Книги
Centennial Perspective
M.Dusing
German & Austro-Hungarian Aero Engines of WWI. Vol.1
62
M.Dusing - German & Austro-Hungarian Aero Engines of WWI. Vol.1 /Centennial Perspective/ (64)
Lohner with Austro-Daimler engine. Directly behind the engine there is a beehive radiator, type Daimler (weight 29 kg). This configuration is similar to automobile construction. [1912]
The 250 hp prototype was installed in the Lohner "Pfeilflieger" with which Karl Banfield participated in the flight meeting in Vienna-Aspern in June 1914.
"Aero"-biplane with skeletal fuselage but with pull propeller and four-cylinder Argus 90 Hp engine
Ago S.I armored ground attack prototype front view. It was armed with a downward-firing 20mm Becker cannon and defensive flexible machinegun.
The massive, armored Ago S.l had a large, two-bay wing of rectangular planform.
The massive, armored Ago S.l had a large, two-bay wing of rectangular planform.
Albatros with 100 hp Argus at the 1911 Paris Salon. [1911]
Argus engine Type 1, installed in an aircraft of „Aviatik-G.m.b.H, Mulhausen i. E." [1910]
50 hp Argus, rear side. [1910]
100 hp Argus installed in an Aviatik monoplane (Paris Salon 1911). [1911]
Aviatik with 100 hp Argus 4-cylinder in 1912.
The aircraft of Nurnberger Motoren- und Maschinenfabrik shown in the photo was to be marketed under the trademark "Sylphe-triplex". [1910]
Steel tube fuselage of BMFW 3-cyl monoplane.
Fuselage with 3-cylinder motor from Flugsport, 1910.
Noris sport monoplane powered by Sylphe 3-cylinder engine on Heineberg airfield near Nurnberg.
The company Bayerische Motoren- und Flugzeugwerke, GmbH, Nurnberg, launched a monoplane "System Enders", whose chassis was made entirely of steel; likewise the rear tail unit and the rudders were made of metal. The driver's and passenger seats were located in a body closed to the front with side doors.
The BMFW were thus the first in Europe to use a steel tube fuselage. The aircraft exhibited at the ALA 1912 was a monoplane (military type), with a span of 11m and a length of 8 m. The total weight was 300 kg. A 55 hp "Sylphe" seven-cylinder rotary engine was installed in the front part of the aeroplane.
The aircraft could be easily controlled by both the pilot and the passenger.
The BMFW were thus the first in Europe to use a steel tube fuselage. The aircraft exhibited at the ALA 1912 was a monoplane (military type), with a span of 11m and a length of 8 m. The total weight was 300 kg. A 55 hp "Sylphe" seven-cylinder rotary engine was installed in the front part of the aeroplane.
The aircraft could be easily controlled by both the pilot and the passenger.
BMFW monoplane with new power-boosted 70-hp Sylphe rotary engine at ALA 1912 in Berlin.
Coler monoplane FEG 1 with 100 hp Argus Motor, built 1912-13 by FEG in Berlin.
Coler monoplane FEG 1 with 100 hp Argus Motor, built 1912-13 by FEG in Berlin.
The adjacent photo shows a monoplane, the "Pteranodon", developed by Herr von Klosterlein, Cologne. The power plant consists of a water-cooled four-cylinder Selve engine of 55 hp with a directly coupled propeller of 2.2 m diameter. The aircraft has a service weight of 540 kg. Further details about the engine are not known.
BMW IV-powered DFW C.VII world altitude record, 9,920 m on May 9, 1919. Flugsport 1919.
Four-cylinder fan-typ (boxer-type) aeroengine engine used on a monoplane made by Durkopp in 1910.
Deutschland biplane with 100 hp Argus.
Deutschland biplane with 100 hp Argus.
Fokker M3 with Argus engine.
Fokker M4 with 6-cylinder Argus engine.
The Halberstadt D.III fighter (this one modified to carry two machine guns on the starboard side) was one of the most important types to use the Argus As II. This aircraft was flown by Lt. Otto Bernert of Jasta Boelcke. Bernert was awarded the Pour le Merite after 20 victories and went on to score 27 victories.
150 hp Austro-Daimler engine installation of a Series 65.7 Brandenburg D.I, radiator in front.
Jeannin-Taube with 100hp Argus. [1913]
LVG C.V with Bz IV 225 hp engine. [1918]
The LVG C.VI was used in large numbers and was powered by the Benz Bz IV and IVu.
LVG C.VI with a checkerboard marking and number 12 on the fin. The light rectangle below the cockpit was a Cellon-covered case containing the rigging instructions. (Peter M. Grosz Collection/SDTB)
LVG C.VI with a checkerboard marking and number 12 on the fin. The light rectangle below the cockpit was a Cellon-covered case containing the rigging instructions. (Peter M. Grosz Collection/SDTB)
Otto biplane with Argus As I engine in 1912. Flight instructor Rentzel (at left in the back seat) after his flight with 4 people.
Otto-Farman biplane with Argus-Motor and works pilot Baierlein in the cockpit.
Otto-Farman biplane with Argus engine and works pilot Baierlein in the cockpit. Note stuff pig mascot.
Otto-Farman biplane with Argus engine.
Monoplane with Argus engine, built in 1913. Baierlein won the race Rund um Berlin 1913 with it.
Argus 100hp in Rumpler. [1912]
Exhibition booth of E. Rumpler Flugzeugbau at the International Motorboat Show 1910, Aeolus engine. [1910]
Schudeisky with Rumpler 50 hp. [1910]
Take-off preparations of monoplane Zust and Schlegel, equipped with 50 hp Durkopp engine. Aircraft crashed on its first take-off in August 1910.
[Erich Schmidt "Sachsen" Doppeldecker] Saxonia-Biplane equipped with 55 Hp Argus engine (1911).
Saxon biplane with 50 hp Argus engine, 1912.
Saxon biplane with Argus engine in 1912.
The 100hp 4-cylinder BuS was tested on a Sachsen-Doppeldecker (here shown over the Leipzig airfield) to develop the next 6-cylinder BuS engine. [1914]
Drawings of the 6 x 300hp Basse and Selve installation in the Schutte-Lanz R.I.
The completed SSW R.VIII with 6 x 300hp Basse and Selve installation. The SSW R.VIII was the largest aircraft of WWI. Although the aircraft was completed it was never flown.
The SSW R.VIII was the first of the third-generation SSW R-planes, and was the world's largest airplane when built.
The 6 x 300hp Basse and Selve installation in the SSW R.VIII.
Drawings of the 6 x 300hp Basse and Selve installation in the SSW R.VIII
Sablatnik in front of his Union-Pfeil-Biplane, 120 hp Austro-Daimler (1913).
Argus 4-cylinder in Westphal monoplane 1911-12.
Argus Loutzkoy Taube with 2 x Argus engines in the nose.
Loutzkoy Taube with two Argus engines in the nose; each engine drove its own propeller.
200 hp engine installation on Loutzkoy Taube 1912 (two Argus Type 4 engines). [1913]
Double Argus installation in Loutzkoy Taube. [1912]
Final configuration of the Sikorsky S-21 Russian Knight powered by four Argus 150hp engines. It was the world's first 4-engine airplane.
The German Gustav Weisskopf (Whitehead), who emigrated to America, in front of his flying machine No. 21.
Weisskopf's four-cylinder engine (around 1904). Weisskopf built several of his own aircraft engines since the beginning of the 20th century.
Argus 50 hp in Heilmann (Heitmann ???) monoplane. [1911]
Advertisement Austrian Daimler-Motoren AG, 1911.
Copy of Morane made by Bayerische Motoren- und Maschinenfabrik in Nurnberg, for test runs equipped with 7-cylinder rotary BMFW engine. On fuselage is written "BMFW", on the hangar: "Nurnberg-Furth e.V."
SPAD 7 of SPA 124 (better known as the Lafayette Escadrille) at Ham in April 1917 with a Nieuport in the background.
SPAD 7 of SPA 124 (better known as the Lafayette Escadrille) at Ham in April 1917 with a Nieuport in the background.
The Spad VII was made possible by introduction of the Hispano-Suiza V-8, initially of 140 hp, later with 150 hp, then 180 hp. These versions of the engine did not have reduction gears. This one served with the Lafayette Escadrille. The Spad VII was fast, fairly maneuverable, and robust; its shortcoming was the standard armament of a single synchronized machine gun.
The Spad VII was made possible by introduction of the Hispano-Suiza V-8, initially of 140 hp, later with 150 hp, then 180 hp. These versions of the engine did not have reduction gears. This one served with the Lafayette Escadrille. The Spad VII was fast, fairly maneuverable, and robust; its shortcoming was the standard armament of a single synchronized machine gun.
Brand new Spad XIII S.8524 at Orly, one of some 80 supplied to the U.S. Air Service by the Adolphe Bernard firm in September and October 1918. The Spad XIII was powered by a high-speed Hispano-Suiza engine (200 hp 8Ba or 220 hp 8Bc or 8Be) with reduction gear. It was fast and was arguably the best Allied fighter to see extensive service despite its mediocre maneuverability. While giving the Spad XIII excellent performance, the geared engines proved to be unreliable, suffering from vibration and poor lubrication and suffered from failures of the reduction gear. Additionally, its maintenance problems were severe. No captured examples could pass the German 60-hour reliability testing.