By Paul R. Matt, Bruce Robertson, W. F. Hepworth

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Extra resources for United States Navy and Marine Corps fighters, 1918-1962

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Of which 654 lb. would be useful load; over dimensions to be 25 ft. 6 in. wing pan, 20 ft. 3 in. length a just over 7 ft. in height; the top wing, of Boeing 106 airfo' would be gulled into the fuselage; an 8 ft. diameter propel! wa to be used, 26 in. X 4 in. g. h. h. h. Only two firms presented bids for thi fi'ghter requir ment. General Aviation Corporation, formerly tlant' Aircraft, the continuation of the original Fokker Aircra Corporation of America, and the famou Curtiss Aeropla and Motor Corporation.

The new Boeing was variously modified and the undercarriage received particular attention, while various engine cowlings were tried, but its chief drawback was its gross weight, being 3,704 lb. as a fighter and 4,282 lb. a a bomber. Well stressed to a safe pull-out from a dive at 9 ' G' it appeared most suitable for dive-bombing, and was rede ignated XBFB-l mid-1934. However, too heavy and slow for the' F ' part of its designation, it did not warrant production and the ingle example was finally expended in barrier test at orfolk in 1936.

H. in normal weight condition A service ceiling of 26,900 feet was attained, and the ran on the 110 gallon internal fuel tankage was 350 mile extended to 700 miles with an under-belly auxiliary tan of 55 gallons. The first F4B-4s were delivered in July 1932 and durin the following year became standard equipment in bot Navy and Marine Corps units. The Jast of the 'fabl t:ours' was delivered late in February 1933. h. ground. When the wh el had grounded I pulled the throttle all the way back and let the tail drop.

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