Tag Archives: WW2

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

 

ANT-2

Soviet, , , ,

USSR flag USSR (1923)
All-metal passenger aircraft – five Built

Following his successful first attempt to develop an aircraft, Andrei Nikolayevich Tupolev felt confident in his ability to attempt the design an all-metal aircraft. Although some European nations had already tested or built such aircraft during the First World War, this concept was still novel in the burgeoning Soviet Union of the early 1920s. With the advent of duralumin production in the Soviet Union, and the experimentation with various construction methods, Tupolev began work on the aircraft known as the ANT-2 in 1922. After a period of testing and evaluation, five aircraft of this type were constructed.

Tupolev ANT-2 was the Soviet first operational all-metal aircraft. Source: P. Duffy and A. Kandalov Tupolev The Man and His Aircraft

History

The success of the ANT-1 (standing for the initials of Andrei Nikolayevich Tupovlev) test aircraft prompted Tupolev to advocate for the development of fully metal-constructed aircraft. The harsh weather conditions in many parts of the Soviet Union caused wooden materials to decay quickly. Metal alloys, on the other hand, offered numerous advantages over wood: they were stronger, more durable, and allowed for overall more resilient aircraft designs. Tupolev saw the use of wood in modern aviation as an obsolete construction material.

His view was shared by others in the burgeoning Soviet aviation industry. In 1922, a commission at the Central Aero/Hydrodynamics Institute (TsAGI) was formed under the leadership of Andrei Nikolaevich. Its purpose was to spearhead the development of factories and facilities capable of producing duralumin. One such production center was already operating in Kolchuginsk, near Moscow, where the production of duralumin, nicknamed “Kolchugaluminium”, began in September 1922. This development enabled Tupolev to start working on an all-metal aircraft.

Tupolev established his design bureau with 15 supporting members. However, the initial phase was challenging, as the new technology required skilled workers who needed training in this new field. Additionally, many components used in all-metal aircraft construction had to undergo extensive testing. Tupolev, being a cautious man, did not want to risk any pilot’s life before he was certain that the new all-metal aircraft would perform as intended. Consequently, he spent considerable time refining various designs, mostly using speedboats and gliders. In 1921, Tupolev spent some time testing his ideas and designs using speedboats from his base of operations in Crimea. The experience he gained there greatly helped him in his further work.

Work On the ANT-2

As soon as Tupolev was sure that all crucial components were sufficiently tested, the work on the new all-metal aircraft, designated ANT-2, began in 1923. The design was largely driven by the requirements of the Soviet UVVS-RKKA (Directorate of the Air Fleet of the Workers and Peasants). This was the first official request for a new military aircraft, one capable of transporting two passengers, armed with two machine guns, and would most importantly, be inexpensive to build. Tupolev and his team established a small workshop in Kolchuginsk.

Initially, there were problems as the Kolchuginsk factory was only known for producing duralumin, not for shaping it into the various forms needed for aircraft construction. Time was needed to train the workers to effectively shape duralumin into the necessary parts.

During this period, while working on various proposed designs, Tupolev had the opportunity to inspect a Junkers K16 transport aircraft. The German company Junkers, wanting to avoid the sanctions on arms and aviation development imposed by the Allies, sought cooperation with the Soviets. They even managed to set up a small production plant in the Soviet Union.  The Soviets, in turn, were eager to acquire new technologies. The Junkers K16 featured a high wing and an open cockpit, design characteristics that Tupolev incorporated into his ANT-2 project.

The Junkers K16 served as inspiration for the ANT-2 Source: Wiki
The ANT-2, when compared to the K16, exhibits many similarities in overall shape. While Tupolev drew inspiration from the K16, he did not merely replicate it. Instead, he used it as a foundation to experiment with many of his own design elements, particularly in its wings. Source: en.topwar.ru

The prototype was completed in 1924 and underwent its first flight test in late May of that year, piloted by Nikolai Petrov. To simulate the weight of two passengers, two sandbags were used, as Tupolev did not want to risk any lives at the prototype stage. Further flight tests were conducted on May 28 by a Soviet military delegation. Starting from June 11, the ANT-2 was tested with two, and occasionally three, passengers inside its fuselage. Overall, the performance was deemed sufficient, though a significant modification was required for the rear tail assembly. The rudder and stabilizer size had to be increased, subsequently improving the aircraft’s performance. To conduct further tests, four more aircraft were built. By 1930, at least one of these aircraft was equipped with a more powerful 200 hp Wright Whirlwind engine.

Fate

A total of five ANT-2 aircraft were produced. While these were used for various tests, their specific operational roles are not well documented. The anticipated military variant, which was to feature a new cockpit positioned behind the wings and be armed with one or two machine guns, was never built. The first aircraft has been preserved and can be seen at the Aviation Museum in Monino, near Moscow. The fate of the remaining aircraft is unclear, but they were likely scrapped at some point.

The only surviving ANT-2 can be seen at the Aviation Museum Monino near Moscow. Source: Wiki
In recognition of its significant role in Soviet aviation history, the ANT-2 was featured on a Soviet postage stamp. Source: stock.adobe.com

Specification

The ANT-2 was designed as a high-wing, all-metal monoplane. Tupolev chose a triangular shape for the fuselage, with the sides sloping inward from top to bottom. This triangular design provided excellent structural integrity, reducing the need for additional fuselage struts. The fuselage was divided into three sections: the front section housed the engine, the open cockpit, followed by a small passenger compartment. The compartment could accommodate two passengers seated opposite each other. Although the aircraft was intended for three occupants, this was generally avoided due to weight limitations. Passengers entered the aircraft through a door on the left side of the fuselage.

The wing was located just behind the cockpit. It was constructed with two spars connected by 13 ribs on each side and covered with duralumin. Tupolev designed the wing with a curved, concave underside. The entire wing assembly was then attached to the top of the fuselage using four bolts. To accommodate the cockpit, part of the central section of the wing was cut off. Additionally, two handles were added to the ends of the wings on both sides, allowing the ground crew to maneuver the aircraft on the ground. The rear tail assembly consisted of a metal frame covered with duralumin.

The landing gear featured two fixed road wheels mounted on vertical struts, equipped with shock absorbers to ensure smoother landings. At least one aircraft was instead fitted with skis. A pivoting tail skid was used at the rear.

It was powered by a Bristol Lucifer three-cylinder engine producing 100 horsepower. With it a maximum speed of 170 km/h could be achieved. This engine, however, had some difficulties due to its significant torque, which could occasionally damage the engine mounts. Topolev, aware of this issue, designed a strong mount to counteract this problem. To allow access for repairs, the engine cover was secured with a few bolts. The engine drove a wooden two-blade propeller with a diameter of 2.2 meters. Fuel was stored in two 36 kg tanks located in the wings.

The cockpit was open, and to enter, the pilot used a small footrest on the left side of the fuselage. The cockpit was equipped with the basic and necessary controls and indicators, such as fuel level, RPM counter, and oil pressure gauge.

The ANT-2 was powered by a Bristol Lucifer three-cylinder engine producing 100 hp with a wooden two-blade propeller with a diameter of 2.2 meters. Source: Wiki
At least one aircraft was fitted with skis. Source: en.topwar.ru
The wings were constructed using two spars connected by 13 ribs on each side and covered with duralumin. Source:  en.topwar.ru
A good view of the real tail assembly. Source: www.valka.cz
The small passenger compartment was located inside the fuselage. Source: Wiki
Top view of the pilot’s open cockpit. Source:  en.topwar.ru

Conclusion

While the ANT-2 did not enter mass production, this was less important as it showed that the concept of using metal for the construction of a fully functional aircraft was feasible. It was the first stepping stone of the new, and slowly rising, Soviet aviation industry. It was the first such aircraft to be successfully tested by the Soviets, and paved the way for further Tupolev’s research and work, which enabled him to develop, in time,  more advanced designs. In addition, it was the first aircraft that was officially ordered by the Soviets for limited production.

ANT-2 Specifications
Wingspans 10.45 m / 34 ft 3 in
Length 7.6 m / 24 ft 11 in
Height 2.12 m / 6 ft 11 in
Wing Area 17.9 m²  / 193 ft²
Engine One
Empty Weight 523 kg / 1,153 lb
Maximum Takeoff Weight 837 kg / 1,846 lb
Maximum Speed 170 km/h / 106 mph
Range 750 km/ 466 miles
Maximum Service Ceiling 3,300 m / 10,926 ft
Crew 1 pilot
Armament
  • None

Illustration

 

Credits

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

Sources:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-SSSR. Beograd.
  • Y. Gordon and V. Rigmant (2005) OKB Tupolev, Midland
  • P. Duffy and A. Kandalov (1996) Tupolev The Man and His Aircraft, SAE International
  • B. Gunston () Tupolev Aircraft Since 1922, Naval Institute press

 

Dewoitine D.520 in Regia Aeronautica Service 

Italy, WW2, , , , ,

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

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

Leftovers

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Italian Evaluation 

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

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

Italian camouflage and markings 

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

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

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

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

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

Conclusions 

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

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

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

6,000 m in 7’57”

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

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

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

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

Illustrations

Credits

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

Sources

 

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 109 in Independent State of Croatia Service

Croatia, WW2, , , , ,

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

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

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

History

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

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

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

A Brief Me 109 History

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

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

The Need of the NDH Air Force

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

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

Under German Command

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

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

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

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

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

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

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

In NDH service

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

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

In The Balkans 

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

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

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

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

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

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

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

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

Camo and markings

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

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

Technical Specification

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

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

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

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

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

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

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

Conclusion

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

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

Illustration

Credits

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

Source:

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

 

 

 

 

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

 

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