Caproni Ca.309, foreign users

 

The Caproni Ca.309 Ghibli ("Southern or desert wind" in Italian) was an Italian aircraft of the 1930s which was also used in the World War II. It was used by Italy, but also by many other users:

• Australia: A single Ca.309 was captured on ground by Australian troops in 1943 and used by the No.3 Squadron Royal Australian Air Force (RAAF). It was used by personnel of that squadron for liaison and light transport duties. 
• United Kingdom: It's not that obvious, but it seems that an unidentified squadron of the Royal Air Force (RAF) had also one captured machine in use. This was not the same as the Australian one as it was painted entirely different and had different armament. It was up-armed with an additional machine gun placed under the nose.
• Germany: There are some photos of a single machine painted with Luftwaffe markings. Most probably it was used by the Luftwaffe in Italy.
• Paraguay: During late 1937 Paraguay requested three machines, of which only two of them were delivered in September 1938. They were used first by the Paraguayan Cuerpo de Aviación del Ejército (Paraguayan Army Air Corps) until 1945 and were later transferred to Líneas Aéreas de Transporte Nacional, the Paraguayan national airline back then. As we couldn't find graphical evidence of a Ghibli under Paraguayan colours, the drawing shown below should be considered as speculative.
• Italian Social Republic: After the Italian armistice, two Ca.309 were employed by the Italian Aeronautica Nazionale Repubblicana (National Republican Air Force - The Air Force of the Italian Social Republic) in many liaison and light transport flights. These two machines had to deal with fighter strafing attacks when parked on ground or they even had to land on bombed airstrips.
  It's recorded that one of the two machines, was destroyed on ground when it was taxiing for taking off, after its fuselage floor collapsed due to overloading, as it was fully loaded with stocks and spare parts. 

Sources:

1. https://en.wikipedia.org/wiki/Caproni_Ca.309

2. flyinlions.eu/storia/aviazione/item/233-caproni-cab-ca-309-ghibli.html (translated)

3. https://es.wikipedia.org/wiki/Caproni_Ca.309 (translated)

Curtiss SBC Helldiver, part two. The Helldiver with the USMC.

 

The Helldiver was also used by the United States Marine Corps (USMC). A single SBC-3 was received in 1938 by the VMF-2 which was employed as a squadron hack at Naval Air Station San Diego, California. That machine was sent to Battle Fleet Pool in June 1939. 

The prototype of the SBC-4, called XSBC-4, was also used as a staff transport for Headquarters Marine Corps. This machine survived until 31st August 1944 when it was written off the inventory while serving at NAS Kodiak, Alaska.

Later, in January 1940, the USMC had four SBC-4 in inventory. Two of them were based at Marine Corps Air Station (MCAS) Quantico, Virginia, one was assigned to VMF-1 and the second was serving with Marine Utility Squadron 1 (VMJ-1). The other two were based at NAS San  Diego. One SBC-4 was assigned to VMF-2 and the second to VMJ-2. 

By 7th December 1941, the USMC had a total of 23 SBC-4 in inventory, twelve of them assigned to observation squadrons (VMO).

Marine Observation Squadron 151 (VMO-151) was sent to Tafuna airfield, in the American Samoa, on 9th May 1942, fully equipped with the SBC-4. It was there, at Tafuna where a second observation was formed, the VMO-155 on 1st October 1942 by taking half of the VMO-151's personnel and machines. This new squadron, however, was sent back to the United States on 8th December 1942 to be reformed and the remaining personnel was sent to Guadalcanal Island.

The SBC-4s in VMO-151 were replaced in December 1942 by the Douglas SBD Dauntless and by June 1943 they were fully equipped with the Dauntless. By that time they had moved to Uvea island, in Wallis Group, New Caledonia, leaving their SBC-4s behind. 

The last report of a SBC-4 serving with the VMO-151 was dated on 1st June 1943.

Sources:

1. https://en.wikipedia.org/wiki/Curtiss_SBC_Helldiver

2. Signal Squadron - Aircraft In action 151 - SBC Helldiver in Action

3. https://www.valka.cz/Curtiss-SBC-Helldiver-t45473

Pics re-drawn from:

http://wings-aviation.ch/53-Military-Aircraft-in-Detail/Curtiss-Helldiver/Attack.htm

Curtiss SBC Helldiver, part one. The Helldiver in the US Navy

 

A contract was signed in August 1936 by the US Navy for the delivery of 83 SBC-3 (Curtiss Model 77A - according to the internal denominations given by Curtiss). On 17th July 1937, their delivery process began, with the first aircraft being deployed with Scouting Squadron Five (VS-5) assigned, theoretically, on board of USS Yorktown (CV-5), however, as Yorktown was commissioned until 30th September 1937, they remained on land, while the ship underwent sea trials. It wasn't until 10th December that same year when the VS-5 was embarked on the Yorktown, where the Helldivers served until 1940 when they were replaced by the Douglas SBD-3 Dauntless. 

By June 1938 three of the five scouting squadrons assigned to aircraft carriers (USS Enterprise -CV-6, USS Yorktown - CV-5 and USS Saratoga - CV-3), were equipped with the Helldiver, while the other two were equipped with the Vought SBU-1. 

A single SBC-3 was kept by Curtiss and re-engined with a 750 hp Wright R-1820-22 nine cylinder radial engine. It received the denomination of XSBC-4, which served as the prototype for the SBC-4. 

An initial contract was signed for a batch of 58 SBC-4, on 5th January 1938, followed by two additional contracts, one for 31 Helldivers on 27th July 1938, and a third one for 35 more on 13th August 1938, making a total of 124 contracted aircraft, powered all of them by the Wright R-1820-24 radial engine, yielding 850 hp of power.

Scouting Squadron 2 (VS-2), on board of USS Lexington (CV-2) was the first one to receive the SBC-4 Helldiver, replacing their Vought SBU-1s. By 26th June 1939, VS-2 was completely equipped with 21 SBC-4s. The Lexington was the only carrier to actually fly the Helldiver, during military maneuvers, as they were replaced by Douglas SBD-2 and SBD-3 Dauntless dive bombers in 1941, prior to Pearl Harbour. 

Given the expanding aviation training programme, most of the SBC-4s, with other training aircraft, were assigned to Naval Reserve Air Bases (NRAB), to allow reserve US Navy and US Marine airmen assigned to reserve scouting squadrons, and maintain their proficiency. 

As time went by, the US Navy acquired more modern aircraft and both SBC-3 and SBC-4s were replaced by, mainly the Douglas SBD Dauntless. By 7th December 1941, both US Navy and US Marines, had a total of 69 SBC-3 and 118 SBC-4s, based at Naval Air Stations (NAS), NRABs and the Naval Aircraft Factory in Philadelphia, Pennsylvania. The largest group was based at NAS Miami, in Florida, where they were used for intermediate flying and dive bombing training.

The carrier USS Hornet (CV-8) was also equipped with SBC-4, at the time of Pearl Harbour. This carrier was undergoing sea trials on the Atlantic Ocean on 7th December and the two squadrons equipped with the Helldiver kept them until the ship sailed to San Diego, California, in March 1942. By that time, both squadrons had transitioned to the Dauntless, though their aircraft were not replaced yet, making the Hornet the last ship to operate the Helldiver aboard and aircraft carrier. 

The last SBC-4 Helldiver was built in May 1941 and, by 1944, the last SBC-3, was seriously obsolete and they were stricken off the inventory. The longest surviving one were a group of 12 aircraft, based at NAS Jacksonville, Florida, which were stricken on 31st October 1944.

Sources:

1. https://en.wikipedia.org/wiki/Curtiss_SBC_Helldiver

2. Signal Squadron - Aircraft In action 151 - SBC Helldiver in Action

3. https://www.valka.cz/Curtiss-SBC-Helldiver-t45473

Pics re-drawn from:

http://wings-aviation.ch/53-Military-Aircraft-in-Detail/Curtiss-Helldiver/Attack.htm

Curtiss SBC Helldiver. Foreign users.

The Curtiss SBC Helldiver was a two-seat scout and dive bomber built by the Curtiss-Wright Corporation. It saw service with both France and the United Kingdom.

• France: During 1939 the Aeronavale (French Naval Aviation) ordered ninety Curtiss Model 77 (the export variant of the SBC-4) with some minor modifications such as speedometers set in kilometers per hour instead of miles per hour. The .50 in machine guns they were armed with, were replaced with Darne 7.7 mm machine guns and additional space was provided for the French Type B parachute. Manufacturing of these aircraft advanced very slowly as the Curtiss Hawk 75 and Hawk 81 (Curtiss P-36 and P-40 respectively) fighter had priority at the Curtiss Factory. Near the end of May 1940, when the French situation was precarious, the US Government, on French Government request, authorized the release of fifty SBC-4 from the US Naval Reserve, with the condition that the US Navy would replace them with the ones of the original contract, when they were available. 
  Orders were set in June 1940 to remove the fifty SBC-4 from the various Navy Air Reserve Bases (NARB) around the USA and ferry them to Buffalo, New York, with ten additional spare Wright R-1820-34 engines, propellers and other spare parts. 
  Once at Curtiss' plant, they were all prepared to be shipped to France, after having done all the aforementioned changes. All distinguishing marks that would imply the USA were erased, French camouflage schemes were applied and the rudders were painted with the tri-colored French flag. The Curtiss employees worked long and hard to get the job done as quickly as possible.
  Gradually all fifty of them reached Buffalo and pilots were given instructions on how to proceed. For the ferry flight they would be payed $250.00 ($4.687.72 adjusted for inflation) plus rail ticket back from Canada to Buffalo and would be considered as Curtiss employees. Like the SBC-4 they would have to remove anything from their personal effects that could identify them as US Navy's pilots.
  The aircraft were flown in sections of three, from Buffalo to Halifax, in Nova Scotia, Canada, with various stopovers. However, the plan didn't go quite well, as in the border, they were not allowed to fly over Canadian territory and, instead, they were towed by automobiles and tractors, in order to keep American neutrality, to a nearby field, where they had to take off again and flight to Halifax, where the French aircraft carrier Bearn awaited to transport the aircraft to France. The loading operation was completed on 16th June 1940 and the Bearn set to sea on that same date escorted by the Jeanne D'Arc light cruiser. Both ships were on route to France, but, when they were at sea, France surrendered, so both ships turned to the French West Indies island of Martinique, in the Caribbean, where the aircraft were unloaded.
  The Helldivers remained there, in the open rotting away, due to diplomatic wrangling.
• United Kingdom: Five SBC-4 that couldn't be loaded into the Bearn, were left at Royal Canadian Air Force Base of Dartmouth, Nova Scotia, where the Royal Air Force acquired them in August 1940. They were designated as "Cleveland Mk.I" and were shipped to England, on board HMS Furious (47). They were assembled at RAF Burtonwood, Lancashire, and delivered to RAF Little Rissington, Gloucestershire. They were eventually assigned to the No.24 (Communications) Squadron at RAF Hendon, Middlesex, where they evaluated and considered as not fit for operational duty, so they were used ground trainers.

Sources:

1. https://en.wikipedia.org/wiki/Curtiss_SBC_Helldiver

2. Signal Squadron - Aircraft In action 151 - SBC Helldiver in Action

Mitsubishi J2M Raiden, part two

Raiden's performance improvement was focused on fitting the type with a turbo-supercharged engine. The first prototype of this variant was powered by the Mitsubishi Kasei 23hei (AKA Kasei 23a) radial engine rated at 1.820 hp, fitted with the company's own supercharger. The prototype used J2M6's fuselage with two cannons fitted aft of the cockpit. The 20 mm cannons fired upwards, in an oblique way, aimed at seventy degrees, just like the German Schräge Musik system. This version was intended to be used against B-29 bombers that operated at altitudes beyond reach of other Japanese fighters.

The second prototype of this version was powered with the same engine but it featured a different supercharger, this time made by Dai-Nijuichi Kaigun Kokuso (21st Aircraft Arsenal of the Navy) at Sasebo, Japan. This prototype was longer than its predecessor and was also equipped with modified engine cooling gills. It received the designation of J2M4kai Model 32kai and was converted by Yokosuka.

Only two prototypes were made of the J2M4 because of problems with the turbo-superchargers, rendering the mass manufacturing process impossible. According to documents captured by American troops, only one prototype was completed, while the other one was a regular J2M3 converted to a supercharger version.

The next version, J2M5 Model 33 was also going to be a high altitude fighter. This version was tested with a new Mitsubishi Kasei 26 engine (fitted in J2M2 airframes) rated at 1.820 hp. It's not possible to tell if the new cockpit frame and the additional flat profile of the upper fuselage in front of the windscreen was first adopted in this variant or in the J2M6, which was developed in parallel. The production variant, of which a total of 34 airplanes were made between May 1944 and August 1945 in Nagoya (though, according to other sources the total number was 43), was powered with the Mitsubishi Kasei 26ko engine fitted with a three-stage centrifugal supercharger. This feature made the J2M5 the fastest Raiden version as it reached a top speed of 615 km/h (382.143 mph) at 6.800 m (22.3097 feet) high. 
One of the J2M5 was shown in surviving photos armed with two 30 mm Type 5 cannons instead of the usual 20 mm ones.

It's also feasible that, due to limited availability of the Kasei 26 engine, some J2M5 airframes were fitted with the Kasei 23ko engine, making it similar-looking to the J2M6.

The last version, the J2M6 Model 31, looked on the outside like a combination of the J2M3 airframe with the J2M5 cockpit. This version was probably tested using the J2M2 airframe with the new cockpit and the flat fuselage top portion in front of the windscreen. Two prototypes were built between June 1944 and February 1945, but one was converted to the J2M4 standard. This variant appeared before the J2M4 and the J2M5, in spite of its numeration, and was developed in parallel, hence the usage of the Mitsubishi MK4C engine.

There were also some projected variants, that were never completed, like the J2M6ko Model 31ko, which was going to use the J2M3ko airframe combined with the J2M3 cockpit. The J2M7 Model 23 was under development and was going to have the J2M3 airframe, but powered by the Kasei 26ko engine. 

There are also mentions to a J2M8 variant which, apparently, was going to have a cut-down rear fuselage and an all-round vision canopy, similar to the of the A6M Zero. 

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_J2M

2. Mushroom Model Magazine - Yellow Series 6110 - Mitsubishi j2M Raiden 'jack'

3. https://www.valka.cz/Micubisi-J2M-Raiden-Jack-t28908

Mitsubishi J2M Raiden, part one

 

The Mitsubishi J2M Raiden was designed by Jiro Horikoshi, the creator of the Mitsubishi A6M Zero to meet the 14-shi official specification calling in 1939. This specification called for a strictly local-defense interceptor, to defend against high-altitude bomber raids. To meet that requirement, the proposed fighter had to rely on speed, climb performance and armament sacrificing maneuverability. The J2M was a sleek, but stubby aircraft with its oversized Mitsubishi Kasei engine buried inside a long cowling and cooled by an intake fan which was connected to the propeller with an extension shaft.

Work on the project began in March 1940 and, back then, it was very innovative by Japanese standards. It featured a low wing with symmetrical airfoil and slotted flaps with a very low cockpit, to minimize drag. The prototype was powered by a single 1.460 hp Mitsubishi Kasei radial engine mounted in a very slim cowling with a small air intake. This, forced the designers to use a fan to achieve proper cooling. 

All those innovations resulted in serious delays in work on the prototype. Furthermore, with Horikoshi concentrating on development of the A6M Zero, Kiro Takahashi, had to take the lead on the development team, remaining in overall control of the project.

It wasn't until March 1942 that the prototype was completed and the first flight, from Kagamigaura airfield, in Chiba, Japan, took place on 20th May. A total of 8 development prototypes were built.

The J2M2 Model 11 was the first production version, which flew for the first time in October 1942. It featured a redesigned cockpit and a Kasei engine with better cooling system and individual exhausts. A total of 131 machines (155 according to other sources) of this variant were manufactured (which were also heavily field-modified to reduce engine vibration) between October 1942 and 1943, including the fourth prototype, which was the pattern for production aircraft. 

The J2M3 Model 21 was another version with improved armament. The fuselage-mounted machine guns were discarded in favor of two additional cannons in the wings, making the airplane to be armed with two 20 mm Type 99 Model 1 and two 20 mm Type 99 Model 2 cannons. In order to fit the additional cannons, the wings had to be strengthened. It also featured improved armor protection. All those changes made a heavier airplane, with the subsequent performance decrease. When the new framed cockpit of the J2M6 was tested, some J2M3 were retroactively fitted with that new cockpit frame.

It also had a sub-variant, called J2M3ko Model 21ko, which replaced the two wing-mounted Type 99 Model 1 cannons with Type 99 Model 2 cannons placed in underwing pods. Twenty-one machines of this sub-variant were built.

In total, counting all sub-variants, 307 J2M3 were manufactured (438 according to other sources) by Mitsubishi at Nagoya and Suzuka and Koza Naval Aviation Workshop from February 1944 to July 1945.

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_J2M

2. Mushroom Model Magazine - Yellow Series 6110 - Mitsubishi j2M Raiden 'jack'

3. https://www.valka.cz/Micubisi-J2M-Raiden-Jack-t28908

Mitsubishi J2M Raiden, foreign users

 

The Mitsubishi J2M Raiden (Japanese word for 'Lightning Bolt') was a single-engined land-based fighter aircraft used by the Imperial Japanese Navy Air Service (IJNAS) during the World War II. Although there were not any official foreign users, some captured exemplars were used by:

• United Kingdom: Two Raidens, originally belonging to the 381st Kokutai, were captured at the end of the war. They were evaluated at RAF Tebrau airbase, in Malaysia, with officer from RAF Seletar, in Singapore shortly after the war, in 1946. Their ultimate fate is unknown.
• United States of America: At least one J2M3 was captured by the United States Army Air Force (USAAF) during the latest stages of the war. It was par of the 301st Kokutai and was assigned to the aerial defense of Manila, capital city of the Philippines. It had previously belong to the 381st Kokutai as it was found to have its original codes overpainted, however other reports claim it didn't have any code when it was captured.
  Anyway, it was found in February 1945 at Dewey Boulevard, in Manila, which was used as an ad-hoc air strip. The Raiden was taken to Clark Field, an air base close to Manila, for testing with the TAIU-SWPA (Technical Air Intelligence Unit - South West Pacific) where it was assigned the code S-12, was stripped of any paint and received US markings with pre-war tail stripes. It was only tested twice, for a total of 3 hours and 20 minutes of duration, before an oil pipe failed, causing the engine to seize up. It was later destroyed on the ground when a B-25 Mitchell collided with it when landing.
  Another Raiden, belonging originally to the 302nd Kokutai, was captured after Japan's surrender, at Atsugi airfield. It was sent to the United States for performance tests It was later acquired by Frank Wiggins Trade School, in Los Angeles, to be used as an instructional airframe. By 1952 it was being used as a park attraction at Travel Town in Griffith Park. It was later donated to the Planes of Fame Museum in Chino, California, where it's on static display nowadays.

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_J2M

2. https://captured-wings.wikia.org/wiki/Category:Mitsubishi_J2M

3. https://en.wikipedia.org/wiki/Technical_Air_Intelligence_Unit

4. https://captured-wings.wikia.org/wiki/ATAIU-SEA

5. https://planesoffame.org/aircraft/plane-J2M3

6. https://captured-wings.wikia.org/wiki/C/n_3008

For more profile drawings of captured Japanese planes:
http://www.risingdecals.com/DyingSun/DyingSun_A.htm

Kaproni-Bulgarski Kb-6 'Papagal'

 

In 1939, Kaproni-Bulgarski factory, located at the town of Kazanlak, began to design a licensed variant of the Italian Caproni Ca.309 'Ghibili' (Italian word for 'desert wind') for the Royal Bulgarian Air Force (RBAF). 

This variant received many changes, when compared to the original Italian design and received the denomination of Kb-6 (although it was commonly known as the KB-309) and the nickname of 'Papagal' (Bulgarian word for 'Parrot'). At request of the RBAF it was built as a light transport aircraft, without defensive machine gun arrangement, but retaining bombing and photographic capabilities.

Bomb aim equipment was placed in the nose, which was enlengthened and the tail section was also changed. In the original Italian version, if the tail wheel strut broke, or if its tire burst, the tail could hit the ground damaging seriously the fuselage. Therefore, in the Bulgarian version, the tail was curtailed. Landing gear was also changed, in the Ca.309 it was completely covered, at least in the initial versions, while in the Papagal, it was completely open. This was done because of the harsh winter and autumn conditions present in the unpaved Bulgarian airfields. The main cabin, placed just behind the cockpit, was well glazed with provision to fit passenger seats or radio equipment. Some few of them were used for airborne radio operator training, with up to 4 trainees. It was powered by two German 240 hp Argus As.10C engines, instead of the original Alfa-Romeo ones.

It was officially adopted by the RBAF in 1940, when the prototype was accepted by the RBAF for testing on 28th November 1940 with a mild reception among Bulgarian pilots. The main handicap was a long instability when taking off and flying. However, it once known how to handle it, turned out to be a reliable and unpretentious aircraft, which could serve as a light transport, communications and trainer and was active until 1946. 

A total of just 24 Papagals were manufactured at Kaproni-Bulgarski's Kazanlak factory in 1941, except for the prototype which was completed in late 1940.

Sources:

1. http://www.airwar.ru/enc/spyww2/kb6.html (translated)

2. http://www.aeroflight.co.uk/waf/bulgaria/af/types/kb.htm

3. https://en.wikipedia.org/wiki/Caproni_Ca.309

Grumman J2F Duck, part three

 

The J2F-5 was the last variant manufactured before the USA entered the war. It was powered by a 950 hp Wright R-1820-50 radial engine, fitted inside a broad chord cowling which had the oil cooler incorporated. This variant was also fitted with stronger bomb racks, making it capable to carry 325 pound depth charges, and the rear .30 caliber machine gun. During the war, most J2F-5s were retained at bases in the United States or far from the frontline, other Ducks saw distinguished service in the Pacific, as they were used by the Marines and the US Navy to recover downed pilots from the sea and Japanese held islands.

It was a J2F-5 assigned to the naval base at Cavite, Philippines, that provided supply and medical evacuation for the Bataan garrison in early 1942. On 8th April 1942 a single J2F-5 left Cabcaben, in Bataan, with six men, among them president Carlos Romulo, who would later become president of the Republic of The Philippines. 

In order to free Grumman for production of fighters and torpedo-bombers, the US Navy transferred production of the Duck to Columbia Aircraft Corporation in Valley Stream, Long Island, New York. With the designation of J2F-6, Columbia manufactured 330 J2F-6s from 1942 until August 1945. The only remarkable difference between the J2F-5 and the J2F-6 was the introduction of the 1.050 hp Wright R-1820-54 air-cooled radial engine.

The final mission for the Duck in Coast-Guard/US Navy service took place in 1946/1947. A single J2F-6 assigned to USCGC Northwind (WAGB-282), a Wind-class icebreaker, took part, as Navy Task Force 68 in the Antarctic expedition named Operation High Jump, with Rear Admiral Richard E. Byrd as Officer-in-Charge of scientific programs. That Duck performed reconnaissance flights over the South Pole region, liaison and supply flights, weather reconnaissance and acted as standby rescue and medical evacuation aircraft. The J2F-6 and the crew of the Northwind, under the command of Captain Charles W. Thomas, earned the praise of Byrd and received much of the credit the success of supporting operations for the scientific programs.

The Duck also served with the United States Army Air Force (USAAF) when a single naval J2F-5 was transferred during 1942. It was designated Grumman OA-12 and it served mostly in the North Atlantic region, based at Newfoundland and Fort MacAndrews, in Nova Scotia, Canada. It returned to the United States in 1945 and was disposed off as a surplus at Bush Field, in Augusta, Georgia on 15th June 1945.

Later, additional OA-12s were drawn from surplus US Navy stocks and overhauled at Warner Robins, Georgia for Arctic operations. Five OA-12s were assigned to the 10th Air Rescue Squadron (which would eventually become the 10th Air Rescue Group) assigned to the Alaskan Air Command, after the creation of the United States Air Force (USAF). Those Ducks operated from Elmendorf Air Force Base (AFB) in Anchorage and at Ladd AFB in Fairbanks from 1948 until early 1950s. One OA-12A crashed on Lake Chekatna in August 1948 during landing. It was recovered during the 1970s and nowadays is at display (and remains airworthy) in Alaska Aviation Museum, in Anchorage.

Sources:

1. https://en.wikipedia.org/wiki/Grumman_J2F_Duck

2. Squadron Signal - Aircraft in Action Mini 7 - Grumman JF Duck

3. https://www.valka.cz/Grumman-J2F-6-Duck-t11170

4. https://aerialvisuals.ca/AirframeDossier.php?Serial=86152

Grumman J2F Duck, part two

 

When the last production Grumman JF-3 rolled out the factory on 18th October 1935, Duck production was halted for a time until March 1936, when a completely new design was ordered.

Instead, Grumman decided to revise their G-20 design and, the result, called G-15 by the company, was given the designation of J2F by the US Navy. The J2F differed from the previous JF in many ways. It was powered by a 750 hp Wright R-1820-20 air-cooled radial engine with a short chord engine cowling. The float was extended forward by one foot (0.3048 meters), making the design longer than the regular JF Duck.

The J2F also was able of carrying more additional equipment to make the aircraft more multi-role, like target-towing, smoke-laying and photographic survey and reconnaissance, apart from medical evacuation as one stretcher could be fitted in the passenger compartment, in place of the usual two seats. It could also serve in the typical light-transport role. The airframe remained basically the same as the JF, with the exception of the longer float, and wings remained unchanged. 

The first J2F-1 flew on 3rd April 1936 and was delivered to NAS Anacostia, in Washington DC. It was equipped with fittings for a single 0.30 in machine gun, bomb racks on the lower wing, and a tailhook to operate from carriers. By 1937 a total of twenty-nine J2F1 were completed. 

The first J2F-1 was hold at Anacostia for testing purposes, one of which involved the installation of full span flaps on the trailing edges of the upper wing, to try and lower the landing speeds to 65 mph (104.607 km/h). This aircraft was unofficially known as the J2F-1A.

In 1938 Grumman was tasked with the manufacture of thirty J2F-2. This variant was powered by a 790 hp Wright R-1820-30 radial engine and was armed with a single forward-firing 0.30 in machine gun, plus a flexible one placed at the rear cockpit. This variant was mainly built of the Unites States Marine Corps.

During the next two years, nine J2F-2s were stationed at Charlotte Amalie, Saint Thomas, American Virgin Islands, as part of the neutrality patrols over the Caribbean Sea. Those J2F-2A Ducks belonged to VMS-3 and were modified with twin rear machine guns and two additional bomb racks under the lower wings. 

Twenty unarmed J2F-3s were ordered in January 1939 destined for the US Naval Attaches and the Commander of the US Naval Academy, prepared for VIP use. Those "admiral barges" (as they were commonly known) were plush and painted in dark blue and silver. The J2F-3 was powered by a 790 hp Wright R-1820-36 engine, driving a three-bladed constant-speed propeller.

During late 1939 and early 1940, as war was getting closer to the United State's borders, new military outposts were established. Therefore more Ducks were needed to support the extended patrol areas. The J2F was ideal for operating from those improvised outposts, which were usually shallow inlet facilities, or single ramp docking facilities. In September 1939 production of thirty-two J2F-4s began at Grumman. This version was the same as all previous variants, with minor modifications in cockpit instruments and engine operation.

Sources:

1. https://en.wikipedia.org/wiki/Grumman_J2F_Duck

2. Squadron Signal - Aircraft in Action Mini 7 - Grumman JF Duck

Grumman J2F Duck - Foreign users

 

The Grumman J2F Duck is an American amphibious single-engined biplane. It was an improved version of the JF Duck and was used by the following foreign users:

• Argentina: After the success of the JF Duck in the Argentine Navy, in 1939 their fleet of G-20 (company designation given to the JF Duck) was expanded by four Grumman G-15 (company designation given to the Grumman J2F4) with their tailhooks removed. Those Ducks were assigned to two observation units, one at BAN (Base Aérea Naval - Naval Air Base) Comandante Espora (Escuadrón 2 - Squadron 2) and the other at BAN Puerto Indio (Escuadrón 3 - Squadron 3). Few G-15 and G-20 remained airworthy by the end of the Second World War. 
  In 1948 Argentina bought 22 additional J2F-5 and nine J2F-6s from surplus US Navy stock. Some of those Ducks took part in the Revolución Libertadora that, in 1955 ousted Juan Perón. Although observation squadrons were disbanded in 1956, a number of Ducks were still flying in Argentina in 1959.
  The Ducks allowed for the creation of the first true naval aviation observation squadrons within the Argentine Navy. They served as the eyes of the fleet when the ships weren't equipped with radar technology or, later, when they were absent. The Ducks also served as general utility planes and were used to direct naval gunfire, as torpedo spotters, aerial photographic platforms, target towers, medical evacuation aircraft, search & rescue role and submarine support operations role. For four years, 1946-1950, at least one Argentine Duck was entirely painted black for night operations and for undisclosed "special missions". 
• Colombia: This country became a signatory of the Rio Pact, so called Inter-American Treaty of Reciprocal Assistance and, therefore, took delivery of three ex-USAF OA-12Bs (designation given to the J2F6 serving with the USAF) in 1948. They were overhauled at Warner-Robins Air Force Base, in Georgia. There are no further details about their service in Colombia and, as we couldn't find graphical support, the drawing should be considered as speculative.
• Mexico: Two Columbia J2F6 (just J2F6 manufactured by Columbia Aircraft Corporation in New York) were acquired by Mexico in 1947 for use with the Aviación Naval Mexicana (Mexican Naval Aviation). They operated in the Veracruz region from 1947 to 1951, when they were sold back to the USA.
• Peru: The Peruvian Instituto Lingüístico de Verano (Summer Language School) bought a single Columbia J2F6 in 1946. It was named "Amauta" and, in 1961 it passed on to the Peruvian Navy until 1964 when it was written off and sold, one year later to Parque de las Leyendas (Park of Legends) in Lima, the capital of Peru. It was displayed there as an attraction until 1977.

Sources:

1. https://en.wikipedia.org/wiki/Grumman_J2F_Duck

2. Squadron Signal - Aircraft in Action Mini 7 - Grumman JF Duck

3. https://www.airliners.net/photo/Peru-Navy/Grumman-J2F-6-Duck-G-15/2289182

4. https://www.facebook.com/aviacionyaeronautica/posts/1600289339992284/ (translated)

Grumman JF Duck

 

The Grumman JF Duck was an American single-engine amphibious biplane manufactured by Grumman during the 1930s decade.

The Duck was designed in 1932, inspired by the designs of previous amphibious aircraft like the Loening OL and was one of the first designs of the, back then, newly created Grumman. 

The prototype, XJF-1, flew for the first time on 24th April 1933, in Farmingdale, Long Island with Paul Hovgard at the controls.

The XJF-1 was a compact single-bay biplane with a crew of two, seated in tandem under an enclosed canopy. It was powered by a single Pratt & Whitney R-1830-62 radial engine and was armed with a single .30 in caliber flexible machine gun placed at the rear, operated by the observer. It could also carry a single 100 lb (45 kg) bomb under each lower wing. In the rear of the float, two passengers could be accommodated side-by-side. This compartment was accessed through a set of folding doors located in the floor of the rear cockpit. The float was faired into the fuselage, like previous Loening models did. The main landind gear retracted into the float, while the non-retractable tailwheel, mounted at the rear of the main float, acted as a water rudder too. It was also equipped with an arresting hook, which was mounted at the rear of the fuselage. 

The XJF-1 was delivered to the US Navy and underwent evaluation at NAS Anacostia, in Washington DC on 4th May 1933. As a result, the vertical tail surfaces were changed because the original triangular ones resulted in some longitudinal instability. The surfaces were redesigned to the broader squarer vertical surfaces found in the production models of the regular JF Duck. The XJF-1's tail was redesigned, redelivered and accepted into service. Unfortunately, the XJF-1 crashed in the James River on 8th March 1934 when operating with VX-1D5, a naval test and development unit, based at NAS Norfolk in Virginia.

The Duck was ordered into production in 1934. The production version differed from the prototype in having a different rudder, fin and its armament deleted (although it still had provision for a defensive machine gun) with a third crew member (a radio operator) was added. The US Navy issued a contract for twenty-seven JF-1 and the first JF-1 entered into service at NAS Norfolk, Virginia in May 1934. The US Marine Corps (USMC) also undertook the type during February 1935. In the US Navy the JF-1 served in VJ-1 (Utility Squadron 1), attached to USS Wright (AV-1) with detachments aboard the main carriers of the time, USS Saratoga (CV-3), USS Lexington (CV-2) and USS Ranger (CV-4) and also aboard USS Heron (AM-10) in the Asiatic Fleet.

It was also assigned at the Navy's main shore bases like Coco Solo in the Panama Canal Zone, Pearl Harbor in Hawaii and the Navy Yard, at Cavite in the Philippines. 

The JF-2 was a development of the JF-1 built in 1934-1935 for the US Coast Guard. The JF-2 were powered by a single Wright R-1820-102 rated at 700 hp. The JF-2 were equipped with a radio direction finder loop antenna placed on the fuselage spine behind the canopy and it lacked arrestor gear. The JF-2 served with the US Coast Guard from land bases in New Jersey, Washington, Florida, North and South Carolina, Mississippi, and California, as well as aboard USCG cutter Taney (WHEC-37), in Honolulu, Hawaii, the USCG icebreaker Spencer (WPG-36) in Cordova, Alaska, where it also served in the Bering Sea Patrol unit. Four JF-2 were transferred to the US Navy. 

The JF-3 was a further development built both for the US Navy and USMC reserve units in 1935. Only five of them were built and were powered by a single 750 hp Wright R-1820-80 engine. Like the JF-2 it also lacked the arrestor hook. A single JF-3 was delivered to each of the major reserve bases at NRAB Brooklyn, in New York, NRAB Seattle in Washington, NRAB Long Beach, California and NRAB Opa-Locka, in Florida. 

The JF Duck also had one foreign customer: Argentina. In 1937 Argentine Government bought eight Grumman model G-20 Ducks directly from Grumman. The G-20 was similar to the JF-2 used by the US Coast Guard. The first Argentine G-20 flew for the first time in December 1936 and by February 1937 they were all delivered. They replaced the outdated Vought O2U-1As in the Escuadrón de Observación Naval (Naval Observation Squadron). They operated from BAN (Base Aérea Naval - Naval Air Base) Comandante Espora, other Argentine Navy's bases like BAN Puerto Belgrano and aboard the cruisers ARA Almirante Brown (C-1) and ARA Veinticinco de Mayo (C-2). They served until 1948. 

Sources:

1. https://en.wikipedia.org/wiki/Grumman_JF_Duck

2. Squadron Signal - Aircraft in Action Mini 7 - Grumman JF Duck

3. https://www.valka.cz/topic/view/160020/Grumman-JF-1-Duck

4. http://wings-aviation.ch/51-Profiles/G/G-Basis-en.htm

5. http://elmuan.blogspot.com/2011/08/1937-grumman-g-15-y-g-20-duck.html (translated)

6. http://www.histarmar.com.ar/Armada%20Argentina/AviacionNaval/REC-AT-GrummanDuck.htm (translated)

Caproni Ca.308 'Borea'

 

The Caproni Ca.308 'Borea' (Northern Wind) was a small Italian airliner built in the mid 1930s.

The Ca.308 was a streamlined, low-wing cantilevered  conventional monoplane with a fixed undercarriage and wheels fitted with spats. 

Its origins date back to 1934 when Ala Littoria (fascist Italy's national airline) issued a specification for a multipurpose aircraft that could operate on secondary colonial airlines. This specification aimed for a copy of what the French called "colonial" airplane, as Italy lacked it, as its colonial empire wasn't as extensive as France's one. The specification stipulated the following conditions: 

• Six seater passenger compartment.
• The ability to transport mail and small amounts of cargo.
• A cruising speed of at least 200 km/h.
• Simple design, low maintenance costs and easy to repair.

Two aircraft, Breda Ba.44 (heavily inspired by the De Havilland DH.90 Dragon Rapide) and Caproni Ca.306 won the competition, although the first one, being a copy of the Dragon Rapide, was decided not to push its production forward. Regarding the Ca.306, it was designed from scratch by a team lead by engineer Cesar Palavicino and was powered by two Czechoslovak Walter Major engines rated at 200 hp each and driving two-bladed propellers. 

The two-seat cockpit was equipped with double controls and, in the passenger cabin, seats were placed alongside the wide side windows in two rows of three seats each. It was also equipped with a luggage compartment placed at the bottom of the fuselage.

Production process began in July 1935 linking major Italian airports of the time with local lines. Shortly after its introduction in Ala Littoria, the Regia Aeronautica (Royal Italian Air Force) demanded the Ca.306 to be adapted for military use, for which, got the denomination Ca.308. For that goal it was necessary to adapt the fuselage to carry small bombs (up to 300 kg of payload) and two 7.7 mm movable machine guns in the front and the rear of the fuselage. It was also required to replace the Czechoslovak Walter engines with De Havilland Gipsy Six engines, rated at 185 hp, since the importing company could not cope with the demanded pace. Additionally, Caproni also proposed a sanitary variant capable of transporting 6 stretchers and powered by two Isotta Fraschini engines, as well as another variant powered by radial engines. Those two versions, however, never passed the project stage.

Civilian variants of the Ca.308 were delivered in December. Of a total of eight machines built, six of them served in Italian mainland and two of them in Libya and Italian East Africa, serving on the routes Tripoli-Sirte-Benghazi, Tripoli-Kassala-Asmara and Tripoli-Benghazi-Cairo-Khartoum. In Italian mainland they operated the line Rome-Ancona and in Albania, the routes between the capital, Tirana and the cities of Scutari, Wallona, Berat, Kukus and Cinnamon. In February 1938 they were gradually decommissioned when 5 of them were retired. A single machine, registered as I-LIBI was lost to an accident on 16th March 1940 and the last civilian Ca.308, coded I-NTRA was sent to the Comando Servizi Aerei Speciali (Special Air Services Command) where it served until September 1943 when Italy signed the armistice. That machine was subsequently passed on to Allied hands and, after the war kept flying with Italian airlines until 16th April 1959 when it was lost to an unfortunate accident. 

Regarding the Libyan Ca.308s one of them was lost in an accident before the war and the second was transferred to the 5º Gruppo Osservazione Aerea (5th Reconnaissance Squadron) where it was used as a liaison aircraft in the Balkans.

Sources:

1. https://en.wikipedia.org/wiki/Caproni_Ca.308_Borea

2.http://www.airwar.ru/enc/cw1/ca308.html (translated)

3. https://www.globalsecurity.org/military/world/europe/it-regia-aeronautica-orbat.htm