VEF I-17 was a Latvian trainer aircraft (intended also as a fighter) designed in 1939 by Kārlis Irbītis.The I-17 was test flown in early 1940 and almost immediately accepted by Latvian Air Force. It was produced by the VEF factory in Riga.
In 1939 Latvia ordered 39 Hawker Hurricane fighters from United Kingdom thus there was a need for monoplane pilots in Latvia. For this purpose Kārlis Irbītis designed the VEF I-17 among other trainer aircraft. Due to the start of Second World War in September 1939, the British Hawker Hurricanes never arrived in Latvia and this was an inducement for the Latvian Air force to encourage Latvian aircraft development instead.
First flying in 1940, but due to the pressures of the war, the I-17 prototype was accepted almost without testing and serial production was started.
Six examples of the I-17 were built and there was an order for another six but that was halted by the Soviet occupation of Latvia in June 1940.
After the occupation the I-17 was tested by Soviet Red Army and some had Soviet M-11 engines installed. After the occupation of Latvia by Nazi Germany in July 1941, the I-17 was also examined and tested by the Luftwaffe and, like the VEF I-16, was used by the aviation school in Torun. It is believed five VEF I-17 were flown to Germany.
The further fate of the VEF I-17s produced is unknown.
Engine: 1 × Menasco Pirate C4, 93 kW (125 hp) Propeller: 2-bladed fixed pitch Wingspan: 9.80 m (32 ft 2 in) Wing area: 19.20 m2 (206.7 sq ft) Length: 8.20 m (26 ft 11 in) Height: 2.90 m (9 ft 6 in) Empty weight: 790 kg (1,742 lb) Gross weight: 1,140 kg (2,513 lb) Maximum speed: 230 km/h (143 mph; 124 kn) Cruising speed: 189 km / h Range: 592 km (368 mi; 320 nmi) Service ceiling: 5,900 m (19,400 ft) Wing loading: 59.4 kg/m2 (12.2 lb/sq ft) Crew: one Capacity: one passenger
The VEF JDA-10M was a Latvian twin-engine, multi-purpose aircraft built in 1939 by VEF. It remains the only twin-engine aircraft ever built in Latvia. The builder of JDA-10M was American-Latvian engineer Jānis D. Akermanis (John.D.Akerman), a professor at the University of Minnesota.
Construction started in 1937, but the first flight of the JDA-10M was in September 1939. After the beginning of the Second World War it was planned to transform airplane into a light bomber for the military.
The VEF I-16 was a prototype Latvian fighter aircraft designed by Kārlis Irbītis and produced by VEF in 1939 costing about 130,568 Lats.
Design work on the I-16 began in the autumn of 1938, when Irbitis ordered a Czech Sagitta I SR supercharged air-cooled V12 engine. Irbitis selected an engine of low frontal area and technical simplicity for easy field servicing. This led to consideration of inverted V air-cooled engines, and the options were quickly narrowed down to the 450 hp Renault 12Roi series from Franc, or 460 hp Walter Sagitta I-SR from Czechoslovakia. A trade imbalance with France meant that the Czechoslovak engine was effectively selected by default. He also ordered a two-bladed, fixed-pitch propeller from Propellerwerk Schwarz for the prototype, but there were plans to switch to a three-bladed metal constant speed propeller to be installed later. Flight instrumentation was ordered from Kollsman in the USA. The I-16 was of conventional monoplane layout with a low set wing with rounded wingtips. The prototype had fixed undercarriage with aerodynamic fairings, but production models were to have retractable landing gear. The cockpit seat and controls were designed as one unit – they could be assembled totally separately from the rest of the aircraft and then installed as a unit with only six bolts. While the prototype was unarmed, there were provisions for two machine guns in the fuselage, along with the ability to carry one additional gun under each wing.
Construction of the prototype began in late 1938 but, as it took a long time for the engine and other parts to arrive, it was not ready for flight until the spring of 1940.
The first flight was made in the spring of 1940 by Konstantins Reichmanis. After about 20 minutes of trouble-free flight at about 1,000 metres the engine stopped. Reichmanis made a perfect deadstick landing. It was assumed that the engine problem was due to low pressure in the fuel feed. They worked on this problem and made 2-3 more flights before the Soviets invaded Latvia and all activity was stopped.
Immediately upon occupation of Latvia, the VEF was taken over by a small cadre of employees who were apparently members of the Communist underground. They formed a small militia which took control of security at the facility and watched over the activities of all other employees. After the occupation of Latvia in June 1940, the Soviet authorities ordered that all VEF aircraft be removed from Spilve Airport and, a few weeks later, all parts fabrication and assembly work was ordered suspended pending further instructions from Moscow.
Irbitis reports that they estimated a total of 36,456 man-hours of work had been devoted to the I-16, about a third of that being the engineering and design. The prototype cost 130,568 Lats (which was about $27,000 US), of which half was for the purchase of the engine and other imported parts.
In February 1941 a Soviet official, General-Major Feodorov, became aware of the VEF designs (particularly the I-15b and I-16) which had been stored in an abandoned warehouse. In March 1941, the I-16’s designer Kārlis Irbītis received orders to prepare one example each of the VEF I-12, VEF I-15a and I-15b, I-16, VEF I-17 (two variants) and VEF I-18 to be shipped to Moscow for evaluation. The I-16 still had engine problems and needed further testing, so was left behind and stayed in Riga. At about this time the Soviets began to purge VEF of ‘unreliable’ engineers and constructors, and one by one Irbitis’ colleagues began to disappear to prison and Siberia. This, and the engine troubles, kept the I-16 in Riga until the Germans invaded in June 1941. There is no evidence that the I-16 ever wore Soviet markings. Following the German invasion of the Soviet Union, the I-16 managed to make several test flights from an aerodrome in Kalnciems. Under the Germans, work was allowed to continue on the VEF types but, as soon as each was completed, it was claimed by the Luftwaffe. When the engine problems in the I-16 were sorted out test pilots Mikelsons and E.Rudzitis managed to make a few flights from the Kalnciems aerodrome before it, too, was confiscated by the Germans and tested by the Luftwaffe. The VEF I-16 was used as training aircraft at an aviation school in Torun until 1942.
Engine: 1 × Walter Sagitta I-SR, 403 kW (540 hp) Wingspan: 8.23 m (27 ft 0 in) Wing area: 11.43 m² (123.0 ft²) Length: 7.30 m (23 ft 11 in) Height: 2.70 m (8 ft 10 in) Empty weight: 1,100 kg (2,420 lb) Loaded weight: 1,540 kg (3,388 lb) Maximum speed: 483 km/h (261 knots, 300 mph) at 7,900 m (25,900 ft) Range: 805 km (438 nmi, 500 miles) Service ceiling: 8,100 m (26,600 ft) Wing loading: 136 kg/m² (28 lb/ft²) Power/mass: 220 W/kg (0.13 hp/lb) Armament: 2x 7.9 mm Browning machine guns Crew: One
In the summer of 1938, the Latvian aircraft designer Kārlis Irbītis, working at the Valsts Elektrotehniskā Fabrika (VEF) at Riga commenced design of a single-seat advanced trainer as a follow on to his earlier, similar VEF I-14 aircraft.
The I-15 was a low-winged monoplane of all-wooden construction, powered by a single de Havilland Gipsy Six air-cooled engine, and fitted with a fixed tailwheel undercarriage.
The design of the I-15 was in general similar to the earlier I-14, but it was carried out taking into account the requirements of the Air Force of Latvia. The fuselage and wing were slightly redesigned, a new de Havilland Gipsy Six-I engine (200 hp) was installed with a two-bladed fixed-pitch wooden propeller.
In April 1939, the first prototype, the I-15a with the registration number “190”, made its maiden flight, while a second prototype, the I-15b (“191”), was powered by a 220 hp (167 kW) Gypsy Six II engine driving a variable-pitch propeller, and armed with a single synchronised machine gun followed, this demonstrating improved performance, increasing speed from 314 to 330 km / h.
The two I-15 prototypes were transferred to the Latvian Air Force for use as advanced trainers, while a further two aircraft, to be designated I-15bis and powered by Hispano-Suiza 6 Mb engines were ordered by the Air Force, but on 17 June 1940, the Soviet Union occupied Latvia, ordering all aviation related work to be stopped.
Work on I-15 was discontinued in 1940, when a more advanced I-16 fighter was successfully tested.
15a Engine: 185/200-hp de Havilland Gypsy 6-I Prop: 2-blade wooden propeller Max Speed: 314 km/hr
I-15b Engine: 1 × de Havilland Gipsy Six Series II, 160 kW (220 hp) Prop: DH constant speed, variable pitch metal Wingspan: 8.00 m (26 ft 3 in) Wing area: 10.77 m2 (115.9 sq ft) Length: 7.10 m (23 ft 4 in) Height: 2.10 m (6 ft 11 in) Empty weight: 750 kg (1,653 lb) Gross weight: 960 kg (2,116 lb) Maximum speed: 331 km/h (206 mph; 179 kn) max continuous Cruise speed: 300 km/h (186 mph; 162 kn) Range: 610 km (379 mi; 329 nmi) Service ceiling: 7,000 m (23,000 ft) Armament: 1× machine gun Crew: 1
The VEF I-12 was a tandem, two seat Latvian trainer aircraft designed by Kārlis Irbītis and produced by VEF in Riga. By the end of 1936 Karlis Irbitis started work on the improved version in most aspect similar to the I-11, the, I-12. Main improvement was the wing construction with a smaller chord/thickness ratio and positioning of the fuel tanks in the wing center section.
The single engine, tandem, two seat I-12 was a development of the similarly laid out I-11, strengthened for aerobatics. It was an all wood low wing monoplane, entirely plywood covered apart from the tail control surfaces and with a fixed, conventional undercarriage. Its cantilever wing was built around a main and an auxiliary box spar, both made from spruce and plywood. The short wing centre section was integral with the fuselage, with the main undercarriage legs on it. These and the wheels, fitted with brakes, were faired. Outboard, the wing panels tapered to rounded tips, carrying both the balanced and slotted differential ailerons and hand operated camber changing split flaps.
The fuselage was a rectangular box formed from spruce longerons, with a ply roof behind the cabin, where a long, multipart canopy enclosed the pilot and passenger’s seats. The pilot sat at the rear; both had removable sections for access. In front of them the 90 hp (67 kW) Blackburn Cirrus four cylinder in-line, inverted engine was mounted on steel bearers, driving a wooden propeller. At the rear of the fuselage the empennage was conventional, with the tailplane mounted on the fin above the fuselage line and braced from below with a steel strut on each side. The elevators were hinged forward of the rudder, which carried a trim tab, but were shaped to allow its movement as it extended to the keel.
The first flight was made on 26 June 1937. The aircraft proved good and it has used in several air competition in Europe. One machine, YL-ABO, was lost at 17 May 1938 during the International Aircraft Exhibition in Helsinki. After the demonstrating of spin from 200 meters, the pilot did not manage to recover and the aircraft crashed killing its pilot.
The first prototype, on a European tour begun in July 1937, made several demonstrations in Paris. In the UK it raced at Ramsgate, coming fifth in the handicapped Thanet Air Race at Ramsgate, as well as winning first prize for the best turned out aircraft. Late in August it came in second in the Cinque Ports Wakefield Cup races at Lympne. Its tour ended the following July, flown back to Riga by P. Avery in a record nine hours, non-stop from London. Avery flew another I-12 in 1939, coming fifth in the London to Isle of Man race and competing in the Isle of Man competition in May.
Several were accepted for service and in 1939 the I-12 was accepted by Air registration Board for sale in UK. Rollasons were designated as distributors after the I-12 had been adjusted to meet UK certification requirements. It was also offered on sale in the UK by D.R.P. Engines at £750 but no examples reached the UK civil register.
Versions of this aircraft include a single seat fighter plane trainer where the front cockpit was covered and the canopy was single seat.
In total twelve I-12 was built.
VEF-Irbitis I-12 Latvian AF
In the 1939 V.E.F. I-12 entered service with the Latvian Air Force. They later operated four I-12 with two converted as single seat trainers. They also used gun camera for combat practices. The aircraft were painted Dark Green topside, with Light Grey lower wing surfaces. National insignia was Auskelis cross in Dark Red on a White disc are used in six positions. Serial number on fuselage was Black with a White outline.
Germany used two or three captured I-12 captured from the Soviets, who had captured this machines previously.
The VEF I-11 (also called the Irbītis I-11) was a Latvian light aircraft designed by Kārlis Irbītis in 1936 and built by VEF. It was a low-wing monoplane with a two-seat tandem cockpit and fixed conventional landing gear.
In February, 1936 the aircraft’s wings underwent structural testing.
On June 23, 1936, the I-11 made its maiden flight at Spilve and on April 26, 1937, it flew a 1,000 km (621 mi) flight around Latvia in 5 1/2 hours.
The Vedeneyev M14P is a Russian nine cylinder, four-stroke, air-cooled, petrol-powered radial engine. Producing 360 hp (268 kW), its design dates from the 1940s, and is itself a development of the Ivchenko AI-14 engine.
The engine’s intake system uses a gear driven supercharger and an automatic-mixture type carburetor. Power is transmitted to the propeller via a reduction gearbox.
In addition to the carburetor, the engine has a speed governor, two magnetos, mechanical fuel pump, generator, and an oil pump. It is started pneumatically, and remains fully operational during inverted flight. Unlike to most Western aero-engines, which turn to the right (clockwise) when viewed from the cockpit, the M14P rotates to the left (counter-clockwise).
A factory modification to the supercharger gearing results in the engine producing 400 hp, while non-factory modifications have it producing as much as 460 hp. Such non-factory engines may also incorporate other upgrades, such as electric starters and electronic ignition.
When operated in a certified aircraft, the TBO (Time Between Overhauls) for the M14P engine is 750 hours initially, and every 500 hours thereafter. On experimental aircraft, the engines are often run to their complete 2250-hour design life before overhaul.
The M14-V26 variant has been developed exclusively for the Kamov Ka-26, where “V” stands for vertolet (helicopter) and “26” for Ka-26. Power is rated at 239 kW (325 HP) for take-off. The engine has no integral gearbox; instead, the power is transmitted to the main reduction gearbox via an interconnect shaft.
The M14P has recently become increasingly popular in experimental aircraft and kit designs such as the Murphy Moose, Radial Rocket, Pitts Model 12, and others. Historically, the engine has been used extensively by the Yakovlev and Sukhoi Design Bureaus. The M14PF is a 400 hp (298 kW) version of the M14P.
Developed by Klaus Hill from the Hummer, the 600 is a three axis control ultralight. A monowing with upright V-tail. Tail control surfaces and spoilers are operated through a mixer stick. Construction consists of tubing with the wings and tail surfaces covered by Dacron. Power is a Zenoah in pusher configuration mounted forward of the wing. A 2.33:2 reduction unit turns a two-blade wooden Vector prop. Shock-mounted tricycle gear uses rubber cushions: The nosewheel is not steerable, and there are no brakes. Units delivered by June 1981 100+.
Seen for the first time at Sun’n’Fun at Lakeland in Florida in March 1982, the Vector 610 is a modified version of the earlier Vector 600 which itself was direct descended from the Humbug that Klaus Hill redesigned on leaving Hummer in 1978. Jointly with Gemini International Inc. the Skysports International company was founded in 1980 to sell the first production Vector 600s. This company was then absorbed by Vector Aircraft Corp, itself bought up by Aerodyne Systems Inc at the end of 1982.
Compared with its predecessor, the Vector 610 includes several modifications, principally enlarged spoilerons, semi elliptic saumons at the wing tips, structural strengthening and, for the production models in the USA, the adoption of the Zenoah G25B 22hp engine. This replaced the two Chrysler Power Bee engines, each developing 9 hp, which equipped the last Vector 600 machines produced. In Europe, the British supplied Robin EC25PS of 22 hp output at 6500 rpm or the EC34PM of 32hp at 6500 rpm (with a reduction drive of 2.6/1) is fitted in preference to the Zenoah. The Vector 610, a mono-wing with upright V-tail, features no rudder pedals, with the control stick operating both spoilerons and the V-tail elevons through a mixer stick. Construction consists of tubing with the wings and tail surfaces covered by Dacron. Single seat single engined high wing mono¬plane with unconventional three axis control. Wing has unswept leading edge, swept forward trailing edge and tapering chord; V tall. Pitch/yaw control by elevon; roll control by one third span spoilerons; control inputs through stick for pitch/yaw/roll. Wing braced from above by kingpost and cables, from below by cables; wing profile; double-surface. Undercarriage has three wheels in tricycle formation with additional tailwheel; no suspension on nosewheel and rubber suspension on main wheels. No ground steering. No brakes. Aluminium tube framework. without pod. Engine mounted at wing height driving pusher propeller. 6061T6 anodized aluminium, 3/32 inch 7×7 stainless steel cable, AN hardware.
Prices: in the US, the Vector 610 is available in kit form requiring 30 h for completion at a price of $4890 (March ’83). A supplementary kit to retrofit a steerable nosewheel costs $225, a set of three wheel fairings is available for $185 and spring steel landing gear for $150. Glass fibre Sealord 100A floats are available at $1195 and finally, especially noteworthy, is the SR control system kit for retrofit at $275, which transforms the Vector 600 and 610 to three axis control with a rudder bar.
In March 1983 Aerodyne System’s Vector received the first ultralight airworthiness certificate granted by the West German Ministry of Traffic to a US-built ultralight. The certificate allows sale of Vectors in the West German Federal Republic.
Shown for the first time at Sun’n’Fun in Lakeland, Florida in March 1983, the Vector 627 is basically a re engined Vector 610, with certain structural modifications to the tail to increase rigidity and reduce vibration. Instead of the Zenoah (US) and Robin EC25PS (Europe) engines, the 627 uses the Rotax Type 377 motor. The Rotax develops 10 hp more than the engine it replaces and in addition is mated to a toothed belt drive, a combination which gives the new aircraft considerably better performance than its predecessor, with the possible exception of the EC34PM engined machine. A torsional resonance damper is built into the reduction system. The new aircraft comes in two forms the standard 627 which uses the 610’s control arrangements, and the 627SR which incorporates rudder pedals linked to nosewheel steering to give conventional three axis control, push right go right nosewheel steering connected to yaw control. A novel feature of the 627SR is that the control linkages can be modified in a matter of seconds to bring the aircraft back to stick only control as on the standard 627. The 627SR utilises a side mounted joy stick, rudder pedals, nose wheel steerable through rudder pedals. Control stick and rudder pedals activate ruddervators and spoilerons for independent three-axis aerodynamic control. Upright V-tail monoplane with double-surfaced wing supported by kingpost and cable bracing. engine forward of wing, prop behind, 2.03:1 reduction drive unit turns a two-bladed wooden prop. LANDING GEAR: Shock-mounted tricycle gear uses bungee cord suspension. Manufacture later transferred to Aerodyne, then Sky King International as the Sky King International Vector 627SR.
Previously on the Dutch register and reregistered G-MJAZ to Brynley Fussell Konig 3cyl. radial engine of 24 hp
600 Gross wt: 445 lbs Wingspan, 34 ft Wing area, 133 sq.ft Aspect ratio, 8.33 Overall length, 18 ft Empty weight, 195 lbs Usable payload (include fuel), 250 lbs Wing loading, 3.34 L/D power-off glide ratio, 8:1 Cruise speed (85% power), 50 mph Stall speed, 26 mph Approach speed, 30 mph Flair speed, 25 mph Liftoff speed, 25 mph Takeoff roll distance, 100 ft Rate of climb, 425 + fpm Fuel capacity, 3 Usgal Range at cruise, 80 mi Engine displacement, 14.78 cu,in Rated hp, 22 hp Static thrust, 143 lbs First year built: 1980
610 Engine: Zenoah G2SB 1, 22 hp at 7000 rpm Propeller diameter and pitch 52 x 24 inch, 1.32 x 0.60 m Reduction ratio 2.33/1 Static thrust 170 lbs Power per unit area 0.14 hp/sq.ft, 1.5 hp/sq.m Fuel capacity 5. 0 US gal, 4.2 Imp gal, 18.9 litre in main tank Length overall 18ft, 5.48 m Height overall 8.0ft, 2.43m Wing span 35.2ft, 10.72m Sweepback 0 deg Total wing area 154 sq.ft, 4.3sq.m Wing aspect ratio 6.7/1 Nosewheel diameter overall 11.5 inch, 29cm Main wheels diameter overall 11.5 inch, 29cm Empty weight 195 lb, 88kg Max take off weight 445 lb, 202 kg Payload 250 lb, 113 kg Max wing loading 2.89 lb/sq.ft, 14.1 kg/sq.m Max power loading 20.2 lb/hp, 9.15 kg/hp Load factors; +5.7, 2.85 ultimate Max level speed 50 mph, 80 kph Never exceed speed 55 mph, 88kph Max cruising speed 45mph, 72kph Economic cruising speed 40mph, 64kph Stalling speed 26 mph, 42 kph Max climb rate at sea level 600 ft/min, 3.0 m/s Min sink rate 216 ft/min, 1.1 m/s Best glide ratio with power off 8/1 Take off distance 100 ft, 30 m Landing distance 200 ft, 60 m Range at average cruising speed 125 mile, 201 km
627 Engine: Rotax 377, 32 hp at 6250 rpm Propeller diameter and pitch 52x23ft, 1.32×0.58m Toothed belt reduction, ratio 2.0/1 Max static thrust 220 lb, 100kg Power per unit area 0.21 hp/sq.ft, 2.2 hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 18ft, 5.48 m Height overall 8.0ft, 2.43m Wing span 35.2ft, 10.72m Sweepback 0 deg Total wing area 154 sq.ft, 4.3sq.m Wing aspect ratio 6.7/1 Nosewheel diameter overall 11.5 inch, 29cm Main wheels diameter overall 11.5 inch, 29cm Empty weight 254 lb, 115kg Max take off weight 500 lb, 227kg Payload 246 lb, 112kg Max wing loading 3.24 lb/sq.ft, 15.8kg/sq.m Max power loading 15.6 lb/hp, 7.1kg/hp Load factors +5.7, 2.8 design Max level speed 55mph, 88kph Cruising speed 48mph, 77kph Stalling speed 27mph, 43kph Max climb rate at sea level 800 ft/min, 4.1 m/s Best glide ratio with power off 8/1
627SR Engine: Rotax 377, 32 hp at 6250 rpm Propeller diameter and pitch 52x23ft, 1.32×0.58m Toothed belt reduction, ratio 2.0/1 Max static thrust 220 lb, 100kg Power per unit area 0.21 hp/sq.ft, 2.2 hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 18ft, 5.48 m Height overall 8.0ft, 2.43m Wing span 35.2ft, 10.72m Sweepback 0 deg Total wing area 154 sq.ft, 4.3sq.m Wing aspect ratio 6.7/1 Nosewheel diameter overall 11.5 inch, 29cm Main wheels dia¬meter overall 11.5 inch, 29cm Empty weight 254 lb, 115kg Max take off weight 500 lb, 227kg Payload 246 lb, 112kg Max wing loading 3.24 lb/sq.ft, 15.8kg/sq.m Max power loading 15.6 lb/hp, 7.1kg/hp Load factors +5.7, 2.8 design Vne: 63 mph Max level speed 55mph, 88kph Cruising speed 48mph, 77kph Stalling speed 27mph, 43kph Approach speed 40 mph Liftoff speed 30 mph Max climb rate at sea level 800 ft/min, 4.1 m/s Best glide ratio with power off 8/1
All Aero 