Avro Manchester - Prototypes

The first prototype of the Avro Manchester flew for the first time on 5th July 1939 and it revealed to have some flaws and stability problems apart from being too heavy and exhausting to control.
It also required a very long runway to take-off when fully loaded even when it hasn't installed yet any armament.
It showed, however, a very good internal space arrangement, specially when compared with the smaller Handley Page Hampden.
The second prototype, featured lighter controls and wingtip extensions in order to shorten the minimum required runway. However stability problems weren't solved, specially when flying at low speeds. So Avro decided to take the prototype back to the factory in order to add a third vertical fin, which initially seemd to solve the problem, but it came back when the turrets were fitted. In fact, the frontal turret created a heavy yaw when turned, the rear one created a very heavy vibration and the ventral one was too unconfortable to raise or leave it deployed.
The engine was also a problem, as it was underpowered. It had initially a rate of 2000hp but it turned out that at its peak it could achieve only 1750hp, less than an aircraft of this type needed. It was discovered that it was because of the internal arrangement of the engine made the lubrication system too dificult, causing some engines to break down or overheat.

Sources:
1. https://defenceoftherealm.wordpress.com/2015/03/21/forgotten-aircraft-avro-manchester/
2. https://en.wikipedia.org/wiki/Avro_Manchester

Avro Manchester - Canadian Users

The Avro 679 Manchester was a British heavy bomber developed during the early stages of the World War II. It was a failure due to its engines but, it was the forerunner of the Avro Lancaster, most probably the best British strategic bomber of the World War II.

The Royal Canadian Air Force was the only foreign user of this bomber, where it served in two squadrons, the No. 408 and the No.420.
With the No.408 "Goose" Squadron it served initially together with the already aging Handley Page Hampden, operating from Lindholm, in Yorkshire from 1941, when it was activated, until 1942 both types were replaced by the Handley Page Halifax.
In the No.420 "City of London" Squadron, it served briefly when this squadron was activated on 19th December 1941 but, due to the bad reputation of the Manchester, it was quickly replaced by the Handley Page Hampden, also in December 1941.

Sources:
1. https://en.wikipedia.org/wiki/Avro_Manchester
2. https://en.wikipedia.org/wiki/408_Tactical_Helicopter_Squadron
3. https://en.wikipedia.org/wiki/No._420_Squadron_RCAF

Macchi C.202 - Italian users, part two

In this second and last installment of the Macchi C.202 dedicated to the Italian users, we are going to focus on the different subvariants of this excellent Italian fighter.

• Prototype: The prototype of the Macchi C.202 was loosely based on the previous C.200, in fact, it retained its wings, landing gear, both vertical tails and tailplanes plus its armament of two 12,7mm machine guns. But it featured a new all-metal flush riveted semi-monocoque fuselage. It was powered by a single 1175hp German DB-601A-1 and, when it was tested at Guidonias Centro Sperimentale (Guidonias Experimental Centre) it confirmed its soundness with a top speed of 595km 
• Serie I: The first production version was made by Breda from July 1941 until March 1942. They were different from the prototype in having a modified cockpit with the rear glazing removed, a long air intake for the superchargerm but without any dust filters. The retractable tailwheel was replaced by a fixed one and the engine mount was replaced by a forged one
• Serie II: Just like Serie I, but produced by Macchi, from April until May 1941.
• Serie III: One hundred and forty machines made by Macchi from May 1941 until April 1942. They were adapted to the North African Theatre by including dust filters to the supercharger air intake as well as a large oil cooler, cooling vents in the machine guns covers and a cockpit air intake. They were also known as Macchi C.202AS (AS stands for Africa Settentrionale which means literally North Africa)
• Serie IV: Fifty machines built by SIAI-Ambrosini which were similar to the Serie III ones.
• Serie V: Another 50 machines built also by SIAI-Ambrosini between May 1941 and July 1942. The first batch of them were similar to the Series IV while the late batches were modified to the Series VII standards. They featured a more modern San Giorgio C reflector gunsight.
• Serie VI:  Fifty machines manufactured by Breda during the spring of 1942.
• Serie VII: One hundred airplanes built by Macchi between April and June 1942. The featured a new 7,7mm Breda-SAFAT in each wing in order to increase its firepower and fix that way its main flaw. The inclusion of those extra machine guns, increased the weight of the airplane making it more difficult to handle, so the pilots often got those wing machine guns removed. They were also fitted with two underwing bomb racks and plumbing for drop tanks. A new armoured central glass panel was included in order to give more protection for the pilot. The late batches featured a new "D" tailwheel and it was powered by the Alfa Romeo RA 1000RC41 which reached levels enough for the C.202 to be fitted with this new engine instead of having to rely on imported German DB-601Aa engines. They were also known as Macchi C.202CB (where CB stands for "Caccia Bombardiero" which means "Fighter-Bomber")
• Serie VIII: Fifty machines built by Breda between March and July 1942.
• Serie IX: One hundred of them built by Macchi, they were rolling out from the factory between September 1941 until February 1942.
• Serie X: One hundred machines built by Breda between July 1942 until September 1942.
• Serie XI: One hundred and fifty airplanes manufactured by Breda from November 1942 until April 1943. They featured some minor improvements like a new horizontal tail and the relocation of the venturi from the underside to the starboard side just under the cockpit.
• Serie XII:  One hundred and fifty machines that were identical to the Serie XI and manufactured under German control in the Breda factory between May and August 1943. 
• Serie XIII: The last production serie. It was a batch of fifty machines built by Macchi from April to August 1943 with the modifications made to the late Serie XI's airplanes inserted.
• Macchi C.202D: A Serie VII with a modified radiator placed under the nose, copying the Curtiss P-40's.

Sources: 

1. Osprey Publishing - Duel 60 - Spitfire V vs C.202 Folgore - Malta 1942

2. https://en.wikipedia.org/wiki/Macchi_C.202

3. Salamander Books - The Complete Book of Fighters

Macchi C.202 - Italian users, part one

The Macchi C.202 Folgore (Italian word for "Thunderbolt") was a World War II fighter made by Macchi as a development of the previous C.200 Saetta (Arrow).
It entered service with the Regia Aeronautica in July 1941 after some extensive prototype testing and it proved to be a very decent dogfighter and, as stated by the Australian ace Clive Caldwell it was "one of the best and most undervalued of fighters" . It had it defects though. As its predecessor, it could enter in a dangerous and uncontrollable spin and it was seriously underarmed with just two 12,7mm Breda-SAFAT machine guns placed in the cowling that tended to jam very often, the radio equipment was very faulty tending to fail and forcing pilots to communicate via waggling wings and the oxygen system caused 50 to 60% of the faults, some of them fatal ones.
Due to the many defects, the prototypes and pre-production versions didn't saw real combat service until 1941 even if the first prototype was ready in summer 1940.
They served in every front of the war where Italy was involved, from the home defence to the eastern front and the north African one.

Sources:
1. https://en.wikipedia.org/wiki/Macchi_C.202
2. Salamander Books - The Complete Book of Fighters

Macchi C.202 - Co-Belligerent users

On 3rd September 1943, the armistice of Cassibile was signed and Italy was divided in two sides, the pro-German fascist ones, in the Italian Social Republic and the pro-Allied one in the so called "Regno del Sud" (Southern Kingdom) also known as Co-Belligerents.
The Co-Belligerents had their own air force too which eventually flew allied airplanes too, like the Bell P-39 Airacobra or the Supermarine Spitfire, among others.
The Macchi C.202 also served with the Co-Belligerent Air Force and some others were converted into the better C.205 by fitting its engine into the C.202 fuselage.
Their main operation base was at Lecce, in the Italian region of Puglia with Brindisi, also in Puglia, as a secondary one. They served with the 9th, 10th and 21st Gruppi (meaning literally groups, but it's the closest equivalence to a Squadron) in September 1943 and, by the summer 1944 they were still active in the 9th, 10th, 12th, 21st and 155th Gruppi serving together with the improved Macchi C.205.
When the war ended, those that were still in flying conditions and that weren't converted into C.205s to be sold abroad, were used as advanced trainers by the newly created Aeronautica Militare until 1948 in the Lecce Flying School.

Sources:
1. en.wikipedia.org/wiki/Macchi_C.202
2. Salamander Books - The Complete Book of FIghters

Macchi C.202 - Foreign users

This nice Italian fighter was used by many foreign users.

• Croatia had around 20 or 22 in service during 1944 and used them to intercept allied bombers. They were assigned to the Kroat JGr.1 and, while serving with them they retained their Luftwaffe markings. They scrambled for the first time in March 1944 against an American raid west of Zagreb, however there wasn't any combat as they were instructed to attack only damaged airplanes and stragglers from the main formation. When the Croatian Air Force Legion was replaced by the Croatian Air Force Group, they received new markings and they served in the combat role until September 1944 when they were relegated to training duties mainly because of their weak armament.
• Many of them were captured during the Allied campaign in Italy and therefore saw limited service with the Royal Air Force, the Royal Canadian Air Force and the United States Army Air Force, mainly under testing purposes.
• They also served with the Air Force of the Italian Social Republic, the Aeronautica Nazionale Repubblicana but only in the trainer role.
• The German Luftwaffe also used some of them, mainly as trainers too in the Orange fighter school.
• Apparently, the Schweizer Flugwaffe (Swiss Air Force) ordered 20 Macchi C.202 on 12th May 1943 but none of them were delivered as Italy had no export capabilities as they were concentrating in defending their own national air-space.

Sources:

1. https://en.wikipedia.org/wiki/Macchi_C.202

2. Salamander Books - The Complete Book of Fighters

Arado Ar.196 - German users, part two

As the change between versions mis-numbered the A-3 variant, which was a more advanced version with a reinforced airframe that replaced the A-4.
The final variant was the A-5 version that replaced radios and cockpit instruments with more modern ones, and replaced the MG.15 of the observer with a more modern MG81Z one.
In total 541 Ar.196 were manufactured until August 1944 when the production ended. Among those, around 100 of them were made in the French SNCA and the Dutch Fokker plants.
There was an Ar.196C variant planned that would've been more aerodynamically refined, with MG.151 in the wings instead of the MG FF ones, however we couldn't find any blueprints or profile drawings whatsoever.
Apparently there was a study carried out in 1942 by Arado in order to increase the armour of the airplane, apply even more advanced weaponry (we guess it would've been the same as the Ar.196C) and replace the engine by an Argus As.411, just like the late versions of the Arado Ar.96. It was dubbed as the Arado E.380 and it was expected to achieved a minimum speed of 383km/h. However it wasn't completed because of Allied bombings.

Sources:
1. https://en.wikipedia.org/wiki/Arado_Ar_196
2. https://de.wikipedia.org/wiki/Arado_Ar_196 (translated)