Curtiss P-40 Warhawk

Design

Genesis

The Curtiss P-36 Hawk or Curtiss Hawk Model 75, had known little success because of these disappointing performances. Realizing that its radial engine is at the end of its development, the idea comes to Curtiss, to adapt an engine on line to it, the Allison V-1710. Although not more powerful, this engine with the advantage of having a weaker frontal section and thus allows by aerodynamic profit, a notable increase top speed. A first test, is carried out with the turbocompressée version of Allison, assembled on a fuselage whose cockpit was moved back very behind, the XP-37, it will be followed of thirteen specimens of preproduction YP-37, but the unreliability of the turbocompressors condemns the project quickly. Engineer Donovan Berlin, then requests the permission from USAAC, to assemble Allison V-1710-19, a V12 engine with liquid cooling of 1150 CH with a mechanical compressor on simple floor, in the 10th P-36A (serial number 38-10), the prototype thus constructed, stole for the first time the October 14th 1938. Before fuselage is entirely redrawn, the air intake of the carburettor is on the top of the engine cowling and an oil radiator in lower part. The radiator for the liquid of cooling, is placed him under the fuselage on the level of the leading edge of the wings. On the other hand contrary to the XP-37, the cockpit is kept in the same position. The armament is of 2 machine-guns of 12,7 mm synchronized, on the engine cowling, which is the standard for the American hunters of this time and 6 bomb throwers of 20 books under the wings.

The beginnings are rather disappointing, the plane not managing to exceed 483km/h, and after some gropings, and finally, one creates a whole under the nose, including/understanding a radiator for oil and two for the mixture ethylene - Glycol of cooling. Moreover, the two side pipes of exhaust, are replaced by six independent on each side, and the system of obturation of the landing gear, inherited P-36 is replaced by two more aerodynamic shutters. Following these modifications, the performances increase and the XP-40, reaches 550km/h, which makes it faster than the Hurricane, but less than the Spitfire and the Bf 109, it has however an operating range largely higher than these three planes with 976km, that is to say close to the double (characteristic usual of the American planes).

First series

A competition, known as US Army Pursuit Contest , is launched the January 25th 1939, by USAAC, it opposes the XP-40 to the Bell XP-39, with the Lockheed XP-38, the XP-41 and XP-43 of Republic and the XP-37 and XP-42 of Curtiss. Although less powerful in altitude than the planes equipped with Turbocompressor S, he was considered most acceptable by USAAC, because of his cost and of his already tested cell. He presented especially the significant advantage being able to be product bulk one year before his competitors. USAAC, still influenced by doctrines privileging of the basic hunters altitude, to support the troops on the ground, ordered of them 524 specimens, the April 26th, under the designation of P-40 Warhawk .

The first specimen of series steals the April 4th 1940, it differs from the prototype by the assembly of two additional machine-guns of a gauge of 7,62 mm in the wings and the adoption of Alison V-1710-33 developing 1040 CH. In May, the French Air force, in the search of hunters, places order of 140 Curtiss Hawk 81A1, the version of export, which was distinguished from American P-40 by its instrumentation in metric system, its four machine-guns of wing FN-Browning gauges of them 7,5 mm and the throttle control levers reversed with the French mode. The American order is differed after 200 specimens to accelerate the delivery of these machines, but they will not be ready before the armistice of June 1940, the first stealing only the June 6th. British RAF then decides to take again these planes under the designation of Tomahawk I and the first arrives in England in September, the machine-guns is replaced by Browning of 7,7 mm, but much, because of precipitation, is still equipped with metric instruments and French markings.

The March 13rd 1941, following the first experiments of combat, appears the first P-40B, whose armament is reinforced by two machine-guns of 7,62 mm and the tanks are returned car-sealing by the addition of a Bâche around their walls. USAAC orders of them 131 in September 1940 to take again the delivery of the 324 remaining specimens on its initial contract. The British, them, order 110 specimens of a derivative, the Tomahawk IIA , with machine-guns of 7,7 mm, shieldings for the pilot and a radio of national origin. In parallel, the April 10th, the first P-40C also takes the air him, it is equipped with a very new feeding system while carburizing with new reserves of a capacity of 134 Gallon S, with internal obturation. It introduces also the use of the releasable tank of 52 Gallon S, and of the new radio SCR-247N which replaces the SCR-283. The USAAC sees its initial order supplemented with this model, while RAF orders 930 of them. These modifications, forced to make P-40 suited to the combat, are however very expensive on the mass with the combat of the plane (an increase of almost 11%), and thus its performances, thus the P-40C will be slower of the series, with 583km/h, however the robustness of the plane is rented by its pilots, in particular, at the time of the attacks on the ground on the African theater.

The first recasting

To cure the fall of the performances, the plane is then entirely re-examined for the assembly of a V-1710-39 engine of 1150 horses equipped with a better compressor, it had been proposed the June 10th, on experimental hunter XP-46, but USAAC preferred to see it adapted on an already existing cell. Before is redrawn shorter, which will become the characteristic of the later models of P-40. In fact all the plane is reconsidered, so that Curtiss affects a new designation of factory to him, Hawk Model 87 . The fuselage is thinned, with a length which decreases by six inches. The landing gear is shortened him also and the radiator is advanced and becomes even more extensive to cool the new engine. The armament of nose disappears, and one then installs two machine-guns of 12,7 mm in each wing, with new hydraulic loaders. Two sites for a gun of 20 mm are even envisaged but they in fact will never be used. The France and the the United Kingdom place order as of June 1940, whereas the plane is still on the drawing boards. The French order is cancelled after the defeat of this country, but the English become purchasers of 560 specimens, USAAF, it, will await September to follow. The plane starts to be produced in May 1941, but after only 582 produced specimens, the production rocks on the models Model 87-B2 (P-40E) and 87-A4 (Kittyhawk IA), following a request of the USAAF dated from the February 18th 1941, to increase the armament with six machine-guns of 12,7 Misters This model will be acquired by the USAAF with 2320 specimens, including 1500 P-40E-1, intended for the lease-lend for the the United Kingdom.

Versions with Merlin engines

To improve even more the performances, in particular in altitude, a P-40D is motorized by a Rolls Royce Merlin XXVIII. It takes the air the June 30th 1941 and is characterized by the absence from air intake from carburettor on the engine cowling. In September, the production is launched, motorized by the copy under license of Merlin, Packard V-1650-1. After 699 specimens, the system known as of the blocks of production between into force, with the under-series, P-40F-5-CU, which presents a lengthened fuselage of 66 Centimètre S, to compensate for the influence of the couple on longitudinal stability. Follow the P-40F-10-CU, P-40F-15-CU and P-40F-20-CU, respectively characterized by shutters of cooling to hand drive operations instead of electric, of the equipment of winter and new oxygen equipment for the pilot. The P-40F n°41-13602, affected with tests for the placement of the radiators, was named semi-officially, XP-40F. In parallel, the model 87-B3 is produced (P-40L), whose empty weight at summer reduced, by the reduction in internal equipment, it gained there its nickname of “Gipsy Pink Lee” (name of stripteaseuse of the time). In spite of the profit of weight, the speed is increased only of 6 km/h.

Thereafter, much of P-40F and L, of the USAAF, were reconverted out of p 40R 1 and R2, by the assembly of Allison V-1710-81, in order to be used as advanced plane of instruction. Certain American sources, speak about 600 or of 300, while basing itself on the serial numbers, 70 conversions of F into R1 and 53 of L in R2, are about certain. A version P, derived from the cell of the P-40N will be envisaged in 1943, with 1500 specimens, but Packards, are too very few and the Mustang, absorbs large production now, the order is thus cancelled.

The Chinese version and great series

Whereas the P-40E is on the line productions, the October 28th 1941, the USAAF, places order of 600 P-40K, equipped with powerful Allison V-1710-73 of 1325 CH, that it intends to allot to the nationalist China, within the framework of a Prêt-bail. It is also envisaged that it is the last great series of P-40, which must yield to place it at the future Curtiss P-60, but when the planes start to leave the factory in August 1942, the project of P-60 suffers from difficulties and delays, and it order is then increased with 1300 planes, which are produced beside the versions with Packard engine. The August 24th 1942, an new agreement, is signed, always for the lease-lend, on 600 specimens of a new version drawn from K, but with a V-1710-18 engine. It is distinguished from its predecessor by the addition two small catches of cooling in front of the exhaust, it will start to be delivered starting from November 1942, the majority going to the air forces of the the Commonwealth.

At the beginning of 1943, the performances of the plane are still lagging behind by report/ratio, in P-51 Mustangs and P-47 Thunderbolts. Curtiss starts an in-depth work then to reduce the structure, the visibility backwards is improved by increasing the size of the back glazings. Of this study, was to emerge two versions, the NR and the P, the second equipped with Packard, must be soon abandoned, for lack of engines available. On the other hand, P-40N , will know several successive contracts, which will make of him P-40 more produced, with 5219 specimens. First batches of 400 P-40N-1-CU, leaves starting from March 1943, thanks to the use of aluminum, lighter wheels, the removal of two machine-guns and the reduction in the capacity while carburizing with 462 Liter S, it weighs only 2720 kilograms with vacuum and thus in spite of the use of the same engine is much more powerful. It is fastest of all P-40, with a top speed of 608 km/h.

Block P-40N-5-CU still improves the visibility with a canopy without amount, but it reintroduces the armament with six machine-guns, at the request of the pilots, and the points of carrying of load-bearing capacities the external load capacity to 680 kg. Thereafter the volume of the tank is also increased, and the performances starts again to drop. In 1944, the last two contracts of delivery of P-40, are signed, the February 14th for 500 P-40N-30-CU and 500 N-35-CU, and the June 30th for 1000 N-40-CU. Thereafter this last contract is tiny room to 220 planes, and last the specimens leaves the chains, the November 30th, it is the 13739e built P-40. The attempt at Curtiss, to start again once again its plane by equipping it with a canopy in water drop, fails because henceforth the more modern and powerful models, like the North American P-51 Mustang, are available of sufficient number, any development on P-40 ceases then.

Let us note in conclusion that Curtiss, which had been the most important American aeronautical manufacturer of its creation at 1941, went bankrupt shortly after the end of the war in spite of the importance of the orders of P-40, the SB2C Helldiver (more built bombers in piqué) and of C-46 Commando (of which all the characteristics overrode those of its rival C-47/DC-3). The first place was taken by Boeing, a very small mark before B-17 (however him also theoretically lower than B-24 de Consolidated)…

Engagements

With the USA

First P-40 were allowed in the USAAC, within 8th Pursuit Group (group of interception), based on the aerodrome of Langley, in Virginia. 20th to Hamilton in California and the 31e with Selfridge in the Michigan followed shortly after. The first external deployment was done within the 37e and of 16th, based with Panama, then the 36e with Puerto Rico and 15th and 18th with Hawaii. During 1941, the P-40B and C, supplement the formations and equip some with news like the 24e, based with the Filipino. The P-40E starts to enter in service, amongst other things within the 24e and of the 35e which Filipino fault of being able to reach the , will be deployed with Java.

The attack Japan ease, will surprise 15th, 18th, 20th, 24e Pursuit Group on their respective grounds. With Hawaii, at the time of the attacks on Pearl Harbor, only seven apparatuses, of which four of the 47e Pursuit Squadron, based in Haleiwa Field, manage to take the air and to attack Japanese. They will assert five victories, including four for only the George S. Welch. The other planes will be grapeshots on their grounds of Wheeler Field and Bellows Field and three shot down on takeoff. At the end of the day, of the 99 P-40B and the 60 P-40C present, only 25 are in a state of vol. the scenario is similar enough for the 24e Pursuit Group, on the ground of Clark Field with the Filipino , the 107 P-40B, present are not more which 22 after four days of combat, 26 being destroyed on the ground, dice the December 8th. The lieutenant Boyd D. Wagner on its P-40E, will nevertheless succeed in cutting down four Nakajima Ki.27 50e Sentai, the 12, it will add of it the another 16. Thereafter, the majority of P-40 of USAAF, will be used rather for the advanced drive, but a few units operating on faces known as “secondary” will continue to use P-40 with the combat. Among them, two units of MTO, are particularly known, the 325e group of hunting “Checkertail Clan” (12th USAAF then 15th USAAF, which obtained 130 air victories from April at October 1943 and the 57e group of hunting (12th USAAF) which operated on P-40 until the beginning 1944. This last obtained 140 victories, and be likely to take part in the interception of a convoy of Junkers Ju 52, the April 18th 1943, following the decoding of the German secret codes of the machine Enigma. On this occasion, at least sixty ten German planes were cut down, against six to seven allied. Another group of famous hunting on P-40, was the 23e (14th USAAF), which succeeded the flying Tigres in China, and which operated on this plane until the end of the war with very a victories positive ratio/losses.

Air forces of the the Commonwealth

RAF receives its first Tomahawk I, in September 1940. The plane is quickly regarded as unsuitable with the combat, because of the lack of shieldings and car-sealing tanks, but considering the urgency of the situation, into full Bataille with England, the apparatuses despite everything are poured, temporarily, within the units of combat but will not be committed. The drawn aside threat, the plane is then returned to tasks of advanced drive. The British order thereafter 110 Tomahawk IIA, then they buy 930 Tomahawk IIB, delivered in four batches. With the entry in war of the Soviet Union, the British government, decides him to provide 23 Tomahawk IIA and 195 Tomahawk IIB, at the same time directly starting from the USA and while drawing from its reserve made up in England in preparation for a possible German unloading. 6 IIB, are also provided to the Royal Egyptian Air Force and a certain number of the same model to the Turkey to support its neutrality. 100 Tomahawk IIB, will constitute the first planes of the flying Tigres, in China. Moreover, one Tomahawk IIA, is affected with the Canada, for the drive, and 31 B was lost at sea during their transit.

With the arrival of Tomahawk II, the number of units which employ the American hunter increases, the escadrilles 2,26,73,112,136,168,239,241,250,403,414,430 and 616 of RAF use the plane then. The forces of the other countries of the the Commonwealth, also start to use the plane: the Royal Australian Air Force within its 3rd and 450e escadrilles and the South African Air Force, in its 2nd and 4th. The majority of these units were deployed in Egypt and with the the Middle East. The first use with the combat, took place, at the time of the revolt Iraq ienne, the May 2nd 1941, the providing 250e squadron, 2 Tomahawk of escort to the bombers tackling the air base of Palmyre, where are parked the German planes which forwarded by the Lebanon. Following engagement took place, at the time of the countryside against the Vichyist Lebanon , during which, the 3rd squadron South-African, destroyed one and damages 3 Dewoitine D.520, the June 8th, then two Ju-88, operating Crete, the June 12th. The intervention of this flotilla gave the advantage to the RAF on this face, as well by the superiority in aerial combat of P-40 on French D-520 as by its employment in the strafings, than the French hunters did not practice. During this time, the 250e squadron in Egypt, allocates an Italian reconnaissance aircraft, and during the summer it is reinforced by the squadron 112, which perceives of Tomahawk II, to replace its Gloster Gladiator lost in Crete. It is this unit which will have the idea to paint the first mouths of shark on the plane, decoration which will be taken again later by the flying Tigres.

With the combat, Tomahawk II appears higher than the Messerschmitt Bf 109 of its time at the time of the combat at low altitude, but with the top of 5000 Mètre S, its compressor penalizes it too much. But on the African face, it is of especially opposite with FIAT CR.42 Falco and FIAT G.50 Freccia definitely lower, so that some pilot, like Neville Duke, pretty prize lists obtain. The Australian one, Cleaves Caldwell for example, obtains 15 victories and half on the plane and he will add 5 of them on Kittyhawk.

The 564 Kittyhawk I, ordered as of May 1940, will be delivered starting from May 1941. They are the P-40 last bought by the British, 96 will be assigned to the Royal Canadian Air Force, but finally 72 of those will be delivered to the Turkey, to guarantee its neutrality. The following models will be lent under the terms of the law of Prêt-bail, namely:

1500 Kittyhawk IA, of which 163 went to RAAF, 133 with the RNZAF, and 11 with RCAF.
150 Kittyhawk II (P-40F), 10 were returned to USAAF to North Africa, 7 were used for FAFL within the II/5 Fayette , 100 were transferred to the Soviet Union and 7 lost at sea during the delivery.
100 Kittyhawk II (P-40L)
192 Kittyhawk III (P-40K), including 42 for the RAAF, 22 for the RNZAF and 9 for the RCAF.
160 Kittyhawk III (P-40L).
264 Kittyhawk III (P-40M) for the RAF, 168 for the RAAF and 34 for the RNZAF.
586 Kittyhawk IV (P-40N) which was useful in will squadrons 112,250 and 450 of the RAF.
468 Kittyhawk IV (P-40N) which was useful in will squadrons 75,78 and 80 of the RAAF.
172 Kittyhawk IV (P-40N) for the RNZAF.
35 Kittyhawk IV (P-40N) for the RCAF.

Australian units having used P-40: 3rd, 75e, 76e, 77e, 78e, 80e, 82e, 84e, 86e, 120e (the Eastern Indies) and 450e escadrilles of hunting.

New Zealand units having used P-40: 14th, 15th, 16th, 17th, 18th, 19th and 20th escadrilles of hunting.

France

GC II/5 (future Fayette), whose H75 had been destroyed at the time of the Anglo-Saxon unloading, was re-equipped on P-40F Warhawk in AFN as of on November 25th, 1942 thanks to the intervention of an American veteran of 14-18 who had been useful in the flotilla of the same name. In April 1944, the P-40F were replaced by P-47D Thunderbolt.

American Volunteer Group (AVG): flying Tigers

In Soviet Union

deliveries with the Soviet Union (total 2097):

16 P-40G delivered in October 1941, plus 1 in 1943
23 Tomahawk IIA
195 Tomahawk IIB
100 P-40F
1758 P-40N?

Alternatives

Prototype XP-37 with engine Allison V-1710 and General Electric turbocompressor.
YP-37 preproduction with engine Allison V-1710 and General Electric turbocompressor, 13 specimens.
XP-40 (designation machines: Curtiss Hawk Model 75P), prototype with engine Allison V-1710 and mechanical compressor.
P-40 (designation machines: Curtiss Hawk Model 81) first alternative produced, 2 machine-guns of 12,7 mm on the cap and two of 7,62 in the wings, 199 specimens, starting from June 1940.
Tomahawk I (designation machines: Curtiss Hawk Model 81A1) version of export of P-40 in the beginning a French order, taken again by RAF, 140 specimens, starting from June 1940.
P-40A designation was carried by P-40 converted for the photographic recognition (serial number 40-326) into March 1942.
P-40B (designation machines: Curtiss Model Hawk 81B) 4 machine-guns of 7,62 in the wings, 131 specimens, starting from March 1941.
Tomahawk IIA (designation machines: Curtiss Hawk Model 81A2) version of export of B for the RAF, 4 machine-guns of 7,7 in the wings, shielding, tanks car-sealing by outside and a radio operator British, 110 specimens.
P-40C car-sealing tanks, 193 specimens, starting from April 1941.
Tomahawk IIB (designation machines: Curtiss Hawk Model 81A3) version of export of C for the RAF, 4 machine-guns of 7,7 mm, tanks car-sealing by the interior, American radio, 930 specimens.
P-40D (designation machines: Curtiss Hawk Model 87A1) 4 machine-guns of 12,7 mm in the wings, driving V-1710-39 of 1150 CH, fuselage slightly narrower, glass review, intake air of cooling increased, 22 specimens, starting from May 1941.
British Kittyhawk I designation of Model 87A1, 564 specimens.
P-40E (designation machines: Curtiss Hawk Model 87B2) six machine-guns of 12,7 mm in the wings, 820 specimens, starting from September 1941.
P-40E1 or Kittyhawk IA (designation machines: Curtiss Hawk Model 87A4), version intended for RAF within the framework of the Lease-lend, 1500 specimens.
P-40F (designation machines: Curtiss Hawk Model 87D) version with Packard V-1650-1 (Rolls Royce Merlin licensed product), not of air intake of carburettor on the cap, 1311 specimens, starting from December 1941.

P-40F-5-CU fuselage lengthened
P-40F-10-CU orders of manual shutters of radiator.
P-40F-15-CU equipped for the winter conditions.
P-40F-20-CU new oxygen system for the pilot.

P-40G (designation machines: Curtiss Hawk Model 81AG) designation allotted to 44 P-40, equipped with wings of Tomahawk IIA.
P-40J project of a turbocompressée version of the E.
P-40K driving Allison V-1710-73, 1 300 specimens starting from August 1942.

P-40K-1-CU identical to the E, except the engine
P-40K-5-CU rotary valve for cooling
P-40K-10-CU long fuselage of the P-40F-5-CU.
P-40K-15-CU idem, plus winter equipment.

P-40L reduced version derived from F, often 4 machine-guns, called “Gypsy Pink Lee” in the honor of stripteaseuse, 720 specimens starting from August 1942.

P-40L-1-CU even armament and tanks that F.
P-40L-5-CU armament reduced to four machine-guns, tanks before wing withdrawn
P-40L-10-CU trim of ailerons with electric drives, modified engine controls
P-40L-15-CU filter air of the improved carburettor, revision of the navigation lights.
P-40L-20-CU change on the radio and the electrical circuit, grenade flamer for the self-destruction.

P-40M or Kittyhawk III P-40K with Allison V-1710-81 of 1 200 ch, two small air intake on the level of the pipes of the exhaust, 600 specimens, 264 with the RAF, 168 with the Australia, 34 with the New Zealand and 19 the Brazil.

P-40M-1-CU reinforced ailerons
improved P-40M-5-CU filter air of the carburettor and ailerons.
P-40M-10-CU indication of the landing gear improved, change on the feeding system while carburizing.

back P-40N fuselage increased to compensate for the couple of the Allison last, structure and train reduced, the built last will have Allison V-1710-115 of 1 360 ch, 5 219 specimens produced starting from 1943, the Great Britain in receipt 586, under the name of Kittyhawk IV , but the 130 first were yielded to the Soviet Union. The Australia in perceived 468, the New Zealand 172, the Canada 36 and the Brazil 41.

P-40N-1-CU (March 1943) 122 gallons of internal fuel, 6000 pounds with vacuum, four machine-guns.
P-40N-5-CU new without amounts, restored armament with six machine-guns.
P-40N-6-CU modification of ground of the precedent with camera for the recognition.
P-40N-10-CU prepared for the winter conditions, four machine-guns.
P-40N-15-CU capacity of the tanks of wing increased, six machine-guns, battery moved in front of the firebreak, new landing lights.
P-40N-20-CU V-1710-99, V-1710-81 with automatic check.
P-40N-25-CU tanks, instruments of table revised
P-40N-26-CU modification of ground of the precedent with camera for the recognition.
RP-40N-26-CU three specimens P-40N-25-CU, converted into two-seat trainers.
P-40N-30-CU (February 14th, 1944, 500 specimens) identical to N-25, share the electric system.
P-40N-31-CU thirty and one N-30, converted into two-seat trainers.
P-40N-35-CU (February 14th, 1944, 500 specimens) improvement of the systems of lubrication, electric, radio and equipment ADF.
P-40N-40-CU (June 30th, 1944, 1 000 ordered specimens, reduced to 220) driving V-1710-115 of 1 360 ch, ailerons entirely metal, not of propeller with automatic check.
XP-40N designation of a P-40N converted with a canopy drips of water.

P-40P version identical to the NR, but equipped with Packard V-1650-1, 1 500 envisaged, cancelled in consequence of the lack of engines.
P-40Q1 P-40K converted into 1943 by the assembly of V-1710-121 and a four-bladed propeller, radiators moved with the wing root, 1 built prototype.
P-40Q2 modified P-40N, four-bladed propeller, glass water drop, oil radiator to the wing root, 1 built prototype.
P-40Q3 similar to Q2, but with wings from lower cord and a slightly different canopy, 1 built prototype.
p 40R 1 conversion of P-40F in the plane of drive with an engine Allison V-1710-81, at least 70 realized.
p 40R 2 conversion of P-40L in the plane of drive with an engine Allison V-1710-81, at least 53 realized.
RP-40 designation of P-40 starting from the October 22nd 1942
RP-40G designation of the P-40G starting from the October 22nd 1942

Other characteristics

P-40 was really an inexpensive plane if one refers to the average costs of the various hunters of USAAF:

Lockheed P-38 Lightning : 126 234 Dollar S
Republic P-47 Thunderbolt: 114 377 Dollar S
Seversky P-43 Throw: 85 694 Dollar S
Beautiful P-39 Airacobra: 71 965 Dollar S
North American P-51 Mustang: 64 872 Dollar S
Curtiss P-40: 54 675 Dollar S

costs of the various models of P-40:

P-40: 51.538 Dollar S (of which cell 24 889, driving 17 126, propeller 3 425, electronic 1 360)
P-40E: 59.618 Dollar S (of which cell 27 482, driving 16 885, propeller 2 481, electronic 3 160)
P-40N: 52.869 Dollar S (of which cell 27 189, driving 10 702, propeller 3 110, electronic 7 154)

See too

List of the military aircrafts
Allison V-1710

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