Development of the Farner-Werke
C-3605 two-seat target-tug can be traced back to the Fabrique Federate
C-3602, two prototypes of which were built in 1939-40 for long-range reconnaissance and ground-attack. Following flight tests, modifications were made and an initial batch entered production as the C-3603. Ten were built, and after service evaluation a further 142 followed, serving with the Swiss air force between 1942 and 1952 in the combat role. Two others, designated C-3603-1 TR, were produced for training and parachute tests. In 1945 a C-3603-1 was converted for target-towing; after considerable flight testing a successful installation was evolved and fitted to 20 other aircraft within a year.
Further improvements followed, and in 1946 Farner-Werke at Grenchen converted a C-3603-1 into a more advanced
target-tug. A long tube was fitted from the rear cockpit to eject the target sleeve above the taiiplane and between the twin fins, with a cable-cutting device available to the pilot. Twenty C-3603s were converted to this standard.
Development of the basic airframe had meanwhile continued with the C-3604 a version using the 933kW Saurer YS-2 engine in place of the 746kW Hispano-Suiza used in earlier models. A prototype and 12 production C-3604s were built, the type entering service in 1947-48. Spares produced for the C-3603 and not used enabled a further six C-3603-1 s to be assembled in 1948.
During the early 1950s a requirement for an aircraft to tow illuminated targets at night was met with the conversion of a C-3603-1, and this machine remained in service until replaced by the C-3605 in 1972. Further conversions of 40 C-3603-1 s to target-tugs began in 1953, while another aircraft was fitted beneath one wing with a winch built by ML
Aviation in the UK for high-speed towing, and a ballast tank beneath the other wing. In the same year, 20 more C-3603-1s were converted by the military at Dubendorf for catastrophe relief using underwing supply containers. The ultimate development of the C-3603 airframe came when the His-pano-Suiza engines of the 40 C-3603-1 conversions began to wear out. Various types of foreign aircraft were considered as replacements but all were rejected for various reasons and a proposal to re-engine the C-3603-1 with a Lycoming T53-L-7 turboprop was accepted. A prototype was converted and flown on 19 August 1968; it was handed over to the Swiss air force in December 1968 for acceptance trials, which proved satisfactory and, with a few modifications, a series of 23 aircraft was re-engined and given the new designation C-3605. A third, central, fin was added and the lower weight of the turboprop necessitated a major 1.82m increase in the length of the nose. The first C-3605s entered service in 1971 and the last was delivered in January 1973.
| ENGINE||1 x Avco Lycoming T53-L-7, 820kW|
| Take-off weight||3716 kg||8192 lb|
| Empty weight||2634 kg||5807 lb|
| Wingspan||13.74 m||45 ft 1 in|
| Length||12.03 m||39 ft 6 in|
| Height||4.05 m||13 ft 3 in|
| Wing area||28.7 m2||308.92 sq ft|
| Max. speed||432 km/h||268 mph|
| Cruise speed||350 km/h||217 mph|
| Ceiling||10000 m||32800 ft|
| Range w/max.fuel||980 km||609 miles|
|A three-view drawing (724 x 1068)|
|obert graf dackel, 08.11.2017|
Schlepp means haul or carry. A Schleppa is Bavarian for a an agricultural tractor (traktor.
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It's name should be Pinokio because it has a very long nose
"Schlepp" means "tug" or "tow"; it's not really the aircraft's name, just what its mission is: target-towing.
An absolute delight to fly, but you have to keep the tail on the ground as you accelerate to and beyond 100 km/hr or it swings uncontrollably to the left on take off,(High torque and the prop's slipstream misses the main fins and rudders). I tended to only use 60 per cent on take off and although on landings you could three point it, with full flap, it was easier to wheel it on. If you got it wrong on a three pointer and had to recover, there was a slight turbine lag and conseqent delay in the power arriving to help with the airflow over the tail surfaces. So you bounced back onto the ground before the cushioning blast of slipstream arrived too late to assist and then pulled you along! (Guess how I know?)In the cruise at an economic speed of 183 knots the turbine was burning a consistant 5 litres every minute, so 300 litres an hour. When we first operating (about 10 years ago) we could fly with fuel costs of only £85 an hour!Great big sweeping wing overs were an absolute delight as was looking at the astounded faces of other display pilots when you arrived with such a long, long nose!From the back seat there are 21 feet of obstructions in the way, ie armour plating, student in the front seat, and then a lot of nose towards the propeller, but during the circuit work, he, or she (yes I flew with one girl engaged in her conversion) could generally get the machine into the right place and at the correct speed, configuration and height and all I had to say was 'Yes, that is fine .......'. until I had to do something about it.........ie go around!
Do you have any comments about this aircraft ?