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Curtiss VF-11

1947 COLD WAR X-PLANE

History of the Curtis VF-11

In the process of becoming a viable, high-performance post-World War II fleet defender, the United States Navy (USN) was the specification that later became. OS-113", 1948.

Like the ground-based interceptor, this advanced new design will have an excellent rate of climb in the air, supported by turbojet technology and (possibly) rocket launches. Requires a single-seat design It should, because it is essentially a naval aircraft, with features common to maritime combat missions, including deck launch mass, snap hook landing capability, and a folded main aircraft.

As a "fleet defender", this new fighter must respond to the initial ping on ground radar within a very short period of time. From there, the plane must take off at high speed and climb to high altitudes to deal with incoming threats.

Since the scope of this design is not that much of an issue, it allows engineers some flexibility in fuel storage and fuel combustion in the final product. At the end of the day, the plane must be fast (about 450 miles per hour in a straight line), powerful (most likely powered by two jet engines), and have weapons capable of dealing with aerial threats (large-caliber autocannons or tail-stabilized airborne missiles) ) - the threat at that time, mainly of a Soviet nature.

Altitude must be reached in less than 4 minutes, and orientation to the target area will be provided by the AN/APG-22 Series X-band artillery radar system and the Mk 1 Fire Control System (FCS).

While not one, but two fighter jets the Douglas F4D "Skyray" and the McDonnell F3H "Devil" ultimately met the requirements, several other proposals were drafted before and during A regular defensive player in the Navy like Teas.

For Curtiss concerns, these came from sponsored drawings related to the needs of US Navy fighter jets after the end of WWII in 1946 and before the official US Navy specification 1948 "Future", leading to the Curtiss "VF" -11" , which then evolved into a series of fighter proposals, all centered on the anticipated needs of the Navy as it prepared to fight the Soviet Union. This initiative resulted in the initial VF-11 and subsequent VF-11A and VF-11B proposals, all of which appeared in Second half of 1946.

For the original VF-11, Curtis engineers determined the plan shape to be a "tail delta" with a truncated tip of the main aircraft - resulting in a smooth arrow-like shape with inherently clean lines, firm stability performance/control and increased internal volume for components such as avionics, weapons and fuel. The delta wing plane form also negates the use of a horizontal tail in the design, instead creating a tri-wing shape with fewer obstacles (and therefore less drag).

In addition to the expansive surface, there are large surface controls for maximum agility on each trailing edge of the aircraft. The vertical stabilizer is particularly noticeable because it's another wide-wing aircraft that rises above the cockpit line and has curved edges.

In this arrangement, a single crew member could mount weapons (in this case a rocket launcher-like) along the left side of the nose in a nose position under a three-part canopy system). For the suction engine pairing, there are air intakes on the sides of the fuselage (since the rocket motor is not aspirated, it is not required).

A single vertical rear wing is fixed above the rear wing, above the rear exhaust outlets. The standard tricycle landing gear will be used for ground operation, showing the front wheels on the outstretched legs and the shorter main legs below the center mass.

To meet extreme performance requirements, the company will rely on two Westinghouse 24C-4B afterburner turbojets to provide 3,000 pounds (dry) to 4,200 pounds (with reheat) thrust, plus an additional 1,000 pounds of thrust From a dedicated one-shot rocket booster/short-burn engine for immediate acceleration. All told, this arrangement would give the Fleet Defender considerable strength as it weaves through the sky to reach threats within 100 miles of the carrier at altitudes of 40,000 to 45,000 feet.

The engines were mounted aft of the mid-section of the fuselage in a conventional side-by-side arrangement.

Weapons of this design differed from the usual choice of heavy machine guns or automatic cannons favored by wartime American fighters. Instead, an all-missile suite was envisioned for the interceptor, providing enough firepower to deal with any aerial threat of the day.

It can carry up to six 5" (127 mm) high-explosive (HE) airborne missiles, which will be launched through an opening under the left (port side) of the hull.

In any case, the development of the VF-11 did not go beyond the paper stage, and the VF-11A and VF-11B followed with the same results. The A-model product simplifies the approach by using a single British Rolls-Royce turbojet with an improved air intake, and is given a truncated tail rudder.

The Type B was completely rearranged to provide a more traditional main aircraft layout, but with a "V" tail that swept out.

Specification

Basics

Year of Service

1947

Origins

United States

Status

Cancel

Development ended.

Crew

Production

Manufacturer

Curtiss - USA

Carrier

United States (removed)

scrolling

air-to-air combat, fighter

The general ability to actively attack other aircraft of similar form and function, usually using guns, missiles and/or airborne missiles.

Intercept

The ability to intercept incoming airborne threats with high performance, usually speed and rate of climb.

nautical/navy

Water mobility capability for a variety of land-based or ship-based maritime missions, supported by Allied Naval Surface Forces.

X-Plane (development, prototyping, tech demos)

Aircraft designed for prototyping, technology demonstration, or research/data collection.

Notable Features

Radar Capability

Houses may house (via specialized variants) radars for searching, tracking, and attacking enemy elements.

Multi-engine

Include two or more engines to improve survivability and/or performance.

Mixing Engine

Use two or more types of propulsion systems to achieve desired performance/flying maneuvers.

wing sweep

The main plane or leading edge has retraction lines for improved high-speed performance and handling.

folding wings

The main aircraft is designed to be foldable, increasing storage capacity on land and at sea.

High-speed performance

Can accelerate to higher speeds than the average aircraft at the time.

High performance

The ability to fly and operate at higher altitudes than the average aircraft of the day.

Extended range performance

Ability to travel long distances using on-board fuel supplies.

Super performance

The design covers the three key performance categories of speed, altitude and range.

Operation Lakes

Able to operate over the ocean and survive certain harsh marine environments.

Pilot/crew ejection system

Auxiliary procedures to allow pilot and/or crew ejection in the event of an air emergency.

Depression in crew members

Support the pressurization required for crew survival at higher operating altitudes.

Closed crew room

There are partially or fully enclosed crew work areas.

Scalable

Has retractable/retractable landing gear to maintain aerodynamic efficiency.

Dimensions and Weight

Length

29. 9 feet

(9.10m)

Width/span

31.5 feet

(9.60m)

Cured weight

10,141 lbs

(4,600 kg)

MTOW

11,872 lbs

(5,385 kg)

Wgt Difference

+?1,731

(+785kg)

MAINPLANE STRUCTURE

single/middle/delta

Monoplane

Designed to use a single main wing main aircraft; this is the most popular arrangement of main aircraft.

Central Install

The main aircraft is mounted below the center on the sides of the fuselage.

bias

The plane takes the general shape of a triangle, where the leading edge is swept back for high speed efficiency and the trailing edge is straight.

(structure descriptor reference base production Curtiss VF-11)

Performance

Installed:

2 x Westinghouse 24C-4B afterburning turbojets, producing 3,000 pounds dry and 4,200 pounds reheated thrust; 1 x Rocket Booster motor, producing an additional 1,000 pounds of short-term boost.

Maximum speed

659 km/h

(1,060 km/h | 572 knots)

Cruising speed

593 km/h

(955 km/h | 516 kn)

Maximum speed difference

+65 km/h

(+105 km/h | 57 kn)

Maximum

50,033 feet

(15,250 m | 9 km)