![]() ![]() The aircraft was then delivered to Langley Memorial Aeronautical Institute in February 1939 for wind tunnel tests and numerous design changes were recommended. ![]() When the redesigned XBT-2 was delivered to Anacosta on Augfor flight testing with a larger 1,000 hp Wright R-1920-G133 engine, the performance was greater than expected with a top speed of 265 mph (429 km/h). Also shown are the trouser fairings that housed the landing gear when retracted. Early on, severe tail buffeting was encountered, which was eliminated by perforated flaps. The Douglas Dauntless was a direct development of the Northrop BT-1. Furthermore, it was found that the aircraft could be slowed even greater using both the dive-brakes and flaps together without re-inducing tail buffeting. Despite anticipation that the hole-pattern would affect total-lift, this was found not to be the case. After the modification was completed, test pilot Vance Breese reported that the NACA recommendation was entirely successful. After wind-tunnel tests were performed, it was suggested that the single wave generated by the flaps be broken up into smaller eddies by perforating the flaps. The horizontal stabilizers flapped through a two-foot arc which he admitted, "scared the hell out of me." After running out of solutions to correct the problem, Heinemann contacted the NACA for assistance. When the buffeting complaint first surfaced during testing with the flaps fully open, Ed Heinemann took a ride in the backseat to see for himself. 318 slightly ovalized three-inch holes were drilled into the flaps upon the suggestion of the National Advisory Committee for Aeronautics. This detail was developed on the BT-1 after serious tail buffeting was experienced while diving. The hydraulically actuated perforated split-flaps and dive-brakes were the most distinctive feature of the Dauntless. The gunner did not have control over the landing gear or tail hook, but he had just enough control that he could return to the carrier and ditch nearby. The rear cockpit control stick could be unclipped from the left cockpit sidewall and inserted into a socket in the floor. It had a two-man tandem cockpit with emergency flight controls for the rear gunner. The configuration of the Dauntless was a three spar, low-wing, cantilever monoplane of all-metal construction, except for the fabric covered flight controls. 2 The new model XBT-2, became the forerunner of the now well known Dauntless. 1 On November 28, 1937, numerous major modifications were ordered on the BT-1, one of which was the landing gear being changed from retracting backwards into large fairing trousers beneath the wings, to folding laterally into recessed wheel wells. Northrop was dissolved on Septemand Northrop designs continued production under Douglas. The airplane originated with the design of the Northrop BT-1, powered by a 700 hp Pratt & Whittney R-1535-64 Twin Wasp Junior engine, when the Northrop Corporation was a subsidiary of The Douglas Aircraft Corporation. The French Navy Dauntlesses were the last ones to see combat and were used against the Viet Minh, in French Indochina flying from the French carrier Arromanches (ex-HMS Colossus). It also flew for the Free French as trainers and close-support aircraft in 1944. During the war, the Royal New Zealand Air Force received the Dauntless and were flown by No. It served during WWII with the US Navy, US Marines and US Army air squadrons. Despite being slow and low-tech, it would change the course of the Naval Pacific war. Its capacity to absorb battle damage made it a rugged adversary and is one of aviation history's classic warplanes.ĭesigned as a light bomber and reconnaissance aircraft, by designer Ed Heinemann who worked for Jack Northrop, the Dauntless SBD (Scout Bomber Douglas) was one of the 35 US aircraft types that engaged in the major battles of WW II. The Dauntless first entered service in mid-1939 and distinguished itself in the Battle of Midway against Japanese carriers Akagi, Kaga, Soryu and Hiryu. ![]()
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