Arado Ar 196

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Arado Ar 196
AR196-Plovdiv (cropped) .jpg
Type: Sea - based multipurpose aircraft
Design country:

German Reich NSGerman Reich (Nazi era) German Empire

Manufacturer:

Arado

First flight:

June 1, 1937

Commissioning:

October 18, 1938

Production time:

October 1938 to August 1944

Number of pieces:

circa 530

The Arado Ar 196 was a German multi-purpose seaplane made by Arado Flugzeugwerke . Designed as a single - engine low - wing aircraft with floats , the model developed into the standard catapult on-board aircraft for capital ships and the most important float aircraft in Germany during World War II . Mainly used as an aircraft on board , it was also used as a scout and submarine hunter . In August 1944, the last Ar 196 were delivered to the Luftwaffe .

Machines delivered abroad and captured by opponents of the war flew in the Bulgarian , Norwegian , Finnish , Romanian and Soviet air forces . A few Ar 196 machines were still in use in Romania and the Soviet Union in the 1950s .

history

Walter Blume, here as a lieutenant in 1914, was chief designer and head of the design office at Arado. He developed the concept of the Ar 196 .

In cooperation with the Navy High Command , the Technical Office of the Reich Aviation Ministry (RLM) published a catalog of services for a catapult floatplane as the successor to the Heinkel He 50 in autumn 1936 . The tender was a two-seat seaplane with single or double swimmers (twin swimmers) and a single engine in the 800/900 hp class. Catapult capability, folding wings and a maximum span of 12.50 m were still required. The machine should remain seaworthy in swell 3 to 4 and should not exceed a maximum mass of 2.5 t. Two versions of the prototypes were to be produced: version A with twin floats and version B with a central float. Execution B was not without risk, because only a few comparative values ​​were available in Germany at that time for aircraft types with a centrally arranged float. The only experiences with a central float were based on the aircraft types Arado SSD I and the American Vought V 85G , from which Lufthansa had acquired four aircraft.

Drafts were submitted by Arado-Flugzeugwerke, Focke-Wulf , Dornier-Werke and Gothaer Waggonfabrik . The latter two were eliminated. The development order went to Arado and Focke-Wulf, who separately constructed machines corresponding to the tender. Under chief engineer Erich Arbeitlang, Focke-Wulf developed the Fw 62 in a conservative design as a double-decker , while Arado, under his chief designer and head of the design office, graduate engineer Walter Blume, developed the Ar 196 as a low- wing aircraft . On August 12, 1936, Arado submitted the specification of the aircraft type, construction began in the same month and on September 2, 1936 a dummy of the Ar 196 could already be viewed. The first prototype of the Ar 196 took off on June 1, 1937 , while the Fw 62 did not fly until October 23, 1937.

Although the Fw 62 showed better sea and flight characteristics during the following comparison and test flights, the Ar 196 was able to convince with its simpler construction, easier handling, a higher payload and its robustness. The RLM ordered ten pre-production A-0 models on the grounds that the Ar 196 was not only faster than the Fw 62 , but was also preferable because of its modern single-deck design and the resulting easier production. After the small A-0 pilot series, production of the A-1 series started in October 1938. The experience gained with the Ar 196 flowed into the development of the Ar 199 training aircraft in 1939 . In September 1940, because of its convincing properties , the Ar 196 was the only Arado model to be included in the highest urgency level ("special level") of the RLM's aircraft procurement program. The Arado Ar 196 became the standard catapult on-board aircraft for capital ships during the Second World War and was the most important floatplane in Germany. It was the last seaplane built in Europe for combat purposes.

Aircraft description

In the basic principle, the structure of all construction variants of the Ar 196 is the same. A distinction is made between the Ar-196-A , Ar-196-B and the projected Ar-196-C series. The Ar 196 is an all-metal construction with space for a crew of two. The pilot was provided by the Luftwaffe, while the observer was usually a member of the Navy and acted as a navigator and gunner at the same time .

hull

Graphic vector view of the fuselage frame with the canopy cover (top), cross-sectional trunk (center) and 2D fuselage structure (bottom) of the Arado Ar 196

The body of the machine consisted of a welded tubular steel frame with a trapezoidal cross-section. Pipe bends, longitudinal strips and metal frames gave the fuselage its oval cross-section. Up to the height of the cockpit, the fuselage cladding consisted of a load-bearing metal cladding made of the aluminum alloy Hydronalium and behind it of a fabric covering. The hull facility consisted of a driver's and observer's room as well as a marine equipment container and various maintenance hatches. The observer could change his seated position in relation to his line of sight (bow, stern) and move his seat sideways for this purpose. The machine contained a cabin fire extinguisher , a medical kit and a flare gun . In addition, there was a hand flasher and light bombs. The pilot was equipped with a seated parachute, the observer with a back parachute .

The front window was made of safety glass and was inclined by 50 °. Together with the two side windows, it formed a fixed windbreak for the pilot. This could push the moving part of the canopy backwards. In an emergency , the Plexiglas hood above the observer could be thrown off by the pilot using an operating lever and was open at the rear. In the role of gunner, the observer could operate the rear-facing machine gun .

swimmer

Simplified graphic representation of the side profile of the twin swimmers in RLM color 65

The double swimmers, called twin swimmers, were made of hydronalium . They had a keeled floor shape with a round deck. A single float was divided into seven watertight chambers and had a volume of 2750 liters. The swimmers were interchangeable and provided with water oars. Each float contained a 300 liter fuel tank , a fog machine, and emergency ammunition and provisions containers. These fixtures were accessible through handhole covers. The float frame formed the connection between the float unit, wing and machine hull. It was braced crosswise with profile wires.

In the B-series, a central float with water rudder and two smaller lateral support floats under the wings were used. The volume was 4,535 liters and was divided into eight sections. The fuel tank embedded in it held 600 liters. In addition, this swimmer also had containers for emergency ammunition, emergency provisions and a smoke device. The middle float was attached to the hull of the machine by four struts and wire crossings. The support floats, which are essential for an aircraft with a central float, were also made of hydronalium, welded and riveted, semicircular at the top and keeled at the bottom. They had no oars. They were attached to the undersides of the wings with profile struts and profile wires.

Tail unit

Graphic representation of the rudder and fin arrangement of the Ar 196

The horizontal stabilizer of the Ar 196 consisted of a horizontal stabilizer and an elevator . The self- supporting horizontal stabilizer was made of all-metal construction and was attached to the fuselage by means of two front and one rear ball bearing eyes. The two front bearings were used to adjust the fins on the ground. The one-piece elevator was covered with fabric, the weight was counterbalanced by two weights in the rudder nose.

The machine's vertical tail consisted of a fin and rudder . The fin was also made of a self-supporting all-metal construction. The rudder was covered with fabric, had a counterbalance and was connected to the fin by two connecting pieces. The ailerons were also covered with fabric in a light metal frame construction, which were attached to the outer wing ends at two points on the right and left. The landing flaps were also made from a light metal frame and covered with fabric on the top and metal on the underside. All inner parts of the tail unit could be dried with hot air through appropriate openings.

control

All controls were operated using push rods, levers and cables. The control around the longitudinal and transverse axis was carried out by a control horn on a control column. The elevator trimming was carried out with a lever on the left in the driver's cab, the control around the vertical axis with pedals that controlled the rudder. The rudder trim was coupled to the throttle to compensate for torque. Elevator, rudder and ailerons could be blocked together with one lever. The landing flaps were operated hydraulically. The water rudder control was arranged in the driver's cab next to the steering column and had five lockable positions.

Wings

Graphic representation of the wing arrangement of the Ar 196

The supporting structure of the trapezoidal wings consisted of two spars and 32 ribs. The rounded edge caps were interchangeable. In the wing root there was a joint at the front and a fastening bolt at the rear, so that the surfaces could be folded against the sides of the fuselage towards the end of the fuselage and fixed there. On the underside of the wings were the strut connections for the floats and maintenance hatches for access to the built-in armament and the inside of the surfaces.

Engine and cooling

Cutaway model of the BMW 132 radial engine

The unitary engine was the air-cooled BMW 132K radial engine with fuel injection and 960 hp. Guide plates and movable spreading flaps were used to improve cooling. The engine had a mechanical one-way charger that could run at seven times the engine speed. The engine was attached to a steel-welded tubular steel structure at nine points, which formed an engine frame, which in turn was connected to the fuselage with four ball screw connections. The engine fairing consisted of two split side flaps, a belly panel and an upper and lower panel. The hood had streamlined bulges for the valve levers and flaps for engine maintenance. From the B series, there was also a recess for a machine gun on the right side. The hull and engine compartment were separated by a fireproof dural - asbestos- dural firewall. The engine was operated by means of a throttle, fuel cock and flap lever via bumpers and reversing levers. The engine was started by the pilot using an electric flywheel starter (Bosch AL / SGC 24 L2). At the end bearing of the starter gear, there was a manual drive shaft through which the flywheel starter could be started by hand with a crank.

The wooden two-bladed propeller used in the first V models has already been replaced by an adjustable three- bladed wooden propeller in the fifth prototype . The propeller had a diameter of 310 cm and was attached to the motor shaft with eight bolts. The sheet metal lubricant container had a capacity of 27.50 liters and was located in front of the fire bulkhead. An oil cooler was installed underneath to cool the lubricant . The exhaust gases produced when the machine was running were collected by two separate collectors and directed downwards into the open through nozzles.

Cockpit display / electrics

The cockpit displays, switches and controls for the pilot were attached to a main equipment panel and an auxiliary equipment panel in the driver's cab, which was mounted at a slight angle below. The panels were made of metal and resiliently attached to the windshield bracket and a strut directly in front of the pilot or to the side fuselage walls. There was another device board for the observer. This was attached to the right pipe bend of the fuselage and contained a reduced number of instruments compared to the main equipment panel, including a precision altimeter and a trigger for the bombs. The aircraft had a mother-daughter compass system, the mother compass being located in the rear of the machine and passing the compass information on to the daughter compasses in the cockpit and the observer room. The on-board power supply worked with a voltage of 24 volts. A Bosch generator with 24 volts / 1200 watts and a Varta battery with 24 volts / 20 Ah took over the supply. The generator was driven by the engine. In the right side of the machine there was a socket for the external power supply. The lighting included bow lights, beacons and device panel lighting.

The main equipment panel shown here corresponds to the Arado Ar 196 A-0 and A-1 series. In addition to the subsidiary compass, there is space for the Revi -C12 / D carrier and the Revi socket, but due to the lack of a weapon installation, both are not yet installed.

Cockpit displays Arado Ar 196 I. Draft.png

Armament

From the A-2 series, the Ar 196 had two MG-FF machine cannons of 20 mm caliber, which were built into the wings of the machine. A drum magazine could carry 60 rounds of ammunition for each weapon. Usually the drums were only filled with 50 shots. Later they are said to have been replaced by MG 131 or MG 151/20 only in a few individual cases . A 7.9 mm caliber MG 17 was integrated into the right side of the fuselage , which was synchronized with the engine and fired through the propeller circle. The observer initially had a MG 15 on a swivel arm mount ("SAL") , later it was replaced by an MG 81  Z (Z = twin arrangement, i.e. two identical Mauser MG 81 machine guns on a trigger carrier). For the MG 15 used first, the shooter had seven magazines with 75 rounds each. The bomb load was limited to 50 kg per wing due to the 50 kg ETC used under the wings.

Prototypes

Front view of the V3 (above) and V4 (below). Note the deviating strut guidance of the V-pattern. V4 with bow machine gun and wing armament.
V1

The Ar 196 V1 ( license plate D-IEHK ) with the serial number 2589 had twin swimmers. The maiden flight took place on June 1, 1937 on the Plauer See in Brandenburg an der Havel . An 880 hp BMW 132D radial engine, which moved a two-bladed propeller, served as the engine. This combination initially remained the same for all V models. The rudder of the V1 later received a weight compensation. On July 16, 1937, the prototype was demonstrated at the Travemünde test site , and testing began on September 10 of the same year. The rear MG on the V1 and V3 was tested on an Arado swivel arm mount. From March 1938, the V1 was in the Arado works for conversion work for a record flight, it received a flat and closed canopy, aerodynamic refinements and the more powerful BMW 132SA with a three-bladed propeller. However, this record flight did not take place because it was prohibited by the RLM for reasons of confidentiality.

V2

The Ar 196 V2 ( D-IHQI) with the serial number 2590 was a test vehicle and equipped with twin swimmers. The first flight took place in September 1937. At the same time, the V2 served as the starting model for the A series. It initially had a two-bladed, later a three-bladed propeller. To test the rear MGs, the VL-12 Ikaria mounts were tested on the V2 and V4 . V1 and V2 were called Ar 196A .

V3

In order to test the ocean suitability of a single keeled central swimmer, two further prototypes were manufactured by Arado. The V3 and V4 also had stabilizing floats under their wings. The Ar 196 V3 ( D-ILRE) with the serial number 2591 flew for the first time in September 1937. From December, its properties were recorded at the Travemünde test site. The first successful catapult launch of an Ar 196 took place on February 19, 1938. From June the V3 was subjected to first operational tests on the light cruiser Leipzig .

V4

The Ar 196 V4 ( D-OVMB) had the serial number 2592. The change from the previous letter Ito Ostood for the increased all-up weight. The machine was similar to the V3 and was a weapon test carrier for wing armament (MG FF) with a simplified strut design under its wings. The V4 also marked the expansion of the aircraft type from an initially purely on-board aircraft to an armed coastal reconnaissance aircraft. From February 1938 tests were carried out with the two weapon carriers V4 and V2 in the Bay of Lübeck , and from April 1938 at the Travemünde test site. The V4 was lost on December 8, 1938 after a failed landing due to an engine fire. In place of the V4 which came V5 .

V5

The Ar 196 V5 ( D-IPDB) with the serial number 196.0090 was a single machine that was removed from series production and converted into a prototype. To increase the range of the aircraft, it was equipped with an enlarged tank system in the floats. V3 and V4 as well as the later V5 were not later referred to as Ar 196 B , as was often assumed up to now . Rather, the V3 – V5 were samples for a B series, which then did not exist. Only three Ar 196 A-2s were converted to Ar 196 B, namely Ar 196 B-01 to B-03.

V6

The V6 (serial number 196.0191) came from series production; it served as a prototype for the planned C series and was therefore also called Ar 196C . Her first flight took place on September 23, 1941. She had larger swimmers and was heavily armed. From October 7, 1941 she came to the Travemünde test site. On July 14, 1942, the planned C series was canceled and in August the V6 broke. According to another publication, the V6 was still used for factory tests by Arado.

Pre- and main series

Technical specifications
Arado Ar 196
Construction feature Ar 196 V3 Ar 196 A-2 Ar 196 A-3 Ar 196 A-5
crew 1 2
length 9.20 m 10.96 m 11.00 m
span 11.00 m 12.44 m 12.40 m
Width with folded wings k. A. 4.46 m k. A.
height 3.60 m k. A. 4.45 m
Wing area 27.80 m² 28.50 m² 28.40 m² k. A.
Wing extension 4.4 5.4
Empty mass 1800 kg 2214 kg 2990 kg 2335 kg
Payload 625 kg 936 kg 740 kg k. A.
Takeoff mass 2425 kg 3150 kg 3730 kg k. A.
Max. Takeoff mass k. A. 3250 kg 3303 kg
Cruising speed close to the ground k. A. 286 km / h 255 km / h k. A.
Top speed in 2000 m k. A. 320 km / h
Maximum speed in 4000 m k. A. k. A. 310 km / h k. A.
Landing speed k. A. 108 km / h k. A. k. A.
Climbing time to 1000 m k. A. 2.3 min k. A.
Climbing time to 2000 m k. A. 4.9 min k. A. k. A.
Ascent time to 3000 m 8.5 min 7.5 min k. A. k. A.
Climbing time to 4000 m 5.3 min k. A. k. A. k. A.
Service ceiling 9200 m 5550 m 7000 m
Range 695 km 1015 km 1070 km
Engine 1 × BMW 132J (815 PS) 1 × BMW 132K (960 PS)
Fuel capacity k. A. 2 × 300 liters k. A.
Armament no 2 × 20 mm MG FF (wings)
1 × 7.92 mm MG 17 (nose)
1 × 7.92 mm MG 15 (tail stand)
2 × 50 kg bombs under wings

Ar 196 A-0 and B-0

In November 1937, the Arado design plans for the pilot series were available at the Reich Aviation Ministry. In February 1938 it commissioned the construction of ten pre-series machines. The aircraft were all produced by the Arado factory in Brandenburg an der Havel . The first machine was completed on October 18, 1938. Three more followed by the end of 1938 and Arado was able to complete the order by April 1939. The A-0 differed only slightly from the two prototypes V1 and V2 . They also had a bomb suspension system and a single MG 15 machine gun in the rear cockpit . The machines were also equipped with the BMW 132K engine (960 hp), which became the standard engine for all subsequent series.

The three machines of the B-0 series with the serial numbers 2519, 2520 and 2521 had a single central float with stabilizing floats under the wings. Otherwise their equipment corresponded to the A-2. The troop trials took place from 1940 to 1941. The three machines then flew with the 1./196 on-board flight squadron in Wilhelmshaven.

In the spring of 1939 the serial numbers 2520 (central swimmer) and 2523 (twin swimmer) of the 10th squadron of the (lake) training squadron 2 were handed over for flight and field tests in Travemünde.

Ar 196 A-1

The A-1 series was an airborne variant. In line with their intended use, these machines were given a reinforcement of their catapult coils. Carrier ships were Admiral Graf Spee , Admiral Scheer , Germany , Scharnhorst , Gneisenau , Prinz Eugen and Admiral Hipper . The first A-1 series machines were delivered to the on-board squadrons 1./196 and 5./196 from June 1939. One of the first machines was stationed on the Admiral Graf Spee . The armament consisted of a movable MG 15 with 525 rounds and two 50 kg bombs. A Telefunken short and medium wave radio " FuG 5 aU " was used. A sub-variant was the A-1 / U1 as a disc tug for the training of the ship's anti-aircraft guns. The A-1 on-board aircraft series was replaced by the improved A-4.

Ar 196 A-2

The A-2 series was a reconnaissance version for coastal patrols on the Baltic and North Seas. In addition to minor aerodynamic improvements compared to the A-1, these machines received increased armament. This consisted of two 20-mm automatic cannons in the wings and, as with the V4 , an additional 7.92-mm MG 17 in the right side of the fuselage. On September 5, 1938, 100 machines of this type were ordered by the RLM. This order was increased to 146 pieces in May 1939. This model was delivered from November 1939. The production of the machines with the serial numbers 0032 to 0116 was completed by the end of March 1941. In addition to the coastal patrol, this type was used to disrupt merchant ship traffic and as an interceptor in open sea areas.

Ar 196 A-3

An Ar 196 on board the Admiral Hipper
A watered A-2 version

The A-3 was a further development of the A-2 as a reconnaissance aircraft and main series of the Ar 196 . Fundamental changes were a reinforcement of the fuselage and wing and the equipment with the radio device " FuG 10 " or the radio direction finder system " Peil G 4 ". In addition, it received an adjustable three-bladed propeller. This type was built from December 1940 in the Arado factory in Warnemünde , where 80 machines (serial numbers 0132 to 0211) were produced. From 1942 the A-3 was also produced at SNCASO in Saint-Nazaire ( France ). The total number delivered is given as 23, which were built until March 1943. A sub-variant was the A-3 / U1 equipped with ice runners.

Ar 196 A-4

The A-4 series was designed as an on-board aircraft and was a further development of the A-1, which it should gradually replace on the carrier ships. In order to better defy the changeable weather conditions at sea, the A-4 was made more robust. The machines of this type had a VDM propeller made of metal with a hub cover and the FuG 16 Z as a standard radio device , as it was also used in fighters . In addition, the fuel capacity has been increased from 600 to 800 liters (400 liters per swimmer) in order to achieve a greater range. The 15 machines with the serial numbers 0117 to 0131 were manufactured by the Arado factory in Warnemünde. Four A-4 machines were used on each of the battleships Bismarck and Tirpitz . A sub-variant was the A-4 / U 1 with disc towing system.

Ar 196 A-5

The A-5 was the last production version of the Ar-196-A series . Production took place from the end of 1941 to August 1944. In contrast to the predecessor models, however, it received a 7.92 mm twin machine gun ( MG 81 Z) in the rear stand and further expanded radio equipment. The “ FuG 25a ” radio was initially installed, followed later by the “ FuG 124 ” and finally the “ FuG 16z ”. In addition, there were minor changes in the on-board instrumentation and the option of bombing in rows (" ASK-RZ drop switch box "). In March 1944, production of the A-5 at the Arado plant in Warnemünde ran out. The A-5s manufactured by the Fokker aircraft factory in Amsterdam ( Netherlands ) rolled off the production line until August 1944. In total, Fokker produced 69 A-5 machines.

Ar 196 C

The C series was a projected one. The starting model was the V6 . The machines should receive an aerodynamic refinement with improved equipment and a MG 151 . Due to the proposed modifications, the calculated flight weight increased. For this reason, the C series should have larger double floats. The necessary investigations were carried out by the marine institute of the German Aviation Research Institute in Hamburg . The only prototype of the C-series was a single machine of the A-5-series. After being tested in October 1941, the planned C-series was canceled.

Arado E.380

The Arado E.380 project is a study commissioned in 1942 to investigate a further version of the Ar 196 C on-board aircraft . The planned machines were to be given even better armor and armament. With an Argus-As-411 engine, the machines should be able to achieve arithmetic top speeds of 383 km / h. A realization of the project did not take place due to the course of the war.

production

Construction figures Ar 196 (according to Koos 2007)
Construction series W.Nr. ArB 1 ArW 2 SNCASO 3 Fokker 4 total construction time Remarks
V1-V4 2589-2592 4th 4th 1937
A-0 / B-0 2519-2524 3/3 6th 1938-1939 A-0 (2522-2524)
B-0 (2519-2521)
A-1 k. A. 20th 20th from April 1939
to the end of March 1941
A-2 0032-0116 85 85 W.Nr. 0090 became V5
A-4 0117-0131 15th 15th
A-3 ArW: 0132-0211
SNCA: 1001ff.		 80 21-23 101-103 ArW: from December 1940
SNCASO: 1942/43		 W.Nr. 0191 became V6
A-5 ArW: k. A.
Fokker: 623xxx		 228 5 69 297 ArW: until March 1944
Fokker: k. A.
total 10 428 21-23 69 528-530
Production in Warnemünde 1939
1 Arado plant in Brandenburg an der Havel
2 Arado plant in Warnemünde
3 Société Nationale de Constructions Aéronautiques du Sud-Ouest in Saint-Nazaire (FR)
4th Fokker Aircraft Factory in Amsterdam (NL)
5The number of A-5s produced is not explicitly stated, but results from the
total number of 428 Ar 196 produced in Warnemünde minus the information on the A-1 to A-4 series

After the development and construction as well as the construction of the test samples and the pilot series in the Arado factory in Brandenburg an der Havel, production of the series machines (from A-1) began in Rostock-Warnemünde in mid-1938. After a restructuring of the Arado Flugzeugwerke in 1936, the former parent plant in Warnemünde was responsible for the production of all seaplanes. From mid-1937 onwards, the Arado factory in Anklam (bomb carriers, floats and wings) was one of the suppliers. Between 1939 and 1944 the Ar 196 was mainly produced in Warnemünde with around 400 machines. From 1940, the Ar 196 board aircraft and the Ar 96 training aircraft were the only Arado aircraft that were manufactured in large series, with replicas from other manufacturers making up 80 percent of Arado's production. From May 1942 Warnemünde was bombed by the Allies, after which production was increasingly shifted to other plants. Between 1942 and 1943, 21 to 23 Ar 196 were manufactured by the French aircraft factory SNCASO in Saint-Nazaire, while the Fokker Flugzeugwerke in Amsterdam built a further 69 aircraft between 1943 and 1944. From autumn 1943 onwards, production in Warnemünde was distributed more to factories in the so-called Industriering F6 . In the Arado plant in Anklam, wings, ailerons and flaps of the Ar 196 were manufactured, in plants in Le Mans and Paris in France, wings and floats as well as floats and engine hoods at Walther-Bachmann-Flugzeugbau in Ribnitz and hulls in the Neptun shipyard in Rostock the Ar 196.

The total number of Ar 196 machines manufactured is estimated at around 530, although the information on the total number and the figures for the individual series vary in the literature. It is generally assumed that most of the machines were manufactured from the A-3 and A-5 series. Forced laborers and prisoners of war were involved in the production of the Ar 196 . The proportion of foreign workers at Arado was around 15% in 1941 and rose to over 50% by the end of 1942. In 1943, for example, 500 Dutch, Belgian and Polish slave laborers as well as Belgian and French prisoners of war worked in the branch in Anklam. In 1942 the Neptun shipyard employed 189 Soviet prisoners of war in addition to foreign workers. In 1943 the number of forced laborers and prisoners of war at the shipyard increased to 1,312. Among other things, Ukrainian workers were called in to work in air raid protection for the Neptun shipyard and the Arado works in January 1945, and Soviet prisoners of war built wooden houses in the Arado works settlement in Warnemünde.

Calls

An Ar 196 A-1 on board the Graf Spee in April 1939

With the beginning of the Second World War on September 1, 1939, eight Ar 196 flew in the 1st Airplane Squadron 196 in Wilhelmshaven. At the end of 1939, the 5th Squadron in Kiel-Holtenau was equipped with this type of aircraft. During operation weserübung this season secured the German troop transport in the Skagerrak . Later these machines flew attacks on the Norwegian coastal defenses at Trondheim and Kristiansand . A total of four Ar 196 were lost, two as a result of the sinking of the Blücher on April 9, 1940 and one machine of the Hipper because of an emergency landing on April 8, in which the machine was captured by Norwegian troops. The machine was flown to England by Norwegian pilots in May 1940. There the machine was later lost as a result of a crash landing. After the Weser exercise , the operational area of ​​the Ar 196 expanded to include the Danish and Norwegian coasts. The deployment of two A-2s of the 1st Squadron of Coastal Aviation Group 706 on May 5, 1940 is remarkable. After the air raid on the British submarine HMS Seal , which was damaged by a mine , the submarine commander surrendered to the aircraft crews , the submarine fell into German hands. After the western campaign , the Ar 196 flew on the Atlantic coast as a submarine reconnaissance and submarine hunter.

In 1940 more squadrons were equipped. By the end of the year, 32 Ar 196 had been lost to enemy action. Allegedly, on May 26, 1941, in the course of the Rhine Exercise operation , an attempt was in vain to intercept a Consolidated PBY flying boat of the Royal Air Force from the battleship Bismarck with an Ar 196 A-4. After the start of the German-Soviet War , several groups of maritime patrols flew with this aircraft from the North Atlantic coast over the Black Sea to the Aegean Sea . There they were also used against resistance fighters from 1944 . In February 1943, a single Arado A-3 (SNCASO serial number 1006) was confiscated in Sweden after an emergency landing . The aircraft received the Swedish registration SE-AOUand was handed over to the British in May 1945. There the machine flew for trials with the Royal Air Force and was returned to Sweden in 1946. Also in the Far East that was Ar 196 to find. Two of these machines flew at the Aviation Command in Penang in Japanese-occupied Malaysia to protect the German submarines stationed there and other machines on board the German auxiliary cruisers operating in this area .

On June 1, 1944, four Arado Ar 196 ( 4./SAGr 126 (Crete)) escorted a convoy in the Aegean Sea. A total of 4 Bristol Beaufighter torpedo bombers were shot down and attacked the convoy.

In the South Atlantic, Pacific and Indian Oceans , the Ar 196 flew with no or incorrect registration numbers. Often painted only in light blue, the machines and their crews took part in the warfare against merchant ships. In order to prevent position reports from merchant ships, the crews there developed a reel-off "antenna tear-off device" for the Ar 196 . The device consisted of a sharp-edged steel cable, consisting of three triangular steel wires twisted together, with a final weight in the manner of a towed antenna. The attacking machine flew low over the target in order to capture and cut the tensioned antenna cable of the merchant ship. The ship was then ordered to stop - also through the use of on-board weapons - and held in check until the auxiliary cruiser arrived. The two Ar 196 of the Kampfgeschwader 200 with the association numbers A3+ACand A3+BCflew supply missions of agents over Karelian- Finnish waters.

The Arado Ar 196 also flew in the countries allied with Germany. In Romania they were deployed in the 101st and 102nd Romanian coastal squadrons (Escadrilia, Flotila de hidroaviatie) with a total of 28 aircraft. Three machines ( GA+DO, A3+ACand A3+BC) flew in Finland . Bulgaria was the only export country of this type of aircraft, which was called "Akula" there. Bulgaria had ordered twelve A-3 machines from Arado in 1940, which were delivered in 1942/1943. It was used by the Bulgarian 161st coastal squadron from Chaika near Varna .

The Soviet naval forces also showed interest. In the course of acquiring the Lützow (code name "Kreuzer L"), the Soviet Union also bought four Ar 196 (serial numbers 0152, 0153, 0154 and 0155). These machines were handed over to a Soviet freighter in Warnemünde on May 27, 1941. When the Eastern campaign began on June 22, 1941, the freighter was declared a prize and the four planes returned to service with the Luftwaffe. At the end of the war, about 37 captured Ar 196s flew in the ranks of the Red Army . Their operations are documented until 1949. One of these machines flew with a replacement engine of the type ASch-62 IR . Another two machines came to the USA in the course of the transfer of the captured heavy cruiser Prinz Eugen. A captured Arado was brought to Farnborough after the end of the war and was stationed there at the Royal Aircraft Establishment.

Comparison overview

Comparative overview of related aircraft
Construction feature Ar 196 A-3 Aichi E13A Supermarine Walrus Vought OS2U "Kingfisher" Beriev Be-4
Appearance
Ar 196 being loaded on Admiral Hipper cruiser 1941.jpg
E13A-3s.jpg
Supermarine Walrus.jpg
OS2U-2 Kingfisher in flight 1942.jpg
KOR-2-Molotov1941.jpg
Design country German Reich NSGerman Reich (Nazi era) German Empire JapanJapan Japan United KingdomUnited Kingdom United Kingdom United StatesUnited States United States Soviet Union 1923Soviet Union Soviet Union
Type Low-wing aircraft Low-wing aircraft double decker Middle decker High-decker
crew 2 3 3 2 3
Engine 1 × BMW 132K
(960 PS) 		1 × Mitsubishi Kinsei 43
(1080 PS) 		1 × Bristol Pegasus VI
(775 hp) 		1 × Pratt & Whitney R-985-AN-2
(443 hp) 		1 × Schwezow M-62
(~ 1000 PS)
span 14.45 m 14.50 m 13.96 m 10,690 m 12.00 m
length 10,960 m 11.30 m 11.46 m 10.06 m 10.50 m
Empty mass 2990 kg 2642 kg 2220 kg 1870 kg 2082 kg
Max. Takeoff mass 3730 kg 3640 kg 3250 kg 2722 kg 3050 kg
Wing area 28.40 m² 36.0 m² 56.67 m² 24.0 m² 25.5 m²
Top speed 310 km / h 376 km / h 216 km / h 264 km / h 362 km / h
Marching speed 267 km / h 222 km / h 152 km / h 188 km / h 280 km / h
Range 1070 km 2100 km 960 km 1860 km 960 km
number of pieces ~ 500 1417 740 1519 47
Armament 1 × MG 81 Z in the observer stand,
1 × MG 17, 2 × MG FF, 100 kg bombs (2 × ETC 50 VIII) 		1 × 7.7 mm machine gun in the observer position
up to 250 kg bombs 		3 × 7.7 mm Vickers machine gun, 272 kg bombs 2 × 7.62 mm machine guns, 295 kg bombs 1 × single or twin MG SchKAS 7.62 mm in the command post

Received aircraft

Fuselage truss of one of the aircraft on board the cruiser Blücher in the Aviation Museum at Stavanger Airport , 2017
Serial number 196 0046 or 196 0048

Based on the KTBs and the inventory and movement reports at the GQM, the cruiser "Blücher" carried two Arado Ar 196 A-2s with the W. No. 196 0046 and 196 0048 during the occupation of Norway. Both planes were lost when the cruiser sank. In 1994 a machine was recovered, of which 6W+?Nonly parts of the last association number are known. She belonged to 5./196. During the rescue from 100 m water depth, the wings and the BMW 132 K engine disintegrated, but the tubular steel frame of the cell was retained. After the remains were preserved by the Flyhistoric Museum Sola, they were brought to the Stavanger Aviation Museum there . It is known about the second Ar 196 A-2 on board that it burned out when the ship was sunk. The remaining cell may still be lying on the bottom of the Oslofjord.

Work number 196 0055

On July 30, 1940, the 5./196 deployed, among other things, an Arado Ar 196 A-2, W. No. 196 0055, for tight escort protection against British submarines. The machine marked as 6W + MN crashed in grid square 9113 while attempting to ditch the Jonsvatnet, a reservoir near Trondheim. The crew Lt. Burghardt Müller and Lt. Z. See Wolfgang Behrmann fell. In 2004/2005 the very well preserved wreck was discovered during maintenance work in the reservoir. Because the reservoir is used, among other things, to supply drinking water, rescue is not planned.

Work number 196 0056

The Arado Ar 196 A-2, serial number 196 0056 (6W + IN), belonging to the 5./196, broke from its buoy on August 20, 1940 in Narvik and went down in the storm. It was last detected in a water depth of 32 m, but has since been lifted and scrapped.

Work number 196 0064

On August 19, 1940, the Arado Ar 196 A-2, serial number 196 0046 (6W + NN) of the 5./196 crashed on a mountain slope near Lake Midsundvatnet near Trollhesten / Otroy. Substantial wreckage is still lying on the shore of the lake.

Work number 196 0185

The Arado Ar 196 A-3126 (registration with the serial number 196 0185 of Season 1 / Seeaufklärungsgruppe D1+EH) than by divers now heavily looted remaining cell together with wings but without float in a bay of the Greek Cyclades -Insel Iraklia in eleven meters deep.

Work number 196 0219
In Bulgarian Luftfahrtmuseum near the airport Plovdiv is a surviving A-5 (ex A-3) of the Bulgarian Air Force issued (work number 0219).

This A-3, which was later converted to the A-5, had been delivered to Bulgaria in 1943 and had the tactical registration number White 3 . It was retired from military service in 1953. Subsequently, this machine flew with the Bulgarian fishing fleet until 1958 and then came to the marine museum in Varna on the open space there. In 1984 the Arado was to be destroyed as a "fascist aircraft" based on an instruction from the Bulgarian naval commanders. Instead, the machine was dismantled and stored. In 1987 it was rediscovered by the then head of the Bulgarian Aviation Museum Colonel Jargo Keranev, extensively restored and assigned as an exhibit at the opening of the Air Force Museum in Plovdiv on September 21, 1991. Since then, the machine can be viewed there as exhibit number 3.

Work number 196 0317

On March 18, 1943, the Arado Ar 196 A-3, serial number 196 0317 (K6 + WK) of the 2./KFGr 406 crashed near Kristiansand in Norway. In the crash area on Mount Eggene near Hildre, smaller cell and wing remains have been preserved.

Work number 196 0451

An Arado Ar 196 got caught in the trawl of the fishing vessel MV "Fearless II" between Naxos and Ikaria at a depth of 480 m. Their captain Thanasis Sorokos handed over the wreck to the Greek Air Force. Because of its location, the machine was generally referred to as Arado Ar 196 A-3, W. Nr. 196 0216, SAGr 126. The 0216 had ditched on February 28, 1944 after an engine fire near Ikaria. The crew was able to get out, the aircraft itself sank during a rescue attempt at sea state 5 in grid square CK 9878. A precise analysis of the remaining cell in summer 2016 refutes this view. Accordingly, it is the Arado Ar 196 A-5, Luftwaffe serial number 196 0451, 3./SAGr 126. The machine, registered as D1 +? L, shot a Bristol Beaufighter of No. 603 SQ RAF. During the pursuit, the gunner of the Beaufighter was able to hit the engine and the lubricating oil reservoir of the 0451. At around 8:15 a.m., the crew ditched a ditch and swam away from the aircraft due to the sharp drop in oil pressure - the hit pattern ran from bottom to top through the oil tank, among other things. Other Beaufighters then sank the Arado by gunfire.

Work number 196 1006

The Ar 196 A-3 with the serial number 196 1006, which was built by SNCASO in St. Nazaire in 1942, was sold as DH + ZF on February 11, 1943 at 1./Fl.Erg.Gr. (Lake) settled in the Swedish Sound after disorientation. The crew was captured, the machine remained in Sweden. After a landing accident, the 196 1006, which was last used for civilian purposes, has been in the sea off the Swedish city of Karlskrona since August 19, 1947 . It can be dived in the water that is only 12–15 m deep there, but is silting up more and more.

Work number 623 167

This A-5 was produced by Fokker in 1944, had the registration number PO+HG and flew in the 196 flight group . Most recently she was T3+BHon board the Prinz Eugen aircraft , which was shipped to the USA as spoils of war in 1946. In Philadelphia , seven catapult launches were carried out with the machine for experimental purposes. In the USA this machine received the license plate GA+DX. After a few years at Naval Air Station in Norfolk , the machine was stored in a warehouse at the National Air and Space Museum in Washington, DC in 1960 , where it is still today.

Work number 623 183

This work number was also an A-5 produced by Fokker for the Prinz Eugen . Your association number was T3+CH(T3 + HK). The machine had been in the outdoor area of ​​the Naval Air Station Joint Reserve Base Willow Grove in Pennsylvania since 1949 . There their license plates changed one after the other to TW+SH, T3+HKand GA+DX. Until 1995 the Arado was only sporadically overhauled and deteriorated noticeably; many components disappeared. In the same year it was transferred to the National Museum of Naval Aviation Pensacola . The machine was badly damaged while it was being transported by lorry when its cabin roof was torn off while crossing under a bridge that was too low. The aircraft was then stored in the NMNA. In March 2013 it was announced that, according to an agreement between the US Navy and the German Navy, the aircraft will soon be faithfully restored at the Aeronauticum in Nordholz and then presented on loan for several years before it will be returned to the USA at a date that has not yet been determined . The Förderverein Arado 196 eV regularly provides information on the interim status of the restoration on the Internet. Instead of the expected Fokker serial number, the serial number 196 0293 was found in the machine's cell in summer 2018. This serial number belonged to the Arado production in Rostock in the A-3 series. Based on the “Technical Instructions of the General Aviation Master”, code number II Ar 196, A1, No. 2/43, the machine was brought to the A-3 / A-5 standard and then listed as A-5 in the history file. It was probably first used on the 2./SAGr 128. After its dissolution, she came to the Luftzeuggruppe (See), from where she could have found her way to the Aircraft Group 196 and thus on board the "Prinz Eugen". It is unlikely that Fokker in Amsterdam built a "new" one from parts of several accident-damaged Ar 196s, which was then approved by the Air Force building supervisors under a new Fokker serial number. Another argument against this theory is that Fokker made more cells than the RLM ordered (!). After the end of the war, aircraft and CV files were probably mistakenly mixed up, which is why the serial number 623 183 has remained until today. A final explanation is still pending.

More finds

The wreck of an A-5 was discovered off the Italian island of Capraia at a depth of 40 meters, where it was dropped by an Italian stern trawler near the port. It now serves as a diving attraction. The identity of the Arado Ar 196 in front of Capraia has not yet been clarified. In spring 2017, the Federal Office for Real Estate Tasks in Koblenz rejected an application to rescue the very well-preserved cell. The machine can be clearly identified as Arado Ar 196 A-5 based on the spare part numbers identified in the engine area. It probably comes from the production block 100 0345 to 100 0386, production started in March 1943, manufacturer Arado Flugzeugwerke Warnemünde. In the sea area east of Corsica, three Ar 196 A-5s were lost in September 1943, which were only delivered in July / August 1943. The T3 + DM (W. Nr. 196 0369) and the T3 + EM (W. Nr. 196 0372) were defeated on September 29, 1943 in grid square 9342/04 East, immediately east of Bastia and about halfway to the Arcipelago Toscano , in a dogfight with twelve Spitfires. One crew fell, the second was saved. Since September 2, 1943, the T3 + FM (W. Nr. 196 0374) of 2./196 has also been missing, the crew of which, pilot Sergeant Josef Vierthaler and observer Lieutenant zur See Erich Pfetzer, did not return from a submarine hunt northeast of Sardinia. An enemy action by the RAF has not yet been proven. The two kills of the No. 91 (Nigeria) SQ RAF are out of the question because their Supermarine Spitfire Mk. XII were not used in the Mediterranean area. The same applies to the seven recognized aerial victories by Hawker Hurricane Mk. IV of No. 164 (Argentine-British) SQ on September 2, 1943. Lt. Bouguen from No. 341 SQ (also known as Groupe de Chasse n ° 3/2 "Alsace") succeeded in shooting down an enemy; he flew a Supermarine Spitfire LF Mk. IX, but also not over the Mediterranean. The RAF Bomber Command also reported seven aerial victories during the same period. Gunner of No. 56, another three gunner of No. 75 SQ RAF Bomber Command - during night operations over continental Europe with four-engine Avro Lancaster or Short Stirling. A Vickers Wellington crew of No. 300 (Polish) SQ RAF one kill has been confirmed; also across continental Europe. The operational area of ​​the 196 0374, which had been deployed from Orbetello, was south of Capraia. Whether the machine off Capraia is that of the Vierthaler crew has been researched since June 2018.

Divers found another Ar 196 A-3 off the Greek island of Leros in 2014/2015.

Up to five Arado Ar 196 A-3 / A-5 are said to have been sunk by rifle fire in Lake Ladoga before the German retreat. Several Arado Ar 196 A-3 / A-5 and A-5s are also said to have been sunk near Odessa so that they do not fall into Soviet hands. Rescues announced by local diving groups in 2001, 2005 and 2014 have not yet been carried out; the truth of the statements is therefore doubtful.

In the summer of 2017, the Norwegian geo-institute Norges Geologiske Undersøkelse (NGU) discovered a soil anomaly in the bay south-east of Trondheim off Hommelvik . The specialist company Blueye Robotics AS examined the site with a Blueye drone and found an Arado Ar 196 (presumably an A-3 / A-5 or A-5). The tubular space frame and the structural elements of the cell have been completely preserved, including the glazing of the hood. The aircraft lies on its back and rests on the rudder unit that is also present. The wings are kinked, the float struts point towards the surface of the water. The nine-cylinder radial engine BMW 132 W with the VDM adjustable propeller sits on the seabed. The two swimmers that are lying in front of the machine were torn off possibly by fishing nets. The rest of a float with the 300 liter fuel tank got stuck in the float struts. Although the swivel arm mount (SAL) for the observer's double-barreled machine gun MG 81 Z is still available, the armament is missing, as is the mother compass or the main instrument panel. These parts were probably removed by Norwegian and British soldiers before these and two other machines were sunk on September 11, 1945.

According to the war diary of No. 333 (Norwegian) Squadron RAF flew the crew Lt. Johansen (pilot) and S / Lt. Helgedagsrud on May 5, 1944 with the de Havilland Mosquito Mk. VI (identification KK-O) from RAF Leuchars from free hunt off the west coast of Norway. About seven kilometers southwest of Eigeröya not far from Egersund in Norway, the Mosquito discovered a single Arado Ar 196 A-5 of the 2./196. A hard dogfight developed between the two aircraft. The Arado flew into the area of ​​the German flak, whereupon the aerial combat was broken off. With his last burst of fire, Johansen hit a swimmer from the Arado, who caught fire; the Arado ditched at position 58 ° 23´N - 5 ° 42´E within sight of the coast and sank because she could not stay afloat on a float. Because a well-preserved wreck of the machine seems possible and the crew did not fall, the machine is searched for as of November 15, 2018. It can possibly be used as a partial e-donor.

Web links

Commons : Images of the Ar 196  - collection of images, videos and audio files
  • Arado Ar 196 A and B. In: Karl R. Pawlas (Ed.): Aviation Lexicon. Herford 1978, pp. 589–628, PDF on themekgpproject.com (Repr. By Karl R. Pawlas (Ed.): Aviation International. Edition July – August, No. 4, Publizistisches Archiv, Aviation Department, Nuremberg 1974). Retrieved January 17, 2013.

literature

  • Hans-Jürgen Becker, Elmar Wilczek: Seaplanes - flying boats, amphibians, float planes. (The German Aviation Volume 21). Bernard & Graefe Verlag, Koblenz 1994, ISBN 3-7637-6106-3 .
  • Hans-Jürgen Becker, Ralf Swoboda: Airplanes and helicopters of the Luftwaffe 1933-1945. Motorbuchverlag, Stuttgart 2005, ISBN 3-613-02524-8 .
  • Hans-Peter Dabrowski, Volker Koos: Arado Ar 196 multi-purpose seaplane . In: Weapons Arsenal . tape 126 . Podzun-Pallas-Verlag, Dorheim 1990, ISBN 3-7909-0416-3 .
  • Volker Koos: Arado Flugzeugwerke 1925–1945. Heel-Verlag, Königswinter 2007, ISBN 978-3-89880-728-9 .
  • HG Büro Gerhard Sondermann (Ed.): AERO . The illustrated compilation of aviation. Issue 43. Marshall Cavendish Ltd., London / Hamburg 1984, p. 823-829 .
  • Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archive, Aviation Department , founded 1956, Karl R. Pawlas, 1974, ISSN  0343-3943 , Arado Ar 196 A and B, p. 589-628 .
  • Jörg Armin Kranzhoff: The Arado aircraft - from double-decker to jet aircraft. (Die deutsche Luftfahrt Volume 31) Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 .
  • Gerhard Koop, Klaus-Peter Schmolke: The heavy cruisers of the Admiral Hipper class . Bernard & Graefe Verlag, Bonn 1992, ISBN 978-3-7637-5896-8 .
  • Christian König: eagle over sea . Aircraft and coastal reconnaissance aircraft Arado Ar 196. Helios, Aachen 2016, ISBN 978-3-86933-163-8 .

Individual evidence

  1. ↑ a b c d e f g h Bechtermünz Verlag (ed.): Airplane types of the world; . Models-technology-data. Licensed edition for Weltbild Verlag GmbH, Augsburg 1998, ISBN 3-86047-593-2 , p. 61 (Original title: The Encyclopedia of World Aircraft .).
  2. ↑ David Donald: German Air Force - An Illustrated History of the German Air Force 1939-1945. Tosa Verlag, Vienna 2001, ISBN 3-85492-473-9 , p. 7.
  3. ↑ a b c Hans-Jürgen Becker, Ralf Swoboda: Airplanes and helicopters of the Air Force 1933-1945. Motorbuchverlag, Stuttgart 2005, ISBN 3-613-02524-8 , p. 32.
  4. ↑ a b c d HG Büro Gerhard Sondermann (Ed.): AERO . The illustrated compilation of aviation. Issue 43. Marshall Cavendish Ltd., London / Hamburg 1984, p. 823-829 .
  5. ↑ Hans-Jürgen Becker, Elmar Wilczek: Seaplanes - flying boats, amphibians, float planes. Bernard & Graefe Verlag, Koblenz 1994, ISBN 3-7637-6106-3 , p. 194.
  6. ↑ a b c d e f g h i j k l Hans-Peter Dabrowski, Volker Koos: Sea multi-purpose aircraft Arado Ar 196 . In: Weapons Arsenal . tape 126 . Podzun-Pallas-Verlag, Dorheim 1990, ISBN 3-7909-0416-3 , p. 5-15 .
  7. ↑ Hans-Jürgen Becker, Elmar Wilczek: Seaplanes - flying boats, amphibians, float planes. Bernard & Graefe Verlag, Koblenz 1994, ISBN 3-7637-6106-3 , p. 195.
  8. ↑ a b c Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 134.
  9. ↑ a b c d e f g h i Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 136.
  10. ^ A b c Hans-Jürgen Becker, Elmar Wilczek: Seaplanes - flying boats, amphibians, float planes. Bernard & Graefe Verlag, Koblenz 1994, ISBN 3-7637-6106-3 , p. 197.
  11. ↑ a b c d Volker Koos: Arado Flugzeugwerke 1925-1945. Heel-Verlag, Königswinter 2007, ISBN 978-3-89880-728-9 , p. 83.
  12. ^ A b Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archives, Aviation Department, founded 1956, Karl R. Pawlas, Nuremberg 1974, Arado Ar 196 A and B, p. 595-598 .
  13. ^ Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archives, Aviation Department, founded 1956, Karl R. Pawlas, Nuremberg 1974, Arado Ar 196 A and B, p. 624 .
  14. ^ A b Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archives, Aviation Department, founded 1956, Karl R. Pawlas, Nuremberg 1974, Arado Ar 196 A and B, p. 599-605 .
  15. ↑ a b c Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archives, Aviation Department, founded 1956, Karl R. Pawlas, Nuremberg 1974, Arado Ar 196 A and B, p. 606-613 .
  16. ^ A b Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archives, Aviation Department, founded 1956, Karl R. Pawlas, Nuremberg 1974, Arado Ar 196 A and B, p. 616-619 .
  17. ^ A b Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archives, Aviation Department, founded 1956, Karl R. Pawlas, Nuremberg 1974, Arado Ar 196 A and B, p. 619-621 .
  18. ^ A b Karl R. Pawlas (Ed.): Aviation International . July – August edition, No. 4 . Journalistic Archives, Aviation Department, founded 1956, Karl R. Pawlas, Nuremberg 1974, Arado Ar 196 A and B, p. 623-625 .
  19. ^ Hans-Jürgen Becker: Seaplanes - flying boats, amphibians, float planes. Bernard & Graefe Verlag, Koblenz 1994, ISBN 3-7637-6106-3 , p. 198.
  20. ↑ a b c Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 137.
  21. ^ Volker Koos: Arado Flugzeugwerke 1925-1945. Heel-Verlag, Königswinter 2007, ISBN 978-3-89880-728-9 , p. 80.
  22. ^ Heinz J. Nowarra: The German Air Armament 1933-1945. Bernard & Graefe Verlag, Koblenz 1993, ISBN 3-7637-5464-4 , Volume 1, p. 56.
  23. ^ A b Volker Koos: Arado Flugzeugwerke 1925–1945. Heel-Verlag, Königswinter 2007, ISBN 978-3-89880-728-9 , p. 81.
  24. ↑ a b c d Hans-Jürgen Becker, Ralf Swoboda: Airplanes and helicopters of the Luftwaffe 1933-1945. Motorbuchverlag, Stuttgart 2005, ISBN 3-613-02524-8 , p. 33.
  25. ↑ Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 135.
  26. ^ A b c Hans-Jürgen Becker, Elmar Wilczek: Seaplanes - flying boats, amphibians, float planes. Bernard & Graefe Verlag, Koblenz 1994, ISBN 3-7637-6106-3 , p. 196.
  27. ↑ Christian König: Only B goods? The Arado Ar 196 with central float . In: Jet & Prop . Issue 1/2019. VDM Heinz Nickel, Zweibrücken December 15, 2018.
  28. ↑ a b c Hans-Jürgen Becker, Ralf Swoboda: Airplanes and helicopters of the Air Force 1933-1945. Motorbuchverlag, Stuttgart 2005, ISBN 3-613-02524-8 , p. 34.
  29. ^ Robert Jackson: Aviazione Della Seconda Guerra Mondiale. L'airone Editrice, Rome 2006, ISBN 88-7944-841-2 , p. 25.
  30. ↑ a b c d e f g h Volker Koos: Arado Flugzeugwerke 1925–1945. Heel-Verlag, Königswinter 2007, ISBN 978-3-89880-728-9 , p. 82.
  31. ↑ David Donald: German Air Force - An Illustrated History of the German Air Force 1939-1945. Tosa Verlag, Vienna 2001, ISBN 3-85492-473-9 , p. 10.
  32. ↑ Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 115.
  33. ↑ Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 164.
  34. ↑ Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , pp. 247-251.
  35. ↑ Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 245.
  36. ↑ Friedrich Stamp: Forced Labor in the Metal Industry 1939–1945. The example of Mecklenburg-Western Pomerania. In: Workbook of the Otto Brenner Foundation. No. 24, 2001 ( PDF ), pp. 15 and 32.
  37. ↑ a b c d Hans-Jürgen Becker, Ralf Swoboda: Airplanes and helicopters of the Luftwaffe 1933-1945. Motorbuchverlag, Stuttgart 2005, ISBN 3-613-02524-8 , p. 35.
  38. ^ A b c Hans-Peter Dabrowski, Volker Koos: Sea multi-purpose aircraft Arado Ar 196 . In: Weapons Arsenal . tape 126 . Podzun-Pallas-Verlag, Dorheim 1990, ISBN 3-7909-0416-3 , p. 28-47 .
  39. ↑ KrackerDataBase Pilot 5, 8, 19, 29.
  40. ↑ Peter W. Cohausz: German aircraft until 1945. 2nd edition. Aviatic Verlag, Oberhaching 1998, ISBN 3-925505-47-4 , p. 129.
  41. ↑ Jörg Armin Kranzhoff: The Arado Airplanes - From Biplane to Jet Airplane. Bernard & Graefe Verlag, Koblenz 2000, ISBN 3-7637-6122-5 , p. 138.
  42. ↑ a b c d e Peter W. Cohausz: German aircraft until 1945. 2nd edition. Aviatic Verlag, Oberhaching 1998, ISBN 3-925505-47-4 , p. 131.
  43. ↑ Christian König: Adler über See - Airplane and coastal reconnaissance aircraft Arado Ar 196 . Helios Verlag, Aachen 2016, ISBN 978-3-86933-163-8 , p. 178 .
  44. ↑ Christian König: Eagle over the lake. Aircraft and coastal reconnaissance aircraft Arado Ar 196 . Helios Verlag, Aachen 2016, ISBN 978-3-86933-163-8 , p. 179 .
  45. ↑ Christian König: Eagle over the lake. Aircraft and coastal reconnaissance aircraft Arado Ar 196 . Helios Verlag, Aachen 2016, ISBN 978-3-86933-163-8 , p. 180 .
  46. ↑ Christian König: Eagle over the lake. Aircraft and coastal reconnaissance aircraft Arado Ar 196 . Helios Verlag, Aachen 2016, ISBN 978-3-86933-163-8 , p. 180 .
  47. ^ Lino von Gartzen: Arado Ar 196. In: Flugzeug Classic. No. 7, 2010, p. 24 ( online ). Retrieved August 26, 2015.
  48. ↑ Dr. Jochen Schipke, Christian König: Arado Ar 196 A-3 in front of Iraklia . In: WETNOTES . No. 26 . Sparta Media UHG, Freiburg May 1, 2017, p. 54-59 .
  49. ↑ Christian König: Eagle over the lake. Aircraft and coastal reconnaissance aircraft Arado Ar 196 . Helios Verlag, Aachen 2016, ISBN 978-3-86933-163-8 , p. 180 .
  50. ↑ Christian König: Arado Ar 196 A-5 identified in Dekelia . In: Jet & Prop . No. 1/17 . VDM Verlag Heinz Nickel, Zweibrücken, p. 6 .
  51. ↑ Christian König, author of “Adler über See. Aircraft and coastal reconnaissance aircraft Arado Ar 196 "and" Erste am Feind "(both Helios Verlag, Aachen), state of knowledge August 2016 and September / October. 2017.
  52. ↑ Jan Forsgren: A slightly different Arado Ar 196. In: Flugzeug Classic. No. 11, 2009, p. 24 ( online ). Retrieved January 18, 2013.
  53. ↑ Christian König: Eagle over the lake. Airplane and coastal reconnaissance aircraft Arado Ar 196. Helios Verlag, Aachen 2016, ISBN 978-3-86933-163-8 , p. 176 .
  54. ↑ Christian König: Fishing in Troubles: Arado Ar 196 in front of Karlskrona . In: Jet & Prop . No. 6/16 . VDM Verlag Heinz Nickel, Zweibrücken, p. 39-42 .
  55. ↑ Arado Ar 196 A-5 in the collection of the Smithsonian Institution's National Air and Space Museum, Washington, DC, USA. Retrieved December 28, 2012.
  56. ↑ Dave McDonald: Arado Ar 196. The plane of the "Prince". In: Flugzeug Classic . No. 4, 2013, p. 10.
  57. ^ Förderverein Arado Ar 196 eV: Homepage. Retrieved March 6, 2018 .
  58. ↑ The Capraia aircraft wreck. Information and pictures on tauchalf.de, accessed on December 26, 2012.
  59. ↑ The examination by the Federal Office took place in response to a formal request from Christian König, author of “Adler über See. Airplane and coastal reconnaissance aircraft Arado Ar 196 “(Helios, 2016).
  60. ↑ Source: The National Archives, Kew / UK, here: AirMin and RAF records, September 2, 1943, holdings AIR 50/39/80, AIR 50/39/81, AIR 50/67/5, AIR 50/67 / 6, AIR 50/67/7, AIR 50/67/8, AIR 50/67/9, AIR 50/67/11, AIR 50/67/12, AIR 50/132/26, AIR 50/190/186 , AIR 50/190/187, AIR 50/190/188, AIR 50/192/165, AIR 50/192/166, AIR 50/192/167, AIR 50/292/351. See https://discovery.nationalarchives.gov.uk/results/r?_ln=&_ttl=&_crp=&_sd=02%2F09%2F1943&_ed=02%2F09%2F1943&discoveryCustomSearch=true&_cr1=AIR&50&_col=200&_d=AIR+50&_col=200&_d=AIR+50&_col=200&_d evaluated on June 6, 2019.
  61. ↑ Christian König: Eagle over the lake. Aircraft and coastal reconnaissance aircraft Arado Ar 196. Helios Verlag, Aachen 2016, ISBN 978-3-86933-163-8 .
  62. ↑ Christian König: Blueye Pioneer - professional UW drone in hand luggage . In: WETNOTES . No. 28 . New Sparta Media, 2018, p. 30-31 .
  63. ↑ Christian König: Several Arado Ar 196 A-3 / A-5 in front of Trondheim? In: Jet & Prop . No. 1/2018 . VDM Heinz Nickel Medienvertrieb, Zweibrücken March 2018, p. 20-21 .
  64. ↑ KTB No. 333 SQ RAF via www.luftwaffe-zur-see.de
This version was added to the list of articles worth reading on March 22, 2013 .