A two-seat low-wing monoplane.
Monoplane
Bauman 250 / 290 Brigadier / Piper PA-21
The Bauman B-250 Brigadier prototype first flew in June 1947.
The production aircraft were designated Model 290 differed from the B-250 only in having higher power engines. Pilot production commenced in 1951 and the type certificate was received in 1952.
The Piper PA-21 factory designation was applied to a 1949 purchased Baumann B-250 Brigadier NX/N30025 c/n 1 to be used for evaluation. Piper acquired rights with a stipulation agreeing not to manufacture the design, or any variant of it, with pusher engines—Baumann retained those rights. Wings were redesigned for tractor engines in late 1949, but the project was cancelled when completion was judged as financially impractical. The plane went to a local school instead.
B-250
B-290
Engines: 2 x 145 hp Continental C145
Wingspan: 41 ft
Wing area: 207 sq.ft
Length: 27 ft 5 in
Height: 10 ft 4 in
Empty weight: 2150 lb
Loaded weight: 2150 lb
Max speed: 190 mph
Cruise: 165 mph
ROC: 1200 fpm
Seats: 5
Bathiat-Sanchez Type E
The 1913 Bathiat-Sanchez Type E monoplane was designed and built by Bathiat (French) and Sanchez (Chile).
Bates Glider
Aviation pioneer Carl Sterling Bates from Iowa, USA, was an experimenter of gliders as early as 1884.
Bates 1911 Monoplane
The 1912 Bates Monoplane was built by Carl S. Bates at Cicero Field near Chicago, IL. Bates was a farm boy from Clear Lake, IA who became interested in flying at an early age. He was only 14 when he constructed a man-carrying kite in 1898. In 1903, he moved to Chicago to attend the Armour Institute of Technology and there came under the guidance of aeronautical pioneer Octave Chanute.
In 1911, he is credited with a monoplane of original design, powered with a Bates 30 hp motor. The airplane in the AirVenture Museum is a redesign of that aircraft. The Bates Monoplane fore part of the fuselage is of wood, while the structure back of the cockpit is of steel tubing, oval in cross section, with a “pigeon-tail” empennage and a generous rudder.
Walter Kutz of Skokie, IL who later moved to Waterford, WI, purchased the aircraft in 1918. He stored the aircraft in a barn, but never flew it. In 1957, Leon Tefft, an EAA member, restored the aircraft for Kutz. After Mr. Kutz died, his family decided to loan the airplane to EAA for display in the AirVenture Museum. As displayed in the museum, the aircraft has a Poyer engine.
Barucki I monoplane
The 1911 Barucki I monoplane was designed and built by Eng.Barucki in Poland.
Barton Sylkie
Wayne Barton of Northglenn, Colorado, began doodling his dream ship and the general outline of his dream ship began to take shape. Barton began at the bottom, sketching in plenty of ground clearance to swing a big prop and a stabilator. It need at least a Lycoming O-320 and a retractable trigear. The first few degrees of rotation of the primary retract handle break the over-center gear brace arms, and after about 10 degrees of travel, the springs change their action; instead of holding the gear locked, they begin to pull the gear up, with the springs providing 95 percent of the effort.
In retracting the nose leg, the steerable nosewheel linkage neutralises, and when you’re up and flying, kicking the rudder pedals only actuates the aerodynamic rudder. After about 120 degrees of travel, the retract handle locks into a socket, and a microswitch automatically causes a solenoid to, lock each gear into the full up position.
Going the other way, as when putting the gear down for landing, moving the down gear handle into its socket actuates a gear-locked indicator light on the panel when the fast few degrees of down handle rotation applies pressure to the gear over-center brace arms. Gear doors are attached to the legs and open or close automatically.when you raise or lower the gear.
The stabilator was designed with a 12-degree rotation capability around its single spar, which is built in two units, the right and left sides being joined with a splice tube which serves as an attach point for the counterweight. An antiservo unit gives the stick backpressure feel, and is also linked to the cockpit pitch-trim wheel. All linkage is hidden inside the fuselage and fin area.
Barton went to dual controls, with brakes on the left side only, and the mechanical flap handle was attached to the same pivot unit as the primary gear retract handle. A Cessna-type pitch trim wheel is located between the two seats, with an additional aileron trim hung on the forward face of the main spar near the pilot’s right knee.
Three fuel tanks are located inside thefuselage, with a 28 Usg fiberglass main tank aft of the passenger seats below the baggage compartment. An engine-driven fuel pump transfers fuel from the main to a pair of header tanks back of the firewall under the panel, holding a total of 14 gallons. From there the fuel is gravity-fed to the carburetor.
Barton used a Minicab wing of 24 feet 11-inch span and 110 sq.ft. area, fully cantilevered, with a 15 percent rib chord at the root. This provided adequate, depth to hide the gear when retracted. The chord depth tapers to 10 percent at the tips, with a uniform twist of two percent.
The Emeraude fuselage provided an ample cabin width of 42 inches, and a sliding bubble canopy provided easy access and good visibility. Retractable steps allow entry over the flaps at the wing root area on either side. These were a few extras that only added 20 pounds to Barton’s design empty weight of 1000 pounds.
Barton came in for under $8,000 in 1979 dollars, mainly by building everything from raw materials, except for a few ready-made essentials like the engine, wheels, nuts, bolts and gauges. Airframe construction was of sitka spruce; some hardwood for high shear stress points; plywood; chromoly 4130 tubing; and some aluminum alloys.
In building the fuselage, Barton used the standard right and left side frame construction method, the sides turned over on the work table and positioned properly for fitting the wing attach bulkhead, seat back bulkhead and fin spar. Cross braces were cut to fit, ply gussets added, and the fuselage turned right side up again, for adding turtle deck, fin.
Next came the nose gear well framing, firewall, stabilator and rudder, which had three ball-bearing hinges, with a conventional external rudder horn. No counterbalancing was required.
In building the Minicab wing, Barton beefed up the spar center sections to prov ide a 9G ultimate load factor for a 1200-pound airframe. The gap contour between flap/aileron and wing proper was modified for better aerodynamic efficiency, and the entire wing skinned with plywood. As for the gear, Barton says: 1t evolved as a sort of hybrid, part Beechcraft, part Mooney, part Barton.”
Internal compression springs were used for shock absorbing, together with an internal oil damping action using the same shaft with attached piston for rough-field operation,
The engine is enclosed in a conventional fiberglass cowling with the nose gear door hinged to the aft part of the cowl. Canopy framework is of wood construction with the acrylic plastic windows held in place with ordinary glazier’s points and silicon rubber.
To finish everything off Barton went to Dacron covering and Randolph’s dope.
In April 1975, Sylkie One, passed final FAA inspection, and her maiden flight was on May 2, 1975.
Engine: Lycoming O-320 / 150 hp.
Prop: Wood, fixed pitch, 72 in dia.
Wingspan: 24ft 11in.
Wing area: 110 sq.ft.
Fuselage length: 20ft 7in.
Height: 7ft 1in.
Empty wt: 1020 lbs.
Max wt: 1650 lbs.
Econ cruise: 10,000 ft 6.9 gph, 182 mph TAS.
Vmax (17,000ft): 234 mph TAS.
Stall: 48 mph IAS.
Climb: 1800 fpm.
Service ceiling: 19,000ft.
Bartlett LC13-A Zephyr 150 / Babcock LC-13 / Taubman LC-13
Derived from the side-by-side two-seat cabin monoplane Babcock-Vlcek X Airmaster, the LC-13A featured an open cockpit and an enlarged vertical tail. It was powered by a 75 hp Roché L-267 four-cylinder air-cooled inverted in-line engine. Originally designed and manufactured by Rover of Lansing, Michigan, the manufacture of the 267 cu.in (4.38 l) engine was taken over by Jean A Roché of Dayton, Ohio in 1932. An auxiliary fin on the underside of the stabilizer had to be fitted according the Aircraft Type Certificate 2-389.
Originally marketed as the Babcock LC-13 by its original manufacturer, then the Taubman LC-13 when the Babcock Airplane Corporation was acquired by Taubman Aircraft. Vearne Babcock left the aviation industry in 1945, and sold the rights to produce his LC-13 to Bartlett Aircraft Corp. at Rosemead, California. This aircraft was developed from the Babcock monoplane of the mid-1930s.
The Bartlett Zephyr was a mid-wing braced monoplane of conventional design with side-by-side seating for two and fixed, tailwheel undercarriage.
NR998W was modified as a racer.
Plans to mass-produce it were halted by the outbreak of World War II after two were built, X/NC998W and NX18165. There was a brief attempt to revive the design at the end of the war, but nothing came of this. Price was $3,995.
The LC-13A Zephyr of 1941 was a streamlined, single-strut version of the Taubman LC-13, still under ATC 2-389.
Engine: 1 × Franklin 6A4-150-B3, 150 hp (112 kW)
Length: 21 ft 0 in (6.40 m)
Wingspan: 30 ft 9 in (9.38 m)
Maximum speed: 150 mph (240 km/h)
Range: 500 miles (800 km)
Service ceiling: 18,000 ft (5,500 m)
Crew: one pilot
Capacity: 1 passenger
LC-13A
Engine: 130hp Franklin 6AC or 120hp Martin 333
Wingspan: 30’10”
Length: 20’5″
Max speed: 150 mph
Cruise: 135 mphRange: 450 miles
Seats: 2
LC-13A
Wngine: 150hp Franklin 6A4-150-B3
Wingspan: 30’9″
Length: 21’0″
Load: 685 lb
Max speed: 150 mph
Cruise: 135 mph
Stall: 42 ph
Range: 500 miles
Ceiling: 18,000′
Engine: 75hp Michigan Rover
Wing span: 30’10”
Length: 20’5″
Useful load: 815 lb
Max speed: 100 mph
Cruise speed: 90 mph
Stall speed: 40 mph
Range: 300 mi
Seats: 1
Bartini VVA-14 / M-62
A team led by Roberto Oros di Bartini, a communist who had left fascist Italy for the USSR, presented in 1955 the project of a supersonic flying A-55 medium-range bomber boat. After the comprehensive development and improvement of this project, Bartini approached the creation of an amphibian vertical take-off and landing (SVVP in its Russian acronym).
The experimental vertical take-off and landing amphibian VVA-14 (In Russian: ВВА-14) was characterized by the originality of its design and both its size and its take-off weight surpassed all VTOL aircraft built or projected at the time.
The VVA-14 antisubmarine amphibian began to be developed by government resolution in November 1965 at the UVZ helicopter factory (УВЗ – Ухтомскый Вертолетный Завод) and later transferred to Beriev’s OKB in Taganrog which was later would become the Taganrog Aviation Scientific-Technical Complex (TANTK).
In the process of development of the VVA-14 in the UVZ, together with Bartini participated the helicopter manufacturer VI Biriulin and the later general constructor MP Símonov. In the TANTK NA Pogorielov and GS Panatov were added, who would also later become general constructor. The main objective of the project was to develop new aerial means to combat missile-armed submarines, so it was decided, based on the experimental results, to create an amphibious anti-submarine device capable of detecting, tracking and destroying submarines, both on the surface and while submerged. This requirement demanded an autonomy of 4 hours of flight over an area located 500 km from the base. The development of search and rescue missions was established as a secondary objective.
After the analysis, a conceptual scheme based on the SVVP-2500 design was decided. It was a catamaran-like structure with a rectangular centroplane and a central fuselage in which 12 turbojets were located designed to achieve lift force in vertical take-off. Above the centerplane were two two-stage turbojets for horizontal flight. So-called PVPUs (пневматическое взлетно-посадочное устройство – pneumatic equipment for take-off and landing) were used for landing and take-off operations on water. This unusual composition and the great technical difficulties that arose made it necessary to incorporate researchers and engineers from TsAGI into the development., LII, TsIAM, VIAM and NIAT.
It was decided to develop two prototypes: the VVA-14-1M destined to carry out the functional tests of the selected composition in the different operating regimes and the VVA-14-2M to carry out the vertical take-off and landing tests and the processes transition to horizontal flight.
In the late 50s – early 60s, he created the SVVP-2500 vehicle with a take-off weight of 2500 tons in the form of a flying wing with a square center-section and consoles and a power plant made from lifting and cruising engines. In June 1972, the construction of the VVA-14-1M was completed, which did not include the vertical thrust engines and the floats. In July at the TANTK aerodrome, test runs of the prototype began, which was equipped with wheeled landing gear and on September 4 the first flight with pilot Yu took place. M. Kuprianov at the controls and LF Kusnietsov as a navigator. The flight tests that were carried out until June 1975 with a total of 107 flights with a total duration of 103 hours, reaching a maximum speed of 260 km / h.
The VVA-14 was built as a cantilever high wing structure with a supporting centerplane and consoles to which the tailplanes and vertical fins were attached. These cigar-shaped gondolas were designed to contain the PVPU floats. The construction was made fundamentally of aluminum alloys and cadmium steel with anticorrosive coating in attention to the marine operation.
The fuselage was of semi-monocoque construction and was fused with the centroplane to achieve a supporting fuselage. In the bow was located the cockpit for a crew of three. This cabin could be detached from the fuselage in an emergency and ensured the life of the crew without the need for ejection seats.
Behind the cockpit was located the lift engine module consisting of 12 Kolosov RD-36-35PR (РД-36-35PR) turbojets and the weapons bay.
The wing was composed of the rectangular-shaped centroplane and the outer sections called OChK of trapezoidal shape with a positive dihedral of 2º. These sections featured flaps along the entire trailing edge, ailerons and flaps.
The tail planes were of the cantilever type with a sag of 40º at the leading edge and a surface area of 21.8 m². The elevator had an area of 6.33 m². The two vertical surfaces had a total area of 22.75 m² with a sag of 54º. The area of the rudders was 6.75 m².
The PVPUs (Pneumatic Takeoff and Landing Equipment) were made up of floats 14 meters long, 2.5 meters in diameter and a volume of 50 m3 made up of 12 sections. For its extension and retraction, a complex mechanical-hydro-pneumatic-electric system was used with 12 cylindrical injectors (one for each section). The air for filling was supplied by the compressors of the driving engines. A retractable tricycle landing gear was designed to transport the aircraft over land, with the front landing gear fixed to the fuselage and the main landing gear located on the inner surface of the nacelles. Each undercarriage mounted two wheels.
The combined powerplant consisted of two Soloviov D-30M double-contour turbojets with a thrust of 6800 kg for horizontal flight, located next to each other on separate consoles on the rear of the centerplane and 12 Kolosov RD-36 ascending turbojets. 35PR of 4400 kg each located in pairs with a certain forward inclination in the space of the fuselage behind the cockpit. At the top, an upward opening hatch for each pair of engines covered the air intakes. At the bottom were the nozzles with an adjustable angle of incidence. The use of an auxiliary turbocharged engine was assessed during the project.
The fuel system consisted of 14 tanks for a total capacity of 15,500 liters. A refuelling system at sea was devised.
The steering system of the aerodynamic surfaces was conventional, but in the case of vertical operations and the regime of transition to horizontal flight, 12 additional levers operated in pairs were conceived that allowed the control of the compressed air of the lift engines. The autopilot system allowed course control in all flight regimes.
The flight surfaces had a hot air anti-freeze system and the engines had a fire protection system.
The crew cabin had an oxygen and air conditioning system. An automatic stabilization system was designed to be used during vertical take-off and landing operations and horizontal flight in adverse weather conditions. In the search and rescue version, the VVA-14 was also designed with radio marking systems. The antisubmarine version had to use a Burevietnik search system capable of locating enemy submarines and coordinating the data necessary for their destruction. To detect the submarines, it was planned to equip the VVA-14 with 144 RGB-1U hydroacoustic buoys (РГБ-1У) and up to 100 noise generators, in addition to a Bor-1 magnetic anomaly detector. (Бор-1).
The armament for the antisubmarine version would be located in a hold in the fuselage with a capacity for 2000 kg, being able to incorporate two naval torpedoes or eight IGMD-500 aviation mines (ИГМД-500) or 16 PLAB-250 aviation bombs (ПЛАБ-250). The use of a survival system equipped with active and passive interference launchers was also designed.
In 1974 they settled the VVA-14-1M the PVPU developed at the Bureau of Construction Aggregates of Dolgoprudniencsky and produced in Yaroslavsk, with two large inflatable floats deployed at the bottom of the gondolas. The tests began on June 11, 1975 and included the inflation and collection of the PVPU, which showed that the operation was quite complex and the solution still had to be worked on.
Between 1974 and 1975, 106 cycles of expansion and collection of the PVPU were carried out of which 11 were carried out in flight, both from the water and from the ground.
Flight tests confirmed the calculations and showed that at the bottom of the 10.75-meter chord centroplane an effective air cushion was formed at 10 – 12 meters high during landing and at 8 meters the cushion was so dense that test pilot Yu. M. Kuprianov on more than one occasion asked to be allowed to release the controls so that the machine would settle on its own.
The VVA-14 never made the vertical take-off and landing. The engines for this purpose were never ready. The VVA-14-1M was modified with the installation in the bow of two Soloviov D-30M engines destined to blow and create the air cushion under the centerplane, using the aircraft as an ekranoplane. Among the main modifications made, the inflatable floats were replaced by metallic ones. This model received the designation 14M-1P and was successfully tested in 1976 on the Taganrog peninsula in the Sea of Azov.
Today the remains of this project are preserved in the VVS Museum of Mónino.
VVA-14
Powerplant: two Soloviov D-30M double-contour turbojets, 6,800 kg and 12 Kolosov RD-36-35PR, 4,400 kg
Wingspan: 30.00 m
Wing area: 21.77 m²
Length: 25.97 m
Height: 6.79 m
Empty weight: 35356 kg
Maximum takeoff weight: 52,000 kg
Fuel weight: 14000 kg
Normal military load: 2000 kg
Maximum military load: 4000 kg
Maximum speed: 760km / h
Cruising speed: 640 km / h
Patrol speed: 360 km / h
Practical range: 2450 km
Practical ceiling: 8000-10000 m
Armament: 2 x naval torpedoes / 8 x IGMD-500 aviation mines (ИГМД-500) or 16 PLAB-250 bombs (ПЛАБ-250)
Accommodation: 3 crew
Bartini Er-2
Military version by V.G.Ermolaev. First flown June 1940. 128 were built to July’41. All metal midwinger with “inverted seagull” wing, twin-tail. 3-wheel gear with tail wheel.
Versions:
Er-2 2xAM-35, april 1942.
Er-2 2xACh-30B, december 1943, 300 were built. 3 x 1000kg bombs. Max speed 446km/h. Range 5000km.
Engines: 2 x Klimov M-105, 1050hp
Max speed 491 km/h.
Practical ceiling 7000 m.
Range 4000 km.
Empty weight 6500 kg.
Max takeoff weight 11920 kg.
Wing span 23m.
Length 16.34m.
Wing area 72 sq.m.
Armament One 12.7 mm machinegun “UBT” + two 7.62mm ShKAS, up to 1000kg bombs.
Seats 4.
