Author Topic: Stealing the Stuka  (Read 29787 times)

Offline upnorth

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Re: Stealing the Stuka
« Reply #165 on: February 05, 2016, 01:18:24 PM »
Thanks, guys. Glad you're still following.

I decided to put the Cs-1 into the mix as I was getting a bit tired of trying to figure out what existing post war foreign turboprop to try to make fit.

Also the Cs-1 was a sound design that very likely would have stayed viable and had development potential into the post war period. That Jendrassik did actually spend time in Argentina after the war, and that the country did have the industrial base and resources to create the engine, opened the door for a domestic product rather than something imported.
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Offline upnorth

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Re: Stealing the Stuka
« Reply #166 on: April 12, 2016, 09:26:29 PM »
Something Old, Something New

On an early May morning in 1952, a set of hangar doors opened at FMA's Cordoba facilities and a pair of graceful aircraft were rolled out into the Argentine sun. Both aircraft were painted in an immaculate coat of silver paint trimmed with the Argentine colours.

A veteran FMA man recalls the scene:

"It was like looking at the Garza prototype on the day of it's first flight; The aircraft reflected the sun stunningly in their high polished silver paint.

I watched the hub of activity around the two aircraft as they were being prepared for first flight. There were some briefings going on behind closed doors that I wasn't privy to, so I just took the opportunity to be a spectator.

As midday approached, a group of people came onto the tarmac from the hangar and assembled in front of the two machines. It was a mix of  military and civilian people, all very smartly dressed. Some speeches were given, many hands were shaken and several glasses of champagne were brought together. The optimism was contagious.

Once the crowd had receded to a safe distance, the aircraft were started and taxied toward the end of the runway. It was so strange to hear something other than Rolls Royce piston engine sounds coming from a Yarara. The high pitched whine the turboprop engines started with soon gave way to a more pulsating tone as they sat ready to take off.

As they began the take off, they accelerated faster than I'd have thought possible for a propeller driven aircraft; it seemed impossible to me!

They lifted off, took up their landing gear and entered a climb so steep I swore they would stall; instead, they kept climbing. I'd only ever seen a jet take off like that.

The pilots performed a series of very high speed passes as well as many of the ground attack moves the Yarara was famous for. It was all very impressive and the pilots were met with huge applause as they parked the aircraft and opened the cockpits.

They had smiles on their faces, but they seemed a bit unsteady on their legs and their flight suits were almost completely soaked with sweat. I felt it a bit odd as they were both very experienced test pilots with many hours between them."

The day was also recalled by Jochen Marseille:

"It was an amazing performance of the new variant on the surface, but my pilot's eye told me something was amiss in the air. Some of the maneuvers seemed to take much longer than they should have to execute and the aircraft appeared to become a bit shaky towards the higher end of the speed range from where I stood.

The nervous state of the pilots upon getting out of the aircraft confirmed for me that they needed to be debriefed while the flight was still fresh in their minds and they could report most fully upon it."

How Sharper than a Serpent's Tooth...

The pilots were shuttled away quickly to a debriefing room. As they calmed a bit, they both stated that the aircraft and engine were sound. However, they also both stated that the handling was a great deal different than they had anticipated and previous variants of the Yarara would not be a good indication of the learning curve that the turboprop version would present.

"Everything in the turboprop Yarara happened so much faster than expected and there was poor sensitivity and reaction time on the controls in relation to the new higher speeds.

It felt like the engine and outside of the aircraft was designed by a jet team, but the cockpit and controls by someone with their heads still in the piston era. It could be flown, but there was still much work to be done on it.

What was clear to me was that the aircraft was of high enough performance that a standard advanced piston trainer was likely to be insufficient in preparing pilots for the new Yarara.

Of the many recommendations I made in my reports on the turboprop Yarara, I stressed the importance of a dedicated two seat model for training purposes."

Upon the pilots' urging, work on designing a second seat into the new version was given particularly high priority.

« Last Edit: April 13, 2016, 01:02:56 AM by upnorth »
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Re: Stealing the Stuka
« Reply #167 on: April 13, 2016, 04:05:54 AM »
This forum needs a "like " button, because I really like this.



Chris
"What young man could possibly be bored
with a uniform to wear,
a fast aeroplane to fly,
and something to shoot at?"

Offline elmayerle

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Re: Stealing the Stuka
« Reply #168 on: April 13, 2016, 09:27:38 AM »
This forum needs a "like " button, because I really like this.
+1

Offline upnorth

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Re: Stealing the Stuka
« Reply #169 on: April 14, 2016, 06:02:15 PM »
...to Have an Ungrateful Child

The troublesome flight characteristics of the turboprop Yarara prototypes proved a puzzle for the FMA engineers to solve. Many sleepless nights were spent on pinpointing the problems and developing solutions that would result in a revised prototype in the most expedient manner.

The troubles experienced by the pilots on the first flight had, thus far, been kept low key and known only to a few; the intent was to keep it that way. In the interim,  Jochen Marseille confered extensively with the test pilots and fimiliarised himself with the plane's controls and operations in preparation for a test flight of his own.

“It wasn't an easy task to convince the powers that be at FMA to allow me to take one of the turboprop prototypes up for a test flight, but I felt the need to see for myself what the pilots had experienced and make a report of my own.

Persuading them that an extra opinion couldn't hurt was easy enough. However, they didn't want the prototype to be too visible to the public until revisions had been made lest an accident occur and expose the problems to a wider audience.

They finally relented to me flying the aircraft, though it came on the condition that I had to fly the aircraft in gear down configuration at moderate speed to the La Pampa facilities and do the test flying there.

La Pampa was in a rural setting with very few people near it. The isolated nature of it meant that prying eyes were at a minimum. It was an understandable compromise that I accepted.”

Preceded to La Pampa by transport aircraft carrying the two test pilots plus testing personnel and their equipment;  Marseille settled into the cockpit of one of the Yararas and took off from Cordoba on a totally uneventful flight to La Pampa.

“As I made my way south, I took my time to examine the cockpit layout and accessibility of the various knobs, levers and switches. I could certainly see what the test pilots meant when they said the cockpit felt dated. As I thought about some of the more modern jet cockpits I had experienced in America, I made some notes on my knee board for changes that could be made.

Upon arriving at La Pampa, I met again with the pilots and discussed the observations I'd made about cockpit layout. Generally, all three of us were thinking in a similar way about how to make the cockpit a more modern place.

Keeping in mind the Yarara's mission of low level ground attack, my mind returned to the cockpit of the Republic F-84 Thunderjet that I had spent time flying in America.

While I didn't really enjoy flying the Thunderjet, I felt that it had a cockpit layout that could serve as a good model for revisions to the Yarara's. Both test pilots had seen the F-84 cockpit and agreed that my idea had merit and should be looked into.

We also unanimously agreed that an ejection seat should seriously be considered for the new variant.”

One of the FMA test pilots also recalls:

“There were lots of notes being compared between ourselves and Jochen during our time in La Pampa and lots of new ideas coming up just from his flight to La Pampa. In a way, we had already begun writing a report before he took his test flight.

I didn't like the idea of anyone flying the prototype until modifications had been made on it, but I couldn't deny the usefulness of extra input from another experienced pilot could provide.

Two days after arriving in La Pampa, everything was ready for Jochen's test flight. We were all very nervous as he taxied out and opened the throttle. It might have been better had we not known what to expect.

He went through all of the moves that we had in Cordoba, plus a few others before taking the speed up towards the maximum end. The aircraft was definitely looking shaky as he took it into a shallow dive. Fortunately, he had given himself a good amount of space between himself and the ground as it seemed to take forever for him to fully recover from the dive.

He was clearly experiencing the same sluggishness on the controls that I had. Much to everyone's relief, he landed the plane shortly after that last manouver.”

Getting the Ghost out of the Machine

After a thorough post flight inspection showed the aircraft to be unharmed from the most recent of test flights; pilots, crew and aircraft returned to Cordoba.

The consensus of many meetings between pilots, engineers and executives confined what most had already suspected; the airframe and engine were not the problem. It was the cockpit and flight control system that needed a complete reworking.

A former FMA engineer:

“The teams tasked with designing the cockpit and flight control systems clearly had been struggling. During the most recent meetings, there had been a clear undercurrent of friction within them resulting from relatively young people being supervised by decidedly old school thinkers who had a propensity for forcing things to be done the old way and intimidating their younger charges into keeping quiet.

It became clear that before we removed a single component from the inside of the aircraft, there were certain components that had to be removed from those teams.

What was also clear was that we would need outside advisors to help us design a cockpit and flight controls appropriate to a modern, jet powered aircraft. Representatives from both American and British aviation companies were very helpful to us in these regards.”

After much frenzied work and many overtime hours, a revised single seat prototype was cleared for flight testing. Wisely, the revised aircraft was taken to La Pampa for testing.

Jochen Marseille relates his experience flying the revised version:

“The new cockpit was an entirely different place and we all felt a lot safer sitting on a Martin Baker Mk.2 ejection seat!

All of the flight instruments were easily visible and in sensible arrangement; the sight was no longer a war relic, but a very modern one.

Once in the air, feedback on the controls was much improved. The new flight control system had assisting mechanisms built in that made responsivemess much quicker and eliminated any need for the pilot to expend energy wrestling the aircraft into or out of position.

The aircraft still got shaky at higher speeds, but these speeds were also around the 550 km/h mark. It was a very respectable speed and we decided to use it as reference for setting the aircraft's “never exceed” speed.

We were all very happy with the revised prototype, as were the air force. Production was approved shortly after.”
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Re: Stealing the Stuka
« Reply #170 on: April 15, 2016, 02:54:16 AM »
Yeah!
"What young man could possibly be bored
with a uniform to wear,
a fast aeroplane to fly,
and something to shoot at?"

Offline upnorth

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Re: Stealing the Stuka
« Reply #171 on: August 11, 2016, 04:31:48 PM »
Halfmast in the Evening

The wheels of a Yarara IV touched the runway surface at La Pampa almost exactly at 20:30 on July 26 of 1952. The aircraft was from the first production batch and Jochen Marseille was at the controls.

"I was visiting La Pampa for the week. My duties after the Yarara IV had been approved for production saw me splitting most of my time between Buenos Aires and Cordoba. I was happy to be back at La Pampa and to have the chance to see how the production standard of the new Yarara handled. Both myself and the FMA test pilots were very pleased with it.

It was a bit different in form from the pre-production machines. Beyond the revised nose profile dictated by the turboprop engine, a decision had been made to build all Series IV machines with the capacity to be fitted with a second seat. The wing was also refined, while the general shape stayed the same, the cannons and radiators had been removed and the internal structures revised for greater strength. It had been decided to remove the cannons in favour of more external weapon stations. Cannon pods were available if a need was seen to fit the Yarara IV with them.

I had taken off from La Pampa at around 19:30 on July  26, 1952. It was a lovely, clear evening with enough remaining daylight to get one more flight in. I put the aircraft through numerous loops, rolls and other moves both at high and low altitudes and never had to fight to get the machine to do anything. Despite the early problems, the Yarara IV had become the proverbial 'Pilot's airplane'.

I was in quite an optimistic mood as I felt the wheels touch down an hour after I had lifited off. I entered the taxiway and busied myself with shutdown procedures. As I climbed from the plane, I couldn't help but notice a changed mood in the air around the airport. Nobody was talking much and faces were largely sombre.

As I walked towards the hangar offices to file a post flight report, I noticed the national flag was at halfmast; it had not been so when I took off.

After a moment's thinking, I realised that could only be for one person. Eva Perón was gone. She had lost her battle with cancer."

While Marseille was filling out his post flight report in a strangely silent office, a secretary quietly entered and presented him with a telegram from the German Embassy ordering him to return to Buenos Aires immediately. He was expected to attend Perón's funeral the next day alongside the other diplomatic staff.

"A quick check of the weather reports showed that the chances of me being able to get to the capital that evening were next to zero. A weather system moving in between La Pampa and Buenos Aires that night would make flying impossible. There was no express rail service from La Pampa to the capital. Driving was a bad idea as well, the bulk of the roads around La Pampa became impassable in heavy rain.

In a rush of telegrams and phone calls, I managed to secure myself a place in part of a formation flypast that was being organised for the funeral. It wasn't how the embassy people wanted me to attend, but they accepted it as better than my complete absence.

As the first Yarara IV squadron was still in training, it was decided that myself and two company test pilots would take a trio of the aircraft instead of the military."

Mourning in the Morning

The morning of July 27 broke clear over La Pampa; Marseille and his two colleagues completed their pre-flight checks and took off toward the capital. Along the way, they joined formation with two other groups of aircraft.

"We formed up line astern behind a group of three Gloster Meteors and a trio of Yarara III aircraft followed us. I allowed myself a moment of selfish thought as I looked at the formation ahead of us; if there was one aircraft I disliked more than the F-84 Thunderjet, the Gloster Meteor was that aircraft. Argentina had the Mk.IV Meteor and I couldn't find a single thing to like about the 'Meatbox', as the RAF pilots had taken to calling it.

I was tempted, though only for a moment, to place my gunsight over one of those Meteors. I thought better of it, that would be an amusement for another day.

As we flew over the procession, I couldn't help but think how surreal it was to see so many people lining the streets for just one person. Could she mean that much to so many?

As I continued to alternate my gaze between the crowds below and the Meteors leading us, I felt a tear or two trickle down my cheek and a terrible knot in my stomach. The tears weren't for "Evita" but rather for my beloved Germany.

The last time I had seen so many people gathering for a singular purpose and for one person, nothing good came of it and my homeland paid a terrible price for it and my countrymen were left with a great sense of shame.

I had to shake myself from that line of thinking, this was a very different time and place; the people were gathering for very different reasons. I decided to stop looking at the crowds and focus on the formation.

We kept formation until we had cleared Buenos Aires completely. The Yarara III formation was the first to break off and then we parted ways with the Meteors about halfway to La Pampa."

The rest of the flight to La Pampa was uneventful though one of the FMA test pilots noticed that Marseille was not his usual talkative self after they landed. He recalled several years after the events of the day:

"I could tell as soon as we were out of our aircraft and on our way to the company offices that Jochen was in a difficult state. I could see he was nervous and I decided perhaps we should go to the nearby pub and talk; by that time we were friends as well as colleagues.

He ordered a double of the strongest whiskey they had and his hand was shaking like crazy as he lifted it to his lips for the first time. After a couple of sips, he opened up.

I had learned very early on in our friendship that Jochen hated large crowds, but he would never really say why. Up to then, I thought it ironic that such a normally outgoing man with such good social skills would have problems in crowds.

After he finished explaining, I was speechless. However, I could understand much better why he always had an excuse not to attend a live football match at a stadium despite his love of listening the sport on the radio."
« Last Edit: August 17, 2016, 02:23:38 PM by upnorth »
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Re: Stealing the Stuka
« Reply #172 on: August 11, 2016, 09:26:28 PM »
Thanks.

"What young man could possibly be bored
with a uniform to wear,
a fast aeroplane to fly,
and something to shoot at?"

Offline upnorth

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Re: Stealing the Stuka
« Reply #173 on: August 23, 2016, 09:08:37 PM »
I've done up a sketch of the Yarara IV that I'm reasonably happy with. It's quick and dirty, so don't mind the screwy perspective in places:



The engine is a front intake type with a single exhaust port on the left side of the fuselage just ahead of the cockpit.

The two place cockpit is equiped with ejection seats, raised slightly from previous versions and covered by a blown canopy similar to the Lockheed T-33's

The vertical tail is a bit taller and the wings are a bit thinner in cross section.
Pickled Wings, A Blog for Preserved Aircraft:
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Re: Stealing the Stuka
« Reply #174 on: August 24, 2016, 01:18:54 AM »
  Nice.


Chris
"What young man could possibly be bored
with a uniform to wear,
a fast aeroplane to fly,
and something to shoot at?"

Offline The Big Gimper

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Re: Stealing the Stuka
« Reply #175 on: August 24, 2016, 04:15:23 AM »
Awesome. I'd like to build this at some point in the future.
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Offline upnorth

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Re: Stealing the Stuka
« Reply #176 on: August 24, 2016, 04:34:10 AM »
Thanks guys :)
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Offline The Big Gimper

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Re: Stealing the Stuka
« Reply #177 on: August 24, 2016, 04:52:53 AM »
Could you draw a top and side profile?
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Offline elmayerle

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Re: Stealing the Stuka
« Reply #178 on: August 24, 2016, 10:03:22 AM »
Very nice!  Perhaps, instead of a T-33 canopy, it has the elevated rear seat, and associated canopy, of the T2V-1 Seastar?  That would look nice here.  A fully surrounding nose intake like that fitted to the Dart, or something more of an underslung one?

Offline upnorth

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Re: Stealing the Stuka
« Reply #179 on: August 24, 2016, 01:45:01 PM »
Could you draw a top and side profile?

There's definitely a plan for that when time permits; It will be hand done drawing, so no digital speed. I would like to build a couple of Yararas myself, but drawings are more likely at this stage.

I have tried to get a start building one a couple of times, but it clearly will take more planning than I gave it credit for, so drawings will help in that regard the next time I can make space and time to build.
Pickled Wings, A Blog for Preserved Aircraft:
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