WORLD WAR 2 IN REVIEW

The World War 2 In Review blog features numerous articles and photos on World War 2 history topics, including military aircraft and warplanes, vehicles and AFVs, warships and naval vessels of World War 2; battles and operations in every theater of World War II; accounts by combatants and non-combatants during World War II; coverage of uniforms, insignia, weapons, and equipment used in WWII; strategy and tactics of World War 2; and much more on every aspect of the history of World War II.

Convair RY-3: American Transport

The RY-3 was the transport version of the PB4Y-2 Privateer. It was assigned the company designation of Model 101. The RY-3 differed from the PB4Y-2 in having no armament and in having a series of windows cut into the sides of the fuselage. A large loading door was cut into the side of the rear fuselage, and fairings were installed where the nose and tail turrets had been. A crew of four and 28 passengers could be carried. 16,641 pounds of cargo could be carried in the all-freight configuration. A hinged nose allowed up to 1600 pounds of cargo to be carried in the forward section.

The Navy ordered 112 RY-3s in March of 1944, but only 34 RY-3s were actually built. Only a few of these planes actually ended up serving with the Navy, primarily being operated by the Marine Corps. Most of the RY-3s were delivered instead to the Royal Air Force. 26 RY-3s were delivered to the RAF as Liberator C.IX starting in February of 1945. RAF serials were JT973, JT975/JT998, and JV936). They were assigned to Nos. 231 and 232 Squadrons of RAF Transport Command. The famous Commando, which was LB-30 AL504, was also converted to single-tailed RY-3 configuration in 1944.

At the end of the war, the remaining RY-3s on the original order were cancelled, including 63 more Liberator C.IXs intended for the RAF (JV937/JV999). Also cancelled was a version for the USAAF designated C-87C.

The RAF's experience with the Liberator C.IX was not a happy one. Three (including Commando) were lost in fatal crashes, and there were speculations that there was something basically wrong with the structural integrity of the aircraft. All surviving RAF Liberator C.IXs except one were struck off charge in April of 1946 and either returned to the US Navy or else were scrapped. The sole remaining Liberator C.IX (JT973, ex BuNo 90021) ended up flying ice-research missions with the Royal Canadian Air Force under the auspices of the National Research Council. It was given the name Rockcliffe Icewagon. It was kept flying by scavenging spare parts from the Liberator stores, and later from the U.S. Navy's PB4Y-2 inventory. Rockcliffe Icewagon flew her last mission in late 1948, when it was replaced by a Canadair North Star (Merlin-powered DC-4) and scrapped.

Engines: Four Pratt & Whitney R-1830-94 fourteen-cylinder unsupercharged air cooled radial engines rated at 1350 hp.

Maximum speed: 248.5 mph at 12,000 feet

Cruising speed: 158 mph

Initial climb rate: 1180 feet per minute. An altitude of 10,000 feet could be reached in 16.3 minutes.

Service ceiling: 18,300 feet

Wingspan: 110 feet 0 inches

Length: 75 feet 5¼ inches

Height: 29 feet 0 inches

Wing area: 1048 square feet

Weights: 31,000 pounds empty, 60,000 pounds gross

Crew: four; 28 passengers could be carried

Cargo: 16,641 pounds could be carried in the all-freight configuration. A hinged nose allowed up to 1600 pounds of cargo to be carried in the forward section.

Serials of Consolidated-Vultee RY-3 Privateer

90020/90050 Consolidated-Vultee RY-3 Privateer

90021/90047 to RAF as JT973/JT999

90048 to RAF as JV936

90049/90050 to RAF as JV937/JV938 but never delivered

90051/90056 Cancelled contract for RY-3 Privateer. Were to have gone to RAF as JV939/JV944

90057/90059 Consolidated-Vultee RY-3 Privateer. Were to have gone to RAF as JV945/JV947 but were never delivered

90060/90131 Cancelled contract for RY-3 Privateer.

90060/90111 were to have gone to RAF as JV948/JV999

90132/90384 Cancelled contract for R2Y-1

Disposition of Liberator IX Delivered Between January and July 1945

JT973 (BuNo 90021) 20/9/48 SOC

JT975 (BuNo 90023) 28/2/46 SOC

JT976 (BuNo 90024) 28/2/46 SOC

JT977 (BuNo 90025) -

JT978 (BuNo 90026) returned to US Navy 16/4/46

JT979 (BuNo 90027) Overshot landing at Whenaupai, New Zealand 4/7/45

JT980 (BuNo 90028) -

JT981 (BuNo 90029) returned to US Navy 16/4/46

JT982 (BuNo 90030) Crashed in the Atlantic 4/7/45

JT983 (BuNo 90031) returned to US Navy 16/4/46

JT984 (BuNo 90032) returned to US Navy 16/4/46

JT985 (BuNo 90033) Hit hill in bad weather, Dorset, 15/6/45

JT986 (BuNo 90034) 28/2/46 SOC

JT987 (BuNo 90035) 28/2/46 SOC

JT988 (BuNo 90036) 28/2/46 SOC

JT989 (BuNo 90037) returned to US Navy 16/4/46

JT990 (BuNo 90038) 26/2/46 SOC

JT991 (BuNo 90039) returned to US Navy 16/4/46

JT992 (BuNo 90040) returned to US Navy 16/4/46

JT993 (BuNo 90041) 28/2/46 SOC

JT994 (BuNo 90042) 28/2/46 SOC

JT995 (BuNo 90043) -

JT996 (BuNo 90044) -

JT997 (BuNo 90045) returned to US Navy 16/4/46

JT998 (BuNo 90046)

JT999 (BuNo 90047)

JV936 (BuNo 90048) Returned to US

JV937 to JV999 not delivered

Sources

Famous Bombers of the Second World War, William Green, Doubleday, 1959.

British Military Aircraft Serials, 1912-1969, Bruce Robertson, Ian Allen, 1969.

Liberator: America's Global Bomber, Alwyn T. Lloyd, Pictorial Histories Publishing Co, Inc, 1993.

B-24 Liberator in Action, Larry Davis, Squadron/Signal Publications Inc, 1987.

General Dynamics Aircraft and Their Predecessors, John Wegg, Naval Institute Press, 1990.

Consolidated B-24D-M Liberator IN USAAF-RAF-RAAF-MLD-IAF-CzechAF and CNAF Service, Ernest R. McDowell, Arco, 1970.

United States Navy Aircraft Since 1911, Gordon Swanborough and Peter M. Bowers, Naval Institute Press, 1990.

American Combat Planes, 3rd Enlarged Edition, Ray Wagner, Doubleday, 1982.

Jane's American Fighting Aircraft of the 20th Century, Michael J.H. Taylor, Mallard Press.

Final iteration of the stretched Liberator and its offspring was the transport RY-3 used for a few years in the late 1940s by the Navy and Marine Corps. The RY-3 was the transport version of the PB4Y-2 Privateer. It was assigned the company designation of Model 101. The RY-3 differed from the PB4Y-2 in having no armament and in having a series of windows cut into the sides of the fuselage. A large loading door was cut into the side of the rear fuselage, and fairings were installed where the nose and tail turrets had been. A crew of four and 28 passengers could be carried. 16,641 pounds of cargo could be carried in the all-freight configuration. A hinged nose allowed up to 1600 pounds of cargo to be carried in the forward section.

Convair RY-3 (90044) US Marine Corps, MCAS Miramar, San Diego, California on May 24, 1946. Produced for the US Navy under BuNo. 90044, this aircraft was earmarked for the RAF as a Liberator C.Mk.IX, (JT996). However it was retained in the USA and is pictured while in service with USMC VMR-352. It was struck off charge on August 31, 1946. The Navy ordered 112 RY-3s in March of 1944, but only 34 RY-3s were actually built. Only a few of these planes actually ended up serving with the Navy, primarily being operated by the Marine Corps.

Convair RY-3 (90020) US Navy.

Convair RY-3 Privateer (BuNo 90021), the Navy version of the Liberator Express,. This airplane was transferred to the RAF as Liberator C.IX (JT973). Note the RY-3 has a single vertical stabilizer and rudder similar to very late B 24s [PB4Y-2 Privateers].

RY-3 BuNo 90020 at Patuxent River, 25 October 1944. At the end of the war, the remaining RY-3s on the original order were cancelled, including 63 more Liberator C.IXs intended for the RAF (JV937/JV999). Also cancelled was a version for the USAAF designated C-87C.

A nice detail photo showing the windows, undercarriage and the skin detail.

RY-3 BuNo 90020 at Patuxent River, 25 October 1944.

Convair RY-3 Privateer.

Liberator C.IX, JT978, at the Aeroplane and Armament Experimental Establishment, Boscombe Down, Wiltshire. This aircraft served with No. 45 (Atlantic Transport) Group at Dorval, Montreal, Canada, before being handed over to the US Navy in 1946.

Liberator C Mk.IX, RAF. Most of the RY-3s were delivered instead to the Royal Air Force. 26 RY-3s were delivered to the RAF as Liberator C.IX starting in February of 1945. RAF serials were JT973, JT975/JT998, and JV936). They were assigned to Nos. 231 and 232 Squadrons of RAF Transport Command. The famous Commando, which was LB-30 AL504, was also converted to single-tailed RY-3 configuration in 1944.

Liberator C Mk.IX, RAF. The RAF's experience with the Liberator C.IX was not a happy one. Three (including “Commando”, Winston Churchill’s personal aircraft) were lost in fatal crashes, and there were speculations that there was something basically wrong with the structural integrity of the aircraft. All surviving RAF Liberator C.IXs except one were struck off charge in April of 1946 and either returned to the US Navy or else were scrapped.

Liberator C Mk.IX (JT993), RAF.

Consolidated Model 32 RY-3 Privateer C. Mk. IX (1) (JT973). The sole remaining Liberator C.IX (JT973, ex BuNo 90021) ended up flying ice-research missions with the Royal Canadian Air Force under the auspices of the National Research Council. It was given the name Rockcliffe Icewagon. It was kept flying by scavenging spare parts from the Liberator stores, and later from the U.S. Navy's PB4Y-2 inventory. Rockcliffe Icewagon flew her last mission in late 1948, when it was replaced by a Canadair North Star (Merlin-powered DC-4) and scrapped.

The RCAF operated a single RY-3 Privateer (RAF Liberator C.IX), (Serial No. JT973), ex-USN RY-3 (BuNo. 90021), aka the "Rockcliffe Ice Wagon". It was on loan from the RAF from 1946-1948. JT973 was used for icing research by the RCAF Experimental & Proving Establishment in cooperation with the National Research Council, and was based at RCAF Station Rockcliffe, Ontario. A lack of spare parts kept her grounded much of the time, and was scrapped in 1948 or 1949. She was replaced in her ice research duties by RCAF North Star (Serial No. 17513), which was modified with a dorsal wing section on the fuselage and observation blisters.

Consolidated Model 32 RY-3 Privateer C. Mk. IX, RCAF (JT973), Rockcliffe Ice Wagon, 27 July 1946.

De-icing equipment on nose of Consolidated Privateer C.IX aircraft (JT973), 'Rockcliffe Ice Wagon', RCAF, Rockcliffe, Ontario, 27 July 1946. JT973 was ex USN RY3, their serial 90021, RAF Liberator C. Mk. IX. First "Rockcliffe Ice Wagon".

Consolidated Model 32 RY-3 Privateer C. Mk. IX, RCAF (JT973), Rockcliffe Ice Wagon, 27 July 1946.

Consolidated Model 32 RY-3 Privateer C. Mk. IX, RCAF (JT973), Rockcliffe Ice Wagon, 27 July 1946.

Consolidated Model 32 RY-3 Privateer C. Mk. IX, RCAF (JT973), Rockcliffe Ice Wagon.

Convair RY Privateer.

Consolidated PB4Y-1 (3-view); Convair RY-3 (side view); Consolidated PB4Y-2 Privateer.

Vultee V-11 / V-12 / YA-19: American Attack Aircraft

The Vultee V-11 and V-12 were American stressed-skin monocoque monoplane attack aircraft of the 1930s. Developed from the Vultee V-1 single-engined airliner, the V-11 and V-12 were purchased by several nations for their armed forces, including China, who used them in combat against Japanese forces in the Second Sino-Japanese War. The United States Army Air Corps purchased seven V-11s as the YA-19 in the years before World War II, testing them to gather data to compare against twin engine light attack aircraft.

Design and Development

In 1935, Vultee produced a light bomber derivative of their single-engined passenger transport, the Vultee V-1, which, while demonstrating good performance, was only sold in small numbers owing to restrictions placed on the use of single-engined aircraft for scheduled passenger transport operations.

The resulting aircraft, the Vultee V-11, retained the single-engined, low wing format and all-metal stressed skin structure of the V-1. It combined a new fuselage with accommodation for the three crew members under a long greenhouse canopy with the wings and tail surfaces of the Vultee V-1.

According to Jonathan Thompson, "Based on the V-1A, the V-11 was a modern, fast and effective military airplane when it appeared in 1935; during the next three years 102 V-11s in six variations were sold to four countries - the Soviet Union, China, Turkey and Brazil - before the Air Corps took seven A-19s. An improved version known as the AB-2 (Attack bomber, 2nd type) and later as the V-12, was tested in 1938 and provided the basis for further sales to China, bringing the total V-11 models and derivatives, including those built under license, to an estimated 225."

Duplicate emergency flying controls were provided for the observer/dorsal gunner in the V-11GB. According to Thompson, "Below his seat is the retractable bombardier's hatch; he lay prone, facing forward for the bomb run or rearward to use the ventral gun."

Type: Ground attack

Manufacturer: Vultee

Designer: Gerard Freebairn Vultee

Status: retired

Primary users:

Republic of China Air Force

Turkish Air Force

Soviet Air Forces

Brazilian Army Aviation

Number built: 175 + 2 plus as many as 4 more in Russia, and as many as 45 additional airframes that were delivered as parts sets but probably not assembled in China, for a maximum of 224.

Manufactured: 1935–1940

Introduction date: 1937

First flight: 17 September 1935

Developed from: Vultee V-1

Operational History

China

An initial order for 30 two-seat V-11Gs was placed by China before the end of 1935. This was followed in 1939 by orders for two versions (the V-12-C and V-12D) of the more powerful V-12 variant. The majority of these were planned to be assembled from kits at the Central Aircraft Manufacturing Company factory at Loiwing near the China-Burma border, and while the first batch of 25 V-12-Cs were completed successfully, the factory was heavily bombed just after assembly of the first V-12-Ds commenced. This resulted in the part built airframes being evacuated to India, where it was planned that the aircraft be completed at the Hindustan Aircraft Limited factory in Bangalore. However, after a few were assembled, production was stopped as the factory was diverted to more urgent overhaul work.

The V-11s and V-12s served as light bombers and achieved some success, including a mission by 4 aircraft to bomb the Japanese held airfield at Yuncheng on February 5, 1939, by the 10th Squadron of the Republic of China Air Force, before the aircraft were withdrawn from bombing missions to training and liaison duties in 1940.

Brazil

In February 1939, the Brazilian Army Air Corps acquired the first 10 Vultee V-11–GB2s for long range bombing. 26 aircraft were eventually used by the Brazilian Air Force.

A 3,250 km (2,020 mi) non-stop flight was made across the Brazilian hinterland in 11 hours and 45 min on 8 November 1939 using a V-11.

On 26 August 1942, a U-boat was attacked 50 miles off the town of Ararangua off the southern coast of Brazil. Despite the unsuitability for anti submarine operations, the aircraft flew low and dropped its load of three 250 lb (110 kg) bombs, some of which exploded around the submarine, however the blast damaged the low flying aircraft.

Soviet Union

In 1936, the Soviet Union purchased four three-seat V-11-GB aircraft, together with a production license. The aircraft entered Soviet production in 1937 as the BSh-1 (Bronirovanny Shturmovik), but the armor fitted for the ground attack role unacceptably reduced performance and production was stopped after 31 aircraft. They were transferred to Aeroflot and redesignated PS-43 for use as high speed transports until the German invasion in 1941, when they were returned to the Air Force for liaison purposes.

United States

In the late 1930s, the United States Army Air Corps favored twin-engine light attack aircraft but seven YA-19 aircraft were ordered in the summer of 1938 for comparison purposes. The YA-19s were armed with six .30 in (7.62 mm) machine guns and 1,080 lb (490 kg) bombs in an internal bomb bay, powered by a 1,200 hp (890 kW) Twin Wasp radial engine and was manned by a crew of three including a pilot, observer/gunner, and bombardier/photographer.

An unusual feature of the YA-19 design was its horizontal stabilizer which was located forward of the vertical tail. The small size of the vertical stabilizer caused yaw instability so the last YA-19 (S/N 38-555) was equipped with enlarged vertical stabilizer.

Service tests showed that twin-engine attack aircraft were faster, could be better armed and carried a larger bomb load so no further YA-19s were ordered. After comparison tests five YA-19s were redesignated A-19 and assigned to the 17th Attack Group at March Field in California for a brief period before being transferred to the Panama Canal Zone for utility transport and liaison duties. The A-19 never saw combat and was quickly withdrawn in the early 1940s.

Variants

Vultee Designations

V-11: First prototype fitted with 750 hp (560 kW) Wright SR-1820-F53 Cyclone driving a two-bladed Hamilton Standard controllable-pitch propeller, which crashed killing both pilot and the project engineer.

V-11-A: Second prototype, similar to first V-11, but with a three-bladed constant speed propeller.

V-11-G: Initial production two-seat light bomber. Powered by an 850 hp (630 kW) Wright R-1820-G2 Cyclone engine. 30 built for China.

V-11-GB: Three-seat version of V-11. 4 aircraft purchased by Soviet Union (2 as pattern aircraft), 40 by Turkey and others.

V-11-GB2: 26 purchased by Brazil – generally similar to V-11-GB

V11-GB2F: Final example for Brazil fitted with floats, however it wasn't accepted.

V-11-GBT: Re-designation of V-11-GB for Turkey

V-12: Revised version of three-seat bomber with refined aerodynamics and more power. One prototype flew in 1939 powered by Pratt & Whitney R-1830 Twin Wasp engine.

V-12-C: Production version of V-12 for China. Powered by R1820-G105B Cyclone engine. 26 built, one by Vultee and remaining 25 assembled in China.

V-12-D: Revised version with new fuselage and powered by 1,600 hp (1,200 kW) Wright R-2600 Cyclone 14 engine. 52 ordered for China, two pattern aircraft built by Vultee and 50 for local assembly.

V-52: Unbuilt observation design based on YA-19.

USAAC Designations

XA-19: Prototype.

Crew: Three (pilot, observer/gunner and bombardier/photographer)

Length: 37 ft 10 in (11.53 m)

Wingspan: 50 ft 0 in (15.24 m)

Height: 10 ft 0 in (3.05 m)

Wing area: 384 sq ft (35.7 m2)

Airfoil: Clark Y

Empty weight: 6,452 lb (2,927 kg)

Gross weight: 10,420 lb (4,726 kg)

Maximum takeoff weight: 16,285 lb (7,387 kg)

Fuel capacity: 311–330 US gallons (1,180–1,250 L)

Powerplant: 1 × Pratt & Whitney R-1830-17 Twin Wasp 14-cylinder two-row air-cooled radial engine, 1,200 hp (890 kW)

Propellers: 3-bladed Hamilton Standard variable-pitch propeller

Maximum speed: 230 mph (370 km/h, 200 kn) at 6,500 ft (2,000 m)

Cruise speed: 207 mph (333 km/h, 180 kn)

Minimum control speed: 80 mph (130 km/h, 70 kn)

Range: 1,110 mi (1,790 km, 960 nmi) with 1,080 lb (490 kg) of bombs

Ferry range: 1,350 mi (2,170 km, 1,170 nmi)

Service ceiling: 20,500 ft (6,200 m)

Rate of climb: 1,320 ft/min (6.7 m/s)

Armament:

Guns:

4 x forward-firing .30 in (7.62 mm) machine guns in wings

1 x dorsal .30 in (7.62 mm) machine gun

1 x ventral .30 in (7.62 mm) machine gun

Bombs: 6 x 30 lb (14 kg) in cells semi-recessed in wing center section and 1,100 lb (500 kg) externally

YA-19: Variant of V-11-GB for United states Army Air Corps. Seven examples built.

YA-19A: The last YA-19 was redesignated and completed as an engine test bed. Equipped with enlarged vertical stabilizer (for improve directional stability) and powered by Lycoming O-1230 (12-cylinder opposed) engine.

YA-19B: The second YA-19 built was redesignated after being fitted with a Pratt & Whitney R-2800 radial engine as an engine test bed.

YA-19C: The YA-19A was redesignated after being fitted with a Pratt & Whitney Twin Wasp R-1830-51 engine. Performance was similar to the YA-19.

A-19: The remaining five YA-19s were redesignated A-19 after assignment to active duty.

Soviet Designations

BSh-1: Soviet licensed armored ground attack version. Powered by 920 hp (690 kW) M-62. Production stopped after at least 31 built.

PS-43: Designation for BSh-1 when used by Aeroflot as light transport.

Operators

Brazil

Brazilian Army Aviation – Vultee V-11-GB2 (25 delivered)

Brazilian Air Force - aircraft transferred when Air Force created

Republic of China

Chinese Nationalist Air Force

14th Squadron – Vultee V-11G (30), V-12C (25 delivered from order of 26, which was built but never delivered) and Vultee V-12D (52 delivered)

Soviet Union

Soviet Air Forces – Vultee V-11GB (4 delivered) & BSh-1 (31-35 built at Moscow Menzhinskii factory)

Turkey

Turkish Air Force

2nd Regiment – Vultee V-11GB (41 delivered)

United States

United States Army Air Corps – A-19/V-11GB (7 delivered)

Bibliography

Baugher, Joseph F. (1 July 2000). "Vultee XA-19". www.joebaugher.com.

Deryakulu, Nejat (November 1995). "Les Vultee V-11GBT turcs" [Turkish Vultee V-11GBTs]. Avions: Toute l'aéronautique et son histoire (in French) (32): 29–32.

Green, William; Swanborough, Gordon, eds. (July 1972). "Those Versatile Vultees". Air Enthusiast. Vol. 3, no. 1. pp. 27–32, 38–42.

Johnson, E.R. (2008). American Attack Aircraft Since 1926. McFarland. pp. 30-32.

Lednicer, David (15 September 2010). "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu.

Norton, William (2008). U.S. Experimental & Prototype Aircraft Projects: Fighters 1939-1945. North Branch, MN: Specialty Press. p. 182.

Swanborough, Gordon; Bowers, Peter M. (1989). United States Military Aircraft Since 1909. Smithsonian.

Wegg, John (1990). General Dynamics Aircraft and their Predecessors. London: Putnam.