I.Ae 30 Namcu/Ñancu

[mpata10 92]

I.Ae 30 Namcu/Ñancu

 

 
Technical Description: A fast plane which performed really good for its time and despite of having lots of problems during the development of this pane, the engineers manage to correct most of the flaws this aircraft had, especially with its ailerons

Spoiler

 

FUSELAGE : All-metal construction with a cross-section of "pear". Polumonokkovaya design consisting of two parts, behind the second connecting wing spar. Frames and stringers made from profiles with a section of "omega". The front and rear sections were performed separately. Longitudinal profile is very streamlined. 

Plumage : All-metal construction. Dvuhlonzheronnoe horizontal tail is set at mid-height of the keel. Dvuhlonzheronnoe keel is made integrally with the rear part of the fuselage. Elevators and turn-metal fitted with automatically controlled Flettner. 

CHASSIS : crop type. Made of aluminum alloy wheel forks are equipped with hydropneumatic spring high pressure moving forward with depreciation. Cleaning of the main pillars made them rotated by 90 degrees. for mounting in a niche behind the engine nacelle. Valves chassis designed so as to cover the elements of main landing gear when lifting and lowering. Dunlop Pneumatic brake system type. The tail wheel with a diameter of 0.43 m fully retractable.

Hosted E PILOT : The cockpit is located in front of the front edge of the wing. Lantern domed shape made of a single piece.

EQUIPMENT : A complete set of equipment for night flying, air navigation and other flight of the prototype tests. Electrical system 24 V with the set on the left nacelle generator power 1450 W and connected in parallel with two batteries 12 V - 40 A each. The transceiver radios firm Bendix. On Plane Finder installed.

 

 

Visual Aspects:

 

 

 

 

Long History (read when you have time): 

 

Spoiler

 

 In November of 1946, engineer Pallavicino was tasked with designing a twin-engined fighter to accompany bombers. Argentine military have chosen to implement the latter, recognizing that the opportunities provided by the project, meet all the requirements. Next month (December 1946) was an engineer Pallavicino presented three preliminary design - with two jet and one with piston engines and propellers. This machine has been considered and included in the Five Year Plan and, therefore, was of great importance. 

The plane was made in a year,At that time it was the fastest plane in the world in this category, but built mainly of wood.  The plane was a monoplane with wing sredneplan location and all-metal construction. Received the official designation AÉ.30, the aircraft dubbed «Namcu» (which is in one of the Indian dialects Patagonia means "eagle." for a time equal to half of the required normal, and surrounded by many difficulties. 

 

 

 

 

 

As already mentioned, the construction of the aircraft was carried out with great difficulty and faced with big problems. For example, to save time, Pallavicino ordered designers to postpone the static tests and conduct them only after the first flight: therefore had to adapt the structure already partially built for these static tests as elements of the prototype. Such a procedure although flattering for the designer in the fact that reflected the confidence reposed in his calculations showed a very big risk and was a demonstration of the fact that one of the first flight almost ended in disaster because of the hole formed negligent employee is not there where it is necessary. This hole was missed service supervision and control, but it would be quickly and easily found in static tests. 

In addition, the plane was forced to fly despite the fact that the designer did not know the preliminary results of aerodynamic tests, despite the fact that the appropriate model has been transferred to the head of these tests for the six months prior to the flight. Since all static calculations and stability based on these tests, the designer had to make changes based on their own technological knowledge and personal experience. 

 

Despite these extraordinary difficulties caused by the excessive haste with which it was necessary to create a plane, as well as many other problems, which are passed over in silence. The machine has been completed satisfactorily, because it was found a little design flaws: the most serious was a mistake and a half degrees to the right wing tip later works, led the three teams in the riveting and led to the aircraft tendency to tilt to the right. In total, the design of the machine took about 70 thousand working hours for drawings (about one-third of normal), and about 370 thousands of man-hours to build (about half of what is normally required for the machines in those years and the class).

 

June 8, 1948, ten months after the start of the project and construction works, «Namcu» began test taxiing on the ground. By mid-July the designer - took on the commitment to make the plane take off despite the fact that it is not yet fully completed eg: for example, not enough even retraction mechanism.

However, the July 18, 1948 at 12:50 chief pilot «Instituto Aérotecnicò» First Lieutenant Edmundo Osvaldo Weiss Guillermo (Guillermo Edmundo Osvaldo Weiss), after the take-off of approximately 200 - 250 m for the first time carried out a flight to Cordoba on «Namcu». During the flight, which lasted 20 minutes, was carried out on lifting height at 50% capacity engines and a series of maneuvers: bends, planning for reduced speed and stall, performed at top speed to 155 km / h. After the first flight the plane landed on the runway Córdoba parachute school.

Nevertheless, «Namcu» flown satisfactorily and, as it later turned out, had a very shiny lenye quality. Also some minor disturbances have been identified, which are always present in every new car and in any case much less than might have been expected, given the time constraints of implementation, given the Argentine military. 

Within two weeks after the first flight were able to establish retraction mechanism and corrected some minor flaws. However, the plane had time to perform only 4 or 5 short flights, it is insufficient to provide full debugging, when in early August came the order to transfer him to the capital.

August 8, «Namcu», as always managed by Weiss, took off at 13.20 for a destination in Buenos Aires, located on Cordova in 648 km. Flying at an altitude of 5600 meters, using 60% of the maximum engine power, the pilot route covered only 55 minutes at a phenomenal average speed of 650 km / h, with areas of maximum speed of 780 km / h because of a strong tailwind.

 

The next day, on August 9 in the same airport of Buenos Aires about 13 saw the official presentation of the «Namcu» President Peron. On this occasion, «Namcu» accompanied by a prototype «Pulqui I» and Vickers «Viking», registered as a T64. During the presentation, the aircraft performed a quick pass at a height of less than 3 meters, after which the Argentine President sincerely thanked the engineer Pallavicino, who was awarded in recognition of the valuable contribution to the development of national aircraft. 

Flown back to Cordoba, the Argentine authorities were ordered to prepare a technical manual «Namcu» for immediate "raid" in Europe. Scheduled for the end of August, the flight was to demonstrate the degree of progress of the Argentine industry. The plane in mid-September had to fly from Buenos Aires

- Rio de Janeiro - Natal - Dakar - Canary Islands - Madrid - London - Paris - Rome. For the crossing of the Atlantic Ocean plane it was to be equipped with additional fuel tanks, with whom he would be able to increase its range up to 5000 km. In addition, the arrival in Britain was due to coincide with the celebrations on the occasion of founding the Royal Air Force, which took place at Farnborough with 7 and 12 September. During the "raid" a length of about 22,000 km «Namcu» was supposed to fly, followed by two "Lancaster" (T65 and T66) Argentinian Air Force. 

Despite the obvious interest, such a program, excited by the concerned authorities, yet was not doable with all timely because not yet fully develop machine. Engineer Pallavicino from the beginning expressed its disagreement in oral and written form stating the company, claiming that neither the plane nor the pilot were not ready. Initially, these objections had absolutely no effect, but in September the "raid" was suspended because frankly "economic". Shortly thereafter, Pallavicino was removed from the leadership of the Division - a task that has been entrusted with the leadership of the Ministry for the year and a half before it was first assigned to the foreigner. His work was now strictly limited to the technical supervision of a team of 20 designers and shop, with its mechanisms, and the workers, passed to the "maintenance" for the start of work on «Pulqui II». Pallavicino was instructed to continue the development of the prototype and control the preparation for mass production of 210 «Namcu», which have been ordered at this time.

 

 

 

 

 

The only drawback, which makes the aircraft, was the severity of the control on the three teams and the lack of balanced ailerons. The severity of the elevator and rudder can be removed a few adjustments, even without resorting to the creation of a new course of rudders. However, work in this area proved to be very cumbersome due to the new organization and the low flight activity. Only at the beginning of April 1949, these controls were generally satisfactory. During this period of time (six months) for weeks waiting for the plane flight and the only event that attracted the attention of the car became a flight to Bolivia. The flight was carried out between the end of October and beginning of November 1948 for the presentation of the aircraft at the industrial exhibition in La Paz, organized on the occasion of the 4th centenary of the founding of the city. On this occasion, «Namcu» piloted by Weiss demonstrated in flight on November 4 at 11 am over the airfield of La Paz, El Alto (El Alto), having developed in a test dive speed of 900 km /

h. At the end of the presentation of the pilot received congratulations from the Bolivian government and the Ambassador of Argentina.  

As for the ailerons, then finding no opportunity to correct the deficiencies of their production, a new mechanism was decided to build. Also, it is taken the opportunity to introduce a new, recently developed in the UK, a device called a «spring tab» to facilitate piloting and effort when, at the same time to fix the above-mentioned tendency falling sideways due to the spring stroke. However, given that this was a test of a new device, Pallavicino prudently performed preliminary experiment with the elevator. The experiment failed completely and the first flight was made with new ailerons

 

Manufacture of these items was very long, so that the plane took off for the first time with new aileron 14 months later stating the problem. Unfortunately, the pilots were not informed that the «spring tab» did not work. The designer did not know about the planned over the next 15 days, the flights and was surprised when he received a report on the conduct of the flight, of course negative and further aggravated in the edited version. Pallavicino reacted immediately with two written answers, delivered personally to the Director «Instituto Aérotecnico». The first, addressed to the pilots, he said, if the car represented a visible deterioration of behavior, it was because of the transition phase, resulting from the adoption of clear precautions; 

At the end of April 1949 the director of the Institute aerotehnicheskogo Pallavicino said that for economic reasons, mass production of «Namcu» was abolished, and that all efforts should be concentrated on «Pulqui II». e of success.  Pallavicino, initially remaining two constructors, and later with only one: there were no more problems but to develop a prototype without any hop 

 With this machine, he completed his interesting career as an aeronautical engineer. «Namcu» was an excellent aircraft, which did not have only the minimum debugging.In conclusion «Namcu» - it Pallavicino has applied a number of design decisions already taken on Ca.331: obechayny fuselage triangular section (the so-called "pear"). 

 

 

 

 

 

Production Status

First flight: June 8, 1948

Introduction year: -

Status: Prototype

Number built: 1 finish and 2 almost finish (all of them were scrapper) 

 

Why it fail? : Due to economic shortage and most of the economic and staff support was send to the advance test of the Pulqui 2

 

Characteristics

Spoiler

 

Crew Data
Number of crew: 1 [3]
Roles of crew: Pilot
 
Engine Data (Piston Aircraft)
Manufacturer: Roll Royce [2]
Name: Merlin 134/135 V12 [2]
Number of engines: 2 [2]
Number of cylinders: 12 [1]

Configuration: V-engine [1]

Cooling: liquid-cooled [1]
 

Fuel Data [1]
PLACEMENT OF FUEL : the normal fuel capacity: 2980 liters in 10 tanks, distributed as follows:

 

in the fuselage behind the pilot: 1 × 696 1 × L + 702 L, 1398 L of total volume

 

Wing: 2 × 425 l + 2 × 179 l + 2 × 127 l + 2 × 60 l, total volume 1582 liters.

 

Maximum fuel capacity: 3592 liters. Oil capacity: 200 liters.

Power Data
Maximum Power: 2035HP [2]

Propellor Data
Manufacturer: de Havilland Aircraft Company[2]
Type: 4/4000/5°[2]
Number of blades: 4 [2]
Blade diameter:  3,66m [4]
 
Basic Geometric Data
Length: 11,52m [2]
Wing span: 15m [2]
Wing area: 35,32 m2 [2]
Height: 5,16 m [3]

 
Weight Data
Empty weight: 5585kg [2]

If armed: 6208kg [2]

Maximum takeoff weight: 8755kg [2]
 
General Performance Data
Maximum speed: 780km/h [2]

 

When diving: 900km/h [2]

Minimum speed: 155km/h full load at low altitude (deduced data) [1]

Landing speed:
Cruising speed: 648km/h [2]
Service ceiling: 8000m [2]
Range (conflicting data due to the lack of info): 2700km [3]
 Using external fuel tanks 5000km [3]

 

Max Speed Chart

 

3400m -> 660km/h (with compresor in first) 

6000 m -> 740 km/h (deduced data) [1]
 
Rate of Climb
Climb to 5000m in 5 minutes [2 and 3]

           “    6000m in 6 minutes with 40 sec [1]

So approximated climb rate 16,66 m/s 15m/s depending on the source

 

Armament [1]
This plane was never armed but it was totally plan to have it with an avarege weight of 8000kg.

6 × 20 mm cannon Hispano-Suiza 804 at the bottom of the forward fuselage. 250 kg bomb under the fuselage.

other sources say that it was going to be 4x  Oerlikon and 2x Hispano-Suiza 804 of 20 mm.with a bomb load of 250kg bomb under the fuselage and 10 rockets 9this 
 

 
Notes
 

Spoiler

 

1.Deduced information is not 100% viable so take that to account

2. Thanks a lot to @PanzerCell , without his translation this would be possible and also thanks to @Keebird

 

3. Still need help with the German translation, if someone can help report to this post https://forum.warthunder.com/index.php?/topic/349760-i-need-help-with-a-translation/

 

 

 

 

Possible variants

Spoiler

 

 there are some variants made out of this plane but with jet engines but they were just paper planes (more informormation will be posted when e get the translations)

http://military.wikia.com/wiki/I.Ae._30_Ñancú

 

 

 

Project 1 

Spoiler

 

I.Ae 30 B

Jet modification of the I.Ae-30 Namcu also design by Pallavicio was to be a heavy fighter, in a class of the Gloster Meteor: one seat, 2 Roll-Royce Dewent engines each producing 3.500 of static thrust. Was design to have 4 Hispano Suiza cannons.None built

Also design to carry a vertebral gun pod of 2 20 mm canon to have a total of 6 cannons

 

Here are its specifications:

Wing span: 15,00m
Length: 13,98  m
Height: 4,383 m
Wing area: 35,3 m2
Empty weight: 4.225 kg
All-up weight: 7.950 kg
Wing loading: 225 kg/sq.m

Max. speed @ SL: 910 kph
Max. speed @ 9150 m: 970 kph
Climbing speed @ SL: 26 mps
Climb speed to 9150 m: 8'22"
Ceiling: 15.240m

3 tons of fuel
range 2.300 km

 

 

Project 2

Spoiler

 

Light Bomber with 2 crew: pilo and the navigator, seated in a glazed nose or behind the pilot (with a solid nose variant) Armed with 4 Hispano Suiza cannon and 2 bombs of 900 or 1000kg each in an internal bom bay. It could also carry 20, 75mm air to ground rockets. None built
 

Specifications: 

Wing span: 18,70 m
Length: 14,00m
Height: 4,65 m
Wing area: 46,65 sq.m
Wing loading: 280 kg/sq.m
Empty weight: 6.500 kg
All-up weight: 13.070 kg

Max. speed @ SL: 810 kph
Max. speed @ 9150 m: 870 kph
Climbing speed: 15,2 mps
Climb time to: 9150 m in 15'55"
Ceiling: 12.200 m

Range with 4 t of fuel and 2 t of bombs: 3.300 km

 

 

 

 

 

 

Edit #1: minor fixes and more info about the variants

Edit#2: More info about variants

 

 

Sources

Spoiler

 

1. Rosario Abate of IL BIMOTORE «Namcu» Aerofan 01/1978. (Link to the information: http://alternathistory.com/dvukhmotornyi-istrebitel-namcu-italyanskii-proekt-rozhdennyi-v-argentine ) really hard to find info about this article

 

2. AIR MAGAZINE N.º 35

 

 

3. FliegerRevue X 53

 

4. Alas de Peron

 

5  Italian magazine "Aero Fan" n. 61, April- June 1997

 

 

 

 

 

Edited March 26, 2020 by mpata10
Added more info

[blockhaj 3,560]

one of the pictures is incorrect. Its a dh hornet.

[mpata10 92]

28 minutes ago, blockhaj said:

one of the pictures is incorrect. Its a dh hornet.

Sorry my bad i was late when i started the data sheet thx

[mpata10 92]

#edit 2: Added more info about the prototypes maybe if we are lucky they could be added but most probably not. Also i am still looking for a full magazine of this  Italian magazine "Aero Fan" n. 61, April- June 1997, and found something about the engines but it this model of the merlin are super rare

Edited February 26, 2017 by mpata10

[Metrallaroja 1,326]

+1

Seems like a very interesting plane!