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VolumeS
Issue
59
CONTENTS
Inter-war
Fighters
AviaB534
BI6riot-SPAD5l0
Dewoitine
D,S0
and D,510
I 162
I 162
I 163
I 164
I
HeinkelHeSl
FiatC.R.32
t64
Consultam Edhor:
tlajor
General Sir
Jeremy Moore
KCa OS€
}lC,
Comman-
der
of
British
Land
Forc€s
during
the
Falklands
campallln.
TheSpurishCivillYu
MitsnbishiASM
I 165
I 168
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|72
I 174
I 174
I 175
I 176
I 176
I 177
I 178
I 179
I 179
I 180
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Infer-\
rcff
Fighfers
Few of the
obsewets
of the many
drantatic
afu
displays of
the
early
1930s
could
have
foreseen that
within
a
few
short
yearc
the
evolution
of
the
fightet
afucraft would
have
changedthe
agile
biplanes,
so
little
different
from
their World
War
I
predecessots,
into
the potent machines of
World
War
II.
Measured by
any
stirndard (aircraft performance, complexity, lethality,
cost
or appearance)
the.1930s
were
a
time for
rapid
change in fighters.
So
too
were
the
the
1940s,
but
that was
mainly because
of
the
introduc-
tion
of
jet
propr;lsion,
A-ll
the other advances
that
separate
the scouts
of
World War
I
from the
supersonic fighters
of
the
1950s
were introduced in
the
decade
that
preceded World War
II's
outbreak
in
1939.
During
the
1920s
almost
nothing happened to fighter design
apart
lrom
a
rapid
lmprovement
in the
power
and
reliability
of
engines,
By
the
mid-1920s
these
were
abie to give
500
hp
(373
k\nf
wlth very
little
llkelihood
of
fallure, resulting
in
biplane fighters
that
could reach
almost
200
mph
(322
knvh). A few
were
monoplanes, but these
seldom showed
any
advantage
in
performance
and
were invariably inferior
rn
manoeuv-
rability,
and usually
inferior
in
climb
and
ceiling.
Not much
happened in
armament, apart from lncreasing acceptance
of
the
shell-firing
cannon
firing
through the
hub
of the
propeller
of
a
geared
engine
(which
had
often
been
used
by
Georges Guynemer
in
1917)
Another change was
that
a
few
services,
such
as
the
US
Navy
,
hung bombs
under fighters and
trained
the
pllots
in
dive
attacks, ancestors
of
today's
'dual-role fighters'.
Throughout
the
I930s
arguments
raged.
Most
fighter piiots
were
adamant
that
a
fighter
should
be a
compact
biplane
with
an
open
cockplt, able
to
out-turn
and
out-climb
the
enemy
and
eventually
to
shoot
hrm
down, With accurate
shooting
the rifle-calibre
machine-gn:n
was
The,ultimate
biplane
fighter:
the
Gloster
Gladiator
featured
a
cowled engine
and enclosed
cockpit.
The
Gladiator
served
with
the
Royal
Air
Force
during
the
I
ate
I
9
30
s
u
ntil
replaced
by
the
new
breed of monoplane
fi
gh
ter, the
Spitfire
andHurricane.
deadly
and
it
was
light.
What was the
point in adding extra
guns, cr
heavier
gn:ns,
if
their weight
made the
fighter
incapable
of
bringirng
i=
guns
to
bear? There
is
some
weight
in
this
argument.
At
the
A_liies
darkest hour
ih
World
War
Ii,
ln the
desperate and hopeless f,ght
icr
Singapore, the heavy I2.7-mm
(0.5-in)
gmns
in Brewster
Buffalo
flghters
were replaced
by
puny
7.7-mm
(0.303-in)
weapons,
with
half-emp:,
magazines,
simply in
order
to
try
to dogfiqht
successfully against
te
superior
Mitsubishi A6M.
Sulfice
to
say that not one
of the
traditional flghters designed
i:l
manoeuvrabllity
in
the
early
i930s was
able
to
make any impression
c:-
the
best of
the new
stressed-skin monoplanes that
flrst flew
in
1935-c
The best
of
these
were the
Messerschmitt
Bf
109
and Supermarire
Spitflre,
which quite quickly ended the reign of the types
describei
here.
Wifying
the changes
in
fighter
design
in
the I g30s
was
the Boeing
P-26 .
This
aircraft still had
the
archaic
bracedwing
and
heavily-faired, non-rctractable
undercarriage but
was
one
of
the
first
to break
with
the
biplane tradilion.
u
.:r't,
,,sr''
#
':#
,
*i/
' *[i
-&,
CZECHOSLOVAKIA
Avia
B
534
In
its day
the Avia B
534
series of
flghters
were wrdely held to be
the
best ever
designed,
the
team
re-
sponsible
being led by Ing,
Frantidek
Novotnf,
AII
B
534s
had
traditional
structures with
a
wrre-braced
fuselaqe
lruss assembled
from
tubes, and
with
wrngs made mainly
foom
steel
strip,
fabric-covered
throughout
except
for
the metal panels of the
forward
fixel-
age.
Despite a
massive
water-cooled
engine,
with
a
high-drag
Jadiator
be-
ftveen
the
landing
gears, the
B
534
was
so
small that
it
had
gtood
performance
and
aqility,
and it also had
better arma-
ment than most
contemporary fiqhters,
The family started
with
the
B
34
of
luly
1932,
made
in
small numbers,
Pro-
duction switched
in
1934
to the
B
534.II
This
Avia
B
5
34-lV served
with
the
10600
m
(34,775 ft);
ranse
5BO
kn
(360
miies)
Slovakian insurgent air arm
during
the
Slovakian
uprising
in
I
944.
weights:
empry
i460
ks
(3,219
1b);
maximum take-off
2
120
kg
(4,674
lb)
Dimensions:
span
9.40
m
(30
ft
10
in);
cooied
piston
engrne
Performance:
maximum
speed
405
kn/h
(252
mph)
at 4400
m
(14,435 ft);
climb
to 5000
m
(16,405 ft)
in
4
minutes
28
secondsi
servrce ceilinqt
lengrth 8,20
m
(26
ft
10.8
in);
height
^
3.
I0
m
(
I0
ft 2
in);
wing
area
23.56
m'
(253.6
sq
ft)
with
many refinements
and four
gmns
in the sides
of
the fr:selage.
(A
moteur
Armament:
four 7,7-mm (0.303-in)
or
later
7.92-mm (0,31-in)
Model30
machine-gnrns,
plLts stx
20-kg
canor
was tested
but shell
feed
(44jb)
with
small
differences,
productron
caused problems,)
After
200
aircraft
moved
in
1935
to
the
B
534.III and
final-
ly
to
the
B
$4.fV
with sliding
canopy
and iater engine
with
metal
propeller,
Streamlined
skrs
could be
attached
in
wrnter, Avra
delivered
272
of the
IV
series, and
450
B
534
and
cannon-
armed Bk
534
fighters
were
in
service
bombs
Inits
day,
theAviaB S34waswidely
consrdered
the
finest
fighter in
Europe.
The
aircr
aft
possessed
excellent high-speed
manoeuvrability and had
outstanding
dive and
climb
characterktics. Many finished
their
servicelives oneither
side of
the
Eas
tern
front during
W
orld
W ar
I
I.
in
1938,
Many saw action
in
the war
with
Hungary
in
March/April
1939,
flnding the enemy Fiat
C.R.32s
more
agrile.
The
Slovak
air
force then fought
alongside
the
Luftwaffe
and used
many
B 534s,
In
1936 a
single
B 634
had been
flown,
widely judged
the cleanest and
most
beautiful of
ali
biplane
fiqhters,
but
no
production
ensued,
Specification
AviaB
534.IV
Type: single-seat biplane
fighter-
bomber
Powerplant:
one 850-hp
(634-kW)
Avia-built
HS
l2Ydrs Vee-
12
liquid-
lS
iiiSLiot-sPAD
sro
Developed
to meet an
official
French
fighter requirement
of
1930,
the
816r-
iot-SPAD
510
was
the last
French
flghter biplane, and could trace
its
ancestry straight
back
to
the
famed
SPAD scouts
of
World
War
I, It
dilfered
from them
not so
much ln size, for
lt
was
!
amazingly small, but in having
a
much
more powerful
Hispano-Suua
engnne
rn
the
ftont
of an
all-metal
fuselage,
the
rear part being
a
duralumin
monoco-
que, The equal-span wings had
l-type
interplane
struts
and four ailerons, the
upper wing
alone having pronounced
sweepback
to
bring
the
centre section
well
ahead
of
the
pilot. Old technology
was
seen
in the
fabric-covered
wings,
i
I
L
flat
frontal radiator and
fixed-pitch
wooden
propeller,
Outclassed by the Dewoitine mono-
planes,
which
in fact
were developed
more quickly and flew more
than six
months ahead
of
the 5i0's first
flight in
January
1933,
the
5.510
was neverthe-
less
agile,
a
fast
climber
and qurte im-
pressive when
expertly
flown.
As
a
re-
sult
rt
gained
a
smalj consolation
order
The
Bl6riot-SPAD
S.SJ 0
rras
oufclassedin acceptance
trials
by
the
Dewoitine
monoplanes
but
proved
to
be an agile,
tough
and
fast-
climbing
fighter,
which continued
to
see
lr'rnited
service until
the
war,
when it was relegated to
secondJine
dufies.
1
162
Bl6riot-SPAD
5
I0
(continued)
HS
Inter-warFighters
for
60,
the
last
two
having
the
12Xcrs
engrine
wrth
a
20-mm
motew
canon
firing through
the
propeller
hub,
ths
replacing the hvo
fuselage
gnms
though the
gnrns
in the
wingis
were re-
tained.
Prlots
learned to
fly
the
S.5I0
with
abandon, its only
real
fault
being
fuei stawation in steep climbs.
Land-
rngs,
however, had to
be weil-judged
since
the
spatted qears
were
weak.
The puny force served
with
at
least
l0
different
fum6e de l'Air
units,
which
were first-line fighter
escadrilles
(squadrons)
in
1937
and secondline
regnonal
squadrons from
late
f$8;
by
1940
survrvors
had been relegated
to
North
Africa.
Specification
Bl6riot-SPADSI0
Tylre: singie-seat biplane
fighter
Powerplant:
one 690-hp
(5IS-kW)
Hrspano-Suiza
l2Xbrs
Vee-
12
water-
cooled
piston engrine
Performance: maximum
speed
380
kn/h
(236
mph)
at 5000
m
(16,405 ft);
climb
to 4000 m
(13, 125
ft)
in
4
H
avr*Octeville
Bl6riot-SPAD
5.5
1
0
of
ERC
4/56
l,
Arm6e
de
I'Air
(French air
force)based at
in
October
I
9
39.
(ignoring
radro masts)
3.02
m
(9 rt
I
I
in);
wing
area
22.0
m'
(236.8
sq
t
Armament: fow
7,
S-mm
(0.
295-rn)
MAC
1934
machine-gn:ns (two
above
the
engnne
and two
under
the
lower
wings)
minutes
45
seconds;
sewice ceiling
i0500
m (34,450 ft);
range
800
kn
(497
miles)
Weights: empty
1255
kg
(2,767
1b);
maximum take-otr
1680
kg
(3,703
Ib)
Dimensions:span8.B4 m(29
ft0
in);
Iensth
7.
I0
m
(23 ft
33/+
in);
height
ffi
ii[woitine
D.500
and
D.5I0
This Dewoitine
D
.500
served
with
the
I
dre
Escadrille,
Groupe
de Chasse
D.5(
earlv
937.
I
I I
4
at
Reims
in
early
I
9
37. The
D.500
/
atReims
fir
st
flew in
I
une
I
932
and entered
firstflewinJune
sewice
inmid-1935.
Dewoitine
abandoned
the
parasol
confign-ration
in
the Dewoitine
D.500,
created
as
an official
entrant
in
the
French
1930
C,i
(single-seat
fighter)
competition,
A
design
of grreat
historic-
al
srgmrficance, it was
a
clean stressed-
skin
monoplane
with
non-corrugated
skin, and the only
bracing
struts
were
Specification
DewoitineD.SOI
Type: single-seat monoplane
fighter
Powerplant:
one 690-hp
(5
I4-kW)
Hispano-Suiza
l2Xcrs
Vee-
12
water-
cooied
piston
engine
Performance:
maxrmum
speed
367
lan/h
(228
mph)
at 5000
m
(i6,405
ft):
climb
to 5000
m
(16,405 ft)
1n
6
minutes
5
seconds;
sewice
ceiling
around
the large
and
somewhat
clumsy
fixed
landing
gtears,
with enor-
mous spats,
The prototype had
an
cpen cockpit,
ailerors
occupyinq
the
entue trailing edge
of
the wtngs
(ex-
cept
for
small
gaps
left inboard
to
per-
mlt
some
downward
lrew)
and
a
huge
Dimensions:span
12,09
m(39
ftB
tn):
lengrth 7,56
m(24 ft94s
in);
height
2.70
m
(B
ft
107+
in);wtngarea
16.50
n=
(177,6
sq
ft)
Armament:
one 20-mm
HS
STmoteu:
canor
andtvvo
wrng-mounted
7.S-nn
(0.
29S-in)
Darne
machine-gnrns
At
the time
of
its
tust
tlight,
the D. 504
aircratt
in
the
world,
and
it irtspired
many
later fighters,
At
the heart
o{
its
success was
lfi
e
was
one
of
the most
advancd
series
to
Many countries, including
the
UK,
bought exampies
to
see
how
flghter
should
be
designed,
a
398
excluding
prototypes)
10790 m (35,400 ft);
range8TO
kn
(540
water-cooling radiator under the
en-
.;nne.
First flown
on
IB June
1932,
bY
nmed
company
pilot
Marcel
Doret,
the
D,500
swept all before
it
and was
easily
the
best of
the prototypes
sub-
mrtted,
modern
miles)
Weights: empty
1287
kq
(2,837
1b);
maximum take-otr U87 kg
(3,940
Ib)
flush- rive
td
me
tal
skinning.
rent
sub-species
leading
up to
the
1
520,
which
was
judged the
best
irench
fighter of
World War IL
The
From
it
stemmed more
than
25
diffe-
:::rt1al
production
D.500
was
armed
7.5-mm (0,295-in)
Darne or
!,:AC
1934
guns,
two of
them
in
the
-.',:ngs;
other
weapons
included
Colt-
3rowning
in
three calibres,
the 7.7-mm
.:
303-in)
Vickers,
the 23-mm Madsen
gruns
of
European
origin.
=C
other
Liost important was
the
20-mm
Oerli-
<:n
HS S7
cannon
mounted
betureen
nrh
fow
::rough
the
propeller
hub,
This
::cteur
canon was adopted
for
Pro-
:-a:ed
D.501, of
which
1'Arm6e
de
l'Air
:::eived
133,
compared
with
I00
::-e
engine
cylinder
blocks
to
fire
trtrction,
the fighter
being
redesig-
:COs,
-
r::e
::i
1934
the
D.510
flew with
the
860-
:p
(64l-kW)
HS
i2Ycrs, with more tuel
--:
revised landing gear,
and
ll8
burlt (brinenng total output
of
this

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