Netherlands Air Force

[gekho]

The D XXIII single-seat fighter was unusual in employing a fore-and-aft tandem engine arrangement, the prototype being powered by two 528hp Walter Sagitta I-SR engines and flying for the first time on 30 May 1939. Versions of the D XXIII were also proposed with Hispano- Suiza 12Xcrs, Junkers Jumo 210G and Rolls-Royce Kestrel XV engines, and although all-metal construction was intended, the prototype was fitted with a wooden wing of greater thickness/chord ratio in order to expedite the test programme. Owing to various problems, including rear engine cooling, only four hours of flight testing had been completed when the invasion of the Netherlands brought the D XXIII development programme to a halt. The proposed armament comprised two 7.9mm and two 13.2mm FN-Browning machine guns.

 

[gekho]

T. Claude Ryan was the founder of the Ryan Aeronautical Company, the second incarnation of a company with this name, and the fourth company with which he had been involved to bear his name (the first, Ryan Airlines, was the manufacturer of the Ryan NYP, more famously known as the Spirit of St. Louis). He began the development of the ST (for "Sport Trainer", and also known as S-T), the first design of the company, in 1933. The ST featured two open cockpits in tandem in a metal semi-monocoque fuselage of two main frames - one steel, the other half of steel and half of aluminium alloy (alclad) - to take the loads from the wing spars and six more alclad frames; and alclad skin. It had wings in three sections of hybrid construction; the centre section integral with the fuselage had tubular steel spars, the front spar a simple tube with an external brace to the upper fuselage, and the rear spar in the form of a parallel chord truss. The two outer wing panels had wooden spars and alclad ribs, with diagonal rods bracing the wings internally. Alclad sheet was used to form the leading edges, and fabric covered the whole structure. When attached the outer wings were braced with flying wires to the fixed conventional landing gear and landing wires to the upper fuselage. Five STs were built before the follow-on ST-A (also S-T-A) (A for Aerobatic) was developed with a more powerful engine. A single ST-B was produced, this being an ST-A with only one seat and an extra fuel tank where the front cockpit normally was; this aircraft was subsequently converted back to ST-A standard. The ST-A was further developed as the ST-A Special, with an engine of increased power. In 1937 the ST-A Special was developed into a military version, the STM (also ST-M) series. Changes included wider cockpits to enable military pilots to enter and exit while wearing parachutes, and provision for a machine gun on some examples. Variants in the series included the STM-2P single-seat version armed with a machine gun delivered to Nationalist China; and the STM-S2, which could be fitted with landing gear or with EDO Model 1965 floats.

After the ST-M came the ST-3, a substantial redesign in 1941 partly brought about by the unreliability of the Menasco engines fitted to STs to that point. The United States Army Air Corps (USAAC) had purchased several dozen ST-M variants under various designations and had Ryan Aeronautical re-engine most with Kinner R-440 radial engines. The USAAC found the modification to be beneficial and asked Ryan Aeronautical to design a variant with this engine as standard, and with airframe modifications considered desirable from in-service experience. The ST-3 that resulted featured a longer and more circular wider fuselage, this being suggested by the circular radial engine. Other changes included a revised rudder, balanced ailerons and elevators, and strengthened main landing gear with the legs spaced further apart. The streamlining spats covering the mainwheels, found on ST series aircraft to that point, were deleted as well. The ST-3 served as the basis for military versions ordered by the USAAC and the United States Navy (USN). The ST-3 gave rise to another model developed in 1941 and early 1942, this was the ST-3KR (for Kinner Radial). The ST-3KR had a more powerful Kinner R-5 engine fitted and became the definitive model; more than 1,000 military versions were built during World War II as PT-22 Recruits. The final variant was the ST-4, which was a version of the ST-3 with a wooden fuselage, developed in case a shortage of "strategic materials" (i.e. of metal) developed. Such a shortage did not eventuate and the ST-4 was not put into mass-production. The first Ryan ST flew for the first time on 8 June 1934 and production began the following year, when nine aircraft were delivered. Except for 1937 (when 46 aircraft were built), production rates remained low for several years, at about one aircraft every two weeks. This changed in 1940 when deliveries to military forces began in earnest; production that year was just under three aircraft per week. Total production of civil and military aircraft prior to the entry of the United States into World War II amounted to 315. Another 1,253 military versions were produced in 1942 and 1943, for a total of 1,568 aircraft of all models.

A large number of STMs were exported in the 1930s and early 1940s (prior to the entry of the United States into World War Two) to various Air forces, with the biggest customer being the military of the Netherlands East Indies (NEI, now Indonesia). The NEI Army and Navy took delivery of 84 STM-2s and 24 STM-S2s in 1940 and early 1941. Another 50 STM-2Es and STM-2Ps were exported to Nationalist China, while others were exported to Bolivia, Ecuador, Guatemala, Honduras, Mexico and Nicaragua.

 

[gekho]

Fokker's intensive activity in the years prior to World War II led to the creation in 1938 of a twin-engine seaplane for naval use. It was conceived to meet the needs of the Dutch navy but paradoxically ended up being used by the enemy, the Germans. This aircraft was the T.VIII-W. Out of a total of 36 planes built, 28 bore the German insignia and served in naval reconnaissance and relief duty mainly In the Mediterranean area and the North Sea.

The T.VIII-W project was launched in 1937 in response to official specifications issued by the Dutch navy calling for a new twin-engine seaplane capable of carrying a torpedo inside its fuselage (with the option of substituting this type of armament with ordinary bombs) to be used principally in coastal defence. Moreover, the aircraft was to have a long range and good cruising speed. In 1938, an order was placed for five production series aircraft, which were completed by June of the following year. Despite the existence of several problems in tuning the aircraft, the Dutch navy was so satisfied with the T. VIII's characteristics that a subsequent order for 26 planes was signed shortly after. These aircraft were to go into service in the East Indies, although none reached this destination. In fact, the outbreak of war halted all plans since the German invasion led to the occupation of the Fokker factory before the lot in production had been completed, and the T.VIII-Ws, once built, were all requisitioned into German service.

 

[gekho]

The twin-engine Fokkers were built in three versions, the T.VIII-Wg (19 aircraft), characterized by its mixed wood and metal structure, the all-metal T.VIII-Wm (12 aircraft) and the T.VIII-Wc (5 aircraft), with mixed structure and covering but larger overall. Nineteen of the first type were built, 12 of the second, and five of the third. The T.VIII-Wcs were built on the basis of an order issued by the Finnish air force in 1939. They were characterized by a fuselage that was lengthened some 5 ft 11 in (1.80 m), by wings that were lengthened almost 6 ft 7 in (2.01 m), and an increased wingspan of 86.11 sq ft (8.00 sq m) as well as by the installation of 890 hp (664 kW) Bristol Mercury XI engines. All the other aircraft were supplied with a pair of American Wright R-975-E3 Whirlwind 9-cylinder single row, air-cooled radial engines, generating 450 hp (336 kW) each and driving two-bladed metal propellers. A single landplane based T.VIII-L was built for Finland, but was seized by the Germans when the factory was overrun.

The Fokker T.VIII-W was a twin-engine mid-wing monoplane, characterized by the presence of two large duralumin floats. The fuselage had an extensively glazed nose that housed the observer's post. Immediately behind the pilot's station was the compartment for the radio operator who had a flexible machine gun at his disposal for the defence of the rear sector. A second fixed weapon, installed in a half-wing, was controlled by the pilot. The bomb load consisted of a maximum of 1,300 Ibs (600 kg) of bombs or a torpedo.

Apart from its use in the German navy, the Fokker T.VIII-W (in another twist of fate) served in the same roles and in the same theatre of war, in the North Sea, in a British Coastal Command unit. Meanwhile, eight T.VIII-Ws had been flown to England along with other Dutch floatplanes on 14 May 1940, and on 1 June 1940 No.320 (Dutch) Squadron RAF was formed at Pembroke Dock, to operate the T.VIII-Ws on convoy escort work. These aircraft carried RAF markings, plus a small Dutch triangle badge. Three of the aircraft were lost, and with no spares available the remaining aircraft were flown to Felixstowe for storage, They were joined by another in May 1941, when four Dutchmen escaped from Amsterdam and brought their T.VII-W down on the sea near Broadstairs. Germany Navy use of the Fokker T.VIII-W was mostly confined to patrol duties in the Mediterranean.

 

[gekho]

The Dutch Fokker G-1 was designed by engineers Beeling and Erich Schatski as a fighter-cruiser. The design was dedicated to a dual-role: interception of enemy bombers and light ground support / long-distance recce. In order to suit this role the plane had to be fast, firm and heavily armed. The Fokker G-1 was an absolute sensation when it was introduced to the world at the 15th Paris aeronautical fair in 1936. Apparently the French press gave the plane the nickname "Le Faucheur" [The land-mower], after its formidable nose-armament. The design was revolutionary: double boom fuselage and eight front-end machineguns in the nose.

The G-1 body construction was composed of a wooden wing and central fuselage unit in combination with a nose and boom-construction of steel rods. The armament was impressive. It had two batteries of four rapid-fire machineguns 7.9 mm FN each in the nose, and one rapid fire machinegun in a rear turret. The plane was designed to be able to also transport 400 kg of internal payload. In fact this operational option was never lifted due to lacking racks.

The G-1 was a model that was copied in later foreign models like the Focke Wulf Fw-189 Uhu [1937] and the Lockheed P-38 Lightning [1937]. Although earlier twin-boom designs had been seen, the designers of both planes admitted that the G-1 design had tempted them to copy the concept into their respective new fighter-cruisers designs. The P-38 would be by far the most successful twin-boom design of them all. The G-1 was constructed in a period in which engine manufacturers were overwhelmed with new orders. Basically the international industry chose to dedicate its production slots to indigenous demands, and as such the G-1 was fitted with second choice Bristol Mercury engines. These engines proved quite capable, but more powerful engines would have even increased the quite stunning performance of the G-1 in 1936. With the Mercury engine the plane was able to reach a [proven] maximum speed of 475 km/hr [alt. 13.000 feet].

The plane had attracted international purchasers during the 1936 Paris fair and orders were received from Spain [via Estland], Denmark [license construction] and Sweden. Countries like Hungary, Turkey, Switzerland and Belgium had shown their interest and flew several test and trial missions in 1939. Actual orders were not received from these countries. The Dutch airforce finally purchased 36 of the G-1 Mercury version in order to fit out two squadrons [2 x 12 plus 6 spare] with these planes. These were all delivered before 10 May 1940. Also 25 off G-1 [fitted with the slightly less powerful Wasp engines], which had been constructed for Spain, were confiscated in October 1939 by the Dutch Ministry of War. It wasn't until April 1940 before the factual order was given to arm these planes according to Dutch specification [which apparently was altered to only four i.s.o. eight machineguns in the nose for this G-1 Wasp version]. Of these 25 planes only three had been armed before war break-out and an unknown number was still armed during the Five Days' War. The majority would however fly with Luftwaffe crosses on their tail sections ...

 

[gekho]

The first G-1 air-victory was unfortunately gained when a British Whitley bomber [N1357 of 77 Squadron] was shot down at 28 March 1940 over Rotterdam. Holland - being a neutral country - had the obligation to intercept any kind of intruder of the Dutch air-space and although the Germans invaded the Dutch air-space far more often than the British, the latter were the first to meet up with a G-1 in a fatal engagement. The five men Whitley crew suffered one fatality; four men were imprisoned and evacuated to the UK when war broke out in May 1940.

During the May war the G-1 proved itself a very capable plane. Unfortunately it was this particular modern plane that suffered the most from the German first strike. At the swampy airfield Bergen the heavy G-1's had been parked on the concrete platform in front of the hangars, rather than being spread over the swampy runways on which the heavy plane would have sunken away. When the German planes flew in from the sea-side they totally surprised the base and destroyed the majority of the modern squadron on the ground. Only three planes were saved (a few others could be reapaired during the war days though).

At Waalhaven the other modern squadron of G-1's had been able to scramble prior to the arrival of the massive German airforce, but due to the loss of all larger western air-fields the planes were unable to return to a suitable landing-place. Out of this squadron only one plane would be saved, although only two had been actually shot down out of eight planes scrambled. As such the German first strike had decimated the modern G-1 fleet. The remainder - reinforced by some operational G-1 Wasp's - fought intensively with the Luftwaffe and managed to claim quite a number of air-victories. After the capitulation the Germans captured a mere twenty G-1 planes. The Luftwaffe made intensive use of these planes for various training-programs. There are some strong indications that some G-1's have even seen some actual fighter action with black crosses on their tails. Also, there are indications that some Italian units have made use of the G-1 when stationed in Belgium.

 

[Bernhart]

any pics of the dutch catalinas?

 

[Marcel]

At Waalhaven the other modern squadron of G-1's had been able to scramble prior to the arrival of the massive German airforce, but due to the loss of all larger western air-fields the planes were unable to return to a suitable landing-place.

3 of the G.1's landed on the beach at Oostvoorne, near Rotterdam, where they were destroyed by the Germans later. Found a rare picture of it some weeks ago:

 

[Gnomey]

Good stuff guys!

Was looking forward to your input in this thread Marcel.

 

[gekho]

The Fokker C.XI-W was a reconnaissance seaplane designed to operate from warships that was produced in the Netherlands in the mid 1930s. It was the result of a Royal Netherlands Navy specification of 1935 requesting such an aircraft. Fokker's response was a conventional single-bay biplane with staggered wings of unequal span braced by N-struts. The pilot and observer sat in tandem, open cockpits, and the undercarriage consisted of twin pontoons. The wings were of wooden construction with plywood and fabric covering, and the fuselage was of steel tube, also covered with fabric.

The prototype first flew on 20 July 1935.After successful catapult trials, an order for a further 13 C.XI-Ws was placed, the aircraft being used to equip the cruisers HNLMS Tromp and HNLMS De Ruyter while operating in European waters; but most were sent to the Netherlands East Indies to equip the Navy there. Following the German invasion of the Netherlands in 1940, the last surviving C.XI-W in Europe was successfully evacuated to the UK on 22 May.[1] From there, it was also shipped to the Netherlands East Indies. None seem to have survived past March 1942.

 

[gekho]

The Fokker D.XVI was a fighter aircraft developed in the Netherlands in the late 1920s. It was a conventional, single-bay sesquiplane with staggered wings braced with V-struts. It featured an open cockpit and fixed, tailskid undercarriage. The wings were of wood with plywood covering, and the fuselage was of steel tube construction with fabric fabric covering. The Royal Netherlands Army ordered 14 aircraft, which differed from the prototype in having divided main undercarriage units in place of the prototype's cross-axle, and Hungary purchased four aircraft with Gnome et Rhône-built Bristol Jupiter engines in place of the Armstrong Siddeley Jaguar engines used on the Dutch machines. Evaluation aircraft were also provided to China and Italy, and the Netherlands East Indies Army. This last machine was powered by a Curtiss V-1570, which crashed in march 1931 on Schiphol. Instead of the D.XVI, Fokker manufactured the Fokker D.XVII with the same type engine. The D.XVI also won a competition organised by the government of Romania to select a new fighter, but despite this, no orders were placed. One plane of the Dutch Army was given to Romania.

 

[gekho]

In the early years after World War II, Fokker was resurrected with help from the national institute for aircraft development, the Nederlands Instituut voor Vliegtuigontwikkeling (NIV). Fokker expected strong demand for training aircraft, and therefore a range of designs was worked out. One of those became known as the S.13. This model, dubbed Universal Trainer, was meant to be trainer for multiple engine training, navigation training, paradropping training and training in radiotelephony.

The prototype with registration PH-NEI made its maiden flight in 1949. The aircraft proved to be easy handling and strong. Flight testing was successful and the Dutch armed forces intended to buy the aircraft. Shortly before deciding upon procurement, the Dutch armed forces were provided with Beechcraft Model 18s under the Mutual Defense Assistance Pact (MDAP), almost for free. As other parties did not show interest in the S.13, Fokker terminated the programme. The only existing S.13 was transferred to the NIV in 1953. Years afterwards, the airframe was donated to the aerospace faculty of the TH Delft, today known as Delft University of Technology. Although the Dutch armed forces never took the S.13 into service, Fokker operated the S.13 prototype in military livery. Therefore the S.13 has flown as D-101. During the severe floodings of February 1953, the D-101 was used for photoreconnaissance from naval air station Valkenburg.

 

[gekho]

The Fokker C.VII-W was a reconnaissance seaplane built in the Netherlands in the late 1920s. Sharing elements of the highly-successful C.V design, the C.VII-W was a conventional, single-bay biplane with wings of unequal span braced with N-struts. The undercarriage consisted of a standard twin-pontoon arrangement, and the fin and rudder continued through to the ventral side of the fuselage, creating a cruciform tail. The pilot and observer sat in tandem, open cockpits. The wing structure was wooden with fabric and plywood covering, and the fuselage was of steel tube construction with fabric covering. The first twelve of the thirty examples produced were sent to the Dutch East Indies, with the rest remaining in the Netherlands. The type was withdrawn from front-line service in 1940, but some machines remained active in the East Indies as trainers until the Japanese invasion in 1942.

 

[Wildcat]

Good stuff. I like the look of the S.13.

 

[Gnomey]

Nice shots!

 

[Marcel]

Here a Dornier that survived. I took this picture at Soesterberg:

 

[Ruud]

Great stuff and nice pics. Thanks for your work!

 

[Wayne Little]

Do like that Dornier shot Marcel!

 

[gekho]

Here a Dornier that survived. I took this picture at Soesterberg:

Correct me if I´m wrong Marcel, but I think that Do-24 was one of the seaplanes that served on the Spanish Air Force and after they were withdraw from service they were donated to several museums of the world. Indeed I think one of them moved to Hendon....

 

[vikingBerserker]

Very cool!