The success of the Hudson in RAF service led Lockheed to propose a military version of the larger Lockheed 18 Lodestar and resulting British interest led to development of the Lockheed 37. Based on the existing Lodestar, the modifications were to provide increased power and an added lift capability of three tons, on the same wings and flaps, and the fuselage was to be re-designed to accommodate bombs, gun positions and other military equipment. The entire Lodestar double tail was retained along with its tendency to be blanketed out in certain landing attitudes by the large and effective Fowler wing flaps. As a replacement for the Hudson, and the Venture promised a 300mph top speed, an eight machine gun armament, twice the bomb load, and a range of up to 500 miles from base.
In February 1940 a proposal submitted by Lockheed for a Blenheim replacement was accepted by the Air Ministry. The aircraft was basically a military version of the Lockheed 18 Lodestar transport.
Lightning and Ventura
A direct purchase order was placed for 300 aircraft in May 1940, followed by a further order for 375. There were considerable delays in producing the first machine, which first flew on 31st July 1941, and it was not until April 1942 that the first Venturas arrived at Lockheed’s facility at Speke, Liverpool, from the Vega aircraft plant at Burbank, California. In the event, only 394 of the initial orders for Ventura Mk.Is and Mk.IIs (the latter having uprated engines) were delivered.
First used operationally by the RAF on 3 November 1942, the type was soon found to be unsuited to daylight operations and was transferred to Coastal Command.
In 1943 the GR.V version entered service. These machines were supplied under Lease Lend and were patrol aircraft based on the U.S. Navy PV 1. They had modified bomb bays to accommodate six depth -charges. A large proportion of the GR.Vs were delivered direct to the Middle East, South Africa, New Zea-land, Australia and Canada. In Britain No.519 Squadron was the first to receive the GR.V, replacing Hudsons and Hampdens at Wick, followed shortly afterwards by No. 521 Squadron at Docking, both squadrons being engaged in Meteorological flights. These two squadrons reverted to Hudsons the following year when the Venturas were required elsewhere.
By November 1942 the US Navy had taken over the patrolling of the US coastal water from the USAAF and had ordered their own version of the Ventura, the PV-1, for the role. The Vega production line was easily converted to this model from the previous B-34 variant in production for the USAAF. The PV-1 differed primarily from the B-34 Ventura in having two underwing stations capable of holding one 1,000lb bomb or one 155 US gallon drop tank. The streamlined Martin 250 electric turret, first fitted to the USAAF B-34, was retained. The most significant difference internally was the installation of the advanced ASD radar in the nose of the aircraft behind an opaque plastic nose cap. Indicators (or screens) were provided for the navigator in the nose compartment, and for the radio operator stationed behind the pilot. A new under-nose gun pack equipped with 3 x .50 Brownings was developed to replace the original nose mounted depress¬able guns fitted to earlier Venturas.
PV-2
Venturas served with all the Commonwealth nations, the Free French and with the Brazilian air force. A long-range version, the PV-2, had been ordered by the US Navy in June 1943 and, differing in several respects from the Ventura, was named the Harpoon; Ventura and Harpoon production totalled 3,028 in September 1945. Post-war surplus PV-2 aircraft were supplied to Italy, Japan, the Netherlands, Peru and Portugal.
PV-2
A few Ventura 5s had been modified for target towing duties with the RCAF and were still operating in 1955. Powered by two 2,000 h.p. Pratt & Whitney R2800-31 engines, they carry sleeve targets in their bomb-bay.
Ventura 5
California-based Oakland Airmotive specialized in civilian executive transport conversions of surplus U.S. Navy Lockheed PV-2 Harpoon patrol bombers. The resultant Oakland Centaurus seated 8/14 passengers and was offered as a high speed corporate transport in the late 1950s and early 1960s.
Engines: 2 x Pratt & Whitney GR2800-¬S1A4 G, 2,000 h.p. Span: 65 ft. 6 in. Length 51 ft. 2.5 in. Height: 11 ft. 10.5 in. Weight loaded: 26,000 lb. Max. speed: 300 m.p.h. Cruising speed: 260 m.p.h. Range: 1,000 miles. Service ceiling: 25,000 ft. Armament: Two fixed 0.50 in. machine guns and two depressable 0.303 in. guns in nose, two or four 0.303 in. guns in dorsal turret, two 0.303 in. guns in ventral position; bomb load 2,500 lb. Crew 5.
PV-1 Engines: 2 x Pratt & Whitney R2800-31 Twin Wasps, 2000 hp / 1491kW. Max take-off weight: 14096 kg / 31077 lb Empty weight: 9161 kg / 20197 lb Wingspan: 19.96 m / 65 ft 6 in Length: 15.77 m / 51 ft 9 in Height: 3.63 m / 11 ft 11 in Wing area: 51.19 sq.m / 551.00 sq ft Max. speed: 518 km/h / 322 mph Cruising speed: 200 kts / 370 kph Service ceiling : 24,000 ft / 7315 m Ceiling: 8015 m / 26300 ft Range: 2189 km / 1360 miles Bomb load: 2500 lb. Armament: 2 x .5 in & 8 x .303 in mg, 1134kg Bomb Crew: 5.
Ventura 5 Engines: two 2,000 h.p. Pratt & Whitney R2800-31 Span: 65 ft. 6 in Weight: 26,500 lb Max. Speed: over 300 mph
The first aeroplane developed from the start as a military type by Lockheed, the P-38 was designed to meet an Air Corps specification issued in February 1937.
The P-38 was powered by two Allison engines with GEC turbochargers recessed into the tops of the tail booms, tricycle landing gear, small central nacelle mounting a 23mm Madsen cannon and four 0.5in Brownings, twin fins, Fowler flaps, radiators on the booms, and induction intercoolers in the wing leading edges.
The XP-38 prototype flew for the first time on 27 January 1939 and the XP-38 had run into a ditch on its first taxi test and two weeks after the first flight undershot at Michell Field, NY, and was demolished. The XP-38 had flown to New York in 7 hr 2 min, with two refuelling stops.
The first YP-38 service-evaluation aircraft (first flown on 16 September 1940) of a limited procurement order for 13 was delivered to the USAAF in March 1941. By 1941 the first YP-38 was being tested, with a 37 mm Oldsmobile cannon, two 0.5s and two Colt 0.3s.
XP-38
It utilised a unique fuel system with separate fuel tanks for each engine. Each tank was divided into three cells, all self-sealing. Two main tanks were in the centre fuselage and one tank was in each leading wing edge. The entire system was interconnected so that fuel from any tank, except the outer wing tanks, could be routed to either engine. The Lightning’s armament included one 20mm cannon and four .50-caliber machine guns in the nose along with racks to carry up to 1,600 pounds of bombs.
Thirteen YP-38s were followed by 20 P-38s, with one 37mm and four 0.5in, plus armour and, in 36 D models, self-sealing tanks.
P-38D in US service differed from the original P-38 by introducing self-sealing tanks and tail-unit revisions to overcome buffeting. The first service delivery was on 8 June 1941 and the he P-38D was the first version of the Lightning to go into service in the war – an aircraft of this mark was the first American fighter to shoot down an enemy aeroplane, flying over Iceland a few minutes after the US declared war on Germany.
In March 1940 the British Purchasing Commission had ordered 143 of the type, similar to the P-38D which followed the P-38 into production, with the 37mm replaced by a 20mm Hispano and far greater ammunition capacity. The State Department prohibited export of the F2 Allison engine and the RAF aircraft, called Lightning I, had early 775kW Allison V-1710-33 engines without turbochargers, both having right hand rotation. The result was poor and the RAF rejected these machines, which were later brought up to US standard.
The P-38E adopted the British name Lightning and the Hispano gun and were followed by the P-38F with more powerful engines and underwing racks (between engines and fuselage nacelle) for drop-tanks or weapons: late production examples introduced Fowler-type flaps which had a ‘droop’ setting to enhance manoeuvrability.
Within minutes of the US declaration of war, on 7 December 1941, an E shot down a FW 200C near Iceland.
The F model was the first to have inner wing pylons, with 1000 lb capacity.
P-38F on test from Burbank 1942
Production of the P-38 Lightning accelerated steadily at Lockheed’s principal plant in Burbank, California, rising from 207 in 1941 to 1,478 in 1942, the year in which the P-38 entered service in the European and Pacific arenas. Lockheed also modified 200 P-38Fs, providing a pair of 165-US gal (625-lt) drop tanks for each aircraft plus two pairs for each for initial combat use. The F-4 service delivery began in Mach 1942 and P-38F in September 1942.
On Sunday 8 October 1939: During a patrol flight over the North Sea, a Lockheed Hudson coastal reconnaissance plane of 224 Sqn became the first English aircraft to shoot down a German plane, a Dornier Do.18 flying boat.
While the Lightning had been receiving its combat initiation in Europe, North Africa and the Pacific, Lockheed had been at work to overcome the remaining basic flaws in the P-38 design – the inadequate engine cooling and the compressibility “tuck” problem. The first of these was attributable to the fixed space available in the wing leading edges for the intercoolers; sized to cope with the engines first used in the P-38, these were inadequate for the uprated V-1710s that had been introduced in successive models of the fighter to take advantage of Allison’s own development work. The intercoolers received supercharged air from the turbo-compressors in the tailbooms and reduced its temperature before supplying it to the carburettor; however, the inlet temperature actually achieved at the carburettor imposed restrictions on usable manifold pressures, in turn reducing the maximum power that could be extracted from the engines, particularly in the P-38H. The only solution to this was to move the intercoolers to a chin position in each engine nacelle, where they could be sized for the engine powers now available.
Using substantially the same nacelle shape that was already flying on the Curtiss P-40F Warhawk, a P-38E was tested in the summer of 1942 with the new cooling system, which was found to bestow major improvements on the high altitude performance of the Lightning, without any adverse effects. To establish a production standard, this prototype was subsequently fitted with redesigned air intakes for the Prestone coolant radiators on each side of the tailbooms, which although wider than the original type had less drag. Coupled with the use of the same V-1710-89/91 engines already powering the P-38H, these modifications marked the P-38J model of the Lightning – the first to differ significantly in outward appearance from the YP-38. The J model had intercoolers moved under the wings, providing room for 55 extra gallons of fuel in the outer wings. Later J models had hydraulicly boosted ailerons, but retained the wheel-type lateral control instead of a stick. Thanks to the new cooling system, the engines could now be cruised at 1,100 hp at 32,500 ft (9 906 m) and deliver a war emergency rating of 1,600 hp at 26,500 ft (8 077 m). Flying at a combat weight of 16,450 lb (7 468 kg), without drop tanks, the P-38J achieved 413 mph (665 km/h) at 30,000 ft (9 145 m), to become the fastest of all Lightning service versions, and with the big 300 US gal (1136 1) drop tanks, it could cruise for more than 2,000 mls (3 218 km).
Production up to the end of 1942 had been entirely of the earlier P-38 versions, and some 1,400 P-38Gs and Hs were still on order at the beginning of 1943. To handle an increased volume of output, a mechanised moving production line was put in at Burbank, and a major modification centre was established at Dallas, Texas, to prevent constant interruption in the main production progress to accommodate small changes. As a result of these measures, and the use of 22 major sub-contractors to feed components to the Burbank line, the production rate eventually peaked at 432 a month in January 1945.
Production of the P-38J itself totalled 2,970
With effect from the P-38J-15-LO the space in the leading edges previously occupied by the inter-coolers was taken up by two bladder fuel tanks, increasing overall capacity by 110 US gal (416 lt); all but the earliest aircraft also introduced a flat-panel front windshield, and the P-38J-25 and subsequent blocks incorporated the electrically-operated dive flaps that finally cured the compressibility problem. These small flaps, just outboard of the tailbooms, had a span of 4ft 10 in (1,47 m) each, and could be deflected 35 deg in 1 sec; they changed the wing airflow characteristics in such a way as to make recovery from the steepest dive possible. A further contribution to the fighting capability of the P-38J was made by the adoption of hydraulic boosters in the aileron circuits, making the Lightning the first fighter in the world to feature powered flight controls.
The final stage in the evolution of the P-38 was the introduction of Allison V-1710-111/113 engines, with similar ratings to the engines of the P-38J but potential for further development. This model was produced as the P-38L. The L with higher war emergency power, could carry 4000 lb of bombs or ten rockets. Lockheed built 3,810 at Burbank and a second production source for Lightning manufacture was established at Nashville under the direction of Consolidated-Vultee, this unit turning out 113 P-38Ls up to V-J Day, of 2,000 on order, the balance being cancelled.
The P-38L was the last fighter version to see combat service, which took in the final stages of the Pacific War. Two P-38L Lightnings escorting a Boeing Fortress were actually the first Allied fighters to land on Japanese soil after the surrender.
More than 700 P-38J/L Lightnings were converted at Dallas to F-5E photo reconnaissance configuration; the F-5F and F-5G were similar apart from the camera installations. The P-38K designation had been intended for another variant with more powerful V-171075/77 engines and Hamilton Standard high-activity paddle-bladed propellers, but to accommodate the latter the engine thrust line needed to be raised one degree and this would have caused a major interruption in the production flow, so the P38K was abandoned after one prototype had been flown.
Experimentally, Lockheed had tested a P-38G with retractable Federal skis at Ladd Field, Alaska, in 1943/44 and USAAF then ordered the conversion of one of the first P-38Js for similar testing in March 1944. The need for a ski-equipped operational variant did not materialise, however. Among trial armament installations made on P-38Ls at Wright Field were three machine guns of 0.60-in (15,24-mm) calibre, with long barrels projecting out of the nose, and eight of the standard 0.50-in (12,7-mm) guns in the nose plus a twin-gun pod beneath each wing, outboard of the engines. Of more importance operationally was the addition of rockets to the Lightning’s armament. In 1943, the early “bazooka” launching tubes were attached to P-38Fs and P-38Gs, in triple packs beneath the outboard wings or close in alongside the fuselage. With the advent of the zero-length launcher, Lockheed tried a 14-rocket installation, seven under each outer wing, but the final standard on the P-38L was a five-rocket “Christmas Tree” pack under each wing.
A captured P-38G was operated by the Luftwaffe 2./Versuchsverband Ob.d.L as T9+XB
P-38G T9+XB
Lockheed built 2,497 P-38s in 1943, of which about 1,000 were the new P-38Js, with the first P-38J-10s coming off the line in October.
The P-38 groups became involved in bombing missions, aided by the P-38J Droop Snoot variant evolved in Britain to serve as a navigation bomb-aiming lead ship. The conversions, engineered by Lockheed Overseas Corporation at Langford Lodge, near Belfast, comprised a Plexiglas nose fairing, replacing all the Lightning’s armament, in which was located a seat for the navigator/bombardier, plus a Norden bombsight and a navigation table, with necessary instruments and controls. With an empty weight of 14,206 lb (6 450 kg) and grossing 19,291 lb (8 758 kg) with two 165-US gal (625-1) drop tanks, the first P-38J Droop Snoot flew at Belfast in late February 1944, and about 25 are believed to have been converted for the Eighth Air Force P-38 groups.
P-38J “Droop-snoot”
Also during 1944, Lockheed developed a two-seat P-38 variant with AN/APS-15 radar bombsight in a lengthened nose together with an operator. The bomb-through-overcast (BTO) radar was usually known as Mickey and small numbers of P-38Ls were converted, seeing service in both the European and CBI theatres.
The most numerous model was the P-38L (3,923 built) powered by the same 1,425-hp engine as the P-38H, but with improved performance ratings. When needed, the engine could produce a “war emergency” 1,600 hp. A bulletproof window was installed, the radiators in the twin tailbooms were increased in capacity, and fuel tanks were placed in the leading-wing edges.
The ability of the P-38L to carry rocket projectiles (10, beneath the centre section), gave these units an added punch during the last year of the war, and some Lightnings were also adapted to carry the early-style rocket launching tubes alongside the fuselage nose, leaving the wing pylons available for fuel tanks.
The P-38s continued operating in this theatre right up to the end of the war, and these units included among their pilots two of the leading USAAF fighter aces – Richard Bong, with 40 confirmed victories, and Tommy MeGuire, with 38.
Pilot Steve Hinton
Adaptation of the Lightning as a night fighter, to fill the gap in the USAAF inventory caused by late delivery of the Northrop P-61, accounted for the last-designated variant of the Lockheed twin, the P-38M, although the use of Lightnings in the nocturnal role actually originated at squadron level rather than as a factory-designed innovation. Detachments of the 6th Fighter Squadron flying Douglas P-70s in New Guinea and at Guadalcanal, both operated P-38Gs in this role, and the New Guinea detachment actually converted two Lightnings to two-seaters, carrying SCR-540 radar in a drop tank; the unit was, however, disbanded before these aircraft could be tested in combat.
To permit rapid evacuation of casualties from forward bases, this modified fuel tank was developed in Hawaii, for carriage by the P-38. It had portholes, air vents and earphones, and could accommodate a standard stretcher. While these operational innovations had been going on, a P-38J had been adapted at Wright Field to serve as a test-bed for AN/APS-4 radar, installed in the first instance in a pod under the fuselage behind the nose wheel. As it was struck by cartridges ejected when the nose guns were fired, this pod was later moved to an underwing position, outboard of the starboard engine. Several similar radar conversions of P-38Js, including “piggy-back” two-seaters (known, probably unofficially, as TP-38Js) were then made for the 481st NF Operational Training Group, which conducted field trials, and the USAAF then contracted with Lockheed, in late 1944, to convert a P-38L as a night fighter, carrying a radar operator in a second cockpit behind and above the pilot, and radar in a long pod under the nose ahead of the nosewheel doors. The first flight with all modifications in place was made on 5 February 1945, and although only six flights were made before this aircraft was destroyed, the USAAF then ordered 75 similar P-38L conversions, to be redesignated P-38Ms. Testing of the first P-38Ms began in July 1945, and five of these aircraft arrived at the training establishment at Hammer Field, California, in the same month. Found to have a better overall performance than the P-61B but to suffer some operational limitations, the P-38M saw brief service in Japan in late 1945 and early 1946, being flown by the 418th and 421st Night Fighter Squadrons.
Some P-38J were converted to serve as two-seat ‘Pathfinders’; some P-38L as TP-38L two-seat trainers; and other versions included F-4 and F-5 photo-reconnaissance aircraft.
Total production was 9942. The final delivery was in September 1945. After the end of the war, the P-38 was rapidly withdrawn from USAF service, and as a consequence it did not see such wide use in other air forces as did its principal contemporaries. A small number of P-38Ls was supplied to Honduras in 1947 as part of American aid under the terms of the Rio Pact, but the only significant quantity of Lightnings delivered overseas after 1945 comprised a batch of 50 P-38Js for Italy. These were supplied in 1949 immediately following Italy’s signature of the North Atlantic Pact, but were used only briefly, pending the introduction of the AMI’s first jet equipment in the shape of the de Havilland Vampire.
In the USAF itself, a few Lightnings survived long enough to be redesignated F-38J and F-38L when the “fighter” category replaced “pursuit” in 1948; the type was finally declared surplus in 1949.
The Lightning is remembered for the long-range interception and destruction of the Mitsubishi G4M1 (Betty) bomber carrying Japan’s Admiral Isoroku Yamamoto.
XP-38 prototype Engines: 2 x Allison V-1710-27/29, 1150 hp Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m
YP-38 Engines: 2 x Allison V-1710 Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m Empty weight: 11,000 lb / 4990 kg MAUW: 14,348 lb / 6508 kg
P-38D Engines: 2 x Allison V-1710 Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m MAUW: 15,500 lb Service ceiling: 38,000-40,000 ft
P-38 (RAF) Engines: 2 x unsupercharged 775kW Allison V-1710-33
P-38E Engines: 2 x Allison V-1710-49/52 or – 51/55, 1325 hp Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m MAUW: 15,482 lb Service ceiling: 38,000-40,000 ft
P-38F Engines: 2 x Allison V-1710-49/52 or – 51/55, 1325 hp Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m MAUW: 18,000 lb Service ceiling: 38,000-40,000 ft
P-38G Engines: 2 x Allison V-1710-49/52 or – 51/55, 1325 hp Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m MAUW: 19,800 lb Service ceiling: 38,000-40,000 ft
P-38H Engines: 2 x Allison V-1710-89/91, 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m) Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m MAUW: 20,300 lb Service ceiling: 44,000 ft / 13,410 m
P-38J Engines: 2 x Allison V-1710-89/91, 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m) Length: 37.828 ft / 11.53 m Height: 9.843 ft / 3.0 m Wingspan: 52.001 ft / 15.85 m Wing area: 327.441 sq.ft / 30.42 sq.m Max take off weight: 21604.6 lb / 9798.0 kg Weight empty: 12782.4 lb / 5797.0 kg Combat weight: 16,450 lb (7 468 kg) Max speed: 360 kts / 413 mph / 665 km/h at 30,000 ft (9 145 m) Cruising speed: 252 kts / 467 km/h Service ceiling: 43996 ft / 13410 m Wing loading: 66.01 lb/sq.ft / 322.0 kg/sq.m Range: 413 nm / 764 km Range 300 US gal (1136 1) drop tanks: 2,000 mls (3 218 km). Crew: 1 Armament: 4x .50 MG (12,7mm), 1x 20mm MG, 1451kg Bomb
P-38J-10
P-38J-15-LO Increased fuel capacity by 110 US gal (416 lt)
P-38J-25-LO Engines: 2 x Allison V-1710-89/91, 1,425 hp for take-off at sea level; military rating, 1,425 hp at 26,500 ft (8 077 m); war emergency rating, 1,600 hp at 26,500 ft (8 077 m); continuous rating, 1,100 hp at 32,500 ft (9 906 m). Curtiss Electric three-bladed fully-feathering propellers, diameter 11 ft 6 in (3,51 m). Fuel capacity, 300 US gal (1136 lt) in two main and two reserve wing tanks plus 110 US gal (416 lt) in two leading edge tanks; two 75-, 150-, 165- or 300-US gal (284-, 568-, 625- or 1136-lt) drop tanks. Max speeds (clean), 360 mph (579 km/h) at 5,000 ft (1525 m), 390 mph (628 km/h) at 15,000 ft (4 575 m) and 414 mph (666 km/h) at 25,000 ft (7 625 m) Rate of climb, 3,670 ft/min (18,6 m/sec) at 5,000 ft (1525 m) Time to climb to 30,000 ft (9 150 m), 12 min Range (clean) at max cruise at 25,000 ft (7 625 m), 840 mls (1352 km) Range (max fuel) at max cruise at 25,000 ft (7 625 m), 1,880 mls (3 025 km) Range with two 1,600-1b (726-kg) bombs, 725 mls (1167 km). Basic weight, 14,100 lb (6401 kg) Combat weight (clean), 17,500 lb (7 945 kg) Max take-off weight (max fuel), 21,600 lb (9 806 kg). Wing span, 52 ft 0 in (15,85 m) Length, 37 ft 10 in (11,53 m) Height, 12 ft 10 in (3,91 m) Undercarriage track, 16 ft 6 in (5,03 m) Wing area, 328 sq ft (30,5sq.m) Armament: One 20-mm Type AN-M2 “C” 20-mm cannon with 150 rounds and four 0.50-in (12,7-mm) machine guns, with 500 rpg, all in nose. Provision for two bombs of up to 1,600 lb (726 kg) each under wing centre section. Dive flap span: 4ft 10 in (1,47 m) Dive flap deflection: 35 deg in 1 sec
P-38J Droop Snoot Empty weight: 14,206 lb (6 450 kg) Gross weight: 19,291 lb (8 758 kg) with two 165-US gal (625-1) drop tanks Armament: none. Seats: 2. Equipment: Navigator/bombardier, Norden bombsight and a navigation table Fuel cap: + 2 x 165-US gal (625-lt) drop tanks.
TP-38J Crew: 2
P-38K Engines: 2 x Allison V-171075/77 Props: Hamilton Standard high-activity paddle-bladed
P-38L Engines: 2 x Allison V-1710-111/113 , 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m) Max take-off weight: 9798 kg / 21601 lb Empty weight: 5806 kg / 12800 lb Wingspan: 15.85 m / 52 ft 0 in Length: 11.53 m / 37 ft 10 in Height: 3.91 m / 12 ft 10 in Wing area: 30.47 sq.m / 327.98 sq ft Max. speed: 666 km/h / 414 mph Service ceiling: 44,000 ft / 13,410 m Range: 724 km / 450 miles Range w/max.fuel: 3640 km / 2262 miles Armament: 1 x 20mm cannon, 4 x 12.7mm machine-guns, 1451kg of bombs Crew: 1
TP-38L Engines: 2 x Allison V-1710-111/113, 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m) Wingspan: 15.85 m / 52 ft 0 in Length: 11.53 m / 37 ft 10 in Height: 3.91 m / 12 ft 10 in Wing area: 30.47 sq.m / 327.98 sq ft Crew: 2
P-38M Engines: 2 x Allison V-1710-111/113, 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m) Wingspan: 52 ft / 15.86 m Length: 37 ft 10 in / 11.53 m Height: 12 ft 10 in / 3.9 m MAUW: 21,600 lb / 9798 kg Crew: 2
F-5E Engines: 2 x Allison V-1710-111/113, 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m)
F-5F Engines: 2 x Allison V-1710-111/113, 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m)
F-5G Engines: 2 x Allison V-1710-111/113, 1,100 hp at 32,500 ft (9 906 m) / emergency 1,600 hp at 26,500 ft (8 077 m)
Design and development of the Lockheed 18 Lodestar began as a result of the poor sales achievement of the Lockheed 14 Super Electra, the prototype first flown on 21 September 1939.
Converted from a Super Electra, the prototype differed primarily by having the fuselage lengthened by 1.68m to provide accommodation for 15 to 18 passengers.
Depending upon the other facilities provided, some were produced with high-density bench seating for a maximum of 26 passengers, and were available with a variety of engines by Pratt & Whitney and Wright.
Lodestar 18-56A CF-CPA
Despite the improved economy demonstrated by the Lodestar, Lockheed failed again to achieve worthwhile sales in the United States. The type appealed more to export customers, with airlines or government agencies in Africa, Brazil, Canada, France, the Netherlands, Norway, South Africa, the UK and Venezuela ordering a total of 96 aircraft.
The C-60 is a twin-engine transport based on the Lockheed Model 18 Lodestar. The Army began ordering military versions of the Model 18 in May 1941. Depending upon engines and interior configuration, these transports were given C-56, C-57, C-59 or C-60 basic type designations. Lockheed built more C-60As for the AAF (325) than any other version of the military Lodestar.
There was only limited military interest before the beginning of World War II, but procurement, particularly by the US Army Air Force, raised the total of Lodestars built by Lockheed to 625 before production ended.
After the war, many military Lodestars were declared surplus and sold to private operators for use as cargo or executive transports. A number of conversions as executive transports were carried out in the USA by companies like Howard Aero and Lear Inc.
Lockheed 18-07 Lodestar Engines: 2 x Pratt & Whitney Hornet S1E2-G radial, 652kW Max take-off weight: 8709 kg / 19200 lb Empty weight: 5103 kg / 11250 lb Wingspan: 19.96 m / 65 ft 6 in Length: 15.19 m / 49 ft 10 in Height: 3.61 m / 11 ft 10 in Wing area: 51.19 sq.m / 551.00 sq ft Max. speed: 351 km/h / 218 mph Ceiling: 6220 m / 20400 ft Range: 2897 km / 1800 miles
Lockheed 18-56 Lodestar Engines: 2 x Wright R-1820-71, 1184 hp Length: 49.836 ft / 15.19 m Height: 11.089 ft / 3.38 m Wingspan: 65.486 ft / 19.96 m Wing area: 550.04 sq.ft / 51.1 sq.m Max take off weight: 17503.3 lb / 7938.0 kg Weight empty: 11651.2 lb / 5284.0 kg Max. speed: 220 kts / 407 km/h Cruising speed: 174 kts / 322 km/h Service ceiling: 23294 ft / 7100 m Wing load: 31.78 lb/sq.ft / 155.0 kg/sq.m Range: 1390 nm / 2575 km Crew: 3 Payload: 14pax
C-56
C-57
C-59
Lockheed C-60 A Lodestar Engines: Two Wright R-1820-87, 1,200 hp Span: 65 ft. 6 in. Length: 49 ft. 10 in. Height: 11 ft. 1 in. Weight: 18,500 lbs. max. MAUW: 21,000 lb Maximum speed: 257 mph. Cruising speed: 232 mph. Range: 1,700 miles Service Ceiling: 25,000 ft. Armament: None Cost: $123,000
Designed to compete against the DST/ DC-2/DC-3 series being developed by the Douglas company, the Lockheed 14 Super Electra failed to be any significant competition, due to its smaller capacity. Of the same general configuration as the earlier Lockheed 10 Electra, it differed by having a much deeper fuselage accommodating a maximum of 14 passengers, a mid-set wing, and introduced integral fuel tanks in the wing, Fowler-type trailing-edge flaps, fully-feathering propellers and, at a later stage of production, fixed wing slats. These improvements, combined with powerful engines and high wing loading, gave the Super Electra excellent performance but, by comparison with the important and larger-capacity Douglas DC-3, it was less efficient in operation.
First flown in prototype form on 29 July 1937 powered by two 760hp Wright Cyclone radial engines, and certificated on 15 November 1937, initial deliveries were made shortly afterwards.
Howard Huges and 4 crew flew around the world in 3 days 19 hr 14 min in Lockheed 14 New York World’s Fair 1939.
A British Purchasing Commission visited the United States in April 1938, intent on acquiring a substantial number of American military aircraft. Lockheed executives and designers got together when they knew the British team was on its way looking for warplanes and in ten days and nights drawings were produced, and a wooden mock up constructed, of the Model 14 in its converted form of a reconnaissance bomber.
Suitably impressed Lockheed officials met Air Ministry chiefs in London, and on June 23, 1938, a contract was signed for the building of 175 aircraft, with as many more as could be delivered by December 1939, up to a maximum of 250. By the end of 1941 the order had gone up to 1700.
Named Hudson for RAF service, the first example (N7205) made its initial flight on December 10, 1938. Despite problems with tooling, the 250th machine was rolled out at Burbank over seven weeks ahead of schedule, thanks to staff increases and three shift working.
Initially Hudsons were delivered crated aboard ship, the first arriving at Liverpool Docks on February 15,1939, and then assembled at nearby Speke airport, where Lockheed established a subsidiary firm to undertake the rapidly increasing work consequential to the numbers of Hudsons arriving. By the summer of 1940, this amounted to over 200 aircraft. A British installation, when the Hudsons arrived, was a Boulton & Paul power operated dorsal gun turret housing two .303 in Browning machine guns.
On Sunday 8 October 1939: During a patrol flight over the North Sea, a Lockheed Hudson coastal reconnaissance plane of 224 Sqn became the first English aircraft to shoot down a German plane, a Dornier Do.18 flying boat.
In November 1940, because Britain needed aircraft urgently, seven Hudsons were flown from Newfoundland to Ireland. This led to the founding of the Atlantic Ferry Service. Pilots were flown from Britain to Newfoundland. There each of them obtained a new aircraft and flew it to Britain. By Christmas Eve 1943 1000 had been ferried across the Atlantic.
Main differences to the civil passenger version was the glazed nose position, dorsal turret and the bomb bay within the centre fuselage. In addition to the dorsal turret armament, Hudsons carried twin .303 in Browning guns fixed to fire forward from the top of the forward fuselage, and provision for two Vickers ‘K’ guns, one each side in beam positions. On earlier models the bomb load was 750 lb, but later variants were capable of carrying up to 1,400 lbs of bombs or depth charges.
The Hudson I was powered by two 745.2kW Wright GR-1820-G102A Cyclone engines driving Hamilton-Standard two-position propellers. It first entered service with Coastal Command, RAF in mid-1939. The British order for 250 Mk Is was increased to 350, followed by a contract for 20 Mk IIs with Hamilton-Standard Hydromatic constant-speed propellers, 414 Mk IIIs following.
The Hudson III represented the first major revision, having 1,200hp / 894kW GR-1820-G205A Cyclone engines with Hydromatic propellers and a retractable rear-firing ventral gun position. Large numbers of the Hudson III were delivered to the RAF under Lease-Lend (resulting in the use of the USAAF designation A-29) with 894kW Wright R-1820-87 Cyclone engines. Like earlier Hudsons, the Mk III was basically a maritime-patrol bomber and reconnaissance aircraft, but A-29A were fitted with benches for troop carrying. A-29/29A were also used by the USAAF and by the US Navy (as PBO-1).
The Hudson III armament consisted of a maximum bomb load of 1,600lb (726kg) comprising four 250lb (113kg) and six 100lb (45kg) bombs; two fixed Browning 0.303in machine guns in upper nose with 500rpg; one optional Vickers 0.303in machine gun in retractable ventral hatch with 500 rounds; two optional Vickers 0.303in beam machine guns in rear fuselage with 500rpg; two Browning 0.303in machine guns in dorsal Boulton Paul turret with 1,000rpg.
Initially the Mk IIIs had little advantage in range, but after some 150 had been built, extra fuel tanks were fitted, and on November 11, 1940, seven Hudson Mk IIIs flew direct from Gander, Newfoundland, to Aldergrove, Northern Ireland, in 10.5 hours. From then on all Hudsons were flown across the Atlantic on their delivery flights.
One Hudson Mk III was presented to the RAF free, the materials for this aircraft (T9465) having been supplied by Lockheed ‘gratis’ while employees gave their time free. This particular aeroplane was named Spirit of Lockheed Vega Employees, and was handed over to the British Ambassador in front of assembled Lockheed staff. This machine was allotted to 269 Squadron.
At the end of January 1940, Hudsons were the first aircraft in RAF Coastal Command to be fitted with air to surface vessel (ASV) radar, which was to prove so effective against sub¬marines when trying to locate them at night and in bad weather.
Hudsons also flew top secret Scrutator flights between Britain and Sweden. These operations involved taking items of freight, mail and often passengers to Stockholm, while on the return flights, the supply of Swedish ball bearings, made to a very high standard and vital to British war production, was maintained. Passengers were also flown back from Sweden diplomats, escaped Allied prisoners of war and even people who had managed to escape from the clutches of the Gestapo.
Hudsons used on Scrutator were specially converted Mk IIIs and came under the control of BOAC and, although camouflaged, carried civil registrations coming under the BOAC Loch class. Four Hudsons flew this crossing.
The Hudson III was the first aeroplane to be fitted to carry the British-developed Mk I airborne lifeboat. This lifeboat was first used operationally in May 1943 by an RAF air/sea-rescue squadron to rescue the crew of a downed bomber in the North Sea.
In RAF service the Hudson Mk III was followed by the Mk IIIA, first type to be sent under the Lend Lease scheme.
The Hudson IV was produced for the RAAF, with the ventral gun removed but received a D/F loop aerial in a transparent blister. The Air Corps assigned the A-28 designation to a contract for 52 aircraft to be delivered to the Royal Australian Air Force. Although U.S. serial numbers were given to the A-28s, none entered service with the U.S. Army Air Corps. All were delivered to the RAAF under the designation Hudson Mk.IVA and given RAAF serial numbers A16-101 to A16-152.
Thirty Hudson Mk IVs were diverted to the RAF from an Australian contract, followed by 309 Mk Vs and 450 Mk VIs, all these variants having 1,200hp Pratt & Whitney R-1830-SC3G Twin Wasp radials. The Hudson V for the RAF had R-1830-S3G4G engines driving Hamilton-Standard two-position propellers and a retractable ventral gun (as fitted to the Mk III).
The final version was the Hudson VI (designated A-28 by the USAAF) which was convertible to troop transport or cargo carrier with the turret removed. An improved version, designated A-28A, was built for export to the British Commonwealth under Lend-Lease agreements.
By 1943 RAF Hudsons were active in the Mediterranean and Middle East areas, having already flown convoy patrols the previous November to help cover the Allied landings in North Africa.
The Royal Australian Air Force received 247 Hudson’s between January 1940 and May 1942 in several versions.
Although 800 were ordered for the RAF, only 382 were delivered, the remainder going to the USAAF as the A 29, while some ended up with the US Navy as PBO-1 patrol bombers operating in the Caribbean area on anti submarine duties, USAAF machines did not usually have the power operated turret, but instead a single .50 in gun was installed on a flexible mounting in an open position with a shield for the gunner’s back. The A 29 could carry a 1,600 lb bomb load, and on July 7, 1942, the German submarine U 701 was attacked and sunk by one of these aircraft. US Navy PBO 1s sank two German U Boats, both during March 1942.
Orders for Hudsons were not only for the RAF, US Army Air Corps, US Navy and Australia, but also the air forces of Canada, New Zealand, and Nationalist China.
A total of 119 was licence-built in Japan by Kawasaki and Tachikawa. These, powered by 671kW Mitsubishi Ha-26-l radial engines, were designated Army Type LO Transport and were later allocated the Allied code name ‘Thelma’. The Japanese army introduced the first cargo transport, the Kawasaki Type 1, in 1941. The aircraft was a military version of the 13 passenger Lockheed 14 airliner and it had a maximum payload of only 3 metric tons.
Thelma
In 1938 Japan used both imported and domestic models as civil freight and mail transport. The civil models were coded ‘Toby, later dropped in favour of Thelma.
Toby
On 14 February 1942, units of the Japanese 38th Division landed on Sumatra north of Palembang, under cover from carrier-based aircraft and a strong cruiser formation under Vice-Admiral Ozawa. Japanese paratroops landed at the same time. At 6.00pm, approximately 70 aircraft of the American Lockheed 14 WG-3 design which had been built under licence before the war by Tachikawa and Kawasaki for the Japanese Army, and given them the name Ro-Shiki, dropped some 700 paratroops on the island. The aircraft had been painted olive green to look like RAF planes, they carried British national emblems and were almost indistinguishable from British Hudson bombers.
The aim of the operation was to seize the Palembang airfields, and above all, two large refinery plants at Pladyu and Sungai 4 miles east of the city at the mouth of the Komering river. The assault on Palembang airfield proved successful but the Japanese gained less than they hoped for. Approximately 16 of the simulated RAF Hudsons, many still full of paratroops, were shot down by flak artillery posted near the refineries, and the paratroops who landed in and around the installation were wiped out.
After withdrawal from combatant service with the RAF, USAAF and US Navy, the Hudson continued to be used for miscellaneous duties, including transport, air/sea rescue, training, target-towing, etc.
The Lockheed AT-18 was an advanced trainer based on the Lockheed Hudson. The USAAF placed an order for 300 AT-18s on 8 May 1942. All 300 aircraft were powered by 1,200hp Wright R-1820-87 engines. Production was split into two blocks. 217 aircraft were produced as AT-18-LO gunnery trainers, equipped with a Martin dorsal turret armed with twin 0.50in machine guns, while the remaining 83 aircraft were produced as AT-18A-LO navigational trainers. These aircraft had the turret removed and had space for the pilot, the instructor and three students.
On Wednesday 27 August 1941, a Hudson of 296 Sqn, RAF Coastal Command, under Sqn.Ldr. J.H. Thompson, attacked German U-boat U-570 under Naval Lt.Col. Ramlow in the North Atlantic despite poor weather conditions. The damaged U-boat, unable to manoeuvre, drifted along on the surface, and the commander had to surrender to the aircraft. Thompson radioed for support and was sent a PBY Catalina of 209 Sqn. Two destroyers and several trawlers also arrived. Next day the U-boat was towed to Iceland and three weeks latered entered British service as HMS Graph under Lt. Colvin.
By the time production ended in mid-1943, a total of 2,941 examples had been built, only 112 were built by Lockheed.
L.14 Super Electra Engines: 2 x 760 hp Wright Cyclone Length: 44.2 ft (13.4 m) Wing span: 65.6 ft (19.9m) Weight empty: 10,300 lb (4,670 kg) Max cruise speed: 230 mph (370 kph) Ceiling: 24,000 ft (7,300 m) Range: 2,125 miles (3,400 km) Crew: 2 Pax cap: 12
Sky Zephyr Engines: 2 x Pratt & Whitney, 850 hp Pax cap: 8 Speed: 260 mph
L.14-H Super Electra Engines: 2 x Pratt & Whitney Hornet S1E-G radial, 652kW Max take-off weight: : 7938 kg / 17500 lb Empty weight: 4672 kg / 10300 lb Wingspan: 19.96 m / 65 ft 6 in Length: 13.51 m / 44 ft 4 in Height: 3.48 m / 11 ft 5 in Wing area: 51.19 sq.m / 551.00 sq ft Max. speed: 398 km/h / 247 mph Ceiling: 7405 m / 24300 ft Range: 3315 km / 2060 miles
Hudson I Engines: two Wright GR-1820-G102A Cyclone, 1100 hp / 745.2kW Propellers: Hamilton-Standard two-position. Max take-off weight: 7938 kg / 17500 lb Empty weight: 5276 kg / 11632 lb Wingspan: 19.96 m / 65 ft 6 in Length: 13.51 m / 44 ft 4 in Height: 3.61 m / 11 ft 10 in Wing area: 51.19 sq.m / 551.00 sq ft Max. speed: 396 km/h / 246 mph / 214 kt Service Ceiling: 2323 m / 7620 ft Ceiling: 7620 m / 25000 ft Range: 3150 km / 1957 miles / 1703 nm Armament: 4 x 7.7mm machine-guns, 635kg of bombs Crew: 6
Hudson II Engines: two 745.2kW Wright GR-1820-G102A Cyclone Propellers: Hamilton-Standard Hydromatic constant-speed
Hudson III Engines: 2 x 1,200hp / 894kW GR-1820-G205A or R-1820-87 Cyclone Fuel: Aviation Gasoline 100 Octane Wing Centre Section Tanks (x4): 536 Imp Gal / 2,437 lt / USG Propeller: Three bladed Hamilton Standard hydromatic constant speed Propeller diameter: 10′ 6″ (3.20m) Wingspan: 65′ 6″ / 19.69 m Length: 44′ 3.75″ / 13.50 m Wing Area: 551 sq. ft / 51.18 sq. m Height: 10′ 10.5″ / 3.32 m Empty weight: 12,100 lb / 5,488 kg Maximum Takeoff weight: 19,500 lb / 8,845 kg Maximum Speed: 219 knots / 252mph / 406km/h Cruise Speed: 170 knots / 196mph / 315km/h at 8000 ft. Landing speed 72 mph. Service ceiling 24,500 ft Maximum bomb load: 1,600lb (726kg) Armament: 2 x Browning 0.303in machine guns / 500rpg; 1 x optional Vickers 0.303in machine gun / 500 rounds; 2 x optional Vickers 0.303in machine guns / 500rpg; 2 x Browning 0.303in machine guns / 1,000rpg.
Hudson IIIA Engines: 2 x 1,200hp / 894kW GR-1820-G205A Cyclone
Hudson IV Engines: 2 x 1,200hp Pratt & Whitney R-1830-SC3G Twin Wasp radials
Hudson IVA
Hudson V Engines: 2 x 1,200hp Pratt & Whitney R-1830-S3G4G Twin Wasp Propellers: Hamilton-Standard two-position
Hudson VI / A-28 Engines: 2 x 1,200hp Pratt & Whitney R-1830-SC3G Twin Wasp radials
A-28A Engines: Two Pratt & Whitney R-1830-45 Twin Wasp radial engines of 1,000 hp each Span: 65 ft. 6 in. Length: 44 ft. 4 in. Height: 11 ft. 10 in. Max weight: 22,350 lbs. Maximum speed: 280 mph Cruising speed: 224 mph Range: 2,100 statute miles Service ceiling: 27,000 ft. Armament: Four .30-cal. machine guns (two fixed in the nose and two in the turret) plus 1,000 lbs. of bombs Serial numbers: 41-23171 to 41-23222 (RAAF: A16-101 to A16-152)
A-29 Hudson Engines: 2 x Wright R-1820-87 Cyclone 9, 1184 hp / 894kW Length: 44.324 ft / 13.51 m Height: 11.909 ft / 3.63 m Wing span: 65.486 ft / 19.96 m Wing area: 551.009 sq.ft / 51.19 sq.m Max take off weight: 20504.3 lb / 9299.0 kg Weight empty: 12826.5 lb / 5817.0 kg Max. speed: 220 kts / 407 kph Cruising speed: 178 kts / 330 kph Service ceiling: 26493 ft / 8075 m Cruising altitude: 14993 ft / 4570 m Wing load : 37.31 lb/sq.ft / 182.0 kg/sq.m Range: 1347 nm / 2494 km Armament: 5x MG cal.30 (7,62mm ), 726kg / 1,600 lb bomb load,
The LeO 45.01 B4 – designed by Jean Mercier to Armee de l’Air Programme A21 (1934) – first flew on 16 January 1937. It was an all-metal low-wing monoplane powered by two 805-kW (1,080-hp) Hispano¬Suiza 14Aa radial radial engines. The wings had considerable dihedral and the streamlined elliptical monocoque fuselage had a pointed and fully glazed nose. The landing gear was fully retractable. Accommodation provided for a pilot in an enclosed cockpit, behind which was the radio operator’s panel and below the retractable ventral gun turret. Trials revealed that the tail needed revision, and development problems with the Hispano-Suiza engine led to the decision in favour of Gnome-Rhone 14 radials in the LeO 451, which was built by SNCASE, the nationalised organisation into which LeO had been absorbed.
Production LeO 451s had two 849.5kW Gnome-Rhone 14N 48/49 or 38/39 radial engines in specially designed Mercier cowlings. Despite excellent performance, construction of the type was slow. The first production aeroplane flew in March 1939, and although 1,783 aircraft were ordered only 452 had been produced by the fall of France. Only five LeO 451s were on first-line strength by 3 September 1939. Subsequent production amounted to 225 more aircraft.
A number of modifications were incorporated during series production, the principal being a totally redesigned fin and rudder assembly. Armament included a fixed 7.5mm MAC 1934 nose machine-gun, another gun of the same type flexibly mounted in the ventral gondola, and a somewhat troublesome 20mm HS-404 on a special mounting in the dorsal position. Maximum bomb load – carried in fuselage and wing bomb bays – was 2,400kg. The LeO 451s were used initially for long-range reconnaissance missions, then for daylight bombing during the Battle of France and in night raids on Italian targets during June 1940. A further 225 were ordered by the French Vichy regime, the type serving in French overseas territories, later relegated to transport and liaison duties (a number flown in these roles by the Luftwaffe). Twenty-seven LeO 451s were ceded to Italy in 1941 but saw little service.
Variants with different engines reached prototype form, and some production aircraft were modified as transports, glider tugs, mailplanes and trainers. There were numerous experimental conversions of the basic design. Several examples remained in use in secondary roles for several years following the end of the Second World War.
LeO 451 Engines: 2 x Gnome-Rhone 14N-48/49, 850kW (1,140 hp). Span: 22.5m (73 ft 9.75in). Length: 17.17m (56 ft 4in). Max T/O weight: 11400 kg (25,133 lb). Max speed: 308 mph at 15,750ft. Operational range: 1,429 miles. Armament: 1×20-mm Hispano¬Suiza cannon and 2×7.5 mm (0.295-in) MAC machine-guns plus up to 1500 kg (3,307 lb) bombs internal.
LeO 451 B.4 Engine: 2 x Gnome-Rhone 14N 48/49, 850kW Max take-off weight: 11400 kg / 25133 lb Loaded weight: 7815 kg / 17229 lb Wingspan: 22.5 m / 73 ft 10 in Length: 17.17 m / 56 ft 4 in Height: 5.24 m / 17 ft 2 in Wing area: 68.0 sq.m / 731.95 sq ft Max. speed: 495 km/h / 308 mph Ceiling: 9000 m / 29550 ft Range: 2300 km / 1429 miles Crew: 4 Armament: 2 x 7.5mm machine-guns, 1 x 20mm cannon, 1500kg of bombs
In search of a more powerful night-bomber, the Liore-et-Olivier design team developed a large four-engined machine, the Liore-et-Olivier LeO 203. This was first flown in May 1930, and was powered by four 224kW Gnome-Rhone 7Kb radials mounted in pairs on the lower wings. Soon afterwards a floatplane version was flown under the designation LeO 204. A 1931 order for 40 LeO 203s was transferred to the LeO 206, the first of which made it maiden flight in June 1932. This had a redesigned nose, a ventral balcony which housed the bomb-bay and, at the rear, a defensive gun position, and was powered by four 261kW Gnome-Rhone 7Kd radials. The LeO 206 equipped Groupe de Bombardement III/12 at Reims and then GB I/22 at Chartres. Three aircraft of the original order for 40 were completed as LeO 207 machines with a nose section similar to that of the LeO 203 and a smaller ventral balcony than that of the LeO 206. Performance was improved by the installation of Gnome-Rhone Titan Kds supercharged engines. The ability of the LeO 206 to remain aloft on only three or even two engines gave it an extended life. Nicknamed Caravelle, 29 were still in flying condition in September 1939, the majority of them stationed in Morocco.
LeO 206 Engine: 4 x Gnome-Rhone 7Kd Titan radial, 261kW Max take-off weight: 8450 kg / 18629 lb Loaded weight: 4230 kg / 9326 lb Wingspan: 24.54 m / 80 ft 6 in Length: 14.77 m / 48 ft 5 in Height: 6.28 m / 20 ft 7 in Wing area: 118 sq.m / 1270.14 sq ft Max. speed: 215 km/h / 134 mph Ceiling: 7250 m / 23800 ft Range: 2000 km / 1243 miles Armament: 6 x 7.7mm machine-guns, 1500kg of bombs
Powered by two 429kW Hispano-Suiza 12Hb engines, the Liore-et-Olivier LeO 25 prototype four-seat night-bomber was delivered in 1928 as part of the second series batch of LeO 20s. It showed little improvement over the LeO 20, from which it could be distinguished by its redesigned fin. The next year it was redesignated LeO 252.01 after being re-engined with Hispano 12Mbr engines, and in 1931 it was fitted with two large wooden floats for evaluation by the French navy. The second LeO 252, slightly modified, appeared in 1932 and was bought by Romania. Three landplane developments of the LeO 252 were delivered to Brazil as LeO 253 aircraft in 1931, but were not assembled until the following year when they took part in the civil war in that country. The LeO 253 had a maximum speed of 215km/h. The LeO H-254 flew for the first time in the summer of 1932, and was a refined version of the H-252 intended for production, but only two examples were built and these were used at Berre to familiarise Farman F.168 crews with the more advanced aircraft to come. The LeO H-255 was a version of the H-254 with 515kW Hispano-Suiza 12Xbrs engines. Flown first as a landplane, then as a seaplane, it gained several world height with load records for seaplanes. The LeO H-256 appeared in late 1932, introducing increased wing area. The LeO H-257 was a considerable advance over the previous prototypes, powered by the Gnome-Rhone 14Kbrs Mistral Major radial engines preferred by the French navy, and with an enclosed cabin for the pilot. It first flew in March 1933 and was sufficiently impressive to earn an order for 60 LeO H-257bis series seaplanes with more powerful Gnome-Rhone 14Kirs/Kjrs engines, a strengthened structure, and the nose gun position enclosed in a glazed rotating cupola. The LeO H-258 was delivered before the H-257bis, 26 going into service, initially with Escadrilles 3B1 and 3B2, from June 1935 onwards. The H-258 had two 484kW Hispano-Suiza 12Nbr engines and attained a maximum speed of 240km/h. The H-257bis went into service from June 1936, equipping seaplane Escadrilles 3B1, 3B2, then B-1, B-2, B-3 and finally E.7 and 3S4. The Armee de I’Air used the landplane version with fixed independent mainwheels in Groupe de Bombardement II/25. After neutrality patrols during the Spanish Civil War, the LeO floatplanes were used as convoy escorts and for submarine patrols from September 1939, seeing action in the English Channel, and on the Atlantic and Mediterranean coasts. Some were flung into action on bombing raids against the German Blitzkrieg in the summer of 1940, suffering heavy losses. At the outbreak of war 19 landplane LeO H-257bis aircraft were still in service in North Africa, and in August 1940 the Vichy regime had 53 floatplanes on strength. The last examples were withdrawn from training and target towing duties at the end of 1944. The solitary H-259, the last of the H-25 series, had 641kW Hispano-Suiza 12Ydrs/Yfrs engines and disappointing performance, and, after test flights in 1935, no orders were received.
H-257bis Engine: 2 x Hispano-Suiza 12Xgrs/Xhrs V-12, 537kW Max take-off weight: 9560 kg / 21076 lb Loaded weight: 5300 kg / 11685 lb Wingspan: 25.5 m / 83 ft 8 in Length: 17.54 m / 57 ft 7 in Height: 6.8 m / 22 ft 4 in Wing area: 133.5 sq.m / 1436.98 sq ft Max. speed: 230 km/h / 143 mph Ceiling: 8000 m / 26250 ft Range: 1500 km / 932 miles Armament: 3 x 7.5mm machine-guns, one 670kg torpedo or 600kg of bombs
A three-seat version of the LeO 122 prototype, the Liore-et-Olivier 20 won the 1926 French ministry of war competition for a new night bomber, and in September of that year the prototype established world distance records with a 2000kg payload. The first order for 50 aircraft, for the French Aeronautique Militaire, was received at the end of 1926, the first LeO 20s being flight-tested at Villacoublay in 1927. Further orders followed, and the last of the 311 machines taken on charge by the French air arm was accepted in December 1932. The LeO 20s equipped the 12 escadrilles of the 21e and 22e Regiments d’Aviation based at Nancy and Chartres respectively. A considerable number went to the multi-engined training school of the Aeronautique Militaire at Etampes. LeO 20s were supplied later to the 12e Regiment d’Aviation at Reims and to the 34e Regiment d’Aviation at Le Bourget. The type remained the backbone of the French night-bomber force for a decade. Nine LeO 20s were exported in 1928-29, seven to Romania and two to Brazil, as a result of demonstration flights abroad by a LeO 20 registered F-AIFI, which was later delivered to the Armee de I’Air. At the beginning of 1937 224 LeO 20s were still in French service, although by that time its relatively low speed meant that the type was obsolete. On the eve of World War II, 92 LeO 20s were still in flying condition, many as target tugs or trainers with flying schools in France and North Africa, and a further 23 were in storage. Earlier, a number had been re-designated LeO 201 when adapted for parachute training.
Engine: 2 x Gnome-Rhone 9Ady (Jupiter) radial, 313kW Max take-off weight: 5460 kg / 12037 lb Empty weight: 2725 kg / 6008 lb Wingspan: 22.25 m / 72 ft 12 in Length: 13.81 m / 45 ft 4 in Height: 4.26 m / 13 ft 12 in Wing area: 105 sq.m / 1130.21 sq ft Max. speed: 198 km/h / 123 mph Ceiling: 5760 m / 18900 ft Range: 1000 km / 621 miles Armament: 5 x 7.7mm machine-guns, 1000kg of bombs
In principle, both the Navy and Marine Corps were to have replaced the Skyhawk with the winner of the VAL contest, designed to requirements issued in May 1963. Vought won this competition with the A 7 Corsair II, early in 1964, the resulting A 7A making its first flight on 27 September 1965. Powered by a single Pratt & Whitney TF30 P 6 turbofan of 11,350 lb (5 147 kg), the A 7A had an empty weight of 14,857 lb (6738 kg), a total of eight weapon pylons, and a design catapult gross weight of 32,500 lb (14 740 kg). The Corsair II was clearly going to cost far more and require more maintenance effort than the smaller, simpler Skyhawk. In addition, it may well have been that the A 7 provided capabilities that were far in excess of those demanded by the Marines for the short range close support mission. The two services therefore went their separate ways, the Navy adopting the Corsair II, while the Marine Corps funded a further stage of Skyhawk development. Produced to a US Navy specification in the 1960s for a carrier-based light attack aircraft, the Vought A-7 Corsair II was based on the earlier F-8 Crusader interceptor and first flew on 27 September 1965. The designers made the structure simpler, and by rejecting supersonic performance made it possible to use a smaller and more efficient turbofan engine and carry a much heavier load of fuel and weapons. Comprehensive electronics were added for flying and attacking surface targets at night or in bad weather. Required to operate with a larger load of conventional ordnance than the standard naval fighter-bomber of the day the Douglas A-4 Skyhawk, it enjoyed a rapid development period, and by December 1967 was in operational service over Vietnam. It can operate from rough airstrips and carry bomb loads up to 6,800kg (15,000 lb). With 12 bombs hung under the wings it can fly at 1040 km/h (646mph. The first Corsair II version, the A 7A, entered service with the US Navy in 1966. Subsequent versions, most of them with an Allison/Rolls Royce TF41 engine, have introduced further combat capabilities, including blind precision attack on surface targets and a rapid fire six barrel gun.
Three naval Corsair variants were produced before the USAF commissioned a new mode, designated A-7D. This was all extensively improved variant with a far more capable nav/attack system, as part of a completely revised avionics fit, and a licence-built Rolls-Royce Spey turbofan providing more power than the Pratt & Whitney TF30 installed in earlier aircraft. Such were the changes that the A-7D had only 25 per cent commonality with the original A-7A, Production of the A-7D totalled 459 between 1968 and 1976, the survivors operated with Air National Guard (ANG) units, some aircraft having seen service in Vietnam during 1972, flying from Thailand. Deliveries of a combat-capable trainer, the A-7K, involved 32 aircraft (31 new and a converted A-7D which acted as prototype) between 1980 and 1983, one being issued to each ANG squadron and the rest to a training group.
A-7E
Vought flew the first example of the A 7H Corsair II, a land based version of the A 7E of which 60 had been ordered for service with the Royal Hellenic air force, on 6 May 1975.
A-7H Corsair
Land-based export versions comprised six (five new) TA-7H trainers for Greece; and 44 A-7P plus six TA-7P aircraft for Portugal, The latter variants are TF30-engined A-7As rebuilt with more capable A-7E avionics.
A 7A Corsair II Engine: Pratt & Whitney TF30 P 6 turbofan, 11,350 lb (5 147 kg), Empty weight: 14,857 lb (6738 kg) Hardpoints: 8 Catapult gross weight: 32,500 lb (14 740 kg) Bomb load: 6,800kg (15,000 lb). Max speed ext. load: 1040 km/h / 646mph.
A 7B Corsair II
A-7D Corsair II Engine: one 6804-kg (15,000-lb) thrust Allison TF41-A-2 (Rolls-Royce Spey) turbofan. Wing span 11,80 m (38 ft 9 in) Length 14.06 m (46 ft 11½ in) Height 4.90 m (16 ft ¾ in) Wing area 34,83 sq.m (375 sq ft). Empty weight: 8676 kg (19,127 lb) Maximum take-off 19061 kg (42,000 lb) Maximum speed: 1110 km/h (690 mph) SL Maximum speed: 1040 km/h (646 mph) at 1525 m (5,000 ft) with 12 227-kg (500-lb) bombs Ferry range 3670 km (2,280 miles) on internal fuel Armament: one internal M61A1 20-min rotary cannon (with 1,000 rounds); six under-wing and two fuselage pylons for over 6804 kg (15, 000 lb) of stores, including AIM-9 Sidewinder AAMs on fuselage attachments.
A-7E Corsair II Engine : TF41 (Rolls Royce RB 168-62 Spey), 66747 N / 6804 kp Length : 46.129 ft / 14.06 m Height : 16.010 ft / 4.88 m Wingspan : 38.681 ft / 11.79 m Wing area : 375.018 sqft / 34.84 sq.m Max take off weight : 42005.3 lb / 19050.0 kg Weight empty : 17571.6 lb / 7969.0 kg Max. speed : 607 kts / 1125 km/h Wing load : 112.14 lb/sq.ft / 547.00 kg/sq.m Maximum range : 2411 nm / 4465 km Range : 2411 nm / 4465 km Range (max. weight) : 918 nm / 1700 km Crew : 1 Armament : 1 MK 20mm M61 A1/1000rds, 9072kg ext. 8pts.
In September 1952 the US Navy issued a required for a fighter that could fly faster than the speed of sound and operate from a carrier. The RFP (Request For Proposals) was issued to eight different aircraft manufacturers. A total of 21 proposals were submitted. In May 1953 the US Navy selected the V-383 by Chance-Vought as the winner. Two prototypes were built and designated XF8U-1. Shortly after the US Navy also ordered the V-392 which would become known as the F8U-1P.
The design features a high mounted, variable incidence wing which can pivot upwards to permit lower landing speeds. Originally a dayfighter but later variant were also capable of flying all-weather operations. The Crusader is considered to be a dogfighter, equipped with four 20mm cannons as it primary weapons and two or four short range air-to-air missiles like the AIM-9 Sidewinder as secondaries.
On March 25 in 1955 the first prototype took off from Edwards AFB for its maiden flight. On this first flight the aircraft went supersonic.
The first production Vought F-8A Crusader went to the Navy’s VF-32 squadron in March 1957 and these first went to sea on board USS Saratoga.
On March 25 in 1955 the first of two prototypes (138899 & 138890) took off from Edwards AFB for its maiden flight piloted by John Konrad. On this first flight the aircraft went supersonic.
Vought XF8U-1
First production was F8U-1 (re-designated F-8A in 1962), first flying on 30 September 1955. 593 were built; 138899 & 138900, 140444-140448, 141336-141363, 142408-142415, 143677-143821, 144427-144625, 145318-145545, 145604-145647, and 146822-146905.
The first production Vought F-8A Crusader went to the Navy’s VF-32 squadron in March 1957 and these first went to sea on board USS Saratoga.
Vought F8U-1
F8U-1D, re-designated DF-8A, were control aircraft for Regulus missiles and the DF-8F target drone controller.
Shortly after the production of the F8U-1 started, the first unarmed photo-recon F8U-1P flew on December 17, 1956 and it was the F8U-1P that did low-level photo reconnaissance during the Cuba crisis. 144 of the 1957 F8U-1P / RF-8A were built; 141363, 1446507-144625, 145604-145647, and 146822-146901.
The F8U-1 was followed by an improved variant, the F8U-1E, which had an improved APS-67 radar system (and so a bigger plastic nose-cone), giving it limited all-weather capability. The first F8U-1E – a modified production F8U-1 – flew in early September, 1958
Vought F-8E VF-51 149149
A total of 218 F8U-1s and 130 F8U-1Es (145416-145545) were built before production switched in September of 1958 to the F8U-2
The YF8U-2 prototype flew for the first time on August 20, 1957. It was powered by a new and more powerful engine, a J57-P-16 with afterburner. The new engines also needed additional cooling. The F8U-2 could be fitted with up to four instead of two Sidewinder missiles. However, the four-missile armament was only very rarely carried in combat, since pilots felt that the extra weight and reduction in fuel load was not worth the two extra missiles. The F8U-2N was a limited all-weather interceptor version of the Crusader. The ‘N’ stood for night, because this version was intended to become a true night fighter. It was equipped with the even more powerful J57-P-20 engine and an approach power compensator (APC). The APC made the carrier landings a lot easier and saver. A total of 152 were built between June 1960 to January 1962 and served also with the US Marine Corps. The US Navy F-8D’s were however quickly replaced by the F-8E. The F-8E entered service in September 1961.
The F8U-2, F-8C, -8D, -8E, and -8J featured new fire-control and APQ-94 radar systems, and 10700 lb P&W J57-P-16/-20 engines. First flown on 20 August 1958, 625 were built; 145546-145603, 146906-147077, 147896-147925, 148627-148710, 149134-149227, 150284-150355, 150654-150683, and 150843-150932] included suffixes F8U-2N/F-8D (all-weather with APQ-83 radar) and F8U-2NE/F-8E (with APQ-94 radar); plus 42 as F-8E(FN) for the French Navy (151732-151773). The F-8E was developed further with J57-P-20 as the F-8J, with complications.
Vought F-8C USMC VMF-334 146913
The intent of the F-8J was to improve the F-8E with better radar, tail armament in the form of armor plate protection for the UHT actuators, better cruise and landing flight characteristics with 2-section leading edge droops and BLC, improved approach power compensator with a UHT rate input, improved ECM and wing pylon fuel drop tank capability. There were a few more things, like new wiring, UHF radio, and APR-30 RWR gear. But the plane was rushed to the fleet with only limited carrier-suitability testing.
Squadrons on the Ticonderoga and Bon Homme Richard got to be the carrier-suitability testers for the fleet by default.
The aircraft was woefully overweight by almost 2000lb and underpowered. With BLC on you lost about 800 lb of thrust. Flight control rigging was optimized to achieve the slowest approach speed with apparently little consideration for anything else. The result was a dangerous aircraft around the boat, especially at night. Although approach speeds were down around the 120-kt range at max trap weight, you couldn’t see over the nose, and wave-off capability was pathetic. Squadrons tried various things to deal with the poor wave-off performance.
The Tico played with “trim drag” by altering the c/g of the aircraft through fuel management. They would intentionally leave fuel in the aft cluster for this purpose. The Bonny Dick placed limits on temperatures that we could fly using 90° for day and 85° for night. (They promptly installed a thermometer that could be read in tenths, and at 84.9° at night we would launch.) We also were taught the “pulse technique” wave-off. For this you would rotate the aircraft to almost a stall while simultaneously applying full power. With the sink rate halted, you would then ease off and climb out. Imagine that maneuver at night!
To add to your worries, you could actually fly the airplane below the minimum speed required to operate the RAT (Marquardt emergency Ram-Air Turbine). The thought that you could be on final at night, operating off the RAT, and then lose all electrical power was frightening, to say the least.
Gradually, during the cruise, Navair responded to the problems and sent teams to WestPac to begin incorporating the fixes. To relieve the weight problem, armor plate in the tail was removed and the ALQ-51 was re-installed to replace the newer, but heavier, ALQ-100. Visibility over the nose was improved by changing the flight control rigging and increasing the approach speed to around 128 kts. The RATs were reworked to allow for safe operation at approach speeds. Wave-off capability was improved by incorporating a “War Emergency Thrust” throttle position — a spring was added to the leading edge of the throttle quadrant that would stop the throttle at the MRT position unless you pushed it further against the spring and into the WEP position. We were instructed to get used to using WEP by practicing during fouled-deck waveoffs until the first engine hot section inspection showed that we were destroying the engine’s burner cans. It seems that WEP was just intentionally allowing you to overspeed the engine for additional power, and it played hell on the burner cans.
The ultimate fix came with the improved J57-P-400 series engines about a year later. Eventually, Navair made all the necessary mods, and the -8J served well until its retirement. (Jack Musitano 02/01/00)
On September 18, 1962, the Crusader F8U was redesignated F-8 under the new unified Tri-Service designation scheme.
The F8U-2N first flew on 16 February 1960 and deliveries began to the US Navy commenced later that year.
F8U-2N
The F-8E or F-8FN Crusaders was the French version of this successful dogfighter and remained in service with the French Navy until the end of 1999 to be replaced by the Rafale-M. A total of 1305 Crusaders were built.
F-8E(FN)
The F8U-2NE or later designated F-8E was the final production version of the Crusader for the US Navy. It was an improvement of the F8U-2N with a new and even larger APQ-94 search and fire-control radar that gave it improved all-weather capability. The F8U-2NE differed from previous Crusaders in having a substantial air-to-ground capability. A total of 286 F-8Es were built until the end of the summer of 1964. It was the E model of the Crusader that was responsible for the greatest number of Crusader MiG kills in Vietnam
F8U-3
The F8U-3 first flew in early June 1958. It was distinguishable by two retractable ventral fins which improve stability at supersonic speed.
The F8U-1T (TF-8A) was a two-seat version of the original F8U-1. Although it seemed promising during 1962 it never went into full scale production because of US Navy cutbacks. The TF-8A went to Europe to attract customers, the British were at first interested but choose the F-4 Phantom. The TF-8A was sold to NASA and later regained to train Philippine pilots.
The RF-8G was a refurbished RF-8A with a modern engine, strengthened fuselage and wings, ventral fins, new navigation system and cameras. The first RF-8G re-entered service in October of 1965. Lifetime of these unarmed RF-8G photo recce crusader proved to be much longer than anticipated and in 1977 a second upgrade was done. The RF-8G remained in service with the US Navy till 1986 and thereby was the latest and longest serving Crusader in the US Navy.
Vought RF-8G at NAS Alameda, VFP-63
Starting in 1967 the F-8Ds were converted to the F-8H with a new engine. F-8Es were remanufactured as F-8J. The F-8J was the last Crusader fighter to take part in the Vietnam War. The next step was to upgrade the F-8Bs to F-8K and the F-8Cs to F-8L standards. The F-8M was supposed to be the designation for F-8As with low fly time, but there were not enough F-8A.
Crusaders were flown by the navies of France and the Philippines, the French F 8E (FN)s carrying Matra R530 and Sidewinder missiles. The US Navy operated a few modernized RF 8G Crusaders. Power for the F 8E(FN) is provided by one 18,000 lb thrust Pratt & Whitney J57 P 20 turbojet engine, which gives a maximum speed of nearly Mach 2.
So successful was the Crusader, that a serious effort was made to create a Mach 2 development as the F8U-3 Crusader III. This bore a strong external resemblance to the baseline Crusader, but was virtually a new aeroplane characterized by the revised forward fuselage (with a pointed nosecone and forward-raked ‘sugar scoop inlet) and higher aspect ratio ventral fins that were angled down from the horizontal position for additional stability in supersonic flight. The type first flew on 2 June 1958 but the competing Mcdonnell F4H Phantom II was preferred for production.
Vought XF8U-3 Crusader III 146340
Two F8U-3 Super Crusader, or Crusader III, were built in 1958, 146340 and 146341, powered with 16500 lb P&W J75-P-5A/6 turbojets (29500 lb with afterburners). The maximum speed was never determined, as the canopy would overheat and begin turning opaque at about Mach 2.6. With acceleration still evident at that speed, test pilots felt that Mach 3.0 was attainable.
French service In 1962 the French Navy (Marine Nationale) ordered the F-8 Crusader to serve as a air superiority fighter aboard the new carrier Clemmenceau and Foch. The F-8 needed more upgrading in order to make it suitable and safe for the smaller French carriers. Improvements such as a bigger maximum angle of incidence for the wing to furthur reduce the landing speed were neccessary. A new weapon system was installed to make it capable for the French R.530 Matra missile. The variant was designated F-8E(FN) and entered service in October 1964. The French Crusader saw multiple upgrade (wings, afterburner and the R.550 Magic missile) until it was finally replaced in December 1999. When the carrier Clemmenceau was sent to the Persian Gulf during the Gulf War the Crusader was tasked with carrier protection against small vessels.
Philippine service In late 1977, the Philippines government purchased 35 ex-US Navy F-8Hs that had stored at Davis-Monthan AFB in Arizona. 25 of them were refurbished by Vought and the remaining ten were used for spare parts. As part of the deal the US would train Philippine pilots using the TF-8A. In 1988, after having intercepted a large number of Soviet bombers, all were withdrawn from service.
Awarded Collier trophy in 1957 and made the first carrier-to-carrier transcontinental flight, on 6 June 1967, and the first supersonic transcontinental flight, on 16 July 1957.
In 1971 NASA modified an F-8 as the F-8SCW to test NASA Langley’s SuperCritical Wing designed by (Richard Whitcomb) to minimize drag from shockwaves that subsequetly represented millions of dollars yearly in fuel savings and reduced air pollution as airlines switched to supercritical-wing aircraft.
F8U-1 (F-8A) Engines: 1 x Pratt & Whitney J57-P-4A, 9,700 lb / 14,000 lb w/afterburn Wing span: 35 ft 8 in (10.87 m). Length: 54 ft 3 in (16.54 m). Height: 15 ft 9 in (4.8 m). Wing area: 350 sq.ft Wheel track: 9 ft 8 in Empty weight: 16,500 lb Max TO wt: 34,000 lb (15,420 kg) Max speed: 940 mph SL / 820 mph 36,000 ft ROC: 15,000 fpm Ceiling: 54,000 ft Armament: 4 x 20 mm cannon
F8U-1P (RF-8A)
F8U-1T (TF-8A)
F8U-1E (F-8B)
F8U-2 (F-8C) Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F8U-2N (F-8D) Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F8U-2NE (F-8E) Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F8U-3 Crusader III Engine: P&W J75-P-5A/6, 16500 lb (29500 lb with afterburners) Wingspan: 38’11” Length: 58’9″ Max speed SL: 800 mph (1457 mph at 50,000′) Cruise: 575 mph Stall: 154 mph Range: 645 mi Ceiling: 51,000′
RF-8G
F-8H 1968 F-8D modified to include external wing ordnance, increased strength fuselage, lead-launch computer, other improvements.
F-8J F-8E with larger fuselage, wings, other improvements. Engine: P&W J57-P-16/-20, 10700 lb (16900 lb with afterburner) Wingspan: 35’8″ Length: 54’3″ Max speed: 1120 mph Cruise: 560 mph Range: 1400 mi Ceiling: 59.000′
F-8K F-8C with structural changes to fuselage, wing, landing gear.
F-8L F-8B with structural changes to fuselage, wing, landing gear.
F-8M F-8A with structural changes to fuselage, wing, landing gear.
F-8E(FN) Engine: one 80 kN (19,000 lb st) Pratt & Whitney J57-P-20A afterburning turbojet Length: 16.61m (54 ft 6 in) Height: 4.80m (15 ft 9 in) Wing span: 10.72m (35ft 2 in) Take-off (’empty, equipped’) weight: 8.935 kg (19,700 lb) Max Take-Off Weight: 15.420 kg (34,000 lb) Max level speed: Mach 1.7+ / 1.827+ km/h (1,135+ mph) Service ceiling: 17,680m (58,000 ft) Armament: 4x 20mm Colt Mk 12 cannons / 84 or 144 rds each