Main Menu
User Menu

Military history website

Boeing XP-26

Boeing Y1P-26

Boeing XP-26
Originální název:
Original Name:
Boeing XP-26
stíhací letoun
DD.MM.1932-DD.04.1932 Boeing Aircraft Division, United Aircraft & Transport Corp., Seattle, Washington
Období výroby:
Production Period:
Vyrobeno kusů:
Number of Produced:
První vzlet:
Maiden Flight:
Základní charakteristika:
Basic Characteristics:
Vzlet a přistání:
Take-off and Landing:
CTOL - konvenční vzlet a přistání
Uspořádání křídla:
Arrangement of Wing:
Uspořádání letounu:
Aircraft Concept:
Přistávací zařízení:
Landing Gear:
Technické údaje:
Technical Data:
Hmotnost prázdného letounu:
Empty Weight:
939 kg
Vzletová hmotnost:
Take-off Weight:
1243 kg
Maximální vzletová hmotnost:
Maximum Take-off Weight:
? kg
8.23 m
7.14 m
2.36 m
Plocha křídla:
Wing Area:
13.94 m2
Plošné zatížení:
Wing Loading:
89.15 kg/m2
Počet motorů:
Number of Engines:
Pratt & Whitney SR-1340E o výkonu 391 kW v 3048 m
dvoulistá na zemi stavitelná vrtule
Objem palivových nádrží:
Fuel Tank Capacity:
397 l
Maximální rychlost:
Maximum Speed:
357.3 km/h v ? m
Cestovní rychlost:
Cruise Speed:
305.8 km/h v ? m
Rychlost stoupání:
Climb Rate:
11.5 m/s
Čas výstupu na výšku:
Time to Climb to:
? min do ? m
Operační dostup:
Service Ceiling:
9357 m
1219.9 km
Maximální dolet:
Maximum Range:
? km
1x 12,7mm kulomet Browning a 1x 7,62mm kulomet browning

2x 55kg bomba nebo
5x 14kg bomba
Uživatelské státy:
User States:
Bowers, Peter. Boeing P-26 Variants, Aerfofax Minigraph 8. Aerofax, Arlington 1984. ISBN 0-942548-13-2.
Dowis, Larry. P-26, Mini in Action No.2. Squadron/Signal Publications, Carrollton 1994. ISBN 0-89747-322-1.
Bowers, Peter M. Boeing Aircraft since 1916. London, Putnam 1989. ISBN 0-85177-804-6.
Pelletier, Alain. Boeing - The Complete Story. Haynes Publishing, Yeovil 2010. ISBN 978-1-84425-703-4.
United States Army and Air Force Fighters 1916-1961, Harleyford Publications, Letchworth 1961.
URL : : 0
At the beginning of the 30. years, the USAAC was faced with the onset of jednoplošných bomber aircraft, which were faster than the standard american dvouplošné tank. In September 1931, therefore, the USAAC sent the Boeing requirement for a new monoplane fighter. The initial work on the project Model 248 began in corporate costs in September, and 5. December 1931 Boeing and the USAAC signed a contract of lease for the three prototypes. The actual construction began in January 1932. Model 248 represented a compromise between the modern elements developed at the time by Boeing and the conservative requirements of the air force. Wings (with aluminum alloy chassis) so was not self-supporting, but had the outer reinforcing wires, but it could have a lighter structure and wires have less resistance than conventional struts. On the contrary, the tail surfaces self-supporting were. Similar to the obsolete feature was fixed landing gear, but, again allowing a lighter and simpler design. The torso using proven poloskořepinovou construction with aluminum bulkheads, stringers and covering, and instead experiments with untested engines, which helped to destroy the such as XP-9, Boeing reached for the proven hvězdicovém devítiválci Pratt & Whitney R-1340-9, with an annular cover type Townend. Armament was again standard, one 0.50 in (12.7 mm) machine gun Browning M2 and one 0.30 in (7.62 mm) machine gun Browning M1, placed in the sides of the torso at the level of the floor of the cockpit. Podtrupové hangers, And-3 then allow to hang up the five light bombs, or two 55kg bombs or two flares. Before the label was placed tubular designator C-3, on the root of the right wing it was possible to place fotokulomet G-4. The Pilot sat fairly high so had a good view in all directions except backwards, and only when taxiing in the way the engine cover and later has become a habit when taxiing weave.

Army for the Model 248 using the designation XP-936, which was based on the project numbers allocated to Wright Field in the years 1930-34 the tested aircraft, which remained in the property of the manufacturer. The first XP-936 first flew 20. march 1932, piloted through the Woods to the Tower, after just nine months of work. 25. April was sent to the Wright Field, the second machine was sent nezalétaný at the beginning of march, and later flown to the Anacostie to the tests in the navy. Later, he returned to Wright Field, and resigned the static tests. 25. may was the third XP-936 sent on the Selfridge-Field for the official tests in 1. fighter group. The XP-936 was compared with P-12F, who was at that time still in production and used basically the same engine. The XP-936 was only about 18 kg heavier, but he was about 444 km/h faster and had a about of 2.42 m/s, higher rate of climb. Yet he was ultimately slower than the bombing the Martin B-10, whose prototypes at that time just created.

25. June 1932 army air force all three XP-936 had bought them, and allocated the standard designation XP-26 and serialy 32-412/414. Because at the same time served to the staff of the tests, their label in the summer of that year, changed to Y1P-26 and finally to plain P-26. None of the prototypes survived - the first would be scrapped at Wright Field after the 465 flight hours, the second, who, after returning to Wright Field already never flown, was destroyed in static tests and was scrapped in September 1932. The third flew up to October 1934, when it was destroyed in an accident. Already the army air force ordered 100 of serial machines under the designation the P-26A..
Boeing XP-26 - První XP-936 v den svého rolloutu, před továrnou Boeingu.

První XP-936 v den svého rolloutu, před továrnou Boeingu.
Boeing XP-26 -

URL : : 0
Same machine as on the previous pictures, in a time when it was renamed P-26. He has an elevated ridge, established the later serial the P-26A, and the removed fairing chassis. From the P-26A's, but to distinguish according to the indication of pitot heater failure of the tube, placed on the left wing. The hull is probably blue, wings and tail yellow.

Boeing XP-26 -

URL : : 0