The I.Ae 24 Calquin
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The paternity of this section of my book has been questioned, but a quick look at the article from some Argentine gentleman will reveal that they are totally different articles, as can be seen in this link:
They are clearly two very different articles, as readers will apreciate, some of the photos are common to both, understandably since theey were (in my case) obtained at the Argentine National Archives (Archivo General de la Nación )
www.laahs.com
I.Ae.24 of the Argentine Air Force, carrying the serial "A-72" (Photo: Via the author.)
Traditionally, it has been taken for granted that the I.Ae.24 Calquín (royal eagle in Mapuche) was developed with inspiration drawn from the famous de Havilland DH.98 Mosquito, and also that the Calquín was originally designed to be equipped with the Rolls Royce Merlin in-line engines that powered the renowned British fighter-bomber. This affirmation is not without basis, as a matter of fact. In the September-October 1997 issue of National Aeronautical Magazine, researchers Ferretti and Giró published a detailed report on Argentina’s Fábrica Militar de Aviones -FMA- (Military Aircraft Factory) since its creation, and on that piece they stated that the Calquín was “...inspired by the De Havilland Mosquito, and should have carried engines similar to the ones it had…” This article is one of the most complete and better done of all that have been published on the FMA and, without any doubt, its excellence transcends time. Therefore, our intention isn’t to create a controversy, nor contradict that study. Reading that piece is enough to corroborate what has been stated above: The oral tradition assumes that the Argentine airplane was a derivative of the Mosquito, and that it was destined to have the same power plants.
However, there are other elements that could help us to conclude that the similarity between both aircraft was due to coincidences arising from the design concepts of the time, the prevailing industrial limitations and, why not? Even due to some appreciation of British airplanes. In any case, before diving into that discussion, we’ll attempt to concisely present the technical features of the airplane, its origins and how the type entered service with the Fuerza Aérea Argentina -FAA- (Argentine Air Force.)
Cut away drawing of the I.Ae.24 Calquín. (Image: Via the author.)
The I.Ae.24 Calquín was a twin-engine, mid-wig, two-seat airplane designed primarily for ground attack missions. Due to scarcity of raw materials right after the end of the Second World War, it was decided that the Calquín was to be built using native woods, following the already proven techniques used for producing the renowned I.Ae.22 DL trainer. Its landing gear was retractable and folded backwards into the engine nacelles, becoming completely enclosed by integral wheel covers. It had a retractable rear wheel in the tail section. All three landing gears were equipped with pneumatic-oil shock absorbers.
The Calquín’s control surfaces were made of fabric-covered wood, with their leading edges reinforced with plywood. Two adjustable tabs completed the control surfaces. Crew safety was provided by means of an armored shatter-proof-glass windshield and side windows; the nose cone and the remainder of the canopy greenhouse were made of plexiglas. The Pratt & Whitney R-1830-SCG “Twin Wasp” engines were installed one in each wing, on nacelles supported by Cr-Mb steel mounts and covered with traditional cowlings. These power plants were capable of producing 1,050 HP SAE @ 2300 RPM, driving variable pitch, three-bladed Hamilton Standard Hydromatic E-50 propellers. The following is the technical and performance data of the I.Ae.24:
Wingspan: 16.30 mts.
Height: 3.40 mts.
Length: 12.00 mts.
Wing Surface: 38.00 sq. mts.
Empty Weight: 5,340 Kg.
MTOW: 8,164 Kg.
Maximum Speed: 440 km/h.
Cruise Speed: 380 km/h.
Theoretical Ceiling: 10,000 mts.
Range: 1,140 km.
Design work on the airplane, which was intended to replace the FAA’s aging Northrop N8A2 attack aircraft, began on August 25, 1944, and by February 25, 1946, the first prototype took to the air, starting a series of thorough flight tests that concluded on June 8 of the same year. The design adopted was so successful that during its development, a more advanced variant was ordered by the FAA. According to an FMA’s document titled “Estudio, proyecto y construcción de un avión de ataque, bombardeo liviano, empleando maderas nacionales” (Study, project and construction of a light attack airplane, using native wood), published in 1946, this advanced variant was designated as the I.Ae.28 and was to be powered by Rolls Royce Merlin 604 engines driving Rotol propellers, instead of the Hamilton Standard of the I.Ae.24.
The first prototype of the I.Ae.24 photographed at the FMA’s plant in Córdoba. Note the absence of machine guns under the nose. (Photo: Via the author.)
Aero-historian Fernando Benedetto, in his excellent article titled “I.Ae.24 Calquín, a la memoria de un guerrero” (I.Ae.24, a tribute to a warrior), published in the January-February 1998 issue of ALAS magazine, also mentions the same about the power plants intended for the I.Ae.28. In any case, the fate of this “Super Calquín” -if we could call it so- was sealed by another locally designed airplane, the I.Ae.30 Ñamcú, which represented a more evolved concept, as it is stated in another FMA document titled “Estudio del Avión I.Ae.28” (Study of the Airplane I.Ae.28), published in 1947.
In contrast, despite the official narrative and the available documentation on the I.Ae.24 and its Merlin-powered derivative, there are some technical aspects that confirm that the Calquín was originally designed to be powered -not by R-1830 engines- but by the British in-line power plants. For example, the take-off weight of the I.Ae.24 was projected considering the Merlin engines, and the installation of the radial R-1830s introduced a series of stability problems in the final design, which complicated its handling characteristics at low speeds. In fact, there are FMA technical drawings that reflect the implications of such major change. In the end, it all indicates that the decision for using the radial engines was made based on budgetary considerations, since acquiring the Merlin engines proved to be very expensive.
Regarding the Calquín, several sub-variants were considered, but these didn’t involve any improvements on the general flight performance or characteristics. The only major changes were related to its armament: The attack variant was to be armed with four 12.7 mm (0.50 in.) locally-designed machine guns, while the light bomber version, as it is explained in the airplane’s manual, was to be equipped with the same four locally-designed 12.7 mm machine guns or their Browning equivalents, plus a variety of bombs and rockets of different weights and characteristics.
Excellent study of the nose section and placement of the Browning 12.7 mm machine guns installed in the I.Ae.24 serial A-58. (Photo: Via the author.)
Construction of the first 100 I.Ae.24s began at FMA’s hangar 90, at Córdoba, as it was the one with the most available space. Shortly after, the first 10 pre-production aircraft were destined for a special mission, that we will cover in the following paragraphs.
A special testing group, officially called “Grupo experimental de vuelo” (Experimental Flight Group), was created in May 1947 at the“Coronel Pringles” airbase in Villa Mercedes, San Luis Province, with the mission of getting the I.Ae.24s ready for transference to the different operational units to which they had been assigned. The first ten Calquíns to be assigned to this group would carry the temporary serials Ex-01 to Ex-10, with the “Ex” prefix meaning Experimental. However, only the airplanes serialed Ex-01, 02, 03, 04, 05, 07 and 10 were transferred initially, since the Calquín carrying the serial Ex-06 had a major accident, fortunately without any fatalities, and was written off. Later on, these airplanes were given new serial numbers, this time with the “A” suffix -meaning Attack- followed by a two digit number, and were transferred to the Regimiento 3 de Ataque (3rd Attack Regiment.)
The I.Ae.24 assembly line at the FMA plant in Córdoba. (Photo: Via the author.)
It is regularly said, in error, that the I.Ae.24s serialed Ex-08 and Ex-09 were never assigned to this special testing group when, as a matter of fact, they entered in service in 1947 and were later transferred to Regimiento 3 de Ataque where they arrived by the end of 1948, that is, one year after having been assigned to the testing group. This is stated in the “Orden Reservada” (Confidential Order) dated October 2, 1948, which also mentions that the two airplanes were taken into charge on that date, at El Plumerillo airbase, together with airplanes serials A-12, 13, 14, 15, 16, 18, 19, 20, 21, 22, 24, 25, 26, 27 28, 29 y 32, completing only 19 aircraft and not 30 as it has been always been thought.
When the testing program concluded, all the I.Ae.24s having Ex serials were released to regular Air Force service with the Regimiento 3 de Ataque, (after a brief stay with the Regimiento 1 de Ataque.) We will also add, that the airplane A-04 (previously Ex-04) was transferred to the IV Brigada Aérea (IV Air Brigade) on May 24, 1954, to replace the airplane A-70, which was placed in storage on the same date. Also on May 24, the Calquín serialed A-02 (formerly Ex-02) was placed in “replacement situation” after being written off. All this is documented on the Day Order No. 43, of May 24, 1954.
I.Ae.24 serial A-73, equipped with the shorter FMA-built 12.7 mm machine guns and the updated main landing gear. (Photo: Via the author.)
The accident record of the Calquín is well known. However, some times quick conclusions are drawn from cold statistical data. We are not saying that the I.Ae.24 was an “easy to fly” aircraft, nor that it had “noble” flying characteristics and was kind to the rookie pilots. In fact, its handling had been somewhat compromised by the replacement of its engines during the design phase. However, we will say that the great majority of accidents in which the airplane was involved, also involved young pilots or pilots with limited experience. According to Jorge Conan Doyle, an FMA test-pilot who amassed around 3000 hours in the Calquín, to fly the airplane it was necessary “…to have experience. But I took it by the hand, and I never had any problems. It was unstable on its three axis, it crossed its controls, and inverted easily.” (Quoted from the article of Ricardo Burzaco published in the November – December 1997 issue of Aeroespacio Magazine.) As it can easily be seen, Conan Doyle did not have any major problems with the airplane, but he acknowledges that flying it required careful handling.
The aftermath of a runway excursion. I.Ae.24 serial A-09. (Photo: Via the author.)
In any case, its reputation as being “a little untrustworthy” played against the Calquín and even the slightest of incidents was considered by the pilots to be enough reason to declare an emergency. In this case, the antithesis to demonstrate against the bad reputation of the aircraft was represented by the then Captain Carlos Bergaglio, who could perform a series of aerobatic maneuvers and land and roll down to a full stop, with both engines stopped, a ’la Bob Hoover.
After serving with several FAA units, and being witness of many incidents, the Calquín’s history would reach its end in 1958 when, following a major inspection, the surviving airplanes were struck off charge. One lone example survived a few years and, after having been employed as a teaching aid for mechanics, it was destroyed with axes at the non-commissioned officers school in Córdoba. As an interesting side note, we will say that the last three Northrop N8A2 in service with the FAA, the model that the Calquín intended to replace, remained in active service until 1953, with the II Brigada Aérea (II Air Brigade); these aircraft carried the serial numbers O-404, 416 and 430.
Bits and pieces of an I.Ae.24, preserved at some undisclosed basement. (Photo: Via the author.)
Of the many Calquíns built, only a few pieces remain, jealously guarded by lucky collectors. That is all. Not even one complete airplane to remind the new generations about the gallant and sleek figure of the “false mosquito”, exists to this day.
https://www.bing.com/search?q=LAAS+The+Calquin,+an+Argentinian+Mosquito&form=ANNTH1&refig=e254dca205524afcba4612f9d275fe83#
The paternity of this section of my book has been questioned, but a quick look at the article from some Argentine gentleman will reveal that they are totally different articles, as can be seen in this link:
They are clearly two very different articles, as readers will apreciate, some of the photos are common to both, understandably since theey were (in my case) obtained at the Argentine National Archives (Archivo General de la Nación )
I.Ae.24 Calquín: The Argentine Mosquito? – LAAHS
I.Ae.24 Calquín: The Argentine Mosquito?
Traditionally, it has been taken for granted that the I.Ae.24 Calquín (royal eagle in Mapuche) was developed with inspiration drawn from the famous de Havilland DH.98 Mosquito, and also that the Calquín was originally designed to be equipped with the Rolls Royce Merlin in-line engines that powered t
www.laahs.com
I.Ae.24 Calquín: The Argentine Mosquito?
by Hernán Longoni
Traditionally, it has been taken for granted that the I.Ae.24 Calquín (royal eagle in Mapuche) was developed with inspiration drawn from the famous de Havilland DH.98 Mosquito, and also that the Calquín was originally designed to be equipped with the Rolls Royce Merlin in-line engines that powered the renowned British fighter-bomber. This affirmation is not without basis, as a matter of fact. In the September-October 1997 issue of National Aeronautical Magazine, researchers Ferretti and Giró published a detailed report on Argentina’s Fábrica Militar de Aviones -FMA- (Military Aircraft Factory) since its creation, and on that piece they stated that the Calquín was “...inspired by the De Havilland Mosquito, and should have carried engines similar to the ones it had…” This article is one of the most complete and better done of all that have been published on the FMA and, without any doubt, its excellence transcends time. Therefore, our intention isn’t to create a controversy, nor contradict that study. Reading that piece is enough to corroborate what has been stated above: The oral tradition assumes that the Argentine airplane was a derivative of the Mosquito, and that it was destined to have the same power plants.
However, there are other elements that could help us to conclude that the similarity between both aircraft was due to coincidences arising from the design concepts of the time, the prevailing industrial limitations and, why not? Even due to some appreciation of British airplanes. In any case, before diving into that discussion, we’ll attempt to concisely present the technical features of the airplane, its origins and how the type entered service with the Fuerza Aérea Argentina -FAA- (Argentine Air Force.)
The I.Ae.24 Calquín was a twin-engine, mid-wig, two-seat airplane designed primarily for ground attack missions. Due to scarcity of raw materials right after the end of the Second World War, it was decided that the Calquín was to be built using native woods, following the already proven techniques used for producing the renowned I.Ae.22 DL trainer. Its landing gear was retractable and folded backwards into the engine nacelles, becoming completely enclosed by integral wheel covers. It had a retractable rear wheel in the tail section. All three landing gears were equipped with pneumatic-oil shock absorbers.
The Calquín’s control surfaces were made of fabric-covered wood, with their leading edges reinforced with plywood. Two adjustable tabs completed the control surfaces. Crew safety was provided by means of an armored shatter-proof-glass windshield and side windows; the nose cone and the remainder of the canopy greenhouse were made of plexiglas. The Pratt & Whitney R-1830-SCG “Twin Wasp” engines were installed one in each wing, on nacelles supported by Cr-Mb steel mounts and covered with traditional cowlings. These power plants were capable of producing 1,050 HP SAE @ 2300 RPM, driving variable pitch, three-bladed Hamilton Standard Hydromatic E-50 propellers. The following is the technical and performance data of the I.Ae.24:
Wingspan: 16.30 mts.
Height: 3.40 mts.
Length: 12.00 mts.
Wing Surface: 38.00 sq. mts.
Empty Weight: 5,340 Kg.
MTOW: 8,164 Kg.
Maximum Speed: 440 km/h.
Cruise Speed: 380 km/h.
Theoretical Ceiling: 10,000 mts.
Range: 1,140 km.
Design work on the airplane, which was intended to replace the FAA’s aging Northrop N8A2 attack aircraft, began on August 25, 1944, and by February 25, 1946, the first prototype took to the air, starting a series of thorough flight tests that concluded on June 8 of the same year. The design adopted was so successful that during its development, a more advanced variant was ordered by the FAA. According to an FMA’s document titled “Estudio, proyecto y construcción de un avión de ataque, bombardeo liviano, empleando maderas nacionales” (Study, project and construction of a light attack airplane, using native wood), published in 1946, this advanced variant was designated as the I.Ae.28 and was to be powered by Rolls Royce Merlin 604 engines driving Rotol propellers, instead of the Hamilton Standard of the I.Ae.24.
Aero-historian Fernando Benedetto, in his excellent article titled “I.Ae.24 Calquín, a la memoria de un guerrero” (I.Ae.24, a tribute to a warrior), published in the January-February 1998 issue of ALAS magazine, also mentions the same about the power plants intended for the I.Ae.28. In any case, the fate of this “Super Calquín” -if we could call it so- was sealed by another locally designed airplane, the I.Ae.30 Ñamcú, which represented a more evolved concept, as it is stated in another FMA document titled “Estudio del Avión I.Ae.28” (Study of the Airplane I.Ae.28), published in 1947.
In contrast, despite the official narrative and the available documentation on the I.Ae.24 and its Merlin-powered derivative, there are some technical aspects that confirm that the Calquín was originally designed to be powered -not by R-1830 engines- but by the British in-line power plants. For example, the take-off weight of the I.Ae.24 was projected considering the Merlin engines, and the installation of the radial R-1830s introduced a series of stability problems in the final design, which complicated its handling characteristics at low speeds. In fact, there are FMA technical drawings that reflect the implications of such major change. In the end, it all indicates that the decision for using the radial engines was made based on budgetary considerations, since acquiring the Merlin engines proved to be very expensive.
Regarding the Calquín, several sub-variants were considered, but these didn’t involve any improvements on the general flight performance or characteristics. The only major changes were related to its armament: The attack variant was to be armed with four 12.7 mm (0.50 in.) locally-designed machine guns, while the light bomber version, as it is explained in the airplane’s manual, was to be equipped with the same four locally-designed 12.7 mm machine guns or their Browning equivalents, plus a variety of bombs and rockets of different weights and characteristics.
Construction of the first 100 I.Ae.24s began at FMA’s hangar 90, at Córdoba, as it was the one with the most available space. Shortly after, the first 10 pre-production aircraft were destined for a special mission, that we will cover in the following paragraphs.
A special testing group, officially called “Grupo experimental de vuelo” (Experimental Flight Group), was created in May 1947 at the“Coronel Pringles” airbase in Villa Mercedes, San Luis Province, with the mission of getting the I.Ae.24s ready for transference to the different operational units to which they had been assigned. The first ten Calquíns to be assigned to this group would carry the temporary serials Ex-01 to Ex-10, with the “Ex” prefix meaning Experimental. However, only the airplanes serialed Ex-01, 02, 03, 04, 05, 07 and 10 were transferred initially, since the Calquín carrying the serial Ex-06 had a major accident, fortunately without any fatalities, and was written off. Later on, these airplanes were given new serial numbers, this time with the “A” suffix -meaning Attack- followed by a two digit number, and were transferred to the Regimiento 3 de Ataque (3rd Attack Regiment.)
It is regularly said, in error, that the I.Ae.24s serialed Ex-08 and Ex-09 were never assigned to this special testing group when, as a matter of fact, they entered in service in 1947 and were later transferred to Regimiento 3 de Ataque where they arrived by the end of 1948, that is, one year after having been assigned to the testing group. This is stated in the “Orden Reservada” (Confidential Order) dated October 2, 1948, which also mentions that the two airplanes were taken into charge on that date, at El Plumerillo airbase, together with airplanes serials A-12, 13, 14, 15, 16, 18, 19, 20, 21, 22, 24, 25, 26, 27 28, 29 y 32, completing only 19 aircraft and not 30 as it has been always been thought.
When the testing program concluded, all the I.Ae.24s having Ex serials were released to regular Air Force service with the Regimiento 3 de Ataque, (after a brief stay with the Regimiento 1 de Ataque.) We will also add, that the airplane A-04 (previously Ex-04) was transferred to the IV Brigada Aérea (IV Air Brigade) on May 24, 1954, to replace the airplane A-70, which was placed in storage on the same date. Also on May 24, the Calquín serialed A-02 (formerly Ex-02) was placed in “replacement situation” after being written off. All this is documented on the Day Order No. 43, of May 24, 1954.
The accident record of the Calquín is well known. However, some times quick conclusions are drawn from cold statistical data. We are not saying that the I.Ae.24 was an “easy to fly” aircraft, nor that it had “noble” flying characteristics and was kind to the rookie pilots. In fact, its handling had been somewhat compromised by the replacement of its engines during the design phase. However, we will say that the great majority of accidents in which the airplane was involved, also involved young pilots or pilots with limited experience. According to Jorge Conan Doyle, an FMA test-pilot who amassed around 3000 hours in the Calquín, to fly the airplane it was necessary “…to have experience. But I took it by the hand, and I never had any problems. It was unstable on its three axis, it crossed its controls, and inverted easily.” (Quoted from the article of Ricardo Burzaco published in the November – December 1997 issue of Aeroespacio Magazine.) As it can easily be seen, Conan Doyle did not have any major problems with the airplane, but he acknowledges that flying it required careful handling.
In any case, its reputation as being “a little untrustworthy” played against the Calquín and even the slightest of incidents was considered by the pilots to be enough reason to declare an emergency. In this case, the antithesis to demonstrate against the bad reputation of the aircraft was represented by the then Captain Carlos Bergaglio, who could perform a series of aerobatic maneuvers and land and roll down to a full stop, with both engines stopped, a ’la Bob Hoover.
After serving with several FAA units, and being witness of many incidents, the Calquín’s history would reach its end in 1958 when, following a major inspection, the surviving airplanes were struck off charge. One lone example survived a few years and, after having been employed as a teaching aid for mechanics, it was destroyed with axes at the non-commissioned officers school in Córdoba. As an interesting side note, we will say that the last three Northrop N8A2 in service with the FAA, the model that the Calquín intended to replace, remained in active service until 1953, with the II Brigada Aérea (II Air Brigade); these aircraft carried the serial numbers O-404, 416 and 430.
Of the many Calquíns built, only a few pieces remain, jealously guarded by lucky collectors. That is all. Not even one complete airplane to remind the new generations about the gallant and sleek figure of the “false mosquito”, exists to this day.
https://www.bing.com/search?q=LAAS+The+Calquin,+an+Argentinian+Mosquito&form=ANNTH1&refig=e254dca205524afcba4612f9d275fe83#
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As far as of my own impression of the Calquin, here's an excerpt from a letter sent some years ago to an old friend, and a prolific aviation writer who specializes in Spanish Civil War aircraft, Juan Arraez Cerda
" I must say that the old story of the British refusal to sell us the Rolls Royce Merlin Engines is a myth: Rolls Royce was very, very anxious to get rid of the abundant surplus material left over from WW2 , so much so that they dispatched Stanley Hooker, an engineer (who was the designer of the Rolls Royce Derwent and Nene turbines) to sell those engines, but he also brought a copy of the Derwent with him, and in his words:: "When they saw it, the Argentines lost all interest in the Merlin"
The Calquin was designed from the beginning to carry Pratt & Whitney 1,050 hp radial engines, as these are much cheaper than the Merlin. This detail was confirmed by the son of Brig. Juan Ignacio San Martín, the always remembered Francisco "Pancho") San Martín, who honored me with his friendship.
That being said, the Calquin was hated by the pilots, who with a grim sense of humor, baptized it "Abro Escalafón" (an allusion to the fact that at that time, the FAA used Avro Lancaster and Avro Lincoln bombers (Abro Escalafón-or I Open Up Promotion Rosters (By lil killing air crews)
One of those who were later test pilots of; CEV Flight Test Center) I seem to remember that it was Jorge Conan Doyle (the nephew of the author of Sherlock Holmes) who flew the he meant and described it as an aircraft that was unstable on all three axis- To which I will add, that it was a design that suffered from longitudinal instability, something absolutely y undesirable in any aircraft, especially a combat aircraft that depends on its agility, its maneuverability to avoid the adversary with the aggravating factor that it had a tendency to roll over in mid-flight.
One would-be gentlemen tried to argue that longitudinal instability was not a bad characteristic, but apparently the only thing this character only flew were kites. Obviously, he was a charlatan and not a pilot... longitudinally unstable airplane has a tendency to dive or climb progressively into a very steep dive or climb, or even a stall. Thus, an airplane with longitudinal instability becomes difficult and sometimes dangerous to fly. Static longitudinal stability or instability in an airplane, is dependent upon three factors:
With the Pratt & Whitney engines it could only reach a maximum speed of 440 km/h- What is revealing is that the Calquin's manual prohibited all acrobatics and stressed that the speed in flight should not exceed 440 km/h... which will give you a clear idea that this aircraft, despite the regime 'propaganda mills was a design that should not have entered production.
It was a dangerous aircraft, by any measure, and accidents were continuous. In 1958, the 23 remaining in operational condition were suffering from structural failure and stricken off the inventory. On the other hand, the I.A.é 22 was quite a plane and well-liked by pilots who considered it superior to the North American NA 16.
Quite aware of these failings, U.S. diplomatic papers dated 1947 that I came across last June in Washington, indicate that the Argentine government was attempted to purchase 100 De Havilland Mosquitos, manufactured in Canada, and over 100 North American B-25 bombers from the Canadian government, which was anxious to conclude, but the U.S. State Department pressured the Canadians, and the sales of these machines was blocked. The Insitituto Aerotécnico intended to produce the I.Aé 28, a Merlin powered twin= engined aircraft, of which only the fuselage was completed. The vast old and foreign currency reserves accumulated iduring the years 1932=1945 were spent, since the regime was hoping that a war between the U.S. and the U.S.S.R woulld start at any minute, and the Argentine , by remaining neutral or siding with the U.S. would profit from its exports once again. That, obviously never happened, and a sseveral designs planned at Córdoba ( an all-metal version of the I.Aé22, a dive-bomber, a four engined transport ressebling the I.>A. 35, a STOL aircraft, similar to the Fieseler Stürch, and other never materialized,"
" I must say that the old story of the British refusal to sell us the Rolls Royce Merlin Engines is a myth: Rolls Royce was very, very anxious to get rid of the abundant surplus material left over from WW2 , so much so that they dispatched Stanley Hooker, an engineer (who was the designer of the Rolls Royce Derwent and Nene turbines) to sell those engines, but he also brought a copy of the Derwent with him, and in his words:: "When they saw it, the Argentines lost all interest in the Merlin"
The Calquin was designed from the beginning to carry Pratt & Whitney 1,050 hp radial engines, as these are much cheaper than the Merlin. This detail was confirmed by the son of Brig. Juan Ignacio San Martín, the always remembered Francisco "Pancho") San Martín, who honored me with his friendship.
That being said, the Calquin was hated by the pilots, who with a grim sense of humor, baptized it "Abro Escalafón" (an allusion to the fact that at that time, the FAA used Avro Lancaster and Avro Lincoln bombers (Abro Escalafón-or I Open Up Promotion Rosters (By lil killing air crews)
One of those who were later test pilots of; CEV Flight Test Center) I seem to remember that it was Jorge Conan Doyle (the nephew of the author of Sherlock Holmes) who flew the he meant and described it as an aircraft that was unstable on all three axis- To which I will add, that it was a design that suffered from longitudinal instability, something absolutely y undesirable in any aircraft, especially a combat aircraft that depends on its agility, its maneuverability to avoid the adversary with the aggravating factor that it had a tendency to roll over in mid-flight.
One would-be gentlemen tried to argue that longitudinal instability was not a bad characteristic, but apparently the only thing this character only flew were kites. Obviously, he was a charlatan and not a pilot... longitudinally unstable airplane has a tendency to dive or climb progressively into a very steep dive or climb, or even a stall. Thus, an airplane with longitudinal instability becomes difficult and sometimes dangerous to fly. Static longitudinal stability or instability in an airplane, is dependent upon three factors:
With the Pratt & Whitney engines it could only reach a maximum speed of 440 km/h- What is revealing is that the Calquin's manual prohibited all acrobatics and stressed that the speed in flight should not exceed 440 km/h... which will give you a clear idea that this aircraft, despite the regime 'propaganda mills was a design that should not have entered production.
It was a dangerous aircraft, by any measure, and accidents were continuous. In 1958, the 23 remaining in operational condition were suffering from structural failure and stricken off the inventory. On the other hand, the I.A.é 22 was quite a plane and well-liked by pilots who considered it superior to the North American NA 16.
Quite aware of these failings, U.S. diplomatic papers dated 1947 that I came across last June in Washington, indicate that the Argentine government was attempted to purchase 100 De Havilland Mosquitos, manufactured in Canada, and over 100 North American B-25 bombers from the Canadian government, which was anxious to conclude, but the U.S. State Department pressured the Canadians, and the sales of these machines was blocked. The Insitituto Aerotécnico intended to produce the I.Aé 28, a Merlin powered twin= engined aircraft, of which only the fuselage was completed. The vast old and foreign currency reserves accumulated iduring the years 1932=1945 were spent, since the regime was hoping that a war between the U.S. and the U.S.S.R woulld start at any minute, and the Argentine , by remaining neutral or siding with the U.S. would profit from its exports once again. That, obviously never happened, and a sseveral designs planned at Córdoba ( an all-metal version of the I.Aé22, a dive-bomber, a four engined transport ressebling the I.>A. 35, a STOL aircraft, similar to the Fieseler Stürch, and other never materialized,"
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A bibliographical page from my book on the FMA, A very marked difference in style and approach, which in the sections of my book I backed by bibliographical notes and a bibliography. This is only the first page, but note the references made to U.S. Air and Military reports by the U.S. attachés in Buenos Aires, and not employed by someone else who spuriously claims to have written part of this book.
Attachments
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Would you please provide the details (ISBN etc) of your book.
Looks an excellent volume, one for seeking out
Thank you
Foster Masozi
Senin, 11 Desember 2017
Argentina's Fabrica Militar de Aviones 1927-1955 PDF Kindle
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The so-caballero (sic) that claims he wrote many sectons of my book states:." In any case, its reputation as being “a little untrustworthy” played against the Calquín and even the slightest of incidents was considered by the pilots to be enough reason to declare an emergency. In this case, the antithesis to demonstrate against the bad reputation of the aircraft was represented by the then Captain Carlos Bergaglio, who could perform a series of aerobatic maneuvers and land and roll down to a full stop, with both engines stopped, a ’la Bob Hoover.
This a rather vacuous statement that attempts to cover up the fact that the Calquin was a dangerous machine to fly. A veteran pilot can always compensate for the deficiencies of an aircraft. During the 2nd. Russo-Finnish war, the Fins received a batch of Brewster F-2As, which enabled them to establish superiority over the various Russian fighters. In the Far East, this same aircraft were shot down like flies b the Japanese AF.
Now let us review the operational history of the Calquins, which were given serial numbers A-01-A-100 :
W.O.= Written Off, S.O.C. =Stricken off charge.
A-01 w.o. 3/51
A-02 w.o. 3/52
A-03 w.o. 3/57
A-09 w.o. 3/51
ex-06-w.o. 4/48
A-010 w.o. 6-48
A-012 w.o. 4/49
A-013 w,o, 11/52
A-16 wo.. 12/49
A-19 w.o.4/49
A-020 w,o, 3/58
A-21 w.o. 3/58-two crewman killed.
A-23 w.o. 7/48 two crewman killed.
A-30 w.o. 4/52-two crewman killed.
A-31 w.o. 9/57., when it crashed against A-050.
A-33 w.o. 5/58
A-36 w.o. 3/51, two crewman killed.
A-39 s.o.c. 4/49-Note those aircraft marked as s.o.c. had suffered accidents and were beyond repair
A-040-s.o.c. 11/51
A-46-s.o.c. 4/1950
A-49 s.o.c. 9/55
A-50 w.o. 3/51 two crewman killed.
This a rather vacuous statement that attempts to cover up the fact that the Calquin was a dangerous machine to fly. A veteran pilot can always compensate for the deficiencies of an aircraft. During the 2nd. Russo-Finnish war, the Fins received a batch of Brewster F-2As, which enabled them to establish superiority over the various Russian fighters. In the Far East, this same aircraft were shot down like flies b the Japanese AF.
Now let us review the operational history of the Calquins, which were given serial numbers A-01-A-100 :
W.O.= Written Off, S.O.C. =Stricken off charge.
A-01 w.o. 3/51
A-02 w.o. 3/52
A-03 w.o. 3/57
A-09 w.o. 3/51
ex-06-w.o. 4/48
A-010 w.o. 6-48
A-012 w.o. 4/49
A-013 w,o, 11/52
A-16 wo.. 12/49
A-19 w.o.4/49
A-020 w,o, 3/58
A-21 w.o. 3/58-two crewman killed.
A-23 w.o. 7/48 two crewman killed.
A-30 w.o. 4/52-two crewman killed.
A-31 w.o. 9/57., when it crashed against A-050.
A-33 w.o. 5/58
A-36 w.o. 3/51, two crewman killed.
A-39 s.o.c. 4/49-Note those aircraft marked as s.o.c. had suffered accidents and were beyond repair
A-040-s.o.c. 11/51
A-46-s.o.c. 4/1950
A-49 s.o.c. 9/55
A-50 w.o. 3/51 two crewman killed.
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Calquin: w.o . and s.o.c:
2nd Part
A-051 w o after accident-(hereafter a.a.) 5/52.
A-52-w.o. 5/50-two crewman killed.
A-53w.o.5/53 two crewman killed.
A-54 w.o.3/51
A-55 s.o.c. a.a. 9/53
A-56 soc 9/53
A-57 w/o. 7/52 two crewman killed.
A-59 s.o.c 11/51 a.a.
A-60 s.o..c. 9/49
A-61 s.o.c. 3/58
A-64 w.o.3/56A-61 s9.
A-63 w.o.7/53
A-64 w.o. 3/56
A-65-w.o. 1/53
A.66 s.o.c. 5/58.
A-69 w.o. 9/56
A-71 w.o. 8/55
A-72 s.o.c. 12/57
A-73 s.o.c. 3/52
A-76 w.o. 9/55
A-77 s.o.c. 1/53
A-79 w.o. 4/52
A-80 w,o, 1/58 two crewman killed.
A-82 w.o. 5/53.
A-83.s.o.c. 1/57
A-84 s.o.c. 7/53
A-86 w.o. 5/58
A-89 s.o.c. 4/57
A-90- s.o.c. 1/56
A-91 w.o. 9/57
A.93 w.o. 3/51 two crewman killed.
A-96 w.o. 10/45 two crewman killed.
A-97 s/o/c/ 5/57
A-99 s.o.c. 11/56
A-100 s.o.c. 6/52
2nd Part
A-051 w o after accident-(hereafter a.a.) 5/52.
A-52-w.o. 5/50-two crewman killed.
A-53w.o.5/53 two crewman killed.
A-54 w.o.3/51
A-55 s.o.c. a.a. 9/53
A-56 soc 9/53
A-57 w/o. 7/52 two crewman killed.
A-59 s.o.c 11/51 a.a.
A-60 s.o..c. 9/49
A-61 s.o.c. 3/58
A-64 w.o.3/56A-61 s9.
A-63 w.o.7/53
A-64 w.o. 3/56
A-65-w.o. 1/53
A.66 s.o.c. 5/58.
A-69 w.o. 9/56
A-71 w.o. 8/55
A-72 s.o.c. 12/57
A-73 s.o.c. 3/52
A-76 w.o. 9/55
A-77 s.o.c. 1/53
A-79 w.o. 4/52
A-80 w,o, 1/58 two crewman killed.
A-82 w.o. 5/53.
A-83.s.o.c. 1/57
A-84 s.o.c. 7/53
A-86 w.o. 5/58
A-89 s.o.c. 4/57
A-90- s.o.c. 1/56
A-91 w.o. 9/57
A.93 w.o. 3/51 two crewman killed.
A-96 w.o. 10/45 two crewman killed.
A-97 s/o/c/ 5/57
A-99 s.o.c. 11/56
A-100 s.o.c. 6/52
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Conclusions
When one considers that the 10-pre-production aircraft delivered in 1947 were followed by another 25 in 1948, 40 in 1949 and another 25 in 1950, the high proportion of aircraft w,o, and s.o.c. is not only evident, but alarming:
Furthermore, when the I.A.é 24's manual expressly forbade acrobatics and stressed that diving speeds were not to exceed 440 km/h(the aircraft's maximum speed), it is no wonder that the Calquin soon won the unsavory epithet of "Widow Maker" These shortcomings were tacitly admitted by Argentine authorities to improve the aircraft/s performance, most notably its powerplant. In fact, they intended to establish a "factory" that would assemble Hispano-Suiza 1.300 h.p. inline engines intended for the D.600, a fighter which Dewoitine tried to interest the Spanish air force, which wisely opted for the Messerschmidt Me-109. Undeterred, M. Dewoitine tried to sell the project to the Argentine air force, which declined. The Hispano Suiza 1.300 hp12Z89 engine was notoriously unreliable. Fortunately, the 1948 esonomic crisis that affected the Argentine in 1948 forced the Instituto Aerotécnico to drop all such plans.
While having dinner in Buenos Aires, in Nov. 2005, with the "caballero" who would later claim to have written my book, I gave him my impressions of the Calquin and concluded:" Evidently you have a more critical view of the Argentine aeronautical industry than I do"
To which I answered: "Vissited the IVth Air Brigade in 1994 and 1997, not only was I allowed to fly the I.A. 63 Pampa jet trainer but given access to the IV Air Brigades historical records, which revealed accidents galore.
Furthermore, with a max. speed of 440 km/h (273 mph) and a bombload of only 750 kg. (1,63 pounds) it was inferior in speed and bomb load to the B-25s which other South American air forces employed, abysmally inferior in speed and bombload to the Dh Mosquito, and in bomb carrying capacity to the Martin 139AA
Other Forum members will judge which of us reached tithe correct conclusions.
When one considers that the 10-pre-production aircraft delivered in 1947 were followed by another 25 in 1948, 40 in 1949 and another 25 in 1950, the high proportion of aircraft w,o, and s.o.c. is not only evident, but alarming:
Furthermore, when the I.A.é 24's manual expressly forbade acrobatics and stressed that diving speeds were not to exceed 440 km/h(the aircraft's maximum speed), it is no wonder that the Calquin soon won the unsavory epithet of "Widow Maker" These shortcomings were tacitly admitted by Argentine authorities to improve the aircraft/s performance, most notably its powerplant. In fact, they intended to establish a "factory" that would assemble Hispano-Suiza 1.300 h.p. inline engines intended for the D.600, a fighter which Dewoitine tried to interest the Spanish air force, which wisely opted for the Messerschmidt Me-109. Undeterred, M. Dewoitine tried to sell the project to the Argentine air force, which declined. The Hispano Suiza 1.300 hp12Z89 engine was notoriously unreliable. Fortunately, the 1948 esonomic crisis that affected the Argentine in 1948 forced the Instituto Aerotécnico to drop all such plans.
While having dinner in Buenos Aires, in Nov. 2005, with the "caballero" who would later claim to have written my book, I gave him my impressions of the Calquin and concluded:" Evidently you have a more critical view of the Argentine aeronautical industry than I do"
To which I answered: "Vissited the IVth Air Brigade in 1994 and 1997, not only was I allowed to fly the I.A. 63 Pampa jet trainer but given access to the IV Air Brigades historical records, which revealed accidents galore.
Furthermore, with a max. speed of 440 km/h (273 mph) and a bombload of only 750 kg. (1,63 pounds) it was inferior in speed and bomb load to the B-25s which other South American air forces employed, abysmally inferior in speed and bombload to the Dh Mosquito, and in bomb carrying capacity to the Martin 139AA
Other Forum members will judge which of us reached tithe correct conclusions.
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