Flugwissenschaftliche Vereinigung Aachen

Flugwissenschaftliche Vereinigung Aachen

Company type	Non-profit organization
Industry	Aviation, Flight research
Founded	1920
Headquarters	Aachen , Germany
Area served	Worldwide (academic and research)
Key people	Felix Kracht (notable member)
Products	Flight training, Flight research, Glider operations
Parent	RWTH Aachen University (closely linked)

Template:Infobox organization Flugwissenschaftliche Vereinigung Aachen (abbreviated as FVA, known in English as the Flight Research Association Aachen) is a non-profit entity founded in 1920, closely linked to RWTH Aachen University (Rheinisch-Westfälische Technische Hochschule – Aachen). Its membership is primarily composed of RWTH Aachen students, including notable members such as Felix Kracht. The FVA organizes and facilitates numerous training programs covering flight instruction, handling of composite materials, and the use of aircraft materials like steel and aluminum.

Among its initiatives, the organization conducts research on innovative flap configurations for Airbus aircraft. Students contributing a minimum of 300 hours annually in the FVA laboratories and workshops are rewarded with complimentary flying privileges at the FVA gliding club. The club’s training encompasses piloting gliders and glider tugs, as well as instruction for flight instructors, workshop supervisors, and parachute packers. The FVA operates under the umbrella of IDAFLIEG (Interessengemeinschaft deutscher akademischer Fliegergruppen e.V. – the interest group for German academic flying groups), actively participating in IDAFLIEG’s summer and winter camps along with seminars. Through involvement in aircraft design, construction, flight testing, and research projects, students complete their academic requirements by publishing theses and reports, while acquiring practical expertise.

The FVA’s glider fleet includes a high-performance two-seat DG Flugzeugbau DG-1000 training glider, an open-class two-seater Schleicher ASH 25E, club class Glasflügel 205 Club Libelle and Glasflügel 206 Hornet sailplanes, plus an 18-meter class Schleicher ASW 28-18 sailplane. All these aircraft are accessible to qualified student pilots. Additionally, the organization owns a Robin DR400 used for towing the sailplanes.

Projects

The FVA has completed the following development initiatives:

FVA-1 Schwatze Düvel (Black Devil)

Constructed in 1920 for the inaugural Rhön glider competition at Wasserkuppe, this aircraft was designed by Prof. Theodore von Kármán alongside his assistant Wolfgang Klemperer. The FVA-1 featured a low-wing cantilever monoplane design with dual skid undercarriage. Made primarily from wood, the pilot was seated openly at the front of the fuselage. Under Klemperer's control, the FVA-1 secured victory at the 1920 Rhön contest by achieving a straight-line flight of 1,830 meters. On 30 August 1921, Klemperer set a world distance record by covering 4.6 kilometers in 13 minutes. Only one unit was produced.

FVA-2 Blaue Maus (Blue Mouse)

This model closely resembled the 'Schwatze Düvel' but incorporated an updated seating layout and other refinements. It participated alongside the FVA-1 in the 1921 Rhön contest at Wasserkuppe. At least four units were manufactured on demand.

FVA-3 Ente (Duck)

Adhering to the design principles of the FVA-1 and FVA-2, this canard glider featured similar cantilever wings and trousered skid undercarriage but introduced a controllable foreplane for pitch and yaw stability and control. A single example was built.

FVA-4 Pipö

The FVA-4 was developed as a lightweight, low-powered two-seat aircraft aimed at providing affordable and dependable training for flying group members.

FVA-5 Rheinland

Wolfgang Klemperer's final design for the FVA was the FVA-5, constructed concurrently with the FVA-4. It established a layout that became standard for gliders through the 1960s, featuring a high wing supported by struts and a fully enclosed cockpit positioned at the wing’s leading edge within the fuselage. This aircraft delivered high performance for its era by employing lightweight materials to minimize empty weight, resulting in a relatively delicate structure that necessitated careful handling on the ground. Only one was built.

FVA-6

Following authorization from the Allied Control Commission in 1924 to design and build powered aircraft, Ilse Kober and Theodor Bienen created the FVA-6, a tandem two-seat biplane powered by a 30 hp () ABC Scorpion engine. Despite overcoming numerous design challenges, its maiden flight at Düsseldorf-Lohausen ended in destruction due to pilot inexperience. One unit was completed.

FVA-7 M Ia

The exact identity of the FVA-7 remains uncertain; however, it is most likely the M 1a, derived from Hermann Mayer’s Mayer M I. With renewed interest in soaring, FVA students developed this sailplane variant for pilot training and competition at Wasserkuppe's Rhön contests. Following Mayer’s success with his M I at the 1929 Rhön contest, students extended its wingspan to enhance performance, flying the 'FVA-7 M Ia' at the 1930 Rhön contest with moderate success. Only one was produced.

FVA-8 MS II

Derived from the M Ia, this model featured an extended 20m () wingspan attached to the original fuselage. It flew alongside the 'FVA-7 M Ia' during the 1930 Rhön contest. A single example exists.

FVA-9 Blaue Maus II (Blue Mouse II)

In 1933, FVA students focused on designing a lightweight soaring glider optimized for aerodynamic efficiency, stability, control, and achieving a high lift-to-drag ratio at speeds suitable for thermal transitions. Initial flights and tests occurred in July 1933, with completion during that year's Rhön contest at Wasserkuppe. One unit was constructed.

FVA-10a Theodor Bienen

An advanced evolution of the 'FVA-9', this model featured a cantilever gull wing with refined fuselage contours and particular attention to wing-fuselage junction aerodynamics. Initial trials took place at Merzbrück in 1936 without a cockpit canopy; subsequent testing continued at Prien, where a canopy was installed. The aircraft demonstrated excellent performance as anticipated. Only one was made.

FVA-10b Rheinland

Development of an enhanced and simplified version of the FVA-10 commenced in late 1936, incorporating fuselage improvements, wing enhancements, and DFS airbrakes installed on both upper and lower wing surfaces. Its maiden flight occurred on 13 May 1937, followed by testing that confirmed outstanding performance leading to notable placements in both the 1937 International competition and that year’s Rhön contest at Wasserkuppe.

FVA-11 Eifel

Aiming to create an 'Idealflugzeug', FVA students designed the FVA-11 with goals including efficient thermal soaring, fast transitions between thermals with low sink rate, safe low-speed landings, and rigging/de-rigging manageable by no more than three crew members. Employing thin wing profiles with high aspect ratio wings and flaps, it partially met these objectives. Construction began in February 1938 but material delays postponed readiness beyond that year's Rhön contest. Although flight tests began and modifications were planned, the aircraft was destroyed during World War II.

FVA-12

The precise nature of project FVA-12 is unclear but is likely associated with a light powered aircraft concept from 1937/1938 that remained unbuilt due to prioritization of completing the FVA-13.

FVA-13 Olympia-Jolle (Olympia Dinghy)

In early 1938, FVA received an invitation to contribute to designing a standardized glider for use by all competitors at the planned 1940 Olympic Games. A selection contest took place in Rome in 1939 with two prototypes supplied by FVA: 'V1' built at Aachen and 'V2' constructed by FAG Darmstadt. The competition was won by the DFS Meise, resulting in no further production of the 'FVA-13'.

FVA-14 Ringflügel (Ring-Wing)

The first post-WWII project undertaken by FVA was construction of the Ringflügel (disc or annular wing) aircraft beginning in 1952. Intended to explore theoretical benefits of ring-wing designs, initial scale model flights showed promise but wind tunnel testing revealed critical stability issues that could not be resolved. Consequently, work ceased and the completed but unflown prototype was dismantled to free workshop space in Aachen.

FVA-15

This initiative investigated compressed air as a means to generate control forces on glider wings. Developed by Dr.-Ing. H. Stein, it employed air blown through slots on upper wing surfaces to produce lift-based control inputs. A modified Grunau Baby III, equipped with roll control slits while retaining conventional ailerons for safety, served as testbed. Though feasible technically, practical application was hindered by requirements for high volume/mass airflow making widespread adoption unlikely.

FVA-16 Schaumstoff-Flügel (Foam Material Wing)

Focusing on composite construction techniques aimed at achieving smooth skin surfaces combined with structural integrity and light weight, this project designed a wing using Duralumin sheet skins bonded over a foam core. Test sections revealed significant challenges such as poor adhesion, delamination risks, and insufficient stiffness requiring thicker components that increased overall weight beyond practical limits.

FVA-17 Nurflügler (Tail-less Flyer)

Commissioned by Germany’s Bundesverkehrsministerium in 1954, this tail-less research aircraft drew inspiration from the Horten Ho33 motor-glider design. The task included re-certifying the Ho33 according to modern standards but revealed that original construction met only about two-thirds of required strength criteria. Limited flight testing occurred but lack of funds prevented redesign or new builds leading to project termination.

FVA-18 Primitiv Krähe (Primitive Crow)

In response to beliefs held during the late 1950s that private aircraft ownership should be accessible to all pilots, members designed an economical lightweight two-seat powered trainer emphasizing gentle handling qualities. Every design element prioritized minimal weight and cost efficiency. Powered initially by a converted geared Volkswagen engine, it garnered interest with over ten sets of plans distributed for home construction enthusiasts. The prototype was later re-engined with a Limbach motor sourced from a Fournier RF 5, resulting in re-designation as FVA-18b.

FVA-19 Silberkrähe (Silver Crow)

Aero-towing has served as a preferred glider launch method since early aviation days. The FVA embarked on designing an efficient glider tug while conducting extensive statistical analysis comparing aero-towing versus winch launching efficiencies under project designation FVA-19. Though design completion occurred, acquisition of a Piper Super Cub for towing duties rendered further development unnecessary within FVA’s own club context. However, prototype construction proceeded externally at Flugwissenschaftliche Arbeitsgemeinschaft Bremen, labeled ESS 641, which first flew on 17 September 1971.

FVA-20

Following publication of Standard class regulations, FVA students initiated design and construction of this single-seat glider composed of GFRP (Glass-fibre reinforced plastic)/balsa wood sandwich materials. Construction commenced in 1967 but faced multiple unforeseen delays before achieving first flight on 27 November 1979.

FVA-21 Wölbklappenautomatik (Automatic flaps)

Spearheaded by Prof. Dr.-Ing. A.-W. Quick through funding from the DFG, this research focused on developing an automatic flap adjustment system for gliders ('Automatische Wölbklappenverstellung für Segelflugzeuge'). Utilizing hydraulic dampers combined with mass balances, rods, and levers enabled flap adjustments responsive to pitch stick movements and g-forces. Early sensitivity issues were resolved via damper modifications. Initially installed into a donated VFW-Fokker FK-3 two-seater glider, results were promising enough for subsequent installation onto aerobatic Akaflieg München Mü28 and competition Rolladen-Schneider LS3a gliders.

FVA-22 Papierrakete (Paper rocket)

Beginning in 1970, student groups designed an outer atmosphere sounding rocket utilizing motors constructed from spirally wound paper strips around molds. Supported by TU München (Munich Technical University) and MORABA (Mobile Raketenbasis) affiliated with DFVLR research facilities, initial test firings resulted in failures including explosions attributed to inter-layer leakage causing uneven combustion pressures. After addressing these issues through design adjustments progress resumed with plans to launch rockets from Zaire exploiting Earth's rotation for altitude gains; however political instability forced project cancellation prior to launch operations.

FVA-23 (Glider-tug noise abatement)

Rising concerns about aircraft noise pollution during the 1970s prompted DFG commissioning of research into noise reduction specifically targeting glider towing operations under project designation FVA-23 starting in 1976. Investigations encompassed exhaust systems, propeller noise sources, engine acoustics, and structural panel vibrations. Demonstrations using an FVA club Robin DR400-180R 'Remorqueur' tug showed substantial noise reductions achieved with only minimal (~5%) power loss.

FVA-24 Wimi (Retractable glider tow rope)

Rising fuel costs necessitated innovations improving operational efficiency for glider tugs typically performing two circuits per launch due to rope dropping requirements at smaller airfields. To eliminate rope dropping maneuvers,the FVA developed a retrofittable retractable tow-rope system featuring an internal winch housed within tug structure storing rope when retracted.The rope is manually extended pre-launch then attached via Tost hook mounted at tug’s tail end ensuring tow loads transfer directly through tug frame rather than winch mechanism.Upon tow completion pilot retracts rope automatically releasing hook allowing direct landing without additional circuits.The prototype system (‘FVA-24 WiMi’) successfully outfitted an FVA club Grob G109 motor-glider tug.

FVA-27

Since early aviation pioneers like Wright brothers recognized advantages inherent in canard configurations—such as improved efficiency and safety—current students embarked on designing a canard sailplane compliant with Standard class competition rules demonstrating notable performance improvements over comparable models.The resulting FVA-27 features construction utilizing CFK (Carbon-fibre)/Kevlar, combined with welded steel tube truss fuselage framework.The expected benefits include:

• Higher aspect ratio achieved via reduced wing area while maintaining 15m (49 ft 3in) span
• Lower drag through minimized fuselage wetted surface
• Winglets providing induced drag reduction plus enhanced yaw stability
• Positive lift contribution from canard enhancing stability while reducing drag
• Increased roll rate owing to decreased roll damping/inertia
• Yaw stability ensured by swept wings plus winglets
• “Ducks are quasi-overlay them and thus trudelsicher”
• Enhanced pilot visibility due to forward cockpit placement ahead of swept wings
• Reduced response sensitivity to gusts
• Crumple zones designed for impact energy absorption
• Simplified rescue system installation enabled by absence of rear fuselage

FVA-28

Recognized as an essential multi-year endeavor,the large maintenance workshop facility located in Würselen near Aachen bears official designation ‘FVA-28’. It serves critical roles encompassing sailplane repair/maintenance alongside providing space/equipment supporting ongoing research projects.

FVA-29

The latest research undertaking involves designing and constructing an electro-turbo propulsion system intended for integration within an ASW28-18 sailplane owned by the club.This comprehensive effort covers structural elements,electronic systems,and pilot interface development aspects.

External links

• Fva.rwth-aachen.de
• Rwth-aachen.de
• Rwth-aachen.de
• Idaflieg.de
• Fva.rwth-aachen.de Archived 2015-04-02 at the Wayback Machine
• Fva.rwth-aachen.de Archived 2015-04-02 at the Wayback Machine
• Fva.rwth-aachen.de Archived 2015-04-02 at the Wayback Machine