Piston

Potez 23

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During 1923, the design team led by Louis Coroller initiated work on two fundamentally similar aircraft in parallel, the Potez 23 single-seat fighter and the Potez 24 two-seat army co-operation aircraft. Differing primarily dimensionally, these were fabric-covered unequal-span, single-bay biplanes of wooden construction, with provision for interchangeable Lorraine-Dietrich and Hispano-Suiza engines. Powered by a 400hp Lorraine-Dietrich 12Db water-cooled 12-cylinder engine, the Potez 23 carried an armament of two fixed forward-firing 7.7mm machine guns and was flown early in 1924. Whereas the Potez 24 provided a basis for the highly successful Potez 25, development of the Potez 23 was discontinued, only a single prototype being tested.

Max take-off weight: 1540 kg / 3395 lb
Empty weight: 1115 kg / 2458 lb
Wingspan: 10.50 m / 34 ft 5 in
Length: 7.60 m / 25 ft 11 in
Height: 3.12 m / 10 ft 3 in
Wing area: 32.00 sq.m / 344.44 sq ft
Max. speed: 225 km/h / 140 mph

Potez 23

Potez XV

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A successful private venture design by Louis Coroller, the Potez XV two-seat observation biplane was displayed at the Paris Salon de I’Aeronautique in 1921. Powered by a 276kW Lorraine 12D engine, later replaced by a 224kW Renault 12Fe, the Potez XV prototype performed well and gained official approval in the H.2 (two-seat observation) category. Large orders were received from the Aeronautique Militaire and first deliveries began towards the end of 1923. Series aircraft had the Lorraine 12Db engine and retained the configuration of the original machine, with conventional cross-axle landing gear, and were largely of wooden construction with metal panelling covering the forward fuselage and fabric over the remainder.
The Potez XV was exported widely, eight going to Denmark, 12 to Spain, 120 to Romania and 30 of a slightly modified version, designated Potez XVII, to Bulgaria. In addition, a sample batch exported to Poland was followed by 135 aircraft licence-built in that country.

Potez XI

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Designed to meet the demands of a CAP (Chasse Armee Protection) 2 requirement formulated in 1919 by the newly-appointed Directeur de l’Aeronautique, General Duval, the Potez XI was a two-seater intended to fulfil bomber intercept and tactical reconnaissance at Army Corps level, and escort fighter tasks.

The specification called for the use of a turbo-supercharged engine, and the Potez XI, which appeared in 1922, was powered by a 370hp Lorraine-Dietrich 12D water-cooled 12-cylinder engine equipped with a Rateau turbo-supercharger. Competing with the Hanriot HD.15, the Potez XI had a fabric-covered light alloy structure and was an equi-span two-bay biplane with over-hung ailerons on the lower wing.

Armament comprised two fixed forward-firing 7.7mm machine guns and two similar weapons on a swivelling mount in the rear cockpit. The inadequacies of then-current steels to withstand prolonged operation of exhaust-driven turbo-superchargers led to cancellation of the CAP2 programme and development of the Potez XI was discontinued.

Max take-off weight: 2000 kg / 4409 lb
Empty weight: 1350 kg / 2976 lb
Wingspan: 12.70 m / 42 ft 8 in
Length: 9.08 m / 30 ft 9 in
Wing area: 46.20 sq.m / 497.29 sq ft
Max. speed: 220 km/h / 137 mph

Potez VIII

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The prototype Potez VIII two-seat tourer/ elementary trainer was first flown on 9 April 1920, powered by a specially designed Potez engine, the 37kW Potez A 4. A light unequal-span biplane, the Potez VIII had four-wheel landing gear, the tailskid being used for landings only. The A 4 engine was a complete failure and plans were made to produce 100 series aircraft powered by the 52kW Anzani 6Ab radial. Versions built included the Potez VIII A of 1922 with the 60kW Anzani 6 A3 engine and two-wheel conventional landing gear; five were built, two of them later being converted to Potez VIII configuration and one as the Potez VIII H central-float seaplane, built especially for a wealthy Marseilles businessman.

Engine: 1 x Anzani 6Ab radial, 52kW
Max tak-off weight: 470 kg / 1036 lb
Loaded weight: 240 kg / 529 lb
Wingspan: 8.0 m / 26 ft 3 in
Length: 5.72 m / 19 ft 9 in
Wing area: 20.0 sq.m / 215.28 sq ft
Max. speed: 142 km/h / 88 mph
Ceiling: 4000 m / 13100 ft

Post, Tooma & Org PTO-4

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In 1938, the Estonian aviation engineers Voldemar Post, Rein Tooma and Otto Org, previously responsible for the PON-1 trainer, designed and built the PTO-4 training aircraft. It was a two-seat low-winged monoplane powered by a De Havilland Gypsy of 120 hp, with a fixed undercarriage that could be fitted with wheels or skis. The aircraft could fly at a maximum speed of 245 km per hour and had a ceiling of 5,000 meters. On 12 October 1938, the PTO-4 was taken into service of the Air Force.

The Estonian Air Force received two PTO-4s (serial numbers 161 and 162), one with an open cockpit and the other an enclosed cockpit. Six examples were in civil use, of which five were used by the Eesti Aeroklubi (EAK), a flying club controlled by the Estonian Military.

Four examples surviving from the Soviet occupation of Estonia (1940–41) were operated by the German Luftwaffe, being operated by a unit manned by Estonian volunteers (initially called Sonderstaffel Buschmann and later 1./SAGr.127) based at Reval-Ülemiste airfield. They were operated as training and liaison aircraft as well for coastal patrol over the shores of the Baltic.

Portsmouth Aerocar Major

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The prototype Portsmouth Aerocar Major G-AGTG was flown on June 18, 1947 when it was exhibited at the1947 SBAC Show held at Radlett, UK.

It was powered by two Blackburn Cirrus Major Series III engines of 155hp each. The retractable undrcarriage was pneumatically operated, and the manufacturer envisioned both ski and float versions as well. The pod and boom layout and its multi-role capability attracted much interest, despite the fact that the prototype was somewhat under powered or over weight. But after a promising start, financial backing for full development and production was not forthcoming, and by the latter part of 1948 the Aerocar project was abandoned following re-structuring of the Portsmouth Aviation Company. It was scrapped in 1950.

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