UNITED STATES MILITARY AIRCRAFT by Jos Heyman Air Force PQ = Aerial Target/Manned (1942-1947) Between 1940 and June 1941, the A = Aerial Target designation was used for radio-controlled aircraft. As these designations could be easily confused with the A = Attack series, it was replaced by two new designations: OQ and PQ. Existing designations were redesignated in the appropriate new series with their series numbers unchanged. This affected only the Radioplane A-2 (becoming the OQ-2) and the Culver A-8 (becoming the PQ-8). The PQ series was then continued from PQ-8 and was effectively a continuation of the A series. Last update: 1 February 2015
PQ-1 Fleetwings span: 20', 6.10 m length: engines: 180 hp engine max. speed: 180 mph, 290 km/h The A-1 was an aerial gunnery target that was built around 1940 and was most likely no longer in use by mid-1941. There is no data available on the number built or their service career.
PQ-2 Radioplane RP-5 span: length: engines: max. speed: 12', 3.66 m 1 Righter 2-GS-17 / O-15-1 (Source: J. Shupek) The A-2 and A-2A versions are known. The latter were later redesignated as OQ-2A. Refer also to OQ-2
PQ-3 Curtiss 48 Fledgling span: 39'2", 11.94 m length: 27'4", 8.33 m engines: 1 Wright R-760-94 max. speed: 108 mph, 174 km/h (Source: Gene Palmer, via Aerofiles.com) During the 1930s the US Navy converted some obsolete N2C-2s as radio controlled target drones. In 1940 one of these was tested by the USAAF as A-3. Refer also to N2C
PQ-4 Douglas span: 40', 12.19 m length: 31'2", 9.50 m engines: 1 Pratt & Whitney R-1340-11 max. speed: 130 mph, 209 km/h (Source: USAF) In 1940 15 BT-2Bs and two BT-2BIs were fitted with tricycle gear and remote control equipment. They were initially designated as BT-2BR and BT-2BG but were eventually designated as A-4 aerial targets. By June 1941 they were no longer in the inventory. One reference source connects serials 31-01, 31-36, 31-39, 31-49, 31-56, 31-58, 31-60, 31-72, 31-76, 31-78, 31-91, 31-99, 31-101, 31-114, 31-116, 31-127 and 31-135 with the A-4 designation although some of these aircraft were written off before 1940. Refer also to O-2, BT-2
PQ-5 Boeing span: 30', 9.14 m length: 20'1", 6.12 m engines: 1 Pratt & Whitney R-1340-7 max. speed: 171 mph, 275 km/h In 1940 it was proposed to convert P-12 airframes as A-5 aerial targets but the development was cancelled. Refer also to F-12
PQ-6 Douglas span: 40', 12.19 m length: 31'3", 9.53 m engines: 1 Pratt & Whitney R-1690-3 max. speed: 143 mph, 230 km/h In 1940 it was proposed to convert O-38 airframes as A-6 aerial targets but the development was cancelled. Refer also to O-38
PQ-7 Bell 6 Airacobra span: 34', 10.36 m length: 30'2", 9.19 m engines: 1 Allison V-1710- max. speed: 368 mph, 592 km/h In 1940 it was proposed that all the YP-39s or P-39Cs, which were not considered combat ready lacking self-sealing fuel cells and adequate armor protection, be converted as A-7 aerial targets. None were converted. Refer also to F-39
PQ-8 Culver Cadet LAR-190 span: 27', 8.23 m length: 17'3", 5.26 m engines: 1 Franklin O-200-1 max. speed: 116 mph, 187 km/h (Source: Dan Shumaker, via 1000aircraftphotos.com photo #7549) A Culver Cadet light aircraft was developed as A-8 aerial target with serial 41-18889. In July 1941 it was redesignated as XPQ-8. This was followed by 201 production PQ-8s with serials 41-19513/19587, 42-38538/38662 and 43-30762. The PQ-8A version was designated as A-8A until July 1941. They were fitted with a Lycoming O-290-1 engine and 200 were built with serials 42-96833/97032. The suggestion that on 11 June 1948 those remaining in service were redesignated as Q-8A is incorrect. Refer also to Q-8, TDC
PQ-9 Culver NR-B span: length: engines: 1 Franklin O-300-3 max. speed: 190 mph, 306 km/h (Source: via Flying Machines) The XPQ-9 was ordered in 1941 but subsequently cancelled. The PQ-9 production version was also cancelled. Flying Magazine of April 1946 (or October 1946) shows a heavily retouched photo of the XPQ-9. This indicates that it is possible that the aircraft was built but never accepted by the USAAF. Alternatively, the picture may be incorrect.
PQ-10 Culver MR span: 21, 6.40 m or 30, 9.14 m length: 16 7, 5.05 m engines: 2 Franklin O-300 max. speed: (Source: Culver?) One XPQ-10 was ordered with serial 41-39048 but was subsequently cancelled. The PQ-10 production version was also cancelled.
PQ-11 Fletcher span: 30, 9.14 m length: 23 3, 7.09 m engines: 1 Pratt & Whitney R-985 max. speed: 175 mph, 280 km/h (Source: USAAF?) Based on the model FBT-2, the XPQ-11 was cancelled. Ten PQ-11As were ordered with serial 42-46892/46901 and were subsequently cancelled. The airframes were later used for the XBG-1 developement. Refer also to CQ-1, BG-1
PQ-12 Fleetwings 36 span: length: engines: max. speed: 1 Lycoming O-435-5 (Source: William T. Larkins) One XPQ-12 was ordered with serial 41-39057 but was later cancelled. A single XPQ-12A was built with serial 41-39098. This was followed by the YPQ-12A of which 50 were ordered but only 8 were completed with serials 41-39049/39056. 40 originally ordered as YPQ-12A were to be completed as PQ-12A with serials 41-39058/39097 but these were cancelled. At least one of the YPQ-12As was expended in tests in October 1943.
PQ-13 Erco span: 30' 9.14 m length: 20'2", 6.15 m engines: 1 Franklin O-300 max. speed: 112 mph, 179 km/h (Source: USAF) A development of the Ercoupe 415C, the USAAF acquired two XPQ-13s. The first one (c/n 110) was purchased on 19 August 1941 with serial 41-25196 as one of two aircraft in the Aerial Target Competition which eventually was won by the Culver PQ- 14. In 1994 41-25196 was restored with registration N37143. A second aircraft was serialed 41-39099. Some reference sources have suggested that the XPQ-13 s were used in tests with JATO rockets with the first flight taking place on 12 July 1941, similar to those perfomed with the YO-55. Refer also to O-55
PQ-14 Culver NR-d span: 30', 9.14 m length: 19'6", 5.94 m engines: 1 Franklin O-300-11 max. speed: 180 mph, 290 km/h (Source: nationalmuseum.af.mil/factsheets/index.asp) A single PQ-8 was converted as the XPQ-14 prototype. 74 YPQ-14As were ordered but only one was built with serial 41-39047. The PQ-14A, to which the specifications apply, was the production version and 1423 were built with serial 43-44214/44363, 43-44514/44713, 44-22509, 44-22511/22519, 44-22521/22585, 44-68499/68738, 44-69257/69654 and 45-58760/59119. Of these 1201 went to the US Navy as TD2C-1. Those remaining in USAF service on 11 June 1948 were redesignated as Q-14A. 25 YPQ-14Bs were ordered with serials 44-22510, 44-22520 and 44-22586/22608 but these were later redesignated as PQ-14B. In addition 1062 other PQ-14Bs were built with serials 43-44364/44513, 44-21758/219907, 44-68255/68498 and 44-68739/68788. A batch with serials 44-68789/69256 was cancelled. Those remaining in service on 11 June 1948 were redesignated as Q-14B whilst some may have been designated as TQ-14B. A single PQ-14B was fitted with a Franklin O-300-9 and redesignated as XPQ-14C. Refer also to Q-14, TD2C
PQ-15 Culver V span: 30', 9.14 m length: 19'6", 5.94 m engines: 1 Franklin O-405 max. speed: (Source: via Flying Magazine) Four commercial Culver Vs (V for Victory) were in 1946/47 evaluated as XPQ-15. Two of the aircraft were transferred to the US Navy. Flying Magazine of October 1946 (or April 1946) shows a photo of the XPQ-15 which bears no similarities to the Culver V. This indicates that it is possible that the XPQ-15 was not related to the Culver V. Alternatively, the picture may be incorrect. Refer also to TD3C