Aircraft of World War II

148Squadronsmall

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

by: johnbr

Amerika_Bomber_Me264_Oberammergau_1945

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

by: johnbr

Description: Me 264 V3 or V2

Japanese_bomber_Nakajima_B5N2_Kate_flying_over_their_airbase_in_Rabaul

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

by: johnbr

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

Short_Stirling_heavy_bombers

johnbr — Mon, 08 Apr 2013 21:40:54 -0400

by: johnbr

Description: Short Stirling heavy bombers The Short Stirling was the first four-engined British heavy bomber of the Second World War. The Stirling was designed and built by Short Brothers to an Air Ministry specification from 1936, and entered service in 1941. The Stirling had a relatively brief operational career as a bomber, being relegated to second line duties from 1943 onwards when other four-engined RAF bombers, specifically the Handley Page Halifax and Avro Lancaster, took over its role.

B-25_covered_in_ash_from_Vesuvius_eruption_on_18th_March_44

johnbr — Mon, 08 Apr 2013 21:39:11 -0400

by: johnbr

Martin_B-26B_September_1943

johnbr — Mon, 08 Apr 2013 21:28:17 -0400

by: johnbr

Description: Martin B-26B September 1943 Martin B-26B-1-MA (S/N 41-17747), with flak damage to the No. 1 engine nacelle, left wing and wheel well, in September 1943. Note the missing landing gear doors. (U.S. Air Force photo) The Martin B-26 Marauder was a World War II twin-engine medium bomber built by the Glenn L. Martin Company. First used in the Pacific Theater in early 1942, it was also used in the Mediterranean Theater and in Western Europe. After entering service with the U.S. Army, the aircraft received the reputation of a "Widowmaker" due to the early models' high rate of accidents during takeoff and landings. The Marauder had to be flown by exact airspeeds, particularly on final approach and when one engine was out. The 150 mph (241 km/h) speed on short final was intimidating to pilots who were used to much slower speeds, and whenever they slowed down below what the manual stated, the aircraft would stall and crash.[3] The B-26 became a safer aircraft once crews were re-trained and after aerodynamics modifications (increase of wing span and incidence, to give better take off performance, and a larger fin and rudder).[4] After aerodynamic and design changes, the aircraft distinguished itself as "the chief bombardment weapon on the Western Front" according to a United States Army Air Forces dispatch from 1946.[citation needed] The Marauder ended World War II with the lowest loss rate of any USAAF bomber.[5] A total of 5,288 were produced between February 1941 and March 1945; 522 of these were flown by the Royal Air Force and the South African Air Force. By the time the United States Air Force was created as an independent service separate from the Army in 1947, all Martin B-26s had been retired from US service. The Douglas A-26 Invader then assumed the B-26 designation.

Savoia-Marchetti_S79_58-8

johnbr — Sat, 06 Apr 2013 18:42:47 -0400

by: johnbr

Description: Savoia-Marchetti S79 58-8 Italian Savoia-Marchetti SM-79 Sparviero 58-8 from 58 Squadron 32 group 10 first wing.

Vickers_Wellington

johnbr — Sat, 06 Apr 2013 17:58:10 -0400

by: johnbr

Description: Vickers Wellington Members of the British 6th bomber squadron 75 Vickers Wellington bombers . The squadron crewed mainly by New Zealanders, however, crews often consisted of British and other countries of the British Commonwealth. The main tasks of the squadron were night raids on targets in occupied Europe. By the end of the war, almost one thousand members of 75 Squadron perished.

Vickers_Wellington_Mk_I_

johnbr — Sat, 06 Apr 2013 17:56:47 -0400

by: johnbr

Description: ickers Wellington Mk I. British Vickers Wellington Mk I from 9-th bomber squadron in flight. The picture was taken during a training exercise in 1939.

Lockheed_Vega_B-17_g-25-VE_Flying_Fortress_serial_number_42-97636

johnbr — Sat, 06 Apr 2013 17:43:00 -0400

by: johnbr

Description: Lockheed Vega B-17 g-25-VE Flying Fortress, serial number 42-97636 Who has made an emergency landing at-17 bomber (Lockheed/Vega B-17 g-25-VE Flying Fortress, serial number 42-97636) 615-American Squadron 401 6th bomber group. The plane was returning from bombing the German town of Gelsenkirchen 20th Feb 1945.

Petlyakov_PE-8_

johnbr — Sat, 06 Apr 2013 17:40:44 -0400

by: johnbr

Description: The Petlyakov PE-8. The Petlyakov Pe-8 was a Soviet heavy bomber designed before World War II, and the only four-engine bomber the USSR built during the war. Produced in limited numbers, it was used to bomb Berlin in August 1941. It was also used for so-called "morale raids" designed to raise the spirit of the Soviet people by exposing Axis vulnerabilities. Its primary mission, however, was to attack German airfields, rail yards and other rear-area facilities at night, although one was used to fly the People's Commissar of Foreign Affairs (Foreign Minister) Vyacheslav Molotov from Moscow to the United States in 1942. Originally designated the TB-7, the aircraft was renamed the Pe-8 after its primary designer, Vladimir Petlyakov, died in a plane crash in 1942. Supply problems complicated the aircraft's production and the Pe-8s also had engine problems. As Soviet morale boosters, they were also high-value targets for the Luftwaffe's fighter pilots. The loss rate of these aircraft, whether from mechanical failure, friendly fire, or combat, doubled between 1942 and 1944. By the end of the war, most of the surviving aircraft had been withdrawn from combat units. After the war, some were modified as transports for important officials, and a few others were used in various Soviet testing programs. Some supported the Soviet Arctic operations until the late 1950s. Development of the Pe-8 began in July 1934, when the Soviet Air Forces (VVS) issued requirements for an aircraft to replace the obsolete and cumbersome Tupolev TB-3 heavy bomber. These requirements specified a bomber that could carry 2,000 kg (4,400 lb) of bombs 4,500 km (2,800 mi) at a speed greater than 440 km/h (270 mph) at an altitude of 10,000 metres (32,808 ft), figures that were twice the range, speed and service ceiling of the TB-3. The task was assigned to the Tupolev Design Bureau (OKB) where Andrei Tupolev handed the work to a team led by Vladimir Petlyakov and the project received the internal bureau designation of ANT-42. The resulting aircraft, a four-engined, mid-wing cantilever monoplane, was initially designated as the TB-7 (Russian: Тяжёлый Бомбардировщик, Tyazholy Bombardirovschik�Heavy Bomber) by the VVS and owed more to the streamlined design of the Tupolev SB than to the block-like design of the TB-3. The bomber was built mainly of duralumin, with two steel spars in the wings, although the ailerons were fabric-covered. The pear-shaped monocoque fuselage required the pilots to sit in tandem, offset to the left. In the prototype, space for a fifth engine, an auxiliary Klimov M-100, was reserved inside the fuselage, in a fairing above the wing spars and behind the pilots. It was intended to drive a supercharger that supplied pressurized air to the Mikulin AM-34FRN engines, with the installation designated ATsN-2 (Russian: Agregat tsentral'novo nadduva�Central Supercharging Unit). Subsequent models omitted the internal engine, and provided seating for a flight engineer and radio operator, behind and below the pilots. The bombardier sat in the nose and manned a turret armed with a 20-millimeter (0.79 in) ShVAK cannon that covered a 120� cone ahead. A prominent chin gondola, nicknamed the 'beard', protruded beneath the nose. The dorsal gunner sat at the rear of the ATsN fairing with a sliding hood covering a 7.62-millimeter (0.300 in) ShKAS machine gun and another ShKAS mounted in a ventral hatch. The tail gunner had a powered turret with a ShVAK and, most unusually, there were manually operated ShVAK cannon mounted at the rear of each inner engine nacelle. Crewmen had access to these positions through the wing or by a trapdoor in the upper wing surface. The large internal bomb bay racks held up to 4,000 kg (8,800 lb) of bombs; external racks held a single 500-kilogram (1,100 lb) FAB-500 bomb under each wing. The maiden flight of the unarmed prototype, piloted by M. M. Gromov and without the ATsN installation, occurred at Khodynka Aerodrome on 27 December 1936.[6] After successful initial trials, the ATsN system was installed for the State acceptance trials in August 1937 and the AM-34RNB engines were fitted during the tests.Gromov reported that the rudder was ineffective and that the outer engines overheated. Subsequent wind tunnel testing identified a problem with the aerodynamics of the radiators and nacelles. To solve this problem, the outer engines' radiators were moved into deep ducts under the inner nacelles and the rudder was enlarged and redesigned with a smooth skin. Construction of a second prototype began in April 1936, incorporating lessons from the first aircraft and feedback from the VVS. Designers widened the fuselage by 100 mm (3.9 in); the 'beard' was also widened and the tail section was modified to lessen resistance and improve rudder function. A reconfigured control system included an autopilot and the engineers redesigned portions of the electrical system. The engines were changed to the more powerful AM-34FRNVs and a redesigned undercarriage was fitted to the airframe. Two additional fuel tanks increased the craft's range. The defensive and offensive armament was revised, and the bomber's weaponry expanded to twin ShKAS guns in the nose, nacelle and tail turrets and a dorsal turret with a ShVAK; this design eliminated the ventral gun. The bomb bay was modified to allow for a single 5,000-kilogram (11,000 lb) FAB-5000 bomb to be carried and provisions were added to carry VAP-500 or VAP-1000 poison gas dispensers under the wings. The arrests of both Tupolev and Petlyakov in October 1937, during the Great Purge, disrupted the program and the second prototype did not make its first flight until 26 July 1938.[9] Although this prototype served as the basis for the series aircraft, further modifications were made to the armament. New weaponry included a retractable ShVAK in the MV-6 dorsal turret, another ShVAK in a KEB tail turret and a 12.7-millimeter (0.50 in) Berezin UBT machine gun in each ShU barbette in each inner engine nacelle. Another fuel tank further increased the range, and the 'beard' was removed entirely, replaced by a more streamlined nose. Authorization for production was slow for several reasons, including the Great Purge, but also due to the scarcity of resources, and a shortage of workers. Although production facilities in the Kazan Factory No. 124 were ready as early as 1937, the order to begin was not given until 1939. [edit] Manufacture and supply problemsEngine supply problems complicated the construction of the aircraft. Production of the ATsN superchargers could not be organized in any systematic way and only the first four Pe-8s were equipped with them. Factory No. 124 shut down its Pe-8 production line at the beginning of 1940 while alternative engines were evaluated. Somewhere in the massive Soviet chain of command, the decision was made to proceed without the superchargers. The unavailability of the Klimov M-100 engine of the ATsN-2 installation required a design change, although this modification allowed a commander and radio operator to be carried in its place. Then, to compound the problem further, the production of AM-34FRNV engines ended in the second half of 1939. Only two or four Pe-8s were equipped with them. Eighteen of the aircraft produced by the end of 1940 were fitted with AM-35A engines. www.youtube.com/watch?v=iaguVXizkdw

Convair_B-32_Dominator_at_Hickham_field_Hawaii_1945_1

johnbr — Sat, 06 Apr 2013 17:36:58 -0400

by: johnbr

Consolidated_B-32

johnbr — Sat, 06 Apr 2013 17:35:15 -0400

by: johnbr

Description: Consolidated B-32 Consolidated B-32 (S/N 42-108528) is shown near Clark Field in the Philippine Islands in July 1945. The B-32 Dominator was built by Consolidated as a back-up of the B-29, but only 118 were produced and only 15 flew combat missions at the war's end. (U.S. Air Force photo)

Convair_B-32_Dominator_at_Hickham_field_Hawaii_1945_

johnbr — Sat, 06 Apr 2013 17:32:53 -0400

by: johnbr

Heinkel_He-111_H-6

johnbr — Sat, 06 Apr 2013 17:05:19 -0400

by: johnbr

Description: Heinkel He-111 H-6 Sentry and his dog at an airfield next to German bomber Heinkel He-111 H-6 in Russia 1943. Not a warm day

Avro_Lancaster_Mk_II_B_with_air_cooled_Hercules_engines_

johnbr — Sat, 06 Apr 2013 16:44:25 -0400

by: johnbr

Description: Avro Lancaster Mk II B with air cooled Hercules engines, 514-British Squadron comes to land to English airfield of Deenethorpe. The Mk II was the only version of the Lancaster not to be powered by Rolls Royce Merlin engines. Instead, it used Bristol Hercules radial air cooled engines. The aim was to provide an alternative source of Lancasters in case the supply of Merlin engines failed. British production was seen as vulnerable to German bombing, while there were worries that American production (by Packard) would be diverted or stopped if American entered the w

Soviet_Ilyushin_IL-4

johnbr — Sat, 06 Apr 2013 15:53:24 -0400

by: johnbr

Description: Germans inspecting a Soviet Ilyushin IL-4 The Ilyushin Il-4 was a Soviet World War II bomber aircraft, widely used by the Soviet Air Force although not well known, Derived from the Ilyushin DB-3, a change of engine from the 708 kW (950 hp) Tumansky M-87B to the 820 kW (1,100 hp) Tumansky M-88 resulted in the DB-3F, which was eventually renamed in 1942 as the Il-4. Some series had wooden outer wings and front fuselage to conserve metals, and throughout the production engines and fuel tanks were upgraded for more performance while keeping the same range. However the most notable change was the addition of larger defensive guns in the turret, using the 12.7 mm (0.5 in) UBT machine gun in place of the earlier 7.62 mm (0.3 in) weapons. In addition it was found that the gunners were attacked first, so blocks of armor were placed around the gunner positions. All this extra weight wasn't offset by the newer engines however, and the Il-4 proved to be slower than the earlier versions at only 404 km/h (251 mph). An attempt to improve performance was made as the Il-6, adding large diesel engines and heavier armament. The engine proved unreliable and production was never started. The Il-4 remained in production until 1944, when just over 5,200 had been built. Although the Il-4 was only a medium bomber, it had the range to be used on strategic missions. The VVS wasn't terribly interested in this role, but nevertheless the Il-4 was used on several highly publicized raids against Berlin. Most would be used on much shorter range missions, often adding another 1,000 kg (2,204 lb) of bombs under the wings, in addition to the internal 2,500 kg (5,512 lb). Finland bought four captured DB-3Fs from German stocks. These were given the Finnish Air Force serials DF-22 to DF-25 and flown from Bryansk, Russia to Finland (one aircraft, DF-22, was destroyed en route and crashed near Syeschtschinskaya airfield). The aircraft were later flown by No. 48 Sqn during 1943 (DF-23, DF-24 and DF-25), No. 46 Sqn during 1944 (DF-23 and DF-24) and No. 45 Sqn for a short time in 1945 (DF-23), until the last remaining serviceable aircraft went into depot, February 23, 1945. DF-25 got after the war lost in snowbliz, landed on the ice and crashed in to the woods in �ja near the city of Kokkola. Most parts of the plane rescued and taken to a depot.

PB4Y-2_Privateers_VPM-3

johnbr — Sun, 31 Mar 2013 10:37:27 -0400

by: johnbr

Description: General characteristics Crew: 11: two pilots, navigator, bombardier, five gunners, two radio operators Length: 74 ft 7 in (22.73 m) Wingspan: 110 ft 0 in (33.53 m) Height: 30 ft 1 in (9.17 m) Wing area: 1,048 ft� (97.4 m�) Empty weight: 27,485 lb (12,467 kg) Max. takeoff weight: 65,000 lb (29,500 kg) Powerplant: 4 � Pratt & Whitney R-1830-94 radial engines, 1,350 hp (1,007 kW) each Performance Maximum speed: 300 mph (261 kn, 482 km/h) Cruise speed: 175 mph (121 kn, 224 km/h) Range: 2,820 mi (2,450 nmi, 4,540 km) Service ceiling: 21,000 ft (6,400 m) Wing loading: 62 lb/ft� (300 kg/m�) Armament Guns: 12 � .50 in (12.7 mm) M2 Browning machine guns in six turrets Bombs: Up to 12,800 lb (5,800 kg) of bombs, mines, or torpedoes

PB4Y-2_Privateer_1945

johnbr — Sun, 31 Mar 2013 10:36:07 -0400

B_241

johnbr — Sun, 31 Mar 2013 10:28:27 -0400

by: johnbr

B-32_flying

johnbr — Sun, 31 Mar 2013 09:56:51 -0400

by: johnbr

XB-32

johnbr — Sun, 31 Mar 2013 09:49:03 -0400

by: johnbr

XB-39

johnbr — Sun, 31 Mar 2013 09:47:29 -0400

by: johnbr

XB-24_pro

johnbr — Sun, 31 Mar 2013 09:38:09 -0400

by: johnbr

Mt_Vesuvius_Eruption2

johnbr — Sun, 31 Mar 2013 07:18:15 -0400

by: johnbr

Mt_Vesuvius_Eruption

johnbr — Sun, 31 Mar 2013 07:18:14 -0400

by: johnbr

B-29_Tallboy

johnbr — Sun, 31 Mar 2013 02:58:36 -0400

by: johnbr

Description: The T-12 also known as Cloudmaker demolition bomb was developed by the United States from 1944 to 1948. It was designed to attack targets invulnerable to conventional "soft" bombs, such as bunkers and viaducts. It achieved this by having an extremely thick nose section, which was designed to penetrate deeply into hardened concrete structures and then detonate inside the target after a short time delay. This created an "earthquake effect". The T-12 was a further development of the concept initiated with the United Kingdom's Tallboy and Grand Slam weapons: a hardened, highly aerodynamic bomb of the greatest possible weight designed to be dropped from the highest possible altitude. Penetrating deeply in the earth before exploding, the resulting shock wave was transmitted through the earth into structures. The resulting camouflet could also undermine structures. The bomb could also be used against hardened targets. The T-12 was not a simple scale up of the M110, but incorporated modifications based on testing and calculations. Originally set to meet a 42,000 lb (19,000 kg) target weight (the maximum payload for the experimental Convair B-36 "Peacemaker" bomber), the original design with its hardened case was slightly less than 43,000. The final T-12 weighed 43,600 lb (nearly 20 metric tons). This was twice the size of the United States' previous largest bomb, the Bomb, GP, 22,000-lb, M110 (T-14), the American-built version of the British Grand Slam. The B-36 was redesigned so it could carry the T12, although a converted B-29 Superfortress was used for testing. Weapons of comparable size to the T-12, such as the BLU-82 and GBU-43/B Massive Ordnance Air Blast bombs (MOAB), were developed as latter-day United States superbombs, but their utility is limited outside the realm of psychological weapons and demolition. Only the GBU-43/B remains in the inventory. They are not hardened and lack the hard target capability of the T-12 and its cousins. The Massive Ordnance Penetrator has been recently developed in light of unsatisfactory penetration by existing 2000 lb and 5000 lb class weapons

B-29_with_grand_Slam

johnbr — Sun, 31 Mar 2013 02:36:24 -0400

B-29_with_Grand_Slam_is_Towed

johnbr — Sun, 31 Mar 2013 02:36:18 -0400

Consolidated_XB-41

johnbr — Sun, 24 Mar 2013 21:34:56 -0400

by: johnbr

Description: Home > Fact Sheets > Consolidated XB-41 CONSOLIDATED XB-41 Posted 6/26/2009 Printable Fact Sheet Photos Consolidated XB-41. (U.S. Air Force photo) Download HiRes The XB-41 and XB-40 projects were developed to test the escort bomber concept. Because there were no fighters capable of escorting bomber formations on deep strike missions early in World War II, the Air Corps authorized tests for heavily armed bombers to act as escorts and protect the bomb-carrying aircraft from enemy fighters. Both the XB-40 and XB-41 projects were failures for a variety of reasons -- they were unable to effectively defend other aircraft, the were too slow to keep up with formations returning from bombing missions, they were too heavy, and the basic flight characteristics were changed drastically by the added drag and center of gravity changes introduced with the additional turrets. The XB-41 was modified from an early production model B-24D (S/N 41-11822) and included 14 .50-cal. machine guns mounted in pairs in a Bendix chin turret, two Martin power turrets on the dorsal (top) fuselage, a belly turret, left and right waist positions, and a tail turret. The XB-41 was completed in late 1942 and testing was done in early 1943. Flight tests were very disappointing and the XB-41 project was quickly canceled. Type Number built/ converted Remarks XB-41 1 (cv) B-24D converted to bomber escort TECHNICAL NOTES: Armament: 14 .50-cal. machine guns Engines: Four Pratt & Whitney R-1830-43 Twin Wasp radial engines of 1,250 hp each Maximum speed: 289 mph at 25,000 ft. Cruising speed: 200 mph Range: 3,100 miles Service ceiling: 28,500 ft. Span: 110 ft. 0 in. Length: 66 ft. 4 in. Height: 17 ft. 11 in. Weight: 63,000 lbs. (maximum gross weight) Crew: Nine Serial number: (B-24D-CO): 41-11822

Boeing-Lockheed_Vega_B-40

johnbr — Sun, 24 Mar 2013 21:27:02 -0400

by: johnbr

Description: The XB-40 was developed to test the bomber escort concept. Early in World War II, before long-range fighters like the P-51D became available, the Air Corps developed plans to modify bombers with additional defensive armament. These aircraft would accompany regular bomber formations and provide protection from attacking fighters. Unfortunately, the modified escort bombers were not maneuverable enough to protect large formations. They were also excessively tail heavy and overweight. A standard B-17F formation returning from a mission (after bomb release) outpaced the escort bombers. The YB-40 participated in only a few operational missions in mid-1943 before being withdrawn from service. The prototype XB-40 was modified by Lockheed Vega (Project V-139) by converting the second production B-17F-1-BO (S/N 41-24341). Defensive armament consisted of 14 .50-cal. machine guns in seven gun positions: chin turret, two dorsal turrets, ball turret, two waist positions and the tail. The first flight of the XB-40 was on Nov. 10, 1942. Twenty service test aircraft were ordered (Vega Project V-140) as YB-40 along with four crew trainers designated TB-40. Because Vega had higher priority production projects, the YB-40/TB-40 assembly job was transferred to Douglas. In the spring of 1943, the 327th Bomb Squadron of the 92nd Bomb Group, RAF Alconbury, was assigned 12 YB-40s for operational combat tests. The first mission was flown on May 29, 1943, and after less than 10 missions the aircraft were withdrawn from service. Most were converted back to the standard B-17F configuration. The chin turret installation pioneered on the B-40 series aircraft was soon adopted for late model B-17Fs and became standard equipment on the B-17G. Type Number built/ converted Remarks XB-40 1 (cv) B-17F converted to bomber escort YB-40 20 (cv) Service test version TB-40 4 (cv) YB-40 crew training aircraft TECHNICAL NOTES: Armament: 14 .50-cal. machine guns standard, various numbers and types of machine guns and cannon were also tested Engines: Four Wright R-1820-65 engines of 1,200 hp each Maximum speed: 292 mph at 25,000 ft. Cruising speed: 196 mph Range: 2,260 miles Service ceiling: 29,200 ft. Span: 103 ft. 9 in. Length: 74 ft. 9 in. Height: 19 ft. 1 in. Weight: 63,500 lbs. (maximum gross weight) Crew: Nine Serial numbers: XB-40 (B-17F-1-BO): 41-24341; YB-40 (B-17F-VE): 42-5732 to 42-5744, 42-5871, 42-5920, 42-5921, 42-5923 to 42-5925, 42-5927; TB-40 (B-17F-VE): 42-5833, 42-5834, 42-5872, 42-5926

boeing-yb-40-flying-fortress-bomber

johnbr — Sun, 24 Mar 2013 21:24:07 -0400

by: johnbr

shortstirlingmkirafflug2

johnbr — Sat, 05 Jan 2013 11:30:32 -0500

by: johnbr

Description: captured Stirling crash-landed in Germany. Only one Stirling was captured intact, a 7 Sqn machine which forced-landed in Holland on the night of 15/16 August 1942.

shortstirlingmkirafflug

johnbr — Sat, 05 Jan 2013 11:30:31 -0500

by: johnbr

Description: captured Stirling crash-landed in Germany. Only one Stirling was captured intact, a 7 Sqn machine which forced-landed in Holland on the night of 15/16 August 1942.

-Junkers-Ju-88G-Mistel-captured-1945-03

johnbr — Mon, 31 Dec 2012 10:00:54 -0500

by: johnbr

Junkers-Ju-88G-Mistel-captured-1945-02

johnbr — Mon, 31 Dec 2012 09:40:38 -0500

by: johnbr

Fw-200C-Condor-KG40-loading-SC-250-bombs_

johnbr — Tue, 18 Dec 2012 21:29:22 -0500

by: johnbr

Description: Specifications (Fw 200C-3/U4) Data from Warplanes of the Luftwaffe [11] General characteristics Crew: 5 Capacity: 30 fully armed troops in transport configuration Length: 23.45 m (76 ft 11 in) Wingspan: 32.85 m (107 ft 9 in) Height: 6.30 m (20 ft 8 in) Wing area: 119.85 m� (1,290 ft�) Empty weight: 17,005 kg (37,490 lb) Max. takeoff weight: 24,520 kg (50,057 lb) Powerplant: 4 � BMW/Bramo 323R-2 nine-cylinder single-row air-cooled radial engine, 895 kW (1,200hp) each Performance Maximum speed: 360 km/h (195 knots, 224 mph) at 4,800 m (15,750 ft)[12] Cruise speed: 335 km/h (181 knots, 208 mph) at 4,000 m (13,100 ft) (Max cruise) Range: 3,560 km (1,923 nmi, 2,212 mi) Endurance: 14 hrs Service ceiling: 6,000 m (19,700 ft) Armament Guns: 1 � 20 mm MG 151/20 cannon in forward gondola 4 � 13 mm MG 131 machine gun (dorsal and beam positions) Bombs: Up to 2,100 kg (4,360 lb) of bombs

Fw-200C-Condor-KG40-loading-SC-250-bombs

johnbr — Tue, 18 Dec 2012 21:27:48 -0500

heinkel-he-177-greif-bomber

johnbr — Sat, 08 Dec 2012 19:35:10 -0500

by: johnbr

He_111_flying

johnbr — Thu, 06 Dec 2012 20:26:03 -0500

by: johnbr

July_14_1943_-_The_T_S_collides_with_a_Focke_Wulf_190_and_returns_home_safe

johnbr — Sat, 01 Dec 2012 00:39:19 -0500

by: johnbr

Description: �This B-17 [The 'T.S.' serial 42-23211] met a head-on attack by three Focke-Wulf FW-190 fighters. The gunners exploded two of them, and the top turret poured a stream of shells into the cockpit of the third. With a dead man at the controls, the fighter screamed in, and at a closing speed of 550 miles per hour smashed head on into the number-three engine. The tremendous impact of the crash tore off the propeller. It knocked the heavy bomber completely out of formation as though a giant hand has swatted a fly. The fighter cartwheeled crazily over the B-17. It cut halfway through the wing, and then sliced a third of the way through the horizontal stabilizer. The top and ball turrets immediately jammed, the radio equipment was smashed to wreckage, and all the instruments �went crazy.� Pieces of metal from the exploding, disintegrating Focke-Wulf tore through the fuselage, and a German gun barrel buried itself in the wall between the radio room and the bomb bay. Crews of nearby bombers watched the collision. They saw a tremendous explosion, and the bomber hurtling helplessly out of control, tumbling as she fell. They reported when they returned to base that the Flying Fortress had blown up, and that the crew must be considered dead. The old Queen hadn�t blown up, and the crew was far from dead. The pilots struggled wildly in the cockpit, and somehow between them managed to bring their careening bomber back under control. The gunners shot down a fourth fighter that had closed in to watch the proceedings. And then they brought her all the way back to England, and scraped her down

a5-on-he111

johnbr — Fri, 30 Nov 2012 21:17:43 -0500

by: johnbr

Description: The A-5 was a test-bed rocket for all principle features of the proposed A-4. Equipped with the new Siemens control equipment, it was designed to execute commanded guidance during a ballistic (curved) trajectory and have the ability to do so in stable flight. The rocket would maneuver into a ballistic attitude when the gyroscopes tilted in the desired direction of flight, which would cause the autopilot to send signals to the servos attached to the exhaust vanes. They, in turn, would deflect the blast in a manner so as to tilt the rocket slowly over. If wind gusts affected the attitude of the rocket, the autopilot would react in the same manner, always seeking to align the longitudinal axis of the rocket with the fundamental axis of the gyroscopes. Thus, the gyros were responsible for the controlled tilt during a curved flight path and primary flight course correction of the rocket. In laying out the requirements for the A-4, the scientists determined that a 50-degree tilt would be necessary to achieve the maximum range for the future weapon. The third A-5 test flight, the second flight that day, was predetermined to test this technique of controlled guidance. The engineers had often tested the procedure during static firings of the rocket at the captive test stands, but now they would be able to see if it really worked in flight. As the rocket blasted away vertically from its launching point, it was only a few seconds later when, gradually, the programmed tilt came from the control system. They watched and cheered as the A-5 canted to the east after four seconds of vertical climb. It crossed over the island gaining speed as it flew in a long arc out to sea. When the motor stopped, the missile continued and flattened out about four miles downrange. Surprisingly, the parachute deployment was again successful, and the rocket dropped slowly from the sky into the waters of the Baltic. Once more, the rocket was recovered and subjected to post flight examination. The A-5 guidance test was completely successful. Although the rocket had not achieved supersonic speeds, the calculations and devices worked as planned. In the A-5 the rocket team now had a proven tool for sustained tests with all the varied concepts that would need to be incorporated in the A-4. Later on, the A-5 would achieve a range of around 11 miles at a height of 8 miles. Dornberger was relieved. He later stated, �Now I can see our goal clearly, and the way that lead to it. Then I knew we would succeed in creating a weapon with far greater range than artillery.� The A-5 would be launched again and again to test these concepts as the team moved closer to creating the big missile. Video: A-5 prep and test launch WMV 2.7 MB The research facilities near the Baltic were not as confidential as the Army might have liked to believe at the time. The recent Peenem�nde successes were, in part, the result of cooperation with civilian firms and German universities, all of which were privy to some form of confidential information about the rocket project. The first warning about Germany�s ongoing secret weapons research was delivered to the British as a gift. On the morning of November 5, 1939, a package was found resting on a window ledge outside of the British Embassy in Oslo, Norway. The package contained seven pages of German text and another small box, which contained a sealed glass tube. When the text was translated it sounded incredible. The document spoke of fantastic new weaponry being developed in Germany. Late in the evening of the same day, the so-called Oslo Report arrived on the desk of Dr. Reginald Victor Jones, the director of the Scientific Department at Air Ministry in London. Dr. Jones scrutinized the documents. No one believed the information to be genuine. It was quickly denounced as a hoax, one designed to intentionally mislead British war planners. Dr. Jones was one of the few who actually retained his copy of the Oslo Report, and its value would become apparent at a later date.

w18_a2000003

johnbr — Wed, 14 Nov 2012 10:39:56 -0500

by: johnbr

Description: Two of twelve U.S. A-20 Havoc light bombers on a mission against Kokas, Indonesia in July of 1943. The lower bomber was hit by anti-aircraft fire after dropping its bombs, and plunged into the sea, killing both crew members. (USAF)

Lancaster_BI_Special_SW244

johnbr — Thu, 27 Sep 2012 21:17:14 -0400

by: johnbr

mosquit4

johnbr — Thu, 27 Sep 2012 21:09:23 -0400

by: johnbr

Description: Mossie with circular brake

lanc-test9

johnbr — Thu, 27 Sep 2012 21:05:52 -0400

by: johnbr

Description: Lancaster BI (Special) SW244 "Long Range Saddle Tank Lanc." Modified directly after leaving the production line in Nov. 1944. Two views of the First Lancaster Mk. I prototype airframe BT308, now modified for jet jet trails. Two views of Avro Lancastrian's VN742 (left) and VN733 (below) flying with a combination of Propeller and Jet Engine propulsion. In both view the propellers have been feathered and the aircraft is flying on Jet Power alone. Two views of ex-RAF Lancaster Mk.I RA805 during Dovren jet engine trials, while serving with the Swedish Air Force. Either Lancaster Mk.X KB851 or KB848 Both Lancaster's were modified to Mk.X DR and used for Firebee Drone trials Lancaster LM639 converted to carry a lifeboat Shown derelict and in the process of being scrapped

B-17_hit_by_Fw-190

johnbr — Sun, 10 Jun 2012 22:28:02 -0400

by: johnbr

Description: This B-17 [The 'T.S.' serial 42-23211] met a head-on attack by three Focke-Wulf FW-190 fighters. The gunners exploded two of them, and the top turret poured a stream of shells into the cockpit of the third. With a dead man at the controls, the fighter screamed in, and at a closing speed of 550 miles per hour smashed head on into the number-three engine. The tremendous impact of the crash tore off the propeller. It knocked the heavy bomber completely out of formation as though a giant hand has swatted a fly. The fighter cartwheeled crazily over the B-17. It cut halfway through the wing, and then sliced a third of the way through the horizontal stabilizer. The top and ball turrets immediately jammed, the radio equipment was smashed to wreckage, and all the instruments �went crazy.� Pieces of metal from the exploding, disintegrating Focke-Wulf tore through the fuselage, and a German gun barrel buried itself in the wall between the radio room and the bomb bay. Crews of nearby bombers watched the collision. They saw a tremendous explosion, and the bomber hurtling helplessly out of control, tumbling as she fell. They reported when they returned to base that the Flying Fortress had blown up, and that the crew must be considered dead. The old Queen hadn�t blown up, and the crew was far from dead. The pilots struggled wildly in the cockpit, and somehow between them managed to bring their careening bomber back under control. The gunners shot down a fourth fighter that had closed in to watch the proceedings. And then they brought her all the way back to England, and scraped her down for a belly landing on the runway. Postscript: not a man was injured.

lanc10

johnbr — Thu, 26 Apr 2012 19:36:59 -0400

by: johnbr

HE-111-Captured

johnbr — Fri, 02 Mar 2012 23:49:37 -0500

by: johnbr

Description: his HE-111 H1 coded IH+EN of II./ Kampfgeschwader 26 force-landed on the 9th of February 1940 near Dalkeith in Midlothian, after combat with a Spitfire I of 602 (City of Glasgow) Squadron. It was repaired, given RAF roundels and the serial AW177, and used for testing purposes.