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User:MikWes/Argus engines

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Overview

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The first six cylinder aircraft engines were produced in 1912. Argus submitted an six-cylinder engine with a nominal rating of 110 hp to the 'Kaiserpeis' aircraft engine competition. Later also bigger engines were produced, ranging from 115 hp up to approximately 190-200 hp.

In 1914 these engines designs, particularly the 120 hp Argus, evolved into the 120 hp Argus As II.

At the same time troubles with the reliability of the higher powered engine variants led Argus to concentrate the development effort on an successor engine type, which became the Argus As.III.

Design and Development

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Argus 50 hp

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Sources
Dt. Luftfahrt 1909 p. 599: mentions Argus 50 hp
Jahrb. d. Automobil- und Motorboot-Industrie 1910, p.127-128, Bootsmotor 124mm/130mm, 40 PS @ 1000 rpm, valves on the right
Haenig 1910 p. 73 (drawings), valves on the right
ZFM 1910 p.133, Argus 45/55 hp @1200/1300 rpm, 124 mm bore, 130 mm stroke, 129 kg, no oil pump, pictures (side, ctrl), valves on the right
Motorwagen (ATZ) 1910 v.1: adverts 50/55 hp, valves on the right
Motorwagen (ATZ) 1910 v.2 p.767: drawings 50/55 hp, valves on the left
Dt. Luftfahrt 1911 Nr. 3 p. 16, 3 pics, oiler, valves on the right
ZFM 1912 p.128, Argus 50 hp @1250 rpm, 124 mm bore, 130 mm stroke, 130 kg

Argus 70 hp

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Source
Vorreiter, Jb. der Luftf. 1912 p. 202-203 (Argus 90 PS drawings)


The 105/115 hp Argus (1913)

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In early 1913 a six-cylinder Argus engine with an increased bore of 130 mm and a stroke of 130 mm was already available and was said to deliver up to 115 hp at 1400 rpm.[1] The normal speed of the engine has been reported as 1350 rpm.[2]

Relative to the six-cylinder engine of the 'Kaiserpreis' competition the main improvement besides the increased bore seems to be the introduction of a seconds magneto. To achieve this, the arrangement of the external engine components had been changed again, with the water pump, now on the left side of the engine, directly coupled with one of the magnetos. The second magneto was driven via spur gears from the crankshaft and was located on the right hand side of the engine. The oil pump also had been relocated, now sitting separately on the engine case to the left, driven via spur gears from the camshaft at the propeller end.

When this engine later was tested by the Deutsche Versuchsanstalt für Luftfahrt in Adlershof from 15-17 November 1913 it was and found to produce about 110 hp at 1330 rpm.[3]

While this engine is referred to as 105/115 hp Argus[4] or 115 hp Argus[1][5] in some publications, these engines typically were referred to as '100 hp Argus'[6] or '110 hp Argus' six-cylinder engines in most contemporary reports, which at times makes it difficult to distinguish them from the 100 hp four-cylinder Argus As I.

In the reports for the 'Prinz-Heinrich-Flug 1913' aircraft competition from May 10 - May 17 1913, two aircraft with this engine can already be found enlisted, a Jeannin-Taube, flown by Lt. Coerper, and an L.V.G.-biplane, flown by Lt. Carganico, both powered by the Argus six-cylinder engine of 130 mm bore and stroke.[7]

Notes/Todos
NB/to validate: a drawing[2] suggests that this engine also existed in 124 mm x 130 mm variant.[2]
NB: Johannisthal Frühjahrs Flugwoche (May 25, 1913): 6-cyl 100 hp Argus on Ago.D. (Gorrissen, ev. Kießling, Zahn), Otto-D. No.154 (Janisch), Jeannin-Stahltaube. (Stiploschek, ev. Stiefvater, Freindt); Der Motorwagen 1913, p.402-406
NB: Bodensee-Wasserflug 1913: six-cylinder Argus 110 hp Aviatik-DD. (Faller), also 100 hp Argus Otto- and Ago-DD; also four-cylinder(!) 123 hp Argus Aviatik-DD (Stoeffler) (Deutsche Luftfahrt 1913, pp. 338-339, 353-358 ,378-381)
NB: Bodensee-Wasserflug 1913: see also L'Aerophile
NB: Flugsport 17/1914, p. 685, Ilja Muromjez with two 115 PS Argus and two 190 PS Salmson gained a new World record on April 5
NB: Flugsport 2/1914 p. 67, examples of Wertziffern, also for Argus 130 x 130, also reported in L'Aerophile 1914

The 140/150 hp six-cylinder Argus (1913/14)

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The first mentioning of the 150 hp six-cylinder Argus engine being offered in the Jeannin-Stahltaube can be found in early 1913.[8] The engine had the same 140 mm (5.5 in) bore and stroke as the older 100 hp four-cylinder Argus engine.[9]

Compared with the preceding 115 hp Argus six-cylinder engine once again the external components have been rearranged.[10] Besides that the design of the engine remained similar to the preceding Argus engines.

The cylinders were of cast iron, cast in pairs of two cylinders, with the cooling jackets integral in the casting. There were two overhead valves per cylinder, which were operated via pushrods and rocker arms from the camshaft on the left side of the engine. The intake valves were oriented to the center of each cylinder pair, and their intake ducts were conjoined within the casting into a single external port facing to the left side of the engine.

Two Cudell-G.A.-carburettors were placed centrally on the left side of the engine in close proximity to each other. A heating jacket, integrated into the coolant circulation, enclosed both carburettors, which fed separately into the two induction pipes of the intake manifold. The intake manifold was made out of cast aluminum and consisted of two separate induction pipes, which fed into single distribution pipe, which then connected to all three cylinder pairs.

The pistons were made of cast iron and had two piston rings.[10] Each cylinder pair was fixated to the crankcase by six bolts. The cylinders were axially offset to the crankshaft, which was supported by two inner plain bearings and two outer ball bearings.

The crankcase was made of aluminum and cast in separate upper and lower half parts, with the upper half having six mounting arms cast into it.[10] The engine case was divided into three separate chambers by internal walls at the inner crankshaft bearings, with each chamber having a separate breather on the right hand side. The engine case had been slightly redesigned compared to the earlier 115 hp six-cylinder Argus, with most notably the pedestals being elongated to to accommodate for the additional height of the oil- and water pump assembly.

The centrifugal water pump has been moved to the lower right at the control side of the engine, mounted together with the oil pump on a transverse shaft, which was driven by helical gears from the crankshaft end. The water pump fed the coolant to the water cooled cylinders as well as to the carburettor's heating jacket from the left side. Lubrication was done by a combination of splash lubrication and additional forced lubrication of the plain bearings with fresh oil fed by the oil pump.

The two magnetos were mounted with their shafts in parallel to the engine, with one magneto placed on either side at the control end. The magnetos were driven via spur gears from the camshaft gear and from the crankshaft via an intermediate idler gear respectively.

Timeline
early 1913: Mentioning of 120 and 150 hp Argus 6-cylinder engines being available in the Jeannin-Taube
..?
1913: Jane's All the Worlds aircraft: Argus 150 h.p., 6 cyl., 140×140 (1250 r.p.m.) 353 lbs.
April 1914: Flugsport Article in issue 7/1914, p. 278, "Der 150 PS Sechszylinder Argus-Flugmotor"
Spring 1914: Ilya Muromets No 108, with 125 hp and 140 hp six-cylinder Argus
May 1914: 120 hp and 140 hp Argus aircraft participating on Prinz-Heinrich-Flug 1914
Notes (120 hp and 150 hp Argus, 1913)
NB: in 1912 a 120/125 hp Argus-Jeannin-Eindecker (pilot: Krieger) participating on the Herbstflugwoche is already mentioned in 'Flugsport' and 'Deutsche Luftfahrt', probably this 4-cylinder machine? Krieger crashed the 100 hp Jeannin Eindecker on June 9 at the Flug Berlin-Wien.
NB: in early 1913 the Jeannin-Eindecker was offered with: 100 or 140 hp 4-cyl Argus (preferred), or 120 or 150 hp 6-cyl Argus (or any other engine the customer wanted), Deutsche Luftfahrt, 1913, p. 37
NB: Ostpreussischer Rundflug, Aug 9-14, 1913: Stiploschek with six-cylinder Argus 130 hp Jeannin-Stahltaube. (Deutsche Luftfahrt 1913, pp. 434)
NB: Berliner Herbstflugwoche 1913: Stiploschek with six-cylinder Argus 120 hp (eff.) Jeannin-Stahltaube. (Motorwagen 1913, pp. 874)


NB: Flugsport 7/1914, p. 267, new Ago-Doppeldecker 1914 (pusher), 140 hp Argus

Later improvements and successor types

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NB: Flugsport 13/1914 (June), p.534, Argus-Umlauf-Motor (?) was tested 21 h 15 min at the 'Deutsche Versuchsanstalt für Luftfahrt'

NB: Flugsport 14/1914 (July), p.609, new 6 Cyl. Argus tested at 'Deutsche Versuchsanstalt für Luftfahrt', 130 mm bore, 140 mm stroke, 225 kg, power remained unchanged for the whole >21 h test, 114,27 hp at 1361 rpm with fuel consumption of 42,5 l/h and oil consumption of 1,51 l/h. --> Argus 120/130 hp or Argus As II?

NB: Flugsport 15/1914, p. 626, Warnemünde, Aviatik-Wasser-Doppeldecker, 190 PS Argus (tractor)

NB: Flugsport 16/1914, p. 678, Warnemünde, full list of seaplanes, includes one 140 hp Argus Aviatik-DD (single float), two 140 hp Argus Ago-DD and one 200 hp Argus Albatros-DD (each with 2 floats).

As III

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Sources
Angle 1921: Opel
Masméjean 1918: Opel

Applications

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TODO
Otto Pusher biplane (NB: see mention in Flugsport 1913)
Pfalz-Otto Pusher biplane (NB: photographic evidence, e.g. Jack Herris, Pfalz Aircraft of WWI, pp.14-16, all pusher photos show Argus prewar types and As.II, although incorrectly assumed to be Rapp engines by the author)
Aviatik P.14 (100 hp Aviatik Biplane of the 'Deutsch-Südwestafrikanischer Luftfahrerverein', later requisitioned by the Imperial Schutztruppe for German South West Africa)
To check
Germania Taube
Aviatik Floatplane File:German_Aircraft_of_the_First_World_War_Q66881.jpg (NB might be an Austro-Daimler?)

Tables

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Argus engine dimensions (prewar)
Name Year
ncyl
[1]

Bore
[mm]

Stroke
[mm]
Normal
speed
[min-1]

Displacement
[l]
Dry weight
(w/steel cyl.)
[kg]
Comment
70 hp c.1911[11] 4 124 130 1250 6.28 120[1] Kaiserpreis für Flugmotoren 1912 competition (70/72 hp, 125 mm bore, 1342 rpm)[12]
100 hp 1911[13] 4 140 140 1250 8.62 140[1] 5. place at Kaiserpreis für Flugmotoren 1912 (100/98 hp, 1368 rpm)[12], often referred to as Argus As I
140 hp 1912[14] 4 155 165 1250 12.45 190[1]
100 hp c.1912 6 124 (125) 130 1350 9.42 (9.57) 205 Kaiserpreis für Flugmotoren 1912 competition (110/103 hp, 125 mm bore, 1370 rpm)[12][2]
115 hp c.1913[7][15] 6 130 130 1350 10.35 210[2] also referred to as 105/115 hp Argus[4], 115 hp at 1400 rpm[1], c.200 kg[1]
130 hp c.1913[16] 6 130 140 1350 11.15 210 (185)[2] precursor/early form of 120 hp Argus As II[17] (same cylinder dimensions)
145 hp 1914 6 140 140 1350 12.93 245 (218)[2] also referred to as 150 hp Argus (150 hp at 1400 rpm, 250 kg)[10]
190 hp 1914 6 155 165 1300 18.68 310 (260)[2]
Control side gears
Type ncyl drillcam Ncam Ncrank Nmagn Nidle drillidle comment
unknown 6 2 sets 78 39 26 c.55 10 File:Argus_aircraft_engine,_c.1914,_control_side.png
? 4 2 sets c.72 c.36 c.36 c.36 c.12 Source: Jeannin-Stahltaube, Prospekt Aviatik 1911
ALA 70 hp? 4 3 sets 92 46 46 c.46 c.12 Source: Oelmotor 1/1912, p. 40
Typ 4 100 hp 4 3 sets 92 46 46 c.46 11 cut open 4-Cyl. Argus, which museum?

Engines used in competitions

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Prinz-Heinrich-Flug 1913 (May 10 - May 17, 1913)

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Formula for estm. Power L (Source: Béjeuhr[7]):

  • Liquid cooled four-stroke stationary engines: L = 10 V
  • Air cooled four-stroke rotary engines: L = 6,5 V
  • Air cooled two-stroke stationary engines: L = 10,5 V
Prinz Heinrich Flug 1913 (Source: 'Deutsche Luftfahrt' 1913, p. 250; also Béjeuhr[7])
Nr Pilot Observer Aircraft type Engine estm. Power L
[hp]
Cyl. Bore
[mm]
Stroke
[mm]
Displacement V
[l]
Formula[7]
1 Lt. Blüthgen Lt. Frhr. v. Freyberg D.F.W.-Doppeldecker Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
2 Lt. Canter Lt. Böhmer Rumpler-Taube Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
3 Lt. Frhr. v. Thüna Lt. v. Falkenhayn L.V.G.-Doppeldecker Mercedes 80-90 hp 72.7 6 105 140 7.27 L = 10 V
4 Oberlt. Beaulieu Lt. Krause Albatros-Doppeldecker Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
5 Lt. Kastner Oberlt. Niemöller Rumpler-Taube Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
6 Lt. Sommer Lt. van Beers Euler-Doppeldecker Gnome Lambda 76.9 7 124 140 11.83 L = 6.5 V
7 Lt. Weyer Oberlt. Burmeister Aviatik-Doppeldecker Argus 100 hp 86.2 4 140 140 8.62 L = 10 V
8 Oberlt. Donnevert Lt. Warsow Rumpler-Taube Argus 100 hp 86.2 4 140 140 8.62 L = 10 V
9 Lt. Coerper Lt. v. Schröder Jeannin-Taube 'Argus 100 hp'(1) (115 hp) 103.5 6 130 130 10.35 L = 10 V
10 Lt. Hailer Oberlt. Leonhard Otto-Zweid. Militärtyp Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
11 Lt. Vierling Oberlt. König Otto-Zweid. Militärtyp Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
12 Lt. Frhr. v. Haller Oberlt. Frhr. v. Könitz Otto-Zweid. Militärtyp Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
14 Lt. v. Hidessen Lt. Behm D.F.W.-Eindecker Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
15 Lt. Zwickau Lt. Müller D.F.W.-Eindecker Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
16 Ing. Schlegel Lt. Prestien Mil.-Eind. Aviatik 1913 Argus 100 hp 86.2 4 140 140 8.62 L = 10 V
17 Oberlt. Linke Oberlt. Reichenbach Av.-Pfeil-D. Mil.-Typ 13 Argus 100 hp 86.2 4 140 140 8.62 L = 10 V
18 Dipl. Ing. Thelen Kapitänlt. Weiß Albatros-Zweidecker Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
19 Techn. Dir. Hirth Oberlt. Palmer Albatros-Hirth-Eindecker Mercedes 80-90 hp 72.7 6 105 140 7.27 L = 10 V
20 Lt.Joly Oberlt. Felmy Gothaer-Waggonfabr.-E. Mercedes 80-90 hp 72.7 6 105 140 7.27 L = 10 V
21 Lt. Engwer Lt. Zimmer Gothaer Argus-Eindecker Argus 100 hp 86.2 4 140 140 8.62 L = 10 V
22 Ing. Schröder Lt. Aumann Goedecker-Eindecker Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
23 Ing. Suwelack Oberlt. v. Ascheberg Kondor-Eindecker Mercedes D.I (E6F) 95 6 120 140 9.50 L = 10 V
24 Lt. Carganico Lt. Koch L.V.G.-Doppeldecker 'Argus 100 hp'(1) (115 hp) 103.5 6 130 130 10.35 L = 10 V
...

(1) 'Argus 100 hp' as mentioned in der Motorwagen 1913, p. 434


Frühjahrsflugwoche Johannisthal(May 25 - Jun 1, 1913)

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TODO

Jahrhundertfeier-Flugwoche Breslau (Jun 8 - Jun 15, 1913)

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TODO

Rund um München (Jun 14 - Jun 15, 1913)

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TODO

Internationale Flugwoche Aspern (Jun 15 - Jun 22, 1913)

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TODO

Wasserflugzeug-Wettbewerb am Bodensee 1913 (Jun 29 - Jul 15, 1913)

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Formula for estm. Power L (Source: Deutsche Luftfahrt 1913, p. 295-296):

  • Liquid cooled four-stroke stationary engines: L = 10 V
  • Air cooled four-stroke rotary engines: L = 6,5 V
  • Air cooled two-stroke stationary engines: L = 10,5 V
Caption text
Nr Pilot Aircraft Owner Aircraft Engine Span Comment
...
2 Rich. Weyl or Lindpainter Gustav Otto, München Otto-Doppeldecker 103.04 hp Argus 18 Baierlein, 100 PS 6 Zyl Argus (Flugsport 14/1913)
3 Bailerlein or Lindpainter Gustav Otto, München Otto-Doppeldecker 166 hp A.G.O. 20 did not attend
4 Arth. Faller Aviatik, Mülhausen Aviatik-Doppeld. 102.85 hp Argus 20 crashed on start, 110 hp 6-cyl (Deutsche Luftfahrt 1913, p. 380), encased gears (see photo)
5 Viktor Stoeffler Aviatik, Mülhausen Aviatik-Doppeld. 123.6 hp Argus 18.4 crashed on water-landing, 123 hp 4cyl (Deutsche Luftfahrt 1913, p. 380)
...
8 W. Kießling or Max Schüler Ago-Flugzeugwerke Ago-Doppeldecker 100 hp Argus 18 failed to water-start, 6-cyl
10 Sablatnig Union-Flugzeugwerke Pfeil-Doppeldecker 100 hp Argus or 120 hp Austro Daimler 14.5 did not attend
...

Source: Deutsche Luftfahrt 1913, p. 296, 338, 353, 378

National Flugwoche Kiel (Jul 10 - Jul 15, 1913)

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TODO

Gelsenkirchen

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TODO

Rund um Berlin

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TODO

Herbstflugwoche in Berlin-Johannisthal 1913 (Sep 28 - Okt 5, 1913)

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Formula for estm. Power N (Source: Deutsche Luftfahrt 1913, p. 466):

  • Liquid cooled four-stroke stationary engines: N = 11 V
  • Air cooled four-stroke rotary engines: N = 7 V
  • Air cooled two-stroke stationary engines: N = 10,5 V

TODO

Prinz-Heinrich-Flug 1914 (May 17 - May 25, 1914)

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Formula for estm. Power L (v. Mises, Zeitschrift für Flugtechnik und Motorluftschiffahrt v.5 1914 p. 188-192):

  • Liquid cooled four-stroke stationary engines: L = 10,5 V
  • Air cooled four-stroke rotary engines (French design): L = 7 V
  • Air cooled four-stroke rotary engines (German design): L = 6 V

See also: Automobil-Rundschau. N.S., v.13 1914, pp. 76-77

Note: The Formula for rotary engines L = 7.5 V from Flugsport, Issue 2/1914, p. 66, seems incorrect.

Prinz Heinrich Flug 1914 (Source: 'Deutsche Luftfahrt' 1914, p. 246, engine names in quotes from p.158)
Nr Pilot Observer Aircraft type Engine estm. Power L
[hp]
Cyl. Bore
[mm]
Stroke
[mm]
Displacement V
[l]
Formula[citation needed]
1 Lt. Canter Lt. Böhmer Rumpler-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
2 Hpt. v. Detten Hpt. v. Falkenhayn Albatros-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
3 Oberlt. Hantelmann Oberlt. Zimmer-Vorhaus Albatros-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
4 Oberlt. Joly Oberlt. Felmy Gotha-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
5 Oberlt. Kastner Oberlt. Niemöller Albatros-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
6 Oberlt. Kolbe Lt. Rhode Albatros-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
7 Oberlt. Ladewig Lt. Trenkmann Rumpler-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
8 Lt. Pfeifer Oberlt. v. d. Hagen Albatros-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
9 Lt. Pretzell Lt. Wencher Albatros-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
10 Oberlt. v. Beaulieu Hpt. Geerdtz L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
11 Lt. Bonde Lt. Müller Albatros-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
12 Lt. v. Buttlar Lt. v. Schröder L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
13 Lt. Carganico Lt. Friedberg L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
14 Oberlt. Emrich Oberlt. Leonhardt Otto-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
15 Oberlt. Geyer Lt. Kühn Aviatik-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
16 Lt. v. Hiddessen Lt. Müller Albatros-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
17 Lt. Schlemmer Oberlt. König L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
18 Lt. Frhr. v. Thüna Lt. v. Kleist L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
19 Lt. Walz Lt. Müller L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
20 Lt. Wentscher Oberlt. Vogel v. Falckenstein L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
21 Anslinger Lt. Zeumer J. Goedecker-Eindecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
22 Oberlt. d. R. v. Arnim Lt. Kunz H.G. v. Arnim-Eindecker 'Argus 120 hp' (130 hp) 117.1 6 130 140 11.15 L = 10.5 V
23 Beck Oberlt. Schletter Kondor-Eindecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
24 Freint Hpt. Hellmich E. Jeannin-Stahltaube 'Argus 120 hp' (130 hp) 117.1 6 130 140 11.15 L = 10.5 V
25 Friedrich Oberlt. Peters E. Rumpler-Eindecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
26 Höfig D.F.W.-Eindecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
27 Krumsiek Lt. Plagemann Hansa-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
29 Schlegel Lt. Spang Gotha-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
30 Oberlt. d. R. Steffen Lt. v. Weyhe Etrich-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
32 Hennig Lt. Deichmann Otto Schwade-Doppeld. '80 PS Schwade' 71.0 7 124 140 11.83 L = 6.0 V
33 Laitsch Lt. Koch L.V.G.-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
34 Schauenburg Lt. Hug A.E.G.-Doppeldecker Benz Bz.II (Type FD) 106.5 6 116 160 10.15 L = 10.5 V
35 Schüler Ago-Doppeldecker 'Argus 140 hp' (145-150 hp) 135.8 6 140 140 12.93 L = 10.5 V
37 Sommer R. Sommer-Doppeldecker '80 PS Gnôme' 82.8 7 124 140 11.83 L = 7.0 V
38 Viktor Stoeffler Lt. Krause d'Avis Aviatik-Doppeldecker '100 PS Oberursel' 114.1 9 124 150 16.30 L = 7.0 V
39 Dipl.-Ing. Thelen Hpt. Gheibel Albatros-Doppeldecker Mercedes 80-90 hp 76.4 6 105 140 7.27 L = 10.5 V
40 Weyl Lt. Sendel Otto-Doppeldecker 'Argus 140 hp' (145-150 hp) 135.8 6 140 140 12.93 L = 10.5 V
28 Paschen Lt. Creydt Halberstadt-Taube Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V
31 Stiefvatter Oberlt. Zimmermann Taube d. Pr. Sigismund
v. Preußen
'Argus 120 hp' (130 hp) 117.1 6 130 140 11.15 L = 10.5 V
36 Schröder Schäfer Sommer-Doppeldecker '100 PS Gnôme' 114.1 9 124 150 16.30 L = 7.0 V
40a Oberlt. a. D. Surén
bzw. W. Eckardt
Lt. v. Ascheberg Gotha-Doppeldecker Oberursel 97.8 9? 124? 150? 16.30? L = 6.0 V (?)
40b Mühlig-Hofmann Lt. Suchland Albatros-Doppeldecker Mercedes D.I (E6F) 99.8 6 120 140 9.50 L = 10.5 V

Bodensee Wasserflug 1914 (May 24 - May 28, 1914)

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TODO

Dreiecksflug 1914: Johannisthal—Leipzig—Dresden—Johannisthal (May 30 - Jun 5, 1914)

[edit]

Formula for estm. Power N (Der Motorwagen v.17 1914, p. 306):

  • Liquid cooled four-stroke stationary engines: N = 10,5 V
  • Air cooled four-stroke rotary engines: N = 6.5 V

TODO

Table: Kaiserpreis für den besten deutschen Flugzeugmotor, 1913

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TODO

References

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Notes

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  1. ^ a b c d e f g Huth, 1914, pp. 69-73
  2. ^ a b c d e f g h Joachimczyk, 1914, pp. 538-540
  3. ^ Seppeler, Z.F.M. Vol.5 1914, issue 7, p. II
  4. ^ a b v. Mises, 1913, p. 310-311
  5. ^ Angle 1921, p. 51, referred to as 115 hp 'Type VII'
  6. ^ see e.g. Béjeuhr 1913, Z.F.M. p. 152-153, Lt. Coerpers aircraft
  7. ^ a b c d e f g Béjeuhr 1913, Polytechnisches Journal pp. 372–374, also Z.F.M. pp. 140–142, 149–155; Note: The cylinder dimensions can be inferred via the given formula L = 10 V for estimated power L (listed as 103.5 hp) and displacement V
  8. ^ Deutsche Luftfahrer-Zeitschrift, issue 2/1913, p. 37
  9. ^ Jane, 1913. p. 8c
  10. ^ a b c d Flugsport, issue 7/1914, pp. 278-281
  11. ^ Deutsche Luftfahrt 1911
  12. ^ a b c Cite error: The named reference Bendemann1914 was invoked but never defined (see the help page).
  13. ^ Deutsche Luftfahrt 1911
  14. ^ Flugsport 1912, p. 354
  15. ^ Flugsport 1913: '9. Cörper, Jeannin-Taube; [..] 24. Carganico, L.V.G.-Doppeldecker; Motor: Argus-Werke 103.5 PS' (p. 350); The 103.5 PS rating has been calculated as 10 * engine displacement!
  16. ^ Flugsport 1913: 'Stiploscheck 120-PS-Jeannin-Argus-Taube' (p. 747), '120 PS Sechszylinder Argus-Motor' (p. 975)
  17. ^ Der Argus Flugmotor, 1916

Bibliography

[edit]
  • Bendemann, F.; Seppeler, E. (1914). "Die Durchführung und das Ergebnis des Wettbewerbes um den Kaiserpreis für den besten deutschen Flugzeugmotor". Jahrbuch der Deutschen Versuchsanstalt für Luftfahrt, erster Band 1912-1913 (in German). Berlin: Stilke: 149–223. OCLC 33917232.
  • Argus Motoren-Gesellschaft m.b.H (1916). Der Argus Flugmotor (in German). Retrieved 4 October 2020.
  • Khajrulin, M.A. (2018). Legendarnyj "Ilja Muromets". Pervyj tjazhelyj bombardirovschik (in Russian). Moscow: Jauza. pp. 33–39. ISBN 978-5-04-091056-4.