FVA 9 "Blaue Maus 2
Single seat glider
Length 6,66 m, span 15 m, wing area 12,6 m2, aspect ratio 17,85, root chord 1,22 m, chord at tip 0,44 m, mean chord 0,84 m, width 0.57 m, frontal area
0,56 m2, stabilizer span 1,31 m, area 0,56 m2, fin 0,95 m2 , rudder 0,64 m2
Empty 88,6 kg, max. flying weight 173,6 kg, wing load 13,76 kg/m2
Max. glide ratio 25 at 72 km/h, min. sink rate 0,54 m/sec. at 65 km/h
Built in 1933
In 1933 the construction of a  glider was (if you do not count the planes Hermann Mayer did) done in the FVA fi. The main reason for the success of the next Mayer aircraft was also the incentive to develop a glider specifically for the cross country  flight from thermal to thermal . Hans Sander designed together with Karl Doetsch therefore a light thermal glider, where not only emphasis was placed on the lowest possible rate of descent, but also good speed performance.
The choice of the name "Blaue Maus II" should document that the FVA was willing to build on the excellent gliding achievements from the period and to build a similarly successful glider. The FVA-9 designers Sander and Doetsch has the merit of having awakened after long years purely flying in the FVA to the willingness to develop their own aircraft . F in the team abbreviation returns to its original meaning.
The FVA wrote in "Aviation" 1934, No. 23 on the FVA-9 "Blaue Maus II.":
The FVA-9 is thought by the Akaflieg Aachen as a pure thermal glider. Local conditions make hang gliding  limited  - the terrain at Orsbach is for all other benefits not high enough to reach cloud terminal - and so arose for us the need to create a glider for thermal flying from start with aerotow. Therefore, special emphasis was placed on good maneuverability at high speed and low speed and light weight in construction.
The wing is designed with a single spar ,planked nose with diagonal plywood. The ribs were tested by thorough strength tests. During building  most accurate observance of prescribed dimensions and therefore acheived slightly below the calculated weight.
The fuselage has been developed from the viewpoint of the purpose pure form and then tested on the model in a wind tunnel on its aerodynamic utility.
According to the results of the measurements, the first draft was modified. The body ends in a torque tube. The last two fuselage frames are simultaneously main frames to the skid- The elevator is self-supporting and rests on a structure that grows  out of the fuselage. The fittings are bent from sheet steel and welded. The rudder are fixed in ball bearings. This design has proven itself. The operation of the rudder is done with control cables, the ailerons with pipes and control cables.
The design and the experiments were carried out in the past winter months, the construction started at the end of April. It offered no special difficulties as a result of careful design work and drawing sufficient material.The surfaces were produced on a fixture for vertical wing building,  for the fuselage was a special fixture made. The ailerons were  built  for themselves. When planking the use of nail strip was avoided, instead retaining straps used, their possible use is very versatile and especially for the fuselage. The machine was completed in mid-July and tried during the Rhön competition. From their flight characteristics is the good sensitivity of rudder is particularly worthy of mention