Type Two seat trainer
Engine 1 Siemens Sh 5
Dimensions Length 6.00 m, height 2.00 m,  span 9.66 m
Weights Empty 310 kg, fuel 50 kg, oil 5 kg, load 210 kg,  flying weight 520 kg
Performance Max. speed 140 km/h, cruising speed 120 km/h, service ceiling 3000 m,  range 500 km
Type Werk.Nr Registration History
158 D-1897 To RaKa, Krefeld. Registered Augusti 1930
200 D-1537
152 D-801 To "Helmstedt" Flugwissenschaftl. Gruppe T.H. Braunschweig in Febr. 1928
153 D-802
 To DVS GmbH in Dec, 1928 To Verein für Luftfahrt, Halle from Dec. 1929 and to Hessenflieger-Verein, Darmstadt from March 1931. Registration withdrawn in Febr. 1933
D-806
151 D-807 Registered to Akaflieg Stuttgart e. V. from Oct. 1928. Destroyed in April 1929
146 D-523 To O. Pickert, Düsseldorf. To RaKa, Kassel in July 1929. Destroyed in Sept. 1930.
149 D-158 To Akaflieg Darmstadt in Febr. 1928. Destroyed in Febr. 1929
157 D-931, N-36, SE-93, SE-ACL To Norsk Aero AS/Sandvika Jan. 1929. Registered in  Sweden 23/7 1930, to Sven W Ahblom at Borås. To Anton Hansson, Frösö. To Leksands Flygklubb   Cancelled 15/2 1937
he Dietrich DP.IX was developed under the design direction of Paul Hall in the late summer of 1925 at Dietrich Flugzeugwerk AG in Kassel as a further development of the high-wing aircraft Dietrich DP.VIIa. This was preceded by a series of accidents involving five crashes of the Dietrich DP.VIIa, which could be traced back to wing vibrations in flight. As head of testing at Dietrich-Werke, Paul Hall recommended a fundamental revision of the DP.VIIa design designed by Erich von Knüpffer. As the newly appointed head of the design office, Hall implemented his suggestions as part of the design of the DP.IX.

As early as June 1925, the last DP.VIIa still under construction was modified as a prototype according to the revised plans of the DP.IX. After extensive internal testing, the prototype took part in the Sachsenflug in September 1925. Three more examples were built and examined at the universities in Darmstadt, Braunschweig and Halle. A further two DP.IXs were probably handed over to the DVL in Berlin for type approval at the end of 1925. After Paul Hall left the company at the end of 1925 and Dietrich Flugzeugwerk AG was placed under management supervision, the type approval process was delayed until 1927. Series production of the DP.IX never actually began due to the economic development of the Dietrich factory. Five more DP.IXs started at Dietrich were not completed until 1928 and taken over by the Raab-Katzenstein works. In total, no more than 11 DP.IXs are likely to have been built. In Germany, only a single example was handed over to a private operator in 1928. Two further DP.IXs were sold abroad by Raab-Katzenstein.

Hall's changes to the DP.VIIa design primarily affected the wing and the turret of the high-wing aircraft. The pylon was reinforced with additional struts on the fuselage. The wooden structure of the wing frame was also reinforced. The original fabric covering of the wing was replaced with plywood planking.

The structural measures increased the empty weight of the DP.IX by a further 90 kg to 440 kg compared to the already heavy DP.VIIa, while maintaining the same dimensions. The DP.IX was therefore heavier than the aerobatic biplane Dietrich DP.IIa. The 55 hp Siemens & Halske Sh4 engine retained from the DP.VIIa proved to be too weak for this in testing. The 80 hp seven-cylinder Siemens & Halske Sh5 achieved satisfactory results, although Dietrich rejected it for cost reasons and to distinguish the DP.IX as a lower-performance sports aircraft.

The economic collapse of Dietrich Flugzeugwerk AG finally brought the development of the Luftford with the Dietrich DP.IX to a standstill.