 Lindberg
1/48 XFY-1 VTO “Pogo”
History
Historically speaking the Convair XFY-1 “Pogo” has the distinction
of being the very first pure VTOL (Vertical Take-off and Landing) fixed
wing aircraft built and flight-tested in only that mode. While, the Lockheed
XFV-1 “Salmon”, did indeed get airborne it did so using a
trolley device that allowed it to take off and land in a conventional
horizontal configuration, but it never managed to operate in an exclusive
VTOL manner.
The idea of a conventional aircraft with vertical take-off and landing
capability is of course not new, but until the late 1940s and early 1950s,
the technology to accomplish it had not caught up with the concept. At
the end of WWII, a wealth of advanced German aircraft designs, including
VTOL ideas fell into allied hands. The Germans, for obvious reasons, had
been doing extensive research on the potential of aircraft that were free
from having to use vulnerable fixed position runways, a concept that naval
planners could, to significant degree also applied to aircraft carriers.
This vulnerability along with the potential of VTOL capable combat aircraft
was not lost on the Allies. As such, both the U.S. Air Force and Navy
look into their practical use.
 The
Navy would be the first to produce hardware to test the concept. Using
the designated Allison XT40-A-6 turboprop engine (the direct predecessor
to the T54 which is used on the C-130) Convair and Lockheed along with
others submitted airframe designs to the Navy in late 1950. Convair favored
a delta wing that of course became a standard for that company, where
as Lockheed went with a stubby dual tapered wing that was similar in plan-form
to that used on the F-104 Starfighter. In March of 1951 the Navy selected
these two companies to build prototypes. VTOL, being a new and untested
concept, not surprisingly took a significant longer time from drawing
board to flight test. Therefore, it was not until 1954 that initial testing
began. By prior agreement Convair chose to go directly to vertical take-off
and landing where as Lockheed followed the more conservative and traditional
horizontal approach.
As noted above flight-testing began in 1954. Initially the XFY-1 “Pogo”
flights, if you can really call them that, take place in a large blimp
hanger while tethered to a giant crane. The reason for this is to gain
confidence with both the reliability of the new Allison engine and the
flight control system. As confidence in both engine reliability and the
flight control systems, grow the implementation of free, un-tethered,
flight proceeds. On November 5 1954, after a number of partial up and
down only tests, a history making public demonstration of a complete take-off,
transition to level flight and then back occurred.
 Interestingly,
and although successful testing of the “Pogo” was accomplished,
the overall program was considered unsuccessful. Positive control of the
decent rate was never obtained and as such it was determined that the
skill required to pilot one of these machines was beyond that of the standard
naval aviator. Take off and landing on a stationary surface in perfect
conditions was difficult enough let alone trying to do it on the pitching
deck of a ship in less than ideal weather, which incidentally was never
attempted. In addition, in order to have adequate visibility during the
landing phase the pilot literally had to contort into a neck wrenching
position that was not only almost physically impossible but also extremely
dangerous in the event of the need for ejection from the aircraft. Today
the single example of XFY-1 is at the Smithsonian Aircraft Restoration
Facility awaiting refurbishment.
The Kit
 This
kit is over fifty years old. Originally released some time in the 1950s
it is simple with no cockpit detail what so ever. For lack of a better
description, and as Chris our publisher put it, it is more like an injection-molded
version of a vac-u-formed kit without the soft edges or the need to remove
excess plastic. It does have raised panel lines and extensive patterns
of tiny rivet heads all over the fuselage and wings. However, on the plus
side it is pretty darn accurate not to mention the fact that it is right
on scale. I would say that other than its simplicity it is even a little
more accurate than its much newer 1/72 scale counterpart from “KP”.
Cast in white styrene, with a very clear canopy, and consisting of twenty
total parts, eight of which are the prop assembly, it is crisp with little
clean up needed. A dry fit check shows it to be decent with no significant
problems. The instructions are rudimentary, however with only twenty obvious
parts they are easy to follow and quite sufficient.
Markings
 The
markings carried by the XFY-1 are very basic, consisting of the standard
national insignia in four places, Navy in four places, the serial number
on one side only, and the Convair Company logo, and block name in two
places. Unfortunately and even thought a test aircraft, the XFY-1 was
very plain, and other than a black spinner, anti-glare panel and outer
tips of the apposing stabilizers, it had no unique or high-visibility
markings. The kit decals are both complete and accurate and look to be
of good quality.
Conclusion
This kit, despite its age and simplicity is relatively accurate, of
course, a scratch built cockpit and ejection seat is required as well
as removal of the rivets and re-scribing of the panel lines. However,
with these additions and refinements a decent 1/48 scale rendition of
history making and unique aircraft is very possible.
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