Udet U 8
| Udet U 8 | |
|---|---|
|
|
| Type: | Airliner |
| Design country: | |
| Manufacturer: | |
| First flight: |
1924 |
| Commissioning: |
1925 |
| Production time: |
1924/1925 |
| Number of pieces: |
5 |
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The Udet U 8 , also known as the Udet limousine , was a small German touring aircraft from the 1920s.
development
The U 8 was commissioned by German Aero-Lloyd , with the chief designer and partner in Udet Flugzeugbau GmbH, Hans Herrmann, who was founded in 1922, based on the predecessor U 5 and largely adopted its dimensions, but increased the number of passenger seats from two to three. At the end of 1924 the first copy was completed, followed by two more, which were issued on behalf of Lloyd. These aircraft with the characteristics D-417 (. WNr 227), D-483 (. WNr 236) and D-502 (. WNr 237) were measured with a Sh-6 - radial engine of Siemens & Halske equipped, of which only about ten Pieces were built and came as a feeder on domestic routes such as B. Hamburg – Hanover, Hanover – Bremen, Munich – Garmisch or Munich – Berchtesgaden are used. When Deutsche Luft Hansa AG was founded in January 1926, they were incorporated into its portfolio, where at least the first two were still in service until 1928.
Another U 8 with the registration number D-670 received a British Lucifer engine and took part in the German round flight for the BZ-Preis der Lüfte from 1925 and achieved the best overall time in its category C. In the subsequent Otto Lilienthal competition, the pilot Willy Polte with the U 8 won the first prizes in its class for the highest speed and the highest peak height reached.
Another aircraft ( D-839 ) was also built in 1925 , with which an adjustable split wing developed by Gustav Lachmann was tested for the first time in Germany to reduce landing speed. It was designated as U 8a (however, it was registered as U 8b) and had a slightly more powerful Sh-12 engine, an enlarged wing area and an enlarged vertical tail unit . The flaps ran over the entire span on the wing leading edge and were operated in combination with the landing flaps . The tests were carried out in cooperation with the German Commercial Aviation School , whereby the success of the construction was rather limited given its weight in relation to the rather light U 8a and its already existing low landing speed.
construction
The U 8 is a cantilever high-decker in composite construction with a hull made of plywood . The aircraft was designed in such a way that individual assemblies such as the tail unit , the engine mount and the landing gear could be dismantled in one piece. The pilot's cabin was behind the engine and was open. Behind her was the passenger cabin, which could be entered through a door on the left. Its ceiling formed a blind that could be opened to let in fresh air. Behind it was the luggage compartment. The wing with an elliptical floor plan was placed on the fuselage with two flat beams and consisted of a light metal frame made of Aludur with internal bracing , two box spars and ribs made of plywood. It was covered with fabric, had a front edge made of plywood and contained the fuel tank with a capacity of 145 liters.
The tail unit consisted entirely of a wooden frame covered with fabric, was self-supporting and had a two-part elevator . The non-retractable undercarriage was formed from the main wheels connected to an axle and a grinding spur at the rear.
Technical specifications
| Parameter | Data (U 8) | (U 8 a) |
|---|---|---|
| crew | 1 | |
| Passengers | 3 | |
| Cabin (l × w × h) | 2.5 m × 0.96 m × 1.24 m | |
| span | 12.00 m | |
| length | 7.28 m | |
| height | 2.67 m | |
| Wing area | 18.00 m² | 25.00 m² |
| Wing extension | 8.00 m | |
| Wing loading | 47.77 kg / m² | 44.00 kg / m² |
| Power load | 12.29 kg / kW (8.60 kg / PS) | 12.00 kg / kW (8.80 kg / PS) |
| Area performance | 3.89 kW / m² (5.55 PS / m²) | 3.68 kW / m² (5.00 PS / m²) |
| Preparation mass | 450 kg | 640 kg |
| payload | 205 kg | 237 kg |
| Payload | 370 kg | 460 kg |
| Takeoff mass | 820 kg | 1100 kg |
| drive | an air-cooled nine-cylinder - four stroke - radial engine | |
| Type | Siemens & Halske Sh 6 | Siemens & Halske Sh 12 |
| Starting power continuous power |
110 PS (81 kW) at 1600 rpm, maximum 100 PS (74 kW) at 1500 rpm |
125 PS (92 kW) at 1750 rpm, maximum 108 PS (79 kW) at 1500 rpm |
| Fuel consumption | 25.00 kg / h | 30.00 kg / h |
| Fuel volume | 145 l | |
| Top speed | 170 km / h near the ground | 145 km / h near the ground |
| Cruising speed | 155 km / h near the ground | 130 km / h near the ground |
| Landing speed | 75 km / h | 65 km / h |
| Rate of climb | 2.00 m / s | |
| Service ceiling | 3500 m | 3300 m |
| Range | maximum 465 km | maximum 520 km |
| Flight duration | maximum 3 h | maximum 4 h |
| Take-off / landing route | 170 m / 120 m | 100 m / 70 m |
| Ratio of payload / flight mass | 45% | 42% |
literature
- Wolfgang Wagner: German air traffic . The pioneering years 1919–1925. In: German aviation . 1st edition. tape 11 . Bernard & Graefe Verlag, Koblenz 1987, ISBN 3-7637-5274-9 , p. 265-267 .
- K. Grasmann (Hrsg.): Airplane type tables. DMZ 1925-1927 . 1977 (facsimile reprint Deutsche Motor-Zeitschrift No. 5 and 6/1925).
Web links
Individual evidence
- ^ Karl Ries: Research on the German aviation role. Part 1: 1919-1934 . Dieter Hoffmann, Mainz 1977, ISBN 3-87341-022-2 , p. 38, 42, 43 and 53 .
- ↑ Bruno Lange: Type Handbook of German Aviation Technology (= Die deutsche Luftfahrt . Volume 9 ). Bernard & Graefe, Koblenz 1986, ISBN 3-7637-5284-6 , pp. 327 .
- ↑ Ries, p. 53
- ↑ Ries, p. 64
- ↑ a b Wagner, p. 271