Hi Upon return from the Netherlands and Germany I found time to copy the information about the NAVO PK-P4/220. It is from my book: ELTA - First AviationMessage 1 of 6 , Aug 11, 2008View Source
Upon return from the Netherlands and Germany I found time to copy the information about the NAVO PK-P4/220. It is from my book: 'ELTA - First Aviation Exhibition Amsterdam, 1919'. Last Friday I was at the National Archive in the Netherlands and found some more information about the company, but nothing more related to the aircraft. Please note that the text below has not been edited yet.
A most interesting company was the Nederlandsche Automobiel en Vliegtuig Onderneming NAVO (Dutch Car and Aircraft Company) based in the village of Cuyk. The immediate cause of the foundation of this company came from the population of Cuyk. They wanted to organise patrol flights along the Dutch-German border, because of the social unrest in Germany. They did not want this unrest to get exported to the Netherlands. The NAVO was (possibly) formed at the end of 1919. Strangely enough they took contact with a German firm: the Kondor-Flugzeugwerke GmbH in Essen. The German factory was formed in July 1912 and constructed during the Great War a number of different aircraft. Under licence the Albatros B II and LVG C V were built. In 1920 it was closed down. The NAVO obtained two or three monoplanes type Kondor E III. This was a single seat fighter with an Oberursel UR III engine and had a maximum speed of 195kmh (121.3mph). The end of the war prevented any further production and only eight were built. The aircraft were used for joyflights and training. In addition to these aircraft NAVO operated ten to eleven other German-built aircraft including the LVG B III, the Albatros B II and possibly the DFW C V.
With the situation in Germany stabilizing the patrols were not needed anymore. Therefore the company was reconstructed into an aircraft manufacturer and the Kondor-designer Walter Rethel and some of his personnel were brought over to the Netherlands. A local investor by the name of J van der Eyken financed the factory and the first product of the company was the NAVO airliner. The NAVO RK-P4/220 (standing for the designers Rethel and Keidel, four passengers and one 220hp engine) was a promising design. It was described in detail in Flight but was reported as the N.A.V. 6 a new Dutch commercial aeroplane. Here are some extracts from the article: The N.A.V. 6 has, it will be seen, a very strong resemblance to the German Kondor war machines, and it is understood that, as a matter of fact, German draughtsmen and workmen from the Kondor Works are responsible for its production. The machine is, in many respects, similar to the Sablatnig as regards its general arrangement, with the cantilever thick-section wing and the pilot seated behind the passenger cabin. In the N.A.V. 6, however, the wings are truly cantilever wings, whereas in the Sablatnig the load on the wings is relieved by a pair of lift struts on each side, an arrangement that, while adding a certain amount of resistance, adds enormously to the strength of a wing, which already has fairly deep spars. It is quite probable that this modification of the true cantilever wing will become popular in the future, especially for biplanes where a single pair of struts and single bay bracing will then suffice for biplanes of comparatively large span. The cabin is meant to accommodate four passengers, but our German contemporary points out that the space is very cramped, which is not conducive to a feeling of security on the part of the passengers.
The aircraft had a wingspan of 13.80m (45ft 3 ins.) and the length of the fuselage was 9.50m (31ft 16in). A special feature was the twin radiators: one in front of the engine and one on the leading edge of the wing. The wing is supported on three struts on each side, two of which run to the lower longeron of the fuselage, the third being a drag tube running forward to the longeron near the nose. These struts are streamline steel tubes. The wing appears to be built up in five sections. The centre section is, of course, in one piece, and each end section appears to be made up of two pieces, joined at the line where occurs the root of the aileron. The 220hp Benz engine was taken along from Germany and gave at 1,000 metres (3,280ft) a speed of 170kmh (107.55mph). Sufficient fuel could be carried for a flight of five hours duration. Its maximum take-off weight was given as 1,750kg (3,850lb).
On 29 November 1920 the German pilot Hans Wende took the NAVO RK-P4/220 (also referred to as NAVO-6 and N.A.V. 6) on its first flight from the small NAVO-airfield on the Maldense Heide between Cuyk and Nijmegen. After some initial test flights the aircraft was transferred to Soesterberg for control for the Bewijs van Luchtvaardigheid (the Dutch Certificate of Airworthiness). The tests were postponed until January 1921, but problems with the 220hp Benz engine and lack of finance stopped the whole project. In March 1921 the NAVO was dissolved and the aircraft dismantled. Walter Rethel entered service with Fokker on 1 April 1921.
The book Junkers for Scandinavia - A Piece of Nordic Aviation History is still available. For information go to: www.europeanairline s.no or secure your copy by sending an order to: book@europeanairlin es.no. New books: ELTA - The First Aviation Exhibition Amsterdam 1919 (coming autumn 2008) and Norwegian Air Traffic 1910-1945 (coming autumn 2009/spring 2010).
Hi Rob, Thaks a lot to have taken the time to resume the ephemeral life of the N,A.V. 6. It is rather disappointing that it never served as a commercialMessage 1 of 6 , Aug 11, 2008View SourceHi Rob,Thaks a lot to have taken the time to resume the ephemeral life of the N,A.V. 6. It is rather disappointing that it never served as a commercial aircraft.CheersAlain
Hi Alain, You are more than welcome. regards RobMessage 1 of 6 , Aug 12, 2008View SourceHi Alain,
You are more than welcome.