Interesting Aircraft

Discussion in 'Aircraft Design / Aerodynamics / New Technology' started by skier, Nov 16, 2012.

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  1. Jan 18, 2015 #201

    Magnus Wallner

    Magnus Wallner

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    I like the Pond Racer. Was it a successful design? If so, how come only one was built? I wonder how it would perform with a pair of angry turboprops...
     
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  2. Jan 18, 2015 #202

    bmcj

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    It had the potential to be successful if the owner had let them finish the engine development properly instead of pulling from the test program to race it.
     
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  3. Nov 30, 2016 #203

    ironnerd

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    The Jamieson Jupiter
    jamieson.jpg

    The Goodyear Inflate-o-plane
    inflate.jpg

    And the Pouchel
    D_pouch394_sized.jpg

    Because it's made out of aluminum ladders...
    POUCHEL_BASIC_GA_sized.jpg
     
    Last edited: Nov 30, 2016
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  4. Dec 4, 2016 #204

    JLT

    JLT

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    Hi
    Some original planes. They are the work of Rudy Nickel and have the particularity of having the wing mounted on pivot like the spratt

    NF02AsterXII 120.jpg

    NF001AsterX120.jpg

    RN3AsterXIII120.jpg
     
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  5. Dec 4, 2016 #205

    Topaz

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    I didn't know they played football at Yankee Stadium. ;)

    The movie is Oblivion starring Tom Cruise. Actually darned good sci-fi flick.
     
  6. Dec 4, 2016 #206

    Autodidact

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    Wow. I was probably trying to make some kind of profound statement, but I can't for the life of me remember what it could have been :gig:. It was a good movie; most of Tom Cruise's movies are good IMO.
     
  7. Dec 4, 2016 #207

    henryk

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  8. Dec 5, 2016 #208

    JLT

    JLT

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    I participated in the study, implementation and makes flight tests of the Aster family 'X of my late friend Rudy Nickel.
    Aster X I is a mixed construction wood, metal, laminate. Wood for the support board. A T-shaped structure on which will be fixed, starting from the front: The rudder pedals which will control by cable the rudder, the dashboard type glider, the stick and the trim of fuselage. The pilot seat, the wing support mast, the mast fasteners and on the same fixings the laminate (fiberglass-reinforced laminate) of the main train (classic train), the passenger seat (rich in its 36CV Asterix 001 is a two-seater), fuel tank, engine, propeller shaft support, Te tail fins (classic direction, one-piece horizontal plane controlled by a nut screw system and finally the tail-wheel. The trapezoidal high wing uses the auto-stable profile NACA 23109, it consists of two half-wings to facilitate disassembly and transportation. Asterix 001 is disassembled in 10 minutes and can be transported on a car trailer, it is built on two wooden I-beams, the first is parallel to the leading edge, the second is placed at 23% of the average rope (MAC). At its junction with the first is fixed the ball joint of the inverted V-side mast (carbon tubes), another ball joint is placed in the alignment of the mast joints at the root of the wing allowing an incidence variation of the wing, compared to the fuselage from zero to sixteen degrees. At the front of the first spar and between the two are stuck blocks of Styrodur cut to the hot and laminated (Rutan’s method).At the back, the profile is provided by Styrodur ribs, the whole is covered with a glued balloon fabric. Initially the ribs were foldable to reduce the depth of the wing (2,4m) for transport, the folding system will be removed thereafter. The left and right wings are locked to one another at the front on a support tube articulated at the top of the main mast and controlled in incidence from the stick by a tube that crosses the canopy, a marking indicates the incidence of the wing in degrees. The support tube protrudes from the front of the wing and carries a lead counter-weight for the static balancing of the wing. Locking of the two wings at the rear and a covering band complete the junction device of the two half-wings. The wings carry winglets and aileron at their ends. These wooden aileron are added after the wing and not integrated in its profile. Each be controlled by a single cable which acts to down, the return being made by spring in the manner of the flaps of the PA19. They are controlled differentially by the stick and their neutral point can be modified by a trim; rotating button on the top of the stick. They will modify the point of equilibrium of the wing and allowing the choice of the horizontal speed.
    Through a toothed belt and a torque damper, the motor drives a shaft of about fifty centimeters, a three-bladed wooden propeller made by Rudy. The motor's starting is made by the propeller, the visa being without starter, the parking brake is ensured by blocks of wood coming to press against the tire under the action of a cable actuated by a handle on the dash board. On-board installation is easy, the entire polycarbonate side can be opening. Despite the small backrest width, the seat is comfortable, the panoramic view is limited only to the rear section. The stick is between the legs and if the articulation for the depth is on the floor, the articulation for ailerons's control is half way up like in the Spitfires (prestige reference!). On the same axis that the depth one wheel drives a cable which will actuate a screw jack (idem depth's trim of Piper cub) controlling the incidence of the horizontal plane whose mission will be to vary the incidence of the fuselage. The gas control is on the right hand side, the fuel gauge a transparent tube to the instrument panel. The classical instrumentation is supplemented by a longitudinal inclinometer giving the angle of the fuselage with respect to the horizon and the indicator of the angle between the fuselage and the wing. The ground rolling presents no difficulty for who has the experience of the classic train the stick is pushed to the board to counter the gusts of wind. Adjustment of the trims, fuselage slightly nose up, wing on slow flight, accelerating is progressive the 36 CV of the visa do what they can! The stick become alive, without being solicited the bird leaves the ground, we keep the axis with rudder (roll induces is very strong) The stick become alive, without being solicited the bird leaves the ground, we keep the axis with rudder (roll induces is strong) The plane manages better free sleeve than if you try to piloting, it's humiliating! Arrived at the chosen altitude, adjusting the speed with the wing trim, adjusting the engine at cruising speed and the stick released moves in the gusts the fuselage remains very stable. Without action on the trim it is possible to control the depth where rather the incidence but the effort is quickly uncomfortable. The fuselage trim serves to minimize the drag of the fuselage. Stalling is very difficult to obtain; It is necessary to adjust the fuselage to the maximum nose up and to pull like a beast on the stick, as soon as one releases the action to be pulled of the stick it finds the normal flight. The final is: trim on mini speed, let the wing choose the best incidence and smooth rounding Sensation strange, when you pull the stick for landing, the wing rears, but the fuselage drops the nose. As soon as the wheels are in contact with the ground, handle to the dash-board to cancel any lift.
    Asterix001.jpg

    Aster X II has bigger place for crew with double controls. Motor is the Rotax 582 (2 stroke 65HP). The wing uses the Naca 26112 profile and has a lesser effilement. Horizontal stabilizer is in lower position and the brakes are disc type.
    NF02AsterXII.jpg

    Aster III 03 is a single-seater, powered by a Rotax 503 (50HP). The wing is rectangular and is of the single-spar type, the landing gear is tricycle.
    RN3AsterXIII.jpg
     
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  9. Dec 5, 2016 #209

    cluttonfred

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    JLT, thanks so much for sharing the details of these very interesting designs. Am I correct in understanding that the control stick is connected only to the two wing halves to change their incidence simultaneously for pitch and differentially for roll? And the horizontal tail is used only as a trimming surfaces? Cheers, matthew
     
  10. Dec 5, 2016 #210

    Swampyankee

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  11. Dec 5, 2016 #211

    JLT

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    Hi Matthew,

    Just a small correction: the wing is built in two parts for facilitate construction and transport, but when Aster X is ready to flight the two halves wings ares looked and change their incidence simultaneously for pitch for roll we use classics ailerons.
    We had long discussions, when defining the prototype, on this point. Rudy Nickel thought there was a risk of an uncontrollable spin with the formula of two independent half-wings.
    Jean-Louis
     
  12. Dec 5, 2016 #212

    henryk

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    SPRATT-wings =differential halve wings controll...
     
  13. Dec 8, 2016 #213

    JLT

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    I do not resist the pleasure of you speak about Stark AS37 constructed and finalized by my late friend Rudy Nickel. It is a plane of construction wood stuck, calculated at +/-10G. Two-seater side by side, the cabin is moved forward. The engine, at first a GS Citroën of 65 CV, which delivers an insufficient power, will be replaced by a Porsche 914 2L of 100 CV who is placed behind the crew, in the fuselage. It drives by long toothed belts two three-bladed propellers, carried by the front wings and rotating between front wing and rear wing and then in the final tractive version in front of the front wing. It looks like a twin engine, but will get its CNRA (French registration for home-built aircrafts) as mono. The wings are of formula biplane Nénadovitch (ie very close and with effect of slit), the span is weak 6.3 m.
    The two wings (the rear being of smaller span) are connected by a partition at 45 ° which carries each an aileron, there are no flaps. The empennage is classic, the depth with a fixed plane and governs, the rudder is idem, the train is fixed tricycle with disk brake. The plane is heavy: 400 kg empty 620 kg in load, it is short: 6.00 m and has 13.6 m2 of wing surface. With the Porsche, performances are good; take-off and landing in 150 m, speed max 200 kph cruises 180 kph. In flight, it is comfortable, the visibility is fantastic, what hampered me it was we were in the plan of rotation of propellers; not reassuring to see propeller's blades passing at 50 cm of your face. Piloting is classic behavior except it can stall only in dynamics.
    The AS37 will be severely damaged during a take-off of an altisurface; The front wheel hits a large molehill, the screed that holds the front wheel bends and blocks the wheel, the plane tumble is found on the back. Rudy does not injured, but his plane is destroyed. A few years later Rudy has to resolve to resell the wreck. AS37 is now visible to the Aeronautical Museum of the aerodrome of La Baule (France). AS37-8.jpg
     
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  14. Dec 9, 2016 #214

    deskpilot

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    The original AS37 had the Citroen flat four engine and was a pusher design
    AS-37(3).jpg
    I used this aircraft a the basis for my single seat ultralight version but later modified to to a normal mono wing.
    Front view [800x600].jpg
    I believe it was Andre's son that designed and built the AS27 single seat version.
    14350 (AS-27).jpg 14389.jpg
     
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  15. Dec 9, 2016 #215

    JLT

    JLT

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    Pictures of the AS37 in first définition: Citroën GS 65 HP motor and propellers between two wings.
    AS37.4.jpg AS37.5.jpg
     
  16. Dec 10, 2016 #216

    deskpilot

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    Thanks for those images JLT, never seen one before. FWIT, I believe the wing st-up is 2/3's cord separation and same for stagger. This apparently sets up what is known as the Knoller-Betz effect. Google it as it's too complicated for me to explain.
     
  17. Dec 10, 2016 #217

    cluttonfred

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    I don't think that's right, Doug. The Knoller-Betz effect refers to the aerodynamics of a flapping wing and specifically to how a flapping bird wing or fish tail can produce net forward thrust even when itself moving forward relative to the air or water.

    The Starck designs use a different principle, that of the close-coupled biplane slot effect studied by Miroslav Nenadović, a Serbian engineer who did his graduate work in France in the 1930s and was instrumental in the development of Yugoslav aeronautics in the 1940s and beyond. Here is the first flying example, the Starck AS.20 captured and tested by the Nazis in WWII.

    Stark_AS20.jpg

    The later Starck designs combine the aerodynamics of the Nenadović biplanes with the structural advantages of a joined wing. In some ways the Starck biplane designs function like a tandem wing (Mignet often touted the benefits of the "slot effect" as did Delanne) with a separate horizontal tail.
     
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  18. Dec 10, 2016 #218

    henryk

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    " The Knoller-Betz effect refers to the aerodynamics of a flapping wing and specifically to how a flapping bird wing or fish tail can produce net forward thrust even when itself moving forward relative to the air or water."

    =Zhukowski-Knoller-Betz...chronologically.

    -it is possible to get NEGATIVE drag=THRUST on the body
    \dr Sorokodum investigations\

    http://www.witpress.com/Secure/ejournals/papers/D&NE030201f.pdf

    =fig. 5 !!!
     
  19. Dec 10, 2016 #219

    Sockmonkey

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    How does a wing like that compare to a conventional one in terms of L/D ratio, and tip drag?
     
  20. Dec 11, 2016 #220

    Hugh Lorimer

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    Aeronautical Oddities Part 1 of 2 - YouTube Hughie
     

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