153 (airplane) - 153 (Flugzeug)
Model of the PTL airliner 153A in the Dresden Transport Museum
|First flight:|| |
Project was canceled
The 153 was a German passenger aircraft developed in the 1950s with a turboprop engine . It was perhaps the most promising aircraft construction project in the German Democratic Republic (GDR). The VEB Flugzeugwerke Dresden (FWD) planned it and made a dummy on a scale of 1: 1. After the lack of orders from the Soviet Union and other countries, as well as problems with the development of the engine, the project was discontinued.
In addition to the license production of the Il-14 and the development of the 152the Dresden aircraft factory began developing successor models at an early stage. According to an initial concept, the 153 should cover distances of 2000 to 3000 km and, depending on the version, be able to carry 36 (luxury version) to 82 (tourist class) passengers. The possibility of a quick conversion into a cargo plane was provided. After a visit by a commission from the aircraft industry in the Soviet Union, the design of the 153 was changed and the machine was designated as the 153A from December 10, 1957. The machine was downsized slightly compared to the original plan and should now carry 28 to 78 passengers. The range has been increased and should now be up to 4000 km. A 1: 1 dummy was built and presented to the State Dummy Commission from October 14th to 17th, 1958.
The construction was almost completed in June 1959. At the end of 1960 two break cells and in mid-1961 the prototype should be ready. Series production was scheduled to begin in 1962.
On July 2, 1959, the development was canceled. There were probably several reasons for this: On the one hand, the Soviet Union was ultimately not interested in buying the machine, despite initially expressed interest, as its own aircraft with a similar range of performance were being developed, especially the An-24 and the Tu-124 . On the other hand, an accident during the testing of the second copy of the proposed PTL Pirna 018 engine on February 7, 1959 led to the destruction of the test bench,  so that the provision of an operational engine would have been significantly delayed. Although the license production of the Ivchenko Al-20 was also considered, which among other things in theIl-18 is used. But this would have had a lower performance. Even considerations of using the Tyne unit as an alternative to the Pirna 018 did not ultimately lead to success. British companies, including the engine manufacturer Rolls-Royce , had contacted the Dresden aircraft factory at the Leipzig trade fair and offered the delivery of engines and other assemblies if these were only used for civilian purposes. Chief designer Brunolf Baadevisited numerous British companies at the end of 1958 to explore delivery options. In Great Britain, however, there was a provision at the time that the sale of engines was only permitted after two years of use in air traffic. The use of the Tyne in the Vickers Vanguardwas to take place from 1960, so that the engine could not have been exported until 1962, which would have been too late for the 153A. Rolls-Royce therefore contacted the British government in order to be able to sell the Tyne engines to Dresden earlier. But that didn't happen. In addition, the design changes to the 152 tied up considerable design capacities that were lacking in the 153A, so that work on it always fell behind schedule. In addition, it was assumed that in the future dual-circuit turbine jet engines would be used more than propeller turbines. Thus the 153A was deleted and next to the 152 still the 155developed, which, however, did not get beyond the dummy stage until the Dresden aircraft construction was discontinued. 
The 153 was planned as a cantilevered, unswept low- wing aircraft with a retractable three-legged landing gear with nose wheel. The aircraft should have a pressurized cabin . The fuel should be completely housed in integral tanks in the wings. This would have prevented the 152's fuel problems from the start. The main landing gear should be pulled into the extended cowling of the engines. In addition to the exits, the cabin should have four emergency exit windows above the wings on each side.
|Parameter||153 (1956)||153A (1959) |
|Long||32,33 m||28,15 m|
|span||33,20 m||31,60 m|
|height||9,60 m||9,28 m|
|Wing area||122 m²||105 m²|
|Leather massage||20.980 kg||18.250 kg|
|Starting mass||34.000 kg||30.000 kg|
|Top speed||725 km / h||742 km / h|
|Travel speed||700 km / h|
|Rate of climb||11,1 m/s|
|Service ceiling||11.000 m||11.300 m|
|Max. Range||3000 km||5750 km|
|Engines||two PTL Pirna 018|
|power||2 × 4413 kW||2 × 3678 kW|
|Take-off run||600 m||800 m|
|Landerollstrecke||450 m||420 m|
- Jochen Werner : Development of the 153 . In: The German Aviation . 22: Aviation East 1945–1990. Bernard & Graefe, 1994, ISBN 3-7637-6109-8 , pp. 132–135.
- Holger Lorenz : The passenger jet 152 . Self-published, Marienberg 2003, ISBN 3-931770-45-1 , p. 23 f.
- Holger Lorenz: The Dresden-153A turbine aircraft from 1959 . Self-published, Marienberg 2015, ISBN 978-3-9816919-6-2 .
- Reinhard Müller : Brunolf Baade and the aviation industry of the GDR . Sutton, Erfurt 2010, ISBN 978-3-86680-721-1 , p. 251–264.
- Holger Lorenz : The passenger jet 152. P. 80.
- Holger Lorenz: Das Turbinenflugzeug Dresden-153A from 1959 , self-published, Marienberg 2015, ISBN 978-3-9816919-6-2 , pp. 100-107 and 118
- Jochen Werner: Technical data of the aircraft types 153, 154, 155, 156, 157, 160. In: Die Deutsche Luftfahrt. Vol. 22: Luftfahrt Ost 1945–1990. Bernard & Graefe Verlag, 1994, pp. 346-347.