Tag Archives: Fighter

Official classification tag

Fw 189A

Weimar and Nazi Germany, WW2, , , , , , , , , , ,

Nazi flag Nazi Germany (1940)

Type: Reconnaissance aircraft

Number built: 864

In the late 1930s, the Luftwaffe received substantial resources which allowed for the development of many new series of aircraft. While the Luftwaffe would take on numerous new roles in the new modern military, reconnaissance of enemy territory would remain a crucial aspect of their operations. This reconnaissance work involved identifying weak points and reporting any enemy activity which could prove threatening to the situation on the ground, or presented an opportune target for the air force. The primary responsibility for these tasks fell to light, tactical reconnaissance aircraft. Initially, the Hs 126 was chosen for this role, early combat experience revealed the need for a modern replacement. This led to the development, and introduction, of the well-known twin-engine Fw 189, designed by Kurt Tank.

Fw 189A was Germany’s first modern tactical reconnaissance aircraft. Source: www.luftwaffephotos.com

History

Following the rise of the Nazi party in Germany, significant investments were made in both the Army and the Airforce. The latter, in particular, experienced rapid expansion, through the introduction of a series of new aircraft designed to fulfill various roles. This was no easy task for the Germans, as following the end of the First World War, they were prohibited from developing new aircraft. As a result, they essentially had to start from scratch. For short reconnaissance flights, the Hs 126 was selected. Despite its outdated appearance, this high-wing parasol aircraft proved to be well-suited for the role. However, it was not without flaws.

As production began, the first aircraft of this type was field-tested during the Spanish Civil War. While it performed excellently in its intended role, two major issues were identified. First, the rear gunner also served as the observer, requiring him to switch between these roles depending on the combat situation. The gunner/observer’s primary responsibility was to act as a vigilant lookout, constantly scanning for potential threats while simultaneously surveying the battlefield. This dual role required sharp focus and the ability to quickly assess and respond to emerging dangers, and naturally proved challenging. Second, the aircraft’s low speed, while beneficial for reconnaissance, made it vulnerable to enemy fighters. Essentially, a third crew member was needed, along with an increase in speed, to address these shortcomings.

The Hs 126 was chosen as the Luftwaffe’s first operational tactical reconissance aircraft. Source: en.wikipedia.org

The initial deployment of the Hs 126 in Spain quickly demonstrated to the Germans that the aircraft would soon become obsolete. In response, the Reichsluftfahrtministerium, or German Air Ministry, issued a request for a potential replacement in February 1937. The requirements were straightforward: the new aircraft needed to accommodate a crew of three, provide excellent all-around visibility, achieve a higher maximum speed, and carry an improved defensive armament. Additionally, the RLM decided to include a bomb rack capable of carrying at least 200 kg, reasoning that it would be advantageous to drop bombs during reconnaissance missions.

Three companies reached the final stage of this competition: Arado with the Ar 198, Focke-Wulf with the Fw 189, and Blohm & Voss with the BV 141. Among these, only the Ar 198 had a conventional design by the standards of the time. The Fw 189 featured a central glazed nacelle flanked by two tail boom-mounted engines. The BV 141, however, stood out with its highly unconventional asymmetrical design.

The Arado entry to this competition, the Ar 198. Source: en.wikipedia.org
Blohm & Voss’ asymmetrical BV 141. Despite its unusual design, the aircraft performed surprisingly well, but did not enter mass production. Source: en.wikipedia.org

The Focke-Wulf design team, led by renowned German aircraft designer Kurt Tank, and supported by E. Kosel conceived a twin-boom aircraft powered by two engines. The central section featured a large, fully enclosed, and heavily glazed fuselage. They also proposed that the aircraft could be adapted for various roles by simply using different fuselage sections. The paper proposal and calculations were completed quickly and presented to the RLM in February 1937. Although the RLM officials were initially uncertain about the Focke-Wulf design, they eventually placed an order for the construction of three prototypes. Interestingly, when the request for a potential replacement for the Henschel Hs 126 was issued, there was no specification that the aircraft had to be powered by a single engine.

Work on the first prototype, designated Fw 189V1 (D-OPVN), began in April 1937. This aircraft was powered by two 430-horsepower Argus As 410 engines. By 1938, the prototype was ready and underwent flight testing by Kurt Tank himself in July of that year. The prototype demonstrated excellent performance and had no major issues.

The first prototype, Fw 189V-1. Source: en.wikipedia.org

The second prototype, designated D-OVHD, was flight-tested in August 1938. It was used to test the installation of armaments, including machine guns and bombs. Two 7.92 mm MG 17 machine guns were mounted inside the wings, one (or possibly three, depending on the source) machine gun was installed in the aircraft’s nose, one in the dorsal position, and another in the cone-shaped turret at the rear of the fuselage. Four bomb racks were also added under each wing, each capable of carrying up to 50 kg of bombs. If necessary, the aircraft could be equipped with chemical containers filled with either poison gas or smoke.

A third prototype, designated D-ORMH, followed and was flight-tested in September 1938. This variant was essentially a direct copy of the previous two but without armament. It was primarily used for testing the installation of Argus automatic variable-pitch propellers.

All three prototypes demonstrated excellent overall performance, while their competitors were less fortunate. The Ar 198 was quickly eliminated from consideration due to its poor performance, with only one prototype ever built. RLM officials were uncertain about the next steps, as both the Fw 189 and BV 141 were unconventional designs that were considered unproven. It is not far-fetched to suggest that the RLM had concerns about whether the BV 141 could even be flown reliably in field conditions, leading them to favor the Fw 189 instead. As a result, Focke-Wulf received a production order for four additional prototypes.

Anticipating a major production order, the fourth prototype (D-OCHO) was designated as the basis for the first production variant, named the Fw 189A-0. This variant was powered by two more powerful Argus As410A-1 engines, each producing 465 horsepower. The armament was reduced to just two machine guns.

While Focke-Wulf was making plans for the potential production of the first Fw 189A-0 aircraft, the company’s officials were disappointed and shocked when the RLM informed them that the Hs 126 would not be replaced by the new Fw 189. The Luftwaffe had changed its mind, deciding that the Hs 126 did not, in fact, need to be replaced.

Finally, into the production

Despite its potential, Focke-Wulf could do little to advance the design at the time given the news from the Luftwaffe. Not wanting to waste a promising project, Kurt Tank and his team continued working on it at a slow pace, and at low cost. However, following the successful conclusion of the campaign in France in June 1940, Luftwaffe officials reassessed their opinion on the Hs 126. It became clear that this aircraft was obsolescent in its intended role, and an urgent replacement was needed. The only available aircraft that could potentially fill this role in a short time was the Fw 189.

As a result, Focke-Wulf received its first production order for 10 Fw 189A-0 models in the summer of 1940. The company was also instructed to proceed with the development of the A-1 variant, which was to enter production as soon as possible. However, Focke-Wulf was already heavily involved in the development and production of the new Fw 190 fighter, making it difficult to meet the demands for the Fw 189.

To expedite production, an aircraft manufacturer in Prague was contacted to assist with manufacturing. Even this was not sufficient, so Focke-Wulf moved the production of the Fw 189 to France, utilizing several captured aircraft manufacturing facilities. The Focke-Wulf factories in Bremen and the Aero factories in Prague ceased Fw 189 production in late 1942 and 1943, respectively. Production continued in the French factories until January 1944, when it was finally halted.

The production by years was as follows.

Year of Production Production numbers 
1939 6
1940 38
1941 250
1942 327
1943 226
1944 17
In total  864

 

Main Production Variants 

The A-series was based on the V4 prototype. Unlike the prototype series, it did not include the nose-mounted machine guns. Instead, its main armament consisted of two machine guns mounted in the front wing roots, with an additional one or two located at the rear. If needed, a bomb rack could be installed. Given the aircraft’s specific reconnaissance roles, it could be equipped with various types of cameras. The A-1 model was essentially a direct copy of the fourth prototype, with slight modifications made to the engine cowling to enhance its aerodynamic profile.

The V4 prototype served as the base for the Fw 189 A-0 series. Source: www.warbirdphotographs.com
Early produced Fw 189A-1 aircraft. Source: Pinterest

At least 30 Fw 189A-1 aircraft were modified for use as night interceptors for use against slow, low flying biplanes on the Eastern Front. To fulfill this role, they were equipped with a FuG 212 C-1 aerial interception radar, distinguished by its forward antenna. Additionally, a fixed MG 151 cannon, either 1.5 cm or 2 cm in caliber, was installed in the rear, angled upward to target enemy aircraft from below.

One of the 309 Fw 189A was modified to be used as a night interceptor. They can be easily identified by the front-mounted antenna and the rear MG 151 cannon. Source: www.warbirdsresourcegroup.org

Combat experience quickly revealed that the Fw 189 needed a stronger defensive armament. In response, the Fw 189V9 prototype was tested with the installation of two twin 7.92 mm MG81Z (Z stands for Zwilling – twin) mounts. As these proved reliable, they were adopted for the A-2 variant, which entered production around mid-1941.

Shortly after its introduction into service, it became evident that a dual-control training variant was necessary to properly train pilots. Since the B variant did not enter mass production, a solution was required. The most cost-effective option was to modify an existing Fw 189A with dual controls. This led to the creation of a small production series of training aircraft, designated as the A-3. Some of the older aircraft from the A-0 and A-1 series, as well as prototypes, were repurposed for this variant.

The A-4 was designed as a light ground-attack variant. It was armed with two forward-mounted 20 mm cannons and two MG 17 machine guns. Additionally, armor was added to protect vital components such as the fuel tanks, engines, and central fuselage. An unknown number of these variants were produced beginning in late 1942.

A few aircraft adapted for the African theater of war were equipped with dust filters and designated as the Fw 189A-1 Trop.

Nicknames

Interestingly, Kurt Tank himself nicknamed this aircraft Eule (Eng. Owl). Allegedly, the inspiration for this name came from the large, owl-like shape of the cockpit. The RLM media referred to it as Das Fliegende Auge (Eng. The Flying Eye), while those who operated it on the front lines called it Uhu (Eng. Eagle Owl).

In Combat

During 1940, the first produced Fw 189 aircraft were allocated to various Luftwaffe experimental and training units. Their purpose was to test and evaluate the new Fw 189’s performance. For example, the Lehrgeschwader 2 (Eng. Training Squadron) was supplied with five Fw 189A-0 aircraft, which were flight-tested against the Hs 126. After a series of evaluation flights, the Fw 189 was declared superior in all aspects. This conclusion was a key reason why Luftwaffe officials decided to adopt the Fw 189.

Due to the slow pace of production, when the war with the Soviet Union broke out in June 1941, only about 250 Fw 189s were available for service. This number was barely enough to outfit all units, so the Hs 126 had to remain in use.

By 1942, the Fw 189 began gradually replacing the Hs 126 as the main German tactical reconnaissance aircraft. According to German records from September 1942, out of 317 short-range reconnaissance aircraft, 174 were Fw 189A-1 and A-2 models.

Their service on the Eastern Front demonstrated that these aircraft, despite their seemingly fragile appearance, were quite robust and capable of withstanding heavy damage. For example, on the 19th  May  1942, a lone Fw 189 was attacked by Soviet fighters near the Taman Peninsula. The left engine of the Fw 189 sustained such severe damage that it fell off. Assuming the aircraft was doomed, the Soviet fighters broke off the attack. However, the pilot did not give up and managed to fly the damaged Fw 189 back to German lines, where he executed an emergency landing. The aircraft suffered additional damage during the crash landing, yet it was eventually repaired and returned to service. Despite their durability, several Fw 189s were lost, along with other equipment, during the encirclement of German forces at Stalingrad. In one unusual incident, a Soviet fighter pilot, after running out of ammunition, rammed a Fw 189 near Stalingrad, successfully severing its tail.

By 1943, the Soviet Union’s increased fighter production made short-range operations too dangerous even for the Fw 189. Reconnaissance missions became nearly impossible without a fighter escort. After 1943, the Fw 189 was primarily employed for ground attack operations against Soviet Partisan positions, achieving notable success. However, with the Soviet fighter force continually growing, the days of the Fw 189 were numbered. By 1944, it was rarely used in its original reconnaissance role and often became a priority target for Soviet fighters once spotted. Despite this, the aircraft remained effective in some areas, such as Finland, where it continued to be used until September 1944.

The Fw 189 was primarily operated on the Eastern Front, including Finland. The only other front where it saw limited use was in North Africa. A small number of night interceptor variants, some 30, were assigned to two units, Nachtjagdgeschwader 5 and 100 (NJG, or Night Fighter Squadron), and served late into the war. Tasked specifically with countering Soviet Po-2 biplanes that harassed German railroad lines, NJG 100 earned the nickname Eisenbahn-Nachtjagd (Eng. Railway Night Hunt). The Fw189 performed excellently in this role, bringing down many Soviet night bombers in the process.

Beyond its original role, the Fw 189 also saw service as a light bomber and VIP staff transport. For example, the A-1 variant was used as a personal transport for Field Marshal Albert Kesselring. By late 1944, most of the surviving Fw 189 aircraft were relegated to training duties.

Despite their modest numbers, the Fw 189 would see extensive use on the Eastern Front. Source: www.asisbiz.com
Near the end of the war, the few surviving Fw 189 were used as training aircraft, easily identified by the large painted number on their tails. Source:. G. Punka Focke-Wulf Fw 189 in Action

Failed Proposals 

Although the Luftwaffe initially did not adopt the A variant, they showed an interest for the crew training variant designated as the Fw 189B. This version featured a less-glazed fuselage and dual control units. However, only a small number of these variants were produced.

The Fw 189B variant. Source: /www.warbirdsresourcegroup.or

The first year of the war revealed that the Germans lacked a dedicated armored close support aircraft. In response, Focke-Wulf proposed the Fw 189C as a potential solution. This variant featured a small, cramped, but well-protected cockpit, replacing the previous large fuselage. However, due to poor visibility and handling issues, it was not adopted for service.

The Fw 189D was proposed for naval use and was equipped with twin floats. It was essentially based on the Fw 189B variant, but no further developments materialized.

Focke-Wulf also experimented with various engines. The Fw 189E was tested with the French GR14M 700 hp engine. Unfortunately, the prototype was lost in an accident while being transported from France to Germany in 1943. The Fw 189F, based on the A-2 variant, was powered by the As 411MA-1 600 hp engine and used to test electrically powered landing gear. Although the tests were successful, only 17 units were built in 1944 before the production of the Fw 189 was discontinued.

The Fw 189F-2 was an improved version with enhanced armor protection, but it did not progress beyond the proposal stage. The last proposed variant, the Fw 189G, was intended to be powered by As 402 950 hp engines, but it also failed to materialize.

Other operators 

During the later stages of the war, the Hungarians received over 28 Fw 189 aircraft. Despite the relatively small number of planes, these were used extensively by Hungarian forces. The Slovakians also received 14 Fw 189A-1s between 1942 and 1943, which were employed in the Crimea. Some surviving aircraft were even used against the Germans during the failed Slovakian uprising in late 1944, with at least six managing to escape to the Soviet Union. Bulgaria received several Fw 189s, which were deployed on the Eastern Front. Additionally, eleven Fw 189s were supplied to Romanian forces, primarily for training purposes, but most were eventually captured by the Soviets. After the war, one aircraft was operated by the RAF for evaluation purposes, but it was lost in a storm while being stored.

Hungarian operated Fw 189. Source: G. Punka Focke-Wulf Fw 189 in Action
A Soviet operated Fw 189, possibly one of the Slovakian managed to escape in late 1944. Source: www.luftwaffephotos.com
Smaller numbers were also allocated to the Bulgarian Air Force. Source: G. Punka Focke-Wulf Fw 189 in Action

After the war

When the war ended, there were few surviving Fw 189. The British managed to capture one in working condition. It was  extensively used by the British pilot Captain Eric Brown, who was the chief test pilot of the Royal Aircraft Establishment at Farnborough. He was involved in a British project tasked with taking over German war research installations and interrogating technical personnel after the war.

He was quite impressed with the overall performance of the Fw 189. After many hours of flying, he noted only one instance of engine failure. Even with just a single engine, the aircraft remained pleasant to fly without significant issues. The main drawback Captain Brown observed was the rather poor forward visibility, despite the extensive glass coverage in the front section. This limitation was primarily due to the shape of the nose. Nevertheless, Captain Brown described the Fw 189 as;

“… A Versatile little beauty to fly and a great asset to the German Army’s ground troop..”

Technical characteristics

The Fw 189 was designed as a twin-engine reconnaissance aircraft with a unique construction. Its centrally positioned fuselage featured extensive glazing and housed the cockpit at the front, followed by a small crew area and a gunner’s compartment at the rear. The fuselage was bulkier at the front and tapered toward the rear. Access to the crew area was provided through two hatches above the cockpit and a larger hatch at the rear. Although the extensive glazing left the crew more exposed to enemy fire, it was ideal for its reconnaissance role, offering excellent all-around visibility.

Font view of the Fw 189 pilot cockpit. Source: www.warbirdsresourcegroup.org
Side view of the glazed fuselage. Source: www.warbirdsresourcegroup.org
Access to the crew area was provided through two hatches above the cockpit and a larger hatch at the rear. Source: www.warbirdsresourcegroup.org

The wings are composed of two distinct sections. The central, square-shaped panel connects the nacelle and engines, while the second section extends outward from the booms. The wings feature a metal base covered with duralumin, though the ailerons and split flaps are clad in fabric. At the rear, the twin-tail assembly includes two large rudders, which are joined by a single long elevator. Both control surfaces on the tail are also covered in fabric.

 

A close-up view of the Fw 189 rear twin-tail unit. Source: www.luftwaffephotos.com

The aircraft was powered by two 465 hp Argus As 410 A-1 12-cylinder air-cooled V-12 engines. These engines demonstrated remarkable effectiveness and reliability, even under the harsh winter conditions of the Eastern Front. With these engines, the Fw 189 achieved a maximum speed of 335 km/h, though exact figures may vary between sources. Each engine drove a two-blade, constant-speed propeller. Fuel was stored in two 110-liter tanks, which were housed in the tail booms. The Fw 189 had a maximum operational range of approximately 670 km.

The landing gear consisted of larger road wheels positioned under each engine nacelle, with a pair of smaller wheels extending from the elevator. Initially, the aircraft used an ‘H’-shaped landing gear leg design, but this was modified during production. To enhance stability during landing, each landing gear leg was equipped with a shock absorber. The front landing gear units were lowered using hydraulic systems, while the rear smaller landing gear units descended under their own weight. When the aircraft’s speed dropped below 160 km/h, the landing gear automatically deployed in preparation for landing. If the pilot wished to override this action, they had the option to disable it by pressing a switch inside the cockpit.

The early prototypes had a single-leg landing gear unit. Source: www.luftwaffephotos.com
Later into production, these were replaced by more stable ‘H’ shaped landing gear legs. Source: www.luftwaffephotos.com

The aircraft’s crew consisted of three members: the pilot, the navigator, and the rear gunner. The pilot occupied the front of the cockpit, while the navigator sat directly behind him. In addition to navigation, the navigator operated the camera equipment and managed the upper rotating machine gun mount. He was also responsible for radio operations. The rear gunner, the final crew member, served as both machine gun operator and the flight engineer.

Most of the pilot’s instruments were were positioned near the cockpit roof, as shown here. Source: /www.luftwaffephotos.com

The primary armament of the Fw 189 consisted of two forward-mounted 7.92 mm MG 17 machine guns, operated by the pilot. The early design included a single machine gun in a rotating mount positioned on the dorsal side. A rear cone-shaped rotating turret housed additional machine guns, initially equipped with drum-fed MG 15s. These were later replaced by four belt-fed MG 81s, which offered a higher rate of fire. Additionally, the aircraft was equipped with two bomb racks under each wing, capable of carrying a 50 kg bomb or, alternatively, smoke gas or chemical containers though the latter were never actually used in combat.

The rear gunner operated a drum feed MG 15 or 17. Source:www.luftwaffephotos.com
These would be on A-2 variant replaced by two faster-firing MG 81 that were instead belt fed. Source: www.luftwaffephotos.com
A good view of the late improved twin machine guns in a rotating mount positioned on the dorsal side. Source: www.luftwaffephotos.com
The Fw 189 could also carry four 50 kg bombs. In this role as a light ground attack aircraft it achieved great success against Soviet partisans. Source: www.luftwaffephotos.com

For conducting reconnaissance operations, various camera equipment was utilized. Typically, an RB 20/30 camera was employed. However, depending on the specific task, this could be augmented or replaced by other models such as the RB 50/30, RB 21/18, or R.R 15/18. Additionally, the navigator was equipped with smaller handheld cameras. For communication, the FuG 25 radio was used.

Production Versions

  • Fw 189V– Small prototypes series
  • Fw 189A0 – Small pre-production series
  • Fw 189A-1 –  Main production variant
    • Fw 189A-2 – Improved model with better defense armament
    • Fw 189A-3 – Dueal control trainer, limited production only
    • Fw 189A-4 – Ground attack variant armed with two 2 cm cannons
  • Fw 189 Trop – A small number of aircraft modified for use in North Africa

Prototype and Proposed  Versions

    • Fw 189B – Trainer variant that was built in small numbers
  • Fw 189C – Ground attack variant, did not go beyond a prototype stage
  • Fw 189D -Experimental variant equipped with twin-floats,
  • Fw 189E – Powered by an As 411MA-1 600 hp strong engine. After the prototype was lost in 1943 the project was abandoned
  • Fw 189F-1 – Powered by an As 411MA-1 600 hp strong engines, A small series of 17 aircraft of this type were built in 1944
    • Fw 189F-2 – Slightly improved model, none were built
  • Fw 189G – Paper project powered by As 402 950 hp engines

Operators

    • Germany – Main use of this aircraft
    • Hungary – Operated less than 30 of these aircraft
    • Slovakia –  Received 14 Fw 189A-1s between 1942 and 1943,
    • Romania – Used an unknown number but mostly for training
  • Bulgaria –Opertaed 14 such aircraft
    • Soviet Union – The Red Army on occasion managed to capture some Fw 189 that they put into use
  • UK – British Force captured at least one working Fw 189 after the war

Surviving aircraft

It is believed that only one Fw 189 aircraft has survived to this day, and it has a remarkable history. The aircraft was shot down by Soviet fighters in May 1943 near Murmansk in northern Europe. It crash-landed in the woods, resulting in the deaths of the navigator and the rear gunner. The pilot, Lothar Mothes, survived the crash landing and managed to reach the German defense lines two weeks later. Although the Soviets recorded the crash site, they did not recover the wreckage. It remained there until 1992, when British aircraft enthusiast and restorer Jim Pearce initiated a recovery effort. Using a helicopter, Pearce salvaged the relatively well-preserved Fw 189 wreckage and transported it back to the UK for possible restoration.

The aircraft was publicly displayed at the Biggin Hill Air Show in 1996, where pilot Lothar Mothes had the opportunity to see his lost aircraft once more. Despite his hopes, Pearce was unable to secure the funds necessary for a full restoration, so the aircraft was sold to G. Allen’s Flying Heritage Collection in 2007. Over the following years, the aircraft underwent nearly complete restoration. Hopefully, one day, this sole surviving Fw 189 will once again take to the skies.

The only known Fw 189 that is being under restoration. Sourcewww.scramble.nl

Conclusion

Despite its unusual design, especially for the early stages of the war, the aircraft proved to be remarkable in many respects. Its glazed cockpit provided an excellent all-around view. The engine was reliable, with no major mechanical issues reported. Although it had a somewhat fragile appearance, the aircraft was noted for its robust performance.

Although originally designed for reconnaissance operations, the Fw 189 also proved successful in various other roles. In conclusion, the Fw 189 was undoubtedly one of the best German aircraft designs to see service during the Second World War.

Fw 189A-1 Specifications
Wingspans 18.4 m / 60 ft 4 in
Length 12 m / 39 ft 5 in
Height 3.1 m / 10 ft 2 in
Wing Area 38m² / 410 ft²
Engine Two 465 hp Argus As 410 A-1 engines
Empty Weight 2,805 kg / 6,185 lbs
Maximum Take-off Weight 3,950 kg / 8,708 lbs
Maximum Speed 335 km/h / 208 mph
Cruising Speed 315 km/h / 196 mph
Range 670 km / 416 miles
Maximum Service Ceiling 7,000 m / 22,965 ft
Crew pilot, rear gunner, and navigator
Armament
  • Four 7.92 mm machine guns
  • Four 50 kg (110 lb) bombs

Illustration

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Illustration by Oussama Mohamed “Godzilla”

Source:

  • D. Donald (1996) German Aircraft of World War II, Orbis Publishing
  • D. Nesic  (2008)  Naoružanje Drugog Svetsko Rata-Nemacka
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putnam
  • G. Punka (1993) Focke-Wulf Fw 189 in Action, Signal Publication
  • Captain E. ‘Winkle’ Brown (2010) Wings of the Luftwaffe, Hikoki Publication
  • T. Boiten () Nachtjagd Combat Archive – Eastern Front and The Med, Red Kite
  • https://vintageaviationnews.com/warbirds-news/unique-focke-wulf-fw-189-offered-for-sale.html

 

Source:  https://www.luftwaffephotos.com/#fightermenu

 

Fiat G.50 In Finnish Service 

Finland, , , , , , , , , , , ,

Finnish flag Finland (1940-1944)
 Fighter – Number operated: 35

In late 1939, the rapid expansion of the Soviet Union in Eastern Europe caused great alarm in Finland. As a politically isolated nation with limited funds, Finland struggled to equip its military for a potential war with the Soviets. Despite the challenges they faced, they achieved some limited success in finding the equipment they needed. While the Finnish armed forces lacked for many modern weapons, they possessed a small number of advanced fighter aircraft, though not enough in the face of a Soviet invasion. To address this, they approached the Kingdom of Italy and acquired 35 Fiat G.50 Freccia fighters. While the G.50 was not an exceptional fighter in terms of overall performance, it was sufficient for the Finnish Air Forces and remained in frontline service until 1944.

The Fiat F.50 in Finnish service. Source: https://en.wikipedia.org/wiki/Fiat_G.50_Freccia

Finland’s Early Struggle to Survive 

Following the collapse of the Russian Empire, and the subsequent Civil War, Finland emerged as an independent state. While it did not have great relations with the neighboring Soviet Union, Finland’s first two decades of independent existence proved to be mostly peaceful. This changed drastically on 27th August 1939, when a secret meeting between German Foreign Minister Joachim von Ribbentrop and Soviet Foreign Minister Vyacheslav Molotov resulted in the Molotov-Ribbentrop Pact. This non-aggression pact had secret protocols dividing Eastern Europe into spheres of influence, which directly affected Finland. As part of the agreement,  Germany agreed to let the Soviets occupy former territories that had belonged to the Russian Empire. By September, the Soviets were in the process of occupying the Baltic states under the pretext of defending against a possible German attack. These countries were mostly too small to offer any real resistance to the Soviet demands.

Fearing a potential war with the rapidly expanding Soviet Union, Finnish military officials sought to acquire as many weapons and as much material as possible, including aircraft. As part of this, a delegation was dispatched to Italy. This delegation visited Turin in 1939, where new G.50 fighter was being tested. The Finnish representatives were impressed with the aircraft’s performance and promptly placed an order for 35 brand-new G.50s.

In November 1939, while testing the G.50’s capabilities, Finnish pilot Tapani Harmaja took a sharp dive from an altitude of over 3.5 km, reaching a remarkable speed of 830 km/h during his descent. Ironically, this was the highest speed achieved by any Italian aircraft up to that date.

Purchasing the 35 aircraft was the easy part; transporting them to Finland proved to be a much more challenging task. By then, the Second World War had already begun in Europe with the German invasion of Poland. With limited options, the aircraft were disassembled into smaller parts and transported by train to northern Germany. From there, they were loaded onto ships bound for neutral Sweden. Due to various delays, the first aircraft was not fully assembled until mid-December 1939, and the last of the 35 ordered fighters did not arrive in Finland until June 1940.

In the hope of acquiring more modern fighters Finland purchased 35 new Fiat G.50 fighters from Italy. Source:  airpages.ru

The Fiat G.50, a Brief History

During the 1930s, the Italian Ministry of Aviation (Ministero dell’aeronautica) was interested in adopting a new, all-metal monoplane fighter and ground-attack aircraft for the Italian Air Force (Regia Aeronautica). In April of 1935, engineer Giuseppe Gabrielli began working on a new low-wing, all-metal aircraft designated G.50. On 28th September 1935, Gabrielli submitted his project to the Ministry of Aviation. Military officials were impressed by the design and ordered him to proceed with his work. As Fiat’s production capacities were overburdened, work on this new project was instead moved to the Costruzioni Meccaniche Aeronautiche (CMASA) works at the Marina di Pisa, which had been a part of Fiat since 1931. By 1936, Giuseppe Gabrielli had completed his last drawings and the list of needed materials and equipment in.

The prototype was completed in early 1937 and was transported to the city of Turin for further testing. The prototype, under registration number MM 334, made its first test flight on 26 February 1937. Once accepted for service, the Fiat G.50 would become the first Italian all-metal monoplane fighter. Between 1938 to 1943, some 774 to 791 G. 50s would be built. These saw combat service starting from 1938 in the Spanish Civil War, until 1943 when the few surviving aircraft were reassigned to secondary roles.

G.50s flying in formation with a German Bf-110, possibly during the Battle of Britain Source; Wikipedia

In Finnish Service

While the G.50 proved to be a fairly modern fighter, they arrived too late and in too few numbers to have any real impact in the Winter War. The Soviet Union then demanded territorial concessions from Finland, particularly the lease of the Karelian Isthmus and other areas near Leningrad. The Finns were reluctant to comply, leading to unsuccessful negotiations. When diplomatic negotiations failed, the Soviet Union launched a military offensive against Finland on 30 November 1939. Despite being outnumbered and outgunned, the Finnish military, with their knowledge of the terrain and effective guerrilla tactics, inflicted significant casualties on the Soviet forces. The harsh winter conditions also worked to Finland’s advantage.

With the gradual arrival of the G.50, these aircraft were assigned to the  Lentolaivue 26, or shortened, LeLv 26 (REng. 26th Fighter Wing). This unit was based at Haukkajärvi. Although the G.50s arrived late, they still saw significant action. Between February and March 1940, Finnish pilots flying these aircraft managed to shoot down 11 Soviet planes, losing only one of their own.

There is some disagreement among sources and authors regarding the use of the Fiat G.50 during the Winter War. According to P. Vergnano (Fiat G.50), the aircraft was deployed in this conflict. However, other authors, such as G. Cattaneo (The Fiat G.50), state that 14 aircraft reached Finland by February 1940, and were assigned to the 26th Fighter Wing, but they did not see action until after March 1940. D. Monday (The Hamlyn Concise Guide to Axis Aircraft of World War II), simply mentions that they arrived too late to participate in the Winter War.

Despite the Finns’ valiant resistance, they were eventually forced into peace negotiations with the Soviets. The war concluded with the signing of the Treaty of Moscow on 12th March 1940. Though brief, the conflict was costly for both sides, and Finland was compelled to cede roughly 10% of its territory to the Soviet Union, including the Karelian Isthmus. Finnish military officials, however, recognized the need to prepare for future conflicts.

Camouflage And Marking

Initially, the G.50 would use camouflage of Italian origin, featuring a combination of green, brown, and sand backgrounds. In 1941, at the insistence of the Germans, the original Italian camouflage colors would remain unchanged for the Finnish planes. However, the Italian paint was prone to peeling, so ground crews used whatever was available to repair the damage. After 1942, most aircraft were repainted with Finnish camouflage colors, such as black, olive green, and light blue.

The first aircraft that arrived in Finland was designated with the code SA-1. This was later changed to FA-1 (up to FA-35) in late January 1940, with the capital ‘F’ standing for Fiat.

The standard Finnish Insignia was a Hakaristi cross, commonly referred to as a swastika, on either side of the fuselage. The Finnish Hakaristi is often conflated with the swastika used by Nazi Germany, however, the Hakaristi was not derived from the German swastika and had been used in Finland since 1918, drawing from much older cultural use. The Hakaristi markings were blue with a round shape and a white background.

Additionally, commanding fighters often had large numbers painted on their tails. The first squadron fighter leader’s aircraft had a light blue number, followed by a black number with yellow trim for the second, and a yellow number for the third. After 1942, the light blue color was replaced by a simpler white.

The first G.50 (initially marked as SA-1 later changed to FA-1) reached Finland. This aircraft used for initial testing and crew training. Source: en.topwar.ru
The standard Finnish roundel was a Hakaristi cross which as painted on the fuselage sides. Source: ww2aircraft.net
The first squadron fighter leader’s aircraft had a light blue number, followed by a black number with yellow trim for the second, and a yellow number for the third. After 1942, the light blue color was replaced by a simpler white. Source: ww2aircraft.net

Continuation War 

While not fully aligned with Nazi Germany, Finland did allow the Wehrmacht access to Northern Finland. Finland later signed the Anti-Comintern Pact, which was initially an anti-communist pact between Germany and Japan, with other minor nations signing throughout the war. Prior to this, relations had already been previously established, which was convenient for both nations, as Germany could stage their military in Lapland, and other areas of Finland, for Operation Barbarossa. In turn, Finland would be granted the military assistance they needed. However, this ended all support, both material and political, from the Western Allies. On the 22nd of June 1941, Germany’s invasion of the Soviet Union began, assisted by some Finnish forces. Three days later, the Soviets staged air raids against nearby Finnish cities, thus beginning the Continuation War. Finland never sought to gain any additional territory from the conflict, only to regain control of what was initially lost during the Winter War.

Just before the outbreak of the Continuation War, the Finns observed that the newly arrived G.50 aircraft were somewhat ill-suited for operating in the harsh Northern climate. This was not entirely unexpected, as the aircraft had been designed in Italy, a much warmer region, and the designers had not anticipated the need for the G.50 to function in colder parts of the world. In response, the Finnish Army attempted to modify the G.50 to enhance its effectiveness in these conditions.

The G.50s that the Finns received were from the first production series, which featured enclosed cockpits. This design element was not well received by Finnish pilots, leading to the replacement of the enclosed cockpits with open ones. Additionally, the aircraft’s variable-pitch propeller mechanism had a tendency to freeze in low temperatures, risking critical component failure. To address this issue, the Finns turned to Sweden for assistance, importing Swedish propeller spinners that were better suited for cold climates. These spinners were originally used on Swedish-imported CR.42 and J11 biplanes, which had faced similar issues.

Further modifications included replacing the original G.50 fins and rudders with improved versions. Finnish engineers also experimented with the installation of landing skis for use in snowy conditions.

To avoid freezing of some parts of the propellers, Finish engineers added a new Swedish propeller spinner, as seen here. Source: P. Verganano Fiat G.50

When the war resumed, the 26th Fighter Wing, stationed at an airfield near Utti, was tasked with defending the area around Lake Ladoga, where they saw the bulk of their action. From the outset, Finnish pilots operating the G.50 achieved remarkable success. On the first day of the conflict, the six G.50s managed to shoot down ten Soviet bombers without suffering any losses. One pilot, Oiva Tuominen, alone shot down four of these bombers within a matter of minutes. Tuominen would go on to become one of Finland’s top fighter aces, credited with a total of 23 air victories (though some sources claim 33 or even 43), with around 15 of these achieved while flying the G.50. For his service, he was awarded the Mannerheim Cross, Finland’s highest military decoration at the time. In 1941, following the German invasion, the number of Soviet aircraft on this front sharply declined.

In late August 1941, they successfully shot down nine Soviet fighters. By the end of the war, pilots of the 26th Fighter Wing had achieved approximately 88 air victories, with the loss of 11 G.50 aircraft. Of these, only two were downed by Soviet fighters, one was lost to anti-aircraft fire, and eight were lost due to accidents or mechanical failures.

By 1943, the introduction of newer Soviet fighter models and better-trained pilots forced the Finnish Air Force primarily into a defensive role. At this point, the G.50 was clearly obsolete as a frontline fighter, but due to a lack of alternatives, it remained in service until 1944. After May 1944, the surviving aircraft were withdrawn and relegated to secondary roles, such as training. However, by the end of the war, several operational G.50 fighters remained in use, with some continuing to serve until 1947.

Technical characteristics

The G.50 was a single-seat, low-wing, all-metal fighter plane. The fuselage was made from four angular longerons. The wing construction consisted of a center section which was made of a steel tube connected to the lower fuselage and two metal spars connected with ribs. The fuselage, wing, and tail were covered with duralumin sheets. The only fabric-covered parts of the aircraft were the movable control surfaces in the wings and the tail. The G.50 was powered by the 840 hp (626 kW) Fiat A 74 RC 38, a 14-cylinder radial piston engine, which drove an all-metal three-blade propeller produced by Fiat.

The G.50 was equipped, like most modern aircraft of the time, with inward retracting landing gear, but the rear tail wheel was fixed. In later improved versions, the rear tail wheel was changed to a retractable type as well.

The armament consisted of two forward-firing 12.7mm Breda-SAFAT heavy machine guns, with 150 rounds of ammunition for each gun. The guns were placed behind the upper engine cowl and were synchronized in order not to damage the propeller.

In Finnish service, these aircraft received several modifications as mentioned earlier. This included an open pilot cockpit, enlarged tail control surfaces, and propeller spinners which protected the variable pitch mechanism from the cold climate.

The Finnish version could be easily identified by the open cockpit and the use of an engine spinner, Source: www.militaryimages.net

Conclusion

The acquisition of the Fiat G.50 provided Finnish pilots with a more modern fighter aircraft. While the design was not exceptional from the start, the Finns managed to put it to good use, achieving relatively good success against the Soviet Air Force. The G.50 remained in service well into the later stages of the war.

Specification G.50 Fighter
Wingspan 35 ft 11 in / 10.9 m
Length 26 ft  3 in / 8 m
Height 10 ft 7 in / 3.28 m
Wing Area 196.5 ft² / 18.25 m²
Engine One 840 hp (626 kW) Fiat A.74 RC.38, 14 cylinder radial piston
Empty Weight 4,353 lbs / 1,975 kg
Maximum Takeoff Weight 5,324 lbs / 2,415 kg
Fuel Capacity 316 l
Maximum Speed 292 mph / 470 km/h
Range 267 mi / 445 km
Maximum Service Ceiling 35,100 ft (10,700 m)
Climb speed Climb to 19,700 ft (6,000 m) in 7 minutes and 30 seconds
Crew One pilot
Armament
  • Two 12.7 mm Breda-SAFAT heavy machine guns

Illustration

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Illustration by Haryo Panji

Sources 

  • V. Nenye (2016) Finland At War  The Continuation And Lapland Wars 1941-45, Osprey Publishing
  • V. Nenye (2015) Finland At War The Winter War, Osprey Publishing
  • P. Jowett and B. Snodgrass (2006) Finland At War 1939-45, Osprey Publishing
  • D. Nesic (2008)  Naoružanje Drugog Svetsko Rata-Italija. Beograd
  • C. Shores (1979) Regia Aeronautica Vol. I, Signal publication.
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • V. Nenye (2016) Finland At War The Continuation And Lapland Wars 1941-45, Osprey Publishing
  • V. Nenye (2015) Finland At War The Winter War, Osprey Publishing
  • P. Jowett and B. Snodgrass (2006) Finland At War 1939-45, Osprey Publishing
  • P. Verganano (1997)  Fiat G.50, La Bancarella Aeronautica
  • A, Brioschi (2000) I Colori Del Fiat G.50, La Bancarella Aeronautica
  • G. Cattaneo The Fiat G.50, Profile Publication

 

Dewoitine D.520 in Regia Aeronautica Service 

Italy, WW2, , , , ,

italian flag Kingdom of Italy/Italian Social Republic  (1941-1945)
Fighter – Approximately 60 Airframes Received

The Dewoitine D.520 was an advanced French fighter aircraft of the Second World War, which had been employed in large numbers during the Battle of France. After the French Campaign, the German forces captured dozens of Dewoitine D.520s in working order, of which 60 were delivered to the Italian Regia Aeronautica (Royal Air Force) in two separate batches of 30 planes.

Leftovers

Of those, some were never retrieved from the French airports they were left at, and others were disassembled, and cannibalized for spare parts. For these reasons, and the absence of data in Italian official documents, many of their stories have been lost to time.

Prior to being supplied any D.520 by the Luftwaffe, the Italian Regio Esercito (Royal Army) had captured about 30 Dewoitine D.520s during its involvement in the Battle of France. These were almost immediately delivered to the Regia Aeronautica. According to the official documentation, the first three specimens were assigned to 2° Stormo Caccia (Eng: 2nd Fighter Wing), even if it is not clear when they were delivered and to which squadron.

Regia Aeronautica D.520 of an unidentified squadron. The planes have by this point received Italian markings, such as the cross and the white band, but the base camouflage appears to remain the one featured on the original French planes, with the exception of the red propeller hub. Source: Pinterest

The command of the 2° Stormo was based at the Turin-Mirafiori airport after the 20th of January 1941, with 68 pilots and 119 mechanics, a total of 12 FIAT C.R. 42, and waiting for the new Macchi M.C. 202. For two months, they defended the largest industrial centers in northern Italy, such as Turin, Milan, Genoa, and Savona. At the end of February, the first Macchi M.C. 200 and some CR 42s arrived, bringing the department’s equipment to 62 MC 200s and 22 CR 42s, but with no mention of the Dewoitines.

There appear to have been three D.520s available. Due to a lack of spare parts and 20 mm ammunition (the Hispano-Suiza did not fire the same 20 mm cartridges produced in Italy), these were rarely used by pilots, except for training to fight against the French aircraft.

A Regia Aeronautica D.520. This picture is referred to as having been taken either in France, before the aircraft was transferred to Italy, or on an airfield in Southern Italy. Source: Pinterest

The remaining Dewoitines captured by Italy were kept at the airports of Montélimar, Orange, Istres, and Aix-en-Provence, and at the Toulouse factory until the beginning of 1943, when some Italian pilots, including Pilot Sergeant Luigi Gorrini (19 kills and 9 probable) had the task of transferring them to Italy.

Of these new D.520s taken over by the Regia Aeronautica, 8 went to equip the 22° Gruppo Autonomo Caccia Terrestre (22nd Autonomous Terrestrial Fighter Group) in late February 1943 at the airport of Capodichino. The French aircraft were deployed alongside the Macchi M.C. 202, the Reggiane Re. 2001, and some pre-series Reggiane Re. 2005. These aircraft were used to intercept the American B-24 bombers which increasingly hit the city of Naples.

The Dewoitine proved to be very efficient in this task, managing to damage several bombers, often causing the bombers to abort their missions. They were helped by their powerful 20 mm cannon, which at the time had no equivalent on the Italian fighters of the unit (except for the Re. 2005). This is not particularly surprising, as the cannon firing through the propeller hub, a feature of the D.520, and in general most French fighters of the era, was found to be highly accurate in most situations, though limited by a magazine of only 60 rounds. The Italian planes, such as the Macchis and the FIATs, were less precise, but had increased magazines that guaranteed the possibility to commit to several attacks.

On March 1st, 1943, Major Vittorio Minguzzi, commander of the 22° Gruppo Autonomo Caccia Terrestre, and a Reggiane Re. 2005 veteran, shot down a B-24 in the middle of a  bombing run over Naples with a D.520. This kill, considered probable for a long time until the discovery of the bomber’s wreck, was the first recorded victory by a D.520 of the Regia Aeronautica, even if it is likely some Allied aircraft had already fallen victim to Italian D.520s in the previous weeks.

Details of the nose of a D.520 during the plane’s showcase to General Mazzucco, 19th of May 1943. Source: Pinterest

On 19th May 1943 in Littoria, the 371ª Squadriglia Caccia Terrestri (371th Terrestrial Fighter Squadron) officially presented the French fighter to General Renato Mazzucco, commander of the 3ª Divisione Aerea (3rd Air Division), who had come to visit their airbase. This confirms that the 371ª Squadriglia Caccia Terrestri also had a certain number of Dewoitines in service.

On 21st May 1943, the Regia Aeronautica delivered 39 Lioré et Olivier LeO 451 bombers previously captured in the SNCASE factory in Lyon’s Ambérieu-en-Bugey to the Luftwaffe in exchange for the delivery of 30 French Dewoitine D.520s captured by the Germans and apparently never used after the French surrender.

Apparently, these aircraft were delivered without ammunition, without any spare parts, and with evident damage to the weapons and equipment on board. It is supposed this damage was sabotage performed by French pilots, before their aircraft fell into Axis hands during the Battle of France.

After Italian mechanics disassembled some of them to cannibalize the spare parts, these Dewoitines were supplied to the 161° Gruppo Autonomo Caccia Terrestre (161st Autonomous Terrestrial Fighter Group) based at several airports in southern Italy. The numbers are not known, but they were used by the 163a Squadriglia Caccia Terrestri (163rd Terrestrial Fighter Squadron) in Grottaglie, 162a Squadriglia Caccia Terrestri (162nd Terrestrial Fighter Squadron)  in Crotone, and 164a Squadriglia Caccia Terrestri (164th Terrestrial Fighter Squadron)  in Reggio Calabria together with a force of Italian fighters.

Other units that used the D.520 were the 355a Squadriglia (355th Squadron)  and the 370a Squadriglia (370th Squadron), with both units receiving three each, under the 24° Gruppo Autonomo Caccia Terrestre (24th Autonomous Terrestrial Fighter Group).

The 232a Squadriglia Caccia (232nd Fighter Squadron) of the 59° Gruppo Bombardamento Terrestre (59th Terrestrial Bombardment Group) received an unknown number of D.520s for escort duties alongside Savoia Marchetti S.M. 79 three-engine bombers. An unspecified number were used by the 167º Gruppo Autonomo Intercettori (167th Autonomous Interceptor Group) based in Guidonia with the specific task of defending the city from bombers. It is also known that  D.520s were used by the 60° Gruppo Bombardamento Terrestre (60th Terrestrial Bombardment Group), and the 13° Gruppo Caccia (13th Fighter Group), the latter being stationed at the Arena Metano Airport near Pisa.

According to official records, on July 31st, 1943, the Regia Aeronautica still had 47 Dewoitine D.520s in service, which were used mostly in the role of bomber interceptors.

In the confusion that followed after the armistice of 8th September 1943, the departments of the Royal Italian Army parted ways. Some, continuing to fight for the Axis, became part of the Aeronautica Nazionale Repubblicana or ANR (Republican National Air Force). The Aeronautica Cobelligerante Italiana (Italian Co-belligerent Air Force) fought for the Allies, but did not use the D.520.

Many Dewoitines were destroyed by pilots and mechanics, or were captured by the Germans, who re-used them in the Luftwaffe.

The ANR took possession of three D.520s previously in service with the 24° Gruppo Autonomo Caccia Terrestre. These three aircraft were assigned to the recently established 101º Gruppo autonomo caccia (101st Autonomous Fighter Group) in Turin-Mirafiori for training tasks with Macchi M.C. 200 and FIAT C.R. 42 and, disbanded some time later, without ever taking part in combat.

Italian Evaluation 

The Italian judgment of the Dewoitine D.520 was not entirely positive for two reasons. The first is to be found in a nationalist perspective, which gave a negative perception for the foreign D.520. Secondly, pilots such as the ace Luigi Gorrini, who had the opportunity to test it in simulated combat against other fighters, did not consider it agile enough compared to contemporary aircraft, such as the Macchi M.C. 200. Italian pilots considered the D.520 inferior to the Macchi in all areas except armament.

However, the spacious cockpit, the very efficient communication system (when not tampered with), and the 20 mm cannon were praised. These would only be introduced on Italian aircraft starting from 1943. Against US bombers, the guns made a marked difference even if the little ammunition on board was often a limiting factor. The same had been found by French pilots during the campaign of France, who often had to rely on the machine-guns if the mission went on for too long; this was more of an issue against the more robust bombers which were being fielded by 1943.

Italian camouflage and markings 

The typical camouflage used on the Italian planes was similar to the original French one. The coat of arms of the French Air Force was covered with new layers of paint, adding a band on both sides of the wings and one on the fuselage with white paint. The Croce di Savoia was painted on the rudder, a distinctive symbol of Italian aircraft since June 1940. An interesting note is that the Croce di Savoia on the Dewoitines was painted without the coat of arms of the Italian royal family.

A Dewoitine D. 520 of the 24° Gruppo Autonomo Caccia Terrestre with its distinctive coat of arms. Olbia, Sardinia 1943. Source: Pinterest

At least one specimen was painted in an aluminum color (since the photo is in black and white, for a long time, it was believed to be in Olive Green). It had the typical coat of arms of Italian fighters, the Fasci Littori, on the sides of the cockpit and the ‘Fasci Littori Alari’ symbol of the Regia Aeronautica on the wings. This unique example was painted on the occasion of General Mazzucco’s visit to Guidonia.

The 59° Gruppo Bombardamento Terrestre aircraft received the standard camouflage used in North Africa by the Royal Italian Air Force, khaki with dark green spots. These D. 520s were painted with the Savoia royal family coat of arms.

The ANR specimens were painted in light gray with dark gray spots, a tricolor on the fuselage and rudder and the ‘Fasci Littori Alari’ on the wings. According to evidence, at least one specimen remained in the classic French camouflage, perhaps being repainted into the ANR camouflage at a later time.

Conclusions 

Despite the little information on the operational history of the Dewoitine D.520s in Italian service, we can suppose that it was appreciated by the Italian pilots, even for their rancor against all aircraft of foreign origin. The limited numbers received and deployed by the Italian units did not permit a great service of these French aircraft by the Regia Aeronautica. For much of their service, these planes were held at airports for maintenance.

Dewoitine D.520C-1 specifications
Wingspan 10.18 m
Length 8.75 m
Height 2.55 m
Wing Area 16 m²
Engine Hispano-Suiza 12Y-45
Power at Critical Altitude 935 hp at 4,200 m
Max RPM 2,400 RRM
Propeller Three-bladed Ratier or Chauvière (3 m diameter)
Empty Weight 2,050 kg
Maximum Takeoff Weight 2,740 kg
Wing Load 195 kg/m²
Fuel Capacity 400 liters standard

640 liters with wing fuel tanks
Time to Altitude 4,000 m in 5’13”

6,000 m in 7’57”

8,000 m in 13’24”
Maximum Speed 425 km/h at sea level

535 km/h at 6,750 m
Cruising Speed 400 km/h
Stall Speed 125 km/h
Range Around 900 km with a standard fuel load

1,500 km at max fuel load (equipped w/ wing tanks)
Maximum Service Ceiling 11,000 m /
Crew 1 Pilot
Armament 20 mm HS-404 firing through the propeller hub with 60 rounds

4x MAC34M39 machine guns with 675 rounds per gun in the wings
Number Completed 60 officially delivered to Regia Aeronautica unknown used in active service

Illustrations

Credits

  • Written by Arturo Giusti
  • Edited by Henry H.
  • Illustrations by Oussama Mohamed “Godzilla”

Sources

 

CR.32bis in Austrian Service

Austria, , , , , ,

Austria (1936)

Biplane Fighter: Number operated 45

In the search for more modern fighters, Austria acquired some 45 CR.32bis biplane fighters from Italy. These were some of the best biplane designs in the years before the war, but were quickly deemed obsolete once they encountered more modern fighters. In Austrian hands, these would only have a limited service life, as two years later this country would be annexed by Nazi Germany.

Austrian-operated CR.32bis biplane fighter. Source: https://www.airhistory.net/photo/304058/177

History

Following the end of the First World War, the once mighty Austro-Hungarian Empire ceased to exist. Its territories were taken by its neighbors, or given to newly created states that emerged following the war. What was left of Austria was deprived of its military force and sounded by not-so-friendly countries.

To acquire some modern aircraft for its air force, an Austrian delegation visited Italy. After examining various designs, the Austrian Federal Ministry of National Defence agreed to buy 45 CR.32bis biplane fighter aircraft at the start of 1936. These were better-armed and slightly improved versions, with two additional machine guns positioned in the wings. Once in Austria, they were used to equip  Jagdgeschwader II stationed at Wiener Neustadt.

In total, Austria acquired 45 of the CR.32bis from Italy in early 1936. Source: forum.axishistory.com

A Brief CR.32  History

The success of the CR.30 prompted the Italians to further improve this design. A prototype of the improved CR.32 was completed and flight-tested in April 1933. Following the successful test trials, the aircraft was accepted to service and put into mass production, proving to be one of the better biplane designs that arose just before the Second World War. It achieved great export success as it was sold worldwide such as in China, Hungary, Spain, Venezuela, and Austria. While it performed well during the Spanish Civil War, the days of the biplane fighter were gone, replaced by the more modern single-wing fighter. Thus the Cr.32s in service by the Italian Air Force suffered heavy losses when they encountered more modern fighters.

The Italian CR.32 biplane fighter. Source: Wiki

In Austrian Service

As mentioned, the CR.32bis was allocated to the Jagdgeschwader II. this unit was divided into three squadrons (Jagdstaffeln) 4/II, 5II, and 6/II. Their service life within the Austrian Air Force was rather limited and besides some military exercises, they did not see any combat action.

Austria was never in a good geopolitical situation. From the north, they were constantly under pressure from Nazy Germany, who tried several times to direct the Austrian government to its side. For example, in 1934 Nazis organized the assassination of Austrian Chancellor Engelbert Dollfuss. While this did not change the political situation to Germany’s favor, due to Italian intervention, the Austrian government remained in a great crisis. By 1938, the relationship between Germany and Italy was improving, determining the fate of Austria. In March 1938, the German Army moved into Austria and essentially took over the country in an event known today as the  Anschluss.

The equipment of the Austrian Army and Air Force were captured by the Germans. The Jagdgeschwader II was renamed to I.Gruppe – Jagdgeschwader 138 and was relocated to Aspern. The Germans never tried to incorporate the CR.32 into their forces, they were only briefly used as training aircraft. Eventually, the 36 available CR.32 aircraft would be sold to Hungary which already had this aircraft.

A total of 45 CR.32 were allocated to the Jagdgeschwader II. Source: /fighters.forumactif.com
In German service, the CR.32 would see quite limited service as a training aircraft. Seeing no proposal to operate them any further, these would be sold to Hungary. Source:acesflyinghighthesurvivors.wordpress.com
At least one CR.32 would be damaged during a landing accident by the new owners. Source: Pinterest

Camouflage and Marking

The Austrians used a combination of silver paint and natural metal for this aircraft’s liveries. In addition, the wings struts were painted in black.  Regarding national marking, they added an Austrian flag which was painted on the aircraft tail. On the fuselage sides, a red circle with a white triangle was painted followed by a vertical red stripe.

The Austrians added a red-white-red flag which was painted on the aircraft tail. On the fuselage sides, usually a red circle with a white triangle was painted followed by a vertical red stripe. On occasions some aircraft such as this one received additional markings. Source:  fighters.forumactif.com

Technical Specification

The Fiat CR.32 was designed as a biplane, mixed-construction fighter. The fuselage frame was made using four longerons connected to a triangle-shaped framework. The fuselage was covered in sheet metal, except with some minor parts which were covered in fabric. Wings were made of two spars connected with a duralumin tube and then covered in fabric. The landing gear consisted of two forward-mounted wheels which were connected to the fuselage and a tail wheel. The armament consisted of two 7.7 cm (0.3 in), or two 12.7 cm (0.5 in) machine guns. The ammunition load for the former was 750 and the latter 350 per machine gun. Both of these were mounted above the engine compartment.

The CR.32bis was a slightly improved version that incorporated the addition of two lower-wing positioned machine guns. Source: acesflyinghighthesurvivors.wordpress.com

Conclusion

The CR.32bis was the best available Austrian fighter aircraft. Unfortunately for them, the geopolitical situation in this part of Europe was not in their favor. The rising Nazi Germany for years tried to annex this small country, which they eventually achieved in 1938. The annexation of Austria also meant the end of their short-lived Air Force.

CR.32bis  Specifications
Wingspans 9.5 m / 31  ft 2  in
Length 7.45 m / 24 ft 5  in
Height 2.63 m / 8  ft 7  in
Wing Area 22.1 m² / 238 ft²
Engine One 600 hp Fiat A.30 RA bis 12-cylinder piston engine
Empty Weight 1,400 kg / 3,086 lbs
Maximum Take-off Weight 1,970 kg / 4,343 lbs
Maximum Speed 350 km/h / 217 mph
Range 680 km / 422 miles
Maximum Service Ceiling 8,800 m / 28,870 ft
Crew 1 pilot
Armament
  • Two 12,7 mm or two 7.7 mm machine guns in the upper fuselage
  • Two 7.7 mm in the lower wings

Illustration

 

Credits

  • Written by Marko P.
  • Edited by Henry H.
  • Illustrations by Oussama Mohamed “Godzilla”

Source:

  • D. Nesic  (2008)  Naoružanje Drugog Svetsko Rata-Italija
  • (1996) CR 32 Ali D’ITalia, La Bancarella Aeronautica Torino
  • G. Cattaneo (1965) The Fiat CR.32, Profile Publication
  • G. punka (2000) Fiat CR 32/CR 42 In Action, Signal publication
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books

 

 

 

Me 109 in Independent State of Croatia Service

Croatia, WW2, , , , ,

Independent State of Croatia flag Independent State of Croatia (1944-1945)
Fighter –  15 to 30 Operated

Following the collapse of the Kingdom of Yugoslavia after the Axis invasions in April of 1941, the Nezavisna Država Hrvatska (Eng. Independent State of Croatia) was created. It immediately began forming its military, including an air force. This air force, while managing to acquire a few hundred aircraft of various types, always lacked fighter planes. Nothing major was done to improve them in this regard up to 1944, when finally, Germany agreed to send a small group of Me 109’s to the NDH to bolster their fighter force.

An Me 109G in NDH Service. Source: www.britmodeller.com

History

After Italy’s unsuccessful invasion of Greece, Benito Mussolini was forced to ask his German ally for help. Adolf Hitler agreed to assist, fearing that a possible Allied attack through the Balkans would reach Romania and its vital oil fields. In the path of the German advance towards Greece stood Yugoslavia, whose government initially agreed to join the Axis side. This agreement was short-lived, as the Yugoslav government was overthrown by an anti-Axis, pro-Allied military coup at the end of March 1941. Hitler immediately gave an order for the preparation of the invasion of Yugoslavia. The war that began on 6th April 1941, sometimes called the April War, was a short one and ended with a Yugoslav defeat and the division of its territory between the Axis powers.

With the collapse of the Kingdom of Yugoslavia, Croatia, with German aid, was finally able to declare independence, albeit becoming a fascist puppet state. It was officially formed on the 10th of April 1941. The new state received a significant territorial expansion by annexing most of western Yugoslavia, including Bosnia, parts of Serbia, and Montenegro.

While the conquest of the Kingdom of Yugoslavia proved to be an easy task for the Axis, holding these territories proved to be much more difficult. This was mainly due to two major resistance movements that were actively engaged in sabotage, destroying railways and bridges, and attacking isolated occupation units’ positions and strong points. Despite attempts to suppress these attacks, the resistance movements, especially the Communist Partisans, grew rapidly, forcing the Germans and their Allies to introduce ever-larger occupation forces. The NDH forces were especially targeted by the resistance as they committed numerous war crimes, including mass murders and deportations to concentration camps. Thanks to German help, they managed to form a small air force that had in its inventory all kinds of obsolete, and in rare cases, modern equipment. By 1943, it was in the process of reorganization, and the NDH officials during this period often asked their German overlords for more modern aircraft. Sometimes they even portrayed their own Air Force as being weaker than it was in the hope of getting military aid. Eventually, near the end of the war, several dozen Me 109s were sent from Germany to NDH.

A Brief Me 109 History

The Me 109 was Willy Messerschmitt’s response to the German Air Force’s request for a modern fighter in 1934. Despite being a completely unknown aircraft designer, his aircraft, thanks to its simplicity and performance, easily beat the competition. Soon after it entered mass production in 1936. It was quite an advanced design for its time and superior to most fighters around the world. Over the years various versions were built, each introducing various modifications. Some were even specially made for various other roles, such as training or reconnaissance. By the end of the war over 30.000 were built making it the second most produced military aircraft in history. Given the sheer number of produced aircraft, it should not be surprising that many were sold or given to various nations in Europe.

One of the most iconic fighters of the Second World War was the Me 109. Source: Wiki

The Need of the NDH Air Force

Following the collapse of the Kingdom of Yugoslavia, the NDH began organizing its newly created armed forces. Its air force was created on the 19th of April, 1941. Immediately, work began on creating an adequate structural organization, acquiring manpower, and procuring equipment. Initially, plans for arming this Air Force were ambitious and included acquiring the newest German aircraft design. For example, the main fighter aircraft was to be the Me 109E. A single fighter group would consist of 22 such aircraft. The Germans on the other hand decided to ignore this request, as these planes were needed for the upcoming invasion of the Soviet Union. They also did not fully trust the NDH officials. As a compromise, the NDH air force was to be equipped with the stockpiles of captured Yugoslavian aircraft. The Germans, once again disappointed in the state of their air force, gave the NDH only those aircraft that were mostly obsolete while transferring the better aircraft, like the Hurricanes, to Romania instead.

Prior to the war the Kingdom of Yugoslavia operated a number of modern Me 109E fighters. Despite the NDH’s constant requests to the Germans to deliver at least some of these nothing came of this. Source:  www.paluba.info

Under German Command

While the Germans did not provide the NDH with the Me 109, the Croatian pilots still got the chance to fly on them. While receiving no major import of equipment from their ally, the NDH still wanted to have a good relationship with the Germans. When the massive invasions on the Soviet Union were launched, while the NDH did not directly participate in this attack, its government issued a proclamation for volunteers at the start of July 1941. It called for volunteers among the Croatian population to join the German Army. The NDH Air Force also contributed to this voluntary enlisting. While it lacked equipment, it did not have shortages of personnel willing to go and fight the Soviets.  For this purpose, the 4th Air Force Regiment was formed. It consisted of the 4th Air Force Fighter Group and the 5th Air Force Bomber Group. The 4th Group had in total over 200 members. Once assembled, the fighter group was transported to Furth in Germany where their training was to commence. The training officially began on the 19th of July 1941. For this purpose, the Germans provided some Bu 133, Ar 96, and even some older Me 109D planes. During the training process, one pilot was killed in an accident. During this period the 4th Group was divided into two newly created 10th and 11th squadrons

At the end of September 1941, elements from the 10th Squadron were sent to fight on the Eastern Front. They arrived on the 6th of October and were allocated to the Jagdgeschwader (Eng. Fighter wing) 52. They were to pilot five allocated Me 109Es, with six more being expected to arrive later. Their first combat flight mission occurred on the 9th of October.  They were patrolling the area around Ahtijevka-Krasnograd when the unit spotted a lone Soviet aircraft. It was engaged and shot down by a German pilot who served as a liaison officer in this unit. The following month saw the unit mainly tasked with patrolling and protecting the German airfields in this region. On the 2nd of November, the first air victory was achieved by Croatian pilots. Seven days later another victory was scored. On the 16th of November, the German liaison officer  Lieutenant Baumgarten managed to achieve another victory. He died two days later when he collided in mid-air with a Soviet Aircraft. At the end of November, a Soviet I-16 fighter was shot down. At the start of the following month, the first Croatian pilot, Ivan Karner, lost his life in an accident.

During December they were stationed in the Azov area. During January, pilots from this unit managed to shoot down some 23 Soviet aircraft. By April 1942, 12 more enemy aircraft were shot down over the Kerch Peninsula. In May, the whole unit was renamed to Jagdgruppe Džal (Eng. Fighter Group Džal) which was a common thing for the Germans to name particular military groups for their commanders, in this case, Colonel Franjo Džal. By that time the unit operated the older Me 109E and requested the delivery of newer models. In July 1942, the first Me 109G-2 version began to reach this unit. July and August were quite successful for the Croatian pilots who achieved many air victories, some 137 at that point, against various types of Soviet aircraft, despite being used mainly for support missions.

The Croatian pilots returned to the NDH at the end of 1942 for rest and recuperation. By this point, they had achieved 164 confirmed air victories over 3,300 flights. The best fighter ace of this unit was Cvitan Galić who was credited with 24 air victories, plus 7 more that were not confirmed. The unit was not without casualties as six pilots were lost.  After a few months spent resting, they returned to the Soviet Union in February 1943. They were stationed in Crimea and saw heavy action there. Interestingly they encountered Allied-supplied Spitfires and P-39s. While they continued bringing down many more Soviet pilots, the rapid deterioration on the frontlines caused some of these pilots to second-guess their place in the war. In May and June, at least three pilots defected to the Soviet Union. Fearing that more would follow, the Germans prohibited any further flights by Croatian pilots. The unit commander was temporarily removed from this post but reinstated later in September 1943. In late October more combat flight patrols with new pilots were initiated. The 4th Group in October had only 8 fully operational aircraft.

The 4th Group mainly operated the Me 109E with a better model arriving later into the war. Source: www.destinationsjourney.com
In July 1942 first Me 109G-2 fighter versions began to reach this unit, followed by many more different versions. Source; T. Likso and D. Čanak The Croatian Air Force In The Second World War

This unit would remain active on the Eastern Front in 1944. In September 1944, two more pilots defected to the Soviet Side, forcing the Germans to once again forbid the remaining Croatian pilots from flying. In November, the unit was disbanded and its personnel received infantry training.  In early 1945 these saw action as standard infantry in Poland. After March 1945 those that survived were sent back to the NDH. In total the 4th Group that served over four years on the Eastern Front was credited with the destruction of over 300 enemy aircraft.

Despite being a small unit the 4th Squadron pilots managed to claim 300 enemy aircraft. Source: T. Likso and D. Čanak The Croatian Air Force In The Second World War

In NDH service

It was not until early 1945 that the first Me 109 began to arrive in the NDH itself. These included the G-6, 14, and 10 variants. These aircraft were acquired for the 4th Fighter Group (11th and 12th Squadrons). While nominally part of the NDH Air Force, the 4th Fighter Group was actually under the direct control of the Germans. While 15 aircraft were to be delivered, 5 of them never reached Croatia as they were lost during the transit. These numbers are according to T. Likso and D. Čanak. (The Croatian Air Force In The Second World War). However, both authors expressed their doubts about the precise number of delivered aircraft. They believe that that number was actually higher and that more than 15 aircraft were delivered.

Author V. V. Mikić (Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945) gives a different account. According to him, some 30 Me 109s were allocated to the NDH service. The first 10 aircraft arrived at the end of November 1944. The second group of 10 aircraft reached NDH  at the end of 1944. The last 10 were to arrive in January 1945. On transit flight two of them accidentally collided, with one more benign heavily damaged during the landing.

In The Balkans 

Given that these fighters arrived late into the war, there is little surviving documentation that mentions their use in combat. In March, two Me 109s were used to attack a partisan airfield Smrdan but without any success.

During March and April 1945, some of these newly arrived aircraft were used for crew training.  These flights mainly lasted between 10 to 15 minutes, and the older Me 109G-6 was used for this purpose. On the 26th of March, and later on the 2nd of April, ground attacks against Partisan-held airfields were made.

By 1945, defections from the NDH’s forces became a common occurrence, and they were having a hard time keeping the Army intact. The Air Force was not an exception to this, as its pilots often managed to escape either to the Allies in Italy, or the Yugoslav Partisans. On the 16th of April 1945, while flying a patrol mission, two Me 109s escaped to Italy and surrendered to the Allies. These were piloted by Josip Ceković, flying aMe 109G-10, and Vladimir Sandtner, in a Me 109G-14. The first pilot escaped to Falconara and the latter to Ancona. Allegedly, these two fighters had acted as a guard to a secret NDH delegation that was to fly to Italy and ask the Allies for peace, and possibly even switch sides.

In late April 1945 pilot Josip Ceković while flying a Me 109G-10 escaped to Falconara in Italy and surrendered to the Allies. Source: www.britmodeller.com

Two more pilots deserted with their aircraft, both flying Me 109G-10s, on the 20th of April. These were part of a group of four Me 109s that were tasked with attacking Partisan ground targets. Instead, two pilots defected and flew to the city of Mostar, which was at that time in Partisan hands. They were immediately put into partisan service after the NDH symbols were repainted. On the 7th of May, they saw action against the retreating Axis ground forces.

On the 23rd of April 1945 while on patrol, two NDH Me 109s spotted two Allied  P-51s. The Me 109 pilots managed to fly at a close range of some 80 meters and opened fire. One of the P-51s caught fire, and while the pilot tried to escape a second burst of cannon fire from the Me 109 brought it down. They were intercepted by two more P-51s. The NDH aircraft, despite receiving many hits, managed to damage another P-51. As more Allied fighters began to approach this engagement, the Me 109s began to fly away toward their base of operation, managing to escape the pursuers.

The few remaining Me 109s were used in the last days of the war. They tried to defend the Axis positions at the Sermian Front in the Eastern part of Croatia. This was a vital defense line for the remaining Axis Forces that was for some time besieged by the advancing Partisans. During this time, the Me 109 participated in a few skirmishes with the Partisan-operated Yak fighters. The NDH Me 109s generally avoided direct fights as they were severely outnumbered.

In the last days of the war, many of the Me 109 escaped to Austria. It is believed that up to 17 aircraft made this flight, and they were left abandoned, later to be put to use by the advancing Partisans

Camo and markings

The NDH Me 109s were left in German late time war-type camouflages. This usually consisted of  Dunkelgrun (Eng. Dark green) and Grau  (Eng. Grey) on the upper aircraft surfaces, and  Hellblau (Eng. Sky Blue) on the lower surfaces. A yellow-painted ring followed the black nose. To the rear, the usually yellow-painted band that goes around the fuselage was repainted in green. A standard Croatian white and red checkerboard coat of arms was painted on the tail unit. Starting from 24th February 1945 the NDH Air Force introduced the use of a black trefoil that was painted on the aircraft fuselage sides or wings.

A good view of the NDH Me 109 side view, notice the large black trefoil that was painted on the aircraft fuselage sides or wings. Source: falkeeins.blogspot.com

Technical Specification

The Bf 109 was a low-wing, all-metal, single-seat fighter. To keep the production of this aircraft as simple as possible, Messerschmitt engineers decided to develop a monocoque fuselage that was divided into two halves. These halves would be placed together and connected using simple flush rivets, thus creating a simple base on which remaining components, like the engine, wings, and instruments would be installed.

In order to provide room for the retracting landing gear, Messerschmitt intentionally used only a single wing spar which was positioned quite to the rear of the wing. This spar had to be sufficiently strong to withstand the load forces that acted on the wings during flight. The wings were connected to the fuselage by four strong bolts. This design enables the wings to have a rather simple overall construction with the added benefit of being cheap to produce. During the Bf 109’s later service life, the damaged wings could be simply replaced with others on hand. The wings were also very thin, which provided the aircraft with better overall control at lower speeds but also reduced drag which in turn increased the overall maximum speed

The cockpit was placed in the center of the fuselage. It was a fully enclosed compartment that was riveted to the fuselage. The Bf 109 cockpit itself was quite cramped. The Me 109 possessed quite an unusual landing gear arrangement. The landing gear was mainly connected to the lower center base of the fuselage, which meant that the majority of the weight of the aircraft would be centered at this point. The two landing gear struts retracted outward towards the wings.

As the production of this aircraft went on for years, various modifications and improvements were carried out to improve the flight performance. This included its overall shape, engine, armament, and instrumentation. For example, the Me 109B-1 which was introduced before the outbreak of the war in Europe, was powered by a 635 hp Jumo 210D engine and armed with three 7.92 mm MG 17 machine guns

The later Me 109G-6 which was introduced to service in early 1943 was powered by a much stronger  1,475 hp DB605A engine. In addition, the armament was improved with either one 30 mm (1.18 in), or two 20 mm (0.78 in) cannons and additional two 13 mm (0.51 in) machine guns  It was a mass-produced fighter aircraft that stayed in service up to the end of the war. There were several sub-variants of the G-6 some of which were the R-2 reconnaissance, R-3 with larger fuel load, and R-6 with stronger armament in the wings.

The G-14 variant incorporated some minor changes mainly intended to standardize some parts of the Me 109 series. This includes using the erla haube type canopy, a larger tail fin, and standardized the use of methanol-water injection. The G-14 was an attempt to consolidate all of the modifications that had accumulated with the G-6 into a common variant, the G-10 was converted from old airframes to get the newer DB 605D engine into service faster.

The G-10 (essentially modified G-14/G-6) was an attempt to increase the overall flight speed and high-altitude performance by introducing the new DB 605D engine equipped with a larger supercharger. In addition, this variant received several modifications such as a reinforced, lengthened tail wheel strut, using wider front wheels, somewhat larger wings, etc. It was introduced to service in late 1944 and saw relatively limited combat action due to this.

Conclusion

The Me 109 was the best NDH fighter during the war. Unfortunately for the NDH, these began to arrive at the end of 1944. It is way too late and in too few numbers to have any meaningful impact on the war in Yugoslavia. Lack of fuel, the Allied air supremacy, and the rapidly collapsing Axis resistance meant that these stood little chance to effectively fight back.

Me 109G-6 Specifications
Wingspans 9,92 m / 32  ft 6  in
Length 9 m / 29 ft 7  in
Height 2.6 m / 8  ft 6  in
Wing Area 16.2 m² / 175 ft²
Engine One 1,475 hp DB605 AM
Empty Weight 2,700 kg / 5,950  lbs
Maximum Take-off Weight 3,200 kg / 7,055  lbs
Maximum Speed 620 km/h / 373 mph
Range 600 km / 620 miles
Maximum Service Ceiling 11,550m / 37,895 ft
Crew 1 pilot
Armament
  • One 30 mm (1.18 in), or two 20 mm (0.78 in) cannons and two 13 mm (0.51 in) machine guns

Illustration

Credits

  • Written by Marko P.
  • Edited by Henry H.
  • Illustrated by Godzilla

Source:

  • A. Pelletier (2002) French Fighters Of World War II in Action, Squadron/Signal Publication
  • J. R. Beaman (1983) Messerschmitt  Bf 109 in action part 2, Squadron publication
  • V. V. Mikić, (2000) Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945, Vojno  istorijski institut Vojske Jugoslavije.
  • T. Likso and Danko Č. (1998) The Croatian Air Force In The Second World War, Nacionalna Sveučilišna Zagreb
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • C. Chants (2007) Aircraft of World War II, Grange Books.

 

 

 

 

Re.2000 (J20) In Swedish Service

Sweden, Uncategorized, WW2, , , , , , ,

sweden flag Sweden (1941)
Fighter – 60 Aircraft

To protect their airspace as the Second World war ravaged Europe, Sweden wanted to acquire more modern fighters. Initially, they purchased American fighters, but the few they could order  were insufficient and would be soon out of date. Luckily for Sweden,  Italy was in short supply of vital metal ore, so it was that the Swedish Air Force managed to acquire 60 Re.2000 fighters. These were immediately put to service and proved to be the best fighters that Sweden had in its inventory during the war.

J20 (Re.2000) in Swedish service. Source: www.destinationsjourney.com

History

As the war in Europe broke out in 1939, Sweden tried to use its geopolitical and geographic position to remain neutral. Despite its neutral position, it still needed to acquire weapons and other pieces of military equipment to protect its border in case of any potential attack. Just as the war in Europe started,  Sweden’s military officials purchased 120 P-35 Seversky fighters from the US to strengthen its air force. The first contingent of 60 aircraft reached Sweden in early 1940. The second group never reached Sweden, as the US Government canceled this agreement.

Despite ordering 120 P-35 Seversky fighters only half that number ever reached Sweden. Source: comandosupremo.com

The Swedish Armed Forces, not wanting to be left defenseless against an enemy air force, instead approached the Italians. Luckily for them, the Italians had developed and produced the Re.2000 which was essentially an improved copy of the US P-35. The Swedish government requested the purchase of 60 aircraft of this type. The official agreement was signed on the 28th of November 1940. As payment, Sweden agreed to give the Italians vital ore resources such as chrome and nickel.

Through Italy, Sweden managed to acquire 60 Re.2000 fighter aircraft in 1941. Source:www.destinationsjourney.com

Re.2000 Brief Development History 

In 1938, the development of the Re.2000 by Reggiane began at the request of the Italian Aviation Ministry. The Italian Air Force at that time wanted to introduce more modern, low-wing fighters. By then, several different fighter designs were in various states of development. Reggiane formed a team of engineers with the aim of creating such a fighter, led by the Technical Director Antonio Alessio, and Engineer Roberto Longhi. Due to a lack of time to design an aircraft from the ground up, a solution was made to utilize some elements of the design of the US Seversky P-35. The main reason why the Re.2000 was influenced by this US design was Roberto Longhi. He had spent some time working in the aviation industry in America before returning to Italy in 1936. While the two planes look very similar, there were some differences, like the cockpit, and landing gear. Due to the lack of interest of the Italian Air Force Officials, fewer than 170 aircraft of this type would be produced. Most were exported, and only small quantities of this fighter were ever operated by the Italian Air Force.

 

Italian Re.2000 fighter. Source: www.warbirdphotographs

In Swedish service 

The first Re.2000 reached Sweden in 1941. It was disassembled and then transported by rail through Germany and finally to Sweden. Once there, it was transported to the Swedish Air Force central workshop at Malment to be reassembled, after which the first trial and evaluation flights were carried out in September 1941. Once all 60 arrived, these were allocated to the F 10 Kung. Skanska Flyglottiljen (Eng. Fighter wing) unit. Their primary base of operation was the airfields at Bulltofta and Rinkaby. In Swedish Service, the Re.2000s were renamed to J20. The ‘J’ stands for Jacktplan, meaning a fighter. These received serial numbers from 2301 to 2360. The last two digits of these numbers were painted (in white color) on the aircraft tails and engine.

In general, the overall flight performance of the J20 was deemed sufficient. Its greatest downside was its poor mechanical reliability, and the difficulty in maintaining its engine. The Italians never tested the Re.2000’s performance in a cold climate, as it was intended for service in the Mediterranean. Because of this, the Swedish maintenance crews had to find out the hard way that the aircraft was simply not suited for the cold climate in the North. Trouble starting the engine in cold weather would prove a common, and frustrating exercise.

The J20 mainly saw service in the role of the interceptor. Their job was to intercept any aircraft that came near Sweden’s airspace. These were in the majority of cases, damaged Allied aircraft that were returning from bombing raids in  Germany. On rare occasions, some German aircraft would lose their way and be intercepted by the J20. The interception operations were not intended to engage incoming aircraft but to simply escort them to the Bulltofta airfield, where the plane and its crew would be interred.

During the war, some 16 J20s were lost in various accidents but only one was shot down in combat. During a routine patrol on the 3rd of April 1945, a J20 piloted by Erik Nordlund spotted a German Do 24 aircraft that was flying near Nahobukten. As the J20 approached the German plane it was hit by 2 cm cannon rounds. While the pilot disengaged and tried to fly back, the engine exploded in midair, destroying the aircraft and killing the pilot. The J20s that survived the war remained in the inventory of the Sweden Air Force up to 1955 before being finally removed from service.

Besides their national marking, the Swedish added two large two-digit designations to the J20. These large numbers were painted in white color. Source: www.destinationsjourney.com

Surviving aircrafts

Most were either lost or scrapped, and today, only one J20 is preserved. It is currently exhibited at the Swedish Air Force Museum at Linkoping.

The preserved Swedish J20 fighter (serial number 2340). Source: plasticfantastique.com

Technical characteristics

The Re.2000 was designed as a low-wing, mixed-construction, single-seat fighter plane. The fuselage consisted of a round frame covered with a metal sheet held in place using flush-riveting. The Re.2000 wings had a semi-elliptical design, with five spars covered with stressed skin. The central part of the wing held two integral fuel tanks. The tail section had a metal construction with the controls covered with fabric.

The landing gear system was unusual. When it retracted, it rotated 90° (a copy from the Curtiss model) before it entered the wheel bays. For better landing handling, the landing gear was provided with hydraulic shock absorbers and pneumatic brakes. The smaller rear wheel was also retractable and could be steered.

The Re.2000 engine was the Piaggio P.XI R.C.40 14-cylinder air-cooled radial engine, providing 985 hp, equipped with a three-blade variable pitch propeller made by Piaggio.

The cockpit canopy opened to the rear and the pilot had a good overall view of the surroundings. For pilot protection, a 8 mm (0.3 in) thick armor plate was placed behind the seat.

The Re.2000 possessed weak offensive capabilities, as it was armed with only two Breda-Safat 12.7 mm (0.5 in) heavy machine guns. The machine guns were installed in the forward front fuselage and fired through the propeller arc. For each machine gun, 300 ammunition rounds were provided. The Re.2000 also had two small bomb bays placed in each central wing section. Each bomb bay had a payload of twenty-two 2 kg (4.4 lb) anti-personnel or incendiary bombs.

Conclusion

The J20 was the best fighter in service within the Swedish Air Force. It was noted that during its service it possessed good overall flight characteristics. There were several issues with its maintenance, but this was mainly attributed to the cold Scandinavian Climate.  In conclusion, while not the best fighter of the Second World War, for the country as Sweden it was more than enough to protect its airspace.

Re.2000 Specifications  
Wingspans 11 m  / 36 ft
Length 8 m  / 26 ft 5 in
Height 3.15 m  / 10 ft 4 in
Wing Area 20.4 m² /  220 ft²
Engine One Piaggio P.XI RC.40 985 hp
Empty Weight 2,460 kg   / 5,424  lbs
Maximum Takeoff Weight 3,240 kg   / 7,140  lbs
Climb Rate to 6 km 6 minutes 10 seconds
Maximum Speed 515 km/h  / 320 mph
Cruising speed 450 km/h / 280 mph
Range 840 km / 520 miles
Maximum Service Ceiling 11,500 m /  34,450 ft
Crew 1 pilot
Armament
  • Two 0.5 in (12.7 mm) heavy machine guns
  • 44 kg bombs
Swedish J 20 (Re.2000) with 42 marking number

Credits:

  • Written by Marko P.
  • Edited by Henry H.
  • Illustration by Pavel

Source:

  • G. Punka (2001) Reggiane Fighters in Action, Squadron/signal publication
  • D. Nešić  (2008)  Naoružanje Drugog Svetsko Rata-Italija. Beograd.
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • M. D. Terlizzi. (2002). Reggiane Re 2000: Falco, Heja, J.20. IBN
  • G. Cattaneo () The Reggiane Re.2000, Profile Publication

 

A7He1 (He 112) in Japanese Service

Empire of Japan, WW2, , , , , , , , ,

Empire of Japan (1937)
Fighter Aircraft – Number Operated 30

During the war with China, the Japanese Air Forces encountered enemy fighters that were much better than what they currently had in their inventory. As their modern fighters were either under development or only available in limited numbers, they tried to acquire new fighters from aboard.  The options for acquiring such fighters were rather limited, and the Japanese turned to the Germans for a solution. This came in the form of 30 He 112 known in Japanese service as the A7He1.

The He 112 in Japanese service. Source: D. Bernard Heinkel He 112 in Action

A brief He 112 history

Before the Second World War, the Luftwaffe was in need of a new and modern fighter that was to replace the older biplane fighters in service, such as the Arado Ar 68 and Heinkel He 51.  For this reason, in May 1934 the RLM issued a competition for a new and modern fighter plane. While four companies responded to this request, only the designs from Heinkel and Messerschmitt were deemed sufficient. The Heinkel He 112 was a good design that offered generally acceptable flight characteristics and possessed a good basis for further improvements. The Bf 109 on the other hand had slightly better overall flight performance and was much simpler and cheaper to build. Given the fact that the Germans were attempting to accelerate the production of the new fighter, this was seen as a huge advantage over the He 112. Ultimately it would not be accepted for service, and only 100 or so aircraft would be built. These would be mainly sold abroad, with those remaining in Germany used for various testing and evaluation purposes.

He 112 the unsuccessful competitor of the Bf 109. Source: www.luftwaffephotos.com

While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources and time into it, Heinkel was permitted to export this aircraft. A number of countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.

Attempts to make a deal with Japan 

In 1937 a war between Japan and China broke out. While Japan had a better-equipped and more organized army, it faced stiff resistance. The Chinese were supported by the Soviet Union which supplied them with weapons and equipment, including aircraft. These caused huge concern within the Imperial Japanese Navy. Their newest fighters were either present only in small numbers or were still under development. As a temporary solution, IJN officials decided to approach Germany for assistance in the hope of acquiring new fighters.

For this reason, a military delegation was dispatched to Germany in the Autumn of 1937. Despite its later known fame, the German Air Force at that time was still in its early stage of rebuilding and realistically did not have much to offer, being in need of modern fighters themselves.  This would come in the form of the Messerschmitt Me 109. Its competing Heinkel He 112 lost the competition but was allowed to be sold abroad if anyone was interested. It was probably for this reason that the Japanese delegation visited the Heinkel factory at Marienehe. There they had the choice to observe the He 112 V9 aircraft. They were generally satisfied with what they saw and placed an initial order for 30 He 112Bs. If these proved to be as good as they hoped they would be, another, larger order for 100 more aircraft was to be given. As a confirmation of this agreement, the Japanese delegation returned with one He 112 aircraft that was to be used for familiarization and evaluation.

One of the 30 He 112 sold to Japan in 1938, Source: D. Bernard Heinkel He 112 in Action

Naming Scheme

As this aircraft was expected to enter service, it was designated as A7He1 by the IJN. The capital ‘A’ stands as a designation for a fighter. The number ‘7’ represents that this aircraft was to supersede the type 6 designation fighter. He stands for the Heinkel, and lastly the ‘1’ stands for the first variant of this type.  The Allied intelligence services discovered its existence within the IJP and awarded it the code name Jerry. 

Testing In Japan

Four aircraft arrived in 1937, and the last one arrived at the end of 1938. As the first aircraft began to arrive, the IJN began testing the A7He1’s performance in contrast to other fighters that they had in inventory, namely the Mitsubishi A5M2. While the A7He1 proved to be some 65 km/h faster, in other regards such as climbing speed and general maneuverability it proved equal or even worse than the Japanese fighter.  The Japanese were not satisfied with the A7He1 engine which was deemed too complex. These factors ultimately led the commission which examined it to propose that it should not be adopted, nor that any further orders should be given. After the arrival of the last A7He1, the order for an additional 100 aircraft was canceled.

Ultimate Fate 

As the A7He1 was not adopted for service, the IJN had to decide what to do with the 30 aircraft. They still represent a financial investment that could not be simply discarded. Some of these were allocated to various research institutes for future studies and evaluation, the remainder were given to training schools. None were ever used operationally in combat either in China or in the Pacific.

Quite surprisingly given their age and the rather limited numbers that were acquired, a few He1 survived the war and were captured by the Allies. One example was found in Atsugi airfield near Honshu in early October 1945. Unfortunately, the fate of these captured aircraft is not known but they were likely scrapped at some point after the war.

Despite the limited number of acquired aircraft, some of them survived the war and were later captured by the Allies. Source: www.destinationsjourney.com
Another aircraft (on the left) is being photographed by the Allied soldiers. It is possible that it was the same aircraft as in the previous photograph just taken later when it was being scraped. Source: www.destinationsjourney.com

Technical Characteristics

The He 112 was an all-metal single-engine fighter. The monocoque fuselage consisted of a metal base covered by riveted stress metal sheets. The wing was slightly gulled, with the wingtips bending upward, and had the same construction as the fuselage with a combination of metal construction covered in stressed metal sheets.

During its development life, a great number of engines were tested on the He 112. For the main production version, the He 112 B-2, the 700 hp Jumo 210G liquid-cooled engine was used, and some were equipped with the  680 hp Jumo 210E engine. The He 112 had a fuel capacity of 101 liters in two wing-mounted tanks, with a third 115-liter tank placed under the pilot’s seat.

The landing gear was more or less standard in design. They consisted of two larger landing wheels that retracted into the wings and one semi-retractable tail wheel. The He 112 landing gear was wide enough to provide good ground handling and stability during take-off or landing.

The cockpit received a number of modifications. Initially, it was open with a simple windshield placed in front of the pilot. Later models had a sliding canopy that was either partially or fully glazed.

While the armament was changed during the He 112’s production, the last series was equipped with two 7.92 mm MG 17 machine guns and two 2 cm Oerlikon MG FF cannons. The ammunition load for each machine gun was 500 rounds, with 60 rounds each for the cannons. If needed, two bomb racks could be placed under the wings.

Conclusion

While the He 112 was often portrayed as a modern fighter, from the Japanese point of view it proved to be disappointing in any case. While expecting a potentially effective fighter that was better with everything they had, the He 112 proved to be quite the opposite. After the 30 aircraft arrived no further orders were given. This only serves to prove that the old saying the grass is always greener on the other side is correct once in a while.

He 112B-2 Specifications
Wingspans 29  ft 10  in / 9.1 m
Length 30  ft 2 in / 9.22 m
Height 12 ft 7 in  / 3.82  m
Wing Area 180  ft² / 17 m²
Engine One 700 hp Jumo 210G liquid-cooled engine
Empty Weight 3,570  lbs / 1,620 kg
Maximum Take-off Weight 4,960 lbs / 2,250 kg
Climb Rate to 6 km In 10 minutes
Maximum Speed 317 mph / 510 km/h
Cruising speed 300 mph / 484 km/h
Range 715 miles / 1,150 km
Maximum Service Ceiling 31,170 ft / 9,500 m
Crew 1 pilot
Armament
  • Two 20 mm (1.8 in) cannons and two machine guns  7.92 mm (0.31 in) machine guns and 60 kg bombs

 

He 112 v5 as it was tested by Japan

Credits

  • Written by Marko P.
  • Edited by  Henry H.
  • Illustrations by Godzilla

Source:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Nemаčaka. Beograd
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books.
  • https://airpages.ru/eng/lw/he112_combat_use.shtml

 

MS 406 in Croatian Service

Croatia, WW2, ,

Independent State of Croatia flag Independent State of Croatia (1943-1945)
Fighter –  36 to 46 Operated

During the Second World War, the German puppet state the Nezavisna Država Hrvatska NDH (Eng. Independent State of Croatia), tried to develop its own Air Force. Unfortunately for them, its German and Italian allies simply did not have the industrial resources, nor spare planes to allow them to build a significant air force. Still, the NDH’s persistence in asking for such equipment paid off in 1944 when they received over 30 captured French MS 406 fighters.

The Morane-Saulnier MS 406 in NDH service. Source: T. Likso and Danko Č. The Croatian Air Force In The Second World War

History

After Italy’s unsuccessful invasion of Greece, Benito Mussolini was forced to ask his German ally for help. Adolf Hitler agreed to assist, fearing that a possible Allied attack through the Balkans would reach Romania and its vital oil fields. In the path of the German advance towards Greece stood Yugoslavia, whose government initially agreed to join the Axis side. This agreement was short-lived, as the Yugoslav government was overthrown by an anti-Axis pro-Allied military coup at the end of March 1941. Hitler immediately gave an order for the preparation of the invasion of Yugoslavia. The war that began on 6th April 1941, sometimes called the April War, was a short one and ended with a Yugoslav defeat, and the division of its territory between the Axis powers.

With the collapse of the Kingdom of Yugoslavia, Croatia, with German aid, was finally able to declare independence, albeit becoming a fascist puppet state. It was officially formed on the 10th of April 1941. The new state received a significant territorial expansion by annexing most of western Yugoslavia, including Bosnia, parts of Serbia, and Montenegro.

While the conquest of the Kingdom of Yugoslavia proved to be an easy task for the Axis, holding these territories proved to be much more difficult. This was mainly due to two resistance movements that were actively engaged in sabotage, destroying railways and bridges, and attacking isolated occupation units’ positions and strong points. Despite attempts to suppress these attacks, the resistance movements, especially the Communist Partisans, grew rapidly, forcing the Germans and their Allies to introduce ever-larger occupation forces. The NDH forces were especially targeted as they committed mass murders and deportations to concentration camps. Thanks to the German help, they managed to form a small Air Force that in its inventory consisted of all kinds of obsolete, and in rarer cases, new equipment. By 1943, it was in the process of reorganization and the NDH officials during this time often asked their German overlords for more modern aircraft. Sometimes they even portrayed their own Air Force as weaker than it was.

The NDH Air Force was particularly poorly equipped with fighter aircraft. Luckily for them, the Germans at that time occupied what remained of Vichy France, capturing all kinds of military equipment. This also included the MS 406 fighters which was agreed to be sent to NDH by the end of 1943.

A Brief MS 406  History

At the start of the Second World War, the Morane-Saulnier MS 406 was one of the more modern French fighters built using metal components whose development began in mid-1930s. The first prototype under the designation MS 405 made its maiden test flight on the 8th of August 1935. Following successful testing and good performance, the French Ministry of Aviation issued a request for the first 50 aircraft in February 1938. Given the rising tension in Europe at that time the order was eventually increased to an additional 825 aircraft to be built. By the time, the French surrendered to the Germans over 1,000 aircraft of this type were built.

French Morane-Saulnier MS 406 fighter. Source: Wiki

The MS 406 was a good design that was nearly equal to the German Bf 109 models near the start of the war. During the War with the Germans in 1940, the MS 406 managed to achieve some success against the Germans but ultimately proved incapable of stopping the enemy. Some 300 aircraft of this type would be lost during this brief war, either due to the action of enemy fighters, ground anti-aircraft fire, or accidents. The MS 406 also achieved some success on the foreign market with 12 being sold to China, 30 to Finland, and the Swiss obtained a license for production. Poland also expressed interest in acquiring 150 aircraft of this type but nothing came of this as a result of the German invasion that began in September 1939.

In NDH service

The precise number of available MS 406 or the date when they arrived is not clear.  According to A. Pelletier ( French Fighters Of World War II in Action) the NDH received 46 MS 406 in early 1943. Author V. V. Mikić ( Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945) on the other hand mentioned a lower number of 38 which began to arrive at the end of 1943 and early 1944. These aircraft received registration numbers from 2301 to 2338.  According to T. Likso and D. Čanak (The Croatian Air Force In Second World War) between 36 to 38 were sent to the NDH during 1944.

In late 1943, these aircraft, together with Italian-supplied Fiat G.50s, were to be used to equip the 11th Group consisting of three squadrons (21st, 22nd, and 23rd). The MS 406s were expected to arrive at the start of 1944. The first operational units were to be formed by mid-February. To help train the pilots, one Seiman 200 and ex-Yugoslav P.V.T aircraft were to be supplied. The training operations were carried out at Lučko airfield, starting from October 1943.

Once in Croatia, the MS 406 was used together with the Fiat G.50 fighter aircraft. Source: Wiki

The situation in the air and the ground significantly worsened for NDH at the start of 1944. It was especially hard-pressed as the Allies began bombing operations in occupied Yugoslavia. Thanks to their advances in Italy, they managed to set up many air bases from which these attacks could be launched. They bombed many military installations including ammunition depots, fuel production facilities, and NDH airfields.

An NDH MS 406 w heavily damaged during one of many Allied bombing attacks. The aircraft while damaged beyond repair was not written off, as it was used to cannibalize any usable spare parts. Source: T. Likso and D. Čanak The Croatian Air Force In The Second World War

On the 5th or 6th of April 1944, the Lazužani airfield where the NDH 5th Air  Base was located was bombed by the Allied 2nd SAAF Squadron. They managed to completely destroy 11 and damage 20 more aircraft. One MS 406 was destroyed when an Allied bomb landed next to it. The pilot Cvitan Galić did not survive the explosion. The loss in material was such that the 23rd Lovačko Jato was disbanded. Another MS 406 was lost during a second Allied bombing run on Borongaj and Lučko air bases that occurred on the 12th of April 1944.

In March 1944 Hrvatska Zrakoplovna Legija HZL (Eng. Croatian Air Force Legion) arrived at the NDH capital Zagreb. This unit was formed way back in 1941 and was in direct control by the Germans. Its pilots participated under German controls on the Eastern Front and were quite experienced. The Germans demanded that at least two MS 406s be given to this unit to be used as training aircraft. The NDH officials could do little not to comply.

By 15th September 1944, there were 19 available MS 406 aircraft. Of this number only 7 were fully operational. On September 18th, or on the night of the 21st the sources are not clear, the Partisan forces managed to capture an NDH airfield near Banja Luka. Some 30 ,or 11 depending on the source, aircraft stationed there were captured. The NDH personnel either joined the Partisans or fled leaving behind valuable equipment and supplies. The Partisans managed to capture 3 MS 406 fighters, two were under repair. These were used against their former owners, but one was damaged in an accident and was written off.

In late 1944, the few surviving MS 406 were used in desperate attempts to stop the victorious Partisans forces that were liberating Yugoslavia from the Axis occupiers. By this point, the NDH Air Force could do little to stop them given the chronic lack of fuel. Unfortunately, the precise information about the fate of many NDH aircraft in the last few months of the war was not recorded well. While the Partisans managed to capture a few MS 406 their use was limited at best, and unfortunately, none of them is known to have survived the war.

An MS 406duirng the winter of 1944. Source: T. Likso and D. Čanak The Croatian Air Force In The Second World War

Camo and markings

The MS 406 appears to have been left in German late time war type camouflage. This usually consisted of  Dunkelgrun (Eng. Dark green) and Grau  (Eng. Grey) on the upper aircraft surfaces, and  Hellblau (Eng. Sky Blue) on the lower surfaces. A standard Croatian white and red checkerboard coat of arms was painted on the wings and the fuselage sides. Starting from 24th February 1945 the NDH Air Force introduced the use of a black trefoil that was painted on the aircraft fuselage sides.

Near the end of the war, the NDH Air Force introduced the use of a black trefoil that was painted on the aircraft fuselage sides. Source: https://ww2aircraft.net/forum/threads/morane-saulnier-ms-406.50613/page-2

Technical Specification

The MS 406 was designed as a low-wing mix-construction fighter.  Its designers went for a conventional construction aircraft design. The fuselage frame was made using aluminum tubes connected and covered with Plymax. This is a  composite material that consists of layers of aluminum and plywood. The wings were constructed using a combination of spars and steel tubes also covered in this material. It was powered by one 860 hp Hispano-Suiza liquid-cooled engine. Most produced aircraft used a three-bladed two-pitch propeller, while some received variable-pitch propellers. The armament consisted of one 20 mm (0.78 in) Hispano-Suiza S9 cannon and two 7.5 mm (0.29 in) MAC 1934 machine guns. The cannon fired through the propeller shaft.  The total ammunition load for the cannon was 60 and for the two machine guns 600 rounds.

Conclusion

The MS 406 was one of the few more modern fighter aircraft that was available in any significant number. But despite that, it was already obsolete and could realistically do little against Allied bombers and fighters. It was mostly used to fight the advancing Partisan formations. Few remaining aircraft were used in this role up to the end of the war.

MS 406  Specifications
Wingspans 10.6 m / 34  ft 10  in
Length 8.13 m / 26 ft 9  in
Height 2.71 m / 8  ft 10  in
Wing Area 17.1 m² / 184 ft²
Engine One 860 hp Hispano-Suiza 12Y-31 liquid-cooled engine
Empty Weight 1,900 kg / 4,190  lbs
Maximum Take-off Weight 2,426 kg / 5,790  lbs
Climb Rate per minute 850 m / 2,790 ft
Maximum Speed 485 km/h / 302 mph
Range 1,000 km / 620 miles
Maximum Service Ceiling 9,400 m / 30,840 ft
Crew 1 pilot
Armament
  • One 20 mm (0.78 in) cannon and two 7.5 mm (0.29 in) machine guns

Illustration

 

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Illustration by Godzilla

Source:

  • A. Pelletier (2002) French Fighters Of World War II in Action, Squadron/Signal Publication
  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Francuska. Beograd
  • V. V. Mikić, (2000) Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945, Vojno  istorijski institut Vojske Jugoslavije.
  • T. Likso and Danko Č. (1998) The Croatian Air Force In The Second World War, Nacionalna Sveučilišna Zagreb
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • T.L. Morosanu and D. A. Melinte Romanian (2010) Fighter Colours 1941-1945 MMP Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books.

 

 

 

 

Westland Whirlwind

UK, WW2,

Great Britain (1939)

Twin-engined fighter-bombert Number built: 114 plus two prototypes

In the history of aviation, small production numbers usually indicated that a particular aircraft did not meet the desired results, or was simply a bad design. However, there were designs that performed well in their designated roles, but still built in few numbers. In such cases, external factors were usually to blame for that aircraft’s downfall. These were typically connected to production difficulties, such as the unavailability, or the unreliability of components. This was the case with the UK Westland Whirlwind, a twin-engined fighter that despite its excellent performance, failed due to engine supply issues, and was built in limited numbers.

The Westland Whirlwind twin-engined day and night fighter. Source: Wiki

History

The 1930s saw the United Kingdom Royal Air Force’s extensive adoption of new technologies. Improvements in fuselage design, new materials, heavier armaments, and more powerful engines were key in this period. These allowed for the development of faster, harder-hitting fighters than those previously in service. At that time, the fighter force of the RAF consisted of biplanes such as the Bristol Bulldog, for example. These were becoming obsolete in regard to speed of and offensive armament. In 1934, the development of much better low-wing fighters was initiated by the Air Ministry. These would evolve into the well-known Hurricane and Spitfire fighters. Such aircraft were armed with licensed 7.62 mm (0.3 in) Browning machine guns, but something with a heavier punch was also considered. For this purpose, the French Hispano-Suiza company was contacted. This company produced the well-known 20mm (0.78 in) Hispano cannon. A license was acquired and these cannons would be built by the BSA company. The delivery of new guns was carried out at a slow pace, and it was not produced in great quantities up to 1942. With the acquisition of a sufficiently strong armament and the availability of more powerful engines, the Air Ministry issued a request for more heavily armed twin-engined aircraft designs. This included the single and a two-seat day and night fighter configuration.

The final specifications for such aircraft were issued in 1936. The principal concept of this new aircraft was to focus a strong armament of four 20mm cannons inside of the aircraft nose. Several companies responded to these requests. The Air Ministry was mostly satisfied with the work of the Bristol, Supermarine, and Westland companies.

Westland Aircraft Ltd., was a relatively new, but successful aircraft manufacturer in mid-1930, and they were highly interested in the new twin-engine fighter project. For this, a team was gathered under the leadership of was designed by W.E.W. Petter.  The project was initially designated as P.9, “P” stands for Petter but has nothing to do with its chief designer, and was presented to the Air Ministry. The following year the Westland project was deemed the best design and given the green light. Orders for the construction of two prototypes were issued, initially designated L6844 and L6845, in February 1937.  The first wind-tunnel tests showed that some changes were needed regarding the model tail assembly due to longitudinal control problems. The Whirlwind was initially to have a twin rudder and fins configuration, but this was changed to a high-set tailplane to solve the problem. In May 1937 the first mock-up was completed. As it was deemed sufficient, work on the first prototype began shortly after its unveiling.  Due to delivery problems, this aircraft could not be completed until October 1938.

The first prototype during its early testing phase. Source: M. Ovcacik and K. Susa Westland Whirlwind

At that time, the project was officially designated as Whirlwind. The same month, the first ground test was completed, and shortly after that the maiden flight was made. The aircraft was flight-tested by Westland’s own chief pilot Harald Penrose. Following that, it was allocated to the Royal Aircraft Establishment at Farnborough for future testing.

During this early testing stage, numerous problems were encountered. The engine was somewhat problematic as it was prone to overheating. Another major problem was poor directional stability during flight. This was solved by increasing the rudder area at the tailplanes. In addition, the engineers added a concave-shaped surface on the rudders. To further stabilize the aircraft during stall and dives, an oval-shaped extension was added at the connection point of the vertical and horizontal stabilizers.

With these modifications, the flight testing of the first prototype continued into 1939. At that time the work on the second prototype was nearing completion. It would be tested with engines that rotated in the same direction. As this did not affect its overall performance, it made the production slightly easier. As both prototypes performed well, a production order of 200 aircraft was placed at the start of 1939.

However, precise specifications needed for production were not made until May 1939. The delay was caused by the indecisiveness regarding which engine to use, during this period various proposals were made. Further tests showed problems with exhaust systems, which had to be replaced with simpler designs. The overheating problems led to the redesigning of the pressurized cooling system.

The second prototype aircraft. Source: Wiki

As there were no available 20mm cannons, the prototypes were initially not fitted with any offensive armament. Once these were available, they would be fitted on both prototypes. Additional firing trials were to be carried out. These were to test various other proposed armaments

Following the successful testing of the first prototype, it would be allocated to the No.4 School of Technical Training. The second prototype would be allocated to  RAF No. 25 Squadron In June 1940. It would remain there until it was damaged in an accident and removed from service in June 1941.

Despite the whole project being undertaken in secrecy, both Germany and France were aware of its existence. The French even published technical papers mentioning this aircraft, with the Germans publishing their own in 1940. However, in Britain, the existence of this aircraft was only publicly announced in 1942.

Production

The production of the Whirlwind was delayed due to a lack of engines up to May 1940. The fighter versions that slowly began to be issued for operational use were designated Whirlwind  MK. I. The production version was slightly different from the prototypes. The mudguards on the landing wheels were removed and the exhaust was modified. Some other changes would be implemented during its production, such as moving the position of the radio mast. Initially, it was positioned on the sliding hood but later it would be moved further forward. Beyond that, the cockpit underwent a minor redesign. There were plans to adopt this fighter for service in other parts of the British Empire, but this request was never implemented.

As the production was slowly going on, another order for 200 more aircraft was placed in 1939. But this production quota would be canceled at the end of 1940. The Air Ministry limited the production of this aircraft to only 114 examples. The reasons for these limited production numbers were a general lack of Peregrine engines. These engines were actually being phased out of production in favor of more powerful engines, namely the Rolls Royce Merlin. The last aircraft was completed in December of 1941 or January 1942 depending on the source. Production was carried out at the newly built factories at Yeovil.

Service

Given their small production numbers, it should not come as a surprise that the distribution of this aircraft to frontline units was limited. The first three operational aircraft were allocated to No.25 Squadron stationed at North Weald. These were only briefly used by this unit from June to mid-July 1940. It was decided to instead re-equip the unit with the Beaufighter Mk. IF. The RAF’s No.263 squadron stationed at Grangemouth was next to be supplied with the Whirlwinds. The deliveries of the first aircraft were scheduled to arrive in July 1940. On the 7th of August, an accident occurred where one aircraft was lost. During a take-off, one of the tires blew out damaging the loading gear. Despite this, the pilot managed to retain control and fly off the aircraft away from the airstrip. Once in the air, he was informed of the damage sustained during the take-off. The pilot at that point had two options, either to try a hard landing and hope to survive or to simply bail out of  the aircraft and use his parachute. The pilot chose the latter option, while the aircraft was completely lost, the pilot was unharmed. Due to slow delivery, only 8 aircraft were received by this unit by October 1940. At the end of that year, the unit was repositioned to Exeter. The first combat action occurred on the 12th of January 1941. One aircraft took off and tried to engage returning German bombers. After a brief skirmish, one German Ju 88 was reported to be damaged.  The first air victory was achieved a month later when a Whirlwind managed to shoot down an Arado 196 near Dodman Point.

In March, some 9 out of 12 operational Whirlwinds would be damaged in one of many German air raids. For this reason, the unit was moved to Portreath and then to Filton. During this period the unit suffered further casualties, of which three were in action while the majority were lost during accidents.

On the 14th of June, some 6 aircraft were used in ground attack operations against German airfields at the Cherbourg peninsula. Due to bad weather, the attack was rather unsuccessful. In August, this squadron was repositioned to Charmy Down. From this base it flaw several escort missions. The same month several air raids against enemy air bases were also undertaken. These were successful, with the Whirlwinds managing to destroy many enemy aircraft on the ground. These included: three Ju 88s, possibly up to eight Ju 87s, and a few Bf 109s. Interestingly, even one German submarine was reportedly destroyed.

On a few occasions, enemy aircraft were engaged in the air. During one air clash, some 20 Bf 109s engaged a group of four Whirlwinds. In the following skirmish, the Germans lost two fighters. The British had two damaged aircraft, with one more being lost after a forced landing due to damage sustained during this fight.

No.137 squadron was another operational unit that had some Whirlwinds in its inventory. It was fully operational starting from October 1941 when it was stationed at Charmy Down. This unit was formed with the assistance of the previously mentioned squadron which provided experienced pilots and ground crew. One of the first combat actions of this unit occurred in February 1942. During an engagement with German Bf 109 fighters, this unit lost four Whirlwinds. Both units would continue to operate the Whirlwinds in various combat missions, which usually involved attacking ground targets and facilities, either along the English Channel or in Western parts of occupied Europe.

With its four 2 cm cannon armament this aircraft possesses quite strong firepower. Source: Wiki
Given their limited numbers, only two squadrons would be ever equipped with this type of aircraft during the war. Source: Wiki

Fighter-Bomber Adaptation 

While the armament of four cannons offered strong offensive capabilities, a bomb load would expand the air-to-ground capabilities of the plane even further. Such rearmament was proposed in September 1941 by T. Pugh, one of the squadron leaders. Given their limited number and the urgency of other projects, the first tests were not carried out until July 1942. One aircraft was modified at the Aeroplane and Armament Experimental Establishment to be able to carry either 113 kg (250 lb) or 226kg (500 lb) bombs placed beneath the outer wings. The results were positive and mechanics from the No.263 squadron began adding the bomb bracket on the wings starting from August 1942. No.137 squadron followed up soon with the same modifications. While no official designations were issued for these modifications, the units that used them referred to them as Whirlibombers. In total, some 67 such modifications would be carried out.

The first combat action of these modified aircraft occurred on the 9th of September 1942. The British launched an attack on German trawler ships near Cherbourg. These aircraft would see extensive use up to 1943 against various ground targets. Trains were a common target, with some 67 being destroyed.

With the addition of bombs the firepower of this aircraft was greatly boosted. Source: www.staplesandvine.com
Close-up view of the bomb release mechanism. Source: Pinterest

Whirlwind Mk.II Project

While having a good overall design, the Whirlwinds had a few shortcomings. While having excellent flight performance at low altitudes, at greater heights its performance dropped sharply. The main reason for this was that its Peregrine engines used a small, single-stage, single-gear supercharger, and the small engine lost a considerable amount of power in thinner air. But there were some attempts made to further improve its performance, designated as Mk.II. The main drawback of the whole design was the engines, which while good had the potential to be further improved, and they were quite underpowered compared to the Rolls Royce Merlin engines. In 1940 it was proposed to use stronger Peregrine engines, a modified armament, and an increased fuel load. The armament would have consisted of four 2 cm Hispano Mk.II cannons which were belt-fed. While the fuel load would be increased by 42 gallons. Given that the main producer of engines, Rolls-Royce, was focusing all available resources on Merlin engine production there was simply no room for other projects. Thus the Air Ministry would simply abandon plans to further improve this aircraft.

Final Fate

All produced aircraft would be only used by these two units. Eventually, due to limited production numbers, and the wear of equipment, they were relegated to limited service. No.137 squadron retained its Whirlwinds up to June 1943 before they were replaced with  Hurricane Mk.IVs. The other unit operated them a bit longer, until the end of the year. These would be replaced with the Hawker Typhoon. The surviving aircraft were gathered at various maintenance depots before finally being declared obsolete and scrapped in late 1944. Only one aircraft survived the war. It remained in service up to 1947 before it too was scrapped.

Limited Export Service

As very few aircraft were produced, there was little prospect of them being exported to other Allied nations. An exception would be one aircraft (P6994) which was shipped to America in June 1942. There it was likely used for evaluation and testing, but its history or fate is unknown.

Technical characteristics

The Whirlwind was designed as a twin-engined low-wing, all-metal, day and night fighter. Despite being originally intended for this double role, it was never used in night operations.  The fuselage was oval-shaped and consisted of 17 metal formers that were connected together. The front sections were built using aluminum while the rear part used magnesium alloy. The nose is where the main armament was located, along with a 9 mm thick armor plate to protect the pilot.

The tail assembly had the same construction. Which consisted of a metal frame covered in duralumin sheeting. But if in need of repairs, the whole rear section could be removed. As mentioned the horizontal stabilizers had to be moved further up the fin. An interesting feature of this aircraft was the two-part rudder. Initial testing showed that they were quite ineffective during take-off. For this reason, they were replaced with new ones that were concave,on both sides, in shape.

The wings were constructed using metal frame ribs. These were then covered with duralumin sheeting which was flush riveted. Several various sizes of access panels were added to help the ground repair crew during the maintenance or replacement of damaged parts of the wings. The ailerons were also covered in metal. These were provided with trimming tabs which could be adjusted when the aircraft was on the ground. The wings on this aircraft incorporated the two-engine nacelles. These fairly large, but aerodynamically well-shaped nacelles were used to store the engine, fuel, and oil pumps that the front landing gear units. A highly interesting design decision was to add coolant radiators which were located on the central part of the wing trailing edges. This allows them to reduce the drag as much as possible.

Behind the aircraft’s nose, the cockpit was located. It had a large canopy which provided an excellent all-around view for the pilot. Given the offensive role of the aircraft, the pilot was fairly well protected. To the front, a 9 mm armor plate was positioned. While on the rear and lower parts of the seat were protected by a 6 and 4-mm thick armor plate. The cockpit itself was connected to the main fuselage by using bolts. The front part of the canopy was protected by bullet-resistant laminated glass. Under and behind the cockpit various equipment was stored. This included a radio unit,  de-icing tanks, accumulators, exigent tanks, etc.  To have easy access to some of these a small hatch was installed on the right side of the rear fuselage.

The Whirlwind was designed as a twin-engined low-wing all-metal day and night fighter. Some of the easily recognizable features were the enlarged glazed cockpit and the positions of the tail horizontal stabilizers. Source: Wiki

The landing gear consisted of two wing-mounted retractable wheels. With one smaller tailwheel placed. To provide a smoother landing, the front landing gear units used a pair of heavy shock absorbers. These use 790 x 270  mm (31 in x 10 in) Dunlop-type wheels. All three landing gear units retracted to the rear. The two larger wheels retracted into the engine nacelles. The lowering or retracting of the landing gear was controlled by the pilot by using a lever.

This aircraft was powered by two compact, 880 hp Rolls-Royce Peregrine I engines. These were actually fairly underpowered, they weighed about as much as a Merlin but were significantly less powerful. It’s a major reason this plane wasn’t retained, they simply couldn’t upgrade it with a better, but larger engine. These two engines were provided with a 25 cm  (10 in) diameter thick de Havilland three-bladed with variable pitch propellers. This engine was electrically started. The engine was seated on a specially designed mount which consisted of two bearers and bracing tubes. The engine, while enclosed, was provided with several small hatch access points for repair and maintenance. Fuel was supplied to the engine using two separate systems of power by pumps. The fuel was stored inside two tanks located in each wing. These were encased in a duralumin shell. To avoid spilling the fuel inside the aircraft, a self-sealing covering was also used. The total fuel capacity was 609 liters (134 gallons).

This aircraft was powered by two Rolls-Royce Peregrine engines. The lack of this engine ultimately leads to the abandonment of the whole project. Source: dingeraviation.net

The main armament of this type consisted of four 2 cm Hispano Mk.I type 404 cannons. These were mounted in pairs and located in the front aircraft nose. Its ammunition load consisted of 60 rounds per gun set in large drum magazines. Before the aircraft was to fly into action the Hispano cannons had to be manually cocked while still on the ground. Initially, a hydraulic firing mechanism was used. It would be replaced later in the production by a pneumatic firing system.

Besides the use of four cannons various other armament installations were also proposed or tested. For example, a redesigned nose mounting that consisted of 12 Browning machine guns was tested. Another experimental mount consisted of four vertically positioned cannons and three machine guns.  Additional tests were carried out with larger 3.7 cm and 4 cm guns. The plans of using two 4 cm guns were quickly discarded as it would require extensive rework of the aircraft design. In 1942 attempts were made to add two machine guns for self-defense but this was abandoned too.

 

Once the nose cover was removed we can clearly see the arrangement of the four 2 cm Hispano Mk.I type 404 cannons. The ground crew member to the left is holding the 60-round drum magazine. Source: /dingeraviation.net

 

Other experimental proposals included adding 12 machine guns. Source: M. Ovcacik and K. Susa Westland Whirlwind
While this proposal included four horizontally positioned cannons and three more machine guns. In either case, none of these would be adopted. Source: M. Ovcacik and K. Susa Westland Whirlwind

Production Versions

    • Two Prototypes – Both used for varius testing and evaluation with one being lost in an accident
    • Mk. I Fighter-bomber – over 60 aircraft were armed with bombs
    • Mk.II – Proposed improved versions, none built

Operators

    • UK – The only operator of these aircraft
    • USA – One Aircraft was shipped to America for testing and evaluation, but its fate is unknown

 

Westland Whirlwind Reconstruction

The completed pilot cockpit and the armament are located at the Kent Battle of Britain Museum. Source: https://www.whirlwindfp.org/

 

Conclusion

The Westland Whirlwind was a quite advanced twin-engined fighter design for its day. Although initially designed as a day and night fighter, it would never fully be used in this role due to problems with the acquisition of stronger engines and limited production run. Thanks to its strong armament it saw combat service as a ground attack aircraft with good results.

But despite its performance, the lack of sufficiently strong engines and general lack of vision for this aircraft ultimately killed the project. It was more a case that the aircraft was built around an engine that just wasn’t very good, and it couldn’t accept the larger, but much more powerful Merlin engine.

 

Westland Whirlwind  Specifications
Wingspans 13.7 m / 45 ft
Length 9.8 m / 32 ft 3 in
Height 4.9 m / 16 ft 3 in
Wing Area 23.23 m² / 250 ft²
Engine Two 880 hp Rolls Royce Peregrine inline piston engine
Empty Weight 3.770 kg /8.310 lb
Maximum Takeoff Weight 5.180 kg /11.410 lb
Climb Rate to 6.1 km In 8 minutes
Maximum Speed 580  km/h / 360 mph
Diving speed 645 km/h / 400 mph
Range 1,115 km / 630 miles
Maximum Service Ceiling 9.240 m / 30.300 ft
Crew 1 pilot
Armament
  • Four 2 cm ( 0.78in) cannons
  • Payload of 454 kg (1,000 lb kg) bombs

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Godzilla

Illustrations

Whirlwind in the Battle of Britain era camouflage scheme.
Whirlwind in the 1942/43 livery

 

 

Source:

  • M. Ovcacik and K. Susa (2002) Westland Whirlwind, 4+ Publication
  • D. Monday (1994) British Aircraft Of World War II, Chancellor Press
  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-.Beograd
  • P. J. R. Moyes  The Westland Whirlwind, Profile Publication
  • https://www.whirlwindfp.org/

 

He 112 in Hungarian Service

Kingdom of Hungary, WW2, , , , ,

Hungarian Flag Kingdom of Hungary (1938)
Fighter Aircraft – 4 aircraft operated

Despite being not adopted for service by the German Luftwaffe, the He 112 had great potential as an export aircraft. Spain, Romania, and Japan were some of the countries that got their hands on fighter aircraft. Hungary, with its close ties to Germany, also wanted this fighter in its inventory, though it was not to be. Unfortunately for them, despite their efforts, only a few of these aircraft would ever see service with their Air Force. This was mainly due to the reluctance of Germany to provide the necessary parts and licenses, and the start of the Second World War. The few aircraft that did reach Hungary were mainly used for crew training and even saw limited combat use.

One of few He 112 in Hungarian service. Source: www.destinationsjourney.com

A brief He 112 history

Prior to the Second World War, the Luftwaffe was in need of a new and modern fighter to replace the older biplanes that were in service, such as the  Arado Ar 68 and Heinkel He 51.  For this reason, in May 1934, the RLM issued a competition for a new, modern fighter plane. While four companies responded to this request, only the designs from Heinkel and Messerschmitt were deemed sufficient. The Heinkel He 112 was a good design that offered generally acceptable flight characteristics and possessed a good foundation for further improvements. The Bf 109 on the other hand, had slightly better overall flight performance and was much simpler and cheaper to build. Given the fact that the Germans were attempting to accelerate the production of the new fighter, that alone was seen as a huge advantage over the He 112. Ultimately it would not be accepted for service, and only 100 or so aircraft would be built. These would be mainly sold abroad, with those remaining in Germany being used for various testing and evaluation purposes.

He 112 the unsuccessful competitor of the Bf 109. Source: www.luftwaffephotos.com

While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources, Heinkel was permitted to export this aircraft.  A number of countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.

Hungarian Interest in the He 112

Being that it was on the losing side of the First World War, the Hungarians were in a similar situation to Germany in regard to military restrictions under the Treaty of Versailles. Crucially, it prohibited the Hungarians from developing their air forces. In time though, the Allies became less and less involved in maintaining the Treaty, and the Hungarians began slowly rebuilding their air force.  By 1938 the  Magyar Királyi Honvéd Légierő MKHL (English: Royal Hungarian Home Defence Air Force) was openly presented to the world. At that time, the Hungarians undertook steps to rebuild their armed forces in the hope of reclaiming some of their lost territories. For a modern air force, they needed better fighter designs, as their aged biplanes would not be sufficient. By 1938, they had improved their relations with Germany, and it was then possible to acquire new equipment from them.

The Hungarian military delegation that was in Spain during the civil war observed the relatively new Heinkel He 112 fighter in action and immediately became interested in it. In June 1938, a military group disguised as a civilian delegation visited Heinkel’s company. Three Hungarian pilots had the chance to flight test the He 112V9 aircraft. They were highly impressed and urged the Hungarian Army officials to adopt this aircraft. Unsurprisingly, based on the glowing report, the Hadügyminisztérium (Ministry of War Affairs) asked Heinkel for 36 such aircraft.

Unfortunately for them, Heinkel never actually put the He 112 into mass production, given the fact that it was not adopted for service with the German Air Force. It did, however, build a small series that was intended for Spain and Japan. The Hungarian offer was not considered as important, and thus no aircraft would be delivered to them. The Reichsluftfahrtministerium RLM (English: German Ministry of Aviation) also intentionally delayed the delivery of weapons to Hungary. This was done to politically and economically pressure the Hungarians and Romanians who were on the brink of war at that time, in an attempt to reduce tensions.

Still, the Hungarians persisted, and at the start of 1939, they requested again for the 36 aircraft, and once again, the Germans denied this request. However, a single He 112 V9 was given to Hungary and was used for flight testing near Budapest. On the 5th of February 1939, it crashed during a test flight against a CR-32 biplane fighter.  In March 1939, another aircraft was sent to Hungary, this one being a He 112 B-1. It was extensively tested by the Hungarians who generally liked its design.

The He 112 V9 was lost in an accident during its first test flight. Source: D. Bernard Heinkel He 112 in Action

As the Romanians acquired a batch of 24 He 112 In 1939, the Hungarians were concerned over their neighbor’s growing military strength. Realizing that the Germans would not deliver the promised aircraft, they decided to ask for a production license instead. This was granted, and Heinkel also delivered two more He 112 B-1 with the Jumo 210E engine. When the license document arrived in Hungary in May 1939, a production order for the 12 first aircraft was given to the Weiss Manfréd aircraft manufacturer. Several changes were made, including the installation of 8 mm 39.M machine guns and the addition of bombing racks. In addition, the original 2 cm cannons were to be replaced by the Hungarian, domestically built, Danuvla 39, though it is unclear if any were actually installed. As the preparation for the production was underway the three available He 112 were adopted to service. This received coded designation V.301 to 303 where the V stands for Vadász (English: Fighter).

The B-series was in many aspects a complete redesign of the previous series. Including the introduction of a new tail unit, and part of the fuselage, to name a few. Source: www.luftwaffephotos.com

Despite the best Hungarian attempts to put the He 112 in production, the situation was made impossible by the coming war between Poland and Germany. The RLM would officially prohibit the export of any German aircraft engines and equipment at the start of the war. This meant that the vital delivery of the Jumo 210 and DB 601 engines could not be made. Based on this fact, all work on the Hungarian He 112 was canceled. Instead,  Weiss Manfréd investigated to see if it could reuse most of the He 112 production line to produce a new domestic design named WM–23 Ezüst Nyíl (English: Silver arrow). While one prototype was built it was lost in an accident which ended the project.

The WM–23 Ezüst Nyíl prototype. Source: www.destinationsjourney.com
The V.303 during pilot training in 1940. Source: www.destinationsjourney.com
Despite their best efforts, the Hungarians managed to operate only three He 112 (not including the single aircraft last way back in Budapest) Source: www.destinationsjourney.com

In Combat

In the Summer of 1940, the rising tension between Romania and Hungary over Transylvania reached a critical point. Transylvania was once part of Hungary but was lost after the First World War when it was given to Romania. By 1940, the Hungarian Army began preparing for a possible war with Romania over the territory. As neither side was willing to enter a hastily prepared war, negotiations began to find a possible solution. But despite this, there were some minor skirmishes, and Hungarian aircraft made several reconnaissance flights over Romania. The three Hungarian He 112 were stationed near the border, and the Romanians also had some He 112 in their inventory. While the Hungarian He 112’s did take up to the sky, no combat action by them was reported. Ultimately, at the end of August, Romania asked Germany to arbitrate the issue regarding the disputed territory, With Hungary being given the northern part of Transylvania in the settlement.

During the Axis invasion of Yugoslavia in April 1940, Hungary once again mobilized its He 112s. These were stationed near the border with Yugoslavia but they were not used in any combat operations.

By the time the Axis attacked the Soviet Union in June 1941 all three He 112 were used as training aircraft, with their secondary role being to protect the Weiss Manfréd factory. Due to a lack of spare parts, there was no point in sending this aircraft to the frontline. Two aircraft were involved in a landing accident where they were damaged. While their final fate is not completely clear, they may have been destroyed in 1944 when the Allies intensified their bombing campaign against Hungary. It is unlikely that the He 112s were operational at this point.

The V.301 had an accident where the pilot forgot to activate the landing gear. This is not surprising given that most pilots at that time mainly flaw on the older biplanes that had fixed landing gear. Source: www.destinationsjourney.com
In the Summer of 1941 the V.303 was damaged during a landing where the left landing gear wheel simply broke off. Source: www.destinationsjourney.com

Technical Characteristics

The He 112 was an all-metal, single-engine fighter. The monocoque fuselage consisted of a metal base covered by riveted stress metal sheets. The wing was slightly gulled, with the wingtips bending upward, but otherwise had a conventional construction.

During its development life, a great number of different engines were tested on the He 112. For the main production version, the He 112 B-2, it carried a 700 hp Jumo 210G liquid-cooled engine, with some others being equipped with the  680 hp Jumo 210E engine. The He 112 had a fuel capacity of 101 liters in two wing-mounted tanks, with a third 115-liter tank placed under the pilot’s seat.

The landing gear was more or less standard in design. It consisted of two larger landing wheels that retracted into the wings and one semi-retractable tail wheel. The He 112 landing gear was wide enough to provide good ground handling and stability during take-off or landing.

The cockpit received a number of modifications. Initially, it was open with a simple windshield placed in front of the pilot, with Later models having a sliding canopy.

The armament was changed throughout the He 112’s production, and the last series was equipped with two 7.92 mm MG 17 machine guns and two 2 cm MG FF cannons. The ammunition load for each machine gun was 500, with 60 rounds for each of the cannons. If needed, two bomb racks could be placed under the wings.

Conclusion

The He 112, although few in number, provided the Hungarian Air Force with one of its first modern fighter aircraft. Despite the Hungarian attempts to acquire over 30 aircraft from Germany, this was never achieved. In the end, the Hungarians only had three operational He 112, and one  was lost in an accident during testing. While these were stationed on the front line on two occasions they never saw actual combat action. By 1941 due to a lack of spare parts, they were allocated for training purposes. The Hungarians eventually got a production license for the Messerschmitt Bf 109G making the few available He 112 unnecessary.

 

He 112B-1 Specifications
Wingspans 29  ft 10  in / 9.1 m
Length 30  ft 2 in / 9.22 m
Height 12 ft 7 in  / 3.82  m
Wing Area 180  ft² / 17 m²
Engine One r 680 hp Jumo 210E  liquid-cooled engine
Empty Weight 3,570  lbs / 1,620 kg
Maximum Take-off Weight 4,960 lbs / 2,250 kg
Climb Rate to 6 km In 10 minutes
Maximum Speed 317 mph / 510 km/h
Cruising speed 300 mph / 484 km/h
Range 715 miles / 1,150 km
Maximum Service Ceiling 31,170 ft / 9,500 m
Crew 1 pilot
Armament
  • Two 20 mm (1.8 in) cannons and two machine guns 8 mm (0.31 in) machine guns and 60 kg bombs

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Godzilla

Illustrations

Source:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Nemаčaka. Beograd
  • G. Punka (1994) Hungarian Air Force, Squadron Publication
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books
  • S. Renner. (2016) Broken Wings The Hungarian Air Force, 1918-45, Indiana University Press