User:MikWes/Argus engines

Overview

The first six cylinder aircraft engines were produced in 1912. Argus submitted an six-cylinder engine with a nominal rating of 110 hp to the 'Kaiserpeis' aircraft engine competition. Later also bigger engines were produced, ranging from 115 hp up to approximately 190-200 hp.

In 1914 these engines designs, particularly the 120 hp Argus, evolved into the 120 hp Argus As II.

At the same time troubles with the reliability of the higher powered engine variants led Argus to concentrate the development effort on an successor engine type, which became the Argus As.III.

Design and Development

Argus 50 hp

Sources: Dt. Luftfahrt 1909 p. 599: mentions Argus 50 hp; Jahrb. d. Automobil- und Motorboot-Industrie 1910, p.127-128, Bootsmotor 124mm/130mm, 40 PS @ 1000 rpm, valves on the right; Haenig 1910 p. 73 (drawings), valves on the right; ZFM 1910 p.133, Argus 45/55 hp @1200/1300 rpm, 124 mm bore, 130 mm stroke, 129 kg, no oil pump, pictures (side, ctrl), valves on the right; Motorwagen (ATZ) 1910 v.1: adverts 50/55 hp, valves on the right; Motorwagen (ATZ) 1910 v.2 p.767: drawings 50/55 hp, valves on the left; Dt. Luftfahrt 1911 Nr. 3 p. 16, 3 pics, oiler, valves on the right; ZFM 1912 p.128, Argus 50 hp @1250 rpm, 124 mm bore, 130 mm stroke, 130 kg

Argus 70 hp

Source: Vorreiter, Jb. der Luftf. 1912 p. 202-203 (Argus 90 PS drawings)

The 105/115 hp Argus (1913)

In early 1913 a six-cylinder Argus engine with an increased bore of 130 mm and a stroke of 130 mm was already available and was said to deliver up to 115 hp at 1400 rpm.^[1] The normal speed of the engine has been reported as 1350 rpm.^[2]

Relative to the six-cylinder engine of the 'Kaiserpreis' competition the main improvement besides the increased bore seems to be the introduction of a seconds magneto. To achieve this, the arrangement of the external engine components had been changed again, with the water pump, now on the left side of the engine, directly coupled with one of the magnetos. The second magneto was driven via spur gears from the crankshaft and was located on the right hand side of the engine. The oil pump also had been relocated, now sitting separately on the engine case to the left, driven via spur gears from the camshaft at the propeller end.

When this engine later was tested by the Deutsche Versuchsanstalt für Luftfahrt in Adlershof from 15-17 November 1913 it was and found to produce about 110 hp at 1330 rpm.^[3]

While this engine is referred to as 105/115 hp Argus^[4] or 115 hp Argus^[1]^[5] in some publications, these engines typically were referred to as '100 hp Argus'^[6] or '110 hp Argus' six-cylinder engines in most contemporary reports, which at times makes it difficult to distinguish them from the 100 hp four-cylinder Argus As I.

In the reports for the 'Prinz-Heinrich-Flug 1913' aircraft competition from May 10 - May 17 1913, two aircraft with this engine can already be found enlisted, a Jeannin-Taube, flown by Lt. Coerper, and an L.V.G.-biplane, flown by Lt. Carganico, both powered by the Argus six-cylinder engine of 130 mm bore and stroke.^[7]

Notes/Todos: NB/to validate: a drawing^[2] suggests that this engine also existed in 124 mm x 130 mm variant.^[2]; NB: Johannisthal Frühjahrs Flugwoche (May 25, 1913): 6-cyl 100 hp Argus on Ago.D. (Gorrissen, ev. Kießling, Zahn), Otto-D. No.154 (Janisch), Jeannin-Stahltaube. (Stiploschek, ev. Stiefvater, Freindt); Der Motorwagen 1913, p.402-406; NB: Bodensee-Wasserflug 1913: six-cylinder Argus 110 hp Aviatik-DD. (Faller), also 100 hp Argus Otto- and Ago-DD; also four-cylinder(!) 123 hp Argus Aviatik-DD (Stoeffler) (Deutsche Luftfahrt 1913, pp. 338-339, 353-358 ,378-381); NB: Bodensee-Wasserflug 1913: see also L'Aerophile; NB: Flugsport 17/1914, p. 685, Ilja Muromjez with two 115 PS Argus and two 190 PS Salmson gained a new World record on April 5; NB: Flugsport 2/1914 p. 67, examples of Wertziffern, also for Argus 130 x 130, also reported in L'Aerophile 1914

The 140/150 hp six-cylinder Argus (1913/14)

The first mentioning of the 150 hp six-cylinder Argus engine being offered in the Jeannin-Stahltaube can be found in early 1913.^[8] The engine had the same 140 mm (5.5 in) bore and stroke as the older 100 hp four-cylinder Argus engine.^[9]

Compared with the preceding 115 hp Argus six-cylinder engine once again the external components have been rearranged.^[10] Besides that the design of the engine remained similar to the preceding Argus engines.

The cylinders were of cast iron, cast in pairs of two cylinders, with the cooling jackets integral in the casting. There were two overhead valves per cylinder, which were operated via pushrods and rocker arms from the camshaft on the left side of the engine. The intake valves were oriented to the center of each cylinder pair, and their intake ducts were conjoined within the casting into a single external port facing to the left side of the engine.

Two Cudell-G.A.-carburettors were placed centrally on the left side of the engine in close proximity to each other. A heating jacket, integrated into the coolant circulation, enclosed both carburettors, which fed separately into the two induction pipes of the intake manifold. The intake manifold was made out of cast aluminum and consisted of two separate induction pipes, which fed into single distribution pipe, which then connected to all three cylinder pairs.

The pistons were made of cast iron and had two piston rings.^[10] Each cylinder pair was fixated to the crankcase by six bolts. The cylinders were axially offset to the crankshaft, which was supported by two inner plain bearings and two outer ball bearings.

The crankcase was made of aluminum and cast in separate upper and lower half parts, with the upper half having six mounting arms cast into it.^[10] The engine case was divided into three separate chambers by internal walls at the inner crankshaft bearings, with each chamber having a separate breather on the right hand side. The engine case had been slightly redesigned compared to the earlier 115 hp six-cylinder Argus, with most notably the pedestals being elongated to to accommodate for the additional height of the oil- and water pump assembly.

The centrifugal water pump has been moved to the lower right at the control side of the engine, mounted together with the oil pump on a transverse shaft, which was driven by helical gears from the crankshaft end. The water pump fed the coolant to the water cooled cylinders as well as to the carburettor's heating jacket from the left side. Lubrication was done by a combination of splash lubrication and additional forced lubrication of the plain bearings with fresh oil fed by the oil pump.

The two magnetos were mounted with their shafts in parallel to the engine, with one magneto placed on either side at the control end. The magnetos were driven via spur gears from the camshaft gear and from the crankshaft via an intermediate idler gear respectively.

Timeline: early 1913: Mentioning of 120 and 150 hp Argus 6-cylinder engines being available in the Jeannin-Taube; ..?; 1913: Jane's All the Worlds aircraft: Argus 150 h.p., 6 cyl., 140×140 (1250 r.p.m.) 353 lbs.; April 1914: Flugsport Article in issue 7/1914, p. 278, "Der 150 PS Sechszylinder Argus-Flugmotor"; Spring 1914: Ilya Muromets No 108, with 125 hp and 140 hp six-cylinder Argus; May 1914: 120 hp and 140 hp Argus aircraft participating on Prinz-Heinrich-Flug 1914

Notes (120 hp and 150 hp Argus, 1913): NB: in 1912 a 120/125 hp Argus-Jeannin-Eindecker (pilot: Krieger) participating on the Herbstflugwoche is already mentioned in 'Flugsport' and 'Deutsche Luftfahrt', probably this 4-cylinder machine? Krieger crashed the 100 hp Jeannin Eindecker on June 9 at the Flug Berlin-Wien.; NB: in early 1913 the Jeannin-Eindecker was offered with: 100 or 140 hp 4-cyl Argus (preferred), or 120 or 150 hp 6-cyl Argus (or any other engine the customer wanted), Deutsche Luftfahrt, 1913, p. 37; NB: Ostpreussischer Rundflug, Aug 9-14, 1913: Stiploschek with six-cylinder Argus 130 hp Jeannin-Stahltaube. (Deutsche Luftfahrt 1913, pp. 434); NB: Berliner Herbstflugwoche 1913: Stiploschek with six-cylinder Argus 120 hp (eff.) Jeannin-Stahltaube. (Motorwagen 1913, pp. 874)

NB: Flugsport 7/1914, p. 267, new Ago-Doppeldecker 1914 (pusher), 140 hp Argus

Later improvements and successor types

NB: Flugsport 13/1914 (June), p.534, Argus-Umlauf-Motor (?) was tested 21 h 15 min at the 'Deutsche Versuchsanstalt für Luftfahrt'

NB: Flugsport 14/1914 (July), p.609, new 6 Cyl. Argus tested at 'Deutsche Versuchsanstalt für Luftfahrt', 130 mm bore, 140 mm stroke, 225 kg, power remained unchanged for the whole >21 h test, 114,27 hp at 1361 rpm with fuel consumption of 42,5 l/h and oil consumption of 1,51 l/h. --> Argus 120/130 hp or Argus As II?

NB: Flugsport 15/1914, p. 626, Warnemünde, Aviatik-Wasser-Doppeldecker, 190 PS Argus (tractor)

NB: Flugsport 16/1914, p. 678, Warnemünde, full list of seaplanes, includes one 140 hp Argus Aviatik-DD (single float), two 140 hp Argus Ago-DD and one 200 hp Argus Albatros-DD (each with 2 floats).

As III

Sources: Angle 1921: Opel; Masméjean 1918: Opel

Applications

TODO: Otto Pusher biplane (NB: see mention in Flugsport 1913); Pfalz-Otto Pusher biplane (NB: photographic evidence, e.g. Jack Herris, Pfalz Aircraft of WWI, pp.14-16, all pusher photos show Argus prewar types and As.II, although incorrectly assumed to be Rapp engines by the author); Aviatik P.14 (100 hp Aviatik Biplane of the 'Deutsch-Südwestafrikanischer Luftfahrerverein', later requisitioned by the Imperial Schutztruppe for German South West Africa)

To check: Germania Taube; Aviatik Floatplane File:German_Aircraft_of_the_First_World_War_Q66881.jpg (NB might be an Austro-Daimler?)

Tables

Argus engine dimensions (prewar)
Name	Year	n_cyl [1]	Bore [mm]	Stroke [mm]	Normal speed [min^-1]	Displacement [l]	Dry weight (w/steel cyl.) [kg]	Comment
70 hp	c.1911^[11]	4	124	130	1250	6.28	120^[1]	Kaiserpreis für Flugmotoren 1912 competition (70/72 hp, 125 mm bore, 1342 rpm)^[12]
100 hp	1911^[13]	4	140	140	1250	8.62	140^[1]	5. place at Kaiserpreis für Flugmotoren 1912 (100/98 hp, 1368 rpm)^[12], often referred to as Argus As I
140 hp	1912^[14]	4	155	165	1250	12.45	190^[1]
100 hp	c.1912	6	124 (125)	130	1350	9.42 (9.57)	205	Kaiserpreis für Flugmotoren 1912 competition (110/103 hp, 125 mm bore, 1370 rpm)^[12]^[2]
115 hp	c.1913^[7]^[15]	6	130	130	1350	10.35	210^[2]	also referred to as 105/115 hp Argus^[4], 115 hp at 1400 rpm^[1], c.200 kg^[1]
130 hp	c.1913^[16]	6	130	140	1350	11.15	210 (185)^[2]	precursor/early form of 120 hp Argus As II^[17] (same cylinder dimensions)
145 hp	1914	6	140	140	1350	12.93	245 (218)^[2]	also referred to as 150 hp Argus (150 hp at 1400 rpm, 250 kg)^[10]
190 hp	1914	6	155	165	1300	18.68	310 (260)^[2]

Control side gears
Type	n_cyl	drill_cam	N_cam	N_crank	N_magn	N_idle	drill_idle	comment
unknown	6	2 sets	78	39	26	c.55	10	File:Argus_aircraft_engine,_c.1914,_control_side.png
?	4	2 sets	c.72	c.36	c.36	c.36	c.12	Source: Jeannin-Stahltaube, Prospekt Aviatik 1911
ALA 70 hp?	4	3 sets	92	46	46	c.46	c.12	Source: Oelmotor 1/1912, p. 40
Typ 4 100 hp	4	3 sets	92	46	46	c.46	11	cut open 4-Cyl. Argus, which museum?

Engines used in competitions

Prinz-Heinrich-Flug 1913 (May 10 - May 17, 1913)

Formula for estm. Power L (Source: Béjeuhr^[7]):

Liquid cooled four-stroke stationary engines: $L = 10 V$
Air cooled four-stroke rotary engines: $L = 6,5 V$
Air cooled two-stroke stationary engines: $L = 10,5 V$

Prinz Heinrich Flug 1913 (Source: 'Deutsche Luftfahrt' 1913, p. 250; also Béjeuhr^[7])
Nr	Pilot	Observer	Aircraft type	Engine	estm. Power L [hp]	Cyl.	Bore [mm]	Stroke [mm]	Displacement V [l]	Formula^[7]
1	Lt. Blüthgen	Lt. Frhr. v. Freyberg	D.F.W.-Doppeldecker	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
2	Lt. Canter	Lt. Böhmer	Rumpler-Taube	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
3	Lt. Frhr. v. Thüna	Lt. v. Falkenhayn	L.V.G.-Doppeldecker	Mercedes 80-90 hp	72.7	6	105	140	7.27	$L = 10 V$
4	Oberlt. Beaulieu	Lt. Krause	Albatros-Doppeldecker	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
5	Lt. Kastner	Oberlt. Niemöller	Rumpler-Taube	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
6	Lt. Sommer	Lt. van Beers	Euler-Doppeldecker	Gnome Lambda	76.9	7	124	140	11.83	$L = 6.5 V$
7	Lt. Weyer	Oberlt. Burmeister	Aviatik-Doppeldecker	Argus 100 hp	86.2	4	140	140	8.62	$L = 10 V$
8	Oberlt. Donnevert	Lt. Warsow	Rumpler-Taube	Argus 100 hp	86.2	4	140	140	8.62	$L = 10 V$
9	Lt. Coerper	Lt. v. Schröder	Jeannin-Taube	'Argus 100 hp'(1) (115 hp)	103.5	6	130	130	10.35	$L = 10 V$
10	Lt. Hailer	Oberlt. Leonhard	Otto-Zweid. Militärtyp	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
11	Lt. Vierling	Oberlt. König	Otto-Zweid. Militärtyp	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
12	Lt. Frhr. v. Haller	Oberlt. Frhr. v. Könitz	Otto-Zweid. Militärtyp	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
14	Lt. v. Hidessen	Lt. Behm	D.F.W.-Eindecker	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
15	Lt. Zwickau	Lt. Müller	D.F.W.-Eindecker	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
16	Ing. Schlegel	Lt. Prestien	Mil.-Eind. Aviatik 1913	Argus 100 hp	86.2	4	140	140	8.62	$L = 10 V$
17	Oberlt. Linke	Oberlt. Reichenbach	Av.-Pfeil-D. Mil.-Typ 13	Argus 100 hp	86.2	4	140	140	8.62	$L = 10 V$
18	Dipl. Ing. Thelen	Kapitänlt. Weiß	Albatros-Zweidecker	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
19	Techn. Dir. Hirth	Oberlt. Palmer	Albatros-Hirth-Eindecker	Mercedes 80-90 hp	72.7	6	105	140	7.27	$L = 10 V$
20	Lt.Joly	Oberlt. Felmy	Gothaer-Waggonfabr.-E.	Mercedes 80-90 hp	72.7	6	105	140	7.27	$L = 10 V$
21	Lt. Engwer	Lt. Zimmer	Gothaer Argus-Eindecker	Argus 100 hp	86.2	4	140	140	8.62	$L = 10 V$
22	Ing. Schröder	Lt. Aumann	Goedecker-Eindecker	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
23	Ing. Suwelack	Oberlt. v. Ascheberg	Kondor-Eindecker	Mercedes D.I (E6F)	95	6	120	140	9.50	$L = 10 V$
24	Lt. Carganico	Lt. Koch	L.V.G.-Doppeldecker	'Argus 100 hp'(1) (115 hp)	103.5	6	130	130	10.35	$L = 10 V$
...

(1) 'Argus 100 hp' as mentioned in der Motorwagen 1913, p. 434

Frühjahrsflugwoche Johannisthal(May 25 - Jun 1, 1913)

TODO

Jahrhundertfeier-Flugwoche Breslau (Jun 8 - Jun 15, 1913)

TODO

Rund um München (Jun 14 - Jun 15, 1913)

TODO

Internationale Flugwoche Aspern (Jun 15 - Jun 22, 1913)

TODO

Wasserflugzeug-Wettbewerb am Bodensee 1913 (Jun 29 - Jul 15, 1913)

Formula for estm. Power L (Source: Deutsche Luftfahrt 1913, p. 295-296):

Liquid cooled four-stroke stationary engines: $L = 10 V$
Air cooled four-stroke rotary engines: $L = 6,5 V$
Air cooled two-stroke stationary engines: $L = 10,5 V$

Caption text
Nr	Pilot	Aircraft Owner	Aircraft	Engine	Span	Comment
...
2	Rich. Weyl or Lindpainter	Gustav Otto, München	Otto-Doppeldecker	103.04 hp Argus	18	Baierlein, 100 PS 6 Zyl Argus (Flugsport 14/1913)
3	Bailerlein or Lindpainter	Gustav Otto, München	Otto-Doppeldecker	166 hp A.G.O.	20	did not attend
4	Arth. Faller	Aviatik, Mülhausen	Aviatik-Doppeld.	102.85 hp Argus	20	crashed on start, 110 hp 6-cyl (Deutsche Luftfahrt 1913, p. 380), encased gears (see photo)
5	Viktor Stoeffler	Aviatik, Mülhausen	Aviatik-Doppeld.	123.6 hp Argus	18.4	crashed on water-landing, 123 hp 4cyl (Deutsche Luftfahrt 1913, p. 380)
...
8	W. Kießling or Max Schüler	Ago-Flugzeugwerke	Ago-Doppeldecker	100 hp Argus	18	failed to water-start, 6-cyl
10	Sablatnig	Union-Flugzeugwerke	Pfeil-Doppeldecker	100 hp Argus or 120 hp Austro Daimler	14.5	did not attend
...

Source: Deutsche Luftfahrt 1913, p. 296, 338, 353, 378

National Flugwoche Kiel (Jul 10 - Jul 15, 1913)

TODO

Gelsenkirchen

TODO

Rund um Berlin

TODO

Herbstflugwoche in Berlin-Johannisthal 1913 (Sep 28 - Okt 5, 1913)

Formula for estm. Power N (Source: Deutsche Luftfahrt 1913, p. 466):

Liquid cooled four-stroke stationary engines: $N = 11 V$
Air cooled four-stroke rotary engines: $N = 7 V$
Air cooled two-stroke stationary engines: $N = 10,5 V$

TODO

Prinz-Heinrich-Flug 1914 (May 17 - May 25, 1914)

Formula for estm. Power L (v. Mises, Zeitschrift für Flugtechnik und Motorluftschiffahrt v.5 1914 p. 188-192):

Liquid cooled four-stroke stationary engines: $L = 10,5 V$
Air cooled four-stroke rotary engines (French design): $L = 7 V$
Air cooled four-stroke rotary engines (German design): $L = 6 V$

See also: Automobil-Rundschau. N.S., v.13 1914, pp. 76-77

Note: The Formula for rotary engines $L = 7.5 V$ from Flugsport, Issue 2/1914, p. 66, seems incorrect.

Prinz Heinrich Flug 1914 (Source: 'Deutsche Luftfahrt' 1914, p. 246, engine names in quotes from p.158)
Nr	Pilot	Observer	Aircraft type	Engine	estm. Power L [hp]	Cyl.	Bore [mm]	Stroke [mm]	Displacement V [l]	Formula^{[citation needed]}
1	Lt. Canter	Lt. Böhmer	Rumpler-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
2	Hpt. v. Detten	Hpt. v. Falkenhayn	Albatros-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
3	Oberlt. Hantelmann	Oberlt. Zimmer-Vorhaus	Albatros-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
4	Oberlt. Joly	Oberlt. Felmy	Gotha-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
5	Oberlt. Kastner	Oberlt. Niemöller	Albatros-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
6	Oberlt. Kolbe	Lt. Rhode	Albatros-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
7	Oberlt. Ladewig	Lt. Trenkmann	Rumpler-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
8	Lt. Pfeifer	Oberlt. v. d. Hagen	Albatros-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
9	Lt. Pretzell	Lt. Wencher	Albatros-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
10	Oberlt. v. Beaulieu	Hpt. Geerdtz	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
11	Lt. Bonde	Lt. Müller	Albatros-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
12	Lt. v. Buttlar	Lt. v. Schröder	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
13	Lt. Carganico	Lt. Friedberg	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
14	Oberlt. Emrich	Oberlt. Leonhardt	Otto-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
15	Oberlt. Geyer	Lt. Kühn	Aviatik-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
16	Lt. v. Hiddessen	Lt. Müller	Albatros-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
17	Lt. Schlemmer	Oberlt. König	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
18	Lt. Frhr. v. Thüna	Lt. v. Kleist	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
19	Lt. Walz	Lt. Müller	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
20	Lt. Wentscher	Oberlt. Vogel v. Falckenstein	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
21	Anslinger	Lt. Zeumer	J. Goedecker-Eindecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
22	Oberlt. d. R. v. Arnim	Lt. Kunz	H.G. v. Arnim-Eindecker	'Argus 120 hp' (130 hp)	117.1	6	130	140	11.15	$L = 10.5 V$
23	Beck	Oberlt. Schletter	Kondor-Eindecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
24	Freint	Hpt. Hellmich	E. Jeannin-Stahltaube	'Argus 120 hp' (130 hp)	117.1	6	130	140	11.15	$L = 10.5 V$
25	Friedrich	Oberlt. Peters	E. Rumpler-Eindecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
26	Höfig		D.F.W.-Eindecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
27	Krumsiek	Lt. Plagemann	Hansa-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
29	Schlegel	Lt. Spang	Gotha-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
30	Oberlt. d. R. Steffen	Lt. v. Weyhe	Etrich-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
32	Hennig	Lt. Deichmann	Otto Schwade-Doppeld.	'80 PS Schwade'	71.0	7	124	140	11.83	$L = 6.0 V$
33	Laitsch	Lt. Koch	L.V.G.-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
34	Schauenburg	Lt. Hug	A.E.G.-Doppeldecker	Benz Bz.II (Type FD)	106.5	6	116	160	10.15	$L = 10.5 V$
35	Schüler		Ago-Doppeldecker	'Argus 140 hp' (145-150 hp)	135.8	6	140	140	12.93	$L = 10.5 V$
37	Sommer		R. Sommer-Doppeldecker	'80 PS Gnôme'	82.8	7	124	140	11.83	$L = 7.0 V$
38	Viktor Stoeffler	Lt. Krause d'Avis	Aviatik-Doppeldecker	'100 PS Oberursel'	114.1	9	124	150	16.30	$L = 7.0 V$
39	Dipl.-Ing. Thelen	Hpt. Gheibel	Albatros-Doppeldecker	Mercedes 80-90 hp	76.4	6	105	140	7.27	$L = 10.5 V$
40	Weyl	Lt. Sendel	Otto-Doppeldecker	'Argus 140 hp' (145-150 hp)	135.8	6	140	140	12.93	$L = 10.5 V$
28	Paschen	Lt. Creydt	Halberstadt-Taube	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$
31	Stiefvatter	Oberlt. Zimmermann	Taube d. Pr. Sigismund v. Preußen	'Argus 120 hp' (130 hp)	117.1	6	130	140	11.15	$L = 10.5 V$
36	Schröder	Schäfer	Sommer-Doppeldecker	'100 PS Gnôme'	114.1	9	124	150	16.30	$L = 7.0 V$
40a	Oberlt. a. D. Surén bzw. W. Eckardt	Lt. v. Ascheberg	Gotha-Doppeldecker	Oberursel	97.8	9?	124?	150?	16.30?	$L = 6.0 V$ (?)
40b	Mühlig-Hofmann	Lt. Suchland	Albatros-Doppeldecker	Mercedes D.I (E6F)	99.8	6	120	140	9.50	$L = 10.5 V$

Bodensee Wasserflug 1914 (May 24 - May 28, 1914)

TODO

Dreiecksflug 1914: Johannisthal—Leipzig—Dresden—Johannisthal (May 30 - Jun 5, 1914)

Formula for estm. Power N (Der Motorwagen v.17 1914, p. 306):

Liquid cooled four-stroke stationary engines: $N = 10,5 V$
Air cooled four-stroke rotary engines: $N = 6.5 V$

TODO

Table: Kaiserpreis für den besten deutschen Flugzeugmotor, 1913

TODO

References

Notes

^ ^a ^b ^c ^d ^e ^f ^g Huth, 1914, pp. 69-73
^ ^a ^b ^c ^d ^e ^f ^g ^h Joachimczyk, 1914, pp. 538-540
^ Seppeler, Z.F.M. Vol.5 1914, issue 7, p. II
^ ^a ^b v. Mises, 1913, p. 310-311
^ Angle 1921, p. 51, referred to as 115 hp 'Type VII'
^ see e.g. Béjeuhr 1913, Z.F.M. p. 152-153, Lt. Coerpers aircraft
^ ^a ^b ^c ^d ^e ^f ^g Béjeuhr 1913, Polytechnisches Journal pp. 372–374, also Z.F.M. pp. 140–142, 149–155; Note: The cylinder dimensions can be inferred via the given formula $L = 10 V$ for estimated power L (listed as 103.5 hp) and displacement V
^ Deutsche Luftfahrer-Zeitschrift, issue 2/1913, p. 37
^ Jane, 1913. p. 8c
^ ^a ^b ^c ^d Flugsport, issue 7/1914, pp. 278-281
^ Deutsche Luftfahrt 1911
^ ^a ^b ^c Cite error: The named reference Bendemann1914 was invoked but never defined (see the help page).
^ Deutsche Luftfahrt 1911
^ Flugsport 1912, p. 354
^ Flugsport 1913: '9. Cörper, Jeannin-Taube; [..] 24. Carganico, L.V.G.-Doppeldecker; Motor: Argus-Werke 103.5 PS' (p. 350); The 103.5 PS rating has been calculated as 10 * engine displacement!
^ Flugsport 1913: 'Stiploscheck 120-PS-Jeannin-Argus-Taube' (p. 747), '120 PS Sechszylinder Argus-Motor' (p. 975)
^ Der Argus Flugmotor, 1916

Bibliography

Bendemann, F.; Seppeler, E. (1914). "Die Durchführung und das Ergebnis des Wettbewerbes um den Kaiserpreis für den besten deutschen Flugzeugmotor". Jahrbuch der Deutschen Versuchsanstalt für Luftfahrt, erster Band 1912-1913 (in German). Berlin: Stilke: 149–223. OCLC 33917232.

Joachimczyk, Alfred Marcel (1914). "Neuere Deutsche Flugmotoren". Der Motorwagen, XVII. Jahrgang, 1914 (in German). Berlin: Krayn: 538–540. OCLC 4551189.

"Der 150 PS Sechszylinder Argus-Flugmotor". Flugsport (in German). Jahrgang 1914 (7). Frankfurt am Main: Redaktion und Verlag Flugsport: 278–281. 1914.

Huth, Fritz (1914). Motoren für Flugzeuge und Luftschiffe (in German). Berlin: R. C. Schmidt & co. pp. 69–73. OCLC 11492610.

v. Mises, R. (1913). "Über die Bewertung der Flugleistungen beim Prinz-Heinrich-Flug 1913". Deutsche Luftfahrt, Jahrgang 1913 (in German). 17: 308–311. OCLC 29889214.

Béjeuhr, Paul (1913). "Technischer Rückblick auf den Prinz-Heinrich-Flug 1913". Dinglers polytechnisches Journal (in German). 328: 372–374.

Béjeuhr, Paul (1913). "Prinz Heinrich-Flug 1913". Zeitschrift für Flugtechnik und Motorluftschiffahrt (in German). 4 (10–11): 140–142, 149–155. OCLC 1606129.

Seppeler, E. (1914). "Dauerprüfung des Argus 6 Cylinder-Flugmotors Nr.1339". Zeitschrift für Flugtechnik und Motorluftschiffahrt (in German). 5 (7): II. OCLC 1606129.

Angle, Glenn Dale (1921). Airplane Engine Encyclopedia: An Alphabetically Arranged Compilation Of All Available Data On The World's Airplane Engines. Otterbein Press. pp. 51-52. OL 23525261M.

Argus Motoren-Gesellschaft m.b.H (1916). Der Argus Flugmotor (in German). Retrieved 4 October 2020.

Khajrulin, M.A. (2018). Legendarnyj "Ilja Muromets". Pervyj tjazhelyj bombardirovschik (in Russian). Moscow: Jauza. pp. 33–39. ISBN 978-5-04-091056-4.

Jane, Fred T. (1913). Jane's all the world's aircraft, 1913 : a reprint of the 1913 edition of All the world's air-craft. New York: Arco Publishing Co., 1969. pp. 8c. OCLC 943875.

"Einige neuere Flugzeugkonstruktionen". Deutsche Luftfahrer-Zeitschrift (in German). 17 (2). Berlin: Klasing & Co.: 36–37 1913. OCLC 29889214.

Laudahn, W. (1913). "Der Wettbewerb um den Kaiserpreis für den besten deutschen Flugzeugmotor". Der Oelmotor (in German). II. Jahrgang 1913/14 (1). Berlin: Verlag für Fachliteratur G.m.b.H.: 24–36. OCLC 2449244.

[Huth1914-1] ^ ^a ^b ^c ^d ^e ^f ^g Huth, 1914, pp. 69-73

[Joachimczyk1914-2] ^ ^a ^b ^c ^d ^e ^f ^g ^h Joachimczyk, 1914, pp. 538-540

[3] Seppeler, Z.F.M. Vol.5 1914, issue 7, p. II

[Mises1913-4] v. Mises, 1913, p. 310-311

[Angle1921-5] Angle 1921, p. 51, referred to as 115 hp 'Type VII'

[6] see e.g. Béjeuhr 1913, Z.F.M. p. 152-153, Lt. Coerpers aircraft

[Bejeuhr1913-7] ^ ^a ^b ^c ^d ^e ^f ^g Béjeuhr 1913, Polytechnisches Journal pp. 372–374, also Z.F.M. pp. 140–142, 149–155; Note: The cylinder dimensions can be inferred via the given formula $L = 10 V$ for estimated power L (listed as 103.5 hp) and displacement V

[DLZ-2-1913-8] Deutsche Luftfahrer-Zeitschrift, issue 2/1913, p. 37

[Jane1913-9] Jane, 1913. p. 8c

[Flugsport-7-1914-10] Flugsport, issue 7/1914, pp. 278-281

[11] Deutsche Luftfahrt 1911

[Bendemann1914-12] Cite error: The named reference Bendemann1914 was invoked but never defined (see the help page).

[13] Deutsche Luftfahrt 1911

[14] Flugsport 1912, p. 354

[15] Flugsport 1913: '9. Cörper, Jeannin-Taube; [..] 24. Carganico, L.V.G.-Doppeldecker; Motor: Argus-Werke 103.5 PS' (p. 350); The 103.5 PS rating has been calculated as 10 * engine displacement!

[16] Flugsport 1913: 'Stiploscheck 120-PS-Jeannin-Argus-Taube' (p. 747), '120 PS Sechszylinder Argus-Motor' (p. 975)

[Argus1916-17] Der Argus Flugmotor, 1916

[1]

[2]

[3]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

[11]

[12]

[13]

[14]

[15]

[16]

[17]