Bulgarian Air Force

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The Bulgarian Air Force received 11 Do 17 M-1s and P-1s in 1940. After their participation in the Balkans Campaign against Yugoslavia and Greece, the Bulgarians were given 15 captured Yugoslav Do 17Kb-1s. These including spare parts, engines, and landing gear. The Dorniers were assigned to the 1./5. bombardirovicen orlijak (1st Squadron of the 5th Bomber Regiment). In the Bulgarian occupation zones of Yugoslavia, the Do 17s carried out missions against Yugoslav Chetniks and partisans in 1941–44. They also supported Croatian forces in the same role. Another six Do 17Ms were received in 1943. In September 1944, the Bulgarians switched sides and declared war on their former ally, Germany. At this time they had twenty Do 17s of all types assigned to the 1./5. Bomber Group and five Do 17 Ps assigned to 3./1. Reconnaissance Squadron and another four Do 17 Ps assigned to 73. Long-range Reconnaissance Flight. In 71 days of operations against German forces, 32 aircraft (including some Do 17s) in Bulgarian service were lost. In 362 combat sorties, the pilots claimed 173 lorries and motor vehicles, 42 railroad cars, seven armoured vehicles and 10 aircraft destroyed or damaged, but actual German losses were nowhere near this total. The Bulgarians had underestimated the damage done which was "far beyond this [these] figures". With the exception of the Do 17s of 73. Long-range Reconnaissance Flight, the Do 17s didn't fly missions against the Axis after 2 December. As part of their war reparations to Yugoslavia, four Do 17s were delivered by Bulgaria after the war. Their subsequent fate remains unknown.

Bulgaria bought 78 B-534s in 1939, well after the partition. The last batch of these aircraft arrived in March 1942. On 1 August 1943, seven of these aircraft were able to make two passes at American B-24 Liberator bombers returning from the raid on Ploieşti. Hits were scored but no B-24s were shot down and some of the B-534s that received damage in the combat, cracked up on landing. After the anti-German coup of 9 September 1944, Bulgaria switched sides overnight and its B-534s were often used in ground attacks against German units. On 10 September 1944, six B-534s were involved in a brief melee with six German Bf 109s at low altitude. One B-534 was lost, but the Germans quickly broke off, wary of the low altitude and the B-534's maneuverability.

Twenty-four Avia B-71 (licence-built Tupolev SB-2M-100) twin-engined bombers were delivered from Czechoslovakia via Germany in September 1939, plus eight more in 1940. Total of thirty-two delivered. They were used by 5 Bomber Orliak (later 5th Bomber Polk) for the bomber role. Withdrawn from service in 1945.

The PZL P.24 was developed as an export version of the PZL P.11, a gull-wing all-metal fighter designed by Zygmunt Puławski. The P.11 was powered with a license-built Bristol Mercury engine. The license did not permit export sales, so the French Gnome-Rhône company proposed using their engines in the P.11. The first P.24/I prototype, based on the P.11a and powered by a Gnome-Rhône 14Kds 760 hp (570 kW) engine, was flown in May 1933. The second P.24/II prototype, named the "Super P.24", set a world speed record for radial engine-powered fighters (414 km/h). The third P.24/III prototype was the "Super P.24bis" with a more powerful 14Kfs engine. The type was shown at the Paris air show in 1934 attracting great interest from the participants. The aircraft was conventional in layout, with high wings. It was all-metal and metal-covered. The wings had a gull-wing shape, with a thin profile close to the fuselage, to provide a good view for the pilot. This configuration was developed by Zygmunt Pulawski and called "the Polish wing". The canopy was closed (apart from prototypes). An internal 360 liter fuel tank in the fuselage could be dropped in case of fire emergency. It had conventional fixed landing gear, with a rear skid.

The Bulgarian Air Force ordered 14 PZL P.24Bs in 1937–1938. It later ordered 26 PZL P.24Fs, 22 of which were delivered from Poland in July 1939, just before the outbreak of World War II. The remaining four, lacking propellers, were bombed in the Okecie factory in September 1939 by the Germans.

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Once Germany was permitted, after 1922, to resume the manufacture of commercial aircraft, a door opened, through which an army of gifted aircraft designers rushed, creating aircraft that could, almost with the push of a button, convert from civilian/commercial use to military. One of the bright examples of that process was the Messerschmitt Bf 108 design, a record-breaking sports aircraft which would be used as the basis of the premiere German fighter plane of World War II, the Bf 109. Messerschmitt refined its design for the M 35 2-seat aerobatic plane into the M 37 (later re-designated the Bf 108) specifically for competition in the 4th Challenge de Tourisme Internationale of 1934. The M 37 prototype flew first in spring of 1934. Still a two-seat aircraft, it was powered by a 250hp Hirth HM 8U inverted-V piston engine, which drove a 3-blade propeller.

Although it did not win the competition, which favored lighter aircraft, the M 37's performance made it a popular choice for record flights. Soon after the first production aircraft began to roll off the assembly line in Augsburg, several Bf 108s had set new endurance records, one of which led to its "christening." German aviatrix Elly Beinhorn flew a Bf 108A, named "Taifun" (typhoon) from Berlin to Constantinople in one day, an accomplishment that led Messerschmitt to apply the name "Taifun" to all subsequent production models of the Bf 108. The 2-seat aircraft was impressive enough to promote the design's evolution into a four-seat touring aircraft that was also well-suited for military communication, liaison and ambulance roles. Other changes incorporated in the Bf 108B included the replacement of a tailskid with a tailwheel, and a different powerplant, the 240 hp Argus As 8C inverted-V piston engine, which drove a 2-blade propeller. Most of the 885 Bf 108 aircraft manufactured were of this version, which was built first by Messerschmitt and later by Societe Nationale de Constructions Aeronautiques du Nord, in France, during and after the war.

Several countries used the Bf 108. Switzerland and Yugoslavia bought 12 each and Bulgaria, Romania and Hungary each used six. Perhaps the most unusual user was the United States, which bought one for its Military Attache in Germany in spring of 1939, for just over $14,000. When the attache left the country in November of 1940, the Luftwaffe took possession of the plane. Some 885 were built before the war ended.

Primary user of Potez 15s was the French Air Force, from late 1923. Main user became the Polish Air Force with 110 aircraft bought and 135 manufactured in Poland. In the Polish Air Force, they were used from late 1924. Their withdrawal from combat units started in 1927, then they were used for training until mid-1930s. 120 aircraft were sold to Romania, 12 to Spain, and eight to Denmark. Six Potez XVIIs were sold to Bulgaria (this version was specially made for Bulgaria).

The Luftwaffe's first real warplane and used to form the the first staffel of the first Jagdgeschwader JG 132 (later renamed JG 2). The 65 was of metal, wood and fabric construction, typical of early 30's aircraft. Served as a fighter until replaced with more capable aircraft and finished it's service life as an advanced trainer until 1940. The Ar 65 was a rather mediocre aircraft but filled a void until the German aircraft industry rebuilt itself and newer types were available. Production of the fighter was discontinued in 1936. But the next year, 12 of them were presented to Germany's ally - the Royal Bulgarian Air Force. The final production total was 85 aircraft.

In 30-th years Czechoslovak aircraft industry still could not offer modern type of bomber aircraft. That is why the interest focused on a licence production. At first it was Fokker F-IX from the Netherlands but in short time showed the need of more modern all-metal construction. The choise fell to French Marcel Bloch MB-200 which became the sole type of heavy bomber aircraft in Czechoslovak Air Force in the second half of 30-th years. The original prototype MB-200 BN-4 took off in June 1933. But already in this time it was obvious that it was obsolete construction. It was all-metal high-wing with fixed undercarriage, fuselage of rectangle crosscut was largely glazed on the nose. Defensive armament was placed in three gunner's turrets. The Aero factory obtained the licence rights for manufacturing the MB-200 in Czechoslovakia in the end of 1934 year. The first prototype was still ancestoral French, second prototype and first built in Czeschoslovakia took off only in January 1937. The delay was due to several factors - circuitous tests of the first prototype, throwing doubt on competetive Avia factory, changes in drawings from French side etc. There were built totally 73 machines Aero MB-200 in the period between January 1937 and April 1939. They were rather intensive used by Czechoslovak Air Force but it was already obvious that aircraft were fully obsolete. Their sale to a foreign country did not succeed so after March 1939 Luftwaffe captured them. Bulgaria purchased 12 ex-Czech MB.200s from Germany in 1939, using them as trainers

The DAR 4 was a conventional biplane design, with unstaggered wings of unequal span braced with Warren trusses. The fuselage offered fully-enclosed accommodation for the two pilots and four passengers. A curious feature of the design was that the top wing was not attached directly to the top of the fuselage as is common in cabin biplanes, but was mounted above it with cabane struts. Power was provided by three radial engines; one in the nose, and one mounted on each lower wing where the struts met. Performance was disappointing, and in particular, the narrow track of the undercarriage created difficulties. After the single prototype, no further examples were built.

The Storch was first flown in 1936. Using a fixed slat over the leading edge of the wing and slotted camber-changing flaps along the trailing edge, the Storch achieved incredible short take-off performance. In a light breeze the Storch could take off in just 200 feet (60 meters) and land in about 66 feet (20 meters). It had a crew of three, and with extensive windows surrounding the occupants, made an excellent observation and liaison aircraft. Production for the German armed forces began with the Fi 156A-1. The Fi 156C, which had the rear glazing raised to accommodate a machine gun for defense, soon replaced the A-1. Other variants included a tropical version with dust filters, an ambulance version carrying a single stretcher, and an enlarged version (Fi 256) with seating for five built in limited numbers in France between 1943 and 1944. Fieseler began building the Storch in Germany, but was soon forced to move production to Morane-Saulnier in France (as the M.S.500 Criquet) and Mraz in Czechoslovakia (as the K-65 Cap). This was done to make room for the BF 109 at the Fieseler plant.

Focke-Wulf was founded in 1929, producing several commercially-unsuccessful designs and being virtually unknown outside Germany, even there its unpretentious products were frequently confused with those of Fokker. In 1931, the company was forcibly merged with the Albatros Flugzeugwerke and became Focke-Wulf Flugzeugbau A. G. The Fw-44 Stieglitz (Goldfinch) was the company's first commercially-successful design. It has long been inaccurately attributed to Kurt Tank as his first design for Focke-Wulf, but the aircraft was already in development when he joined the company, not to mention he was originally hired as a test pilot, not a design engineer; the actual designer was likely Heinrich Focke. Tank was responsible for all the detail development of the prototype into a production airplane. The Fw-44 was the second most-produced Focke-Wulf design after the Fw-190 series.

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In its nearly 100-year history the Bulgarian military aviation had at its disposal hundreds of. aircraft types. Some of them were single machines, others were supplied from abroad or manufactured in Bulgaria in hundreds of pieces. Some of them have flown only one or two years, but many remained in service for several decades. In the four wars from 1912 to 1945 in which Bulgaria has used its military aviation, more than 23 basic types of fighters, bombers, ground attack and reconnaissance aircraft have taken part in combat missions. But among then there is one aircraft, one fighter, that has unquestionably brought the greatest glory to the Bulgarian military aviation--this is undoubtedly the Messerschmitt Me 109.

When the agreement of Salonika of 1938 put an end to the limitations on the Bulgarian aviation, imposed after the defeat in WWI by the peace treaty of Neuilly, the Bulgarian government took measures for strengthening the antiaircraft defense of the country. About 140 of the best young pilots of the Royal Military School and the Fighter Pilot School were sent to Germany for advanced training. There they took part in courses for fighter pilots and were trained on the then most modern Messerschmitt Bf 109D and Me 109E German fighters. Most of them returned home in the fall of 1940.

In the first days of March 1940 a Bulgarian delegation led by Major General Russi Russev discussed with the representative of the Messerschmitt AG, Dr. Roderich Graf Thun, the delivery of ten Me 109E-3 fighters. It should be noted that in the publications in Bulgaria and Germany on the Me 109 it is alledged that these aircraft were of the E-4 version. The reason for this error is the fact, that the canopy of the delivered aircraft was that of the E-4 version. In the contract of April 4, and in the acceptance certificate the designation of the aircraft was simply Bf 109E. They were delivered with only two 7.92-mm MG 17 machine guns for the total price of 2,070,000 Reichsmarks. The two 20-mm MG FF cannons were paid for separately.

The ten fighters were loaded onto railway cars in the Wiener Neustadt factory and arrived in Bulgaria in June 1940. They received in the Royal Bulgarian Air Force the code name Strela (Arrow). After their assembly in a hangar near the airfield Bozhuriste near Sofia under the direction of German factory mechanics, they were flight tested by the German test pilot Wacker and sent to the airfield Marno Pole near Karlovo. These airplanes could not be used adequately since they were not equipped with oxygen systems and, therefore, could not fly any higher than 5000 m (16,400 ft). Such systems and spare parts were delivered in the spring of the following year.

A new contract for the delivery of nine overhauled used Me 109E-3 fighters with the E-4 canopy, for the total price of 1,355,520 Reichsmarks was signed in July 1941. These aircraft were designated in all documents as the Me 109E-3a. They arrived by rail in Karlovo on 23 August and were immediately assembled. After the invasion of German troops in the USSR in October 1941, Me 109s were sent to military airfields.

The Heinkel HD 42 50, later designated the Heinkel He 42 was a German two-seat biplane seaplane originally designed for the Deutsche Verkehrsfliegerschule, and later built for the German Luftwaffe. The aircraft was used up until the end of World War II as a trainer for maritime pilots.In 1929, Heinkel developed a biplane, the HD 42, for use with the covert military-training organization Deutsche Verkehrsfliegschule (DVS). Its fuselage was constructed out of a welded steel tube truss and had a rectangular cross-section with a rounded top. The engine covers were made out of light-weight metal, while the rest of the fuselage was covered in fabric. The aircraft was equipped with floats.

The HD 42 model received good feedback from the Swedish Navy, who had purchased the aircraft, as well as from the famous pilot Gunther Plüschow (who was the first airman to fly over the Patagonian mountains of Chile and Argentina at Tierra del Fuego). The prototype was equipped with a BMW Va engine, but the later versions came with a Junkers L5G engine. Ten aircraft had been manufactured by 1932, when a new version, the He 42C was rolled out. Series production began with the He 42D model (14 manufactured) which were intended for the German Air Force, which at the time was illegal. A further 189 He 42Es were built in 1934 and these aircraft were used by various flying schools until the end of World War II

Bulgaria received 12 R-series machines in 1942, followed by 32 Ju-87D-5s in 1943. They were used in fighting partisans and may have seen some action against the Germans after the surrender of Bulgaria in September 1944. The Slovak satellite state received a few D-series machines, but it is unclear if they ever saw combat. The Croat satellite state received 15 Ju-87D-5s and some R-series machines, with a few of these aircraft possibly used against the Red Army in the summer of 1944, before most of the Croat forces deserted. A number of Stukas fell into Allied hands, particularly in North Africa, and were evaluated to assess the type's strengths and weaknesses. Combat losses of Stukas to the Soviets were high. For example, of the 21 Doras delivered to 4./StG 77, 15 aircraft and 6 crews were lost between 1 August – 22 October 1943, after which the group was withdrawn from frontline service. While active on the frontline the group flew more than 1,200 sorties, dropped 810,000 kg of bombs, and rear gunners claimed two La-5 and one P-39 shot down.