Mustang51

My Feedback: (25)

LeopardII is not battle proven. Not to say it's not the best, but until it performs under fire...
We have the Abrahms. The Brits have the Challanger II. Both awesome BATTLE PROVEN mounts. And yes... I know, the Abrahms main gun is made in Germany, and the Leopard II has the biggest gun of all. BUT... tanks are going the way of the Dodo what with modern aviation\weapons(air to ground weapons, and attack helos(AH-64s)) being what they are and are becomming. Wouldn't want to be a tanker these days.

But I see your point with most of what you say.
And it wasn't "all that" as you say that it took to bring Germany to it's knees. It was us... THE AMERICANS that did it, along with Hitler himself wanting to move too fast with starting a second front with Russia, his not listening to his Generals advice of just about everything(including the ME 262 project) and his prodding Japan into attack the US thinking we would then be to pre occupied with a war with them(Japan) then to engage in the ETO.
He and the Japs were wrong, weren't they?
Hind sight being 20\20... I'de bet if Hitler listened to his advisers about many things, that war may just have turned out differently.
A lot of (older)Europeans to this day say that if the Americans didn't enter the war, they would be speaking German today. I am just back from a trip to Australia. I got into a conversation with an Ausie gentleman who was a young man in his mid teens durring the war. He said the same thing... "If it weren't for the Americans, I'de be speaking Japanese today".
Germany was winning the war, Japan was winning the war. We (the US) enter the war, Germany\Japan loose the war. I'de do the simple math.
Do you think when Goering stood in Berlin looking up and seeing P-51s proclaiming "We've lost the war" was actually thinking... But...But we have the better airplanes? Waah!!! ?

Sorry guys... I got off topic.
What was the topic? Oh yeah... Who had the best airplanes?

-M51

jaka

Hi!
Yeah! the list isn't correct! Sweden was not among the allied countries then...we were a neutral country! We were so afraid of the German might that we thought it better to stay out of the conflict. Coward...yeah! You bet! But we are a small country with only 9million people (then 7,5million). We would not not stand a chance against the "Wehrmach" so we anxiously bided our time...

Mikecam

Canada

Ram-bro

My Feedback: (101)

I just wanna hear from he guy who chose Italy.

rustypep

My Feedback: (6)

This is always a tricky question. Germany has always been viewed to have some of the best technology. Clearly they had some excellent designers that were among the best in the world. Many of the design features they produced live on today. That said, they were more prepared for the war because they intended to start it and brought some mature technology to start the war. They had a leg up because of this preparedness but still lost the war for a variety of reasons. The US dragged it's feet until it had no choice but to join the war. Once that happened it developed the industry and war machines in a short period of time that eventually led to winning the war. The Japanese designed some light aircraft that had high performance but lacked pilot protecting armor. Armor weighed a lot and therefore provided much of the performance gains. The zero was still a wonderful design but was just lacking in an era of machine gun fighter planes. The 109 was a great german aircraft produced in large numbers but they were still producing it after it had become outdated in the war. It isn't numbers but numbers of the right type at the right time that makes the difference. The P-47 was not sexy but turned out to be one of the best American designs of the war because of the balance rather than the sophistication in its design. I would label the Corsair and P-51 as more complicated designs worthy of appreciation. They have been overmodeled and become less appreciated but they were some of the best America produced.

You ask which country had the best fighter planes and the answer depends on timing, perspective and how you define "best". The questions was best not innovative. If design doesn't make it past execution it doesn't really count. That would be like a running back running for 250 yards but his team still losing by 20 points. I would say by the end of the war the momentum was in our favor. Some of our designs may not have had some of the features of the German or Japanese planes but they were balanced and practical designs and produced in numbers that eventually overwhelmed the enemy. All the catching up and strain on resources clearly put our jet technology on the backburner until late in the war but we were very close. Bringing further developed piston fighters still had the larger impact than the few jets Germany brought to the war even though they were outdated soon after the war. The P-51 and Corsair had large impacts at the end and survived the war for a few years until jets took over completely. We were the first to use the atomic bomb and that ended the war which brought victory to the allies. That wasn't even a plane but it was delivered by our most advanced bomber .

7aso

My Feedback: (27)

Best looking fighters - Japan

Evil_Merlin

My Feedback: (13)

This is not true. The Bf 109 continued to evolve over the entire course of the war. In fact the Bf 109K especially with the newer propellers and better boost systems was just as competitive with the then current Allied fighters of the war.

Its not like the Bf 109 just stayed as the E and F models.

Just like the Fw 190, the Me 262 and all the rest, they continued to evolve. Had the Ta-152 been able to entire wide production, there were no prop driven aircraft in the Allied inventories that could compete directly with it. The Me-262 continued to develop as well, along with the He-162, Me-163... but in the end, allied bombing ended that all.

Flak

My Feedback: (1)

P-40, P-39, Hurricane, and Spitfire in the very beginning. P-51, P-47, P-38 and Typhoon in the end. That German and Jap stuff all got blown to bitts! Further, the Allies Won and the Axis LOST!
Japan definetely did not have the "Best Looking" fighters and the Zero caught bullets from the F4F and the F4U. A FW-190 is a much prettier aircraft over a Zero. I'll stick with the American Fighters any day. I also believe the P-51D Mustang is the Best and Prettiest Fighter Aircraft of WWII.

Best Regards,
Flak

Ram-bro

My Feedback: (101)

My argument is based upon the fact that as the war progressed and technology and tactics changed and grew so did the countries. The Japaneese had the ancient code of Busheido( excuse me if I get this wrong) that dictated thetype of combat that they engaged in. They were more the one on one, mono a mono type best man wins idea. The Germans on the other hand were masters of innovation and purpose driven technology and tactics. Thye both went into the war prepared and with something of a plan, the fault lies not with then but the allies for being unpprepared and playing catch up. We were exporting our technology before the war started and to many different countries......usually the losing countries. The point here is that Germany started on top and ended on top. The argument is not who won the war but who had the best fighter aircraft at the end of the war. I read somewhere that the Thompson trophy races that restarted after the war banned the Howard Huges from flying the 262 for fear that the Old German jet would and could out perform the American P-80. Innovation continued thru out the war. The Americans had the best mass produced aircraft, the Brits the prettiest....ok maybe the Italians had some "pretty" airplanes also, but the Germans started with the best and finished with the best.......

uncljoe

My Feedback: (8)

Guess you answered your question.. Or were you just mixing the pot.


Semper Fi
Joe

Mustang51

My Feedback: (25)

Germany just had too much time on its hands.
No jobs, pissed off at every body, blaming everyone, nothing to do but play with gliders, sit around drawing airplanes, and just waiting for some match to come light a fire. (enter Adolf)
Kinda like the Middle East today. I say... Lets send over some strippers, booze, and American football. Give em something to do, get their minds off blowing themselves (and us) up.
C'mon boys... loosen those towles, you're not thinking clearly.
Maybe if there were a few "Hooters" in Germany, all that ugly business would have been avoided.

alanc

which fighter is the best is a point i am not interested in, each country had good, and bad, but one point by mustang 1 i must take exception too. his mention of the US winning the war, quite true, we would have been in for a bad time, and would probably had to sue for peace, and europe would have been plunged into a dark age from which it would still be in now, the american sacrifice is well documented, and i am glad i am not speaking german, indded, i am glad i was even born, but to infer the US won the war single handed, is an affront to the 449,800 dead of my country, and the millions dead of others, you where there, you did more than your bit, but we battled on for over 2 years, with no help, to enable you to have a base to work from,
sorry, i know this is mainly an american forum, and i have many friends in your country, but it was a united effort, and you could not have done it alone

on remebrance day, i mourn the dead from all our countries, it was a dark age, and sadly, i can see such a thing happening again in my lifetime

my apologies about the interuption of the thread,

nemesis4u

My Feedback: (77)

The Best Fighter Planes of World War II

The Bf 109, Spitfire, FW 190, P-51, A6M Zero, P-38, F4U

By Chuck Hawks


When I started this project, three methods of approaching the subject came immediately to mind. I could examine the aircraft by year (i.e.: 1939 = Bf 109, 1940 = Spitfire, 1941 = Zero, 1942 = FW 190, 1943 = P 47, 1944 = P 51, 1945 = Me 262), by country of origin (UK, U.S., Ger., Jap., U.S.S.R.), or by theater (European and Pacific). I chose the latter approach, further subdivided by "early", and "later" periods (Due to the rapid advance of technology, the best fighter early in the war was never the best fighter late in the war).

Some other criteria had to be imposed. To qualify as one of the very best, an airplane had to make a significant impact on the war as an air superiority fighter. For example, the Me 262 jet fighter was the best fighter plane to see air to air combat in WW II, but it became operational so late in the war that it had only a minimal impact. So I have chosen to leave it out.

The Mosquito was built in numbers, and had a significant impact on the war, but was most famous as a ground attack and reconnaissance aircraft, rather than as an air superiority fighter; ditto the Typhoon. Neither of those fine planes will be dealt with here.

The top Russian fighters were built in great numbers, and had a big impact on the outcome of the war, but were never world beaters in the air superiority role. I regretfully left out the MiGs and Yaks.

So the fighters I am going to pick as "best" for their period and theater of war must have: 1) been built in significant numbers, 2) had a definite impact on the war, and 3) been dominant in the air superiority role. Here are my choices.

European Theater, Early Period

In the European Theater of Operations, early years, there were two absolute standout fighter planes. Both were severely limited in range, but in a dogfight they had no equal. Of course, I am talking about the British Supermarine Spitfire, and the German Messerschmitt Bf 109.

The former was designed by R. J. Mitchell, and the latter by Willie Messerschmitt. They were the standout air superiority fighters of the early years of the war in Europe, and the leading members of the cast that fought the most famous air battle of them all, the Battle of Britain (not to slight the Hawker Hurricane, designed by Sidney Camm, which actually out numbered the Spitfire on the British side of the famous battle).

Messerschmitt Bf 109

The prototype Messerschmitt 109 first flew in 1935. It was a low wing, all metal monoplane of the type that became the mainstay of all sides in WW II. The Bf 109 was basically the smallest airframe that Willy Messerschmitt could devise attached to the most powerful engine available. This proved to be a very successful formula that could be progressively upgraded.

But the type was not without flaws. Notable among these were its cramped cockpit, poor rearward visibility, and narrow track undercariage that made ground handling tricky. Another problem that plagued the type throughout its production life was that its control forces became progressively heavier as speed increased. Manuverability was very good at low and medium speed, but deteriorated greatly at high speed. And the type's short range was to prove its downfall on both the Western and Eastern Fronts, severely limiting its tactical utility.

The Messerschmitt 109 fighter was flown by many of the top scoring Luftwaffe fighter pilots during WW II. The top fighter pilot of all time, Erich Hartmann (352 victories), and the second highest scoring fighter pilot of all time, Gerhard Barkhorn (301 victories), both flew the Bf 109. So did the first "General of Fighters", Werner Molders (115 victories), and his famous successor in that job, Adolf Galland (104 victories). The top scoring German ace of the Western front, Hans-Joachim Marseille (158 victories), also flew the Bf 109.

By 1937 the Luftwaffe had been equipped with Messerschmitt Bf 109B models, the first production version. The "B" model had a top speed of about 290 m.p.h. It was powered by a 680 h.p., inverted V-12 Jumo 210 engine. The small, fast Messerschmitt fighter first proved its worth in Spain, during the Civil War. There the Condor Legion's 109Bs quickly proved their superiority over the Russian I-15 and I-16 fighters used by the Communists.

By 1938, the "D" model had arrived. This model had a top speed of about 304 m.p.h. at altitude. Before the end of that year, the German fighter squadrons were entirely equipped with "D" models. During the Blitzkrieg across Poland, Belgium, Holland, and France in 1939-40, the 109D bore the brunt of the air fighting, and proved more than a match for the first line fighters of those nations, quickly achieving aerial superiority. By then, the latest version of the 109D had received the long awaited DB 600 engine, and top speed was up to about 320 m.p.h.

The Messerschmitt model that bore the brunt of the subsequent Battle of Britain was the Bf 109E. It started coming into service in 1939, and by 1940 was the first line Luftwaffe fighter. Power for the "E" model was the Daimler-Benz DB 601A, a supercharged, 12-cylinder inverted Vee engine with fuel injection. It developed 1,100 hp at 2,400 r.p.m. This was one of the finest engines of its time, and it gave the "E" a top speed of 354 m.p.h. and a best climb rate of 2,990 ft./min.

The 109E compared very closely in performance to the British Spitfire I and II, the premier British fighters of the Battle of Britain. Its main drawback as a bomber escort was its limited range, which led directly to the British triumph in the Battle. Purely as a fighter, the Bf 109E was second to none.

By the early part of 1941, German squadrons were receiving the Bf 109F, powered by the up rated DB 601N, which incorporated a power boost system for brief emergency use. This engine was nominally rated for 1,200 hp. The "F" model probably represents the high water mark for the 109 fighter. Its more streamlined nose, retractable tail wheel, rounded wing tips (rather than the traditional "clipped" tips of the earlier models), cantilever horizontal stabilizer, and 900 r.p.m. 20mm cannon made it, briefly, the best fighter in the air. Maneuverability was enhanced, and top speed was up to 382 m.p.h. at 17,000 ft. Best rate of climb was a sizzling (for the time) 3,640 ft/min. The "F" model was Gerd Barkhorn's favorite model. He is quoted as saying that it was lighter than other 109 variants, and could turn and climb "like hell."

The next version, the "G" or Gustav, first appeared at the end of 1942. This was to became the most numerous ME 109 model of all, produced in many variations, but the basic design was starting to show its age. Performance was again up (max. speed slightly over 400 m.p.h. at altitude), but the addition of various improvements, for which the airframe was never designed, caused bulges to appear in unlikely places on the cowling of the aircraft (hence its slang name "the bulge"). Power was provided by a bored out DB 601 called the DB 605, and this engine, which had some early reliability problems, was rated at 1,475 hp at takeoff. The Gustav was used on all fronts for the rest of the war, although later models did appear. Not only an air superiority fighter, the Gustav also performed ground attack, bomber destroyer, and photo recon missions.

The final Messerschmitt production variant was the "K," deliveries of which began in September of 1944. The "K" was powered by an 1,800 hp DB 605D engine (2000 hp with methanol-water injection) that gave it a top speed of 452 m.p.h. at 19,685 feet. Best climb rate was a sensational 4,820 ft./min. Armament was two 13mm cowl mounted machine guns and one engine mounted 30mm cannon firing through the propeller boss. Two additional 20mm cannons were mounted beneath the wings in the K-4/R4 variant.

The "K" was the final effort to clean up the aerodynamics of the Bf 109 and standardize the factory and field improvements that had appeared in previous models. In this it was similar to the previous "F" model, which it resembled. Gone were the unsightly cowl bulges of the Gustav. The most numerous variant, the "K-4" of which over 700 were produced, featured a pressurized cockpit and the improved visibility "Galland" canopy. It was a formidable fighter, comparable to the best Allied fighters of the period. The "K" was to outlive the Luftwaffe, serving in the Spanish Air Force into the 1960's (by which time it had been re-equipped with Rolls Royce engines!).

The basic specifications of the Bf 109E follow (from The Fighter Aircraft Pocketbook by Roy Cross. For the sake of consistency, all subsequent specifications will also be from this same source).


Wingspan:
32ft 6in

Length:
28ft 9in

Height:
8 ft. 1 in.

Wing area:
176.5 sq. ft

Engine:
DB 601A, 12 cyl. Vee, 1,100 h.p.

Max speed:
354.2 mph at 16,400 ft

Best climb:
2,990 ft/min at 13,150 ft

Climb to:
9,840 ft., 3 min.; 19,865 ft., 6.3 min.

Service ceiling:
30,100 ft

Combat range:
412 miles at 16,400 ft

Endurance:
1.1 hours

Empty weight:
4,431 lb..

Loaded weight:
5,600 lb..

Armament:
2-7.9mm fuselage guns, 2-20mm wing cannon (1/wing).






Supermarine Spitfire

The other "best" fighter of the early period of the European war was the Spitfire. The Spitfire proved, like the Bf 109, to be a very adaptable airplane, and in various versions it served throughout the war. Naturally, most of the famous British aces of WW II flew the Spitfire, including the top scoring British ace of the war Group Captain "Johnny" Johnson (38 victories), and the legless ace and hero of the Battle of Britain, Douglas Bader (he flew with two artificial legs), who scored 9 of his 20 kills from a Spitfire cockpit.

The prototype Spitfire was built in 1936. Like the Bf 109, and all of the other "best" fighters I will discuss, the Spitfire was an all metal stressed-skin monoplane. This was new technology at that time, and many production problems had to be solved, which resulted in considerable delays before the new fighter began reaching RAF squadrons.

The Spitfire was a low drag design that could be progressively improved to keep pace with foreign developments. And, by all accounts, it was a real pilot's airplane. She proved easy to fly and forgiving, a fighter without vices. This was an important consideration during the war, when pilot training was put into high gear and "stick time" reduced.

The first production version of the Spitfire was the Mk. I, which entered squadron service in mid-1938. When the war came in 1939, the RAF insisted in holding the bulk of their modern monoplane fighters in Britain. No Spitfires were sent to France. This proved to be a good decision as, after the fall of France, RAF fighter command could deploy about 620 Hurricanes and Spitfires to meet the Luftwaffe's 800 Bf 109s.

The main variant of the Spitfire Mk. IA was powered by the famous Rolls Royce V-12 Merlin II engine. This produced 1,230 hp and drove a two bladed wooden propeller, giving the early Spitfire a top level speed of about 360 mph, and a best climb rate of 2,530 ft./min. By the time of the battle of Britain, a three-bladed constant speed propeller, which markedly improved climb and acceleration, had been fitted.

Typical armament for this period was 8-.303 cal Browning machine guns, four in each wing. Some Spitfires were fitted with 2-20mm cannon plus a couple of machine guns, and these were called Mk. IB's.

Either way, their performance was closely similar to that of the Bf 109E, with the Spitfire being perhaps slightly faster and more maneuverable, and the Messerschmitt being faster in the dive, and with a superior roll rate.

In 1940 the Mk. II began to appear, replacing the Mk. I in early 1941. The Mk. II was powered by a 1,240 h.p. Merlin XII, which gave it a top speed almost identical to the Mk. I (354 mph at 17,550 ft), but a higher rate of climb (3,025 ft./min).

It is worth mentioning that Spitfires had carburetors, not fuel injection, and the engines would quit for lack of fuel if the aircraft was flown upside down. This problem was not solved until an improved carb was adopted for the late production Mk. V and subsequent models. Mk. II's were armed with either eight machine guns, or a mix of four machine guns and two cannons. All Spitfires of this period had the signature elliptical plan wings, and were (in my opinion) among the most graceful of all fighter planes.

History records that the Spitfires (and Hurricanes) prevailed in the Battle of Britain. Their primary shortcoming was their short range. This was not a problem while they were serving in the interceptor role during the Battle of Britain, but it became a serious fault when the RAF went over onto the offensive.

Later marks of Spitfire included the Mk. V of 1941, which for the first time introduced "clipped" wing tips to increase the roll rate. The Mk. V had a top speed of up to 374 mph. Best rate of climb was 2,900 ft./min. The Mk. V was produced in large numbers but was hard pressed by the improved Bf 109F and new FW 190A.

The next big production model was the Mk. IX, a Mk. V airframe with a new two-stage, two-speed, supercharged Merlin 70 engine that developed 1,655 h.p. at 10,000 ft. This new engine was really intended for the new Spitfire Mk. VIII airframe, but the press of events forced its adoption in the older airframe. The result, however, was quite satisfactory. Top speed was raised to 415 m.p.h. at 27,800 ft. Best climb rate jumped to 4,530 ft./min.

The Mk. IX started to enter service around the middle of 1942, and proved able to meet the improved German fighters on an essentially equal footing. The traditional curved wing tips returned in the Mk. IX, which was approximately contemporary to the Bf 109G, and like that fighter, served for the rest of the war.

The Mk VIII finally came along in 1943, incorporating many detail improvements, including better streamlining and a fully retractable tail wheel. Best climb rate was 3,790 ft./min. This version was used mostly in the Far East.

The final major models were the Mk. XIV of 1944, and the Mk. 22 of 1945. The Mk XIV was a Mk VIII airframe with a Rolls Royce Griffon 65 engine, developing 2,050 h.p., good for a top speed at altitude of 448 mph. It drove a five bladed propeller and gave the Mk. XIV an improved service ceiling and enhanced high altitude performance. Best climb rate was up to over 5,000 ft./min. Later Mk XIV's also had a "teardrop" style canopy to improve all-around visibility.

The Mks. 21, 22, and 24 were the last Spitfires. These were fitted with a teardrop canopy, and for the first time the wing was redesigned. The new wing was similar in plan, but was stronger, carried more fuel, housed a longer landing gear (which allowed a larger diameter propeller), and carried four 20mm cannon. Speed was up to 450 mph, and best climb rate up to 4,900 ft./min. The Spitfire had reached the end of its long career. The future would belong to more modern fighters, but by this time the war was ending and the jet age had begun. For more about the Spitfire and the Royal Navy's similar Seafire, see my article "The Supermarine Spitfire and Seafire."

Following are the basic specifications for the Spitfire IIA of September 1940.


Wingspan:
36ft 10in

Length:
29ft 9in

Height:
8 ft. 10 in.

Wing area:
242 sq. ft.

Engine:
R.R. Merlin XII, 12 cyl. Vee, 1,236 h.p.

Max speed:
354 m.p.h. at 17,559 ft.

Best climb:
3,025 ft/min at 12,800 ft.

Climb to:
10,000 ft., 3.4 min; 20,000 ft., 7 min.

Service ceiling:
37,600 ft.

Combat range:
395 miles

Empty weight:
4,783 lb..

Loaded weight:
6,172 lb..

Armament:
8-.303in Browning MG (4/wing)






European Theater, Later Period

After the first couple of years, in the European theater, things become more complicated. During the 1939, 1940, and 1941, the Spitfire and Messerschmitt Bf 109 were clearly the dominant fighters. But as the war wore on, many new designs entered combat.

In 1942 (really beginning late in 1941) the Focke-Wulf 190 appeared in numbers, and immediately established a measure of superiority over the Spitfire Mk V, already hard pressed by the Bf 109F. In 1942, the first year of the war for the U.S., American P-39 and P-40 fighters were out performed by the German Messerschmitt and Focke-Wulf fighters, and things looked a bleak for the Allies. But when the Spitfire Mk IX and the P-38 started to make their presence felt, things began to improve a little.

In the Spring of 1943, the P-47B went into operation in England. The Focke-Wulf 190, up until now the premier fighter in the theater, was suddenly hard pressed by the big American fighter, particularly at high altitude. In mid-1943 the much improved P-38J started to arrive, and the pressure on the Germans increased. The arrival at the end of 1943 of the P-51B, the long range escort fighter the Americans so desperately needed, marked the beginning of the end for the Luftwaffe. Able to escort the bombers all the way to Berlin and back, the Mustang left the Luftwaffe no place to regroup and train. The P-51 did to the Luftwaffe what the Bf 109 did not have the range to do to the RAF earlier in the war.

So while all of the above fighters played an important part in the war, it was the P-51 that turned out to be decisive. The Americans could have won their daylight air war over Germany with the improved P-38L or P-47D, both of which appeared in 1944, but in fact it was the P-51, more than any other single fighter, that did it. So it seems only fair to examine first the FW 190, and then the P-51 Mustang, as the two successive "bests" of the later part of the European war.

Focke-Wulf FW 190

The Focke-Wulf 190 was designed by Kurt Tank, and was a nasty surprise to the RAF in September 1941. Only a little over 200 were completed in 1941, but in 1942 1,850 were built, which amounted to about 40% of German single seat fighter production.

The new fighter was powered by a BMW 14-cylinder twin row air-cooled radial engine. This engine put out 1,760 hp, and, coupled with the aircraft's excellent handling qualities, gave the early FW 190A models a clear superiority over the RAF's Spitfire Mk V.

Many German aces flew the FW 190. An example would be Gunther Rall, the 3rd highest scoring ace of the War (275 victories). Between 1939 and 1945, Rall flew the Bf 109, the FW 190, the "long nose" FW 190D, and the Me 262 jet.

The FW 190 was known as a "pilots airplane," meaning she was a sweet ship to fly, light and easy on the controls (unlike the Bf 109, which was a handful). Its speed, climb, dive, and roll rate were superior to the Spitfire Mk V. There was also excellent armor protection for the pilot. It had a wide track landing gear, which made it much less prone to ground loops than the Bf 109.

The FW 190 was also heavily armed. Typical armament, beginning with the FW 190A-3, was two 7.9mm machine guns in the engine cowling, two Mauser 20mm cannon in the wing roots (each of which could fire 700 rounds per minute, much faster than the equivalent British cannon), plus two slower firing (450 rounds per minute) Oerlikon 20mm cannon farther out in the wings. The total of two machine guns and four 20mm cannon represented a lot of firepower.

The first production Models were the FW 190A-1 and A-2. The FW 190A-3 of early 1942 basically standardized the engine and armament. This was the model that made the FW 190's reputation as a world class air superiority fighter.

Later in 1942 the A-4 model came along. This model had a methanol-water injection system for the engine which boosted power for a 10 minute period on demand, and substantially improved performance at the lower altitudes. A new radio was also fitted. Other A-4 models included a night fighter version, and a ground attack version. There was also an extended range version with racks under the wings and fuselage for drop tanks or munitions

The 1943 version was the FW 190A-5. The main change was to move the engine 6 inches foreword in order to allow more flexibility for under wing stores. The primary variants of the A-5 included air superiority, bomber destroyer, and ground attack versions. War emergency horsepower was up to 2,050 in the 801D engine.

The A-6 version got a new wing structure and replaced the slower firing outer wing cannons with faster firing Mauser cannons. Performance remained about the same as the A-5. The A-7 again increased firepower by replacing the nose machine guns with more powerful 13mm (.51 cal) machine guns.

The FW 190A-8 of 1944 incorporated other improvements, including increased fuel capacity for longer range, and an improved power boost system to improve high altitude performance. Speed was 405 m.p.h. at best altitude. Best climb was down to 2,756 ft./min. at 16,100 ft. The basic BMW radial engine had clearly reached its maximum performance limits. What was needed was a new power plant to keep the FW 190 competitive with the latest Allied fighters.

Experiments mating the FW 190 airframe with liquid-cooled Daimler Benz and Junkers inverted V-12 engines had started back in 1941. By 1944 the need for more performance was acute, and the FW 190D was the result.

This much altered fighter used the standard Focke-Wulf wings and tail plane with an extended rear fuselage and a longer and heavier Junkers Jumo 213 engine. This brought the top speed up to 436 m.p.h. in the D-9 model (best climb rate was up to 3,642 ft./min.), and 458.5 m.p.h. (at 38,080 ft!) in the D-12 model.

These "long nose" models were reportedly more of a handful to fly, but still handled fairly well. And they kept the Focke-Wulf competitive in performance with the best Allied fighters until the end of the war. For more information about the FW 190-series, see my article "The Focke-Wulf FW 190."

The following Specifications are for the famous FW 190A-3 model, of early 1942.


Wingspan:
34 ft. 5 in.

Length:
29 ft. 1 in.

Height:
12 ft.

Wing area:
197 sq. ft.

Engine:
BMW 801D 14 cylinder radial, 1,760 hp. at 3,000 r.p.m. at 18,000 ft.

Max speed:
395 m.p.h. at 17,000 ft.; 390 m.p.h. at 20,000 ft.

Best climb:
3,280 ft./min. at 17,500 ft.

Climb to:
16,500 ft., 4.75 min.; 18,000 ft., 6.25 min.

Service ceiling:
37,000 ft.

Range:
820 miles max. economy cruise

Max weight:
9,200 lb.. (8,580 normal)

Armament:
2-7.9mm MG, 4-20mm cannon






North American P-51 Mustang

The other "best" fighter of the later period of the war in Europe was the North American P-51 Mustang. Many top E.T.O. aces flew the Mustang, including Captain Don Gentile (35 victories), Captain John Godfrey (31 victories), Colonel Eagleston (23 victories), Major James Howard the only American ace in both theaters of the war (6 victories in China flying P-40's, and 6 victories in Europe flying P-51's), Chuck Yeager (who later became the first man to break the sound barrier), and Colonel Donald Blakeslee (15 victories) and C.O. of the famous 4th Fighter Group. The 4th FG destroyed over 1,000 German aircraft, more than any other American fighter group in WW II.

The Mustang story began in 1940 when the British contacted North American Aviation with a request to build fighters for the RAF. North American was willing, and they offered to design and build a new fighter that would meet British requirements, and be easy to mass produce. In only 100 days NAA rolled out the first prototype Mustang. By November 1941 the first of over 600 aircraft produced under British contract were delivered to the RAF.

The new fighter incorporated some advanced ideas, in particular a laminar flow wing of thin cross section, which allowed the Mustang to avoid most of the "compressibility" dive problems that plagued many other high performance fighters of the time. Two of the first ten Mustangs built were taken to Wright Field, at Dayton Ohio, for testing by the AAF, which designated them XP-51.

The 1,150 hp. Allison F-series V-12 powered the early Mustang models. This resulted in poor high altitude performance, so the RAF used their Mustang I (P-51) and II (P-51A) models for low altitude ground attack and reconnaissance duties.

The Mustang I had a top speed of 370 m.p.h. at 15,000 ft. Best climb at 11,300 ft. was 1,980 ft./min. An assortment of .30 and .50 caliber machine guns were carried, but the Mustang IA was armed with 4-20mm cannon. Handling and maneuverability were good. Like the FW 190, the P-51 was a pilot's airplane.

P-51A (Mustang II) production was divided between America and Britain. This model standardized armament as 4-.50 cal MG. (two per wing). There were ground attack versions of the P 51A in U.S. service, designated A-36A, which served the AAF in the North African campaign. There were also specialized photo reconnaissance versions of all major Mustang models, the F-6 series.

The decision was made to mass produce the outstanding Merlin engine under license in the United States. The P-51B and C models (Mustang III's in Britian), which entered service in December of 1943, were powered by the new Packard-built version of the Merlin V-12, driving a four bladed propeller. At the same time, the airframe was strengthened, the radiator was re-designed, the ailerons were improved, and racks for long range drop tanks or bombs were added under the wings.

The 1,450 hp. Packard/Merlin engine (1,595 hp. war emergency rating) gave the P-51B-7 a top speed of 445 m.p.h. Best climb was 3,320 ft./min. at 10,000 ft. The new Mustang carried 4-.50 caliber MG (two per wing), and up to 1,000 lbs. of external stores. Its range was an astounding 2,200 miles with two 150 gal. drop tanks. Endurance with drop tanks was 8.7 hours.

The new engine completely changed the character of the Mustang, turning it into a high altitude fighter suitable for bomber escort missions. It came at a crucial moment for the AAF daylight bombing campaign. Luftwaffe fighters were taking such a toll of un-escorted heavy bombers that the losses were becoming unsupportable. The great range of the P-51B-7 allowed it to escort the heavy bombers all the way to their targets deep inside Germany. In March of 1944, Mustangs went to Berlin. Eighth Air Force bomber losses plummeted, while Luftwaffe fighter losses skyrocketed.

Later in 1944 the famous P-51D model arrived. It sported a "tear drop" canopy for better all around vision and a more powerful 1,790 hp. version of the Packard/Merlin engine, along with many detail improvements. The armament was increased to 6-.50 caliber wing MG and all manner of external stores could be carried. Recognition of the D model is easy because of its teardrop canopy and the large fillet fin added in front of the vertical stabilizer. For the Luftwaffe, the end was at hand.

The final major production version of the Mustang was the P-51H. This re-designed model incorporated major improvements, as extensive in scope as those incorporated into the FW 190D or Spitfire Mk. 22.

In the H model, the structure was increased in strength by 10%, to allow higher "g" loads in combat maneuvers. No structural part was left in common with earlier models. Streamlining was improved to increase speed, and stability was increased. A new version of the Packard/Merlin, incorporating water injection, delivered over 2000 hp. These changes resulted in the finest American fighter of the war. Speed was 486 m.p.h. at 30,000 ft. best climb rate was 5,350 ft./min. at 5,000 ft. Service ceiling was 41,600 ft.

Unlike most other American piston engine fighters, which were withdrawn from service soon after the end of WW II, the Mustang fought on, doing valuable ground support work in the Korean War. It was adopted by many other nations, too numerous to list here, and remained in service in some countries into the 1960's. For more information about the Mustang, see my article "The North American P-51 Mustang." The following specifications are for the famous D model of 1944.


Wingspan:
37 ft. 5/16 in.

Length:
32 ft. 3 5/16 in.

Height:
13 ft. 4 1/2in.

Wing area:
240 sq. ft.

Engine:
Packard/Merlin V-1650-7, 1,790 hp. at 11,500 ft.

Max speed:
443 m.p.h. at 25,000 ft., 438 m.p.h. at 30,000 ft.

Best climb:
3,320 ft./min. at 5,000 ft.

Climb to:
10,000 ft., 3.3 min; 20,000 ft., 7.5 min.

Service ceiling:
41,900 ft.

Range:
1,140 miles at max. cruise power at
10,000 ft. (normal internal fuel load)

Endurance:
4.3 hours (normal internal fuel load)

Weight:
11,100 lb. with max. fuel

Armament:
6-.50 cal. MG (3/wing); up to 1,000 lb. of external stores on wing racks.






Pacific Theater, Early Period

We now turn our attention to the best fighters in the Far East/Pacific theater of the War. In the early years, there can be only one choice. The Japanese "Zero", officially the Mitsubishi A6M5, or Imperial Japanese Navy Type 0 carrier-borne fighter.

Mitsubishi A6M Zero

At the beginning of the Pacific War no Allied fighter was a match for the Zero. The best of the early American Army fighters was probably the Curtiss P-40, and the early models of this fighter were distinctly inferior to the Zero.

Most of the Imperial Navy's top aces flew the Zero. Prominent among them is Saburo Sakai (with 64 victories), the top scoring Japanese ace to survive the war, and Hiroyoshi Nishizawa (actual total of victories unknown, but 104 confirmed), perhaps the greatest of them all. Shoichi Sugita had 120+ victories, Tadashi Nakajima 75+, and Naoishi Kanno 53.

Not only could the Zero out fight any Allied fighter, it also out-ranged them. Many people do not realize that the Zero was the world's first long range escort fighter. Zeros flew long range bomber escort missions during the war in China, before the Pacific war even began. If the Germans had the long range Zero instead of the short range ME 109, the outcome of the Battle of Britain might have been very different. As famous as the Zero is, its importance is still under rated by most people.

The Zero was designed by Jiro Horikoshi to fulfill Japanese Navy requirements for great range, rapid climb, high speed, and above all superior maneuverability. In order to get them, the Zero was designed with a very low wing loading; pilot armor and self sealing fuel tanks were dispensed with to save weight. Japanese fighter pilots gladly gave up such safety features in order to achieve a fighter with superior agility.

The Zero's performance fell off at high altitudes, but the American fighters that opposed it were even worse in that regard early in the war. At low and medium altitudes, nothing could touch the Zero.

The first production version of the Zero was the A6M2 Model 11, of 1940. This had a Nakajima Sakae 12 engine, a 14-cylinder air cooled radial that developed 950 hp. at 13,800 ft. The A6M2 had a top speed of 316 m.p.h. at 16,400 ft., and a range of 1,265 miles on internal fuel. With an under fuselage drop tank, the range was extended to 1,930 miles. The standard armament was 2-7.7mm MG in the engine cowling, and 2-20mm cannon in the wings. Wingspan was 39 ft. 5 in.

The similar Model 21 had folding wing tips for aircraft carrier use. This was the model on board the Japanese carriers at the beginning of the Pacific War on December 7, 1941.

The next main version of the Zero was the A6M3, which appeared late in 1942. This version was powered by an up rated 1,130 hp. Sakae 21 radial engine, with a two stage supercharger that improved high altitude performance. Top speed was increased to 336 m.p.h. at 19,865 ft. Best climb rate was 4,500 ft./min. Armament and range remained about the same.

The A6M3 Model 32 had clipped wing tips, achieved by removing the folding wing tips of the carrier model. This was intended to improve the roll rate, which was inferior to that of American fighters. This model also had reduced internal fuel capacity (down to 134 gal. from the 156 gal. capacity of the A6M3 Model 22). The Zero was beginning to show its age, and its performance was being eclipsed by the latest Allied fighters.

The reduced wing span (36 ft. 2 in.) of the Model 32 was carried over to the next model, the A6M5 of 1943. This model had the improved Sakai 31 engine with ejector exhaust stacks to augment thrust, the reduced wing span of the Model 32 (but with the familiar rounded shape of earlier Zeros), plus heavier wing skin. On most airplanes, the 7.7mm wing MG were replaced by 12.7 mm MG. Speed was now up to 358 m.p.h., and dive limit speed to 410 m.p.h. Best climb rate was 3,340 ft./min. The A6M5a had an improved wing cannon, and carried more ammunition, and the dive limiting speed was raised to 460 m.p.h. These models still lacked any protection for the pilot, or even an emergency release for the canopy.

The A6M5b of 1944 finally addressed some of these problems. It had an armored glass windshield, automatic fire extinguishers for the fuel tanks, and 12.7mm MG replacing the previous 7.7mm MG. By this time the performance of the Zero had fallen well below that of its major adversaries, the P-38J Lightning, F6F Hellcat, P-51 Mustang, and F4U Corsair.

The final version of the Zero was the A6M8c of 1945, which just reached production as the war ended. A new 1,560 hp. Kinsei 62 radial engine provided a top speed of 355 m.p.h. at 19,680 ft, and an improved climb rate.

By then, the Zero had fallen hopelessly behind, and more modern Japanese fighters were at last in production. A total of 10,936 Zero fighters of all types were produced. More of the Zero story can be found in my article "The Mitsubishi A6M Zero." The specifications which follow are for the A6M5 Model 52 of 1943.


Wingspan:
36 ft. 2 in.

Length:
29 ft. 10 in.

Height:
9 ft. 2in.

Wing area:
238 sq./ft.

Engine:
Nakajima Sakai 21, 14 cylinder two row radial, 1,320 hp. at 2,600 r.p.m.

Max speed:
358 m.p.h. at 22,000 ft.

Best climb:
3,340 ft./min. at 8,000 ft.

Climb to:
20,000 ft., 7.8 min.

Service ceiling:
35,100 ft.

Range:
1,200 miles (internal fuel), 1,844 miles with drop tank.

Max weight:
10,600 lb..

Armament:
2-7.7mm fuselage MG, 2-12.7mm MG plus 2-20mm cannon in the wings






Pacific Theater, Later period

During the latter half of the Pacific War, as has already been alluded to, American fighter planes caught, and then surpassed, the Zero in performance. The top land based Army Air Force fighter in the Pacific was the Lockheed P-38 Lightning. This big twin engine fighter had the range, firepower, and speed to dominate the skies in the theater. The number one American ace, Major Richard Bong (40 victories), flew the Lightning, as did the number two American ace Major Thomas McGuire (38 victories). The P-38 also made a major contribution in the European theater, but the extremely high altitude combat taking place over the continent was not really the best environment for the P-38's Allison engines. In the Pacific, the Japanese did not normally operate at extreme altitudes, and the P-38 really came into its own.

U. S. Navy and Marine pilots flew different airplanes, of course, and they had two of the best in the Pacific. One of these was the Chance Vought F4U Corsair. (The other, of course, was the Hellcat, which is covered in a separate article.) The Corsair is the famous fighter with inverted gull wings. The German Stuka dive bomber also had inverted gull wings, and it is the only other famous combat aircraft of WW II I can think of that did. The Corsair was so big and fast that until the end of 1944 the Navy used it entirely as a land based fighter. Finally, though, it was approved for carrier operations. By then aces like Marine Major "Pappy" Boyington (28 victories, and the first man to break Eddie Rickenbacker's WW I record of 26) had made the Corsair fighter famous.

Lockheed P-38 Lightning

Let's take a look at the P-38 Lightning first. The P-38 shot down more Japanese aircraft than any other USAAF fighter in WW II. It was flown by both of the top American aces of the war. Its incredible range became legendary, and its twin engines particularly suited it for long over water flights.

The P-38 story started in January 1937, when the Army Air Corps issued a specification for a new pursuit plane for the "interception and attack of hostile aircraft at high altitude". The government anticipated an order for a maximum of 50 planes, so suitability for mass production was not a consideration. Lockheed was one of the companies that entered the competition to design and build the new fighter.

H. L. Hibard and Clarence "Kelly" Johnson were assigned the job of primary design. Johnson realized that no existing engine could provide enough power to meet the government specification, and began a series of single seat, twin engine fighter designs. The new Allison V-1710 engine was chosen by the Lockheed design team to power the new fighter.

The final layout of the new twin engine fighter (called the Model 22 by Lockheed) incorporated turbo superchargers, counter rotating props, twin tail booms, and a central fuselage for the pilot. It also had a tricycle landing gear and a control wheel (later yoke) instead of a stick.

The nose of the central fuselage was used to mount the very effective armament of 1-20mm cannon and 4-.50 cal. MG. There was no need for an interrupter gear to shoot through a propeller and no need to "converge" wing guns.

In June 1937, the Army notified Lockheed that their design had won the competition, and authorized Lockheed to build one prototype airplane, designated the XP-38. In late December 1938 the prototype was ready to fly. It was the most streamlined plane ever seen, built with flush riveted external panels butted together. Stainless steel was used extensively in its construction.

That first XP-38 proved to be capable of a level speed of 413 m.p.h. and had a terrific climb rate. Unfortunately, the first prototype crashed only 16 days after its first flight. It was written off during a record setting cross-country flight that ended with the AAF pilot landing short of the runway. Tony LeVier (Lockheed Chief Test Pilot) later estimated that disaster set the P-38 program back nearly two years.

In April 1939 the Air Corps ordered 13 YP-38 airplanes for testing. In September 1939, the Army ordered 66 more for service. In August 1940 over 600 more P-38s were ordered. At that time, Lockheed had not even delivered the first YP-38!

As alluded to earlier, the P-38 was not designed for mass production. Many serious engineering and production problems had to be solved before the Lightning could be produced in quantity.

The P-38 was one of the first airplanes fast enough to encounter "compressibility" (more properly called shock stall) problems in the high altitude, high speed dive. The basic problem was that in a sustained dive from high altitude, speed quickly built up to the point that the airflow over parts of the airplane (such as the upper surface of the wing) reached supersonic speeds. A shock wave is formed. This destroys the lift over that part of the wing. It also causes the air flowing off the wing to affect the tail in an unusual manner: it increases lift at the tail.

This loss of lift from the wings, coupled with increased lift from its tail, causes the nose of the airplane to go down. This increased dive angle causes the speed to increase farther. And so on, in a vicious and often fatal circle.

The P-38 was not the only American fighter to encounter this effect in dives from very high altitudes (where the air is thin), the P-47 and F4U both suffered the same problem. But the P-38 was different. The big radial engine fighters would dive uncontrollably toward the earth until they reached the thicker air at lower altitudes. There two things happened: 1. The speed of sound goes up as the altitude gets lower; 2. The increased drag of the thick air on their large frontal surfaces would tend to limit further speed increases. Finally the pilot would begin to regain some control and, pulling back as hard as he could on the stick, would typically wind up in a screaming zoom climb.

The P-38 differed because of its extremely streamline design. Its drag was so low that the thicker lower air often did not have enough effect for the pilot to regain control in time: the P-38 just dove straight into the ground.

Lockheed and the Air Corps lost a number of test pilots and aircraft trying to understand and solve these problems. The P-38 had taken them into flight regimes at best poorly understood at that time. The eventual solution included counter balancing and raising the tail of the airplane some 30 inches, and developing high speed dive flaps to control the rate of descent.

Lockheed produced dive flap kits to retro-fit to planes in the field, but it was not until they began producing the P-38J-25-LO model that dive flaps were incorporated in the new aircraft coming off the assembly line. A brief description of four of the major P-38 combat models follows.

The P-38F went into production in March 1942, and into combat in the Pacific in December, where it reversed the fortunes of AAF fighter pilots facing the previously unbeatable Zero. The "F" had a 1,325 hp. Allison engine. Top speed was 395 m.p.h. at 25,000 ft.

P-38G models had strengthened Fowler flaps which could be used at combat speeds up to 250 m.p.h. to tighten the turning radius. The engines developed an extra 100 hp. Production began in August 1942.

The P-38J went into production in mid-1943. It incorporated many improvements, including more powerful engines, improved superchargers, relocation of the intercoolers from the leading edge of the wings to beneath the nose of the engines, a bulletproof windscreen, and, at the J-25-LO model, the factory installed dive flaps. Speed was up to 426 m.p.h., and best climb to 3,900 ft./min. The "J" would climb to 20,000 ft. in 5.9 minutes.

The P-38L of 1944 was the final and best Lightning, a world beating fighter. It incorporated many of the improvements of the "J" and "K" models. For more information about the P-38, read my article "The Lockheed P-38 Lightning." Specifications of the P-38L-5-LO follow.


Wingspan:
52 ft.

Length:
37 ft. 10 in.

Height:
12 ft. 10 in.

Wing area:
328 sq. ft.

Engine:
Allison V-1710-111, 1,600 hp. at 28,700ft.

Max speed:
414 m.p.h. at 25,000 ft.

Climb to:
10,000 ft., 4 min.; 20,000 ft., 7 minutes

Service ceiling:
44,000 ft.

Combat range:
450 miles at 290 m.p.h. at 10,000 ft.;
2,600 miles with max. external fuel

Empty weight:
14,100 lb.

Loaded weight:
21,600 lb.

Armament:
1-20mm cannon, 4-.50 cal MG, 3,200 lb. external stores.






Chance Vought F4U Corsair

The Chance Vought F4U Corsair is my other "best" Pacific theater fighter. This big, fast, Navy and Marine fighter was designed in 1938 around the new Pratt and Whitney R-2800-2 Double Wasp engine, which promised to be the most powerful in the world at that time. It was a twin row 18 cylinder radial engine that produced some 1,850 HP in its initial version.

The most distinctive feature of the Corsair is its "cranked" or inverted gull wing. This feature was designed to raise nose of the airplane higher off the ground without unduly lengthening the undercarriage. The reason was to allow the use of the largest possible diameter propeller in order to make most efficient use of the engine's high power. It also allowed the wing's hinge point to be a little closer to the ground, and the tips consequently a little lower when folded, giving a little more hanger deck roof clearance on board aircraft carriers. The propeller selected was a three-bladed Hamilton-Standard Hydromatic constant speed model.

The prototype XF4U-1 was delivered to the Navy in 1940, where it became the first Navy fighter to exceed 400 MPH in level flight and also to encounter shock stall, as described in the P-38 section above. This insidious problem affected the first generation of fighters to achieve high mach numbers in a dive, including the P-38, F4U and P-47.

The Corsair F4U-1 was ordered into production in the Autumn of 1941. It reached the Marines fighting to hold Guadalcanal, in the Solomon Islands, in February of 1943, where it went operational for the first time with Marine Squadron 124.

The Marines found that the big Corsair at last gave them superiority over the Zero, as long as they did not try to turn with the lighter Japanese fighter. The Corsair was much faster than the Zero, had a better roll rate, and could dive away to safety when necessary. Corsair pilots established a very satisfactory kill ratio and helped turn the tide of war against the Japanese. The F4U-1 had a top speed of 393 m.p.h. at 25,000 ft. Water injection was eventually added to the engine, raising the top speed to 415 m.p.h.

The Corsair was continuously modified and improved. By 1945 over 3000 minor and major improvements had been made. The definitive Corsair was the F4U-4.

Major improvements evident in the F4U-4 included a four-bladed Hamilton Standard Hydromatic propeller, a new cockpit layout, a clear view sliding hood, a two stage turbo-supercharged engine, and under wing attachment points for rockets or bombs.

Unlike most American piston engine fighters, the Corsair continued to serve long after the end of WW II. Production did not finally end until 1953, by which time about 12,500 F4U's of all types had been built.

Interviews conducted after the war revealed that Japanese fighter pilots considered the Corsair to be the best all-around American fighter. The Corsair subsequently served in the Korean War, and with the French in Indochina (Vietnam). It also served as a carrier based fighter with the British Royal Navy during and after the war. For more information about the Corsair see my article "The Chance Vought F4U Corsair." Specifications for the F4U-4 follow.


Wingspan:
40 ft. 11.75 in.

Length:
33 ft. 8.25in

Height:
14 ft. 9.25 in.

Wing area:
314 sq. ft.

Engine:
Pratt and Whitney R-2000-18W; 2,325 hp. at 2,800 r.p.m. at S.L.

Max speed:
435 m.p.h. at 15,000 ft.

Best climb:
4,770 ft./min. at S.L.

Climb to:
20,000 ft., 4.9 min.

Service ceiling:
38,400 ft.

Range:
1,005 miles at 214 m.p.h. at 15,000 ft.

Empty weight:
9,167 lbs.

Loaded weight:
12,405 lbs.

Armament:
6-.50 cal. MG (3/wing); up to 2,000 lbs. of bombs under fuselage; 8-5 in. rockets under wings.


That's it, then, my picks for the best fighter planes of World War II. Seven aircraft that not only had the performance to make them superb air superiority fighters in their time, but which also had a direct and powerful influence on the course of the war.


Back to the Naval & Military History site.

Copyright 1997, 2006 by Chuck Hawks. All rights reserved.

ZERO-322

My Feedback: (2)

Muistang , THANKS FOR MAKING ME BUST A GUT LOL !!!!! LOVE YOUR IDEA INOVATIVE EVEN LOL

rgm762

My Feedback: (4)

who said germany had good looking planes, ewww

http://www.world-war-2-planes.com/Ba-349.html

capt1597

GREAT BRITAIN i like my planes like i like my women - nice curves - i like the spitfire

Veltro

My Feedback: (1)

I remember seeing a program on the History Channel where it was said if England had lost the Battle of Britain and Germany had occupied Great Britain, it would have changed the whole dynamics of the war. Germany would have held Western Europe until '46 or '47 until Russia counter attacked and won. It would have been a waste of time to learn to speak German.

By the way, "best" didn't win the war. Industrial might did.

Evil_Merlin

My Feedback: (13)

Were you not the one that said Japanese? Talk about ugly!

KentuckyColonel

"and the US"... Who did most of the supplying of war materials to all of the allied forces.......

Bottom line is, that the question has, indeed fired up the debate. Germany did indeed have some really good stuff, fact is the West and USSR did their best to get the best personnel Germany had to offer. Russia got the tank guys, the US got the rocket guys.....

Mustang51

My Feedback: (25)

Alanc,

My appologies(to everyone) if what I wrote made it seem like we "the Americans" won the war single handedly. "WE" certainly did not. I would NEVER tarnish the memory of ANY Allied warrior, nor Axis combatant that was forced into the war against his will. I have the greatest respect for our Allies of WWII and of today, most assuredly the Brits.
As you said yourself though, Britian would probably have had to sue for peace. I guess what I was attempting to convey was that the Second World War was all but lost(except for the valliant effort put forth by GB, but it "was" just a matter of time...) until the Americans entered.
And it was with all the available Allied forces that WWII had the outcome it did.

-M51

lrglnman

Alan fro the UK said it all. We (The USA) did not do it all by ourselves. Thanks to all the other countries!!!
Germany in my opinion had the best. The US planes came from desiners from countries like Russa and Germany with a little help from the other mix of people who make up the USA . I will have to say Germany.

Mustang51

My Feedback: (25)

Tell that to Kelly Johnson and "Skunk Works".
i.e. The P-38 and SR 71 (although not WWII era)
The 38 started life back in the late 30s.
Outside of the F4u... THE most recogniseable fighter of WWII.
There is no mistaking the shape of a 38 from distance. Just ask the japs.

-M51

alanc

MUSTANG 51, no problems my friend, without the US, we would have been goners, to wake up the tremendous industrial might of a country well outside the bombing range of the enemy, was, to be honest, a damned silly thing to do, the japs thought you would sue for peace after pearl, i think the feeling to that whewre, quite simply, UP YOURS,

but one thing you guys, you made HORRIBLE planes to make models of, i mean, which sadist would design an aircraft with folding wings, a horrible flap system, and then, to top it all, ROTATING retracts??? i mean, GIVE THE MODELOR A BREAK!! and i wont even mention the bearcats, or wildcat, but i want models of them all!!!!

NCIS

I guess it really doesn't matter! Who won the WAR!!! U.S. of A.

Gibbs

alanc

i give up