Ilya Florentievich Florov (Russian: Илья Флорентьевич Флоров) was born on 5 August of 1908 in Novocherkassk, son of a military engineer who reached colonel in the Russian Army and participated in the Russo-Japanese War.
His father disappeared during the civil war and mother, with her children, moved to Yekaterinodar. In this city Florov completed high school and in 1926 he entered the mechanics department of the Novocherkask Aviation Institute, graduating in 1931.
After graduating he began working at Gorky Aviation Factory No.21 in the construction and drawing department (ChKO), dedicated to meeting the needs of the factory’s series production. At that time Factory No.21 was mass-producing the Polikarpov I-5 fighter and the VVS urgently needed a new training aircraft for this fighter.
For this purpose, a new group was created at the factory, led by engineer BV Kupryanov, including Ilya Florov and Alexei Borovkov . The new model was known as UTI-1 and about 20 copies were built. This was Florov’s first serious aircraft construction work. Later he would participate in the development of several versions of training aircraft on the I-16 fighter known as UTI-2, 3 and 4.
In 1936 the ChKO was divided into two independent departments: The Special Construction Bureau (BOK) and the Mass Production Monitoring Bureau. The BOK soon became known as the Experimental Construction Bureau (OKO), after the acronym for Opitni Konstruktorskoye Biuró. 43 BOK technicians and specialists and another 10 from Moscow were integrated into this organization. IF Florov was appointed as head of the OKO and therefore replacement for Nikolai Polikarpov,.
In 1935 Florov, together with AA Borovkov, developed a compact biplane fighter with no connection between the planes. The VVS management decided to support this initiative and a new OKB was soon created at Factory No.207 for the development of this project. In 1937 the first example of this aircraft was created with an 800 hp M-85 engine that would lead to the I-207. Various configurations were tested until the beginning of the Great Patriotic War.
From 1941 Florov began to work in Bolkhovitinov’s OKB as head of department and substitute for the main constructor, participating in the creation of the first reactive interceptor of the USSR, the Bereznyak / Isayev BI.
Starting in 1944, Florov developed in the NII-1 a group of investigations on the development prospects of aviation with different types of power plants. Here under his direction a reactive powerplant aircraft designed to use an AM Isayev engine (Airplane No.4302) or an LS Dushkin engine (Airplane No.4303) was created and tested. These works were continued until 1948, when the aviation sector of the NII-1 was closed.
In 1948 the NII-1 was absorbed by the TsIAM and under the direction of Florov these works were continued in the aviation department of this institution, directed by him until 1952 and then between 1957 and 1982.
Florov received two Order of the Red Banner of Labor and the Order of the October Revolution.
Ilya Florentievich Florov died in Moscow in 1983. In December 2003 a plaque was unveiled in Moscow in memory of Ilya Florov.
Brothers Tadeusz and Władysław Florjańscy (“Florjański” being a singular form of the name) built in Lwów (then Lemberg in Austria-Hungary, now Lvov in Ukraine) a biplane aircraft in 1914. When the war broke out the plane was nearing completion and was confiscated by military authorities and earmarked for evacuation. However, rapid advance of Russian army led to its capture and being finished by new owners which apparently made some operational reconnaissance flights before it crashed.
The first twin tandem rotor machine to fly was built by Nicolas Florine in Belgium. First flown in April 1933, it soon attained an altitude of 6m and an endurance of 8 minutes. Although the rotors did not counter-rotate, they were tilted slightly in opposite directions to counter torque. One interesting development effort of the early 1930s was a series of tandem-rotor helicopters built by Russian-born engineer Nicolas Florine in Belgium, one of which hovered at altitude for ten minutes.
1933, April : Florine ( Belgium ) The first flyable twin tandem rotor helicopter was built by Russian-born engineer Nicolas Florine . An interesting thing was the rotors did not counter-rotate, they were tilted slightly in opposite directions to counter torque.
Jose Maria Flores, (also Florez, 1820?–1848), was an obscure 19th century balloonist who made first ascensions in many South American countries, including Chile, Peru, Ecuador and Colombia, as well as being a pioneer aeronaut in Guatemala and Mexico – although ironically, he never flew in his native Argentina.
The first balloon ascension made in Peru, which took place in Lima on September 24, 1840 at the Plaza de toros de Acho, the oldest bullfighting arena in the Americas. Still standing today, its construction dates back to 1766. Flores died accidentally during an ascension on January 30, 1848.
This big tractor biplane was known under two different names, after Jean Florencie and Georges Copin. It was powered by a three-cylinder Anzani and flew at Port-Aviation, France, in late 1909.
The Flitzer F.2 Tiger is a wooden airframe, conventionally braced, with elliptical wings, elliptical tailplane, and an ‘Avia’ style fin and rudder. The F.2 is intended to be powered by a Walter LOM inline of 140-170 hp.
For taller pilots, the seat can be lowered by at least 3 inches by means of a stirrup block method.
Designed by British aviation artist Lynn Williams, the Flitzer is a mythical inter-war sport plane. The original Z-1 prototype was powered by an 1835cc VW. Since first flight, the LSA 1834cc VW-powered prototype Flitzer Z-1 has flown over 70 hrs, without any changes to rigging or trim of the machine, other than for experimental purposes.
The aeroplane has been dived to over 125 mph, controls firming-up appropriately, without any aerodynamic buzz, and terminal velocity appears to be well short of the flutter regime. It flies hands-off in the cruise (Vc = 86 mph.) and will complete a 360 deg. turn in 7 secs at this speed. At Vc, deliberate displacements in pitch, both positive & negative, result in stick-free re-acquisition of flightpath in 1/2 oscillation, ie. deadbeat damped in cruising flight.
This was followed by the stronger Z-21, incorporating a longer span horizontal stabiliser and other refinements, still with a 22in wide fuselage.
The Z-21A features a wider fuselage, at 24in at the cockpit.
Z-21A
Flitzer plans comprise 33 mostly A1 size sheets, and are comprehensively illustrated, with much text, and many perspective, exploded views of components.
All metal fittings are drawn full size, and plans have been updated to reduce time and cost of fabrication. With the American Ellison EFS-2 slide carburettor, developed power is in the order of 60+ hp., and the aeroplane gets airborne in 7 seconds in about 130 yds. At approx. 80% MAUW., rate of climb averages 700 fpm., and maximum speed straight-&-level is just over 90 mph. with the currently un-refined ‘cruise’ propeller, at 3000 rpm., red line being 3300 rpm for this engine, so more performance may be achieved via propeller improvement.
Z-21A
Stalls are innocuous, with or without power: 44 mph. Straight ahead power off, and below 30 mph. IAS at full power – with gentle wing drop and plenty of pre-stall warning in terms of hunting in pitch and short-period wing rock. Control about the yaw and roll axes is maintained below stall. Recovery is immediate on relaxation of stick pressure. The true stall would not develop with the Z-1 prototype’s “small tail”, the aircraft mushing in stable sink at an indicated 44 mph., power off (a safe condition). But with the 6% area increase in the horizontal tail, as shown on the Z-21 “plans” version, a clean g-break is now achievable, and with full power the ‘straight’ , unaccelerated stall occurs at an angle of +35 degrees of pitch.
Best angle of climb is achieved at 45 mph. IAS, and best ROC at 60 mph. Approaches are flown at 60 mph., reducing to 55-50 over the hedge, touching down at about 45. The latter figures may be reduced with the slightly larger tailplane shown on the plans. The machine copes well with crosswinds on a narrow farm strip, despite not being equipped with brakes or a steerable tailwheel, although these options will be included on a later sheet. Streamlined main undercarriage leg fairings have been fitted, and add both to the machine’s appearance, and also to performance.
Z-21A
Some fifty sets of Flitzer drawings are in circulation world-wide, with several examples being built in the USA, as well as in Australia, NZ, Italy, France, Germany, Canada, S.Ireland, and the UK. The second Flitzer, the ex-Bell-Aeromarine proof-of-plans Z-21A demonstrator flew in ’99, and handled beautifully, approaches with the larger tail confirming the predicted reduction of some 5 mph in IAS by comparison with the prototype Z-1, the latter a/c having reviously been tested with a facsimile Z-21 tail. The Z-21A s specifically identified by its 2″ wider fuselage (24″ cockpit width compared with 22″ on the prototype and basic Z-21)
Maximum weight authorised is 750 lbs., and structural improvements, higher tailplane reserve factors, and the use of 4130 steel on the plans versions, have contributed to an increased overall reserve factor at this weight. Empty weight is 479 lbs., and fuel tank capacity is 8.5 gals. (Imperial). The aeroplane is comfortable to fly, and the cockpit is surprisingly warm and free from draughts, despite the small ‘period’ aeroscreen. The growl from the paired exhaust pipes is a sound quite unlike the typical VW ‘flutter’ , more like a ‘twenties long-stroke V-type. The machine never fails to attract attention wherever it is seen, and has been flown by several eminent test pilots.
Plans are extremely detailed and graphic containing all information needed, down to options on engine installations, exhausts and induction pipe offsets to provide the aerodynamically cleanest and most attractive engine cowling, as well as they’re being a build manual. Section profile is USA35B, with excellent L/D and gentle stalling characteristics.
Flitzer control surfaces have no mass or aerodynamic balancing, but are well harmonised.
The slightly more compact Stummel Flitzer has a shorter fuselage with raked cabane, a larger tank bay and rounded flying surfaces. This comes in two versions, the Stummel Flitzer S and the Stummel Flitzer R, optimised for aerobatics using engines in the 60-100hp range. The fuselage is strengthened to +6/-3G and balanced, slaved ailerons have been added to the upper wing.
By 2008, more than 200 sets of plans had been sold, in 33 illustrated 3x2ft sheets. All metal fittings drawn to full size. The sub versions are all derivatives, and come as modifications to the basic plans. One modification is the use of the round Stummelflitzer vertical stabiliser on the Z-21 / Z-21A. Flitzers use conventional construction with plank spars and built-up ribs forming the USA 35B wing section, squared off with laminated wood wingtip bows. All ribs are identical.
