |length m= |length ft=29 |length in=7 |length note= |span m= |span ft=40 |span in=7 |span note= |height m= |height ft=10 |height in=0 |height note= |wing area sqm= |wing area sqft=235 |wing area note= |aspect ratio= |airfoil= |empty weight kg= |empty weight lb=6354 |empty weight note= |gross weight kg= |gross weight lb=7710 |gross weight note= |max takeoff weight kg= |max takeoff weight lb=7930 |max takeoff weight note= |fuel capacity= |more general= |eng1 number=1 |eng1 name=Allison V-1710-95 |eng1 type=liquid-cooled V12 engine |eng1 kw= |eng1 hp=1275 |eng1 note= |power original= |more power= |prop blade number= |prop name= |prop dia m= |prop dia ft= |prop dia in= |prop note= |max speed kmh= |max speed mph=390 |max speed kts= |max speed note=at {{convert|19300|ft}} |max speed mach= |cruise speed kmh= |cruise speed mph= |cruise speed kts= |cruise speed note= |stall speed kmh= |stall speed mph= |stall speed kts= |stall speed note= |never exceed speed kmh= |never exceed speed mph= |never exceed speed kts= |never exceed speed note= |range km= |range miles=635 |range nmi= |range note= |combat range km= |combat range miles= |combat range nmi= |combat range note= |ferry range km= |ferry range miles= |ferry range nmi= |ferry range note= |endurance= |ceiling m= |ceiling ft=34600 |ceiling note= |g limits= |roll rate= |glide ratio= |climb rate ms= |climb rate ftmin= |climb rate note= |time to altitude= |lift to drag= |wing loading kg/m2= |wing loading lb/sqft=32.8 |wing loading note= |disk loading kg/m2= |disk loading lb/sqft= |disk loading note= |fuel consumption kg/km= |fuel consumption lb/mi= |power/mass=0.16 hp/lb |thrust/weight= |more performance= |guns=4 × {{convert|0.50|in|mm|1|abbr=on}} machine guns in the nose }} See also{{Portal|Military of the United States|United States Air Force|Aviation}}{{aircontent||related= |similar aircraft=
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|see also= }} ReferencesCitations1. ^Jenkins 2008. p. 8. 2. ^Bowers 1979, p. 467. 3. ^Green 1969, p. 65. 4. ^Balzer 2008 5. ^Scott, Roland B. "Air Mail", Wings, Granada Hills, California, October 1978, Volume 8, Number 5, p. 10. 6. ^"XP-55 Ascender/42-78845". Joe Baugher's Serial Numbers. Retrieved: 10 May 2013. 7. ^"XP-55 Ascender/42-78846" Air Zoo. Retrieved: 10 May 2013. 8. ^"XP-55 Ascender/42-78847". Joe Baugher's Serial Numbers. Retrieved: 10 May 2013. 9. ^Green and Swanborough 1977, pp. 69–71. Bibliography{{refbegin}}
Further reading{{refbegin}}
External links{{Commonscat|Curtiss-Wright XP-55 Ascender}}
6 : Curtiss aircraft|United States fighter aircraft 1940–1949|Single-engined pusher aircraft|Canard aircraft|Cancelled military aircraft projects of the United States|Aircraft first flown in 1943 |
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