Tag Archives: ground attack

AGO S.I

German Empire, WW1, , , , ,

German Empire (1918)

Armored Ground Attack Aircraft [2 Built]

One of the two AGO S.I, this would be one of the first dedicated “tank busting” aircraft built. (Otto, AGO and BFW Aircraft of WWI)

The AGO S.I was an armored, heavily armed ground attack aircraft designed to fill the requirement for the German Luftstreitkräfte  their S type plane; a dedicated anti-tank ground attack aircraft. Before the end of the war, two of the type were produced, but the war would end before production could begin, nor did the prototypes see service. The aircraft featured a downward facing 20mm Becker cannon which it would use against the thinly armored roofs of tanks.

Tank Troubles and the Search for a Solution

The introduction of the tank in 1916 was a turning point for all modern warfare. The use of the machines to break through barbed wire and enemy trench lines proved itself effective, and as the war dragged on, the number of tanks increased year over year. Germany would use infantry based special weapons such as armor piercing K-bullets in rifles and machine guns, the heavy Tankgewehr m1918 rifle, or artillery bombardment to stop the metal monsters. The Germans would show hesitation in producing their own tanks due to resistance from the German High Command and a lack of industry to produce them in large numbers, but would eventually do so with the Sturmpanzerwagen A7V. The type however, would prove to be riddled with flaws that rendered it able to do little to counter the allied tank numbers. In addition, the A7V would only arrive in 1918, the last year of the war.

A 20mm Becker cannon mounted to the side of an Albatros J.I armored aircraft. This weapon would begin being carried by aircraft late in the war, and was required to be mounted on the S type aircraft. The Becker is known for being the basis of the famous 20mm Oerlikon cannon. (Albatros Aircraft of WWI Volume 3)

Aircraft were never used in a major role to destroy tanks during the war, but the two would encounter each other nonetheless, with German aircraft able to score several victories against them. There seemed to be little interest by the Idflieg in developing aircraft or aerial weapons to be deployed specifically against tanks for the majority of the war, until around the start of 1918. The Idflieg would designate a new type of aircraft, the S type, for a dedicated aircraft meant for ground attack and destroying tanks. The S type anti-tank aircraft was meant to be an armored aircraft with a requirement to mount the 20mm Becker automatic cannon. Armored aircraft themselves weren’t something new within the German Empire, as they were categorized under the J type. These were dedicated armored aircraft and were in use operationally by this point of the war. Some examples included the AEG J.I and Junkers J.I. The Becker Cannon was also in production and had been mounted on various aircraft by this time, mostly by twin engined G types but there were ongoing developments to put the weapon onto a single engine aircraft. The Albatros J.I was one such aircraft and a number would have the cannon mounted on a pintle on the side of the craft, but crews found the weapon placement and pintle mount made the weapon hard to operate and aim. Eventually it was found that this weapon could be most effectively mounted on a single engine aircraft by being placed at an angle inside the hull to fire downward towards the ground. The cannon would be placed this way on the new S types, where it could fire at the thin roofs of tanks. One would think that manufacturers familiar with designing armored aircraft would rise to the occasion, such as Junkers who were at the forefront of developing metal skinned aircraft, or AEG who were producing operational armored aircraft, but surprisingly, it was the the smaller company of AGO that proceeded with developing the only an S type aircraft, and complete it.

The AGO S.I

An example of an AGO C.IV. While this aircraft was AGO’s most produced, it was not liked by its crews due to flight handling and issues with the fuselage. (Otto, AGO and BFW Aircraft of WWI)

AGO Flugzeugwerke was a smaller aircraft manufacturing company in Germany that had found moderate success with its two-seater C type aircraft. The company was known for its C.I, which was the only mass produced single-engine pusher aircraft deployed by Germany in the war, and later, by the C.IV, its most successful aircraft. The C.IV was their most produced aircraft during the war, and the fastest C type at the time of its introduction thanks to its tapered wings, with over 70 being used operationally. Its moderate success however, was overshadowed by a hatred of it by its crews due to issues with its handling and problems arising with the constriction of the fuselage. This disdain for the aircraft would eventually lead to it being removed from service and its production being canceled around September of 1917. Despite this, the company had continued developing their C type aircraft line until 1916. While the S type was a two seater, AGO appears to have no experience with developing an armored aircraft, as all of their previous aircraft were of simple wooden and fabric construction. Development on their own S.I likely began around the time of the creation of the S nomenclature. A patent for the aircraft’s design was filed in July of 1918, showcasing how it’s seating and armor were laid out for the pilot and gunner. Details regarding its development are extremely lacking but it is known that two S.I aircraft were completed by October of 1918. The design was a rather large single-engine aircraft with a boxy fuselage, a consequence of its armor layout. The Becker cannon is known to have never been mounted on the aircraft but accommodations in the design were made, most apparent is the lack of an axle between the wheels. This was done to allow the hull mounted cannon to fire unobstructed. Despite this being done for the cannon, the removal of the axle was almost unseen in this era of aircraft and would become a standard design aspect in the postwar years as aircraft design streamlined. Due to its completion so close to the war’s end, it rarely flew and its performance went undocumented. All development of this aircraft was abruptly brought to a halt a month after the two aircraft were completed due to the war’s end on November 11th. With the signing of the Armistice, all combat aircraft were ordered to be destroyed or transferred, and this is without a doubt the former is the fate the two S.Is met. No further development of the type was allowed after this. The S.I was the last aircraft project AGO would work on before the end of the war.

 

Direct frontal view of the AGO S.I (Otto, AGO and BFW Aircraft of WWI)

Design

The AGO S.I was a conventional biplane designed to fill the role for the S type aircraft. While its specifications aren’t known, the size of the aircraft is evident in the photos that exist that the aircraft was quite large for a single engine aircraft. The fuselage was armored, evident via the angled shape of it. This was done to protect the aircraft in its low level attack runs on the enemy, and would offer protection against small arms fire. According to the patent, the armor was focused in the nose section, surrounding the engine, pilot and gunner positions. An armored plate separated the pilot and gunner’s positions at an angle to accommodate the 20mm cannon. The rear of the fuselage tapered into the tailplane. The two bay wings of the aircraft were large and rectangular in shape. Each bay had two wires going across. Control surfaces of the aircraft were standard, with a large rudder at the back, conventional elevators, and ailerons on the upper wing. At the front was a 260hp (194kW ) Basse und Selve BuS.IV 6-cylinder inline engine that drove a wooden two-blade propeller. This type of engine was often found on larger G type aircraft but the S.I likely had them to bring the heavily armored aircraft into the air. The aircraft would have a fixed landing gear located beneath around where the pilot sat. The aircraft had the unique distinction of having no axle, a feature virtually unseen in aircraft of the era. This was done to allow the hull mounted cannon to fire without having the axle obstructing it. For the extra support, three struts connected each landing gear to the aircraft. Each landing gear had one rubber wheel. At the tail end of the aircraft was a landing skid.

The patent for the armor and gun position in the S.I (Otto, AGO and BFW Aircraft of WWI)

For its armament, the Ago S.I was to have two machine guns; one mounted in the rear for the gunner to use on a flexible mount to fire around the aircraft, and another was likely to be mounted forward for the pilot to use at the front. The centerpiece of the armament was a 20mm Becker Cannon. The cannon would be mounted in the center of the fuselage, directly underneath where the pilot would sit. To fire the gun, the gunner would sit down into the fuselage at a dedicated firing seat in the hull. From here he could operate the weapon and aim at tanks beneath the aircraft.

Conclusion

The AGO S.I was developed too late to see combat and with its performance being unknown its would-be impact on enemy tanks is likewise unknown. Despite this, it represents one of the very first instances of an aircraft built with the destruction of enemy armor in mind, a role that would continue to develop into the Second World War, with aircraft like the Henschel Hs 129, Ilyushin Il-2, and further even until today with the Fairchild A-10 Thunderbolt II.

Interestingly, a month before the two S.Is were completed, 20 of the aforementioned AEG J.II armored aircraft would be delivered with the Becker Cannon mounted in their hull similar to how it would be in the S.I for use against tanks. It is not known whether these aircraft saw combat or how they performed with the modifications.

Although the effectiveness of tank busting aircraft of WW2 has been debated in recent years, the AGO S.I would have several benefits going for it during the First World War. The tanks of this era were slow, and the Mark V tanks the S.I would no doubt encounter would have a top speed of 5mph, making the tanks a fairly easy target for S types. The Mark V also had considerably less armor then later tanks, with a meager 8mm of armor plate for the roofs, making these vehicles easier to damage if the aircraft’s gunner managed to hit it. However, being able to hit tanks was still quite a difficult task to accomplish, and with performance figures not currently being known for the S.I, it can only be debated as to how well it would perform its role.

After being shut down in 1919, AGO Flugzeugwerke would be brought back by the Nazi Government and would produce aircraft once more. The AGO Ao 192 seen here is one of the few original products the company would produce.

AGO Flugzeugwerke would only survive for less then a year after the First World War, its founder attempting to instead shift their production into automobiles, but they would not find success and would close the production facilities down. Despite this, two decades later the Nazi government would reconstitute AGO for aircraft production once more in 1934, and would bring the company back to life. They would mostly produce aircraft from other companies in preparation for the encroaching war, but AGO would have their own design bureau and would work on a select number of their own designs, like the AGO Ao 192 twin engine transport plane.

Variants

 

  • AGO S.I – Armored two-bay biplane design with an armored fuselage and a focus on attacking enemy armor. It was equipped with 2x machineguns and 1 20mm Becker Cannon. 2 built

 

Operators

 

  • German Empire – The AGO S.I was meant to serve the Reichsluftkreite in a ground attack & tank destroying role but arrived too late to see service in the war.

AGO S.I Specifications
Engine 1x 260 hp ( 194kW ) Basse und Selve BuS.IV 6-cylinder inline engine
Propeller 1x 2-blade wooden propeller
Crew 1 Pilot

1 Gunner
Armament
  • 1x 20mm Becker Cannon
  • 2x machine guns (1 forward, 1 rear mounted)

Gallery

Sources

Herris, Jack. Otto, AGO, and BFW Aircraft of WWI: A. 2019.

Weird Wings of WWI: Adventures in Early Combat Aircraft Development. 2023.

Herris, Jack. Development of German Warplanes in WWI: A Centennial Perspective on Great War Airplanes and Seaplanes. 2012.

B. David, Sturmpanzerwagen A7V.https://tanks-encyclopedia.com/ww1/germany/sturmpanzerwagen_a7v.php

Stiltzkin. Effectiveness of Tactical Air Strikes in World War II – “Tank busting”. https://tanks-encyclopedia.com/articles/tactics/tank-busting-ww2.php

 

Sopwith T.F.2 Salamander

Great Britain, WW1, , ,

United Kingdom (1918)

Ground Attack Aircraft [300-500+ Built]

A frontal view of a production Sopwith Salamander. The entire front section of this aircraft was armored. (Wikipedia)

The Sopwith Salamander was a dedicated ground attack aircraft, at this point known as a trench fighter, designed for use by the Royal Air Force in the First World War. The Salamander was based off of the Sopwith Snipe fighter and reused many components, but was much more armed and armored. Only a few Salamanders would be assigned to squadrons for testing during the war and none would see frontline combat. After the war, the Salamander was in service with squadrons in British territory until at least 1922. The aircraft was interesting as, in addition to its other modifications, it would be one of the first aircraft to be officially painted by the RAF in camouflage, most likely being the first in RAF aircraft to do so.

The Trench Fighter: Birth of the Ground Attacker

Rear view of the T.F.1 Camel. This was Sopwith’s first attempt at a dedicated Trench Fighter before the Salamander. (Sopwith Aircraft from 1912-1920)

Late into the First World War, the British Royal Air Force began using single-engine fighters to deliberately attack enemy trenches. This was seen at the Battle of Ypres and Cambrai in 1917. Oftentimes, the types used for this role could not perform well enough to dogfight or had some other glaring issue that prevented them from seeing widespread service. Although not their original purpose, these “Trench Fighters” were the first evolutionary step to creating what is now known as dedicated ground attack and close air support aircraft. The Sopwith Aviation Company began experimenting with dedicated, purpose-built trench fighters in 1918. The first of these was a derivative design based on their famous Sopwith Camel fighter. The T.F.1 Camel, TF standing for Trench Fighter, was a modified Sopwith F.1 Camel that had additional armor and was to be used to strafe trenches with a machine gun or bombs. Despite work being done on the T.F.1, it was only considered as a test for a trench fighting aircraft and was never meant to enter service nor production.

Instead, the Royal Air Force was looking for an aircraft with a more powerful engine, which the Camel airframe could not accommodate. Sopwith looked instead to their recently developed Snipe fighter. The Sopwith Snipe aircraft had been designed in late 1917 as a successor to the esteemed Sopwith Camel. It would not enter widespread service until September of 1918 and would only see combat for three months before the end of the war. Despite its short combat service, the Snipe proved itself as one of the most advanced fighters of the time, thanks to its powerful engine and excellent maneuverability. All of this had yet to be proven, however, when the trench fighter derivative design was being drawn up, as the Snipe had only just started testing in late 1917.

Official work began on the trench fighter Snipe in January of 1918. This machine was seen to have several advantages over the TF1. The newer design of the Snipe proved to be much more agile and it was able to carry the powerful 230 hp Bentley BR2 rotary engine. There were three factors that sought to specialize the design of this new aircraft; engine, armor and armament. A rotary engine was favored over an inline on the aircraft because an armored cowling could easily fit over the engine and was thus less likely to be hit from ground fire. For armament, it was planned to have a single forward facing Vickers machine gun with two more in a downward firing position, akin to the armament of the TF1. This idea was ultimately scrapped and two forward facing Vickers were chosen instead, like the armament on the Snipe. Relating to the armor, the front section of the fuselage was made to be a heavily armored box that would protect the pilot and engine from enemy fire. It was optimistically thought only three things would be able to shoot this new aircraft down; a direct hit from anti-air artillery, damage to the flying wires or heavily damaging the main spar. Three prototypes of the new trench fighter aircraft began construction in late January 1918. The first of these would be airworthy and ready in April. By now, the aircraft had received an official name; the Sopwith T.F.2 Salamander.

An example of a production Sopwith Snipe. This would be one of the best aircraft the RAF would field in the later stages of the First World War, and is the aircraft the Salamander would be based on. (Pilots and Planes)

Design

A cockpit view of the aircraft. (Imperial War Museum)

The Sopwith T.F.2 Salamander was an early ground attack aircraft based on the Sopwith Snipe fighter. The two aircraft shared many components, but the Salamander would have a number of features that would make its design unique. It had a wingspan of 19ft 6in (9.5 m). The wings were of two bay construction and consisted of a frame covered in canvas. The fuselage was of all wooden construction and covered in fabric, like the Snipe. It had a length of 19ft 6in (5.9 m). In total, the aircraft had a height of 9ft 4in (2.8 m). The sides of the fuselage were flat, being a change from the rounder fuselage of the Snipe.

In the front of the aircraft would sit the 230-hp Bentley B.R.2 air-cooled radial engine. The eleven-cylinder Clerget 11E engine was an alternative to the Bentley, but no Salamander would be equipped with this engine. The engine and cockpit section of the aircraft would sit in an armored box that would protect its most vital assets. The armored box was 8 mm thick in the front (the armor over the engine and the engine itself also factored in as frontal protection), 6 mm for the sides, 11 mm for the floor, and 10-gauge sheet metal with an additional 6-gauge sheet at the rear. In addition to the armored box, the engine would have an armored cowling over it. The aircraft had around 650 Ibs of armor in total. The sheer amount of armor was meant to protect the aircraft from German anti-armor rounds fired from short range, something it would no doubt deal with at the frontlines.

The controls and cockpit were likely carried over from the Snipe. Behind the cockpit was an armored head fairing that was not present on the Snipe. This detail is a distinct visual difference that one can use to identify the Salamander over the Snipe. Beneath the cockpit was the undercarriage and landing gear. During testing, it was found the armor made the aircraft quite hard to land, and the landing gear was further reinforced during development to assist in this area. The fuselage would taper towards the rear and tailplane. Beneath the tail was a simple landing skid. The tail and rudder were small at first on the prototype Salamanders, like on earlier Snipes, but this would be replaced by a larger rudder and tailfin on the production versions. At first, the tailplane was rigged via wires but this was replaced by four steel tubes connecting at the top and bottom.

A view of the armored front section of the aircraft. (Weapons and Warfare)

For fuel, the Salamander would carry less than the Snipe to accommodate the extra weight of the armor. The fuel delivery system was composed of a Badin vacuum-feed system with a Weyman hand pump connected to the main petrol tank for standby use. The fuel delivery system was protected with armor and rubber along the piping to prevent leaks or fire. In addition to the main petrol tank, there was an oil and gravity tank connected via piping.

The armament of the Salamander went through a number of iterations before its final layout. Originally, the aircraft was going to have a single forward facing Lewis machine gun, with two more facing downwards into the hull, but this was replaced by two synchronized Vickers guns that were staggered to house more ammunition (1000 rounds each). There exist other known layouts pf the Salamander but it is unknown if any of these were tested at any point. These included eight downward firing guns in one layout and two downward facing Lewis guns with two more over the center (in addition to the standard two Vickers). No photos of these two layouts exist. For special missions, the Salamander could carry up to four 20 Ib (9 kg) bombs or a single 112 Ib (51 kg) bomb.

A direct frontal view of the Sopwith Salamander. (Wikipedia)

The Sopwith Salamander: World War Woes

Rear view of the 3rd prototype Salamander. This example has the early rudder. Unfortunately this particular aircraft would be lost in a crash. (Pilots and Planes)

The Salamander would have its first flight on April 27th at Brooklands. The prototype Salamander, E5429, shared the wing mainplane, ailerons and tail control surfaces with the early model Snipe, but these would be improved later on the production models. The improvements were the same as done on the Snipe, which included increasing the size of the rudder. On May 9th, the first Salamander prototype was sent to France for service testing. There is a strange overlap in information with the prototype. Some sources claim that it returned to England on June 30th for further testing at Martlesham Heath, but others claim the prototype was lost to a crash in France on May 19th. Perhaps this was confused with the 3rd prototype, which did crash at a later unknown date. By this point, the other two prototypes were completed (E5430 and E5431). Testing found that the aircraft performed well, but problems appeared with the controls, which were found to be sluggish due to the extra armor.

The Salamander did have its fair share of critics, with several pilots being harsh towards the slower controls of the aircraft and some even finding the concept of an armored aircraft a waste of resources. Many of those who were strong critics of the aircraft criticized it as they did conventional fighters of the time, glossing over its specialized role of ground attack and arguing its armor would make it sluggish in a dogfight, when the aircraft was never intended to operate as a dogfighter. Originally, a plan for 6 prototypes was made but the last 3 were canceled. The 3rd prototype would stagger its machine guns to accommodate the increased amount of ammunition the Salamander had over the Snipe. This change would be present on all Salamanders going forward. With the aircraft performing well in testing, an initial order of 500 aircraft was requested in the early summer months of 1918. Sopwith would begin building production Salamanders at their factories, being constructed alongside the Snipe. In addition to Sopwith, several other aircraft manufacturers would begin constructing Salamanders as well; Air Navigation Co Ltd, National Aircraft Factory No.1, Palladium Autocars Ltd, Glendower Aircraft Co Ltd and Wolseley Motors Ltd. The production versions differed from the prototype Salamanders, having the larger tail fin and rudder as well as the ailerons from the production Snipes being fitted, as well as the staggered machine guns from the 3rd prototype.

A production line at a Sopwith factory where both Salamanders and Snipes are under construction. The first row are incomplete Salamanders. (Armament of British Aircraft)

As the year went on, production for the Salamander increased, as the order jumped from from 500, to 600 to 1400 by the war’s end. Producing the Salamander was found to be more difficult than the Snipe, thanks to its complicated wiring due to the extra steps of creating the armored cockpit area. Problems also began to be found with the armor, as the box was found to warp after some time and distort the frame. This was not a known problem at first, but it plagued many of the early production versions after the war. In October, production Salamanders began being painted in unique disruptive camouflage patterns. This practice started on the 3rd prototype. This would be one of the first times the RAF would officially camouflage paint aircraft, something that would eventually become a mainstay in the next World War. By early November, two Salamanders were sent over and stationed in France, with one being assigned to No 86 Squadron at Phalempin. No 86 Squadron had just been assigned as a dedicated ground attack unit when it arrived. Back in Britain, squadrons No 95 at Weyton, and No 157 at Upper Heyford were also reworked to be dedicated trench fighting squadrons and equipped with five Salamanders each. No 157 Squadron was scheduled to leave for the front on November 21st. With production rapidly increasing and the aircraft soon to be used at the front, all of this was suddenly brought to a halt when the Armistice was signed on November 11th.

 

Postwar Mediocrity

A Sopwith Salamander showcasing its unique camouflage livery (RAF Museum)

With the signing of the armistice, all plans to ship the Salamander-equipped squadrons to the front were canceled. Production was soon to be cut short as well, as the need for such a specialized aircraft disappeared. Gradually, the order of 1400 was decreased to a much smaller number. Sopwith and Glendower continued producing the Salamander until mid 1919, when total production was completely halted. The other companies mentioned before either stopped production entirely or produced only a few more Salamanders after the Armistice. The Salamander was prepared to be used in full force had the war continued into 1919, with an expected thirteen full Salamander squadrons stationed in France by May. There were expected delays with the production of the Bentley engine, so five of these squadrons were to be equipped with the aforementioned Clerget engines. The exact number of Salamanders produced varies from source to source. The most common number found is that 210 were produced in total, but other sources claim that the actual number is closer to 300. Others claim that almost 500 were built. None of these numbers can truly be confirmed but it is likely much more than the commonly thrown around 210.

Rear view of a Sopwith Salamander (Imperial War Musuem)

Postwar, the Salamander did not find itself too popular, as many issues rose up with the design. The warping of the armor began to become a serious problem on early production Salamanders and it was also found the first 70 Salamanders built by Sopwith had upper wings from Snipes, which were not capable of supporting the heavier Salamander. All of these 70 aircraft were found to be extremely dangerous to fly and it took until December of 1918 for the problem to be realized and fixed. From what can be gathered, most of the production Salamanders were put into storage after the Armistice, with many being finished and immediately sent into storage. Flight testing of the type continued until 1920 despite all interest in the Salamander seemingly being lost in mid 1919.

In addition to the disruptive camo, there is mention of a Salamander being painted in a type of lozenge camo, similar to German aircraft schemes in the war, but no photos are known to exist. It was to be tested at Farnborough alongside the regular camo in July of 1919 but it was unlikely anything became of the tests. Despite the lack of interest, the Salamander did occupy a number of squadrons post war, however the details of where and when are sparse. The latest Salamanders mentioned in RAF service were a squadron stationed out of Egypt in 1922. This would have coincided with the Chanak Crisis against Turkey. A few Salamanders were sent to foreign nations for testing. An unknown Salamander was sent to France to be tested by the Section Technique de l’Aéronautique (Aeronautical Technical Section) in Villacoublay, France. Salamander F6533 was sent overseas to America for trials and testing by their Army Air Service. No further orders or Salamanders were made by America after this and the sole example was known to have been still at McCook Airfield as late as 1926. It is likely the warping issue happened with this particular aircraft, as beneath the cockpit “This machine is not to be flown.” was printed and was seen in photographs of the aircraft.

Salamander F6533 at Mccook Airfield (Pilots and Planes)

Many combat aircraft of the First World War found new life in the following years in the hands of private collectors or attending airshows for spectacular performances. The Salamander was unfortunately not one of these aircraft due to its specialized nature and slower performance compared to the fast aircraft that were featured in such displays. With the purpose of the aircraft now gone and with no future in sight, the Salamander was left to be forgotten as newer aircraft replaced it in squadrons and eventually all would be scrapped. None survive to this day.

Conclusion

The Salamander was one of the first British attempts to create a dedicated ground attack aircraft. In addition, it first tested camouflage patterns on RAF aircraft. Unfortunately, it came too late, if only by a few weeks, to be tested in combat. With the war over and the need for such an aircraft gone, the dream of the Salamander strafing enemy positions died and it fell into obscurity as the type was eventually completely scrapped. Had it entered combat, it would have encountered the same problems it did postwar, which would have left the aircraft prone to accidents of its own design and would have taken time to repair in the field. A strange, and perhaps sad, note is the Salamander was the last Sopwith aircraft to enter service with the RAF before the company became defunct in 1920.

Variants

 

  • Sopwith T.F.2 Salamander Prototypes – The first prototypes for the Salamander had many of the same features as the Snipe, including sharing the mainplane, unstaggered guns and the tailplane was supported by wires.
  • Sopwith T.F.2 Salamander Production – The production version of the Salamander had staggered guns, provisions for carrying bombs, and the tailplane was supported by four steel rods. The first 70 production aircraft accidentally were equipped with the upper wings of the Sopwith Snipe.

 

Operators

 

  • United Kingdom – The Sopwith Salamander was built as a dedicated Trench Fighter for the Royal Air Force, but hostilities would stop before it could be sent to the frontlines. After the war, most Salamanders would be put in storage, but a few would be sent abroad, such as to Egypt.
  • United States of America – A single T.F.2 Salamander (F6533) was sent to McCook Field for testing.
  • France – A single T.F.2 Salamander was sent to France for testing with the Section Technique de l’Aéronautique in Villacoublay, France.

Sopwith T.F.2 Salamander Specifications
Wingspan 31 ft 2 in / 9.5 m
Length 19 ft 6 in / 5.9 m
Height 9 ft 4 in / 2.8 m
Wing Area 272 ft² / 25.3 m²
Engine 1x 230 hp ( 171.5 kW ) Bentley B.R.2 Radial Engine
Propeller 1x 2-blade wooden propeller
Weights
Empty 1844 lb / 836 kg
Maximum 2512 lb / 1139 kg
Climb Rate
Time to 5,000 ft / 1,525 m 6 minutes 5 sec
Time to 6,500 ft / 1,980 m 9 minutes 6 sec
Time to 10,000 ft / 3,050 m 17 minutes 5 sec
Maximum Speed 117 mph / 188 km/h at 10,000 ft / 3,050 m

123 mph / 198 km/h at 6,500 ft / 1,980 m

125 mph / 201 km/h at 3,000 ft / 915 m
Cruising Speed 125 mph / 201 kmh
Endurance 1 ½ hours
Maximum Service Ceiling 13,000 ft / 3,690 m
Crew 1 pilot
Armament
  • 2x synchronized Vickers .303 machine guns (1000 rounds per gun)
  • 4x 20 Ib (9 kg) bombs or 1x 112 Ib (51 kg) bomb

Illustrations

The Salamander in standard RAF livery

 

Several Salamanders would receive a standardized camouflage pattern, they were among the earliest RAF planes to use an official camouflage livery.

Credits

  • Article written by Medicman11
  • Edited by  Henry H. & Stan L.
  • Ported by Henry H.
  • Illustrated by Carpaticus

 

Sources

https://www.baesystems.com/en/heritage/sopwith-salamander

https://www.rafmuseum.org.uk/blog/salamandrine-fire/

King, H. F. Sopwith Aircraft, 1912-1920. Putnam, 1981.

Mason, Francis K. The British Fighter since 1912. Naval Institute Press, 1992.

Green, W. and Swanborough, G., n.d. The complete book of fighters.

 

 

Junkers Ju 87A Stuka

Weimar and Nazi Germany, WW2, , , ,

Nazi flag Nazi Germany (1934)
Dive-bomber – 262-400 Built

The Ju 87A [warbirdphotographs.com]
Prior to the Second World War, the Germans were experimenting with how to increase the accuracy of air bombing attacks. One solution was to use dive attacks, which greatly increased the chance of hitting the desired targets. By the mid-30s, a number of German aircraft manufacturing companies were experimenting with planes that could fulfill these dive bomb attacks. The Junkers Ju 87 proved to be the most promising design and would be adopted for service.  The Ju 87 would become one of most iconic aircraft of the Second World War, being feared for its precise strikes, but also for its unique use of sirens for psychological warfare.

History

After the First World War, the Germans began experimenting with ideas on how to make aircraft more precise during ground attack operations. The use of conventional bombers that dispatched their payload from straight and level flight could effectively engage larger targets, such as urban centers, industrial facilities, infrastructure, etc. This method was less effective for destroying smaller targets, like bunkers or bridges. A dive-attack, on the other hand, provided a greater chance of hitting smaller targets and, to some extent, reduced the chance of being shot down by ground based enemy anti-aircraft fire. This concept of dive-attack aircraft would be studied and tested in detail by the Germans during the 1930s. These aircraft would be known as Sturzkampfbomber (dive-bomber), but generally known as Stukas. 

The development of such aircraft was greatly hindered by the prohibitions imposed by the Treaty of Versailles. To overcome this, some German companies simply opened smaller subsidiaries in other countries. In the case of the Junkers, a subsidiary company known as Flygindustri was opened in Sweden. There, they developed a K 47 two-seater fighter in 1929. It was tested for the role of dive-bomber and proved successful. But its price was too high for the German Luftwaffe to accept, so it was rejected.

The Junkers K 47 was a two-seater fighter from 1929. While showing to possess good dive-attack characteristics, due to its price, it was not adopted for service. [Wiki]
As a temporary solution, the Germans adopted the He 50 in 1932. The following year, a more comprehensive test of the dive-bombing concept was undertaken at airbase Juterbog-Damm. During these trials, Ju-52 bombers were used. The overall results were disappointing, thus development of a completely new dedicated design was prioritized by the Germans. For this, Luftwaffe officials placed an order with all aircraft manufacturers to present their models for the dive-bomber competition.

In late 1933, the Junkers dive-bomber development project was carried out by engineer Herman Pohlmann. He stressed the importance of an  overall robust aircraft design in order to be able to withstand steep diving maneuvers. Additionally, it should have had fixed landing gear and be built using all-metal construction. 

The next year, a fully completed wooden mock-up with inverted gull wings and twin tail fins was built by Junkers. Officials from the German Aviation Ministry (Reichsluftfahrtministerium RLM) inspected the mock-up during late 1934, but they were not impressed and didn’t place a production order. Despite this, Junkers continued working on the project. Junkers soon began construction of a full scale prototype. Due to many delays with the design, construction of the project dragged into October 1935. The first prototype received the Ju 87 V1 designation, bearing serial number 4921. Somewhat surprisingly, it was powered by a 640 hp Rolls-Royce Kestrel 12 cylinder engine. The first test flight was completed in September 1935 by test pilot Willi Neuenhofen. While the first flight was generally successful, the use of a foreign engine was deemed unsatisfactory and it was requested that a domestic built engine be used instead.  The V1 prototype would be lost in an accident when one of the twin tail fins broke off during a dive test near Dresden. Both the pilot Willi Neuenhofen and the second passenger, engineer Heinrich Kreft, lost their lives. The examination of the wreckage showed that the fin design was too weak and thus had to be replaced with a simple conventional tail fin. 

The V1 prototype could be easily identified by its twin tail fin design. [warbirdphotographs.com]
Ju 87 V2 (serial number 4922 and with tail code  D-UHUH (later changed to D-IDQR) was built with the 610 hp Jumo 210 A engine and had a redesigned tail fin. Another addition was the installation of special slats that could be rotated at 90° forward, perpendicular to the underside of the wing, acting as dive brakes. The V2 also received a specially designed bomb release mechanism, meant to avoid accidentally hitting the lowered radiator and the propeller. When the pilot activated the bomb release during a dive, the specially designed cradle would simply swing forward. In essence, this catapulted the bomb safely away from the plane while still maintaining its trajectory toward the target. There were a number of delays with the redesign of the airframe, which led to V2’s first flight being made during late February 1936. While the test flight was successful, the Luftwaffe officials showed some reluctance with regards to the project, given the fate of the first prototype. Nevertheless, the Ju 87, together with the He 118, Ha 137 and Ar 81, were used in a dive-bomber competition. The initial results favored the Heinkel, but when the He 118 was lost during one of its  test flights together with the engine problems, the RLM proclaimed the Ju 87 as the winner.

The unsuccessful He 118 aircraft. [Wiki]
The Ju 87 V2 prototype. [warbirdphotographs.com]
Winning the competition for the new dive-bomber design, Junkers was instructed to build more prototypes to improve the overall performance of the Ju 87. The V3 (serial number 4923 and designation D-UKYQ) received a number of modifications. It had an enlarged tailfin, added counterweights on the elevators, a modified landing gear, and a redesigned engine cowl to improve forward visibility. The first test flight was made in March of 1936. 

The V4 (serial number 4924 and with D-UBIP) was further modified by once again increasing the size of the tailfin, adding forward firing machine guns, a rear defensive machine gun, and again redesigning the front engine compartment. It was powered by the Jumo 210 Aa engine. It was flight tested for the first time in June 1936. During its test flight, the maximum cruising speed achieved was 250 km/h (155 mph). The RLM would become increasingly concerned about the Ju 87 design, as this cruising speed was the same as that of the older He 50. Despite this, the handling and resilience of the whole airframe were deemed satisfactory. The V4 prototype would later serve as the base for the A-0 pre-production series. The last prototype, V5 (serial number 4925), was built in May 1936. It was built to test the installation of the DB 600 and Jumo 210 engines. 

The V4 prototype, which served as base of the A-0 pre-production series. In addition, it was the first Ju 87 aircraft to see real combat action during the Spanish Civil War. [warbirdphotographs.com]

The Ju 87 ‘Anton’ Introduction

Following the success of the prototype series, the RLM officials issued orders for more Ju 87 aircraft. This would lead to a small production run of between 7 to 10 aircraft of the Ju 87A-0 pre-series aircraft (A for Anton, according to the German phonetic alphabet). While the first A-0 aircraft were to be built starting in November 1935, due to a number of delays, the actual production began in the spring of 1936. Following a series of tests conducted on the A-0 aircraft at the end of 1936, it was determined that these planes, equipped with the Jumo 210 Aa engine, were underpowered. A number of the A-0 aircraft would receive a new 680 hp Jumo 210 D engine as an upgrade. The A-0’s rear fuselage was also lowered to provide the rear gunner with a better firing arc. For the radio equipment, two ‘V’ shaped antennas were placed around the cockpit. 

Further development led to the Ju 87A-1, which was powered by the Jumo 210 D as standard. The A-1 series was able to carry one 250 kg (550 lbs) bomb in its standard two man crew configuration. Alternatively, it could carry one 500 kg (1100 lbs) bomb but, in this case, the rear machine gunner had to be left behind. 

The last version of the series was the Ju 87A-2. It was slightly improved by adding better radio equipment. In addition, the engine performance was improved, along with a new two-stage compressor, and a new propeller.

Technical Characteristics 

The Ju 87A was designed as a single-engined, twin-seat all metal dive bomber. Its fuselage was built by connecting two oval-shaped sections with a simple structure design. The longerons consisted of long shaped strips which spanned across the longitudinal direction of the aircraft. These had a ‘U’ shape which was connected to the duralumin skin by rivets. 

For construction of the Ju 87’s wings, Junkers engineers employed the doppelüger (a double wing construction). This meant that the full-span ailerons were hinged near the trailing edge of the wings. Another feature of the wings was that they had an inverted gull design. This was done intentionally by the Junkers engineers in an attempt to provide the crew members with the best possible all around visibility. The Ju 87 fuselage and wings were covered with a combination of duralumin and magnesium alloy sheeting. While the V1 prototype was equipped with twin tail fins, the A-series was equipped with a more orthodox tail design. The tailplanes had a rectangular shape, while the rudder had a square shape.

Rear view of the Ju 87A [asisbiz.com]
The landing gear was fixed. It consisted of two larger front wheels, with one smaller tailwheel to the rear. The front landing gear and wheels were covered in large protective fairings, sometimes known as “spats.” This arrangement would prove to be problematic, and would later be replaced with a much simpler design.

The Ju 87 had a distinguishable fixed landing gear, protected by a larger housing. This design would be simplified in later version. [asisbiz.com]
The Ju 87 engine was mounted specifically to provide easy access for replacement or maintenance. It was powered by an inline Jumo 210 D water cooled engine, with a variable pitch propeller with a 3.3 m diameter. The fuel capacity was 480 liters, placed in two tanks. The fuel tanks were located in the center part of the curved wings. 

The Ju 87 had a large cockpit where the pilot and the rear gunner were positioned in a back-to-back configuration. The center of the canopy assembly was reinforced by a durable section of cast magnesium, meant to provide better structural integrity. The cockpit was also protected with a fire-resistant asbestos firewall. On the A-series, the pilot was responsible for operating the radio equipment. This task would be allocated to the rear gunner in later versions. The radio equipment consisted of a FuG VII radio receiver and transmitter. 

The Ju 87A-1 was armed with one forward mounted 7.92 mm MG 17 and a rear positioned MG 15, also firing 7.92 mm, fitted on a flexible mount. The offensive armament consisted of either a 250 kg or 500 kg bomb (550 to 1100 lbs). When the larger bomb was used, the rear crew member had to be left behind. A small number of aircraft were equipped with bomb racks for four 50 kg (110 lbs)  mounted under the wings. These were actually used for training purposes, as the bombs were actually made of concrete. 

Diving Operation

The Ju 87 pilot would commence the dive-bombing run once the target was identified. The target would be located through a bombsight which was placed in the cockpit floor. The attack would usually be carried out from an altitude of less than 4,600 meters. The aircraft would then be rolled around by the pilot until it was upside down. The Ju 87 would then engage its target at an angle of attack of 60 to 90°, with a speed of 500 to 600 km/h (310-370 mph). During these dive-bombing runs, there was a chance the pilot could  temporarily lose consciousness due to extensive G-forces. If the pilot was unable to pull up, a ground collision was a strong possibility. To avoid this, the Ju 87 was equipped with automatic dive brakes that would simply level out the plane at a safe altitude. Once the plane reached a level flight, the brakes would then disengage. The Ju 87 was also equipped with warning lights that informed the pilot when it was time to release the bomb. 

Germans conducted extensive research to determine how much G-force a pilot could endure without any medical problems. The testing revealed that the pilot could overcome a 4G force without problems. At 5G , the pilot would experience blurred vision. The maximum G-forces were noted to be 8.5 G but only for three seconds. Any more could lead to extensive injuries or even death. 

Illustration of a Ju 87 dive-attack run. Source Pinterest

Organization

The Ju 87 were used to equip the so-called Sturzkampfgeschwader or simply StG (dive-bomber flight unit). The StG was divided into three Gruppen (groups). Each of these groups was further divided into three Staffel (squadrons).  

In Combat

The Ju 87 saw its first combat action during the Spanish Civil War that lasted from 1936 to 1939. The Germans saw this war as the perfect place to test their new aircraft designs. For this reason, one V4 prototype was secretly disassembled and transported on a passenger ship to Spain in August 1936. It was part of the experimental unit (Versuchskommando) VK/88 (or VJ/88, depending on the source) of the Condor Legion. The overall performance or even the use of this aircraft is generally unknown. During this conflict, it received the designation 29-1. It may have taken part in the Battle of Bilbao  in June of 1937, after which it was shipped back to Germany. 

In early 1938, three more aircraft of the A-1 series were shipped to Spain. These received the 29-2, 29-3, and 29-4 designations. They were given to the 1st Staffel of Sturzkampfgeschwader  162 (dive bomber wing).  While only three aircraft were used by this unit  their original designations were often replaced with higher numbers in an atempt to decive the enemy.  The initial pilots of these aircraft were Ernst Bartels, Hermann Hass, and Gerhard Weyert. The Germans would replace them with new crew members after some time, in the hope of increasing the number of pilots with experience operating the aircraft under combat situations. 

Their initial base of operations was an airfield near Zaragoza, Spain. There were some problems with the forward landing gear covers, which would dig into the ground on the sandy soil of the airfield. To resolve this issue, the crews simply removed them. The use of a larger 500 kg bomb required the removal of the rear gunner, so the smaller 250 kg bomb load was more frequently used.

In March 1938,, the three Ju 87s attempted to attack retreating Spanish Republican units at the Aragon with somewhat limited success. The attacks were less successful, mainly due to the inexperience of the pilots. From July 1938 on, the Ju 87 showed more promising performance during the Spanish Republican failed counterattack at the Ebro River and Mequinenza. By October, all three Ju 87 As were shipped back to Germany. 

A Ju 87A during the Spanish Civil War [Wiki]
The overall performance of the A-series was deemed insufficient for combat operations early on. This, together with the fact that the improved Ju 87B version was becoming available in increasing numbers, leading to a withdrawal of the A version from service. These would be reallocated to training units, and would be used in this role up to 1944. 

The Ju 87A would see only limited combat service, being mostly allocated to training units [warbirdphotographs.com]

In Hungarian Service 

During the war the Germans provided their Hungarian ally with four Ju 87A aircraft. These were used mostly for crew training in later stages of the war. 

Hungarian Ju 87A [Hungarian Air Forces 1920-1945]

Production and Modifications

Production of the Ju 87 ended by the summer of 1938. By that time, some 262 were built by the Junkers factories located in Dessau (192) and Bremen (70). These numbers are according to M. Griehl (Junkers Ju 87 Stuka). Author D. Nešić (Naoružanje Drugog Svetsko Rata-Nemačka), on the other hand, notes a number of 400 aircraft being built. 

The main versions were:

  • Ju 87 Prototype series – Five prototypes were built and used mostly for testing. 
  • Ju 87A-0 – A small pre-production series.
  • Ju 87A-1 – Main production version.
  • Ju 87A-2 – Slightly improved A-1 aircraft.

Conclusion

While the Ju 87A fulfilled the role of dive-bomber well, it was shown to be inadequately developed to meet military requirements. For this reason, it was mainly issued for crew training. Its main success was that it provided the German with an excellent base for improvement and development of further aircraft. It also provided the German pilots with valuable experience in such dive-bombing flights.

Ju 87A-1  Specifications
Wingspans 45 ft 3 in / 13.8 m
Length 35 ft 4 in / 10.78 m
Height 12 ft 9  in  /  3.9 m
Wing Area 104 ft² /  31.9 m²
Engine Junkers Jumo 210D 680 hp engine
Empty Weight 5,070 lbs / 2,300 kg
Maximum Takeoff Weight 7,500 lbs / 3,400 kg
Fuel Capacity 480 liters / 127 US gallons            
Maximum Speed  200 mph / 320 km/h
Cruising speed 170 mph  / 275 km/h
Range 620 miles / 1,000 km
Maximum Service Ceiling 22,970 ft / 7,000 m
Crew One pilot and the Rear Gunner
Armament
  • One forward mounted 7.92 mm MG17 and one 7.92 mm MG15 positioned to the rear
  • One 550 lb (250 kg) bomb for two-seaster
  • Or one  1100 lb (500 kg) bomb in the single-seater configuration. 

Gallery

Illustrations by Carpaticus

Ju 87A with an unusual winter camouflage
Ju 87A-1 from the Dive bomber school 1, operated during winter 1940-1941
Ju 87A used for pilot training in late 1939
Ju 87 A-1 1st Staffel of Sturzkampfgeschwader 162 during the Spanish Civil War

Credits

  • Article by Marko P.
  • Edited by Stan L. & Ed J.
  • Illustrations by David Bocquelet & Carpaticus
  • M. Griehl (2006) Junkers Ju 87 ‘Stuka’, AirDOC.
  • M. Guardia (2014) Junkers ju 87 Stuka, Osprey Publishing 
  • D. Nešić (2008). Naoružanje Drugog Svetsko Rata-Nemačka. Tampoprint S.C.G. Beograd.
  • D. Monday. (2006). The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • Z. Bašić (2018) Građanski Rat U španiji 1936-1939, Čigoja Štampa. 
  • G. Sarhidai, H. Punka and V. Kozlik. (1996) Hungarian Air Forces 1920-1945, Hikoki Publisher