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Junqua-Diffusion Internationale Ibis RJ.03

 

rj03


Developed from the RJ.02 Volucelle, the RJ.03 Ibis tandem two-seat canard monoplane, first flown 1991, was offered in plans form for home construction.
In March 1992 the Ibis received its French certification at Pau airport in France.
Totally enclosed in wood (spruce, douglas fir), it requires no fabric coverings.
By utilizing a combination of "Styrodur" (polystyrene) with identically-matching plywood ribs and depression-bonding of surface-coatings, its surface finish matchs that of synthetic-fibre aircraft.

Fitted with "flaperons" on the wings, its approach speed is identical to that of classic aircraft bearing the same load per sq.m. With little nosing-up during approach, rearward and forward visibility is excellent. Due to the use of a nonlaminar surface on the canard, flights are not affected by rain.

The fuel consumption is only 13 l/h at 200 km cruising speed or 10 l/h at 180 km. The rate of climb is 700 fpmat max. take-off weight with only 60 hp.

The IBIS is designed to be used with different types of engines (VW-1830cc, VW-1915cc, French JPX-475T, Australian JABIRU 2200cc, Limbach-2000 EC) and can be fitted with certain types of rotary engines (MID-WEST).
The structure comprises 7 frames, 4 longerons and diagonal struts. It is covered with plywood and requires no padding. The fuselage is assembled on the model plane principle, upside down on a table, and after construction of the different frames. The 150 pages handbook, included in the instruction document pack, will give you all the necessary explanations as regards: construction, adjustments and test flight techniques.

The canard wing is rectangular, with no twisting or dihedral angle. It has round tips which are bevelled on the underside. The trailing edge is fitted with a built-in slotted flap, which runs along the whole length of the wing. The canard structure consists of a "box-form spar" the same thickness as the profile and which joins 8 identical plywood former-ribs. The whole structure is filled with "Styrodur" foam, and covered with thin plywood which is glued by suction using the same technique as that employed in the construction of certain model planes.
The wing spar is a "box-form" construction and consists of two caps braced together by means of plywood strips on each side. It is in one single piece, at an angle to the airframe. Width and height are constant along whole thickness of the profile. There is no dihedral angle or twisting. All wing ribs are identical, and are in plywood. They are made in a single operation using a metal template and a joiner's spindle moulding machine. This can be done very quickly. The wing is filled with blocks of "styrodur" foam hollowed out to allow passage of flight control linkages and is covered with thin plywood glued by suction. This method represents a saving of circa 40% on the production time required for standard wood and fabric wing construction. The wing can be dismantled only for major overhaul.
Each stabilizer consists of two half-stabilizers made of main plywood longerons and 5 plywood ribs. Thc stabilizers are completely filled with "styrodur", and covered with glued plywood. The rudders are incorporated in the profile of the stabilizers.
The cabin is heated. Internal luggage stowage is behind the passenger’s head. The one-piece canopy, opens laterally.
The front undercarriage is mounted on a steering wheel, and is connected to the rudder dual controls; it is not retractable. It is made of steel tubes and fitted with a wheel mounted on a rocker, rubber shock absorbers with brakes on the rear-weels. The main undercarriage is made of glued laminated plywood, for weight, easy assembling and low cost. It is highly efficient even on grass runways.
The dual flight control system is the "rigid linkage" type with ball, bell-crank levers and rod connecting joints. The steering and rudder controls are the only system making use of cables. Flight control of the plane is performed through: flaperons (flaps/ailerons) running the whole length of the main wing span, elevator on the canard wing, rudders on stabilizers. The IBIS is flown in a totally classic way.
Fuel tanks are in epoxy resin and are incorporated in the leading edge of the wing. They have a capacity of 60 litres; they are equipped with a feed-tank and have a single refuelling point on the wing or on the luggage hold. The tanks are fitted with an electric fuel gauge and with a single pipe leading from the lower part of the feed-tank. There is no manual system for transferring fuel.
The IBIS plane has been designed for use with VW (Volkswagen) engines in the 60 to 80 HP range, i.e. engines of at least 1830 CC or any more powerful VW engine. Any four stroke four cylinder engine, without reducing gear, weighing 75 kg or less, in good working order (and roughly equivalent to the VW or up to 20 kg lighter) presently in use or coming on line, can be mounted on the IBIS.
It is also possible to use the French engine "JPX 4T 75A" 80 HP, the German "LIMBACH 2000 EC" 68 HP or Australian "JABIRU 2200" 80 HP. All of these engines are without a reduction gearbox.
A two-stroke engine is not recommended as its specific consumption is much greater than that of the four-stroke engines. Some rotary engines can also be considered as alternative solutions. The 65 HP Continental engine is too heavy.
Plans (set of 12 drawings and a 160 pages contruction handbook) of the IBIS aircraft are available in French and English version.
Estimated construction time is put at 2200 hours.
The IBIS RJ03 is classified in a "light aircraft category". It cannot be modified as "ultra-light".

 

Junq-Ibis-02
 
Engine: VW
Wing span: 6.3 m
MAUW: 470 kg
Empty weight: 260 kg
Fuel capacity: 60 lt
Max speed: 250 kph
Cruise speed: 203 kph
Minimum speed: 95 kph
Climb rate: 3.5 m/s
Seats: 2
Plan price (1998): 3000 F

 

Engine: VW, 60 hp.
HP range: 60-80.
Wing span: 6.30 m / 20.66 ft
Length: 4.90 m / 16 ft.
Height: 5.6 ft.
Wing area: 52 sq.ft.
Vertical stabilizer height: 1.76 m / 5.6 ft
Fuselage width: 0.64 m / 26 in
Cabin height: 1.04 m / 3.15 ft
Cabin width at pilot elbow: 0.64 m / 26 in.
Max. take-off weight: 470 kg / 1034 lbs
Weight empty: 260 kg / 572 lbs.
Fuel capacity: 60 lt / 16.2 US.G
Payload (full fuel): 170 kg / 374 lbs
Front pilot weight limits: 65-95 kg / 143-209 lb
Vmo / Vne: 161 mph / 260 km/h / 140kts
Normal cruise 65%: 200 km/h / 108 kt / 124 mph
Long range cruise: 180 km/h / 97 kt / 112 mph
Max. range: 900 km (485 nms) + VFR reserves - 559 sm
Approach speed: 120 km/h / 65 kts / 74 mph
Stall speed: 95 km/h / 52 kts / 59 mph
ROC: 650 fpm.
Vz: 3.5 m/s
Takeoff distance: 1050 ft
Landing distance: 1500 ft
G-loading: +4.5 and -3.0
Seats: 2 tandem.
Landing gear: nose wheel.

Engine: VW 1835 cc
Wing span: 6.30 m / 20.66 ft
Length: 4.90 m / 16 ft.
Height: 5.6 ft.
Wing area: 52 sq.ft.
Vertical stabilizer height: 1.76 m / 5.6 ft
Fuselage width: 0.64 m / 26 in
Cabin height: 1.04 m / 3.15 ft
Cabin width at pilot elbow: 0.64 m / 26 in.
Climb rate: 700 fpm at M.T.O. weight.
Fuel capacity: 60 lt / 16.2 US.G

 

 

 


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