Breguet 19

Breguet 19

Introduction

The Breguet 19 (also known as Breguet XIX, Br.19, or Bre.19) was a light bomber and reconnaissance biplane made for the French Armee de l’Air. There were also several civilian variants, many used for long-distance flights.

Development

Designed by chief Breguet engineer, Marcel Vuillerme, the new aircraft was to be a successor to the Breguet 14, a successful World War I light bomber. The prototype for the new aircraft first appeared at the Salon Aeronautique in November 1921. The original prototype equipped with an experimental Bugatti powerplant, comprised of two eight-cylinder Bugatti engines coupled to drive a single four-bladed propeller. In March of 1922, a new design appeared with a more conventional layout and a 450hp Renault 12Kb inline engine. Eleven more evaluation aircraft followed this prototype. After trails, the Armee de l’Air ordered the type in September 1923.

The first eleven prototypes had several different engines, and due to the use of duralumin as a construction material (rather than steel or wood), the Br.19 was faster than most other bombers of its time, and could even outrun some fighter aircraft. This caused a huge interest in the aircraft around the world, which was also helped by its success in the civilian market. Mass production for both the French military and for exportation began in 1924.

Design

The Br.19 was a biplane of sesquiplane design, with a conventional layout. The fuselage was an ellipsoid in the cross-section, the frame made of duralumin pipes. The front area was covered with duralumin sheets, while the tail and wings were covered in canvas. The wings were two-spar structures, the framing made of duralumin. The tail, featuring horn-balanced elevators, also was framed with duralumin. The landing gear of production aircraft as a simple cross-axle type, having a single tapered strut on each side with cable cross-bracing, and it had a rear-skid rather than a tailwheel. It seated a crew of two, with open, tandem cockpits and dual controls.

The Br.19 was fitted with many different engines, the majority of which were water-cooled twelve-cylinder’s including the Renault 12Kb, Lorraine-Dietrich 12Db, 12Eb, and 12Ed, the Hispano-Suiza 12Ha and Hb, and the Farman 12We. Yugoslavian aircraft were also equipped with the Gnome-Rhone 9Ab Jupiter 9-cylinder radial. These engines all drove a two-bladed wooden propeller.

The military versions were armed with a fixed 7.7mm Vickers machine gun for the pilot, firing through the propeller. The observer had a twin mount of trainable 7.7mm Lewis guns, and some variants carried a fourth gun to be fired downwards by the observer through a floor opening. The CN2 night fighter variant had two forward-firing guns. The bomber variant carried up to 472kg of bombs under the fuselage or in a vertical bomb bay. The reconnaissance variant could carry twelve 10kg bombs, and had a small camera mounting (which was optional in the bomber version). All variants were equipped with a radio.

Operational History

The type saw use in many militaries. The French began operating their Br.19 A2 in autumn 1924, the B2 in June 1926, and the C2 and CN2 later. In the later 1920’s and early 1930’s, the Br.19 was the most numerous French combat aircraft. While some structural strengthening became necessary in its early career, the Br.19 gave outstanding service to the French military. It was used against rebel Druze tribesman in Syria, and against Riff insurgents in Morocco. It formed the backbone of day bomber and reconnaissance units for many years. However, it eventually went on to become obsolete, and began to be withdrawn in the early 1930’s. Its final use was in night-fighter units, a role to which it was unsuited, and the last of these were withdrawn from service in 1935. However, it was still used in French colonies in the Middle East and North Africa into World War II.

In 1923, Breguet began an export campaign for the Br.19. The prototype was featured at an international competition organized by the Spanish War Ministry. The Br.19.01 was sold to the Spanish, while the Br.19.02 was supplied to Yugoslavia.

The Belgians bought six Br.19 B2’s in 1924, and manufactured 146 A2’s and B2’s under license at the SABCA works between 1926 and 1930. Theirs were powered by 450hp Lorraine-Dietrich 12Eb W-12’s, and 450hp Hispano-Suiza 12Ha V-12’s.

Greece’s Hellenic Air Force bought thirty Br.19 A2’s, and used them for reconnaissance missions against the Italians in 1940.

The Polish Air Force bought 250 Br.19 A2’s and B2’s powered by Lorraine-Dietrich 12Eb’s. The first Br.19 entered Polish service in 1926, though most were delivered in 1929 and 1930. They were withdrawn from combat units between 1932 and 1937, and used as trainers up until 1939. Though not used in combat during the German invasion, most were destroyed on the ground by the Luftwaffe.

After buying the original prototype, Spain purchased a license for production of the A2 and B2. The first 19 Spanish Br.19’s were imported, the next 26 assembled from French parts, followed by 177 built entirely in Spain. Fifty of these had Hispano-Suiza engines, and the rest had Lorraine-Dietrich 12Eb’s. The Br.19 was the main Spanish bomber and reconnaissance aircraft until the Spanish Civil War. In July of 1936, less than 100 were in service with the Republican Air Force. They were used as bombers on both sides during the civil war. In 1936, the Nationalists acquired twenty from Poland. When more modern fighters entered into the war, the losses mounted and they were withdrawn from frontline service. The Republicans lost a total of twenty-eight, and the Nationalists ten (these figures include two Republican and one Nationalist aircraft that deserted). All remaining aircraft were used for training until 1940.

The Yugoslav Royal Air Force bought 100 Br.19 A2’s in 1924, and in 1927 acquired a license to manufacture them in their new factory at Kraljevo. The initial batch of 85 was assembled from French parts, followed by 215 built from scratch. Theirs were powered by Lorraine-Dietrich’s, Hispano-Suiza 12Hb’s, and 420hp Gnome-Rhone 9Ab Jupiter 9-cyilnder radials. In 1932, the factory began production of the Br.19.7, with the first five built in France, and the next 75 in Yugoslavia. A further 48 were built without engines, and completed between 1935 and 1937 with Wright Cyclones. Some were used in combat after the German assault in 1941.

Yugoslavian partisans under Marshal Tito operated a defected Croatian Br.19 in June and July of 1942 until it was shot down. Another two were captured by forces of the new Communist government, and used in the pursuit of the Ustashe (Croatian Revolutionary Movement).

Argentina operated twenty five aircraft. Bolivia operated ten and used them in the Chaco War against Paraguay. Brazil operated five aircraft. The Chinese Nationalist Air Force received four aircraft purchased by the Chinese government, and the Manchurian warlord Zhang Zuolin purchased seventy aircraft. Croatia used forty-six aircraft in anti-partisan missions. Italy’s Regia Aeronautica bought a single aircraft for testing. Japan bought several Br.19’s, and it is believed that Nakajima license built some aircraft. The Persian Air Force acquired two aircraft. The Royal Romanian Air Force bought fifty Br.19 A2’s and B2’s. The Soviets bought a single Br.19 for testing. Turkey bought twenty Br.19 B2’s, followed by fifty Br.19.7’s, which were used for bombardment and reconnaissance during the Dersim Rebellion. The United Kingdom acquired one for testing. Venezuela operated twelve aircraft, and Uruguay also operated Breguet 19’s.

The Br.19 was used for many record-breaking flights, made by both standard and modified aircraft. The first record was made by the prototype, which won the military aircraft speed contest in Madrid on February 17, 1923. On March 12, 1923, it set an international altitude record of 19,660ft (5,992 meters) while carrying a load of 500kg.

There were many long-distance flights made. In February 1925, a Br.19 was piloted from Brussels to Leopoldville, central Africa – a 5,500 mile (8,900km) flight. Two Br.19 A2’s bought by the Japanese Asahi Shimbun newspaper were fitted with additional fuel tanks, and flew the Tokyo-Paris-London route in July of 1925, covering 8,600mi (13,800km). Between August 27 and September 26, 1926, a Polish Br.19 flew from Warsaw to Tokyo and back (6,400mi, 10,300km each way) in a modified Br.19 A2, despite the fact that one of the lower wings was broken on the way. Between 1927 and 1930, Polish, Romanian, and Yugoslav Br.19’s were often used in the Little Entente Air Races.

Several world records were set by the Br.19, mostly long-distance, non-stop flights. The first was Arrachart and Lemaitre’s 1,967mi (3,166km) flight from Paris to Villa Cisneros in 24.5 hours on 2-3 February, 1925. On 14-15 July, 1926, Girier and Dordilly set a new record of 2,930mi (4,716km), flying from Paris to Omsk. This was beaten on August 31-September 1 by Challe and Weiser’s 3,215mi (5,174km) flight, and also on October 28 by Dieudonne Costes and Rignot’s 3,390mi (5,450km) flight. From October 10, 1927 to April 14, 1928, Costes and Le Brix flew around the world, covering 35,418mi (57,000km), though the leg between San Francisco and Tokyo was taken by ship.

The Super Bidon variant was created especially for transatlantic flight. Named the Point d’Interrogation (the Question Mark), Dieudonne Costes and Maurice Bellonte made a non-stop distance record of 4,911mi (7,905km) from Paris to Moulllart on September 27-29, 1929. On September 1-2, 1930, it was flown from Paris to New York City, a distance of 3,900mi (6,200km), making it the first non-stop, east-west, fixed-wing crossing of the North Atlantic. The second Super Bidon disappeared over Mexico along with M. Barberan and J. Collar Serra after a transatlantic flight from Seville to Cuba in 1933.

Point d'Interrogation at Le Bourget

Variants

Br.19.01: First Br.19 prototype, first flown March 1922 and later bought by Spain.

Br.19.02 through Br.19.011: Pre-production aircraft, lengthened fuselage by 60cm. Br.19.02 sent to Yugoslavia for evaluation in 1923.

Br.19 A2: Two-seat observation and reconnaissance version. Could carry light bombs on underwing racks.

Br.19 B2: Two-seat light bomber. Basically identical to A2, but with provision for up to 800kg of bombs

Br.19 CN2: 40 aircraft converted as night fighters with two forward-firing guns.

Br.19 GR: (Grand Raid) Variant specially modified for long-distance flights, after early long-range attempts made with regular Br.19 A2 fitted with additional fuel tanks. First GR had fuel tank of 230 US gal (2000 liters), and captured world distance record 1925. 1926, three more aircraft modified to Br.19 GR with larger fuel tanks fitted in fuselage, total up to 770 US gal (2900-3000 liters). Cockpit moved slightly aft, wingspan increased to 48.65ft. Three aircraft had different engines. 1927, aircraft no.1685 fitted with 600hp Hispano 12Lb, and fuel capacity extended to 925 US gal (3500 liters), and wingspan increased by a meter. Christened Nungesser et Coli after the two airmen who disappeared in transatlantic flight attempt in May 1927. Fifth aircraft built for Greece called Hellas with 550hp Hispano 12Hb.

Br.19 TR Bidon: (Bidon – Literally Petrol Can) Built 1927, various aerodynamic refinements and 987 US gal (3735 liter) fuel in fuselage. Additional fuel tank in wings, total capacity 1089 US gal (4125 l). Five built by Breguet, two by Spanish company CASA. Three French aircraft had 600hp Hispano 12Lb, one had 550hp Renault 12 kg, and one had 450hp Lorraine 12eb. First Hispano powered aircraft sold to Belgium, and Renault powered sold to China after a Paris to Beijing flight. Third Hispano powered became French Br.19 TF. Second Spanish aircraft christened Jesus del Gran Poder, and flown from Seville to Bahia, Brazil.

Br.19 TF Super Bidon: Last and most advanced long-distance variant, 1929, designed for transatlantic flight. Was third Br.19 TR Hispano powered, named Point d’Interrogation (the Question Mark), with modified fuselage, 60ft wingspan, and 5370 liter fuel capacity. Powered by 600hp Hispano-Suiza 12Lb (later replaced by 650hp 12Nb). Another aircraft, with closed canopy built in Spain 1933. Christened Cuatro Vientos, flew from Seville to Cuba, and disappeared while flying to Mexico.

Br.19 ter: Utilizing experience with long distance variants, improved recon variant developed 1928, but remained prototype.

Br.19.7: Most popular of late variants, 1930, 600hp Hispano-Suiza 12Nb, max speed 150mph. First five converted in France for Yugoslavia, then several built in Yugoslavia, and another 50 built in France for Turkey.

Br.19.8: 780hp Wright Cyclone GR.1820-F-56 radial, 48 Br.19.7 airframes completed as Br.19.8’s in Yugoslavia. Max speed 173mph.

Br.19.9: Single prototype developed in Yugoslavia with 860hp Hispano Suiza 12Ybrs engine.

Br.19.10: Fitted with twin floats as seaplane, single prototype produced for France. Another aircraft sold to Japan and fitted with floats by Nakajima

Nakajima-Breguet Reconnaissance Seaplane: Nakajima-built Breguet 19-A2B seaplanes.

Specifications

Br.19 A2

Crew: 2

Length: 31ft 6¼in

Height: 12ft 1¼in

Wingspan: 48ft 7¾in

Wing Area: 538 sq ft

Empty Weight: (Lorraine) 3,058lb (Renault) 3,796lb

Max Weight: (Lorraine) 5,511lb (Renault) 6,856lb

Powerplant: 1x 450hp Lorraine 12Ed or 12D 12-cylinder liquid-cooled inline

OR: 1x 513hp Renault 12Kb 12-cylinder liquid-cooled inline

Max Speed: (Lorraine) 133mph (Renault) 146mph at sea level

Range: (Lorraine) 497 miles (Renault) 746 miles

Ceiling: (Lorraine) 23,620ft (Renault) 22,640ft

Armament: 1x 7.7mm Vickers machine gun

2x 7.7mm Lewis machine guns flex-mount rear cockpit

Light Bombs

Sources:

http://www.aviastar.org/air/france/breguet_xix.php

http://www.century-of-flight.net/Aviation%20history/photo_albums/timeline/ww2/Breguet%20Bre.19.htm

http://en.wikipedia.org/wiki/Breguet_19

Polikarpov U-2

A Polikarpov U-2 in a Museum in Dresden, Germany

Introduction

The Polikarpov U-2/Po-2 was a general purpose Soviet biplane. The Soviets nicknamed the craft Kukuruznik – maize duster or corn cutter. The NATO reporting name was Mule. It was a simple, reliable, and low-cost aircraft, and used in the military for ground attack, reconnaissance, psychological warfare, and liaison. It is the second most produced aircraft, and the most produced biplane, in the history of aviation. Over 40,000 of them were built between 1928 and 1953 – being in production for a longer period than any other Soviet made aircraft.

Development

The U-2 was designed by Nikolai Polikarpov in 1927 to replace the U-1 trainer aircraft, which was a license copy of the Avro 504. Its name was changed to Po-2 in 1944 after the death of Polikarpov, according the new Soviet system of naming with the designers initials.

The prototype, designated U-2PK, was powered by a 99hp Shvetsov M-11 air-cooled, five cylinder radial engine, flying on June 24, 1927 with test pilot M. M. Gromov at the controls. The prototype had been built for easy repair and maintenance, with the wings made of four identical rectangular panels with square wingtips, and common control surfaces. It showed very poor flight characteristics. After a series of modifications, the second prototype flew on January 7, 1928. It was an immediate success. Pre-production aircraft were tested at the end of the year, with production starting in 1929 at Factory Nr 23 in Leningrad. Production in the Soviet Union ended in 1953, but Polish license produced aircraft were still in production until 1959.

Design

The U-2 had a composite skeleton covered with fabric. Most variants did not have an engine cowling. Both the pilot and passenger had a windscreen, and a few models had enclosed cabins. All of the wings had ailerons connected by cables, and the tips of the lower wings had skids for protection should the undercarriage fail. The wings were staggered in layout, of single bay construction with rounded tips, and had a single set of bracing struts. The undercarriage was a conventional cross-axle gear. The rudder was tall and with a broad chord, and linked to the cockpit via control cables.

Operational History

From its beginnings, the U-2 became the basic Soviet civil and military trainer, mass produced in a “Red Flyer” factory near Moscow. It was also used as a light transport, and for liaison due to its short take-off and landing. It was produced as an agricultural aircraft, which earned it its nickname.

Though outclassed by its contemporaries, the U-2 served extensively on the Eastern Front during WWII, mainly as a liaison, medical evacuation, and general supply. It was very useful for supplying Soviet partisans behind the front lines. Due to its low cost and easy maintenance, it had a production run of over 40,000. Even after its production in the USSR, many were assembled in Aeroflot repair workshops.

The U-2/Po-2 saw operation in Albania, Bulgaria, the Peoples Republic of China, Czechoslovakia, Finland (captured aircraft), France, Germany (captured aircraft), East Germany, Hungary, Mongolia, North Korea, Poland, Romania, the Soviet Union, Turkey, and Yugoslavia.

A U-2 which was forced down in Ukraine and captured by the Germans.

Armed Use

The first trials of the U-2 with bombs took place in 1941. During the defense of Odessa in September 1941, U-2’s were used as a reconnaissance aircraft, and a light bomber. From 1942, it was adapted as a light night ground attack aircraft. Nikolai Polikarpov was supportive of the project, and, under his leadership, a variant specifically adapted for that purpose was produced – the U-2VS (VS stood for Voyoskovaya Seriya – Military Series). It was a light bomber, holding bombs in bomb carriers beneath the lower wings, being able to hold a total of 350 kg. It was also armed with ShKAS or DA machine guns in the observer’s cockpit.

German troops nicknamed the U-2 Nähmaschine, or sewing machine, for its rattling sound. Finnish troops called it the Hermosaha, or nerve saw, because of the effects of night raids. As the axis became aware of the threat, they gave special instructions to their night fighter pilots for engaging the U-2’s, giving it the derogatory term of Rusfaner, or Russian Plywood.

Though the material effects of the U-2’s night raids were insignificant, the psychological effects on the German troops were significant. They usually attacked in the dead of night to prevent the Germans from sleeping, and to further the high stress level on the Eastern Front. The U-2’s would fly a few feet from the ground on their way to the target, and then climb up on their final approach. The engine would be cut off on the attack run, so that the targeted troops would only hear an eerie whistle of the bracing wires.

It was found that the U-2 was extremely hard to shoot down with night fighters for three main reasons: first, it could take enormous amounts of damage and keep flying; second, the Russian pilots flew at treetop level in the dead of night – a very dangerous position; third, the stall speed of the German aircraft were about the same as the U-2’s maximum cruise speed, only allowing a short time to target.

A U-2 LNB in the Polish Aviation Museum

The most famous user of the U-2 was the 588^th Night Bomber Regiment, composed entirely of women – including the ground crews. They were the best known operators, flying low-altitude night raids many times a night – one crew flying 18 such missions one night. What helped with the psychological effects was the fact that the Germans knew that their oppressors were female. This led to the name of Night Witches (German, Nachtexen; Russian, Nočnye Ved’my).

The Germans did attempt to quell the fearsome raids by bringing many searchlights and anti-aircraft guns around probable targets. To counter this, the Russians would fly in formations of three; two of the aircraft would fly in first to draw off the searchlights and flak while the third aircraft would attack. Then the formation would reform, and they would do it again.

The 588^th earned several Hero of the Soviet Union citations, and many Order of the Red Banner medals. By the end of the war, most of the surviving pilots had flown almost 1,000 combat missions.

Korean War

During the Korean War, the North Koreans used the Po-2 in a similar fashion as the Russians did in World War II. A significant number of Po-2’s were used by the Korean Peoples Air Force, who caused much damage on night raids against the UN. UN soldiers named them “Bed-check Charlie”. The UN also had the same problems as the Germans, with great difficulty shooting down the Po-2’s. Even though night fighters of the 50’s had RADAR as a standard, the wood and fabric construction of the Po-2 provided a minimal radar echo, making it extremely difficult to track a target. On June 16, 1953, a USMC AD-4 Skyraider from VMC-1, piloted by Major George H. Linnemeier and CWO Vernon S. Kramer, shot down a Po-2, achieving the only documented Skyraider aerial kill of the Korean War. One F-94 Starfire was lost while trying to slow to intercept a Po-2.

Variants

U-2: Basic model, built in large numbers as two-seat primary trainer, but had many different civil and military versions including light transport, utility, recon, training. Powered by M-11 radial piston engine, 100hp. Later models had up-rated M-11’s boasting 150hp. Some had rear closed cabins, and others fitted with sledges or floats. Redesignated Po-2 after 1944.

U-2A: Two-seat agricultural crop duster, powered by 115hp M-11K radial. Redesignated Po-2A after 1944.

U-2AO: Two seat agricultural aircraft.

U-2AP: Agricultural aircraft with rear cab replaced with a container to carry 200-250kg of chemicals. 1,235 built 1930-40.

U-2G: Experimental aircraft with all controls linked to control column. 1 built.

U-2KL: Two aircraft fitted with bulged canopy over rear cabin.

U-2LSh: Two-seat ground-attack, close-support aircraft. Armed with single 7.62mm ShKAS gun in rear cockpit; could carry up to 120kg bombs and four RS-82 rockets. Also known as U-2VOM-1.

U-2LPL: Experimental prone-pilot research aircraft.

U-2M: Floatplane version fitted with large central float and two small stabilizing floats. Not built in large numbers. Also MU-2.

U-2P: Floatplane version, limited numbers, several variants with different designations.

U-2S: Air Ambulance version, built from 1934. Could take physician and injured on stretcher in rear fuselage, under cover. Variant U-2S-1, from 1939, had raised fuselage top upon stretcher. From 1941, also used two containers for stretchers which could be fitted over lower wings, or two containers for two seating injured each, fitted under lower wings.

U-2SS: Air Ambulance.

U-2ShS: Staff Liaison version, built from 1943. Had wider fuselage and closed 4-place rear cab.

U-2SP: Civil transport, could carry two passengers in open individual cabs, built from 1933. Other roles included aerial survey, aerial photography. 861 built between 1934 and 1939.

U-2SPL: Limousine version fitted with rear cabin for two passengers.

U-2UT: Two-seat trainer, powered by 115hp M-11D radial. Limited numbers.

U-2LNB: Soviet Air Force night attack version, built from 1942. Armed with one 7.62mm ShKAS, and up to 250kg of bombs under the wings. Earlier aircraft converted to improvised bombers from 1941.

U-2VS: Two-seat training and utility. Redesignated Po-2VS after 1944.

U-2NAK: Two seat night artillery observation and recon aircraft. Built from 1943.

U-3: Improved flying training model, fitted with 200hp M-48 engine.

U-4: Cleaned up version with slimmer fuselage. Not built in large numbers.

Po-2GN: “Voice from the sky” propaganda aircraft, fitted with loud speaker.

Po-2L: Limousine version with enclosed passenger cabin.

Po-2P: Post-war floatplane version. Small numbers.

Po-2S: Post-war Ambulance variant, closed rear cabin.

Po-2S-1: Post-war ambulance version, similar to pre-war U-2S.

Po-2S-2: post-war ambulance, powered by M-11D.

Po-2S-3: Post-war ambulance, two underwing containers, each designed to transport one stretcher patient. Also known as Po-2SKF.

Po-2ShS: Staff communications aircraft, fitted with enclosed cabin for pilot and two to three passengers.

Po-2SP: Post-war aerial photography, geographic survey aircraft.

RV-23: Floatplane version of U-2 built in 1937. Used in number of seaplane altitude record attempts. Powered by 710hp Wright R-1820-F3 Cyclone radial.

CSS-13: Polish license version, built in Poland in WSK-Okęcie and WSK-Mielec after WWII. About 500 built, 1948-1956.

CSS S-13: Polish ambulance version, closed rear cab and cockpit and Townend ring. 53 built in WSK-Okęcie, 1954-55, plus 38 converted.

E-23: Research version, built in Soviet Union in 1934 for research in inverted flight.

Specifications

Polikarpov U-2

Crew: 1 Pilot/Instructor, 1 Passenger/Student

Length: 26ft 10in

Height: 10ft 2in

Wingspan: 37ft 5in

Wing Area: 357 sq ft

Empty Weight: 1,698lb

Loaded Weight: 2,271lb

Useful Load: 573lb

Max Takeoff Weight: 2,976lb

Powerplant: 1x 125hp Shvetsov M-11D 5-cylinder radial engine

Maximum Speed: 94mph

Range: 391 miles

Ceiling: 9,843ft

Armament (U-2VS, U-2LNB): 1x 7.62mm ShKAS machine gun in rear cockpit; up to 350kg of bombs

Sources:

http://www.wwiivehicles.com/ussr/aircraft/bomber/polikarpov-u-2-po-2.asp

http://www.aviastar.org/air/russia/pol_po-2.php

http://www.aircraftaces.com/polikarpov-2.htm

http://www.century-of-flight.net/Aviation%20history/photo_albums/timeline/ww2/2/Polikarpov%20U%202%20Po%202.htm

http://en.wikipedia.org/wiki/Polikarpov_Po-2