Fisher P 75 Eagle - An improved Allison powerplant came under the name V-3420-23, promising better performance and performance. The old frame shell has also been redesigned to a more modern "bubble" assembly, providing greater viewing angles from the pilot's seat.
An additional fuel tank was added to accommodate the long-range compatibility of the penetration fighter. On October 10, 1942, Fisher signed a contract for two prototypes, the two XP-75 prototypes were given serial numbers 43-46950 and 43-46951.
Fisher P 75 Eagle
The first XP-75 flew on November 17, 1943, and the second XP-75 soon after. Four more prototypes were ordered and by the spring of 1944 all six aircraft were operating in the test program. The expected production order was for 2,500 aircraft.
History Of Fisher Xp- / P- Eagle
There are many differences between building airplanes and building cars. First, airplanes are produced individually in smaller quantities than automobiles. In 1940, production totaled only 4,500 airplanes, while GM produced millions of cars. The body of the car is mostly designed for looks, and the car is designed for comfort when traveling at low speeds.
On the other hand, the fuselage is part of the overall structure and is built for speed. Any small change outside of the plane can have a big impact on performance. General Motors had great success producing thousands of reliable Allison engines for the P-38, P-39 and P-40, as well as license-built aircraft such as the Grumman TM Wildcat and Grumman TBM Avenger, but they wanted a project.
GM knew you could put a Pontiac engine on a Chevy chassis with a Buick or Cadillac suspension, so there shouldn't be a reason why the same mix-and-match technology wouldn't work on an airplane, right? Wrong!
While it's interesting to bash GM for the failure of the P-75, their Eastern Auto Division should be commended for their significant efforts in transitioning to production of the aircraft. He completely dismantled five east-end car assembly lines and component parts and completely rebuilt the facility overnight.
Despite GM's lack of aircraft manufacturing experience, the results were surprisingly good for the design of established aircraft such as the Grumman Wildcat and the Avenger. GM's forte was the adaptation of manufacturing technology to aircraft manufacturing.
Although GM would eventually build thousands of the aircraft, many fell out of combat-fit assembly and into training roles such as the unified B-24. In order to prepare the ships for battle, many people have to go to repair centers before sending them to war.
GM's problem was to implement changes on the assembly line, while it was common for automakers to implement changes in traditional production methods. By the time the United States entered the war in December 1941, it was clear that traditional ideas about air warfare were outdated.
Short-range, medium-altitude bombers are less useful. The U.S. military needed the long-range, fast-climbing, high-altitude escort fighters that the Germans and Japanese could hope to develop that could fly best, and it desperately needed them. Built with a wooden experimental engine, the Fisher P-75 failed.
Fisher P-A Eagle
In a reverse affirmation of the old view that "if it looks good, it flies well", the P-75 looked dull and flew away. Slow and unsteady, the standard dog will stall in training. What's often overlooked is that wings aren't just big flat things that stick out from the fuselage, they're carefully engineered to maximize performance without adding any drag, along with the airspace they support.
The tail fins aren't the only pointed surfaces on the rear either, they're designed to help each aircraft model maintain stability and control with minimal drag. Aware that the design completely changed his plans, Fisher signed a new contract and purchased six additional models to meet the Army's changing needs.
Further development of the XP-75's basic design began soon after the order was placed. Hi Bill - Over a year ago you wrote a great article about the V-3420 that I enjoyed and commented on. This article on the P-75 is another great review of the plane, and it's a remarkable engine.
I read it over and over again. Thank you very much for your excellent reading. As demand for the Rice Kent interceptor declined, many in the AAF were optimistic that the long-range P-75 bomber could protect Germany and that the aircraft could outlast future German fighters.
. The P-75 also served as insurance if the P-51 and Republic P-47 Thunderbolt failed to be developed as long-range escort fighters. The end result became one of the most unique - if not iconic - aircraft designs to emerge from World War II.
The fuselage was thin and the cockpit was far from the lower monopole. The nose was slightly elongated, with a set of counter-rotating three-bladed propellers (previously six-bladed). The first of six XP-75A long-range aircraft (44-32161) flew on January 24, 1944.
The last two of these aircraft, 44-32165 and 44-32166, were completed with foam and new construction. The new build has a retractable tail and long vertical stabilizer and rudder. Lateral control was still an issue, and both aircraft were later modified with larger and more angular vertical and horizontal stabilizers.
These changes were also incorporated into most P-75A production aircraft. The Eagle has been redesigned with a new tail assembly design and added bubble wrap. The engine was also upgraded, but when the P-75A was ready for testing, the P-47 and P-51 were improved, and the Eagle was no longer needed.
Only eight XP-75s and six P-75As were built. One of these six is now in the collection of the National Museum of the United States Air Force, marking one of the greatest turkeys of World War II.
The inverted wing was dropped from the design and replaced with the wing of the Curtiss P-40 Warhawk, although the landing gear of the F4U was still selected. On the tail was a Douglas Dreadnought dive bomb system.
When World War II hit America, General Motors became a major player in American manufacturing. With its auto factories specializing in mass production, the U.S. military turned to such facilities to make weapons of war such as bullets, rifles, tanks, and, of course, airplanes.
The landing gear consists of two main landing gear (mounted under each wing) and a small tailwheel. The bed initially featured a heavy-duty frame that provided the required visibility around the fuselage. Overall, the XP-75 is built with an all-metal tension skin.
The P-75 Eagle was a fighter proposed by General Motors' Fisherman Division in September 1942 to meet the United States Air Force's requirements for a high-climb fighter. The proposal was made for aircraft using the Allison V-3420, the most powerful liquid-cooled engine of the time, and components for current aircraft (SBD, P-51, F4U, and P-40).
Total Production: By 1944, production of more tried and tested systems was well under way, and the war was turning in many ways in the Allies' favor. Thus, the XP-75 program was completely terminated by the US Army on October 6, 1944, ending the failed Eagle program.
The War Department mobilized Detroit's automakers to build tanks, artillery, and airplanes. Ford built the world's largest factory at Willow Run, where it produced the B-24 Liberator bomber (although industry consultant Charles Lindbergh called the early production facilities the worst examples of metal aircraft construction).
General Motors soon created an all-new division, "Oriental Jets," to produce Wildcats and Avengers for the Navy. XP-75A 44-32165 New (and last) with larger, angled tail and horizontal stabilizer. However, the aircraft retained its rounded wings.
Note the vents behind the belly and the wide H-blade propeller. The same amendment applied to 44-32166. The amazing "Flight Test Ship No. 4" at the bottom of the canal. Great article, I love it. The Air Force has had an indirect impact on my entire life.
My grandmother worked on the battlefield during World War II. I later bought a house built for Air Force pilots. Currently I work for the X-Ships Defense Contracting System. :) Battle radios vary greatly with maximum range.
Maximum range is the maximum distance an aircraft can fly at cruising speed with 30 minutes of fuel reserve, and combat range is the distance the aircraft can travel from one point to the minimum emergency response.
minute battle. , stop for 30 minutes, or continue flying with military power for 15 minutes, then return to the cruise base with 30 minutes of fuel. These were expected to be met by the P-75.
But this was not the case, and the aircraft never met the requirements of a fighter that surpassed the P-51 and P-47. 44-44550 helps illustrate the size of the pilot under the foam mattress. The P-75's poor handling and lateral instability did not make the aircraft popular with test pilots.
Note the almost wide open back cover of the abdomen. After the last crash, the AAF realized it would no longer need the P-75A. The P-51B/D and P-47D/N proved to be up to the task of long-range escort fighters, and the end of the war was in sight.
The P-75A was large, heavy, slow and dull compared to fighters already in service. The production contract for 254 P-75As was canceled on 6 October 1944, and further testing was suspended on 8 November. Five P-75A aircraft were completed, with full and almost complete airspace for spare parts.
Construction of approximately 20 P-75A production aircraft has begun, with some assembly completed. P-75A 44-44550 was later transferred to Moffett Field, California, where tests were conducted on its counter-rotating propellers. The flight was canceled after the test.
To generate more power, 44-44551 was fitted with a new air conditioner and the aircraft was loaned to Allison on 28 June 1945. Later, a 3150-horsepower V-3420 was installed. Aircraft 44-44552 and 44-44553 were delivered to Paterson Field, Ohio, and held for V-3420 development work.
The plane had never been flown extensively either. The last completed P-75A, 44-44553, was preserved and is now on display at the National Museum of the United States Air Force in Dayton, Ohio. The ship underwent an extensive restoration in 2008.
All other P-75s were eventually scrapped. This method was chosen to reduce production time and cost, but unfortunately this "Rube Goldberg" method of collecting parts from several different aircraft and getting the car parts manufacturer to build didn't work out so well.
What seemed like a good idea at the time, with good intentions to save time and money, only gave more credence to Murphy's Law, "Whatever goes wrong, goes wrong." The main problem is that each of these A-sections is designed to function as an integral unit of the particular airspace.
Combining parts from different aircraft proved ridiculous.3 GM's Fisherman body division built the P-75 Eagle at the beginning of World War II to fill an urgent need for an interceptor. The original P-75 design included the most powerful engines and other aircraft components as a way to speed up production.
The aircraft was redesigned with a new tail assembly design and the addition of bubble ducts. The engine was upgraded to an Allison W-3420-23, correcting most of the engine's problems. However, three aircraft crashed during the test program, but as with other aircraft at the time, this was not considered unusual.
Engine testing proved to be a limited effort, resulting in the loss of the first prototype to crash. The rest were left to their own devices, and only one example survived as a (fully restored) museum exhibit at the US Air Force Museum in Dayton, Ohio, in a scrap yard.
Fisher specifies the following performance specifications for its vessels. Many of these numbers are predictable, but the tragic Allison V-3420-23 (rated at 2,600 hp) never quite hit it: a top speed of 404 mph and a cruising speed of 250 mph.
A service cap of 40,000 feet with a rate of climb of 4,200 feet per minute. A third long-range XP-75A (44-32163) crashed on April 8, 1944, killing the pilot, Hamilton Wagner. The accident may have been caused by unauthorized aerobatics by the pilot.
On 7 June 1944, the AAF issued a contract for 2,500 P-75As. Official trials were conducted in June 1944 and indicated that the XP-75A aircraft was far below its expected performance. A top speed of only 418 mph (673 km/h) at 21,600 ft (6,584 m), and an initial rate of climb of only 2,990 fpm (15.2 m/s).
However, the engine was reportedly not producing its rated output. On August 5, 1944, XP-75A 44-32161 was lost after an inflight explosion separated the empennage from the rest of the aircraft. The pilot, Russell Weeks, successfully bailed out.
As it prepares the plane for production, GM is swept up in the patriotic fervor that hangs over corporate America. In response, the XP-75 was now designated the "Eagle". The XP-75 was completed and first flown on November 17, 1943.
During World War II, there were as many weak ships as there were magnificent ones. While the Republic P-47 Thunderbolt and P-51 Mustang were both great fighters that played huge roles in the war effort, the P-75 Eagle was an aircraft that was an absolute waste of resources.
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