Caudron C.440 Goéland, Foreign Users Part Two

 

The Caudron C.440 Goéland (French word for "Seagull") was a French six-seat twin-engined utility aircraft of the 1930s that saw service with many foreign users:

• Poland: The Caudron C.445 was used by the Polish Air Force in France in 1940 as a bomber pilot and navigator trainer. They were employed in the flying schools of Lyon-Bron, Clermont-Ferrand, Istres, Corbas, Rennes and St. Cyr. From 13th May 1940 until the end of the Battle of France, the Franco-Polish Goélands were used as utility and transport airplanes to transport both men and materiel to and from frontlines. Later, during the French retreat, they were employed to evacuate Polish transport personnel. In fact, on 23rd June two Goélands evacuated a group of 16 Polish pilots from Perpignan to Oran, in Algeria. 
  At the end of the war, one C.445A-T that was built in France during the German occupation, was captured by the Poles at the city of Dziwnów, in a very bad condition though. In spite of initial interests by the Polish Air Force for the plane, it was transferred to civilian aviation, where PZL-Mielec rebuilt it and used it for transport duties and company business trips. Oddly enough, the production license and technical documentation for the PZL-Mielec Lim-1 (the Polish MiG-15 license-built in Poland) was transported in this airplane. It was used by PZL from 22nd August 1947 until 12th September 1955.
• Slovak Republic: Twelve C.445M (military variant of the regular C.445) were ordered by the Slovenské Vzdusné Zbrane (Slovak Air Force) in 1942 (although, according to other sources they were transferred by the Luftwaffe from captured machines). They were employed in the trainer and transport role, and their ultimate fate is unknown.
• Spain: After the outbreak of the Spanish Civil War, the Republican Spanish Líneas Aéreas Postales Españolas (Spanish Postal Airlines - LAPE) acquired three ex-French Goéland machines. They were employed in various aerial routes inside the Republican territory during the Spanish Civil War. All three of them were either destroyed or captured by the Nationalists. After the war, in May 1940 some fleeing machines crash-landed in Spain and their crew and machines were interned.
• Yugoslavia: The Yugoslavian National Airline Aeroput, bought two C.449 monoplanes in 1937 and 1938 as part of their modernization programme in order to cover more aerial routes. One of them was damaged beyond repair in 1939 and the other one was pressed into service with the Royal Yugoslav Air Force in 1941 when Germany invaded and was subsequently captured by them in April 1941.

Sources:

1. https://en.wikipedia.org/wiki/Caudron_C.440_Goéland

2. http://www.samolotypolskie.pl/samoloty/638/126/Caudron-C-445-Goeland (translated)

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

4. http://equinoxe.dk/SCWaircraft/did.html

5. http://incidentessgm.blogspot.com/2013/11/caudron-c-445.html (translated)

6. http://www.airhistory.org.uk/gy/reg_YU-.html

7. http://www.airhistory.org.uk/gy/reg_EC-.html

Caudron C.440 Goéland, Foreign Users Part One

 

The Caudron C.440 Goéland (French word for "seagull") and its derivatives, was a French twin-engined utility aircraft of the 1930s decade that saw service with various users abroad:

• Belgium: Caudron-Renault showcased the Goéland at Evere airfield, in Brussels on 11th March 1936. In the following June, the Belgian government signed a contract for the purchase of two C.444, powered by two Renault 6Q engines, which yielded 220 hp of power each. 
  Both aircraft were delivered to the 3eme Régiment of the Aviation Militaire (Belgian Military Aviation), based at Evere in September/October of that same year. The Goéland was intended to be used as a trainer for the fast reconnaissance and bomber aircraft the Aviation Militaire was planning to acquire. In 1938 both Goélands received civilian registrations in order to allow them to fly in foreign skies. When Germany invaded Belgium in May 1940, both machines were flown to Tours, in France, and then to Merignac airport, in Bordeaux, where they were intended to train Belgian crews before they converted to the Lioré-et-Olivier LeO.45 medium bomber. The fate of these machines is unknown, but they were most likely captured by the Germans.
• Bulgaria: Bulgaria ordered three Caudron C.444 from France back in 1936, the first of which was delivered that same year. However, as Bulgarian authorities weren't satisifed with the performance of the aircraft, the order was cancelled and the sole aircraft was returned to France. Bulgari allocated three civilian registrations for these machines, LZ-REA, LZ-REB and LZ-REC.
• Germany: The Luftwaffe was the biggest foreign user of the Goéland, with more than 750 newly-built machines plus many more captured ones when France fell. In fact, the Goéland was the most produced aircraft in French factories during the German occupation. They saw service with many Luftwaffe units as utility airplanes and crew trainers and were employed in North Africa, Western and Eastern Fronts. Some were reportedly operated by Deutsche Lufthansa too.
• Italy: A total of nine Goélands served with the Italian Regia Aeronautica (Royal Italian Air Force). They were acquired by the Italians during summer 1943 from Salon-de-Provence airfield, Southern France, and were assigned to the Scuola Volo Senza Visibilitá (Blind Fliyng School) at Cameri, North-Western Italy. After the Italian armistice all nine of them were captured by the Luftwaffe.

Sources:

1. https://en.wikipedia.org/wiki/Caudron_C.440_Goéland

2. https://www.belgian-wings.be/caudron-c-444-goeland

3. http://www.aeroflight.co.uk/waf/bulgaria/af/types/misc.htm

4. http://falkeeins.blogspot.com/2015/08/caudron-c-445-goeland-zg-1-stg-1-rs.html

5. Bancarella Aeronautica - Ali Straniere in Italia 5 - Aerei Francesi nella Regia Aeronautica

Mitsubishi 2MR8

 

The Mitsubishi 2MR8 was a Japanese short-range reconnaissance aircraft of the 1930s designed and built by Mitsubishi for the Imperial Japanese Army Air Force (IJAAF).

Its origins date back to 1930 when the IJAAF issued a requirement for a short-ranged reconnaissance aircraft which would act as a supplement for the long-range Kawasaki Type 88. Mitsubishi developed two designs, a biplane based on their 2MR and B2M reconnaissance aircraft and torpedo bomber designs respectively. The other one was the 2MR8, a high-wing parasol monoplane.

A total of four prototypes were made, the first of which was powered by a Mitsubishi A2 radial engine which yielded 320 hp of power and flew for the first time on 28th March 1931. Successive prototypes were powered by more powerful versions of such engine and, eventually, production version featured a Mitsubishi Type 92 engine which yielded 475 hp and drove a two-bladed propeller. The fourth prototype was modified to have a reduced wing area and a shorter fuselage and it was accepted by the IJAAF and ordered into production as the Mitsubishi Army Type 92 Reconnaissance Aircraft.

The production variant had wide-track divided landing gear and carrier a crew of two, a pilot and an observer in two open cockpits. It was armed with two forward-firing synchronized 7.7 mm (0.303 in) Type 89 machine guns plus and additional one or two mounted on a ring at the observer's cockpit. A total of 230 machines were manufactured at Mitsubishi's plant in Nagoya from April 1930, when the type was ordered into production until March 1934 when production ceased in favor of the Nakajima Ki-4 and the Kawasaki Ki-3, which showed better performance rates. 

In order to meet the requirements of the Japanese Ministry of Railways for a survey aircraft, Mitsubishi developed also a civilian version of the Type 92, which was known as the Hato Survey Aircraft. A single aircraft was ordered in 1935, together with a Fokker Super Universal made by Nakajima and powered by a Mitsubishi A5 engine. The Hato differed from the military version in having a glazed canopy over the rear cockpit, which was also enlarged to accomodate a crew of two, an open forward pilot's cockpit and spat-type main wheel fairings. It was delivered in March 1936 and received the civilian registration of J-AARA. 

The Type 92 entered service with the Kwangtung Army Air Corps in their reconnaissance chutais (squadrons) which were also part of the hiko rentais (air regiments of mixed composition). The usage of the Type 92 was very limited as only three hiko rentais (1st, 3rd and 7th) were equipped with the 2MR8. These were also part of the "Kanto" hiko shidan (air corps) and saw active usage during the hostilities in Manchuria in 1932, though during the latest stages, which were just some few skirmishes. They weren't keep on active service with the Kwangtung Army for much longer as they were being replaced. However, by 1937 at the beginning of the Second Sino-Japanese War, some of them were still active and in Agust-September that year, some of them were listed to have been operated in the ground support role in North-Eastern China. Anyway, by late 1937, they were completely withdrawn from the frontlines. Some disarmed machines were handed over to various organizations, such as "Aikoku-Go" a paramilitary flight school for women.

The Guangxi Clique, a warlord regime that existed in Southern China, bought also some machines in 1934 and 1935, during the brief period of peace between the two countries. They were used against the Kuomintang when these invaded and, when the Guangxi-Kuomintang War was over, some were captured by the Republic of China Air Force and were used during the earlier stages of the Second Sino-Japanese War in 1937.

All things consider, the Type 92 didn't shine as an excellent machine. However, it was the first aircraft powered by a completely Japanese engine which was not a licensed copy of a foreign engine.

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_2MR8

2. https://www.valka.cz/Micubisi-2MR8-t34884

3. http://www.airwar.ru/enc/other1/2mr8.html (translated)

Further reading (in Chinese - use the translator)

1. http://cwlam2000.epizy.com/caf23.htm

Mitsubishi 1MF9

 

The Mitsubishi 1MF9, also known as Mitsubishi Experimental Taka-type Carrier Fighter, was a Japanese fighter aircraft of the 1920s decade that never made it past the prototype stage.

It was a single-engined, single-seat biplane intended to operate from the Imperial Japanese Navy's aircraft carriers. 

In April 1926, the Imperial Japanese Navy (IJN) issued a specification for a replacement of their standard carrier fighter, the Mitsubishi 1MF (AKA Navy type 10 Carrier Fighter),which was designed back in 1921 by Herbert Smith. The specification was issued to Aichi, Mitsubishi and Nakajima and required the aircraft to stay afloat in the event of ditching in the sea. Mitsubishi tasked one of their designers, Joji Hattori (who worked with Smith on the 1MF), with the design of this new fighter. The resulting aircraft was the Experimental Taka-type (Taka means Falcon in Japanese) Carrier fighter or, according to Mitsubishi's internal designation, the 1MF9. It was a wooden single-bay biplane with fabric covering. It had a watertight fuselage, with a boat-shaped bottom, and jettisonable fixed conventional landing gear, to meet IJN's requirement. The leading-edge of the lower wing was watertight too in order to allow the aircraft to remain afloat. 

The fixed landing gear was chosen to be jettisonable because aircraft with fixed landing gear were very dangerous to ditch, as they can easily turn the aircraft over when the wheels touched the surface of the water. It also featured a fuel dumping system. 

The pilot sat in an open cockpit placed under the upper wing and it was powered by a single Mitsubishi Hi V-12 water-cooled engine which delivered 600 hp of power and drove a two-bladed propeller and was armed with two synchronized 0.303 in (7,7 mm) machine guns placed in the nose. 

Two prototypes were made the first of which flew for the first time in July 1927, making it the first Japanese-designed carrier-based fighter to fly, with the second one being completed in September. The 1MF9 was not successful, and the design proposed by Nakajima, a modified version of the British Gloster Gamecock fighter was chosen for production under the denomination of Nakajima A1N, in spite of the fact that Nakajima ignored the easy ditching requirement, which allowed for a lighter and more maneuverable aircraft.

However, the 1MF9 remains significant as it was the first carrier fighter designed entirely by a Japanese and, furthermore, it was the first Japanese aircraft to be equipped with split-flaps.

 

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_1MF9

2. https://www.valka.cz/Micubisi-1MF9-Taka-t48296

Mitsubishi 1MF -Recap-

 

Note: This is a recap of the plane mentioned in the title, as we didn't like the way it was, so we've decided to put them all in a single post.

The Mitsubishi 1MF was a Japanese carrier fighter aircraft of the 1920s decade. It was designed for Mitsubishi by the British aircraft designer Herbert Smith. It was known as the "Navy Type 10 Carrier Fighter" by the Imperial Japanese Navy Air Service (IJNAS).

The Japanese shipbuilding company Mitsubishi Shipbuilding and Engineering Co. Ltd. set up a subsidiary company called Mitsubishi Internal Combustion Engine Manufacturing Co. Ltd. in the year 1920 to manufacture automobiles at the city of Nagoya. They quickly attracted the attention of the Imperial Japanese Navy (IJN) to produce three types of aircraft to operate from the aircraft carrier Hosho: a fighter (Mitsubishi 1MF), a torpedo bomber (Mitsubishi 1MT) and a reconnaissance aircraft (Mitsubishi 1MR). To design those aircraft, they hired Herbert Smith, who, at that time was unemployed, as the company he was working on, Sopwith Aviation Company, went defunct. For that purpose, Smith brought to Japan a team of 7 British engineers. 

The fighter designed, received the name of 1MF by Mitsubishi and Navy Type 10 Carrier Fighter by the IJN (referring to 1921, the tenth year of the Taisho period in Japan) and it flew for the first time in October 1921. 

The 1MF was a single-seat, single-bay biplane with unequal span-wings made entirely out of wood. It was powered by a single Hispano-Suiza 8 engine (locally produced under license as the Mitsubishi Hi) , which yielded 300 hp of power and was armed with two 0.303 vickers machine guns buried in the upper fuselage. It was fitted with a claw-type arrestor gear for use with British-style fore and aft arrestor cables. 

After flight testing, it was accepted by the IJN their standard carrier fighter. A total of 128 machines of every variant were manufactured from 1922 until 1928 when production on the type ceased. The different variants were as follows:

• 1MF1 & 1MF1A: Initial prototypes. Powered by the Mitsubishi Hi engine fitted with a car-type radiator in the nose. Only one prototype each being built in 1921. The MF1A had increased wing area.
• 1MF2: An experimental prototype with two-bay wings. Powered by the Hispano-Suiza 8 engine, produced under license in Japan and with some modifications aimed to improve cooling. The original car-type radiators were also replaced by Lamblin-style ones, placed under the nose. Flew for the first time in 1926.
• 1MF3 & 1MF3B: The most produced and successful variant. Powered by a Mitsubishi Hi-V8 (license version of the Hispano-Suiza 8F) and armed with two Vickers 0.303 in machine guns in the nose. Its production period ranges from 1923 until 1928. 
  The 1MF3B was a sub-variant modified to carry a small amount of bombs to provide ground support. This designation was probably given retroactively in 1926.
  
• 1MF4: A revised version with a modified rudder, the cockpit moved forward and two Lamblin-type coolers above the landing gear. They were manufactured in 1926.
• 1MF5 & 1MF5A: The last variant of the fighter. A small amount were either produced or converted in 1928. The 1MF5 was a revised version with minor changes made, while the 1MF5A was a trainer version with jettisonable wheeled undercarriage and underwing inflatable floats to allow for a safe ditching. The IJN handed over six 1MF5A to civilian users. 

The 1MF entered service with the IJNAS in 1923 replacing the Gloster Sparrowhawk. One 1MF3 became the first aircraft to take-off and land on Japan's new aircraft carrier Hosho on 28th February 1923. The 1MF series proved to be reliable and tough and they operated from Akagi and Kaga aircraft carriers too, when they entered service in 1927 and 1928 respectively. and continued in active service until 1930 when they were replaced by the Nakajima A1N, itself a licensed copy of the Gloster Gambet. 

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_1MF

2. https://www.valka.cz/Micubisi-1MF-t33673 (translated)

Mitsubishi 1MT

 

After the Great War, the Imperial Japanese Navy Air Service (IJNAS) sought to become a strong and modern force and was looking for suitable aircraft to serve on their aircraft carrier Hosho (which was the world's first commissioned ship built as a carrier). 

The Japanese government asked their, back then, allies for help, namely the United Kingdom. They asked for a torpedo bomber which could serve on board and aircraft carrier. At that time, 1920, Herbert Smith, former main designer in Sopwith Aviation Company (which had been recently defunct), together with a group of engineers and specialists, were sent to Japan to work on that requirement of the IJNAS. Their main task was to design a carrier-fighter (the 1MF), a  carrier-reconnaissance plane (the 2MR) and a carrier torpedo-bomber (the 1MT). Although both the 1MF and the 2MR were successful, same thing can't be said about the 1MT. 

The 1MT was designed as a triplane with the objective of achieve the shortest possible runway for take off, while the triplane configuration was chosen to give the aircraft the minimum required maneuverability. The construction of the prototype began in 1921 and one year later, on 9th August 1922 it was completed. The first take off and flights were satisfactory, at the hands of test pilot William Jordan, who was part of Smith's team and in November he flew two prototypes to Kasumigaura Naval Base, to test them on board the Hosho. Such tests began in December, and the 1MT was shown to be too heavy and large for carrier service, however, as the IJNAS lacked any other carrier torpedo-bomber, a small batch of 20 aircraft was ordered, however none of them operated with the Hosho as their service was plagued by technical failures and defects. Those 20 machines were manufactured by Mitsubishi at their plant in Nagoya between 1922 and 1923. 

However, this failed design gave the technical department of the IJNAS experience on how not to design a carrier-capable torpedo bomber and therefore their next requirement for a torpedo-bomber led to the more successful Mitsubishi B1M1.

The 1MT was powered by a single Napier Lion engine which yielded 450 hp of power and drove a two-bladed propeller. It was armed with a single 450 mm (17.71 in) torpedo warhead weighing 800 kg (1.764 lb).

A single machine was assigned the civilian registration of J-BEGG and was used as a passenger plane with the Hamamatu Hikoki Seisakusyo company in 1926.

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_1MT

2. https://www.valka.cz/Micubisi-1MT1-typ-10-t34010 (translated)

3. http://www.airhistory.org.uk/gy/reg_J-3.html

Mitsubishi Ki-57, Japanese users

 

The Mitsubishi Ki-57 was a Japanese passenger and transport aircraft developed from the Ki-21 bomber.

Back in 1938 when the Ki-21 entered service with the Imperial Japanese Army Air Force (IJAAF) its capabilities attracted the attention of the Imperial Japanese Airways (often referred to with their Japanese acronym of DNKKK - Greater Japan Airways Co.). Therefore, a civilian version of the Ki-21 was developed. This had many aspects in common with its bomber counterpart, as it retained the Nakajima Ha-5 KAI radial engines rated at 950 hp each and some other details. It differed mainly in having the same wings moved down from a mid-wing to a low-wing configuration and the incorporation of a new fuselage which could accomodate up to 11 passengers. The civilian variant of this new version was called MC-20, while the military version was called Ki-57.

The first prototype of the Ki-57 flew for the first time in July 1940 and, in spite of a fatal crash suffered by the fourth prototype, it was ordered into production both for the IJAAF, the DNKKK and the Imperial Japanese Navy Air Force (IJNAF) which employed a small number of Ki-57-II, and was known as the L4M1. A total of 101 Ki-57 and MC-20s were manufactured between June 1940 and April 1942 at Mitsubishi's factory in Nagoya. 

The Ki-57-II was an improved variant powered by two Mitsubishi Ha-102 rated at 1.080 hp each, which also powered the Ki-21-II bomber. This variant also featured the revised engine nacelles that the bomber had. They were also 25 mph (40.23 km/h) faster than the Ki-21-I, had a higher service ceiling and could carry heavier loads. Production of the Ki-57-II began in May 1942 and it ran until January 1945 with a total of 306 machines completed (though, according to other sources, the total produced number was higher; 406).

The Ki-57 was, numerically speaking, the most important transport plane of the IJAAF, its main role the Ki-57 was employed in was communications and logistics, but it was also used in paratroop transport and saw service in every front where the Imperial Japanese Army was involved. Its biggest success came on 14th February 1942 when Ki-57s (together with same Kawasaki Ki-56s) of the 1st Raiding Air Regiment (Teisin Sentai) transported paratroopers to attack the oil refineries at Palembang, on Sumatra to prevent their destruction by the Allies before they fell into Japanese hands. 

As the war progressed, and the Allied increased their air superiority, the Ki-57 proved to be very vulnerable to enemy fighters. Dozens were lost when the Allies swept West, including many that encountered heavily armed American patrol bombers, which were not afraid to engage the defenseless transports. When the war ended, many surviving Ki-57s and L4M1s were repainted in white with green crosses painted over the Hinomaru (the Japanese roundel) and were used to ferry Japanese delegates to the surrender ceremonies. 

In 1942 every version of the Ki-57 received the Allied nickname of "Topsy".

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_Ki-57

2. http://www.historyofwar.org/articles/weapons_mitsubishi_ki-57.html

3. https://pacificeagles.net/mitsubishi-ki-57-type-100-topsy/

4. https://www.valka.cz/Micubisi-Ki-57-Topsy-t33121 (translated)

Caproni Ca.310, part three, domestic users

 

The Caproni Ca.310 'Libeccio' (South-Western wind in Italian) was a low-wing monoplane reconnaissance-bomber. Its design was basically a developed version of the previous Ca.309 with retractable landing gear and better engines. The fuselage was of welded steel tube construction, covered with light alloys fabrics and panels, with the empennage and tail unit being made out of wood with plywood skin on its fixed portions and fabric covering on control surfaces.

Above the fuselage, mounted in line with the trailing edges, was a manually operated dorsal turret equipped with a single 7,7mm Breda-SAFAT machine gun. 

Most of the Libeccios were meant to be exported but, as most orders were either cancelled and many of the delivered aircraft were returned to Italy, the Regia Aeronautica (Royal Italian Air Force) received most of the produced ones, 193 of a total of 312 exemplars (though, according to other sources, the total number of manufactured Libeccios was circa 250. Regia Aeronautica did not equip entire units with the Libeccio, but assigned one aircraft per squadron for auxiliary duties. In total, the Regia Aeronautica operated 193 Ca.310 and Ca.310bis. They were used as squadron hacks, training aircraft and light passenger and cargo airplanes, mainly in the North African Theatre.

The only unit that was almost fully equipped with the Libeccio was the 12º Gruppo/50º Stormo Assalto (12th Squadron/50th Assault Wing) which received the ex-Hungarian machines as an interim replacement for the Breda Ba.65 in 1940. In this squadron, together with other types, they served until 1941 when they were replaced by the ground attack variant of the Fiat Cr.42. 

There was also an Idro (Italian word for "Hydro") version, equipped with floaters. This was intended to be used for naval reconnaissance purposes and had reduced bow glazing and no weapons. In August 1940 when the Italian Regia Marina (Royal Italian Navy) was looking for a replacement for the IMAM Ro.43 observation biplane, Caproni presented the Ca.310 Idro. There was a single prototype of this variant, which was converted later into the Ca.316. It seems that the Kingdom of Yugoslavia showed interest on this variant, after a demonstration flight was made at hydroplane station in Divulje, as they ordered six Ca.310bis Idro machines to serve with the Royal Yugoslav Navy in February 1939. These aircraft were intended to perform reconnaissance and target towing duties and their delivery deadline was 30th June 1941. However, by April 1941, when Yugoslavia was invaded by the Axis, only two Piaggio engines had been delivered. We drawn a hypothetical version of this aircraft serving with Yugoslavia. The Italian one should be regarded as speculative.

After the Italian Armistice in September 1943, some machines served with the Italian Co-Belligerent Air Force which, after the end of the war, were kept on active service with the Aeronautica Militare (Post-War Italian Air Force) until 1948. 

Sources:

1. https://en.wikipedia.org/wiki/Caproni_Ca.310

2. https://www.britmodeller.com/forums/index.php?/topic/235096763-caproni-ca310/

3. https://www.valka.cz/topic/view/16154/Caproni-Ca-310-Libeccio

4. https://comandosupremo.com/caproni-ca-310/