2212 lines
264 KiB
Plaintext
2212 lines
264 KiB
Plaintext
TM'^ Lit *' a^>
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The Illustrated Encyclopedia of
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COMBAT
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AIRCRAFT
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OF
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WORLD WAR II
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The Illustrated Encyclopedia or
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it
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Bill Gunston
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feeefe
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$ookthfift Qubltcatiot]S
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Jfewyork
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mtft L
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9
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A Salamander Book
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This edition published 1978 by Bookthrift Inc., 257 Central Park West,
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New York,
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New York 10024. United States of America
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Second impression 1978
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ISBN 89673 000 X
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Library of Congress Catalogue No. 77-95252
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© Salamander Books Ltd. 1978
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Salamander House, 27 Old Gloucester Street,
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London WC1 N 3AF, United Kingdom.
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All rights reserved. No part of this book may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of Salamander Books Ltd.
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All correspondence concerning the content of this volume should be addressed to Salamander Books Ltd.
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Credits
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Editor: Ray Bonds
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Designer: Steve Henderson
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Color drawings: © Pilot Press Ltd.;
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Terry Hadler and County Studios (© Salamander Books Ltd.).
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Line drawings and cutaways: © Pilot Press Ltd.
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Filmset by SX Composing Ltd., Rayleigh, Essex, England.
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Color reproduction by Web Offset Reproductions, 32 Paul
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Street, London EC2; Metric Reproductions Ltd., Chelmsford,
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Essex and Paramount Litho Company, Basildon, Essex, England.
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Two-tone color reproduction by Adtype Ltd 9 Clerkenwell
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Road, London EC1, England.
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Editors Acknowledgments
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This book is not the first to be published on the subject, nor will it be the last. But military aviation enthusiasts will quickly recognize that this volume is unlikely ever to be surpassed for sheer number of facts about and illustrations of combat aircraft of World War II. In order to compile a book of this nature one depends very heavily on the assistance of numerous institutions and individuals all over the world. So many people have helped to produce this volume that, while I thank all of them, there is not the space to mention them all here. In particular, though, I am indebted to Bill Gunston who, apart from displaying his sheer professionalism and depth of knowledge in writing in excess of 1 50,000 words of data and description, also gave many useful "leads" towards tracking down elusive contemporary photographs of World War II aircraft; and to Pilot Press for permitting us to reproduce their magnificent color profile drawings, three-view drawings and cutaways; and to the many manufacturers who, though they could not hope to sell one more of their current production aircraft by supplying photographs of their wartime aeroplanes to a book publisher, nevertheless scoured their archives on our behalf; and to all the museums, institutions and individual aircraft enthusiasts who have similarly strived to supply material for this most colorful volume. I thank them all.
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We decided to group the aircraft by country of origin, and present them in alphabetical order of manufacturers' names. Where such a strict order has, for space and technical reasons, threatened to deprive a particular aircraft of its deserved coverage, we "adjusted" the alphabet slightly. In particular, to overcome production problems, we positioned the magnificent Terry Hadler fold-out paintings of the Messerschmitt Bf 109 and Bf 1 1 between the Henschel Hs 1 26 and Hs 1 29, and the Grumman F6F Hellcat and the North American P-51 Mustang between the Martin Marauder and the Martin Baltimore.
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Ray Bonds
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Printed in Belgium by Henri Proost et Cie, Turnr ut.
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Contents
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Introduction 6
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Australia 8
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Czechoslovakia 8
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France 10
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Germany
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Great Britain
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18
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76
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Holland 126 j
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Italy
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Japan Poland
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129 |
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141 |
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172
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Soviet Union 174
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United States
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of America 197
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Index 254
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i
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Introduction
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conflict called World War II as simple as that. The : es were drawn in in ghting continuously in J been involved in sporadic a Cninese and the Soviet 930. Forgotten areas such as Abyssinia
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ow Somalia had been invaded by Italy id Tripolitania and Cyrenaica had sufProsperous Sweden, on the other =3r became embroiled at all, and it is without aspect to that aeronautically important
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nation that its aircraft have been omitted from this volume. For various reasons the aircraft that fought man's biggest and most diverse war have remained sub
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jects of lasting interest to each new generation. It
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was indeed a war that had everything. In many
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places "eyeball" confrontations took place between
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fighter pilots who could see each other in the cockpit, and it all hinged on personal skill. In other places
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a rather different breed of men stalked the night sky, guided by fickle patterns of brightness on small
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cathode-ray tubes, until they could pump cannon
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shells into something that was just a little blacker
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thanthesky background. Technical development was fantastic, and the pre-war air exercises and even
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participation in the Spanish Civil War were soon
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irrelevant to new operational circumstances.
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At the start the war was one-sided. What most
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observers regard as the start of World War II took place 11 minutes ahead of schedule at 04.34 on 1
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September 1939 when "Stukas" dive-bombed the Dirschau bridge over the Vistula. This set the scene. For 27 terrible days Poland was subjected to a rain
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of bombs put down with little opposition by everything from Hs 123 biplanes to trimotor Ju 52s. There
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was no need for advanced technology, and the
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campaign taught the Germans little (and even that
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was not heeded). Yet later the scene was to change dramatically. By 1942 the Luftwaffe hardly dared fly
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over Britain at all, and when the invasion forces were massing in 1944 the Luftwaffe could not even bring back pictures. By this time the Allies were conquering the Luftwaffe even over the heart of
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Germany, but the battle was being fought with new
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weapons. Radar pierced cloud and darkness —and
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often foolishly served as a beacon on which hostile
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fighters could home. New navigation aids guided aircraft to their targets, and back to friendly runways. Powerful warheads no longer fell unguided but could be steered by radio signals or electric signals transmitted through wires right up to the
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moment of impact. Cannon, rockets and recoilless guns had transformed air combat, while Germany
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had made giant strides with amazing "V-weapons"
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which actually did nothing to delay her eventual defeat. In World War II more aircraft of more types were built than at any other time in history. Today, with our inflation on one hand and slashed defence budgets (except in the Soviet Union) on the other,
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we find it hard even to comprehend how single
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factories could roll out complex four-engined
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1
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bombers at the rate of 15 to 20 a day. In Germany in the final months there were a few of the most experienced pilots the world has ever seen, some of
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whom had flown more than a thousand combat
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missions. There were new fighters by the hundred,
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but hardly any suitable petrol. The new jets, with their diesel-oil fuel, usually had some supplies; but Allied air power had often wrecked their airfields and some of the Luftwaffe's jet units finished the war operating from public highways and hiding under the roadside trees. There were countless other facets of this war that
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emerge from study of its aircraft. It was the first war
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in which air power at last extended everywhere,
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even into the middle of the wide North Atlantic. No longer could the U-boat lurk undetected, and the anti-submarine aircraft became so deadly that U-boats had to bristle with flak and try and fight
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it out on the . Aircraft learned I heaviest t.mkr, i i take out "heirdom point targets and to pierce reinforced 30 feet thick. For the first time supplies <(m surface forces were flown in, and casualties flown out. Thousands of aircrew became familiar with techniques of electronic warfare, including <.h,iff, decoys, jamming and many other artful dodges that
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we are still trying to perfect 35 years later. It would
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be foolish to give the impression that they were days to which anyone would gladly return, but they
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were certainly great days —and nights- with great aircraft.
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Commonwealth Boomerang
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CA-12 to CA-19 Boomerang
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(data for CA-12)
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Origin: Commonwealth Aircraft Corporation. Australia.
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Type: Single-seat fighter.
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Engine: 1 ,200hp Pratt & Whitney R-1830-S3C4G Twin Wasp 14-cylinder
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two-row radial. Dimensions: Span 36ft 3in (11m); length 25ft 6in (7-77m); height 1 1 ft 6in
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(3 5m). Weights: Empty 5.4501b (2474kg): loaded 7.6001b (3450kg).
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Performance: Maximum speed 296mph (474km/h): service ceiling
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29.000ft (8845m): range at 1 90mph (304km/h) 930 miles (1 490km). Armament: Normally, two 20mm Hispano cannon and four 303in Browning machine guns in wings. History^ First flight 29 May 1942; first delivery August 1942; final de
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liveries, early 1944. User: Australia.
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Development: When Australia suddenly found itself in the front line, in December 1941. it had no modern fighters save a few Buffaloes supplied to
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the RAF in Singapore. To try to produce a stop-gap quickly the Commonwealth Aircraft Corporation at Fishermen's Bend. Melbourne, decided to
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design and build their own. But the design team, under Wing Commander
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Above: An echelon of four CA-13 Boomerangs of No 5 Squadron, Royal Australian Air Force. These tough and versatile
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aircraft served mainly in the New Guinea campaign.
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ia534
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534-III and -IV
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Origin: A.S.P.R.L. "Avia". Czechoslovakia. Type: Single-seat fighter. Engine: 760/860hp Avia-built Hispano-Suiza 12 Ydrs 12-cylinder vee liquid-cooled. Dimensions: Span 30ft 1 0in (9 4m); length 26ft 7in (8 1m); height 10ft 2in (3 1m). Weights: Empty 3.2181b (1460kg); loaded 4.364lb (1980kg). Performance: Maximum speed 249mph (400km/h); initial climb 2.953ft (900m)/min; service ceiling 34.770ft (10.600m); range 373 miles (600km). Armament: Four 7 92mm Mk 30 (modified Vickers) machine guns. History: First flight (B 34) late 1931; (B 534) August 1933: final delivery. not known but after 1 938 Users: Czechoslovakia (Army). Germany (Luftwaffe). Slovakia (CB. Insurgent AF).
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Development: In 1930 the Avia works at Prague- Letnany. a subsidiary of the great Czech Skoda company, appointed a new chief designer. F. Nowotny. His first design was the B 34 fighter, which in 1 932 was studied with a series of radial and vee engines and eventually gelled as the B 534. Above: Avia 534-IV with tailskid instead of wheel.
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LetovS328
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S 328 and 528
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Origin: Vojenska Tovarna na Letadla 'Letov'. Czechoslovakia Type: Two-seat reconnaissance bomber and utility. Engine: (S 328) one 635hp Walter (Bristol licence) Pegasus II M2 ninecylinder radial; (S 528) one 800hp Gnome-Rhone Mistral Major 14Krsd 14cylinder two-row radial Dimensions: Span 44ft 1 Uin (13 7m); length 33ft 11|in (10 35m); (528) 34ft Uin; height 10ft 1 1 in (33m); (528) 11ft 2in. Weights: (328) empty. 3.704lb (1680kg): loaded 5.820lb (2640kg) Performance: Maximum speed 174mph (280km/h); (528) about 205mph (330km/h); initial climb 984ft (300m)/min; service ceiling 23.600ft (7200m); range 435 miles (700km). (328 with overload tank, about 795 miles. 1 280km). Armament: Four 7 92mm Ceska-Zbrojovka Mk 30 machine guns, two
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fixed in upper wing and two manually aimed from rear cockpit, with provision for two more Mk 30 fixed in lower wings: underwing bomb load of two 265lb (120kg) or six 1101b (50kg) History: First flight (S 328F) February 1933: (S 528) 1935: final S 328 delivery, after March 1940 Users: Bulgaria. Croatia. Czechoslovakia. Finland. Germany (Luftwaffe). Hungary. Slovakia and Soviet-managed Slovak Insurgent Combined Squadron.
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Development: The S 328 saw an amazing amount of active service in various hands, and its similarity to the Swordfish shows what it might have accomplished had it carried a torpedo It was designed by a team led by Alois Smolik. who had been chief designer ever since the Letov company evolved from the Czech Military Air Arsenal in 1 91 8. The basic design was the S 28 of 1929, from which Smolik derived the S 228 supplied to Estonia. In 1933
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Left: This Letov S 328 was one of about 100 assigned to combat duty with the Slovakian Air Force in the Polish campaign and on the Eastern Front against the Soviet Union. It is shown in 1 941 -43 markings, with yellow tactical theatre band. These machines equipped Nos 1 and 3 reconnaissance squadrons and No 2 liaison squadron, chiefly in tracking partisans in the Ukraine. Increasingly the Letovs and crews defected to the Soviet side, and on 29 August 1944 the Slovak Uprising led to a "free combined squadron".
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the familial Ninth hid
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I
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194? ' line Figl he [esultn rable and by n
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I md ti\ the pn tot ^pe in a further 14 I ahead together and CA 12s were soon fighting in New Guinea. 1 minor changes and 49 CA-19s. as well as a C d square tail Boomerangs did not cai heavies " and undertook close supp iuns
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Above: Commonwealth Aircraft CA-13 (CA 12 and 19 simi
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Left: A CA-13 Boomerang of RAAF No 5 Sqn (actually the aircraft in the foreground in the formation photograph).
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ar).
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This was probably the finest fighter of its day. having outstanding speed and manoeuvrability, no vices and the heavy armament of four guns. Originally two were in the lower wing, as in Britain's Gloster Gladiator of two years later Wing vibration when the guns were fired led to all four being put in the fuselage, with a bulge over the belt feed and case boxes In 1935 the type went into large-scale production and at the time of the Munich crisis
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in September 1 938 over 300 of the eventual total of 445 had been delivered, so the Czech Army was actually stronger in fighters than the Luftwaffe Many of the aircraft were B 534-llls with enclosed cockpit and -IVs with more powerful 1 2Y engine. A batch of 35. designated Bk 534, were to have had a 20mm cannon firing through the propeller hub; only a few had the
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Left: An Avia B 534-IV serving with the Slovakian Air Force on the Eastern Front in late 1941 (probably with the 11th Fighter Squadron). The Slovak tail insignia and yellow tactical theatre band are prominent. Like most Slovakian units, which included some equipped with the Do 17Z-2 bomber, these biplane fighters operated in the Ukraine, mainly on the Kiev sector.
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big gun, most having a mere machine gun. with one more on each side. About 350 served with the Luftwaffe in 1 939—41 as trainers and tugs for gliders and targets. Slovak Air Force fighter squadrons 11. 12 and 13 operated on the Russian front from July 1941. but morale was low and many Avias deserted to the Soviet side. Three aircraft survived to fight against the Germans in the Slovak revolt of 1 944.
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Above: Three-view of standard Letov S 328.
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Finland ordered the S 328F. None were delivered to that customer, but the Czech government ordered the 328 for its own Army Air Force reconnaissance squadrons Though there were small batches of 328N night fighters and 328V twin-float seaplanes, nearly all were reconnaissance bombers They continued to come off the line long after flight testing of the 528. the intended successor, had shown superior performance. Only five 528s were built, but when German troops occupied Bohemia-Moravia in March 1939 more than 445 of the earlier type had been delivered. All were impressed into the Luftwaffe or the new Slovak Air Force, while production at PragueLetnany continued, the final 30 being for the Bulgarian Air Force. More than 200 served in the Polish campaign and. from 1941. on the Russian Front. tracking partisans, night-fighting against Po-2 biplanes and even in closesupport of ground forces Many Slovak Letovs defected and in August 1944 surviving 328s in Czechoslovakia donned Red Stars as part of the Insurgent Combined Squadron which fought bitterly against the occupying German forces.
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Left: This Letov S 328 was one of about 270 which were eventually assigned to the Luftwaffe A/B Schulen (pilottraining schools); this example was at the school at Olomouc, in Moravia. In winter 1942-43 many Letovs were withdrawn, with instructors, to serve in newly formed Storkampfstaffeln (night attack units). A few were used by the Bulgarian Air Force to patrol the Black Sea coastline. The Slovak examples that revolted in August 1944 adopted a Red Star or insurgent Slovak insignia.
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Amiot 143
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143M (B-5)
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Origin: Avions Amiot (formerly SECM). Type: F ve-seat reconnaissance bomber.
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Engines: Two 900hp Gnome- Rhone 14K Mistral Major 14-cylinder air
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cooled radials.
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Dimensions: Span 80ft 6in (24-53m); length 59ft 1 1 in (18 25m); height 18ft 7Jm (565m).
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Weights: Empty 1 3.448lb (6100kg): loaded 19.5681b (8876kg); maximum
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overload 21.3851b (9700kg). Performance: Maximum speed 1 93mph (310km/h) at 13.1 20ft (4000m);
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maximum cruising speed 168mph (270km/h); normal range 746 miles (1200km); service ceiling 25.930ft (9000m). Armament: Four 7 5mm MAC 1 934 machine guns; up to 1 ,764lb (800kg) of bombs internally and same weight on external wing racks. History: Prototype flew April 1931; production aircraft flew April 1935: first delivery July 1935. User: France (Armee de I'Air)
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Above: Three-view of with dorsal turret furt
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Amiot 143M her forward
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of later pr and other
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oduction series minor changes.
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BIOCHMB.152C-1
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MB-150 to 157 (data for 152)
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Origin: SNCASO. Type: Single-seat fighter. Engine: 1 .080hp Gnome-Rhone 14N-25 14-cylinder radial. Dimensions Span 34ft 6|in (105m); length 29ft 10in (9 1m): height
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13ft Oin (3 95m). Weights: Empty 4.453lb (2020kg); loaded 5.842lb (2650kg). Performance: Maximum speed 323mph (520km/h): climb to 16.400ft (5000m) in 6 minutes; service ceiling 32.800ft (10.000m); range 373 miles (600km). Armament: Two 20mm Hispano 404 cannon (60-round drum) and two
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7 5mm MAC 1934 machine guns (500 rounds each): alternatively four
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MAC 1934 History: First flight (MB-150) October 1937; (MB-151) 18 August 1938: (MB-152) December 1938: (MB-155) 3 December 1939: (MB-157) March 1942. Users: France (Armee de I'Air. Vichy AF). Greece. Romania.
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Development: Like so many French aircraft of the time, the Bloch monoplane fighter story began badly, got into its stride just in time for the capitulation and eventually produced outstanding aircraft which were unable to be used. The prototype 150 was not only ugly but actually failed to fly. the frightened test pilot giving up on 17 July 1936. It was only after redesign with more power and larger wing that the aircraft finally left the ground. Bloch had been absorbed into the new nationalised industry as part of SNCASO and five of the new group's factories were put to work making 25. But the detail design was difficult to make, so the MB-1 51 was produced with the hope that 180 would be made each month from late 1938 Orders were also placed for the slightly more powerful MB-1 52. but by the start of World War II only 85 Blochs had been delivered and not one was fit for use; all lacked gunsights and most lacked propellers! Eventually, after overcoming desperate problems and shortages. 593 were delivered by the capitulation, equipping GC 1/1. 11/1. 1/8. 11/8. 11/9. 11/10. 111/10 and III/9 The Germans impressed 173 surviving Bloch 151 and 152 fighters, passing 20 to Romania The MB-1 55 had a 1 .1 80hp engine and was used by Vichy France. The ultimate model was the superb MB-157. with 1.580hp 14R-4 engine and 441 mph (710km/h) speed, never put into production. By this time the firm's founder had changed his name to Dassault
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Left: Bloch 152C-1 of GC 11/1, in
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operational service when the Germans
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invaded France on 10 May 1940. On
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that date only two GC (Groupes de Chasse) were combat-ready despite the fact that well over 300 had been completed except for small but vital items. Total production was 140 MB. 151 and 488 MB. 152. Not especially good performers, they were at least tough. One 152C-1 landed on
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15 May 1940 after a fight against 12 Bf 109s; it had 360 bullet holes.
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Bloch 174
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174 A3, 175 B3 and T
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Origin: SNCASO Type: Three-seat reconnaissance, target marker and light bomber. Engines: Two 1.140hp Gnome-Rhone 14N 14-cylinder radials. Dimensions: Span 58ft 9iin (17 9m); length 40ft 1 ^in (12 23m); height 11ft 7|in (3 59m). Weights: Empty 1 2.346lb (5600kg): maximum 15.7841b (7160kg) Performance: Maximum speed 329mph (529km/h) at 17.060ft (5200m); cruising speed 248mph (400km/h): climb to 26.250ft (8000m) 11min; service ceiling 36.090ft (11.000m): maximum range with 880lb (400kg) bomb load 800 miles (1.450km)
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Armament: Two 7 5mm MAC 1934 fixed in wings, three fixed at different angles below and to the rear, and two manually aimed from rear cockpit; internal bay for eight 1101b (50kg) bombs, wing racks for light bombs or flares (175. three 441 lb or equivalent).
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History: First flight (170-01) 15 February 1 938; (174-01) 5 January 1939; (first production 174 A3) 5 November 1939; first delivery to combat unit (GR II/33) 19 March 1940 Users: France (Armee de I'Air. Aeronavale. Vichy AF). Germany (Luftwaffe).
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Development: Under chief designer Henri Deplante the Bloch 170 was planned as a bomber and army co-operation machine in 1936—37 As a result of indecision by the Armee de I'Air this took three years to evolve into the Bloch 1 74 A3 reconnaissance and target-marking aircraft, with secondary capability as a bomber. By the time production of the 174 stopped in May 1940 a total of 50 had been delivered. The first sortie was flown in March 1940 by the famed Capitaine Antoine de Saint-Exupery. As it had an insignificant bomb load the 1 74 made little impact on the Blitzkrieg - it was only in 1942. in Tunisia, that the survivors were fitted to conduct shallow dive
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Left: The excellent 174A3 suffered from its French industrial and political environment and none reached the Armee de I'Air until 19 March 1940. The first operational sortie took place on 29 March. Combat experience was outstanding, and the loss rate was even lower than for the equally fast Douglas DB-7. This example served with Vichy GR II/33 at Tunis El Aouina.
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10
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Development
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17 Ai vere all World War I Lewises, will
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gun ai I
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i ii position
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irtime were GB 34 at Dugny. GB 35 at the Annots fiom GB 22) After leaflet with tl m of the Low Countries on 10 May. and I peradropped 338.626lb (153 t< loss of four aircraft But in a desperate day assault on the Sec) ai only one came back from GB 1/38 and 11/38 These served Vichy France and then the Allies as transports in Tunisia until 1944
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Right: Before World War II the Amiots often flew in loose formation on day exercises; wartime missions were at night.
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Above: Bloch 151C-1 with cannon armament (152 similar).
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Right, upper: A Bloch 151C-1, outwardly almost identical to the slightly faster 152. Most 151s had four machine guns, but many had two cannon like the majority of the MB. 152 type. Seven MB. 151 fighters were sold to Greece and 30 served with Aeronavale (French Fleet Air Arm) squadrons AC 1 and AC 3.
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Right: This line-up of MB. 152 fighters probably formed part
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of GC 1/1 or 11/1, which were the first units to become operational. In May-June 1940 the Blochs gained 188 victories at the cost of 86 pilots killed, wounded or taken prisoner.
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bombing with bombs of up to 500kg (1.1021b) - but the performance and handling were so outstanding and made such a difference to the casualtyrate among squadrons equipped with the type, that the Bloch 175 was hurriedly planned as a purpose-designed bomber Altogether 25 Bloch 175 B3s were completed before France collapsed, with more than 200 on the production line, and had France been able to resist longer the 175 would have been a potent weapon. A few 174 and 175 aircraft saw service with the Luftwaffe, but most served Vichy France in North Africa and many survived the war. Indeed the torpedo-carrying 175T remained in production for the Aeronavale until 1950
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Above: Three-view of Bloch 1 74A3.
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Above: A fully combat-ready Bloch 174A3, probably belonging
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||
to GR II/33 after the French Armistice. Later these aircraft
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were painted with the crimson/yellow stripes of the Vichy AF
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11
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Breguet 690 family
|
||
Bre. 690, 691, 693 and 6 5
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||
Origin: Soc. Louis Breguet. Type: Two-seat light attack bomber.
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Engines: Two 640/700hp Hispano-Suiza 14AB10/11 14-cylinder radials (693 two 680/700hp Gnome-Rhone 14M6/7 14-cylinder radials).
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||
Dimensions: Span 50ft 4fin (15 3m); length 33ft 7in (10 22m): height
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10ft 3|in (34m).
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Weights: Empty 6.834lb (3100kg) (693: 6.636lb. 3010kg); maximum loaded 11.0231b (5000kg) (693: 10.8001b. 4900kg).
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Performance: (Very similar for both) maximum speed 300mph (483km/h); time to climb to 13.120ft (4000m) 7 minutes; service ceiling 27.885ft
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||
(8500m): range 840 miles (1350km). Armament: One 20mm Hispano 404 cannon with 60-round drum and two
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||
7 5mm MAC 1934 machine guns (500 rounds each) all fixed firing forward
|
||
(pilot could tilt all three 1 5° down for ground strafing); one MAC 1 934 fixed
|
||
firing obliquely down at rear (late-model 693 also had two more MAC 1 934
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||
oblique in nacelles); single MAC 1934 fed by 100-round drums on pivoted
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||
mount in rear cockpit; racks for eight 1101b (50kg) bombs in bomb bay.
|
||
History: First flight (Bre. 690) 23 March 1938; (Bre 691) 22 March 1 939: (Bre. 693) 25 October 1 939; (Bre 695) 23 April 1 940. Users: France (Armee de I'Air). Italy (RA).
|
||
Development: In 1934 designers in seven countries began work on what
|
||
were to become significant members of a new breed of fighter having two engines. These were hoped to be in no way inferior in performance to other, smaller, fighters and to be superior in navigation, long-range escort and ground attack. It was also considered they would be superior if fighting should ever be necessary at night. One of the best designs was Breguet's 690. It was finished in March 1937 but then had to wait almost a year for engines, because Breguet had not joined the newly nationalised French industry and Potez had priority for engines for the 630 family. But once it was able to fly it rivalled even the MS. 406 single-seater, adopted as future Armee de I'Air fighter. With all haste, the Bre 691 light attack version was put into production, all but the first 50 having imported Hamilton propellers because of a shortage of the Ratier type. At aircraft No 78 production switched to the Bre. 693. with more reliable G-R engines of even, smaller diameter. By the capitulation 224 had been delivered, plus 50 Bre 695
|
||
hastily put into production with the American P&W Twin Wasp Junior engine, which was lighter and more powerful but actually harmed flight performance, handling and pilot view. Breguet escadrilles fought valiantly, especially GBA I/54 and II/54. The Luftwaffe took engines from 693s to power Hs 129 and Me 323 aircraft, and some dozens of 693s served Italy in 1942-43.
|
||
Right: One of the first of the Breguet 690 family to be delivered was Bre. 691 AB2 No 5, seen in manufacturer's finish prior to being ferried to Orleans-Bricy in October 1939.
|
||
Above: Three-view of Breguet 691 A-2.
|
||
Above: The various Breguet 690-family models were extremely
|
||
similar externally. This unit, possibly GBA I/54, was equipped
|
||
with the Bre 693 AB2 in the hectic spring of 1940.
|
||
Left: Another Hispano-engined Bre. 691 pictured in operational trim with the 54e escadre, the only one to use this troublesome type. The Hispano engines had the oil cooler and carburettor ducts below and above, respectively.
|
||
Right: When the Germans occupied the whole of France in November 1942 they seized many Bre. 693s and transferred them to the Italian Regia Aeronautica. Here they served until the Italian collapse in the autumn of 1943, chiefly as operational trainers. Left: A late-production Bre. 693
|
||
AB2 of GBA II/54, the most
|
||
successful Breguet unit which was based at Roye in May 1940 but was later able to evacuate to Toulouse-Francazals. The Breguet 690 family proved extremely agile, tough and effective in operation, and so simple to maintain that combat strength was kept up despite frequent retreats.
|
||
12
|
||
|
||
|
||
Dewoitine D 520
|
||
D 520S
|
||
Origin: SN( Type: Singh sat fi ihtei Engine: ( Ine 910hp H i 12Y-45 Dimensions: Span
|
||
lift 3in (3 4n Weights: I i i. 4.6301b (2100kg); loaded 6 Performance: Maximum speed 329mph (530km/h), initial climb 2 •un. service ceiling 36.090ft (1 1 .000m Armament: One 20mm Hispano-Suiza 404 cannon, with 60 ro
|
||
i through the propeller hub. and four 7 5mm MAC 1934 machine guns, each with 500 rounds, in wings. History: First flight (520-01) 2 October 1938. (production. 520-2) 3 December 1939. service delivery 1 February 1940 Users: Bulgaria. France. Italy (RA). Romania
|
||
Development: Few people have ever disputed that this neat little fighter was the best produced in France prior to the Armistice, it was certainly the best to reach the squadrons Unlike so many other hopeful types which just
|
||
Above: The white arrow and roundel surround show that this D 520S (No 147) was photographed in Vichy service.
|
||
Above: Three-view of standard D 520S One
|
||
D 521 (Rolls Royce Merlin) was flown before the Armistice.
|
||
failed to be ready in time, the D 520 made it Doret did not help when, having made a splendid ' about the retractable landing gear on 27 November 1938 ai prototype out of action. The new fighter was a direct devei ' the 500 series and though it was very small it was hoped 1.300hp - but nothing suitable was available. The first prototype had an open cockpit and the second still had a curved windscreen, tailskid and two drum-fed machine guns, as did the first production machine But the second was up to production standard The Dewoitine plants had vanished into the nationalised SNCA du Midi under the law of 1 936 and these were meant to deliver ten in September 1939 and 30 in October. Actually timing ran about three months late, but with the panic in 1940 industry went mad In May 1940 101 were delivered and by June the output had reached ten per day. a figure seldom exceeded by any aircraft plant in history. GC I/3 was first to go into action, followed in late May by GC II/3. with III/3. III/6 and II/7 following before the capitulation These groups were credited with 147 kills for the loss of 85 fighters and 44 pilots. Subsequently the Vichy government restored the D 520 to production. 740 being built in all In 1942 the Luftwaffe seized 411. passing many to Italy. Romania and Bulgaria But in 1944 GC I/8 was re-formed under Doret and. after painting out the German insignia, went into action against the last German pockets in southern France
|
||
Farman F222
|
||
F 221, 222 and 223 series
|
||
Origin: SNCA du Centre (until 1936 the Farman company). Type: All. basically, five-seat heavy bombers Engines: (F 221) four 800hp Gnome-Rhone GR14Kbrs 14-cylinder tworow radials; (F 222) four 860hp GR14Kbrs: (F 222/2) four 950hp GR14N 11/15 or Kirs: (F 223) four 1.100hp Hispano-Suiza HS14Aa08/09 vee-12 liquid-cooled; NC 223.3. four 910hp HS12Y29; (NC 223.4) four 1.050hp
|
||
HS12Y37 Dimensions: Span (F 221. 222. 222/2) 118ft 1Jin (36m); (F 223. NC 223) 110ft 2|in (33 5m): length (F 221-222/2) 70ft 8ain (21 5m); (F 223. NC 223) 72ft 2in (22m): (NC 223.4) 77ft 1 in (23 5m); height (all) 16ft 9in to 17ft 2iin (5 22m). Weights: Empty (F 222/2) 23.1221b (10.488kg); (NC 223 3) 23.2581b (10.550kg). (NC 223.4) 22.046lb (10.000kg); loaded (F 221) 39.242lb (17.800kg): (F 222/2) 41.2261b (18.700kg); (NC 223 3) 42.3291b (19.200kg); (NC 223.4) 52.9111b (24.000kg) Performance: Maximum speed (F 221) 185mph (300km/h): (F 222/2) 199mph (320km/h); (NC 223 3) 248mph (400km/h) (264mph as unarmed prototype); (NC 223.4) 239mph (385km/h); service ceiling (F 221) 19.700ft (6000m); (F 222/2) 26.250ft (8000m); (NC 223.3 at maximum weight) 24.606ft (7500m); (NC 223 4 at maximum weight) 13.120ft (4000m). range with maximum bomb load (F 221) 745 miles (1200km); F 222/2) 1.240 miles (2000km): (NC 223.3) 1.490 miles (2400km); (NC 223 4) 3.107 miles (5000km)
|
||
Below: The third F 222/1, one of the first of the big Farmans to be delivered (to GB 1/15, in 1936). The /I differed in its nose and in having no outer-wing dihedral.
|
||
Above: Three-view of standard F 222/2.
|
||
Armament: (F 221) three manually aimed 7 5mm MAC 1934 machine guns in nose turret, dorsal and ventral positions; bomb load seldom carried: (F 222/2) same guns as 221; normal bomb load of 5.5101b with maximum
|
||
internal capacity of 9,2401b (4190kg); (NC 2233) one MAC 1934 manually
|
||
aimed in nose, one 20mm Hispano 404 cannon in SAMM 200 dorsal
|
||
turret, one 20mm Hispano 404 in SAMM 109 ventral turret: internal bomb
|
||
load of 9.240lb NC 223 4. one manually aimed 7 5mm Darne machine gun in entry door: internal bomb load of 4.4101b (eight 250kg bombs). History: -First flight (F 211) October 1931; (F 221) 1933; (F 222) June 1935: (F 222/2) October 1937; (NC 223) June 1937: (NC 223 3) October 1938: (NC 2234) 15 March 1939 User: France (Armee de I'Air. Aeronavale).
|
||
Development: This distinctive family formed the backbone of the Armee de I'Air heavy bomber force from 1935 until the collapse in 1940 It began with the F 210 of 1930. which set the pattern in having an angular box-like body, high-mounted wing and four engines slung on braced struts from the wing and fuselage in push/pull double nacelles By way of the 220 came the 221. which served mainly as a 20-seat troop transport. The 222 introduced retractable landing gear, and the 36 F. 222/2 bombers of GBI/15 and 11/15 served tirelessly in the dark months of 1940. often flying bombing missions by night over Germany and even Italy and as transports in North Africa until late 1944. The NC. 223.3. developed after nationalization, was a complete redesign and the most powerful and capable night bomber of 1938—40. The 223 4. a transatlantic mailplane. served with the Aeronavale as a heavy bomber, and in an epic 1 3hr 30min flight on 7—8 June 1 940 one bombed Berlin
|
||
13
|
||
|
||
|
||
Morane-Saulnier M.S.406
|
||
M.S.405, M.S.406C-1
|
||
by SNCAO at
|
||
Dornier-Werke.
|
||
-cooled. (8-1 6m); height
|
||
Origin: Aeroplanes Morane-Saulnier; also assembled
|
||
St Nazaire-Bouguenais; variant built under licence by
|
||
Switzerland. Type: Single-seat fighter.
|
||
Engine: One 860hp Hispano-Suiza 12Y-31 vee-12 liquid
|
||
Dimensions: Span 34ft 9|in (1060m); length 26ft 9^in
|
||
9ft 3|in (2-83m).
|
||
Weights: (406) empty 4.1891b (1900kg); loaded 5.364-5.445lb; maximum
|
||
loaded 6.000lb (2722kg).
|
||
Performance: Maximum speed 302mph (485km/h); initial climb 2.789ft
|
||
(850m)/min; service ceiling 30,840ft (9400m); range (without external
|
||
tanks) 497 miles (800km).
|
||
Armament: One 20mm Hispano-Suiza HS-9 or 404 cannon with drum
|
||
of 60 rounds, and two 75mm MAC 1934 in wings each with 300 rounds.
|
||
History: First flight (405) 8 August 1935; (production 405) 3 February
|
||
Above: Three-view of the standard M.S.406C-1 . The unusual
|
||
ventral radio aerial mast is shown retracted.
|
||
Right: Cutaway of a typical M.S.406C-1. All the 1,081 fighters of this type completed prior to the Armistice were essentially
|
||
identical, and little different
|
||
in engineering from the biplanes that preceded them.
|
||
|
||
|
||
Utara
|
||
Development
|
||
continued on page 16
|
||
Above: An M.S.406C-1 with the coolant radiator wound down to the fullest extent. In the air the radiator was progressively cranked up into the fuselage to try to reduce aircraft drag, but the long ventral radio aerial was extended.
|
||
Cannon muzzle Propeller spinner
|
||
Chauviere 351 M two-pitch propeller Cannon barret Oil filler cap Oil tank Oil cooler 8 Coolant intake 9 Louvres Exhaust ports Hispano-Suiza 12Y-31 12cylinder vee engine
|
||
Mam engine support bearer 1 3 Supercharger 14 Fireproof bulkhead (with cannon cut-out) 15 Hispano-Suiza S7 cannon of 20-rnm calibre Cannon ammunition drum (60 rounds capacity) "Plymax" stressed wing skinning 18 Starboard navigation light 1 9 Starboard aileron 20 Ring-and-bead auxiliary sight
|
||
"7
|
||
21 Fuselage fuel tank (90 2
|
||
mp gal/410 litres capacity) 22 Main upper longeron elage frame 24 Control column 25 Port instrument console 26 Main instrument console 27 Unarmoured windscreen 28 Reflector gunsight (OPL 31
|
||
)
|
||
mounting 29 Sliding cockpit canopy 30 Pilot's seat 31 Seat support frame 32 Provision for oxygen stowage 33 Control runs 34 Transmitter/receiver (Radiondustrie 537) 35 Canop\ tt 36 Crash support bar 37 Aft cockpit glazing 38 Aerial mast 39 "Plymax"' decking 40 Dorsal fabric (over wooden stringers) 41 Elektron formers 42 Main aft fuselage framework (Dural tubing) 43 Cross bracing 44 Fuselage/fin attachment frame 45 Tailskid bracing 46 Rear fuselage frame 47 Fin attachment point 48 Fin construction 49 Fin spar (Duralumin) 50 Balance 51 Rudder framework
|
||
52 Rudder post 53 Rudder hinge RudeTab cable Tailplane strut Elevator construction 58 Elevator balance 59 Tailplane structure 60 Ta 61 Ventral fabnc 62 Hinged ventral aenal 63 Wing root fairing 64 Flap construction 65 Port aileron 66 vVingtip constr^ . 67 Port navigation light 68 Wing ribs 69 Forward (main) wing spar 70 Aft wing spar 71 Rear spar/fuselage attachment point 72 Front spar/fuse age attachment points (two) 73 Starboard mainwheel 74 Retractable radiator 75 Radiator retraction links 76 Undercarriage well inner shell
|
||
77 Port 7.5-mm MAC 1934 machine gun 78 Ammunition drum (300 round capacity) Pitot tube Mainwheel leg Port mainwheel (lowpressure tyre shown at ground angle) Mainwheel leg fairing Head-on view of canted
|
||
mainwheel when ur
|
||
79 80 81
|
||
82 83
|
||
15
|
||
|
||
|
||
An unusual feature was the fact that, except for the fabric-covered rear
|
||
fuselage, most of the covering was Plymax (light alloy bonded to plywood).
|
||
The M.S. 406 was the 405 production version incorporating all the re
|
||
quested modifications. The production was shared out among the national
|
||
ised groups (Morane retaining only a small part of the work), with production
|
||
lines at Bouguenais and Puteaux. By the time of the collapse in June 1940 no fewer than 1 .081 had been completed, despite a desperate shortage of
|
||
engines. In May 1940 the 406 equipped 19 of the 26 French combat-ready fighter groups. One who flew them said they were "free from vices, but too slow to catch German aircraft and too badly armed to shoot them down Poorly protected, our own losses were high" The Vichy government fitted 32gal drop tanks to Moranes sent to Syria to fight the RAF. Many were used by Finland, fitted with skis and often with Soviet M-105P engines of higher power (the so-called LaGG-Morane).
|
||
•>;r
|
||
Above: Comrades in arms, and neither adequate to face the Luftwaffe: an M.S.406C-1 escadrille visited by a Fairey Battle light bomber of the British Advanced Air Striking Force.
|
||
Left: M.S. 406C-1 of 1e Escadrille, GC I/2. based at Nimes in the spring of 1940.
|
||
Below: New Moranes straight from Bouguennais
|
||
are prepared for service at an Armee de I'Air unit in the autumn of 1939. The M.S. 406 was as numerous as the Bf 109 in spring 1940.
|
||
,f A A t
|
||
|
||
|
||
France
|
||
Potez 63 series
|
||
630. 631. 633, 637 and 63 11
|
||
Origin : Avi< ins Henri I Type: ti> «> oil ) i ind i > i> l r , 633) eal lighl attai k bomb I t army co operation rei onnaissance. Engines: (t>^0) two 725hp Hisi 14AB ndi row radials all othei version! I IM ol iami I Dimensions: Span 52fl 6in (16m) length I6fl Mn (11 07m); (63-11 36ft lin (I Im) height l If! 9Jin ( i 6m) Weights: Empty (630. 631. 633) typically 5.730lb (2600kg) (I 6.390lb (2900kg). (6311) 6.9121b (3205kg) maximum loaded (631) 8.235lb (3735kg). (633. 637) 9.285lb (4210kg). (63 11) 9.98/lh (45 I0I |) Performance: Maximum speed (630. 631. 633) 273mph (440km h) (637) 267mph (430km/h). (63 11) 264mph (425km h> initial climb (typical) 1 .800ft (550m)/min: service ceiling (630. 631 ) 32.800ft (10.000m).
|
||
(others, typical) 26.250ft (8000m)
|
||
Armament: See text
|
||
History: Fust flight (Potez 63) 25 April 1936. (production 630) February 1938. (prototype 63-11) December 1938 Users: Prance. Germany (Luftwaffe). Greece. Romania. Switzerland
|
||
Development: Winner of a 1934 competition for a C3 (three-seat fighter) for the Armee de I'Air. the Potez 63 was a clean twin-finned machine powered by two of the new Hispano slim radials It soon branched into a host of sub-variants, including many for foreign customers. The first 80 production aircraft were 630s. but they were soon grounded due to severe engine failure after only a few hours The 631. however, was more successful and 208 were delivered (121 in May 1940 alone), equipping five fighter squadrons, two Aeronavale squadrons and many other units and shooting down 29 German aircraft (12 by the navy squadrons) in the Battle for
|
||
Above: Three-view of Potez 633, the unsuccessful attack bomber version which was widely exported but used as a combat aircraft by the Armee de I'Air on only one mission
|
||
France. Most had two (some only one) 20mm Hispano 9 or 404
|
||
one or two 7 5mm MAC in the rear cockpit and. from February 194
|
||
MAC faired under the outer wings. The 633 had only two machine guns, one forward-firing and the other in the rear cockpit, and the profusion of export variants had several different kinds of gun Maximum bomb load was 1.3231b (600kg). including 8801b (400kg) internal Many 633s had a busy war. Greek examples fighting with the Allies and Romanian examples fighting the Russians The 637 was used in numbers in May 1940 but was only a stop-gap for the 63 1 1. with glazed nose and humped rear canopy, which was used in large numbers by the Luftwaffe. Vichy French. Free French and others Over 900 were built, bringing the total for the 63 family to more than 1 .300
|
||
Left : Potez 63 11 No 831 . shown as it was in 1943 when operating alongside other Allied air units in Tunisia. Large numbers of similar aircraft had fought against the RAF in several theatres, and more than 270 served with the Luftwaffe as advanced trainers and light utility transports. In 1942 many Vichy 631 1s were bartered with the Romanians for petrol.
|
||
SNCASE LeO 451
|
||
LeO 45, 451 B4 and derivatives
|
||
Origin: Soc Liore et Olivier, Argenteuil. in 1937 nationalized as part of SNCASE. production see text. Type: Medium bomber, later transport Engines: Two 1.140hp Gnome-Rhone 14N 48/49 14-cylinder radials Dimensions: Span 73ft lOfin (22 52m). length 56ft 4m (17 17m); height 14ft 9^in (4 50m). Weights: Empty 17.2251b (7813kg). normal loaded 25.1331b (11.400kg); max 26.455lb (12.000kg) Performance: Maximum speed 307mph (495km/h). service ceiling 29.530ft (9000m); range with 1.1021b (500kg) bomb load 1.430 miles (2300km)
|
||
Armament: One 20mm Hispano-Suiza 404 cannon in SAMM retractable
|
||
dorsal turret. 7 5mm MAC 1934 in retractable ventral turret and MAC 1934 fixed in nose firing ahead; internal bay for up to 4.4101b (2000kg) of bombs.
|
||
Above: Three-view of LeO 451 B4 with armament retracted.
|
||
Above: The Hispano is prominent on this LeO 451 of the Vichy Air Force (GB I/25, based at Tunis El Aouina) in mid-1942.
|
||
History: First flight 16 January 1937; service delivery 16 August 1939; final delivery 1 943 Users: France (Armee de I'Air. Vichy French and post-war AF). Germany (Luftwaffe). Italy (RA and CB). UK (RAF) and US (AAF).
|
||
Development: Beyond doubt the best bomber developed in France in the final years before the war. the LeO 45 was also available in substantial numbers Despite chaotic conditions caused by nationalization of the airframe industry and widespread sabotage, production at Paris (Clichy and Levallois) and assembly at Villacoublay got into its stride by the spring of 1939 To provide the stipulated catwalk past the bomb bay small secondary bays were added in the inner wing and the main bay made even narrower than the slim fuselage Production was dispersed to take in factories around Lyons, a second assembly-line at Amberieu (Ain) and a third line at Marignane (Marseilles), and the evacuated Villacoublay plant was hastily moved to an underground works at Cravant near Auxerre in May 1 940 The 451 B4 had been in action from the first day of war. and by May 1940 some 472 equipped eight Armee de I Air groups Missions could not have been more impossible, negating all the type's brilliant qualities. 47 being lost in the first 288 sorties (though on one mission the dorsal gunner destroyed two Bf 110s). Several sub-types served the Vichy forces and Luftwaffe, one Gruppe switching from Stalingrad to equip with the LeO 451 T. Italy, the RAF and USAAF used the aircraft chiefly as a utility transport.
|
||
17
|
||
|
||
|
||
Arado Ar 96
|
||
Ar 96A-1, Ar 96B-2 and Ar 396
|
||
Origin : jzeugwerke; production almost entirely assigned to Ago a and Letov in Czechoslovakia Type and multi-role tactical.
|
||
Engine: Jhp Argus As IOC inverted vee-8 aircooled; (B) 465hp As 410A-1 inverted vee-12 aircooled.
|
||
Dimensions: Span 36ft 1 in (11 00m). length (A) 27ft 1 in. (B) 29ft 1Hin 3m); height 8ft 6^in (2 60m)
|
||
Weights: Empty (A) 11871b. (B) 2.8541b (1295kg); maximum (A) 3.476lb
|
||
(1577kg). (B) 3.747lb (1695kg). Performance: Maximum speed (A. B) 205mph (330km/h); range (A) 560 miles (900km). (B) 615 miles (990km)
|
||
Armament: iA) none; (B) invariably one 7 92mm MG 17 above engine
|
||
on right, sometimes 7 92mm MG 15 in rear cockpit and/or other guns in wing bulges and/or light bombs. History: First flight 1938. (B) January 1940. final delivery (C.2B) 1948 Users: Czechoslovakia (post-war). France (S.10). Germany, plus most other Axis air forces.
|
||
Development: Designed by Walter Blume. the Ar 96 was a typical Arado product, with distinctive tail and clean stressed -skin structure It proved an ideal advanced trainer, and the Ar 96A entered Luftwaffe service in 1939 In 1 940 much larger orders were placed for the 96B with more fuel and a larger engine, and this remained by far the most important advanced trainer of the Axis. The two-blade Argus propeller had a distinctive pitchcontrol windmill on the spinner, and there were five chief B sub-types of which a few could be used for gunnery and bombing training. The 96B towed light gliders, and even served in tactical roles on the Eastern front with various augmented armament Total production by December 1 944 was 11.546. and Letov built the C 2B version until 1948. The planned Ar 296 was developed into the 396. an all-wood replacement with 580hp As 41
|
||
1
|
||
Crude but effective, this was assigned to the French SI PA works, which after the liberation made large numbers as the S.11. followed by the metal S 1 2
|
||
Right: The Ar 96B series was built in greater numbers than any other trainer in history except the American T-6 family, just topping the Vultee BT-13 Valiant family (11.537). The aircraft illustrated, probably Ar 96B-2 pilot trainers, do not bear the badge of an A/B Schule but by 1942 these were often omitted. All wartime Luftwaffe pilots knew the 96.
|
||
Arado Ar 196
|
||
Ar 196A-1 to A-5 (data for A-3)
|
||
Origin: Arado Flugzeugwerke GmbH. Type: Two-seat maritime reconnaissance seaplane.
|
||
Engine: 960hp BMW 132K nine-cylinder radial. Dimensions: Span 40ft 8in (12 4m); length 36ft 1 in (11m); height 14ft 4Jin (4-4m). Weights: Empty 6.580lb (2990kg); loaded 8.223lb (3730kg). Performance: Maximum speed 193mph (310km/h) at 13.120ft (4000m); initial climb 980ft (300m)/min; service ceiling 23.000ft (7020m); range 670 miles (1070km) at 1 58mph (253km/h)
|
||
Armament: Two MG FF 20mm cannon in wings outboard of propeller
|
||
disc, one MG 17 7-92mm in top decking and twin MG 17 on pivoted mounting aimed by observer Rack under each wing for 1101b (50kg) bomb. History: First flight (196V1) May 1938; first operational service 1 August 1939 Users: Bulgaria. Germany (Luftwaffe. Kriegsmarine). Romania
|
||
Development: One of the very few float seaplanes to be used in World War II outside the Pacific area, the Ar 196 was designed as a replacement
|
||
Above: Built in small numbers in 1941, the Ar 196A-4 served on catapults of Kriegsmarine warships and preceded the A-3.
|
||
Below: By far the most numerous Ar 196 variant was the A-3, two of which are seen here flying on coastal patrol with 2/SAGr 128. This was formed in July 1943 at Brest and later moved to the south French coast where it ceased to exist.
|
||
^feu,
|
||
9 1i
|
||
|
||
|
||
he He 60 biplane on the catapults of all the German Navy's capital ships Its duties were thus primarily reconnaissance and shadowing of surface vessels, but in comparison with such Allied types as the Curtiss Seagull and Fairey Seafox it had a much higher performance and eventually was given
|
||
formidable armament Four prototypes, powered by the 880hp BMW 1 32Dc
|
||
engine (derived in Germany from the Pratt & Whitney Hornet), were flown in 1938. two with twin floats and the others with a large central float The following year. 26 Ar 196A-1s were built, entering service in August aboard the battle cruisers Gneisenau and Schamhorst. and at shore bases on the North Sea In 1940 the Ar 196A-3 entered service, and this type made up the bulk of the 401 aircraft built Though quite outclassed by the best fighters, the A-3 was a versatile multi-role aircraft which actually spent most of the war operating on sea patrols from coastal bases, mainly on the Bay of Biscay and islands in the Mediterranean. Batches were built by Vichy- France at Saint Nazaire and, in a slightly modified A-5 form, by Fokker at Amsterdam in 1943-44. About 50 served with co-belligerent Balkan air forces in the Adriatic and Black Sea. The type was never developed as an effective anti-submarine search and strike machine, despite its obvious potential Above: Three-view of a typical Ar 196A-3.
|
||
Left: This Ar 196A-3. seen with 1101b SC50 bombs on its wing racks, served with 1 Bordfliegergruppe 196 in the Lofoten Islands in 1943. These seaplanes were scattered throughout the entire shoreline of Europe in 1942-44.
|
||
L2#X41
|
||
Left: A rare bird, one of the 20 Ar 196A-1s delivered in 1939 Most went to 1 / and 5/ Bordfliegerstaffeln 196 for embarkation, but this one served with 10 (See)/LG2 at Travemunde.
|
||
19
|
||
|
||
|
||
AradoAr 234 Blitz
|
||
Ar 234B-1 and B-2 Blitz
|
||
Origin: Arado Flugzeugwerke GmbH. Type: Single-seat reconnaissance bomber.
|
||
Engines: Two 1.9801b (900kg) thrust Junkers Jumo 004B axial turbojets. Dimensions: Span 46ft 3^in (14 2m); length 41ft 5£in (1265m); height 14ft Uin (43m).
|
||
Weights: Empty 11.4641b (5200kg); loaded 18.5411b (8410kg); maximum with rocket takeoff boost 21 .71 5lb (9850kg). Performance: Maximum speed (clean) 461 mph (742km/h); service ceiling 32.800ft (10.000m); range (clean) 1.013 miles (1630km). (with 3.300lb bomb load) 684 miles (1100km).
|
||
Armament: Two fixed MG 151 20mm cannon in rear fuselage, firing to rear and sighted by periscope; various combinations of bombs slung under fuselage and/or engines to maximum of 3.300lb (1500kg). History: First flight (Ar 234V1) 15 June 1943. (Ar 234V9 with landing gear) March 1944. (Ar 234B-0 pre-production) 8 June 1944; operational delivery September 1944. User: Germany (Luftwaffe)
|
||
Development: As the first jet reconnaissance bomber, the Ar 234 Blitz (meaning Lightning) spearheaded Germany's remarkably bold introduction of high-performance turbojet aircraft in 1944 Its design was begun under Walter Blume in 1941. after long studies in 1940 of an official specification for a jet-propelled reconnaissance aircraft with a range of 1.340 miles The design was neat and simple, with two of the new axial engines slung under a high wing, and the single occupant in a pressurised cockpit forming the entire nose. But to achieve the required fuel capacity no wheels were fitted When it flew on 1 5 June 1 943 the first 234 took off from a three-wheel trolley and landed on retractable skids. After extensive trials with eight prototypes the ninth flew with conventional landing gear, leading through 20 pre-production models to the operational 234B-1. with ejection seat, autopilot and drop tanks under the engines. Main production centred on the 234B-2. made in many sub-variants, most of them able to carry a heavy bomb load. Service over the British Isles with the B-1 began in September 1944, followed by a growing force of B-2s which supported the Battle of the Bulge in the winter 1 944-45. In March 1 945 B-2s of III/KG76 repeatedly attacked the vital Remagen bridge across the Rhine with 2.205lb (1 ,000kg) bombs, causing its collapse Though handicapped by fuel shortage these unmterceptable aircraft played a significant role on all European fronts in the closing months of the war. 210 being handed over excluding the many prototypes and later versions with four engines and an uncompleted example with a crescent-shaped wing.
|
||
Above: Ar 234 V1 (first prototype) with skid landing gear.
|
||
Above: Take-off by the Ar 234 V9 (ninth prototype), first of the B-series with conventional landing gear. Other advanced features included pressure cabin, ejection seat and computer.
|
||
Blohm und Voss Bv 138
|
||
Bv 138A-1, B-1 and C-1 (data for C-1
|
||
)
|
||
Origin: Hamburger Flugzeugbau GmbH Type: Six-crew reconnaissance flying boat. Engines: Three 880hp Junkers Jumo 205D diesels with 12 opposed pistons in six cylinders. Dimensions: Span 88ft 7in (27m); length 65ft 1 Jin (19 85m); height 19ft 4iin (5 9m) Weights: Empty 24.250lb (11.000kg); loaded 31.9671b (14.500kg); (rocket assist) 36.337lb (16.480kg). Performance: Maximum speed 171 mph (275km/h); climb to 10.000ft (3050m) in 24mm; service ceiling 16.400ft (5000m). maximum range 2.500 miles (4023km). Armament: 20mm MG 1 51 cannon in front and rear turrets; 1 3mm MG 1 31 in cockpit behind centre engine; four 331 lb (1 50kg) depth charges or other stores under inner right wing. History: First flight (Ha 138V-1) 15 July 1937; first delivery (A-1) January 1940; (C-1) 1941. User: Germany (Luftwaffe).
|
||
Below: The definitive version was the Bv 138C, and examples served in many parts of Europe. This C-1 was operated by 3.(F)/SAGr 125, based at Constanza. Romania, on patrol over the Black Sea.
|
||
Above The Bv 138 MS minesweeper with degaussing ring.
|
||
Right: Somewhere on the bitter Arctic convoy route this Bv 138C of SAGr 130 has made rendezvous with a
|
||
U-boat — possibly to take on fuel oil
|
||
for its diesels.
|
||
20
|
||
|
||
|
||
Below : The Ar 234 was the only jet bomber to be operational m
|
||
World War II. and though it did not affect the c mice of tinwar its pinpricks were usually unstoppable. This B 2/P Blit/ served with 9/KG 76 operating from Achmer in February 194b
|
||
It is seen with 1.102 lb (SC500) bombs hung under the micelles. but the fuselage rack could carry a 3.086 pounder.
|
||
Below: In 1943 development began on a more powerful four engined Ar 234C
|
||
series. Some had twinned nacelles.
|
||
Development: Originally designated Ha 138. reflecting the fact that the aircraft subsidiary of the Blohm und Voss shipyard is (even today) Hamburger Flugzeugbau. the 138 was designed by Richard Vogt and took a long time to reach its final form Major changes had to be made to the hull, wing, tail and tail booms, though none of the alterations were due to the unusual layout The first 25 Bv 1 38A-1 boats were intended to be ocean reconnaissance platforms, but were not a success and ended up as transports in the Norwegian campaign and thereafter They were underpowered with three
|
||
600hp Jumo 205 C diesel engines, the fuel oil being carried inside the tubular main spar of the wing. In late 1940 the Bv 138B-1 entered service with 880hp Jumo 205D engines, further modified tad and a 20mm turret at each end of the hull After building 21. production was switched to the
|
||
final Bv 138CM. of which 227 were delivered in 1 941 —43 This had im
|
||
proved propellers, added a dorsal MG 131 and was greatly improved in equipment Throughout 1942-45 the 1 38C gave good front-line service in the Arctic, the Baltic, the North Atlantic and Mediterranean.
|
||
21
|
||
|
||
|
||
BlohmundVoss
|
||
Bv222Wiking
|
||
Bv 222 prototypes, 222A and 222C
|
||
Origin: Hamburger Flugzeugbau GmbH. Type: Strategic transport flying boat (see text)
|
||
Engines: (Most) six 1 .OOOhp Bramo (BMW) Fafnir 323R nine-cylinder
|
||
radials. (V7 and 222C) six 980hp Junkers Jumo 207C six-cylinder (12
|
||
piston) diesels. Dimensions: Span 150ft 1 1 in (4600m); length 121ft 4|in (37 00m):
|
||
height 35ft 9in (109m). Weights: Empty (A) about 64.000lb (29.000kg). (C) 67.5721b (30.650kg);
|
||
maximum (all) 108.0301b (49.000kg).
|
||
Performance: Maximum speed (all) 242mph (390km/h) without arma
|
||
ment. 183mph (295km/h) with; maximum cruise at height 214mph
|
||
(345km/h). (armed) 1 56mph (252km/h); maximum range at 1 52mph (245km/h) 3.790 miles (6100km); endurance 28hr.
|
||
Armament: Varied greatly from single 7 92mm MG 81 to five/six power
|
||
turrets; (C) 13mm MG 131 manually aimed in bow. 20mm MG 151 in one or two dorsal turrets and two wing turrets (upper surface behind outer
|
||
nacelles) plus various MG 131 or MG 81 from side windows History: First flight 7 September 1940; first service mission 10 July 1941. User: Germany (Luftwaffe).
|
||
Development: Deutsche Luft Hansa ordered three of the large Bv 222 boats in 1937 for use on the North and South Atlantic. The prototype (222V- 1) was civil, but after initial flight trials was modified into a freight transport for the Luftwaffe. There followed nine further aircraft, no two alike, V9 also being the first of four production 222C-0 transports with Jumo engines and improved armament, as well as FuG 200 Hohentwiel radar and FuG 216 rear warning. Only 13 were flown, and decision to drop the diesels led to a switch to the Fafnir. used in the majority of the prototypes.
|
||
Right: The last of the radial-engined A-series was the V8, seen here on the slipway with all engines running. It served only a few weeks with LTS See 222 before being shot down.
|
||
s=fi^s-w-"
|
||
*t
|
||
*
|
||
1
|
||
-- ,-J
|
||
:^
|
||
Above: Three-view of Bv 222C (V9); inset, right wing of V7.
|
||
from No 20. which with 14-19 were almost complete From 1941 the Wikings shuttled from northern Norway to Africa bringing urgent stores. Despite their rmproving equipment, nearly all were shot down or destroyed at their moorings, but four survived to VE-day. one being scuttled by its crew and the others being flown to Britain and the USA for trials. The Wiking posed many development problems, and always seemed underpowered, but its basic qualities were good From it derived the even bigger Bv 238. described at the end of the German section
|
||
Dornier Do 17
|
||
Do 17E, F, K and P
|
||
Origin: Dornier-Werke GmbH. Type: Three-seat medium bomber (17F. reconnaissance).
|
||
Engines: Two 750hp BMW VI 7 3 12-cylinder vee liquid-cooled; (17P)
|
||
two 1. OOOhp BMW 132N nine-cylinder radials Dimensions: Span 59ft Oiin (18m); length (17E. F) 53ft 3Jin (1625m) (17P) 52ft 9|in (16 1m); height (17E. F) 14ft 2in (4-3m); (17P) 14ft 1 1 in (4 57m). Weights: Empty (17E. F) 9.9211b (4500kg); (17P) 10.1401b (4600kg); loaded (17E) 15.5201b (7050kg); (17F) 15.4301b (7000kg). (17P) 16.8871b (7660kg). Performance: Maximum speed (V7E. F) 220mph (355km/h): (17P) 249mph (400km/h); service ceiling (17E) 16.730ft (5100m); (17F) 1 9.685ft (6000m). (1 7P) 20. 340ft (6200m); typical range (1 7E) 620 miles (1000km); (17F) 994 miles (1600km); (17P) 745 miles (1200km)
|
||
Armament: (17E) one 7 92mm MG 15 manually aimed from rear ventral hatch and one manually aimed to rear from dorsal position, with internal
|
||
bomb load of 1.6501b (750kg); (17P) three MG 15s. one (normally fixed to fire ahead) in right windscreen, one in ventral hatch and one in dorsal position, with internal bomb load of 2.205lb (1000kg). History: First flight (single-fin V1 prototype) autumn 1934. (Do 17E) 7 November 1936: (Do 17F) 10 November 1936: (Do 17P) late 1937 Users: Germany (Luftwaffe). Jugoslavia. Soviet Union (2 aircraft only).
|
||
Development: Popularly dubbed "the flying pencil" in both Germany and Britain, the Do 17 was not planned as a bomber and secretly tested as a civil transport; its history was the other way round. Deutsche Luft Hansa decided its slender body left much too little room for the six passengers, but the Reichsluftfahrtministerium eventually decided the Do 17 was worth developing as a bomber. Numerous prototypes were built with different noses and engines and eventually the Do 1 7E-1 and the F-1 reconnaissance machine went into large-scale, and widely subcontracted, production for the embryo Luftwaffe. As early as March 1 937 both were in combat service, with
|
||
Above: Three-view of the first major Luftwaffe versions, the Do 17F-1 (reconnaissance) and (bottom) Do 17E-1 bomber.
|
||
one Staffel of 17Fs being in Spain with the Legion Kondor (there to prove virtually immune to interception by the Republican forces). In the spring of 1937 a Do 1 7M prototype with powerful DB 600 engines walked away from all the fighter aircraft at the International Military Aircraft Competition at Zurich. This caused a great sensation and the first nation to buy the new bomber was Jugoslavia, receiving 20 from Germany plus a construction licence. The Jugoslav Do 17Kb-1 had a very early nose profile (the same, in fact, as the Zurich demonstrator) and Gnome-Rhone 14N radial engines They had a 20mm Hispano cannon and three 7 92mm Brownings. About 70 were on strength when the Germans invaded Jugoslavia in April 1941. two escaping to Greece with cargoes of gold bullion. The several hundred E and F models formed the biggest portion of the Luftwaffe bomber and reconnaissance force up to 1 939. but by the end of that year had been relegated to operational training. The later Do 1 7M-1 (Bramo Fafnir radials of 1 .OOOhp) and Do 17P succeeded the E and F in production during 1937 and saw combat during World War II. They were the final types to retain the slender "flying pencil" shape and hemispherical nose-cap.
|
||
Left: A BMW-radialengined Do 1 7P-1 reconnaissance model, serving with 4(F)/14 "Munchausen"
|
||
Staffel. In 1939 this was with Luftf lotte IV in Austria, Silesia and Czechoslovakia.
|
||
22
|
||
|
||
|
||
DFS 230
|
||
DFS230A-1. B-1, C-1, F-1
|
||
Origin: Deu ,; ititul I
|
||
ind i 'iii' i
|
||
Type: Dimensions: iih (A B height Weights: I mpl B-1 .'090 (B-1 L630II !100kg) Performance: Normal towing .peed 1 30mph (21 Okm,
|
||
1
|
||
180mph ( 2 9 1 ^
|
||
History: First flighl 'iH- 1937; service delivery (A-0) 1938. (A I) User: Germany, and possibly other Axis countries
|
||
Development: Apparently no serious thought had been givei ise of gliders in war until Ernst Udet. later head of the Luftwaffe te< hnii al procurement department, visited DFS in 1933 He later placed an order I military transport glider, the DFS 230. which was flown with conspicuous success by Hanna Reitsch in 1937. After demonstrations before senior officers the DFS 230 became the basis around which the new technique of glider-borne assault was developed. On 10 May 1940 it was put into effect with total success by 45 gliders, towed by Ju 52s to carefully planned pinpoint operations on bridges and forts in the Low Countries. The classic assault was on Fort Eben Emael. in Belgium, on the Albert Canal. The vast modern fortress was knocked out and held by 72 men who arrived silently within the outer walls at dawn. They held until the German Army arrived more than 24hr later, suffering total casualties of six men killed and 20 wounded In Crete large forces of DFS 230 and other gliders suffered heavily, but took the island. Hundreds of 230s were used in North Africa and Italy, with progressively less effect, but went out in a blaze of glory when Otto Skorzeny's handpicked force stormed the mountain-top hotel where Mussolini was being held under armed guard and flew him out in a Storch. Most 230s were of the B-1 type with braking parachute: the C-1 had three solid fuel rockets in the nose to stop it in 30 metres, and the F-1 was an enlarged model seating 15 Nearly all were delivered before 1941. output being 1.022
|
||
Above: Three view of .i typical DFS 230A 1 (wheels juttisoimd;
|
||
Below: An operational DFS 230A 1 on tow, possibly (luring a
|
||
combat mission. The tug was almost always the Ju 52/3m. and
|
||
much research was done with close-coupled Starschlepp tows, used later in the war to tow heavy fuel tanks, bombs and even Fi 103 flying bombs.
|
||
——1
|
||
|
||
Above: In September 1939 the Do 17P-1 reconnaissance aircraft equipped 22 staffeln, but few were left a year later.
|
||
Below: Seen in the 1937 camouflage livery, this Do 17E-1 bomber had the benefit of combat experience in Spain.
|
||
23
|
||
|
||
|
||
|
||
Dornier Do 17Z and 215
|
||
Do 17Z-1 and -2 and Do 215A-1, B-1 and B-5
|
||
Origin: Dornier-Werke GmbH. Type: Four-seat medium bomber and reconnaissance.
|
||
Engines: (Do 17Z-2) two 1 .OOOhp Bramo Fafnir 323P nine-cylinder
|
||
radials: (Do 215B-1) two 1.075hp Daimler-Benz DB 601 A 12-cylinder
|
||
inverted-vee liquid-cooled.
|
||
Dimensions: (Both) span 59ft O^in (18m); length 51ft 9Jin (15 79m):
|
||
height 14ft 1 Hin (4 56m).
|
||
Weights: Empty (Do 17Z-2) 11.4841b (5210kg): (Do 215B-1) 12.7301b
|
||
(5775kg): loaded (both) 19.8411b (9000kg).
|
||
Performance: Maximum speed (Do 17Z-2) 263mph (425km/h): (Do
|
||
21 5B-1 ) 280mph (450km/h): service ceiling (Do 1 7Z-2) 26.740ft (81 50m);
|
||
(Do 215B-1) 31.170ft (9500m): range with half bomb load (Do 17Z-2) 721 miles (1160km); (Do 215B-1) 932 miles (1500km).
|
||
Armament: Normally six 7 92mm Rheinmetall MG 15 machine guns, one
|
||
fixed in nose, remainder on manually aimed mounts in front windscreen, two
|
||
beam windows, and above and below at rear; internal bomb load up to 22051b (1000kg).
|
||
History: First flight (Do 1 7S prototype) early 1938: (Do 17Z-2) early 1939; (Do 215V1 prototype) late 1938; first delivery (Do 17Z-1) January
|
||
1939. (Do 215A-1) December 1939; termination of production (Do 1 7Z series) July 1940. (Do 215 series) January 1941 User: Germany (Luftwaffe)
|
||
Development: Whereas the slenderness of the first families of Do 1
|
||
7
|
||
bombers had earned them the nickname of "Flying Pencil", the Do 17S
|
||
introduced a completely new front end with much deeper cabin and extensive window area all round. Such a change had been obvious from the inadequate defensive armament of the earlier models, revealed in the
|
||
Spanish Civil War. and the penalty of increased weight and drag was to
|
||
Above: Three-view of the Do 17Z-2.
|
||
some degree countered by a search for more powerful engines. The S prototype had DB 600 liquid-cooled engines, as did the Do 17U five-seat pathfinder, of which 12 were delivered to the nine Bomber Groups already using earlier Do 17s. The Do 1 7Z. powered by the Bramo radial engine, was at first underpowered and full bomb load had to await the more powerful Fafnir 323P of the 17Z-2 Between late 1939 and the summer of 1940 about 535 Do 1 7Z series bomber and reconnaissance machines were delivered and. though they suffered high attrition over Britain, they did much effective work and were the most popular and reliable of all Luftwaffe bombers of the early Blitzkrieg period The Do 215 was the Do 1 7Z renumbered as an export version, with the more powerful DB 601 engine. The Do 215A-1 for Sweden became the Do 215B-0 and B-1 for the Luftwaffe and altogether 101 were put into service for bomber and reconnaissance roles: 12 were converted as Do 215B-5 night intruders, with a "solid" nose carrying two cannon and four machine guns, and operated by night over Britain before transfer to Sicily in October 1941.
|
||
Left. The Z-2 bombers of MI/KG 2 saw intense action in all campaigns up to 1941
|
||
.
|
||
Below: Another Do 17Z-2 of KG 2 seen over the blue Aegean with an almost defenceless Greece ahead, in April 1941. Later, things got tougher.
|
||
24
|
||
|
||
|
||
lany
|
||
Dornier Do 18
|
||
Do 18D. G, H. N
|
||
Origin : i lorniei Werke < imbl i Type: D G reconnaissance md lii i in n le 1
|
||
1 trainei N n i Engines: (D) tandem push/pull lunkers lumo !05< dii I h rated al 600hp (G H N) 'OOhp lumo !05D Dimensions: Span 77ft 9in (23 'm) length 63fl !in (19 !5nr0 heighl
|
||
i ii 'ini (5 45m)
|
||
Weights: (G I) empty 12.9001b (5850k 1 1 maximum !2.046lb i 1 0.000 kg) Performance: (G-1) Maximum speed at sea level 162mph (260km h) typical cruise I06mph (170km/h); range 2.175 miles (3500km)
|
||
Armament: (D-1 ) typically one 7 92mm MG 15 manually aimed from bo and rear cockpits, with underwing racks for 1,1021b (500kg) load of
|
||
weapons or stores on each side; (G-1) 13mm MG 131 in bow cockpit,
|
||
20mm MG 151 in power dorsal turret, same wing capacity: (H, N) none. History: First flight (civil) 15 March 1935: (D) early 1938: final delivery. late 1939 User: Germany (Luftwaffe. DLH)
|
||
Development: 1 he Do 1 8. a pleasant and relatively harmless machine, was the first Luftwaffe type shot down by British aircraft in World War II: a flight of Skuas from Ark Royal caught three of the boats shadowing British warships on 26 September 1939 (and it is a fair reflection on the
|
||
~T~ Above. The Do 18G 1 was the most
|
||
important sub type of Do 18
|
||
Skua's capabilities as a I 100 were deli-. armed G version Nearly all were < Baltic/Atlantic areas The N used to appeal painted n\ red crosses, though post-war evidence sometimes were engaged in Flint (eli
|
||
Below: One of the earlier variants was the Do 18D-1. one of
|
||
which is seen on North Sea patrol (possibly with KuFIGr 106)
|
||
Dornier Do 24
|
||
Do 24T
|
||
Origin: Dornier-Werke GmbH; production by Weser. Aviolanda and Potez-CAMS (SNCAN). post-war. CASA. Spain Type: Reconnaissance flying boat (typical crew. six). Engines: Three 1 .000hp Bramo Fafnir 323R-2 nine-cylinder radials Dimensions: Span 88ft 7in (27m); length 72ft 2in (22m): height 17ft 10in (5 45m) Weights: Empty 29.700lb (13.500kg); loaded 40,565lb (18.400kg). Performance: Maximum speed 211mph (340km/h); service ceiling 19.360ft (5900m). maximum range 2.950 miles (4750km)
|
||
Armament: One 7 92mm MG 15 machine gun in bow turret, one MG 15
|
||
in tail turret and one 20mm MG 151/20 or 30mm MK 103 cannon in dorsal turret behind wing; underwing racks for 12 1101b (50kg) bombs or other stores. History: First flight (Do 24V3) 3 July 1937. service delivery (Do 24K) November 1937. withdrawal from service (Spain) 1967 Users: Germany. Netherlands. Spain, Sweden; post-war, France
|
||
Below: The main Luftwaffe type was the Do 24T-1, this example being one of the 170 supplied from the Netherlands in 1941 -44.
|
||
Above: The Dutch (Cycloneengined) Do 24K-2 of 1937.
|
||
Development: This excellent trimotor flying boat was one of the very few aircraft of the Nazi period to be designed for a foreign government The customer was the Netherlands and by 1940 a total of 11 had been built by Weserflugzeugbau and flown out to the Dutch East Indies naval air service (MLD) In addition. 26 more had been supplied by the Dutch de Schelde and Aviolanda companies, under a government-purchased licence After the invasion of the Low Countries production was continued in Holland for the Luftwaffe, with the French Potez-CAMS factory at Sartrouville also assigned to Do 24 production in 1941 Production for the Luftwaffe amounted to 170 in Holland and 48 in France and the type was met all round the European coasts One force-landed in Sweden in 1944. was impressed into RSAF service as the Tp 24 and not surrendered to the USSR
|
||
until 1951 After VE-day the CAMS factory continued in production, making a further 20 aircraft to augment ex-Luftwaffe machines for a force of more than 60 in Aeronavale service until 1 955 The remaining aircraft were sold to Spain to augment an original force of 12 purchased from Germany in 1944 Designated HR-5. the Do 24T-3 in Spain and the Spanish Mediterranean and Atlantic islands was the last type of large military flying boat operating in Europe. Since 1969 Dornier has been seeking markets for the proposed Do 24/72 development, powered by three 1 ,800hp Lycoming turboprops
|
||
25
|
||
__
|
||
|
||
|
||
DornierDo217
|
||
Do 217E-2, K-2, M-1, J-2/N-2, P-1
|
||
Origin: Don : GmbH.
|
||
Type: (E. K M) four-seat bomber: (J. N) three-seat night fighter; (P) four
|
||
seat high-altitude reconnaissance.
|
||
Engines- (E-2 J-2) two 1 ,580hp BMW 801 A or 801 M 18-cylinder two
|
||
row radials: (K-2) two 1 ,700hp BMW 801 D; (M-1. N-2) two 1.750hp
|
||
Daimler-Benz DB 603A 12-cylinder inverted-vee liquid-cooled: (P-1) two
|
||
1.860hp DB 603B supercharged by DB 605T in the fuselage.
|
||
Dornier Do 217K-1
|
||
cutaway drawing key: 1 Starboaid rudder tab 2 Rudder controls 3 Rudder mass balance (lead insert) 4 Starboard tailfin 5 Leading-edge slot 6 Tailplane/tailfin attachment 7 Elevator 8 Elevator mass balance 9 Fixed tab 10 Tr 11 Tailplane construction 1 2 Elevator controls 1 3 Rear navigation light
|
||
14 Four aft-firing 7 9-mm MG 81 machine guns (Rustsaiz [field conversion set] 1 9) --!" munition boxes 16 Tailplane trim control 17 Fuel emergency jettison 18 Mudguard 19 Tailwheel 20 Taifwheel doors 21 Tailwheel retraction mechanism 22 Tailplane carry-through 23 Fuselage skinning 24 Master compass 25 Dipole antenna
|
||
26 Anti-collision beacon 27 Elevator mass balance 28 Port tailfin 29 Leading-edge slot
|
||
30 Bomb bay division
|
||
31 Bomb bay hinge line
|
||
32 Bomb bay rear bulkhead
|
||
entry/inspection hatch •
|
||
Dimensions: Span 62ft 4in (19m): (K-2) 81ft 4iin (24 8m); (P-1) 80ft 4in (24-4m): length 56ft 9^in (173m); (E-2 with early dive brakes) 60ft 10iin (18 5m); (K-2 and M-1) 55ft 9in (17m); (J and N) 58ft 9in
|
||
(179); (P) 58ft 1 1 in (17 95m); height 16ft 5in (5m) (all versions same
|
||
within 2in). Weights: Empty (E-2) 19.5221b (8850kg); (M-1) 19.985 (9000kg); (K-2. J andN) all about 21 .000lb (9450kg): (P) about 23.000lb (10.350kg); loaded (E-2) 33.070lb (15.000kg); (K-2. M-1) 36.8171b (16.570kg); (J and N) 30.203lb (13.590kg): (P) 35.200lb (15.840kg)
|
||
Performance: Maximum speed (E-2) 320mph (515km/h): (K-2) 333mph
|
||
(533km/h); (M-1) 348mph (557km/h): (J and N) about 311mph (498km/h); (P)488mph (781 km/h): service ceiling (E-2) 24.610ft (7500m): (K-2) 29.530ft (9000m); (M-1) 24.140ft (7358m); (J and N) 27.560ft
|
||
(8400m): (P) 53.000ft (16.154m); range with full bomb load, about 1.300 miles (2100km) for all versions.
|
||
Armament: (E-2) one fixed 15mm MG 151/15 in nose, one 13mm
|
||
MG 131 in dorsal turret, one MG 131 manually aimed at lower rear, and
|
||
three 7-92mm MG 1 5 manually aimed in nose and beam windows: maximum bomb load 88181b (4000kg). including 33071b (1500kg) external: (K-2)
|
||
52 53
|
||
54
|
||
33 Spherical oxygen cylinders
|
||
34 Starboard mainwheel 35 Mudguard 36 Mainwheel doors 37 Mainwheel retraction mechanism 38 Mainwheel well 39 FuG 25 (A-A recognition) 40 FuG101 radio altimeter 41 Outer section split flaps 42 Starboard aileron 43 Aileron tab 44 Control lines 45 Rear spar 46 Braced wing ribs 47 Intermediate ribs 48 EGS 101 antenna 49 Starboard navigation light 50 Front spar 51 Leading-edge hot-ait de-icing Hot-air duct Balloon-cable cutter in leading-edge Starboard outer fuel tank (35 Imp gal/1 601 capacity) 55 Starboard oil tank (51 7 Imp gal/2351 capacity) 56 Flame-damping exhaust pipes 57 Sliding-ring cooling air exit 58 BMW801D14-cylinder two-row radial engine 59 Annular oil cooler
|
||
60 VDM Three-blade metal propeller of 12 79ft (3 90m) diameter 61 Cooling fan 62 Cowling sliding nose-ring 63 Propeller boss 64 Starboard inner fuel tank (1 75 Imp gal/7951 capacity) 65 Fuselage main fuel tank (231 Imp gal/10501 capacity) 66 Wing spar carry-through
|
||
67 Bomb bay top hinge line
|
||
68 Load-bearing beam
|
||
69 Bomb shackle
|
||
70 Bomb bay centre hinge line
|
||
71 Typical bomb load: two
|
||
2.205-lb(1000-kg) SC
|
||
1 000 bombs
|
||
Forward bomb doors
|
||
1 3-mm MG 1 31 machine gun in ventral position (1.000 rounds)
|
||
72 73
|
||
74 Ammunition ejection chute 75 Ventral gunner's station 76 Armoured bulkhead 77 Cartridge collector box 78 Batteries (two 24-Volt) 79 Radio equipment 80 Dorsal gunner's seat support 81 Cabin hot-air 82 Dorsal gunner's station 83 Armoured turret ring 84 Aerial mast 85 Gun safety guard 86 Starboard beam-mounted
|
||
7 9-mm MG 81 machine gun (750 rounds)
|
||
87 1 3-mm MG 131 machine
|
||
gun (500 rounds) 88 Electrically-operated dorsal turret 89 Revi gunsight 90 Angled side windows 91 Jettisonable decking 92 Bomb-aimer's folding seat 93 Navigator's table 94 Pilot's contoured seat 95 Rear-view gunsight 96 Upper instrument panel 97 Nose glazing 98 Control horns 99 Engine controls
|
||
100 One 1 3-mm MG 131 in strengthened nose glazing (alternatively twin 7-9-mm
|
||
MG81Z)
|
||
101 Balloon-cable cutter in nose horizontal frame
|
||
102 Cartridge ejection chute 103 Ammunition feed 104 Lotfe 7D bombsight
|
||
105 Bomb aimer's flat panel 106 Control column counterweight 107 Nose armour 108 Ventral gunner's quilt 109 Ammunition box (nose
|
||
MG 131)
|
||
110 Cartridge collector box
|
||
11
|
||
1
|
||
Entry hatch 112 Entry hatch (open) 1 1 3 Entry ladder 114 Port mainwheel doors 115 Mudguard 116 Port mainwheel 117 Mainwheel leg cross struts 118 Port engine cowling 119 Landing light (swivelling) 120 Control linkage 1 21 Pitot head 122 Port navigation light 123 Port aileron 1 24 Aileron trim tab
|
||
Above: The sixth pre-production Do 217E-0
|
||
was used by BMW for engine development.
|
||
26
|
||
|
||
|
||
Above: The Do 217K-1 with new cockpit but original wing
|
||
History
|
||
Users:
|
||
Development
|
||
B
|
||
I
|
||
continued on page 28
|
||
27
|
||
|
||
|
||
different in detail design. Much of Domier's efforts in 1 938-40 were devoted
|
||
to finding more powerful engines and improving the flying qualities, and
|
||
when the BMW 801 radial was available the 217 really got into its stride
|
||
and carried a heavier bomb load than any other Luftwaffe bomber of the
|
||
time. Early E models, used from late 1 940. had no dorsal turret and featured a very long extension of the rear fuselage which opened into an unusual dive brake. This was soon abandoned, but the 217 blossomed out into a prolific
|
||
family which soon included the 21 7J night fighter, often produced by
|
||
converting E-type bombers, and the N which was likewise produced by converting the liquid-cooled M. Several series carried large air-to-surface missiles steered by radio command from a special crew station in the bomber. Long-span K-2s of lll/KG 100 scored many successes with their
|
||
formidable missiles in the Mediterranean, their biggest bag being the Italian capital ship Roma as she steamed to the Allies after Italy's capitulation The pressurised high-altitude P series had fantastic performance that would have put them out of reach of any Allied fighters had they been put into service in time. From 1943. Dormer devoted more effort to the technically difficult Do 317. which never went into service
|
||
Below: This Do 217. Werk-Nr 4572, was the first of the K-2 family. Major structural stiffening allowed the span to be increased to about 81ft 4^in, enabling the aircraft to lift additional fuel and two of the Fritz X guided missiles which weighed 3,454lb each.
|
||
Dornier Do 335 Pfeil
|
||
Do 335A-1 and A-6
|
||
Origin: Dornier-Werke GmbH. Type: (A-1) single-seat fighter. (A-6) two-seat night fighter. Engines: Two 1 ,900hp Daimler-Benz DB 603G 12-cylinder mverted-vee liquid-cooled, in push/pull arrangement. Dimensions: Span 45ft 4in (13 8m); length 45ft 6in (13 87m); height 16ft 4in (4m) Weights: Empty (A-1) 16.3141b (7400kg); (A-6) 16.9751b (7700kg); maximum loaded (both) 25.8001b (11.700kg). Performance: Maximum speed (A-1) 413mph (665km/h) sustained; 477mph (765km/h) emergency boost (A-6 about 40mph slower in each case); initial climb (A-1) 4.600ft (1400m)/min; service ceiling (A-1) 37.400ft (11.410m); (A-6) 33.400ft (10.190m); maximum range (both) 1 .280 miles (2050km) clean, up to 2.330 miles (3750km) with drop tank Armament: Typical A-1. one 30mm MK 103 cannon firing through front
|
||
propeller hub and two 15mm MG 151/15 above nose, underwing racks for light stores and centreline rack for 1 .1 001b (500kg) bomb. A-6 did not carry
|
||
bomb and usually had 15mm guns replaced by 20mm MG 151 /20s. History: First flight (Do 335V1) autumn 1943. (production A-1) late November 1944 User: Germany (Luftwaffe)
|
||
Development : Dornier took out a patent in 1 937 for an aircraft powered by two engines, one behind the other, in the fuselage, driving tractor and pusher propellers In 1939—40 Schempp-Hirth built the Go 9 research aircraft to test the concept of a rear propeller driven by an extension shaft and in 1941 work began on the Do 231 fighter-bomber. This was replaced by the Do 335 and by first flight Dornier had orders for 14 prototypes, ten preproduction A-Os. 11 production A-1s and three dual-control trainer A-10 and A-1 2 with stepped tandem cockpits. At high speed the 335 was prone to unpleasant porpoising and snaking, but production continued on the A-1. the A-4 reconnaissance batch and the A-6 with FuG 220 radar operated by a rear-seat observer. Though heavy, the 335 was strong and very fast and was notable in having the first production type of ejection seat (for obvious reasons). By VE-day about 90 aircraft had been rolled out. more than 60 flown and about 20 delivered to combat units. Work was also well advanced on a number of versions of the Do 335B heavy fighter,
|
||
with added 30mm MK 108 cannon in the wings (some having two-stage engines and long-span wings), the Do 435 with various very powerful engines, and the twinned Do 635 with two Do 335 fuselages linked by a new parallel centre-section. The 635. which was being designed and produced by Junkers as the 8-635. would have weighed 72.0001b as a reconnaissance aircraft, and flown 4.050 miles cruising at 398mph. Pfeil means "arrow ".
|
||
Right: The only Pfeil in existence is this completely rebuilt
|
||
exhibit. It was originally the second Do 335A-0. flying in late
|
||
May 1944. In 1945 it was taken to the USA, languished at the Smithsonian's Silver Hill store, and 25 years later was returned
|
||
to Germany and restored by Dornier at Oberpfaffenhofen.
|
||
Above: Three-view of the Do 335A-6 two-seat night fighter with (inset) the long-span wing of B-8.
|
||
Below: The Do 335 V9, completed to full production standard
|
||
and tested at Rechlin in May 1944.
|
||
28
|
||
|
||
|
||
Germany
|
||
Right A Do 21 7E 2/R19 of 9 KG 2 based at Gilze Rijen for missions against England in 1941 43
|
||
Right: A Do 217E-5 of 6/KG 100 based
|
||
at Istres, near Marseilles. This was one of the first aircraft to use the Hs 293 radio-guided missile in action.
|
||
Above: An earlier picture of the second A-0, the same machine
|
||
as seen on the opposite page. It was used by EKdo 335.
|
||
Below: The Do 335 V3, like the second prototype, differed in many respects from the V1 flown in October 1943.
|
||
29
|
||
|
||
|
||
Fieseler Fi 156 Storch
|
||
Fi 156A, C, D, E, Fi 256
|
||
Origin: Gerhard Fieseler Werke GmbH. Kassel; production almost entirely orane-Saulnier. Puteaux. and Benes-Mraz. Czechoslovakia. Type: STOL multi-role, see text. Engine: (Almost all) 240hp Argus As 10C inverted-vee-8 aircooled; certain sub-types used other As 10 models of 260 or 270hp Dimensions: Span 46ft 9in (14 25m); length 32ft 5|in (9 90m); height
|
||
9ft 1 0in (300m).
|
||
Weights: (Typical C) empty 2.0501b (930kg); maximum 2.9101b (1320kg)
|
||
Performance: Maximum speed 109mph (175km/h): minimum speed 32mph (51km/h): ground run (takeoff) 213ft (65m). (landing) 61ft (20m); range (max payload) 236 miles (380km). (max fuel) 600 miles (966km) at 60mph (97km/h). History: First flight May 1936: service delivery, about May 1937. final delivery (France) 1949. Users: Bulgaria. Croatia. Finland. France (1944 onwards). Germany. Hungary. Italy. Romania. Slovakia. Switzerland; captured specimens by most Allied air forces.
|
||
Development: Though only about 2.700 Storch (Stork) were built for the Axis. 2.549 of them during the war. it was used on every European front and for a vast range of duties. It beat two aeroplanes and a helicopter in a 1935 RLM competition for a STOL army co-op. casevac and liaison
|
||
Above: Fi 156C-1, with in-flight landing-gear position dotted.
|
||
*4feS
|
||
l
|
||
Focke-Wulf Fw44
|
||
Fw 44A, B and C Stieglitz (Goldfinch)
|
||
Origin: Focke-Wulf Flugzeugbau. Bremen, licence-built in Argentina. Austria. Brazil. Bulgaria and Sweden Type: Primary trainer (also civil sporting aircraft) Engine: (Fw 44A and C) 1 50hp Siemens Sh 14A seven-cylinder radial Dimensions: Span 29ft 6im (9 00m): length 23ft 11 Jin (7 30m): height 8ft 10iin (2 70m) Weights: Fw 44C empty 1.1581b (525kg); loaded (aerobatic) 1.6981b (770kg). (normal) 1.9181b (870kg). Performance: Maximum speed 1 1 5mph (185km/h); range 419 miles (675km). History: First flight September 1932; final delivery after 1938 Users: Argentina. Austria. Bolivia. Brazil. Bulgaria. Chile. China. Colombia. Czechoslovakia. Finland. Germany (Luftwaffe and Luftdienst). Hungary. Romania. Sweden and Turkey.
|
||
Development: Designed under Kurt Tank in 1931 as the A44 (from the former Albatross-werke). the Fw 44 was the first really big success by Focke-Wulf and many thousands were made over a period of about a decade. At least 300 were exported prior to World War II. some of these being of the Fw 44B type with 1 20hp Argus As 8 inverted four-in-line engine. Of mixed construction, this trim tandem-seat biplane was delightful to fly and fully aerobatic. The cockpits had small fold-down side doors, bucket seats for a seat-type parachute and a folding rear seat for access to a baggage locker where a blind-flying hood could be clipped In winter many Luftwaffe Stieglitz operated on skis This popular machine equipped
|
||
Above: Three-view of typical Fw 44C with wheeled landing gear.
|
||
at least ten of the regular Flugzeugfuhrerschulen (FFS. pilot schools) and the officer candidate school at Furstenfeldbruck. Munich
|
||
Below: The Fw 44 was one of the mass-produced aircraft of
|
||
the Luftwaffe, but unlike the Ar 66 and Go 145 it was not used as a tactical attacker by night. A curious feature of nearly all Focke-Wulfe aircraft of 1930-38 was the tail, with high tailplane ahead of the fin (and often with small auxiliary fins).
|
||
|
||
|
||
©
|
||
Above: A Fieseler Fi 156C-3/ Trop operating in the North African theatre. Many were assigned as hacks to Luftwaffe units.
|
||
Left: One of the first production Fi 156C-1 Storch STOL aircraft making a tail-high full-flap landing (note full upelevator). The Storch was large enough to fly many kinds of battlefield mission, and its only significant shortcoming was slow cruising speed (never more than 93mph). Feldmarschall
|
||
Kesselring eventually switched to the faster Fw 189.
|
||
5F* K T
|
||
indard Si also the usual model formations, and it could large cabin There was only two seats The side wim so that a small lower row < important series were the D sub Morane-Saulmer developed the wide fiv<before the Germans departed In 1944 Morar^ post-war MS 500 Criquet having a Salmson rad building a version called K-65 Cap.
|
||
Focke-Wulf Fw 189 Uhu
|
||
Fw189A-1, -2 and -3
|
||
Origin: Focke-Wulf Flugzeugbau GmbH: built under Focke-Wulf control by SNCASO. with outer wings from Breguet. Type: Three-seat reconnaissance and close support. Engines: Two 465hp Argus As 410A-1 12 cylinder inverted-vee aircooled Dimensions: Span 60ft 4^in (184m); length 39ft 4^in (12m): height 10ft 2in (3 1m). Weights: Empty 5.930lb (2690kg): loaded 8.708lb (3950kg). Performance: Maximum speed 217mph (350km/h): climb to 13.120ft (4000m) in 8 min 20sec: service ceiling 23.950ft (7300m); range 41 6 miles (670km) Armament: A-2) one 7 92mm MG17 machine gun in each wing root, twin 7 92mm MG81 manually aimed in dorsal position and (usually) twin
|
||
MG 81 in rear cone with limited field of fire: underwing racks for four 1101b (50kg) bombs History: First flight (Fw 1 89V1 ) July 1938: first delivery (pre-production Fw 189A-0) September 1940; final delivery August 1944. User: Germany (Luftwaffe). Hungary. Slovakia.
|
||
Development: Today the diversity of aircraft layout makes us forget how odd this aircraft seemed It looked strange to the customer also, but after outstandingly successful flight trials the 189 Uhu (Owl) was grudgingly bought in quantity as a standard reconnaissance aircraft Though it flew in numbers well before the war — no two prototypes being alike — it was unknown by the Allies until it was disclosed in 1941 as "the Flying Eye" of the German armies On the Eastern front it performed beyond all expectation, for it retained its superb handling (which made it far from a sitting duck to fighters) and also showed great toughness of structure and more than once returned to base with one tail shot off or removed by Soviet ramming attack. Attempts to produce special attack versions with small heavily armoured nacelles were not so successful, but 10 Fw 189B trainers were built with a conventional nacelle having side-by-side dual controls in a normal cockpit, with an observer above the trailing edge The Fw 1 89A-3 was another dualcontrol version having the normal "glasshouse". Eventually the sole source became French factories with assembly at Bordeaux-Merignac (today the Dassault Mirage plant), which halted as Allied armies approached. There were many different versions and several developments with more powerful engines, but the basic A-1. A-2 (better armament) and A-3 were the only types built in numbers, the total of these versions being 846.
|
||
Right: Close tactical work by a Uhu on the Eastern Front; the soldier is a member of a Luftwaffe ground reconnaissance unit.
|
||
Below: An Fw 189A-1 of 1 .(H)/32 at Petsamo in northern Finland in December 1942 Aircooled engines never froze.
|
||
Above: Fw 189A-2 with additional side view (lower) of B-0.
|
||
31
|
||
|
||
|
||
Focke-WulfFwl90 and Ta 152
|
||
Fw 190A series, D series, F series, G series
|
||
and Ta 152
|
||
Origin: Focke-Wulf Flugzeugbau GmbH: extremely dispersed manu
|
||
facture and assembly, and part-subcontracted to Brandt (SNCA du Centre). France; also built in France post-war. Type: Single-seat fighter bomber.
|
||
Engine: (A-8. F-8) one 1.700hp (2,1 OOhp emergency boost) BMW 801 Dg 18-cylinder two-row radial; (D-9) one1.776hp (2. 240hp emergency boost) Junkers Jumo 21 3A-1 1 2-cylinder inverted-vee liquid-cooled; (Ta 1 52H-1
|
||
)
|
||
one 1.880hp (2.250hp) Jumo 213E-1. Dimensions: Span 34ft 5Jrin (1049m); (Ta 152H-1) 47ft 6Jin (14 5m); length (A-8. F-8) 29ft Oin (8-84m): (D-9) 33ft 5|in (10 2m); (Ta 152H-1) 35ft 5iin (10 8m); height 13ft Oin (3 96m): (D-9) 11ft O^in (3 35m);
|
||
(Ta 152H-1) 11ft 8in (3 55m) continued on page 34
|
||
!
|
||
t
|
||
A
|
||
-*^ "~" ^M
|
||
Above: A pair of Fw 190G-3 extended-range fighter-bombers flying over Romania, possibly in service with ll/SG 10, in early
|
||
1944. By this time the Fw 190 was the most important Luftwaffe multi-role tactical aircraft on all fronts.
|
||
Focke-Wulf Fw 190A-8
|
||
cutaway drawing key:
|
||
1 Pitot head 2 Starboard navigation light 3 Detachable wmgtip 4 Pitot tube heater cable 5 Wing lower shell 'floating rib 6 Aileron hinge 7 Wing lower shell stringers 8 Leading-edgenbs 9 Front spar 10 Outboard solid rib'
|
||
1
|
||
1
|
||
Wing upper shell stringers 12 Aileron trim tab 13 Aileron structure 14 Aileron control linkage 15 Ammunition box (125 rounds)
|
||
16 Starboard 20mm Mauser MG 1 51 /20E cannon (sideways mounted) 17 Ammunition box rear suspension arm 18 Flap structure 19 Wing flap upper skinning 20 Flap setting indicator peephole 21 Rear spar 22 Inboard wing construction 23 Undercarriage indicator 24 Wing rib strengthening 25 Ammunition feed chute 26 Static and dynamic air pressure lines 27 Cannon barrel 28 Launch tube bracing struts 29 Launch tube earner strut 30 Mortar launch tube (auxiliary underwing armament) 31 Launch tube internal guide rails 32 21cm (WfrGr 21) spinstabilized Type 42 mortar shell
|
||
33 VDM three-blade constant-speed propeller propeller 34 Propeller boss 35 Propeller hub 36 Starboard undercarriage fairing 37 Starboard mamwheel 38 Oil warming chamber 39 Thermostat 40 Cooler armoured ring (6 5mm)
|
||
41 Oil tank drain valve 42 Annular oil tank (1 2 1 gal/ 55 litres) 43 Oil cooler 44 Twelve-blade engine cooling fan. 3 1 7 times propeller speed 45 Hydraulic-electric pitch control unit 46 Primer fuel line 47 Bosch magneto
|
||
48 Oil tank armour (5 5mm) 49 Supercharger air pressure pipes
|
||
50 BMW 801 D -2fourteencyhnder radial engine 51 Cowling support ring 52 Cowling quick-release fasteners 53 Oil pump
|
||
54 Fuel pump (engine rear face) 55 Oil filter (starboard) 56 Wing root cannon synchronization gear 57 Gun troughs/cowling upper panel attachment 58 Engine mounting ring
|
||
59 Cockpit heating pipe 60 Exhaust pipes (cylinders 11-14)
|
||
61 MG 1 31 link and case chute
|
||
62 Engine bearer assembly
|
||
63 MG 131 ammunition boxes (400 rpg)
|
||
64 Fuel filter recess housing
|
||
65 MG 131 ammunition cooling pipes
|
||
66 MG 1 31 synchronization gear
|
||
67 Ammunition feed chute
|
||
68 Twin fuselage 1 3mm
|
||
Rheinmetall MG 1 31 guns 69 Windscreen mounting frame 70 Emergency power fuse and distributor box 71 Rear-hinged gun access panel 72 Engine bearer/bulkhead attachment 73 Control column 74 Transformer 75 Aileron control torsion bar 76 Rubber pedals (EC pedal unit with hydraulic wheelbrake operation) 77 Fuselage/wing spar attachment 78 Adjustable rudder push rod 79 Fuel filler head 80 Cockpit floor support frame 81 Throttle lever 82 Pilot's seat back plate armour (8mm) 83 Seat guide rails 84 Side-section back armour (5mm)
|
||
85 Shoulder armour (5mm) 86 Oxygen supply valve 87 Steel frame turnover pylon 88 Windscreen spray pipes 89 Instrument panel shroud
|
||
90 30mm armoured glass quarterlights 91 50mm armoured glass windscreen 92 Revi 1 6B reflector gunsight 93 Canopy 94 Aerial attachment 95 Headrest
|
||
96 Head armour (1 2mm) 97 Head armour support strut 98 Explosive-charge canopy emergency jettison unit 99 Canopy channel slide 100 Auxiliary tank fuel (25 3
|
||
gal/1 15 litres) or GM-1 C18 7 gal/ 85 litres) 101 FuG 16ZY radio transmitter-receiver 102 Handhold cover 103 Primer fuel filler caD 104 Autopilot steering unit (PKS12) 105 FuG 16ZY power transformer 106 Entry step cover plate 107 Twotn-sphericaloxygen bottles (starboard fuselage wall) 108 Auxiliary fuel tank filler point 109 FuG 25a transponder unit 110 Autopilot position integration unit
|
||
11
|
||
1
|
||
FuG 1 6ZY homer bearing converter 1 1 2 Elevator control cables 113 Rudder control DUZf lexible rods 114 Fabric panel (Bulkhead 12)
|
||
168 169 115 Rudder differential unit 1 16 Aerial lead-in 117 Rear fuselage lift tube 118 Triangular stress frame 119 Tailplane trim unit 120 Tailplane attachment fitting 121 Tailwheel retraction guide tube 1 22 Retraction cable lower pulley 123 Starboard tailplane 1 24 Aerial 1 25 Starboard elevator 126 Elevator trim tab 127 Tailwheel shock strut guide 1 28 Fin construction 129 Retraction cable upper pulley 130 Aerial attachment stub 1 31 Rudder upper hinge 1 32 Rudder structure
|
||
Flap actuating electric motor
|
||
MG1 51 /20E cannon (sideways mounted) Aileron transverse linkage Ammunition box (1 25 rounds) Ammunition box rear suspension arm Aileron control linkage Aileron control unit Aileron trim tab
|
||
133 134
|
||
135
|
||
Rudder trim tab Tailwheel retraction mechanism access panel Rudder attachment/ actuation fittings 1 36 Rear navigation Ugh! 137 Extension spring 138 Elevator trim tab 1 39 Portelevator structure 140 Tailplane construction 141 Semi retracting tailwheel 142 Forked wheel housing 143 Drag yoke 144 Tailwheel shock strut 145 Tailwheel locking linkage 146 Elevator actuation lever linkage 147 Angled frame spar 1 48 Elevator differential bellcrank 149 FuG 25a ventral aerial 150 Master compass sensing unit 151 FuG 16ZY fixed loop homing aerial 1 52 Radio compartment access hatch 153 Single tn spherical oxygen bottle (port fuselage wall) 1 54 Retractable entry step 1 55 Wing-rootfainng 1 56 Fuselage rear fuel tank (64 5 gal/293 litres) 157 Fuselage/rear spar attachment 1 58 Fuselage forward fuel tank (51 gal/232 litres) 1 59 Port wing root cannon ammunition box (250 rounds)
|
||
160 Ammun. lion feed chute
|
||
161 Wing root MG 151 /20E
|
||
cannon 162 Link and case chute 163 Cannon rear mount support bracket 1 64 Upper and lower wing shell stringers 165 Rear spar 166 Spar construction 1 67 Flap position indicator scale and peep-hole
|
||
|
||
|
||
i .-ii An i n 190A 8 Mrving
|
||
Wltll ll/J(, I 1 I,., -.oil .,| |j.,r rr, M.nii in .:.niy 1946 n.i • a 8
|
||
w»s tjuilt iii wii-jt numbers.
|
||
H«-lr, AT A lonij llOSHll
|
||
"Dor. i 'i from iii J', M
|
||
based .it v.h ralbusch fn
|
||
December 1 944
|
||
176 Port aileron stiucture 177 Port navigation light 1 78 Outboard wing stringers 179 Detachable wingtip 180 A-8/R1 variant underwing gun pack (in place of outboard wing cannon) 181 Link and case chute 182 Twin unsynchronized
|
||
MG 1 51 /20E cannon 183 Light metal fairing (gondola) 184 Ammunition feed chutes
|
||
185 Ammunition boxes (125 rpg) 186 Carrier frame restraining cord 187 Ammunition box rear suspension arms 188 Leading-edge skinning 189 Ammunition feed chute 190 Ammunition warming pipe 191 Aileron bellcrank 192 Mamwheel strut mounting assembly 193 EC -oleo shock strut
|
||
194 Mamwheel leg fairing 195 Scissors unit 196 Mamwheel fairing 197 Axle housing 198 Port mamwheel 199 Brake lines 200 Cannon barrel
|
||
201 FuG16ZYMorane aerial 202 Radius rods 203 Rotating drive unit
|
||
204 Mamwheel retraction electric motor housing 205 Undercarriage indicator 206 Sealed air jack
|
||
207 BSK 16 gun-camera
|
||
208 Retraction locking hooks 209 Undercarriage locking unit
|
||
210 Armament collimation tube 211 Camera wiring conduits 212 Wheel well
|
||
213 Cannon barrel blast tube 214 Wheel cover actuation strut 215 Ammunition hot air 216 Port inboard wheel cover
|
||
21 7 Wing root cannon barrel 218 ETC 501 carrier unii
|
||
C501 bomr
|
||
220 SC 500 bomb 1.102
|
||
Below: The subject of the cutaway is the
|
||
Fw 190A-8. the first fitted with MW 50
|
||
power boosting. It was made in larger numbers than any other sub-type of 190.
|
||
|
||
|
||
Weights: Empty (A-8. F-8) 7.0551b (3200kg); (D-9) 7.7201b (3500kg):
|
||
(Ta 152H-1) 7.940lb (3600kg): loaded (A-8. F-8) 10.800lb (4900kg); (D-9) 10.6701b (4840kg); (Ta 152H-1) 12.1251b (5500kg).
|
||
Performance: Maximum speed (with boost) (A-8. F-8) 408mph
|
||
(653km/h): (D-9) 440mph (704km/h); (Ta 152H-1) 472mph (755km/h); initial climb (A-8. F-8) 2.350ft (720m)/min: (D-9. Ta 152) about 3.300ft (1000m)/min; service ceiling (A-8. F-8) 37.400ft (11.410m); (D-9) 32.810ft (10.000m): (Ta 152H-1) 49.215ft (15.000m): range on internal fuel (A-8. F-8 and D-9) about 560 miles (900km); (Ta 1 52H-1 ). 745 miles
|
||
(1200km).
|
||
Armament: (A-8. F-8) two 13mm MG 131 above engine, two 20mm
|
||
MG 1 51 /20 in wing roots and two MG 1 51 /20 or 30mm MK 1 08 in outer
|
||
wings: (D-9) as above, or without outer MG 1 51 /20s. with provision for
|
||
30mm MK 108 firing through propeller hub: (Ta 152H-1) one 30mm
|
||
MK 108 and two inboard MG 151/20 (sometimes outboard MG 151 /20s as
|
||
well); bomb load (A-8. D-9) one 1.1001b (500kg) on centreline: (F-8) one
|
||
3.9681b (1800kg) on centreline: (Ta 152H-1) (some reconnaissance
|
||
H-models unarmed)
|
||
History: First flight (Fw 190V1) June 1. 1939. (production Fw 190A-1) September 1940. (Fw 190D) late 1942. Users: Croatia. Germany (Luftwaffe). Slovakia. Turkey: post-war. Argentina. France (Armee de I'Air. Aeronavale).
|
||
Development: Though flown well before World War II this trim little
|
||
fighter was unknown to the Allies and caused a nasty surprise when first met over France in early 1 941 . Indeed, it was so far superior to the bigger and
|
||
more sluggish Spitfire V that for the first time the RAF felt not only out
|
||
numbered but beaten technically. In June 1942 an Fw 190A-3 landed by mistake in England, and the Focke-Wulf was discovered to be even better than expected. It was faster than any Allied fighter in service, had far
|
||
heavier armament (at that time the standard was two 7 92mm MG 1 7s over the engine, two of the previously unknown Mauser cannon inboard and
|
||
two 20mm MG FF outboard), was immensely strong, had excellent power of manoeuvre and good pilot view. It was also an extremely small target, much lighter than any Allied fighter and had a stable widetrack landing gear (unlike the Bf 109). Altogether it gave Allied pilots and designers an inferiority complex Though it never supplanted the 109. it was subsequently made in a profusion of different versions by many factories. The A series included many fighter and fighter bomber versions, some having not only the increasingly heavy internal armament but also two or four 20mm cannon or two 30mm in underwing fairings. Most had an
|
||
emergency power boost system, using MW 50 (methanol/water) or GM-1 (nitrous oxide) injection, or both. Some carried torpedoes, others were two-seaters, and a few had autopilots for bad weather and night interceptions The F series were close-support attack aircraft, some having the Panzerblitz array of R4M rockets for tank-busting (also lethal against heavy bombers) There were over 40 other special armaments, and some versions had armoured leading edges for ramming Allied bombers The G was another important series of multi-role fighter/dive bombers, but by 1943 the main effort was devoted to what the RAF called the "long-nosed 190". the 1 90D This went into production in the autumn of 1 944. after much development, as the Fw 1 90D-9 ("Dora 9") This was once more the fastest fighter in the sky and the later D-models were redesignated Ta 1 52 in honour of the director of Focke-Wulf's design team. Dipl Ing Kurt Tank. The early 152C series were outstandingly formidable, but the long-span H sacrificed guns for speed and height. Tank himself easily outpaced a flight of P-51D Mustangs which surprised him on a test flight; but only ten of the H sub-type had flown when the war ended. Altogether 20.051 Fw 190s were delivered, plus a small number of Ta 152s (67, excluding development aircraft) It is curious that the Bf 109. a much older and less attractive design with many shortcomings, should have been made in greater quantity and flown by nearly all the Luftwaffe's aces. In 1 945 the Fw 1 90A-5 was put into production at an underground plant in France managed by SNCASO By 1946 a total of 64 had been delivered
|
||
Above: Three -view of Fw 190 A- 3; lower side view, A-4/U-1
|
||
.
|
||
Below: The culminating fighter in the whole family was the Ta 152H, a fabulous performer at high altitude. The fifth example is seen having its compass swung at Cottbus in 1945.
|
||
Above: The second production version of the Ta 152 was the C-series, without the long-span wing (photo shows Ta 152C V7,
|
||
a Ta 1 52C-0/R11 ). This had a normal armament of one 30mm
|
||
MK 108 and four MG 151 20mm, and flew in December 1944.
|
||
Below: A row of Fw 190A-4 fighters with pilots at cockpit readiness, on a French airfield in 1943. This mottled camouflage was unusual on fighter 190s at this time, though it was occasionally seen on Jabo 190s bombing English coasts.
|
||
|
||
|
||
Focke-Wulf Fw 200 Condor
|
||
Fw 200C-0 to C 8
|
||
Origin bau (Blohm und V Type: Mantm •
|
||
Engines: 1 ,200hp BMW B'
|
||
ils
|
||
Dimensions: Span 107ft 9in ! 20ft 8in (6 3m) Weights 1-4) empty 28.5501b 2.951kg). loaded 50 (
|
||
Performance: Maximum speed (C 3) 224mph (360km/h). (C 8) 205mph (330km/h): initial climb, about 656ft (200m)/min. service ceiling 19.030ft (5800m). range with standard fuel. 2.206 miles (3550k Armament: typical C-3/C-8. one forward dorsal turret with one 15mm
|
||
MG 151/15 (or 20mm MG 151/20 or one 7 92mm MG 15). one 20mm
|
||
MG 151/20 manually aimed at front of ventral gondola, three 7 92mm
|
||
MG 15 manually aimed at rear of ventral gondola and two beam windows
|
||
(beam guns sometimes being 13mm MG 131) and one 13mm MG 131 in
|
||
aft dorsal position, maximum bomb load of 4.626lb (2100kg) carried in gondola and beneath outer wings (C-6. C-8. two Hs 293 guided missiles carried under outboard nacelles). History: First flight (civil prototype) 27 July 1937; (Fw 200C-0) January 1940 final delivery (C-8) February 1944. User: (Fw 200C series) Germany (Luftwaffe).
|
||
Development: Planned solely as a long-range commercial transport for the German airline Deutsche Luft Hansa. the prewar Fw 200 proto
|
||
types set up impressive record flights to New York and Tokyo and attracted export orders from Denmark. Brazil. Finland and Japan. Transport prototype and production versions were also used by Hitler and Himmler as VIP executive machines and several later variants were also converted as
|
||
Above The Fw 200C 8/U10. the final sub type, with Hs 293s
|
||
In 1938 "
|
||
Fw 200V 10 i 200C as the prototype of requested or planned ai ment of war Distinguished by Ion gears (because of the increased g iht) and a cornplet
|
||
ment and equipment fit. the CO led to the C June 1940 by KG 40 at Bordeaux- Mengnac By September 194 f alone had sunk over 90.000 tons of Allied shipping arv: years the C-senes Condors were in Churchill's words. if the Atlantic'' But. though the Fw 200 family continued to grow in equipment and lethality, the Allies fought back with long-range Coastal Command
|
||
aircraft, escort carriers and CAM (Catapult-Armed Merchantman) fighters and by mid- 1944 surviving Condors were being forced into transport roles on other fronts Total production was 276 and one of the fundamental failings of the Condor was structural weakness, catastrophic wing and fuselage failures occurring not only in the air but even on the ground, on take-off or landing. Left: An early Fw 200C-3 serving with KG 40 at BordeauxMerignac and Cognac, west France, in the summer of 1 941
|
||
|
||
|
||
Gotha Go 145
|
||
Go 145A, B and C
|
||
Origin: Gothaer Waggonfabrik AG. Gotha. production subcontracted to
|
||
Ago. BFW (Messerschmitt) and Focke-Wulf; built under licence by CASA. Spain, and Demag. Turkey. Type: Primary trainer, but see text. Engine: 240hp Argus As 10C inverted-vee-8 aircooled. Dimensions: Span 29ft 6£in (9 00m); length 28ft 6^in (8 70m). height
|
||
9ft 6iin (2 90m).
|
||
Weights: Empty (A) 1.9401b (880kg); maximum 3.0431b (1380kg)
|
||
Performance: Maximum speed 132mph (212km/h); typical range 404 miles (650km). History: First flight February 1934; service delivery 1935; final delivery (Germany) not before 1943. (Spain) about 1945. Users: Bulgaria. Croatia. Germany. Slovakia. Spain. Turkey (possibly others).
|
||
Development: The Go 145 is another of the many types of aircraft which made a giant contribution to World War II yet today are almost forgotten. This biplane trainer was not only manufactured in enormous numbers - at least 9.965 in Germany, plus more than 1.000 in Spain and Turkey- but it also became a combat type and stayed in the very forefront of battle from 1942 until the final collapse in 1945. The basic machine was wooden, with fabric covering, but it was so tractable and strong that, as well as equipping roughly half the elementary flying training schools for the Luftwaffe from 1936 onwards, the Go 145 was chosen to equip the night harassment squadrons on the Eastern Front (triggered by the maddening pinpricks of the Soviet Po-2). At first called Storkampfstaffeln. they were progressively expanded and upgraded, and Go 145 output was increased to meet the demand. In October 1943. after ten months, they were reclassified NSGr. the same as other night attack units, and many hundreds of 145s equipped six whole geschwader. plus the Ost-Flieger Gruppe. They carried various guns, light bombs, loudspeakers and even rockets. The only other sub-type in Luftwaffe use was the 145C gunnery trainer
|
||
Below: A Go 145A flying dual at a Luftwaffe A/B Schule.
|
||
Gotha Go 242 and 244
|
||
Go 242A, B and C, Go 244B and Ka 430
|
||
Origin: Gothaer Waggonfabrik AG. Kassel; production subcontracted Type: Transport glider (244. transport aeroplane). Engines: (244) two 700hp Gnome-Rhone 14M4/5 14-cylinder radials. Dimensions: Span 80ft 4£in (24 50m); length 51ft 1 0in (1 5 81m); height (242) 14ft 4i in (4 40m). (244) 1 5ft 5 in (14 70m). Weights: Empty (242A-2) 7.056lb (3200kg). (244B-2) 11.2451b (5100kg); maximum (242A-2) 15.6551b (7100kg). (244B-2) 17.1981b (7800kg). Performance: Maximum speed (242 on tow) 149mph (240km/h). (244) 180mph (290km/h); maximum range at sea level (244) 373 miles (600km) History: First flight (242) early 1941. (244) late 1941. (430) 1944 User: Germany.
|
||
Development: This family of tactical transports was the only Gotha of World War II (other than the Go 145 designed much earlier) The 242 was a simple machine with nacelle of steel tube and fabric lifted and controlled by wooden wings and tail It could carry 21 troops cr light vehicles and stores loaded through the hinged rear fairing, took off on jettisonable wheels and landed on skids The tug was usually the He 1 1 1 . but the Bf 1 1 could cope on a good airfield; sometimes the He 1 1 1Z was used, and experiments were made with solid rocket ATO motors. Air bottles worked lift spoilers and flaps. Variants were A-1 (freight only). A-2 (troops). B-1 (nosewheel).
|
||
F=^
|
||
Above: Three- view of a typical Go 242B-1.
|
||
Above. Go 244B-1 (middle) with Go 244 V1 (top) and B-2 (lower).
|
||
B-2 (oleo landing gear). B-3 and -4 (paratroop), B-5 (dual trainer) and C-1 (flying boat). The number built was 1.528. in 1941-43. of which 133 were fitted with engines (almost always the French GR 1 4M. but sometimes
|
||
the BMW 132Z or Russian M-25A) to become the Go 244 The 244B-1 to B-5 were conversions of the same 242 models, but they proved vulnerable in the Soviet Union and North Africa and were soon scrapped. The Ka 430. named for Gotha's lead designer Albert Kalkert. was a refined development with single tailboom. Experiments with the prototype included rocket braking
|
||
Left: The Go 244B-1 was usually a conversion of the Go 242B-1 glider. The powered version was not a great success.
|
||
36
|
||
|
||
|
||
HeinkelHe5l
|
||
He 51A-1, B-2 and C-1
|
||
Origin I 'nst Heii •
|
||
Type
|
||
Engine: One 750hp BMW VI Dimensions .'an 36ft 1
|
||
•it 10ft 6m (3 2m). (B lift Weights I), empty 3.2231b I Performance: Maximum speed (A-1 1.969ft (600m)/min. service ceiling 24.610ft (7500m (390km) Armament: Standatc: above fuselage. (B-2) same plus underwmg racks for up to six 221b (10kg) bombs. (C-1) same plus underwing racks for four 1101b (50kg) bombs History: First flight (He 49a) November 1932 (He 49b) February 1933. (He 51A-0) May 1933: service delivery of A-1. July 1934 Users: Germany. Spain Development: Gradually, as the likelihood of Allied legal actio Hemkel dared to build aircraft that openly contravened the Versailles Treaty The most startling was the He 37. obviously a prototype fighter, which in 1 928 achieved 1 94mph. or 20mph faster than the RAF Bulldog which was still a year away from service. Land and seaplane versions led to a succession of He 49 fighter prototypes in the 1 930s and these in turn provided the basis for the refined He 51. After the Ar 65 this was the first fighter ordered into
|
||
Right: By the start of World War II most He 51 fighters had been assigned as advanced trainers to Jagdfliegerschulen (fighter-pilot schools). This He 51 B-1 survived as late as 1942 at the main Balkan school A B 1 23 at Agram (Zagreb). By then, Luftwaffe pilot training was disintegrating.
|
||
|
||
3E2.
|
||
|
||
Above Three view of He 51 C 1 (the B-1 was very similar)
|
||
production by the Reichsi Though the initial order for He 51 A-1 such an order and many were built under Fieseler - which were also fast tooling the Luftwaffe was publicly announced, and JG squadron was combat- ready at Dobentz with its nev mber 1936. 36 He 51 A- Is went to Spam with the Legior sufficiently good showing for the Nationalists to Hemkel There followed a total of 50 of various He 51
|
||
E
|
||
the 38 B-2s being for service aboard cruisers The final batch comprised 79 C-1 ground attack fighters, of which 28 served in Spam The He 5" still m active service in September 1939. operating m the close-support role in Poland, and remained as an advanced trainer until 1943
|
||
Heinkel He 59
|
||
He59B, C D, E and N
|
||
Origin: Ernst Heinkel AG. Marienehe; production Walter Bachmann AG. Ribnitz: also some built under licence (about 1935) by Arado Flugzeugwerke Type: See text
|
||
Engines: Two 660hp BMW VI vee-12 water-cooled Dimensions: Span 77ft 9|in (23 70m); length (most) 57ft 1|in ( height 23ft 3Jin (7-10m) Weights: (C-2) empty 13.7021b (6215kg): maximum 19.8421b (9000kg) Performance: Maximum speed (typical) 1 34mph (215km/h). extreme range with max fuel 1.087 miles (1750km).
|
||
Armament: Three or four 7 92mm MG 15 (later. MG 81) manually aimed from bow. dorsal and ventral positions: many sub-types carried at least one
|
||
20mm MG FF. and most B-2 having provision for 2.205lb (1000kg) of mines, bombs or other ordnance. History: First flight (landplane second prototype) September 1931: service delivery (He 59A-0) August 1 932: final delivery from new. probably 1936 Users: Finland. Germany. Romania.
|
||
Above: The He 59B-2 reconnaissance and torpedo bomber.
|
||
Development: One of the first military aircraft built in Germany after the Versailles Treaty (which it openly contravened), the He 59 was destined to serve in an extraordinary variety of roles long after its antiquated appearance might have suggested it was obsolescent. In fact like many Axis warplanes it proved to be more and more useful, and though few were left by 1943 there were in that year at least 18 units operating different He 59 sub-types in mining, ground attack, rescue, transport electronic warfare and psy-war missions. It was planned as a land or seaplane torpedo bomber, but in 1932 entered service mainly in the reconnaissance role. In the Kondor Legion in Spain it made heavy bombing attacks on Republican ports (often after a quiet gliding run-in at night), and in 1940 more than 180 were intensively used for all manner of missions — the most daring of which was the flying-in of ten He 59C-2 rescue transports to the Waal at Rotterdam to disgorge 60 troops who captured the city's main bridge. Most mining missions in 1939—43 were flown by B-2 or B-3 versions, but many were rebuilt as He 59N radio/radar trainers.
|
||
Left: This He 59N navigation trainer is typical of the oftrebuilt He 59 seaplanes late in the war (when only a few
|
||
survived). Some retained armament, while others served as trials platforms and trainers for airborne electronic systems.
|
||
37
|
||
|
||
|
||
Heinkel He HI
|
||
He 111 B series, E series, H series and
|
||
P series
|
||
Origin- Ernst Heinkel AG: also built in France on German account by
|
||
SNCASO: built under licence by Fabrica de Avione SET. Romania, and
|
||
CASA. Spain. ,
|
||
Type: Four-seat or five-seat medium bomber (later, torpedo bomber.
|
||
alider tuq and missile launcher).
|
||
Engines: (He 111H-3) two 1.200hp Junkers Jumo 211D-2 12-cylinder
|
||
inverted-vee liquid-cooled: (He 111P-2) two 1.100hp Daimler-Benz DB 601 A-1 12-cylinder inverted-vee liquid-cooled.
|
||
Dimensions: (H-3) Span 74ft 1 f in (226m): length 53ft 9iin (164m):
|
||
height 13ft 1Jin (4m).
|
||
Weights: Empty (H-3) 17.0001b (7720kg): (P-2) 17.6401b (8000kg):
|
||
maximum loaded (H-3) 30.8651b (14.000kg): (P-2) 29.762lb (13.500kg).
|
||
Performance: Maximum speed (H-3) 258mph (415km/h): (P-2) 242mph
|
||
(390km/h) at 16,400ft (5000m) (at maximum weight, neither version could
|
||
exceed 205mph. 330km/h): climb to 14.765ft (4500m) 30-35min at
|
||
normal gross weight. 50min at maximum: service ceiling (both) around
|
||
25.590ft (7800m) at normal gross weight, under 16.400ft (5000m) at
|
||
maximum: range with maximum bomb load (both) about 745 miles
|
||
(1200km).
|
||
Armament: (P-2) 7-92mm Rheinmetall MG 15 machine gun on manual
|
||
mountings in nosecap. open dorsal position and ventral gondola: (H-3) same,
|
||
plus fixed forward-firing MG 1 5 or 1 7. two MG 15s in waist windows and
|
||
(usually) 20mm MG FF cannon in front of ventral gondola and (sometimes)
|
||
Heinkel He III H-3
|
||
cutaway drawing key:
|
||
1 Starboard navigation light 2 Starboard aileron 3 Lattice ribs 4 Front spar 5 Rear spar 6 Aileron tab 7 Starboard flap 8 Outboard fuel tank (220 gal/ 1.000 litres capa. 9 Wing centre section/outer panel break line 10 Inboard fuel tank (154 gal/ 700 litres capacity) inboard of nacelle 11 Oil tank cooling louvres 12 Oil cooler air intake 13 Supercharger air intake
|
||
14 Three-blade VDM propeller 15 Airscrew pitch-change mechanism
|
||
16 Junkers Jumo 211 D-1 1 2-cylinder inverted-vee liquid-cooled engine 17 Exhaust manifold
|
||
18 Nose-mounted 7 92mm
|
||
MG 15 machine gun
|
||
19 Ikaria ball-and-socket gun mounting (offset to starboard) 20 Bomb sight housing (offset to starboard) 21 Starboard mainwheel 22 Rudder pedals
|
||
23 Romb aimer's prone pad
|
||
24 Additional 7 92mm MG 15 machine gun (fitted by forward maintenance units) 25 Repeater compass
|
||
26 Bomb aimer's folding seat 27 Control wheel 28 Throttles 29 Pilot's seat 30 Retractable auxiliary
|
||
windscreen (for use when pilot's seat in elevated position) 31 Sliding roof hatch 32 Forward fuselage bulkhead 33 Double-frame station
|
||
34 Port ESAC bomb bay (vertical stowage) 35 Fuselage windows (blanked)
|
||
36 Central gangway between
|
||
bomb bays 37 Double-frame station 38 Direction finder 39 Dorsal gunner's (forward) sliding canopy
|
||
40 Dorsal 7 92mm MG 1 5
|
||
machine gun 41 Dorsal gunner's cradle seat 42 FuG 1 radio equipment
|
||
43 Fuselage window
|
||
44 Armoured bulkhead (8mm) 45 Aerial mast
|
||
46 Bomb flares 47 Unarmoured bulkhead 48 Rear fuselage access cut-out
|
||
49 Port 7 92mm beam MG 15 machine gun 50 Dinghy stowage 51 Fuselage frames 52 Stringers
|
||
38
|
||
Below: The subject of the cutaway drawing is the
|
||
He 111 H-3. a member of what became by far the most
|
||
important He 111 family. Powered by the Jumo 211 engine (the final sub-type, a saboteur transport
|
||
n 1944, had the 1,776hp Jumo 213) the H-series eventually ran to a unique 23 basic sub-models,
|
||
each with its own variations.
|
||
53 Starboard tailplane 54 Aerial 55 Starboard elevator 56 Fin front spar 57 Fin structure
|
||
58 Rudder balance 59 Fin rear spar/rudder post 60 Rudder construction 61 Rudder tab 62 Tab actuator
|
||
63 Remotely-controlled 7 92
|
||
mm MG 1 7 machine gun in
|
||
tailcone (fitted to some aircraft only) 64 Rear navigation light 65 Elevator tab 66 Elevator structure 67 Tailplane main spar 68 Tailplane front spar 69 Semi-retractable tailwheel 70 Tailwheel shock-absorber 71 Rudder control linkage 72 Fuselage/tail frame 73 Rudder control cables 74 Elevator push-pull control rods 75 Master compass
|
||
76 Observation window fairing
|
||
77 Glazed observation window in floor
|
||
|
||
|
||
ii firing Ml (20(» noil. (200
|
||
6861b (71 i in.- K rad bombs
|
||
l
|
||
c oiitinutrd on page 40
|
||
Below: Painted in North African camouflage, this
|
||
He 111 H 6 had by August 1943 been pushed back to Ottana. Sardinia Serving with 2/KG 26. it has
|
||
two forward aimed MG FF 20mm cannon for
|
||
attacks on shipping, heavy external racks (two
|
||
1.1021b are shown) and extra beam and tail guns
|
||
78 Ventral aft-firing 7 92mm
|
||
MG 1 5 machine gun in lail of Sterbeben' ('Death-bed') bath 79 Ventral bath entry hatch 80 Ventral gunner's prone pad 81 Forward-firing 20mm
|
||
Oerlikon MG FF cannon (for anti-shipping operations) 82 Rear spar carry-through
|
||
83 Forward spar carry-through 84 Oil cooler 85 Anti-vibration engine mount 86 Oil tank 87 Engine bearer 88 Exhaust flame-damper shroud 89 Radiator air intake 90 Radiator bath 91 Port mainwheel
|
||
92 Mainwheel leg 93 Retraction mechanism 94 Mainwheel door (outer) 95 Multi-screw wing attachment 96 Trailing-aerial tube (to starboard of ventral bath) 97 Rear spar attachment 98 Port outboard fuel tank (220 gal/1 .000 litres capacity)
|
||
99 Flap control rod 100 Landing light 101 Pitothead 1 02 Pitot head heater/wing leading-edge de-icer 103 Flap and aileron coupling 104 Flap structure 105 Aileron tab 106 Tab actuator 107 Rear spar
|
||
108 Forward spar 109 Port aileron 110 Port navigation light
|
||
39
|
||
|
||
|
||
History: First flight (He 111V1 prototype) 24 February 1935; (pre
|
||
production He 11 1 B-0) August 1 936; (production He 1 1 1 B-1 ) 30 October
|
||
1936; (first He 111 E series) January 1938; (first production He 111P-1) December 1938; (He 111 H-1) January or February 1939; final delivery
|
||
(He 111H-23) October 1944; (Spanish C.2111) late 1956
|
||
Users: China. Germany (Luftwaffe. Luft Hansa). Hungary. Iraq. Romania.
|
||
Spain. Turkey
|
||
Development: A natural twin-engined outgrowth of the He 70. the first He 1 11 was a graceful machine with elliptical wings and tail, secretly flown
|
||
as a bomber but revealed to the world a year later as a civil airliner Powered
|
||
by 660hp BMW VI engines, it had typical armament of three manually
|
||
aimed machine guns but the useful bomb load of 2.200lb (1000kg) stowed nose-up in eight cells in the centre fuselage. In 1937 a number of generally similar machines secretly flew photo-reconnaissance missions over Britain. France and the Soviet Union, in the guise of airliners of Deutsche Luft Hansa.
|
||
In the same year the He 1 1 1 B-1 came into Luftwaffe service, with two 880hp
|
||
Daimler-Benz DB 600C engines, while a vast new factory was built at Oranienburg solely to make later versions. In February 1937 operations began with the Legion Kondor in Spain, with considerable success, flight
|
||
performance being improved in the B-2 by 950hp DB 600CG engines which
|
||
were retained in the C series. The D was faster, with the 1 .000hp Jumo
|
||
21 1 A-1 . also used in the He 1 1 1 F in which a new straight-edged wing was introduced. To a considerable degree the success of the early ellipticalwinged He 111 bombers in Spain misled the Luftwaffe into considering
|
||
that nothing could withstand the onslaught of their huge fleets of medium bombers. These aircraft- the trim Do 17. the broad-winged He 111 and the
|
||
high-performance Ju 88 - were all extremely advanced by the standards of the mid-1 930s when they were designed They were faster than the singleseat fighters of that era and. so the argument went, therefore did not need much defensive armament. So the three machine guns carried by the first He 111 bombers in 1936 stayed unchanged until, in the Battle of Britain, the He 1 1 1 was hacked down with ease, its only defence being its toughness
|
||
and ability to come back after being shot to pieces. The inevitable result was that more and more defensive guns were added, needing a fifth or even a sixth crew-member Coupled with incessant growth in equipment and armour the result was deteriorating performance, so that the record-breaker of 1 936-38 became the lumbering sitting duck of 1 942-45. Yet the He 1 1
|
||
1
|
||
was built in ever-greater numbers, virtually all the later sub-types being
|
||
Above: A fairly late bomber variant, the He 111 H-16.
|
||
members of the prolific H -series Variations were legion, including versions with large barrage-balloon deflectors, several kinds of missiles (including a V-1 tucked under the left wing root), while a few were completed as saboteur transports The most numerous version was the H-6. and the extraordinary He 111Z (Zwilling) gfider tug of 1942 consisted of two H-6s joined by a common centre wing carrying a fifth engine Right to the end of the war the RLM and German industry failed to find a replacement for the old "Spaten" (spade) and the total produced in Germany and Romania was at least 6.086 and possibly more than 7.000. Merlin-engined C.2111 versions continued in production in Spain until 1956
|
||
Below: Luftwaffe armourers hand-pulled heavy bombs far more than did those of the RAF (though this may have been due to the fact that more RAF bombers operated from permanent bases). This 1,1021b SC500 is going to be hung externally as one of a pair under an He 111 H-6 of KG 55 (not that in the picture).
|
||
The photo was taken on the Eastern Front in June 1 941
|
||
.
|
||
|
||
|
||
Heinkel He 115
|
||
He 115A. B. C. D and E
|
||
Origin : I rnsl i leinl al (H i
|
||
' 1 3 1 enehe Type: Multi role seaplane lee ti
|
||
Engines: rwo BMW I I ! nine i /lindi I i }2N (C 1) usually 970hp I32K Dimensions: i '3ft 1 ii
|
||
m) heighl (typi< al) 21ft '
|
||
| 60m Weights: I mpt| (B 1)14 ' I8lb 669 i,4i Performance: Maximum speed (B, C. typical) maximum range (full weapons) 1.30c mil.". (2090km) (ma> fui miles (3300kmi Armament: See text
|
||
History: Fust flighl (prototype) about October 1936. service del (I ISA 0) July 193/. final delivery about July 1944. Users: Bulgaria. Finland. Germany. Norway. Sweden. UK (RAF)
|
||
Development: A wholly outstanding machine in all respects, the 1 1 5 was tough, beautiful to fly at speeds down to 75 knots, and carried a substantial load at relatively high speeds. In 1938 the prototype was specially streamlined to set class records, and the first Luftwaffe operational version, the A 1
|
||
.
|
||
Above: A Weser built He 115B of 1939. one of the earliest versions for service use. Survivors were later re equipped.
|
||
was sold to Norway and Sweden with small ch carried one LTF 5 or 6b torped' other stores, and the nose and real gun. By 1939 long-range B models were in production, whi the new 2.028lb (920kg) magnetic mine in add ! 02lb (50 bomb load at a cruising speed of some 1 50mph The B-2 hac thened for ice or snow In April 1940 the Norwegian aircraft wer< in fierce combat and made many bombing missions on Germar the four survivors set out for Scotland. One of these was fitted with wing machine guns and used by the RAF on secret agent-dropping between Malta and North Africa. Another Norse escapee was used in Finland In 1940 production centred on the C series, with many variants and often an
|
||
MG 151 cannon in the nose The single D had 1.600hp BMW 801 engines. and after being out of production 18 months a further 141 E -models were built in 1944 to bring the total past the 400 mark Like the earlier versions the E-series were used for armed reconnaissance, minelaying. utility transport and casevac and even shallow dive bombing and torpedo bombing.
|
||
Left: Three-view of He 115B-1 ; later a nose cannon was added.
|
||
Heinkel He 177 Greif
|
||
He 177A-0 to A-5, He 277 and He 274
|
||
Origin: Ernst Heinkel AG: also built by Arado Flugzeugwerke Type: He 177. six-seat heavy bomber and missile carrier. Engines: Two 2.950hp Daimler-Benz DB 610A-1/B-1, each comprising two inverted-vee-1 2 liquid-cooled engines geared to one propeller. Dimensions: Span 103ft 1|in (31 -44m); length 72ft 2in (22m). height 21ft (6 4m) Weights: Empty 37.038lb (16.800kg). loaded (A-5) 68.343lb (31.000kg) Performance: Maximum speed (at 41.0001b. 18.615kg) 295mph (472 km/h), initial climb 853ft (260m)/min; service ceiling 26.500ft (7080m): range with FX or Hs 293 missiles (no bombs) about 3.107 miles (5000km)
|
||
Armament: (A-5/R2) one 7 92mm MG 81J manually aimed in nose, one
|
||
20mm MG 1 51 manually aimed at front of ventral gondola, one or two 1 3mm
|
||
MG 131 in forward dorsal turret, one MG 131 in rear dorsal turret, one MG
|
||
1 51 manually aimed in tail and two MG 81 or one MG 1 31 manually aimed at rear of gondola: maximum internal bomb load 13.2001b (6000kg). seldom carried; external load, two Hs 293 guided missiles. FX 1400 guided bombs, mines or torpedoes (more if internal bay blanked off and racks added below it) History: First flight (He 177V-1) 19 November 1939. (pre-production He 177A-0) November 1941: service delivery (A-1) March 1942. (A-5) February 1943. first flight (He 277V-1) December 1943: (He 274. alias AAS 01 A) December 1945 User: Germany (Luftwaffe)
|
||
Above: The He177A-1/R1. the first major production version in 1942.
|
||
Development: The Heinkel 1 77. Germany's biggest bomber programme in World War II, is remembered as possibly the most troublesome and unsatisfactory aircraft in military history, and it was only through dogged courage and persistence that large numbers were put into service. Much of the fault lay in the stupid 1938 requirement that the proposed heavy bomber and anti-ship aircraft should be capable of dive bombing. Certainly the wish to reduce drag by using coupled pairs of engines was mistaken, because no engines in bomber history have caught fire so often in normal cruising flight Six of the eight prototypes crashed and many of the 35 preproduction A-Os (built mainly by Arado) were written off in take-off swings or in-flight fires. Arado built 1 30 A-1 s. followed by 1 70 Hemkel-built A-3s and 826 A-5s with repositioned engines and longer fuselages. About 700
|
||
served on the Eastern Front, many having 50mm and 75mm guns for tankbusting; a few nervously bombed Britain in 400mph shallow dives, without any proper aiming of their bombs. So bothersome were these beasts that Goering forbade Heinkel to pester him any more with plans to use four separate engines, but Heinkel secretly flew the He 277. with four 1.750hp DB 603A. at Vienna, as the first of a major programme The almost completely redesigned He 274 was a high-altitude bomber developed at the Farman factory at Suresnes. with four 1.850hp engines, a 145ft wing and twin fins After the liberation it was readied for flight and flown at OrleansBricy.
|
||
Left: Main operational model was the A-5. of which 826 were built. This A-5/R2 has external racks for Fritz-X and Hs 293 guided missiles under its wings and on the centreline.
|
||
41
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||
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||
|
||
Heinkel He 162 Salamander
|
||
He162A-2
|
||
Origin: Ernst Heinkel AG: first batch Vienna-Schwechat. production totally dispersed with underground assembly at Nordhausen (Mittelwerke). Bernberg (Junkers) and Rostock (Heinkel) Type: Single-seat interceptor.
|
||
Engine: One 1.7601b (800kg) thrust BMW 003E-1 or E-2 Orkan single
|
||
shaft turbojet. Dimensions: Span 23ft 7|in (7 2m); length 29ft 8iin (9m); height 6ft 6^in
|
||
(2-6m). Weights: Empty 4.796lb (2180kg); loaded 5.940lb (2695kg).
|
||
Performance: Maximum speed 490mph (784km/h) at sea level. 522mph (835km/h) at 19.700ft (6000m): initial climb 4.200ft (1280m)/min: service ceiling 39.500ft (12.040m): range at full throttle 434 miles (695km)
|
||
at altitude.
|
||
Armament: Early versions, two 30mm Rheinmetall MK 108 cannon with
|
||
50 rounds each; later production, two 20mm Mauser MG 1 51/20 with 1 20 rounds each History: First flight 6 December 1944: first delivery January 1945 User: Germany (Luftwaffe).
|
||
Above: Three-view of the mass-produced He 162A-2 Salamander.
|
||
Right: An He 162A-2 of l/JG 1 at Parchim for pilot conversion in March 1945.
|
||
Above: At one of the Heinkel plants an unpainted 162A-2 sits
|
||
with canopy shattered in May 1945.
|
||
Development: Popularly called "Volksjager" (People's Fighter), this incredible aircraft left behind so many conflicting impressions it is hard to believe the whole programme was started and finished in little more than six months To appreciate the almost impossible nature of the programme. Germany was being pounded to rubble by fleets of Allied bombers that darkened the sky. and the aircraft industry and the Luftwaffe's fuel supplies were inexorably running down Experienced aircrew had nearly all been killed, materials were in critically short supply and time had to be measured not in months but in days. So on 8 September 1944 the RLM issued a specification calling for a 750km/h jet fighter to be regarded as a piece of consumer goods and to be ready by 1 January 1945. Huge numbers of workers were organised to build it even before it was designed and Hitler Youth were hastily trained in primary gliders before being strapped into the new jet. Heinkel. which had built the world's first turbojet aircraft (He 178. flown 27 August 1939) and the first jet fighter (He 280 twin-jet. flown on its jet engines 2 April 1941) won a hasty competition with a tiny wooden machine with its engine perched on top and blasting between twin fins. Drawings were ready on 30 October 1 944. The prototype flew in 37 days and plans were made for production to rise rapidly to 4.000 per month Despite extreme difficulties. 300 of various sub-types had been completed by VE-day. with 800 more on the assembly lines. I/JG1 was operational at Leek, though without fuel. Despite many bad characteristics the 162 was a fighter of a futuristic kind, created in quantity far quicker than modern aircraft are even drawn on paper
|
||
Right : This He 1 62A-2 belonged to 2/JG 1 at Leek, where conditions were completely chaotic.
|
||
Right: A third He 162A-2. this time assigned to 3/JG-1 at Leek, a Gruppe that never converted to jets.
|
||
Right: Another He 162A-2 from 3/JG 1 at Leek. As they burned diesel oil the jets did have at least some fuel.
|
||
42
|
||
|
||
|
||
He219Uhu
|
||
He 219A-0 to A-7, B and C series
|
||
Origin : I rnsl I leinkel
|
||
Type Engines: l lsual n I
|
||
: Ohp Daimlei I
|
||
liquid coi Dimensions: 60f1 Bin (18!
|
||
s) 50ft I I jin (15-! I
|
||
Weights: (A Performance limb
|
||
1.804ft (550m)/min. service 1 1 ,660ft (12. /00m) range I 243 mile, (2000km) Armament: \ aried. see text History: ( irsl flight (219V-1) 15 November 1942; service delivery (pi types) May 19 i n 219A 1) November 1943 User: Germany (Luftwaffe)
|
||
Development: I mst Heinkel was the pioneer of gas-turbine jet an flying the He 178 on 27 August 1939 and the He 280 twin-jet fighter as a glider on 22 September 1940 and with its engines on 2 April 1941 (before the purely experimental Gloster E 28/39) But Heinkel was unable to build the extremely promising He 280 in quantity, which was fortunate for the Allies He had no spare capacity for the He 219 either, which had excited little official interest when submitted as the P. 1060 project in August 1940 as a high-speed fighter, bomber and torpedo carrier It was only when RAF night attacks began to hurt, at the end of 1 941 . that he was asked to produce the 21 9 as a night fighter (Uhu meaning Owl). The He 219V-1. with 1.750hp
|
||
DB 603AS and two MG 151/20 cannon, plus an MG 131 in the rear cockpit, was fast and extremely manoeuvrable and the test pilots at Rechlin were thrilled by it. Successive prototypes had much heavier armament and radar and 100 were ordered from five factories in Germany. Poland and Austria The order was soon trebled and Luftwaffe enthusiasm was such that even the early prototypes were sent to Venlo. Holland, to form a special trials unit The first six night sorties resulted in the claimed destruction of 20 RAF bombers, six of them the previously almost immune Mosquitoes 1 More than 15 different versions of the 219 then appeared, immediately proving
|
||
outstandingly formidable The A-2/R1 had 603As. two MG 151/20 in the
|
||
wing roots and two or four in a belly tray and two 30mm MK 108 firing upward at 65° in a Schrage Musik (Jazz Music) installation for destroying bombers by formating below them. The A-7/R1 had MK 108s in the wing
|
||
roots and two of these big guns and two MG 151/20 in the tray, plus the Schrage Musik with 100 rounds per gun (the most lethal of all). Some versions had three seats, long-span wing and DB 603L turbocharged engines, or Jumo 213s or even the 2.500hp Jumo 222 with six banks of four cylinders. The B and C families would have been enlarged multi-role versions with rear turrets. Total A-type production was only 268. the officials at one time ignoring Luftwaffe enthusiasm by ordering production to be stopped
|
||
!
|
||
Above: The proposed He 219C-2 Jagdbomber with Jumo 222 engines.
|
||
I o.
|
||
I1 >
|
||
%Y"
|
||
I
|
||
/
|
||
.
|
||
o
|
||
__.
|
||
Above: Three view of He 219A 5/R1 . lower side view, the
|
||
lengthened A-5/R4 with MG 131 in the rear cockpit for defence
|
||
The He 219A-7/R4 had exceptional high-altitude equipment and performance, plus ejection seats, but armament was reduced to
|
||
four MG 151/20, all firing ahead. This was relatively light.
|
||
Above: The proposed He 219C-1 four-seat night fighter.
|
||
Above: An He 219A-5/R2 just after capture of its airfield by the Allies. Splendid to fly, the 219 was a formidable machine.
|
||
Below: Another He 219A-5, this time fitted with not only SN-2 radar but also the older Lichtenstein C-1 in the centre.
|
||
43
|
||
|
||
|
||
HenscheIHsl23
|
||
Hs123A-1
|
||
Origin: Henschel Flugzeugwerke AG Type: Single-seat dive bomber and close-support.
|
||
Engine: One 880hp BMW 132 Dc nine-cylinder radial.
|
||
Dimensions: Span 34ft 5iin (10 5m); length 27ft 4in (8 3m) height
|
||
10ft 6Jin (3 2m). Weights: Empty 3.3161b (1504kg); loaded 4.888lb (2217kg).
|
||
Performance: Maximum speed 214mph (345km/h); initial climb 2.950ft (900m)/min; service ceiling 29.530 ft (9000m); range 530 miles (850km)
|
||
Armament: Two 7 92mm Rheinmetall MG 17 machine guns ahead of pilot; underwing racks for four 1101b (50kg) bombs, or clusters of anti
|
||
personnel bombs or two 20mm MG FF cannon. History: First flight, spring 1 935 (public display given 8 May); first delivery (Spain) December 1936; final delivery. October 1938 User: Germany (Luftwaffe).
|
||
Development: Though representing a class of aircraft generally considered obsolete by the start of World War II. this trim little biplane was kept
|
||
Above : Three-view of the Hs 1 23A-1 .
|
||
hard at work until 1 942. achieving results which in retrospect seem almost unbelievable. The prototype needed extensive modification to produce the A-1 production version, which was tested in the Spanish Civil War Contrary to the staff-college theories then adhered to by the newly formed Luftwaffe, the Henschels were able to give close support to ground troops of a most real and immediate kind, strafing and bombing with great accuracy despite the lack of any radio link or even an established system of operation. Eventually the Luftwaffe realised that the concept of a close-support aircraft was valid, and a few Henschels were allowed to operate in this role, but all the effort and money was put into the Ju 87. and the Hs 1 23 was phased out of production before World War II Yet in the Polish campaign these aircraft proved unbelievably useful, having the ability to make pinpoint attacks with guns and bombs and. by virtue of careful setting of the propeller speed, to make a demoralising noise Moreover, it established an extraordinary reputation for returning to base even after direct hits by AA shells As a result, though the whole force was incessantly threatened with disbandment or replacement by later types, the Hs 123 close-support unit II (Schlacht)/ LG2 was sent intact to the Balkans in April 1941 and thence to the USSR Here the old biplanes fought around the clock, proving far better adapted to the conditions than more modern types and continuing in front-line operations until, by the end of 1944. there were no more left.
|
||
Left: An Hs 123A-1 in front-line service, possibly with Schlacht LG 2, in the campaign in France or the Balkans. By 1942 hardly any of the Henschels still wore their spats.
|
||
Henschel Hs 126
|
||
Ms 126A and B
|
||
Origin: Henschel Flugzeugwerke AG. Schonefeld. Type: Army co-operation, later multi-role tactical. Engine: One nine-cylinder radial. (A-O) 830hp Bramo Fafnir 323A, (A-1)
|
||
880hp BMW 132 Dc. (B) 900hp BMW Bramo Fafnir 323A-2 or Q-2 Dimensions: Span 47ft 6jin (14 50m); length 35ft 7|in (10 85m); height 12ft 3|in (3 75m). Weights: Empty (B-1) 4.480lb (2032kg); maximum 7.209lb (3270kg) Performance: Maximum speed 221 mph (355km/h); service ceiling 27.070ft (8250m); maximum range at sea level 360 miles (580km)
|
||
Armament: One synchronized 7 92mm MG 17 and one manually aimed
|
||
7 92mm MG 1 5; light bombs or 1 101b (50kg) bomb or extra tank. History: First flight August 1936; service delivery (A-0) June 1937; final delivery January 1941. Users: Bulgaria. Croatia. Greece. Germany. Spain.
|
||
Development: Developed in early 1936 from the disappointing Hs 122. the parasol-winged Hs 126 was a thoroughly sound machine very like the British Lysander in character though more conventional. The crew of two sat below and behind the wing in a capacious tandem cockpit, the pilot's portion being enclosed. Typical photographic, radio and light bombing equipment was carried, and the aircraft proved to have excellent STOL
|
||
Above: Three-view of the Hs 126A (B-series, almost identical). By about 1941 nearly all the spats had been removed.
|
||
capability and ability to absorb much punishment. Altogether about 802 were delivered, maintaining the Aufklarungsstaffeln (recce squadrons) at a front-line strength of around 280 aircraft By June 1941 virtually all were on the Eastern Front or in the Balkans or North Africa. A few survived until 1944—45 in operations against partisans in the Balkans, but most had been replaced by the Fw 189 and used for towing gliders The 200-odd combat veterans served in Nachtschlacht (night ground attack) wings, often using a variety of armament schemes. (See page 61 for Henschel Hs 129)
|
||
Left: This Hs126A-1 was serving with 2.(H)/31 (Pz) from a base in Greece in April 1 941 . Like more than half the 126 strength, this machine was assigned to a Panzer corps, whose emblem it wears.
|
||
Increasingly, the Fw 189 took over the front-line reconnaissance missions while the parasol-winged 126 was relegated to supply dropping, harrying partisans and general utility communications.
|
||
44
|
||
|
||
|
||
I .-tl II. ' .J., I
|
||
the H-, 1/ J look.nl Ilka
|
||
thil ..,, II-. \J !A .-I
|
||
7/SK. 168 l 'I
|
||
111,11111 Ij.r.H'l .il I ui m mifiildlii uck, near
|
||
Muim h in Oi .lobar 1937
|
||
Right: A startling contrast is provided by this Hs 123A-1, built long before the war but pictured in 1 943 in round-theclock work with 4 (Schlacht)/G2 on the Eastern Front. Apart from the absence of spats the aircraft has a new head fairing and
|
||
much new equipment.
|
||
Left: This Hs126B-1 is illustrated in winter camouflage whilst serving on the Don front with 3(H)/21 in January 1943.
|
||
Below: This frame from a Luftwaffe cine film shows an Hs 126B-1 serving with an Aufklarungsstaffel (recce squadron) during the assault on Greece in April 1941. It is flying over Athens.
|
||
|
||
|
||
Messerschmitt Bf 109
|
||
Bf 109B, C, D, E, F, G, H and K series,
|
||
S-99and 199, Ha-1109and -1112
|
||
Origin: Bayensche Flugzeugwerke. later (1938) renamed Messerschmitt
|
||
AG: very widely subcontracted throughout German-controlled territory and built under licence by Dornier-Werke. Switzerland, and Hispano-Aviacion. Spain (post-war. Avia. Czechoslovakia). Type: Single-seat fighter (many, fighter bomber).
|
||
Engine: (B. C) one 635hp Junkers Jumo 210D inverted-vee-1 2 liquid
|
||
cooled (D) LOOOhp Daimler-Benz DB 600Aa. same layout: (E) 1.100hp
|
||
DB 601 A. 1.200hp DB 601 N or 1 ,300hp DB 601 E: (F) DB 601 E: (G)
|
||
1 475hp DB 605A-1. or other sub-type up to DB 605D rated 1 ,800hp with
|
||
MW50 boost: (H-1) DB 601 E: (K) usually 1.550hp DB 605ASCM/DCM
|
||
rated 2.000hp with MW50 boost: (S-199) 1 .350hp Jumo 21 1 F: (HA-1109)
|
||
1.300hp Hispano-Suiza 1 2Z-89 upright vee-12 or (M1L) 1.400hp R-R Merlin 500-45. Dimensions: Span (A to E) 32ft 4iin (9 87m): (others) 32ft 6iin (9 92m):
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||
length (B. C) 27ft 1 1 in: (D. E. typical) 28ft 4m (8 64m). (F) 29ft Oiin: (G) 29ft 8in (9 04m): (K) 29ft 4in: (HA-1 109-M1 L) 29ft 1 1 in: height (E) 7ft 5im (2 28m): (others) 8ft 6in (2 59m). Weights: Empty (B-1) 3.483lb: (E) 4.1891b (1900kg) to 4.4211b: (F) around 4.3301b. (G) 5.8801b (2667kg) to 6.1801b (2800kg): (K. typical) 6.0001b: maximum loaded (B-1) 4.850lb: (E) 5.523lb (2505kg) to 5.875lb (2665kg): (F-3) 6.054lb: (G) usually 7.496lb (3400kg): (K) usually 7.439lb (3375kg). Performance: Maximum speed (B-1) 292mph: (D) 323mph: (E) 348-354
|
||
mph (560-570km/h): (F-3) 390mph: (G) 353 to 428mph (569-690km/h). (K-4) 452mph (729km/h): initial climb (B-1) 2.200ft/min; (E) 3.100 to 3.280ft (1000m)/min: (G) 2.700 to 4.000ft/min: (K-4) 4.823ft (1470m)/ mm: service ceiling (B-1) 26.575ft; (E) 34.450ft (10.500m) to 36.090ft (11.000m): (F. G) around 38.000ft (11.600m): (K-4) 41.000ft (12.500m): range on internal fuel (all) 365-460 miles (typically. 700km).
|
||
Armament: (B) three 7 92mm Rheinmetall-Borsig MG 17 machine guns
|
||
above engine and firing through propeller hub: (C) four MG 17. two above engine and two in wings, with fifth through propeller hub in C-2; (early
|
||
E-1 ) four MG 1 7. plus four 50kg or one 250kg (551 lb) bomb: (later E-1 and
|
||
most other E) two MG 17 above engine, each with 1.000 rounds (or two
|
||
MG 17 with 500 rounds, plus 20mm MG FF firing through propeller hub)
|
||
and two MG FF in wings, each with 60-round drum; (F-1) two MG 17 and
|
||
Above: Abandoned high-altitude variant, the Bf 109H of 1944
|
||
Below: The original prototype, with British Kestrel engine.
|
||
one MG FF; (F-2) two 1 5mm MG 1 51 and one MG FF: (F-4) two MG 1 51
|
||
.
|
||
one MG FF and one 20mm MG 151 in fairing under each wing; (G-1)
|
||
two MG 17 or 13mm MG 131 over engine and one MG 151; (G-6) one
|
||
30mm MK 108. two MG 1 31 above engine and two MG 1 51 under wings;
|
||
(K-4) twoMG 151 above engine and one MK 108 or 103: (K-6) two MG 131
|
||
above engine, one MK 103 or 108 and two MK 108 under wings: (S-199)
|
||
two MG 1 31 above engine and two MG 1 51 under wings: ( HA- 1 1 09 series)
|
||
two wing machine guns or 20mm Hispano 404 Many German G and K carried two 210mm rocket tubes under wings or various bomb loads History: First flight (Bf 109 V-1) early September 1935 (date is unrecorded): (production B-1) May 1937: (Bf 109E) January 1939: (Bf 109F prototype) July 1940; replacement in production by Bf 109G. May 1942 Users: Bulgaria. Croatia. Finland. Germany (Luftwaffe). Hungary. Italy (ARSI). Japan. Jugoslavia. Romania. Slovakia. Slovak (CB Insurgent). Soviet Union (1940). Spain, Switzerland; (post-war) Czechoslovakia. Israel continued on page 49>
|
||
Above: Taken from a German propaganda film of 1941, this photograph depicts a pair of Bf 109E-4/Trop fighters of l/JG 27 flying over the Cyrenaican (Libyan) desert, soon after the entry of the Afrika Korps. Finish is 78 Light Blue, 79 Sand Yellow and 80 Olive Green, with the white tail band denoting the Mediterranean theatre of operations.
|
||
Above: One of the last Bf 109E sub-types, this is an E-7, seen with a large dust filter on the engine air inlet. It was operating on the Leningrad front in 1942 with JG 5.
|
||
46
|
||
|
||
|
||
^nt lfe .
|
||
Above: The same l/JG 27 aircraft as seen at far left. This view from above flatters the camouflage capabilities of the 79/80 colour scheme against the North African terrain.
|
||
47
|
||
|
||
|
||
Above: Bf 109G-2s of II (left) and lll/JG 54 "Grunherz" (Green Heart) geschwader operating on the northern sector of the Eastern Front (probably at Silverskaya) in the summer of 1942. Relative merits of the Luftwaffe and Soviet fighters continue to be hotly debated.
|
||
Right: The Bf 109G-14/U4 introduced a wooden tail, previous improvements being the clearview "Galland" hood and (five years late, and often incomplete) geared tabs on ailerons and/ or elevators.
|
||
Me sserschmitt Bf 109G-14/U4
|
||
cutaway drawing key:
|
||
1 Starboard navigation light 2 Starboard wmgtip 3 Fixed trim tab 4 Starboard Frise-type aileron 5 Flush-riveted stressed wingskinning 6 Handley Page leading-edge automatic slat 7 Slat control linkage 8 Slat equalizer rod 9 Aileron control linkage 10 Fabric-covered flap 11 Wheel fairing 12 Ammunition-feed fairing (both sides of fuselage)
|
||
13 Rheinmetall Borsig 13mm
|
||
MG 131 14 Engine accessories 15 Starboard gun trough
|
||
16 Daimler-Benz DB 605AM twelve-cylinder inverted-vee liquid-cooied engine
|
||
1" Detachable cowling panel 18 Oil filler access
|
||
•9 Oil tank 20 Propeller pitch-change mechanism
|
||
21 VDM electrically-operated constant-speed propeller 22 Spinner 2 3 Engine-mounted cannon muzzle 24 Blast tube 25 Propeller hub 25 Spinner back plate 27 Auxiliary cooling intakes 23 Coolant header lank 29 Anti-vibration rubber engine-mounting pads 30 Elektron forged engine bearer 31 Engine bearer support strut 56 attachment 57 32 Plug leads 3 3 Exhaust manifold fairing strip 34 ejector exhausts 58
|
||
J5 Cowling fasteners 36 Oil cooler 59
|
||
3^ Oif cooler intake 60 38 Starboard mainwheel 61 39 Oil cooler outlet flap 82
|
||
4C Wing root fillet 53 41 Wing-fuselage fairing
|
||
42 Firewall/bulkhead
|
||
^3 Supercharger air intake 65
|
||
44 Supercharger 66
|
||
4 5 20mm magazine
|
||
4r 1 3mm ammunition feed 67 47 Engine bearer upper attachment -3 48 Ammunition feed fairing
|
||
40 MG 131 breeches o9
|
||
52 Instrument panel 70
|
||
51 20mm Mauser MG 151/20 7 1
|
||
cannon breech ~2 5 2 Heel rests 53 Rudder pedals "3 54 Undercarriage emergency retraction cables 55 Fuselage frame 1A
|
||
48
|
||
Wing/fuselage fairing Undercarriage emergency retraction handwheel (outboard) Tail trim handwheel (inboard) Seat harness Throttle lever Control column Cockpit ventilation inlet Revi 16B reflector gunsight (folding) Armoured windshield frame Anti-glare gunsight screen
|
||
90mm armourglass windscreen Galland'-type clear-vision hinged canopy Framed armourglass head/
|
||
back panel Canopy contoured frame
|
||
Canopy hinges (starboard) Canopy release catch Pilot's bucket-type seat
|
||
(8mm back armour) Underfloor contoured fuel tank (88 gal/400 litres of 87 octane B4) Fuselage frame
|
||
Circular access panel Tail trimming cable conduit Wireless leads
|
||
MW 50 (methanol water) tank (25 gal/114 litres capacity) Handhold Fuselage decking Aerial mast D/F loop Oxygen cylinders (three)
|
||
93 94 95 96 97 98 99 100 101 102 103
|
||
104 105 106 107
|
||
andFuG 25a IFF) Main fuel filler cap Fuselage top keel (connector -stringer) Aerial lead-in Fuselage skin plating sections U' stringers Fuselage frames (monocoque construction) Tail trimming cables Fin root fairing Starboard fixed tailplane Elevator balance Starboard elevator Geared elevator tab All-wooden fin construction 125 Aerial attachment 126 Rudder upper hinge bracket 127 Rudder post Fabric-covered wooden rudder structure Geared rudder tab Rear navigation light Port elevator Elevator geared tab
|
||
128 129 130 131 132 133
|
||
Tailplane structure Rudder actuating linkage Elevator control horn Elevator connecting rod Elevator control quadrant Tailwheel leg cuff Castoring non- retractable tailwheel Lengthened tailwheel leg^ Access panel Tailwheel shock-strut Lifting point Rudder cable Elevator cables First-aid pack Air bottles Fuselage access panel Bottom keel (connector stringer) Ventral IFF aerial Master compass Elevator control linkage Wing root fillet Camber-changing flap Ducted coolant radiator Wing stringers Wing rear pick-up point Spar/fuselage upper pin joint (horizontal)
|
||
|
||
|
||
Development
|
||
I
|
||
bh to apprecial
|
||
in in hi :1
|
||
I38). Early vi
|
||
i
|
||
hi end if August 1 939 941 it was b
|
||
is alsi
|
||
i luring thi firsl eai rid War II tl
|
||
iub types were called o1 ti ihtei igainsl hid ppo the S| itl h it greatlv outnumber! i
|
||
;i2i mi and cheap production, high a good power of manoeuvre Neai 09 Es were i
|
||
three 20mm cannon, with range and striking powei grea eight mi,' < .iiibre guns. Drawbacks were the swing on take-off or landing, extremely poor lateral conl needs,
|
||
and the fact that in combat the slats on the wings often opened in
|
||
hums while this prevented a stall, it snatched at the ailerons and thre pilot off his aim After 1942 the dominant version was the 109G ("Gu
|
||
which made up over 70 per cent of the total received by the Luftwaffe
|
||
Though formidably armed and equipped, the vast swarms of "Gustavs"
|
||
continued on pagn SO
|
||
Above: Maj Walter Oesau's Bf 109E (7/JG 51. Jan. '40).
|
||
Left: Obit H-J Marseille's 109F (3/JG 27. score at 101).
|
||
Below: 109F of Hpm Assi Kahn (lll/JG 2. score 31, later 108).
|
||
1 34 Spar/fuselage lower pin join* 1 35 Flaps equalizer rod 1 36 Ruestsatz R3 auxiliary fuel tank ventral rack 137 Undercarriage electrical interlock 1 38 Wing horizontal pin forward pick-up 139 Undercarriage retraction jack mechanism 140 Undercarriage pivot/bevel 141 Auxiliary fuel tank (Ruestsatz R3) of 66 gal (300 litres) capa I 142 Mainwheel leg • a 143 Mainwheel oleo leg 144 Brake lines 1 45 Mainwheel fa 146 Port mainwheel 147 Leading-edge 148 Port mainwheel well 1 49 Wing spar 150 Flap actuating linkage 151 Fabric-covered control surfaces 1 52 Slotted flap structure 153 Leading-edge slat actuating 174 mechanism 175
|
||
154 155
|
||
156 157 158 159
|
||
161 162 163 164 165
|
||
166 167 168
|
||
171 172 !73
|
||
Slat equalizer rod Handley Page automatic leading-edge slat Wing stringers Spar flange decrease Wing ribs Flush-riveted stressed wing-skinning Metal-framed Fnse-type aileron Fixed trim tab Wingtip construction Port navigation light Angled pitot head Ruestsatz R6 optional underwing cannon gondola 1 4-point plug connection Electrical junction box Cannon rear mounting bracket
|
||
20mm Mauser MG '
|
||
cannon Cannon front mou' I bracket Ammunition feed chute Ammunition magaz r Underwing panel Gondola fairing Cannon barrel
|
||
|
||
|
||
Messerschmitt Bf 109
|
||
continued
|
||
Top: Bf 109F-4/B carrying SC 500 (1.1021b) bomb. This particular machine was that of Staffelkapitan Liesendahl of 10 (Jabo)/JG 2, based at Caen in June 1942.
|
||
Above: Bf 109F-4/Trop with 66-gallon drop tank. This aircraft belonged to ll/JG 27. based at Sanyet in September 1942. It is finished in the standard "Colour No 79 Sand-yellow" specified for upper surfaces of tropical aircraft. The tropical filter is prominent.
|
||
Below: Typical of the Luftwaffe's chief (and almost sole) type of front-line single-engined fighter during the Battle
|
||
of France is the Bf 109E flown by Major Erich Mix, CO of lll/JG 2 in May 1940. It forms an instructive counterpart to the aircraft of 10/JG 2 of 1942 pictured at top left.
|
||
o
|
||
-1 1 "1
|
||
Vo^^^c^>l bum OMnen
|
||
rtuhler isl im Noub«rf«l eingebouf
|
||
N
|
||
|
||
|
||
Top: Bf 109F-2 Trop of III JG 27, based at Qasaba in the autumn of 1942. It was just at this time that Hans-Joachim Marseille, staffelkapitan of III JG 27 and top scoring pilot in the west, was killed after destroying 158 Allied aircraft.
|
||
Above: One of the pre-war 109s was this Bf 109D-1 of ll/JGr 102, based at Bernburg in the winter 1938-39. Sides and upper surfaces look uniform dark green, but in fact Luftwaffe records show that all authorised colour schemes had very slightly contrasting shades, such as 70 blackgreen and 71 dark green.
|
||
51
|
||
|
||
|
||
Top: Bf 109F-5 of l(F)/122 based in Sardinia in 1943. This was a tactical reconnaissance aircraft, with vertical camera in the rear fuselage (and the engine-mounted cannon removed). Performance was not always high enough to escape interception, especially by two-stageMerlin Spitfires.
|
||
Above: This Bf 109E of lll/JG 52, based at Hopstadten in August 1940, has an unusual colour scheme with crisscrosses of 71 dark green sprayed on 02 grey. Underside is regulation 65 light blue.
|
||
52
|
||
|
||
|
||
53
|
||
|
||
|
||
Messerschmitt Bf 110
|
||
|
||
|
||
Below: A typical Luftwaffe night fighter of the late war
|
||
period was this Bf 110G 4 of 7/NJG 4 based at many airfields in northwest Germany and at St Trond and Venlo in the Netherlands. Finished in 76 Light Blue all over, the upper surfaces were then given a sprayed mottle of 75 Grey-Violet.
|
||
55
|
||
|
||
|
||
Below: A day-flying DB 605-powered version, a Bf 110G-2 of 5/ZG 76. based at Grossenhain in winter 1943-44. In happier days in 1939-41, ZG 76 had been the original Haifisch unit, with prominent shark mouths on its aircraft noses.
|
||
Below: Bf 110C-4/B, one of the earlier DB 601 -powered models.
|
||
It is shown flying with SKG 1 (fast bomber geschwader 1 ) on the Eastern Front, with that theatre's yellow tactical band.
|
||
SKG 1 retained the wasp motif it had used when it was ZG 1,
|
||
the original zerstorer geschwader nicknamed Wespen (Wasp).
|
||
|
||
|
||
Germany
|
||
continued on page 58
|
||
57
|
||
|
||
|
||
Messerschmitt Bf 110 ^^
|
||
Bf 1 10B series to H series (data for Bf 110C-4/B)
|
||
Origin: Bayensche Flugzeugwerke. after 1938 Messerschmitt AG; widely dispersed manufacture. Type: Two-seat day and night fighter (also used on occasion for ground attack and reconnaissance). Engines: Two 1.100hp Daimler-Benz DB 601 A; (later C-4s) 1 ,200hp DB 601 N 12-cylinder inverted-vee liquid-cooled; (G. H) two 1.475hp DB 605B. same layout Dimensions: Span 53ft 4|in (16 25m); length 39ft 8iin (12 1m); height 11ft 6in (3 5m). Weights: Empty 9.920lb (4500kg): loaded 15.4301b (7000kg). Performance: Maximum speed 349mph (562km/h) at 22.966ft (7000m): climb to 18.045ft (5500m). 8 minutes: service ceiling 32.800ft (10.000m). range 528 miles (850km) at 304mph (490km/h) at 16.400ft (5000m).
|
||
Armament: Two 20mm Oerlikon MG FF cannon and four Rheinmetall
|
||
7 92mm MG 17 machine guns fixed firing forward in nose, one 7 92mm
|
||
MG 15 manually aimed machine gun in rear cockpit: C-4/B also fitted with racks under centre section for four 5511b (250kg) bombs. (G-4 night continued on page 60>
|
||
Above: Bf 110D of 8 ZG 26 climbing out of rugged territory in Sicily in 1942 to rendezvous with a bomber force for Malta.
|
||
Messerschmitt Bf 110G-4b
|
||
cutaway drawing key: 1 Trie Hirschgeweih (Stag s Antlers) array for the FuG
|
||
220b Lichtenstein SN 2 radar 2 Single-pole type antenna for the FuG 212 Lichtenstein C-1 radar 3 Camera gun 4 Cannon muzzles 5 Cannon ports 6 Blast tubes 7 Starboard mainwheel 8 Armour plate (10-mm)
|
||
9 Twin 30-mm Rheinmetall
|
||
Borsig MK 108 (Rus' Field Conversion Set 3) with 1 35 rpg
|
||
. 18
|
||
R3
|
||
10 Armoured bulkhead
|
||
1
|
||
1
|
||
Supercharger intake 12 Position of nacelle
|
||
mounted instruments on day fighter model
|
||
1 3 Exhaust flame damper 14 Auxiliary tank
|
||
15 Three-blade VDM airscrew 16 Leading-edge automatic slat 17 Pilot tube 18 FuG 227/1 Flensburg homing aerial fined to some aircraft by forward maintenance units (to home on Monica tailwarning radar emissions) 1 9 Stressed wing skinning
|
||
20 Starboard aileron 35 Aerial mast 53 Elevator tab 75 Wmgtip
|
||
21 Trim tab 36 Upward-firing cannon 54 Centre section fairing 76 Flensburg aerial (see 18>
|
||
22 Slotted flap muzzles 55 Rear navigation light 77 Port navigation light
|
||
23 Hinged canopy roof 37 Two 30-mm MK 108 56 Port elevator 78 Leading-edge automatic
|
||
24 Armoured glass windscreen cannon in schrage Musik 57 Port tailfin slat
|
||
(60-mm) (oblique music) installation 58 Rudder 79 Wing ribs
|
||
25 Instrument panel firing obliquely upward 59 Hinged tab 80 Mainspar
|
||
26 Cockpit floor armour (optional installation 60 Tailwheel 81 Underwing auxiliary fuel
|
||
(4-mm) supplied as an Umrust- 61 Fuselage frames tank (66 lmpgal/300-l
|
||
27 Twin 20- mm Mauser MG Bausatz/Factory 62 Control lines capacity)
|
||
1 51 cannon with 300 Conversion Set) 63 Dipole tuner 82 Landing light
|
||
rounds (port) and 350 38 Ammunition drums 64 Batteries 83 Undercarriage door
|
||
rounds (starboard) 39 Aft cockpit bulkhead 65 Transformer 84 Mainwheel well
|
||
28 Pilot's seat 40 FuG 10P HF R/T set 66 Sloned flap 85 Supercharger intake
|
||
29 Control column 41 FuBI 2F airfield blind 67 Fuel tank of 57 3 Imp gal 86 Undercarriage pivot point
|
||
30 Pilot's back and head approach receiver (260 51) capacity 87 Mainwheel leg
|
||
armour (8-mm) 42 Handhold 68 Oil tank of 7 7 Imp gal 88 Mainwheel 31 Cannon magazine - Oxygen bottles (351) capacity 89 Oil cooler 32 Centre section carry- 44 Aerials 69 Ventral antenna 90 Oil cooler intake
|
||
through 45 Master compass 70 Coolant radiator 91 VDM airscrew 33 Radar operator's swivel seat 46 Starboard tailfin 71 Radiator intake 34 D/F loop 47 Rudder balance 72 Hinged intake fairing
|
||
48 Rudder 73 Aileron tab ^ ^
|
||
V^M 49 Tab 74 Aileron construction
|
||
50 51
|
||
Starboard elevator Starboard tailplane
|
||
^^SSs^/^****""**- t^~
|
||
^*Ss*sSs^ ^^"Sn»^ 52 Variable- incidence tailplane
|
||
I
|
||
58
|
||
|
||
|
||
92 Pitch-change mechanism
|
||
93 Armoured ring (b mm) 94 Coolant tank 95 t KhaitSl flame damper 90 Anti vibration engine mounting pad
|
||
Daimler Ben/ DB 605B 1 1 2 cylinder inverted Vee enqine (rated at 1 .4 /bhp tor take off and 1 3bbhp at 18.700ft/b/00m) Gorged engine bearer I uel tank (8? b Imp gal/ 3/b I capacity) ,
|
||
100 f uselage/matnspar attachment point 101 Kiselaye/foiward auxiliary spar attachment point 102 Watfenwanne 151Z. a ventral tray housing a pax
|
||
of 20 mm MG 1 bl cannon (optional)
|
||
Above: Bf 110C 4 of IM/ZG 76 creates its own sandstorm in the Western Desert in the winter 1941 42. Like the Bf 110 opposite it has yet to receive Sand Yellow livery and the white bands denoting the Mediterranean tactical theatre
|
||
Below: From 1942 onward night fighting was by far the most important task of the Bf 110. The G-4b/R3 was one of the purpose-designed NJG models with upward-firing cannon.
|
||
|
||
|
||
fighter) two 30mm MK 108 and two 20mm MG 151 firing forward, and
|
||
two MG 151 in Schrage Musik installation firing obliquely upwards (some
|
||
times two 7 92mm MG 81 in rear cockpit). History: First flight (Bf 110V1 prototype) 12 May 1936; (pre-production Bf 110C-0) February 1939; operational service with Bf 110C-1. April 1939; final run-down of production (Bf 110H-2 and H-4) February 1945. User: Germany (Luftwaffe).
|
||
Development: As in five other countries at about the same time, the Reichsluftfahrtministerium decided in 1934 to issue a requirement for a new kind of fighter having two engines and exceptional range. Called a Zerstorer (destroyer), it was to be as capable as small single-seaters of fighting other aircraft, possibly making up in firepower for any lack in manoeuvrability. Its dominant quality was to be range, to escort bombers on raids penetrating deep into enemy heartlands. Powered by two of the new DB 600 engines, the prototype reached 316mph. considered an excellent speed, but it was heavy on the controls and unimpressive in power of manoeuvre. Too late to be tested in the Spanish Civil War. the production Bf 110B-1. which was the first to carry the two cannon, was itself supplanted by the C-series with the later DB 601 engine with direct fuel injection and greater power at all heights. By the start of World War II the Luftwaffe had 195 Bf 1 10C fighters, and in the Polish campaign these were impressive, operating mainly in the close-support role but demolishing any aerial opposition they encountered- It was the same story in the Blitzkrieg war through the Low Countries and France, when 350 of the big twins were used. Only when faced with RAF Fighter Command in the Battle of Britain did the Bf 110 suddenly prove a disaster. It was simply no match for the Spitfire or even the Hurricane, and soon the Bf 109 was having to escort the escort fighters! But production of DB 605-powered versions, packed with radar and night-fighting equipment, was actually trebled in 1943 and sustained in 1944. these G and H models playing a major part in the night battles over the Reich in 1 943—45.
|
||
Above: An unidentified trio of what appear to be Bf 110Ds reveal little beyond the staffel colour of yellow seen on the tips of the spinners. They are probably from 9'ZG 26 newly assigned to the North African theatre.
|
||
Below: Bf 110G-2 of 12/NJG 3 (Stavanger, 1945); no radar.
|
||
Below : A fine photo of two Bf 110D-1sof ZG26, soon after the Luftwaffe first went to Africa in 1941. Sand Yellow all over, with white theatre band.
|
||
|
||
|
||
Henschel Hs 129
|
||
Hs 129A and B series
|
||
Origin: Hi Type: Single ipport and g
|
||
Engines: I
|
||
two n iw i idi il
|
||
Dimensions: Span It M
|
||
lOfl Sin I i "mil Weights: (Typi. il B-1) empty 8.940lb (406" ,.,| m (51 I Ok n Performance: (1 pii il B I) maximum pi h (408km hi
|
||
limb l --saOft (425m)/min; service ceiling 29.530ft (9000n
|
||
miles (880kmi Armament: See text
|
||
History: Firs! flight (Hs 129V-1) early 1939; service delivery (129AO) early 1941 Firsl Might (129B) October 1941; service delivery (129B) kite 1942. Users: Germany (Luftwaffe). Hungary. Romania
|
||
Development: Though there were numerous types of specialised close support and ground attack aircraft in World War I, this category was virtually
|
||
ignored until the Spanish Civil War showed, again, that it is one of the most
|
||
"H p r
|
||
Above: A Henschel Hs 129B-2/R2 of Schlachtgeschwader 9 on
|
||
the Eastern Front, spring 1943 but still in winter colours.
|
||
Below: Another Hs 129B-2, in this case of 4 (Pz)/Sch.G 1,
|
||
from the same period, with 70/71 oversprayed with white blobs.
|
||
Above: Three view of Hs 129B 1/R4 with bomb kit
|
||
itant of all In 1938 the RLM issued a spe' the whole purpose of the Luftwaffe Blitzkrieg-type battles - to back up thi bomber Henschel's Dipl-lng F Nicholaus dev what resembling the twin-engined fighters of the pe< armour and less-powerful engines (two 495hp Argus As 41 0A 1 inverted-vee-1 2s) The solo pilot sat in the extreme nose behind a v. 3in thick, with armour surrounding the cockpit The triangu fuselage housed self-sealing tanks, guns in the sloping sides and a ham:
|
||
for a bomb underneath Test pilots at Rechlin damned the A-0 pre-prod>. batch as grossly underpowered, but these aircraft were used on the Eastern Front by the Romanian Air Force The redesigned B-series used the vast
|
||
numbers of French 1 4M engines that were available and in production by
|
||
the Vichy government for the Me 323. Altogether 841 B-series were built, and used with considerable effect on the Eastern Front but with less success
|
||
in North Africa The B-1/R1 had two 7 92mm MG 17 and two 20mm MG
|
||
151/20. plus two 1101b or 48 fragmentation bombs The R2 had a 30mm
|
||
MK 101 clipped underneath and was the first aircraft ever to use a 30mm
|
||
gun in action. The R3 had a ventral box of four MG 1 7. The R4 carried up to 5511b of bombs. The R5 had a camera for vertical photography. The B-2
|
||
series changed the inbuilt MG 17s for MG 131s and other subtypes had
|
||
many kinds of armament including the 37mm BK 37 and 75mm BK 7 5 with muzzle about eight feet ahead of the nose The most novel armament, used against Russian armour with results that were often devastating, was a
|
||
battery of six smooth-bore 75mm tubes firing recoilless shells down and to the rear with automatic triggering as the aircraft flew over metal objects.
|
||
Below: A highly cleaned-up and somewhat
|
||
falsified Hs 129B (sub-type obscured by changes ncluding removal of the large pilot sight) in American charge long after World War II. Only two Hs 129s are thought to exist today.
|
||
61
|
||
|
||
|
||
Junkers Ju 52/3m
|
||
Ju 52/3m in many versions;
|
||
data for 3mg5e to 3mg14e
|
||
Origin: Junkers Flugzeug und Motorenwerke AG: also built in France on German account by a SNCASO/Breguet/Amiot group; built under licence by CASA. Spain. Type: Passenger and freight transport (also bomber, reconnaissance. mine countermeasures. cas-evac and glider tug).
|
||
Engines: Three (one in Ju 52) of following types: 600hp BMW Hornet.
|
||
725hp BMW 132A. 830hp BMW 132T (standard on nearly all wartime
|
||
versions). 925hp Bristol or PZL Pegasus. 750hp ENMASA Beta E-9C or
|
||
710hp Wright Cyclone (all nine-cylinder radials) or Jumo 5 diesel. Jumo
|
||
206 or BMW VI in-lines Dimensions: Span 95ft 1 1 iin (29 25m); length 62ft (18 9m): height
|
||
(landplane) 14ft 9in (4 5m). Weights: Empty 12.3461b (5600kg): loaded 24.3171b (11.030kg). Performance: Maximum speed 1 90mph (305km/h); initial climb 689ft (210m)/min; service ceiling 18.045ft (5500m): range 808 miles (1300km) Armament: Usually none: in combat zones it was usual to mount one
|
||
13mm MG 131 manually aimed from open dorsal cockpit and two 7 92mm
|
||
MG 1 5s manually aimed from beam windows.
|
||
History: First flight (Ju 52) 13 October 1930; (Ju 52/3m) May 1932. (Ju 52/3mg3e bomber) October 1934; final delivery (AAC 1 ) August 1947. (CASA 352-L) 1952 Users: Argentina. Colombia. Ecuador. France. Germany (Luftwaffe. Kriegsmarine. Lufthansa). Hungary, Peru. Portugal. Slovakia. Spam. Sweden.
|
||
Development: One of the great aircraft of history, the Ju 52/3m was briefly preceded by the single-engined Ju 52 which had no military history Most early Ju 52/3m versions were 1 5/1 7-passenger airliners which sold all over the world and also made up 75 per cent of the giant fleet of Lufthansa (reducing that airline's forced landings per million kilometres from 7 to only
|
||
Above: Three-view of typical pre-war civil Ju 52/3m.
|
||
15). In 1935 the 3mg3e bomber, with manually aimed MG 1 5s in a dorsal cockpit and ventral dustbin and bomb load of 3.307lb (1500kg) equipped the first bomber squadrons of the Luftwaffe. By 1 936 about half the 450 built had been supplied to the Legion Kondor in Spain and to the Nationalist air force, but nearly all were equipped as troop transports, freighters and casualty-evacuation ambulances These were the roles of most military versions, which were by far the most common transports on every front on which Nazi Germany fought It is typical of the Nazi regime that, despite a wealth of later and more capable aircraft, the old 'Auntie Ju" or "Iron Annie" was kept in full production throughout the war Good STOL performance, with patented "double wing" flaps, robust construction, interchangeable wheel/ski/float landing gear and great reliability were the Ju 52s attributes Total German output was 4.845 Many were built in France where 400 were completed as AAC 1s in 1947 The final 170 were built in Spain as CASA 352-Ls for the Spanish Air Force, which used them as T 2B multirole transports until 1975.
|
||
Above: A typical early-wartime model, probably a Ju 52/3mg5e,
|
||
which served with ll/KGz.b.V 1 in southern Greece in May 1941.
|
||
Below: A Ju 52/3mg7e pictured crossing the Mediterranean in 1942. Rommel's Afrika Korps increasingly relied upon the "Tante Ju" (Auntie Ju), which suffered high attrition.
|
||
S^foZSJ
|
||
; :<
|
||
|
||
|
||
Junkers Ju 86
|
||
Ju 86D. E, G, K, P and R
|
||
Origin : Junki and built Type: (I) I G and
|
||
Engines: (D) 600h|
|
||
800 Di 880hp BMW 132 ni I | two 905hp Bristol Mercury XIX nine cylindei I lumo 207A 1 or 207B 3/V tu led oppoDimensions: Span 73ft 1 0. i (P) 84t 12m) length (typical) 58ft 8}in (17 9m). (G) 56ft bin (P. R) 54) bin (4 7m) Weights: Empty (E-1) 11.4641b (5200kg). (R-1) 14.7711b (6700kg). loaded (El) 18.0801b (8200kg). (R-1) 25.420lb (11.530kg) Performance: Maximum speed (E-1) 202mph (325km/h). (R-1) 261 mph (420km/h). initial climb (E) 918ft (280m)/mm, service ceiling (I 1) 22.310ft (6800m). (R-1) 42.650ft (13.000m). range (E) 746 miles (1200m). (R-1) 980 miles (1577km)
|
||
Armament: (D. E. G. K) three 7 92mm MG 15 manually aimed from nose, dorsal and retractable ventral positions, internal bomb load of four 551 lb
|
||
(250kg) or 16 1 101b (50kg) bombs: (P) single 7 92mm fixed MG 1 7. same bomb load. (R) usually none. History: First flight (Ju 86V 1 ) 4 November 1 934; (V-5 bomber prototype) January 1936: (production D-1) late 1936. (P-series prototype) February 1940. Users: Bolivia. Chile. Germany (Luftwaffe. Lufthansa). Hungary. Portugal. South Africa. Spain. Sweden.
|
||
Development: Planned like the He 1 1 1 as both a civil airliner and a bomber, the Ju 86 was in 1 934 one of the most advanced aircraft in Europe. The design team under Dipl-lng Zindel finally abandoned corrugated skin and created a smooth and efficient machine with prominent double-wing flaps and outward-retracting main gears. The diesel-engined D-1 was quickly put into Luftwaffe service to replace the Do 23 and Ju 52 as the standard heavy bomber, but in Spain the various- D-versions proved
|
||
Above: Three view of the ultimate extreme-altitude Ju 86. the Ju 86R-1 Their chief accomplishment was to trigger the development of numerous Allied high-altitude fighters.
|
||
vulnerable eve r
|
||
BMW radial, were faster and th< engined Ks. of which 40 were built by Ju- • 1936) and 16 by Saab (last delivery 3 January 1941) Many D ai bombers were used against Poland, but that was their swan 1939 Junkers was working on a high altitude version wit! engines and a pressure cabin and this emerged as the PI bomb' bomber/reconnaissance which was operational over the Soviet i gathering pictures before the German invasion of June 1941 The R had a span increased even beyond that of the P and frequently operated over southern England in 1941-2 until - with extreme difficulty - solitary Spitfires managed to reach their altitude and effect an interception Total military Ju 86 production was between 810 and 1.000 Junkers schemed many developed versions, some having four or six engines
|
||
Below: One of the colourful Ju 86K-2 bombers of the Hungarian 3. /I Bombazo Oszataly, based at Tapolca in 1938 Few were left when the Axis attacked the Soviet Union in 1941.
|
||
Below: The Ju 86G-1 was the only sub-type still in combat service with the Luftwaffe at the start of the Polish campaign in 1939.
|
||
|
||
|
||
Junkers Ju 87
|
||
Ju 87A, B and D series
|
||
Origin: Junkers Flugzeug und Motorenwerke AG: also built by Weser Flugzeugbau and SNCASO. France. Type: Two-seat dive bomber and ground attack. continued on page 66
|
||
V
|
||
Below: The cutaway drawing shows the Ju 87D-3. one of the more powerful and aerodynamically improved D-series that made up more than three-quarters of all production. The bombs shown, with Dienartstab fuzes, are among a great diversity of weapons and equipment that could be carried.
|
||
|
||
|
||
Below Though the (utility of using unfunny bombs against tanks was recogmsetf on the fourth il.iy of the Germ. in InvMlOII of the Soviet Union, it was not until 1943 tlmt ,i better .in-.wer became available This Ju 87G 1 was probably serving with
|
||
10 (P/) SG 2 on the Eastern Front In October 1943
|
||
67 Ad
|
||
hand grip ie and head arn69 Sliding ca(shown pan open) 70 Rmg-and bead gunsights
|
||
Mauser MG
|
||
81Z machine gun on
|
||
GSL-K 81 mount 72 Canopy track fairing 73 Peil G IV 0/F equipment 74 Circular plexiglass access panel Back-to-back L-section stringers (fuselage horizontal break) First-aid stowage 77 Z-section fuselage frames 78 Radio aerial 79 Faired elevator mass balance 80 Starboard elevator
|
||
117 Ba
|
||
Spinner Pitch change mechanism housing Blade hub
|
||
Junkers VS 1 1 constantspeed propeller Anti-vibration engine mounting attachments 6 Oil filler point and marker 7 Auxiliary oil tank (5 9 Imp gal /26 81 capacity)
|
||
8 Junkers Jumo 211 J-1 12cylinder inverted-vee liquid cooled engine 9 Magnesium alloy forged engine mount 10 Coolant (Glysantin-water) header tank
|
||
1
|
||
1
|
||
Ejector exhaust stubs 1 2 Fuel injection unit housing 13 Induction air cooler 1 4 Armoured radiator
|
||
15 Inertia starter cranking point 16 Ball joint bulkhead fixing (lower) 17 Tubular steel mount support strut 18 Ventral armour (8mm) 19 Main oil tank (9 9 Imp gal (451 cac 20 Oil filling point 21 Transverse support frame 22 Rudder pedals 23 Control column 24 Heating point 25 Auxiliary air intake 26 Ball joint bulkhead fixing (upper) 27 Bulkhead 28 Oil tank (6 8 Imp gal/311 capacity) 29 Oil filler point and marker Intava 100) 30 Fuel filler cap 31 Self-sealing starboard outer fuel tank (33 Imp gal/1 501 capacity) 32 Underwing bombs with Dienartstab percussion rods 33 Pitot head 34 Spherical oxygen bottles 35 Wing skinning 36 Starboard navigation light 37 Aileron mass balance 38 Double wing' aileron and flap (starboard outer) 39 Aileron hinge
|
||
48 49 50 51 52 53
|
||
54 55
|
||
56 57
|
||
58
|
||
59 60 61 62
|
||
63
|
||
64 65 66
|
||
Corrugated wing rib station Reinforced armoured windscreen Reflector sight Padded crash bar Signal flare tube Braced fuselage mainframe Front spar/fuselage attachment point Pilots seat (reinfor:r
|
||
4-mm side and 8-mm rear armour) Inter-cockpit bulkhead Sliding canopy handgrip External side armour Pilot's back armour (8mm) Headrest Aft-sliding cockpit canopy (shown part open) Radio mast cut-out Anti -crash hoop (magnesium casting) Radio mast Radio equipment (FuGe 16) compartment Additional (internal) side armour Canopy track Handhold/footrests Braced fuselage mainframe Rear spar/fuselage attachment point Radio-operator/gunner's seat (folding) Floor armour (5mm)
|
||
Armoured bulkhead (8mm) Ammunition magazine racks
|
||
88 89 90 91
|
||
81 Tailplane structure 82 Tailplane brace/spar attachment point 83 Tailplane bracing strut 84 Fuselage skinning 85 Control runs 86 Tailfin attachment fairing 87 Tailfin structure Rudder horn balance Rudder Rudder trim tab controls Rudder trim tab 92 Rudder control linkage 93 Rudder post 94 Rear navigation light 95 Elevator tab 96 Port elevator 97 Faired elevate ~ balance 98 Tailplane front spar 99 Control pulley circular access panels 1 00 Rudder lower hinge fairing 1 01 Tailplane bracing strut 102 Emergency tailskid 103 Tailwheel 104 Tailwheel leg 105 Jacking point 106 Fuselage stringers 107 Master compass 1 08 Crew entry step (port and starboard) 1 09 Entry step support (with control run cut-outs) 110 Wing root fairing 111 Non-slip walkway (aft section external metal strakes)
|
||
1 19 Inboard flap si 120 Flap hinge
|
||
121 Rhemmetall-Borsig MG 17 machine gun of 7 92 ' cahbre (port and starboard) 122 Ammunition tank (1.000 rounds c = . of rib 123 Port outer sel? tank (33 Imp gal/1 501 cap* 1 24 Corrugated wing rib
|
||
125 ETC bomb rack support bar
|
||
126 ETC bomb rack unde fairing 127 Port outboard flap 1 28 Port aileron 1 29 Aileron mass balance 1 30 Rear spar 131 Wing nb 132 Port navigatic 1 33 Front spar 1 34 Wing leading edge
|
||
135 Underwing bomb lo = 110-lb/50-kg bombs) on multi-purpose carrier
|
||
1 36 Bomb shackles 137 Dienartstab percussion rod attachments 138 ETC 50/VIII fairing 1 39 Air brake (extended) 1 40 Air brake activating anism 141 Air brake (retracted) 142 Landing lamp 1 43 Wheel spat 144 Fork/spat attachment 145 Port mainwheel 146 Brake reservoir filler point 1 47 Cantilever fork 1 48 Leather shroud 149 Oleo-pneumatic shock absorber 1 50 Mainwheel leg 1 51 Siren fairing
|
||
1 52 Barrel of MG 1 7 machine
|
||
gun
|
||
153 Wnd-dnven siren 1 54 Starboard whe
|
||
1 55 PVC ventral bomb rack
|
||
156 Bomb cradle 1 57 Starboard wheel fork 1 58 Starboard mainwheel
|
||
1 59 Bomb release trapese
|
||
160 551-lb(250-kg) bomb with Dienartstab attachment
|
||
Above: This Ju 87R is seen in Norway in April 1940. Then a new model, it carried extra fuel plus underwing tanks. 65
|
||
|
||
|
||
Engine: (Ju 87B-1) one 1.100hp Junkers Jumo 211Da 12-cylinder mverted-vee liquid-cooled; (Ju 87D-1. D-5) 1.300hp Jumo 211J. Dimensions: Span (Ju 87B-1. D-1) 45ft 3^in (13 8m): (D-5) 50ft OJin (1 5 25m); length 36ft 5in (11 -1m); height 1 2ft 9in (3 9m) Weights: Empty (B-1. D-1) about 6.080lb (2750kg). loaded (B-1) 9.3711b (4250kg); (D-1) 12.6001b (5720kg); (D-5) 14.5001b (6585kg). Performance: Maximum speed (B-1) 242mph (390km/h): (D-1) 255mph (408km/h); (D-5) 250mph (402km/h); service ceiling (B-1) 26.250ft (8000m); (D-1. D-5) 24.000ft (7320m); range with maximum bomb load (B-1) 373 miles (600km): (D-1. D-5) 620 miles (1000km)
|
||
Armament: (Ju 87B-1) two 7 92mm Rheinmetall MG 17 machine guns
|
||
in wings, one 7 92mm MG 15 manually aimed in rear cockpit, one 1.1021b (500kg) bomb on centreline and four 1101b (50kg) on wing racks; (D-1.
|
||
D-5) two MG 17 in wings, twin 7 92mm MG 81 machine guns manually aimed in rear cockpit, one bomb of 3.968lb (1800kg) on centreline; (D-7)
|
||
two 20mm MG 151/20 cannon in wings; (Ju 87G-1) two 37mm BK (Flak
|
||
18. or Flak 36) cannon in underwing pods; (D-4) two underwing WB81
|
||
weapon containers each housing six MG 81 guns. History: First flight (Ju 87V1 ) late 1935: (pre-production Ju 87A-0) November 1 936; (Ju 87B-1 ) August 1 938: (Ju 87D-1 ) 1 940; termination of production 1944. Users: Bulgaria. Croatia. Germany (Luftwaffe). Hungary. Italy. Romania.
|
||
Slovakia.
|
||
Development: Until at least 1942 the Ju 87 'Stuka" enjoyed a reputation that struck terror into those on the ground beneath it First flown with a British R-R Kestrel engine and twin fins in 1935. it entered production in 1 937 as the Ju 87A with large trousered landing gear and full equipment for dive bombing, including a heavy bomb crutch that swung the missile well clear of the fuselage before release. The spatted Ju 87B was the first aircraft in production with the Jumo 211 engine, almost twice as powerful as the Jumo 210 of the Ju 87A. and it had an automatic device (almost an autopilot) to ensure proper pull-out from the steep dive, as well as red lines at 60°. 75° and 80° painted on the pilot's side window Experience in Spain had shown that pilots could black-out and lose control in the pull-out. Later a whole formation of Ju 87Bs in Spain was late pulling out over misty ground
|
||
Above: The Ju 87G-1 anti-tank aircraft with two 37mm guns.
|
||
Above: Ju 87D-3 with two two-seat passenger pods, intended to be released and parachuted.
|
||
and many hit the ground In Poland and the Low Countries the Ju 87 was terribly effective and it repeated its success in Greece. Crete and parts of the Russian front. But in the Battle of Britain its casualty rate was such that it was soon withdrawn, thereafter to attack ships and troops in areas where the Axis still enjoyed some air superiority In 1942-45 its main work was close support on the Eastern front, attacking armour with big guns (Ju 87G-1 ) and even being used as a transport and glider tug. Total production, all by Junkers, is believed to have been 5.709
|
||
Left: A Ju 87B-2/Trop serving with MI/StG 1 in Libya in 1941. The equipment of StG 1 had mostly been in action in Poland and the Low Countries. France and England since the start of the war.
|
||
Below: Flanked by a 1,1021b SC500 bomb, this Ju 87B "Stuka" s seen parked on a Greek airfield during the continuation of the Blitzkrieg campaign through the Balkans into north Africa. This was the last campaign in which the Ju 87 demolished its targets and encountered little opposition.
|
||
|
||
|
||
Junkers Ju 88
|
||
Many versions: data for Ju 88A-4, C-6. G-7, S-1
|
||
Origin: ( izeug und M i di imong \A
|
||
I
|
||
i
|
||
ii
|
||
t ii i
|
||
ii
|
||
i
|
||
Type: Military lin i ifi de igned as dive I bi imbing. close sum" irt. night fi and as pid itle missile. Crew tv. Engines: (A 4) two 1 ,340hp Junkers Jumo 211 J 1? cylindei iled (C-6) same as A 4. (G /) two 1 .880hp Junki
|
||
1 .' cylinder inverted-vee liquid cooled: (S-1) two l./OOhp BMW 801 G 18 cylinder two row radials. Dimensions: Span 65ft 1 0^in (20 13m) (early versions 59ft 10 ; 'i ,im (14 4m) (G 7. 54ft liin): height 15ft 1 1 in (4 85m). (C-6) 16ft 7iin (5m) Weights: Empty (A-4) 17.6371b (8000kg): (C-6b) 19.0901b (8660kg). (G-7b) 20.0621b (9100kg). (S-1) 18.3001b (8300kg). maximum loaded (A-4) 30.8651b (14.000kg): (C-6b) 27.500lb (12.485kg): (G-7b) 32.350lb (14.690kg). (S-1) 23.1001b (10.490kg) Performance: Maximum speed (A-4) 269mph (433km/h): (C-6b) 300mph (480km/h). (G-7b) (no drop tank or flame-dampers) 402mph (643km/h). (S-1) 373mph (600km/h): initial climb (A-4) 1.312ft (400m)/ mm. (C-6b) about 985ft (300m)/mm. (G-7b) 1.640ft (500m)/mm: (S-1) 1.804ft (550m)/min. service ceiling (A-4) 26.900ft (8200m): (C-6b) 32.480ft (9900m): (G-7b) 28.870ft (8800m): (S-1) 36.090ft (11.000m): range (A-4) 1.112 miles (1790km): (C-6b) 1.243 miles (2000km). (G-7b) 1.430 miles (2300km): (S-1) 1.243 miles (2000km)
|
||
Armament: (A-4) two 7.92mm MG 81 (or one MG 81 and one 13mm
|
||
MG 1 31 ) firing forward, twin MG 81 or one MG 1 31 upper rear, one or two
|
||
MG 81 at rear of ventral gondola and (later aircraft) two MG 81 at front of
|
||
gondola. (C-6b) three 20mm MG FF and three MG 17 in nose and two
|
||
20mm MG 151/20 firing obliquely upward in Schrage Musik installation.
|
||
(G-7b) four MG 151/20 (200 rounds each) firing forward from ventral
|
||
fairing, two MG 151/20 in Schrage Musik installation (200 rounds each)
|
||
and defensive MG 131 (500 rounds) swivelling in rear roof: (S-1) one
|
||
MG 131 (500 rounds) swivelling in rear roof: bomb loads (A-4) 1.1001b (500kg) internal and four external racks rated at 2.2001b (1000kg) (inners) and 1.1001b (500kg) (outers) to maximum total bomb load of 6.6141b (3000kg): (C-6b and G-7b. nil). (S-1) up to 4 410lh ( 7000kg ) on external racks
|
||
1
|
||
OfQ
|
||
.!
|
||
Above: Three-view of the first loiwj sp.in version, the A 4
|
||
Above: Three-view of the Ju 88G-7a night fighter, with side elevations of G-7b (centre. FuG 218 Neptun) and -7c (FuG 240).
|
||
History: Fust flight (Ju 88V1) 21 December 1936. (first Ju 88A-1) 7 September 1939: (first fighter. Ju 88C-0) July 1939: (Ju 88C-6) mid-1942, (first G-series) early 1944: (S series) late 1943: final deliveries, only as factories were overrun by Allies. Users: Bulgaria (briefly). Finland. Germany (Luftwaffe). Hungary. Romania continued on page 68*
|
||
Left: Ju 88A-4 of l/KG 54 "Totenkopf" (Death's Head) at Gerbini. April 1942; colours 78/79/80.
|
||
Below: Yet another A-4, this time belonging to one of the most famous units. I/KG 51 "Edelweiss". It was photographed on the Eastern Front in the summer of 1941, in 70/71/65 trim.
|
||
.-- V
|
||
"
|
||
' ? %»
|
||
|
||
|
||
Development: Probably no other aircraft in history has been developed in
|
||
so many quite different forms for so many purposes - except, perhaps, for
|
||
the Mosquito Flown long before World War II as a civil prototype, after a
|
||
rapid design process led by two temporarily hired Americans well-versed
|
||
in modern stressed-skin construction, the first 88s were transformed into the
|
||
heavier, slower and more capacious A-1 bombers which were just entering
|
||
service as World War II began. The formidable bomb load and generally good
|
||
performance were offset by inadequate defensive armament, and in the A-4
|
||
the span was increased, the bomb load and gun power substantially aug
|
||
mented and a basis laid for diverse further development. Though it would be
|
||
fair to describe practically all the subsequent versions as a hodge-podge of
|
||
lash-ups. the Ju 88 was structurally excellent, combined large internal fuel
|
||
capacity with great load-carrying capability, and yet was never so degraded
|
||
in performance as to become seriously vulnerable as were the Dornier and
|
||
Heinkel bombers. Indeed, with the BMW radial and the Jumo 213 engines
|
||
the later versions were almost as fast as the best contemporary fighters at all
|
||
altitudes and could be aerobatted violently into the bargain. A basic design
|
||
feature was that all the crew were huddled together, to improve combat
|
||
morale; but in the Battle of Britain it was found this merely made it difficult
|
||
to add proper defensive armament and in the later Ju 1 88 a much larger
|
||
crew compartment was provided. Another distinctive feature was the large
|
||
single struts of the main landing gear, sprung with stacks of chamfered rings
|
||
of springy steel, and arranged to turn the big. soft-field wheels through 90°
|
||
to lie flat in the rear of the nacelles. In 1940 to 1943 about 2.000 Ju 88
|
||
bombers were built each year, nearly all A-5 or A-4 versions. After splitting
|
||
off completely new branches which led to the Ju 188 and 388, bomber
|
||
development was directed to the streamlined S series of much higher
|
||
performance, it having become accepted that the traditional Luftwaffe
|
||
species of bomber was doomed if intercepted, no matter how many extra
|
||
guns and crew it might carry. Indeed even the bomb and fuel loads were cut
|
||
in most S sub-types, though the S-2 had fuel in the original bomb bay and
|
||
large bulged bomb stowage (which defeated the objective of reducing drag).
|
||
Final bomber versions included the P series of big-gun anti-armour and
|
||
close-support machines, the Nbwe with flame-throwers and recoilless
|
||
rocket projectors, and a large family of Mistel composite-aircraft combinations, in which the Ju 88 lower portion was a pilotless missile steered by the
|
||
fighter originally mounted on top. Altogether bomber, reconnaissance and related 88s totalled 10.774. while frantic construction of night fighter versions in 1944-45 brought the total to at least 14.980. The Ju 88 night fighters (especially the properly designed G-series) were extremely formidable, bristling with radar and weapons and being responsible for destroying more Allied night bombers than all other fighters combined.
|
||
Above: One of the first Ju 88 combat missions sta a long-span A-5 model, with yellow-staffel spinne SC 250 bombs hung externally.
|
||
Below: One of countless Ju 88 lash-ups was the P
|
||
heavy-gun platform with 75mm PaK 40 with large
|
||
rts engines
|
||
:
|
||
rs and two
|
||
1 anti-tank muzzle brake.
|
||
19
|
||
17
|
||
|
||
|
||
Above: One of the outstanding Ju 88 night fighters
|
||
the G-7a with Jumo 213 engines. Lichtenstein SN-2 FuG 220 radar and devastating armament.
|
||
Above: Another propaganda film shot of an early raid by a Ju 88A-5. Though still troublesome in 1939-40, the Ju 88 was the best German offensive aircraft.
|
||
Junkers Ju 88G-1 cutaway drawing key: 1 Starboard navigation light 2 Wingtip profile 3 FuG 227 Flensburg homing receiver aerial 4 Starboard aileron 5 Aileron control lines 6 Starboard flap 7 Flap-fairing strip 8 Wing ribs 9 Starboard outer fuel tank (91 gal/414 10 Fuel filler cap 11 Leading-edge structure 12 Annular exhaust slot 13 Cylinder head fairings
|
||
1
|
||
4
|
||
Adiustable nacelle nose ring 15 Twelve-blade cooling fan 16 Propeller boss 17 Three blade variable-pitch VS 1 1 1 propeller 18 Leading-edge radar array 19 Lichtenstein SN 2 radar array 20 SN-2 radar 21 Bulkhead
|
||
22 Gyro compass 23 Instrument panel 24 Armoured-glass windscreen sections 25 Folding seat 26 Control column 27 Rudder pedal/brake cylinder 28 Control lines 29 Pilot's seal
|
||
30 Sliding window section 31 Headrest 32 Jettisonable canopy roof section 33 Gun restraint 34 Radio operator/gunner's seat
|
||
35 13mm MG 131 gun
|
||
36 Radio equipment 37 Ammunition box (500 rounds) 38 Lichtenstein SN-2 indicator box 39 FuG 227 Flensburg indicator box
|
||
40 Control linkage 41 Bulkhead 42 Armoured gun mounting 43 Aerial post/traverse check 44 Fuel filler cap 45 Whip aerial 46 Forward fuselage fuel tank (105 gal/480 litres) 47 Fuselage horizontal construction joint 48 Bulkhead 49 Fuel filler cap 50 Aft fuselage fuel tank (230 gal/1.046 litres) 51 Access hatch 52 Bulkhead 53 Control linkage access plate 54 Fuselage stringers 55 Upper longeron 56 Maintenance walkway 57 Control linkage 58 Fuselage horizontal construction joint
|
||
Left: This cutaway reveals most of the salient features of the Ju 88G-1, the first of the purpose-designed night fighter versions with new Ju 188-type tail and completely revised armament. No other night fighter in wide use in
|
||
World War II carried so many effective sensors; but the RAF played into the enemy's hands by emitting streams of signals.
|
||
Port outer fuel tank location (91 gal/414 litres) Ventral gun pack (offset to port) Ball and socket fuselage/ wing attachment points Port inner fuel tank location (93 4 gal/425 litres) Ammunition boxes (200 rpg)
|
||
Four Mauser MG 151
|
||
20mm cannon Mainwheel leg retraction yoke Leg pivot member Mainwheel door actuating jack Mainwheel door (rear section) Mainwheel door (front section) Leg support strut Port mainwheel Mainwheel leg Annular exhaust slot Exhaust stubs (internal)
|
||
BMW 801 D engine (part
|
||
deleted to show gun pack) Annular oil tank Cannon muzzles (5 deg downward angle) Twelve-blade cooling fan (3 17 times propeller speed) Propeller mechanism Three-blade variable-pitch VS 1 1 1 propeller
|
||
FuG 16ZY aerial Starboard mainwheel
|
||
59 Z'-section fuselage frames 60 Dinghy stowage 61 Fuel vent pipe 62 Master compass 63 Spherical oxygen bottles 64 Accumulator 65 Tailplane centre-section carry-through 66 Starboard tailplane 67 Elevator balance 68 Aerial 69 Starboard elevator Elevator tab Fin front spar/fuselage attachment Fin structure Rudder actuator 74 Rudder post 75 Rudder mass balance 76 Rudder upper hinge 77 Rudder tab (upper section) 78 Inspection/maintenance handhold
|
||
70 71
|
||
72 73
|
||
79 Rudder structure 114 80 Fin rear spar/fuselage attachment 81 Rudder tab (lower section) 115 82 Rear navigation light
|
||
83 Elevator tab 116 84 Port elevator
|
||
85 Elevator balance 117 86 Elevator tab actuator
|
||
87 Heated leading-edge 118 88 Tailbumper/fuel vent outlet
|
||
89 Tailwheel doors 119 90 Tailwheel retraction
|
||
mechanism 120 91 Shock-absorber leg 92 Mudgard 121
|
||
93 Tailwheel 122 94 Access hatch
|
||
95 Fixed antenna 123 96 D/F loop
|
||
97 Lower longeron 124 98 Nacelle/flap fairing
|
||
99 Port flap 125
|
||
100 Wing centre/outer section 126
|
||
attachment point 127
|
||
101 Aileron controls 128 102 Aileron tab (port only) 129
|
||
103 Aileron hinges 130 104 Rear spar 105 Port aileron 131 106 Port navigation light 132 107 FuG 101 a radio altimeter
|
||
aerial 133 108 Wing structure
|
||
109 Leading-edge radar array 134
|
||
110 Front spar 135 1 1 1 Pitot head 1 12 Landing lamp 136 113 Mainwheel well rear 137 bulkhead
|
||
69
|
||
|
||
|
||
Junkers Ju 188
|
||
Ju 188A, D and E series,
|
||
and Ju 388, J, K and L
|
||
Origin: Junkers Flugzeug und Motorenwerke AG: with subcontract manufacture of parts by various French companies Type: Five-seat bomber (D-2. reconnaissance).
|
||
Engines: (Ju 188A) two 1.776hp Junkers Jumo 21 3A 12-cylinder inverted-vee liquid-cooled; (Ju 188D) same as A; (Ju 188E) two 1.700hp
|
||
BMW 801 G-2 18-cylinder two-row radials. Dimensions: Span 72ft 2in (22m); length 49ft 1 in (14 96m); height 16ft
|
||
1 in (4 9m) Weights: Empty (188E-1) 21.8251b (9900kg); loaded (188A and D) 33,730lb (15.300kg); (188E-1) 31.9671b (14.500kg) Performance: Maximum speed (188A) 325mph (420km/h) at 20.500ft
|
||
(6250m); (188D) 350mph (560km/h) at 27.000ft (8235m); (188E) 31 5mph (494km/h) at 19.685ft (6000m); service ceiling (188A) 33.000ft (10.060m); (188D) 36.090ft (11.000m); (188E) 31.170ft (9500m); range with 3.300lb (1500kg) bomb load (188Aand E) 1.550 miles (2480km)
|
||
Armament: (A. D-1 and E-1) one 20mm MG 1 51/20 cannon in nose, one
|
||
MG 151/20 in dorsal turret, one 13mm MG 131 manually aimed at rear
|
||
dorsal position and one MG 1 31 or twin 7 92mm MG 81 manually aimed at rear ventral position; 6.6141b (3000kg) bombs internally or two 2.2001b (1000kg) torpedoes under inner wings History: First flight (Ju 88B-0) early 1940; (Ju 88V27) September 1941;
|
||
(Ju 1 88V1 ) December 1 941 ; (Ju 1 88E-1 ) March 1 942: (Ju 388L) May 1 944 User: Germany (Luftwaffe).
|
||
Development: In 1939 Junkers had the Jumo 213 engine in advanced development and. to go with it. the aircraft side of the company prepared an
|
||
-J_
|
||
Above: Three-view of the Ju 188E-1 bomber, one of the
|
||
versions with the BMW 801 G-2 radial engine
|
||
Below: Almost gaudy in 72/73 green shades oversprayed with 65 Light Blue, this Ju 188D-2 was operated by 1 (F)/124 at Kirkenes, northern Norway, in 1944.
|
||
Junkers Ju 290
|
||
Ju 290A-1 to A-8 and B-1 , B-2 and C
|
||
Origin: Junkers Flugzeug und Motorenwerke; design and development at Prague- Letnany. prototypes at Dessau and production at Bernberg Type: Long-range transport and reconnaissance bomber
|
||
Engines: Four BMW 801 14-cylinder radials. (A) usually 1 .700hp 801 D. (B) 1.970hp 801 E. Dimensions: Span 137ft 9Jin (42 00m); length 92ft 1 in to 97ft 9in (A-5. 93ft 11iin. 28 64m): height 22ft 4Jin (6 83m) Weights: Empty, not known (published figures cannot be correct); maximum (A-5) 99.1411b (44.970kg). (A-7) 101.4131b (45.400kg). (B-2) 111.3321b (50.500kg) Performance: Maximum speed (all. without missiles) about 273mph (440km/h); maximum range (typical) 3.700 miles (5950km). (B-2) 4.970 miles (8000km)
|
||
Armament: See text
|
||
History: First flight (rebuilt Ju 90V5) early 1939. (production 290A-0) October 1 942: programme termination October 1 944. User: Germany (Luftwaffe).
|
||
Development: In 1936 Junkers considered the possibility of turning the Ju 89 strategic bomber into the Ju 90 airliner With the death of Gen Wever the Ju 89 was cancelled and the Ju 90 became the pride of Deutsche Lufthansa. By 1937 the civil Ju 90S (Schwer = heavy) was in final design,
|
||
with the powerful BMW 139 engine. By 1939 this had flown, with a new
|
||
wing and BMW 801 engines, and via a string of development prototypes led to the Ju 290A-0 and A-1 transports first used at Stalingrad The A-2 was
|
||
an Atlantic patrol machine, with typical armament of five 20mm MG 1 51
|
||
(including two power turrets) and six 13mm MG 131 There were many other versions, and the A-7 introduced a bulbous glazed nose: armament of
|
||
the A-8 series was ten MG 151 and one (or three) MG 131, the most powerful carried by any bomber of World War II The B carried more fuel and pressurized crew compartments, and like some A versions had radar and could launch Hs 293 and other air/surface missiles. In 1944 three A-5 made round trips to Manchuria
|
||
Right: Taken at the Junkers plant at Bernburg, the centre for Ju 290 development, this shows the first production A-7
|
||
(Werk-Nr 0186) being readied for flight in May 1944. The A-7
|
||
was the most advanced sub-type to reach production status; even so the initial batch of 25 was not completed.
|
||
Above: One of the later sub-types was the Ju 290A-7, one of which is illustrated at the foot of the page.
|
||
Above: The Ju 90 V4, a development aircraft of 1937 (pre-290).
|
||
70
|
||
|
||
|
||
18 with a largei 81 tn imlined i rew i ant pointed wings and la |i tail After protracted developi
|
||
i/ent into production as the lu 1 881 I fitted with BMW 801 b the i" iwerful lurrv i till not read , rhe plani al >
|
||
I
|
||
i i and ' few radai i quipped turretle is I I i mce I
|
||
i
|
||
i bel hi mid 1943 finally getting into production with the A l m Leipzig fi h id iu buill the tl pad exhau nighl i iperatii ins and the A I torpedo bombei rhe D as a I aircraft and the Ju 188S i i familv i ii high ipeed i various duties capable oi up to I35mph (696km h) Numi me with a ren ti tiled twin M(i I 11 tail turret led even faster ami highei flying Ju 188 family ol nighl fighters | I) n ;ance (L) and bomber aircraft (K) Altogether about 1.100 Ju 188 i about 120 388s were delivered vhile al the wai s end the mm h I irgi i and markedly differenl Iu .'88 had been shelved and the !
|
||
i much enlarged foul engined 388. had been built at Toulouse All these aircraft and the even greater number of stillborn protects, were evidence "i the im rea ingl^ urgent need to make up for the absence of properly conceived new designs by wringing the utmost development out of the obsolescent types with which the I utM.ifte had started the war. Above: Capable of carrying two advanced LT 1b or LT F5b torpedoes, and Hohentwiel radar, the Ju 188E-2 was one of the best anti-shipping aircraft of World War II.
|
||
Above: The Ju 188A-2, a four-seat bomber with Jumo 213 engines boosted to 2,240hp each. Above: Ju 188D-2 (shown in colour opposite).
|
||
Above: The Ju 188C, with hydraulic tail barbette (abandoned). Above: Ju 188G-0 with wooden bomb pannier and manned turret.
|
||
Above: A rare air-to-air shot of the first Ju 290A-5 to be delivered to FAGr 5 ocean-reconnaissance geschwader in 1943.
|
||
Above, from the top: Ju 290A-2, the first ocean patrol type; Ju 290A-8 with ten cannon; and the Ju 290B-1 heavy bomber.
|
||
Below: This picture of the first Ju 290A-3 (also used by 1/FAGr 5) shows the impressive size of these aircraft.
|
||
71
|
||
__.
|
||
|
||
|
||
Messerschmitt Me 163 Komet
|
||
Me163B-1
|
||
Origin: Messerschmitt AG Type Single-seat interceptor.
|
||
Engine: One 3.750lb (1700kg) thrust Walter HWK 509A-2 bi-propellant rocket burning concentrated hydrogen peroxide (T-stoff) and hydrazine/ methanol (C'-stoff) Dimensions: Span 30ft 7in (9 3m); length 18ft 8in (5 69m); height 9ft Oin (274m) Weights: Empty 4.1911b (1905kg); loaded 9.042lb (4110kg). Performance: Maximum speed 596mph (960km/h) at 32.800ft (1 0.000m); initial climb 16.400ft (5000m)/mm: service ceiling 54.000ft (16.500m); range depended greatly on flight profile but under 100km (62 miles): endurance 2imin from top of climb or eight min total.
|
||
Armament: Two 30mm MK 108 cannon in wing roots, each with 60 rounds. History: First flight (Me 1 63V1 ) spring 1941 as glider. August 1941 under power; (Me 163B) August 1943; first operational unit (I/JG400) May 1944. User: Germany (Luftwaffe)
|
||
Development: Of all aircraft engaged in World War II the Me 163 Komet (Comet) was the most radical and. indeed, futuristic. The concept of the short-endurance local-defence interceptor powered by a rocket engine was certainly valid and might have been more of a thorn in the Allies' side
|
||
Below: The prototype Me 163A V1 (first prototype), which
|
||
languished 18 months as a glider before its rocket was fitted.
|
||
Above: Me 163B-1a showing takeoff trolley and landing skid
|
||
than it was. Even the dramatically unconventional form of the Me 1 63. with no horizontal tail and an incredibly short fuselage, did not lead to great difficulty; in fact, the production fighter was widely held to have the best and safest characteristics of any aircraft in the Luftwaffe. But the swift strides into uncharted technology were bold in the extreme. It was partly to save weight and drag that the tailless configuration was adopted, and partly because the moving spirit behind the project was at first Dr Alex Lippisch.
|
||
Below: Purging the propellant pipes, with C-stoff generating steam clouds. On the ground the Komet was extremely dangerous !
|
||
Messerschmitt Me 210
|
||
and 410 Hornisse
|
||
Me 21 0A, B and C series.
|
||
Me 41 0A and B series
|
||
Origin: Messerschmitt AG. Type: Two-seat tactical aircraft for fighter, attack and reconnaissance duties with specialised variants. Engines: (Me 210. usual for production versions) two 1.395hp DaimlerBenz DB 601 F inverted-vee-12 liquid-cooled; (Me 41 0A series, usual for production versions) two 1.750hp DB 603A of same layout. (Me 41 0B series) two 1 ,900hp DB 603G Dimensions: Span (210) 53ft 7Jin. later 53ft 7|in (16-4m): (410) 53ft 7|in: length (without 50mm gun. radar or other long fitment) (210) 40ft 3in (12 22m); (410) 40ft 10in or 40ft 1 1 iin (12 45m); height (both) 14ft OJin (4 3m) Weights: Empty (21 0A) about 12.0001b (5440kg); (410A-1) 13.5601b (6150kg); maximum loaded (210A-1) 17.8571b (8100kg); (410A-1) 23.483lb (10.650kg). Performance: Maximum speed (both, clean) 385mph (620km/h): initial climb (both) 2.133ft (650m)/min; service ceiling (210A-1) 22.967ft (7000m); (410A-1) 32.800ft (10.000m); range with full bomb load (210A-1) 1.491 miles (2400km): (410A-1) 1.447 miles (2330km). Armament: Varied, but basic aircraft invariably defended by two remotelycontrolled powered barbettes on sides of fuselage each housing one 13mm
|
||
MG 1 31 and. if bomber version, provided with internal weapon bay housing two 1.1021b (500kg) bombs: external racks on nearly all (210 and 410) for two 1.1021b stores (exceptionally, two 2.2041b). Normal fixed forward
|
||
firing armament of two 20mm MG 151/20 and two 7 92mm MG 17.
|
||
Me 410 versions had many kinds of bomber-destroyer armament, as described in the text. History: First flight (Me 210V-1) 2 September 1939; (pre-production 210A-0) April 1941; final delivery (210) April 1942: first flight (310) 11 September 1943: (410V-1) probably December 1942 User: Germany (Luftwaffe).
|
||
Development: Planned in 1937 as a valuable and more versatile successor to the Bf 1 10 twin-engined escort fighter, the Me 210 was little more than a flop and made hardly any contribution to the German war effort. After severe flight instability and landing-gear problems some progress was made in 1941 towards producing an acceptable machine which could be put into
|
||
Above: Three-view of Me 210A-2 (upper side view, A-0).
|
||
Right: This Messerschmitt Me 410A-3 Hornisse was captured by
|
||
the RAF at Trapani in Sicily in 1943. Previously operated by 2.(F)/122, it was one of the specialized photo-reconnaissance variants with a deepened forward fuselage without an internal weapons bay to allow the installation of two Rb 20/30, 50/30 or 75/30 cameras.
|
||
Below: Another A-3 showing the deep fuselage. Previous
|
||
photo-reconnaissance versions of the Me 410 Hornisse had been mere lash-ups, with the cameras inadequately installed in the bomb bay and giving extremely poor results.
|
||
I
|
||
72
|
||
|
||
|
||
i .-it An m.) I63B la Komd "t II J'< 400
|
||
OpCI .il.il il Bl .null-, in .-.ii ly 1 B46 I In- Mi- Hi I in-i-ilml nulnn-iivii -.
|
||
|
|
||
mi i.i I
|
||
ground I. ii ililiu-. .mil unly nin« .111 in-ill-, wore ever equipped foi 11
|
||
Right: An Me 163B 1a of TrainingStaffel (Erganzungsstaffel)/JG 400 at Udetfeld in the winter 1944-45 This was a more usual colour scheme
|
||
Below: The Me 263 (Junkers Ju 248)
|
||
was planned as a much better successor to the Komet. but it never got into service.
|
||
who liked tailless designs Choice of two rocket propellents that reacted violently when they came into contact solved the problem of ignition in the combustion chamber but added an extremely large element of danger Moreover, the 163 had no landing gear, taking off from a jettisoned trolley and landing on a sprung skid, and the landing impact often sloshed residual propellants together causing a violent explosion Many aircraft were lost this way. and the. original test pilot, glider champion Heini Dittmar, was badly injured when the skid failed to extend Nevertheless by 1944 these bat-like specks were swooping on US bomber formations with devastating effect. Numerous improved versions were flying at VE day. but only 370 Komets had seen service and these had suffered high attrition through accidents.
|
||
Above: Three-view of Me 410A-1 Hornisse (Hornet).
|
||
production against the order for 1.000 placed "off the drawing board" in June 1939 Accidents were nevertheless frequent and manufacture was terminated at the 352nd aircraft This major blow to the Luftwaffe and the company, which was reflected in an official demand for Willi Messerschmitt's resignation from the board, was partly salvaged by a further redesign and change to the DB 603 engine. The Me 310 was a highaltitude fighter-bomber with 58ft 9in wing and pressure cabin, but this was abandoned in favour of a less radical change designated 410 As with the 210. the reconnaissance 410s usually had cameras in the bomb bay and no
|
||
MG 17s. while some attack or destroyer versions had four forward-firing
|
||
MG 1 51 cannon, or two MG 1 51 and a 50mm BK 5 gun with 21 rounds The
|
||
Me 410A-2/U-2 was an important night fighter with SN-2 Lichtenstein
|
||
radar and two MG 151 and two 30mm MK 108 Many of the 1.121 Me 410s
|
||
carried Rustsatz external packs housing two more MG 151. MK 108 or
|
||
MK 1 03. and occasionally experienced pilots fitted as many as eight MG 1 51
|
||
all firing ahead. The 210mm rocket tube was a common fitment by 1944. some aircraft having a rotating pack of six tubes in the bomb bay.
|
||
73
|
||
j
|
||
.
|
||
|
||
|
||
Messerschmitt Me 262
|
||
Me 262A-1a Schwalbe, Me 262A-2
|
||
Sturmvogel, Me262B-1a
|
||
Origin: Messerschmitt AG Type: (A-1a) single-seat fighter. (A-2a) single-seat bomber. (262B-1a) two-seat night fighter. Engines: Two 1.9801b (900kg) thrust Junkers Jumo 004B single-shaft axial turbojets. Dimensions: Span 40ft 11Jin (12 5m). length 34ft 9Jin (10-6m). (262B1a. excluding radar aerials) 38ft 9in (11 8m); height 12ft 7in (38m). Weights: Empty (A-1a. A-2a) 8.820lb (4000kg); (B-1a) 9.700lb (4400kg); loaded (A-1a. A-2a) 15.5001b (7045kg); (B-1a) 14.1101b (6400kg) Performance: Maximum speed (A-1a) 540mph (870km/h); (A-2a. laden) 470mph (755km/h): (B-1a) 497mph (800km/h); initial climb (all) about 3.940ft (1200m)/min; service ceiling 37.565ft (11.500m); range on
|
||
internal fuel, at altitude, about 650 miles (1050km).
|
||
Armament: (A-1a) four 30mm MK 108 cannon in nose, two with 100
|
||
rounds each, two with 80: (A-1a/U1) two 30mm MK 103. two MK 108 and
|
||
two 20mm MG 151/20: (A-1b) as A-1a plus 24 spin-stabilised R4/M 50mm
|
||
rockets. (B-1a) as A-1a: (B-2a) as A-1a plus two inclined MK 108 behind cockpit in Schrage Musik installation: (D) SG 500 Jagdfaust with 12
|
||
rifled mortar barrels inclined in nose; (E) 50mm MK 114 gun or 48 R4/M rockets, bomb load of two 1.1001b (500kg) bombs carried by A-2a. History: First flight (262V1 on Jumo 210 piston engine) 4 April 1941; (262V3on two Jumo 004-0 turbojets) 18 July 1942; (Me 262A-1a) 7 June 1944: first delivery (A-0 to Rechlin) May 1944: first experimental combat unit (EK 262) 30 June 1944; first regular squadron (8/ZG26) September 1944 User: Germany (Luftwaffe).
|
||
Development: In the Me 262 the German aircraft industry created a potentially war-winning aircraft which could have restored to the Luftwaffe command of the skies over Germany. Compared with Allied fighter's of its day. including the RAF Meteor I. which entered service a little earlier, it was much faster and packed a much heavier punch Radar-equipped night fighter versions and sub-types designed to stand off from large bomber formations and blast them out of the sky were also developments against which the Allies had no answer Yet for years the programme was held back by official disinterest, and by the personal insistence of Hitler that the worldbeating jet should be used only as a bomber! It was in the autumn of 1938 that Messerschmitt was asked to study the design of a jet fighter, and the resulting Me 262 was remarkably unerring First flown on a piston engine in the nose, it then flew on its twin turbojets and finally, in July 1943. the fifth development aircraft flew with a nosewheel. Despite numerous snags. production aircraft were being delivered in July 1944 and the rate of production was many times that of the British Meteor. On the other hand the
|
||
Above: Three-view of the Me 262B-1a night fighter; lower side view, the longer B-2a specially designed for this role.
|
||
Above: Starting the Jumo 004B engines of an A-1a of the
|
||
Kommando Nowotny in late October 1944 (probably at Achmer).
|
||
The Me 262 was potentially the greatest fighter of the war.
|
||
German axial engines were unreliable and casualties due to engine failure,
|
||
fires or break-up were heavy. The MK 108 gun was also prone to jam. and the landing gear to collapse. Yet the 262 was a beautiful machine to handle and. while Allied jets either never reached squadrons or never engaged enemy aircraft, the 100 or so Me 262s that flew on operations and had fuel available destroyed far more than 100 Allied bombers and fighters. Even more remarkable, by VE-day total deliveries of this formidable aircraft reached 1.433
|
||
Messerschmitt Me 321
|
||
and 323 Gigant
|
||
Me 321A and B, Me 323D and E
|
||
Origin: Messerschmitt AG Type: (321) heavy cargo glider. (323) heavy cargo transport Engines: C321) none; (323 production variants) six 1.140hp GnomeRhone 14N 48/49 14-cylinder two-row radials Dimensions: Span 180ft 5£in (55m): length 92ft 4^in (28 15m); height (321B-1) 33ft 3iin (10 15m): (323) 31ft 6in (96m). Weights: Empty (321 B-1) 27.432lb (12.400kg); (323D-6) 60.260lb (27.330kg); (323E-1) 61.7001b (28.010kg); maximum loaded (321 B-1) 75.8521b (34,400kg); (323D-6) 94.8151b (43.000kg): (323E-1) 99.208lb (45.000kg). Performance: Maximum speed (321 on tow) 99mph (160km/h); (323D series) 1 77mph (285km/h); initial climb (321 towed by three Bf 1 1 0) 492ft (1 50m)/min: (323D series) 710ft (21 6m)/min; service ceiling (323D) about 1 3.1 00ft (4000m); range with "normal" payload (presumably not maximum) 684 miles (1100km). Armament: See text
|
||
History: First flight (321V-1) 7 March 1941; service delivery (321) about June 1941; final delivery (321) April 1942; first flight (323V-1) some reports claim April 1941 but others, much more plausible, state "autumn 1941"; service delivery (323D-1) May 1942: final delivery March 1944 User: Germany (Luftwaffe).
|
||
Development: Following the dramatic vindication of the previously untried Blitzkrieg concept of airborne forces in May 1940 the Reichsluftfahrtministerium (RLM) asked Junkers and Heinkel to design huge transport gliders far bigger than the little DFS 230 used in the invasion of the
|
||
Benelux countries. Junkers' Ju 322 Mammut was an expensive failure, but
|
||
Right: Man-handling an artillery piece, probably a 75mm
|
||
Pak.40 anti-tank gun. up into the hold of an Me 323D-1.
|
||
74
|
||
Above: Two-view of the Me 323D-1, the most numerous version.
|
||
|
||
|
||
Below: An Me 262A 1 ,i U3 serving with the I iiih.it/koinniiindo iw .nun -<ni in noithein ii.iiy in m.ik h 1946 iu'i bafora ih<collapse. Unarmed, this reconnaissance version had c.iiner.is piojectint] under l>uli|i--. in the toiw.nd t u-.t'l.icje
|
||
Below: An Me 262A 2a Sturmvogel bomber serving with l/KG 51 in early 1945 at Hopsten.
|
||
Below: One of the first A-2a Sturmvogels, an A-2a/U1 with special sight and only two guns, serving with EKdo Schenk in November 1944.
|
||
the Me 321 Gigant went into production, despite the fact it was extremely tiring to fly on account of the very high control forces needed. Made chiefly of welded steel tube, with plywood or fabric covering, it carried the large payload of 48.500lb (22 tonnes), or a company of infantry The 321 A-1 had a single pilot but most of the 1 75 built were 321 B-1 with a pair of crew who served as navigator and radio operator and manned two twin 7 92mm
|
||
MG 15 machine guns in beam windows. Usual towing scheme was three Bf 110 in formation, but the specially built He 111Z was preferable and many units used various arrangements of take-off boost rockets Dipl-lng Degel then studied the powered 321 C and D and eventually these became the 323V-1 with four engines (complete nacelles already in production at SNCASO for the Bloch 175) and 323V-2 with six. The six-engined Gigant
|
||
went into production, the D-1 having three-blade metal propellers and the
|
||
D-2 two-blade wooden, each having five MG 15 in the nose and mounts
|
||
for six MG 34 infantry m.g. in beam windows Most later had five 13mm
|
||
MG 1 31 added, but this did not stop Beaufighters shooting 14 into the sea as they ferried petrol to Rommel Final versions in the run of 210 were the
|
||
E-series with 1.340hp Jumo 21 1 F. the E-1 having an MG 151 20mm turret above each centre-engine nacelle, and the 323G with 1.320hp Gnome-Rhone 1 4R
|
||
Below: Takeoff of an Me 321 A-1 Gigant under the lusty pull of a Heinkel He 111Z five-engined tug. The Z could handle the monster glider without the latter needing a. to. rockets.
|
||
75
|
||
^\
|
||
|
||
|
||
Airspeed AS. 51 Horsa
|
||
Horsa I and II
|
||
Origin: Airspeed (1934) Ltd (from January 1944 Airspeed Ltd). Type: Assault glider. Engine: None. Dimensions: Span 88ft Oin (26 84m). length 67ft Oin (20 43m); height
|
||
19ft 6in (5 9m). Weights: Empty 7.500lb (3402kg); loaded 15.2501b (6917kg) Performance: Typical towing speed 127mph (204km/h); gliding speed 100mph (161km/h). History: Prototype (DG597) flew 12 September 1941; first delivery (DP279) May 1942.
|
||
Users: Portugal. Turkey. UK (RAF). US (AAF)
|
||
Development: Germany's success with airborne assault in the Low Countries in May 1940 was so self-evident that the British decided to emulate and. if possible, improve on it. Urgent work went ahead with a number of types of training, troop-carrying and cargo glider and of these by far the most important was the Airspeed AS. 51 Horsa. designed to specification X. 26/40 as a multirole assault aircraft It was the biggest glider that could reasonably be towed by available twin-engined tugs. At first training proceeded with Whitley V tugs, with Horsas camouflaged above and painted below with the diagonal black/yellow stripes first seen on target-towing aircraft. By 1943. the usual tug was the Albemarle and the operational gliders had black sides and undersurfaces. Very large orders were placed, not only with Airspeed at Christchurch but also with the Harris Lebus furniture firm. Austin Motor Co and Tata Industries of India. The Indian contract was cancelled but in Britain 3.655 Horsas were built and most saw action. In flight the Horsa creaked loudly and smelled of the wood from which it was made. The Mk I had towing brackets on the wings, necessitating a bifurcated
|
||
Above: Horsa I with landing gear in position.
|
||
rope. The Mk II had a single socket under the nose for a rope which by 1 944 was often springy nylon. The rear fuselage could be jettisoned, and there was a large door on the left side; the whole nose of the Mk II could also swing open. With its huge flaps lowered by compressed air and air brakes above and below the wings, the Horsa could almost stand on its nose and swoop quietly into small fields, carrying up to 25 troops Halifaxes towed two on a special mission to Norway in November 1942 The same type of tug was used in the invasion of Sicily Hundreds of Horsas took nearly a quarter of the air-supplied loads in the Normandy invasion and. in March 1945. 440 carried the 6th Airborne Division across the Rhine Many also served with the US Army.
|
||
Left: DP726 was one of a batch of 100 Horsa I gliders built by the Austin Motor Company, It is depicted in normal training configuration, but on an operational mission was designed to jettison the entire main landing gears and alight on a large sprung ash skid under the centre fuselage.
|
||
Airspeed Oxford
|
||
AS. 10 (Oxford I, II) and AS. 46 (III, V)
|
||
Origin: Airspeed (1934) Ltd. Portsmouth, also made at Christchurch and by de Havilland. Percival and Standard Motors Type: Advanced trainer; see text. Engines: (I) two 355hp Armstrong Siddeley Cheetah IX seven-cylinder radial; (II) 375hp Cheetah X: (III) 425hp Cheetah XV; (IV) 300hp DH Gipsy Queen IV in-line: (V) 450hp Pratt & Whitney R-985-AN6 Wasp Junior nine-cylinder radial Dimensions: Span 53ft 4in (1625m); length 34ft 6in (10 52m); height 11ft 1 in (3 38m). Weights: Empty, equipped (II) 5.3801b (2440kg). (V) 5.6701b (2575kg); maximum (II) 7.6001b (3450kg). (V) 8.0001b (3629kg). Performance (without turret); Maximum speed (I. II) 188mph (301km/h). (V) 202mph (325km/h); initial climb (II) 1.480ft (450m)/min. (V) 2.000ft
|
||
Above: Oxford II nav/radio trainer (but retaining bomb bay).
|
||
(610m)/min; service ceiling (typical) 20.000ft (6100m); range (typical) 550 miles (885km).
|
||
Armament: See text.
|
||
History: First flight 19 June 1937; service delivery November 1937; final delivery 14 July 1945. Users (WWII): Australia. Canada. Egypt. France. New Zealand. Portugal. S Rhodesia. Turkey. UK (RAF. RN). USA (AAF).
|
||
Development: The "Ox-box " has never been one of the famed aircraft of history, yet its contribution to World War II was immense. Throughout the Commonwealth it was the chief vehicle in which were trained the scores of thousands of aircrew for the RAF and many other Allied air forces, and the number built (8.751 ) made it one of the major production programmes of all time. Built of wood, it was a trim machine which demanded precision of its pilots, and would never tolerate a sloppy landing. Early examples had an
|
||
AW dorsal turret, and in 1940 a few carried additional guns Nearly all had provision for bombing training, and other roles included training in navigation, photography, radio and twin-engine pilot conversion. Many hundreds served in communications, ambulance. AA co-operation and radio/radar calibration. The IV was an engine test-bed The III and V had constant-speed propellers and higher performance
|
||
Left: AS515 was an Oxford I with turret. It is shown in use at an air-gunnery school in Canada.
|
||
76
|
||
|
||
|
||
Armstrong Whit worth A.W. 38 Whitley
|
||
Whitley I to VIII (data for V)
|
||
Origin Sir W. G
|
||
Type : I ive ;eat h< ibei
|
||
Engines: l"wo 1 ,145hp Roll R Dimensions: ipai 6m) length 70h 6in i !
|
||
i 5m) heighl I mi Dm (4 5 'm)
|
||
Weights: I mpt\ l
|
||
1
|
||
' 3 SOIb i I 5001b I 15 I96( |)
|
||
Performance: M i'imitm ;peed 222mph peed iboul 185mph (297km/h) initial climb 800ft (244m mil e ceiling from 1 7. 600-21. 000ft (5400-640i mg th maxim (756km). range with 3.000lb (1361kg) bombs 1.650 miles (265* Armament: One 303 in Vickers K ii irrel I" m 303 in Brow in tail turret; up to 7.0001b (3175kg) bombs in cells in fuselage and n w ings.
|
||
Above: Typical Whitley V with landing gear extended
|
||
Left: This Whitley V served in the early part of the war with 102 Sqn. It took part in many leaflet raids, minelaying sorties and early missions to bomb targets in Germany and northern Italy.
|
||
History: lust flight (prototype) 17 March 1936: first delivery (Mk I) January 1937; first flight (Mk V) December 1938; first delivery (Mk V) August 1939: production termination June 1943. User: UK (RAF. BOAC).
|
||
Development: Designed to Specification B.3/34. this heavy bomber was at least an all-metal monoplane with retractable landing gear, but the original Mk I was still primitive. Its thick wing, which in the first batch had no dihedral, was set at a marked positive incidence, so that at normal cruising speeds the long slab-sided Whitley flew in a characteristic nosedown attitude. Powered by 795hp Armstrong Siddeley Tiger IX radials, the Mk I was soon replaced by the Mk II, and then by the III with the 920hp Tiger VIII In 1938 production switched to the greatly improved Mk IV, with Merlin engines and a power-driven rear turret mounting four machine guns. The Mk IVA had a more powerful Merlin, and this was retained in the
|
||
Mk V which was 1 Sin longer and had straight-edged fins. AWA made 1 .466 Whitley Vs. the last in June 1943. and also delivered 146 longer-range GR.VIII patrol aircraft with ASV radar for Coastal Command. Whitleys bore the brunt of long leaflet raids, starting on the first night of the war. On 19 March 1940 Whitleys dropped the first bombs to fall on Germany since 1918. and during the next two years these tough and capable aircraft made missions as far as Turin and Pilsen. often in terrible conditions, highlighting deficiencies in navigation and equipment the hard way. Coastal's first U-boat kill was U-206. sunk by a Whitley VII in November 1941 . From 1942 the Whitley served mainly as a trainer for paratroops, as a glider tug and with 100 Group as a carrier of experimental or special-purpose radars and countermeasures. Total production was 1.737.
|
||
Below: Ground and aircrew investigate a last minute engine snag before the day air test that always preceded a mission.
|
||
|
||
|
||
Armstrong Whitworth A.W.41 Albemarle
|
||
Albemarle I to VI
|
||
Origin: A. W Hawks^ Type: Four-crew special transport and glider tug. Engines: .o 1.590hp Bristol Hercules XI 14-cylinder sleeve-valve
|
||
radials Dimensions: Span 77ft Oin (23 47m); length 59ft 1 1 in (18 25m);
|
||
height 15ft 7in (4-75m) Weights: Empty (GT.VI) 22.600lb (10.260kg); maximum 36.500lb (16.570kg) Performance: Maximum speed 265mph (426km/h); initial climb 980ft (299m)/min; service ceiling 18.000ft (5490m); typical range 1.350 miles (2160km) Armament: None except in Mk 1/1 (Boulton Paul dorsal turret with four 303m Brownings and powered ventral turret with two 303in Brownings) and ST. I (manual dorsal installation with various guns). History: First flight 20 March 1940; (production aircraft) December 1941; final delivery December 1944. User: Soviet Union. UK (RAF).
|
||
Development: After Bristol had proposed the Type 155 bomber with a nosewheel landing gear (which at that time had not been used in Britain except experimentally) the Air Ministry issued Specification B. 18/38 which was notable for its insistence on minimal use of light alloys, which were likely to be in short supply in event of war. Instead the design was to be made mainly of steel and wood, even though this would increase weight. Bristol dropped the 1 55. and the specification was met by the AW.41 . first flown on 20 March 1940 Production was entirely subcontracted to firms outside the aircraft industry, and parts were brought to a plant at Gloucester for which Hawker Siddeley formed a company called A. W. Hawksley Ltd. Thus, not only did the Albemarle conserve strategic materials (with very small penalty, as it turned out) but it had no parent factory or design organization. Delivery began in October 1941. but only 32 were completed as bombers and these were converted as transports. Altogether 600 were delivered by the end of 1944. in many versions grouped into two main families: ST. or Special Transport, used all over Europe and North Africa: and GT. Glider Tug. used in Sicily. Normandy and at Arnhem Glider towing needed high power at low airspeeds, and the Hercules overheated and poured oil smoke, but the Albemarle was otherwise pleasant to f
|
||
Above: An Albemarle, probably an ST. II. on takeoff with Horsa I at the Heavy Glider Conversion Unit, Brize Norton.
|
||
Above: The original Albemarle I Series I before conversion.
|
||
Avro 652M Anson
|
||
652A Anson I and later marks to
|
||
T.22, USAAF AT-20
|
||
Origin: A V Roe Ltd. Chadderton. Bracebridge Heath. Newton Heath and Yeadon; in Canada by Federal Aircraft Type: Originally reconnaissance bomber, later crew trainer and multirole Engines: (I. X) two 355hp Armstrong Siddeley IX seven-cylinder radial; (II. Ill) 330hp Jacobs L-6MB (R-915) of same layout; (IV) 450hp Wright R-975-E3 Whirlwind: (V. VI) 450hp Pratt & Whitney R-985-AN14B Wasp Junior; (XI. XII) 420hp Cheetah XIX or XV Dimensions: Span 56ft 6in (17 22m): length (nearly all) 42ft 3in (12 88 m); height 1 3ft 1 in (3 99m). Weights: Empty, equipped (I) 5.375lb (2438kg). (V) 6.693lb (3036kg). (XII) 6.5101b (2953kg); maximum (I) 8.0001b (3629kg). (V) 9.4601b (4291kg). (XII) 9.900lb (4491kg). Performance (no turret): Maximum speed (I) 188mph (303km/h). (V) 190mph (306km/h). (XII) 175mph (282km/h); typical cruise 1 50mph (241km/h); typical range 700 miles (1127km) Armament: See text
|
||
History: First flight 24 March 1935: service delivery 6 March 1936: final delivery May 1952
|
||
Below: Though the vast majority of Ansons were trainers,
|
||
utility transports and hacks, this original Mk I is seen in
|
||
1942 still with 217 Sqn Coastal Command after six years.
|
||
1 T\ \
|
||
Users (WW2): Australia. Canada. Egypt. France. Greece. Netherlands. UK (RAF. RN. ATA. BOAC). US (AAF).
|
||
Iran, Ireland.
|
||
Development: The abiding memory of "Faithful Annie" is of the most docile and reliable machine in the whole war Yet when it was first delivered to 48 Sqn RAF Coastal Command it was very much a "hot ship" It was a monoplane, and it had retractable landing gear (laboriously cranked up and down by hand), and despite a large dorsal turret it was almost the fastest thing in the service One attacked a U-boat only two days after the start of the war. and in June 1 940 a close vie of three survived attacks by nine Bf 109Es. shooting down at least two of the German fighters despite having only a single drum-fed Lewis in each turret Later many Mk I trainers
|
||
had twin belt-fed Brownings in a Bristol turret, and virtually all Mk Is carried at leas; provision for bombing training Altogether 6.704 Mk I were built, and thousands were used for general communications or converted into Mk X transports with smooth engine cowls and strong freight floors DH Canada fitted some with American engines to produce the III and IV Federal built 2.882 Ansons from 1941. most being Mk II (USAAF AT-20) but later batches being the V and VI with fuselages of Vidal moulded ply instead of steel tube and fabric. The XI and XII at last introduced hydraulic landing gear (on the Canadian machines from the start) and a much roomier fuselage, as well as constant-speed propellers and many other changes. These evolved into the modern stressed-skin C 19 and T.20. 21 and 22 for the post-war RAF. Total production was 1 1 .020
|
||
Above: Anson X with astro-dome (often absent).
|
||
|
||
|
||
Avro679 Manchester
|
||
679 Manchester I and IA
|
||
Origin: v Type Hea Engines: I no Rolls -R.
|
||
but ii
|
||
Dimensions: Sp [m) Weights: I mpty 31.2001b (14 ied above 50.000lb (22.I Performance: M i> mum speed (i ig (42.000lb) 19.500ft (5852m 1.200 miles (1930km) Armament: Eighl 303in Browning in power tui iose (2) upper (2) and tail (4) internal fuselage bay accommodating bomb load up to 10.3501b (4695kg) History: First flight 25 July 1939; service delivery November 1940. withdrawal from production November 1941 User: UK (RAF)
|
||
Development: Rolls-Royce's decision in 1935 to produce a very powerful engine by fitting two sets of Peregrine cylinder-blocks to one crankcase (the lower pair being inverted, to give an X arrangement) prompted the Air Ministry to issue specification P. 13/36 for a twin-engined heavy bomber of unprecedented capability Handley Page changed to four Merlins (see Halifax) but Avro produced the Manchester with the Vulture engine. In most respects it was the best of all the new heavy bombers, but the engine was grossly down on power, and had to be derated further because of extreme unreliability. Originally the Manchester had two fins: in the production Mk I a fixed central fin was added, and the bulk of the 209 delivered had two larger fins (no central fin) and were designated IA So hopeless was the engine situation that the plans to build Manchesters at Armstrong Whitworth and Fairey were cancelled, and MetropolitanVickers stopped at No 32 Avro went on until the vastly superior Lancaster could take over, the first batches of Lancasters having Manchester fuselages with a row of small windows along each side
|
||
Above: L7516. "S-Sugar" of 207 Sqn. the first unit to receive
|
||
the Manchester in November 1940 This aircraft was a Mk IA
|
||
Below: Mk IA with two enlarged fins on increased-span tailplane
|
||
Avro 683 Lancaster
|
||
683 Lancaster I to MR. 7 (data for I)
|
||
Origin: A V Roe Ltd: also Armstrong Whitworth. Austin Motors. Metropolitan -Vickers and Vickers-Armstrongs. UK. and Victory Aircraft. Canada Type: Seven-seat heavy bomber Engines: Four 1 ,460hp Rolls-Royce or Packard Merlin 20 or 22 (Mk II only: four 1,650hp Bristol Hercules VI. 14 cylinder two-row. sleeve-valve radials) Dimensions: Span 102ft Oin (31 1m): length 69ft 4in (21 1m). height 19ft 7in (5 97m) Weights: Empty 36.900lb (16.705kg); loaded 68.000lb (30.800kg). overload with 22.000lb bomb 70.000lb (31.750kg)
|
||
Performance: Maximum speed 287mph (462km/h) at 11.500ft (3500m). cruising speed 210mph (338km/h): climb at. maximum weight to 20.000ft (6095m) 41 minutes; service ceiling 24.500ft (7467m): range with 14.0001b (6350kg) bombs 1.660 miles (2675km) Armament: Nose and dorsal turrets (Mk II also ventral) with two 303in Brownings (some, including Mk VII. had Martin dorsal turret with two 5in). tail turret with four 303 in Brownings. 33ft Oin (10 06m) bomb bay carrying normal load of 14.0001b (6350kg) or 22.0001b (9979kg) bomb with modification History: First flight 9 January 1941; service delivery (for test and training) September 1 941 ; last delivery from new 2 February 1 946. continued on page 80
|
||
Below: An inspiring sight to anyone who remembers those great
|
||
days — the final assembly line at A. V. Roe's Woodford plant in
|
||
1943 (Mk Is with serials in the batch JA672-JB748).
|
||
|
||
|
||
Users: Australia. Canada. New Zealand. Poland. UK (RAF. BOAC)
|
||
Development: Undoubtedly one of the major influences on World War II. and one of the greatest aircraft of history, the "Lane" came about because of the failure of its predecessor In September 1936 the Air Staff issued specification P 1 3/36 for a twin-engined bomber of exceptional size and capability to be powered by two of the very powerful engines then under development: the Rolls-Royce Vulture 24-cylinder X engine was preferred. Handley
|
||
Page switched to four Merlins with the Halifax, but A V. Roe adhered to the big-twin formula and the first Type 679 Manchester flew on 25 July 1939 Altogether 209 Manchesters were delivered by November 1941, but the type was plagued by the poor performance and unreliability of its engine.
|
||
Though it equipped eight Bomber Command squadrons, and parts of two others plus a flight in Coastal Command, the Manchester was withdrawn from service in June 1942 and survivors were scrapped. Nevertheless the basic Manchester was clearly outstandingly good, and in 1940 the decision was taken to build a longer-span version with four Merlin engines. The first Lancaster (BT 308) flew as the Manchester III at the beginning of 1941. So outstanding was its performance that it went into immediate large-scale production, and Manchesters already on the line from L7527 onwards were completed as Lancasters (distinguished from later aircraft by their row of rectangular windows in the rear fuselage) Deliveries began in early 1942 to 44 Sqn at Waddington. and on 17 April 1942 a mixed force of 44 and 97 Sqns made a rather foolhardy daylight raid
|
||
against the MAN plant at Augsburg, whereupon the new bomber's existence
|
||
was revealed. continued on page 82
|
||
Above: Late-war Lanes letting go thousand-pounders over a
|
||
cloud-covered target in daylight, common from spring 1944.
|
||
Below: Cutaway drawing of a Lancaster III, similar to a Mk I
|
||
except for Packard nameplates and US accessories on the engines. Usual night load was a 4,000-pounder plus incendiaries.
|
||
Avro Lancaster III
|
||
cutaway drawing key:
|
||
1 Two 303in Browning machine guns 2 Frazer- Nash power-operated nose turret 3 Nose blister 4 Bomb-aimer's (optically flat) panel 5 Bomb-aimer's control panel 6 Side windows
|
||
7 External air temperature thermometer 8 Pitot head 9 Bomb-aimer's chest support 10 Fire extinguisher 11 Parachute emergency exit 12 F 24 camera 13 Glycol tank and step 14 Ventilator fairing 15 Bomb-door forward actuating jacks 16 Bomb-bay forward bulkhead 17 Control linkage 18 Rudder pedals 19 Instrument panel 20 Windscreen de-icer sprays 21 Windscreen 22 Dimmer switches 23 Flight-engineer's folding seat 24 Flight-engineer's control panel 25 Pilot's seat 26 Flight-deck floor level 27 Elevator and rudder control rods (underfloor) 28 Trim-tab control cables 29 Main floor/bomb- bay support longeron 30 Fire extinguisher 31 Communications radio and (if fitted) electronic jammers 32 Navigator's seat 33 Canopy vision blister 34 Pilot's head armour 35 Emergency escape hatch 36 D/F loop 37 Aerial mast support 38 Electrical services panel 39 Navigator's window 40 Navigator s desk 41 Aircraft and radio compass receiver 42 Wireless-operator's desk 43 Wireless-operator's seat 44 Wireless-operator's window 45 Front spar carry-through/ fuselage frame 46 Astrodome 47 Inboard section wing ribs 48 Spar join 49 Aerial mast 50 Starboard inner engine nacelle 51 Spinner 52 Three-blade de Havilland constant-speed propellers 53 Oil-cooler intake 54 Oil-cooler radiator 55 Carburettor air intake 56 Radiator shutter 57 Engine bearer frame 58 Exhaust flame-damper shroud
|
||
80
|
||
59 Packard-built Rolls-Royce Merlin 28 liquid-cooled engine 60 Nacelle/wing fairing 61 Fuel tank bearer ribs 62 Intermediate ribs 63 Leading-edge structure 64 Wing stringers 65 Wingtip skinning 66 Starboard navigation light 67 Starboard formation light 68 Aileron hinge fairings 69 Wing rear spar 70 Starboard aileron 71 Aileron balance tab
|
||
|
||
|
||
Above: Lancaster B.I R5868 S Sugar" of 467 Sqn. Waddmgton Mistakenly thought to be the top scoring "heavy", she was not scrapped (as was the true record holder. B III ED888. 140 plus trips with 103 and 576 Sqns at Elsham Wolds) and sheepishly
|
||
proclaims her No 2 status in the RAF Museum to this day Yellow-outlined code-letters, and the individual aircraft letter repeated on the fin. were extremely unusual; but at
|
||
east the aircraft in the museum is the genuine R5868 1
|
||
72 Balance-tab conlrol rod 73 Aileron trim-tab 74 HF aerial 75 Split trailing-edge flap (outboard section) 76 Emergency (ditching) exit 77 Crash axe stowage 78 Fire extinguisher 79 Hydraulic reservoir 80 Signal/flare pistol stowage 81 Parachute stowage box/spar step 82 Rear spar carry-through 83 Bunk backrest 84 Rear spar fuselage frame 85 Emergency packs 86 Roof light
|
||
87 Dinghy manual release cable (dinghy stowage in starboard wing-root) Mid-gunner's parachute stowage Tail turret ammunition box 90 Ammunition feed track 91 Emergency (ditching) exit 92 Flame floats stowage 93 Sea markers stowage 94 Roof light 95 Dorsal turret fairing 96 Frazer- Nash power-operated dorsal turret
|
||
97 Two 303in Browning machine-guns 98 Turret mounting ring 99 Turret mechanism 100 Ammunition track cover plate 1 01 Turret step bracket 102 Header tank 103 Oxygen cylinder 104 Fire extinguisher
|
||
105 DR compass housing 106 Handrail 107 Crew entry door (starboard) 108 Parachute stowage
|
||
109 First-aid pack 110 Starboard tailplane 111 Rudder control lever 112 Starboard fin 113 Rudder balance weights 114 Starboard rudder 1 1 5 Rudder datum hinge 116 Rudder-tab actuating rod 117 Rudder tab 118 Starboard elevator 1 1 9 Elevator balance tab 120 Roof light 1 21 Tail main frame 1 22 Parachute stowage 123 Fire extinguisher 124 Tail-turret entry door 125 Frazer- Nash poweroperated tail turret 126 Four 303m Browning machine guns 127 Cartridge-case ejection chutes 128 Rear navigation light and Monica tail-warning radar 129 Elevator trim-tab 1 30 Fin construction 131 Rudder balance weights 132 Port rudder frame
|
||
149 Bomb-bay aft bulkhead 150 Bomb- bay doors 151 Bomb-door aft actuating jacks 1 52 Reserve ammunition boxes 153 Main floor support structure 1 54 Flap-operating hydraulic lack 155 Flap-operating tube 156 Flap toggle links 1 57 Flap-tube connecting imk 158 Rear spar 159 Split trailing-edge flap (inboard) 160 Split trailing-edge flap (outboard) 161 Aileron control lever 162 Aileron trim-tab control linkage 163 Aileron trim tab 164 Aileron balance-tab control rod 165 Aileron balance tab 1 66 Aileron hinge fairings 167 Port aileron 168 Port wingtip 1 69 Port formation light
|
||
1 70 Port navigation light 171 Retractable landing lights (port wing only) 1 72 Cartridge-operated cable cutters 1 73 Fuel vent pipe 1 74 Aileron control rod 175 Port outer (No 3) fuel tank (114 gal) 1 76 Outboard engine support frame/rear spar pick-up 1 77 Fuel booster pump 178 Fire extinguisher 179 Engine sub-frame 180 Filler cap 181 Outboard engine oil tank 182 Firewall/bulkhead 183 Carburettor air intake 184 Outboard engine support frame 185 Port mainwheel 1 86 Undercarriage oleo struts 187 Flame-damper shroud 188 Outboard engine support frame/main spar pick-up
|
||
189 Undercarriage retraction jacks 190 Oleo strut attachme r ' 191 Undercarriage suppon beam (light-alloy casting) 192 Centre-section outeundercarriage support 193 Location of po" mediate (No 2) fuel tank (383 gal) 194 Mainwheel well 1 95 Emergency retraction air valve 196 Retraction cylinder attachment 197 Port inner (No 1) fuel tank (580 gal) 198 Oxygen-bottle stowage 199 Rest bunk Main spar Hinged inboard leadingedge -eater installation Air intake 204 Inboard engine support frame Inboard engine o Carburettor intake a r guard Port inner nacelle 208 Flame-dampers 209 Detachable co.
|
||
210 Bomb shackles 211 Bomb-bay dc
|
||
212 8.000 1b bomb
|
||
200 201
|
||
201 203
|
||
205 206
|
||
207
|
||
11
|
||
|
||
|
||
From then until the end of World War II Lancasters made 1 56.000 sorties in Europe and dropped 608.612 long tons of bombs. Total production, including 430 in Canada by Victory Aircraft, was 7.377. Of these 3.425
|
||
were Mk I and 3.039 the Mk III with US Packard-built engines. A batch of 300 was built as Mk lis with the more powerful Bristol Hercules radial,
|
||
some with bulged bomb bays and a ventral turret The Mk I (Special) was
|
||
equipped to carry the 1 2.000lb (5443kg) light-case bomb and the 1 2.000lb and 22.000lb (9979kg) Earthquake bombs, the H 2 S radar blister under the
|
||
rear fuselage being removed. The Mk I (FE) was equipped for Far East operations with Tiger Force. The aircraft of 617 (Dambusters) Sqn were
|
||
equipped to spin and release the Wallis skipping drum bomb. The Mk VI had high-altitude Merlins and four-blade propellers and with turrets removed served 635 Sqn and 100 Grp as a countermeasure and radar spoof carrier. Other marks served as photo-reconnaissance and maritime reconnaissance and air/sea rescue aircraft, the last MR. 7 leaving RAF front-line service in February 1954. Lancasters took part in every major night attack on Germany. They soon showed their superiority by dropping 132 long tons of bombs for each aircraft lost, compared with 56 (later 86) for the Halifax and 41 for the Stirling. They carried a heavier load of bigger bombs than any other aircraft in the European theatre. The 1 2.000lb AP bomb was used to sink the Tirpitz. and the 22.000lb weapon finally shook down the stubborn viaduct at Bielefeld in March 1945. Around Caen. Lancasters were used en masse in the battlefield close-support role, and they finished the war dropping supplies to starving Europeans and ferrying home former prisoners of war.
|
||
I
|
||
Above: Incendiaries cascade from one of the highly secret Bis
|
||
of No 101 Sqn, from Ludford Magna, with Airborne Cigar electronic jamming equipment (note the two tall dorsal masts).
|
||
Left: Three-view of a typical Mk I or Mk III Lancaster.
|
||
Below: Colour photography was rare in Britain in World War II. This splendid picture was taken from beside the pilot of a Lane of 50 Sqn at Swinderby (Press visit, 28 August 1942).
|
||
|
||
|
||
Blackburn Skua and Roc
|
||
Skua II. Roc I
|
||
Origin
|
||
Type Engine: 905hp Bi Dimensions: S|
|
||
Weights npty (S) 5.4901b (2490kg) (R) I sib (3732kg). (R) 8.8001b | Performance: peed (S) 225mph (362km/h). (R) 196mph (315km/h). service ceiling 20.200ft (6157m). range (1 (1287km) Armament S) four 303m Browning fixed in wings, one 303in Lewis or Vickers K in rear cockpit. 500lb (227kg) bomb on hinged arms under fuselage, light bombs under wings. (R) four 303m Browning in power dorsal turret, light bombs under wings.
|
||
History
|
||
U-..M
|
||
Development
|
||
I
|
||
by 1941 tl
|
||
i6 built to O 30/3! withdrawn A fe\A
|
||
Above: Skua II showing four wing guns and upturned tips.
|
||
Right: Pre-war picture of a Skua making a practice bombing dive, with patented Zapp flaps fully depressed to limit speed.
|
||
Below: Though pleasant to fly, one wonders how the Roc, a 196mph fighter, could have been considered for combat duty.
|
||
[
|
||
i
|
||
83
|
||
|
||
|
||
Boulton Paul P. 82 Defiant
|
||
Defiant I and II (data for I)
|
||
Origin: Boulton Pau .Volverhampton. Type: Two-seat fighter. Engine: I. 1 .030hp Rolls-Royce Merlin III vee-12 liquid-cooled: II. 1.260hp Merlin 20. Dimensions: Span 39ft 4in (12m): length 35ft 4in (1075m); height
|
||
•1).
|
||
Weights 6.0001b (2722kg): loaded 8.3501b (3787kg). Performance: ' 'aximum speed 303mph (488km/h): initial climb 1.900ft (579m)/min; service ceiling 30.500ft (9300m); range, probably about 500 miles (805km). Armament: Hydraulically operated dorsal gun turret with four 0-303in Browning machine guns, each with 600 rounds. History: First flight (prototype) 11 August 1937; (production Mk I) 30 July 1939; first delivery December 1939. User: UK (RAF).
|
||
Development: 3. 1933 military staffs were intensely studying the enclosed gun turret, manually worked or power-driven, either to defend a bomber or to arm a fighter. A primitive form was seen on the Hawker Demon in 1 936. while in France the Multiplace de Combat class of aircraft were huge fighters with turrets alLover. The Defiant was a bold attempt to combine the performance of the new monoplanes with a powered enclosed turret carrying four 0-303in Brownings, each with 600 rounds. The gunner, behind the pilot, had a control column moved left/right for rotation, fc for depression and elevation and with a safety/firing button on top. The Defiant itself was a clean and pleasant aircraft, but rather degraded in performance by carrying a crew of two and the heavy turret. No 264 Sqn went into action on 12 May 1940 in desperate fights over the Low Countries. On the 1 3th six escorted Battle bombers, and only one returned, it seemed the
|
||
Right: Defiant II of 125 Sqn on night operations in 1941-42 but lacking radar. Note fold-down radio masts.
|
||
Below: Fighter Command's 264 Sqn was the first recipient of the Defiant, and this photograph was taken during the working-up period in early 1940. In fact the concept of the sluggish two-seat fighter was faulty, and production of 1,060 (continued until February 1943) was a disgraceful error.
|
||
Defiant was a failure against the Bf 109E. But seven days later remnants of 264 shot down "17 Messerschmitts without loss" and later on the same day destroyed eleven Ju 87s and 88s. Once the enemy were familiar with the Defiant it had had its day by daylight, but it did well in 1 940—41 as a night fighter and was later fitted with radar. Most of the 1 .064 built served as night fighters, target tugs and in air/sea rescue in Britain, the Middle East and Far East. Defiants carried the Mandrel jamming system to confuse German defences.
|
||
Above: Defiant I (II similar) with turret fairings raised
|
||
|
||
|
||
Bristol Type 156 Beaufighter
|
||
Beaufighter I to TF.X (data mainly Mk X)
|
||
Origin: Bri iti il *\en iplane i
|
||
i
|
||
i ilti m and Wi Dep irtmenl ol ^in raft Products isti ilia Type: rwo-seat torped fightei (othei marl night I |l
|
||
.
|
||
Engines: I wo I ' 'Ohp I Iri :ti il Hen ules XVII M radials [Mi II) I 250hp R R Merlin XX (i thai m irks) difl I I lei (one of! i had R R Griffons and Wrighl i iR !600 i i
|
||
i .1
|
||
Dimensions: Span 5 'fl lOin 1 1 6 In ngth 41f1 B 2 6m) (II, 42ft 9in) height 15ft 1 Oin (4 8'l Weights: Empty 15.6001b (7100kg) (I, II. 13.8001b. VI. XI. 14.9001b); loaded 25.4001b (11.530kg) (most other marks 21.000li> 95 !5kg) Performance: Maximum speed 312mph (502km/h) (fightei marks 330mph, 528km h) initial (limb 1.850ft (564m) min service 26.500ft (8077m) (fighters. 30.000ft. 9144m) range 1 .540 mile I 1478km) Armament: Four 20mm Hispano cannon fixed in underside of Forward Fuselage (initially hand loaded with 60-round drums, later with belt feed), and one 303m Vickers K aimed by observer (fighters, also six 0-303in Brownings, two fixed in outer left wing and four in right. One 1.6051b (728kg) torpedo on centreline or 2.1271b (954kg) and wing racks for eight rocket projectiles or two 1 ,0001b (454kg) bombs. History: First flight (Type 1 56 prototype) 1 7 July 1 939; (production Mk I) May 1940; service delivery 27 July 1940. first flight (Mk 21, Australia) 26 May 1944; last delivery from new (UK) September 1945. (Australia) October 1945 Users: Australia. Canada. New Zealand. South Africa. UK (RAF). US (AAF). other countries post-war.
|
||
Development: During the critical years 1935-39 the most ql in the RAF's armoury was the lack of any long armed fighter and any fighter capable of effecti
|
||
Right: Seventh "Beau"
|
||
built, a Mk IF of 25 Sqn at North Weald (before radar fitted).
|
||
Below: Typical Mk VIF, without AI.VIII radar.(probably) in Tunisia in 1942-43
|
||
(amilii
|
||
I
|
||
I
|
||
!
|
||
is to bi
|
||
latei A
|
||
ai lov peed hid did I continued on paau 86
|
||
I
|
||
|
||
|
||
Early models barely exceeded 300mph with low-power Hercules and. in
|
||
the absence of Griffon engines. 450 were fitted with Merlins, but these were
|
||
less powerful and accentuated instability Speed was soon judged less im
|
||
portant when the need for night fighters to beat the Blitz became urgent.
|
||
Equipped with Al Mk IV radar the early deliveries to 25 and 29 Sqns were a
|
||
major reason for the Luftwaffe giving up the Blitz on Britain Eventually the
|
||
"Beau" served on all fronts, having thimble-nose Al Mk VII in 1942. tor
|
||
pedoes in 1943. rockets in 1944 and a spate of special installations in 1945
|
||
A total of 5,564 were built in England and 364 in Australia, the last fighter and
|
||
torpedo versions serving with Coastal Command, the Far East Air Force and
|
||
the RAAF until 1960, To the Luftwaffe it was a feared opponent even 500
|
||
miles out in the Atlantic, to the Japanese it was "Whispering death", so named because of the quietness of the sleeve-valve engines It was sheer luck the "Beau" could be produced in time.
|
||
'
|
||
Bristol Beaufighter I cutaway drawing key:
|
||
1 Starboard navigation light (forward) and formationkeeping light (rear) 2 Wing structure 3 Aileron adjustable tab 4 Starboard aileron
|
||
5 Four Browning 303in machineguns 6 Machine gun ports 7 Starboard outer fuel tank (87 gal/395 litres) 8 Split trailing-edge flaps. Iraulically actuated 9 Fixed trailing edge 10 Flapoperatingjack 11 Starboard nacelle tail I 12 Oil lank (1 7 gal/77 litres)
|
||
13 Starboard inner fuel ank (188gal/855 litres) 14 Cabin air duct 15 Hinged leading-edge for access 16 Engine bulkhead 17 Engine bearers 18 Auxiliary intake 19 Supercharger air intake 20 Cooling gills 21 Bristol Heroules III i nder sleeve-valve engine. 1 .650 hp 22 De Havilland Hydron propeller
|
||
23 Sp
|
||
24 Lockheed oleo-pneumatic shock-absorber 25 Starboard mainwheel. Dunlop brakes
|
||
26 Forward identification lamp ,e cap 27 Rudder pedals 28 Control column 29 Cannon ports 30 Seat adjusting 31 Pilot's seat 32 Instrument panel 33 Clear vision panel
|
||
34 Flat bullet-proof windscreen 35 Fixed canopy (sidewayshinged on later aircraft) 36 Spar carry-through step 37 Nose/centre section attachment 38 Fuselage/centre section attachment 39 Pilot's entry/emergency escape hatchway 40 Underfloor cannon blast tubes 41 Fuselage/centre section attachment 42 Centre section attachment longeron reinforcement 43 Cabin air duct 44 Cannon heating duct 45 Rear spar carry-through 46 Bulkhead cut-out (observer access to front hatch) 47 Bulkhead
|
||
48 Hydraulic header tank 49 Aerial mast
|
||
50 Monocoque fuselage construction 51 Starboard cannon (two
|
||
Hispano 20mm) 52 Floor level 53 Steps 54 Observer's swivel sea f mall , for ward 55 Radio controls and intercom 56 Observer's cupola 57 Hinged panel 58 Aerial 59 Oxygen bottles 60 Vertical control cable shaft 61 Sheet metal bulkhead 62 Control cables 63 Tailplane structure 64 Elevator 65 Elevator balance tab 66 Fin (extended forwards in dorsal fin on later aircraft) 67 Rudder balance 68 Rudder framework 69 Tail lights: formationkeeping (upper) and navigation (lower)
|
||
70 Rudder 71 Ruddertrimtab 72 Elevator trim tab 73 Elevator balance tab 74 Elevator structure
|
||
75 Port tailplane (12deg dihedral on later aircraft) 76 Rudder hinge (lower) 77 Tailwheel retraction mechanism 78 Retracting tailwheel 79 Tailwheel bay 80 Tail-unit lointnng 81 Control cables
|
||
Below: Tough defender of
|
||
Malta, this Mk IF has under
|
||
wing bomb racks. Red-doped fabric covers the muzzles of the guns.
|
||
|
||
|
||
Below Cutaway of the otiyuml Mk I Beaufiyhter as delivm *;d
|
||
to Fighter Command In July 1940 without radai and with drum
|
||
fed cannon (the first 50 aircraft did not have the six wing
|
||
machine guns installed when first delivered). 66
|
||
58
|
||
64
|
||
r*
|
||
ri
|
||
",
|
||
'50 *>
|
||
'51
|
||
1
|
||
f/
|
||
52
|
||
54
|
||
*£
|
||
107
|
||
'05
|
||
118
|
||
56
|
||
89
|
||
59
|
||
57
|
||
:.'
|
||
J~; 85
|
||
86
|
||
90
|
||
9\
|
||
.93
|
||
^?
|
||
104 103
|
||
Right: One of the first batch of TF.X (built at Weston), of 455 Sqn Later batches had a large dorsal fin
|
||
= 60 i
|
||
82
|
||
83
|
||
94
|
||
61
|
||
80
|
||
"95S
|
||
~^
|
||
M
|
||
79
|
||
Z
|
||
r
|
||
97
|
||
78
|
||
82 Pd jbes 83 F
|
||
85 L 86 E' '
|
||
88 Port cannon breeches and
|
||
magazine drum 89 D
|
||
90 V. ooard flap 91 Flap operating
|
||
attac 1 93 Tw mac • 94 Wing above outboard flap 95 Rear spar ron control rod and • age
|
||
98
|
||
;96c^c^
|
||
*9®
|
||
99
|
||
'31
|
||
'02 '00
|
||
98
|
||
100 I
|
||
103 ' son
|
||
104 >. 105 ' 106 f107 ' 108 Er 109 • age
|
||
110 C
|
||
11
|
||
1
|
||
Super 112 Eng 113 Cowling nos^
|
||
114*. I speed
|
||
116 Port mam wheel 7 Retractio118 Undercarriage door
|
||
H
|
||
NE237
|
||
..
|
||
|
||
|
||
Bristol Type 152 Beaufort
|
||
Beaufort I to VIII
|
||
Origin: Bristol Aeroplane Company; also made by Department of Aircraft Production. Fishermen's Bend. Australia. Type: Four-seat torpedo bomber. Engines: Two 1.130hp Bristol Taurus VI 14-cylinder sleeve-valve radials
|
||
(most other marks, two 1.200hp Pratt & Whitney Twin Wasp). Dimensions: Span 57ft 1 0in (17 63m): length 44ft 2in (1346m); height 14ft 3in (434m). Weights: Empty 13.1071b (5945kg); loaded 21.2301b (9629kg). Performance: Maximum speed 260mph (418km/h) clean. 225mph (362km/h) with torpedo; service ceiling 16.500ft (5030m); range 1.600 miles (2575km). Armament: Various, but typically two 303in Vickers K in dorsal turret and one fixed forward-firing in left wing, plus one 303in Browning in remotecontrol chin blister. Alternatively four 0303in Brownings in wing, two Brownings manually aimed from beam windows and (Mk II) twin Brownings
|
||
in dorsal turret (final 140 Australian Mk VIII. two 50in Brownings in dorsal turret). One 18in torpedo semi-external to left of centreline or bomb load of 2.000lb (907kg).
|
||
Above: Three-view of Beaufort I Series II with trailing edge extensions and rearward-firing barbette under the nose.
|
||
Below: Australian-built Beaufort VIM with Twin Wasp engines and increased-area fin. All served in the southwest Pacific.
|
||
Right: Beauforts in torpedo practice with 217 Sqn, Coastal Command (in 1940, before the grey/white colour scheme was introduced).
|
||
Below: A Beaufort II, with Twin Wasp engines, snug in one of the blast pens built at Luqa from Malta's bombed buildings. The unit is probably 86 Sqn, which replaced 217 in Malta when the original squadron flew to Burma.
|
||
History: First flight 15 October 1938; first delivery October 1939; first flight of Australian aircraft (Mk V) August 1941; last delivery (Australia) August 1944 Users: Australia. Turkey. UK
|
||
Development: Derived from the Blenheim, the torpedo-carrying Beaufort was inevitably heavier because the Air Staff demanded a crew of four Performance on Mercury engines was inadequate and. after studying an installation of the sleeve-valve Perseus, the choice fell on the Taurus, an extremely neat two-row engine only 46in in diameter. A clever installation was schemed for this but it overheated and various engine troubles held the programme back in the early days, but 22 and 42 Sqns of Coastal Command were fully operational by August 1 940 As well as laying hundreds of mines they bombed the battlecruiser Scharnhorst. torpedoed the Gneisenau and sank numerous smaller ships. In 1939 plans were laid for Beaufort production in Australia and. because of the difficulty of supplying engines from Britain, the Australian Mks V-VIII had Twin Wasp engines, most of them made in Australia. A large batch of British Beauforts (Mk II) had this engine, but a Merlin-Beaufort was abandoned and from No 165 the Mk II reverted to later models of Taurus The total built was 2.080. including 700 built in Australia for duty in the Southwest Pacific Australian models had a bigger fin and progressed through four series with different equipment, ending with transport and trainer versions. The finest RAAF missions were against Japanese fleets at Normanby Island, in the Timor Sea and around New Guinea and the Solomons
|
||
Below: One of the first Mk I Beauforts to be delivered to 42 Sqn in early 1940. It has an early dorsal turret and under-nose gun but lacks the trailing edge extension-plates.
|
||
88
|
||
|
||
|
||
JtMLO
|
||
|
||
|
||
Bristol Type 142 Blenheim
|
||
Types 142 M, 149 and 160 Blenheim/Bisley/
|
||
Bolingbroke (data for Blenheim IVL)
|
||
Origin: Bristol Aeroplane Company: also made by A. V. Roe. Rootes Securities and Canadian Vickers Ltd. Type: Three-seat light bomber (IF. IVF. fighter versions). Engines: Two 920hp Bristol Mercury XV (I. Bolingbroke I. II. 840hp Mercury VIM; Bolingbroke IV series. 750—920hp Twin Wasp Junior. Cyclone or Mercury XX: Blenheim V. 950hp Mercury XXX). Dimensions: Span 56ft 4in (17T7m) (V. 56ft 1 in); length 42ft 9in (13m) (I. 39ft 9in; Bolingbroke III. 46ft 3in: V. 43ft 1 1 in); height 12ft 10in (3 91m) (Bolingbroke III. 18ft). Weights: Empty 9.790lb (4441 kg) (I. Bolingbroke III. 8.700lb: V. 1 1 .OOOIb); loaded 1 4.400lb (6531 kg) (1. 1 2.250lb; Bolingbrokes 1 3.400lb; V. 1 7.000lb) Performance: Maximum speed 266mph (428km/h). (I) 285mph; (early IV) 295mph; (Bolingbrokes and V) 245-260mph; initial climb 1.500ft (457m)/min (others similar); service ceiling 31.500ft (9600m) (others similar except Bolingbroke III. 26.000ft); range 1.950 miles (3138km); (I) 1.125 miles; (Bolingbrokes) 1 .800 miles; (V) 1 .600 miles. Armament: One 303in Vickers K in nose, two 303in Brownings in FN. 54 chin turret and two 303in Brownings in dorsal turret; (I) single fixed Browning and single Vickers K in dorsal turret; (IF. IVF) four fixed Brownings under fuselage: bomb load 1.0001b (454kg) internal (nonstandard aircraft had underwing 5001b racks). History: First flight (Type 142) 12 April 1935; (142M Blenheim I) 25 June 1936; service delivery November 1936: termination of production (VD) June 1943; withdrawal from service (Finland) 1956 Users: Canada. Finland. France. Greece. Jugoslavia. Lithuania. Portugal. Romania. Turkey. UK (RAF).
|
||
Development: It was the newspaper magnate Lord Rothermere who asked the Bristol company to build him a fast executive aircraft to carry a
|
||
Above: Almost certainly taken at Northolt shortly after the
|
||
start of World War II, this line-up of 604 (County of Middlesex)
|
||
Sqn shows the Mk IF fighter. Soon this acquired the world's first airborne radar and operated mainly by night.
|
||
Below: A standard Blenheim I bomber of 60 Sqn. at Lahore, India. By 1940, the year relevant to this colour scheme, many Blenheims were being shipped out of England or withdrawn from operations.
|
||
Below: A trio of Blenheim IV bombers of 1 39 Sqn. On 3 September 1939 one of these was the first Allied
|
||
aircraft to cross
|
||
the German
|
||
frontier in World War II. Before long, however, the Blenheim was found to be extremely vulnerable to modern fighters.
|
||
I
|
||
rffl
|
||
|
||
|
||
1
|
||
'mph iih
|
||
I
|
||
luantitie to a built, many of whicl I wei Al Mk I
|
||
1
|
||
in ii . pei il ii fightei radar in thi intense fi ireign mteiest and ma lugoslavia tiiuania. Romania and Gre<>> ead o1 'in piiii Hie nose was then lengthens type was named Bolingbroke. a name retained for al! the vai i i i the Bolingbroke Mk III being a 1 revised asymmetric nose was adopted for prod the speedy Mk IV, which later acquired a fighter gun pack (IVF) or a manu.il i chin gun (IVL). finally having a two-gun chin turret. Made by Bristol. Avro and Rootes. like the Mk I. the IV was the main combat version with the RAF. 3,297 being delivered and making many daylight missions in many theatres. The heavily armed and armoured two-seat Bisley attack aircraft did not go into production, but the three-seat equivalent did, as the Blenheim Mk V Heavy and underpowered, the 902 VDs served in North Africa and the Far East.
|
||
\
|
||
,1
|
||
Above: Mk IV as originally delivered without under-nose gun.
|
||
Below: The "long-nosed" Blenheim IV, seen here in 1941, provided a proper station in the nose for the navigator/bomb
|
||
aimer. It carried more fuel than the Mk I, and needed more power, ship off Bordeaux.
|
||
Above: In the first two years of World War II British and other Allied aircraft were less effective against ships than such Luftwaffe aircraft as the Ju 87 and Ju 88. This Blenheim IV of 107 Sqn was photographed in June 1940 over a burning British
|
||
|
||
|
||
De Havilland 82A Tiger Moth
|
||
D.H.82 and 82A Tiger Moth I and II. PT-24
|
||
Origin : The de Havilland Aircraft Co. Hatfield: most UK production by Morris
|
||
Motors. Cowley, and overseas production by DH Australia. DH Canada and DH New Zealand, with 200 assembled in Bombay. Type: Primary trainer.
|
||
Engine: (I) 1 20hp DH Gipsy III inverted four-in-line. (II) 1 30hp Gipsy
|
||
Major I. Dimensions: Span 29ft 4in (8 94m); length (landplane) 23ft 1 1 in (7 29m). height (landplane) 8ft 9iin (2 68m).
|
||
Weights: Empty 1 .100-1 ,200lb (525kg); maximum (most) 1.8251b
|
||
(828kg). Performance (landplane); Maximum speed 109mph (175km/h); service ceiling 13.600ft (4150m); range 300 miles (482km) History: First flight 26 October 1931; final delivery March 1945
|
||
Users: (Wartime) Australia. Canada. Egypt. Iran. Iraq. New Zealand. Portugal.
|
||
S Africa. S Rhodesia. UK (RAF. RN). Uruguay. USA (USAAF).
|
||
Development: The original Moth of 1925 was developed into the Gipsy Moth and Genet Moth, both used as standard RAF elementary trainer and liaison aircraft, and then into the Tiger Moth with airframe of a different shape ideally suited for military training with seat-type parachute. Fully aerobatic. the Tiger was used for all ab initio pilot training and in a few cases (eg. m Iraq) carried armament. Total production amounted to 1 .61 1 pre-war. 795 wartime at Hatfield. 3.210 by Morris. 1.520 in Canada. 1.085 in Australia and 344 in New Zealand. A few had floats, and many Canadian Tigers had heated enclosed cockpits and skis (USAAF designation PT-24).
|
||
Nearly all Tigers were of the more powerful Mk II type, and in 1940 antispin strakes were added ahead of the tailplane roots. For a few weeks in 1 940
|
||
@
|
||
Above: Tiger Moth II (early series) with fuselage bomb rack.
|
||
a considerable number were flown by EFTS instructors on armed coastal patrol around Britain. Tigers continued in service in many air forces into the 1950s.
|
||
DE HAVILLAND QUEEN BEE (DH.82B)
|
||
First flown in 1935. this radio-controlled target was derived from the Tiger Moth by fitting a new all-wood fuselage with only the front cockpit A few were seaplanes, and by 1944 Hatfield had built 320 and Scottish Aviation 60 for the RAF and Fleet Air Arm for use as targets for AA gunnery and in research programmes
|
||
Left: This Tiger Moth II is typical of the early wartime aircraft, without extended tailplane-root strakes. In 1940 there was fear of German gas attack, and British service aircraft had a square or triangle of special paint, usually ahead of the fin (but sometimes on the fin itself) which changed colour in presence of gas.
|
||
Below: This later Mk II, with tailplane-root strakes, is
|
||
being used for practice bombing in the post-1942 era — in the author's experience, most unusual. EM836, built by Morris Motors at Cowley, is fitted with a blind-flying hood over the rear cockpit and has a training-yellow side stripe.
|
||
92
|
||
|
||
|
||
De Havilland 98 Mosquito
|
||
D H 98 Mosquito I to 43
|
||
Origin
|
||
Type Engines 1.63! XVI) /10hp Mi ihp Merlin 25. (Mnits had corresponding Merlins mad' Dimensions: Span (except Mk XV) 54 ft ; ion) 40fi 6m (1234m). (boi fighters .ind Mks 34-38) typically 41ft 9in. (Mk 3 l » on) 1 5ft 3-,in (4 66m) Weights: Empty (Mks ll-VI) about 14.1001b. (Mks VIII-30) 15.2001b: (beyond Mk 30) about 1 5.900-1 6.8001b. ma> (Mks II and III) around 17.5001b: (Mks IV and VI) about 22.5001b. (later fighters) about 20.5001b (but HF XV only 1 7.3951b). (Mks IX. XVI narks beyond 30) typically 25.0001b (1 1 .340^ Performance: Maximum speed, from 300mph ( 370mph (595km/h) for early night fighters. 380mph (612kr II. IV and VI. 410mph (660km/h) for IX. XVI and 30. and 425mph for 34 and 35. service ceiling, from 30.000ft (9144m) for low-rated naval versions to 34.500ft (10.520m) for most marks, to around 40.000ft (12.190m) for high-blown versions, with Mk XV reaching 44.000ft (13.410m): combat range, typically 1.860 miles (2990km). with naval TFs down at 1.260 miles and PR. 34 up to 3.500 miles
|
||
Armament: See text History: See text Users: Australia. Belgium. Canada. China, Czechoslovakia. France. Jugoslavia. New Zealand. Norway. Soviet Union. Turkey. UK (RAF. RN. BOAC). US (AAF). continued on page 95
|
||
Right: An FB.VI. the most numerous single mark, attacking a ship in 1944. Cannon were used to help sight the eight rockets, which appear to have hit ideally below the waterline.
|
||
Below: A B.IV of 139 Sqn (the second user) at Marham, 1942.
|
||
DZ4B4
|
||
Below: Almost certainly taken at Swanton Morley in early 1942, this scene shows
|
||
quartets of 500-pounders then all the "Mossie" could
|
||
carry — going aboard a 105
|
||
Sqn B.IV.
|
||
41
|
||
|
||
|
||
De Havilland Mosquito B. Mk
|
||
cutaway drawing key 48
|
||
49 1 Starboard navigation light 50
|
||
2 Detachable w- 51 3 Starboard formation light 4 Resin lamp 52
|
||
5 Wing structure 53
|
||
6 Starboard aileron 54 7 Aileron trim tab 55 B Aileron control linkage 56 9 Flap outer section 10 Flap jack inspection/access 57 panel 58
|
||
-ooard outer fuel tanks. 59
|
||
24 Imp gals (1091) outboard/34 Imp gals 60 (155 1) inboard 61 1 2 Starboard inner fuel tanks 62
|
||
65i Imp gals (2981) 63
|
||
outboard/78 Imp gals 64 (355 1) inboard 65
|
||
13 Nacelle fairing 66
|
||
1 4 Oil and coolant radiators 67
|
||
(gun heating inboard) 68
|
||
15 Exhaust flame damping 69
|
||
shroud 70
|
||
16 Starboard nacelle 71
|
||
17 Coolant pipe fairing 72 1 8 Propeller constant speed unit 73 19 Propeller hub 74 20 Spinner 75
|
||
21 Three-blade de Havilland ". hydromatic propeller 77 22 Navigation headlamp 78 23 Air thermometer 79 24 Bomb-aimer's windscreen 80 g jet 81
|
||
25 Bomb-aimer's healed 82 (optically fat) window 83 26 Bombsight 84 27 Starboard mair . 85
|
||
28 Bomb selector switch panel 86 29 Bomb-ai- - :ablet 87 30 Elbow rest 31 Nose compartment side 88 wine 32 Fireman's axe 89 33 Camera leads St 90 34 Oxygen bayonet socket 91 35 Bomb-aimer's kneeling 92 cushion 36 Fire-extinguisher (hand- 93 held) 94 37 Very cartridge stowage 95 (twelve) 96 38 Parachute stowage -ment panel 97 40 D'S' 41 Windscreen de-icif- 98 42 Folding navigation table (starboard wall) 99 43 Windscreen panels 100 44 Control c : - ever 101 45 Throttle quadrant 46 Compass
|
||
94
|
||
IV 47 Elevator and aileron control linkage Rudder pedal assembly Elevator trim handwheel Wingroot radiator intake Oil and coolant radiators (cabin heating inboard) Intercomm equipment bay Pilot's seat harness Aft-vision canopy blister Pilot's armoured headrest Crast- e erge exit section Signal pistol discharge port T
|
||
1 1 54 transmitter Forward spar wing attachment Bulkhea:
|
||
HT power unit Dinghy stowage Hydraulic reservoir ~ast Bulkhead No 3 g fluid reservoir
|
||
T R9F transmitter/receiver
|
||
Bulkhead No 4 Fuselage longerons Flare chute Bulkhead No 5 Fuselage sandwich skinning
|
||
Spiral graining Rudder control linkage J No 6 Fin attachment strt dure Starboard tailplane Elevator balance Starboard elevator Aerial attachment Pitot head R jdder balance Rudder upper hinge Rudder structure Rudder trim tab Rudder trim tab control linkage Elevator internal mass balance Tail cone Rear navigation light Elevator trim tab Elevator trim tab control linkage - . ator Tailplane structure tor linkage Tailplane spar support frame eel retraction mechanism "immy (chined) tailwheel -el leg j No 7 Rudder internal mass bale 102 Control cables
|
||
Top of page: Mosquito II night fighter of 23 Sqn, based at Luqa, Malta, in 1942. No. 23 was a pioneer NF squadron.
|
||
103 Ventral j amps (green/amber) 104 Fuselage lower longeron 1 05 Aft camera mounting boxes 106 F24car-e = 107 Camera heating cable stowage 108 Aft entry: access door I 09 Oxygen bottles (port and starboard) 110 Bomb winch 1 Rear spar attachment 112 Centre-section fuel tanks (two). 68 Imp gals
|
||
(309 I) each 113 Double wing uppe
|
||
:
|
||
(interleaved stringers) I I 4 Forward spar 115 Coolant header tank 1 1 6 Spinner
|
||
|
||
|
||
Development l"hi de Havilli
|
||
I
|
||
rhe first |
|
||
1 2 in January 1940 to 30 ii 25 November 19'!i
|
||
PR I Unarmed photo reconnaissance, witl of prototype to 54ft 2in but still will
|
||
F II
|
||
windscreen, extended nacelles (as in all sul th flaps divided into inner and outer segments) and an ^Omm Hispano cannon with 300 rounds each under the floor and four 303m Brownings with 2,000 rounds each in the nose First flew 15 May 1941; subsequently fitted with Al Mk IV or V radar or 1 iht T.lll Dual-control trainer, first flown January 1942 but produced n after the war (last delivery 1949) B IV Unarmed bomber, carrying four 500lb (227kg) bombs internally. first delivered to 105 Sqn at Swanton Morley November 1941. making first operational sortie (Cologne, the morning after the first 1.000-bomber night attack) on 31 May 1942 Some later fitted with bulged bomb bays for 4.000lb (1814kg) bomb. FB VI Fighter-bomber and intruder, by day or night: same guns as F.ll but two 250lb (1 13kg) bombs in rear bay and two more (later two 5001b) on wing racks; alternatively. 50 or 100 gal drop tanks, mines, depth charges or eight 601b rockets Some fitted with Al radar. Total production 2.584. more than any other mark. B VII Canadian-built Mk IV. used in North America only. PR VIII Reconnaissance conversion of B.IV with high-blown Merlin 61 Mk IX Important advance in bomber (BIX) and reconnaissance (PR. IX) versions; high-blown two-stage engines, bulged bomb bay for 4.000lb bomb or extra fuel, much increased weight, paddle-blade propellers and new avionics (Rebecca. Boozer. Oboe or H 2 S Mk VI).
|
||
NF.XII Conversion of F.ll fitted with new thimble nose containing Al Mk VIM centimetric radar in place of Brownings. NF.Xlll Similar to Mk XII but built as new. with thimble or bull nose and same wing as Mk VI for drop tanks or other stores: flew August 1943
|
||
Facing page, lower: One of the first batch of Mk IV bomber
|
||
Mosquitoes. Though slower than prototypes of later fighters, they were the fastest aircraft in service in 1941.
|
||
Mk r
|
||
Nl XVII r.
|
||
Nf- XIX Ml
|
||
B XX Cai till B IV
|
||
all built NF 30 Ni' - i with tv
|
||
PR 32 Extended-si 113/114 Mk 33 First Royal Navy Sea M< oleo main legs (in place of rubber ii driving four-blade propellers, arrester hook, four 20mm < various bomb/rocket loads). American ASH radar ai PR. 34 Strategic reconnaissance version, with 113/114 e bulged belly for 1.269 gal fuel (200gal drop tanks) and pres'. B 35 Equivalent bomber version, with PR and target-tug offshoi NF 36 Postwar fighter, with 113/114 engines and Al Mk X TF.37 Naval torpedo-fighter, basically Mk 33 with AI/ASV Mk XIII NF 38 Final fighter, mainly exported. Al Mk IX. forward cockpit TT 39 Complete rebuild by General Aircraft as specialised target tug FB 40 Australian-built Mk VI. with PR. 40 as conversions PR 41 Australian-built derivative of PR. IX and Mk 40 T.43 Australian trainer; all Australian production had Packard engines.
|
||
Left: Cutaway drawing of a
|
||
typical Mk IV, the original bomber version that entered squadron service in November 1941, within a year of first flight.
|
||
Subsequently the bomb load was doubled.
|
||
Above: Three-view of Mosquito IV bomber.
|
||
149 117 Rolls-Royce Merlin XXI liquid-cooled 1 2-cylinder Vee engine 118 Exhaust (fishtail) stubs 119 Spark plug-cooling intake 120 Engine bearer assembly 121 Coolant pipes 122 Carburettor air intake
|
||
(snow/debris guard mesh) 123 Fuel pump cooling intake 124 Flame-resistant insert panel 125 Engine accessories
|
||
126 Engine controls/coolant pipes 127 Fuselage bomb-bay racks
|
||
128 Aft bulkhead bomb door jacks 129 Flap jack and crank 130 Undercarriage strut/rear spar attachment
|
||
U0
|
||
131
|
||
132 133 134
|
||
Port outer fuel tanks. 24 Imp gals (109 I) outboard/34 Imp gals (155 I) inboard Port wing flaps Nacelle aft fairing Aileron trim tab
|
||
135 Port aileron 1 36 Aileron control linkage 137 Resin lamp 138 Port formation light 1 39 Port (detachable) wingtip 140 Port navigation light 141 Wing outboard stiffeners 142 Wing ribs 143 Landing lamp (underwmg port and starboard) Undercarriage struts Cross-bracing Undercarriage retraction jack Oil tank 148 Radius rod cross-member 149 Undercarriage doors 1 50 Mudguard
|
||
144 145 146
|
||
151 Wheel guards 152 Undercarriage oleo leg fairing 153 Shock pads 1 54 Port mainwheel tyre 155 Axle
|
||
156 Optional weapon loads inc
|
||
157 Small bomb containers two 450 lb (204 kg) (illustrated) or four 390 lb (177 kg)
|
||
158 Four 250 lb (114 kg) GP bombs 159 Four 500 lb (227 kg)
|
||
short-tailed GP or MC bombs, or
|
||
1 60 Two 500 lb ( 227 kg) GP
|
||
bombs
|
||
|
||
|
||
FaireyAlbacore
|
||
Albacore
|
||
I
|
||
Origin: Fairey Aviation Co. Hayes and Hamble. Type: Carrier torpedo bomber Engine: 1 ,065hp Bristol Taurus II 14-cylinder sleeve-valve radial or 1 ,130hp
|
||
Taurus XII. Dimensions: Span 50ft Oin (15 24m): length 39ft 9iin (12 13m); height
|
||
15ft 3in (4 65m). Weights: Empty 7.250lb (3289kg); maximum 10.6001b (4808kg). Performance: Maximum speed 1 61 mph (259km/h); service ceiling 20.700ft (6309m); range 930 miles (1497km). Armament: Two 303in Vickers K manually aimed from rear cockpit. sometimes 0-303in Browning in lower right wing; 1.6101b (730kg) torpedo or up to 2.0001b (907kg) bombs. History: First flight 12 December 1938: service delivery December 1939; combat service March 1940; final delivery May 1943 User: Canada (RCAF). UK (RN).
|
||
Development: Planned as a successor to the Swordfish. the Albacore was designed to specification S. 41/36. Though still a biplane, with wings braced with wire and covered with fabric, it had an all-metal monocoque fuselage and heated enclosed cabin. Pilot view was superb, and the 'Applecore" was in fact very pleasant to fly. Fairey built 803. and though this was only a quarter of the number of Swordfish built (which stayed in production at Blackburn to the end of the war) the Albacore saw intense
|
||
Above: Albacore I with multiple underwing stores racks.
|
||
Right: BF759, an Albacore I (the only mark, though there were many detail differences). It is apparently carrying mines on the wing racks, and the flaps are down.
|
||
action from the Arctic to Malaya. The first major torpedo attack was at Cape Matapan in March 1941; by 1942 there were 15 FAA squadrons, several of them shore-based in North Africa. Missions included target marking with flares, close support of troops with bombs, minelaying of European harbours and sinking flak-bristling E-boats from mast height But it never became famous
|
||
Fairey Barracuda
|
||
Type 100 Barracuda I, II, III and V
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Origin: The Fairey Aviation Company; also built by Blackburn Aircraft. Boulton Paul Aircraft and Westland Aircraft Type: Three-seat (Mk V. two-seat) naval torpedo/dive bomber. Engine: (I) one 1 ,260hp Rolls-Royce Merlin 30 vee-12 liquid-cooled; (II and III) one 1 ,640hp Merlin 32; (V) one 2.020hp R-R Griffon 37 Dimensions: Span (l-lll) 49ft 2in (15m): (V) 53ft Oin (16 15m); length (l-lll) 39ft 9in (12 12m); (V) 41ft 1 in (125m); height (l-lll) 15ft 1 in (4-6m). (V) 13ft 2in (4m) Weights: Empty (I) 8.700lb (3946kg); (II. Ill) 9.407lb (4267kg); (V) 9.800lb (4445kg); loaded (I) 13.5001b (6125kg); (II, III) 14.1001b (6395kg); (V) 16.4001b (7450kg). Performance: Maximum speed (I) 235mph; (II) 228mph (367km/h); (III) 239mph; (V) 264mph (422km/h); initial climb (l-lll) 950ft (290m)/ min; (V) 2.000ft (610m)/min: service ceiling (I) 18.400ft; (II) 16.600ft (5060m): (III) 20.000ft (6096m); (V) 24.000ft: range with full weapon load. (I. II) 524 miles (845km). (Ill) 686 miles (1104km); (V) 600 miles. Armament: (l-lll) two 303in Vickers K manually aimed in rear cockpit: (V) one fixed 50in Browning in wing, no rear guns; one 18in torpedo (1.610 or 1.6201b) or bomb load up to 2.0001b (907kg) under fuselage and wings (including mines or depth charges). History: First flight 7 December 1940; production Mk I. 18 May 1942; service delivery. 10 January 1943; first Mk V (converted II) 16 November 1944: final delivery January 1946 User: UK (RN).
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Development: The Barracuda was designed to Specification S. 24/37 to replace the Albacore. which in turn had been designed to replace the venerable Swordfish. The Albacore was withdrawn from production in 1943. after 800 had been built, while manufacture of Swordfish continued. The Barracuda, however, was in a different class and might have played a greater part in World War II had it not been so severely delayed. The first delay, from 1938—40. was due to abandonment of the proposed Rolls-Royce Exe engine, and the low-rated Merlin was only marginally powerful enough
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Above: Three-view of Barracuda II, without ASV radar.
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as a substitute Pressure of other programmes held back production two further years, but in May 1 943 No 827 Sqn. Fleet Air Arm. was fully equipped and in April 1 944 Victorious and Furious sent 42 aircraft to Kaafjord. Norway, to score 15 direct hits on the Tirpitz (for the loss of only two aircraft) in steep dive-bombing with armour-piercing bombs Later the same month Barracudas were in heavy actions in the Dutch East Indies, and others were equipped to para-drop secret agents (from underwing nacelles) to occupied Europe. The II had more power and four-blade propeller, later receiving ASV. UN radar, while the III had ASV10 in an under-fuselage radome. Wartime output of "Barras" was: Fairey 1.131. Blackburn 700. Boulton Paul 692 and Westland 18 (mostly lis). In 1945 production began on the much more powerful Mk V. later called TF 5. with redesigned structure and accommodation Radar was housed in a left-wing pod. and later Mk Vs had a tall pointed tail and other changes, but only 30 were built and used mainly for training
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Below: A Barracuda II of a late batch fitted with ASV. UN radar. Though curious in layout, and underpowered, the "Barra" proved effective in numerous difficult roles. |