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From my files,
work on the Ao 192 aircraft began in 1934 under the direction of engineer
Johan Müller. The first prototype Ao 192V1 , with the civilian registration
D-OAGO, flew in the summer of 1935. Shortly after, the second prototype
Ao 192V2 (registration D-OCTB) took off for its first flight. Both aircraft are sometimes also designated as the Ao 192A version . These were aerodynamically pure, twin-engine low-wing monoplanes with retractable landing gear,
of all-metal construction. The three-section trapezoidal wings of a two-spar construction were equipped with ailerons and single-piece flaps over the entire span of the center wing (also on the under-fuselage part of the wing). The outer parts of the wings had a pronounced dihedral, and the sweep angle of their leading edges was significantly greater than the center wing. The slender fuselage, with an oval cross-section - perhaps a bit too narrow for the intended purpose of the aircraft - was of monocoque construction and accommodated seats for two pilots and five passengers. The passenger section received four small rectangular
windows on each side. Rivets with countersunk heads were used throughout the airframe. The horizontal stabilizer was cantilever, attached to the fuselage. The tail wheel was fixed, covered by a fairing.
Both prototypes took part in several air competitions of similar category aircraft in the second half of the 1930s, e.g. in Deutschlandflug in 1936, and Ao 192V2 also in races on the British Isle of Man in June 1938. On this occasion, certain design shortcomings came to light, which were attempted to be eliminated in the third prototype Ao 192V3 (registration D-OAFW) built in 1938.
It received a slightly longer and wider fuselage with an enlarged passenger cabin with an additional sixth seat. On the other hand, the number of windows on each side of the fuselage was reduced to
three, and the cockpit glazing was modified. The main landing gear wheels were retracted rearwards into the rear parts of the enlarged engine nacelles, and not into the wings towards its ends, as was the case in the first two prototypes. In addition, a tail wheel retractable into the fuselage was also used. The horizontal stabilizer - to improve the effectiveness of the elevators - was raised higher and mounted to the vertical stabilizer and additionally supported by struts to
the fuselage. This solution had been tested earlier, by the way, by modifying the V1 and V2 prototypes in the same way. A new version of the As-10E engines with higher power was also used.
The Ao 192V3 prototype was the model for the civilian serial version designated Ao 192B .Several variants of this aircraft were planned, e.g. the medical Ao 192BS with seats for a doctor/medical attendant, two sick/injured on stretchers and medical equipment; the passenger-cargoAo 192BV with removable seats for 6 passengers or the photogrammetric Ao 192BL with equipment for taking and processing photos. In the longer term, other variants were also to be created:
the Ao 192DF for training radiotelegraphists with seats for an instructor and
three students; the passenger Ao 192DV and the passenger (disposable)
Ao 192E-1 with a luxuriously equipped cabin for four passengers.
The Ago designers were also counting on orders from the expanding Luftwaffe and prepared initial conceptual designs for several purely military versions. The Ao 192CA was to be a two- or three-seater light short-range reconnaissance aircraft, equipped with cameras if necessary and armed with two fixed and one mobile machine gun and possibly eight light bombs weighing 10 or 12 kg each. The
Ao 192CR was a proposed light bomber with a similar armament to the Ao 192CA,
but with launchers for four 50 kg bombs each. The Ao 192CL was a photo reconnaissance version with a three-person crew and armament identical to the Ao 192CA. The Ao 192CN was to be a smoke screen aircraft, and the Ao 192CS was to be a medical aircraft.
work on the Ao 192 aircraft began in 1934 under the direction of engineer
Johan Müller. The first prototype Ao 192V1 , with the civilian registration
D-OAGO, flew in the summer of 1935. Shortly after, the second prototype
Ao 192V2 (registration D-OCTB) took off for its first flight. Both aircraft are sometimes also designated as the Ao 192A version . These were aerodynamically pure, twin-engine low-wing monoplanes with retractable landing gear,
of all-metal construction. The three-section trapezoidal wings of a two-spar construction were equipped with ailerons and single-piece flaps over the entire span of the center wing (also on the under-fuselage part of the wing). The outer parts of the wings had a pronounced dihedral, and the sweep angle of their leading edges was significantly greater than the center wing. The slender fuselage, with an oval cross-section - perhaps a bit too narrow for the intended purpose of the aircraft - was of monocoque construction and accommodated seats for two pilots and five passengers. The passenger section received four small rectangular
windows on each side. Rivets with countersunk heads were used throughout the airframe. The horizontal stabilizer was cantilever, attached to the fuselage. The tail wheel was fixed, covered by a fairing.
Both prototypes took part in several air competitions of similar category aircraft in the second half of the 1930s, e.g. in Deutschlandflug in 1936, and Ao 192V2 also in races on the British Isle of Man in June 1938. On this occasion, certain design shortcomings came to light, which were attempted to be eliminated in the third prototype Ao 192V3 (registration D-OAFW) built in 1938.
It received a slightly longer and wider fuselage with an enlarged passenger cabin with an additional sixth seat. On the other hand, the number of windows on each side of the fuselage was reduced to
three, and the cockpit glazing was modified. The main landing gear wheels were retracted rearwards into the rear parts of the enlarged engine nacelles, and not into the wings towards its ends, as was the case in the first two prototypes. In addition, a tail wheel retractable into the fuselage was also used. The horizontal stabilizer - to improve the effectiveness of the elevators - was raised higher and mounted to the vertical stabilizer and additionally supported by struts to
the fuselage. This solution had been tested earlier, by the way, by modifying the V1 and V2 prototypes in the same way. A new version of the As-10E engines with higher power was also used.
The Ao 192V3 prototype was the model for the civilian serial version designated Ao 192B .Several variants of this aircraft were planned, e.g. the medical Ao 192BS with seats for a doctor/medical attendant, two sick/injured on stretchers and medical equipment; the passenger-cargoAo 192BV with removable seats for 6 passengers or the photogrammetric Ao 192BL with equipment for taking and processing photos. In the longer term, other variants were also to be created:
the Ao 192DF for training radiotelegraphists with seats for an instructor and
three students; the passenger Ao 192DV and the passenger (disposable)
Ao 192E-1 with a luxuriously equipped cabin for four passengers.
The Ago designers were also counting on orders from the expanding Luftwaffe and prepared initial conceptual designs for several purely military versions. The Ao 192CA was to be a two- or three-seater light short-range reconnaissance aircraft, equipped with cameras if necessary and armed with two fixed and one mobile machine gun and possibly eight light bombs weighing 10 or 12 kg each. The
Ao 192CR was a proposed light bomber with a similar armament to the Ao 192CA,
but with launchers for four 50 kg bombs each. The Ao 192CL was a photo reconnaissance version with a three-person crew and armament identical to the Ao 192CA. The Ao 192CN was to be a smoke screen aircraft, and the Ao 192CS was to be a medical aircraft.
