• Bristol Beaufighter
• North American P51 "Mustang" (see image)
• Hawker Hurricane (see image)
• Junkers Ju87 "Stuka"
• Messerschmitt Bf 110 (see image)
• Bell P-39Q "Airacobra" (see image)
• Messerschmitt Me-163 "Komet"(see image)
• De Havilland "Mosquito I"
• Supermarine Spitfire Mk 1a (1940)(see image)
• Messerschmitt Bf 109E-3 "Emil" (see image)

The Beaufighter started life in 1939 as the Bristol Type 156. It was designed by a team at the Bristol aircraft company, headed by Leslie Frise and Roy Fedder. It was designed as a heavily armed night fighter and shipping strike aircraft, work starting as early as 1938. It came to be known to the Italian Armed Forces as "il flagello di Dio", the "Scourge of God" and to the Japanese and Rommel's Army as the "Whispering Death"

Its design was derived from the Bristol Beaufort, a 2 seater twin-engine bomber utilised by the RAF from 1940 to 1945. The main concept was an armoured box for the 2 man crew (the pilot's and navigator's cockpits) around which was built the aircraft. The wings tail and landing gear came directly from the Beaufort, leaving only the fuselage to be designed from scratch. The envisaged power plant - the Hercules sleeve-valve radial - was already manufactured by Bristol. The first prototype made its maiden flight on 17 July 1939.

Three production lines were set up: Filton, Weston-Super-Mare and Stockport. It was the latter that produced the first production Beaufighter - a Mk IF.

Summary

The design was a mid-wing cantilever monoplane of all-metal construction with fabric-covered control surfaces. It had wide-span split flaps (i.e. above and below the wing) and a retractable tail wheel.

The design was not without its faults: swinging to the right on take-off, the cannons jamming if fired under negative 'g' and the firing of the cannons upsetting the compass calibration. Desert sand played havoc with the aircraft. The ground crews quickly devised a procedure of sealing the machine gun and cannon ports with tape to prevent sand entering the mechanisms at least until fired. In warmer climates the aircraft had a fixed time within which they had to get airborne, or the engines would over-heat. However, the crews always found work-arounds and the Beaufighter became an extremely effective weapon.

Ironically, one of the problems with the Beaufighter was its long range - there were no British single-engine fighters with sufficient range to provide top cover, hence on many occasions it fell victim to this sort of attack. This was not put right until the American's P51 came along.

The weapon payload fitted to the Beaufighter was the most lethal fitted to a fighter at the time. This ranged from 4 x 20mm cannons and 6 x .303 inch wing-mounted machine guns on the Mk I to 4 x 20mm cannons, 6 wing-mounted machine guns and combinations of 8 x 90 lb rocket projectiles (RPs), 2 x 250 lb bombs or one torpedo on the Mk X.

The Mk II was produced with Rolls-Royce Merlin in-line engines to give a measure of diversity should the supply of Hercules radials dry up. The resulting Mk IIF was only ever produced as a home-defence night fighter: no Coastal version was ever produced. It was used by the RAF Home Defence squadrons and by 721, 723, 775, 779 and 789 Squadrons of the Fleet Air Arm. Production started gearing down towards the end of 1941 to make way for the new Mk VI.

Mk VIFs served in the Burma-India theatre, initially in the hands of 176 Squadron in the defence of Calcutta. This marque was also used by the USAAF 1st Tactical Air Command in the Middle East.

The Mk VI "Torbeaus" started appearing in 1943 and in April of that year made the first successful attack on enemy shipping in the hands of 254 Squadron. This was the first marque that was able to carry a standard marine torpedo - a role previously dedicated to the Beaufort, the Beaufighter's heavier and slower elder sister.

A batch of 50 Mk Xs were originally supplied to Australia during 1941-42. They later started building Beaus under licence and produced 364 Mk 21s throughout 1944 and 45. This marque was similar to the Mk X. It was these Mk 21s that very successfully attacked Japanese shipping during 1944-45, from which the Japanese named it "Whispering Death".

The TF Mk X (Torpedo Fighter Mk X, sometimes known as the TFX) was later developed with Hercules VI engines designed to give maximum performance at low altitudes and with a thimble-nosed Mk VIII AI radar. This was optimised for detecting surface vessels - a job it did very well. In March 1945, 236 and 254 Squadrons managed to locate and destroy 5 U-Boats in 48 hours flying this marque.

The Beaufighter continued to be used after the war, with TFXs being used in the Portuguese Naval Air Arm in 1946 and Mk Xs, modified to Mk VI specification in the Dominican Air Force as late as 1948. Many were converted by the RAF to act as target tugs, the TT 10, until 1960.

Torna su

Historical Notes: Considered by many authorities to be the best fighter plane to come out of World War II, the Mustang is regarded today as a classic of fighter design. It outperformed all other Allied fighters in speed, range and maneuverability and became established as the principal Allied fighter plane.

The Mustang is a single-seat fighter built by North American Aviation Corp. It was originally designed at the request of the British Air Purchasing Commission for the Royal Air Force (RAF). The terms of the contract required completion of the prototype in only 120 days. The actual design and construction of the prototype was completed in 117 days. It first flew in October 1940 as the NA-73. The first production model was completed within one year and shipment was made to Great Britain in November 1941. The RAF named it the Mustang.

Of the first ten production aircraft, two were delivered to the U.S. Army Air Force for evaluation. Up to this time the USAF had shown no particular interest in the plane, having under development the P-38 Lightning and the P-47 Thunderbolt. The two planes were designed XP-51 and named Apache by the Air Force.

The XP-51 was powered by the Allison V-1710-39, 12 cylinder liquid-cooled engine of 11000hp. Its top speed was 382 mph. After extensive testing of these two planes, the USAF ordered 150 planes and soon after, another 310.

Flying with the RAF the Mustang was used mainly for ground support and low-level strafing, and was soon recognized as an outstanding design. The RAF experimented with the use of the more powerful Rolls Royce Merlin engine. Performance, particularly at higher altitudes, was so greatly improved, North American began a complete redesign of the Mustang, strengthening the air frame to take the more powerful engine. The Rolls royce Merlin V-1650-3 engine was licensed to Packard Motor Car Company for manufacture in the U.S.

Two of these new Mustangs were ordered by the USAF as the XP-78. (later changed to XP-51B). Top speed with the new engine was 411 mph. On the basis of tests by the RAF, the USAF ordered 2200 planes even before the two XP-51B models were flown. They were produced in the North American plant in California and in a new factory in Dallas, Texas. This model first went into service in 1943 as the P-51B Mustang, the USAF having adopted the British name.

In 1944 the P-51D went into production with the still more powerful Merlin V-1650-7 engine, built by Packard, incorporating a two-stage, two-speed supercharger. At this time, the rear of the fuselage was cut down and a beautifully streamlined "bubble" canopy was installed to provide better rear vision.

The P-51D was the most widely produced model of the Mustang, 7,956 being built. Total production of all models was 15,576. Ten of the P-51D were modified to two-place trainers and designated TP-51D. One of these was further modified for use as a high-speed observation post for the Supreme Allied Commander, General Eisenhower, during the Normandy invasion.

Famous for its stalwart performance during the Battle of Britain, the Hawker Hurricane served throughout World War II in all theaters, albeit less successfully in those where the Hurricane faced late-model enemy designs, such as the Zero in Malaysia. Desp ite being superseded in many respects by later British fighters -- notably the Spitfire -- Hurricanes persevered because they were easy to fly and repair, could withstand substantial battle damage and could operate from rough airfields, which is the reason they were deployed in France during the so-called Phoney War months in early 1940. In addition, there were simply so many Hurricanes already geared up and in production. In the mid-1930s Hawker had such confidence in its monoplane fighter concept that it started production of 1000 airframes before a government contract was even awarded. Continuous experimentation led to nearly 30 different versions of the Hurricane I. At the outbreak of World War II there were both metal and fabric wings, three types of propellers and two types of engines, just to name some of the more obvious differences. The faster and better-armed Mark II took up the fight after the Battle of Britain, though it was still slower than later fighters and performed best at night and in ground attacks.

Technical details

Span 12.19 m (40 ft)

Length 9.57 m (31 ft 5 in)

Weight 2631 kg (5800 lb)

Speed  509 km/h (316 mph) at 5334 m (17 500 ft)

Power plant   One 768-kW (1030-hp) V-12 cylinder liquid-cooled Rolls-Royce Merlin engine Armament Eight 76-mm (0.303-in) wing-mounted Browning machine guns

The Stuka's distinctive cranked wings, large landing gear and square tail made it appear ungainly, even downright ugly. But that only enhanced its reputation, earned largely during the opening days of World War II, as a sight to be feared. In fact, though the Stuka was clearly the most effective attack bomber on either side at that time, its glory days didn't last long. The Nazis used the Stuka freely as a form of long-range artillery during the Blitzkrieg against Poland and France but pulled up short when faced with Britain's effective fighters at Dunkirk and in the Battle of Britain. Its pilots quickly found that the Sturzkampfflugzeug (quickly shortened to Stuka) was slower, less maneuverable and inadequately armed for defense against Hurricanes and Spitfires. The Nazis quickly shifted Stuka squadrons to other fronts, where they would face less formidable opposition. The A model entered service in 1937; the B model differed primarily in appearance, its gear covered with "spats" instead of "pants" and its cockpit completely redesigned.

Widely anticipated in the early 1930s as a new kind of strategic fighter -- one with the range to escort bombers over their targets and the maneuverability to eliminate fighter opposition, the Bf 110 found an unexpected niche: night fighting. When the Battle of Britain first tested the Bf 110's abilities, it came up short in a number of ways. It was easy to identify while still far away, and its large wings and tail made a good target. It wasn't fast enough to avoid engaging the enemy, and both its armament and its performance were inadequate against its usual opponents, Hurricanes and Spitfires. But its vulnerability to fighters in daylight disappeared at night. And in its primary role of Zerstörer -- destroyer of bombers -- it worked very well indeed. By 1943 the Luftwaffe's Nachtjagdgeschwader units had claimed 1,600 RAF bombers, with a force of only 350 pilots. The advent of radar tracking techniques both hindered and helped the Bf 110's pilots, as both British and German scientists developed ever more advanced ways to track the enemy and ever more advanced ways to hamper each other's tracking techniques.

When the infant Bell Aircraft Corporation got a production order from the U.S. Army Air Corps for its second original aircraft design, the P-39 Airacobra, the company had actually built only 15 aircraft -- ever. Ultimately, well over 8,000 P-39s were built, most seeing more operational service in Russia, where pilots called it the "Little Shaver" for its ground attack capabilities. It was a radical design for its time. The rear-mounted engine put the center of gravity in the middle of the plane, which in theory would contribute to its maneuverability, while the tricycle gear meant it could operate from rugged terrain. Despite the uneasiness some pilots felt at having the engine behind them, the cockpit almost always survived crashes reasonably intact. Unfortunately, the removal of a planned turbosupercharger; addition of weapons; and downgrading of the engine made the P-39 a very heavy, slow fighter. It was, however, well suited to the dive bombing missions flown early in the war. The P-39 was often denigrated, along with its contemporary the P-40, as not worthy of the name "combat aircraft" when World War II began, but it saw steady service despite its shortcomings, still operating in late 1944.

In 1943 Allied intelligence became aware of the top-secret rocket work the Nazis were carrying out in Peenemünde. Work on the Me-163, a revolutionary rocket-powered, tailless interceptor fighter, was often interrupted, either to find answers to fuel problems or to move the operation away from locations attacked by the Allies. It was not until May 1944 that the world's first rocket-powered fighter made its first operational sortie. The airframe was based on advances in sailplane design, in which Germany led the world (in part because of World War I armistice restrictions on its production of motorized aircraft). Pilots training to fly the Komet had to train in gliders first, and when they finally got in the Komet their first flights were made without using the engine. Plagued by in-flight and aborted-takeoff problems because of the volatile fuel, the Nazi squadrons equipped with battleworthy Komets could make only minor forays against Allied aircraft during 1944 and 1945. Takeoff was especially hazardous, requiring the use of a jettisonable undercarriage trolley. If the trolley failed to release, the likelihood of explosion on landing was so high that pilots were advised to bail out rather than attempt to land. Some 48 Komets were still intact at the end of the war; most were immediately put under study by Allied scientists working on rocket-powered craft.

The RAF needed any number of aircraft at the beginning of World War II. A new unarmed bomber made from plywood, however, didn't seem a likely candidate for the short list, in an era when metal was the material of choice. But de Havilland's twin-engine Mosquito was to become one of the stars of the war due to its speed and versatility. It was the fastest airplane in combat for two and a half years, and was produced in fighter, reconnaissance, night-fighter, fighter-bomber, light bomber and transport versions.

Nicknamed the "Wooden Wonder" by its fans and the "Termite's Dream" by its critics, the Mosquito's lightweight structure of plywood, balsa and spruce outran and outclimbed almost everything the Luftwaffe — and any other combatant air force — threw against it. The highly successful bomber version, originally designed to carry a 1,000-pound bomb load, ultimately carried up to 4,000 pounds — the only light bomber capable of carrying blockbusters. The night-fighter Mosquito, still made of wood, remained in service after the war.

  Click for larger image

The Spitfire was the most famous aircraft of the Royal Air Force and the most effective fighter during the Battle of Britain in 1940.

Its performance was largely attributed to its body design and construction and to the use of the high-performance Rolls-Royce Merlin engine. The aircraft had a smooth, metal stressed-skin structure and an elegant elliptical wing - in theory, the best shape for low drag.

Both the Spitfire and Hurricane were fitted with eight machine guns, four on either wing. These provided the fire power required for the 2 seconds available in which to shoot at an enemy fighter.

The Spitfire was designed by Reginald Mitchell, who had been responsible for the Schneider Trophy-winning Supermarine S6B seaplane.

 Technical details

 Span  11.23 m (36 ft 10 in)

Length 9.12 m (29 ft 11 in)

Weight  2182 kg (4810 lb)

Speed  582 km/h (362 mph) at 5791 m (19 000 ft)

Power plant   One 768-kW (1030-hp) V-12 cylinder liquid-cooled Rolls-Royce Merlin engine

 Armament  Eight 7.7-mm (0.303-in) wing-mounted Browning machine guns

One of the greatest fighter aircraft of World War II, the Bf 109 (Bayerische Flugzeugwerke) was the backbone of the Luftwaffe from the invasion of Poland right up until the defeat of the Third Reich. The Bf 109 was produced in staggering numbers - nearly 35,000 total - and saw service in every theater of World War II. It's handling characteristics were good throughout most of it's speed range; it's climbing angle was exceptional, being developed at relatively low airspeeds; it offered excellent low-speed control response; it's stall was gentle without any tendency to spin, and the positioning of the mainwheels permitted fast taxiing and fierce braking1. By the summer of 1940, five years after it's debut, the Bf 109 was still superior to any fighter, with the exception of it's rival - the Spitfire. But even the Spitfire was at a disadvantage in climbing, diving and level speeds below 20,000ft. The Bf 109 was the aircraft used by some of the highest scoring aces of all time, including: Erich Hartmann(352), Gunther Rall(275), Adolf Galland(104), Hans-Joachim Marseille(158) and Gerhard Barkhorn(301) to name a few. With such a capable aircraft, it becomes evident how such stunning victories could have occured.

Name:  Messerschmitt Bf 109E-3 "Emil"

Type:  Single seat fighter

Date Available:  November 1939

Powerplant:  Daimler-Benz DB 601Aa 12-cylinder liquid-cooled inverted-vee

Horsepower:  1,175 hp.

Horsepower with

WEP:

Weight-

Empty:   4,189 lbs.

Loaded:   5,875 lbs.

Max Over-

loaded*:

*Can Carry:

Max speed and

altitude achieved:  348 mph @ 14,560 ft.

Initial climb rate:  3,280 ft/min.

Time to climb to-

10,000ft:  3.15 mins.

20,000ft:  7.21 mins.

Wing Area:  176.53 sq. ft.

Wing Loading:  33.28 lbs./sq. ft.

Power Loading:  5.00 lbs./hp.

Ceiling:  34,450 ft.

Range:  410 miles normal

Armament:  2 - 7.92mm MG17 machine guns (nose) with 1000 rpg

2 - 20mm MG FF cannon (1/wing) with 60 rpg

or

2 - 7.92mm MG17 machine guns (nose) with 500 rpg

1 - 20mm MG FF cannon (engine mounted) with 200 rounds

2 - 20mm MG FF cannon (1/wing) with 60 rpg

NOTE: The engine mounted 20mm cannon never worked properly and was usually removed shortly after leaving the factory. To the pilots, it was just extra weight.

On May 14 the captured Bf 109E-3 was transferred to the R.A.E. at Farnborough for general handling trials, these, together with the initial testing at Boscombe Down, confirmed the already widely-held opinion that the Hurricane, even when fitted with the Rotol three-blade constant-speed air screw, was inferior to the German fighter in all performance respects with the exception of low-altitude maneuverability and turning circle at all altitudes. In so far as the Spitfire I was concerned, when fitted with the two-pitch air screw - and at that stage of the war virtually all Spitfires were fitted with such air screws as priority in the supply of constant-speed units had been allocated to bombers - this was also bested from virtually every aspect by the Bf 109E-3, although it’s inferiority was markedly reduced by the application of a constant-speed air screw with which the average production Spitfire was only marginally slower than its German contemporary at rated altitude. It was ascertained that the Messerschmitt could out-climb the Spitfire up to 20,000ft, above which altitude the British fighter possessed an edge, but the German fighter could always elude the Spitfire in a dive, the float carburetor of the Merlin engine of the latter placing it at a distinct disadvantage. However, the Spitfire possessed a definite superiority in maneuverability at all altitudes as a result of it’s lower wing loading, a smaller turning circle, and enjoyed a distinct advantage above 20,000ft.

From William Green’s book "The Warplanes of the Third Reich"

"We really wasted our fighters. We didn’t have enough to begin with, and we used them in the wrong way, for direct close escort. We were tied to the bombers flying slowly - sometimes with flaps down over England. We couldn’t use our altitude advantage, nor our superiority in a dive."

Luftwaffe Bf 109 pilot Gunther Rall speaking of The Battle of Britain

In the initial phases of the Battle [of Britain] the Bf 109E equipped Jagdgruppen were able to take full advantage of the superior climbing and diving capabilities that their fighters enjoyed over those of their opponents, and their excellent tactics evolved during the Spanish Civil War enabled them to play havoc with the out dated tactics retained by R.A.F. Fighter Command.