| Type | Two seat sportplane | |
| Engine | 1 Douglas 20 hp ? 1 ABC "Skorpion" ( Lange) | |
| Dimensions | Length 5,60 m, span 9,50 m | |
| Weights | Empty 220 kg, payload 180 kg, flying weight 400 kg | |
| Performance | Max. speed 110 km/h, service ceiling 4000 m, climb to 1000 m 11 min. | |
| Type | Werk.Nr | Registration | History | |
| Crashed on the first flight at Düsseldorf | ||||
Towards the end of 1924, the FVA turned off completely for a few years from gliding. This had essentially the following reasons:
Firstly, the powered flight was 1924 allowed, it seemed at the time, as if the glider already reached the limits of its possibilities.
Until about 1929 gliding was almost identical to slope soaring. The achievable low mountain chains of length and height, however, were already flown by. Duration flight was only dependent on the continuity of the wind and the pilots but not a technical problem. Another reason for the temporary abandonment of gliding may have, important people left, caused by the slightly disappointing outcome of the last three Rhön competitions. Until then Hanggliding in Aachen (at Orsbach) provided with its 70m height difference also no particular improvement more so the alleged possibilities of re-approved engine flight attracted more.
So Ilse Kober and Theodor Bienen designed in 1926, the FVA. 6 Ilse Kober was then an assistant to Prof. von Kármán and already had some experience in the construction of aircraft, which had already begun during their time at school. What kind of performance it was just at this time, as Frau Dr.-Ing. successfully to construct aircraft, it is difficult to imagine today. Ilse Kober then went in 1925 to the DVL and could therefore no longer follow the construction of the FVA-6.
The FVA-6 was a biplane with a strut support, had two seats in a row, and had an English ABC engine with 30PS. FVA-6 was built in the workshop of the former "Aachener Segelflugzeugbau GmbH", which was acquired by Junkers.
The two-seater biplane was completed before the end of 1926 and has moved for test flights to Dusseldorf-Lohausen because Aachen was still occupied by the Belgians.
For the test-flying the FVA-6 had chosen Ludwig Pfitzner, who was one of the new FVA-generation, just freshly got his pilot's license. This circumstance brought him into the unfortunate position of having the FVA-6 totally destroyed during the first flight. However, the blame for this was less to him than the fact that apparently the cg of the FVA-6 was wrong.
The explanation for this failure is that the FVA had now get a different face. The old "war generation" had finished their studies and had gone away from college. The upcoming generation was much younger and did not have the experience.
It was therefore natural that their primary interest is solely focused on it to learn to fly and to engage in private flying. From aircraft construction and design this FVA-er had little idea. The designers of the FVA-6 were no longer in Aachen, as the aircraft was completed. The new students who could fly hardly knew with a new design untried what to do, by their flight characteristics and pitfalls you knew nothing about.
Firstly, the powered flight was 1924 allowed, it seemed at the time, as if the glider already reached the limits of its possibilities.
Until about 1929 gliding was almost identical to slope soaring. The achievable low mountain chains of length and height, however, were already flown by. Duration flight was only dependent on the continuity of the wind and the pilots but not a technical problem. Another reason for the temporary abandonment of gliding may have, important people left, caused by the slightly disappointing outcome of the last three Rhön competitions. Until then Hanggliding in Aachen (at Orsbach) provided with its 70m height difference also no particular improvement more so the alleged possibilities of re-approved engine flight attracted more.
So Ilse Kober and Theodor Bienen designed in 1926, the FVA. 6 Ilse Kober was then an assistant to Prof. von Kármán and already had some experience in the construction of aircraft, which had already begun during their time at school. What kind of performance it was just at this time, as Frau Dr.-Ing. successfully to construct aircraft, it is difficult to imagine today. Ilse Kober then went in 1925 to the DVL and could therefore no longer follow the construction of the FVA-6.
The FVA-6 was a biplane with a strut support, had two seats in a row, and had an English ABC engine with 30PS. FVA-6 was built in the workshop of the former "Aachener Segelflugzeugbau GmbH", which was acquired by Junkers.
The two-seater biplane was completed before the end of 1926 and has moved for test flights to Dusseldorf-Lohausen because Aachen was still occupied by the Belgians.
For the test-flying the FVA-6 had chosen Ludwig Pfitzner, who was one of the new FVA-generation, just freshly got his pilot's license. This circumstance brought him into the unfortunate position of having the FVA-6 totally destroyed during the first flight. However, the blame for this was less to him than the fact that apparently the cg of the FVA-6 was wrong.
The explanation for this failure is that the FVA had now get a different face. The old "war generation" had finished their studies and had gone away from college. The upcoming generation was much younger and did not have the experience.
It was therefore natural that their primary interest is solely focused on it to learn to fly and to engage in private flying. From aircraft construction and design this FVA-er had little idea. The designers of the FVA-6 were no longer in Aachen, as the aircraft was completed. The new students who could fly hardly knew with a new design untried what to do, by their flight characteristics and pitfalls you knew nothing about.
