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Fieseler Fi 156F of P
Die Fieseler Fi 156F of P (vir die polisie) was 'n weergawe van die Storch wat ontwerp is vir interne veiligheid en anti-partydige aktiwiteite. Dit was soortgelyk aan die Fi 156C-3, maar het twee Rost 24 SD 2/XI-bomrakke, een op elke vleuel, net buite die vleuelstutte gedra. Elkeen van hierdie rakke kon 24 SD 2 -fragmenteringsbomme dra wat in groepe van vier of in 'n enkele lang salvo laat val word. Die P het moontlik ook twee MG 15 -masjiengewere aan weerskante van die kajuit gedra, asook 'n luidsprekerstelsel wat ontwerp is vir sielkundige oorlogvoering. Die diensrekord van hierdie variant is onduidelik, hoewel dit moontlik deur die SS tydens die Joodse opstand in die Warskou -getto in 1944 gebruik is.
Fieseler Fi 156F of P - Geskiedenis
Rod The Fixer Comandante di SquadrigliaFieseler Fi 156 'Storch' (Ooievaar) Regia Aeronautica - Akademie 1:72
Plaas deur Rod The Fixer & raquo Ma 19 April 2021 6:17 uur
Hi almal,
Ek begin hierdie ou 1:72 Academy-kit bymekaarmaak om hierdie Fieseler Fi-156 "Storch" te maak:
Fieseler Fi 156 'Storch' (Ooievaar) Regia Aeronautica.
Castel Benito, Libië, September 1940 M.M. 56631 1 ° Gruppo Aviazione Coloniale (Bron: Terlizzi M. Fieseler Fi. 156 Storch in Italiaanse diens)
Soos gewoonlik 'n vinnige blik in die boks. 
deur Rodolfo Masti
Vliegtuigmodel: Fieseler Fi -156 - C3 By voorbaat dankie vir u wenke
Ek het net 'n foto van die vliegtuig gevind, daarom het ek u hulp nodig om die regte kleure, skema en weergawe van die vliegtuig vas te stel:
Giallo Mimetico 3 - FS 33343 - Gunze H34
Verde Mimetico 3 - FS 34102 - Gunze H 303
Marrone mimetico 2 - FS 30109 - Gunze H33
Vlerke Wenke: Wit
Binne: RLM 02
Plasings: 1772 Aangesluit: Do 24 Julie 2003 15:53 Plek: Calgary, AB, KANADA Kontak: Re: Fieseler Fi 156 'Storch' (Ooievaar) Regia Aeronautica - Akademie 1:72
Plaas deur Redakteur & raquo Ma 19 April 2021 12:13
Rodolfo,
Hier is 'n paar inligting wat u kan help uit die boek van Maurizio Di Terlizzi: Fieseler Fi-156 Storch in Italiaanse diens IBN Editore . Daar is 'n profiel van Angelo Brioschi oor die onderwerp MM. 56631, let op dat daar geen AS -witvleuelpunte in die profiel is nie; Brioschi gebruik die foto op p.63 - let ook op dat die kolle aansienlik kleiner is as die foto in u plasing ('n vroeë foto van MM. 56631). Die kleure in die profiel is die laat tipe Serie Mimetica -kleure (donkerder): MM2, VM2 oor GM3 en Grigio Mimetico onderkant met RLM 02 -interieurs soos u gesê het (sien die bladsye hieronder vir besonderhede en kleure soos die kajuit, toegangsluike, motorareas, ens. - brei die beelde in u blaaier uit of laai die beelde hier af).
Inhoud
Die Fl 282 Kolibri was 'n verbeterde weergawe van die Flettner Fl 265 wat in Julie 1940 aangekondig is, wat baanbrekers was in dieselfde onderling deurmekaar rotoropset as die Kolibri gebruik. Dit het 'n sewe-silinder Siemens-Halske Sh 14 radiale enjin van 7,7 liter van 150-160 pk in die middel van die romp, met 'n ratkas gemonteer aan die voorkant van die enjin waaruit 'n dryfas na 'n boonste ratkas geloop het , wat die krag dan verdeel na 'n paar aandrywingskaste met teenoorgestelde rotasie om die rotors te draai. [2]
Die Sh 14-enjin was 'n eerbiedwaardige, beproefde ontwerp met 'n lae spesifieke kraglewering en 'n lae krag/gewigsverhouding (20,28 pk/L, 0,54 pk/lb) wat (anekdoties) tot 400 uur kon werk sonder groot onderhoud , in teenstelling met die meer kragtige 27 liter-inhoud, nege-silinder BMW/Bramo Fafnir 'N Radiale enjin van 750 pk wat die groter Focke Achgelis Fa 223 -helikopter aandryf, waarvan die meer moderne ontwerp (27,78 pk/L, 0,62 pk/lb), meer moderne ontwerp matige onderhoud so gereeld as elke 25 uur benodig (soos die vervanging van bougies, ens., goed binne die norm vir moderne radiale enjins van daardie era). Alhoewel so 'n swaar en lae-aangedrewe enjin goed sou werk in 'n baie klein vaartuig soos die Fi 282, sou dit 'n massiewe motor met 'n ekwivalente krag/gewigverhouding in die klas van 700-1000 pk tot gevolg hê. en swaar enjin wat min kapasiteit vir vrag of passasiers agterlaat. 750 pk was die laagste peil waarin die Fafnir beskikbaar was - inderdaad, dit was 'n lae -krag ontwerp met min onderhoud in vergelyking met baie ander enjins van hierdie era. Die romp van die Fl 282 is vervaardig uit 'n staalbuis bedek met gedopte stof en 'n vaste driewiel -onderstel.
Die Duitse vloot was beïndruk met die Kolibri en wou dit evalueer op grond van onderzeeërs, met 'n aanvanklike 15 voorbeelde, gevolg deur 30 produksiemodelle. Vlugtoetsing van die eerste twee prototipes is tot 1941 uitgevoer, insluitend herhaaldelike opstyg en landings vanaf 'n pad wat op die Duitse kruiser gemonteer is Köln.
Die eerste twee "A" -reeks -prototipes het kajuit ingesluit, al die daaropvolgende voorbeelde het oop kuipe en is aangewys as "B" -reeks.
In die geval van 'n motorongeluk, was die oorskakeling van helikopter na outorotasie outomaties. [3] [4]
Drie-blad rotors is op 'n toetsbed geïnstalleer en is gladder as die trillende tweelem-rotor, maar die konsep is nie verder nagestreef nie. [4] Die sweefdoeltreffendheid ("Figuur van verdienste") was 0,72 [5], terwyl dit vir moderne helikopters ongeveer 60%is. [6]
Sluit rotors is eers na die Tweede Wêreldoorlog op 'n massaproduksiehelikopter gebruik.
Die beoogde rolle van Fl 282 was die vervoer van items tussen skepe en verkenning. Namate die oorlog vorder, het die Luftwaffe egter begin oorweeg om die Fl 282 vir die slagveld te omskep. Tot op hierdie tydstip is die vaartuig deur 'n enkele vlieënier gevlieg, maar toe is 'n posisie vir 'n waarnemer heel agter in die vaartuig bygevoeg, wat die B-2-weergawe tot gevolg gehad het. [7] Later was die B-2 'n nuttige artillerie wat vliegtuie opspoor en 'n waarnemingseenheid is in 1945 gestig met drie Fl 282 en drie Fa 223 helikopters. [8]
Goeie hantering by slegte weer het daartoe gelei dat die Duitse ministerie van lugdienste in 1944 'n kontrak aan BMW aangegaan het om 1000 eenhede te vervaardig. Die fabriek in München is egter verwoes deur geallieerde bomaanvalle nadat slegs 24 masjiene vervaardig is. [9]
Teen die einde van die Tweede Wêreldoorlog was die meeste van die oorlewende Fl 282's in Rangsdorf gestasioneer, in hul rol as artillerie-spotters, maar word geleidelik die slagoffer van Sowjet-vegters en vuurvliegtuie.
Cuprins
In 1935 het die Reichsluftfahrtministerium (RLM, Ministerul Aerului) 'n voorsiening vir 'n voorsorgmaatreël vir lugvaart, legăturii între diferite comandamente ale armatei sau la evacuarea răniților. La acest proiect au r [draai Messerschmitt AG cu Messerschmitt Bf 163, Siebel Flugzeugwerke Halle K.G. cu Siebel Si 201, Fi Fieseler Flugzeugbau cu Fieseler Fi 156. Acesta era conceput de către designer-ul șef Reinhold Mewes and the directorul tehnic Erich Bachem. Fieseler Fi 156 is 'n tyd wat ons kan gebruik om STOL te gebruik (kort vertrek en landing - afion cu decolare ai aterizare pe distanțe scurte). Ons het 'n karakteristieke karakter, 'n voorafbepaalde reeks van die nuutste voorwerpe van die a-și plia aripile pa lângă fuzelaj pentru a facilita transportul, viteza voorte mică de aterizare precum and cursa mare a amortizoarelor oleo-pneumatice frământate terenuri.
Germania Modificare
Ongeveer 2900 aparte vervaardigingsfabrieke in Fieseler din Kassel, hoofmodel van model C. In 1942 vervaardig Fieseler Fi 156 'n fost mutată la fabrica Morane-Saulnier din Puteaux Fran. Datorita cererii de avioane de tipul Bf 109 en Fw 190, in 1943 produksie van Fieseler Fi 156 a fost mutată la Leichtbau Budweis in Budweis.
Cehia Modificare
In 1944 vervaardig die Fieseler Fi 156 'n fost mutată van die Leichtbau Budweis la fabrica Mráz in Chocen care a producer 138 of exemplare denumite K-65 Čáp. Vervaardig in 1948.
Franța Modificare
Die eerste franței in 1944 vervaardig Fieseler Fi 156 a continuat la cererea Armée de l'Air și a fost denumit MS 500, pentru varianta construita cu motoare Argus As 10 rămase în stoc. Verskeie modelle kan ook op verskillende maniere gebruik word. MS 500 a fost folosit de către Armée de l'Air in conflictul din Indochina. Au fost construite 141 aparte până la terminarea celui de al Doilea Război Mondial en in totaal 925 aparte până la încheierea produksies, in 1965.
România Modificare
Producția sub licență a început in România in 1943 la fabrica ICAR București. Op 23 Augustus 1944 kan u 10 afsonderlike vakansie -afdelings vir die vervaardiging van al ons bestaande nywerhede bewerkstellig. Alte 70 de aparate au fost construite până la încetarea producției, in 1948. Acest tip de avion a fost retras din folosință in 1964. Varianta construită in România s-a numit Fieseler Fi 156Ca3. Pe parcursul carierei sale sub culorile României el a fost folosit ca avion de recunoaștere aeriană, legătură între diferite comandamente ale armatei sau la evacuarea răniților. U kan ook 'n gunstige bron vir die herontplanning van die planoare van die sanitêre stelsel in Aviasan kry. [1]
Fieseler Fi 156 Vliegtuiginligting
Rol: verkenning en amp -kommunikasie
Vervaardiger: Fieseler, Morane-Saulnier
Ontwerp deur: H Winter
Eerste vlug: 1936
Bekendgestel: 1937
Afgetree: 1945 (Duitsland), 1970 (Frankryk)
Primêre gebruikers: Luftwaffe Aviation L gx re de l’Arm e de Terre, Arm e de l’Air
Geproduseer: 1937-1949 (1965 vir die MS 500)
Aantal gebou: meer as 2 900
Die Fieseler Fi 156 Storch (ooievaar) was 'n klein Duitse skakelvliegtuig wat voor en tydens die Tweede Wêreldoorlog deur Fieseler gebou is, en die produksie het in ander lande tot in die vyftigerjare voortgegaan vir die private mark. Dit bly tot vandag toe beroemd vanweë sy uitstekende STOL-prestasie, en latere variante wat in Frans gebou is, verskyn gereeld op lugskoue.
Konsepsie en produksie
In 1935 het die RLM (Reichsluftfahrtministerium, Reich Aviation Ministry) 'n tender vir 'n nuwe Luftwaffe-vliegtuig, geskik vir skakeling, weermag samewerking (vandag Forward Air Control) en mediese ontruiming, aan verskeie maatskappye uitgereik. Fieseler se inskrywing, wat ontwerp is deur hoofontwerper Reinhold Mewes en tegniese direkteur Erich Bachem, was verreweg die mees gevorderde wat STOL (Short Take Off and Landing) betref. 'N Vaste lat loop langs die hele voorkant van die lang vlerke, terwyl die hele agterrand, geïnspireer deur die vroeë 1930's Junkers se "dubbelvlerk" vliegtuigvlerkbeheeroppervlakte-ontwerpe, insluitend die ailerons, 'n klap met 'n skarnier was.
In 'n ontwerpfunksie wat skaars is vir landgebaseerde vliegtuie, kan die vlerke op die Storch langs die romp teruggevou word op 'n manier wat nie anders is as dié van die Amerikaanse vloot se F4F Wildcat-vegvliegtuig nie, sodat dit op 'n sleepwa gedra kan word of selfs stadig agteruit gesleep kan word 'n voertuig. Die primêre skarnier om die vleuel agteruit te vou, was in die vleuelwortel geleë, waar die agterste vleuelstert die kajuitgebied ontmoet. Die lang bene van die hooflandingsstel bevat olie-en-veer skokbrekers wat ongeveer 450 mm (18 duim) by die landing saamgepers het, sodat die vliegtuig byna oral kon neersit. In vlug het hulle gehang en die vliegtuig die voorkoms van 'n baie langbeen, grootvlerkvoël gegee, vandaar die bynaam Storch. Met sy baie lae landingsnelheid het die Storch dikwels vertikaal, of selfs agteruit, in sterk wind van reguit vorentoe beland.
'N Totaal van ongeveer 2900 Fi 156's, meestal Cs, is van 1937 tot 1945 by die Fieseler -fabriek in Kassel vervaardig. In 1942 begin die produksie in die Morane-Saulnier-fabriek in Puteaux in Frankryk. As gevolg van die vraag na die Bf 109 en die Fw 190, is die Storch -produksie in 1943 na die Leichtbau Budweis in Budweis verskuif.
In 1944 word die produksie van die Leichtbau Budweis na die Mrx z-fabriek in Chocen verskuif, wat 138 voorbeelde van Fi 156 lewer, plaaslik aangedui as K-65 Čx p. Produksie het in 1949 geëindig.
Beeld - Morane -Saulnier MS.505 Criquet
Onmiddellik na die bevryding van Frankryk in 1944 is die produksie van Storch by die Morane-Saulnier-fabriek op versoek van die Armée de l'Air voortgesit en MS 500 aangewys vir die groep vliegtuie wat met die oorblywende voorraad Argus-enjins vervaardig is . Verdere modifikasie en gebruik van verskillende enjins (inlyn en radiaal) is onder verskillende tipes bekend. Die gebruik van die vliegtuig in Indochina het die swakheid van die hout in die konstruksie van die vliegtuig beklemtoon. Daarna is besluit om die vlerke in metaal te bou. Onder die wysigings is die verdedigingswapen wat deur die agtervenster gerig is, laat val, hoewel sommige vliegtuie dan op die veld aangepas is om 'n Machine Gun MAC 34T deur een van die syvensters te skiet. 141 vliegtuie is voor die einde van die Tweede Wêreldoorlog gebou en 'n totaal van 925 vliegtuie is gebou voor die einde van die produksie van alle soorte Criquet deur Morane-Saulnier in 1965.
Lisensieproduksie is ook in 1943 in Roemenië begin by die ICAR -fabriek in Boekarest. Slegs 10 is gebou teen die tyd dat Roemenië van kant verander, met nog 70 vliegtuie wat deur die Roemeniërs gebou is voordat die produksie in 1946 geëindig het.
Produksie per fabriek en per tipe tot 31 Maart 1945:
Vanweë sy uitstekende STOL -eienskappe (wat byvoorbeeld groot voordeel vir bosvlieëniers sou wees), is daar baie pogings aangewend om die Storch in moderne vorm te herskep of reguit te kopieer, naamlik in die vorm van verskillende tuisgeboude vliegtuie. [1] Een van die mees suksesvolle onlangse voorbeelde hiervan is die Slepcev Storch wat deur Nestor Slepcev ontwerp is. Dit is 'n 3/4 skaalweergawe van die oorspronklike met 'n paar wysigings vir eenvoud. Deur die gebruik van moderne materiaal beskik die vliegtuie oor 'n beter STOL-prestasie as die oorspronklike met 'n opstartloop van 30 m en 'n rol van 50 m sonder teenwind.
Beeld - Fi 156 in Luftwaffe -merke
Die Storch kon op elke front in die Europese en Noord -Afrikaanse teaters in die Tweede Wêreldoorlog gevind word. Dit sal waarskynlik altyd die bekendste wees vanweë sy rol in Operasie Eiche, die redding van die afgesette Italiaanse diktator Benito Mussolini van 'n rotsagtige bergtop naby die Gran Sasso, omring deur Italiaanse troepe. Die Duitse kommando Otto Skorzeny het met 90 valskermsoldate op die piek geval en dit vinnig gevang, maar die probleem het gebly hoe om terug te kom. 'N Focke-Achgelis Fa 223-helikopter is gestuur, maar dit het onderweg gebreek. In plaas daarvan het vlieënier Walter Gerlach in 'n Storch gevlieg, in 30 m (100 voet) geland, aan boord van Mussolini en Skorzeny gegaan en weer binne 80 m (250 voet) vertrek, al was die vliegtuig oorlaai. Die Storch wat betrokke was by die redding van Mussolini, het die radiokode letters, oftewel Stammkennzeichen, van "SJ + LL" gedra in rolprentdekking van die gewaagde redding.
Foto - Fi 156 in vlug
Op 26 April 1945 was 'n Storch een van die laaste vliegtuie wat op die geïmproviseerde vliegveld in die Tiergarten naby die Brandenburgerpoort geland het tydens die Slag van Berlyn en die doodsnikke van die Derde Ryk. Dit is uitgevoer deur die toetsvlieënier Hanna Reitsch, wat haar geliefde veldmaarskalk Robert Ritter von Greim van München na Berlyn gevlieg het om 'n dagvaarding van Hitler te beantwoord. Eenmaal in Berlyn is von Greim meegedeel dat hy die bevel oor die Luftwaffe van Hermann Gxring sou oorneem.
Beeld - Herstel Storch in IWM Duxford
'N Storch was die slagoffer van die laaste hondegeveg aan die Westelike Front en 'n ander is neergeslaan deur 'n direkte geallieerde eweknie van die Storch - 'n L -4 Sprinkaan - van die L -4 se bemanning wat hul pistoolvuur daarop gerig het. Die vlieënier en medevlieënier van die L-4, Lts. Duane Francis en Bill Martin, het met hul pistole van 0,45 kaliber op die Storch losgebrand, wat die Duitse lugbemanning gedwing het om te land en oor te gee.
Tydens die oorlog is 'n aantal Storchs gevange geneem deur die Geallieerdes, terwyl die Britte 145 gevange geneem het, waarvan 64 aan die Franse gegee is as oorlogskompensasie uit Duitsland, waarvan een die persoonlike vliegtuig van veldmaarskalk Montgomery geword het.
Die ALA en die ALAT gebruik die Criquet van 1945 tot 1958 gedurende die Indochina -oorlog en die Algerynse oorlog.
Fi 156 V1-prototipe toegerus met 'n verstelbare metaalpropeller, registrasie D-IKVN (vervaardig in 1935-1936)
Fi 156 V2 - prototipe toegerus met 'n houtskroef. Eerste prototipe wat vlieg (10 Mei 1936). registrasie D-IDVS (vervaardig in 1935-1936)
Fi 156 V3 - Prototipe identies aan die V2. Toetsmasjien vir verskillende radiotoerusting, registrasie D-IGLI (vervaardig in 1936)
Fi 156 V4 - Prototipe identies aan die V3. Ski's vir landingstoerusting en weggooibare hulptenk. (vervaardig in 1936-1937)
Fi 156 V5 - Produksie prototipe vir A -reeks. (vervaardig in 1937)
Fi 156 A-0-Voorproduksievliegtuie, identies aan die V3. Tien vliegtuie is vervaardig. (vervaardig in 1937-1938)
Fi 156 A-1-eerste produksiemodelle vir diens, wat deur die Luftwaffe in produksie bestel is met 'n bestelling vir 16 vliegtuie, die eerste produksievliegtuie wat middel 1937 in gebruik geneem is. Sommige bronne noem slegs 6 is effektief vervaardig. (vervaardig in 1938)
Fi 156 B - Geskik vir die outomatiese terugtrek van die voorste latte en het 'n aantal klein aërodinamiese opruimings ondergaan, wat die snelheid tot 208 km/h (130 mph) verhoog het. Die Luftwaffe het nie so 'n klein verskil as belangrik geag nie en die Fi-156 B is nie vervaardig nie.
Fi 156 C-0-Voorproduksie. In wese 'n 'buigsame' weergawe van die A -model. (vervaardig in 1939)
Fi 156 C-1-drie-sitplek skakelweergawe. (vervaardig in 1939-1940)
Fi 156 C-2-tipe twee-sitplek waarneming (met 'n agter-gemonteerde MG 15-masjiengeweer vir verdediging), vervaardig in 1940.
Fi 156 C-3-Vervang die C-1 en C-2 met 'n 'universele kajuit' wat geskik is vir enige rol. (vervaardig in 1940-1941)
Fi 156 C -3/Trop - Weergawe aangepas vir tropiese/woestyn toestande. Gefiltreerde innames. (vervaardig in 1940-1942)
Fi 156 C -5 - Byvoeging van 'n buikharde punt vir 'n kamerapoort of jettisionêre hulptenks. Sommige was eerder met ski's as wiele toegerus om op sneeu te werk. (vervaardig in 1941-1945)
Fi 156 C -5/Trop - Weergawe aangepas vir tropiese/woestyn toestande. Gefiltreerde innames. (vervaardig in 1941-1945)
Fi 156 D-0-Voorproduksie van die lugambulansweergawe van die C-model met 'n groter kajuit en groter deure. Aangedryf deur 'n Argus AsP -enjin. (vervaardig in 1941)
Fi 156 D-1-Produksieweergawe van die D-0. (vervaardig in 1942-1945)
Fi 156 E-0-Skakelingweergawe identies aan die C-1 Tien voorproduksievliegtuie is toegerus met 'n landingsgestel. (vervaardig in 1941-1942)
Fi 156 F or P - Weergawe teen opstand. Identies aan die C-3 met masjiengewere in syvensters en bomrakke/rooklegging. (vervaardig in 1942)
Fi 156 U - weergawe teen duikboot. Identies aan die C-3 met dieptelading. (vervaardig in 1940)
Fi 156 K-1-Uitvoerweergawe van die C-1 (gekoop deur Swede).
Fi 256 - 'n Siviele weergawe twee met vyf sitplekke is deur Morane -Saulnier gebou.
MS -500 - Skakelingweergawe. Frans vervaardig met 240 pk Franse ingeboude Argus -enjin.
MS -501 - met 'n 233 pk Renault 6Q
MS -502 - Skakelingweergawe. Identies aan die MS-500, met die Argus-enjin vervang deur 'n 230 pk Salmson 9ab radiale enjin.
MS-504-met 'n 304 pk Jacobs R-755-A2 radiale enjin.
MS-505-Waarnemingsweergawe van die MS-500 met die Argus-enjin vervang deur 'n 304 pk Jacobs R-755-A2 radiale enjin.
MS -506 - met 'n 235 pk Lycoming -enjin.
Mrx z K -65 Čx p - produksie in Tsjeggo -Slowakye na die Tweede Wêreldoorlog.
Antonov OKA-38-'n Ongelisensieerde kopie van die Fi 156, aangedryf deur 'n kopie van 'n Renault MV-6-enjin, het begin met die produksie toe die fabriek in 1941 deur Duitse magte oorval is
Beeld - Spaanse Lugmag Fi 156 en Argus As 10 enjin
Bulgarye
Kambodja (naoorlog)
Kroasië
Tsjeggo -Slowakye (naoorlog)
Finland - Finse lugmag
Frankryk - Franse lugmag en Franse leër (naoorlog)
Duitsland - Luftwaffe
Griekeland (naoorlog)
Hongarye
Italië
Laos (na -oorlog)
Noorweë (naoorlog)
Pole (na -oorlog)
Roemenië
Slowakye
Suid -Viëtnam - Vietnam Air Force (Naoorlog)
Soviet Unie
Spanje - Spaanse Lugmag
Swede - Koninklike Sweedse Lugmag
Switserland - Switserse lugmag
Foto - Sweedse lugmag S14 (Fi 156)
Beeld - Rudolf Langhanns, versameling
Verenigde Koninkryk - Royal Air Force
Koninkryk van Joegoslavië
Joegoslavië
Beeld - Morane -Saulnier M.S.500 Criquet
Bemanning: 2
Lengte: 9,9 m (32 ft 6 in)
Spanwydte: 14,3 m (46 ft 9 in)
Hoogte: 3,1 m (10 ft 0 in)
Vleueloppervlakte: 26 m (280 voet)
Leeg gewig: 860 kg
Laai gewig: 1.260 kg (2.780 lb)
Kragkrag: 1x Argus As 10 lugverkoelde omgekeerde V8-enjin, 180 kW (240 pk)
Maksimum spoed: 175 km/h (109 mph) op 300 m (1000 voet)
Reikwydte: 380 km (210 mi)
Diensplafon: 4.600 m (15.090 voet)
Stygtempo: 4,8 m/s (945 voet/min)
Vleuelbelasting: 48,5 kg/m (9,9 lb/ft)
Krag/massa: 143 W/kg (0,087 pk/lb)
Antonov OKA-38 Aist
Fieseler Fi 97
Pazmany PL-9 Ooievaar 'n variant van skaal vir huisbouers
Aero L-60 Brigader
Dornier Do 27
Helio Courier-naoorlog (1949) Amerikaanse ligte STOL-vliegtuig
Ikarus Kurir
Kobeseiko Te-Go
Kokusai Ki-76 "Stella"
Meridionali Ro.63
Messerschmitt Bf 163
Piper L4
Polikarpov Po-2
Siebel Si 201
Vultee L-1A Waaksaam
Westland Lysander
Axworthy, Max. "Op drie fronte: Roemenië se vliegtuigbedryf tydens die Tweede Wêreldoorlog". Air Enthusiast, No.56, Winter 1994. Stamford, Lincs, UK: Key Publishing. ISSN 0143 5450. pp8-27.
Bateson, Richard P. "Fieseler Fi 156 Storch". Vliegtuie in profiel, Deel 11. Widsor, Berkshire, UK: Profile Publications Ltd., 1972.
Dariusz KARNAS & amp Pawel PRZYMUSIALA, Fi 156 Storch Vol.1 (Militaria n.68), Wydawnictwo, Warschau, 1998, ISBN 83-7219-019-4
Dariusz KARNAS & amp Pawel PRZYMUSIALA, Fi 156 Storch Vol.2 (Militaria n.100), Wydawnictwo, Warschau, 1999, ISBN 83-7219-059-3
Philippe RICCO & amp; Jean-Claude SOUMILLE, Les Avions Allemands aux Couleurs Francaises, Tome 1, Airdoc, Rochemaure, 1997, ISBN 29-5094-855-3, ISBN13 978-29-5094-855-7
Jean-Claude SOUMILLE, L'Aviation Francaise en Indochine 1946-1954, Tome 2, Airdoc, Rochemaure, 1997, geen ISBN
Fieseler Fi 156 Foto's en Fieseler Fi 156 te koop.
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Παραγωγή [Επεξεργασία | επεξεργασία κώδικα]
Fiο Fi 156 σαρήχθη σε σημαντικούς αριθμούς τόσο στην Γερμανία όσο και σε τρίτες χώρες. 2.ερίπου 2.900, τα περισσότερα της έκδοσης C, κατασκευάστηκαν στο εργοστάσιο της Fieseler στο Κάσσελ. In 1942 het ξεκίνησε η παραγωγή στο εργοστάσιο της Morane-Saulnier στο Puteaux της Γαλλίας. Σταδιακά η Fieseler ανέλαβε υποκατασκευαστικό έργο που αφορούσε στην κατασκευή των μαχητικών Bf 109 και Fw 190, με συνέπεια η κατασκευή των Fi 156 να μεταφερθεί στο Leichtbau Budweis στην κατεχόμενη Τσεχοσλοβακία. Η παραγωγή του συνεχίστηκε εκεί και μεταπολεμικά, μέχρι το 1949, φθάνοντας στις 138 μονάδες. Εγχώρια το αεροσκάφος ονομάζονταν K-65 Čáp.
Η παραγωγή ξεκίνησε επίσης στο εργοστάσιο της ICAR στο Βουκουρέστι. Ολοκληρώθηκαν μονάχα δέκα Fi 156 πριν την καταστροφή του εργοστασίου από βομβαρδισμό τον Μάιο του 1944 Στα τέλη του ίδιου έτους επανεκκινήθηκε η διαδικασία, όμως ολοκληρώθηκαν μονάχα έξι. 1945ην περίοδο 1945-46 παραδόθηκαν ακόμα 64 μονάδες. ΐ ]
Αμέσως μετά την απελευθέρωση της Γαλλίας το 1944, η παραγωγή του Fi & # 160156 συνεχίστηκε κανονικά στο εργοστάσιο της Morane-Saunier, αυτή την φορά για να καλυφθούν οι ανάγκες της Γαλλικής Πολεμικής Αεροπορίας (Armée de l'Air). Τα αεροσκάφη, που ονομάζονταν εγχώρια MS 500, ολοκληρώθηκαν με υπάρχοντες κινητήρες Argus. Σταδιακά παρουσιάστηκαν διάφορες παραλλαγές του αρχικού αεροσκάφους, με διαφορετικούς κινητήρες κασασμ. Όταν χρησιμοποιήθηκαν σε επιχειρήσεις στην Γαλλική Ινδοκίνα, κατέστη σαφές πως οι ξύλινες πτέρυγες ήταν ανεπαρκείς και στην συνέχεια αποφασίστηκε να αντικατασταθούν από μεταλλικές. Επίσης αφαιρέθηκε το οπίσθιο πολυβόλο και έγιναν διάφορες τροποποιήσεις. Συνολικά κατασκευάστηκαν στην Γαλλία 141 αεροσκάφη πριν την απελευθέρωση και άλλα 925 μεταπολεμικά.
Τα πλαίσια του Συμφώνου Μολότοφ-Ρίμπεντροπ που σύναψαν ΕΣΣΔ και Γερμανία tot 1939, α α α Βάσει της συμφωνίας η ΕΣΣΔ είχε το δικαίωμα είτε να παράγει παρόμοια σχεδιαστικά αεροσκάφη είτε ααστεόσασσυσσκάστεόσασυσσκάσυσσκάσσκά στεκάσασσκάσσκάσυσυσυσσκάσυσυσυσυσυσσκάσυ σενεκάσσκάσσκά στεκάσασυσεκάσασυσυσυσυσυσυσυσυσυσυσυσυ στεκάσασυσευσασυσυσα Ανάμεσα στους τύπους περιλαμβάνονταν και το Fi 156C, οο οποίο οι Σοβιετικοί επέλεξαν να αξιοποιήσουλ. Σχεδίαζαν να κατασκευάσουν δύο εκδόσεις, το αεροσκάφος στρατιωτικής συνεργασίας SS και το νοσοκομειακόα. Ένα πρωτότυπο ολοκληρώθηκε εντός του 1940 στο Κάουνας της ΣΣΔ Λιθουανίας, όμως το όλο εγχείρημα δεν προχώρησε εξαιτίας της γερμανικής επίθεσης τον Ιούνιο του 1941 Επίσης το Σχεδιαστικό Γραφείο Αντονόφ είχε αναπτύξει ένα αντίστοιχο αεροσκάφος, το οποίο ήταν μεν πολύ βαρύτερο και χρειάζονταν πολύ μεγαλύτερη έκταση για να απογειωθεί να προσγειωθεί αλλά είχε επίσης σημαντικά ανώτερη ακτίνα δράσης και ικανότητα μεταφορφ. Α ]
| Έκδοση | Fieseler | Morane-Saulnier | Mraz | Leichtbau | Σύνολο |
|---|---|---|---|---|---|
| A-0 | 10 | 10 | |||
| B-0 | 14 | 14 | |||
| B-1 | 36 | 36 | |||
| C-1 | 286 | 286 | |||
| C-2 | 239 | 239 | |||
| C-3 | 1,230 | 525 | 1,755 | ||
| C-5 | 259 | 32 | 63 | 354 | |
| D-1 | 117 | 117 | |||
| D-2 | 46 | 10 | 56 | ||
| Σύνολο | 1,908 | 784 | 78 | 73 | 2,867 |
Σύγχρονες εκδοχές του Storch [Επεξεργασία | επεξεργασία κώδικα]
Meer besonderhede hieronder. Storch στη σημερινή εποχή. Οι απόπειρες αφορούν συνήθως μοντέλα σε κλίμακα ¾πως το Pazmany PL-9 Stork και το RagWing RW19 Ooievaar vir Roger Mann.
Επίσης στην κλίμακα των ¾ είναι το Slepcev Storch, το οποίο αρχικά κατασκευαζόταν στην Αυστραλία καρ Γ ]
Cuprins
In 1935 het die Reichsluftfahrtministerium (RLM, Ministerul Aerului) 'n voorsiening vir 'n voorsorgmaatreël vir lugvaart, legăturii între diferite comandamente ale armatei sau la evacuarea răniților. La acest proiect au r [draai Messerschmitt AG cu Messerschmitt Bf 163, Siebel Flugzeugwerke Halle K.G. cu Siebel Si 201, Fi Fieseler Flugzeugbau cu Fieseler Fi 156. Acesta era conceput de către designer-ul șef Reinhold Mewes and the directorul tehnic Erich Bachem. Fieseler Fi 156 is 'n tyd wat ons kan gebruik om STOL te gebruik (kort vertrek en landing - afion cu decolare ai aterizare pe distanțe scurte). Ons het 'n karakteristieke karakter, 'n voorafbepaalde reeks van die nuutste voorwerpe van die a-și plia aripile pa lângă fuzelaj pentru a facilita transportul, viteza voorte mică de aterizare precum and cursa mare a amortizoarelor oleo-pneumatice frământate terenuri.
Germania Modificare
Ongeveer 2900 aparte vervaardigingsfabrieke in Fieseler din Kassel, hoofmodel van model C. In 1942 vervaardig Fieseler Fi 156 'n fost mutată la fabrica Morane-Saulnier din Puteaux Fran. Datorita cererii de avioane de tipul Bf 109 en Fw 190, in 1943 produksie van Fieseler Fi 156 a fost mutată la Leichtbau Budweis in Budweis.
Cehia Modificare
In 1944 vervaardig die Fieseler Fi 156 'n fost mutată van die Leichtbau Budweis la fabrica Mráz in Chocen care a producer 138 of exemplare denumite K-65 Čáp. Vervaardig in 1948.
Franța Modificare
Ons kan die produksie van die Fieseler Fi 156 in 1944 op 'n permanente wyse inskryf, met 'n maksimum opbrengs van MS 500, met 'n versameling van die konstruksie van argus as 10 in 'n stok. Verskeie modelle kan ook op verskillende maniere gebruik word. MS 500 a fost folosit de către Armée de l'Air in conflictul din Indochina. Au fost construite 141 aparte până la terminarea celui de al Doilea Război Mondial en in totaal 925 aparte până la încheierea produksies, in 1965.
România Modificare
Producția sub licență a început in România in 1943 la fabrica ICAR București. Op 23 Augustus 1944 kan u 10 afsonderlike vakansie -afdelings vir die vervaardiging van al ons bestaande nywerhede bewerkstellig. Alte 70 de aparate au fost construite până la încetarea producției, in 1948. Acest tip de avion a fost retras din folosință in 1964. Varianta construită in România s-a numit Fieseler Fi 156Ca3. Pe parcursul carierei sale sub culorile României el a fost folosit ca avion de recunoaștere aeriană, legătură între diferite comandamente ale armatei sau la evacuarea răniților. U kan ook 'n gunstige bron vir die herontplanning van die planoare van die sanitêre stelsel in Aviasan kry. [1]
10 Luftwaffe -vliegtuie het beslis besorgdheid aan die bondgenote gegee
Hierdie top tien vliegtuiglys van die Luftwaffe is nie net bedoel om die sukses of hoë getalle van 'n spesifieke ontwerp te weerspieël nie, maar ook om die impak en historiese betekenis wat 'n spesifieke vliegtuig gehad het op Luftwaffe se operasionele behoeftes te erken.
Dit beklemtoon ook die potensiaal wat nooit bereik is nie.
10. M.acchi C.205 'Windhond' (vegter)
Dit mag vreemd lyk om 'n Italian Fighter op die lys van die top 10 Luftwaffe -vliegtuie te sien. Maar die feit was dat baie buitelandse ontwerpe deur die Luftwaffe gebruik is.
Byvoorbeeld, 182 van die betroubare Franse De 520's is deur die Duitsers as gevorderde opleiers gebruik. Ondanks sy baie tekortkominge, is 430 van die werklik ontsaglike Italiaanse SM.82 deur die Luftwaffe as swaar vervoerers gebruik. The very outdated Italian biplane, the Fiat CR.42 ‘Falcon,’ was used quite effectively for night fighter duties.
A Macchi C.205 with German markings in 1943.
However, there was one foreign aircraft the Luftwaffe used that stood head and shoulders above all the rest: the formidable 400mph (over 643 kmph) Italian fighter aircraft the Macchi C.205 ‘Greyhound.’
Armed with two 20mm cannons and two 12.7mm heavy machine guns, it was a match for the P-51D Mustang, as well as the latest version of the Spitfire or Bf 109s.
An Italian Macchi C.205 Veltro aircraft found on Catania airfield, Sicily (Italy).
Uitspraak: Only around 25 aircraft were made. If it had been produced in greater numbers and allowed to mature as a design, its contribution to the defense of Germany would have been much more significant.
Macchi C.205V 352nd squadron at Capoterra (Sardinia), July 1943.
9. Arado Ar 96 (Trainer)
The Ar 96 was neither a glamorous nor an exciting aircraft. Like most trainers, it was often overlooked or simply forgotten.
Before its introduction in 1939, the Luftwaffe had to rely on outdated bi-planes for training, such as fixed wheeled landing gear aircraft like the Buecker 131 with its open cockpit, or obsolete combat types like the Heinkel He 51 constructed of a mixture of metal and fabric.
An Arado Ar 96 trainer aircraft in Germany, in 1945.
Then along came the Ar 96 twin-seater trainer, a true game-changer of an aircraft.
What set it apart from its predecessors was its modern low-wing monoplane design with an enclosed cockpit, retractable landing gear, and all metal construction. It looked and acted like the planes that the trainee pilots would end up flying in combat.
German wartime production was nearly 3,000 of these highly successful aircraft. A testimony to its durability was the fact that hundreds more were built after the war. Until 1950, Czechoslovakia built a version of it (the Avia C.2B), and the French built various versions until 1958.
Arado Ar 96Bs in echelon flight.
Uitspraak: It trained and influenced tens of thousands of Luftwaffe pilots who saw combat in World War II.
British troops inspecting abandoned German Gotha Go 145, and a solitary Arado Ar 96 training aircraft at Celle airport, April 13, 1945.
8. Heinkel He 162 ‘People’s Fighter’ (Jet Fighter)
This may seem like an odd choice to be on a Luftwaffe Top Ten list. The He 162 was often referred to by its construction codename of ‘Salamander.’ It saw only a couple of months of confused service at the end of the war and claimed just a handful of aerial victories.
The He 162 may have been born out of desperation and despair, but it nevertheless formed an intriguing ‘what if’ scenario.
A captured He 162 120230 in France, brought to the USA by Operation Lusty.
Its short history is truly remarkable. On the 10 th of September, 1944, the German High Command issued an urgent requirement for a single-seater defensive fighter. They demanded that it should be extremely cheap to produce and easy to fly.
On the 25 th of September a design was chosen, and on the 6 th of December, the He 162 took to the air for the first time. Just 87 days from proposal through design to flight.
He 162 120077, surrendered to the British at Leck, pictured at Freeman Field, Indiana, 1945.
On its first flight, there were some structural issues. On the second flight, it crashed and the test pilot was killed. Both failures were found to be due to the type of glue which was used to join the wooden parts together (of which there were many on this aircraft).
In addition, there were also design issues which could only be partly addressed as it was already going into production.
Unfortunately, the idea that it could be used by pilots from the Hitler Youth with just glider training proved totally unrealistic. As Ernst Heinkel would say about this later, “Die unrealistic notion that this plane should be a ‘people’s fighter,’ in which the Hitler Youth, after a short training regimen with clipped-wing two-seater gliders like the DFS Stummel-Habicht, could fly for the verdediging of Germany, displayed the unbalanced fanaticism of those days.”
Despite this, the aircraft was highly regarded by the Allied pilots who tested it at the end of the war.
Heinkel He 162.
Uitspraak: A total of 116 He 162s were built by the end of the war, and an additional 600 to 800 were in various stages of completion. Just imagine what would have happened if these twin-cannoned, 562 mph, easy-to-produce jet-powered fighters flown by junior pilots had entered service in the numbers envisaged…
The Hinterbrühl underground production line for the He 162A was captured in April 1945.
7. Messerschmitt Me 410 ‘Hornet’ (Fighter-Bomber)
This aircraft was developed from a long line of failures which started with the widely produced Messerschmitt Bf 110 ‘Destroyer’ that was designed to be a multi-role fighter which sacrificed maneuverability for range, speed, and fire-power. In battle, it proved itself to be highly flawed.
Its replacement was the disastrous ME 210. This model had too many design flaws to list here and is best summed up by its chief test pilot who said it had “all the least desirable attributes an aeroplane could possess.”
An Me 410A-1 U4 with a BK 5 cannon peels off during attack on USAAF B-17s.
But then, like a phoenix from the flames of terrible design hell, arose a much improved and redesigned Me 210 which had a new wing, longer fuselage, more powerful engines and other technical refinements.
Because its predecessors had gained notoriety as death-traps, the aircraft was named the Me 410 and portrayed as a totally new aircraft.
The Me 410 was a natural bomber destroyer. It had two 20mm cannons and two 7.62mm medium machine guns with under-wing 21cm rocket launcher, along with two rear-firing 13 mm heavy machine guns.
However, it also proved useful in the role of armed reconnaissance, coordinating long-range sea rescues, night interceptions, dedicated De Havilland Mosquito chasing, and fighter-bomber duties.
Me 410, W.Nr.10018, (FE499) after being sent to the United States.
There were 1,189 Me 410s produced between 1943 to 1944 and production only stopped due to the Jägernotprogramm (Fighter Emergency Program) that prioritized moving all aircraft production to producing just defensive fighters only.
Uitspraak: This was a prime example that if time and effort was spent, a design could mature into a worthwhile aircraft of value and merit.
Messerschmitt Me-410A-1-U2 Hornisse, Germany. Photo: Mike Freer GFDL 1.2
6. Fieseler Fi 156 ‘Stork’ (Reconnaissance & communications aircraft)
This awkward and fragile looking three-seater aircraft was, in fact, a true marvel. First produced in 1937, it was designed primarily for liaison, forward air control, and medical evacuation.
However, it proved highly adaptable and was modified to carry out a whole host of other duties. There was the Fi 156 F/P counter-insurgence version with its side window-mounted machine guns and underwing bomb racks, and the Fi 156 U anti-submarine version, able to carry a single depth charge.
A captured German Fieseler Fi 156C-3 Trop Storch.
But where this aircraft excelled was in its incredible STOL performance and its low stall speed of 31 mph, which is incredible when compared to the P-51D’s stall speed of 100 mph. Both these features made it legendary in its many escapades.
In 1943, during Operation Eiche to rescue the deposed Italian Dictator, Benito Mussolini, an Fi 156 landed on a strip just 100ft (30m) long on a rocky mountain-top. Later on, it took off, overloaded, and yet still managing to get off the ground after just 250ft (80m).
The Fi 156 did this kind of things countless times throughout the war to rescue injured soldiers or drop off reconnaissance film.
The design was so successful that France kept on building these aircraft until 1965.
Fi 156 in flight.
Uitspraak: An air force needs not just combat aircraft but also highly flexible aircraft like the Fi 156.
Fieseler Fi 156. Photo: Tony Hisgett CC BY 2.0.
The Storch involved in Mussolini’s rescue in the Gran Sasso raid. Photo: Bundesarchiv, Bild 101I-567-1503C-04 Toni Schneiders CC-BY-SA 3.0
5. Junker JU 87 ‘Stuka’ (Dive Bomber)
This design first entered service with the Luftwaffe in 1936. By the end of World War Two, it was hopelessly outdated. However, for a brief moment between 1940 to 1941, it personified the terror and brilliance of the German Blitzkrieg. It could appear out of nowhere, its siren blaring like a wailing banshee as it dived down to drop bombs with pinpoint accuracy.
Ju 87 diving procedure.
But as early as the Battle of Britain in 1940, it became obvious that the Ju 87 was highly vulnerable. Even when it did have adequate fighter protection, its low speed and need to operate at low altitude made it hard for any fighter to protect it effectively.
It limped on until the end of the war, simply because there were never enough new aircraft to replace it.
Around 6,500 were produced and served on all fronts.
Ju 87 G-1 “Kanonenvogel” with its twin Bordkanone 3.7 cm (1.46 in) underwing gun pods. Photo: Bundesarchiv, Bild 101I-646-5184-26 : Niermann : CC-BY-SA 3.0
Uitspraak: Despite it short-comings, in its heyday it was one of the most feared aircraft in the world.
Junkers Ju 87 B during the Battle of Stalingrad. Photo: Bundesarchiv, Bild 183-J20509 CC-BY-SA 3.0 
Junkers Jumo 211 inverted V12 powerplant on an aircraft undergoing repair (North Africa, 1941). Photo: Bundesarchiv, Bild 146-1981-064-16A CC-BY-SA 3.0
Three German Junkers Ju 87D dive bombers, Stuka, over Yugoslavia, in October 1943. Photo: Bundesarchiv, Bild 183-J16050 : CC-BY-SA
4. Focke-Wulf Ta 152H (Fighter & Interceptor)
Although descended from the Fw 190, this was very much a newly designed aircraft. If it had been allowed to develop, it would have been a major threat by 1945.
A captured Focke-Wulf Ta 152H fighter painted in British markings after the war.
It was intended that there would be three versions of this aircraft, all capitalizing on the ease of production of having one common design. But in reality, only the Ta 152H High altitude Fighter/interceptor version saw any kind of service.
It was deployed in small numbers from January 1945 onwards. It had a giant wingspan of 47ft (compared to the Me 109G’s 32 ft), a top speed of 472 mph (the Fw 190A-8 was 408mph), and it could climb at a rate of 3,937 ft/min (a P-51D Mustang was 3,200ft ft/min) to a height of just under 50,000ft (in comparison, the jet-powered Me 262A could reach just 37,500 ft).
The Ta 152H could pack a hefty punch and was also relatively easy to fly for anyone who had flown an Fw 190 as they had a lot of features in common.
Focke-Wulf Ta-152 H
Uitspraak: It was the pinnacle of propeller single engine design and though jet powered aircraft would have soon out classed it completely, it might have reigned supreme over the skies of Europe, if it had been allowed to go into full-scale production.
Ta 152H, unknown date. The greatly extended wing is clearly evident in this image.
3. Focke-Wulf Fw 190 ‘Shrike’ (Fighter/Fighter-Bomber)
This aircraft might well have taken the number one spot on this list, as it was a true thoroughbred of a design. It was continually and successfully updated throughout the war, with around 20 major variants. The Fw 190 only reached its design limits in 1945.
With over 20,000 being built, it was produced in sufficient numbers to have a real impact on the war.
A German Focke-Wulf Fw 190 A-3 of 11. JG 2 after landing in the UK by mistake in June 1942.
Compared to the Bf 109, it had much wider wheels and this led to far fewer ground-based accidents. Its use of cables with rigid push-rods and bearings to operate its controls led to a more responsive aircraft.
In addition, due to some design innovations, it was a much less demanding aircraft to fly. As a result, most Luftwaffe pilots considered the Fw 190 a much better aircraft than the Bf 109.
Fw 190 A-0s or A-1s of an unknown unit in France. Photo: Bundesarchiv, Bild 101I-619-2664-07 Kestner CC-BY-SA 3.0
Even the Allies came to appreciate this awesome aircraft when, in 1942, a captured Fw 190 was tested extensively against a Spitfire VB. The Fw 190 was found to be superior in virtually all ways: speed, climb, and dive at all altitudes.
The Fw 190 was also found to accelerate faster and be a much more agile fighter than the Spitfire, although the Spitfire could, on most occasions, out turn the Fw 190.
The FW 190 enjoyed some success as a night fighter and was the Luftwaffe’s main ground attack aircraft towards the end of the war.
Fw 190A-3 of JG 1 in the Netherlands, summer 1942. Photo: Bundesarchiv, Bild 101I-361-2193-25 Doelfs CC-BY-SA 3.0
Uitspraak: From late 1941 until the end of the war, this aircraft appeared on all fronts and was always a challenge to beat, no matter what Allied aircraft came up against it.
2. Messerschmitt Bf 109 (Fighter)
This aircraft was introduced in 1936 and stayed in Luftwaffe service up until the end of the war in 1945. With nearly 34,000 planes built, it became the most produced fighter aircraft in history.
Although it was quickly outclassed by successive Allied aircraft like the Northern American Mustang, Hawker Tempest, and Lavochkin La-5, continually new variants of the Bf 109 allowed it to stay relevant and effective right up until the end of World War II.
A Bf 109G-6 of JG 27 in flight, 1943. Photo Bundesarchiv, Bild 101I-662-6659-37 : Hebenstreit : CC-BY-SA 3.0
Like most great aircraft, it was later adapted to fulfill a variety of roles: bomber escort, interceptor, fighter bomber, all-weather fighter, and reconnaissance aircraft.
It had all the attributes of a good dog fighter. It was easy to build and was not too difficult to fly. However, it was not without it faults, as the cockpit was cramped and pilot visibility was far from perfect.
Bf 109E-3 in flight, 1940.
Uitspraak: Its length of service, high production rate, versatility and effectiveness made this a true Luftwaffe classic.
Bf 109F-4 of JG 3 near Reims, France. Photo G.Garitan CC BY-SA 3.0
Luftwaffe ground-crew positioning a Bf 109G-6 equipped with the Rüstsatz VI underwing gondola cannon kit. France, late 1943. Bundesarchiv, Bild 101I-487-3066-04 Boyer CC-BY-SA 3.0
1. Messerschmitt Me 262 (Jet Fighter)
Despite a protracted and politically interfered with development, the Me 262 matured into a highly proficient fighter, fighter-bomber and night fighter.
Large scale production of this aircraft was not able to start until March 1945. But by then the Allies were relentlessly strafing all their bases and the German economy had collapsed, meaning there was a chronic shortage of jet fuel.
Me 262B-1a U1 night fighter, Wrknr. 110306, with FuG 218 Neptun antennae in the nose and second seat for a radar operator. This airframe was surrendered to the RAF at Schleswig in May 1945 and was taken to the UK for testing.
Despite all this, towards the end of the war, there were times when the Me 262 destroyed enemy aircraft at a ratio of 1:4, showing what the aircraft could truly do.
Sadly, most of the 1,430 Me 262 were either never delivered, destroyed while still on the ground at their bases, or disabled by their crews before the bases were overrun. If it had ever been given a chance, this revolutionary aircraft could quite possibly have regained air superiority for the Germans.
This airframe, Wrknr. 111711, was the first Me 262 to come into Allied hands when its German test pilot defected on March 31, 1945.
Uitspraak: This 560 mph jet would influence future generations of jet designers. It had its shortcomings, but considering it was a first generation jet, it was nevertheless impressive.
Me 262 A in 1945 Bundesarchiv, Bild 141-2497 CC-BY-SA 3.0.
Me 262 cockpit.
Messerschmitt Me 262A at the National Museum of the United States Air Force.
Cuprins
Concepție și producție
În 1935, RLM ( Reichsluftfahrtministerium , Ministerul Aviației din Reich) a invitat mai multe companii de aviație să prezinte propuneri de proiectare care să concureze pentru contractul de producție pentru un nou proiect de aeronavă Luftwaffe potrivit pentru legătura, cooperarea armatei (astăzi numită control aerian înainte ) și evacuare medicală . Acest lucru a dus la faptul că Messerschmitt Bf 163 și Siebel Si 201 concurează împotriva intrării firmei Fieseler. Conceput de proiectantul șef Reinhold Mewes și de directorul tehnic Erich Bachem , designul Fieseler a avut o performanță mult mai bună la decolare și aterizare („ STOL ”). O lamelă fixă se întindea de-a lungul întregii lungimi a marginii anterioare a aripilor lungi, în timp ce un set de suprafețe de control articulate și orizontale se întindea pe toată lungimea marginii finale. Acest lucru a fost inspirat de Junkers Doppelflügel din anii 1930 , conceptele de proiectare a suprafeței de control a aripilor cu două aripi. Pentru 156 Fi, această setare de-a lungul marginii Trailing fiecare panou aripa a fost împărțită aproape de 50/50 între cele situate-orientate spre interior clapetele și situate-exterior eleroanele , care, la rândul său, a inclus fila de scurtare dispozitive peste jumătate din lungimea laturii trailing fiecare eleronului lui.
O caracteristică de proiectare rară pentru aeronavele terestre a permis ca aripile de pe Storch să fie pliate înapoi de -a lungul fuselajului într-un mod similar cu aripile bombardierului torpedo Fairey Swordfish al Marinei Regale . Acest lucru a permis ca aeronava să fie transportată pe o remorcă sau chiar să fie remorcată încet în spatele unui vehicul. Balamaua primară pentru aripa rabatabilă a fost localizată în rădăcina aripii, unde aripa din spate a întâlnit cabina. Picioarele lungi ale trenului principal de aterizare conțineau amortizoare cu ulei și arc care aveau o deplasare de 40 cm (15-3 / 4 inci), permițând avionului să aterizeze pe suprafețe relativ aspre și neuniforme aceasta a fost combinată cu o distanță de „pre-călătorie” de 20 cm, înainte ca oleosul să înceapă amortizarea șocului trenului de aterizare. În zbor, picioarele principale ale trenului de aterizare atârnau în jos, oferind aeronavei aspectul unei păsări cu picioare lungi, cu aripi mari, de unde și porecla, Storch . Cu viteza sa de aterizare foarte mică, Storch părea adesea să aterizeze pe verticală, sau chiar înapoi, cu vânt puternic direct din față.
Începând cu varianta C-2, Fi 156 a fost echipat cu o poziție ridicată, complet glazurată, pentru o mitralieră flexibilă cu spate MG 15 de 7,92 mm pentru autoapărare.
Producție germană
Aproximativ 2.900 Fi 156, majoritatea variante C, au fost produse din 1937 până în 1945. Producția principală a fost la fabrica Fieseler din Kassel , în 1942 producția a început în fabrica Morane-Saulnier de la Puteaux din Franța . Datorită cererii pentru Fieseler ca subcontractant pentru construirea Fw 190 , producția Fi 156 a fost mutată la Leichtbau Budweis din Budweis până la sfârșitul anului 1943.
Producția sovietică
În 1939, după semnarea Pactului Molotov – Ribbentrop , Germania a furnizat Uniunii Sovietice mai multe avioane, inclusiv Fi 156C . Oleg Antonov a fost responsabil pentru punerea aeronavei în producție pentru a îndeplini cerințele sovietice și i sa oferit o alegere între proiectarea unui avion echivalent sau doar copierea proiectului german, acesta din urmă a fost selectat. Au fost avute în vedere două versiuni: aeronava de legătură SS cu trei locuri și ambulanța aeriană N-2 capabilă să transporte două brancarde plus un medic. Un prototip a fost construit în Kaunas, Lituania, care a zburat înainte de sfârșitul anului 1940, iar producția începea, deoarece fabrica a fost pierdută din cauza avansului german în 1941. În timp ce eforturile lui Antonov au produs un avion mai greu, care a necesitat până la trei de câte ori câmpul pentru aterizare și decolare ca Fi 156C german, avea, de asemenea, o autonomie mult mai mare și o capacitate de încărcare crescută. După război, Antonov a continuat să proiecteze legendarul biplan STOL An-2 , care a avut, de asemenea, o performanță excelentă STOL.
Producție cehă
În 1944, producția a fost mutată de la Leichtbau Budweis la fabrica Mráz din Choceň, care a produs 138 de exemplare ale Fi 156, desemnate local ca „K-65 Čáp”. Producția sa încheiat în 1949.
Producție franceză
Imediat după eliberarea Franței în 1944, producția de Fi 156 la fabrica Morane-Saulnier a fost continuată la cererea Armée de l'Air și desemnată MS 500 pentru lotul de aeronave produse cu stocul rămas de aer Argus- motoare V8 inversate răcite. Alte modificări și utilizarea diferitelor motoare (în linie și radiale ) sunt cunoscute sub diferite numere de tip. Utilizarea aeronavei în Indochina a evidențiat slăbiciunea lemnului în construcția aeronavei s-a decis apoi construirea aripilor de metal. Printre modificări, arma defensivă care țintea prin fereastra din spate a fost aruncată, deși unele aeronave au fost modificate pe teren pentru a lua o mitralieră MAC 34T care trage printr-unul dintre geamurile laterale. Aproximativ 141 de avioane au fost construite înainte de sfârșitul celui de-al doilea război mondial și un total de 925 de avioane au fost construite înainte de sfârșitul producției de toate tipurile de crichet de către Morane-Saulnier în 1965.
Producție românească
Producția de licențe a fost începută și în România în octombrie 1943 la fabrica ICAR din București . Doar 10 au fost construite până când fabrica ICAR a fost bombardată în mai 1944. Producția a fost reluată mai târziu în 1944, dar doar șase au fost finalizate înainte ca lucrările de reparații să oprească producția. Din iunie 1945 până în 1946, au fost construite încă 64 de aeronave.
Rezumatul producției
Producție pe fabrică și pe tip până la 31 martie 1945:
| Tip | Fieseler | Morane-Saulnier | Mraz | Leichtbau | Totaal |
|---|---|---|---|---|---|
| A-0 | 10 | 10 | |||
| B-0 | 14 | 14 | |||
| B-1 | 36 | 36 | |||
| C-1 | 286 | 286 | |||
| C-2 | 239 | 239 | |||
| C-3 | 1.230 | 525 | 1.755 | ||
| C-7 | 259 | 32 | 63 | 354 | |
| D-1 | 117 | 117 | |||
| D-2 | 46 | 10 | 56 | ||
| Totaal | 1.908 | 784 | 78 | 73 | 2.867 |
Dezvoltare modernă
Datorită caracteristicilor sale superbe STOL, au existat multe încercări de a recrea sau copia Storch , în principal sub forma diferitelor avioane construite la domiciliu la scară de trei sferturi , cum ar fi Pazmany PL-9 Stork , RagWing RW19 Stork de Roger Mann și Preceptors STOL Rege .
De exemplu, Slepcev Storch este o reproducere la scară de trei sferturi a originalului, cu unele simplificări. Utilizarea materialelor moderne asigură o performanță STOL mai bună decât cea originală, cu o cursă de decolare de 30 m și o rola de aterizare de 50 m fără vânt frontal. A fost inițial proiectat și fabricat în Australia și acum este fabricat în Serbia.
Fieseler Fi 156F or P - History
Rod The Fixer Comandante di SquadrigliaFieseler Fi 156 'Storch' (Stork) Regia Aeronautica - Academy 1:72
Plaas deur Rod The Fixer » Mon Apr 19, 2021 6:17 am
Hi all,
I'm starting to assemble this old 1:72 Academy kit to make this Fieseler Fi-156 "Storch":
Fieseler Fi 156 'Storch' (Stork) Regia Aeronautica.
Castel Benito, Libya, September 1940 M.M. 56631 1° Gruppo Aviazione Coloniale (Source: Terlizzi M. Fieseler Fi. 156 Storch in Italian service)
As usual a quick view inside the box.
by Rodolfo Masti
Airplane Model: Fieseler Fi-156 - C3 Thanks in advance for your tips
I only found a photo of the plane, therefore I need your help to establish the correct colours, scheme and version of the plane:
Giallo Mimetico 3 - FS 33343 - Gunze H34
Verde Mimetico 3 - FS 34102 - Gunze H 303
Marrone mimetico 2 - FS 30109 - Gunze H33
Wings Tips: White
Interiors: RLM 02
Posts: 1772 Joined: Thu Jul 24, 2003 3:53 pm Plek: Calgary, AB, CANADA Contact: Re: Fieseler Fi 156 'Storch' (Stork) Regia Aeronautica - Academy 1:72
Plaas deur Redakteur » Mon Apr 19, 2021 12:13 pm
Rodolfo,
Here's some information that may help you from Maurizio Di Terlizzi's book: Fieseler Fi-156 Storch in Italian Service IBN Editore . There's a profile from Angelo Brioschi regarding the subject MM. 56631, note that profile is missing the AS white wing tips, Brioschi was using the photo on p.63 - also note the splotches are considerably smaller in the drawing than the photo in your post (an early photo of MM. 56631). The colors in the profile are the late type Serie Mimetica colors (darker): MM2, VM2 over GM3 and Grigio Mimetico undersides with RLM 02 interiors as you stated (see the pages below for interior details and colors such as the cockpit, access hatches, engine areas etc - expand the images in your browser or download the images from here).
