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Visit the D-day Wiki for a complete database of D-day's units & structures.


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.:Welcome to the D-day website:.

D-day is a modification for the highly acclaimed computer game Red Alert 2 and
its expansion Yuri's Revenge. It changes Red Alert 2's original cartoony and
arcade style gameplay into a more realistic World War II theme.

There are over a thousand new units to build and fight with, spanning from the
early beginnings of the conflict in the 1920's onto a hypothetical what-if
continuation of the war into the 1960's and beyond.

If you have any questions please use the forums or leave a message in the shout
box on this page.




.:Quick news:.




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.:New D-day website:.


Yep it's that day of the year again, June 6th! Today marks the 74th anniversary
of the Allied amphibious landing in Northern France which led the way for the
liberation of Western Europe from German occupation.  

Of course today is also the anniversary of the Red Alert 2 mod D-day, which has
now been in development for 16 years. To celebrate I have completely redone the
D-day website with a new look and features. I plan to continue working on the
new site to add more information and content in the coming weeks, which I'll
post updates about on D-day's Facebook and Twitter pages.







In addition to the new website I have also created a Discord chat server for
D-day. I will be there as much as I can, so feel free to join in and ask me any
question you may have about D-day.




Posted June 6, 2018 by Mig Eater
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.:Me-262 And Friends:.




I'm back with a big news post covering the early development of German &
Japanese jet aircraft with several Me-262 variants and copies. I actually made
these units early last year & started writing the wiki pages for them last
April! I'm glad I can now finally finish posting them.

Another variant that I started working on but was unable to finish was the
Me-262 C-3a, which featured an extra rocket engine in the tail for short speed
boosts. Due to limitations with the game's engine I was unable to get this
system working, if it becomes possible in the future tho it will be added to
D-day. I'd also planned to include the Soviet Sukhoi Su-9 & British Hawker
P.1048 with these but both are independent designs that only resembled/were
inspired by the Me-262 tho. I'll make them both at a later date along with
several other early Allied jets.



Messerschmitt Me-262 A-1a Schwalbe



The German Me-262 was the first mass-produced & operationally used jet fighter
in the world. Work on this revolutionary aircraft started in late 1938 under the
code name Projekt 1065, the initial design proposed in April 1939 differed
considerably from the production version, the engines were mounted in the wing
roots & the wings were straight. Development of the BMW 003 jet engines intended
for the Me-262 was repeatedly delayed because of the many technical problems
encountered with this brand new propulsion system. Because of these problems it
was decided to move the engines to pods fitted under the wing to facilitate easy
removal for maintenance. This change also necessitated a change of the wings to
a swept configuration to compensate for the change in centre of gravity.

The first "V1" prototype was ready in April 1941 however the BMW 003 jet engines
intended for the aircraft weren't ready so a conventional Junkers Jumo 210
engine with a propeller was fitted to the nose so basic testing of the airframe
could be carried out. It wasn't until November 1941 that a pair of BMW 003 were
ready to be fitted to the prototype. For the first test flight the Jumo 210 was
retained for safety, which proved wise as both BMW 003 engines suffered a
flameout causing them to stall, the Jumo 210 was then used to bring the
prototype safely back to base. With this failure it was decided to switch to the
more reliable Jumo 004 jet engines. The first flight with the Jumo 004 took
place on July 1942 in the V3 prototype, marking the first flight of the Me-262
with jets only.

There was opposition to the Me-262 from several high-ranking officials during
early development including the head of Messerschmitt, who wanted to concentrate
production on proven propeller designs. As well as the commander-in-chief of the
Luftwaffe Hermann Göring who expected the war to be won before the aircraft
could be ready for production, as such funding & support was withheld at times.
After the Me-262 prototype was demonstrated to Hitler in mid 1943 he also
insisted that the design should be modified into a multi-role fighter-bomber
which lead to redesigns of the nearly finished fighter aircraft. These political
problems along with the extended development of the jet engines meant that the
Me-262 wasn't able to go into operation use until April 1944, six years after
its original conception.

Once in combat though it proved highly capable and able to outperform most
allied fighters, with several pilots becoming aces. It was however extremely
vulnerable when taking off or landing as it couldn't maneuver or accelerate
during this time or the engines would stall. Allied pilots would take advantage
of this by loitering around airfields & then attacking Me-262 as they appeared.
To combat this the Germans reinforced the anti-aircraft fortifications leading
up to the runway in order to give the Me-262 more cover. As the war situation
deteriorated though most Me-262's were grounded because of fuel shortages & a
lack of trained pilots that could handle the power of the new jet aircraft.

Following the end of the war American, British, French & Soviet forces scrambled
to capture these prized aircraft so they could be studied to advance their own
jet aircraft programs. Comparative tests between the British Gloster Meteor &
American P-80 Shooting Star showed the Me-262 to be superior in several aspects
however the engines required constant maintenance & had a relatively short
lifespan. As such these tests didn't last long and several aircraft were lost
due to engine failures.

Out of the 1,430 aircraft built during the war only nine still exist today in
museums, with only one still in its original markings. In 2003 the Texas
Airplane Factory started the "Me-262 Project" in which they built several
replicas using an original Me-262 that was undergoing restoration as a template.
Unlike most replicas, which are classified as unique aircraft, the exact
replication of the parts used in these Me-262s meant that they are officially
registered as newly built Me-262s with the variant name of A-1c. They are all
owned by private collectors who often fly them during air shows in American &
Germany.



Messerschmitt Me-262 A-1a/U4 "Pulkzerstörer"



The Messerschmitt Me-262 A-1a/U4 (in some sources know as the Pulkzerstörer
"Pack destroyer") was a modification of the standard Me-262 A-1a airframe,
replacing the four 30mm Mk108 cannons in the nose with a single 50mm Mk214
cannon. The 30mm Mk108 while a powerful weapon had a short range which along
with the Me-262's high speed meant that the engagement time against enemy
aircraft was often very short, especially against slow moving bombers. The 50mm
Mk214 greatly increased the damage and weapon range of the Me-262, even giving
it the ability to engage bombers from outside of their defensive range. The
weapon had a limited amount of ammunition and was difficult to use while
manoeuvring though, making it unsuitable in a dogfight with other fighters. Only
two of these aircraft were built Wk/nr 111899 & Wk/nr 170083 in early 1945,
there are rumours that one of them was used in combat before the war ended but
no evidence has been found to substantiate these claims.

After the war Wk/nr 170083 was captured by American forces at Lechfeld airfield
and transferred to the 54th Air Disarmament Squadron led by Colonel Watson (aka
Watson's Whizzers), a unit which was tasked with finding and capturing advanced
enemy aircraft. In preparations for transferring the aircraft back to American
for testing its markings were repainted with USAF roundels and was named Wilma
Jeanne after Watson's wife. It was then flown to Cherbourg where it was loaded
onto the British aircraft carrier HMS Reaper along with other advanced German
aircraft for the long journey across the Atlantic. Arriving in New Jersey the
aircraft were then flown to Freeman Army Airfield, during the flight a turbine
blade broke in the engine of the Me-262 A-1a/U4 and the plane was destroyed in
the resulting crashed.



Messerschmitt Me-262 B-1a/U1



The Messerschmitt Me-262 B-1a/U1 was a specialised night fighter variant of the
Me-262 equipped with a FuG-218 Neptun radar for finding enemy aircraft in the
dark. Development of a night fighter variant of the Me-262 started in late 1944
with the construction of the Me-262 A-1a/U2 prototype (Wk/nr 170056) which used
the standard single seat A-1a airframe. Multiple tests were carried out using
several different types of radar devices. While the technical sides of the tests
proved successful the pilots however reported that they had difficulty flying
and using the radar system simultaneously. In light of this it was decided to
move development to the Me-262 B-1a two seater trainer airframe, the extra seat
which was normally used by a flight instructor was instead modified for use by a
dedicated radar operator who could guide the pilot to enemy targets. The
addition of the radar antenna protruding from the nose produced extra drag and
decreased the aircraft's speed, the space needed for the second seat required
the removal of one of the fuel tanks too. To compensate for this loss two
external fuel tanks were fitted under the nose, this also increased the drag and
decreased the speed. Even with this loss in performance the Me-262 B-1a/U1 was
still much faster then the enemy bombers and their escorts. Messerschmitt
started work on developing a more advanced version called the Me-262 B-2a which
would have featured a lengthened fuselage to hold more fuel instead of the
external fuel tanks and the new "Berlin" centimetric radar dish which could be
placed inside the nose reducing drag, the war ended before work on a prototype
of this improved version could begin though.

Only seven of the Me-262 B-1a/U1 night fighters were built before the end of the
war, they were all given to the 10th squadron of the Nachtjagdgeschwader 11 who
used them to great effect with several of the pilots becoming aces, including
Kurt Welter who still holds the world record for the most enemy planes shot down
in a jet aircraft. In an effort to neutralise this threat the RAF bombed the
based they were operating from, after which only four aircraft were left. After
the war the three remaining aircraft were captured by British forces who
transported them back to Britain for testing, one of them crashed during a storm
and another was scrapped. The third and final aircraft was given to the South
African air force where it sat in storage for many years, it was then given to
the Johannesburg Museum who restored it in 1971 and has since been one of their
major exhibits.



Messerschmitt Me-262 SB.1a



The Me-262 SB.1a (Schnellbomber Ia) was a proposed "fast bomber" variant of the
Me-262. The main difference was the relocation of the cockpit from the centre of
the aircraft to the nose, this greatly increased the pilot's vision for the
bombing role. This meant that the nose mounted cannons had to be removed though
and it had to rely on its greater speed to outrun any enemy fighters. The front
landing gear also required modifications to make it rotate 90 degrees and lay
flat under the pilots seat. The space once occupied by the pilot was used to
house an extra fuel tank increasing the aircraft's range. The design didn't
progress further than the initial design proposal and no prototype or production
version were built.



Messerschmitt Me-262 A-2a/U2 Mistel



The Messerschmitt Me-262 A-2a/U2 was a dedicated bomber variant of the Me-262
featuring a completely new fully glazed nose section that would house a second
crew member who would lay down in a prone position. From there he could get a
clear view for level bombing runs or guide remote controlled ordinance towards
their target. Two prototypes of the Me-262 A-2a/U2 were built before the end of
the war, one of them was captured by American forces who presumably took it back
to American for testing along with other advance German aircraft and later
scrapped it but information on this prototype's final fate is scarce.

One of the types of ordinance proposed for the Me-262 A-2a/U2 was the use of
another Me-262 that has been fitted with explosives and converted into a
pilotless flying bomb, with the Me-262 A-2a/U2 mounted on top of the pilotless
Me-262 in a Mistel configuration. For take-offs they were both placed on a
specialised trolley fitted with a rocket booster, after becoming airborne the
trolley would then be jettisoned and collected for reuse. Once the Me-262
A-2a/U2 was within range of the target it would detonate the explosive bolts
holding the two aircraft together. The bombardier in the nose of the Me-262
A-2a/U2 would then take remote controlled of the Me-262 bomb via radio and guide
it to a collision course with the target.



Avia S-92 Turbina



During World War II multiple factories in Czechoslovakian were employed by the
Germans to produce different parts for the Me-262 A-1 fighter and Me-262 B-1
trainer aircraft. At the end of hostilities in Europe the factories and parts
were captured by Soviet forces, all complete aircraft and some parts were taken
back to the Soviet Union for testing. The jibs, tools and documents within the
factories were handed over to the newly restored Czechoslovakian government
though. Using some of the parts left by the soviets along with others newly
constructed in the wartime factories Avia set to work to produce their own
version of the Me-262 A-1 and Me-262 B-1. The first of the single seat aircraft
the Avia S-92 was completed in August 1946 with the first two seater Avia CS-92
trainer flowing in December 1946. The aircraft proved to be difficult and
extremely time consuming to make with many of the parts having to be
individually hand made, making each plane slightly unique. As such only nine
Avia S-92 and three CS-92 were completed over the next three years before
production was discontinued. They served in the 5th fighter squadron as a
training unit to help pilots get their first experience with jet aircraft. Most
were scrapped in the 1950's but a single S-92 and CS-92 remain on display in the
Prague Aviation Museum.

Yugoslavia showed interest in buying the S-92 and CS-92 and placed an order for
one of each for evaluation but didn't receive any aircraft. There are reports
that Israel bought several S-92 and one of them exploded during a test flight in
April 1950, however there is no evidence to substantiate this. There have been
suggestions that the aircraft that exploded was really a Gloster Meteor that the
British had secretly given to Israel for testing and it was claimed to be a S-92
to cover it up, while slightly more plausible this is still a matter of
conjecture.



Nakajima Kikka



In early 1944 the Japanese military attaché in Germany was shown the Me-262
along with several other advanced German aircraft. Impressed by these new
designs he reported back to the Japanese high command on who then authorized him
to open negotiations to buy a production licence for the Me-262 & Me-163.
Documents for the two planes along with a complete Me-163 and other aircraft
parts where then loaded onto the Japanese submarine I-29 in Lorient France and
left on 16 April 1944 to take the perilous journey around Africa back to Japan.
On 14 July 1944 the I-29 arrived in Singapore, several of the passages then
disembarked and completed the rest of the trip by plane, taking some of the
Me-262 documents along with them. Once resupplied I-29 also left Singapore to
complete the finial part of it's journey back to Japan. While going through the
Luzon Strait though the I-29 was intercepted & sunk by American forces. With the
loss of the I-29 & the parts it carried the engineers at Nakajima only had the
few documents flown from Singapore along with the memories of a few offices who
had seen the Me-262 first hand to work with.

Even with this limited amount of information Nakajima started work on the Kikka
in September 1944. Several changes where made to the original Me-262 design
making it simpler and easier for manufacture in Japan including using more
readily available materials such as wood. One major change was the addition of
folding wings which would enable the aircraft to be concealed more easily. At
first it was planed to fit the Kikka with the Ishikawajima Tsu-11 motorjet which
was originally designed for use on the MXY7 Ohka kamikaze plane. Instead
Ishikawajima started development of new jet engine specificity for use in the
Kikka called the Ne-10, this design however was unable to produce enough thrust
to power the Kikka. With this failure work moved to the Ne-20 which was a
reverse engineered version of the German BMW 003, the engineers at Ishikawajima
only had a few photographs and a cut-away drawing to work from though. Even with
this limited amount of information they were able to produce a usable engine.

The first prototype was completed in June 1945 and after ground tests it took to
the skies for it's first flight on 7 August 1945 with with Lieutenant Commander
Susumu Takaoka piloting. The short flight went well but the Ne-20 required a
long time to get the Kikka up to takeoff speed. To elevate this on the second
test flight the Kikka was fitted with RATO (rocket assisted take off) units,
unfortunately the rockets had been fitted at an incorrect angle resulting in the
Kikka crashing during takeoff. Work started on repairing the damage but the war
ended before they could finish. A second prototype was also nearing completion
at the time the war ended, along with around 20 other airframes in various
stages of completion. After the war American forces captured airframes number 3,
4 and 5, they where sent to Patuxent River Naval Air Base in America for
testing. The prototypes where later cannibalized to make a single complete
aircraft, which was then given to the Smithsonian National Air and Space Museum.
The Museum kept it in storage for many years but it has recently been moved it
to the Steven F. Udvar-Hazy Center for restoration work.



Nakajima Ki-201 Karyu



While Nakajima's main focused was on completing the Kikka as quickly as possibly
to help counter the expected Allied invasion of the Japanese home islands. A
second team lead Iwao Shibuya started development of another aircraft that more
more closely followed the original design of the Me-262 called the Ki-201 Karyu
(Fire Dragon). This aircraft would also incorporate more advanced equipment that
was then in development such as the Ne-230 turbojet & Ho-155-II cannons. A
prototype was expected to be finished & ready for testing in December 1945,
however the war ended before work could start putting an end to the development
of the Ki-201.


Posted March 15, 2018 by Mig Eater
view/post comments 0
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.:Back from the dead:.


Yes your eyes do not deceive you, new D-day news post! It's been nearly a year
since the last news post, this has mainly been due to a technical problem that
blocked me from accessing the D-day website & forums, thus I was unable to post
anything for over 10 months! Sadly during this time I was somewhat demotivated
to work on D-day, I still made a few random units for fun but I didn't make that
much overall progress tho.

Gladly now that the problem has been resolved I'm feeling refreshed, revitalized
& ready to work on D-day again. So to kick things back into action I've made a
set of generic buildings as well as a generic sidebar & loading screen. These
graphics will be used as placeholders for where I have yet to make specific
national themed artwork. Which can normally take months to just research &
several more to make all the 3D models.

So with this set France will no longer be using those hideous grey boxes with
"placeholders" written across them. It also means that the new countries of
Poland, China, Sweden & Czechoslovakia that I have been slowing working on will
be include as playable (but incomplete) sides in the next release along with
Japan. These are of course just placeholders & each of these country will
receive unique national artwork in a later release.







I also plan to make a set of generic defensive buildings as well in the near
future & of course I still have a backlog of over a 100 units that I still
haven't posted/added to the wiki yet too so expect more news to come soon.


Posted March 2, 2018 by Mig Eater
view/post comments 2
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.:West Germany:.





I am proud to announce the addition of West Germany to D-day as a new
sub-faction. They will be playable in the Post-War time frame as an alternative
to the Third Reich. While the normal Third Reich faction makes use of prototypes
and paper projects designed during the closing stages of World War II in a
hypothetical scenario where the war continued on. The West German faction on the
other hand uses equipment developed in the 1950's and 1960's for the newly
established Bundeswehr, as in our real timeline. The addition of this
sub-faction lets players create Cold War scenarios gone hot as you stand with
you American and British Allies to fend off a Soviet invasion of Europe. Access
to the West German sub-faction is done in the same manner as the American
Marines sub-faction, where after deploying your construction vehicle you are
given the choice of two factions to pick from. Once chosen you will not be able
to change sub-factions for the rest of the game.






 

 


Click to enlarge









Here is a more in depth look at the units available to the West German
sub-faction. As usual for more information and pictures click on the unit
name/animation to view their D-day Wiki page.


Unimog 404




Development of the Unimog series of trucks started in 1946 as a truck that could
also be used as an agricultural tractor allowing great versatility for farmers
struggling in the post-war period. The first prototype was ready at the end of
1946 and after trials and adjustments was put into mass production at the end of
1947. In 1951 Daimler-Benz bought the Unimog company and in 1953 launched two
new versions, the 401 and 402. In 1955 with the formation of the Bundeswehr
Daimler-Benz designed a new 404 version of the Unimog truck specifically for
military service. Production started that same year and continued until the
1980s, with various upgrades being made over the years but still keeping the
same rugged and proven design of the original. The civilian version of the
Unimog also continued to evolve over the years and remains in production this
day.

Note: In game the Unimog 404 is used as a supply collection vehicle


Schützenpanzer HS.30




The Schützenpanzer HS.30 was a infantry fighting vehicle developed by the Swiss
company Hispano-Suiza for the Bundeswehr in the 1950's. It was the first
armoured vehicle to be developed for Germany after World War II. Unlike other
armoured personnel carriers that were in use at the time the HS.30 was fitted
with a turret equipped with a 20mm auto-cannon. This gave it the ability to
engage enemy infantry and unarmoured targets, making it arguably the worlds
first infantry fighting vehicle. The HS.30 was authorised for production before
a prototype was ready and tested. This meant that early production versions
suffered from many problems, especially with the engine and transmission which
were originally designed for a lighter vehicle. This rush into production along
with an inordinate order of 10,000 vehicles (much more than what was required)
raised some suspicions. An investigation revealed that personnel associated with
the procurement process and several politicians had received in total over 50
million Deutschmarks in bribes for their support of the HS.30, creating a
scandal within the German government. Eventually the early problems with the
HS.30 were worked out and the order reduced with only 2,176 being built between
1958-1971.


Flakpanzer HS.30




The Flakpanzer HS.30 was an anti-aircraft system developed by Hispano-Suiza on
the base of the HS.30 infantry fighting vehicle. Two different prototypes where
built in the mid 1950's, one using duel 20mm guns and the other fitted with a
larger turret equipped with duel 30mm cannons. Neither of the designs were put
into production, further information is limited and the fate of the prototypes
unknown.


Spähpanzer Ru 251




The Spähpanzer Ru 251 was designed in 1960 to replace the M41A1 Walker Bulldog
that the Bundeswehr had been using in the reconnaissance role. Prototypes where
built in 1963/64 and underwent testing, it was however decided to cancel the
project as the newly deployed Leopard 1 tank was just as if not more capable of
fulfilling the intended reconnaissance role. Documents related to the
development of the Ru 251 are still considered classified material by the
Bundeswehr and the surviving prototype is kept in a secure storage facility, as
such there is only basic information available and a few photos from during it's
testing. Recently someone working at the storage facility managed to take and
release several photos of of the prototype tho, marking the first time it has
been seen in several decades.


Kanonenjagdpanzer




In the mid 1950's the newly formed Bundeswehr put out a request for a new tank
destroyer. The German companies Henschel and Hanomag jointly worked on a design
together, as well as the Swiss company MOWAG. In 1960 both had finished
prototypes that where given to the Bundeswehr for trials. The Henschel and
Hanomag design was chosen and in 1965 was put into production as the
Kanonenjagdpanzer. In the 1970's the Soviets introduced new Soviet tanks with
thicker amour, this rendered the Kanonenjagdpanzer's 90mm cannon obsolete. Plans
were made to refit the Kanonenjagdpanzer with the 105mm L/7 cannon to combat
this new threat, instead it was decided to remove the gun a fit the
Kanonenjagdpanzer with an anti-tank missile system on it's roof, this new
modification was called the Raketenjagdpanzer Jaguar.


Leopard 1




Development of the Leopard tank started in 1956 as a part of a joint project
between Germany, France and Italy to create a new standard European tank (a.k.a.
the Europa-Panzer). In 1960 Porsche, Rheinmetall (Germany) and AMX (France)
submitted prototype tanks for evaluation. Disagreements in the design and
manufacturer of the tank put a strain on the project and political changes in
France further exacerbated problems. So Germany and France decided to end the
partnership and continue development of their own designs independently. For
Germany Porsche's design was chosen and after a second prototype and a limited
run of 50 pre-production vehicles it started mass-production as the Leopard tank
in 1964. The Leopard went on to also became a huge success on the export market,
being bought by many European countries thus largely fulfilling it's originally
intended role of being a standard European tank. While being largely replaced by
the Leopard 2 in Europe the Leopard 1 is currently still in active service in
several South-American countries.


Light Artillery Rocket System




The Light Artillery Rocket System or LARS was a multi-barrelled rocket launcher
fitted on the back of a Magirus 6x6 truck. It could fire 36 110mm rockets which
could be fitted with various warheads ranging from anti-personnel, anti-tank and
parachute equipped mines. Development started in the mid 1960s and it came into
service with the Bundeswehr in 1969. In the 1980s the system was upgraded by
changing to a new armoured MAN 6X6 truck which is know as the LARS 2, with the
original design becoming the LARS 1. In 1998 LARS was replaced in front line
service with the American M270 MLRS but two hundred of them are still in reserve
storage.


EWR VJ 101C




During the Cold War the West German Airforce expected their airfields to be a
primary target in any conflict with the Soviets. To counter this they planned to
adopt a mobile strategy with heavy use of new VTOL aircraft that in a time of
war could be operated from makeshift runways or the autobahn. To fulfil this new
strategy Heinkel (VJ 101A), Messerschmitt (VJ 101B) and Bolkow all submitted
different designs for a new VTOL fighter/interceptor. Instead of making the
three companies compete for the production contract the Defence Ministry
encouraged them to work together, so in 1959 the three of them joined together
to create the EWR (Entwicklungsring Süd) consortium. The new jointly designed VJ
101C incorporated the best features from the original concepts, with Heinkel's
wing mounted engine pods and Messerschmitt's fuselage lift fan being combined to
provide the aircraft's VTOL capability.

In early 1960 a rudimentary test rig was built to test the feasibility of the
VTOL engines, a skeletal prototype was then built and in May 1961 underwent
testing on a telescopic column. Work continued on improving this prototype and
in March 1962 it was able to fly freely on its own. With the success of these
tests a full prototype (X-1) was built and flew for the first time on April 10th
1963 and the first transition from vertical to horizontal flight was achieved on
September 20th 1963. On September 14 1964 the X-1 prototype crashed and was
destroyed during take-off, it was later found that a roll rate gyro had been
installed backwards causing the autopilot to malfunction. A second prototype
(X-2) completed in mid 1965 and along with fixes to the autopilot it also
featured newer engines fitted with afterburners, it achieved its first VTOL
flight on October 22th 1965. Testing of the X-2 prototype continued for several
more years and plans were made for construction a larger and more advance EWR VJ
101D design, however changes in strategic requirement meant that interest in the
EWR VJ 101 diminished and in 1968 the project was cancelled. The X-2 prototype
survives to this day and can be found in the Deutsches Museum in Munich.

Following the cancellation of the VJ 101 EWR continued work on several
conceptual designs (The AVS project in partnership with Boeing and the EWR A 400
STOL Design Study), these slowly evolved the original VJ 101 design and
culminated into the Panavia Tornado.


Focke Wulf Fw-860




The Fw-860 was an unique VTOL aircraft designed in partnership between Focke
Wulf and the French company SNECMA, the French version being known as the AP
519. While most VTOL design used lift fans or rotating engines to achieve
vertical flight the Fw-860 instead would take off and land on it's tail, in a
similar fashion to a rocket. This tail-sitting method while requiring complex
landing gear had advantages of needing less complex VTOL engines, saving wight
and space within the aircraft making it possible to produce a more compact
design. A major problem with this design though is that the pilot's view is
restricted to looking up vertically at the sky when taking-off/landing, to solve
this the nose section of the Fw-860 would be able to rotate 90 degrees giving
the pilot an unrestricted horizontal view. This unusual aircraft never left the
concept stage and work instead moved to more traditional VTOL designs.


Dornier Do-31




The Dornier Do-31 was a VTOL transport aircraft designed to be used along with
the EWR VJ 101 VTOL fighter plane as part of West Germany's mobile defense
strategy. Development of the Do-31 started in 1959 with a test rig being
completed in 1962 which was used for several years to work out the problems with
this large and ambitious design. Three different prototypes were then completed
during 1967. The first prototype (Do-31E1) was only fitted with Bristol Pegasus
engines for testing the standard horizontal operations and flew for the first
time on February 10th 1967. The second prototype (Do-31E2) was used for static
ground tests and never flew. The third and final prototype (Do-31E3) was fitted
with both Bristol Pegasus engines and the Rolls-Royce RB162 lift engines and was
capable of full VTOL operations, its first flight was during July 1967 and the
first vertical take-off was achieved on November 22nd 1967. During the 1969
Paris air show the Do-31E3 gave a demonstration, during which it set world
records for speed, distance, altitude and speed and duration over a course. The
Do-31 remains the only jet powered VTOL transport aircraft ever built and as
such these records have yet to be challenged. Unfortunately for this unique
aircraft changes in strategy and the high cost of the project lead to its
cancellation in 1970. Dornier also put forward a proposal for a larger civilian
passenger version called the Do-231 but couldn't find any airlines interested in
purchasing it so it failed to leave the drawing board. Two of the prototypes
still exist today, Do-31E1 can be found displayed at the Dornier Museum in
Friederichshafen and the Do-31E3 prototype is located within the Flugwerft
Schleissheim aviation museum in Oberschleißheim. The second prototype Do-31E2
was scrapped soon after the project was cancelled.


Posted March 20, 2017 by Mig Eater
view/post comments 4
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.:Tigers of the World:.

The Panzer VI Tiger is arguably the most famous and recognizable tank in the
world, becoming the icon of the German tank forces of World War II. It's use was
not limited to the German army though, several other countries used or planed to
use Tigers during and after the war. Here are a few of them.

For more information and pictures click of the unit names to visit their D-day
Wiki pages.



Type 4 Tiger




In April 1943 the Japanese sent 12 army officers led by Colonel Ishide to
Germany to inspect and test their latest tank designs. The Japanese where quite
impressed and negotiated to buy four of the tanks and their related documents
and blueprints, the PzKfw III Ausf.J, PzKfw III Ausf.N, PzKfw V Panther Ausf.D
and PzKfw VI Tiger. They hoped that they could be reverse engineered and the
technology incorporated into Japanese designs. One of the PzKfw III's was
dissembled and along with the documents transported back to Japan via submarine.
February 1944 the Tiger tank was moved to Bordeaux in France so it could be
prepared for transport. With the worsening war situation and then the Allied
Landings in France it became impossible to transport the tank to Japan. In
September 1944 the Japanese decided to give the tank back to the Germans where
it was soon destroyed fighting in Belgium.

Note: The Germans charged the Japanese twice the normal price for the tiger. So
in keeping with historical accuracy in D-day the price of the Type 4 is double
that of the German version.


PzKpfw VI Tiger




In May 1944 the Germans gave 10 PzKpfw VI Tiger tanks to the Hungarians and then
a further 3 more as a birthday gift to the Hungarian Inspector of Engineers
Laszlo Hollósy kuthy. They served in the Hungarian 3rd Tank Regiment, where in
July they took part in the battle for Galizien district in Southern Ukraine. By
December 1944 only 4 of them where still active, the fate of the final 4 is
unknown but they where presumably destroyed during the Soviet invasion of
Hungary.



T-VI-100




During the course of World War II Soviet forces where able to capture many
German tanks in various states of disrepair, if at all possible they would be
put into services against their former owners. These tanks generally had a short
life span due to limited spare parts and ammunition. In an effort to help
elevate the later problem several projects where started to refit the German
tanks with Soviet weapons. One of these was the T-VI-100 which replaced the
PzKfw VI Tiger's 88mm KwK36 L/56 with the 100mm D10 which was used on the SU-100
and later the T-54. As the war progressed the Soviets where able to produce an
ample amount of tanks so the need to refit the German tanks diminished and the
project was cancelled in 1945.



T-41/75N




After the war a single Tiger tank was recovered from the battlefield and
repaired by Skoda for use as a test bed for fitting their prototype 75mm A18
cannon. The A18 was originally built for use in the T-25 medium tank, the T-25
however was never put into production and it wasn't till now that the Skoda team
could test it in a suitable vehicle. While the 75mm A18 was less powerful then
the original 88mm KwK36 it was fitted with an auto-loader and drum magazine
witch greatly increased the tanks rate of fire. Currently there are no known
photographs of this unusual modification.

Note: To simulate the auto-loader and drum magazine this unit has a limited
ammunition supply that can be fired quickly but then takes some time to reload.



Tiger 131




Tiger 131 is the only working PzKfw VI Tiger tank in the world, it currently
resides in Bovington Tank Museum and features as the main star in the museum's
yearly tank festival. Tiger 131 was constructed in February 1943 at the Henschel
factory at Kassel and was then sent to Tunisia in North Africa. On 20th April
1943 it took part in the battle for Djebel Djaffa hill, during witch it received
several hits form British Churchill tanks that jammed the turret and gun, as
well as injuring the driver and gunner. The crew then bailed out leaving their
disabled but still intact tank for British forces to capture. The tank was
repaired using parts from other knocked-out tigers and sent back to Britain
where it was displayed as a war trophy in various locations around the country
for the rest of the war. In 1951 it was then donated to Bovington Tank Museum
who put it on static display for the next 40 years. In 1990 it was then removed
for restoration which involved a complete disassembly and reassembly of all it's
parts. As well as fitting it with a new engine from a Tiger II, as the original
had been cut in half for display at the museum. The restoration of Tiger 131 was
finally finished in 2003, becoming the only tiger tank in the world to be
restored to working condition.

Note: Because of the uniqueness of this tank and in homage of the fact it is the
only working Tiger in the world, only one Tiger 131 can be built at a time.

Posted March 13, 2017 by Mig Eater
view/post comments 0
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