Curtiss P-36 Hawk/Hawk 75/Mohawk. Part Two. Hawk in Argentina.

 

Argentina was the second country (China was the first) to accept the fixed-landing gear variant of the Curtiss Hawk 75 as a viable option. 
During the mid-1930 the Argentinean Dirección General de Aeronáutica (General Direction of Aeronautics) decided to replace their ageing Dewoitine D-21 fighters sold by France during the 1920s, with newer models. By 1927 there were just eight D-21 fighters and planned license production fell through due to the economic crisis. However, the rights to produce the Curtiss Hawk II were acquired, marking Curtiss' first incursion into the Argentine market. In 1934 the Curtiss Hawk III biplane fighter, competing against the Italian Fiat Cr.30, was demonstrated to the authorities, but none of them ultimately managed to replaced the old Dewoitine D-21s.

In 1935 Argentina began to emerge from the economic crisis, with funds available to resume equipment purchases. This time, however, an official competition was announced, with 21 companies from Europe and the United States submitting their bids, as there was plenty to compete for: Argentina intended to purchase 70 fighters, 67 bombers and 30 trainers. Although the Hawk III had already been purchased as an interim fighter, the competition was officially open in Buenos Aires on 23rd March 1936.
As the result of comparative tests performed at the time, only American aircraft were selected: The Northrop 8A-2 and the Martin 139 bombers plus the North American NA-164P trainers. The Hawk IV (commercial name for the fixed-landing gear variant of the Hawk 75) generated interest too, so a demonstrator was ordered. The final choice was to be made in the next competition in 1937, however the deal unfolded somehow different than before as every European contestant withdrew. The Germans, in particular, were displeased with the cancellation of their aircraft, sparkling with this heated diplomatic exchanges between Buenos Aires and Berlin.
Eventually it turned out that in 1937, American companies had no opponents and the Curtiss Hawk 75 topped the list of contenders, followed by the Seversky P2A, which could function both as a fighter and a trainer. Seversky also decided to demonstrate their P-35 fighter.

The Hawk offered to Argentina was a variant of the one offered to China, the H-75H. It was completed together with the first example and later presented to Chiang Kai-Shek with the registration NR 1277. However, this second "steel chasis" Hawk differed significantly from the first H-75H. First, the Y1P-36 airframe was adopted as a basis, instead of the Hawk 75B, except for the engine) and, therefore, NR 1277 had glass panels behind the cockpit canopy. It was armed with four 7.62 mm machine guns, two in the fuselage and two in the wings. It was equipped with a ventral bomb rack which could carry a single 227 kg (500 lb) bomb. Additional racks were located under the wings, for ten 13,6 kg (30 lb) or six 22,7 kg (50 lb) bombs each. This aircraft arrived in Argentina in June 1937 and was known as the "Argentine Demonstrator", and outclassed its main rival, the Seversky 2PA.
During the early stages of the competition, Seversky's fighter was damaged and, in order to save the situation, they promised to send another P-35, Curtiss, which had practically won the contest, began to fear that the new competitor would delay the Argentine decision. This eventually proved to be the case and on 30th January 1938 a decision was made to purchase 30 Hawks, with a production license of 20 machines to manufactured at FMA's (Fábrica Militar de Aviones - Military Aircraft Factory) plant in Cordoba. 
This decision put an end to Curtiss' stress, when it was discovered that a German Bf.109 fighter, which was around 80 km/h (50 mph) faster than the Hawk, was located in Brazil and it was bound for Argentina, to take part in the contest and win the contract. Eventually, it was found that Messerschmitt's aircraft was not a Bf.109 but a Bf.108 liaison plane, which could achieve only 187 km/h (117 mph).

The aircraft manufactured in Argentina were designated as Hawk 75O. Materials and equipment were purchased from the United States, with assistance from Curtiss. All navigation equipment, flight instruments, engines and armament were also imported to Argentina.
With the gradual establishment of a production line in Argentina, the presence of the "Argentine Demonstrator" became unnecessary, and it was decided to return the aircraft to the United States. The ferry flight was to be used to attract attention from the countries the fighter was going to flight through, specially Chile, Ecuador and Peru. Piloted by Captain Grey, it took off from Buenos Aires, bound to Santiago de Chile, on 5th March 1938. However, it could not reach its destination due to poor weather conditions and landed in Mendoza, Argentina. The pilot waited for the storm to clear and took off again. Unfortunately, during the climb-out, at an altitude of just three meters (9ft) the engine failed and the "Argentine Demonstrator" crashed. Fortunately, Gray escaped without major injuries.
The production version of the Argentine Hawk 75O differed from the "demonstrator" in many aspects. It was powered by either a Wright GR-1820-G3 radial engine rated at 875 hp of at take-off or a GR-1820-G5 which was equally rated. The engine was equipped with an E.160 electric starter, which could be manually started if needed. 
It was equipped with a Telefunken Type 274 radio gear. Armament consisted on three 11.35 mm Madsen machine guns, two in the wings and one in the fuselage. The ventral bomb rack was eliminated, but under-wing ones were not. The airframe was identical to NR 1277, although carriage strut fairings were changed to larger and fully enclosed ones - similar to those present on the Thai Hawk 75N. The surface finish was also improved by the addition of countersunk rivets and the sheet metal was polished to a mirror-like shine, allowing for a 10 km/h (6 mph) increase in top speed.
Between 29th November and 15th December 1938 the first 29 machines were manufactured at Curtiss plant in Buffalo, New York, although Argentine documents mention 30 machines received. The disassembled fighters were sent to the Dirección del Material Aeronáutico del Ejército (Army's Aeronautical Material Directory), where they were assembled and equipped. In the meantime, the FMA factory was preparing to begin independent production, which began in August 1940. On 16th August the first Argentinian Hawk 75O rolled off the assembly line. Over the following months 19 more joined the production line, rolling off the line  at a rate of one per week. Some of these were equipped with gun cameras.
After the end of H-75O production, it was intended to begin the construction of fifty Hawk 75A aircraft with improved engines, equipment and armament, while the production rate of the H-75O was also in mind. In fact FMA factory was expanded to achieve the production rate of one H-75O per day but, eventually, further manufacturing of this aircraft in Argentina was abandoned. 
The Hawk 75O served in the Regimiento Aéreo Nº2 (Air Regiment No.2) under Argentine Army Aviation Command. In July 1944 with the foundation of the Argentine Air Force as a separate branch of the army, they received new codes with the letter "C" in front of the aircraft number. They lived a long lasting career in Argentina as in December 1951 there were still sixteen of them in active service, as part of Grupo 1 de Caza (Fighter Group No.1) and in 1952 they were assigned to VII Brigada Aérea de Morón (7 Moron Aerial Brigade). 
The Hawks were gradually written off active service in 1949 when the Gloster Meteor was purchased. 
According to some sources the last Hawk 75O was scrapped in 1954, while other claim that in 1955 some few surviving ones were present at Jorge Newbery airport (Buenos Aires) during the Revolución Libertadora, a coup d'état which overthrew President Perón, although not in use.

Sources:
1st AJ-Press - Monografie Lotnicze 61 - Curtiss P-36 Hawk Part 1 (translated)
2nd https://www.amilarg.com.ar/curtiss-hawk-75.html (translated)

Boeing Stearman Model 75, part four. The Stearman in America, part one. South American users.

 

The Boeing Stearman Model 75 is an American two-seater biplane trainer of the 1930s that was employed by many countries all around the world, among them, the following ones:

• Argentina: In 1936 the Argentine Navy acquired sixteen new Stearman Model 76D, powered by the 320 hp Pratt & Whitney Wasp Junior. They were assigned to the Naval Aviation School and served until 1949 whe, according to some historians, were donated to various flying clubs, however, there were not Model 76s registered in Argentine civil aviation.
  Many years later, in 1947, the Argentine Navy bought thirty Boeing-Stearman Model 75 (AKA PT-17/N2S Kaydet), with thirty additional machines two years later, in 1949. These sixty machines were ex-American machines equipped with radial engines such as the Continental R-670-4 or R-670-5 yielding up to 220 hp of power. They were mainly assigned to the Naval Aviation School, with a detachment to Comandante Espora Naval Air Base (Province of Buenos Aires). From the mid-1950s onwards they were employed for general purposes and, since they were ageing considerably, they were gradually replaced by the North American Texan from 1954 until 1962 when the last Model 75 was sold to private owners.
  One of the Model 76, equipped with floats and registered as 1-E-41, became famous for being the first Argentine aircraft to fly to the Antarctica on 6th February 1942. 
  This flight took off from the ship ARA 1º de Mayo (an old modified steam ship) and was performed by Frigate Lieutenant Eduardo Lanusse at the controls and Corporals Erik Blomquist, Antonio Silva and Mario Pappe as mechanics, radio operator and photographers. This was seen as a national milestone but, unfortunately, in April 1942 both Lanusse and Blomquist died in a fatal accident while piloting 1-E-41.
  
  
• Brazil: During the second half of the 1930s the Brazilian Army Aviation sought to modernize their Military Aviation School, so in May 1937 the first machines of the Stearman Model A76C3 (attack variant equipped with bomb gear and a defensive machine gun were shipped to Rio do Janeiro. By early 1938 all thirty of them were assembled and assigned to the Army Aeronautics School, where they served as basic trainers. 
  However, as they were equipped with bombing gear and a defensive machine gun, they were also employed in the bombing trainer role, ground attack and aerial photography.
  Not all of the Brazilian Model 76s were employed by the Aeronautics Schools, some were also employed by the Training Squadron of the 7th Aviation Regiment, in Belem, and some others with the 4th Aviation Regiment, at Belo Horizonte, however, their presence there was brief and were reassigned back to the Aviation School. 
  Some years later, in October 1940 the Brazilian Army Aviation was transitioning to become an independent branch (the Brazilian Air Force), so many North American NA-72 trainers were ordered and, with the creation of the Ministry of Aeronautics, on 20th January 1941, the Stearmans were passed on to the Brazilian Air Force (BAF).
  With the BAF served a total of twenty Stearmans A-75 and twenty-seven A-76 which, as stated, had previously served with the Brazilian Army Aviation. 
  These machines served until 1948 and 1950 as they were employed as basic trainers by the Aeronautics School. In 1942 the Model A-75-L3s were replaced by the newly-acquired Fairchild PT-19, while one year later, in 1943, th A-76C3s were replaced by the Vultee BT-15 and, finally in 1944, the A-76C3 were definitely replaced by the T-6 Texan and the Stearmans were withdrawn to secondary administrative roles, being definitely written off in 1950.
  
  
• Bolivia: In 1942 Bolivia acquired around twenty PT-17s which served for a long period of time, until 1963. It is known that they acquired six PT-17s from Argentina. 

Sources:

1st https://en.wikipedia.org/wiki/Boeing-Stearman_Model_75

2nd https://issuu.com/federacionargentinadecamarasagroaer/docs/revista_37_opt/s/15636721 (translated)

3rd https://www.marambio.aq/primervueloargentino.html (translated)

4th Aeronaves Militares Brasileiras 1916-2015 (translated)

5th https://es.wikipedia.org/wiki/Anexo:Aeronaves_militares_históricas_de_Bolivia

Supermarine Spitfire. American Users, part one. The Spitfire with No.164 Squadron and Argentina.

 

To write about the Spitfire's usage with Argentina means to write about the operational history of No.164 (Argentine-British) Squadron of the Royal Air Force (RAF). 
This squadron was activated on 6th April 1942 as a gift squadron from the British diaspora in Argentina, hence its motto in spanish, "Firmes Volamos" (firmly we flight). It was activated at RAF Peterhead, in Scotland and was initially equipped with the Spitfire Mk.Va flying mostly shipping patrols. In May, they were rebased to RAF Skeabrae, in the Orkney Islands, where they were re-equipped in September with the Spitfire Mk.Vb,. There they faced some occasional clashes against Luftwaffe fighters. In February 1943 they were rebased from RAF Peterhead to RAF Fairwood Common, in Wales to be re-equipped with the Hawker Hurricane as the squadron was to perform ground-attack duties. 
It wasn't until June 1945 that the squadron switched again to aerial interceptor role and changed the Hawker Typhoon with the Spitfire Mk.IX, which kept them, together with some Mk.XVIe until August 1946 when the squadron was disbanded. 

After the war, in 1947, Jaime Storey, an Argentine citizen who was interested in the Spitfire, bought a PR.XI, which was registered as LV-NMZ and, with additional fuel tanks, it flew from RAF Hurn, in Dorset, England to Buenos Aires, Argentina in a flight that took place between the dates of 29th April 1947 and 7th May 1947. This machine was donated to the University of Cordoba, together with a Mk.IX which was bought by Henri Henequin (CEO of Henequin & Co) and tried to sell it to the Argentine Air Force back in 1946 and, for that purpose, it was painted with the Argentine roundel and fin flash. This machine, however served as a source of spare parts for the aforementioned PR.XI. 
The Argentine Air Force also ordered ten Spitfire T.IX trainers in 1950 but it was cancelled and the Fiat G.55b were acquired instead.

Sources:

1st https://en.wikipedia.org/wiki/No._164_Squadron_RAF
2nd https://www.3040100.com.ar/spitfire-en-la-aviacion-argentina/ (translated)
3rd https://www.elgrancapitan.org/portal/index.php/articulos3/segunda-guerra-mu/1363-spitfires-en-argentina (translated)

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)

Martin 139, South American and European Users

 

The Martin 139 (known in service with the United States Army Air Corps - USAAC) as B-10, was an American all-metal bomber, one of the first mass-produced in the 1930s that saw service with various countries. On this post we're covering the next ones:

• Argentina: Both Argentine Comando de Aviación del Ejército (Army Aviation Command) and Armada Argentina (Argentine Navy) used the Type 139. 
  In the mid-1930 the Army Aviation Command sought to modernise their bomber fleet and, in February 1937, after having studied other choices, they signed a contract with Martin for a total of 22 machines, which were designated by the company as Martin Type 139WAA (with the demonstrator being denominated just as Type 139WA). The bombers were assigned to the Regimiento de Aviación Nº1 (No.1 Aviation Regiment) at El Palomar Air Base, close to the capital, Buenos Aires and Regimiento 1 de Bombardeo (Bombing Regiment 1) of Villa Reynolds in the province of San Luis. They served until 1954, however, by that year the last three ones were being used as target tows. They were replaced by the native IAe-24 Calquin.
  The Argentine Navy acquired also a total of 12 new aircraft, plus a demonstrator, designated by the company as Type 139WAN. The contract was signed on 24th December 1936 and they were delivered in November 1937. They were assigned to two newly-formed bomber squadrons, one based at Punta Indio Naval Air Base, close to Buenos Aires and other one based at Comandante Espora Naval Air Base, close to Buenos Aires too. 
  This type was chosen by the Navy as the fuselage featured watertight compartments that could help with floatability in case of an emergency landing on sea and the type could also be fitted with EDO-made floaters. They also were the first airplane to feature a retractable landing gear to operate with the Argentine Navy. They all served until 1949.
• USSR: One aircraft, denominated by Martin as Martin Type 139WR, powered by two Wright R-1820-F53 Cyclone engines and Hamilton screws was bought by the Soviet Union for evaluation purposes. It seems that the performance of this machine wasn't satisfactory as no further machines were ordered by the Soviets and nothing is known about the fate of the aircraft. As there doesn't seem to be any graphical evidence of the type serving in Soviet colours, the drawing should be considered as speculative.
• Republic of Spain: The Spanish Republican Government had closed a deal for several Martin 139WSP (denomination given by the company), just before the outbreak of the Spanish Civil War. This deal also included the licensed production of the type by CASA, however, it was eventually blocked by the US State Department and the type was never delivered. When the Soviet Tupolev SB Katyusha appeared over the Spanish skies, many sources initially misidentified it as a "Martin Bomber"(which shouldn't come as a surprise as the Soviet aircraft types were kept under secrecy back in the 1930s).
  The presence of the 139WSP in the Spanish Civil War is even quoted by many authors and there are even some manipulated photographs, made with obvious propaganda purposes. We decided to draw a fictional version of the type serving with the Republican side.

Sources:

1. https://en.wikipedia.org/wiki/Martin_B-10

2. http://www.amilarg.com.ar/martin-139.html (translated)

3. https://web.archive.org/web/20200920135216/http://bioold.science.ku.dk/drnash/model/Spain/didnt.html

4. https://www.globalsecurity.org/military/systems/aircraft/b-10-foreign.htm

Junkers Ju.52 in Argentina

 

The Junkers Ju.52/3m is a German transport aircraft manufactured and developed by Junkers. With 4.485 units having been manufactured, it comes no surprise that the type was widely exported to, among many other countries, Argentina.

In September 1938 the Comando de Aviación del Ejército (Army Aviation's Command) sent a representation to Germany in order to buy 5 Ju.52/3m which were being produced for the Luftwaffe. 

The first three Ju.52 arrived in Argentina in 1939 and in October they were assigned to the newly created "Escuadrilla de Transporte" (Transport Squadron) belonging to the "Grupo 1 de Observación" (No.1 Observation Group) based at El Palomar Air Base, in Buenos Aires. Shortly later the two remaining machines were delivered. All five of them were delivered unassembled by boat and were assembled at Fábrica Militar de Aviones' (FMA) factory, in Córdoba.

Given that Germany was in the middle of the World War 2, spare parts and engines were running short, the Junkers were re-engined with FMA E-1 radial engines which were a licensed copy of the American Wright Cyclone SGR-1820F.2. Between the years 1939 and 1945, they served with the Argentine Army's Aviation Command in the transport role, but also with Aeroposta Argentina (Argentine Air Mail) flying in every occasion under neutrality markings (though Argentine declared war on Germany… on 27th March 1945!). 

After the War, the Fuerza Aérea Argentina (Argentine Air Force) was created , which takes into property the Ju.52 together with ten additional second-hand machines bought from the Brazilian company Cruzeiro do Sul in 1946, which were BMW engined.

With the first machines, back in 1940, the first flights of LASO (Líneas Aéreas del Sudoeste - Southwestern Airlines), LANE (Líneas Aéreas del Noreste - Northeastern Airlines) and SADE (Servicio Aeropostal del Estado - State's Aeropostal Service) took place, which were all merged in 1945 into LADE (Líneas Aéreas del Estado - State's Airlines). All of this while they were still serving with the Air Force in military transport flights, cargo transfer and even paratrooper drop as they were the first transports assigned to the Argentinean paratrooper unit, created in 1943. 

Between 1947 and 1948 they were employed as crop dusters (with additional crop dusting gear fitted in a workshop at the city of Quilmes) to fight the locust plague which was ruining plantations in the Argentinean North and Northeast. 

By late 1948 nine aircraft were transferred to the Ministry of Agriculture and the remaining two were kept serving with the Air Force until as late as 1963.

Sources:

1. http://www.amilarg.com.ar/junkers-ju-52.html (translated)

2. https://www.zona-militar.com/foros/threads/junkers-ju-52-3-m-en-argentina.10321/ (translated)

3. https://en.wikipedia.org/wiki/Junkers_Ju_52

4. https://es.wikipedia.org/wiki/Aerolíneas_Argentinas (translated)

Vought OS2U Kingfisher, part two

The American floatplane Vought OS2U Kingfisher was supplied to many foreign countries, among them the following ones:

• Argentina: It seems that, in 1944 one Uruguayan Kingfisher got lost during a flight and had to force land in the Argentinean city of Mar Chiquita. It seems that the aircraft was interned and the crew was returned to Uruguay. However, other sources claim that nine machines were supplied to Argentina in 1942. As the text mentions to Argentine Kingfisher are scarce and there isn't graphical evidence, the drawing should considered as speculative.
• Chile: The Chilean Air Force got their first Kingfisher in 1942 and were assigned to Grupo Nº2 (Group Number 2). They were employed for recon and patrol duties and were active until 1957, when they were written off. One of them was used by Teniente 1º (1st Lieutenant) Arturo Parodi Alister to fly over Deception Island, in the Antarctica for half an hour in recon and aerial photograph missions as he and his Kingfisher was part of the Chilean expedition that set up the first Chilean permanent base in Antarctica.
• Cuba: The Cuban Air Force received in July 1942 three Kingfisher in order to perform anti-submarine patrols. They were assigned to the Cuban Navy and served well until the late 1950s. They saw action in the Cuban Revolution too, as they were used for anti-guerrilla operations by the government forces. One Kingfisher was captured by the rebels on 7th December 1958 and was used for bombing the besieged encampment of the garrison in La Maya, making them to surrender. Once the revolution was over and somewhat consolidated, the Kingfisher was written off.
• Dominican Republic: Three machines were sold to the Dominican Republic, most probably in 1942 and were used in the patrol and reconnaissance roles. They were active until the late 1950s when they were written off. As there isn't graphical evidence of their service with the Caribbean country, the colours and registration should be taken as speculative.

Sources:

1. https://en.wikipedia.org/wiki/Vought_OS2U_Kingfisher

2. https://es.wikipedia.org/wiki/Vought_OS2U_Kingfisher (translated)

3. https://aeropinakes.com/wordpress/1958/05/21/los-primeros-aviones-de-la-far/ (translated)

4. https://www.fach.mil.cl/images/boletin/historico_diciembre18.pdf (translated)

5. http://www.pilotoviejo.com/os2uhistoria.htm (translated)