Aircraft of World War II

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

JU-290

johnbr — Mon, 08 Apr 2013 20:57:38 -0400

by: johnbr

Description: JU-290 German aircraft Junkers JU 290 A-7 (2900181) after a landing accident April 1st 1944

Captured_Sh_wa_L2D3_or_L2D3-L_in_US_markings_Mindanao_

johnbr — Sat, 06 Apr 2013 18:37:58 -0400

by: johnbr

Description: captured Shōwa L2D3 or L2D3-L in US markings, Mindanao, Philippines, May 1945 The Shōwa L2D and Nakajima L2D, given the designations: Shōwa Navy Type 0 Transport and Nakajima Navy Type 0 Transport, were license-built versions of the Douglas DC-3. The L2D series, numerically, was the most important Japanese transport in World War II. The L2D was given the Allied code name Tabby. After successful license production acquired in 1935 of the earlier Douglas DC-2, Nakajima Hikoki acquired the license rights for $90,000 in February 1938, to build the DC-3. Previously, the Great Northern Airways and the Far East Fur Trading Company had purchased 22 DC-3s from 1937�1939. This total consisted of 13 Cyclone powered DC-3s and nine Twin Wasp powered DC-3As, two of which were delivered un-assembled and assigned to a relatively new concern, Shōwa Aircraft.[3] Both Shōwa and Nakajima worked in concert to create a production series. Although the L2D was intended for both civil and military application, the production run was largely reserved for the Japanese military as the Navy Type 0 Transport. The Nakajima prototype, powered by Pratt & Whitney SB3G radial engines, first flew in October 1939 and entered production in 1940 as the L2D1 with parts imported from the U.S. while the two Shōwa examples were being assembled to Japanese production standards to simplify manufacture. Differing in minor details, mainly due to the use of locally-produced Mitsubishi Kinsei 43 radial engines of similar power, the initial series from both companies were very similar to its Douglas antecedent. By 1942, Nakajima had built, including the prototype, 71 L2D2 Navy Type 0 Transport Model 11s and then embarked on manufacturing combat aircraft of their own design. Shōwa, once their factory and production line was complete, built the next series, a total of 416 aircraft, including 75 cargo versions with the "barn door," and reinforced floor (designated L2D2 1). The first Japanese military version was equipped with wide cargo doors, essentially mirroring the U.S. C-47, appearing about the same time.[5] Other L2D variants, while normally unarmed, the L2D4 and L2D4-1 variants carried one flexible 13 mm Type 2 machine gun in a dorsal turret in the navigator's dome and two flexible 7.7 mm Type 92 machine guns that could be fired from fuselage hatches, but this armament configuration was not a production standard. Although the Japanese civil versions were nearly identical to their Douglas equivalent, the military variants, while visually similar, were substantially different. The Kinsei 51/53 engines had 1,325 hp (975 kW) and featured enlarged nacelles and large propeller spinners, while the cockpit bulkhead was moved back 40 inches (100 cm) so all four crew members forward were in one compartment, with three extra windows added behind the cockpit. The most radical changes to the original design came about due to wartime exigencies in shortages of strategic materials, that led to metal components in less critical structural areas being replaced by wood. As many as 20 transports featured wooden rudders, stabilizers, ailerons, fins, elevators and entrance doors. An all-wood variant, the L2D5, was readied for production near the end of the war. The original DC-3s operated by Dai Nippon Koku were impressed into Imperial service during the war, serving alongside the license-built L2Ds. The L2Ds served in the Southern Philippines Kokutai in squadrons (Butais) attached to the 1st, 3rd, 4th, 6th[citation needed], 11th, 12th, 13th and 14th Air Fleets (Koku Kantais) as well as the Combined Fleet (Rengo Kantai) and to the China Area and Southwest Area Fleets. With the large load capacity inherent in all L2D variants, the types were used in all Japanese theaters, as both a passenger and cargo transport, playing an important role in supply of the distant garrisons on the islands of Pacific Ocean and new Guinea. They were also adapted to serve as staff and communications aircraft as well as in the maritime surveillance role. Relatively few of the Shōwa/Nakajima L2Ds survived the war, although at least one captured example was in service with the National Aviation Corporation (CNAC) during 1945, serving along with DC-3s acquired pre-war. In 1946, another captured L2D2 was used by the French VVS in military operations in Indochina.Postwar, other L2Ds were located in the Pacific as either crashed or abandoned aircraft, and none exist today

arado232

johnbr — Mon, 01 Apr 2013 06:52:39 -0400

by: johnbr

Description: Variants Ar 232 V1 & V2 Ar 232A prototypes and research aircraft, powered by two 1,193 kW (1,600 hp) BMW 801A/B engines. Ar 232 V3 & V4 Ar 232B prototypes and research aircraft, powered by four BMW Bramo 323R-2 Fafnir engines. Ar 232A Pre-production aircraft used for operational trials, powered by two BMW801 engines, only ten built. Ar 232B The first production aircraft powered by four Bramo 323 Fafnir engines, only ten built as Ar 232B-0. Ar 232C A redesigned version using wood for outer wing sections and control surfaces. Ar 432 The planned production version of the Ar 232C, renamed. Ar 532 Planned enlarged six-engined version of the Ar 432. Ar 632 Planned enlarged six-engined version of the Ar 432. [edit]Specifications (Ar 232B) General characteristics Crew: 4 Length: 23.52 m (77 ft 2 in) Wingspan: 33.50 m (109 ft 10� in) Height: 5.69 m (18 ft 8 in) Wing area: 142.60 m� (1,535 ft�) Empty weight: 12,780 kg (28,175 lb) Max. takeoff weight: 21,150 kg (46,628 lb) Powerplant: 4 � BMW Bramo 323R-2 Fafnir 9-cylinder radial engine, 895 kW (1,200 hp) each Performance Maximum speed: 308 km/h at 4,000 m (191 mph at 13,123 ft) Cruise speed: 290 km/h at 2,000 m (180 mph at 6,561 ft) Range: 1,062 km (660 mi) Service ceiling: 6,900 m (22,640 ft) Armament 1 � 13 mm (.51 in) MG 131 machine gun mounted in the nose 1 � 20 mm MG 151 cannon mounted in an EDL 151 dorsal turret 1-2 � 13 mm (.51 in) MG 131 machine gun mounted in the rear position and 8 � 7.92 mm (.312 in) MG 34 machine guns mounted in side windows when transporting infantry

Me323

johnbr — Wed, 27 Mar 2013 22:42:45 -0400

by: johnbr

testupload

Rallendk — Thu, 14 Mar 2013 12:49:09 -0400

by: Rallendk

Description: Testing upload

Junkers_Ju-290A-71

johnbr — Mon, 10 Dec 2012 23:58:27 -0500

by: johnbr

Junkers_Ju-290A-7_2

johnbr — Mon, 10 Dec 2012 23:57:32 -0500

by: johnbr

Junkers_Ju-290A-7_3

johnbr — Mon, 10 Dec 2012 23:57:32 -0500

by: johnbr

Junkers_Ju-290A-7_in_Air

johnbr — Mon, 10 Dec 2012 23:51:32 -0500

by: johnbr

Junkers_Ju-290A-7

johnbr — Mon, 10 Dec 2012 23:49:19 -0500

by: johnbr

German-DFS230-Italy-1943

johnbr — Thu, 06 Dec 2012 23:49:33 -0500

by: johnbr

Description: Specifications (DFS 230 B-1) Data from Aircraft of the Third Reich,[1] German Aircraft of the Second World War[2] General characteristics Crew: 1 Capacity: 9 equipped troops + 270 kg Length: 11.24 m (36 ft 11 in) Wingspan: 21.98 m (72 ft 1 in) Height: 2.74 m (9 ft 0 in) Wing area: 41.3 m2 (445 sq ft) Empty weight: 860 kg (1,896 lb) Gross weight: 2,040 kg (4,497 lb) Max takeoff weight: 2,100 kg (4,630 lb) Performance Never exceed speed: 290 km/h (180 mph; 157 kn) Maximum towing speed: 209 km/h (130 mph) Normal towing speed: 180 km/h (112 mph) Maximum glide ratio: 1:11 (empty), 1:18 (fully loaded) Armament Guns: 1 x 7.92 mm (0.312 in) MG 15 machine gun on a manually aimed mounting aft of the cockpit 2 x 7.92 mm MG 34 fixed forward firing machine guns attached to the forward fuselage sides. DFS 230 A-1 Initial production version DFS 230 A-2 A-1 with dual-controls DFS 230 B-1 Braking parachute added, able to carry defensive armament (MG 34 machine gun) DFS 230 B-2 B-1 with dual-controls DFS 230 C-1 Late production version; B-1 with nose braking rockets DFS 230 D-1 C-1 with improved nose braking rocket design, one prototype (DFS 230 V6) DFS 230 F-1 Larger version with capacity for 15 soldiers, one prototype (DFS 230 V7, DV+AV)

Me_323E-1_1

johnbr — Wed, 05 Dec 2012 22:34:51 -0500

by: johnbr

C-119

johnbr — Wed, 05 Dec 2012 22:02:36 -0500

by: johnbr

Description: characteristics �Crew: 5 �Capacity: ◦62 troops or ◦35 stretchers �Payload: 10,000 lb (4,500 kg) of cargo �Length: 86 ft 6 in (26.37 m) �Wingspan: 109 ft 3 in (33.30 m) �Height: 26 ft 6 in (8.08 m) �Wing area: 1,447 ft� (134.4 m�) �Empty weight: 40,000 lb (18,000 kg) �Loaded weight: 64,000 lb (29,000 kg) �Max. takeoff weight: 74,000 lb (34,000 kg) �Powerplant: 2 � Pratt & Whitney R-4360-20[N 4][N 5]radial engines, 3,500 hp (2,611 kW each) each Performance �Maximum speed: 296 mph (257 knots, 450 km/h) �Range: 2,280 mi (1,980 nm, 3,670 km) �Service ceiling: 23,900 ft (7,290 m) �Rate of climb: 1,010 ft/min (5.1 m/s) �Wing loading: 44 lb/ft� (216 kg/m�) �Power/mass: 0.11 hp/lb (180 W/kg)

Douglas C-47 Skytrain or Douglas DC 2/3

nickbert_81 — Wed, 12 Sep 2012 08:22:46 -0400

by: nickbert_81

Description: Hi, Which model is this plane Douglas C-47 Skytrain or Douglas DC 2/3 The 117 Squadron my grandfather was in mentions flying Douglas DC 2 & 3. Not C-47's but I have been told its a C-47??? I cant tell the difference from pictures Regards Nick

lockheed lodestar II or Lockheed Hudson VI

nickbert_81 — Wed, 12 Sep 2012 08:09:55 -0400

by: nickbert_81

Description: Hi Guys, Question - lockheed lodestar II or Lockheed Hudson VI My grandfather was in the 117 squadron and they flew both types of these aircraft These pictures were in his personal collection - which is it? Regards Nick

lockheed lodestar II or Lockheed Hudson VI

nickbert_81 — Wed, 12 Sep 2012 08:09:54 -0400

075-XCG-10A_26-1100

johnbr — Sun, 27 Nov 2011 00:31:43 -0500

by: johnbr

Description: XCG-10A Serial 26-1100

074-CG4A_Powered

johnbr — Sun, 27 Nov 2011 00:30:00 -0500

by: johnbr

073-CG4A-NW_45-13883

johnbr — Sun, 27 Nov 2011 00:29:59 -0500

by: johnbr

air_hamilcar2

johnbr — Mon, 21 Nov 2011 18:15:23 -0500

by: johnbr

Description: General Aircraft GAL 49/50 Hamilcar-The Other WWII British Assault Glider Although the WWII Airspeed AS 51 Horsa assault glider was the most prolific of the allied glider aircraft which augmented the parachute elements of the British 1st and 6th Airborne Divisions it remained for another glider, the General Aircraft GAL 49/50 Hamilcar, to deliver the heavier loads which would provide extra muscle to the lightly armed paratroops and airlanding forces. It was the heaviest of allied gliders and the only one capable of carrying a tank. More importantly for the airborne forces it was capable of carrying the Ordnance QF 17 Pdr Anti-tank Gun, its Morris C8 30cwt Quad Field Artillery Tractor (FAT), basic ammunition load, and complete gun crew from an Airlanding Anti-tank Battery, Royal Artillery, all in a single load. This capability provided a rather nasty surprise to the most heavily armored German tanks, even the Tiger I (max. frontal armor, 100 mm). The gun was capable of penetrating 118 mm of armor plate at 1000 yd, and with the introduction in July 1944 of an Armor Piercing, Discarding Sabot (APDS) round, 231 mm (9.1 in.) of armor plate at 1000 yd. (more than enough to 'put paid' to even the Tiger II#. The first prototype #GAL 49# flew on 27 March 1942. A total of either 344 or 410 #depending on sources# Hamilcars had been built when production ended in 1946, at a cost of �50,000 per glider. As was the case with the design of the Horsa, construction of the Hamilcar was almost entirely of wood, taking full advantage of Britain's 'cottage industry', aluminum being in short supply. #Most of the images can be enlarged by clicking on them.# A contemporary detailed cut-away drawing of the prototype General Aircraft GAL 49 Hamilcar I Glider with acknowledgment to Creative Cutaways and The Aeroplane Spotter A later equally detailed cut-away drawing of the GAL 50 Hamilcar Glider showing a Tetrarch Mk VII ICS Tank as carried with acknowledgment to Flight Magazine Annotated detailed cut-away drawing of the cargo box of the General Aircraft GAL 50 Hamilcar Glider The relatively clean aerodynamic shape of this WWII assault glider seen at a distance belies the size of this leviathan. With a wingspan of 110 ft #33.53 m# and length of 68 ft #20.73 m# it was only slightly larger than the Horsa, but its cargo box was significantly more voluminous, accommodating over twice the payload. The Hamilcar glider�s empty weight was 18,400 lb #8,346 kg# with a maximum takeoff weight of 36,000 lb #16,329 kg# #7 tons of cargo#, as compared with the Horsa�s weight of 8,370 lb #3,804 kg# and maximum takeoff weight of 15,500 lb #7,045 kg#. The General Aircraft GAL 50 Hamilcar Heavy Assault Glider, at a distance very deceptive in size The Hamilcar was cleared and capable of carrying any one of the following payloads: 1 Tetrarch Mk VII ICS #infantry close support# light tank #15,680 lb# 1 US Locust M22 light tank #16,400 lb# 2 Universal #Bren# Carriers #17,000 lb# 3 Rota Tank trailers with 4 Airborne supply panniers 1 Mortar carrier #9,280 lb# with 8 motorcycles #2,880 lb# 1 17 Pdr Anti-tank gun #4,624 lb# with modified Morris C8 30cwt Quad Tractor #empty weight 7,496 lb #3,400 kg#, prime mover# 1 25 Pdr Field gun with modified tractor 2 Daimler Armored Scout cars 1 D4 Small Bulldozer #15,920 lb# 1 Universal #Slave b

f_dday05

johnbr — Mon, 21 Nov 2011 18:15:23 -0500

Go244_6af-s

johnbr — Sun, 13 Nov 2011 07:47:43 -0500

by: johnbr

Description: Development The Go 244 was the powered version of the Gotha Go 242 military glider transport. Studies for powered versions of the Go 242 began early in the design of the glider, with one early proposal being for modification to allow a single Argus As 10C engine to be temporarily attached to the nose of the glider to allow recovery back to base after use. This idea was rejected, but the alternative of a permanently powered twin-engined version was taken forward.[1] Three Go 242s were modified as prototypes of the powered Go 244, fitted with varying surplus radial engines. The first prototype, the Go 244 V1 was powered by two 660 hp (492 kW) BMW 132, while the second prototype had 700 hp (522 kW) Gnome-Rh�ne 14Ms and the third 750 hp (560 kW) Shvetsov M-25A engines. Although only the third prototype offered adequate engine out performance, the Luftwaffe had large stocks of captured Gnome engines, so this was chosen as the basis for the production conversion, although a few more aircraft were fitted with the BMW and Shvetsov engines.[2][3] The B series was the main production model, being based on the Go 242B with a wheeled tricycle undercarriage and with fuel and oil carried in the tailbooms.[4] 133 were converted from Go 242 Bs, while a further 41 were built from new before production reverted to the glider Go 242.[5] Plans were also created for single-engined variants with a nose-mounted Argus A 10C or Junkers Jumo 211.[6] [edit] Operational history The first examples of the Go 244 were delivered to operational units in Greece and Crete in March 1942. Some were also assigned to transport Geschwader in North Africa and the Eastern Front but on the former front they proved vulnerable to anti-aircraft fire and were withdrawn, being replaced by Junkers Ju 52 or Messerschmitt Me 323 aircraft.[6] [edit] Variants Go 244 A-1 - prototype, using the BMW 132 radial engine Go 244 B-1 - production version, with fixed landing gear Go 244 B-2 - B-1 with improved landing gear including a larger semi-retractable nose wheel Go 242 B-3 - paratroop-carrying version of B-1 with double rear doors Go 244 B-4 - paratroop-carrying version of B-2 with doors of B-3 and landing gear of B-2 Go 244 B-5 - training version with dual controls [edit] Specifications (Go 244 B-1) Data from Gotha's Twin-Boom Troopers[7] General characteristics Crew: 1 or 2 pilots Capacity: up to 23 troops or freight Length: 15.80 m (51 ft 10 in) Wingspan: 24.50 m (80 ft 4� in) Height: 4.70 m (15 ft 5 in) Wing area: 64.4 m� (693 ft�) Empty weight: 5,100 kg (11,243 lb) Loaded weight: 6,800 kg (14,991 lb) Max takeoff weight: 7,162 kg (15,789 lb) Powerplant: 2 � Gnome-Rh�ne 14M 06/07 14-cylinder radial engine, 742 hp (553 kW) at 2,000 m (6,560 ft) each Performance Maximum speed: 290 km/h (157 knots, 180 mph) at 4,000 m (13,100 ft) Cruise speed: 270 km/h (146 knots, 168 mph) at 3,900 m (12,800 ft) Range: 410 km (222 nmi, 255 mi) Service ceiling: 8,350 m (27,395 ft) Climb to 1,000 m (3,300 ft): 3 min Armament Guns: 3 � 7.92 mm (.312 in) MG 15 or MG 81Z machine guns

Go244_2f-s

johnbr — Sun, 13 Nov 2011 07:46:30 -0500

Go244-9f-s

johnbr — Sun, 13 Nov 2011 07:43:33 -0500

by: johnbr

messerschmitt-me-323-gigant-transport-04

johnbr — Sat, 15 Oct 2011 16:58:45 -0400

by: johnbr

ar232_1c

johnbr — Sat, 15 Oct 2011 16:47:09 -0400

by: johnbr

Description: VariantsAr 232 V1 & V2 - Ar 232A prototypes and research aircraft, powered by two BMW801 engines. Ar 232 V3 & V4 - Ar 232B prototypes and research aircraft, powered by four Bramo 323 Fafnir engines. Ar 232A - Pre-production aircraft used for operational trials, powered by two BMW801 engines. Ar 232B - The first production aircraft powered by four Bramo 323 Fafnir engines, only ten built as Ar 232B-0. Ar 232C - A redesigned version using wood for outer wing sections and control surfaces. Ar 432 - The planned production version of the Ar 232C, re-named. Ar 532 - Planned enlarged six-engined version of the Ar 432. Ar 632 - Planned enlarged six-engined version of the Ar 432. [edit] Specifications (Ar 232B)General characteristics Crew: 4 Length: 23.52 m (77 ft 2 in) Wingspan: 33.50 m (109 ft 10� in) Height: 5.69 m (18 ft 8 in) Wing area: 142.60 m� (1,535 ft�) Empty weight: 12,780 kg (28,175 lb) Max takeoff weight: 21,150 kg (46,628 lb) Powerplant: 4 � BMW Bramo 323 R-2 Fafnir 9-cylinder radial engine, 895 kW (1,200 hp) each Performance Maximum speed: 308 km/h at 4,000 m (191 mph at 13,123 ft) Cruise speed: 290 km/h at 2,000 m (180 mph at 6,561 ft) Range: 1,062 km (660 mi) Service ceiling: 6,900 m (22,640 ft) Armament 1 � 13 mm (.51 in) MG 131 machine gun mounted in the nose 1 � 20 mm MG 151 cannon mounted in an EDL 151 dorsal turret 1-2 � 13 mm (.51 in) MG 131 machine gun mounted in the rear position

Admiral Calhoun's plane

tmixjr68 — Fri, 29 Jul 2011 04:00:17 -0400

by: tmixjr68

Description: The admiral always asked for my dad to work on his plane, picture taken on Bougainville

Douglas R4D

Bigbird — Sat, 02 Jul 2011 05:24:33 -0400

by: Bigbird

Description: Shown here are a stick Marines boards an R4D transport. This was the Marine equivalent of the Army C-47. Photo courtesy of MSgt W. F. Gemeinhardt, USMC (Ret)

048-XCG-16_44-76193

johnbr — Sat, 04 Jun 2011 12:27:44 -0400

by: johnbr

Description: Design and DevelopmentDesign of the CG-16 evolved from the lifting fuselage theories of Vincent Burnelli laid out in Patent No. 1,758,498 issued on 13 May 1930,.[2] which advocated the use of 'lifting fuselages' providing a high proportion of the total lift. To enter a competition at Wright Field for a new assault glider for the USAAF, Hawley Bowlus and Albert Criz designed a Burnelli style lifting fuselage assault glider as the Bowlus-Criz MC-1.[1] To prove the concept and aerodynamic qualities Bowlus designed a � scale prototype which flew successfully. The flight tests of the � scale MC-1 maintained confidence in the full sized glider.[3] A contract for three MC-1 gliders, (two flyable and one for static testing), was given to the Airborne and General aircraft company, which had been formed by Bowlus and Criz. This company soon transformed into the General Airborne Transport company which built the full sized MC-1 gliders with the military designation XCG-16.[1] Flight tests of the full sized MC-1, (registered to the Albert Criz company on 19 July 1943 as NX21757), commenced at March Field, California on 11 September 1943, but tragedy struck on a demonstration flight with Richard Chichester du Pont, special assistant to Gen Arnold; Col Ernest Gabel, another glider specialist on the staff of the Chief of Staff of the Air Force, and C. C. Chandler, thrice soaring champion aboard. Inadequately secured ballast came loose when the glider flew through the Lockheed C-60 glider tug's propwash, causing a catastrophic rearward shift in the centre of gravity. The uncontrollable MC-1A released from tow and entered a flat spin which it didn't recover from. Three of the crew and passengers jumped over board but only two survived the parachute jump.[1] In spite of all the design problems and the MC-1 crash, a contract was approved on 13 November 1943 for two test flight articles and one static test article of the MC-1 glider designated as the USAAF XCG-16. Only one XCG-16, (44-76193), was manufactured and tested, demonstrating good flying qualities, but major issues with military equipment and procedures precluded the CG-16 from a production contract as it did not meet military expectations as a combat glider. The contract for all remaining work on the CG-16 was cancelled on 30 November 1944.[1] [edit] VariantsBowlus-Criz MC-1 1/2 scale A flying � scale model of the MC-1/XCG-16. Successful flight trials proved the aerodynamic qualities of the MC-1. After completion of CG-16 related flying the 1/2 scale MC-1 was converted to a flying wing by Don Mitchell, one of Hawley Bowlus's friends and a colleague at Bowlus Sailplanes.[3] Airborne and General MC-1 The full scale civilian prototype of the CG-16, destroyed on its second flight during a demonstration flight. Genral Airborne Transport XCG-16 Three prototypes of the military XCG-16 were ordered but only one was completed as 44-76193. Trials revealed major deficiencies in the ability of the CG-16 to fulfil the intended mission, despite good flying qualities. SpecificationsData from indianamilitary.org General characteristics Crew: Two pilots Capacity: 42 troops or 10,050 lb (4,570 kg) of cargo Length: 48 ft 4 in (14.72 m) Wingspan: 91 ft 10 in (27.98 m) Height: 18 ft 4 in (5.58 m) Wing area: 1,139 ft2 (105.9 m2) Aspect ratio: 7.4 Empty weight: 9,480 lb (4,310 kg) Gross weight: 19,540 lb (8,880 kg) Performance Maximum speed: 220 mph (354 km/h)

ar_232_2_208

johnbr — Sun, 29 May 2011 22:57:41 -0400

by: johnbr

Description: DevelopmentEven before the prototypes were complete in 1941, the Focke-Wulf Fw 190 project had been earmarked to use the BMW 801A/B, and was proving to be a capable design. Production of the BMW 801 was insufficient to supply this new demand, and the Ar 232 was forced to use another engine. Eventually, the BMW Bramo 323 from the Junkers Ju 352 was selected instead, as it was already in production and could meet requirements if the Ar 232 really did replace the Ju 52/3m in service. The prototypes were far enough along that switching engines would have seriously delayed the program, so the first two were to be completed as the Ar 232A, and the third and a newly ordered fourth as the Ar 232B. The third and fourth prototypes (and all production aircraft) used four engines (in place of the two specified in the RLM specification) in order to provide the desired performance. An Ar 232A-0 in 1945The first two prototypes, bearing the Stammkennzeichen alphabetic codes GH+GN and VD+YA respectively, started trials in early 1941. The first flight resulted in the collapse of the nose gear, but the millipede wheels saved the aircraft from damage. A further ten pre-production machines were built, and were used operationally as the Ar 232A-0 while awaiting production versions. In general, the Ar 232 completely outperformed the Ju 52/3m. It carried roughly double the load over longer distances, operated from shorter runways and rougher fields if need be, and cruised about 70 km/h (44 mph) faster. The Ar 232B program ran at the same time. With four 895 kW (1,200 hp) Bramo 323s, power increased from 2,386 kW (3,200 hp) to 3,580 kW (4,800 hp), solving the A model's problem of having little excess power in case of engine failure. This change also required the wing to be extended slightly, the span increasing just over 3 m (9 ft 10 in) in total. The extra weight of the engines also moved the center of gravity forward, which was offset by extending the cargo area rearward another meter. Two four-engined prototypes were ordered, the V3 and V4, and V3 first flew in May 1942. A further 10 were then ordered as the Ar 232B-0, and were used widely in an operational role. However, this was the only order for the design, as the Luftwaffe gave transport aircraft production a very low priority. Many of those produced were used by Arado to transport aircraft parts between its factories, and did not see front-line service. Plans were also made to replace the outer wing sections and control surfaces with wooden versions to conserve then-limited supplies of aluminium. Originally to be known as the Ar 232C, the design dragged on and was later re-named the Ar 432. Plans were finally put into place to start production in October 1945, but the war ended without even a prototype being produced. Two even larger planned versions, the Ar 532 and the Ar 632, would have almost doubled the wingspan to 60 m (196 ft 10 in) and added another two engines. Two of the B-0s were captured by British forces at the end of the war. After test flights by Eric "Winkle" Brown, who gave the design excellent marks, they were used by the Royal Air Force on flights between England and Germany after the war.

ar_232_926

johnbr — Sun, 29 May 2011 22:56:33 -0400

Richard_Swett_XC-99_43-52436_right_front_l

johnbr — Sat, 28 May 2011 19:12:06 -0400

by: johnbr

Me_323_Gigant

johnbr — Sat, 16 Apr 2011 14:04:05 -0400

by: johnbr

Description: Specifications (Me 323D-6)Data from Britannica Book Of The Year 1944;[8] German Aircraft of the Second World War[7] General characteristics Crew: 5 Capacity: 130 troops or 10�12 tonnes of equipment Length: 28.2 m (92 ft 4 in) Wingspan: 55.2 m (181 ft 0 in) Height: 10.15 m (33 ft 3.5 in) Wing area: 300 m� (3,228 sq ft) Empty weight: 27,330 kg (60,260 lb) Loaded weight: 29,500 kg (65,000 lb) Max takeoff weight: 43,000 kg (94,815 lb) Powerplant: 6� Gnome et Rh�ne 14N 48/49, 700 kW (950 hp) each Performance Maximum speed: 285 km/h (177 mph (154 kn)) Cruise speed: 218 km/h (136 mph (118 kn)) Range: 800 km (500 mi) Ferry range: 1,100 km (684 mi) Service ceiling: 4,000 m (13,123 ft) Rate of climb: 3.6 m/s (710 ft/min) Armament Guns: 18 � 7.92 mm (.312 in) MG 81 machine guns

messerschmitt-me-323d-1-gigant-transport-02

johnbr — Sat, 16 Apr 2011 13:58:40 -0400

by: johnbr

Description: Design Gigant wing, showing wing gun positionsAs per the Me 321, the Me 323 had massive, semi-cantilever, high-mounted wings which were braced from the fuselage out to the middle of the wing. To reduce weight and to save on aluminum, much of the wing was made of plywood and fabric, while the fuselage was of metal tube construction with wooden spars and covered with doped fabric, with heavy bracing in the floor to support the payload. The "D" series had a crew of five: two pilots, two flight engineers and a radio operator. Two gunners could also be carried. The flight engineers occupied two small cabins, one in each wing between the inboard and center engines. The engineers were intended to monitor engine synchronisation and allow the pilot to fly without worrying about engine status, although the pilot could override the engineers' decisions on engine and propeller control. Maximum payload was around 20 tons, although at that weight the Hellmuth Walter Werke-designed, liquid-fueled RATO (rocket assisted takeoff) units used on the Me 321 were required for take off. The RATO's were mounted beneath the wings outboard of the engines, with the wings having underside fittings to take up to a total of four RATO units. The cargo hold was 11 m (36 ft) long, 3 m (10 ft) wide and 3.4 m (11 ft) high. The typical loads it carried were: One 15 cm FH18 field artillery piece (5.5 ton) accompanied by its Sd.Kfz.7 halftrack transport vehicle (11 ton), two 3.6 tonne (4 ton) trucks, 8,700 loaves of bread, an 88 mm Flak gun and accessories, 52 drums of fuel (252 L/45 US gal), 130 men, or 60 stretchers. Some Me 321s were converted to Me 323s, but the majority were built as six-engine aircraft from the beginning; early models were fitted with wooden two-blade propellers, which were later replaced by metal, three-blade variable-pitch versions. The Me 323's powerplants were of differing models of the Gnome-Rhone radials, depending on which wing panel they were mounted on-the starboard wing used a trio of engines and propellers that rotated counterclockwise (as seen from "nose-on") and the port wing's trio used clockwise rotation engine/prop setups. The Me 323 had a maximum speed of only 219 km/h (136 mph) at sea level and speed dropped with altitude. For defensive armament, it was armed with five 13 mm (.51 in) MG 131 machine guns firing from a dorsal position behind the wings and from the fuselage. They were manned by the extra gunners, radio operator and engineers

Gotha Transport

johnbr — Tue, 12 Apr 2011 00:18:50 -0400

by: johnbr

Description: Specifications (Go 244 B-1)Data from Gotha's Twin-Boom Troopers[7] General characteristics Crew: 1 or 2 pilots Capacity: up to 23 troops or freight Length: 15.80 m (51 ft 10 in) Wingspan: 24.50 m (80 ft 4� in) Height: 4.70 m (15 ft 5 in) Wing area: 64.4 m� (693 ft�) Empty weight: 5,100 kg (11,243 lb) Loaded weight: 6,800 kg (14,991 lb) Max takeoff weight: 7,162 kg (15,789 lb) Powerplant: 2� Gnome-Rh�ne 14M 06/07 14-cylinder two-row air-cooled radial engine, 742 hp (553 kW) at 2,000 m (6,560 ft) each Performance Maximum speed: 290 km/h (157 knots, 180 mph) at 4,000 m (13,100 ft) Cruise speed: 270 km/h (146 knots, 168 mph) at 3,900 m (12,800 ft) Range: 410 km (222 nmi, 255 mi) Service ceiling: 8,350 m (27,395 ft) Climb to 1,000 m (3,300 ft): 3 min Armament 3 � 7.92 mm (.312 in) MG 15 or MG 81Z machine guns

Fokker_F-10

johnbr — Mon, 04 Apr 2011 00:15:57 -0400

by: johnbr

Ar232A-12f

johnbr — Sat, 26 Mar 2011 13:11:21 -0400

by: johnbr

Ar232-04af

johnbr — Sat, 26 Mar 2011 13:11:20 -0400

by: johnbr

Ju_52

johnbr — Thu, 24 Mar 2011 22:57:59 -0400

by: johnbr

Me_323

johnbr — Thu, 24 Mar 2011 21:52:22 -0400

by: johnbr

Douglas R5D-3 Skymaster

Bigbird — Thu, 21 May 2009 04:51:36 -0400

by: Bigbird

Description: Shown here is a R5D-3 of VR-11 taxis for take-off at an Okinawan airfield while evacuating wounded men from the island on 6 May 1945. USMC.

Douglas R4D-5L

Bigbird — Wed, 13 May 2009 06:27:34 -0400

by: Bigbird

Description: Shown here a R4D-5L Skytrain takes off for the Little America base in Antartica from the flight deck of USS Philippine Sea, 29 January 1947. USN.

Consolidated RY-1/-2 Liberator

Bigbird — Mon, 11 May 2009 06:25:40 -0400

by: Bigbird

Description: Shown here is either a RY-1/or a -2 Liberator transport of the US Navy. Only three -1s and five-2s were accepted for Naval service.

Douglas R4D-6 Skytrain

Bigbird — Mon, 11 May 2009 05:55:04 -0400

by: Bigbird

Description: Shown here is a Naval Air Transport Service (NATS) R4D-6 Skytrain of VR-5 in Alaska, 24 July 1945. USN

Douglas C-47 Skytrain

Bigbird — Thu, 07 May 2009 06:11:04 -0400

by: Bigbird

Description: Shown here is a USAAF C-47 Skytrain is dwarfed by a ZP-14 Goodyear K-ship ASW patrol blimp at Cuers Airfield near Toulon, France, 13 June 1945. USN.

Douglas R4D Skytrain

Bigbird — Thu, 07 May 2009 06:07:39 -0400

by: Bigbird

Description: Shown here are three R4D Skytrain transports of VR-7 in formation off the coast of Florida shortly after the squadron's 4 April 1943 establishment at NAS Jacksonville. USN.

JU52_taking_off_col

Concorde247 — Tue, 03 Jun 2008 07:52:13 -0400

by: Concorde247

Description: Taken by me at Flying legends 2007

JU52_in_flight-2_col_

Concorde247 — Tue, 03 Jun 2008 07:52:12 -0400

by: Concorde247

Description: Taken by me at Flying legends 2007