Piston

Consolidated Y1P-25 / Y1A-11

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The P-25 was externally almost a replica of the Lockheed P-24 but slightly larger and heavier. One of Robert Wood’s design engineers moved from Lockheed to Consolidated and retained the goal of creating a fast, two-seat tandem fighter to replace the Berliner-Joyce P-16. The US Army Air Corps in 1932 was sufficiently interested to order two Consolidated Y1P-25 airframes, although the second was soon given the attack function and redesignated Y1A-11. A cantilever low-wing monoplane of all-metal construction (unlike its partly wood Lockheed forbear), the Y1P-25 had retractable landing gear, the familiar Curtiss Conqueror engine, and a rearward-facing machine-gunner. The engine was supercharged, making possible a top speed of 398km/h at 4500m.
First flown in 1932, the Y1P-25 crashed on 13 January 1933 and was written off. The Y1A-11 was also lost that same month. But in its short test life the Y1P-25 had shown sufficient promise for the USAAC to seek further development. Indeed, by May 1932 the service had decided to explore the basic design further. The Y1P-27 and Y1P-28 variants, to be powered by Pratt & Whitney Wasp engines of different marks, were seriously contemplated but never built. Four Conqueror-powered service-test machines were completed as P-30s (see separate entry) and later machines were redesignated PB-2 (for pursuit, biplace) (see separate entry). The basic design, after being allocated several designations, became the principal USAAC two-seat fighter between world wars.

Take-off weight: 2318 kg / 5110 lb
Empty weight: 1763 kg / 3887 lb
Wingspan: 13.36 m / 43 ft 10 in
Length: 8.94 m / 29 ft 4 in
Height: 2.62 m / 8 ft 7 in
Wing area: 27.87 sq.m / 299.99 sq ft
Max. speed: 398 km/h / 247 mph
Cruise speed: 290 km/h / 180 mph
Ceiling: 8230 m / 27000 ft
Range: 933 km / 580 miles
Armament: 2 x 7.62mm fixed machine-guns + 1 x 7.62mm in the rear

Consolidated 9 XPY-1 Admiral / 16 Commodore

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The Commodore twin-engined flying boat were ordered by a US-owned South American-based airline called NYRBA which challenged Pan American’s regional dominance and was later leveraged to sell its assets to Pan Am (circa 1930). Subsequently Pan Am went on to operate Commodores up to and through World War II, and some machines had short careers with successor operators.
A total of 14 were ordered for commercial use.
The Commodore failed to gain military orders in the form of XPY-1.

Model 16-1 Commodore
Engine: 2 x 575hp Pratt & Whitney R-1860 Hornet radial
Take-off weight: 7983 kg / 17600 lb
Wingspan: 30.48 m / 100 ft 0 in
Length: 18.80 m / 61 ft 8 in
Height: 4.76 m / 15 ft 7 in
Max. Speed: 206 km/h / 128 mph
Ceiling: 3430 m / 11250 ft
Range: 1609 km / 1000 miles
Crew: 3
Passengers: 22

Consolidated TW-8 / PT-1 Trusty

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Improvements to the Dayton-Wright Company TW-3 design continued and included the removal of the engine cowling (for improved forward cockpit visibility) and a redesigned fuselage in a slimmer form with tandem instructor/student seating (this model being known as the “Camel” for the visible bump appearing between the two seating areas). The Camel was evaluated under the (unofficial) designation TW-8 and accepted into service as the PT-1 with 221 being delivered beginning 1924 and replacing the TW-3’s in service. The PT-1 represented the first aircraft purchase of the Army Air Service since the closing shots of World War One.

The PT-1 was a biplane aircraft with a simple two-wheel undercarriage, an engine mounted at the front of the design, a traditional tail section and twin side-by-side seating for instructor and student. The aircraft featured a choice of a Clerget or Le Rhone engines. The PT 1 basic trainer included innovations like a fuselage framework from welded chrome molybdenum steel. Because of it was so sturdy and dependable, it was nicknamed “Trusty”.

The PT-1 would eventually be replaced itself by the Consolidated PT-3 from 1928 onwards.

Hollywood’s Paul Mantz owned PT-1E A.C.26-233 two-seater which appeared in the film ‘One Man Mutiny’.

PT-1E A.C.26-233

Consolidated PT-1 Trusty
Engine: 1 x Wright-Hispano E 8-cylinder water-cooled Vee, 180hp.
Length: 27.76ft (8.46m)
Width: 34.45ft (10.50m)
Height: 9.84ft (3.00m)
Empty Weight: 1,806lbs (819kg)
Maximum Take-Off Weight: 2,577lbs (1,169kg)
Maximum Speed: 92mph (148kmh; 80kts)
Cruising speed: 68 kt / 126 km/h
Maximum Range: 350miles (563km)
Rate-of-Climb: 690ft/min (210m/min)
Service Ceiling: 13,448ft (4,099m; 2.5miles)
Accommodation: 2

PT-1E
Engine: Wright V-720, 180 hp

Consolidated TW-3

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The Dayton-Wright Company TA-3 (designated with an “A” for its air-cooled engine operation) was delivered by request with an uprated Le Rhone engine of 110 horsepower. Still further evaluation models were ordered, this time with the requested Wright-Hispano I V-8, 150 horsepower engine of increased power (designated TW-3 with the “W” standing for its water-cooled engine process) finally culminating in an official order by the USAAS.
Production rights for the trainer were secured by the newly-created Consolidated Aircraft Company (established by Reuben Fleet of the Gallaudet firm) as General Motors was reviewing their commitment to aircraft production in a post-war world and would eventually shut down operations at Dayton-Wright altogether. The TW-3 was delivered by 1923 and became the first notable variant of the “Trusty” production line.

Condor Flugzeugwerft 1912 biplane

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This 1912 design is claimed as the third design of Kommissar Hans von Klösterlein from Cologne (Cöln).

The design was built by the Condor Flugzeugwerft and according to Flugsport a 60 PS Basse & Salve engine was fitted. This is a single engine machine, where the engine drive two propeller – set on a rod fore and aft – via a chain.

The machine hopped or flew a little on the military exercise field on the Merheimer Heide in Köln-Merheim.

Condor Aircraft Condor

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Condor II

The Condor II is a single seat single engined high wing mono¬plane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; cruciform tall. Pitch control by elevator on tail; yaw control by fully flying rudder; roll control by one third span spoilerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile; single¬ surface. Undercarriage has three wheels in tricycle formation; torsion bar suspension on nosewheel. No ground steering. No brakes. Aluminium¬ tube framework, with optional pod. Engine mounted below wing driving pusher propeller.
All rigging wires are stainless steel with a vinyl coating and double swaging, and the aluminium tubing is ano¬dized clear and ‘covered with stabilised Dacron’.
Lift off and landing speeds are quoted as 20 24 mph (32 39 kph) and 20 25 mph (32¬40kph) respectively.
Options include floats, ballistically de¬ployed parachute, strobe, pod and electric start; normally, starting is by recoil, with an in flight restart facility. Price in 1982 of $5245.
Condor Aircraft describe the Condor III as a beefed up version of the Condor II, designed for heavier payloads, and accordingly the company quotes a much higher maximum take off weight for this side by side two seater with single centre stick.
The Condor III+2 is a two-seat version. Dual stick and rudder three-axis controls, dual throttle.

Condor II
Engine: Kawasaki TA440, 40 hp at 6000 rpm.
Prop¬eller diameter and pitch 56×36 inch, 1.42×0.91m.
Toothed belt reduction, ratio 2.0/1.
Max static thrust 238 lb, 108 kg.
Power per unit area 0.24hp/sq.ft, 2.6 hp/sq.m .
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre.
Length overall 10.0 ft, 3.05 m.
Height overall 9.7ft, 2.96m.
Wing span 32.0ft, 9.75m.
Constant chord 5.3 ft, 1.60 m.
Sweepback 0 deg.
Total wing area 168 sq.ft, 15.6sq.m.
Wing aspect ratio 6.3/1.
Empty weight 240 lb, 109kg.
Max take off weight 545 lb, 247kg.
Payload 305 lb, 138kg.
Max wing loading 3.24 lb/sq.ft, 15.7 kg/sq.m.
Max power loading 13.6 lb/hp, 6.2 kg/hp.
Load factors +5.0, 3.0 design.
Max level speed 55 mph, 88 kph.
Never exceed speed 60 mph, 97kph.
Max cruising speed 55mph, 88kph.
Economic cruising speed 42mph, 68kph.
Stalling speed 19 mph, 31 kph.
Max climb rate at sea level 775 ft/min, 3.9 m/s.
Best glide ratio with power off 7/1.
Take off distance 40 ft, 12 m. Landing distance 75 ft, 23 m.

Condor III
Engine: Kawasaki 440 A or B, 40 or 50 hp.
2:1 reduction drive to 56×36 prop.
Wing span 33.0ft, 10.06m.
Constant chord 5.1 ft, 1.55 m.
Total wing area 168 sq.ft, 15.6sq.m.
Wing aspect ratio 6.5/1.
Empty weight 252 lb, 114kg.
Max take off weight 657 lb, 298kg.
Payload 405 lb, 184kg.
Max wing loading 3.91 lb/sq.ft, 19.1kg/sq.m.
Max power loading 16.4 lb/hp, 7.5kg/hp.
Never exceed speed 65 mph, 105 kph.
Max cruising speed 51 mph, 82 kph.
Economic cruising speed 38 mph, 61 kph.
Stalling speed 24 mph, 39 kph.
Max climb rate at sea level 600ft/min, 3.0m/s.
Take off distance 60ft, 18m.
Landing dis¬tance 90 ft, 27 m.

Condor III+2
Wingspan 32’.
Wing area 168 sq.ft.
Length 10’.
Empty weight 286 lbs.
Gross weight 684 lbs.
Cruise speed 45 mph.
Stall speed 25 mph.
Vmax 55 mph.
Vne 75 mph.
Takeoff roll 90’.
Landing roll 90-120’.
Fuel capacity 5 USG.
Engine: Kawasaki 440
2:1 reduction drive to 56×36 wood prop.
50- or 75-hp version was available.

Condor Shoestring K-10

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The original Shoestring was designed by Rod Kriemendahl and was built in Van Nuys, California, by Carl and Vince Ast, with help. Shoestring is a Formula One airplane. Its 19-foot wing has an aspect ratio of over five. All Formula One racers are required to have a minimum of 66 square feet of wing area, but Rivets and Shoestring stand alone with their tapered, longish wings. Apparently, the better overall efficiency of the higher aspect ratio wings is well worth the slight increase in drag because these two airplanes consistently bring home all the trophies.

The original drawings and engineering studies done by Kriemendahl in 1949 were lost or destroyed, a fact that worried John Anderson, one of the several past owners of the original Shoestring. Before Anderson sold the airplane to Ray Cote, he commissioned Ketner, a Piper engineering draftsman at Vero Beach, to go through the airplane with a tape measure and dividers and come up with a set of drawings he could use for repair work in case he ever dinged it. Ketner measured until he had enough dimensions to make up a complete set of working drawings. He had an engineering study run on the main spar and it was increased in thickness to bring it up to a 10-G strength. He has proof loaded the fuselage structure to 9 Gs with no deformation.

Constructed from the conventional combination of steel tubing, wood, and fabric, the racer is powered by a 100-hp O-200 Continental engine. By 1974, the Shoestring racer had accumulated 14 first places in major air race competitions. Other recommended engines are the Continental 85-and 90-hp versions.

The aircraft first flew in 1949 and entered its first competition race in 1950.

Yellow Jacket, the first reproduction of Shoestring, was built by Jim Strode of Melbourne, Florida. The plans for the airplane are produced by Landis Ketner and Jim was building parts as fast as Landis could make the drawings. Building Shoestring Yellow Jacket took just over a year.

Strode made four different cowlings before he got the shape and weight he wanted. This one weighs only 11 pounds. The cowling, wing fairings, landing gear fairings, and the canopy fit into their own little recesses, making everything flush. The wing is completely wooden construction, with plywood skins.

Gallery

Engine: 85-100 hp.
Span: 19’.
Wing area: 66 sq.ft.
Length: 17’8”.
Max wt: 800 lbs.
Empty wt: 565 lbs.
ROC: 3000 fpm.
Max speed: 225 mph.
Stall: 65 mph.
Cruise: 173 kts.
Fuel cap: 10 USG.
Takeoff run 500 ft.
Range 360 miles.
Seats: 1.