Spanish Air Force during the WWII

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Although direct Soviet involvement in the Spanish Civil War was over by the end of 1938 Stalin approved the delivery of three batches of I-152s in response to a request for assistance from the Commander-in-Chief of the Republican Air Force. Of these 93 aircraft one batch of 31 reached Spain, and in January 1939 was formed into three squadrons of nine aircraft. Sadly these aircraft arrived too late to have any impact on the fighting. They weren't involved I any clashes with Nationalist aircraft, and suffered no combat losses. Two were lost in accidents and the remaining 29 escaped to France. Twenty of these aircraft were later returned to Spain, where they remained in front line use until the mid 1940s, and were used for secondary duties until 1954.
 

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The Polikarpov R-Z Natacha was the last menber of the R-5 family; this version has its fire baptism during the border conflicts between China and Japan in 1939, fighting also with the republicans during the Spanish Civil War; the Republic received a total amount of 113 units since 1937, characterizing for its good performance and its availability. Around 36 machines were captured after the war, being incorporated to the newborn "Ejercito del Aire" and destinated to Nador, in Morocco, wearing the code 17W.
 

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All the Katiuskas captured to the republicans joined the "Ejercito del Aire". Nationalist Spanish Air Force captured 19 SB-2M-100A bombers. All were overhauled and Soviet M-100 engines were replaced with French Hispano Suiza 12Ybrs. These aircraft were used operationally and later for training duties, and were retired in 1950
 

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After the Franco's victory in 1939, 22 captured "donkeys" were assigned to Grupo 28 at an air station in Mayorca and later had their number increased to 52. The I-16's had designations from 1W-1 up to 1W-52. The first 22 captured I-16's, that arrived acted as group 1W, then the designation of group changed to Grupo 28 de Caza. The group was based at air station, San-Juan on the island of Majorca. All the I-16's had, by the autumn of 1940, been transferred to Sevilla where they joined Grupo 26 (22-nd mixed fighter group, 22 Regimiento Mixto de Caza, also flying "Fiats"). In 1945 the Spanish Air Force started on new system of designation. "Rata" then received an index C.8. The colour scheme was changed, a light blue bottom with lateral surfaces of sand color with green camouflage spots of irregular shape. Recognition symbols of red and yellow cocardes were added to the sides of the fuselage plus both the top and bottom surfaces of the wing. The identification code of "C. 8" with the original '1W' plane number beside it. The code was painted on the tail. At about this time, Grupo 26 was renamed to Grupo 22. In the early 1950's, I-16's were used at a flight school in Morona. The last serviceable I-16, with the code C.8-25, was flown by the most skilled instructors of the school. In August 1953, Spain signed a military assistance contract with the USA, which included delivery of modern fighters. On August 15th 1953, Miguel Entrena, for the last time, lifted into the sky in an I-16. So the career and fighting service of the "Rata" in Spain had finished.
 

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The Polikarpov R-5 was a Soviet reconnaissance bomber aircraft of the 1930s. It was the standard light bomber and reconnaissance aircraft with the Soviet Air Force for much of the 1930s, while also being used heavily as a civilian light transport, in the order of 7,000 being built in total. R-5s were also used by the Spanish Republican Air Force in the Spanish Civil War, 31 being sold to Spain. These arrived in November 1936, and were quickly deployed on combat operations, but were found to be slow and were relegated to night bombing. Seven R-5s remained in good condition in March 1939. The aircraft was known as the "Rasante" in the Spanish Republican Air Force.
 

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Unfortunately I have very little information about the Fokker C.Xs intended to be built for the (Republican) government in Spain. Fokker sold one C.X and a licence agreement to the Spanish and as told in part one, Dutch aviation writers suppose that the third prototype was secretly flown to Spain as PH-ALX to serve as a pattern aircraft for the Spanish State Factory (SAF-15) at Alicante and to fulfil Fokkers contract with the Spanish government. The facts are that 25 airframes were completed at SAF-5 and only the Spanish prototype has been reported to have flown in Spain to be evaluated at the Carmoli Flying School. Spain was not able to obtain or construct the engines needed for these 25 aircraft. However, it seems that at least one example joined the newborn "Ejercito del Aire".
 

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This plane was used by the FARE as a liaison, reconnaissance aircraft and night fighter trainer. In 1937 eleven units were acquired by the goverment, being sent to the coast of Valencia. Some months later, 19 units more were acquired, being this time the version Fk.51bis, that fitted the engine Wright of 450Cv. At least three planes survived to the war, being integrated in the 30 Group, receiving the code L18. These aircrafts were used as a liaison aircrafts until they were retired in 1952.
 

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In June 1940 a Potez 63-11 of the Groupe de Reconnaisance GRI/36 landed at the Son Sant Joan airfield (Mallorca) due to mechanical problems when it was heading to its new base in the north of Africa. This aircraft was interned and taken to Cuatro Vientos airfield (Madrid), where it joined the Flying Experimental Squadron. This aircraft was on service until 1945, when it was withdrawn due to the lack of spare parts. For those who would like to learn more about the planes interned in Spain during the WWII, visit this page: Anexo:Aeronaves internadas en España durante la Segunda Guerra Mundial - Wikipedia, la enciclopedia libre
 

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The Aiglon was designed by Marcel Riffard after he took over the design department when Caudron merged with Renault. The Aiglon was a two-seat low-wing cantilever monoplane with tandem open cockpits. The first of two prototypes first flew in March 1935 from Issy-les-Moulineaux, France. Two special long-distance versions (the C.610 Aiglon) were built with an increased fuel capacity. In December 1935 a C.610 was flown from Paris to Saigon at an average speed of 80 mph (129 km/h). The type was popular with French private owners and flying clubs, and a number were sold abroad. With the outbreak of the Second World War many of the aircraft were requistioned by the French Government for use as liaision aircraft by the Armée de l'Air. Total production of the Aiglon was 203 aircraft, including 178 of the basic Renault 4Pgi Bengali Junior powered model.

At least 20 of these monoplanes were acquired by the Republican Goverment and one by the Nationalist, being used in both sides as liason and trainning aircrafts. At the end of the war, the Nationalist found at Lorca´s airfield (Murcia) 8 of these aircrafts in various stages of condition, being moved to the workshops of "La Maestranza" to be repaired. Integrated into the new Air Force with identification No. 30, passed shortly after to the General Direction of Civil Aviation, by that time under control of the Ministry of Air, which yielded these monoplanes to various flying clubs, where they remained flying until the end of their lives.
 

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We're the Ju 88s ever finished in the silver and blue scheme like the he111?
 

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