Heavy Bomber, Projects

Junkers EF 132 (Antares Models, Resin)

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TYPE: Long-range turbojet bomber. Project

ACCOMMODATION: Crew of five

POWER PLANT: Six Junkers Jumo 012 turbojet engines, rated at 2,500 kp thrust each

PERFORMANCE: 578 mph

COMMENT: The Junkers EF 132 was one of the last aircraft project developments undertaken by Junkers in WWII, and was the culmination of the Junkers Ju 287 design started in 1942. The shoulder-mounted wings were swept back at a 35 degree angle and featured a small amount of anhedral. Six Junkers Jumo 012 jet engines, each of which developed 2,500 kp of thrust, were buried in the wing roots. Wind tunnel results showed the advantages of having the engines within the wing, rather than causing drag by being mounted below the wing surfaces. Several wooden mockups were built of the wing sections, in order to find the best way to mount the engines without wasting too much space while at the same time providing maintenance accessibility.  The landing flaps were designed to be split flaps, and the goal was to make the gearing and operation simple. Because of the high placement of the wings to the fuselage, an unbroken bomb bay of 12 meters could be utilized in the center fuselage.  The tail plane was also swept back and the EF 132 had a normal vertical fin and rudder. An interesting landing gear arrangement was planned, that consisted of a nose wheel, two tandem main wheels beneath the center rear fuselage, and outrigger-type wheels under each outer wing. A fully glazed, pressurized cockpit located in the extreme fuselage nose held a crew of five. Armament consisted of two twin 20mm cannon turrets (one located aft of the cockpit, the other beneath the fuselage) and a tail turret containing another twin 20mm cannon. All of the defensive armaments were remotely controlled from the cockpit, and a bomb load of 4000-5000 kg was envisioned to be carried.
A wind tunnel model was tested in early 1945, and a 1:1 scale wooden mockup was also built at the Dessau Junkers facility to test the placement of various components, and also to check different air intake openings in the wing leading edge for the turbojet engines. The development stage had progressed far when the Soviets overran the Dessau complex and took possession of all of the Ju 287 and Junkers EF 131 and Junkers EF132 designs and components. The Soviets gave its approval for the bombed out Junkers Dessau factory to be partially rebuilt, the wind tunnels repaired and the turbojet engine test and manufacturing facilities to be put back into operation. In October 1946, the whole complex and the German engineers were transferred to GOZ No.1 (Gosoodarstvenny Opytnyy Zavod, State Experimental Plant), at Dubna in the Soviet Union, to continue development of the EF 131 and EF 132. Design work on the EF 132 continued under Dr. B. Baade at OKB-1 (the design bureau attached to GOZ No.1), under order of Council of Ministers (COM) directive No.874-266, an unpowered example was constructed to gather additional data, but only slow progress was made before the project was terminated on June 1948, by COM directive 2058-805 (Ref.: 17. 24).

Fighter, Fighterbomber

Mitsubishi A6M5c ‘Rei-sen’ (“Zero”, “Zeke”), (Hasegawa)

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TYPE: Carrier-borne fighter, fighter-bomber

ACCOMMODATION: Pilot only

POWER PLANT: One Nakajima NK1F “Sakae 21” radial engine, rated at 1,100 hp at 9,350 ft

PERFORMANCE: 351 mph at 19,685 ft

COMMENT: The Mitsubishi A6M “Zero” was the best known Japanese warplane of WW II. A6M “Zeros” were predominantly used by the Imperial Japanese Navy Air Service (IJN) on aircraft carriers, and also by its land-based fighter units. At the start of the Pacific War in 1941, the A6M constituted about 60% of the IJN fighter force. It took part in carrier operations throughout much of the Pacific Ocean, as well as over the northeast Indian Ocean
The Mitsubishi A6M “Zero” is a long-range fighter aircraft formerly manufactured by Mitsubishi Aircraft Company. Officially, the A6M was designated as the Mitsubishi Navy Type 0 carrier fighter (“Rei-shiki-kanjō-sentōki”), or the Mitsubishi A6M “Rei-sen”. The A6M was usually referred to by its pilots as the “Reisen” (Zero fighter), “0” being the last digit of the Imperial Year 2600 (1940) when it entered service with the Imperial Navy. The official Allied reporting name was “Zeke”, although the use of the name “Zero” was later adopted by the Allies as well.
The “Zero” was considered the most capable carrier-based fighter in the world when it was introduced early in WW II, combining excellent maneuverability and very long range. The IJN also frequently used it as a land-based fighter.
With its low-wing cantilever monoplane layout, retractable, wide-set conventional landing gear and enclosed cockpit, the “Zero” was one of the most modern carrier based aircraft in the world at the time of its introduction. It had a fairly high-lift, low-speed wing with very low wing loading. This, combined with its light weight, resulted in a very low stalling speed of well below 69 mph. This was the main reason for its phenomenal maneuverability, allowing it to out-turn any Allied fighter of the time.
The “Zero” quickly gained a fearsome reputation. Thanks to a combination of unsurpassed maneuverability — even when compared to other contemporary Axis fighters — and excellent firepower, it easily disposed the motley collection of Allied aircraft sent against it in the Pacific in 1941. It proved a difficult opponent even for the British Supermarine “Spitfire”.  Although not as fast as the British fighter, the “Zero” could out-turn the “Spitfire” with ease, sustain a climb at a very steep angle, and stay in the air for three times as long. In early combat operations, the “Zero” gained a legendary reputation as a dogfight achieving an outstanding kill ratio of 12 to 1, but by mid-1942 a combination of new tactics and the introduction of better equipment enabled Allied pilots to engage the “Zero” on generally equal terms. By 1943, due to inherent design weaknesses and an inability to equip it with a more powerful aircraft engine, the “Zero” gradually became less effective against newer Allied fighters. By 1944, with opposing Allied fighters approaching its levels of maneuverability and consistently exceeding its firepower, armor, and speed, the A6M had largely become outdated as a fighter aircraft. However, due to design delays and production difficulties, which hampered the introduction of newer Japanese aircraft models, the “Zero” continued to serve in a front line role until the end of the war in the Pacific. During the final phases, it was also adapted for use in Kamikaze operations.
Japan produced more “Zeros” than any other model of combat aircraft during the war. When the war in the Pacific Area of Action ended, 10,939 aircraft have been built by Mitsubishi Jukogyo K.K. and Nakajima Hikoki K.K. in four major variants A6M2, A6M3, A6M5, and A6M8, each variant including several subtypes. Nakajima built a float-plane variant, the Nakajima A6M2-N, Allied reporting name “Rufe”.
The Mitsubishi A6M5c, Model 52 Hei, featured an armament change: One 13.2 mm Type 3 machine gun was added in each wing outboard of the cannon, and the 7.7 mm gun on the left side of the cowl was deleted. Four racks for rockets or small bombs were installed outboard of the 13 mm gun in each wing. Engine changed to a Nakajima NK1F “Sakae21” although some sources state that the A6M5c had a more powerful “Sakae 31” engine. In addition, a 55 mm thick piece of armored glass was installed at the headrest and an 8 mm thick plate of armor was installed behind the seat. The mounting of the central 300 l (79 US gal) drop tank changed to a four-post design. Wing skin was thickened further. The first of this variant was completed in September 1944 (Ref.: 24).

Medium Bomber, Reconnaissance, Observation

Consolidated PBY-6A ‘Catalina’ (Revell, Parts scratch-built))

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TYPE: Patrol bomber flying-boat and amphibian

ACCOMMODATION: Crew of seven to nine

POWER PLANT: Two Pratt & Whitney R-1830-92 “Twin-Wasp” radial engines, rated at 1,200 hp each

PERFORMANCE: 196 mph at 6.700 ft

COMMENT: The PBY was originally designed as a patrol bomber, an aircraft with a long operational range intended to locate and attack enemy transport ships at sea in order to disrupt enemy supply lines. With a mind to a potential conflict in the Pacific Ocean, where troops would require resupply over great distances, the US Navy in the 1930s invested millions of dollars in developing long-range flying boats for this purpose. Flying boats had the advantage of not requiring runways, in effect having the entire ocean available. Several different flying boats were adopted by the Navy, but the PBY was the most widely used and produced.
Although slow and ungainly, Consolidated PBY “Catalinas” distinguished themselves in World War II. Allied forces used them successfully in a wide variety of roles for which the aircraft was never intended. PBYs are remembered for their rescue role, in which they saved the lives of thousands of aircrew downed over water. “Catalina” airmen called their aircraft the “Cat” on combat missions and “Dumbo” in air-rescue service.
Consolidated and Douglas both delivered single prototypes of their new designs, the XP3Y-1 and XP3D-1, respectively. Consolidated’s XP3Y-1 was an evolution of the XPY-1 design that had originally competed unsuccessfully for the P3M contract two years earlier and of the XP2Y design that the Navy had authorized for a limited production run. Although the Douglas aircraft was a good design, the Navy opted for Consolidated because the projected cost was only $90,000 per aircraft.
Consolidated XP3Y-1 design (company Model 28) had a parasol wing with external bracing struts, mounted on a pylon over the fuselage. Wingtip stabilizing floats were retractable in flight to form streamlined wingtips and had been licensed from the British Saunders-Roe company. The two-step hull design was similar to that of the P2Y, but the Model 28 had a cantilever cruciform tail unit instead of a strut-braced twin tail. Cleaner aerodynamics gave the Model 28 better performance than earlier designs. Construction is all-metal, stressed-skin, of aluminum sheet, except the ailerons and wing trailing edge, which are fabric covered
The Consolidated XP3Y-1 had its maiden flight on March 1935, after which it was transferred to the US Navy for service trials. The XP3Y-1 was a significant performance improvement over previous patrol flying boats. The Navy requested further development in order to bring the aircraft into the category of patrol bomber, and in October 1935, the prototype was returned to Consolidated for further work, including installation of 900 hp R-1830-64 engines. For the redesignated XPBY-1, Consolidated introduced redesigned vertical tail surfaces which resolved a problem with the tail becoming submerged on takeoff, which had made lift-off impossible under some conditions. The XPBY-1 had its maiden flight on May 1936, during which a record non-stop distance flight of 3,443 miles was achieved.
Around 4.051 aircraft were built, and these operated in nearly all operational theatres of World War II. The “Catalina” served with distinction and played a prominent and invaluable role against the Japanese. This was especially true during the first year of the war in the Pacific, because the Consolidated PBY “Catalina” and the Boeing B-17 “Flying Fortress” were the only aircraft available with the range to be effective in the Pacific.
The Consolidated PBY “Catalina” was built in seven major variants, the last, PBY-6A, was equipped with search radar in a radome above the cockpit, a taller fin and rudder and amphibious undercarriage (Ref.: 24).

Heavy Bomber, Projects

Blohm & Voss Bv P. 188.04-01 (Unicraft Models, Resin)

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TYPE: High-speed bomber. Project

ACCOMMODATION: Crew of two

POWER PLANT: Four Junkers Jumo 004C turbojet engines, rated at 1,020 kp each

PERFORMANCE: 510 mph

COMMENT:  With its Blohm & Voss Bv P.188 bomber projects the aircraft company proposed several different designs that would have been powered by four powerful turbojet engines. Most unusual was a long, specifically W-shaped wing design. The wings were placed –­ differing of project – from high to low on the fuselage side. Common to all projects was the layout of wings: their inner halves were swept back 20 degrees while the outer halves were swept 20 degrees forward. It was hoped that this arrangement would provide a better performance, both at high and low speeds.
The Blohm & Voss Bv P.188 bomber project had three different known variants. Blohm & Voss Bv P.188.01 was powered by four turbojets placed in separate nacelles under the wings. The W-shaped wing was placed high on the fuselage, the tail section was of a conventional type.
Very similar in design was the Blohm & Voss Bv P.188 02 except for a smaller, slightly raised cockpit, the wings were placed in mid-fuselage and a tail with a twin rudder arrangement.
The last design was the Blohm und Voss P.188.04 turbojet bomber. The fuselage center section was designed as an armored steel shell which was to hold the fuel supply, with the forward and rear sections being bays for the tandem twin main landing gear wheels. The W-shaped wing was place low on the fuselage and had a constant 3 degree dihedral. A crew of two sat in tandem in an extensively glazed, pressurized cockpit, which was flush with the fuselage. Four Junkers Jumo 004C turbojet engines were mounted in two nacelles, which were located beneath each wing, very similar to the Arado Ar 234C “Blitz” (“Lightning”) turbojet bomber. There were also an auxiliary ‘outrigger’ type landing gear outboard of the engine nacelles, these being more to steady the aircraft, and did not touch the ground when it was on an even keel. The tail was of a twin fin and rudder design, with a dihedral tail plane and the extreme tail had an airbrake. Armament consisted of two remote-controlled FDL 131 Z twin 13mm machine guns, guided by two PVE 11 periscopes aft of the cockpit, and firing to the rear. A bombload of 2000 kg could be carried externally. None of these futuristic projects were realized (Ref: 17, 24).

Reconnaissance

Mitsubishi Ki-46-II “Dinah”, 74th Dokuritsu Dai Shijugo Chutai (Matchbox Models, Parts Scratch-built)

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TYPE: Reconnaissance aircraft

ACCOMMODATION: Crew of two

POWER PLANT: Two Mitsubishi Ha-112 radial engines, rated at 1,080 hp each

PERFORMANCE: 375 mph at 19,000 ft

COMMENT: To the Allied aircrews ”Dinah” was known as the aircraft with the nice “linah”. Indeed, the Mitsubishi Ki-46 had probably the most graceful lines of any fighting aircraft of WW II. Cleanly designed, reliable and fast, this airplane performed its unspectacular tasks of high-altitude reconnaissance with considerable success from the first unauthorized overflight of Malaya before the Japanese invasion of that country to the surveillance flights over the US 20th Air Force’s bases in the Marianas during the closing stage of the war. Respected by its foes and trusted by its crews, the Ki-46 also captured the attention of the German Luftwaffe with fruitlessly negotiated the acquisition of a manufacturing license under the Japanese-German Technical Exchange Programme.
Because of the geographical location of Japan and the vastness of the area in which a potential conflict requiring their participation would be fought, the Imperial Japanese Army had a constant requirement for reconnaissance aircraft combining high speed with substantial range performance.
On 12 December 1937, the Imperial Japanese Army Air Force issued a specification to Mitsubishi for a long-range strategic reconnaissance aircraft to replace the Mitsubishi Ki-15. The specification demanded an endurance of six hours and sufficient speed to evade interception by any fighter in existence or development. The resulting design was a twin-engined, low-winged monoplane with a retractable tailwheel undercarriage. It had a small diameter oval fuselage which accommodated a crew of two, with the pilot and observer situated in individual cockpits separated by a large fuel tank. Further fuel tanks were situated in the thin wings both inboard and outboard of the engines. The engines, two Mitsubishi Ha-26s, were housed in close fitting cowlings developed by the Aeronautical Research Institute of the Tokyo Imperial University to reduce drag and improve pilot view.
The first prototype aircraft, with the designation Ki-46, flew in November 1939 from the Mitsubishi factory at Kakamigahara, Gifu. Tests showed that the Ki-46 was underpowered, and slower than required, only reaching 336 mph rather than the specified 373 mph. Otherwise, the aircraft tests were successful. As the type was still faster than the Army’s latest fighter, the Nakajima Ki-43 “Hayabusa” (“Peregrine falcon”, Allied code “Oscar”), as well as the Navy’s new Mitsubishi A6M2 “Zero”, an initial production batch was ordered as the Army Type 100 Command Reconnaissance Plane Model 1 (Ki-41-I).
While testing of the Ki-46-I was going on, the engine plant of Mitsubishi had under development an advanced version of the Ha-26-I engine, the Ha-102, with two-speed supercharger which was expected to boost take-off rating to1,080 hp. With this powerplant it was anticipated that the Ki-46 could easily meet its speed requirement and consequently Mitsubishi were instructed to proceed with the design of the Ki-46-II to be powered by a pair of Ha-102s. The first Ki-46-II was completed in March 1941 and the test progressed satisfying so the production started.
The new aircraft was first used by the Japanese Army in Manchukuo and China, where seven units were equipped with it, and also at times by the Imperial Japanese Navy in certain reconnaissance missions over the northern coasts of Australia and New Guinea. The Imperial Japanese Army Air Force used this aircraft for the same type of missions over present-day Malaysia during the months before the Pacific War. Later, it was used for high altitude reconnaissance over Burma, Indochina, Thailand, and the Indian Ocean.  The Mitsubishi Ki-46 was regarded by the Allied as a difficult aircraft to counter, only occasionally intercepting them successfully.
During WW II Mitsubishi factories produced 34 units Mitsubishi Ki-46-I, and 1093 units Mitsubishi Ki-46-II (Ref.: 1, 24).

Fighterbomber, Fighter-Torpedobomber

Blackburn “Firebrand” T.F. Mk IV (Czech Master, Resin)

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TYPE: Carrier-borne torpedo bomber, fighter bomber, fighter

ACCOMMODATION: Pilot only

POWER PLANT:  One Bristol “Centaurus” IX radial engine, rated at 2,520 hp

PERFORMANCE: 342 mph

COMMENT: The Blackburn “Firebrand” was a British single-engine strike fighter for the Fleet Air Arm of the Royal Navy designed during World War II by Blackburn Aircraft. Originally intended to serve as a pure fighter, its unimpressive performance and the allocation of its Napier “Sabre” piston engine by the Ministry of Aircraft Production (MAP) for the Hawker “Typhoon” caused it to be redesigned as a strike fighter to take advantage of its load-carrying capability. Development was slow and the first production aircraft was not delivered until after the end of the war. Only a few hundred were built before it was withdrawn from front-line service in 1953
The B-37, given the service name “Firebrand” on July 1941, was a low-winged, all-metal monoplane. Aft of the cockpit the fuselage was an oval-shaped stressed-skin semi monocoque, but forward it had a circular-section, tubular-steel frame that housed the main fuel tank and the auxiliary fuel tank behind the engine. The radiators for the neatly cowled “Sabre” engine were housed in wing-root extensions. The large wing consisted of a two-spar centre section with manually folded outer panels to allow more compact storage in the hangar decks of aircraft carriers. To increase lift and reduce landing speed the wing was fitted with large, hydraulically powered flaps that extended to the edges of the ailerons. The fixed armament of four 20 mm cannon was fitted in the outer wing panels. The fin and rudder were positioned forward of the elevator to ensure spin recovery and that the rudder would retain its effectiveness. The mainwheels of the landing gear were mounted at the ends of the centre wing section and retracted inwards.The “Firebrand” was unusual in the fact that there was an airspeed gauge mounted outside of the cockpit so that during landing the pilot would not have to look down into the cockpit to take instrument readings, foreshadowing the modern heads-up display.
The unarmed first prototype first flew on February 1942 using the “Sabre II”, the first of two armed prototypes following on July same year. The initial flight trials were a disappointment as the aircraft could only reach 32 mph below Blackburn’s estimated maximum speed. Replacement of the “Sabre II” with a “Sabre III”, an engine built specifically for the “Firebrand” improved its top speed to 358 mph at 17,000 ft.  The second prototype conducted deck-landing trials aboard the fleet carrier HMS “Illustrious” in February 1943.The “Sabre” engine was also used in the Hawker “Typhoon”, a fighter already in production and the MAP decided that the “Typhoon” had priority for the “Sabre”. The “Sabre” was also experiencing production problems and so a new engine was needed, along with the necessary airframe adaptations. To use the time and effort invested in the design, the MAP decided to convert the “Firebrand” into an interim strike fighter, to meet a Fleet Air Arm requirement for a single-seat torpedo bomber capable of carrying bombs, rockets and being capable of air-to-air combat. Nine production “Firebrand” F. Mk I aircraft were built to the original specifications and were retained for trials and development work
A new specification was issued as S.8/43 to cover the development of the “Firebrand” T.F. Mk III with the 2,400 hp Bristol “Centaurus” VII radial engine. Two prototypes were converted from incomplete F Mk Is and 27 additional aircraft were delivered, completing the first batch of 50 aircraft. The first prototype flew on December 1943, but construction of the new aircraft was very slow with the first flight not being made until November 1944. Most changes were related to the installation of the larger-diameter “Centaurus” engine, including air intakes for the carburetor and oil cooler in the wing-root extensions that formerly housed the engine’s radiators. Production aircraft after the first 10 were fitted with the improved “Centaurus” IX engine. The “Firebrand” T.F. Mk III was found to be unsuitable for carrier operations for a variety of reasons. The new engine produced more torque than the “Sabre”, and rudder control was insufficient on takeoff with the full flaps needed for carrier use. Visibility while landing was very poor, the tailhook attachment to the airframe was too weak, and the aircraft had a tendency to drop a wing at the stall while landing, so development continued to rectify these issues.
The “Firebrand” T.F. Mk IV, as the new development was designated, featured larger tail surfaces for better low-speed control. The enlarged rudder was horn balanced and the vertical stabilizer was offset three degrees to port to counteract the four-bladed Rotol propeller’s torque. The wings now featured hydraulically operated dive brakes on both upper and lower surfaces. The aircraft’s wings were now stressed to carry heavy bombs, drop tanks or RP-3 rockets. The frame that held the torpedo was connected to the undercarriage so that it pivoted nose-downward to increase ground clearance with the landing gear extended and pivoted upward to reduce drag while in flight. The “Firebrand” T.F. Mk IV first flew on May 1945, and 250 aircraft were ordered. But only 170 aircraft were completed and 50 more aircraft were cancelled (Ref.: 24).

Fighter

Messerschmitt Me 209 V4 (Huma Models)

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TYPE: Interceptor, fighter

ACCOMMODATION: Pilot only

POWER PLANT: One Daimler-Benz DB 601A liquid-cooled engine, rated at 1,175 hp

PERFORMANCE: 370 mph app.

COMMENT: The designation Messerschmitt Me 209 was used for two separate projects during World War II. The first was a record-setting, single-engine race aircraft, for which little or no consideration was given to adaptation for combat (Messerschmitt Me 209 V1). The second Me 209 was a proposal for a follow-up to the highly successful Messerschmitt Bf 109 which served as the Luftwaffe’s primary fighter throughout World War II.
In late 1939, after three prototypes of the record-breaking aircraft were built the fourth prototype, the Messerschmitt Me 209 V4, was adapted to a fighter aircraft. The fuselage was essentially similar to that of the record-speed aircraft but the vertical tail surfaces were substantially increased in area, the main undercarriage legs were shortened, an entirely new wing was fitted, and the maximum gross weight was reduced.
For initial flight trials, the Me 209 V4 was fitted with a standard Daimler-Benz DB 601A engine and retained the surface evaporation cooling system employed by its  high-speed predecessors, but this system was far from perfection and continuously troublesome, and after the eighth test flight was removed  and replaced by shallow, low drag radiators beneath the inboard wing panels. The resumption of flying trials immediately revealed inadequacy of the cooling provided by the underwing radiators, and the handling characteristics of both on the ground and in the air proved extremely poor. By 1940, the overall wing span had been increased and both horizontal and vertical tail surfaces had been enlarged, but trial revealed no major improvement of the characteristics of the fighter.
With each successive modification weight escalated and performance diminished, and as the Me 209 V4 was by now decidedly underpowered, the DB 601A was replaced by a DB 601N affording 1,200 hp for take-off. But troubles still continued and further tests proved that speed performance was marginally lower than that of the standard Messerschmitt Me 109E. Finally all further development was abandoned.
However, combat actions with British Supermarine “Spitfires” showed an urgent need for a successor of the Luftwaffe’s Messerschmitt Me 109. So the Messerschmitt design bureau had been engaged in developing a modernized, more powerful derivative of the Me 109 and the RLM transferred the designation Me 209 to the new fighter which should employ a large portion of a standard Me 109 components. In fact, at the outset it was envisaged that there would be approximately 65 per cent airframe communality between the Me 109G and what now referred to as Messerschmitt Me 209-II (Ref.: 7).

 

Fighter, Projects

Kugisho High-Speed Aircraft Project with NK-1B (Unicraft, Resin)

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TYPE: Interceptor, fighter. Project

ACCOMMODATION: Pilot only

POWER PLANT: One Nakajima NK-1B “Sakae” radial engine, rated at 1,100 hp

PERFORMANCE: No data available

COMMENT: On 26 April 1939, a German Messerschmitt Me 209 V1 set a new world speed record of almost 469 mph. This relative small Me 209 was a completely new aircraft and not to mistake for a replacement of the Messerschmitt Me 109, entering service with the Luftwaffe at the same time. Its only purpose was to set a new speed record.
Impressed by that speed the Imperial Japanese Navy Air Force authorized the Yokosuka Naval Air Technical Arsenal, Yokosuka also known as Kaigun Koku Gijutsusho or Kugisho to propose several designs of similar aircraft. In a complete reversal from previous Japanese Navy requirements priority was given speed, rate of climb, and maneuverability.
One design was built around a Nakajima NK1 “Sakae” radial engine, one of the most powerful engines available in Japan at that time. Another design proposed by Kugisho was the Kugisho (Kugisho High-Speed Aircraft Project with DB 601A), powered by a Kawasaki Ha-40 liquid-cooled engine derived from the German Daimler-Benz DB 601A. A more powerful variant of this engine was installed in the world record-breaking Messerschmitt Me 209 V1.
Although calculations and designs were in an advanced stage none of the Kugisho projects were realized
Noteworthy is the fact that the Imperial Japanese Army Air Force had similar projects, e. g. the Kawasaki Ki-60.

Fighterbomber

Douglas A-26B „Invader“ (Airfix)

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TYPE: Light bomber, ground-attack aircraft

ACCOMMODATION: Crew of three

POWER PLANT: Two Pratt & Whitney R-2800-27 “Double Wasp” radial engines, rated at 2,000 hp each

PERFORMANCE: 355 mph


COMMENT: The A-26 “Invader” was Douglas Aircraft’s successor to the A-20 (DB-7) “Havoc”, also known as Douglas “Boston”, one of the most successful and widely operated types flown by Allied air forces in World War II. The Douglas XA-26 prototype first flew on 10 July 1942. Flight tests revealed excellent performance and handling, but problems with engine cooling led to cowling changes and elimination of the propeller spinners on production aircraft. Repeated collapses during testing led to strengthening of the nose landing gear.
The Douglas A-26 was originally built in two different configurations. The Douglas A-26B had a gun nose, which originally could be equipped with a combination of armament including 12.7 mm machine guns, 20mm or 37mm auto cannon, or even a 75mm pack howitzer (which was never used operationally). Normally the gun nose version housed six (or later eight) .50 caliber machine guns, officially termed the “all-purpose nose”, later commonly known as the “six-gun nose” or “eight-gun nose”. The Douglas A-26C “Invader” had a glass” nose, officially termed the “Bombardier nose” and contained a Norden bombsight for medium altitude precision bombing.
After about 1,570 production aircraft, three guns were installed in each wing, coinciding with the introduction of the “eight-gun nose” for A-26Bs, giving some configurations as many as 14 12.7 mm machine guns in a fixed forward mount. A-26C nose section could be exchanged for an A-26B nose section, or vice versa, in a few man-hours, thus physically and officially changing the designation and operational role. The “flat-topped” canopy was changed in late 1944 after about 820 production aircraft, to a clamshell style with greatly improved visibility.
Alongside the pilot in an A-26B, a crew member typically served as navigator and gun loader for the pilot-operated nose guns. A tractor-style “jump seat” was located behind the “navigator’s seat”. In most missions, a third crew member in the rear gunner’s compartment operated the remotely controlled dorsal and ventral gun turrets, with access to and from the cockpit possible via the bomb bay but only when that was empty. The gunner operated both dorsal and ventral turrets via a novel and complex (and problematic) dual-ended periscope sight, which was a vertical column running through the center of the rear compartment, with traversing and elevating/depressing periscope sights on each end. The gunner sat on a seat facing rearward, and looked into a binocular periscope sight mounted on the column, controlling the guns with a pair of handles on either side of the column. When aiming above the centerline of the aircraft, the mirror in the center of the column would flip, showing the gunner what the upper periscope was seeing. When he pressed the handles downward, as the bead passed the centerline the mirror would automatically flip, transferring the sight “seamlessly” to the lower periscope. The guns would aim wherever the periscope was aimed, automatically transferring between upper and lower turrets as required, and computing for parallax and other factors. While novel and theoretically effective, a great deal of time and trouble was spent trying to get the system to work effectively, which delayed production, and it was difficult to keep maintained in the field even once production started.
The Douglas Company began delivering the production model A-26B to the USAAF on September 1943, with the new bomber first seeing action with the Fifth Air Force in the Southwest Pacific Theater on June 1944, when Japanese-held islands near Manokwari were attacked. The pilots in the 3rd Bomb Group’s 13th Squadron, “The Grim Reapers”, who received the first four A-26s for evaluation, found the view from the cockpit to be restricted by the engines and thus inadequate for low-level attack. General George Kenney, commander of the Far East Air Forces stated that, “We do not want the A-26 under any circumstances as a replacement for anything”.
Douglas needed better results from the “Invader’s” second combat test, so A-26s began arriving in Europe in late September 1944 for assignment to the Ninth Air Force. The initial deployment involved 18 aircraft and crews assigned to the 553rd Squadron of the 386th Bomb Group. This unit flew its first mission on September 1944. No aircraft were lost on the eight test missions, and the Ninth Air Force announced that it was happy to replace all of its Douglas A-20s and Martin B-26 “Marauders” with the Douglas A-26 “Invader” (Ref.: 24).

Cargo

Junkers Ju 52/3mg14e (Italeri)

Gallery

TYPE: Cargo and troop transport aircraft

ACCOMMODATION: Crew of two plus 18 troop

POWER PLANT:  Three BMW 132T-2 radial engines, rated at 830 hp each

PERFORMANCE: 168 mph at 2,000 ft

COMMENT: The Junkers Ju 52/3m (nicknamed “Tante Ju”, “Aunt Ju”) was German trimotor transport aircraft manufactured in Germany from 1931 until the end of WW II. In total 4.845 aircraft have been built.
Initially designed with a single engine but subsequently produced as a trimotor, Junkers Ju 53 /3m – suffix “3m” means “Drei Motoren” (three engines) it saw both civilian and military service from mid1930 onwards.
The Ju 52 was similar to the company’s previous Junkers W 33, although larger. Designed in 1930 at the Junkers works at Dessau, Germany, the aircraft’s featured an unusual corrugated duraluminium  metal skin, pioneered by Junkers during WW I, strengthened the whole structure.
The Ju 52 had a low cantilever wing, the midsection of which was built into the fuselage, forming its underside. It was formed around four pairs of circular cross-section duralumin spars with a corrugated surface that provided torsional stiffening. A narrow control surface, with its outer section functioning as the aileron, and the inner section functioning as a flap, ran along the whole trailing edge of each wing panel, well separated from it. The inner flap section lowered the stalling speed and the arrangement became known as the “Doppelflügel” ( “double wing”).
The outer sections of this operated differentially as ailerons, projecting slightly beyond the wingtips with control horns. The strutted horizontal stabilizer carried horn-balanced elevators which again projected and showed a significant gap between them and the stabilizer, which was adjustable in-flight. All stabilizer surfaces were corrugated.
The fuselage was of rectangular section with a domed decking, all covered with corrugated light alloy. There was a port side passenger door just aft of the wings, with windows stretching forward to the pilots’ cockpit. The main undercarriage was fixed and divided; some aircraft had wheel fairings, others not. There was a fixed tailskid, or a later tailwheel. Some aircraft were fitted with floats (Junkers Ju 52/3mg5e) or skis instead of the main wheels.
Originally powered by three Pratt & Whitney R-1690 “Hornet” radial engines, later production models mainly received 770 hp BW 132 engines, a license-built refinement of the Pratt & Whitney design. The two wing-mounted radial engines of the Ju 52/3m had half-chord cowlings and in planform view (from above/below) appeared to be splayed outwards, being mounted at an almost perpendicular angle to the tapered wing’s sweptback leading edge (in a similar fashion to the Mitsubishi G3M bomber (Allied code “Betty”) and Short “Sunderland” flying boat; the angled engines on the Ju 52 were intended to make it easier to maintain straight flight should an engine fail, while the others had different reasons). The three engines had either “Townend” ring or NACA cowlings to reduce drag from the engine cylinders, although a mixture of the two was most common, with deeper-chord NACA cowlings on the wing engines and a narrow “Townend” ring on the center engine, which was more difficult to fit a deeper NACA cowl onto, due to the widening fuselage behind the engine. Production Ju 52/3m aircraft flown by Luftwaffe usually used an air-start system to turn over their trio of radial engines, using a common compressed air supply that also operated the main wheels’ brakes.
In service with Lufthansa, the Junkers Ju 52/3m had proved to be an extremely reliable passenger airplane. Therefore, it was adopted by the Luftwaffe as a standard aircraft model and flew as a troop and cargo transport.. The Luftwaffe had 552 Ju 52/3ms in service at the beginning of WW II. Even though it was built in great and production continued until approximately the summer of 1944; when the war came to an end, there were still 100 to 200 aircraft available (Ref.: 24).