In an effort to break into the aviation business, Bell Aircraft created a unique fighter concept touted to be "a mobile anti-aircraft platform" as well as a "convoy fighter". Created to intercept enemy bombers at distances beyond the range of single-seat fighter interceptors, the YFM-1 (
Y, service test;
F, fighter;
M, multiplace) was an innovative design incorporating many features never before seen in a military aircraft, as well as several never seen again. Using a streamlined, "futuristic" design, the Bell Airacuda appeared to be "unlike any other fighters up to that time". According to Major
Alexander De Seversky's 1942 book
Victory Through Air Power, the Bell Airacuda "represents a great engineering achievement. But its designation as 'convoy fighter' is erroneous, since that requires different disposition of armament. With its maximum firepower directed forward, it really offers a preview of an effective long-range
interceptor fighter." Although capable of aiming the cannons, the gunners' primary purpose was simply to load them with the 110 rounds of ammunition stored in each nacelle.
Design flaws The Airacuda was plagued with problems from the start. The lofty performance estimates were unobtainable as, despite its sleek looks, the Airacuda was heavy and was slower than most bombers. In the event of interception by enemy fighters, the Airacuda was not maneuverable enough to dogfight, while the meager bombload was of little use in the intended fighter-bomber role. Even the 37 mm cannons were of less value than predicted. The cannons had a tendency to fill the gun nacelles with smoke whenever fired and, additionally, fears persisted as to how the gunners would escape in an emergency, with the propellers directly behind them. An emergency bailout would have required both propellers to be
feathered, Initial flight testing by Lt.
Ben Kelsey proved the Airacuda virtually impossible to control with only one engine, as the aircraft would go into an immediate spin. Problems with stability in pitch were also encountered and had to be corrected by reducing power. Systems usually powered by an aircraft's engines were instead powered by the single generator. The generator, with its own supercharger, was located in the belly of the aircraft. In the event of a failure (and they occurred frequently), the crew was instructed to begin immediate emergency restart procedures, as the aircraft basically shut down. When the APU failed, the pilot had "NO fuel pressure, NO vacuum, NO hydraulic pressure, NO gear, NO flaps and NO ENGINES".
Accidents Despite the aircraft's many faults, only two were lost in accidents. The seventh aircraft (38-492) was on its final test flight, on June 21, 1940, from the Buffalo factory prior to delivery to the Air Corps when pilot John Strickler, a Bell pilot and engineer/co-pilot Brian Sparks, Bell's chief test pilot, encountered problems recovering from a deliberate spin attempt which was part of the test flight profile. Despite every effort to emerge from the spin, the aircraft would not respond, and it appeared that the rudder had locked. Co-pilot Sparks shut down the engines and waited for the propellers to come to a stop before bailing out. Because of the tandem seating, it was necessary for Sparks to exit the aircraft first, and in doing so he struck the
empennage, breaking his legs and in the process, freeing the rudder. ==Operational history==