Piston

UFM Icarus II / Aeroplane

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Aeroplane XP

The Aeroplane is a single seat single engined biplane with two-axis control. Wings have swept back leading and trailing edges, and constant chord; no tail, elevator only. Pitch control by elevator at rear; yaw control by tip rudders; no separate roll control; control inputs through stick for pitch/yaw. Wings braced by struts and transverse X cables; wing profile; double surface. Undercarriage has three wheels in tricycle formation; bungee suspension on all wheels. Nosewheel steering independent from yaw control. Brake on nosewheel. Aluminium tube framework, without pod. Engine mounted between wings driving pusher propeller.
Designed by Larry Mauro, under the original title of Icarus II as a hang glider, this famous biplane was one of the first hybrid control hang gliders to be motorised (in 1975 by John Moody). It then pursued a remarkable career under the name of Easy Riser; by 1981 more than 900 were flying in the United States, built from plans supplied by the Larry, or sold as kits by different firms such as UFM of Kentucky.

UFM Icarus II / Aeroplane Article

Since 1981, this company has offered it with an elevator added at the back of the interplane struts, in which form it carries the name Aeroplane. It is fitted with two axis control and there is a fixed seat for the pilot, the hybrid control with the pilot moving in a swing seat having been abandoned. The rudders on the standard Aeroplane are hinged on the rear interplane struts at the wing tips. The engine is the Cuyuna 215R of 20hp, which as an option ($300) can be replaced by the 430R as on the Aeroplane XP, the three axis control version. The Aeroplane is sold either ready to fly for $5200 in 1983, or as a kit requiring 150h assembly for $3995. Options include floats for $900, transport covers for $250, skis, parachute and an instrument panel.
Whereas UFM of Kentucky has fitted the Easy Riser with a conventional tail giving rise to the Aeroplane (a 1983 model), Northstar had preferred a canard of variable incidence, thus acting as an elevator, for its Viking.
This rigid wing biplane has retrofit horizontal tail and strong spars. A joystick controls the elevator and drag tip rudders. Side mounted joy stick, rudder pedals, nose wheel steerable through rudder pedals. Single-cylinder Cuyuna 215R engine has reduction drive and is pusher mounted in the rear behind the pilot. It turns a 50-inch prop. Tricycle gear has 20-inch wheels which are shock cord mounted and a 16-inch nosewheel with a wheel brake.
The Aeroplane XP is a single seat single engined biplane with conventional three axis control. Wings have swept back leading and trailing edges, and constant chord; conventional tail. Pitch control by elevator on tall; yaw control by fin mounted rudder; roll control by spoilerons on upper wing; control inputs through stick for pitch/roll and pedals for yaw. Wings braced by struts and transverse X cables; wing profile; double surface. Undercarriage has three wheels in tricycle formation; bungee suspension on all wheels. Push right go right nosewheel steering connected to yaw control. Brake on nosewheel. Aluminium tube framework, with optional pod. Engine mounted between wings driving pusher propeller.
The Aeroplane XP is basically a three axis version of the Aeroplane with a twin cylinder engine. The design abandons the tip rudders of the Aeroplane in favour of a conventional tail, the stick and pedal arrangements being similarly conventional, with the stick mounted on the side of the framework.
One interesting point, however, is that both spoilers can be simultaneously deployed to act as air brakes; this is quite a common arrangement with pedal actuated spoilers, but most unusual when the spoilers are actuated by the stick.
Options for the Aeroplane XP are as for the Aeroplane, except that UFM of Kentucky announced in March 1983 that a pod was available for the XP. Price is $4500 and the XP can be folded into a package measuring some 2 x 4 x 16 ft (0.6 x 1.2 x 4.9 m), allowing trailer or car top transport. Rigging time is quoted as 50 min by one person.

Aeroplane
Engine: Cuyuna 215R, 20hp at 5500rpm
Propeller diameter and pitch 54 x 20 inch, 1.37 x 0.51 m
Reduction ratio 2.0/1
Power per unit area 0.12hp/sq.ft, 1.3hp/sq.m
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre
Length overall 11.0 ft, 3.35 m
Height overall 8.0ft, 2.44m
Wing span 30.0ft, 9.14m
Constant chord 3.4ft, 1.04m
Dihedral 15 deg
Sweepback 15 deg
Total wing area 170 sq.ft, 15.8 sq.m
Upper wing area 102.5 sq.ft, 9.52 sq.m
Lower wing area 67.5 sq.ft, 6.27 sq.m
Upper wing aspect ratio 8.8/1
Lower wing aspect ratio 5.8/1
Wheel track 4.5 ft, 1.37 m
Wheelbase 4.5 ft, 1.37 m
Nosewheel diameter overall 20 inch, 51 cm
Empty weight 180 lb, 82 kg
Max take off weight 400 lb, 181 kg
Payload 220 lb, 100kg
Max wing loading 2.35 lb/sq.ft, 11.5kg/sq.m
Max power loading 20.0 lb/hp, 9.1kg/hp
Load factors +6.0, 4.0 design; +10.0, 5.0 ultimate
Never exceed speed 50 mph, 80 kph

Aeroplane XP
Engine: Cuyuna 430R, 34hp at 6000rpm
Propeller diameter and pitch 54 x 30 inch, 1.37 x 0.76 m
V belt reduction, ratio 2.0/1
Max static thrust 250 lb, 113 kg
Power per unit area 0.20 hp/sq.ft, 2.2 hp/sq.m
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre
Length overall 11.0 ft, 3.35 m
Height overall 8.0ft, 2.44m
Wing span 30.0ft, 9.14m
Constant chord 3.4ft, 1.04m
Dihedral 15 deg
Sweepback 15 deg
Total wing area 170 sq.ft, 15.8 sq.m
Upper wing area 102.5 sq.ft, 9.52 sq.m
Lower wing area 67.5 sq.ft, 6.27 sq.m
Upper wing aspect ratio 8.8/1
Lower wing aspect ratio 5.8/1
Wheel track 4.5 ft, 1.37 m
Wheelbase 4.5 ft, 1.37 m
Nosewheel diameter overall 20 inch, 51 cm
Tailplane span 8.5ft, 2.59m
Fin height 3.5ft, 1.07m
Empty weight 225 lb, 102 kg
Max take off weight 475 lb, 215 kg
Payload 250 lb, 113kg
Max wing loading 2.79 lb/sq.ft, 13.6kg/sq.m
Max power loading 14.0 lb/hp, 6.3kg/hp
Load factors +6.0, 4.0 design; +10.0, 5.0 ultimate
Max level speed 55 mph, 88 kph
Never exceed speed 55 mph, 88 kph
Max cruising speed 50 mph, 80 kph
Economic cruising speed 40 mph, 64 kph
Stalling speed 22 mph, 35 kph
Max climb rate at sea level 1200 ft/min, 6.1 m/s
Min sink rate 290 ft/min at 30 mph, 1.5 m/s at 48 kph
Best glide ratio with power off 8/1 at 28 mph, 45 kph
Take off distance 75 ft, 23 m
Landing distance 100 ft, 30 m
Service ceiling 18,000 ft, 5490 m
Range at average cruising speed 125 mile, 201 km

Aeroplane XP-2
Engine: Cuyuna, 43 hp or Rotax 47 hp
Wingspan: 32 ft
Wing area: 196.5 sq.ft
Empty wt: 250 lbs
Max wt: 700 lbs
Cruise: 55 mph
Stall: 26 mph
Vmax: 63 mph
ROC: 600 fpm
TO run: 100 ft
Ldg roll: 100 ft

UFM Easy Riser

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The Easy Riser biplane was designed by Larry Mauro and which under the name Icarus II was one of the earliest hang gliders to be motorised, back in 1975 by John Moody. A rigid wing tailless biplane flown by supplemental weight-shift. A variety of engines could be fitted, including the 125cc McCulloch 101 go cart engine, UFM selling the machine as a hang-glider. Control method: Standard tip rudder and weight-shift pitch axis, optional 2 or 3 axis control. First year built 1976. Units delivered by June 1981 2,500. Many options in power and landing gear were available. It is strut and cable braced.

UFM Easy Riser Article

The Easy Riser is a progression from the Icarus II but the wing is a modified monowing with a double surfaced rigid airfoil. Wingtip rudders are mounted on ball bearings and drag brakes are fitted. Wing tips are fully contoured. Wing covering is 1.3oz dacron sealed with aircraft dope.

The spars are made from 6061-T6 aluminium tubing with foam core spruce ribs. Wing bracing is both aluminium struts and cable. All rigging is aircraft grade. All hardware is aircraft grade, fastened with pop rivets and bolts.

The pilot has a tube cockpit support with an optional swing seat.

The Easy Riser won the 1976 World Open Hang Gliding Championships.

The Easy Riser is offered as a hang glider, and engine and landing gear packages to use with this aircraft are offered separately by other companies. Power and landing gear optional. Standard tip rudder and weight-shift pitch axis, optional 2 or 3 axis control.

Gallery

Easy Riser 1
Wingspan 30’
Wing area 170 sq.ft
Aspect ratio 8.8
Empty weight 55 lbs. (without engine or landing gear)
Gross wt: 350 lbs
Empty wt: 110-150 lbs
Max pilot wt: 200 lbs

Easy Riser
Chord length: 3.41 ft
Wing span: 30 ft
Wing area: 170 sq,ft
Aspect ratio: 8.8
Wing sweep: 15˚
Weight: 50 lb
Pilot weight: 200 lb
Takeoff speed: 17 mph
Stall speed: 16 mph
Max speed: 45 mph
Best glide ratio (L/D): 10-1
Best L/D speed: 18 mph
Min sink: 180 fpm

UFAG C.I / 161 / Neuschloss-Lichtig NL Sportplane

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The UFAG C.I was a military reconnaissance aircraft produced in the Austro-Hungarian Empire during World War I, by the Ungarische Flugzeugfabrik Abteil Gesellschaft (UFAG). It was introduced in April 1918, and was widely used on the Italian Front in the final months of World War I.

The UFAG C.I incorporated the best features of the Brandenburg C.II(U) with single-bay wings and ‘I’ strut inter-plane bracing, which was replaced wing conventional steel-tube interplane struts in production aircraft. More manoeuvrable than the Phönix C.I, the C.I had good performance, but suffered from a few odd handling characteristics.

Ufag C.Is in service

Production of the C.I continued after the Armistice by MARE and was also built by the Neuschloss-Lichtig factory as the NL Sportplane.

UFAG Brandenburg C.I aircraft in Albertfalva (Budapest) in 1916

The C.I was widely used by the KuKLFT on the Italian front by at least 30 Fliks. The C.I was also used post WWI by the Hungarian Red Airborne Corps as well as the clandestine Hungarian Legügyi Hivatal. Ex-military C.Is were also converted for civil use and as mailplanes.

Twenty UFAG C.I were captured from the Hungarian Soviet Republic in 1919 and used by the Romanian Air Corps.

Variants:

Ufag 161.01
First prototype 8.92 m (29.3 ft) span, 200 hp (150 kW) Hiero 6, ‘I’ type inter-plane struts.

Ufag 161.02
Second prototype, 230 hp (170 kW) Hiero 6, ‘I’ type inter-plane struts.

Ufag C.I
(series 161.03 to 161.22) Production by Ufag, 9.12 m (29.9 ft) span, 230 hp (170 kW) Hiero 6, twin inter-plane struts.

Ufag C.I
(series 161.31 to 161.250) Production by Ufag, 9.5 m (31 ft) span, 230 hp (170 kW) Hiero 6, twin inter-plane struts.

Ufag C.I(Ph)
(series 123.01 to 123.40) Production by Phönix, 9.12 m (29.9 ft) span, 230 hp (170 kW) Hiero 6, twin inter-plane struts.

UFAG 60.01
an improved C.I which would evolve into the UFAG 60.03 / C.II.

Specifications:

C.I second series 161.23 – 161.250
Powerplant: 1 × Hiero 6, 170 kW (230 hp)
Propeller: 2-bladed wooden fixed-pitch
Upper wingspan: 9.5 m (31 ft 2 in)
Lower wingspan: 9.4 m (30 ft 10 in)
Wing area: 26.3 m2 (283 sq ft)
Length: 7.41 m (24 ft 4 in)
Height: 2.7 m (8 ft 10 in)
Empty weight: 750 kg (1,653 lb)
Gross weight: 1,150 kg (2,535 lb)
Maximum speed: 190 km/h (120 mph, 100 kn)
Range: 350 km (220 mi, 190 nmi)
Endurance: 3 hours
Service ceiling: 4,900 m (16,100 ft)
Guns: 1 x 8 mm (0.315 in) Schwarzlose machine-gun forward-firing fixed machine guns; 1 x 8 mm (0.315 in) Schwarzlose machine-gun in trainable rear cockpit mounting
Bombs: 12 x 12 kg (26 lb) bombs (161.131 onwards)
Crew: 2

Udet U.12 Flamingo

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U-12a Spezial (modified to standard U-12b)

Udet left the company in 1925, after agreeing to production of a light training biplane, the Udet U-12 Flamingo, designed by Hans Herrmann, destined to become the company’s best-known aircraft.

A two-seat open-cockpit biplane of wooden construction the U 12 was a conventional, single-bay biplane of wooden construction with the wings braced by large I-struts. The pilot and instructor or passenger sat in tandem.

U.12

First flown on April 7, 1925, it was demonstrated throughout the world by Udet. The U 12 proved extremely popular and sold well, due in no small part to Ernst Udet’s spectacular aerobatics routines while flying the aircraft. One particularly acclaimed part of his act included swooping down towards the airfield and picking up a handkerchief with the tip of one wing.

U-12 prototype

The popularity of this aircraft was insufficient to rescue Udet Flugzeugbau from its dire financial position and the company went out of business in 1925, but when the company’s assets were taken over by the state of Bavaria to form BFW in 1926, production of the U 12 soon resumed in earnest, as well as in Austria, Hungary and Latvia. BFW-built U 12s were exported to Austria, Hungary and Latvia, and later built under licence in these countries as well.

Austrian U-12o

It served in many roles, notably as a trainer with the German civil flying clubs and at clandestine Luftwaffe pilot training centres. Other operators were the Austrian Air Force (1927–1938), Hungarian Air Force, and Latvian Air Force.

In the summer of 1928 two German pilots from the Bayerische Flugzeugwerke demonstrated the U-12 Flamingo in Latvia. Originally the Latvian military was considering building Avro trainers, but the license fees being demanded were excessive and this idea was dropped. Building a locally designed trainer at A.S.Christine Backman seemed to be the next best solution, until the Udet Flamingo was seen on the demonstration flights, when it immediately became the trainer of choice, equipped with dual controls with the instructor sitting in the front and the student behind.

One aircraft was purchased by Latvia and then in the summer of 1929, A.S.Christine Backman obtains a contract to build 10 U-12bs and a complete set of plans is provided by BFW. While Latvian manufacturers had no difficulty with the wooden parts (Latvian pine and birch plywood were quite suitable) they initially had to buy some of the Duralumin parts from BFW. However, the aircraft completed by the Aviation Regiment Workshops had the parts produced locally. The Hugo Heine propellers, instruments and wheels were ordered directly from their German manufacturers. In the autumn of 1929 A.S.Christine Backman begins construction of the U-12 Flamingos at their new facility in Bisumuiza, a suburb of Riga.

By the summer of 1930 the Flamingo aircraft are completed and delivered to the Military Aviation School. The Flamingo aircraft were flown for the first time by the Military on July 25, 1930. The pilots were the recent graduates of flight school – Jenkevics, Ozolins, Grave, Sapratnieks, Sleiters and Krastins. Some of the Latvian Flamingos were clear varnished, carrying a black number on their silver rudder, while others were dark green overall with a white outlined black number on the rudder.

Latvian U-12b

In 1936 two of the Flamingos are modified to accept a full blind-flying panel and fitted with a hood over the rear cockpit to make them suitable for instrument flight training and, in an effort to standardize aircraft types by code, the Flamingos as designated as type A-1.

As the plane was used for the training of young pilots in the training squadron (LR Air Force training aircraft had a special sign – two white stripes around the fuselage), there were many accidents. only one accident, 4 November 1935, led to death, when U-12b #95 collided with AA Bristol Buldog and broke apart killing Alexander Hvastkov, Lieutenant Janis Janis and Sergeant Putniņš Ravinsh.

In the late 30’s three were passed to flying clubs with Latvian designations YL-SBX, ABV, ABY. The last of the Flamingos were still flying in the spring of 1940, where they were being utilized as Aeroclub trainers and were training the 5th graduating class at Kalnciems (they had been gifts from the Aviation Division). After the Soviet occupation, all (or most) of the Flamingos were destroyed when the building in which they were stored caught fire and burned to the ground.

Gallery

Latvian built U-12 accidents –

76

August 4, 1930 – crashed (pilot: vltn. Lakstigala)
April 30, 1931 – crashed (pilot: Goldbergs)
June 16, 1931 – crashed (pilot: ltn. Peculis)

77

Experimentally fitted with the Czech Walter Mars 145-hp radial engine, but it was later replaced with the standard SH12.
August 12, 1930 – crashed (flight instructor vltn.Trejs with student, Salmins)

86

Sept. 15, 1930 – crashed (pilot: Nikolajs Balodis)

87

June 2, 1931 – crashed (pilot: Greizis)
August 31, 1931 – crashed (pilot: Bungss)

89

May 31, 1931 – flown by J.Indans in the Aviation Festival at Riga/Spilve.
Dec. 29, 1931 – crashed (pilot: plkv. J.Indans, passenger vltn. Greizis)

95

1935 – the Aviation Division workshops builds an additional Flamingo, assigned the number 95.
July 1, 1935 – #95 is test flown and approved by capt. A.Dzenitis.
November 4, 1935 – midair collision with Bristol Bulldog #81. Three fatalities. This was the only fatality associated with the Flamingo.

Replica

No original aircraft are known to exist. An airworthy replica was kept at the Deutsches Museum, Munich, Germany, but crashed at the 2013 Tannkosh event. This example has a Sh 14 engine, a later, more powerful version of the Siemens-Halske engines fitted to original U 12s.

Gallery

Production:
Udet Flugzeugbau, Ramersdorf – 35 +
Bayerische Flugzeugwerke AG – 150
Fliegerwerft Thalerhof – 20
Central Repair Workshops, Hungary – 40
Manfred Weiss, Hungary – 40
AS. Chr. Backman, Latvia – 10 (includes #s 76, 77, 86, 87, 89)
Aviation Regiment Workshop, Latvia – 2 (#s 95 and 96)

Variants:

Germany
U 12a: main production version with Siemens-Halske Sh 11 engine
U 12W: float-equipped U 12a (Wasser—”water”) with Sh 12 engine
U 12b: version strengthened for aerobatics and with improved wing profile
U 12c: advanced trainer with reduced wing area
U 12d: U 12b with Siemens-Halske Sh 12 engine
U 12e: U 12c with Siemens-Halske Sh 12 engine

Austria
20 aircraft produced by Fliegerwerft Thalerhof
U 12H: standard U 12a (Holz—”wood”)
U 12S: U 12a with redesigned fuselage of fabric-covered steel tube construction (Stahl—”steel”).
U 12Ö: alternative designation for U 12S (Österreich—”Austria”)

Hungary
Forty aircraft produced by KRG and another 40 by Manfred Weiss Works. Some examples armed and used for fighter or bomber training
Hungária I: similar to U 12a with N-type interplane struts
Hungária II: similar to U 12a with N-type interplane struts
Hungária III: similar to U 12a with N-type interplane struts, propeller spinner and Townend ring
Hungária IV: similar to U 12a. Only Hungarian-built version with I-type interplane struts
Hungária V: similar to U 12a with N-type interplane struts

Specifications:

Udet U-12 Flamingo
Engine: Siemens Halske Sh 11
Propeller: 2.36 m
Wingspan: 9.96 m
Wingarea: 23.97 sq.m
Length: 7.47 m
Height: 2.80
Ailerons area: 2.48 sq.m
Tailplane area: 1.80 sq.m
Elevator area: 1.50 sq.m
Fin area: 0.70 sq.m
Rudder area: 1.00 sq.m
Main track: 1.60 m
Mainplane dihedral: 3°
Mainplane sweepback: 3º
Empty weight: 525 kg
Flying weight: 800 kg
Fuel capacity: 96 lt
Wingload: 33.5 kg/sq.m
Max speed: 140 km/h
Cruising speed: 115 km/h
Landing speed: 75 km/h
Climb rate: 102 m/min
Climb to 1000 m: 7 min. 15 sec
Climb to 3000 m: 9 min
Service ceiling: 3350 m

Udet U-12 Flamingo
Engine: Siemens Halske Sh 5
Wingspan: 9.96 m
Wingarea: 23.97 sq.m
Length: 7.47 m
Height: 2.80
Ailerons area: 2.48 sq.m
Tailplane area: 1.80 sq.m
Elevator area: 1.50 sq.m
Fin area: 0.70 sq.m
Rudder area: 1.00 sq.m
Main track: 1.60 m
Mainplane dihedral: 3°
Mainplane sweepback: 3º
Empty weight: 500 kg
Flying weight: 775 kg
Fuel capacity: 96 lt
Max speed: 134 km/h
Cruising speed: 110 km/h
Landing speed: 75 km/h
Service ceiling: 3000 m
Range: 450 km

Udet U-12 Flamingo
Engine: Siemens Halske Sh 12
Wingspan: 9.96 m
Wingarea: 23.97 sq.m
Length: 7.47 m
Height: 2.80
Ailerons area: 2.48 sq.m
Tailplane area: 1.80 sq.m
Elevator area: 1.50 sq.m
Fin area: 0.70 sq.m
Rudder area: 1.00 sq.m
Main track: 1.60 m
Mainplane dihedral: 3°
Mainplane sweepback: 3º
Empty weight: 550 kg
Flying weight: 800 kg
Fuel capacity: 96 lt
Max speed: 145 km/h
Cruising speed: 115 km/h
Landing speed: 75 km/h
Time to 1000 m: 5 min. 57 sec
Service ceiling: 3800 m
Range: 450 km

Udet U 12 a Flamingo
Engine: Siemens Halske Sh 11, 80 hp 60 kW
Length: 24 ft 6 in / 7.4 m
Height: 9 ft 2 in / 2.8 m
Wingspan: 32 ft 8 in / 10.0 m
Wing area: 258.3 sq.ft / 24.0 sq.m
Max take-off weight: 1764.0 lb / 800.0 kg
Weight empty: 1157 lb / 525.0 kg
Max. payload: 176.4 lb / 80.0 kg
Max. speed: 76 kts / 140 km/h / 87 mph
Landing speed: 40 kts / 75 km/h
Cruising speed: 62 kts / 115 km/h
Initial climb rate: 450 ft/min / 2.3 m/s
Service ceiling: 12,100 ft / 3700 m
Wing load: 6.77 lb/sq.ft / 33.0 kg/sq.m
Range: 243 nm / 450 km / 280 mi
Fuel capacity: 12 gal / 45 lt
Crew: 2

Hungária I
Engine: WM built Sh 12
Span: 10.0 m
Length: 7.4 m
Wing area: 25.0 sq.m
Wing loading: 33.7 kg/sq.m
Empty weight: 590 kg
Loaded weight: 840 kg
Max. speed: 150 km/h
Wing strut formation: N
Armament: 2 x 8 mm Type 26/31 M Gebauer GKM machine guns or 10 – 20 kg bombs

Hungária II
Engine: WM built Sh 12
Span: 10.3 m
Length: 6.9 m
Wing area: 26.0 sq.m
Wing loading: 30.0 kg/sq.m
Empty weight: 547 kg
Loaded weight: 797 kg
Max. speed: 140 km/h
Wing strut formation: N
Armament: 2 x 8 mm Type 26/31 M Gebauer GKM machine guns or 10 – 20 kg bombs

Hungária III
Engine: WM built Sh 12
Span: 10.5 m
Length: 7.7 m
Wing area: 25.0 sq.m
Wing loading: 35.0 kg/sq.m
Empty weight: 595 kg
Loaded weight: 845 kg
Max. speed: 165 km/h
Wing strut formation: N
Armament: 2 x 8 mm Type 26/31 M Gebauer GKM machine guns or 10 – 20 kg bombs
Equipment: prop.spinner, Townend-ring and modified landing-gear

Hungária IV
Engine: WM built Sh 12
Span: 10.3 m
Length: 6.9 m
Wing area: 26.0 sq.m
Wing loading: 32.0 kg/sq.m
Empty weight: 582 kg
Loaded weight: 817 kg
Max. speed: 150 km/h
Wing strut formation: I
Armament: 2 x 8 mm Type 26/31 M Gebauer GKM machine guns or 10 – 20 kg bombs

Hungária V
Engine: WM built Sh 12
Span: 10.3 m
Length: 6.9 m
Wing area: 26.0 sq.m
Wing loading: 38.0 kg/sq.m
Empty weight: 587 kg
Loaded weight: 897 kg
Max. speed: 140 km/h
Wing strut formation: N
Armament: 2 x 8 mm Type 26/31 M Gebauer GKM machine guns or 10 – 20 kg bombs

Kristina Bakmane / Arsenals Air Force workshops U-12
Engine: Siemens Sh12, 110 hp
Wing Span: 10 m
Length: 7.4 m
Height: 2.8 m
Max Speed: 145 km/hr
Range: 450 km
Maximum Ceiling: 3800 m
Known Serial Numbers: 76, 77, 86, 87, 89, 95, 96.

#77) experimentally re-engined with 145hp Walter Mars

YL-ABX, YL-ABW and YL-ABY flown by Latvian Aeroclub flight school.

Udet U-11 Kondor

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The U 11 (Werk.N. 243) was completed in December 1925, and was the largest aircraft produced by Udet Flugzeugbau, München-Ramersdorf, following an order by Deutscher Aero Loyd. It was an open-cockpit design with side-by-side seating for the two pilots. The navigator’s station was located in the very front of the aircraft, ahead of the pilots. The fuselage was constructed from Duralumin profiles and covered by Duralumin sheets. It could seat eight passengers and also contained a toilet and a luggage compartment.

The wings, featuring two main spars, were manufactured from wood, with fabric covering and a plywood-reinforced leading edge. The empennage consisted of Duralumin tubing and profiles, also covered with fabric. The landing gear was fitted with a then rather common rubber suspension system and 1100 by 220mm main wheels.

January 1926 at Oberschleissheim airfield north of Munich, with test pilot Harry Rother

First flown by Harry Rother on January 19, 1926, the U 11 was powered by four Siemens & Halske Sh 12 air-cooled radial engines with aerodynamic fairings, extended driveshafts (necessitated due to the pusher configuration), and two-blade propellers. The U 11 Kondor had a dangerously close clearance between the pusher propellers and rear passenger door, which caused one fatality.

The sole Udet U 11 Kondor [Condor] Grossverkehrsflugzeug [large airliner], Werknummer 243, was devoid of any markings; it would later be assigned D-828.

Rother’s test flights revealed significant design shortcomings. Tested by the DVL, the registration was approved on 8th of April 1926.

Bought by the Deutsche Aero-Lloyd AG and delivered to Deutsche Lufthansa (successor to Deutscher Aero Loyd) in 1926, but because of bad flying characteristics, DLH would not accept it. After negotiations the U.11 was sold to Deutsche Verkehrsfliegerschule [German air transport school] for 500 thousand RM.

The U 11 subsequently crashed during the delivery flight to Deutsche Verkehrsfliegerschule [German air transport school], for a total loss for DLH of 1 million RM.

The failure of the U 11 was among the reasons for the financial failure of Udet Flugzeugbau and its eventual acquisition by Bayerische Flugzeugwerke AG (BFW).

Gallery

Engines: 4 × Siemens-Halske Sh 12, 75 kW (100 hp)
Length: 16 m (52 ft 6 in)
Upper wingspan: 22 m (72 ft 2 in)
Wing area: 70 m2 (750 sq ft)
Aspect ratio: 7
Height: 4 m (13 ft 1 in)
Empty weight: 3,370 kg (7,430 lb)
Gross weight: 4,572 kg (10,080 lb)
Fuel capacity: 300 kg
Maximum speed SL: 152 km/h (94 mph; 82 kn)
Cruising speed SL: 135 km/h (84 mph; 73 kn)
Service ceiling: 3,190 m (10,466 ft)
Climb rate: 1.5 m/sec
Time to 1000m: 11.33 min
Time to 2000m: 28.25 m
Time to 3000m: 68.79 min
Practical range: 500 km
Endurance 3.60 h
Crew: 2
Capacity: 8