Книги
Centennial Perspective
M.Dusing
German & Austro-Hungarian Aero Engines of WWI. Vol.2
94
M.Dusing - German & Austro-Hungarian Aero Engines of WWI. Vol.2 /Centennial Perspective/ (65)
First aircraft in the world powered by a combustion engine (1900/01). The water plane designed by the Austrian Wilhelm Kress with a 35 hp 4-cylinder engine from Daimler Motoren Gesellschaft.
Kress aeroplane fuselage with 35 hp engine installation.
35 hp 4-cylinder Aircraft engine, delivered in 1901 to Kress for his flying boat.
Delfosse Motorenfabrik GmbH, Ko In
Three-Cylinder 30/24 hp Fan-Type Aircraft Engine (Type 1)
For his first monoplane, Delfosse first developed a fan-shaped 3-cylinder engine in 1908/09. This engine was purely air-cooled and designed in the way it was common at that time. The valves were controlled via push rods.
The engine was equipped with a H.T. magneto, but also a version with a 6 volt accumulator is known.
The fan-shaped cylinders of this engine are offset by 72 degrees, so that magneto ignition could be used. The bore was 110 mm with 120 mm stroke, speed 1200-1500. 24/30 hp, minimum power 24 hp with 110 kg traction.
Other features were: Special metal cylinders, very large valve chambers and chrome nickel crankshaft.
This engine was practically tested together with the flying machine of Lieutenant Lanyi. The built-in Delfosse engine (stroke 120 mm, bore 110 mm) produced 30 hp at 1400 revolutions. The whole apparatus weighed 205 kg without pilot.
The flight tests carried out were satisfactory, but longer flights could not be undertaken due to unreliability of the engine.
Three-Cylinder 30/24 hp Fan-Type Aircraft Engine (Type 1)
For his first monoplane, Delfosse first developed a fan-shaped 3-cylinder engine in 1908/09. This engine was purely air-cooled and designed in the way it was common at that time. The valves were controlled via push rods.
The engine was equipped with a H.T. magneto, but also a version with a 6 volt accumulator is known.
The fan-shaped cylinders of this engine are offset by 72 degrees, so that magneto ignition could be used. The bore was 110 mm with 120 mm stroke, speed 1200-1500. 24/30 hp, minimum power 24 hp with 110 kg traction.
Other features were: Special metal cylinders, very large valve chambers and chrome nickel crankshaft.
This engine was practically tested together with the flying machine of Lieutenant Lanyi. The built-in Delfosse engine (stroke 120 mm, bore 110 mm) produced 30 hp at 1400 revolutions. The whole apparatus weighed 205 kg without pilot.
The flight tests carried out were satisfactory, but longer flights could not be undertaken due to unreliability of the engine.
Biplane of Lieutenant Lanyi (Hungary, 1911). The built-in Delfosse engine (stroke 120 mm, bore 110 mm) produced 30 hp at 1400 revolutions. [1910]
View of the engine installation, spark plug cables, control rods, gas-air mixture supply lines. [1910]
The first AEG aeroplane was powered by a 75 hp Korting 8SL116 (V8) engine, built in 1910.
Final member of the AEG bomber family was the AEG G.V, which was an extended-span, three-bay development of the G.IV. The additional wing area enabled it to carry a heavier bomb load; it used the same 260 hp Mercedes D.IVa engines as the earlier G.IV. Servo-tabs were added to the ailerons to reduce the heavy control forces for the pilot.
Example of engine installation (pusher) on Albatros Militar-Doppeldecker (biplane). [1912]
6-cylinder D III Mercedes engine in an Albatros C III. Machinegun alongside to the engine.
The exhaust pipes, with machine gun below, and engine cowl of the C III type Albatros
The exhaust pipes, with machine gun below, and engine cowl of the C III type Albatros
Mercedes D IV installed in an Albatros C.V.
Albatros D.I 436/16 ready for take off. The camouflage on the wing upper surfaces is visible. Only a single production batch of 50 D.I fighters, serials D.421/16 through D.470/16, was ordered before production was shifted to the improved D.II. Aircraft D.344-348/16 are thought to be the initial D.I prototypes. In June 1916 Idflieg ordered 12 Albatros fighter prototypes, D.380-391/16; D382/16, D.384/16, D.385/16, D.390/16, and D.391/16 are known to be D.I fighters. D.386/16 was a D.II prototype and D.388/16 was a D.III prototype.
The Albatros D.I reached the front in the late summer of 1916. It was the first of many fighter designs that were powered by the 160 hp Mercedes D III.
The Albatros D.I reached the front in the late summer of 1916. It was the first of many fighter designs that were powered by the 160 hp Mercedes D III.
Ingold's Aviatik-Pfeil biplane record aircraft with 100 hp Mercedes.
The Postage stamp showing Pilot Ingold and his LVG (???) biplane (100 hp Mercedes D I)
Aviatik Biplane with 100 PS Mercedes D I. To cool the engine, two Hazet radiators are mounted on both sides in an easily accessible manner. [1913]
Flugzeugbau Emil Freytag, Zwickau/ Saxonia
Emil Freytag founded his aircraft manufacturing company in 1912 and moved into one of the aircraft hangars of the Wurttemberg Flying Club near the Cannstatter Wasen in Unterturkheim near Stuttgart. It is known that at least five "Baumann-Freytag" aircraft were built there, although they were not equipped with their own engines.
Emil Freytag founded his aircraft manufacturing company in 1912 and moved into one of the aircraft hangars of the Wurttemberg Flying Club near the Cannstatter Wasen in Unterturkheim near Stuttgart. It is known that at least five "Baumann-Freytag" aircraft were built there, although they were not equipped with their own engines.
Baumann-Freytag Biplane (1912).
E4uF Mercedes engine powering a Baumann-Freytag biplane.
Charlett monoplane with three-cylinder Hilz engine (1910).
Delfosse Motorenfabrik GmbH, Koln
The technically skilled August Arthur Delfosse built his first motorcycle at the age of 15. It is well known that he made his first gliding tests with a self-built gliding apparatus in 1902 on the Mulheimer Heide in Cologne.
In 1909 Delfosse built a monoplane which he demonstrated at the Cologne Flight Week and the Brussels Motor Show. He then founded the first aircraft engine factory in Germany in Riehl. While the frames and wings of the previously used flying machines were usually made of wood and bamboo cane, Delfosse already used seamless steel tubing, which was joined together using the autogenous welding process. The advantages of this innovation were that, despite the significant weight reduction, the frame and wings were more durable, and repairs could be carried out more easily. A further reduction in weight was achieved by using the three-cylinder 24 hp Delfosse engine specially designed for this aircraft.
The Delfosse monoplane had a total weight of only 145 kg. The engine was in front, the propeller had a diameter of 2.10 m and was mounted directly on the engine axle.
The company Aug. Arthur Delfosse Motorenfabrik GmbH was founded with the aim of supplying engines and accessories for the growing aircraft industry.
The first advertisements of the Delfosse company appeared in 1910 in the magazine "Flugsport":
"Complete flying machines, guaranteed to fly".
These flying machines were of course equipped with engines from the company's own production.
The technically skilled August Arthur Delfosse built his first motorcycle at the age of 15. It is well known that he made his first gliding tests with a self-built gliding apparatus in 1902 on the Mulheimer Heide in Cologne.
In 1909 Delfosse built a monoplane which he demonstrated at the Cologne Flight Week and the Brussels Motor Show. He then founded the first aircraft engine factory in Germany in Riehl. While the frames and wings of the previously used flying machines were usually made of wood and bamboo cane, Delfosse already used seamless steel tubing, which was joined together using the autogenous welding process. The advantages of this innovation were that, despite the significant weight reduction, the frame and wings were more durable, and repairs could be carried out more easily. A further reduction in weight was achieved by using the three-cylinder 24 hp Delfosse engine specially designed for this aircraft.
The Delfosse monoplane had a total weight of only 145 kg. The engine was in front, the propeller had a diameter of 2.10 m and was mounted directly on the engine axle.
The company Aug. Arthur Delfosse Motorenfabrik GmbH was founded with the aim of supplying engines and accessories for the growing aircraft industry.
The first advertisements of the Delfosse company appeared in 1910 in the magazine "Flugsport":
"Complete flying machines, guaranteed to fly".
These flying machines were of course equipped with engines from the company's own production.
The monoplane of Ing. Aug. Arthur Delfosse, equipped with 23 hp 3-cylinder fan-shaped engine. [1910]
Monoplane of Deutsche Flugmaschinenbau-Gesellschaft equipped with 40 hp Haacke HH 3. [1910]
Dorner Flugzeug-Gesellschaft, Berlin-Johannisthal
Hermann Dorner was a well-known German aviation pioneer of the early days. He studied shipbuilding in Berlin and became a graduate engineer in 1909.
As early as 1907, he had begun developing a glider to which an engine could be attached at the front. Dorner made his first practical gliding flights in the summer of 1908, and in September 1909 he was the only German to take part in the 1st International Flight Week in Johannisthal. He had entered the competition with his self-designed monoplane and thus for the first time presented a German powered flying machine at a major event. However, he could only show a few short jumps with his monoplane. On July 11, 1910, he won the third Lanz-Preis der Lufte, worth 3,000 marks, with his T II monoplane, and in August he won another prize at the aviation show in Johannisthal. In the summer of 1910, he acquired pilot's license No. 18 from the German Aeronautical Association. With the money from the prizes, Dorner founded his Dorner Flugzeug GmbH in 1910. However, the great success failed to materialize; neither his aircraft nor the engines he developed brought any financial success. He closed his company in 1912 and went to work as a flight instructor at the Adlershof Aviation School. In 1913, he successfully applied for the position of technical director at the German Experimental Station for Aviation (DVL) in Berlin-Adlershof, which had been founded shortly before.
Hermann Dorner was one of the "Alten Adler".
Hermann Dorner was a well-known German aviation pioneer of the early days. He studied shipbuilding in Berlin and became a graduate engineer in 1909.
As early as 1907, he had begun developing a glider to which an engine could be attached at the front. Dorner made his first practical gliding flights in the summer of 1908, and in September 1909 he was the only German to take part in the 1st International Flight Week in Johannisthal. He had entered the competition with his self-designed monoplane and thus for the first time presented a German powered flying machine at a major event. However, he could only show a few short jumps with his monoplane. On July 11, 1910, he won the third Lanz-Preis der Lufte, worth 3,000 marks, with his T II monoplane, and in August he won another prize at the aviation show in Johannisthal. In the summer of 1910, he acquired pilot's license No. 18 from the German Aeronautical Association. With the money from the prizes, Dorner founded his Dorner Flugzeug GmbH in 1910. However, the great success failed to materialize; neither his aircraft nor the engines he developed brought any financial success. He closed his company in 1912 and went to work as a flight instructor at the Adlershof Aviation School. In 1913, he successfully applied for the position of technical director at the German Experimental Station for Aviation (DVL) in Berlin-Adlershof, which had been founded shortly before.
Hermann Dorner was one of the "Alten Adler".
Dorner hang glider 1910.
Early Dorner monoplane with four-cylinder engine. Radiator in front of the engine. [1912]
Dorner engine. [1912]
Front view of Dorner monoplane seats, controls, and engine. [1912]
Dorner monoplane seats, controls, and engine. [1912]
Dorner aircraft owned by Werntgen with 36 hp Korting engine 4L 111.
Euler D.R.7 triplane fighter prototype fitted with a Goebel Goe II engine.
Fokker Dr.I with Goebel Go.II engine installed; It is from Jastaschule I or II.
Mercedes D IVa in Friedrichshafen G.III.
Monoplane of GEFA (pilot Dr. Hoos) with 60 hp Hilz engine, here during a stop-over in Hannover, 1911.
Goedecker-Taube and Dixi
In the early years, the several of Goedecker aircraft were delivered with Dixi aircraft engines. These engines were built as four-cylinder with adjacent single cylinders in the types of 50 hp, 75 hp and 100 hp.
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In the early years, the several of Goedecker aircraft were delivered with Dixi aircraft engines. These engines were built as four-cylinder with adjacent single cylinders in the types of 50 hp, 75 hp and 100 hp.
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This Goedecker Taube "Sturmvogel" equipped with a 100 hp Dixi engine, was part of the company capital of Fahrzeugfabrik Eisenach with 13,500 marks. [1912]
Goedecker monoplane equipped with 100 hp Dixi.
Drawing of D IVa-powered Gotha G.III installation.
Mercedes D IVa in Gotha G.V.
This view of a Gotha G.V flown by Kasta 17 of Bogohl 3 shows its new engine nacelles, the night camouflage, and the original iron cross insignia over-painted to the new, straight-sided insignia. The bomber has an interesting marking of a constellation of eight-pointed stars with a line connecting them. Plates behind the wheels deflect debris from going through the propeller arc. A large load of bombs is carried beneath the wing center section.
This view of a Gotha G.V flown by Kasta 17 of Bogohl 3 shows its new engine nacelles, the night camouflage, and the original iron cross insignia over-painted to the new, straight-sided insignia. The bomber has an interesting marking of a constellation of eight-pointed stars with a line connecting them. Plates behind the wheels deflect debris from going through the propeller arc. A large load of bombs is carried beneath the wing center section.
Two views of D IVa in a Gotha G.V.
View of D IVa engine module from a Gotha G.V.
View of D IVa engine module from a Gotha G.V.
The Mercedes D III and D IIIa engines were mostly used in fighters. One of the most unusual types to use the D IIIa was the Gotha WD27, a prototype long-range maritime reconnaissance floatplane. It appears to have been developed to the same requirement as the unusual Friedrichshafen FF60. Was the D IIIa chosen for its reliability given the WD27's design role?
Grade-Motoren-Werke GmbH, Magdeburg und Bork
Hans Grade was born in Koslin on May 17, 1879. In 1903, Grade designed his first motorcycle. After completing his studies at the college in Berlin-Charlottenburg, Hans Grade founded a small engine factory in his father's town, which he later sold and moved to Magdeburg in 1904, where he opened a factory on a significantly larger scale, which has since supplied over 1000 units of the well-known Grade two-stroke engines. During his many years of experience in the engine business, Grade became convinced that the two-stroke engine, by virtue of its simplicity and lightness, but above all by virtue of its rational operation, was qualified to be used as an aircraft engine. At that time, Grade's two-stroke engines were initially used primarily in motorcycle and boat construction. In 1907, Hans Grade withdrew from the management of his company and devoted himself to the construction of his first triplane aircraft, with which he made his first flight on the Cracauer Anger in Magdeburg on October 28, 1908. This triplane was equipped with its own six-cylinder two-stroke engine, which produced 36 hp. In 1910, with aviation gradually becoming established in Germany, Grade set up an aircraft factory in Bork near Berlin. There is much to suggest that the engine parts, such as pistons, crankshafts, casings, etc., were manufactured in Magdeburg - the assembly of the engines and the test runs took place in Bork near Berlin. The aircraft company, in which about 80 aircraft were built, existed until the beginning of World War I. Grade was one of the first successful German powered aviators. His pilot's license dated February 1, 1910, issued by the Luftschiffer-Verband Berlin, bears the number 2, after August Euler, who was awarded the number 1.
Before the war, Grade Motoren-Werke produced only its own designs. The Grade engines were multi-cylinder air-cooled engines in which the cylinders were arranged in a 90° V-shape.
There was no significant series production. The Grade engines were used almost exclusively in his own flying machines. During the war, repair work was carried out on various types of aircraft engines at the Grade engine plant in Magdeburg.
Hans Grade was born in Koslin on May 17, 1879. In 1903, Grade designed his first motorcycle. After completing his studies at the college in Berlin-Charlottenburg, Hans Grade founded a small engine factory in his father's town, which he later sold and moved to Magdeburg in 1904, where he opened a factory on a significantly larger scale, which has since supplied over 1000 units of the well-known Grade two-stroke engines. During his many years of experience in the engine business, Grade became convinced that the two-stroke engine, by virtue of its simplicity and lightness, but above all by virtue of its rational operation, was qualified to be used as an aircraft engine. At that time, Grade's two-stroke engines were initially used primarily in motorcycle and boat construction. In 1907, Hans Grade withdrew from the management of his company and devoted himself to the construction of his first triplane aircraft, with which he made his first flight on the Cracauer Anger in Magdeburg on October 28, 1908. This triplane was equipped with its own six-cylinder two-stroke engine, which produced 36 hp. In 1910, with aviation gradually becoming established in Germany, Grade set up an aircraft factory in Bork near Berlin. There is much to suggest that the engine parts, such as pistons, crankshafts, casings, etc., were manufactured in Magdeburg - the assembly of the engines and the test runs took place in Bork near Berlin. The aircraft company, in which about 80 aircraft were built, existed until the beginning of World War I. Grade was one of the first successful German powered aviators. His pilot's license dated February 1, 1910, issued by the Luftschiffer-Verband Berlin, bears the number 2, after August Euler, who was awarded the number 1.
Before the war, Grade Motoren-Werke produced only its own designs. The Grade engines were multi-cylinder air-cooled engines in which the cylinders were arranged in a 90° V-shape.
There was no significant series production. The Grade engines were used almost exclusively in his own flying machines. During the war, repair work was carried out on various types of aircraft engines at the Grade engine plant in Magdeburg.
Hans Grade's triplane with which he achieved his first jumps in the air. [1909]
Grade 36 hp engine in his triplane.
The first German aeroplane, with Herr Grade starting the engine. [1909]
Engineer Grade in his airplane before starting the engine.
German aviator Bozena Lagler with her Grade monoplane. [1909]
Grade fliers on the airfield Mars. From left to right: Miss Lager-Prague, Ropell, Bucher-Luzern, Lieutenant Huttig, Lieutenant Boder, Pflug-Sidney. [1911]
Early Grade monoplane No.6 during a flight competition.
Grade just before the start of the first stage Chemnitz-Dresden. [1911]
Advertisement 1911
The Grade-Flugpostillon Pentz receives the first airmail from Bork to Bruck on 18 February 1912.
Grade Monoplane with 36 hp Grade engine. The aircraft was used to carry privately airmail letters and cards.
Four exhaust pipes visible on the Grade-Renneindecker
Grade military monoplane.
Grade monoplane with boat and windscreen.
Small deviation on this Grade monoplane: The exhaust pipes are directed outward. [1912]
Small deviation on this Grade monoplane: The exhaust pipes are directed outward. [1912]
Grade monoplane with 4-cylinder engine, exhibited in the Berlin Aviation Collection (about 1936).
Early Grade monoplane with gondola in Berlin Aviation Museum (around 1940) 4 cylinders/24hp.
Grade monoplane with nacelle fuselage and rotary engine.
Grade 4-cyl water monoplane; the engine was not powerful enough.
The Grade 1910 monoplane drawings.
The Grade 1910 monoplane drawings.
Grade Monoplane [1911]
Grade monoplane Type D with with overhead seat and suspended four-cylinder engine.
Grade monoplane Type D with with overhead seat and suspended four-cylinder engine.
Grade monoplane Type E with overhead seat and suspended eight-cylinder engine by Grade at the ALA 1912 in Berlin.
Aviator Heitmann's monoplane, powered by a 4-cylinder Delfosse power unit. [1910]
Jatho IV.
Jatho IV with 30-36 hp Korting engine 4L111.
Jatho IV.
Karl Kretzschmar, Dresden
The engineer Karl Kretzschmar was regarded in Germany as a specialist in gas turbines. He published scientific papers on his experiments with this new type of propulsion in various journals, including the 1911 issue of the magazine "Der Motorwagen”.
Although his theoretical approaches to the new technology were quite correct, he was unable to successfully implement them in practice.
The engineer Karl Kretzschmar was regarded in Germany as a specialist in gas turbines. He published scientific papers on his experiments with this new type of propulsion in various journals, including the 1911 issue of the magazine "Der Motorwagen”.
Although his theoretical approaches to the new technology were quite correct, he was unable to successfully implement them in practice.
Kretzschmar with his "turboprop-engine" installed in an aeroplane. [1911]
Gas turbine prepared for test runs under laboratory conditions (Kretzschmar 1910/11).
Mercedes D I installed in a Taube, Fuel tank between the wings, cooler on top of the engine, exhaust pipe located under the fuselage. [1914]
The Roland D.I was also powered by the 160 hp Mercedes D III. It was built in small numbers; although fast it had poor handling qualities.
The production LFG Roland D.I shown here at Adlershof was also built under license by Pfalz as the Pfalz D.I. The crosses are of normal proportions, which indicates this may be a Pfalz-built aircraft; Roland-built aircraft had thicker crosses. Production D.I fighters did not have the fuselage side window present in the D.I prototype.
The production LFG Roland D.I shown here at Adlershof was also built under license by Pfalz as the Pfalz D.I. The crosses are of normal proportions, which indicates this may be a Pfalz-built aircraft; Roland-built aircraft had thicker crosses. Production D.I fighters did not have the fuselage side window present in the D.I prototype.
160hp Mercedes in Roland D.II.
The massive Lubeck-Travemunde F 2 used the obsolete but powerful Mercedes D IV straight-8 engine.
The unusual Mercedes D IV straight-8 engine was quickly developed from the D III 6-cylinder as an interim measure pending availability of the D IVa 6-cylinder. The D IV was subject to failure in twin-engine bombers but was successful in the Albatros C.V and LVG C.IV (shown) reconnaissance aircraft, where its geared propeller gave it excellent efficiency and it could be fully cowled, reducing drag. These types were as fast as Allied fighters when they reached the front, allowing them to avoid interception.
Mercedes D4F installed on Otto-Monoplane (1911). With this 130 kg heavy engine 120 to 130 km/h was reached.
Pfalz D.III 4114/17 eventually served with Kest 8; the wheels, nose, and tail are painted white.
The Pfalz D.III reached the front in the late summer of 1917. It was powered by the 160 hp Mercedes D III. Using the same engine, guns, and similar structural design, Its performance was similar to the Albatros D.I that appeared a year earlier.
The Pfalz D.III reached the front in the late summer of 1917. It was powered by the 160 hp Mercedes D III. Using the same engine, guns, and similar structural design, Its performance was similar to the Albatros D.I that appeared a year earlier.
Poelke aeroplane with water-cooled 4-cylinder 45 hp in-line GHF engine.
Rumpler-Etrich-Taube with Daimler engine before departure to Munich. [1911]
Mercedes 70 hp 4-cylinder aeroengine E4F (Model 1911), Hirth won the Kathreiner Prize on his Taube equipped with this E4F engine. [1912]
The winner of the long distance flight Berlin-Vienna. Hellmut Hirth and his passenger, Lieutenant Schoeffler, after landing on the airfield near Aspern. [1912]
E6F H Hirth 6-cylinder.
Drawing of D IVa powered Rumpler C.IV.
Schneider fighter prototype with Goebel Goe III high-altitude engine.
The Schneider fighter resembled Nieuport fighters but was not a direct copy; in particular it used two spars in the lower wings instead of a single spar like Nieuports. Power was from a 200 hp Goebel Goe III rotary that was not ready for production. Ailerons on the lower wings only were unusual. Note the wooden wheels.
The Schneider fighter resembled Nieuport fighters but was not a direct copy; in particular it used two spars in the lower wings instead of a single spar like Nieuports. Power was from a 200 hp Goebel Goe III rotary that was not ready for production. Ailerons on the lower wings only were unusual. Note the wooden wheels.
Schulze monoplane powered by 25-30 hp Hilz three-cylinder engine (1911).
The SSW Forssman "R" in its final form taking-off at Johannisthal.
Escher 36 hp engine in Suwelak's first monoplane (1910).
Monoplane designed 1912 by Thele, but it failed to fly. It could only make some jumps of 20-30 meters.
Experimental Grade aircraft, powered by a 4-cylinder engine. [1912]
Oskar Ursinus in his aircraft powered by a 2-cylinder (Boxer) Escher engine.
Flugmaschine Wright-Gesellschaft mbH, Berlin-Reinickendorf, presenting the Wright "Record" racing biplane equipped with 50 hp Korting 8-cylinder engine.
Hilz Type II engine installed on a monoplane made in Krefeld.
7-cylinder 70 hp Hoffmann rotary engine powering an aircraft designed by the Sommer brothers. [1911]