Designed by Hermann Pohlmann, it first flew in 1935. The Ju 87 made its combat debut in 1937 with the Luftwaffe's Condor Legion during the Spanish Civil War and served the Axis forces in World War II.

The aircraft is easily recognisable by its inverted gull wings and fixed spatted undercarriage. Upon the leading edges of its faired main gear legs were mounted the Jericho-Trompete (Jericho trumpet) wailing sirens, becoming the propaganda symbol of German air power and the so-called Blitzkrieg victories of 1939–1942. The Stuka's design included several innovations, including automatic pull-up dive brakes under both wings to ensure that the aircraft recovered from its attack dive even if the pilot blacked out from the high g-forces.

An estimated 6,500 Ju 87s of all versions were built between 1936 and August 1944.

The Ju 87 was a single-engined all-metal cantilever monoplane. It had a fixed undercarriage and could carry a two-person crew. The main construction material was duralumin, and the external coverings were made of duralumin sheeting. Parts that were required to be of strong construction, such as the wing flaps, were made of Pantal (a German aluminium alloy containing titanium as a hardening element) and its components made of Elektron. Bolts and parts that were required to take heavy stress were made of steel.

The Ju 87 was fitted with detachable hatches and removable coverings to aid and ease maintenance and overhaul. The designers avoided welding parts wherever possible, preferring moulded and cast parts instead. Large airframe segments were interchangeable as a complete unit, which increased speed of repair.

For more details on the design, production, operational history and variants, click here.

Junkers Ju 87 Stuka from below.webp

The Junkers Ju 88 is a German World War II Luftwaffe twin-engined multirole combat aircraft. Junkers Aircraft and Motor Works (JFM) designed the plane in the mid-1930s as a so-called Schnellbomber ("fast bomber") that would be too fast for fighters of its era to intercept. It suffered from technical problems during its development and early operational periods but became one of the most versatile combat aircraft of the war. Like a number of other Luftwaffe bombers, it served as a bomber, dive bomber, night fighter, torpedo bomber, reconnaissance aircraft, heavy fighter and at the end of the war, as a flying bomb.

Despite a protracted development, it became one of the Luftwaffe's most important aircraft. The assembly line ran constantly from 1936 to 1945 and more than 15,000 Ju 88s were built in dozens of variants, more than any other twin-engine German aircraft of the period. Throughout production the basic structure of the aircraft remained unchanged.

For information on the development, operational history and various versions of the Ju-88, click here.

Mistel-WWII Unmanned Flying Bomb

Using surplus JU-88 Night Fighters or bombers as makeshift guided missiles was just one of the desperate schemes attempted by the Luftwafe during the final year of the war.

At the end of WWII, the JU-88 was a favorite aircraft to conversion to unmanned flying bomb configuration by attaching a fighter, such as the Bf-109 or Focke-Wulf Fw-190, above the Ju-88. Some retained their noses for training and others had a massive warhead attached as shown in the bottom photo below.

In 1941, the German Air Ministry (ReichluftMinisterium or RLM) began to investigate composite aircraft, and a suggestion was made that the scheme could be used to allow a fighter to guide an unmanned war-weary Junkers Ju-88 bomber packed with explosives to a target. The piggyback fighter was wired to the bomber's throttles and flight controls. The fighter pilot took the composite into the air, flew to the target area, flew straight at the target, and then released his fighter from the bomber. The bomber flew into the target on autopilot. There were many variations of the Mistel piggy-back bomber combinations.

Mistel Prototype: Ju 88 A-4 and Bf 109 F-4
Mistel 1: Ju 88 A-4 and Bf 109 F-4
Mistel S1: Trainer version of Mistel 1
Mistel 2: Ju 88 G-1 and Fw 190 A-8 or F-8
Mistel S2: Trainer version of Mistel 2
Mistel 3A: Ju 88 A-4 and Fw 190 A-8
Mistel S3A: Trainer version of Mistel 3A
Mistel 3B: Ju 88 H-4 and Fw 190 A-8
Mistel 3C: Ju 88 G-10 and Fw 190 F-8
Mistel Führungsmaschine: Ju 88 A-4/H-4 and Fw 190 A-8
Mistel 4: Ju 287 and Me 262
Mistel 5: Arado E.377A and He 162

Junkers Ju-88.

Ju-88 Mistel combinations.

The Kawasaki Ki-56 (Japanese: 一式貨物輸送機, Type 1 Freight Transport) was a Japanese two-engine light transport aircraft used during World War II. It was known to the Allies by the reporting name "Thalia". 121 were built between 1940 and 1943.

The Kawasaki Ki-56 was derived from the Lockheed Model 14 Super Electra aircraft that the Kawasaki Kokuki Kogyo Kabushiki Kaisha (The Kawasaki Aircraft Engineering Company Limited) had built under licence. In September 1939 Kawasaki was asked by the Koku Hombu to design an improved version as Ki-56. A number was also built by Tachikawa Hikoki K.K.

The Japanese invasion of Sumatra in the Dutch East Indies campaign began with a paratroop drop from Ki-56 transports on Airfield P1 and the oil refineries near Palembang. Royal Air Force Hawker Hurricane fighters flying from P1 to locate the Japanese invasion fleet passed the incoming Ki-56s, but thought them to be friendly Lockheed Hudsons (also developed from the Lockheed Model 14) returning from a raid. The defending anti-aircraft gunners at P1 were equally fooled, until the parachutes began to open. Once the AA guns opened fire one transport was shot down, another force-landed, and others veered off course, but the paratroop drop was effective and the airfield and oil installations were overrun.

The Nakajima Ki-43 Hayabusa (隼, "Peregrine falcon", "Army Type 1 Fighter" 一式戦闘機) is a single-engine land-based tactical fighter used by the Imperial Japanese Army Air Service in World War II.

The Allied reporting name was "Oscar", but it was often called the "Army Zero" by American pilots because it bore a certain resemblance to the Mitsubishi A6M Zero, the Imperial Japanese Navy's counterpart to the Ki-43. Both aircraft had generally similar layout and lines, and also used essentially the same Nakajima Sakae radial engine, with similar round cowlings and bubble-type canopies (the Oscar's being distinctly smaller and having much less framing than the A6M). While relatively easy for a trained eye to tell apart with the "finer" lines of the Ki-43's fuselage – especially towards the tail – and more tapered wing planform; in the heat of battle, given the brief glimpses and distraction of combat, Allied aviators frequently made mistakes in enemy aircraft identification in the heat of a dogfight, reportedly having fought "Zeros" in areas where there were no Navy fighters.

Like the Zero, the radial-engined Ki-43 was light and easy to fly and became legendary for its combat performance in East Asia in the early years of the war. It could outmaneuver any opponent, but did not initially have armor or self-sealing fuel tanks, and its armament was poor until its final version, which was produced as late as 1945. Allied pilots often reported that the nimble Ki-43s were difficult targets but burned easily or broke apart with few hits.

Total production amounted to 5,919 aircraft. Many of these were used during the last months of the war for kamikaze missions against the American fleet.

The Ki-43 was designed by Hideo Itokawa, who would later become famous as a pioneer of Japanese rocketry. The Ki-43 prototype was produced in response to a December 1937 specification for a successor to the popular fixed-gear Nakajima Ki-27 Nate. The specification called for a top speed of 500 km/h (310 mph), a climb rate of 5,000 m (16,000 ft) in five minutes and a range of 800 km (500 mi). Maneuverability was to be at least as good as that of Ki-27.

When first flown in early January 1939,[9] the Ki-43 prototype was a disappointment. Japanese test pilots complained that it was less maneuverable than the Ki-27 Nate and not much faster. In order to solve these problems, Nakajima produced a series of progressively modified prototypes through 1939 and 1940. These changes involved a major weight saving program, a slimmer fuselage with the tail surfaces moved further aft and a new canopy. Crucially, the 11th prototype introduced the unique differential "butterfly" maneuvering Fowler flaps, which dramatically improved performance in tight turns. The 13th prototype combined all these changes, and tests of this aircraft resulted in an instruction for Nakajima to place the Ki-43 into production, the Ki-27 jigs being transferred to the Mansyu factory at Harbin in Japanese occupied Manchukuo.

The Ki-43 (Oscar) was initially produced in November 1939, given the designation Ki-43-I. Deliveries from Nakajima's Ota factory commenced in February 1941. In addition to outstanding maneuverability, the Ki-43-I had an impressive rate of climb due to its light weight. Power was provided by the Nakajima Ha-25 engine turning a two-bladed, two-position variable-pitch metal propeller.[12] Top speed was 495 km/h (308 mph) at 4,000 m (13,000 ft) The Ki-43 was equipped with two synchronized cowling machine guns in various configurations, with either two 7.7 mm (0.303 in) Type 89 machine guns, one 12.7 mm (0.50 in) Ho-103 machine gun and one 7.7 mm (0.303 in) gun, or two 12.7 mm (0.50 in) Ho-103 guns; the aircraft was given various sub-designations to reflect these differences. The configuration that appears to have been most prevalent at the outset of the war was the first configuration with two 7.7 mm (0.303 in) Type 89 machine guns, while as the war progressed the heavier combinations gained popularity and the version with the heaviest armament was sometimes given the designation Ki-43-Ic. The Ho-103 was often loaded with explosive ammunition to increase target effect; its penetrative effect against later Allied aircraft armor appears to have been marginal.

Prototypes for the Ki-43-II flew in February 1942. The Ha-25 engine was upgraded with the 2-stage supercharger, thus becoming the more powerful Nakajima Ha-115 engine, which was installed in a longer-chord cowling. The new engine turned a three-bladed propeller. The wing structure, which had suffered failures in the Ki-43-I, was strengthened and equipped with racks for drop tanks or bombs. The Ki-43-II was also fitted with a 13 mm (0.51 in) armor plate for the pilot's head and back, and the aircraft's fuel tanks were coated in rubber to form a crude self-sealing tank. This was later replaced by a 3-layer rubber bladder, 8mm core construction; with 2mm oil-proof lamination. The bladder proved to be highly resistant against 7.7 mm (0.303 in) bullets, but was not as effective against larger calibers. The pilot also enjoyed a slightly taller canopy and a reflector gunsight in place of the earlier telescopic gunsight. Nakajima commenced production of the Ki-43-II at its Ota factory in November 1942. Production was also started at the Tachikawa Hikoki KK and the 1st Army Air Arsenal (Tachikawa Dai-Ichi Rikugun Kokusho), also at Tachikawa. Although Tachikawa Hikoki successfully managed to enter into large-scale production of the Ki-43, the 1st Army Air Arsenal was less successful – hampered by a shortage of skilled workers, it was ordered to stop production after 49 Ki-43s were built.[18] Nakajima eventually ceased production in mid-1944 in favor of the Ki-84 Hayate, but the Tachikawa Hikoki continued to produce the Ki-43.

Tachikawa also produced the Ki-43-III, which utilized the more powerful Nakajima Army Type 1 Ha-115-II engine. Maximum speed increased to 576 km/h (358 mph). Tachikawa produced 2124 Ki-43-II and -III aircraft between April 1944 and the end of the war.[20] Total production of all versions amounted to 5,919 aircraft.

For details of operational history and variants, click here.

The Kyūshū J7W Shinden (震電, "Magnificent Lightning") is a World War II Japanese propeller-driven prototype fighter plane with wings at the rear of the fuselage, a nose-mounted canard, and a pusher engine.

Developed by the Imperial Japanese Navy (IJN) as a short-range, land-based interceptor, the J7W was a response to Boeing B-29 Superfortress raids on the Japanese home islands. For interception missions, the J7W was to be armed with four forward-firing 30 mm type 5 cannons in the nose.

The Shinden was expected to be a highly maneuverable interceptor, but only two prototypes were finished before the end of the war. A jet engine–powered version was considered, but never reached the drawing board.

In the IJN designation system, "J" referred to land-based fighters and "W" to Watanabe Tekkōjo, the company that oversaw the initial design.

The idea of a canard-based design originated with Lieutenant Commander Masayoshi Tsuruno, of the technical staff of the IJN in early 1943. Tsuruno believed the design could easily be retrofitted with a turbojet, when suitable engines became available. His ideas were worked out by the First Naval Air Technical Arsenal (Dai-Ichi Kaigun Koku Gijitsusho), which designed three gliders designated Yokosuka MXY6, featuring canards. These were built by Chigasaki Seizo K. K. and one was later fitted with a 22 hp Semi 11 (Ha-90) 4-cylinder air-cooled engine.

The feasibility of the canard design was proven by both the powered and unpowered versions of the MXY6 by the end of 1943, and the Navy were so impressed by the flight testing, they instructed the Kyushu Aircraft Company to design a canard interceptor around Tsuruno's concept. Kyushu was chosen because both its design team and production facilities were relatively unburdened, and Tsuruno was chosen to lead a team from Dai-Ichi Kaigun Koku Gijitsusho to aid Kyushu's design works.

The construction of the first two prototypes started in earnest by June 1944, stress calculations were finished by January 1945, and the first prototype was completed in April 1945. The 2,130 hp Mitsubishi MK9D (Ha-43) radial engine and its supercharger were installed behind the cockpit and drove a six-bladed propeller via an extension shaft. Engine cooling was to be provided by long, narrow, obliquely mounted intakes on the side of the fuselage. It was this configuration that caused cooling problems while running the engine while it was still on the ground. This, together with the unavailability of some equipment parts postponed the first flight of the Shinden.

Even before the first prototype took to the air, the Navy ordered the J7W1 into production, with a quota of 30 Shinden a month given to Kyushu's Zasshonokuma factory and 120 from Nakajima's Handa plant. It was estimated some 1,086 Shinden could be produced between April 1946 and March 1947.

On 3 August 1945, the prototype first flew, with Tsuruno at the controls, from Mushiroda Airfield. Two more short flights were made, a total of 45 minutes airborne, one each on the same days as the atomic bombings of Hiroshima and Nagasaki occurred, before the war's end. Flights were successful, but showed a marked torque pull to starboard (due to the powerful engine), some flutter of the propeller blades, and vibration in the extended drive shaft.

The Lavochkin La-15 (Plant 21 product code Izdeliye 52, USAF reporting name Type 21, NATO reporting name Fantail), was an early Soviet jet fighter and a contemporary of the Mikoyan-Gurevich MiG-15.

Lavochkin had produced a line of prop powered fighters in World War II. The Lavochkin La-150 was its first response to a 1945 order to build a single-seat jet fighter using a single German Junkers Jumo 004 turbojet from the Me 262. The Lavochkin La-152 which flew in December 1946 moved the engine to the front of the nose, which reduced thrust loss. The Lavochkin La-160 was the first Soviet fighter to apply swept wings, and flew in June 1947.

The Lavochkin La-168 first flew on April 22, 1948. It was designed to use the new turbojet based on the Rolls-Royce Nene in response to a 1946 request for an advanced swept-wing jet fighter capable of transonic performance. The engine was placed behind the pilot, but with a high-mounted wing and T-tail compared to the similar MiG-15.

The La-15 which reached mass production was the outcome of a series of development aircraft that began with the Aircraft 150 bomber in 1945 and culminated in Aircraft 176, later in 1948. These aircraft were designed for British engines, Rolls-Royce Derwent V and Rolls-Royce Nene, acquired by the Soviets in 1947 and then copied as the Klimov RD-500 and Klimov RD-45 respectively. The Derwent-powered Aircraft 174 was designed as a backup for the main program, the Nene-powered Aircraft 168, in case the British failed to deliver more powerful Nene engines with afterburners (which they did fail to deliver). The first prototype of Aircraft 174 was flown just 9 days after its counterpart the Mikoyan-Gurevich I-310, on January 8, 1948. The first prototype was however lost on May 11, 1948 due to vibrations. Trials were continued with an improved second prototype, designated Aircraft 174D, which underwent State Acceptance Tests from August to September 25, 1948. In comparison with the Nene-powered MiG-15 it had almost the same maximum speed and better maneuverability, with somewhat reduced rate of climb. The type was ordered into production in September 1948, even while Aircraft 174D was undergoing flight trials, and given the official designation La-15 in April 1949.

The La-15 had a barrel-like fuselage, shoulder-mounted swept wings with 6 degrees anhedral, and stabilizers mounted high on the fin, almost a T-tail. It was popular with pilots because of its easy handling and reliability, and its pressurized cockpit was an advantage at high altitude. Nevertheless, official enthusiasm for the La-15 was mild, largely because it was a complex design that required complicated and expensive production tooling. Only 235 La-15s were built, serving with the Soviet Air Force until 1953.

The La-15 was tested operationally by the 192nd Fighter Wing, based at Kubinka from 19 March 1949, and began appearing in front-line combat units later the same year. One unit was seemingly the 196th Fighter Aviation Regiment. Introduction was accompanied by numerous accidents, but the competing MiG-15 design fared little better. However, although the La-15 had a number of technical advantages over the MiG-15, a combination of easier manufacture and lower costs led to the MiG-15 being favoured. The Soviet authorities decided to produce only one fighter, and they chose the MiG-15bis. The remaining La-15s in service were disarmed by 1953, and their engines reused on the KS-1 Komet air-to-surface missile. The aircraft were expended as targets at various nuclear bomb tests.

Number built    235

Variants

Aircraft 174
Rolls-Royce Derwent powered first prototype of La-15. Crashed due to structural vibrations caused by sympathetic resonant frequencies of tailplane and rear fuselage.
Aircraft 174D
(Dooblyor-second)- Second prototype with modifications shown to be required from Aircraft 174's flight tests.
Aircraft 180
A two-seat trainer version was also developed as Aircraft 180 and was to be put into production as the UTI La-15 or La-15UTI, but as official interest in the La-15 waned, the trainer was cancelled before mass production began and only two were made.

The Lavochkin La-7 (Russian: Лавочкин Ла-7) was a piston-engined single-seat Soviet fighter aircraft developed during World War II by the Lavochkin Design Bureau. It was a development and refinement of the Lavochkin La-5, and the last in a family of aircraft that had begun with the LaGG-1 in 1938. Its first flight was in early 1944 and it entered service with the Soviet Air Forces later in the year. A small batch of La-7s was given to the Czechoslovak Air Force the following year, but it was otherwise not exported. Armed with two or three 20 mm (0.8 in) cannon, it had a top speed of 661 kilometers per hour (411 mph). The La-7 was felt by its pilots to be at least the equal of any German piston-engined fighter. It was phased out in 1947 by the Soviet Air Force, but served until 1950 with the Czechoslovak Air Force.

By 1943, the La-5 had become a mainstay of the Soviet Air Forces, yet both its head designer, Semyon Lavochkin, as well as the engineers at the Central Aerohydrodynamics Institute (Russian: TsAGI), felt that it could be improved upon. TsAGI refined earlier studies of aerodynamic improvements to the La-5 airframe in mid-1943 and modified La-5FN c/n 39210206 to evaluate the changes. These included complete sealing of the engine cowling, rearrangement of the wing center section to accommodate the oil cooler and the relocation of the engine air intake from the top of the cowling to the bottom to improve the pilot's view.

The aircraft was evaluated between December 1943 and February 1944 and proved to have exceptional performance. Using the same engine as the standard La-5FN c/n 39210206 had a top speed of 684 kilometers per hour (425 mph) at a height of 6,150 meters (20,180 ft), some 64 kilometers per hour (40 mph) faster than the production La-5FN. It took 5.2 minutes to climb to 5,000 meters (16,404 ft). It was faster at low to medium altitudes than the La-5 that used the more powerful prototype Shvetsov M-71 engine.

The total number built was 5,753 (+ 582 trainers).

Form ore details of the development and design, operational history and variants, click here.

The Lavochkin-Gorbunov-Gudkov LaGG-3 (Лавочкин-Горбунов-Гудков ЛаГГ-3) was a Soviet fighter aircraft of World War II. It was a refinement of the earlier LaGG-1 and was one of the most modern aircraft available to the Soviet Air Force at the time of Germany's invasion in 1941. Despite its wooden construction, it was both overweight and underpowered. At one point in the war, on average 12 LaGG-3s were being completed daily and 6,528 had been built in total when Factory 31 in Tbilisi switched production to the Yak-3 in 1944.

The prototype of the LaGG-3 was called the I-301 and was designed by Semyon A. Lavochkin, Vladimir P. Gorbunov and Mikhail I. Gudkov. The prototype was later renamed the LaGG-1 and production aircraft were called the LaGG-3. The prototype was designed and produced by the GAZ-301 factory in Khimki to the North West of Moscow. The design was approved for production in January of 1940 and in the prototype's name the I- prefix stood for istrebitel "destroyer" and the number signified the design bureau responsible (which in this case was the GAZ-301 factory). The I-301 was a single-seat, low-wing monoplane, with a semi-monocoque fuselage, and skinned with birch veneer and plywood.

The I-301 airframe was partially made of "delta wood": a material composed of very thin (0.35–0.55 mm) layers of birch or pine wood veneer, and a phenol-formaldehyde resin known as VIAM-B-3, which together were baked at high temperatures and pressures. Delta wood was used for critical parts of the airframe. This novel construction material had tensile strength comparable to that of non-hardened aluminum alloys and only 30% lower than that of precipitation hardened D-1A grade duralumin. It was also incombustible and completely invulnerable to rot, with service life measured in decades in adverse conditions. During production of the prototype, it was discovered that the adhesive used in delta wood caused skin irritation and safety procedures needed to be devised for workers.

The full wooden wing (with plywood surfaces) was analogous to that of the Yak-1. The only difference was that the LaGG's wings were built from two spars. The fuselage was of similar construction to the MiG-1.

For details of armament, operational history and variants, click here.

The Hudson was a military conversion of the Lockheed Model 14 Super Electra airliner, and was the first significant aircraft construction contract for the Lockheed Aircraft Corporation—the initial RAF order for 200 Hudsons far surpassed any previous order the company had received.The Hudson served throughout the war, mainly with Coastal Command but also in transport and training roles as well as delivering agents into occupied France. They were also used extensively with the Royal Canadian Air Force's anti-submarine squadrons and by the Royal Australian Air Force.

Postwar, numbers of Hudsons were sold by the military for civil operation as airliners and survey aircraft. In Australia, East-West Airlines of Tamworth, New South Wales (NSW), operated four Hudsons on scheduled services from Tamworth to many towns in NSW and Queensland between 1950 and 1955. Adastra Aerial Surveys based at Sydney's Mascot Airport operated seven L-414s between 1950 and 1972 on air taxi, survey and photographic flights.

A total of 2,941 Hudsons were built.

Hudsons in RAAF service.

In the Pacific area, Hudsons served with Nos 1, 2, 6, 7, 8, 13, 14, 23, 24, 25, 32 and 38 Squadrons, while RAF-serialled Hudsons operated with No 459 RAAF Squadron in the Middle East.

RAAF Hudsons included Mks I, II, III and IV. Mks I and II had different airscrews, and the Mk I carried a spinner. Mk IIIs were fitted with 1200 hp Wright Cyclones, and carried an additional ventral gun and two beam guns; Mk IVs were fitted with 1050 hp Pratt and Whitney Wasps. One all-silver Hudson, A16-142, was conspicuous during the war years, and another, A16-214, was used for airborne lifeboat experiments.

Hudson A16-112 – Hudson IV, is the only airworthy Hudson in the world, and is located at the Temora Aviation Museum in Temora, New South Wales. It is painted as a Hudson III, serial number A16-211, with the nose art The Tojo Busters.

Specifications below are for a Hudson Mk I.

The Neptune was developed for the US Navy by Lockheed to replace the Lockheed PV-1 Ventura and PV-2 Harpoon, and was replaced in turn by the Lockheed P-3 Orion. Designed as a land-based aircraft, the Neptune never made a carrier landing, but a small number were converted and deployed as carrier-launched, stop-gap nuclear bombers that would have to land on shore or ditch. The type was successful in export, and saw service with several armed forces.

Beginning with the P2V-5F model, the Neptune became one of the first operational aircraft fitted with both piston and jet engines.

Neptunes were operated by RAAF Squadrons 10 and 11 from RAAF Edinburgh, South Australia.

For full details on the Neptune P-2 and its variants, click here.

The Lockheed P-38 Lightning is an American single-seated, piston-engined fighter aircraft that was used during World War II. Developed for the United States Army Air Corps, the P-38 had distinctive twin booms and a central nacelle containing the cockpit and armament. Allied propaganda claimed it had been nicknamed the fork-tailed devil (German: der Gabelschwanz-Teufel) by the Luftwaffe and "two planes, one pilot" by the Japanese. Along with its use as a general fighter, the P-38 was used in various aerial combat roles, including as a highly effective fighter-bomber, a night fighter, and as a long-range escort fighter when equipped with drop tanks. The P-38 was also used as a bomber-pathfinder, guiding streams of medium and heavy bombers; or even other P-38s, equipped with bombs, to their targets. Used in the aerial reconnaissance role, the P-38 accounted for 90% of the aerial film captured over Europe.

The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the aircraft of America's top aces, Richard Bong (40 victories), Thomas McGuire (38 victories), and Charles H. MacDonald (27 victories). In the South West Pacific Theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the introduction of large numbers of P-51D Mustangs toward the end of the war.

Unusual for a fighter of this time, the exhaust was muffled by the turbosuperchargers, making the P-38's operation relatively quiet. The two turbosuperchargers also provided the P-38 with good high-altitude performance, making it one of the earliest Allied fighters capable of performing well at high altitudes. It was extremely forgiving and could be mishandled in many ways, but the rate of roll in the early versions was too low for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in large-scale production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day. At the end of the war, orders for 1,887 more were cancelled.

The RAAF operated 8 P-38's, converting 3 for photo-reconnaissance.

For more information on the design and development, operational history and 31 variants, click here.

The Lockheed Ventura is a twin-engine medium bomber and patrol bomber of World War II.

The Ventura first entered combat in Europe as a bomber with the RAF in late 1942. Designated PV-1 by the United States Navy (US Navy), it entered combat in 1943 in the Pacific. The bomber was also used by the United States Army Air Forces (USAAF), which designated it the Lockheed B-34 (Lexington) and B-37 as a trainer. British Commonwealth forces also used it in several guises, including antishipping and antisubmarine search and attack.

The Ventura was developed from the Lockheed Model 18 Lodestar transport, as a replacement for the Lockheed Hudson bombers then in service with the Royal Air Force. Used in daylight attacks against occupied Europe, they proved to have weaknesses and were removed from bomber duty and some used for patrols by Coastal Command.

After USAAF monopolization of land-based bombers was removed, the US Navy ordered a revised design which entered service as the PV-2 Harpoon for anti-submarine work.

Royal Australian Air Force

In the United Kingdom, No. 464 Squadron RAAF formed (mixure of Commonwealth personnel) at RAF Feltwell in September 1942 to operate the Ventura as part of 2 Group, Bomber Command; it converted to the de Havilland Mosquito in September 1943. In the Mediterranean, No. 459 Squadron RAAF was equipped with the Ventura V between December 1943 to July 1944, flying mainly anti-submarine and anti-shipping patrols.

In Australia, 55 PV-1s were supplied to the RAAF for use in the South West Pacific Area. No. 13 Squadron RAAF was the only operational squadron in Australia equipped with the Ventura. It operated primarily in north-eastern Queensland and then the Northern Territory, and later serving in the Borneo campaign of 1945. After the war, the squadron used its aircraft to help transport liberated prisoners of war.

For details of the various versions and other operational history of the Ventura, click here.

The Macchi C.205 Veltro (Italian: Greyhound) (also known as MC.205, "MC" standing for "Macchi Castoldi") was an Italian World War II fighter aircraft built by the Aeronautica Macchi. Along with the Reggiane Re.2005 and Fiat G.55, the Macchi C.205 was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine. The C.205 was a development of the earlier C.202 Folgore. With a top speed of some 640 km/h (400 mph) and equipped with a pair of 20 mm cannon as well as 12.7 mm Breda machine guns, the Macchi C.205 Veltro was highly respected by Allied and Axis pilots alike. Widely regarded as one of the best Italian aircraft of World War II, it proved to be extremely effective, destroying a large number of Allied bombers. The Macchi C. 205 proved capable of meeting fighters such as the North American P-51D Mustang on equal terms, which encouraged the Luftwaffe to use a number of these aircraft to equip one Gruppe.

While the C.205 was able to match the best Allied opponents in speed and maneuverability, it was introduced late in the conflict. Due to the limitations of the Italian war economy, only a small production run was delivered before the end of the war. Like the Spitfire, the Veltro was tricky in its construction and slow to build. Italy's highest-scoring ace, Adriano Visconti, achieved 11 of his 26 credited victories in the few weeks he was able to fly the Veltro, with the top-scoring Sergente Maggiore pilota Luigi Gorrini shooting down 14 enemy aircraft plus six damaged with the C.205.

In 1941, seeking to further improve the performance of the C.202 fighter, the Regia Aeronautica decided to license-build the German DB 605 1,100 kW (1,475 hp) liquid-cooled supercharged inverted V-12 engine in Italy, which Fiat produced as the RA.1050 R.C.58 Tifone (Typhoon). Fighter manufacturers were invited to enter versions of their designs using this engine as the caccia della serie 5 ("series-5 fighter") and were provided with imported DB 605s for prototype use. All of the designs used the number 5 in the name, with the Macchi becoming the C.205 (instead of C.202bis or C.203).

Macchi had used a licence-built DB 601 engine in the C.202, an engine which was closely comparable in size to the later, more powerful DB 605. This meant that the C.202 airframe could be easily adapted for the DB 605. The C.205V Veltro first flew on 19 April 1942, and was considered a stop-gap measure with the definitive variant being the 205N Orione (N stood for "new"). In testing, the Fiat G.55 Centauro and Re.2005 Sagittario proved to be better performers at high altitude due to their larger wing area. In fact, the Veltro used the same wing as the earlier Folgore but its weight had increased from 2,350 kg (5,180 lb) to 2,581 kg (5,690 lb) and the wing loading from 140 kg/m2 to 153.6 kg/m2. The Veltro's performance was similar to German designs with their higher wing loading, and was at its best at medium altitudes where it could reach 642 km/h (399 mph). The C.205 Veltro was placed in production until the G.55 and the Re.2005 could become available.

The first 100 Veltro Serie I were only machine-gun-armed, but many were also fitted with the 20 mm MG 151 cannon. There were no Serie II built, but 150 Serie III were ordered, which were fitted with wing cannons as a standard.

For more details on the development, design, operational history and variants of the c.205, click here.

Designed during World War II, the Mauler encountered development delays and did not enter service until 1948 in small numbers. The aircraft proved troublesome and remained in frontline service only until 1950, when the Navy switched to the smaller and simpler Douglas AD Skyraider. Maulers remained in reserve squadrons until 1953. A few were built as AM-1Q electronic-warfare aircraft with an additional crewman in the fuselage.

The XBTM-1 was a low-wing, all-metal monoplane with folding wings to allow more compact storage in carrier hangar decks, and conventional landing gear. Its fuselage was an oval-shaped stressed-skin semi-monocoque with the single-seat cockpit and its teardrop-shaped canopy positioned just aft of the air-cooled engine. Just behind the cockpit was a 150-US-gallon (570 l; 120 imp gal) fuel tank. The large wing consisted of a two-spar center section with hydraulically-folded three-spar outer panels. A large dive brake was positioned on the trailing edge of the wing. When closed it could be lowered for use as a landing flap or it could be split into alternating upper and lower sections, with intermeshing "fingers" for use in its intended role. It was very effective in this role, mainly due to its great surface area, but this was at the cost of the width of the ailerons, which significantly reduced their efficiency. A pair of 180-US-gallon (680 l; 150 imp gal) fuel tanks were positioned in the roots of the center section. All fuel tanks were self sealing and the pilot and oil cooler were protected by 297 pounds (135 kg) of armor.

The aircraft was powered by a 28 cylinder Pratt & Whitney R-4360-4 Wasp Major Radial, with four rows of seven cylinders. It was referred to as the mechanics nightmare.

Variants
XBTM-1
     Two prototypes built.
BTM-1/AM-1
     A total of 131 production aircraft, another 651 aircraft were cancelled.
AM-1Q
     An electronic warfare variant, 18 aircraft built or converted.
JR2M-1
     Proposed carrier onboard delivery variant of the AM, named Mercury; not built.

For more information on the development and design, and operational history, click here.

The "mechanics nightmare" 28 cylinder engine.

The Martin B-10 was the first all-metal monoplane bomber to be regularly used by the United States Army Air Corps, entering service in June 1934. It was also the first mass-produced bomber whose performance was superior to that of the Army's pursuit aircraft of the time.

The B-10 served as the airframe for the B-12, B-13, B-14, A-15 and O-45 designations using Pratt & Whitney engines instead of Wright Cyclones. A total of 348 of all versions were built. The largest users were the US, with 166, and the Netherlands, with 121.

The B-10 began a revolution in bomber design. Its all-metal monoplane airframe, along with its features of closed cockpits, rotating gun turrets (almost simultaneously with the 1933 British Boulton & Paul Overstrand biplane bomber's own enclosed nose-turret), retractable landing gear, internal bomb bay, and full engine cowlings, would become the standard for bomber designs worldwide for decades. It made all existing bombers completely obsolete. Martin received the 1932 Collier Trophy for designing the XB-10.

The B-10 began as the Martin Model 123, a private venture by the Glenn L. Martin Company of Baltimore, Maryland. It had a crew of four: pilot, copilot, nose gunner and fuselage gunner. As in previous bombers, the four crew compartments were open, but it had a number of design innovations as well.

These innovations included a deep belly for an internal bomb bay and retractable main landing gear. Its 600 hp (447 kW) Wright SR-1820-E Cyclone engines provided sufficient power. The Model 123 first flew on 16 February 1932 and was delivered for testing to the U.S. Army on 20 March as the XB-907. After testing it was sent back to Martin for redesigning and was rebuilt as the XB-10.

The XB-10 delivered to the Army had major differences from the original aircraft. Where the Model 123 had Townend rings, the XB-10 had full NACA cowlings to decrease drag. It also sported a pair of 675 hp (503 kW) Wright R-1820-19 engines, and an 8 feet (2.4 m) increase in the wingspan, along with an enclosed nose turret. When the XB-10 flew during trials in June, it recorded a speed of 197 mph (317 km/h) at 6,000 ft (1,830 m). This was an impressive performance for 1932.

Following the success of the XB-10, a number of changes were made, including reduction to a three-man crew, addition of canopies for all crew positions, and an upgrade to 675 hp (503 kW) engines. The Army ordered 48 of these on 17 January 1933. The first 14 aircraft were designated YB-10 and delivered to Wright Field, starting in November 1933, and used in the Army Air Corps Mail Operation. The production model of the XB-10, the YB-10 was very similar to its prototype.

For details of operational history, legacy and variants, click here.

First used in the Pacific Theater of World War II in early 1942, it was also used in the Mediterranean Theater and in Western Europe.

After entering service with the United States Army aviation units, the aircraft quickly received the reputation of a "widowmaker" due to the early models' high accident rate during takeoffs and landings. This was because the Marauder had to be flown at precise airspeeds, particularly on final runway approach or when one engine was out. The unusually high 150 mph (241 km/h) speed on short final runway approach was intimidating to many pilots who were used to much slower approach speeds, and whenever they slowed to speeds below those stipulated in the manual, the aircraft would often stall and crash.

The B-26 became a safer aircraft once crews were re-trained, and after aerodynamics modifications (an increase of wingspan and wing angle-of-incidence to give better takeoff performance, and a larger vertical stabilizer and rudder). The Marauder ended World War II with the lowest loss rate of any USAAF bomber.

A total of 5,288 were produced between February 1941 and March 1945; 522 of these were flown by the Royal Air Force and the South African Air Force. By the time the United States Air Force was created as an independent military service separate from the United States Army in 1947, all Martin B-26s had been retired from U.S. service. After the Marauder was retired the unrelated Douglas A-26 Invader then assumed the "B-26" designation which led to confusion between the two aircraft.

For details of development and design, operational history and many variants, click here.

The Martin 187 Baltimore was a twin-engined light attack bomber built by the Glenn L. Martin Company in the United States as the A-30. The model was originally ordered by the French in May 1940 as a follow-up to the earlier Martin Maryland, then in service in France. With the fall of France, the production series was diverted to Great Britain and after mid-1941, supplied by the U.S. as Lend Lease equipment.

Development of the Baltimore was hindered by a series of problems, although the type eventually became a versatile combat aircraft. Produced in large numbers, the Baltimore was not used operationally by United States armed forces but eventually served with the British, Canadian, Australian, South African, Hellenic and the Italian air forces. it was subsequently used almost exclusively in the Mediterranean and Middle East theatre of World War II.

Initially designated the A-23 (derived from the A-22 Martin 167 Maryland design), the Model 187 (company designation) had a deeper fuselage and more powerful engines. The Model 187 met the needs for a light-to-medium bomber, originally ordered by the Anglo-French Purchasing Commission as a joint project in May 1940. The French Air Force sought to replace the earlier Maryland; 400 aircraft being ordered. With the Fall of France, the Royal Air Force (RAF) took over the order and gave it the service name Baltimore. To enable the aircraft to be supplied to the British under the Lend-Lease Act the United States Army Air Forces designation A-30 was allocated.[a] With the passing of the Lend Lease Act two further batches of 575 and then 600 were provided to the RAF.

The Baltimore saw service in the RAAF as follows:

No. 454 Squadron RAAF (Baltimore III, IV, V) (North Africa, Pescara Italy: February 1943 – 14 August 1945)
No. 459 Squadron RAAF (Baltimore IV – V) (Mediterranean: July 1944 – March 1945)

For more details of operational history, and the seven variants, click here.

The Martin Model 167 Maryland was an American-designed light bomber that first flew in 1939. It saw action in World War II with France and the United Kingdom.

In response to a United States Army Air Corps light bomber requirement issued in 1938, the Glenn L. Martin Company produced its Model 167, which was given the official designation XA-22. Martin's design was a twin-engine all-metal monoplane, capable of around 310 mph (500 km/h) with a crew of three. The XA-22 was not adopted for operational service in the U.S., as the contract was won by the Douglas DB-7, which became the A-20 Havoc, but Martin received foreign orders, and about 450 of these fast, twin-engined bombers were built.

The prototype Model 167W was powered by twin-row Pratt & Whitney R-1830-37 Twin Wasp engines, which were replaced in French production aircraft by single-row nine-cylinder Wright R-1820 Cyclone engines, although the Twin Wasps were then restored for the British Maryland. All versions of the Model 167 were armed with six machine guns, four fixed guns in the wings (mainly for ground-attack), one dorsal gun and one ventral gun. In the prototype, these guns were all 0.30 in Browning machine guns. The dorsal gun was mounted in a fully retractable turret. The French aircraft used license-built Belgian Fabrique Nationale FN-Brownings, and used a lighter semi-retractable dorsal turret. The weight saved helped to increase the top speed to 288 mph (463 km/h).

The Model 167 was a fairly typical twin-engined bomber of the period. The most unusual feature of the Model 167 was the very narrow fuselage, although it was shared with a number of late prewar contemporaries. The crew of three was carried in two isolated compartments: the bombardier sat in the nose below the pilot and the gunner was in the mid-upper twin-machine gun turret in a separate rear compartment, isolated by a bulkhead.

Glenn L. Martin doubled the size of the Baltimore factory, and built all 115 aircraft in six months, but they were then prevented from delivering them by a US government arms embargo. Despite this the French placed an order for an additional 100 aircraft. The embargo was lifted in October 1939, and the 115 aircraft from the first order were delivered by late November 1939. Deliveries then slowed, and only 25 of the second batch reached France before the Armistice of 22 June 1940.

For details of the operational history in French and British service, click here.

The Max Holste MH.1521 Broussard is a 1950s French six-seat utility monoplane designed by Max Holste to meet a French Army requirement.

The MH.1521 Broussard was designed to meet a requirement for a lightweight liaison and observation aircraft. It is a braced high-wing monoplane with twin vertical tail surfaces. It has a fixed tailwheel landing gear and is powered by a nose-mounted Pratt & Whitney R-985 radial piston engine.

A smaller 220 horsepower (160 kW) Salmson 8 As.04 powered prototype aircraft, the MH.152, was first flown on 12 June 1951; it had room for a pilot and four passengers but was too small and underpowered to meet the Army requirement. As a result, the company decided to develop a slightly larger version, the MH.1521 with the engine changed to a Pratt and Whitney Wasp Junior, which at 450 horsepower (340 kW) provided almost twice as much power. The MH.1521 first flew on 17 November 1952. It was later named the Broussard (lit. Man of the Bush, in the context of bush pilots rather than Bushmen). Its development was enthusiastically supported at a political level by WWII fighter ace and French war hero Pierre Clostermann, a close friend of Max Holste. Clostermann wrote a faction novel, "Leo 25 Airborne", based on his experiences flying Broussards with Escadrille ELO 3/45 in Algeria.

The first production aircraft made its maiden flight on 16 June 1954, and 363 were built before production ended in 1961. Its similarity to the de Havilland Canada DHC-2 Beaver in looks, capability and performance led it to be nicknamed "the French Beaver".

For detais of the operational history and seven variants, click here.

The McDonnell F2H Banshee (company designation McDonnell Model 24) is an American single-seat carrier-based jet fighter aircraft deployed by the United States Navy and United States Marine Corps from 1948 to 1961. A development of the FH Phantom, it was one of the primary American fighters used during the Korean War, and was the only jet-powered fighter deployed by the Royal Canadian Navy. The aircraft's name is derived from the banshee of Irish mythology.

The Banshee was a development of the FH Phantom, and planning started before the Phantom entered production. McDonnell engineers intended the aircraft to be a modified Phantom that shared many parts with the earlier aircraft, but it soon became clear that the need for heavier armament, greater internal fuel capacity, and other improvements would make the idea infeasible.

The new aircraft would use much larger and more powerful engines, a pair of newly developed Westinghouse J34 turbojets, nearly doubling the total thrust from 3,200 to 6,000 lbf (14,000 to 27,000 N) compared to the Phantom but since the larger engines still had to fit within the wing roots, this required a larger and thicker wing. The more powerful engines used more fuel, so the fuselage had to be enlarged and strengthened to increase the fuel capacity. The Navy was replacing the obsolete World War II .50 in (12.7 mm) machine guns with 20 mm (0.79 in) cannon, four of which were mounted under the nose where pilots would not be blinded by muzzle flash when firing at night, a problem with the Phantom. The Banshee incorporated an ejection seat, which the Phantom lacked, and a large number of improvements to other aircraft systems. The cockpit was pressurized and air-conditioned, and the flaps, landing gear, folding wings, canopy, and air brakes were electrically rather than pneumatically operated. The front of the windscreen was bulletproof glass that was electrically heated to prevent frost.

The Banshee had a "kneeling" nose landing gear with of a pair of small wheels forward of the regular nosewheel. The regular nosewheel would be retracted so the aircraft rested on the smaller wheels. It could taxi with its nose down, redirecting the hot jet blast up to enhance safety, and to allow parked aircraft to be tucked under each other to save space. This was usually removed from later variants as it was found to be of little use and caused deck handling problems.

For more details of development and design, operational history, and variants, click here.

The McDonnell F3H Demon is a subsonic swept-wing carrier-based jet fighter aircraft designed and produced by the American manufacturer McDonnell Aircraft Corporation. It was the first swept wing jet fighter and the only single-engined carrier-based fighter the company produced.

The Demon was developed during the late 1940s and early 1950s to fulfill a United States Navy requirement for a high-performance swept wing naval fighter to succeed the F2H Banshee. On 7 August 1951, the XF3H-1 performed its maiden flight, flown by test pilot Robert Edholm. The original design for a short-range interceptor was reworked into a heavier medium-range all-weather fighter to counter the Mikoyan-Gurevich MiG-15 jet fighter being encountered during the Korean War; however, the addition of about 7,000 lb (3,200 kg) of weight hampered the Demon's performance. The Demon was originally to be powered by the Westinghouse J40 turbojet engine, but the J40 proved unreliable and lacking in thrust, and the program was ultimately abandoned after it became politically controversial in 1955. This necessitated another major redesign of the aircraft to accept the alternative Allison J71 powerplant.

On 7 March 1956, the Demon was introduced to operational service. Though the aircraft had insufficient power for supersonic performance and insufficient endurance for its intended general-purpose role, it complemented day fighters such as the Vought F8U Crusader and Grumman F11F Tiger as an all-weather, missile-armed interceptor. The Demon was withdrawn in 1964 and thus did not participate in the Vietnam War. Both it and the Crusader were replaced on Forrestal-class and similar supercarriers by the more capable and versatile McDonnell Douglas F-4 Phantom II, which bears a strong family resemblance, as it was conceived as an advanced development of the Demon. The supersonic F-101 Voodoo of the United States Air Force was similar in layout, but was derived from the earlier XF-88 Voodoo, which also influenced the Demon's layout.

Although the existence of the Soviet Union's Mikoyan-Gurevich MiG-15 jet fighter program was unknown to U.S. intelligence at the time, the United States Navy anticipated the appearance of high-performance Soviet jet fighters, and issued requirements for a high-performance swept wing naval fighter on 21 May 1948. McDonnell was one of six aircraft companies that opted to produce a response, beginning development work during 1949. The design team chose to develop an all-new aircraft incorporating a swept wing configuration from the onset rather than adapting a straight wing into a swept wing design as had been done with the competing Grumman F9F Cougar. Roll control was achieved via ailerons augmented by a compact spoiler. Furthermore, both the horizontal and vertical tail surfaces were also swept back.[10] It was the company's first swept wing design, and was amongst the first American aircraft to be primarily armed with missiles rather than cannons.

The resulting aircraft, which later received the name Demon, emerged as an all-new design. In order to fulfil the U.S. Navy's requirements, McDonnell agreed to power the aircraft with the Westinghouse J40 engine which was then under development. At the time, the J40 was being promoted by Navy officials for its next generation of aircraft, and was to have thrust of over 11,000 lbf (49 kN)—three times that of the engines used on the McDonnell F2H Banshee. Having gained the interest of U.S. Navy officials, McDonnell was issued with a development contract to produce two XF3H-1 prototypes on 30 September 1949, albeit as a fallback measure to the unconventional Douglas F4D Skyray. At this stage of development, it was envisioned as a day fighter. McDonnell named the aircraft Demon shortly thereafter.

The unexpected combat debut of the MiG-15 during the Korean War motivated the U.S. Navy to place the Demon as a top priority, having observed the MiG to have considerably outclassed both the Panther and Banshee; the only American fighter then in service that could equal the MiG was the North American F-86 Sabre, which was only operated by the United States Air Force.[6] Seeking to better respond to the MiG, the U.S. Navy pushed for the aircraft to be heavily redesigned, reorienting it from the short-range interceptor mission once envisioned towards a medium-range all-weather fighter; adapting the design necessitated the addition of 7,000 Ibs. of weight to an aircraft that originally weight 22,000 lbs, thus negatively impacting its performance.

Number built: 519  Retired: 1964

For more details of the development, and 8 variants,click here.

The McDonnell FH Phantom is a twinjet, straight-wing, carrier-based fighter aircraft designed and first flown during late World War II for the United States Navy. As a first-generation jet fighter, the Phantom was the first purely jet-powered aircraft to land on an American aircraft carrier and the first jet deployed by the United States Marine Corps. Although only 62 FH-1s were built it helped prove the viability of carrier-based jet fighters. As McDonnell's first successful fighter, it led to the development of the follow-on F2H Banshee, which was one of the two most important naval jet fighters of the Korean War; combined, the two established McDonnell as an important supplier of navy aircraft.

McDonnell chose to bring the name back with the third-generation, Mach 2-capable McDonnell Douglas F-4 Phantom II, the most versatile and widely used Western combat aircraft of the Vietnam War era.

The FH Phantom was originally designated the FD Phantom, but this was changed as the aircraft entered production.

In early 1943, aviation officials at the United States Navy were impressed with McDonnell's audacious XP-67 Bat project. McDonnell was invited by the navy to cooperate in the development of a shipboard jet fighter, using an engine from the turbojets under development by Westinghouse Electric Corporation. Three prototypes were ordered on 30 August 1943 and the designation XFD-1 was assigned. Under the 1922 United States Navy aircraft designation system, the letter "D" before the dash designated the aircraft's manufacturer. The Douglas Aircraft Company had previously been assigned this letter, but the USN elected to reassign it to McDonnell because Douglas had not provided any fighters for navy service in years.

McDonnell engineers evaluated a number of engine combinations, varying from eight 9.5 in (24 cm) diameter engines down to two engines of 19 inches (48 cm) diameter. The final design used the two 19 in (48 cm) engines after it was found to be the lightest and simplest configuration. The engines were buried in the wing root to keep intake and exhaust ducts short, offering greater aerodynamic efficiency than underwing nacelles, and the engines were angled slightly outwards to protect the fuselage from the hot exhaust blast. Placement of the engines in the middle of the airframe, behind the center of gravity, required the cockpit with its bubble-style canopy to be placed ahead of the wing, also granting the pilot excellent visibility in all directions. The long nose allowed designers to use tricycle gear, thereby elevating the engine exhaust path and reducing the risk that the hot blast would damage the aircraft carrier deck. The construction methods and aerodynamic design of the Phantom were fairly conventional for the time; the aircraft had unswept wings, a conventional empennage, and an aluminum monocoque structure with flush riveted aluminum skin. Folding wings were used to reduce the width of the aircraft in storage configuration. Provisions for four .50-caliber (12.7 mm) machine guns were made in the nose, while racks for eight 5 in (130 mm) High Velocity Aircraft Rockets could be fitted under the wings, although these were seldom used in service. Adapting a jet to carrier use was a much greater challenge than producing a land-based fighter because of slower landing and takeoff speeds required on a small carrier deck. The Phantom used split flaps on both the folding and fixed wing sections to enhance low-speed landing performance, but no other high-lift devices were used. Provisions were also made for Rocket Assisted Take Off (RATO) bottles to improve takeoff performance.

For more details of development. operational history and variants, click here.

The Messerschmitt Me 410 Hornisse (Hornet) is a heavy fighter and Schnellbomber ("Fast Bomber" in English) designed and produced by the German aircraft manufacturer Messerschmitt. It was flown by the Luftwaffe during the latter half of the Second World War.

Work began on producing a successor to the Bf 110 in 1937, however, the resulting Me 210 proved to be unsatisfactory, leading to production being halted in April 1942. Various options were considered, including the ambitious Me 310 derivative. Officials favoured an incremental improvement which was represented by the Me 410. Although visually similar to the preceding Me 210, and was sharing sufficient design similarities that incomplete Me 210s could be converted into Me 410s, there were key differences between the two aircraft. Chiefly, the Me 410 was powered by larger Daimler-Benz DB 603 engines, had a lengthened fuselage, and automatic leading edge slats.

During late 1942, the Reichsluftfahrtministerium (RLM) were sufficiently convinced by the programme to proceed with quantity production of the type, the first Me 410s being delivered during January 1943. Various models were produced, including the Me 410A-1 light bomber, the A-1/U1 aerial reconnaissance aircraft, the A-1/U2 bomber destroyer, and the A-2/U4 night fighter. Upon their entry to service, the type was promptly flown on night time bombing missions in the British Isles, where the night fighters of the Royal Air Force (RAF) typically struggled to intercept it.[2] The Me 410 was also used as a bomber destroyer against the daylight bomber formations of the United States Army Air Forces (USAAF); it was moderately successful against unescorted bombers through 1943, but proved to be no match in a dogfight with the lighter Allied single-engine fighters, such as the North American P-51 Mustang and Supermarine Spitfire. Following the Normandy landings, Me 410s were amongst the numerous Axis aircraft sent against the incoming Allied forces.

From mid-1944, all Me 410s were withdrawn from Defence of the Reich duties and production was phased out in favour of heavily armed single-engine fighters as dedicated bomber destroyers. The final role of the Me 410 was aerial reconnaissance. Only two Me 410s have survived in preservation into the twenty-first century.

Number built    1,189;  First flight    14 March 1942; Retired    1945

Fpr details of development, design, operational history and variants, click here.

The Bf 109 first saw operational service in 1937 during the Spanish Civil War and was still in service at the dawn of the jet age at the end of World War II in 1945. It was one of the most advanced fighters when it first appeared, with an all-metal monocoque construction, a closed canopy, and retractable landing gear. It was powered by a liquid-cooled, inverted-V12 aero engine.

It was called the Me 109 by Allied aircrew and some German aces, even though this was not the official German designation. Originally the aircraft was designated as Bf 109 by the RLM, since the design was submitted by the Bayerische Flugzeugwerke (literally "Bavarian Aircraft Works", meaning "Bavarian Aircraft Factory"; sometimes abbreviated B.F.W.

It was conceived as an interceptor, although later models were developed to fulfill multiple tasks, serving as bomber escort, fighter-bomber, day-, night-, all-weather fighter, ground-attack aircraft, and reconnaissance aircraft. It was supplied to several states during World War II, and served with several countries for many years after the war. The Bf 109 is the most produced fighter aircraft in history, with a total of 33,984 airframes produced from 1936 to April 1945.

For extensive details of the development, design, operational history and variants, click here.

Specifications below are for the Bf 109G6 model.