Tag:

WWII

Italian and Yugoslav Thunderjets nearly engaged in combat during the Trieste crisis.

by Till Daisd March 5, 2023

The ground personnel at the base of the Yugoslav Air Force in Cerklje panicked as Yugoslav planes flew over it; they were not even aware that Thunderjets were used by their country’s air force, thus they assumed the F-84s belonged to the Italian Air Force

The Free Territory of Trieste was a political entity in the present-day Italian city of Trieste, located on the relatively short common borders between Italy and Yugoslavia. De facto, the area was divided between Yugoslavia, the new socialist federation in the western Balkans, and the western allies (US, UK, and Italy), despite the fact that it was technically a political entity founded as a result of the instability brought to Europe at the end of World War II.

About ten years after the conclusion of the war, the Trieste issue was still unresolved, and new tensions had developed between Italians and Yugoslavs. The US provided both sides with weapons under the Mutual Defense Assistance Program just before the crisis’s peak. Notwithstanding the fact that the conflict thankfully never materialized, it raised an intriguing question: Given that both nations fielded the F-84G Thunderjet jet fighter, how would the air conflict in this hypothetical conflict have played out?

Since the end of World War II, both Italy and Yugoslavia had an interest in the Trieste area. The territory was taken on May 1, 1945, by Slovenian partisan forces following a battle between German and Tito’s Yugoslav forces, despite the city itself and the surrounding territory having a far greater Italian population than Yugoslav (Slovenian and Croatian, to be more precise).

The city would not be a part of either Italy or Yugoslavia, according to the agreement the British-American forces, who were approaching from the west, had made with that country. The Free Territory of Trieste, which included Trieste and its surroundings, was split into two zones: Zone A (governed by The Allied Military Government) and Zone B. (administered by Yugoslav officials). Yet, both Italy and Yugoslavia were aware of the significance of this port in the northeastern Adriatic. Hence, the conflicts and disagreements over the Territory’s destiny started in the fall of 1953.

Foreign assistance was used to purchase the first post-war aircraft for both Italy and Yugoslavia. The US and the UK were Italy’s two primary suppliers. The resurrected Italian Air Force originally got ex-USAAF Mustangs and Thunderbolts, then British de Havilland Vampires, American F-86D Sabres, and American F-84G Thunderjets, the service’s first jets. The foundation of the country’s air force was built on aircraft. In May 1952, Italy received its first Thunderjet plane.

The Italian Air Force divided its F-84Gs into three Air Brigades (equivalent to the US Air Force’s squadrons) at the start of the hypothetical conflict: Verona-Villafranca (5 Aerobrigata; about 230 kilometers from Trieste), Ghedi-Montichiari (6 Aerobrigata; about 260 kilometers from Trieste), and Aviano (51 Aerobrigata; just around 100 km to Trieste). Together, the three Air Brigades were a part of the 56th Tactical Air Force, a group of about 180 F-84G aircraft stationed near Vicenza and within striking distance of Trieste. Overall, the Italian Air Force had 254 F-84Gs.

Italian F-84Gs Vs Yugoslav F-84Gs: how Italian and Yugoslav Thunderjets almost fought each other during Trieste crisis’s air war that never was — Free Territory of Trieste – the region, which was almost one of the first theaters of post world war two conflict. Zone A is the area controlled by the western allies units; Zone B was on the other hand controlled by Yugoslavia

Although the most prevalent fighter type was the Yugoslav Ikarus S-49C, Yugoslavia constructed its post-war air force on foreign aircraft, similar to how Italy did. During the Mutual Defense Assistance Program, Yugoslavia was able to acquire American Thunderbolts and British Mosquitoes, followed by ex-USAF Sabre, Thunderjet, and T-33 aircraft. Yugoslavia’s air force received its first F-84G aircraft on June 9, 1953.

Up until October of that year, the remaining aircraft were being delivered in various pieces. The F-84G jet fighters in the Yugoslav Air Force’s fleet were less effective both in theory and in practice (F-86D Sabres were not yet prepared for use during the crisis). There were only 54 Thunderjets in operation at the time of the crisis, and they were all stationed in Batajnica (near the capital Belgrade, around 525 km to Trieste, serving under the 117th and 204th Aviation Regiment).

The large distance of the main base didn’t seem to be a significant disadvantage for the socialist air force, given that the F-84G’s combat range was approximately 1’600 km (with a ferry range of 3’200 km) and that, if necessary, the Yugoslav Thunderjets could use Zagreb-Pleso air base in Croatia (179 km to Trieste).

Nonetheless, the unit’s headquarters’ position was a major drawback in a prolonged fight where more sorties would be required to be flown. Despite the fact that 14 Thunderjets were sent to Zagreb-Pleso in November, their number would be insignificant when compared to the approximately 180 Thunderjets owned by the Italian Air Force. In the event that the conflict with Italy escalated, a detachment from the Yugoslav Air Force was also sent out to identify suitable sections of the Belgrade-Zagreb motorway that could be employed for the F-84G landings.

The Yugoslav Air Force’s entire staff’s lack of preparation was best demonstrated in one specific event. The Thunderjets from Zagreb-Pleso conducted a number of “show-off” sorties over Slovenia in addition to flying over the Cerklje base of the Yugoslav Air Force (equipped with Il-2s and F-47D). The ground staff of the air force panicked when the jets flew over the air base since they were not even aware that Thunderjets were used by their country’s air force, so they assumed that the F-84s belonged to the Italian Air Force.

The Yugoslav Air Force’s fleet of Thunderjets faced additional challenges due to the pilots’ gradual adaptation to the new jets. A few Thunderjets pilots practiced dropping cement bombs and conducting gunnery drills during the crisis. After 14 F-84G aircraft and their pilots arrived at Zagreb-Pleso, gunnery exercises proceeded using aerial targets being pulled by F-47D aircraft, and the close-air-support exercise progressed to employing HVAR 5-in unguided rockets against ground targets. One of the Yugoslav Thunderjet pilots, Predrag Vulić, remembered that “… we had the airplanes with radar and gyroscope sights. No one among the pilots didn’t know how to use the sight. We also had minor knowledge in firing maneuvers too.”

On the verge of a crisis, the Yugoslav Air Force conducted multiple reconnaissance flights over Italian territory using de Havilland Mosquitos, with the Italian air defense noting seven sorties. The Italian side also conducted reconnaissance flights over Yugoslavia; 23 Italian flights were recorded, but no additional information regarding the aircraft used in those violations could be found, and it was likely that the Thunderjets were not employed. Two Yugoslav F-84Gs from Zagreb-Pleso took off on one occasion of an Italian violation in order to confirm the visual sight and to intercept an Italian aircraft that was alleged to be over Yugoslavian territory on November 26.

The Italian aircraft had already departed when the Yugoslav jets finally took off after nine minutes. The Yugoslavian pilots would probably not even respond unless they were “fired at first,” in the event that an Italian aircraft was spotted. This rule of engagement was adopted as a result of the 1946 Yugoslavian downing of a US Army Air Force C-47 over Slovenia, which led to heightened tension between the west and Yugoslavia.

Duel: Italian vs Yugoslav F-84Gs

Italy, unlike Yugoslavia, had no problems with the Thunderjets’ operational service. Italian pilots had more time to learn to fly the first generation of jet aircraft than their Yugoslav counterparts since Italy received its first jets a year before Yugoslavia. The training itself, which was once again of considerably greater quality in Italy, was the most crucial factor. Italy was working with its western partners as one of the NATO members.

Yugoslavia, which after Tito and Stalin’s break traveled on its own “lonely” path, was made to undergo de facto independent training for the new aircraft. Although American personnel had a considerable impact on the training of Yugoslav pilots, the Italians’ level of quality was never reached by the Yugoslav Air Force.

Better airstrips and air bases could be employed to support the forthcoming aircraft’s operational needs in northern Italy. In contrast to Yugoslavia, Mussolini’s government spent a lot of time and money before World War II modernizing both the air force and its air bases. Even though Yugoslavia had an air force prior to the Second World War, the air bases were not prepared to house the jet-powered modern aircraft.

After the war, Yugoslavia was left with just one modern air base that could accommodate such aircraft, the Batajnica air base near Belgrade. When the first F-84Gs began to take off from it, even the Zagreb-Pleso air base, which served as an air base for 14 Thunderjets, had to be expanded.

The Thunderjets would have likely only been employed by Italy if a conflict between Italy and Yugoslavia had started. Three air sites less than 300 km from Trieste, where many of its F-84Gs may have operated, would have required a large number of sorties to be flown in the event of a conflict. Yugoslavia, on the other hand, had only one-quarter of the Thunderjets compared to Italy.

The crucial point to remember is that only 14 of them, which were flown by experienced pilots, were qualified to conduct combat operations. While Batajnica was more than 500 kilometers from the hypothetical conflict area, Croatia had the only air base that was adequate for the mission. The Yugoslav Air Force was reluctant to employ its expensive jet aircraft in a direct conflict until all of its fighter jets, including the Thunderjets and Sabres, were prepared.

But again, the important logistical topic pops out. Probably the only aircraft, which Yugoslavia would use against Italian Air Force in the dogfights would be the piston-powered Ikarus S-49. Even though Yugoslavia operated Bf-109Gs and Spitfires after the end of the war, the potential use of these world war two aircraft against Italian jets was unlikely.

Yet, the crucial logistical issue came up once more. Very likely the only aircraft that Yugoslavia would employ in dogfights with the Italian Air Force is the piston-powered Ikarus S-49. Even though Yugoslavia continued to fly Spitfires and Bf-109Gs after the war, it seemed improbable that they would be used to take on Italian jets.

Fortunately, the problem was resolved by partitioning the region between Italy and Yugoslavia, preventing any military action between the two nations. The rise in political and military tension between Italy and Yugoslavia in the early 1950s was comparable to the first Berlin Crisis and the rise in tension between the western allies and the Soviet Union, despite appearances to the contrary. With this quick analysis, we can say that the Italian Thunderjets would have ruled the skies over Trieste in the hypothetical battle scenario if both sides would have been equipped with F-84Gs as their first jet aircraft.

Sources:

DIMITRIJEVIĆ B., 2003. Jugoslavija i NATO (Yugoslavia and NATO). Beograd : Tricontinental, ISBN 86-84269-02-0
DIMITRIJEVIĆ B., 2019. The Trieste Crisis 1953: The first cold war confrontation in Europe. Helion & Company Limited, ISBN 978-1-912866-34-2
RADIĆ A., 2020. The Yugoslav Air Force: In the battles for Slovenia, Croatia, and Bosnia and Herzegovina, 1991-1992 Volume 1. Helion & Company Limited, ISBN 978-1-912866-35-9

March 5, 2023 0 comment

History

The only YB-29 Bomber Escorter ever built: the Cross Country

by Till Daisd January 29, 2023

written by Till Daisd

The USAAC ordered that each new bomber type should have a variation considered for escorter duties in August 1941 while anticipating the development of an efficient long-range fighter escort

Designed in 1940, the first B-29 took to the skies for the first time on September 21, 1942, replacing the B-17 and B-24. The Superfortress was deployed to Asia by the leadership of the US Army Air Forces (USAAF) in December 1943, where its extensive range made it particularly well-suited for lengthy over-water sorties against the Japanese homeland from bases in China.

The B-29 was one of the most technologically advanced aircraft of World War II and had several novel innovations, such as remote-controlled guns. Crew members could crawl between the two pressurized crew areas—fore and aft—that were joined by a long tube over the bomb bays. Only at altitudes where pressurization was not necessary could the tail gunner enter or exit his separate pressurized space.

Due to advancements in range, bomb load, and defensive needs, the B-29 was also the heaviest production plane in the world.

The story of Cross Country, the only YB-29 Bomber Escorter ever built — Boeing YB-29-BO (S/N 41-36957). Note the nose has an Erco ball turret with twin .50-cal. machine guns, and the fuselage package guns just below and aft of the cockpit have twin .50-cal. machine guns mounted.

According to William Wolf in his book World War II US Gunships, the US Army Air Corps (USAAC) ordered in August 1941 that each new bomber type should have a variation considered for escorter operations while waiting for an efficient long-range fighter escort to be produced. As a result, the fourth YB-29 (41-36957) was converted into a 23-gun bomber escort in 1943. The YB-29’s standard armament consisted of twin 0.50-cal turrets, each forward and aft dorsal and ventral, commanded remotely by gunners in three sighting blisters (the dorsal forward turret was later outfitted with four 0.50-cals). A 20mm cannon and two 0.50-cals were located in the rear turret.

The YB-29 escort was equipped with a remote-controlled experimental ERCO nose-mounted ball turret with two 0.50-cal guns and four low-profile, side-mounted Emerson Model 126 barbettes, two of which were mounted in front of the wings and the other two of which were installed in place of the aft gunner blisters. Two 0.50-cals and a 20mm cannon were added to the four dorsal/ventral turrets, while a 30mm weapon was added to the tail cannon. Prior to the concept’s demise, the YB-29 had cursory testing; it later operated as a training aircraft under the designation Cross Country.

World War II US Gunships is published by Osprey Publishing and is available to order here.

Photo by U.S. Air Force

January 29, 2023 0 comment

History

The story of the Focke-Wulf Triebflügeljäger

by Till Daisd January 28, 2023

written by Till Daisd

Each of the three wings was tipped with a combination ramjet and 300kg thrust solid fuel Walter starter rocket

During the closing months of World War II, the Germans developed the Focke-Wulf Triebflügeljäger (power-wing fighter) as an idea for an aircraft to fend off the escalating Allied bombing raids on central Germany.

As explained by Dan Sharp in his book Secret Projects of the Luftwaffe Volume 1 Jet Fighters 1939-1945, a design for a vertical take-off tail-sitter was first patented on Sep. 10, 1938, by Otto Muck — a prolific Austrian-born inventor — but Focke-Wulf’s Triebflügeljäger married the company engineer Dr. Otto Pabst’s work on ramjets to a concept invented by Professor Erich von Holst, with input from the Aerodynamische Versuchsanstalt (AVA, one of the four predecessor organizations of the 1969 founded “German Research and Experimental Institute for Aerospace”) Gottingen-based jet intakes specialist Dr. Dietrich Küchemann.

The Second Reichswettbewerb für Saalflugmodelle, also known as the Reich Contest for Indoor Flying Models, was held in Breslau on November 20 and December 1, 1940. Von Holst, a worker at the Zoological Institute in Gottingen, entered two model ornithopters and took second place. One model was created to mimic the effect of a bird’s two wings flapping, and the other was created to mimic a dragonfly’s four-wing movements.

A 1942 paper by von Holst, Küchemann, and K. Soif that examined how von Holst’s models could be scaled up to a full-size aircraft and basically replaced the lapping dragonfly wings with two counter-rotating sets of helicopter blades was based on research surrounding this later movement.

In March 1944, Pabst presented a set of calculations describing the potential performance of his ramjet engines when mounted on the helicopter blade tips of the von Holst/Küchemann aircraft. In May, Focke-Wulf engineer Heinz von Halem worked to choose the optimal configuration for the aircraft. His focus was drawn to a cigar-shaped fuselage with three rotating wings attached either at the tip of the nose, with the pilot seated behind them, halfway back from the nose, or almost halfway along the fuselage, with the pilot seated in the nose.

By September 15, 1944, the fundamental design of the single-seater aircraft had been decided upon, and a brief preliminary description had been written. The aircraft’s cruciform tailfins were meant to rest on four 380 x 150mm outrigger wheels at each end, and a single 780 x 260mm wheel that was enclosed in a fairing at the tip of the fuselage, allowing it to sit vertically on the ground. The longest possible fuselage measured 9.15m when the mainwheel retracted into its housing during flight.

The story of the Focke-Wulf Triebflügeljäger, vertical take-off and landing tail-sitter interceptor with three rotating wings that never was

Each of the three wings was tipped with a combination ramjet and 300kg thrust solid fuel Walter starter rocket. The ramjets could be turned on and would then take control once the rockets had sufficiently accelerated the wings. The total wing area was 16.5 m2 (3 x 5.50 m2), and the largest wing diameter was 11.50 m. A total of 1,500kg of gas or liquid fuel for the ramjets was stored inside the fuselage. Armament consisted of two MK 103s with 100 rounds each and two MG 151s with 250 rounds each in the aircraft’s nose, one of each on either side of the pressure cabin cockpit. Armor protection was described as “usual fighter armor.”

On October 12, 1944, a second description was written that somewhat changed the aircraft’s dimensions: the fuselage length was raised to 9.35 meters, the wing diameter was lowered to 11.40 meters, but the wing area stayed at 16.5 meters.

Based on a description in a report by British intelligence. “In this aircraft, the normal wing is replaced by three rotating ‘wings’ or vanes each with an athodyd (Lorin duct) at the tip. The ‘pitch’ of the ‘wings’ can be adjusted by the pilot and the maximum peripheral speed which is normally used for the climb is 670ft/sec (455mph). It will be appreciated that with such an arrangement the air speed of the athodyds may be considerably greater than that of the fuselage.

“In this way, efficient operation of the athodyds can be achieved when the aircraft speed is relatively low and one of the main objections to this form of propulsion is thus overcome. The higher the forward speed of the fuselage the slower the rotation of the ‘wings’ and the smaller the difference between athodyd speed and fuselage speed.

“For take-off, the aircraft stands vertically on its tail (in which the wheels are housed) and initial rotation is imparted to the ‘wing’ assembly by three auxiliary Walter rockets incorporated in the athodyds. As soon as the peripheral speed appropriate to athodyd operation has been attained the main units are started up. During this stage, the ‘wings’ are in neutral pitch. When they are moved into fine pitch lift is imparted to the aircraft partly due to the rotation of the wings and partly due to the components of athodyd thrust parallel to the fuselage axis.

“After leveling out, the pitch is further coarsened and the speed of rotation correspondingly reduced in order to maintain a constant Mach number of 0.9 at the wing tips. At the maximum designed speed of the aircraft the wings rotate at 220rpm.”

There were six main benefits associated with the Triebflügeljäger: “1) High efficiency and low fuel consumption. 2) High ceiling. 3) No runway is required for take-off or landing. 4) Low weight. 5) Simplicity. 6) Any combustible medium (gas or liquid) which can be vaporized may be used as fuel.”

After October 1944, the project doesn’t seem to have continued.

Secret Projects of the Luftwaffe Volume 1 Jet Fighters 1939-1945 is published by Mortons Books and is available to order here.

Photo by War Thunder

January 28, 2023 0 comment

History

The dogfight that gave rise to the “Thach Weave” maneuver

by Till Daisd January 23, 2023

written by Till Daisd

On June 4, 1942, during the Battle of Midway, one of the crucial moments in the evolution of US Navy fighter tactics during World War II occurred

During the Battle of Midway on June 4, 1942, one of the key moments in the evolution of US Navy fighter tactics during World War II occurred.

Lieutenant commander (LCDR) John Thach, commanding VF-3 embarked in Yorktown and took off that morning with five other F4F-4s as escort to VT-3’s TBD Devastators on their way to attack the Japanese carrier force, as described by Edward M. Young in his book F4F Wildcat vs A6M Zero-sen Pacific Theater 1942. The Zero-sen combat air patrol shot down one Wildcat from Thach’s division of four as they instantly dove to attack the US Navy formation as they approached their targets.

As the Zero-sens surrounded them, Thach, who had been put on the defensive, guided his two remaining Wildcats through a series of evasive actions. He made the decision to use the Beam Defense strategy that he and his wingman, ENS Robert “Ram” Dibb, had practiced before the war started.

Thach waited for his chance while directing Dibb to his right and keeping LT Brainard Macomber tightly grasped to his wing.

As Thach remembered years later, “I got a shot at one or two of them and burned them. One of them passed at my wingman, pulled out to the right, and then came back. We were weaving continuously, and I got a head-on shot at him. Just about the time I saw this guy coming, “Ram” said, “There´s a Zero on my tail”. He didn´t have to look back because the Zero wasn´t directly astern, but at about 45 degrees, beginning to follow him around. This gave me the head-on approach I desired. I was mad because, here, this poor little wingman who´d never been in combat before – in fact he had had very little gunnery training – and was experiencing his first time aboard a carrier, was about to have a Zero chew him to pieces. I probably should have decided to duck under this Zero, but I lost my temper a little bit and I decided I´m going to keep my fire going into him and he was going to pull out, which he did. He just missed me by a few feet, and I saw flames coming out of the bottom of his airplane”.

The tactic Thach used went as well as he had intended. Thach’s maneuver, which was effectively used by LCDR James Flately during the Battle of Santa Cruz and was given the nickname “Thach Weave,” became the common defensive counter used by all US Navy and US Marine Corps fighter pilots when dealing with the Zero-greater sen’s maneuverability.

The Dogfight that led to the birth of the “Thach Weave” maneuver, the defensive counter employed during WWII by all US Navy and USMC fighter pilots when dealing with the Zero´s superior maneuverability

F4F Wildcat vs A6M Zero-sen Pacific Theater 1942 is published by Osprey Publishing and is available to order here.

Photo by Gareth Hector via Osprey

January 23, 2023 0 comment

History

The “Screaming Devil”

by Till Daisd January 18, 2023

written by Till Daisd

German dive bomber aircraft known as the Stuka were in use during World War II. Stuka is short for “Sturzkampfflugzeug” meaning dive bomber.

Hermann Pohlmann, a German engineer, created the Stuka, which made its first flight in 1935 and swiftly rose to prominence within the Luftwaffe, the German air force. The Stuka was distinguished by its fixed, spatted undercarriage and inverted gull wings. It was given the moniker “screaming devil” because it was equipped with sirens that would make a loud noise as the aircraft descended.

Because it was built expressly for dive-bombing, the Stuka could approach its target at high altitude and then dive steeply to release its bombs. Additionally, it had fixed landing gear, which limited its ability to maneuver on the ground but improved its stability while attacking ground targets like railroads, bridges, and naval vessels. It also had a wailing siren, which was intended to intimidate the enemy and make it more difficult to locate.

The Stuka’s machine guns were also used to attack enemy soldiers and vehicles during ground attacks. The Stuka was vulnerable to enemy fighters since it was very slow compared to other planes of the era. Additionally, due to its small range, it was unable to operate far from its base.

The Stuka was a single-seat aircraft composed primarily of wood and fabric, which made it less damage resistant than other aircraft made entirely of metal. It was made to carry a high-explosive bomb so that it could destroy buildings and other structures with massive damage.

Bundesarchiv_Bild_183-1987-1210-502_Polen_Stukas

Early in the conflict, the Stuka saw a lot of action, especially during the Blitzkrieg campaign in Poland, Denmark, Norway, Belgium, the Netherlands, and France. The German military benefited greatly from it as a dive bomber since it allowed them to quickly and effectively destroy important strategic targets.

German paratroopers were able to take control of the Belgian fortification of Eben-Emael on May 14th, 1940, thanks to a bomb delivered by a Stuka dive-bomber piloted by Oberleutnant Egon Mayer. This paved the way for the German troops.

This aircraft was also employed in the Battle of Crete, where it contributed significantly to the German victory but also sustained significant losses as a result of the British fighters and the strong anti-aircraft fire as happened in the Battle of Britain. During the early years of the war, it also flew on the Eastern Front, which it was crucial to the German triumphs in the Balkans and the Soviet Union.

During the North African war, it was crucial to the German triumphs in Libya, Egypt, and the Mediterranean campaign, which included victories in Greece, Yugoslavia, Sicily, and Italy. It nevertheless participated in the Battle of the Atlantic as well.

The most decorated German serviceman of World War II and a Stuka pilot throughout the conflict, Hans-Ulrich Rudel, told one such interesting tale. Rudel is the first pilot in history to have received the Knight’s Cross of the Iron Cross with Golden Oak Leaves, Swords, and Diamonds. He flew more than 2,500 combat missions. He chronicled his Stuka flying adventures in a memoir, and the details he provided offer a window into the world of a Stuka pilot.

Erwin Hentschel, a Stuka pilot who served on the Eastern front, provided another story. In a book he wrote about his time flying the Stuka, he talked of the difficulties of flying in bad weather and the immense pressure of carrying out combat missions. He also talked about the pilots’ friendship and their sense of accomplishment following a successful bombing operation.

Many pilots have remarked on how unique it was to fly the Stuka, with its sharp dives and distinctive siren wailing.

The Stuka was more susceptible to enemy fighters and anti-aircraft fire as the conflict dragged on though. Due to their slow speed and poor maneuverability, Stuka aircraft were frequently phased out of service by the German military at the conclusion of the war.

Despite its flaws, the Stuka is nonetheless regarded as a classic World War II airplane because of its striking appearance and powerful dive bombing capabilities. A few Stukas are still in the air today, both as warplanes and as museum exhibits.

The Royal Air Force Museum in London, England, has one of the few remaining Stukas on exhibit. It’s a Ju 87 R-2 that was brought back to flight after being found in a Norwegian lake. It has already been used in a number of flyovers and air displays.

A Ju 87 B-2 is another surviving example that is on display in the Deutsches Technikmuseum Berlin in Germany.

The Military Museum of the Chinese People’s Revolution in China, the Australian War Memorial in Australia, and the National Museum of the United States Air Force in the United States are just a few of the aviation museums that have some Stuka models on display. These aircraft are either restored or preserved examples of the Stuka.

A few private collectors have Stukas in their collections as well. Some of the aircraft are ready to fly, but the majority are on static display. It is worth noting that today there is some replica or rebuilds of the Stuka flying, these aircraft are made using original parts and blueprints.

January 18, 2023 0 comment

History

Why this Hurricane had the biggest influence on the Battle of Britain

by Till Daisd January 17, 2023

written by Till Daisd

Hurricane OK-1 had the biggest impact on all the aircraft that took part in the Battle of Britain. a single airplane. Despite being flown by an Ace with 20 wins to his credit, it failed to shoot down anything during the combat (all during WWI).

Early in the 1930s, Sydney Camm at Hawker Aircraft created the British single-seater monoplane fighter aircraft known as the Hawker Hurricane. In World War II, it served admirably and was responsible for more than 60% of the air wins in the Battle of Britain.

During the Battle of Britain, Fighter Command flew 1,715 Hurricanes in total, significantly more than all other British fighters combined. In the months of July and October 1940, it is thought that Hurricane pilots were responsible for four out of every five enemy aircraft destroyed.

Hurricane OK-1 had the most impact of all the aircraft in the Battle of Britain. One airplane only. Despite being flown by an Ace with 20 victories under his belt (all in WWI), it didn’t shoot down anything throughout the conflict, according to Jim Schofield, an aviation expert on Quora.

‘OK-1’s impact came as a result of being the trusted personal aircraft of Air Vice Marshal Sir Keith Park.

‘“If any one man won the Battle of Britain, he did” – Air Chief Marshal Lord Tedder (1947)

‘Sir Keith saved the entire world, becoming the first General to defeat the Nazis in a large battle, in what may be the most pivotal and most important battle in world history. His Hurricane, OK-1, was the plane he flew while doing it. It’s important to note that Air Chief Marshal Lord Dowding is as crucial as Sir Keith, and was Fighter Command’s overall commander. Plus, massive contributions from so many others. I believe Lord Dowding didn’t fly around as of the Battle of Britain; if he did, his plane would be here too!’

He goes on;

‘This photograph shows Sir Keith and OK-1. The handwritten inscription indicates it was taken on the 15th of September, presumably in 1940; a date now celebrated as Battle of Britain Day. That day was the climax of the battle when some 1,500 aircraft fought above London and Southern England. The RAF and Sir Keith (and OK-1!) emerged victorious.

‘Sir Keith’s beloved ‘dear old Hurricane’ seems to have served him and the RAF extremely well throughout the battle.

‘So, what’s so special about OK-1? Physically not much, it’s like all the other Hurricanes. She was a Block 3 Mk.1 Hurricane, with a Merlin III engine, with the serial number P3854. It’s her precious cargo, Sir Keith, who OK-1 kept safe and sound is what makes her so important… Although she does have appropriate, badass nose art; Cerberus, the three-headed dog of Hades, who guards the underworld to prevent the dead from escaping!’

Schofield concludes:

‘Sir Keith is an incredible, sadly under-recognized hero.

‘And that’s why Hurricane, OK-1 is the aircraft that had the most impact on the Battle of Britain!’

Photo by Crown Copyright

January 17, 2023 0 comment

History

Loose deuce Vs fluid four: US Naval Aviators were better than the USAF pilots

by Till Daisd January 8, 2023

written by Till Daisd

The flexible “fluid four” formation flown by USAF pilots was very different from the famed “thatch weave,” or loose “deuce,” formation during World War 2.

During the Vietnam War, US Navy F-4 Phantom II fighters used a two-aircraft basic combat unit known as a section and an air-to-air formation known as a “loose deuce,” which involved two aircraft flying about a mile apart from one another. From here, both crews could support one another by covering each other’s “six o’clock” rear quarter.

The loose deuce, as described by Brad Elward & Peter E. Davies in the book US Navy F-4 Phantom II MiG Killers 1965-70, called for one aircraft to attack while the wingman (referred to as the “free” fighter) maneuvered with the engaged fighter but at a distance sufficient to keep an eye out for other bandits or threats in the area. The free fighter would make the decision as the engaged fighter forced the bandit into a recognizable flight pattern.

As either aircraft could take on the engaged or free role in this formation, Navy crews had more freedom. Additionally, neither plane needed to worry about colliding with the other when operating at full power.

Loose deuce Vs fluid four: during the Vietnam War the fighting tactics used by US Naval Aviators were better than those of the USAF pilots – here’s why — U.S. Navy F-4Bs

The two Phantom II aircraft flew a radar trail formation in the traditional intercept pattern, but loose deuce constituted a change from that. As the “eyeball,” the leading aircraft would essentially operate as a spotter, calling the contact to the following Phantom II, which would subsequently take a shot with a Sparrow. This separation maintained the necessary minimum distances for a successful AIM-7 launch, but it proved ineffective within the Sparrow’s confines in a close-in dogfight scenario.

The loose deuce configuration was built on the idea that teammates may support one another both offensively and defensively. From a tactical perspective, mutual support is attained when each aircraft can quickly clear the rear aspect of its counterpart of aerial threats. The aircraft with the best tactical position to see, assess, and guide the flight holds the tactical lead, but the military lead of the section (often the senior aviator) never changes.

The person who makes the initial radar or visual contact is in the lead (whether he is the wingman or RIO), and he calls a “turn” on UHF before giving a description of the position and make-up of the bogie. The tactical lead must always keep an eye on his wingman.

The famed “Thatch Weave” variation used in the loose deuce formation during World War 2 was very different from the rigid “fluid four” configuration used by USAF pilots. A four-aircraft flight divided into two components of two aircraft served as the basis for Fluid Four. With the exception that the two wingmen, numbers 2 and 4, only served to protect their element leaders, numbers 1 and 3, the two-element leads, numbers 1 and 3, would engage the bandit in a dogfight similarly to the loose deuce.

The wingmen followed their leader at a distance of 1500 to 2000 feet and were offset by roughly 45 degrees. They flew as a “welded wing” or “fighting wing.” When the planes were slower and powered by propellers, like they were during World War 2, this configuration worked perfectly. However, it was impossible to use with the 1960s’ fast jets. Welded wing pilots discovered that because they were focused on maintaining formation and avoiding collisions with their element leaders, they had no time to search the area for bandits.

Fluid Four Flights also had a “single shooter” policy, which limited who could fire; only the flight leader could do it; the other fighters followed to defend the commander as he pursued the MiGs. Since only one of the four airplanes could shoot, this policy inevitably significantly restricted the offensive capabilities of the formation.

Former F-4 pilot and Topgun commanding officer Capt. Jim Ruliffson recalls a scenario in which a USAF flight lead had used up all of his missiles pursuing a MiG. The flight leader told the flight to return to base when one of his wingmen called out that he had the MiG in his sights and requested authorization to fire!

US Navy F-4 Phantom II MiG Killers 1965-70 is published by Osprey Publishing and is available to order here.

Photo by U.S. Navy and U.S. Air Force

January 8, 2023 0 comment

History

The most important RAF WWII airfields in Britain

by Till Daisd January 1, 2023

written by Till Daisd

This article highlights a few of the more comprehensive sites

One of the most prominent and ubiquitous memorials of this tragic struggle is the Second World War airfields scattered throughout Britain. Some have been modified and are still in use today, while others have been transformed into parks, industrial estates, or museums. Some are now all but forgotten or have been built over.

In his stunning book British Airfields of the Second World War, aviation historian Stuart Hadaway describes how the UK is home to hundreds of airfield remnants, ranging from nearly finished installations to lone structures or runway segments. This article covers a handful of the more extensive locations with groups of well-maintained buildings. The majority also have different interpretations or support from aircraft museums.

Imperial War Museum Duxford, Duxford, Cambridgeshire CB22 4QR. Telephone: 0207 4165000. Website www. iwm.org.uk/visits/iwm-duxford —This is unquestionably one of the most impressive aircraft museums in the UK, and it also happens to be a well-preserved airfield that is still in use. Although some of the hangars and other structures were erected after World War II or specifically for the museum, the majority of the flight line and the Technical Site behind it are original structures from the 1920s to the 1940s. Along with the squadron offices, different workshops, and hangars, the A505 staff entrance also has the Station Headquarters and Guard Room on either side.

The unique gun butts are likewise in good repair, and the Motor Transport Sheds are still standing and in operation. The Domestic Site, which has messes and barracks, lies on the A505’s northern side. Many of these formerly residential structures are now used as museum offices or shops, and they are not usually open to the public. However, there is free public parking here and you can get a close-up view of the buildings on days when there is an air show, which is well worth going to just for that.

Spitfire replica and Hurricane replica at the RAF Museum at Hendon

Royal Air Force Museum at Hendon, Grahame Park Way, Hendon, London NW9 5LL. Telephone: 020 82052266. Website: www.rafmuseum.org.uk/london — This is another site of national importance, and there are a lot of noteworthy buildings, despite being much smaller than IWM Duxford. The Grahame White Factory and Watch Office (Hangar 2) are First World War relics, but nearby are a collection of Expansion Period workshops (now the museum’s own workshops and “Claude’s Café”) and a parachute packing shed (Building 69), which is recognizable by its distinctive raised center section in the roof, which allowed parachutes to be hung up for inspection.

While their ends have been cut off and they are enclosed in an exterior shell, the Historic Hangars (Hangars 3 and 4) were constructed during the First World War and were employed throughout the interwar and Second World Wars. If you look above, you can still see the original Belfast roof trusses. Wartime hangars can be found at the RAF Museum’s other location in Cosford (Shiinal, Shropshire TF11 8UP; phone: 01902 376 200).

The Lincolnshire Aviation Heritage Centre, East Kirkby, Spilsby, Lincolnshire PE,23 4DE. Telephone: 01790 763207. Website: www.lincsaviation.co.uk —At the time of writing, the Avro Lancaster “Just Jane” at this Lincolnshire airfield is still regularly taxied around the airfield, although there are plans in action to restore her to flying condition. Just Jane is merely one of the local attractions. There are other buildings on the airfield that house an impressive museum collection in addition to the historic control tower, which has been repaired.

Kenley Airfield, Kenley, Surrey CR3 5LZ. Website: www. kenleyrevival.org — According to Kenley, it is the most complete RAF fighter station that is still operational. The location currently serves as a glider airport and still preserves the original wartime layout of the runways and taxiways. There are still many buildings, dispersal areas, and a rifle range. Numerous interpretation boards may be seen at the location, and visitors can download self-guided walks from their website.

Airworlel Aviation Museum, Caernarfon Airport, Dinas Dinlle, Caernarfon LL54 5TP. Telephone: 01286 832154. Website: www.airworldmuseum.com — Here’s another museum located on a working airfield. In addition to having a good example of a 1941 control tower that is still in service, the location of the former RAF Llandwrog is now known as Caernarfon Airport. A nearby museum houses a variety of airplanes and has a display devoted to the RAF Mountain Rescue Service. The ruins of the flying boat base at Llanfaes are located outside of Beaumaris on the other side of the Menai Straits. Some of the slipways and buildings still survive.

From IWM Duxford to RAF Museum at Hendon: a guide to the most important RAF WWII Airfields you can visit in Britain — Avro Lancaster bomber NX611 “Just Jane” taxiing

RAF Drem, Arts and Crafts Gallery, Fenton Barns, Drem, East Lothian EH39 5BW. Website: www.rafdrem.co.uk — A minor museum is also located at RAF Drem, and the nearby Fenton Barns Retail Village is home to several remaining buildings, including two hangars.

This is merely a partial list. Buildings and infrastructure can be discovered all around the nation for the intrepid airfield spotter. At Kemble (now Cotwolds Airport), Hullavington, Manby, West Raynham, Bicester, Church Fenton, North Weald, and Kirton-in-Lindsay, to name a few, there are concentrations of them (without supporting museums). There are several great internet resources available to help you locate some in your area or for specific building types.

The Airfield Research Group is a mine of information, including a forum accessible to non-members (www. airfieldresearchgroup.org.uk), and the Airfields of Britain Conservation Trust has a searchable list of over 3,338 sites (www.abct.org.uk). At www.ukairfields.org.uk, the Owner has attempted to list all UK airfields, aviation memorials, and other associated sites. The site www.controltowers.co.uk is, as the name suggests, a list of control towers and their basic histories, and again can be searched by airfield name. A large number of old airfield buildings now enjoy listed status and can be found on the Historic England database at www.historicengland.org.uk. Some areas also have their own, more specific websites, such as the Bomber County Aviation Resource (www.bcar.org.uk), which has a wealth of information on sites in Lincolnshire.

British Airfields of the Second World War is published by Shire Publications and is available to order here.

Photo by Paul Lakin, Panhard and IdreamofJeanie via Wikipedia

January 1, 2023 0 comment

History

Downed fellow pilot saved through the bottom wing of a Slovak Air Force biplane

by Till Daisd December 29, 2022

written by Till Daisd

Frantiek Brezina slipped on the bottom wing, but he was fortunate enough to keep his hands on the struts while his legs were dangling from the wing.

The public is not familiar with the history of the Slovak Air Force during World War Two. The most well-known aircraft used by the service throughout the conflict were Avia B-534s, Letov 328s, and subsequently Bf-109 “Emils” and “Gustavs.”

Despite the fact that the Slovak Air Force’s 1939 missions of biplanes were primarily assigned to escort German reconnaissance or bomber aircraft over Poland, close to Slovak boundaries, the Slovak Air Force was the only Luftwaffe ally to participate in the Poland campaign. The Slovak Air Force operated in the USSR until 1943 when Slovakia eventually joined its Axis allies in the invasion. Even against US bombers performing operations over Slovakia, the tiny nation was able to send a small fighter unit on one occasion. Slovak aircraft completed their World War II operations against Germany during the Slovak National Uprising (August–October 1944).

The Avia B-534 fighter aircraft and the Letov -328 reconnaissance aircraft were the two primary warplanes of the Slovak Air Force during the invasion of the USSR. Both aircraft were obsolete, but Slovakia lacked the funds to purchase new ones, and Germany refused to give it any new planes since its pilots were not regarded as “trustworthy” in Germany’s eyes—largely because of the high rate of defections. Nevertheless, the 1st Observation Wing, composed of 30 -328s, and the 2nd Fighter Wing, composed of 33 B-534s, were established during Operation Barbarossa.

The Courier Wing, the last wing, was flying a Praga E-39, E-241, and a Stinson Reliant. The majority of their early missions consisted of either striking ground columns of fleeing Soviet soldiers or escorting German reconnaissance aircraft across Soviet lines. Three squadrons made up the fighter wing (11; 12 and 13). Later, squadron 11 retreated to Slovakia in order to defend the country’s airspace as it had no aircraft there. As the front moved deeper into the Soviet Union, the rest squadrons frequently switched airfields.

During WWII a Slovak Air Force’s biplane pilot rescued a downed fellow pilot by carrying him on the bottom wing of his aircraft — Avia B-534-IV of squadron 13 during its deployment on the Eastern Front, summer of 1941.

Squadron 13 relocated to Tulczyn on July 25. A swarm of three Avia B-534s led by L. Hodra, F. Brezina, and. Martiš took off shortly after the squadron touched down with the mission to escort the Luftwaffe’s Henschel Hs-126 reconnaissance aircraft. The aircraft came under rapid fire from anti-aircraft cannons and machine guns after crossing the Soviet line. Brezina was forced to make an emergency landing on a road frequented by Soviet soldiers during the withdrawal 16 kilometers behind the Soviet line due to damage to his aircraft.

The Red Army opened fire on the aircraft as well as the pilot, who was forced to hide behind the damaged Avia. The Avia B-534 was in danger of having Soviet troops arrive shortly, putting the pilot in danger of capture or even execution.

Martiš observed Brezina’s emergency landing. He indicated to swarm commander Hodra and immediately tried to land next to the shot-down Brezina, but the Soviet anti-aircraft fire prevented him from landing. He repeatedly attacked Soviet forces with the four 7.92 mm vz.30 machine guns, the standard Avia B-534-IV armament, in order to buy time before landing and rolling up adjacent to Brezina.

Brezina leaped onto Martiš’s left bottom wing and grabbed the main struts. With Martiš in the pilot’s seat and Brezina holding the struts, the Avia took off under intense Soviet fire. The small biplane jolted due to the uneven ground, causing Brezina to slide on the bottom wing. Fortunately, he was still able to grip the struts with his arms even though his legs were swinging off the wing.

Brezina had a difficult time throughout the entire flight, despite its short duration. Brezina had to be carried on the wing of Martiš’s fighter as he attempted to fully escape the Soviet zone. Brezina was having trouble breathing because of the massive air rush, and he was in danger of going unconscious. Martiš slowed down the biplane once the aircraft cleared the Soviet lines, which enabled Brezina to once more stand up and hold the struts. The Avia B-534 safely landed back at Tulczyn after a brief delay, with Martiš at the controls and Brezina standing on the bottom wing.

The Minister of National Defense of Slovakia, general Ferdinand Čatloš, awarded the pilot Štefan Martiš with the medal ‘Za hrdinstvo 2. Stupňa’ (For Heroism – 2nd Class) and František Brezina with the medal ‘Za hrdinstvo 3. Stupňa’ (For Heroism – 3rd Class). Both men were also awarded Iron Cross, 2nd Class.

Later, both pilots became aces. Štefan Martiš was successful in downing five planes (1 Yakovlev Yak-1, 1 B-20 Boston, 3 Ilyushin Il-2, and 1 unconfirmed Spitfire), whereas Frantiek Brezina was successful in downing fourteen (5x Yakovlev Yak-1; 3x Ilyushin Il-2; 3x Polikarpov I-16; 1x I-153; 1x MiG-3; 1x B-20 Boston). They achieved their aerial victories while piloting “newer” Bf-109s from the Gustav and Emil series. Up until the arrival of “Emils,” B-534s remained the predominant Slovak fighters. Up to that point, Slovak Avias shot down six Soviet planes without having to deal with hostile aircraft shooting down their biplanes. Ján Režňák was the most successful of the top Slovak aces, shooting down 32 enemy aircraft while piloting new German aircraft.

Sources:

Kliment Ch. Slovenská armáda 1939-1945 [Slovak Army 1939-1945]. Mustang Ltd., 1996. ISBN 80-7191-132-1

Rajninec J. Slovenské letectvo 1 [Slovak Air Force 1]. Ministerstvo obrany Slovenskej republiky, 1997. ISBN 80-88842-09-3

Rajlich J.; Boshniakov S.; Mandjukov P. Slovakian and Bulgarian Aces of World War 2. Osprey Publishing, 2004. ISBN 978-1-84176-652-2

December 29, 2022 0 comment

History

When Romanian IAR 80 fighters allegedly shot down 24 P-38 Lightnings

by Till Daisd December 26, 2022

written by Till Daisd

The IAR 80 fought primarily against the Russians, although on June 10, 1944, it engaged in combat with an American P-38

The Romanian IAR 80 was a fighter during World War II. It was equivalent to modern designs used by the air forces of the most technologically advanced military nations, such as the Hawker Hurricane and Bf 109E when it made its first flight in 1939. The IAR 80 didn’t enter service until 1941 as a result of production issues and a shortage of armament. It was still in use on the front lines until May 1945.

‘The IAR-80 was a Romanian aircraft that looked much like the German Fw 190,’ says Bruce Gordon, former F-86, F-100, F-102, and F-106 pilot, on Quora. ‘It fought mostly against the Russians, but one engagement on June 10, 1944, put it against America’s P-38. I have talked with P-38 pilots who flew against the IAR-80, and it is the closing story in my book, “The Spirit of Attack”. I compared the report by the Americans to the report by Dan Vizanty, the Romanian commander. When I sent my article to the P-38 pilots to review, they strongly disagreed. The Americans and the Romanians had wildly different views of what happened. The “Fog of war” shows that both sides claimed more kills than the other admitted losing.

‘Basic situation: 75 P-38s were flying a low-level mission from Italy to bomb the Romanian oilfields at Ploesti. Their route took them right over a Romanian base with IAR-80s. The Romanians got a warning in time to climb to about 4,000 feet over their base. 26 IAR-80s dove down on the P-38s, mostly engaging one squadron of 12 P-38s with other squadrons joining the furball.’

Gordon continues:

‘In the ensuing dogfight, the Romanians claimed shooting down 24 P-38s, but that is the total P-38s lost in the entire mission, including planes lost to AA fire as they dive-bombed Ploesti and other engagements. I believe 13 P-38s were lost to the IAR-80s. American pilots claimed shooting down 12 IAR-80s (the Americans reported the enemy was Fw 190s). The Romanians admit to losing only three IAR-80s.

‘In this engagement, the Romanians had the advantages of altitude, surprise, and speed, diving on the P-38s which were cruising with loads of bombs and fuel tanks.’

Gordon concludes:

‘In a real war, there are few “fair” fights. Someone always has an advantage, and luck plays a big role. This battle shows that the IAR-80 was a very worthy opponent for the P-38.’

The day Romanian IAR 80 fighters claimed to have shot down 24 American P-38 Lightnings

Photo by Planck and Umeyou via Wikipedia and U.S. Air Force

December 26, 2022 0 comment

Newer Posts

Older Posts