| Type | Single seat glider | |
| Dimensions | Length 7,5 m, height 1,06 m, span 15 m, wing area 13,3 m2, aspect ratio 16,9, wing chord 1,3 m, chord at tip 0,46 m, mean chord 0,88 m, front area 0,45, stabilizer 1,48 m2, elevator 0,6 m2 m2, fin 1,02 m2, rudder 0,94 m2 | |
| Weights | Empty 160 kg, flying weight 255 kg, wingload 19,2 kg/m2 | |
| Performance | Max. speed 200 km/h, min. speed 51 km/h, lowest sink 0,64 m/sec. at 58 km/h, gliding ratio 26 at 75 km/h | |
The Mü17 "Merle" also known as "Aerostar" and "Kleidebüge" is the oldest sailplane still flown by the Akaflieger today. Wingprofile Mü. It was designed for the Olympics 1940. It took part in the construction competition proclaimed by the ISTUS. Two prototypes were built. Simpliness in erecting the plane for instance it had automatic coupling of the ailerons and flaps. The second prototype took part in the evaluation in Rome but was placed second after the DFS Olympia-Meise. Sixty of this design was built, some with retractable landing gear. No one survived WW 2. One was built in 1961 and used by the Akaflieger for training. Designer KARCH, Ludwig
High-performance glider Mü 17
Theglider Mü 17 "Merle" is a design of the FFG Munich, a further development of the Mü 10 "Milan" and the Mü 13 "Merlin". — The construction of the Mü 17 corresponds to
the Olympic formulas drawn up by the ISTUS in May 1938 in Bern for the 1940 Olympics. The decisive factor was the simplest construction with
the simplest production and assembly. The Mü 17 model is mainly intended as a competition aircraft, but it can also be used as a training machine for performance flights because of its excellent flight characteristics and its simple and robust design.
Mü 17 is designed as a cantilevered shoulder-wing aircraft in mixed construction. The fuselage is built in Stah I raw, the wing and tail is made of wood. The
choice of the tubular steel fuselage achieved both simple and cheap construction as well as the required safety for the pilot. The pipes used, with a wall thickness of 1 mm
§, are easy to weld and are easy to repair in the event of breakage. The load-bearing fuselage truss is
trapezoidal in the front part up to the main frame and brought to a triangular cross-section behind it. The triangular shape is aerodynamically favourable and extremely easy to build. To facilitate and speed up wing assembly, 4 bolts are firmly attached to the fuselage, onto which the wing is slid. The torso is softly cushioned by means of a runner and football. A retractable landing gear can be easily installed at a later date.
Very good visibility through the driver's hood, as the pilot sits in front of the wing, as with the Mü 10. The canopy frame made of tubular steel is planked with Astralon.
Wing box spar with side gluing. Nose ribs are planked on one side with plywood, tail ribs are truss ribs with plywood corners. The auxiliary spar carries the ailerons in the outer part (see illustration). The connection between wing and fuselage is simplified as much as possible by automatic coupling of the ailerons and
brake flap connections as well as by fixed suspension bolts on the fuselage. The division of the surface is symmetrical using two identical fittings and an automatic clutch, as in the Mül3. The assembly tool can thus be simplified except for a tube handle. A Fokker needle is the only loose part. ailerons extremely simple design. Depth and thickness are the same throughout. On both sides they are diagonally planked with plywood and suspended from the auxiliary spar with 5 hinges.
Elevator damped. rudder undamped. Mounting as on the Mü 13. Brake flaps made of wood on a torsion axle with push rod drive in the fuselage.
Tubes are used in the control unit as far as possible to avoid flanged plates. Built-in self-aligning ball bearings make it easy to build and maintain. The stick bearing is designed as a box lying transversely in the fuselage and drives ailerons and elevators via cables. The transfer of the aileron forces from the fuselage to the surface is taken over by a torsion tube with an automatic. The ailerons are differentiated in a ratio of 1 : 2. The foot control is adjustable on the floor.
Wingspan 15 m, length 7.6 m, height 1.27 m, fuselage width 0.6 m, area 13.3 m2, profile own, set-up weight 160 kg, flight weight 255 kg, payload 95 kg,
wing loading 19.2 kg/m2, aspect ratio 16.8, arrow shape 6°, V-shape 3°.
Lowest speed 51.0 km/h, lowest descent speed 0.63 m/sec at 54.3 km/h, best glide ratio 1 : 26 at 64.3 km/h.
Glider Mü 17 with snow skids.
In order to be able to carry out the glider towing school on machines with retractable vehicles even in winter in high snow conditions, FFG Munich has developed a spring-loaded snow skid for the Mü 17 model it has developed (Figs. 1-5). Above all, it was important to make the conversion as easy as possible and to make the runner retractable to reduce resistance, a landing is possible both in the extended and retracted state Lowering the two snow runners takes about 20 minutes. Structure of the main shield is shown in Fig. 5. The runner — made of ash with a caurite-glued Heraclitus plate — is attached to a spring-loaded bearing block (see sketch), the axle of which corresponds to the wheel axle and is inserted into the two U of the chassis fork, which are open at the bottom. In order to have the angle of attack necessary for landing for the snow runners, a rubber rope was attached to the tip of the runner, which is hooked into an eyelet attached to the bottom of the fuselage by means of a snap hook. To prevent the runners from hitting during the flight, a retaining rope was attached to the rear part of the runner, which is also attached to the fuselage with a carabiner hook
When converting from wheel to snow skid, you don't have to do anything more than loosen the two bolts in the U of the fork, remove the wheel together with the axle and insert the snow skid. Then you hang the rubber rope at the front and the retaining rope at the back of the fuselage. The front snow runner is foldable. The actuation is exactly the same as with the normal retractable landing gear of the Mü 17.The suspension of the main gear is provided by 4 rubber rings (see Fig. 5). The bearing tube on which the sliding block is attached is rotatable on the axle. To avoid jamming, two rubber rings are symmetrically attached to each of the two sliding guides for suspension, which have their counter-hold to the bearing tube.
In addition, the struts for attaching the shaft extend from the sliding guides. The axle is now firmly seated in the two Us of the wheel fork. The bearing tube with sliding block and suspension can rotate on the axle. When the tendon cords are loaded, the sliding guides are pushed upwards and the rubber rings are stretched.
The spur ski can be replaced just as easily. During the conversion, a cotter pin is loosened in the fuselage that secures the spur against falling out; then takes out the spur and inserts the spur also made of ash with a Heraclitus plate in the same way as the spur and then secures it again with the cotter pin. To prevent the tail from twisting, the spur is attached to the support of the spur with a screw bolt, as shown in Fig. 4. The spur conversion takes about 15 minutes. The suspension of the spur is done exactly as with the normal spur with a compression spring.
Theglider Mü 17 "Merle" is a design of the FFG Munich, a further development of the Mü 10 "Milan" and the Mü 13 "Merlin". — The construction of the Mü 17 corresponds to
the Olympic formulas drawn up by the ISTUS in May 1938 in Bern for the 1940 Olympics. The decisive factor was the simplest construction with
the simplest production and assembly. The Mü 17 model is mainly intended as a competition aircraft, but it can also be used as a training machine for performance flights because of its excellent flight characteristics and its simple and robust design.
Mü 17 is designed as a cantilevered shoulder-wing aircraft in mixed construction. The fuselage is built in Stah I raw, the wing and tail is made of wood. The
choice of the tubular steel fuselage achieved both simple and cheap construction as well as the required safety for the pilot. The pipes used, with a wall thickness of 1 mm
§, are easy to weld and are easy to repair in the event of breakage. The load-bearing fuselage truss is
trapezoidal in the front part up to the main frame and brought to a triangular cross-section behind it. The triangular shape is aerodynamically favourable and extremely easy to build. To facilitate and speed up wing assembly, 4 bolts are firmly attached to the fuselage, onto which the wing is slid. The torso is softly cushioned by means of a runner and football. A retractable landing gear can be easily installed at a later date.
Very good visibility through the driver's hood, as the pilot sits in front of the wing, as with the Mü 10. The canopy frame made of tubular steel is planked with Astralon.
Wing box spar with side gluing. Nose ribs are planked on one side with plywood, tail ribs are truss ribs with plywood corners. The auxiliary spar carries the ailerons in the outer part (see illustration). The connection between wing and fuselage is simplified as much as possible by automatic coupling of the ailerons and
brake flap connections as well as by fixed suspension bolts on the fuselage. The division of the surface is symmetrical using two identical fittings and an automatic clutch, as in the Mül3. The assembly tool can thus be simplified except for a tube handle. A Fokker needle is the only loose part. ailerons extremely simple design. Depth and thickness are the same throughout. On both sides they are diagonally planked with plywood and suspended from the auxiliary spar with 5 hinges.
Elevator damped. rudder undamped. Mounting as on the Mü 13. Brake flaps made of wood on a torsion axle with push rod drive in the fuselage.
Tubes are used in the control unit as far as possible to avoid flanged plates. Built-in self-aligning ball bearings make it easy to build and maintain. The stick bearing is designed as a box lying transversely in the fuselage and drives ailerons and elevators via cables. The transfer of the aileron forces from the fuselage to the surface is taken over by a torsion tube with an automatic. The ailerons are differentiated in a ratio of 1 : 2. The foot control is adjustable on the floor.
Wingspan 15 m, length 7.6 m, height 1.27 m, fuselage width 0.6 m, area 13.3 m2, profile own, set-up weight 160 kg, flight weight 255 kg, payload 95 kg,
wing loading 19.2 kg/m2, aspect ratio 16.8, arrow shape 6°, V-shape 3°.
Lowest speed 51.0 km/h, lowest descent speed 0.63 m/sec at 54.3 km/h, best glide ratio 1 : 26 at 64.3 km/h.
Glider Mü 17 with snow skids.
In order to be able to carry out the glider towing school on machines with retractable vehicles even in winter in high snow conditions, FFG Munich has developed a spring-loaded snow skid for the Mü 17 model it has developed (Figs. 1-5). Above all, it was important to make the conversion as easy as possible and to make the runner retractable to reduce resistance, a landing is possible both in the extended and retracted state Lowering the two snow runners takes about 20 minutes. Structure of the main shield is shown in Fig. 5. The runner — made of ash with a caurite-glued Heraclitus plate — is attached to a spring-loaded bearing block (see sketch), the axle of which corresponds to the wheel axle and is inserted into the two U of the chassis fork, which are open at the bottom. In order to have the angle of attack necessary for landing for the snow runners, a rubber rope was attached to the tip of the runner, which is hooked into an eyelet attached to the bottom of the fuselage by means of a snap hook. To prevent the runners from hitting during the flight, a retaining rope was attached to the rear part of the runner, which is also attached to the fuselage with a carabiner hook
When converting from wheel to snow skid, you don't have to do anything more than loosen the two bolts in the U of the fork, remove the wheel together with the axle and insert the snow skid. Then you hang the rubber rope at the front and the retaining rope at the back of the fuselage. The front snow runner is foldable. The actuation is exactly the same as with the normal retractable landing gear of the Mü 17.The suspension of the main gear is provided by 4 rubber rings (see Fig. 5). The bearing tube on which the sliding block is attached is rotatable on the axle. To avoid jamming, two rubber rings are symmetrically attached to each of the two sliding guides for suspension, which have their counter-hold to the bearing tube.
In addition, the struts for attaching the shaft extend from the sliding guides. The axle is now firmly seated in the two Us of the wheel fork. The bearing tube with sliding block and suspension can rotate on the axle. When the tendon cords are loaded, the sliding guides are pushed upwards and the rubber rings are stretched.
The spur ski can be replaced just as easily. During the conversion, a cotter pin is loosened in the fuselage that secures the spur against falling out; then takes out the spur and inserts the spur also made of ash with a Heraclitus plate in the same way as the spur and then secures it again with the cotter pin. To prevent the tail from twisting, the spur is attached to the support of the spur with a screw bolt, as shown in Fig. 4. The spur conversion takes about 15 minutes. The suspension of the spur is done exactly as with the normal spur with a compression spring.