AIRCRAFT 242 IK Fighters (Yugoslavia: 1930-40s) by Sime I. OStrié and Cedomir J. Janié 2Editorially Speaking No. 15 RECENTLY, one of our more optimistic letter-writers wrote happily: “I expect you find some Profiles are easier to produce and edit than others.” How about that, Mr. Editor? Exceedingly droll, Mr. Inquisitive. In fact, however, we responded with: “No sir, producing u Profile falls into one of three categories. Difficult, Extremely Difficult, and Now-do-you- believe-in-Miracles? By no stretch of the imagination would Profile No, 242 fall into the first two categorie It was about two years ago when John Wegg (an Air-Britaia member specializing in Yugoslavian aviation, and now World Airways Representative in Finland) promoted the idea of re- searching the IK Fighters. Great idea !In the beginning, atany rate. After all the toil, the writing, the revriting, the questioning and ‘still more questioning (and some of the answers still clude: “Just where were the wingtip navigation lights on the production 1K-3%"), the Editor consoles himself with this thought ~ Where else but in Profiles would you find so many photographs (and other marériel) on the 1K. CHARLES W. CAIN: ABOUT THE AUTHORS No. 242: IK Fighters (Yugoslavia, 1930-405) Without the enthusiastic eallsboration in reseasching in Yugoslavia by the main authors, this Profile could not have been created. By ‘the samo. token this is a much more complete Profile (on a difficult subjeed jent persistence of London (Eneland)-bused Malcolm Varianes coranhon, bocause of the Passingham and his Profite No. 216: Petlsakov Pe Waclaw Klepacki. Mr. Klepacki's meticulous. ree gencrakarrangement drawings of the TK Fighters were Used t0 good a in the accompanying four pages of eofour views by Profile Chiet ist, Mike n Air Traffic Control Officer and lives in Belgrade. He as “a spare-time pilot with 2 full-tine spare interest in all things aeronautical.” Historical aizeralt of ¥ origin a8 well a Deence-huile types have provided Mr. Ostr opportunities to produce articles, several of which have ale appeared in his country’s aviation magazines. Cedomir J. Janié is Director of the Yugoslav Aeronautieal and Space uscum, Belgrade. As well as being a professional bistozian he is also ‘a keen sports flyer”. Tn the past decade he has had published a number of significant articles concerning aviation history in Yugoslavia, Despite the many cemands of his executive duties, Museum Director Sanit bas found une to join Mi. Osteen researching this Profle. Hei chiefly respomsinle for the sections on the 1ic3 and ikc-s hghters YOUR COMMENTS open for further comment from Abbrovs. R.S.V.P. DechbinGed Successive Profiles appear topack — LUDIIn Hike in more and cere alert Pa el Gon peas mith po and moreand moreabbreviations. les lv J.B. Cynk's Lknow you take the trouble to Ledblin R-XLM Variants (No. 231) Js there any hope now for Profile dedicated (0 the cream of pre-war Polish aero-enginecring, the P.Z.L. P-37 Los? DRM. A. PESZKE Glastonbury, Conn, US.A. Editorially Speaking . .. Me. C has this Profife in hand, Leiters, photos, will be forwarded. iis ‘your letters 10: explain once but for readers like me (who are not military airmen or aviation technicians) could you consider a sinall “dictionary ap- pendix” in each Profile? Now T ‘must pay tribute to the constantly. inyprowing “achievement” of the new Profiles, AWERNER K. KREGER 7022. Leinfelden, W. Germany. Editorially speaking . . . We tried this out_io_ No, Republic FH10SA'G. Thunderchief, No-one applauded or disapproved. Takes, up space. We'll leave the door Brofie Pal Coburss House, Sheet Street, Windsor, Berks. SL4 1EB, England Your next AIRCRAFT PROFILES No. 244: Caproni Reggiane Re. 2001 Falco Ill, Re. 2002 Ariete and Re. 2005 Sagittario No. 245: Boeing B-52A/H Strato- fortress TWO NEW Profiles from authors whose past ‘works in the series makes them welcome again among knowledgeable readers. John T. Brindley is responsible for Profite No. 244 wliich hus the longest tide of any Profile yas made a rascieauing study known Italian. fighters; with acess fo commentary by the chiel of the design team Robert Longhi and also Count Caproni. With Profile No. 245, Peter M, Bowers makes a welcome return ater longabsence as a Profile author. He joined the Bocing Company in 1947, ‘and, as a research engineer, is ideally equipped for the formidable task of doing justice to the 1-52, currently the world’s biggest operational bomber. Now available : AIRCRAFT INPROFILE Volume 11 Aircraft in Profile Sire: 10% 72 in, 206 pages, $23 photws. 160 in- Gividual full colbur artwork views. Weight: 2h. 20x, (964 ura) covers. SDN 85383 Always an important publishing event for those with a special discerning eye for the sort of aviation books to grace your personal library; Aircraft. Profile "Nos, 223 to. 234 inclusive “are now available at’ your local bookshop in newly published Volume 11 of Airerait tn Profle. Over 100,000 ‘and useful Nos. 1-235 “Protile Finder” by nationality and manufacturer. Aircraft include: Lockheed C-130 Hereutes: Supermarine Walrus; Messerschmitt Me 163 Kemet: Dasseult Mirage HEV; Airspeed Oxford: Fiescler Fi 156. Storch: Vickers- Aemstrones Warwick: Martin’ Maryland} Baltimore: Kawanishi H6K ('Mavis') & 18K { Emily’) : and Heinket He 177 Greif.Spring 1935; Ljub ir Mie (dark suit) and Kosta Singer proully pose for the camera in from of d (Photo: Yusostay Air and Space Museum) Un ir fst prototype, the IK-L1 at Zeman ‘otherwise stated, photographs are via the authors IK Fighters (Yugoslavia: 1930-40s) by Sime |. O8trié and Cedo J. Jani assisted by Malcolm Passingham and Waclaw Klepacki LIKE certain people, some aircraft have qualities which, single them out from the mass and which conspire to hold the interest of successive generations. Into this “star” category fits the gull-wing family of TK fighters of the 1930-40s. Yet only a mere handful of 14 ever flew. More portant, historically, the next design ~ the successful IK-3 low-wing monoplane — had a promising career cut short by the German attack of April 1941. Only 13 had lefi the production line by then but in combat, briefly, the TK-3 was a fighter to be reckoned with. After the war, a much-improved successor, the S49, was put into series production for the Yugoslav Air Force. The student of military aviation history will discover new facets to the IK fighters in this Profile. For, let it be said, for many years and far too long, the Yugoslav IK fighters have been inadequately and incorrectly chronicled in the English language. ORIGINS IN YUGOSLAVIA The earliest record of powered flight in Yugosla from the pioncering flight in November 1909 by Eduard, Rusjan at Nova Gorica, w. of Ljubljana (then Laibach, in the southern territories of the old Austro-Hungarian, Empire), Other early pilots and aircraft designers of the Austro-Hungarian era had included Dr Vladimir Aleksic, Mihailo Merdjep, Slavoljub Penkala and Ivan Sarié. Tt was not until 1923 ~ and some four years after the formation of the Krafjevina Jugoslavija or Kingdom of the Serbs. Croats and Slovenes ~ that a home aircraft Tee men behind the 1K iia, Ljubomir Wi (eft) and Kosta Sivder in uniform as a altar pilot 69Fighters ofthe Yugoslav Air Force, Top to bottom, the Fronch Dewotine Dil and D9 and the Ceechostovakien binlane Avia BH 33E. came into being to satisfy the needs of the fledgling Yugoslav Air Foree (initially knownas Military Aviation). Two manufacturing companies, both employ ing high percentages of skilled craftsmen, between them built under-licence Brandenburg biplanes (10 to 20 only) and small quantities of nationally-designed trainers and maritime aircrait, ‘The two companies involved in national production were Harus A.D. (Akcionarsko Drustvo) of Novi Sad, and Prva Sipska Fabrika Aeroplana Zivojin Rogozarski A.D. of Belgrade. During World War One, several native-bom designers had worked in German and ‘Austro-Hungarian aircraft factories. Some of them later applied their expertize in the formation of the Yugoslav aircraft industry. In particular, they helped in the pro- duction of the Rogozarski (Fizit~designed) military types and the Ikarus flying-boats which appeared in some numbers. THE FRENCH INFLUENCE ‘A new chapter was opened in 1928 when the Ikanus plant at Novi Sad (subsequently complemented by a second factory, this time at Zemun) began licence pro- duction of the French-designed Potez.25 reconnaissance 170 biplane - of which no fewer than 240 were built, Also at Zemun, French licence-built Hanrioi H.32 landplane and H.41 seaplane trainers. Dewoitine all-metal fighters and Gourdou-Leseurre B 3 fighter-trainers were pro- duced by the Fabrika Aeroplana i Hidroplana ““Zmaj’ ‘The state-owned aircraft factory at Krralievo, the Fabrika Aeroplane Kraljevo was to licence-build the Breguet XIX general-purpose biplane. Impressively the total was to exceed 400 examples constructed. An important policy decision was taken in the late 1920s. At that time, the Air Force Command and the Royal Aero Club of Yugoslavia (founded 1922) pro- moted a scheme whereby selected aeronautical engineers still at the acaclemic stage would be offered the oppor- tunity of being sent to France to advance their theoretical and practical knowledge. On return from academic and research centres, factories and design bureaux, the can dates would be offered specialist posts within the Air Force or the Industry ‘After this fashion, two young men were to come together to share their newly acquired aeronautical knowledge. They were ligand Sivtev. In Paris, Ljubomit lig had graduated at the Ecole Nationale Supérieure de PAéronautique. Kosta (“Kova”) Sivéev, on the other hand, as pilot had worked both in design bureau and at the French Air Force's Centre d'Essai du Materiel Aérien at Villacoublay. Both Ilié and Sivéev had their initial bright hopes cashed ty being given administrative posts on their return home, Office work, they reasoned, was not what they had been trained for in France and they resolved to pool their energies and enthusiasms in a joint venture, They were to devote their spare time (0 a project which began to take theoretical shape in a quiet basement in Belgrade. The first drawings of an IK fighter were pro: cuced under these conditions, DEVELOPMENT HISTORY: IK-L1 ‘The basic fighter aircraft of the Yugostav Air Force in 1931 was the Czechoslovak Avia BH 33E. powered by a 480 h.p. Bristol Jupiter VII permitting a top speed of 294 km/h (182.7 m.p.h.), The replacement of this equip- ment was the objective of lié-Sivéev private-venture fighter project. Progress was kept a closely guarded secret even when the young designers moved their éraw- ing boards into Tlig’s apartment at Novi Sad and worked ‘on into the early months of 1932, During all this time theirefforts were limited to their spare time after a day's work in their offices. The original concept had been a low-wing monoplane with @ retractable undercarriage, but in deference to current prejudices, a strut-braced high-wing monoplane was evolved, armed with a hub-firing cannon and fuse- lage-located synchronised machine guns. These needs ‘were met by the French-built 20-mm Hispano-Suiza 404 cannon, incorporated in the 12-cylinder Vee 860 h.p. Hispano-Suiza 12Yers “Moteur Canon”. Emphasis was placed on engine power, speed, manoeuvrability, climb and firepower. Accordingly, MiG and Sivéev accepted what was regarded at that time as an extremely powerful aero-engine. They realized that this decision would provoke opposition from con: temporary Air Force experts who considered that high power was inappropriate for fighter aircraft. The con- siderable weight of the engine and the centrally-locatedarmament were factors which dictated a metal fuselage structure. Thus, the first Yugoslav all-metal, cannon armed fighter was initiated. In addition to the cannon, two 7,7-mm. synchronized French Darne machine-guns, the typethen standardized by the Y.A.F., were proposed. Although the concept was clear to the designers and was firmly based on aerodynamic, tactical and flying considerations, even so, much was required to be done before the first Yugoslay-designed fighter could be ready to patrol its native skies. Pre-project. basic aerodynamic and other necessary evaluation work ‘was completed by early 1933. Am accurate wooden scale model was prepared and Ilié went to Paris to test it in the Eiffel wind-tunnel. During all these stages the de- signers received no outside financial assistance and were forced to borrow from relatives to keep their efforts going, Afterextensive testingof the modelandconsequent acrodynamic improvement of the project and redrawing of plans, work started on the detailed part drawings. ‘The designers eventually took the decision to reveal to their chief the existence of their private venture. Ing. Srbobran Stanojevit, with the rank of Potpukovnik (Lieutenant Colonel or RAF Wing Commander) was a veteran pilot who had studied aeronautics in France and was then in charge of the Technical Department of the Chief of the Air Force Command. After his initial sur- prise, he gave his approval, indicated his delight at the detailed drawings and promised all possible support for the project. A report proposing the building of the fighter was officially presented on September 22, 1933, Initial opposition came from some older and senior Air Force officers whose flying careers had reached their zenith in obsolete biplanes. Such experts could hardly be expected to put their trust in the monoplane, especially an all-metal aircraft with a hub-firing cannon! In every respect the new fighter conficted with their pre- conceptions. One of the most vocal critics was the currently Two aspects of the IK-LI prototype neering completion atthe Mars factors, Tema, acknowledged outstanding exponent of fighter tactics, Leonid Bajdak. He regarded the biplane of up to 600 h.p. as the last word in fighter design, It was also contended that the small and relatively undeveloped Yugoslav aircraft industry was incapable of producing its own successful metal prototype.! Nevertheless, with support 1 Algument cou hare been promioadon ta of morepows cq ineased hee Bexisng eence-uik consrecton of Bevorune D1, ani B37. Ete. At an early stage, the IK-LI was equipped with handsome streantined mein and tail wheel spats. These are said to have enhanced performance by about S10 kmjh (5-6 mph). No-armament on this proteype (Photo: Passingham-Klepacki Collection) ‘Eaae eTWithout wheel spas, she prototype IK-L1 in April 1935 at Zemun airfield, from younger and more far-sighted pilots and the prestigious backing of the Head of the Technical Depart- ment, official blessing was finally forthcoming for the project. The prototype was ordered in 1934 from the Ikarus factory at Zemun (now virtually a suburb of Belgrade) with contract delivery at the end of the year. The fighter was designated TK-L1 and bore the manufacturer's number 1. The letters Iand K in the designation stood for the initials of the two designers Ilié and Kosta (*Kota”) Sivéev. The L¥ indicated “fighter single-seat” in the style of the “Armée de I'Air; the number O1 Another view ofthe IK-L1 in April 1935 at Zemun (Photo: Yugoslav Air und Space Museum) indicated that this was the first prototype. Later with the decline of French influence, functional designators such as LI were abandoned is believed that the consteuetion stage was completed during September, 1934, but modifications delayed the first fight and meanwhile the wing structure was sub- jected to rigorous static testing, underlining official doubts about this feature of the design and their require- ment of a safety coefficient higher than those acceptable in Great Britain, France and Germany 1 toad for “Lovie” = "Chassour” = Fighter (Photo: Yugoslav Air and Space Museum) m2‘Spring 1938. with traces of snow beyond the handstanding at Zomun airfield. The second prototype te 1K-D2 shows forthe first time the using cannon The ventral ail cooker ts visible becanse tle rackator hath originally incorporating i has been considerably cui back. Tes pile Janko Dobnikar provide the seenature aswell as these two photographs In October 1934 Kapetan Bajdak was appointed test pilot for the IK fighter, This might be regarded as an unfortunate choice since he had so clearly been opposed to the whole concept of the new design! He failed to co-operate in the final stages of the work preparatory to the first fight and refused to accept the mandatory flight test programme. Instead he decided his own pro- gramme and in so doing sealed the doom of the first prototype. Permission for a test flight was given in April 193 and the IK-01 took-off for the first time on April 22 from Zemun airfield. The designers stipulated a take-off weight of 1.650 kg. (3,630 tb.) forthe flight. No armament was installed and the fuel load was reduced (t0 about 150,200 1. or 33/44 gal.), the object being to reduce possible strains on the aircraft during the test flying. The first fight was uneventful The following day, Bajdak put the fighter into un- planned manoeuvres and aerobatics. After he had landed, the fabric wing covering was observed to be rather slack. A responsible official of Ikarus A.D. gave his opinion that the fabric would stretch satisfactorily as soon as the varnish which was applied had fully dried out. The third flight on April 24 included more aerobatics. At 1,000 metres (3,300 feet), the TK-O1 went into a shallow dive and then pulled out abruptly and at high speed. The resulting strain was too much for the fighter ‘A gap appeared in the fabric covering of the starboard wing leading-edge, rapidly widening so that the futteri of the torn material could beseen clearly from theground. 173Aisployed atthe ever Belgrade international aero show in June 1938. The lower photo s ath, Roth photos reveal a touch of showmanship in thatthe hubsfring (Photos: Al Alex imme Collection)This photograph, the lat of Alex Imri’s trio of rare sho of the IRD BrD) ‘taken at the 1938 Belgrade Show, permits exami liom of the mtalcavered med plan and the streamlined stabs to te aileron mass balance arms (Photo: Alex mnie Colicction) The aircraft dropped away in a spin to. starboard, Bajak baled out safely and the absndoned aircraft crashed, Experts and eye-witnesses confirmed that the coming adrift of the fabric from the wing leading-edge had been the cause of the accident. The hand-sewn seam failed to stand up to the strain imposed on it, Bajdak must be bblamed for ending the career of IK-01 before it had even proved itself in level flight and before serious testing had been started, The erash gave the erities their chance to voice open dislike of the whole concept and the designers and their supporters came under heavy attack, Opponents con- cluded that the IK fighter had been. brought forward too soon and that current state of the Yugoslav aircraft industry rendered it incapable of constructing a modern fighter aircraft! Tn his accident report Bajdak emphasized the IK-O1's obedience and precise response to the controls and then went on to stress the poor visibility from the cockpit during take-off and landing, with the pilot located immediately behind the wing. He referred to the take-off and landing runs as “too long”, but the 300 metres (1,000 ft) landing run was not excessive for an aircraft with a top speed of 40) km/h (250 mp.h.), unless the rent was being made by a pilot accustomed to flying outdated biplanes! Bajdak concluded that the IK was similar to the Polish P.Z.L. fighter. Despite Bajdak’s view, however, it must beemphasized that the IK’s maximum speed was higher and that it bore only a superficial resemblance to the Polish fighter. After only three flights it was not possible to give a considered verdict on the IK-I" and the experts were naturally divided in the ensuing fierce debate. The designers came under considerable pressure not only because of the crash itself but because of the widespread criticism of every aspect of the fighter’s design which followed. Eventually the view that the aircraft had been well designed, but had reached an imperfect stage of development and required much more testing, prevailed and once again full support was given to the IK project. The next move actually came from the Ikarus A.D. Factory, which constructed a second prototype as much to vindicate the standard of its own workmanship as to 1. K-L1 was commonly known a the IK-1, both Jegnations being sore The desiggation IK‘Ol way ev" use, Dut Brel Indeates Ihe conse je ofthe fat procter also fens an abbreviation "re prove the skill of the designers, Although the aircraft ‘was lost, the short career of the IK-| fighter heralded a new era in Yugoslav aircraft design SECOND PROTOTYPE: THE IK-02 Work on the construction of @ second prototype, designated IK-02, lasted 10 months. Again collaboration between the designers was on an equal participation, basis. The essential difference between IK-I and IK-02 ‘was in the introduction of metal sheeting as the wing covering. Consequently the whole aircrafi, apart from the fabric-covering for the rear fuselage and tailplane, was of metal. At the request of the Air Force the new wing had been tested with fabric as well as with metal covering. Three wing halves had been constructed, one for static test The wing proved free of structural weakness. The fusclage was better streamlined than its predecessor, with a radiator of reduced size and improved shape. The air intakes were also extensively modified and improved. In addition many minor modifications were included in the design, Following delivery the first flight took place on August 24, 1936. The new test pilot was Poruénik? Janko Dobnikar, who had maintained close co-operation during construction of the aircraft and was in constant touch with the designers. In fact, some of his suggestions forimprovements in cockpit layout had beenincorporated in the new prototype. In accordance with the contract the 1K-02 was to be subjected to a completely new rigorous programme of testing and underwent trials at the hands of a newly-formed ‘Test Group. A Test Centre was organized on the lines of that maintained by the French, with equipment for calibrating speed, climb, load and other characteristics. The IK-02 was the first Yugoslav aircraft design to be subjected to such a detailed examina- tion, On one flight the accelerograph recorded a force six to seven times that of gravity — 6 to 7g. Flying strictly in accordance with the agreed programme. Dobnikar had gradually gained complete mastery of the aircraft. (a half-inverted loop) and, during the visit of the Turkish statesman Ismet Ineni to Yugoslavia, he put ona display which included a complete inverted loop. On that oct sion hearoused considerable admiration with a sequence 175