Supermarine Spitfire. European Users, part nineteen. Yugoslav Spitfires.

 

The No. 352 (Jugoslav) Squadron of the Royal Air Force (RAF), was designated in internal Yugoslav documents as '1 Lovacka Eskadrila Vazduhoplovstva NOVJ' (1st Fighter Squadron of NOVJ Aviation). It was formed at Benina (Libya) on 22nd April 1944 and was initially equipped with the Hawker Hurricane, however the unit quickly transitioned to the Spitfire and by June-July they were already fully equipped with the Mk. V/Trop. 
After their training was complete, they became part of No. 281 Wing RAF, which was subordinated to the Balkan Air Force (an Allied formation operating over the Balkans during World War 2). In that formation, they were joined in September by a second Yugoslav squadron, No. 351, equipped with Hurricanes. 

The Yugoslav No. 352 squadron operated from south-eastern Italy performing a wide variety of missions, such as fighter escort, fighter sweeps or ground attack. In October 1944 a detachment was sent to Vis airfield, a small Croatian island on the Adriatic Sea, which served as an advanced operating base, and since January 1945 the entire squadron was based there. 
In mid-April the entire squadron was rebased at the liberated airfield of Prkos, on the Yugoslav coast. In spite of Yugoslav efforts, the squadron was not re-equipped with the Spitfire Mk. IX or Mk. VIII, although it seems that they managed to acquire three Mk. IXs.

On 18th May 1945 (although some sources claim it was later, on 15th June), at Zemunik airfield, the squadron was officially deactivated from RAF's command, together with No. 351 Squadron (AKA 2 LEV NOVJ, the Hurricane-equipped Yugoslav squadron) and it was reformed into 1. Lovacki Puk (1st Fighter Regiment). 

The first squadron of this regiment took over all operational Spitfires they could find, a total of 17 Mk. V Trop and 3 Mk. IX.

Soon after, linked to the formation of a new bomber regiment equipped with the Soviet Petlyakov Pe-2 aircraft, all experienced personnel of the 1st Regiment was transferred to this new bomber unit, so 1. Lovacki Puk was disbanded and the Spitfires were sent to warehouses in Mostar. 

In early 1946 the Spitfires were re-registered according to the Yugoslav Air Force's system. The Mk. Vs received consecutive numbers, ranging from 9476 to 9493, and the few Mk. IX, from 9501 to 9503. 
During autumn/winter of 1946, the six Spitfire Mk. Vs which were in the best flying conditions, were assigned to the 3rd Fighter Division, receiving each of the two regiments that division was equipped with, (flying the Yakovlev Yak-3) three Spitfire Mk. V each.
The goal was to develop appropriate tactics to fight the Spitfires, as the Yugoslav aerial space was violated various times by Greek Spitfires. Those incidents took place regularly in the context of the Greek Civil War, as the Yugoslav authorities supported the local Greek communist rebels and even were allowed to take shelter and set up camps in the Yugoslav region of Macedonia. 
Oddly enough, the conclusions from those comparisons showed that the Yakovlev Yak-3 had no special advantage over the Spitfire Mk. V Trop in combat, apart from its greater maximum speed.

In May 1947 a regiment (named just as 'Reconnaissance Aviation Regiment') equipped entirely with Spitfires was formed again. This time this unit acted as a reconnaissance unit, and the planes were modified with Soviet photo-cameras installed in them.

In autumn 1948 some Spitfires Mk. IX bearing Yugoslav roundels appeared in Yugoslavia, but actually they were Czechoslovak Spitfires which were sold to Israel, as part of Operation Veletta. Those Mk. IXs were ferried from Czechoslovakia to Israel via Yugoslavia, and refuelling at Niksic (southern Yugoslavia) where they refuelled to continue the flight to Israel. They were temporarily painted in Yugoslav markings to avoid raising alerts among observers.

After Soviet-Yugoslav split, when Yugoslavia broke off 'brotherly relations' with the USSR in early 1949, the Yugoslav forces were reorganized. As part of this reorganization, the previous 'Reconnaissance Regiment' was given the number 103 and was rebased to Pancevo, in Serbia, due to the change in the expected direction of the aggression. 

Either way, by August 1952, the Spitfires were written off and replaced by more modern types.

Sources:

1st AJ-Press - Monografie Lotnicze 40 - Supermarine Spitfire Part 3 (translated)

2nd http://www.historyofwar.org/air/units/RAF/352_wwII.html

3rd https://en.wikipedia.org/wiki/List_of_Supermarine_Spitfire_operators#Yugoslavia

Bristol Blenheim, part six, Yugoslav users

 

The Bristol Blenheim was a British light bomber of the Second World War which saw action with many countries all around the world, among them, the former Kingdom of Yugoslavia. 

The Kingdom of Yugoslavia also showed interest in the Blenheim and, just like the Finns did, they also acquired a production license for 50 aircraft which would be produced by Ikarus at their factory in Zemum, close to Belgrade.

In November 1937 two Mk.Is were shipped to serve as patterns and by 1939 Ikarus had completed a around 23 frames, without engines though. The engine supply from the United Kingdom turned to be a serious problem, so one machine, No.29, was fitted with Italian Alfa Romeo 126 radial engine. Eventually, Bristol Mercury engines were obtained from the Polish PZL factory after Germany occupied Poland, so further 14 machines could be completed at Ikarus'. Therefore, a total of 40 Ikarus-built Blenheims Mk.Is were delivered to the Royal Yugoslav Air Force, also known as JKRV. The Yugoslav-built Blenheims were armed with Italian 12,7mm Breda-SAFAT machine guns instead of the original British ones. Some were also up-armed with additional Italian 12,7mm Breda-SAFAT machine guns, which increased its weight and made the aircraft harder to fly.

Back in August 1939 they also requested a supply of Mk.IVs, but Bristol refused it and sent 20 additional Avro-built Mk.Is instead. However, it seems that by early 1941 the production line was set to produce the Mk.IV and around 20 partially completed airframes were found by the Germans when they invaded in April 1941. These tools and frames were later given to Finland. Some sources claim that one machine was completed and even painted, but never flew. As we couldn't confirm nor deny it, we decided to draw it anyway. 

The first unit of the JKRV to employ the Blenheim was the 1st Bomber Regiment in 1938, which was joined later by the 8th Bomber Regiment and, in 1940, the 11th Independent Long Range Reconnaissance Group. Most of the Yugoslav Blenheims were in service when Germany invaded on 6th April 1941. Some were destroyed on ground by Luftwaffe's raids, but many others performed unescorted bombing raids and showed to be very vulnerable to both fighters and anti-air fire. 

However, some successful attacks were made, but, with their bases threatened, many units were forced to evacuate and by 13th April there were few Blenheims available, with some being destroyed by Yugoslav to prevent to fall into German hands. A few, around 20 machines, were captured by the Germans, and after some refurbishment, they were given to the Independent State of Croatia's Air Force. 

It seems that at least one machine was captured at the end of the war by Yugoslav's Partisans and it received Yugoslav Communist markings. Its fate is unknown.

Sources:

1. Hall Park Books - Warpaint 26 - Bristol Blenheim

2. https://en.wikipedia.org/wiki/List_of_Bristol_Blenheim_operators

Caproni Ca.310, foreign users, part two

 

The Caproni Ca.310 Libeccio, was an Italian twin-engine reconnaissance aircraft used during the World War II. It was mainly employed by Italy, but it also had many other foreign users, among them, those in the previous post, and the following ones:

• United Kingdom: The United Kingdom was going to be the most important foreign customer for the Ca.310, as the Royal Air Force (RAF) was undergoing major expansion programme after the Munich crisis in 1938. An element of that programme included enlarging the RAF's bomber force, which required an effective crew trainer aircraft. The RAF's high command decided that the Ca.310 could fit that role in late 1938 (albeit with some minor modifications, like for instance, replacing the 12,7 Breda-SAFAT defensive machine-gun with a British Vickers K gun). Negotiations continued well after the beginning of the World War II, when Italy was still neutral. The order wasn't cancelled even after 3rd September, when France and Great Britain declared war on Germany. However, Germany issued a formal protest to Italian government and, Caproni, which apparently was sympathetic to the Allied cause, tried to sell the aircraft through their Portuguese subsidiary. In December 1939 the British government, informed Caproni that they were going to buy 200 examples of the Ca.310 plus 300 of the Ca.313. Eventually, the order was changed to replace the Ca.310 with Ca.311, which was better. When Italy entered the War on 10th June 1940, all plans were scrapped.
• Peru: The Peruvian Cuerpo Aeronáutico del Perú (Peruvian Aeronautical Corps) bought 16 Ca.310s in 1938. Fifteen of them were shipped in May and the last one was ferried from Italy to Peru. The flight took place on 2nd August 1939, but the aircraft crashed on his way killing its pilot, Captain Pedro Canga Rodriguez. The Peruvian Ca.310s were employed during the Ecuadorian-Peruvian War of July 1941 as part of various bombing squadrons. They often flew bombing missions against Ecuadorian cities, escorted by the North American NA-50 "Torito" (Spanish for 'Little Bull') fighters. After that war ended, they were used as trainers.
• Nationalist Spain: It was during the Spanish Civil War that the Ca.310 was used in combat for the first time. A total of 16 Ca.310 were employed by the Aviación Nacional (Spanish Nationalist Air Force during the civil war) from July 1938 until the end of the conflict. They were assigned to Grupo 18 (Group 18) and were used in the reconnaissance-bomber role, and saw little action, mainly in the Catalonian front.
• Yugoslavia: This country was the first foreign customer of the type when, in 1938, they bought 12 Ca.310. While every other country bought the Ca.310 as a light bombers, Yugoslavia bought them as bomber trainers, as the Royal Yugoslav Air Force was undergoing a modernization process with more modern bombers such as the Bristol Blenheim, the Dornier Do.17k and the Savoia-Marchetti Sm.79, so they needed a multi-engined crew-trainer aircraft with retractable landing gear. 
  Apparently Yugoslavia was the only foreign customer satisfied with the Ca.310's performance, so they ordered a second batch of 12 Ca.310bis machines in 1939, which was a developed variant with an unstepped glazed cockpit (it would eventually serve as the prototype for the Ca.311) which was delivered at the end of the year. After the country was invaded by Axis forces, the Ca.310 were divided between the Independent State of Croatia, Italy and Germany. 
  During the late stages of the war, Yugoslav partisans seem to have re-captured some ex-Croatian machines and sent them to serve with the Yugoslav Partisan Air Force and its subsequent postwar air force. As we couldn't find graphical info about the Ca.310 serving with the SFR Yugoslav Air Force, the drawing should be regarded as speculative.

Sources:

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

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

Morane-Saulnier Ms.406, foreign users, part two

 

The Morane-Saulnier Ms.406 was a French fighter aircraft designed, developed and manufactured by Morane-Saulnier from 1938 onwards. With more than 1.000 aircraft having been manufactured, it was France's most manufactured fighter of the time and it was exported to many countries, or it was going to be exported:

• Belgium: The Ms.406 had attracted considerable foreign attention during the late 1930s and was showing signs of commercial promise. In fact, during 1937, when the prototype was shown at the Brussels Aeronautical Exhibition, negotiations were underway to undertake the licensed production of the type by Belgian aircraft manufacturer Avions Fairey for both the Belgian and French Air Forces. Those negotiations, however, came to nothing. Anyway, we decided to draw a hypothetical Belgian variant of the fighter.
• Independent State of Croatia: In July 1943 the Luftwaffe sold 36 Ms.406 to the Air Force of the Independent State of Croatia. Those machines were acquired to increase combat effectiveness against the increasing Allied air raids over the Balkans. They were assigned to the 21st, 22nd and 23rd Jato (Squadrons) of the 11th Group of the Croat Air Force. Ten more machines were incorporated in December 1943. Most of them were either destroyed or captured during late stages of the war.
• Poland: The Polish Air Force ordered 160 aircraft in September 1939. An initial batch of 30 machines was already shipped via the Mediterranean, the Black Sea and Romania, but as Poland fell, they were diverted to Turkey. We've drawn an hypothetical version of the Ms.406 serving with the Polish Air Force in 1939.
• Turkey: The initial batch of 30 fighters originally planned for Poland was diverted to Istanbul, and later to Yesïlkoy (Turkey) where they were assembled, under the supervision of French technicians and put into service with the Turkish Undersecretariat of Military Aviation (the forerunner of the Turkish Air Force). They were followed by 45 additional machines in March 1940, just before the fall of France. They were assigned to the 43rd and 48th Companies of the 11th Battalion of the 4th Regiment, based at Kütahya. 
  In 1943 the Ms.406 was already been withdrawn from the active duty as a fighter and they were used as advanced trainers in the Flying School at Eskisehir. In 1945 they were definitely retired from service.
• Yugoslavia & Yugoslav partisans: The Royal Yugoslav Air Force, ordered 25 fighters, however, the fall of France prevented their delivery. That's not excuse for us to draw an hypothetical-looking version in Yugoslav colours. 
  Anyway, during the closing stages of the War, in 1945, Yugoslav partisans managed to capture some of them. They were not used by the subsequent SFR Yugoslav Air Force so they were either destroyed, scrapped or withdrawn from use early after the end of the War.

Sources:

1. https://en.wikipedia.org/wiki/Morane-Saulnier_M.S.406

2. https://world-war-2.wikia.org/wiki/Morane-Saulnier_M.S.406#Croatia

3. http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/ms406.asp

4. Salamander Books - The Complete Book of Fighters

Fieseler Fi.167

During early 1937 the Reichsluftfahrtministerium (Reich's Air Ministry - RLM) issued a specification for a torpedo bomber capable of operating from Germany's first aircraft carrier, the Graf Zeppelin, whose construction started back in December 1936. The specification was issued to two German aircraft manufacturers, Fieseler and Arado. The specification required an all-metal biplane with a maximum speed of at least 300 km/h (186 mph) with a range of at least 1.000 km (631 milles) and with both torpedo and dive bombing capabilities. In the summer of 1938 Fieseler's design proved to be superior to the Arado Ar.195 (Arado's proposal).
The aircraft exceded by far all requirements as it had excellent handling capabilities and could carry about the twice required weapons payload. Just like Fieseler's most famous aircraft, the Fi.156 Storch, the Fi.167 had very good handling when flying at low speeds and, under the right conditions, it was said that the airplane was capable of landing almost vertically on a moving aircraft carrier. However, as the Graf Zeppelin was never completed, that affirmation seems to be propagandist. Apparently, during a test flight, Gerhard Fieseler himself managed to drop the airplane from 10.000 ft (3.048 m) to just 100 ft (30.48 m) while staying above the same ground point.
It seems too that, for emergency landings, the Fi.167 could jettison its landing gear and airtight compartments located in the lower wing would help the aircraft to remain afloat long enough for its two-man crew to evacuate.
Two prototypes were built in 1937, with the first one, making its maiden flight on 12th November 1937 and was followed by 12 pre-production machines (Fi.167A-0) manufactured from 1938 to 1940 which differed only in small details from the prototype. All of them were built at Fieseler's factory in Kassel, Germany. The Fi.167 was powered by a single Daimler-Benz DB-601B V-12 inverted liquid-cooled piston engine which yielded 1.100 hp of power. It was armed with a single 7.92 mm forward-firing MG-17 machine gun plus another 7,92 mm MG-15 mounted in the rear cockpit. It could carry a single LT F5b torpedo under the fuselage, or up to 1.000 kg (2.200 lb) of bombs and, additionally, four small SC-50 bombs mounted in underwing racks.
As the Graf Zeppelin wasn't expected to be completed before the end of 1940, the Fi.167 was given low priority. Later, in 1940, when the construction of the Graf Zeppelin was halted, the completion of further aircraft was stopped and the completed aircraft was sent into Luftwaffe service in Erprobungsgruppe 167, which was an evaluation and testing unit created ad-hoc for the Fi.167. This unit had nine Fi.167 and was based in the Netherlands where they conducted coastal trials.
The construction of the Graf Zeppelin was resumed in 1942, but by that time the Junkers Ju.87C (a carrier-borne variant of the Ju.87) took over the role as a reconnaissance bomber with torpedo bombing capabilities, rendering torpedo bombers unnecessary. The nine Fi.167s returned to Germany in the summer of 1943 only to be shortly later sold to the Independent State of Croatia.
The remaining aircraft were used in the Deutsche Versuchsanstalt für Luftfahrt (German Aircraft Experimental Institute), located in Budweis (nowadays Ceske Budejovice) in Czechoslovakia, for testing different landing gear configurations. The two test aircraft had their lower wings removed just outboard of the landing gear to increase the sink rate for some of the tests.
Those sent to Croatia, took advantage of the aircraft's short-field landing and high load-carrying abilities to transport ammunition and other supplies to besieged Croatian Army garrisons between their arrival in September 1944 and the end of the war. At least one of them was captured by Yugoslav Partisans and was used briefly by them.
It was during one of those resupply missions when, near the city of Sisak, Croatia, on 10th October 1944 an Fi.167 belonging to the Air Force of the Independent State of Croatia and piloted by the Croatian ace Bozidar Bartulovic, was attacked by a formation of five North American Mustang Mk.III of the No.213 Squadron Royal Air Force. Three of those Mustang claimed one biplane shot down over the village of Martinska Ves, close to Zagreb. Bartulovic was wounded in the head and the aircraft caught fire, but Bartulovic's gunner, Mate Jurkovic before bailing out, claimed one of the Mustang. British records state that one of the fighter was hit and crash landed, making it, probably, the last biplane kill of the World War 2.
Apparently not a single Fi.167 survived.

Sources:
1. https://en.wikipedia.org/wiki/Fieseler_Fi_167
2. https://www.valka.cz/Fieseler-Fi-167-A-0-t6494
3. Hikoki Books - Luftwaffe Aerial Torpedo Aircraft and Operations in World War II
4. https://de.wikipedia.org/wiki/Fieseler_Fi_167 (translated)
5. http://www.warbirdsresourcegroup.org/LRG/fi167.html
6. http://www.fliegerweb.com/de/lexicon/Geschichte/Fieseler+Fi+167-162 (translated)