Focke-Wulf Fw 44
| Focke-Wulf Fw 44 | |
|---|---|
 Focke-Wulf Fw 44 J "Stieglitz" in flight |
|
| Type: | Light aircraft |
| Design country: | |
| Manufacturer: |
Focke-Wulf |
| First flight: |
September 5, 1932 |
| Number of pieces: |
> 1900 |
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The Focke-Wulf Fw 44 “ Stieglitz ” is a two-seater biplane made by the Bremen aircraft manufacturer Focke-Wulf , which was primarily used as a training aircraft and for aerobatics in the 1930s and 1940s . The type was one of the standard training aircraft for the training of fighter pilots in the Luftwaffe . Some successes in air sports , such as a victory placement in the aerobatic championship on the occasion of the 1936 Summer Olympics , were also flown with the Fw 44.
Supported by advertising campaigns on the part of the manufacturer, the Fw 44 found sales in at least nine other countries in Europe, South America and Asia because of its excellent aerobatic properties. The Fw 44 was also manufactured under license in many operating countries in order to meet the great demand. Development and testing began in 1932; The first large-scale production started in 1934 with the Fw 44 D version.
Because of the large number of licensees for the construction, it is no longer traceable how many Fw 44s were actually made - the information varies between more than 1900 and 3000 units built.
Today at least 14 airworthy machines are preserved in Europe. It is known of a few Fw 44s that they are currently in the restoration phase and should be made airworthy again within a few years.
History of creation
The Fw 44 is based on the S 24 "Kiebitz" designed by Paul Klages . Gerd Achgelis became world champion on a performance-enhanced S 24c. The performance of the machine was no longer sufficient for Achgelis and so he asked his collegial friend Paul Klages to develop the S 24. Although there was no official tender for the development of such a model at that time , Focke-Wulf started a development in this direction , from which the Fw 44 A emerged. The intended engine was the Sh 14 A with 110 kW (150 PS), which had been known in German aviation as the Sh 14 with 85 kW (115 PS) since 1929 and was valued as a reliable engine. On September 5, 1932, the first flight of the type took place in Bremen, which in June 1933 was registered as D-2409 (serial number 154) in Weimar on Gerd Achgelis, who had also made the first flight. At that time it was customary at Focke-Wulf to give the aircraft internal bird names, whereby the choice fell on the goldfinch for the Fw 44 .
Gerd Achgelis was the reigning German aerobatic master at that time and held the position of chief pilot at the engineering school in Weimar . On March 27th he wrote a letter to Focke-Wulf-Flugzeugbau AG, in which he commented on the Fw 44 A:
- “... I feel like expressing my most binding thanks to you for this superbly successful construction, which was created taking into account my special wishes and requirements. The Fw 44 shows very good behavior in all stability situations. The directional, longitudinal and transverse stability is rarely good. The rowing effects are quite excellent. With it you can correct the individual aerobatic maneuvers very well in all overdone aerobatic positions and thus hold and control the machine perfectly in every position at low speeds ... "
Despite the positive assessment of the aircraft by Achgelis, various problems arose in the further course of the aircraft testing. For example, vibrations in the elevator occurred at high speeds , which were due to an inadequate construction of the elevator control. The problem was solved by converting the aircraft to a one-piece spar of the elevator.
In the spin test of the aircraft, a tendency to a flat spin was determined with an almost empty tank . The problem was due to an incorrect upper wing angle . The prototype with which the spin tests were carried out was lost on September 18, 1933, after which all further test flights with the model were stopped until the cause of the accident was finally clarified .
After a few small series and further trials, the first large series was launched in 1934 with the Fw 44 D version. At this point in time, the aircraft was technically mature, but the stunt pilot and successful fighter pilot of the First World War Ernst Udet still had serious suggestions for improvement. On September 5, 1934, he sent a personal letter to Kurt Tank in which he commented on the Fw 44 as follows:
- “... I flew your machine yesterday in Rechlin and I was really happy to find such a decent box. I congratulate you on this, but at the same time I would like to tell you the following:
- 1) The effect of the aileron is insufficient. Proof: If they fly a role a little upwards, i. H. a little slower, full aileron deflection is necessary for this maneuver. If they fly a roll, they fly relatively long on their back despite the full deflection, because the ailerons do not work quite that way. In addition, the relief seems to me to be quite ample. Put a little more pressure on it, our young people have enough marrow in their bones and give this oar a greater effect.
- 2) Have you ever flown a decent sideslip with your machine without yawing inward? No. So the rudder has to have a stronger effect somehow so that the sideslip, which I consider absolutely necessary for emergency landings and landings in poor terrain, can be carried out correctly. During the brief landing I noticed that the elevator was deflected fully upwards every time, so that I had relatively few reserves in this rudder. So something could still be improved on that. Your designers should not always think about the normal flight speeds, but you should also not ignore the excessive flight condition. But none of this should be a criticism, it is just a small suggestion from me that should help to give your machine the rating 1 with a star.
- Broken neck, Ernst Udet "
In the following versions, the suggestions were taken seriously and the aircraft was continuously improved up to variant J.
During the production period from 1932 to 1945, more than 1900 copies were built in various versions, with some sources reporting up to 3000 pieces. In addition to Focke-Wulf, AGO ( Oschersleben ), Bücker ( Rangsdorf ), Siebel ( Halle / Saale ) and several foreign manufacturers also produced the model under license. Today there are probably no more than 14 flying specimens in Europe.
construction
Wings
The arrangement of the wings is slightly swept, the vertical arrangement is staggered, there is a slight V-shape. The wings are braced with streamlined wires and have a single handle. The bracing is a cross-wise double-wire bracing in the front strut level. The upper and lower wings have the same floor plan; they are designed in two parts and each have two bars . The wings are made of wood, covered with fabric on the top and planked with plywood on the underside. Each upper wing half is connected with an N-post above the fuselage and an N-post to the lower wing. Ailerons are located in both the upper and lower wings.
The spars of the wings are made of laminated pinewood belts, the ribs were designed partly as a box, partly as a framework. The wings are completely covered with plywood on the underside and mostly covered on the top. Plywood was also used for planking only near the N posts. The ailerons are mass and aerodynamically balanced. They are also covered with fabric, but in contrast to the rest of the wings, they are made of steel.
hull
The fuselage was designed as a welded tubular steel framework made of commercially available steel. Shaping elements screwed onto the tubular steel frame give the hull a polygonal cross-section. The top of the fuselage was made of sheet metal from the pilot's seat (rear seat) to the fire bulkhead, whereby the entrances to the pilot's seats were provided with access flaps.
The covering was impregnated at the factory so that it can be used in the tropics and the underside of the fuselage was provided with a lacing seam for better maintenance.
In the later models, the two pilot seats are provided with a mechanism that allows the seat to be adjusted even during flight. The seat pans are designed for the use of seat cushion parachutes. An instrument panel is attached in front of each seat, whereby usually only that of the pilot is provided with full instrumentation for radio, flight, navigation and engine monitoring.
Behind the pilot's seat there is a small luggage compartment that is made entirely of canvas fabric and is accessible from the outside left on the fuselage.
Tail unit
The tail unit has a conventional design and is also braced. The fin is designed as a wooden frame and plywood planked, while the oars are made of dural and are also covered with fabric. The fin and the rudder are made entirely of dural and covered with fabric and the fin can be removed from the fuselage.
When developing the tail unit, particular emphasis was placed on good rudder action and low rudder forces in all flight positions.
landing gear
The chassis is rigid and designed as a tail wheel chassis . The main landing gear is suspended from a split axle that is raised in the middle, as well as a three-legged bracket with an axle hinged under the fuselage . The suspension of the chassis is done by pressure rubber washers with oil shock absorption . The wheels are braked by means of a hydraulic duo-servo oil brake. The spur was initially designed as a rotatable grinding spur, later as a rotatable spur wheel.
Motorization
Most series of the Fw 44 were equipped with the Siemens Sh 14. Other engine variants were more of an exception, even if numerous engines were tested on the Fw 44. See also: Models .
The Siemens Sh 14 is a 7-cylinder radial engine that has a displacement of 7.7 liters in the A variant and 7.84 liters in the A-4 variant. Variant A has an output of 110 kW (150 PS) with a compression of 5.3: 1, while the Sh 14 A-4 has 160 PS with a compression of 6: 1. The propeller is a rigid two-bladed wooden propeller with a diameter of 2.25 meters . The Fw 44 holds a total of 135 liters of fuel, 97 liters of which are stored in the main fuel tank and 38 liters in a tank behind the instrument panel of the front seat. The aircraft carries up to 12 liters of lubricant .
Models
The model names are listed here in alphabetical order, but the chronology of the model numbers does not correspond to the alphabetical order. In the early models, the aircraft differ technically, in some cases considerably, whereas in later projects experimentation was mainly carried out with the engine and fundamental technical changes to the aircraft took a back seat.
Fw 44 A / B
The Fw 44 A were two prototypes, on the basis of which major changes were made in the course of further development. The necessity of the changes resulted, among other things, from the fact that the flight tests of the Fw 44 A with the serial number 155 ended in a crash in 1933. In addition to the modified tail unit, the Fw 44 B received further changes, but was still equipped with the Siemens Sh-14-A radial engine and launched as a small series. The main change was the lengthening of the fuselage from 6.60 to 7.29 meters, which was tested on a Fw 44 with the serial number 156. Gerd Achgelis' aircraft with serial number 154 was also converted to the status of the B models.
Fw 44 C
At the end of 1933 the Fw 44 B with the serial number 164 was equipped with an Argus As 8 for testing purposes. This engine had an output of 99 kW (135 hp) and could not prevail because of the lower power compared to the Sh-14 engine. Compared to the Sh 14, the Argus engine had the advantage of a slightly longer range, as the fuel consumption was lower. This variant initially remained a one-off, but was given its own model name "C".
Fw 44 D
After the Argus engine had been tested, the Sh 14 was returned to and some improvements were integrated into the aircraft. Focke-Wulf equipped the aircraft with a reverse-flight lubricant pump and a suitable carburetor . The engine was also fitted with a round exhaust manifold . A recess for carrying a seat parachute was integrated into the floor pan of the seats and the height of the seats could now be adjusted on the floor. The aircraft got a small luggage compartment made of fabric, which was attached behind the pilot's seat. The Fw 44 could now be equipped with runners . From 1934, the improvements were incorporated into series production and the first large-scale production began under the model designation D. Due to the high number of incoming orders, the Fw 44 D was temporarily not only manufactured in the main plant (747 units) but also in other plants ( Bücker Flugzeugbau - 85 units, AGO Flugzeugwerke - 121 pieces and Siebel Flugzeugwerke - 515 pieces) built under license.
Fw 44 E.
The E model was the D version, which was again equipped with an Argus As 8. The Fw 44 E was launched from 1934 in a small series of around 20 pieces.
Fw 44 F
In this version, refinements have been made compared to the model D. The aircraft received position lights and a landing light in order to be able to fly at night . The grinding spur was replaced by a tail wheel, the luggage compartment was now accessible through a flap in the fuselage and the seats were now adjustable during the flight.
Fw 44 H
In 1936 a description of the construction of a Fw 44 was written, which had a Hirth HM 501 as the drive . The engine was a six-cylinder in-line engine with a displacement of six liters and produced 118 kW (160 hp). Flight tests with the model did not take place until 1941, with the Fw 44 D with the serial number 67 (D-ETXA) being converted to the new engine. The Fw 44 H remained a unique piece and only a few test flights were undertaken in order to be able to prove functionality.
Fw 44 J
The model J was the last production variant from 1936. It was mainly intended for export and equipped with the Sh 14 A4, which developed 160 hp.
Fw 44 M.
The M model was a test vehicle that was equipped in 1937 with an American Menasco C4S Pirat in-line engine with 110 kW (150 hp).
Fw 44 N
In order to make the Fw 44 accessible to a larger group of customers, Focke-Wulf tried as early as 1934 to integrate the more powerful Bramo 325 with 129 kW (175 hp) into the aircraft. First the engine was installed on a non-flying test vehicle. It was the Fw 44 J with the registration D-EHVA. Later the engine was installed in the D-ENGO and provided with a NACA hood . On December 10, 1934, the aircraft took off from the airfield of the Rechlin test site and flew with the engine for around 30 minutes. The operating license was granted by the Reich Ministry of Aviation , but since neither Bramo nor Focke-Wulf promoted the further development of the engine, the project was discontinued.
Operator countries and international license producers
The largest operator of the Fw 44 was National Socialist Germany . The Wehrmacht's Luftwaffe alone received at least 1,442 aircraft, other sources report up to 1,588 Luftwaffe Fw 44s. Numerous Fw 44s were sold to private individuals and flight schools.
The Fw 44 was also very popular abroad because of its excellent flight performance. It was not only built by Focke-Wulf in Bremen, but also manufactured and operated under license in other countries. It is noteworthy that the Fw 44 was sold internationally in 1936 despite a unit price of 18,578.80 Reichsmarks , while the competitor model Bücker Jungmann only cost around 14,000 Reichsmarks at the same time. Adjusted for inflation, this would correspond to a purchase price of 81,000 euros for an Fw 44 or around 61,000 euros for a Jungmann.
In addition to the operating countries mentioned below, China was also one of the aircraft's customers. Despite efforts on the part of Focke-Wulf, orders from the United States could never be recorded, as more modern training aircraft were already being planned there.
Sweden
After a demonstration flight by Emil Kropf in Ljungbyhed in 1935, the Swedish Air Force ordered two Fw 44 Js, which were delivered in April of the same year. They were stationed at the Swedish air force base in Malmslätt and were given the serial numbers 801 and 802. The Swedes initially called the aircraft provisionally as P2, tested the flight characteristics and then ordered 14 more Fw 44 Js, in addition to the previous standard training aircraft de Havilland 60 T Moth and the Raab -Katzenstein RK26 Tiger Tern to be replaced by the Fw 44. Between January and July 1937, the aircraft were delivered to the F5 flight school and were given the designation Sk 12, the abbreviation for skol (Swedish: school). Before that, in 1936, the Swedish Air Force and Focke-Wulf signed a contract for the license production of 20 Fw 44 J and Sk 12 at ASJA in Linköping , which later went to Saab. The aircraft were manufactured and delivered to the Swedish Air Force between autumn 1937 and August 1938 . In order to meet the demand for Fw 44 J in Sweden, the aircraft were also manufactured at Centrala Verkstaden Västerås (CVV) and Českomoravská-Kolben-Daněk (ČKD) in Prague . Between 1935 and 1943, the Swedish Air Force kept increasing the number of Fw 44s and ultimately had a total of 85 Fw 44 Js, including the 801 and 802 demonstration machines.
Finland
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Since the Fw 44 was also suitable for operation in polar regions , Finland also saw a need to procure this aircraft for basic flight training. In April 1940, a contract was signed between Finland and Focke-Wulf for the delivery of 30 Fw 44 J.
Norway
Norway ordered ten Fw 44 J, which were delivered in April 1940. The license plates and serial numbers are traceable today.
Austria
From 1936 the Austrian Armed Forces started using the Fw 44 as a training aircraft after ten aircraft had been ordered from Focke-Wulf. The Fw 44 was also produced under license in Austria. The Hirtenberger cartridge factory based in Wiener Neustadt produced 40 Fw 44 J.
Bulgaria
In addition to many other Focke-Wulf models, Bulgaria also ordered the Fw 44 in Bremen. The first six Fw 44 J were delivered in November 1936 and ten more followed in May 1939. By February 1940, twenty more copies were delivered to Bulgaria, so that the state had a total of 46 Fw 44 J.
Turkey
Turkey, which had become modern under Mustafa Kemal Ataturk , ordered eight Fw 44 Js in 1939, because they wanted to use modern technology in air force training. After the aircraft were delivered to Turkey in 1940, Ataturk's adopted daughter Sabiha Gökçen received the first instruction on the pattern . She was trained as a flight instructor on the Fw 44 by flight captain Stein and then used the model to teach sport and fighter pilots herself .
South America
In 1936 Focke-Wulf carried out a demonstration flight through various countries in South America. Demonstrations were flown in Argentina , Chile , Colombia , Brazil and Bolivia .
Argentina then ordered fifteen Fw 44 Js in January 1937 and in the same year concluded another contract for the delivery of aircraft parts, materials and equipment in order to be able to manufacture another 30 Fw 44 Js under license at FMA . A year later, the number of aircraft to be manufactured under license had already increased to 60 units. In 1944, Argentina began developing its own machine made entirely from local wood under the name FMA I.Ae. 23 . Despite good performance, however, there was no series production.
Brazil set up a production facility especially for the Fw 44 and took over some Fw 44 J from Argentina before production started.
In September 1937, Chile also signed a contract for the delivery of fifteen Fw 44 J.
Production numbers
Series production of the Fw 44 began in February 1935 at Focke-Wulf and ended in June 1940 at ČKD in Prague.
| Manufacturer | Motor As 8, Vers. E and G | Motor Sh 14, other versions | total |
|---|---|---|---|
| Focke-Wulf | 120 | 747 | 867 |
| AGO | 121 | 121 | |
| Aircraft construction hall | 515 | 515 | |
| Bucker | 85 | 85 | |
| total | 120 | 1468 | 1588 |
The 1588 aircraft listed were delivered by the end of 1938. ČKD built another 81 aircraft between November 1939 and June 1940, 52 of which were exported. The difference was presumably delivered to the Luftwaffe, as their stock rose on March 1, 1940 from 1357 Fw 44 to 1385 Fw 44 on May 30, 1940.
| country | number | Period |
|---|---|---|
| Bulgaria | 42 | 1936-1939 |
| Finland | 30th | 1940 |
| Norway | 10 | 1940 |
| Austria | 8th | 1937 |
| Sweden | 28 | 1936-1940 |
| Romania | 1 | 1937 |
| Turkey | 17th | 1936-1938 |
| Argentina | 10 | 1937 |
| Bolivia | 1 | 1937 |
| Brazil | 1 | 1936 |
| Chile | 15th | 1938 |
| total | 163 |
| Manufacturer | number | Period |
|---|---|---|
| FMA, Argentina | 188 | 1937-1948 |
| Galeao, Brazil | 40 | 1936 |
| ASJA, Sweden | 20th | 1937-1938 |
| CVV, Sweden | 37 | 1939-1941, 1943 |
| Hirtenberg, Austria | 40 | 1937-1938 |
| total | 325 |
Assuming that the 163 export aircraft were not taken from the RLM series, and taking into account some sales in the German Reich to companies and private individuals, around 1800 Fw 44s were built in the Reich. Then there are the 325 license builds, so that the total production of the Fw 44 amounts to around 2125 aircraft.
Sporting successes
The Fw 44 took part in numerous aerobatic competitions, especially in the 1930s, and was always well placed. The sporting successes are mainly due to Gerd Achgelis and Count Otto von Hagenburg. Some of the successes are listed below:
Aerobatic World Championship 1934
At the aerobatic world championship, which took place in Paris in 1934 , Gerd Achgelis achieved third place on an Fw 44.
Seventh German aerobatic championship in 1935
At the seventh German aerobatic championship in Stuttgart in 1935, Gerd Achgelis achieved second place with an Fw 44 after Willi Stör, who flew a Messerschmitt M35b .
1936 Summer Olympics
At the 1936 Summer Olympics in Berlin , aerobatic championships were also held as part of the games. Here the Fw 44 won the men's competition with Count Otto von Hagenburg as pilot.
Eighth German aerobatic championship in 1936
The German aerobatic championships took place in Munich-Oberwiesenfeld this year . Count Otto von Hagenburg was again relegated to second place in his Fw 44 by the Messerschmitt M35b. This time by Willi Stör.
Today's meaning
Despite the high production numbers of the Fw 44, hardly more than 14 examples are still airworthy in all of Europe. There are a few projects that have set themselves the task of getting the Fw 44 in a flightworthy condition.
The Fw 44 is practically no longer of any importance for sport aviation. The aircraft are mainly used for flight demonstrations on flight days. The Fw 44 is no longer used for beginner training and aerobatic demonstrations tend to be the exception. Because of the few surviving specimens and the history of the aircraft, which is well known in sports aviation circles, goldfinches are now welcome guests at flight days. Since the aircraft received have different backgrounds, they differ significantly in detail. No received Fw 44 is the same as another. In contrast to the similarly old model Messerschmitt Bf 108 , even the layman can quickly see that it is a historical aircraft.
A Focke-Wulf Fw 44 Stieglitz cost around 18,000 Reichsmarks in the 1930s, which would correspond to a current price of 81,000 euros, but how high the current price for an Fw 44 actually is cannot be stated with certainty. This depends on many factors, such as the condition of the aircraft, but also on the market situation . In general, Fw 44s are practically never found in the used aircraft market. Shares in Fw-44 aircraft are usually not traded through advertisements, but through personal contacts.
Incidents known today
Crash of the test aircraft D-2465
On September 18, 1933, a Fw 44 A was lost in a crash. It was the serial number 155 with the registration D-2465. With this aircraft the spin characteristics of the aircraft were tested. It is not known whether the accident occurred during a test or in normal flight. It is also not known whether the crew survived.
Crash landing of the D-EMOF
On October 10, 2004, a broken landing gear pin forced the crash landing of a Fw 44 J (D-EMOF) at Ober-Mörlen airfield , damaging one wing. The crew was unharmed. After eight months of repairs, the Fw 44 was able to fly again.
Crash landing of the D-EQAX
On May 22, 2011, a Fw 44 J (D-EQAX) overturned on a flight day in Lüneburg due to a broken landing gear. The plane was previously on a local sightseeing flight. The crew was unharmed. After a major overhaul, the D-EQAX has been flying again since May 2013 and is still stationed at the “Hungriger Wolf” airfield near Itzehoe in Schleswig-Holstein.
Crash landing of the D-ETUF
On April 26, 2020, after a drop in engine performance during take-off, an Fw-44 J (D-ETUF) brushed a bulldozer and hit the ground during the emergency landing on the attempted return to Siegerland airfield. The plane was badly damaged. The pilot suffered no injuries, one passenger was slightly injured.
Technical specifications
The technical data refer to the Fw-44 models with Siemens Sh 14. With these models, the Fw 44 can stay in the air for up to 4.4 hours and cover 675 km. With the given fuel supply of 135 liters, this corresponds to a fuel consumption of around 30 liters per flight hour or 20 liters per 100 km. The cruising speed is 172 km / h and the landing speed is 72 km / h. In level flight the Fw 44 reaches a top speed of 185 km / h, in a dive the Fw 44 must not go faster than 350 km / h. The minimum take-off and landing distance is 140 meters. The service ceiling is given as 3900 meters. Fw 44 needs 5.5 minutes to climb to 1000 meters and 23.6 minutes to reach 3000 meters. Further technical data can be found in the tables.
| Parameter | Data |
|---|---|
| crew | 1 |
| Passengers | 1 |
| Wingspan above and below | 9 m |
| length | 7.30 m |
| height | 2.70 m |
| Wheel track | 1.85 m |
| Parameter | Data |
|---|---|
| Wing with aileron up | 10.35 m² |
| Wing with ailerons down | 9.65 m² |
| total area | 20 m² |
| Tailplane | 2.30 m² |
| Vertical stabilizer | 1.20 m² |
| Breaking load multiple | 10.8 g |
literature
- Building description no. 1019 Focke-Wulf Fw 44 "Stieglitz" with Siemens Sh 14 A. 36 pages, 1937.
- LDv 372 Fw 44 J. Draft of an aircraft description , 1936.
- The Reich Minister of Aviation and Commander in Chief of the Air Force: LDv 371 Fw 44 J. Draft of an aircraft manual , 1936.
- Bernd Vetter: Airplane Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994.
- Manfred Griehl: Focke-Wulf since 1925. Motorbuch Verlag, Stuttgart 2009, ISBN 978-3-613-03006-0 (type compass, basic knowledge for aviation enthusiasts)
Web links
- Focke-Wulf Fw 44 Stieglitz in detail
- About Fw 44 Stieglitz D-EMOF and Gerd Achgelis
- Goldfinch by Claus Cordes
- D-EMMI on the Eisernhardt
- Goldfinch the Quax aviator
- D-EMOF in Ober-Mörlen
- Video about Fw 44 Stieglitz D-ETUF
Individual evidence
- ↑ a b c Bernd Vetter: Airplane Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994, p. 9.
- ↑ FliegerWeb.com Lexicon about the goldfinch. Retrieved August 20, 2012 .
- ↑ a b Bernd Vetter: Airplane Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994, p. 3.
- ↑ Schweighofer Modellsport Blog u. a. about the bird name of the Fw 190. (No longer available online.) Archived from the original on December 19, 2013 ; Retrieved September 4, 2013 .
- ↑ a b c d e f g Bernd Vetter: Airplane Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994, p. 5.
- ↑ Bernd Vetter: Airplane Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994, pp. 5-6.
- ↑ Manfred Griehl: Typenkompass Focke-Wulf since 1925. Motorbuch Verlag, 2009, p. 38.
- ↑ biplanes.de over 100 years of aviation in Bremen . Retrieved June 19, 2012 .
- ↑ a b Focke-Wulf Flugzeugbau GmbH Bremen: Building description no. 1019 for the aircraft type Fw 44 "Stieglitz" with a Siemens Sh 14 A. engine, Bremen 1937, sheet 5.
- ^ Focke-Wulf Flugzeugbau GmbH Bremen: Building description no. 1019 for the aircraft type Fw 44 "Stieglitz" with a Siemens Sh 14 A. engine, Bremen 1937, sheet 3.
- ↑ Focke-Wulf Flugzeugbau GmbH Bremen: Building description no. 1019 for the aircraft type Fw 44 "Stieglitz" with a Siemens Sh 14 A. engine, Bremen 1937, pages 3 and 4.
- ↑ a b Manfred Griehl: Typenkompass Focke-Wulf since 1925. Motorbuch Verlag, 2009, p. 37 ff.
- ↑ a b Bernd Vetter: Airplane Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994, p. 6.
- ↑ a b Bernd Vetter: Airplane Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994, p. 8.
- ↑ FliegerRevue February 2010; Pp. 56-58; Focke-Wulf's birds
- ↑ a b c d e f g h i j k Bernd Vetter: Aircraft Profiles No. 26 (Focke-Wulf Fw 44 Stieglitz). FLUGZEUG Publikations GmbH, Illertissen 1994, p. 33 ff.
- ↑ This figure was based on the template: Inflation determined, has been rounded to a full thousand euros and refers to the previous calendar year at most
- ^ Documents from the Federal Archives / Freiburg Military Archives, holdings RL 3
- ^ Exports to friendly and allied countries 1936–1942, Federal Archives / Military Archives Freiburg: Archives of the Foreign Office, Bonn: Export permits
- ^ Andersson, Lennart: Svenskt Militärflyg, Propellerepoken, Karlshamn 1992, p. 247; Tincopa, Amaru / Rivas, Santiago: Axis Aircraft in Latin America, Manchester 2016, p. 310 ff.
- ↑ german-aerobatics.com on Gerd Achgelis' successes in 1934. (No longer available online.) Archived from the original on December 19, 2013 ; Retrieved June 18, 2012 .
- ↑ german-aerobatics.com on the results of the seventh German aerobatic championship in 1935. (No longer available online.) Archived from the original on December 19, 2013 ; Retrieved June 19, 2012 .
- ↑ german-aerobatics.com on the results of the aerobatic competitions in the context of the 1936 Summer Olympics. (No longer available online.) Archived from the original on December 19, 2013 ; Retrieved June 19, 2012 .
- ↑ german-aerobatics.com on the results of the eighth German aerobatic championship in 1936. (No longer available online.) Archived from the original on December 19, 2013 ; Retrieved June 19, 2012 .
- ↑ Stefan Schmoll: Oldtimer Fly-in with Taifun and Stieglitz - double anniversary in Ober-Mörlen. In: aerokurier. June 2012 edition, pp. 32–33.
- ↑ side of Haltergemeinschaft on which the accident is mentioned. Retrieved June 19, 2012 .
- ↑ Bulletin. (PDF) (No longer available online.) BFU , in which the accident is mentioned., Formerly in the original ; Retrieved June 19, 2012 . ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Harro Ranter: Accident Focke-Wulf FW-44J Stieglitz D-ETUF, April 26, 2020. Accessed April 28, 2020 .
- ^ Helmut Schneider: Airplane type book - manual of the German aviation and accessories industry. Reprint of the original edition from 1939/40, Gondrom Verlag, ISBN 3-8112-0627-3 , p. 45.
- ↑ The Reich Minister of Aviation and Commander-in-Chief of the Air Force: LDv 371 Fw 44 J. Draft of an aircraft manual , 1936, Part II, p. 14
Civil series: A 7 | A 16 | A 17 | A 19 | A 20 | A 26 | A 28 | A 29 | A 32 | A 33 | A 36 | A 38 | A 40 | A 43 | A 47 | F 19 | Fw 44 | Fw 47 | Fw P149 | Fw 200 | Fw 206 | Fw 300 | GL 18 | GL 22 | S 1 | S 2 | S 24 | P 39
Military series: Fw 42 | Fw 55 | Fw 56 | Fw 57 | Fw 58 | Fw 62 | Ta 152 | Ta 154 | Fw 159 | Ta 183 | Fw 187 | Fw 189 | Fw 190 | Fw 191 | Fw 200 | Fw 238 | Fw 261 | Fw 281 | Fw 300 | Ta 400 | W 4 | W 7
Helicopter: Fw 61
Gyroplane : C.20 | Fw 30 | Fw 186
Projects without RLM no. : P VII | Rays | Driving wing