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IAR 79
IAR 79
IAR 79
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The IAR 79 was a twin-engine bomber and military reconnaissance aircraft with a wood and metal structure that saw service in World War II built under licence in Brașov, Romania, by Industria Aeronautică Română

Key Information

Development

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In May 1937, Romania ordered 24 Savoia-Marchetti SM.79B bombers from the Savoia-Marchetti company powered by two Romanian-built IAR K14 engines. This variant was designated SM-79B and equipped the 1st Bomber Group (71st and 72nd Bomber Squadron) of the 1st Bomber Flotilla (Flotila 1 Bombardament).[1]

The second batch of aircraft were upgraded by replacing the IAR K14 engines with 1200 hp water cooled Junkers Jumo 211Da engines increasing the maximum speed from 350 km/h to 405 km/h. Eight of these new airplanes were ordered from Italy in 1939. They were designated JIS-79B (Junkers-Italia-Savoia). But they didn't arrive until August 1941. Between 1941 and 1942, an additional 48 aircraft were license-built by the IAR factory in Brașov under designation IAR JRS-79B (Junkers-România-Savoia).[2]

In the autumn of 1942, another order of 36 bombers was issued to the IAR factory. They were upgraded by replacing the Junkers Jumo 211Da engine with new Junkers Jumo 211F, a 1400 hp engine.[2]

Design

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Nose of the Romanian SM.79B (left) and IAR JRS-79B (right)

The IAR.79 was a cantilever low-wing monoplane bimotor, with a retractable taildragger undercarriage. The fuselage of the IAR.79 was made of a welded tubular steel frame and covered with duralumin in the forward section, duralumin and plywood on the upper fuselage surface, and fabric on all other surfaces [3] The wings were of all-wood construction, with the trailing edge flaps and leading edge slats (Handley-Page type) to offset its relatively small size. The internal structure was made of three spars, linked with cantilevers and a skin of plywood. The wing had a dihedral of 2° 15'. Ailerons were capable of rotating through +13/-26°, and were used together with the flaps in low-speed flight and in takeoff. Its capabilities were significantly greater than its predecessor, the SM.79, with over 1,850 kW (2,480 hp) available and a high wing loading that gave it characteristics not dissimilar to a large fighter.

The engines fitted to the main bomber version were two 750 kW (1,010 hp) IAR K14 radials, equipped with variable-pitch, all-metal three-bladed propellers. Speeds attained were around 430 km/h (270 mph) at 4,250 m (13,940 ft), with a relatively low practical ceiling of 6,500 m (21,300 ft). Cruise speed was 373 km/h (232 mph) at 5,000 m (16,000 ft), but the best cruise speed was 259 km/h (161 mph) (60% power). The landing was characterized by a 200 km/h (120 mph) final approach with the slats extended, slowing to 145 km/h (90 mph) with extension of flaps, and finally the run over the field with only 200 m (660 ft) needed to land (2,050 rpm, 644 Hg pressure). With full power available and flaps set for takeoff, the SM.79 could be airborne within 300 m (980 ft).[citation needed]

Operational service

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Initial in 1938 S-79Bs equipped the 1st Bomber Group (71st and 72nd Bomber Squadron). In July 1941, one of the 2nd Bomber Group's squadrons, the 75th Bomber Squadron, was re-equipped with new JRS-79B. These units went on to fight in the Siege of Odessa as part of the Air Combat Group. In 1942 newer JIS-79Bs were assigned to the 71st Squadron. The 72nd Squadron was re-equipped with JRS-79B. The remaining older S-79Bs were transferred to flying schools. In 1944 the 2nd Bomber Group (82nd and 83rd Squadron) was re-equipped with IAR JRS-79B1. In October 1944 the 1st Bomber Group was reorganized (72nd and 82nd Squadron) and sent to the front. This unit fought on until the end of the war in May 1945.[citation needed]

Variants

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JIS-79B in Italy
S-79B
Romanian designation of the Savoia-Marchetti SM.79B bombers with 2 x IAR K14 1000 hp engine. Italian-built, numbered 1–24.[4]
JIS-79B
Romanian designation of the Savoia-Marchetti SM.79B bombers with 2 x Junkers Jumo 211Da 1200 hp engine, The aircraft made were Italian-built, numbered 101–108.[4]
IAR JRS-79B
Romanian designation of the IAR 79 with 2 x Junkers Jumo 211Da 1200 hp engine, built under license by IAR factory. A total of 48 were manufactured by the Romanian factory (numbered 109–156).[5][2]
IAR JRS-79B1
Romanian designation of the IAR 79 with 2 x Junkers Jumo 211F 1400 hp engine, built by IAR factory. A total of 38 were manufactured by the Romanian factory (numbered 201–238).[5][2]

Operators

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 Romania

Specifications (IAR JRS-79B1)

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Data from Janes 1938,[6][7]

General characteristics

  • Crew: 5
  • Length: 16.82 m (55 ft 2 in)
  • Wingspan: 21.2 m (69 ft 7 in)
  • Height: 4.1 m (13 ft 5 in) tail down
  • Wing area: 60.6 m2 (652 sq ft)
  • Airfoil: root: NACA 2418; tip: NACA 2412[8]
  • Empty weight: 6,400 kg (14,110 lb)
  • Gross weight: 11,785 kg (25,981 lb)
  • Powerplant: 2 × Junkers Jumo 211F V-12 inverted liquid-cooled piston engines, 980 kW (1,320 hp) each
  • Propellers: 3-bladed constant-speed propellers

Performance

  • Maximum speed: 436 km/h (271 mph, 235 kn) at 6,000 m (20,000 ft)
  • Range: 1,750 km (1,090 mi, 940 nmi)
  • Ferry range: 1,900 km (1,200 mi, 1,000 nmi)
  • Endurance: 5 hours
  • Service ceiling: 9,000 m (30,000 ft)
  • Take-off run: 400 m (1,300 ft)
  • Landing run: 350 m (1,150 ft)

Armament

  • Guns: ** 5 × 7.92 mm machine guns
    • 1 × 20 mm cannon
  • Bombs: 1500 kg of bombs

References

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Bibliography

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

IAR 79

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from Grokipedia
The IAR 79, also designated as the JRS-79, was a twin-engine medium bomber and reconnaissance aircraft with a mixed wood-and-metal construction, license-built in Romania based on the Italian Savoia-Marchetti SM.79 Sparviero design for service with the Royal Romanian Air Force (FARR) during World War II. Development of the Romanian variant began in May 1937, when the FARR ordered 24 Italian-built SM.79B twin-engine bombers equipped with two locally produced IAR K14 radial engines (870 hp each, licensed from the French Gnome-Rhône 14K), which were delivered between 1938 and 1939 to equip the 1st Bomber Group. These initial aircraft featured a modified nose for better visibility and served as the prototype for domestic production at the Industria Aeronautică Română (IAR) factory in Brașov. To enhance performance, later models adopted two Junkers Jumo 211D or 211F inline engines (1,200–1,400 hp each), resulting in the JRS-79B designation, with the first Jumo-powered examples (eight imported from Italy as JIS-79B) arriving in August 1941 and the first Romanian-built units following in 1942. Wartime production of the JRS-79B totaled 74 aircraft (eight imported from Italy in 1941, 36 assembled by IAR in 1942, and 30 more in 1944), with six additional units completed postwar in 1946, for a total of 80. The aircraft measured approximately 16.8 m in length, with a wingspan of 21.2 m and a maximum speed of around 440 km/h at altitude when powered by Jumo engines; it carried a crew of five, up to 1,400 kg of bombs or torpedoes, and defensive armament including 7.92 mm and 13.2 mm machine guns in dorsal, ventral, and lateral positions. In service, the IAR 79 participated in operations on the Eastern Front from , initially in medium bombing raids against Soviet targets, but proved vulnerable to antiaircraft fire during low-level ground support missions, suffering two losses on its debut sortie in . By 1943, many were relegated to and utility transport roles as German-supplied aircraft took over bombing duties, though they returned to combat after switched sides in , fighting against German forces until the last unit was lost on April 21, 1945. The type's adaptability and local production highlighted 's efforts toward aviation self-sufficiency amid wartime constraints.

Development

Origins and Licensing

In the 1930s, the Romanian Royal Air Force (Aeronautica Regală Română) faced increasing regional tensions with neighboring powers such as the , , and , which held territorial claims against Romania, prompting an urgent need for modernizing its aging bomber fleet with contemporary designs. To address this, in May 1937, Romania initiated negotiations with Italy's Savoia-Marchetti company for the acquisition of 24 twin-engine SM.79B bombers, adapted specifically for Romanian use by replacing the original Italian P.XI radial engines with locally produced IAR K14-IIc32 equivalents, each delivering 870 hp and derived from the same Gnome-Rhône 14K lineage as the Piaggio model. The licensing agreement facilitated the integration of these Romanian engines into the aircraft, enabling initial assembly and testing under local supervision. These SM.79B aircraft, designated IAR 79 upon integration, entered service with the Romanian Air Force in September 1938, equipping the 1st Bomber Group and signifying Romania's initial foray into licensed foreign aircraft production, which would expand to full domestic manufacturing in subsequent years.

Production Timeline

The production of the IAR 79 commenced with an initial batch of 24 Italian-built Savoia-Marchetti SM.79B bombers, ordered in May 1937 under a licensing agreement and delivered from between early 1938 and September 1938; two units were lost during transport, leaving 22 operational aircraft powered by two Romanian-built IAR K14 (Gnome-Rhône 14K) radial engines of 870 hp each. These formed the foundation of Romania's bomber fleet, but to enhance performance, production shifted to German inline engines, with ongoing supply considerations from also playing a role after Romania's alignment with the in 1940 and increased German influence. Romanian manufacturing at the IAR facility in began in , starting with eight Italian-built JIS-79B delivered that August, equipped with Jumo 211Da engines rated at 1,200 hp each and featuring a modified glassed-in nose for improved visibility; these were followed by local production of 36 JRS-79B units through 1942, with later examples designated JRS-79B1 featuring upgraded Jumo 211F engines of 1,400 hp for improved performance. The shift to Jumo engines addressed power deficiencies in the original design while leveraging German technical support and parts availability, though it required significant adaptations to the and production lines at IAR. An additional order of 36 was placed in 1943-1944 as the front advanced toward , resulting in approximately 30 more JRS-79B units assembled in 1944 despite challenges. Overall, this resulted in a total of approximately 100 IAR 79-series (including 24 initial radial-engined variants and 80 Jumo-engined variants, accounting for losses). Wartime production faced mounting challenges, including acute material shortages for critical components like alloys and electronics, disrupted supply chains due to Allied naval blockades and air campaigns targeting Axis logistics, and labor constraints from conscription and economic strain in 1943–1944. The IAR Brașov factory, central to output, encountered delays in tooling and quality control amid these pressures, with Allied bombing raids in April and May 1944 severely damaging facilities and halting broader aviation manufacturing after the 1944 batch; postwar, six additional units were completed in 1946, after which the production line was retired, shifting IAR resources to overhauls, repairs, and fighter production until the surviving IAR 79s were phased out in the late 1940s.

Design

Airframe and Configuration

The IAR 79 was a cantilever low-wing monoplane configured as a twin-engine medium bomber and reconnaissance aircraft, derived from the Italian Savoia-Marchetti SM.79B export variant. Its airframe featured a streamlined fuselage with a distinctive "humpback" profile to accommodate crew positions and defensive armament, while the wings employed a dihedral of approximately 2° 15' for stability. The overall layout prioritized speed and range for maritime and frontline operations, with a central bomb bay and provisions for external stores, though the design retained the original's emphasis on simplicity for rapid production. The construction utilized a mixed wood and metal approach typical of the era, balancing lightness with structural integrity. The consisted of a welded tubular steel frame, covered forward with , on the upper surfaces, and fabric on the rear sections to reduce weight. The wings were of all-wood construction, incorporating and spars, , and a skin, with fabric-covered control surfaces; this combination allowed for easier local manufacturing in while maintaining aerodynamic efficiency. The tail surfaces followed a similar mixed-material build, ensuring the aircraft's robustness despite the challenges of wartime resource constraints. Key dimensions included a length of 16.82 m, wingspan of 21.2 m, height of 4.1 m, and wing area of 60.6 m², providing a stable platform for its intended roles without significant deviations from the Italian prototype. The retractable taildragger landing gear, with main wheels folding inward into the engine nacelles and the tail wheel retracting aft, enhanced cruise performance while supporting operations from prepared fields. Crew accommodation typically involved 5 members in a layout suited to reconnaissance and bombing missions: two pilots in a side-by-side cockpit, a bombardier/navigator in the glazed nose section for forward visibility, a radio operator, and gunners positioned in a dorsal turret and ventral gondola. This arrangement allowed for efficient task division during long patrols over the Black Sea or Eastern Front. Romanian production at the IAR Brașov factory introduced minor adaptations to the base SM.79B , primarily to integrate locally built or licensed components, though the core remained faithful to the original for and ease of assembly. Later variants, such as the JRS-79B1, featured slight structural reinforcements to the and wings to accommodate more powerful engines, improving overall load-bearing capacity without altering the fundamental configuration. These changes ensured the IAR 79's suitability for rugged operational environments encountered by the .

Powerplant and Armament

The IAR 79 underwent significant powerplant modifications throughout its development to enhance performance and adapt to available resources. Early production models, designated S-79B, were equipped with two IAR K14-IV radial engines, each delivering 870 hp, derived from licensed Gnome-Rhône 14K designs and featuring variable-pitch, three-bladed metal propellers. These air-cooled radial engines provided reliable operation but limited top speeds. Subsequent upgrades addressed these shortcomings; mid-production JRS-79B variants replaced the radials with two Jumo 211Da inline V-12 engines, each producing 1,200 hp at takeoff, marking a shift to liquid-cooled inline configuration for improved high-altitude efficiency. The final JRS-79B1 series further refined this setup with Jumo 211F engines rated at 1,400 hp each, enabling better power-to-weight ratios despite the heavier inline design compared to the original radials. These evolutions directly influenced the aircraft's characteristics, particularly in the late JRS-79B1 configuration. Maximum speed reached 436 km/h at 6,000 m, with a range of 1,750 km and a service ceiling of 9,500 m under typical loads. Armament emphasized defensive firepower and moderate bombing capability, tailored for medium-altitude operations. The standard configuration included five 7.92 mm machine guns—Breda-SAFAT models or Romanian-licensed copies—positioned in the nose, dorsal turret, and ventral gondola for 360-degree coverage against interceptors. A single 20 mm was mounted in the belly for forward or ventral fire, providing punch against armored targets. Bomb loads reached up to 1,500 kg, carried on internal bays and external racks suited for 100–500 kg general-purpose or fragmentation bombs, allowing flexible mission profiles from tactical strikes to area saturation. For reconnaissance duties, the IAR 79 incorporated cameras housed in the ventral bay for oblique and vertical , alongside radio sets enabling long-range coordination with ground forces or other aircraft. These systems, integrated without major airframe alterations, supported the twin-engine layout's balance in weight distribution for stable low-level mapping flights.

Operational History

World War II Campaigns

The IAR 79 entered combat service with the Royal Romanian Aeronautica in 1941, equipping the 1st Bomber Group, comprising the 71st and 72nd Bomber Squadrons, for operations on the Eastern Front. These units conducted initial missions during , marking the type's debut in active warfare alongside Axis forces. The aircraft's versatility in bombing and roles allowed it to support ground advances, with early operations focusing on Soviet targets in and . During the Siege of in , IAR 79s participated in bombing and reconnaissance missions, targeting Soviet positions, supply depots, and shipping in the Black Sea harbor to aid the Axis encirclement of the city. The 75th Bomber Squadron, re-equipped with JRS-79B variants in July, contributed significantly to these efforts, including attacks on depots like Tatarka. This campaign highlighted the aircraft's effectiveness in close support, though it suffered losses from anti-aircraft fire, with one JRS-79B damaged but recoverable during a mission led by Captain Ion Popescu. The aircraft integrated tactics derived from the Italian SM.79, such as high-altitude bombing. In 1942, the 1st Bomber Group deployed IAR 79s to support forces near Stalingrad, with missions complementing ground efforts during the autumn campaign. However, during the Soviet in November 1942, the encirclement led to heavy losses amid the rapid collapse of Axis flanks. By 1943, while some squadrons began re-equipping with He 111s, IAR 79s continued in bomber and roles until 1944. Following King Michael's coup on 23 August 1944, switched allegiance to the Allies, and surviving IAR 79s were repurposed for anti-Axis missions against German and Hungarian forces during the Soviet advance into the . Units from the 1st and 2nd Bomber Groups, including the 72nd and 82nd Squadrons, flew bombing and sorties to support the new alignment, targeting retreating enemy columns and infrastructure. The last recorded loss occurred on 21 April 1945. These operations underscored the aircraft's adaptability, though attrition and limited its impact in the war's final phase.

Post-War Service and Retirement

Following the end of , the surviving IAR 79 were largely stored or salvaged during the , with wartime losses having reduced the operational fleet to a limited number of airframes. Six additional units were completed in 1946. Under the newly established Romanian People's Air Force in the communist era, IAR 79s saw limited post-war service until replaced by Soviet-supplied . The faced significant maintenance challenges due to their reliance on German Jumo 211 engines, for which parts became scarce under Soviet influence, accelerating their obsolescence. (adapted for bomber variant context) The type's service contributed to the development of 's domestic aviation industry at IAR, though no complete airframes are known to be preserved in museums today.

Variants

Italian-Built Variants

The Italian-built variants of the IAR 79, derived from the Savoia-Marchetti SM.79B, were the initial aircraft supplied to under licensing agreements originating in the late . These twin-engine bombers were manufactured in and adapted for Romanian service, providing the foundation for the Royal Romanian Air Force's fleet before local production began. The primary variant, designated S-79B by , consisted of 24 units ordered in May 1937 from Savoia-Marchetti and delivered between 1938 and 1939, though two were lost during transport, resulting in 22 operational . These were direct adaptations of the SM.79B, powered by two Romanian-built IAR K14 IIc32 radial s each producing 870 hp, reflecting the licensing collaboration for engine integration. Employed initially for and light bombing roles, the S-79B featured a maximum speed of approximately 415 km/h, a range of 1,500 km, and a bomb load capacity of 1,500 kg, with dimensions including a wingspan of 21.2 m and length of 16.2 m. Its loaded weight reached around 10,600 kg, limiting performance compared to later models due to the earlier engine technology. A smaller batch followed with the JIS-79B, comprising eight units built in and delivered in August 1941 specifically for export to . These aircraft were fitted with two Jumo 211Da inline engines, each delivering 1,200 hp, enhancing performance to a maximum speed of 431 km/h, a range of 1,850 km, and a bomb load of 1,575 kg. The dorsal turret was upgraded to support missions alongside bombing, distinguishing it from the baseline S-79B configuration. Key differences across these Italian-built models included assembly in with integrated Romanian avionics for compatibility, though overall design retained the characteristic wooden and metal structure of the SM.79 series. These variants were primarily deployed with the 71st Squadron of the 1st Bomber Group, contributing to early wartime operations. Four S-79B were lost during the 1941 Odessa operations as part of the broader Barbarossa campaign, underscoring their frontline exposure despite initial training focus. Later, surviving units were reassigned to flying schools as more advanced Romanian-produced models entered service.

Romanian-Built Variants

The Romanian-built variants of the IAR 79 were developed and produced at the (IAR) factory in , adapting the licensed Italian SM.79B design to incorporate locally available materials and enhanced capabilities for bombing and roles. These versions emphasized engine upgrades from radial to inline configurations and structural modifications to suit wartime production constraints. The initial production model, the IAR JRS-79B, saw 36 units manufactured primarily in 1942. Powered by two Jumo 211Da engines each delivering 1,200 hp, it featured reinforced bomb racks capable of carrying up to 1,575 kg of ordnance, enabling effective low-level attack missions. Subsequent improvements led to the IAR JRS-79B1, with 36 units built from 1943 to 1944. This variant utilized more powerful Jumo 211F engines rated at 1,400 hp, extending the operational range to 1,750 km and accommodating a of five. It included a ventral 20 mm Ikaria cannon for defensive fire, along with a of 11,600 kg, enhancing its versatility in extended operations. Key adaptations in these Romanian variants involved sourcing local wood for portions of the mixed wood-and-metal to mitigate material shortages, while some aircraft integrated Romanian-produced cannons for armament. Reconnaissance-configured examples were equipped with K-25 hand-held cameras for . These changes built upon the baseline Italian JIS-79B but prioritized local manufacturing efficiency. Overall, Romanian output totaled approximately 72 units. Six additional units were completed postwar in 1946.
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