Focke-Achgelis Fa 224

Focke-Achgelis Fa 224

Focke-Achgelis Fa 224

The Focke-Achgelis Fa 224 was to have been a two-seat sports helicopter based on the experimental Focke-Wulf Fw 61/ Focke-Achgelis Fa 61, the first practical helicopter in the world.

The Fa 61 made its maiden flight in 1936 and over the next three years set s a series of records for height, speed and distance. It was an entirely experimental machine and only two prototypes were ever built.

After the success of the Fa 61 Focke began work on a two-seat sports version of the aircraft, with the designation Fa 224. This would have used a 270hp Argus As 10C engine, a great improvement over the 160hp engine of the Fw 61. Performance would presumably have been greatly boosted, but the Fa 224 never progressed beyond the design stage and work was abandoned at the outbreak of the Second World War.


Focke-Achgelis Fa 224 - History

As a class of vehicle the helicopter had no single inventor, any more than the fixed-wing aeroplane did. Much of the credit for the modern helicopter goes, deservedly, to Igor Sikorsky but in Britain, France, Italy, Germany and the U.S.S.R. contemporaries of Sikorsky all produced significant designs well before the historic VS-300 had left the ground.

High on the short list of helicopter pioneers must come the name of Doktor Heinrich Karl Johann Focke, whose Fw 61 made its first free flight, lasting 28 seconds, on 26 June 1936. This was, coincidentally, exactly one year after the less-publicised flight of the Breguet-Dorand machine, which can thus claim to have been the first really practical helicopter to have flown in Europe. But the Fw 61 , once it had begun to fly, rapidly proved itself a much superior machine to the Breguet, not only as regards performance but as a practical basic design capable of much further development.

The Focke-Achgelis GmbH was an offshoot of the Focke-Wulf Flugzeugbau, established after Focke had been dismissed from the latter company by the Nazis as a political embarrassment. Focke's first experience of rotorcraft construction and operation was gained from building the Cierva C.19 and C.30 autogiros under licence, and then in 1934 he built and flew successfully a scale model helicopter that rose to a height of some 18m. There followed a period of research into, and testing of, rotor and transmission systems before, in 1936, the Fw 61 prototype made its appearance.

Registered D-EBVU, the Fw 61V1 utilised the fuselage and Sh.14A engine of a Focke-Wulf Fw 44 Stieglitz basic trainer, with the tailplane mounted on top of the fin and the propeller cut down to the diameter of the engine cylinders to serve purely as a cooling fan. It gave no assistance to the aircraft in forward flight, though its presence may have led the Hungarian engineer von Asboth to believe that the Fw 61 was really an autogyro, for he vehemently challenged the helicopter records set up by the German machine. Focke confirmed, however, that not only were these all genuine helicopter flights, but that every landing was made vertically. The twin rotors, mounted on steel-tube outriggers on either side of the cabin, were fully-articulated 3-blade assemblies whose blade angle could be increased or decreased so as to provide lateral movement of the aeroplane by creating a lift differential between one side and the other. In May 1937, some months before a similar feat was accomplished by the Breguet-Dorand helicopter, the Fw 61 made its first landing using autorotation, and in February 1938 the aircraft's controllability was convincingly demonstrated by Germany's celebrated aviatrix Hanna Reitsch, who flew the machine inside the Deutsch-landhalle sports stadium in Berlin. Meanwhile a second prototype, D-EKRA, had been completed, and from mid-1937 the Fw 61 established the following list of FAI world records for helicopters:

25/26 June 1937 (pilot Ewald Rohlfs): 2439m altitude 1 hr. 20 min. 49 sec. endurance 80.604km distance in a straight line 122.553km distance over a closed circuit 16.40km/h speed over a closed circuit.

25 October 1937 (pilot Hanna Reitsch): 108.974km distance in a straight line.

20 June 1938 (pilot Karl Bode): 230.348km distance in a straight line.

29January 1939 (pilot Karl Bode): 3.427m altitude.

The obvious promise in the Fw 61 's basic design led to a development contract for a 6-passenger feeder transport, the Fa 266 for Deutsche Lufthansa, and a prototype of this aircraft (D-OCEB) was completed during the early part of 1939. War intervened, however, before this machine could be flown, and it was subsequently developed for a military role with the type number Fa 223 .

K.Munson "Helicopters And Other Rotorcraft Since 1907", 1968

Using as a starting point the experience gained from 1932 by Prof Heinrich Karl Focke in the licence building of Cierva Autogiros, the Focke Achgelis company began a series of helicopter experiments and model tests which culminated in the design of the Fa 61. Although a helicopter, the Fa 61 showed signs of having been influenced by the Cierva C.19 Autogiro, but its most strikingly obvious difference was its twin rotors mounted side by side. This layout of the rotors was to prove so successful in the helicopter field that Focke pursued it throughout the war (during which time nations such as Britain, the USA, and the USSR also produced helicopters with similar rotor mountings), and his rotor designs were further characterized by their exceptionally high disc loadings for the time.

The fuselage of the Fa 61 was no more than that of a conventional light aircraft with horizontal stabilizer attached to the top of the fin and rudder, a single open cockpit, a nose-mounted 160hp Bramo Sh 14A radial engine with a small two-blade cooling propeller, and a tail-sitting undercarriage. To prevent nosing-over, there was a small wheel fitted beneath the nose. Extending from either side of the forward part of the fuselage were two tubular-steel outrigger structures, which terminated in the rotor heads. A system of gears and shafts transmitted the engine power out to the two rotors, which revolved in opposite directions, each rotor having three articulated and tapered blades with cyclic pitch for longitudinal and directional control. Differential operation of the cyclic pitch gave lateral control by inducing asymmetric rotor lift.

With the test pilot Ewald Rohlfs at the controls, the Fa 61 made its first flight, of 28 seconds, on 26 June, 1936, and made its first autorotative landing in May the following year. Once developed, the great success of the machine was demonstrated by the series of new FAI world rotorcraft records it established until the start of the war, when official recording became impossible. On 25 June, 1937, with Rohlfs at the controls, the Fa 61 established an altitude record of 2,439m and an endurance record of 1 hr 20 min 49 sec. The following day, the same pilot and machine established a straight-line distance record of 16.4km, a closed-circuit distance record of 80.604km and a straight-line speed record of 122.553km/h over a 20km course. On 25 October, 1937, the straight line distance record was broken by Hanna Reitsch, who flew the Fa 61 helicopter 108.974km between Bremen and Berlin, and she also flew the machine indoors in the Deutschlandhalle, Berlin, in February 1938 to demonstrate the Fa 61's ease of control and sensitivity. The straight-line distance record was broken yet again by the Fa 61 on 20 June, 1938, when Karl Bode flew it 230.348km, and he established a new altitude record of 3,427m with the machine on 29 January, 1939, this being the last official record obtained by a German rotorcraft of pre-1945 vintage.

Despite the great success of the Fa 61 and the large amount of publicity its noteworthy flights received, it was in reality no more than an experimental machine to put Prof Focke's ideas to the test. There was, however, to have been a two-seat sports version of the Fa 61, designated Fa 224, which would have had performance augmented by use of the more powerful 270hp Argus As 10C engine, but this was shelved with the advent of war. By 1938, design was already under way of a far more ambitious and useful helicopter, the Fa 266 (otherwise Fa 223).

J.R.Smith, Antony L. Kay "German Aircraft of the Second World War", 1972

Heinrich Focke's rotary-wing experience was gained initially from licence production of Cierva C.19 and C.30 autogyros, leading to development of the Focke-Wulf Fw 61 helicopter. The fuselage was similar to that of a light fixed-wing aircraft with a 119kW Bramo Sh. 14A radial engine mounted in the nose, the primary purpose of this power-plant being to drive two outrigger-mounted three-bladed counter-rotating rotors it also turned a small-diameter conventional propeller for engine cooling purposes. The rotors were fully articulated and control was achieved by the use of cyclic pitch, differential pitch and differential collective pitch in the longitudinal, directional and lateral axes respectively. Vertical control was achieved by varying rotor revolutions through the use of the throttle, in contrast to the present method of maintaining reasonably constant rotor speed and altering the pitch of the blades.

Following a maiden flight on 26 June 1936, one that is usually reported as lasting for 28 seconds, but which is recorded in Heinrich Focke's log book as 45 seconds, the Fw 61 prototype completed its initial development programme and then established a number of world rotorcraft records. On 25 June 1937 Ewald Rohlfs flew it to a height of 2440m and remained airborne for 1 hour 20 minutes 49 seconds. Next day he set a straight-line distance record of 16.40km, a closed-circuit speed record of 122.55km/h and a closed-circuit distance record of 80.6km. Perhaps the most publicised flight was that made by Hanna Reitsch in the Deutschlandhalle during February 1938. Such achievements encouraged Deutsche Lufthansa to order a passenger-carrying development of this helicopter, leading to the Fa 223 and Fa 266. By then Heinrich Focke had formed the new company Focke-Achgelis & Co. GmbH to concentrate on his interest in rotary-wing aircraft, this explaining the redesignation of the Fw 61 as the Fa 61.

D.Donald "The Complete Encyclopedia of World Aircraft", 1997

Comments
Godewyn , e-mail , 07.04.2021 reply

So Fairey came up with the Rotodyne, classed as a composite helicopter - essentially half-plane, half-helicopter. The Ministry of Supply backed the project with funding for technical development.

When did y'all post this and who wrote it? Thanks!

Henrich Focke was anti-Nazi. His FW61 was a triumph of simplicity. It was the world's first true helicopter. In fact its design and concept have never been bettered. The American's found the prototype in Berlin in 1945 and burned it. The second prototype being lost in an accident

Focke wasn't a nazi you fucking idiot

gdia, grow up you are a simple little soul, yet you cannot change facts of life or history. Take five and think about your short comings. Clearly technical fact are not one of your attributes from birth! Go bach to learning it'll make you a better human being.

Dietmar Queisser , e-mail , 25.11.2009 reply

There is now the first flying model on Ebay Germany with 190351681243

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Henrich Focke

Henrich Focke (8th October 1890 – 25th February 1979) was a German aviation pioneer from Bremen and also a co-founder of the Focke-Wulf company.

He is known for having developed the turbo shaft propulsion system used by the majority of all the world’s helicopters.

Born in Bremen on 8th October 1890, Focke studied in Hanover, where he became friends with Georg Wulf in 1911. In 1914, he and Wulf both reported for military service and Focke was deferred due to heart problems, but was eventually drafted into an infantry regiment. After serving on the Eastern front, he was transferred to the Imperial German Army Air Service.

Focke graduated in 1920 as Dipl.-Ing. (MS) with distinction. His first job was with the Francke Company of Bremen as a designer of water-gas systems. At the same time he continued his aeronautical experimentation, he and Wulf building the new A VII around the engine from the A VI.

In 1923, with Wulf and Dr. Werner Naumann, Focke co-founded Focke-Wulf-Flugzeugbau GmbH. Wulf died in an accident in 1927 in the F19 “Ente” canard monoplane.

In 1930 Focke was offered a chair at the Danzig Institute of Technology, an honour which he declined. In 1931 the city of Bremen awarded him the title of Professor. The same year, Focke-Wulf was merged with the Albatros Flugzeugwerke company.

Focke-Wulf constructed Juan de la Cierva’s C.19 and C.30 autogyros under license from 1933, and Focke was inspired by it to design the world’s first practical helicopter, the Focke-Wulf Fw 61, which first flew on 26 June 1936 by Hanna Reitsch in the Deutschland Hall Stadium in the 1930s.

In 1936 Focke was ousted from the Focke-Wulf company by shareholder pressure. Though the ostensible reason was that he was considered “politically unreliable” by the Nazi regime there is reason to believe it was so that Focke-Wulf’s manufacturing capacity could be used to produce Messerschmitt Bf 109 aircraft. The company was taken over by AEG, but soon after this the Air Ministry, which had been impressed by the Fw 61 helicopter, suggested that Focke establish a new company dedicated to helicopter development and issued him with a requirement for an improved design capable of carrying a 700 kg (1,500 lb) payload.

Focke established the Focke-Achgelis company on 27th April 1937 in partnership with pilot Gerd Achgelis, and began development work at Delmenhorst in 1938. The new company built the an experimental Fa 225 using the fuselage of a DFS 230 glider and a rotor of a Fa 223. Another project was the Fa 330 kite with rotor, capable of being deployed by a submarine at a moments notice and then used as a towed spotter. It was stored in a watertight container on the deck of the U-boat and was used during the war. A powered version of the kite would have been the Fa 336 which was in the design phase when the war ended and built in France postwar for testing.

Focke subsequently manufactured the heavy-lift transport helicopter Fa 223, and designed the Fa 224, Fa 266, Fa 269, Fa 283, Fa 284, and the Fa 336 during World War II. Only a few of the large Fa 223 Drache (“Dragon”) helicopters actually were produced, but even the prototype set a new helicopter speed record of 182 km/h (113 mph) and climb record of 8.8 m/s (1,732 ft/min) in 1940. Subsequent war models were primarily used as mountain troop transport, rescue, and crashed aircraft recovery. The helicopter had provision for a nose-mounted machine gun, and could carry one or two bombs, but the Drache was never used for combat.

Towards the end of the Third Reich Focke started design work on the Focke “Rochen”, also known as Schnellflugzeug.

On 1st September 1945, Focke signed a contract with the French company SNCASE and assisted in development of their SE-3000 passenger helicopter, which was based on the Focke-Achgelis Fa 223 “Drache” and which first flew in 1948.

In 1950, he worked as a designer with the North German Automobile Company (Norddeutsche Fahrzeugwerke) of Wilhelmshaven.

In 1952, Focke and other members of his former design team were employed by Brazil’s Centro Técnico Aeroespacial (CTA), at the time the air force’s technical center, to develop a Convertiplane, the “Convertiplano”, which drew heavily on Focke’s wartime work on the Fa 269. Also recruited was Bussmann, a transmission specialist formerly of BMW. The Convertiplano was built using the fuselage and wings of a Supermarine Spitfire Mk 15, which was believed to be one delivered to Argentina as a sales example. Britain refused to supply the Armstrong Siddeley Double Mamba engine originally selected and the design was altered to accept a mid-mounted 2,200 hp Wright engine instead as used in the Lockheed Constellation, which necessitated a redesign of the transmission due to the increase in weight and vibration. Some 40 workers and US$ 8 million were devoted to the project, and more than 300 takeoffs were achieved.

While working at the CTA Focke also developed the BF-1 Beija-Flor (hummingbird) two-seater light helicopter from 1954, which made its first flight at Sao Jose dos Campos on 22nd January 1959. The BF-1 was similar in design to the Cessna CH-1, with a 225 hp Continental E225 engine in the nose and the rotor mast running vertically between the front seats. An open structure tubular steel tail boom carried a pair of tail surfaces and a small tail rotor. The BF-2 was developed from this and first flew on 1st January 1959, and performed an extended flight-testing campaign until it was damaged in an accident. It is thought that further work on the Beija Flor was then abandoned.

Focke returned permanently to Germany in 1956 and began developing a three-seater helicopter named the “Kolibri” (“hummingbird”) at the Borgward company in Bremen, with its first flight taking place in 1958. While working at Borgward Focke set up a wind tunnel in a disused hangar in central Bremen this wind tunnel was rediscovered in 1997 and is today the centerpiece of a museum devoted to him.

After Borgward collapsed in 1961, Focke became a consulting engineer with Vereinigte Flugtechnische Werke of Bremen and Deutsche Forschungsanstalt für Luft-und Raumfahrt. Focke was awarded the “Ludwig-Prandtl-Ring” from the “Deutsche Gesellschaft für Luft- und Raumfahrt” (German Society for Aeronautics and Astronautics) for “outstanding contribution in the field of aerospace engineering” in 1961.

Focke died in Bremen on 25th February 1979.

Text from Wikipedia, the free encyclopedia


Design and development

In the first half of the Second World War, the DFS 230B assault glider was used primarily to land troops and supplies, but was found of limited capability as it needed a relatively large landing area. The Fa 225 was conceived to marry the rotor of the Focke-Achgelis Fa 223 with the fuselage of the DFS 230B, allowing the glider to land in 18m or less. [1] The rotor was mounted on a framework of struts above the centre of gravity and strengthened long stroke undercarriage units were fitted either side and at the tail. [2]

Towed behind a Junkers Ju 52/3m, Carl Bode piloted the Fa 225 on its first flight in 1943. [3] Construction of the aircraft only took seven weeks, [4] but series production was not proceeded with due to the relatively slow aero-towing speed and changes in operational doctrine. [2]


Contents

Professor Henrich Focke, through his development of the Fw 186, and through the efforts of producing the C.19 and C.30 autogyros under licence, ΐ] came to the conclusion that the limitations of autogyros could be eliminated only by an aircraft with a powered rotor, the helicopter. He and engineer Gerd Achgelis started the design for this helicopter in 1932. A free-flying model, built in 1934 and propelled by a small two-stroke engine, brought the promise of success. Today, the model can be seen in the Deutsches Museum in Munich. [ citation needed ]

On 9 February 1935, Focke received an order for the building of a prototype, which was designated the Fw 61 Focke referred to it as the F 61. Roluf Lucht of the technical office of the RLM extended the order for a second aircraft on 19 December 1935. The airframe was based on that of a well-tried training aircraft, the Focke-Wulf Fw 44 Stieglitz. [ citation needed ]

Using rotor technology licensed from the Cierva Autogiro Company, a single radial engine drove twin rotors, set on tubular steel outriggers to the left and right of the fuselage. ΐ] Each main rotor consisted of three articulated and tapered blades, driven by the engine through gears and shafts. Longitudinal and directional control was achieved using cyclic pitch and asymmetric rotor lift. Α] The counter-rotation of the two rotors solved the problem of torque-reaction as also shown by Louis Bréguet. The small horizontal-axis propeller directly driven by the engine was purely to provide the necessary airflow to cool the engine during low speed or hovering flight and provided negligible forward thrust. Β] ΐ]

Only two aircraft were produced. Ώ] The first prototype, the V 1 D-EBVU, had its first free flight on 26 June 1936 with Ewald Rohlfs at the controls. Β] By early 1937, the second prototype, V 2 D-EKRA, was completed and flown for its first flight. On 10 May 1937, it accomplished its first autorotation landing with the engine turned off.

Focke-Achgelis began work on a two-seat sports version of the Fw 61, the Fa 224, which would have used an Argus As 10C engine and had greater performance. However, the Fa 224 never left the drawing board at the outbreak of WW2. Γ]


Focke-Achgelis Fa 225

Focke-Achgelis Fa 225 oli saksalainen moottoroimaton autogiro. Se oli tarkoitettu maahanlaskujoukkojen pudotuskoneeksi korvaamaan DFS 230 -purjelentokoneet, joita oli käytetty muun muassa Eben-Emaelin linnoituksen ja Kreetan taisteluissa.

Focke-Achgelis Fa 225

Fa 225:n sivuprofiili
Tyyppi Autogiro
Alkuperämaa Saksa
Valmistaja Focke-Achgelis
Pääkäyttäjät Luftwaffe (suunniteltu)
Valmistusmäärä 1
Infobox OK

Idea koneen kehittämiseksi oli saatu juuri näissä taisteluissa. Niissä oli huomattu liitokoneiden pitkän laskukiidon ongelmat, jotka oli aiheuttanut joissain tapauksissa myös tappioita. Liitokoneen siivet oli päätetty korvata roottorilla, joka mahdollistaisi lyhyen laskukiidon. Vuoden 1942 lopulla koneen prototyypin rakentaminen aloitettiin, ja pohjana käytettiin DFS 230 liitokoneen runkoa ja Fa 223 Drachen muunneltua roottoria. Fa 225:n lentokokeet aloitettiin keväällä 1943 Ainringissä. Niissä konetta hinattiin Junkers Ju 52/3m:n perässä ylöspäin. Paul Stämmler toimi koelentäjänä, ja kokeissa lyhin saavutettu laskukiito oli noin 18 metriä. Fa 225:llä oli kuitenkin hidas hinaus-, lento- ja laskunopeus, joka teki siitä alttiimman vihollistulelle perinteiseen purjelentokoneeseen verrattuna. Tätä seikkaa ei voitu korvata lyhyemmällä laskukiidolla, joten Saksan sodanjohto päätti jättää kopterin tilaamatta. Projektin hylkäämiseen johtivat myös Kreetan suuret tappiot, jotka johtuivat osittain laskuvarjohyökkäyksessä surmansa saaneista. Viimeinen merkittävä saksalaisten laskuvarjojoukkojen liitokoneilla suorittama hyökkäys toisessa maailmansodassa oli Benito Mussolinin pelastus Gran Sassosta Apenniineilta, kun DFS 230 -koneet pudottivat laskuvarjosotilaita ja laskeutuivat vuoren huipulle pelastamaan Italian fasistijohtajaa. Tehtävä suoritettiin periteisillä liitokoneilla, vaikkakin se oli aluksi suunniteltu suoritettavaksi helikoptereilla.


Operational history

Intended roles of Fl 282 included ferrying items between ships and reconnaissance. However, as the war progressed, the Luftwaffe began considering converting the Fl 282 for battlefield use. Until this time the craft had been flown by a single pilot, but by then a position for an observer was added at the very rear of the craft, resulting in the B-2 version. [7] Later the B-2 proved a useful artillery spotting aircraft and an observation unit was established in 1945 comprising three Fl 282 and three Fa 223 helicopters. [8]

Good handling in bad weather led the German Air Ministry to issue a contract in 1944 to BMW to produce 1,000 units. However, the company's Munich plant was destroyed by Allied bombing raids after producing just 24 machines. [9]

Towards the end of World War II most of the surviving Fl 282s were stationed at Rangsdorf, in their role as artillery spotters, but gradually fell victim to Soviet fighters and anti-aircraft fire.


CTA Heliconair HC-I, -II Convertiplano

Brazil’s first foray into jet aircraft started in about 1950 with the arrival of Dr. Heinrich Focke, formerly of Focke-Wulf Flugzeugbau AG in Germany, and his founding of the Centro Técnico Aeroespacial (CTA) in Brazil.

Model and photograph by Zane R Nobbs

Boxart design by Zane R Nobbs and Daniel Uhr

With Professor Focke’s background well established in lifting bodies, such as auto-gyros like the German-built, licensed version of the La Cierva C-19 ( Azur Models 1/72 ) and C-30 ( Azur Models 1/72 ), he moved on to helicopters including: the Fw-61 (Fiddlers Green 1/72 ) then the huge Focke-Achgelis series Fa-223 Drache "Dragon" ( HUMA MODELL 1/72 ), Fa-224, Fa-266, Fa-269 ( R S Models 1/72 ), Fa-283, Fa-284 ( Unicraft Models 1/72 ) and Fa-336 ( Unicraft Models 1/72 ). He also designed a flying kite, the Fa-330 ( P avla Models 1/72 ) and converted an Fw-190 piston-engined fighter into a jet aircraft using his own designed Fw-T1 centrifugal turbojet ( VAMI Models 1/72 ).

Drawing supplied by Comando-Geral de Tecnologia Aerospacial - CTA

His German designs culminated with the Fw-Rochen "Sting Ray" ( Unicraft Models , VAMI Models 1/72 ) which was a VTOL aircraft powered by the same Fw-T1 driving two counter-rotating propeller blades in the center of the aircraft. The war ended before this design advanced beyond the wind-tunnel models and a 2/3 scale test aircraft.

Photograph supplied by Comando-Geral de Tecnologia Aerospacial - CTA

Naturally, by the time he reached Brazil, Dr. Focke’s focus continued to be on VTOL aircraft. He found a more-than-willing government in Brazil under the leadership of General Eurico Gaspar Dutra, the former commander of the Brazilian Expeditionary Force, which fought in Europe during the Second World War on the Allied side. Coincidentally, this was the same period that Dr. Kurt Tank, also from Focke-Wulf, was helping Argentina build and fly the Instituto Aeronautica I.Ae.33 Pulqui II "Arrow" ( RD Resins , Sur Models, Classic Planes 1/72 ), under General Peron and Willie Messerschmitt was working in Spain on the Hispano Aviacion Ha-200 Saeta "Thunderbolt" ( MPM Ltd. Models , special hobby 1/72 ), for General Franco.

Photograph supplied by Comando-Geral de Tecnologia Aerospacial - CTA

As resources for such a project were meager at best, Dr. Focke decided to utilize a Supermarine Spitfire Mk. XIV ( Sword and Academy 1/72) airframe sent to Brazil as a sales demonstration aircraft by Great Britain. Using the wings and airframe, he modified it to accept the Armstrong Siddeley Double Mamba gas-turbine engine. For VTOL he attached four small wings driving counter-rotating propellers on each side. One set was forward of the cockpit with the second set just behind the wings. The tail-planes were also raised to the top of the tail fin to insure stability and steer clear of the exhaust.

Graphics by Zane R Nobbs based on CTA drawing

At that time the United Kingdom decided to stop supplying the Double Mamba to Brazil. With a Labor government in power, it may have been due to Brazil’s right-of-center leadership by the Social Democratic Party-PSD. (Yet during this same period the United Kingdom did supply Argentina, a fascist state, and the Soviet Union, a socialist state, with the Rolls-Royce Nene II.) With this development Dr. Tank hurriedly redesigned the airframe to accept a Wright R-3350-DA3 Turbo Compound 18-cylinder supercharged radial engine taken from a Lockheed Super Constellation, just behind the cockpit. Of course with this revision the passenger/payload compartment was removed and the airframe proved too heavy. This was mainly because the original jet engine was about 700 lbs. or 320 kgs. and the piston engine over 2,670 lbs. or 1,212 kgs.

Graphics by Zane R Nobbs based on CTA drawing

Finally arrangements were made with the U.S.A. to obtain the General Electric G.E. T-58 gas-turbine jet engine. Since this engine weighed only 250 lbs. or 110 kgs., the original layout, with the passenger compartment, was restored with a new designation of HC-II. Four engines were attached, one for each turboprop. Combined engine weight was 1,000 lbs. or about 450 kgs., less than 50% of the piston engine and only 30% more than the original jet engine.

Graphics by Zane R Nobbs based on CTA drawing

Upon completion the Heliconair HC-II Convertiplano was capable of speeds up to 500 km/h as well as almost direct vertical takeoffs and landings. After testing was completed Dr. Focke returned to Germany and the aircraft was put into storage and virtually forgotten. It remains an almost unknown aircraft outside of Brazil, at least until now. We at the International Resin Modellers Association felt that this was a good candidate for our IRMA Kit No. 5 CTA Heliconair HC-I Convertiplano! The first IRMA kit is the original Double-Mamba version.

Photograph supplied by Comando-Geral de Tecnologia Aerospacial - CTA

For finishing your HC-II kit the following colors are recommended based on research and likelihood of accuracy. From photographs the HC-I appears to be one color on the topside which could range from olive green to dark green. Based on Brazilian Air Force colors, bamboo green would appear to be the most likely. The underside may have also been the same color or possibly a very light gray to a very light sky blue.

Photograph supplied by Comando-Geral de Tecnologia Aerospacial - CTA

Markings are the Brazilian Star, which is five points divided into two halves each. The left side of each point is a light green with the right side a gold yellow. In the center is a blue disk with a white band. The tail rudder was evenly split between the same shades of green at the front with yellow at the back. Later a tail flash in the same colors replaced the rudder colors. All shades match the flag of Brazil.

Photograph supplied by Comando-Geral de Tecnologia Aerospacial - CTA

The majority of photographs in this article are of the CTA Heliconair HC-I Convertiplano in transition to the HC-Ib. Originally designed for the Armstrong Siddeley ASMD 4 Double Mamba turbojet, the Wright R-3350-DA3 Turbo Compound 18-cylinder supercharged radial engine was inserted for testing then removed from the fuselage (in the photos), four General Electric G.E. T-58 gas-turbine jet engines were to be installed on the lift-planes for the HC-II version.

Comando-Geral de Technologica Aerospacial - CTA Photograph

IRMA also wishes to thank Ms. Laurelene Ferraz and Ms. Sônia Leite of the Comando-Geral de Tecnologia Aerospacial - CTA (Brazilian Command for Aerospace Technology) for help in obtaining historic documents, photographs and data to make a kit possible! Also to Mr. Daniel Uhr for help in artistic renditions for research and Ms. Simona Macelaru for design of the kit master.

Model and photographs by Zane R Nobbs

Top Speed: 310 mph (500 km/h)

Range: 943 miles (1,517 kilometers) estimated

Thrust: HC-I Armstrong Siddeley Double Mamba ASMD.4 gas-turbine, 3,875 lbs (1,759 kgp)

HC-Ib Wright R-3350-DA3 Turbo Compound 18-cylinder radial, 3,250 hp (2,424 kW)

HC-II General Electric G.E. T-58 gas-turbines x 4, 3,000 lbs (1,360 kgp)

Crew: 2 for HC-I and HC-Ib, with accommodation for 6 passengers in HC-II

-Zane R Nobbs, 2010, Copyright International Resin Modellers Association ©SM®TM

References for this article :

A Contrução Aeronáutica no B rasil 1910 /1975 ( Aeronautic Construction in Brazil 1910-1975 ) , by Roberto Pereira de Andrade, Editora Brasiliense, 1976

Origem, Institucionalização e Desenvolvimento das Atividades Espaciais Brasileiras (1940-1980) ( Origin, Institutionalization and Development of Brazilian Space Activities  (1940-1980) ) , by Paulo Augusto Sobral Escada, Universidade Estadual de Campinas Instituto de Filosofia e Ciências Humanas, 2005.

Comando-Geral de Tecnologia Aeroespacial, CTA: Ciência e Tecnologia para a Defesa Nacional ( Aerospace Technology General Command, CTA: Science and Technology for National Defense ) , by Brig Eng Venâncio Alvarenga Gomes Subdiretor de Empreendimentos, 62ºForumde Debates Projeto Brasil, 2008.

"Uma Breve História das Atividades do Prof. Focke no Brasil" (A Brief History of Prof. Focke's Activities in Brazil) by Joseph Kovacs, ABCM Engenharia Associação Brasileira de Engenharia e Ciências Mecânicas, Volume 09 . Número 2. Abril . Setembro . 2003.

"Aeronautics in Brazil," by Walter Bartels, AIAB Aerospace Industries Association of Brazil, 2006.

"Professor Focke, Helicóptero e Convertiplano," (Professor Focke: Helicopter and Convertiplane) Gênios Desperdiçados do Brasil, Outubro de 2008.

"Condições Gerais para Incorporação de Tecnologia à Economia Brasileira ," (Terms for Merger of Technology in the Brazilian Economy) by José Monir Nasser, 3 a . Conferência Nacional de Ciência, Tecnologia e Inovação – CT&I para o Desenvolvimento, Seminário Temático Preparatório, Brasília, 22 de Março de 2005.

"Centro Técnico da Aeronáutica (Hoje: Comando-Geral de Tecnologia Aerospacial – CTA)," (Aeronautical Technical Center (Today: Aerospace Technology General Command - CTA)) by Mauro Gandra, Problemas Nacionais, Conferências Pronunciadas nas Reuniões Semanais do Conselho Técnico da Confederação Nacional do Comércio de Bens, Serviços e Turismo, 653, Vol. 55, Agosto 2009.

"Cronologia do Desenvolvimento Científico, Tecnológico e Industrial Brasilerio 1938-2003,"(Chronology of Scientific, Technological and Industry in Brazil 1938-2003) Homenagem do Ministério Desenvolvimento, Indústria e Comércio Exterior e do Serviço Brasileiro de Apoio às Micro e Pequenas Empresas Pelos 65 anos de Confederação Nacional da Indústria, Luiz Fernando Furlan, Ministro de Estado do Desenvolvimento Indústria e Comércio Exterior, 2005.

Luftwaffe Confidential: Fundamentals of Modern Aeronautical Design , by Claudio Lamas de Farias and Daniel Uhr, Eqip Werbung & Verlag GmbH, 2012

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𝕱𝖆-224, V2 has arrived

Lack of creativity, New blocks of the update and boring, the perfect recipy for upload again my Fa224, but now even a more efficient PC killer

1) how to fly it
2) new features
3) recommendations
4) account news

1) 𝕳𝖔𝖜 𝖙𝖔 𝖋𝖑𝖞 𝖎𝖙
• Roll, Pitch and Yaw remain standart
• VTOL for flaps (only if Ag-8 is activated)
• Horizontal roll activates at 300Km/h at plane mode
• use Trim for inclinate props
• Ag-1 for start engine
• Ag-2 for oper doors
• Ag-3 for cockpit ilumination and crew magnets
• Ag-4 stabilization + VTOL=magnet
• Ag-5-7 for MG42 (use WASD
• Ag-8 for main plane control
• Ag-9 for German Engienering power up

New cockpit using hte block of glass, full animated instruments, making the HUD usless, the radar of BaguelPlane wich i stole him, Flaps, AirBrakes, more decails, 2 extra machineguns, an radar and idk more, let me sleeeeeep, is 3AMMMMMMMMMMMMMM

Recommendations
• Helicopter mode just need max of 40% Throttle
• Hover mode arround 27

35% of the throttle
• De-activate 8 and activate 4 if you want to use machineguns
• put extra power on Hover Stabilized mode
• don't activate Ag-9 unless you are being bullied by a soviet up-tier
• if you are turning in plane mode, elevate a litle bit more your proprs instead of full curved

News of the account
My main discord account, LocuraPuntoCom#9900 got dissabled lol
now i lead 𝕮𝖍𝖎𝖑𝖊, with my alt "Augusto Pinochet#0666"


Watch the video: Focke-Achgelis Fa 223