Bombers of World War II: Soviet, American, British, German

Wikipedia list article

This list covers aircraft of the German Luftwaffe during World War II from 1939 to 1945. Numerical notations are primarily found in the RLM notation system.

The Luftwaffe of the Third Reich officially existed from 1933 to 1945, but training began in the 1920s, before the Nazi election, and many aircraft made in the interwar years were used in World War II. The main list contains the most significant aircraft that participated, as well as minor types. Pre-war aircraft not used after 1938 were not used, as were designs and aircraft that were not used. The roles listed are those for which the aircraft were used during the war - many obsolete pre-war combat aircraft continued to be used as trainers rather than in their original more conventional roles. Captured or acquired aircraft are listed separately as many were used for evaluation purposes only, while those that were available in sufficiently large numbers were generally used as trainers, with a small number used for special operations. with the exception of some Italian aircraft, sometimes used in large numbers, mainly as transport aircraft. A complete list of aircraft from 1933–1945 can be found in the Reich Ministry's aircraft list at: A list of RLM aircraft designations and a full explanation can be found in the RLM aircraft designation system. The small number of surviving pre-1933 aircraft were not noticed by the RLM system and only the company name or designation was used.

"Heinkel"

One of the main and most common Luftwaffe bombers was the Heinkel He 111. A total of 7,600 of these machines were produced. Some of them were modifications of attack aircraft and torpedo bombers. The history of the project began with the fact that Ernest Heinkel (an outstanding German aircraft designer) decided to build the fastest passenger aircraft in the world. The idea was so ambitious that it was viewed with skepticism by both the new Nazi political leadership of Germany and industry professionals. However, Heinkel was serious. He entrusted the design of the car to the Gunter brothers.

The first prototype aircraft was ready in 1932. He managed to break the then speed records in the sky, which was an undeniable success for the initially dubious project. But this was not yet the Heinkel He 111, but only its predecessor. The army became interested in a passenger plane. Representatives of the Luftwaffe achieved the start of work on creating a military modification. The civilian aircraft had to turn into an equally fast, but at the same time deadly bomber.

The first combat vehicles left their hangars during the Spanish Civil War. The Condor Legion received the aircraft. The results of their use satisfied the Nazi leadership. The project was continued. Heinkel He 111s were later used on the Western Front. This was during the Blitzkrieg in France. Many enemy bombers of World War II were inferior in technical characteristics to the German aircraft. His great speed allowed him to overtake the enemy and evade pursuit. Airfields and other important strategic sites in France were primarily bombed. Intensive air support allowed the Wehrmacht to operate more effectively on the ground. German bombers made a significant contribution to the successes of Nazi Germany in the early stages of World War II.

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It is no secret that before the start of the Second World War, Soviet military aviation was far from in its best condition. The reason for this was the technical lag of the aviation industry compared to foreign analogues.

This lag was a consequence of poor aircraft design and construction practices in the 1930s. The lag had the greatest impact on heavy aviation.

Here I will compare Soviet bombers and their Western "analogues" to understand why the lag in the 30s greatly harmed the future.

We must first understand two important things that make an airplane successful. The main ones are:

• High technical characteristics
• Mass production

In a word, the aircraft must not only have good technical characteristics (speed, load, security), but also must be successfully produced in large quantities. Only then will the plane be a success.

There are many examples to the contrary. For example, the Pe-8 plane. It had high flight characteristics, but it was not suitable for mass production. As a result, the Pe-8 bomber was produced in only 93 copies and did not play a big role in the Second World War. The project was unsuccessful.

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In the USSR in 1941 there were 3 main bombers.

1. TB-3
2. SB (ANT-40)
3. Pe -2

I'll sort everything out in order. Here's about the TB-3 aircraft. The aircraft was put into operation in 1932, by designer A. Tupolev, at AGOS TsAGI. He was not bad at all for his time. But by the mid-1930s it had become an obsolete model.

TB - 3, the aircraft stopped being produced back in 1938, but at the beginning of the Second World War it remained the main one.....

It was discontinued in 1938, but due to the lack of a modern replacement, it continued to be in service. Its disadvantages were low speed, weak weapons and poor hull protection.

At the beginning of the Second World War, all these shortcomings manifested themselves very widely. During the daytime, the plane turned into a real “grobolet.” For these reasons, they were more likely to use it at night.

The plane was poorly suited for the war of that time. His time was up in the mid 30s

Further. SB plane. It was developed at the Tupolev Design Bureau, designer A. Arkhangelsky, in 1934. It was put into operation in 1936.

SB (ANT 40), by the beginning of the Second World War the aircraft was outdated

At the beginning he performed well in Spain. Then, after the appearance of the Me-109, which deprived the ANT-40 of its main advantage in the form of speed, the planes began to fall one after another. By 1941, the SB aircraft became obsolete and was discontinued. He did not meet the demands of the new time.

The main disadvantage of these machines in war conditions was their weak defensive weapons and the almost complete lack of armor protection for the crew and vital parts of the aircraft.

Further. Pe-2 airplane. Dive bomber, created by designer V. Petlyakov in the Central Design Bureau of the NKVD, commissioned in 1941.

Pe-2, a plane that was designed for a new war

One can say about this plane - a machine for that time, with excellent flight characteristics, good equipment and automation. The success of the Soviet aircraft industry. Successful not only because it had high technical characteristics, but also because it was disposed to mass production. The car was produced until the very end of the Second World War.

Designer V. Petlyakov, having spent time in prison and worked in the NKVD Administration Bureau, developed a new good bomber

That's probably all about the main Soviet bombers. Now about the German ones. The German Air Force had several basic bomber models

1. Junkers Ju 86
2. Junkers Ju 87
3. Heinkel He 111

I'll start with the 86 model. Junkers Ju 86 is a German high-altitude medium bomber, created at the Junkers design bureau under the leadership of E. Zindel.

Junkers 86, the aircraft was produced from 1936.

The first flight took place on November 4, 1934. The Ju-86A-1 variant entered service with the Luftwaffe in February 1936. The aircraft, accepted for service in 1936, fully met the requirements of the time in 1941.

Further. The Junkers Yu-87 Stuka was a single-engine, two-seat (pilot and rear gunner) dive bomber and attack aircraft from World War II. The aircraft also fully met the requirements of modern warfare.

Junkers 87

And finally, the Heinkel He 111 is a German medium bomber, one of the main bombers of the Luftwaffe.

Heinkel 111

Apart from the Pe-2 and Er-2, the USSR simply did not have suitable analogues at the beginning of the Second World War, which were put into operation and mass production in the 1930s. An exception can be partly called the Su-2 aircraft (production ceased in November 1941) and the slightly more successful Il-4 (DB-3 F), which was a development of the DB-3.

I don’t take into account the Tupolev Tu-2, since it was not mass produced until 1944.

On the contrary, the best German aircraft were created in the mid-1930s, but their technical characteristics fully met the requirements of the 1940s. The Germans created successful models long before the start of the war. In fact, the German aviation industry laid the foundation for its future victories in the air in the period from 1934 to 1936, when new generation aircraft were designed and put into operation.

Bomber Il - 4, was the main bomber during the Second World War

In part, it was probably the only successful bomber aircraft that had its roots in the 30s (DB 3)

Here is a comparative table of Soviet and German aircraft in WWII, which were produced and were in great demand during the war.

What Germany created for the war, it created in the mid-30s, and the USSR did it only in the early 40s. When the war was coming.

Design Bureau Tupolev and his associates - Petlyakov, Arkhangelsky worked to the detriment of the country, in other words, they simply harmed it. They did this deliberately, trying to harm the country’s defense in a future war.

Ultimately, Germany made a big push. The USSR did not make this breakthrough in the 1930s. We had to build up lost time right before the start of the Second World War

To do this, it was necessary to cleanse the production sector of all kinds of pests. Those from whom practical benefits could be obtained were left to work in the “sharashkas”.

They were left no choice but to work honestly for the Soviet regime. And the Soviet aviation industry began to close the gap.

"Junkers"

In 1940, the Heinkel began to be gradually replaced by more modern Junkers Ju 88 (“Junkers Ju-88”). During the period of active operation, 15 thousand of these models were produced. Their indispensability lay in their versatility. As a rule, World War II bombers were designed for one specific purpose - bombing ground targets. With Junkers everything was different. It was used as a bomber, torpedo bomber, reconnaissance aircraft and night fighter.

Like the Heinkel in its time, this plane set a new speed record, reaching 580 kilometers per hour. However, production of the Junkers began too late. As a result, only 12 vehicles were ready by the start of the war. Therefore, at the initial stage, the Luftwaffe mainly used Heinkel. In 1940, the German war industry finally produced enough new aircraft. Rotations have begun in the fleet.

The Ju 88's first serious test came in the Battle of Britain. In the summer and autumn of 1940, German planes persistently tried to take over the skies over England, bombing cities and enterprises. Ju 88s played a key role in this operation. British experience allowed German designers to create several modifications of the model, which were supposed to reduce its vulnerability. The rear machine guns were replaced and new cockpit armor was installed.

Towards the end of the Battle of Britain, the Luftwaffe received a new modification with a more powerful engine. This Junkers got rid of all its previous shortcomings and became the most formidable German aircraft. Almost all bombers of World War II were changed throughout the conflict. They got rid of unnecessary features, were updated and received new characteristics. The Ju 88 had the same fate. From the very beginning of their operation, they began to be used as dive bombers, but the frame of the aircraft could not withstand too much load exerted by this method of bombing. Therefore, in 1943, the model and its sight were slightly changed. After this modification, pilots were able to drop projectiles at an angle of 45 degrees.

Luftwaffe strike force (Junkers Ju-88 bomber) Part 1. Bombers

The history of the Junkers Ju 88, one of the most famous bombers of the Second World War, began in 1934. It was then that the technical council of the Reich Air Ministry (IMA) issued conditions for the construction of a combat aircraft, designated in German terminology as the “Kampfz-erstorer”. But although literally translated this means something close to our term “attack aircraft,” the new machine was supposed to be a bomber, torpedo bomber, attack aircraft and reconnaissance aircraft. It was developed by Henschel, Focke-Wulf, and Bayerschi Flugzeugwerk. After the legalization of the Luftwaffe in 1935, the project was renamed “Schnellbomber” (high-speed bomber) with appropriate amendments to the terms of reference. According to it, the armament was supposed to consist of one MG15 Kalifa 7.92 mm machine gun, 750 kg of bomb load with a maximum speed of up to 500 km/h. It was planned to reach an altitude of 7000 meters in 25 minutes while maintaining a speed of 450 km/h.

By the appointed deadline, their projects were presented (Hs-127), Messerschmitt (VP62/163) and Junkers (Ju85 and Ju88). From the Junkers projects, the Ju88 was selected and three prototypes Ju88 Vl, V-2, V-3 were ordered. Three prototypes were also ordered for other applicants.

Work on the first prototype began in January, and in December 1936 it made its first flight. It was piloted by the company's chief pilot, Captain Kinderman. The vehicle was equipped with DB-600A 1000 hp engines. The Ju88 Vl crashed on one of its test flights, and testing continued on the V-2 with the same engines. However, a new cooling system was installed on this machine. The third V-3 prototype, which took off in September 1937, had Jumo 211A 1100 hp engines.

Having studied the experience of using the SB aircraft in the Spanish Civil War, the IMA prompted the Juncker company to make some alterations in the layout of the aircraft, resulting in the Ju88 V-4, which made its first flight in early February 1938. The modifications were limited to equipping the navigator's workplace in a fully glazed Hqcy and installing a lower shooting gondola to protect the rear hemisphere, which required the introduction of an additional crew member. It was this type of cabin that became the main one for bomber, reconnaissance and, in part, attack variants.

By 1938, the Nazis needed a record to demonstrate the success of the German aircraft industry. Having carefully “licked” the aerodynamics of the V-4 and installed the Jumo 211 V-1 engine of 1200 hp, we got a record V-5, which took off in April 1938. In March 1939, pilots Ernst Siebert and Kurt Heintz set a speed record on a 1000-kilometer route with a load of 2000 kg. The average speed was 517 km/h. Subsequently, V-2 and V-5 served as the basis for the development of the Ju-288

The Ju88 V-6, with the same engines as the V-5 and single-strut main landing gear, flew in June 1938.

The Ju88 V-7 was practically no different in appearance from the V-6 and served as the ancestor of the Ju88C modification. The V-8 and V-9 prototypes were equipped with wing brake grilles of the type used on the Ju87.

Of the 15 thousand “eighty-eighths”, 9,122 vehicles were produced as bombers. Their ancestor was the Ju88 A-0, which took off in March 1939. The crew included four people. Behind the pilot sat a gunner-radio operator who served the MG15 to protect the rear upper hemisphere. The navigator, in addition to his direct duties, could fire from an MG15 machine gun mounted in the windshield. In the lower “bath”, which also served as the entrance to the cabin, there was a gunner who operated an MG15 machine gun for defense from below to the rear. Ten pre-production A-0s were brought together into the “test team 88” to develop rules for combat use and retrain personnel of combat units on the new equipment.

Serial production of Ju88 was distributed among several subcontractors—Heinkel, Arado, Dornier, Volkswagen, etc.

The first production vehicles were designated Ju88 A-1, as they were different from the A-0. Thus, four-bladed propellers were replaced with three-bladed VDM ones, the stand of the additional towed antenna was moved from the right lower part of the fuselage to the left, etc. All pre-production A-0s were converted to the A-1 standard. This vehicle, with maximum fuel filling, could carry 500 kg of bombs for 3680 km, or with a minimum (front-line) 2400 kg for 1260 km. To increase the range, in addition to the additional tank in the bomb bay, tanks with a capacity of 900 liters could be suspended on the ETC underwing locks. These locks could also be used to hang sea mines weighing up to 500 kg, dropped from a height of 90 m at a speed of 300 km/h. Defensive weapons remained the same - 3 MG15 machine guns. The plane developed a maximum speed of 450 km/h at an altitude of 5490 m, cruising speed ranged from 350 to 390 km/h. The radio equipment consisted of a FuG-10 HF radio, a FuG-16 VHF radio, and a FuB-13 navigation system for blind flights.

The Ju88 A-1 first entered combat in September 1939. Four vehicles attacked a group of British warships in the North Sea. Crews reported bomb hits on the aircraft carrier Ark Royal and the battlecruiser Hood. In October 1939, during a raid on the Firth of Forth base, two vehicles were lost, including the group commander. They were shot down by Spitfires of 602 and 603 squadrons RAF. As a result of the raid, the cruiser Edinburgh and the corvette Mohawk were damaged, and the cruiser Southampton was hit by an unexploded bomb. Participation in the summer campaign of 1940 became purely episodic due to the fact that the personnel had not yet had time to master the new equipment. By the beginning of the Battle of England, only one group was fully ready for combat and three more were partially ready. Basically, these groups were involved in blocking British airfields.

During the fighting, it became clear that the defensive weapons of the Ju88 were clearly insufficient. As a result, the radio operator received another machine gun, and on some vehicles an additional MG15 was installed in the very nose of the navigator's workplace. In this case, a standard machine gun was fixed in the cockpit windshield and the pilot fired from it.

The Ju88 A-2, which appeared soon, differed from the A-1 in its Jumo 211 G-1 engines with 1200 hp each. and the possibility of using Walter rocket boosters. The Ju88 A-3 was an unarmed, dual-control training vehicle that looked almost identical to the A-2.

At the beginning of 1940, the A-4 modification appeared with Jumo 211F or J engines of 1400 hp. However, the launch of the engines into series was delayed, and then they created the Ju88 A-5, which was an A-1 with planes from the A-4 and Jumo 211 B-1 engines, and in later series Jumo 211 G-1 or H-1 1200 each hp The defensive armament remained as on the A-1 of later series, although there are references to the A-5 with one machine gun for the radio operator. The wing area increased from 18.5 to 20.08 square meters. m due to an increase in scope. It was possible to mount two more ETC 250 bomb racks on the outside of the engine nacelles. Sometimes a “friend or foe” radar answering machine of the FuG-25 ​​type was additionally installed. The latest series of A-5s received new radio antenna racks on the cabin roof and fin, as well as new blisters above the machine guns of the radio operator.

The first production A-5s managed to take part in the “Battle of Britain” along with the A-1. After the occupation of Greece and Yugoslavia, all A-1s were returned to the factory for conversion into A-5s. An example is the plane shot down near Chivenor airfield. These vehicles, in addition to a new wing and engines, carried enhanced weapons. Thus, the radio operator gunner received a second MG15, and the lower gunner received a new turret with MG81 or MG131 (13 mm caliber). Some A-5s had a turret with a twin MG81Z. In total in 1940-1941. 3962 A-5s were produced.

The completion of the development of the Jumo211 F and J engines made it possible to expand production of the Ju88 A-4. The first production vehicles took off at the beginning of 1941. They were equipped with Jumo211 F engines, and later with 211J and J-2 engines, which became the standard for modification. The installation of a new cooling system entailed altering the landing gear doors and the shape of the tunnel for supplying air to the radiators. Metal VDM propellers with narrow blades were replaced with wooden VS-11 propellers with wide blades and a new spinner. An increase in engine power made it possible to increase the take-off weight and armor the flight deck. In addition, an armored backrest was installed on the pilot's seat, and on subsequent modifications it was made entirely of armored steel. The MG15 machine guns were replaced with MG81, and the bottom gunner received a “spark” MG81Z. The front machine gun had 750 rounds of ammunition, the gunner-radio operator's machine guns had 1,000 rounds of ammunition per barrel, and the lower gunner had 1,800 rounds of ammunition for the MG81Z. Subsequently, the weapons often varied.

On the internal sling, the aircraft could lift up to twenty 50 kg bombs or an additional tank of 1220 liters and ten 50 kg bombs, or two tanks of 1220 and 680 liters. Various bombs with a total weight of up to 1 ton or two tanks of 900 liters each could be hung on the external locks on the locks closest to the fuselage. The total bomb load increased to 3500 kg, and the speed increased by 24 km/h.

During serial production, the A-4 underwent a number of modifications. Thus, on some machines, a protective frame was mounted to protect against barrage balloons, and an antenna for the EZ6 radio navigation complex was installed on the upper part of the fuselage. Two F-shaped antennas of the FuGlOl radio altimeter were mounted under the left plane at the end of the wing.

The first major operation for the Ju88 A-4 was Operation Barbarossa. One of the invasion units fully equipped with new vehicles was the KG51 group. By the beginning of 1942, all units of the eastern front flying the Ju88 of early modifications received the A-4. By the end of the same year, Ju88s of all modifications accounted for almost half (520 out of 1135) of German bomber aircraft.

The next aircraft of the A family was the Ju88 A-6, created on the basis of the A-5. In fact, two vehicles A-6 and A-6/U passed under this designation.

Massive German air raids at night led to the active use of barrage balloons by the British. At the end of 1940, one of the A-5s was converted into a "cleaner". This came down to installing a 380 kg deflector frame and cutters at the ends of the planes, as well as a 59 kg counterweight in the rear fuselage. Combat use showed that, despite the effective counteraction to balloons, the increase in weight by almost half a ton and the bulky frame negatively affected speed, stability and controllability (the speed decreased by 32 km/h). All this led to limited use of the machine.

After this, all A-6s made were converted to A-6/U. The modification came down to replacing the engines with Jumo211F or J. In addition, the lower gunner's gondola was removed and FuG 200 anti-ship locators were installed, the antennas of which were mounted at three points in the nose of the fuselage. Sometimes FuG 217 locators were additionally installed. These types of locators are characterized by the installation of antennas on the wings.

Bomber weapons were sacrificed for range. Additional tanks were installed in the bomb bays, and only underwing ETC holders were used for bombs. These vehicles were used mainly for naval reconnaissance and anti-convoy warfare. Units armed with them were based in France, Norway and southern Italy.

The designation A-7 was given to the training unarmed modification of the A-5 with Jumo211 N-1 engines of 1200 hp. and the dismantled lower gondola.

Ju88 A-8 was a successor to the A-6, converted from an A-4. Instead of a frame, it used cutters of the “Kuto-Nase” type, located along the entire span of the wing on the leading edge. They were subsequently used on other types of Luftwaffe bombers.

After landing in North Africa, the Germans needed aircraft that would meet the specifics of the desert theater of operations.

The appearance of A-1/Trop, A-4/Tgor and A-5/Trop is due to the installation of dust filters and special equipment on production vehicles in case of an emergency landing (water, sunglasses, weapons, food emergency equipment). In the company's technical documents, A-4/Tgor became A-11, A-1/Trop became A-9, and A-5/Trop became A-10. This happened because of the desire to demonstrate to the Ministry of Aviation “violent activity” in the field of new developments. Thus, from three well-developed production vehicles, three “new” ones were obtained through minimal alterations. These bombers saw action in 1943-44, with the A-1/Trop and Ju88 A-9 in very limited numbers.

The next version after the “Africans” was the A-12 version - a training modification converted from the serial A-4. Dual controls were installed on it, brake grilles, weapons, and the lower gun gondola were removed.

Next, on the basis of the “ubiquitous” A-4, the attack A-13 was created. This car appeared in January 1943. Its armor was strengthened, and a 20-mm MG/FF cannon was installed in the gunner's gondola. On the internal sling, the plane carried cassettes filled with two-kilogram bombs. To attack manpower, ETC locks and machine gun containers were hung on those closest to the fuselage. Each container contained three MG81Z Sparks. Containers could deviate vertically down to 15 degrees. Thus, in the “machine gun” version, the A-13 carried 16 machine guns and a cannon. The bomb sight, automatic dive recovery and brake gratings were removed, and ammunition for the gun with 120 shells was placed at the navigator’s workplace.

The success of the Ju88 A-13, used mainly on the eastern front, led to a similar conversion of parts of the A-4 and A-5. Just like the A-13, they had MG/FF cannons with corresponding modifications in the cockpit. These vehicles were mainly in service with naval aviation and various reconnaissance units, but they were also used in purely bomber groups. It is known about the use of cannon A-4 and AS in the Mediterranean and North Africa, and their “colleagues” flew from Finnish airfields to “gut” trains on the Murmansk railway.

The experience of using these machines was embodied in the A-14, which was structurally almost no different from the A-13, with the exception of even more reinforced armor and “Kuto Nase” cutters along the entire wing span. This vehicle used ETC 50/VIII adapter pylons for 50 kg bombs, suspended from the underwing ETC-500.

They tried to eliminate the excessive aerodynamic drag created by the external weights on the A-15. This vehicle had the entire bomb load on the internal sling, and the flaps of the side hatch formed a protruding “belly” almost a third of the length of the fuselage. The total weight of the combat load is 3000 kg. Defensive weapons are the same as the A-4, but the lower gunner has an MG17. Despite the innovations, serial A-15s did not have any advantages over the A-4, and after the release of a small batch, their production was discontinued.

By 1942, the famous He-111 no longer met the requirements for torpedo bombers, and therefore another transformation took place with the A-4: the A-4/Torp received additional tanks in the bomb bay, and the ETC locks were replaced with PVC for torpedo suspension LTF5b weighing 765 kg. The brake grids and automatic dive were dismantled. In later series, the aircraft was equipped with an MG/FF cannon, flame arresters on the exhaust pipes, and Walter rocket boosters. A modification of the “flying” torpedo was tested, that is, a hybrid of a conventional torpedo with a glider. The A-4/Torp was subsequently upgraded to the A-17. Its main external difference is the absence of a “bathtub” for the lower shooter.

Vehicles of the A-4/Togr and A-17 types were successfully used to combat naval targets.

"Pawn"

In the series of Soviet bombers, the Pe-2 was the most widespread and widespread (about 11 thousand units were produced). In the Red Army they called him "Pawn". It was a classic twin-engine bomber, designed on the basis of the VI-100 model. The new aircraft made its first flight in December 1939.

According to the design classification, the Pe-2 belonged to the low-wing aircraft. The fuselage was divided into three compartments. The navigator and pilot were sitting in the cockpit. The middle part of the fuselage was free. At the tail there was a cabin intended for the gunner, who also served as a radio operator. The model received a large windshield - all bombers of the Second World War needed a large viewing angle. This aircraft was the first in the USSR to receive electrical control of various mechanisms. The experiment was a trial one, which is why the system had many shortcomings. Because of them, cars often spontaneously ignited due to the contact of a spark and gasoline vapors.

Like many other Soviet aircraft of World War II, the Pawns encountered many problems during the German offensive. The army was clearly unprepared for a surprise attack. During the first days of Operation Barbarossa, many airfields were raided by enemy aircraft, and the equipment that was stored in those hangars was destroyed before it could make even one combat sortie. The Pe-2 was not always used for its intended purpose (that is, as a dive bomber). These aircraft often operated in a group. During such operations, bombing ceased to be targeted and became non-targeted when the bombing command was given by the “leading” crew. In the first months of the war, Pe-2s practically did not dive. This was due to a lack of professional personnel. Only after several waves of conscripts had passed through flight schools was the aircraft able to reach its full potential.

Pavel Sukhov's bomber

Less common was another bomber, the Su-2. It was distinguished by its high cost, but at the same time, by its advanced manufacturing technologies. It was not only a Soviet bomber, but thanks to its good viewing angle it was also an artillery spotter. Aircraft designer Pavel Sukhoi achieved an increase in the speed of the model by transferring bombs to an internal suspension located inside the fuselage.

Like all aircraft of the Second World War, the Su experienced all the vicissitudes of difficult times. According to Sukhoi's plan, the bomber was to be made entirely of metal. However, there was an acute shortage of aluminum in the country. For this reason, the ambitious project was never implemented.

The Su-2 was more reliable than other Soviet military aircraft. For example, in 1941, about 5 thousand missions were flown, while the Air Force lost 222 bombers (this was approximately one loss for every 22 missions). This is the best Soviet indicator. On average, irrecoverable losses amounted to one aircraft in 14 sorties, which is 1.6 times more often.

The crew of the car consisted of two people. The maximum flight range was 910 kilometers, and the speed in the sky was 486 kilometers per hour. The rated engine power was 1330 horsepower. The history of the use of “dryers”, as in the case of other models, is full of examples of the exploits of Red Army soldiers. For example, on September 12, 1941, pilot Elena Zelenko rammed an enemy Me-109 aircraft, depriving it of its wing. The pilot died, and the navigator ejected according to her orders. This was the only known case of ramming a Su-2.

"IL-4"

In 1939, a long-range bomber appeared, which made a serious contribution to the USSR’s victory over Germany in the Great Patriotic War. It was the Il-4, developed under the leadership of Sergei Ilyushin at OKB-240. It was originally known as "DB-3". Only in March 1942 the aircraft received the name “Il-4”, which remained in history.

The DB-3 model was distinguished by a number of shortcomings that could become fatal during a battle with the enemy. In particular, the plane suffered from fuel leaks, cracks in the gas tank, failure of the brake system, wear and tear of the landing gear, etc. On this machine, it was extremely difficult for pilots, regardless of their training, to maintain the takeoff course while taking off. The Winter War became a serious test for the DB-3. The Finns managed to find a “dead” zone in the car.

Bug fixes began after that campaign ended. Even despite the accelerated pace of aircraft modification, by the beginning of the Great Patriotic War, not all newly-made Il-4s were free from the shortcomings of the previous model. At the first stage of the German offensive, when defense factories were hastily evacuated to the East, the quality of manufactured products (including aviation) decreased noticeably. The car did not have an autopilot, despite the fact that it constantly fell into a roll or went off course. In addition, the Soviet bomber received incorrectly adjusted carburetors, which caused excessive fuel consumption and, consequently, a decrease in flight duration.

Only after the turning point in the war did the quality of the IL-4 begin to improve noticeably. This was facilitated by the restoration of industry, as well as the implementation of new ideas of aviation engineers and designers. Gradually, the Il-4 became the main Soviet long-range bomber. Famous pilots and Heroes of the Soviet Union flew on it: Vladimir Vyazovsky, Dmitry Barashev, Vladimir Borisov, Nikolai Gastello, etc.

"Battle"

At the end of the 1930s. Fairey Aviation has designed a new aircraft. These were single-engine bombers used by the British and Belgian Air Forces. In total, the manufacturer produced more than two thousand of these models. Fairey Battle was used only in the first stage of the war. After time showed its ineffectiveness compared to German aircraft, the bomber was withdrawn from the front. It was later used as a training aircraft.

The main disadvantages of the model were: slowness, limited range, and vulnerability to anti-aircraft fire. The last feature was especially destructive. Battle was shot down more often than other models. However, it was the bomber of this model that achieved Britain's first symbolic air victory during the Second World War.

The armament was (according to the bomb load) 450 kilograms - it usually included four 113 kg high-explosive bombs. The shells were held on hydraulic lifts that were retracted into the wing niches. During the release, bombs fell into special hatches (with the exception of dive bombing). The sight was under the control of the navigator, located in the cockpit behind the pilot's seat. The aircraft's defensive armament included a Browning machine gun located in the right wing of the aircraft, as well as a Vickers machine gun in the rear cockpit. The popularity of the bomber was explained by another important fact - it was extremely easy to use. Piloting was handled by people with a minimum of one hour flight time.

"Marauder"

For the Americans, the niche of a medium bomber was occupied by the twin-engine Martin B-26 Marauder. The first aircraft of this series first flew in November 1940, on the eve of the outbreak of World War II. After several months of operation of the first B-26, the VB-26B modification appeared. She received enhanced armor protection and new weapons. The aircraft's wing span was increased. This was done in order to reduce the speed required for landing. Other modifications featured an increased angle of attack of the wing and improved takeoff characteristics. In total, over the years of operation, more than 5 thousand aircraft of this model were manufactured.

The first combat operations of the Marauders took place in April 1942 in the skies of New Guinea. Later, 500 of these aircraft were transported to the UK under the Lend-Lease program. A significant number of them acted in battles in North Africa and the Mediterranean Sea. The B-26s made their debut in this new region with a major operation. For eight days in a row, German and Italian troops bombed near the Tunisian city of Sousse. In the summer of 1943, the same B-26s took part in raids on Rome. Planes bombed airfields and railway junctions, causing serious damage to Nazi infrastructure.

Thanks to their successes, American cars were in increasing demand. At the end of 1944, they took part in repelling the German counter-offensive in the Ardennes Mountains. During these fierce battles, 60 B-26s were lost. These losses went unnoticed as the Americans supplied more and more of their aircraft to Europe. After the end of World War II, the Marauders gave way to the more modern Douglas (A-26).

Links[edit]

Notes

1. Skulski 2007, p. 79
2. Jump up
   ↑ Arena 1979, p. 519
3. https://www.ww2.dk/oob/bestand/trsp/bivtg4.html
4. Jump up
   ↑ Pini 1994, p.1.

Bibliography

• Arena, Nino. Macchi 205 "Veltro"
  (in Italian). Modena: Mucchi Editore, 1994. No ISBN.
• Arena, Nino. I caccia a motore radiale FIAT G.5O
  (in Italian). Modena: Mucchi Editore, 1979. No ISBN.
• D'Amico, Ferdinando. “I Veltro Dell'Asso di Cuori. (In Italian)" JP-4 Aviation Magazine, No. 5
  , 1991. Without ISBN.
• Dimensione Cielo - Aerei italiani nella 2° guerra mondiale - CACCIA ASSALTO 3 (in Italian). Roma, Edizioni Bizzarri, 1972. No ISBN.
• Di Terlizzi, Maurizio. Macchi MC 205 "Veltro" (Aviolibri 1)
  (bilingual Italian/English). Roma, Italy: IBN Editore, 1997. ISBN 88-86815-55-7.
• Glancey, Jonathan Spitfire: An Illustrated Biography
  . London: Atlantic Books, 2006. ISBN 978-1-84354-528-6.
• Green, William. "Macchi-Castoldi Series". Famous WWII fighters
  . London, Macdonald, 1962. No ISBN.
• Malizia, Nikola. Aermacchi Bagliori di Guerra
  (in Italian). Rome: IBN, 2006. ISBN 88-7565-030-6.
• Monday, David. Hamlyn's Concise Guide to World War II Axis Aircraft
  . London: Bounty Books, 2006. ISBN 0-7537-1460-4.
• Neulen, Hans Werner. In the skies of Europe.
  Ramsbury, Marlborough, UK: The Crowood Press, 2000. ISBN 1-86126-799-1.
• Pini, Giorgio and Setti, Fulvio. Savoia Marchetti SM 82 marsupiale (Le Macchine e la Storia - Profili 5)
  (in Italian). Modena, Italy: STEM-Mucchi spa., 1994. No ISBN.
• Savich, Dragon and Boris Tsiglich. Croatian aces of the Second World War
  (Osprey Aircraft of the Aces-49). London: Oxford, 2002. ISBN 1-84176-435-3.

"Mitchell"

Another American medium bomber was the B-25 Mitchell. It was a twin-engine aircraft with a three-wheeled landing gear located in the forward fuselage compartment and a bomb load of 544 kilograms. The Mitchell received medium-caliber machine guns as defensive weapons. They were located in the tail and nose of the aircraft, as well as in its special windows.

The first prototype was built in 1939 in Inglewood. The movement of the aircraft was provided by two engines with a capacity of 1,100 horsepower each (later they were replaced with even more powerful ones). The order for the production of "Mitchell" was signed in September 1939. Over the course of several months, experts made some changes to the design of the aircraft. Its cockpit was completely redesigned - now both pilots could sit in close proximity to each other. The first prototype had wings on top of the fuselage. After modification, they were moved a little lower - to the middle.

New protected fuel tanks were introduced into the aircraft design. The crew received enhanced protection - additional armor plates. These bombers became known as the B-25A variant. These aircraft took part in the very first battles with the Japanese after the declaration of war. The model with machine gun turrets was named B-25B. The weapon was controlled using the newest electric drive at that time. B-25Bs were sent to Australia. In addition, they are remembered for their participation in the raid on Tokyo in 1942. "Mitchells" were purchased by the Dutch army, but this order was disrupted. Nevertheless, the planes still went abroad - to Great Britain and the USSR.

Flying fortresses in German. Long-range heavy bomber Do-19 Uralbomber

Home » Real story » Little-known and unrealized projects of aircraft and other flying equipment » Flying fortresses in German. Long-range heavy bomber Do-19 Uralbomber

Little-known and unrealized aircraft projects and other flying equipmentUnrealized aircraft projects.

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In 1934, the Luftwaffe Supreme Headquarters was already thinking about a long-range heavy bomber capable of reaching from German airfields with a decent bomb load to both the British fleet base in the north of Scotland and Soviet industrial areas in the Urals.

Despite the fact that this project was obviously ahead of the development of the political situation and in many ways was a kind of test of the pen for the fledgling German aviation industry, it received the full support of Lieutenant General Wefer, a visionary, competent officer who soon became an ardent supporter of strategic aviation. Largely due to his pressure on the RLM, the Technical Department released specifications for a four-engine heavy bomber, informally known as the "uralbomber".

Under Wefer's auspices, specifications were transferred to Dornier and Junkers in the summer of 1935. These companies have already conducted preliminary studies of the project, on the basis of which the technical department actually prepared the specifications. At the beginning of autumn, three experimental aircraft were ordered from each company, designated Do-19 and Ju-89.

The creation of the Do 19 was considered a priority; work on this aircraft was carried out so intensively that a little more than a year after receiving the technical specifications, the assembly of the first prototype Do 19 V1 was completed. This aircraft made its first flight on October 28, 1936. By analogy with the Soviet TB-3 created in 1930, it was designed as a cantilever monoplane with a mid-wing arrangement. The all-metal fuselage had a rectangular cross-section and consisted of three parts: forward, middle (to the front wing spar) and rear (from the second wing spar). The middle and rear parts of the fuselage were bolted to the center section.

The wing of great thickness with a wide chord had a two-spar design with a smooth working skin. The engine nacelles of four engines were attached to the power elements of the wing. The first prototype was powered by Bramo 322N-2 air-cooled engines with a maximum takeoff power of 715 hp. and 600 hp at par. Three-bladed metal VDM propellers with variable pitch in flight. The engine nacelles of the internal engines were equipped with compartments in which the main landing gear was retracted in flight (the tail wheel was retracted into the fuselage).

To accommodate the bomb load in the fuselage there was a compartment equipped with cluster bomb racks. The total weight of the bombs is 1600 kg (1b bombs of 100 kg or 32 bombs weighing 50 kg each). The first prototype Do 19 V1 flew without defensive weapons; the second and third prototypes and production aircraft were supposed to have very powerful defensive weapons for those times, consisting of four rifle installations:

• one installation with a 7.92 mm MG 15 machine gun in the bombardier's bow turret,
• two turret installations with 20-mm MG151/20 cannons on top and bottom of the fuselage,
• one installation with a 7.92 mm machine gun in the rear fuselage.

The turret installations were two-seater; their design resembled naval artillery turrets: one gunner controlled the turret horizontally, the other - vertically. However, problems immediately arose with the installation of these towers.

Firstly, they created a large aerodynamic drag, and secondly, static tests showed that the installation of the towers would require significant strengthening of the structure of the central section of the fuselage, and thirdly, their weight significantly increased the already inflated take-off weight of the aircraft. The weight problem especially affected the aircraft’s flight speed: with Bramo 322N-2 engines and turrets it was 250 km/h and an altitude of 2000 m, which in no case suited the Luftwaffe command (TB-3 model 1936 flew at a speed of 300 km/h at an altitude of 3000 m). Therefore, weapons were not mounted on the V1. V2 was planned for the BMW-132F with a power of 810 hp at takeoff and 650 hp at nominal. The weapons were planned to be installed only on VZ.

But since there was no other turret for installation, and the flight characteristics had to be acceptable, Dornier proposed a more powerful production model Do.19a with four Bramo 323A-1 “Fafnir” engines with a power of 900 hp at takeoff and 1000 hp . at an altitude of 3100 m. The installation of lighter towers was envisaged. Take-off weight was estimated at 19 tons, speed up to 370 km/h and range up to 2000 km; the altitude of 3000 m was gained in 10 minutes, and the ceiling was 8000 m.

However, these plans were not realized: the fate of the aircraft was closely connected with its ideological father, General Walter Wefer, and after his death in a plane crash on June 3, 1936, the program to create the “Ural” bomber was gradually curtailed.

Wefer's successor, Lieutenant General Albert Kesselring, decided to review the Uralbomber program. The Luftwaffe headquarters has already developed the basic parameters of a much more promising heavy bomber. The requirements for such a “Bomber A” were transferred to Heinkel, who began work on Project 1041, which was embodied in the He-177. Kesselring concluded that a smaller twin-engine bomber would be sufficient for the war in Western Europe. The main purpose of the Luftwaffe was defined at a tactical rather than a strategic level. Given the limited capabilities of the German aircraft industry, a heavy bomber could only be produced at the expense of fighters and tactical bombers. Thus, despite the protests of the Technical Department, on April 29, 1937, all work on the Uralbomber was officially stopped.

The almost completed Do-19V-2 and the half-assembled V3 were scrapped. The Do-19V-1 survived, in 1939 it was converted into a transport aircraft and accepted into the Luftwaffe. It was used in the Polish campaign.

From the very beginning, the Uralbomber concept had many opponents, who claimed a lack of technical development for the successful implementation of such a project. It was said that mastering such a machine would be a heavy burden for training units, that strategic bombers were generally an unnecessary and premature luxury, and that instead of one four-engine aircraft, two medium bombers could be built.

But, nevertheless, the attempt to create a heavy bomber aircraft was realistically feasible and, unfortunately, unrealized. Germany's creation of a fleet of heavy four-engine Do-19 bombers led to:

• to equipping the Luftwaffe with a large number of quickly obsolete machines (the Do-19, which stood out for its complete lack of even a hint of aesthetics, was distinguished by a square fuselage section and a thick wing with a wide chord - clear evidence of its origins in flying boats), suitable for use only as BTA aircraft;
• to the creation of more Bf-110 escort fighters;
• to the production of fewer, more valuable Bf-109 fighters and Ju-87 and Ju-88 dive bombers.

sources:

• https://lib.rus.ec/b/192839/read,
• https://base13.glasnet.ru/wol/do/19.htm,
• Shunkov V. Aircraft of Germany during the Second World War. Moscow Ast, 2002.

"Havok"

The American Douglas A-20 Havoc light bomber was part of a family of aircraft that also included attack aircraft and night fighters. During the war years, vehicles of this model ended up in several armies at once, including the British and even the Soviet. The bombers received the English name Havoc (“Havoc”), i.e. “devastation.”

The first representatives of this family were ordered by the US Army Air Corps in the spring of 1939. The new model received turbocharged engines with a power of 1,700 horsepower. However, operation showed that they had problems with cooling and reliability. Therefore, only four aircraft were produced in this configuration. The following cars received new engines (no longer turbocharged). Finally, in the spring of 1941, the Air Corps took delivery of the first completed A-20 bomber. Its armament consisted of four machine guns mounted in pairs in the nose of the vehicle. The aircraft could use a variety of projectiles. Especially for him, they began to produce 11-kilogram parachute fragmentation bombs. In 1942, this model received a Gunship modification. It had a modified cabin. The position occupied by the bombardier was replaced by a battery of four machine guns.

Back in 1940, the US Army ordered another thousand A-20Bs. The new modification appeared after it was decided to provide the Havoc with more powerful small arms, including additional heavy machine guns. 2/3 of this batch were sent to the Soviet Union under the Lend-Lease program, and the rest remained in American service. The most popular modification was the A-20G. Almost three thousand of these aircraft were produced.

The high demand for Havok has loaded it to capacity. Its management even transferred the production license to Boeing so that the front could receive as many aircraft as possible. The cars produced by this company received different electrical equipment.

Captured or acquired aircraft[edit]

"Mosquito"

The versatility of the De Havilland Mosquito during World War II could only be rivaled by the German Ju-88. British designers managed to create a bomber that, due to its high speed, did not need defensive weapons.

The plane might not have gone into mass production because the project was almost killed by officials. The first prototypes were produced in a limited series of 50 cars. After this, aircraft production was stopped three more times for a variety of reasons. And only the tenacity of the leadership gave the bomber a start in life. When the first Mosquito prototype took off in November 1940, everyone was amazed by its performance.

The basis of the aircraft design was a monoplane. The pilot sat in front and had an excellent view from the cockpit. A distinctive feature of the car was the fact that almost the entire body was made of wood. The wings received plywood skins, as well as a pair of spars. The radiators were located in the forward section of the wing, between the fuselage and the engines. This design feature came in very handy during a cruising flight.

In later modifications of the Mosquito, the wingspan was increased from 16 to 16.5 m. Thanks to the modifications, the exhaust system and engines were improved. It is interesting that at first the plane was considered as a reconnaissance aircraft. And only after it became clear that the lightweight design had outstanding flight characteristics, it was decided to use the car as a bomber. The Mosquito was used during Allied air raids on German cities during the last stage of the war. They were used not only for precision bombing, but also to correct the fire of other aircraft. The model's losses were among the smallest during the conflict in Europe (16 losses in 1,000 sorties). Thanks to its speed and altitude, the Mosquito became inaccessible to anti-aircraft artillery and German fighters. The only serious threat to the bomber was the Messerschmitt Me.262 jet.

Luftwaffe aircraft[edit]

The main types operated by the Luftwaffe are highlighted in bold, with the most numerous in bold.