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The Caspar Atlantic "Germania" Type C 32 aircraft.
In the last issue, we briefly described the "Germania" aircraft ordered by the well-known Pour le Merite aviator Koennecke and Count Solms-Laubach. It is a wooden fuselage biplane, a modified Type 32, with a standard landing gear, developed by the designer Reinhold Mewes. Due to its exceptionally high performance as a cargo aircraft, the aircraft appeared to the clients to be particularly suitable for conducting long-distance cross-country flights. By removing the hopper between the engine and the fuel compartment, it was possible to create a large cabin-like cargo space for storing fuel, accessible through a door from the cockpit. Another cabinet-like compartment for stacking canisters was also installed in the front of the cockpit. The fuel required for a 50-hour flight is stored mostly in the cabin cargo hold and the cupboard-like compartment in the forward pilot's seat, and partly in the drop tank in the upper right-hand part of the wing deck. In the cargo hold, there are two large brass tanks with a combined capacity of 1.5 cm3. Above these and in the front of the pilot's seat, the remaining fuel is stacked in canisters of approximately 30-40 kg. All fuel is pumped from the containers in the fuselage to the drop tank, which holds enough fuel for three hours. From here, the fuel is fed to the engine via two filters. The empty large tanks, as well as a large portion of the empty canisters, serve as buoyancy aids for the aircraft in the event of an emergency landing at sea. Some of the canisters are thrown overboard at the start of the flight after they have been emptied to create space. These canisters will also serve as messages in bottles. The oil is stored in a drop tank in the upper left deck, which holds up to 190 liters.
The engine is powered by the proven Junkers L5 engine in standard configuration with Sum carburetors, Scintilla magnetos, Bosch starter, and Bosch spark plugs. At the front of the fuselage is a special N.K.F. front radiator. A small pump allows additional cooling water to be supplied to the radiator during flight. The propeller is a patented "Reed" metal propeller from Heddernheimer Kupferwerke, Frankfurt am Main.
The seating arrangement for the pilot remained the same, but a particularly comfortable chair, an oval handwheel, and special rudder shoes were installed according to Koennecke's wishes. The instrument panel was moved slightly forward. The cockpit was protected from the elements by a streamlined, lined superstructure. Sliding windows allow for unobstructed seating. In addition to the standard onboard instruments, including a revolution indicator, pitot tube, oil pressure gauge, and cooling water thermometer, two Askania "Emil" aircraft compasses were installed.

The Telefunken "St 257 F" radio station was installed on the right side, at the rear edge of the observation compartment. The generator, which slides out on rails, was installed behind the cockpit bulkhead in the fuselage. The radio system, with a total weight of 60 kg, allows for telegraphy and telephone calls. Under normal atmospheric conditions, a range of 200 km for telephony, 240 km for toned transmission, and 600 km for unobstructed transmission can be expected, although under favorable conditions, these ranges can be significantly exceeded.

The installation of a hatch in the forward bulkhead of the cabin is important. Once the upper canisters have been emptied and removed, the observer can easily access the two magnetos, the spark plugs of the rear cylinders, and the carburetor by opening the hatch to troubleshoot any minor malfunctions in these vital engine components. The following are the most important aircraft specifications: wingspan 15 m, length 9.1 m, height 3.9 m, wing area 53 m², Junkers L5 280/310 hp engine, empty weight 1400 kg.

Design details of the Caspar C 32 air-spraying aircraft.
In addition to our report on the C 32 special aircraft from the Caspar-Werke A. ü., Travemünde, in the last issue, today we present some design details of this interesting type, which, as already mentioned, was created by the company's chief designer, Mr. Weinhold Mewes, who had been working in aircraft construction since 1916 and was an employee of the well-known aircraft designer Dorner during and after the war.
The fuselage is particularly high and wide, constructed entirely of wood to accommodate the heaviest possible load. The seats for the pilot and the locator are easily adjustable in both height and length, ensuring the most comfortable seating for both. The operator has enough space in his cabin to move freely upright within the fuselage and perform any task without being disturbed by drafts or disturbing the pilot in his work. He can also take photographs through a floor hatch from a low second seat in the fuselage. The interior construction of the wooden fuselage is shown in Fig. 1, while Fig. 6 clearly shows the clear and well-arranged arrangement of the instruments, etc. The steering handwheel is mounted on a strong control column made of sheet steel and operates the ailerons, which extend the entire length of the underwings, by direct cable pull.
The 230 hp BMW IV engine used is started by a crank (BMW design) mounted on a crank that rotates outside the engine cowling. The starting magnet is directly connected to the hand crank, so that accidents that previously occurred when the engine was started by turning the propeller and operating the starting magnet from the pilot's seat are completely avoided with the new arrangement.
The engine bridge (Fig. 5) is made of steel tubing and is attached to the firewall by four bolts in the manner commonly used today. The supporting frame for the front radiator is located at its forward end. The engine cowling, made of aluminum sheet, completely conceals the engine, but offers good access to all parts of the engine system thanks to sufficiently large, easily opened hatches. The oil tank is located behind the firewall, and the fuel tanks are located in the upper wings.
The wings are constructed with double box-shaped wooden spars (Fig. 2). The ribs were selected after extensive testing to combine good elasticity with high strength. The ribs at the wing attachment and above the mast nodes are designed as wide, closed box girders with plywood sheathing, so rigid that they provide good relief against torsional stresses. The upper deck is attached to the tensioning tower above the fuselage, and the lower wings terminate at the lower edge of the fuselage.
The grit hopper, as shown in Fig. 1, is located in front of the cockpit, cylindrical in its upper section and funnel-shaped in its lower section. Strong bulkheads stiffen it, particularly against the firewall and the forward bulkhead of the cockpit.

To these data and performance figures, the following should be added: wing loading 43.4 kg/m², power loading 10 kg/hp, landing speed 50 km/h, climb times at a takeoff weight of 2300 (2150) kg: to 1000 m 8.6 (6) minutes, to 2000 m 20.4 (14) minutes, to 3000 m 41 (27) minutes, ceiling height 3730 m, operating time 5 hours, high-altitude rating 7.12, fast-altitude rating 16.26, long-distance rating 5.86.

Caspar C 32 cargo aircraft.
In recent years, it has become clear that this aircraft is a very valuable tool for pest control in forestry and agriculture. While previously only converted commercial aircraft were used for this purpose, Casparwerke A.G. Travemünde has now produced a special C 32 aircraft for pest control, designed after extensive testing by Reinhold Mewes.
Through a purposeful, organic construction of the wooden structure and meticulous workshop work, an aerodynamically high-quality aircraft type was created that combines a large payload, climbability, and speed range with excellent flight characteristics. With a full payload, i.e., a takeoff weight of 2,300 kg, a maximum speed of 158 km/h and a landing speed of 50 km/h were achieved. Particular emphasis was placed on ensuring that the payload is located at the aircraft's center of gravity so that sudden depletion would not impair flight characteristics.

The aircraft was designed as a single-strut, highly staggered biplane with an N-shaped support and a single bracing plane.

The simple construction of the statically determined wing cell reveals a particularly meticulous design of the fittings. A necessity, still little recognized today, is the cable tensioned in front of the front N-shaped support strut, which protects the upper front support fitting, including the bolts, from the vibrations of the upper wing.

Since the wings are covered with plywood on their underside between the spars, as well as the wing nose,
internal bracing was omitted.

The spacious plywood fuselage offers comfortable seating for the pilot and observer behind a large cargo hold, enabling good communication between them, and also allowing both to operate the spreading device. If the pilot is spreading alone, the observer's weight can be replaced by a corresponding increase in the spreading load. The adjustable spreading device, a special design from Casparwerke, allows the use of various spreading agents and its uniformity of spreading effect is not affected even by changes in aircraft speed. The tail unit, in a cantilever biplane configuration, forms a rigid unit with the fuselage. The upper tail unit is pivotally mounted on the keel fin and can be adjusted from the pilot's seat to compensate for loads in any flight attitude. The power source is a 230 hp BMW. IV engine, mounted on a steel tube bridge connected to the fuselage by four bolts.
The undercarriage is a tried-and-tested U-shaped design with a continuous axle and rubber suspension.
The aileron, located in the lower wing and extending all the way to the fuselage, offers not only structural simplification, but also high aerodynamic efficiency. Particularly noteworthy is the intensive effect of the aileron control near the ground during landing. The very smooth steering is designed as a standard wheel steering with a cable pull.