View source for Baade 152

{{short description|East German jet passenger airliner}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Infobox aircraft
| name = Baade 152
| image = File:Bundesarchiv Bild 183-54953-0004, Flugzeugwerk Dresden, Flugzeug 152.jpg
| caption = Roll-out of "Baade 152" in Dresden on 30 April 1958
| type = [[Airliner]]
| manufacturer = [[Elbe Flugzeugwerke|VEB Flugzeugwerke Dresden]]
| first_flight = 4 December 1958
| introduction =
| produced =
| retired = 1961
| status = Development terminated, never entered service
| primary_user = [[Deutsche Lufthansa (East Germany)|Deutsche Lufthansa]] (Intended)
| more_users =
| number_built = 2 flight prototypes + 1 completed that never flew. Several abandoned while under construction.
| unit cost =
| developed_from = [[OKB-1 150]]
| variants =
}}
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 [[Elbe Flugzeugwerke|VEB Flugzeugwerke Dresden]]. The aircraft was named after German [[Aeronautics|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.
The Baade 152 represents the final development in the [[Junkers (Aircraft)|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 similar to the [[United States|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 (East Germany)|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==
===Background===
Following the [[End of World War II in Europe|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 [[deport]]ed to the Soviet Union.<ref name = "ger res 109">Hirschel, Prem and Madelung 2012, p. 109.</ref> 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 [[East Germany|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.<ref name = "ger res 1091">Hirschel, Prem and Madelung 2012, pp. 109-110.</ref>
During 1952, new aeronautical facilities were established in East Germany; initially, these were operated with a focus upon military aircraft, however, following [[East German uprising of 1953|a popular uprising in the following year]], military ambitions were renounced in favour of civil aircraft.<ref name = "ger res 109"/> The revival of the East German aerospace industry had occurred at a faster rate than that of neighbouring West Germany.<ref name = "ger res 3578">Hirschel, Prem and Madelung 2012, pp. 357-358.</ref> Development of what would become known as the ''Baade 152'' can be traced back as early as 1953 to a team of German [[Aeronautics|aeronautical engineer]]s headed by [[Brunolf Baade]], for whom the type is named after, working in [[Zavyalovo]], [[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.<ref name = "ger res 358">Hirschel, Prem and Madelung 2012, p. 358.</ref>
Based in East Germany, a new aerospace company, [[Elbe Flugzeugwerke|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.<ref name = "ger res 1091"/><ref name = "flight 426"/> 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.<ref name = "flight 426">{{cite journal |title=East Germany and the BB.152 |journal=Flight International |date=27 March 1959 |volume=75 |issue=2618 |url=http://www.flightglobal.com/pdfarchive/view/1959/1959%20-%200863.html |archive-url=https://web.archive.org/web/20131105175009/http://www.flightglobal.com/pdfarchive/view/1959/1959%20-%200863.html |archive-date=5 November 2013 |accessdate=20 December 2019}}</ref>
During 1955, VEB formally commenced work on the 152, having to effectively redesign the aircraft in the process.<ref name = "ger res 358"/> 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.<ref name = "ger res 360">Hirschel, Prem and Madelung 2012, p. 360.</ref> 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.<ref name = "flight 426"/> 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 [[France|French]]-built [[Sud Aviation Caravelle]].<ref name = "flight 426"/>
===Testing and termination===
[[File:Baade-152-ZYA B.png|thumb|right|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 (Aircraft)|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 [[B-47 Stratojet|Boeing B-47]].<ref name = "flight 426"/> The tail of the airplane was tested on a [[Ilyushin Il-14|VEB 14]].{{Citation needed|date=June 2019}}
On 4 December 1958, the [[maiden flight]] of the first prototype ''V1/I'' (''DM-ZYA'') took place, which lasted for 35 minutes.<ref name = "ger res 109"/> 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 propulsion|jet-propelled]] aircraft, may have been unfamiliar with the slow response time of such engines, contributing to a [[Stall (fluid dynamics)|stall]] and subsequent crash.<ref name = "ger res 358"/> The reasons for the crash were never fully investigated and the results of the limited investigation were only made public in 1990.<ref>{{cite web |title=The Rise and Fall of the East German Aircraft Industry |work=Air & Space Magazine |url=http://www.airspacemag.com/ASM/Mag/Index/1996/FM/rfeg.html |accessdate= 6 July 2006 |archiveurl=https://archive.today/20060129112518/http://www.airspacemag.com/ASM/Mag/Index/1996/FM/rfeg.html |archivedate=29 January 2006 |url-status=dead }}</ref> The loss has been attributed as having been a major setback to the programme and later having played a factor in its termination.<ref name = "ger res 358"/>
Following the accident, test flights continued using the second prototype ''V4/II'' (''DM-ZYB''), although this aircraft did not fly until 1960.<ref name="ger res 109"/> It would be the first to be powered by the indigenously-developed [[Pirna 014]] [[turbojet]] engine.<ref name="ger res 358"/> 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,<ref name = "flight 426"/> 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.<ref>{{Cite web|title=The Baade 152 > Vintage Wings of Canada|url=http://www.vintagewings.ca/VintageNews/Stories/tabid/116/articleType/ArticleView/articleId/554/The-Baade-152.aspx|access-date=2021-11-19|website=www.vintagewings.ca}}</ref>
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 (East Germany)|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.<ref name = "ger res 109360">Hirschel, Prem and Madelung 2012, pp. 109, 359-360.</ref>
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.<ref name="Kirchberg 439">Kirchberg 2000, p. 439.</ref> These surplus engines were subsequently used to power a number of [[Minesweeper (ship)|minesweeper]]s operated by the ''[[Volksmarine]]''.<ref name="Kirchberg 439"/>
===Chronology===
{{Unreferenced section|date=January 2021}}
[[File:Baade-152-2.png|thumb|right|Sketch of the 152 as it would have appeared in service with [[Interflug]] ]]
[[File:Deutsche-lufthansa-152.jpg|thumb|Toy of the 152 in the livery of the East German [[Deutsche Lufthansa (East Germany)|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-28|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)==
{{Aircraft specs
|ref= 152 Homepage<ref>{{cite web | title=152 Homepage | url=http://www.skybird-ev.de/152/gp-152.htm | accessdate=5 July 2006 | archive-date=8 October 2006 | archive-url=https://web.archive.org/web/20061008032310/http://www.skybird-ev.de/152/gp-152.htm | url-status=dead }}</ref>
|prime units?=met
<!--
General characteristics
-->
|crew=6
|capacity= 48/57/72 (depending on configuration)
|length m=31.4
|length note=
|span m=26.3
|span note=
|height m=9
|height note=
|wing area sqm=136
|wing area note=
|aspect ratio=<!-- sailplanes -->
|airfoil='''root:''' TsAGI S-10s-9 ; '''tip:''' TsAGI SR-3-12<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |accessdate=16 April 2019}}</ref>
|empty weight kg=28580
|empty weight note=
|gross weight kg=
|gross weight note=
|max takeoff weight kg=46500
|max takeoff weight note=
|fuel capacity=
|more general=
<!--
Powerplant
-->
|eng1 number=4
|eng1 name=[[Pirna 014]]
|eng1 type=[[turbojet]] engines
|eng1 kn=30.9
|eng1 note=
<!--
Performance
-->
|max speed kmh=920
|max speed note=
|max speed mach=<!-- supersonic aircraft -->
|cruise speed kmh=800
|cruise speed note=
|stall speed kmh=
|stall speed note=
|never exceed speed kmh=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed note=
|range km=2000-2500
|range note=(depending on configuration)
|combat range km=
|combat range note=
|ferry range km=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling m=
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|climb rate ms=
|climb rate note=
|time to altitude=
|wing loading kg/m2=
|wing loading note=
|fuel consumption kg/km=
|power/mass=
|thrust/weight=
|more performance=<!--</br>
*'''Take-off run:''' {{cvt||m|0}}
*'''Take-off run to {{cvt|15|m|0}}:''' {{cvt||m|0}}
*'''Landing run:''' {{cvt||m|0}}
*'''Landing run from {{cvt|15|m|0}}:''' {{cvt||m|0}}-->
|avionics=
}}
==See also==
{{aircontent
|related=
* [[Junkers Ju 287|Ju 287]]
* [[OKB-1 140]]
|similar aircraft=
* [[Avro Canada C102 Jetliner]]
* [[Tupolev Tu-124]]
|lists=
* [[List of jet airliners]]
|see also=
}}
==References==
===Citations===
{{Reflist}}
===Bibliography===
*{{cite magazine|last=Braas|first=Nico|title=Talkback|magazine=[[Air Enthusiast]]|date=Winter 1993|issue=52 |page=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}}
* {{cite book |last=Kirchberg |first=Peter |year=2000 |title=Plaste Blech und Planwirtschaft — Die Geschichte des Automobilbaus in der DDR |location=Berlin |publisher=Nicolaische Verlagsbuchhandlung Beuermann GmbH |isbn=3-87584-027-5 |language=German}}
==External links==
{{Commons}}
* [http://www.skybird-ev.de/152/152.htm 152 Homepage] {{Webarchive|url=https://web.archive.org/web/20150319010301/http://www.skybird-ev.de/152/152.htm |date=2015-03-19 }} (most of it in German only)
* [[:de:Brunolf Baade|Brunolf Baade]] at Wikipedia Germany
* [[:de:Alexejew 150|Alexejew / Samoljot 150]] at Wikipedia Germany
* East German promotion movie [https://www.youtube.com/watch?v=sWzB83VHgnw part one], [https://www.youtube.com/watch?v=ZBELzamCH2c part two]
* [https://www.youtube.com/watch?v=_cURB_AEoR4 YouTube video of the VEB Baade 152]
{{Authority control}}
[[Category:1950s German airliners]]
[[Category:Abandoned civil aircraft projects]]
[[Category:Baade aircraft|152]]
[[Category:Quadjets]]
[[Category:High-wing aircraft]]
[[Category:Aircraft first flown in 1958]]
[[Category:Aircraft with retractable bicycle landing gear]]