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Baade 152

May 02, 2024

The Baade 152 also known as Dresden 152, VL-DDR 152 or simply 152, was a post-war airliner designed and manufactured by East German aircraft company VEB Flugzeugwerke Dresden. The aircraft was named after German aeronautical engineer Brunolf Baade, the principal designer involved in the programme. It had the distinction of being the first jet airliner to be developed in Germany.

Baade 152
Roll-out of "Baade 152" in Dresden on 30 April 1958
Role Airliner
Manufacturer VEB Flugzeugwerke Dresden
First flight 4 December 1958
Retired 1961
Status Development terminated, never entered service
Primary user Deutsche Lufthansa (Intended)
Number built 2 flight prototypes + 1 completed that never flew. Several abandoned while under construction.
Developed from OKB-1 150

The Baade 152 represents the final development in the Junkers aircraft family which ended with the "development planes" (Entwicklungsflugzeug – EF). Its development drew upon the OKB-1 150, an aborted bomber that was developed in the Soviet Union with assistance from captured German scientists. The Baade 152's basic configuration shares many similarities, including shape, size, wing-area, landing gear configuration, empty weight, range, altitude, speed, power per engine, and double-engine cowling arrangement with the American-built Boeing B-47 Stratojet, a bomber/aerial reconnaissance aircraft which entered service with the United States Air Force during 1951. Work on the Baade 152 formally commenced during 1955.

On 4 December 1958, the maiden flight of the first prototype V1/I (DM-ZYA) took place. A total of three Baade 152s would be manufactured, two of which would participate in a test flight programme based out of Dresden Airport between 1956 and 1961. On 4 March 1959, the first prototype was lost in an accident, killing all crew on board; the cause is unclear. Testing continued using the second prototype. At one stage, there were reports that around 20 aircraft were in various stages of production on behalf of the East German state airline Deutsche Lufthansa. However, all flight tests of the Baade 152 were abandoned after a fuel supply problem was uncovered. The type failed to enter service, and production was terminated without any follow-on being produced.

Design and development edit

Background edit

Following the end of the Second World War in Europe, Germany was divided into West Germany and East Germany. In the East, the Soviet Union became politically dominant over the region; Soviet officials sought to obtain all possible aerospace-related material in East Germany, the engineers and scientists associated with such projects were deported to the Soviet Union.[1] During October 1946, it was announced that all East German aerospace-related projects would be transferred to the Soviet Union, while material that could not be transferred was deliberately destroyed. Following the formation of German Democratic Republic during 1949, many of the deported German scientists were allowed to return to East Germany and to practice their professions once more.[2]

During 1952, new aeronautical facilities were established in East Germany; initially, these were operated with a focus upon military aircraft, however, following a popular uprising in the following year, military ambitions were renounced in favour of civil aircraft.[1] The revival of the East German aerospace industry had occurred at a faster rate than that of neighbouring West Germany.[3] Development of what would become known as the Baade 152 can be traced back as early as 1953 to a team of German aeronautical engineers headed by Brunolf Baade, for whom the type is named after, working in Sawjelowo, Russia. However, when members of the team were allowed to return to East Germany, all documentation relating to the 152 had to be left behind; the Soviets retained this cache and eventually released it to East Germany after a protracted period.[4]

Based in East Germany, a new aerospace company, VEB Flugzeugwerke Dresden, was able to recruit Baade and several other returning engineers, and decided to commit itself to completing development of the envisaged 152.[2][5] VEB planned to develop the 152 as a four-engined commercial transport aircraft; an assembly line capable of producing up to 18 aircraft per year was to be established in Dresden to manufacture the type. As intended, the 152 would have been developed initially as a 57-seater airliner, plans were made to accommodate alternative seating layouts, such as a high-capacity 72-passenger configuration or a more spacious 42-passenger arrangement.[5]

During 1955, VEB formally commenced work on the 152, having to effectively redesign the aircraft in the process.[4] During the previous year, work had also commenced at Berlin-based Industriewerke Ludwigsfelde (IWL) on the development of the Pirna 014 turbojet engine; it was this powerplant that would be selected for the 152.[6] According to Baade, work was hindered by a lack of optimal facilities present in East Germany. According to aviation periodical Flight International, East Germany was keen to involve Western industry in the project as well, particularly in the provision of components and materials; it was also hoped the sales of the 152 could be garnered from the west as well.[5] Reportedly, East German officials regarded the 152 as filling a relatively unique niche upon the global airliner market, and that its nearest competitor was the French-built Sud Aviation Caravelle.[5]

Testing and termination edit

 
Sketch of the two prototype variants of the 152 that flew between 1958 and 1961

A total of three airworthy prototypes were constructed; two of them being flown on three flights. The design of the first prototype was largely derived from the OKB-1 150, an early jet bomber designed by former Junkers engineers in the Soviet Union. It included a tandem landing gear and glazed nose for the navigator, which was a common feature in many Eastern Bloc aircraft. The 152's landing gear was unusual for a passenger plane in that the main gear was housed along the centerline of the fuselage with outrigger wheels in the wing-tips, similar to the better-known Boeing B-47.[5] The tail of the airplane was tested on a VEB 14.[citation needed]

On 4 December 1958, the maiden flight of the first prototype V1/I (DM-ZYA) took place, which lasted for 35 minutes.[1] Tragedy struck during its second flight: the aircraft being lost in a crash at Ottendorf-Okrilla on 4 March 1959, killing the entire crew. It is believed that the pilots, having lacked experience with operating jet-propelled aircraft, may have been unfamiliar with the slow response time of such engines, contributing to a stall and subsequent crash.[4] The reasons for the crash were never fully investigated and the results of the limited investigation were only made public in 1990.[7] The loss has been attributed as having been a major setback to the programme and later having played a factor in its termination.[4]

Following the accident, test flights continued using the second prototype V4/II (DM-ZYB), although this aircraft did not fly until 1960.[1] It would be the first to be powered by the indigenously-developed Pirna 014 turbojet engine.[4] Other changes made on the second prototype included a different landing gear configuration, involving an unusual configuration of the main landing gear that shared the same pylon as the engines,[5] as well as the glazed nose for the navigator being dispensed with. The third prototype, V5/II (DM-ZYC), would never be flown, being solely used for ground-based testing.[8]

The flight test programme was abruptly terminated after conducting only three flights; reportedly, a serious malfunction involving the fuel tanks, which interrupted sufficient fuel supply during a steep descent, had been discovered. The question of whether this design flaw had contributed to the crash of the first prototype remains unanswered. There were still about 20 aircraft in production for the East German state airline Deutsche Lufthansa until mid-1961. On 28 February 1961, the East German government issued an order for the dissolution of its national aeronautical industry; this decision was reportedly heavily influenced by the Soviet Union, which was then promoting its own similar-sized airliner, the Tupolev Tu-124; despite earlier promises, it no longer wanted to purchase any Baade 152s or provide further support towards its development. Similar curtailing of autonomous aviation-related programmes was carried out throughout the Eastern Bloc during this period.[9]

All examples of the aircraft were scrapped. However, during 1995, a restoration effort involving the abandoned 152/II #011 fuselage was initiated at EADS EFW (Elbe Flugzeugwerke GmbH) in Dresden, which is the direct successor company of VEB Flugzeugwerke Dresden. Furthermore, one consequence of the project's cancellation was that engine manufacturer Industriewerke Ludwigsfelde (IWL) was left with 30 completed Pirna 014 powerplants without any customer for them.[10] These surplus engines were subsequently used to power a number of minesweepers operated by the Volksmarine.[10]

Chronology edit

 
Sketch of the 152 as it would have appeared in service with Interflug
 
Toy of the 152 in the livery of the East German Deutsche Lufthansa
  • 12 October 1956 – First test run of jet engine Pirna 014.
  • March 1958 – First presentation of airplane 152 and jet engine Pirna 014 at the Leipzig Spring Fair.
  • 30 April 1958 – Roll out of first 152/I V1 prototype plane without engines.
  • 4 December 1958 – First flight of prototype 152/I V1 for 35 minutes with jet engines Tumansky RD-9.
  • 4 March 1959 – Second flight of prototype 152/I V1 for 55 minutes. Plane crashed after rapid descent killing the crew of four.
  • 9 September 1959 – Testing of Pirna 014 jet engines on test plane Ilyushin Il-28R.
  • 30 July 1960 – Start of ground testing for 152/II V4 plane.
  • 26 August 1960 – First flight of prototype 152/II V4 for 22 minutes with Pirna 014.
  • 4 September 1960 – Second flight of prototype 152/II V4 for 20 minutes.
  • 7 September 1960 – Roll out of the third prototype 152/II V5.
  • 7 September 1960 – Serious fuel system malfunctions during ground tests resulting in grounding both the 152/IIs.
  • December 1960 – End of ground testing of prototype 152/II V4.
  • March 1961 – End of Pirna 014 jet engine production.
  • 20 June 1961 – Last flight of Pirna 014 jet engine on test plane IL-28R.
  • Mid-1961 – Scrapping of all produced 152 planes.

Specifications (152/II V4) edit

Data from 152 Homepage[11]

General characteristics

  • Crew: 6
  • Capacity: 48/57/72 (depending on configuration)
  • Length: 31.4 m (103 ft 0 in)
  • Wingspan: 26.3 m (86 ft 3 in)
  • Height: 9 m (29 ft 6 in)
  • Wing area: 136 m2 (1,460 sq ft)
  • Airfoil: root: TsAGI S-10s-9 ; tip: TsAGI SR-3-12[12]
  • Empty weight: 28,580 kg (63,008 lb)
  • Max takeoff weight: 46,500 kg (102,515 lb)
  • Powerplant: 4 × Pirna 014 turbojet engines, 30.9 kN (6,900 lbf) thrust each

Performance

  • Maximum speed: 920 km/h (570 mph, 500 kn)
  • Cruise speed: 800 km/h (500 mph, 430 kn)
  • Range: 2,000–2,500 km (1,200–1,600 mi, 1,100–1,300 nmi) (depending on configuration)

See also edit

Related development

Aircraft of comparable role, configuration, and era

Related lists

References edit

Citations edit

  1. ^ a b c d Hirschel, Prem and Madelung 2012, p. 109.
  2. ^ a b Hirschel, Prem and Madelung 2012, pp. 109-110.
  3. ^ Hirschel, Prem and Madelung 2012, pp. 357-358.
  4. ^ a b c d e Hirschel, Prem and Madelung 2012, p. 358.
  5. ^ a b c d e f . Flight International. 75 (2618). 27 March 1959. Archived from the original on 5 November 2013. Retrieved 20 December 2019.
  6. ^ Hirschel, Prem and Madelung 2012, p. 360.
  7. ^ "The Rise and Fall of the East German Aircraft Industry". Air & Space Magazine. Archived from the original on 29 January 2006. Retrieved 6 July 2006.
  8. ^ "The Baade 152 > Vintage Wings of Canada". www.vintagewings.ca. Retrieved 2021-11-19.
  9. ^ Hirschel, Prem and Madelung 2012, pp. 109, 359-360.
  10. ^ a b Kirchberg 2000, p. 439.
  11. ^ . Archived from the original on 8 October 2006. Retrieved 5 July 2006.
  12. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.

Bibliography edit

  • Braas, Nico (Winter 1993). "Talkback". Air Enthusiast. No. 52. p. 80. ISSN 0143-5450.
  • Hirschel, Ernst Heinrich., Horst Prem and Gero Madelung. Aeronautical Research in Germany: From Lilienthal until Today. Springer Science & Business Media, 2012. ISBN 3-642-18484-7
  • Kirchberg, Peter (2000). Plaste Blech und Planwirtschaft — Die Geschichte des Automobilbaus in der DDR (in German). Berlin: Nicolaische Verlagsbuchhandlung Beuermann GmbH. ISBN 3-87584-027-5.

External links edit

 
Wikimedia Commons has media related to Baade 152.
  • 152 Homepage 2015-03-19 at the Wayback Machine (most of it in German only)
  • Brunolf Baade at Wikipedia Germany
  • Alexejew / Samoljot 150 at Wikipedia Germany
  • East German promotion movie part one, part two
  • YouTube video of the VEB Baade 152

May 02, 2024
baade, also, known, dresden, simply, post, airliner, designed, manufactured, east, german, aircraft, company, flugzeugwerke, dresden, aircraft, named, after, german, aeronautical, engineer, brunolf, baade, principal, designer, involved, programme, distinction,. The Baade 152 also known as Dresden 152 VL DDR 152 or simply 152 was a post war airliner designed and manufactured by East German aircraft company VEB Flugzeugwerke Dresden The aircraft was named after German aeronautical engineer Brunolf Baade the principal designer involved in the programme It had the distinction of being the first jet airliner to be developed in Germany Baade 152 Roll out of Baade 152 in Dresden on 30 April 1958 Role Airliner Manufacturer VEB Flugzeugwerke Dresden First flight 4 December 1958 Retired 1961 Status Development terminated never entered service Primary user Deutsche Lufthansa Intended Number built 2 flight prototypes 1 completed that never flew Several abandoned while under construction Developed from OKB 1 150 The Baade 152 represents the final development in the Junkers aircraft family which ended with the development planes Entwicklungsflugzeug EF Its development drew upon the OKB 1 150 an aborted bomber that was developed in the Soviet Union with assistance from captured German scientists The Baade 152 s basic configuration shares many similarities including shape size wing area landing gear configuration empty weight range altitude speed power per engine and double engine cowling arrangement with the American built Boeing B 47 Stratojet a bomber aerial reconnaissance aircraft which entered service with the United States Air Force during 1951 Work on the Baade 152 formally commenced during 1955 On 4 December 1958 the maiden flight of the first prototype V1 I DM ZYA took place A total of three Baade 152s would be manufactured two of which would participate in a test flight programme based out of Dresden Airport between 1956 and 1961 On 4 March 1959 the first prototype was lost in an accident killing all crew on board the cause is unclear Testing continued using the second prototype At one stage there were reports that around 20 aircraft were in various stages of production on behalf of the East German state airline Deutsche Lufthansa However all flight tests of the Baade 152 were abandoned after a fuel supply problem was uncovered The type failed to enter service and production was terminated without any follow on being produced Contents 1 Design and development 1 1 Background 1 2 Testing and termination 1 3 Chronology 2 Specifications 152 II V4 3 See also 4 References 4 1 Citations 4 2 Bibliography 5 External linksDesign and development editBackground edit Following the end of the Second World War in Europe Germany was divided into West Germany and East Germany In the East the Soviet Union became politically dominant over the region Soviet officials sought to obtain all possible aerospace related material in East Germany the engineers and scientists associated with such projects were deported to the Soviet Union 1 During October 1946 it was announced that all East German aerospace related projects would be transferred to the Soviet Union while material that could not be transferred was deliberately destroyed Following the formation of German Democratic Republic during 1949 many of the deported German scientists were allowed to return to East Germany and to practice their professions once more 2 During 1952 new aeronautical facilities were established in East Germany initially these were operated with a focus upon military aircraft however following a popular uprising in the following year military ambitions were renounced in favour of civil aircraft 1 The revival of the East German aerospace industry had occurred at a faster rate than that of neighbouring West Germany 3 Development of what would become known as the Baade 152 can be traced back as early as 1953 to a team of German aeronautical engineers headed by Brunolf Baade for whom the type is named after working in Sawjelowo Russia However when members of the team were allowed to return to East Germany all documentation relating to the 152 had to be left behind the Soviets retained this cache and eventually released it to East Germany after a protracted period 4 Based in East Germany a new aerospace company VEB Flugzeugwerke Dresden was able to recruit Baade and several other returning engineers and decided to commit itself to completing development of the envisaged 152 2 5 VEB planned to develop the 152 as a four engined commercial transport aircraft an assembly line capable of producing up to 18 aircraft per year was to be established in Dresden to manufacture the type As intended the 152 would have been developed initially as a 57 seater airliner plans were made to accommodate alternative seating layouts such as a high capacity 72 passenger configuration or a more spacious 42 passenger arrangement 5 During 1955 VEB formally commenced work on the 152 having to effectively redesign the aircraft in the process 4 During the previous year work had also commenced at Berlin based Industriewerke Ludwigsfelde IWL on the development of the Pirna 014 turbojet engine it was this powerplant that would be selected for the 152 6 According to Baade work was hindered by a lack of optimal facilities present in East Germany According to aviation periodical Flight International East Germany was keen to involve Western industry in the project as well particularly in the provision of components and materials it was also hoped the sales of the 152 could be garnered from the west as well 5 Reportedly East German officials regarded the 152 as filling a relatively unique niche upon the global airliner market and that its nearest competitor was the French built Sud Aviation Caravelle 5 Testing and termination edit nbsp Sketch of the two prototype variants of the 152 that flew between 1958 and 1961 A total of three airworthy prototypes were constructed two of them being flown on three flights The design of the first prototype was largely derived from the OKB 1 150 an early jet bomber designed by former Junkers engineers in the Soviet Union It included a tandem landing gear and glazed nose for the navigator which was a common feature in many Eastern Bloc aircraft The 152 s landing gear was unusual for a passenger plane in that the main gear was housed along the centerline of the fuselage with outrigger wheels in the wing tips similar to the better known Boeing B 47 5 The tail of the airplane was tested on a VEB 14 citation needed On 4 December 1958 the maiden flight of the first prototype V1 I DM ZYA took place which lasted for 35 minutes 1 Tragedy struck during its second flight the aircraft being lost in a crash at Ottendorf Okrilla on 4 March 1959 killing the entire crew It is believed that the pilots having lacked experience with operating jet propelled aircraft may have been unfamiliar with the slow response time of such engines contributing to a stall and subsequent crash 4 The reasons for the crash were never fully investigated and the results of the limited investigation were only made public in 1990 7 The loss has been attributed as having been a major setback to the programme and later having played a factor in its termination 4 Following the accident test flights continued using the second prototype V4 II DM ZYB although this aircraft did not fly until 1960 1 It would be the first to be powered by the indigenously developed Pirna 014 turbojet engine 4 Other changes made on the second prototype included a different landing gear configuration involving an unusual configuration of the main landing gear that shared the same pylon as the engines 5 as well as the glazed nose for the navigator being dispensed with The third prototype V5 II DM ZYC would never be flown being solely used for ground based testing 8 The flight test programme was abruptly terminated after conducting only three flights reportedly a serious malfunction involving the fuel tanks which interrupted sufficient fuel supply during a steep descent had been discovered The question of whether this design flaw had contributed to the crash of the first prototype remains unanswered There were still about 20 aircraft in production for the East German state airline Deutsche Lufthansa until mid 1961 On 28 February 1961 the East German government issued an order for the dissolution of its national aeronautical industry this decision was reportedly heavily influenced by the Soviet Union which was then promoting its own similar sized airliner the Tupolev Tu 124 despite earlier promises it no longer wanted to purchase any Baade 152s or provide further support towards its development Similar curtailing of autonomous aviation related programmes was carried out throughout the Eastern Bloc during this period 9 All examples of the aircraft were scrapped However during 1995 a restoration effort involving the abandoned 152 II 011 fuselage was initiated at EADS EFW Elbe Flugzeugwerke GmbH in Dresden which is the direct successor company of VEB Flugzeugwerke Dresden Furthermore one consequence of the project s cancellation was that engine manufacturer Industriewerke Ludwigsfelde IWL was left with 30 completed Pirna 014 powerplants without any customer for them 10 These surplus engines were subsequently used to power a number of minesweepers operated by the Volksmarine 10 Chronology edit This section does not cite any sources Please help improve this section by adding citations to reliable sources Unsourced material may be challenged and removed January 2021 Learn how and when to remove this message nbsp Sketch of the 152 as it would have appeared in service with Interflug nbsp Toy of the 152 in the livery of the East German Deutsche Lufthansa 12 October 1956 First test run of jet engine Pirna 014 March 1958 First presentation of airplane 152 and jet engine Pirna 014 at the Leipzig Spring Fair 30 April 1958 Roll out of first 152 I V1 prototype plane without engines 4 December 1958 First flight of prototype 152 I V1 for 35 minutes with jet engines Tumansky RD 9 4 March 1959 Second flight of prototype 152 I V1 for 55 minutes Plane crashed after rapid descent killing the crew of four 9 September 1959 Testing of Pirna 014 jet engines on test plane Ilyushin Il 28R 30 July 1960 Start of ground testing for 152 II V4 plane 26 August 1960 First flight of prototype 152 II V4 for 22 minutes with Pirna 014 4 September 1960 Second flight of prototype 152 II V4 for 20 minutes 7 September 1960 Roll out of the third prototype 152 II V5 7 September 1960 Serious fuel system malfunctions during ground tests resulting in grounding both the 152 IIs December 1960 End of ground testing of prototype 152 II V4 March 1961 End of Pirna 014 jet engine production 20 June 1961 Last flight of Pirna 014 jet engine on test plane IL 28R Mid 1961 Scrapping of all produced 152 planes Specifications 152 II V4 editData from 152 Homepage 11 General characteristicsCrew 6 Capacity 48 57 72 depending on configuration Length 31 4 m 103 ft 0 in Wingspan 26 3 m 86 ft 3 in Height 9 m 29 ft 6 in Wing area 136 m2 1 460 sq ft Airfoil root TsAGI S 10s 9 tip TsAGI SR 3 12 12 Empty weight 28 580 kg 63 008 lb Max takeoff weight 46 500 kg 102 515 lb Powerplant 4 Pirna 014 turbojet engines 30 9 kN 6 900 lbf thrust each Performance Maximum speed 920 km h 570 mph 500 kn Cruise speed 800 km h 500 mph 430 kn Range 2 000 2 500 km 1 200 1 600 mi 1 100 1 300 nmi depending on configuration See also editRelated development Ju 287 OKB 1 140 Aircraft of comparable role configuration and era Avro Canada C102 Jetliner Tupolev Tu 124 Related lists List of jet airlinersReferences editCitations edit a b c d Hirschel Prem and Madelung 2012 p 109 a b Hirschel Prem and Madelung 2012 pp 109 110 Hirschel Prem and Madelung 2012 pp 357 358 a b c d e Hirschel Prem and Madelung 2012 p 358 a b c d e f East Germany and the BB 152 Flight International 75 2618 27 March 1959 Archived from the original on 5 November 2013 Retrieved 20 December 2019 Hirschel Prem and Madelung 2012 p 360 The Rise and Fall of the East German Aircraft Industry Air amp Space Magazine Archived from the original on 29 January 2006 Retrieved 6 July 2006 The Baade 152 gt Vintage Wings of Canada www vintagewings ca Retrieved 2021 11 19 Hirschel Prem and Madelung 2012 pp 109 359 360 a b Kirchberg 2000 p 439 152 Homepage Archived from the original on 8 October 2006 Retrieved 5 July 2006 Lednicer David The Incomplete Guide to Airfoil Usage m selig ae illinois edu Retrieved 16 April 2019 Bibliography edit Braas Nico Winter 1993 Talkback Air Enthusiast No 52 p 80 ISSN 0143 5450 Hirschel Ernst Heinrich Horst Prem and Gero Madelung Aeronautical Research in Germany From Lilienthal until Today Springer Science amp Business Media 2012 ISBN 3 642 18484 7 Kirchberg Peter 2000 Plaste Blech und Planwirtschaft Die Geschichte des Automobilbaus in der DDR in German Berlin Nicolaische Verlagsbuchhandlung Beuermann GmbH ISBN 3 87584 027 5 External links edit nbsp Wikimedia Commons has media related to Baade 152 152 Homepage Archived 2015 03 19 at the Wayback Machine most of it in German only Brunolf Baade at Wikipedia Germany Alexejew Samoljot 150 at Wikipedia Germany East German promotion movie part one part two YouTube video of the VEB Baade 152 Retrieved from https en wikipedia org w index php title Baade 152 amp oldid 1221629231, wikipedia, wiki, book, books, library,

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