A7He1 (He 112) in Japanese Service

Empire of Japan (1937)
Fighter Aircraft – Number Operated 30

During the war with China, the Japanese Air Forces encountered enemy fighters that were much better than what they currently had in their inventory. As their modern fighters were either under development or only available in limited numbers, they tried to acquire new fighters from aboard.  The options for acquiring such fighters were rather limited, and the Japanese turned to the Germans for a solution. This came in the form of 30 He 112 known in Japanese service as the A7He1.

The He 112 in Japanese service. Source: D. Bernard Heinkel He 112 in Action

A brief He 112 history

Before the Second World War, the Luftwaffe was in need of a new and modern fighter that was to replace the older biplane fighters in service, such as the Arado Ar 68 and Heinkel He 51.  For this reason, in May 1934 the RLM issued a competition for a new and modern fighter plane. While four companies responded to this request, only the designs from Heinkel and Messerschmitt were deemed sufficient. The Heinkel He 112 was a good design that offered generally acceptable flight characteristics and possessed a good basis for further improvements. The Bf 109 on the other hand had slightly better overall flight performance and was much simpler and cheaper to build. Given the fact that the Germans were attempting to accelerate the production of the new fighter, this was seen as a huge advantage over the He 112. Ultimately it would not be accepted for service, and only 100 or so aircraft would be built. These would be mainly sold abroad, with those remaining in Germany used for various testing and evaluation purposes.

He 112 the unsuccessful competitor of the Bf 109. Source: www.luftwaffephotos.com

While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources and time into it, Heinkel was permitted to export this aircraft. A number of countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.

Attempts to make a deal with Japan 

In 1937 a war between Japan and China broke out. While Japan had a better-equipped and more organized army, it faced stiff resistance. The Chinese were supported by the Soviet Union which supplied them with weapons and equipment, including aircraft. These caused huge concern within the Imperial Japanese Navy. Their newest fighters were either present only in small numbers or were still under development. As a temporary solution, IJN officials decided to approach Germany for assistance in the hope of acquiring new fighters.

For this reason, a military delegation was dispatched to Germany in the Autumn of 1937. Despite its later known fame, the German Air Force at that time was still in its early stage of rebuilding and realistically did not have much to offer, being in need of modern fighters themselves.  This would come in the form of the Messerschmitt Me 109. Its competing Heinkel He 112 lost the competition but was allowed to be sold abroad if anyone was interested. It was probably for this reason that the Japanese delegation visited the Heinkel factory at Marienehe. There they had the choice to observe the He 112 V9 aircraft. They were generally satisfied with what they saw and placed an initial order for 30 He 11Bs. If these proved to be as good as they hoped they would be, another, larger order for 100 more aircraft was to be given. As a confirmation of this agreement, the Japanese delegation returned with one He 112 aircraft that was to be used for familiarization and evaluation.

One of the 30 He 112 sold to Japan in 1938, Source: D. Bernard Heinkel He 112 in Action

Naming Scheme

As this aircraft was expected to enter service, it was designated as A7He1 by the IJN. The capital ‘A’ stands as a designation for a fighter. The number ‘7’ represents that this aircraft was to supersede the type 6 designation fighter. He stands for the Heinkel, and lastly the ‘1’ stands for the first variant of this type.  The Allied intelligence services discovered its existence within the IJP and awarded it the code name Jerry. 

Testing In Japan

Four aircraft arrived in 1937, and the last one arrived at the end of 1938. As the first aircraft began to arrive, the IJN began testing the A7He1’s performance in contrast to other fighters that they had in inventory, namely the Mitsubishi A5M2. While the A7He1 proved to be some 65 km/h faster, in other regards such as climbing speed and general maneuverability it proved equal or even worse than the Japanese fighter.  The Japanese were not satisfied with the A7He1 engine which was deemed too complex. These factors ultimately led the commission which examined it to propose that it should not be adopted, nor that any further orders should be given. After the arrival of the last A7He1, the order for an additional 100 aircraft was canceled.

Ultimate Fate 

As the A7He1 was not adopted for service, the IJN had to decide what to do with the 30 aircraft. They still represent a financial investment that could not be simply discarded. Some of these were allocated to various research institutes for future studies and evaluation, the remainder were given to training schools. None were ever used operationally in combat either in China or in the Pacific.

Quite surprisingly given their age and the rather limited numbers that were acquired, a few He1 survived the war and were captured by the Allies. One example was found in Atsugi airfield near Honshu in early October 1945. Unfortunately, the fate of these captured aircraft is not known but they were likely scrapped at some point after the war.

Despite the limited number of acquired aircraft, some of them survived the war and were later captured by the Allies. Source: www.destinationsjourney.com
Another aircraft (on the left) is being photographed by the Allied soldiers. It is possible that it was the same aircraft as in the previous photograph just taken later when it was being scraped. Source: www.destinationsjourney.com

Technical Characteristics

The He 112 was an all-metal single-engine fighter. The monocoque fuselage consisted of a metal base covered by riveted stress metal sheets. The wing was slightly gulled, with the wingtips bending upward, and had the same construction as the fuselage with a combination of metal construction covered in stressed metal sheets.

During its development life, a great number of engines were tested on the He 112. For the main production version, the He 112 B-2, the 700 hp Jumo 210G liquid-cooled engine was used, and some were equipped with the  680 hp Jumo 210E engine. The He 112 had a fuel capacity of 101 liters in two wing-mounted tanks, with a third 115-liter tank placed under the pilot’s seat.

The landing gear was more or less standard in design. They consisted of two larger landing wheels that retracted into the wings and one semi-retractable tail wheel. The He 112 landing gear was wide enough to provide good ground handling and stability during take-off or landing.

The cockpit received a number of modifications. Initially, it was open with a simple windshield placed in front of the pilot. Later models had a sliding canopy that was either partially or fully glazed.

While the armament was changed during the He 112’s production, the last series was equipped with two 7.92 mm MG 17 machine guns and two 2 cm Oerlikon MG FF cannons. The ammunition load for each machine gun was 500 rounds, with 60 rounds each for the cannons. If needed, two bomb racks could be placed under the wings.

Conclusion

While the He 112 was often portrayed as a modern fighter, from the Japanese point of view it proved to be disappointing in any case. While expecting a potentially effective fighter that was better with everything they had, the He 112 proved to be quite the opposite. After the 30 aircraft arrived no further orders were given. This only serves to prove that the old saying the grass is always greener on the other side is correct once in a while.

He 112B-2 Specifications

Wingspans 29  ft 10  in / 9.1 m
Length 30  ft 2 in / 9.22 m
Height 12 ft 7 in  / 3.82  m
Wing Area 180  ft² / 17 m²
Engine One 700 hp Jumo 210G liquid-cooled engine
Empty Weight 3,570  lbs / 1,620 kg
Maximum Take-off Weight 4,960 lbs / 2,250 kg
Climb Rate to 6 km In 10 minutes
Maximum Speed 317 mph / 510 km/h
Cruising speed 300 mph / 484 km/h
Range 715 miles / 1,150 km
Maximum Service Ceiling 31,170 ft / 9,500 m
Crew 1 pilot
Armament
  • Two 20 mm (1.8 in) cannons and two machine guns  7.92 mm (0.31 in) machine guns and 60 kg bombs

 

He 112 v5 as it was tested by Japan

Credits

  • Written by Marko P.
  • Edited by  Henry H.
  • Illustrations by Godzilla

Source:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Nemаčaka. Beograd
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books.
  • https://airpages.ru/eng/lw/he112_combat_use.shtml

 

Junkers J.I

German Empire (1917)

Reconnaissance and Infantry Liaison aircraft: 227 Built

Intro

The Junkers J.I represented a massive leap in aircraft design philosophy, while also being a truly exceptional combat airplane in its own right. Designed to fly close along the frontlines and support infantry operations, the J.I was uniquely capable thanks to its armor plated fuselage and duralumin construction. It was exceptionally durable, able to resist both machine gun fire and weather that kept its wood and canvas contemporaries grounded. As a reconnaissance, supply delivery, and ground harassment aircraft, the Junkers J.I was both the best of its day, and a sign of things to come.

Professor Junkers

Hugo Junkers holds a position of immense importance in aviation, being the creator of the all-metal airplane and the founder of one of history’s most famed airplane firms. Junkers himself was born in February of 1859 in the Rhineland Town of Rheydt, the third of eight children. He would not stay and work at the family textile company after leaving school, instead going on to study at the Universities of Berlin-Charlottenburg, Karlsruhe, and Aachen. He completed his studies in 1888, obtaining a degree as a Baumeister, or factory official, and entered the field of gas engine design in Wilhelm von Oechelhauser’s firm, the Deutsche Continental Gasgesellesschaft. In time, the two of them would go on to found a new joint venture, the Versuchsstation fur Gasmotoren von Oechelhaeuser und Junkers, a laboratory for gas engine development. His work at this laboratory would go on to see him develop the first opposed piston, two stroke engine, calorimeters for testing gasoline, and many smaller domestic appliances from gas stoves to water heaters. It was in 1895 that he founded Junkers and Co. in Dessau to manufacture these appliances, this venture also being the foundation for his later efforts in aviation.

Hugo Junkers circa 1920, following the end of the great war his firm built the first modern airliners. (wikimedia)

In 1897, he would both be made a Professor of Thermodynamics by the University of Aachen, and he would marry his wife Therese Bennhold. At the university, he was made head of the engineering laboratories, and founded his own workshop there to secure a place to continue his experiments. His work there would progress quickly from both his personal drive, and considerable funds from the patent revenue from the products he developed. This combination of experience with metalworking, a secure lab, and his considerable engineering talents, would see Prof. Junkers enter the field of aviation well equipped.

It was in 1910 that his colleague Prof. Hans Reissner would suggest he venture into the field of aviation, and the two would work together at the University of Aachen, building an experimental wind tunnel, and a very early all-metal airplane prototype. As these projects continued, he would go on to move all of his work to his own laboratory in Dessau. At this new lab, Dr. Junkers combined the experimental wind tunnel work from Aachen with his theories on aircraft design, notably, that of all-metal construction.

The Tin Donkey

Prior to the 1920’s the conventional materials and layout for airplane construction was a biplane made from wood, and skinned in fabric, with struts and bracing wires providing the structural support for the wings. Prof. Junkers felt that the inherently high parasite drag of biplanes, combined with the external supports, was a major handicap in aircraft design, and he believed that metal construction would completely revolutionize airplane development. Using a thick, rigid wing that was internally supported, the resultant aircraft would be aerodynamically cleaner, and the internal space within the wing could be used to store fuel or cargo.

His first major effort to build such an aircraft began near the end of 1914, as a privately funded venture with the assistance of the engineers Otto Reuter and Otto Mader. Initially, the project was funded by a large influx of cash from Junkers and Co., but they received Military support by June of 1915, and they were contracted by the Army to produce the new aircraft. Supplied with tooling and material’s from Dr. Junker’s own enterprise, they proceeded, and in four months they had built their plane.

 

The J.1 during its Army test flight. Despite their extremely similar designations the J.1 and J.I are completely different aircraft. (SDASM)

The Junkers J.1 was as revolutionary a design in airplane development as had been seen since the invention of the plane itself. It was a steel mono winged plane, and the first to feature cantilevered wings, which were spar-less and consisted of a steel framework welded to an inner, corrugated skin, over which it was skinned in smooth sheet steel. Aluminum alloys were sought after, but in the end, steel was all that was available. It proved to be an extremely sturdy, but also very heavy aircraft, weighing in at 1010 kg when set for takeoff. Beyond the original benefits Prof. Junkers envisioned for his new planes, the war, and the subsequent mass production of airplanes had shown there were more practical challenges in operating wood and fabric aircraft. As the number of airplanes increased, storage space became a premium, and canvas biplanes cannot be allowed to sit in poor weather lest their wooden frames and canvas skin become warped. Pilots in combat also soon discovered their greatest fear beyond the enemy’s guns, fire, which no matter how minor at first, often became a death sentence to anyone who’s plane began to burn. However, a metal aircraft with a canvas cover can sit in nearly any weather without issue, and a fire aboard such a plane isn’t liable to spread rapidly. A pilot could ditch his plane in most circumstances, saving him from a very grisly end.

The J.1 was taken to Doberitz where it would be tested by the Army, as Dessau lacked a proper airfield. Lt. Theodore von Mallinckrodt of the German Army would be the first to fly it, finding some novelty in a metal aircraft. Much of the test team was critical of the new plane, nicknamed the ‘tin donkey’, feeling that it would be too heavy to fly, and that it was suicide to fly a plane without bracing wires. Unbothered, the lieutenant began with short hops along the ground before the first full flight test in December. It flew well at first, but with harsh vibration being noted once the plane was brought to high speed. The Army team found the flight characteristics acceptable, but found that the wings had compressed the fuselage of the plane. They were also critical of its extremely low climb rate and lackluster turning performance, but all were impressed when the aircraft achieved a speed of 170 km/h in level flight, making it the fastest plane yet built. Even with its modest 120hp straight 6 Mercedes engine, its speed managed to impress ace pilot Oswald Bolcke who had a chance to inspect the aircraft the next year.

As an experimental aircraft, it was an undeniable success, having proven both that an all metal aircraft was well within the material restrictions of the time, and that massive reductions in drag were possible using this construction. The experimental plane was thus followed by a fighter aircraft, the Junkers J.2. Similar to, but far more refined than the ‘tin donkey’, the J.2 was the first all-metal fighter aircraft ever designed, but it was never accepted for service and the Idlfieg lost interest when it was clear certain performance metrics could not be met. As with the J.1, the fighter still used a 120hp engine, and with its smaller wings, it possessed even higher wing loading, as well as the sluggish climb rate of the experimental J.1. A new 160hp Mercedes engine also failed to bring the aircraft up to the necessary performance requirements.

 

The J2 featured some very modern design choices, including an underslung mid fuselage radiator. (Wikimedia)

However, the J.2 was not the only project of that year, as another design featuring new construction methods was also in the workshop through 1916. The Junkers J.3 would never be completed, but it was the first Junkers project to feature the famous corrugated duralumin skin. Given that it was still a fairly soft material, the bends in the skin would give it the necessary strength to not only act as lifting surfaces, but also structurally reinforce the entire structure by taking shear forces. It would also use a new tubular framework for the wings, built up around a set of stronger tubular spars. While this aircraft would never be finished, these new features would be carried over into the firm’s next design, which would prove to be its first major success.

Reconnaissance under fire

By the end of 1916, not only had the war on the Western front grown into a vicious battle for trench lines between an unsurvivable no man’s land, but aircraft had been proven to be an essential means of understanding the depth of this new and horrible form of warfare. Enemy trenches could only be surveyed from high ground, vulnerable to enemy fire, and the build up of forces were completely hidden from their traditional opponent, cavalry. Aerial reconnaissance thus became invaluable in mapping out labyrinthine trenchworks, finding the positions of enemy guns, and observing the movements of the enemy away from the front lines. Two-seater recon planes were adopted, and fighters were later developed to shoot them down and seize control of vital airspace, but through 1916 the offensive use of aircraft began in earnest. While a canvas biplane had no hope of attacking reinforced trench lines, unable to resist machine gun fire, they could attack enemy infantry at the foremost positions or as they moved through no-man’s land.

While Germany had employed ground attack squadrons in early 1916, it was the use of British infantry contact patrols using fighters and two-seaters through the battle of the Somme that spurred them to develop these tactics further. Moreover, they wanted specialized infantry harassment aircraft beyond their unmodified two-seater biplanes. Losses among these units were high, and the Idflieg, or the Inspector of Aviation forces, produced specifications for a specialized Infantry aircraft. This new plane was to be equipped with armor plate which would enclose the pilot, gunner, engine, and fuel stores with a minimum thickness of 5mm. They were also given a low minimum ceiling of 1500 meters, given they were designed for ground attack and low level reconnaissance. To make a note, this series was designated the I-type, but given the older German writing of I, it appeared as a J, and this series has subsequently been noted as the J type ever since.

The Halberstadt CL.II was built for reconnaissance and ground attack, though its wooden construction left it vulnerable to ground fire. (The Great War Channel)

Albatros and AEG both promised armored versions of their successful C.XII and C.IV models respectively, but Junkers approached the specification with a new concept entirely. While he was forced to build a biplane according to the Idflieg’s specifications, he was still granted considerable leeway with the design. Junkers himself would not be as hands on with this project as he had been the J.1 .2 and .3, over its necessity of being a biplane, so instead he elected to put the project in the hands of a team of engineers. The design of the Junkers J 4, would be managed by Dr-Ing Otto Mader, along with teams headed by the engineers Otto Reuter, Hans Steudel, and Franz Brandenburg.

While it was a biplane, the new aircraft still drew from the experiences and design philosophy of previous projects. Its wings featured corrugated duralumin skin over the multi-sparred, tubular duralumin framework and were in a sesquiplane arrangement, with the lower wing being significantly smaller in length and chord than top. They were connected by an inner set of struts, but being self supporting, they needed no bracing wires. Its armor protection was comprehensive, half of the fuselage consisted of an octagonal steel compartment which contained the engine, pilot, gunner, and fuel. Rear of this armored section was a tubular frame which ended with a conventional tail section. Unlike Junkers’ earlier underpowered efforts, this new plane was equipped with a significantly more powerful 200hp Benz B.IVa straight six engine. This model was among the more powerful aviation engines in German service, excluding those built for airships.

The massive Junkers J.I featured heavy armor protection and structurally redundant wings, it was exceptionally resistant to small arms fire. (SDASM)

Three prototypes were ordered on November 3rd 1916, and delivered the following January as J.425/17, 426/17, and 427/17. On the 28th, one prototype with the 200hp Benz IVa was flown by German officer Arved von Schmidt without armor plate for testing. Taking off from snow 20 cm deep, Schmitt took the plane up to 250 meters and reached a speed of 155 km/h, finding that the aircraft was stable, if tail heavy. The demonstration was impressive enough to get an order for 100 planes on February 19, 1917. The Junkers J 4 was thus accepted into service as the Junkers J.I, under the German Air Service’s designation system. Some minor changes before mass production included a redesigned vertical stabilizer, overhung balanced ailerons, and a balanced rudder.

Given that the workshops at Dessau had yet to receive an order for a mass produced aircraft, building the new planes at a fast enough rate proved difficult. There were two major challenges, first was that while Prof. Junkers was a brilliant inventor, he and his firm were fairly inexperienced when it came to aircraft production, and second, given that this was the first mass produced-all metal aircraft, the methods of mass producing an all metal plane would be learned with it. The Army foresaw this becoming an issue and brought in Anthony Fokker, a master in aircraft production, in order to set up an aircraft factory alongside Junker and Co. in Dessau. The new Junkers Fokker Werke AG. was thus established to build a completely new production line for planes, as subcontractors could not be used to build components, as was the case for wooden planes. The arrangement worked well, with Junkers and Co. engaged in the experimental work and providing designs, while JFA handled the job of meeting the production orders, which in total amounted to 350 planes. In spite of the new facilities, bottlenecking, and the loss of one of the armor plate manufacturers to flooding, would restrict the number of planes built to far below this number.

The Flying Tank

The first J.I to see service was the first off the production line, no. 100/17, which was sent to the front in August of 1917 where it served with the Flieger-Abteilug 19. On one of its first missions, the unit commander flew the plane on a low altitude recon mission near Ypres, Belgium, and found that the plane was not only faster and better handling than the Albatros and AEG J types, but that he had received 11 hits to his aircraft, without issue. FA-19 continued to fly the aircraft, and on one occasion on September 23, 100/17 was hit 85 times, without suffering serious damage.

 

By October, the unit had accumulated enough experience to give an account on using the aircraft. In addition to its excellent protection from bullets and shrapnel, the plane could be flown confidently in weather that kept all others grounded, and it had an excellent glide ratio, which meant that in the event of engine failure, a pilot could still glide his plane back over to friendly lines and evade capture. However, it also required a long take off run and it had a higher landing speed than most aircraft. Luckily, these were issues that could be solved by instruction from more experienced pilots, and practice. Overall, the Junkers J.I proved to be an excellent aircraft from the appraisal of FA 19.

After its front line trials with FA 19, the Junkers J.I would begin to be distributed to the Schutzenstaffel, or protection flight units, whose job was to patrol the area between the opposing trench lines. This entailed a variety of missions from escorting two-seater recon aircraft to ground attack missions, with each unit consisting of some sixty seven men and six planes. Up until 1918, this role was filled by more versatile two seater aircraft like the Halberstadt CL.II, but come the winter of 1917, a small number of armored J type planes were entering service with them. This included four Junkers J.Is issued to the Schusta in December of 1917, a number which would grow to sixty by August of the following year, alongside 186 armored planes of other manufacturers. The nature of this change was revealed more fully when the Schusta were redesigned Schlachtstaffel, or attack flights, during the March offensive, as their escort role was dropped.

The Junkers J.I was used as a support aircraft whose role was primarily reconnaissance and infantry liaison work. The rear seat was equipped with a 7.62mm machine gun, and occasionally a 20mm Becker auto cannon in service, but ground attack was a secondary use of the aircraft. Its most important job was to survey areas of the battlefield that were in contention, to take photographs of bottlenecks in the terrain, or send reports of urgent developments directly to divisional HQ’s via wireless telegraph. First and foremost, the mission of J.I crews was to assist in communicating the state of the changing battlefield, an important task as in the spring of 1918 the war was again entering a mobile phase. Likewise, messages were also delivered from the HQ to the frontlines, as the telegraph wires were easily knocked out by artillery fire. Aircraft were directed by signalers, attached to infantry brigades, by the use of flares, lamps, and fabric strips to mark the position of friendly forces and enemy positions. Working with the signallers, the J.I’s crews could deliver messages to forward commanders from their headquarters, as well as supplies, like food and ammunition, to difficult to reach frontline positions.

A J.I crew prepares to drop canned food, water, and bread to a forward unit, an often overlooked task. While supply runners may not have been able to reach certain positions in daylight, crews like these could drop supplies from behind their aircraft’s armor plate. (SDASM)

In an offensive role, the most powerful tool accorded to the plane was its radio, which could be used to direct artillery, and could also be used to direct the plane to tenuous areas of the frontline to render support directly. While it was typically the job of the Schlachtstaffel to render support near friendly forces, and harass traffic behind the enemy lines, the lack of a bomb load and a standardized forward gun arrangement meant the offensive capabilities of the Junkers J.I were quite limited. The observer/gunner could engage using the mounted machine gun, but they were totally overshadowed by the lighter, unarmored two-seaters, which carried nose mounted guns and could be fitted with bomb racks.

In service, crews rendered excellent service with these aircraft, and many swore by them. One Lieutenant Wagner of Flieger Abteilung 268 flew a mission on March 28th, at an altitude of 80m over the front. During the mission, his observer was wounded, and his own helmet was shot through, but his plane, No. 128 received over 100 hits which did nothing to impede it. The Leutenant was amazed by this, as he’d overflown the enemy trenches, something that would have been suicidal in nearly any other aircraft. These encounters were fairly frequent, as one of the main tasks of the Junkers J.I units was to overfly the enemy trenches and locate the position and size of enemy reserves.

 

Ground crew maneuver a J.I in a photo for publication. (Wingnut Wings)

The Junkers J.I was considered totally unsuitable in aerial combat, given its low speed and ponderous maneuverability. Though, there is one known encounter between an American fighter and a Junkers J.I, which might very well be the only air engagement with the rare armored scout. Major Charles Biddle of the USAS 103rd Squadron, was flying his Spad XIII on May 15, 1918. While returning towards his side of the lines, after a weapon malfunction ruined an interception of a German recon plane, he encountered a ‘peculiar two seater’. Coming down to take a look, it lacked the hallmarks of most German planes of its type, but its unmistakable crosses marked it as an enemy plane. He also noted its extremely low speed, calling it ‘the slowest bus you ever saw’ and remarked he made two miles for its one. The Major dove on the plane and took up position fifty yards below its tail, then he made a mistake. He pulled up to take a shot at the Junkers, but he had misjudged the distance and ended up in the propeller wash of the German two-seater, shaking his aircraft and throwing off his aim. He dove to escape the view of the enemy gunner, but now was underneath his target. The German pilot then began to turn to bring the Spad into view of his gunner, and after several swerves to try to shake the American from beneath his plane, he succeeded. Now out of the Junker’s blind spot, Major Biddle was now the target of the gunner who, and in the words of the Major himself found himself in the crosshairs of “some of the quickest and most accurate bit of shooting that I had come up against”. The shot put a hole through the Spad’s radial engine and into Biddle’s left leg above the knee. He dove, to escape the gunner and head for friendly lines, wounded and with his engine failing. He landed in a field of shell craters, his plane turning over, in a fortunately escapable wreck. Major Biddle was likely the opponent of pilot Feldwebel Ernst Schafer, and Lieutenant Wilhelm Paul Schriber of Flieger Abteilung (A) 221, who subsequently overflew the plane and took photographs of their victory.

Construction

The all metal Junkers J.I used duralumin and steel for nearly everything but the engine braces and rear fuselage skin. (Peter M. Bowers via Fredrick Johnson)

The Junkers J.I was an all metal aircraft built from nickel-steel and duralumin. The forward fuselage was an octagonal compartment built from steel with an armor thickness of 5mm, though late production aircraft used a thickness of 3.5mm for their sides, and 6mm for the rear. The armor was impervious to small arms fire, and enabled the aircraft to overfly enemy trench lines at low altitude. The entire forward fuselage was built up around four large duralumin longerons, and joined to the rearward section, which had a tubular construction. The rear section was skinned with fabric, though the tail section was of duralumin construction with the rudder initially being fabric skinned, before it too was changed to corrugated duralumin later in production. Some very late examples of this aircraft had a corrugated aluminum skin over the rear fuselage, though these do not seem to have been delivered to the Army. The fuselage was joined to the wings by a series of steel tubes covered with protective aluminum fairings, and sat atop the lower wing. The undercarriage of the aircraft featured a conventional construction of two vees, connected to the axle through a shock absorber. The axel was a steel tube 9ft long, with it and the other structural elements being covered by aluminum fairings. The tail skid was of a simple wood construction.

 

The armored fuselage was manufactured at the Dillinger Panzerwerk from high tempered steels. (Flight)

The aircraft had a sesquiplane wing configuration with the upper wing having a span approximately 38% longer than the lower. The fine details are disputed, but the upper wing had a span of some 16m and a chord of 2.50/2.25m, the lower a span of some 6m and a chord of 1.50/1.08. The upper wing had a set of balanced, hanging ailerons. Both the upper and lower wings were built in three sections, consisting of an inner panel which was attached via steel tube struts to the fuselage, and two outer panels. The wings were built around multiple tubular spars made from 40mm tubular duralumin, with the upper wing possessing ten, the lower only five. These spars ran the length of the wing and were connected to a number of steel brackets which connected them to a framework of smaller tubes, which joined the spars and stiffened the wing. This design gave the wing both incredible strength, which needed no structural struts or bracing wires, and was extremely resilient to gun fire, as only when many of the brackets or spars were damaged would the wing become compromised. The wings were skinned in .3mm duralumin sheets which were corrugated to strengthen them, as the duralumin alloy was very soft, and was used as a structural element of the wing which bore shear forces. One aircraft, no. 749/18, was equipped with long span upper wings to lower the take off run of the aircraft, the modification did not make it into production.

 

The upper wing had ten tubular spars, not counting the aileron rod, and damage to any one of them was mitigated by others and the web of brackets through the wing. (Flight)

The control system of the aircraft also represented another departure from the conventional methods, eschewing the traditional wire control system for a more resilient push-rod system. The control systems were a duralumin stick and foot pedals for the rudders. The ailerons spanned the entirety of the outer wing panels and were connected to an aileron tube which ran parallel with the structural spars, which was articulated by linkages to the central control stick. The elevators had exterior stranded wires, which were articulated by the push rod system within the fuselage of the aircraft. The rudder operated much the same way. The cockpit furnishings were basic and the instrumentation consisted of a tachometer and fuel gauge, with a compass mounted on the wing.

The Junkers J.I was equipped with a 200 hp straight 6, Benz IVa engine. The similar 230 hp model had a dry weight of 370kg, a bore of 145mm, a stroke of 190mm, and a compression ratio of 4.91:1. It measured 1,990mm long, had a width of 530mm, and was 1150mm tall. It was water cooled, with the radiator mounted above the engine along the upper wing, its slats controlled by means of a lever above the cockpit. The fuel tank was a 98 liter seat-tank which took the place of the pilot’s typically wicker chair. It was made of sheet brass and had a channel through the back for the control rods for the tail section of the aircraft. It was divided into two sections so that a single bullet hole wouldn’t drain the entire tank. A pump drew fuel from this tank and delivered it to the gravity feed tank in the upper wing, if the pump broke the system could be driven by hand. A 38 liter oil tank was located behind the instrument panel. The engine was fitted with a 2.9m wooden propeller with a pitch of 1.9m. They were manufactured by Axial-Propeller Werke of Berlin and were issued with prop-spinners. The engine bay had two articulated panels which swung rearward to allow easy access to the Benz IVa engine, which was mounted atop two wooden engine bearers made from solid ash.

 

A Telefunken radio set, amplifier, and assorted gear. (stone vintage radio)

The plane could carry a variety of equipment for its missions, though these were mostly commonly a camera, and a wireless telegraph set. The observer, who was also the commander of the aircraft, operated both of these. The camera was a separate piece of equipment carried into and out of the aircraft by the observer and set within a built-in mount. This was set in the fuselage behind the armored section and accessible through a sliding sheet metal panel. The telegraph set was installed within the armored fuselage. Built by Telefunken, the W.T. was standardized across the service. It consisted of a sturdy, protected case and a 37 m aerial, with the alternative Huth made transmitter having a 38 m length.

In regular service, the aircraft carried no forward mounting weapons and carried only a rear mounted gun within a swivel mount, which was set within a turning wheel around the observer’s seat. This allowed him to traverse the gun 180 degrees and take aim at targets above and below the aircraft. This was a largely defensive weapon, but could also be used in a limited anti-infantry role. The gun was either a parabellum MG 14 or, more rarely, a Becker 20 mm autocannon.

 

An observer with an MG 14. Like the British Vickers gun, it was a redesigned Maxim variant that reduced the size of the weapon significantly. (airwar.ru)

The MG 14 was a 7.62mm machine gun derived from the common MG 08 in service with the German army. However, it was much more compact as the toggle-lock mechanism was reversed to a downwards action, it used an internal spring, and the ejection system was made to drop casings out the bottom of the receiver rather than the front. The result was that the receiver was narrower and slimmer compared to the more cumbersome infantry machine gun. They were also equipped with a buttsock and pistol grip, with some examples being equipped with an Oigee magnified reflector gunsight. The water cooling system was not used, and the jacket was perforated to reduce weight. The gun was fed from a cloth ammunition belt and was spooled in a metal drum, with one carried on the weapon and two in reserve in the fuselage. It had an adjustable rate of fire between 600-700 rounds per minute. An experimental armament of two fixed, downward facing machine guns for trench strafing, was installed on one aircraft, but was not used in service.

 

A very advanced weapon for its day, the Becker autocannon would go on to influence the development of the 20mm Oerlikon gun. (mnemonic-shapeways)

The 2cm Becker autocannon was a powerful, if cumbersome weapon. It operated on API blowback and was loaded with ten and fifteen round box magazines. Ammunition loads could consist of solid shot, or high explosive shells, which could prove absolutely devastating against canvas biplanes and effective at harassing infantry. It did however have a relatively low muzzle velocity of 490m/s and a slow rate of fire, between 250 and 300 rpm, depending on the manufacturer. These were installed aboard a few Junkers J.Is, but the machine gun armament was far more common.

Each plane came with a repair kit for surface damage and the following spare parts: 1 undercarriage axle, 2 spare wheels without tires, 1 tail skid with spring, 1 complete set of structural struts and associated connecting parts, 2 trestles, 1 lifting jack, 1 set of tools, and riveting materials.

Flying and Servicing

The Junkers J.I was a ponderous, but steady aircraft to fly. Its top speed was decent for a two-seater, at 145 km/h, but its climb rate was extremely low. It took 77 minutes to reach 3km, though in service it typically operated below 1km, which only took 12 minutes to reach. Coupled with its wide turning circle, the plane earned itself nicknames like the flying ‘Tank’ or ‘Mobelwagen’, or translated, moving van. Given its low speed, it was typically given escorts. Its controls were responsive, though were different enough from its contemporaries to need some practice getting used to. The stick for instance could become shaky and uncomfortable to use if inputs were harsh and jerky. Its landing speed was also notably high, and it required a longer run for take off and landing, preferably made on compacted ground. These issues aside, most pilots were fairly confident in the aircraft, and when flown it was a very stable, especially in the wind and rain, which kept everything else grounded.

 

The Junkers J.I was often a difficult adjustment for pilots, though its stable handling characteristics and robust construction made for a safe re-learning period. (Wingnut Wings)

Crewmen were also very appreciative of the incredible amount of protection the aircraft afforded, allowing missions that would have otherwise been considered suicidal to be completed with a high level of confidence. Not only were all of the critical components of the aircraft all located within a nearly impervious armored compartment, but the wings were extremely durable and unlikely to fail even when struck continuously by machine gun fire. Perhaps best of all, the risk of fire damage was extremely low, and the fire resistant construction would give the pilot time to set the plane down. When all else did fail, and the engine gave out, the aircraft had a good glide ratio, and despite its weight, it could travel some distance without power, allowing the crew to cross back to friendly lines, or look for a safe place to ditch. Overall, the Junkers J.I was in all likelihood, the most durable aircraft to see action during the Great War, and certainly the best of the armored J type aircraft in service with the German Luftstreitkrafte. In the end, only one confirmed combat loss was noted in over its one year of service, performing one of the most dangerous missions.

 

A high landing speed and a need for compact ground meant that numerous J.I’s that  were taken out of action in accidents like these. Few were serious and the planes were typically sent back to depots for repair. (Wingnut Wings)

Its metal construction also gave a number of advantages in the field. Most convenient of all was the fact that it could be stored outside in bad weather. While wood and canvas could not be allowed to stay wet and needed shelter from the rain, a Junkers J.I only needed to have its engine and crew compartments covered. The plane was also designed from the outset to be easily transportable, the wings, tail section, and struts could be easily decoupled and placed alongside the fuselage, allowing it to easily fit in a railcar or trailer. The lack of bracing wires made this easy, and also removed a great deal of the maintenance work. Basic repair tasks were fairly simple, and every plane came with a patching kit that made combat repairs easy, but specialized training was needed for larger components. Extensive repairs usually required the planes to be sent to depots where specialists could work on them, and was usually done in the case of extensive damage to the wings or fuselage. Larger single-piece components, like the struts, were simply replaced with spares if damaged.

Conclusion

The Junkers J.I proved to be a pivotal design in airplane development, as it not only introduced to the world a mass produced all-metal plane, but it also incorporated so many other innovations, such as its cantilevered wings and use of corrugated duralumin. They would provide a practically indestructible plane to what would have been very vulnerable crews, and in the years to come, these features would put Junkers well ahead in the civil air industry.

Junkers J.I
Engine Benz BIVa
Engine Maximum Output 200hp
Empty Weight 1766kg
Combat Load 410kg
Maximum Speed 155 m/h
Combat Ceiling 3km (operational)
Armament 1xMG 14 or 1 x 2 cm Becker Autocannon
Crew 1x observer 1x pilot
Length 9.20m
Height 3.45m
Wingspan 16m
Wing Area 50.84m

Illustrations

As the Junkers armored planes began to enter more widespread service, crews began to fashion their own camouflage schemes. Mauve stripes became a fairly common pattern among these aircraft. Flieger-Abteilung 17, 1918.
Late production aircraft had their fabric skinned vertical stabilizers and tail sections replaced with duralumin sheeting. The fabric sections of the aircraft often went unpainted, and left in the dyed lozenge camo patterns it was delivered with. Unknown unit, based at Villiers de Chevres, 1918.

Credits

Written and edited by Henry H.

Illustrated by Arte Belico

Sources

Primary:

Instruction Manual for Junk. J. I Armored Biplane. Junkers-Fokker-Werke A.G. Dessau. Translated and reproduced in Flight The Aircraft Engineer & Airships Vol. 12. 1920.

Report on the Junker (sic) Armoured Two Seater Biplane, Type J.1*. Ministry of Munitions. Reproduced in Flight The Aircraft Engineer & Airships Vol. 12. 1920.

Secondary:

Junkers Aircraft of WWI Vol 1 Junkers J.1-J.4. Owens, Colin A. Aeronaut Books. 2018.

Junkers J.I. Grosz PM. Albatros Productions. 1993.

Junkers 52 A History 1930-1945. Forsyth, Robert & Creek, Eddie J. Crecy Publishing 2014.

German Observer’s Guns. Woodman, Harry. Albatros Productions 2001.

German Air Forces 1914-1918. Sumner, Ian. Osprey Publishing Ltd. 2005.

MS 406 in Croatian Service

Independent State of Croatia flag Independent State of Croatia (1943-1945)
Fighter –  36 to 46 Operated

During the Second World War, the German puppet state the Nezavisna Država Hrvatska NDH (Eng. Independent State of Croatia), tried to develop its own Air Force. Unfortunately for them, its German and Italian allies simply did not have the industrial resources, nor spare planes to allow them to build a significant air force. Still, the NDH’s persistence in asking for such equipment paid off in 1944 when they received over 30 captured French MS 406 fighters.

The Morane-Saulnier MS 406 in NDH service. Source: T. Likso and Danko Č. The Croatian Air Force In The Second World War

History

After Italy’s unsuccessful invasion of Greece, Benito Mussolini was forced to ask his German ally for help. Adolf Hitler agreed to assist, fearing that a possible Allied attack through the Balkans would reach Romania and its vital oil fields. In the path of the German advance towards Greece stood Yugoslavia, whose government initially agreed to join the Axis side. This agreement was short-lived, as the Yugoslav government was overthrown by an anti-Axis pro-Allied military coup at the end of March 1941. Hitler immediately gave an order for the preparation of the invasion of Yugoslavia. The war that began on 6th April 1941, sometimes called the April War, was a short one and ended with a Yugoslav defeat, and the division of its territory between the Axis powers.

With the collapse of the Kingdom of Yugoslavia, Croatia, with German aid, was finally able to declare independence, albeit becoming a fascist puppet state. It was officially formed on the 10th of April 1941. The new state received a significant territorial expansion by annexing most of western Yugoslavia, including Bosnia, parts of Serbia, and Montenegro.

While the conquest of the Kingdom of Yugoslavia proved to be an easy task for the Axis, holding these territories proved to be much more difficult. This was mainly due to two resistance movements that were actively engaged in sabotage, destroying railways and bridges, and attacking isolated occupation units’ positions and strong points. Despite attempts to suppress these attacks, the resistance movements, especially the Communist Partisans, grew rapidly, forcing the Germans and their Allies to introduce ever-larger occupation forces. The NDH forces were especially targeted as they committed mass murders and deportations to concentration camps. Thanks to the German help, they managed to form a small Air Force that in its inventory consisted of all kinds of obsolete, and in rarer cases, new equipment. By 1943, it was in the process of reorganization and the NDH officials during this time often asked their German overlords for more modern aircraft. Sometimes they even portrayed their own Air Force as weaker than it was.

The NDH Air Force was particularly poorly equipped with fighter aircraft. Luckily for them, the Germans at that time occupied what remained of Vichy France, capturing all kinds of military equipment. This also included the MS 406 fighters which was agreed to be sent to NDH by the end of 1943.

A Brief MS 406  History

At the start of the Second World War, the Morane-Saulnier MS 406 was one of the more modern French fighters built using metal components whose development began in mid-1930s. The first prototype under the designation MS 405 made its maiden test flight on the 8th of August 1935. Following successful testing and good performance, the French Ministry of Aviation issued a request for the first 50 aircraft in February 1938. Given the rising tension in Europe at that time the order was eventually increased to an additional 825 aircraft to be built. By the time, the French surrendered to the Germans over 1,000 aircraft of this type were built.

French Morane-Saulnier MS 406 fighter. Source: Wiki

The MS 406 was a good design that was nearly equal to the German Bf 109 models near the start of the war. During the War with the Germans in 1940, the MS 406 managed to achieve some success against the Germans but ultimately proved incapable of stopping the enemy. Some 300 aircraft of this type would be lost during this brief war, either due to the action of enemy fighters, ground anti-aircraft fire, or accidents. The MS 406 also achieved some success on the foreign market with 12 being sold to China, 30 to Finland, and the Swiss obtained a license for production. Poland also expressed interest in acquiring 150 aircraft of this type but nothing came of this as a result of the German invasion that began in September 1939.

In NDH service

The precise number of available MS 406 or the date when they arrived is not clear.  According to A. Pelletier ( French Fighters Of World War II in Action) the NDH received 46 MS 406 in early 1943. Author V. V. Mikić ( Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945) on the other hand mentioned a lower number of 38 which began to arrive at the end of 1943 and early 1944. These aircraft received registration numbers from 2301 to 2338.  According to T. Likso and D. Čanak (The Croatian Air Force In Second World War) between 36 to 38 were sent to the NDH during 1944.

In late 1943, these aircraft, together with Italian-supplied Fiat G.50s, were to be used to equip the 11th Group consisting of three squadrons (21st, 22nd, and 23rd). The MS 406s were expected to arrive at the start of 1944. The first operational units were to be formed by mid-February. To help train the pilots, one Seiman 200 and ex-Yugoslav P.V.T aircraft were to be supplied. The training operations were carried out at Lučko airfield, starting from October 1943.

Once in Croatia, the MS 406 was used together with the Fiat G.50 fighter aircraft. Source: Wiki

The situation in the air and the ground significantly worsened for NDH at the start of 1944. It was especially hard-pressed as the Allies began bombing operations in occupied Yugoslavia. Thanks to their advances in Italy, they managed to set up many air bases from which these attacks could be launched. They bombed many military installations including ammunition depots, fuel production facilities, and NDH airfields.

An NDH MS 406 w heavily damaged during one of many Allied bombing attacks. The aircraft while damaged beyond repair was not written off, as it was used to cannibalize any usable spare parts. Source: T. Likso and D. Čanak The Croatian Air Force In The Second World War

On the 5th or 6th of April 1944, the Lazužani airfield where the NDH 5th Air  Base was located was bombed by the Allied 2nd SAAF Squadron. They managed to completely destroy 11 and damage 20 more aircraft. One MS 406 was destroyed when an Allied bomb landed next to it. The pilot Cvitan Galić did not survive the explosion. The loss in material was such that the 23rd Lovačko Jato was disbanded. Another MS 406 was lost during a second Allied bombing run on Borongaj and Lučko air bases that occurred on the 12th of April 1944.

In March 1944 Hrvatska Zrakoplovna Legija HZL (Eng. Croatian Air Force Legion) arrived at the NDH capital Zagreb. This unit was formed way back in 1941 and was in direct control by the Germans. Its pilots participated under German controls on the Eastern Front and were quite experienced. The Germans demanded that at least two MS 406s be given to this unit to be used as training aircraft. The NDH officials could do little not to comply.

By 15th September 1944, there were 19 available MS 406 aircraft. Of this number only 7 were fully operational. On September 18th, or on the night of the 21st the sources are not clear, the Partisan forces managed to capture an NDH airfield near Banja Luka. Some 30 ,or 11 depending on the source, aircraft stationed there were captured. The NDH personnel either joined the Partisans or fled leaving behind valuable equipment and supplies. The Partisans managed to capture 3 MS 406 fighters, two were under repair. These were used against their former owners, but one was damaged in an accident and was written off.

In late 1944, the few surviving MS 406 were used in desperate attempts to stop the victorious Partisans forces that were liberating Yugoslavia from the Axis occupiers. By this point, the NDH Air Force could do little to stop them given the chronic lack of fuel. Unfortunately, the precise information about the fate of many NDH aircraft in the last few months of the war was not recorded well. While the Partisans managed to capture a few MS 406 their use was limited at best, and unfortunately, none of them is known to have survived the war.

An MS 406duirng the winter of 1944. Source: T. Likso and D. Čanak The Croatian Air Force In The Second World War

Camo and markings

The MS 406 appears to have been left in German late time war type camouflage. This usually consisted of  Dunkelgrun (Eng. Dark green) and Grau  (Eng. Grey) on the upper aircraft surfaces, and  Hellblau (Eng. Sky Blue) on the lower surfaces. A standard Croatian white and red checkerboard coat of arms was painted on the wings and the fuselage sides. Starting from 24th February 1945 the NDH Air Force introduced the use of a black trefoil that was painted on the aircraft fuselage sides.

Near the end of the war, the NDH Air Force introduced the use of a black trefoil that was painted on the aircraft fuselage sides. Source: https://ww2aircraft.net/forum/threads/morane-saulnier-ms-406.50613/page-2

Technical Specification

The MS 406 was designed as a low-wing mix-construction fighter.  Its designers went for a conventional construction aircraft design. The fuselage frame was made using aluminum tubes connected and covered with Plymax. This is a  composite material that consists of layers of aluminum and plywood. The wings were constructed using a combination of spars and steel tubes also covered in this material. It was powered by one 860 hp Hispano-Suiza liquid-cooled engine. Most produced aircraft used a three-bladed two-pitch propeller, while some received variable-pitch propellers. The armament consisted of one 20 mm (0.78 in) Hispano-Suiza S9 cannon and two 7.5 mm (0.29 in) MAC 1934 machine guns. The cannon fired through the propeller shaft.  The total ammunition load for the cannon was 60 and for the two machine guns 600 rounds.

Conclusion

The MS 406 was one of the few more modern fighter aircraft that was available in any significant number. But despite that, it was already obsolete and could realistically do little against Allied bombers and fighters. It was mostly used to fight the advancing Partisan formations. Few remaining aircraft were used in this role up to the end of the war.

MS 406  Specifications

Wingspans 10.6 m / 34  ft 10  in
Length 8.13 m / 26 ft 9  in
Height 2.71 m / 8  ft 10  in
Wing Area 17.1 m² / 184 ft²
Engine One 860 hp Hispano-Suiza 12Y-31 liquid-cooled engine
Empty Weight 1,900 kg / 4,190  lbs
Maximum Take-off Weight 2,426 kg / 5,790  lbs
Climb Rate per minute 850 m / 2,790 ft
Maximum Speed 485 km/h / 302 mph
Range 1,000 km / 620 miles
Maximum Service Ceiling 9,400 m / 30,840 ft
Crew 1 pilot
Armament
  • One 20 mm (0.78 in) cannon and two 7.5 mm (0.29 in) machine guns

Illustration

 

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Illustration by Godzilla

Source:

  • A. Pelletier (2002) French Fighters Of World War II in Action, Squadron/Signal Publication
  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Francuska. Beograd
  • V. V. Mikić, (2000) Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945, Vojno  istorijski institut Vojske Jugoslavije.
  • T. Likso and Danko Č. (1998) The Croatian Air Force In The Second World War, Nacionalna Sveučilišna Zagreb
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • T.L. Morosanu and D. A. Melinte Romanian (2010) Fighter Colours 1941-1945 MMP Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books.

 

 

 

 

ANT-1

 USSR (1921)
Experimental Single-seat light aircraft – 1 Prototype Built

While the Russian Civil War was raging on, there were early attempts to rebuild its shattered aviation industry.  Aviation engineers and enthusiasts attempted, despite the chaos around them, to build small experimental aircraft to test their ideas and concepts. One such young individual was Andrei Nikolayevich Tupolev. His ANT-1 was a specialized design to test the concept of using metal alloys in aircraft construction.

The ANT-1 experimental aircraft. Source: www.globalsecurity.org/military

History

Tupolev began his career as an aircraft engineer in 1909, when he was admitted to the Moscow Higher Technical School. There he met Professor Nikolai Yagorovich who greatly influenced Tupolev’s interest in aviation. In the following years, he spent time developing and testing various glider designs. When the First World War broke out Tupolev managed to get a job at the Russian Dux Automotive factory in Moscow, which produced a variety of goods, including aircraft. There he gained valuable experience of aircraft manufacturing.

Andrei Nikolayevich Tupolev was one of the greatest Russian/Soviet aviation engineers and designers. Source: Wiki

In 1917, the October Revolution plunged the disintegrating Russian Empire into total chaos. The few aircraft manufacturing centers were either abandoned or destroyed. All work on the design and construction of new aircraft was essentially stopped. The Dux was one exception and continued to work at a limited capacity. It was renamed to Gosudarstvennyi aviatsionnyi zavod (Eng. State aircraft factory) or simply GAZ No.1. Given that he was one of few aviation engineers left, with most skilled either being killed or fled the country, Tupolev remained working for the GAZ No.1. He spent a few years working on various projects such as designs improving weapon mounts for older aircraft that were still in service.

In 1921, Tupolev was elected as the deputy of the Aviatsii i Gidrodinamiki AGO (Eng. Aviation and Hydrodynamics Department). This department was tasked with developing various aircraft designs but also including torpedo boats. In 1921 he and his team from AGO began working on a new aircraft design that was to test new concepts. Two new innovative features were that it should be a monoplane, and be built using mainly metal alloy. Its primary purpose was not to gain any production orders, but instead to serve as a test bed for new ideas and concepts. The aircraft was named ANT-1, where ANT stands for the initials of  Andrei Nikolayevich Tupovlev.  This designation should not be confused with a snowmobile developed by  Tupolev, which shared its name.

During this period, Soviet aviation officials and the German Junkers company spent years negotiating the possibility of producing a Duralumin alloy that could be used for aviation construction. Junkers proved the validity of this concept on the J.I saw service during the First World War. The German company wanted to avoid sanctions on arms and aviation development imposed by the Allies, while the Soviets wanted the technology for themselves, not wanting to depend on the Germans entirely. The Soviet Union in 1922, managed to produce their own copy of Duralumin known as Kol’schugaluminiyem alloy. The name was related to a small village Kol’chugino where this factory was located. Limited production of this alloy began in 1923.

Due to problems with the production of the new alloy, Tupolev was forced to postpone the development of his new aircraft until 1922. At that time the alloy was not yet available, so Tupovlev decided to go on with a standard all-wood design. The benefit of using wood was that it was an easily available material, with almost unlimited supply in Russia. It was cheap and there were plenty of skilled woodworkers. However, there were also numerous flaws in using wooden materials. The greatest issue was a generally short service life in harsh climates as in Russia, in addition, standardization of spare parts is almost impossible to do.

Tupolev himself preferred the new metal technology believing that it would offer many benefits to the aircraft industry,  giving new aircraft a lighter and stronger overall construction. Tupolev eventually decided to go for a mixed-construction solution. His decision was based on a few factors, such as the general lack of this new material, and he wanted to be on the safe side as using metal in aircraft construction was still a new and not yet fully proven concept. In addition, he wanted to be sure about the Aluminum alloy material’s quality before proceeding to design a fully metal aircraft.

Once the choice for the construction material was solved the next step was to decide whether it was to be a single or two-seat configuration. The wing design was also greatly considered. After some time spent in calculations and small wind testing, the choice was made to proceed with a single engine and low-wing monoplane.

For the engine, three different types were proposed including 14hp and 18 hp Harley-Davidson and a 20 hp Blackburn Tomtit. Despite Tupovlev’s attempts, he failed to acquire any one of these three. It was not until early 1923 that he managed to get his hands on an old 35hp Anzani engine which was over 10 years old by that point. Despite its poor mechanical state, Tupovlev knowing that nothing else was available decided to try salvage it.

Testing and the Final Fate

The construction of this aircraft took over a year to complete. Given the general chaos at that time, this should not be surprising. It was finally completed in October 1923, and the first test flight was carried out on the 21st of October of the same year. Despite using the older engine, the flight proved successful. It was piloted by Yevgeni Pogosski.

The completed ANT-1 test aircraft. Source: www.globalsecurity.org

Following this, the ANT-1 was used mainly for various testing and evaluation. It would see service in this manner for the next two years. In 1925 the aging engine finally gave up, and this made the aircraft unflyable. Tupovlev tried to find a factory that could potentially refurbish it. He ultimately failed, as the engine was simply beyond repair by that point.

The aircraft was for some time stored at Factory No.156.  The fate of this aircraft is not clear in the sources, however, there are few theories about what happened to it. After Tupovlev’s imprisonment by Josef Stalin, his plans and documentation were confiscated. The aircraft was believed to be also confiscated and scrapped in the late 1930s. Another possibility is that it was moved to another storage facility where it was eventually lost during the Axis Invasion of the Soviet Union in 1941.

Specification

The ANT-1 was designed as a cantilever low-wing monoplane aircraft of mixed construction. The fuselage consisted of four spruce longerons. The lower two were connected to the wing spars and  were held in place with four bolts. The parts of the fuselage starting with the pilot cockpit to the engine were covered in the metal alloy. This alloy was also used to provide additional strength of some internal wooden components of the aircraft fuselage. The pilot Pilot cockpit was provided with a small windscreen. Inboard equipment was spartan consisting only of an rpm counter, oil pressure indicator, and ignition switch.

The cantilever wings were made of single pieces. At the end of the two tips  (on each side of the wings) large wooden spars were installed. Some parts of the wing were built using metal parts such as the wing ribs,  The rest of the wing was mainly covered in fabric. The tail unit was made of wood, its surfaces were covered with a metal-fabric cover.

The fixed landing gear consisted of two large wheels. These were connected to a metal frame which itself was connected to the aircraft fuselage. Small rubber bungees acted as primitive shock absorbers.

Given that nothing else was available, the ANT-1 was powered by an old, refurbished 35-hp strong Bristol Anzani engine.

A good view of the ANT-1 internal wing and fuselage construction. Source: www.globalsecurity.org
The cantilever wings received on each side one large wooden spar. Source: Wiki
The pilot cockpit received only a few basic instruments and a small windshield. Source:www.globalsecurity.org

Conclusion

The ANT-1 despite its simplicity, and being built a single, cobbled-together prototype, could be considered a great success for Tupolev. Through this experimental aircraft, Tupovlev gained valuable experience in designing an aircraft by using metal alloy. This success emboldened Tupovlev to go even further and design and build the Soviet first all-metal construction aircraft known as ANT-2. The ANT-1 was Tupovlev’s first stepping stone in a long and successful career as an aircraft designer in the following decades.

ANT-1 Specifications

Wingspans 7.2 m / 23ft 7 in
Length 5.4 m / 17 ft 8 in
Height 1.7 m / 5 ft 7 in
Wing Area 10 m²  / 108 ft²
Engine One 35 hp Bristol Anzani engine
Empty Weight 230 kg / 5,070 lb
Maximum Takeoff Weight 360 kg / 7,940 lb
Maximum Speed 125 km/h / 78 mp/h
Range 400 km / 250 miles
Maximum Service Ceiling 600 m /  1,970 ft
Maximum Theoretical Service Ceiling 4,000 m / 13,120 ft
Crew 1 pilot
Armament
  • None

 

Gallery

 

 

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Illustration by Godzilla

Sources:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-SSSR. Beograd.
  • Y. Gordon and V. Rigmant (2005) OKB Tupolev, Midland
  • P. Duffy and A. Kandalov (1996) Tupolev The Man and His Aircraft, SAE International
  • B. Gunston () Tupolev Aircraft Since 1922, Naval Institute press

 

Westland Whirlwind

Great Britain (1939)

Twin-engined fighter-bombert Number built: 114 plus two prototypes

In the history of aviation, small production numbers usually indicated that a particular aircraft did not meet the desired results, or was simply a bad design. However, there were designs that performed well in their designated roles, but still built in few numbers. In such cases, external factors were usually to blame for that aircraft’s downfall. These were typically connected to production difficulties, such as the unavailability, or the unreliability of components. This was the case with the UK Westland Whirlwind, a twin-engined fighter that despite its excellent performance, failed due to engine supply issues, and was built in limited numbers.

The Westland Whirlwind twin-engined day and night fighter. Source: Wiki

History

The 1930s saw the United Kingdom Royal Air Force’s extensive adoption of new technologies. Improvements in fuselage design, new materials, heavier armaments, and more powerful engines were key in this period. These allowed for the development of faster, harder-hitting fighters than those previously in service. At that time, the fighter force of the RAF consisted of biplanes such as the Bristol Bulldog, for example. These were becoming obsolete in regard to speed of and offensive armament. In 1934, the development of much better low-wing fighters was initiated by the Air Ministry. These would evolve into the well-known Hurricane and Spitfire fighters. Such aircraft were armed with licensed 7.62 mm (0.3 in) Browning machine guns, but something with a heavier punch was also considered. For this purpose, the French Hispano-Suiza company was contacted. This company produced the well-known 20mm (0.78 in) Hispano cannon. A license was acquired and these cannons would be built by the BSA company. The delivery of new guns was carried out at a slow pace, and it was not produced in great quantities up to 1942. With the acquisition of a sufficiently strong armament and the availability of more powerful engines, the Air Ministry issued a request for more heavily armed twin-engined aircraft designs. This included the single and a two-seat day and night fighter configuration.

The final specifications for such aircraft were issued in 1936. The principal concept of this new aircraft was to focus a strong armament of four 20mm cannons inside of the aircraft nose. Several companies responded to these requests. The Air Ministry was mostly satisfied with the work of the Bristol, Supermarine, and Westland companies.

Westland Aircraft Ltd., was a relatively new, but successful aircraft manufacturer in mid-1930, and they were highly interested in the new twin-engine fighter project. For this, a team was gathered under the leadership of was designed by W.E.W. Petter.  The project was initially designated as P.9, “P” stands for Petter but has nothing to do with its chief designer, and was presented to the Air Ministry. The following year the Westland project was deemed the best design and given the green light. Orders for the construction of two prototypes were issued, initially designated L6844 and L6845, in February 1937.  The first wind-tunnel tests showed that some changes were needed regarding the model tail assembly due to longitudinal control problems. The Whirlwind was initially to have a twin rudder and fins configuration, but this was changed to a high-set tailplane to solve the problem. In May 1937 the first mock-up was completed. As it was deemed sufficient, work on the first prototype began shortly after its unveiling.  Due to delivery problems, this aircraft could not be completed until October 1938.

The first prototype during its early testing phase. Source: M. Ovcacik and K. Susa Westland Whirlwind

At that time, the project was officially designated as Whirlwind. The same month, the first ground test was completed, and shortly after that the maiden flight was made. The aircraft was flight-tested by Westland’s own chief pilot Harald Penrose. Following that, it was allocated to the Royal Aircraft Establishment at Farnborough for future testing.

During this early testing stage, numerous problems were encountered. The engine was somewhat problematic as it was prone to overheating. Another major problem was poor directional stability during flight. This was solved by increasing the rudder area at the tailplanes. In addition, the engineers added a concave-shaped surface on the rudders. To further stabilize the aircraft during stall and dives, an oval-shaped extension was added at the connection point of the vertical and horizontal stabilizers.

With these modifications, the flight testing of the first prototype continued into 1939. At that time the work on the second prototype was nearing completion. It would be tested with engines that rotated in the same direction. As this did not affect its overall performance, it made the production slightly easier. As both prototypes performed well, a production order of 200 aircraft was placed at the start of 1939.

However, precise specifications needed for production were not made until May 1939. The delay was caused by the indecisiveness regarding which engine to use, during this period various proposals were made. Further tests showed problems with exhaust systems, which had to be replaced with simpler designs. The overheating problems led to the redesigning of the pressurized cooling system.

The second prototype aircraft. Source: Wiki

As there were no available 20mm cannons, the prototypes were initially not fitted with any offensive armament. Once these were available, they would be fitted on both prototypes. Additional firing trials were to be carried out. These were to test various other proposed armaments

Following the successful testing of the first prototype, it would be allocated to the No.4 School of Technical Training. The second prototype would be allocated to  RAF No. 25 Squadron In June 1940. It would remain there until it was damaged in an accident and removed from service in June 1941.

Despite the whole project being undertaken in secrecy, both Germany and France were aware of its existence. The French even published technical papers mentioning this aircraft, with the Germans publishing their own in 1940. However, in Britain, the existence of this aircraft was only publicly announced in 1942.

Production

The production of the Whirlwind was delayed due to a lack of engines up to May 1940. The fighter versions that slowly began to be issued for operational use were designated Whirlwind  MK. I. The production version was slightly different from the prototypes. The mudguards on the landing wheels were removed and the exhaust was modified. Some other changes would be implemented during its production, such as moving the position of the radio mast. Initially, it was positioned on the sliding hood but later it would be moved further forward. Beyond that, the cockpit underwent a minor redesign. There were plans to adopt this fighter for service in other parts of the British Empire, but this request was never implemented.

As the production was slowly going on, another order for 200 more aircraft was placed in 1939. But this production quota would be canceled at the end of 1940. The Air Ministry limited the production of this aircraft to only 114 examples. The reasons for these limited production numbers were a general lack of Peregrine engines. These engines were actually being phased out of production in favor of more powerful engines, namely the Rolls Royce Merlin. The last aircraft was completed in December of 1941 or January 1942 depending on the source. Production was carried out at the newly built factories at Yeovil.

Service

Given their small production numbers, it should not come as a surprise that the distribution of this aircraft to frontline units was limited. The first three operational aircraft were allocated to No.25 Squadron stationed at North Weald. These were only briefly used by this unit from June to mid-July 1940. It was decided to instead re-equip the unit with the Beaufighter Mk. IF. The RAF’s No.263 squadron stationed at Grangemouth was next to be supplied with the Whirlwinds. The deliveries of the first aircraft were scheduled to arrive in July 1940. On the 7th of August, an accident occurred where one aircraft was lost. During a take-off, one of the tires blew out damaging the loading gear. Despite this, the pilot managed to retain control and fly off the aircraft away from the airstrip. Once in the air, he was informed of the damage sustained during the take-off. The pilot at that point had two options, either to try a hard landing and hope to survive or to simply bail out of  the aircraft and use his parachute. The pilot chose the latter option, while the aircraft was completely lost, the pilot was unharmed. Due to slow delivery, only 8 aircraft were received by this unit by October 1940. At the end of that year, the unit was repositioned to Exeter. The first combat action occurred on the 12th of January 1941. One aircraft took off and tried to engage returning German bombers. After a brief skirmish, one German Ju 88 was reported to be damaged.  The first air victory was achieved a month later when a Whirlwind managed to shoot down an Arado 196 near Dodman Point.

In March, some 9 out of 12 operational Whirlwinds would be damaged in one of many German air raids. For this reason, the unit was moved to Portreath and then to Filton. During this period the unit suffered further casualties, of which three were in action while the majority were lost during accidents.

On the 14th of June, some 6 aircraft were used in ground attack operations against German airfields at the Cherbourg peninsula. Due to bad weather, the attack was rather unsuccessful. In August, this squadron was repositioned to Charmy Down. From this base it flaw several escort missions. The same month several air raids against enemy air bases were also undertaken. These were successful, with the Whirlwinds managing to destroy many enemy aircraft on the ground. These included: three Ju 88s, possibly up to eight Ju 87s, and a few Bf 109s. Interestingly, even one German submarine was reportedly destroyed.

On a few occasions, enemy aircraft were engaged in the air. During one air clash, some 20 Bf 109s engaged a group of four Whirlwinds. In the following skirmish, the Germans lost two fighters. The British had two damaged aircraft, with one more being lost after a forced landing due to damage sustained during this fight.

No.137 squadron was another operational unit that had some Whirlwinds in its inventory. It was fully operational starting from October 1941 when it was stationed at Charmy Down. This unit was formed with the assistance of the previously mentioned squadron which provided experienced pilots and ground crew. One of the first combat actions of this unit occurred in February 1942. During an engagement with German Bf 109 fighters, this unit lost four Whirlwinds. Both units would continue to operate the Whirlwinds in various combat missions, which usually involved attacking ground targets and facilities, either along the English Channel or in Western parts of occupied Europe.

With its four 2 cm cannon armament this aircraft possesses quite strong firepower. Source: Wiki
Given their limited numbers, only two squadrons would be ever equipped with this type of aircraft during the war. Source: Wiki

Fighter-Bomber Adaptation 

While the armament of four cannons offered strong offensive capabilities, a bomb load would expand the air-to-ground capabilities of the plane even further. Such rearmament was proposed in September 1941 by T. Pugh, one of the squadron leaders. Given their limited number and the urgency of other projects, the first tests were not carried out until July 1942. One aircraft was modified at the Aeroplane and Armament Experimental Establishment to be able to carry either 113 kg (250 lb) or 226kg (500 lb) bombs placed beneath the outer wings. The results were positive and mechanics from the No.263 squadron began adding the bomb bracket on the wings starting from August 1942. No.137 squadron followed up soon with the same modifications. While no official designations were issued for these modifications, the units that used them referred to them as Whirlibombers. In total, some 67 such modifications would be carried out.

The first combat action of these modified aircraft occurred on the 9th of September 1942. The British launched an attack on German trawler ships near Cherbourg. These aircraft would see extensive use up to 1943 against various ground targets. Trains were a common target, with some 67 being destroyed.

With the addition of bombs the firepower of this aircraft was greatly boosted. Source: www.staplesandvine.com
Close-up view of the bomb release mechanism. Source: Pinterest

Whirlwind Mk.II Project

While having a good overall design, the Whirlwinds had a few shortcomings. While having excellent flight performance at low altitudes, at greater heights its performance dropped sharply. The main reason for this was that its Peregrine engines used a small, single-stage, single-gear supercharger, and the small engine lost a considerable amount of power in thinner air. But there were some attempts made to further improve its performance, designated as Mk.II. The main drawback of the whole design was the engines, which while good had the potential to be further improved, and they were quite underpowered compared to the Rolls Royce Merlin engines. In 1940 it was proposed to use stronger Peregrine engines, a modified armament, and an increased fuel load. The armament would have consisted of four 2 cm Hispano Mk.II cannons which were belt-fed. While the fuel load would be increased by 42 gallons. Given that the main producer of engines, Rolls-Royce, was focusing all available resources on Merlin engine production there was simply no room for other projects. Thus the Air Ministry would simply abandon plans to further improve this aircraft.

Final Fate

All produced aircraft would be only used by these two units. Eventually, due to limited production numbers, and the wear of equipment, they were relegated to limited service. No.137 squadron retained its Whirlwinds up to June 1943 before they were replaced with  Hurricane Mk.IVs. The other unit operated them a bit longer, until the end of the year. These would be replaced with the Hawker Typhoon. The surviving aircraft were gathered at various maintenance depots before finally being declared obsolete and scrapped in late 1944. Only one aircraft survived the war. It remained in service up to 1947 before it too was scrapped.

Limited Export Service

As very few aircraft were produced, there was little prospect of them being exported to other Allied nations. An exception would be one aircraft (P6994) which was shipped to America in June 1942. There it was likely used for evaluation and testing, but its history or fate is unknown.

Technical characteristics

The Whirlwind was designed as a twin-engined low-wing, all-metal, day and night fighter. Despite being originally intended for this double role, it was never used in night operations.  The fuselage was oval-shaped and consisted of 17 metal formers that were connected together. The front sections were built using aluminum while the rear part used magnesium alloy. The nose is where the main armament was located, along with a 9 mm thick armor plate to protect the pilot.

The tail assembly had the same construction. Which consisted of a metal frame covered in duralumin sheeting. But if in need of repairs, the whole rear section could be removed. As mentioned the horizontal stabilizers had to be moved further up the fin. An interesting feature of this aircraft was the two-part rudder. Initial testing showed that they were quite ineffective during take-off. For this reason, they were replaced with new ones that were concave,on both sides, in shape.

The wings were constructed using metal frame ribs. These were then covered with duralumin sheeting which was flush riveted. Several various sizes of access panels were added to help the ground repair crew during the maintenance or replacement of damaged parts of the wings. The ailerons were also covered in metal. These were provided with trimming tabs which could be adjusted when the aircraft was on the ground. The wings on this aircraft incorporated the two-engine nacelles. These fairly large, but aerodynamically well-shaped nacelles were used to store the engine, fuel, and oil pumps that the front landing gear units. A highly interesting design decision was to add coolant radiators which were located on the central part of the wing trailing edges. This allows them to reduce the drag as much as possible.

Behind the aircraft’s nose, the cockpit was located. It had a large canopy which provided an excellent all-around view for the pilot. Given the offensive role of the aircraft, the pilot was fairly well protected. To the front, a 9 mm armor plate was positioned. While on the rear and lower parts of the seat were protected by a 6 and 4-mm thick armor plate. The cockpit itself was connected to the main fuselage by using bolts. The front part of the canopy was protected by bullet-resistant laminated glass. Under and behind the cockpit various equipment was stored. This included a radio unit,  de-icing tanks, accumulators, exigent tanks, etc.  To have easy access to some of these a small hatch was installed on the right side of the rear fuselage.

The Whirlwind was designed as a twin-engined low-wing all-metal day and night fighter. Some of the easily recognizable features were the enlarged glazed cockpit and the positions of the tail horizontal stabilizers. Source: Wiki

The landing gear consisted of two wing-mounted retractable wheels. With one smaller tailwheel placed. To provide a smoother landing, the front landing gear units used a pair of heavy shock absorbers. These use 790 x 270  mm (31 in x 10 in) Dunlop-type wheels. All three landing gear units retracted to the rear. The two larger wheels retracted into the engine nacelles. The lowering or retracting of the landing gear was controlled by the pilot by using a lever.

This aircraft was powered by two compact, 880 hp Rolls-Royce Peregrine I engines. These were actually fairly underpowered, they weighed about as much as a Merlin but were significantly less powerful. It’s a major reason this plane wasn’t retained, they simply couldn’t upgrade it with a better, but larger engine. These two engines were provided with a 25 cm  (10 in) diameter thick de Havilland three-bladed with variable pitch propellers. This engine was electrically started. The engine was seated on a specially designed mount which consisted of two bearers and bracing tubes. The engine, while enclosed, was provided with several small hatch access points for repair and maintenance. Fuel was supplied to the engine using two separate systems of power by pumps. The fuel was stored inside two tanks located in each wing. These were encased in a duralumin shell. To avoid spilling the fuel inside the aircraft, a self-sealing covering was also used. The total fuel capacity was 609 liters (134 gallons).

This aircraft was powered by two Rolls-Royce Peregrine engines. The lack of this engine ultimately leads to the abandonment of the whole project. Source: dingeraviation.net

The main armament of this type consisted of four 2 cm Hispano Mk.I type 404 cannons. These were mounted in pairs and located in the front aircraft nose. Its ammunition load consisted of 60 rounds per gun set in large drum magazines. Before the aircraft was to fly into action the Hispano cannons had to be manually cocked while still on the ground. Initially, a hydraulic firing mechanism was used. It would be replaced later in the production by a pneumatic firing system.

Besides the use of four cannons various other armament installations were also proposed or tested. For example, a redesigned nose mounting that consisted of 12 Browning machine guns was tested. Another experimental mount consisted of four vertically positioned cannons and three machine guns.  Additional tests were carried out with larger 3.7 cm and 4 cm guns. The plans of using two 4 cm guns were quickly discarded as it would require extensive rework of the aircraft design. In 1942 attempts were made to add two machine guns for self-defense but this was abandoned too.

 

Once the nose cover was removed we can clearly see the arrangement of the four 2 cm Hispano Mk.I type 404 cannons. The ground crew member to the left is holding the 60-round drum magazine. Source: /dingeraviation.net

 

Other experimental proposals included adding 12 machine guns. Source: M. Ovcacik and K. Susa Westland Whirlwind
While this proposal included four horizontally positioned cannons and three more machine guns. In either case, none of these would be adopted. Source: M. Ovcacik and K. Susa Westland Whirlwind

Production Versions

    • Two Prototypes – Both used for varius testing and evaluation with one being lost in an accident
    • Mk. I Fighter-bomber – over 60 aircraft were armed with bombs
    • Mk.II – Proposed improved versions, none built

Operators

    • UK – The only operator of these aircraft
    • USA – One Aircraft was shipped to America for testing and evaluation, but its fate is unknown

 

Westland Whirlwind Reconstruction

The completed pilot cockpit and the armament are located at the Kent Battle of Britain Museum. Source: https://www.whirlwindfp.org/

 

Conclusion

The Westland Whirlwind was a quite advanced twin-engined fighter design for its day. Although initially designed as a day and night fighter, it would never fully be used in this role due to problems with the acquisition of stronger engines and limited production run. Thanks to its strong armament it saw combat service as a ground attack aircraft with good results.

But despite its performance, the lack of sufficiently strong engines and general lack of vision for this aircraft ultimately killed the project. It was more a case that the aircraft was built around an engine that just wasn’t very good, and it couldn’t accept the larger, but much more powerful Merlin engine.

 

Westland Whirlwind  Specifications

Wingspans 13.7 m / 45 ft
Length 9.8 m / 32 ft 3 in
Height 4.9 m / 16 ft 3 in
Wing Area 23.23 m² / 250 ft²
Engine Two 880 hp Rolls Royce Peregrine inline piston engine
Empty Weight 3.770 kg /8.310 lb
Maximum Takeoff Weight 5.180 kg /11.410 lb
Climb Rate to 6.1 km In 8 minutes
Maximum Speed 580  km/h / 360 mph
Diving speed 645 km/h / 400 mph
Range 1,115 km / 630 miles
Maximum Service Ceiling 9.240 m / 30.300 ft
Crew 1 pilot
Armament
  • Four 2 cm ( 0.78in) cannons
  • Payload of 454 kg (1,000 lb kg) bombs

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Godzilla

Illustrations

Whirlwind in the Battle of Britain era camouflage scheme.
Whirlwind in the 1942/43 livery

 

 

Source:

  • M. Ovcacik and K. Susa (2002) Westland Whirlwind, 4+ Publication
  • D. Monday (1994) British Aircraft Of World War II, Chancellor Press
  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-.Beograd
  • P. J. R. Moyes  The Westland Whirlwind, Profile Publication
  • https://www.whirlwindfp.org/

 

Korean People’s Airforce Pilots deployed during the Yom Kippur War

 

The North Korean pilots who flew Egyptian warplanes during the Yom Kippur War during a ceremony before their return to DPRK. (North Korea’s Armed Forces: On the Path of Songun)

After three years of extreme tension between the Arab Republic of Egypt and the State of Israel in October 1973, Egyptian president Muhammad Anwar el-Sadat signed an agreement with the Arab Republic of Syria to launch a combined attack on the State of Israel. The war began on the 6th October 1973 and lasted for 19 days. Not many know that 20 pilots of the Korean People’s Army Air and Anti-Air Force (KPAAF) were involved in Egyptian air force operations.

Egyptian-Korean Relations

The Democratic People’s Republic of Korea had always maintained a good relationship with the Arab Republic of Egypt, beginning in the early 1950s.The Asian country always supported the position of the former Egyptian president ,Nasser, to nationalize the Suez Canal, and financially helped the country during the Suez Crisis of 1956. The conflict saw the Israeli Defense Force (IDF) launch an attack in the Sinai peninsula, supported by British and French forces that simultaneously landed in Port Said, Egypt. On 3rd November 1956, the DPRK issued a statement of solidarity with Egypt and sent the symbolic figure of 60,000 DPRK’s Wons (about 5,000 USD) to support the Egyptian Army. Between 1957 and 1963 the Democratic People’s Republic of Korea and the Arab Republic of Egypt signed some cultural and commercial agreements and opened in the capital cities of both countries.

A statue of the muzzle and bayonet of an AK-47, given to Egypt by North Korea, honors the military partnership between the two countries. (The New York Times)

During the 1960s, Egypt maintained an unclear relationship with North Korea, abstaining from some votes in favor of the DPRK during United Nations meetings until 1962, when Israel, and the Republic of Korea chose not to pursue diplomatic and trade relations.

North Korean embassy in Cairo. (The New York Times)

After the Six Days War, the Democratic People’s Republic of Korea sent Egypt 5,000 tons of cereals as aid. In response, Egyptian delegations supported the North Korean regime at the United Nations meetings and in the Non-Aligned Movement (NAM) meetings.

The Non-Aligned Movement was created after a meeting in Belgrade, in the former Socialist Federal Republic of Yugoslavia on 1st September 1961. Among its founders was Egyptian president Nasser, Yugoslavian leader Tito, Indian Prime Minister, Ghanaian President and Indonesian President. This movement was created because, after the Korean War, some nations did not want to take sides against Cold War opponents and be drawn into potential conflicts. In 1975 the Democratic People’s Republic of Korea joined the movement with Egyptian support.

Kim Yong Nam, president of the Presidium of the Supreme People’s Assembly of North Korea, meets with then-Egyptian President Hosni Mubarak at the presidential palace in Cairo, Egypt, 26th July 2007. (worldpoliticsreview.com)

Egyptian MiG-21

The Arab Republic of Egypt received its first MiG-21s from the Soviets in 1963. By the end of that year, the Egyptian Air Force had in its service a total of 60 MiG-21F-13s. These were followed, until the end of the decade, by 40 or 50 MiG-21PFs.

The MiG-21F-13 was an upgraded version of the MiG-21 platform with upgraded on-board radar, new optics, a single 30 mm cannon and the possibility to load 2 Vympel K-13 short-range infrared homing Air-to-Air Missiles (AAMs). In the designation, the ‘F’ refers to ‘Forsirovannyy’ (English: Uprated) and ‘13’ refers to the K-13 missiles.
The MiG-21PF was a heavily updated version of the MiG-21 bringing it to the “Second Generation” of fighters. The upgrades included new turbojet engine and rails for RS-2US Adams instead of K-13 missiles.

Two Egyptian MiG-21F13s of the 26 Squadron ‘Black Raven’ armed with R-3S missiles. (Arab MiG-19, MiG-21 Units in Combat)

The first deployment of the Egyptian MiGs was during the Six Days War where the majority of them were destroyed at their airfields by Israeli preemptive air attacks. The few brave Egyptian pilots that had the possibility to take off in these hours were quickly overwhelmed by better-trained Israeli pilots. The Israeli attack was divided in 4 different waves; in the first one, Israeli pilots claimed to have shot down 8 Egyptian planes, 7 of which were MiG-21s while Egypt had claimed 5 planes shot down by MiG-21PFs.In the second wave, Israeli pilots claimed 4 MiG-21s shot down. At the end of the attacks, Egypt had lost about 100 MiG-21s out of 110 owned by its Air Force.

The few surviving MiG-21s were used in the last days of war to try and slow down the Israeli ground forces in the Sinai peninsula. They were however, only armed with unguided 57 mm rockets. These few MiGs were manned by the surviving pilots of the different squadrons whose aircraft had been lost the previous days. Some of them were deployed for air defense in an air base near Cairo, while the rest were deployed at Inshas air base, north of Cairo, and took part in the attacks against Israeli ground force Israeli forces.

After the Six Days War, Egypt quickly restored its MiG-21 inventory, buying some second-hand MiG from the Soviet Union, and others from Algeria.

About a month after the war, on 15th July 1967, Egyptian MiGs shot down an Israeli Mirage III CJ over Sinai skies at the cost of two MiGs. By the end of 1968, the Egyptian Air Force had in service 115 MiG-21s that were extensively used against Israeli Air Force Mirages, with results still debated today. The Egyptian pilots were not as well trained as the Israeli pilots, and this often led to heavy losses when flying against the IAF.

Another MiG-21F-13 of the 26 Squadron in 1969 at the Sayah el-Sharif air base. (Arab MiG-19 MiG-21 Units in Combat)

1969 was a year full of changes for the Egyptian Air Force, in the early months of the year, the radar equipped MiG-21PFMs were equipped with GP-9 gun pods, delivered by the Soviet Union. The gun pods were a great advantage for the MiGs giving them more possibilities of success in dog-fights where the distances between the planes were less than 1,000 meters, where their R-3S missiles (AA-2 Atoll) were less useful.

In late 1969, the MiG-21Ms, with four missile rails and a new internal 23 mm GSh-23L automatic cannon arrived from the Soviet Union. On the 11th of September 1969, Egyptian MiG-21 pilots shot down 3 Israeli Mirages III, two of those manned by Israeli veterans. This battle was widely publicized in Egypt, but the Egyptian government did not mention that to shoot down the three Israeli planes, Egypt lost 5 MiGs and 3 other planes. Between February and March 1970, a total of 80 MiG-21MFs with improved radars and new engines arrived in Egypt.

According to a Soviet report, from July to December 1969, during the War of Attrition fought between the Six Days War and the Yom Kippur War, the Egyptian Air Force lost 72 war planes, 53 of them shot down by Israeli forces. The majority of them were MiG-21s. Due to the poor results of the Egyptian Air Force in the War of Attrition, Egyptian President Nasser was forced to ask the Soviet Union for more help. In March 1970, the first Soviet pilots, and Surface-to-Air Missile (SAM) battery technicians, arrived in Egypt.

On the 13th of April 1970, there was the first Soviet-Israeli air battle in which two MiG-21MFs manned by Soviet pilots, attacked two Israeli F-4 Phantom II. It is not clear if the Israeli planes were shot down or not. In a similar situation, 5 days later, a Soviet MiG-21MF damaged an Israeli RF-4E recon plane. From March to August of 1970, Egypt, thanks to Soviet forces deployed in the country, shot down 8 Israeli planes with S-125 (NATO code SA-3 Goa) Surface-to-Air Missiles, and 13 other planes were shot down by MiG-21s. Egypt would only lose 5 MiG-21s.

A MiG-21MF of the Soviet 135th Air Regiment in Egypt. The plane showed off the original Soviet camouflage scheme applied at the Gorky plant in the Soviet Union where the MiG-21s were produced. (Soviet Military Archives via Arab MiG-19 MiG-21 Units in Combat)

In October 1973, the Egyptian Air Force had at its disposal 770 combat aircraft of which about 150 of these were in storage. In total they could rely on 620 aircraft and over 100 helicopters. The planes were: 220 MiG-21s, 200 MiG-17 Fighter bombers, 120 Su-7 Fighter bombers, 18 Tupolev Tu-16 Bombers, 40-50 Il-14 and An-12 Cargo planes, 10 Il-28 Bombers and 100-140 MiL Mi-1; Mi-4; Mi-6 and Mi-8 helicopters. These were integrated with a squadron of MiG-21F-13 from Algeria, another squadron of MiG-21PFs from Algeria that was mainly deployed to defend Cairo region skies, and some Pakistani Instructors that flew some Egyptian MiGs during the war.

The Soviet MiG-21 was less modern than the American F-4 air superiority fighter, although it was more maneuverable than the early models of the Phantom and was much simpler to keep running. During the air combat in the Arab-Israeli conflicts, the difference was often made by the pilot’s experience, giving an advantage to the Israeli pilots who, in some cases, had more experience than the US pilots deployed in Vietnam. The Egyptian pilots had, for the most part, deficient training and lacked experience.

The Democratic People’s Republic of Korea was also familiar with the MiG 21, and received its first MiG-21F-13’s in late 1962, receiving more until 1965 for a total of 14 fighters. In the following years, many MiG-21PFMs arrived in the Asian country. This was a big step forward for the Korean Air Force as the MiG-21s introduced the possibility for the Korean pilots to use Air-to-Air Missiles (AAMs) such as the R-3S (AA-2 Atoll) infrared homing missiles. The later MiG-21PFM would give them the ability to to use both the R-3S and the RS-2U, also known as Kaliningrad K-5M (NATO Code AA-1 Alkali), beam-riding guided missile.

A North Korean MiG-21MF on a runway near P’yŏngyang, Democratic People’s Republic of Korea. (jetphotos.net)

Korean Squadron in Egypt

After the deterioration of diplomatic relations with the Soviet Union, the new Egyptian president Sadat chased the Soviet advisors out of the country and stopped buying their military equipment, and this decision led to a very serious problem.

Not only were Soviet advisors deployed in the Arab Republic of Egypt, but also instructors, the technicians of Surface-to-Air Missiles batteries, and even some combat pilots.

Roughly 30% of the 400 Egyptian combat planes were manned by Soviet pilots and even the 20% of the SAM batteries were manned by Soviets that were leaving the country.

Few Egyptian pilots were well trained, and many had to finish their training very hastily due to the expatriation of Soviet trainers. The last Soviet soldiers deployed in Egypt left the country in July 1973.

Some of the Korean pilots and ground crew members of the Korean Air Force that were sent to Egypt. These were probably the Koreans that arrived after the start of the Yom Kippur War. (Egyptian Army)

The loss of Soviet expertise would force the Egyptians to look elsewhere for training and technical advisors. Between 1st to 7th March 1973 a delegation from the Democratic People’s Republic of Korea led by Kang Ryang-uk, Vice President of the Supreme People’s Assembly of the DPRK, visited Egypt. It was during this visit that Egyptian Military’s Chief of Staff, Saad Al Shazly, asked the Korean politician to help Egypt by sending a single squadron of pilots to give to the Egyptian pilots reliable combat training.

After solving the bureaucratic problems, starting from 6th to 13th April 1973, General Al Shazly went to the DPRK, and during his trip he met Korean leader Kim Il-sung. They finalized the plan and signed an agreement, and a few months later the Korean pilots arrived in the country. For the Korean pilots, it was not difficult to fly the Egyptian aircraft because they were also flying the same variants of the MiG-21 in Korea. Even for the Korean SAM battery technicians, it was not a problem to use the Egyptian SAM batteries because, in Korea, they operated S-75 and the HQ-2, their Chinese copy, which proved similar enough to the systems in Egyptian service.

An Egyptian S-75 captured in Sinai by the Israeli soldiers in 1967. (bukvoed.livejournal.com)

A total of 20 pilots, 8 ground crew guides, 5 translators, 3 administrative staffers, 1 political commissar, 1 military doctor, and 1 military chief left Korea, reaching Moscow dressed as foreign students, and arrived in Egypt in late June. They started their deployment in Bir Alida air base in southern Egypt in July 1973, the same month that Soviet forces abandoned the country.

These events are mentioned in an article written by analyst Joseph S. Bermudez Jr. about the DPRK’s deployment in other nations in the KPA Journal magazine. The analyst mentions the arrival of 30 pilots while other less reliable sources like newspaper articles sometimes claim 10 pilots arrived in Egypt. However, the commander of this small Korean squadron was Major General Cho Myong-rok (also transliterated as Jo Myong Rok). The numbers were also confirmed by Captain Lee Chol-su, a North Korean defector pilot who crossed the Korean Demilitarized Zone in a MiG-19 in May 1996. During some interviews, Capt. Chol-su confirmed the source of the 20 pilots.

Mayor General Cho Myong-rok. (KPA Journal Vol. 1, No. 9)

Although it may seem strange today, North Korea had well trained pilots before the fall of the Soviet Union, when their economy could support sizable training programs. Many were trained by North Korean veterans that participated in the Korean War, Soviet advisors, or even at facilities in the Soviet Union together with Soviet rookies. An unknown number of the pilots under Cho Myong-rok were veterans, who had already seen combat in Vietnam, where they flew Vietnamese planes against the United States Air Force. Some of them had more than 2,000 flight hours on the MiG-21. The news of the Korean pilots in Egypt did not remain secret for long.

On 15th August 1973, the Israeli Military Command reported that Israeli Intelligence discovered that between 10 and 20 Korean pilots were flying Egyptian fighter planes. This Israeli claim was confirmed on the same day by the US State Department that also stated that probably they were more than 20.

12 days after the war broke out, on 18th October 1973, the Democratic People’s Republic of Korea announced officially that they would send a contingent of pilots to support the Arab Coalition air forces. The KPA Journal states that a North Korean defector, during an interrogation, said that 500 North Korean pilots were sent to Egypt and Syria to pilot their planes after the DPRK’s announcement. This seems like an exaggerated number, as before the war, Egypt had only 620 planes and a maximum of 140 helicopters, while Syria had 200 MIG-21s, 80 MIG-17s, 80 SU-7s and 36 MiL Mi-4, Mi-6 and Mi-8 helicopters. If this statement is true, the DPRK alone had sent enough pilots to fly about 30% of the Arab Coalition planes and helicopters. The number probably also included ground crews, translators, chiefs, officers, and other assorted personnel.

The Korean pilots left Egypt shortly after the war probably between late 1973 to early 1974 leaving the Arab country with a small contingent of veteran pilots for training. There is little information about Korean People’s Army Air Force pilots during the Yom Kippur war, even if some unconfirmed reports mention the deployment of Korean pilots that flew Egyptian and Syrian planes. South Korean newspaper, Kyong Hyang Shimbun, states that the Israeli Ministry of Defence declared that Korean pilots flew 8 MiG-21s during the war and shot down several Israeli F-4 Phantoms, however, this information is not confirmed.

Engagement of 6th December 1973

An Israeli McDonnell Douglas F-4 ‘Kurnass’ model with a 1973 camouflage scheme. (edokunscalemodelingpage.blogspot.com)

On 6th December 1973, two Israeli F-4E ‘Kurnass’ from the 69th Squadron, one crewed by Yiftach Shadmi and Meir Gur, while the second was piloted by Shpitzer and Ofer together, flew a mission at the Egyptian border. They were supported by another two ‘Kurnass’ of the 119 Squadron.

These four planes, took off from Ramat David Air Base and were sent on the West sector to patrol the Egyptian border. The pilots were allowed to trespass into Egypt, and after a couple of low level crosses, they entered Egyptian territory at high altitude, and then flew back over the Suez Canal and continued patrolling their side of the border.

Israeli pilots kills
Pilot’s name Kills
Meir Gur 3
Yiftach Shadmi 3

They were sent in the area because the Israeli command wanted to patrol the southern area of Egypt, where they thought the Egyptians were preparing something.

Pilot Meir Gur reported that at some point, they received orders to search for targets in Egyptian territory. He and his wingman were flying at 20,000 – 25,000 feet while the two ‘Kurnass’ of 119 Squadron were apparently above them.The on-board radars were not working very well, and that day saw heavy overcast and fog. Gur noticed a pair of ‘blips’ on its radar display, and they closed the distance to investigate.

When the Israeli pilots found the ‘Blips’ they dropped their external fuel tanks and continued to search at high speed, but they could still see the bright spots on the radar, and the distance didn’t change. This meant that the two ‘Blips’ were flying at a similar speed to them. Meir’s radar performed a high to low search but it was very difficult to aim with the interference of the ground clutter.

Thanks to a GCI (Ground Control Intercept) station, the Israeli F-4Es of the 69th Squadron were able to track the enemy targets that were now in the range of their AIM-7 Air-to-Air missiles. However the Israeli pilots preferred to wait to engage the targets because of the bad weather, they did not know if the ‘blips’ were warplanes. Another problem was the fog that prevented the wingmen from being seen, so the Israeli pilots decided not to launch the missiles.

A few moments later, two Egyptian MiG-21s appeared in the Israeli pilot’s field of view and the two ‘Kurnass’ of the 69 Squadron immediately engaged.

One of the two MiGs escaped the skirmish while the other one remained for a 1 vs 2 air battle. From the Israeli pilots’ testimonies, the MiG-21 pilot, revealed to be a Korean some years later, was extraordinarily good with excellent reaction times and great knowledge in the maneuverability of his plane.

The Korean People’s Army Air Force pilot was probably a Vietnam War veteran, or otherwise a very well trained pilot. He tried many times to force the Israeli pilots to fight a low speed duel, where he had the advantage, but the Israeli pilots insisted on maintaining high speed.

The 119 Squadron pilots, above the 69th Squadron planes, asked by radio for their fellows to step aside, but the 69th Squadron’s F-4Es did not step aside, forcing the Korean pilot to maintain high speed, putting him at a disadvantage against the faster Israeli F-4s.

After a long chase, the MiG-21 was in range of Air-to-Air missiles and Yiftach Shadmi and Meir Gur’s F-4 launched two AIM-9Ds Air-to-Air missiles. Immediately after, Shpitzer and Ofer’s F-4 that was behind the other 69 Squadron plane, about 200 meters on a side, launched an AIM-9D too. This was a dangerous maneuver, the two Israeli planes risked shooting down each other with the missiles and, at the same time, Shpitzer and Ofer’s F-4 ‘Kurnass’ were at risk of ending up in the jet wake of the F-4 of Shadmi and Gur.

The first AIM-9D went close to the target and exploded but the MiG-21 emerged intact from the explosion and continued its flight. The second and third AIM-9Ds exploded near the target too but, for unknown reasons even in this case, the MiG-21 emerged from the fireballs intact. The Israeli pilots, now desperately low on fuel, were forced to disengage and return to base. Meir Gur was the Radar Intercept Officer (RIO) of one of the two F-4Es, and looking back he saw the MiG was intact, but trailing white smoke. From Meir’s testimony, it is known that the Korean pilot turned his plane west and descended to a low altitude. Meir continued to keep an eye on it to check if it crashed on the ground but no explosions were seen.

An Egyptian MiG-21 steaming fuel. Photo taken a few seconds before his crash near the Suez Canal on the last day of war. This was probably a similar situation that Meir Gur saw on 6th December 1973. (Arab MiG-19 MiG-21 Units in Combat)

While the Israeli planes were near the Suez Canal, Gur saw something that seized his attention. Meir is said to have seen the characteristic smoke trail of a Surface-to-Air Missile launched by the Egyptians. A few tenths of seconds later a giant explosion was visible at about 20,000 feet. Copilot Gur checked on his radar, but all the four ‘Kurnass’ were leaving the Egyptian airspace. By mistake, the Egyptian Anti-Aircraft missile batteries shot down one of their own MiGs manned by the Korean pilot.

When the planes landed safely home the credit was split between the two 69 Squadron plane crews. Meir Gur reported what he saw to the command, and some time later Israeli Intelligence confirmed his story: Egyptian Air Defense forces shut down their own MiG.

Unfortunately nothing is known about the nameless Korean pilot, if he survived ejecting , or if he died by friendly fire. Only in 2019 did the Israeli Air Force and Intelligence service make public the events of that day, informing the world and the Israeli pilots involved in the affair that the MiG pilot was from the Democratic People’s Republic of Korea.

Aftermath & Conclusion

After the Yom Kippur War, the Democratic People’s Republic of Korea maintained a small training squadron in Egypt and also some other training units for the SAM batteries and other tasks.

Kim Il-Sung and a Korean pilot together with some Egyptian veteran pilots in Korea after the war. All of the men in the photo (Kim Il-sung apart) had fought during the Yom Kippur War. (reddit.com _ART_TANK_)

Sadat agreed, the DPRK’s request to receive some R-17 Elbrus (NATO Code SS-1C Scud-B) tactical ballistic missiles and a MaZ TEL (Transporter Erector Launcher) to start its own missile program.

In 1990s the Arab Republic of Egypt bought from Korea an unknown number of Scud-C missiles, they seem to be Hwasŏng-7 Medium Range Ballistic Missiles (MRBMs). In 2008 Egyptian telecommunication company Orascom had the permission to create a 3G phone network called Koryolink in Korea.

At the same time Egypt permitted Korea, until the mid 2010s, to use Port Said as safe harbor to unload military equipment that would be sent all over the African continent.To give an example, the United Nations had declared that in 2016 a Korean merchant ship loaded with 30,000 RPGs arrived in Port Said. They were probably later delivered to the Palestine Liberation Organization (PLO). In 2017 after the US slashed roughly $300 million due the Egyptian help in Korean illegal trades and due some failure to respect human rights. Afterwards, Egyptian Defense Minister Sedki Sobhi, during a visit to the Republic of Korea, said that Egypt had cut all military relationships with Democratic People’s Republic of Korea.

Illustrations

MiG-21 (5072), 1973.
MiG-21, No 21 Squadron, Salihiyah, Egypt. 1973.
F-4E Kurnass.

Gallery

An Egyptian S-125 Surface-to-Air missiles battery in 1973.(bukvoed.livejournal.com)
MiG-21MF with a ‘Nile’ three-tone camouflage in 1971. (Arab MiG-19 MiG-21 Units in Combat)
A total of 12 2P16 TELs equipped with 9M21 Luna-M during a parade in Cairo in 1974. (bukvoed.livejournal.com)

Credits

Written by Arturo G.

Edited by Henry H.

Illustrated by Godzilla

Sources

Air Operations During The 1973 Arab-Israeli War And The Implications – Global Security

https://militarywatchmagazine.com/article/north-korea-fight-israel-mig21s-syria-egypt

https://apnews.com/article/da0e376a33020c988eaa2ab19e2e3041

https://theaviationgeekclub.com/the-unknown-story-of-the-israeli-f-4s-that-dogfighted-with-north-korean-mig-21s-during-the-yom-kippur-war/

Fact: North Korean Jet Fighters Fought Against Israel in the Yom Kippur War – The Aviation Geek Club – Dario Leone

Mikoyan-Gurevich MiG-21 Alexander Mladenov – Osprey Publishing Air Vanguard 14

https://thediplomat.com/2017/08/the-egypt-north-korea-connection/

Arab MiG-19 MiG-21 Units in Combat – David Nicolle and Mark Styling – Osprey Combat Aircraft 44

North Korea’s Armed Forces: On the Path of Songun – Stijn Mitzer and Joost Oliemans

 

AGO S.I

German Empire (1918)

Armored Ground Attack Aircraft [2 Built]

One of the two AGO S.I, this would be one of the first dedicated “tank busting” aircraft built. (Otto, AGO and BFW Aircraft of WWI)

The AGO S.I was an armored, heavily armed ground attack aircraft designed to fill the requirement for the German Luftstreitkräfte  their S type plane; a dedicated anti-tank ground attack aircraft. Before the end of the war, two of the type were produced, but the war would end before production could begin, nor did the prototypes see service. The aircraft featured a downward facing 20mm Becker cannon which it would use against the thinly armored roofs of tanks.

Tank Troubles and the Search for a Solution

The introduction of the tank in 1916 was a turning point for all modern warfare. The use of the machines to break through barbed wire and enemy trench lines proved itself effective, and as the war dragged on, the number of tanks increased year over year. Germany would use infantry based special weapons such as armor piercing K-bullets in rifles and machine guns, the heavy Tankgewehr m1918 rifle, or artillery bombardment to stop the metal monsters. The Germans would show hesitation in producing their own tanks due to resistance from the German High Command and a lack of industry to produce them in large numbers, but would eventually do so with the Sturmpanzerwagen A7V. The type however, would prove to be riddled with flaws that rendered it able to do little to counter the allied tank numbers. In addition, the A7V would only arrive in 1918, the last year of the war.

A 20mm Becker cannon mounted to the side of an Albatros J.I armored aircraft. This weapon would begin being carried by aircraft late in the war, and was required to be mounted on the S type aircraft. The Becker is known for being the basis of the famous 20mm Oerlikon cannon. (Albatros Aircraft of WWI Volume 3)

Aircraft were never used in a major role to destroy tanks during the war, but the two would encounter each other nonetheless, with German aircraft able to score several victories against them. There seemed to be little interest by the Idflieg in developing aircraft or aerial weapons to be deployed specifically against tanks for the majority of the war, until around the start of 1918. The Idflieg would designate a new type of aircraft, the S type, for a dedicated aircraft meant for ground attack and destroying tanks. The S type anti-tank aircraft was meant to be an armored aircraft with a requirement to mount the 20mm Becker automatic cannon. Armored aircraft themselves weren’t something new within the German Empire, as they were categorized under the J type. These were dedicated armored aircraft and were in use operationally by this point of the war. Some examples included the AEG J.I and Junkers J.I. The Becker Cannon was also in production and had been mounted on various aircraft by this time, mostly by twin engined G types but there were ongoing developments to put the weapon onto a single engine aircraft. The Albatros J.I was one such aircraft and a number would have the cannon mounted on a pintle on the side of the craft, but crews found the weapon placement and pintle mount made the weapon hard to operate and aim. Eventually it was found that this weapon could be most effectively mounted on a single engine aircraft by being placed at an angle inside the hull to fire downward towards the ground. The cannon would be placed this way on the new S types, where it could fire at the thin roofs of tanks. One would think that manufacturers familiar with designing armored aircraft would rise to the occasion, such as Junkers who were at the forefront of developing metal skinned aircraft, or AEG who were producing operational armored aircraft, but surprisingly, it was the the smaller company of AGO that proceeded with developing the only an S type aircraft, and complete it.

The AGO S.I

An example of an AGO C.IV. While this aircraft was AGO’s most produced, it was not liked by its crews due to flight handling and issues with the fuselage. (Otto, AGO and BFW Aircraft of WWI)

AGO Flugzeugwerke was a smaller aircraft manufacturing company in Germany that had found moderate success with its two-seater C type aircraft. The company was known for its C.I, which was the only mass produced single-engine pusher aircraft deployed by Germany in the war, and later, by the C.IV, its most successful aircraft. The C.IV was their most produced aircraft during the war, and the fastest C type at the time of its introduction thanks to its tapered wings, with over 70 being used operationally. Its moderate success however, was overshadowed by a hatred of it by its crews due to issues with its handling and problems arising with the constriction of the fuselage. This disdain for the aircraft would eventually lead to it being removed from service and its production being canceled around September of 1917. Despite this, the company had continued developing their C type aircraft line until 1916. While the S type was a two seater, AGO appears to have no experience with developing an armored aircraft, as all of their previous aircraft were of simple wooden and fabric construction. Development on their own S.I likely began around the time of the creation of the S nomenclature. A patent for the aircraft’s design was filed in July of 1918, showcasing how it’s seating and armor were laid out for the pilot and gunner. Details regarding its development are extremely lacking but it is known that two S.I aircraft were completed by October of 1918. The design was a rather large single-engine aircraft with a boxy fuselage, a consequence of its armor layout. The Becker cannon is known to have never been mounted on the aircraft but accommodations in the design were made, most apparent is the lack of an axle between the wheels. This was done to allow the hull mounted cannon to fire unobstructed. Despite this being done for the cannon, the removal of the axle was almost unseen in this era of aircraft and would become a standard design aspect in the postwar years as aircraft design streamlined. Due to its completion so close to the war’s end, it rarely flew and its performance went undocumented. All development of this aircraft was abruptly brought to a halt a month after the two aircraft were completed due to the war’s end on November 11th. With the signing of the Armistice, all combat aircraft were ordered to be destroyed or transferred, and this is without a doubt the former is the fate the two S.Is met. No further development of the type was allowed after this. The S.I was the last aircraft project AGO would work on before the end of the war.

 

Direct frontal view of the AGO S.I (Otto, AGO and BFW Aircraft of WWI)

Design

The AGO S.I was a conventional biplane designed to fill the role for the S type aircraft. While its specifications aren’t known, the size of the aircraft is evident in the photos that exist that the aircraft was quite large for a single engine aircraft. The fuselage was armored, evident via the angled shape of it. This was done to protect the aircraft in its low level attack runs on the enemy, and would offer protection against small arms fire. According to the patent, the armor was focused in the nose section, surrounding the engine, pilot and gunner positions. An armored plate separated the pilot and gunner’s positions at an angle to accommodate the 20mm cannon. The rear of the fuselage tapered into the tailplane. The two bay wings of the aircraft were large and rectangular in shape. Each bay had two wires going across. Control surfaces of the aircraft were standard, with a large rudder at the back, conventional elevators, and ailerons on the upper wing. At the front was a 260hp (194kW ) Basse und Selve BuS.IV 6-cylinder inline engine that drove a wooden two-blade propeller. This type of engine was often found on larger G type aircraft but the S.I likely had them to bring the heavily armored aircraft into the air. The aircraft would have a fixed landing gear located beneath around where the pilot sat. The aircraft had the unique distinction of having no axle, a feature virtually unseen in aircraft of the era. This was done to allow the hull mounted cannon to fire without having the axle obstructing it. For the extra support, three struts connected each landing gear to the aircraft. Each landing gear had one rubber wheel. At the tail end of the aircraft was a landing skid.

The patent for the armor and gun position in the S.I (Otto, AGO and BFW Aircraft of WWI)

For its armament, the Ago S.I was to have two machine guns; one mounted in the rear for the gunner to use on a flexible mount to fire around the aircraft, and another was likely to be mounted forward for the pilot to use at the front. The centerpiece of the armament was a 20mm Becker Cannon. The cannon would be mounted in the center of the fuselage, directly underneath where the pilot would sit. To fire the gun, the gunner would sit down into the fuselage at a dedicated firing seat in the hull. From here he could operate the weapon and aim at tanks beneath the aircraft.

Conclusion

The AGO S.I was developed too late to see combat and with its performance being unknown its would-be impact on enemy tanks is likewise unknown. Despite this, it represents one of the very first instances of an aircraft built with the destruction of enemy armor in mind, a role that would continue to develop into the Second World War, with aircraft like the Henschel Hs 129, Ilyushin Il-2, and further even until today with the Fairchild A-10 Thunderbolt II.

Interestingly, a month before the two S.Is were completed, 20 of the aforementioned AEG J.II armored aircraft would be delivered with the Becker Cannon mounted in their hull similar to how it would be in the S.I for use against tanks. It is not known whether these aircraft saw combat or how they performed with the modifications.

Although the effectiveness of tank busting aircraft of WW2 has been debated in recent years, the AGO S.I would have several benefits going for it during the First World War. The tanks of this era were slow, and the Mark V tanks the S.I would no doubt encounter would have a top speed of 5mph, making the tanks a fairly easy target for S types. The Mark V also had considerably less armor then later tanks, with a meager 8mm of armor plate for the roofs, making these vehicles easier to damage if the aircraft’s gunner managed to hit it. However, being able to hit tanks was still quite a difficult task to accomplish, and with performance figures not currently being known for the S.I, it can only be debated as to how well it would perform its role.

After being shut down in 1919, AGO Flugzeugwerke would be brought back by the Nazi Government and would produce aircraft once more. The AGO Ao 192 seen here is one of the few original products the company would produce.

AGO Flugzeugwerke would only survive for less then a year after the First World War, its founder attempting to instead shift their production into automobiles, but they would not find success and would close the production facilities down. Despite this, two decades later the Nazi government would reconstitute AGO for aircraft production once more in 1934, and would bring the company back to life. They would mostly produce aircraft from other companies in preparation for the encroaching war, but AGO would have their own design bureau and would work on a select number of their own designs, like the AGO Ao 192 twin engine transport plane.

Variants

 

  • AGO S.I – Armored two-bay biplane design with an armored fuselage and a focus on attacking enemy armor. It was equipped with 2x machineguns and 1 20mm Becker Cannon. 2 built

 

Operators

 

  • German Empire – The AGO S.I was meant to serve the Reichsluftkreite in a ground attack & tank destroying role but arrived too late to see service in the war.

AGO S.I Specifications

Engine 1x 260 hp ( 194kW ) Basse und Selve BuS.IV 6-cylinder inline engine
Propeller 1x 2-blade wooden propeller
Crew 1 Pilot

1 Gunner

Armament
  • 1x 20mm Becker Cannon
  • 2x machine guns (1 forward, 1 rear mounted)

Gallery

Sources

Herris, Jack. Otto, AGO, and BFW Aircraft of WWI: A. 2019.

Weird Wings of WWI: Adventures in Early Combat Aircraft Development. 2023.

Herris, Jack. Development of German Warplanes in WWI: A Centennial Perspective on Great War Airplanes and Seaplanes. 2012.

B. David, Sturmpanzerwagen A7V.https://tanks-encyclopedia.com/ww1/germany/sturmpanzerwagen_a7v.php

Stiltzkin. Effectiveness of Tactical Air Strikes in World War II – “Tank busting”. https://tanks-encyclopedia.com/articles/tactics/tank-busting-ww2.php

 

He 112 in Hungarian Service

Hungarian Flag Kingdom of Hungary (1938)
Fighter Aircraft – 4 aircraft operated

Despite being not adopted for service by the German Luftwaffe, the He 112 had great potential as an export aircraft. Spain, Romania, and Japan were some of the countries that got their hands on fighter aircraft. Hungary, with its close ties to Germany, also wanted this fighter in its inventory, though it was not to be. Unfortunately for them, despite their efforts, only a few of these aircraft would ever see service with their Air Force. This was mainly due to the reluctance of Germany to provide the necessary parts and licenses, and the start of the Second World War. The few aircraft that did reach Hungary were mainly used for crew training and even saw limited combat use.

One of few He 112 in Hungarian service. Source: www.destinationsjourney.com

A brief He 112 history

Prior to the Second World War, the Luftwaffe was in need of a new and modern fighter to replace the older biplanes that were in service, such as the  Arado Ar 68 and Heinkel He 51.  For this reason, in May 1934, the RLM issued a competition for a new, modern fighter plane. While four companies responded to this request, only the designs from Heinkel and Messerschmitt were deemed sufficient. The Heinkel He 112 was a good design that offered generally acceptable flight characteristics and possessed a good foundation for further improvements. The Bf 109 on the other hand, had slightly better overall flight performance and was much simpler and cheaper to build. Given the fact that the Germans were attempting to accelerate the production of the new fighter, that alone was seen as a huge advantage over the He 112. Ultimately it would not be accepted for service, and only 100 or so aircraft would be built. These would be mainly sold abroad, with those remaining in Germany being used for various testing and evaluation purposes.

He 112 the unsuccessful competitor of the Bf 109. Source: www.luftwaffephotos.com

While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources, Heinkel was permitted to export this aircraft.  A number of countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.

Hungarian Interest in the He 112

Being that it was on the losing side of the First World War, the Hungarians were in a similar situation to Germany in regard to military restrictions under the Treaty of Versailles. Crucially, it prohibited the Hungarians from developing their air forces. In time though, the Allies became less and less involved in maintaining the Treaty, and the Hungarians began slowly rebuilding their air force.  By 1938 the  Magyar Királyi Honvéd Légierő MKHL (English: Royal Hungarian Home Defence Air Force) was openly presented to the world. At that time, the Hungarians undertook steps to rebuild their armed forces in the hope of reclaiming some of their lost territories. For a modern air force, they needed better fighter designs, as their aged biplanes would not be sufficient. By 1938, they had improved their relations with Germany, and it was then possible to acquire new equipment from them.

The Hungarian military delegation that was in Spain during the civil war observed the relatively new Heinkel He 112 fighter in action and immediately became interested in it. In June 1938, a military group disguised as a civilian delegation visited Heinkel’s company. Three Hungarian pilots had the chance to flight test the He 112V9 aircraft. They were highly impressed and urged the Hungarian Army officials to adopt this aircraft. Unsurprisingly, based on the glowing report, the Hadügyminisztérium (Ministry of War Affairs) asked Heinkel for 36 such aircraft.

Unfortunately for them, Heinkel never actually put the He 112 into mass production, given the fact that it was not adopted for service with the German Air Force. It did, however, build a small series that was intended for Spain and Japan. The Hungarian offer was not considered as important, and thus no aircraft would be delivered to them. The Reichsluftfahrtministerium RLM (English: German Ministry of Aviation) also intentionally delayed the delivery of weapons to Hungary. This was done to politically and economically pressure the Hungarians and Romanians who were on the brink of war at that time, in an attempt to reduce tensions.

Still, the Hungarians persisted, and at the start of 1939, they requested again for the 36 aircraft, and once again, the Germans denied this request. However, a single He 112 V9 was given to Hungary and was used for flight testing near Budapest. On the 5th of February 1939, it crashed during a test flight against a CR-32 biplane fighter.  In March 1939, another aircraft was sent to Hungary, this one being a He 112 B-1. It was extensively tested by the Hungarians who generally liked its design.

The He 112 V9 was lost in an accident during its first test flight. Source: D. Bernard Heinkel He 112 in Action

As the Romanians acquired a batch of 24 He 112 In 1939, the Hungarians were concerned over their neighbor’s growing military strength. Realizing that the Germans would not deliver the promised aircraft, they decided to ask for a production license instead. This was granted, and Heinkel also delivered two more He 112 B-1 with the Jumo 210E engine. When the license document arrived in Hungary in May 1939, a production order for the 12 first aircraft was given to the Weiss Manfréd aircraft manufacturer. Several changes were made, including the installation of 8 mm 39.M machine guns and the addition of bombing racks. In addition, the original 2 cm cannons were to be replaced by the Hungarian, domestically built, Danuvla 39, though it is unclear if any were actually installed. As the preparation for the production was underway the three available He 112 were adopted to service. This received coded designation V.301 to 303 where the V stands for Vadász (English: Fighter).

The B-series was in many aspects a complete redesign of the previous series. Including the introduction of a new tail unit, and part of the fuselage, to name a few. Source: www.luftwaffephotos.com

Despite the best Hungarian attempts to put the He 112 in production, the situation was made impossible by the coming war between Poland and Germany. The RLM would officially prohibit the export of any German aircraft engines and equipment at the start of the war. This meant that the vital delivery of the Jumo 210 and DB 601 engines could not be made. Based on this fact, all work on the Hungarian He 112 was canceled. Instead,  Weiss Manfréd investigated to see if it could reuse most of the He 112 production line to produce a new domestic design named WM–23 Ezüst Nyíl (English: Silver arrow). While one prototype was built it was lost in an accident which ended the project.

The WM–23 Ezüst Nyíl prototype. Source: www.destinationsjourney.com
The V.303 during pilot training in 1940. Source: www.destinationsjourney.com
Despite their best efforts, the Hungarians managed to operate only three He 112 (not including the single aircraft last way back in Budapest) Source: www.destinationsjourney.com

In Combat

In the Summer of 1940, the rising tension between Romania and Hungary over Transylvania reached a critical point. Transylvania was once part of Hungary but was lost after the First World War when it was given to Romania. By 1940, the Hungarian Army began preparing for a possible war with Romania over the territory. As neither side was willing to enter a hastily prepared war, negotiations began to find a possible solution. But despite this, there were some minor skirmishes, and Hungarian aircraft made several reconnaissance flights over Romania. The three Hungarian He 112 were stationed near the border, and the Romanians also had some He 112 in their inventory. While the Hungarian He 112’s did take up to the sky, no combat action by them was reported. Ultimately, at the end of August, Romania asked Germany to arbitrate the issue regarding the disputed territory, With Hungary being given the northern part of Transylvania in the settlement.

During the Axis invasion of Yugoslavia in April 1940, Hungary once again mobilized its He 112s. These were stationed near the border with Yugoslavia but they were not used in any combat operations.

By the time the Axis attacked the Soviet Union in June 1941 all three He 112 were used as training aircraft, with their secondary role being to protect the Weiss Manfréd factory. Due to a lack of spare parts, there was no point in sending this aircraft to the frontline. Two aircraft were involved in a landing accident where they were damaged. While their final fate is not completely clear, they may have been destroyed in 1944 when the Allies intensified their bombing campaign against Hungary. It is unlikely that the He 112s were operational at this point.

The V.301 had an accident where the pilot forgot to activate the landing gear. This is not surprising given that most pilots at that time mainly flaw on the older biplanes that had fixed landing gear. Source: www.destinationsjourney.com
In the Summer of 1941 the V.303 was damaged during a landing where the left landing gear wheel simply broke off. Source: www.destinationsjourney.com

Technical Characteristics

The He 112 was an all-metal, single-engine fighter. The monocoque fuselage consisted of a metal base covered by riveted stress metal sheets. The wing was slightly gulled, with the wingtips bending upward, but otherwise had a conventional construction.

During its development life, a great number of different engines were tested on the He 112. For the main production version, the He 112 B-2, it carried a 700 hp Jumo 210G liquid-cooled engine, with some others being equipped with the  680 hp Jumo 210E engine. The He 112 had a fuel capacity of 101 liters in two wing-mounted tanks, with a third 115-liter tank placed under the pilot’s seat.

The landing gear was more or less standard in design. It consisted of two larger landing wheels that retracted into the wings and one semi-retractable tail wheel. The He 112 landing gear was wide enough to provide good ground handling and stability during take-off or landing.

The cockpit received a number of modifications. Initially, it was open with a simple windshield placed in front of the pilot, with Later models having a sliding canopy.

The armament was changed throughout the He 112’s production, and the last series was equipped with two 7.92 mm MG 17 machine guns and two 2 cm MG FF cannons. The ammunition load for each machine gun was 500, with 60 rounds for each of the cannons. If needed, two bomb racks could be placed under the wings.

Conclusion

The He 112, although few in number, provided the Hungarian Air Force with one of its first modern fighter aircraft. Despite the Hungarian attempts to acquire over 30 aircraft from Germany, this was never achieved. In the end, the Hungarians only had three operational He 112, and one  was lost in an accident during testing. While these were stationed on the front line on two occasions they never saw actual combat action. By 1941 due to a lack of spare parts, they were allocated for training purposes. The Hungarians eventually got a production license for the Messerschmitt Bf 109G making the few available He 112 unnecessary.

 

He 112B-1 Specifications

Wingspans 29  ft 10  in / 9.1 m
Length 30  ft 2 in / 9.22 m
Height 12 ft 7 in  / 3.82  m
Wing Area 180  ft² / 17 m²
Engine One r 680 hp Jumo 210E  liquid-cooled engine
Empty Weight 3,570  lbs / 1,620 kg
Maximum Take-off Weight 4,960 lbs / 2,250 kg
Climb Rate to 6 km In 10 minutes
Maximum Speed 317 mph / 510 km/h
Cruising speed 300 mph / 484 km/h
Range 715 miles / 1,150 km
Maximum Service Ceiling 31,170 ft / 9,500 m
Crew 1 pilot
Armament
  • Two 20 mm (1.8 in) cannons and two machine guns 8 mm (0.31 in) machine guns and 60 kg bombs

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Godzilla

Illustrations

Source:

  • Duško N. (2008)  Naoružanje Drugog Svetsko Rata-Nemаčaka. Beograd
  • G. Punka (1994) Hungarian Air Force, Squadron Publication
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books
  • S. Renner. (2016) Broken Wings The Hungarian Air Force, 1918-45, Indiana University Press

 

Lippisch P 13a

Nazi flag Nazi Germany 

Ramjet powered aircraft

None built

In the later stages of the Second World War, it was becoming apparent to both the Luftwaffe  (English German Air Force) and the German Government that the Allied air forces were gaining air superiority. This realization saw them turn to new and fantastical ideas in a desperate attempt to turn the tide of the war. Some of these represented new improvements to existing designs, the introduction of the newly developed turbojet engine, and even more esoteric and experimental methods. In many cases, these were pure fantasies, unrealistic or desperate designs with no hope of success. Few of them reached any significant development, and among them were the works of Alexander Martin Lippisch. While Lippisch helped develop the Me 163, the first rocket-powered interceptor, his other work remained mostly theoretical. One such project was the unusual P 13a, ramjet-powered aircraft that was to use coal as its main fuel source. While some work was carried out late in the war and soon faced insurmountable technical problems, thus nothing came of the project.

Artistic presentation of how the P 13a may have looked. Source:  Luftwaffe Secret Jets of the Third Reich

History

Before the start of the Second World War, aviation enthusiast and engineer Alexander Martin Lippisch, was fascinated with tailless delta wing designs. Lippisch’s early work primarily involved the development of experimental gliders. Eventually, he made a breakthrough at the Deutsche Forschungsinstitut, where he worked as an engineer.  His work at DFS would lead to the creation of the rocket-powered glider known as the DFS 194. As this design was a promising experiment in a new field, it was moved to Messerschmitt’s facility at Augsburg. After some time spent refining this design,  it eventually led to the development of the Me 163 rocket-powered interceptor.  While it was a relatively cheap aircraft, it could never be mass-produced, mostly due to difficulties associated with its highly volatile fuel. In 1942, Lippisch left Messerschmitt and ceased work on  the Me 163 project. Instead, he joined the Luftfahrtforschungsanstalt Wien (English: Aeronautic Research Institute in Vienna) where he continued working on his delta-wing aircraft designs. In May 1943 he became director of this institution, and at that time the work on a supersonic aircraft was initiated.

In the later war years, among the many issues facing the Luftwaffe, was a chronic fuel shortage. Lippisch and his team wanted to overcome this problem by introducing alternative fuels for their aircraft. Luckily for his team, DFS was testing a new ramjet engine. They were designed to compress air which would be mixed with fuel to create thrust but without a mechanical compressor. While this is, at least in theory, much simpler to build than a standard jet engine, it can not function during take-off as it requires a high airflow through it to function. Thus, an auxiliary power plant was needed. It should, however, be noted that this was not new technology and had existed since 1913, when a French engineer by the name of Rene Lorin patented such an engine. Due to a lack of necessary materials, it was not possible to build a fully operational prototype at that time, and it would take decades before a proper ramjet could be completed. In Germany, work on such engines was mostly carried out by Hellmuth Walter during the 1930s. While his initial work was promising, he eventually gave up on its development and switched to a rocket engine instead. The first working prototype was built and tested by the German Research Center for Gliding in 1942. It was later tested by mounting the engine on a Dornier Do 17 and, later, a Dornier Do 217.

The Dornier Do 217 was equipped with experimental ramjets during trials. Source: tanks45.tripod.com

In October 1943, Lippisch won a contract to develop the experimental P 11 delta-wing aircraft. While developing this aircraft, Lippisch became interested in merging his new work with a ramjet engine. This would lead to the creation of a new project named the P 12. In the early stage of the project, Lippisch and his team were not completely sure what to use as fuel for their aircraft, but ramjets could be adapted to use other types of fuel beyond aviation gasoline.

Unfortunately for them, LFW’s facilities were heavily damaged in the Allied bombing raids in June 1944. In addition to the damage to the project itself, over 45 team members died during this raid. To further complicate matters, the scarcity of gasoline meant that Lippisch’s team was forced to seek other available resources, such as different forms of coal. This led to the creation of the slightly modified project named P 13. In contrast to the P 12, the cockpit was relocated from the fuselage into a large fin. This design provided better stability but also increased the aircraft’s aerodynamic properties.  The overall designs of the P 12 and P 13 would change several times and were never fully finalized.

The P 12 and 13 small-scale models, in both configurations, were successfully tested at Spitzerberg Airfield near Vienna in May 1944. The project even received a green light from the Ministry of Armaments. In the early stages of the project, there were some concerns that the radical new design would require extensive retraining of pilots. However, the wind tunnel test showed that the design was aerodynamically feasible and that the aircraft controls had no major issues. Based on these tests,  work on an experimental aircraft was ordered to begin as soon as possible.

A proposed P 12 aircraft. Its designs changed greatly over time, before being finally discarded in favor of the letter P 13. Source: The Delta Wing History and Development

The DM-1 Life Saver 

While working on the P 12 and P 13, Lippish was approached with a request from a group of students from Darmstadt and Munich universities. They asked Lippisch to be somehow involved in the P 12 and 13 projects. Lippisch agreed to this and dispatched one of his assistants under the excuse that for his own project, a wooden glider was to be built and tested. The previously mentioned student’s and Lippisch’s assistant moved to a small warehouse in Prier and began working on the Darmstadt 33 (D 33) project. The name would be changed to DM 1 which stands for Darmstadt and Munich.

At this point of the war, all available manpower was recruited to serve the German war effort. For young people, this often meant mobilization into the Army. One way to avoid this was to be involved in some miracle project that offered the Army a potentially war-winning weapon. It is from this, that numerous aircraft designs with futuristic, and in most cases unrealistic, features were proposed. Many young engineers would go on  to avoid military service by proposing projects that on paper offered extraordinary performance in combat.

The students and Lippisch managed to nearly complete their DM1 test glider when the war ended. Source: airandspace.si.edu

While it was under construction, preparations were made to prepare for its first test flight. As it was a glider it needed a towing aircraft that was to take it to the sky. A Sibel Si 204  twin-engine aircraft was chosen for the job. However, this was not to be done like any other glider, being towed behind the larger aircraft. Instead, the DM-1 was to be placed above the Si 201 in a frame, in a similar combination as the Mistel project. The estimated theoretical speeds that were to be reached were 560 km/h (350 mph).

Allegedly, there were four different proposals for the DM’s that were to be fully operational. The DM 2 version was estimated to be able to reach a speed of  800-1,200 km/h (500 – 745 mph). The DM 3’s theoretical maximum speed was to be 2,000 km/h (1,240 mph) while the fate of the DM 4 is unknown. Here it is important to note that these figures were purely theoretical, as there were no supersonic testing facilities to trial such a design. It is unclear in the sources if these additional DM projects even existed, even if in only written form. We must remember that the whole DM 1 glider idea was made to help the students avoid military conscription and that Lippisch himself never saw the DM 1 as any vital part of the P 13.

In any case, the glider was almost completed by the time the war ended and was later captured by the Western Allies. Under the US Army’s supervision, the glider was fully completed and sent to America for future evaluation. It would then be given to the Smithsonian Institution.

 

A DM 1 test glider being under construction. Source: hushkit.net
The Siebel Si 204 was to be used as a carrier for the DM 1 glider for the expected first-flight tests. Due to the end of the war, this was never achieved. Source: www.silverhawkauthor.com

Work on the P 13

As the work on the P 13 went on, the name was slightly changed. This was necessary as different variations of the P 13 were proposed. The original  P 13 received the prefix ‘a’ while the later project’s designation continued alphabetically for example P 13b. After a brief period of examination of the best options, the P 12 project was discarded in favor of P 13. The decision was based on the fuel that the aircraft should use. What followed was a period of testing and evaluation of the most suitable forms of coal that could be used as fuel. Initial laboratory test runs were made using solid brown Bohemian coal in combination with oxygen to increase the burn rate. The fuel coal was tube-shaped, with an estimated weight of 1 kg, and encased in a mesh container through which the granulated coal could be ejected. The testing showed serious problems with this concept. While a fuel tube could provide a thrust that on average lasted 4 to 5 minutes, its output was totally unpredictable. During the testing, it was noted that due to the mineral inconsistency of the coal fuel, it was impossible to achieve even burning. Additionally, larger pieces of the coal fuel would be torn off and ejected into the jet stream. The final results of these tests are unknown but seem to have led nowhere, with the concept being abandoned. Given that Germany in the last few months of the war was in complete chaos, not much could be done regarding the Lippish projects including the P 13a.

As more alterations to the original design were proposed its name was charged to P 13a. Here is a drawing of a P 13b that was briefly considered but quickly discarded. Source: The Delta Wing History and Development

In May 1945, Lippish and his team had to flee toward the West to avoid being captured by the advancing Soviets. They went to Strobl in Western Austria, where they encountered the Western Allies. Lippisch was later transported to Paris in late May 1945 to be questioned about his delta wing designs. He was then moved to England, and then to America in 1946. The following year,  American engineers tested the DM 1 glider at the wind tunnel facility of the Langley Field Aeronautical Laboratory. The test seems promising and it was suggested to begin preparation for a real flight. A redesign of the large rudder was requested. It was to be replaced with a much smaller one, where the cockpit would be separated from the fin and placed in the fuselage. Ironically Lippish was not mentioned in this report, as technically speaking he was not involved in the DM 1 project. Nevertheless, he was invited for further testing and evaluation of this glider. If this glider and the Lippish work had any real impact on the US designs is not quite clear.

Despite no aircraft being ever completed, one full-size replica of this unusual aircraft was built after the war. It was built by Holger Bull who is known for building other such aircraft.  The replica can now be seen at the American Military Aviation Museum located in Virginia Beach.

An interesting full-size replica of the P 13 located at the American Military Aviation Museum. Source: Wiki

Technical characteristics

DM 1

The DM 1 glider was built using wooden materials. Given that it was constructed by a group of young students, its overall design was quite simple. It did not have a traditional fuselage, instead, its base consisted of a delta wing. On top, a large fin was placed. The cockpit was positioned in front of the aircraft within the large vertical stabilizer. To provide a better view of the lower parts of the nose, it was glazed. The landing gear consisted of three small landing wheels which retracted up into the wing fuselage. Given that it was to be used as a  test glider, no operational engine was ever to be used on it.

The DM 1 side view. In contrast to the later P 13a design, the pilot’s cockpit position was placed above the wings. This was necessary as the engine was to be added. Source: airandspace.si.edu
A DM 1 was captured by the Allies after the war. Its unique shape is quite evident in this photograph. Source: Wiki
A good example of DM 1 (to the right) and P 13a models that showed the difference between these two. The P 13a could be easily distinguished by its engine intake and the different position of the pilot cockpit. Source: Wiki

A good example of DM 1 (to the right) and P 13a models that showed the difference between these two. The P 13a could be easily distinguished by its engine intake and the different position of the pilot cockpit. Source: Wiki https://imgur.com/a/QW7XuO5

P 13a

The P 13 is visually similar but with some differences. The most obvious was the use of a ramjet. This means that the front, with its glazed nose, was replaced with an engine intake. Here, it is important to note, that much of the P 13a’s design is generally unknown, and much of the available information is sometimes wrongly portrayed in the sources. The P 13a never reached the prototype stage where an aircraft was fully completed. Even as the war ended, much of the aircraft’s design was still theoretical. Thus all the mentioned information and photographs may not fully represent how the P 13 may have looked or its precise characteristics, should it have been finished and built.

The exact ram engine type was never specified. It was positioned in the central fuselage with the air intake to the front and the exhaust to the back. As the main fuel, it was chosen to use small pieces of brown coal which were carried inside a cylindrical wire mesh container. The total fuel load was to be around 800 kg (1,760 lbs). Combustion was to be initiated by using small quintiles of liquid fuel or gas flames.  The overall engine design was changed several times during the work on the P 13 without any real solution to the issues of output consistency. Given that the ramjets could not work without an air thrust, an auxiliary engine had to be used during take-off, though a more practical use would be to tow the P 13 until it could start its engine. A rocket takeoff ran the risk of the engine failing to ignite, leaving the pilot little time to search for a landing spot for his unpowered aircraft.

 

An illustration of the proposed P 13a engine interior. The use of coal as fuel may seem like a cheap alternative but given that this kind of technology was never employed may be an indication of its effectiveness. Source: theaviationgeekclub.com

The wing construction was to be quite robust and provided with deflectors that would prevent any potential damage to the rudders. The wing design also incorporated a sharp metal plate similar to those used for cutting enemy balloons cables. These proposed properties of the wings are another indicator that the P 13 was to be used as an aircraft rammer. Another plausible reason for this design was the fact that given it had no landing gear the aircraft design had to be robust enough as not to be torn apart during landing. The wings were swept back at an angle of 60 degrees. The precise construction method of the wings (and the whole P 13 a on that matter) are not much specified in the sources. Given the scarcity of resources in late 1944 it is likely that it would use a combination of metal and wood.

A drawing of the P 13a interior. Its overall construction was to be more or less standard in nature. This could not be said for the aircraft’s overall shape design. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich

The fin had to be enlarged to provide good flight command characteristics. In addition, given that the position of the cockpit was in the fin, it had to be large. The fin was more or less a direct copy of one of the wings. So it is assumed that it too would share the overall design.  The fin was connected to the aircraft by using four fittings.

The cockpit design was to be simple and cheap to build. The pilot was to have plenty of room inside the large fin. The cockpit was provided with a large glazed canopy that provided a good view of the front and sides. The seat and the instrument panel were bolted to the cockpit floor and walls. These could be easily detached for repairs. The instrument panel was to include an artificial horizon indicator, altimeter, compass, and radio equipment, Given that it was to operate at a high altitude oxygen tanks were to be provided too. Despite being intended to fly at high altitudes the cockpit was not to be pressurized. Another unusual fact was that initially the P 13 was to have a crew of two, but this was quickly discarded.

A possible example of how the inside of the pilot cockpit may have looked. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich

Here it is important to note that the version of the P 13 with the large fin is often portrayed as the final version of this aircraft. However, Lippisch never fully decided whether he should go for this version or the second that used a smaller fin with the pilot cockpit placed above the engine intake. Depending on the proposed version they are drastically different from each other. Lippisch, for unknown reasons, presented the British intelligence officer with the version that used the smaller fin and the American with the second version.

During its development phase, many different alterations of the P 13 were proposed. Isource: D. Sharp Luftwaffe Secret Jets of the Third Reich

Landing operations were a bit unusual. To save weight no standard landing gear was to be used. Instead, Lippisch reused the Me 163 landing procedure.  As the  P 13 was immobile on its own, a small dolly would be used to move the aircraft. Once sufficient height was reached the dolly was to be jettisoned. In theory, this was an easy process, but in practice, this operation offered a good chance of failure and was much less safe than conventional landing gear. Sometimes the dolly either failed to eject or it bounced off the ground hitting the Me 163 in the process, with often fatal consequences.

The Me 163 which did not have traditional landing gear, had to be prior to the flight, transported to the airfield before launching into the sky. Source: warbirdphotographs.com

The aircraft was to land with the nose raised up from the ground. This limited the pilot’s view of the ground. In addition due to its small size and in order to save weight, nontraditional landing gear was provided, instead, it carried a landing blade skid. To help absorb the landing impact, additional torsion springs were to be used. This bar had to be activated prior to the landing, it would emerge from beneath the aircraft fuselage, with the rotation point located at the front. Once released it was to guide the aircraft toward the ground. After that, the torsion springs were to soften the landing. This whole contraption seems like a disaster just waiting to happen and it’s questionable how practical it would be.

A drawing that showed how the P 13a was to land using a guiding landing blade skid. Source: D. Sharp Luftwaffe Secret Jets of the Third Reich

One interesting feature of the P 13 was that it could be easily disassembled into smaller parts which would enable effortless transport. Another reason was that due to the engine’s position in order to make some repairs or replacement of the engine, the remaining parts of the wing and the large fin had to be removed.

Was it an aircraft rammer? 

The precise purpose of the P 13a is not quite clear, even to this day. Despite being briefly considered for mass production, no official offensive armament is mentioned in the sources. So how would the P 13a engage the enemy? A possible solution was that it would be used as a ram aircraft that was supposed to hit enemy aircraft damaging them in the process. In an after-the-war interrogation by British officers, Lippisch was asked if the P 13 was to be used as an aerial ram aircraft. Lippisch responded the following “

“.. The possibilities of using the P.13 as a ramming aircraft had been considered but Dr Lippisch did not think that athodyd propulsion was very suitable for this purpose owing to the risk of pieces of the rammed aircraft entering the intake. This would be avoided with a rocket-propelled rammer…”

This statement contradicts the building description issued by the LFW issued in late 1944. In it was stated the following about this potential use. “…Due to tactical considerations, among other things, the speed difference of fighters and bombers, preferably when attacking from behind, though the thought was given to the installation of brakes ..  and although ample room for weaponry is present, the task of ram fighter has been taken into account – so that the ramming attack will not lead to the loss of the aircraft, thanks to its shape and static structure.”

This meant that this concept may have been considered by Lippisch at some point of the project’s development. The P 13 overall shape resembles closely to aircraft that was intentionally designed for this role. That said, it does not necessarily mean that the P 13 was to ram enemy aircraft. The use of such tactics was considered but their use was discarded, as it was seen as a futile and flawed concept. The project itself never got far enough to have an armament decided for it.

The precise method of how to engage the enemy aircraft is not clear as the P13a was not provided with any armament. It is sometimes referred to in the sources as it was to be used as a ram aircraft. Source: theaviationgeekclub.com

Conclusion

The Lippisch P 13 is  an unusual aircraft project in nearly all aspects. Starting from its shape, which proved, at least during wind tunnel tests, that the concept was feasible. On the other hand, its engine seems to have simply been abandoned after discouraging test results. It is unlikely that such a combination would have worked to the extent that the P 13 designer hoped it would. During the testing, they could not find a proper solution to providing a constant thrust with sufficient force to reach a speed that was expected of it. So the whole concept was likely to be doomed from the start.

The DM 1 however, while it was never seriously worked on by Lippisch himself, managed to save a group of young students who used the project to avoid being sent into combat.

DM-1 Specifications

Wingspans 5.92 m / 19  ft 5 in
Length 6.6 m / 21  ft 7 in
Height 3.18 m / 10 ft 5 in
Wing Area 20 m² / 215 ft²
Engine None
Empty Weight 300 kg / 655 lbs
Maximum Takeoff Weight 460 kg / 1,015 lbs
Maximum Speed 560 km/h / 350 mph (gliding)
Landing speed 72 km/h / 45 mph
Release altitude 8,000 m  (26,240 ft)
Crew 1 pilot
Armament
  • None

 

Theoretical Estimated Lippisch P 13 Specifications

Wingspans 5.92 m / 19  ft 5 in
Length 6.7 m / 21  ft 11 in
Height 3.18 m / 10 ft 5 in
Wing Area 20 m² / 215 ft²
Engine Unspecified ramjet
Maximum Takeoff Weight 2,300 kg / 5,070 lbs
Maximum Speed 1,650 km/h / 1,025 mph
Flight endurance 45 minutes
Fuel load 800 kg / 1,760 lb
Crew 1 pilot
Armament
  • None mentioned

Illustrations

The Lippisch DM-1, unnecessary to the overall project, it none the less allowed a group of students to escape military service.

 

A possible silhouette of the P13.

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Medicman11

Source:

  • A. Lippisch (1981) The Delta Wing History and Development, Iowa State University Press
  • D. Nesić  (2008)  Naoružanje Drugog Svetsko Rata-Nemačka. Beograd.
  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books.
  • J. R. Smith and A. L. Kay (1972) German Aircraft of the WW2, Putham
  • B. Rose (2010) Secret Projects Flying Wings and Tailless Aircraft, Midland
  • D. Sharp (2015) Luftwaffe Secret Jets of the Third Reich, Mortons

 

 

WM–23 Ezüst Nyíl

Hungarian Flag Kingdom of Hungary (1939)
Fighter Aircraft – One prototype

In their search for a new fighter, the Magyar Királyi Honvéd Légierő MKHL (English: Royal Hungarian Home Defence Air Force), approached the Germans for help. Initially, a deal was made with the German Heinkel company for the delivery of new He 112 fighters and a production license. However, nothing came of this deal, which led to the Hungarians attempting to develop their own fighter, partially based on the He 112.

The WM–23 Ezüst Nyíl prototype. Source: www.destinationsjourney.com

The He 112 In Hungary

In the late 1930s, the Hungarian Air Force was slowly in the process of rebuilding its combat strength by the acquisition of new aircraft. For a modern air force, they needed better fighter designs, which they were then seriously lacking. Luckily for them, they began to improve their relations with Germany, so it was possible to acquire new equipment from them. In June 1938, a  Hungarian delegation was sent to the Heinkel company, and the pilots that accompanied this delegation had a chance to fly the He 112 fighter. This aircraft was  Heinkel’s response to the Reichsluftfahrtministerium’s (English: German Ministry of Aviation) request for a new fighter. While generally a good design, it ultimately lost to Messerschmitt Bf 109. While the He 112 project was canceled by the RLM, to compensate for the huge investment in resources and time to it, Heinkel was permitted to export this aircraft to foreign buyers.  Several countries such as Austria, Japan, Romania, and Finland showed interest, but only a few actually managed to procure this aircraft, and even then, only in limited numbers.

He 112 the unsuccessful competitor of the Bf 109. Source: www.luftwaffephotos.com

The Hungarians were impressed with the He 112 and placed an order for 36 such aircraft. For a number of logistical and political reasons, the decision to sell these aircraft to Hungary was delayed.  A single He 112 was given to Hungary in February for evaluation but was lost on its first flight. Realizing that the Germans would not deliver the promised aircraft, the Hungarians instead decided to ask for a license. This was granted and Heinkel also delivered two more He 112 B-1s. When the license arrived in Hungary in May 1939, a production order for the 12 first aircraft was given to Weiss Manfréd aircraft manufacturer.

The first He 112 to reach Hungary, it was lost in an accident during its maiden test flight. Source: D. Bernard Heinkel He 112 in Action

A New Fighter

Despite the best Hungarian attempts to put the He 112 in production, this was prevented by the war between Poland and Germany. At the start of the Second World War, RLM officially prohibited the export of any German aircraft engines and equipment. This meant that the vital Jumo 210 and DB 601 engines would not be available. Based on this fact, all work on the Hungarian He 112 had to be canceled.

The Hungarian Air Force only operated a few He 112, which saw limited service before being reused as training aircraft. Source: www.destinationsjourney.com

As the Hungarians had the license for the He 112, some parts could still be domestically produced. In essence, this offered the Hungarians the chance to develop a new fighter, based on the He 112 blueprints. Not wanting to waste this opportunity, the Hungarian Ministry of War Affairs issued a directive to commence developing a new domestic fighter by reusing some components from the He 112. The whole project was undertaken by WM’s own chief designer Bela Samu, who began development in early 1939. To speed up development, the He 112 wing design was copied, but given the comparatively underdeveloped Hungarian aircraft industry, the wing was to be built of wooden materials instead of metal, as it was on the He 112. Other differences included using an oval-section fuselage, different armament, a new engine, and a cockpit redesign.

The first prototype was completed quickly by the end of 1939. In its prototype stage, the aircraft was painted in a light gray livery, earning it the nickname Ezüst Nyíl (English: Silver arrow)  from the personnel that worked on it. Once it was issued to the Air Force for testing, it received the standard Hungarian camouflage scheme, and the designation V/501 was also allocated to it. The maiden test flight was undertaken close to Budapest on the 23rd of February 1940. The flight proved successful and a maximum speed of 530 km/h (330 mph) at a height of 5 km (16.400 ft) was achieved. Some issues were detected, the most problematic proved to be the strong vibration caused by the exhaust system. Despite this, the project development pressed on.

The WM 23, possibly at an early stage of development. It was powered by a 1,030 hp WM K-14B engine which gave it comparable power to the He 112. Source: www.destinationsjourney.com

Short Service Life

Despite the time and effort put into the project, it all went for nothing as the prototype was lost in an accident in February, or April, depending on the source, 1942. During a test flight at high speeds, one of the ailerons simply broke off. The pilot lost control of the aircraft and had to bail out. The uncontrolled plane hit the ground and was utterly destroyed, and with it, the whole project was canceled.

Beyond this major setback, another reason why this project was canceled was the start of the license production of the German Bf 109G fighter. It was much easier, and faster, to commence production of this aircraft, thanks to German technical support, than to completely develop new tooling and equipment for the WM 23.

Technical Characteristics

The WM 23 was a mixed-construction single-engine fighter heavily inspired by the German He 112. Given its somewhat obscure nature, not much is mentioned in the sources about its overall construction. Given the urgency of the project, instead of the monocoque fuselage, the Hungarian engineers decided to use a simpler oval-section fuselage which consisted of welded steel tubes and then covered with plywood. The wings, as mentioned, were taken from the He 112, but had one huge difference, being made of wood, including its control surfaces.

The landing gear was another part more or less taken directly from the He 112. They consisted of two larger landing wheels that retracted into the wings, and one semi-retractable tail wheel. But based on the photographic evidence, their overall design changed during the prototype’s development. On the prototype, possibly at an early stage, a V-shaped front landing gear strut was used. This was later replaced by a large single-leg landing gear. The cockpit was equipped with a sliding canopy that slid to the rear.

The WM 23 was powered by a 1,030 hp WM K-14B (sometimes marked as 14/B) engine. This engine was developed based on the license of the  French Gnome and Rhone 14K engine, a fourteen-cylinder radial engine equipped with a single-stage, single-speed supercharger. As mentioned, during the fifth test maximum achieved speed was 530 km/h (330 mph).

While the prototype was never fitted with an offensive armament, the Hungarians had plans for a potential armament In the wing, two 8 mm (0.33 in) machine guns were to be installed. In addition, two 12.7 mm (0.5 in) heavy machine guns were to be added atop the engine compartment. Lastly it was to have a  payload of two 20 kg bombs  (44 lbs).

 

There are very few surviving photographs of the WM 23. While showing promising performance, the destruction of the only prototype and the commencement of the Bf 109G’s production in Hungary ultimately lead to the cancelation of this project. Source: D. Bernard Heinkel He 112 in Action

Conclusion

The WM 23 was an interesting Hungarian attempt to domestically develop and build a fighter aircraft that was greatly influenced by the He 112. It showed to be a promising design, with the prospect of entering serial production. However, the loss of the single prototype put an end to this project. By 1942, the Hungarians simply did not have the time to start over again with the WM 23, so they abandoned it in favor of the license production of the German Bf 109G.

WM 23 prototype Specifications

Wingspans 31  ft 5  in / 9.6 m
Length 29  ft 10 in / 9.1 m
Height 10 ft 9 in  / 3.3  m
Wing Area 199  ft² / 18.5 m²
Engine One 1,030 hp strong WM K-14B
Empty Weight 4,850  lbs / 2,200 kg
Maximum Take-off Weight 5,733  lbs / 2,600 kg
Maximum Speed 330 mph / 530 km/h
Crew 1 pilot
Proposed Armament
  • Two 12.7 mm (0.5 in) heavy machine guns and two machine guns  8 mm (0.33 in) machine guns plus a bomb load of 20 kg (44 lbs)

Credits

  • Article written by Marko P.
  • Edited by  Henry H.
  • Ported by Marko P.
  • Illustrated By Carpaticus

Illustrations

The WM-23’s factory test colors
WM-23 with Hungarian Airforce livery

Source:

  • D. Monday (2006) The Hamlyn Concise Guide To Axis Aircraft OF World War II, Bounty Books
  • D. Bernard (1996) Heinkel He 112 in Action, Signal Publication
  • G. Punka, Hungarian Air Force, Signal Publication
  • R.S. Hirsch, U, Feist and H. J. Nowarra (1967) Heinkel 100, 112, Aero Publisher
  • C. Chants (2007) Aircraft of World War II, Grange Books
  • J. R. Smith and A. L. Kay (1990) German Aircraft of the Second World War, Putnam