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F/A-18 Hornet Papercraft
Tuesday, November 25, 2014
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The CAC Boomerang was a World War II fighter aircraft designed and manufactured in Australia between 1942 and 1945. The Commonwealth Aircraft Corporation produced Boomerangs under the production contract numbers CA-12, CA-13, CA-14 and CA-19,
with aircraft supplied under each subsequent contract incorporating
modifications and improvements. The Boomerang is significant as the
first combat aircraft designed and built in Australia.[1]
Because of political and cultural ties between the United Kingdom and Australia, British manufacturers were the main source of RAAF aircraft. However, the British aircraft industry had long been hard-pressed to meet the needs of the RAF. Although United States companies had enormous aircraft manufacturing capacity, their output was destined for US air units. When new aircraft built overseas did become available, they would be shipped long distances in wartime conditions, with consequent delays and losses. While United States Army Air Forces (USAAF) fighters – such as the Curtiss P-40 Kittyhawk and Bell P-39 Airacobra – damaged during service in Australia could be rebuilt by Australian workshops and loaned to RAAF units, they were not available in sufficient numbers either.
CAC examined the possibility of designing and building fighters. The main challenge was the fact that fighter aircraft had never been built in Australia. Only two military aircraft were in production at the time: the Bristol Beaufort twin-engined bomber and the CAC Wirraway, a single-engine armed trainer/ground attack aircraft, based on the North American NA-16. While the Beaufort was not a suitable basis for a single-engine fighter, its 1,200 horsepower (890 kW) Pratt & Whitney R-1830 Twin Wasp engines were made under license at the CAC plant in Lidcombe, Sydney and also powered the Grumman F4F Wildcat fighters used by the United States Navy. Consequently, the Twin Wasp was a logical choice for a stop-gap fighter design. The NA-16 had already become the basis of the North American NA-50 fighter which had been used by the Peruvian Air Force in the 1941 Ecuadorian–Peruvian War. The Wirraway likewise provided a starting point for the Boomerang's design.
Like the latest fighters at the time, planning for the Boomerang included automatic cannons. As no such weapons were manufactured locally, a British-made Hispano-Suiza 20 mm which an Australian airman had collected as a souvenir in the Middle East was reverse engineered.
Boomerangs under construction at CAC's factory at Fisherman's Bend
Lawrence Wackett, general manager and former chief designer of CAC, recruited designer Fred David, an Austrian Jew who had recently arrived in Australia as a refugee. As David was technically an enemy alien, he was interned by Australian immigration officials. He was well-suited to the CAC project, since he had previously worked for Heinkel in pre-Nazi Germany, as well as Mitsubishi and Aichi in Japan.[2][3] As a result, David had an excellent understanding of advanced fighter designs, including the Mitsubishi A6M ("Zero") (used by the Imperial Japanese Naval Air Service) and the Heinkel He 112 (a contemporary of the Messerschmitt Bf 109 and used in small numbers by Axis air forces in Europe). Design work began on 21 December 1941, at the CAC factory in Fishermans Bend, Melbourne.
The Boomerang was a small fighter, designed with an emphasis on manoeuvrability. It had an overall length of just 7.7 metres (25.5 ft) and an 11 m (36 ft) wingspan. Although the original intention had been to use as many Wirraway components as possible, the final design was quite different, with shorter wings, a shorter, wood-sheathed, aluminium-framed fuselage, increased strength for combat stresses and a new centre section.
On 2 February 1942, before the debut flight of the Boomerang's prototype, the RAAF ordered 105 CA-12 (Mark I) variants. The prototype commenced test flights on 29 May,[4] with pilots Ken Frewin (CAC) and John Harper (RAAF). On 15 July, No. 1 Aircraft Depot RAAF received A46-1 (bu. no. 824) from CAC.[4] Comparison flight tests were undertaken by 1 AD, against a Brewster Buffalo (A51-6) that had been lightened and re-weighted to approximate the flight characteristics of a Zero, as well as a P-40E (A29-129) and a P-400 (BW127). It was found that the Boomerang was faster in level flight than the "Zero", although the Buffalo out-manoeuvred it.[4] The Boomerang was superior in armament, with two 20 mm cannon and four .303 calibre (7.7 mm) machine guns, all mounted in the short, thick wings. Its pilots were better protected, with generous armour plating, than Japanese fighter pilots. While the CA-12 was lively at low level, its performance fell away rapidly above altitudes of 15,000 ft (4,600 m), and its maximum speed of 265 knots (490 km/h) was not sufficient to make it an effective counter to Japanese fighters like the Zero and the Imperial Japanese Army Air Force's Nakajima Ki 43 ("Oscar"). Similarly, the best European fighters were reaching almost 350 knots (650 km/h), and even relatively sluggish fighters like the Wildcat and the Kittyhawk (which would become the main fighter used by the RAAF during the war) were much faster than the Boomerang.
As test and trial flights commenced, CAC had already begun work on a new variant, the CA-14, to address the Boomerang's deficiencies in speed, climb and ceiling.[5] The CA-14 was designed around an order for 145 U.S.-built, 1,700 hp (1,268 kW) Wright Cyclone R-2600 engines. However, the Wright engines ordered were not delivered as scheduled, and in mid-1942 Wackett authorised use of the 1,850 hp (1,380 kW) Pratt & Whitney R-2800, which was available from the CAC factory in Lidcombe.[5] However, the significantly greater weight of this powerplant led to an unacceptable risk of undercarriage failure.[5] (The R-2800 engine would later be the basis of design work on the Boomerang's successor, the CAC CA-15, also known as the "Kangaroo".) CAC eventually returned to the Twin Wasp, to which it added a General Electric B-2 turbo-supercharger mounted inside the rear part of the fuselage, new propellor gear, a geared cooling fan (influenced by intelligence reports from Europe regarding captured German BMW 801 twin-row radial engines, which were used by the Focke-Wulf Fw 190A) and a larger, squared-off tailfin and rudder.[5] By July 1943, the significantly re-worked CA-14 prototype, now known as the CA-14A, had a top speed that was 25–30% better than the CA-12, and an operational ceiling 4,000 ft (1,200 m) higher.[5]
Testing of later Boomerang variants found that they compared favourably with the Spitfire Mk V and early Thunderbolts and Mustangs.[5] By this time, however, British-built Spitfires had filled the interceptor role and Mustangs had been ordered, to fill the bomber escort, air superiority and close air support roles.[5] Consequently, production Boomerangs were never fitted with turbo-superchargers.
A No. 4 Squadron Boomerang and ground crew at Nadzab, New Guinea in October 1943
CAC Boomerang during assembly
Boomerangs that reached RAAF training and frontline units were delivered under three different CAC production contract numbers: CA-12, CA-13 and CA-19,
incorporating various minor improvements and modifications. A total of
250 aircraft of these marques were built: 105 CA-12s, 95 CA-13s and 49
CA-19s.[4] The CA-13 and CA-19 are sometimes known collectively as the Boomerang Mark II.
On 19 October 1942, CA-12 A46-6 (bu. no. 829) became the first Boomerang to reach a training/conversion unit, when it was transferred to No. 2 OTU, from 1 AD.[4] No. 83 Squadron (83 Sqn) became the first fighter unit to receive Boomerangs, when several were delivered to it – replacing Airacobras – at Strathpine Airfield, in Strathpine, Queensland, on 10 April 1943.[4] A few weeks afterward, CA-12s were also received by a frontline air defence unit, No. 84 Squadron which was stationed on Horn Island Airfield, in Torres Strait. The third Boomerang fighter unit, No. 85 Squadron – like 83 Sqn – was performing home defence duties, at RAAF Guildford (known later as Perth Airport); the Boomerangs replaced the squadron's Buffaloes.
On the evening of 20 May 1943, Flight Lieutenant Roy Goon became the first Boomerang pilot to scramble on the Australian mainland against Japanese bombers.[4] Goon, part of an 85 Sqn detachment at RAAF Learmonth, near Exmouth, Western Australia, undertaking air defence of the Allied naval base at Exmouth Gulf (codenamed "Potshot"), took off to intercept Japanese bombers.[6] After Goon had sighted them, the bombers dropped their payloads wide of their target and left the area.[4]
84 Sqn had been deployed to Horn Island – a US Army Air Forces bomber base – in an attempt to address Japanese air raids and the continuing shortage of fighters in this area. The squadron was only modestly successful however. The Boomerang's low top speed and poor high altitude performance meant that No. 84 could drive off enemy attacks but rarely get close enough to Japanese aircraft to bring their guns to bear. On the only occasion[when?] that a Boomerang did close on a Japanese aircraft, its guns jammed.[citation needed] There were not many air raids in this area, and after using Boomerangs for eight months No. 84 Sqn upgraded to the Kittyhawk.
The Boomerang found its niche as a light ground attack aircraft, a vital role as the ground war in the jungles of the South West Pacific theatre was often characterised by widely dispersed, small unit actions, fought at close quarters, with uncertain front lines. The Boomerang was ideal in this role because it: had the range to go wherever it was needed when it was based close to ground operations; had heavy armament; was agile and easy to fly, meaning that pilots could get close to ground targets, avoid ground fire and rough terrain and; featured extensive armour plating and a wood and aluminium airframe, that could withstand significant battle damage. Some of the aircraft were shot down, including two accidental "kills" by US forces, and many were damaged during accidents while landing, often because the Boomerang was prone to ground looping.[4]
No. 4 Squadron and No. 5 Squadron flew Boomerangs in New Guinea, the Solomon Islands Campaign and Borneo Campaign, also in the close support role, with marked success. Flying in pairs (one to observe the ground, the other to observe the air around them), their tasks included bombing, strafing, close infantry support and artillery spotting. When attacking larger enemy formations Boomerangs often operated in conjunction with larger aircraft. In this role the Boomerang would get in close to confirm the identity of the target and mark it with a 20 lb (9 kg) smoke bomb with the "cooperating" aircraft delivering the major ordnance from a safer distance. A partnership between 5 Sqn Boomerangs and Royal New Zealand Air Force Corsair fighter bombers during the Bougainville Campaign was said to be particularly effective.[citation needed]
No. 8 Communications Unit used Boomerangs to assist with air sea rescue operations in New Guinea.
The sole CA-14A was used for research by No. 1 Aircraft Performance Unit RAAF, and was also seconded to the Bureau of Meteorology for a period after the war ended.[4]
Temora Aviation Museum's CA-13 Boomerang VH-MHR/"A46-122"
Three Boomerangs remain airworthy today, all in Australia:
A full-scale airworthy replica with many original parts, painted as A46-139, was based in the United States (N32CS) for some years but was recently sold to Holland. It is now in flying condition and based at Antwerp International Airport (01/11/2014)
Draftsman's line drawing of a Boomerang
Development
Background
The Pacific War began on 7 December 1941 with surprise attacks by the Empire of Japan on Pearl Harbor, Thailand, Malaya and the Philippines. Within a few months, Japanese forces had conquered vast areas of the Pacific and South East Asia. During these campaigns, the ill-prepared Allied air forces in the Pacific suffered devastating losses.Because of political and cultural ties between the United Kingdom and Australia, British manufacturers were the main source of RAAF aircraft. However, the British aircraft industry had long been hard-pressed to meet the needs of the RAF. Although United States companies had enormous aircraft manufacturing capacity, their output was destined for US air units. When new aircraft built overseas did become available, they would be shipped long distances in wartime conditions, with consequent delays and losses. While United States Army Air Forces (USAAF) fighters – such as the Curtiss P-40 Kittyhawk and Bell P-39 Airacobra – damaged during service in Australia could be rebuilt by Australian workshops and loaned to RAAF units, they were not available in sufficient numbers either.
CAC examined the possibility of designing and building fighters. The main challenge was the fact that fighter aircraft had never been built in Australia. Only two military aircraft were in production at the time: the Bristol Beaufort twin-engined bomber and the CAC Wirraway, a single-engine armed trainer/ground attack aircraft, based on the North American NA-16. While the Beaufort was not a suitable basis for a single-engine fighter, its 1,200 horsepower (890 kW) Pratt & Whitney R-1830 Twin Wasp engines were made under license at the CAC plant in Lidcombe, Sydney and also powered the Grumman F4F Wildcat fighters used by the United States Navy. Consequently, the Twin Wasp was a logical choice for a stop-gap fighter design. The NA-16 had already become the basis of the North American NA-50 fighter which had been used by the Peruvian Air Force in the 1941 Ecuadorian–Peruvian War. The Wirraway likewise provided a starting point for the Boomerang's design.
Like the latest fighters at the time, planning for the Boomerang included automatic cannons. As no such weapons were manufactured locally, a British-made Hispano-Suiza 20 mm which an Australian airman had collected as a souvenir in the Middle East was reverse engineered.
| Boomerang | |
|---|---|
|
|
| Boomerang from No. 5 Squadron RAAF | |
| Role | Fighter aircraft |
| National origin | Australia |
| Manufacturer | Commonwealth Aircraft Corporation |
| First flight | 29 May 1942 |
| Introduction | 1943 |
| Status | Retired |
| Primary user | Royal Australian Air Force |
| Produced | 1942–1945 |
| Number built | 250 |
Development
The Boomerang was a small fighter, designed with an emphasis on manoeuvrability. It had an overall length of just 7.7 metres (25.5 ft) and an 11 m (36 ft) wingspan. Although the original intention had been to use as many Wirraway components as possible, the final design was quite different, with shorter wings, a shorter, wood-sheathed, aluminium-framed fuselage, increased strength for combat stresses and a new centre section.
On 2 February 1942, before the debut flight of the Boomerang's prototype, the RAAF ordered 105 CA-12 (Mark I) variants. The prototype commenced test flights on 29 May,[4] with pilots Ken Frewin (CAC) and John Harper (RAAF). On 15 July, No. 1 Aircraft Depot RAAF received A46-1 (bu. no. 824) from CAC.[4] Comparison flight tests were undertaken by 1 AD, against a Brewster Buffalo (A51-6) that had been lightened and re-weighted to approximate the flight characteristics of a Zero, as well as a P-40E (A29-129) and a P-400 (BW127). It was found that the Boomerang was faster in level flight than the "Zero", although the Buffalo out-manoeuvred it.[4] The Boomerang was superior in armament, with two 20 mm cannon and four .303 calibre (7.7 mm) machine guns, all mounted in the short, thick wings. Its pilots were better protected, with generous armour plating, than Japanese fighter pilots. While the CA-12 was lively at low level, its performance fell away rapidly above altitudes of 15,000 ft (4,600 m), and its maximum speed of 265 knots (490 km/h) was not sufficient to make it an effective counter to Japanese fighters like the Zero and the Imperial Japanese Army Air Force's Nakajima Ki 43 ("Oscar"). Similarly, the best European fighters were reaching almost 350 knots (650 km/h), and even relatively sluggish fighters like the Wildcat and the Kittyhawk (which would become the main fighter used by the RAAF during the war) were much faster than the Boomerang.
As test and trial flights commenced, CAC had already begun work on a new variant, the CA-14, to address the Boomerang's deficiencies in speed, climb and ceiling.[5] The CA-14 was designed around an order for 145 U.S.-built, 1,700 hp (1,268 kW) Wright Cyclone R-2600 engines. However, the Wright engines ordered were not delivered as scheduled, and in mid-1942 Wackett authorised use of the 1,850 hp (1,380 kW) Pratt & Whitney R-2800, which was available from the CAC factory in Lidcombe.[5] However, the significantly greater weight of this powerplant led to an unacceptable risk of undercarriage failure.[5] (The R-2800 engine would later be the basis of design work on the Boomerang's successor, the CAC CA-15, also known as the "Kangaroo".) CAC eventually returned to the Twin Wasp, to which it added a General Electric B-2 turbo-supercharger mounted inside the rear part of the fuselage, new propellor gear, a geared cooling fan (influenced by intelligence reports from Europe regarding captured German BMW 801 twin-row radial engines, which were used by the Focke-Wulf Fw 190A) and a larger, squared-off tailfin and rudder.[5] By July 1943, the significantly re-worked CA-14 prototype, now known as the CA-14A, had a top speed that was 25–30% better than the CA-12, and an operational ceiling 4,000 ft (1,200 m) higher.[5]
Testing of later Boomerang variants found that they compared favourably with the Spitfire Mk V and early Thunderbolts and Mustangs.[5] By this time, however, British-built Spitfires had filled the interceptor role and Mustangs had been ordered, to fill the bomber escort, air superiority and close air support roles.[5] Consequently, production Boomerangs were never fitted with turbo-superchargers.
Operational history
On 19 October 1942, CA-12 A46-6 (bu. no. 829) became the first Boomerang to reach a training/conversion unit, when it was transferred to No. 2 OTU, from 1 AD.[4] No. 83 Squadron (83 Sqn) became the first fighter unit to receive Boomerangs, when several were delivered to it – replacing Airacobras – at Strathpine Airfield, in Strathpine, Queensland, on 10 April 1943.[4] A few weeks afterward, CA-12s were also received by a frontline air defence unit, No. 84 Squadron which was stationed on Horn Island Airfield, in Torres Strait. The third Boomerang fighter unit, No. 85 Squadron – like 83 Sqn – was performing home defence duties, at RAAF Guildford (known later as Perth Airport); the Boomerangs replaced the squadron's Buffaloes.
On the evening of 20 May 1943, Flight Lieutenant Roy Goon became the first Boomerang pilot to scramble on the Australian mainland against Japanese bombers.[4] Goon, part of an 85 Sqn detachment at RAAF Learmonth, near Exmouth, Western Australia, undertaking air defence of the Allied naval base at Exmouth Gulf (codenamed "Potshot"), took off to intercept Japanese bombers.[6] After Goon had sighted them, the bombers dropped their payloads wide of their target and left the area.[4]
84 Sqn had been deployed to Horn Island – a US Army Air Forces bomber base – in an attempt to address Japanese air raids and the continuing shortage of fighters in this area. The squadron was only modestly successful however. The Boomerang's low top speed and poor high altitude performance meant that No. 84 could drive off enemy attacks but rarely get close enough to Japanese aircraft to bring their guns to bear. On the only occasion[when?] that a Boomerang did close on a Japanese aircraft, its guns jammed.[citation needed] There were not many air raids in this area, and after using Boomerangs for eight months No. 84 Sqn upgraded to the Kittyhawk.
The Boomerang found its niche as a light ground attack aircraft, a vital role as the ground war in the jungles of the South West Pacific theatre was often characterised by widely dispersed, small unit actions, fought at close quarters, with uncertain front lines. The Boomerang was ideal in this role because it: had the range to go wherever it was needed when it was based close to ground operations; had heavy armament; was agile and easy to fly, meaning that pilots could get close to ground targets, avoid ground fire and rough terrain and; featured extensive armour plating and a wood and aluminium airframe, that could withstand significant battle damage. Some of the aircraft were shot down, including two accidental "kills" by US forces, and many were damaged during accidents while landing, often because the Boomerang was prone to ground looping.[4]
No. 4 Squadron and No. 5 Squadron flew Boomerangs in New Guinea, the Solomon Islands Campaign and Borneo Campaign, also in the close support role, with marked success. Flying in pairs (one to observe the ground, the other to observe the air around them), their tasks included bombing, strafing, close infantry support and artillery spotting. When attacking larger enemy formations Boomerangs often operated in conjunction with larger aircraft. In this role the Boomerang would get in close to confirm the identity of the target and mark it with a 20 lb (9 kg) smoke bomb with the "cooperating" aircraft delivering the major ordnance from a safer distance. A partnership between 5 Sqn Boomerangs and Royal New Zealand Air Force Corsair fighter bombers during the Bougainville Campaign was said to be particularly effective.[citation needed]
No. 8 Communications Unit used Boomerangs to assist with air sea rescue operations in New Guinea.
The sole CA-14A was used for research by No. 1 Aircraft Performance Unit RAAF, and was also seconded to the Bureau of Meteorology for a period after the war ended.[4]
Variants
- CA-12 (Mark I)
- The first single-seat fighter version, 105 built.
- CA-13 (Mark II)
- Improved version of the CA-12, 95 built.
- CA-14
- One aircraft fitted with a turbo-supercharged engine, did not enter production. Serial number A46-1001.
- CA-14A
- The CA-14 prototype was later modified to have a square tail and rudder
- CA-19
- Tactical reconnaissance variant with a single vertical camera in the fuselage, 49 built. Serial numbers: A46-201 to A46-249.
Operators
Australia
- Royal Australian Air Force
- No. 2 Operational Training Unit (October 1942–1945)
- No. 4 Squadron (August 1943 – August 1945). Code letters: QE
- No. 5 Squadron (November 1943 – August 1946). Code letters: BF
- No. 83 Squadron (September 1943 – August 1945). Code letters: MH
- No. 84 Squadron (April 1943 – October 1943). Code letters: LB
- No. 85 Squadron (May 1943 – January 1945). Code letters: SH
- No. 8 Communications Unit (February 1944 – August 1944). Code letters: ZA
Survivors
- A46-122 CA-13 "Suzy Q" (VH-MHR) with the Temora Aviation Museum
- A46-206 CA-19 "Milingimbi Ghost" which was formerly with Lynette Zuccoli at Toowoomba, Queensland until donated to the Museum of Australian Army Flying at the Army Aviation base located at the nearby town of Oakey is now on static display.
- A46-63 a CA-12 from 1943 first flew again on 26 June 2009 as VH-XBL. The restoration includes the provision of a passenger seat.
A full-scale airworthy replica with many original parts, painted as A46-139, was based in the United States (N32CS) for some years but was recently sold to Holland. It is now in flying condition and based at Antwerp International Airport (01/11/2014)
Specifications (CA-12)
Data from The Great Book of Fighters[8]
General characteristics- Crew: 1
- Length: 25 ft 6 in (7.77 m)
- Wingspan: 36 ft 0 in (10.97 m)
- Height: 9 ft 7 in (2.92 m)
- Wing area: 225 ft² (20.9 m²)
- Empty weight: 5,373 lb (2,437 kg)
- Loaded weight: 7,699 lb (3,492 kg)
- Powerplant: 1 × Pratt & Whitney R-1830 Twin Wasp radial engine, 1,200 hp (895 kW)
- Maximum speed: 305 mph (265 knots, 491 km/h) at 15,500 ft (4,730 m)
- Range: 930 mi (810 nm, 1,500 km)
- Service ceiling: 29,000 ft (8,800 m)
- Rate of climb: 2,940 ft/min (14.9 m/s)
- Wing loading: 34.2 lb/ft² (167.1 kg/m²)
- Power/mass: 0.16 hp/lb (256 W/kg)
- Guns:
- 2× 20 mm (0.787 in) Hispano or CAC cannons
- 4× 0.303 in (7.7 mm) Browning machine guns
- Bombs: Could be fitted when the large drop tank was not carried
Sunday, September 15, 2013
Bristol BEAUFIGHTER MK VI F Paper Model
Bristol BEAUFIGHTER MK VI F Paper Model
The Bristol Beaufighter papercraft model is also the name of a car produced by Bristol Cars in the 1980s.
Type 156 Beaufighter
Beaufighter, armed with rockets
Role Heavy fighter / strike aircraft
Manufacturer Bristol Aeroplane Company
First flight 17 July 1939
Introduction 27 July 1940
Retired 1960 (Australia)
Primary users Royal Air Force
Royal Australian Air Force
Produced May 1940 – 1946
Number built 5,928
Developed from Bristol Beaufort
The Bristol Type 156 Beaufighter, often referred to as simply the Beau, was a British long-range heavy fighter modification of the Bristol Aeroplane Company's earlier Beaufort torpedo bomber design. The name Beaufighter is a portmanteau of "Beaufort" and "fighter".
Unlike the Beaufort, the Beaufighter had a long career and served in almost all theatres of war in the Second World War, first as a night fighter, then as a fighter bomber and eventually replacing the Beaufort as a torpedo bomber. A unique variant was built in Australia by the Department of Aircraft Production (DAP) and was known in Australia as the DAP Beaufighter. paper model
Design and development papercraft model
The idea of a fighter development of the Beaufort was suggested to the Air Ministry by Bristol. The suggestion coincided with the delays in the development and production of the Westland Whirlwind cannon-armed twin-engined fighter. By converting an existing design the "Beaufort Cannon Fighter" could be expected to be developed and produced far quicker than starting a completely fresh design. Accordingly the Air Ministry produced specification F.11/37 written around Bristol's suggestion for an "interim" aircraft pending proper introduction of the Whirlwind. Bristol started building a prototype by taking a part-built Beaufort out of the production line. The prototype first flew on 17 July 1939, a little more than eight months after the design had started and possible due to the use of much of the Beaufort's design and parts. A production contract for 300 machines had already been placed two weeks before the prototype flew, as F.17/39.
In general the differences between the Beaufort and Beaufighter were minor. The wings, control surfaces, retractable landing gear and aft section of the fuselage were identical to those of the Beaufort, while the wing centre section was similar apart from certain fittings. The bomb-bay was omitted, and four forward-firing Hispano 20 mm cannons were mounted in the lower fuselage area. These were initially fed from 60-round drums, requiring the radar operator to change the ammunition drums manually — an arduous and unpopular task, especially at night and while chasing a bomber. As a result, they were soon replaced by a belt-feed system. The cannons were supplemented by six 0.303 inch (7.7 mm) Browning guns in the wings; four in the starboard wing and two to port. The areas for the rear gunner and bomb-aimer were removed, leaving only the pilot in a fighter-type cockpit. The navigator / radar operator sat to the rear under a small perspex bubble where the Beaufort's dorsal turret had been located.
The Bristol Taurus engines of the Beaufort were not powerful enough for a fighter and were replaced by the more powerful Bristol Hercules. The extra power presented problems with vibration; in the final design they were mounted on longer, more flexible struts, which stuck out from the front of the wings. This moved the centre of gravity (CoG) forward, a bad thing for an aircraft design. It was moved back by shortening the nose, as no space was needed for a bomb aimer in a fighter. This put most of the fuselage behind the wing, and moved the CoG back where it should be. With the engine cowlings and propellers now further forward than the tip of the nose, the Beaufighter had a characteristically stubby appearance.
Production of the Beaufort in Australia, and the highly successful use of British-made Beaufighters by the Royal Australian Air Force, led to Beaufighters being built by the Australian Department of Aircraft Production (DAP), from 1944 onwards. The DAP's variant was an attack/torpedo bomber, known as the Mark 21: design changes included Hercules CVII engines, dihedral to the tailplane and enhanced armament.
By the time British production lines shut down in September 1945, 5,564 Beaufighters had been built in England, by Bristol and also by Fairey Aviation Company, (498) Ministry of Aircraft Production (3336) and Rootes (260).
When Australian production ceased in 1946, 365 Mk.21s had been built.
Operational service
Bristol Beaufighter Mk 1 in No. 252 Squadron, North Africa
By fighter standards, the Beaufighter Mk.I was rather heavy and slow. It had an all-up weight of 16,000 lb (7,000 kg) and a maximum speed of only 335 mph (540 km/h) at 16,800 ft (5,000 m). Nevertheless this was all that was available at the time, as the otherwise excellent Westland Whirlwind had already been cancelled due to production problems with its Rolls-Royce Peregrine engines.
The Beaufighter found itself coming off the production line at almost exactly the same time as the first British Airborne Intercept (AI) radar sets. With the four 20 mm cannons mounted in the lower fuselage, the nose could accommodate the radar antennas, and the general roominess of the fuselage enabled the AI equipment to be fitted easily. Even loaded to 20,000 lb (9 t) the plane was fast enough to catch German bombers. By early 1941 it was an effective counter to Luftwaffe night raids. The various early models of the Beaufighter soon commenced service overseas, where its ruggedness and reliability soon made the aircraft popular with crews.
A night-fighter Mk VIF was supplied to squadrons in March 1942, equipped with AI Mark VIII radar. As the faster de Havilland Mosquito took over in the night fighter role in mid to late 1942, the heavier Beaufighters made valuable contributions in other areas such as anti-shipping, ground attack and long-range interdiction in every major theatre of operations.
In the Mediterranean, the USAAF's 414th, 415th, 416th and 417th Night Fighter Squadrons received 100 Beaufighters in the summer of 1943, achieving their first victory in July 1943. Through the summer the squadrons conducted both daytime convoy escort and ground-attack operations, but primarily flew defensive interception missions at night. Although the Northrop P-61 Black Widow fighter began to arrive in December 1944, USAAF Beaufighters continued to fly night operations in Italy and France until late in the war.
By the autumn of 1943 the Mosquito was available in enough numbers to replace the Beaufighter as the primary night fighter of the RAF. By the end of the war some 70 pilots serving with RAF units had become aces while flying Beaufighters.
Coastal Command
1941 saw the development of the Beaufighter Mk.IC long-range heavy fighter. This new variant entered service in May 1941 with a detachment from No. 252 Squadron operating from Malta. The aircraft proved so effective in the Mediterranean against shipping, aircraft and ground targets that Coastal Command became the major user of the Beaufighter, replacing the now obsolete Beaufort and Blenheim.
Coastal Command began to take delivery of the up-rated Mk.VIC in mid 1942. By the end of 1942 Mk VICs were being equipped with torpedo-carrying gear, enabling them to carry the British 18-inch or the US 22.5-inch torpedo externally. The first successful torpedo attacks by Beaufighters came in April 1943, with No. 254 Squadron sinking two merchant ships off Norway.
The Hercules Mk XVII, developing 1,735 hp at 500 feet, was installed in the Mk VIC airframe to produce the TF Mk.X (Torpedo Fighter), commonly known as the "Torbeau." The Mk X became the main production mark of the Beaufighter. The strike variant of the "Torbeau" was designated the Mk.XIC. Beaufighter TF Xs would make precision attacks on shipping at wave-top height with torpedoes or RP-3 rockets. Early models of the Mk Xs carried metric-wavelength ASV (air-to-surface vessel) radar with "herringbone" antennae carried on the nose and outer wings, but this was replaced in late 1943 by the centimetric AI Mark VIII radar housed in a "thimble-nose" radome, enabling all-weather and night attacks.
The North Coates Strike Wing (Coastal Command), based at RAF North Coates on the Lincolnshire coast, developed attack tactics combining large formations of Beaufighters on anti-flak suppression with cannon and rockets while the Torbeaus attacked on low level. These tactics were put into practice in mid 1943 and in a 10-month period 27,000 tonnes of shipping were sunk. Tactics were further adapted when shipping was moved from port during the night. North Coates Strike Wing operated as the largest anti-shipping force of the Second World War, and accounted for over 150,000 tons of shipping and 117 vessels for a loss of 120 Beaufighters and 241 aircrew killed or missing. This was half the total tonnage sunk by all strike wings between 1942-45.
Pacific war
Beaufighter of No. 30 Squadron RAAF over the Owen Stanley Range, New Guinea, 1942.(AWM OG0001)
The Beaufighter arrived at squadrons in Asia and the Pacific in mid-1942. It has often been said — although it was most probably a propaganda invention — that Japanese soldiers referred to the Beaufighter as "whispering death", supposedly because attacking aircraft often were not heard (or seen) until too late. (The Beaufighter's Hercules engines featured sleeve valves which lacked the noisy valve gear common to poppet valve engines. This was most apparent in a reduced noise level at the front of the engine.)
South east Asia
In the South-East Asian Theatre the Beaufighter Mk VIF operated from India on night missions against Japanese lines of communication in Burma and Thailand. The high-speed, low-level attacks were highly effective, despite often atrocious weather conditions, and makeshift repair and maintenance facilities.
South west Pacific
Before DAP Beaufighters arrived at Royal Australian Air Force units in the South West Pacific theatre, the Bristol Beaufighter Mk IC was employed in anti-shipping missions.
The most famous of these was the Battle of the Bismarck Sea in which they co-operated with USAAF A-20 Bostons and B-25 Mitchells. No. 30 Squadron RAAF Beaufighters flew in at mast height to provide heavy suppressive fire for the waves of attacking bombers. The Japanese convoy, under the impression that they were under torpedo attack, made the fatal tactical error of turning their ships towards the Beaufighters, leaving them exposed to skip bombing attacks by the US medium bombers. The Beaufighters inflicted maximum damage on the ships' anti-aircraft guns, bridges and crews during strafing runs with their four 20 mm (0.787 in) nose cannons and six wing-mounted .303 in (7.7 mm) machine guns. Eight transports and four destroyers were sunk for the loss of five aircraft, including one Beaufighter.
Postwar
From late 1944, RAF Beaufighter units were engaged in the Greek Civil War, finally withdrawing in 1946.
The Beaufighter was also used by the air forces of Portugal, Turkey and the Dominican Republic. It was used briefly by the Israeli Air Force.
Variants
Beaufighter Mk IF
Two-seat night fighter variant.
Beaufighter Mk IC
The "C" stood for Coastal Command variant; many were modified to carry bombs.
Beaufighter Mk II
However well the Beaufighter performed, the Short Stirling bomber program by late 1941 had a higher priority for the Hercules engine and the Rolls Royce Merlin XX-powered Mk II was the result.
Beaufighter Mk IIF
Production night fighter variant.
Beaufighter Mk III/IV
The Mark III and Mark IV were to be Hercules and Merlin powered Beaufighters with a new slimmer fuselage carrying an armament of 6 cannon and 6 machine guns which would give performance improvements. The necessary costs of making the changes to the production line led to the curtailing of the Marks. [1]
Beaufighter Mk V
The Vs had a Boulton Paul turret with four 0.303 machine guns mounted aft of the cockpit supplanting one pair of cannons and the wing-mounted machine guns. Only two Mk Vs were built.
Beaufighter Mk VI
The Hercules returned with the next major version in 1942, the Mk VI, which was eventually built to over 1,000 examples.
Beaufighter Mk VIC
Torpedo-carrying variant dubbed the "Torbeau".
Beaufighter Mk VIF
This variant was equipped with AI Mark VIII radar.
Beaufighter Mk VI (ITF)
Interim torpedo fighter version.
Beaufighter TF Mk X
Two-seat torpedo fighter aircraft. The last major version (2,231 built) was the Mk X, among the finest torpedo and strike aircraft of its day.
Beaufighter Mk XIC
Built without torpedo gear for Coastal Command use.
Beaufighter Mk 21
The Australian-made DAP Beaufighter. Changes included Hercules CVII engines, a dihedral tailplane, four 20 mm in the nose, four Browning .50 in the wings and the capacity to carry eight five-inch High-Velocity Aircraft Rockets (HVAR), two 250 lb bombs, two 500 lb bombs and one Mk13 torpedo.
Beaufighter TT Mk 10
After the war, many RAF Beaufighters were converted into target tug aircraft.
Download : Click Here
| Type 156 Beaufighter | |
|---|---|
 |
Type 156 Beaufighter
Beaufighter, armed with rockets
Role Heavy fighter / strike aircraft
Manufacturer Bristol Aeroplane Company
First flight 17 July 1939
Introduction 27 July 1940
Retired 1960 (Australia)
Primary users Royal Air Force
Royal Australian Air Force
Produced May 1940 – 1946
Number built 5,928
Developed from Bristol Beaufort
The Bristol Type 156 Beaufighter, often referred to as simply the Beau, was a British long-range heavy fighter modification of the Bristol Aeroplane Company's earlier Beaufort torpedo bomber design. The name Beaufighter is a portmanteau of "Beaufort" and "fighter".
Unlike the Beaufort, the Beaufighter had a long career and served in almost all theatres of war in the Second World War, first as a night fighter, then as a fighter bomber and eventually replacing the Beaufort as a torpedo bomber. A unique variant was built in Australia by the Department of Aircraft Production (DAP) and was known in Australia as the DAP Beaufighter. paper model
Design and development papercraft model
The idea of a fighter development of the Beaufort was suggested to the Air Ministry by Bristol. The suggestion coincided with the delays in the development and production of the Westland Whirlwind cannon-armed twin-engined fighter. By converting an existing design the "Beaufort Cannon Fighter" could be expected to be developed and produced far quicker than starting a completely fresh design. Accordingly the Air Ministry produced specification F.11/37 written around Bristol's suggestion for an "interim" aircraft pending proper introduction of the Whirlwind. Bristol started building a prototype by taking a part-built Beaufort out of the production line. The prototype first flew on 17 July 1939, a little more than eight months after the design had started and possible due to the use of much of the Beaufort's design and parts. A production contract for 300 machines had already been placed two weeks before the prototype flew, as F.17/39.
In general the differences between the Beaufort and Beaufighter were minor. The wings, control surfaces, retractable landing gear and aft section of the fuselage were identical to those of the Beaufort, while the wing centre section was similar apart from certain fittings. The bomb-bay was omitted, and four forward-firing Hispano 20 mm cannons were mounted in the lower fuselage area. These were initially fed from 60-round drums, requiring the radar operator to change the ammunition drums manually — an arduous and unpopular task, especially at night and while chasing a bomber. As a result, they were soon replaced by a belt-feed system. The cannons were supplemented by six 0.303 inch (7.7 mm) Browning guns in the wings; four in the starboard wing and two to port. The areas for the rear gunner and bomb-aimer were removed, leaving only the pilot in a fighter-type cockpit. The navigator / radar operator sat to the rear under a small perspex bubble where the Beaufort's dorsal turret had been located.
The Bristol Taurus engines of the Beaufort were not powerful enough for a fighter and were replaced by the more powerful Bristol Hercules. The extra power presented problems with vibration; in the final design they were mounted on longer, more flexible struts, which stuck out from the front of the wings. This moved the centre of gravity (CoG) forward, a bad thing for an aircraft design. It was moved back by shortening the nose, as no space was needed for a bomb aimer in a fighter. This put most of the fuselage behind the wing, and moved the CoG back where it should be. With the engine cowlings and propellers now further forward than the tip of the nose, the Beaufighter had a characteristically stubby appearance.
Production of the Beaufort in Australia, and the highly successful use of British-made Beaufighters by the Royal Australian Air Force, led to Beaufighters being built by the Australian Department of Aircraft Production (DAP), from 1944 onwards. The DAP's variant was an attack/torpedo bomber, known as the Mark 21: design changes included Hercules CVII engines, dihedral to the tailplane and enhanced armament.
By the time British production lines shut down in September 1945, 5,564 Beaufighters had been built in England, by Bristol and also by Fairey Aviation Company, (498) Ministry of Aircraft Production (3336) and Rootes (260).
Operational service
Bristol Beaufighter Mk 1 in No. 252 Squadron, North Africa
By fighter standards, the Beaufighter Mk.I was rather heavy and slow. It had an all-up weight of 16,000 lb (7,000 kg) and a maximum speed of only 335 mph (540 km/h) at 16,800 ft (5,000 m). Nevertheless this was all that was available at the time, as the otherwise excellent Westland Whirlwind had already been cancelled due to production problems with its Rolls-Royce Peregrine engines.
The Beaufighter found itself coming off the production line at almost exactly the same time as the first British Airborne Intercept (AI) radar sets. With the four 20 mm cannons mounted in the lower fuselage, the nose could accommodate the radar antennas, and the general roominess of the fuselage enabled the AI equipment to be fitted easily. Even loaded to 20,000 lb (9 t) the plane was fast enough to catch German bombers. By early 1941 it was an effective counter to Luftwaffe night raids. The various early models of the Beaufighter soon commenced service overseas, where its ruggedness and reliability soon made the aircraft popular with crews.
A night-fighter Mk VIF was supplied to squadrons in March 1942, equipped with AI Mark VIII radar. As the faster de Havilland Mosquito took over in the night fighter role in mid to late 1942, the heavier Beaufighters made valuable contributions in other areas such as anti-shipping, ground attack and long-range interdiction in every major theatre of operations.
In the Mediterranean, the USAAF's 414th, 415th, 416th and 417th Night Fighter Squadrons received 100 Beaufighters in the summer of 1943, achieving their first victory in July 1943. Through the summer the squadrons conducted both daytime convoy escort and ground-attack operations, but primarily flew defensive interception missions at night. Although the Northrop P-61 Black Widow fighter began to arrive in December 1944, USAAF Beaufighters continued to fly night operations in Italy and France until late in the war.
By the autumn of 1943 the Mosquito was available in enough numbers to replace the Beaufighter as the primary night fighter of the RAF. By the end of the war some 70 pilots serving with RAF units had become aces while flying Beaufighters.
Coastal Command
1941 saw the development of the Beaufighter Mk.IC long-range heavy fighter. This new variant entered service in May 1941 with a detachment from No. 252 Squadron operating from Malta. The aircraft proved so effective in the Mediterranean against shipping, aircraft and ground targets that Coastal Command became the major user of the Beaufighter, replacing the now obsolete Beaufort and Blenheim.
Coastal Command began to take delivery of the up-rated Mk.VIC in mid 1942. By the end of 1942 Mk VICs were being equipped with torpedo-carrying gear, enabling them to carry the British 18-inch or the US 22.5-inch torpedo externally. The first successful torpedo attacks by Beaufighters came in April 1943, with No. 254 Squadron sinking two merchant ships off Norway.
The Hercules Mk XVII, developing 1,735 hp at 500 feet, was installed in the Mk VIC airframe to produce the TF Mk.X (Torpedo Fighter), commonly known as the "Torbeau." The Mk X became the main production mark of the Beaufighter. The strike variant of the "Torbeau" was designated the Mk.XIC. Beaufighter TF Xs would make precision attacks on shipping at wave-top height with torpedoes or RP-3 rockets. Early models of the Mk Xs carried metric-wavelength ASV (air-to-surface vessel) radar with "herringbone" antennae carried on the nose and outer wings, but this was replaced in late 1943 by the centimetric AI Mark VIII radar housed in a "thimble-nose" radome, enabling all-weather and night attacks.
The North Coates Strike Wing (Coastal Command), based at RAF North Coates on the Lincolnshire coast, developed attack tactics combining large formations of Beaufighters on anti-flak suppression with cannon and rockets while the Torbeaus attacked on low level. These tactics were put into practice in mid 1943 and in a 10-month period 27,000 tonnes of shipping were sunk. Tactics were further adapted when shipping was moved from port during the night. North Coates Strike Wing operated as the largest anti-shipping force of the Second World War, and accounted for over 150,000 tons of shipping and 117 vessels for a loss of 120 Beaufighters and 241 aircrew killed or missing. This was half the total tonnage sunk by all strike wings between 1942-45.
Beaufighter of No. 30 Squadron RAAF over the Owen Stanley Range, New Guinea, 1942.(AWM OG0001)
The Beaufighter arrived at squadrons in Asia and the Pacific in mid-1942. It has often been said — although it was most probably a propaganda invention — that Japanese soldiers referred to the Beaufighter as "whispering death", supposedly because attacking aircraft often were not heard (or seen) until too late. (The Beaufighter's Hercules engines featured sleeve valves which lacked the noisy valve gear common to poppet valve engines. This was most apparent in a reduced noise level at the front of the engine.)
South east Asia
In the South-East Asian Theatre the Beaufighter Mk VIF operated from India on night missions against Japanese lines of communication in Burma and Thailand. The high-speed, low-level attacks were highly effective, despite often atrocious weather conditions, and makeshift repair and maintenance facilities.
South west Pacific
Before DAP Beaufighters arrived at Royal Australian Air Force units in the South West Pacific theatre, the Bristol Beaufighter Mk IC was employed in anti-shipping missions.
The most famous of these was the Battle of the Bismarck Sea in which they co-operated with USAAF A-20 Bostons and B-25 Mitchells. No. 30 Squadron RAAF Beaufighters flew in at mast height to provide heavy suppressive fire for the waves of attacking bombers. The Japanese convoy, under the impression that they were under torpedo attack, made the fatal tactical error of turning their ships towards the Beaufighters, leaving them exposed to skip bombing attacks by the US medium bombers. The Beaufighters inflicted maximum damage on the ships' anti-aircraft guns, bridges and crews during strafing runs with their four 20 mm (0.787 in) nose cannons and six wing-mounted .303 in (7.7 mm) machine guns. Eight transports and four destroyers were sunk for the loss of five aircraft, including one Beaufighter.
From late 1944, RAF Beaufighter units were engaged in the Greek Civil War, finally withdrawing in 1946.
The Beaufighter was also used by the air forces of Portugal, Turkey and the Dominican Republic. It was used briefly by the Israeli Air Force.
Variants
Beaufighter Mk IF
Two-seat night fighter variant.
Beaufighter Mk IC
The "C" stood for Coastal Command variant; many were modified to carry bombs.
Beaufighter Mk II
However well the Beaufighter performed, the Short Stirling bomber program by late 1941 had a higher priority for the Hercules engine and the Rolls Royce Merlin XX-powered Mk II was the result.
Beaufighter Mk IIF
Production night fighter variant.
Beaufighter Mk III/IV
The Mark III and Mark IV were to be Hercules and Merlin powered Beaufighters with a new slimmer fuselage carrying an armament of 6 cannon and 6 machine guns which would give performance improvements. The necessary costs of making the changes to the production line led to the curtailing of the Marks. [1]
Beaufighter Mk V
The Vs had a Boulton Paul turret with four 0.303 machine guns mounted aft of the cockpit supplanting one pair of cannons and the wing-mounted machine guns. Only two Mk Vs were built.
Beaufighter Mk VI
The Hercules returned with the next major version in 1942, the Mk VI, which was eventually built to over 1,000 examples.
Beaufighter Mk VIC
Torpedo-carrying variant dubbed the "Torbeau".
Beaufighter Mk VIF
This variant was equipped with AI Mark VIII radar.
Beaufighter Mk VI (ITF)
Interim torpedo fighter version.
Beaufighter TF Mk X
Two-seat torpedo fighter aircraft. The last major version (2,231 built) was the Mk X, among the finest torpedo and strike aircraft of its day.
Beaufighter Mk XIC
Built without torpedo gear for Coastal Command use.
Beaufighter Mk 21
The Australian-made DAP Beaufighter. Changes included Hercules CVII engines, a dihedral tailplane, four 20 mm in the nose, four Browning .50 in the wings and the capacity to carry eight five-inch High-Velocity Aircraft Rockets (HVAR), two 250 lb bombs, two 500 lb bombs and one Mk13 torpedo.
Beaufighter TT Mk 10
After the war, many RAF Beaufighters were converted into target tug aircraft.
Download : Click Here
Tuesday, August 13, 2013
Mitsubishi G4M (Betty) samolot bombowy Betty
Mitsubishi G4M (Betty)
samolot bombowy
II wojna światowa 1939-1945, → samoloty, JaponiaMitsubishi G4M (Betty)
Samolot bombowy.
Edycja
…
Przypisy
G4M1 Model 11 : szturmowy samolot bombowy.
G4M1 Model 12 : szturmowy samolot bombowy.
G4M2 Model 22 : szturmowy samolot bombowy.
G4M2 Model 24 : samolot szturmowy.
G4M2 Model 24J : samolot - nosiciel samolotów kamikadze z napędem rakietowym, Yokosuka MXY7 Okha.
Mitsubishi G4M2a.
G4M3 : szturmowy samolot bombowy.
G4M3 Model 34 : szturmowy samolot bombowy.
Mitsubishi G4M1 Model 11 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.238:]
Mitsubishi G4M1 "Betty". Kraj produkcji Japonia, typ - (G4M1 Model 11) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4A Kasei 11 o mocy 1141 kW (1530 KM), osiągi - prędkość maksymalna 428 km/h, czas wznoszenia na wysokość 7000 m - 18 min, zasięg 6033 km, masa własna 6800 kg, maksymalna masa startowa 9500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 20,00 m, wysokość 5,00 m, uzbrojenie - ruchome dziłko 20 mm na tylnym stanowisku strzeleckim, ruchomy tylny karabin maszynowy 7,7 mm w kopule grzbietowej, po jednym karabinie maszynowym 7,7 mm w każdym z bocznych stanowisk strzeleckich, ładunek 800 kg bomb i torped na podwieszeniach zewnętrznych.
[Gazety Wojenne. Nr 79. s. 1571:]
MITSUBISHI G4 M1. Jedna z wielu wersji tego bombowca, dostosowana w roku 1944 do przewozu pod kadłubem samobójczego odrzutowca Yokosuka MXY7 wz. 11 "Okha" (kwiat wiśni).
Typ - bombowiec dalekiego zasięgu, wymiary - długość 19,50 m, rozpiętość skrzydeł 25,00 m, wysokość 6,00 m, napęd - 2 silniki Mitsubishi MK4T Kasei 25 o mocy 1 850 KM, szybkość maksymalna 470 km/godz., masa na pusto 8 350 kg, masa maksymalna startowa 10 500 kg, zasięg 4 3350 km, pułap 10 000 m, uzbrojenie - 2 działka wz. 99 kal. 20 mm, 4 km kal. 7,7 mm.
Mitsubishi G4M2 Model 22 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.239:]
Mitsubishi G4M2 "Betty". Kraj produkcji Japonia, typ - (G4M2 Model 22) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4P Kasei 21 o mocy 1342 kW (1800 KM), osiągi - prędkość maksymalna 438 km/h, czas wznoszenia na wysokość 8000 m - 30 min 24 s, zasięg 6059 km, masa własna 8161 kg, maksymalna masa startowa 12 500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 20,00 m, wysokość 6,00 m, uzbrojenie - dwa ruchome karabiny maszynowe 7,7 mm w stanowisku dziobowym, ruchome działko 20 mm w wieżyczce grzbietowej, po jednym ruchomym działku 20 mm w każdym z bocznych stanowisk strzeleckich, ruchome działko 20 mm na stanowisku ogonowym, ładunek 800 kg bomb i torped.
[Gazety Wojenne. Nr 39. s.771:]
Mitsubishi G4M2 "BETTY". Ten bombowiec o dalekim zasięgu został zbudowany podczas lata 1941. Byłby on newątpliwie bardziej skuteczny, gdyby od początku wyposażono go w odpowiednie opancerzenie i skuteczny system przeciwpożarowy.
Typ - dwusilnikowy bombowiec o dalekim zasięgu, wymiary - długość 20 m, rozpiętośc skrzydeł 25 m, wysokość 5,99 m, napęd - 2 silniki gwiazdowe 14 cylindrowe Mitsubishi Kasei 21 o mocy 1 530 KM każdy, prędkośc maksymalna 445 km/godz., pułap 8 500 m, zasięg 2 400 km, maksymalna masa startowa 15 000 kg, uzbrojenie - 4 karabiny maszynowe kal. 7,7 mm i 2 ruchome działka 20 mm oraz bomby o masie 2 200 kg.
Mitsubishi G4M2a (Betty).
[brak informacji o autorze i źródle informacji:]
Okres używania: 1941-1945; wyprodukowano: 2479 samolotów wszystkich wersji; załoga: 7 osób; silniki: 2 x 1850 kM; wymiary - rozpiętość 25,0 m, długość 20,0 m, ciężar całkowity 12500 kg, ciężar własny 8370 kg, prędkość maksymalna 435 km/h, pułap 8950 m, zasięg 3600 km, uzbrojenie - 1 km 7,7 mm, 4 działka 20 mm, 1000 kG bomb.
Mitsubishi G4M3 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.240:]
Mitsubishi G4M3 "Betty". Kraj produkcji Japonia, typ - (G4M3) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4T Kasei 25 o mocy 1361 kW (1825 KM), osiągi - prędkość maksymalna 470 km/h, czas wznoszenia na wysokość 7000 m - 20 min 10 s, pułap praktyczny 9200 m, zasięg 4335 km, masa własna 8350 kg, maksymalna masa startowa 12 500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 19,50 m, wysokość 6,00 m, uzbrojenie - dwa ruchome karabiny maszynowe 7,7 mm w dziobie, ruchome działko 20 mm w wieżyczce grzbietowej, po jednym ruchomym działku 20 mm w stanowiskach w belce ogonowej, ruchome działko 20 mm na stanowisku ogonowym, ładunek 800 kg bomb.
"Chant Chris: Samoloty II wojny światowej. Warszawa 2000.",
"Gazety Wojenne.",
G4M1 Model 12 : szturmowy samolot bombowy.
G4M2 Model 22 : szturmowy samolot bombowy.
G4M2 Model 24 : samolot szturmowy.
G4M2 Model 24J : samolot - nosiciel samolotów kamikadze z napędem rakietowym, Yokosuka MXY7 Okha.
Mitsubishi G4M2a.
G4M3 : szturmowy samolot bombowy.
G4M3 Model 34 : szturmowy samolot bombowy.
Mitsubishi G4M1 Model 11 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.238:]
Mitsubishi G4M1 "Betty". Kraj produkcji Japonia, typ - (G4M1 Model 11) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4A Kasei 11 o mocy 1141 kW (1530 KM), osiągi - prędkość maksymalna 428 km/h, czas wznoszenia na wysokość 7000 m - 18 min, zasięg 6033 km, masa własna 6800 kg, maksymalna masa startowa 9500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 20,00 m, wysokość 5,00 m, uzbrojenie - ruchome dziłko 20 mm na tylnym stanowisku strzeleckim, ruchomy tylny karabin maszynowy 7,7 mm w kopule grzbietowej, po jednym karabinie maszynowym 7,7 mm w każdym z bocznych stanowisk strzeleckich, ładunek 800 kg bomb i torped na podwieszeniach zewnętrznych.
[Gazety Wojenne. Nr 79. s. 1571:]
MITSUBISHI G4 M1. Jedna z wielu wersji tego bombowca, dostosowana w roku 1944 do przewozu pod kadłubem samobójczego odrzutowca Yokosuka MXY7 wz. 11 "Okha" (kwiat wiśni).
Typ - bombowiec dalekiego zasięgu, wymiary - długość 19,50 m, rozpiętość skrzydeł 25,00 m, wysokość 6,00 m, napęd - 2 silniki Mitsubishi MK4T Kasei 25 o mocy 1 850 KM, szybkość maksymalna 470 km/godz., masa na pusto 8 350 kg, masa maksymalna startowa 10 500 kg, zasięg 4 3350 km, pułap 10 000 m, uzbrojenie - 2 działka wz. 99 kal. 20 mm, 4 km kal. 7,7 mm.
Mitsubishi G4M2 Model 22 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.239:]
Mitsubishi G4M2 "Betty". Kraj produkcji Japonia, typ - (G4M2 Model 22) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4P Kasei 21 o mocy 1342 kW (1800 KM), osiągi - prędkość maksymalna 438 km/h, czas wznoszenia na wysokość 8000 m - 30 min 24 s, zasięg 6059 km, masa własna 8161 kg, maksymalna masa startowa 12 500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 20,00 m, wysokość 6,00 m, uzbrojenie - dwa ruchome karabiny maszynowe 7,7 mm w stanowisku dziobowym, ruchome działko 20 mm w wieżyczce grzbietowej, po jednym ruchomym działku 20 mm w każdym z bocznych stanowisk strzeleckich, ruchome działko 20 mm na stanowisku ogonowym, ładunek 800 kg bomb i torped.
[Gazety Wojenne. Nr 39. s.771:]
Mitsubishi G4M2 "BETTY". Ten bombowiec o dalekim zasięgu został zbudowany podczas lata 1941. Byłby on newątpliwie bardziej skuteczny, gdyby od początku wyposażono go w odpowiednie opancerzenie i skuteczny system przeciwpożarowy.
Typ - dwusilnikowy bombowiec o dalekim zasięgu, wymiary - długość 20 m, rozpiętośc skrzydeł 25 m, wysokość 5,99 m, napęd - 2 silniki gwiazdowe 14 cylindrowe Mitsubishi Kasei 21 o mocy 1 530 KM każdy, prędkośc maksymalna 445 km/godz., pułap 8 500 m, zasięg 2 400 km, maksymalna masa startowa 15 000 kg, uzbrojenie - 4 karabiny maszynowe kal. 7,7 mm i 2 ruchome działka 20 mm oraz bomby o masie 2 200 kg.
Mitsubishi G4M2a (Betty).
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Okres używania: 1941-1945; wyprodukowano: 2479 samolotów wszystkich wersji; załoga: 7 osób; silniki: 2 x 1850 kM; wymiary - rozpiętość 25,0 m, długość 20,0 m, ciężar całkowity 12500 kg, ciężar własny 8370 kg, prędkość maksymalna 435 km/h, pułap 8950 m, zasięg 3600 km, uzbrojenie - 1 km 7,7 mm, 4 działka 20 mm, 1000 kG bomb.
Mitsubishi G4M3 (Betty).
[Chant Chris: Samoloty II wojny światowej. Warszawa 2000. s.240:]
Mitsubishi G4M3 "Betty". Kraj produkcji Japonia, typ - (G4M3) siedmiomiejscowy średni bombowiec szturmowy, napęd - dwa czternastocylindrowe silniki dwugwiazdowe Mitsubishi MK4T Kasei 25 o mocy 1361 kW (1825 KM), osiągi - prędkość maksymalna 470 km/h, czas wznoszenia na wysokość 7000 m - 20 min 10 s, pułap praktyczny 9200 m, zasięg 4335 km, masa własna 8350 kg, maksymalna masa startowa 12 500 kg, wymiary - rozpiętość skrzydeł 25,00 m, długość 19,50 m, wysokość 6,00 m, uzbrojenie - dwa ruchome karabiny maszynowe 7,7 mm w dziobie, ruchome działko 20 mm w wieżyczce grzbietowej, po jednym ruchomym działku 20 mm w stanowiskach w belce ogonowej, ruchome działko 20 mm na stanowisku ogonowym, ładunek 800 kg bomb.
"Chant Chris: Samoloty II wojny światowej. Warszawa 2000.",
"Gazety Wojenne.",
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