[John Astell's recent series of articles about the aircraft of the different major air forces constituted part of Second Front designer's notes. It ended with the Italians in TEM #55. Phil Hernandezs article extends many of the remarks made by John and we were fortunate to get some additional comments (and rebuttals) from John. These are signified below by "JMA:" notation.

Since many of Phil's notes assume the reader is familiar with John's article in TEM #42 you may wish to pull that back issue off the shelf before you begin. FW]

John Astell's "Inside Europa" in TEM #42 with American aircraft ratings proved highly inspirational to me. When I set out to offer a few minor corrections, primarily to carryovers of errors from Fall of France, I discovered that American aircraft development was a fascinating story all its own.

Accordingly, I decided to present additional information as well as listing many more aircraft for which there was no room in the original article. Most of these are primarily of interest for Glory, though some may show up in Grand Europa. Aircraft listed as not yet rated probably will be rated eventually. Many are unknown to the casual World War II buff, while others are more significant than commonly appreciated. Since Mr. Astell provided expanded information on German aircraft in TEM #50 it is only fair that the Americans get the same treatment.

This article, then, has a different focus from the original. It is inclusive rather than exclusive. I wanted to show as many American-built aircraft that saw combat as possible, though I drew the line at the Piper Cub that shot down a Fieseler Storch in 1945. My cutoff year for pre-war aircraft is approximately 1936, the year the Spanish Civil War began. Aircraft that would or could mainly appear in Glory, in the Pacific or Far East are reserved for later publication. Most postwar planes or developments are omitted. Aside from some planes of historical interest, some mention has been made of types not included in Europa but related to other aircraft.

In some cases numbers of aircraft ordered or produced are given. For the earlier planes, most orders were small either due to budget constraints, or in the case of carrier aircraft due to few carriers available. An order for over 100 planes of a given model was rare; an order for 200 or more virtually unknown before .1939. The United States didn't face any threats from the air, after all. Important export orders are also noted, though not all are given, and most of the British, Free French and Soviet LendLease orders omitted entirely.

It is easy to quibble over ratings, but I left them alone except for a few cases where I have carefully researched the matter.

These exceptions are B-17D, B-26B10, B-26C, DB-7A, DB7B, F2A-2, F2A-3 and P-35A, for which my reasons are given in those entries. I have rated a few other planes not previously rated, like the B-17B, F4U-2 and P-70, basing these on other models of the same type. All my ratings are unofficial, of course.

Any mistakes in this article are my responsibility. I am prepared to answer challenges with citations from the books listed in the bibliography. This article should be considered a supplement to the original; no criticism whatever is intended. There will inevitably be holes, particularly in transports and early-war planes. Readers are invited to send in additional information, which will be greatly appreciated.

U.S. Army Aircraft Designations (more data):

G meant gyroplane (autogiro) until 1939. Autogiros were placed in the O series until 1941, then in the R series with helicopters. Rotary-winged aircraft (mainly German helicopters) had no effects not already built into the game system, so probably won't appear in either Europa or Glory.

Some service test planes were paid for with special F-1 appropriations; these were designated with the numeral 1 following the Y. Examples are the Y1B-17 and Y1P-36. After tests were completed a few planes were accepted for operations or training, in which case the Y (and any 1) was dropped, as with the B-17A (ex-Y1B-17A) and P-38 (ex-Y1P-38).

The block system originally did not use multiples of five and was not applied to aircraft built before the system was adopted. Hence there were a P-39D, P-39D-1, and P-39D-2; a P-40E and P-40E-1; and a P-43A and P-43A1.

U.S. Navy Aircraft Designations (more data):

L was used for gliders. The Marines formed glider units (never more than a squadron in actual strength) as part of their parachutist program. The Navy developed several interesting types for this program, including one with floats, but none went past the experimental stage.

The B suffix was applied to many aircraft Lend-Leased to Britain. These were rarely retained or acquired by the Navy.

U.S. Aircraft Additional Data:

28-110 (addition) Not yet rated

Two-seat commercial aircraft built by Bellanca. 20 were originally ordered under a bogus Air France contract for delivery to Spain. They were instead shipped to China and delivered without armament. Some were destroyed before they could be assembled and the rest test flown but found unsuitable for operational use.

A-17 (addition) 2 A 2 1/10

This earlier model had an inferior engine, reflected in the lower range compared to the A- I 7A. A development of the YA- 13 and XA- 16; 110 were built. Sweden license-built 103 as the B5; in TEM #26 Jason Long gives the B5 factors of 2 A 3 1/17, the longer range being correct for this version. The export Northrop 8A-2 was sold to Argentina, who bought 30.

A-17A (more data)

The 18 Dutch planes fought against the Germans in 1940. Peru's ten may have seen action against Ecuador in 1941. Further development produced the A-33 (see below). The Army released 93 of 129 A-17As for export in 1940; the British got 61, most ending up as SAAF target tugs, while the other 32 were part of the ill-fated cargo of the Bearn. Hap Arnold became chief of the Air Corps (later USAAF chief of staff) when his predecessor, Oscar Westover, died in the crash of an A- 17AS command transport.

A-19 (more data) 3 A 2 2-1/22

These are the 40 Turkish planes, ordered under the export designation V- 11, which appear in War in the Desert. V stands for Vultee, the manufacturer.

A-20 (addition) Not rated

Based on the DB-7B. This was the A-20A with turbosuperchargers, which were later removed as high-altitude operation was unnecessary. Of the 63 built, 60 were converted to P-70 night fighters (see below); the others became XF-3 and YF-3 photo-recon planes.

A-20A (correction)

Similar to the DB-7B but without British equipment, Did not have a Boston designation. The Navy used one as the BD-I target tug, and others became the XA-20B, E and F, testing armament variations. The XA-20D, a lightweight version, never got off the drawing board.

JMA: All the 'British as Boston" note for the A-20A in TEM #42e meant is that A-20 aircraft in general in British service were designated the 'Boston.' Note the absence of any mark number (e.g., Boston Il) which would indicate the specific listed model appeared as a British mark. The A-20A was not in service in the RAF under a particular mark number (it possibly would have been the Boston IIA if it had been), but being the first A-20 model listed in the article it was appropriate to indicated the general British designation at this point.

A-20B (more data)

Based on the DB-7A but with better engines. The USSR got 665 of the 999 built, while the Marines used eight as BD-2 target tugs. The related 0-53 was canceled.

A-20C (more data)

Identical to the DB-7B, and like it was named Boston III by the British (Boston IIIA when built by Boeing). The Dutch ordered 48 as the DB-7C.

B-1 OB (addition) Not yet rated

The Army's medium bomber of the 1930s. This version appeared in 1935; 103 were built. Argentina bought 25 and Turkey 20. Includes the similar B-12A, the 25 planes being delivered in 1934. The Dutch bought 189 of the much longerranged but otherwise identical Martin 139W and 166. The Dutch and nine Chinese planes fought the Japanese, while Thailand used its six 139Ws against the French. The B- 10 was the world s first high-performance bomber, a fast monoplane in a sky full of slow biplanes, causing several nations to develop highperformance fighters. The XB- 14 was a further development.

JMA: Excellent notes to add about this important albeit mainly forgotten aircraft.

B-17B (addition) 3 HB 3 1-10/38

While only 39 of these were built and none saw operational service during the war, the story might have been different had Maj. Ployer Hill, chief of the Wright Field Testing Section, and Boeing's chief test pilot Leslie Tower noticed that the controls were locked before Hill took the Model 299 prototype on its last flight. The oversight cost both men their lives and Boeing a 133 plane contract, and it is quite possible that a good proportion would have been completed as B- 17Bs in which case the British would have been Lend-Leased some. The B-17B had weaker defensive armament and lacked self-sealing fuel tanks, hence the lower factors. Includes the single B-17A, the world's first bomber with four engines. The B-17 was also the world's first aircraft with servo tabs on the control surfaces.

B-17C (more data)

Only 38 were built, of which 20 went to the RAF as the Fortress 1. As only one squadron (No. 90) employed the Fortress 1. The British B- 17C counter that appeared in Their Finest Hour should not be used in the standard game. Alan Philson correctly omitted the B- 17C from his RAF order of battle in TEM 50.

JMA: There is no B-17C in the 1982 revision of Their Finest Hour. If you're meaning against the original 1970s TFH, then note that one of the three games included in that title was a squadron level game, and RAF No. 90 squadron did fly the Fortress I (B- I 7C) for a time. Perhaps the original designers were overenthusiastic in then wanting to show at standard group level the first operational appearance of the Flying Fortress in Europe, but surely we can forgive them this sin by now.

B-17D (change) 4 HB 4 1-10/36 I cannot accept the validity of either an increase in defense factor between the B-17C and D or the lack of such an increase between the B-17D and E. The B-17E introduced the top turret, tail guns and (except for early production planes) ball turret. The increased defensive armament of the B-17E was a more significant advance than the chin turret of the B-17G, as fighter pilots are trained to attack enemy planes from behind and below. As the B-17G gets a higher defense factor than the F, presumably for the chin turret, the B-17E should get a corresponding increase over the D. Moreover, the B-17C and D were identically armed and equipped, the few modest changes being retrofitted. Hence 4 HB 4 is more accurate for the B-17D than 4 HB 5.

JMA: Well, accept it. I find it usually pointless to debate 1-point quibbles in air unit ratings, since no two people will ever rate every aircraft the same, but to illustrate the B-17 ratings look at it this way: the 4HB4 of the B-17C is fine, and so is the 5HB5 of the B-17E. Now, the B17D was an incremental improvement over the B-17C, and rather than jumping from a VDs 4HB4 directly to an E's 5HB5, it made sense to show this jump more incrementally, hence the D's 4HB5. Since the D has a slightly lower range than the C (36 vice 38), this also shows that you are getting something for the lower range - it certainly would look odd with an "improved" B-17D 4HB4 1-10/36 when the earlier B-17C was 4HB4 1-10/38!

Or, another way to look at it is that if both the B- 17C and D were 4HB4, I would probably now be reading someone's article saying something like "I cannot accept no increase in defense factor between the B-17C and D, as this totally ignores that the D was equipped with self-sealing fuel tanks, which greatly decreased the chance that a stray hit to a fuel tank would bring down the aircraft in flames." The C46 Commando also lacked self-sealing fuel tanks, a fact tragically underscored during Operation VARSITY when, as you note for the Commando, "22 were shot down in flames."

B-17G (more data)

Includes late production B- 17Fs with the chin turret. The transport version (not rated) was the CB-17; earlier transport conversions were the XC-108 and YC-108 series (see also C75). PB-IW in naval service and PB-IG with the U.S. Coast Guard. The B-17H Dumbo (not rated), later SB-17H, was an airsea rescue conversion. The F-9 was the photo-recon version; worn-out planes were used for various purposes, including an unsuccessful radio-controlled flying bomb. The Germans flew captured B-17s as the Do 200, using some to shadow bomber formations and radio course and speed to fighter bases. The XB38 was a B- 17E with Allison engines. See also B-40 below.

B-18( more data)

Bolo.

B-18A (more data)

Canadians as Digby 1, perhaps from its export designation, DB-1. DB means Douglas Bomber. The Canadian planes were used for ASW, as was the B-18B (not rated), which carried no defensive armament and was converted from B-18As. The B18AM could carry larger bombs; a total of 41 B-l8s and B- I 8As were so modified. I don t know if it deserves a separate rating. The two C-58s (not rated) were transport conversions. The XB22 had different engines; the DB-2 was a B-18 with a nose turret.

B-23 (addition) Not rated

Dragon. This was a further development of the B-18 and the first Army bomber with a tail gun. Briefly considered for the Doolittle raid but rejected because its wingspan was too wide for a carrier. The 17th Bombardment Group, which included the raiders, was the only unit to use the B-23 operationally. Only 38 were built; 12 later became UC-67 transports (not rated).

B-24A (addition)

7 ordered by USAAC as service test (YB-24) and 36 for evaluation (B-24A), but only 9 were delivered as B-24As, the ,:,,others being modified during production into later models. 120 ordered by the French and 164 by the British. The first six RAF models were delivered under the designation LB-30A and used unarmed transports on the Trans-Atlantic Return Ferry ice. The next twenty, designated Liberator I, were used operationally by Coastal Command for anti-submarine duties. 39 were delivered as the Liberator II and used by CoastalCommand and by two squadrons, as bombers, in the Middle East (and appear in WitD). Some were used as unarmed transports, including one by Winston Churchill, under the designation LB-30.

B-24B (correction)

The XB-24B was a single prototype, converted from the XB24, and was the first model with turbo-supercharged engines.

B-24C (correction)

Nine delivered to USAAC. Not the Liberator II. It did not have a Liberator designation and none went to Britain. Only nine were built. The RAF "B-24C" counter in War in the Desert is actually the Liberator II (see Lib 2 below) but no change is really necessary as the factors are the same.

JMA: From Aircraft of the Royal Air Force Since 1918 by Owen Thefford (Funk & Wagnalls; New York 1968), pages 146-147.

"The U.S. Army Air Corps placed its first contract for seven YS-24 bombers... in the autumn of 1940. In the meantime, the French government had placed an order for 120. France was out of the war before these could be delivered, but the order was taken over by the R.A.F. and further British contracts for 165 were added... six were diverted to transport duties... These unarmed transports were designated LB-30A (equivalent to Liberator I) and later examples LB-30 (equivalent to Liberator II).

"As a result of British recommendations, the Consolidated designers improved the operational efficiency of the Liberator... This version emerged as the XB-24B, one of which was supplied to the U.S. Army Air Corps for test and twenty of which (AM 910 to AM 929) reached the R.A.F. as the Liberator I...

"The next version of the Liberator, which entered service with the U.S. Army... as the B-24C and 139 of which became the Liberator I of the R.A.F..."

B-24D (correction) 4HB5 2-16/37

Listed in TEM as B-24D#? The first 94 B-24Ds had no waist or ventral guns. 260 used by the RAF, with modifications, as Liberator III; and others, received under Lend-Lease and not modified, as Liberator IIIA.

B-24D-140 (correction) 5HB5 2-18/34

Listed in TEM as B-24D#?. Later B-24D models had two waist guns and a ventral gun. Starting with the B-24D- 140-CO, built by Consolidated at San Diego (CO), the ventral gun was replaced by a retractable ball turret with 2 machine guns. A few B-24Ds were also manufactured by Douglas with the designation "DT"; and some by Consolidated at Fort Worth, "CF".

122 later model B-24Ds delivered to the RAF, fitted with radar, Leigh Lights and British armament, known as Liberator G.R. V.

Used by the USN for antisubmarine duties as PB4Y-1.

An upgunned "destroyer," for escorting bomber missions, the XB-41 did not see combat.

B-24E (addition)

B-24D with different engines built by Ford, but also by Consolidated and Douglas (albeit without different engine model). RAF designation: Liberator IV, but none were delivered.

XB-24F (addition)

One B-24D was modified to test thermal de-icing equipment. B-24G (more data)

First B-24 with nose turret. Built by North American at Dallas, "NT." To RAF as Liberator V.

B-24H (more data)

B-24G as built by Consolidated, Douglas and Ford. Later models with upgraded engines. Used by RAF as bomber: Liberator B.VI, and for antisubmarine duties: Liberator G.R.VI.

B-24J (more data)

Actually not very different from H model, except for autopilot and bomb-sight. Main difference was the upgraded engine which gave increased high altitude performance (also fitted in late model Hs). RAF: Liberator B.VIII and Liberator G.R.VIII.

B-24L (addition)

J model built by Consolidated at San Diego and by Ford with hand-held tail guns.

B-24M (more data)

Last large scale production model. Had light weight tail turret.

XB-24K (addition)

Tested single vertical tail for better stability.

B-24N (addition) Not yet rated

Production model with single vertical tail, and modified nose and tail turrets. The transport version was the RY-3 (see below). The German surrender prompted the cancellation of 5,168, B24Ns; only seven YB-24Ns were built.

B-25 (addition) Not rated

There were no XB-25 or YB-25s; the 24 planes built can be considered service test models.

B-25C (more data)

B-25Cs were built by North American at Inglewood, CA. Some planes were modified in the field to have eight .50 caliber machine guns in the nose (5 B 5), but not enough for a counter.

JMA: You probably mean 5A5, as the attack-style nose would most likely be for attack-style configuration and operations, Thus, the medium bomber B-25C 4B5 3-6/24 would most likely rate attack bomber B-25C 5A5 4-3/24 with the attack style nose.

B-25D (more data)

Designation for B-25Cs as built by North American at Kansas City, MO. Both models given designation as Mitchell II by RAF.

XB-25E and F (addition)

First B-25 models with experimental designation. Tested thermal de-icing systems.

B-25G (more data)

The 75mm gun was one of the largest fitted to any operational aircraft. The British tested two but did not give them a Mitchell designation.

JMA: But not the largest. The Italian P.108B heavy bomber had a P.108A (= A for Artigliere, Artillery) version with a 102mm cannon incorporated into a redesigned P. 108B nose, for anti-shipping use. Although only one P. 108A was produced, it successfully passed extensive tests in the spring of 1943 and thus probably should be counted as an operational aircraft, although I'm unsure if it actually flew any combat missions. The Luftwaffe grabbed it on Italian surrender and carted it off to Germany, where it was subsequently destroyed.

B-26 (more data)

Pilots called it the "Flying Prostitute" because its small, high wing made it appear to have no visible means of support; or the "Widow Maker," because crashes in training caused by its highwing loading. The USAAC briefly considered the name "Martian."

B-26B (more data)

Range depended on bomb load: 1,500lbs. and maximum fuel: 2,000 miles; 3,000lbs.: 1,150 miles; and 4,000lbs: 550 miles. 19 delivered to RAF as Marauder IA.

B-26B10 (change) 5 B 6 3-6/20

Can be considered a completely new model as it had an increased wing span to reduce high wing loading (which reduced maximum speed) and heavier armament (11-12 mgs) The factors are given by John Astell in TEM #42. As B-26B10 was a significant improvement over previous versions, I believe it is indeed worth showing the B-26B10 separately.

B-26C (addition)

B-26Bs as produced by Martin at Omaha, Nebraska. Late model Cs and B-10s had power-operated tail turret in place of hand held guns and deleted second bomb bay which was fitted for two fuel tanks. (bomb capacity also reduced). 100 delivered to SAAF as Marauder II.

B-26G (addition)

Final production model, 893 built by Martin at Baltimore MD with production ending March 30, 1945. 57 built as TB-56G for training and target towing duties.

B-34 (more data)

The British ordered 550 Ventura IIIs but the contract was canceled and the 18 built were used as B-37 trainers by the USAAF. The B-34 series was derived from the C-56 Lodestar, which in turn was a progressive development of the Electra/Hudson.

XB-40 (addition) Not rated

Escort gunship version of the B-17F originally fitted with twin machine guns in the waist positions, another dorsal turret, and a chin turret (later used on B-17Gs). 20 YB-40s were built and combat tested in May-August 1943 by 8th Air Force and proved to be failures as they could not keep up with normal B-17Fs because of their extra guns and ammunition.

BT-1 (more data)

The XBT-2, a redesign, became the SBD-1. 54 built for USN, had vicious handling characteristics, and redesigned as XBT-2, re-engined version redesignated SBD-1.

C-32 (more data)

Used in the Spanish Civil War as both a transport and makeshift bomber. Main USAAC versions were the C-33 (18) and the C-39 (35) and C-32A (24 impressed civilian DC-2s). The British purchased 25 DC-2s used them in the Middle East and India & the DC-2K The RAAF -used 10 other excivilian DC-2s

C-46 (more data)

Originally designed as a commercial airliner under the designation of CW-20 but never entered service. 3,180 built as military transports. The plane was plagued with design faults, most notably the lack of wing vents to dispose of fuel leaking from wing tanks. At least 31 were lost in midair explosions in the Far East. Only 183 were delivered to the ETO, but during Operation VARSITY, 22 were shot down in flames. Most of the rest operated over "the Hump," the aerial supply line from India to China.

C-47 (more data) Military version of the DC-3 and DC-3A airliners. DC means Douglas Commercial; the type was originally named DST for Douglas Sleeper Transport. Used by USAAF with two main designations: C-47 (transport) and C-53 (passenger). Impressed civilian DC-3s were known as C-48, C-49, C-50, C-51 and C-52 (depending on the engine fitted). The British bought or impressed 8 civilian DC-3s and used them in the Middle East and India with no change in designation. Military built versions were known as Dakota I (C-47), II (C-53), III (C-47A), and IV (C-53A).

Both Japan and The USSR acquired a license to build the DC3, with the Japanese version designated L2D (code-named by the US as "Tabby") and the Soviet version known as Li-2.

Experimental versions included C-47C, equipped with floats and tested; and the XCG-17, an engineless glider that could carry 15,000lbs. of cargo,

C-54( more data)

Military version of the DC-4 airliner. The single C-54C was a special conversion for FDR's use. 1,315 built under wartime orders, including 71, postwar, in Canada; but not used in combat zones, flown as long range logistic transport by Air Transport Command and Naval Air Transport Service for trans-Atlantic and trans-Pacific operations; 10 delivered to RAF in mid 1945; test version flown carrying M-22 light tank with turret removed and stowed inside for possible airborne use. Used for design study of XB-31, a possible competitor for the B-29.

C-69 (more data)

Military version of what ultimately became the post-war Constellation airliner. 260 ordered but only 73 built, of which only 22 were delivered before the end of the war.

C-73 (addition) Not rated

27 Boeing 247s, a pioneering airliner which entered commercial service one year before the DC-2, were impressed by the USAAF for use by Air Transport Command. 8 Boeing 247Ds were purchased by the RCAF in 1940, one of which ended up in England.

C-75 (addition) Not rated

Boeing Model 307 "Stratoliner," based on the B-17C and the first four-engined pressurized airliner. Only 10 were built, of which 5 were purchased by USAAF for use by Air Transport Command.

C-87 (more data)

Also called Liberator Express. USN designation: RY-1. RAF received 24 as Liberator VII.

CG-1 OA (addition) 0 GHT -1 O/T

The Army's largest glider, capable of carrying a 2 1/2 ton truck. Intended for the invasion of Japan; 1000 were ordered but only ten built.

CG-13A (more data)

Only one was used operationally, in the Pacific. Twenty were available for Operation VARSITY. A total of 132 were built.

CG-15A (more data)

None were used in combat. It first appeared in Europe in March 1945. A fighter could tow it.

DB-7 (more data)

The French ordered these in two groups, which did not receive separate designations. The first group consisted of 100 planes, of which 85 were delivered, the remaining 15 going to the RAF as the Boston I and used for training in tricycle-gear landings, the DB-7 being the first military aircraft so equipped. The second group of 170 planes had different superchargers, but was otherwise identical. The factors given in TEM #42 should incorporate both groups. The French received 23 of the second group, while the rest became Boston IIs; most were later converted to Havoc I night fighters (see TEM #43/44). Some of the French order were to be diverted to the Belgians but never delivered. Jason Long lists only the DB-7.

DB-7A (change) 3 A 4 3-1/9

The French received a handful; the rest were transferred to Britain while France fell. The British converted most to Havoc II night fighters and the rest to Boston III configuration. None were designated Boston II. What happened here is the Europa DB-7A originally rated for Fall ofFrance is actually the second group of French DB-7s; as noted above I do not believe the different supercharger rates a higher defense factor. David Hughes in TEM #50 follows Europa convention in listing a DB7A and DB-7B with the factors from TEM #42.

DB-7B (correction) 4 A 5 3-1/13

The DB-7B was the British, not a French, version; the French ordered it under the designation DB-73. The DB-7B in Fall of France is in fact the DB-7A (see above), the short range being the giveaway. The DB-7B was identical to the A-20C, a point stressed by William Green and others, and so did not differ fairly considerably from A-20 models. British and Russian DB7Bs and the French DB-73 should be shown as A-20Cs; Alan Philson did this in TEM #50.

DB-7C (correction)

'This is the correct export designation for the Dutch planes, but these were also identical to the A-20C (see above) and should get the designation and factors thereof.

F2A-1 (addition) 3F3 0 C 11 Original version with two .50 caliber machine guns and the USN's first operational monoplane carrier fighter.

F2A-1 (addition) 4F3 0 C11 USN version with two more machineguns; 43 F2A-1s went to Finland (armed with extra guns) as B-239.

F2A-1 (correction)

There was no French version.

F2A-2 (addition) 4F4 1 C12

43 built for USN to replace the F2A-1s sent to Finland and armed with 4 machine guns and equipped with a more powerful engine.

F2A-2 (addition) 4 F 4 1/12

Belgian version. 40 ordered as Model 339B. 2 made it to Europe, 6 were loaded on the Bearn and left to rot in the Caribbean, and the remainder were taken over by the British as the Buffalo I.

F2A-2 (addition) 3 F 3 0/12

British version. 170 ordered by British as Brewster B-339E and also designated Buffalo I. Originally armed with 4x .50 caliber mgs and 2x 100 lbs bombs but rearmed with 4x .303 caliber mgs.

F2A-2 (addition) 3 F 3 1/11

Dutch versions: 72 Brewster B-339D (72) with 1,100hp Wright GR-1820-GI05A Cyclone engines; and 20 Brewster B439 with 1,200hp GRI 820-G205A engines. Ordered for service in the East Indies.

F2A-3 (change) 4F3 1C14

The heaviest of all Buffalos, due to an extended fuselage and larger fuel tanks, and the extra weight affected performance even more. 108 ordered. Served briefly aboard carriers, then given to the Marines.

FF-1 (addition) 1 F2 1 C12

First Grumman fighter to see service with USN: 27 FF-1 fighters and 34 SF- I scouts were manufactured and were in front line service from 1933-1936. Canada Car & Foundry assembled 42 from components manufactured in the USA as the GE-23, ostensibly for Turkey. 36 were delivered to Republican Spain in 1937 (as shown in FWtBT). 10 additional models were built in Canada to keep the plant in business pending manufacture of the Hurricane and some 15 (1 had been sold in South America) saw limited service with the RCAF as the Goblin I in 1941.

F2F-1 (more data)

Flying Barrel.

F4F-3 (more data)

With fixed wings and 4x .50 caliber machines guns, the first 54 were ordered by USN in August 1939, and the French also ordered 81 in 1939 as G-36A to be armed with 6x 7.5mm machine guns. These were delivered to the British as the Martlet I and re-armed with 4x .50 caliber machine guns.

The French ordered 81 in 1940 for the carriers Joffre and Painleve; this order was taken over by the British and the planes (called Martlet I) were in action by December. The standard F4F-3 was the Martlet II; it proved the value of the escort carrier. Includes the 59 carrier-based F4F-3As. In War in the Desert the F4F-3 is given a range of 15; TEM #42 is probably more accurate. The F4F-3S was a floatplane version inspired by the A6M2-N Rufe, but the float reduced performance and only a few were built.

F4F-3A (more data)

Still with fixed wings and the same armament as the F4F-3 but with a different engine (and originally designated F4F-6). The Greeks ordered 30 G-36As which were supplied from USN contracts for the F4F-3A (which appear in Balkan Front as an optional unit), and 23 of these were diverted to the British when Greece fell as the Martlet III and served in the Mediterranean, both land-based and carrier-based. This model should carry the 'C' code. Inspired by the A6M2-N "Rufe," one F4F-3 was equipped with twin floats and test-flown as the F4F-3S, and 100 sets of floats were ordered. The performance difference and the availability of carriers and land bases in the Pacific meant that this variant never saw service.

RF-4 (more data)

100 G-36Bs were ordered by the British as the Martlet II and equipped with folding wings and 6x .50 caliber machine guns. 220 late production USN F4F-4s were delivered under LendLease and designated Martlet IV (USN: F4F-4B). General Motors built F4F-4s were designated FM-1 and 311 were delivered to the British as the Martlet V. Navy pilots did not like the performance of the F4F-4 versus the -3 but they did like the added guns and armor that caused the performance decrease. The F4F-7 was a photo-recon version.

F5F-1 (historical note) Not rated

Skyrocket. While the lessons learned from Grumman's first twin-engined carrier fighter were applied to the F7F, the Skyrocket, of which only one prototype was built, is more famous as the plane flown in the comics by the Blackhawks, where it saw a great deal of fictional combat beginning August 1941. USAAF's XP-50 prototype, which crashed, was similar.

F6F( more data)

Original British name was Gannet. F6F-3E and -5E also night fighters; E and N designated different radars. Served mainly in the Pacific with USN and FAA, only USN service in ETO is during ANVIL-DRAGOON.

FM-2 (more data)

A lighter model with a taller tail fin built by General Motors for operation from escort carriers and for anti-submarine duty by both the USN and the RN. Armed 4x .50 caliber machine guns and capable of carrying rockets. 340 were supplied to the British as the Martlet VI. In early 1944 British terminology was made uniform with American terminology and all "Martlets" were redesignated "Wildcats."

F4U-1 (more data)

Includes the F4U-1A, B, C and D and FG-1D The B model was the Chance Vought designation for the Corsair I. The C model had 4x 20mm cannon. Goodyear built Corsairs are FGs, Brewster built Corsairs are F3As. Brewster production was badly managed and their production line was shut down in July 1944 with 735 built. British Corsair IIs had clipped wings because of lower Royal Navy carrier hanger ceilings. FAA Corsairs served in the ETO giving cover for raids on the Tirpitz and other air strikes against German bases in Norway.

F4U-4 (more data)

Includes F4U-4C.

Hawk 75 (change) 3 F 4 0/9

The Narvik Hawk 75s are actually the Hawk 75A-6 (see below). The Hawk 75 was a simplified export version of the YIP-36 service test model with fixed landing gear. The factors given are for the Hawk 75M (112 with 2mg to China) and Hawk 750 (30 to Argentina plus 200 license-built).

Hawk 75N (addition) 4 F 4 0/9

25 Hawk 75s with 2mg and 2x 20mm cannon were sold to Royal Thai Air Force and saw action against the French in IndoChina in 1941.

Hawk 75A (addition) 4 F 5 1/10

The Hawk 75 as operated by the Finns in Fire in the East. The designation was corrected in A Winter War. The counter includes the ex-French Hawk 75As sold to Finland by the Germans in 1941: 36 75A-1, -2s and -3s plus 8 ex-Norwegian Hawk 75A-6s.

H75A-3 (more data)

135 Hawk 85A-3s were ordered by the French with Twin Wasp engines; 227 early model Hawk 75s were taken over by the British with A-is named Mohawk I, A-2s Mohawk II, and A-3s Mohawk III. 72 were sent to the South African Air Force and served in East Africa. The 24 Twin Wasp powered models for Norway was designated Hawk 75A-6 and had 4mgs and some were delivered before the fall of Norway.

H75A-4 (more data)

395 Hawk 75A-4s were ordered by the French with Cyclone engines; those taken over by the British were designated Mohawk IV. Mohawk IVs served in Burma with two RAF squadrons until January 1944.

H75A-5 (addition)

Hindustan Aircraft in India was originally to assemble Hawks from US made components as the Hawk 75A-5. Only 5 were completed.

The Dutch ordered 35 Cyclone powered Hawk 75As designated Hawk 75A-7. 24 were delivered, after the fall of the Netherlands, to the Netherlands East Indies.

Iran received 10 Cyclone powered models as the Hawk 75A9. These were taken over, still in their packing crates, by the British and sent to India.

The Norwegians ordered 36 Cyclone powered models with 6mgs as the Hawk 75A-8. These were taken over by the USAAF as the P-36G, 28 were supplied to Peru and the balance to Norwegian forces in exile training in Canada (along with any undelivered Hawk 75A-6s).

LB-30 (correction)

Based on the B-24A; few converted. LB-30A also from B24A, not B-24B; there were only s1x...

JMA: See B-24A note above.

Lib 2 (addition) 3 HB 4 2-12/35

Liberator II. Did not have a B-24 designation. It was based on the B-24A (not the B-24C), with Boulton Paul power turrets added. A total of 139 were built. Alan Philson did not include any in TEM #50 despite the fact that they equipped three Coastal Command squadrons. The "B-24C" counter in War in the Desert is actually the Liberator II. Some became LB-30 unarmed transports (see above). I have followed William Green in separating the Liberator II from both the LB-30 and B-24 rather than John Astell, who has equated the Liberator II with the B-24C; the latter had Martin power turrets. Both views are equally valid. The USAAF, however, equated the Liberator II with the LB-30 and used the latter designation for the 15 planes it retained and used in the Pacific.

JMA: See B-24A note above. Also see Lend-Lease Aircraft in World War II by Arthur Pearcy (Airlife; Shrewsbury 1997) which shows that the British Liberator II equated to the American B-24C. I believe Mr. Hernandez is promoting a technical distinction that goes beyond what the participants in WW2 sought: the Liberator II is not identical to the B24C but was equipped to British requirements and was equivalent to the B-24C. Similar distinctions, however, are true for many other aircraft, particularly in the early to mid war years, as various details on a USAAF would be changed to British standards for the same model in RAF service. For example, it was often convenient for the RAF to have USproduced aircraft use British machineguns, since the RAF was already set up to provide and maintain the British guns, ammunition, and spare parts.

N-3PB (addition) Not yet rated

Norway ordered 24 Northrop floatplane patrol-torpedo bombers in 1940. They could not be delivered before the German invasion but were used for ASW patrol off Iceland in 1940-41 by the Norwegian pilots of No. 330 Squadron RAF.

P-6E (addition) Not rated

Hawk. Part of the famous series begun with the PW-8 (pursuit, Wright engine) through the P-1, P-2, P-3, P-5 and F6C. Earlier P-6s were rebuilt to P-61) standard, which had similar performance to the P-6E. This model, of which 45 were delivered, incorporated improvements from the YP-20 and XP22. Final developments were the XP-23, the Army's last biplane fighter, and the F11C (see BFC-2 and BF2C-1 above). The P-6E remained in active service through 1937; a few continued in lesser roles into 1939.

P-30A (addition) Not rated

Redesignated PB-2A in 1935; I chose the earlier designation to avoid confusion with Navy planes. The Army s last singleengine fighter with a rear gunner. They were still in service in 1939. Besides the 50 P-30As there were four P-30s (later PB-2) and four A-11s, which were both similar. The plane derives from the XP-24, the Army's first monoplane fighter (the Y1P-24 and related Y1A-9 were not built).

P-35 (addition) 3 F 4 0/17

The Army's first modern fighter, developed from a 1933 three seat commercial floatplane (!). 77 were ordered after a fighter competition with the Curtiss Hawk 75 (P-36). None saw combat and they were eventually replaced by their Curtiss competitor.

P-35A (change) 4 F 4 1/17

These are the factors given by Jason Long in TEM #26; the factors in TEM #42 seem more appropriate for the P-35 (see above). The P-35A had more guns, in fact the same armament as the F2A-1 flown by Finland, and could carry up to 350 lbs. of bombs. Sweden ordered 62 in 1939. These entered service in 1940 as the J9. An additional Swedish order was embargoed and these planes, as the P-35A, went to the Philippines.

P-36A (more data)

Includes the single P-36B. The XP-36D, E and F tested armament variations and the XP-42 a new cowling; the XP-40 was also a P-36A conversion.

P-36C (addition) 4 F 5 0/13

This version had more guns and a more powerful engine. The USAAF received 31 of these. The XP-37 and YP-37 (Hawk 75I; not rated) were further developments.

P-36G (addition) 4 F 5 0/14 ??

Hawk 75A-8. See Hawk 75A-4 above. P-38D (more data)

Only 36 were built, but a P-38D was the first USAAF plane to shoot down )a German, this being a Fw 200C Condor. The unattributed quote about the P-38's performance is backed up by other sources, but the Germans were impressed and called it der Gabelschawanz Teufel (fork-tailed devil). The leading American ace, Richard Bong, scored all 40 of his victories flying P-38s in the Pacific. The first P-38s were originally called Atalanta by Lockheed; some sources spell it "Atlanta." The 29 planes flew patrols off California in 1942. There were no P-38A, B or C models. Photo Lightnings were designated F-5.

P-38M (more data)

Night Lightning. Modified P-38L. The 75 planes just missed the war. It carried all P-38L armament including rocket launchers, so could have bomb factors of 4-1. Two P-38Gs and some P-38Js (not enough to rate a counter) were converted to night fighters and used in combat in the Pacific.

P-322 (more data)

The French ordered this plane at the same time as the British, in March 1940. The most likely possibility is this order was 417 planes with 250 more ordered by the British. Whatever the numbers, French P-322s would have had a 20 min cannon like later models, 7.5 mm machine guns, opposite-rotating propellers and none of the British equipment that hurt performance. The French intended to use the Lightning for ground attack. Had France contrived to stay in the war into 1942, her P-322s would have arrived that year. David Hughes left them out of his French air order of battle in TEM #50 and #51. Of the British planes, only 23 were built to their specifications; 120 more were completed as P-38Fs and Gs, all designated Lightning II. Except for three test planes, the RAF rejected both the Lightning I and II.

P-39( more data)

There was no P-39A. The YP-39B was the pre-production version of the P-39C (originally P-45); only 20 P-39Cs were built. The XFL-1 Airabonita was a naval adaptation. The original P-39 was lighter and had a turbosupercharged engine; the Army deleted the supercharger and overloaded the plane trying to turn it into a ground attack fighter.

P-400 (more data)

The French also ordered the Airacobra in 1940, but I do not know if the French ordered all 675 P-400s or if the British added planes to make the total 675. The French, who wanted the P-400 for ground attack, specified the 20 min gun. French P-400s begin to arrive Nov I 41 in game terms: David Hughes left them out also. The USSR eventually got 212 and the British briefly used a few. Originally called Caribou I by the British, who ordered 494 more as the Airacobra IA. The first 336 (P-39D-1) had only minor changes from the P-400 but the remaining 158 (P-39D-2) were the same as the P-39D. Most of these stayed with the USAAF also; those flown by the British went to North Africa and are correctly omitted from Alan Philson s RAF order of battle in TEM #50.

P-40A (more data)

Only 140 were built. Tomahawk I, IA, and IB; nearly all used as trainers. The Warhawk name was not used before the P-40D.

P-40C (more data)

Besides Soviet and Turkish use, 90 of the 100 planes sent to China equipped the Flying Tigers, who also got 30 P-40Es.

P-40D (more data)

Because the P-40 was underpowered, Curtiss developed a new design, the XP-46. The Army kept the P-40 in production but adopted the more powerful engine starting with the P-40D. When the British asked North American to build the P-40, some of its design elements were incorporated into the P-51 Mustang. Only 22 P-40Ds and 20 Kittyhawk Is were built before armament was increased.

P-40E (more data)

Includes the P-40E-1 (820 P-40Es were built before the block system was adopted); RAF and RAAF as Kittyhawk IA. Also includes the later Kittyhawk I with six guns.

P-40F (more data)

Kittyhawk II; all went to the USSR, Free French and USAAF.

P-40L (more data)

This was a stripped P-40F. P-40M (more data)

Almost all went to the RAF, RAAF and RNZAF. The British called both the P-40K and M Kittyhawk III. Includes re-engined P-40Is and Ls designated P-40R. There were no P-40H or P, while the XP-40J and Q tested various improvements. Other developments included the XP-53 and XP-60 through 60E; like the XP-46 they were intended as replacements for the Warhawk.

P-43A1 (addition) Not yet rated

Lancer. Developed from the P-35. Not used by, the USAAF, but 108 went to China, who flew them against the Japanese. Built to keep Republic in business while the P-47 was developed. P-43 and P-43A similar, but all were converted to P43B and C photo-recon planes (not rated). The RAAF used the other 17 P-43A-1s for photo-recon too. The improved XP-44 was canceled in favor of the P-47B.

P-47D25 (more data)

Brazil received 88 P-47Ds; the Brazilian air contingent in Italy is correctly included within the USAAF MTO order of battle. The Mexican Expeditionary Air Force, equipped with various P47D types, saw some combat in the Philippines in 1945.

P-47M (more data)

A souped-up Thunderbolt with a more powerful engine and lightened by removing the wing racks. Its target was the V-1 flying bomb. Only 130 were built.

P-51( more data)

Original Army name was Apache. Many Mustang Is and IAs were used as photo-recon planes; the F-6A was the USAAF version thereof.

P-51A (more data)

British as Mustang II. F-6B was the photo-recon version.

P-51 B (more data)

The Malcolm hood fitted to the Mustang III was the predecessor of the bubble canopy. The Mustang X (experimental, not ten) was the British prototype for the P-51B.

P-51D (more data)

Includes the P-51K (version built in Dallas with slightly smaller airscrew) and the CA-17 Mustang 20, license built in Australia, which just missed the war.

P-51H (more data)

Includes the P-51L (with more powerful engine) and P-51M (Dallas built version) which were canceled when the war ended.

P-59A (historical note) Not rated

Airacomet. The original XP-59 was an unrelated pusher design with P-59A chosen as a security measure. America's first jet but slower than the P-51 and was such a poor gun platform that only 50 of an original 100 ordered were built (the last 30 as P-59B with increased fuel capacity). It was relegated to training.

One YP-59A was traded to the RAF for the first production Meteor I and the USN received two as the XF2L-1.

P-63A (more data)

Although resembling the P-39 this aircraft was actually an entirely new design, features of which had been tested by XP63E. 1,725 P-63As were built, most of which were sent to Russia.

P-63C (more data)

P-63A with different engine. 1,227 built of which most went to Russia although 300 were delivered to the French. Several hundred P-63s were used as manned gunnery targets with extra armor to shatter frangible bullets being fired at them. 2,943 P63Es were ordered with increased fuel capacity and enlarged wings, but only 13 were built.

P-64 (addition) Not rated

Another armed version of the AT-6 (see A-27 above). Seven of a similar model went to Peru and were used in combat against Ecuador in 1941. Thailand ordered this version; but the six planes were seized by the USAAF and served as advanced trainers.

P-66 (addition) Not yet rated

Vanguard. Sweden ordered 144 from Vultee in February 1940 but they were embargoed in October. The RAF got a few and the USAAF kept some as trainers; 129 went to China.

P-70 (addition) 4 NHF 4 0/16

60 USAAC A-20s were converted as interim nightfighters in 1942 as P-70 Nighthawks with British radar and 4 20mm cannon. 25 were sent to Hawaii and then on to New Guinea and Guadalcanal. The rest were used for training.

P-70A-1 (addition) 4 NHF 5 0/17

39 A-20Cs were converted in 1943 as P-70A-Als with better radar and 6 machine guns. These were 1943 conversions from the A-20C. All 39 planes went to the Pacific. Incorporates the single P-70B-1, with similar armament and radar but based on the A-20G.

P-70A2 (addition) 4 NHF 5 0/19

65 A-20Gs were converted, to P-70A-2s. A further 105 A20Gs and Js became P-7013-2 trainers (not rated). Most P-70s were retained in the states for training purposes.

P-75A (addition) Not rated

Eagle. A late-war long-range fighter. Only five were built, as much due to changing requirements as to jet fighters and the end of the war.

P-80A (more data)

Four YP-80As were deployed to the ETO Dec 1944-May 1945 for tactical evaluation but none saw combat (and one crashed). 1,000 were ordered in December 1944. 412th Fighter Group with P80As and one squadron of F-14s (recon version) was scheduled for deployment in the Pacific by December 1945.

P-82B (addition) Not yet rated

Twin Mustang. Two modified P-51H fuselages were joined together to create a long-range escort for B-24 and B-29 missions in the Far East; the two pilots could spell each other during the long flight. 500 ordered but only 20 had been built the end of the war.

PB-2A (addition)

See P-30A above.

PH (addition)

A biplane flying boat used in very small numbers (PH-2: 7; PH-3: 7) for air-sea rescued by the United States Coast Guard in 1941.

PBY-1 (more data)

Built for USN in 1936-1938 as PBY-1 (60); PBY-2 (50); PBY-3 (66) and PBY-4 (33).

PBY-5 (more data)

167 ordered by USN in 1939 and 106 ordered by Britain in 1939-1941 as Model 28-5. First 99 designated Catalina I and 14 amphibious versions of Model 28-5 purchased by RCAF were designated Catalina IA. Lend-lease PBY-5s were designated Catalina 11, and 36 Model 28s delivered to RCAF as Catalina IIA. 97 late production PBY-5s allocated to Great Britain as Catalina IVA. Also built by Boeing Canada as PB2B-I (British: Catalina IVB).

Three purchased by USSR in 1938 as Model 28-2 and about 150 were built under license as the GST at Taganrog before the Germans overran the city in 1941.

PBN-1 (addition) Not yet rated

155 improved PBY-5s built by Naval Aircraft Factory and called "Nomad," all but 19 delivered to USSR (British: Catalina V but none delivered). Boeing Canada also built a version as the PB2B-2 (British: Catalina VI). Amphibious version, designated PBY-6A, built by Consolidated: 52 to USN, 75 to USAAF and 48 to USSR.

PBV-1 (addition) Not yet rated

PBY-5A amphibians built by Canadian Vickers and delivered to RCAF as "Canso A" and to USAAF as OA-10A.

PB4Y-2 (addition) Not yet rated

Privateer. A late-war version of the Liberator resembling the B-24N but developed independently with a redesigned fuselage and non turbo-supercharged engines. A transport version was proposed for the USAAF as the C-87C but not built. 46 of the Navy: RY-3, were delivered and 27, designated Liberator 1X, were allocated to the RAF (but not all were delivered).

RB-1 (addition) Not rated

Conestoga. B is for Budd, the railroad car manufacturer, who built only 26 of an initial USN order for 200. This twin-engined transport was of all-welded stainless steel construction, Budd's specialty, as an alternate source of material in the event of an aluminum shortage and intended to replace the C-47 and Ford Tri-Motor. The USAAF ordered 600 as the C-93 but the entire order was cancelled. Cargo capacity: 10,400 pounds.

SBA-1 (correction)

Prototype built by Brewster, 30 production models built by Naval Aircraft Factory as SBN- 1. Used by VB-3 and for training by VT-8.

SB2A-1 (more data)

As Bermuda I (Brewster Model 340), 750 ordered by Britain in July 1940 and 162 ordered by the Netherlands for the Royal Netherlands Army. 771 Buccaneers and Bermudas were built, none saw combat and termed "one of the least successful combat aircraft to be put into production by the USA in World War 2."

JMA: Following US entry into the war and the close alliance between the US and Britain (with American and British forces righting side by side in many theaters), American and British authorities standardized the naming of aircraft. This was intended to reduce potential confusion between the various armed services over differently-named aircraft that were indeed the same aircraft. Previously, the USAAF and USN occasionally used unofficial or popular names for their aircraft in addition to their official alphanumeric designations, while the British independently assigned official name designations to the aircraft they acquired from the US. The result of this was that many aircraft sported different names on each side of the Atlantic, such as the American S82A 'Buccaneer' and the British Bermuda, After the coordination, US and British names were the same for new models of aircraft, for example, the American P-51 Mustang and the British Mustang. Many existing aircraft were not extensively renamed at the time of the coordination (as this would have been too disruptive) but some were, and Bermuda thus became the official name for the SB2A.

SBC-3 and SBC-4 (more data)

Served with USN and USMC from 1937 to 1941 and two squadrons on Hornet still had them as of Dec 1941. Did not see combat. 50 delivered to France and Great Britain, via Canada in June 1940. 44 SBC-4s loaded on Bearn ended up rotting in French Antilles, only 4 made it to England, designated as "Cleveland I," and used as instructional airframes.

SB2C-1 (more data)

Last Curtiss aircraft to bear the name Helldiver. The Fleet Air Ann formed one squadron equipped with the SBW-IB variant but did not use them operationally. The Helldiver's handling and maintenance problems combined with its designation earned the SB2C the name "Son-of-a Bitch, 2nd Class."

SBD-5 (more data)

9 tested by Great Britain as Dauntless 1. 32 SBD-5s and 40-50 A-24Bs received by France in 1943 and used in combat in 1944-1945 by both the Armee de I'Air and Aeronavale. 28-30 A-24Bs were used by the Mexican Air Force for antisubmarine patrols in the Caribbean.

SBU-1 (addition) Not yet rated

The Navy's first scout/dive-bomber. These 84 carrier biplanes remained in service through 1940. Includes SBU-2, 40 planes built for the Naval Reserve in 1937-38. In the book The Winds of War Herman Wouk describes a deal giving 53 SBUs to Britain but this may be fictional as I could not find it in any source. If true, the British used them for patrol, training and possibly ASW. Also flown by Argentina.

JMA: To my knowledge, no SBUs went to Britain, and no British name was ever assigned to this aircraft. (The first WW2-era Vought aircraft to Britain was the SB2U, a.k.a. Chesapeake.) The SBU was produced in the mid 1930s, at a time when all British service aircraft were designed and manufactured domestically in Britain. It wasn't until the fag of France in 1940 that Britain saw the need to bolster domestic production with foreign purchases, but even then the British concentrated on buying modem aircraft, not obsolescent biplanes.

SB2U-1 (more data)

The Navy s first monoplane dive-bomber, 54 built.

SB2U-2 (more data)

Second production batch, differing only from SB2U-1 in minor equipment details and slight increase in weight, 58 built for USN. 40 ordered by France in 1939 as V-156-F and fitted with French machine guns and equipment. SB2U-3 (more data)

First model to carry the name "Vindicator." Third production batch, equipped with more armor, .50 caliber machine guns instead of .30 caliber machine guns, and extra fuel tanks for increased range. 57 built for USN. French order for 50 additional V-156-Fs transferred to Britain as V-156-B1 and built to SB2U-3 standards with British equipment and 4x .303 machine guns, but no air brakes. Delivered as Chesapeake I and served briefly with No. 811 Squadron. Being even more overloaded than the SB2U-3 they were soon withdrawn from service.

TBD-1 (more data)

The Navy's first carrier monoplane. 129 built prewar. Service in European theatre confined to antisubmarine patrols by VT-7 at Scapa Flow during March 1942, while its carrier, USS Wasp, was ferrying Spitfires to Malta.

TBF-1 (more data)

One of the first torpedo bombers with an internal Weapons bay, yielding better performance as the torpedo's drag was eliminated. Aircraft supplied to Britain originally known as Tarpon until January 1944 and then Avenger I JBF-1B); Avenger II (TBF-1C). TBM-1 was version built by General Motors.

TBM-3 (more data)

TBF-1C as built by General Motors, and equipped with additional forward firing machine gun and extra fuel tanks. British version Avenger III. The Avenger IV designation was allocated to the TBM-4 which was not delivered.

British Aircraft in American Service:

Because the American aircraft industry was large and extensive, there was little need to purchase foreign aircraft. A handful of British types were acquired in significant numbers during the war. These are briefly mentioned here; as British production, more complete information can be found in TEM #43/44.

Beaufighter VIF

Used operationally by four USAAF night fighter squadrons in North Africa, Italy and Southern France, 1943-1945, as shown in Second Front. Replaced by P-61 s. The first night fighter used operationally by the USAAF.

Horsa I

Used in Operation OVERLORD to transport glider artillery,

Mosquito VII, XIII, XVI and XX.

Used for mainly for photo-reconnaissance, although one USAAF night fighter squadron Mosquito XIIIs in France in late 1944 pending the arrival of the P-6 1.

Spitfire V, VIII, IX and XI. Mark V, Mark VIII Mark IX Used by two USAAF fighter groups (as shown in Second Front). Mark XI used as photo-reconnaissance aircraft by two USAAF reconnaissance groups in UK.