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F.F.V.S. J22 Fighter Aircraft
From a technical perspective
Service in the Swedish Airforce 1943-1952
From a technical perspective Service in the Swedish Airforce 1943-1952 |
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Fighter comparison, 1000-1150hp Fighter comparison, mid to late 1943 |
The idea Bo Lundberg's concept, the GP-9, was similar in appearance to the final J22 design. However, the GP-9 was an aluminum monocoque design, and the J22, as described earlier, was made out of Steel tubes and wooden panels. The striking resemblance was the main landing gear and the radial engine. The following is an excerpt from a memo by Bo Lundberg where he describes the issues with the new fighter design:
1. Powerplant The only available suitable powerplant is the Pratt & Whitney TWC3-G. An immediate effort should be taken to acquire these engines from abroad or any available source. Other engines that could produce a minimum of 900hp at 3000m (10,000ft) would also be of interest. 2. Type of aircraft a) Weight. Modern inline aircraft engines produce in the neighborhood of 1500hp and the cooling drag is relatively low. Our design will be equipped with a radial engine with higher cooling drag as well as having lower power. In order to meet the anticipated performance, the gross weight of the aircraft can not exceed 2400kg (5280lbs), and should, if all possible, be around 2200kg (4840lbs). b) Performance. The aircraft should have a wing area of 16sqm (173sqft) and the wing loading at gross weight should be 150kg/sqm (30.6lbs/sqft). The decrease in weight, due to consumed fuel, at landing would be 200kg (440lbs). The landing speed in this configuration would be 112km/h (70mph). Maximum speed is calculated to be 570km/h (354mph). c) Design criteria. The material for the primary structure will be Chrome-Moly steel tubing. Wooden panels will be attached to this structure in order to form the necessary aerodynamic shape and to transfer the airloads to the primary steel tube structure. Aluminum will be used for the engine cowling and fillets etc. The attachment of the wooden panels to the steel tube structure will have to be designed taking all the different material properties into account. 3. The engineering and manufacturing organization The design and manufacturing must by all means possible be expedited. For the development there will be a substantial design office and an experimental shop. Due to present circumstances, it would be suitable if the development could be located at SAAB. The two prototypes and the first 3-5 production aircraft should be manufactured by SAAB. The production manufacturing should be farmed out to a large number of subcontractors, such and mechanical shops and carpentries. The final assembly should be performed by a number of different shops and airport facilities which will have the necessary assembly space. To achieve the necessary quality and tolerances it would be suitable if SAAB manufactured the Master tooling, from which other tooling can be derived.
This was the plan conceived by Bo Lundberg in November 1940. SAAB would never be involved to the extent that Lundberg had hoped, and a totally new organization had to be created. |
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