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Hello everybody. Today, I’d like to suggest the Douglas XB-19 for US Aviation in War Thunder. Developed by Douglas in 1938, the XB-19 was a massive, four-engine, piston-powered heavy bomber created as a prototype to explore long-range bomber technology. As the largest bomber built for the US Army Air Forces until the Convair B-36 in 1946, the XB-19 was an engineering marvel of its time despite being outdated. Although only one prototype was ever produced, the XB-19 served quietly during World War II through testing and modifications that contributed to the development of later bombers.
Key Characteristics
- Largest American bomber until the introduction of the B-36 Peacemaker.
- Powered by four 2,000-hp Wright R-3350-5 Duplex Cyclone air-cooled radial piston engines.
- Capable of carrying an impressive bomb load, complemented by 11 machine guns and 2 autocannons for defensive armament.
- Suffered engine cooling issues during long flights.
History
BackgroundIn February 1935, the U.S. Army Air Corps launched a top-secret initiative, Project D, to explore the feasibility of long-range bombers with unprecedented size and capabilities. Unlike typical development programs, Project D was purely experimental, intended to push the boundaries of current and emerging aviation technologies rather than result in a production aircraft. This mirrored the earlier Project A, which led to the Boeing XB-15, another experimental long-range bomber built as a prototype.
Two companies, Douglas Aircraft and Sikorsky, responded to the Army’s request for proposals. Douglas’s design was designated XBLR-2, and Sikorsky’s was XBLR-3. In October 1935, both companies were awarded contracts to create preliminary designs, test components, and prepare mockups. The Army’s ambitious timeline required prototype delivery by March 31, 1938.
By March 1936, both companies had completed mockups for inspection. After evaluation, the Army selected Douglas’s XBLR-2 for development, while Sikorsky was eliminated. Later that year, the Army replaced the BLR designation with the “B-for-Bomber” series, renaming the XBLR-2 as the XB-19. Progress on the XB-19 was hindered by funding shortages caused by the economic downturn, delaying its construction significantly. It wasn’t until 1938 that sufficient funds were allocated, allowing Douglas to resume work, although the project was already well behind schedule.
Design and DevelopmentThe XB-19 was a massive four-engine, low-wing monoplane featuring an innovative tricycle landing gear—marking the first instance of this configuration in an American bomber. The landing gear design was adapted from Douglas’s OA-4A Dolphin amphibian. Its airframe used an advanced all-metal, stressed-skin, flush-riveted construction, and the monocoque wings were so thick that engineers could crawl inside to conduct in-flight repairs.
Initially, the XB-19 was to be powered by four experimental 2,600-horsepower Allison XV-3420-1 liquid-cooled engines. However, development issues forced Douglas to substitute these with Wright R-3350-5 Duplex Cyclone radial engines, each rated at 2,000 horsepower. The aircraft carried 10,350 gallons of fuel internally, with optional auxiliary tanks adding another 824 gallons for extended range.
The XB-19’s bomb bay and underwing racks accommodated a massive payload. Internally, it could carry up to eight 2,000-lb bombs, sixteen 1,100-lb bombs, or thirty 600-lb bombs. The external racks could add another bomb of up to 2,000 lbs each, bringing the maximum bomb load to 37,100 lbs in an overload configuration. Defensive armament consisted of eleven machine guns (six .30-caliber and five .50-caliber) and two 37mm autocannons, though these weapons were not installed during its initial completion.
The XB-19’s crew complement was 16 personnel, with accommodations for additional mechanics and relief crews. Unique amenities included a dedicated compartment with seating, sleeping bunks, and even a galley for serving hot meals during long missions.
Construction Challenges and TestingConstruction delays plagued the XB-19 project. By the late 1930s, advancements in aviation technology had rendered the XB-19’s design outdated before it even took flight. Compounding this, Douglas faced competing priorities and even requested to cancel the project in 1938. However, the Army insisted on its completion, and the aircraft was finally finished in May 1941. The aircraft initially appeared in unpainted natural metal finish.
The XB-19’s public unveiling, following its removal from the classified list, was a media sensation. It was the largest American aircraft ever built, capturing public imagination as a symbol of American airpower. Initial taxi tests began in May 1941, but mechanical issues caused multiple delays. The XB-19 finally made its maiden flight on June 27, 1941, from Clover Field in Santa Monica. It underwent handling evaluations before being transferred to March Field for Army testing. The aircraft’s sheer size and innovative features captured public imagination, prompting President Franklin D. Roosevelt to send a congratulatory telegram to Donald Douglas.
Uneventful Operational Service and ModificationsFollowing the attack on Pearl Harbor in December 1941, the Army camouflaged the XB-19 in olive drab and gray paint and installed its full defensive armament. It underwent additional testing in California before being transferred to Wright Field, Ohio, in January 1942 to ensure its safety from potential Japanese air attacks.
During its evaluation, the XB-19 encountered engine cooling issues, which necessitated keeping the cooling gills open during long flights—reducing its maximum speed to 204 mph at 15,700 feet. The Army finally accepted the XB-19 into its operational service for future operations despite not having the engine problems addressed.
Following the XB-19’s flight trials in November 1942, the Army was unsure what to do with it as it was never intended to enter full-scale production. Ultimately, it was decided to convert the XB-19 into a cargo transport aircraft in the same manner as the Boeing XB-15. By 1943, during the conversion process, the Army wasted no opportunity to re-engine the aircraft with 2,600-hp Allison V-3420-11 turbocharged, 24-cylinder liquid-cooled engines. This solved the plagued cooling problems. However, being a cargo transport aircraft meant it lost armament, but, with new engines, the maximum speed was increased to 275 mph. After the conversion, the XB-19 was redesignated XB-19A.
The XB-19A conducted further testing and provided valuable data on airframe structures, equipment, and powerplant performance, influencing the development of future bombers like the B-29 and B-36. After its testing, the XB-19A operated as a cargo transport aircraft but saw limited use due to its size and impracticality for regular operations. It transferred between several airfields in Ohio, often occupying valuable ramp space. By 1945, the XB-19A’s operational importance had significantly diminished.
On August 17, 1946, the XB-19A made its final flight to Davis-Monthan Field in Arizona for retirement. Although originally intended for preservation, most of its airframe was scrapped by 1949. The only surviving remnants are its two massive main wheels, which are now displayed at the Hill Aerospace Museum at Hill Air Force Base, Utah, and the National Museum of the United States Air Force in Dayton, Ohio.
Specifications
Douglas XB-19General Characteristics
- Crew: 16+
- Length: 132 ft 4 in (40.34 m)
- Height: 42 ft (12.80 m)
- Span: 212 ft (64.62 m)
- Wing Area: 4,285 sq ft (398.1 sq m)
- Propeller Type: 3-bladed constant-speed metal propellers
- Propeller Diameter: 17 ft (5.18 m) diameter
- Powerplant: 4 x Wright R-3350-5 Duplex Cyclone air-cooled radial piston engines
→ 2,000 hp (1,500 kW) each- Internal Fuel: 10,350 US gal (39,200 L)
- Oil Tankage: 376 US gal (1,423 L)
- Empty Weight: 86,000 lb (39,000 kg)
- Loaded Weight: 140,000 lb (63,500 kg)
- Max. Takeoff Weight: 162,000 lb (73,480 kg)
- Basic bomb load: 18,700 lb (8,500 kg) internal
- Maximum overload bomb load: 37,100 lb (16,800 kg) including external racks
Performance
- Power-to-Weight Ratio: 0.057 hp/lb (0.094 kW/kg)
- Cruising Speed: 135 mph (217 km/h)
- Critical Altitude Speed: 224 mph (360 km/h) @ 15,700 ft (4,800 m)
- Wing Loading: 32.6 lb/sq ft (159 kg/sq m)
- Rate of Climb: 650 fpm (3.3 m/s)
- Service Ceiling: 23,000 ft (7,000 m)
- Combat Range: 5,200 mi (8,400 km)
- Max. Range: 7,710 mi (12,410 km)
Armament
- Turrets:
- 2 x 37-mm M4 autocannon guns (50 rounds each)
- 5 x 0.50-cal. M2 Browning machine guns (200 rounds each)
- 6 x 0.30-cal. M1919 Browning machine guns (600 rounds each)
- Basic Bomb Load:
- 8 x 2,000-lb M34 bombs or
- 16 x 1,100-lb M33 bombs or
- 30 x 600-lb M32 bombs or
- 30 x 300-lb M31 bombs or
- 30 x 100-lb M30 bombs or
- Overload Bomb Load:
- 18 x 2,000-lb M34 bombs or
- 26 x 1,100-lb M33 bombs or
- 30 x 600-lb M32 bombs or
- 30 x 300-lb M31 bombs or
- 30 x 100-lb M30 bombs or
Cockpit
Images of Interior
strain gauges that were installed throughout the XB‑19.
Images of Armaments
See Also - Boeing XB-15 (Formerly XBLR-1)
Conclusion | Why it should be in the game
Although its operational history was short and uneventful, the XB-19 remains an iconic milestone in aviation engineering. Its massive size, impressive bomb load, and role as an experimental platform pushed the boundaries of what was possible in pre-war aircraft design. Adding the XB-19 to War Thunder would give players the opportunity to experience one of the largest and most ambitious American bombers of its time. Its historical significance and innovative contributions make it a worthy addition to the game.
- U.S. Bombers: 1928 to 1980s (1984)
- Douglas Aircraft Since 1920 Volume 1 (1988)
- American X & Y Planes Volume 1: Experimental Aircraft to 1945 (2009)
- Douglas XB-19: America’s Giant World War II Intercontinental Bomber (2021)
- Douglas XBLR-2/XB-19
- The Douglas XB-19 the Vast Bomber - PlaneHistoria
- Douglas XB-19 - Wikipedia
Thank you for taking the time to read my suggestion! 😃