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Revision as of 02:16, 23 April 2006 editPetri Krohn (talk | contribs)Autopatrolled, Extended confirmed users37,089 edits -> Interceptor aircraft, point-defense← Previous edit Revision as of 21:20, 4 May 2006 edit undoEmt147 (talk | contribs)Extended confirmed users7,759 edits Migration to specs and related contents templates per Misplaced Pages:WikiProject Aircraft/page content using AWBNext edit →
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<!-- This article is a part of ]. Please see ] for recommended layout. -->__NOTOC__
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{{infobox Aircraft
|name =F-92
|type =Fighter
|manufacturer =]
|image =Image:XF-92.jpg
|caption =
|designer =
|first flight =]
|introduced =
|retired =
|status =Cancelled
|primary user =
|more users =
|produced =
|number built =1
|unit cost =
|variants with their own articles =
}}


The '''Convair XF-92''' was the first ] ] aircraft. The design was originally developed by Dr ] of ] before and during ] as the ] powered ], but progressed only to a powerless glider example. After moving to the US as part of ], Lippisch managed to interest ] in building the design with a ] as a point-defense ]. Like the P-13, the F-92 was eventually built only as a prototype, the XF-92. The '''Convair XF-92''' was the first ] ] aircraft. The design was originally developed by Dr ] of ] before and during ] as the ] powered ], but progressed only to a powerless glider example. After moving to the US as part of ], Lippisch managed to interest ] in building the design with a ] as a point-defense ]. Like the P-13, the F-92 was eventually built only as a prototype, the XF-92.
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In order to gain in-flight experience with the delta wing layout, Convair suggested building a smaller prototype, which became the '''XF-92A'''. This design was considerably more "conventional" than the interceptor, mounting the pilot in a conventional cockpit near the front of the aircraft. By the time the aircraft was ready for testing, the concept of the ] interceptor seemed outdated and the F-92 project was cancelled. Convair continued work on the XF-92A, however, intending to use it as a pure "x-series" aircraft. Its first flight was on ], ], at ] in ]. In order to gain in-flight experience with the delta wing layout, Convair suggested building a smaller prototype, which became the '''XF-92A'''. This design was considerably more "conventional" than the interceptor, mounting the pilot in a conventional cockpit near the front of the aircraft. By the time the aircraft was ready for testing, the concept of the ] interceptor seemed outdated and the F-92 project was cancelled. Convair continued work on the XF-92A, however, intending to use it as a pure "x-series" aircraft. Its first flight was on ], ], at ] in ].


⚫ The XF-92A aircraft was powered by an Allison J33-A ] engine with an ], and was unique in having America's first delta wing. The delta wing's large area of 425 square feet (39 m²), thin airfoil cross section, low weight, and structural strength made this a great combination for a supersonic airplane (although the fuselage was of a pre-] design).
]
⚫ The XF-92A aircraft was powered by an Allison J-33-A ] engine with an ], and was unique in having America's first delta wing. The delta wing's large area of 425 square feet (39 m&sup2;), thin airfoil cross section, low weight, and structural strength made this a great combination for a supersonic airplane (although the fuselage was of a pre-] design).


NACA's High-Speed Flight Research Station assumed flight testing in 1953. NACA pilot ] flew all 25 flights over the six month test period. The XF-92A had a bad pitch-up problem which was solved eventually by adding different wing-fence combinations. NACA's High-Speed Flight Research Station assumed flight testing in 1953. NACA pilot ] flew all 25 flights over the six month test period. The XF-92A had a bad pitch-up problem which was solved eventually by adding different wing-fence combinations.


Research from the XF-92A test program was used in the development of Convair's two later delta-winged ]s, the ] and the ], as well as Convair's ] bomber. Research from the XF-92A test program was used in the development of Convair's two later delta-winged ]s, the ] and the ], as well as Convair's ] bomber.

* *


==Specifications (XF-92A)== ==Specifications (XF-92A)==
{{Aircraft specification|
===General characteristics===
<!-- if you do not understand how to use this template, please ask at ] -->
* '''Crew:''' one pilot
<!-- please answer the following questions -->
* '''Length:''' 42 ft 6 in (12.99 m)
|plane or copter?=plane
* '''Wingspan:''' 31 ft 4 in (9.55 m)
|jet or prop?=jet
* '''Height:''' 17 ft 9 in (5.37 m)
<!-- Now, fill out the specs. Please include units where appropriate (main comes first, alt in parentheses). If an item doesn't apply, like capacity, leave it blank. For instructions on using |ref=, |more general=, |more performance=, |power original=, and |thrust original= see ]. -->
* '''Wing area:''' 425 ft&sup2; (39.5 m&sup2;)
|crew=One
* '''Empty:''' 9,078 lb (4,118 kg)
|length main=42 ft 6 in
* '''Loaded:''' 14,608 lb (6,626 kg)
|length alt=12.99 m
* '''Maximum takeoff:''' lb ( kg)
|span main=31 ft 4 in
* '''Powerplant:''' 1 x ]-A-29 turbojet, 7,500 lbf (33.4 kN) thrust
|span alt=9.55 m
|height main=17 ft 9 in
|height alt=5.37 m
|area main=425 ft²
|area alt=39.5 m²
|empty weight main=9,078 lb
|empty weight alt=4,118 kg
|loaded weight main=14,608 lb
|loaded weight alt=6,626 kg
|max takeoff weight main=lb
|max takeoff weight alt= kg
|more general=
|engine (jet)=]-A-29
|type of jet=]
|number of jets=1
|thrust main=7,500 lbf
|thrust alt=33.4 kN
|max speed main=718 mph
|max speed alt=1,156 km/h
|range main=
|range alt=
|ceiling main=50,750 ft
|ceiling alt=15,450 m
|climb rate main=8,135 ft/min
|climb rate alt=41.3 m/s
|loading main=34 lb/ft²
|loading alt=168 kg/m²
|thrust/weight=0.51


|more performance=
===Performance===
|armament=
* '''Maximum speed:''' 718 mph (1,156 km/h)
}}
* '''Range:''' mi ( km)
* '''Service ceiling:''' 50,750 ft (15,450 m)
* '''Rate of climb:''' 8,135 ft/min (2,480 m/min)
* '''Wing loading:''' 34 lb/ft&sup2; (168 kg/m&sup2;)
* '''Thrust-to-weight:''' 0.51

===Armament===
Never installed


== External links == == External links ==
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==Related content== ==Related content==
{{aircontent|
'''Related development:'''
|related=


'''Comparable aircraft:''' |similar aircraft=
*] *]


'''Designation sequence:''' |sequence=
] - ] -
] - ] -
] - ] -
'''XF-92''' - '''XF-92''' -
] - ] -
] - ] -
] ]


}}
{{airlistbox}}

⚫ ]
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Revision as of 21:20, 4 May 2006

Template:Infobox Aircraft

The Convair XF-92 was the first American delta-wing aircraft. The design was originally developed by Dr Alexander Lippisch of Germany before and during World War II as the ramjet powered Lippisch P.13a, but progressed only to a powerless glider example. After moving to the US as part of Operation Paperclip, Lippisch managed to interest Convair in building the design with a jet engine as a point-defense interceptor. Like the P-13, the F-92 was eventually built only as a prototype, the XF-92.

The original Lippisch wartime design consisted of two large triangles joined together. One formed the main structure and wing, the other was the vertical stabilizer and cockpit. The only deviation from the triangular layout was an oval air intake at the nose, and nozzle at the rear. The engine was powered by coal dust stored in a large rotating disk.

As jet engines rapidly improved in performance, Lippisch redesigned the P-13 for jet power, but keeping the original mission. The Whittle-derived Allison J33 engine available for use at the time was rather "portly", and would not fit cleanly into the wing, forcing a redesign. The new layout placed the engine in a seemingly oversized cylindrical fuselage, with the pilot sitting in a separate cockpit centered in the middle of it, serving double duty as a shock cone for the engine intake. The rudder, no longer serving as the cockpit as well, was reduced in size. The basic layout was very similar to the Miles M.52 design, although the M.52 did not use a delta wing. For added thrust, the engine nozzle was surrounded by a series of small solid-fuel rockets. In this form the Model 7002 was presented to the US Air Force in 1946, and was accepted for development as the F-92.

In order to gain in-flight experience with the delta wing layout, Convair suggested building a smaller prototype, which became the XF-92A. This design was considerably more "conventional" than the interceptor, mounting the pilot in a conventional cockpit near the front of the aircraft. By the time the aircraft was ready for testing, the concept of the point-defense interceptor seemed outdated and the F-92 project was cancelled. Convair continued work on the XF-92A, however, intending to use it as a pure "x-series" aircraft. Its first flight was on September 18, 1948, at Edwards Air Force Base in California.

The XF-92A aircraft was powered by an Allison J33-A turbojet engine with an afterburner, and was unique in having America's first delta wing. The delta wing's large area of 425 square feet (39 m²), thin airfoil cross section, low weight, and structural strength made this a great combination for a supersonic airplane (although the fuselage was of a pre-area rule design).

NACA's High-Speed Flight Research Station assumed flight testing in 1953. NACA pilot Scott Crossfield flew all 25 flights over the six month test period. The XF-92A had a bad pitch-up problem which was solved eventually by adding different wing-fence combinations.

Research from the XF-92A test program was used in the development of Convair's two later delta-winged interceptors, the F-102 Delta Dagger and the F-106 Delta Dart, as well as Convair's B-58 Hustler bomber.

Specifications (XF-92A)

General characteristics

  • Crew: One

Performance

External links

Related content

Aircraft of comparable role, configuration, and era

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