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Aviation History
1940
1940 - 3438.PDF
472 DECEMBER 5, 1940 HALF OF EVERYTHING An American's Survey of Orders Placed in the United States By LEONARD ENGEL WASHINGTON.A T a time when what is happening in London is so obviously more meaningful, I have as little desire toL write as you have to read about British plane orders in the United States. But American military planes are becoming increasingly important to the United Kingdom, and a survey of the American aircraft industry, particu- larly as it relates to aid to Britain, is once more urgent. The last three months over here have been both hectic and confusing. Here is as clear a picture as it is possible to paint at this time. Remember, if some of the facts and figures given are only approximate, that there is not only the censorship in England, but what amounts now to an informal one almost equally severe in the United States, so far as military matters are concerned. Total U.S. production is fluctuating between 800 and 1,000 a month, light and private planes excepted, of course, but with big transports included along with military machines. In July it was 895, of which 236, according to a published statement by William S. Knudsen, General Motors president who is now in charge of production for the National Defence Advisory Commission, were for the British Purchasing Commission account. August figures show British shipments of 289 planes, although total pro- duction was down to less than 850. The September total U.S. output may be somewhat lower still; the American industry is now passing through the stages the British industry went through a year and a half to two years ago. Deliveries to England will range between 300 and 350 monthly for the next two months, rising to 550 monthly early in 1941. it is not expected that they will reach the thousand-per-month level until late next year. British aircraft orders, which have long since passed the $1,200,000,000 mark, cover just about every usable mili- tary type available. Curtiss P-36S. (Cyclones or Twin Wasp engines) are still being taken (they were originally ordered by the French), but completion of the order is due almost at once. Curtiss Tomahawks or P-40S (Allison V-1710) some of which are being delivered, and P-46S (an improved near-400-mile-an-hour P-40) are on order. Deli- veries of the P-46 are due to begin toward the end of the year in place of the present P-40S. Lockheed's twin- Curtiss P-40 Tomahawks, with Allison engines, are now being delivered. The Grumman F4F-3 has been ordered in small numbers. The British name for the Brewster F2A-1 is the Buffalo. engined P-38 (Allisons), which does 410 miles an hour despite the semi-official 500 m.p.h. ballyhoo, is also ex- pected to begin rolling in December, from a new Lockheed plant specially built for its production. Several hundred were ordered by the Purchasing Commission. Currently being delivered are export versions of the U.S. Navy's Grumman F4F-3 and Brewster F2A-1 monoplane fighters (both about 320 miles an hour). Not more than a hundred of each type are, however, involved. The R.A.F. is also likely to wind up with 120 Vultee Van- guards (with Twin Wasp rather than the Double Wasp engines tried in the prototype). The Vanguards were ordered and paid for by Sweden. But, following the in- vasion of Norway and for fear the planes would fall into German hands, the State Department cancelled the Swedish export licence covering the planes. Now the Swedes would like to sell them. But London is the only The Lockheed P-38 (Allisons) does 410 m.p.h. The Vultee Vanguards for the R.A.F. will have Twin Waspengines. Note wide track.
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