Tag Archives: Luftwaffe

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

 

Me 261

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

Nazi flag Nazi Germany (1938)

Type: High endurance experimental, reconnaissance aircraft

Number built: Three prototypes

Before the outbreak of the Second World War, the Luftwaffe (Eng. German Air Force) was undergoing a massive expansion. Numerous new aircraft designs were either being introduced into service or undergoing testing, with many being integrated into the military for various roles. A number of newly developed aircraft were also primarily used for evaluation and experimentation, and, there were also several designs created specifically to set records. One such aircraft, the Me 261, was built specifically at the request of Adolf Hitler to set long-range records. Due to its specialized role, and the fact that it was not initially ordered by the Luftwaffe, only three prototypes of the Me 261 were built.

The rather obscure Me 261 long-range transport and recconaissance aircraft. Source: alternathistory.ru

History

With the rise of Nazis in Germany, substantial financial resources were allocated to military projects. The Luftwaffe was founded, and saw massive expansion and the introduction of new aircraft designs. However, not all these designs were intended for pure military service. Some projects were mainly aimed at experimentation, and among these were aircraft designed solely to showcase technological advancements and break world records. This trend was quite common in the years leading up to the outbreak of the Second World War in Europe. For example, the Messerschmitt Me 209 was created to set a world speed record, with little to no concerns made over a possible military application.

Speed was not the only record to be pursued, there were others, such as long-range flight. This particular challenge fascinated Hitler, who in 1937, initiated the development of a long-range monoplane. Aside from the many things that might be learned from the experiment, Hitler envisioned this aircraft undertaking the long-range flight from Berlin to Tokyo for the 1940 Olympic Games, carrying the Olympic Torch from Germany over Asia. To meet this requirement, the initial requirements specified that the aircraft needed to have an operational range of over 13,000 km.

The Reichsluftfahrtministerium (RLM), or German Air Ministry, selected the Messerschmitt company for this task. Despite being a relatively small enterprise at the time, Messerschmitt had achieved great success with the Bf 109, one of the best fighters of its era. The official contract was signed on the 18th March, 1938. Under the designation P.1064, Messerschmitt presented a proposal to Hitler for a new aircraft. This aircraft was to be operated by a crew of five within a rather cramped, and elongated fuselage. Due to the aircraft’s specific role, the fuel load was prioritized over crew comfort. Hitler approved the proposal and ordered the construction of three prototypes. The project was subsequently renamed Me 261. Due to Hitler’s keen interest, the aircraft was nicknamed Adolfine by its crew.

In 1939, work began on the three Me 261 prototypes. Despite Hitler’s ambitions, the Me 261 was given low priority, and construction proceeded slowly, and anticipating a war with Poland, work on these aircraft was halted. However, recognizing its potential for long-range reconnaissance and the valuable information it could provide, work resumed in 1940.

The first prototype, Me 261 V1 (BJ-CP or BC-CP, depending on the sources), was flight-tested by Karl Baur in December 1940. The following year, the second prototype, Me 261 V2 (BJ-CQ), was tested. The V2 featured a glazed observation dome on the dorsal fuselage, replacing the rear dome used on the V1. The construction of the third prototype, Me 261 V3 (BJ-CR), faced delays and only completed its test flight in 1943. This version was distinct from the earlier prototypes, featuring a larger crew capacity of seven and being powered by two 2,950 hp DB 610 engines. On the 16th April, 1943, Karl Baur conducted a ten-hour test flight with the V3.

 

The last of the Me 261 was the V3 prototype, which was powered by stronger engines. Source: airpages.ru

Technical characteristics

Unfortunately, since the Me 161 did not progress beyond the prototype stage. It was designed as an all-metal, long-range transport and later as a reconnaissance aircraft. The fuselage was slim but cramped, made of metal, and covered in duralumin.

The wings of the Me 261 were constructed using a metal frame with a single spar. They were then covered with flush-riveted, stressed-skin metal panels. Notably, the section of the wing closest to the fuselage had a thick profile, which tapered to the wingtips. This design was intentional, as it allowed for a large fuel storage area. The aircraft also featured a twin-rudder tail at the rear.

For its long-range flight operations, the Me 261 had a crew of five: a pilot, co-pilot, radio operator, navigator, and flight engineer. The pilot and copilot sat side-by-side in the cockpit with the radio operator in a central compartment, and the flight engineer and navigator seated in the rearmost compartment, where the aircraft’s bunks were also located.

The first two prototypes were powered by twin 2,700 hp DB 606A/B twenty-four-cylinder engines. These engines were essentially two twelve-cylinder DB 601 engines coupled together to drive a single shaft, requiring two separate radiators and oil coolers. Each DB 606A/B engine was housed within a large nacelle and used four-blade propellers with a diameter of 4.6 meters.

The Me 261 DB 606A/B twenty-four-cylinder engine consisted of two coupled twelve-cylinder DB 601 engines. They worked well on the He 261 and no major issue was reported with it. Source: oldmachinepress.com

Despite frequent mentions of the aircraft being overburdened, sources do not specify a consistent maximum takeoff weight. Additionally, the total fuel capacity is also unspecified. Depending on the sources, the operational range varies from 11,000 to 13,200 km.

To accommodate the aircraft’s weight, it required large-diameter landing wheels that could retract up to 90 degrees into the wings. In addition to these, it had a fully retractable tail wheel retracted towards the front of the aircraft.

The Me 261 was designed as an all-metal, long-range transport and later as a reconnaissance aircraft source: Wikipedia
The first two prototypes were powered by twin 2,700 hp DB 606A/B twenty-four-cylinder engines. To cope with their weight, it was provided with two large-diameter landing wheels. Source: planehistoria.com
Side view of the second prototype. Source:  alternathistory.ru

Fate

Despite demonstrating some potential for long-range reconnaissance, the Me 261 was ultimately rejected from service due to the additional equipment requirements that would have further strained its already overburdened airframe, thereby compromising its flight performance. Despite its cancellation, the V3 prototype (and possibly the other two prototypes) saw operational use as reconnaissance aircraft during the war. In July or April of 1943, the V3 suffered an accident during landing that heavily damaged its landing gear. Although repaired and returned to service, the V3 was eventually scrapped by order of the RLM.

The V1 aircraft was lost during an Allied bombing raid on the Rechlin test center in September 1944, while the V2 was captured by the Allies at the same location in April 1945. Neither prototype survived the war; the captured V2 was scrapped a few weeks after its capture.

The V3 aircraft was damaged during a landing accident but was repaired and put back into service. Source: www.destinationsjourney.com
The V2 was captured by the Allies and was eventually scraped. Source: planehistoria.com

Conclusion 

The Me 261 was an aircraft that was not ordered by the Luftwaffe as a military aircraft and thus received low priority. Despite its initial potential for use as a reconnaissance aircraft, it quickly became evident that it would not be feasible for adoption in this role due to its considerable weight. Ultimately, only three were built, and none of them survived the war.

Me 261 V3 Specifications
Wingspans 26.9 m / 88 ft 1 in
Length 16.7 m / 54  ft 9 in
Height 4.72 m /  15 ft  5 in
Wing Area 76 m² /  817.8 ft²
Engine Two 2,950 hp DB 610 engines
Endurance 24 hours and 36 minutes
Maximum Speed 620 km/h / 385mph
Cruising speed 400 km/h / 248 mph
Range 11,000 km / 6,831 miles
Maximum Service Ceiling 8,250 m  / 27,060 ft
Crew 1 pilot
Armament
  • None

Illustration

Credits

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

Source:

  • D. Herwig and H. Rode (2000) Luftwaffe Secret Projects Strategic Bombers 1935 to 1945, Midland Publishing
  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd
  • 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

 

Me 309Zw (Me 609)

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

Nazi Germany (1944)

Proposed Fighter Design

During the war, Messerschmitt endeavored to find potential successors to their existing aircraft models. This quest yielded several aircraft proposals, one of which was the Me 309, which they sought to replace their older Me 109 fighter with. Despite Messerschmitt’s hopes for its success, the Me 309 proved to be unreliable and mechanically flawed, leading to its rejection for adoption. Undeterred by this setback, Messerschmitt persisted with the project, eventually turning their attention to a new twin-fuselage fighter, often referred to in various sources as the Me 609.

Artistic 3d model of the “Me 609” . Source: www.3dcadbrowser.com

A Brief History of Germany Twin-Fighter Program History

In the early stages of the war, the Messerschmitt Me 109 emerged as an exceptional fighter, arguably one of the world’s best at the time. However, despite its prowess, there remained ample room for improvement in its design. By the early 1940s, engineers at Messerschmitt began exploring avenues to enhance its overall flight performance. Among the considerations was the idea that while one engine delivered outstanding results, pairing two engines might yield even greater capabilities, bringing an increase in operational range and top speed. This notion laid the groundwork for a bold project: combining two Me 109s into a single aircraft, designated as the Me 109Z, with the ‘Z’ representing the German word “Zwilling”, meaning twin. The concept aimed to harness the power of dual fuselages and engines to significantly enhance both performance and firepower, envisioning the aircraft as either a formidable destroyer or a fighter bomber.

In theory, the design was relatively straightforward: merging two fuselages along with a central wing. The cockpit would be positioned within one of the fuselages, along with modifications to the landing gear. Despite the unconventional approach, a functional prototype utilizing two Me 109Fs was successfully constructed in 1942. However, the evaluation and test flight process extended until 1943, during which the prototype was either lost or severely damaged in one of the numerous Allied bombing raids.

Amidst the pressing demands of concurrent projects, such as the development of the Me 262, the Me 109Z initiative was ultimately abandoned, reflecting the shifting priorities and challenges faced by German engineers during the Second World War .

An Me 109Z drawing. Source: www.luft46.com

A Second Option 

Another Messerschmitt project aimed at enhancing the performance of the Me 109 was the Me 309. This new endeavor sought substantial improvements, integrating several new features such as enhanced armament, a pressurized cockpit, a tricycle undercarriage, and retractable radiators. Initiated by Messerschmitt in 1940, the project faced reluctance from the German Aviation Ministry (RLM), leading to significant delays. It wasn’t until the end of 1941 that actual work on the project began. Despite these challenges, the first Me 309 V-1 prototype was completed in June 1942, followed by a few more test models. However, the project encountered various mechanical issues that remained unresolved, including engine overheating, the problematic landing gear which caused the aircraft to crash onto its nose should the nose gear fail, and flight instability, among other issues. As a result, the RLM showed little enthusiasm for the Me 309, prioritizing increased production of the Me 109 instead. Introducing another fighter design would also inevitably lead to production delays. Moreover, refining the Me 309 design would likely necessitate additional time, possibly extending into months or even years. Consequently, a decision was made to abandon the development of the Me 309 entirely.

The Me 309 was an attempt to develop a completely new fighter to replace the Me 109. Given its many mechanical flaws, it did not go beyond the prototype stage. Source: /www.luftwaffephotos.com

However, Messerschmitt hoped that proposing a new variant of the twin-fuselage fighter based on the Me 309 might renew interest from the RLM. Unfortunately, this strategy didn’t yield the desired results. Despite some initial drawings, the aircraft designated as the Me 609 was abandoned at the beginning of 1944 in favor of the Me 262.

A drawing of the proposed “Me 609” aircraft. Source: D.Sharp Luftwaffe: Secret Designs of the Third Reich

Technical characteristics

Given that it was a paper proposal, and no working prototype was built, its overall technical specifications are rather obscure. In essence, the Me 609 consisted of paired Me 309 fuselages which were joined together by a central wing section. Given this fact, in theory, most of the components for this aircraft would be available and reused from the Me 309. The Me 309 was conceived as a single-seat fighter, featuring an all-metal construction with a low-wing design. So we can assume that the new Me 609 would also follow a similar construction.

The two fuselages were connected with the new inner wing section. Besides this, it also served to house the two main landing gear units. The nose wheel was located under the engine, and retracted to the rear. The pilot’s pressurized cockpit was located on the left fuselage, while; the right-sided fuselage had its cockpit covered.

The Me 309 used an unusual, at least for the Germans, tricycle landing gear unit. Source: www.luftwaffephotos.com

Depending on the source it was either powered by a  Daimler Benz 603 or 605 or a  2,000hp Jumo 213E june engine. In the case of the latter, the estimated maximum speed was to be 760 km/h. All of which were inverted V-12 engines.

The main armament was to consist of two 3 cm MK 108 and Two MK 103 cannons. Including either two 250 kg or one 500 kg bomb. Two more cannons could be mounted under the center wing section.

The Truth of it

The information as previously mentioned, however, may not be entirely accurate. According to various sources such as D. Herwing and H. Rode (Luftwaffe: Secret Projects Ground Attack and Special Purpose Aircraft), as well as several internet sources, it is asserted that the twin-fuselage Me 309 variant was designated as the Me 609. Contrary to this, D. Sharp (Luftwaffe: Secret Designs of the Third Reich) argues that this designation was incorrectly assigned to the project. The actual designation for it was Me 309 Zw (Zw standing for Zwilling, meaning twins). Claiming, the Me 609 was unrelated to this project. Sharp supports this assertion by citing surviving Messerschmitt documentation salvaged after the war, in which the projects are referred to as 309 Zw. Thus, the twin-fuselage fast bomber/destroyer based on the Me 309 existed only as a proposal, albeit under a different name.

Now, what about the aircraft bearing the Me 609 designation? Simply put, it did not exist. In reality, it was a designation that Messerschmitt applied to describe the Me 262 twin-engine fighter. Why this designation was used remains unknown, but it may have been employed to deceive the intelligence offices of the Western Allies

The evidence for the claim of the wrong designation lies in the old Messerschmitt documentation salvaged after the war. Here we can see the Me 262 which was for an unknown reason referred to as Me 609. Source: D. Sharp Luftwaffe: Secret Designs of the Third Reich

Conclusion 

The Me 309Zw project was an intriguing endeavor aimed at enhancing the overall performance of German fighters by integrating two fuselages. However, it failed to progress beyond the prototype stage, leaving us unable to determine its feasibility.

Me 309Zw Estimated Specifications
Wingspans 16 m / 52  ft 6  in
Length 9.52 m / 31 ft 2 in
Height 3.24 m / 10 ft  7 in
Wing Area 26.755 m² /  288 ft²
Engine Two 2,000hp Jumo 213E
Empty Weight 5,247 5kg / 11,660 lbs
Maximum Takeoff Weight 6,534kg / 14,520 lbs
Maximum Speed 760 km/h / 472mph
Crew 1 pilot
Armament
  • Two MK 108 and Two MK 103
  • Bomb load two 250 kg or one 500 kg

Illustration

 

Credits

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

Source:

  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
  • 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
  • D. Myhra (2000) Messerschmitt Me 209V1, Schiffer Military History
  • M. Griehl () X-planes German Luftwaffe prototypes 1930-1940, Frontline Book
  • D.Herwing and H. Rode (2002) Luftwaffe: Secret Projects Ground Attack and Special Purpose Aircraft, Midland
  •  D.Sharp (2018) Luftwaffe: Secret Designs of the Third Reich, Mortons

 

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 309

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

Nazi Germany (1943)

Fighter: Four prototypes Built

The Messerschmitt Me 109, although an outstanding aircraft, still had room for improvement. Its most noticeable shortcomings included a rather small operational radius, significantly reducing its combat potential in prolonged engagements. To address this, Messerschmitt initiated the development of a successor model designated as the Me 309. However, from the outset, this new fighter was plagued with numerous mechanical faults that could not be resolved in the foreseeable future. Consequently, only four prototypes were built before the project was ultimately canceled.

The Me 309 first prototype. Source: https://www.luftwaffephotos.com/lme2091.htm

History

At the onset of the Second World War, Germany relied heavily on the Me 109 as its primary fighter aircraft. Renowned for its exceptional performance and cost-effectiveness, the Me 109 outmatched most of the enemy fighters it encountered over Europe. Following the fall of France in June 1940, Germany launched a significant bombing campaign against the UK. This prolonged engagement highlighted a critical issue: the Me 109’s limited operational range prevented it from carrying out long-range fighter sweeps, or being usable as a bomber escort.

Recognizing the urgent need for enhancements, Messerschmitt began experiments on improving the performance, and range, of the Me 109. Initial assessments underscored the necessity for substantial improvements, including an 85% increase in operational range and a minimum 25% boost in maximum speed. Additionally, there were aspirations to augment its firepower, introduce a pressurized cockpit, implement a tricycle undercarriage, and incorporate retractable radiators. Before commencing work on a completely new fighter, Messerschmitt opted to experiment with these features by modifying an existing Me 109F

Some of the changes such as the tricycle undercarriage were first tested on one Me 109. Source: https://militarymatters.online/forgotten-aircraft/the-messerschmitt-me-309-redundant-beauty/

The new fighter project was initiated by Messerschmitt in 1940. However, the German Aviation Ministry (RLM) was not enthusiastic about it, after significant delays. Actual work on the project didn’t commence until the end of 1941. The project, designated Me 309, was led by Woldemar Voigt and Richard Bauer. It’s worth noting that Messerschmitt’s previous attempt to develop a fighter, based on the record-breaking Me 209, failed because its airframe wasn’t suitable for military purposes. Despite the RLM’s initial skepticism towards the Me 309, they eventually ordered nine prototypes.

The side view of the Me 209V1 prototype. While initially used as a speed record-breaker, Messerschmitt tried to adopt it for the military role but ultimately failed in this. Source: ww2fighters.e-monsite.com

The first Me 309 V-1 (GE-CU) prototype was completed in June 1942, and immediately underwent ground trials at the end of that month. However, almost from the outset, a major issue became apparent, the new landing wheel configuration proved difficult to control on the ground. Subsequent flight tests revealed additional challenges, including strong vibrations at high speeds. In July 1942, after a series of modifications, the prototype underwent flight testing once more, only to encounter new problems with the landing gear. The hydraulic retraction system was found to be inadequate, and issues with engine overheating and aerodynamic instability persisted. On one occasion, test pilot Karl Baur was forced to abort the flight after just seven minutes in the air.

Addressing these issues required further modifications, including redesigning the tailplane and improving the hydraulic system for the landing gear. Despite these efforts, subsequent test flights did not yield significant improvements in the overall flight performance of the Me 309. Messerschmitt’s test pilot, Fritz Wendel, expressed dissatisfaction with the aircraft, noting that its flight characteristics were not markedly superior to those of the Me 109. He criticized the high landing speed and the poor design of the control surfaces.

Not ready to abandon the Me 309 prematurely, the first prototype underwent evaluation at the Rechlin test center for further assessment. On the 20th of November 1942, a report was issued deeming the overall performance of the Me 309 unpromising, even inferior to the new Me 109G. Consequently, the RLM reduced the initial production order from nine prototypes to just four. Initially, the RLM had little enthusiasm for the Me 309, and still preferred instead to prioritize increased production of the Me 109. Introducing another fighter design would inevitably cause production delays. Compounding the industrial challenges, perfecting the Me 309 design would likely require additional time,  months if not years of work.

Despite these setbacks, the development of the Me 309 continued at a sluggish pace. The first prototype was initially equipped with a 1,750 hp DB603A-1 engine. It would later be replaced by a 1,450 hp DB 605B engine instead during the testing phase. During one landing, the front landing gear collapsed, causing the aircraft to nose down. Fortunately, the damage sustained was minor. However, the same couldn’t be said for the second prototype (GE-CV), which underwent flight testing on November 28, 1942. Upon landing during its maiden flight, the front landing gear failed, resulting in a hard impact on the ground. The force of the impact nearly split the aircraft into two parts, rendering it extensively damaged and subsequently written off. Despite this setback, two more prototypes were constructed during 1943.

The Me 309 had a troublesome landing gear and a tendency to flip over the nose. In one such accident, the second prototype was lost. Source: https://militarymatters.online/forgotten-aircraft/the-messerschmitt-me-309-redundant-beauty/

Technical characteristics

The Me 309 was conceived as a single-seat fighter, featuring an all-metal construction with a low-wing design. There is limited information available regarding its overall construction. The fuselage was of an oval shape, while the wings were characterized by a dihedral angle with rounded tips, accompanied by automatic leading-edge slots for better maneuverability at low speed. Notably, the wings also incorporated large flaps extending from the wing roots to the ailerons’ end. The canopy was fully glazed, affording excellent visibility of the surroundings.

There is some disagreement among available sources regarding the precise engine used in this aircraft. According to J.R. Smith and A.L. Kay in (German Aircraft of WWII) it was initially powered by a 1,750 hp DB 603A-1 engine, which enabled the Me 309 to achieve a maximum speed of 733 km/h at an altitude of 8,500 meters. This claim is supported by B.C. Wheeler in (Aviation Archive: German Fighters of WWII)  although Wheeler does not specify which DB 603 engine was used. On the other hand, Jean-Denis G.G. Lepage, in (Aircraft of the Luftwaffe) mentions that the Daimler-Benz DB 603G engine model was used, with the same maximum speed being achieved. The DB 603G is the likely most correct engine used on the Me 309, considering it was an experimental high-altitude model that never entered mass use.

The later prototypes were powered by a smaller 1,450 hp DB 605B engine. Even the first prototype was eventually reequipped with this engine. As a result, the overall performance dropped significantly to 575 km/h, according to D. Nesić (Naoružanje Drugog Svetsko Rata-Nemačka).

With a fuel capacity of 880 liters, its operational range extended to 1,400 km. Equipped with a retractable ventral radiator positioned under the fuselage, the aircraft’s landing gear retracted inward into the wings. A notable departure from convention was the absence of the standard tailwheel; instead, it featured a nosewheel, retracting rearward into the fuselage’s front section.

The Me 309 was initially tested with the DB 603A-1 engine with which it achieved a maximum speed of 733 km/.h. Source: http://www.luftwaffephotos.com/lme2091.htm
Rear view of the Me 309. Source: http://www.luftwaffephotos.com/lme2091.htm
The Me 309 incorporated some new features such as the new landing gear and a retracting radiator both of which can be seen here. Source: airpages.ru

Fate

Despite the considerable investment of time and resources into the Me 309 project, its overall flight performance fell short, ultimately leading to the project’s demise. By the beginning of 1943, the RLM had lost interest in the aircraft, prompting the cancellation of the project after the completion of four prototypes. Despite the cancellation, Messerschmitt proceeded to develop two additional prototypes.

One of these, the Me 309V-3 (CA-NK or CA-CW), was intended as a replacement for the lost V-2 prototype. Its maiden flight took place in March or April of 1943. The fourth prototype marked a significant milestone as it was the first to be equipped with offensive armament, including four 13 mm MG 131 (300 rounds), two 20 mm MG 151 (150 rounds), and two 30 mm MK 108 (65 rounds) cannons. Alternatively, it could be outfitted with two 15 mm MG 151 cannons and three 13 mm MG 131s. Although these armaments were primarily experimental and not used operationally, they were essential for various testing purposes.

Unfortunately, the fate of the last two prototypes remains unclear, with records suggesting they were lost during Allied bombing raids in 1944.

Despite the Messerschmitt hope the Me 309 would not be adopted for service, and the few built prototypes would be mainly used for various testing and evaluation. Source: http://www.luftwaffephotos.com/lme2091.htm

Even before the official cancellation, Messerschmitt officials were hopeful for a larger production order. To this end, they presented several variant proposals for the Me 309. The Me 309A was designed as a fighter variant, equipped with one MG 151 cannon and two MG 131 machine guns. The Me 309B was intended to serve as a fighter-bomber variant, armed with two 250 kg (550 lbs) bombs. As for the Me 309C, it was designed as a destroyer, featuring three MG 151 cannons and up to four MG 131s. An intriguing proposal was the Me 309 Zwilling (Eng. Twins), which involved two aircraft joined together in a configuration reminiscent of the post-war US F-82, but ultimately, this concept did not materialize.

A drawing of the proposed Me 309zw aircraft. Source: D.Sharp Luftwaffe: Secret Designs of the Third Reich

 

Interestingly in 1944 Japan expressed interest in its design and asked for plans and drawings of the Me309V-3 aircraft. But nothing came of this in the end.

Prototypes

  • Me 309V-1 – First prototype powered by a  1,750 hp DB 603A-1 engine
  • Me 309V-2 –  Second prototype lost during the first test flight
  • Me 309V-3 – This prototype was built in early 1943 as a replacement for the second prototype
  • Me 309V-4 – First prototype to be armed.

Proposed Variants

  • Me 309A – Proposed fighter variant
  • Me 309B – Proposed  fighter-bomber variant
  • Me 309C –Proposed destroyer variant
  • Me 309zw- Proposed twi-aircraft configuration

Conclusion 

The Me 309, despite the investment and the hope that it would be an adequate successor to the Me 109, proved to be a troubled design and pulled down by wartime pragmatism. From the start, it was plagued by various mechanical problems that were never resolved. The fact that RLM was never interested that much in such a project did not help either. As it would take considerable time to fully remediate all the noted issues, the project was abandoned in favor of the latter Me 262.

Me 309V-1 Specifications
Wingspans 11.04 m / 36  ft 2  in
Length 9.46 m / 31 ft 1 in
Height 3.4 m /  ft
Wing Area 16.55 m² /  178.08 ft²
Engine One 1,750 hp DB 603A-1
Empty Weight 3,530 5kg / 7,784 lbs
Maximum Takeoff Weight 4,250 kg / 9,371 lbs
Maximum Speed 733 km/h / 455 mph
Cruising speed 665 km/h / 413 mph
Range 1,400 km / 870 miles
Maximum Service Ceiling 12,000 m  / 39,360 ft
Climb to 8 km In 10 minutes
Crew 1 pilot
Armament

Illustration

Credits

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

Source:

  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
  • 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
  • D. Myhra (2000) Messerschmitt Me 209V1, Schiffer Military History
  • M. Griehl () X-planes German Luftwaffe prototypes 1930-1940, Frontline Book
  •  D.Sharp (2018) Luftwaffe: Secret Designs of the Third Reich, Mortons
  • Jean-Denis G.G. Lepage (2009) Aircraft Of The Luftwaffe, McFarland & Company, Inc
  • B. C. Wheeler (2014) Aviation Archive German Fighters of WWII, Kelsey Publishing Group

 

 

Me 209A

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

Nazi Germany (1943)

Fighter: Four prototypes Built

Upon its introduction before the outbreak of the Second World War, the German Me 109 emerged as one of the premier fighter designs globally. While it proved formidable during the conflict, rival aircraft gradually matched and even exceeded its performance in several key areas. In a bid to secure a successor for the Me 109 late in the war, Messerschmitt endeavored to develop the Me 209A, a highly modified design based on its predecessor. Despite demonstrating promising flight attributes, logistical constraints hindered its adoption for active service.

The Me 209A Source: www.luftwaffephotos.com

History

While the Germans acknowledged the effectiveness of the Me 109, it became evident that a new fighter design, or serious enhancements to the existing model, would be necessary. In early 1941, Messerschmitt began developing a successor to the Me 109. This exploration resulted in the creation of the Me 309. It was a brand-new fighter aircraft that incorporated a new fuselage design, larger wings, and a tricycle undercarriage. It was powered by a 1,750 hp DB 603A-1. A few different armament systems were to be tested including four 13 mm MG 131 (300 rounds), two 2 cm MG 151 (150 rounds), and two 30 mm MK 108 (65 rounds) cannons. Alternatively, it could be outfitted with two 15 mm MG 151 cannons and three 13 mm MG 131s.

By June 1942, the prototype underwent flight testing. Despite an initially promising design, testing revealed that the Me 309 did not offer significant improvements over the Me 109G, which was already in mass production. Consequently, recognizing the impracticality of further investment, the Me 309 project was ultimately terminated.

The Me 309 was one of the Messerschmitt failed attempts to develop a successor for the Me 109. Source: www.luftwaffephotos.com

As the development of the Me 309 proved fruitless, Messerschmitt continued to strive towards a suitable replacement for the Me 109. Fortunately for the company, the German Air Ministry (RLM) initiated the development of a new high-altitude fighter on April 23, 1943. In response, Messerschmitt introduced the Me 209. Interestingly, this name was recycled from an earlier project, the original Me 209, which had been crafted specifically to set world-breaking speed records. However, it was ill-suited for military purposes and the project was ultimately shelved having fulfilled its original purpose. Despite this, Messerschmitt endeavored to develop a viable fighter based on the Me 209 but met with little success. To avoid potential confusion, the new project, which bore no resemblance to the record-breaking aircraft, was designated as the Me 209A (also occasionally referred to as the Me 209-II).

The Me 209 which had been crafted specifically to set world-breaking speed records, proved to be unsuited for fighter adaptation. Source: ww2fighters.e-monsite.com

In order to expedite development and minimize costs, the design of this new fighter used many components from the Me 109. A powerful engine was essential for achieving optimal flight performance. Thus, the prototype, powered by a 1,750 PS DB 603A-1 engine, underwent completion and testing in early November 1943, with Fritz Wendel as the pilot. To avoid confusion, it was designated as the Me 209V-5 (SP-LJ), distinguishing it from the original Me 209 prototypes, V-1 to V-4.

The success of the first prototype led to the completion and testing of a second prototype by the end of 1943, both exhibiting impressive flight characteristics. Encouraged by this achievement, construction of another prototype commenced. However, due to shortages of the DB 603A-1 engine, the decision was made to utilize the 1,750 hp Jumo 213E instead. This third prototype underwent flight testing in May 1944, prompting a designation change to Me 209A. The prototypes, with their alternate engine configurations, were then distinguished with the suffixes A-0, A-1, and A-2 for the first, second, and third, respectively.

Technical characteristics

Unfortunately given the obscurity of this project, its overall technical specifications are somewhat ambiguous. What is known is that it incorporated some 65% of its construction from the Me 109G. The original Me 109 fuselage was a monocoque design 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 accommodate the retracting landing gear, Messerschmitt deliberately opted for a single wing spar positioned towards the rear of the wing. This spar needed to be robust enough to withstand the flight’s load forces. The wings were attached to the fuselage by four sturdy bolts, simplifying the overall wing construction and reducing production costs. The Me209A boasted a larger wingspan and area, consequently increasing wing loading by 25% compared to the original Me 109. Furthermore, alterations were made to the wings and tail to address the Me 109’s strong yaw forces on takeoff. Whether these adjustments successfully rectified the issue in the Me 209A remains unclear according to available sources.

Initially, it was powered by a 1,750 hp DB 603A-1 engine which was provided with an annular radiator and a three-blade propeller. With this engine, a maximum record speed achieved was 724 km/h 450 mph at an altitude of nearly 7 km (22,960 ft). The third prototype (A-2) received a new 1,750 hp Jumo 213E engine. It too was provided with an annular radiator. With it, a maximum speed of 660 km/h (410 mph) was achieved at an altitude of 6 km (19/680 ft)

The canopy was placed in the center of the fuselage. It was a fully enclosed compartment that was riveted to the fuselage.

The Me 109 boasted an unconventional landing gear arrangement, at least for German standards, with the landing gear primarily affixed to the lower center base of the fuselage. This configuration centralized the aircraft’s weight at this pivotal point, while the two landing gear struts extended outward toward the wings. In contrast, the Me 209 utilized a wide-track undercarriage unit, with the pivot points being out on the wings.

Various sources have proposed different armament configurations for the Me 209. One suggestion was the installation of two 3 cm MK 108 cannons, each equipped with 70 rounds of ammunition, alongside two 2 cm MG 151 cannons with 250 rounds per cannon, all to be housed within the aircraft’s wings. Alternatively, another proposal suggested the placement of four MK 108 cannons within the wings and two MG 151 cannons positioned above the engine compartment. However, it remains unclear whether any of these proposed armament configurations were ever implemented on the Me 209A.

The side view of the only photograph of the Me 20A first prototype. Source: http://www.luftwaffephotos.com/lme2091.htm

Fate

In 1944, further testing ensued, yet for Messerschmitt, the advent of the new Fw 190D posed a challenge. The Fw 109D, slowly making its way into production, boasted better performance, being faster in both high and low altitudes. What ultimately sealed the fate of the Me 209A project was the swiftness and cost-effectiveness with which the Fw 190D could be put into production. While the Me 209 incorporated many components from the Me 109, setting up its production would demand considerable time. A luxury in short supply for the Germans in 1944. Additionally, Messerschmitt’s focus at that time was squarely on the new Me 262 production, leaving scant resources to spare for yet another piston-powered fighter.

Despite these challenges, Messerschmitt made a final push to advance the Me 209 project with the construction and testing of the fourth prototype, designated Me 209H V-1, in June 1944. This iteration underwent several modifications, including enlarged wings and propulsion by a DB 603G engine. Unfortunately, the first prototype fell victim to an air raid on August 14, 1944, casting uncertainty over the fate of the remaining aircraft. Although there were intentions to export the Me 209A to Japan, these plans never materialized. It was also competing with the Ta 152H, which was easier to put into production while also having better performance, at least on paper.

Prototypes

  • Me 209A-0- First prototype powered by a  1,750 hp DB 603A-1 engine
  • Me 209A-1- Secon aircraft is essentially a copy of the first prototype 
  • Me 209A-2- Third tested with a new 1,750 Jumo 213E engine
  • Me 209H V-1 – The fourth prototype powered by a DB 603G engine  and received  larger wings

Conclusion 

The Me 209A project ultimately reached a dead end, not because it was a poorly designed aircraft, but simply because it didn’t offer significant enough improvements to justify production. The new Fw 109D, boasting similar flight performance, was already in the production phase. Introducing yet another new design without any notable advancements in this fighter category would have been illogical and a waste of already meager resources.

Me 209A-2 Specifications
Wingspans 10.95 m / 35  ft 11  in
Length 9.62 m / 31  ft 6 in
Height 3.65 m /  12 ft  2 in
Wing Area 17.15 m² /  184.53 ft²
Engine 1,750 hp Jumo 213E
Empty Weight 3,475kg / 7,662 lbs
Maximum Takeoff Weight 4,200 kg / 9,261 lbs
Maximum Speed 660 km/h / 410 mph
Cruising speed 490 km/h / 305 mph
Range 690 km / 430 miles
Maximum Service Ceiling 13,000 m  / 42,650 ft
Crew 1 pilot
Armament
  • None

Illustration

Credits

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

Source:

  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
  • 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
  • D. Myhra (2000) Messerschmitt Me 209V1, Schiffer Military History
  • B. C.Wheeler, German Fighters of WWII, Aeroplane Special
  • R. Jackson (2005) Infamous Aircraft, Pen and Sword
  • M. Griehl () X-planes German Luftwaffe prototypes 1930-1940, Frontline Book

 

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

 

Lippisch P 13a

Weimar and Nazi Germany, WW2, , , , ,

Nazi flag Nazi Germany 

Ramjet powered aircraft

None built

In the later stages of the Second World War, it was becoming apparent to both the Luftwaffe  (English German Air Force) and the German Government that the Allied air forces were gaining air superiority. This realization saw them turn to new and fantastical ideas in a desperate attempt to turn the tide of the war. Some of these represented new improvements to existing designs, the introduction of the newly developed turbojet engine, and even more esoteric and experimental methods. In many cases, these were pure fantasies, unrealistic or desperate designs with no hope of success. Few of them reached any significant development, and among them were the works of Alexander Martin Lippisch. While Lippisch helped develop the Me 163, the first rocket-powered interceptor, his other work remained mostly theoretical. One such project was the unusual P 13a, ramjet-powered aircraft that was to use coal as its main fuel source. While some work was carried out late in the war and soon faced insurmountable technical problems, thus nothing came of the project.

Artistic presentation of how the P 13a may have looked. Source:  Luftwaffe Secret Jets of the Third Reich

History

Before the start of the Second World War, aviation enthusiast and engineer Alexander Martin Lippisch, was fascinated with tailless delta wing designs. Lippisch’s early work primarily involved the development of experimental gliders. Eventually, he made a breakthrough at the Deutsche Forschungsinstitut, where he worked as an engineer.  His work at DFS would lead to the creation of the rocket-powered glider known as the DFS 194. As this design was a promising experiment in a new field, it was moved to Messerschmitt’s facility at Augsburg. After some time spent refining this design,  it eventually led to the development of the Me 163 rocket-powered interceptor.  While it was a relatively cheap aircraft, it could never be mass-produced, mostly due to difficulties associated with its highly volatile fuel. In 1942, Lippisch left Messerschmitt and ceased work on  the Me 163 project. Instead, he joined the Luftfahrtforschungsanstalt Wien (English: Aeronautic Research Institute in Vienna) where he continued working on his delta-wing aircraft designs. In May 1943 he became director of this institution, and at that time the work on a supersonic aircraft was initiated.

In the later war years, among the many issues facing the Luftwaffe, was a chronic fuel shortage. Lippisch and his team wanted to overcome this problem by introducing alternative fuels for their aircraft. Luckily for his team, DFS was testing a new ramjet engine. They were designed to compress air which would be mixed with fuel to create thrust but without a mechanical compressor. While this is, at least in theory, much simpler to build than a standard jet engine, it can not function during take-off as it requires a high airflow through it to function. Thus, an auxiliary power plant was needed. It should, however, be noted that this was not new technology and had existed since 1913, when a French engineer by the name of Rene Lorin patented such an engine. Due to a lack of necessary materials, it was not possible to build a fully operational prototype at that time, and it would take decades before a proper ramjet could be completed. In Germany, work on such engines was mostly carried out by Hellmuth Walter during the 1930s. While his initial work was promising, he eventually gave up on its development and switched to a rocket engine instead. The first working prototype was built and tested by the German Research Center for Gliding in 1942. It was later tested by mounting the engine on a Dornier Do 17 and, later, a Dornier Do 217.

The Dornier Do 217 was equipped with experimental ramjets during trials. Source: tanks45.tripod.com

In October 1943, Lippisch won a contract to develop the experimental P 11 delta-wing aircraft. While developing this aircraft, Lippisch became interested in merging his new work with a ramjet engine. This would lead to the creation of a new project named the P 12. In the early stage of the project, Lippisch and his team were not completely sure what to use as fuel for their aircraft, but ramjets could be adapted to use other types of fuel beyond aviation gasoline.

Unfortunately for them, LFW’s facilities were heavily damaged in the Allied bombing raids in June 1944. In addition to the damage to the project itself, over 45 team members died during this raid. To further complicate matters, the scarcity of gasoline meant that Lippisch’s team was forced to seek other available resources, such as different forms of coal. This led to the creation of the slightly modified project named P 13. In contrast to the P 12, the cockpit was relocated from the fuselage into a large fin. This design provided better stability but also increased the aircraft’s aerodynamic properties.  The overall designs of the P 12 and P 13 would change several times and were never fully finalized.

The P 12 and 13 small-scale models, in both configurations, were successfully tested at Spitzerberg Airfield near Vienna in May 1944. The project even received a green light from the Ministry of Armaments. In the early stages of the project, there were some concerns that the radical new design would require extensive retraining of pilots. However, the wind tunnel test showed that the design was aerodynamically feasible and that the aircraft controls had no major issues. Based on these tests,  work on an experimental aircraft was ordered to begin as soon as possible.

A proposed P 12 aircraft. Its designs changed greatly over time, before being finally discarded in favor of the letter P 13. Source: The Delta Wing History and Development

The DM-1 Life Saver 

While working on the P 12 and P 13, Lippish was approached with a request from a group of students from Darmstadt and Munich universities. They asked Lippisch to be somehow involved in the P 12 and 13 projects. Lippisch agreed to this and dispatched one of his assistants under the excuse that for his own project, a wooden glider was to be built and tested. The previously mentioned student’s and Lippisch’s assistant moved to a small warehouse in Prier and began working on the Darmstadt 33 (D 33) project. The name would be changed to DM 1 which stands for Darmstadt and Munich.

At this point of the war, all available manpower was recruited to serve the German war effort. For young people, this often meant mobilization into the Army. One way to avoid this was to be involved in some miracle project that offered the Army a potentially war-winning weapon. It is from this, that numerous aircraft designs with futuristic, and in most cases unrealistic, features were proposed. Many young engineers would go on  to avoid military service by proposing projects that on paper offered extraordinary performance in combat.

The students and Lippisch managed to nearly complete their DM1 test glider when the war ended. Source: airandspace.si.edu

While it was under construction, preparations were made to prepare for its first test flight. As it was a glider it needed a towing aircraft that was to take it to the sky. A Sibel Si 204  twin-engine aircraft was chosen for the job. However, this was not to be done like any other glider, being towed behind the larger aircraft. Instead, the DM-1 was to be placed above the Si 201 in a frame, in a similar combination as the Mistel project. The estimated theoretical speeds that were to be reached were 560 km/h (350 mph).

Allegedly, there were four different proposals for the DM’s that were to be fully operational. The DM 2 version was estimated to be able to reach a speed of  800-1,200 km/h (500 – 745 mph). The DM 3’s theoretical maximum speed was to be 2,000 km/h (1,240 mph) while the fate of the DM 4 is unknown. Here it is important to note that these figures were purely theoretical, as there were no supersonic testing facilities to trial such a design. It is unclear in the sources if these additional DM projects even existed, even if in only written form. We must remember that the whole DM 1 glider idea was made to help the students avoid military conscription and that Lippisch himself never saw the DM 1 as any vital part of the P 13.

In any case, the glider was almost completed by the time the war ended and was later captured by the Western Allies. Under the US Army’s supervision, the glider was fully completed and sent to America for future evaluation. It would then be given to the Smithsonian Institution.

 

A DM 1 test glider being under construction. Source: hushkit.net
The Siebel Si 204 was to be used as a carrier for the DM 1 glider for the expected first-flight tests. Due to the end of the war, this was never achieved. Source: www.silverhawkauthor.com

Work on the P 13

As the work on the P 13 went on, the name was slightly changed. This was necessary as different variations of the P 13 were proposed. The original  P 13 received the prefix ‘a’ while the later project’s designation continued alphabetically for example P 13b. After a brief period of examination of the best options, the P 12 project was discarded in favor of P 13. The decision was based on the fuel that the aircraft should use. What followed was a period of testing and evaluation of the most suitable forms of coal that could be used as fuel. Initial laboratory test runs were made using solid brown Bohemian coal in combination with oxygen to increase the burn rate. The fuel coal was tube-shaped, with an estimated weight of 1 kg, and encased in a mesh container through which the granulated coal could be ejected. The testing showed serious problems with this concept. While a fuel tube could provide a thrust that on average lasted 4 to 5 minutes, its output was totally unpredictable. During the testing, it was noted that due to the mineral inconsistency of the coal fuel, it was impossible to achieve even burning. Additionally, larger pieces of the coal fuel would be torn off and ejected into the jet stream. The final results of these tests are unknown but seem to have led nowhere, with the concept being abandoned. Given that Germany in the last few months of the war was in complete chaos, not much could be done regarding the Lippish projects including the P 13a.

As more alterations to the original design were proposed its name was charged to P 13a. Here is a drawing of a P 13b that was briefly considered but quickly discarded. Source: The Delta Wing History and Development

In May 1945, Lippish and his team had to flee toward the West to avoid being captured by the advancing Soviets. They went to Strobl in Western Austria, where they encountered the Western Allies. Lippisch was later transported to Paris in late May 1945 to be questioned about his delta wing designs. He was then moved to England, and then to America in 1946. The following year,  American engineers tested the DM 1 glider at the wind tunnel facility of the Langley Field Aeronautical Laboratory. The test seems promising and it was suggested to begin preparation for a real flight. A redesign of the large rudder was requested. It was to be replaced with a much smaller one, where the cockpit would be separated from the fin and placed in the fuselage. Ironically Lippish was not mentioned in this report, as technically speaking he was not involved in the DM 1 project. Nevertheless, he was invited for further testing and evaluation of this glider. If this glider and the Lippish work had any real impact on the US designs is not quite clear.

Despite no aircraft being ever completed, one full-size replica of this unusual aircraft was built after the war. It was built by Holger Bull who is known for building other such aircraft.  The replica can now be seen at the American Military Aviation Museum located in Virginia Beach.

An interesting full-size replica of the P 13 located at the American Military Aviation Museum. Source: Wiki

Technical characteristics

DM 1

The DM 1 glider was built using wooden materials. Given that it was constructed by a group of young students, its overall design was quite simple. It did not have a traditional fuselage, instead, its base consisted of a delta wing. On top, a large fin was placed. The cockpit was positioned in front of the aircraft within the large vertical stabilizer. To provide a better view of the lower parts of the nose, it was glazed. The landing gear consisted of three small landing wheels which retracted up into the wing fuselage. Given that it was to be used as a  test glider, no operational engine was ever to be used on it.

The DM 1 side view. In contrast to the later P 13a design, the pilot’s cockpit position was placed above the wings. This was necessary as the engine was to be added. Source: airandspace.si.edu
A DM 1 was captured by the Allies after the war. Its unique shape is quite evident in this photograph. Source: Wiki
A good example of DM 1 (to the right) and P 13a models that showed the difference between these two. The P 13a could be easily distinguished by its engine intake and the different position of the pilot cockpit. Source: Wiki

A good example of DM 1 (to the right) and P 13a models that showed the difference between these two. The P 13a could be easily distinguished by its engine intake and the different position of the pilot cockpit. Source: Wiki https://imgur.com/a/QW7XuO5

P 13a

The P 13 is visually similar but with some differences. The most obvious was the use of a ramjet. This means that the front, with its glazed nose, was replaced with an engine intake. Here, it is important to note, that much of the P 13a’s design is generally unknown, and much of the available information is sometimes wrongly portrayed in the sources. The P 13a never reached the prototype stage where an aircraft was fully completed. Even as the war ended, much of the aircraft’s design was still theoretical. Thus all the mentioned information and photographs may not fully represent how the P 13 may have looked or its precise characteristics, should it have been finished and built.

The exact ram engine type was never specified. It was positioned in the central fuselage with the air intake to the front and the exhaust to the back. As the main fuel, it was chosen to use small pieces of brown coal which were carried inside a cylindrical wire mesh container. The total fuel load was to be around 800 kg (1,760 lbs). Combustion was to be initiated by using small quintiles of liquid fuel or gas flames.  The overall engine design was changed several times during the work on the P 13 without any real solution to the issues of output consistency. Given that the ramjets could not work without an air thrust, an auxiliary engine had to be used during take-off, though a more practical use would be to tow the P 13 until it could start its engine. A rocket takeoff ran the risk of the engine failing to ignite, leaving the pilot little time to search for a landing spot for his unpowered aircraft.

 

An illustration of the proposed P 13a engine interior. The use of coal as fuel may seem like a cheap alternative but given that this kind of technology was never employed may be an indication of its effectiveness. Source: theaviationgeekclub.com

The wing construction was to be quite robust and provided with deflectors that would prevent any potential damage to the rudders. The wing design also incorporated a sharp metal plate similar to those used for cutting enemy balloons cables. These proposed properties of the wings are another indicator that the P 13 was to be used as an aircraft rammer. Another plausible reason for this design was the fact that given it had no landing gear the aircraft design had to be robust enough as not to be torn apart during landing. The wings were swept back at an angle of 60 degrees. The precise construction method of the wings (and the whole P 13 a on that matter) are not much specified in the sources. Given the scarcity of resources in late 1944 it is likely that it would use a combination of metal and wood.

A drawing of the P 13a interior. Its overall construction was to be more or less standard in nature. This could not be said for the aircraft’s overall shape design. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich

The fin had to be enlarged to provide good flight command characteristics. In addition, given that the position of the cockpit was in the fin, it had to be large. The fin was more or less a direct copy of one of the wings. So it is assumed that it too would share the overall design.  The fin was connected to the aircraft by using four fittings.

The cockpit design was to be simple and cheap to build. The pilot was to have plenty of room inside the large fin. The cockpit was provided with a large glazed canopy that provided a good view of the front and sides. The seat and the instrument panel were bolted to the cockpit floor and walls. These could be easily detached for repairs. The instrument panel was to include an artificial horizon indicator, altimeter, compass, and radio equipment, Given that it was to operate at a high altitude oxygen tanks were to be provided too. Despite being intended to fly at high altitudes the cockpit was not to be pressurized. Another unusual fact was that initially the P 13 was to have a crew of two, but this was quickly discarded.

A possible example of how the inside of the pilot cockpit may have looked. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich

Here it is important to note that the version of the P 13 with the large fin is often portrayed as the final version of this aircraft. However, Lippisch never fully decided whether he should go for this version or the second that used a smaller fin with the pilot cockpit placed above the engine intake. Depending on the proposed version they are drastically different from each other. Lippisch, for unknown reasons, presented the British intelligence officer with the version that used the smaller fin and the American with the second version.

During its development phase, many different alterations of the P 13 were proposed. Isource: D. Sharp Luftwaffe Secret Jets of the Third Reich

Landing operations were a bit unusual. To save weight no standard landing gear was to be used. Instead, Lippisch reused the Me 163 landing procedure.  As the  P 13 was immobile on its own, a small dolly would be used to move the aircraft. Once sufficient height was reached the dolly was to be jettisoned. In theory, this was an easy process, but in practice, this operation offered a good chance of failure and was much less safe than conventional landing gear. Sometimes the dolly either failed to eject or it bounced off the ground hitting the Me 163 in the process, with often fatal consequences.

The Me 163 which did not have traditional landing gear, had to be prior to the flight, transported to the airfield before launching into the sky. Source: warbirdphotographs.com

The aircraft was to land with the nose raised up from the ground. This limited the pilot’s view of the ground. In addition due to its small size and in order to save weight, nontraditional landing gear was provided, instead, it carried a landing blade skid. To help absorb the landing impact, additional torsion springs were to be used. This bar had to be activated prior to the landing, it would emerge from beneath the aircraft fuselage, with the rotation point located at the front. Once released it was to guide the aircraft toward the ground. After that, the torsion springs were to soften the landing. This whole contraption seems like a disaster just waiting to happen and it’s questionable how practical it would be.

A drawing that showed how the P 13a was to land using a guiding landing blade skid. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich

One interesting feature of the P 13 was that it could be easily disassembled into smaller parts which would enable effortless transport. Another reason was that due to the engine’s position in order to make some repairs or replacement of the engine, the remaining parts of the wing and the large fin had to be removed.

Was it an aircraft rammer? 

The precise purpose of the P 13a is not quite clear, even to this day. Despite being briefly considered for mass production, no official offensive armament is mentioned in the sources. So how would the P 13a engage the enemy? A possible solution was that it would be used as a ram aircraft that was supposed to hit enemy aircraft damaging them in the process. In an after-the-war interrogation by British officers, Lippisch was asked if the P 13 was to be used as an aerial ram aircraft. Lippisch responded the following “

“.. The possibilities of using the P.13 as a ramming aircraft had been considered but Dr Lippisch did not think that athodyd propulsion was very suitable for this purpose owing to the risk of pieces of the rammed aircraft entering the intake. This would be avoided with a rocket-propelled rammer…”

This statement contradicts the building description issued by the LFW issued in late 1944. In it was stated the following about this potential use. “…Due to tactical considerations, among other things, the speed difference of fighters and bombers, preferably when attacking from behind, though the thought was given to the installation of brakes ..  and although ample room for weaponry is present, the task of ram fighter has been taken into account – so that the ramming attack will not lead to the loss of the aircraft, thanks to its shape and static structure.”

This meant that this concept may have been considered by Lippisch at some point of the project’s development. The P 13 overall shape resembles closely to aircraft that was intentionally designed for this role. That said, it does not necessarily mean that the P 13 was to ram enemy aircraft. The use of such tactics was considered but their use was discarded, as it was seen as a futile and flawed concept. The project itself never got far enough to have an armament decided for it.

The precise method of how to engage the enemy aircraft is not clear as the P13a was not provided with any armament. It is sometimes referred to in the sources as it was to be used as a ram aircraft. Source: theaviationgeekclub.com

Conclusion

The Lippisch P 13 is  an unusual aircraft project in nearly all aspects. Starting from its shape, which proved, at least during wind tunnel tests, that the concept was feasible. On the other hand, its engine seems to have simply been abandoned after discouraging test results. It is unlikely that such a combination would have worked to the extent that the P 13 designer hoped it would. During the testing, they could not find a proper solution to providing a constant thrust with sufficient force to reach a speed that was expected of it. So the whole concept was likely to be doomed from the start.

The DM 1 however, while it was never seriously worked on by Lippisch himself, managed to save a group of young students who used the project to avoid being sent into combat.

DM-1 Specifications
Wingspans 5.92 m / 19  ft 5 in
Length 6.6 m / 21  ft 7 in
Height 3.18 m / 10 ft 5 in
Wing Area 20 m² / 215 ft²
Engine None
Empty Weight 300 kg / 655 lbs
Maximum Takeoff Weight 460 kg / 1,015 lbs
Maximum Speed 560 km/h / 350 mph (gliding)
Landing speed 72 km/h / 45 mph
Release altitude 8,000 m  (26,240 ft)
Crew 1 pilot
Armament
  • None

 

Theoretical Estimated Lippisch P 13 Specifications
Wingspans 5.92 m / 19  ft 5 in
Length 6.7 m / 21  ft 11 in
Height 3.18 m / 10 ft 5 in
Wing Area 20 m² / 215 ft²
Engine Unspecified ramjet
Maximum Takeoff Weight 2,300 kg / 5,070 lbs
Maximum Speed 1,650 km/h / 1,025 mph
Flight endurance 45 minutes
Fuel load 800 kg / 1,760 lb
Crew 1 pilot
Armament
  • None mentioned

Illustrations

The Lippisch DM-1, unnecessary to the overall project, it none the less allowed a group of students to escape military service.

 

A possible silhouette of the P13.

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Medicman11

Source:

  • A. Lippisch (1981) The Delta Wing History and Development, Iowa State University Press
  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
  • 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, Putham
  • B. Rose (2010) Secret Projects Flying Wings and Tailless Aircraft, Midland
  • D. Sharp (2015) Luftwaffe Secret Jets of the Third Reich, Mortons

 

 

Si-204E

Siebel 204

Weimar and Nazi Germany, WW2, , , ,

Nazi flag Nazi Germany (1940)
Light Transport and Trainer – Number built: 1,175

While often seen as less exciting than their combat counterparts, transport and auxiliary aircraft provided vital services in moving cargo, and training new pilots. Light transports which could combine both duties were thus extremely desirable during the war as theaters stretched across continents and pilot attrition was high. Luckily for the Luftwaffe, the Siebel company provided them with a simple but effective aircraft that could easily fulfill both roles. This was the Si 204, which saw wide-scale use both during, and after, the conflict.

The Si 204. Source: www.airwar.ru/

Siebel company history

The story of  Siebel began back in 1936 when Hans Klemm opened a new aircraft factory the,  Flugzeugbau Halle GmbH.  This company would go on to produce license-built aircraft, including the Focke-Wulf Fw 44, and Heinkel He 46. Between 1936 and 1937, a new project led by Hans Klemm was initiated. This was a light twin-engined transport aircraft designated as Fh 104. While the work was going on, Klemm decided to hand over the factory to well-known aircraft enthusiast Fritz W. Siebel. The same year the name was changed to Siebel Flugzeugwerke Halle GmbH. Under new management, the work on the renamed Siebel Fh 104 continued. The Siebel Fh 104 would prove to be a solid design and was pressed into Luftwaffe service as a communication and liaison aircraft. In 1942 the production of this aircraft was terminated, by which time only some 46 were built. The Siebel factory would survive the war and even produce a few new aircraft designs. It would continue to exist up to 1968 when it was merged with Messerschmitt-Bolkow GmbH.

The first aircraft to come out of the o Siebel Flugzeugwerke production was the Siebel Fh 104 Source: hwww.armedconflicts.com

The Siebel 204 

Following the success of the Fh 104, Siebel received a request from the Luftwaffe officials in 1939 to design and build a new twin-engine, 8-passenger transport aircraft.  So Siebel and his team of engineers began working on such a design. While they may have used the experience gained while working on the Fh 104, their next project was a completely new design. The first prototype Si 204 V1 (D-AEFR) was completed in early 1940, and was flight tested on the 25th of May the same year. Sources disagree about the year when the maiden flight was made. For example, D. Nešić and M. Fratzke mentioned that it happened in 1941 while M. Griel placed it in 1940. The test flight proceeded without any major issues, so the development of this aircraft carried on. In October 1940 the Si 204 V2 (D-IMCH) was flight tested. Both of these would serve as bases for the pre-production A-0 series which were to be operated by the German Lufthansa airline. The first prototype was scrapped in 1942 while the second remained in use up to early 1944 when it was lost in an accident.

Following its successful testing, the first production version known as Si 204A was built. It was powered by two 360 hp, or 465 hp depending on the source, Argus As 410 engines. The Si 204A-0 and A-1 were put into production in 1941, the precise numbers are not clear but were likely limited. As the war dragged on these were mainly used for crew training, a role to which they proved well suited.

The Luftwaffe was generally satisfied with the Si 204A’s performance as a trainer but requested that a new version of it be built. This version was dedicated to various crew training tasks including; radio navigation, instrument flying, bombing, and communication. Other requests were made regarding its front canopy design and stronger power units. For this reason, the engines were replaced with two  600-hp Argus As 411 12-cylinder engines. Additionally, the original stepped canopy was replaced with a fully glazed canopy.

The new version was to be designated Si 204D. The fate of the skipped B and C versions is unclear, but these were likely only paper projects.  The Si 204V3 and V4 served as bases for the Si 204D aircraft. Both were flight tested in early 1941, withhe V3 being lost in an accident during mid-1942 while the fate of the V4 is not known.

Technical characteristics

The Si 204 was designed as a low-wing, twin-engine, all-metal transport, and training aircraft. Its fuselage was made of round-shaped formers each connected with a series of metal bars. These were covered with sheet metal plating. On the fuselage sides, there were four rectangular windows.

The wings and tail units were also of an all-metal construction. The wings were built using only a single spar. The dihedral tailplane was divided into two fins and rudders, which were located on their tips.

In the last months of the war, due to shortages of resources, Siebel attempted to replace some metal components using wooden materials. The end of the war prevented any of these wooden components from ever being used.

The pilot and his assistant were positioned in the front. As many German bombers had a fully glazed canopy, to help with the training and adaptation of new pilots, the Si 204 was also equipped with such a designed canopy. It largely resembled the one used on the He 111. Thanks to it the pilot had an excellent view during the flight.

As mentioned earlier, Si 204D was powered by two 600 hp Argus As 411 12-cylinder engines, these used two variable pitch blade propellers. The maximum speed achieved with these engines was around 364 km/h. With a fuel load of 1.090 liters, the maximum operational range was around 1.800 km.

The landing gear was more or less a standard design. It consisted of three wheels. The landing gear retracted back into the engine nacelles. These were not fully enclosed and part of the wheels was exposed. The tail wheel was not retractable.

While initially designed as a passenger transport aircraft, the Si 204 would be primarily used for crew training. For this reason, its interior compartment could be equipped with different training equipment depending on the need. Including radio, radar, or navigation equipment.

The Siebel 204D side view. Its overall design is quite similar to the German he 111 bombers. Source: www.airwar.ru
Siebel pilot cockpit interior. The pilot and his assistant had an excellent view of the surrounding thank to the large glazed cockpit. Source: www.airwar.ru
The Siebel 204D had standard landing gear. The two front wheels retracted back into the engine nacelles. These were not fully enclosed and part of the wheels was exposed. Source: www.airwar.ru

Production

Despite being Siebel’s own design, the factory itself lacked production capabilities as it was already heavily involved in the manufacturing of other designs including the Ju 88. The actual production was redistributed to two occupied foreign factories. The first were the SNCAC factories located in Fourchambault and Bourges in France, which came under German control after the successful end of the Western Campaign in 1940. The second production center was located at the  Czechoslovakian Aero factory, which was also occupied by the Germans even before the war started. Other companies like BMM and Walter were also involved in the production of this aircraft.

The production numbers were initially low, for example, the SNCAC only managed to build five aircraft per month during 1942. From 1942 to 1944 this company produced some 150 Si 204D aircraft. Czechoslovakian production capabilities proved to be better, managing to manufacture some 1007 such aircraft by the end of the war. The total production of all versions during the war is around 1.175 aircraft according to H. A. Skaarup. This number, as is the case with many German production numbers, may be different in other sources.

Service

As mentioned earlier the Si 204 was mainly used for crew training for various roles, transportation, and glider towing. While there is quite limited information on their precise service life, it appears to be quite a successful design and was praised by the Luftwaffe pilots. By the end of the war, some were even equipped with various radar equipment including FuG 217R and FuG 218V2R tail warning radars to train night fighter pilots. Interestingly the Si 204 was employed for the training of further Me 262 pilots.

It is often mentioned that the Si 204 was the last Luftwaffe aircraft to be shot down. Near Rodach in Bavaria, just a day before the Germans capitulated to the Allies. That kill is accredited to Lieutenant K. L. Smith, a pilot of a P-38 Lightning from the 474th Fighter Group. How valid this claim is difficult to know precisely due to the general chaotic state in Germany at that time.

During its service life, the Si 204 proved to be an effective aircraft, completely suited for its designated role. Source:www.airwar.ru

Combat adaptation attempts

For fighting against Partisan movements in occupied Europe, older or modified aircraft were often reused, preserving the more modern aircraft for the front line use.  The Si 204 was seen as tempting for such a  modification, so the Siebel engineers tried to develop a fully armed combat version of this aircraft. To fulfill this role some extensive modifications were needed.

Inside its front fuselage, two 13 mm MG 131 heavy machine guns were placed. Each was supplied with 500 rounds of ammunition, stored in a metal ammunition bin. These were to be operated by the pilot. For this reason, he was provided with a Revi 16A-type gun sight. For protection against enemy aircraft, on top of the fuselage, a fully glazed turret armed with one 13 mm MG 131 was added. The turret movement was electrically controlled. Elevation was -10 to +80 while it could achieve a full 360 rotation.

The interior of the Si 204 received a bombing bay that could carry 12 70 kg bombs. External bomb racks with a capacity ranging from 50 to 500 kg were added. The pilot seat received armor plates for his protection from enemy fire on the Si 204E.  Due to its relatively slow speed, using this aircraft against a well equipped enemy was dangerous, so it was to be restricted to night bombing action only.

In 1944 two prototypes were completed and tested. Besides these two, the number of Si 204E’s built is unknown. Given its experimental nature, possibly only a few prototypes were ever completed. Allegedly these saw limited action fighting the Belarusian Partisans. The extent to which they were used in this role if used at all, remains unknown.

The Siebel 204E could be easily distinguished by its glazed turret, located on the fuselage top. This version is somewhat obscure as it is not known how many were built and if they ever saw action in combat. Source: www.silverhawkauthor.com

Carrier proposal

With the Allies slowly getting the upper hand in the air over Europe, the Luftwaffe became ever more desperate to find a solution to this problem. Mass production of cheap fighters was seen as a possible solution. One such project was proposed by Professor Alexander Lippisch, best known for designing a series of glider fly-wing designs. He was also involved in designing various bizarre aircraft projects, including the unusual  P 13a  aircraft.

A drawing of Professor Alexander Lippisch P 13a fighter. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich

While working on the P 13, Lippish was approached with a request from a group of students from Darmstadt and Munich universities who wanted to avoid conscription to join his work. Lippisch agreed to this and dispatched one of his assistants under the excuse that for his own project, a wooden glider was to be built and tested. They together managed to build an experimental  DM-1 glider.. However, this aircraft was not to be towed like any other glider. Instead, the DM-1 was to be placed above the Si 201 on brackets and carried.  However, nothing came of this project, and no such attempt at deploying the glider was made as the war ended.

Professor Alexander Lippisch’s work involved designing unusual and unorthodox aircraft designs including the Li DM 1. Source: Professor Alexander Lippisch’s work involved designing unusual and unorthodox aircraft designs including the Li DM 1. Source: www.fiddlersgreen.net

After the war

When the war ended, the Si 204 would see more service in the hands of many other nations. The advancing Allies managed to capture a number of fully operational aircraft. These were immediately put to use either as transport, liaison, and evaluation purposes. At least one Si 204D 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 generally impressed with the Si 204D’s overall performance, performing many flights on it. He later wrote about its performance. “The Si 204D was really a viceless airplane to handle, with inherently good stability about all three axes and good harmony of control. It was very well equipped for its tasks, and the later model I flew had an autopilot fitted. Like all German aircraft of that era, it was a mass of electrics, with extensive circuit breaker panels, and all very reliable.  However, the one thing the Germans never got right was wheel brakes, and the Sievel was no exception..”

A group of six or more Si 204 was captured by the Allies. Source: www.asisbiz.com

The Siebels that were moved to Farnborough were extensively used during 1945 for various roles, like communication, providing navigational guidance, and transporting pilots to various captured Luftwaffe airfields. The last operational flight of the Si 204D at this base was recorded at the start of 1946.

After the war, the Si 204 saw the most common use in French and Czechoslovakia, which actually continued to produce this aircraft. In French service, these were known t as NC 700, powered with As 411 engines, NC 701 ‘Martinet’, powered by two Renault 12S  engines, and NC 702,  a modified version of the Si 204A. In total the French constructed over 300 aircraft of this type. Some would see service in French Asian and African colonies. The last operational flight was carried out in 1964. Two NC 702’s would be given to Maroko in 1960, but their use and fate is unknown.

After the war, the French sold 7 NC 701 to Poland. They were used mainly for mapping photography. These were operated until the mid-1950s’ before being put out of service.

By mid-1960 some 5 French-built Siebels were given to the Swedish National Geographic Institut. These were mainly used for taking meteorological photographs.

The second country that produced the Si 204 was Czechoslovakia. They were built in two versions, the C-3 for the army and C-103 for civilian use. Both were mainly operated in their original transport roles. From 1945 to 1950 some 179 would be built.

The Soviets also managed to capture an unknown number of operational Si 204. These were briefly pressed into service before being replaced by domestic-built designs.

Switzerland also operated at least one Si 204D. This aircraft and its crew escaped from Germany on the 7th of May 1945 and landed at Belp near Bern. The Si 204D  would remain in Switz use under the B-3 designation.

Soviets operated an unknown number of Si 204. Their use was brief as it was replaced with new Soviet-built designs. Source: www.armedconflicts.com
During late 1945 and early 1946 the Si 204 were used by the Western Allies for transport and evaluation. Source: www.airwar.ru

Production Versions

  • Si 204 –  Prototype series
  • Si 204A – Transport and training version built in small numbers
  • Si 204B and C – Unknown fate, but likely paper projects only
  • Si 204D – Model with a new glazed cockpit and powered with a stronger engine
  • 204E – Experimental modification for combat operational use
  • Flying carrier – One Si 204 was to be modified as a carrier for the Doctor Alexander Lippisch experimental all-wing fighter, but was never fully implemented

Operators

  • Germany – Most produced planes were used by the Luftwaffe primarily used for crew training
  • Czechoslovakia – Produced some 179 additional aircraft for military and civilian use
  • France –  Over 300 modified aircraft (with French engines) were produced in France and saw wide service up to 1964.
  • Soviet Union –Operated some captured  Si 204
  • Poland – Brought 7  NC.701 from France after the war
  • Macoro – Operated two French NC 702
  • Sweden –  Operated five French-built Siebels
  • Switzerland – Used at least one Si 204 under the designation B-3
  • American and Great Britain – Both briefly operated a number of captured Si 204 after the war

Surviving aircraft

Today there are a number of partially or wholly survived aircraft Si 204. For example, the French Aviation Museum in Paris had one Si 204A and another located in the Escadrille du Souvenir close to Paris. One Si 204 is located at Sweden Lygvapen Museum.

Conclusion

While Germany in the Second World is better known for designing and producing a series of combat aircraft, their auxiliary aircraft are often overlooked. The Si 204 was one such case, despite its successful design, it is rather poorly documented in the sources. Its design was a success which can be seen in its after-war use, most notably by the French up to the mid-1960.

 

Si 204 D Specifications
Wingspans 21.33 m / 70 ft
Length 12 m / 39 ft 3 in
Height 4.25 m / 14 ft
Wing Area 46 m² / 495 ft²
Engines Two Argus As 411 engines
Empty Weight 1.500 kg / 3.300 lbs
Maximum Takeoff Weight 3950 kg / 8,710 lbs
Climb Rate to 1 km In  3 minute  30 seconds
Maximum Speed 364 km/h / 226 mph
Cruising speed 340 km/h / 210 mph
Range 1,800 km / 1,120 miles
Maximum Service Ceiling 7,500 m /  24,600 ft
Crew Pilot and his assistants plus eight-passenger
Armament
  • None

Illustrations

Si-204D
Si-204D
Si-204E
Si-204E

Credits

  • Article written by Marko P.
  • Edited by  Henry H. & Stan L.
  • Ported by Marko P.
  • Illustrated By Ed Jackson

 

Sources

  • D. Nešić (2008), Naoružanje Drugog Svetskog Rata Nemačka Beograd
  • H. A. Skaarup (2012) Axis Warplane Survivors
  • D. Mondey (2006). The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • D. Donald (1998) German Aircraft Of World War II, Blitz Publisher
  • J. R Smith and A. L. Kay (1972) German Aircraft of the Second World War, Putnam
  • Jean-Denis G.G. Lepage (2009), Aircraft Of The Luftwaffe 1935-1945, McFarland & Company Inc
  • Captain E. ‘Winkle’ Brown (2010) Wings of the Luftwaffe, Hikoki Publication
  • M. Griehl (2012) X-Planes German Luftwaffe Prototypes 1930-1945, Frontline books
  • T. H. Hitchcock (1998) Jet Planes Of The Reich The Secret projects, Monogram Aviation Publication
  • M. Frazke Siebel Fh 104/Si 204, Flugzeug Profile