Aircraft of World War II

148Squadronsmall

johnbr — Thu, 09 May 2013 09:00:23 -0400

by: johnbr

la-8

johnbr — Mon, 06 May 2013 04:10:24 -0400

by: johnbr

Description: INFORMATION FROM FLIGHT MANUAL FOR AMPHIBIAN AIRPLANE LA-8 Amphibian airplane LA-8 is designed for business and passenger transportation, patrolling, rendering medical aid in regions difficult of access, search and rescue, tourism and entertainment and for other operations, as well as for carrying out training flights over the earth and water surface in compliance with visual flight regulations. This airplane can take-off from and land on ground and water, paved or unpaved airfields meeting the requirements of the present Manual. In passenger option the number of seats is maximum eight, including the pilot. Airplane LA-8 is a cantilever monoplane with upper position of the wing, conventional single-fin empennage and tricycle landing gear system, including the nose landing gear. The airplane is fitted with two power plants - two aircraft engines M-337 AK made in Czech Republic - each rated at 210 h.p. The airplane is supposed to be used in all latitudes in Russia, in the countries of European Community, South-East Asia, the Middle East, and Latin America. GEOMETRIC PARAMETERS Length, m 11.10 Wing length, m * 14.0 / 15.0 The height of the parking lot, m 3.4 The maximum width of the fuselage, m 2.00 Wheel track, m 1,782 Wheelbase, m 3,432 Wing area, m * 20.2 / 22.1 DIMENSIONS OF PASSENGER (CARGO) CAR AND COVERS Length, m 3.45 Width, m 1.64 Height, m 1.24 Cabin volume cbm 3.7 Max. Length of cargo, m 4.43 Front upper hatch, mm 450 x 580 The rear top hatch, mm 1690 x 1290 Emergency (left, right), mm 680 x 680 PERFORMANCE DATA Max. take-off weight, kg 2720 Max. useful payload, kg 800 Max. fuel capacity, l 1500 Technical maximum altitude, m 4500 Max. allowable operating speed, km / h 305 Max. level flight speed, km / h 275 Cruising speed (economy), km / h 235 Range, at a speed of 235 km / h (at a commercial nagruzke800 lbs.), km / distillation 1200/4000 Time of flight at the speed of 235 km / h (in commercial nagruzke800 kg.) h 5.6 Rate of climb, m / sec 4-6 Takeoff land / water (at max. Weight), m 350/450 Landing speed (at max. Weight), km / h 98 Max. operating load, units +3,8-1,9 * Modification - distant sea

supermarine-spitfire-fighter-prototype-01

johnbr — Mon, 29 Apr 2013 22:19:32 -0400

by: johnbr

Description: K5054 : Birth of a Thoroughbred K5054 was the Air Ministry registration given to the (Vickers) Supermarine Type 300 prototype. Construction of K5054 began in Dec 1934 and her maiden flight was on 5 march 1936 at Eastleigh_Aerodrome (later Southampton Airport) piloted by Vickers' chief test pilot Joseph "Mutt" Summers. Minor modifications and refinements were made to the Type 300 as suggested by flight trials over the following months, and K5054 emerged as the pattern for the production version of the now legendary Supermarine Mk.I Spitfire. The final cost of K5054 totalled U+20A4 20,765. The Air Ministry paid U+20A4 12,478 and Rolls Royce paid U+20A4 7,500, leaving Supermarine's final cost for building the Type 300 prototype Spitfire at U+20A4 787. Britain's Air Ministry were so impressed with this new interceptor or 'killer-fighter' that prior to the full test programme being completed, they issued a contract for 310 Spitfires on 3 June 1936. Whilst Mk.I production got underway, K5054 was further refined and modified to become the pattern for the sucessive Mk.II and Mk.III Spitfires. On 22 March 1937, during performance trials at Martlesham Heath, K5054 suffered an oil pressure failure and was damaged during a belly landing, but was repaired. On 4 September 1939 at the Royal Aircraft Establishment at Farnborough, K5054 nosed over on landing and, whilst the fuselage was left intact, the cockpit was crushed. The pilot F/Lt White died of injuries caused by the mast, mounted atop the fuselage behind the pilot, being pushed down through the fuselage and pulling the Sutton seat harness back with such a force that he bent the back of the seat on impact with it (a modification was later made to the run of the cable that anchored the Sutton seat harness to the rear of the fuselage in production aircraft). The accident that destroyed K5054 occurred the very day after Britain declared war on Germany. Specifications Vickers-Supermarine Type 300 Production Head of Design Team: Reginald J. Mitchell (until d.1937) Joseph Smith Design Office: Supermarine Aviation Works (Vickers) Ltd, Woolaston, Southampton Role: Interceptor fighter Crew: One Engine: One liquid cooled, 12 cylinder Vee, Rolls-Royce Merlin C 990 hp (738 kW)* Armament: None initially. Later eight 0.303 in (7.7 mm) Browning machine-guns in wings, with 300 rounds per gun. Dimensions: Length 29 ft 11 in (9.12 m) Height (to tip of prop) 12 ft 8 in (3.86 m) Wing Span 36 ft 10 in (11.23 m) Wing Area 242.0 sq ft (22.48 sq m) Weights: Empty (Tare) 4,082 lb (1854 kg) Fully Loaded 5,359 lb (2,434 kg) Performance: Maximum level speed 349 mph (562 kph) at 16,800 ft (5,120 m) Initial rate of climb 2400 ft/min (731 m/min) Time to 15,000 ft (4,570 m) 5 min 52 sec Service ceiling 35,400 ft (10,790 m) Endurance 1.78 hr * Later fitted with Merlin F 1,035 hp (772 kW) and then Merlin II 1,030 hp (768 kW).

planes-flying-over-mountains-

johnbr — Mon, 29 Apr 2013 22:09:33 -0400

by: johnbr

28265

johnbr — Mon, 29 Apr 2013 21:58:57 -0400

by: johnbr

P-38E_Lightning

johnbr — Mon, 29 Apr 2013 00:28:04 -0400

by: johnbr

Corsair-production_Stratford-Conn

johnbr — Sun, 21 Apr 2013 02:30:36 -0400

by: johnbr

Description: Some of the 6000 Corsair fighter planes produced at this plant in Stratford, Connecticut.

Bf-109B

johnbr — Sat, 20 Apr 2013 23:34:08 -0400

by: johnbr

Description: A crashed Messerschmitt Bf 109B, circa 1940. Scanned from the original German 18x13cm glass negativ

B-25_First_Flght

johnbr — Sat, 20 Apr 2013 23:04:07 -0400

by: johnbr

Description: B-25 bombers on the outdoor assembly line at North American Aviation, almost ready for their first test flight. Kansas City, Kansas. October 1942.

Liberator_1942

johnbr — Sat, 20 Apr 2013 22:56:10 -0400

by: johnbr

Description: Wing center section of a Liberator bomber at the Consolidated Aircraft plant. October 1942. Kodachrome transparency by Howard Hollem. |

C-87_transport_plane

johnbr — Sat, 20 Apr 2013 22:53:32 -0400

by: johnbr

Description: Fitting the tail of a C-87 transport plane to the wing center section in the fuselage mating fixture at the Consolidated Aircraft plant, Fort Worth, Texas. October 1942.

C-87

johnbr — Sat, 20 Apr 2013 22:50:42 -0400

by: johnbr

Description: Mating operation on a C-87 transport plane just before it comes to the pre- assembly line at the Consolidated Aircraft Corporation plant, Fort Worth, Texas. October 1942

B-25_New

johnbr — Sat, 20 Apr 2013 21:48:17 -0400

by: johnbr

Description: A new B-25 bomber is brought for a test hop to the flight line at the Kansas City, Kansas, plant of North American Aviation

P-47_Thunderbolt_worked_on

johnbr — Sat, 20 Apr 2013 21:18:03 -0400

by: johnbr

37383_459543217488_6929477_n

SvenFokker D.XXI — Thu, 18 Apr 2013 13:37:26 -0400

by: SvenFokker D.XXI

Description: Republic P47 with Razor Back

A-102

johnbr — Tue, 16 Apr 2013 15:33:39 -0400

by: johnbr

392

johnbr — Tue, 16 Apr 2013 13:57:50 -0400

by: johnbr

284

johnbr — Tue, 16 Apr 2013 13:56:02 -0400

by: johnbr

431

johnbr — Tue, 16 Apr 2013 13:52:53 -0400

by: johnbr

aircraft_fire_flight_city_night_colorful

johnbr — Tue, 16 Apr 2013 13:40:24 -0400

by: johnbr

zeppelin1

johnbr — Sun, 14 Apr 2013 20:37:10 -0400

by: johnbr

sk-v5_miranda

johnbr — Sun, 14 Apr 2013 19:31:35 -0400

by: johnbr

Description: Specification : speed 765 km/h or 475.349mph and four cannons of 20 mm as armament 12.2 m wing span and 4500 kg takeoff weight

Skoda-Kauba

johnbr — Sun, 14 Apr 2013 19:19:12 -0400

by: johnbr

Description: Skoda-Kauba V5 the SK V5 single-seat fighter which, essentially a scaled-up SK V4 and intended to out-perform the Focke-Wulf Fw 190 in every respect, was intended to be powered by a 1,750 hp Daimler-Benz DB 603 liquidcooled engine. A maximum speed of 475 mph (765 km/h) was anticipated for the SK V5 which employed an unusual form of wing construction, this being known as the Skoda-KaubaBanweise tubular-spar structure and comprising normal ribs built up on a single tubular-type spar which stretched from wing-tip to wing-tip, the forward bulkhead and engine firewall to which the engine bearers were attached forming an integral part of the spar. This method of construction was claimed to offer both an increase in structural strength and a reduction in structural weight, and the Focke-Wulf organisation evinced interest at a late stage in the war, considering the introduction of the tubular spar in the Fw 190D and Ta 152 fighters. Unfortunately, although highly promising, the SK V5 progressed no further than a series of wind tunnel models and a full-scale mock-up as the RLM felt the development of an entirely new piston-engined fighter to be wasted effort at a time when emphasis was being placed on jet fighters. Specification : speed 765 km/h or 475.349mph and four cannons of 20 mm as armament 12.2 m wing span and 4500 kg takeoff weight

Amerika_Bomber_Me264_Oberammergau_1945

johnbr — Sun, 14 Apr 2013 18:09:26 -0400

by: johnbr

Description: Me 264 V3 or V2

XP-77

johnbr — Sun, 14 Apr 2013 16:13:36 -0400

by: johnbr

Description: Bell XP-77 in flight (S/N 43-34916). This aircraft was destroyed in a crash on Oct. 22, 1944.

Grumman_F7F-2N

johnbr — Sun, 14 Apr 2013 15:53:42 -0400

by: johnbr

Description: XP-65 Proposed U.S. Army Air Force fighter. XF7F-1 Prototype aircraft, two built. F7F-1 Tigercat Twin-engine fighter-bomber aircraft, powered by two Pratt & Whitney R-2800-22W radial piston engines. First production version, 34 built. F7F-1N Tigercat Single-seat night fighter aircraft, fitted with an APS-6 radar. XF7F-2N Night-fighter prototype, One built. F7F-2N Tigercat Two-seat night fighter, 65 built. F7F-2D Small numbers of F7F-2Ns converted into drone control aircraft. The aircraft were fitted with an F8F Bearcat-windshield behind the cockpit. F7F-3 Tigercat Single-seat fighter-bomber aircraft, powered by two Pratt & Whitney R-2800-34W radial piston engines, 189 built. F7F-3N Tigercat Two-seat night fighter aircraft, 60 built. F7F-3E Tigercat Small numbers of F7F-3s were converted into electronic warfare aircraft. F7F-3P Tigercat Small numbers of F7F-3s were converted into photo-reconnaissance aircraft. F7F-4N Tigercat Two-seat night-fighter aircraft, fitted with an arrestor hook and other naval equipment, 13 built. General characteristics Crew: 2 (pilot, radar operator) Length: 45 ft 4 in (13.8 m) Wingspan: 51 ft 6 in (15.7 m) Height: 16 ft 7 in (5.1 m) Wing area: 455 ft� (42.3 m�) Empty weight: 16,270 lb (7,380 kg) Max. takeoff weight: 25,720 lb (11,670 kg) Powerplant: 2 � Pratt & Whitney R-2800-34W "Double Wasp" radial engines, 2,100 hp (1,566 kW) each Performance Maximum speed: 460 mph (400 knots, 740 km/h) Range: 1,200 mi (1,000 nmi, 1,900 km) Service ceiling: 40,400 ft (12,300 m) Rate of climb: 4,530 ft/min (23 m/s) Armament Guns: 4 � 20 mm (0.79 in) M2 cannon 4 � 0.50 in (12.7 mm) M2 Browning machine gun Bombs: 2 � 1,000 lb (454 kg) bombs under wings or 1 � torpedo under fuselage Avionics AN/APS-19 radar

Curtiss_YP-37

johnbr — Sun, 14 Apr 2013 15:40:09 -0400

by: johnbr

Description: The 'long-nosed' P-37 was a Curtiss attempt in the late 1930s to couple the P-36 Mohawk design with the 992kW Allison V-1710-21 inline engine. The result was a pursuit ship with some promise but with a few serious drawbacks, including poor visibility from its far-aft enclosed cockpit. The sole XP-37, ordered in 1937 with a supercharged V-1710-11 powerplant, was nothing more than a P-36 airframe with the engine change. It was quickly apparent that the pilot not only could not see well in flight but also on the ground he could scarcely see at all! It was hoped that some improvement would be offered by the 13 service-test YP-37 airframes which were 0.56m longer and had the V-1710-21 engine. The YP-37 aircraft went through rigorous tests at Wright Field, Ohio, including gunnery tests, but the visibility problem was not resolved and the YP-37s were not as stable as Army pilots wanted. Serious consideration was given to further development, but at the time Curtiss was also about to come forth with the P-40 which offered an inline powerplant without the drawbacks. Though they contributed to knowledge gained by fighter designers and tacticians, the YP-37s never reached operational service as other types appeared with greater promise. As world conflict loomed, multi-role missions were now being foreseen for aircraft once intended solely to chase other aircraft, and machines capable of a range of combat functions would increasingly become known not as pursuit ships but as fighters. Specification WEIGHTS Take-off weight 3255 kg 7176 lb Empty weight 2596 kg 5723 lb DIMENSIONS Wingspan 11.38 m 37 ft 4 in Length 10 m 33 ft 10 in Height 2.90 m 10 ft 6 in Wing area 21.92 m2 235.94 sq ft PERFORMANCE Max. speed 547 km/h 340 mph Ceiling 10360 m 34000 ft Range 1400 km 870 miles ARMAMENT 1 x 7.62mm + 1 x 12.7mm machine-guns

Curtiss_XP_40Q

johnbr — Sun, 14 Apr 2013 14:47:03 -0400

by: johnbr

Curtiss_XP-40Q_

johnbr — Sun, 14 Apr 2013 14:46:58 -0400

by: johnbr

Description: The P-40Q was an experimental project Which Attempted to produce a really modern fighter out of the existing P-40. The Modifications were in FACT That Drastic so there was very little in common with P-40 Earlier versions. Two P-40pcs (serial numbers 42-9987 and 42-45722) and one P-40N (serial number 43-24571) were extensively modified with revised cooling systems, two-stage Superchargers, and structural changes Which Their markedly altered appearance. The project was Assigned the designation XP-40Q. The XP-40Q was built three times. In its final form, with a shallow chin air scoop, clipped wings and a bubble canopy, the Curtiss fighter's appearance was somewhat reminiscent of a P-51D Mustang. The XP-40Q, as the new version was redesignated, was the fastest of the Warhawks. Unfortunately, by the time the XP-40Q was built, the more capable P-51D was already available in large numbers. Only three were built, and only one was Evaluated and rejected by the USAAF.

Curtiss_P-40Q

johnbr — Sun, 14 Apr 2013 14:46:54 -0400

Bell_XFM-1

johnbr — Sat, 13 Apr 2013 17:38:18 -0400

by: johnbr

jungle-crash-wwii-

johnbr — Sat, 13 Apr 2013 17:17:24 -0400

by: johnbr

nakajima_ki61hei

johnbr — Sat, 13 Apr 2013 17:14:42 -0400

by: johnbr

bulgaria

johnbr — Sat, 13 Apr 2013 17:02:46 -0400

by: johnbr

Aichi_E13A

johnbr — Mon, 08 Apr 2013 23:25:57 -0400

by: johnbr

Description: Aichi E13A Float reconnaissance aircraft Aichi E13A being loaded on to the Japanese heavy cruiser Aoba in 1942.

Martin_P3M-2_at_NAS_Pensacola_1930s

johnbr — Mon, 08 Apr 2013 23:18:43 -0400

by: johnbr

Ki-46-III

johnbr — Mon, 08 Apr 2013 23:12:16 -0400

by: johnbr

Description: Japanese army aircraft, the Ki-46-III

Dornier_Do_335_aircraft_on_the_runway_at_Oberpfaffenhofen_just_after_the_en

johnbr — Mon, 08 Apr 2013 23:04:21 -0400

by: johnbr

Description: Dornier Do 335 aircraft on the runway at Oberpfaffenhofen just after the end of the Second World War 1945.

Kawanishi_H6K_Mavis

johnbr — Mon, 08 Apr 2013 22:57:53 -0400

by: johnbr

Description: Kawanishi H6K Mavis Mechanics of 3219 Servicing Command of Royal Air Force (RAF), check the engines of a Japanese Kawanishi H6K 'Mavis' flying boat at Sourabaya Java, in preparation for an air test flight. Of interest are the markings added by Indonesian nationalists and the fact that an additional band of blue has been added to the fuselage marking by the Dutch. Date January 1946. The Kawanishi H6K was an Imperial Japanese Navy flying boat produced by the Kawanishi Aircraft Company and used during World War II for maritime patrol duties. The Allied reporting name for the type was Mavis; the Navy designation was "Type 97 Large Flying Boat, The aircraft was designed in response to a Navy requirement of 1934 for a long range flying boat and incorporated knowledge gleaned by a Kawanishi team that had visited the Short Brothers factory in the UK, at that time one of the world's leading producers of flying boats, and from building the Kawanishi H3K, a license-built, enlarged version of the Short Rangoon. The Type S, as Kawanishi called it, was a large, four-engine monoplane with twin tails, and a hull suspended beneath the parasol wing by a network of struts. Three prototypes were constructed, each one making gradual refinements to the machine's handling both in the water and in the air, and finally fitting more powerful engines. The first of these flew on 14 July 1936 and was originally designated Navy Type 97 Flying Boat, later H6K. Eventually, 217 would be built , Operational history H6Ks were deployed from 1938 onwards, first seeing service in the Sino-Japanese War and were in widespread use by the time the Pacific War full-scale erupted, in 1942. At that time of the war, four kokutai operated a total of 66 H6K4s. The type had some success over South East Asia and the South West Pacific. H6Ks had excellent endurance, being able to undertake 24-hour patrols, and was often used for long-range reconnaissance and bombing missions. From bases in the Dutch East Indies, they were able to undertake missions over a large portion of Australia. However, the H6K became vulnerable to a newer generation of heavier armed and faster fighters. It continued in service throughout the war, in areas where the risk of interception was low. In front-line service, it was replaced by the Kawanishi H8K. Variants A H6K2-L Navy Transport Flying Boat Type 97H6K1 Evaluation prototypes with four Nakajima Hikari 2 engines, 4 built. H6K1 (Navy Flying Boat Type 97 Model 1) Prototypes with 746 kW 1,000 hp Mitsubishi Kinsei 43 Engines, 3 converted from the original H6K1 prototypes. H6K2 Model 11 First production model. Includes two H6K2-L officer transport modification, 10 built. H6K2-L (Navy Transport Flying Boat Type 97) Unarmed transport version of H6K2 powered by Mitsubishi Kinsei 43 engines, 16 built. H6K3 Model 21 Modified transport version of H6K2 for VIPs and high-ranking officers, 2 built. H6K4 Model 22 Major production version, modified H6K2 with revised weapons, some with 694 kW (930 hp) Mitsubishi Kinsei 46 engines. Fuel capacity increased from 7,764 L (1,708 Imp gal) to 13,410 L (2,950 Imp gal). Includes two H6K4-L transport versions, 100 to 127 (if other numbers are all correct) built. H6K4-L Transport version of H6K4, similar to H6K2-L, but with Mitsubishi Kinsei 46 engines, 20 built and another two converted from the H6K4. H6K5 Model 23 Fitted with 969 kW (1,300 hp) Mitsubishi Kinsei 51 or 53 engines and new upper turret replacing the open position, 36 built.

RAF_Airspeed_AS_10_Oxford_II_AS277_in_1942

johnbr — Mon, 08 Apr 2013 22:55:25 -0400

by: johnbr

Bulgarian_Airforce_1040_via_B-534_Dogan_two_ME-109_Strela_s_30th_Jan_1943

johnbr — Mon, 08 Apr 2013 22:51:58 -0400

by: johnbr

Bulgarian_Dewoitine_D-520_on_airfield_near_Karlovo_Bulgaria_Sep_1943

johnbr — Mon, 08 Apr 2013 22:38:57 -0400

by: johnbr

Description: Bulgarian Dewoitine D-520 on airfield near Karlovo Bulgaria Sep 1943 The Dewoitine D.520 was a French fighter aircraft that entered service in early 1940, shortly after the opening of World War II. Unlike the Morane-Saulnier M.S.406, which was at that time the Arm�e de l'Air's most numerous fighter, the Dewoitine D.520 came close to being a match for the latest German types, such as the Messerschmitt Bf 109. It was slower than the Bf 109E but superior in manoeuvrability. Because of a delayed production cycle, only a small number were available for combat with the Luftwaffe. The D.520 was designed in response to a 1936 requirement from the Arm�e de l'Air for a fast, modern fighter with a good climbing speed and an armament centred around a 20 mm cannon. At the time the most powerful V 12 liquid cooled engine available in France was the Hispano-Suiza 12Y, which was less powerful, but lighter, than contemporary engines such as the Rolls-Royce Merlin and Daimler-Benz DB 601. Other fighters were designed to meet the specifications but none of them entered service, or entered service in small numbers and too late to play a significant role during the Battle of France.

Bulgarian_ME-109G-6

johnbr — Mon, 08 Apr 2013 22:37:18 -0400

by: johnbr

Description: Bulgarian ME-109G-6 In its nearly 100-year history the Bulgarian military aviation had at its disposal hundreds of. aircraft types. Some of them were single machines, others were supplied from abroad or manufactured in Bulgaria in hundreds of pieces. Some of them have flown only one or two years, but many remained in service for several decades. In the four wars from 1912 to 1945 in which Bulgaria has used its military aviation, more than 23 basic types of fighters, bombers, ground attack and reconnaissance aircraft have taken part in combat missions. But among then there is one aircraft, one fighter, that has unquestionably brought the greatest glory to the Bulgarian military aviation--this is undoubtedly the Messerschmitt Me 109. When the agreement of Salonika of 1938 put an end to the limitations on the Bulgarian aviation, imposed after the defeat in WWI by the peace treaty of Neuilly, the Bulgarian government took measures for strengthening the antiaircraft defense of the country. About 140 of the best young pilots of the Royal Military School and the Fighter Pilot School were sent to Germany for advanced training. There they took part in courses for fighter pilots and were trained on the then most modern Messerschmitt Bf 109D and Me 109E German fighters. Most of them returned home in the fall of 1940. In the first days of March 1940 a Bulgarian delegation led by Major General Russi Russev discussed with the representative of the Messerschmitt AG, Dr. Roderich Graf Thun, the delivery of ten Me 109E-3 fighters. It should be noted that in the publications in Bulgaria and Germany on the Me 109 it is alledged that these aircraft were of the E-4 version. The reason for this error is the fact, that the canopy of the delivered aircraft was that of the E-4 version. In the contract of April 4, and in the acceptance certificate the designation of the aircraft was simply Bf 109E. They were delivered with only two 7.92-mm MG 17 machine guns for the total price of 2,070,000 Reichsmarks. The two 20-mm MG FF cannons were paid for separately. The ten fighters were loaded onto railway cars in the Wiener Neustadt factory and arrived in Bulgaria in June 1940. They received in the Royal Bulgarian Air Force the code name Strela (Arrow). After their assembly in a hangar near the airfield Bozhuriste near Sofia under the direction of German factory mechanics, they were flight tested by the German test pilot Wacker and sent to the airfield Marno Pole near Karlovo. These airplanes could not be used adequately since they were not equipped with oxygen systems and, therefore, could not fly any higher than 5000 m (16,400 ft). Such systems and spare parts were delivered in the spring of the following year. A new contract for the delivery of nine overhauled used Me 109E-3 fighters with the E-4 canopy, for the total price of 1,355,520 Reichsmarks was signed in July 1941. These aircraft were designated in all documents as the Me 109E-3a. They arrived by rail in Karlovo on 23 August and were immediately assembled. After the invasion of German troops in the USSR in October 1941, Me 109s were sent to military airfields near the Black Sea. , In 1940 the Bulgarian Air Force received 19 Me-109E-4's. In 1943 there were further deliveries of G-2's, G-4's and G-6's. In 1944 Bulgaria switched sides and joined the Allies. The 109's of the Bulgarian Air Force fought against the Germans. After the war the Bulgarians received more than 100 G-10, G-12 and G-14 airframes found in Austria. A number of these were sent to Yugoslavia as war reparations. In Bulgaria the 109 was withdrawn from service in 1946. When the Bulgarian Air Force was formed in 1937 the aircraft carried an insignia based on the royal coat of arms. When Bulgaria joined the Axis powers in 1941 a black diagonal cross on a white square shield was selected. In 1944 when the Bulgarians switched sides and a white and red roundel with a green horizontal bar was carried.

BF-110C

johnbr — Mon, 08 Apr 2013 22:32:36 -0400

by: johnbr

Description: BF-110C German Bf 110 (c)./ZG76. In the background, on the right, are two transport aircraft Ju. 52. taken during the Winter of 1939-1940.

Dornier_Do-17

johnbr — Mon, 08 Apr 2013 22:30:42 -0400

by: johnbr

Description: Dornier Do-17 German night fighter pilot of the Dornier Do-17 (Dornier Do 217N--2/R22) with (Stalin musik), consisting of four shooting upwards at an angle of 70 degrees 20-mm guns MG-151. The plane iThis unusual configuration of six vertically mounted MG 151 cannon instaJlation was first proposed by Stabs Ingenieur Poppendiek, an engineer at the E-Stelle at Werneuchen. Here it is seen installed in a Do 217 of the night fighter training Geschwader NJG101. However, this conversion was not adopted in large numbers and night fighter pilots preferred the usual twin-cannon armament which became the standard configuration. the photograph belongs to NJG101. Dornier Do 217N-2/R22 6./NJG 4 (3C+IP) flown by Fw. Gunther Konzac, Taveaux, France, May 1944. This aircraft, W.Nr. 1570, was finished in a splinter scheme of 74 and 75 on the uppersurfaces and while the undersurfaces were 76, the starboard wing had been overpainted black up to a point just short of the leading edge and terminated in an undulating demarcation line. Although the full operational code was 3C+IP, only the last two letters appeared on the fuselage in black with the individual aircraft letter edged in yellow. The spinners were 76 and the propeller blades green 70. Note the configuration of the tail cone. Dornier Do 217N-2/R22 6./NJG 4 (3C+IP) Gunther Konzac WNr 1570 Basel-Birsfelden 1944 01-02 Photo�s 01-02: From August 1943 to 7 May 1944, 6./NJG4 was based at Taveaux, some 60 miles from the Swiss border in eastern France. In the early hours of 2 May, one of the Staffel's, aircraft flown by Fw. G�mher Konzac landed in error on the Swiss airfield at Basel-Birsfelden, where the aircraft and crew were interned. Fw. Konzac's aircraft was a Do-217N2/R22 with four MG 151 cannon and four 7.9 mm MG 17 machine guns mounted in the nose, plus an oblique armament of four 20 mm MG 151 cannon installed in the fuselage. The four barrels of the latter protruded from the upper f'uselage and may just be seen above the wing root in the photograph.

Japanese_bomber_Nakajima_B5N2_Kate_flying_over_their_airbase_in_Rabaul

johnbr — Mon, 08 Apr 2013 22:18:31 -0400

by: johnbr

The_crew_of_the_German_aircraft_FW-189A_near_Kursk

johnbr — Mon, 08 Apr 2013 22:12:04 -0400

by: johnbr

Nakajima_Ki-87_high_altitude_fighter

johnbr — Mon, 08 Apr 2013 22:09:31 -0400

by: johnbr

Description: Nakajima Ki-87 high altitude fighter The Nakajima Ki-87 was a Japanese high-altitude fighter-interceptor of World War II. It was a single, exhaust-driven turbo-supercharged engined, low-wing monoplane with a conventional undercarriage. The Ki-87 was developed in response to American B-29 Superfortress raids on the Home Islands. It followed up on earlier research by Nakajima and the Technical Division of Imperial Army Headquarters into boosting a large radial engine with an exhaust-driven turbo-supercharger, which had begun in 1942, well before the B-29 raids began. The efforts of the Technical Division of Imperial Army Headquarters eventually culminated into the Tachikawa Ki-94-I, while the Ki-87 was developed as a fall-back project, using less stringent requirements.Nakajima started in July 1943 with the construction of three prototypes, to be completed between November 1944 and January 1945, and seven pre-production aircraft, to be delivered by April 1945.The Technical Division of Imperial Army Headquarters made itself felt during the development of the Ki-87 prototype when they insisted upon placing the turbo-supercharger in the rear-fuselage, and from the sixth prototype the Nakajima fighter was to have that arrangement.The Ki-87 had a Curtiss P-40 Warhawk-like undercarriage, as space in the wing was needed for ammunition for the wing-mounted cannon. The 90� rearwards retracting undercarriage was to provide that needed space. Construction was delayed due to problems with the electrical undercarriage and the turbo-supercharger, and the first prototype was not completed until February 1945; it first flew in April, but only five test flights were completed, all with the undercarriage in the extended position. A further variant, the Ki-87-II, powered by a 3,000 hp Nakajima Ha.217 (Ha.46) engine and with the turbo-supercharger in the same position as the P-47 Thunderbolt, never went further than the drawing board. Production of 500 aircraft was planned, but the war ended before any more than one was built . The first prototype flew in April 1945.

Nakajima_B5N2

johnbr — Mon, 08 Apr 2013 22:04:43 -0400

by: johnbr

Description: Nakajima B5N2 Japanese land-based B5N2 Kate torpedo bombers flying ovet ships in Truk lagoon, including the Yamato in 1943.

FW-200_Condor

johnbr — Mon, 08 Apr 2013 21:54:31 -0400

by: johnbr

Description: FW-200 Condor German FW 200 Condor from KG. 40 at the airfield with machine gun damage on the tail