This is an idea that I've been developing over several years. The idea is to create a modernized unlimited reno racer version of a P-82/F-82 twin fuselage style aircraft.
* Counter-rotating props are used with super-critical airfoil tips. Super-critical airfoils are also used in the wing and fore-plane. Shockbodies are used on the wings to manage transonic shockwave formation
* The fore-plane has slightly higher AOA and is located ahead of the center of gravity (this layout provides natural stall recovery as the foreplane will stall first - allowing the main wing, which is behind the center of gravity, to naturally pitch the nose down).
* The fore-plane also contains elevator controls to assist in pointing the nose. The idea here is to increase hard-turn efficiency (by lifting the nose INTO the turn rather than only pulling the tail away as in a conventional layout - the Europeans use this technique on their fighters (Rafael, Typhoon & Grippin)). In other words, this aircraft is optimized for turn performance as opposed to straight line performance.
* A boom in-between the two fuselages houses the nose gear - this aircraft has a tricycle landing gear for improved ground handling.
* Area-ruling has been kept in mid with regard to the placement of the cockpit, radiator scoop, wings etc (something that was unknown during WW2).
* The port fuselage contains the cockpit, while the starboard fuselage housing an enlarged radiator scoop to handle cooling requirements of both engines - the aircraft can be taxied using the starboard engine only to save fuel.
* Current testing using X-Plane (using two 3,000 hp merlin V-12s) predicts a top straight line speed of around 520mph, and a sustained 3G turn speed of around 480mph.
* Virtual testing is still ongoing. Additional stall testing, and aircraft handling test need to be completed...
* Counter-rotating props are used with super-critical airfoil tips. Super-critical airfoils are also used in the wing and fore-plane. Shockbodies are used on the wings to manage transonic shockwave formation
* The fore-plane has slightly higher AOA and is located ahead of the center of gravity (this layout provides natural stall recovery as the foreplane will stall first - allowing the main wing, which is behind the center of gravity, to naturally pitch the nose down).
* The fore-plane also contains elevator controls to assist in pointing the nose. The idea here is to increase hard-turn efficiency (by lifting the nose INTO the turn rather than only pulling the tail away as in a conventional layout - the Europeans use this technique on their fighters (Rafael, Typhoon & Grippin)). In other words, this aircraft is optimized for turn performance as opposed to straight line performance.
* A boom in-between the two fuselages houses the nose gear - this aircraft has a tricycle landing gear for improved ground handling.
* Area-ruling has been kept in mid with regard to the placement of the cockpit, radiator scoop, wings etc (something that was unknown during WW2).
* The port fuselage contains the cockpit, while the starboard fuselage housing an enlarged radiator scoop to handle cooling requirements of both engines - the aircraft can be taxied using the starboard engine only to save fuel.
* Current testing using X-Plane (using two 3,000 hp merlin V-12s) predicts a top straight line speed of around 520mph, and a sustained 3G turn speed of around 480mph.
* Virtual testing is still ongoing. Additional stall testing, and aircraft handling test need to be completed...
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