Tag Archives: General

Official classification tag

Fizir Prelazni FP-2

WW2, Yugoslavia, , , , ,

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

Macfie Monoplane, Empress, & Circuit

Great Britain, WW1, , , ,

UK Union Jack United Kingdom (1909)
Sport Planes – 1 Each Built

Robert Macfie piloting the biplane ‘Circuit’ at Brooklands, 1911 [Flight Magazine]
Prime examples of early aeroplane designs, American Robert Macfie’s three handmade flying machines were designed and constructed from 1909 to 1911, a mere 6 years after the Wright brothers’ first flight. After studying under legendary French aviation pioneer Louis Bleriot, Macfie involved himself in the budding British aeroplane circuit competition scene and became one of the first licensed pilots in Britain. Despite his moderate success in the flying scene, he received no orders for the aircraft and any further developments were cut short by financial troubles and the looming threat of what would become World War I.

The Creator

Robert Francis Macfie pictured on 31st December 1910 on his Aviator’s Licence
Number 49. [Photo by kind permission of the Royal Aero Club of Great Britain]
Robert Francis Macfie was born on 11th November 1881 in San Francisco, California, USA. He was the son of Robert Andrew Macfie (1811 – 1893), a businessman in the sugar industry. His family business was connected with the sugar plantation at Kilauea, Hawaii which was managed from offices in California. Presumably, Robert’s birth in San Francisco was due to his family being located there at this time in connection with plantation management.

Macfie was of Scottish ancestry, despite not being born in Scotland (he had US Citizenship) and took some interest in the family sugar business which had connections in Hawaii and also a 250 acre (101 hectares) ‘Cocoanut’ plantation on the Island of Tobago (St. George Parish) in the Caribbean. By 1898, he was living in Great Britain, as he is recorded as having won a place as a Naval Engineering student at the Royal Naval Engineering College at Devonport. He studied as a Naval engineer for nearly five years, but following graduation did not go into the navy; travelling instead around the United States, Canada, West Indies, Central America, Australia, and South Africa. Presumably, some of this travel was connected in some way to the family’s sugar business. He had settled in Chicago by 1902 and between 1902 and 1904 he took a keen interest in the new field of aviation.

Back in Britain

By 1909, Robert Macfie was back in Great Britain and then went on to France in order to study the new field of aviation. Just six years after the flight by the Wright brothers, the field of aviation was brand new and one of the leading luminaries in the field was the Frenchman Louis Bleriot (1872 – 1936). Between about February and July, he studied under Bleriot and then returned to Britain.

By August 1909, Macfie was in Fambridge, Essex building his first aeroplane. Built around a wooden frame, the ‘Macfie Monoplane’ took just 6 weeks to build with the single largest delay being in obtaining an engine. Macfie had purchased a 35 hp Green engine from Green’s Motor Syndicate for £275, but it was delivered late and would not run. As a result, he switched to a different engine, a 220 lb V8 35 hp J.A.P. air-cooled petrol engine (38 hp at 1500 rpm). The engine had a bore of 85mm and a stroke of 95mm with a displacement of 263.68 cubic inches. When it was finished in September 1909, the ‘Macfie Monoplane’ was a single seater aircraft with a 28′ 6″ (8.7 meter) wingspan, made from canvas over wood.

Wooden frame with wire bracing formed the body of the Macfie Monoplane. [Flight Magazine]
Flown for the first time in September 1909, the Macfie Monoplane suffered a series of crashes which required the undercarriage to be rebuilt. The undercarriage was replaced with a Bleriot style undercarriage instead.

Macfie Monoplane seen at Fambridge with the original undercarriage. [Flight Magazine]
Abandoning Fambridge, Macfie went to Foulness Island instead for test flights. Due to bad weather though, he only got two flights. On 20th November 1909, Macfie narrowly avoided disaster when his plane had a hard landing on the sands at Foulness Island and broke a wheel. The car sent to tow the plane then got stuck, and if it was not for a team of horses coming from a nearby farm, both car and plane would have been lost to the merciless tides at that location. The rest of his tests at Foulness had to be abandoned when the War Office ordered him off the sands.

Macfie then found himself without anywhere for test flights and even took his plane to Paris to try there but was rebuffed. During the Paris floods between the 20th and 30th January 1910, the Macfie Monoplane was so badly damaged it was irreparable and Macfie returned to a workshop at Blackfriars in London.

Macfie Monoplane during testing on Maplin Sands with the rebuilt
‘Bleriot’ type undercarriage. [Flight Magazine]

Improved Plane – The Empress

Building a new and improved version of his monoplane meant a new engine and Macfie selected a 60-hp water-cooled J.A.P. engine. Assembly of the new plane took place in Huntingdon, but the new 60 hp J.A.P. engine had not been delivered by the 10th May, so the original 35 hp engine from the Macfie Monoplane was installed instead. This time, instead of facing forwards, the engine was turned backwards in order to push this new plane.

This new plane was christened the ‘Macfie Empress’, a single-seater once more made from canvas over wood but featuring a second tier of wings, creating a biplane. First flown on 12th May 1910, it was successful, although underpowered and unable to turn properly. The plane was sent to Wolverhampton by the end of June for tests, but when Macfie got it back in on 9th July, it was partially burnt and damaged by the weather to such an extent that it required reconstruction.

The New Empress – the ‘Circuit’

The damage to the Empress meant that Macfie was effectively building a new, third machine. Macfie wanted a better engine than the 35 hp J.A.P engine he had been using. The 60 hp version of the J.A.P. had still not materialised and, as a result, Macfie took a trip to Paris at the start of September 1910 to obtain a 50 hp Gnome engine for this new plane. The source of the engine was James Valentine, and Macfie went into partnership with him to complete the rebuilt Empress. Now rebuilt with a 50 hp engine, the plane was ready by the end of November 1910. Once finished though, it was known as the ‘Macfie Circuit’ and was intended for use in the 1911 Circuit of Britain contest. It had taken just three weeks to build.

By January 1911, Macfie had completed the test flights of the ‘Circuit’ for certification and he was one of the first qualified pilots in Britain. He gained his Aviator’s Certificate from the Royal Aero Club of the United Kingdom on 24th January 1911, the 49th such licence issued in the country.

This rebuilt Empress, now ‘Circuit’, design featured a distinctive triple tail and long sledge-like skids underneath. The 50 hp Gnome engine was considered temporary as a more powerful 100 hp A.B.C. engine was preferred. Even so, powered by this 50 hp engine, the plane successfully completed test flights in March 1911 piloted personally by Macfie before heading for the competitive circuit. Here, under the pilotage of Mr. Valentine, the Circuit took part in competitive trials at Brooklands in April and July 1911.

Macfie’s Monoplane with Bleriot style undercarriage

Disaster

Mr. Valentine piloting the Circuit at Brooklands 1911 [Flight Magazine]
Despite the technical success of the Circuit as a plane and the potential for significant improvement with a 100 hp engine, Macfie received no orders for planes. With no money coming in and with his funds now exhausted, he had no choice but to give up. Circuit was sold to another pioneer who would modify her once more with a new type of tail known as the ‘Farman’ tail. Equipped with the Farman Tail, the Circuit was flying around Brooklands in April 1912, but neither Macfie nor Valentine were there to see it.

With no plane orders and his funds exhausted, he returned to the family sugar business until the outbreak of war in 1914. When the war started, he returned to Great Britain with ideas for tracked armored vehicles. Despite joining the Royal Naval Air Service (R.N.A.S.) he never flew during the war and his ideas for tracked vehicles were equally unsuccessful.

Conclusion

The Macfie Monoplane, Empress, and Circuit all had potential in their own rights. At a time when aviation was in its infancy, it was not considered odd to switch from monoplane to biplane as an advance. Macfie had certainly encountered significant obstacles to his aircraft development from the lack of somewhere to test it, a lack of a powerful engine, and the intervention of fate like the Paris floods. It is perhaps remarkable that Macfie was quite so persistent in his aviation endeavours despite all the setbacks. Macfie’s life story is undoubtedly a sad one full of lost chances and missed opportunities. He died an unrecognised pioneer in both aviation and tracked vehicles in 1948. having lived to see the dawn of both tracked armored warfare as well as the jet age.

Gallery

Illustrations by Ed Jackson

Illustration of Macfie’s Monoplane (1909) by Ed Jackson

Credits

Fw 44 Taxiing

Focke-Wulf Fw 44 Stieglitz

Weimar and Nazi Germany, WW2,

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 bomberpilot / CC BY-SA 2.0, Fw 44 Trainer with Swastika by Siteseen Ltd, Fw 44 Engine by VollwertBIT / CC BY-SA 3.0, Fw 44 – 1977 Helsinki by fsll2 / CC BY-NC 2.0

Saab sk60A - F 5 Ljungbyhed - 60113 Side Profile View

Saab 105

Cold War, Sweden, , , , ,

sweden flag Sweden (1967)
Trainer – 192 Built

The Saab 105 is a high-wing, twin side-by-side seat configuration, two engine-powered training and multi-mission jet, with swept-wings. This airplane (later denominated as Sk 60 by the Swedish Flygvapnet) was the product of a private venture by the company, which and after witnessing the success of the S 35 Draken, decided to implement a program with its own funds to develop a new training plane, with military purposes and eventually, civil purposes. The Saab 105 is, in fact, a multi-mission aircraft, in lieu with the operational framework Saab and Sweden normally contemplates for its aircraft. For instance, it can perform missions of training, liaison, ground attack, reconnaissance and limited interception. In regards to civilian use, the small jet was intended to be a four or five-seat business jet, but this plan met no success, making the Saab 105 a military machine and the company to aim at the military market (until the arrival of the Saab 340 and the Saab 2000, the company would not venture into the civil market, although Saab ventured into this market in the Saab 90 Scandia in the 40’s and 50’s). It replaced the de Havilland Vampires that served in the Flygvapnet as training jets.

Saab sk60A - 60140

Noteworthy to point out that this aircraft was a milestone for European aerospace industry, for it was the only small European design in being powered by turbofan engines, increasing the prospects of customers – yet the foreign sales were rather modest, with Austria being the only country in exporting the jet. Nevertheless, it managed to have the attention of the Flygvapnet, placing an order for at least 100 units of the jet, and even sponsoring further development of the jet on an initial training version.

Development

The development programme started in 1961, with the prototype having its first flight in 1963, where the airplane revealed to have very good handling qualities and good manoeuvrability, capable of performing acrobatic manoeuvres. The original powerplant, the Turbomeca Aubisque was tested at the engine’s factory in France with one prototype delivered there solely for that purpose, being later on produced by Volvo under license as the RM9. The powerplant would be updated as time went by, with the Swedish-operated Sk 60 receiving a Williams International FJ44 engine (manufactured by Volvo as the RM15 and fitted with Auxiliary Power Reserves), mainly due to the Aubisque Engines reaching the end of their operational life, and tight defence budgets.

sk60a-trainer-display
In 1966, the Saab 105 entered in service with the Flygvapnet following the Swedish government authorization to incorporate 130 aircraft, with three main variants having specific missions each: the Sk 60A for training and liaison with a four-seat configuration; the Sk 60B for light attack mission with the cockpit having a twin side-by-side seat configuration; and the Sk 60C with ground attack and reconnaissance missions, equipped with cameras at the nose. There was an improved version to be exported to Austria (the Saab 105Ö/ÖE), with better powerplant – a General Electric J85 – and improved avionics, as well as reinforced wings and optimized for high-altitude operations.
The Saab 105 is a four-seat or twin side-by-side seat multi-mission aircraft, having two engines, high-wing, a tail on a T shape and the tail being very wide. The wings are swept-wings, with the cockpit placed very bow of the aircraft and right before the wings, with the engine air intakes placed beneath them and at the forward edge. The canopy is if of bubble type, although it has no free rear vision, as the canopy does not stand above the fuselage. The engine has been updated from time to time, as well as the avionics, with the Austrian version being the version receiving the most important updates. In addition, the Saab 105 is capable of carrying a varied array of armament, such as 135, 127 or 75 mm rockets, Saab Rb05 ASM missiles, bombs and cluster bombs, and 30 mm or 12,7mm (training) guns at gun pods for ground attack missions. Cannons and AIM-9 Sidewinder/ Rb24 missiles can be used for the limited air defence and interception role, and cameras and radiation detecting equipment for atmospheric sampling in reconnaissance missions.

Service

As the Saab 105 entered in service with the Flygvapnet and the Österreichische Luftstreitkräfte in 1966 and 1970, respectively, with 150 units in Sweden and 40 units in Austria, making a total of 190 units (including the prototypes), where they are still in service with both air forces. Thanks to its manoeuvrability, the Saab 105/Sk 60 was used in acrobatic teams at both nations: in Sweden, it is used by the display team Team 60 of the Flygvapnet, whereas in Austria it was used by two Österreichische Luftstreitkräfte teams, Karo As and the Silver Birds. A replacement for the Saab 105/Sk 60 is now being considered, as it has been in service for 40 years, while one of the prototypes is now a museum display since 1992. Nevertheless, an agreement between Saab and the Swedish Armed forces was reached in 2015 in order to support and keep the Sk 60 airworthy until 2020.

Design

The design of the Saab 105/Sk 60 is conventional, although it has some remarkable characteristics that makes this jet to be very different from other airplanes of similar type. The airplane is mate entirely of metal. For instance, the nose is relatively small from longitudinal perspective, yet being wide enough to accommodate the frontal wheel of the landing undercarriage. On the reconnaissance version, its size is increased in order to accommodate the camera equipment and other instruments. The canopy and cockpit are also unique – similar to the Bae 167 Strikemaster and the Hunting (Percival) P.84 Jet Provost in shape – with a ‘bubble’ configuration where two or four crew can accommodate, although it is normal to have a crew of two in training missions. The seat configuration was a twin or side-by-side seating, and in some versions, 4 seats were accommodated in the cockpit.

Noteworthy to remark, the canopy takes more than the half of the height at the bow. Right after the cockpit and canopy the radio antenna is installed above the fuselage, in the same area where the engine air intakes and the wing both start. The wing is a high swept-wing, although is not perfectly strait, as it has a depression angle from the base to the wingtip. Furthermore, the leading edge is swept, while the area of the ailerons and flaps is slightly swept. The wing accommodates six hardpoints (three on each wing) that allows the airplane to carry a varied array of weaponry and depending of the mission it was tasked with.
The engines – the Saab 105 was normally powered by two engines: a couple of Turbomeca Aubisque Turbofan, a couple of Williams FJ44, or a couple of General Electric J85 engines – were placed at the sides of the fuselage, and occupying the whole central section of the jet. The exhausts were placed right before the tail group began, hence the T shape of the tail, with the horizontal stabilizer and elevators placed on top of the vertical stabilizer. The vertical stabilizer in turn, is having a considerable area, giving the tail its characteristic ‘big’ shape, with the rudder having a similar ample area, equal to the Canadair CL-41G-5 Tebuan. Each side of the tail is having a trapezoid shape.

saab-sk60a-in-flight-2

The landing gear is of tricycle configuration, with the frontal wheel located at the nose, and the rear wheels placed at the central area of the fuselage, right beneath the wing and the engines, being retractable.

In regards to the armament, it was normally varied, depending of what were the mission to accomplish. The initial configuration of training and liaison would be unarmed (except for the 12,7mm training guns), yet for its secondary ground attack roles it would be armed with 30 mm or 12,7mm (training guns) guns installed at pods, fitted in the wings, unguided rockets – of 135, 127 or 75 mm –, bombs – either free fall or cluster bombs – and two Saab Rb05 air-to-ground missiles. As it is capable of limited air defence and interception, it can carry the 30mm or 7,62mm guns at the pods and AIM-9 sidewinder/RB 24 air-to-air missiles. Cameras and radiation detecting equipment for atmospheric air samples were the normal equipment for reconnaissance missions. Noteworthy to remark that additional fuel tanks were never intended for use, therefore the wings never carried such equipment. A publicly known Sk60 received important updates in avionics and navigation systems in 2013, constituting itself a new version (Sk 60AU).

A Private Venture

The Saab 105/Sk 60 as the idea of developing a small high-speed business jet featuring a delta wing and cannards with 5 seats, but also due to the success of the Draken and the need for developing a trainer that could train the Flygvapnet pilots for the J 35, moreover when the de Havilland Vampires were not suitable for the task. This realization, along with the fact that the proposed business jet found no fertile ground for success, made of the new Saab 105 to be more a military plane, although some of the 150 built jets were used as liaison and VIP transports. At the same time, the Flygvapnet was requiring new training aircraft, selecting the Saab 105 above other – good – options, such as the Fouga Magister or the Macchi MB.326, to name a few. As a result, the Saab entered in service with the Air Force sponsoring further its development. Some year after in entered in service, Saab engaged in a campaign to export the Sk 60 to other nations – mainly those that were neutral during the cold War, curiously – such as Finland, Switzerland and Austria. Only the last one bought 40 Sk 60, which were enhanced versions of the original model and fitted for Austrian service.

A Small but Versatile Jet

The Saab 105 might look a modest, uninteresting aircraft at first sight, but like all Saab models, it is a very capable jet with very good flying characteristic, being its manoeuvrability the most remarkable one. It was also deemed to be easy to fly, It is also a multi-mission airplane, capable of adapting to different missions. For instance, it can perform training and liaison missions in principle, but it is also capable of executing ground attack, reconnaissance and atmospheric air sampling, and even limited air defence and interception (especially the Austrian units). It has been in service with both the Swedish and Austrian air forces for about 46-50 years, being among the airframes serving for a long period of time with any air force. As a result of its manoeuvrability, it was used by acrobatic teams in both Sweden and Austria.

Variants of the Saab 105/Sk 60

  • Saab 105 – The prototypes of the trainer and liaison airplane. Two prototypes built
  • Sk 60A – The first production series, configured as two-seat trainer and liaison jet, with 149 units built.
  • Sk 60B – The second version configured for ground attack missions and made from modified Sk 60A airframes, incorporating armament.
  • Sk 60C – The third version, configured for ground attack and reconnaissance mission, fitted with a camera (a Fairchild KB-18 panoramic fil camera) that elongated the nose, since it was installed there. A prototype and 29 converted airframes from the Sk 60A comprised the quantity of this version.
  • Sk 60D – Saab reportedly configured the Saab 105 as a four-seat liaison transport, with the combat seats replaced by four airliner-type seat lacking use of parachute, or even four seats of the same type that would allow the use of parachutes by the crew. 10 Sk 60A airframes were modified to give way to this version in the mid-70’s, receiving the same ‘splinter camouflage’ painting applied to the Saab S 37 Viggen
  • Sk 60E – Similar to the Sk 60D version, only that it was fitted with airliner-type instruments, including an instrument landing system. It trained Flygvapen reserve pilots in flying commercial aircraft, used later on as Sk 60D transports.
  • Sk 60W – Intended programme in 1993 to upgrade the Sk 60, were a new powerplant (Williams Rolls FJ44 turbofan engines) and digital engine control were to be installed, as well as LCD altitude indicators. Implemented in 1995, the Sk 60 powered by these engines were denominated informally as Sk 60W. 115 Sk 60A, Sk 60B and Sk 60C were upgraded, while the Sk 60D and Sk 60E were grounded and used for part cannibalization.
  • Sk 60AU – A new version of the trainer, being a modification of an existing airplane, it incorporated new avionics and instruments. Among the upgrades incorporated, there is a GPS, new radio, new audio warning systems, new navigation systems and information on a similar manner as in the JAS 39. Introduced in 2013 with a single unit modified publicly known at F 17 Ronneby.
  • Saab 105XT – An improved Sk 60B powered with a General Electric J85 Turbojet engines made from the second Saab 105 prototype, purposed to be an export demonstrator. The engines, noteworthy to point out, yielded speed of up to 970 km/h, making it a subsonic aircraft.
  • Saab 105D – A proposed refined business jet version, but it was cancelled as there were no takes and the idea was out of time.
  • Saab 105G – A revised version of the Saab 105XT that featured new avionics, such as a precision navigation and attack system, enhanced J85 engines and modified wings, with only one units from a modified Saab 105XT
  • Saab 105H – Proposed training version for the Swiss Air Force. As this air force rejected the project, none were built.
  • Saab 105Ö (105ÖE) – An export version made for Austria and based on the Saab 105XT, entering in service with the Österreichische Luftstreitkräfte in 1970 and 1972, replacing the de Havilland Vampires and Saab J 29 Tunnan this air force was operating with back then. Powered by the General Electric J85 engines
  • Saab 105S – A proposed trainer demonstrator for the Finish Air Force, as it was requiring a trainer in the mid-70’s. Finland decided instead to purchase Bae Hawk trainers.

Operators

  • Sweden
    The Flygvapnet operated the Saab 105 under the denomination of Sk (Skola) 60(A). 150 units served with the Swedish Air Force in 1966 and for unarmed training missions. They began to operate at F 5 Ljungbyhed and the F 16 Uppsala flying schools. At the earlier 70’s the Sk 60A were modified with the installation of hardpoints at each wing, allowing them to operate also as light attackers. 46 units were modified and denominated Sk 60B. At the same time, 30 Sk 60A were modified into the Sk 60C, allowing cannons pods and rockets, as well as the installation of a panoramic reconnaissance camera, serving in the abovementioned wings as well as in the F 21 Luleå, where a light attack squadron was stationed. In 1988-1991 and 1993 the Sk 60s suffered upgrades, mainly at the wing – which were reinforced – and the pilots’ ejection seats, as well as receiving new powerplants. The Sk 60D/E were kept out of any modernization programmes, used instead for cannibalization (or to use the aircraft as sources for spare parts). A single unit so far has been modified with new instruments and GPS devices in 2013 at F 17 wing Ronneby, constituting the Sk 60AU. Similarly, the builder and the air force reached an agreement in 2015 to keep the trainer airworthy and with any maintenance support for this purpose, until 2020.
  • Austria
    Operated 40 Saab 105Ö/ÖE were purchased, with 28 currently remaining. The Österreichische Luftstreitkräfte operates this aircraft mainly for training purposes, but also for other mission such as ground attack, reconnaissance (including radioactivity measurement), VIP transport and limited air defence and interception missions. The Austrian Saab 105 were noticeably operated when US president George Bush visited Austria, performing air patrols under the policy of air guard when a personality or important summits are taking place. It is still deemed a good tool for fighter training by the Austrian Air Force.

Saab 105 Specifications
Wingspan  9,5 m / 31 ft 2 in
Length  10,5 m / 34 ft 5,83 in
Height  2,7 m / 8 ft 9 in
Wing Area  16,3 m² / 175,5 ft²
Engine  2 x Turbomeca Aubisque (Volvo Flygmotor RM9), or 2 x General Electric J85-17B Turbojet, or 2 x Williams FJ44 (Volvo Flygmotor RM15)
Maximum Take-Off Weight
Empty Weight  2510 kg / 5,533 lb
Loaded Weight  2835 kg / 6,240 lb
Maximum Load  800 kg / 1,763 lb
Climb Rate  75m/s (Saab 105Ö/ÖE)
Maximum Speed  770 km/h / 360 mph at 6095 m (19,996 ft)
Range  1400 Km / 790 miles
Maximum Service Ceiling  13500 m /44,291 ft
Crew  2 (instructor pilot and student pilot) or 4 in case of liason/VIP transport mission (Sk 60D/E)
Armament
  • 6 harpoints allowing up to 700kg (1,543 lb) of payload: 2 x Saab Rb05 ASM missiles
  • 2 x AIM-9 Sidewinder/Rb24 AAM missiles
  • Pods for 30 mm or 12,7 mm cannons
  • 12 X 135mm, 127mm or 75mm rockets
  • 250kg (550lb) bombs, cluster bombs and rocket launcher pads.
  • The reconnaissance version was equipped with a Fairchild KB-18 panoramic camera at the nose, as well as radioactive air measurement instruments.

 

Gallery

Saab sk60A - F 5 Ljungbyhed - 60113 Side Profile View
Saab sk60A – F 5 Ljungbyhed – 60113
Saab sk60A - F 5 Ljungbyhed - 60140 Side Profile View
Saab sk60A – F 5 Ljungbyhed – 60140
Saab sk60A - 60088
Saab sk60A – 60088

sk60a-trainer-display

saab-sk60a-in-flight-2

Saab sk60A - 60140

 



Sources

Airheadsfly.com. (2013). Upgraded SK60 Operational. Airheadsfly.com., Charleville, J. (1996)., Nya SK 60: Inte W men A, B, C., FlygvapenNytt (4), 25., Das, W., & Otten, K. (n.d.). Saab 105 in Austrian Air Force. Dutch Aviation Support., Flygrevin. (2012). SAAB Sk-60 – flygande skolbänk. Flygrevyn (2), 2-6., Fredriksson, U. (2001). Saab 105 in Swedish service. X-plane.org., Försvarsmakten. (2013). F17 har fått en ny versionen av SK 60. Försvarsmakten., Globalsecurity.org. (2012). Sk60 / Saab 105 trainer/light attack aircraft. Globalsecurity.org., Goebel, G. (2016). SAAB Trainers: Safir, SAAB 105, & Supporter. Airvectors.net., Hultgren, O., & Moberj, T. (1998). Abstract, in Saab 105 “SK60” Re-Engine Programme. Defence Materiel Administration Testing Directorate. Linköping, Sweden. , Peterson, G. (1997). Saab 60 år. Saab 1937-1997: Dramatik och dynamik, FlygvapenNytt, (3) 6-17., Saab. (n.d.). 1960’s. Saab., Saab. (2015). SAAB Signs Sk60 Support Agreement with FMW. Saab., Sharpe, M (2001). Jets de Ataque y Defensa [Attack and Interceptor Jets, Macarena Rojo, trans.]. Madrid, Spain: Editorial LIBSA (Original work published in 2001)., Saab 105. (2016, October 8). In Wikipedia, The Free Encyclopedia. Images: Saab sk60A in Flight by Jim Calow / CC BY-ND 2.0, Saab sk60A in Flight 2 by John5199 / CC BY 2.0, Sk60A Trainer Display by Alan Wilson / CC BY-SA 2.0, Side Profile Views by Ed Jackson – Artbyedo.com