imalko
Chief Master Sergeant
The aircraft in the top picture is actually Do-17E I believe. The second is Do-215.
Hungarian Air Force
- Thread starter gekho
- Start date
Ad: This forum contains affiliate links to products on Amazon and eBay. More information in Terms and rules
Good stuff!
vikingBerserker
Lieutenant General
Beautiful!
- Thread starter
- #24
The Heinkel He 46 was a short-range reconnaissance and army co-operation aircraft that was designed as a biplane but entered service as a parasol wing monoplane. It was one of a number of Heinkel aircraft designed in the early 1930s, before Hitler came to power, before becoming important in the newly public Luftwaffe. The first prototype, the He 46a, was an unequal-span single-bay biplane with a small lower wing. It was otherwise a conventional biplane, with a metal framework and fabric covering, and a slightly swept back upper wing, powered by a 450hp Siemens-built Bristol Jupiter radial engine. The He 46a made its maiden flight late in 1931, and was followed early in 1932 by the He 46b. The aircraft handled well, but the small lower wing restricted the downward view, a major handicap in a reconnaissance aircraft, and so it was decided to change the aircraft into a parasol monoplane. The lower wing was removed, and the upper wing was increased in length by 8ft 2 ½ in, and attached to the fuselage with strut-braces. The He 46a was also given a more powerful engine, the 660hp Siemens SAM 22B (later Bramo 322B) nine-cylinder radial.
A third prototype followed in 1932, the He 46c, with the more powerful Seimens engine, the monoplane configuration, normal operational equipment and a single 7.9mm MG 15 machine gun mounted in the rear cockpit. Production began with the He 46C-1. This was similar to the 46c, but with the ability to carry either a camera or 440lb of small bombs under the rear cockpit. This was followed by six pre-production He 46D-0s, with a number of minor changes, and by the He 46E-1, which introduced a NACA engine cowling that increased maximum speed by 16mph but that made maintenance rather more difficult and was often removed. A small number of He 46Fs were built, powered by the 560hp Armstrong Siddeley Panther, and were used by training units. The Hungarian aircraft took part in the invasion of the Soviet Union in 1941, equipping the 1st Short-Range Reconnaissance Squadron, and with the 3/2 Short-Range Reconnaissance Squadron in 1942. The Hungarian aircraft were also used as bombers, before being replaced with the Focke-Wulfe 189 during 1943.
A third prototype followed in 1932, the He 46c, with the more powerful Seimens engine, the monoplane configuration, normal operational equipment and a single 7.9mm MG 15 machine gun mounted in the rear cockpit. Production began with the He 46C-1. This was similar to the 46c, but with the ability to carry either a camera or 440lb of small bombs under the rear cockpit. This was followed by six pre-production He 46D-0s, with a number of minor changes, and by the He 46E-1, which introduced a NACA engine cowling that increased maximum speed by 16mph but that made maintenance rather more difficult and was often removed. A small number of He 46Fs were built, powered by the 560hp Armstrong Siddeley Panther, and were used by training units. The Hungarian aircraft took part in the invasion of the Soviet Union in 1941, equipping the 1st Short-Range Reconnaissance Squadron, and with the 3/2 Short-Range Reconnaissance Squadron in 1942. The Hungarian aircraft were also used as bombers, before being replaced with the Focke-Wulfe 189 during 1943.
Attachments
- Thread starter
- #25
The PZL P.11 was a Polish fighter aircraft, designed in the early 1930s by PZL in Warsaw. It was briefly considered to be the most advanced fighter aircraft design in the world. The PZL P.11 served as Poland's primary fighter defence in the Polish campaign of 1939, but by that point was outdated due to rapid advances in aircraft design. The Hungarian Air Force operated one ex-Polish Air Force PZL P.11a evacuated on 23 September 1939.
Attachments
- Thread starter
- #26
The Heinkel He 170 was an export version of the military version of the high speed He 70, originally designed as a prestige airline for Lufthansa. The He 170 was very similar to the military versions of the He 70, but with a much more powerful engine. The BMW engine of the He 70 was replaced with a 910hp Gnome-Rhône 14K Mistral-Major fourteen-cylinder radial air cooled engine, produced under licence as the Manfred Weiss WM-K-14. The engine was enclosed in a circular cowling, giving the He 170 a very different appearance to the 'hunch-nosed' He 70. The new engines raised the top speed of the aircraft from 224 to 270mph. The prototype He 170 made its maiden flight in 1937. It was followed by eighteen production aircraft, which were delivered to Hungary in 1937-38, and entered service with I Independent Long-Range Reconnaissance Group in Carpatho-Ruthenia in March 1939.
In the summer of 1941 the Hungarians took part in the German attack on the Soviet Union. The He 170 saw a short period of front line service, starting on 27 June 1941. It quickly became clear that it was not fit for military service even this early in the war on the Eastern Front. It was badly under-armed, with only two machine guns, and the wooden wings were seen as a fire risk. As with the He 70 the elliptical wings and low cockpit room limited its usefulness as a reconnaissance aircraft, and it was withdrawn from the front line in July
In the summer of 1941 the Hungarians took part in the German attack on the Soviet Union. The He 170 saw a short period of front line service, starting on 27 June 1941. It quickly became clear that it was not fit for military service even this early in the war on the Eastern Front. It was badly under-armed, with only two machine guns, and the wooden wings were seen as a fire risk. As with the He 70 the elliptical wings and low cockpit room limited its usefulness as a reconnaissance aircraft, and it was withdrawn from the front line in July
Attachments
Nice stuff!
- Thread starter
- #28
By 1932, the German airline, Lufthansa, had sufficiently recovered from the economic woes of the 1920's to put in service a three-engine civil transport plane, the Junkers Ju 52/3m. Based on a short-lived single engine model, the Ju 52 first flew in April 1931 and quickly became the workhorse of both the airline and the reviving Luftwaffe, with a standard passenger-carrying load of 17. With three BMW engines of 725 horsepower each, the Ju 52 had a maximum speed of 171 mph and a range of 800 miles. For air defense and tactical ground support the bomber carried two 7.92 machineguns and could be fitted with a variety of bomb racks as the need arose; the plane's trademark corrugated skin produced a very solid airframe.
Attachments
- Thread starter
- #29
By the beginning of the 1930s, Germany was starting to show its discontent with the Treaty of Versailles which did not permit either powered flight or military development. Thousands of pilots had been trained in the Hitler Youth Glider Clubs, those that would become the top scoring pilots of all times, such as the highest scoring fighter pilot in history, Erich 'Bubi' Hartman. A powered airplane was needed for them to keep progressing. Here is where the story of the 'Jungmann' began. To avoid an obvious violation of the Treaty, Germany invested in over-seas companies, such as SAAB, a Swedish subsidiary of the Heinkel company, then managed by Carl Clemens Bücker. Once it was obvious this plan wasn´t working out, Germany started acting more openly and moved the manufacture of aircraft back to Germany. Bücker moved back to his native country and brought Anders Andersson, a Swedish engineer at SAAB, with him.
Rather than working again for Heinkel, and foreseeing what was about to take place in Germany, Bücker decided to start his own company, 'Bücker Flugzeugbau GmbH' . Within six months of the requirements for a new powered trainer being issued, Anders Andersson had the prototype Bü 131A 'Jungmann', registered D-3150 and powered by a 80HP Hirth HM-60R, ready for its test flight. A light aerobatic biplane, with two seats in tandem, its construction incorporated the most innovative techniques. It was April the 27th 1934, and Joachim Von Köpen was at the stick.
A really advanced, light and completely new design, docile and easy to fly for the new pilot, the 'Jungmann' was also sturdy to tolerate his mistreatment, relatively simple to mass produce, thanks to details such as interchangeable upper and lower wing with constant chord; yet aerobatic and agile thanks to its four ailerons, with a 12G limit and responding to any request from the pilot smoothly and effortlessly, being able to go through all the aerobatic maneuvers of the time. By the end of the year, the demands of the DLV were so great that Bücker moved his factory to Rangsdorf, on the outskirts of Berlin. Out of its "secret" existence by 1936, the Luftwaffe adopted the airplane officially as its basic primary trainer. The Bü 131B was born with a more powerful engine, the 105 to 110HP Hirth HM-504, a decisive factor that increased its already excellent performances. That was also to be the export version. Appreciating its capabilities, orders were placed by different international governments whose orders were initially filled. Soon the orders began to eclipse the capabilities of the factory, so licenses were granted, first to Switzerland, then Czechoslovakia, Japan, Hungary and Spain.
Rather than working again for Heinkel, and foreseeing what was about to take place in Germany, Bücker decided to start his own company, 'Bücker Flugzeugbau GmbH' . Within six months of the requirements for a new powered trainer being issued, Anders Andersson had the prototype Bü 131A 'Jungmann', registered D-3150 and powered by a 80HP Hirth HM-60R, ready for its test flight. A light aerobatic biplane, with two seats in tandem, its construction incorporated the most innovative techniques. It was April the 27th 1934, and Joachim Von Köpen was at the stick.
A really advanced, light and completely new design, docile and easy to fly for the new pilot, the 'Jungmann' was also sturdy to tolerate his mistreatment, relatively simple to mass produce, thanks to details such as interchangeable upper and lower wing with constant chord; yet aerobatic and agile thanks to its four ailerons, with a 12G limit and responding to any request from the pilot smoothly and effortlessly, being able to go through all the aerobatic maneuvers of the time. By the end of the year, the demands of the DLV were so great that Bücker moved his factory to Rangsdorf, on the outskirts of Berlin. Out of its "secret" existence by 1936, the Luftwaffe adopted the airplane officially as its basic primary trainer. The Bü 131B was born with a more powerful engine, the 105 to 110HP Hirth HM-504, a decisive factor that increased its already excellent performances. That was also to be the export version. Appreciating its capabilities, orders were placed by different international governments whose orders were initially filled. Soon the orders began to eclipse the capabilities of the factory, so licenses were granted, first to Switzerland, then Czechoslovakia, Japan, Hungary and Spain.
Attachments
- Thread starter
- #30
Hungary received ten Ju-87B-2s in 1941, though these machines were only used for training. The Hungarians received at least 12 D-series machines in 1942 and 1943, using them against the Soviets beginning in August 1943. They were badly cut up in combat, leading to the withdrawal of these squadrons in October. The Hungarian Stuka force was re-formed and thrown back into the fight against the Red Army in June 1944, but within two months the Hungarians had begun to transition to the schlacht FW-190.
Attachments
- Thread starter
- #31
The Junkers Ju 88 was a World War II German Luftwaffe twin-engine, multi-role aircraft. Designed by Hugo Junkers' company in the mid-1930s, it suffered from a number of technical problems during the later stages of its development and early operational roles, but became one of the most versatile combat aircraft of the war. Affectionately known as "The Maid of all Work" (a feminine version of "jack of all trades"), the Ju 88 proved to be suited to almost any role. Like a number of other Luftwaffe bombers, it was used successfully as a bomber, dive bomber, night fighter, torpedo bomber, reconnaissance aircraft, heavy fighter, and even as a flying bomb during the closing stages of conflict.
Attachments
Good shots!
- Thread starter
- #34
mmm, it seems so, the tail is completely different...
- Thread starter
- #35
FIAT developed originally the G.12C (Civile) as a 14-passenger civil transport to use on high-altitude transalpine routes. First flown on 15 September 1940. In 1941, the T (Trasporto) version appeared. It could carry 22 fully equipped troops, or cargo. Besides Regia Aeronautica, the Luftwaffe used it, too after the September 1943 Italian armistice. Hungary obtained the first one on 21 November 1942, and used them up to the end of the war. Both new and used airplanes were handed over, in three versions: C, T (Italian standard) and T (German standard). Some of these transports were modified at Dunai Repülögépgyár Rt., Horthy-liget. Three aircraft were set on fire on ground, at Horthy-liget, by USAAF warplanes, in September 1944. Six more – still wearing Luftwaffe markings – had the same fate, being set ablaze by strafing Mustangs on Pápa airfield, prior to being handed over to the MKHL. More were destroyed in late 1944/early 1945. Three survivors were destroyed by own troops with Panzerfaust, at Nagycenk, on 22 March 1945. The final one was set ablaze at Wiener Neustadt airfield shortly after.
Attachments
- Thread starter
- #36
The development began 1946 and was accomplished by the technical designers Jiři Bouzek, Ondřej Němec and František Vik. The design bears a superficial resemblance, viewed nose-on, to the German Siebel type Si-204 which, among other German aircraft like the Bf 109, were produced in Czechoslovakia while under German occupation. The prototype (registered OK-BCA) flew for the first time on 21 July 1947, the second, registered OK-CDA, one year later. Flight testing ran without incidents and the type was released for series production in 1948. The model number of "45" was not a continuation of Aero's pre-war numeration scheme, but a reference to the 4/5 seats in the aircraft.
Ae-45 prototypes were widely advertised abroad. In August 1949 Jan Anderle won Norton Griffiths Race in Great Britain (Ae-45 registration OK-DCL). They also set several international records. As a result, apart from Eastern Bloc countries, the plane was also bought by Italy and Switzerland. On 10-11 August 1958 an Italian Ae-45 flew 3000 kilometers from South America to Dakar across southern Atlantic (as the first Czechoslovak-built aircraft), in 1981 Jon Svensen flew Ae-45S from Europe to the USA. This type was used in Czechoslovakia and was exported to the People's Republic of China, East Germany, Hungary, Italy, Poland, Romania, Soviet Union and Switzerland. Hungary was a major customer, where the aircraft was known as the Kócsag (Hungarian: "Egret").
Ae-45 prototypes were widely advertised abroad. In August 1949 Jan Anderle won Norton Griffiths Race in Great Britain (Ae-45 registration OK-DCL). They also set several international records. As a result, apart from Eastern Bloc countries, the plane was also bought by Italy and Switzerland. On 10-11 August 1958 an Italian Ae-45 flew 3000 kilometers from South America to Dakar across southern Atlantic (as the first Czechoslovak-built aircraft), in 1981 Jon Svensen flew Ae-45S from Europe to the USA. This type was used in Czechoslovakia and was exported to the People's Republic of China, East Germany, Hungary, Italy, Poland, Romania, Soviet Union and Switzerland. Hungary was a major customer, where the aircraft was known as the Kócsag (Hungarian: "Egret").
Attachments
- Thread starter
- #37
Arado Ar 96 was a German single-engine, low-wing monoplane of all-metal construction produced by Arado Flugzeugwerke. It was the Luftwaffe's standard advanced trainer during World War II. Designed by Walter Blume as the result of a 1936 Reich Air Ministry tender, the prototype, powered by a 179 kW (240 hp) Argus As 10c engine, first flew in 1938. In 1939, an initial batch of Ar 96A aircraft was produced. This was followed by the major production series, the more powerful Ar 96B, fitted with the Argus As 410 engine.
The Ar 96 was used for advanced, night and instrument flying training. Shadow production was undertaken by Letov and the Avia factory in occupied Czechoslovakia, where manufacturing continued for some years after the war, being designated C-2. A wooden version known as the Ar 396 was built in France and was designated SIPA SS.11. Further developments were the SIPA 111 (armed version), and SIPA S-12, a metal version. 58 Machines were produced until 1958. The S.11 was operated with some success in Algeria carrying machine guns, rockets and light bombs. 110 of these aircrafts were used by the Royal Hungarian Air Force.
The Ar 96 was used for advanced, night and instrument flying training. Shadow production was undertaken by Letov and the Avia factory in occupied Czechoslovakia, where manufacturing continued for some years after the war, being designated C-2. A wooden version known as the Ar 396 was built in France and was designated SIPA SS.11. Further developments were the SIPA 111 (armed version), and SIPA S-12, a metal version. 58 Machines were produced until 1958. The S.11 was operated with some success in Algeria carrying machine guns, rockets and light bombs. 110 of these aircrafts were used by the Royal Hungarian Air Force.
Attachments
- Thread starter
- #38
- Thread starter
- #39
The Ilyushin Il-10 was a Soviet ground attack aircraft developed at the end of World War II by the Ilyushin construction bureau. It was also license-built in Czechoslovakia by Avia as the Avia B-33. The Hungarian Air Force received 159 Il-10 aircraft (including about 14 training UIl-10) and operated it from 1949 through 1956. The Il-10's Hungarian codename was "Párduc" (Panther).
Attachments
Cool!
Users who are viewing this thread
Similar threads
