TheFieseler Fi 156Storch ([ʃtɔrç], "stork") is aliaison aircraft designed and produced by the German aircraft manufacturerFieseler. Its nickname ofStorch was derived from the lengthy legs of its mainlanding gear, which gave the aircraft a similar appearance to that of the long-legged, big-winged bird.
Developed during the mid 1930s in response to a request from theReichsluftfahrtministerium (Reich Aviation Ministry or RLM), the Fi 156 was an affordable and easy to construct aircraft purpose designed for the liaison,army co-operation, andmedical evacuation roles. On 24 May 1936, the Fi 156 V1 performed itsmaiden flight; the first deliveries took place less than a year later. It was well regarded for its excellent short field (STOL) performance and lowstalling speed of 50 km/h (31 mph).[2] Around 2,900 aircraft of various models, the most commonplace being theFi 156C, were produced between 1937 and 1945. The Fi 156 quickly became popular on the export market, eventually being widely used by various nations.
Even after the end of the conflict, production of the type continued in other countries into the 1950s, both for the private market and military operators. In addition to Germany, additional production lines had been established in France, Czechoslovakia, Romania, and the Soviet Union. Furthermore, there have been many attempts to recreate or imitate the Fi 156, including several three-quarter scalehomebuilt aircraft, such as thePazmany PL-9 Stork,RagWing RW19 Stork, andSTOL King. TheSlepcev Storch and French-built later variants of the original aircraft have often appeared at air shows and other flying events. Numerous flight-worthy aircraft are still operational into the twenty-first century.
During 1935, theReichsluftfahrtministerium (Reich Aviation Ministry or RLM) issued ininvitation to several aviation companies to submit their proposals for a new aircraft for theLuftwaffe that was to be suitable for the roles ofliaison, army co-operation (today calledforward air control), andmedical evacuation.[3] The German aircraft manufacturerFieseler quickly took an interest in the new requirement and opted to produce its own clean sheet design, which was largely conceived of by chief designer Reinhold Mewes and technical directorErich Bachem. This new aircraft, which was subsequently assigned theFi 156 designation, was specifically designed to achieve particularly strong short take off and landing ("STOL") performance.[3]
In addition to Fieseler's submission, competing proposals were submitted from various other aircraft manufacturers, includingWeser Flugzeugbau andSiebel in the form of theBf 163 andSi 201 respectively.[3] While the Bf 163 broadly resembled the Fi 156, the Si 201 was a relatively unorthodox aircraft; all three designs were evaluated in depth by officials. The Fi 156 emerged as the favoured submission, in part due to its relatively cheap and straightforward construction offered in its design.[4]
On 24 May 1936, the Fi 156 V1, registeredD-IKVN, performed itsmaiden flight; it was quickly followed by a further four prototypes.[4] From an early stage, the company had envisioned two different production versions, theFi 156A andFi 156B, the latter having movableleading edge slots instead of the formers' fixed slot arrangement. The first production standard aircraft were delivered in early 1937.[4]
About 2,900 Fi 156s, the majority being of theFi 156C model, were produced between 1937 and 1945.[5] The principal production line was at theFieseler Factory inKassel. During 1942, production started in theMorane-Saulnier factory atPuteaux inFrance. Due to the demand for Fieseler as a subcontractor for building theFw 190, Fi 156 production was shifted to Leichtbau Budweis inBudweis by the end of 1943. Factories in other countries under German control manufactured aircraft, including Fi 156s, for Germany.
In 1939, after the signing of theMolotov–Ribbentrop Pact, Germany provided several aircraft, including the Fi 156C, to theSoviet Union.Oleg Antonov was made responsible for putting the aircraft into production to meet Soviet requirements, and given a choice between designing an equivalent aircraft or copying the German design, the latter was selected. The aircraft was titled OKA-38 and two versions were envisaged: the SS three seat liaison aircraft, and the N-2air ambulance capable of carrying two stretchers plus a medic. A prototype was constructed in Factory No. 365, established on the basis ofLithuanian Military Aviation Works, inKaunas, recently occupiedLithuania. The first prototype was built in Factory No. 23 inLeningrad and flew before the end of 1940. Production in Kaunas had just started when the factory was lost to the German advance in 1941. While Antonov's efforts had produced a heavier aircraft, which required as much as three times the field for landing and take off as the German Fi 156C (160 m vs 55 m), it also had much greater range and increased load capability.[6] After the conflict, Antonov went on to design the legendaryAn-2 STOL biplane, which also has excellent STOL performance.
In 1944, production was moved from the LeichtbauBudweis to theMráz factory inChoceň which produced 138 examples of the Fi 156, locally designated as "K-65 Čáp" (i.e. stork in Czech). Production ended during 1949.
During the Second World War, the French manufacturerMorane-Saulnier was operated under German control, during which time it built German types including the Storch. Immediately after theliberation of France in 1944, the production of the Fi 156 at the Morane-Saulnier factory was continued at the request of theArmée de l'Air. The resulting batch of aircraft produced with the remaining stock ofArgus air-cooled inverted V8 engines were designatedMS 500 Criquet. Aircraft with further modifications and different engines (inline andradial) received various different type numbers. The use of the aircraft inIndochina highlighted the weakness of wood for the construction of the airframe; thus it was decided to build the wings out of metal instead. Among the modifications, the defensive weapon aiming through the back window was dropped, although some aircraft were modified in the field to take aMAC 34T machine gun firing through one of the side windows. Some 141 aircraft were built before the end of the Second World War while a total of 925 aircraft were built before the end of the production of all types ofCriquet by Morane-Saulnier in 1965.
Licence production was started in Romania in October 1943 at theICAR factory inBucharest. Only 10 were built by the time the ICAR factory was bombed in May 1944. Production resumed later that year, but only six were completed before repair work halted production. Between June 1945 and 1946, a further 64 aircraft were built.[7]
Because of its superb STOL characteristics, there have been many attempts to recreate or copy theStorch, mainly in the form of various three-quarter scalehomebuilt aircraft, such as thePazmany PL-9 Stork, Roger Mann'sRagWing RW19 Stork, and PreceptorsSTOL King.
As an example, theSlepcev Storch is a three-quarter scale reproduction of the original with some simplifications. The use of modern materials provides better STOL performance than the original with a take-off run of 30 m and landing-roll of 50 m with no headwind. It was originally designed and manufactured in Australia[8] and is now manufactured in Serbia.[9]
The Fieseler Fi 156 Storch was a high-wingmonoplane that was particularly effective in terms of its short take off and landing ("STOL") performance. Its nickname ofStorch was derived from the lengthy legs of its mainlanding gear, which hung down during flight and gave the aircraft the appearance of a long-legged, big-winged bird. As a product of its relatively low landing speed, theStorch often gave the appearance of landing vertically, or even backwards, when flying directly into strong winds.[citation needed] The aircraft was typically crewed by three personnel seated with its enclosed cabin, which was extensively glazed as to provide generous external views.[10] The structure was composed of weldedsteel tubing while the covering wasfabric. Both the tail unit and wings were composed of wood, the latter being clad inplywood.[4]
The Fi 156 had relatively lengthy wings for its size. A fixedslat ran along the entire length of the wing'sleading edge while a hinged and slotted set of control surfaces ran along the entire length oftrailing edge. This arrangement was allegedly inspired by an earlierJunkers wing design concept, referred to as aDoppelflügel or "double-wing" aircraft wing control surface.[citation needed] On the Fi 156, this setup along each wing panel's trailing edge was split nearly 50/50 between the inboard-locatedflaps and outboard-locatedailerons, which, in turn, includedtrim tab devices over half of each aileron's trailing edge length. This combination of flaps and slats has been heavily attributed for the aircraft's favourable STOL performance.[5]
An uncommon feature for land-based aircraft was the ability tofold back the wings of the aircraft along the fuselage, which was somewhat similar to the wings of theRoyal Navy'sFairey Swordfishtorpedo bomber; when folded, the aircraft could be carried on a trailer or even directly towed (albeit slowly) behind a vehicle. The primary hinge for the folding wing was located in thewing root, where the rear wing spar met the cabin.
The long legs of the mainlanding gear was furnished with both oil and spring-basedshock absorbers that had a travel of 40 cm (15-3/4 inches), sufficient to permit landings to be conducted on comparatively rough and uneven surfaces; this was combined with a "pre-travel" distance of 20 cm, before theoleos began damping the landing gear shock.[11]
While initial models were unarmed, starting with the C-2 variant, the Fi 156 was fitted with a raised, fully-glazed position for a flexible rear-firingMG 157.92mm machine gun for self-defense.[12][5]
TheStorch involved in Mussolini's rescue in theGran Sasso raid.
TheStorch was extensively operated by theLuftwaffe. Several reconnaissance units operated the type, such asAufklärungsgruppe 14 andAufklärungsgruppe 21.[13] Furthermore, eachGeschwader was provided with at least one, if not multiple, Fi 156s. Numerous high ranking German officials, particularly members of theGeneral Staff, had their own Fi 156s, including Field MarshalsAlbert Kesselring andErwin Rommel.[13]
During theGerman invasion of Belgium, in addition to its more routine usage in the liaison role, around 100 Fi 156s were used to transport a battalion ofInfantry Regiment Grossdeutschland, two men per aircraft, landing on a stretch of road behind enemy lines (Operation Niwi).[15][16]
During theNorth African campaign, theAfrika Korps made routine use of theStorch both for transportation and to conduct aerial surveillance. It was also operated by a pair of dedicated desert rescue squadrons to retrieve stranded pilots in this theatre.[13]
During September 1943, the Storch played a pivotal role inOperation Eiche, the rescue of deposed Italian dictatorBenito Mussolini from a boulder-strewn mountain-top near theGran Sasso. Even though the mountain was surrounded by Italian troops, GermancommandoOtto Skorzeny and 90paratroopers used gliders to land on the peak and quickly captured it, then faced the problem of getting back. AFocke-Achgelis Fa 223helicopter was sent, but it broke down en route. Instead, pilot Heinrich Gerlach flew in aStorch. It landed in 30 m (100 ft), and after Mussolini and Skorzeny boarded, it took off after a run of 80 m (250 ft), even though the aircraft was overloaded. TheStorch used in rescuing Mussolini bore the radio code letters, orStammkennzeichen, of "SJ + LL"[17] in the motion picture coverage of the daring rescue.
Air Vice Marshal Harry Broadhurst and hisStorch, Italy, 1943
AStorch was the final aircraft to be shot down by the Allies on the Western Front, and another was forced down by an L-4 Grasshopper, the military version of the AmericanPiper J-3 Cub civilian training and sport aircraft and a direct Allied counterpart of the Storch. The pilot and co-pilot of the L-4, lieutenants Duane Francis and Bill Martin, opened fire on theStorch with their.45 caliber pistols, forcing the German air crew to land and surrender.[20]
During the conflict, severalStörche were captured by the Allies. One became the personal aircraft of BritishField MarshalBernard Montgomery. Others were used as the personal aircraft of Air Vice MarshalArthur Coningham and Air Vice MarshalHarry Broadhurst, who acquired hisStorch in North Africa, and flew it subsequently in Italy and North-West Europe. The British captured 145 Fi 156s, of which 64 were given to the French as war compensation from Germany.[citation needed]
An Austrian-registeredStorch fitted with spraying equipment atStuttgart Airport in 1965
Both theFrench Air Force (Armée de l'Air) and theFrench Army Light Aviation (Aviation Légère de l'Armée de Terre) operated theCriquet between 1945 and 1958. Accordingly, the type saw battlefield service in French hands during both theIndochina War and theAlgerian War.
TheSwiss Air Force, as well as several other mountainous European countries, continued to use theStorch to conduct rescue operations in challenging terrain where STOL performance was necessary. One of the more historically significant operations involving the type was theGauli Glacier crash rescue in November 1946, where a pair ofFlugwaffe-flown Storches were the sole means of safely retrieving the twelve survivors of the crash. After the Second World War, numerous aircraft were used in utility roles, includingagricultural spraying. Even into the twenty-first century, numerous Storches have remained operational, the type has become a common sight at air shows. In North America, both theCollings Foundation and theFantasy of Flight museum have airworthy Fi 156Storch aircraft in their collections.
Fi 156 V1: Prototype equipped with an adjustable metal propeller, registration D-IKVN (produced in 1935–1936)
Fi 156 V2: Prototype equipped with a wooden propeller. First prototype to fly (May 10, 1936). registration D-IDVS (produced in 1935–1936)
Fi 156 V3: Prototype identical to the V2. Test machine for various radio equipment, registration D-IGLI (produced in 1936)
Fi 156 V4: Prototype identical to the V3. Skis for landing gear and disposable auxiliary tank. (produced in 1936–1937)
Fi 156 V5: Production prototype for A-series. (produced in 1937)
Fi 156 A-0: Pre-production aircraft, identical to the V3. Ten aircraft were produced. (produced in 1937–1938)
Fi 156 A-1: First production models for service, ordered into production by theLuftwaffe with an order for 16 aircraft, the first production aircraft entered service in mid-1937. Some sources cite that only six were effectively produced. (produced in 1938)
Fi 156 B: Fitted with a new system which could retract the normally fixed leading edge slats and had minor aerodynamic cleanups, boosting the speed to 208 km/h (130 mph). TheLuftwaffe did not consider such a small difference to be important and the Fi-156 B was not produced.
Fi 156 C-0: Pre-production. Essentially a "flexible" version of the A model. (produced in 1939)
Fi 156 C-1: Three-seat liaison version. (produced in 1939–1940)
Fi 156 C-2: Two-seat observation type, which had a raised, fully glazed rear dorsal gun position for mounting aMG 15 machine gun for defense. (produced in 1940)
Fi 156 C-3: Replaced the C-1 and C-2 with a "universal cockpit" suited for any role. (produced in 1940–1941)
Fi 156 C-3/Trop: Version adapted for tropical and desert conditions. Filtered intakes. (produced in 1940–1942)
Fi 156 C-5: Addition of a bellyhardpoint for a camera pod or jettisonable auxiliary tanks. Some were fitted with skis, rather than wheels, for operation on snow. (produced in 1941–1945)
Fi 156 C-5/Trop: Version adapted for tropical and desert conditions. Filtered intakes. (produced in 1941–1945)
Fi 156 C-7: Three-seat liaison version. "Flat" cockpit glazing similar to the C-1.
Fi 156 D-0: Pre-production version of the air ambulance version of the C model with a larger cockpit and extra rear fuselage-location starboard-side door for stretcher accommodation. Powered by an Argus As 10P engine. (produced in 1941)
Fi 156 D-1: Production version of the D-0. (produced in 1942–1945)
Fi 156 E-0: Liaison version identical to the C-1; 10 pre-production aircraft were fitted with tracked landing gear and were produced in 1941–1942.
Fi 156 F or P: Counter insurgency version. Identical to the C-3 with machine guns in side windows and bomb-racks and smoke layers. (produced in 1942)
Fi 156 U: Anti-submarine version. Identical to the C-3 with depth charge. (produced in 1940)
Fi 156 K-1: Export version of the C-1 (Bought by Sweden).
Mráz K-65 Čáp: Production in Czechoslovakia after World War II.
Antonov OKA-38Aist ("stork" inRussian): An unlicensed Soviet copy of the Fi 156, powered by a copy of a Renault MV-6 inverted, air-cooled straight-six engine (similar to the Renault 6Q), was starting production as the factory was overrun by German forces in 1941
4230/39 – Fi 156 K-1 on display at theFinnish Aviation Museum inVantaa, Uusimaa. It is the only survivingFinnish Air ForceStorch. It retains its civilian paint scheme and registration, OH-FSA, from its final owner. It previously carried the serial number ST-112 and the registration OH-VSF.[27]
^Sengfelder, Günther (1993).German Aircraft Landing Gear. Atglen, PA, USA: Schiffer Publishing. p. 84.ISBN0-88740-470-7.(Photo caption) The long shock absorber leg of the Fi 156 with its streamlined fairing. 200 mm of idle stroke was available in addition to the 400 mm stroke of the shock absorber.
^"Fieseler Storch".Royal Air Force Museum. Trustees of the Royal Air Force Museum. Archived fromthe original on 18 November 2016. Retrieved18 November 2016.
^Simpson, Andrew (2015)."INDIVIDUAL HISTORY"(PDF).Royal Air Force Museum. Retrieved18 November 2016.
^"FAA REGISTRY [N156FC]".Federal Aviation Administration. U.S. Department of Transportation. Archived fromthe original on November 18, 2016. Retrieved18 November 2016.
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