Air Force Summary
Fighters.
There are demands for several types of fighters. A, figher, a zerstorer and a jachtkruiser. A lightly armed air superiority fighter emphasizing speed and maneuverability. A fast, heavily armed bomber interceptor or Zerstorer. A twin engine long range / over water fighter, preferably with some strike capacity, the jachtkruiser.
Currently, these missions are filled.
Fighters :
Currently filled by the D.XVIIbis and the D.XIXB-C. The D.XVIIbis is rapidly being removed from frontline service and is slated for disposal. The D.XIXC is acceptable for the mission. The D.XIXD is expected to rectify armament issues.
Future : Attrition rates in South America argue that abandonment of the reserve fighter wings may have been premature. In the later stages of a conflict, even an older aircraft such as the D.XVIIbis may be quite adequate. Of the 736 D.XVIIbis which were in active service, 256 should be retained as reconstituted reserve wings in the DEI and NL, while the remainder can be sold or scrapped.
D.XIX airframe and HS-12Y combination are likely to be acceptable for a further three years. Consideration to diversifying fighter types to include the D.XXI or D.XXII or foreign models should be undertaken.
The D.XXI and D.XXII are both comparable fighters, the D.XXI uses a different engine, allowing production to more easily increased. The Belgian R-37, Me-109, and the DAF 4 Falcon should also be considered. Consideration should be given to characteristics desirable in a fighter to be adopted in 1939.
Zerstorer : The Zerstorer mission is filled by the FW-187A and G.1C. The FW is 12mph faster and longer ranged, and has been a popular plane in service. The G.1C is equal or superior in most other aspects and is also popular.
Future : The G.1Cs can be expected to perform the mission for several years, potentially extended by engine improvements. It is expected that the D.XXIII may prove an adequate replacement when the ejection seat and cooling problems are corrected.
Jachtkruiser :
The Jachtkruiser mission was to be filled by the T.VII and G.1A, with the T.VII emphasizing the bomber capability, while the G.1A was to emphasize the fighter aspects. T.VII as developed is not adequate for a jachtkruiser mission. The G.1A performs the mission extremely well.
Future : The T.VII should be considered strictly a bomber, though experimentation with heavy fixed nose armaments may be worth consideration. The G.1A has proven quite acceptable, but future acquisition should focus on the G.1B once the radial engines reach serviceability. This will both enhance resistance to damage and reduce reliance on one engine source.
Bombers
There are demands for several types of bombers. These include heavy bombers for deep attacks on opposing industrial bases, medium bombers for destruction of infrastructure, maritime strike, and tactical bombers. Tactical bombers can be further subdivided into the traditional level bombers and the newer dive bombers.
Heavy bombers :
This mission is not filled.
Future : At this time heavy bombers remain individually expensive and manpower intensive, and lack the range to attack opposing industrial bases of high probability aggressors. Losses in South America among the Nordmark B-17 bombers, as well as other types have been heavy and suggest that large bombers are unreasonably vulnerable to both anti-aircraft and fighters. High altitude would reduce vulnerability, but the current bombsight development program has not reached a point where reliable strikes from a single squadron could reasonably be expected to destroy a factory. The current D.119 prototype lacks the range, altitude performance and survivability to adequately perform the mission. The D.121 prototype being constructed has been modified to attempt to address these concerns.
Medium bombers :
The T.Va and T.VII fulfill the medium bomber mission. While both planes have been adequate in service, the T.VII is a more competent plane and well suited for future procurement.
Future : The T.VII is best suited for future development. When the engines for the G.1B are accepted for service, trials on a modified T.VII airframe should occur. Areas for improvement include the newer model bombsights and the ventral armament. Consideration should be given to utilizing the FN-Browning 13.2mm or German 15mm MGs for additional capacity against enemy fighters. Reports from South America indicate that survivability is an important feature and means to further improve this should be explored.
Maritime Strike :
Currently the T.IV, T.VII and T.VIII perform this mission. This mission as currently conceived is one of torpedo delivery against warships and fleet supply trains. The T.VII is the only land based plane for this purpose.
Future : The T.VII and T.VIII would seem still capable in this mission for the torpedo delivery mission. Reports from South America have repeatedly mentioned the success rate of dive bombing. This latter role is one the naval T.VI is capable of performing in addition to dive bombing. Trials of all three aircraft in the divebombing role should be undertaken, and development of naval dive bombing sights and doctrine should occur.
Tactical bombers :
Battlefield and near battlefield support has been a role entrusted to the C.X biplane bomber. The F.A.10A has entered service in the DEI. The South American war has seen a high attrition rate in planes performing this mission, both from enemy aircraft and groundfire. The C.X does not appear adequate in the future wartime environment, and the F.A.10A appears more suited.
Future : Efforts should be made to replace all C.X. in service. Further emphasis on dive bombing doctrine, training and equipment should be explored, with evaluation of level bombing vs. dive bombing in a troop support role. The F.A.10A is the available near term replacement for the C.X, and is designed for dive bombing, forming an adequate interim airframe until such a time as close support doctrine evolves to properly encompass both level and dive bombing.
Reconnaisance
There are demands for several types of reconnaissance platforms. Recent requests for proposals by other nations have highlighted the demand for specialist roles. Currently these roles are fulfilled by conversions of regular airframes.
Strategic
A primarily theoretical role at this time. A long range aircraft capable of deep penetration over enemy terrain for photoreconnaissance purposes. Mission would include identification of critical transportation and industrial infrastructure, target marking, anchorage monitoring and post bombing evaluation. This role is unfilled at this time.
Future : Conversations with Fokker indicate conversions of the G-1C and T.VII may be capable of fulfilling this role, but would not be as suited as a dedicated platform. Primary consideration at this time is sufficient range to reach potential anchorages combined with performance to execute and return from the mission.
Tactical
Currently filled by C.X light attack planes with a centerline camera fitted and G.1C jachtkruisers with cameras fitted in the bomb bay. The G.1C is far superior in this role, combining a large performance envelope with a spacious and stable camera installation in the bomb bay.
Future : The C.X is likely to be to vulnerable for use over enemylines. The G.1B will have somewhat enhanced survivability due to the lack of a liquid coolant system, while having adequate performance to serve in the role. A glazed nose version of the G.1B would provide additional stations for camera installation. A limited number of dedicated planes to supplement the temporary conversions would be advisable.
Forward observers
Currently filled by the C.X light attack..
Future : The C.X is likely to be to vulnerable for use in all circumstances. G.1C low speed performance in a race track flight path is good. The G.1C usefulness in this role can be enhanced, as experiments with temporary plexiglas panel installation have proven. The G.1B is expected to exhibit superior resilience and a glazed nose production version would enhance usefulness in this role. A specialist aircraft would be superior. Visibility, resistance to ground fire and low altitude maneuverability would be at a premium. Fokkers design 137 may be suitable for development.
Maritime
Currently filled by the Dornier Do-18G.1, with range assisted by tenders.
Future : The Fokker Design 122 with the Dornier hull should have the range necessary for strategic photo reconnaissance. Speed and vulnerability to interception if near land would be an issue. Exploration should be undertaken of fitting cameras to a faster seaplane and extending range via use of a tender.
Transport
Long range
Airliner and or cargo transport with strategic range. Currently unfilled.
Future : There are several airliners available on the export market, and Fokker is working on two aircraft domestically, the Design 121 and the 160 Flying Wing. No aircraft available meet the full range requirements currently. As such, aircraft meeting these requirements would be useful, but are not mandatory.
Unpaved
These conditions are met via contract with KLM airlines. The Fokker F.36 airliner is the superior candidate for this position. The wing and landing gear allow operations in most conditions with a relatively short roll for such a plane. The DC-2 and DC-3 are excellent planes as well.
Future: The F.36A and DC-3 should be procured and fitted for troop transport or cargo transport. This would eliminate dependency on KLM aircraft availability for most considerations. Squadrons in the Netherlands, and two in DEI would provide a useful option.
Short field
Currently there are no small capacity, short unimproved field transports available. Koolhoven has one small cargo aircraft, but the plane is to limited to be of use.
Future :
Field commanders have expressed that having a small, cargo capable, aircraft available would be useful. At this time the expected cargo need would be for a single light tank or offroad car plus equipment and staff. A total of a 4 or 5 ton capacity. Aircraft designers indicate that this is optimistic for a small light aircraft. A single field gun, unit of fire and crew, displacing perhaps 2 tonnes, is more feasible. Recommend Koolhoven to proceed with design work.
Maritime
Currently the Dornier flying boats provide this capacity.
Future : The Fokker-Dornier flying boat should meet this need.
Armament
The South American conflict has seen high losses in aerial combat. Primary weaponry used is light and heavy machine guns. Cannon are present in limited numbers of aircraft. Machine guns are proving adequate for destroying fighters, and bombers are proving vulnerable as well.
South African F-6B fighters carry similar armament to the D.XIXC, though the -6Ds have an additional pair of machine guns. The FD-2 is comparable to the G.1 series. Argentinean I-100 Barons are known to be armed with 4 browning 13mm MGs.
Conclusion : Current fighter armament is adequate, planned exploitation in the D.XIXD of the HS-12Y capability to mount a motorcannon should ensure our fighters have superior firepower. The G.1 series armament is heavier than any South American combatant and should be maintained, with the possible exception of replacing the rear 7.92mm twin MG with 13.2mm.
Protection
The South American conflict is yielding unexpectedly high attrition rates. The South Afrikan Empire has been supremely uncooperative, it refused all requests to send observers, and rejected those personnel who wished to volunteer. This restricts us to after action reports and third hand information, making evaluation of the exact reason for the loss rate difficult. Frustratingly, due to SPEARFISH we must presume Bahrat is receiving detailed reports.
However, it is clear that should the Netherlands be involved in a war, we will suffer unacceptable loss rates which will severely impair our ability to field an effective air force. There are three primary steps that must be taken.
1. Reconstitute the reserve wings. Reserve wings should be dispersed in squadron format, and training aircraft provided to each squadron for regular training of reserve crew. Participation in the air reserve should be mandatory subsequent to regular service, and recruitment of individuals directly to the reserve considered.
As the D.XVIIbis retires, and the T.V starts to be replaced by the T.VII, warehouse those airframes in good flying condition to form the core of the new reserves.
Doctrine for the employment of the reserve. The reserve force should not be committed to operations at the onset of any war. Rather the reserve force should engage in training and use as replacement crews for the first month. Committing the reserve prior to that point should be done only in extremis. Once the reserves are at fighting peak, and attrition has removed the cream of the opposing aircraft, the elderly airframes of the reserve should not be at a great disadvantage.
2. Pilots represent the most difficult to develop aircrew and a limiting factor in employment of airframes. Pilot training programs should be reexamined to develop a rapid development program for wartime. Establishment of a reserve pilot program shall occur in conjunction with the reserve wings. Consideration should be given to a subsidized civil pilot program to broaden the private pilot base.
Controversially, following the Bulgarian example of women pilots should be considered. As we know, Fokkers Ms. Rianne Rijker performed respectably at Cordoba and there is a Japanese Mercenary flying unit which has apparently awarded kills to several women. While Ms. Rijker has pressed to attend Fighter school, it is a scientific fact(1) that women lack the high potential athleticism and killer instinct of men, so are generally not suited for Fighter, bombardier or gunner duties, and they are not stable enough to be placed in command of a bomber. However, a pool of women pilots for transports, serving as copilots, or employment as flight engineers may be acceptable.
3. Aircraft protection should be improved. As further details from the South American conflict filter through, the means to accomplish this will be more clear. At this time we have to work off the information we garnered from the 1934 exercises (2).
There are many areas to explore including visibility and gunnery arcs, pilot armor, engine failures, fuel tank fires, frame and wing failures, crew egress, serviceability kills, and maintenance attrition.
We have attempted to provide acceptable visibility and arcs for our planes and these have seemed acceptable in the Talons over Cordoba contest which included a wide variety of foreign airframes.
Current protection is limited to pilot armor in some airframes. This should likely be made standard, and should be robust enough to withstand the expected 15mm machine gun armaments of fighters.
Losses due to engine damage are unclear. The liquid cooled engines have superior profiles allowing higher speeds, but the cooling system represents an additional key system. While the radial engines have theoretical greater survivability when hit, there is insufficient data to establish if the performance loss for fighters simply increases the chances of being hit. Where ground fire is expected, performance would appear to be a minor issue and radial engines should be considered. This will also help diversify our engine base.
Fuel tanks have long been a potential source of loss, and it should be possible to adapt the self sealing fuel cell developed for the LT-35 (3) for employment in aircraft. Fitting self sealing tanks would incur a weight and volume penalty which will burden the aircraft and restrict range. Without a tests and comparison to better data on losses, it is hard to establish if such a thing is needed, or if it inflicts an unacceptable performance penalty. Funding should be made available for fitting and live fire testing of self sealing tanks to assess their penalties and effectiveness.
There is insufficient data on structural failures as a source of aircraft loss. Further, different manufactures have different engineering tolerances, making comparisons difficult. While the F.IXD testing was informative, we should indulge in destructive live fire testing of some front line airframes, though ones damaged in accidents should be acceptable.
Crew egress : There is little data on this. All Dutch crewmembers have parachutes. Further drilling on emergency exits and proper packing and use of parachutes is likely advisable. Known problems are limited and seriousness unevaluated. Fighter cockpits are known to be cramped in the D.XVIIbis and D.XIX series, and the passage to the tail gun of the T.V and T.VII cramped. Fokker has been working on an ejection seat for the D.XXIII to avoid the rear propeller, and the Danes have recently fielded one. However ejection seats require more weight.
Serviceability and maintenance considerations have already entered into our planning. With the D.XIXA we feel we overreached by adopting an engine before it was truly broken in. Availability rates were not acceptable, and the Navy did not feel confident in accepting the plane for service until the B version. Small boosts in notional performance are not acceptable if they require adopting engines barely out of the prototype stage (4).
(1) In this time period, I think that would be a very progressive view for a Minister born about 1880.
(2) Which never made it past the bullet point stage in my Q4,1934 report. That is where many of the old F.IXD bombers were expended in airfield attack exercises, after which battle damage was evaluated.
(3) an idea stolen from the OTL French Char B1 series
(4) For a bit I had +5 engines, then I dropped to +4, since the last discussion on the topic seems to have endorsed a 3 year guideline, I am at +3, which is delaying some aircraft.