Payen Pa 22
The Payen 22 was the result of a development, which began Avion autoplan with a patent application under the number 729,568 under the designation „“. Article of this patent was an airplane with mobile primary and rigid secondary wing. One 1933 first planned running airplane under the designation SP-25 could not be realized due to a financing lacking. Nicolas Roland Payen succeeded it however, to funds for a new project to find the Pa 100 „Flèche Volant “. Swivelling wingtips should function thereby as ailerons. The secondary wing was strongly swept with 67 degrees, and the cab changed directly into the rudder .
The engine sponsor Régnier withdrew with an inspection of the unusual airplane surprisingly from his promise for 180 a HP-strong row engine . As a substitute Payen procured itself now 380 HP a radial engine. Thus the capacity of the engine was however too large to participate in order as intended in the Coupe German de la Meurthe. The machine was renamed in Pa 101. To 17. April 1935 could take this airplane off, in the meantime with conventional rudder, to the first flight. Shortly thereafter the machine was damaged during a crash landing and could not be used no more. The trunk served Flèchair “, which reached 580 km/h with two 100 HP radial engines and propellers moving in opposite directions as collecting main for the Pa 112 c1 „. There was no interest nevertheless on the part of the French Air Force. Payen turned now to an alternative propulsion technology, the ram-jet engine. Developed first the draft of the Pa 100R, which should carry two ram-jet engines under the bearing areas.
In the spring 1939 it began with the building of the Pa 22/1R. As drive a Mélot ram-jet engine in the trunk with an output of 2 served kN. The main landing gear was droppable, beside the tail landing gear was under the trunk a not retractable Sicherheitsrad. Experiments with a again developed fuel mixture however a little successfully ran.
Thereupon a new trunk was designed and the Pa 22/2 was developed. In the meantime the French government showed nevertheless still interest in the concept. Thereupon the Pa 22/2 received to 28. August 1939 180 HP a Régnier row engine. The airplane was painted up to the hood in the typical French „run-blue “and brought after Chalais Meudon, in order in the there wind tunnel to be examined. But already there, the Second World War broke one day off after the arrival . The Pa 22/2 had the wind tunnel to leave, since now one of the republican troops in the Spanish civil war captured BF 109 should be examined there. The Pa 22 one stored and fell with the conquest of this part of France some months later into German hands. To 12. June 1940 was seized the machine, provided with German camouflage finish and transported to Villacoublay. There it was provided under the line of the company Junkers with the identification BI + XB and should be tested as fast as possible.
With first attempts an unsatisfactory longitudinal stability was certified. The attempts, this problem by sheet metals, which were installed above onto the vertical stabilizer to eliminate failed. Thereupon the cockpit changing into the rudder was exchanged against a konventionelleres cockpit and conventional rudder was used. Before the light blue painted lower surface besides, as with booty airplanes usually, yellow was painted. Also the designation changed to Pa 22 V5. Toward end of the summer 1941 first careful flight tests could take place, which ended in an unpleasant incident: the Pa 22 remain with damage to the engine on the runway lying in the middle, when straight Ju 88 direction England should start. To 18. October 1941 could be completed for the first time a correct flight in small height. An escape attempt of a French pilot with another airplane led however to the fact that from now on all flights with French airplanes in Villacoublay were forbidden. Instead the airplanes in Germany should be further tested. Under the pretext to be able to make important changes at the Pa 22 only in Payens workshop this arrived also actually there back - and into oblivion. 1943 were strongly damaged the machine in consequence of an allied bomb attack. Only one part of the trunk survived.
|wing surface||10.0 m ²|
|drive||a Regnier R6 with 135 KW (180 HP)|
|maximum speed||360 km/h*|
|unloaded weight||560 kg|
|of max. Takeoff weight||955 kg|
- it no longer was possible there to determine performance data with test flights are the power ratings only estimated values specified in the technical data.