IA-35 Huanquero (Air Justicialist) - Review
By Hernan Longoni (for "Maquinas voladoras de todos los tiempos". Nr. 4)
Historias de Aviones
Photos from the author's archive, except for that of Mr. Jorge Leonardi, used with express authorization.
At the beginning of the 1950s, the FMA was involved in the development of some aircraft, which, more or less, would be interesting and viable.
Among them, and under the command of Engineer Kurt Tank, a team of designers, draftsmen and calculators was working, with the aim of achieving a conventional design for a multipurpose-utility aircraft that would be powered by the Iar-19 “El Indio” engines. ”.
In the end, this aircraft stood as the sole creation entirely designed and manufactured within the country, encompassing both the airframe and engines, alongside the Iae-22DL.
The esteemed Tank Engineer, renowned for his pioneering designs and perhaps surprisingly, ultra-conventional ones (recall the FW-44J "Stieglitz"), swiftly concluded that the optimal configuration would entail a central fuselage, a low cantilever wing, a glass canopy (except in one of the prototypes), and a bi-drift tail.
The task of installing the two "El Indio" engines presented its own unique challenges, as they were not entirely ready for use. This powerplant bore no close relation to its predecessor "El Gaucho," which was essentially a "nationalized" Wright engine. Here, it was a homegrown design born out of necessity to replace scarce strategic materials, particularly during the war. However, by the time the engine materialized on workbenches, the war had already become a distant memory. The engine drew upon the significant construction experience gained with the Gaucho.
The initial version of "El Indio" (IAR-19A) featured 750 HP - technically known as R-19SR1 - and drove three-bladed propellers with variable pitch and constant speed Rotol R-170-3-30. These propellers required inspection every 33 hours as a minimum.
Maximum power was achieved at a speed of 2350 rpm, with the highest cruising power standing at 350 HP at 1900 rpm. The carburetor in use was a Chandler Evans CPB3-1900, which was later modified by the FMA under the FM19-1 specification. Some years down the line, the engine's capacity was enhanced, resulting in the IAR-19C version boasting 850 HP of maximum power. However, this increase in power caused bench damage, as it was an unforeseen development.
Originally, it was designated as the IA-35 "Justicialist of the Air," but this name was altered following the events of the so-called "Liberating Revolution" that transpired in 1955.
The groundwork and initial planning commenced in 1950, and on September 7, 1953, the maiden prototype took to the skies under the command of First Lieutenant Jorge Conan Doyle. It's worth recalling that, at the inception of the Argentine Air Force, this rank was denoted as 1st Lt. During this flight, an impressive demonstration was presented before Tank, General Perón, General Ojeda, and Brigadier Juan Ignacio San Martín.
The construction and assessment of the second prototype took place in 1954.
It's essential to highlight that FMA went through a reorganization phase from 1952 to 1954, which momentarily slowed its production rate. Nevertheless, the organization remained deeply involved in various developments, including the Iae-38 Naranjero and numerous other "Iae" projects, as detailed in the relevant section.
Given the urgent requirement to furnish Argentine Air Force units with a versatile aircraft capable of performing diverse tasks with minimal adjustments, the aircraft was designed in five fundamental versions, namely:
Type 1a: Trainer for pilots and navigators.
Type Ib: Light attack, accomplished by incorporating rocket racks with the following armament:
Type II - Passenger: With the ability to host eight passengers within a noise-insulated cabin, the aircraft was outfitted with a bar and restroom. Striving to improve in-cabin comfort, the IA-35X-III "Pandora" model was introduced, characterized by its "solid" nose, heightened landing gear, streamlined engine covers, and various internal enhancements. The single entrance door was situated at the lower rear part of the fuselage, hinging downward on a forward hinge. It featured an integrated staircase on its inner side, minimizing the need for extensive ground equipment at the airfield.
Type III - Medical: Designed for three crew members, four patients, and a medical professional, equipped with four stretchers. This type of aircraft, though initially conceptualized, was not realized until much later, with the introduction of the TS-14. This aircraft was commissioned into service on August 5, 1958, bearing the initial registration E-505. It was assigned to Mendoza, "Los Tamarindos," as per Operation Order Number 59-2 of the Air Force (FUAER) dated June 17, 1959. It was later re-registered as T-552 by radiographic order 7308 on September 5, 1961. Finally, in 1962, it was redesignated as TS-14, following the necessary modifications. This information is based on the Flight History Record of the aircraft from the Secretariat of Aeronautics, Office of the Quartermaster General, Directorate General of Equipment. The aircraft's "catastrophe number" was 291-3.
Type IV - Photography: By installing Fairchild 225 cameras in the cargo compartment, operated by a crew of three, along with a camera operator.
Photos from the author's archive, except for that of Mr. Jorge Leonardi, used with express authorization.
At the beginning of the 1950s, the FMA was involved in the development of some aircraft, which, more or less, would be interesting and viable.
Among them, and under the command of Engineer Kurt Tank, a team of designers, draftsmen and calculators was working, with the aim of achieving a conventional design for a multipurpose-utility aircraft that would be powered by the Iar-19 “El Indio” engines. ”.
In the end, this aircraft stood as the sole creation entirely designed and manufactured within the country, encompassing both the airframe and engines, alongside the Iae-22DL.
The esteemed Tank Engineer, renowned for his pioneering designs and perhaps surprisingly, ultra-conventional ones (recall the FW-44J "Stieglitz"), swiftly concluded that the optimal configuration would entail a central fuselage, a low cantilever wing, a glass canopy (except in one of the prototypes), and a bi-drift tail.
The task of installing the two "El Indio" engines presented its own unique challenges, as they were not entirely ready for use. This powerplant bore no close relation to its predecessor "El Gaucho," which was essentially a "nationalized" Wright engine. Here, it was a homegrown design born out of necessity to replace scarce strategic materials, particularly during the war. However, by the time the engine materialized on workbenches, the war had already become a distant memory. The engine drew upon the significant construction experience gained with the Gaucho.
The initial version of "El Indio" (IAR-19A) featured 750 HP - technically known as R-19SR1 - and drove three-bladed propellers with variable pitch and constant speed Rotol R-170-3-30. These propellers required inspection every 33 hours as a minimum.
Maximum power was achieved at a speed of 2350 rpm, with the highest cruising power standing at 350 HP at 1900 rpm. The carburetor in use was a Chandler Evans CPB3-1900, which was later modified by the FMA under the FM19-1 specification. Some years down the line, the engine's capacity was enhanced, resulting in the IAR-19C version boasting 850 HP of maximum power. However, this increase in power caused bench damage, as it was an unforeseen development.
Originally, it was designated as the IA-35 "Justicialist of the Air," but this name was altered following the events of the so-called "Liberating Revolution" that transpired in 1955.
The groundwork and initial planning commenced in 1950, and on September 7, 1953, the maiden prototype took to the skies under the command of First Lieutenant Jorge Conan Doyle. It's worth recalling that, at the inception of the Argentine Air Force, this rank was denoted as 1st Lt. During this flight, an impressive demonstration was presented before Tank, General Perón, General Ojeda, and Brigadier Juan Ignacio San Martín.
The construction and assessment of the second prototype took place in 1954.
It's essential to highlight that FMA went through a reorganization phase from 1952 to 1954, which momentarily slowed its production rate. Nevertheless, the organization remained deeply involved in various developments, including the Iae-38 Naranjero and numerous other "Iae" projects, as detailed in the relevant section.
Given the urgent requirement to furnish Argentine Air Force units with a versatile aircraft capable of performing diverse tasks with minimal adjustments, the aircraft was designed in five fundamental versions, namely:
Type 1a: Trainer for pilots and navigators.
Type Ib: Light attack, accomplished by incorporating rocket racks with the following armament:
- Fixed: Browning HB 12.7mm machine guns, with the addition of the "Wild" sighting system of American origin. There was a version with a dorsal turret for training, equipped with twin 12.7mm Browning HB machine guns hydraulically operated. In this version, the twin tail assembly proved highly useful for training gunners.
- Launchable: 12 free-fall bombs on external bomb racks, each carrying 50kg. The "T-2" sight, developed at the Aerotechnical Institute, was adapted for this purpose (however, this was only ready and installed on the aircraft registered as Ea-016, outside the scope of this study).
SCAR 2.75mm rockets, both training and "live," loaded using an explosive TNT mix developed by the Aerotechnical Institute, with targeting facilitated by the "Wild" sight.
Type II - Passenger: With the ability to host eight passengers within a noise-insulated cabin, the aircraft was outfitted with a bar and restroom. Striving to improve in-cabin comfort, the IA-35X-III "Pandora" model was introduced, characterized by its "solid" nose, heightened landing gear, streamlined engine covers, and various internal enhancements. The single entrance door was situated at the lower rear part of the fuselage, hinging downward on a forward hinge. It featured an integrated staircase on its inner side, minimizing the need for extensive ground equipment at the airfield.
Type III - Medical: Designed for three crew members, four patients, and a medical professional, equipped with four stretchers. This type of aircraft, though initially conceptualized, was not realized until much later, with the introduction of the TS-14. This aircraft was commissioned into service on August 5, 1958, bearing the initial registration E-505. It was assigned to Mendoza, "Los Tamarindos," as per Operation Order Number 59-2 of the Air Force (FUAER) dated June 17, 1959. It was later re-registered as T-552 by radiographic order 7308 on September 5, 1961. Finally, in 1962, it was redesignated as TS-14, following the necessary modifications. This information is based on the Flight History Record of the aircraft from the Secretariat of Aeronautics, Office of the Quartermaster General, Directorate General of Equipment. The aircraft's "catastrophe number" was 291-3.
Type IV - Photography: By installing Fairchild 225 cameras in the cargo compartment, operated by a crew of three, along with a camera operator.
IA-35 El Justicialista Del Aire ( Huanquero ) por SAIA-90