Monoplane

Jourdan 1910 Monoplane

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Jourdan Monoplane 1

The Frenchman Jourdan tested during 1910-1912 at Juvisy (France) various versions of his aircraft in different forms. All his machines were characterized by a big central tube (‘conical barrel’). The engine with a tractor propeller was mounted before (or at first in) the barrel, to push air in the barrel. The idea might be to push the air through the barrel and fly. The machines had no model registration to differentiate them.

Possibly the Jourdan No.1 from Spring 1911 had a simple full rounded cone barrel in the front, then triangle elevator at the rear, and the wings have ailerons. The original machine giving the clearest view of the ideas of Jourdan. A very big barrel with the engine inside and propeller just as long as the diameter of the barrel. The shrouded propeller was patented December 30, 1910. Shoulder wings with wing warping. Machine did not fly after months of testing during 1910.

The Machine-2 of Spring 1911was a complete redesign, much smaller barrel, with the propeller before the barrel. Pilot could sit comfortably under the barrel seated within the massive undercarriage. This machine was (also) continually modified. At first it was fitted with wing warping, but after modification it was fitted with ailerons. As the machine was continuously modified there can be seen a sort of side board at the undercarriage, maybe to shield the pilot from the wind.

Machine was reported in the German press [Flugsport February 1911] and in the French press [L’Aérophile]. The machine was extensively tested, but no flight occurred.

The third machine of Spring 1912, was again a complete redesign. The full circle barrel was here replaced by a big half-barrel with a different undercarriage. The propeller was quite before the half barrel. Again, wing warping. The machine was again reported in the press [Flugsport March 1912] and it Flew. There is at least one picture of it (probably more) of the machine in flight.

A fourth version, which probably debuted in 1912, was a modification of the third, and notable mainly for the removal of the bottom half of the cylinder.

Etienne Jourdan died on July 15, 1912, leaving almost no trace of his ideas.

1912 Jourdan
Propeller: 2-blade fixed pitch wooden
Span: 46′
Length: 32’10”
Weight: 1100 lbs
Crew: 1

Jordan Duet

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Side by side two seat single engined high-wing monoplane with conventional three axis control. Wing has swept back leading edge, swept forward trailing edge and tapering chord; conventional tail. Pitch control by fully flying tail; yaw control by fin mounted rudder; roll control by spoilerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; Wing profile 100% double surface. Undercar¬riage has three wheels in tricycle formation; glass fibre/carbon fibre suspension on all wheels. Push right go right nosewheel steering connected to yaw control. Glass fibre fuselage, partially enclosed. Engine mounted below wing driving pusher propeller. Aircraft quality materials are used for all structural and control fittings. The wing and tail are of composite construction.
The Duet was conceived by two professional aircraft designers, Dave Kent and Brian Cunnington, as a rugged composite construction machine for touring, training and commercial uses. Their company, Designability Ltd., is a design consultancy and not a manufacturer, so having built and test flown their first 430cc Cuyuna-engined prototype in July 1982, they found a buyer for the manufacturing rights.
Graham Andrews had just set up the company in conjunction with Barney Jordan and the two were looking for a suitable design when the Duct came on the scene. Since becoming the Jordan rather than the Designability Duet, the aircraft has undergone extensive development, particularly as regards power plant. The Cuyuna was rejected as not powerful enough and the big Rotax was substituted. This, coupled to a reduction drive and three blade propeller, gives greatly improved performance and allows the aircraft to be flown safely in conditions which might ground other micro¬lights; it can easily take off and land in a 12 mph (19 kph) crosswind, for example.
The concept of the design, however, remains the same a practical machine with 15 min rigging time from a trailer and suspension supple enough to allow it to cope with difficult fields. For pilot protection, a strong angled strut is mounted in front of the cockpit.
The prototype was designed to the same airworthiness standards as heavier aircraft. A second prototype, a pre production model, was flying in March 1983, dual rudder pedals will be fitted.

Engine: Rotax 503, 45 hp at 6500 rpm.
Prop¬eller diameter 46 inch, 1.16m (3 blade).
belt reduc¬tion, ratio 2.0/1.
Max static thrust 250 lb, 113 kg.
Power per unit area 0.28 hp/sq.ft 11 hp/sq.m.
Fuel capacity 6.0 US gal, 5.0 Imp gal, 22.7 litre.
overall 22.0 ft, 6.71 m.
Height overall 5.5ft, 1.68m.
Wing span 36.0ft, 10.97m.
Chord at root 6.0ft, 1.83m.
Chord at tip 3.0ft, 0.91m.
Dihedral 3 deg.
Sweepback 0 deg.
Tailplane span 10.0ft, 3.05m.
height 4.0 ft, 1.22 m.
Total wing area 162 sq.ft, 15.1 sq.m.
Fin and rudder area: 11.0 sq.ft, 1.02 sq.m.
Total elevator area 26.6 sq.ft, 2.47 sq.m.
Wing aspect ratio 8.0/1.
Wheel track 6.0 ft, 1.83 m.
Wheelbase 6.0 ft, 1.83 m.
Nose¬wheel diameter overall 10 inch, 254 mm.
Main wheels diameter overall 15 inch, 381 mm.
Empty weight 320 lb, 145kg.
Max take off weight 750 lb, 340kg.
Payload 430 lb, 195kg.
Max wing loading 4.63 lb/sq.ft, 22.6kg/sq.m.
Max power loading 16.6 lb/hp, 7.4kg/hp.
Load factors +4.4, 2.2 design; +6.6, 3.3 ulti¬mate.
Max level speed 70 mph, 113 kph.
Never exceed speed 90 mph, 145 kph.
Max cruising speed 60 mph, 97 kph.
Economic cruising speed 50 mph, 80 kph.
Stalling speed 28 mph, 45 kph.
Max climb rate at sea level 480 ft/min, 2.4 m/s.
Min sink rate 350 ft/min at 40 mph, 1.8 m/s at 64 kph.
Best glide ratio with power off 12/1 at 45 mph, 72kph.
Take off distance on tarmac 150ft, 45 m.
Landing distance 120ft, 35 m.
Service ceiling > 10,000 ft, >3050 m.
Range at average cruising speed 115 mile, 185km.

JORA Jora

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JORA aircraft is a two seat ultra light airplane, with two seats side by side, and T tail. With nose wheel undercarriage, the wheels of the main undercarriage are braked and the nose wheel is stearable. Suspension is by indio-rubber blocks. The Jora features a deep laminar wing profile.
Construction of the airplane is a combination of laminate and wood, and polyester fabric.

Stall: 24 kt / 28 mph / 45 kmh
Cruise: 76 kt / 87 mph / 140 kmh
VNE: 87 kt / 101 mph / 162 kmh
Empty Weight: 225 kg / 496 lbs
MTOW Weight: 450 kg / 992 lbs
Climb Ratio: 500 ft/min / 3 m/s
Take-off distance (50ft obstacle): 260 ft / 80 m
Landing distance (50ft obstacle): 230 ft / 70 m

Engine: Rotax 503, 52 hp
Wing span: 10.80 m
Wing area: 115 sq.m
MAUW: 420 kg
Empty weight: 205 kg
Fuel capacity: 45 lt
Max speed: 160 kph
Cruise speed: 140 kph
Minimum speed: 45 kph
Climb rate: 4 m/s
Certification: Tch, D Dan.
Seats: 2
Fuel consumption: 8 lt/hr
Plan price (1998): 930 Fht
Kit price (1998): 80 700 Fht

Jonker JS1 Revelation

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The JS1 Revelation is a high-performance FAI 18-metre Class sailplane, fully-equipped in its baseline standard. An optional jet sustainer system is available. With the introduction of the JS1C variant, there was also the additional option of 21-metre wingtips for an ‘agile’ Open Class sailplane.

The design process of the JS1 Revelation started with development of the main wing aerofoil. After wind tunnel tests together with new technology and research on techniques that might help climbing performance, then after making hundreds of iterations, they ended up with the T12 aerofoil.

To optimize climbing in turbulent thermals the T12 does not have the typical flat top Cl-Alpha curve at high lift coefficients.

T12 characteristics:
Maximum thickness/chord ratio 12.7%
14% camber changing flap
Low drag with extensive regions of laminar flow
Laminar to turbulent transition on the lower surface occurs at 93% where artificial transition is applied for negative flap settings
Transition on the upper surface occurs at approximately 65% for a 0° flap setting and 2° angle of attack
The top surface is smooth at 13.5° with almost 70% laminar flow

Although aerodynamically optimised, there are structural challenges using such a thin aerofoil. At the time the T12 aerofoil was the thinnest main aerofoil used on modern sailplanes.

The aerodynamic design of the wing root reduces separation problems at the trailing edge and optimised overall drag. Six different aerofoils are used in the wing for maximizing the performance of the glider. All are derived from the main T12 aerofoil, optimised at each spanwise station for the specific chord length and Reynolds number. The wingtip aerofoil is designed with an ample lift reserve to help handling characteristics and avoid any tendency for wing drop.

The optimum wing planform has an elliptical lift distribution for minimum induced drag at low speeds, and a small wing area for reduced profile drag at high speed. The wings of the JS1 Revelation have six tapered polyhedral sections along the wing span, with aerofoils based on the T12 aerofoil optimised at each spanwise position for the specific chord length and Reynolds number. The polyhedral also contributes to the handling qualities.

The winglets for the JS1 Revelation were specifically tailored for the wing shape and tip airfoil. For all operational angles of attack, the load on the tip region was kept within limits of the maximum airfoil lift coefficient, for safe handling characteristics. Due to the polyhedral wing configuration of the JS1 Revelation, the last wing panel is already at an angle of 24 degrees which increase the angle between the winglet and wing. This reduces the detrimental 3D flow effects at the junction corner due to super positioning of adverse pressure gradients which causes separation.

Conventional structures (such as the controls and landing gear) were designed using traditional calculation methods, with hand calculations for simple geometries and laminate analysis for simple composite structures. The more complex structures were designed using FEM analysis techniques.

A combination of glass-fibre, aramid (Kevlar) and carbon-fibre is used in the load bearing structure of the JS1 Revelation. The very thin wing section (12.7%) posed a challenge for the designers, especially in the wing root area where the maximum thickness is only 100mm.

All structural design was according to the certification standards set in CS-22 and with a general safety factor of 1.725.

Standard features include a multi wingspan, including 18m wingtips with provision for 21m wingtips, a nose release hook and provision for a belly hook enclosed by main wheel doors, a fixed pneumatic tail wheel (brass or Vesconite), a multi-probe (pilot, static pressure and Total Energy), and two recessed battery boxes in baggage compartment and battery compartment in vertical stabiliser

The cockpit has a gooseneck dynamic microphone attached to canopy frame, tick mounted PTT switch and twin speakers for radio and navigation computer, a radio antenna in vertical stabiliser and provision for Dolba transponder antenna installation inside vertical stabiliser.

Boundary layer control is with blowholes and soft tripping turbulators. Integrated main water ballast tanks (approximately 2 x 90 litres) are in the main wings with automatic coupling and maintenance-free valves. An integrated non-dumpable C.G. water tank is in the vertical stabiliser (for optimum C.G. when compensating for pilot and equipment)

Triple-panel upper-surface airbrakes are fitted and the retractable undercarriage has elastomeric shock absorbers. Hydraulic disc brake are activated by full aft travel of airbrake handle.

Jonker Sailplanes selected the M&D Flugzeugbau TJ42 jet turbine engine as an option.

Finite Element Modeling (FEM) allows for the whole structure to be represented as a wire frame of cells or elements called “the mesh”. Loads can then be applied to the mesh and the stresses calculated at each point. The result is a colorful representation of the stress condition throughout the structure. This shows exactly where the structure needs strengthening and where weight can be saved. The figure below shows the stress condition in the front and aft fuselage due to a load on the tail, and a high-g pullout maneuver.

In March 2010 the JS1 Revelation gained its official certification by the South African Civil Aviation Authorities (SACAA). With SACAA Type Certification to CS-22 and with an SACAA ICAO- compliant Certificate of Airworthiness the JS1 Revelation should be able to be flown without restriction in any ICAO-signatory country.

However JS recognises that EASA (and its predecessor, JAA, and the German LBA) are widely acknowledged as the experts in glider certification and that it is important to gain EASA Type Certification (TC) or Type Validation (TV) of the JS1 Revelation, both for market confidence and to enable local registration of the JS1 in Europe. Local registration would allow local maintenance procedures to be applied.

JS and SACAA have been in discussion on how to best proceed with EASA TC/TV. A full EASA TC exercise would require repeating all ground and flight tests with EASA witnesses and re-submitting every report and analysis for EASA scrutiny. This would be unnecessarily time-consuming, expensive and inefficient as it would completely ignore everything done for the SACAA Type Certification. This would be inconsistent with the advice provided by EASA to SACAA and JS, namely to gain local South African Type Certification before presenting this to EASA.

An EASA Type Validation exercise allows EASA to take advantage of the tests, reports and analyses already accepted by SACAA – while at the same time reserving the right to require extra information for any areas of special interest or concern. However in order to use a Validation process (rather than a full Certification process) it is necessary to establish a Working Arrangement between SACAA and EASA – simply a legal framework to allow EASA to accept SACAA findings on the basis that SACAA have followed a robust and rigorous process.

For the SACAA, establishing a Working Arrangement with EASA is part of a longer term strategy to advance the worldwide credentials of SACAA as a competent professional airworthiness authority. In December the Director of Civil Aviation, SACAA formally requested discussions with EASA with the aim of setting up a Working Arrangement for EASA Type Validation of the JS1 Revelation.

This was a major step forward for Jonker Sailplanes; to have the direct involvement and support of the SACAA at the highest level for EASA Type Validation.

ICAO Type Certificate Details
Manufacturer: Jonker Sailplanes cc
Type Certificate: J15/12/550
Issued by: South African Civil Aviation Authority
Model: JS1-A “Revelation” JS1-B “Revelation”
JS1-C 18 “Revelation” JS1-C 21 “Revelation”
MCTOW 600 kg (with water ballast) – JS1-A, JS1-B, JS1-C 18
437 kg (without)
720 kg (with water ballast) – JS1-C 21
520 kg (without)
Max. No. of Seats: 1

Type Acceptance Certificate No. 11/21B/25 from the NZ CAA was granted on 21 November 2011 to the Jonker JS1-A and JS1-B based on validation of SACAA Type Certificate J15/12/550.

The Jonker JS1-A and JS1-B are single-seat 18m class sailplanes with winglets, water ballast provisions, full-span flaperons, upper-surface airbrakes, constructed from composite materials. The configuration includes a shoulder wing, T-type empennage and retractable main landing gear. The JS1-B is identical to the JS1-A except for a smaller tailplane and tail surfaces and is the main production model after s/n 004.

The Jonker JS1-A and JS1-B sailplanes are the first indigenous aircraft Type Certificated
by the South African Civil Aviation Authority.

The JS1-C models are identical to the JS1-B except the outer wing is removable, with two different span wing tips available, 18m and 21m. The JS1-C has been the standard production model since s/n

  1. The JS1-C 21 has wing-tip water tanks and an increased maximum weight, but is not eligible for cloud flying or basic aerobatics.

ICAO Type certificate:
SACAA Type Certificate J15/12/550 issued 12 March 2010
SACAA Type Certificate Data Sheet J15/12/550 Issue 4.0 dated 24 May 2013
JS1-A, JS1-B models approved 12 March 2010
JS1-C 18, JS1-C 21 models approved 23 May 2013

Airworthiness Limitations:
The airframe has a specified service life of 12,000 hours, and requires special inspections at set
intervals to reach it.

JS-21 18m
Wingspan: 18m / 59.06 ft
Wing area: 11.20 sq.m / 120.56 sq.ft
Aspect ratio: 28.8
Fuselage length: 7.165m / 23.51 ft
Fuselage height: 1.32m / 4.33 ft
Max weight: 600 kg / 1323 lb
Wing loading (w/70kg pilot): 35.3 kg/sq.m / 7.23 lb/sq.ft
Max wing loading: 53.6 kg/sq.m / 10.98 lb/sq.ft
Best glide ratio: 1-53
Best glide speed at MAUW: 120 kph / 65 kt
Best glide speed at 450 kg: 100 kph / 54 kt
Min sink rate: 0.50 m/s / 100 ft/min
Vne: 290 kph / 157 kt
Rough air speed: 203 kph / 110 kt
Flight loads at Vra: +5.3 / -2.65 G

JS-21 21m
Wingspan: 21.00 m / 68.90 ft
Wing area: 12.27 sq.m / 132.07 sq.ft
Aspect ratio: 35.9
Fuselage length: 7.165m / 23.51 ft
Fuselage height: 1.32m / 4.33 ft
Max weight: 720 kg / 1587 lb
Wing loading (w/70kg pilot): 33.8 kg/sq.m / 6.92 lb/sq.ft
Max wing loading: 58.7 kg/sq.m / 12.02 lb/sq.ft
Best glide ratio: 1-60
Best glide speed at MAUW: 120 kph / 65 kt
Best glide speed at 450 kg: 100 kph / 54 kt
Min sink rate: 0.48 m/s / 95 ft/min
Vne: 270 kph / 146 kt
Rough air speed: 203 kph / 110 kt
Flight loads at Vra: +5.3 / -2.65 G

Jongblood Primary

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Mike Jongblood of southern California designed and built this single-seat, primary glider in 1966, with assistance from Hugh Knoop. The design was original and includes an original airfoil design as well, designated as a Jongblood II section.

The aircraft is built from wood and covered in doped aircraft fabric covering. The glider has a detachable pod to cover the pilot or can be flown open cockpit. It has a constant chord wing with a 4 ft (1.2 m) chord and a 32.5 ft (9.9 m) span. The wing features dual parallel struts and jury struts, but has no spoilers or other glidepath control devices. The tailplane is also strut-braced. Unlike most earlier primary glider designs that land on a fixed skid, this aircraft has a fixed monowheel.

The Primary had accumulated over 200 auto-tows and seven aerotows, along with nine hours of flying time, by the end of 1968 and by 1983 had flown 22 hours total. It had flown a single three-hour flight and had recorded a height gain of 8,000 ft (2,438 m).

The sole example constructed was reported as “in storage” in 1983. In May 2011 it was still on the Federal Aviation Administration registry listings, although its registration had expired on 31 March 2011.

Wingspan: 32 ft 6 in (9.91 m)
Wing area: 125 sq ft (11.6 m2)
Aspect ratio: 8:1
Airfoil: Jongblood II
Empty weight: 270 lb (122 kg)
Gross weight: 450 lb (204 kg)
Maximum glide ratio: 8:1 at 30 mph (48 km/h)
Crew: one

Jones PJ-1

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The Jones PJ-1 was started around 2005-6 by Bill Cockram, the plans being loosely based on a two seat Monsoon aircraft with an O-200 engine. As he wanted to use a Rotax engine he set about narrowing the fuselage and designing and building his own wings. Cockram became ill and decided he couldn’t finish the aircraft so he gave what he had built so far to Peter Jones and sold him the Rotax 503.

The aircraft is now a single seat that fits into the ultralight class. It is of all wood construction, fabric covered and uses a LongEze canopy. When weighed, the C of G was too far aft so he extended the front, moving the seat forward.

Jones 1912 Monoplane

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3rd monoplane

L. V. R. Jones in Australia constructed his first aircraft in 1907, but his own power plant for that aircraft was not successful. His Bleriot-type monoplane, which was steam powered, flew for the first time in 1911, and another one, powered by a petrol engine, flew in 1912. The petrol-engined monoplane, his third design, was tested at Emu Plains on March 3, 1912.

Jones 1905 Aeroplane

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The Charles Oliver Jones Aeroplane of 1905 was the first heavier-than-air craft to be fitted with a Curtiss engine. Jones was quite active as a socialist lecturer and also an early aeronaut. After his aeroplane failed to fly, he turned his attentions to aerial exhibitionism, first building and flying a unique dirigible named the “Boomerang”.