Externally, the Fl 265 made use of what could be characterized as an aircraft fuselage, complete with an open-front radial piston engine placement. The cockpit was fitted amidships and housed under the rotor mast area, sporting framed windowed sides and a front windscreen. The fuselage tapered off into a shortened empennage featuring a single well-rounded, large-area vertical tail fin and smaller low-mounted tailplanes to each rear fuselage side. The undercarriage was made up of two main single wheeled landing gear legs and a diminutive tail wheel at the rear. The main legs were held away from the fuselage by a complicated series of interconnected struts. Each two-blade rotor was fitted to an identifiable raised structure atop the cockpit roof, operating in unison in what was termed as "intermeshing". This concept proved a pioneering attempt in the realm of the "synchrocopter" - the use of two individual rotors rotating in opposite directions to achieve lift. This also served well in cancelling out torque, the natural pull that was generated by an engine with an externally-mounted rotating blade. Helicopters making use of counter-rotating blades therefore do not make use of a tail rotor as a tail rotor functions to counter the effects of torque caused from a single main rotor. A modern example of this is the Kamov Ka-50 "Black Shark" attack helicopter which stacks its main rotors one atop the other and does not use a tail rotor as a result.
The Fl 265 was powered by a single Bramo Sh 14A 7-cylinder radial piston engine delivering some 160 horsepower, allowing for speeds of up to 99 miles per hour. The aircraft maintained an empty weight of 1,764lbs with a gross weight of up to 2,205lbs. Each rotor measured in at roughly 40 feet, 4 inches in diameter.
Further development and production of the Fl 265 was given up in favor of the more promising Flettner Fl 282.
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