Turkey: Warplanes of the Second World War preserved

‍Warplanes of the Second World War preserved in Turkey

The aim of this website is to locate, identify and document Warplanes from the Second World War preserved in Turkey.  Many contributors have assisted in the hunt for these aircraft to provide and update the data on this website.  Photos are as credited.  Any errors found here are by the author, and any additions, corrections or amendments to this list of Warplane Survivors of the Second World War in Turkey would be most welcome and may be e-mailed to the author at hskaarup@rogers.com.

Türkiye'de korunan İkinci Dünya Savaşı savaş uçakları

Bu web sitesinin amacı, Türkiye'de korunmuş İkinci Dünya Savaşı'ndan kalma Savaş Uçaklarının yerini tespit etmek ve belgelemektir. Birçok katkıda bulunanlar, bu web sitesindeki verileri sağlamak ve güncellemek için bu uçakların avlanmasına yardımcı oldu. Fotoğraflar olduğu gibidir. Burada bulunan hatalar yazara aittir ve Türkiye'deki İkinci Dünya Savaşında Savaş Uçağı Hayatta Kalanlar listesine yapılacak herhangi bir ekleme, düzeltme veya değişiklik memnuniyetle karşılanacaktır ve yazara hskaarup@rogers.com adresinden e-posta ile gönderilebilir.

Turkish Air Force

In 1940, Turkish air brigades had more than 500 combat aircraft in their inventory, at the time making it the largest air force in the Balkans and the Middle East.  The Turkish Air Force became a separate banch of the Turkish Armed Forces in 1944.  Turkey entered the war on the Allied side in Feb 1945.  The Turkish Armed Forces were placed on full alert and were prepared for war following the military alliance between neighbouring Bulgaria and the Axis Powers which was formalized in March 1941, and the occupation of neighbouring Greece by the Axis Powers in April 1941. Within a year, Turkey's borders were surrounded by German forces in the northwest and west, and Italian forces in the southwest. The Turkish Air Force made daily reconnaissance flights over Bulgaria, Greece, the Greek Islands in the Aegean Sea, and the Dodecanese Islands which then belonged to Italy, to monitor the positions of the Axis forces. The large cities in western Turkey were darkened at nights, and anti-aircraft guns and searchlights were deployed for defence against possible enemy aircraft. Almost all available funds in the Turkish Government Treasury was used to purchase new weapons from any available provider in the world.

During the war Turkey sent pilots to the United Kingdom for training purposes.  14 are known to have died in the UK.  One of them was shot down by a German plane during a training flight in British air space, the rest died in accidents.

The Turkish Air Force received large numbers of new aircraft in this period, including Supermarine Spitfire Mk. I, V, IX and XIX, Curtiss Falcon CW-22R/B, Fairey Battle Mk. I, Avro Anson Mk. I, Hawker Hurricane Mk. I and II, Morane-Saulnier M.S.406, Curtiss P-40 Tomahawk and Kittyhawk, Westland Lysander Mk. I, Consolidated B-24D Liberator, Bristol Blenheim Mk. IV and V, Bristol Beaufort, Bristol Beaufighter Mk. I and X, Focke Wulf FW-190-A3, Martin 187 Baltimore, de Havilland DH.98 Mosquito Mk. III and IV, Douglas B-26B and C Invader, P-47D Thunderbolt and Douglas C-47A and B Dakota.

A great deal of the research, Photos and data presented here was conducted by Master Sergeant Gekho - many thanks!

(Turkish Air Force Photo)

The Miles M.14 Magister Mk. 1 was a British two-seat monoplane basic trainer aircraft built by the Miles Aircraft for the Royal Air Force and Fleet Air Arm.  Affectionately known as the Maggie, the Magister was based on Miles' civilian Hawk Major and Hawk Trainer and was the first monoplane designed specifically as a trainer for the RAF.  As a low-wing monoplane, it was an ideal introduction to the Spitfire and Hurricane for new pilots.

In 1941 the British Goverment promised to supply 25 Magister Mk. 1s in 1941 and 75 in 1942.  However only 76 were despatched in 1941. 6 of these aircraft were lost enroute to Turkey which were shipped later on.  Kayseri Aircraft Factory obtained the rights of under licence production from the Miles Co. and they produced 5 in 1941 and 21 in 1942.  The rights of under-licence production was transferred to THK, The Turkish Aerial League and they produced a further 20 in their facilities located in Ankara.  These aircraft were deployed at the Hava Okulu, 1st Training Battalion, 1st 2nd Companies in between 1942-50, Air Force Academy in between 1951-60. 60 of these aircraft were transferred to THK at different times and they remained in active service until 1963.

(Turkish Air Force Photo)

The Miles M.9 Master was a British 2-seat monoplane advanced trainer built by Miles Aircraft Ltd for the Royal Air Force and Fleet Air Arm during the Second World War.  It went through a number of variants according to engine availability and was even modified as an emergency fighter during the Battle of Britain.  It was a fast, strong and fully aerobatic aircraft and served as an excellent introduction to the high performance British fighter aircraft of the day; the Spitfire and Hurricane.

The Turkish government planned to procure 100 Miles Master trainers, but since is was observed that the Curtiss Falcon CW 22s were having a much better performance the quantity was dropped to 27.  In July 1943 8 Master Mk. II models arrived which were followed by 7 Martinet target towing models on March 1945.  Within the same year 12 more Mk. IIs arrived. They were assigned to target towing duties in various regiments and they remained in service until being replaced by the North American T-6C Texans.

(Turkish Air Force Photo)

Supermarine Southampton Mk. II.  This aircraft was the first flying boat designed after the First World War to enter RAF service, and was the first of a series of successful military flying boats designed by Reginald Mitchell. It was based on the single Supermarine Swan flying boat, and was ordered off the drawing board in August 1924 after the Swan impressed in tests. The Southampton would become the second longest serving RAF flying boat (behind the Short Sunderland), entering service in 1925 and remaining in use for over ten years, while the related Stranraer was still in use at the start of the Second World War. The Southampton was a two-bay biplane. The lower wing was mounted just above the fuselage, and was supported by spar bracing tubes (standard practise was to build the lower wing roots into the hull). The wooden hull of the Mk I was built with an inner fuselage section with the planning bottom and two steps attached to the base. The gap between the two was divided into watertight compartments. On the metal-hulled Mk II this system was replaced by a simple single skin, which helped reduce weight and increase storage space. The two engines were mounted on pylons carried between the wings. The Southampton uses a triple fin and rudder, similar to the one used on the Swan. Three crew positions were placed ahead of the wings – the bow mooring position with a single Lewis gun was in the nose, followed by twin open tandem cockpits. The engineering and navigation stations were placed below the wing centre-section. Behind the wing were two offset Lewis gun positions.

As a replacement for the aging Rohrbach Rodra Ro.IIIas 6 Southamptons were purchased in 1933 by the funds allocated from the National Budget.  The aircraft arrived the same year and they were deployed at the newly formed company 31st Dz.Ty.Bomb.Bl. (31st Maritime Airplane Bomber Co.) located in Izmir.  In 1943 they were dropped from active duty after the arrival of the Mosquitos.

The Southampton entered service in the summer of 1925 with No. 480 (Coastal Reconnaissance Flight).  It was best known for a series of long distance flights, carried out partly as flag waving exercises and partly to gain experience in operating flying boats in remote waters.  The most famous of these tours lasted for over a year, and saw four aircraft from the Far East Flight travel 27,000 miles between October 1927 and 11 December 1928.  During this journey the Southamptons circumnavigated Australia, and visited Hong Kong, Indo-China and Burma, before ending the journey at Singapore, where the flight was reformed as No.205 Squadron.

(Turkish Air Force Photo)

Supermarine Walrus Mk. II.  The design of this aircraft was begun by Supermarine Aviation Works Ltd. in 1932 and its first prototype flight took place in 1933.  They began serving the RN in 1935.  The Walrus is a single engined biplane with a pusher propeller.  They can take-off from the water or they can be catapulted from the warships . In 1937, with the funds allocated from the National Budget 6 were ordered.  The aircraft arrived at April 1938 and they were deployed at the 11st Dz.Tay.Bl (11th Maritime Airplane Co.).  From 1944, they were transferred to the 105th Torpedo Co.  They were written off in 1947.

(Turkish Air Force Photo)

Gotha Go 145.  This aircraft was a German two-seat basic trainer wooden construction biplane of the Second World War first flown in 1934. The Gotha Go 145B was powered by a 240 hp Argus As 10C inverted-Vee piston engine which provided a top speed of 212 kmh and a range of 630 km. From December 1942 Gotha Go 145 aircraft were also used on the Eastern Front as nuisance raiders, dropping small bombs on the Soviet positions during darkness.

The first 3 aircraft were brought from Germany and the remaining 43 aircraft were produced at the Kayseri Aircraft Factory in between 1936 and 1939. They were deployed at the Flying School replacing the Caudron C.59s. They remained in service until 1943 when they were started to be replaced by Miles Magisters. Then they were used as communication aircraft by air regiments until mid-1947.

In 1934 the Turkish Goverment decided to procure 12 Dewoitine-510s in order to stregthen the interceptor units and signed an aggreement with the producer.  One of the aircraft produced was exhibited at the Paris Air Show in 1935 but the French Goverment embargoed the despatchment of the aircraft due to the unsettled situation in the Hatay Sandjak.  This action, contrary to the international law, caused anger and furiousity in the Turkish Goverment and the contract was immediately cancelled. Turkey began a search for an alternative, and investigated the Polish built P.24 together with four other Balkan countries which were namely Romania, Bulgaria, Yugoslavia and Greece and with a Baltic country Estonia.  In the meantime a P.24/III was sent to Turkey and made demostration flights. The performance was found acceptable and an order was placed in 1936.

(Turkish Air Force Photo)

PZL P.24.  The first order placed was for 20 P-24As, 14 of which would to be produced in Poland by PZL and the remaining 6 would be assembled at KTF (Kayseri Airplane factory). These aircraft had had 4 underwing racks for 12.5kg bombs, four 7.9mm Colt-Browning machine guns and two 20mm Oerlikon cannons. All of these aircraft were supplied within 1936. The second order covered 46 P-24Cs. 26 of these aircraft would be manufactured by PZL and 20 would be produced under licence by KTF. These aircraft were supplied within 1937. They were equipped with four 7.9mm Colt-Browning machineguns and they had two underwing rails for 50kg bombs. The P-24A and P-24C models were equipped with French made Gnome-Rhone reciprocating radial engines with an output of 900HP each.

In 1939 an additional aggrement was signed for the production of two P-24Gs at the KTF facilities.  These aircraft were equipped with two 20mm Oerlikon cannons, four 7.9mm Colt-Browning machine guns. Their engine was altered to 950HP Gnome-Rhone 14N-07. All of the P-24s were deployed at the 21st, 41st, 42nd, 43rd Interceptor Companiers. The aircraft at the 42nd at the 43rd were transferred to Flying School in 1943. They were droppped out of service in 1943 by the arrival of Hawker Hurricanes. The only existing example in the whole World is at the Aviation Museum at Ye?ilköy-Istanbul.

(Turkish Air Force Photo)

de Havilland DH.84 Dragon.  This aircraft was designed by Arthur Hagg in response to Fox Moth operator Edward Hillman's request for a twin-engined aircraft to be used on a proposed service from southern England to Paris. The slab-sided plywood box used successfully in the Fox Moth was adopted forthe fuselage of the new design, a two-bay biplane with wings that could be folded outboard of the two de Havilland Gipsy Major engines. The pilot was provided with a separate compartment in the extreme nose and the main cabin could seat six passengers. The prototype made its maiden flight on 12 November 1932, at Stag Lane, Edgware. It was later delivered to Hillman's Airways at Maylands, Essex, together with three examples of the production Dragon 1, which facilitated inauguration of the Paris route in April 1933. British production totalled 115 aircraft built at Stag Lane and, from 1934, at Hatfield. A further 87 were built in Australia during World War II, the de Havilland Australian factory at Bankstown, Sydney, producing navigation trainers for the Royal Australian Air Force, the first of these flying on 29 September 1942.

The Dragons entered service in 1933.  4 of them were purchased by the Turkish Armed Forces in 1934 to be uitilized as flying schools.  One of them entered sevice in 1934 and the remaining 3 in 1935.  They were deployed at the Hava Okulu (Flying School) until being replaced by the Airspeed Consuls in 1944.  Then they were transferred to Transport Command and they were used as transport planes until written off in 1946.

(Turkish Air Force Photo)

Curtiss Wright CW-22.  This two-seat low-wing general-purpose or advanced training monoplace was developed at the Curtiss-Wright St Louis factory in 1940. The two crew members were housed under a continuous glazed canopy, and the all-metal CW-22 showed its lineage by landing gear which had main units retracting rearward into underwing fairings as on the CW-21 single-seat interceptor. Powered by a 313kW Wright R-975 Whirlwind radial, 36 CW-22s were exported to the Netherlands East Indies, but due to the Japanese advance in that region were delivered to the Dutch in northern Australia during March 1942.

A developed CW-22B version was sold to Turkey (50); the Netherlands East Indies (25); and various Latin American countries (totalling about 25). Several Dutch aircraft were later captured and flown by the Japanese. Both the CW-22 and CW-22B were armed with two machine-guns, one fixed and the other flexibly mounted. After a demonstrator had been tested by the US Navy, a CW-22N advanced training version went into production. The US Navy applied the designation SNC-1 Falcon to the type, a total of 455 being purchased in three batches of 150, 150 and 155 respectively; the aircraft of the third batch had a modified, higher cockpit canopy. Many SNC-1s were sold to private owners in the USA after World War II.

Towards the end of the 1930s the TuAF planned an urgent modernisation and 50 CW-22R models were bought from Curtiss-Wright. The planes which arrived in 1940 remained in active duty until 1949 until the arrival of the T-6 Texans. In 1940 a second batch of 50 planes, this time the USN version the CW-22Bs were purchased. These planes were deployed at the Hava Okulu in between 1940 and 1949. Some were used for lisison purposes by some of the regiments.  5 were loaned to THK (Turkish Aerial Foundation) in 1940 but they were returned in 1942.

(Turkish Air Force Photo)

North American T-6 Texan.  In between 1948 and 1958 Turkey received a total of 196 T-6s within the MAP program. The first group composed of 100 T-6Cs arrived by ship on Aug.2nd 1948. In 1955 a total of 26 planes composed of 17 pcs Harvard IIB, 5 pcs Harvard II, 2 pcs SNJ-3 and 2 pcs SNJ-4 from the Norvegian Air Force were received. A third batch of 19 pcs LT-6Gs and 11 pcs T-6Gs from USAF arrived within September and October 1957. The last batch composed of 40 Harvard Mk.IIs were received from the RCAF. The T-6s were deployed at the Flying School and at the Figther Training School in between 1948 and 1951. In 1951 they were transferred to the newly founded Air Force Academy and they were deployed there until 1956 which were then transferred to the Flying School located at Gaziemir-?zmir.  In 1974 their long and successful life within TuAF came to an end and they were replaced by the T-34s, T-41s and T-37s.

(Turkish Air Force Photo)

Fairey Battle Mk. I.  The battle was a British single-engine light bomber built by the Fairey Aviation Company in the late 1930s for the Royal Air Force. The Battle was powered by the same Rolls-Royce Merlin piston engine that gave contemporary British fighters high performance; however, the Battle was weighed down with a three-man crew and a bomb load. Despite being a great improvement on the aircraft that preceded it, by the time it saw action it was slow, limited in range and highly vulnerable to both anti-aircraft fire and fighters with its single defensive .303 machine gun. During the "Phoney War", the Fairey Battle recorded the first RAF aerial victory of the Second World War but by May 1940 was suffering heavy losses of well over 50% per mission. By the end of 1940 the Battle had been withdrawn from combat service and relegated to training units overseas. For such prewar promise, the Battle was one of the most disappointing of all RAF aircraft.

The Turkish Army Air Force received 30 aircraft. In accordance with the aggrement signed between Turkey and the United Kingdom it was aggreed on the sale of Fairey Battles to Turkey which would be paid back in twenty years with an annual interest of 4%. In the meantime 30 Fairey Battles were being shipped to Poland. But due to Polands sudden occupation by the Nazi Germany the ships route was diverted to Turkey. The planes which arrived on Feb.2.1940 were assigned to the 2nd. Talim Taburu and to the 3rd Talim Taburu as light bombers and recce planes. In 1944 they were replaced by the Baltimores and the remaining aircraft were transferred to the Hava Okulu as trainers. They remained in servise until being replaced by the AT-11s in 1947.

(Turkish Air Force Photo)

Focke-Wulf Fw 58K Weihe (Kite, a bird also called Drache).  The Weihe was one of the most important utility aircraft of the Luftwaffe, in the class of the Avro Anson or Airspeed Oxford.  First flown as a six-seat civil transport in 1935, it blossomed forth in many military versions with up to three MG 15 or other guns, wing and fuselage bomb racks and wheel/ski/float landing gear.  About 4,500 Fw 58C were delivered to the Luftwaffe 1937-1942, called Leukoplast-bomber (sticking-plaster bomber) in the ambulance role. A typical duty was spraying Russian areas with germicides.

After negotiations in between Turkey and Germany a loan for the procurement of aircraft was received and 6 pcs FW-58K Weihes and 20 pcs Fw 44s were procured.  The aircraft were received in 1937.  One of the Weihes crashefd on the way to Turkey and a substitute was provided in 1939.  The Fw 44s were transferred to THK (Turkish Air League) and the Weihes were deployed at the Hava Okulu (Flying School) for training navigators and bombardiers.  In 1943 they were transferred to 3rd 5th Regiments as liaison aircraft where they were written off in 1945.

(Turkish Air Force Photo)

Heinkel He 111.  During the early days of 1937 an He 111 came to Ankara and made demo flights.  The demos made a good impression and the event was followed by an order of 24 He 111F-1s in March.  16 planes arrived within the same year in two paties and the remainder came in 1938.  The aircraft were deployed at the 1st Air Regiment in Eski?ehir at the 1st and 2nd Battalions.  After the arrival of the Martin Baltimores and the Consolidated B-24 Liberators in the 1940s a somewhat peculiar picture was formed.  The planes which were serving opposing air forces during the war were flying side by side at the TuAF. During the war spare parts for these planes were the major problem.  They were brought from Britain which were collected from Luftwaffe aircraft that had been shot down over the British skies.  In 1945 they were withdrawn from active duty after the arrival of the Mosquitos.

(Turkish Air Force Photo)

Hawker Hurricane Mk. I.

(Turkish Air Force Photo)

Hawker Hurricane Mk. IIC (R).

(Turkish Air Force Photo)

Hawker Hurricane Mk. IIC.

Hawker Hurricanes joined the TuAF in 1939 and they remained in service until 1947.  A total of 164 Hurricanes of different models served the TuAF.  Following the Anglo-French Treaty 15 Mk. Is were ordered in 1939 which were received within the same year.  This was followed by a second batch of 15 and they were received in 1940.  A further 5 Mk. Is were ordered and they arrived in 1943.  Some of the aircraft in the second batch were ex-Yugoslavian orders and some were ex-Polish orders.  All of the Mk. Is were assigned to 5th Regiment, 8th Battalion, 42nd and 57th Hunter Companies.  In 1943 they were transferred to the 4th Regiment.

Following the insistant demands of Turkey three Mk. IICs were given on 31st Dec 1943 which was followed by further shipments on 31 Jan 1943, 31 March1943 and 1 July 1943, totalling to 47 Mk. IIC fighters. These shipments were followed by a batch of 38 Mk. IIBs on 1 Aug 1943, 1 Sep 1943 and 44 Mk. IIC/R recce aircraft on 1 Feb 1944.  Mk. IIBs were deployed at 4th Regiment, 3rd Company whereas Mk. IICs were deployed at the 4th Regiment, 1st and 2nd Companies and 4th Regiment, 8th Battalion, 53rd and 58th Hunter Companies.  Mk. IIC/Rs were assigned to 101st, 102nd 103rd Aerial Recce Groups.  They were dropped from active duty after the arrival of the P-47 Thunderbolts in 1947.

(Turkish Air Force Photo)

Morane Saulnier MS.406C1s.  In accordance with the treaty signed by France and Great Britain France promised to supply 40 MS.406C1s to Turkey.  The first packet of 30 aircraft came to ?stanbul by a streamer and they were assembled under the supervision of French technicians in Ye?ilköy.  These aircraft were assigned to the 43rd and 48th Companies of the 11th Battalion of the 4th Regiment located in Kütahya.  In 1942 the regiment moved to Merzifon where they were reorganised as the 5th Air Base in early 50s. These aircraft were withdrawn from frontline duty in 1943 and they were assigned to Flying School in Eski?ehir.  In mid-1945 they were retired from active duty.

(Turkish Air Force Photo)

Westland Lysander.  This aircraft was designed and produced by the British firm Westland as an army cooperation aircraft in accordance with the demands from RAF.  Its first flight took place on 15 June 1936.  In addition to Turkey, Lysanders were utilized by France and they were also produced under licence in Canada.  Due to its lack of speed they were withdrawn from the frontlines even during the first days of the Second World War.   During 1939-1940, 36 Lysander Mk. IIs were received by the TuAF as British Military Aid.  12 of these aircraft arrived by maritime lines and were assembled at Ye?ilköy-Istanbul, and the remaining 24 were despatched to Eski?ehir.  12 of the Lysanders were utilized as trainers and target tugs.  12 were sent to Merzifon.  In 1948 they were replaced by P-47 Thunderbolts.

(Turkish Air Force Photo)

Martin 139-W.  This was an advanced version of the Model-123 developed and produced by the US firm Glenn L. Martin.  The version was named as Model-139W initially and they were renamed as B-10 after being deployed at the USAAF starting on 1934.  After the beginningt of the Fascist Italy thread in the Eastern Mediterranean it was decided to procure long-range bombers.  As a result Capt. Enver Ako?lu was sent to the States to examine the aircraft . It was decided to purchase 20 aircraft but with uprated 1000HP engines instead of the standard 750HP ones.  These aircraft were named as 139-WT.  These aircraft were deployed in Çorlu at 55 and 56 Tayyare Bölü?ü, which were connected to 9 Tayyare Taburu.  During 1941-1942 they were used extensively in reconnaissance duties over the Black Sea.  They were transferred to 1. Alay,  2. Tabur, 4.Tayyare Bölü?ü, and to transport commands.  The remained on active duty until 1946.  4 of the aircraft crashed on duty. In 1945, 16 were within the TuAF 12 of which were active.

(Turkish Air Force Photo)

Bristol Blenheim.

Bristol Blenheim.  This aircraft was an executive monoplane called Type-142 with a capacity of 6 passengers designed and produced for the Daily Mirror in 1934.  The military version of the plane was designed in 1935.  It was initially called Type-142M which was changed to Blenheim Mk. 1 later on.  1351 examples of this model were produced.  This was followed by Mk. IV whose production rate was 3307 examples and by Mk. IVT torpedo-bomber version and by the Mk .V which was called Bizley among the Turkish aviators.  These planes remained on active combat duty within the RAF until 1943 until when they were replaced by the Beauforts and the Beaufighters.

(Turkish Air Force Photo)
40 examples of Mk. I, 3 examples of Mk. IV and 18 examples of Mk. V joined the TuAF at different dates.  The first were composed of 12 Mk. Is, 2 of which were sent in Oct 1937 and the remaining 10 in Feb 1938 in accordance with the contract signed in 1936 foreseeing the modernisation of the TuAF.  Later in 1938-1939, 18 more Mk. Is and in Sep1939 the last 10 Mk. Is joined the TuAF.  These aircfraft were allocated to the 10th and the 12th Battalions and to the 3rd Regiment.  In 1942, 3 examples of Mk. IV were received and they were deployed at the 3rd Regiment. The last Blenheims that joined the TuAF were the Mk. Vs all of which arrived on Sep 1943.  They were deployed at the 105th Torpedo Group and at the Aviation School. Blenheims were started to be dropped out of active duty starting in 1944 and the last example was retired in 1947.  They were replaced by the Bristol Beauforts.

(Turkish Air Force Photo)

Bristol Beaufort was produced by the British Bristol Co. whose design was based on the earlier Blenheim and it was initially called Type-152. It was similarly a torpedo-bomber but it was heavier than the previous since it was designed to accomodate a crew of four. The Beauforts started being the standart torpedo-bomber of the RAF in 1940. Eventhough they raided the famous German battleships Scharnhorst and Gneisenau they were not considered successfull planes. 2080 examples including the 700 produced in Australia under licence were produced. Mk.1 is the dominating model with 104 examples which was followed by Mk.V having 520 models produced. They were withdrawn from active duty in 1944. These planes were nicknamed as The Fying Coffins by the Britsh pilots. They were not liked by the Turkish pilots either.

Since Blenheim Mk.Vs in the TuAF were not able to fulfill their duties it was promised by the British Goverment to be replaced by 32 pcs Beauforts. These planes were brought to Turkey from RAFME-Egypt in March,1944 and they immediately replaced the existing Blenheims at the 105th Torpedo Group. They remained in active duty until being replaced by the Beaufighters in 1947.

(Turkish Air Force Photo)

Vultee-V.  This series of aircraft was designed and produced by the US firm Vultee Aircraft Development Corporation as a tactical bomber and assault plane.  Its design was based on the transport version V-1 with the inspirations given by Capt. Enver Akova.  The aircraft was also called the A-19 by the USAAC.  They were not deployed at large quantities but they were exported to China and Brazil in addition to Turkey.

40 of the Vultee V-11-GBT model (T stands for Turkey) were procured as replacements for the Breguet XIXs.  Three of the aircraft arrived in 1937 and the remainder in 1938.  They were deployed with the 27th, 28th, 44th and 48th Coys of the 2nd Regiment.  In 1944 they were transferred to the 101st and 103rd Recce Coys.  In between 1947 and 1948 they served for a while at the 1st and 2nd Coys of the 9th Regiment.  They were retired in 1948 after the arrival of the P-47s.

(Turkish Air Force Photo)

Beechcraft E-18.  The D-18Ss which made their first flight in 1937 were the very first Beechcraft planes to join the TuAF.  Two of them were received within the USA Military Program on 2 March 1947.  These aircraft were utilized for photo-tophographical duties.  The planes were painted in bright red and they had polished aluminum engine cowls.  The TC-1HRT and TC-2HRT were allocated to the Irtibat Nakilye Bölü?ü but in 1948 they were transferred to 10.Alay/4.Bl.   These aircraft were deployed later on by 224. Filo remained on duty until 1959.  In 1959 an E-18S was procured and it was deployed at 224 Filo. Later on in 1975 two more civilian planes were procured and one of these planes were used for calibration duties.  One of these planes was ex-TC-KUM.  In 1959 the D-18Ss were retired.  The last E-18S remained on duty until 1983. The E-18Ss were deployed on cartografical duties.

(Turkish Air Force Photo)

Beechcraft AT-11.  The AT-11 is a variation of the Model-18 designed by the Beechcraft Co. in 1935 and they were used as advanced trainers and bomber-trainers. The design studies of this low-wing plane started in 1937 and they started being mass produced in 1939. They were started to be exported from 1940 onwards. A total of 9388 were produced and more than 250 of them were still in active service in the year 2000. AT-11s started joining the TuAF since 1948 and they are the second Beechcraft version that was deployed. A total of 128 planes joined the TuAF with the US Military Assistance Program. They were brought to Turkey by an aircraft carrier on May, 14,1948. They were officially registered on August,24,1947 as TuAF planes replacing the Airspeed Oxfords and they remained in service until 1983. These planes were mostly used for training and liaison purposes. The most extensive user was the Eski?ehir Bomber Training and Shooting School but after the retirement of the B-26s most of them were also retired. The remaining planes were used as target tugs and liaison planes at various air bases.

(Turkish Air Force Photo)

Martin 187 Baltimore Mk. IV.  This aircraft was designed in accordance with the demands of the British Goverment with the design based on the previous Martin 167 Maryland.  Its series production started in 1941.  Although the plane was designated as the A-30 by USAAC, it was never used as a bomber.  Small numbers were utilized as transports, trainers and liaison planes.  These aircraft were delivered to RAF under lend--lease program in 1941.  The total number of Baltimores delivered to RAF were 975 and 281 of these planes were Mk. IIIA, USSAC (Serial Nos. 41-27682/27962) and 294 were Mk .IV, USAAC (Serial Nos. 41-27963/28256), and RAF (Serial Nos. FA381/FA674).  These aircraft were also selected by the Turkish Army as medium-light bombers and 72 of the Mk. IVs which were being flown by the RAFME were procured by means of the national budget.  The Baltimores were transferred to Adana in two parties the former composed of 26 planes on 21 Aug1944 and the remaining 46 on 12 Nov 1944.  They replaced the Fairey Battles in 1.Alay and 2.Alay but the war weary and aged planes soon started being written off in a very short time.  Beginning in 1947 they were began to be replaced by de Havilland DH.98 Mosquitos and the replacement within the 1. and 2. Alays ended in 1949.  The last Baltimore which was deployed in the Mansh Battalion was dropped from active duty in 1950.

(Turkish Air Force Photo)

Douglas C-47 Dakota.  The Douglas DC series (Douglas Cargo) began in 1936 when the Army Air Corps ordered a pair of DC-2s under the designation C-32.  A contract followed for 18 DC-2s in the C-33 freighter configuration and two more as C-34 staff transports.  Then, in 1937, the Army ordered an aircraft built to its own specifications.  It was a hybrid design that combined the fuselage of the DC-2 with a DC-3 tail.  This was the sole C-38 prototype and it led to 35 production versions called the C-39. The C-39 represented the first serious effort by the Army to establish an airlift capability.

By 1941 the old USAAC had been transformed into the USAAF and it selected a modified version of the DC-3 - the C-47 Skytrain - to become its standard transport aircraft. A reinforced fuselage floor and the addition of a large cargo door were the only major modifications. Other changes included the fitting of cargo hooks beneath the center wing section and the removal of the tail cone to mount a hook for towing gliders. 110 C-47A/Bs and DC-3s served the Turkish Armed Forces and the Turkish Air Force. But it was the Turkish State Airlines who was the first to buy 30 C-47s from the RAFME stocks in Cairo in 1945 in order to renew the fleet and to expand the existing routes. This was followed by the procurement of 18 C-47As with the sources allocated from the national budget in 1946. They joined The Turkish Armed Forces in 1948. It was soon followed by 81 C-47A/Bs supplied from the USAF stocks in Germany within the American Military Aid Programme, The shipment started in August 13, 1948 and it was completed in April 24, 1949. But 7 of these planes which arrived in 1949 were then delivered to an unknown destination most probably to Persia within the same year(1). The last C-47s added to the inventory were 11 planes 2 of which were acquired from Libya, one from the Turkish Airport Authorithies (DHMI) and one from the Turkish Mineral Exploration Agency (MTA) one from USAFE and 6 from THY (Turkish Airlines) which were used as VIP transports.  The planes which were acquired from USAFE and THY were given the Turkish Military Serials which were previously assigned to those 7 planes delivered to an unknown destination.

C-47s served in the TuAF for a long period of time and they often worked side by side with C-130s and with C-160s. They flew the Western Courier and the Eastern Courier routines starting from the Etimesgut Military Airport. They were started to be replaced by the CASA CN-235s in Dec. 1993.  Three EC-47s which were converted into ECM planes remained in service until 1995.  The last C-47 was replaced in 1998.

(Turkish Air Force Photo)

Curtiss P-40 Tomahawk Mk. IIB.  In 1942, 42 Tomahawk Mk.IIBs were sent from the RAFME (RAF Middle East) stocks to bolster Turkeys neutrality.  These aircraft were similarly equipped with the P-40Cs in the USAAF inventory.  Although the TuAF sources say that they were equipped with 3 0.50 inch cannons the US and British sources (i.e Joe Baugher) state that the Tomahawk Mk. IIBs were equipped 4 0.303 caliper MG on the wings and 2 0.50 inch cannons in the nose.  All of the Tomahawks were deployed at the newly founded XIVth Battalion (located at Gaziemir-Izmir, within the 3rd Regiment).  Later on the battalion was reorganized as 1st Battalion composed of two companies.  The Tomahawks were in poor condition when they arrived and they were replaced by the Supermarine Spitfire Mk. Vs in 1944.  A few remaining examples were used as trainers for the Spitfires.

The US firm Curtiss-Wright Corp. was working on a new model of P-40 equipped with an 1150HP Allison V-1710-39 engine. The plane which had the H87A-2 factory designation would later be called P-40D Kittyhawk-1.  Even before the first prototype flight RAF ordered 560 of this model.  Later some of the planes were transferred to Canada and 24 were leased to Turkey under the Lend-Lease Agreement.  The aircraft were deployed at the 3rd and 4th Companies of the 2nd Battalion, 6th Regiment.  The aircraft were already in poor condition at the time of arrival and beginning in 1944 they were replaced by Spitfire Mk. Vs.  9 of them which were still flyable were used as trainers for Spitfires.

(Turkish Air Force Photo)

Supermarine Spitfire Mk. I.  Different models of Spitfire arrived in Turkey at different times.  A batch of 15 Spitfire Mk.1s was ordered together with the Hawker Hurricanes but only 3 of them were delivered.  One of them which was an ex-Polish order arrived in Sep 1938.  The other two arrived in 1940.  Although (Serial Nos. 4501 to 4515) were allocated by the TuAF they were never used. The aircraft were deployed with the 42nd Hunter Company.  Two of them were returned to RAFME in 1942.  The Mk. 1s were equipped with a Rolls Royce Merlin-2 engine with an output of 1030HP.  Their armament consisted of 8 0.303 calibre MGs.  They had a distinctive 3-blade propeller.

(Turkish Air Force Photo)

Supermarine Spitfire Mk. Vb.  In July 1944, 39 Mk.Vb Spitfires were sent to Turkey from RAF stocks. This was followed by 71 Mk.Vcs and 3 recce version Mk. V/R came in February 1945.  Mk. Vbs were deployed with the 1st and 2nd Coys of the 5th Regiment, 1st, 2nd and 3rd Coys of the 6th Regiment. The Mk.V/Rs were used with the High Altitude Photo-Recce Unit.  These models flew with four-blade propellers.  According to the TuAF sources they were equipped with Rolls Royce Merlin-20 engines with an output of 1500 HP.   British sources, however, state that the Mk. Vbs were equipped with a 1585HP Rolls Royce Merlin 45M engine and the Mk. Vcs with a 1470HP Rolls Royce Merlin 45 engine.  The standard armament of the Mk. Vbs was 4 0.303 calibre MG and 2 20-mm cannon.  The Mk. Vcs were armed with 4 20-mm cannon and they were capable of carrying a bombload of 500-lbs.  They were replaced with Republic P-47 Thunderbolts in 1948.

(Turkish Air Force Photo)

Supermarine Spitfire Mk. IX.  At the end of the Second World War, the TuAF was inclined to make the Spitfires her standard interceptor-fighter.  An aggreement was signed with Vickers for the overhaul and maintenance of the Spitfires.  In between Jan 1947 and Feb 1948, 170 Mk. IX Spitfires were received.  These aircraft were deployed with the 1st, 2nd, 3rd Coys of the 4th Regiment, 3rd 4th Coys of the 5th Regiment 1st, 2nd, 3rd 4th Coys of the 7th Regiment and 1st, 2nd, 3rd 4th Coys of the 8th Regiment.  Some of the Spitfires were then transferred to the 1st, 2nd, 3rd 4th Coys of the 6th Regiment in 1949.  After the reorganization of the TuAF they were deployed to the 6 Air Bases in 1951.  They were written off in 1954.  The Mk. IXs were equipped with a Rolls Royce Merlin 61 with an output of 1475HP.  Their armament varied (some were equipped with 8 0.303 Calibre MGs and others were equipped with 4 0.303 calipnbre MGs plus 2 20-mm cannons.  Some had 4 20-mm cannons and were capable of carrying a bombload of 500-lbs.

Only one Spitfire Mk. XI arrived.  The exact date of arrival and deployment is not known.  It was assigned to High Altitude Photo-Recce Unit.

(Turkish Air Force Photo)

Supermarine Spitfire Mk. XIX.  4  Mk. XIX were sold to Vickers by the RAF to make the overhaul.  These aircraft were brought to Turkey in March 1947 and they were also deployed at the High Altitude Photo-Recce Unit.  These aircraft were equipped with 2 cameras underneath the fuselage and one each on the port and starboard sides of the fuselage.  They were the most powerful Spitfires equipped with a 2035HP Rolls Royce Griffon engine.  They were distinctive with their five-blade propeller.

(Turkish Air Force Photo)

Supermarine Spitfire, Turkish Air Force ca 1940s.

(Turkish Air Force Photo)

Supermarine Spitfire, Turkish Air Force ca 1940s.

(Wikiwand Photo)Supermarine Spitfire LF Mk. IXe (Serial No. TE517), Reg. No. G-RYIX, in Turkish Air Force colours. Previously Reg. No. G-JGCA, ex-Czech Air Force, ex-Israeli Air Force 20-46. Owned by Ali Ismet Ozturk, MSO Air & Space Museum, Sivrihisar, Turkey. Turkey operated Mk. IXs from 1947 to 1954. Call sign as YV.85 as a tribute to Turkish Air Force's "Yavuz" (YV) Spitfire Fleet based out of Merzifon. (Flypast)

(Turkish Air Force Photo)

Consolidated B-24 Liberator.  Four B-24s made an emergency landing to Turkey after the first Ploesti bombing raid on 12 June 1942 and seven more after the second Ploesti bombing raid on 1 August 1943.  Another B-24 named "Hadleys Harem' crashed into the sea near Manavgat.  This aircraft is exhibited at the Rahmi Koç Museum.  Three of the first group of aircraft which landed in Turkey landed near Adapazar? and the other three near Ankara.  The aircraft were interned together with their crew, although one of the aircraft succeeded in escaping to Cyprus, it was sent back to Turkey.  5 aircraft were repaired out of the 11 and they joined the TuAF as heavy bombers.  They remained in service until 1947.

(RuthAS Photo)

de Havilland DH.98 Mosquito FB Mk. VI (Serial No. NS930) of the Turkish Air Force at Manchester (Ringway) Airport in 1947.

After the end of the Second World War the TuAF decided to equip three regiments with de Havilland DH.98 Mosquito torpedo  and fighter-bombers.  The aircraft ordered were delivered by Fairey Aviation between January 1947 and April 1948.  However neither the supplied quantities nor the registration numbers of the TuAF and Fairey Aviation are in conformity.

(Turkish Air Force Photo)

de Havilland DH.98 Mosquito Mk. III (T).

In the TuAF inventory 10 Mk. III (T) torpedo-bombers and 122 Mk. IV fighter bombers appear whereas the figures are 10 and 132 respectively in the Fairey Aviation records.

(Turkish Air Force Photo)

de Havilland DH.98 Mosquito FB Mk. VI.  Three of these aircraft were flown by the General Commander of the Cartography and they bear civil registrations.  The first party arrived were deployed at the 3rd Regiment at Gaziemir in the anti-shipping role.  The remainder were deployed with the 1st Regiment in Eski?ehir and 2nd Regiment in Diyarbak?r.   Unfortunately, the plywood and glue used in the construction of these planes suffered in the Turkish climate and many accidents occured.  The Mosquitos in Diyarbak?r were transferred to Eski?ehir.  In the meantime the Regiment in Gaziemir was disbanded and the 1st Regiment was reorganized as 1st Air Base and the 2nd Regiment as the 2nd Air Base in 1951.  In 1953 after the arrival of the US built Republic F-84G Thunderjets they were removed from active duty.

(Turkish Air Force Photo)

Douglas B-26B Invader.

(Turkish Air Force Photo)

Douglas B-26C Invader.

The start of the Cold War after the end of the Second World War and the Soviets demand of Kars-Ardahan and the control over the straits pushed Turkey towards the US and TuAF demanded B-26 bombers among other planes from the States. The US did not refuse Turkeys demand and supplied a total of 45 B-26s in three parties. The first party composed of 12 planes arrived on March 16, 1948 under General G. Palmers command and the second party of 15 planes came on March 26,1948. The remainder arrived within 1949. But after Turkeys joining NATO and the arrival of F-84Gs B-26s lost their importance and they were assigned mostly to target towing duties. They were finally dropped from active duty in 1958 eventhough they remained in service in the USAF until 197

Turkish Aviation Museum, Yesilköy, Istambul.

(Vtgbart Photo)

PZL P.24 (Serial No. 2145), the sole surviving aricraft.  Turkish Aviation Museum, Yesilköy, Istambul.

(World War 2 Eagles Photos)

Republic P-47D Thunderbolt (Serial No. 44-33712), Turkish Air Force (Serial No. 7021), DE-21, Turkish Aviation Museum, Yesilköy, Istambul.

(Turkish Air Force Photo)

P-47s first flew on 6 May 1941 and a total of 15677 were produced.  After the end of the Second World War, 180 P-47Ds were received within the US military aid program. A ll of the aircraft came in 1948 and they were deployed at the 9th, 5th 8th Regiments.  After the reorganization of TuAF they equipped the 151st 152nd squadrons of the 5th AB (Air Base), 181st 182nd Squadrons of the 8th AB and 191st and 192nd Squadrons of the 9th AB.  P-47s are considered as interim aircraft before the jet era and their service life was relatively short.  Beginning in 1952 they began to be replaced by the Republic F-84G Thunderjets. The last P-47 was dropped from active duty in 1954.

Ankara Aviation Museum

This museum was established by the Turkish Air Force (TUAF) as the second of its kind in the country. It was opened on 18 September 1998 in presence of Sabiha Gökçen, Atatürk's adopted daughter and the first Turkish female combat pilot.

Eskisehir Aviation Museum

Kayseri

(Turkish Air Force Photo)

Focke-Wulf Fw 190, Turkish Air Force, ca 1940s.

The procurement of the FW-190 A3s is the last link of a chain of Turco-German relations covering cooperation in aviation which started even before the WWI by the arrival of German planes and aviators at the Ottoman Empire. It was followed by the foundation of TOMTA? with the cooperation of Junkers in Kayseri which produced the Junkers A20s. In accordance with the agreements that were signed in the following years various German planes were procured and they served within the Turkish Armed Forces among which Rohrbach, Gotha and the earlier Focke Wolf models may be named. Another commercial agreement in between the two goverments was signed in 1941 after the great efforts of the German ambassador, former premier, Franz von Pappen. Turkey was to supply iron and chromium ores which were very strategic material for Germany and in return Turkey was to receive FW-190 A3s. 72 pcs FW-190 A3 arrived Turkey and the first flight was made on July.10th 1943. The planes were deployed at the 1st, 2nd, 3rd 4th Cos of the 5th Air Regiment. They were very much liked by the pilots and the crew and they remained in service until the end of 1947.

During the Second World War Germany delivered 71 Focke-Wulf Fw 190s to the Turkish Air Force in exchange for raw materials such as iron ore and chromium.   It has been reported that possibly 50 of these Fw 190s were dismantled, wrapped in oil soaked clothes and carefully buried beneath an air force base in the city of Kayseri for future possible use at the end of the war.

North American P-51D-25NA Mustang (Serial No. 44-73149), "Ferocious Frankie", Reg. No. TC-SMO, MSO Air and Space Museum, Sivrihisair Air Park, Eskisehir, Turkey.

‍