Ein "Quickie", während ich an der Venator-Transportbox werkel': mich überkam die Frage, wie wohl eine Mustang ausgesehen hätte, die für die US Navy adaptiert geworden wäre? Immerhin waren große Reichweite und Leistung Dinge, die auch im Pazifik Sinn gemacht hätten, nicht nur in Europa, und so reifte die Idee für diese gewiffte P-51D. Markierungen passen zu einer Maschine der VF-82 "Fighting Fools", die im Frühjahr 1945 auf der USS Bennington, einem eher unbekannten Träger der Essex-Klasse, stationiert waren, und die aktiv im Kampf um den Süden Japans sowie bei Angriffen auf Tokio mitgewirkt haben.
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by
dizzyfugu, on Flickr
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by
dizzyfugu, on Flickr
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by
dizzyfugu, on Flickr
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by
dizzyfugu, on Flickr
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by
dizzyfugu, on Flickr
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by
dizzyfugu, on Flickr
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by
dizzyfugu, on Flickr
Die Basis ist eine triviale P-51D von Heller, ein altes Modell mit erhabenen Panel-Lines. Allerdings wollte ich nicht einfach eine blaue Maschine mit 'nem Haken dran, sondern grundsätzliche Veränderungen. Also sind Cockpit und Kühler rund 5mm nach vorne gerückt, ein gescratchter Kontra-Prop kam hinzu (weil die Normal-Mustang bei Träger-Tests unter heftigen Torque-Problemen litt.), Flügelspitzentanks (von einer Grumman F9F), ein Pilot, neue Höhenruder (von einer F4U Corsair, geclippt) sowie ein komplett neues Seitenruder (Hybrid aus einem Ruder von einer Ju 87G und einer AH-1!). Die Bewaffnung wurde verändert und ergänzt, und auch das Fahrwerk bekam einige Details ab, die die Kiste runder machen.
Lustigerweise - das habe ich aber erst herausgefunden, als das Modell schon "stand" - gab es tatsächlich den Vorschlag von North American für eine navalisierte Mustang, allerdings auf Basis der späten und strukturell veränderten P-51H, der Name des Dings war NAA-133. Auf den ersten Blick ähnelt mein Whif diesem Vorschlag sehr, im Detail weichen die Entwürfe aber stark voneinander ab.
Wer Interesse hat, siehe z. B. hier:
http://1.bp.blogspot.com/-loX78j6ZdZE/TfNgCf0AUKI/AAAAAAAABQI/fwZVQUSJ-kM/s1600/NA-133+web.jpgMeine F1J sollet allerdings auch kein Nachbau der NAA-133 werden, sondern eher eine Art dramatische Interpretation, was sich auch im Anstrich und den Markierungen wiederspiegelt, die zwar in die Zeit passen, aber mehr auch nicht.
Das ganze Ding ist in etwa sechs Tagen entstanden, schneller als ich erwartet habe, aufgrund der großen Eingriffe am Rumpf:
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) - WIP by
dizzyfugu, on Flickr
Die Story - basierend auf realen Fakten - sowie technische Details:The P-51 was a relative latecomer to the Pacific Theatre. This was due largely to the need for the aircraft in Europe, although the P-38's twin-engine design was considered a safety advantage for long over-water flights. The first P-51s were deployed in the Far East later in 1944, operating in close-support and escort missions, as well as tactical photo reconnaissance. As the war in Europe wound down, the P-51 became more common: eventually, with the capture of Iwo Jima, it was able to be used as a bomber escort during B-29 missions against the Japanese homeland.
Anyway, impressed by the type’s performance, the U. S. Navy requested a navalized version of the able fighter – despite the preference for radial engines. Work on the so-called Sea Mustang began in early 1944 with the intention to provide the U.S. Navy with a long range, high performance successor for the Grumman F6F Hellcat. The specifications called for an aircraft able to operate from the smallest carrier, primarily in the interceptor role.
North American’s F1J idea to modify the proven Mustang to marine needs took a long way – longer and more twisted than expected. A first attempt to navalize the Mustang was done under the “Project Seahorse”: An early-series P-51D-5-NA, serial number 44-14017, was re-designated ETF-51D and sent to Mustin Field, near Philadelphia, for initial carrier utility testing in September 1944. One of the runways at Mustin Field was specially modified in order to test the naval Mustang. Markings simulating the size of an aircraft carrier's deck were realized and arrester cables were installed, as well as a launch catapult.
During the months of September and October 1944, test pilot Lt. Bob Elder made nearly 150 simulated launches and landings with the ETF-51D. Sufficient data concerning the Mustang's low speed handling had to be gathered before carrier trials could begin.
The Mustang's laminar-flow wing made for little drag and high speed but was relatively inefficient at low speed, resulting in a high stall speed. As the arrester cables could not be engaged at more than 90 mph, Elder reported that “from the start, it was obvious to everyone that the margin between the stall speed of the aircraft (82 mph) and the speed imposed by the arrester gear (90 mph) was very limited.”
Rudder control at low speeds and high angles of attack was inadequate. In addition, landing attitude had to be carefully controlled to avoid damaging the airframe upon landing. One of the handling quirks of the Mustang was also potentially dangerous: during a missed approach or a wave-off, power had to be re-applied gently, due to torque. If not, the aircraft could roll rapidly, or even snap-roll. At such low speed and altitude, the result could only be fatal.
Later, the tests went on with live action on board of a carrier, the USS Shangri-La (CV-38). Bob Elder “made all carrier landings at the speed of 85 mph. Luckily, the Mustang reacted well, even in the most delicate situations. One just had to use the throttle wisely.” Elder reported that speed control on the ETF-51D was excellent. He also stated that “the forward visibility was good and never gave me any problems. In fact, fighters with radial engines such as the F4U or F6F were worse than the P-51 in that respect.” The aircraft also behaved well during catapult launches.
The carrier suitability trials were rather short, though: only 25 landings and launches were made. Elder wrote “Although I had ‘premiered’ many US Navy aircraft carrier landings, no such experience had been as interesting as with the Mustang”.
However, North American Aviation did not forget about the ETF-51D experiments. Building on this experience, the company later presented another navalized Mustang project to the Navy: NAA-133. This machine was technically based on the P-51H, the last Mustang model to see production. The airframe of the NAA-133 was strengthened, though, as the P-51H airframe was lighter but not as sturdy as the P-51D’s.
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by dizzyfugu, on Flickr
While the basic Mustang airframe was retained for the NAA-133, a lot of detail work was done. Most obvious difference was the cockpit, which was slightly moved forward, for a better field of view, with the oil tank moved aft. Additionally, the radiator bath was moved forward in order to keep the area in front of the arrester hook, which was part of a strengthened landing gear, free from potential obstacles.
The wings were modified, too, featuring wing tip tanks for extended range as well as folding joints just outboard of the landing gear wells. All tail surfaces were slightly enlarged in order to improve slow speed agility. A six-bladed contraprop was fitted, too, in order to decrease the propeller’s diameter for easier landing as well as to improve acceleration and handling at low speed, due to the torque problems associated with the original four-bladed propeller. The internal armament was also enhanced, comprising now four 20mm M3 cannons instead of the former 0.5” machine guns.
Structurally the fuselage used flush riveting as well as spot welding, with a heavy gauge 302W aluminum alloy skin. However, the USN’s requested target loaded weight of 8,750 lb/3,969 kg was essentially impossible to achieve as the structure of the new fighter had to be made strong enough for aircraft carrier landings and resilient to high salt and humidity levels – in fact, the reinforced lightweight basic airframe of the P-51H became as heavy as the former P-51D, and performance was only as good as the D’s, despite the stronger engine.
The F1J “Sea Mustang” prototypes, how the type was officially designated, were ordered in August 1944 and first flew on 15 January 1945. By early 1945, though, the islands of Okinawa and Iwo Jima were conquered, and their airfields were immediately taken over by US forces, providing fighter units with bases from which they could escort bombers to mainland Japan. The Navy’s P-51 was no longer needed and the program was cancelled after about a dozen airframes had been completed. These were operational by 21 May, but World War II was over before the aircraft saw serious combat service.
1:72 North American F1J “Sea Mustang”; VF-82, USS Bennington (CV-20), April 1945 (Whif/Heller kit conversion) by dizzyfugu, on Flickr
The completed Sea Mustangs were later used as instructional airframes. In service the F1J was superseded by Grumman’s F8F Bearcat and Vought’s F4U Corsair, which had a significant development advance and became the USN’s major piston-engined fighters in the late 40ies.General characteristicsCrew: 1
Length: 32 ft 3 in (9.83 m)
Wingspan: 37 ft 0 in (11.28 m) w. wing tip tanks
Height: 13 ft 4½ in (4.08 m w. tail wheel on ground, vertical propeller blade.)
Wing area: 235 ft² (21.83 m²)
Empty weight: 7,635 lb (3,465 kg)
Loaded weight: 9,200 lb (4,175 kg)
Max. takeoff weight: 12,100 lb (5,490 kg)
Aspect ratio: 5.83
Powerplant:1× Packard V-1650-9 liquid-cooled supercharged V-12, 1,490 hp (1,111 kW) at 3,000 rpm, 2,220 hp (1,655 kW) at WEP
Performance:Maximum speed: 437 mph (703 km/h) at 25,000 ft (7,600 m)
Cruise speed: 362 mph (580 km/h)
Range: 1,650 mi (2,755 km) with external tanks
Service ceiling: 41,900 ft (12,800 m)
Rate of climb: 3,200 ft/min (16.3 m/s)
Wing loading: 39 lb/ft² (192 kg/m²)
Power/mass: 0.18 hp/lb (300 W/kg)
Lift-to-drag ratio: 14.6
Recommended Mach limit 0.8
Armament:4 × 20 mm (.79 in) M3 cannon, 190 rounds per gun
2× hardpoints for up to 2,000 lb (907 kg) of bombs or drop tanks, plus 6× 5” (127 mm) unguided rockets
Thema: What if? 1:72 North American F1J “Sea Mustang” (Whif/Kit Conversion) (Gelesen 6164 mal)