dornier-do-d-01

The first “Do D” was a unique special construction for the Japanese licensee Kawasaki Dockyard & Co. Ltd in Kobe. Because the primary mission of the “Do D” was to be torpedo attack it was necessary to replace the usual diagonal bracing of the floats by a new construction to permit free fall of the ventrally mounted load.

Construction and assembly of the for Japan destined “Do D” with a Rolls Royce “Eagle” engine, front radiator and forward mounted cockpit could be completed in 1924. After some test flights official handing-over to the Japanese commission occurred October 29th 1924 at Manzell. Date of the official first flight is not known.

In 1925 the “Do D” participated in a competition held by the Japanese Navy, in result being the only aircraft able to fulfill all of the very difficult conditions. Despite this success Kawasaki couldn’t get an order from the Japanese Navy administration.

dornier-do-d-02

The “Do D” was a braced high wing aircraft of semi monocoque sheet metal construction, metal being used throughout. For highly stressed parts steel was used the rest being of Duralumin construction. To prevent corrosion steel alloy was used, the Duralumin parts getting a protective lacquer covering. All parts being fabricated from sheet metal. U-profiles providing reinforcement and preventing buckling. All parts were mated by double sided bolts to facilitate easy maintenance and replacement. In front of the fuselage the motor was mounted on two beams, followed by the cockpit and a storage room afterwards. For torpedo carriage the fuselage underside was molded concave. The wings were placed in short distance from the fuselage and braced by paired struts. The wings consisted of three parts, the outer wings being connected to a central part which was easily removed from the fuselage. For aerodynamic reasons the wing profile was of only moderate thickness. Aerodynamic loads were distributed from the metal outer surface to strong box ribs and finally to two spars. The empennage was placed on the rear fuselage and fastened by four removable bolts. The vertical fin and rudder were all metal whereas the elevator had fabric covering.

While the Japanese version of the “Do D” had a Rolls Royce “Eagle” engine, all subsequent “Do D” aircraft received a gearless “BMW VI” engine with 500-600 hp. Upwards and sideways folding service panels enabled an easy access to the engine. Radiators were front-, ventral- or side mounted. Fuel was stored in two 285 liter tanks placed immediately outboard of the central wing with direct feed to the motor.

dornier-do-d-03

For the connection of fuselage and floats the “Do D” used the construction of the “Do C” – streamlined stubs -, although an enlarged and load-carrying. This unique form led to the popular description “Hosensepp” (a character named “Sepp”, a popular name in upper Bavaria, wearing or selling trousers).

After some delay in 1926/1927 construction of the “Do D” series was continued. Several versions were tested:

- The cockpit – originally in front below the wing – was transferred to a position behind the wing. This greatly impaired the vision of the pilot.

- The dual carriage of the floats was replaced by a four part one. The resultant loss of speed led to a return to the original configuration.

- Various changes in the outline of the vertical tail.

- Testing different placements of the radiator.

- Fly off weight was changed and differed from 3, 6 to 4, 1 tons.

dornier-do-d-04

In 1926 Yugoslavia placed an order for ten “Do D” aircraft. These carrying the “Werk Nr.” (Manufacturer = production numbers) 131-140. Upon delivery in 1929 Yugoslavia ordered another 14 aircraft inclusive spare parts and therefore became main contractor for this type. For maintenance of these 24 aircraft in Yugoslav service two workshops under supervision of Dornier engineer Götz and a mechanic were erected.

Three “Do D” were delivered to the “Reichsverkehrsministerium” (empire ministry of travel) in Berlin for further service in coastal flights of the “Deutsche Lufthansa” and the “DVS” (“Deutsche Verkehrsfliegerschule” = German commercial pilots school). For this time and German habits the remarkable amount of 29 aircraft – 1 for Japan, 24 for Yugoslavia, 3 for the Reichsverkehrsministerium plus one which crashed during tests due to pilot error [WNr.135, initially intended for Yugoslavia]– represented something like a series production.

Great success was also achieved by the pilots Zinsmaier, Wagner and Fath in July/August 1927. With a re-engined “Do D” (BMW VI with gearbox) they won eight world records with and without payload in the categories height, speed and range.

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After the final order was placed, Dornier had manufactured first series of ten Dornier Do-D for Yugoslavia and deliver it in the 1926. One of the the delivered plane was converted prototype with cockpit in rear position. This series was variant bas and had combat capabilities, which include various bombs load, deep charges and torpedo cal. 530 mm. As well float leg’s had the problem of weakness from the early beginning, additional struts was mounted when carrying torpedo. Plane won the great success in the Yugoslavia when the crew from 20. Hidroeskadrila [Hydro escadrille] porucnik bojnog broda Miroslav A. Gogola, potporucnik Rafo J. Perhouc, narednik Spiro S. Knezevic and Jovan J. Bek flew in Dornier Do-D No. 201 permanently 11 hours 57 minute and 44 seconds.

Planes was delivered with defence armament but later was adopted one machine gun in the place between the pilot’s. Second series of Dornier Do-D was deliver to Yugoslavia in 1929. That was bis version and they was not capable to use torpedo. With delivery of second series of Do-D, Dornier factory also deliver some spare parts such as spare wings and floats. In a period more then half of fleet of Dornier Do-D suffer damages in the Yugoslav operational service. Some was due to the pilot’s error but the other one was due to the weakness of the float legs and the fact that the plane was heavy and underpowered. Several of Do-D was crashed during the take off. Dornier engineer Götz was responsible for setting all of this problems and he took care for some modifications and repairs.

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In service plane was replaced by the other Dornier type, Dornier Do-H. Do-D saw in the later years of it’s service various tasks. In the 1939 type was moved from first line service. But couple of samples was still in use in first line units as training planes and mostly in running practices. They was not used in operations in the April war.

Srecko Bradic & Wilfried Eck

Photo- Dornier Archiv, Heinz Howarra, Josip Novak, Srecko Bradic Color profile- Srecko Bradic Drawings- Srecko Bradic

References:
Dornier internal publications author personal research

ansaldo-sva-preserved

In October 9 1917 Ansaldo SVA flew it’s first operational flight. And first combat engagement happen two day’s later with success of new Italian plane. In the same time 50 of them were used in training of the pilots in the Malpensa and had lower rate of accidents of all types. In February 1918 became operational 1ª Sezione Autonoma and unit used in combat as a attack and reconnaissance plane. One of the first action was strafing of Innsbruck airfield and dropping of seven bombs. More units was formed with Ansaldo SVA dedicated on combat use. They performed deep penetration into the enemy’s territory and in one mission SVA engaged combat fight and shot one Aviatik D.I over Mori. One of the best known action was raid on the Vienna.

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In the moment of armistice SVA equipped six sezioni and four Army squadriglie and many other training units. SVA continue post war service with success and with various modifications. Ansaldo marketed aggressively their product and some 184 planes they sold in 1920. SVA was used by Regia Aeronautica in Italy as well in Africa. Number of them was sold to private owners and use of the type was almost till the beginning of WW2.

Srecko Bradic

Photo- Mashahiro Ohno Color profile- Srecko Bradic

ik-3

When the Rogozarski received material from UK for licensed production of Hurricane fighters, IK-3 was over painted on top surface in new arrived colors. There is possibility that first six planes was overpainted only on top surfaces in new colors with underside remained in domestic grey color. No matter that the color are official used on RAF planes they were differ in some details. First important notice is that all of the color was Type S [S for Smooth] which appeared a bit darker then original paints. Color was Red Brown, Light Green, Mid Stone an Sky and all of them was glossy. There was also camouflage pattern but there was many of exceptions of that rule, maybe the only one plane was painted in that manner.

Insignia were changed from peacetime to wartime reduced visibility pattern. Crosses from national insignia had dark blue outline. Initially Kosovsi krst [Kosovo's cross] was large and carried on wings in four position. On the vertical rudder was wide three color flag. In the summer 1940. that was changed in regard to the new regulations and IK-3 got reduced visibility markings. One larger cross was beneath the wing and the small one was on the wing top surface. Mostly lower insignia was under the starboard wing and upper was on port wing. Only one case was known of reversed wing position [lower port and upper starboard]. Color for insignia was in close relations with French insignia colors. Red color used was Crimson, Blue was mid grey blue. Outline of the cross was made in black blue color. That outline color was mix of insignia blue and black color.

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On the vertical was placed a logo of the Rogozarski. Logo presented black circle with blue stylized airplane inside. Down bellow was inscription of manufacturer in black. On rudder was in early period inscription of the type and number of plane also in black. Later there was only number of plane. On the rear lower fuselage was inscription Dizi ovde [lift here] in Cyrillic, black color. On the fuselage side was small four digit registration number also in black. First digit present type of plane [2 for fighter], second type of plane and last two aircraft personal number. In regard to the rules performed on other types of fighter, some samples of IK-3 get all of this inscriptions on the vertical tail during the overhauls or repairs done before the war.

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Interior of the plane was in its natural color of material. Cockpit was mostly in natural metal appearance with black instrument panel. Undercarriage interior was in underside color. propeller blades was black.

Srecko Bradic

Color profiles- Srecko Bradic  Image- MJV

fizir-fn-yugoslavia

In the first period main equipment were Breguet XIV, Phonix, Rumpler, Albatros, Uci, SPAD, Nieuport, Berg and Anatra warplanes. From 1926 begun second period when the equipment became Breguet XIX, Potez XV and XXV and Dewoitine D.1. In this period ( 1926-1930) was established first larger units, as well in spring 1928 first bomber regiment ( 3. vazduhoplovni puk in Skoplje) and first fighter regiment ( 6. vazduhoplovni puk in Belgrade). The following period is from 1931 up to 1937, when Yugoslavia employed heavy bombers in its service and during that time flew new versions of Breguet XIX, Dornier DoY, Junkers G.24, Avia Fokker F.39, Potez XXV, Dewoitine D.27, Avia BH. 33 E and Hawker Fury.

In the 1920 was formed military pilot school, 1. Pilotska skola, based in Novi Sad and 2. Pilotska skola, based in Mostar. In Novi Sad was also pilot school for reserve officers, established in 1920 and there were joined by school for reconnaissance officers in spring 1921. Similar school, but for active officers was established in the same year in Valjevo. Air mechanicals got its school in 1921 at Petrovaradin within Aeronautical arsenal (Vazduhoplovni arsenal). This arsenal will be later renamed in Vazduhoplovno Tehnicki Zavod (Aeronautical Technical Facility) and displaced in Kraljevo in 1927. Except of air mechanicals, in Petrovaradin were active educations program for more military profiles. From 1921 there were permanently seminars for radio telegraphic and directional finders and in 1924 was formed photographs school.

jupiter-engine-yugoslavia

In the 1925 in Novi Sad was formed Komanda Skola vazduhoplovnih Specijalista (Command of Aeronautical Specialist school) which had under the command following schools- reconnaissance, meteorological, radio telegraphs, photography, reserve low rank officers ( from 1926) and school of reserve air technical officers. First air command was formed in 1921 in Novi Sad and second in Mostar. Later was followed by three more commands. All commands had fighter, bomber and reconnaissance units and were directly controlled by the department of aviation from the ministry of army and navy. As a higher instance in air structure, in 1927 was formed air command, which replaced previously mentioned department of aviation.

Peacetime formation of Yugoslav military aviation was done by regulations of aviation in peacetime from 1936. On the head of that branch of armed forces was Command of military aviation which was in Novi Sad and that command was subordinated to the ministry of army and navy, except in area of training where was subordinated to the chief of general staff headquarter. On the head of the command was commandant of military aviation, in rank of general and he had the authority of commandant of army district. He was appointed by the King and by the suggestion of the minister of army and navy. Commandant had an assistant in rank of division general (and had a division under command). Assistance and help in activity, commandant got from the staff of command of military aviation. This staff was leaded by brigade general or colonel (and had a brigade under the command). General staff department is divided into the three sections; operational, scholar and adjutant. Operational section release commanding, equipping and dislocating of units and institutions and collecting information’s of foreign aviations. School section is responsible for planning and release of education and training. Adjutant section take work on personnel, release orders and keep the archive of command. There was also a technical section and they was provided manuals for equipment and control devices, maintenance of aeronautical equipment and control of the productions, overhauls and repairs done by aeronautical facilities. Engineers section project, build and maintain buildings and take on maintenance on airfields as well take on evidence of all buildings and terrains. Antiaircraft section had artillery and protection department and they study active defense measurements in country and foreigner and passive protection (balloons and nets). Civil section take responsibility of information’s of all manufacturers who could be used in military production in the event of war.

From the 1936 command of aviation was placed in new monumental building in Zemun. In that moment it had two large units submitted. First brigade with staff was in Novi Sad and had two regiments, 1. vazduhoplovni puk ( bombers) and 6. vazduhoplovni puk (fighters). First regiment was located on military “Jugovic” close to Novi Sad. Six, fighter, regiment was located on airfield “Beograd”, three kilometers away from Zemun. That was both military and civilian airfield, equipped for day or night operations. Second brigade, with staff in Zagreb, had three air regiments and there were 4. vazduhoplovni puk ( fighters), 7. vazduhoplovni puk ( bombers) and 2. vazduhoplovni puk ( reconnaissance). Fourth, fighter, regiment was based on “Zagreb” airfield on Borognaj, close to Zagreb, and airfield was for civilian use too but could not take night operations. Second, recce, regiment was based on “Rajlovac” airfield near Sarajevo and seventh, bomber, regiment was near village Ortjes, close to Mostar.

On the airfield “Skoplje” , 15 kilometers away from Skoplje, was based 3. vazduhoplovni puk ( bombers). On military/civilian airfield in Nis was 1. balonska ceta ( balloon battalion) but there were sometimes detachments from other units. There were also three air groups which were not in the structure of regiments. That was 81. samostalna grupa and 201. trenazna grupa, which was under direct control of the command of 1. vazduhoplovna brigada and was located on “Beograd” airfield. On the same field was test group which was under direct control of the Command of military aviation.

In 1937 units were divided on flying and non-flying sections. Non flying units became air bases, which took responsibility of accommodation of flight units, logistic and material security of the units. There were ten air bases, 1. in Novi Sad, 2. in Rajlovac, 3. in Skoplje, 4. in Zagreb, 5. in Nis, 6. in Zemun, 7. in Mostar, 9. in Pancevo, 31. in Bela Crkva and 32. in Kraljevo. In general, all this air bases had workshops, arsenal and mechanicals school, vehicle units, communications platoon, airfield infantry battalion, power station and meteorological station. But ninth base does not have power station, sixth base does not have arsenal within technical section and fifth which had arsenal and workshop instead of technical section. Photo units had only second base (other bases had photo personnel only). Only 1., 4. and 32. base had fuel and ammunition store.

zodiac-yugoslavia

By the order of formations of military aviation from February 1939, in the event of war, units, institution and command will transform into war formation. Full filling of the units should be done from the operational army and in the absence they could be filled with men from army reserve. In the reason of security only Yugoslav nations could enjoy in aviation. Complete mobilization should be done in 48 hours. Firstly, on Zemun airfield would be formed Department of aviation from staff of military aviation and on the Pancevo airfield should be formed 1. and 2. paratrooper company. During the first six hours, four brigade, eight regiments, fifteen groups, thirty six combat and two ambulance escadrille would be mobile. Twenty four hours later will be mobilized staff of 1. vazduhoplovna divizija and five transport escadrille. In the meantime 607. training escadrille would transit into 65. bomber group. Finally will be mobilized command of military aviation and five liaison escadrille. Eventually 201. training escadrille should transform into the 11. group for far reconnaissance.

In the 1941 aviation of Yugoslav Kingdom was military aviation, naval aviation and civilian aviation( mobilized in military aviation). Military aviation has in formation Operativno vazduhoplovstvo ( Operational aviation), Armijsko vazduhoplovstvo ( Army aviation) and Pozadinsko vazduholovstvo ( Backline aviation). Operativno vazduhoplovstvo had bombers, fighters, far reconnaissance, liaison, ambulance and transport planes. Last three was known as pomocno vazduhoplovstvo ( auxiliary aviation). Armijsko vazduhoplovstvo had units for close support and tactical reconnaissance and operate for infantry. Pozadinsko vazduhoplovstvo consisted of Skolsko vazduhoplovstvo ( School aviation), Trenazno vazduhoplovstvo ( Training aviation) and Opitna grupa ( test group) and additional escadrille.

Operativno vazduhoplovstvo had in its mixed brigade 18 fighters and 20 bomber escadrille. Far reconnaissance had on its development and only one group existed ( with two escadrille of Blenheim).

Liaison aviation was not well developed and missed crafts. In five active escadrille there was 15 Fi156 Storch, ten Bu131 Jungman, five Me108 Taifun and some numbers of school planes. Ambulance aviation was in establishing and still the type of plane was not chosen. Two escadrille was planed but only one exist with missing equipment, with two plane RWD-13S and one Potez XXV, adopted for cargo of injuries. Transport aviation was not in developed and prior the war it was organized from civilian airline company “Aeroput”. Pozadinsko vazduhoplovstvo was not specially organized and chaotically was improvised with different kind and type of airplanes.

Skolsko vazduhoplovstvo had three pilot school and three aviation school for upgrade with 216 airplanes. Trenazno vazduhoplovstvo had 66 airplanes in ten escadrille. Opitna grupa had accepted and tested airplanes from import and domestic built and later, proceeded to operational unit.

Additional escadrille was 751. in Sarajevo, 752. in Kraljevo, 753. in Mostar and 754. in Nis and their duty was to refill units with personnel and equipment ( airplanes).

Andrija Pavlovic

Images- Srecko Bradic collection

Note- this text is extract from the book in peparation author by Andrija Pavlovic. Andrija Pavlovic was former high officer of Yugoslav Kingdom and member of General Headquater. To regret it is not possible that his amazing work on the history of the Yugoslav aviation will ever been published.

bf109k-01

The only type that came into mass production in higher numbers was the K-4 type. The Kurfürst was first delivered in Autumn 1944 and was built as the last example of the Bf 109 that saw combat action.The 109-K4 was produced in the factory in Regensburg which produced 856 planes until end of 1944. When the war came to an end ca 1200 Bf 109 Ks were delivered to the German Staffeln. The “Kurfüst” K-4 was driven by the Daimler-Benz 12-cylinder-V-Motor DB 605 DC with 1010 kW (1370 hp) and with the big charger of the DB 603 . Starting power with methanol/water-injection (MW 50) for a short time up to 1470 kW (2000 hp). The K-4 had a range of approximately 570 km and if equipped with an additional 300 liters tank, up to 850 km.

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Further improvements were new rest covering caps for the undercarriage and a fully divestible spur wheel (including the caps). Bigger tires were mounted which had a size of 660×190 on 13″ rims so that the K was able to carry the larger flying weight. The thickness of the wings was aerodynamically increased and the rest covering caps recveived small bulges. The aerial mast was not used any more to decrease the drag force and to enable the pilot to eject more safely. The loop aerial of the FuG 16ZY was mounted more at the fuselage’s back and shifted to fuselage part 3. Further development projects like the K-6 and K-8 which were equipped with the Motor DB 605 DC never were produced. The same can be said about the K-14 would have a DB 605 L motor.

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Data for Bf 109 K-4 Model

base model: Bf 109 K-0
changes: GM-1-Anlage
purpose: fighter
wingspan: 9,92 m
length: 8,85 m
height : 2,59 m
aerodynamic surface : 16,4 m²
flying weight : 3374 kg
speeds:
maximum (on the ground): 728 km/h
maximum (in 7500 m): 645 km/h
travel speed (in 8400 m): 150 km/h
landing speed: 515 km/h
ceiling: 12.500 m
motor: Daimler-Benz 605 DC (1370 hp-(2000 hp with GM-1)
range : 570 km
equippment: VDM-three blade propeller
GM-1-Anlage
Erla-Haube”
armament: 2 x 13 mm MG 131 (over the motor)
1 x 30 mm MK 108 (through the propeller cylinder)
variants:
K-4/R1: fighter-bomber - ETC 500/IX for a 500 kg or a 250 kg bomb under the fuselage
K-4/R2: reconnaissance - equipped with MW 50 and cameras
K-4/R3: fighter with expanded range - 300-l-extra tank unter dem fuselage
K-4/R4: heavy fighter - each a MG 151/20 unter each wing
K-4/R6: fighter - equipped with a ballistic gun kamera BSK 16
wireless equippment: FuG 16 ZY

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Kilian Weimann

Color profiles- Srecko Bradic Images- B. Barbas, Z. Noevole

Sources:
http://www.eads.net/1024/de/eads/history/airhist/1930_1939/me109_1934.html
http://www.messerschmitt-bf109.de/
http://www.adlertag.de/flugzeuge/bf109k.htm
http://de.wikipedia.org/wiki/Messerschmitt_Bf_109

The first fret is self adhesive with pre-painted parts mostly for the cabin interior. Second fret contains parts to upgrade tail wheel which looks excellent and realistic with only three additional PE part added. Parts included in this fret are the details of side control panels as well as some gauges, switches and throttle control and some side wall panels with different switches off course all of these parts are pre-painted and highly detailed. Seat and wall behind the pilot received some more details and once this set is properly installed look really outstanding.

Engine cowling, external tank as well as some wing and fuselage details are also provided.

Parts on clear foil are to be used to upgrade the gun sight and windshield on canopy. New Eduard set 49411 provides a great opportunity for every modeler to make an outstanding and highly detailed Hellcat kit made by Eduard. F6F-3 upgraded with this set looks much better and more realistic.

This set is highly recommended.

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Darko Mladenovic

Images- Darko Mladenovic and Eduard Public Release

Sample detail set is provided by Jana Sulcova from Eduard