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The North American B-25 Mitchell

The B-25 medium bomber was one of America's most famous airplanes of WW II. It was the type used by General Doolittle for the Tokyo Raid on April 18, 1942. Subsequently, it saw duty in every combat area being flown by the Dutch, British, Chinese, Russians and Australians in addition to our own U.S. forces. Although the airplane was originally intended for level bombing from medium altitudes, it was used extensively in the Pacific area for bombing Japanese airfields from treetop level and for strafing and skip bombing enemy shipping.

More than 9,800 B-25s were built during WW II. The airplane on display was rebuilt by North American to the configuration of the B-25B used on the Tokyo Raid and was flown to the Air Force Museum in April 1958.

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The Bristol Beaufighter

In 1938, the Bristol Aeroplane Company flew the Beaufort torpedo-bomber prototype, and it entered service. It was a natural step for the design team to adapt this as a large long-range fighter, perhaps a night-interceptor.

The Air Ministry was quite understandably concerned that such a large aircraft would be lacking in the maneouvrability and handling required as a fighter, but yet four prototypes were ordered, the first flying on July 17, 1939. The main changes from the Beaufort were a new tapered fighter-like fuselage and more powerful engines, thus its appearance was similar. It was extremely heavily armed (see table below), in fact, the most heavily armed fighter of the time in the world.

RAF deliveries began in September 1940. The early versions were slow, but this was more than offset by its ability to easily carry the very bulky AIR (Airborne Interceptor Radar) with little loss of performance. Nightfighter Beaufighters with AIR Mk IV were invaluable tools in the machine against the German night attacks on London in winter 1940-41.

They were also put to use as long-range fighters in Africa, and many were equipped with anti-submarine radar, and had fair success against U-boats. Yet more were fitted with under-wing armor-piercing rockets and bombs, and used as anti-shipping strikers.

Also built under license in Australia, records indicate the combined total number built was more than 5,560. Many were kept in second-line service until the late 1950's.

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The Messerschmitt Bf 110

The Messerschmitt Bf110 was the backbone of the German Luftwaffe when it came to night fighting. But, it wasn't always held in such high regard by the Germans.

Originally developed as a heavy day fighter to attack enemy bombers in 1934, the twin-engine aircraft failed miserably in that role during the Battle of Britain. Smaller, faster and more manoeuvrable aircraft like the British single-engine Spitfire and Hurricane easily moved in from behind to attack.

The Messerchmitt 110s "could not outrun them, they could not outturn or outclimb them," says Renald Fortier, curator of aviation history at the Canada Aviation Museum in Ottawa. "There was a gunner behind the pilot [in the Messerschmitt] with only one machine gun so when the Spitfires attacked with eight machine guns, they were in great trouble."

Still, the Messerschmitt 110 had heavy firepower, high speed and long range. As long as it avoided the single-engine British fighters, it was an effective fighter. After being fitted with radar (that looked like deer antlers) on its nose, the aircraft took to the skies at night, becoming the first night fighter of the Luftwaffe.

Armed with two 20 millimetre cannons and five 7.9 millimetre machine guns, the aircraft attacked the British bombers from below in the dark of night thus decreasing the risk of being detected. The Messerschmitt 110s became the aerial mainstay of the German night fighting system called Helle Nachtjagd or "Illuminated Nightfighting." They were later joined by the Junkers Ju-88.

About 6,100 Messerschmitt Bf110s were built.

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The Dewoitine D.520

Its first flight was October 1938. It flew with the French Air Force until German occupation. It was used by Vichy and Free French Air Forces until the end of the war, as well as by the German Luftwaffe as a trainer.

After seizing non-occupied part of France in November 1942, Germans captured 246 Dewoitine D.520C1 fighters, but only 182 of them were airworthy.

Repainted and reequipped (i.e. German R/T FuG 7 and FuG 7a) served in Luftwaffe for operational training. There were used in three units: JG 101 in Nancy (later at Pau-Nord) in France, JG 103 in Zeltweg in Austria (later in Brussels area) and JG 105 in Paris-Le Bourget and in Chartres.

Dewoitine fighters were used for combat and operational training after primary training on Ar 96.

Some of German captured planes were sold to German Allies, some destroyed during France Campaign in 1944 or recaptured by Free French pilots and French Resistance. Last known were used in September 1944 by JG 103 in Brussels area.

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The Chance Vought F4U-5N Corsair

Entering the design competition for a new carrier based monoplane fighter, the Chance Vought Company contracted with the U.S. Navy for a single prototype aircraft in June 1938. Chance Vought engineers set out to design the smallest possible airframe around the most powerful engine then available.

However, problems plagued the project early. The selection of a fourteen foot diameter four-blade propeller meant that the forward fuselage had to be kept well clear of the ground and carrier deck. This, in turn, required a tall fragile undercarriage -- a quality highly unsuitable for rough carrier landings. The solution was the inverted gull wing configuration, destined to become the trademark of the Corsair.

The main landing gear was repositioned at the elbow of the wing, making the gear more compact and robust as required for carrier operations. Designated F4U, the new airplane made its maiden flight on 29 May 1940 and later exceeded the 400-mph mark, the first American fighter to accomplish that feat.

With the cockpit located so far aft, pilots flying the Corsair on board carriers had difficulty with visibility when the plane was nose high, resulting in numerous take-off and landing mishaps.

This quickly prompted restriction of the aircraft exclusively to shore-based squadrons. Eventually, training improved and Corsair squadrons returned to the carrier decks later in the war.

The F4U saw extensive action throughout the Pacific Theater, flown by American Navy and Marine pilots as well as the air arms of Britain and New Zealand. Many of the highest scoring Allied aces in the Pacific flew the Corsair, including Ira Kepford and the legendary Greg "Pappy" Boyington, the top Marine ace of the War.

The end of the Pacific War did not bring about the end of F4U combat operations. The F4U-4 and -5, more advanced models of the Corsair, saw heavy action during the Korean War.

For the most part, the former served in the ground-attack role hauling bombs, napalm and air-to-ground rockets against Communist forces while the -5 variant was modified into a night fighter. Later, Corsairs saw action with the French in Indo-China and the Mid-East, and in numerous Latin American conflicts of the 1950's and '60s.

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