Development of a aero-thermo-dynamic-duct or athodyd ramjet engine continued with two examples of the larger Leduc 0.21 of improved design (L.021 -01 and –02), the first making its initial flight on 16 May 1953.
These proved to be successful, demonstrating a maximum speed of Mach 0.87 and attaining an altitude of 20,000m. Development then began of the Leduc 0.22 Mach 2 interceptor.
The Leduc 0.21 was larger than the 0.10, and with a ramjet delivering 14,330-1b (6500kg) thrust at a speed of 621 mph (1000 km/h).
Two more examples of the Leduc 0.10 were built, the first an identical 0.10, the other differing only by having two wingtip-mounted turbojet engines to accelerate the aircraft to the ignition speed of the ramjets. This last aircraft, designated 0.16, was first flown on 8 February 1951, but the turbojet engines were later removed.
The Leduc 016 was developed with wingtip mounted Marbore I.
Rene Leduc in France had worked for many years on the development of a ramjet engine for aircraft propulsion. Known technically as an aero-thermo-dynamic-duct or athodyd, which has no major rotating components, a ramjet relies upon air being forced into an intake which is designed to ensure that the air loses kinetic energy but gains pressure energy as it passes through a diverging duct en route to a combustion chamber. There, burning fuel increases the total energy, causing the expanding gases to accelerate to atmosphere via an outlet venturi. Leduc’s first success had come in 1935 with a small but practical engine developing 4kg of thrust. It was not until after the end of World War II that Leduc was able to continue his experiments, building first the Leduc 0.10 with a tubular double-skinned fuselage in which the inner shell contained the pilot’s cockpit, surrounded by an outer shell which formed the inlet duct to the ramjet engine at the rear of the pilot’s position. First tested as a glider in October 1947, the Leduc 0.10 was carried on struts above a Sud-Est SE.161 Languedoc ‘motherplane’ which released it at appropriate altitude. The first powered flight was made on 21 April 1949, the SE.161 accelerating the Leduc 0.10 to a speed of approximately 322km/h to achieve the right pressure conditions for the ramjet to ignite and sustain power. During the first flight, of 12 minutes duration, a speed of 680km/h was attained on half power. The aircraft was flown subsequently on half power at a speed of 805km/h. The ramjet delivering 4409-lb (2000-kg) thrust, reached Mach 0.84. Two more examples were built, the first an identical 0.10, the other differing only by having two wingtip-mounted turbojet engines to accelerate the aircraft to the ignition speed of the ramjets. This last aircraft was designated 0.16.
France Leduc began designing athodyds (ramjets) in 1929 at Argenteuil, as well as experimental aircraft in which to test them. The L.010-1, started 1937 and completed 1945, was first purely athodyd-powered manned aircraft to fly. Followed by L.010-2 and similar L.016-1 in 1951. All air launched from Languedoc mother plane. In 1953-1954 appeared the L.021 -01 and -02, and plans existed for a swept-wing aircraft with Atar 101 turbojet engine for independent take-off and an 0.22 supersonic fighter.
The RL-16 two-seat monoplane, designed by R. Leduc for high altitude flight, gained the light plane altitude record on 13 June 1949 at 25,551 ft.
For long distance, the RL-16 can supplement its fou wing fuel tanks with four fuselage tanks, raising the total the 132 Imp.Gal.
Engine: Zundapp, 50 hp Wingspan: 41 ft 11.75 in Wing area: 172.223 sq.ft Length: 42 ft Empty weight: 562 lb Loaded weight: 1764 lb Max speed: 110 mph Cruise: 90 mph Max range: 4163 mi Endurance: 47 hr 30 min Ceiling: 28,871 ft
Doctor Baron William Le Clère of Mareuil in Perogord, France, was passionate about mechanics. He had experimented with model airplanes, but wanted a real one. He entrusted the construction to Bertrand Gonthier, founder of the house Gonthier and Nouhaud. The plane was completed in 1911. It was transported by rail to Ribérac on October 20, 1911 and was reassembled in the grounds near the station, where they had built a hangar near the field where the experiments were to take place. The 500-kg plane had an elongated tapered fuselage with a total length of 10 meters, At the end, a triangular canvas represented the shape of a bird’s tail in full flight. The plane only travelled some 50 metres before standing on its nose. Disappointed, Le Clère gave up his plans, but kept the engine of his airplane until his death, in Arcachon in 1927.
The LeBlond 90-7D was available with an Eclipse electric starter at extra cost.
Type: 7 cylinser air cooled radial Approved Type Certificate No.20 Rating: 90 hp (67.1 kW) at 1975 rpm Displacement: 351 cu.in (5.75 L) Compression ratio: 5.42-1 Bore: 4 1/8 in Stroke: 3 3/4 in Length: 23 1/16 in Diameter: 32 3/4 in Weight: 285 lb Fuel consumption: not more than .55 lb/hp/hr Oil consumption: not more than .015 lb/hp/hr Lubrication: Dry sump, full pressure feed Ignition: Duan Scintilla Carburation: Stromberg Spark plugs: 2 per cylinder Champion Price: $1610
