Turkish Air Force

Vultee-V series planes was designed and produced by the US firm Vultee Aircraft Development Corporation as a tactical bomber and assault plane. Its design was based on the transport version V-1 with the inspirations given by Capt. Enver Akova. The plane also called A-19 by the USAAC were not deployed at large quantities but they were exported to China and Brazil in addition to Turkey.

40 of the Vultee V-11-GBT model (T stands for Turkey) were procured as replacements for the Breguet XIXs. Three of the planes arrived in 1937 and the remainder in 1938. They were deployed at the 27th, 28th, 44th 48th Co.s of the 2nd Regiment. In 1944 they were transferred to the 101st 103rd Recce Co.s. In between 1947 48 they served for a while at the 1st 2nd Co.s of the 9th Regiment. They were retired in 1948 after the arrival of the P-47s.

The D-18Ss which made their first flight in 1937 were the very first Beechcraft planes to join the TuAF. Two of them were received within the USA Military Program on March.2.1947. These planes were utilized for photo-tophographical duties. The planes were painted in bright red and they had polished aluminum engine cowls. The TC-1HRT and TC-2HRT were allocated to the Irtibat Nakilye Bölüğü but in 1948 they were transferred to 10.Alay/4.Bl. these planes which were deployed later on by 224. Filo remained on duty until 1959. In 1959 an E-18S was procured and it was deployed at 224 Filo. Later on in 1975 two more civilian planes were procured and one of these planes were used for calibration duties. One of these planes was ex-TC-KUM. In 1959 the D-18Ss were retired. The last E-18S remained on duty until 1983. The E-18Ss were deployed on cartografical duties.

AT-11 is a variation of the Model-18 designed by the Beechcraft Co. in 1935 and they were used as advanced trainers and bomber-trainers. The design studies of this low-wing plane started in 1937 and they started being mass produced in 1939. They were started to be exported from 1940 onwards. A total of 9388 were produced and more than 250 of them were still in active service in the year 2000. AT-11s started joining the TuAF since 1948 and they are the second Beechcraft version that was deployed. A total of 128 planes joined the TuAF with the US Military Assistance Program. They were brought to Turkey by an aircraft carrier on May, 14,1948. They were officially registered on August,24,1947 as TuAF planes replacing the Airspeed Oxfords and they remained in service until 1983. These planes were mostly used for training and liaison purposes. The most extensive user was the Eskişehir Bomber Training and Shooting School but after the retirement of the B-26s most of them were also retired. The remaining planes were used as target tugs and liaison planes at various air bases.

Martin 187 Baltimore was designed in accordance with the demands of the British Goverment with the design based on the previous Martin 167 Maryland. Its series production started in 1941. Eventhough the plane was designated as A-30 by USAAC it was never used as a bomber. Minor numbers were utilized as transports, trainers and liaison planes. These planes were delivered to RAF under lend--lease program in 1941. The total number of planes delivered to RAF were 975 and 281 of these planes were Mk.IIIA (USSAC serial nr. 41-27682/27962) and 294 were Mk.IV (USAAC serial Nr. 41-27963/28256, RAF serial Nr. FA381/FA674). These planes were also selected by the Turkish Army as medium-light bombers and 72 of the Mk.Ivs which were being flown by the RAFME were procured by means of the national budget. The Baltimores were transferred to Adana in two parties the former composed of 26 planes on August 21,1944 and the remainder 46 on November 12,1944. They replaced the Fairey Battles in 1.Alay and 2.Alay but the war weary and aged planes soon started being written in a very short time. Starting on 1947 they were started to be replaced by the Mosquitos and the replacement within the 1. and 2. Alays ended in 1949. The last Baltimore which was deployed in the Mansh Battalion was dropped from active duty in 1950.

Without any doubt the C-47 and its civilian version DC-3 are the most famous planes of the aviation history.The military career of the Douglas DC series (Douglas Cargo) began in 1936 when the Army Air Corps ordered a pair of DC-2s under the designation C-32. A contract followed for 18 DC-2s in the C-33 freighter configuration and two more as C-34 staff transports. Then, in 1937, the Army ordered a plane built to its own specifications. It was a hybrid design that combined the fuselage of the DC-2 with a DC-3 tail. This was the sole C-38 prototype and it led to 35 production versions called the C-39. The C-39 represented the first serious effort by the Army to establish an airlift capability.

By 1941 the old USAAC had been transformed into the USAAF and it selected a modified version of the DC-3 - the C-47 Skytrain - to become its standard transport aircraft. A reinforced fuselage floor and the addition of a large cargo door were the only major modifications. Other changes included the fitting of cargo hooks beneath the center wing section and the removal of the tail cone to mount a hook for towing gliders. 110 C-47A/Bs and DC-3s served the Turkish Armed Forces and the Turkish Air Force. But it was the Turkish State Airlines who was the first to buy 30 C-47s from the RAFME stocks in Cairo in 1945 in order to renew the fleet and to expand the existing routes. This was followed by the procurement of 18 C-47As with the sources allocated from the national budget in 1946. They joined The Turkish Armed Forces in 1948. It was soon followed by 81 C-47A/Bs supplied from the USAF stocks in Germany within the American Military Aid Programme, The shipment started in August 13, 1948 and it was completed in April 24, 1949. But 7 of these planes which arrived in 1949 were then delivered to an unknown destination most probably to Persia within the same year(1). The last C-47s added to the inventory were 11 planes 2 of which were acquired from Libya, one from the Turkish Airport Authorithies (DHMI) and one from the Turkish Mineral Exploration Agency (MTA) one from USAFE and 6 from THY (Turkish Airlines) which were used as VIP transports. The planes which were acquired from USAFE and THY were given the Turkish Military Serials which were previously assigned to those 7 planes delivered to an unknown destination.

C-47s served in the TuAF for a long period of time and they often worked side by side with C-130s and with C-160s. They flew the Western Courier and the Eastern Courier routines starting from the Etimesgut Military Airport. They were started to be replaced by the CASA CN-235s in Dec. 1993. Three EC-47s which were converted into ECM planes remained in service until 1995. The last C-47 was replaced in 1998.

The Spitfires designed and produced by the British firm Vickers Supermarine participated the Battle of Britain and most probably they are the most popular fighters of WWII. Different models arrived Turkey at different times. A batch of 15 Spitfire MK.1s were ordered together with the Hawker Hurricanes but only 3 of them were delivered. One of them which was an ex-Polish order arrived in Sept.1938. The other two arrived in 1940. Eventhough serials 4501 to 4515 were allocated by the TuAF they were never used. The planes were deployed at the 42nd Hunter Company. Two of them were returned to RAFME in 1942. The Mk.1s were equipped with a Rolls Royce Merlin-2 engine with an output of 1030HP. Their armament consisted of 8 pieces 0.303 caliper MGs. They were distinctive with their 3-blade propeller.

No other Spitfire was supplied until mid-1944. In July 1944 39 pcs Mk.Vb was sent from RAF stocks. This was followed by 71 pcs Mk.Vcs and 3 recce version Mk.V/R came in February 1945. Mk.Vbs were deployed at the 1st and 2nd Co.s of the 5th Regiment, 1st, 2nd and 3rd Co.s of the 6th Regiment. The Mk.V/Rs were used with the High Altitude Photo-Recce Unit. These models were distinguished with their four-blade propellers. According to the TuAF sources they were equipped with Rolls Royce Merlin-20 engines with an output of 1500 HP. But the British sources state that the Mk.Vbs were equipped with a 1585HP Rolls Royce Merlin 45M engine and the Mk.Vcs with a 1470HP Rolls Royce Merlin 45 engine. The standart armament of the Mk.Vbs were 4 pcs 0.303 caliper MG and 2 pcs 20mm cannon whereas the Mk.Vcs had 4 pcs 20mm cannons and they were capable of carrying a bombload of 500lbs. They were replaced by the P-47 Thunderbolts in 1948.

After the WWII, the TuAF was inclined to make the Spitfires her standart interceptor-fighter. An aggreement was signed with the Britsih firm Vickers for the overhaul and maintenance of the Spitfires. In between Jan.1947 and Feb.1948 170 pcs Mk.IX were received. These planes were deployed at the 1st, 2nd, 3rd Co.s of the 4th Regiment, 3rd 4th Co.s of the 5th Regiment 1st, 2nd, 3rd 4th Co.s of the 7th Regiment and 1st, 2nd, 3rd 4th Co.s of the 8th Regiment. Some of the planes were then transferred to the 1st, 2nd, 3rd 4th Co.s of the 6th Regiment in 1949. After the reorganization of the TuAF they were deployed at the 4th 6th Air Bases in 1951. They were written off in 1954. The Mk.IXs were equipped with a Rolls Royce Merlin 61 with an output of 1475HP. Their armament varied (some were equipped with 8 pcs 0.303 Caliper MGs whereas some were equipped with 4 pcs 0.303 caliper MG plus 2 pcs 20mm cannons. Some even had 4 pcs 20mm cannons and they were capable of carrying a bombload of 500lbs.

Only one Spitfire M.XI arrived. The exact date of arrival and deployment is not known. It was assigned to High Altitude Photo-Recce Unit. 4 pcs Mk.XIX were sold to Vickers by the RAF to make the overhaul. These planes were brought to Turkey in March 1947 and they were also deployed at the High Altitude Photo-Recce Unit. These planes were equipped 2 cameras underneath the fuselage an done each on the port and starboard sides of the fuselage. They were the most powerful Spitfires equipped with a 2035HP Rolls Royce Griffon engine. They are distinctive with their five-blade propeller.

The plane which was designed in parallel to the USAAC demands made its first flight om Dec. 29, 1939. Britain and France who want to modernize their air forces due to the approaching war placed orders. But since the Liberators were not ready before the war, Frances deliveries were not fulfilled and they were shifted to Britain. B-24s were used by the USAAC in all the fronts and they were poduced more than any other allied bomber. The production quantity is around 18.000,

Four B-24s made an emergency landing to Turkey after the first Ploesti bombing raid on June 12, 1942 and seven more after the second Ploesti bombing raid on August 1, 1943 (Another one called Hadleys Harem crashed into the sea near Manavgat. This plane is being exhibited at the Rahmi Koç Museum). Three of the first group of planes which landed in Turkey landed near Adapazarı and the other three near Ankara. The planes were interned together with their crew Eventhogh one of the planes succeeded to escape to Cyprus it was sent back to Tukey. 5 planes were recovered out of the 11 and they joined the TuAF as heavy bombers. They remained in service until 1947.

Good stuff!

Invaders designed and produced by the US firm Douglas Aircraft Co. made its first flight on July 10,1942. In order not to get confused with the B-26 Marauders they were designated as A-26 Invaders until the retirement of the former which were then named as B-26. They were designed as light bombers, ground attack aircraft and tankers and they are the only bombers which served in three wars (WWII, the Korean and the Vietnam Wars).

The start of the Cold War after the WWII and the Soviets demand of Kars-Ardahan and the control over the straits pushed Turkey towards the US and TuAF demanded B-26 bombers among other planes from the States. The US did not refuse Turkeys demand and supplied a total of 45 B-26s in three parties. The first party composed of 12 planes arrived on March 16, 1948 under General G. Palmers command and the second party of 15 planes came on March 26,1948. The remainder arrived within 1949. But after Turkeys joining NATO and the arrival of F-84Gs B-26s lost their importance and they were assigned mostly to target towing duties. They were finally dropped from active duty in 1958 eventhough they remained in service in the USAF until 1972.

In the year 1942 42 Tomahawk Mk.IIBs were sent from the RAFME (RAF Middle East) stocks to bolster Turkeys neutrality.These planes were similarly equipped with the P-40Cs in the USAAF inventory. Eventhough the TuAF sources say that they were equipped with 3 pcs 0.50 inch cannons the US and British sources (i.e Joe Baugher) state that the Tomahawk Mk.IIBs were equipped 4 pcs 0.303 caliper MG on the wings and 2 pcs 0.50 inch cannons on the nose. All of the Tomahawks were deployed at the newly founded XIVth Battalion (located at Gaziemir-Izmir, within the 3rd Regiment). Later on the battalion was reorganized as 1st Battalion composed of two companies. Tomahawks were in poor condition even when they arrived and they were replaced by the Spitfire Mk.Vs in 1944. A remaining few examples were used as trainers for the Spitfires.

The US firm Curtiss-Wright Corp. was working on a new model of P-40 equipped with an 1150HP Allison V-1710-39 engine. The plane which had the H87A-2 factory designation would later be called P-40D Kittyhawk-1 Even before the first prototype flight RAF ordered 560 of this model. Later some of the planes were transferred to Canada and 24 were leased to Turkey under the Lend-Lease Agreement. The planes were deployed at the 3rd 4th Companies of the 2nd Battalion, 6th Regiment. The planes were already in poor conditions at the time of arrival and starting in 1944 they were started to be replaced by Spitfire Mk.Vs. 9 of them which were stil flyable were used as trainers for Spitfires.

After the end of thre WWII TuAF decided to equip three regiments with deHavilland Mosquito torpedo planes and fighter-bombers. The planes ordered were delivered by the British firm Fairey Aviation in between January 1947 and April 1948. However neither the supplied quantities nor the registration numbers of the TuAF and Fairey Aviation are in conformity. In the TuAF inventory 10 Mk.III(T) torpedo-bombers and 122 Mk.IV fighter bombers appear whereas the figures are 10 and 132 respectively in the Fairey Aviation records.

Three of these planes were used by the General Commander of the Cartography and they bear civil registrations. The first party arrived were deployed at the 3rd Regiment at Gaziemir in the anti-shipping role. The remainder were deployed at the 1st Regiment in Eskişehir and 2nd Regiment in Diyarbakır. But the plywood and glue used in the construction of these planes didnt end up with good results and many accidents occured. The planes in Diyarbakır were transferred to Eskişehir. In the meantime the Regiment in Gaziemir was disbanded and the 1st Regiment was reorganized as 1st Air Base and the 2nd Regiment as the 2nd Air Base in 1951. In 1953 after the arrival of the US built Republic F-84G Thunderjets they were removed from active duty.

Nice shots!

T-6 Texans are one of the most widely used trainers in the history of aviation. Its design was based on BC-1 basic trainer and the first order was received in 1937. In between 1938-1945 15,495 T-6 were produced. 10,057 of these planes were procured by the USAAC/USAAF and the remainder were deployed at the USN with the SNJ code and at 30 ally countries. The RAF was very interested in T-6s and they demanded great numbers. They were also produced under licence in Canada by Noorduyn.Those produced for the RAF and under licence in Canada were named Harvards. Many USAAF pilots flew the T-6s before graduation and the pilots who participated the Battle of Britain and flew the Spitfires and the Hurricanes were trained on the British version Harvards.

In between 1948 and 1958 Turkey received a total of 196 T-6s within the MAP program. The first group composed of 100 T-6Cs arrived by ship on Aug.2nd 1948. In 1955 a total of 26 planes composed of 17 pcs Harvard IIB, 5 pcs Harvard II, 2 pcs SNJ-3 and 2 pcs SNJ-4 from the Norvegian Air Force were received. A third batch of 19 pcs LT-6Gs and 11 pcs T-6Gs from USAF arrived within September and October 1957. The last batch composed of 40 Harvard Mk.IIs were received from the RCAF. The T-6s were deployed at the Flying School and at the Figther Training School in between 1948 and 1951. In 1951 they were transferred to the newly founded Air Force Academy and they were deployed there until 1956 which were then transferred to the Flying School located at Gaziemir-İzmir. In 1974 their long and successful life within TuAF came to an end and they were replaced by the T-34s, T-41s and T-37s.

he C-54 Skymaster was derived from the prototype of a civilian airliner (the DC-4). C-54s began service with the USAAF in 1942, carrying up to 26 passengers. (Later versions carried up to 49 passengers.) The U.S. Navy also acquired the type, under the designation R5D. The C-54/R5D was one of the most commonly used transports by the U.S. armed forces in World War II. They remained in service unytil mid-1972. In 1959 two C-54s joineed the TuAF to serve as long-range transports. They were deployed at the Special Squadron but in 1971 they were transferred to the 224th Squadron. They were dropped from active duty in 1973

P-47s are among the most popular fighters of the WWII era. Its first flight took place on May 6th 1941 and a total of 15677 were produced. After the WWII, 180 P-47Ds were received within the US military aid program. All of the planes came within 1948 and they were deployed at the 9th, 5th 8th Regiments. After the reorganization of TuAF they equipped the 151st 152nd squadrons of the 5th AB (Air Base), 181st 182nd Squadrons of the 8th AB and 191st 192nd Squadrons of the 9th AB. P-47s are considered as interim aircraft before the jet era and their service life was relatively short. Starting in 1952 were started to be replaced by the F-84Gs. The last one was dropped from active duty in 1954.

The Focke-Wulf FW-190 made its first flight on June 1, 1939 and it entered service in 1941.After ıts first apearance in action over northwestern France in September 1941 it proved its superiority over the Spitfire Mk.V, Britain's best fighter of the period.

The FW-190 which was designed by the famous German designer Kurt Tank was a single-seat fighter which was also used as ground-attack aircraft and even as nightfighter until the end of the war. The FW-190 first saw action against Spitfires of the RAF in the spring of 1941. It had an excellent BMW 801Dg two-row radial engine, which was in excess since most German aircraft used in-line engines. The FW-190 was smaller than any British fighter, but carried heavier armament. Usually the armament arrangement included four 20mm cannon and two 7.9mm machine guns. It was extremely maneuverable, well-protected, and had a wide-track landing gear unlike other contemporary fighters.

The procurement of the FW-190 A3s is the last link of a chain of Turco-German relations covering cooperation in aviation which started even before the WWI by the arrival of German planes and aviators at the Ottoman Empire. It was followed by the foundation of TOMTAŞ with the cooperation of Junkers in Kayseri which produced the Junkers A20s. In accordance with the agreements that were signed in the following years various German planes were procured and they served within the Turkish Armed Forces among which Rohrbach, Gotha and the earlier Focke Wolf models may be named. Another commercial agreement in between the two goverments was signed in 1941 after the great efforts of the German ambassador, former premier, Franz von Pappen. Turkey was to supply iron and chromium ores which were very strategic material for Germany and in return Turkey was to receive FW-190 A3s. 72 pcs FW-190 A3 arrived Turkey and the first flight was made on July.10th 1943. The planes were deployed at the 1st, 2nd, 3rd 4th Cos of the 5th Air Regiment. They were very much liked by the pilots and the crew and they remained in service until the end of 1947.

This is all I have by the moment. I hope you have enjoyed the thread as much as I did doing it. To be honest I tought it was gonna be more successful than the South American Air Forces thread, but it looks like it isnt so. Anyway if I get more pics of the TAF I will post them here, so keep an eye open on this thread.

Gekho

Thanks for your effort, to be honest i had no idea before visiting your thread on how varied their resources were, and one of the few countries that had planes from both sides in that period, the only thing that makes the thread "less popular" imo is the fact that due to their neutrality there is not much going on from a model builder point of view.

8) Cool shots!

ANT-9 designed by the well-known Russian designer A.N.Tupolev as the first Soviet passenger plane by real means. Based on the earlier ANT-7 it was an all-metal, high wing plane equipped with three reciprocating engines. Its first flight took place on May 1,1929 and they were deployed within the same year. It was very much appreciated and it was named "Krilya Sovieta-The Wings of the Soviets". In 1932 the Soviet designer S.I.Komarov modified the plane. One of the major modifications was the installation of two more powerfull M17 reciprocating in-line engines instead of the previous three. This plane called ANT-9/PS-9 or simply PS-9 entered service in 1933. In the same year a Soviet delegation headed by Marshall Voroshilov came to Turkey together with a PS-9 and three Polikarpov R-5s to participate the 10th anniversary ceremonies of the Turkish Republic. After the ceremony the planes were presented to the Goverment. The PS-9 was handed over to the THP (Turkish Aerial Postal Services) which may be considered as the forerunner of the Turkish Airlines after serving the armed forces for one year. The plane remained in service until 1936.

The Airspeed A.S.10 Oxford was a multi-engine three-seat advanced trainer monoplane used as a military trainer by the RAF in the 1930's. The Oxford was developed to fit specifications T.23/26 for a trainer aircraft, and the prototype Oxford which first flew in 1937, was the military version of the Airspeed Envoy. The aircraft was of the cantilever low-wing monoplane type, powered by two Armstrong Siddeley Cheetah air-cooled radial engines of 375 hp, giving a speed of 190 mph at 10,000 feet. It entered service with the RAF in 1938 and the Royal Navy in 1939/1940 and served until 1945/46. These aircraft included the Mk I with an Armstrong Whitworth dorsal turret, and the Mk II which had the turret removed and was employed mainly for pilot and navigation training.

On the outbreak of World War II, Oxfords were selected as one of the favoured trainer aircraft in Canada, Australia and New Zealand as part of the Empire Air Training Scheme (EATS) or British Commonwealth Air Training Plan (BCATP), and trained many Fleet Air Arm personnel. The BCATP evolved following a meeting of Government representatives from United Kingdom, Australia, New Zealand and Canada in Ottawa, and signed an agreement to set up the Plan in December 1939, converting Canada into what President Roosevelt later termed "the aerodrome of democracy." The first schools opened in Canada in April 1940, and by 24 November 1940 the first trainees from the Scheme arrived in the UK. A total of 8,751Oxfords served in Britain, Australia, Canada, New Zealand, Rhodesia, and the Middle East. In total 137,000 aircrew came to Canada from all corners of the globe to earn their wings in the British Commonwealth Air Training Plan. One of the main training schools was at the RCAF Station, Yarmouth, Nova Scotia, Canada, where the Royal Navy had the eastern side of the airfield whilst the RCAF flew anti-submarine patrols in Cansos from the other side of the field.

Known to trainees as the "Ox Box" the Oxfords were used at the BCATP schools in Canada and EATS Australian schools for instruction in flying, navigation, gunnery, radio and bombing. Designed for all aspects of aircrew training, It enabled training to be given in navigation and direction finding, high-altitude bombing, air gunnery, aerial photography, night-flying and twin-engine flying. In Australia, the prefix A25 was allocated for RAAF use but the imported Oxfords retained their RAF serials. Altogether 391 Oxfords were shipped to Australia and the first aircraft, P6878, was received on 28 October 1940 and the last, LW999 in March, 1944. By the end of production over 8,000 were built.

In order to meet the multi-engined trainer plane demand of the TuAF 50 factory new Mk-1s were procured from the national budget and they were brought to Turkey via Egypt (1941). Later in 1946 30 more Mk.2s and 2 Consuls were bought. 20 of the Mk-2s were used as trainers and 10 as ambulance planes. The Consuls were used as VIP transports. These planes remained on duty until 1952 and were gradually replaced by AT-11s starting on 1949.