Buzz
Numerous books, DVDs, and online platforms highlight the legendary aircraft of World War II, such as the Spitfire, P-51 Mustang, Me109, and Lancaster. However, among the hundreds of aircraft models utilized between 1939 and 1945, some were complete disappointments. As someone who loves 'worst of' rankings and has a keen interest in aviation, I decided to blend these two passions into one engaging topic.
What defines a poor aircraft? Is it the slowest, most obsolete, or least armed plane? The answer isn't straightforward, as some outdated aircraft, like the Fairey Swordfish, exceeded expectations. My criterion is simple: a bad aircraft is one that failed to fulfill its intended role. Some planes weren't inherently flawed but were outdated. Others had potential but were plagued by rushed production and reliability problems. A few were simply terrible. While some are well-known, others have rightly been forgotten. This list has a somber side, as these failures likely claimed the lives of many young pilots. Conversely, their shortcomings may have spared others from harm.
My first rule was that the aircraft had to see operational use, whether in training or combat, as speculating on prototypes is unproductive. The second rule was to include one entry from each major participant for variety. Despite many candidates, I selected those with compelling stories, as repeatedly stating 'never saw combat and was used as a trainer' would be dull. This is my first submitted list, so I welcome your feedback.
3. Fairey Battle Great Britain
Introduced in 1936, the three-seat Fairey Battle light bomber marked a significant leap forward from its biplane predecessors. It also became the first operational aircraft powered by the iconic Rolls Royce Merlin engine. However, the rapid advancements in aviation during the late 1930s rendered it outdated even before it entered squadron service. Despite this, with war on the horizon, the Air Ministry prioritized quantity over quality, pushing for full-scale production to bolster the fleet.
At the start of World War II, ten RAF squadrons equipped with the Fairey Battle were deployed to Northern France as part of the Advanced Air Striking Force. The initial eight months saw limited action, though the Battle achieved the RAF’s first wartime victory when a rear gunner downed a Messerschmitt Me 109. However, the German invasion of France and the Low Countries on May 10, 1940, exposed the aircraft’s critical weaknesses. Its two rifle-caliber machine guns were ineffective against modern fighters, and its sluggish speed made it an easy target for anti-aircraft fire. On the first day of the offensive, 32 Battles were dispatched, with 13 lost, along with most of Belgium’s 18 aircraft. The following day, 7 out of 8 were shot down, and on May 14, 35 of 63 were lost in a desperate assault on German bridgeheads. Within a week, 99 aircraft were destroyed, resulting in the loss of many skilled aircrew and failing to hinder the German advance even slightly.
This effectively ended the Fairey Battle’s frontline service, with the remaining aircraft relegated to training or target-towing roles. One of its most notable missions occurred on May 12, when five Battles attacked the Albert Canal Bridge. Led by Flying Officer Donald Garland, the volunteer crews executed a daring daylight raid without escort, facing overwhelming odds. They managed to damage one span of the bridge, temporarily disabling it, but all five aircraft were lost. Garland and his navigator, Thomas Grey, were posthumously awarded the Victoria Cross, the highest honor for bravery in the British and Commonwealth armed forces.
2. Breda ba.88 Lince Italy
This list is not ranked, but one aircraft clearly stands out—or perhaps sinks below—the rest. First taking flight in 1936, the sleek and stylish Lince (Lynx) became a propaganda triumph for Mussolini’s regime after setting two speed-over-distance records. While its military potential seemed promising, the added weight from weapons, armor, and equipment severely compromised its performance and handling.
The Lince’s first operational use against French airfields in Corsica revealed its critical flaws: it was severely underpowered and had poor flight characteristics. Despite this, it remained the only heavy fighter available to the Regia Aeronautica (Italian Air Force), and some were deployed to North Africa. The installation of sand filters further reduced its already limited power, rendering it nearly ineffective. During an attempted raid on a British airfield in September 1940, the fully loaded aircraft couldn’t achieve sufficient altitude or maintain formation, forcing the mission to be abandoned. Once a record-breaker, the Lince could now barely reach half its advertised speed. Some reports even claim it had to take off in the direction of its target, as it lacked the power to execute a turn.
In a final humiliation, the remaining Lince aircraft were grounded and used as decoys to attract Allied attacks. Others were scrapped directly at the factory, marking the end of what might be the most disastrous combat aircraft ever deployed.
1. PZL.30 Zubr Poland
Originally designed as a passenger plane, the strikingly unattractive Zubr (Bison) was repurposed as a bomber to serve as a contingency plan if the more advanced PZL.37 project faltered. Romania initially showed interest in this new design—until a prototype carrying two senior officers disintegrated mid-flight, abruptly ending their enthusiasm.
As war loomed, the Department of Aeronautics mandated the use of Bristol Pegasus engines, which were 50% more powerful than those in the prototypes. Experts cautioned that the airframe couldn’t handle the strain, but officials deemed the risk acceptable. Later models were hastily reinforced by gluing additional plywood to the wing spars, but critical flaws persisted. The most glaring issue was the undercarriage, whose fragile locking mechanism often failed, forcing most aircraft to fly with it permanently lowered. These modifications, along with the added weight, further degraded the Zubr’s already lackluster performance and reduced its bomb-carrying capacity.
It was soon clear that the Zubr was entirely outdated, and it was relegated to training units. At full weight, it could only operate from paved runways and carried a minimal bomb load. Most were destroyed on the ground during the early days of the war, though a few captured by Germany saw extended use. Ironically, these surviving aircraft had a more productive service life under the Luftwaffe than they ever did with their original operators.
4. Messerschmitt Me 210 Germany
Before World War II, the Luftwaffe heavily relied on Zerstörer (destroyer) aircraft—twin-engine, long-range heavy fighters. The Me 110, the result of this doctrine, excelled as a bomber destroyer, provided no enemy fighters were present. Even before the war began, development of its successor, the Me 210, was underway. This new design, which flew just after the invasion of Poland, boasted a 50 mph (80 kph) increase in speed, extended range, and heavier armament. A notable innovation was the inclusion of remotely controlled 13 mm (0.51 in) MG 131 turret guns (barbettes) operated by the rear crew member. However, the testing phase was plagued with issues: the prototype was highly unstable, prone to stalling, and despite 16 redesigns, the problems were never fully resolved. The chief test pilot famously remarked that the Me 210 possessed “all the least desirable attributes an airplane could have.”
Despite its glaring flaws, full-scale production was approved. The aircraft was so unpopular that its service life lasted barely a month, with only 90 units delivered. Production was halted, and the Me 110 program was revived. This failure severely damaged Messerschmitt’s reputation and forced the Me 110 to remain in service long past its prime. While many issues were addressed in later models, the aircraft’s tarnished reputation led to its redesignation as the Me 410 Hornisse (Hornet). These improved versions initially performed well as bomber destroyers but were decimated when confronted by P-47 and P-51 escort fighters.
The Me 210’s story didn’t end there, as it was also produced under license in Hungary, then an Axis Power. An additional 267 aircraft were manufactured and supplied to the Hungarian Air Force and Luftwaffe. Hungarian pilots reportedly held the aircraft in high regard, using it extensively for close support and dive-bombing missions.
5. Blackburn Botha Great Britain
Designed as a three-seat torpedo bomber and reconnaissance aircraft, the Botha made its maiden flight on December 28, 1938. Despite being outperformed by its competitor, the Bristol Beaufort, in nearly every aspect except service ceiling, both aircraft were approved for production. The Air Ministry later mandated the addition of a fourth crew member, further diminishing the Botha’s already subpar performance.
The Botha’s underpowered engines were only part of its problems, as it became notorious for a series of fatal crashes. It quickly gained a reputation as a deathtrap. In one particularly tragic incident, it collided mid-air with a Defiant fighter, crashing into Blackpool Central Train Station and killing all five crew members and thirteen civilians on the ground. While this accident couldn’t be directly blamed on the aircraft’s design, it further tarnished its already dismal reputation. Test pilots found the airframe highly unstable and unfit for frontline service. One pilot famously remarked, “That thing is bloody lethal, but not to the Germans. I never want to see it again.” Another often-quoted comment was, “Access to this aircraft is difficult. It should be made impossible.”
Only one squadron ever deployed the Botha in frontline operations, and even then, it never launched a torpedo in combat. Instead, it was primarily used for patrols, carrying anti-submarine bombs. Within months, it was deemed unsuitable and replaced by the older but more reliable Avro Anson. The Botha was then relegated to training units, where 169 of the 473 assigned aircraft were lost in crashes. In this regard, it ironically proved more beneficial to the German war effort than to the Allies.
6. Blackburn Roc Great Britain
During the interwar period, the Air Ministry placed significant faith in two unconventional fighter designs. The Boulton Paul Defiant and Blackburn Roc were single-engine monoplanes developed for the Royal Air Force and the Fleet Air Arm (the Royal Navy’s air arm), respectively. Both aircraft featured an armament of four 7.62mm (.303 inch) machine guns housed in an electrically powered turret behind the pilot. The Roc was intended to serve as a mobile observation post, targeting “fleet shadowing” aircraft that could report ship movements while staying out of anti-aircraft range, or disrupting incoming torpedo and dive bomber attacks. It also had a limited dive-bombing capability.
In theory, the concept was logical. Two-seater fighters like the Bristol Scout had performed admirably in World War I and remained a mainstay of the RAF during the interwar years. This setup allowed the pilot to focus on flying while the gunner handled firing, providing defense against diving attacks. However, when tested in the realities of modern warfare, the design proved flawed. The gunner could only aim at enemy fighters if the pilot flew straight and level—a dangerous tactic in a dogfight. The aircraft lacked forward-firing guns, and the turret couldn’t fire directly ahead. The 7.62mm (.303 inch) Browning machine guns, standard for much of the war, were inadequate against modern aircraft. Additionally, the gunner faced extreme difficulty bailing out of a damaged plane.
The Defiant saw more combat but suffered heavy losses once its weaknesses were exposed. However, the Roc’s inclusion on this list is justified by its even greater shortcomings. While the Defiant achieved some early successes and served as a decent night fighter during the Blitz, the Roc was far slower, with a top speed 160 kph (100 mph) less than many German bombers it was meant to intercept. As a fighter, it was a complete failure, scoring only one confirmed kill. Its most notable contribution was as a static anti-aircraft post, with four Rocs permanently stationed at Gosport airfield.
7. Messerschmitt Me 163 Komet Germany
The Komet, the world’s first and only operational rocket-powered aircraft, was designed as a point-defense fighter with performance that was, quite literally, explosive. On paper, it seemed revolutionary. It would rapidly ascend to intercept American bomber formations, diving at speeds far exceeding those of any escorting fighters. Its twin 30mm cannons could destroy a four-engine bomber with just a few well-placed shots, and plans were made to deploy hundreds of these fighters to protect Germany’s industrial centers. Initial testing was promising, with prototypes reaching speeds of 885 kph (550 mph).
In practice, the Komet was plagued by numerous issues. While incredibly fast, it offered the pilot only a brief window to fire, and the cannons’ low rate of fire and muzzle velocity made accurate aiming extremely difficult. Fuel was consumed rapidly, leaving the pilot no choice but to glide back to base. The most critical flaw was the highly volatile propellant, which could cause the aircraft to explode upon a hard impact during takeoff or landing. Fuel leaks could fuse flesh to metal. The Komet lacked a proper undercarriage, relying on a disposable wheeled dolly for takeoff and a crude skid for landing. It could only take off in the direction of the wind, and its fuel lasted a maximum of 7 minutes and 30 seconds. One Komet was sent to Japan but lost in transit; however, the Japanese Army Air Force built the Mitsubishi Ki-200 using only the manual. It flew one test flight, crashed, and the project was abandoned by war’s end.
Of all Komets lost, 80% were due to takeoff and landing accidents, 15% to loss of control or fires, and only 5% to enemy action. Just one frontline squadron was ever equipped with the Komet, claiming 9 Allied aircraft at the cost of 14 Komets.
10. Yokosuka MXY-7 Ohka Japan
The final entry on our list, the MXY-7 Ohka (Cherry Blossom), was not a conventional aircraft but a manned missile. By 1944, Japan, desperate to halt the Allied advance in the Pacific, devised this kamikaze craft. Constructed from non-essential materials, it carried enough explosives to destroy heavily armored warships. Designed to be carried by the Mitsubishi G4M “Betty” bomber, it would be released near its target, igniting its three rocket motors to dive at 1000 kph (620 mph) into enemy ships. The cockpit was rudimentary, with only four instruments, as the mission was always one-way. Ambitious plans included launching waves of Ohkas from planes, submarines, and even caves.
The Ohka saw its first operational use on March 21, 1945, when 16 were carried by “Bettys” to attack US Navy Task Force 58. Intercepted by Hellcats, the bombers released their payloads 113 km (70 miles) from the targets. None of the Ohkas hit their marks, and all 16 bombers, along with 15 of the 30 escorting Zero fighters, were shot down. On April 1, the USS West Virginia was struck, sustaining minor damage, but again, all Bettys were lost. The Ohka was deployed eight more times before the war ended, sinking one destroyer and severely damaging two others, but at the cost of 50 Ohkas and most of their mothership bombers. Despite its speed, aiming at moving targets was nearly impossible, and it lacked the power to cripple larger ships. Vulnerable until launch, the Americans nicknamed it the Baka (fool). Today, Japan views the kamikaze ethos as a tragic waste, with Ohka pilots honored in shrines nationwide. These suicide attacks, including mini-submarines and small boats, failed to stop the Allied advance and only strengthened their resolve, contributing to the decision to use atomic bombs.
A similar concept was developed in Germany as the Fiesler Fi-103. Unlike the Ohka, it allowed the pilot to bail out after aiming, though escaping at near-supersonic speeds with a pulse jet nearby remains questionable. The idea of a suicide corps was proposed but rejected by Hitler, who deemed it contrary to the “German warrior spirit.”
9. Lavochkin Gorbunov Goudkov LaGG3 USSR
Unlike its Western counterparts, the LaGG 3 fighter was constructed using “non-strategic” materials. Its wooden frame, coated with Bakelite lacquer, was not only cost-effective but also resistant to rot and fire. Initially designed for the new Ki-106 engine, it had to switch to the less powerful Ki-105 when the intended engine proved unreliable. This made the aircraft excessively heavy for its airframe. Despite this, it boasted formidable armament and was more advanced than other fighters in the VVS (Soviet Air Force) inventory, prompting Stalin to order mass production.
In the early stages of Operation Barbarossa, the German invasion of the USSR, the Luftwaffe dominated the poorly trained and equipped VVS. Stalin’s purges had left the command structure ineffective and indecisive. German pilots achieved victories with such ease that they likened it to infanticide. The LaGG was too slow and lacked the climb rate needed for an interceptor. Its handling was challenging, and tight turns could send it into a dangerous spin. While the wooden frame was sturdy, it was also heavy and prone to shattering under cannon fire. The aircraft became highly unpopular; its name, an abbreviation of its designers, was grimly reinterpreted by pilots as lakirovanny garantirovanny grob, or “guaranteed varnished coffin.”
By the time production ceased, 6,258 LaGG 3s had been built. However, this wasn’t the end for the LaGG series. With a lighter airframe, a shortened fuselage, and a more powerful radial engine, it evolved into the La-5, one of the Soviet Union’s finest fighters of the war.
8. Douglas TBD Devastator USA
Like the Fairey Battle earlier in this list, the Douglas Devastator marked a significant leap forward from its predecessors. First taking flight in 1935, it was among the earliest carrier-based monoplanes, the first all-metal naval aircraft, and the first with a fully enclosed canopy. At the time, it was arguably the world’s most advanced torpedo bomber. However, by the attack on Pearl Harbor, it had become entirely outdated. With its replacement, the TBF Avenger, still in testing, the Devastator remained in service. Its sluggish top speed of 331 kph (206 mph) made it highly vulnerable to enemy fighters. Compounding the issue, the torpedoes it carried could only be launched below 185 kph (115 mph) and frequently malfunctioned or failed to detonate. Testing had been conducted using dummy torpedoes filled with water, with little consideration given to their combat performance.
In the early stages of the Pacific War, the Devastator saw some success, sinking two transports and a destroyer and contributing to the sinking of the carrier Shoho during the Battle of the Coral Sea. However, its reputation was cemented at the pivotal Battle of Midway. Poor weather and lack of coordination left the Devastators without their Wildcat fighter escorts, sealing their fate. VT-8 torpedo squadron bravely attacked the carrier Kaga, but flying straight and level without protection, they were decimated. Patrolling Zeros shot down all 15 aircraft, with only one airman surviving. Of the 41 Devastators deployed that day, only 4 returned, and not a single torpedo found its mark. Despite the heavy losses, their sacrifice was not in vain. By drawing defending fighters to lower altitudes, they allowed Dauntless dive bombers to strike unimpeded, sinking three of the four Japanese carriers and shifting the war’s momentum. The remaining Devastators were quickly retired, with none surviving beyond 1944.
