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More Majhost victims... with backstory slightly adjusted to the upcoming Thiarian WWII AU

Thiarian Wings - Second World War

1. Trainers

1.1. Pilot Trainers

1.1.1. Aeraon 2A Mioltog (Midge) - 1934

A moderately popular civilian sports and training biplane of which some 50 were supplied to the fledgling Thiarian Air force in 1934 and 1935 to equip two basic trainer squadrons. They were intensely flown and withdrawn early in 1941 as more modern types became available.

1.1.2.Caproni Atlantach 1C Puca (Imp) - 1935

Thiaria’s first purely military trainer suffered from the same defects than the Italian Caproni Ca.100/164 series it had been developed from. They were of rather flimsy construction, nowhere near as forgiving to pilot errors as a basic trainer should be and had such austere performance that the ability to fly these planes said nothing at all about a pilot’s ability to fly any kind of combat aircraft. Despite these shortcomings, over 600 were built, of which a third were exported to Spain, Ireland and several South American countries. As soon as enough better planes were available, these trainers (which had a high attrition rate too) were phased out. The last were retired in mid-1942.

1.1.3. CSCA 2S Grus (Crane) - 1937

Thiaria’s first advanced pilot trainer, to which pilots graduated after completing the basic course on the Mioltog or the Puca. They were of undistinguished performance and too maintenance-intensive, but otherwise satisfactory. 373 were built, all for the military. They were phased out by the Air Force in 1942 and by the Navy in 1943.

1.1.4. Aerelar 1L Cur (Kite) - 1938

These sturdy biplanes were the Thiarian Navy’s standard trainer until early 1944; the type was never fully retired throughout the war despite considerable attrition. Unlike the air force basic trainers available in 1939, the Cur had a performance envelope that allowed it to be used both as a basic and an intermediate trainer, enabling pilots to graduate directly to combat types (only fighter pilots were further trained on Grus). The Cur was supplemented with Saidbhears from 1942, but remained in service as a basic trainer till 1945. Of the total production of 1.133, over 200 were exported to Argentina and Mexico, some of them as late as 1943.

1.1.5. Finn&Meara 1F Fiach (Raven) – 1939

The most produced Thiarian trainer with nearly 1.700 built. These aircraft replaced the Puca as standard basic trainers for the air force from 1940 and remained in production and in service throughout the war. They possessed all the qualities necessary for basic trainers which the Pucas lacked; they were easy and forgiving to fly, fully aerobatic capable and needed only very little maintenance.

1.1.6.Aerelar 3L Saidbhear (Kittiwake) – 1940

These attractive little monoplanes replaced the Grus as standard advanced trainers. Their flight characteristics were however so favourable that they could also be used as basic trainers, an option which was however only exercised by the Navy. Only the first 375 were fitted with 280hp Boldisaire 6O 6-cylinder inline engines; the other thousand used 500hp (later 600hp) Boldisaire 8S V8 engines.

1.1.7. Aeraon 8A Ronai (Kestrel) – 1943

The last Thiarian trainer to be commissioned during the war was developed by downscaling the Aeraon 6A Cobra fighter; both planes had much in common, particularly the all-wood monococque fuselage and the very good handling characteristics. Although they were larger and used the same engine as the Saidbhear, the Ronais sported considerably better performance due to slightly lower weight and better aerodynamics. 457 were built and exclusively used by the Air Force as advanced trainers.


1.2. Specialist Trainers

1.2.1. Caproni Atlantach 8C Ulchabhan (Owl) – 1939

The Caproni Atlantach 8C has become best known in its army co-operation and SAR floatplane versions, but a considerable part of 481 machines out of the total production was used in a training role. On these machines, pilots, navigators, gunners and bombardiers for multiengine planes were trained, and they also performed navigation and night-flight training roles. Due to their simplicity, reliability and robustness, they were perfectly suited for these tasks.

1.2.2. Caproni Atlantach 12C Preachan (Crow) – 1943

The Preachan supplemented the Ulchabhan in all its roles from 1943; performance was similar. 309 Preachan trainers were delivered.


1.3. Target Tugs

1.3.1. Aigeanta 3T Coirenach (Osprey) – 1941

The need for a specialized target simulator airplane was never quite seen before the Second world war by most powers. Thiaria made no difference there. The first airplane used for this role was a disarmed version of the Coirneach long-range fighter; 153 mid- and late production planes were finished as target tugs and employed by Thiaria’s advanced trainer formations. After the Coirneach was replaced by newer types as a fighter, 188 additional airframes were converted to target tugs too (not counted against production, because they are included in the total of the fighter version), although they were quite worn out and did not last very long in their new role. They were phased out in 1944 in favour of the Spiorog.

1.3.2. Caproni Atlantach 6C Anfa (Storm) – 1941

The Thiarian Navy never was very content with the performance of its first specialized dive-bomber, but they also failed to develop a more worthy successor in a timely fashion. Consequently, dive-bombing was not consistently practiced, and Thiarian escort carriers went to sea with air groups consisting solely of fighters and torpedo-bombers. A considerable number of Anfas was never delivered to Thiaria’s dive bomber flotillas, but diverted to training units, where they were employed as high-speed target tugs. In this role, the 188 Anfa tugs proved more valuable, adding to the high proficiency displayed by Thiarian Navy fighter pilots throughout the war.

1.3.2. Caproni Atlantach 13C Spiorog (Sparrowhawk) – 1943

When the supply of Coirneach Target simulators ran out – practically all of them had previously seen strenuous service as long-range fighters - the Thiarian Air Force needed a replacement of similar (ideally better) performance, but lower cost and resource usage. The Spiorog had originally been developed as a light multirole combat aircraft; its high speed however made it very suitable as a target tug. Consequently, more than half the total production (235 machines) was employed by training units and performed satisfactorily. Although they were cheaper than the Coirneachs they replaced, the cost-effectiveness of the use of a twin-engined target tug remains questionable.

Greetings
GD

2. Combat Aircraft

2.1. Land-based single-engine Fighters

2.1.1. Aigeanta 1T Croman (Harrier) – 1934

Thiaria’s first mass produced fighter aircraft was a very small biplane of indifferent performance, but supreme agility, which was originally developed around a naval specification for a fighter plane suitable to be carried by a rigid airship as organic escort component. The Navy, which never again commissioned any airships after 1918, nevertheless they ordered the plane in considerable numbers; because of its short range, the Croman was never flown from any carrier. Most of the production of 177 machines was never issued to combat units, but used as aerobatic trainers (the air force did not train such fancy stuff itself, but regularly sent its pilots to the navy’s aerobatics training unit). As an advanced trainer, the Croman remained in service till 1942.

2.1.2. Caproni Atlantach 4C Fabhcun (Falcon) – 1936

The Thiarian version of the Caproni Ca.114 was built only in 90 copies domestically and flown by a single fighter wing between 1936 and 1940 without ever seeing action before being phased out and used for training. The type was however license-built in Peru (64) and Mexico (80), where it flew till 1943/4 in frontline units and was apparently well liked.

2.1.3. Aeraon 4A Seabhac (Hawk) – 1937

The main reason why the Fabhcun only ever saw a very limited production was the simultaneous availability of this aerodynamically very clean biplane which ranked among the best biplane fighters ever built, although it did not last as long in service as the comparable I-153 or CR.42. Although the Seabhac’s Hispano-Suiza 12X engine was slightly weaker than the Fabhcun’s radial, the Seabhac was both faster (420 versus 395 kph) and more maneuverable. 477 were produced, and the type saw exports to Argentina, Spain, Venezuela and – one of the very few sales of Thiarian equipment to middle and eastern Europe – Greece. Its use by the Greek Air Force in 1941 also made the Seabhac one of the few fighters to be employed by both sides during the war. In Thiaria, it equipped three fighter wings for some time before it was phased out from mid-1941. They were retired from operational units by mid-1942; by that time, they had seen only few combat sorties against the still very rare and ineffective British incursions into Thiarian Airspace, but still were considered effective and reliable. Over 300 were handed down to training formations and remained in use throughout the war in ever-dwindling quantities.

2.1.4. Aigeanta 2T Clamhan (Buzzard) – 1938

Thiaria’s first shot at a monoplane fighter was exactly the failure it looked like. Slower than the biplane Seabhac and less maneuverable, the Clamhan failed to win any production contracts. Only 2 prototypes were built.

2.1.5. Aeraon 6A Cobra (Cobra) – 1940

The Thiarians took their time developing a worthy successor for their successful Seabhac biplane. Aeraon’s own entry into the competition was obviously influenced by the Dewoitine D.520 outwardly and initially had the same Hispano-Suiza 12Y engine; the plane was however larger, aerodynamically more refined and used notably larger wings. Internally the Cobra was better optimized for mass production than the D.520 (or any other Thiarian fighter, for that matter) and offered considerable growth potential. It was considered equal to its primary competitor, the Caproni Atlantach Iolar, in terms of performance (except range, where it was clearly better) and could be built at half the time for two thirds the cost. The Cobra was commissioned in 1940 to replace the Seabhac and eventually became Thiaria’s most produced aircraft type ever, with some 5.100 built as Fighter, LIFT and Photo Recce Aircraft for both the Air Force and the Navy. The fighter version, which was exported to Argentina and Uruguay during the war, quickly established itself as a respected opponent for most allied airplanes. With their 1.200 hp Hispano-Suiza 12Y engines for speeds of 585 kph and their armament of one 20mm cannon and six 8mm Machineguns, the T6A-1 were nearly equal to the Spitfire II and superior to early P-40s or any version of the Hurricane. 833 of the initial version were built, and these fighters quickly became standard issue for Thiaria’s entire fighter force; only two of Thiaria’s eight day fighter wings were not equipped with them. In 1942, the basic design was considerably improved to T6A-3 standard by installing a 1.600hp Hispano-Suiza 12Z-17 engine. Airframe and engine turned out to be a match made in heaven, with a top speed of 665 kph easily achieved. 1.093 were built and used heavily during the invasion of Uruguay and the subsequent land offensive into Brazil. As the war progressed, uprated versions of the 12Z – first the 12Z-34 with 1.750 hp, then the 12Z-43 with 1.900 hp – were installed, increasing top speed to 685 and 710 kph, respectively. The 12Z-34 powered machines (T6A-7, introduced in mid-1943, 1.387 built) had stretched hulls, bubble canopies and replaced their six wing mounted 8mm machineguns with four 13mm guns, and the 12Z-43 powered fighters (T6A-12, only 141 completed during the war) added two more 13mm guns, bringing the total back to six, which gave them most impressive firepowerby anyone’s standards. These fighters were still competitive with the latest foreign types when Thiaria dropped out of the war. A navalized version T6A-6 appeared in mid-1942 and drastically improved the performance of Thiaria's carriers (see separate entry below), and 567 (of all motorization variants) were completed as LIFTs. The Cobra remains Thiaria’s most famous fighter of the Second World War, which was in action everywhere Thiarian forces fought and always gave a good account of itself. Although not as maneuverable as the Spitfire, late editions of these fighters could climb and dive with most contemporary versions of the Thunderbolt (except the P-47M) due to their very good power-to-weight ratio; they could exceed 900 kph in a steep dive without major structural problems. They were clearly superior to every contemporary variant of the P38, P39, P40, P63 and F6F, and they performed irritatingly well against Mustangs; they would have found their masters in the P51H and the Griffon-Spitfire, but never met any of them. Counting only air-to-air combat, the Cobra achieved a favourable kill ratio of 3,6:1; if all kills and reasons of loss are factored in, the ratio drops to 1,4:1 due to many of them being destroyed on the ground late in the war. Cobras destroyed 70% of all airplanes killed in midair by Thiarian aircraft, and the top 10 Thiarian Aces all flew the Cobra for most, if not all their career, including Thiaria’s ace of aces, Maj. Padraig Coltraine with 88 confirmed kills. The Cobra was also widely used as a fighter-bomber in 1944, when many pilots refused to fly the structurally unsound Ollpheist planes of the light bomber wings and several hundred surplus T6A-3 (280) and T6A-7 (210) Cobras were made available to them; these machines received wing pylons for up to 750 kilograms of ordnance (typically, two 100mm rocket quadpacks, four 170kg bombs or or two 340kg bombs). In addition to the 3.821 land based fighters, fighter-bombers and fighter-trainers, there were over five hundred photo-recce airplanes – all of them with 12Z engines – which have a separate entry below; the same goes for 800 navalized Cobras.

2.1.6. Caproni Atlantach 9C Iolar (Eagle) – 1940

Thiaria’s only other mass-produced land based fighter design besides the Cobra was based upon the Italian Caproni-Vizzola F-Series, which the Thiarians mated to a Hispano-Suiza 12Y-89 engine of 1.200 hp. The combination worked well, and the resulting fighter offered performance comparable to the Cobra in most respects except range. Maneuverability however was rated slightly superior, and flight characteristics were reported as more docile and pleasant by most pilots. Armament was weaker, with only two 8mm machineguns supplementing the single 20mm cannon, but the main drawback was the complicated construction method based on Italian pre-war practice which cared little for the necessities of mass-production. Although the Thiarian government kept ordering Iolars and approved upgrades – mostly as a precaution should Cobra production run into difficulties – the type never achieved the Cobra’s ubiquity. The initial version T9C-1 – which was named Iolar Firean (Stone Eagle) and was capable of 590 kph – equipped a single fighter wing; 175 were built. When the Hispano-Suiza 12Z-17 was fitted to the Iolar in mid-1942, the accompanying changes in structure (including a switch to an all-metal fuselage) were sufficiently comprehensive to warrant a new name, and the 12Z-equipped machines, which also replaced the 8mm guns with 13mm ones, were named Iolar Rioga (literally Royal Eagle, actually referring to the Harpy Eagle, of which considerable populations are native to Thiaria). Depending on which version of the 12Z was installed, the Iolar Rioga achieved top speeds of 670 kph (T9C-3 with 1.600hp 12Z-17, 294 built), 695 kph (T9C-5 with bubble canopy and 1.750hp 12Z-34, 350 built) and 720 kph (T9C-7 with 1.950hp 12Z-43, only 55 built). 180 of all versionswere completed as LIFTs. There was no photo-recce version. Also unlike the Cobra, the Iolar was never used by any expeditionary forces, but limited to home defence; in the day interceptor role, their somewhat austere armament proved quite a hindrance, although they were at their best when dealing with escort fighters. Remarkably, the Thiarians managed to ship a total of 60 to Peru in the middle of the war, where the type was also license-produced (125 units not counted in the total below, all of them with 12Z-17s) and flown till 1958 in combat and training roles.

2.1.7. Aerelar 4L Saighduir (Archer) – 1944

With the Cobra and the Iolar in full production, both of which displaying considerable growth potential in terms of engine power, development of new land-based fighters with piston engines enjoyed very low priority during the war. The Thiarian Air Force was aware as early as 1942 that the future belonged to jet propulsion. The Navy however still felt a need for piston-engined fighters due to the short range typically associated with early jet aircraft. Aerelar had started to develop a high-powered carrier-based fighter (Aerelar 5L Siolpaire, see below) with the 2.150hp Trenhaile 18T engine in 1942, but ran into trouble when this big powerplant could not be produced in the necessary numbers and was assigned to other projects with higher priority. With their production facilities sitting idle and the prospect of being ordered to license-build other people’s aircraft and close down their design department, Aerelar embarked on a crash programme to build a land-based high-performance piston-propelled fighter which nobody had ordered and for which there was no defined requirement. They had acquired the plans for the Italian Reggiane Re.2005 Sagittario in 1943 and adapted them to the 1.900hp Hispano-Suiza 12Z-43 which entered series production early in 1944; they also strengthened the structure and added a bubble canopy. The result was a fighter that outperformed not only both existing Thiarian standard fighters, but also pretty much everything the Allies had to offer; the Saighduir, as the plane was called by literally translating the Italian ‘Sagittario’, was one of only two axis fighters with piston engines that could fight an early Griffon-Spitfire on even terms, and it became available nearly a year earlier than the other one, the Focke-Wulf Ta152C. It featured a top speed of 725 kph, had three 20mm cannon and maneuvered like a devil. Although there was no chance that this plane could ever replace the Cobra, whose series-production was humming at full steam in 1944, Aerelar was allowed to build as many of them as possible until the Siolpaire became ready for production. This resulted in a very limited production run of 114 machines in 1944; they enjoyed priority in 12Z-43 deliveries over all other Thiarian fighters. These planes were assigned to three squadrons serving with three different wings, all of which were tasked with home defence; although they made quite an impression, by that time it was too late for them to have any impact upon the outcome of the war.

2.1.8. Caproni Atlantach 14C Tintreach (Lightning) - 1944

Thiarian Aircraft industry had begun to concentrate on jet fighters early in 1943; at that point, all work on follow on piston engined day fighters ceased with only few exceptions where range was considered a paramount requirement. Caproni Atlantach devoted considerable effort to the design of the smallest-possible airframe capable of accepting the TDA (Tuirbadinimice Aonta / United Turbodynamics) RT1A axial turbojet of 7,5 kN thrust then under development. Despite its superficial similarity with the Jumo 008, this engine was an all-Thiarian development, although some of the project-leading engineers had worked in Germany before the war. The plane, which sported a quintessentially Caproni-like appearance, like a scaled down CC.1, had its maiden flight in August 1944, when Thiaria already was at the brink of collapse. Capable of 830 kph and armed with two HS404 20mm cannon, the Tintreach seemed an ideal home-defence interceptor at that time; it was no true multi-role plane like the Me262, but more like a Thiarian version of the He162 with an emphasis on ease of construction and handling. Unlike the He162, the latter objective was actually met; the Tintreach was pleasant and rather forgiving to fly, if mechanically not very reliable due to ongoing teething troubles with the engine. There was no series production, but several subcontractors assembled about two dozen planes late in 1944, when Thiaria was already descending into chaos. Only half a dozen were actually commissioned, but there were no operational sorties anymore.


2.2. Land-based multiengine Fighters

2.2.1.Aigeanta 3T Coirneach (Osprey) – 1939

Thiaria’s first attempt at creating a twin-engined multirole fighter had its maiden flight early in 1939. This type of aircraft is a natural choice for Thiaria’s Air Defence Force, which has to defend a huge land and sea area with comparatively few assets, so range is a crucial factor for them. Range is equally important for offensive missions, like escorting the new Nairn 2N Scriostoir bombers then under development. With two Hispano-Suiza 12Y engines of 860hp (later versions 930hp and 1.100 hp, respectively), an armament of two 20mm cannon and four 8mm machineguns and a large fuel supply for the specified range of 2.500 kilometers, which was quite much by 1939 standards. Its drawbacks were pretty much the same as with most planes of this type; they were heavy on the controls and not maneuverable enough to mess with single-engine fighters. In addition, the 12Y was not very well suited to this rather heavy airframe, limiting top speed to 485kph (even the up-engined versions, which were also heavier due to added equipment and armour, never exceeded 500kph). Since there were grave teething problems with both proposed successor models, the Coirneach, which at least was stalwartly reliable – remained in small-scale series production till 1942 and was not retired before late 1943, when the CSCA Tornado had finally been developed into a truly formidable fighter. Coirneachs – both specially produced and refitted ones – remained in use as target tugs for the remaining duration of the war. 475 were built in total.

2.2.2. CSCA 5S Tornado (Tornado) – 1940

Judging from its beginnings, it was a major surprise that the Tornado would eventually become Thiaria’s premier twin-engined fighter and acquire a fearsome reputation amongst all who had to fight it. The basic design competed with the Aigeanta Ollpheist to become Thiaria’s future long-range multirole combat aircraft equally suited for day and night fighting, bombing, and photo reconnaissance (the Coirneach lacked this sort of versatility due to its diminutive payload). The Tornado featured a sturdy all-metal hull of rather large dimensions, but very good aerodynamic shape, a stretched glass-house cockpit with excellent visibility for its crew of two (optionally three), large integral wing tanks for a range of 2.500 kilometers, a powerful armament of four 20mm cannon and four 13mm machineguns (plus a fifth firing aft in the rear cockpit) and enough space and weight reserves to add further equipment like cameras or radar gear. Unfortunately, this considerable package was powered by nothing better than a pair of license-produced French-designed Trenhaile (Gnome-Rhone) 14N radial engines of 1.150hp apiece, which was nowhere near enough for a plane of this size and weight, resulting in disappointing performance of the S5S-1 fighter version (speed only 470 kph, slower than the Coirneach the Tornado was to replace, indifferent flight characteristics, grave overheat issues with the engines and the inability to take more than 500 kg payload, as opposed to a specified requirement of 1.500 kg). The G5S-2 recon version, which had no 20mm cannon and was somewhat lightened, was slightly better at 495kph, but generally the Tornado was deemed a major failure, and the first 120 production aircraft were quickly retired from the front after some very disappointing encounters with Brazilian fighters. By late 1941 however, Trenhaile was series-producing the Gnome-Rhone 14R-1/2 of 1.400hp and prepared for series-producing the 14R-4/5 of 1.600hp, and it had already been determined early in 1941 that the Tornado could easily take this much more powerful engine with minimal structural modifications. The S5S-3 with the 14R-1 (81 built) had already much improved performance, not only in terms of speed (550 kph) but also – more pronounced – in terms of maneuverability and flight characteristics. The S5S-4 introduced the 14R-4/5 late in 1942 and finally had become the fighter it was always meant to be. With a top speed of 605kph and really good agility for its size, it was a dangerous opponent for any allied fighter when it arrived at the front early in 1943, used mainly as a long-range escort for heavy bombers or land-based maritime strike aircraft and as a patrol fighter to protect convoys and naval units operating close to the coast. As a strike fighter, it could carry up to four four 340kg bombs externally. At 488 units, it was the most produced fighter version, and many were used in the ground support role. The S5S-7 night fighter version followed in due course and quickly became the mainstay of the Thiarian home defence in the last two years of the war. Of the 1.016 Tornado fighters produced in total, 327 were night fighters. They were easily the most popular and successful Thiarian twin-engine fighter, and remained in production throughout the war.

2.2.3. Aigeanta 4T Ollpheist (Wyvern) – 1941

Like the Tornado, the Ollpheist, Thiaria’s other proposal for a multi-purpose combat aircraft, encountered severe teething problems when it was introduced. Very much unlike the Tornado, the Ollpheist was never really cured of them; although it remained in production for the entire duration of the war and was credited (on paper) with considerably better performance than the Tornado, it can justly be regarded as the biggest lemon in Thiaria’s inventory. The Ollpheist was designed to an entirely different philosophy than its direct competitor, the Tornado: Whereas the Tornado was heavy, but sturdy, everything about the Ollpheist was optimized to save weight for maximum performance. Hull and wings consisted mainly of wood in a Mosquito-like fashion, armour was nonexistent and weight reserves were minimal. This resulted in serious structural deficiencies, which were less troublesome with the bomber version F4T-1 which was after all supposed to avoid situations where maneuvering stresses might occur, but rendered the Fighter version F4T-2 – which carried two 20mm cannon and four 8mm machineguns and was a devilishly fast plane for its day at 580kph despite the rather weak 930hp Hispano-Suiza 12Y engines – practically useless. Several dozens were destroyed when they literally fell apart in midair during combat maneuvers, and only the troubles with the underpowered initial versions of the Tornado kept the Ollpheist’s fighter version in production. 121 12Y-powered fighters were built. Up-engining the Ollpheist with the 1.450hp Hispano-Suiza 12Z-1 boasted performance further (speed for the S4T-3 prototype was 630 kph), but did little to ease the structural problems; the bomber versions received additional structural strengthening, but the fighters, of which 139 were built, were even more overtaxed than before. When the Tornado finally was fully matured, it was decided to cease production of the Ollpheist’s fighter version after merely 260 planes and concentrate on the bomber versions that were marginally more useful. When the Brazilians had received enough Liberators to bomb Montevideo and New Portugal big time late in 1943, a radar-equipped night fighter version of the Ollpheist was developed in a crash-programme. These planes (S4T-7) combined the 12Z-1 (the wing structure could not take any of the more powerful versions of that engine) with an armament of two 20mm cannon and four 13mm machineguns and a radar set; they were good for 615kph, still faster than the Tornado, and performed more or less satisfactorily when not forced into dogfights, but were only produced in 73 copies before all was over.

2.2.4. Aeraon 7A Bultur (Vulture) – 1944

Thiaria’s final attempt at a go-everywhere do-anything combat aircraft was the first one that yielded instant success; unfortunately, this success came no earlier than mid-1944, when it was already too late to produce the necessary numbers to make a difference. Originally designed as a heavily armed attack bomber with two 2.150hp Trenhaile 18T engines (an upscale of the 14R with four more cylinders and slightly increased displacement per cylinder), the Bultur was pressed into night-fighter service as soon as it was ready for series production. It received an obscenely heavy armament of eight 20mm cannon, four in the bow, two in the wing roots and two in the rear fuselage firing upward at a 30° angle. Despite the weight of the guns and all their ammo, and despite the drag of the radar system with quad German-style antennae, the plane was good for 650kph, almost as fast as a He219, and almost as maneuverable too, although its range of 1.700 km was considerably shorter than the Tornado’s. Against the B24s used by the British and Brazilians during 1944, the Bultur’s capabilities were almost wasted (it had been developed to kill B29s, after all), and they inflicted losses out of proportion to their limited number. When the armistice came in October 1944, the survivors of the 102 produced Bultur fighters equipped a full, if somewhat understrength, night fighter wing.


2.3. Carrier-based Fighters

2.3.1. CSCA 1S Condar (Condor) – 1934

As soon as Thiaria was officially allowed to establish military aviation in 1931, one of the first specifications for a domestic military airplane asked for a carrierborne twin-seat long-range fighter, escort and scouting airplane with secondary light attack capability. The Condar, a very conventional and old-fashioned biplane powered by a 680hp Hispano-Suiza 12X, was the winner of a prolonged evaluation between several designs and was introduced into military service late in 1934. Production ran for three years and yielded 110 machines. Although the Condar was invaluable as a training and experimental aircraft that allowed the Thiarians to catch up with the major sea powers in carrier training and doctrine prior to WW2, it never saw operational service and was never flown from any of the other Thiarian carriers. It was retired from the front line in 1939 and from training units in 1943.

2.3.2. CSCA 3S Foiche (Wasp) – 1938

The Foiche was developed to the same specs as the Condar, although at a generally higher performance level. The Thiarian Naval Aviation needed till 1942 to realize that carrierborne fighters did not really need the second crewmember, but rather better agility; by 1938, the Foiche, whose performance is best compared to the Skua’s, was considered the pinnacle of carrierborne fighter design. With its 900hp Gnome-Rhone 14K engine, it was good for 420kph, although not very maneuverable due to its bulky size and prone to engine failure as the 14K was ill-adapted to naval service. The 14K engine was replaced by a more powerful and much more reliable license-produced Trenhaile (Gnome-Rhone) 14N of 1.150hp in 1940, and in this configuration, the Foiche could manage 450kph – more than a contemporary Fulmar – and gave a good account of itself in the first major engagements between Thiarian and British carrier planes during 1940 and 1941 despite the rather weak armament of six 8mm machineguns. Due to problems with the underpowered initial versions of the proposed replacement Cearnabhan, the Foiche remained in production till mid-1942 and in service till mid-1943, considerably longer than planned; the last ones operated from escort carriers in 1943. By that time, they were no longer fit to fight contemporary allied shipborne fighters, and only very few remained when the type was finally retired. 304 were produced, 169 of them with 14N engines.

2.3.3. Caproni Atlantach 10C Cearnabhan (Hornet) - 1941

The Cearnabhan is a Thiarian version of the Italian Caproni Ca.335, also produced in Belgium as the SABCA S.49. Unlike the Italian and Belgian versions, who were reasonably sporty performers despite their rather weak 930hp engines, the Cearnabhan featured enhanced wing and fuselage structure, strengthened undercarriage, arrestor hook, heavier radio gear and additional fuel for almost twice the range, thus becoming much heavier than the original. Despite having a stronger 1.200hp Hispano-Suiza 12Y-89 engine, the Cearnabhan was only good for 425 kph due to excessive weight, considerably slower than a Fairey Fulmar, its most closely comparable contemporary contender. The first 110 machines were judged unsuitable for front-line service after a short time and only used for training; the predecessor model Foiche was kept in service for much longer than planned for that reason. As the Cearnabhan had some considerable advantages over the Foiche, however – longer range, an armament of one 20mm cannon and six 13mm machineguns, better maneuverability due to superior aerodynamics and a much more robust construction capable of taking enormous punishment – the design was kept in production after the new Hispano-Suiza 12Z-1 engine of 1.450hp had been fitted, which finally gave the T10C-2 adequate speed and climb characteristics (top speed 500 kph) and a useful payload of 1.000 kg; 164 were built. In this configuration, the Cearnabhan quickly spread through the Thiarian fleet. The type was continuously fitted with ever stronger engines, first the 1.600hp 12Z-17 in late 1942 (T10C-3, the most numerous version with 178 units, top speed 540kph) and finally the 1.750hp 12Z-34 (T10C-4, top speed 560 kph, 120 delivered) in early 1944. The Cearnabhan remained in service throughout the war, although it was only flown from escort carriers from early 1944, and delivered sterling and useful service as escort and patrol fighter, long-range recce aircraft and auxiliary ASW platform. It was about equal to the Fairey Firefly as a fighter and stood a fighting chance against a Hellcat on a sunny day, but was lost against a Corsair or Seafire.

2.3.4. Aeraon 6A Cobra (Cobra) – 1940

Thiaria's lack of high-performance single-seat carrier planes was not felt very painfully in 1941 due to the similar lack of such planes in the British and Brazilian fleets, but during 1942, their carriers started to encounter Martlets and Seafires, with sobering results. Aeraon had started development of a navalized Cobra powered by a Hispano-Suiza 12Z-1 in 1941; it differed from the land version by having more wingspan, half again the fuel capacity, arrestor gear and a strenghtened undercarriage. Armament was cut to one 20mm cannon and two 13mm HMGs. The resulting T6A-6 entered production in April 1942 and had nearly the range of the much heavier Martlet with much superior performance in every other respect, having a speed of 600 kph and retaining the land-based Cobra's good maneuverability. 216 were built and gave a good account of themselves. The engine was changed to the 12Z-17 with 1.600hp early in 1943; the designation remained T6A-6 as the plane remained unchanged otherwise. With a speed of 635 kph, the T6A-6 was a match for the Hellcat, and 334 were built. The final upgrade yielded the T6A-10 early in 1944, which had a bubble canopy and was powered by a 1.750hp 12Z-34 and capable of 670 kph. 243 of these machines, which were a match for the best Merlin-Seafires or early Corsairs, were built. This version also received two additional 13mm HMGs in the wings. The navalized Cobra had its combat debut in November 1942 and served on all Thiarian fleet carriers for the remainder of the war; its proposed replacement T5L never made it to series production. Of the 793 units built (including 140 carrier-capable LIFTs of all versions), two thirds served aboard Thiarian carriers at some point in their careers, and they always remained in touch with the performance of their allied counterparts. Despite very high attrition, there were always enough machines available to fully equip the Thiarian fleet carriers, and their pilots were the absolute varsity in Thiaria's armed forces; due to the absolute priority of the Navy in Thiarian military hierarchy, it was common practice to give the most promising Air Force pilots carrier training and transfer them to the Navy in case of losses.

2.3.5. Aerelar 5L Siolpaire (Vampire) - 1944

Thiaria’s equivalent to the Corsair and the Mitsubishi A7M was a most impressive airplane with a wing-mounted armament of two 20mm cannon and four 13mm machineguns, a very rugged structure capable of taking enormous punishment and a very long range (radius of action 1.300km). Unfortunately, the whole package was so heavy that the original Trenhaile 18T-1 engine of 2.150hp was incapable of providing the specified speed of 650 kph when the Siolpaire had its first flight in March 1944. Development of a 2.500hp version of the 18T dragged on with no tangible results throughout the war; as the navalized Cobra was performing exceedingly well, series production of the Siolpaire was postponed again and again and finally cancelled in October 1944 after the downfall of Thiaria's fascist regime. Only half a dozen prototypes and trials aircraft had been built.

Greetings
GD

2.4. Land-based Bombers

2.4.1. Caproni Atlantach 3C Stail (Stallion) – 1935

The first standard-issue medium bomber of the newly formed Thiarian Air Force was a variant of the Italian Ca.133. It was a robust, reliable and easily maintained plane of limited payload, even more limited performance and pathetically short range, so it was practically useless for an island nation a thousand kilometers away from the nearest enemy. It was nevertheless built in 345 copies due to a blatant lack of alternatives. During the war, the Stail was only used for training and as an auxiliary transport; none were deployed abroad. A few lasted throughout the war in supporting roles, often as squadron hacks for various bomber formations; most were retired during 1942.

2.4.2. Aeraon 5A Saighead (Arrow) – 1938

The first modern tactical bomber of the Thiarian Air force was developed from 1936 to 1938 as a torpedo-bomber floatplane. With two Hispano-Suiza 14AA engines of 1.100hp each, they were well-powered and showed convincing performance, although the engines were unreliable and needed a lot of maintenance. The type was nevertheless produced in considerable quantity both as a land airplane (418) and as a floatplane (165) and used in an anti-shipping role by both the Air Force and the Navy from the beginning of the war until well into 1944, when enough CSCA Tornadoes in the torpedo bomber version were available. Due to the inherent design faults of the Aigeanta Ollpheist and the pressing need of the expeditionary forces operating on the South American continent for more tactical strike aircraft, the last 208 of the land-based version were finished without anti-shipping equipment and with Hispano-Suiza 12Y-89 engines of 1.200hp; they were popular and successful in their role and served in diminishing numbers throughout the war.

2.4.3. Caproni Atlantach 7C Cloiteoir (Conqueror) – 1939

The Thiarian version of the Italian Caproni Ca.135. Although looking promising on paper, they fell short of advertised performance in every respect. They were intended to replace the Stail as standard medium bomber, but drawn out of active units quickly, and only 115 were ever made. Most were used in auxiliary roles throughout the war, and 40 were exported to Peru, where they saw a much more active service period. The Peruvians even built the type in license; although their version was as troublesome as the Thiarian or Italian incarnations, they eventually purchased 154 of them and used them for many years as their standard multirole bomber. The Peruvians also were the only ones who employed the Cloiteoir as a land-based torpedo bomber.

2.4.4. Nairn 2N Scriostoir (Devastator) – 1940

These medium bombers of rather uninspired outer lines were Thiaria’s first answer to the problem that all their enemies were half a hemisphere away and could not easily be reached and bombed. In a fashion similar to the Japanese Mitsubishi G4M (Betty), the 2N sacrificed everything for range, being relatively lightly built, having no self-sealing fuel tanks and mounting only few defensive weapons; bomb load was limited to 1.200 kilograms. With two 1.100 hp Hispano-Suiza 14AA engines, the Scriostoir had however the specified range of 2.500 kilometers and could reach large parts of Southern Brazil from bases on New Portugal. After a prolonged development and testing phase, the Scriostoir was placed in series-production in mid-1940 and quickly replaced the Stail as Thiaria’s standard strategic bomber. As Thiaria's bombing campaign against Brazil did not start in earnest prior to late 1942, most Scriostoirs were used not in the strategic role, but for long-range patrol, recce and anti-shipping missions; all could carry a single 450mm aerial torpedoes externally. The Scriostoirs were considerably improved early in 1942 by replacing the 14AA with the Trenhaile (Gnome-Rhone) 14R-4/5 of 1.600hp; the additional power allowed the installation of better defensive armament (twin dorsal turret rather than single MG stand), increase payload to 1.600 kilograms and make the fuel tanks self-sealing without compromising range and speed (which was however rather low to begin with at 420kph; the up-engined version was only good for 440kph). The last 389 Scriostoirs were built to this B2N-3 standard and remained Thiaria’s most important strategic bomber till early 1943. They finally were used for night missions against Brazil from mid-1942 and wreaked considerable destruction in that year, before night fighter resistance stiffended by early 1943 and the low speed, poor maneuverability and still not very robust construction turned the Scriostoir into a deathtrap for its own crews. Although in production till May 1943, the type was all but retired by year’s end.

2.4.5. Aigeanta 4T Ollpheist (Wyvern) – 1940

The Ollpheist was originally designed as a fast, unarmed bomber for precision strike missions from all altitudes. It was designed as an all-wood construction with a glued monococque hull very similar to the Mosquito, but at a much lower performance level, powered by two 930hp Hispano-Suiza 12Y engines. Maneuverability on the other hand was quite good for a plane of this size and weight. The basic version F4T-1 carried no defensive armament whatsoever, could pack 2.000 kilograms of ordnance and had a speed of 540kph with full load. Unfortunately, by the time the Ollpheist entered production in September 1940, this performance was already no longer sufficient to make it intercept-proof. As if this was not bad enough, the plane also proved incapable of attaining the specified ceiling at maximum load and – worst of all – was structurally unsound, with a tendency to lose the trailing wing and stabilizer during fast rolls. Unfortunately, the latter problem became only known when series production was already well underway, and the first 100 machines were wholesale declared not airworthy after an accident series in the winter (southern hemisphere) of 1941. Due to the perceived advantages of the Ollpheist, particularly its versatility, maneuverability and ease of production (no significant use of strategic materials, especially aluminium), it was decided to save the design by adding structural elements to stiffen the wing joints and a defensive armament of a bow mounted 13mm machinegun and a twin dorsal 13mm machinegun turret; the additional weight was addressed by installing two Hispano-Suiza 12Z-1s of 1.450hp each in the F4T-2 version. Although aerodynamics slightly suffered compared with the basic version, the added engine power still provided a speed of 585 kph at full load. This F4T-4 version replaced the F4T-1 bomber on the production lines in November 1941 and entered service in January 1942; 295 were built. They were quite successful initially, as long as allied fighter resistance was feeble, but their structure was still basically – and, defying all attempts to strengthen it, irredeemably – faulty, and attrition and accident rates were high. An attempt to turn the Ollpheist into an effective tank hunter by installing a semi-automatic 47mm cannon failed miserably due to the stress damage this weapon did when fired; only two prototypes were built in 1943. By late 1943, though engine power had been further increased by installing the 1.600hp 12Z-17 in the F4T-5 for a speed of 625kph (162 units produced), Thiarian pilots were becoming quite uneasy flying low-level bombing missions in a plane which was strictly forbidden to enter any abrupt maneuvers to prevent it from breaking apart. The proposed replacement, the Aeraon Bultur, was never introduced in the necessary numbers, and many Ollpheist squadrons converted to Cobra fighters modified for light strike missions in 1944. Only a single light bomber wing operated the Ollpheist to the bitter end; its CO stated that a well-trained pilot could take the Ollpheist to the limit of its performance and all talk about structural deficiencies was only a half-assed excuse for not being able to fly the plane properly. He crashed to death without enemy interference in August 1944. By that time, only 70 were still in service as bombers. Production had ceased in May 1944 after 557 bombers.

2.4.6. Caproni Atlantach 11C Bladhmiaire (Marauder) – 1941

Based upon the Italian Caproni Ca.204, which was rejected by the Regia Aeronautica in favour of the Piaggio P.108, this aerodynamically very clean plane eventually became the most successful, most feared and most produced heavy bomber of the entire Axis. The plans for the basic Caproni design were sent to Thiaria early in 1940 by submarine, and Caproni-Atlantach had a prototype ready by October 1940. They had deleted the lateral Me210-style remote-controlled machinegun mounts in favour of manned positions and installed a 20mm cannon in the tail for a total defensive armament of four 13mm machineguns and one cannon. The Alfa Romeo 135 engines proposed for the Ca.204 were replaced with Trenhaile (Gnome-Rhone) 14R-1/2s of 1.400hp, providing the designed speed of 500kph (less than the 515kph of the Ca.204 due to the higher weight of the Thiarian plane compared with the Italian version), and a maximum range of 3.600 kilometers (also less than the Italian version’s 4.500 kilometers). The bomb bay, which could only take 100kg bombs in the Italian original, was completely reworked to allow loading bombs of 170kg (20), 340kg (10) or 680kg (4) or any combination thereof. Designed bomb load was set at 3.500 kilograms internally, which was a great improvement over the 2.000 kilograms of the Ca.204. The Bladhmiaire could carry its full bombload at a combat radius of 600km and could still carry 1.600kg of bombs over her maximum combat radius of 1.400km plus reserves. Series production commenced in May 1941, and the first squadron reported operational in November. These large aircraft were enthusiastically expected by the frontline units, who direly wanted a replacement for the flimsy Scriostoir, and over the next 12 months, four full wings converted to the Bladhmiaire. They operated practically with impunity during the first year of their service, laying waste to much of Southern Brazil. As fighter resistance gradually stiffened, the Bladhmiaire was constantly upgraded. After 230 B11C-1s had been built, the B11C-3 of mid-1942 replaced the lateral MG positions with a twin dorsal turret, improving arcs of fire, and introduced the 1.600hp 14R-4/5, increasing speed to 520kph at the cost of cutting range to 3.200 kilometers (combat radius 1.200 kilometers); this was not considered a crucial drawback, because the Thiarians were operating from airfields on the South American continent at that time. 383 were produced. The B11C-4 of mid-1943 utilized the additional engine power to mount a new bomb bay allowing for a payload of 4.000 kilograms, including the ability to carry the new rocket-assisted bombs internally (either four of 850kg or two of 1.700kg), and the ventral single MG position was replaced by a remote-controlled twin turret, increasing the number of MGs to 5 and again improving arcs of fire. Range remained the same due to an increase in size of the wing tanks; speed dropped slightly to 515kph. 423 were built. The final operational version B11C-5 introduced a bow-mounted twin MG turret to replace the single 13mm weapon, bringing the armament to six 13mm machineguns and one 20mm cannon. Otherwise, the B11C-5 resembled the -4 and had also the same speed; maximum payload was cut to 3.800 kilograms to compensate for the added weight and the additional crewmember. Only 103 were built. All versions except the -5 carried a crew of 7, which had one of 8 (the forward MG had been operated by the bombardier in previous versions, but the turret that replaced it had its own gunner, who remote-controlled the turret from a position immediately abaft it via a system of mirrors, an awkward and unreliable arrangement). Due to these issues, the B11C-5 never entirely replaced the -4, and the latter was generally considered the most satisfying variant. With 514 machines produced, it also was the most numerous. The Bladhmiaire was the single most important aviation project in Thiaria’s war effort; roughly 15% of all manpower and resources devoted to military aircraft production were absorbed by this plane. With its combination of speed and armament, it was hard to intercept throughout the war, although its service ceiling of 7.500 meters was not impressive; the Bladhmiaire was however capable of attaining 650kph in a shallow dive, which was a frequently employed tactic during night attacks late in the war, resulting in most enemy night fighters being left behind. By early 1944, the Bladhmiaire equipped all six heavy bomb wings of the Thiarian Air force. Combat losses were relatively low; most Bladhmiaires that were lost were destroyed on the ground in the final year of the war. They operated mostly during the day till late 1942; then the Thiarianas switched to night missions for strategic bombing. Operational strength peaked at 310 planes in late 1943 and never dropped below 250 till Thiaria's collapse. The Bladhmiaire was used in a multitude of missions, from strategic carpet bombing to tactical ground support to antiship missions (they could carry two torpedoes internally) and minelaying, and excelled in every role. Total production amounted to 1.139 units.

2.4.7. CSCA 5S Tornado (Tornado) – 1943

As the fighter versions of the Tornado had proven a huge success, the plane was a natural choice when the navy looked for a replacement for their ageing Saighead torpedo bombers. By 1943, it had become evident that the fleet’s carrierborne strike assets would never match those of the enemy numerically, and long-range land-based torpedo bombing acquired higher priority. The conversion of the Tornado to torpedo bomber was quickly done; it could either carry a standard 450mm aerial torpedo or a shortened version of the heavy 559mm torpedo, which however became available only in late 1944. As could be expected, the Tornado adapted very well to the torpedo bomber role and was used by one Air Force wing and four Naval Aviation flotillas till the end of the war; 337 were produced, and 110 were still operational when the war ended. They were particularly useful during the heavy fighting around New Portugal; although they could not prevent the eventual loss of that archiple, they extracted a heavy blood toll from the Allies till the bitter end.

2.4.8. Aeraon 7A Bultur (Vulture) – 1944

The main reason for designing a wholly new piston-engined plane like the Bultur during the war and devoting valuable resources, which otherwise could have been spent on additional production of already existing designs, to an intense testing programme, was the urgent need to replace the Ollpheist as standard light bomber. The Tornado could fill the Ollpheist’s place as a fighter, but lacking an internal bomb bay, it was ill-suited for the light bomber role (despite frequently being used as such). Thus, the bomber version of the Bultur enjoyed maximum priority till mid-1944. Unfortunately, the Trenhaile 18T engine of 2.150hp took some time developing, and by the time the Bultur was finally ready for series production, priorities had shifted and night fighters were more urgently needed than light bombers. Only 85 Bulturs were completed as light bombers and equipped two squadrons of one understrength wing by late 1944. Performance-wise, the Bultur was equal to such planes as the A26 Invader or the latest and most powerful Mosquito versions. They carried two 20mm cannon and four 13mm machineguns forward for strafing and one dorsal and one ventral twin 13mm turret for self-defence; bomb load was 1.800 kilograms, 1.200 of which could be carried internally. They were good for 600kph with full internal bomb load and had a range of 1.600km (combat radius 600km); the latter was not impressive, but for a purely tactical bomber not really necessary. Two dozens were fitted for torpedo-bombing by adding one torpedo rack under each inner wing and replacing the ventral MG turret with a surface-search radar. They were commissioned with a single Naval Aviation flotilla in September 1944, but did not see any combat.

2.4.9. Nairn 7N Teascadar (Executioner) – 1944

Although the Thiarians had an excellent heavy bomber in the shape of the Bladhmiaire, it was obvious by early 1943 that foreign developments would soon leave it obsolescent. A specification for a new heavy bomber capable of evading all existing and planned night-fighters (the Thiarians had always good intelligence about US developments provided by Irish-Americans and knew most details about the Northrop P61 Black Widow well before its maiden flight, and they had already collected some first-hand experience about what the Mosquito could do) was issued in January 1943. It called for a speed of 600kph at 10.000 meters, a range of 4.000 kilometers and a payload of five tons; a combat radius of 1.600 kilometers with half-load was also specified. Only Nairn, the Thiarian manufacturer with the most experience with very large planes, rose up to the challenge and presented a prototype in November 1943. The plane, which looked strikingly similar to the contemporary Heinkel He277, but had – German claims notwithstanding – no structural commonality with the German design, featured four 2.150hp Trenhaile 18T engines with turbosuperchargers, which were just sufficient for the specified top speed of 600kph at 10.000 meters. Range was 4.800km, for a combat radius of 2.000km with half load. The defensive armament consisted of six 20mm cannon in three well-placed twin turrets (one dorsal amidships, one in a chin position and one in the stern). The bomb bay could accept 6.000 kilograms of ordnance, and the Teascadar, as the plane was named after its first flight, was the only Thiarian airplane with the ability to carry Thiaria’s largest bomb, a monster of 3.400kg. A load of 2.800 kilograms – usually two 680kg bombs and eight 170kg bombs – could be carried to the maximum combat radius; at full load, combat radius decreased to 800km. The Teascadar had a crew of 7 and carried a ventral radar set which was primarily used to acquire threats approaching from below and direct the defensive armament. The project was given top priority by mid-1943, but the first flight did not occur before February 1944. Series production started in July, and by October, a single squadron was operational, when it was all but over. No operational sorties were flown. Postwar tests by the allies confirmed that its speed and ceiling made it practically intercept-proof except by jets, and jet night fighters did not become available until after the war. All things considered, the Teascadar has to be rated the best heavy bomber of the axis (including the He277 and the Nakajima G8N), and among allied bombers was second only to the B29 in performance; its late arrival however denied this excellent design the chance to leave any impact on Thiaria’s war effort.


2.5. Carrier-based Bombers

2.5.1. MCE 2M Sleibhin (Seagull) – 1936

Thiaria’s first operational carrierborne torpedo bomber was obsolescent even before its first flight in 1936. Lacking alternatives, the Sleibhin was produced in sufficient quantities to equip not only LT Antartach’s air Group, but also a land-based flotilla and a training unit (85 machines). Poor performance set aside, the Sleibhin was a rugged, reliable and docile airplane which played an indispensable part in training Thiarian carrierborne aircrews to the high level of proficiency they displayed during the war.

2.5.2. Caproni Atlantach 6C Anfa (Storm) – 1938

The Thiarian version of the Caproni Ca.301 (A.P.1) was originally designed as a land-based light bomber and ground support aircraft. Its Italian equivalent was used in these roles with limited success in the Spanish civil war; the Regia Aeronautica never purchased the type. The Thiarian branch of Caproni fitted the airframe, which was rugged enough for that purpose, with diving brakes and a Gnome-Rhone 14K engine of 900hp in order to turn it into a carrierborne dive bomber. Lacking viable alternatives, the Thiarian Navy introduced the type in 1938 and eventually equipped three carrierborne flotillas with them. Although the Anfa was slow (340kph), heavy on the controls and had a very limited payload (only a single 340kg bomb), it remained Thiaria’s standard carrierborne dive bomber till early 1944. The improved version (269 built) mounted a Gnome-Rhone 14N engine of 1.150hp; payload remained unchanged, but this version was much faster (425kph) and a little less sluggish, although flight characteristics were still somewhat erratic. Its use was limited to the big fleet carriers (the escort carriers embarked only patrol fighters and torpedo bombers) and generally considered ineffective; unlike the relatively successful torpedo aircraft, the dive bombers failed to score in a significant way. Many were later converted to target tugs, where they were more useful. The dive bomber was eventually retired in May 1944 in favour of the much more capable CSCA Caor.

2.5.3. Nairn 3N Gainead (Gannet) – 1940

The replacement for the Sleibhin was still a biplane, but of much more modern design. As biplanes came, the Gainead was one of the aerodynamically cleanest of the lot, and displayed excellent maneuverability and low-speed flight characteristics. It was also very robust and could stand a lot of damage. Unfortunately, its powerplant was relatively weak in the beginning (a 930hp Hispano-Suiza 12Y), resulting in a low speed of only 305kph; subsequent versions were however fitted with 1.100 and 1.200hp versions of that engine, increasing speed to 345 and 360kph, respectively. The Gainead was unique in being the only biplane in service during the second world war with a twin tail, giving its rear-firing 13mm machineguns an excellent field of fire and providing sufficiently large control surfaces for this type’s good maneuverability. The Gainead was commissioned late in 1940 and remained standard issue for Thiaria’s shipborne torpedo bomber flotillas till mid-1943; 390 were produced. In that timeframe, the Thiarian Navy achieved its greatest successes, battered the Brazilian fleet to bloody pieces, battled the RN to a bloody stalemate and annoyed the USN with impertinent raids deep into the northern Hemisphere on both sides of the American continent. The fast fleet carriers were always in the center of action during these eventful years, and the Gaineads were their spearhead, given the poor performance of the Anfa dive bombers. They were also deployed on early escort carriers. These planes were responsible for the destruction of numerous enemy warships, and their success against enemy surface warships surpasses the net effectiveness of all other Thiarian naval strike aircraft added up. Attrition and losses were high, as could be expected given this kind of activity, and when they were finally replaced by the Dragun during 1943, only few were left.

2.5.4. Nairn 5N Dragun (Dragon) – 1942

Development of this torpedo-bomber commenced as soon as the predecessor Gainead had entered service in 1940, and Nairn’s designers used as many of the successful features of the Gainead as could be transplanted into its much more modern monoplane successor, particularly the sturdy all-metal hull construction and the twin tail with very good command for the rear-firing 13mm machinegun. The new torpedo bomber was fitted with a 1.450hp Hispano-Suiza 12Z-1 engine and a powerful forward-firing armament of one 20mm cannon and two 13mm machineguns for strafing and self-defence. The excellent aerodynamic shape of the plane gave it the same good maneuverability as the biplane Gainead and a top speed of 485kph; even with a 450mm torpedo slung underneath, they were still good for 440kph. Later versions mounted a 1.600hp 12Z-17, boasting speed to 530kph, with otherwise identical performance. The Dragun entered service in Nocember 1942 and was deployed on every Thiarian fleet and escort carrier till the end of the war. Although the Dragun was considerably superior to both its predecessor and its allied counterparts Fairey Barracuda and Grumman TBF in flight performance, its exploits fall markedly short of the Gainead’s, because the Draguns had to operate against an increasingly overwhelming numerical superiority. Despite not being involved in the kind of success the Gaineads enjoyed, the Draguns were popular and reliable planes with excellent flight characteristics, which were involved in an annoying number of victorious dogfights with allied carrierborne fighters. 635 were built.

2.5.5. CSCA 7S Caor (Thunderbolt) – 1943

The last Thiarian carrierborne bomber to become operational was the first aircraft designed around the Trenhaile 18T engine of 2.150hp that entered series production. The engine was still somewhat beta in late 1943 and far from working reliably, but the Navy’s fleet of Anfa dive bombers had become hopelessly obsolete and the successor project was awarded top priority. Between mid-1943 and early 1944, the entire production of 18T-engines was diverted to the Caor; these early engines were more or less hand-manufactured because they were to be produced in a new plant at An Trionaid which only became fully operational in April 1944. The airframe itself resembled the contemporary Japanese Aichi B7A, but with straight wings and a very long and sturdy undercarriage due to the mid-wing configuration. Ordnance was to be carried in a spacious bomb bay which was large enough to hold a streamlined, rocket-assisted 850kg bomb. The powerful engine provided a speed of 580kph, and the plane proved relatively nimble and easy to fly despite its bulk. Most of the production belonged to the F7S-2 version with two 20mm cannon replacing the wing-mounted machineguns. They started to replace the Anfas on the fleet carriers in November 1943; no Caors were ever deployed to escort carriers. The Thiarian carriers were constantly in harm’s way during 1944, trying to keep the Allies from taking New Portugal and closing the supply route for the Thiarian forces fighting in South America, and the Caor flotillas took heavy losses, but also dealt out some damage. By the time of Thiaria's collapse, only 50 of 213 produced Caors were operational.

Greetings
GD

2.6. Photo-Reconaissance Aircraft

2.6.1. Caproni Atlantach 2C Capall (Destrier) – 1936

Thiaria’s standard long-range recce asset at the start of the war was a locally built version of the Caproni Ca.111, which was only useful as long as there was no fighter resistance at all. Since they could not be based near enough to anything worthwile to take its picture prior to 1942, they saw no active service. They were replaced by Tornadoes during 1941 and relegated to auxiliary duties, especially liaison, medevac and parachute training. Some 50 were still available when the war was over, but they were completely worn out.

2.6.2. CSCA 5S Tornado (Tornado) – 1940

The G5S-2 recce version of the underpowered Tornado with Gnome-Rhone 14N engines was more successful than the heavier and less streamlined fighter variant and replaced the obsolete Capall planes between October 1940 and December 1941 with two recce wings. Many Tornado recce planes deployed to the South American continent from April 1942, where they operated reliably, but proved rather easy to intercept by Brazilian P40 fighters due to their low speed of 495kph. As the delivery of Trenhaile (Gnome-Rhone) 14R engines was primarily diverted to the fighter version of the Tornado, which needed the stronger engine much more direly, the G5S-2 remained in production till November 1942. Then the 14R-4/5-powered G5S-6 was introduced, which boasted a speed of 635kph and much improved flight characteristics at all altitudes. This version remained in production till early 1944 and at times equipped three full recce wings, until the Tornado was replaced in production by the Nairn Pioraid. Due to the diminutive number of Pioraids built, the Tornado remained in front-line service throughout the war and still equipped two full long-range recce wings in October 1944. The 14R-powered version was widely regarded as a very capable piece of equipment and enjoyed great popularity with its crews. A total of 410 recce Tornadoes were built.

2.6.3. Aeraon 6A Cobra (Cobra) – 1941

Thiaria’s most numerous recce aircraft was based upon the ubiquitous Cobra fighter and eventually equipped two full frontal photo recce wings. The recce version was developed relatively late, because there was no requirement for a short-range photo-recon aircraft prior to 1941; all recce Cobras were powered by Hispano-Suiza 12Z engines (-1 with 1.450hp and 640kph speed for the G6A-4, -17 with 1.600hp and 685kph speed for the G6A-8 and -34 with 1.750hp and 710kph speed for the G6A-11). These planes retained four wing-mounted 13mm MGs for basic self-defence, but carried no 20mm cannon; none of them had stretched hulls with bubble canopies. Like the fighter versions, they operated very successful. 513 were produced.

2.6.4. Nairn 8N Pioraid (Pirate) – 1944

The Pioraid ranks among the fastest piston-engine powered aircraft ever; it was certainly the fastest Thiarian service aircraft. With two 1.900hp Hispano-Suiza 12Z-43 engines, the unarmed G8N-2 was good for 760kph and could only be intercepted by jets; the plane also had the same long range as the Tornado. Unfortunately, it came too late to make much of an impact; when the war was over, a single recce wing had converted to the Pioraid. Although only very few were lost while flying, many were destroyed on the ground in the final weeks of the war. 90 were produced; proposed fighter and strike versions never made it into production.


2.7. Maritime Patrol Aircraft

2.7.1. MCE 1M Broigheall (Cormorant) – 1934

Thiaria’s first MPA floatplane was a license-produced development of the American Consolidated P2Y. Two flotillas operated the type between 1936 and 1941, when they were replaced by the Nairn Oireal; the Broighealls saw little service and mostly operated as long-range SAR aircraft.

2.7.2. Nairn 1N Oireal (Oriole) – 1939

After small numbers of several different American and French flying boats had been purchased, tested and retired again between 1935 and 1939, the newly established airplane manufacturer Nairn presented the first Thiarian domestically designed patrol flying boat in 1939 and was immediately granted a production contract. The Oireal was a parasol-type flying boat with three Hispano-Suiza 12X engines of 680hp each and a speed of 300kph; range was 3.000km. The hull construction was sturdy, and the plane proved very seaworthy, able to take off and land in waves of 1.5 meters. It served with four maritime patrol flotillas throughout the war; two of them converted to the Nairn Tririnn in 1944, but the other two operated the Oireal till the end of the war, placing these units among the very few Thiarian formations to fly the same airplane design throughout the entire war. The Oireal was not only the most numerous Thiarian flying boat (297 produced), but also the most successful; planes of this type destroyed 23 enemy submarines and several small surface craft and rescued several hundred sailors and airmen of all belligerent nations from drowning. The Oireal also was one of the few types allowed to be retained in service by the Thiarian coast guard after the war in order to retain a working SAR network; of the 80 planes of this type still available in October 1944, some 50 were disarmed and re-commissioned, and a few continued to operate in the SAR role till the mid-sixties.

2.7.3. Caproni Atlantach 7C Cloiteoir (Conqueror) – 1940

Four dozen Cloiteoirs which were originally built as bombers were fitted with floats during production after it had been decided to discontinue production and phase out the type with the bomber wings. They were destined for export to Turkey and Spain, but only the Spanish order of 15 machines could be delivered in 1940 and were used as torpedo bombers till 1949. The 32 ex-Turkish machines were taken over by the Thiarian Navy and briefly used as antisubmarine airplanes; due to their very short range, they were rather useless in this role and were soon phased out and replaced by Nairn Tirghrateoir land-based long range MPAs.

2.7.4. Aeraon 5A Saighead (Arrow) – 1940

After Thiaria had blundered into the second world war in December 1939, its shipping was soon severely hit by British submarines, who initially encountered a target-rich environment and little in the way of organized resistance in the South Atlantic. One of the first Thiarian measures to counter this threat was the formation of two new Naval Aviation ASW flotillas, which were followed by two more late in 1941. These were equipped with a variant of the successful floatplane torpedo bomber Aeraon Saighead. Performance of the ASW version was largely identical to the torpedo-bomber version. Unlike the torpedo bomber, which was replaced by Tornadoes during 1943 and 1944, the Saighead ASW variant remained in service throughout the war. Production ceased late in 1943 after 254 units, when it had become clear that the Saighead was easy meat for any enemy fighter, and two of the ASW wings converted to Tornado torpedo-bombers, which also had a secondary ASW capability. The other two Saighead wings flew this plane till the end of the war, mostly covering the Bauaine, where enemy carrierborne fighters – the Hellcat and the Firefly had enough range to operate there – could be engaged by land-based Cobras and Iolars.

2.7.5. Caproni Atlantach 8C Ulchabhan (Owl) – 1940

A significant part of the production of this design was completed with floats and used by the Navy in an ASW and SAR role, operating close to the coast and – if possible – under land-based air cover. Many float Ulchabhans were used for liaison, medevac and light transport missions by the Navy, too; these are included in the ASW total of 348 machines. They were supplemented by Preachans from 1943, but a few soldiered on throughout the war. Some newer ones were sold off to foreign private interests or assigned to the coast guard after the war, and the last machines of this type were retired in the late fifties.

2.7.6. CSCA 4S Albatras (Albatros) – 1941

These planes were flat copies of the never built military version of the American Sikorsky VS-44 Excalibur flying boat. They were designed for the same type of mission as the Oireal, but further offshore; with their range of 6.000 kilometers, they could patrol somewhere near the equator, in the Southern Pacific or off Capetown if necessary. Of its crew of 9, four were required to be flight-qualified so pilots could be replaced in mid-air during long patrol missions. With four 1.150hp Gnome-Rhone 14N engines, the Albatras had an economic cruise speed of 240kph and a top speed of 305kph and could carry 2.400 kilograms of ordnance, half of it in two bomb bays in the wings behind the inner engine nacelles. Defensive armament consisted of one 20mm cannon in the stern and five 13mm machineguns: two in a dorsal twin turret, one each in lateral blisters and one in the bow. The later version P4S-4 of early 1943 replaced the 14N engines with four 1.400hp Trenhaile (Gnome-Rhone) 14R-1/2s, boasting top speed to 360kph and allowing for an increased payload of 3.000 kilograms; the bomb bays were larger, and most of the P4S-4s were equipped with radar and a tenth crewman. The Albatras equipped two MPA flotillas from 1942 onwards, but suffered heavy losses after 1943 when more and more allied escort carriers operated in their patrol areas. They were replaced by the smaller, better armed Nairn Tririnn from 1944, and when the war was over, only few of these majestic aircraft, which between them destroyed ten enemy submarines and several dozen freighters, were left. 116 were built between 1941 and 1943.

2.7.7. Nairn 4N Tirghratheoir (Patriot) – 1942

Developed from a transoceanic range airliner, these very large aircraft performed the same role for the Thiarian Navy as the Focke-Wulf Fw200 and Junkers Ju290 for the Germans, flying extended patrols over the South Atlantic and radioing the position of anything they found openly to every interested party. It had less range than the contemporary Albatras flying boat (4.800 versus 6.000 kilometers), but was considerably faster and could fly at higher altitudes, thus making it less vulnerable to fighter attack; armament was similar with six 13mm machineguns, which were however better arranged to provide all-round cover (the Albatras had no weapons covering its belly). The Tirghrateoir’s basic version with 4 1.150hp Gnome-Rhone 14N engines had a top speed of 410kph, but only the first 35 machines were built to this standard. The next 99 were P4N-5s with Trenhaile 14R-4/5s of 1.600hp each and three 20mm cannon replacing three of the machineguns (both in the dorsal turret and the one in the bow). Nearly all Tirghrateoirs had surface search radars; the P4N-5 was however fitted with a more modern set mounted below the plane’s belly which had better performance and less drag. The P4N-5 was good for 465kph with the old and 480kph with the new radar, and with a payload of 3.200 kilograms in a roomy bomb bay in the hull, it could double as an effective naval strike aircraft (carrying three 450mm aerial torpedoes or three 850kg rocket-assisted bombs) or even a makeshift heavy bomber. From early 1944, the Tirghrateoirs were mostly used for direct-attack missions against enemy shipping of all kinds. For all their quality, the Tirghrateoirs usually had to operate outside friendly fighter cover and were considered premium targets by the allies, resulting in high losses; the Thiarians nevertheless operated the type with two MPA flotillas throughout the war, and their crews were rated as particularly plucky and the elite of the land-based naval aviation. 134 were built.

2.7.8. Caproni Atlantach 12C Preachan (Crow) – 1943

Of similar performance as the earlier Ulchabhans, the Preachans were better armed, better suited for mass production and easier to maintain. They supplemented the Ulchabhan from 1943 in all its roles. As they were pressed into auxiliary ASW service from 1944 and had to operate against increasing enemy fighter presence, losses were rather higher than the Ulchabhan’s. When the war ended, less than 100 of the 359 produced specimens were still available. Half of them joined the Thiarian coast guard afterwards, but did not last long there, because the late-war Preachans frequently suffered from a shabby finish and were structurally deficient; over 40 Ulchabhans were still flying when the last Preachan was phased out in 1952.

2.7.9. Nairn 6N Tririnn (Trident) – 1943

Thiaria’s final flying boat commissioned during the war was one of a half-dozen designs built around the new 2.150hp Trenhaile 18T radial engines which became available from mid-1943. The Tririnn was built to a specification that called for the same performance as the Albatras – except speed, which was to be higher, and armament, which was to consist of six 20mm cannon – at no more than 60% of Albatras’ weight. The final design observed the weight limitation and exceeded the Albatras’ speed at 380kph, but failed to attain the range, which was even less than that of the Tirghrateoir at 4.000 kilometers. Since the kind of far-ranging operations performed by the Albatras early in the war were not really possible anymore in 1943 against ever-increasing enemy fighter cover, the lack of range was not seen as a major problem, while the more compact size, higher speed, better armament and much sturdier construction were definite advantages. Series production commenced in December 1943, and due to the high priority for an effective antisubmarine platform (the Tririnn carried the most capable aerial radar used by Thiaria during the war, mounted on top of the hull between the engines, and also had a primitive form of MAD detectors), a respectable number of 93 machines was built in the final ten months of the war. By that time, the Thiarians were busy defending their home islands and their lines of communication to Argentina, Uruguay and New Portugal, so the Tririnns had plenty to do from the outset; they usually could be provided with land-based fighter cover, which kept losses down, although many were sunk during allied air raids against their bases. By October 1944, 40 airworthy units were available, and two full Naval Aviation flotillas employed them. They also were the last Thiarian aircraft to be exported; 18 were delivered to Argentina as late as September 1944, where they flew until well into the 1970s.


2.8. Army Co-operation and Observation Aircraft

2.8.1. MCE 3M Frigead (Frigatebird) - 1936

The Frigead was Thiaria’s first domestic shipborne observer floatplane and equipped all battleships and cruisers as well as some small aviation tenders when Thiaria entered the war; they were superseded by the Caracara in 1942 and relegated to training duties. A few (36) were fitted with wheels and sent to the Air Force to serve as Army co-operation aircraft and partly equipped two squadrons till 1942. They were undistinguished, but reliable planes which would certainly have remained in production and service much longer if not a world-beating successor design had been available in shape of the Caracara. 172 were built, the last genuine MCE planes; the MCE did not produce any original designs during the war, but license-built planes from other designers for the navy.

2.8.2. Caproni Atlantach 8C Ulchabhan (Owl) – 1940

The Thiarian version of the Italian Ca.310 series, the Ulchabhan was an ubiquitous aircraft employed in virtually any supporting role. Unlike their Italian pendants, the Thiarian planes were fitted with Thiarian-developed 500 or 600 hp Boldisaire 8S V8 engines. Only relatively few (191 machines) were used in that type’s originally designed role as army co-operation, ground attack and observer aircraft. They equipped a single observer wing between 1940 and early 1943 and served reliably and successfully, then were phased out in favour of the Preachan and the Spiorog.

2.8.3. Aerelar 2L Caracara (Caracara) – 1940

The ‘Thiarian Lysander’ was Thiaria’s most well known and most prolific army co-operation aircraft as well as her most numerous naval observation floatplane (299 of the total production of 1.063 were floatplanes). They were in widespread use with two full wings (10 squadrons) of the Thiarian Air force flying only that type throughout most of the war, and at least a dozen other observer squadrons used it at least part-time. In addition, many more were employed as squadron hacks for various other combat units or directly assigned to observer, medevac and liaison units of higher echelon army formations. The Navy not only employed them as her standard shipborne observer between 1941 and 1943 (there being supplemented by the much more powerful CSCA 6S from late 1943), but also with shore-based observer, light ASW, CSAR and liaison units as well as with the utility sections of practically every flying-boat or floatplane flotilla. Named for a south American jungle bird also native to Thiaria, the Caracara was an utterly robust, reliable and maneuverable plane with an 800hp Hispano-Suiza 14AB engine and excellent STOL capabilities, especially considering its size and weight. After the war and the temporary disbanding of Thiarian military aviation, many were sold off to civilian buyers all across the Americas, Africa and Europe, and some continued to fly reliably until well into the 1980s.

2.8.4. Caproni Atlantach 12C Preachan (Crow) – 1942

The Preachan – Thiarian version of the Ca.313/314 series equipped with Hispano-Suiza 14AB engines – supplemented the Ulchabhan as the Air Force’s standard heavy observer aircraft from early 1942 and replaced it completely by mid-1943; at times, two full wings flew the type. 333 were completed as army co-operation aircraft and remained in service throughout the war, although they were partly replaced by the Spiorog from 1944.

2.8.5. CSCA 6S Fulmaire (Fulmar) - 1943

Thiaria’s first and only true high-performance shipborne observer aircraft was a remarkably sturdy and heavy design with a 1.400 hp Trenhaile 14R-1 (unlicensed copy of Gnome Rhone 14R-1) engine that provided excellent flying performance. Unfortunately the Fulmaire was a little too heavy for the not very sporty standard catapults of the Thiarian capital ships and cruisers the plane was embarked upon; initially, there were many takeoff accidents that gave the plane a poor reputation that never really recovered throughout the war. The problems could be solved by modifications to the catapults by late 1943, and the Fulmaire then served reliably till the bitter end. Like its immediate predecessor, the Caracara, which the Fulmaire never fully replaced, this type was also used by many shore-based units in much the same functions except SAR, for which the Fulmaire lacked cabin size. 134 were built.

2.8.6. Caproni Atlantach 13C Spiorog (Sparrowhawk) - 1944

Originally conceived as a lightweight multirole aircraft not only for observation and ground attack purposes, but also as a destroyer, night fighter, strike and photo recon airplane with Hispano-Suiza 14AB engines of 800 hp each, the Spiorog was the Thiarian equivalent of the Italian Ca.330 series. The plane eventually was only produced in limited numbers and mostly used as a target tug due to the prolonged development and testing phase which rendered her obsolescent by the time all teething problems had been ironed out, and her lack of growth potential that prevented the design from being brought up to date again. Only a fraction of the total production (59 units) was issued to a single observer wing from early 1944 and remained in service throughout the war. The type was never as popular as the Preachan because – despite better overall performance – her low-level flight characteristics were rather unpleasant.

Greetings
GD

3.Transports

3.1. Light Transports

3.1.1. Aeraon 1A Droimneach (Gull) – 1933

Apart from being the very first domestically designed aircraft to be commissioned by the Thiarian Air Force, there is nothing significant about these small utility transport airplanes. About a third of total production of 75 were used by the Air Force as liaison and medevac planes between 1934 and 1940; they were already in the process of being phased out when the war began. It maybe says all that none of the about 20 still existing civilian planes of that type were requisitioned.

3.1.2. Caproni Atlantach 5C Fainleog (Swallow) – 1936

The Thiarian version of the Ca.306, the 5C served in much the same capacities as the Droimneach, most being assigned as squadron hacks to various bomber formations; unlike the Droimneach, the Fainleog never served with dedicated transport units. 73 were delivered, but phased out in 1942.

3.1.3. Caproni Atlantach 8C Ulchabhan (Owl) – 1940

Like the Italian original Ca.310, the Ulchabhan was also employed as a light transport and medevac plane, and one or two served with the staff squadrons of most active wings of the Air Force. 154 were built for this role.

3.1.4. Caproni Atlantach 12C Preachan (Crow) – 1943

As in all other functions, the Preachan replaced the Ulchabhan as a light transport as well. 139 were commissioned from mid-1943.

3.1.5. Aigeanta 4T Ollpheist (Wyvern) – 1943

Thiaria’s most disappointing aircraft design of the war, the Ollpheist, was designed to Mosquito-like excel in virtually any mission, but failed everywhere it was tried mostly due to incurable structural deficiencies and its tendency to come apart in mid-air when maneuvering. Due to its limited usefulness as a combat aircraft, 101 late production Ollpheists were completed as fast dispatch airplanes, a role they were actually well suited to because they could employ their very high speed of 670 kph to avoid getting into situations where they had to maneuver. They equipped one special operations support squadron and were employed by several staff units till the end of the war.


3.2.Medium and heavy Transports

3.2.1. Caproni Atlantach 2C Capall (Destrier) – 1934

Thiaria’s version of the Caproni Ca.101 was built in 80 copies for civilian aviation in the mid-30s; only a handful (about 25) were however requisitioned in 1939 and pressed into military service for domestic short-range haulage with two transport squadrons. They were replaced by the ubiquitous Tradghaoth in 1941.

3.2.2. Caproni Atlantach 3C Stail (Stallion) – 1936

The Thiarian version of the Ca.148 served mainly on domestic routes prior to the war, like the Capall, but in considerably larger numbers. 44 of the total production of 210 were exported to seven different countries. A batch of 64 was delivered directly to the military in 1937-38 and equipped the first operational transport wing. Since they were more easily convertible to cargo transport than later airliners, practically all of them were requisitioned in 1939 and 1940, and 70 were issued to two more transport wings, making the type Thiaria’s most prolific transport aircraft in the first year of the war. Production ceased in late 1939, but the type remained in service till late 1942.

3.2.3. Aeraon 3A Tradghaoth (Tradewind) - 1938

This ungainly transport plane was Thiaria’s workhorse throughout the war. At 1.389 units produced, the Tradghaoth is second only to the Ju52 among axis transports in terms of numbers and importance. Being a larger and more modern design, each one was worth two Ju52s due to their bigger cargo bay, higher payload and much longer range (twice the figure of the Ju52). The initially fitted Hispano-Suiza 14AA engines however (fitted to the first 460 airframes) were quite unreliable, and it was not until the introduction of the 1.400hp Trenhaile (Gnome-Rhone) 14R-1/2 early in 1942 that the Tradghaoth really became the immensely useful plane she was. At times in 1943, all six of Thiaria’s transport wings flew the Tradghaoth, four of them exclusively, with over 300 planes operational; the Tradghaoth remained in production and in service throughout the war. A total of 180 were delivered to the Navy and served with two heavy transport flotillas and – in smaller numbers – supporting several flotillas using other types. Over 400 were still available when the war ended, but they were quickly scrapped after the war because the postwar market for transport airplanes was hopelessly saturated, and US manufactured planes were generally preferred due to the better availability of spare parts.

3.2.4. Caproni Atlantach 7C Cloiteoir (Conqueror) - 1939

The civilian variant of Thiaria’s version of the Caproni Ca.135 was considered as bad a lemon as the bomber and MPA versions, and for the same reasons; range was pathetically short, flight performance was dangerously poor at full load and maintenance was a never ending story. It probably says all about this type that none of the 38 civilian transports was ever pressed into military service; they were used to maintain regular air traffic between the mainland and the southern Islands till 1943, when this task was taken over by the military and the 15 machines still in flying condition were scrapped.

3.2.5. CSCA 4S Albatras (Albatros) - 1939

Thiaria’s first long-range four-engined airliner was in fact a shameless unlicensed copy of the Sikorsky VS-44 Excalibur, of which one was purchased in 1938 and then quickly reverse-engineered. It was placed in series production for Thiaria’s flag carrier A.N.A.D. in 1939, but only slightly more than half of the total output (41 machines) was delivered; the rest was commandeered by the Thiarian Navy to serve as long-range transports both for supplies and for personnel. The civilian machines were retained by the A.N.A.D., but employed by the government during the war. Over 20 were left when the war was over, but had to be handed over to the allies under armistice conditions. A dozen were sold off to civilian interests, mostly in Brazil, where this type was operated till 1957.

3.2.6. Nairn 2N Solathrai (Provider) – 1940

The ultra-long-range bomber Nairn 2N Scriostoir was considered a perfect basis for a small intercontinental airliner capable of serving routes to South America or – stretching its range to the limit – to South Africa. Unfortunately, Thiaria joined the war less than two months after the Solathrai’s first flight, so the entire production run of the airliner version (183 machines) went to the armed forces. They were mostly used for personnel and medical transport missions, but could also be equipped to deploy paratroopers, in which role they were however rarely used. They remained in service throughout the war with two transport wings; they however never equipped one completely.

3.2.7. Nairn 4N Tirghratheoir (Patriot) – 1941

Thiaria’s first land-based intercontinental airliner was commissioned late in 1941 after a protracted development phase; by that time there was no international air traffic any more except to Argentina, and that was usually covered by Albatras flying boats. Consequently, all 86 completed Tirghratheoir airliners were delivered to the Air Force, where they equipped two squadrons and two flights with an average of 40 machines in service throughout the war. They acquired some reputation as the Government's standard VIP transport and for their role in several long-range special operations, inserting operatives in remote enemy controlled areas. They were considered very robust, reliable and surprisingly easy to fly, with the single shortcoming that the main elements of their tail-dragging landing gear were too far aft, resulting in loading problems due to the relatively steep angle the planes assumed on land and an increased probability of landing accidents.

3.2.8. Aeraon 9A Eilifint (Elephant) – 1944

Strong and reliable as the Tradghaoth was, by 1943 the basic design had reached the limit of its growth potential and a replacement was sought. Aeraon presented a prototype for a new freight plane with twice the Tradghaoth’s range and payload by mid-1944, but since that aircraft relied on two of the new 2.150 hp Trenhaile 18T engineswhich were in limited supply and needed for a half dozen new aircraft designs, all of which were considered crucial to the war effort, only two prototypes were ever built.

Greetings
GD