1 engine

Lohner 10.20 Spuckerl / Type AA / 111

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Lohner Typ AA (10.20A)

During 1916, the Lohnerwerke of Vienna received a contract from the K.u.K.Luftfahrttruppen (Imperial and Royal Air Service of the Austro-Hungarian Army) for four single-seat fighter prototypes powered by the 185 hp Austro-Daimler six-cylinder inline engine. The first of these, the Lohner 10.20, or Typ AA, appeared at Aspern on 5 September 1916. A single-bay biplane with an armament of twin synchronised Schwarzlose machine guns, the Lohner 10.20 was characterised by a singularly abbreviated and deep, slab-sided fuselage. This was suspended between the wings by a short, inverted-Vee cabane and the faired struts supported the undercarriage. The wing cellule had broad, aerofoil-section I-type struts, and the vertical tail possessed no fixed surface. Taxying trials revealed insufficient control. The rudder area was increased several times and the fuselage lengthened before the aircraft flew on 29 December 1916. The fighter demonstrated poor stability, and, after suffering severe damage in February 1917, was returned to the Lohnerwerke for repair and extensive modification. The aircraft re-emerged in the following month as the Lohner 10.20A, the lower wing having been raised to the base of the fuselage, the cabane being eliminated, a twin-strutted wing cellule being adopted, the fuselage being lengthened and the redesigned tail surfaces embodying a fixed fin. The Lohner 10.20A was destroyed in a crash on 6 June 1917.

The second fighter prototype from the Lohnerwerke, the 10.20B (later redesignated 111.02), possessed essentially similar wing and tail surfaces to those of the 10.20A. It had a “wireless” wing cabane, however, which reverted to aerofoil-section I-struts supplemented by inclined Vee-struts. It also introduced a deep dorsal fin. Powered by a similar 185 hp Austro-Daimler engine to that of its predecessor and carrying a twin-Schwarzlose gun armament, the Lohner 10.20B made its initial flight at Aspern on 2 June 1917. The prototype was taken over by the K.u.K.Luftfahrttruppen in August 1917, and official trials continued through October when further development was halted. No data relating to this type are available.

Extensive revision of the Lohner 10.20 resulted in a single 10.20A prototype.

The third Typ AA series prototype produced by the Lohnerwerke, the 111.03 differed from its immediate predecessor, the 10.20B alias 111.02, in having a conventional wire-braced wing cellule, a redesigned rudder and unfaired undercarriage strutting. Retaining the 185 hp Austro-Daimler engine, the Lohner 111.03 was flown for the first time on 28 June 1917, and flight testing continued through October. At this stage, the Lohnerwerke was assigned a manufacturing licence for the Aviatik D I, and further development of the Typ AA series was ended.

The third Type AA series fighter, the Lohner 111.03 was abandoned in favour of the Aviatik D I.

Gallery

Max speed, 120 mph (193 km/h).
Time to 3,280 ft (1 000 m), 2.66 min
Range, 240 mis (386 km).
Empty weight, 1,373 lb (623 kg).
Loaded weight, 2,085 lb (946 kg).
Span, 24 ft 11 1/4 in (7.60 m).
Length, 20 ft 10 in (6,35m).
Height, 9 ft 10 1/8 in (3.00 m).
Wing area, 215.28 sq ft (20.00 sq.m)

Lohner 10.20B
Engine: 1 x Austro-Daimler AD 6 series 18000, 136 kW / 185 hp
Wingspan: 7.30 m / 23 feet 11,39in
Length: 6.00 m / 19 feet 8,21in
Height: 2.95 m / 9 ft 8,14in
Wing area: 17.98 sq.m / 193.54 sq.ft
Crew: 1

Lohner 10.20A
Lohner 10.20b

LO-Fluggerätebau LO-120 / LO-120 Bausatz I

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LO 120 S

A tandem two-seat very light aircraft, with smaller LO-120 Bausatz I version. The LO 120 S can operate as a motorglider or microlight by changing the outer portions of the wings. Comstruction is wood and fabric.

LO 120 S
Engine: Hirth 2704, 40 hp
Wing span: 15.80 m
Wing area: 16 sq.m
MAUW: 400 kg
Empty weight: 235 kg
Fuel capacity: 32 lt
Max speed: 150 kph
Cruise speed: 120 kph
Minimum speed: 50 kph
Climb rate: 3 m/s
Certification: VZ
Seats: 2
Fuel consumption: 8-10 lt/hr
Price (1998): 65 900 DM
Kit price (1998): 26 400 DM

Loew Tandem-Eindecker / E.1

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This long-lived machine went through an unusual series of modifications. It was built by the Kieler Maschinenfabik Mordhorst, Germany, in 1908 as a “Dreiflächner”, with three wings in tandem, for Otto Fritzsche, but Fritsche was killed in a car accident before a meeting in Kiel where he wanted to compete. Carl Loew took over the machine in 1909 and the Rumpler workshops removed one of the wings pairs and installed an Aeolus engine, but he still couldn’t get the craft in the air. After yet another another rebuild it looked more like a normal Taube monoplane and was equipped with a Daimler engine. In this configuration it flew in 1911, piloted by Loew. After a successful flight over the Baltic from Sonderburg in Nordschleswig (now Sønderborg, Denmark) to Kiel he donated the machine to the Kaiserliche Marine, who equipped it with floats and named it E.1. The E.1 survived until the beginning of 1914, when it was destroyed in a crash in Tsingtao, China.

Loening S2L

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The Loening S2L was one of three amphibian designs to be considered as possible replacements for conventional floatplanes aboard Navy cruisers. A design-for-purpose amphibian was viewed as potentially a better solution to the problem of periodically re-rigging floatplanes to wheeled undercarriage, then back to floats again.

Loening received a contract in 1932 to construct a single amphibian prototype as the XS2L-1. Its design followed a conventional biplane layout.

XS2L-1
Engine: 1 x Pratt & Whitney R-985-28 Wasp Junior, 400 hp
Prop: 2 blade metal, ground adjustable
Wingspan: 34 ft 6 in
Length: 30 ft 7 in
Wing area: 355 sq.ft
Empty weight: 2833 lb
Noral gross weight: 4053 lb
MTOW: 4317 lb
Max speed: 130 mph
Ceiling: 12,400 ft
Range: 633 mi
Seats: 1
Armament: 1 x .30 mg

Loening XO2L

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XO2L-2

The prototypes first flight in early 1932 led to the addition of finlets on the horizontal stabilisers. But when performance and handling still fell below Navy expectations, the prototype was returned to the factory and subjected to modifications which included installation of a 550 hp R-1340D engine, lengthening the fuselage and pontoon three and a half feet, and enlarging the fin and rudder. Under the new designation XO2L-2, trials continued into late 1932, but Navy officials judged that the small performance improvement over the OL-9 did not merit production.

Loening XSL-1 / XSL-2

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XSL-1

The Loening SL was the last type of airraft used in a series of Navy experiments, conducted intermittently from 1923 to 1933, to develop a small seaplane that could be deployed from a submarine. The aircraft had to be designed so that it could be easily dismantled and stowed in a watertight, eight foot diameter tube carried on the deck of the submarine. In 1930 BuAer decided to reinstate the idea with a small monoplane flying boat, and in June 1930, awarded Loening a contract to construct a single prototype as the XSL-1. The design emerged with a semi-cantilever monoplane wing which attached to the top of a single-step metal boat hull. The Warner engine, mounted on struts in a pusher configuration, featured a ring cowl and a small bullet-shaped nacelle. Stowage in the sub tube was accomplished by simply removing the wings and stabilising floats.

The prototype was delivered to NAS Anacostia for trials in February 1931. When testing revealed the XSL-1 to be underpowered with the Warner engine, it was returned to the factory for installation of a 160 hp Menasco B-6 and a more streamlined engine mount. The revised aircraft, re-designated XSL-2, resumed testing at Anacostia in early 1933 but these trials indicated only a nominal improvement in performance. Soon afterwards the Navy abandoned the entire program when the XSL-2 suffered serious damage during exercises with a submarine.

XSL-1
Engine: Warner Scarab, 110 hp
Prop: 2 blade fixed pitch metal
Wing span: 31 ft 0 in
Length: 27 ft 2 in
Wing area: 148 sq.ft
Empty weight: 1114 lb
Gross weight: 1512 lb
Max speed: 101 mh
Cruise: 88 mph
Ceiling: 13,000 ft

Loening OA-1A

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The hull is constructed of duralumin over a wooden frame, and the fuselage was built on top of the hull. The OA-lA is powered by a 420-horsepower, water-cooled Liberty V-12 engine that is mounted inverted.

The historic Pan-American Goodwill Flight of 1926 and 1927 through Mexico and Central and South America was intended to improve relations with Latin American countries, to encourage commercial aviation, and to provide valuable training for Air Corps personnel. The flight was made by ten pilots in five Loening OA-1A amphibian aircraft. To stimulate public interest, each airplane was named after a major U.S. city-the New York, the San Antonio, the San Francisco, the Detroit, and the St. Louis.

The 35,200 km (22,000 mi) flight began on December 21, 1926, from San Antonio, Texas. The journey took 59 flying days, interspersed with 74 days for scheduled maintenance and diplomatic meetings and ceremonies. The flight concluded at Bolling Field in Washington, D.C., on May 2, 1927. Within three weeks, however, the impressive achievement was eclipsed by Lindbergh’s solo trans-Atlantic flight in the Spirit of St. Louis.

Loening OA-1A San Francisco
Engine: Liberty V-12, 313 kw (420 horsepower)
Wingspan: 13.9 m (45 ft 7 in)
Length: 10.7 m (35 ft 1 in)
Height: 3.5 m (11 ft 6 in)