The XBTC-1 saw renewed hope with the Army who pushed for the "XA-40" (detailed elsewhere on this site) but the service steadily moved away from single-engine attackers for the foreseeable future.
This did little to move the project along, especially when wartime roles were being gladly fulfilled by competing designs. As such, the slow-moving XBTC-2 project did not record a first flight until January 20th, 1945 and, by then, interest in the product waned. With the fall of Germany in May 1945 and Japan to follow in August, there proved no ongoing need in a stuffed post-war aircraft market. The XBTC program was, therefore, limited to just the two prototypes and this brought a formal end to the venture.
In testing, the first prototype (with its Model A wing), crashed on landing in March of 1945 but was salvageable (it was eventually passed on to the Naval Air Material Unit in August 1947 and scrapped.). The second prototype crashed due to an engine stall in March 1947.
As drawn up, the XBTC-2 was given the usual smooth, tapering fuselage with the framed canopy set over and ahead of midships. The engine took its place in the nose with the stacked propeller units just ahead. The tail incorporated a small-area, rounded unit with low-set horizontal planes. The mainplanes were set ahead of midships, given a wing-folding feature outside of the cannon installations, and tapering at the trailing edges. A tail-dragger, three-point stance made up the retractable undercarriage and an arrestor hook was buried in the lower aft of the tail unit.
The internal bomb bay allowed for up to 2,000lb of ordnance to be carried, this in addition to any externally-held munitions.
By World War 2 standards, the XBTC-2 certainly looked the part of a modern attacker and would have made a greater imprint had it arrived earlier in the fighting.
From the Wasp Major engine, coupled to the smooth design features, the aircraft could manage a maximum speed of 375 miles-per-hour while cruising at speeds closer to 185 mph. Range was out to 1,600 nautical miles (1,836 miles), and its service ceiling reached 26,200 feet. Rate-of-climb was a useful 2,250 feet-per-minute.
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