World War 2 In Review

Blackburn Firebrand: British Naval Strike Fighter

Centaurus IX-powered Firebrand T.F. Mk IV torpedo fighter.

The Blackburn Firebrand was a British single-engine strike fighter for the Fleet Air Arm of the Royal Navy designed during World War II by Blackburn Aircraft. Originally intended to serve as a pure fighter, its unimpressive performance and the allocation of its Napier Sabre piston engine by the Ministry of Aircraft Production for the Hawker Typhoon caused it to be redesigned as a strike fighter to take advantage of its load-carrying capability. Development was slow and the first production aircraft was not delivered until after the end of the war. Only a few hundred were built before it was withdrawn from front-line service in 1953.

In general, the Fleet Air Arm had required fighters that were capable of navigating long ranges over sea and speed differential over attackers was not critical. Defense of British naval bases was a RAF commitment but provision had not been made for this and so the Admiralty accepted that it would have to take on the duty. For this it needed an interceptor fighter and experience in the Norwegian Campaign of early 1940 had also shown a high-performance, carrier-based, single-seat fighter would be an advantage. Blackburn tendered their B-37 design using the Napier Sabre 24-cylinder H-type engine, and this was accepted by June 1940 with a proposal to order "off the drawing board" (meaning without prototypes). Air Ministry Specification N.11/40—stating a minimum top speed of 350 knots (650 km/h; 400 mph)—was raised to cover this design and an order placed in January 1941 for three prototypes.

The B-37, given the service name "Firebrand" on 11 July 1941, was a low-winged, all-metal monoplane. Aft of the cockpit the fuselage was an oval-shaped stressed-skin semi-monocoque, but forward it had a circular-section, tubular-steel frame that housed the 169-imperial-gallon (770 l; 203 US gal) main fuel tank and the 71-imperial-gallon (320 l; 85 US gal) auxiliary fuel tank behind the engine. The radiators for the neatly cowled Sabre engine were housed in wing-root extensions. The large wing consisted of a two-spar center section with manually folded outer panels (with five degrees of dihedral) to allow more compact storage in the hangar decks of aircraft carriers. To increase lift and reduce landing speed the wing was fitted with large, hydraulically powered Fowler flaps that extended to the edges of the Frise ailerons. The fixed armament of four 20 mm (0.79 in) Hispano autocannon was fitted in the outer wing panels with 200 rounds per gun. The fin and rudder were positioned forward of the elevator to ensure spin recovery and that the rudder would retain its effectiveness. The mainwheels of the conventional landing gear were mounted at the ends of the center wing section and retracted inwards. The Firebrand was unusual in that there was an airspeed gauge mounted outside of the cockpit so that during landing the pilot would not have to look down into the cockpit to take instrument readings, foreshadowing the modern heads-up display.

The unarmed first prototype first flew on 27 February 1942 using the Sabre II, the first of two armed prototypes following on 15 July. The initial flight trials were a disappointment as the aircraft could only reach 32 mph (51 km/h) below Blackburn's estimated maximum speed of 390 mph. Replacement of the Sabre II with a Sabre III (an engine built specifically for the Firebrand) improved its top speed to 358 mph (576 km/h). The second prototype, DD810, conducted deck-landing trials, with Commander Dennis Cambell at the controls, aboard the fleet carrier HMS Illustrious in February 1943. The Sabre engine was also used in the Hawker Typhoon, a fighter already in production and the Ministry of Air Production (MAP) decided that the Typhoon had priority for the Sabre. The Sabre was also experiencing production problems and so a new engine was needed, along with the necessary airframe adaptations. To use the time and effort invested in the design, the MAP decided to convert the Firebrand into an interim strike fighter, to meet a Fleet Air Arm requirement for a single-seat torpedo bomber capable of carrying bombs, rockets and being capable of air-to-air combat. Nine production F. Mk I aircraft were built to the original specifications and were retained for trials and development work.

After it was badly damaged during an emergency landing, DD810 was converted into a prototype of the first strike variant, the Firebrand T.F. Mk II (with the company designation B-45), that flew on 31 March 1943. It was an adaptation of the Mk I with the wing center section widened by 1 foot 3.5 inches (39.4 cm) to make room for the torpedo on the centerline between the mainwheels. Like the Mk I, the TF Mk II only saw a very limited production run of 12 aircraft and they were also allocated for development work, including those assigned to 708 Naval Air Squadron, a shore-based trials unit. Blackburn proposed several versions of the Sabre-powered aircraft including one for the RAF as the B-41, a version with a high-lift wing as the B-42, and the B-43 floatplane, none of which were accepted for further development.

A new specification was issued as S.8/43 to cover the development of the Firebrand T.F. Mk III (B-45) with the 2,400-horsepower (1,800 kW) Bristol Centaurus VII radial engine. Two prototypes were converted from incomplete F Mk Is and 27 additional aircraft were delivered, completing the first batch of 50 aircraft. The first prototype flew on 21 December 1943, but construction of the new aircraft was very slow with the first flight not being made until November 1944. Most changes were related to the installation of the larger-diameter Centaurus engine, including air intakes for the carburetor and oil cooler in the wing-root extensions that formerly housed the engine's radiators. Spring-loaded trim tabs were also fitted to all control surfaces. Production aircraft after the first 10 were fitted with the improved Centaurus IX engine. The Mk III was found to be unsuitable for carrier operations for a variety of reasons. The new engine produced more torque than the Sabre, and rudder control was insufficient on takeoff with the full flaps needed for carrier use. Visibility while landing was very poor, the tailhook attachment to the airframe was too weak, and the aircraft had a tendency to drop a wing at the stall while landing, so development continued to rectify these issues.

The T.F. Mk IV (B-46), as the new development was designated, featured larger tail surfaces for better low-speed control. The enlarged rudder was horn balanced and the vertical stabilizer was offset three degrees to port to counteract the four-bladed Rotol propeller's torque. The wings now featured hydraulically operated dive brakes on both upper and lower surfaces. The aircraft's wings were now stressed to carry one 2,000-pound (910 kg) bomb under each wing or a 45-imperial-gallon (200 l; 54 US gal) drop tank or eight RP-3 rockets. The frame that held the torpedo was connected to the undercarriage so that it pivoted nose-downward to increase ground clearance with the landing gear extended and pivoted upward to reduce drag while in flight. A 100-imperial-gallon (450 l; 120 US gal) fuel tank could be fitted on the centerline in lieu of the torpedo. The Mk IV first flew on 17 May 1945, and was the first version of the Firebrand to enter mass production, with 170 built, although 50 more aircraft were cancelled.

The later Firebrand T.F. Mk 5 featured minor aerodynamic improvements and 123 were converted from Mk IVs. The final version was the Firebrand T.F. Mk 5A with hydraulically boosted ailerons to increase the aircraft's rate of roll. Two Mk 5s and five Mk IVs were converted to the Mk 5A standard.

The Firebrand did not see action in World War II, as TF 4s were not issued to 813 Naval Air Squadron until 1 September 1945. The squadron was disbanded 30 September 1946 without ever deploying to sea. It was reformed with TF 5s on 1 May 1947 and flew them from the carrier HMS Implacable, later HMS Indomitable, until it was reequipped with turboprop Westland Wyvern attack aircraft in February 1953. 827 Naval Air Squadron received their TF 5 and 5As on 13 December 1950 and flew them primarily off the carrier HMS Eagle until it disbanded on 19 November 1952. A variety of second-line squadrons were issued Firebrands of various marks for training or trials at one time or another.

In test pilot and naval aviator Captain Eric Brown's opinion the aircraft was "short of performance, sadly lacking in maneuverability, especially in rate of roll." Furthermore, the positioning of the cockpit even with the trailing edge of the wing gave the pilot a very poor view over the nose and inhibited his ability to view his target and to land his aircraft aboard a carrier, enough so that Brown called it "a disaster as a deck-landing aircraft."

General Information

Role: Strike fighter

National origin: United Kingdom

Manufacturer: Blackburn Aircraft

First flight: 27 February 1942

Introduction: 1945

Retired: 1953

Primary user: Royal Navy

Produced: 1942–47

Number built: 220 + 3 prototypes

Variants: Blackburn Firecrest

Specifications (Firebrand T.F. IV)

Crew: 1

Length: 38 ft 9 in (11.81 m)

Wingspan: 51 ft 3.5 in (15.634 m)

Height: 13 ft 3 in (4.04 m)

Wing area: 383 sq ft (35.6 m2)

Empty weight: 11,457 lb (5,197 kg)

Gross weight: 16,700 lb (7,575 kg)

Fuel capacity: 239 imp gal (1,090 l; 287 US gal)

Powerplant: 1 × Bristol Centaurus IX 18-cylinder radial engine, 2,520 hp (1,880 kW)

Propellers: 4-bladed Rotol, 13 ft 3 in (4.04 m) diameter

Maximum speed: 342 mph (550 km/h; 297 kn)

Cruise speed: 256 mph (412 km/h; 222 kn)

Range: 745 mi (647 nmi; 1,199 km)

Rate of climb: 2,600 ft/min (13 m/s)

Armament: Guns: 4 × 20 mm (0.79 in) Hispano autocannon; Rockets: 16 × RP-3 ;

Bombs: 1 × 1,850 lb (840 kg) torpedo or 2 × 2,000 lb (910 kg) bombs

Variants

Blackburn B-37: Three prototypes ordered to meet Specification N.11/40, named Firebrand on 11 July 1941. Second prototype re-built as T.F. II prototype.

Firebrand F. I: Production variant of the Blackburn B.37 with an order for 50 aircraft to be built at Brough, most completed as T.F. II and T.F. III variants, first nine completed as F. Is.

Firebrand T.F. II: Improved variant, 12 built from original production branch.

Firebrand T.F. III: Blackburn B-45, a Centaurus VII powered-variant, two prototypes to S.8/43 and 27 production aircraft for original production batch.

Firebrand T.F. IV: Blackburn B-46, improved variant with 2,520 bhp Centaurus IX or Centaurus 57, 250 ordered, but only 170 were completed, of which 124 were converted to T.F. 5 standard, some before delivery. Six were modified and designated as T.F. IV(mod).

Firebrand T.F. 5: Improved variant, 124 modified from T.F. IV, two conversions to T.F. 5A.

Firebrand T.F. 5A: One prototype modified from a T.F. 5 and six conversions from either T.F. IV or Vs.

Operators

United Kingdom: Royal Navy Fleet Air Arm: 813 Naval Air Squadron; 827 Naval Air Squadron

Bibliography

Brown, Eric. "The Firebrand...Blackburn's Baby 'Battleship'". Air International, July 1978, Vol. 15:1. Bromley, UK: Fine Scroll. pp. 25–31, 46–47.

Buttler, Tony. Blackburn Firebrand – Warpaint Number 56. Denbigh East, Bletchley, UK: Warpaint Books, 2000.

Buttler, Tony. British Secret Projects: Fighters & Bombers 1935–1950. Hinckley, UK: Midland Publishing, 2004.

Friedman, Norman. British Carrier Aviation: The Evolution of the Ships and Their Aircraft. Annapolis, Maryland: Naval Institute Press, 1988.

Jackson, A. J. Blackburn Aircraft Since 1909. London: Putnam, 1968.

Sturtivant, Ray. Fleet Air Arm Fixed-Wing Aircraft Since 1946. Tonbridge, Kent, UK: Air-Britain, 2004.

Sturtivant, Ray. The Squadrons of the Fleet Air Arm. Tonbridge, Kent, UK: Air-Britain (Historians), 1984.

"Blackburn Firebrand IV". Flight. Vol. XLVII, no. 1918. 27 September 1945. pp. 339–41.

"Blackburn Firebrand IV". Flight. Vol. XLVII, no. 1918. 4 October 1945. pp. 367–69.

Thetford, Owen (1991). British Naval Aircraft since 1912. London, UK: Putnam Aeronautical Books, an imprint of Conway Maritime Press Ltd.

Firebrand F.I prototype DD804.

Firebrand first prototype DD804.

Firebrand F.I.

Firebrand F.II.

Firebrand.

Firebrands.

Firebrand TF.II prototype (NV636). Originally the second prototype Mk I (DD810) but was given a new serial number when it was rebuilt following a forced landing.

Firebrand TF.II.

Firebrand.

Firebrand TF.III.

Firebrand.

Firebrand F.III.

Firebrand.

Firebrand TF.IV.

Firebrand.

Firebrand EK748.

This view of the Blackburn Firebrand illustrates the huge flaps of the aircraft as it taxis up the flight deck. The Blackburn Firebrand IV, first single-seater torpedo fighter ever built in Britain, during aircraft trials held on the Clyde on board the carrier HMS Illustrious. The Firebrand IV is powered by a Bristol Centaurus engine and is armed with four cannons.

A Blackburn Firebrand IV warming up on the flight deck of HMS Illustrious during aircraft trials in the Clyde. The chocks are just being removed from around the wheels. The Blackburn Firebrand IV, the first single-seater torpedo fighter ever built in Britain, is powered by a Bristol Centaurus engine and is armed with four cannons.

Mechanics checking over the Blackburn Firebrand naval strike aircraft after a trial landing on board HMS Illustrious in the Clyde.

The Blackburn Firebrand IV taking off from HMS Illustrious during aircraft trials on the Clyde. The Blackburn Firebrand IV, the first single-seater torpedo fighter ever built in Britain, is powered by a Bristol Centaurus engine and is armed with four cannons.

This angle shows the advanced lines of the Blackburn Firebrand torpedo fighter. It will be seen that the cockpit is amidships with a long sweep of cowling ahead of the pilot. The Blackburn Firebrand IV, first single-seater torpedo fighter ever built in Britain, during aircraft trials held on the Clyde on board the carrier HMS Illustrious. The Firebrand IV is powered by a Bristol Centaurus engine and is armed with four cannons.

Another view of the Blackburn Firebrand torpedo fighter just landing on the flight deck of HMS Illustrious for the first time during trials on the Clyde. The Blackburn Firebrand IV, first single-seater torpedo fighter ever built in Britain, is powered by a Bristol Centaurus engine and is armed with four cannons.

The Blackburn Firebrand torpedo fighter Mark IV at Heston Aerodrome. This single-seater aircraft is capable of striking with torpedoes, heavy bombs or rockets, and after it releases its load, it is capable of defending itself as a fighter with four 20mm guns. It is powered by a Bristol Centaurus engine driving a Rotol four-blade constant speed propeller.

Renard R.31: Belgian Reconnaissance Aircraft

Renard R.31 N13, of 11/VI/1Aé, made inoperative at Oostende/Stene on 28 May 1940 and abandoned.

The Renard R.31 was a Belgian reconnaissance aircraft of the 1930s. A single-engined parasol monoplane, 32 R.31s were built for the Belgian Air Force, the survivors of which, although obsolete, remained in service when Nazi Germany invaded Belgium in 1940. The Renard R.31 was the only World War II operational military aircraft entirely designed and built in Belgium.

Design and Development

The Renard R.31 was designed by Alfred Renard of Constructions Aéronautiques G. Renard to meet a requirement of the Belgian Air Force for a short ranged reconnaissance and army co-operation aircraft. It first flew from Evere Airfield, near Brussels, on 16 October 1932.

It was a parasol monoplane of mixed construction, powered by a Rolls-Royce Kestrel engine, with a welded steel tubing structure with metal sheet covering the forward fuselage and fabric covering of the remainder of the airframe. The wing was held in position by a single Vee strut on each side, conjoined with its fixed under carriage.

An order for 28 R.31s was placed in March 1934, with six to be built by Renard and the remainder by SABCA. One aircraft was fitted with a Lorraine Petrel engine for evaluation, but this was later replaced by the normal Kestrel engine. A second aircraft was fitted with an enclosed canopy and a Gnome-Rhône Mistral Major radial engine, becoming the R.32, with this then being replaced by a Hispano-Suiza 12Y engine, but the R.32 did not show sufficiently improved performance to gain a production order. A further six R.31s were ordered in August 1935.

Operational History

The R.31 entered service with the Belgian Air Force in 1935, replacing the Breguet 19 in the 9e and 11e Escadrilles d'Observation based at Liège. In service, it was not popular, as it had poor handling, being vulnerable to entering flat spins if mishandled, with all aerobatics therefore being banned.

The R.31 was hopelessly obsolete, and those that were not destroyed on the ground in the early hours of the German Blitzkrieg invasion of Belgium in May 1940 were ravaged by German fighters as they bravely attempted to gather information on the German invasion. None apparently functioned as ground support aircraft during the brief Belgian Army resistance, instead flying fifty-four reconnaissance sorties in support of the Allied forces defending Belgium. Their last sortie, flown on the afternoon of 27 May 1940, was also the final mission flown by the Belgian Air Force in its attempt to repel the Germans. Following the German occupation of Belgium, the Luftwaffe had no interest in the machines and those that had survived the initial onslaught were unused or were destroyed. Overall, these machines had no significant impact on the war although they were briefly involved.

Project Renard R.31

For many years, the Alfred Renard National Fund – FNAR-, as a tribute to the civilian engineer Alfred Renard, Belgian designer and builder of aircraft, have been constructing a replica of one of his legendary creations, the Renard R-31, a high-wing aircraft, equipped with a Rolls Royce 500 hp engine. Two squadrons equipped with this aircraft had their hour of glory during the defense of Belgian territory at the start of the Second World War II during the 18 Days Campaign of May 1940.

The replica is made of wood, covered with canvas, with some metal accessories, and without a motor, while the structure of the actual aircraft was metallic.

The construction of the replica continues every Saturday by a handful of FNAR volunteers and the AELR volunteers. The project has been ongoing for several years and the intention is to complete it by the end of 2021.

Specifications

Role: Reconnaissance

Manufacturer: Renard

First flight: 1932

Introduction: 1935

Retired: 1940

Operators: Belgian Air Force

Number built: 34

Crew: 2

Length: 9.2 m (30 ft 2 in)

Wingspan: 14.4 m (47 ft 3 in)

Height: 2.92 m (9 ft 7 in)

Wing area: 32 m2 (340 sq ft)

Airfoil: Biconvex

Empty weight: 1,330 kg (2,932 lb)

Gross weight: 2,130 kg (4,696 lb)

Powerplant: 1 × Rolls-Royce Kestrel IIS V-12 liquid-cooled piston engine, 358 kW (480 hp)

Propellers: 2-bladed wooden fixed-pitch propeller

Maximum speed: 294 km/h (183 mph, 159 kn) at 4,000 m (13,123 ft)

Cruise speed: 238 km/h (148 mph, 129 kn)

Range: 650 km (400 mi, 350 nmi)

Service ceiling: 8,750 m (28,710 ft)

Time to altitude: 2,000 m (6,562 ft) in 5 minutes 30 seconds; 5,000 m (16,404 ft) in 11 minutes 42 seconds

Power/mass: 0.17 kW/kg (0.10 hp/lb)

Guns: One or two forward-firing 7.62 mm Vickers machine guns; and one 7.62 mm Lewis machine gun in flexible mount in rear cockpit

Further Reading

Hauet, André (October 1972). "Le Renard R.31". Le album de fanatique de l'Aviation (in French) (37): 22–26.

Pacco, John. "Renard R.31" Belgisch Leger/Armee Belge: Het militair Vliegwezen/l'Aeronautique militaire 1930-1940. Aartselaar, Belgium, 2003, pp. 49–51.

Delannay, Alain de la Lindi, André Henry. "La Saga du R-31" . Brussels, Belgium:Fonds National Alfred Renard www.fnar.be, 2003, pp. 378.

Renard R.31, Belgian Air Force, 1936.

Renard R.31 N1, of 9/V/1Aé and 11/VI/1Aé, destroyed during German bombing raid on Evere on 10 May 1940.

Renard R.31 N2, converted with Lorraine “Petrel” engine, returned to its original configuration, then of 11/VI/1 Aé, fate unknown.

Renard R.31 N3, of 9/V/1Aé, destroyed at Sint-Niklaas-Waas on 15 May 1940.

Renard R.31 N4, of 11/VI/1Aé, last seen at Hingene on 11 May 1940, ultimate fate unknown.

Renard R.31 N5, of 11/VI/1Aé, fate unknown.

Renard R.31 N6, of 11/VI/1Aé and 9/V/1Aé (on loan), hit by German anti-aircraft fire on 15 May 1940. Upon landing at Hemiksem the aircraft was too shot up to be repaired and was set afire to avoid falling into enemy hands.

Renard R.31 N7, of 9/V/1Aé, destroyed on takeoff from Duras-Wilderen airfield on 11 May 1940 by three attacking Luftwaffe Henschel Hs 123 of II(S)/LG2. Crew safe.

Renard R.31 N8, of 9/V/1Aé, attacked during landing by a Luftwaffe Bf 109, stalled and crashed at Zwevezele-Wingene on 18 May 1940.

Renard R.31 N9, of 11/VI/1Aé, emergency landing at Kampenhout after being hit by anti-aircraft fire on 16 May 1940. Aircraft set afire by crew.

Renard R.31 N-10. Used as the prototype for the Renard R.32 (OO-ARY Certificate of Authority No. 378), but eventually restored to R.31 standards, N-10, of 9/V/1Aé, crashed upon landing at Lombardsijde on 26 May 1940.

Renard R.31 N11, of 9/V/1Aé and 11/VI/1Aé, fatal crash at Beverlo/Hechtel on 15 March 1938.

Renard R.31 N12, of 9/V/1Aé, fate unknown.

Renard R.31 N14, of 11/VI/1Aé, abandoned at Bierset.

Renard R.31 N15, of VI/1Aé at Bierset, no further information.

Renard R.31 N16, dual control, also equipped for blind flying training, of 9/V/1Aé. When landing back at Hemiksem on 15 May 1940 the aircraft was badly damaged by anti-aircraft fire. Parts were salvaged and aircraft set afire when Hemiksem was evacuated.

Renard R.31 N17, of 9/V/1Aé, destroyed (lost the left uundercarriage leg and wheel) while landing at Lombardijde on 26 May 1940.

Renard R.31 N18, Pilot School and 11/VI/1Aé, shot down at s'Herenelderen on 11 May 1940.

Renard R.31 N19, of 9/V/1Aé, probably made inoperative and abandoned at Lombardsijde on 28 May 1940. With N-16 in background.

Renard R.31 N20, of 11/VI/1Aé, fate unknown.

Renard R.31 N21, of 11/VI/1Aé, equipped with under-fuselage hook, ultimate fate unknown, last noted at Hannut in January 1940.

Renard R.31 N22, of 9/V/1Aé, crashed in the harbor channel of Oostende after mid-air collision with Renard N-12 off Bredene on 18 October 1937.

Renard R.31 N23, of 9/V/1Aé, aircraft hit by numerous bullets during recce mission on 18 May 1940, exact fate after landing at Zwevezele unknown.

Renard R.31 N24, of 9/V/1Aé, crashed because of structural failure after overstressing aircraft in a dive.

Renard R.31 N25, of 9/V/1Aé, aircraft got into a spin and crashed at Fooz on 1 July 1936.

Renard R.31 N26, of 9/V/1Aé, abandoned at Evere airfield.

Renard R.31 N27, of 9/V/1Aé, crashed at Wezemaal on 16 July 1936 during test flight.

Renard R.31, of 11/VI/1Aé, last noted at Hingene airfield on 11 May 1940, fate unknown.

Renard R.31 N29, of 11/VI/1Aé, crashed at Hollogne-aux-Pierres on 30 September 1939, due to the wings breaking off after a brutal recovery from a dive. Crew safe.

Renard R.31 N30, of 9/V/1Aé, damaged during recce mission on Kwaadmechelen-Beringen-Lummen-Diest region. Most probably abandoned at Steenokkerzeel airfield.

Renard R.31 N31, of 11/VI/1Aé, written off in emergency landing on the beach at Klemskerke on 6 March 1940.

Renard R.31 N31. Unfortunately the incoming tide destroyed the aircraft which lost its tail in the process.

Renard R.31 N33, of /III/3Aé and 9/V/1Aé, made inoperative and abandoned at Lombardsijde on 28 May 1940.

Renard R.31 N34, of 11/VI/1Aé, last noted at Peutie on 12 May 1940, shot down by anti-aircraft fire near nearcq-Iez-Tournai on 23 May 1940, crew killed. Photo shows N-34 during the alert period at Hannut airfield in January 1940.

Renard R.31 N35, of 11/VI/1Aé, abandoned at Bierset on 10 May 1940, aircraft was in maintenance.

Renard R.31.

Renard R.31 instrument panel.

Perhaps unsurprisingly, no original R.31 exists, but because of the type’s importance to Belgian history volunteers are now constructing a full scale replica aircraft to original drawings. It is seen at what is known as the Brussels Air Museum, although it is actually the Air and Space Section of the Royal Museum of the Armed Forces and Military History. Brussels, Belgium.

Another view of the full-scale replica.

Renard R.32 first prototype, an R.31 fitted with an enclosed canopy and a Gnome-Rhône Mistral Major radial engine.

Renard R.32 first prototype with the Gnome-Rhône 14N01 engine.

First prototype for the Renard R.32 (OO-ARY Certificate of Authority N° 378) with the Gnome-Rhône 14N01 engine, but eventually restored to R.31 standards, N-10 of 9/V/1Aé, crashed upon landing at Lombardsijde on 26 May 1940.

Renard R.32 first prototype.

Renard R.32 first prototype under construction.

Renard R.32 first prototype.

Renard R.32 cockpit.

The ill-fated Hispano-Suiza 12 Ybrs powered second prototype R.32 seen shortly before delivery to the Militair Vliegwezen/Aéronautique Militaire in 1936. Crashed at Meerbeek (Korenberg) on 12 July 1936 on its delivery flight (toxic fumes in cockpit).

Renard R.32 with the Hispano-Suiza engine.

Renard R.32 first prototype three-view.

Renard R.31 three-view with sideview of R.32.