EAW: Cold Steel: Aircraft of EAW

EAW: Cold Steel: Aircraft of EAW

By: Jim 'Twitch' Tittle
Date: 1998-11-01

European Air War from Microprose promises to be yet another in a gaggle of great WWII flight sims on the horizon. Let's cover some of the aircraft not highlighted in "Heavy Metal", the article reflecting the aircraft in Janes' WW2 Fighters that was seen on COMBATSIM.COM some months ago.

LOCKHEED P-38H-J LIGHTNING

The P-38H performance specs follow the "J" closely save for the lack of inter-cooler and oil radiator intakes below the propshaft. The Lightning never gained the ascendancy in Europe that it did in the Pacific. The Luftwaffe had plenty of high altitude aircraft that the Japanese did not and this nullified the advantage the P-38 had; swooping down on its prey. It easily took part in long-range escort missions with its ample 2,260 mile range. In the Mediterranean It was dragged down to low altitude in most fights and never excelled.

P38 in EAW

Two Allison V-12s of 1,425 h.p. gave the "J" a climb rate of some 3,000 f.p.m. while on its way to a 44,000 foot ceiling. At 30,000 feet the Lightning managed its 414 m.p.h. top speed. The 20mm cannon and four .50's mounted in the nose were easier to hit with compared to wing mounted guns that were most effective at certain convergence ranges. The P-38 could tote ten 5 inch rockets and up to 3,200lbs. of bombs and was successful as a ground attack plane but was phased out of air to air work as P-47s and P-51s became plentiful.

The key to success was the basic energy fighter concept- high speed slash through of the enemy formation. You can see this modeled in most sims artificial intelligence as the American fighters go way, way out to take advantage of the speed, inertia, and distance before they turn to face you with their guns down your throat.

REPUBLIC P-47C THUNDERBOLT

The P-47C arrived in England to equip three USAAF fighter groups in January 1943. Outwardly the main difference from the "D" model in appearance was the rear fuselage decking build up and the "birdcage" canopy. Climb was later improved with the use of paddle-blade airscrew on the "D." Otherwise performance was similar.

The "Jug," as it was fondly nicknamed, was large for a single- engined fighter. Sitting behind the imposing 2,300 h.p. Pratt & Whitney 18 cylinder radial, the pilot functioned from the oversized cockpit. But the 14,000 pound plane was quick with a 433 m.p.h. top end at 30,000 ft. The P-47 had a good roll rate and was maneuverable for its size. Before the paddle blade props were installed, initial climb rate was on the order of 2,800 f.p.m.

The massive firepower of 425 r.p.g. of the eight .50's API (armor piercing incendiary) ammo was savored by those who flew the 'Bolt. Once an enemy aircraft was in the P-47's sights it was usually all over as the fifties tore the enemy to shreds. Large drop tanks improved the short internal fuel range of some 640 miles to 1,250 miles. Thunderbolts were used increasingly as ground support aircraft as P-51s became available in numbers. 2,000 lbs. of bombs or ten 5 inch rockets could be carried for this purpose. 203 were sent to Russia on Lend-Lease.

The Brazilian Air Force and the French even flew against the Luftwaffe from Corsica in 1944. Stories of its ability to take heavy damage and out dive anything in the air are legendary amongst those who knew the Jug. The leading American ace in Europe, Francis Gabreski with 31 kills, flew it.

NORTH AMERICAN P-51B MUSTANG

Like the P-47C, the P-51B had a notch-back fuselage which was revamped to use the teardrop, all around vision canopy. Even though the "B" mounted but four .50 caliber machine guns, a pilot with a good shooting eye could make triple scores with 280 r.p.g. inboard and 350 r.p.g. for the outboard pair. Performance was very similar to the later "D." It was created in a mere 117 days but lived up to every aspect that was sought out by U.S. fighter pilots who desperately needed an upper hand.

With a range of 2,200 miles it could stay with the "big friends" all the way to Berlin and beyond. The 1,695 h.p. Packard-built Merlin V-12 propelled it to 440 m.p.h. at 25,000 feet. Its ceiling was 42,000 feet and rate of climb of 3,200 feet per minute. With a competent pilot it was able to maneuver with most any German plane though classic dogfights were rare.

The Mustang truly owned the air over Germany and many Luftwaffe pilots were very apprehensive of engaging them in a one on one basis. Once the 4th Fighter Group had Mustangs they matched the best German fighters turn for turn if need be and began running up good scores.

American pilots generally used the advantage of altitude with speed and slash techniques to pass through the enemy formation, pick a target and fire on it; try it in sims, it works. Up to 2,000 lbs of bombs or six 5 inch rockets could be slung beneath the P-51 for ground attack work.

MARTIN B-26 MARAUDER

It was fast low altitude weapon traveling 283 m.p.h. at 5,000 feet. It held 4,000 lbs of bombs. The crew of six had up to eleven .50 caliber machine guns with 4,400 rounds of ammo. Once the high landing and stall speeds were mastered crews had no real problems with the B-26. Climb was good for a heavy plane at 1,000 f.p.m. Missions were up to 1,100 miles in length; usually five hours long.

CONSOLIDATED B-24 LIBERATOR

With 18,188 built, this bomber far surpassed the 12,677 quantity of B-17s. The "J" model could fly 300 m.p.h. at 30,000 feet with a 5,000 lb. bombload.

Its crew of ten had that many .50s and 4,716 rounds of ammo for protection. It could climb at 1,025 f.p.m. and it 1,700 mile range usually meant a seven hour mission. Not able to absorb the damage that the B-17 could, the loss of one engine meant sweating out a long return to base. "Libs" became the scourge of the U Boats in their anti-sub Atlantic patrol duties.

BOEING B-17 FLYING FORTRESS

Originally conceived when the theory was that a fast, heavily armed bomber could complete its mission and defend itself, the B- 17 did bring many crews home even with severe damage and just two engines. But before the P-51 escort fighters were available to fend off the enemy, huge losses began to mount.

The "G" was the consummate model of the line with 13 .50 caliber guns and 5,770 rounds of ammunition operated by the ten man crew. It could fly at 300 m.p.h. at 25,000 feet. Climbing at 900 f.p.m., it was able to tote 5,000 lbs of bombs some 1,850 miles which was nearly nine hours for a mission. It could haul up to 17,600 lbs. at short ranges.

Hurricane in EAW

HAWKER HURRICANE I & II

While the Spitfire was better known, it was the "Hurri" that was more proliferous during the Battle of Britain. The first Hurricanes appeared with the RAF in 1937-38. A 1,030 h.p. Merlin III V-12 powered the Mk.I to a top speed of 324 m.p.h. @ 16,250 ft.

The Hurricane possessed an edge in maneuverability over the Bf 109E up to 20,000 feet and was a stable gun platform for its eight .303 machine guns each carrying 334 rounds. Climb rate was a meager 2,400 f.p.m. Ceiling was 34,200 ft. Its range of 425 mile could be increased with drop tanks to 900 miles. The Hurricane was exported to numerous countries and fought with the RAF in every theater of operation. During the Battle of Britain it was relegated to bomber attack while the Spits mixed it up with the Luftwaffe fighters.

The Mk. II's 1,460 Merlin XX boosted performance to 342 m.p.h. @ 22,000 ft. and climb to 2,750 f.p.m. Maximum range increased to 460/985 internal/external fuel and ceiling was upped to 36,500 ft. Weaponry now boasted twelve .303s or four 20mm cannon in the IIC and 1,000 lbs of bombs.

SUPERMARINE SPITFIRE Ia

Using the same 1,030 h.p. Merlin III V-12 as the Hurricane I, the sleeker Spit could manage 365 m.p.h. @ 19,000 ft. with a climb rate of some 2,500 f.p.m. Though the Mk Ia was appreciably more maneuverable than the Bf 109E, the German machine could out climb and out dive it. The eight Browning .303s with 300 r.p.g. were undermatched to the 109E also. Ceiling was 34,000 feet and range was 575 miles. The 19 RAF squadrons held the line and beat back the Luftwaffe during the Battle of Britain.

Spit IX Evening Shot

SUPERMARINE SPITFIRE MK. IX

While better than the Mk. V, the IX still was surpassed in most cases by the FW 190. The 1,710-1,720 h.p. Rolls Royce Merlins varied the IXE's maximum speed from 404 m.p.h. at 21,000 feet to 416 m.p.h. at 27,000 feet. The ceiling ranged from 42,500 to a whopping 45,000 feet!

The IX was the first to mount two .50's with 250 r.p.g. along with two 20mm Hispano cannon carrying 120 r.p.g. On internal fuel range was just 434 miles and with maximum external still only 980. Climb rate was a healthy 3,500 f.p.m. When needed, the Spit could carry 1,000 lbs of bombs.

SUPERMARINE SPITFIRE MK. XIV

Enter the Rolls Royce Griffon IV with 2,050 h.p. turning a five blade prop. A whopping 448 m.p.h. could now be achieved at 26,000 feet and climb rate was 4,500 f.p.m. Ceiling was touched at 44,500 ft. Maximum external fuel yielded only 850 miles range. But the optimum armament of four 120 r.p.g. 20mm Hispano cannon was excellent when compared to Messerschmitts overall. Many XIVs carried two 20s and four .303s.

Rear vision was finally improved with the bubble canopy and cut down rear fuselage deck. 500 lbs of bombs could be hauled in dive bombing duties. The Mk. XIV was able to dive at 550 m.p.h. and the first Me 262 to fall victim to an Allied pilot was done in by a XIV.

HAWKER TYPHOON Ib

Conceived as an interceptor, the Typhoon was rushed into RAF service. A 2,180 h.p. 24 cylinder Napier Sabre IV engine powered this very large to a top speed of 405 m.p.h. @ 18,000 ft. But altitude performance was not there and structural problems plagued the plane. Climb was a meager 2,420 f.p.m.

The main fault lay in the severe buffeting and failure of the tailplane in dives. Many a plane took its pilot to his death in this manner. But at low altitude the Typhoon faired better. With four 20 mm cannon with 150 r.p.g. it enjoyed success against Fw 190s and Me 210s raiding the Empire.

Its premiere role became ground pounding. With the ability to carry 2,000 lbs of bombs or eight rockets, the plane excelled at tank busting. With a bomb load range was 510 miles. Clean it increased to 610 and with external fuel 1,000 was maximum.

HAWKER TEMPEST V

A wing designed out of the Typhoon failure rectified the Typhoon II problems. The design differed so much the new aircraft was named Tempest. By the time the V arrived in squadrons in 1944 using converted Typhoon airframes, the Tempest was a worthy weapons delivery system.

Its 2,200 h.p. Napier Sabre IIB 24 cylinder was like two flat 12 cylinder engines, one atop the other forming an "H." Performance was superior to the Typhoon with a 435 m.p.h. maximum speed seen at 17,000 feet. Ceiling was 2,000 feet higher than the Typhoon at 36,000 feet and range increased to 820/1,300 miles on internal/external fuel. The same Typhoon bomb load or rocket payload applied to the Tempest. But the main treasure was the ability to climb at 4,700 f.p.m.

Coupled with four short barreled Hispano Mk. V 20mm's with 150 r.p.g. the Tempest V was all the Typhoon was originally hoped for. French pilot Pierre Closterman flew the Tempest and scored 33 victories by war's end.

DE HAVILLAND MOSQUITO

Made out of wood to conserve valuable metal, the two seat Mosquito was the versatile British version of the Zerostrorer. As a light bomber carrying 4,000 lbs. of ordnance it was fast at 408 m.p.h. As a recon aircraft it had altitude performance and a range of 1,870 miles.

In fighter trim it mounted four .303 caliber guns with 500 rounds each along with four 20mm cannon with 150 r.p.g. Merlin V-12s from 1,290 to 1,710 h.p. powered the "Mossy." There was a night fighter version that accompanied heavy bombers to Germany. Anti-shipping duties saw rockets slung under the wings and the installation, in one model, of a 57mm cannon.

FOCKE WULF FW 190 D-9

Removing the 18 cylinder BMW radial and replacing it with a 1,770 h.p. Junkers Jumo 213 A-1 inverted V-12 made for a spectacular increase in performance of the A-8 airframe. The D-9 was created purely as an interceptor.

The outboard two of the four 20mm MG 151 cannon in the wings were replaced with the MW 50 (methanol- water) power boost which raised power to 2,240 h.p. Climbing at 3,400 f.p.m., the "Dora's" two 20mm's with 250 r.p.g. and two 13mm machine guns with 475 r.p.g., were ample armament.

The D-9 was basically the same weight as the A-8 with the radial. Two feet is all the Jumo added to the nose and an extra 1 1/2 in the tail for center balance compensation. Maximum speed at sea level was 357 m.p.h. and rose to 426 m.p.h. at 21,653 feet. Range was 520 miles, and adequate for its mission.

MESSERSCHMITT BF 109E-3

The "C" and "D" models adequately proved themselves with the Condor Legion in Spain. The "E" is model reached assembly lines in 1940 and was the Luftwaffe mainstay during the Battle of Britain. Where British aircraft were mounting .303 caliber machine guns, the Me 110 and Bf 109 carried 20mm's in addition to their rifles caliber machine guns. With the two 1,000 r.p.g. 7.92s in the cowl and two 20 mm with 60 rounds each in the wings, the 109 was comfortably armed.

The E-3 mounted and additional MG FF 20 millimeter cannon in the airscrew hub. Vibrations sometimes occurred in the hub cannon during firing. With the 1,175 h.p. Diamler-Benz DB 601A inverted V-12, the "E" reached a maximum speed of 348 m.p.h. @ 14,456 ft. Climb was an substantial 3,510 f.p.m.

The ceiling was 37,500 feet but range was dismally short at 410 miles. Most pilots returning from raids on England sweated out the dreaded, red "fuel low" light on the dash. In the respect of armament, the "E" was never really improved upon much. The "F" was more lightly armed still with the two 7.92mm's and one 15mm, then later one 20mm. The "G" did optionally mount heavier armament, but it was at the expense of performance.

MESSERSCHMITT BF 109G-6

The G was the most proliferous model due to its ability to accept infinite modifications. The G-6 was the first model to supplant its two 13mm cowl mounted machine guns and nose mounted 20mm cannon with either a pair of 20mm MG 151s or 30mm Mk 108s! Further tinkering added a 21 cm. rocket tube beneath each wing for still greater potency against Allied bombers. Field modifications by master armorers led to many varieties of one off aircraft.

Of course the bolt-ons degraded performance. This author once asked General Galland if his personal aircraft carried the extra 20s when the practice was just starting. He simply snorted, "hell yes!" Its 1,475 h.p. Diamler-Benz direct port fuel injected V-12 gave it a top speed of 387 m.p.h. at 22,970 feet.

The plane's ceiling was 39,750 feet with a climb rate of nearly 3,300 f.p.m. Range was only 615 miles at best. And with the extra gondola guns, maneuverability suffered. Favored by the top German aces, the 109G-6 excelled as the workhorse of the Luftwaffe. What ever shortcomings it had, one must remember that Ace of Aces, Erich Hartmann scored his 352 kills in the venerated 109.

MESSERSCHMITT BF 109K-4

In 1943 an high altitude version of the 109 with a constant-chord center section and strengthened tailplane commenced. After a service evaluation at Guyancourt, near Paris the H-1 received favorable reviews in 1944. With GM 1 (nitrous oxide) power boost the H-1 could reach 47,000 feet!

Development progressed and the "K" soon appeared. No "I" suffix was assigned to the 109 and the "J" was the Spanish built version. The "H" was dropped in favor of the Ta 152. The MW 50 (methanol/water) injection raised the K-4's DB 605ASCM/DCM from 1,500 h.p. to 2,000 h.p. Erich Hartmann could flat outrun Mustangs with the K-4's speed of 452 m.p.h. @ 19,685 ft.

Ceiling, while lower than the H-1, was still a respectable 41,000 ft. Range was right back to the early "E" with a meager 365 miles on internal fuel. The climb rate was a phenomenal 4,823 f.p.m. The guns were a curious mix. Two high velocity, flat trajectory MG 151 15mm's were coupled with the MK. 103, and later, MK. 108 30mm cannon all in the nose. Of course two 20mm "gondola guns" could be attached to the wings as needed.

MESSERSCHMITT BF 110C-4 ZEROSTORER (Destroyer)

The 110 fulfilled the 1934 Luftwaffe dream of a heavy, long range, escort fighter. Its success was short lived. After the early stage of the war against puny air forces, the 110 was on the defensive for the duration. The Zerostorer was amply armed with four 7.92mm machine guns, each with 1,000 rounds, and two 20mm cannon carrying 180 r.p.g.

The rear gunner had a single 7.92 with 750 rounds. American pilots were amused by the twinkle of the "pop gun" as they bore in for an easy kill. The Me 110 was called "meat on the table" by P-47 pilots like Gabreski and Bob Johnson. The two DB 601A were identical to those used on the 109E-1 at 1,000 h.p. Utmost speed was 349 m.p.h. @ 22,965 ft. The ceiling was only 32,000 feet, but it was adequate for early war missions. Climb rate was only 2,200 f.p.m. and range was just 528 miles.

MESSERSCHMITT BF 110G-4

Like most German aircraft, the 110 evolved and was extensively modified. Since it could not maneuver to defend itself well, it was soon apparent that another role must be found. If it was escorted by single engined fighters the 110 could be a bomber destroyer using its heavy gun armament and rockets and/or air-to- air bombs.

As a three seat night fighter with FuG radar lugging two Mk. 108 30mm with 135 r.p.g. and two 20mm with 300 r.p.g., plus two 7.92s with 400 r.p.g. for the rear gunner, the 110 found its niche. The leading Luftwaffe night ace Major Heinz-Wolfgang Schnaufer racked up 121 kills.

Though the G-4 had two 1,475 h.p. DB 605Bs, it could make only 342 m.p.h. due to the extra weight. It maxed out at 26,000 feet and could climb at a 2,270 f.p.m. rate. With external fuel range was 1,305 miles, plenty of loiter time for stalking Allied bombers. Some "G" sub-variants had two 20mm's mounted to fire obliquely upward when positioned below and behind a bomber. Another had a 37mm cannon. Some "G's" had GM 1 power boost and others did not. Myriad field modifications produced still more mutations.

MESSERSCHMITT ME 410B HORNISSE (Hornet)

The culmination of Zerostorers was the debut of the 410 in 1943. Finally with two 1,900 h.p. DB 603G engines the big plane could manage 391 m.p.h. @ 26,575 feet. It climbed at 2,100 f.p.m. Range was 1,450 miles and the ceiling topped out at 32,800 feet. Now the heavy fighter could almost take on daylight operations with some hope of success.

Me 262

A rear gunner controlled a pair of 13mm machine guns in remote barbettes. Up front the bomb bay for light ordnance, had become a true weapons bay with a vast array and mixture of heavy guns and rockets. 8cm., 21cm., 30cm. rockets and 20mm., 30mm. and 37mm cannon were used. A 50 millimeter cannon was used in one model. II/ZG 26 ace Hauptman Tratt scored 38 victories in zerostorers. Lt. Rudi Dassaw mounted no less than eight 20mm's on his 410.

JUNKERS JU 88A

The first JU 88 flew in 1936 and before the war ended over 15,000 had been produced. The "A" alone had sub-variants up to A-17. Confusing sub-models to these had alternate designations too. The A-4 model is very representative of the line. It used two Junkers Jumo 211J-1 V-12s of 1,350 h.p. engines. It could manage 273 m.p.h. at 17,500 feet and 1,980 miles with maximum fuel. It took 23 minutes to attain 17,500 feet.

Bomb load was 2,200 lbs. normally but it could max out for short hauls with two 2,200 lb bomb on inboard shackles and two more 1,100 pounders on the outboard ones. A crew of four defended with mostly 7.92mm hand held guns and sometimes a forward firing 20mm. The tropicalized A-4/Trop was used in the Western Desert.

JUNKERS JU88C

The "C" was conceived as a Zerostorer, or heavy fighter. Like the Bf 110, it was not formidable enough to hold its own in daylight operations with Allied fighters. Using FuG onboard radar array in the solid nose reduced top speed from 311 m.p.h. at 19,685 ft. by 25 m.p.h. Two Jumo 211-Js of 1,410 h.p. propelled it to a 32,480 foot ceiling and a climb rate of 1,770 f.p.m. Three 20mm cannon and three 7.92mm guns were fixed in the nose and a 13mm swivel mount defended the rear. A 20mm could be mounted at an oblique, upward angle as well.

HEINKEL HE 111

For an aircraft that was so sleek and modern looking in 1935, just five years later it would struggle to survive missions, obsolete. As with most of the German airframes, the 111 would morph into a staggering collection of variants used everywhere.

The "P" model is atypical of the Battle of Britain with a top speed of 247 m.p.h. at 16,400 ft. coming from two Junker Jumo 211F-2s of 1,015 h.p. powerplants. It had an adequate for the time ceiling of 25,500 feet coupled with a 1,490 mile range. It could carry 3,300 lbs. of bombs and was a fine torpedo bomber with two standard "fish." Assorted 7.9mms and a 20mm comprised the armament for the crew of five.

JUNKERS JU 87 STUKA

Even non-aircraft enthusiasts recognize the ungainly Stuka. The fixed landing gear covered with spats, the gull wing, the squared edged design all make the JU 87 unmistakable. The Blitzkreig (lightning war) and Stuka are forever entwined in history. The JU 87B was used during the Battle of Britain after stunning triumph over ill equipped airforces and armies earlier. With its dive brakes extended it could float down at 150 m.p.h. and bear in on a target with total precision and dropping its 1,100 lb bomb load.

The 1,100 h.p. Jumo 211Da V-12 could manage 238 m.p.h. at 13,410 feet clean. Its ceiling of 26,250 ft. was rarely visited since it was always used in low, close in attack. The pilot had two 7.92mm guns at his disposal and a usually short- lived rear gunner had one also. The pilot got an additional two 20mm cannon in later models. It was a rugged bird but no match for the fighters of its day.

MESSERSCHMITT ME 262A-1a SCHWALBE (Swallow)

"It was like angels were pushing," was General Adolph Galland's remark after his first flight in the 262. Indeed the 540 m.p.h. twin jet interceptor ushered in a new era of air combat. Though not powerful by today's standards, the Junkers Jumo 004 turbojets generated 1,980 lb. thrust enabling the bird to climb at 3,937 f.p.m.

But the key element was the four MK 108 30mm cannon in the nose. One hit could bring down an Allied bomber. If that wasn't enough, the 24 R4M rockets salvoed like buckshot, from beyond gun range, made it possible to hit multiple targets or cause enough chaos to instigate mid-air collisions.

The crude- by-today's-standards turbines required constant maintenance and pilots fiddled with the throttles to find a setting where the often balky jets worked smoothly. Once set they would leave them alone and fly at that constant velocity, make their runs through the gauntlet of bomber fire, and hopefully survive.

There were 22 jet aces that flew the 262 with units such as Galland's JV 44 in the latter days of the war. Heinz B„r led with 16 kills. The popular myth was that if Hitler had not made some of them bombers, things would have been different. Galland states that, save for bomb shackles, all 262's were true fighters. It was just too little too late. Had it debuted a year earlier, in numbers, perhaps daylight bombing would have suffered.

V-1 (FIESELER FZG-76)

"Vergeltungwaffe" is the word for it; vengeance weapon. They were launched from rails on land and by He 111s in the air. They created fear in their target in 1944 England.

This giant leap of technology was the first cruise missile really. With a span of 17 feet and length of only 25, the V-1 was packed with a 1,870 lb. warhead. The Askania auto pilot was able to steer the bomb only accurately enough to reach the city intended, not specific buildings or even blocks.

With an Argus 019-014 pulse jet engine, the V-1 could make 350 m.p.h. traveling between 300- 2,500 meters. With a gyroscope, altimeter and compass working in concert with control links and servos the thing flew up to 160 miles before the simple distance counter signaled it was at the pre- determined range.

The elevators were depressed and the bomb went into a sudden dive pulling fuel away from the motor. The rude sounding motor would cut off warning victims that the V-1 was in its final phase before detonation. Some were shot down by fast fighters and some were tipped out of control during a wing to wing maneuver. Some 20,000 were launched and about 50% made it to England. There was a piloted version of the FZG-76 intended for suicide use but the program did not see fruition.

Me 262 in the Air.

Me 262 in the Interface.