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.ruThe standard Finnish roundel was a Hakaristi cross which as painted on the fuselage sides. Source: ww2aircraft.netThe 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
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: WikipediaThe 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.comSide 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.comThe 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
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
W. Green (1970) Warplanes of the Third Reich, Doubleday & Company
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 SquadrigliaCaccia Terrestri (163rd Terrestrial Fighter Squadron) in Grottaglie, 162a SquadrigliaCaccia Terrestri (162nd Terrestrial Fighter Squadron) in Crotone, and 164a SquadrigliaCaccia 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
Dimensione Cielo Aerei italiani nella 2ª guerra mondiale, 3° Volume, Edizioni Bizzarri, Rome, 1972
Danel and J. Cuny, Docavia n°4: le Dewoitine D.520, Editions Larivière, Paris 1966
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.
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 .
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
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.
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
Independent State of Croatia (1943-1945)
Fighter – 36 to 46 Operated
During the Second World War, the German puppet state the Nezavisna Država Hrvatska NDH (Eng. Independent State of Croatia), tried to develop its own Air Force. Unfortunately for them, its German and Italian allies simply did not have the industrial resources, nor spare planes to allow them to build a significant air force. Still, the NDH’s persistence in asking for such equipment paid off in 1944 when they received over 30 captured French MS 406 fighters.
The Morane-Saulnier MS 406 in NDH service. Source: T. Likso and Danko Č. The Croatian Air Force In The Second World War
History
After Italy’s unsuccessful invasion of Greece, Benito Mussolini was forced to ask his German ally for help. Adolf Hitler agreed to assist, fearing that a possible Allied attack through the Balkans would reach Romania and its vital oil fields. In the path of the German advance towards Greece stood Yugoslavia, whose government initially agreed to join the Axis side. This agreement was short-lived, as the Yugoslav government was overthrown by an anti-Axis pro-Allied military coup at the end of March 1941. Hitler immediately gave an order for the preparation of the invasion of Yugoslavia. The war that began on 6th April 1941, sometimes called the April War, was a short one and ended with a Yugoslav defeat, and the division of its territory between the Axis powers.
With the collapse of the Kingdom of Yugoslavia, Croatia, with German aid, was finally able to declare independence, albeit becoming a fascist puppet state. It was officially formed on the 10th of April 1941. The new state received a significant territorial expansion by annexing most of western Yugoslavia, including Bosnia, parts of Serbia, and Montenegro.
While the conquest of the Kingdom of Yugoslavia proved to be an easy task for the Axis, holding these territories proved to be much more difficult. This was mainly due to two resistance movements that were actively engaged in sabotage, destroying railways and bridges, and attacking isolated occupation units’ positions and strong points. Despite attempts to suppress these attacks, the resistance movements, especially the Communist Partisans, grew rapidly, forcing the Germans and their Allies to introduce ever-larger occupation forces. The NDH forces were especially targeted as they committed mass murders and deportations to concentration camps. Thanks to the German help, they managed to form a small Air Force that in its inventory consisted of all kinds of obsolete, and in rarer cases, new equipment. By 1943, it was in the process of reorganization and the NDH officials during this time often asked their German overlords for more modern aircraft. Sometimes they even portrayed their own Air Force as weaker than it was.
The NDH Air Force was particularly poorly equipped with fighter aircraft. Luckily for them, the Germans at that time occupied what remained of Vichy France, capturing all kinds of military equipment. This also included the MS 406 fighters which was agreed to be sent to NDH by the end of 1943.
A Brief MS 406 History
At the start of the Second World War, the Morane-Saulnier MS 406 was one of the more modern French fighters built using metal components whose development began in mid-1930s. The first prototype under the designation MS 405 made its maiden test flight on the 8th of August 1935. Following successful testing and good performance, the French Ministry of Aviation issued a request for the first 50 aircraft in February 1938. Given the rising tension in Europe at that time the order was eventually increased to an additional 825 aircraft to be built. By the time, the French surrendered to the Germans over 1,000 aircraft of this type were built.
French Morane-Saulnier MS 406 fighter. Source: Wiki
The MS 406 was a good design that was nearly equal to the German Bf 109 models near the start of the war. During the War with the Germans in 1940, the MS 406 managed to achieve some success against the Germans but ultimately proved incapable of stopping the enemy. Some 300 aircraft of this type would be lost during this brief war, either due to the action of enemy fighters, ground anti-aircraft fire, or accidents. The MS 406 also achieved some success on the foreign market with 12 being sold to China, 30 to Finland, and the Swiss obtained a license for production. Poland also expressed interest in acquiring 150 aircraft of this type but nothing came of this as a result of the German invasion that began in September 1939.
In NDH service
The precise number of available MS 406 or the date when they arrived is not clear. According to A. Pelletier ( French Fighters Of World War II in Action) the NDH received 46 MS 406 in early 1943. Author V. V. Mikić ( Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945) on the other hand mentioned a lower number of 38 which began to arrive at the end of 1943 and early 1944. These aircraft received registration numbers from 2301 to 2338. According to T. Likso and D. Čanak (The Croatian Air Force In Second World War) between 36 to 38 were sent to the NDH during 1944.
In late 1943, these aircraft, together with Italian-supplied Fiat G.50s, were to be used to equip the 11th Group consisting of three squadrons (21st, 22nd, and 23rd). The MS 406s were expected to arrive at the start of 1944. The first operational units were to be formed by mid-February. To help train the pilots, one Seiman 200 and ex-Yugoslav P.V.T aircraft were to be supplied. The training operations were carried out at Lučko airfield, starting from October 1943.
Once in Croatia, the MS 406 was used together with the Fiat G.50 fighter aircraft. Source: Wiki
The situation in the air and the ground significantly worsened for NDH at the start of 1944. It was especially hard-pressed as the Allies began bombing operations in occupied Yugoslavia. Thanks to their advances in Italy, they managed to set up many air bases from which these attacks could be launched. They bombed many military installations including ammunition depots, fuel production facilities, and NDH airfields.
An NDH MS 406 w heavily damaged during one of many Allied bombing attacks. The aircraft while damaged beyond repair was not written off, as it was used to cannibalize any usable spare parts. Source: T. Likso and D. Čanak The Croatian Air Force In The Second World War
On the 5th or 6th of April 1944, the Lazužani airfield where the NDH 5th Air Base was located was bombed by the Allied 2nd SAAF Squadron. They managed to completely destroy 11 and damage 20 more aircraft. One MS 406 was destroyed when an Allied bomb landed next to it. The pilot Cvitan Galić did not survive the explosion. The loss in material was such that the 23rd Lovačko Jato was disbanded. Another MS 406 was lost during a second Allied bombing run on Borongaj and Lučko air bases that occurred on the 12th of April 1944.
In March 1944 Hrvatska Zrakoplovna Legija HZL (Eng. Croatian Air Force Legion) arrived at the NDH capital Zagreb. This unit was formed way back in 1941 and was in direct control by the Germans. Its pilots participated under German controls on the Eastern Front and were quite experienced. The Germans demanded that at least two MS 406s be given to this unit to be used as training aircraft. The NDH officials could do little not to comply.
By 15th September 1944, there were 19 available MS 406 aircraft. Of this number only 7 were fully operational. On September 18th, or on the night of the 21st the sources are not clear, the Partisan forces managed to capture an NDH airfield near Banja Luka. Some 30 ,or 11 depending on the source, aircraft stationed there were captured. The NDH personnel either joined the Partisans or fled leaving behind valuable equipment and supplies. The Partisans managed to capture 3 MS 406 fighters, two were under repair. These were used against their former owners, but one was damaged in an accident and was written off.
In late 1944, the few surviving MS 406 were used in desperate attempts to stop the victorious Partisans forces that were liberating Yugoslavia from the Axis occupiers. By this point, the NDH Air Force could do little to stop them given the chronic lack of fuel. Unfortunately, the precise information about the fate of many NDH aircraft in the last few months of the war was not recorded well. While the Partisans managed to capture a few MS 406 their use was limited at best, and unfortunately, none of them is known to have survived the war.
An MS 406duirng the winter of 1944. Source: T. Likso and D. Čanak The Croatian Air Force In The Second World War
Camo and markings
The MS 406 appears to have been left in German late time war type camouflage. This usually consisted of Dunkelgrun (Eng. Dark green) and Grau (Eng. Grey) on the upper aircraft surfaces, and Hellblau (Eng. Sky Blue) on the lower surfaces. A standard Croatian white and red checkerboard coat of arms was painted on the wings and the fuselage sides. Starting from 24th February 1945 the NDH Air Force introduced the use of a black trefoil that was painted on the aircraft fuselage sides.
Near the end of the war, the NDH Air Force introduced the use of a black trefoil that was painted on the aircraft fuselage sides. Source: https://ww2aircraft.net/forum/threads/morane-saulnier-ms-406.50613/page-2
Technical Specification
The MS 406 was designed as a low-wing mix-construction fighter. Its designers went for a conventional construction aircraft design. The fuselage frame was made using aluminum tubes connected and covered with Plymax. This is a composite material that consists of layers of aluminum and plywood. The wings were constructed using a combination of spars and steel tubes also covered in this material. It was powered by one 860 hp Hispano-Suiza liquid-cooled engine. Most produced aircraft used a three-bladed two-pitch propeller, while some received variable-pitch propellers. The armament consisted of one 20 mm (0.78 in) Hispano-Suiza S9 cannon and two 7.5 mm (0.29 in) MAC 1934 machine guns. The cannon fired through the propeller shaft. The total ammunition load for the cannon was 60 and for the two machine guns 600 rounds.
Conclusion
The MS 406 was one of the few more modern fighter aircraft that was available in any significant number. But despite that, it was already obsolete and could realistically do little against Allied bombers and fighters. It was mostly used to fight the advancing Partisan formations. Few remaining aircraft were used in this role up to the end of the war.
MS 406 Specifications
Wingspans
10.6 m / 34 ft 10 in
Length
8.13 m / 26 ft 9 in
Height
2.71 m / 8 ft 10 in
Wing Area
17.1 m² / 184 ft²
Engine
One 860 hp Hispano-Suiza 12Y-31 liquid-cooled engine
Empty Weight
1,900 kg / 4,190 lbs
Maximum Take-off Weight
2,426 kg / 5,790 lbs
Climb Rate per minute
850 m / 2,790 ft
Maximum Speed
485 km/h / 302 mph
Range
1,000 km / 620 miles
Maximum Service Ceiling
9,400 m / 30,840 ft
Crew
1 pilot
Armament
One 20 mm (0.78 in) cannon and two 7.5 mm (0.29 in) machine guns
Illustration
Credits
Article written by Marko P.
Edited by Henry H.
Illustration by Godzilla
Source:
A. Pelletier (2002) French Fighters Of World War II in Action, Squadron/Signal Publication
Duško N. (2008) Naoružanje Drugog Svetsko Rata-Francuska. Beograd
V. V. Mikić, (2000) Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945, Vojno istorijski institut Vojske Jugoslavije.
T. Likso and Danko Č. (1998) The Croatian Air Force In The Second World War, Nacionalna Sveučilišna Zagreb
J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
T.L. Morosanu and D. A. Melinte Romanian (2010) Fighter Colours 1941-1945 MMP Books
D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
C. Chants (2007) Aircraft of World War II, Grange Books.
Side view of the Boulton Paul P.105C. This was the single-seat fighter version of the aircraft, armed with four 20mm cannons. (Boulton Paul Archive Photos)
The Boulton Paul P.105 was a concept for a multi-purpose, single-engine aircraft that was designed to fill a number of carrier based roles. To do so, the P.105 would utilize a unique and innovative method that would use interchangeable fuselage sections and cockpit modules that would allow the aircraft to perform different missions. These modules could be changed quickly to fill a needed role aboard carriers or airbases. The aircraft would not be chosen for production, and The P.105 would be developed further into the P.107, a land-based escort version. The P.107 would have a rear-facing turret and a twin boom tail design to allow greater traverse of the gun. This design wouldn’t be adopted either, and the program would conclude before the war’s end.
History
Late in the Second World War, the Royal Naval Air Arm began seeking out a new aircraft design that would be able to fill both the fighter and bomber roles aboard their carriers. Having one aircraft perform multiple roles would eliminate the need for specialized carrier-borne aircraft to fill the fighter, dive bomber, and torpedo bomber roles that were currently in operation. No official requirements were ever put out to build such an aircraft, but several companies had begun developing aircraft that would fit this role, which had become known as the “Strike Fighter”. Westland, Blackburn, Fairey and Boulton Paul would all develop designs that correspond to the strike fighter role. Boulton Paul’s aircraft design would be known as the P.105.
After the production of their Defiant turret fighter was finished, Boulton Paul began producing the Fairey Barracuda carrier bomber under license. After working extensively with a naval aircraft of this type, lead aircraft designer of Boulton Paul, John North, began to show interest in developing new aircraft to serve the Royal Navy’s carriers. The timing for this interest was beneficial too, as the Royal Air Arm began showing interest in new aircraft that were to be used in the Pacific Theater. He would first design a single engine fighter, dubbed the P.103 which would compete for the Navy’s Specification N.7/43 aircraft project. The P.103 was a heavily reworked Defiant with the turret removed and the design heavily cleaned up to make for a more effective fighter. Two designs existed for the P.103; the A and B, with the A using a Rolls Royce Griffon engine and the B using a Bristol Centaurus engine. The P.103 would utilize a number of innovative features, such as contra-rotating propellers, a low drag wing, specialized landing gear that became shorter when stowed, and elevators with automatic trim tabs. In addition, a more radical design was also submitted, the P.104, which was a twin-boom pusher. Despite both the P.103 and P.104 satisfying the specification, the Navy ultimately would find that a Hawker Tempest variant that was to be produced could easily be adapted to this role. This aircraft would become the Hawker Fury, and naval-ized into the Sea Fury.
While the P.103 wouldn’t be built, there were plans to test many of its design features on an existing aircraft. A Defiant was chosen to be extensively modified with most of the features found on the P.103, including the contra-rotating “dive-brake” propellers driven by a Centaurus engine, electric trim tabs, specialized shortening landing gear, and automatically closing landing gear doors. This aircraft, known as the Special Features Defiant, would also go unbuilt, with only a Defiant being modified with the elevator trim tabs. Boulton Paul wouldn’t yield any aircraft from this specification, but a new design would soon come from John North, who would continue working on Naval aircraft projects, looking to create an aircraft that would replace the Fairey Barracuda. Using design aspects intended for the P.103, and newer features found on the Special Features Defiant, he would design the P.105.
Static model of the standard P.105A. (British Secret Projects 1935-1950)
The P.105 was a small, high-performing aircraft that was meant to perform a number of duties aboard carriers. To achieve this the P.105 would have a unique design feature. To fill the variety of carrier-borne roles, the P.105 would have modular cockpit and bomb bay sections. Each of these modules would pertain to a particular role and would include necessary equipment to operate for the given task. The interchangeable modules included a two-seat torpedo-bomber with the necessary modifications to carry a torpedo (P.105A), a two-seat reconnaissance aircraft with an extended cockpit with changes to improve visibility (P.105B), a single-seat fighter armed with four 20mm cannons (P.105C) and a dive-bomber (P.105D). All aircraft aside from the C would be armed with four 12.7mm machine guns. With this system, it was thought more P.105 airframes could be stored inside hangars and carriers, while the unused modules could easily be stored and would take up less space, compared to having a number of different aircraft specified for specific roles, in theory, increasing the combat capacity of the carrier the P.105 would be stationed on. Boulton Paul expected the aircraft to be very high performance, and the P.105C fighter version, would be thought to serve as an excellent penetration fighter. Like its predecessors, the P.105 was originally going to utilize a Griffon 61 engine, but before performance predictions were done on the design, it would change to a Centaurus with counter-rotating propellers. The brochure on the details of the aircraft was submitted to the RNAA, but no order for production came about.While no particular reason was given for the design not being chosen, the modularity concept may have been less convenient in practice then on paper. Another reason could be that current aircraft at the time were deemed to have been performing adequately and didn’t need such an extensive replacement.
A side view plan drawing showing the layout of the Boulton Paul P.107. (Boulton Paul Archive Photos)
Although the P.105 wasn’t granted production, the design was further reworked into the Boulton Paul P.107. The P.107 was a return to basics for Boulton Paul, being a single-engine two-seat fighter with a turret. It can be assumed the P.107 began development during or shortly after the P.105 had been created. John North expressed many concerns with aircraft meant to operate in the Pacific War, with the biggest issue being the extreme range an aircraft would need in order to operate efficiently in this conflict. While details are sparse on its development, the P.107 extended range escort fighter appears to be his own attempt to create an aircraft meant to amend this issue. Overall, the P.107 shared many aspects of the P.105C, continuing to use the same overall design, Centaurus engine with contra-rotating propellers, and the same armament of four 20mm cannons. However, the P.107 wasn’t meant to operate from carriers, instead being designed as a land-based aircraft. Changes done to the design for this reason include the lack of folding wings and the removal of the torpedo blister. The aircraft would also benefit with the addition of a turret housing two 12.7mm machine guns. To improve the firing efficiency of the turret, the single fin of the P.105 was changed in favor of a twin fin design, which improved the firing range of the guns. The P.107 could also be configured for different roles, such as a dive bomber and for reconnaissance, but it is unknown if it used the same modular system the P.105 used. As was the case with his earlier designs, the P.107 wasn’t selected for production either.
Design
3-Way drawing of the P.105B. This was the reconnaissance version. (British Secret Projects 1935-1950)
The Boulton Paul P.105 had a conventional monoplane fighter layout. In the front, it would utilize a 6-bladed contra-rotating propeller that had reversible pitch. Originally, the design would have mounted a Griffon 61 V-12 inline engine but was changed in favor of the Centaurus 18-cylinder radial CE.12.SM engine instead. The wings on the P.105 were inverted gull wings, much like those on the Vought F4U Corsair or Junkers Ju 87 Stuka, which allowed the mounting of a larger propeller. To allow for easy storage aboard carriers, the wings were able to fold inwards. The fuselage had the most interesting aspect of the design overall, and that was its interchangeable cockpit and lower fuselage modules. Each variant of the P.105 would use different modules that would pertain to the intended role it served. The P.105A was a torpedo bomber and would use the torpedo blister present under the tail, and provisions for carrying another crewmember. The P.105B was a reconnaissance aircraft, and its cockpit would be lengthened to sit a pilot and observer. It would use a glass hull beneath the observer to assist in spotting. The P.105C was an escort fighter and would be a one-man aircraft. The last was a dive-bomber version, which only has very sparse details available. The dive bomber would carry up to two 1,000 lb (450 kg) bombs, most likely in an internal bomb bay module. The tail of the aircraft would be a conventional single rudder and tailplane arrangement. The armament of the P.105 was a standard two to four 12.7mm machine-guns in the wings of the aircraft, with the only deviation being the P.105C, which would use four 20mm cannons instead.
3-Way view of the P.107. Notice the turret and twin tail. (British Secret Projects 1935-1950)
The P.107 borrowed many aspects of the P.105 design, but changed some details to better fit its role. The engine and front sections would stay the same, keeping the contra-rotating propellers and Centaurus engine. Reference materials refer to the aircraft as being able to convert from an escort fighter to either a fighter-bomber, or photo reconnaissance aircraft. However, whether it was a conventional conversion, or via the module system the P.105 used is unknown, the latter being most likely. The wing design would stay the same, with the inverted gull wing style. Given its land-based nature, the wings no longer needed to be folded to conserve space, and the torpedo blister under the tail was removed. Behind the pilot, a gunner would sit and remotely control two 12.7mm machine guns. The machine-guns would be housed within the aircraft, with only the ends of the barrel protruding out. To give the gunner a better firing arc, the single tailfin was switched to a double tailfin. The turret and twin tail design are the most obvious differences between the P.107 and P.105. The aircraft’s fuel would be stored in a main tank beneath the crew members and two smaller drop tanks. The fuel amount was expected to give the aircraft a 3,000 mi (4,827 km) range, with up to 30 minutes of combat. The drop tanks could be switched for 2,000 Ib (900 Kg) of bombs. For offensive armament, the P.107 would use four 20m cannons mounted in the wings.
Conclusion
While no P.105 or P.107 would be constructed, the designs do attempt to amend issues that were present at the time. The Strike Fighter designation would eventually become a standard type of aircraft aboard carriers, and aircraft meant to fulfill multiple roles would also eventually be developed, but none would ever use such a unique system as the interchangeable fuselage of the P.105. It is interesting to note that the P.105 and P.107 appear to be the last military propeller aircraft that Boulton Paul would design before their switch to trainers and jet powered research aircraft, the aircraft themselves being distantly related to their Defiant fighter that they became known for during the war.
Variants
Boulton Paul P.105A– Two-seat torpedo bomber version of the P.105.
Boulton Paul P.105B– Two-seat reconnaissance version of the P.105. This version would have a glazed hull for the observer.
Boulton Paul P.105C– Single-seat Fighter version of the P.105.
Boulton Paul P.105 Dive bomber– Dive bomber version of the P.105. No designation was given to this design. (P.105D?)
Boulton Paul P.107– Land-based escort fighter derived from the P.105. The P.107 shared many design aspects with the P.105 but would remove features that would be needed for carrier use, such as the lack of folding wings. The P.107 would also have a turret and the tailplane would be switched to a double rudder design to accommodate the turret’s firing arc. Photo reconnaissance and fighter bomber versions of the P.107 are also mentioned.
Operators
Great Britain – Had they been built, the P.105 and P.107 would have been used by the Royal Fleet Air Arm, with a focus of being used in the Pacific Theatre aboard carriers and from land.
Nazi Germany (1940)
Light Transport and Trainer – Number built: 1,175
While often seen as less exciting than their combat counterparts, transport and auxiliary aircraft provided vital services in moving cargo, and training new pilots. Light transports which could combine both duties were thus extremely desirable during the war as theaters stretched across continents and pilot attrition was high. Luckily for the Luftwaffe, the Siebel company provided them with a simple but effective aircraft that could easily fulfill both roles. This was the Si 204, which saw wide-scale use both during, and after, the conflict.
The Si 204. Source: www.airwar.ru/
Siebel company history
The story of Siebel began back in 1936 when Hans Klemm opened a new aircraft factory the, Flugzeugbau Halle GmbH. This company would go on to produce license-built aircraft, including the Focke-Wulf Fw 44, and Heinkel He 46. Between 1936 and 1937, a new project led by Hans Klemm was initiated. This was a light twin-engined transport aircraft designated as Fh 104. While the work was going on, Klemm decided to hand over the factory to well-known aircraft enthusiast Fritz W. Siebel. The same year the name was changed to Siebel Flugzeugwerke Halle GmbH. Under new management, the work on the renamed Siebel Fh 104 continued. The Siebel Fh 104 would prove to be a solid design and was pressed into Luftwaffe service as a communication and liaison aircraft. In 1942 the production of this aircraft was terminated, by which time only some 46 were built. The Siebel factory would survive the war and even produce a few new aircraft designs. It would continue to exist up to 1968 when it was merged with Messerschmitt-Bolkow GmbH.
The first aircraft to come out of the o Siebel Flugzeugwerke production was the Siebel Fh 104 Source: hwww.armedconflicts.com
The Siebel 204
Following the success of the Fh 104, Siebel received a request from the Luftwaffe officials in 1939 to design and build a new twin-engine, 8-passenger transport aircraft. So Siebel and his team of engineers began working on such a design. While they may have used the experience gained while working on the Fh 104, their next project was a completely new design. The first prototype Si 204 V1 (D-AEFR) was completed in early 1940, and was flight tested on the 25th of May the same year. Sources disagree about the year when the maiden flight was made. For example, D. Nešić and M. Fratzke mentioned that it happened in 1941 while M. Griel placed it in 1940. The test flight proceeded without any major issues, so the development of this aircraft carried on. In October 1940 the Si 204 V2 (D-IMCH) was flight tested. Both of these would serve as bases for the pre-production A-0 series which were to be operated by the German Lufthansa airline. The first prototype was scrapped in 1942 while the second remained in use up to early 1944 when it was lost in an accident.
Following its successful testing, the first production version known as Si 204A was built. It was powered by two 360 hp, or 465 hp depending on the source, Argus As 410 engines. The Si 204A-0 and A-1 were put into production in 1941, the precise numbers are not clear but were likely limited. As the war dragged on these were mainly used for crew training, a role to which they proved well suited.
The Luftwaffe was generally satisfied with the Si 204A’s performance as a trainer but requested that a new version of it be built. This version was dedicated to various crew training tasks including; radio navigation, instrument flying, bombing, and communication. Other requests were made regarding its front canopy design and stronger power units. For this reason, the engines were replaced with two 600-hp Argus As 411 12-cylinder engines. Additionally, the original stepped canopy was replaced with a fully glazed canopy.
The new version was to be designated Si 204D. The fate of the skipped B and C versions is unclear, but these were likely only paper projects. The Si 204V3 and V4 served as bases for the Si 204D aircraft. Both were flight tested in early 1941, withhe V3 being lost in an accident during mid-1942 while the fate of the V4 is not known.
Technical characteristics
The Si 204 was designed as a low-wing, twin-engine, all-metal transport, and training aircraft. Its fuselage was made of round-shaped formers each connected with a series of metal bars. These were covered with sheet metal plating. On the fuselage sides, there were four rectangular windows.
The wings and tail units were also of an all-metal construction. The wings were built using only a single spar. The dihedral tailplane was divided into two fins and rudders, which were located on their tips.
In the last months of the war, due to shortages of resources, Siebel attempted to replace some metal components using wooden materials. The end of the war prevented any of these wooden components from ever being used.
The pilot and his assistant were positioned in the front. As many German bombers had a fully glazed canopy, to help with the training and adaptation of new pilots, the Si 204 was also equipped with such a designed canopy. It largely resembled the one used on the He 111. Thanks to it the pilot had an excellent view during the flight.
As mentioned earlier, Si 204D was powered by two 600 hp Argus As 411 12-cylinder engines, these used two variable pitch blade propellers. The maximum speed achieved with these engines was around 364 km/h. With a fuel load of 1.090 liters, the maximum operational range was around 1.800 km.
The landing gear was more or less a standard design. It consisted of three wheels. The landing gear retracted back into the engine nacelles. These were not fully enclosed and part of the wheels was exposed. The tail wheel was not retractable.
While initially designed as a passenger transport aircraft, the Si 204 would be primarily used for crew training. For this reason, its interior compartment could be equipped with different training equipment depending on the need. Including radio, radar, or navigation equipment.
The Siebel 204D side view. Its overall design is quite similar to the German he 111 bombers. Source: www.airwar.ruSiebel pilot cockpit interior. The pilot and his assistant had an excellent view of the surrounding thank to the large glazed cockpit. Source: www.airwar.ruThe Siebel 204D had standard landing gear. The two front wheels retracted back into the engine nacelles. These were not fully enclosed and part of the wheels was exposed. Source: www.airwar.ru
Production
Despite being Siebel’s own design, the factory itself lacked production capabilities as it was already heavily involved in the manufacturing of other designs including the Ju 88. The actual production was redistributed to two occupied foreign factories. The first were the SNCAC factories located in Fourchambault and Bourges in France, which came under German control after the successful end of the Western Campaign in 1940. The second production center was located at the Czechoslovakian Aero factory, which was also occupied by the Germans even before the war started. Other companies like BMM and Walter were also involved in the production of this aircraft.
The production numbers were initially low, for example, the SNCAC only managed to build five aircraft per month during 1942. From 1942 to 1944 this company produced some 150 Si 204D aircraft. Czechoslovakian production capabilities proved to be better, managing to manufacture some 1007 such aircraft by the end of the war. The total production of all versions during the war is around 1.175 aircraft according to H. A. Skaarup. This number, as is the case with many German production numbers, may be different in other sources.
Service
As mentioned earlier the Si 204 was mainly used for crew training for various roles, transportation, and glider towing. While there is quite limited information on their precise service life, it appears to be quite a successful design and was praised by the Luftwaffe pilots. By the end of the war, some were even equipped with various radar equipment including FuG 217R and FuG 218V2R tail warning radars to train night fighter pilots. Interestingly the Si 204 was employed for the training of further Me 262 pilots.
It is often mentioned that the Si 204 was the last Luftwaffe aircraft to be shot down. Near Rodach in Bavaria, just a day before the Germans capitulated to the Allies. That kill is accredited to Lieutenant K. L. Smith, a pilot of a P-38 Lightning from the 474th Fighter Group. How valid this claim is difficult to know precisely due to the general chaotic state in Germany at that time.
During its service life, the Si 204 proved to be an effective aircraft, completely suited for its designated role. Source:www.airwar.ru
Combat adaptation attempts
For fighting against Partisan movements in occupied Europe, older or modified aircraft were often reused, preserving the more modern aircraft for the front line use. The Si 204 was seen as tempting for such a modification, so the Siebel engineers tried to develop a fully armed combat version of this aircraft. To fulfill this role some extensive modifications were needed.
Inside its front fuselage, two 13 mm MG 131 heavy machine guns were placed. Each was supplied with 500 rounds of ammunition, stored in a metal ammunition bin. These were to be operated by the pilot. For this reason, he was provided with a Revi 16A-type gun sight. For protection against enemy aircraft, on top of the fuselage, a fully glazed turret armed with one 13 mm MG 131 was added. The turret movement was electrically controlled. Elevation was -10 to +80 while it could achieve a full 360 rotation.
The interior of the Si 204 received a bombing bay that could carry 12 70 kg bombs. External bomb racks with a capacity ranging from 50 to 500 kg were added. The pilot seat received armor plates for his protection from enemy fire on the Si 204E. Due to its relatively slow speed, using this aircraft against a well equipped enemy was dangerous, so it was to be restricted to night bombing action only.
In 1944 two prototypes were completed and tested. Besides these two, the number of Si 204E’s built is unknown. Given its experimental nature, possibly only a few prototypes were ever completed. Allegedly these saw limited action fighting the Belarusian Partisans. The extent to which they were used in this role if used at all, remains unknown.
The Siebel 204E could be easily distinguished by its glazed turret, located on the fuselage top. This version is somewhat obscure as it is not known how many were built and if they ever saw action in combat. Source: www.silverhawkauthor.com
Carrier proposal
With the Allies slowly getting the upper hand in the air over Europe, the Luftwaffe became ever more desperate to find a solution to this problem. Mass production of cheap fighters was seen as a possible solution. One such project was proposed by Professor Alexander Lippisch, best known for designing a series of glider fly-wing designs. He was also involved in designing various bizarre aircraft projects, including the unusual P 13a aircraft.
A drawing of Professor Alexander Lippisch P 13a fighter. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich
While working on the P 13, Lippish was approached with a request from a group of students from Darmstadt and Munich universities who wanted to avoid conscription to join his work. Lippisch agreed to this and dispatched one of his assistants under the excuse that for his own project, a wooden glider was to be built and tested. They together managed to build an experimental DM-1 glider.. However, this aircraft was not to be towed like any other glider. Instead, the DM-1 was to be placed above the Si 201 on brackets and carried. However, nothing came of this project, and no such attempt at deploying the glider was made as the war ended.
Professor Alexander Lippisch’s work involved designing unusual and unorthodox aircraft designs including the Li DM 1. Source: Professor Alexander Lippisch’s work involved designing unusual and unorthodox aircraft designs including the Li DM 1. Source: www.fiddlersgreen.net
After the war
When the war ended, the Si 204 would see more service in the hands of many other nations. The advancing Allies managed to capture a number of fully operational aircraft. These were immediately put to use either as transport, liaison, and evaluation purposes. At least one Si 204D was extensively used by the British pilot Captain Eric Brown, who was the chief test pilot of the Royal Aircraft Establishment at Farnborough. He was involved in a British project tasked with taking over German war research installations and interrogating technical personnel after the war.
He was generally impressed with the Si 204D’s overall performance, performing many flights on it. He later wrote about its performance. “The Si 204D was really a viceless airplane to handle, with inherently good stability about all three axes and good harmony of control. It was very well equipped for its tasks, and the later model I flew had an autopilot fitted. Like all German aircraft of that era, it was a mass of electrics, with extensive circuit breaker panels, and all very reliable. However, the one thing the Germans never got right was wheel brakes, and the Sievel was no exception..”
A group of six or more Si 204 was captured by the Allies. Source: www.asisbiz.com
The Siebels that were moved to Farnborough were extensively used during 1945 for various roles, like communication, providing navigational guidance, and transporting pilots to various captured Luftwaffe airfields. The last operational flight of the Si 204D at this base was recorded at the start of 1946.
After the war, the Si 204 saw the most common use in French and Czechoslovakia, which actually continued to produce this aircraft. In French service, these were known t as NC 700, powered with As 411 engines, NC 701 ‘Martinet’, powered by two Renault 12S engines, and NC 702, a modified version of the Si 204A. In total the French constructed over 300 aircraft of this type. Some would see service in French Asian and African colonies. The last operational flight was carried out in 1964. Two NC 702’s would be given to Maroko in 1960, but their use and fate is unknown.
After the war, the French sold 7 NC 701 to Poland. They were used mainly for mapping photography. These were operated until the mid-1950s’ before being put out of service.
By mid-1960 some 5 French-built Siebels were given to the Swedish National Geographic Institut. These were mainly used for taking meteorological photographs.
The second country that produced the Si 204 was Czechoslovakia. They were built in two versions, the C-3 for the army and C-103 for civilian use. Both were mainly operated in their original transport roles. From 1945 to 1950 some 179 would be built.
The Soviets also managed to capture an unknown number of operational Si 204. These were briefly pressed into service before being replaced by domestic-built designs.
Switzerland also operated at least one Si 204D. This aircraft and its crew escaped from Germany on the 7th of May 1945 and landed at Belp near Bern. The Si 204D would remain in Switz use under the B-3 designation.
Soviets operated an unknown number of Si 204. Their use was brief as it was replaced with new Soviet-built designs. Source: www.armedconflicts.comDuring late 1945 and early 1946 the Si 204 were used by the Western Allies for transport and evaluation. Source: www.airwar.ru
Production Versions
Si 204 – Prototype series
Si 204A – Transport and training version built in small numbers
Si 204B and C – Unknown fate, but likely paper projects only
Si 204D – Model with a new glazed cockpit and powered with a stronger engine
204E – Experimental modification for combat operational use
Flying carrier – One Si 204 was to be modified as a carrier for the Doctor Alexander Lippisch experimental all-wing fighter, but was never fully implemented
Operators
Germany – Most produced planes were used by the Luftwaffe primarily used for crew training
Czechoslovakia – Produced some 179 additional aircraft for military and civilian use
France – Over 300 modified aircraft (with French engines) were produced in France and saw wide service up to 1964.
Soviet Union –Operated some captured Si 204
Poland – Brought 7 NC.701 from France after the war
Macoro – Operated two French NC 702
Sweden – Operated five French-built Siebels
Switzerland – Used at least one Si 204 under the designation B-3
American and Great Britain – Both briefly operated a number of captured Si 204 after the war
Surviving aircraft
Today there are a number of partially or wholly survived aircraft Si 204. For example, the French Aviation Museum in Paris had one Si 204A and another located in the Escadrille du Souvenir close to Paris. One Si 204 is located at Sweden Lygvapen Museum.
Conclusion
While Germany in the Second World is better known for designing and producing a series of combat aircraft, their auxiliary aircraft are often overlooked. The Si 204 was one such case, despite its successful design, it is rather poorly documented in the sources. Its design was a success which can be seen in its after-war use, most notably by the French up to the mid-1960.
Si 204 D Specifications
Wingspans
21.33 m / 70 ft
Length
12 m / 39 ft 3 in
Height
4.25 m / 14 ft
Wing Area
46 m² / 495 ft²
Engines
Two Argus As 411 engines
Empty Weight
1.500 kg / 3.300 lbs
Maximum Takeoff Weight
3950 kg / 8,710 lbs
Climb Rate to 1 km
In 3 minute 30 seconds
Maximum Speed
364 km/h / 226 mph
Cruising speed
340 km/h / 210 mph
Range
1,800 km / 1,120 miles
Maximum Service Ceiling
7,500 m / 24,600 ft
Crew
Pilot and his assistants plus eight-passenger
Armament
None
Illustrations
Si-204DSi-204E
Credits
Article written by Marko P.
Edited by Henry H. & Stan L.
Ported by Marko P.
Illustrated By Ed Jackson
Sources
D. Nešić (2008), Naoružanje Drugog Svetskog Rata Nemačka Beograd
H. A. Skaarup (2012) Axis Warplane Survivors
D. Mondey (2006). The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
D. Donald (1998) German Aircraft Of World War II, Blitz Publisher
J. R Smith and A. L. Kay (1972) German Aircraft of the Second World War, Putnam
Jean-Denis G.G. Lepage (2009), Aircraft Of The Luftwaffe 1935-1945, McFarland & Company Inc
Captain E. ‘Winkle’ Brown (2010) Wings of the Luftwaffe, Hikoki Publication
M. Griehl (2012) X-Planes German Luftwaffe Prototypes 1930-1945, Frontline books
T. H. Hitchcock (1998) Jet Planes Of The Reich The Secret projects, Monogram Aviation Publication
An artistic drawing of what this unusual aircraft might have looked like source: www.nevingtonwarmuseum.com
The German military industries during the Second World War are often seen as highly developed, and producing highly sophisticated, superior weaponry to that used by the Allies. The reality is quite different, as they began to implement the mass use of slave labor and were chronically short of several key resources. Regardless, bright engineering minds and desperation led to the introduction of a series of new technologies, some being the first of their kind. The German aviation industry was credited with creating some advanced and innovative, but ultimately scarce aircraft designs such as the Me 262 jet fighter. With this reputation, many theories on German hyper-advanced, secretive aircraft projects began to spread after the war. Among them, was the theory that they had created a series of supersonic, flying saucers.
The Myth of German Technological Superiority
In the decades after the Second World War ended, in media and popular culture, German military technology and industry were often presented as significantly superior to the Allies. This is perhaps the most obvious when mentioning the German Wunderwaffe (Eng. wonder-weapon). These weapons ranged from flying bombs, ballistic missiles, jet engines, and super-heavy tanks. In essence, from the German perspective, the Wunderwaffe presented any weapon that would help them turn the tide of the war. Probably the best examples that were used in greater numbers were the V-2 rockets and the Me 262 jet fighter. In the case of the V-2, these were used en masse to bomb targets in Great Britain and continental Europe. Descending at a speed of nearly 6000 km/h, they could not be tracked and struck without warning. The Me 262 was able to achieve speed far superior to that of ordinary piston-powered aircraft., and with its armament of four 3 cm cannons, it could easily take down heavy Allied bombers.
Before we go any further we must discuss the history and truthfulness of these wonder weapons and their origin. It is important to point out that the German war industry prior to and during the war struggled with numerous industrial shortcomings. It was unable to produce enough quantities of weapons and materiel to satisfy the German Army’s demands. This can be best seen in the pre-war tank production when during the invasion of Poland, only a limited number of modern Panzer III and IV were available. The lack of anything better forced the German armored formation to rely on the weaker Panzer I and II tanks. The effective heavy tanks, such as Tigers, due to their complexity and price, were built in limited numbers. Even the Panther, of which some 6,000 were built, which was much cheaper and easier to build, could never be produced in such numbers to fully replace older designs. The Army itself, while generally portrayed to be highly motorized, was actually heavily dependent on horses for the transportation of artillery and supplies.
Regarding the term Wunderwaffe, it is almost entirely associated with German propaganda. The term was more actively used when the war began to turn bad for the Germans, especially after defeats like the one at Stalingrad. In theory, any weapon or vehicle could be categorized as a Wunderwaffe. Ranging from an assault rifle to a jet-powered aircraft. Some were just paper projects or simple proposals that were intended to enter production but they actually never did.
Now the question would be were these weapons truly superior to the Allied ones? A simple answer is no, but every single of these Wunderwaffe had pros and cons, so making a simple conclusion about their effectiveness and use would revive extensive research and work that is beyond this article. But we can briefly consider the effectiveness of the two previously mentioned weapons systems, the V-2 and the Me 262. While the V-2 was quite advanced for its day, it was plagued with many problems. The reliability of the rockets was not guaranteed with some of them exploding during take-offs. Precision was their weakest point, and by late 1944, when they were used en mass, the Germans simply lacked the means to observe their effectiveness against targets in Great Britain and could not correct the aim of the rockets. The Me 262 was also far from perfect, given the technological novelty of many of its components, it too suffered from poor reliability. Both weapons were also introduced too late to have any real impact on the war.
The first mass-produced jet fighter in the world was the Me 262. Source: Wiki
The Germans lost the war, which obviously showed that the concept of the Wunderwaffe was just a desperate attempt to increase the morale of its people and to fight the ever-increasing fear of a possible defeat. But despite it, these weapons continued to tickle the imagination in modern-day culture. To some extent, some mysteries would emerge after the war, that were either fabricated or were to some extent real. The probably best-known, and most infamous is the German flying disc project which employed the unusual circular wing design.
A Brief History of Circular Wing Design
While the circular wing design may be seen often wrongly connected to the unidentified flying object its actual origin is more earthly in nature and goes way back to the 18th century. One of the first recorded proposals for using a circular wing design to create a flying contraption was presented by Swedish scientist and philosopher Emanuel Swedenborg. He published his work in a scientific journal in 1716, but his proposal ultimately led nowhere. Nearly two centuries later in 1871 when French inventor Alphonse Penaur tested his own flying model. Encouraged by this success in the following years he began working on a new aircraft design that was to have elliptical wings and be powered by two smaller steam engines. But he committed suicide in 1880 and never fully implemented this new project. In the 1910s a wealthy weaver, Cedric Lee and his friend George. T. Richards began working on a circular wing glider. After a series of flight tests, they noticed that the glider had a good overall flying performance. Inspired by this success, they hired an engineer, James Radley, to help them build their new propeller-driven circular-wing aircraft in 1913. This aircraft also performed well during its test flight, but during the landing, the engine stopped and the aircraft crashed. While the pilot was unharmed the aircraft was a complete loss. Both Cedric Lee and George. T. Richards continued working on improving their design, but after a few more crash landings, they gave up on their project. In the 1940s, the American Army and Navy experimented with using a few different semi-disc wing designs These were the Boeing B.390 and the XF5U-1. While boths were surely interesting aircraft, their overall design proved to be a failure and none would be accepted for service.
Cedric Lee and George. T. Richards incomplete experimental circular-wing aircraft. Source: B.Rose and T. Buttler Secret project Flying Saucer AircraftThe Boeing B.390 design, while being a much simpler design than the XF5U-1, proved to be an unsuccessful design. Source: B.Rose and T. Buttler Secret project Flying Saucer Aircraft
The Flying Disc Project
The history of German flying disc projects is rather poorly documented, and in many cases, outright fabricated. They were allegedly related to German attempts to develop a vertical take-off and landing (VTOL) aircraft. It is surrounded by a veil of secrecy, and quackery, and probably that is the main reason why it is often connected to mythical or even supernatural origins. It is worth mentioning that the sources regarding these developments are quite unreliable, as they are mostly based on stories told by eyewitnesses and individuals. The reliability of these eyewitnesses and individuals should be taken with a great grain of salt. We must take into account that many of the written sources were made decades after the alleged events occurred. Another vital point to consider is the reliability of the main individuals that were allegedly involved in such projects. One such person was Rudolph Schriever, who after the war, gave an account of his reputed involvement in the development of a secret flying disc aircraft.
According to his story, the German Reichsluftfahrtministerium RLM (Ministry of Aviation) appointed a young aircraft design engineer and pilot, Rudolph Schriever, to work at the Heinkel-Rostock design office. In reality, he had no verifiable claims to German military service, relating to aviation or otherwise, and his only known employment was for the US Army as a truck driver after the war. It’s also not quite clear, but in some sources there is a mention of a certain Otto Habermohl, supposedly also involved from the start. Not to be beaten out by Schriever, there is not only any evidence for his credentials, but he doesn’t seem to have existed at all.
At that time, different engineers wanted to solve the issue of reducing the space needed to launch and recover aircraft. One solution was to launch an aircraft directly, and vertically into the sky. In this case, such aircraft would not need a long runway and instead could take to the sky from a single launching point. But this concept, while tested over the years, was never successfully implemented during the war.
Schriever claims to have approached this problem with a somewhat unusual solution. He made plans using a disc-shaped aircraft powered by jet engines using the so-called Coanda effect. This effect was named after the Romanian Henri Marie Coanda, an aerodynamic engineer. He discovered that when using a jet stream that is applied tangentially against a convex surface it creates a lift force that could be further increased by circulation. Schiriever claimed to have presented his idea to Ernst Heinkel, who was said to have liked the concept. This supposedly led to the start of work on a small prototype. He claims that after some work, the prototype was completed in early 1941. This prototype received the simple V1 designation without any prefix for the aircraft type. This should not be confused with the V1 flying bomb, as the V stands for Versuchs (experimental or trial model) which was quite commonly used by the Germans especially in the aviation industry to describe experimental or pre-production models. This prototype supposedly consisted of a disc-shaped wing design powered by an electrical rotary fan, no power source is given.
In 1942, this prototype was allegedly flight tested. No precise information about its overall performance exists. The assembly of this prototype named V2 was said to have begun in nearly 1943. By that point, Schriever claimed that some design work was moved from Germany to occupied Czechoslovakia. Škoda factories near Prague are assumed to have provided assistance to this project, though he did not specify in his testimony. A few other companies were also mentioned to be to some extent involved in this project, this includes Junkers, Wilhelm Gustloff, and Kieler Leichtbau. The fate of the V2 prototype is not clear.
The testing of the Schriever flying disc was supposedly observed by a group of some 25 eyewitnesses from the Flight school which was stationed near this airfield. One of these eyewitnesses gave testimony to a German aeronautical magazine Flugzeug in 1987. The truth of these claims cannot be completely verified with certainty. If we consider the fact that more than 40 years have passed since this incident to the moment they gave the interview. They reportedly saw a strange disc-shaped aircraft. This aircraft was described as disc-shaped with an estimated diameter between 5 to 6 m with the height of an average man. They also reported that it had an aluminum color. And that while being on the ground held in position by four landing gear legs. It managed to reach a flight of around 300 m of distance at 1 m of height. In the event the witness was not being intentionally misleading, it is likely they saw a helicopter being tested, several designs of which were researched and built during the war.
This piece of equipment is often mentioned to be the Rudolph Schriever demonstrator for the whole concept.It shares a notable resemblance to a torque converter. Source: B.Rose and T. Buttler Secret project Flying Saucer Aircraft
Name of the project
Beside the names given to the prototypes, this whole project appears to not have received any official designation, which was somewhat odd. It is often simply referred to as the Heinkel-BMW or by its name of the inventor Schriever, or even as the Schriever-Habermohl flying disc. Also sometimes it is also referred to as Flugkreisel (Flying top). This article will use the Heinkel-BMW flying disc designation for the sake of simplicity only.
Further Work
By 1944, the whole team that worked on this project was supposedly moved to Czechoslovakia. The entire personnel were not stationed at one facility but instead relocated to various small cities in that occupied country. Allegedly, this was done to avoid any of them being killed in the Allied bombing raids. The main base of operation was said to be the Praha-Kbely Airfield. According to Schriever, by this time, other aircraft design engineers began joining the program. One of them was SS Lieutenant Helmut Zborowski who was then appointed commander of this base. Given his position, Helmut would be most likely directly involved in the project. Others included Dr. Richard Miethe who may have been involved in the German rocket development. He may have been involved in the Peenemunde rocket research center, but his work there was never verified and so far no connection has been proven. Lastly, there was Klaus Habermohl and surprisingly an Italian, Dr. Giuseppe Belluzzo, who specialized in the work of turbines. The involvement of these two in the supposed project is unclear. Dr. Giuseppe Belluzzo claimed after the war that he was involved in the disc-shaped aircraft project but there is no proof of this. Klaus Habermohl is another strange person that allegedly worked on this project. What is bizarre is that no actual proof was ever found that this was a real person that existed. Lastly, the role of Joseph Andreas Epp, who was an engineer, was a supposed consultant to the Heinkel-BMW flying disc program. After the war, he claimed to have greatly influenced the German disc-shaped aircraft project, but if this is true, or was just an attempt to gain fame are unknown, the latter option seems more possible.
Schierver claimed that, together this team decided to proceed and built a third,even larger aircraft. The necessary component for the aircraft was to be supplied by Heinkel while Bayerische Motoren Werke AG – BMW was to have been responsible for providing the necessary engines. During the construction of the V3 prototype, one member of the team proposed using an experimental radial flow gas turbine engine which was adopted. The V3 was said to have been completed in the autumn of 1944. It was said to be almost double the size of the previous prototype with a diameter ranging from 12.2 to 15.1 m. No specific model of jet engine was mentioned. Supposedly, this aircraft was capable of achieving subsonic speed and could take off vertically.
Alleged drawing of the V3 prototype, note there are a few slightly different drawings of this alleged prototype. Source: www.nevingtonwarmuseum.com
As the war was by this point obviously lost, the Germans tried to delay the inevitable, and out of desperation, the SS became more involved in Wunderwaffe projects. This flying disc was said to be one of them, with their supposed involvement helping to add another layer of esotericism. Supposedly, soon the new V7 prototype was under construction. The fate of the V4, V5, and V6 prototypes is unknown. The last prototype, the V7 was reportedly designed to be larger than its predecessor by having a diameter of 18.3 to 21.3 m. This prototype was to be powered by gas turbine engines, from the start. At some point the work on the prototype was supposedly taken over by Richard Miethe.
Technical characteristics
Given the general obscurity and poor source materials, the precise construction of this bizarre aircraft is unknown. The available information should be regarded as illegitimate as it is technically incorrect, extremely inconsistent, and often fantastical.
The aircraft itself was envisioned as a circular-rotary wing design likely made of metal and powered by several smaller jet engines. It consisted of a centrally positioned crew cabin, which was surrounded by a large rotary wing assembly, resembling a huge fan. These were surrounded by a huge likely metal ring. What holds this ring in place is not clear according to a few drawings of it that exist.
The V7 had a diameter of 18.3 to 21.3 m. To provide stability it is often suggested that this aircraft received a stabilizing fin added close to the central cockpit. The central cockpit appears to be hemispherical and was fully glazed, providing the crew with a good upper all-around view. The lower view would be greatly restricted by the large rotary wing and present extreme difficulty in landing. How they would resolve this issue is not clear. It is possible that at the bottom of the cockpit, additional windows were to have been added. The crew consisted of two to three crew members whose roles were not specified.
Beneath the large rotary wings, at least four jet engines were to be used to power the whole assembly. These provided lift during take-off and landing. Allegedly, horizontal flight could be achieved by adding additional engines possibly connected to the lower part of the cockpit unit. Several different possibilities could have been used for this project. Ranging from Jumo 004, Jumo 211/b, BMW 003 engines, Walter HWK109 rocket engine, or the Argus pulsejet. Its alleged maximum speed achieved was 1,200 km/h or up to 2,000 km/h at a height of 12,400 m. Given its nature, and that none of the engines would have sufficient performance for supersonic flight, both numbers seem unrealistic, to say the least. Even in Rudolph Schriever’s own testimony after the war, he claimed that the prototype only managed to achieve some basic flights. There is no record that any kind of armament was tested on this aircraft.
The Fate of the Project
Like most parts of this aircraft, its final fate is unknown. Hard to verify, and often absurd claims, mention that it climbed to heights of 12.200 m or managed to reach supersonic speed. Given that it was supposedly in its early development phase when the previously mentioned test flight was made, it is dubious that such a flight was possible even with all of the other issues.
The V7 was said to have been destroyed by the Germans to prevent its capture. Or the Germans failed in this and the Soviets managed to capture it, with no evidence existing in either case. There was also said to be a V8 prototype that was under construction by the war’s end. Another interesting but unconfirmed information is that some members of the team who worked on this flying disc including Richard Miethe actually managed to surrender to the Western Allies. This seems unlikely and was possibly fabricated by Miethe, who was known to have been involved in some different conspiracy theories, so his background is also not verifiable.
The alleged photograph was taken by Joseph Andreas Epp while he was driving toward the Prag airport in (possibly August) 1944. The part of the picture to the right is the same photograph that just increased in size and focused on the aircraft itself. Source: H. Stevens, Hitler Flying Saucers
Ironically, the Germans actually managed to develop and built in small series a rocket-propelled VTOL aircraft, the Ba 349. While quite an unusual design, it was a real, and more practical aircraft in contrast to fictitious flying disc projects. By the time it was flight tested in March 1945, it proved to be a failure.
The experimental and unusual rocked-powered Ba 349 Source: Wiki
Production
After the war, Joseph Andreas Epp claimed that at least 15 various prototypes were built and tested by the Germans. This number also includes another similar project that runs parallel to the alleged Heinkel-BMW project.
V1 – Small prototype model
V2 – Second prototype whose fate is unknown
V3 – Tested in late 1944
V4-6 – Possibly paper projects
V7 – Larger fully operational prototype
V8 – Alleged improved V7 prototype
Is the whole story actually True?
Not surprisingly the entire story about Rudolph Schriever’s work is in all likelihood, a complete fabrication. Author, G. Rendall (UFOs Before Roswell) gives a quite detailed account of the Schriever’s involvement, or better said, lack thereof in the German flying disc program.
The connection between Schriever and the Luftwaffe is not clear. While he is often described as having the title Flugkapitan (Flight Captain) this was not an official military rank but instead an honorary title given to civilian test pilots for their service. This usually includes testing a prototype aircraft and testing newly built planes. Schriever, allegedly thanks to his idea of a flying disc, and pilot skill was said to be summoned to Heinkel. In reality, there is no evidence to support this, neither him being an engineer nor a test pilot. His first public appearance and general mention of his flying disc project occurred when he gave an interview to the Der Spiegel news magazine on the 30th of March 1950.
Schriever may have been influenced to come up with his story by the Italian post-war flying disc stories. In the late 1940s Italian engineers showed great interest in designing similar aircraft. One engineer Francesco de Beaumont proposed a disk-shaped aircraft design powered by four jet engines. Another engineer Giuseppe Belluzzo in his own story given to the magazine Il Giornale d’Italia, was he mentioned Italian and German flying disc development.
Francesco de Beaumont proposed a disk-shaped aircraft proposal. Source: B.Rose and T. Buttler Secret project Flying Saucer AircraftA drawing of the Rudolph Schriever flying disc was published in the German newspaper Der Spiegel in March 1950 Source: H. Stevens, Hitler Flying Saucers
In any case, according to Schriever’s interview, he allegedly became involved in the flying disc program in 1942. Quite interesting is the fact that according to Schriever’s own words, this aircraft was successfully flight-tested. He continued to work on this project up to the end of the war when he had to flee with the whole documentation and plans. He set up a small workshop and the documents were stored there. In 1948 he claimed that they had been stolen by an unspecified foreign agency and never found. Despite claiming to be involved in the secret flying disc program as an engineer, Schriever after the war worked as a simple truck driver. As there is no proof of the Heinkel-BMW flying disc, the whole story seems like a fabrication invented by Schriever. As in his later interview, he claimed to be involved in other projects; it is likely that he was seeking attention possibly from the Allies or simply just bored during a time when Germany was undergoing a slow, painful recovery. To add to the likelihood of the latter, at that time German engineers were highly in demand by the Allies and the Soviets. The US army even organized special operations to bring many German scientists to America, yet Schriver’s claims of the disc aircraft were completely ignored. If being recruited was Schriever’s intention, he failed in that regard. In the end, Schriever’s story ended with his death in 1953, as reported by the German Newspaper, Deutsche Illustrierte
The Real German Circular-wing aircraft
As it is often the case, the reality is often quite disappointing for those who believe in the extraterrestrial and esoteric origins of German flying source projects. Likely the only circular-wing design that reached some operational level was the Arthur Sack Sack AS-6. While even this aircraft had a rather obscure history, it is known that one prototype was completed and tested. Given that this was mostly a one-man project built using salvaged components, it should not come as a surprise that it led nowhere. During testing, the aircraft failed to take off and after a number of improvements, attempts to fly the aircraft were eventually discarded. The only prototype would be destroyed in an Allied bombing raid. The Horten Ho 229 could technically also be classified as a flying disc aircraft, though by any technical definition, it is a flying wing. Despite some effort put into its development, it remained at the prototype stage. There were many other projects but few went beyond a mock-up stage.
While Arthur Sack’s work was never implemented in mass production, his unusual design was often mistakenly taken as some advanced and secret German World War II project, which ironically, it never was. Source: all-aero.comThe unusual Sack AS-6 circular-wing aircraft. Source: alkeeins.blogspot.comFew prototypes of the unusual Horten Ho 229 were built and tested during the end of the war. Source: www.ww2-weapons.comFocke-Wulf wooden mock-up of a VTOL aircraft that has some resemblance with a flying disc. Source: B.Rose and T. Buttler Secret project Flying Saucer Aircraft
Conclusion
Based on the few available information what conclusion could be made regarding this unusual design? Given its supposed secrecy and some element of Wunderwaffe allure, there is no doubt that the project is by all indications, fictional. Given the fact that the Germans allegedly spent years developing such aircraft but did not advance beyond the prototype stage, probably an indicator that the whole concept was likely flawed if it existed in the first place.
In the case of Rudolph Schriever’s work, it is quite certain that his entire involvement in such design was purely made-up after the war. Why he would do so is unclear. It is possible that he tried to get the attention of the Allies. In this regard, he failed, as the Allies probably saw,if they ever bothered in the first place, that the whole story was fake and invented from the start. It is much more likely that Rudolph Schriever simply wanted to do a publicity stunt, as he was probably extremely bored being a truck driver in post-war Germany. In the end, it’s likely that Rudolph Schriever never suspected that his story would have gone so far, being propelled by the flying saucer craze of the 1950s.
Alleged Heinkel-BMW V7 Specifications
Wingspans
18.3 to 21.3 m
Engine
Multiple unspecified jet engines
Maximum Speed
1.200 to 2.000 km/h / 745 to 1240 mph
Maximum Service Ceiling
12.400 m
Crew
2 to 3
Armament
None
Illustration
Artist impersonation of the Heinkel-BMW Flying disc
Credits
Article written by Marko P.
Edited by Henry H.
Ported by Henry H.
Illustrated by Medicman 11
Source:
D. Nesić (2008) Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
R. Ford (2000) German Secret Weapons of WWII, MBI
B.Rose and T. Buttler (2006) Secret project Flying Saucer Aircraft, Midland
J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putnam
H. Stevens, Hitler Flying Saucers. Adventures Unlimited Press
M. Fitzgerald (2018) Hitler Secret Weapons Of Mass Destruction, Arcturus
G. Rendall (2021) UfOs Before Roswell, Graeme Rendall
Nazi Germany (1935)
Fighter Aircraft– 20 to 22 Bf 109A and 341 Bf 109B Built
When the Nazis came to power in Germany during the early 1930’s they sought to modernize their armed forces with more modern military equipment. The founding of a new air force, the Luftwaffe as it was known in Germany, was one of the main priorities of the new regime. Massive resources were channeled into the construction of a great number of airfields and other forms of infrastructure necessary for the air force. In addition, many new and thoroughly developed military aircraft designs were requested. Among these new designs was the Bf 109, which would go on to later become the most widely produced fighter aircraft in the world.
The Bf 109B (R. Jackson Messerschmitt Bf 109 A-D series)
Rise of the Luftwaffe
After the collapse of the German Empire following their defeat in the First World War, the Allies prohibited the development of many new military technologies, including aircraft. The Germans bypassed this prohibition by focusing on developing gliders which provided necessary initial work in aircraft development and crew training. Another solution was to develop civil aircraft that could be relatively quickly rebuilt and modified for military use. The efforts to hide these developments were finally discarded when the Nazis came to power in 1933. One of the first steps that they undertook was to openly reject the terms of the Treaty of Versailles that prohibited the Germans to expand their army and develop new military technologies.
The founding of the Luftwaffe was seen as a huge military priority among Nazi officials. The Luftwaffe would then begin a massive reorganization and expansion project that would see it expand into a formidable fighting force. Much of the Luftwaffe’s attention and energy during this period was focused on developing a new fighter aircraft to replace the then obsolescent Ar 68 and He 51 biplanes. For this reason, in 1934 the Reichsluftfahrtministerium RLM (German Air Ministry) issued a competition for a new and modern fighter plane that could reach speeds of 400 km/h. For this competition, four companies were initially contacted including Arado, Focke-Wulf, and Heinkel. Besides them was a rather small and less-known manufacturer, Bayerische Flugzeugwerke BFW (Bavarian Aircraft Works,) which was under the leadership of Willy Messerschmitt. Despite lacking the experience of their contemporaries in military aviation designs, this small company despite its inexperience would go on to win the contract and build what would become Germany’s then-most modern combat aircraft
The man behind the design
Wilhelm Emil ‘Willy’ Messerschmitt was from his early years interested in aviation. When he was 13, he met Friedrich Harth who was an enthusiast and a pioneering glider designer. He would become a mentor and help Messerschmitt develop his passion for building gliders, together designing and building several gliders. When the First World War broke out in 1914, Harth was drafted into the Army, and in 1917 Messerschmitt would follow. Fortunately for both of them, however, they were stationed at the same flight training school near Munich and were thus able to continue their work. Both of them survived the war and went back to doing what they both loved: designing and building gliders. As gliding was something that became highly popular in Germany after the war, Messerschmitt undertook further education by enrolling in Munich Technical College. With this knowledge, Messerschmitt managed to design and build his first glider in 1921, which he designated simply as S9. After gathering sufficient financial resources, Messerschmitt and Harth together opened a flying school in 1922. This did not last long, however, and the following year disagreements between Messerschmitt and Harth arose.
Messerschmitt then decided to work on his own and opened a small aviation company which he named Flugzeugbau Messerschmitt. His first proper aircraft design was the M17. It was a small all-wood, high-wing, sport aircraft powered by a British Bristol 29 hp engine. This aircraft was quite successful and even managed a 14-hour flight from Bamberg to Rome in 1926. The pilot was a World War One veteran Theodor Croneiss. A little-known fact, this was actually the first flight of such a small aircraft over the Alps ever attempted successfully. The M17 would later be lost in an accident when Messerschmitt himself was learning how to fly an aircraft. He crashed, losing the aircraft but surviving the hard landing, after which Messerschmitt spent some time in hospital. This did not greatly affect Messerschmitt’s new company as his next design M18 also proved to have good overall performance. Now in partnership with Croneiss, they managed to make a deal with Lufthansa, a German civil airline, to use the M18 for passenger transport.
The high wing, sport aircraft M17, was the first Messerschmitt aircraft design. (www.histaviation.com)
Messerschmitt’s company received a number of production orders for their M18 aircraft. However, Messerschmitt lacked the money, resources, and production capabilities to actually deliver these aircraft. At some point, he came in contact with the Bavarian government in hope of finding a solution to his problem. He got an answer, that the Bavarian government was willing to help with one condition, Messerschmitt would have to merge his own company with the Bayerische Flugzeugwerke BFW. This company itself was in the midst of a huge financial crisis but possessed a great number of skilled workers and equipment that could greatly help Messerschmitt in his future work. While both companies would be technically independent, Messerschmitt was to give first production rights for any of his new designs to BFW. BFW on the other hand would provide the necessary manpower and equipment. Messerschmitt agreed to this condition and was positioned as chief designer of both companies. Representation of the company was relocated from Bamberg to Ausburg.
In 1928 Messerschmitt focused his work on a civil design intended for transporting passengers. His next design was the 10-passenger transport aircraft designated M20. During a flight test, part of the wing fabric cover peeled away, and pilot Hans Hackman possibly in a panic decided to bail out at a height of 76 m. His parachute failed to open properly and he died. This led to the cancellation of production orders for the M20 by Lufthansa. Messerschmitt developed an improved second M20 prototype which was presented to, and tested by Lufthansa officials. After an evaluation, the aircraft was deemed safe and a production order for 12 improved M20. However, tragedy would strike in two serious accidents involving the M20 aircraft, in which 10 people were killed. The first accident happened near Dresden in October 1930, where two pilots and six crew members were killed. The second occurred in April of the next year, with the death of both pilots. To make matters even worse, German Army officers were among the casualties. This affected Messerschmitt’s further work, who despite developing more aircraft designs failed to gain many production orders for them. While his own company did not suffer much, BFW was not so lucky and was forced into bankruptcy in 1931. In the next few years, Messerschmitt’s work was relatively stable as he saw some success selling his aircraft aboard. With better financing, he managed to acquire sufficient funds to reinstate BFW in May of 1933. The name was changed to BFW AG, a publicly-traded company. Unfortunately for Messerschmitt, a newly appointed Secretary of State for Air, Erhard Milch, opposed the idea of BFW operating under Messerschmitt. Erhard Milch’s hatred for Messerschmitt was personal, as the test pilot who flew on the doomed M20 prototype was his friend. He never forgave Messerschmitt who he deemed responsible for the accident. He forced BFW AG to accept production orders for Heinkel aircraft designs. This was also partly done to provide adequate financial resources so that the company could operate successfully.
Despite this distrust by Nazi officials, Messerschmitt was contacted in the summer of 1933 by the RLM to design a sports aircraft to represent Germany on the Challenge de Tourisme Internationale. Seeing a new opportunity Messerschmitt took great care in fulfilling this order. His ultimate design would be the highly successful Bf 108 (initially designated M37.) This aircraft would be crucial in the later stages of Bf 109 development. With the success of the Bf 108, Messerschmitt managed to gain support from some top Luftwaffe officials. One of these was the newly appointed Hermann Goring who replaced Erhard Milch in the position of commander-in-chief of the Luftwaffe. While there were still some who wanted the Bf 108 to be canceled, with the support of Hermann Goring they could do little about it.
The highly successful Bf 108. (www.luftwaffephotos.com)
A new fighter
In March of 1933 RLM issued a document (designated L.A. 1432/33) that laid the foundations for the development of the future German fighter aircraft. In it a shortlist of general characteristics that this aircraft should meet was given. It was to be designed as a single-seat fighter that must be able to reach speeds of at least 400 km/h at a height of 6 km. In addition, that height had to be reached in no more than 17 minutes. The maximum service ceiling was set at 10 km. Armament was to consist of either two machine guns each supplied with 1,000 rounds of ammunition or one cannon with 100 rounds of ammunition.
In February 1934 this document was given to three aircraft manufacturers, with these being Arado Heinkel and BFW AG. The last to enter the competition was Focke-Wulf who received this document in September of 1934. While not completely clear as some sources suggest, Messerschmitt and the BFW AG were not initially contacted but were later included in this competition. Realizing this competition as a great opportunity, Messerschmitt gathered the best team he could find. Some of these included the former Arado fighter designer Walther Rethal, who became Messerschmitt’s deputy. Another prominent figure was Robert Lusser who took a great part in the Bf 108 development. He would also later play a great part in the future Bf 110 aircraft design.
According to RLM conditions, all interested companies were to provide a working prototype that was to be tested before a final decision was to be made. Arado and Focke-Wulf completed their prototypes, the Ar 80 and Fw 159, by the end of 1934. Heinkel and Messerschmitt’s prototypes took a bit longer to complete. Messerschmitt and his team set a simple but ambitious plan. Their aircraft would be simple, cheap, and possess lightweight overall construction. It was to be powered by the strongest engine they could get their hands on. Work on this new fighter began in March 1934, at this early stage, the project was designated as P.1034 (while sometimes in the sources it is also mentioned as Bf 109a). A simple airframe mock-up was completed shortly in May the same year, but the work on a more complex and detailed mock-up took some time. By January 1935 it was finally ready. The engine chosen for it was the Jumo 210A. As this engine was not yet available, the license-built 583 hp Rolls-Royce Kestrel engine was used temporarily instead. Ironically this engine was available thanks to the good business relationship between Heinkel and the British Rolls Royce motor company. Thanks to this cooperation the Germans managed to purchase a number of these engines.
The first prototype named Bf 109 V1 (registered as D-IABI) was flight tested by Hans Dietrich Knoetzsch at the end of May 1935. The first flight was successful as no problems were identified with the design. While later prototypes would be tested with a weapon installation, the V1 was not outfitted with any armament.
The Bf 109 V1 (registered as D-IABI). (www.asisbiz.com)
Messerschmitt designation
Before we continue, it is important to clarify the precise designation of this aircraft. Sometimes it is referred to as Me 109 (or as Me-109). While technically speaking this is not completely incorrect given that it was designed by Messerschmitt and his team. The Bf stands for Bayerische Flugzeugwerke, the company which constructed the aircraft. While the 109 has no specific meaning, it was just next in the line after the 108 design.
In 1938 this company would be renamed Messerschmitt AG and all future designs from this point on would receive the prefix ‘Me’. The older designs including the 108 and 109 would retain the Bf prefix during the war. It is worth pointing out that both the Bf and Me designation was used in Messerschmitt’s own archives. In German service prior to and during the war, it was not uncommon to see both designations being used. So using either of these two designations would be historically accurate, this article would use the Bf 109 designation for sake of simplicity but also due to the fact that in most sources this designation was used.
The Bf 109 trials
As no major issue was noted in its design, the Bf 109 V1 was to be transported to the test centers located at Rechlin and Travemunde starting in October 1935. Here, together with all competitor designs, they would be subjected to a series of evaluations and tests. The Ar 80 and Fw 159 proved inadequate almost from the start after many mechanical breakdowns and even crashes, which ultimately led to both being rejected. The He 112 and Bf 109 on the other hand proved to be more promising designs. The Bf 109 had a somewhat bumpy start as the Rechlin airfield was unfinished and had a rough runway. During a landing, one of the Bf 109’s landing gear collapsed. Despite what appeared at first glance to be catastrophic damage, turned out to be only minor.
The He 112 V1, was used for the trials held at Rechlin and Travemunde. (www.luftwaffephotos.com)The Bf 109V1 was damaged during a failed landing. (R. Jackson Messerschmitt Bf 109 A-D series)
The second prototype was completed and tested by the end of 1935. The V2 (D-IILU or D-IUDE according to some sources) was powered by a domestically developed 680 hp Jumo 210A engine. It was moved to Travemunde for evaluation and testing in February 1936. The V2 was put into a series of test flights where it showed superb flying performance, in contrast to the other competitors. Unfortunately, during one test flight undertaken in April, part of the pilot’s canopy peeled away, forcing the pilot to make an emergency landing. A decision was made to not repair this prototype but instead to use its fuselage for ground testing and experimentation.
That same month that the V2 was damaged, the V3 (D-IQQY) was flight tested. This prototype served as the test aircraft for the installation of offensive armament. There is a disagreement between sources, as J. R. Beaman and J. L. Campbell mentioned that the armament was actually tested on the V2 aircraft. Regardless of which prototype was first armed, it possessed two 7.92 mm MG 17 machine guns. These were placed above the engine, close to the cockpit. The engine was once again changed, this time with the installation of the even more powerful 700 hp Jumo 210C. Another experimental feature was the installation of a FuG 7 radio unit. This necessitated adding a triple wire antenna, which was connected to the top of the fin, and the edges of the stabilizers to the cockpit. This aircraft would be extensively used for testing, and would later serve as the basis for the first production version. Later prototypes were used to test various additional equipment and weapon installations. For example, prototypes V4 to V7 were used to test various different armament arrangements. The V5 was used to test the installation of an automatic reload and firing system, among other features.
The V3 in a flight. (en.topwar.ru)
During the initial evaluation flights carried out on both the Bf 109 and He 112, the latter was favored by many test pilots. Heinkel at that time was among the largest and most well-known German aviation manufacturers. It supplied the new Luftwaffe with a series of aircraft, and thus was well connected to RLM top officials. Further examination of the Bf 109 showed that the aircraft had several persistent issues. The most serious problems were the Bf 109’s tendency to widely swing to the left during landing and take-off. Another major issue was the design of landing gear, which was too narrow and generally weak. This in turn would often lead to crash landings. In retrospect, these two problems would never be fully resolved, but with sufficient training and experience, these problems could be overcome by the pilots. Other complaints included the limited visibility due to the canopy’s small design. The cockpit interior was also regarded as too cramped. The Bf 109 was also notorious for its high wing loading, which was pointed out by the test pilots.
Most of these complaints do not necessarily indicate a flawed design. We must take into account that the test pilots were mostly experienced in older biplanes. This new single-wing fighter concept was completely strange to them. For example, the biplanes had a simple and open cockpit, so complaints regarding the Bf 109 cockpit design represented a refusal to adapt to newer technologies rather than a bad design.
During the series of test flights, the performance of the two competitors was quite similar, with some minor advantages between them. In the case of the Bf 109, it was slightly faster, while the He 112 had lower wing loading. In addition, the He 112 had a better-designed and safer landing gear assembly. As the He 112 had to be constantly modified in order to keep pace with the Bf 109, the RLM commission was getting somewhat frustrated. Despite Heinkel’s connections and experience in designing aircraft, the Bf 109 was simply more appealing to the RLM commission, given that it was simpler, faster, and could be put into production relatively quickly. At that time the Germans were informed by the Abwehr intelligence service that the British were developing and preparing for the production of the new Spitfire. RLM officials were simply not willing to risk taking a chance on an aircraft design that could not quickly be put into production. Thus the Bf 109 was seen as the better choice under the circumstances.
Technical characteristics
The Bf 109 was a low-wing, all-metal construction, single-seat fighter. In order 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.
The central part of the fuselage was designed to be especially robust and strong. Thanks to this, it offered the aircraft exceptional structural integrity. It also provided additional protection during emergency crash landings. The fuselage itself and the remainder of the aircraft were covered with standard duralumin skin.
Its wings also had an unusual overall design. 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 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. At the wing’s leading edge were slats that automatically opened to provide better handling during maneuvers at lower speeds. This had a secondary purpose to greatly help the pilot during landing. The tail unit of the Bf 109 was a conventional design and was also built using metal components. It consists of a fin with a rudder, and two vertical stabilizers each equipped with an elevator.
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. Most of the available space was allocated to the control stick. Left and right of the pilot were two smaller control panels with the main instrumental panel being placed in front of him. While the side control panels were a bit small, their overall design was more or less the standard arrangement used on other aircraft. The front instrumental panel contained various equipment such as the compass, and an artificial horizon indicator. Messerschmitt engineers also added an ammunition counter, which was somewhat unusual on German fighters. Another innovative feature was the installation of a FuG 7 radio unit. In front of the cockpit, a firewall was positioned to shield the pilot in case of an engine fire.
The overall framework for the canopy was fairly small, but despite this provided decent all-around visibility for the pilot. Its main drawback was limited forward visibility during take-off. The canopy opened outwards to the right. This was a major issue as it could not be open during the flight. To overcome this, it was designed to be relatively easily jettisoned. In case of emergency, the pilot would actuate a lever positioned in the rear. It was connected to two high-tension springs. When activated, the lever would release the two springs, which in turn released the canopy, which would then simply fly away due to airflow.
The Bf 109 canopy opens outwards to the right, this causes problems as it was unable to be open during the ground drive or in flight. (R. Jackson Messerschmitt Bf 109 A-D series)
When designing the Bf 109 great care was taken for it to have a simple design. This is especially true for the engine compartment. The engine was easily accessible by simply removing a series of panels. The engine was mounted on two long ‘Y’ shaped metal bars and held in place by two quick-release screws. The necessary electrical wires were connected to a junction box which was placed to the rear of the engine. All parts inside the engine compartment were easily accessible and thus could be replaced in a short period of time. The Bf 109 “L” shaped fuel tank was located aft of the pilot’s seat and slightly underneath it. It too had easy access by simply removing a cover located inside the center of the wing. The total fuel capacity was 250 liters.
Once the Bf 109 was accepted for service, a small production run of the Bf 109B-0 was completed. It was powered by a 610 hp Jumo 210B, and served mainly to finalize the later production version. The Bf 109B-1 was powered by a 635 hp Jumo 210D engine and had a fixed-pitch two-blade wooden propeller. Later during the production, it would be replaced with a new all-metal two-bladed variable pitch propeller. This engine was equipped with a two-stage supercharger. The maximum speed achieved with this engine at the height of 3,350 meters (11,000 ft) was 450 km/h (280 mph). The engine oil cooler, which was initially placed close to the radiator assembly, would be repositioned under the right wing.
The Bf 109 had a simple engine housing that could be easily removed if the engine needed to be removed. (R. Cross, G. Scarborough, and H. J. Ebert (Messerschmitt Bf 109 Versions B-E)
The Bf 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. The negative side of this design was that the Bf 109, due to its rather narrow wheel track, could be quite difficult to control during taxiing. Messerschmitt engineers tried to resolve this issue by increasing the span of the two wheels. This actually complicated the matter as it necessitated that the two wheels be put at an angle. In turn, this created a weak point where the wheels were connected to the gear strut, which could easily break during a harsh landing. This also caused problems with the Bf 109 tendency to swing to the side prior to take-off. When the pilot was making corrections to keep the aircraft headed straight, excessive force could be applied to the pivot point of the landing gear leg, which sometimes cracked.
The Bf 109 possessed a quite unusual landing gear that retracted outward towards the wings. (www.worldwarphotos.info)
The first series of the Bf 109 were only lightly armed, with two 7.92 mm electrically primed MG 17 machine guns. While this may seem like underpowered armament, we must not forget that in the period between the wars, mounting larger caliber guns in fighters was rare. Larger calibers at this time used were usually 12.7 mm. The two machine guns were placed in the upper fuselage, just forward of the cockpit. The port-side machine gun was slightly more forward than the starboard. This was done to provide more space for ammunition magazines. These were fully synchronized to be able to fire through the propellers without damaging them. In the early stages, the ammunition load consisted of 500 rounds for each machine gun, but this was later increased to 1,000 rounds.
The MG 17 was used as the main armament of the early Bf 109’s. (airpages.ru)
However, the double MG 17 layout was eventually deemed somewhat weak, so Messerschmitt was instructed to increase the offensive firepower. As Messerschmitt initially did not want to add any armament in the wings, another solution was needed. The installation of a third machine gun inside the centerline of the engine block was tested. While this would be initially adopted, this installation proved to be problematic mostly due to overheating and jamming problems. So this machine gun was often not installed and removed on those aircraft that had it. A possible installation of a 20 mm cannon in its place was also tested. This was the 20 mm MG FF cannon, which was in fact a license-built version of the Swiss Oerlikon cannon. While it was tested on a few prototypes, it too proved unusable due to excessive vibration. On the other hand, the installation of two non-synchronized machine guns in the wings proved to be more promising, and this was implemented and installed on the later Bf 109E. For the reflector gunsight, a Revi C/12C type was used.
Main armament side view. (Bf 109B LDv.228-1 Document)The left machine gun was slightly moved forward in order to avoid problems with ammunition supply. (Bf 109B LDv.228-1 Document)
The Bf 109A and B versions
The Bf 109 A version is somewhat of a mystery in the sources. Usually this version, besides a few mentions, is rarely described in the sources. According to Messerschmitt’s own documents, a small series of 20 to at least 22 aircraft of this version were built. It appears that in every aspect, it was the same as the later B version. The only major difference between these two versions was that the A was solely equipped with the two machine guns in the upper engine cowling.
This is probably why most sources barely mentioned the A version, likely lumping them in with the B version. To further complicate matters author D. Nesić mentioned that while version A was planned to enter production, it was abandoned due to its weak armament.
Once the Bf 109 was accepted for service, a small pre-production run of 10 Bf 109B-0 was completed. It was powered by a 610 hp Jumo 210B, and served mainly to finalize the later production version. The Bf 109B-1 was powered by a 635hp Jumo 210D engine. This engine was fitted with a fixed-pitch two-blade wooden propeller. It was armed with three machine guns, with two placed above the engine compartment, and the third fired through the centerline of the engine and propeller hub. During the production run of the B-1, some minor changes were introduced. The three-wire radio antennas were replaced with a single one. To provide better cooling of the machine guns, several vent ports were added. The Bf 109B-1 was then replaced with the Bf 109B-2. The 109B-2 was initially powered by a 640 hp Jumo 210E but was replaced with a stronger 670 hp Jumo 210G. The wooden propeller was upgraded to a new completely metal, variable-pitch, two-bladed propeller.
During early production, three-wire radio antennas were used. These would be replaced with a single one. (www.luftwaffephotos.com)
While at first glance, the infamous Bf 109 seems to be a well-documented aircraft, this is not quite the case. Namely, there are significant differences in the sources regarding the precise designation of the B series. For example sources like R. Jackson (Messerschmitt Bf 109 A-D series) and J. R. Smith and A. L. Kay (German Aircraft of the WW2) divided the B series into three sub-series: the B-0, B-1, and B-2.
On the other hand sources like R. Cross, G. Scarborough and H. J. Ebert (Messerschmitt Bf 109 Versions B-E) mentioned that in the Messerschmitt archives, no evidence for the existence of a B-2 series was found. In addition, while the Jumo 210G may have been tested on the Bf 109B series, there is also little evidence that it was actually installed in them. This is also supported by sources like Lynn R. (Messerschmitt Bf 109 Part-1: Prototype). This particular source indicated that all alleged modifications to the B-2 were actually implemented on the B-1 aircraft.
Early Bf 109 operational use
The Bf 109 was shown to the general public for the first time during the 1936 Olympic Games held in Germany. The following year several Bf 109’s (including the V10, V13, two B-1, and one B-2) participated in the international flying competition held in Zurich, Switzerland, easily winning several awards including fastest dive, climbing, and flew a circuit of the Alps, etc. The event was not without incident, as the Bf 109 V10 had an engine problem, and its pilot Ernst Udet, was forced to crash land it.
In Spain
When the Spanish Civil War broke out in 1936, Francisco Franco, who was the leader of the Nationalists, sent a plea to Adolf Hitler for German aid in providing military equipment including aircraft. At the early stages of the war, nearly all of Spain’s mostly outdated aircraft were in the hands of the Republicans. To make matters worse for Franco nearly all forces loyal to him were stationed in Africa. As the Republicans controlled the Spanish navy, Franco could not move his troops back to Spain safely. Franco was therefore forced to seek foreign aid. Hitler, seeing Spain as a potential ally, was keen on helping Franco and agreed to provide assistance. At the end of July 1936, some 86 aircrew personnel, together with 6 He 51 and 20 Ju 57 were secretly transported to Spain. This air unit would serve as the basis of the so-called German Condor Legion which operated in Spain during the war. The Ju 52 transport aircraft proved instrumental in transporting the Francoist forces to Spain. The operation was a success, but the enemy was quite busy with their own preparations.
On the other side, the Republicans were greatly supported by the Soviets, providing them with some 30 I-15 fighters in late 1936. Additionally, the Republicans operated a number of Soviet SB-2 bombers. The few He 51 fighters of the Condor Legion were outdated and outnumbered by the enemy air force, so a request was made to send additional and more modern aircraft. Seeing an opportunity to test the performance of the Bf 109 in real combat situations, it was agreed to send a few to Spain. One of the first Bf 109 V4 to be sent to Spain was unfortunately damaged in an accident. Several delays later on the 14th of December, the Bf 109 V3 arrived in Spain. These arriving aircraft were initially used for a few weeks for testing and training. Initial evaluation of these early aircraft proved to be more than satisfactory, and additional aircraft of this type was requested. Besides the V3 and V4, the V6 was also sent to Spain. The fate of the V5 is not clear; some sources mentioned (like R. Jackson) that it was also used in the Spanish Theater. Lynn R. (Messerschmitt Bf 109 Part-1: Prototype) on the other hand informs us that the V5 was used during 1937 for weapon trials and thus not sent to Spain.
In early 1937 the first of the Bf 109s began to arrive. It is unclear which exact version was first issued for service, these were either version A or B. Author Lynn R. ( Messerschmitt Bf 109 Part-1: Prototype) mentioned that the first aircraft used were of the A version. He indicated that this was the case for several reasons, one of which was the use of only two machine guns. In addition, these were not equipped with the later-developed automatic cycling gun mechanism, which alleviated ammunition jam and misfeed issues. In total, at least 16 aircraft of the early Bf 109 would be sent in this shipment. Sources like R. Jackson (Messerschmitt Bf 109 A-D series) mentioned that only the B version was used in Spain.
During the Spanish Civil war, initially only smaller quantities of Bf 109A and B were available for service. (me109.airwar1946.nl)
In March 1937, with the arrival of the first group of the new Bf 109, two fighter groups were formed. These were the I and II/Jagdgruppe J.88 under the command of Lieutenant Günther Lützow. Interestingly, these aircraft were initially to be given to JG 132 stationed at Döberitz-Elsgrund. Due to the urgent need to reinforce the Condor Legion, JG 132 pilots with the Bf 109 were transported to Spain instead. Besides markings, they also received numerical designations beginning with 6-1, 6-2, and so on. The precise method which was used to determine the numbering designation is not clear. For example, the V3, which arrived second, received the 6-2, and later 6-1 designation. The Bf 109 that served with the Condor Legion received a large black circle on the fuselage for identification. Two additional black circles with a large white “X” were painted on the wings. An additional black X was painted on the rear tail.
The Bf 109 that saw service during the Spanish Civil War could be easily distinguished by their unique markings. Those received a large black circle marking on the fuselage. Two additional black circles with a large white “X” were painted on the wings. An additional black X was painted on the rear tail. ( www.luftwaffephotos.com)
Initially, it was planned that the Germans would act as instructors for their Spanish allies. As the Spanish had problems piloting the newly supplied aircraft, many German instructors would themselves see extensive combat action during the war.
Lützow was also the one who achieved the first kill of the Bf 109B that was used in Spain. He managed to shoot down a Republican I-15 on the 6th of April 1937. Three more victories were achieved during that month. At the end of April, the II.J/88 provided protection for bombers that raided the small town of Guernica. Initially, the few Bf 109 that were available did not have much effect on the war efforts of the Nationalists. The Republicans had nearly 150 modern Soviet fighters and thus had a clear advantage. During the heavy fighting at Madrid in July 1937, the Bf 109 engaged the enemy I-16’s for the first time in the conflict.
In July of 1937, a Bf 109 from the II.J/88, managed to shoot down three SB-2 bombers, one Aero A.101 light bomber, and three I-16. But the J.88 also suffered its first casualty of the war, a Bf 109B which was piloted by Guido Honess was shot down by an I-16 on the 12th of July. On the 17th, another Bf 109 was shot down but the pilot Gotthard Handrick managed to survive. The next day, another Bf 109 was lost but the pilot was only lightly wounded.
In August 1937, the Nationalists launched an offensive toward Republican-held positions around Santander. The heavy fighting that lasted up to October saw extensive use of air forces on both sides. The Nationalists were reinforced with the I.J/88 under the command of Harro Harder. By late October this commander managed to bring down 7 enemy aircraft. At the end of 1937, an incident of note occurred where a Bf 109A piloted by Otto Polenz was forced to land on Republican-held territory. His aircraft was captured almost intact and shipped to the Soviet Union for examination. During the German Invasion of the Soviet Union in 1941, this particular aircraft would be recaptured.
The captured Bf 109A was shipped to the Soviet Union for examination. Ironically it would be recaptured by the Germans in 1941. (Lynn R. (1980) Messerschmitt Bf 109 Part-1: Prototype to ‘E’ Variants, SAM Publication)
On the 16th of December, the Republicans launched an offensive toward the city of Teruel. Given the severe winter, the J.88 was unable to provide air support and the city fell to the Republicans. From late January and early February on, thanks to better weather, the German Bf 109s were once again active. On the 7th of February 1938, Wilhelm Balthasar managed to alone shoot down four SB-2 bombers alone during one flight. He too was forced to a harsh landing having received numerous hits by the bomber’s defensive fire, but Balthasar survived the landing.
By April 1938 the Nationalists realized that a direct attack on Madrid would be almost impossible without heavy casualties, and decided on another approach. They instead focused on the southern parts of Spain. The J.88 too was repositioned there and took on the enemy aircraft. Several Bf 109s were lost during this time, but most of these were either to mechanical breakdowns or pilot errors. For example, on one occasion two Bf 109s collided in midair on the 4th of April. While one pilot was killed, the second managed to escape by using a parachute. The following month saw extensive fighting on the ground and in the air. The Bf 109 pilots, thanks to their better machines and experience, achieved a series of victories over their opponents. On one occasion in late July 1938, three squadrons of Bf 109 took on a group of 40 I-15 and I-16. After a long engagement, the enemy lost six planes, while the Nationalists lost none. The Germans pilots were achieving so many victories that they had to invent excuses in order to not be sent back to Germany. According to official regulations, once a pilot had achieved 5 kills, he was to be replaced by another pilot. This regulation was clearly ignored as pilots like Werner Molders achieved some 14 victories. Other pilots were also very successful, Otto Bertram achieved four victories during August. While Werner Molders scored 8 victories through this period. During 1938, an additional 26 Bf 109B-1 with coded numbers, ranging from 6-19 to 6-45 arrived in Spain.
By early 1939, the Nationalists managed to gain almost complete air supremacy, thus air to air combat became a rare event. The J.88 aircraft were from this point on mostly used for ground attack operations. The last J.88 air victory of the war was achieved on the 5th of March when an I-15 was shot down. Out of some 130 Bf 109s that saw service in Spain, between 20 to 40 aircraft were lost (depending on the source). Not all were lost in air combat, most were lost due to mechanical breakdowns, pilot errors, or hard landings.
While the Republicans would fly in loose formations with any proper tactics, the Germans would employ a so-called Schwarm (swarm) tactic. This basically consisted of using a group of four aircraft, which would fly in a reverse ‘V’ shaped formation, with some 200 meters separating each aircraft. When attacking, these would be divided into two groups of two aircraft. Which were intended to provide each other with cover in the event enemy fighters gave chase.
In German Service
While the Bf 109 was initially used for various tests and participated in sporting events, these aircraft were soon allocated to Luftwaffe units. The first such unit to receive the Bf 109 B-1 was the Jagdgeschwader (fighter squadron) JG 132 in February of 1937, being supplied with 25 aircraft. Due to some delays in production, the second unit equipped with the Bf 109, II./JG 234, was formed nearly nine months later. In early 1938, the production of the Bf 109 was greatly increased which provided a sufficient number of aircraft to equip additional units.
The early Bf 109s were prepared to see potential action during the political crisis regarding the German relationship with Austria and later Czechoslovakia. Even by the end of 1937, the pressure on Austrian politicians was great as the Germans wanted to install a more friendly government. All these political machinations ended in March 1938 when German troops entered Austria without any resistance.
The German request for territories belonging to Czechoslovakia was initially met with fierce resistance from the Western Allies, France, and the United Kingdom. These tensions could have easily cascaded into open war. This particularly caused huge concern in the RLM, as the German Air Force was not yet ready for a war. The situation was so desperate that even some He 112 were accepted for service. In the end, the Western Allies backed down, not willing to go to war, and allowed the Germans to take disputed Czechoslovakian territory.
As the new and improved models of the C and D versions began to be available, the Bf 109B were slowly being allocated to secondary roles, such as training. In this role, some would survive up to 1943. By the time of the invasion of Poland in September, the majority of Bf 109 in use were the D version, with ever-increasing numbers of the new E version. While some Bf 109B were still present in frontline units, their fighting days were over.
Production
For the upcoming Bf 109 production, initially BFW AG was responsible. As it lacked production capabilities given that it was already under contract (made earlier with RLM) to build several other aircraft types, another solution was needed. When BFW AG completed all previously ordered aircraft, it was to focus its production capabilities on the Bf 109.
To increase overall Bf 109 production, other manufacturers were also contracted. Some 175 were built at Erla Maschinenwerk from Leipzig, with 90 more by Fieseler, and only 76 aircraft by BFW. The production run of the Bf 109A lasted from December 1936 to February 1937. In 1937 some 341 Bf 109B would be built.
Production Versions
Bf 109 V – Prototypes series aircraft
Bf 109 A – Proposed production version built in small numbers
Bf 109 B-0 – A small pre-production series
Bf 109 B-1 – Production version
Bf 109 B-2 – Slightly improved B-1 version incorporating a new propeller. Note that the existence of this particular version is disputed in sources.
Surviving Aircraft
Today only one Bf 109B-0 V-10 is known to have survived. Given its rather low production numbers, this is not surprising. It is in a private collection of the “Bayerische Flugzeug Historiker” Oberschleissheim in Munich, Germany.
Conclusion
Despite focusing mainly on civilian aircraft, Messerchmitt and his team of engineers managed to design a fighter that bested all the other well-established manufacturers for Luftwaffe’s new fighter program. The Bf 109 was inexpensive to build and possessed good overall flight capabilities. While a good design, there was plenty of room for improvement, mainly regarding its armament and engine, which would be greatly improved in subsequent iterations.
Me 109B-1 Specifications
Wingspans
9.9 m / 32 ft 4 in
Length
8.7 m / 28 ft 6 in
Height
2.45 m / 8 ft
Wing Area
16.4 m² / 174 ft²
Engine
Jumo 210D
Empty Weight
1,580 kg / 3,483 lbs
Maximum Takeoff Weight
1,955 kg / 4,310 lbs
Maximum Speed
450 km/h / 280 mph
Cruising speed
350 km/h / 220 mph
Range
690 km / 430 miles
Maximum Service Ceiling
8,200 m
Crew
1 pilot
Armament
Initially three 7.92 mm MG 17 machine guns, later changed to four same type machine guns
Illustrations
Credits
Written by Marko P.
Edited by Stan L. Henry H.
Illustrations by Hansclaw
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.
R. Jackson (2015) Messerschmitt Bf 109 A-D series, Osprey Publishing
J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putham
R. Cross, G. Scarborough and H. J. Ebert (1972) Messerschmitt Bf 109 Versions B-E Airfix Products LTD.
J. R. Beaman and J. L. Campbell (1980) Messerschmitt Bf 109 in action Part-1, Squadron publication
Lynn R. (1980) Messerschmitt Bf 109 Part-1: Prototype to ‘E’ Variants, SAM Publication
Finland (1940-1944)
Nazi Germany (1938)
Kingdom of Italy/Italian Social Republic (1941-1945)
Independent State of Croatia (1943-1945)
