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The Heinkel He 119 was an experimental single-propeller monoplane with two coupled engines, developed in Germany. A private venture by Heinkel to test radical ideas by the Günter brothers, the He 119 was originally intended to act as an unarmed reconnaissance bomber capable of eluding all fighters due to its high performance. Design was begun in the late summer of 1936. A notable feature of the aircraft was the streamlined fuselage, most likely as an evolutionary descendant of the 1932-vintage Heinkel He 70 record-setting single-engined mailplane design, but without the He 70's protruding canopy-enclosed crew accommodation existing anywhere along the exterior. Instead, the He 119's forward fuselage featured an extensively glazed cockpit forming the nose itself, heavily framed with many diagonally braced windows immediately behind the propeller spinner's rear edge. Two of the three-man crew sat one each side of the driveshaft, which ran aft to a "power system", a coupled pair of Daimler-Benz DB 601 engines mounted above the wing center-section within the fuselage, mounted together within a common mount (the starboard component engine having a "mirror-image" centrifugal supercharger) with a common gear reduction unit fitted to the front ends of each component engine, forming a drive unit known as the DB 606, the first German aircraft to use the "high-power" powerplant system. meant to provide German aircraft with an aviation powerplant design of over-1,500 kW (2,000 PS) output capability, but weighing 1.5 tonnes apiece. The DB 606 was installed just behind the aft cockpit wall, near the center of gravity, with an enclosed extension shaft passing through the centerline of the extensively glazed cockpit to drive a large four-blade variable-pitch airscrew in the nose. An evaporative cooling system was used on the V1, with the remaining prototypes receiving a semi-retractable radiator directly below the engine to augment cooling during take-off and climb. Only eight prototypes were completed and the aircraft did not see production, mainly because of the shortages of DB 601 "component" engines to construct the 1,500 kg (3,300 lb) DB 606 "power systems" they formed. The first two prototypes were built as land planes, with retractable landing gear. The third prototype (V3) was constructed as a seaplane with twin floats. This was tested at the Erprobungsstelle Travemünde military seaplane test facility on the Baltic coast, and was scrapped in 1942 at Heinkel's factory airfield in the estuarine Rostock-Schmarl community, then known as Marienehe. On 22 November 1937, the fourth prototype (V4) made a world class-record flight in which it recorded an airspeed of 505 km/h (314 mph), with a payload of 1,000 kg (2,205 lb), over a distance of 1,000 km (621 mi). The four remaining prototypes were completed during the spring and early summer of 1938, the V5 and V6 being A-series production prototypes for the reconnaissance model, and the V7 and V8 being B-series production prototypes for the bomber model. These four aircraft were three-seaters with a defensive armament of one 7.92 mm (0.312 in) MG 15 machine gun in a dorsal position, V7 and V8 having provision for a normal bombload of three 250 kg (551 lb) bombs or maximum bombload of 1,000 kg (2,205 lb). V7 and V8 were sold to Japan in May 1940, and extensively studied; the insights thus gained were used in the design of the Yokosuka R2Y.[citation needed] The remaining prototypes served as engine test-beds, flying with various prototype versions of the DB 606 and DB 610 (twinned DB 605s) and the strictly-experimental DB 613 (twinned DB 603). Variants He 111U Propaganda designation of the He 119 He 119 Specifications below) Basic version, eight prototypes built. He 519 1944 high-speed bomber development, designed as a private venture by Heinkel to test radical ideas by the Günter brothers, the He 519 was designed to use the 24-cylinder Daimler-Benz DB 613, but the aircraft remained a concept and was abandoned at the end of the war.

The Bristol Type 163 Buckingham was a British Second World War medium bomber for the Royal Air Force (RAF). Overtaken by events, it was built in small numbers and was used primarily for transport and liaison duties. In early 1939 Bristol suggested a bomber variant of the Beaufighter with their Hercules engines. British policy at the time was for medium bombers to be obtained from the US allowing British industry to concentrate on heavy bomber designs; nonetheless a design was requested preferably based on an existing aircraft. This meant working with the Beaufighter or Beaufort. Bristol worked on their design first as the Bristol Type 161 then the Type 162 Beaumont. Air Ministry specification B.7/40 called for a medium bomber to replace the Blenheim. The specification stipulated a speed of at least 300 mph at 5,000 ft, a normal load of 1,000 lb of bombs and a centre turret armed with at least two 0.5 inch (12.7 mm) machine guns. Only one manufacturer (Armstrong Whitworth) tendered a full design but it did not meet with approval. So when Bristol brought their Type 162 ("tentatively named Beaumont"), which was well matched to B.7/40, to the Air Staff, the company received a request to complete a mockup in 1940 and then a confirmed contract for three prototypes in February 1941. The Beaumont was based on the rear fuselage and tail of a Beaufighter, with a new centre and front fuselage. The armament was a mid-upper turret with four machine guns, with four more machine guns firing forward and two firing to the rear. Construction began in late 1940, with a new Air Ministry Specification B.2/41 to be written around it. Changes in the requirements, removing dive bombing and "direct army support" which incoming US bombers were expected to be capable of and increasing the performance to allow for the future, meant the Beaumont would no longer suffice. The changes in performance (requiring a bomb load of 4,000 lb, a speed of 360 mph and a range of 1,600 miles) meant a redesign by Bristol to use the Bristol Centaurus engine. The Bristol redesign with a larger wing and the more powerful engines was the Type 163 Buckingham. It had gun installations in the nose, dorsal and ventral turrets. Generally conventional in appearance, one unusual feature was that the bomb-aimer/navigator was housed in a mid-fuselage ventral gondola, resembling those on the earlier German Heinkel He 111H and American Boeing B-17C and -D in appearance. This was part of an attempt to give all the crew positions unobstructed views and access to each other's positions. The bomb bay could hold a 4,000 lb, two 2,000 lb, four 1,000 lb or six 500-lb bombs. The rear of the gondola had a hydraulically powered turret with two 0.303 Browning machine guns. The Bristol-designed dorsal turret carried four Brownings. A further four fixed, forward-firing Brownings were controlled by the pilot. Following more changes, specification B.2/41 was replaced by B.P/41. An order for 400, at an initial rate of 25 per month, was made with deliveries expected in March 1943 but Bristol were still concerned that this not a reasonable scale and would prove expensive, and as such complained to MAP about poor planning. The first flight took place on 4 February 1943. During testing, the Buckingham exhibited poor stability which led to the enlargement of the twin fins, along with other modifications. Variants Type 163 Buckingham Prototypes with two Centaurus IV engines, four built. Type 163 Buckingham B1 Production variant first flown 12 February 1944 with Centarus VI or XI engines, 400 ordered but reduced first to 300 then to 119, with only 54 built as bombers. Type 163 Buckingham C1 (Specifications below) Residual production completed as fast courier transport with four-passenger seats and removal of armour and armament and increased fuel tankage, 64 built. Type 164 Brigand Torpedo bomber variant using Buckingham wings and tails and new fuselage. Type 165 Brigand II Trainer variant of the Brigand, not built. Type 166 Buckmaster Trainer variant of the Buckingham. Type 169 Proposed photo-reconnaissance variant of the Buckingham, not built.

The Bristol Fairchild Bolingbroke is a maritime patrol aircraft and trainer used by the Royal Canadian Air Force during the Second World War. Produced by Fairchild-Canada, it was a license-built version of the Bristol Blenheim Mk IV bomber. In 1935, the British Air Ministry issued Specification G.24/35 to procure a coastal reconnaissance/light bomber to replace the Avro Anson. Bristol proposed the Type 149, based on its Blenheim Mk I, with Bristol Aquila engines to give greater range. While the Air Ministry rejected this proposal, a Blenheim Mk I, retaining its Mercury VIII engines, was converted as a Type 149 (Blenheim Mk III) for the general reconnaissance role. The nose was lengthened to provide more room for the bombardier, with the upper left surface of the nose being scooped out to maintain pilot visibility during takeoff and landing. The longer range also fulfilled a Canadian requirement for a maritime patrol aircraft. Consequently, Fairchild Aircraft Ltd. (Canada) of Quebec started production of the Blenheim Mk IV as the Bolingbroke (the originally intended name for the Blenheim IV). This type was nicknamed the "Bolly". After a small run of aircraft constructed to British specifications, as the Bolingbroke Mk I, Fairchild switched production to the Bolingbroke Mk IV with Canadian and American instruments and equipment. These versions also included anti-icing boots and a dinghy. One of the early Mk IV variants was the Bolingbroke Mk IVW which was powered by two 825 hp (615 kW) Pratt & Whitney SB4G Twin Wasp Junior engines. Incapable of maintaining altitude on one engine, the normal bomb load was reduced to 500 pounds on these aircraft to compensate for the low engine power. The most-produced variant was the Bolingbroke Mk IVT trainer, of which 457 were completed. A total of 626 Bolingbrokes were produced. Variants Bolingbroke Mk I Twin-engine maritime patrol bomber aircraft, powered by two Bristol Mercury VIII radial piston engines, with British equipment. 18 built. Bolingbroke Mk II Conversion of fifth Mk I with US equipment - prototype of Mk IV. Bolingbroke Mk III Floatplane conversion of sixteenth Bolingbroke Mk I, with two Edo floats. Bolingbroke Mk IV (Specifications below) Twin-engine maritime patrol bomber aircraft, equipped with anti-icing boots and a dinghy, also fitted with American and Canadian instruments and equipment, powered by two Bristol Mercury XV radial piston engines, 134 built. Bolingbroke Mk IVW Sub-version of Mk IV powered by two 825 hp (615 kW) Pratt & Whitney SB4G Twin Wasp Junior radial piston engines as contingency against possible shortages of Mercury engines. The Mk IVW's performance was below that of the Mk IV and the supply of the British engines was maintained so production returned to the Mk IV after only 15 aircraft were built. Bolingbroke Mk IVC Version of Mk IV with 900 hp (671 kW) Wright R-1820 Cyclone engines not requiring high octane fuel. One built. Bolingbroke Mk IVT Multi-purpose trainer aircraft. A total of 350 built powered by Mercury XV engines, followed by a further 107 powered by the low-octane fuel Mercury XX* engine, giving a total of 457 built, with a further 51 cancelled. Six Mk IVT were converted to dual controls. A further 89 were converted to Mk IVTT Target Tug with the addition of winching gear in the rear cabin and target drogue storage in the bomb bay.

The MBB 223 Flamingo was a light aircraft developed in West Germany in the 1960s in response to a competition for a standard trainer for the country's aeroclubs. Designed by SIAT, it was a conventional low-wing monoplane with fixed tricycle undercarriage. The cockpit was enclosed by a large bubble canopy. SIAT had not undertaken much production of the type before the firm was acquired by MBB in 1970. Eventually, the new owners transferred production to CASA in Spain. A fully acrobatic, single-seat version, and a four-seat utility version were also developed. Variants Model 223A-1 Flamingo Trainer A1 Two or four-seat trainer aircraft, powered by a 149-kW (200-hp) Avco Lycoming IO-360 piston engine. Model 223K-1 Flamingo Trainer K1 Single-seat aerobatic aircraft, powered by a 149-kW (200-hp) Avco Lycoming AIO-360 piston engine. Model 223T-1 Flamingo Trainer T1 One aircraft fitted with a turbocharged 157-kW (210-hp) Avco Lycoming TO-360-C1A6D piston engine. Model 223-M4 The Model 223T-1 Flamingo Trainer T1 was later fitted with a Porsche PFM 3200 engine. One aircraft only.

The Saab 17 is a Swedish single-engine monoplane reconnaissance dive-bomber aircraft of the 1940s originally developed by ASJA prior to its merger into Saab. It was the first all-metal stressed skin aircraft developed in Sweden. The project was initiated in response to a 1938 request from the Flygvapnet (Swedish Air Force) for a reconnaissance aircraft to replace the obsolete Fokker S 6 (C.Ve) sesquiplane. Design work began at the end of the 1930s as the L 10 by ASJA, but once accepted by the Flygvapnet it was assigned the designations B 17 and S 17 for the bomber and reconnaissance versions respectively, and it became better known as the Saab 17. The design chosen was a conventional mid-wing cantilever monoplane with a long greenhouse canopy and a single radial engine in the nose. Control surfaces were covered in fabric but the remainder was stressed-skin duraluminum. It could be fitted with wheels or skiis, both of which retracted straight to the rear along the underside of the wing, leaving prominent fairings, and when fitted with wheels the undercarriage doors could be used as dive brakes. A retractable tailwheel was provided. A floatplane version was built in small numbers for coastal reconnaissance to replace the obsolete Svenska S 5, with massive fairings joining the floats to the wings where the wheels would have been. To maintain stability small vertical fins were added to the horizontal stabilizer. The wings were reinforced so that it could be used as a dive bomber and bomb racks were provided under the wings, along with a small bomb bay below the cockpit, although some examples used a conventional rack on the centreline, while on the bomber versions, a crutch was fitted to swing the bomb clear of the aircraft in vertical diving attacks, when the bomb could otherwise have passed through the propeller. The reconnaissance versions lacked the crutch. Split flaps broken into four segments were fitted to the underside trailing edge of the wing. Two L 10 prototypes were ordered, the first being powered by a 880 hp (660 kW) Bristol Mercury XII radial engine built by Nohab in Sweden, and the second with an imported 1,065 hp (794 kW) Pratt & Whitney R-1830 Twin Wasp C radial. Supplies of suitable engines remained a major problem, and resulted in the aircraft being built in three versions with different engines. The definitive B 17A used the Swedish-built STWC-3 (Swedish Twin Wasp C-3), an unlicenced copy of the R-1830. The B 17B used a Bristol Mercury XXIV built by Svenska Flygmotor AB (SFA) in Sweden, and the B 17C used an imported 1,060 hp (790 kW) Piaggio P.XI radial from Italy. The United States government denied a request to purchase a licence to build the Twin Wasp, so an unlicensed, reverse engineered copy was built instead as the STWC-3 (Swedish Twin Wasp C-3) to supplement and replace the lower powered Mercury radials already being built under licence. Until production caught up to demand, the earliest aircraft being delivered were flown to their destinations, the engines were removed and shipped back, to be used on the next aircraft to be delivered.Number built 326 (including 2 prototypes) Variants Company designations L 10 internal ASJA/Saab designation; two produced Saab S 17BS mounted on floats L 10A internal ASJA/Saab designation for 17A, B, and C L 10BL internal ASJA/Saab designation for S17BL L 10BS internal ASJA/Saab designation for S17BS Flygvapnet designations P 7 L 10 development prototypes B 8 Preliminary designation for bomber version of L 10, not used B 17A Bomber with 1,065 hp (794 kW) Svenska Flygmotor Aktiebolaget (SFA)-built STWC-3 (Pratt & Whitney R-1830-S1C3G Twin Wasp) radial engine; 132 built B 17B Bomber with 980 hp (730 kW) SFA-built Bristol Mercury XXIV radial engine; 55 built B 17C Bomber with 1,060 hp (790 kW) Piaggio P.XIbis R.C.40D radial engine; 77 built S 15 Preliminary designation for reconnaissance version of the L 10, not used S 17BL Reconnaissance version of B 17B with wheeled or ski landing gear; 21 built S 17BS Reconnaissance version of B 17B with floats, powered by a Bristol Mercury XXIV engine; 38 built