Argentinian Air Force and Navy Air Arm (2 Viewers)

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The Beechcraft Model 18, or "Twin Beech", as it is better known, is a 6-11 seat, twin-engine, low-wing, conventional-gear aircraft that was manufactured by the Beech Aircraft Corporation of Wichita, Kansas. This model saw military service during and after World War II in a number of versions including the United States Army Air Forces (USAAF) C-45 Expeditor, AT-7 Navigator, AT-11 Kansan; and for the United States Navy (USN), UC-45J Navigator and the SNB-1 Kansan. In addition to carrying passengers the aircraft's uses have included aerial spraying, sterile insect release, fish seeding, dry ice cloud seeding, aerial firefighting, airborne mail pick up and drop, ambulance service, numerous movie productions, skydiving, freight, gun- and drug-smuggling, engine test bed, skywriting and banner towing.

Concerning the Beechcraft 18, at least 4 units were bought in 1948 for general porpouses. The AT-11s were acquired in 1946; at the begining they also were used for general porpouses, but in 1950 they formed a bomber squadron. In 1965 all of them were withdrawn from service, being replaced by the C-45H.
 

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Argentina purchased 30 Model 8A-2s in 1937 and received them between February and March 1938. Their serial numbers were between 348 and 377. These remained in front line service until replaced by the I.Ae. 24 Calquin, continuing in service as trainers and reconnaissance aircraft until their last flight in 1954. They served at the Grupo "A" de la Escuela de Aplicación de Aviación based at BAM El Palomar and at the Regimiento Aéreo Nº3 (Air Regiment No.3) de Bombardeo Liviano (Light Bombing) based at BAM El Plumerillo. This version was fitted with fixed undercarriage, ventral gun position and powered by 840 hp (626 kW) Wright R-1820-G3 Cyclone.
 

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Argentina did not benefit from the Lend-Lease Program (nor from its successor, the ARP), primarily because of its pro-Axis, totalitarian stance. As a result, aerohistorians can only ponder what "might have been" had the political climate been different in Argentina during the 1940's. For political and budgetary reasons, the Argentine Naval Aviation Command (Comando de Aviacion Naval Argentina) did not benefit, as did the Argentine Air Force, from indigenous production of the FMA I.Ae. DL-22 training aircraft. By 1946, the CAN was in desperate need of reequipment. Especially needed were modern trainers, since most of those in service were 1935-vintage biplanes or worn former service types. Identities of the Navy's "Valiants" have so far not been traced, so it is conceivable that the 30 aircraft acquired from September 1946 onward may have included all versions of the type (e.g. BT-13, BT-13A, BT-13B, SNV-1, SNV-2, and even BT-15) as only one is known (the former 42-90302).

Three had been lost by January 1949, and 17 still remained by mid-1950. One, of course, was passed to the Paraguayan Navy in 1959. This Argentine form of "military assistance" presaged the end of the Argentine "Valiants", and 17 were offered for sale by December 1960. Fate of the remainder is unknown, although it is believed they were scrapped. CAN codes for its "Valiants" appear to have run 1-E-100 through 1-E-129, but the four-digit Navy serials assigned to the aircraft (similar to USN "Bureau of Aeronautics numbers) are completely unknown.
 

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Those are great photos of the cruiser 'La Argentina' and her Walruses in post #22. I have been reading about her in a new book as she is an interesting case, being British built to a similar design to the Town class light cruisers with a similar armament.
 
With the outbreak of World War II, many Argentines are descendants of British volunteered in all weapons to fight against Germany. Among them was Captain James Storey, born in Rosario, who finished the war brought from England a Spitfire for the purpose of use for aerial photography work. This variant was PR.Mk.XI, the last of the Spitfires with Merlin engine, the most important allied reconnaissance airplane on the European front, being used by the RAF and USAF missions alone and unarmed to targets as distant as Berlin. Most equipment in this version had the rudder pointed and all the retractable tail wheel, but the hallmark of this variant was the crop disarmed under the engine, resulting from the huge reservoir of oil needed for so long missions. During World War II Storey had flown most of the time in Spitfire. In recognition of this, bought the machine directly to the Air Ministry, which authorized him to make the crossing of the Atlantic, becoming the first device of its type that came to Argentina. Vickers-Armstrong company made a overhaul, was installed additional fuel tanks and equipped with three cameras f.8 Williamson F.24 (2 vertical and 1 oblique). DeCola to Buenos Aires on April 29, 1947 at 10.50 from Hurn, England, on the plane that was built in 1944 (registration PL-972) and only had 20 hours of flight. Phases of flight were Gibraltar, Dakar, Natal, Rio de Janeiro, Montevideo and Buenos Aires. Notably, due to an obligatory stop in Africa due to an intense storm that lasted several days and forced the pilot to a landing in the desert, being the only drawback I had throughout their raid. The aircraft was equipped for this long journey with only a VHF radio. For lack of other instruments for air navigation, the ocean crossing was made to accompany an Avro York of the British South American Airways (BSAA), while the oil company Shell as refueled and offered help along the extensive route. This plane had a fuel capacity of 315 gallons, adding two additional 20-gallon tanks in the wings and one of 170 gallons in the fuselage, which amounted to more than 10 hours of battery life to economic cruising speed of 400 km / h, or about 4,000 km. unreserved range. For the Atlantic crossing he needed 8 hours 30 minutes.

In Buenos Aires it received the civil registration LV-NMZ. During the short time it operated in our country Storey helped search for English civil aircraft lost (the Lancastrian "Star Dust" registration G-AGWH) that was lost on August 3, 1947, whose pilot, Major Reginald Cook , was partner in the RAF. This machine was recently found in 1998 in Tupungato hillside, with his body half-buried in a glacier. Mainly due to bureaucratic problems, Storey used the plane really little, but deserves mention a flight at the end of '47 linking Buenos Aires and Santiago de Chile in record time, setting a brand new improved one Aerolineas Argentinas Caravelle years' 60. Storey machine was seized in late 1948, being intended for the Military Aviation School and then at the Instituto Cordoba Airman, being used inter alia in a comparison with the only Fiat G-59 that had the Air Force Argentina. In mid-1949 he made changes and was equipped with a movie camera to film a mock driving test a rocket engine pump being developed by the Institute. As PR.XI was curved windshield to prevent deformation of the film was adapted flat windshield Mk.IX. In November 1949 during a flight test pilot Luis Valloni, The Spitfire was an engine problem, making an emergency landing with retracted train in a field near Alta Gracia. The plane suffered only minor damage, but was never repaired, he kept a while in a hangar at the factory, until he was finally discharged. He was then disarmed, dismantled and sent his remains to the smelter.
 

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Only one example of Hurricane Mk.IV, serial KW908, arrived in 1947 as a present from the British Government to the Argentines. The airplane was packed in 27 boxes and arrived to Buenos Aires on August '47 aboard the ship SS Durango. On July 7 of that year the aircraft was on public display in an exhibition mounted in one of the main squares of Buenos Aires, with other airplanes like a Lancaster and Fiat G55. In autumn of that year was sent to a flight school of the Argentinian Air Force located in Cordoba, where was painted the national insignia and repainted their camouflage colours; it is known that remained there until the early '60s.
 
When the United Kingdom's Bomber Command was given the difficult missions of destroying German dams in the Ruhr valley and sinking the Bismarck-class battleship Tirpitz in a Norwegian fjord, their aircraft of choice was the Avro Lancaster heavy bomber. With four Rolls-Royce Merlin engines giving a top speed of 287 mph and a range of 1,660 miles, the Lancaster's' seven-man crew could provide a knockout punch with a typical load of 18,000 pounds of high explosive over the target. Along with the Handley Page Halifax, the Lancaster gave the UK the offensive striking power needed to penetrate German air defenses during World War II. As Winston Churchill instructed the Air Ministry in 1942, the UK must "…make sure that the maximum weight of the best type of bombs is dropped on [Germany] by the aircraft placed at their disposal."

Entering service at the beginning of 1942, the Lancaster's design grew out of a failed predecessor, the Avro Manchester. While its' airframe offered a stable platform for heavy bombing assignments, the Manchester's twin engine design was inadequate to the task. By upgrading to four Merlins, the resulting aircraft met the nation's needs and 7,366 Avro Lancasters were built during the war, the most of any British bomber. Armament included eight to ten Browning machine guns for fighter defense (depending on model variant) mounted in the nose, upper dorsal turret and the tail. Experience with a variety of bomb loads eventually led to adoption of the 'Grand Slam' 22,000-pound bomb, the largest carried by any aircraft in the war. For the dam-busting strike in May 1943, the Lancaster dropped British designer Barnes Wallis's 'bouncing bombs' which skipped on the surface before impact. Wartime Lancaster sorties totaled about 156,000 during which roughly 608,000 tons of ordnance were dropped on the enemy.

As the war in Europe drew to a close, the Lancaster was readied for service against Japan as part of Bomber Command's 'Tiger Force', but the war's end put a halt to this plan. Apart from its primary bombing tasks, the versatile Lancaster was also used for maritime surveillance, photo reconnaissance missions and, later, as an engine test bed platform. The final airframe was delivered in February 1946, but the plane flew for many years in civilian guise and as a warplane when sold to other nations. A number of Lancasters were preserved and still can be viewed at museums, but only two still fly under their own power to airshows -- one in Canada and one in the UK.

Immediately after the end of World War II, the Argentinean Air Force began a process of modernization, incorporating aircraft such as the Gloster Meteor jet fighter, thus becoming the first air force in Latin America equipped with jet-propelled aircraft. In addition, a number of Avro Lincoln and Avro Lancaster bombers were acquired, creating a powerful strategic force in the region. Although the acquisition of the Lancaster's may have also been seen as a stopgap solution until the Lincolns arrived. They were received in June 1947, 15 Lancasters (registered B-031 to B-045) previously operated by RAF.
 

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The Avro Type 694, better known as the Avro Lincoln, was a British four-engined heavy bomber, which first flew on 9 June 1944. Developed from the Avro Lancaster, the first Lincoln variants were known initially as the Lancaster IV and V, but were renamed Lincoln I and II. It was the last piston-engined bomber used by the Royal Air Force. The Lincoln became operational in August 1945, too late to see action in the Second World War. It was assigned to units of Tiger Force, a British Commonwealth heavy bomber force, intended to take part in Allied operations against the Japanese mainland. However, the Lincoln did see action with the RAF during the 1950s, in the Mau Mau Uprising in Kenya and with the RAF and RAAF during the Malayan Emergency. In all 604 Lincolns were built. The type also saw significant service with the Royal Australian Air Force (RAAF) and Fuerza Aérea Argentina (Argentine Air Force), as well as some civil aviation usage.

The Lincoln served with the Fuerza Aerea Argentina from 1947: 30 aircraft were acquired (together with 15 Lancasters), giving Argentina the most powerful bombing force in South America. The Argentine aircraft were used in bombing missions against rebels during the attempted military coup of September 1951 and by both the government and rebel forces during the 1955 Revolución Libertadora coup that deposed Juan Perón. Lincolns were also used to drop supplies in support of Argentinean operations in the Antarctic.
 

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The Avro 691 Lancastrian was a British passenger and mail transport aircraft of the 1940s and 1950s developed from the Avro Lancaster heavy bomber. The Lancaster was named after Lancaster, Lancashire; a Lancastrian is an inhabitant of Lancashire. The Lancastrian was basically a modified Lancaster bomber without armour or armament and with the gun turrets replaced by streamlined metal fairings. The initial batch was converted directly from Lancasters; later batches were new builds.

Two aircraft of this type were operated by the FAA, transferred by FAMA in 1948, the Avro Lancastrian Mk III, registered T-65 and T-66 to cover the services of the CMEA. Both aircraft took part in 1948's II Final Flight of the EAM. In 1949 were assigned to the Air Transport Regiment 2, but operated by crews of Bomber Group 1. At T-65 is low management started in 1950 by severe corrosion. The T-66 flew until October 1958 that crashed during landing in El Alto, La Paz (Bolivia).
 
The "Fabrica Militar de Aviones" (FMA) AeMB.2 Bombi was a bomber aircraft developed in Argentina in the mid 1930s. It was a low-wing cantilever monoplane of conventional configuration. It was fitted with fixed tailwheel undercarriage, the main units of which were covered by long, "trouser"-style fairings. The initial AeMB.1 configuration was fitted with a dorsal machine gun turret, later removed from the AeMB.2 to improve stability. Fifteen production examples saw service with the Argentine Air Force between 1936 and 1945. Only two were lost to air accidents.
 

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The I.Ae. 30 "Ñancú" was an Argentine twin piston engined fighter designed by the Instituto Aerotécnico (AeroTechnical Institute) in the late 1940s, similar to the de Havilland Hornet, but made of metal rather than wood. Only one prototype was completed; the project was abandoned in favour of a jet aircraft.The I.Ae. 30 "Ñancú", named after an indigenous eagle of Patagonia, was designed by Italian engineer Cesare Pallavecino, who had come to Argentina in 1946. Pallavecino led a team of Argentine technicians and engineers in developing the concept of a high-speed escort fighter, intended to be operated in conjunction with the Avro Lincoln bombers used in the Argentine Air Force.

The I.Ae. 30 had a metal structure, its powerplants consisted of two Rolls-Royce Merlin 604 engines, each developing 1,800 hp at 3,000 RPM, and four-bladed propellers. The armament would consist of six 20 mm Oerlikon automatic cannons mounted in the nose, although later plans called for 20 mm Hispano-Suiza cannons as well as a 250 kg bomb under the fuselage and two batteries of five 83 mm rockets fitted underneath the wings. Nevertheless, the prototypes were unarmed. By the end of 1947, a contract was received for the first of three projected prototypes. On 9 June 1948 the first prototype was ready for ground tests and on 17 July 1948, the I.Ae. 30 took to the air for the first time, piloted by Captain Edmundo Osvaldo Weiss.

The test results proved that the aircraft possessed good flying characteristics as well as meeting performance specifications. During a cross country flight, from Córdoba to Buenos Aires, the Ñancú reached a level speed of 780 km/h, setting a new piston engined speed record in South America, an achievement that has not been surpassed. Although the prototype was achieving design goals, the Fuerza Aérea Argentina was already considering the jet I.Ae. 27 Pulqui I as their future fighter program. With official interest diminishing, in early 1949, the sole flying prototype was badly damaged in a landing accident when test pilot Carlos Fermín Bergaglio misjudged a landing and crashed. Although the pilot was uninjured and the aircraft could have been repaired, the Fabrica Militar de Aviones made a decision to abandon the project with the wrecked prototype, as well as the two unfinished prototypes still at the factory, being scrapped.
 

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The FMA I.Ae.24 Calquin was a 2 seat light attack bomber. It had two 1,050 hp Pratt Whitney R-1830-SC-G Twin Wasp radial piston engines. The max speed was was 273 mph (440 km/h) at optimum altitude with an initial climb rate of 2,460 ft/minute. It was armed with four 20mm cannons and up to 1,764 lb (800kg) of bombs. Its design was influenced by the de Havilland Mosquito. The prototype first flew in June 1946 and was later ordered into production. The first production plane flew in July 1947 and eventually 200 aircraft were made as the Argentine air force's standard light bomber.

Despite the lower performance obtained in testing, the I.Ae.24 Calquin was able to undertake an attack and light bombing role, replacing the Northrop A-17 in the Argentine Air Force inventory. A total of 100 aircraft were ordered, with the first production example flying on 4 July 1947. Fifty pilots and crew members were killed in accidents related to Calquín operational service and trials. Test pilots considered the aircraft unstable "on all three axis" and required careful handling. Series production was completed by 1950, with operational service continuing until 1957 although a small number of aircraft were still in squadron use until 1960. Several I.Ae.24s took part of a series of air-to-ground attack missions during the 1955 Revolución Libertadora.
 

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During the WWII Argentina stood neutral, and because of that the country suffered a lack of raw materials necesary for aviation, especially duralumin. Due to the situation and the need of continuing with the advanced trainning of the argentinian pilots, the goverment requested to the Aeronautical Institute (Instituto Aeronautico or I.A.e) the development of an advanced trainer that could be made with the raw materials available at the country. The result was an aircraft very similar to the NA T-6 Texan, but made entirely of wood, and fitted with a Whirlwind engine built under licence. The proyect was baptized I.A.e. 22, and nicknamed "Diente de Leon" (Lion´s tooth).

The 29 of may 1944 was introduced by Juan Domingo Peron, by that time War Minister of Argentina. The Aviation Command oredered two series of 100 units each one, being delivered 201 aircrafts for 1950. The last examples were fitted with the new Armstrong Siddeley "Cheetah" engine, increasing slightly their performance. The first units were delivered to the Military Aviation School (EAM), being used as armed advanced trainers. However, these aircrafts saw real combat during the 1955´s coup d'état, when the EAM rise up against the goverment of Juan Domingo Perón, being used as ground attack fighters and reconnaissance aircrafts. They were retired from service short after, since the wood wasnt suitable for Argentinian weather.
 

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Argentina received its DC-3 in early 1943 when the goverment acquired it to the company Air France; it was the F-ARQJ, registered 169 in May to join the Transport Group. In August two other aircrafts are acquired, coded T-151 T-172, modified after T-174 and T-175. The following year, another change took a digit to the plates that became T-16 (ex 169), T-17 (ex T-174), T-18 (ex T-175), and added the T- 20, T-21, T-26 and C-47 T-49 (which would become a DC-3 and assigned to CJFAA), all recently acquired. In 1947, the Transportation Group in Group II had a budget of 16 twin DC-3/C-47. Four DC-3 (T-50, T-51, T-52 and T-53) were transformed into C-47, leaving the endowment, in 1951, with 17 aircraft, 9 DC-3, 5 C-47 and 2 DC-3 to the Ministry and the CJFAA respectively. In 1955 he purchased four C-47 in the U.S. and in 1958 was converted to C-47 T-67 and Reissues as T-31. On October 16, 1958 was the first fatal accident with a DC-3, T-19 that crashed at 2000 meters from the track after a night off Trelew.

In 1959 fees were allocated to T-01 T-30 for the Douglas DC-3 and T-31 T-40 to the C-47. That same year he purchased in the U.S. two C-47 (TC-33 and TC-34). It began using the initials TC for cargo, the difference is the reinforcement of the floor and the double doors on the left. Receives two C-47 for the four groups of CB, but only received IV Ae Br C-47 TC-35. On 20 September 1960, the Ministry of Defense assigned to the Department of Aeronautics DC-3/C-47 Douglas 12 aircraft (ten C-47 and two DC-3, of different models, each with capacity for 28 passengers) that had been acquired Royal Airways do Brasil by the Secretary of War. These aircraft were known as the banana. On December 10, 1962 caught fire during takeoff Research Station Ellsworth on C-47 TA-33 (formerly TC-33), disabling almost entirely, without loss of life. The aircraft had been modified in the workshops I Br Ae, placing DC-4 engines, fuel tanks in the cargo compartment, skis and other accessories. It was the first aircraft of the FAA, who flew from Rio Gallegos and anevizó in Antarctica.

During 1964, Ae Br I had an endowment of 11 DC-3 and 5 C-47. The Ae Br IV, the EAM, ILM and CRT were assigned a C-47 and the DGCA a DC-3, T-20, LQ-CAA Reissues then, being the total of 21 aircraft the FAA DC-3 / C -47. Also in 1964 another Modified Antarctic DC-3/C-47 tasks, the T-31 with the nose and tail of the T-21 accident, which became the TA-05 which was installed a turbine-IIIC Marboré 3 in the tail cone, thus becoming a unique example in the world with those characteristics. Dubbed El Montanes transpolar the first flight of the FAA in December 1965.

In 1966, lifting intertroncales routes in Patagonia, south of Comodoro Rivadavia and the Tierra del Fuego, Aerolineas Argentinas transferred to the FAA DC-3/C-47 twelve airworthy Douglas, who joined the provision of Group 1 Transport R Br Ae. LADE took over these services with crews in Group 1. Actually they were all C-47A (8 processed DC-3), originally acquired by ZONDA Aeroposta and then passed to the ownership of airlines. Some of these were mixed configuration, with eight or twelve passenger seats immediately behind the cockpit, a screen with a door and the cargo compartment. That same year, joined the provision of Group 1, two HC-47A aircraft registered TA-06 and TA-07, characterized by different due to the nose radome, greater autonomy by having two fuel tanks at the and be equipped with a GTC (Gas Turbo Compressor) for start-ups.

In 1967 the allocation of R Br Ae DC-3/C-47/HC-47A was 30 aircraft, with the following fees: DC-3: T-02, T-03, T-04, T-08, T-09, T-10, T-11, T-12, T-14, T-16, T-22, T-23, T-24, T-25, T-26, T-39 and T- 40 (assigned to CJFAA), the LQ-ACF (S-3) and S-4 of the Ministry of Public Health of the Nation, the C-47: TC-15, TC-17, TC-19, TC- 20, TC-21, TC-32, TC-34 and E-304, TA-05 and HC-47A TA-06 and TA-07, the latter would be allocated in late 1967 to the newly created Special Task Squadron the BAM Tandil. C-47 continued with the IV Br Ae, EAM, ILM and CRT, with a DC-3, the DGCA, with the total FAA DC-3/C-47 35 aircraft, including those that had belonged to the Ministry of Public Health of the Nation and transferred to the FAA this year.

In 1969 deprogram those assigned to the I Br Ae, from maturity to inspection of 1500 hours and above. The unit, original seat of these aircraft since 1943, had no assignment of this material and DC-3/C-47 28 aircraft available at that time, 16 were assigned to other units of the FAA, and the remainder donated sold or retired. On May 5, 1969 the second fatal accident occurred with one of these aircraft, the C-47 TC-28, assigned to the TRC, which tried to land with the rudder locked, caught fire and completely destroyed the five crew members perished 6 passengers.
 

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At least 17 Catalinas were bought at Canada between 1946 and 1948, entering of service only 12 of them, being the rest used as spare parts. They were coded 2-P-2, with the exception of one unit, that was used as a trainer and was coded 1-G-1. These aircrafts had a great importance at the argentinian navy, since they were the first aircrafts to conect the Antarctic and Buenos Aires, they took part in many war actions in 1955, they searched lost ships, they patroled the south of the Patagonia etc.....
 

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The Argentinian Navy acquired several aircrafts; a total of 94 units of the BC-1A, AT-6 and SNJ-4/5 versions that were modified to operate from carriers. The first T-6s arrived in 1947, joining the Aeronaval Fighter Squadrons, General Porpouses units and Naval Air Arm Schools, where the T-6s were until 1969, when they were retired, the main trainers of Argentina.
 

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