The KhAI-1 six passenger, one crew, airliner of 1933 was of all wood construction and designed by Newman at the Khar’kov Aviation Institute. It is credited with being the first Soviet aeroplane to have a fully retractable undercarriage.
Registrations included L-1351 and L-1367.
Engine: 480 hp M-22
Max speed: 190 mph
AUW: 5732 lb
Span: 40 ft approx.
In parallel with the request for the development of a single-engine, scout aircraft, the collective led by Yosif Nieman received a request to develop a prototype aircraft: a high speed unarmed photographic reconnaissance aircraft and, named Nieman SFR (JAI-6) (Russian: Неман СФР (ХАИ-6) ) under the NIS JAI Projects Group. The main defense of this new type of aircraft would be its high speed. Officially the VVS designated the SFR model which corresponds to the acronym of Fast Photographic Reconnaissance Aircraft (in Russian: С коростной Ф отоР азведчик – СФР).
Delivery of the JAI-6 for testing was scheduled for September 1, 1934.
The concept project of the JAI-6 high-speed two-seat reconnaissance aircraft, with an air-cooled engine -58 (M-22U), was developed by the builder brigade S. Ya. Zholkovsky at the end of 1933. The general structure was similar to that of the JAI-1.
In January 1934 the project was handed over to the NII VVS for analysis, but it was quickly returned as the calculation data was considered extremely low and the M-58 engine was not available for production. On recommendations from SV Ilyushin, the project was modified to accommodate a 712 hp Wright Cyclone SGR-1820 F3 engine.
The JAI-6 was designed as an all-wood cantilever low-wing monoplane with an aerodynamically clean fuselage. The retractable type landing gear, manually retractable.
All rudders featured duralumin structure. The wings and stabilizer were made of plywood-clad wood, the aerodynamic brakes of aluminium.
Many elements in the plane were used by the builders for the first time. In order to obtain the highest possible speed, wing mechanization was increased, adding flaps, in addition to the ailerons. The wing was planned as an integral unit (consoles and centerplane in one whole). A curious feature was the use of wooden fuel tanks. During the Great Patriotic War this experience would be applied to the Yakovlev and Lavochkin fighter models with the aim of saving metal.
In the course of the development process of the JAI-6, the retractable landing gear had major problems. The retraction of the gear was done manually and the process was generally similar to that of the JAI-1, but in this case the construction of the gear was very complex. The development of this landing gear was the diploma work of 5th year JHA students PG Shishov and ID Kravchenko.
A methodology for calculating this type of complex landing gear had not yet been developed. All the calculations that were made did not show the necessary resistance and during the static tests in the JHA laboratory the undercarriage was destroyed because it could not support the fixing point. Nieman, after reviewing what happened, proposed a distribution of fixation points that should lead to a decrease in elastic deformation. Finally the wheels passed the physical resistance test, but no way was found to demonstrate the design mathematically. In the project submitted to the state commission these calculations were not included.
In the JAI-6 a photographic turret was located in the central region of the fuselage, behind the observer’s cabin. Hatches for the AFA-13 camera were located on the floor and on the sides. Through these hatches, photographs were taken at an angle of up to 80º and distances of up to 40 – 50 km to the sides. For the first time, a remote control system was also developed to rotate the camera and open the gates.
The military received the project with the new power plant in February 1934 and by May they approved a life-size wooden model, presented by the JAI. The calculations gave a speed of 450 km/h at 4,000 meters and 435 km/h at 2,000 m. The climb time to 5,000 meters was calculated at 8 minutes, the ceiling at 10,000 meters, and the range at 1,000 km. Those data were impressive for the time. The use of TsAP type aerodynamic brakes was foreseen in the wing.
Complications in development delayed the delivery date. The date was first moved from September 1 to November 1, 1934 and then to March 1, 1935, but for this date they were not yet ready.
In January 1935, the aircraft was delivered to production at the newly created TsOM JAI building (JAI Central Experimental Workshops, directed by Galietko. With the hope of being able to develop the static and resistance tests, the production of three copies was ordered in parallel. At the beginning of June 1935 the first prototype was ready and it was sent to the airfield of the Kharkiv Aviation Factory in Sokolniki for testing.
Everything was ready for the first flight when the aircraft mechanic SV Kieglievich received the information that the Wright Cyclone engine needed high octane gasoline. The JAI did not have it so they had to look for it in a military aviation unit. On June 15, test pilot BN Kudrin and designated test engineer Ye. I. Baru made the first flight.
The JAI-6 successfully passed the factory tests, reaching a speed of 429 km/h at an altitude of 2,500 meters, which can be considered a world record for this type of aircraft, although it was never registered.
Everything seemed to be going smoothly, but soon the problems began. The idea of an unarmed fast aircraft had its detractors within the VVS. During Nieman ‘s trip to the United States as part of a state commission, the VVS instruction was received to set up a defensive point in the observer’s cabin. From the NII VVS was sent, to the JAI, “Top Secret” blueprint of a new basket-shaped machine gun installation protruding from the fuselage. Builders were allowed to review plans only in a special department and under the supervision of security personnel. The calculations showed that the central fuselage of the JAI-6 was so narrow that it did not admit a normal machine gun installation, much less that enormous basket.
Soon the builders were informed of the early visit to the institute of the chief of armaments of the Red Army, Marshal MM Tukhachevki, with the aim of defining the fate of the JAI-6. On the morning of the day after the notification, Tukhachevsky arrived at the TsOM accompanied by the aircraft manufacturer AI Putilov, requesting to be shown the plane, the plans, the weapon installation model and the problems for its construction.
Next to the plane the marshal found the director of the JHA PP Krasilnikov, the chief builder LD Arson, the chief test engineer Ye. I. Baru and the head of the weapons brigade I. Dyachenko. About the installation of weapons on the JAI-6 personally stated the head of the project S. Ya. Zholkovsky. Putting a plywood sheet on the ground, Tukhachevsky took off his greatcoat and lay down under the aircraft. There he evaluated the different models and installation variants, reaching the conclusion that it was impossible to carry out any installation without affecting the speed advantages of the aircraft. Tukhachevsky got up, confirmed the builders’ proposals, congratulated them on his work, and left.
The change in military requirements crucified the future of the JAI-6. A few months after Tukhachevsky ‘s visit, the institute was visited by the head of the GUAP aviation department, SV Ilyushin, and reported that the VVS leadership refused to obtain an unarmed scout plane and that the purpose of his visit was to be able to confirm this decision.
At the beginning of November 1935, the JAI-6 prototype was delivered to the NII VVS, where tests were carried out, including the use of a ski undercariage. The test program was led by PM Stefanovski. With this, the issue of the JAI-6 was closed and its builders began to dedicate themselves entirely to the development of the JAI-5.
JHA-6
Engine: 1 x 712 hp Wright Cyclone SGR-1820 F3
Wingspan: 9.20
Wing area: 14.00 m²
Length: 7.3m
Empty weight: 1020 kg
Maximum takeoff weight: 1730 kg
Maximum speed: km/h 429
Practical range: km 980
Service ceiling: 9800 m
Accommodation: 2
The prototype, designed and built over a period of six years by Convair engineer Leonard Niemi in his garage workshop and known as the Sisu 1, was a cantilever shoulder-wing type of all-metal construction with a laminar flow wing of NACA 65-series section to provide very low drag over a broad speed range, with forward sweep to delay tip stall. The ‘butterfly’-type V-tail has an included angle of 90°. The two-spar wing has an aluminium alloy skin and plate stringers, with glassfibre/foam stiffening in the leading edge and camber-changing flaps. To achieve the smoothness and accuracy necessary for laminar flow, wing contours were filled and sanded, and all control surface hinge lines and joints in the canopy and removable fairings were sealed.
The Sisu 1A was the production version, 10 of which were built by Arlington Aircraft at Arlington, Texas, and later at Greenville, South Carolina, between 1960 and 1965. This version had a lighter wing structure, and featured vented air brakes and large-span slotted flaps. Landing gear consists of a retractable monowheel and a miniature fixed tailwheel; the pilot sits under a flush-fitting two-piece canopy.
Flown for the first time on 20 December 1958, this American high performance single seater was noteworthy in being the first sailplane ever to exceed 1,000 km in a soaring flight when flown by Alvin H. Parker, it set up an international straight line distance record of 1,041.52km (647.17 miles) in a flight from Odessa, Texas,.
The Sisu 1 A set three world records for Alvin Parker out of Odessa, Texas: 784 km/ 487.24 miles on 27 August 1963, 1963; free distance 1,041.52 km. /647.17 miles to Kimball, Nebraska, on 31 July 1964; and goal, 930.6 km. / 578.27 miles, 1969. For the free distance flight Parker had an aero-tow to 2000 ft, soared to 14,300 ft and was airborne for more than 10.5 hours.
The Sisu 1A N1100Z, the second 1A to be built, that set the world distance record was donated to the Smithsonian Air & Space Museum and another was donated to the National Soaring Museum.
The type has won the US National Soaring Championships three times, in 1962,1965 and 1967, flown by different pilots (John Ryan, 1962; Dean Svec, 1965; and A.J. Smith 1967). A. J. Smith, winner of the 1967 US Championships, further lightened his ship, and flew his Sisu for a time with wing tip extensions to increase the span from the standard 50ft 0in.
Sisu-1A
Span: 15.24 m / 50 ft 0 in
Length: 6.46 m / 21 ft 2.5 in
Wing area: 10.03 sq.m / 108.0 sq.ft
Aspect ratio: 23.1
Airfoil: NACA 65 (3)-418
Empty Weight: 222 kg / 490 lb
Gross Weight: 347 kg / 765 lb
Payload: 125 kg / 275lb
Wing Load: 34.6 kg/sq.m / 7.1 lb/sq.ft
Max speed: 161 mph / 140 kt / 260 km/h (in smooth air)
Stalling speed: 35.5 kt / 68 km/h
Max rough air speed 70 kt (130 km/h)
Min sinking speed: 0.64 m/s / 2.07 ft/sec / 1.24 kt at 55 mph / 47.5 kt / 88 km/h
L/DMax: 37 @ 92 kph / 50 kt / 57 mph
Best glide ratio: 41.4:1 at 62 mph / 54 kt / 100 km/h
No. of Seats: 1
No. Built: 11
Nielsen & v. Lübcke G.m.b.H. in Altona-Elbe, near Hamburg, built at least six different monoplanes around 1910. The main business of the company appears to have been street lighting, but they also operated a flying school.
A two-seat version of Menestrel first flown in 1989. The wooden low wing Menestrel is of standard fabric covered wooden construction with a one-piece single spar wing with partly elliptical outer panels. It is available in plans only.
Engine: VW, JPX or Limbach, 80 hp
Wing span: 7.8 m / 25 ft 7 in
Wing area: 9.8 sq.m / 105.5 sq.ft
Length: 5.30 m / 17 ft 5 in
MAUW: 510 kg
Empty weight: 290 kg
Max speed: 200 kph
Cruise speed: 187 kph / 115 mph / 100 kt
Minimum speed: 70 kph
Stall: 40 mph / 35 kt
Climb rate: 4.9 m/s
Seats: 2
Fuel consumption: 17 lt/hr
Plan price (1998): 2000 Fttc
First flow in 1988 as side-by-side two-seat monoplane
Avions H. Nicoluer first flew in 1962 the HN.433 Menestrel single-seat monoplane, available for home construction from plans and some components; redesigned HN.434 also offered.
The Nicolas-Claude NC-2 Aquilon was a single-seat touring aircraft featuring a low-wing monoplane with canard foreplanes.
In 1936, French engineer Leon Claude (Leon Claude) began designing the aircraft, using the Henri Mignet formula, where the fuselage with a low center of gravity and two tandem wings were to provide the aircraft with sufficient longitudinal stability.
Claude did not have his own funds for the construction of the aircraft, but he managed to captivate the idea of industrialist Jean Nicolas.
The NC-2 was first flown on 5 April 1937 at Auxerre. France, and only the one was built. In the same year, NC-2 took part in the so-called Prototype Tour, held in many cities in France.
NC-2 Aquilon
Engine: 1 × Train 4T, 37 kW (50 hp)
Propeller: 2-bladed fixed-pitch
Wingspan: 7 m (23 ft 0 in)
Wing area: 14 sq.m (150 sq ft)
Length: 4.3 m (14 ft 1 in)
Empty weight: 183 kg (403 lb)
Gross weight: 410 kg (904 lb)
Maximum speed: 175 km/h (109 mph, 94 kn)
Cruise speed: 130 km/h (81 mph, 70 kn)
Stall speed: 50 km/h (31 mph, 27 kn)
Range: 850 km (530 mi, 460 nmi)
Service ceiling: 4,000 m (13,000 ft)
Wing loading: 29.2 kg/sq.m (6.0 lb/sq ft)
Seats: 1
The Nicholas-Beazley Pobjoy Special aka the Nicholas-Beazley Phantom I, aka the Wittman Phantom, aka the Flagg Phantom, aka the Reaver Special was a world record holding air racer of the 1930s
The Nicholas-Beazley Airplane Company had imported a Pobjoy engine with a gear reduction unit for use in its new design the Nicholas-Beazley NB3. Designer Robert T. Jones computed the weight and balance for the setup and proposed a new design as an air-racer. Claude Flagg and H. F. Landis built the aircraft in their spare time under the Marshall Aircraft Laboratories monicker and patented the wing design. The Nicholas-Beazley company conducted the tests and produced the subsequent engineering report on the machine, under the supervision of inhouse chief engineer T. A. Kirkup, who also designed most N.-B.
The fuselage is welded steel with fabric covering. The wings used an early application of lightweight aluminum construction with U shaped cantilever spars with wire bracing and fabric covering. The aircraft used wheels with small tires and without brakes. The cockpit was open and the engine was fully cowled.
The Phantom I was given an “R” license by the federal government and, piloted by Danny A. Fowlie of Morris, Illinois, was entered in the 1930 National Air Races in Chicago from August 23 to September 1.
In 1932 Ownership passed to Air Racer Steve Wittman. A Air Commerce inspector fronted the money, and had Wittman race the aircraft to avoid a conflict of interest. The Pobjoy Special is the only racer Wittman raced that he did not build or design himself. In 1932 the Pobjoy P engine was replaced with a Pobjoy R of 75 hp. The cockpit was also enclosed. In 1933 Wittman lengthened the fuselage by 21 inches, removed the engine cowling and modified the rudder (now called the Pobjoy Special). In 1946 The engine was replaced with a Continental C-85.
In 1937 the Pobjoy Special was flipped on its back. It was rebuilt sold, and stored until the end of WWII. It resurfaced in 1948 as the Reaver Special midget racer, with a 22′ wing and the more powerful 85 hp Continental engine. John Reaver entered the aircraft as the Reaver Special in the new Goodyear Formula One races.
1930 National Air Races – Registered as R1W, pilot Danny Fowlie reached 115 mph placing third in class with a mismatched prop.
1933 Chicago International Air Races – Pilot Steve Wittman wins all races in the 200ci class with a maximum speed of 120 mph.
1934 New Orleans – Wittman wins the 100 km world speed record of 137.513 mph for aircraft less than 440 pounds.
1934 Cleveland Air Races – Wittman wins all races in the 200ci class with a speed of 129.440 mph.
1935 Cleveland Air Races – New owner Percy V. Chaffee wins all races in 200ci class.
In 1936 the 200ci class is eliminated, making the Pobjoy Special obsolete for racing.
1937 St.Louis – Last race of the Pobjoy Special.
Replica:
Turner / Repeat Aviation Nicholas-Beazley Pobjoy Special
Specifications:
Phantom I
Engine: 65 hp Pobjoy P (Niagara II)
Wingspan: 21′ 9″
Length: 12′ 9″ in
Empty weight: 355 lb
Top speed: 200+ mph
Pobjoy Special
Engine: 1 × Pobjoy R Niagara II Radial, 65 hp (48 kW)
Length: 21 ft 9 in (6.63 m)
Empty weight: 355 lb (161 kg)
Capacity: 1
Reaver Special
Engine: 85 hp Continental
Wing span: 22′
A three-seat open-cockpit low-wing monoplane, which was offered with Lambert, Warner, or Armstrong Siddeley engines.
All Aero 