It was soon obvious what was the main shortcoming of the Fw 190: lack of real high altitude performance. As early as 1941, various solution were studied to solve it featuring mainly new power plants with better superchargers and even the use of turbochargers. The C-series was conceived to follow the later approach. A bunch of prototypes were built, but in the end they proved too complicated and finicky. The D-series, with liquid cooled Jumo 312, proved to be the best option.
The Fw 190 V18/U1, the first real C-series prototype, in all its glorious splendour. This prototype was powered by a Daimler-Benz DB 603G engine. That not very refined ventral “pouch” fairing housed the DVL TK 11 turbocharger installation. Easy to understand why it was nicknamed the Kanguruh (Kangaroo).
By the way, this is my favourite Würger.
Developed during the early 1930’s to fulfil a 1932 Aéronavale long-range maritime reconnaissance flying boat requirement, the little known Loire 70 couldn’t be more French. A real tour de force: squarish, with a very “nautical” flight deck, draggy with its three definitive 500 hp Gnome et Rhône 9Kbr pylon-mounted (two tractors and a pusher, bien sûre), …. well, utterly lovely in a bizarre way. Four long years passed from its first flight in 1933 until the very handful (just seven production aircraft plus the prototype) entered service due to technical problems and initial low powered engines. They saw peace & war service in the Mediterranean with Escadrille E.7 until the early summer of 1940, when the Italian destroyed the bulk of those still in service in an air raid.
Anyway, a beast with character, maybe even charisma. Another superb head on view; it must be the day.
The inherent complexity and beauty of the business end of the Lightning F-3’s pair of RR Avon 301R engines. Gorgeously British.
The Yakovlev company has the honour of being the producer of the second Vertical Take-off and Landing (VTOL) fighter. Even worse, their Yak-38 was an interim second-best effort and they knew it. So when the time came, in the middle 1970’s, to create a replacement they attacked it with a vengeance. The supersonic Yak-141 (originally it was called Yak-41M) was anything the Yak-38 wasn’t: powerful, well-armed, well-equipped and gorgeously nasty-looking. Sadly, it was born (first flight in 1987) when the USSR was on its way to the history books. When the State funding dried Yakovlev tried to save their brainchild with a collaboration with the Lockheed company, but in the end all came to nothing. Only four were built.
Fires in the holes while its hovers at the 1992 Farnborough Airshow (my guess). Such an amazing photo. With its twin pod tail (to put the main engine nozzle in its appropriate place to the centre of gravity) the Yak-141 was an aircraft with character….and those MNPK Soyuz R-79V-300 main engine and two RKBM RD-41 lift engines. Brutally magnificent.
Not one of the prettiest things, but I’ve always found the tadpole shape of the Intruder really alluring. Appearances apart, there’s one technical feature in this ultra-sophisticated aircraft not pursued in production I really love: its swivelling jet nozzles. As originally designed those nozzles swivel downwards to shorten both take-offs and landings. Tests soon showed that results were negligible compared to the cost, complication and extra weight they entailed. Sadly only the prototypes used them.
It looks like a Fokker Eindecker, but it’s not. The resemblance is quite understandable: both the Pfalz and Fokker took the French Morane-Saulnier H monoplane as the basis from their own lines of “Einderckers”. Less well-known than Fokker’s, the Pfalz were very decent aircraft for its time, according to some sources better than its Fokker’s counterparts. Anthony Fokker was indeed a very gifted wheeler and dealer.
The one on this precious piece of advertisement is an E.IV, the more radical of the rotary-engined variants. With its armament doubled to two 7.92mm LMG 08/15 machine guns placed on a lengthened fuselage designed to carry the stunning 160hp Oberursel U.III 14-cylinder double row rotary engine. Those teardrop-shaped air intakes and the Pfalz company medallion…..
Artist: Max Schammler.
The Polish Wilk (Wolf) was conceived in the late 1930’s to fulfil a very demanding multi-purpose role (fighter-attack-bomber) role. Aerodynamically, the PZL stuff chose to scale-down of their promising PZL.37 Łoś and power it with household built 490 hp PZL Foka engines. Those engines precisely proved to be one of the main Achilles’ heels of the Wilk. The others were its structural overweight, slowness and too modest load carrying capabilities. In view of those defects, the authorities decided to cancel the project in the Spring of 1939 in favor a radial-engined powered derivative, the PZL.48 Lampart.
Pictured here the second of the just two prototypes built (PZl.38/II) with its imported 450 hp Ranger SGV-770B engines. Those American engines were employed in view of the defects of the native Foka engines. Crude engine nacelle and pedestrian Szomański two-blade fixed wooden propellers apart, that nose certainly means business with its 20 mm Wz.38 cannon and a pair of 7.92 mm PWU Wz.36 MGs. The intended production model would have been even fiercer.