Aircraft template

Designed by Kurt Tank to meet a requirement for a light multi-role twin and competing with the Arado Ar 77, the Focke-Wuif Fw 58 Weihe (Kite) was destined to be built in a variety of versions by the parent company, Fieseler, Gotha and MIAG, and under licence in Brazil and Hungary. A semi-cantilever low-wing monoplane powered by two 240 hp Argus As 10C eight-cylinder inverted-vee air-cooled engines, the Fw 58 had a welded steel-tube fuselage which was primarily fabric covered and a metal wing covered by fabric aft of the main spar. The first prototype, the Fw 58 V1 (D-ABEM Werk-Nr 451), was initially flown on 18 January 1935, and was intended for blind-flying and radio training. The second prototype, the Fw 58 V2 (D-ABIV Werk-Nr 452), flown on 12 June 1935, and the third prototype, the Fw 58 V3 (D-ABUO Werk-Nr 862), which followed in November, were intended for the gunnery and bombing training roles, and differed from the V1 primarily in having open nose and dorsal gun positions each mounting a single 7,9-mm MG 15 machine gun.

Production had meanwhile begun with an initial pre-series of 10 Fw 58A-0 aircraft, which, delivered during 1936-37, were intended as six-seat light transports, one of these (D-ALEX Werk-Nr 1198) being utilised as

Kurt Tank's personal aircraft and the prototype of this version being the Fw 58 V4 (WerkNr 1833) which was flown in October 1936. The Fw 58A-1, of which a series of 14 was delivered in 1937, was a civil radio and blind-flying trainer, the first military model being the Fw 58B-0 of which six were built. The B-series differed from the V2 and V3 essentially in having a redesigned, glazed nose in which the MG 15 was mounted in a rotating cone, 50 Fw 58B-ls being built by Focke-Wuif and a basically similar model being built as the Fw 58B-2 by Fieseler (119), Gotha (165) and MIAG (87), two B-2s (D-OQIR and D-ORSS) being fitted with twin floats as Fw 58B-3s.

The C-series differed from the B-series primarily in having dual control and was intended for pilot and radio training, FockeWult' producing six pre-series Fw 58C-0s and 34 series Fw 58C-ls, these being followed by 81 Fw 58C-2s with increased fuel capacity, the last-mentioned sub-type also being built by Fieseler (120), Gotha (155) and MIAG (157), a twin-float conversion re-engined with 280 hp Hirth HM 508D engines being designated Fw 58C-3. While the B- and C-series were the fundamental production models of the Weihe, numerous Versuchs models and other subtypes were evolved from these for experimental tasks, specific missions and to meet export requirements. For example, the Fw 58 V13 (Werk-Nr 3100) was the first example to be fitted with HM 508D engines, this being flown on 19 November 1936, and having accommodation for eight passengers. Registered D-OTRE, it was to be transferred to DLH in May 1939, being named Rhein by the airline. The Fw 58 V14 (D-OPDR Werk-Nr 2675) was a B-2 which was tufted for boundary layer control experiments and later fitted with Fowler-type flaps for trials at Göttingen. The Fw 58 V 15 (D-ONBR Werk-Nr 2679) was initially delivered to DLH and later utilised by the Luftwaffe as a photographic aircraft.

The Fw 58D-1 was a long-range model for Zeiss of which three examples (WerkNuminern 2125-7) were produced in 1939, and the Fw 58E-l (D-OBDE Werk-Nr 2901) was a specially winterised B-2 for test purposes, 12 other B-2s being similarly modified and fitted with skis as Fw 58E-2s. The Fw 58F series were all special transport adaptations of the Fw 58C-2 for use by companies or individuals, the F-l being used as a staff transport by the RLM, the F-3 by Krupp, the F-4 by the DVL, the F-5 by Gen Koch, the F-6 by the military attaché in Madrid and the F-7 by Gen Christiansen. The Fw 58G-1 was an aeromedical aircraft, as was also the G-3, FockeWuif producing 16 and MIAG five of the latter, while the Fw 58H (D-OXLR Werk-Nr 2207), originally the Fw 58 V18 which had been used for trials with a fixed tricycle undercarriage, was fitted with 260 hp HM 508H for special trials.

The Weihe achieved considerable export success, the first customers being Bulgaria (2), Romania (12) and Turkey (6) which took delivery of their aircraft in 1937. Hungary also took delivery of six aircraft in that year and was to become the largest foreign operator of the Weihe, a total of 229 being delivered (of which 202 were delivered in 1944-45) to which a further 38 licence-manufactured by GYG were added in 1943-44. Bulgaria and Romania were to respectively take delivery of six and 15 more aircraft, and the 10 delivered to Brazil in 1938 were to be augmented by licence production by the Navy's Oficinas do Galeão which was to build 25 for the Aviação Naval during 1939-42. Other purchasers of the Weihe were Argentina (3), Austria (3), the Netherlands (5), Slovakia (12), Spain (10) and Sweden (4). Export models were assigned sub-type designations prefixed by the letter "K" (K-1 to-10 followed by KA, KB, KB, KJ, KL, KN, KO, KP and 'KQ), although, oddly enough, the Fw 58KJ-1 (D-ONBR Werk-Nr 2697) went to Hansa Luftbild as a photographic aircraft and the designations Fw 58KL-1 and KL-2 were assigned to aircraft delivered to DLH. Production of the Weihe totalled 1,987 when the aircraft was finally phased out in September 1943, this total not including those built under licence in Brazil and Hungary.

Focke-Wulf Fw 58 "Weihe"
with 2 Argus As 10 C, Series 1.Fw
58 of Focke-Wulf Flugzeugbau A.-G., Bremen, is a twin-engine low-wing monoplane, Argus As 10 C engines. Despite the relatively low power of 2X240 hp,
the Fw 58 is an aircraft whose flight performance and flying characteristics make it comparable to aircraft with much higher engine power.
The Fw 58 model was primarily developed as a training aircraft for the retraining of pilots on large twin-engine aircraft. In addition, the
development of various equipment provides training opportunities for the following purposes:
1. For FT and blind flight training with the aircraft closed on all sides;
2. for training on the mobile machine gun and in bomb throwing after the addition of a pulpit in front of the driver's seat and installation of another shooting range at the end of the cabin.
The conversion from one purpose to another can be carried out very quickly after loosening a few screw connections.
The following characteristics are worth mentioning, especially with regard to an effortless retraining of the pilots:
short take-off distance and fast climb, steep glide angle, low landing speed and short taxiing distance when hovering in with flaps.
Good powder effects and coordinated control forces in all flight conditions.
Possibility of flawless cornering and changing turns with ailerons or with rudder alone.
Quiet flight attitude with free controls even in gusty weather.
Fly straight ahead and make any turns with one motor by slightly adjusting the side trim flap.
Pleasant behavior in exaggerated flight condition, no lateral tilting.
Good visibility in all directions. Very simple operation of the retractable landing gear with just one movement.
No jumping on landing, as the landing gear suspension is very damped.
Fuselage rectangular tubular steel framework (Cr.-Mo. steel tube, welded), which is supported by fabric covering on wooden brackets and longitudinal strips, supplemented by an aerodynamically favourable
outer shape. For the closed design (use 1), a chased sheet metal cap is connected to the fuselage frame as the fuselage bow, and for use 2, a sheet metal pulpit with
plexiglass windows is connected to the fuselage frame by five screw connections.
Driver's cab adjustable driver's seat on the left, a folding seat on the right. The right-hand part of the dual control provided for purpose 1 can be easily removed
to allow passage to the forward stand when used 2. The entrance is formed by hinged plexiglass covers, which can be thrown off together in an emergency by
quick release, thus leaving enough space for the crew to jump off unhindered.
Behind the driver's seat FT-Qeräte; The operating seat next to it is perpendicular to the direction of flight. In the closed design, there are two more seats behind the FT-Qerät.
An emergency exit is provided in the right side wall.
Chassis divided into zv/ei separate units, which can be pulled into the engine nacelles at the same time by oil pressure (approx. 10 to 12 seconds). In general, the dead weight of the vehicle halves (approx. 3 seconds) is sufficient for extendation
, whereby the necessary dampingis supplied by the oil flow. If the dead weight is not sufficient in the event
of any faults, it can also be extended with oil pressure by switching. When the chassis halves are engaged in the end positions, indicator lights are switched on in the driver's cab, one red each for the retraction position and one green one each for the
extension position.
Each wheel is supported by two EC air struts with oil damping. Additional spring effect is provided by the low-pressure tires (690X200).
Wheels foot-operated duo-servo-oil-pressure brakes.
Spur pneumatic tail wheel, freely swivelling around a vertical axis. tail wheel mounted in electron fork, which is connected to the fuselage via a tubular steel link and an
air strut. — Fixed emergency spur at the end of the fuselage.
The wing consists of a rectangular center piece that carries the fuselage, the engine and the landing gear, and trapezoidal outer parts, each of which is connected to the center piece by three
fittings. In order to keep the wing thickness low despite the relatively large wing extension, the wing center piece
was supported by a strut to the upper edge of the fuselage. Inner wing no V-shape; the two outer parts are attached to it at a V-angle of 7.5° in the middle of
the profile.
Construction of the wing single-spar (dural carrier), the drill tensions are absorbed by the torsionally stiff blade nose made of sheet metal. The
end ribs made of dural sheet profiles attached to the spar are covered with fabric. Between the fuselage and the engines, the top of the wing of the inner wing is accessible for entry and maintenance, the ladder hanging to the left of the fuselage on the trailing edge of the
wing is pulled into the wing together with the landing gear.
For the maintenance of the cables and control passages, sheet metal flaps are embedded in the wing skin at all connection and bearing points.
A fold-down part of the inner wing nose provides easy access to the engine lines and linkages.
Ailerons and flaps are distributed along the wingspan in such a way that on the inner wing on the left and right one landing flap each, then
a second landing flap on each of the outer wings, and further out two ailerons coupled with each other.
Tail parts are made of light metal profiles and covered with fabric. Rudder is aerodynamically
balanced by internal compensation, elevator by horn compensation, so that appropriate steering forces are guaranteed for all rudder deflections. The weight equalization of each elevator half is designed as a rim disc
, which prevents the pressure equalization between the top and bottom of the balance horn and contributes to a steady progression of the elevator control forces.
In the event of changes in the load on the horizontal stabilizer and in the event of failure of an engine on the vertical stabilizer, the necessary trim change is effected with the help of trim tabs on the rear edges of the
rudders.
Depending on the use of the aircraft, double or single controls are provided (see section "Fuselage").
The elevator and ailerons are controlled by the steering column and handwheel, the rudder as usual by foot levers, which also carry the foot-operated wheel brake pumps.
Control forces are controlled by wire pulls in height and lateral control whose deflections are levers and pulleys; the ailerons and flaps
are connected to the linkages with lever deflections. All lever and joint bearings are ball bearings. The drive for the landing flap was placed as a handwheel between the two
driver's seats (extension time 10 to 12 seconds), next to it is the lever for the height trim. Push handle for the side trim is on the left side of the fuselage wall.
The two air-cooled Argus engines (As 10 C, Series 1, 240 hp at 2000 rpm) are located at the end of the inner wing; Supporting structures made of Cr.-Mo. steel tube are connected to the nose spar with
ball fittings and protrude far in front of the wing nose. This ensures good accessibility of the engines from all sides.
Installation of all air-cooled in-line engines of the engine class from 220 to 260 hp is possible, but appropriate inquiries from the construction company are required before placing the
order.
The two wooden air scrapers have a diameter of 2.50 m. Their hubs have a sheet metal fairing that adapts to the engine cowling.
In the engine compartments, all cables and linkages are easily accessible through large flaps in the fairing. Fire bulkheads made
of 2 aluminium sheets each with asbestos intermediate layer serve as a boundary to the wing. — The bulkhead penetrations of all pipes and rods are reinforced and flame-proof.
Fuel tanks each 170 1 made of aluminum sheet are located in the inner wing on both sides of the fuselage. They are filled from
the underside of the wing via a Heinkel valve with Dornier check valve. The contents of the tank can be checked
on the ground with dipsticks and in flight by a pneumatic storage knife on the instrument panel.
The Elektron lubrication tanks (17 1 total capacity each) are installed in the engine nacelles behind the fire bulkhead, accessible from the outside of the nacelles.
Lubricant coolers hang under the fire bulkhead and have a special cooling air duct. All tanks can be emptied
by drain valves in the bottom of the tank.
All fuel and lubricant lines are Aviotub hoses.
For the engine system, all operating levers (gas throttle, mixture control, tank changeover, fire) are combined on a bearing column in the middle of the driver's
cab; the transmission to the motors and containers is carried out by means of linkages and deflection arms located in the wing.
Each engine is equipped with a manual device and an outboard connection for tempering with compressed air.
Fire extinguishing lines are routed from the engines to the carburettor and to the sump, two handwheels on the driver's seat switch to the engine at risk.
The equipment board is divided in such a way that the engine monitoring devices for both pilots are arranged together in the middle, and the flight monitoring devices for each
pilot are arranged separately on both sides. The position of the landing gear is indicated by indicator lamps. In addition, when preparing for landing, the operator is reminded of the
extension of the landing gear by the sound of a Bosch horn behind him as soon as the engines are throttled to idle. For longer gliding flights, the
guide can temporarily silence the Bosch horn by pressing a thumb on a switch button on the handwheel.
The In addition to the above-mentioned chassis signalling system, the electrical system includes equipment board lighting, ceiling lighting in the radio room, hand lamps, position lights
and a headlamp equipped with a yellow filter. With an emergency switch button on the device board, the entire lighting system can be de-energized.
The aircraft is equipped with an on-board radio and on-board direction finder. To ensure trouble-free operation of the radio system, the engine ignition system is shielded.
Dimensions and power (the figures for purpose 2 are in brackets): wing area 47 m2, wingspan 21 m, maximum length 13.7 m (14 m), maximum
height 4.3 m. 2 Argus As 10 C engines of 240 hp each, n = 2000 rpm, wooden propellers D = 2.5 m. Empty weight 1890 kg (1910 kg). Total load 910 kg (920 kg),
flying weight 2800 kg (2830 kg). Maximum speed. 255 km/h (246 km/h), speed at continuous engine power n = 1880 rpm. 235 km/h (225 km/h), landing speed. 80
km/h. service ceiling 5200 m (4800 m), 2000 m (1600 m) if one engine fails. Climbing time to 1000 m 3.7 min. (3.9 min.), 2000 m 8 min. (8.7 min.), 3000 m 13 min.
(14.9 min.), 4000 m 20 min. (24.6 min.). Climbing speed. at ground level 4.8 m/sec. (4.6 m/sec.). Wing load 59.6 kg/m2 (60.3 kg/m2), power load 5.8 kg/hp
(5.9 kg/hp). Flight distance (at 15% speed throttling) 3.2 hours, and 670 km (640 km).

Focke-Wulf Fw 58 B "Weihe4\
The type Fw 58 B is further developed from Fw 58 "Weihe".
While the former Fw 58 "Weihe" (cf. type description. "Flugsport" 1936. p. 49} was equipped for military purposes with an open pulpit in which the machine gunner had to stand, the present model has a completely closed aerodynamically well-formed fuselage nose, which, in conjunction with an improved cockpit cover, results in an increase in flight performance and flight characteristics compared to the earlier version.
During the redesign of the driver's cab roof, special emphasis was placed on the greatest possible improvement of the already existing good visibility.
The design of the completely enclosed fuselage nose corresponds to the arrangement that is usual for new operational bombers. To be able to use the front MG. In order to ensure good operation and the greatest possible swivelling, this was housed in a coupling carriage made of Plexi glass, which forms the foremost part of the fuselage bow. The operation of the MG. by the shooter is carried out in a lying state. The floor of the fuselage bow is part of the front to ensure proper operation of the MG. on the other hand, in order to create the necessary space for the bomb sight, it was pulled up a little and designed as a rolling floor in the area of the cut-out for the aiming device. For bomb training: the stay of an instructor in the fuselage bow is possible. When the "Weihe" is used as a blind flight and FT training aircraft, the coupling carriage can be replaced by a light sheet metal hood.
It is particularly worth mentioning that the conversion from one purpose to another, which is necessary to a small extent, can be carried out in the shortest possible time, since this has been taken into account to a great extent in the construction.
The aspects of economic production and series production have been taken into account as far as possible by the use of castings and pressed parts and by simplification of the individual components.

Type	B2 4 seat trainer
Engine	2 × Argus As 10C with 2-bladed variable-pitch propellers, 2.5 m diameter
Dimensions	Length 14,1 m , height 4,2 m , span 21,0 m , wing area 47 m2 , Airfoil: NACA 2212
Weights	Empty 2000 kg, loaded 2930 kg , max. take off weight , fuel 340 l in 2 centre-section tanks, oil 1 34 l tank
Performance	Max.. speed 254 km/h at sea level, cruising speed 238 km/h , range 690 km, endurance , service ceiling 5400 m , time to 1000 m 3 min. 48 sec.
Armament	2 × 7.92 mm MG 15 machine guns