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User: Bomberguy |
Fieseler Fi 156 Storch demo 1938 In 1935, the RLM (Reichsluftfahrtministerium, Reich Aviation Ministry) put out a tender for a new Luftwaffe aircraft (suitable for liaison, army co-operation today called Forward Air Control), and medical evacuation, as required to several companies. Penned by chief designer Reinhold Mews and technical director Erich Bachen, Fieseler's entry was the most advanced in terms of STOL performance, by far. A fixed slat ran along the entire leading edge of the long wings, while the trailing edge, inspired by earlier 1930s Junkers aircraft wing control surface designs, including the ailerons, was a hinged and slotted flap. The wings could be folded back along the fuselage, allowing it to be carried on a trailer or even towed slowly behind a vehicle. The long legs of the landing gear contained oil and spring shock absorbers that compressed about 450 mm (18 inches) on landing, allowing the plane to set down almost anywhere. In flight they hung down, giving the aircraft the appearance of a very long-legged, big-winged bird, Hence its nickname, Storch. With its very low landing speed the Storch often landed "at place" or even backwards, in case of wind from directly ahead. The first Fi 156 V1 prototype flew in the spring of 1936. It was powered by a 180 kW (240 hp) inverted-vee Argus As 10C V8 engine, which gave the plane a top speed of only 175 km/h (109 mph), enabling the Storch to fly as slow as 50 km/h (32 mph), take off into a light wind in less than 45 m (150 ft), and land in 18 m (60 ft). It was followed up by the second V2 prototype and third V3 prototypes, the ski-equipped V4, plus one V5 and ten Fi 156A-0 pre-production aircraft. It was immediately ordered into production by the Luftwaffe with an order for 16 planes, and the first Fi 156A-1 production aircraft entered service in mid-1937. Fieseler then offered the Fi 156B, which allowed for the retraction of the leading edge slats and had a number of minor aerodynamic cleanups, boosting the speed to 208 km/h (130 mph). The Luftwaffe didn't consider such a small difference to be important, and Fieseler instead moved on to the main production version, the C. The Fi 156C was essentially a "flexible" version of the A model. A small run of C-0s were followed by the C-1 three-seater liaison version, and the C-2 two-seat observation type (which had a rear-mounted MG 15 machine gun for defense). Both models entered service in 1939. In 1941, both were replaced by the "universal cockpit" C-3, suited to any role. Last of the Cs was the C-5, a C-3 with a belly hardpoint a camera pod or drop tank. Some were fitted with skis, rather than wheels, for operation on snow. Other versions of the Fi 156 were the C-3/Trop, which was a tropicalised version of the Fi 156C-5, and the Fi 156D which was an air ambulance version. The first two Fi 156D models were the D-0 pre-production aircraft, and the D-1 production aircraft, powered by a an Argus As 10P engine. Ten Fi 156E pre-production aircraft were fitted with tracked landing gear. The Fi 256 was a five-seat civil version, only two were built at the Morane-Saulnier factory at Puteaux in France. The Storch could be found on every front throughout the war. It will probably always be most famous for its role in the rescue of deposed Italian dictator Benito Mussolini from a boulder-strewn mountain top near Monte Cassino, surrounded by Italian troops. German commando Otto Skorzeny dropped with 90 paratroopers onto the peak and quickly captured it, but the problem remained of how to get back off. A Focke Achgelis Fa 223 helicopter was sent, but it broke down en route. Instead, pilot Walter Gerlach flew in a Storch, landed in 30 m (100 ft), took aboard Mussolini and Skorzeny, and took off again in under 80 m (250 ft), even though the plane was overloaded. The involved Storch rescuing Mussolini bore the radio code letters, or Stammkennzeichen, of "SJ + LL" in motion picture coverage of the daring rescue. General characteristics Crew: 4 Length: 9.9 m (32 ft 6 in) Wingspan: 14.3 m (46 ft 9 in) Height: 3.1 m (10 ft 0 in) Wing area: 26 m² (280 ft²) Empty weight: 860 kg (1,900 lb) Loaded weight: 1,260 kg (2,780 lb) Powerplant: 1× Argus As 10 air-cooled inverted V8 engine, 180 kW (240 hp) Performance Maximum speed: 175 km/h (109 mph) at 300 m (1,000 ft) Combat radius: 380 km (210 knots, 240 mi) Service ceiling 5,200 m (17,060 ft) Rate of climb: 4.8 m/s (945 ft/min) Wing loading: 48.5 kg/m² (9.9 lb/ft²) Power/mass: 143 W/kg (0.087 hp/lb) Armament Guns: MG 15 machine gun Tags: Fieseler Fi 156 Storch ww2 german spotter plane aircraft STOL |
User: auldm |
Fieseler Fi 156 Storch Originally designed in 1935 to perform the roles of casualty evacuation, army co-operation and liaison, the Storch (Stork) was noted for its remarkable STOL (Short Take-Off and Landing) performance. Slots on the leading edge of the wing, and flaps extending along the full length of the trailing edge, enabled the Storch to fly at speeds as low as 51kph (32mph). The Luftwaffe operated the Storch in many theatres including the Arctic, the Western Desert, the Eastern Front and in Europe. Notable flights which made use of the Storch's ability to operate from very small, unprepared airstrips include the rescue of Mussolini from detention in a hotel in the Italian mountains and a flight into the centre of Berlin made in the last days of the war carrying General von Greim to a meeting with Hitler. A total of 2549 examples were built during the war in Germany, France and Czechoslovakia. Tags: Fieseler Fi-156 Storch Luftwaffe WW2 Warbird Aviation Aircrafts |
User: aerozamora |
Fieseler Stoc h 1/4 escala RC 3,64 ms Video de una Fieseler Storch de 3,64 ms de envergadura escala 1/4 RC con 8 servos y motor Zenoah 62 cuyos detalles de construcción figuran en la web http://aerobenavente.iespana.es/ Tags: Fieseler Storch aircraft RC Zenoah avion 62 Titan 1/4 escale |
User: MrBean1401 |
Fieseler Storch - First Flight First flight of a 4m span Fieseler Storch model plane Tags: Fieseler Storch First Flight |
User: Bomberguy |
Fieseler and the F2 Tiger - 1st World Aerobatic Champion There was great speculation when a World Cup competition for aerobatics was announced in early 1934, to take place at Vincennes, Paris, on 9-10 June. The French Aero Club's invitation to this first ever World Championship included total prize money of 275,000 francs on offer. The winner would receive 100,000 francs. It was an enormous event, a high-spot of the Paris society season, with 150,000 spectators crowded into the military parade-ground at Vincennes which had been converted expressly for the occasion, with grandstands specially erected. Nine competitors took part, drawn from six nations: Ambruz and Novak from Czechoslovakia, Cavalli and Detroyat from France, Achgelis and Fieseler from Germany, Christopher Clarkson from Great Britain, Ambrogio Colombo from Italy and Placido d'Abreu from Portugal. The initial compulsory programme required a list of figures 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. On the Sunday, each contestant flew his free programme, for which he had ten minutes: his sequence was submitted in advance to the Jury, and each manoeuvre was assigned a difficulty coefficient already set out in the rules, new figures were also awarded appropriate coefficients, but most were to be found already in the current catalogue of 87 manoeuvres. The task of the judges was to assign each figure a mark between I and 5 for quality of performance, with a zero mark for figures not executed. These were then multiplied by the difficulty coefficients, the totals of all the judges were added together, then they were divided to arrive at an average. On the second day, Sunday, after the morning's air display, German star Gerhard Fieseler had the harrowing experience of watching a French pilot crash to his death on landing right next to him shortly before the contest resumed. The atmosphere became charged, but this was only a foretaste of later events: the fourth competitor of the afternoon, the Portugese Captain d'Abreu, mishandled his controls during a half-roll from inverted and got into a spin at very low altitude, his aircraft speared into the middle of the field and burned . . . pandemonium reigned. Two men dead in the space of an hour. The organisers were at a loss; should the competition be stopped? Many felt that it should. Gerhard Fieseler stepped forward and assumed the role of spokesman for his fellow pilots: " Each man among us knows that he may meet his fate at any time. We are prepared for that. What if the early pioneers had given up when one of their number lost his life to aviation? I believe we will best honour our comrade by continuing to fly." The contest was resumed, and immediately afterwards another mishap occurred: the Italian Ambrogio Colombo, flying a newly-built aircraft from the Breda factory in Milan, started a spin without enough height and collided with the top of a tree. He retired with a branch embedded in his landing gear. On a later take-off, with the machine repaired, he had an engine failure and crash-landed the aeroplane rather than risk coming down in the public enclosures; the aircraft was destroyed, though he himself escaped without serious injury. The crowd remained calm. The afternoon wore on: Cavalli, Novak, Ambruz, Achgelis, Detroyat; Fieseler flew last. He had spent five weeks practisng his free programme, which contained 38 extremely complicated and taxing figures, among them super-slow rolls which carried very high marks if performed precisely. Suddenly, four minutes before the end, he felt his shoulder harness come loose. This was his main security during manoeuvres under negative g; and it had happened at the worst possible moment: immediately before a negative loop. His only solution was to make a much bigger circle - widen the diameter of the loop - so as to reduce the amount of negative g he would have to sustain. But in doing this he consumed vital seconds from his time limit, and at the end of the sequence he had over-run by three whole manoeuvres. Surely this must dash his hopes of the title. When the results were announced however, Fieseler had a lead over Detroyat by 23 points despite the over-run; he was the first World Aerobatic Champion in history. Michel Detroyat finished second, Gerd Achgelis third. Fieseler now took the decision to retire from the sport at the pinnacle of his success. He is a valued patron of sport aerobatics to this day, and thanks to his generosity the Fieseler Trophy contest is one of the most prestigious international events in the modern competition calendar. Fieseler is remembered today as the designer of the Fieseler Storch, a utility aircraft with remarkable STOL capabilities. Tags: Gerhard Fieseler F2 Tiger Michel Detroyat Morane MS225 fi2 World Aerobatic Championships Paris 1934 |
User: aerozamora |
Fieseler Storch RC despegue aterrizaje Video de vuelo despegue y aterrizaje de Fieseler Storch RC escala 1/4 con 3,64 ms de envergadura propulsada por motor Zenoah 62 Tags: Fieseler Storch aircraft RC Zenoah avion 62 Titan 1/4 escale |
User: RCMandE |
VMAR Fieseler Storch Flying footage of the model from our June 2008 issue. We've a full review of this kit in the issue. Tags: airplane aeroplace rc plane VMAR fieseler storch review |
User: loulou33480 |
Pilotage en immersion/ Promenade en Fieseler Storch Pilotage d'un modèle réduit avec pour seul vision, celle donnée par la caméra embarquée. Pour en savoir plus: http://fredvanh.free.fr/ Tags: avion fieseler storch pilote caméra embarquée modèle réduit |
User: heiminn |
GTA-SA MOD: Fieseler Fi 156 Storch GTA-SA MOD. PCver. ONLY Tags: GTA SA MOD TEST CLEO3 SanAndreas |
User: plamperein |
FIESELER STORCH FI-156 C Modelo Radiocontrolado, Fieseler Storch 156, escala 1/6. Primer vuelo 02-mayo-2008, en el Club Metropolitano de Aeromodelismo, Chile. Constructor y Piloto, Patricio Lamperein Tags: storch fieseler patricio lamperein CMA club metropolitano de aeromodelismo RC airplane |
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