Tag Archives: Trainer

Modli J.M. 8

Yugoslavia flag Yugoslavia (1939-1950)
Trainer – 2 Prototypes

The Modli-8 in use with the Yugoslav Aviation after the war. www.paluba.info

The Modli J.M. 8 was designed in the Kingdom of Yugoslavia, built by the Independent State of Croatia (NDH), and after World War II, operated by the Federal People’s Republic of Yugoslavia (FPRY). It was an inexpensive training aircraft that would be used in this role up to 1950.

The Beginning

The story of the Modli J.M. 8 began in 1938, when an aircraft engineer from the 1st Air Force Regiment (stationed at Novi Sad), Josip Modli, finished work on a new light training aircraft design. He originally intended to design and build a single seat trainer that was cheap and simple to manufacture by using mostly wood. He also intended to gain the interest of amateur aviators and aeroclubs with a low price. The J.M. 8 designation comes from the initials of the designer’s name. Due to its small size and low price, it earned the nickname Komarac/komaрац (Mosquito).

The following year, Modli actually began building this aircraft. He reused the small 18 hp engine taken from a damaged French HM.14 Pou du Ciel (Nebeska Vaš/Небеска Ваш in Serbian). Four had been bought from France in 1935 but, due to construction problems, their use was limited and all were damaged during test flights. One was tested at Novi Sad, where the 1st Air Force Regiment was stationed.

Modli reused the engine from a damaged HM.14 Pou du Ciel for his first prototype. Four of these small aircraft were bought from France. www.vazduhoplovnetradicijesrbije.rs

At that time, word of his design and work reached the Yugoslavian Air Force Headquarters. Headquarters then instructed (or ordered, depending on the sources) aircraft engineer Tišma, who was co-owner of the Albatros aircraft manufacturer from the cit of Sremska Mitrovica, to contact Modli. After short negotiations, Tišma and Modli reached an agreement that Albatros should finish the construction of the J.M. 8.  If the design received any mass production orders, Modli agreed to provide Albatros with a license for its production.

The J.M. 8 was completed in early 1941, with testing scheduled to begin in March. Due to bad weather, Albatros’ main airport at Ruma was flooded during March and early April, so no tests flights were conducted. During the outbreak of the April War (Axis invasion of Yugoslavia), all finished and partially constructed planes from Albatros were loaded on a train on the 10th of April. Because of the great confusion due to the outbreak of war and the lack of documentation, the fate of this train and its cargo is unknown to this day.

After the end of  the April War, the Serbian Air Force Commission made estimates of all unpaid pre-war designs, including the Modli J.M. 8, in order to arrange for future payments for military contracts. The commission, after analysis of the Modli J.M. 8 documentation, concluded that the aircraft did not meet any military requirements and was suitable for civilian use only.

Technical Characteristics 

The Modli J.M. 8 was designed as a single engined, high wing, mixed construction (but mostly wood) training aircraft. Its fuselage had a simple design made of plywood. The high wings and the rear tail were made of a wooden structure covered with fabric. For better flight controls, Modli used two modified Gottingen 426 longerons. The wings were connected to the fuselage with three “N” shaped metal bars on both sides and with two additional ones in the centre. The tail had a large rudder and elevators made of wood.

It was powered by the two cylinder Aubier & Dunne 18 hp engine. The engine compartment was covered with duralumin. The two-bladed propeller was made of walnut. A fuel tank with a capacity of 16 liters was placed in the center of the wing.

The Aubier & Dunne 18 hp engine was reused for the first prototype. Source: www.vazduhoplovnetradicijesrbije.rs

The landing gear was fixed, but was equipped with rubber shock absorbers for greater comfort and control during  landing. There was no rear wheel, being instead equipped with a small skid and shock absorber.

The pilot’s cockpit was fully open with a small windshield at the front. The cockpit had a simple design and was equipped with basic controls and instrumentation. These flight instruments included an airspeed indicator, fuel level, tachometer, and altimeter. As the first prototype was never adequately tested, details about its flying performance are not known.

During World War II

After the Yugoslavian capitulation, its territories were divided between the Axis forces. The Germans created the Independent State of Croatia (Nezavisna Država Hrvatska) puppet state. Despite promises of sending military equipment, weapons and aircraft, the NDH was mostly supplied with older or captured equipment. The NDH aviation industry was heavily dependent on supplies from Germany and Italy, as it lacked any major production capacity or industrial development, meaning domestic production was not possible. The only attempt at domestic production was with the Modli aircraft.

In 1941, Modli joined the new NDH Air Force with the rank of Flight Captain as a flight school instructor. He immediately began working on his second prototype, now simply called Modli-8. Unlike his first prototype, the second one was powered by a stronger four-cylinder Praga-B giving 40 hp. As this engine was too strong for the prototype, its power was reduced to just 20 hp. For the landing gear, two smaller rear wheels from a German Me-109 were reused. The Modli-8 was also shorter in comparison to the first prototype by 0.94 ft (15 cm).

In 1943 Modli was transferred to the technical workshop of the 1st Air Base in Zagreb, where he continued to develop his plane. In 1944, the Modli-8 was completed and introduced to NDH operational service according to authors T. Lisko  and D. Čanak. Unfortunately, they do not give more information on its service history. According to authors B. Nadoveza and N. Đokić on the other hand, noted that Modli deliberately delayed the production of the Modli-8 and it was never fully completed for use by the NDH.

On 26th October 1944, Josip Modli fled to Slovenia at the helm of a Bücker Bü 131 “Jungmann” in hopes of joining the Yugoslav Communist Partisans. Meanwhile, his assistants and friends in Zagreb hid the Modli-8 prototype in the attic of an old shed. Due to the chaos and confusion caused by the war, it was easy to hide the small and lightweight prototype. The Modli-8 would survive the war intact.

The Modli-8 was the only NDH domestically-built aircraft during the War. These two pictures may be the only ones of the Modli-8. Source: www.paluba.infok

In NDH service, the Modli-8’s lower fuselage, wings, and tail were painted in silver. The upper part of the fuselage and vertical stabilizer was blue. The wings struts were painted in red, while the middle of the fuselage wore a red stripe on both sides with a white outline. There were NDH markings with a large “JM8” painted on the tail. The color scheme would remain the same after the war but the NDH marking would be replaced with the Communist Star.

After the War

After the collapse of the NDH and the German forces in Yugoslavia, Modli, now Captain in the Yugoslav People’s Army, moved his prototype from Zagreb to Skopje, where it was completed in an army workshop. Modli himself flew the prototype during the summer of 1945. Surprisingly , he did not report this flight to his superiors and an alarm was raised, with several fighters launched to intercept him. Modli was lucky, as this incident did not affect his military career. The Modli-8 was, by order of Air Force Command, moved to Belgrade for further tests. The aircraft proved to be a good design, as it was easy and pleasant to fly according to test pilot Vasilije Vračević. There were some issues with the sensitivity of the large rudders and elevators during flight. For take off, it only needed a very short 170 m (558 ft) runway, and could land on a 125 m (410 ft) airfield. The maximum speed was around 100 km/h 223 mph at an altitude of 1 km.

The Modli-8 was then given to Aircraft Center Vršac, where it was used for training and propaganda flights. It was used operationally up to 1950, when it was removed from Army service. During its operational service, the Modli-8 was also used as a glider trainer. Under the right conditions it could be used as a glider with the engine shut off, which was useful for glider training.

Josip Modli later (date unknown) designed a two-seater version named Modli-9, but it was never fully completed. Both the Modli-8 and the unfinished 9 were given to the Croatian Technical Museum (Zagreb)  after the death of Josip Modli in 1974.

Production and Modifications

Despite being cheap, easy to build, and pleasant to fly, the Modli-8 was never adopted for military or civilian service. The first prototype was never fully tested due to the outbreak of the war and was lost (precise fate unknown). The second prototype was built during the war and was in use up to 1950. Despite the good feedback for its flight performance from the military, the Modli-8 was rejected for production, mostly due to the recent adoption of the BC-3 Trojka.

Modli J.M.8 – First prototype powered with Aubier & Dunne engine, lost in WW2.

Modli-8 – Second prototype powered by Praga-B engine and with other minor improvements, in service until 1950.

Modli-9 – Two-seater version, never fully completed.

Conclusion

Despite the few number of built aircraft, the Modli J.M. 8 had a small but interesting development history, changing owners several times. It had the honor of being the only aircraft built in Croatia during World War II. Despite its simplistic nature, it saw extensive use as a trainer after the war.

Operators

  • Kingdom of Yugoslavia – One built prototype
  • Independent State of Croatia (NDH) – Constructed one prototype but never tested
  • Federal People’s Republic of Yugoslavia (FPRY) – Operated the Modli-8 up to 1950.

Modli-8 (second prototype) Specifications

Wingspans 31 ft 2 in / 9.5 m
Length 19  ft 7 in / 6 m
Height 6 ft  / 1.85 m
Wing Area 36.25 ft² / 11.05 m²
Engine One four cylinder Praga-B 40 hp engine
Empty Weight 474 lbs / 215 kg
Maximum Takeoff Weight 705  lbs / 320 kg
Fuel Capacity 16 l
Climb Rate to 1 km In 10 minutes
Maximum Speed at 1 km 223 mph / 100 km/h
Take of run 558 ft / 170 m
Landing run 410 ft / 125 m
Range 124 mi / 200 km
Maximum Service Ceiling 5578 ft / 1,700 m
Crew 1 pilot
Armament
  • None

Gallery

Illustrations by Carpaticus

Modli Croatia
Modli Yugoslavia

Sources:

  • T. Lisko  and D. Čanak (1998), The Croatian Air Force In The WWII, Nacionalna i sveučilišna knjižnica, Zagreb
  • Vojislav V. Mikić, (2000) Zrakoplovstvo Nezavisne države Hrvatske 1941-1945, Vojno  istorijski institut Vojske Jugoslavije
  • B. Nadoveza and N. Đokić (2014), Odbrambena Privreda Kraljevine Jugoslavije, Metafizika Beograd.
  • Nebojša Đ.and Nenad M. (2002), IPMS Yugoslavia and Yugoslavian Aviation Special Interest Group Bulletin No 1-4, 

 

 

Fizir Prelazni FP-2

Yugoslavia flag Yugoslavia (1933-1947)
Training aircraft – 81 Built

Front view of the FP-2. [vazduhoplovnetradicijesrbije.rs]
The FP-2 was designed as an advanced two seater biplane trainer for the Yugoslav Royal Air Force in late 30s. It would be used to equip pilot training schools for some years before WW2. During World War II, it would be used by the Axis powers, which managed to capture a number of them, for limited ground attack operations. The FP-2 would survive the war in smaller numbers and remain in use up to 1947.

History

As the Yugoslav Royal Air Force began to develop and acquire more modern types of aircraft, the need for advanced training aircraft became apparent. Due to the obsolescence of older trainers, the Yugoslav Royal Air Force Command issued orders to begin developing a new series of advanced trainers in 1933. One of the designs submitted was the Fizir FP-1 biplane made by Zmaj. Despite its disappointing overall performance, a new design was desperately needed. At the same time, a design team composed of Rudolf Fizir and Dušan Stankov began working on a new model named FP-2. In a later address to Zmaj management in May of 1940, Dušan Stankov wrote that he was responsible for the design of the FP-2, with little to no input from Rudolf Fizir. While the Royal Air Force command was more in favor of a monoplane design, the FP-2 nevertheless received a green light.

Name

The capital letters in the name FP-2 are an abbreviation for “Fizir Prelazni 2” (Физир Прелазни ФП-2). Depending on the source, it is also sometimes identified as F.P.2. During its operational service in the Yugoslav Royal Air Force, it was also known as F.P.2-K7 after its engine name, or Fizir-Stankov F.P.2 after its designers. This article will use the FP-2 designation, as it is best known today.

What is interesting is that the FP-2 name may suggest that it was an improved version of the earlier FP-1. In reality, these two projects had nothing in common. This name was done mainly for administrative reasons, in order to obtain the funds allocated for FP-1.

Work on the Prototype

Work on the first prototype began in early 1933. At this time, the Yugoslav Royal Air Force officials were negotiating with the French for licenced production of several Gnome-Rhone engine designs, including the K-7, K-9 and K-14. For this reason, it was decided to test the performance of these engines by installing them into several prototype aircraft. This decision included the FP-2 ,which was to be powered by a French Gnome-Rhone K-7, making 420 hp.

The first prototype was officially completed by the end of 1933. It was flight tested by Zmaj test pilot Pavle Bauer. The pilot performed a series of test flights without any problems. As the first flights were successful, the FP-2 was given to the Yugoslav Royal Air Force for further testing in early 1934. For the testing of the FP-2, a commission of seven members was tasked with determining its exact flight performance. The test flight series began on the 19th of February, and after only four days a preliminary report was submitted to the Yugoslav Royal Air Force Command. The report gave mostly positive remarks on the FP-2 performance, with a few changes requested, such as increasing of the fuel load, a better position for the instruments inside the cockpit, modifications of the seats etc. The K-7 engine performance was deemed sufficient, and it was also noted that the testing of the FP-2 with any other engines at the moment was not required. This commission also urged for the FP-2 to be put into production as soon as possible. 

The FP-2 design team expected that a production order was to be given shortly by the Yugoslav Royal Air Force Command. But this was not the case for several reasons. The main problem was the inability of the Rakovica factory to locally produce the K-7 engine by 1936.  Due to high prices, the Yugoslav Royal Air Force could not buy these engines directly from France. Another issue was the adoption of the new Rogožarski ‘PVT’ high-wing training aircraft which used the same engine and offered better performance than the FP-2.

In order to solve this problem, the Zmaj engineers decided to replace the K-7 with the nine-cylinder Valter Pollux II (320 hp) engine. The ensuing flight tests carried out showed that the new engine only worsened the flight performance of the FP-2, due to lower power output. Thus, Zmaj was forced to replace it with the original K-7.

From the end of October to the first half of November 1934, more tests were carried out on the FP-2 with the K-7 by a second commission. This new commission had six members and was tasked with FP-2’s overall performance more thoroughly. These tests also included the testing of a few different types of propellers. The results showed that the metal type propellers gave better performance. In addition, the operational radius was evaluated and the results showed that, at the speed of 100 mph (161 km/h), the FP-2 could stay operational for three hours. Several pilots flight tested the FP-2 and, in general, positive remarks were given about its performance. The changes in the cockpit instrument arrangement was also rated as an improvement. After the tests were completed, this commission gave positive reviews for the FP-2 and suggested that it should be adopted for production as a basic trainer, but not as a fighter trainer due to the lack of performance for this role.

Technical Characteristics

The FP-2 was designed as a single-engine, two-seater basic trainer biplane. The FP-2 was made using wood as its main construction material and then covered with canvas. Its wooden elements were connected using metal pleats and rivets. The fuselage consisted of 16 oval shaped frames that were all connected with four long wooden spars. The wing’s construction was made of wood and then covered with fabric. Rear tail unit was made using a combination of metal and wood, which was then covered in  fabric. The landing gear was a fixed design with two wheels equipped with shock absorbers. There was no rear tail wheel and instead used a small skid which also was provided with a shock absorber. In winter, the front wheels could be replaced with skis.

It was powered by the French K-7 Gnome-Rhone 313 kW (420 hp) engine. The engine itself was placed on a ring shaped housing made of metal and duralumin construction. The maximum speed achieved with this engine was 148 mph (238 km/h). Being designed as a trainer aircraft, its crew consisted of a pilot/instructor and the student.

In Service Before War

For its service in the Yugoslav Royal Air Force, the first prototype was purchased for 577,000 Dinars in 1934. Next year, the contract for the construction of the first batch of 20 aircraft was signed. These were to be produced and given to basic training schools by 1936. All 20 aircraft were completed on time and were given to the First and Second basic training Schools. A few were temporarily given to the Fighter plane school until the more advanced PVT could be built. Once the PVT was adopted for service, the fighter school FP-2s were given to the basic training schools.

The FP-2 was mainly used to replace older training aircraft models that were in service. In its intended role, the FP-2 proved to have satisfactory performance and generally fulfilled the role of a basic trainer successfully. Only one accident was reported in 1938, when, due to a pilot error, control of the plane was lost and it crashed to the ground. The pilot managed to jump out of the plane and safely landed.

The FP-2 was considered a successful basic trainer by the Royal Air Force before the war. [airwar.ru]
During the production run, there were only minor modifications between the different planes. The FP-2 which were built in 1939 were modified with improved control panels with more updated instrumentation. Zmaj also proposed a modified FP-2H powered by the K-9 engine for use by the navy, but it was not adopted. 

By March 1941, around 9 FP-2 aircraft were reportedly awaiting repairs at the Zmaj factory. The fifth batch of 15 FP-2 were to be built by mid-1941. The materials and engine were assembled but, due to the outbreak of the war, none were delivered to the Yugoslav Air Force. Production of the FP-2 was carried out until the Axis invasion of Yugoslavia in April 1941. 

During the April War

At the time of the Axis attack on Yugoslavia in April 1941, all FP-2 were still assigned to the two basic training schools. The First pilot school was transferred near Sarajevo shortly before the outbreak of the war, along with 10 FP-2. The school was operational until the German capture of Sarajevo. The commander of this school, Colonel Adalbert Rogulja, ordered the entire unit to surrender to the Germans without attempting to sabotage its aircraft. 

The Second pilot school, located at the Kapino polje near Nikšić, had 15 FP-2. As the area was not  attacked by Axis forces, this school was operational until the end of war. The remaining FP-2s were stationed in smaller numbers across Yugoslavia. One was destroyed by the Germans in Novi Sad, and a few more in Niš and Pančevo. By the war’s end, both the Germans and Italians managed to capture an unknown number of FP-2s.

In German Service

The Germans managed to capture the Zmaj factory and an unknown number (possibly more than 15) of FP-2 across Yugoslavia. But they were more interested in the factory itself than the FP-2, and for this reason did not use the aircraft that were captured.

In Italian Service

The Italians managed to capture around 13 fully operational FP-2. One was transported to Italy to be flight tested with other captured Yugoslav aircraft (Do-17K and Hurricane) in early June 1941. The remaining 12 FP-2s were stationed at Tirana, but then repositioned in May 1941 to Shkodër to join the 5° Gruppo, which was part of the 39ª Squadriglia. This unit was equipped with older IMAM Ro-37 aircraft. As these were prone to malfunction, the Italians simply reused the FP-2 and pressed them into service. They were mainly used for liaison missions between Tirana and Shkodër. But Partisan activity began to increase in the area and faced with a lack of any other aircraft, the Italians began to arm the FP-2s. The FP-2s were armed with machine guns taken from the Ro-37 aircraft.

The 39ª Squadriglia would be operational until June 1943 in the Shkodër region. It was then returned to Italy and, while it is not clear, there is a chance that at least three FP-2 were still operational with this unit. The final fate of the FP-2s in Italian service is unfortunately not known.

In NDH Service 

After the April War ended, the Germans captured all surviving aircraft production factories, including Zmaj, in Yugoslavia. They restarted production for their own needs. The newly formed NDH (Independent State of Croatia) puppet state asked the Germans for a number of aircraft for their newly formed air force. This included any available Yugoslavian aircraft that survived the war. The Germans supplied the NDH with FP-2s captured in Sarajevo during the war.

In the case of the FP-2s at the Zmaj factory, there were engines and parts for the incomplete fifth production series that could potentially be built. The Germans delayed any decision whether to allow the NDH to take these aircraft. In 1943, an arrangement was reached between the NDH Aviation Force officials and the representatives of Zmaj for the delivery of the 15 FP-2 aircraft. The production process was slow due to the lack of a qualified workforce and constant sabotage by resistance movements. By 1944, only eight FP-2s were completed for the NDH. The remaining seven would remain in Zmaj factory hangars until they were captured by the victorious Communist Partisan forces in October 1944. 

During the war, the NDH Air Force used the FP-2 in its original role of a training aircraft. As the Partisan activity began to rise, some FP-2s were modified by adding bomb racks for six 12 kg (27 lb) bombs. These were then used to fight the Partisans, but as neither the pilot nor the observer were supplied with parachutes, these operations were dangerous.

FP-2 in Croatian service during the Second World War. [histaviation.com]
By 1944, it was obvious that the Axis were on the losing side and, for this reason, many NDH pilots tried to escape to the Partisan side whenever it was possible. One of them was Mitar Оbućanin. While flying an FP-2 (6822) in late August 1944, he escaped to the Partisan held island of Vis. This plane would be used by the Partisans for reconnaissance and liaison. Another attempt was made in October by pilot Drago Markotić and assistant Milan Aćimović. The escape failed and the plane was shot down by German AA ground fire. The pilot was captured and executed but his assistant managed to escape.

This FP-2 (6822) is the plane in which Croatian pilot Mitar Оbućanin defected to the Partisan side. It was then put into service by the Partisans from the isle of Vis. The FP-2 received a large Red Star painted on its side.[vazduhoplovnetradicijesrbije.rs]
The NDH had around 23 FP-2s in their Air Force. The aircraft supplied by the Germans received serial numbers 6801 to 6815 and the ones acquired from Zmaj were 6816 to 6823.

After War Service

With the liberation of Zemun, where the Zmaj factory was located, seven incomplete FP-2s were found abandoned. By late April 1945, two FP-2s were completed and put to use by the new Communist Yugoslav Air Force. The last five were completed by mid 1945. In total, around 13 were operated by the Yugoslav Air Force after the war. They would not remain long in service due to a lack of spare parts. They were mostly used as a target tug to haul flying targets for ground AA crew training.

The parts of one FP-2 can now be seen at the Belgrade Aviation Museum near the Nikola Tesla Airport.

Side view of the FP-2. [airwar.ru]
One of the 13 FP-2s operated by the new Communist Yugoslav Air Force after the war. [vazduhoplovnetradicijesrbije.rs]
 

Production

The FP-2 was produced in several batches from 1934 to 1940. The first batch consisted of 20 aircraft, followed by a second one with 15 planes in 1937, another 15 planes in 1939, and the final batch of 15 in 1940. An additional 15 planes were to be built in 1941, but due to the outbreak of the war, this was never completed. 

Before the war, the total production number of FP-2s made by Zmaj was 65 aircraft, plus the prototype. During the war and, in small numbers, after the war, an additional 15 were built. In total, 81 FP-2 were built.

Modifications

  • FP-2 – Main production version
  • FP-2H – A proposed naval version powered by the K-9 engine, but not adopted for service.

Operators

  • Kingdom of Yugoslavia – Used some 66 planes for pilot training.
  • SFR Yugoslavia – After the war used seven aircraft of this type. They were all captured at the Zmaj factory. These planes were designed for the NDH but never delivered on time.
  • NDH – A dozen aircraft of this type were delivered to the Air Force of the NDH in 1941 by the Germans. In 1944, another eight aircraft were delivered from the Zmaj factory in Zemun.
  • Italy – Used 13 captured planes from May 1941 to June 1943 against the rebels in Montenegro and Albania.
  • Germany – Captured smaller numbers of FP-2s but did not use them.
FP-2 Specifications
Wingspan 35 ft 5 in / 10.8 m
Length 25 ft  11 in /  7.9 m
Height 9 ft 6 in / 2.9 m
Wing Area 310 sq ft / 28.8 m²
Engine One Gnome-Rhone 7K, 7-cylinder radial, 313kW (420 hp) engine
Empty Weight 1.630  lbs / 740 kg
Maximum Takeoff Weight 3.170 lbs / 1,450 kg
Maximum Speed 148 mph / 238 km/h 
Cruise speed:  124 mph / 200 km/h
Effective range 360 mi / 580 km
Maximum Service Ceiling 22,300 ft / 6,800 m 
Crew Two (Instructor and student)
Armament None

Gallery

Illustrations by Carpaticus

FP-2 in Croatian service during the Second World War
FP-2 in Italian Service – 39ª Squadriglia

Credits

  • Article by Marko P.
  • Edited by Stan L. and Ed J.
  • Illustrations by Carpaticus
  • Č. Janić i O. petrović (2011) Kratka Istorija Vazduhoplovstva U Srbiji, AEROKOMUNIKACIJE Beograd.
  • D.Babac (2008), Elitni Vidovi Jugoslovenske Vojske U Aprilskom Ratu, Publish.
  • Vojislav V. Mikić (2000) Zrakoplovstvo Nezavisne Države Hrvatske 1941-1945, Vojno  istorijski institut Vojske Jugoslavije
  • Vojislav V. Mikić (1998) Italijanska Avijacija u Jugoslaviji 1941-1943, Vojno  istorijski institut Vojske Jugoslavije
  • B. Nadoveza and N. Đokić (2014), Odbrambena Privreda Kraljevine Jugoslavije, Metafizika Beograd.
  • T. Lisko and D. Čanak (1998), The Croatian Air Force In The WWII, Nacionalna i sveučilišna knjižnica, Zagreb
  • F. Vrtulek (2004) Ludbrežanin Inženjer Rudolf Fizir, Podravski Zbornik.  
  • http://www.vazduhoplovnetradicijesrbije.rs/index.php/istorija/229-fizir-fp-2

Messerschmitt Me 163S Habicht

Nazi flag Nazi Germany (1945)
Rocket Interceptor Trainer – 1 Built

A rear 3/4 view of the Soviet captured “White 94” Me 163S. Colorization by Michael Jucan [Yefim Gordon]
The Messerschmitt Me 163S (Schulflugzeug / Training Aircraft) Habicht (Hawk) was an unarmed two-seat training glider based off of the famous Messerschmitt Me 163 Komet. Originally designed for the purpose of training novice pilots for landing, the Habicht ultimately never saw active service with the Germans and only a single example was produced through the conversion of a serial Me 163B-1. With the sole example captured by the Russians after the war, the Habicht underwent extensive testing by the Soviet Air Force which helped them understand the flying characteristics of the Komet and prepared Soviet pilots for flying the powered Komets. The Habicht undoubtedly played a part in helping Soviet engineers understand the Komet and thus played a part in the future development of Soviet rocket aircraft.

History

A closeup view of the Me 163S showing the right wing. [Yefim Gordon]
The Messerschmitt Me 163 Komet was one of Nazi Germany’s most famous aircraft produced during the Second World War. Although bearing the title of the world’s first mass-produced rocket-powered interceptor, the Komet did have its fair share of flaws, such as the volatile and sometimes dangerous Walter HWK 109-509 rocket engine, which prevented it from becoming an effective weapon against the Allies.

As the Komet was designed to have a limited amount of fuel to engage Allied bombers, pilots were expected to glide the Komet back to friendly airfields once they disengaged from combat. With gliding landings as a potential problem for the less experienced pilots, one of the ideas proposed by Messerschmitt designers in 1944 was to introduce a dedicated trainer variant of the Komet which would have a student pilot accompanied by an instructor pilot. Designated as the Messerschmitt Me 163S (Schulflugzeug / Training Aircraft) Habicht, the trainer glider differed from the production model with the addition of an instructor’s cockpit behind the forward cockpit. This addition was accompanied by the removal of the Walter HWK 109-509 rocket engine and the Habicht would have to be towed by another aircraft in order to get airborne. Another interesting addition to the Habicht was a second liquid tank behind the instructor’s cockpit for counterbalancing. All the liquid tanks would be filled with water for weight simulation and ballast. A total of twelve examples were planned for production, but only one was produced due to wartime production constraints.

The sole example of the Habicht was built by converting an earlier Me 163B-1 production model. Due to the scarcity of information regarding the Me 163S, it is unknown exactly when the Habicht was produced and what sort of testing it may have undergone during German possession. However, it is known that the Soviet Union was able to capture the only example during the final stages of the World War II’s Eastern Front. The sole Habicht was sent to the Soviet Union along with three Me 163B Komets during the Summer of 1945 for thorough inspection and testing. In historian Yefim Gordon’s book “Soviet Rocket Fighters – Red Star Volume 30”, he claims that in addition to the three Komets, seven Habicht trainer models were also captured. This, however, remains quite dubious as there is no evidence that more than one Habicht existed, and all current photographic material, research materials, and books all suggest that only a single example was produced.

The Me 163S in simulated flight configuration aided by struts. [Yefim Gordon]
As the Soviets were particularly interested in rocket propulsion aircraft, the State Defence Committee issued a resolution which called for the thorough examination of the Walter 109-509 jet engine and the Me 163 Komet along with captured German documents on rocket propulsion. The three Me 163B Komets, of which only one was airworthy, and the Me 163S Habicht were sent to the Flight Research Institute (LII), the Valeriy P. Chkalov Soviet Air Force State Research Institute (GK NII VSS), and the Central Aerohydrodynamic Institute (TsAGI). The Habicht and Komets saw extensive testing in Soviet hands, undergoing several structural, static and wind tunnel tests. During the initial flight testing period, the Komet only flew as a glider as Soviet pilots and engineers were unsure of whether or not the Walter rocket engine was ready for use since bench tests were not completed. Securing the T-Stoff and C-Stoff propellants for the rocket engine was also a problem. In order to understand the handling characteristics of the Komet, the Habicht was flown numerous times at different altitudes, as was the unpowered Komet. A Tupolev Tu-2 bomber was responsible for towing the Habicht to these altitudes. Under Soviet ownership, the Habicht was given the nickname of “Карась” (Karas / Crucian Carp) due to the glider’s distinct silhouette. The test pilot responsible for flying the Habicht was Mark Lazarevich Gallaj. In general, the Habicht was considered relatively easy to handle by the Soviet test pilots. It is unknown how many test flights the Habicht underwent, but the aircraft certainly aided Soviet pilots in understanding the handling characteristics of the Komet. The Habicht’s service came to an end once the Soviet state trials of the Komet concluded. The sole example was scrapped sometime in 1946, along with seemingly all the other Komets.

If the Me 163S was able to be mass produced and flown with the Luftwaffe, the aircraft would have been a valuable tool to train German pilots. Landing the Komet was a problem for some pilots and in some cases resulted in fatalities but, with the use of the Habicht, the number of accidents would have certainly decreased.

Design

The Me 163S hung upside down in an unspecified TsAGI workshop for static testing. [Yefim Gordon]
The Messerschmitt Me 163S Habicht was a semi-monocoque aluminum based two-seat training glider developed off the standard tailless Messerschmitt Me 163B-1 Komet. The sole example was converted from a production Komet, which meant dramatic modifications had to be made to the aircraft. The Walther HWK 109-509 rocket engine was removed and in its place was a cockpit for an instructor. The fuel tanks in the airframe were all filled with water to simulate fuel weight while another water tank was added behind the instructor’s cockpit for ballast purposes. There was no armament fitted to the glider. There was a small transparent section between the student pilot’s cockpit and the instructor pilot’s cockpit, presumably for the purpose of communication. As there are no known German documents on the Habicht and Russian documents are scarce, not much is known on the other differences the Habicht may have had. Detailed specifications of the Habicht are unknown, but theoretically it should have been identical to the standard Me 163B-1 Komet except for possibly weight, air drag and center of gravity.

Operators

  • Nazi Germany – The intended operator and producer of the Me 163S Habicht.
  • Soviet Union – The main operator of the Me 163S Habicht. A single Habicht was captured and tested by the Soviets after the war. The Habicht was scrapped in 1946.

*Editor’s note: As noted above, the exact specifications of the Me 163S Habicht are unknown. However they are presumed to be similar to that of the Me 163B-1 Komet.

Gallery

Illustrations by Haryo Panji https://www.deviantart.com/haryopanji

Me 163S Habicht “White 94” in Russian Service [Haryo Panji]
Me 163S Habicht in German Service [Haryo Panji]
 

 

Now known as the “White 94”, the Me 163S sits idly by. [Yefim Gordon]
A closeup view of the Me 163S showing the transparent section between the two cockpits. [Yefim Gordon]
The Me 163S in simulated flight configuration aided by struts. [Yefim Gordon]
A top down view of the “White 94” Me 163S. [Yefim Gordon]
A photo of the “White 94” Me 163S in flight being towed by a presumed Tupolev Tu-2. The pilot in the photo is likely Mark L. Gallaj. [Yefim Gordon]
The Me 163S inside TsAGI’s T-101 wind tunnel for testing. The struts support the Habicht and simulate its flight configuration. [Yefim Gordon]
An alternate closeup view of the Me 163S during static tests. [Yefim Gordon]

Yet another inverted static test, but this time the tail wheel strut and tire were removed from the Me 163S. [Yefim Gordon]

Sources

Fw 44 Taxiing

Focke-Wulf Fw 44 Stieglitz

nazi flag Germany (1932)
Trainer & Sport Plane – 3,000 Built

The Focke-Wulf 44 (Fw 44) was the most famous Focke-Wulf design after the famous Fw 190 fighter. The aircraft was a biplane with a fabric-covered welded steel-tube fuselage sporting wooden wings with fabric and plywood coverings, powered by a 140hp (104kW) Simens Sh 14 radial engine. This aircraft was primarily designed as a two-seat aerobatic civilian training aircraft but was later used for military purposes.

History

Fw 44 Taxiing
Fw 44 Taxiing

The origin of the Fw 44 Stieglitz (Goldfinch) started in 1932 when designer Kurt Tank, conceived the two-seater double-decker of mixed construction. In its prototype stage it had a number of unacceptable flight characteristics. The frst prototype was making its first flight in the late summer of that year with pilot Gerd Achgelis at the controls who problems with oscillations.

Kurt Tank had joined The Focke-Wulf Company in November 1931 from BFW, later Messerschmitt, and headed the design and flight test department for Focke-Wulf at the same time, replacing Heinrich Focke who was preoccupied with rotary-wing activities. Tank would remain in the position until the end of the World War II.

After further extensive flight testing, undertaken by Kurt Tank himself, he found the root of the problem. While flying the prototype back from a test flight, he happened to be looking at the shadow of the plane on the ground and he noted that the tail’s shadow blurred which indicated some kind of vibration in that area. Then the whole aircraft shook. Having landed he and his engineers check the tail of the aircraft and they found that the vibrations were being caused by separate cables operating the elevators. By joining these together to make the elevators act as one unit, the vibration problem was eliminated.

With this issue solved the Focke-Wulf 44 “Stieglitz” soon proved to have excellent handling characteristics and powerful aerobatic capabilities that won many prizes in numerous competitions, such as the Artificial Flying World Championship.  The Fw 44 was popular, and known aircraft all over the world as a simple training glider. Following many successful aerobatic displays around Germany, demand for this aircraft was so great that other German manufacturers manufactured the Fw 44 under license. In addition to the export models, production began in several other countries, such as Argentina, Austria, Brazil, Bulgaria and Sweden. It served as a standard training aircraft at the German transport school and the Luftwaffe.

One interesting fact about Fw 44 is that the body of one plane, the design retaining both the fuselage and engine, was used as the basis for the world’s first “practical” helicopter known as Focke-Wulf Fw 61.

Stieglitz’s Sporting Success

The Fw 44 was known for participation in numerous flight competitions, especially in the 1930s and always scored high, thanks to pilots Gerd Achgelis and Count Otto von Hagenburg.

  • 1935 Stuttgart Seventh German Art Flying Championship
    Gerd Achgelis achieved second place after Willi Stor who flew in a Messerschmitt M35 plane.
  • 1936 Eighth German Aerobatics Championship at Munich-Oberwiesenfeld
    Count Otto von Hagenburg won  second place. Willi Stor was victorious again with his Me. M35 plane.
  • 1936 Summer Olympic Games in Berlin
    Perhaps the most publicized aviation event in pre-World War II Germany was held in conjunction with the 1936 Olympic Games. Adolf Hitler, who wished to impress the world with the strength of Germany’s aviation industry, arranged the 1936 Berlin Summer Olympics Games to include the first ever aerobatics competition. This flying event took place within the track and field stadium. Graf Otto von Hagenburg as a pilot won the men’s competition, flying the new Fw 44. It’s very likely that the aerobatics competition was staged in a way to enhance Germany’s potential results. Either way, the German built planes and their pilots were well regarded as exceptional.
  • 1934 Paris World Championship
    An enormous event, with some 150,000 spectators crowded into the military parade-ground at Vincennes which had been modified for this occasion.
Fw 44 Stieglitz in Flight - 2008
Fw 44 Stieglitz in Flight – 2008

The initial compulsory competition required a list of manuevers to be performed within a time limit of eight minutes, including a right-hand and a left-hand spin, a bunt, a negative loop forward and upward, and an inverted 360 degree turn. Each contestant was also afforded the opportunity to fly their own routine for ten minutes. The sequence was to be submitted in advance to the judges, and each maneuver was assigned a difficulty coefficient set in the rules. New maneuvers were also awarded appropriate coefficients, but most were found to be already in the catalogue of 87 maneuvers. The judges’ task was to assign each figure a mark between 1 and 5 points for quality of performance, with a zero for figures not executed. These were then multiplied by the difficulty coefficients, the totals of all the judges were then averaged to obtain the final score.

Gerd Achgelis achieved third place with a score of 527.6 points. The winner was the German pilot Gerhard Fieseler, designer of the Fieseler Storch, with a score of 645.5 points.

Production Variants

Thanks to its exceptional flying characteristics, it was ordered by many nations around the world. In addition to export orders from Turkey, Switzerland, Bolivia, Chile, China, Czechoslovakia, Finland and Romania, it was produced under license in Argentina, Austria, Brazil, Bulgaria and Sweden. The Fw 44 was built in substantial numbers for the Luftwaffe, serving as a trainer until the end of the World War II. It was also in use by the Deutsche Luftsportverband and Deutsche Verkehrfliegerschule. Exact production numbers are not known, due to production in Germany by Focke-Wulf and and many other subcontractors such as AGO, Bucker and Siebel, in addition to other license agreements worldwide. It is assumed that the production numbers are between 1900 to more than 3000 planes. Focke-Wulf had to build another factory just to keep up with demand for the plane.

The production variants differed from each other in minor equipment details. The most numerous variants were the Fw 44C, Fw 44D and Fw 44F, with all three models utilizing the same Siemens Sh 14a engine. The final production Fw44J model had a 160 hp Siemens Sh 14a-4 seven-cylinder radial engine.

  • Fw 44A
    The Fw 44A was powered by a 150hp Siemens Sh14a engine, and was used for flight tests. This model was in production until the end of 1932.
  • Fw 44B
    The improved Fw 44B first appeared in 1933, with production commencing in 1934. The Fw 44B, had an Argus As 8 four-cylinder inverted inline air-cooled engine of 90 kW (120 hp). The cowling for this engine gave the plane a more slender, aerodynamic nose. The other change was in the extension of the fuselage from 6.6 to 7.3 meters, which was tested on this model.
  • Fw 44C
    This model was used extensively by the Luftwaffe at advanced training schools throughout the Second World War. The Fw 44C, was powered by the Siemens Sh 14a engine, which offered the best overall performance.
  • Fw 44D
    The D model was same as the Fw as 44 C, but with different exhaust manifold. The plane got a small luggage compartment made of fabric, which was attached to the rear cockpit. From 1934 onwards, improvements were taken into series production. Due to the high demand for this model, it was temporarily produced in other plants (Bücker Flugzeugbau – 85, AGO – 121, and an additional 515 planes under license). The Luftwaffe ordered some 1,600 examples of this model.
  • Fw 44E
    Basically identical with to the D model, it was equipped with an Argus As 8 engine. It was built in limited number, only 20, in 1934.
  • Fw 44F
    An upgrade of the D model. With some luggage compartment modifications, and the replacement of the rear pad with a landing wheel.
  • Fw 44H
    Only one plane of this model was produced in 1936, and was used only for testing. This model was equipped with a six-cylinder engine (118hp).
  • Fw44J
    The J model was mainly intended for export and was equipped with the 160 hp Siemens Sh 14a-4 seven-cylinder radial engine. This model was demonstrated in Sweden in late 1935, and in February 1936. The testing resulted in a license agreement between the Swedish aviation administration and Focke-Wulf on September 29, 1936. Two test aircraft were ordered, receiving the Swedish designation P2.

Operators

  • Germany
    The Luftwaffe used the Fw 44 until the end of the World War II, mainly as a trainer aircraft in the Flugzeugführerschulen. The Germans used more than 1,600 planes. Many famous German aerobatic pilots flew the Fw 44 aircraft, including Gerd Achgelis, Adolf Galland, Emil Kopf, Ernst Udet and perhaps most famously Hanna Reitsch, who flew on almost all aircraft models.
  • China
    China purchased around twenty Fw 44’s which were all used during the Second Sino-Japanese War where all were lost in action. Some of them were modified for combat missions.
  • Bulgaria
    In November 1936, the first six Fw 44 J were delivered and in May 1939 ten more followed. By February 1940 twenty more planes were delivered to Bulgaria, making a total of 46 J models. After the war surviving planes were handed over to Yugoslavia.
  • Sweden
    In late 1936, 14 aircraft were ordered from Focke-Wulf. ASJA, AB Svenska Järnvägsverkstädernas Aeroplanavdelning, and the Swedish Railway Workshops Aircraft Department placed an order for 20 more aircraft in June 1937, while the Central Verkstaden at Västeras (CVV) placed an order for 37 more aircraft in 1939. Another 12 were ordered from Focke-Wulf in 1940, however, these were produced by Flugzeugwerke CKD at Prague, Czechoslovakia.
    These were used for elementary and aerobatic training. Other training units flew this plane, and after withdrawn from basic training in 1946-1947, it was used for liaison, observation, glider-tug, and other ancillary roles. After being withdrawn from use, many came ended up on the civil registries in Sweden and Germany.
  • Turkey
    8 planes were ordered and delivered in 1939.
  • Finland
    As the Fw 44 was suitable for operation in polar regions, Finland required the aircraft for basic pilot training. In April 1940, a contract was signed between Finland and Focke-Wulf, for delivery of 30 Fw 44 J models.
  • Norway
    Norway placed an order for ten Fw 44 Js, which were delivered in April 1940.
  • Austria
    From 1936 onwards Austria’s Federal Army used the Fw 44 as a basic school training aircraft, with some ten aircraft were purchased from Focke-Wulf. The Fw 44 was also produced under license. Some 40 Fw 44J models were produced by Hirtenberger Patronenfabrik, (Wiener Neustadt).
  • Argentina
    Argentina ordered fifteen Fw 44 Js in January 1937, and built another 60 under license.
  • Brazil
    Built a production facility to produce the plane in some numbers.
  • Chile
    In September 1937, Chile signed an agreement to buy 15 Fw 44 J models.
  • Yugoslavia
    Some war trophy aircraft were taken from the Bulgarians as war reparations and used after the war as trainers.

Fw 44 Specifications

Wingspan  29 ft 6 in / 9 m
Length  23 ft 11 in / 7.3 m
Height  8 ft 10 in / 2.7 m
Wing Area  215 ft² / 20 m²
Engine  1x 150hp (112-kW) Simens Sh 14a 7- cylinder radial piston engine
Max Take-Off Weight 1,727 lb / 785 kg
Empty Weight 1,243 lb / 565 kg
Loaded Weight  1,694 lb / 770 kg
Climb Rate  56 ft/s  /  17 m/s
Maximum Speed  115 mph / 185 kmh
Range  419 mi / 675 km
Maximum Service Ceiling  12,795ft / 3,900 m
Crew  2 (student and instructor)

Gallery

Fw 44 Stieglitz in Flight - 2008
Fw 44 Stieglitz in Flight – 2008
Fw 44 Trainer with Swastika
Fw 44 Trainer with Swastika
Fw 44 Taxiing
Fw 44 Taxiing
Fw 44 - 1977 Helsinki
Fw 44 – 1977 Helsinki
Focke Wulf FW-44 J
Focke Wulf FW-44 J

 

Sources

Mondey, D. (2002). The Hamlyn concise guide to Axis aircraft of World War II. Edison, N.J: Chartwell Books., Nešić, D. (2007). Naoružanje drugog svetskog rata, Namacka-ratno vazduhoplovstva knjiga 2. Beograd., Wilson, J. (2007). Propaganda Posters of the Luftwaffe., Wermacht History. (n.d.). Focke-Wulf Fw 44., Avia Deja Vu. (n.d.). Focke-Wulf FW.44 Steiglitz., Valka. (2012). Focke-Wulf Fw 44 Stieglitz., Focke-Wulf Fw 44. (2017, June 5). In Wikipedia, The Free Encyclopedia., Siteunseen Ltd. (2015). Focke-Wulf Fw 44 Military Trainer Aircraft. Images: Fw 44 in Flight 2008 by Markus Kress / CC BY-SA 3.0, Fw 44 Taxiing by bomberpilotCC BY-SA 2.0, Fw 44 Trainer with Swastika by Siteseen Ltd, Fw 44 Engine by VollwertBITCC BY-SA 3.0, Fw 44 – 1977 Helsinki by fsll2CC BY-NC 2.0