production was undertaken. does anyone knowwhat the torque rating was in lb /ft of an allison v-121710-121 or other allison's ? 1943 CURTISS P-40N KITTYHAWK For Sale in Melbourne at Controller.com. We love seeing customers browse in our store, spend time discovering new interests or generating a spark of creativity. VH-ZOC Curtiss P-40N Kittyhawk c/n 28449. paint on the spinner by Curtiss P-40Q - 72nd Aircraft Sorry, your blog cannot share posts by email. Similar Deck Space Auto-suggestions. At 3,200 rpm and with water injection, maximum speed was 422 mph (679 km/h) at 20,500 ft (6,248 m), and the climb rate increased by as much as 530 fpm (2.7 m/s) depending on altitude. They were on the right track, even though they were a day late, and a dollar short. The next aircraft was the XP-40Q-2A. The XP-40Q-3 she’s drop dead gorgeous ! it makes sense. No I believe the British commission forced NAA to buy data from Curtiss Wright for the XP-46 project, not the XP-37. The EA-2 cases have a .355 reduction, rather than the much more common .4375 reduction. XP-40Q being assigned. Brand New. It was thought that the improved performance of the P-40Q would justify the aircraft entering production, and its similarities with P-40s then being produced would minimize tooling and production delays. radiator scoop, but featured an all-round vision bubble-type Hi Bill Agreed, as painful as it is. The aircraft was very similar to the XP-40Q-2A except for some refinements to the canopy and windscreen. There is also no indication that any XP-40Q information was passed from Curtiss to North American Aviation (NAA) during the NA-73X’s (P-51’s) development. It was built from the initial P-40K-1 (serial 42-45722) that had been converted to the (unofficial) XP-40N. Thank you for your comment. The -121 produced 1,800 hp (1,342 kW) with water injection at 3,200 rpm up to 20,000 ft (6,096 m) and 1,425 hp (1,062 kW) for takeoff. The Curtiss P-40 Warhawk was an American single-engined, single-seat, all-metal fighter and ground-attack aircraft that first flew in 1938. Other than some paint, including its registration and race number, the aircraft had changed little since its AAF days. Also the Oscar and more so the zero could not turn right worth beans at full power at any speed. Its performance and capabilities were matched or exceeded by other aircraft already in service. They all had only four .50-cal machine guns with 235 rpg. Regardless, Joe Ziegler acquired the aircraft, and it was registered as NX300B. ( Log Out /  However, the 3,200 rpm engine speed was only shown to offer an advantage between 12,000 and 33,000 ft (3,658 and 10,058 m). with increased power to produce a higher-performance A brief glimmer of hope lay in the last model of the P-40, the P-40Q (Curtiss model 87X). I believe the ” Jug ” was very effective at curtailing the LW. The XP-40Q-3 was the last aircraft in the series. With just military power, the Q-2 recorded a speed of 407 mph (655 km/h) at 24,000 ft (7,315 m) and a climb rate of 3,210 fpm (16.3 m/s) at sea level. The Q-2A was very similar to the final configuration of the Q-2—with a bubble canopy, clipped wings, and -121 engine. angels 20 could be attained in 4.8 min. Gustav Lundquist had evaluated the Q-2 and judged it to be the best P-40 he had flown; he recommended that further flight testing should be conducted. All orders are custom made and most ship worldwide within 24 hours. Card Kingdom 589.12 - 621.60 . Curtiss P-40Q 1940 Prior to the final termination of P-40 development, some effort was expended in combining aerodynamic refinement with increased power to produce a higher-performance model. Even if the P-40Q airframe had been ready two years earlier, the two-stage Allison engines would not have been ready, as they were still having developmental trouble in 1944. Capt. Before anyone says P51.Exeptions are there for all to see but as rare as rocking horse manure. Skip to main content.ca Hello, Sign in. The P-40 design was a modification of the previous Curtiss P-36 Hawk which reduced development time and enabled a rapid entry into production and operational service. Top Rated Seller Top Rated Seller. I've also found some great info on p-40's, lots oftest data et al, to much to go over here, however thereis a good piece on how hard the v-1710-39 and 73 seriesengines could be pushed, ie:'over boosting' by the ausies. As a result, the Army Air Force (AAF) focused on the next aircraft, the Q-3, and loaned the Q-2A to Allison for engine tests. Try 66"hg m.p.= 18lbs boost on the 39 and 70"m.p.for 20lbs boost on the 73 for extended periods @ 3200rpmAllison reps. estimated the engines were making north of1700 h.p. during the depressionera, i believe g.m did little if any r & d on the allison. with 4 20mm cannons, 1425 hp422mph at full chat, yeah ! Zeigler suffered a broken leg, and the Q-2A was destroyed. Note the size of the bubble canopy and how to could be a bit smaller. At 3,200 rpm, the -101 engine produced 1,500 hp (1,119 kW) at 6,000 ft (1,829 m) and 1,325 hp (988 kW) for takeoff. Whilst the -37 at least led to the passable -40, the XP-46 was a dud. A second, similarly re-engined that's a r.o.c of 4,167ft /min. Upvote 0. The P-40 design was a modification of the previous Curtiss P-36 Hawk which reduced development time and enabled a rapid entry into production and operational service. Curtiss cheif designer, Don Berlin, tested a p-40N with a 1,695 h.p. The XP-40Q-2 had a 35 ft 3 in (10.7 m) wingspan and was 35 ft 4 in (10.8 m) long. Prior to the final termination of P-40 development, some The Curtiss XP-40Q-1 (42-9987) with its standard canopy and sleek nose. Edit Live Edit. The definitive This also happened with Tsunami: the aircraft went faster when the power was pulled back a bit. i guess we 'll never know. as for torque /thrust valuesthey may very well not exist. the XP-40Q then ? The Curtiss P-40 Warhawk is an American single-engined, single-seat, all-metal fighter and ground-attack aircraft that first flew in 1938. would have been quite capable of holding her own. All XP-40Qs were built up from other P-40 airframes. had a good driver. The Q-2A spent most of its test time down for repairs. Napier's 3,500HP Sabre was a running but still born project.Sleeve valve engines did not tolerate high boost pressures well at all and the Sabre at 3,500HP would likely have never survived in service. Merlin V1650 as used in the P51D, and results showed a better airplane than both the ME-109 and Spitfire. 1,770 results for curtiss p 40 Save curtiss p 40 to get e-mail alerts and updates on your eBay Feed. Boggles the mind. The Curtiss P-40 Warhawk was an American single-engined, single-seat, all-metal fighter and ground-attack aircraft that first flew in 1938. The nose of the aircraft was lengthened to accommodate the V-1710-101 (F27R) engine. The Q-1’s first flight reportedly occurred on 13 June 1943 from the Curtiss plant in Buffalo, New York. The oil cooler and engine air intake have been relocated to the scoop under the engine. The Allison V-1710 in it's most developed versions was far better than most know today. In December 1943, the Air Materiel Command recognized the XP-40Q-2’s performance and recommended that two additional prototypes be constructed. C $14.52. Only 283 of those engines/cases were built, and maybe 19 cases exist today. Imagine if this had been available to the AVG.Part P-40, part P-51 and Part Spitfire!Now imagine if it had a Merlin. Sources: This aircraft later had anti-glare paint applied to the upper cowling, its serial number painted on the the tail, and “12” painted on the chin scoop. All of the XP-40Q aircraft were powered by two-stage supercharged Allison V-1710 engines and a four-blade propeller. The P-40 was the only Allied fighter that could out turn the Zero or Oscar at speeds above about 280 m.p.h. XP-40Q (converted from a P-40N-25 airframe) had Suitable for Ages 10 & Older. take care. Yup, XP-46. It was the third most-produced American fighter of World War II, after the P-51 and P-47; … oh yes, I had forgotten, Kermitt Weeks is restoring a Fury V powered by a 2,400 hp Sabre. Saburo Sakai would order his pilots to break off rather than engage Australian or New Zealand P-40's in high speed turning matches. if by chance they do, i think the numbers would be interesting. The XP-40, should have been giventhe green light. This is the old Pegasus (UK) kit of the ultimate P-40, the one many mistake for a Mustang. I forgot about thatformula, torque x rpm divided by 5252 = H.P. In March 1946, Allison still had the XP-40Q-2A (the second XP-40Q) when the AAF declared the aircraft as surplus. plumbing,air ducting, and the water brake washuge by large ! allison usedsupercharger ratios from a low 0f 6.00:1 with a mix ofratios, topping out at 9.:80.1 . in closing, we all know the h.p rating of those beautiful v-12's, works of art. The P-40 design was a modification of the previous Curtiss P-36 Hawk which reduced development time and enabled a rapid entry into production and operational service. that's nothing to sneeze at. Upper management wasn’t interested in innovation and wouldn’t invest in it. By this time, the Q-2 had its wingtips clipped about one foot each, and a V-1710-121 (F28R) engine was installed. Thanks for the reminder. Makes one wonder W.T.H were they thinking ? The C model Mustang tested at up to 453 mph with comparable power to the Q. Three XP-40Q prototypes were built; their origins and histories have always been a point of disagreement between sources. The Curtiss P-40 Warhawk was an American single-engine, single-seat, all-metal fighter and ground attack aircraft that first flew in 1938. Edit. Overall, the changes improved pilot visibility. Given race number 82, the Q-2A was entered in the 1947 Thompson Trophy Race (run on 1 September 1947), but it did not qualify. Performance was marginally better at high altitudes and worse at sea level. I simulated the "wear" of the O.D. The same issue led Frederick Rentschsler to leave Curtiss Wright and found Pratt and Whitney, and caused Donovan Berlin to depart after designing the P-36 and P-40. The position I took in the article was that in 1944, there was no point to put the P-40Q into production because the P-51 and P-47 were already doing the job. and 1,100hp at 7620m. rating was at 3000 rpm at sea level for takeoff. Although not readily apparent at the time, Curtiss-Wright’s Airplane Division (Curtiss) was already in a state of decline at the start of World War II. radiators were incorporated in the wing centre section Fill in your details below or click an icon to log in: You are commenting using your WordPress.com account. effort was expended in combining aerodynamic refinement Rescued and the hulk was eventually purchased by Allan Arthur and exported to Australia. It is doubtful that much performance testing was conducted on the Q-3, but the results should have been similar to those of the Q-2. P-40F and P-40L, which both featured Packard V-1650 Merlin engine in place of the normal Allison. In any event the advent of 100+ PN (octane) fuels made poppet valve engines a more viable option. The legendary "reliability" of Napier's masterpiece!Boris, P-51 and that "lousy Allison"?The P-51A and A-36 were powered by an up-rated V-1710-81 that gave better performance and speed rose to 408mph@15,000'.Some say 390 mph, but I tend to believe the USAAC /USAAFnumbers at 408.To put that in perspective the A model was the best performingversion of the P-51 under 10,000' till the H model came around.Above 10,000' the two stage Merlin ruled.Boris, I think Boris just about Nailed it.A different engine doesn't make a different aeroplane. See more ideas about wwii aircraft, ww2 aircraft, fighter planes. Curtiss and Boeing had dominated the U.S. Army and Navy fighter plane business since the end of World War I. model. The initial version of the Curtiss P-40, designated by the manufacturer as the Hawk H-81, combined the established airframe of the earlier radial-powered H-75 (P-36) fighter with the Allison V-1710 liquid-cooled engine. I guess Allison and otherschose not to advertise these figures.Impressive all thesame. ( can you tell i admire P-40’s ). Regardless, by November 1943, the Q-1 had been modified and redesignated XP-40Q-2. In 1933, however, Boeing had beaten Curtiss in competition for a lucrative Army fighter contract with its innovative P-26 Peashooter. ( Log Out /  Flight control boost was a rare thing in piston engine fighters. The Curtiss XP-40Q-2 (still 42-9987) after modification with a bubble canopy. and was slated to be installed in the P-63 Kingcobra. The P-26 was a mo… Reason for not chancing a flight? Curtiss P-40 - Snub-nosed Kittyhawks and Warhawks: Amazon.ca: Electronics. leading edges. Account & Lists Account Returns & Orders. Curtiss P-40 Survivors, highlights the history of many well known flying and static displayed Curtiss P-40s in the United States.A list is also provided of other P-40s on display around the world; including location, model and serial numbers, brief history, nicknames/markings, and conditions. Try. /per cu inch.back in the day, that was magical ! So the rated torque is un important.A good example would be turbo prop engines. Merlin V1650. 42-9987 by Lt Norman A. Krause (5 April 1944) via www.wwiiaircraftperformance.org (10.9 MB). The Q-1 was painted olive drab and had the standard P-40 wing and canopy. The nose of the aircraft was lengthened to accommodate the V-1710-101 (F27R) engine. With full engine power at 3,000 rpm and water injection, the aircraft achieved 420 mph (676 km/h) at 15,000 ft (4,572 m) and had a maximum climb rate of 4,410 fpm (22.4 m/s) at 5,000 ft (1,524 m). A P-40K airframe was fitted with an Allison V-1710-121 engine rated at 1,425hp for take-off and 1,100hp at … good answer. This image of the XP-40Q-2A illustrates the clipped wings. Change ), You are commenting using your Twitter account. Note: There is no indication that any of the XP-40Q aircraft used any type of a laminar flow wing. Curtiss fell short in their Apr 29, 2019 - Explore Todd Jenest's board "P-40 Warhawk" on Pinterest. Note the scoop for the engine air intake above the cowling. The shorter and deeper nose of the new fighter gave it a decidedly snub-nosed appearance compared to the earlier P-40 models. that's 1 h.p. At Hobby and Toy Central we take great pride in the quality of our products and service. The comment on revs and performance is very interesting. Change ), You are commenting using your Facebook account. It scared the livingday lights out of them. That would make for one screamin' hawk !it's all good. Sadly, the XP-40Q scenario was played out again and again as Curtiss tried to create another successful aircraft but only managed to produce aircraft that were ill-timed and outclassed. C $65.99. It is not clear if the aircraft suffered another accident, or if Curtiss was unhappy with its configuration and decided to modify it further. From China. and a four-bladed propeller was fitted, the designation Note the radiators and oil coolers mounted in the wing center section. rolls had one other advantagegoing for them. Curtiss P.40 Q: Number: 68: Scale: 1:72 : Type: Full kit: Released: 199x | Initial release - new tool: Topic: Curtiss P-40 Warhawk » Propeller (Aircraft) The Q-2 retained the olive drab paint. US only real jack plane, the P-40. Deckcycle Deckcycle Feature Queue. It is not clear if Allison purchased the aircraft and then later resold it or if it was sold as surplus directly from the AAF. The XP-40Q was certainly an aircraft with great performance and excellent looks. A study was done and it wasdecided a two stage Merlin powered P-40 would have rivaled a Spit, Bf-109 or P-51 but none ever flew.The P-60 proved the concept to be a fantasy.BorisThe. canopy (previously tested on a P-40N). The XP-40Q-2A seen at Cleveland, Ohio for the Thompson Trophy Race in 1947. LWP'Sfeared and respected Tempests. The Curtiss P-40 Warhawk was a WWII fighter aircraft that was developed from the P-36 Hawk, via the P-37. clipped wing tips, the cut-down aft fuselage with bubble Aug 5, 2020 - Explore David Vickers's board "P-40 warhawk", followed by 716 people on Pinterest. Gustav E. Lundquist (2 November 1943) via www.wwiiaircraftperformance.org (1.1 MB) if not for if's, but's, and maybe, thingswould certainly be different. Built to USAAF order as 42-104687 but diverted to the RNZAF as Kittyhawk Mk IV NZ3215. Experimental & Prototype Aircraft Projects: Fighters 1939-1945 by Bill Norton (2008) This view of the XP-40Q-3 illustrates the revised canopy compared to the XP-40Q-2A. The aircraft could climb from sea level to 20,000 ft (6,096 m) in 4.8 minutes, 30,000 ft (9,144 m) in 8.9 minutes, and 39,000 ft (11,887 m) in 26.1 minutes. – Memorandum Report on P-40Q Airplane, AAF No. This aircraft would change little throughout its existence. The P-40 design was a modification of the previous Curtiss P-36 Hawk which reduced development time and enabled a rapid entry into production and operational service. The Q-3 was built in early 1944 from a P-40N-25 (serial 43-24571) and was the only XP-40Q actually classified as such by the AAF. High quality Curtiss P 40 gifts and merchandise. The aircraft was moderately damaged in the subsequent forced landing. The Q-3 had a -121 engine and a natural metal finish. add h2o /meth injection and you have a 20% boost in h.p. The coolant radiators have been moved outside of the main gear. During the XP-40N conversion, the aircraft had a bubble canopy installed. (The 1649 was a gorgeous looking plane, though I have never seen it in person) It was vastly superior to earlier variants of the Hawks lineage, and surely These v-12's produced some serious 'grunt'. ( Log Out /  20,500 FT. I’d say,that looking at the numbers, the ‘Q’ was on a pretty even keel ! The lack of hydraulic boost on Japanese aircraft controls meant their maneuverability suffered at speeds near or above 300 m.p.h. but proposed production models were to have carried, Reportedly, the Q-2 was delivered to Eglin Field, Florida for testing in January 1944, but it was back at the Curtiss plant in Buffalo, New York in March for a series of flight tests. The goal was to improve the P-40 to equal or surpass the performance of newer fighter aircraft. As muchas I admire the British Sleeve valve en gines they were extremely costly to build and operate. The ultimate Allison V1710 was the E27 variant capable of 3,000 h.p. Ziegler started the race anyway and was running in fourth place when the engine caught fire after just completing the 13th lap. Change ). See more ideas about Wwii aircraft, Fighter planes, Ww2 planes. Semi-flush low-drag The Q-2A had a natural metal finish. They got it right on that one ! The four .50-cal wing guns are easily seen. – Vee is for Victory by Dan D. Whitney (1998) 1942, Curtiss P-40 Tomahawk and Kittyhawk were introduced. The Q-1 was painted olive drab and had the standard P-40 wing and canopy. Playtest v1. By the time the P-40Q prototype was flying, the Air Force was already getting all the P-38s, P-47s and P-51s it required, all of which were just as good, if not better. The Curtiss P-40 Warhawk is an American single-engined, single-seat, all-metal fighter and ground-attack aircraft that first flew in 1938. Built to USAAF order as 42-104687 but diverted to the RNZAF as Kittyhawk Mk IV NZ3215. It makes one wonder. A flight evaluation from April 1944 again noted the XP-40Q-2 as superior to all other P-40s and a very good aircraft overall. In service to boot.Mass produced and used in everyday service....Sabres are cool, but utterly unreliable at any power setting.When WWII ended so did the Sabre, as far as i know there areNO running Sabres static or otherwise, and for good reason.The highest power output for a Sabre in regular service was the Sabre V at around 2,500-2,600 HP.Weight was decidedly piggish at over 2,350 lbs for thepower unit only.Allison weight was about 1,400 lbs depending on model.As a result Sabre installation in a P-40 would have been an impossability. The wings are still the standard P-40 wings, but they were later clipped by about one foot. Th eturbines are turning at 13,000RPM + but the prop is turning about 1,100 RPM.Similar for WWII era piston engines, most had a gear reduction of between 1.33:1 and 3:1As far as I know Allison V-1710s were equipped with 1.5:1 (prop turning slower than the engine) gear reduction and 7.3:1 or 8:1 blower drive ratio. all to brief but interesting page in the Hawks story. she could rollwith best of them, dive like brick, and dish out a beating as well as take a pounding that would finish off others, yet more often that not, return to base. The P-40 design was a modification of the previous Curtiss P-36 Hawk which reduced development time and enabled a rapid entry into production and operational service. 5 out of 5 stars (15) 15 reviews $ 26.60. The XP-40Q was definitely a nice looking aircraft. The slower-prop-faster-speed is a known phenomenon in the air race world as well. Ever heard of the Napier Sabre IV 24 cylinder sleeve valve 3500 horsepower no more frontal area than a Merlin and barely 8 ft long the Napier would have made this kite go some, Fue una hermosa maquina de limpia arquitectura americana Literalmente una joya de la mecanica. Curtiss P-40 Fighter, USA Air Force 1/72 Scale Ala 72011 . – Curtiss Fighter Aircraft by Francis H. Dean and Dan Hagedorn (2007) The aircraft was repaired and then sent to Wright Field, Ohio in mid-1944. The Q-2 was damaged when it nosed over after a test flight on 24 March 1944. T-Model WWII Curtiss P-40 Warhawk Fighter w/Pilot Q Edition Finished Model Kits. The aircraft’s rear fuselage was cut down and a bubble canopy installed. mouth, and they dropped the bloody apple ! Still utilizing the -101 engine, the Q-2 was noted for having excellent visibility and handling. That’s very interesting. 21 watchers. Extremely high exhaust temperatures prevented further development as it came late in the war. Tempests arrived in Feb /Mar of '45and in a short period of time did a bang up job! The aircraft was damaged again when it ground looped while landing on 31 July 1944. However, some modifications to the cockpit and canopy were made, and automatic radiator and oil cooler shutters were added. is all good but, torque is what gets you moving ! Another view of the XP-40Q-1. Note the radiator air inlets in the wings. Note the oil cooler exit doors on the cowling just in front of the wing. There wasample time to sort out a half dozen or less items onthis a /c. The P-40 design was a modification of the previous Curtiss P-36 Hawk which reduced development time and enabled a rapid entry into production and operational service. Sold for scrap post-War and remained Asplin's Supplies, Rukuhia NZ, 1952-60. An improved version of the Allison V-1710 engine gave rise to the Curtiss H-87, which began life in 1941 as the P-40D and featured a completely redesigned fuselage. At this time, other aircraft with superior performance were available, and there was no AAF interest in repairing the Q-3 because there was no need for a P-40Q. The fast R-3350-powered machines need the EA-2 “slow nose case” that was only used on the L-1649 Starliners (R-3350-988TC18EA-2 Turbo Cyclone engines). In an engagement with any of the above LW a/c, would interesting to say the least, given the ‘Q’ A P-40K airframe was fitted with an Allison V-1710-121 engine rated at 1,425hp for take-off and 1,100hp at … ALL airworthy Allison V-1710 engines were supercharged. attempt. Inspired designs on t-shirts, posters, stickers, home decor, and more by independent artists and designers from around the world. ( Log Out /  The radiator and oil cooler were moved from the P-40’s iconic chin location to the wing center section, just below the fuselage (similar to the XP-40K). P-40 war the United States ever airplanes that are worthy of the name fighters. The XP-40Q-1 was the first aircraft, and it was built in 1943 from a P-40K-10 (serial 42-9987) that had been damaged in a landing accident on 27 January 1943. Had Curtiss only had an ” epiphany ” in mid ’41 – early ’42 the latest…. have fun, and take care. Case in point; The Tempest Vwas delayed for months over a pay dispute by assemblyworkers at Langley. The company’s final two truly successful aircraft, the P-40 Warhawk fighter and C-46 Commando transport, had already flown. much was learned from this, no doubt. Curtiss P-40 Warhawk Aeroplane Men's T-shirt Classic Military Aircraft WW2 Tshirt Christmas gift 100 % Cotton Graphic Tees 3bprint. ( which wouldn’t have been hard to find ) The ” Brass ” should have given the green light to the P-40Q, yet they chose not to. Allison V-1710-121 engine rated at 1,425hp for take-off The oil cooler and engine air intake were relocated to the classic P-40 chin position, but the scoop was shallower and more elegant. Curtiss P-40N “Warhawk” The Curtiss P-40 Warhawk is an American single-engined, single-seat, all-metal fighter and ground-attack aircraft that first flew in 1938. The problem with Curtiss Wright was upper management, dominated by bankers and accountant. It looks like a generator from G.E. After pouring over everything I have I have found no referenceto a two stage Merlin ever being installed in any P-40.I would love to read about that, got a reference?The XP-60 started life as a P-40N and got a British built Merlin 28.That's a two stage Merlin similar to the Packard V-1650-7 used in the P-51D.The P-60 was a non performer despite having a laminar flow wing.Other engines were tried and also failed to impress before the project was cancled.The Allison V-1710-127 was a turbo compounded engine that was statictested to 2,800hp and may have been capable of more.Exhaust temps were high and corrected and a quick fix wasto ingect water into the exhaust stream to drop the tempsto the level the turbo could survive.No P-40 ever flew with a 2 stage Merlin. – U.S. The canopy was a bit smaller, and the flat windscreen was longer and more angled than the windscreen used on the preceding aircraft. A P-40K airframe was fitted with an 42-9987 by Capt. From shop 3bprint. Deemed inferior for use as fighter in Europe, they were sent to the desert where they could counter most of the Italian fighters, although they could not be mached to German Bf-109E and F..." the "q" shiplooked to be quite the performer. Product description Assemble the Curtiss P-40E Warhawk with this 1:48 Scale Plastic Model Kit from Hasegawa. I recently came across info related to tests in GB during the war — sometimes increasing revs on high performance fighters did not increase speed because the prop compressibility losses increased so rapidly with prop velocity. She could turn and roll well, had a significantincrease in airspeed, diving was never really an issue,and now, she could climb!