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DEWOITINE D.520 PERFORMANCE / TIMELINE


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#1 CORSNING

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Posted 26 March 2016 - 12:45 PM

Dewoitine D.520 production A/C No. 2,  3 December 1939

 

     The following information comes from a speed graph posted in "Le Dewoitine D.520" by Raymond Danel and

Jean Cuny and Flashback on glorious planes 2012.

Other information comes from Air International Vol.52 No.6, June 1997.

 

Altitude / Speed

Meters / kph-mph.

SL        409    - 254

1,000   449    - 279

2,000   469    - 290

3,000   486.5 - 302

4,000   507    - 315

5,000   529.5 - 329

6,000   531    - 330

7,000   522.5 - 325

8,000   512    - 318

 

Full throttle height: 535 kph (332.4 mph) / 5,200 m.

 

Engine: Hispano-Suiza 12Y45: 910 cv.(897 hp.)./T.O. & combat,   820 cv.(808 hp.)/S.L.

 

Range: 1,540 km./370 kph./5,490 m. (556 mls./230 mph./18,011 ft.)

 

Service Ceiling: 10,250 m. (33,268 ft.)

 

Armament: 1 x 20 mm. Hispano-Suiza 404 / 60 rds. + 4 x 7.5 mm. 1934-39 MAC / 675 rpg. (Standard).

 

Wing Area: 171.89 sq. ft.

 

Combat Weight: 2,677 kg. (5,909 lbs.)

 

Wing Loading: 34.38+lbs./sq. ft.

d520-vol.jpg

todo-aviones

 

Power Loading: 6.588-lbs./hp.


Edited by CORSNING, 23 April 2016 - 11:21 AM.


#2 CORSNING

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Posted 26 March 2016 - 01:20 PM

Dewoitine D.520 No. 13,  1 March 1940

 

     The following information comes from the speed graph and time to altitude graph published in "La Dewotine D.520" by R. Danel and J. Cuny.

Other specifications are the same as D.520 No.2 as far as I know at this time.

 

Altitude / Speed / Climb avg. / Time to altitude

Meters / kph - mph / avg. fpm / minutes to heght.

S.L.      409    - 254

1,000   449    - 279 / 2,430 /   1.35

2,000   467    - 290 / 2,430 /   2.7

3,000   486.5 - 302 / 2,524 /   4.0

4,000   507    - 315 / 2,524 /   5.3

5,000   529.5 - 329 / 2,343 /   6.7

6,000   547    - 340 / 2,430 /   8.05

7,000   543    - 337 / 1,773 /   9.9

8,000   528    - 328 / 1,426 / 12.2

 

Full throttle height: 549 kph. (341 mph.) / 6,200 m.

 

dewoitine-d520-lt-merle-ar-08.jpg

aviationgraphic


Edited by CORSNING, 23 April 2016 - 11:22 AM.


#3 CORSNING

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Posted 26 March 2016 - 02:45 PM

Dewoitine D.520 No.465,  Month? 1942

 

     The following performance figures come from the speed and climb graphs in "La Dewoitine D.520" by R. Danel and J. Cuny.

Other specification information comes from "War Planes of the Second World War Fighters Vol.1" (1968) by William Green. Engine power output is taken from "Hispano Suiza in Aeronautics" (2003) by Manuel Lage Marco.

 

Altitude / Speed / Climb avg. / Time to Altitude

Meters / kph - mph / avg. fpm / minutes

S.L.      409    - 254

  1,000 449    - 279 / 2,263 /   1.45

  2,000 467    - 290 / 2,343 /   2.85

  3,000 486.5 - 302 / 2,430 /   4.2

  4,000 507    - 315 / 2,187 /   5.7

  5,000 529.5 - 329 / 2,051 /   7.3

  6,000 550    - 342 / 1,930 /   9.0

  7,000 568    - 353 / 1,727 / 10.9

  8,000 547    - 340 / 1,262 / 13.5

  9,000 510    - 317 /    911 / 17.1

10,000 436    - 271

 

Full throttle height: 570 kph. (354.2 mph.) / 7,000 m.

     (These figures are corroborated by http://flashbackplan...01_archive.html)

 

Service Ceiling: 11,000 m. (36,090 ft.)

 

Armament: Standard.

 

Engine: Improved Hispano-Suiza 12Y45: 935 cv.(922 hp.)/T.O. & combat,   920 cv.(907 hp.)/ military.

 

Combat Weight: 2,780 kg. (6,129 lbs.)

 

Wing Loading: 35.66- lbs./sq. ft.

D520-92f.jpg

Power Loading: 6.648-lbs./hp. 


Edited by CORSNING, 20 April 2016 - 07:44 PM.


#4 CORSNING

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Posted 26 March 2016 - 05:08 PM

Dewoitine D.520 Timeline

 

15 June 1936: The Armee de l'Air high command published specifications 'A23' technical program for a new fighter.

      A single seat fighter capable of 500 kph at 4,000 m. and being able to reach 8,000 m. in less than 25 minutes.

     The fighter was to be armed with one cannon and two machine guns or two cannons or four machine guns.

     The fighter needed to be able to operate from a 400 m. landing strip.

 

June 1936: Emile Dewoitine left the Societe Aeronautiqui Francaise - Avions Dewoitine (SAF)  in order to

     have free rein of the project. He formed a private design office with Robert Castello and Jacques Henrat

     as its designers.

 

September 1936: A23 is amended an called for a top speed of 520 kph. Emile submits a project to the

      French Air Ministry that was unable to reach the new requirements. It was rejected.

 

January 1937: A modified project was submitted to the Service Technique Aeronautique (STAe) designated

      Dewoitine '520' in reference to the speed needed.

 

4 March 1937: SAF was nationalised and became the Societe Nationale de Constructions Aeronautiques du

      Midi (SNCAM). Emile Dewoitine was appointed Deputy Managing Director. The M.S.405/406 had been

      chosen to re-equip the Groupes de Chasse so D.520 development progressed slowly.

 

3 April 1938: Prototype contract No.513/8 approves the delivery of two 12Y29 engine D.520s and a static test

     airframe. The first had to be delivered by 1 November 1938.    

 

13 August 1938: A23's speed requirements were raised and frozen at 570 kph. The range requirement was

     1,500 km. and armament requirement was now 1 x 20 mm. + 4 x 7.5 mm. or 2 x 20 mm. + 2 x 7.5 mm.\

 

2 October 1938: 1st flight of the 1st prototype D.520-01 at Toulouse-Francazals piloted by Marcel Doret.

     Engine: Hispano-Suiza 12Y-25: 890 hp./T.O.

     The Canopy was removed.

     The propeller was 2-blade fixed-pitch and wooden.

     Wing leading-edge slots were originally installed.

     Radiators in the wings limited maximum speed to 480 kph. (298 mph.) and caused engine overheating.

 

13 January 1938: D.520-01 reaches 520 kph. (323 mph.) in level flight after modifications.

     A single radiator under the center fuselage replaced the two wing radiators.

     Fin and rudder areas were increased.

     Engine: H.S. 12Y-29: 910 hp./T.O.   920 hp./military later fitted with "jet" exhaust pipes

     A 3-blade airscrew was now fitted.

 

28 January 1939: 1st flight of the 2nd prototype D.520-02 reaching 527 kph./5,000 m. and 8,000 m./13.75 min.

     Engine: H.S.12Y-25: 890 hp./T.O.

     The canopy was rearward sliding.

     Redesigned tail assembly.

     New undercarraige design.

     The Handley-Page wings slots were deleted.

     Provisional armament (not installed): 1 x 20 mm. Hispano-Suiza 404 cannon firing through the prop hub and

          2 x 7.5 mm. HAC 34 machine guns in underwing gondolas.

 

Note:  D.520-02 was later re-engined with a H.S.12Y-31 and managed 550 kph./5,000 m. and 8,000 m./12' 52".

 

March 1939: S.N.C.A. du Midi receives a contract for 200 A/C.

 

5 May 1939: 1st flight of the 3rd prototype D.520-03 (F-318) with the H.S.12Y-31: 830 hp./T.O.,   860hp./military

     Steerable non-retracting tail wheel was installed.

 

31 October 1939: 1st flight of D.520 No.1 (first aircraft off the production line).

     Engine: H.S. 12Y-31

     Two fuel tanks added to the wings leading edges.

     Armor plate behind the pilot seat was added.

     Armament: 1 x 20 mm. H.S.404 + 2 x 7.5 mm. drum fed in underwing gondolas.

     Curved one-piece windshield.

     Tail skid housing.

     Fuselage is lengthened 52 cm.

 

3 December 1939: 1st flight of D.520 No.2 (this was the first true prodution aircraft).

     Engine: H.S. 12Y-45: 910 hp./T.O. & military with a Szydlowski-Planiol S39-H3 supercharger.

     Ratier-1606M electric 3-blade airscrew was installed.

     A flat windscreen was installed.

     Tail wheel replaces the skid assembly.    

 

10 January 1940: D.520 No.2 is delivered to CEMA for performance evaluations

     535 kph./5,400 m. is reached and 8,000 m./13.9 minutes is attained.

     Armament: 1 x 20 mm. H.S.404/60 rds. + 4 x 7.5 mm. MAC 1934 M39/675 rpg. (also listed as 500 rpg.)

 

14 January 1940: D.520 No.9 (unarmed trainer)was delivered to Escadrille d'experimentation. This unit was

      formed at Bricy with pilots and mechanics from CEMA and GCI/3

 

25 January 1940: D.520 No.3 & No.12 landed at Cannes-Mandelieu (these A/C not cleared for operational

     use at this time.

 

10 May 1940: The 'Phoney War' comes to an end. Group de Chasse I/3 is the first unit to become operational

     with the D.520. Pilots liked the sensitive controls, simplicity of the instrument panel and the ease of spin

     recovery.

 

13 May 1940: 1st combat with the Luftwaffe over Sedan: 3 Henschel Hs 126s & one Heinkel He III were shot

     down.

 

18 - 20 June 1940: CG I/3, II/3, III/6 and II/7 flew there D.520s to North Africa.

 

25 June 1940: Franco-German armistice. Production of the D.520 "offically ends". Development continues in

     secret.

 

Spring 1941: The S.N.C.A. du Midi is absorbed by the S.N.C.A. du Sud-Est. The D.520 had become the

     standard fighter of the Vichy Air Force and German Armistice Control Commission authorised the

     resumption of production at Toulouse-Blagnac.

 

1942: Production D.520 No.465 goes throught test trials using an improved H.S. 12Y-45 engine of 935 hp. for

     take-off and emergency power. It reaches 568 kph./7,000 m. (see post #3).

 

11 November 1942: Germany invades unoccupied France. French armed forces are disbanded. D.520s stored

     at the Bases de Stockage, awaiting delivery at Blangnac and various Groupes de Chasse were seized by

     the Luftwaffe. These aircraft were used as fighter-trainers by J.G.101, J.G.103 and J.G.105. Sixty D.520s 

     were supplied to the Regia Aeronautica and primarily used by fighter-trainer Gruppi 13, 22, 24 and 167.

     About one hundred were given to the Bulgarian Air Force and several more were given to the Rumanian

     Air Force, both using their D.520s operationally. Germany seized 1,876 aircraft, 246 were D.520s.

 

Note: The loss rate among Luftwaffe D.520 trainers was high. The D.520 had a nasty habit of groundlooping

     if not monitered closely and the German aircraft & D.520 were very different in nature.

 

19 August 1944: Forces Francaises de l'Interieur (FFD) fighter unit was formed. It was equiped with D.520s

     taken from the Germans. Premier Groupe de Chasse FFI or Groupe Doret. Two escadrilles stationed at

     Tarbes-Ossum and Toulouse.

 

22 August 1944: German  forces evacuate Toulouse. S.N.C.A. de Sud-Est and former Armee de l'Air personnel 

     seized all airworthy D.520s.

 

16 September 1944: Groupe de Chasse I/8 under Marcel Doret use the D.520 seized at Toulouse to strafe the

    retreating columns and attacked the Germans at Royan, Pointe de Grave, Rochefort and Oleron.

 

Summer 1944: The completion of 150 at Toulouse had brought the total production of D.520s to 905 aircraft.

 

References:

Air International Vol.52 No.6, June 1997

Air International Vol.53 No.2, August 1997

Le Dewoitine D.520, by Raymond Danel and Jean Cuny

War Planes of the Second World War Fighters Vol.1 by William Green 1968


Edited by CORSNING, 30 March 2016 - 01:59 PM.


#5 CORSNING

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Posted 30 March 2016 - 05:05 PM

The following statements are taken from the references listed in the preceding post.

 

"A good roll rate gave her a clear asset at the beginning of an evasive or of a scissor attack."

 

"The Dewoitine fighter enjoyed a larger range than any other European single seater (1939)".

 

"The Hispano-Suiza 12Y45 was very reliable for its times." 

 

"The true shortcoming of the D.520 was her tendency to make ground loops."

Noted quote: " Very late, after the experimental fixing of the ground looping obtained by the Italian pilots,

the French staff understood the problem and introduced a similar patch: The standstill of the tail wheel".

 

"The D.520, used for the first time by confirmed pilots holder of several victories, was seen as fast,

maneuverable , allowing easy attacks against the Italian bombers. However, the pilots warned us to

avoid any turning maneuver while shooting an aircraft in order to be efficient, because the D.520 skids

during turn"

 

"We managed to go somehow or other with our Morane until to the May 24, when we went to Toulouse-

Cazaux to got our D.520. This time our moral cheered up suddenly. This fighter was an outstanding one.

This feeling that I had actually - that all of us had until that day - to be puppets at the enemy's mercy at last

vanished."

 

Vaclav Cukr (Czech - grp II/3) said:

"The front line situation was critical... We thank the Destiny to have got the Dewoitine D.520. Each time we

encounter Germans, the(y) were two or three times more numerous as we were. Thanks to the Dewoitine,

our losses were not too high..."

"Five Me 110 rushed at me. I don't know what happened thereafter, but I came back at home absolutely

uninjured, and it was possible to count 127 holes of machine bullets and 2 from cannon shell."

 

"The Bf 109E-3 had a 32 km/h speed advantage owing to its more powerful engine. However, the D.520 had

superior maneuverability, matching its (Bf 109E-3) turning circle, although displaying nasty characteristics when

departing and spinning out of the turn repeatedly during the tests. The Bf 109, owing to its slats, could easily

sustain the turn on the edge of a stall."

 

Capt. Eric Brown, commanding officer of the Royal Aircraft Establishment's Captured Enemy Aircraft Flight, tested

the D.520 at RAE Farnborough, saying that "It was a nasty little brute,. Looked beautiful but didn't fly beautifully.

Once you get it on the ground, I was told not to leave the controls until it was in the hanger and the engine stopped.

You could be taxiing toward the hanger and sit back when suddenly it would go in a right angle."

 

Italian ace Luigi Gorrini ferried D.520s taken as prizes of war to Italy to be used for defence. "I have collected

several dozen Dewoitines from various French airfields and the Toulouse factory. At the time we were still flying

the Macchi C.200, it (D.520) was superior only in one point: its armament of the Hispano-Suiza HS 404 20 mm

cannon."

 

"Obviously, the Frenches never warned Italian pilots with the fact that it was forbidden to combat when the

wing tanks were full of fuel: They must be used only during ferry flight, otherwise the fuel would go to and fro,

altering significantly the handling properties."

 

"Obviously, the Wildcat (F4F-3) was more maneuverable because she was slower and had a larger wing area.

The Wildcat was a carrier plane with a 132 kg/ sq. m. wing loading, the D.520 having 165 kg/sq. m."

 

Duration of fire: I apologize at this time that I can not remember where I read that the duration of the D.520s

20 mm was 7.5 seconds and the 4 x 7.5 mm were 15 seconds.

 

That is the extent of what I have at this time on the D.520. I would very much like to post information on other

French fighters of WW2. As soon as I acquire more information on the Bloch M.B.151, Morane-Soulnier M.S.406,

Cauldron C.714 or Arsenal VG.33 I will gladly post it.D520-93f.jpg


Edited by CORSNING, 20 April 2016 - 07:45 PM.


#6 Armand

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Posted 07 September 2016 - 09:52 PM

Seemingly did some D.520's fly until late in combat (invasion-stripes)!
Attached File  image.jpeg   37.02KB   0 downloads




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