| Type | Single seat glider |
| Dimensions | Length 6,2 m , height , span 10,2 m , wing area 18 m2 , |
| Weights | Empty , loaded , max. take off weight |
| Performance | Max.. speed |
Sailing monoplane Kromer S. E. I.
(see Plates II and III)
The gliding competition in the Rhön has ignited! Even before the opening of the competition, he had all the forces that had grasped the idea of the new direction come together of the new direction.
The question of weight plays one of the biggest roles.
Constructions of hitherto unimagined lightness must be created In this endeavor the construction of the sailing monoplane Kromer S. E. described below was born. I.
A certain difficulty in abandoning hitherto unattained lightness lies, however, in the point: It must not be lost sight of the fact that the construction of the aircraft should be possible independently of special tools and that in workshop work the ground of the simplest possible possibility of production must not be abandoned, at least not for the time being. as long as the aircraft factories, which have appropriate workshop facilities and experienced skilled craftsmen, do not concern themselves with the construction of these aircraft. Unfortunately, this means that the designer's hands are somewhat tied and he has to refrain from construction methods in some points that already make the goal to be strived for seem closer today
. The method of manufacture and the skill of the manufacturer are also of extraordinary influence on the guarantee of sufficient
safety, and the demands which the designer may make in this regard today are not always too high. It must also not be forgotten that not everyone; who gets his hands on such a glider for practical flight already has a great deal of flying experience in this field of sport, and that it may be valuable to take this into account during the design. In order not to endanger the machine too much in the event of clumsy handling, the designer will prefer to spend a few grams more in some special places today, so as not to see his work again as a pile of rubble during one of the first attempts.
That these special points have probably been taken into account in the present aircraft will be admitted by anyone who takes a closer look at the
design and detailing. It goes without saying that the strength calculation had to be based on an average
material, since one cannot yet guarantee that only the most selected material is installed after special examination. However, a certain care and conscientiousness had to be assumed in the work, and special attention should be paid to the hints inserted here and there below for the construction.
The designer himself knows very well that the weight of theThis aircraft should be able to be used for school purposes without any difficulty so that it is able to withstand even extraordinary stresses and less gentle treatment. Under the condition of extraordinarily strict material selection and the best expert machining, most cross-sections can be reduced by a few millimeters here and there. However, very significant weight savings will hardly come out of it The wings are self-supporting and the intended supports D are not absolutely necessary. For a training aircraft, however, it is advisable to attach them. The aircraft has about 3.5 times the safety without these supports. The weight and air resistance of the supports do not play such an important role in the low speed for which the aircraft is calculated that the omission of them would bring a significant advantage. One of the main ideas in the design was to avoid fittings wherever possible, since their production or procurement is associated with difficulties for self-builders. This applies in particular to the construction of the boat and, among other considerations, was a major reason for refraining from using an unstrung boat or a boat covered with linen and for the hull fairing to be carried out with 1 mm plywood. The plywood skin forms an extraordinarily strong uniform bond with the weak strut structure, in which the plywood weight is amply reduced by the thickness of the otherwise necessary struts, the usual fittings and tension wires avoided here, together with turnbuckles. However, if you want to insist on the design that has been common since then, although the production in the chosen form is much simpler and more solid, you can ask the designer to give you the necessary material dimensions for this
.
The aircraft has an area of 16 m, a wingspan of around 10 m and an overall boat length of 5.7 m including rudder wings. The wing loading is 6.6 to 7 kg/m2'. Of particular interest to every glider builder will be the wing weight and its composition, which, according to the calculation, is only 1.07 kg m-. This weight exceeds the amount specified in No. 13 of the "Flugsport"4 by a little, but a glance at the weight composition shows that it was conscientiously calculated here that at the moment light materials suitable for covering would be difficult to obtain and that a weight of 120 gr/m* (!) . The Flight Science Association at the Aerodynamic Institute in Aachen has just discovered a source of supply for a cheap lightweight covering material that weighs only 48 gr (!) per m- raw. If you bet for this one.
Fabric including impregnation 68 gr/m2, the Kromer wing would have a unit weight of only 0.9 kg/m2 and would prove that the weight ratios demanded by us can be realized becomes. The wings are the foundation of this building of the air! A common feature of Ursina's and Kromer's designs is the new Uolman arrangement with spars converging outwards. An occasional meeting between the two gentlemen, which took place some time ago in Gersfeld, resulted in the common endeavor not only to spare anxious songs and their weight, but above all to strive for an outwardly evenly increasing elasticity of the wings in favor of the special demands of gliding. An essential difference, however, is that Kromer has designed the rear spar as the main spar in spite of the lower construction height that has to be accepted there, and in such a way that it runs in the pressure center line in order to avoid unwelcome twisting claims of the wing. This main spar takes :! , th total buoyancy load.
The rear spar is box-shaped and sawn out in its webs in such a way that it represents a lattice girder in a triangular connection
. The wooden layers of the bars must be processed diagonally according to the course of the sticks. The belts, which are made of pine wood (or spruce if necessar are tempered on the outside with 1.5 mm birch plywood, which protrudes at the side edges by the thickness of the web walls in order to provide the latter with secure support at the edge and to relieve the glue bond. The sizing must be made with cold glue and produced under very strong pressure. The sawing of the bars is carried out with the help of a sheet metal template only after the spar has been completely manufactured. The same applies, as may be stated here once and for all, to all other plywood ropes which have recesses and cut-outs. The front spar has a double T\ cross-section, only at the fastening end and at the outermost connecting part is it closed box-shaped and, like the rear spar, is provided with hollow linings to absorb the clamping forces. Up to spar 5, the spars at the top and inside are connected by a plywood connector or connection to absorb the frontal pressure and the torsional stresses, between the fourth and third spars there is a free field and the inner field is provided with diagonal wire tensioning. The union at the outer end is made by a 0.75 mm thick sheet steel fitting, which carries a free handle on each side also by gluing.
According to the drawing, the spars do not all have the same profile section. The outer spars flatten out in a peculiar way, but without gaining a negative angle of attack. The ailerons fit exactly into the profile cross-section. Spars 1, 4 and 7 are box-shaped, but also cut out like a grid. Only spar 1 is left full-walled on the outside, where it rests on the boat. The production of the spars probably requires the greatest love and care in the whole construction, but is not particularly difficult on the basis of the given exact dimensions. You can easily make a small slotting plane for the straps yourself by iving it a guide card on the side in the width of the strip. When gluing, it is important that the bar and belt parts are firmly wedged against each other by means of blocks on a straightening surface or in a board template. As with gluing the spar parts, do not use too much glue when spreading, and do not remove the small glue bead formed by squeezing it out at the joints. Nailing at intervals of 10 to 10 cm is recommended if you use very thin pens that you have placed in diluted hydrochloric acid a short time before. This process causes a weak subsequent rusting of the pins in the wood, whereby the nailing adheres well even when the wood dries out sharply. In general, however, let it be used as a rule that the nailing cannot transmit any forces, that this is rather a matter of good gluing, and do not forget that a packet of nails does not in itself produce lift!
The nose strip is not made of plywood, but of a simple layer of veneer, which is best bent around a model strip planed exactly to the shape and glued a second layer of veneer onto it, which is pressed firmly onto the first layer by wrapping it until the glue has set. You can then lift off the hollow bar that you gain in this way later and have a front spar that holds its shape perfectly without any tension and is able to accommodate the spars well. The fabric covering is later glued to the nose spar and thus gives it even greater rigidity. — The edge arches are made of willow wood and hollow on the inside. At the rear end, the spars are wrapped with strips of linen, glued and provided with sheet metal caps, in which the end wire is soldered with tin so that the spar ends cannot slip sideways.do not end sselnen veuu^
The torsion flaps have a tubular steel axle and are best made of thin-walled steel tubes, which can be flattened a little at the rear end. The production from wooden frame work may also be possible, but more difficult.
The fabric covering is sewn on after the spars have been wrapped with strips of fabric. The sewing threads should be knotted at intervals of about 10 cm so that the seam does not come loose when a thread is hot.
The intended auxiliary supports D, which, as mentioned at the beginning, are not absolutely necessary, are made of pine (ev. Spruce) wood is made in two parts, have a recessed plywood bridge and can be made particularly stiff if necessary by gluing them with strips of canvas, which later receive a boat varnish coating. For more information on the struts, see the description of the sled frame.
The wing attachment in the boat is done by two bolts on each of the light locking bolt trusses. In addition to the actual spar feed-through holes, the boat must have hole extensions so that the inclined spars can be inserted. The truss construction, mainly made of plywood, is shown in more detail in the boat drawing.
The boat consists of several strips, the number of which is reduced to the smallest extent. It is important to note that the boat is not to be understood as a lattice girder covered only with plywood as a skin, but rather that the 1 mm thick plywood walls have to transmit forces. In the vicinity of the strut confluences, the boat skin also replaces the junction of the struts. The panels must therefore be stretched out very well and are lashed over at the joints by means of glued and nailed plywood flaps if the butt joint cannot be laid directly on a strut. In addition to conscientious gluing under strong pressure, nailing is also necessary here. The upper and lower cladding must overhang the side walls so that they can support themselves against the horizontal walls in addition to the skirting boards at the corners. The edges are best glued later with woven linen tape and nailed a little. A reinforced outer skin is applied to the last two rear panels to absorb the torsional stress. The spur is attached without special suspension.
The seat is made of a canvas cloth in which the body sits comfortably like a beach chair. A star belt is easy to attach. The control stick is dimensioned in such a way that you can have your hand comfortably (and protected from fatigue) on your knees in a normal position. The attachment of a small windshield made of cellon is not absolutely necessary, but perhaps pleasant to some. The front edge of the driver's seat cut-out is provided with a small padding.
It should be pointed out that the fuselage also represents a triangular construction in a horizontal connection, whereas the diagonals, in contrast to the vertical wall beam at the top and bottom, do not run parallel to each other, but cross between the top and bottom. So it is not a matter of cross diagonals in one and the same carrier field, because each square has only one diagonal!
The skid construction is very cleverly thought out, in which the impact forces of the Holmhauptpoints can be diverted everywhere in a straight line to the support points on the runners. The frame is also able to absorb large forces laterally, as can happen with clumsy crosswind landings. The runners are so far forward that it seems impossible for the aircraft to roll over, even at high landing speeds. In this case, the aircraft touches down on the skid-curve during a normal tail landing in such a way that no nodal point receives a direct impact, and that after the latter has been intercepted by moving the aircraft forward, the latter glides on a straight sled course without rocking or moving forward. During a tail landing, the aircraft has an inclination of 10°, so that at the angle of adjustment of the wing to the fuselage of 3° (measured on the fuselage) the wings are set at 13", whereby the air resistance increases sharply, the aircraft quickly loses speed, but does not "sag*", which is only to be expected at more than 15" position.
The struts of the chassis use the same struts as those described as wing supports. The connecting shoes are made of 0.75 mm thick steel tube, which is flattened at its lower end, but with the insertion of a flat piece of fiber about 3 mm thick. Through a bolt that is riveted, the connection with the wooden part of the struts is achieved, which are round at the end and have no cavity at this point. In other places, the piece of pipe is cut open and bent open like a fork.
The horizontal stabilizer consists of a single continuous keel surface, which is either made entirely of wood and clad with plywood, or is composed of willow wood bows in connection with steel tubes of 1.5 mm wall. The surface has a flat profile shape at the bottom, curved at the top and is therefore somewhat load-bearing. It lies continuously on top of the end of the boat and is clamped to it.
The vertical stabilizer can also be made of wood with a plywood construction as an outer skin, making it not only strong, but also very light. All steering cable lines run through the interior of the boat.
It may be pointed out that the stability characteristics of the aircraft have been taken into account in a finely thought-out manner. The wing profiling takes into account the fact that the desired shape is absolutely retained despite the most extensive suspension of the spars. This is also the main reason why a torsional surface was avoided and flaps are attached. Vertorsbaro surfaces require a particularly precise production and later very careful treatment. The very large vertical stabilizer was intentionally placed so high above the fuselage, because it should also be used to maintain lateral stability. Its good effectiveness in this regard is beyond doubt. The striking width of the outer wing part is connected with the completely neutral outlet of the rear wing profile part, in order to immediately obtain not only the same air force resulting from a flap deflection in both directions, but also the greatest possible size of it. The aircraft has an arrow shape of 10% and a line V shape of 5%.
We go into this design in such detail, it may be briefly remarked, because in it we have before us a construction which does not represent a type of construction in itself, but in its smallest detaile well thought-out execution gives numerous suggestions in the most diverse directions on the way, on which we have pointed out again and again with all emphasis, especially in recent times, in order to get rid of the construction of war aircraft from a technical point of view. As the designer himself expressly emphasizes, we are still a long way from reaching our goal. With the design, he only wants to provide inspiration for further work, but at the same time he also wants to demonstrate a machine whose construction provides an opportunity for new practical insights. The construction of the aircraft is open to everyone, including aircraft companies, and the designer, head of the aircraft construction department of the Kyffhäuser Technical Center, engineer Kromer, Frankenhausen a. Kyffh., is prepared in a quite selfless way to assist every glider builder with advice and action
(see Plates II and III)
The gliding competition in the Rhön has ignited! Even before the opening of the competition, he had all the forces that had grasped the idea of the new direction come together of the new direction.
The question of weight plays one of the biggest roles.
Constructions of hitherto unimagined lightness must be created In this endeavor the construction of the sailing monoplane Kromer S. E. described below was born. I.
A certain difficulty in abandoning hitherto unattained lightness lies, however, in the point: It must not be lost sight of the fact that the construction of the aircraft should be possible independently of special tools and that in workshop work the ground of the simplest possible possibility of production must not be abandoned, at least not for the time being. as long as the aircraft factories, which have appropriate workshop facilities and experienced skilled craftsmen, do not concern themselves with the construction of these aircraft. Unfortunately, this means that the designer's hands are somewhat tied and he has to refrain from construction methods in some points that already make the goal to be strived for seem closer today
. The method of manufacture and the skill of the manufacturer are also of extraordinary influence on the guarantee of sufficient
safety, and the demands which the designer may make in this regard today are not always too high. It must also not be forgotten that not everyone; who gets his hands on such a glider for practical flight already has a great deal of flying experience in this field of sport, and that it may be valuable to take this into account during the design. In order not to endanger the machine too much in the event of clumsy handling, the designer will prefer to spend a few grams more in some special places today, so as not to see his work again as a pile of rubble during one of the first attempts.
That these special points have probably been taken into account in the present aircraft will be admitted by anyone who takes a closer look at the
design and detailing. It goes without saying that the strength calculation had to be based on an average
material, since one cannot yet guarantee that only the most selected material is installed after special examination. However, a certain care and conscientiousness had to be assumed in the work, and special attention should be paid to the hints inserted here and there below for the construction.
The designer himself knows very well that the weight of theThis aircraft should be able to be used for school purposes without any difficulty so that it is able to withstand even extraordinary stresses and less gentle treatment. Under the condition of extraordinarily strict material selection and the best expert machining, most cross-sections can be reduced by a few millimeters here and there. However, very significant weight savings will hardly come out of it The wings are self-supporting and the intended supports D are not absolutely necessary. For a training aircraft, however, it is advisable to attach them. The aircraft has about 3.5 times the safety without these supports. The weight and air resistance of the supports do not play such an important role in the low speed for which the aircraft is calculated that the omission of them would bring a significant advantage. One of the main ideas in the design was to avoid fittings wherever possible, since their production or procurement is associated with difficulties for self-builders. This applies in particular to the construction of the boat and, among other considerations, was a major reason for refraining from using an unstrung boat or a boat covered with linen and for the hull fairing to be carried out with 1 mm plywood. The plywood skin forms an extraordinarily strong uniform bond with the weak strut structure, in which the plywood weight is amply reduced by the thickness of the otherwise necessary struts, the usual fittings and tension wires avoided here, together with turnbuckles. However, if you want to insist on the design that has been common since then, although the production in the chosen form is much simpler and more solid, you can ask the designer to give you the necessary material dimensions for this
.
The aircraft has an area of 16 m, a wingspan of around 10 m and an overall boat length of 5.7 m including rudder wings. The wing loading is 6.6 to 7 kg/m2'. Of particular interest to every glider builder will be the wing weight and its composition, which, according to the calculation, is only 1.07 kg m-. This weight exceeds the amount specified in No. 13 of the "Flugsport"4 by a little, but a glance at the weight composition shows that it was conscientiously calculated here that at the moment light materials suitable for covering would be difficult to obtain and that a weight of 120 gr/m* (!) . The Flight Science Association at the Aerodynamic Institute in Aachen has just discovered a source of supply for a cheap lightweight covering material that weighs only 48 gr (!) per m- raw. If you bet for this one.
Fabric including impregnation 68 gr/m2, the Kromer wing would have a unit weight of only 0.9 kg/m2 and would prove that the weight ratios demanded by us can be realized becomes. The wings are the foundation of this building of the air! A common feature of Ursina's and Kromer's designs is the new Uolman arrangement with spars converging outwards. An occasional meeting between the two gentlemen, which took place some time ago in Gersfeld, resulted in the common endeavor not only to spare anxious songs and their weight, but above all to strive for an outwardly evenly increasing elasticity of the wings in favor of the special demands of gliding. An essential difference, however, is that Kromer has designed the rear spar as the main spar in spite of the lower construction height that has to be accepted there, and in such a way that it runs in the pressure center line in order to avoid unwelcome twisting claims of the wing. This main spar takes :! , th total buoyancy load.
The rear spar is box-shaped and sawn out in its webs in such a way that it represents a lattice girder in a triangular connection
. The wooden layers of the bars must be processed diagonally according to the course of the sticks. The belts, which are made of pine wood (or spruce if necessar are tempered on the outside with 1.5 mm birch plywood, which protrudes at the side edges by the thickness of the web walls in order to provide the latter with secure support at the edge and to relieve the glue bond. The sizing must be made with cold glue and produced under very strong pressure. The sawing of the bars is carried out with the help of a sheet metal template only after the spar has been completely manufactured. The same applies, as may be stated here once and for all, to all other plywood ropes which have recesses and cut-outs. The front spar has a double T\ cross-section, only at the fastening end and at the outermost connecting part is it closed box-shaped and, like the rear spar, is provided with hollow linings to absorb the clamping forces. Up to spar 5, the spars at the top and inside are connected by a plywood connector or connection to absorb the frontal pressure and the torsional stresses, between the fourth and third spars there is a free field and the inner field is provided with diagonal wire tensioning. The union at the outer end is made by a 0.75 mm thick sheet steel fitting, which carries a free handle on each side also by gluing.
According to the drawing, the spars do not all have the same profile section. The outer spars flatten out in a peculiar way, but without gaining a negative angle of attack. The ailerons fit exactly into the profile cross-section. Spars 1, 4 and 7 are box-shaped, but also cut out like a grid. Only spar 1 is left full-walled on the outside, where it rests on the boat. The production of the spars probably requires the greatest love and care in the whole construction, but is not particularly difficult on the basis of the given exact dimensions. You can easily make a small slotting plane for the straps yourself by iving it a guide card on the side in the width of the strip. When gluing, it is important that the bar and belt parts are firmly wedged against each other by means of blocks on a straightening surface or in a board template. As with gluing the spar parts, do not use too much glue when spreading, and do not remove the small glue bead formed by squeezing it out at the joints. Nailing at intervals of 10 to 10 cm is recommended if you use very thin pens that you have placed in diluted hydrochloric acid a short time before. This process causes a weak subsequent rusting of the pins in the wood, whereby the nailing adheres well even when the wood dries out sharply. In general, however, let it be used as a rule that the nailing cannot transmit any forces, that this is rather a matter of good gluing, and do not forget that a packet of nails does not in itself produce lift!
The nose strip is not made of plywood, but of a simple layer of veneer, which is best bent around a model strip planed exactly to the shape and glued a second layer of veneer onto it, which is pressed firmly onto the first layer by wrapping it until the glue has set. You can then lift off the hollow bar that you gain in this way later and have a front spar that holds its shape perfectly without any tension and is able to accommodate the spars well. The fabric covering is later glued to the nose spar and thus gives it even greater rigidity. — The edge arches are made of willow wood and hollow on the inside. At the rear end, the spars are wrapped with strips of linen, glued and provided with sheet metal caps, in which the end wire is soldered with tin so that the spar ends cannot slip sideways.do not end sselnen veuu^
The torsion flaps have a tubular steel axle and are best made of thin-walled steel tubes, which can be flattened a little at the rear end. The production from wooden frame work may also be possible, but more difficult.
The fabric covering is sewn on after the spars have been wrapped with strips of fabric. The sewing threads should be knotted at intervals of about 10 cm so that the seam does not come loose when a thread is hot.
The intended auxiliary supports D, which, as mentioned at the beginning, are not absolutely necessary, are made of pine (ev. Spruce) wood is made in two parts, have a recessed plywood bridge and can be made particularly stiff if necessary by gluing them with strips of canvas, which later receive a boat varnish coating. For more information on the struts, see the description of the sled frame.
The wing attachment in the boat is done by two bolts on each of the light locking bolt trusses. In addition to the actual spar feed-through holes, the boat must have hole extensions so that the inclined spars can be inserted. The truss construction, mainly made of plywood, is shown in more detail in the boat drawing.
The boat consists of several strips, the number of which is reduced to the smallest extent. It is important to note that the boat is not to be understood as a lattice girder covered only with plywood as a skin, but rather that the 1 mm thick plywood walls have to transmit forces. In the vicinity of the strut confluences, the boat skin also replaces the junction of the struts. The panels must therefore be stretched out very well and are lashed over at the joints by means of glued and nailed plywood flaps if the butt joint cannot be laid directly on a strut. In addition to conscientious gluing under strong pressure, nailing is also necessary here. The upper and lower cladding must overhang the side walls so that they can support themselves against the horizontal walls in addition to the skirting boards at the corners. The edges are best glued later with woven linen tape and nailed a little. A reinforced outer skin is applied to the last two rear panels to absorb the torsional stress. The spur is attached without special suspension.
The seat is made of a canvas cloth in which the body sits comfortably like a beach chair. A star belt is easy to attach. The control stick is dimensioned in such a way that you can have your hand comfortably (and protected from fatigue) on your knees in a normal position. The attachment of a small windshield made of cellon is not absolutely necessary, but perhaps pleasant to some. The front edge of the driver's seat cut-out is provided with a small padding.
It should be pointed out that the fuselage also represents a triangular construction in a horizontal connection, whereas the diagonals, in contrast to the vertical wall beam at the top and bottom, do not run parallel to each other, but cross between the top and bottom. So it is not a matter of cross diagonals in one and the same carrier field, because each square has only one diagonal!
The skid construction is very cleverly thought out, in which the impact forces of the Holmhauptpoints can be diverted everywhere in a straight line to the support points on the runners. The frame is also able to absorb large forces laterally, as can happen with clumsy crosswind landings. The runners are so far forward that it seems impossible for the aircraft to roll over, even at high landing speeds. In this case, the aircraft touches down on the skid-curve during a normal tail landing in such a way that no nodal point receives a direct impact, and that after the latter has been intercepted by moving the aircraft forward, the latter glides on a straight sled course without rocking or moving forward. During a tail landing, the aircraft has an inclination of 10°, so that at the angle of adjustment of the wing to the fuselage of 3° (measured on the fuselage) the wings are set at 13", whereby the air resistance increases sharply, the aircraft quickly loses speed, but does not "sag*", which is only to be expected at more than 15" position.
The struts of the chassis use the same struts as those described as wing supports. The connecting shoes are made of 0.75 mm thick steel tube, which is flattened at its lower end, but with the insertion of a flat piece of fiber about 3 mm thick. Through a bolt that is riveted, the connection with the wooden part of the struts is achieved, which are round at the end and have no cavity at this point. In other places, the piece of pipe is cut open and bent open like a fork.
The horizontal stabilizer consists of a single continuous keel surface, which is either made entirely of wood and clad with plywood, or is composed of willow wood bows in connection with steel tubes of 1.5 mm wall. The surface has a flat profile shape at the bottom, curved at the top and is therefore somewhat load-bearing. It lies continuously on top of the end of the boat and is clamped to it.
The vertical stabilizer can also be made of wood with a plywood construction as an outer skin, making it not only strong, but also very light. All steering cable lines run through the interior of the boat.
It may be pointed out that the stability characteristics of the aircraft have been taken into account in a finely thought-out manner. The wing profiling takes into account the fact that the desired shape is absolutely retained despite the most extensive suspension of the spars. This is also the main reason why a torsional surface was avoided and flaps are attached. Vertorsbaro surfaces require a particularly precise production and later very careful treatment. The very large vertical stabilizer was intentionally placed so high above the fuselage, because it should also be used to maintain lateral stability. Its good effectiveness in this regard is beyond doubt. The striking width of the outer wing part is connected with the completely neutral outlet of the rear wing profile part, in order to immediately obtain not only the same air force resulting from a flap deflection in both directions, but also the greatest possible size of it. The aircraft has an arrow shape of 10% and a line V shape of 5%.
We go into this design in such detail, it may be briefly remarked, because in it we have before us a construction which does not represent a type of construction in itself, but in its smallest detaile well thought-out execution gives numerous suggestions in the most diverse directions on the way, on which we have pointed out again and again with all emphasis, especially in recent times, in order to get rid of the construction of war aircraft from a technical point of view. As the designer himself expressly emphasizes, we are still a long way from reaching our goal. With the design, he only wants to provide inspiration for further work, but at the same time he also wants to demonstrate a machine whose construction provides an opportunity for new practical insights. The construction of the aircraft is open to everyone, including aircraft companies, and the designer, head of the aircraft construction department of the Kyffhäuser Technical Center, engineer Kromer, Frankenhausen a. Kyffh., is prepared in a quite selfless way to assist every glider builder with advice and action