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FMA III 33 Pulqui 2

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(Перенаправлено из FMA I.Ae.33 Pulqui II )

III 33 Pulqui 2
Pulqui 2 (№ 02) c. 1950
Общая информация
Тип Боец/перехватчик
Производитель Военный фабрика самолетов
Дизайнер
Статус Отменен
Основной пользователь Аргентинские ВВС
Номер построен 1 статический прототип + 4 летающих прототипа
История
Первый полет 27 июня 1950 года [ 2 ]

FMA IAE 33 Pulqui II (в языке коренного народа Mapuche , Pulqúi : стрелка ) [ 3 ] был самолетом реактивного истребителя, спроектированного Куртом Танком в конце 1940 -х годов в Аргентине , под правительством Перона , и построенным Фабрикой Милитар де Авионес (FMA). [ 4 ] Воплощая многие из дизайнерских элементов военного времени Focke-Wulf TA 183 , нереализованного истребителя, проекта, [ 5 ] FMA представлял IAE 33 Pulqui II в качестве преемника послевоенного Gloster Meteor F4 в эксплуатации с Fuerza Aérea Arera Argentina . Развитие Pulqui II было сравнительно проблематичным и длительным, причем два из четырех прототипов были потеряны при смертельных сбоях. Несмотря на то, что один из прототипов был успешно протестирован в бою во время революционеров 1955 года Либертадора , политические, экономические и технические проблемы, с которыми сталкиваются проект, означали, что IAE 33 не смог полностью раскрыть свой потенциал, и правительство Аргентины в конечном итоге решило купить F- 86 Сабли из Соединенных Штатов вместо продолжающегося развития коренного истребителя до статуса производства. [ 6 ]

Модель ветряной туннели в TA 183 Huckebein (немецкий: смягченная нога) [ 7 ]
I.ae. 27 Прототип Pulqui I в 1951 году

Фон

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В конце 1940 -х годов Аргентина получила выгоду от набора выдающихся немецких аэрокосмических ученых и инженеров, спасаясь от Европы после поражения нацистов и ищет святилища в Латинской Америке. Первая группа этих беженцев также включала французского дизайнера Emile dewoitine , наказанный в качестве сотрудничества на своей родине, [ 8 ] который возглавлял программу экспериментальных истребителей IAE 27 с аргентинскими инженерами Хуаном Игнасио Сан -Мартин, Энрике Кардейлхаком, Норберто Л. Морчио, Гумберто Риккарди, шестнадцатью черновиками и сороками рабочими. [ 9 ] [ 1 ] Pulqui I был первым реактивным самолетом, спроектированным и построенным в Латинской Америке. [ 8 ] Прототип совершил свой первый полет из Escuela Militar de Paratroopers (Córdoba) 9 августа 1947 года, под управляемой первым лейтенантом Эдмундо Освальдо Вайсом.

Экспериментальный самолет представлен во время испытательных полетов, серия проблем, таких как высокий расход топлива английской турбины, которая ограничивала ее автономию. Это и другие факторы, плюс быстрые глобальные достижения в области аэродинамики (такие как «Смешенные крылья» и ламинарные аэродинамические профили, среди прочего), определили, что программа была в конечном итоге отменена. Тем не менее, приобретен опыта, побудил прогресс национальной авиационной промышленности, которая стала восьмым в мире, чтобы принять участие в этом типе технологии и проложило путь для более амбициозных проектов, таких как IA-33 Pulqui II. [ 1 ]

Аэротехнический институт ( Испанский : Instituto Aerotécnico ) под руководством Morchio продолжил свои усилия по созданию успешного коренного реактивного истребителя и, поначалу, попытался изменить предыдущие самолеты. Когда стало очевидно, что у Pulqui у меня был небольшой потенциал для дальнейшего развития, Аэротехнический институт инициировал новый дизайн с использованием более мощного (20,31 кН (4570 фунтов F )) Rolls-Royce Nene II Turbojet двигателя . В начале 1948 года институт завершил масштабную модель того, что он назвал IAE-27A Pulqui II. В этом дизайне были представлены трапециевидные крылья, охватывающие под углом 33 °, и использовал секцию аэродинамического протока NACA 16009 ламинарного потока . Пересмотренная модель была построена позже в том же году, когда крылья перемещались в положение, установленное на плече, и хвостовая планка изменилась на конфигурацию T-Tail . [ 10 ]

Курт Танк

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Как и Dewoitine, немецкий дизайнер Курт Танк , бывший технический директор Focke -Wulf Flugzeugbau AG , был нанят в 1947 году для работы над проектом Jet Fighter для Аргентины. [ 11 ] Танк и 62 его соотечественника в фокусе [ 12 ] эмигрировал в Латинскую Америку, чтобы перезапустить свою карьеру в аэрокосмических предприятиях. [ 13 ] [ N 1 ] Тайно въезжая в страну с паспортом, идентифицирующим его как Педро Матти, он обнаружил теплый прием и не поддерживал уловку секретной идентичности. [ 8 ] Наряду со своими бывшими сотрудниками он сыграл важную роль в развитии института Aerotécnico в военную фабрику Аргентины, Fábrica Militar de Aviones в Córdoba. [ 14 ] Танк был инженером, а также пилотом-испытанием , который разработал FW 190 Fighter, но его команда разработчиков также отвечала за Focke-Wulf TA 183, [ 15 ] Несоверный проект, который выиграл немецкий конкурс в чрезвычайных ситуациях 1945 года . Умлятивный, прокатный, реактивный TA 183, разработанный инженером/дизайнером Focke-Wulf Hans Multhopp , достиг только стадию исследований аэродинамической трубы до сдачи Германии. [ 16 ] [ N 2 ]

Pulqui II Glider

Дизайн и разработка

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После его назначения в качестве директора проекта новой программы истребителей из числа коренных народов Tank адаптировал базовый планер TA 183 для двигателя Nene II, что привело к новому дизайну, который имел только мимолетное сходство с его предком. NENE было больше, тяжелее и сильнее, чем турбоев Heinkel HES 011 , который был запланирован для использования в TA 183, [ N 3 ] NENE, и, следовательно, потребовался новый, переработанный фюзеляж с большим поперечным сечением, главным образом из-за центробежного компрессора HES 011 а не конструкции осевого компрессора .

Due to the similarity of the IAe-27a and Tank's redesign of the Ta 183, Juan Ignacio San Martín, the director of the Institute merged the two parallel projects as the IAe 33 Pulqui II. The fuselage of Tank's design was further adapted to use the IAe-27a's undercarriage.[19] The shoulder-mounted wings were swept back 40°, an even greater sweep angle than that of the Ta 183,[20] and given a small amount of anhedral. Comparable to the Ta 183's engine placement, the Nene engine was situated aft of the cockpit, near the center of gravity with engine maintenance and service facilitated through the removal of the tail section.[21] The airframe featured a graceful, 50° swept-back T-shaped empennage and a pressurized[N 4] cockpit topped by a clear bubble-type canopy, faired into the dorsal fuselage. Armor was provided around the cockpit and a bulletproof windscreen was incorporated.[23] Fuel capacity was initially 1,250 L (275 Imp. gal.) internally and 800 L (176 Imp. gal.) in the wings.[24] Armament was planned to include four 20 mm cannon, a pair mounted in a staggered, near-ventral position along each side of the fuselage slightly set back from the jet intake.[25]

Pulqui II without tail section, revealing its Rolls-Royce Nene II turbojet
Pulqui II at first flight, 27 June 1950

Testing and evaluation

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To prove the soundness of the IAe 33 design, two gliders built under contract by another expatriate, Reimar Horten, were constructed and used for aerodynamics testing in 1948–1949, including flights by Tank himself.[20] These tests revealed significant problems with lateral stability, resulting in modifications to the tail to address this problem before construction began on two prototype airframes. Due to the lack of modern machinery, the all-metal fabrication relied heavily on handcrafting, and fabricating the prototypes was a labor-intensive procedure. President Perón envisioned that a benefit of setting up an aviation factory in Argentina would be to introduce production standards comparable to world-class manufacturing facilities. However, Tank realized that production tools and jigs were not feasible at this stage and relied instead on essentially hand-built examples.[26] The first airframe (No. 01) reserved for static testing, was subsequently destroyed during the tests.[2]

The first of the "flying" IAe 33 prototypes, (No. 02) built in 1950, [N 5]completed its maiden flight on 27 June of that year, with Captain Edmundo Weiss at the controls.[2] On the second flight, ex-Focke-Wulf test pilot Otto Behrens encountered severe lateral stability problems at speeds over 700 km/h (435 mph) and returned to the airfield as a precaution. Landing at very high speed, the aircraft bounced with sufficient force to cause the right main undercarriage strut to fail. During repairs to the aircraft, in order to rectify the "tricky" landing characteristics, the front undercarriage strut was increased in length, which served to alter the angle of incidence of the aircraft, while the shock absorbers were adjusted to have a greater "throw". Although insufficient for the aircraft to be considered docile, the modifications improved the takeoff, landing and low-speed characteristics of the IAe 33.[6] More serious aerodynamic problems persisted, stemming from tip stall— in which the wingtip stalled before the wingroot resulting in an unpredictable "rolling moment"— leading to a change in the wing leading edge near the wingroot, while the rudder was modified in an attempt to resolve the interminable lateral instability issues. In addition, the canopy was reinforced with two external frames and a small fairing was installed above the engine exhaust.[27]

The second prototype (No. 02m) note extended oleo strut c. 1951

Tank, himself a capable development test pilot,[11] took over the test program to investigate the aircraft's stalling characteristics, although the requisite airframe changes took several months to complete, with the Pulqui II N. 02(m) so modified[22] not able to undertake its third proving flight until 23 October. During the ensuing high-altitude test, on two successive occasions, the IAe 33 stalled inadvertently, although Tank had sufficient height at 9,000 m for recovery. Adding ballast to the nose of the aircraft cured the problem.[22] On 8 February 1951, Tank publicly demonstrated the IAe 33 before Perón at the Aeroparque Jorge Newbery in Buenos Aires.[12] The audience included government officials, legislators, the military attaches of foreign embassies, and a large crowd of spectators. Both the IAe 27 Pulqui I and IAe 33 Pulqui II flew during the demonstration.[28]

The second prototype (No. 02), c. 1951

With the successful completion of the proving test flights, the Argentine Air Force requested a pre-production order of 12 IAe 33 aircraft.[28] In 1951, the air force established a team of service pilots to test fly the new aircraft in a series of acceptance flights. The first flight by Commander Soto on 31 May 1951 revealed severe vibration at about 1,000 kilometres per hour (621 mph). Tank declared the sole prototype unserviceable pending an investigation into the problem, although this stricture appears to have been overlooked and the prototype continued to fly.[6] On the eve of its 28th flight, Captain Vedania Mannuwal, assigned to the test program, was advised not to stress the aircraft, as the source of the vibrations experienced during the previous flight in the morning had not been discovered. Determined to "better" his team leader's recent performance, however, he ignored the precautions and began practising aerobatic maneuvers near Córdoba during his afternoon flight.[22] Consequently, in a high g-force turn, the wing separated from the fuselage due to a structural failure. After struggling with the Martin-Baker Mk I ejection seat, Mannuwal ejected at low altitude while the aircraft was inverted, but his parachute did not fully deploy and he was killed.[22] The defect in the Pulqui II was traced to faulty welding of the joint pin that fastened the wing to the fuselage. Welding had been necessitated by the lack of modern forging and pressing equipment in Argentina.[29]

Photograph of Pulqui II that appeared in many publications [24]

Construction of a third prototype (No. 03) began immediately after this loss. The design team initiated a number of changes to rectify design flaws found in the first "flying" prototype, including incorporating a larger rudder to improve lateral stability, increasing the size of the exhaust fairing, and adding a unique air brake that rotated out from the sides of the fuselage near the tail, along with further reinforcement of the canopy. More fuel was also carried internally to extend the range from 2,030 to 3,090 kilometres (1,260 to 1,920 mi). The new IAe 33 prototype completed its first flight on 23 September 1952, piloted by Capt. Jorge Doyle. Flight testing resumed although the aircraft was prepared for a demonstration before President Perón on 11 October 1952. Behrens, who was slated for the flight, had reservations about the flight characteristics of the Pulqui II at the extremes of its flight envelope, characterizing them as "... the worst I've ever experienced as a test pilot".[8] Two days before the exhibition, while practising his display routine, Behrens stalled the Pulqui II at low level and was killed in the resulting crash, which destroyed the prototype.[30]

The third prototype (No. 03), c. 1953

In 1953, Tank constructed a fourth prototype (No. 04) and, in an attempt to resolve the design's deep stall problems at high angles of attack, added stall fences on each wing and four strakes on the rear fuselage. Other refinements included a pressurized cockpit, additional fuel capacity and it was also the first prototype to be fitted with the definitive four 20 mm Hispano Mark V cannon armament. Lt. Jorge Doyle piloted the fourth IAe 33 on its maiden flight on 20 August 1953 and, along with Lt. Gonzalez and Lt. Balado, began armament testing in 1954.[22]

While an "all-weather" IAe 33 version adding a radar was considered,[24] the Argentine Air Force made tentative plans for the acquisition of 100 Pulqui II aircraft, with the production version to be a dedicated interceptor,[6] featuring an uprated Nene engine fitted with an afterburner and giving it an anticipated maximum speed of Mach 0.98.[21] A number of foreign buyers had expressed interest in the IAe 33, including the Netherlands in 1951 and Egypt in 1953, but the lack of a clear commitment to a production series hampered prospects for export sales, with both nations eventually settling on other readily available fighter aircraft.[31][N 6]

President Perón and "Evita" during his second inaugural parade, June 1952.

Political ramifications

[edit]

The IAe 33 Pulqui II project was inexorably linked to the machinations and fortunes of the Peronist regime.[34] Although the Fábrica Militar de Aviones was charged with bringing aviation projects to completion, constant political interference contributed to delays and disarray in aviation programs.[34] Severe economic problems led in 1951 to the Perón government using the Fábrica Militar de Aviones to build cars, trucks, and motorcycles,[35] including the IAME Rastrojero. Moreover, Tank's team was not primarily focused on the IAe 33, completing the design of the FMA IA 35 Huanquero multi-purpose aircraft (transport, trainer and reconnaissance roles), that eventually entered production at the Dirección Nacional de Fabricación e Investigación Aeronáutica (DINFIA) (Spanish: "National Directorate of Aeronautical Manufacturing and Research"). The most devastating political decision was to divert the entire manufacturing program "seemingly overnight" to automotive products and agricultural equipment, essentially closing the aviation divisions.[34] The competing DINFIA projects such as automotive manufacture served to further drain resources in time, money and personnel from the Pulqui II project.[22]

Pulqui II (No. 04), c. 1955

While Argentina's finances were extremely strained at this juncture following the economic crisis in 1953, the most serious setback to the project came in January 1955 when Tank's contract expired. He reputedly requested almost twice as much money to continue but President Perón instead canceled his contract outright.[30] Despite four years of development and trials, the IAe 33 project was still encountering teething problems and its status remained unclear although no final decision had been made to abandon a project that had reached iconic stature in the Perónist era.[3]

Operational history

[edit]

In September 1955, the sole remaining Pulqui II prototype was pressed into action in the Revolución Libertadora, a coup d'état led by General Eduardo Lonardi against Perón.[36] The exact details of its participation are unknown, but when rebel forces commanded by Lonardi captured Córdoba as their first conquest, together with the Meteor F 4s fighter-bombers stationed at the Córdoba Escuela De Aviación - SACE (Military Aviation School), the IAe 33 was enlisted in the struggle.[37] After flying combat missions against Peronist stalwarts, it later appeared in a flyover during the victory parade at Córdoba celebrating the triumph of the coup over loyalist forces.[37]

Pulqui II (No. 04) possibly in camouflage, c. 1955

When the military junta came to power, the IAe 33 project was thrown into disarray. The new government released many of the leading air force staff; similarly, most of Tank's team was forced to leave Argentina with Tank himself going to India, where he worked for Hindustan Aeronautics Limited, and later developed the HF-24 Marut supersonic fighter.[37]

In 1956, the air force, in an effort to gain political support, planned a record flight from Córdoba to Buenos Aires to demonstrate the combat potential of the IAe 33. The Pulqui II would fly 800 km, strafe an air force practice range in the Buenos Aires area, and then return to Córdoba using only internal fuel. The only oxygen equipment available for such a long flight was scrounged from a FMA Meteor under repairs. Lt. Balado successfully completed the flight (including the strafing demonstration) at an average cruise speed of around 900 km/h, but the oxygen system failed on the return leg.[22] The semi-conscious pilot managed to perform an emergency landing at high speed, but the heavy landing and resulting stress broke the landing gear, with the Pulqui II overrunning the end of the runway and being damaged beyond repair.[38]

Pulqui IIe (No. 05) on a test flight, c. 1959

Cancellation

[edit]

Shortly after Balado's record flight, the Argentine Air Force reviewed its decision to acquire 100 Pulqui IIs for its fighter force. Based on the spares and wing and fuselage components at hand, the Fábrica Militar de Aviones asserted that ten aircraft could be constructed relatively quickly, however, the remainder of the order would take five years to complete. Meanwhile, plans for an alternative replacement of the hundred aging Meteor F4s obtained in the late 1940s that constituted the backbone of the Air Force continued, initially centered on the acquisition of 36 Canadair CL-13B Mk 6 Sabres, an idea which was dropped in 1956 because the Central Bank was unable to provide the necessary foreign exchange.[39]

With the Canadair Sabre no longer a viable option, the Fábrica Militar de Aviones seriously considered having the Pulqui II enter series production.[39] A new prototype was ordered in 1957, despite the United States having offered 100 combat-proven F-86 Sabre fighters with Orenda engines that were available immediately. The fifth IAe 33 Pulqui II (No. 05) prototype, designated Pulqui IIe,[20] was constructed in 1959 (visually identical to the fourth prototype although retaining the original frameless, clear canopy) and entered flight testing after its first flight on 18 September of that year,[6] with Lt. Roberto Starc at the controls.[2] The continual evolution of the Pulqui II had resulted in the design team solving its inherent instability at high angles of attack,[40] as well as increasing fuel capacity through the use of a wet wing, to provide sufficient range.[20] However the fighter was now not only considered obsolete,[22] but also politically tainted due to its association with Perón.[41] Consequently, the Argentine government decided to cancel the IAe 33 project at the zenith of its development, instead acquiring second-hand F-86F-40 Sabres from the United States at a "bargain-basement price" under the Mutual Defense Assistance Act. Finally, in September 1960, Argentina received only 28 aircraft, in poor condition and without the promised Orenda engine.[22]

In 1960, after completing only twelve test fights in a new role as a transonic research platform, the last IAe 33 prototype was retired and placed in storage, bringing the Pulqui II project to an end.[2] The remaining factory tooling and incomplete airframes were summarily destroyed soon after.[31]

L–R: Tank (barely visible) exhibiting the IAe 33 to President Perón (center: in white uniform, other figures on right, unidentified) c. 1951[42]

Legacy

[edit]

Despite not having achieved production status, the IAe 33 Pulqui II is still considered a significant aviation achievement because it was the first swept-wing jet fighter entirely developed and built in Latin America and, along with the Pulqui I, allowed Argentina to lay claim to becoming only the eighth nation in the world to develop such technology.[12][N 7] One tangible long-term benefit that can be traced to the Pulqui II project was the creation of Argentina's fledgling aviation industry, now restructured as the Fábrica Argentina de Aviones.[50]

Pulqui IIe (No. 05) in 2007

Surviving aircraft

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After decades in an outdoor display at the Aeroparque, Museo Nacional de Aeronautica in Buenos Aires,[51] the sole surviving example of the IAe 33 Pulqui II project is preserved indoors at the Argentine Air Force's Museo Nacional de Aeronáutica de Argentina at Air Base Morón and displayed,[52] still in its original colors and markings, alongside the IAe 27 Pulqui I, both symbols of "lost dreams".[3]

Specifications (3rd and 4th prototypes)

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3-й просмотр Pulqui II
3-view of Pulqui II

Data from "Pioneers & Prototypes: Pulqui, Pulqui II and IA-37/48."[27]

General characteristics

  • Crew: one
  • Length: 11.68 m (38 ft 4 in)
  • Wingspan: 10.6 m (34 ft 9 in)
  • Height: 3.5 m (11 ft 6 in)
  • Wing area: 25.1 m2 (270 sq ft)
  • Empty weight: 3,736 kg (8,236 lb)
  • Gross weight: 6,793 kg (14,976 lb)
  • Fuel capacity: 3125 L (825 US Gal.) internal
  • Powerplant: 1 × Rolls-Royce Nene II turbojet, 22.2 kN (5,000 lbf) thrust

Performance

  • Maximum speed: 1,080 km/h (670 mph, 580 kn)
  • Cruise speed: 954 km/h (593 mph, 515 kn)
  • Range: 3,090 km (1,920 mi, 1,670 nmi)
  • Endurance: 2 hours, 50 minutes
  • Service ceiling: 15,000 m (49,000 ft)
  • Rate of climb: 25.5 m/s (5,020 ft/min)
  • Thrust/weight: 0.41 with 50% of fuel / 0.33 with max. internal fuel

Armament

See also

[edit]
The design elements of the IAe 33 Pulqui II

Related development

Aircraft of comparable role, configuration, and era

Related lists

Footnotes

[edit]
  1. ^ In 1947, Tank left West Germany via Denmark. After arriving in Argentina, he sent for his wartime technical staff that he had retained in Bremen as a complete group. By 1952, 62 technicians along with four pilots had joined Tank in Argentina.[13]
  2. ^ The only prominent engineer missing from the design team Tank amassed in Argentina was Hans Multhopp, the head of the Ta 183 program, who had emigrated to the United Kingdom to work at the Royal Aircraft Establishment (RAE) Farnborough from 1945 to 1949.[17]
  3. ^ The Jumo 004B turbojet would have been used in prototype Ta 183s, pending availability of the HeS 011.[18]
  4. ^ Although the provision was always specified for the production series, a pressurized cockpit was not introduced until prototype No. 04.[22]
  5. ^ Due to the recurrent modifications and difficulties encountered in flight testing, Tank reverted to employing the standard prototype testing regime before committing to further prototypes or production aircraft.[6]
  6. ^ The Netherlands acquired the Republic F-84F Thunderstreak and F-84G Thunderjet from the United States under the MDAA,[32] while Egypt chose the Soviet Mikoyan MiG-15.[33]
  7. ^ After Germany (Heinkel He 178),[43] the United Kingdom (Gloster E.28/39),[44] the United States (Bell P-59 Airacomet),[45] Japan (Nakajima Kikka),[46] the Soviet Union (Mikoyan-Gurevich MiG-9),[47] France (Sud-Ouest Triton)[48] and Sweden (Saab 21R).[49]

References

[edit]
Citations
  1. ^ Jump up to: a b c d "Bienes de Interés Históricos Nacionales".
  2. ^ Jump up to: a b c d e Paul 1960, p. 145.
  3. ^ Jump up to: a b c Crowder-Taraborrelli, Tomas F. "Evita in Wonderland: Pulqui and the Workshop of Underdevelopment". CineAction, 22 June 2009. Retrieved 26 April 2010.
  4. ^ Green and Pollinger 1955, p. 105.
  5. ^ Meyer 2007, p. 98.
  6. ^ Jump up to: a b c d e f Green 1979, p. 304.
  7. ^ Swan, Matt. "Tamiya (ex AM-Tech) 1/48 Ta.183A 'Huckebein'". swannysmodels.com. Retrieved 10 May 2010.
  8. ^ Jump up to: a b c d Bennighof, Mike. "Jets for Argentina". avalanchepress.com, June 2007. Retrieved 27 April 2010.
  9. ^ "FMA I.Ae.27 Pulqui 1". Archived 2010-02-26 at the Wayback Machine machtres.com. Retrieved 27 April 2010.
  10. ^ Rivas 2008, pp. 166–167.
  11. ^ Jump up to: a b Wilkinson 2010, p. 24.
  12. ^ Jump up to: a b c Wilkinson 2010, p. 32.
  13. ^ Jump up to: a b Newton 1992, p. 376.
  14. ^ "Argentina: Old Hands, New Directions". Time. 23 October 1950.
  15. ^ Schick and Meyer 1997, pp. 146–147.
  16. ^ Myhra 1999, p. 4.
  17. ^ Myhra 1999, p. 11.
  18. ^ Schick and Meyer 1997, p. 146.
  19. ^ Rivas 2008, p. 167.
  20. ^ Jump up to: a b c d Waligorski, Martin. "Pulqui: Argentina's Jet Adventure". Camouflage & Markings: IPMS Stockholm, 22 September 2006. Retrieved 27 April 2010.
  21. ^ Jump up to: a b Green and Cross 1955, p. 116.
  22. ^ Jump up to: a b c d e f g h i j Calcaterra, Pablo. "Pulqui II - A broken dream". Archived 2011-07-07 at the Wayback Machine arcair.com, 2010. Retrieved 24 April 2010.
  23. ^ Donald 1997, p. 384.
  24. ^ Jump up to: a b c Bridgman 1954, p. 141.
  25. ^ Rivas 2008, pp. 167–168.
  26. ^ Rathkolb 2004, p. 220.
  27. ^ Jump up to: a b Rivas 2008, p. 168.
  28. ^ Jump up to: a b Moyano, Miguel Angel. "El Proycto 'Pulqui': Propaganda peronista de la epoca". (Project 'Pulqui': Peronist propaganda of the time) (in Spanish) Archived 2010-11-19 at the Wayback Machine lucheyvuelve.com. Retrieved 26 April 2010.
  29. ^ Rivas 2008, pp. 168–169.
  30. ^ Jump up to: a b Rivas 2008, p. 169.
  31. ^ Jump up to: a b Arreguez, César Angel. "aviones fabricados y proyectados desde 1943 hasta la revolución libertadora" (Airplanes produced and projected from 1943 to the liberating revolution) (in Spanish). Archived 2010-09-12 at the Wayback Machine mincyt.cba.gov.ar. Retrieved 26 April 2010.
  32. ^ Honig 1993, p. 44.
  33. ^ Ginat 1994, p. 215.
  34. ^ Jump up to: a b c Green and Fricker 1958, p. 13.
  35. ^ Artopoulos 2012, p. 45.
  36. ^ Crassweller 1987, p. 282.
  37. ^ Jump up to: a b c Cooper, Tom. "Argentina, 1955–1965". Central and Latin America Database, 1 September 2003. RetrievedRetrieved 26 April 2010.
  38. ^ Rivas 2008, pp. 170–171.
  39. ^ Jump up to: a b Paul 1960, p. 179.
  40. ^ Green and Swanborough 1994, p. 213.
  41. ^ "IAe.33 Pulqui II". Archived 2010-10-06 at the Wayback Machine machtres.com. Retrieved 27 April 2010.
  42. ^ Myhra 1999, pp. 52, 58, 59.
  43. ^ "Jet Engines". Archived 2010-05-28 at the Wayback Machine U.S. Centennial of Flight Commission, 2003. Retrieved 29 April 2010.
  44. ^ «Нет воздушного скривона ...» Полет через FlightGlobal.com , 27 октября 1949 года. Получено 29 апреля 2010 года.
  45. ^ Зеленый 1980, с. 132.
  46. ^ Знаменитые самолеты мира, № 76: Экспериментальные бойцы японской армии (1) . Токио: Бунрин-до, август 1976 года.
  47. ^ Albrecht 1993, p. 44
  48. ^ Тейлор 1976, с. 231.
  49. ^ Биллинг 1983, с. 20
  50. ^ Maligno, Эмилио. «Самолет Аргентина» . Архив 2010-01-07 в The Wayback Machine Lockheedmartin.com , 2010. Получено 27 апреля 2010 года.
  51. ^ Охота 1970, с. 211.
  52. ^ Ривас 2008, с. 171.
Библиография
  • Альбрехт, Ульрих. Советская индустрия вооружений . Абингдон, Оксфорд, Великобритания: Routledge, 1993. ISBN   978-3-7186-5313-3 .
  • Артопулос, Алехандро. «Технология и инновации в развивающихся странах: приключение Pulqui II». Carapachay, Buenos Aires: Language Reditora, 2012. ISBN   978-987-23627-6-8 .
  • Биллинг, Питер. «Столетный дебютант Сааба». Энтузиаст воздуха двадцать три, декабрь 1983 года-март 1984, с. 20–30. ISSN   0143-5450 .
  • Бриджман, Леонард, изд. Джейн все мировые самолеты 1953–54 . Лондон: Jane's, 1954. Asin   B000S9RD12 .
  • Крассвелл, Роберт. Перун и загадка Аргентины . Нью -Йорк: WW Norton and Company Inc., 1987. ISBN   0-393-02381-8 .
  • Дональд, Дэвид, изд. Полная энциклопедия мировых самолетов . Лондон: Orbis, 1997. ISBN   0-7607-0592-5 .
  • Джинат, Рами. Советский Союз и Египет, 1945–1955 . Нью -Йорк: Routledge, 1994. ISBN   0-7146-3486-7 .
  • Грин, Уильям, изд. "FMA I.AE.33 Pulqui II, Аргентина". Air International , том 16, № 6, июнь 1979 г., с. 304 ISSN   0306-5634 .
  • Грин, Уильям, изд. «Айракомет ... пионер с струйным пионером». Air International , том 18, № 3, март 1980, с. 132–139. ISSN   0306-5634 .
  • Грин, Уильям и Джеральд Поллинджер. Самолет мира . Лондон: Макдональд, 1955. Asin   b000sdhri2 .
  • Грин, Уильям и Джон Фрикер. Военно -воздушные силы мира: их история, развитие и настоящая сила . Нью -Йорк: Hanover House, 1958. Asin   b000xhofyc .
  • Грин, Уильям и Гордон Сванборо. Полная книга бойцов . Лондон: Саламандре, 1994. ISBN   0-8317-3939-8 .
  • Грин, Уильям и Рой Кросс. Реактивный самолет мира . Лондон: Макдональд, 1955. Asin   b000kpnqro .
  • Хониг, Ян Виллем. Оборонная политика в Северном Атлантическом альянсе: случай Нидерландов . Westport, CT: Praeger Publishers, 1993. ISBN   0-275-94369-0 .
  • Охота, Лесли. Ветеран и винтажный самолет . Нью -Йорк: Taplinger Publishing Co. Inc., 1970 (третье издание). ISBN   0-8008-7948-1 .
  • Мейер, Ингольф. Luftwaffe Advanced Aircraft Projects до 1945 года: Том 1: Fighters & Ground Attack Maircraft, Arado To Junkers (Luftwaffe Advanced Projects) . Хинкли, Великобритания: Мидленд, 2007. ISBN   978-1-85780-240-5 .
  • Мира, Давид. Focke-wulf Tag 183 (x плоскости третьего рейха). Atlel, PA: Shifter Publishing, 1999. ISBN   978-0-7643-0907-6 .
  • Ньютон, Рональд С. «Нацистская угроза» в Аргентине, 1931–1947 . Пало -Альто, Калифорния: издательство Стэнфордского университета, 1992. ISBN   978-0-8047-1929-2 .
  • Павел, Кристофер Г.Дж., изд. «Развитие самолетов в Аргентине». Воздушное изображение , том 22, № 5, май 1960 г., с. 145–148, 179.
  • Раткольб, Оливер. Пересмотр национального социалистического наследия: смириться с принудительным трудом, экспроприацией, компенсацией и реституцией . Piscataway, Нью -Джерси: издатели транзакций (Rutgers - Государственный университет Нью -Джерси), 2004. ISBN   978-0-7658-0596-6 .
  • Ривас, Сантьяго. «Пионеры и прототипы: Pulqui, Pulqui II и IA-37/48». International Air Power Review , выпуск 25, 2008, с. 162–173. Westport, CT: Эфирное время. ISSN   1473-9917 .
  • Шик, Уолтер и Ингольф Мейер. Секретные проекты Luftwaffe: Fighters, 1939–1945 гг. 1 . Хинкли, Великобритания: Мидленд, 1997. ISBN   978-1-85780-052-4 .
  • Тейлор, John WR Jane's Pocket Research and Experimental Aircraft , Лондон: Macdonald and Jane's Publishers Ltd, 1976. ISBN   0-356-08409-4 .
  • Уилкинсон, Стивен. «Дизайнер-пилот: курт». История авиации , том 20, нет. 4, март 2010 г. ISSN   1076-8858 .

Дальнейшее чтение

[ редактировать ]
  • Бурзако, Рикардо. Крылья Перона (крылья Перона) (на испанском) . Buenos Aires: Graphic Arts Morello, 1995. ISBN   987-95666-0 .
  • Сеспедес, Марсело, продюсер и Фернандес Мухан, Алехандро, директор. Пульки, мгновение на родине счастья (альтернативное название: Пульки, момент в родной стране счастья ) (видео документальный фильм) (на испанском) . Буэнос -Айрес: Cine Ecere, 2007.
  • Бенедетто, Фернандо (2012). Нуньес Падин, Хорхе Феликс (ред.). I.AE-27 Pulqui I & IA-33 Pulqui II . Серия ВВС (на испанском). Том. ISBN  978-987-1682-18-8 .
[ редактировать ]
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