TWO WINGS & TOO LATE — THE GREGOR FDB-1
There is no doubt that Canada, pound for pound, fights above its weight when it comes to aerospace technology and contribution to modern aircraft design and propulsion systems. Canadians have always put their talents and genius behind aerospace projects that effect their daily lives–simple aircraft that perform rugged tasks, hauling freight and Canadians across vast areas, connecting communities, making all corners of Canada accessible. From our love affair with the de Havilland Beaver and its simple workman-like beauty to the slender high tech simplicity of the Dash-8/Q400 series of airliners found all over the modern world to the ubiquity of the PWC PT-6 series turboprop engines, Canada's mark on modern aviation is huge, and quietly, humbly, everywhere from Alert to Antarctica to Europe to the Equator.
Our engine and aircraft designers are second to none. Our efforts are largely focused on solving aerospace problems that make life easier in a country where cities are strung out across the bottom of the land like a necklace, but our aerospace technology benefits the entire world. Medical evacuations from the South Pole in the dead of winter are possible with Canadian pilots (Kenn Borek), Canadian aircraft (Twin Otter) and Canadian engines (PWC PT6). From Scandinavia to Japan to New York to Sydney, passengers enjoy the comfort and quiet of Dash-8 and Q400 medium range airliners. Business executives and rock stars travel in luxury aboard Canadair Challenger business jets. Canada is an aerospace giant… albeit a quiet one.
Our vast and peaceable country is not today and never will be a centre for designers, builders and purveyors of front line offensive aircraft like fighters and bombers. But that doesn't mean we didn't give it a try. While Canadians, through licence, have built thousands upon thousands of offensive aircraft, from Hurricanes, Lancasters and Mosquitos to Sabres and Starfighters, the successful home grown fighter aircraft design has eluded us entirely except for the Avro CF-100 Canuck, a large straight-winged all weather interceptor of the 1950s. Its utility was unquestionable, its capabilities solid, reliable and workman-like, but it failed to capture the imagination like the spiffy delta-winged and needle nosed fighters of the United Sates, France and Great Britain. Even its nicknames gave vent to its lack of glamour – the Clunk, the Lead Sled, the Zilch or the Beast. It was so solidly built that, though the airframes were designed for 2,000 hours, they could last for more than 20,000 hours.
The one other home grown attempt to get into the Cold War fighter game, the Avro CF-105 Arrow was everything the CF-100 was not–sexy, rocket-fast, expensive, glamourous, sleek, lean, gigantic and so not like us Canadians. By any standards of design today, it was a visual stunner. It held the promise on its broad white wings that Canada would be vaulted into the future ahead of everyone. It held the promise of Mach 3 and ceilings of 60,000 feet. It was in the prototype and test stages of its development when the entire project was cancelled in 1958 due to runaway cost overruns, strategic realignment and, as some conspiracy theorists like to say, meddling from big business and government south of the 49th parallel. It was all a bunch of hoohaw. The development of the Arrow was simply too expensive for a country of a 16 million (1956) sober souls to shoulder. Americans already had in place aircraft with similar capabilities. The bleeding had to stop.
With the demise of the Arrow, the Canadian home-grown fighter idea died… thankfully. Now Canadians could build licensed Starfighters and Sabres, and focus their design attentions on what would eventually lead them to become one of the greatest aerospace countries in the world. Meanwhile, over the next five decades the fighter business dwindled and shrunk in Britain and the US. Gone today are the fighter giants of years gone by – Supermarine, Hawker, de Havilland, English Electric, Blackburn, Republic, North American, Convair, Douglas, Northrop, Vought, McDonnell and many more. Today, after mergers and devourings, only a few blended players remain standing. Canada should be grateful for the cancellation of the Arrow, as its demise enabled our manufacturers to focus on where the money and future was–civil aviation.
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The Other Canadian Fighter Aircraft Failure
There is one other fighter aircraft, designed and built in Canada that most Canadians, even aerophiles, know little about. It too was beautiful and elegant, with lots of promise, considered by some to be the finest of its type built to that point. The problem was that the type was the high-performance biplane fighter-bomber. The aircraft was the Gregor FDB-1 (FDB for Fighter/Dive Bomber), designed and built at Canadian Car and Foundry (Can-Car) in Fort William, Ontario. Sadly, biplane fighters at the time of the FDB-1's first flight in February, 1939, were about as out of favour as dirigibles, observation balloons, and tri-planes.
While there were plenty of biplane fighters in operation around the world at the time, and a couple (Polikarpov Chaika and the Fiat Falco) that were just coming on line at the time of the Gregor, they were the final variants in a largely successful line of biplane fighters, stretching back a decade, recognized for the good qualities, and made better as an interim solution before the arrival of the new generation of all-metal monoplane fighter aircraft. Consider that the Hurricane, Spitfire, P-40 Warhawk, and Messerschmitt Bf-109 were all operational by the time of the Gregor's first flight. Within one calendar year after the first flight of the Gregor fighter, the Vought Corsair, P-38 Lightning, Mitsubishi Zero and FW-190 would make their maiden flights.
Though much of the design and all of the construction of the FDB-1 prototype took place in Fort Willam's Canadian Car and Foundry Factory out on the far reaches of the Great Lakes, it was in fact not designed by a Canadian. But if the American's can claim that the Mercury, Gemini and Apollo programs were 100% American and ignore the impact of the more than 40 German rocketeers like Werner von Braun, then the Gregor FDB-1 was a Canadian as Howie Morenz.
The lead designer on the FDB-1 project at Can-Car and the man after whom it would be named, was a Georgian by the name of Mikhail Leontyevich Grigorashvili who had come to Canada as an American citizen, failed entrepreneur and now newly-hired Chief Designer. By the time he arrived at Fort William (today's Thunder Bay), he was known simply as Michael Gregor, aircraft designer and the owner of an impressive resumé with experience both in the Soviet Union and in the United States of America.
Grigorashvili was part the Russian (from Georgia, predominantly) invasion of exceptional aircraft designers that were the lucky fallout for the United States of America–men like Igor Sikorsky, Alexander de Seversky, Alexander Kartvelishvili, Mikhail Grigorashvili and Mikhail Stroukoff. When the Bolsheviks took over Russia from the aristocrats, nobles and Tsars in 1917, it was only a matter of time before they laid the same iron hand on neighbouring states and created the Soviet Union. There was no love lost between the communists who rose from the factory worker and peasant classes and the intellectual and refined noble classes of Russia and the new Soviet states like Georgia and the Ukraine. Facing steady marginalization and inevitable death as aristocrats in an intellectual pogrom, these future talented designers and latent capitalists headed for fertile territory.
Igor Sikorsky is considered the father of the modern rotor winged aircraft configuration. In Russia he designed and flew the world's first multi-engine aircraft, the Russky Vityaz in 1913 and later in 1914, the worlds first airliner–the Ilya Muromets. He was born in Kiev, Ukraine to a father with both Russian and Polish nobility in his blood. His company is one of the largest helicopter aerospace companies in the US today.
Alexander de Seversky was also born a noble in Tblisi, Georgia, part of the Russian Empire. His father was one of the first Russian aviators, whose first aircraft was a Blériot custom modified by Mikhail Grigorashvili. A decorated naval aviator of the First World War, he was a Russian naval attaché to the United Sates in 1917. Following the revolution, he remained in the United Sates. With money made from patents for the world's first gyro-stabilized bomb sight and a patent for air-to-air refueling, he started Seversky Aero Corporation, which would move and grow over the years and become the aerospace behemoth known as Republic Aviation Corporation, producers of the P-47 Thunderbolt, Seabee, F-105 Thunderchief and the F-84 series fighters - ThunderJet, ThunderFlash and ThunderStreak.
Alexander Kartvelishvili was another Georgian ex-patriot with nobility in his blood. Following the turmoil of the revolution, he moved to France where he graduated from the Highest School of Aviation in Paris. After moving to the US, and with an abbreviated name, Alex Kartveli became an influential aircraft engineer and a pioneer in American aviation history. He led the team (with Mikhael Gregor) that designed and produced the robust P-47 Thunderbolt, the largest, heaviest, and most expensive fighter aircraft in history to be powered by a single piston engine. Kartveli achieved important breakthroughs in military aviation in the time of turbojet fighters. He is considered to be one of the most important and innovative aircraft designers in US history and the world.
Michaal Gregor, the man who would lead the design of the FDB-1, certainly the last of the new-concept biplane gun fighters was part of this Russian pantheon. At the time, there is no doubt that the Can-Car design team had not fully thought out the wisdom of another, albeit sophisticated, biplane fighter aircraft when the first flights of the Messerschmitt Bf-109 and Spitfire had happened years before. They surely thought, as do many companies today that hang onto legacy technologies, that there will always be a task for a biplane fighter. And Canadian Car and Foundry, learning that Gregor was of the same background as de Seversky and Kartveli, the emerging superstars of modern fighter development in the United States, could not help but bring him into the fold as a designer/saviour that would elevate them from license-building copies of other company's aircraft to building legends.
Gregor had a pretty impressive resumé, having worked in aircraft design at Dayton-Wright Aircraft, Curtiss-Wright, Bird Aircraft and had been the Deputy Chief Designer at Seversky's growing company, working with him on early design development on aircraft that would ultimately lead to the P-47 Thunderbolt. In 1937, Gregor was hired by Canadian Car and Foundry as Chief Designer, working on in-house projects and beginning the process of designing and building a new biplane fighter-bomber of his own design. The rest of the world, including the RAF which the RCAF would likely follow was either converting to the monoplane or deploying the the last variants of biplanes that had been in development and use for years. Despite the fact that there were some who doubted the attributes of a monoplane as a better configuration than the reliable old biplane, history would, in a matter of months, demonstrate the ascendancy and indeed supremacy of the all-metal monoplane fighter and bomber.
The Finale – The Canadian Car and Foundry Gregor FDB-1
In many respects, the Gregor FDB-1 would be Michael Gregor's and indeed the likely the world's last brand new ground-up biplane fighter design–his finale. In describing the attributes and technological details of the FDB-1, I think I could not do as well as the Wikipedia entry for the Gregor. It lays out plenty of detail:
Similar in size and dimensions to Grumman's F2F Navy fighter and also designed to operate from aircraft carriers as a dual fighter/bomber, Michael Gregor's FDB-1 had an empty weight of 2,880 lb and a gross of 4,100 lb. As in many other gull wing fighters, pilot's view while flying straight and level was excellent, but marginal when landing and extremely poor when looking downward during that critical phase. Hydraulically operated landing gear retracted flush into large wells on either side of fuselage, ahead of the lower wing. Twenty-eight foot span top wing featured nearly full span slats measuring 10 ft (3 m) per side, plus all-metal split flaps of 4 ft (1 m), 3 in per side, positioned between root and ailerons. Bottom wing span of 23 ft (7 m), 10 in also incorporated longer split flaps of 7 ft (2 m), 9 in per side. Like many a Soviet and Polish contemporary that had preceded it, biplanes as well as high-wing monoplanes – the center section of the top wing on Gregor's trim fighter had a gull-wing configuration, attached at right angles to the fuselage for less drag. This was supposed to afford improved visibility too, particularly straight ahead in level flight.
The compact 21 ft (6 m), 8 in fuselage of the Model 10 FDB-I utilized a monocoque shell of circular cross section, covered by flush-riveted, stressed skin. The all-metal wings were fabric covered behind the front spar and metal-framed control surfaces were also fabric covered. An anticipated range of 985 miles (1,585 km) was based on 95 gallons of fuel carried in a pair of semicircular-shaped tanks mounted side-by-side in the fuselage, between the wheel wells. The structure was extremely robust and capable of withstanding stress forces 60 percent above requirements. A pair of fuselage-mounted .50 cal. machine guns, synchronized to fire through the Hamilton Standard's nine ft propeller arc, were part of the design, but armament was never installed. Additionally, two 116 lb bombs were to have been carried, one under each lower wing.[1]
Streamlining on the FDB-1 was accentuated. The engine was snugly faired into a NACA cowling reminiscent of earlier Seversky fighter designs, also heavily influenced by Gregor, who left that company early in 1937. The rearward sliding center section of cockpit's canopy, spacious for such a small airframe, was a unique Gregor innovation. The FDB-1 clean lines partly were accomplished by the attachment and support of wings via substantial faired "V" interlane struts. Flying and landing wires and cables were replaced by a single faired strut running between the root of the top wing rear spar and the foot of the "V" strut where it joins the lower wing at its front spar. A system of tubes moved the control surfaces, except for the rudder, which was partially operated by cables.
When rolled out, the Gregor FDB-1, as it was called, for Fighter Dive Bomber, was not only robust and solid, it also looked exceptionally sleek. Registered CF-BMB, the letters embossed in white over a high gloss metallic dark gray paint job, the dual purpose aircraft's only other markings were ten horizontal white bands on its rudder.
Early in 1938, in a spirit of Commonwealth cooperation, a wooden model of Gregor's new Model 10 fighter was sent to Hawker Aircraft's wind tunnel facility at Kingston upon Thames, England. Manufacture of the prototype began at Thunder Bay, on the north shore of Lake Superior, shortly thereafter. The aircraft, c/n 201, was completed by mid-December 1938, "amid an atmosphere of war jitters, well salted with tales of German spies visiting the factory in disguise."
On its first flight test on 17 December 1938 Can-Car Test pilot George Adye put the FDB-1 through a preliminary flight test program carried out at Can-Car's Bishopfield Airport, Thunder Bay, on Lake Superior. [Author Jonathan Kirton, an historian who wrote a book on the subject of Can-Car, has since determined that the first test flights of the FDB-1 were undertaken at Montreal and not at Thunderbay as indicated here in the Wikipedia entry. We can assume that the test pilot Adye's findings are correct.–Ed] Ayde immediately noted the upper gull wing was a major defect as on takeoff and landing, a pilot's vision was severely limited downward and forward. Ted Smith who tested the FDB-1 in 1941 was more succinct when describing visibility over the gull wing, "blind as hell."
While expressing enthusiasm over its maneuverability, Ayde warned that the controls were far too sensitive and the angles of the lowered flaps too great. His assessment was correct; on a subsequent landing, the prototype flipped on its back, although the damage was kept to a minimum due to its rugged construction.
Among the new devices incorporated within the FDB-1 was an anti-spin parachute in its tail cone. The pilot activated the parachute from the cockpit by a three-position switch. The first opened the cone, the second deployed the chute behind the aircraft, and the third released the connecting cable.
Recorded top speed was only 261 mph (420 km/h) at 13,100 ft (3,990 m), with the old P&W R-1535-72 engine of 700 hp, which had powered the Grumman F2F-1. But that aircraft, with a slightly lower empty weight, had only reached a top speed of 230 mph (370 km/h). With the installation of an improved P&W R-1535-SB4-G of 750 hp, top speed was expected to rise to 300 mph (500 km/h). Meanwhile, Gregor had already programmed his fighter to accept the 1200 hp. P&W R-1830 Twin Wasp then being installed in Grumman's new monoplane fighter, the XF4F-3; and with it, he fully anticipated a top speed of 365 mph (587 km/h). and aircraft was highly maneuverable. Initial rate of climb was an exceptional 3,500 ft (1,070 m). per min, compared to Grumman F2F's 2,050 ft (625 m) per min. with same engine. Service ceiling was estimated at 32,000 ft (9,800 m), 5,000 ft (1,520 m) higher than the F2F's. FDB-1 had a cruise of 205 mph (330 km/h), a low-speed capability of 72 mph (116 km/h) clean and, with flaps and slats open, 58 mph (93 km/h). All these figures were reached without armament, ammunition, armor plate and other military equipment including self-sealing fuel tanks.
Designed, built and tested in less than eight months, the FDB-1 Model 10 was sent to Saint-Hubert Air Base, near Montreal, for preliminary service testing with the Royal Canadian Air Force. After extensive trials, pilot evaluations complained of severe canopy vibration at speed and during strenuous aerobatics, and it was recommended hat all testing be restricted until this bothersome defect had been remedied. Unfortunately for Gregor and Can-Car, further tests undertaken by the RCAF showed that his first projections were extremely optimistic and doubted further refinements would make a difference. Nevertheless, the FDB-1 did demonstrate amazing maneuverability; below 15,000 ft (4,600 m), in spite of an adversary's superior speed, no contemporary single-seat, low-wing monoplane could successfully engage Gregor's design which climbed like a "homesick angel," with an initial rate of 3,500 ft (1,070 m) per min, one third better than the new Hurricane and Spitfire. Test pilot Ted Smith thought that the FDB-1 was intended for "mountain" fighting once he sampled its phenomenal climbing ability. – Wikipedia
RCAF Flight Lieutenant L.E. Wray made a test hop on May 10. Apart from an alarming canopy vibration during loops, he was taken by its snappy handling. Performance, not so much. Wray recorded an initial climb rate of 2,800 feet per minute (Can-Car had predicted 3,400) and 402 mph in the dive (against Can-Car’s 472 mph), with an easy 7-G pullout. The gull-wing blinded him on landing, but “it has maneuverability to the extreme,” he wrote. “Below 15,000 feet, a contemporary low-wing monoplane or single seater, despite superior performance, could not successfully engage the Gregor singly.”
In a last-ditch effort to generate some interest in its new fighter, Can-Car entered the Model 10 in the January 1940 New York-to-Miami air race. Shortly after takeoff, a lack of oil pressure forced the FDB-1 to land in New Jersey, thereby disqualifying it. Two months later, during testing, its landing gear collapsed at Saint-Hubert. Although Mexican authorities were interested in the aircraft, the Canadian government refused an export license and there were no other prospective customers for a biplane fighter in an age of monoplanes.
In a fit of pique, Gregor was quoted as saying: "They'll start this war with monoplanes, but they'll finish it with biplanes." He was wrong. Neither his prediction nor his aircraft were to survive the test of time. After several years of sitting forlornly in storage, the Model 10 FDB-1 was destroyed in a hangar fire at Montreal's Cartierville Airport, and Michael Gregor swiftly followed it into obscurity. – Wikipedia
Gregor–after the FDB-1 Disappointment
The Last of the Bi-plane Gunfighters
Though the Gregor FDB-1 was born into a world where the monoplane was the drug of choice for modern air forces, there are several biplane fighters that came on the scene at the same time as the Gregor, yet went into production in considerable quantities. The difference between the Gregor and aircraft like the Fiat Falco, Gloster Gladiator, Grumman F3F and the Polikarpov Chaika, was that these aircraft were developments of older biplane fighters that had proven themselves already and were already in service. These aircraft were at the end of their development lives whereas the Gregor was just beginning its possible development, and the world was not seeing double anymore. All four of the competing aircraft types mentioned here, while displaying some positive qualities in the right hands, proved to be outclassed by modern monoplane fighters. All were relegated to non-frontline duties by the middle of the war.