Monoplane

Dream Aircraft Tundra

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With more than 20 years expertise in manufacturing and with Yvan Desmarais’s flying experience on many different aircrafts, the construction of the first prototype began in 1998. The first flight was done at the Bromont airport on May 12th 2001 with great success. Following this first flight, many more are accomplished in the month and with the necessary flying hours accumulated by June 7th 2001, the special flying certificate can be delivered. On October 3rd 2001, the first flight on floats is accomplished, again with great success.

The TUNDRA is a four place kit plane in the STOL aircraft category (Short Takeoff and Landing) with a useful load comparable to bigger airplanes. This airplane will carry four adults, their luggage and enough fuel for a trip of several hours, even in floatplane configuration. This experimental aircraft is a true four place airplane.
The TUNDRA is offered in either a tail dragger or a tricycle gear configuration. The TUNDRA structure is already built to attach a tail or nose wheel and even floats (all required parts are included).

The TUNDRA is an all metal plane with a useful load of more than 1100 pounds and 58 gallons of fuel (219.5 lt).

Tundra
Engine: 200 hp
Undercarriage: Wheels
Max. take off weight: 2550 lbs
Design load factor normal @ 2550 lbs: +3.8 -1.7G
Maximum wing loading @ 2550 lbs: 13.90 lbs/sq ft
Maximum flap extended speed: 90 mph (78 kts)
Maximum cruise speed – Vc: 140 mph (122 kts)
Never exceed speed (Vne): 160 mph (140 kts)
Take-off roll: 400ft
Cruise speed 75% power and 1500ft: 132 mph (115kts)
Stall speed with extended flaps (Vso): 30 mph (26 kts)
Stall speed (Vs): 42 mph (37 kts)
Rate of climb: 1000 fpm
Service ceiling: 14 000 ft
Endurance: 5.2 hrs
Range: 673 miles
Length: 25 ft 6in
Height: 7 ft
Wheel span: 8 ft
Wing span: 36ft
Wing area: 183.6 sq ft
Wing chord: 5ft 1in
Horizontal tail span: 10ft 7in
Horizontal tail area: 39 sq ft
Empty weight: 1450 lbs
Design gross weight: 2550 lbs
Useful load: 1100 lbs
Fuel capacity: 58 US gl
Full fuel weight: 348 lbs
Design payload: 722 lbs
Wing loading: 13.90 lbs/sq ft
Power loading: 13 lbs/bhp
Cabin width: 44in
Cabin length: 112in

Tundra
Engine: 200 hp
Undercarriage: Skis
Max. take off weight: 2550 lbs
Design load factor normal @ 2550 lbs: +3.8 -1.7G
Maximum wing loading @ 2550 lbs: 13.90 lbs/sq ft
Maximum flap extended speed: 90 mph (78 kts)
Maximum cruise speed – Vc: 128 mph (112 kts)
Never exceed speed (Vne): 160 mph (140 kts)
Take-off roll: 650ft
Cruise speed 75% power and 1500ft: 125 mph (110kts)
Stall speed with extended flaps (Vso): 40 mph (35 kts)
Stall speed (Vs): 45 mph (39 kts)
Rate of climb: 800 fpm
Service ceiling: 14 000 ft
Endurance: 5.2 hrs
Range: 660 miles
Length: 25 ft 6in
Height: 7 ft
Wheel span: 9 ft
Wing span: 36ft
Wing area: 183.6 sq ft
Wing chord: 5ft 1in
Horizontal tail span: 10ft 7in
Horizontal tail area: 39 sq ft
Empty weight: 1604 lbs
Design gross weight: 2550 lbs
Useful load: 946 lbs
Fuel capacity: 58 US gl
Full fuel weight: 348 lbs
Design payload: 598 lbs
Wing loading: 13.90 lbs/sq ft
Power loading: 12.78 lbs/bhp
Cabin width: 44in
Cabin length: 112in

Tundra
Engine: 200 hp
Undercarriage: Floats
Max. take off weight: 2800 lbs
Design load factor normal @ 2550 lbs: +3.8 -1.7G
Maximum wing loading @ 2550 lbs: 15.25 lbs/sq ft
Maximum flap extended speed: 90 mph (78 kts)
Maximum cruise speed – Vc: 125 mph (110 kts)
Never exceed speed (Vne): 140 mph (122 kts)
Take-off roll: 1300ft
Cruise speed 75% power and 1500ft: 118 mph (103 kts)
Stall speed with extended flaps (Vso): 45 mph (39 kts)
Stall speed (Vs): 52 mph (45 kts)
Rate of climb: 600 fpm
Service ceiling: 14 000 ft
Endurance: 5.2 hrs
Range: 613 miles
Length: 25 ft 6in
Height: 9 ft
Wheel span: 9 ft
Wing span: 36ft
Wing area: 183.6 sq ft
Wing chord: 5ft 1in
Horizontal tail span: 10ft 7in
Horizontal tail area: 39 sq ft
Empty weight: 1692 lbs
Design gross weight: 2800 lbs
Useful load: 1108 lbs
Fuel capacity: 58 US gl
Full fuel weight: 348 lbs
Design payload: 760 lbs
Wing loading: 15.25 lbs/sq ft
Power loading: 14.2 lbs/bhp
Cabin width: 44in
Cabin length: 112in

Drake M-19

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Built by Justin Drake
LSA legal

Engine: VW 1835, 40 hp
HP range: 40-75 hp
Cruise: 70 mph
Stall: 38 mph
Range: 230 sm
Rate of climb: 550 fpm
Takeoff dist: 400 ft
Landing dist: 500 ft
Fuel capacity: 8 USG
Empty weight: 494 lb
Gross weight: 750 lb
Length: 16 ft
Wing span: 24 ft
Wing area: 104 sq.ft
Seats: 1
Cockpit width: 24 in
Landing gear: tailwheel

Dragon Light Aircraft Co Dragon 150

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Side by side two seat single engined high-wing monoplane with conventional three axis control. Wing has swept back leading edge, unswept trailing edge and tapering chord, conventional tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by half span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; 100% double surface. Undercarriage has three wheels in tail dragger formation; composite suspension on tailwheel and bungee suspension on main wheels. Push right go right tailwheel steering connected to yaw control. No brakes. Aluminium/fabric fuselage, partially enclosed. Engine mounted below wing driving tractor propeller.
Anodized aluminium tubing is seamless mandrel drawn. Aluminium extrusions are to British HE30 standard. Stainless steel cables, aircraft quality fasteners, Dacron wing covering, heat shrunk polyester covering to tail surfaces and ailerons.
The Dragon 150 is the first aircraft produced by the Dragon Light Aircraft Co, which is an offshoot of the independent airline British Air Ferries. It makes no claim to be revolutionary, but instead is intended as a robust, practical machine in which conventional aircraft pilots will feel immediately at home.
The Dragon 150 only just a microlight and is certainly not an ultralight in the US sense of the term. Designer Billy Brooks deliberately made the weight and wing loading as high as the microlight definition would allow, to maxi¬mise the number of days in which the aircraft can be used in the fickle British climate.
Although the prototype, which first flew on 10 July 1982, was powered by a Hunting HS525A engine, DLAC decided to fit the Robin EC44 to the production version.
Controls include a central control column, dual linked rudder pedals and dual linked throttles with a friction adjuster. A wide range of options is available, including 720 channel radio, electric start, parachute and extra instruments. Supplied as a pre cut, pre bent, pre drilled kit requiring 30 40 h to complete.

Dragon 150
Length overall 23.7 ft, 7.23 m.
Height overall 7.7ft, 2.35m.
Wing span 34.9ft, 10.64m.
Chord at root 6.2ft, 1.88m.
Chord at tip 4.8ft, 1.45m.
Dihedral 1.5 degs.
Sweepback 1deg.
Tailplane span 11.0ft, 3.36m.
Fin height 6.3 ft, 1.91 m.
Total wing area 189 sq.ft, 17.6 sq.m.
Total aileron area 30.8 sq.ft, 2.86 sq.m.
Fin area 19.5 sq.ft, 1.81 sq.m.
Rudder area 9.8 sq.ft, 0.91 sq.m.
Tailplane area 40.4 sq.ft, 3.75 sq.m
Total elevator area 12.4 sq.ft, 1.15 sq.m.
Wing aspect ratio 6.0/1.
Wheel track 5.7 ft, 1.74 m.
Wheelbase 18.2 ft, 5.55 m.
Tailwheel diameter overall 4 inch, 10 cm.
Main wheels diameter overall 16 inch, 40 cm.
Engine: Robin EC44, 45 hp at 6500 rpm.
Propeller diameter and pitch 72 x 42 inch, 1.83 x 1.07 m.
Toothed belt reduction, ratio 3.3/1.
Max static thrust 240 lb, 109kg.
Power per unit area: 0.24hp/sq.ft, 2.6hp/sq.m .
Fuel capacity 6.9 US gal, 5.7 Imp gal, 26.0 litre.
Empty weight 328 lb, 149kg.
Max take off weight 791 lb, 359kg.
Payload 463 lb, 210kg.
Max wing loading 4.181b/sq.ft, 20.4kg/sq.m.
Max power loading 17.6 lb/hp, 8.0kg/hp.
Load factors; +6.0, 3.0 ultimate.
Max level speed 66mph, 106 kph.
Never exceed speed 85mph, 136kph.
Max cruising speed 60mph, 96kph.
Economic cruising speed 53mph, 86kph.
Stalling speed 25mph, 40 kph.
Max climb rate at sea level 500 ft/ min, 2.5m/s.
Min sink rate 400ft/min at 28kph, 2.0m/s at 45kph.
Best glide ratio with power off 9/1 at 38 mph, 61 kph.
Take¬off distance 150 ft, 45 m.
Landing distance 100ft, 30m.
Service ceiling 14,000ft, 4270m.
Range at average cruising speed 100 mile, 160km.

Doyle O-2 Oriole / O-3 Oriole

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Doyle O-2 Oriole

William Burke of the Vulcan Last Company backed the Wilson and Harvey Doyle plan to build a two-place, tandem, open-cockpit parasol sportplane and the Vulcan Aircraft Division began design work in a rented second floor room and construction in a former street car barn in Portsmouth.

The resulting Vulcan American Moth was a hit, but the relationship among the principles was deteriorating and the Doyle brothers left to start their own Doyle Aircraft Company in Baltimore. They produced fourteen Doyle Orioles which were similar to the Moth before bankruptcy ended the effort.

The prototype flew on 15 October 1928 with a yellow and black paint scheme and was priced at $2,975. Doyle Aero did not survive the Great Depression economy and ceased operations after a short production run. Harvey Doyle became an aeronautical engineer, and Wilson Doyle would become a professor of Political Science.

Seven of the O-2 Oriole and one O-3 Oriole were all built in 1928.

The last surviving O-2 serial number A-5 (NX9531) was restored in 1984 after being in storage since 1934 and identified by its designer Harvey Doyle.

Doyle Moon Maid ROG-1

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Moon Maid started out to be a gyroplane, but after a couple of years the designer/builder, Richard Doyle, decided to turn it into a standard airplane, stretching the fuselage four feet and replacing the rotor with a pair of wings spanning 23.5 feet. He pow¬ered it with a Bob Huggins 1523cc VW conversion of about 50 hp, one of the first homebuilts to use VW power.

The aircraft first took the air (now as N12041) in June 1964. The Moon Maid initially had a 25hp VW1200, later received a 50hp VW1600 and finally a 60hp VW1840.

During its career the aircraft was modified several times and amongst others received a dorsal fin, a slightly enlarged vertical tail and a new cantilever undercarriage with wheel pants.

Although plans were available for amateur construction (for engines in the 35-50hp range), no further aircraft were built.

Engine Huggins VW 1523cc conversion, 50 hp.
Gross weight 660 lbs.
Empty weight 460 lbs.
Fuel capacity 12 USgal.
Wing¬span 23 ft 6 in
Length 18 ft
Vmax 90 mph.
Cruise speed 80 mph.
Climb rate 600 fpm.
Range 200 nm.

Dova Aircraft DV-1 Skylark

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The Skylark takes Light Sport Aircraft to a new level in style. The lines and contours exude a sense of high energy and grace that not only looks good, but turns heads and delivers in performance. This two place, side-by-side, all metal, low wing aircraft provides strength and ruggedness not found in most LSA’s: it can withstand 7 G’s and has a Vne of 179 mph and a maximum LSA cruise of 138 MPH.

Stall: 36 kt / 42 mph / 68 kmh
Cruise: 117 kt / 135 mph / 217 kmh
VNE: 156 kt / 179 mph / 288 kmh
Empty Weight: 296 kg / 653 lbs
MTOW Weight: 599 kg / 1320 lbs
Climb Ratio: 1200 ft/min / 6 m/s
Take-off distance (50ft obstacle): 500 ft / 152 m
Landing distance (50ft obstacle): 530 ft / 162 m

Dova Skylark LSA
Engine: Rotax 912S, 100hp@SL
TBO (hrs.): 1500
Fuel type: 100/100LL
Propeller type: Fixed Pitch
Landing gear type: Tri./Fixed
Max ramp weight (lbs): 1320
Gross weight (lbs.): 1320
Landing weight (lbs.): 1320
Empty weight, std. (lbs.): 653
Useful load, std. (lbs.): 667
Useful fuel, std. (gals.): 24
Payload, full std. fuel (lbs.): 523
Wingspan: 26 ft.
Overall length: 21 ft. 7 in.
Height: 7 ft. 5 in.
Wing area (sq. ft.): 101
Wing loading (lbs./sq.ft.): 13.1
Power loading (lbs./hp): 13.2
Seating capacity: 2
Cabin width (in.): 43
Cruise, 75% power (kts.): 117
Fuel burn, 75% power (gph): 4.0
Max range (nm): 75% power: 457
Max range (nm): 60% power: 543
Vso (kts.): 37
Service ceiling (ft.): 14,000
Best rate of climb (fpm.): 1200
Takeoff ground roll (ft.): 500
Landing ground roll (ft.): 530

Douglas F5D Skylancer

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XF5D-1

The Douglas F5D was envisaged originally as an improved all-weather development of the F4D (F-6) Skyray, and two prototypes were ordered in 1953 under the designation F4D-2N.

Douglas F5D Skylancer Article

Substantial changes, including wings of much reduced thickness/chord ratio, a lengthened fuselage, revised vertical tail surfaces and the introduction of a new cockpit canopy brought the redesignation F5D-1 (subsequently named Skylancer) before the first flight was recorded on 21 April 1956.

The F5D Skylancer was basically an enlarged version of the Skyray with a fuselage of increased fineness ratio and a wing of reduced thickness/chord ratio for higher supersonic performance on the power provided by a Pratt & Whitney J57-P-8 afterburning turbojet.

The first of four XF5D prototypes went supersonic on its initial flight, and by then, nine preproduction and 51 production examples had been ordered, but following early flight testing the programme was cancelled except for two of the preproduction aircraft. The performance of the F5D was little better than that of the Chance Vought F8U-1 which was on the point of entering service.

F5D

By 1957 two prototypes of the XF5D-1 Skylancer were flying.

XF5D-1

The four F5D-1s were used by the US Navy as flying testbeds for a variety of equipment before they were handed over to NASA for experimental use.

Two prototypes given to NASA in late 1960 essentially as castaways. Neil Armstrong flew one of the F5Ds on 26 September 1960 during a visit to NASA Ames and realised the F5D could serve well in a study of Dyna-Soar abort procedures because its wing planform was a match for the X-20.

Armstrong began flight tests in the F5D in July 1961, and after no fewer than 10 flights, developed an effective maneuver of X-20 abort. His last flight in the F5D was 1 November 1961.

Neil Armstrong’s last flight as a Flight Research Centre employee occurred on Friday 28 September 1962. It was another low L/D flight in an F5D.

F5D
Engine: 1 x Pratt-Whitney J57-P-8, 7250kg
Max take-off weight: 12733 kg / 28072 lb
Empty weight: 7912 kg / 17443 lb
Wingspan: 10.21 m / 33 ft 6 in
Length: 16.4 m / 53 ft 10 in
Height: 4.52 m / 14 ft 10 in
Wing area: 51.75 sq.m / 557.03 sq ft
Max. speed: 1760 km/h / 1094 mph
Cruise speed: 1025 km/h / 637 mph
Ceiling: 17500 m / 57400 ft
Range: 2140 km / 1330 miles
Crew: 1

Douglas F6 / F4D-1 Skyray

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US Navy interest in German delta-wing research led, in 1947, to the design by Douglas of a carrier-based interceptor with a variation of the pure delta wing. Approval of the Douglas design was signified by the award of a contract for two Douglas XF4D-1 prototypes on 16 December 1948, the first making its maiden flight on 23 January 1951 powered by a 2268kg thrust Allison J35-A-17 engine. This represented an emergency powerplant, resulting from delays in development of the Westinghouse J40 turbojet which had been the planned engine. Both prototypes were flown subsequently with the XJ40-WE-6 developing 3175kg thrust and the XJ40-WE-8 which had a rating of 5262kg with afterburning, but problems with this engine programme led to final selection of the Pratt & Whitney J57 engine for production aircraft.

Douglas F6 / F4D-1 Skyray Article

The F4D Skyray was a cantilever mid-wing monoplane, the wing of modified delta configuration incorporating elevons to serve collectively as elevators or differentially as ailerons. The tail unit had only swept vertical surfaces, landing gear was of retractable tricycle-type. The pilot was accommodated well forward of the wing.
The potential of the F4D was demonstrated effectively by the second prototype on 3 October 1953, then powered by the XJ40-WE-8 turbojet, which set a new world speed record of 1211.746km/h.

The first production F4D-1 was flown on 5 June 1954, powered by a Pratt & Whitney J57-P-2 turbojet developing 6123kg thrust with afterburning, but it was not until 16 April 1956 that deliveries began, initially to US Navy Squadron VC-3. The 419th and last production aircraft was delivered on 22 December 1958, but in the intervening period a change had been made by installation of the higher-rated J57-P-8 engine. All aircraft retained the F4D-1 designation, the popular (derived) name being Ford.

The new Douglas factory at Torrance (Plant B-6) in May 1954 was in volume production with both the AD-5 and 6 Skyraider and the F4D-1 Skyray, the latter with the J57 turbojet with afterburner. This leaves the El Segundo division almost clear to turn out twin-jet Skywarriors. Navy contracts for the Skyray were sufficient to keep Torrance busy until the end of 1956. Reports came to the effect that a new variant, the F4D-2, was being developed “with some configuration changes.” After manufacture at Torrance, Skyrays are put aboard a flat truck and taken to El Segundo, where final operational equipment is installed preparatory to flight testing.

At the peak of its utilisation, the Skyray equipped 11 US Navy, six US Marine and three reserve squadrons, but none was used operationally. The type survived in first-line service until the late 1960s, with two front-line squadrons not converting to the type until 1964. It was redesignated F-6A in September 1962.

Gallery

F4D
Engine: 1 x Pratt & Whitney J57-P-8B turbojet, 64.5kN / 9700 lb with afterburner
Max take-off weight: 11340 kg / 25001 lb
Empty weight: 7268 kg / 16023 lb
Wingspan: 10.21 m / 33 ft 6 in
Length: 13.93 m / 45 ft 8 in
Height: 3.96 m / 12 ft 12 in
Wing area: 51.75 sq.m / 557.03 sq ft
Ceiling: 16765 m / 55000 ft
Range: 1931 km / 1200 miles
Crew: 1
Armament: 4 x 20mm cannons, 1814kg of weapons on six hardpoints

F4D-1
Engine: Pratt & Whitney J57-P-2 turbojet, 9,7001b. thrust
Wingspan: 33 ft. 6 in
Length: 42 ft.
Loaded weight: approx. 16,000 lb.
Max. speed: approx. 750 m.p.h.
Ceiling: 50,000 ft.
Endurance: 45 min.
Armament: 4×20 mm. Cannon
Bombload: 2x 1,000 lb. bombs, 6 pods of 7×2.75 in. rockets or 4 pods of 19×2.75 in. rockets.
Crew: 1.

F4D-1
Engine: Pratt & Whitney J57-P-8, 14,550 lb with reheat
Wingspan: 33 ft 6 in
Wing area: 557 sq.ft
Length: 45 ft 8.25 in
Height: 13 ft
Empty weight: 16.024 lb
MTOW: 27,000 lb
Max speed SL: 722 m[h / M0.95
Max speed 36,000 ft: 693 mph M1.05
Max ROC: 18,000 fpm
Service ceiling: 55,000 ft
Max range: 950 miles
External fuel: 2 x 250 gal underwing
Armament: 4 x 20mm cannon

Douglas F10 / F3D Skyknight

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F3D-2

Unique in being the US Navy’s first jet-powered night-fighter, the Skyknight began development in 1945, Douglas being awarded a contract for three XF3D-1 prototypes in April 1946.
The type emerged as a cantilever mid-wing monoplane of all-metal construction, the wings incorporating hydraulic folding for carrier stowage. The circular-section fuselage mounted hydraulically actuated speed-brakes, provided side-by-side pressurised accommodation for the pilot and radar operator, and carried at the rear a tail unit very similar to that of the D-558-1 Skystreak. An unusual feature was a crew escape tunnel, extending from the rear of the cabin to the underside of the fuselage. Landing gear was retractable tricycle-type, and the powerplant of the prototypes was two 1361kg thrust Westinghouse J34-WE-24 turbojets, mounted on the lower edges of the forward fuselage, beneath the wing roots.
The first prototype made its maiden flight from Muroc (now Edwards AFB) on 23 March 1948, this event being followed in June by an order for 28 production F3D-1 (later redesignated F-10A) fighters while company testing was still in progress. The first of these was flown on 13 February 1950. Service acceptance trials were conducted by VC-3 at Moffett Field from December 1950, the type then being handed over to Marine Night Fighter Squadron VMF(N)-542. The F3D-1 differed from the prototypes by having improved avionics and equipment and, as delivered initially, had 1361kg thrust J34-WE-32 turbojets. These engines were uprated subsequently to 1474kg thrust, becoming redesignated J34-WE-34. In the event, the F3D-l did not see action.


Before delivery of the first F3D-1, Douglas had received a contract for production of an improved F3D-2 (F-l0B), which was to be the major and ultimate production version, with a total of 237 built in the early 1950s. It was intended that the F3D-2 should be powered by 2087kg thrust J46-WE-3 turbojets, but development of this engine was abandoned and, instead, they were all powered by J34-WE-36s. Improvements included the provision of an autopilot and updated systems and equipment. The first of these F3D-2s was flown on 14 February 1951 and all had been delivered just over a year later. It was this model which made the Skyknight’s combat debut with VMF(N)-513 in June 1952.

Douglas F3D Skynight Article

The Skynight saw extensive use in Korea, this all-weather fighter accounting for the majority of all victories scored by the US Navy and US Marine Corps. On the night of 2 November 1952, it succeeded in downing a North Korean Yakovlev Yak- 15, this marking the first recorded kill in a jet-versus-jet combat at night. Even more remarkable is the fact that the F3D ended the Korean War as the most successful naval fighter type in terms of aircraft destroyed in air combat.


In US Navy service, the F3D enjoyed only a brief front-line career, being quickly relegated to radar intercept training duties as the F3D-2T and F3D-2T2 (TF-10B), the last example being retired in the early 1960s. US Marine Corps composite squadrons continued to use the F3D-2Q (EF-10B) type in ECM duties, however, and the type again saw action in Vietnam with VMCJ-1 until 1969 when it was finally replaced by the Grumman EA-6A Intruder.

Two examples of the Skyknight were used by the US Army in support of air defence missile testing at White Sands, New Mexico.
A proposed swept-wing version known as the F3D-3 was cancelled in 1952, but other service variants were the missile-armed F3D-1M and F3D-2M (MF-l0B).

F3D-1 Skyknight
Engines: 2 x Westinghouse J34-WE-32 turbojets, 3000 lb thrust.
Wingspan: 50 ft
Length: 45 ft. 5 in.
Loaded weight: 27,000 lb.
Max speed: approx. 530 m.p.h.
Range: about 1,200 miles.
Armament: 4 20 mm cannon
Crew: 2.

F3D-2 / F 10B Skyknight
Powerplant: two 1542-kg (3,400-lb) thrust Westinghouse J34-WE-36/36A turbojets.
Wing span 15.24 m (50 ft 0 in)
Length 13.84 m (45 ft 5 in)
Height 4.90 (16 ft 1 in)
Wing area 37.16 sq.m (400 sq.ft).
Maximum speed 909 km/h (565 mph) at 6095 m (20,000 ft)
Cruise speed: 628 km/h / 390 mph
Service ceiling 11645 m (38,200 ft)
Range 2478 km (1,540 miles)
Empty weight: 8237 kg (18,160 lb)
Maximum take-off 12556 kg (27,681 lbs).
Armament: four 20-mm cannon, plus two 907-kg (2,000-lb) bombs.

Douglas SBD Dauntless / A-24

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The SBD entered production in 1940.
Crewed by a pilot and an observer/gunner the SBD-3, which appeared in March 1941, was powered by a l000hp R-1820-52. In contrast to the earlier models, the SBD-3 had 0.50 armour in the cowling, self-sealing tanks, and protective armour, 584 had been built by December 1941. Seven hundred and eighty SBD-4 models were built at El Segundo, California while 2,409 of the SBD-5s were built at the Douglas plant at Tulsa, Oklahoma.

Douglas SBD Dauntless Article

Douglas SBD-5 Dauntless of VC-35, 1944

Replica:
Roberts Douglas Dauntless

Gallery

SBD-3
Max speed: 275 mph
Max range; 875 miles
Crew: 2
Armament: 2 x .50 mg
Bombload: 1 x 500 lb bomb

SBD-4
Engine: Wright R1820-60 Cyclone, l200hp.
Max speed: 245mph at 15,800ft.
Initial rate of climb: 1190 ft/min.

SBD-5
Engine: Wright R1820-60 Cyclone, l200hp.
Length: 33.005 ft / 10.06 m
Height: 12.927 ft / 3.94 m
Wingspan: 41.503 ft / 12.65 m
Wing area: 324.965 sqft / 30.19 sq.m
Max take off weight: 9521.2 lb / 4318.0 kg
Weight empty: 6535.6 lb / 2964.0 kg
Max speed: 221 kts / 410 km/h / 245mph at 15,800ft.
Cruising speed: 161 kts / 298 km/h
Service ceiling: 25197 ft / 7680 m
Cruising altitude: 14000 ft / 4265 m
Wing loading: 29.32 lb/sq.ft / 143.00 kg/sq.m
Range: 672 nm / 1244 km
Initial rate of climb: 1190 ft/min.
Crew: 2
Armament: 2x MG 0.5cal (12,7mm), 2xMG 0.3cal (7,62mm), 726kg + 295kg bomb.

SBD-6
Crew: 2
Engine: 1 x Wright R-1820-6 Cyclone 9, 1007kW
Max take-off weight: 4318 kg / 9520 lb
Empty weight: 2964 kg / 6535 lb
Wingspan: 12.65 m / 41 ft 6 in
Length: 10.06 m / 33 ft 0 in
Height: 3.94 m / 12 ft 11 in
Wing area: 30.19 sq.m / 324.96 sq ft
Max. speed: 410 km/h / 255 mph
Cruise speed: 298 km/h / 185 mph
Ceiling: 7680 m / 25200 ft
Range: 1244 km / 773 miles
Armament: 2 x 12.7mm machine-guns, 2 x 7.62mm machine-guns, 725kg of bombs