Aircraft template

Messerschmitt M 29.Messerschmitt
has developed the M 29 in particular for the European sightseeing flight, which, in addition to an achievable maximum score, has a wide range between top and landing speed.
Detailed aerodynamic investigations in Göttingen have led to the aircraft having a maximum speed of 260 km and a
landing speed of only 55 to 60 km.
Wing wooden construction, single-spar, cantilevered. Strong trapezoidal shape. Special profile with extraordinarily favourable aerodynamic properties. The lower edge of the wing has a 6°
V position. The airfoil is medium thick and shaped in such a way that the drag coefficient at small angles of attack is equal to that of pure racing aircraft. In order to keep the landing speed low, a flap with a slot is provided on the trailing edge of the wing. Each wing has 2 flaps, the outer one
of which serves as ailerons. The flaps are controlled by a simple lever in the driver's seat and automatically return if the control pressure exceeds a certain level.
This ensures that the stress on the sash is kept within permissible limits at all times. The arrangement of the wing by means of these flaps is equivalent to a
wing profile, which has a ratio between lift maxi mum and drag minimum of over 200. There are no rigid profiles that even come close to
this value. When the flap is retracted, i.e. at high speed, the wing profile corresponds to a pressure-point-resistant profile, so that the torsional stresses of the wing remain low at the highest speeds.
Wing structure: Torsionally stiff wing nose, which is formed by the one spar and the nose planking. This design is known to have the advantage of a particularly
high critical speed against vibrations. The end ribs are connected to the wing nose with fabric covering. Wings
attached to the fuselage in 3 points each.
Fuselage in a triangle joined, welded tubular steel construction covered with fabric. The fairing is adapted to the shape of the
engine to be used (air-cooled in-line engine or radial engine) in order to achieve favourable aerodynamic shaping. The fuselage frame to which the wing spars
are connected is designed as a particularly strong beam. In addition, the frame to which the landing gear is connected is also strongly stiffened transversely.
The end of the fuselage is designed in such a way that it merges into the side fin in its tubular steel construction.
The back of the fuselage is designed in the form of a cabin, so that both guide and companion are in a completely enclosed space.
In addition, the semicircular cover can be pushed back for both the driver's and the attendant's seats. Particularly noteworthy are the
transparent, fold-down side walls, which make the interior of the aircraft very bright when the cabin is closed and thus
contribute to a significant improvement in visibility. To leave the aircraft, the laterally sloping part of this attachment is folded down. In order to be able to leave the aircraft as quickly as possible in the event of danger, the entire back of the fuselage can be removed over the two sides with a single movement. folded away. The seats are spacious
Armrests provide sufficient comfort on longer flights. Back parachutes can be used as parachutes. There is also a luggage compartment of approx. 0.1 m3 behind the seats
The two seats can be adjusted by means of a lever that can be easily reached, and the backrests can also be moved forward and backward. The side control levers can be adjusted to the foot length of the guide or companion. The brake levers are also attached to these levers, so that the operation of the side steering can be supported by braking action.
All rudders are made of wood and covered with fabric. By attaching a mechanical stabilizer, which is operated from the driver's seat, there is no need
to attach an elevator fin. By means of this stabilizer, the pilot is given the opportunity to stabilize the machine according to the desired speeds during the flight, which could not be achieved with the previous aircraft despite the adjustable elevator fin.
The "cantilevered" landing gear consists of only two air-sprung struts made of high-quality material, which are able to absorb all the
stresses that occur during landing. The entire fuselage height is used as the basis for the installation of these spring struts. Both the struts and the
balloon low-pressure wheels with brakes are streamlined.
The air recoil damping of the struts is softer than oil spring, it allows the aircraft to sag by 3.5 m/sec.
The metal spur is cushioned by elastic bands and rotated to facilitate rolling.
The rudder is operated by bumpers and ropes. According to the size of the machine, billet control has been chosen.
Of course, the machine can also be supplied with double control. The stick of the same can be switched off from the driver's seat. The
switch-off device is attached directly to the billet in the driver's seat and is actuated by turning the billet head. This makes it possible for the driver to switch off the double steering immediately in case of danger without having to take one hand off the steering wheel or throttle lever.
The fuel tank (120 1 for 700 km) is located in the fuselage tip behind the fire bulkhead. When the As 8 R is installed, the oil tank is located on the underside of the
hull, which achieves the necessary oil cooling. When the Sh 14a is installed, the oil tank is moved to the upper tip of the fuselage in front of the fire bulkhead and
sealed off from the rest of the engine.
Wingspan lim, length 7.75 m, height 2 m, area 14.5 m2, wing load 4.8 kg/m2, power load 4.7 kg/hp, area output 10.4 hp/m2
use and stress group P 3.Engine Siemens Sh 14a air-cooled radial engine, standard 130 hp, max. 150 hp.Setup weight 400 kg, crew 80 kg, fuel 110 kg, payload 110 kg, flight weight = 700 kg.
Highest speed 254 km/h, cruising speed at 15 % thrush. 220 km/h, landing speed at full load 60 km/h, landing speed. flown out 55 km/h, climb speed on the ground
6.5 m/sec, ascent time: 1000 m 3 min., 2000 m 6.5 min., 3000 m 11 Min., 4000 m 17 Min., 5000 m 26 Min.; Maximum altitude practically 6000 m, maximum altitude absolute 7000 m,
fuel consumption 230 g/hp/h, oil consumption 12 g/P'S/h, flight duration at 15 % throttle. 3.2 h, flight range at 15 % throttle. 700 km.
Price: RM 18 000.-

Type	a	b
Engine	1 Argus As 8R with Schwarz propeller (D-2259 the other with VDM propeller, Ø2 m, fuel consumption 230 g/hp/h, oil consumption 12 g/hp/	1 Siemens Sh 14A with NACA cowling, Ø 2 m
Dimensions	Length 7.75 m, height 2 m, span 11,0 m, wing area 14,5 m2
Weights	Empty 390 kg, pilot 80 kg, fuel 110 kg, load 120 kg, flying weight 700 kg, Fuel In fuselage 120 l, oil 12 l, fuel consumption 230 g/hp/h, oil consumption 12 g/hp/ , wingload 48 kg/m2, powerload 4.7 kg/hp	Empty 400 kg, pilot 80 kg, fuel 110 kg, load 110 kg, flying weight 700 kg
Performance	Max. speed 262 km/h, cruising speed (40 % power) 225 km/h, landing speed (full load) 60 km/h, landing speed (stall) 55 km/h, climb at sea level 6.5 m/sec, to 1000 m 3 min., to 2000 m 6.5 min., to 3000 m 11 min., to 4000 m 17 min., to 5000 m 26 min., service celing 6000 m, max. service ceiling 7000 m, endurance at 40% power 3.2 h, range at 40 % power 700 km	Max. speed 254 km/h, cruising speed (40 % power) 220 km/h, landing speed (full load) 60 km/h, landing speed (stall) 55 km/h, climb at sea level 6.5 m/sec, to 1000 m 3 min., to 2000 m 6.5 min., to 3000 m 11 min., to 4000 m 17 min., to 5000 m 26 min., service celing 6000 m, max. service ceiling 7000 m, endurance at 40% power 3.2 h, range at 40 % power 700 km

Type	Werk.Nr	Registration	History
a	601	D-2259	First flight 13 April 1932. Registration from 21 April 1932, crashed on the 29th of April (Pilot Aichele ). During demonstration of slow flight - went into spin and dived into ground. Repaired and modified and further testing until August. Made ready for the Europarundflug 1932 with a red colour. Crashed on the 8th of August at Haunstetten (close to Augsburg), pilot Kreutzkamp was killed . At 500 to 600 m altitude over the field ,the right wing broke and the plane went into spin. Pilot did not have a parachute.
	602	D-2306
a	603	D-2307
a	604	D-2308	Crashed 9th of August 1932, the pilot Poss used his parachute but the co-pilot Starchinsky was killed. The plane came in for landing at Schleissheim , the altitude 500 to 600 m , the elevator started to swing, The pilot tried to stop this movement but the elevator broke and shortly after the wings failed.The wreck was first given to Akaflieg München but later to Deutsche Luftfahrtverband.
a	605	D-2309	Used by the DVL in 1934 and 1935 for testflights, the longitudinal stability was tested. Dipl.-Ing. Seeberg of the DVL made several flights measuring the forces on the stick. Went into spin on the 14th of June 1934, pilot Seeberg was killed, caused by to low speed at low altitude.
a	606	D-2321	Took part in the DELA exhibition in Berlin in October 1932.