AVIONS 160 EC I/5 SPAD_MIRAGE 2000_He177_REGIA AERONAUTICA Ju87 STUKA_WW1 AUSTRO

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AVIONS 160 EC I/5 SPAD_MIRAGE 2000_He177_REGIA AERONAUTICA Ju87 STUKA_WW1 AUSTRO. AVIONS 160 EC I/5 SPADMIRAGE 2000He177REGIA AERONAUTICA Ju87 STUKAWW1 AUSTRO-HUNGARIAN SEAPLANE ACEGOTTFRIED BANFIELDACES IN THE BATTLE OF FRANCE 1940. The Italian Regia Aeronautica was equipped for a while with the Stukas. AVIONS 160 EC I/5 SPADMIRAGE 2000He177REGIA AERONAUTICA Ju87 STUKAWW1 AUSTRO AVIONS 160 EC I/5 SPADMIRAGE 2000He177REGIA AERONAUTICA Ju87 STUKAWW1 AUSTRO-HUNGARIAN SEAPLANE ACEGOTTFRIED BANFIELDACES IN THE BATTLE OF FRANCE 1940 FRENCH AERONAUTICAL HISTORY MAGAZINE ------------------------------------------------------ Additional Information from Internet Encyclopedia Gottfried Freiherr von Banfield (6 February 1890 � 23 September 1986) was the most successful Austro-Hungarian naval aeroplane pilot in the First World War. He was known as the 'Eagle of Trieste' and was the last person in history to wear the Military Order of Maria Theresa. He may have been the only flying ace who flew a flying boat to five or more victories. Family Of Norman origin, the Banfields were an Irish family in the 16th century. The ancestor Thomas Banfield, an officer in the British army, while in Bavaria married an Austrian noblewoman. He took part in the Crimean War and died after the taking of Sevastopol. His son Richard Banfield, born in Vienna in 1836 and educated in Austria, chose Austrian citizenship, became an officer of the k.u.k. Kriegsmarine and took part in the Battle of Lissa as one of the commanders on Wilhelm von Tegetthoff's flagship, the Erzherzog Ferdinand Max. Early training Banfield was born 6 February 1890 in Castelnuovo, which is situated in the Bay of Cattaro and was the homeport of an Austrian fleet. His father was a British subject, but the boy Gottfried took Austrian nationality. He attended the Military secondary-school in Sankt P�lten, and the Naval academy in Fiume: on 17 June 1909 he emerged as cadet. In May 1912 he was promoted to frigate-Lieutenant. One month later he began pilot training in the flying school in Wiener Neustadt, and in August he obtained his flying licence. Enthused with aviation like his older brother, who had already become a well-known aviator, he was chosen to be among the first pilots of the Austrian navy, and went off to perfect his training at the Donnet-L�v�que pilot school in France, where his trainer was the company's chief pilot, the naval lieutenant Jean-Louis Conneau, a pilot famous at the time for having won many air contests under the pseudonym of Beaumont. On the Pola Naval Air base of Santa Caterina island he trained in seaplanes. As a result of a forced landing in 1913 he broke a leg so badly that the foot was barely saved. He was not airborne again until the outbreak of war.[citation needed] Wartime experience At the start of the First World War, Banfield was posted to fly the Lohner flying boat E.21 allocated to the pre-dreadnought battleship SMS Zr�nyi for aerial reconnaissance. He took part in the first aerial actions against Montenegro from the base of Cattaro. In the period following he worked as a test pilot and instructor at the airfield on the island of Santa Catarina off Pola. Once the Italians entered the war he was commissioned with building up a larger seaplane station near Trieste, and after its completion was named as its commanding officer. He retained his command until the end of the war.[3] He won his first air-battles in a Lohner biplane seaplane against the Italians and their French allies in the gulf of Trieste in June 1915, downing a balloon on the 27th. Even coming up against his old teacher Jean-Louis Conneau (better known as Andr� Beaumont) in September 1915. Experimenting with a monoplane seaplane early in 1916, he won many victories and for a time held first place among the Austrian aces. He was wounded in combat in 1918. Decorations and military tally Banfield's 9 confirmed and 11 unconfirmed air-kills make him the most successful Austro-Hungarian naval airplane fighter, and he holds a place among the most successful flying aces of Austro-Hungary. It was because he made most of his expeditions over the northern Adriatic, and therefore many of his attributed air-victories could not be confirmed, that accounts for his high tally of unconfirmed air-conquests.[3] For his military services he was in 1916 decorated with the Large Military Merit Medal with Swords. Founded on 1 April 1916, this honour was intended for the "highest especially praiseworthy recognition" and was awarded only 30 times. 28 of its recipients were officers of general's rank; the other two were the cryptologist Hermann Pokorny (1918) and Banfield himself. On 17 August 1917 Banfield was further honoured when he received the Military Order of Maria Theresa. Individuals who received the order and were not already members of the Austrian nobility were ennobled and received the hereditary title of 'Freiherr', meaning 'Baron' to their family name. At the time of his death in 1986, Freiherr von Banfield was the last living Knight of the Military Order of Maria Theresa. ---------------------------------------------------------- The Italian Regia Aeronautica was equipped for a while with the Stukas. In 1939, the Italian government asked the RLM to supply 100 Ju 87s. Italian pilots were sent to Graz in Austria to be trained for dive-bombing aircraft. In the spring of 1940, between 72 to 108 Ju 87 B-1s, some of them ex-Luftwaffe aircraft, were delivered to 96� Gruppo Bombardamento a Tuffo. The Italian Stuka, renamed Picchiatello, was in turn assigned to Gruppi 97�, 101� and 102�. The Picchiatelli were used against Malta, Allied convoys in Mediterranean and in North Africa (where they took part in conquering Tobruk). They were used by the Regia Aeronautica up to 1942. The dive bomber wing supported Generalfeldmarschall Erwin Rommel's Afrika Korps in its two-year campaign in North Africa; its other main task was attacking Allied shipping. In 1941, Ju 87 operations in North Africa were dominated by the Siege of Tobruk, which lasted for over seven months. It served during the Battle of Gazala and the First Battle of El Alamein, as well as the decisive Second Battle of El Alamein, which drove Rommel back to Tunisia. The Junkers Ju 87 or Stuka (from Stu rzka mpfflugzeug , "dive bomber ") was a two-man (pilot and rear gunner) German dive bomber and ground-attack aircraft. Designed by Hermann Pohlmann, the Stuka first flew in 1935 and made its combat debut in 1936 as part of the Luftwaffe's Condor Legion during the Spanish Civil War and World War II. The aircraft was easily recognisable by its inverted gull wings and fixed spatted undercarriage. Upon the leading edges of its faired maingear legs were mounted the Jericho-Trompete ("Jericho trumpet") wailing sirens, becoming the propaganda symbol of German air power and the blitzkrieg victories of 1939�1942. The Stuka's design included several innovative features, including automatic pull-up dive brakes under both wings to ensure that the aircraft recovered from its attack dive even if the pilot blacked out from the high g-forces. Although sturdy, accurate, and very effective against ground targets, the Ju 87, like many other dive bombers of the war, was vulnerable to modern fighter aircraft. Its flaws became apparent during the Battle of Britain; poor manoeuvrability and a lack of both speed and defensive armament meant that the Stuka required a heavy fighter escort to operate effectively. The Stuka operated with further success after the Battle of Britain, and its potency as a precision ground-attack aircraft became valuable to German forces in the Balkans Campaign, the African and Mediterranean theaters and the early stages of the Eastern Front campaigns where Soviet fighter resistance was disorganised and in short supply. Once the Luftwaffe lost air superiority on all fronts, the Ju 87 once again became an easy target for enemy fighter aircraft. In spite of this, because there was no better replacement, the type continued to be produced until 1944. By the end of the conflict, the Stuka had been largely replaced by ground-attack versions of the Focke-Wulf Fw 190, but was still in use until the last days of the war. An The Ju 87 was a single-engined all-metal cantilever monoplane. It had a fixed undercarriage and could carry a two-person crew. The main construction material was duralumin, and the external coverings were made of Duralumin sheeting. Parts that were required to be of strong construction, such as the wing flaps, were made of Pantal (a German aluminum alloy containing titanium as a hardening element) and its components made of Elektron. Bolts and parts that were required to take heavy stress were made of steel. The Ju 87 was fitted with detachable hatches and removable coverings to aid and ease maintenance and overhaul. The designers avoided welding parts wherever possible, preferring moulded and cast parts instead. Large airframe segments were interchangeable as a complete unit, which increased speed of repair. The airframe was also subdivided into sections to allow transport by road or rail. The wings were of standard Junkers double-wing construction. This gave the Ju 87 considerable advantage on take-off; even at a shallow angle, large lift forces were created through the aerofoil, reducing take-off and landing runs. Performance in the diving attack was enhanced by the introduction of dive brakes under each wing, which allowed the Ju 87 to maintain a constant speed and allow the pilot to steady his aim. It also prevented the crew from suffering extreme g forces and high acceleration during "pull-out" from the dive. The fuselage had an oval cross-section and housed a water-cooled inverted V-12 engine. The cockpit was protected from the engine by a firewall ahead of the wing center section where the fuel tanks were located. At the rear of the cockpit, the bulkhead was covered by a canvas cover which could be breached by the crew in an emergency, enabling them to escape into the main fuselage. The canopy was split into two sections and joined by a strong welded steel frame. The canopy itself was made of Plexiglas and each compartment had its own "sliding hood" for the two crew members. The engine was mounted on two main support frames that were supported by two tubular struts. The frame structure was triangulated and emanated from the fuselage. The main frames were bolted onto the power plant in its top quarter. In turn, the frames were attached to the firewall by universal joints. The firewall itself was constructed from asbestos mesh with dural sheets on both sides. All conduits passing through had to be arranged so that no harmful gases could penetrate the cockpit. The fuel system comprised two fuel tanks between the main (forward) and rear spars of the (inner) anhedral wing section of the port and starboard wings, each with 240-litre (63 US gal) capacity. The tanks also had a predetermined limit which, if passed, would warn the pilot via a red warning light in the cockpit. The fuel was injected via a pump from the tanks to the power plant. Should this shut down, it could be pumped manually using a hand-pump on the fuel cock Armature. The powerplant was cooled by a 10-litre (2.6 US gal), ring-shaped aluminium water container situated between the propeller and engine. A further container of 20-litre (5.3 US gal) was positioned under the engine. The control surfaces operated in much the same way as other aircraft, with the exception of the innovative automatic pull-out system. Releasing the bomb initiated the pull-out, or automatic recovery and climb, upon the deflection of the dive brakes. The pilot could override the system by exerting significant force on the control column and taking manual control. The wing was the most unusual feature. It consisted of a single center section and two outer sections installed using four universal joints. The center section had a large negative dihedral (anhedral) and the outer surfaces a positive dihedral. This created the inverted gull, or "cranked", wing pattern along the Ju 87's leading edge. The shape of the wing improved the pilot's ground visibility and also allowed a shorter undercarriage height. The center section protruded by only 3 m (9 ft 10 in) on either side. The offensive armament was two 7.92 mm (.312 in) MG 17 machine guns fitted one in each wing outboard of undercarriage, operated by a mechanical pneumatics system from the pilot's control column. The rear gunner/radio operator operated one 7.92 mm (.312 in) MG 15 machine gun for defensive purposes. The engine and propeller had automatic controls, and an auto-trimmer made the aircraft tail-heavy as the pilot rolled over into his dive, lining up red lines at 60�, 75� or 80� on the cockpit side window with the horizon and aiming at the target with the sight of the fixed gun. The heavy bomb was swung down clear of the propeller on crutches prior to release. FREE scheduling, supersized images and templates. Get Vendio Sales Manager. Make your listings stand out with FREE Vendio custom templates! 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