Combat aircraft. Not a lion, but a lady among the peasants


Yes, speaking of Soviet, German, British, American and Japanese cars, sooner or later I want to roll out something like that ... Romanian, Italian or French.


It’s not that “but we also fought”, because we fought, no words, some (like the already mentioned “Devatin” D.520) on three fronts at once, against all. Well, since there is such a fighter in stories French air force, why not be a bomber?

Yes, there is a bomber who fought the whole war. Not only did he skate the whole of World War II from the first to the last day, he also turned out to be a long-liver in the full program, having served after the war for as many as 20 years, 4 years more than Devatin.

And plus to everything, the plane was gorgeous for its time. Especially if you look at the architectural quirks and excesses in the French bomber aviation late 30s of the last century.






As an example of "beauty" - two "Farman" and "Flea"

Agree, against the background of these chests, which were also his peers, LeO-45 is just a masterpiece in terms of aerodynamics and grace. Finally, the French designers were able to a really beautiful and aesthetic aircraft.

Combat aircraft. Not a lion, but a lady among the peasants

And it all started then, at the beginning of the blessed thirties, when the doctrine of the Douai ruled in heaven. It was following the postulates of this doctrine that in France they created flying horror (in terms of aesthetics) such as Bloch MB 200 and 210, Amiot 143, Potez 540 and 542, Farman 221 and 222, LeO 257bis.

These seemingly "flying cruisers", somewhat creepy in appearance, protected by a round-fire turret with several machine guns, but slow, with poor maneuverability, respectively - completely defenseless during the day, without fighter escort, over enemy territory in the face of opposition from air defense and enemy fighters.

Having stamped these monsters, the French changed their minds and issued a project of a completely different property.

The new bomber was supposed to have a speed of at least (!) Of 400 km / h (law enforcement aircraft, while the Soviet Security Council, already issued 450 km / h, if that), a bomb load of 1 kg, overload up to 000 kg , range up to 1 km.

It was envisaged that these aircraft would operate exclusively under the guise of fighter jets, but nonetheless defensive weapons should be sufficient. The only thing that was recommended to be removed was the bow tower. This firing point and normal aerodynamics turned out to be poorly compatible things.

Many companies worked on the project, but it was the LeO designers who were able to come up with several innovations that ensured them victory in the competition.

To begin with, in a very original way, they proposed that the rear hemisphere be protected by a 20 mm cannon from the Spanish-Suiza. Nobody really did that. But the idea came up, because it was for this purpose that the plumage was made spaced, and it did not interfere with the shoot.


The machine gun that protected the lower hemisphere was located inside the retractable armored car. That is all for aerodynamics. The crew was reduced to four people, assigning the duties of navigator and scorer to the co-pilot.

The LeO 45 prototype was released a little earlier than its competitors and made its first flight on January 16, 1937. With 1200-horsepower Gnome-Rhone 14P engines, a top speed of 515 km / h was achieved. But then it became clear that the area of ​​the vertical tail surfaces is not enough on take-off and during climb. I had to immediately modify the steering wheels.

After experimenting with Gnome-Rhone engines, Hispano-Suiza 14Aa 6/7 engines, Hispano-Suiza three-bladed propellers with variable pitch in flight were put on the plane. The air-cooled engine developed 980 hp. at sea level, 1080 hp on take-off and 1120 hp at an altitude of 4000 m.


In tests with Hispano-Suiza, a top speed of 4000 m was reached - 480 km / h. This suited everyone, and Liore et Olivier received a preliminary order for 100 aircraft and then another contract for 480 aircraft followed. In total, orders for LeO 45 amounted to 1549 copies.

On May 11, 1940, 10 aircraft from Groupement 6, covered by 18 MS 406 fighters, made their first sortie. The targets were motorized columns on the Maastricht-Tongre highway and bridges over the Albert Canal. The attack was carried out from a height of 500 meters, one plane was shot down, and of the nine who returned the next day, only one was ready to take off. The rest, as they say, were "in a sieve"

After 10 days, on May 21, having completed 140 sorties, dropped 120 tons of bombs and lost 41 vehicles (16 over the territory occupied by the enemy), Groupement 6 was recalled to the rear for reformation. It somehow doesn’t draw on a “strange war” anymore, does it?


Units armed with the LeO 45 fought on all fronts. Still, the plane gave a chance for a successful mission and return home. True, if there was no fighter cover, usually everything ended sadly.

LeO 45 fought in France, flew bombing BMW factories in Munich, attacked military facilities in Italy, a number of units fought in North Africa.

The last day's departure of LeO 45 during the campaign of 1939-40 was carried out in the afternoon of June 24 by 11 aircraft again from Groupement 6.

Next was capitulation on June 25th. And the hostilities in Europe for France are over.

If we talk about the contribution of bombers to the resistance to the Wehrmacht, then according to Groupement 6 there is such data: more than 400 group sorties, 320 tons of dropped bombs, 31 LeO 45 were shot down by enemy anti-aircraft guns or fighter jets, 40 were written off due to military injuries or broken on the ground, and 5 were lost in unfortunate cases.

Probably still fought.


Then the war continued in North Africa, where LeO 45 also fought, and, like many French planes, on both sides of the front.


LeO 45 as part of various squadrons took part in the bombing raids on September 23 and 24, 1940 on British Gibraltar in revenge for the attack on Dakar. A number of vehicles in the three squadrons were transferred to Syria. These squadrons completed a total of 855 sorties. 5 LeO 45 were lost in battle, 12 were destroyed on the ground and 11 were decommissioned due to accidents.

In April 1941, the Germans allowed the resumption of aircraft production in the unoccupied zone of France. The Ministry of Aviation of the Vichy Government issued a contract to factories for the release of 225 LeO 45 in Amberier. For the production of used nodes and parts that were collected in both territories of France. 109 cars were produced, which went to replenish parts, mainly based in Africa.

Several LeO 45s were handed over to the Royal Italian Air Force and flew at the 51st Bomber Group and Bomber Aviation School.

In general, the Luftwaffe LeO 45 as a bomber was completely not interested. They were better, but the Germans used the LeO 45 transport aircraft very willingly. Even at one time, the production of the LeO 451T transport modification for transporting fuel and personnel was arranged at the Marignan factory.

These modified aircraft could carry eight 200-liter barrels of fuel or 17 soldiers. The number of LeO 451 converted to the LeO 451T variant in Marignane in 1943-44 was not very large, but in 1943 the KGrzbV 700 transport air group was equipped with these aircraft.

"African", that is, captured there, LeO 45 with US Air Force badges transported cargo from the ports of Morocco to the advanced airfields in Tunisia and Algeria.


By the end of World War II, 67 LeO 45 survived. 45 were in North Africa and 22 in France, most of them in very poor condition.

During the years 1945-46, the Technical Directorate of the Aircraft Industry accepted 14 of the remaining machines in France and returned them to the SNCASO factory in Marignane for remodeling.

Eleven of them were modified in the LeO 451E (E - Essais - research) version and were used as flying laboratories and carriers, for example, for launching missiles.

The LeO 45 was redesigned and operated as passenger (6 passengers could travel 3500 km at a speed of 400 km / h), search and rescue aircraft, cartographic services.

The last two LeO 45 were removed from the search and rescue squad in September 1957!

That's how the plane served. There were few centenarians like him. This indicates that the aircraft was very good. Of course, there were also negative aspects, but even in the conditions of war they tried to fight them.


For example, the defensive armament from the Spanish-Suis gun HS 404. This is very good weaponundoubtedly. Plus, the central keel did not interfere with its use. However, the Germans learned, and learned very quickly, that you can hide behind a plumage washer, balance speed and calmly open fire.

Unfortunately, without a rudder washer, the aircraft was controlled with great difficulty.

The second disadvantage was the design of the gun itself. The 60 round magazine was heavy and bulky. And sometimes replacing it at a very inopportune moment became fatal for the entire crew and aircraft.


However, LeO 45 was not a victim. Cases of very fierce battles between LeO 45 and Luftwaffe fighters are known. Still, the French plane had good speed and the ability to maneuver. History has preserved reports (on both sides) of the battle on June 6, 1940, when 14 Messerschmitt Bf-45 and Bf-15 fighters attacked 109 LeO 110s. Bombers shot down three enemy fighters, losing five of their aircraft.

And in 1942, by order of the Vichy government and with the permission of the occupying forces of Germany, the LeO 45 weapons were finalized. The area of ​​the end washers was increased on planes, and the cannon was supplemented with two 7,5-mm MAC-1934 machine guns with 750 rounds.

Speaking about the flight characteristics of the bomber, one can also say the following: the plane was not uniquely good or bad.

At first, there were a lot of “raids” on LeO 45, the plane was unusual for the majority of French pilots. On takeoff and low speeds, he behaved simply disgustingly, "prowled" and "squandered."

As a result, he naturally earned a reputation as a dangerous and unforgiving aircraft.

However, as soon as LeO 45 took off and gained speed, it immediately transformed. Not only was it becoming easily and clearly controllable, without a bomb load, the LeO 45 easily performed the entire complex of aerobatics.

In general, such a capricious lady.


But it was the ability of the bomber to tumble in the sky and made it possible to retrain a fairly significant number of pilots on it. The distrust of the crews was treated in the classical way - test pilots performed amazing demonstration flights at retraining and voila centers - prejudice was replaced by enthusiasm.

In general, the plane was very good. Maneuverability, speed up to 480 km / h, sane defensive weapons (especially when two more machine guns were added to the cannon), good bomb load and working range deservedly put the LeO 45 in service with the best representatives of medium-sized bombers of the time.

Lavrov did not gain an airplane solely because it was not used correctly and for a short time.

It’s not the plane’s fault that it was used in attempts to stop the columns of German troops in attacks from low altitude and without fighter cover. The Wehrmacht already had decent anti-aircraft weapons in regimental structures, and the Luftwaffe simply did not allow to realize the full potential of this bomber.

But in fact it was the only French Air Force bomber capable of fighting in World War II. He fought.


LTX LeO 451

Wingspan, m: 22,52
Length, m: 17,17
Height, m: 5,24
Wing area, м2: 68,00

Weight, kg
- empty aircraft: 7 813
- normal takeoff: 11 398
Engine: 2 x Hispano-Suiza 14Aa 6/7 x 980 hp

Maximum speed km / h
- by the ground: 365
- at height: 480
Cruising speed, km / h: 420
Practical range, km: 2 900
Practical ceiling, m: 9 000
Crew, prs: 4

Armament:
- one fixed 7,5 mm MAC 1934 M39 machine gun in the bow with 300 rounds;
- One 7,5 mm MAC 1934 machine gun with 500 rounds on a retractable lower turret;
- one 20-mm gun Hispano-404 with 120 shells in the upper installation.

The maximum bomb load is 1500 kg.

Main bomb bay:
- two 500-kg or five 200-kg with 1000 l of fuel or
- two 500-kg or two 200-kg bombs with 1800 liters of fuel or
- two 500 kg bombs with 2400 liters of fuel or
- one 500-kg or two 200-kg bombs with 3235 liters of fuel.

Center section bobbot compartments:
- two 200 kg bombs.
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  1. Free wind 29 December 2019 06: 43 New
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    With the dwarves, it seemed like the results were better, but they set up an ipo-dance, The plane is certainly nice. According to the article, not everything is clear, 400 group sorties, that is, not single, but 5-10 bombers, and 320 tons were dropped with a bomb load of 1 ton minimum.
  2. svp67 29 December 2019 06: 53 New
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    Interestingly, did the Germans use Leo on the Eastern Front?
    1. lwxx 29 December 2019 07: 28 New
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      KGrzbV 700 air group. Luftwaffe LeO 45 as a bomber was completely uninterested in how the Germans used the LeO 45 transport aircraft very readily. "Wehrmacht air carriers. Luftwaffe transport aircraft 1939-1945" D. Zubov
      1. svp67 29 December 2019 07: 31 New
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        Quote: lwxx
        as a transport aircraft LeO 45 was used by the Germans very willingly.

        Yes, I already read it, it’s just that the Germans actively used transport planes throughout the war to supply the same “boilers”, and it became interesting
        Thanks for the information about the book. hi
  3. andrewkor 29 December 2019 07: 21 New
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    For the information of an ignorant author, "The Strange War" refers to the period from September 01.09.1939, 10.05.1940 to May XNUMX, XNUMX, when the Anglo - French armies were inactive, while Germany defeated Poland. And then gathered forces to crush France and subdue the rest Europe.
    Your Mr. spoon on WWII history fits well with modern liberoid delirium (trend)!
    1. The comment was deleted.
  4. Paul Siebert 29 December 2019 07: 21 New
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    Yes, LeO 45 is a beautiful airplane. And really fought.
    In general, the French Air Force proved to be on the good side.
    May 1940 - the time of their feat. Read the story of Antoine de Saint Exupery "Night Flight" and "Military Pilot." Heroic time.
    And after the surrender, the French pilots did not give up.
    Just recall the Normandy-Niemen division in our sky.
    1. Amateur 29 December 2019 07: 55 New
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      Recall at least division "Normandy Neman" in our sky.

      The personnel of the Normandy-Niemen squadron consisted of 72 French volunteers (14 pilots and 58 aircraft mechanics and gunners) and 17 Soviet aircraft mechanics. (Wikipedia)

      This "division" of 14 pilots fought bravely. But the real impact on the course of the war is pure PR.
      1. Gardener 29 December 2019 09: 41 New
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        What did the gunners do in the fighter squadron armed with the Yaks?
        1. Amateur 29 December 2019 10: 11 New
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          What did the gunners do in the fighter squadron armed with the Yaks?

          Infa from WIKI. I do not know. My comment on the word "division"
          1. Dooplet11 30 December 2019 01: 32 New
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            French shooters retrained as technicians. But it did not work out.
      2. dmmyak40 29 December 2019 22: 57 New
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        Do not tell! After joint sorties with the French, bombers on the Pe-2 polls refused to fly with their escort! The French simply threw trailing pawns and spun with the Germans in a dog dump, gaining a personal score, while the strike group of the “Schmites” or “Fokers” knocked out the dive-bombers.
        Ours were given to the tribunal for this. These are not.
        And they demanded themselves chocolate, wine, meat. Like, aces can’t live without it. Dudes, ....
    2. svp67 29 December 2019 08: 01 New
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      Quote: Paul Siebert
      And after the surrender, the French pilots did not give up.

      Yeah, for a long time they fought against everyone ... including against their "brothers in arms" - the British
      Quote: Paul Siebert
      Just recall the Normandy-Niemen division in our sky.

      A division? No, at first there was a squadron, then a regiment, and only Hundred French pilots passed through its ranks.
      On the Western Front, they fought:
      1. Brittany Bomber Aircraft Group
      2. Mixed air group (regiment) “Alsace” - fighters and bombers
      3. Mixed air group of the Voklyuz Foreign Intelligence Service
      4. Fighter Air Group "Ile de France"
      Given the fact that the personnel of these air groups were strongly mixed and mixed, the total number of pilots is also not very impressive, it’s three or four hundred, at best, pilots
    3. bistrov. 29 December 2019 09: 03 New
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      Quote: Paul Siebert
      Just recall the Normandy-Niemen division

      Do you recognize the difference between a division and a squadron? Yes, and about the "feat" of May 1940, I strongly doubt it.
      1. Paul Siebert 29 December 2019 09: 19 New
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        Do you recognize the difference between a division and a squadron?

        Actually, it was a regiment.
        I repent - I was mistaken by an order of magnitude.
  5. AlexVas44 29 December 2019 08: 19 New
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    The crew was reduced to four people, assigning the duties of navigator and scorer to the co-pilot.

    Not quite clear. The workplace of the navigator and, accordingly, its presence was originally provided for by the design. But the co-pilot was somehow not provided for. Maybe the navigator could be co-pilot, having the appropriate control in his cockpit? Unlikely.
    1. Gardener 29 December 2019 10: 38 New
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      Initially, in the statement of work, 5 crew members were supposed to be on the plane. A co-pilot was envisioned.
      1. AlexVas44 29 December 2019 12: 09 New
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        This is not about the initial version, but after reduction to 4 crew members. There was no co-pilot (he was not there initially), but was entrusted with duties, here is the "misunderstanding" from the author. In the series, the crew consisted of 4 people. and it was located like this: the navigator-bombardier was sitting in the nose in front of and below the pilot, the radio operator-gunner was immediately behind the pilot and separated from the lower gunner by the bomb bay; there was a starboard passage between them. By the way, we were already talking about this aircraft here, and not so long ago, on March 26, 2015. "LeO-45. A successful aircraft that was unlucky."
    2. Undecim 29 December 2019 13: 23 New
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      Not quite clear.
      In fact, the pilot was alone. The crew consisted of four people:
      - a scorer, he is the crew commander according to the system adopted in the French Air Force;
      - pilot;
      - shooter radio operator;
      - shooter rear defensive firing point.
    3. Aviator_ 29 December 2019 17: 17 New
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      The navigator needs special training, even during the Red Army Air Force during the war, the navigator was taught 2 years (astronomy, meteorology, trigonometry, etc.), and the pilot was much less (take-off and landing). My father studied from spring 1941 to summer 1943. So, in principle, it was impossible to assign the duties of a navigator to a co-pilot. That is, it is formally possible, but what will be the result ...
  6. Pavel57 29 December 2019 09: 53 New
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    Historically, the French were still those allies. And about the plane is interesting.
  7. unknown 29 December 2019 10: 13 New
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    On the issue: also fought.
    On losses at the (Jewish) European theater of operations WWII.
    In the first place - the USSR.
    The second is Poland.
    The third is Romania. Losses: 1200000.
    Romania, with a population of 15 million, lost more than Britain with the dominions and the United States combined.
  8. Gardener 29 December 2019 10: 33 New
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    Interestingly, the author can use the search?
    https://topwar.ru/71472-leo-45-udachnyy-samolet-kotoromu-ne-vezlo.html
    1. Dooplet11 29 December 2019 12: 13 New
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      No, but the author uses the search well. He fails to glue what he copied.
      We look at the "author":

      [Quote]After experimenting with Gnome-Rhone engines, Hispano-Suiza 14Aa 6/7 engines were put on the plane., Hispano-Suiza three-blade propellers with variable pitch in flight. The air-cooled engine developed 980 hp. at sea level, 1080 hp on take-off and 1120 hp at an altitude of 4000 m. [/ quote]

      We look like in the original source (http://aviarmor.net/aww2/aircraft/france/leo451.htm):

      [Quote]Prototype LeO 45-01 The B4 was released by the Argentine plant and transported to the Willacable airfield for final assembly, thus being ready some time before its competitors, who were also the objects of the prototype order. It was equipped with Hispano-Suiza 14Aa 6/7 engines closed by traditional NACA hoods and Hispano-Suiza three-blade rotary propellers (licensed by Hamilton) with a two-position variable in-flight step.
      Source: http://aviarmor.net/aww2/aircraft/france/leo451.htm
      ..
      The aircraft was re-equipped with Ghnome-Rhone 14N 20/21 engines, giving 1030 hp at an altitude of 5000 m, closed by Mercier hoods, and the car was re-designated LeO 451-01. The flight test program was carried out from 21.10.38 to February 1939 and, despite slightly less powerful engines, speed and general flight data remained unchanged.

      .
      The aircraft was re-equipped with Ghnome-Rhone 14N 20/21 engines, giving 1030 hp at an altitude of 5000 m, closed by Mercier hoods, and the car was re-designated LeO 451-01. The flight test program was carried out from 21.10.38 to February 1939 and, despite slightly less powerful engines, speed and general flight data remained unchanged.

      .
      After successful tests on the first prototype of the Gnome-Rhone engines, there was a demand to equip them, instead of the original Hispano-Suizaall production cars. These aircraft, redesignated LeO 451, were to be equipped with Gnome-Rhone 14N 38/39 or 48/49 engines, depending on availability. This decision significantly delayed the delivery of the first LeO 451-1
      [/ Quote]

      Well and further in the text of the "author", the jamb on the jamb:

      [quote] For starters, very original, they proposed that the rear hemisphere be protected by a 20-mm cannon from the Spanish-Suiza. Nobody really did that. But the idea came in, because it was for this that the plumage was made spaced, and it did not interfere with the shoot. [/ Quote]

      - The spaced plumage was made not for the gun, but for the rudder to be in the propeller stream. This improves handling at low speeds. But according to the total values ​​of the "dead sectors", the separated plumage is much worse than the classic. But the "author" is not aware.

      [quote] But then it turned out that the area of ​​vertical tail surfaces is not enough at take-off and during climb. I had to immediately modify the steering wheels. [/ Quote]

      -so only a person very far from aviation could write clumsily.
      [quote] [For example, the defensive armament from the Spanish-Suis gun HS 404. This is a very good weapon, no doubt. Plus, the central keel did not interfere with its use. / quote]
      - but two spaced keels made it difficult to use twice as much.

      [quote] However, the Germans learned, and learned very quickly, that you can hide behind a plumage washer, balance speed and calmly open fire.
      Unfortunately, without a rudder washer, the aircraft was operated with great difficulty. [/ Quote]

      - How to understand all this? Not interfering to shoot spaced plumage prevents to shoot? And the Germans took off the "rudder washer" (so the "author")? And they realized that without it the plane is poorly controlled? This is trash! laughing
      Skororokhov’s copy-paste processing is all “the best and the best”. We are waiting for new masterpieces in the new year. Or in this what else has time to save up?
    2. Aviator_ 29 December 2019 17: 18 New
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      Do not ask rhetorical questions
  9. Undecim 29 December 2019 10: 57 New
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    And it all started then, at the beginning of the blessed thirties, when the doctrine of the Douai ruled in heaven. It was following the postulates of this doctrine that in France they created flying horror (in terms of aesthetics) such as Bloch MB 200 and 210, Amiot 143, Potez 540 and 542, Farman 221 and 222, LeO 257bis.
    Do not try to introduce the French to the freelance aviation country of "flying horror." In those years, everyone flew such "horror".
    Let's look at similar peers from other countries.

    TB-3 bomber (USSR).
    1. Undecim 29 December 2019 11: 01 New
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      Handley Page Heyford (United Kingdom)
      1. Undecim 29 December 2019 11: 09 New
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        Mitsubishi Ki-20 (Japan). Japan, let it not bother anyone, the aircraft was developed in Germany by Junkers.
        1. Undecim 29 December 2019 11: 17 New
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          Boeing B-9 (USA).
          1. Undecim 29 December 2019 11: 21 New
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            Caproni Ca.90 (Italy).
          2. Alf
            Alf 29 December 2019 20: 52 New
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            Quote: Undecim

            Boeing B-9 (USA).

            But this one looked beautiful.

            Martin B-10. 1932-1934 years.
            1. Undecim 29 December 2019 22: 23 New
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              By the way, a revolutionary machine for its time, which deserves an article.
              1. Alf
                Alf 30 December 2019 18: 24 New
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                Quote: Undecim
                By the way, a revolutionary machine for its time, which deserves an article.

                Yes. Smooth cladding, retractable landing gear and enclosed cabs.
    2. dmmyak40 29 December 2019 23: 12 New
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      Believe that you can compare the hero of our article indicated your aircraft with TB-3? If TB is a hero from the time of the corrugation, then for the rest (if the eyes and sources do not lie) - all-metal or linen sheathing? And the maximum bomb load of TB is 5, not 000 for a Frenchman.
      1. Undecim 29 December 2019 23: 41 New
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        Nobody compares anything. Read the comment carefully. The goal was not to compare performance characteristics, but to answer the author’s thesis "And it all started then, in the beginning of the blessed thirties, when the Douet doctrine ruled in heaven. It was following the tenets of this doctrine that in France they created flying horror (in terms of aesthetics) such as Bloch MB 200 and 210, Amiot 143, Potez 540 and 542, Farman 221 and 222, LeO 257bis. "
        The meaning of the comment - France in those years in terms of “aesthetics” was no different from the rest. The TB-3 made its first flight in December 1930, the Boeing B-9 in April 1931, Ca.90 fully flew in February 1930, the Mitsubishi Ki-20 in October 1931, the Handley Page Heyford in June 1930. These are single-time machines - early thirties.
        1. dmmyak40 30 December 2019 23: 09 New
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          If it comes to aesthetics - I agree. The author just needs to "pepper" - pepper (in American air slang - "shoot machine guns, by the way) the dry text of the article.
          Recently, the novel has taken a great interest in the “semi-Albanian” language: “self-cut out”, “logged in” ... Fashionable author, in a word ...
  10. Undecim 29 December 2019 11: 59 New
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    Having stamped these monsters, the French changed their minds and issued a project of a completely different property.
    The new bomber was supposed to have a speed of at least (!) Of 400 km / h (law enforcement aircraft, while the Soviet Security Council, already issued 450 km / h, if that), a bomb load of 1 kg, overload up to 000 kg , range up to 1 km.

    Thought not only the French. The same thing happened in all countries.
    Concerning lawmakers of aircraft, while the Soviet Security Council, already issued 450 km / h, if anything, then the author was in a hurry and misled the readers.
    On November 17, 1934, Service Technique Aéronautique launched the B5 heavy bombers program. It indicated a five-seater bomber with a maximum speed of 400 km / h at an altitude of 4000 m and a combat radius of 700 km, a bomb load of 1200 kg.
    Six months earlier, in March 1934, the Air Force reported its tactical and technical requirements for the new bomber - a maximum speed of 330 km / h, a flight range of 700 km, and a bomb load of 500 kg.
    In February 1935, the experimental ANT-40RC designed with these requirements with Wright Cyclone engines rated at 730 hp developed a speed of 325 km / h.
    A 450 km / h already developed SB 2M103 with M103 engines in 1939. By that time, Olivier LeO 45 was developing 495 km / h.
    1. Zufei 29 December 2019 12: 06 New
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      Ehhh. To "harbor" you and Roman in one article. It would be a noble artistic and technical delicacy.
      1. Dooplet11 29 December 2019 12: 18 New
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        I doubt that Undecim with Skomorokhov will come out on the same field, not like writing an article together.
  11. The leader of the Redskins 29 December 2019 12: 58 New
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    Amazing Never heard of this plane before! Thank you Roman!
    1. Dooplet11 29 December 2019 13: 15 New
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      Just to quote:
      (C)
      Interestingly, the author can use the search?
      https://topwar.ru/71472-leo-45-udachnyy-samolet-kotoromu-ne-vezlo.html

      The author is a technical engineer (https://topwar.ru/user/engineer-technical/) and will be more literate than Skomorokhov, and does not forget to indicate the primary sources. Yes, a lot has changed for VO since 2015.
      1. Aviator_ 29 December 2019 17: 21 New
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        By the way, where did the Technical Engineer go with VO? Very informative work published.
  12. Dooplet11 29 December 2019 13: 07 New
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    The LeO 45 prototype was released a little earlier than its competitors and made its first flight on January 16, 1937. With 1200-horsepower Gnome-Rhone 14P engines, a top speed of 515 km / h was achieved. But then it became clear that the area of ​​the vertical tail surfaces is not enough on take-off and during climb. I had to immediately modify the steering wheels.

    After experimenting with Gnome-Rhone engines, Hispano-Suiza 14Aa 6/7 engines, Hispano-Suiza three-bladed propellers with variable pitch in flight were put on the plane. The air-cooled engine developed 980 hp. at sea level, 1080 hp on take-off and 1120 hp at an altitude of 4000 m.

    About power and motors. From the reference

    In Spain, the capacities are not the same, and on the serial LeO 45 they were practically not:

    And there were the Gnome-Rons, and not at all with the capacities that Skomorokhov pointed out:


    It turns out that in order to copy-paste, the head must also be turned on ...
  13. Undecim 29 December 2019 13: 49 New
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    But in fact it was the only French Air Force bomber capable of fighting in World War II. He fought.
    In fact, this was far from the only French Air Force bomber capable of fighting in World War II. And on which they fought. For example.

    Bloch MB.170 - it was on this plane during the French campaign of 1940 that Antoine de Saint-Exupery flew. A reconnaissance flight on this aircraft formed the basis of the autobiographical book Military Pilot.
    The aircraft developed a speed of 530 km / h, a range of 1650 km, a ceiling of 11000 m, a bomb load of 400 kg.
    1. Undecim 29 December 2019 14: 05 New
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      Amiot 354 bomber. This aircraft could not sufficiently prove itself in 1940 due to poor performance characteristics, and because of the mess in the French aviation industry, due to which only 1940 aircraft were built by 86. Naturally, they could not have any noticeable influence.
      The aircraft had a maximum speed of 480 km / h, a range of 3500 km, a bomb load of 1200 kg.
      1. Undecim 29 December 2019 14: 28 New
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        Another very interesting aircraft is the Potez 630 with a story very reminiscent of the history of the Pe-2.
        It was created as a fighter, then it was a bomber, a dive bomber, and a scout. Built in various versions of 1395 copies.
  14. L-39NG 29 December 2019 13: 53 New
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    French pilots who managed to escape from France or desert from North Africa flew and fought in the ranks of the RAF. On November 7, 1941, the first purely French No. 340 Squadron RAF. Later, others were created. For example, the author of The Big Show, Pierre Henri Klosterman flew with No. 341 Squadron RAF.
    For clarification - Squadron RAF consisted of 12-24 aircraft.
  15. Mikheich 29 December 2019 18: 51 New
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    ... Probably still fought ....
    Fight then fought but the scale is not the same ...
  16. BAI
    BAI 29 December 2019 20: 08 New
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    The assessment of the author of the French bombers now does not correspond to the assessment of their bombers by the French then. Preparation for Operation Spear:
    The Secretary General of the French Foreign Ministry Leger wrote to the American Ambassador Bullitt on January 11, 1940: "France will not break off diplomatic relations with the Soviet Union or declare war on it, it will simply destroy the USSR."

    After 80 years, it is, of course, more visible, but what would the author write in 1939?
  17. WapentakeLokki 29 December 2019 20: 43 New
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    Quote: Undecim

    Amiot 354 bomber. This aircraft could not sufficiently prove itself in 1940 due to poor performance characteristics, and because of the mess in the French aviation industry, due to which only 1940 aircraft were built by 86. Naturally, they could not have any noticeable influence.
    The aircraft had a maximum speed of 480 km / h, a range of 3500 km, a bomb load of 1200 kg.

    Damn .. well spilled Yer-2 !!! Even the cockpit is shifted to the left ... And whoever ... communized ... or ...
    1. Dooplet11 29 December 2019 21: 14 New
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      For the "poured Ep-2" lacks the smallest - wing "reverse gull. And water-cooled engines.
      And so similar. Two motors, two keels, again, the same cabin is offset. You, my friend, are observant! Exactly, they communicated the design!
      1. Alf
        Alf 30 December 2019 18: 29 New
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        Quote: Dooplet11
        For the "poured Ep-2" lacks the smallest - wing "reverse gull. And water-cooled engines.
        And so similar. Two motors, two keels, again, the same cabin is offset. You, my friend, are observant! Exactly, they communicated the design!

        And the keeper of the storehouse decided not to stick the arrow tower, perhaps, it would beat off by itself ..