Aircraft of World War II

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

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.

Mosquito_Mk_IV_DK296

johnbr — Mon, 08 Apr 2013 20:08:13 -0400

by: johnbr

Description: Mosquito Mk IV DK296 at the Soviet research institute on 15th May 1944

Mosquito_Mk_IV_DK296_at_the_Soviet_research_institute_on_15th_May_1944

johnbr — Mon, 08 Apr 2013 20:05:21 -0400

by: johnbr

Beaufighter_Mk_VIf

johnbr — Sat, 06 Apr 2013 17:55:11 -0400

by: johnbr

Description: Beaufighter Mk.VIf Beaufighter Mk.VIf of the 416th Night Fighter Squadron at an airfield near Grottaglie, Italy, in November 1943. (U.S. Air Force photo)

focke_wulf_ta_183

J dog — Thu, 28 Mar 2013 08:50:21 -0400

by: J dog

Description: Messerschmitt Me P.1101 Dimensions Variant Span Length Height Wing Area Track Width Wing Sweep Angle First Design (July 24, 1944) 7.15 m 23' 5" 6.85 m 22' 9" 2.45 m 8' 2.1 m 6' 11" 26 & 40 Second Design (August 30, 1944) 8.16 m 26' 9" 9.37 m 30' 9" 3.08 m 10' 1" 13.5 m� 145.31 ft� 40 Third Design (Prototype) 8.06 m 26' 5" 8.98 m 29' 6" 3.5 m 11' 6" 13.6 m� 146.39 ft� 2.124 m 6' 11" 35/40/45 Fourth Design (Production) 8.25 m 27' 1" 9.175 m 30' 1" 3.71 m 12' 2" 15.85 m� 170.61 ft� 2.2 m 7' 3" 40 Messerschmitt Me P.1101 Weights Variant Empty Weight Takeoff Weight Max. Wing Load Fuel First Design (July 24, 1944) 3000 kg 6613.86 lbs 800 kg 1763.69 lbs Second Design (August 30, 1944) 2642 kg 5824.61 lbs 3554 kg 7835.22 lbs 263 kg/m� 53.92 lbs/ft� 830 kg 1829.84 lbs Third Design (Prototype) 2184 kg 4814.89 lbs 3205 kg 7065.81 lbs 236 kg/m� 48.27 lbs/ft� 830 kg 1829.84 lbs Fourth Design (Production) 2594 kg 5718.78 lbs 4064 kg 8959.57 lbs 296.5 kg/m� 52.51 lbs/ft� 1250 kg 2755.77 lbs Messerschmitt Me P.1101 Performances Variant Max. Speed Climb Ceiling Range Landing Speed/Distance First Design (July 24, 1944) 1050 km/h @ 6000 m 652 mph @ 19685' 26.8 m/sec 88 ft/sec 12000 m 39370' Second Design (August 30, 1944) 1080 km/h @ 7000 m 671 mph @ 22966' 30 m/sec 98 ft/sec 14800 m 48556' 1500 km 932 miles Third Design (Prototype) 860 km/h @ 7000 m 534 mph @ 22966' 12 m/sec 39 ft/sec 10000 m 32808' 170 km/h / 900 m 106 mph / 2953' Fourth Design (Production) 985 km/h @ 7000 m 612 mph @ 22966' 22.2 m/sec 73 ft/sec 12000 m 39370' 1500 km 932 miles 172 km/h / 570 m 107 mph / 1870' Messerschmitt Me P.1101 Models Manufacturer Scale Material Notes DML (Dragon) 1/72 Injected, photoetch & decals includes He S 011 engine DML (Dragon) 1/72 Injected, photoetch & decals "Nachtj�ger"version - includes photoetch radar antenna & T-Tail Huma 1/72 Injected & decals includes different engines Revell 1/72 Injected & decals DML (Dragon) re-release without photoetched parts MPM 1/48 Injected & decals Not Yet Released Ponkoz Model 1/48 Resin

ju388_2

johnbr — Sat, 05 Jan 2013 11:00:41 -0500

by: johnbr

D-2_AIRCRAFT

johnbr — Sat, 08 Dec 2012 14:28:35 -0500

by: johnbr

Description: The D-2 had been turned down by the Air Force a number of months earlier because it lacked adequate airspeed and fell short of other military requirements. The group of officers spent a day at the Culver City plant, before being flown by Hughes to the secret airfield for inspection of his D-2 prototype. The team, of course, visited other aircraft companies as part of the selection process before returning east. Test flights of the D-2, took place during the month of May 1943, revealing a number of un-resolvable stability problems. When it became clear that the problems could not be solved, Hughes abruptly abandoned the project. A fire then, under mysterious circumstances, destroyed the hanger along with the plane. The official report stated that lightening was the probable cause of the fire. Hughes made sure that all evidence of the project disappeared from the site including ashes, charred pieces of wood and metal, foundations, utility lines and other structures � all hauled to a secret burial site somewhere out on the desert. General characteristics Crew: one pilot, crew of two (in bomber version) Length: 57 ft 10 in (17.6 m) Wingspan: 60 ft (18.29 m) Height: 27 ft 4 in (8.3 m) Wing area: 616 ft� (57.23 m�) Loaded weight: 31,672 lb (14,366 kg) Powerplant: 2 � Pratt and Whitney R-2800-49, 2,000 hp (1,500 kW) each Performance Maximum speed: 433 mph (697 km/h) at 25,000 ft (7,620 m) Cruise speed: 274 mph (441 km/h) Range: 1,000 miles (1,610 km) Service ceiling: 36,000 ft (10,975 m) Rate of climb: 2,620 ft/min (13 m/s)

Do_335A-0_Pfiel

johnbr — Thu, 06 Dec 2012 18:42:05 -0500

by: johnbr

FaireyFulmar-2

johnbr — Fri, 30 Nov 2012 19:28:01 -0500

by: johnbr

Description: The Fairey P.4/34 was built to Specification P.4/34 as a light bomber capable of being used as a dive bomber, in competition with the Hawker Henley and an unbuilt Gloster design.[1] Despite its high speed of 284 mph,[2] it lost out to the Henley (which was eventually ordered as a target tug). The Fulmar, a navalised version of the P.4/34 was submitted to meet Specification O.8/38 for a two-crew fleet defence fighter. As it was not expected to encounter fighter opposition, high performance or maneuverability was not considered important, but long range and heavy armament were. The provision of a navigator/wireless operator was considered essential for the long, over-ocean flights that would be required. Looking much like its sister, the Battle, the Fulmar prototype was aerodynamically cleaner and featured a folding wing that was 16 in (41 cm) shorter than its bomber lookalike.[3] The prototype P.4/34 serial number K5099 first flew on 13 January 1937 at Fairey Aviation's Great West Aerodrome (now covered by London Heathrow Airport), with Fairey test pilot Chris Staniland at the controls.[4][5] After the first flight tests, the tail was revised, being raised 8 in (20 cm). The first prototype Fulmar, acting as a "flying mock-up",[5] was powered by a 1,080 hp (810 kW) Rolls Royce Merlin III engine. With this engine, performance was poor, the prototype only reaching 230 mph (370 km/h). With the Merlin VIII engine - a variant unique to the Fulmar and with supercharging optimised for low-level flight - and aerodynamic improvements, speed was improved to 265 mph (426 km/h) at 7500 ft (2286m),[6][7][8] which, owing to the desperate need for modern fighters, was considered adequate. As a simple derivative of an existing prototype, the Fulmar promised to be available quickly and an initial order for 127 production aircraft was placed in mid-1938 [4] and the first example flew from Fairey's facility at RAF Ringway near Manchester on 4 January 1940 and the last of 600 Fulmars was delivered from Ringway on 11 December 1942.[9] N1854, the first production Fulmar at Farnborough at the SBAC show on 8 September 1962 Fulmar Mk II production began in January 1941,[10] with the first Mk II reaching an operational squadron in March 1941. This mark introduced the more powerful Merlin XXX engine while the airframe was also engineered with several enhancements including provision for a 60 gallon (273 litre) centre-line drop tank, and provision to carry a 250 lb (114 kg) or 500 lb (227 kg) bomb in lieu of the drop tank.[11] Testing of the Fulmar II, at Boscombe Down, in June 1942 showed that the Fulmar could safely drop a 500lb bomb during 60 degree dives at up to 310 knots.[12] Boscombe Down testing in October 1941 showed that the 60 gallon drop tank extended range to 1,100 miles.[12] N1854, the first production Fulmar, was later modified to Mk II standard and then "civilianised" as Fairey's hack, G-AIBE. In June 1959, it reverted to service markings and was seen at Farnborough at the SBAC show on 8 September 1962; its last flight was three months later on 18 December 1962. It is now in the FAA Museum, Yeovilton. During testing, Fulmars were launched from catapults on merchant ships, a convoy defensive plan that was being evaluated at the time.[13]

402a087

johnbr — Mon, 22 Oct 2012 21:18:31 -0400

by: johnbr

JapaneseShipAttacked

johnbr — Sun, 10 Jun 2012 23:38:52 -0400

by: johnbr

440-typhoon

johnbr — Wed, 06 Jun 2012 00:41:53 -0400

by: johnbr

Description: A 440 Squadron Typhoon taxies on operations at Eindhoven, Holland over the spring of 1945. Minutes later it would have been delivering its two 1000-lb bombs. Typhoon I8-P/RD389 was Harry Hardy's last Tiffie of the war -- he christened it "Pulverizer IV". Harry attended this reunion. (RCAF) 440 Squadron flew to the Normandy Beachhead at B.9 Lantheuil on June 28, 1944. Moving frequently hereafter, it operated non-stop to war�s end, busy days seeing each of its dozen or so �Tiffies� flying 4, 5, 6 or more sorties daily. Many aircraft fell to German flak and far too many 440 pilots were lost. The squadron disbanded at B.166 Flensburg on August 26, 1945. Its record included 4213 operational sorties with 2215 tons of bombs dropped. These efforts resulted in 420 rail cuts and hundreds of enemy troops, vehicles, barges, etc. blasted. The brutal cost? 32 Typhoons lost, 28 pilots killed. Five 440 pilots received the DFC for their good efforts. The details of this amazing RCAF era are best read in Hugh A. Halliday�s 1992 book, Typhoon and Tempest: The Canadian Story, which anyone with an interest in 440 will want.

Firefly_AS_Mk_7_WJ188

johnbr — Tue, 15 May 2012 00:01:28 -0400

by: johnbr

Fairey_Battles_under_construction_in_one_of_the_Shadow_factories_

johnbr — Fri, 02 Mar 2012 23:20:19 -0500

by: johnbr

PL42935

johnbr — Thu, 01 Mar 2012 19:08:28 -0500

by: johnbr

Description: Pilots of the Canadian 404 squadron with there Bristol Beaufighter

PL41009

johnbr — Thu, 01 Mar 2012 19:01:16 -0500

by: johnbr

Description: Rockets for a Canadian Bristol Beaufighter

Canadian_Beaufighter

johnbr — Thu, 01 Mar 2012 18:23:37 -0500

by: johnbr

RAF-3-12-5

johnbr — Thu, 01 Mar 2012 17:59:58 -0500

by: johnbr

Description: Specifications (Beaufighter TF X) Orthographic projection of the Beaufighter TF Mk.X, with inset profiles of Mk.I(F), Mk.II(F) and Mk.V and of "thimble" and "herringbone" radar installations.Data from Jane's Fighting Aircraft of World War II[18] General characteristics Crew: 2: pilot, observer Length: 41 ft 4 in (12.6 m) Wingspan: 57 ft 10 in (17.65 m) Height: 15 ft 10 in (4.84 m) Wing area: 503 ft�[19] (46,73 m�) Empty weight: 15,592 lb (7,072 kg) Max. takeoff weight: 25,400 lb (11,521 kg) Powerplant: 2 � Bristol Hercules 14-cylinder radial engines, 1,600 hp (1,200 kW) each Performance Maximum speed: 320 mph (280 kn, 515 km/h) at 10,000 ft (3,050 m) Range: 1,750 mi (1,520 nmi, 2,816 km) Service ceiling: 19,000 ft (5,795 m) without torpedo Rate of climb: 1,600 ft/min (8.2 m/s) without torpedo Armament 4 � 20 mm Hispano Mk III cannon (60 rpg) in nose, and depending on role; Fighter Command Variant 4 � .303 in (7.7 mm) Browning machine guns (outer starboard wing) 2 � .303 in (7.7 mm) machine gun (outer port wing) 8 � RP-3 "60 lb" (27 kg) rockets or 2� 1,000 lb (450 kg) bombs Coastal Command Variant 1 � manually operated Vickers GO or .303 in (7.7 mm) Browning for observer 1 � 18 in (450 mm) torpedo

beaufighter1

johnbr — Thu, 01 Mar 2012 17:41:39 -0500

101-FE1012_Do335A_WR240101

johnbr — Sun, 27 Nov 2011 00:40:46 -0500

by: johnbr

12_Do335A

johnbr — Sun, 27 Nov 2011 00:03:14 -0500

by: johnbr

1 comment

1940-problem-at-tangmere-p1-03

johnbr — Sat, 26 Nov 2011 23:55:19 -0500

by: johnbr

German_Dornier_Do_335A

johnbr — Sat, 26 Nov 2011 23:21:00 -0500

by: johnbr

Description: Taken at Roth bei Nurnburg by the 30th ADS. They come from AFHRA reel A0708. Of interest in this view is the Ju-290, FE-3400 in the background. Supplied by Richard Corey, 2/2008. Do 335 Production List Do 335V series prototypes, 14 aircraft built at Friedrichshafen, mid 1943 to mid 1944, and tested at Mengen. Model Code Werk Nr. Notes Do 335V-1 CP+UA 230001 1st prototype. DB603A-1 engines. FF 28.10.43 Do 335V-2 CP+UB 230002 to Rechlin, rear engine caught fire, w/o 15.04.44 Do 335V-3 CP+UC/T9+ZH 230003 A-4 prototype, to Ob.d.L. Do 335V-4 CP+UD 230004 Do 435 prototype, not completed Do 335V-5 CP+UE 230005 1st with armament fitted, A-2 engines Do 335V-6 CP+UF 230006 Dornier development a/c, hit by bomb Do 335V-7 CP+UG 230007 Junkers Jumo 213A & E testbed, Dessau Do 335V-8 CP+UH 230008 Daimler-Benz DB603E-1 testbed, Stuttgart Do 335V-9 CP+UI/V9 230009 A-0 prototype, to Rechlin May 1944 Do 335V-10 CP+UK 230010 A-6 prototype night ftr with SN-2 radar Do 335V-11 CP+UL/11 230011 A-10 prototype trainer Do 335V-12 CP+UM 230012 A-12 prototype trainer Do 335V-13 RP+UA/13 230013 B-1 prototype, to France for tests Do 335V-14 RP+UB/14 230014 B-2 prototype, destroyed Do 335A-0 pre-production batch, 10 aircraft built at Oberpfaffenhofen July-Oct 1944. One example converted to A-4 standard. Model Code Werk Nr. Notes Do 335A-0 VG+PG/101 240101 DB603A-2 engines, at Rechlin July 1944 Do 335A-0 VG+PH/102 240102 sole survivor, to USAAF as FE 1012, now at NASM Do 335A-0 VG+PI/103 240103 to Ob.d.L. late July 1944 Do 335A-0 VG+IJ/104 240104 to Erkdo 335 Sept 1944 Do 335A-0 VG+IK/105 240105 to Erkdo 335 captured by US at Lechfeld 4.45 Do 335A-0 VG+PL/106 240106 to Erkdo 335 Do 335A-0 VG+PM/107 240107 to Erkdo 335 Do 335A-0 VG+PN/108 240108 to Erkdo 335 Do 335A-0 VG+PO/109 240109 to Erkdo 335 Do 335A-0 VG+PP/110 240110 to Erkdo 335 Oct 1944 Do 335A-1 production batch. 11 aircraft built at Oberpfaffenhofen, plus 9 aircraft part assembled, Nov-April 1945. Model Code Werk Nr. Notes Do 335A-1 113 240113 Captured by US Do 335A-1 240161 Captured by US Do 335A-1 240162 Captured by US Do 335A-1 240163 Captured by US Do 335A-1 240164 Captured by US Do 335A-1 240165 Captured by US Do 335A-1 240166 Captured by US Do 335A-1 240167 Captured by US Do 335A-1 240168 Captured by US Do 335A-1 240169 Captured by US Do 335A-1 240170 Captured by US Do 335A-1 01 240301 Partly assembled Captured by US Do 335A-1 02 240302 Partly assembled Captured by US Do 335A-1 03 240303 Partly assembled Captured by US Do 335A-1 04 240304 Partly assembled Captured by US Do 335A-1 05 240305 Partly assembled Captured by US Do 335A-1 06 240306 Partly assembled Captured by US Do 335A-1 07 240307 Partly assembled Captured by US Do 335A-1 08 240308 Partly assembled Captured by US Do 335A-1 09 240309 Partly assembled Captured by US Do 335A-2 project only Do 335A-3 project only Do 335A-4 10 aircraft scheduled Jan-Feb 1945, only 4 part assembled at Oberpfaffenhofen. Model Code Werk Nr. Notes Do 335A-4 10 240310 Partly assembled Captured by US Do 335A-4 11 240311 Partly assembled Captured by US Do 335A-4 12 240312 Partly assembled Captured by US Do 335A-4 13 240313 Partly assembled Captured by US Do 335A-6 none assembled, Heinkel Vienna factory bombed out. Do 335A-10 aircraft built at Oberpfaffenhofen. Model Code Werk Nr. Notes Do 335A-10 111 240111 flew late Nov 1944. Captured by US at Oberpf. Do 335A-10 240114 not completed Do 335A-12. 2 aircraft built at Oberpfaffenhofen, plus 2 aircraft part assembled. Model Code Werk Nr. Notes Do 335A-12 112 240112 Air Min 225, to RAE, w/o 18 Jan 1946 Do 335A-12 121 240121 to England, w/o 13 Dec 1945 Do 335A-12 122 240122 not completed, scrapped by US Do 335A-12 Partly assembled Do 335B series prototypes. 6 aircraft part assembled at Oberpfaffenhofen. Model Code Werk Nr. Notes Do 335B-2 RP+UB 14/18 240118 B-2 replacement proto, to France with CEV until 4.6.48 Do 335V-15 RP+UC 15/19 240119 B-1 2nd prototype to Lwe 2.45 Do 335V-16 RP+UD 16/20 240120 B-2 2nd prototype night ftr with FuG 218 Do 335V-17 RP+UE 17/16 240116 B-6 prototype to France w/o Autumn 45 Do 335V-18 RP+UF 18/17 240117 B-6 2nd prototype night ftr to Lwe 2.45 Do 335V-19 RP+UG 19/15 240115 B-3 prototype not completed Do 335V-20 B-7 prototype not completed Do 335V-21 B-8 prototype not completed Do 335V-22 B-8 2nd prototype not completed

95236

johnbr — Wed, 26 Oct 2011 21:00:40 -0400

by: johnbr

Description: Design and development Before the war, in 1938 the Air Ministry issued two specifications for two naval fighters, a conventional and a "turret fighter". Performance for both was to be 275 knots at 15,000 ft while carrying an armament, for the conventional fighter, of eight 0.303 Browning machine guns or four 20mm Hispano cannon. This would replace the Fulmar which had been an interim design. These specifications were updated the following year and several British manufacturers tendered their ideas. Further changes to the official specification followed, the turret fighter specification was dropped and a modified specification issued to cover single and dual seat fighters capable of 330 and 300 knots respectively. Fairey offering designs that could be single or two seater and powered by the Rolls Royce Griffon or alternatively a larger airframe with a Napier Sabre. After consideration of manufacturers responses, Specification N.5/40 replaced the earlier specifications. Due to the necessity of navigating over open sea, it was for a two-seater alone.[1] For defence of naval bases a separate single seater design would lead to the Blackburn Firebrand.[2] The Firefly was designed by H.E. Chaplin at Fairey Aviation; in June 1940, the Admiralty ordered 200 aircraft "off the drawing board" with the first three to be the prototypes. The prototype of the Firefly flew on 22 December 1941.[3] Although it was 4,000 lb (1,810 kg) heavier than the Fulmar (largely due to its armament of two 20 mm Hispano cannon in each wing), the Firefly was 40 mph (60 km/h) faster due to improved aerodynamics and a more powerful engine, the 1,735 hp (1,294 kW) Rolls-Royce Griffon IIB. The Firefly is a low-wing cantilever monoplane with oval-section metal semi-monocoque fuselage and conventional tail unit with forward-placed tailplane. Powered by a Rolls-Royce Griffon liquid-cooled piston engine with a three-blade airscrew. The Firefly had retractable main landing gear and tail wheel, with the hydraulically-operated main landing gear retracting inwards into the underside of the wing centre-section. The aircraft also had a retractable arrester hook under the rear fuselage. The pilot's cockpit was over the leading edge of the wing and the observer/radio-operator/navigator aft of the wing trailing edge - positions which gave better visibility for operating and landing. Both crew had separate jettisonable canopies. The all-metal wing could be folded manually, with the wings ending up along the sides of the fuselage. When in the flying position, the wings were hydraulically locked.[4] Handling and performance trials were first undertaken at Boscombe Down in 1942; by 1944 the Firefly was cleared to use underwing rocket projectiles and by April 1944 tests with a double underwing load of 16 rockets and two 45 gallon (205 l) drop tanks still provided acceptable handling.[5] Further testing with two 90 gallon (410 l) drop tanks or two 1,000 lb (454 kg) bombs showed acceptable handling, albeit with "...a small adverse effect on handling..." while "...handling with a single 1,000 lb (454 kg) bomb was unpleasant, but manageable."[5] Performance trials at 11,830 lb (5,366 kg) indicated a maximum speed of 315 mph (508 km/h) at 16,800 ft (5,121 m); a climb to 20,000 ft (6,096 m) took 12.4 minutes, with a maximum climb rate of 2,140 fpm (10.87 m/s) at 3,800 ft (1,158 m), and a service ceiling of 30,100 ft (9,174 m).[6]

potez-63s-fighter-01

johnbr — Wed, 26 Oct 2011 19:24:18 -0400

by: johnbr

Description: The Potez 63 was a low-wing twin-engined monoplane with more than a passing resemblance to the Bf 110. Like the German aircraft it had a twin tail, a streamlined fuselage, and the cockpit was covered by a long greenhouse canopy. The wings were low-mounted. The short central section, between the fuselage and the engine nacelles had parallel leading and trailing edges and no dihedral, while the outer sections had a clear dihedral and straight edges that tapered towards a rounded point. The horizontal surface on the twin tail also had dihedral. The retractable undercarriage folded into the engine nacelles. Potez chose to build a prototype of the 630, and work began on the Potez 630-01 in April 1935. The aircraft took almost exactly one year to build, and made its maiden flight on 25 April 1936. At this stage it had a wooden tail with no dihedral. The prototype was slightly damaged in a crash on 6 May, but was soon replaced and sent to Villcoublay for official trials on 3 August. After some early trials the wooden tail was replaced with the production model, and tests resumed in November. The engines were replaced twice, until the prototype was using the Hispano-Suiza 14 Ab 10/11 engines, which provided 640hp at sea level, 700hp at take off and 725hp at altitude. With these engines the fully loaded aircraft reached a top speed of 286mph. The second prototype, the Potez 631-01, made its maiden flight in March 1937. This aircraft was powered by the Gnome-Rhone 14 Mars radial engine, which provided 570hp at sea level, 700hp at take off and 660hp at altitude. Although the Gnome-Rhone engines were less powerful, they were also smaller, and the Potez 631-01 was only 4mph slower than the 630-01. Production of the aircraft actually began in May 1937, before the letter of intent had been issued. The fuselage and tails were built at Caudebec, the wings at Le Havre and the aircraft were assembled at M�aulte, then at Les Mureaux. Next to be ordered into production was the Potez 637 reconnaissance aircraft, followed by the Potez 63.11 army cooperation aircraft. This version would be built in larger numbers than any other, accounting for three quarters of the total production run. The order for Potez 633s was soon cancelled, and turned into one for Potez 631s. The first production Potez 680 was completed in February 1938, and the type entered service late in 1938. Only the Potez 631, Potez 637 and Potez 63.11 saw significant action during the Battle of France. The Potez 630 had been withdrawn because of engine problems and the Potez 633 was mainly used for training. The Potez 637 was one of the more modern aircraft in the reconnaissance groups, but losses were heavy. Production of this variant was limited, and the Potez 63.11 played just as important role in these group. The Potez 63.11 was also the most important aircraft in the army co-operation units, where it suffered heavy losses, mostly to ground fire and on the ground (although managed to hold its own against German fighters). By 1940 the entire family was outdated, with the lack of engine power and thus speed being their main weakness, but slow production of the more modern aircraft designed to replace them meant that large numbers of French aircrew were forced to fight in members of the Potez 63 family. The Potez 63 was made available for export in 1937, and a number of orders were received, although only two were even partly fulfilled. The Potez 633 B2 was the most popular export model. After the French Air Force cancelled its own order for the bomber variant, these export aircraft were the only ones to be constructed, and they served with the Arm�e de l'Air. Five countries ordered aircraft from France: China ordered four Potez 631 C3s and five Potez 633 B2s. Greece ordered twenty-four Potez 633 B2s. Romania ordered twenty Potez 633 B2s in a first order and another twenty in 1938. Switzerland ordered one Potez 630 C3 and one Potez 633 B2s. Yugoslavia ordered two Potez 630 C3s and one Potez 631 C3. Finally Avia in Czechoslovakia arranged for licence production of the Potez 636 C3, but production had not got underway when Germany occupied the country. From these orders Switzerland received its Potez 630. Yugoslavia received one of its Potez 630s, but the other, a dual control trainer, was retained in France.

dornier-d035

johnbr — Mon, 17 Oct 2011 13:37:47 -0400

by: johnbr

Description: Specifications (Do 335 A-0)General characteristics Crew: 1, pilot Length: 45 ft 5 in (13.85 m) Wingspan: 45 ft 1 in (13.8 m) Height: 15 ft (4.55 m) Wing area: 592 ft� (55 m�) Empty weight: 11,484 lb (5,210 kg) Max takeoff weight: 19,500 lb (8,590 kg) Powerplant: 2� Daimler-Benz DB 603A 12-cylinder inverted engines, 1,287 kW, 1,726 hp (1,750 PS) each Performance Maximum speed: 474 mph (765 km/h) Combat radius: 721 mi (1,160 km (half load)) Service ceiling: 37,400 ft (11,400 m) Armament 1 � 30 mm (1.18 in) MK 103 cannon (as forward engine-mounted Motorkanone) 2 � 20 mm MG 151 cannons Up to 1,000 kg (2,200 lb) bombload

XA-41_B

johnbr — Sat, 24 Sep 2011 20:51:48 -0400

by: johnbr

Description: XA-41 Manufacturer: Consolidated-Vultee (Convair) Performance: Engine: Pratt & Whitney XR-4360-9: 3,000 hp takeoff, 2,400 hp at 13,500 feet Top Speed: 353 MPH at 15,500 feet Cruising Speed: 270 MPH Landing Speed: 74 MPH Climb Rate: xxxxxx (check book) Service Ceiling: 27,000 feet Range: 950 miles with 3,000 lbs of bombs Dimensions: Wingspan: 54 feet Wing Area: 540 square feet Length: 48 feet, 8 inches Height: 14 feet, 6 inches Empty Weight: 13,400 lbs Gross Weight: 18,800 lbs Maximum Weight: 23,260 lbs Fuel: 350 to 445 gallons (1,140 gallons in ferry mode) Armament: 4 x 37mm cannon (Wings; 50 rpg) 6 x .50 caliber MGs (Wings; 600 rpg) Internal Bomb Bay capable of carrying 3,000 lbs Could carry: 1 x Torpedo 4 x 1,600 lb bombs Extra fuel tanks. Notes: Began as the Vultee 90 in September 1942, ordered by the USAF on November 10, 1942, and first flew February 11, 1944. Single plane built

XA-41_A

johnbr — Sat, 24 Sep 2011 20:51:47 -0400

080116-F-1234S-013

johnbr — Sun, 15 May 2011 21:54:39 -0400

by: johnbr

Description: Operation Frantic Russian pilots and ground crew stand in front of a Petlyakov Pe-2 light bomber at Poltava, Russia, during the first shuttle raid -- Italy to Russia and return -- in June 1944. GI is TSgt. Bernard J. McGuire, Tonawanda, N.Y., of the 348th Bomb Squadron, 99th Bomb Group. (U.S. Air Force photo)

FA_18164s

johnbr — Mon, 11 Apr 2011 05:46:39 -0400

by: johnbr

Description: Westland Whirlwind The elegant lines of the Westland Whirlwind I are still evident in this 'Flight' photograph despite the lowering of the undercarriage. This is Whirlwind I, P7110.

FA_18166s

johnbr — Mon, 11 Apr 2011 05:42:34 -0400

by: johnbr

Description: Westland Whirlwind, Harald Penrose The elegant lines of the Westland Whirlwind I are still evident in this 'Flight' photograph despite the lowering of the undercarriage. This is Whirlwind I, P7110 being flown by Chief Westland Test Pilot, Harald Penrose.

FA_18174s

johnbr — Mon, 11 Apr 2011 05:37:55 -0400

by: johnbr

Description: Westland Whirlwind, Westland Lysander, Harald Penrose Westland Whirlwind I, P7110 flown by Westland Chief Test Pilot Harald Penrose, formates on the photo-ship Westland

FA_18175s

johnbr — Mon, 11 Apr 2011 05:34:00 -0400

by: johnbr

Description: Westland Whirlwind, Westland Lysander, Harald Penrose Westland Whirlwind I, P7110 flown by Westland Chief Test Pilot Harald Penrose, breaks formation, peeling away from the photo-ship Westland Lysander

FA_18175s2

johnbr — Mon, 11 Apr 2011 05:29:55 -0400

by: johnbr

Description: Westland Whirlwind, Westland Lysander Westland Whirlwind I, P7110, climbs past the photo-ship Westland Lysander on an air-to-air photo sortie with the 'Flight' photographer.

FA_18180s

johnbr — Mon, 11 Apr 2011 05:24:46 -0400

by: johnbr

Description: Westland Whirlwind, Westland Lysander, Harald Penrose Westland Whirlwind I, P7110 flown by Westland Chief Test Pilot Harald Penrose, simulates an attack on the photo-ship Westland Lysander

FA_18182s

johnbr — Mon, 11 Apr 2011 05:20:52 -0400

by: johnbr

Description: Westland Whirlwind, Westland Lysander, Harald Penrose Westland Whirlwind I, P7110 flown by Westland Chief Test Pilot Harald Penrose, formates on the photo-ship Westland Lysander

FA_18181s

johnbr — Mon, 11 Apr 2011 05:16:57 -0400

by: johnbr

Description: Westland Whirlwind, Westland Lysander, Harald Penrose Westland Whirlwind I, P7110 flown by Westland Chief Test Pilot Harald Penrose, slides under the photo-ship Westland Lysander

FA_18409s

johnbr — Mon, 11 Apr 2011 04:43:39 -0400

by: johnbr

Description: de Havilland De Havilland Mosquito B.IVs of 105 Squadron taxi out for take off from Marham, 10th December 1942. Aircraft identifiable in this shot are DZ360:GB-A, DZ353:GB-E and DZ367:GB-J.

FA_18414s

johnbr — Mon, 11 Apr 2011 04:39:08 -0400

by: johnbr

Description: : de Havilland De Havilland Mosquito B.IV, DZ367:GB-J, being armed with it's load of bombs, Marham 10th December 1942. An internal hoist aided the lifting and positioning of the bomb onto the shackles in the bomb bay.

FA_18417s

johnbr — Mon, 11 Apr 2011 04:34:48 -0400

by: johnbr

Description: de Havilland De Havilland Mosquito B.IV, DZ367:GB-J, being armed with it's load of bombs on the occasion of a visit by the press, Marham, 10th December 1942.

FA_18457s

johnbr — Mon, 11 Apr 2011 04:29:33 -0400

by: johnbr

Description: Westland Whirlwind Westland Whirlwind, P7002, coded SF-W, acts as the backdrop to this informal squadron photograph, 5th March 1943.

FA_18458s

johnbr — Mon, 11 Apr 2011 04:23:10 -0400

by: johnbr

FA_18460s

johnbr — Mon, 11 Apr 2011 04:18:59 -0400

by: johnbr

Description: Westland Whirlwind An informal squadron photo including those unsung heroes, the ground staff, 5th March 1943.

FA_18461s

johnbr — Mon, 11 Apr 2011 04:13:03 -0400

by: johnbr

Description: Westland Whirlwind The business end of a Westland Whirlwind I.

FA_18465s

johnbr — Mon, 11 Apr 2011 04:07:56 -0400

by: johnbr

Description: Westland Whirlwind The nose cone is gently eased over the protruding barrels of the four cannon in the nose of the Westlansd Whirlwind

FA_18472s

johnbr — Mon, 11 Apr 2011 04:03:07 -0400

by: johnbr

Description: The ground crew use purpose built cradles to carry the bombs to the underwing shackles from the bomb trolley

FA_18470s

johnbr — Mon, 11 Apr 2011 03:58:01 -0400

by: johnbr

Description: I think this the flying muck up for the B model. Westland Whirlwind A precarious pose needed to be adopted to secure the panels around the four guns in the nose of the Westland Whirlwind

1 comment

FA_18501s

johnbr — Mon, 11 Apr 2011 03:53:20 -0400

by: johnbr

Description: Hawker Typhoon Hawker Typhoon IB, EK286, slips behind the 'Flight' photographers photo plane in a simulated attack, April 1943.

FA_18510s

johnbr — Mon, 11 Apr 2011 03:48:18 -0400

by: johnbr