The 1911 tractor biplane designed and built by Henri Coanda carried 1 pilot and 3 passengers.
Span: 53’6″
Length: 41′
Gross weight: 2480 lb
Speed: 75-80 mph
Coandă 1911 tractor biplane
Aircraft
Coandă 1910 Thermojet
With the support of the engineer Gustave Eiffel and the scholar Paul Painlevé, who helped him to obtain the necessary authorizations, Henri Marie Coandă made preliminary aerodynamic experiments and built, in the body shop of Joachim Caproni, the first jet-powered aircraft, actually a jet plane. This invention by Romanian inventor Henri Coanda amazingly appeared in 1910 as the world’s first jet-propelled aircraft. The “Coanda 1910”, as it came to be known, was showcased at the Paris Second International Aeronautical Exhibition and was a technological marvel for its time. Before its time, the Coanda design fell into relative obscurity.
The Coanda 1910 was of a traditional aircraft design of a sesquiplane layout, with front-mounted engine. The “jet” engine was mounted at the extreme front of the thin fuselage, made up mostly of wood covered over with fabric (along with struts and wiring) and possibly some metal added to the wings. The pilot was to sit behind the engine in an open-air cockpit with very little protection. The undercarriage was fixed just under the lower wing and featured two wheels and complimented with a landing skid. The tail section ended in a cruciform-type arrangement.
In terms of its “jet” powerplant, the Coanda 1910 featured a combination of piston engine and jet engine power – relying on internal combustion. The traditional combustion engine provided power to a compressor to generate compressed air. The compressed air was then mixed with fuel, ignited and forcibly extracted from special chambers mounted on either side of the fuselage. The resulting force of the expelled reaction was to provide forward momentum for the aircraft.
The Coanda 1910 achieved a single short flight in an accidental way. While ground testing the engine with Henri Coanda at the controls, the powerplant forced the plane airborne for a short time. As Henri himself was not a pilot by trade, he quickly lost control of the aircraft and crashed to the ground throwing him clear of the burning wreckage (though not without slight injuries). Despite the loss of the machine, Henri noted an effect occurring with the expelled gases and how they seemed to conform to the sides of his aircraft. This observation alone would lead Henri to research that would span decades more in what would eventually culminate in the “Coanda Effect”.
It is said that Gustave Eiffel told him: “Young man, you were born 30 years too early!” In the end, Henri Coanda’s 1910 invention was never furthered into practical use.
Engine: 1 x 4 cylinder in-line water-cooled, 50hp, driving a compressor for 450 lb of thrust.
Length: 41.01ft (12.5m)
Width: 33.79ft (10.30m)
Accommodation: 1
Maximum Take-Off Weight: 926lbs (420kg)
Coanda, Henri
Henri Coandă, born June 7, 1886 in Bucharest, son of Gen. Coanda the Rumanian War Minister, had trained as an engineer in France and was an artist of merit as well. He had studied under Eiffel, whose wind-tunnel at Auteuil was the first to be built in Europe.
At the Paris Salon of 1910, Coanda exhibited a novel biplane whose engine drove, not an airscrew, but a small-diameter ducted fan. It is uncertain whether this biplane ever flew, as has been claimed, but Coanda deserves due credit for originating this form of propulsion unit. Another of Coanda’s projects was a tandem-wing monoplane with a submerged engine driving an airscrew mounted half-way along a streamlined circular-section fuselage.
Coandă joined Bristol in January 1912 and his first design for Bristol was a two-seat monoplane trainer, a development of the Bristol Prier Monoplane, controlled by wing warping.
Coandă died on November 25, 1972 in Bucharest.
IAR IS-32 / ICA Brasov IS-32
First shown publicly at the Paris Air Show in June 1977, and making its first flight that same month, the IS-32 Open Class tandem two-seater is developed by Iosif Silimon from the IS-28B2, having the same all metal fuselage as the latter married to an entirely new wing of 20m (65 ft 7.5 in) span with an improved aerofoil section, and a redesigned tail unit.
The new wing design employed double taper and externally hinged camber-changing flaps. The interconnected flaps and ailerons are also known as ‘flaperons’, the flaps working in conjunction with the ailerons in negative position for high speed cruising, and in the positive position for soaring in thermals, being disconnected for landing. A flap-aileron interconnect system is one of the features of the Lark I.S.32.A2. This is a 20-meter model.
Like the IS-28B2, Schempp-Hirth metal air brakes are fitted above and below each wing and there are water ballast tanks. A new landing gear is fitted, the main monowheel now being fully retractable instead of semi-retractable as on the IS-28B2. The one-piece tailplane has a new thinner section aerofoil. The IS-32 is of the same all-metal construction as the IS-28B2, and deliveries were due to commence late in 1978.
Despite reasonable performance, the IS-32 was not competitive with its large span composite two-place contemporaries. No. of aircraft built to 6/30/81 15. 1982 Standard price US$32,950.
Wing span: 20m / 65 ft 7.5 in
Wing area: 14.68 sq.m / 158 sq.ft
Length: 8.36 m / 27 ft 5.25 in
Height: 6 ft 0.75 in
Empty Weight: 400kg / 882 lb
Payload: 190kg / 419 lb
Gross Weight: 590kg / 1301 lb
Water ballast: 416 lb.
Wing Load: 40.2 kg/sq.m / 8.23lb/sq.ft
Max speed: 144 mph / 125 kts / 232 km/h
Stalling speed: 40 kts / 74 km/h
L/D Max: 44 at 110 kph / 59 kt / 68 mph
Best glide ratio: 46:1 at 61 mph / 46 kt
MinSink: 0.62 m/s / 2.03 fps / 1.20 kt at 46 kt
Min sinking speed: 1.74 ft/sec at 53 mph
No. of Seats: 2
Aspect ratio: 27.25
Airfoil: Wortmann FX 67-K-170/1 50
Structure: all metal
No. Built: 15
IAR Lark IS-29 / IS-31 / ICA Brasov IS-29 / IS-31
The IS-29, designed by a team under Dipl Ing losif Silimon, is an attempt to create a multi-role high performance single-seater suited to a variety of requirements and soaring conditions, and is offered in Standard Class (IS-29B and IS-29D) versions with 15m span wings, in Open Class form as the IS-29E with increased span wings and the IS-29G for club use with 16.5m span wings.
All versions have an identical fuselage and tail unit, differing mainly in the wing fitted, and are basically similar to the IS-28B2 with the same all-metal construction and a similar T-tail. The IS-29B Standard Class version with 15m span all-wooden wings was the first to fly, in April 1970, and was certificated in September that year; the prototype has a three-piece wing with constant chord centre section and tapered outer panels, and ‘salmon’ fairings on the wing tips.
The IS-29B was succeeded by the Standard Class IS-29D which had all-metal wings of the same span and first flew in November 1970. About 30 had been built by 1974 and from 1976 the production version was the IS-29D2, which features an improved cockpit and controls, Hutter air brakes, a separate tailplane and elevator instead of the earlier all-moving tailplane, and an improved rigging system.
More than 60 of this variant had been sold in Australia and the USA and the IS-29D4, which appeared in 1977, had provision for water ballast.
The Open Class IS-29E first flew in August 1971 with wings increased in span to 17.60m (57ft 9in), and fitted with flaps and Schempp-Hirth- air brakes as well as integral water ballast tanks.
The production version of the E is the IS-29E3, also known as the IS-31,with 20m (65ft 7.5in) span wings, and a 19m span (62ft 4in) version, the IS-29E2, was under development in 1977, while the IS-29E4 is a 24m span version. The club version is the IS-29G, also known as the IS-29D3, which has all metal 16.5m span (54ft 1.5 in) wings; this first flew in 1972, and the E2 and E3 variants have slightly different Wortmann wing sections to those of the IS-29D2.
All versions except the IS-29B have all metal shoulder wings with a main spar, false rear spar and riveted dural skin. The full-span flaps and ailerons are coupled to operate in unison but the flaps can be disconnected for separate operation during landing. The D2’s Hutter air brakes are in the upper surface of the wings only, those of the other models being in the upper and lower surfaces. The all-metal semi-monocoque fuselage is the same for all versions except for local variations at the wing attachment points, and there is a detachable glassfibre nosecap. The retractable monowheel has a brake and there is a fixed tailwheel. The cockpit canopy hinges side-ways to starboard and can be jettisoned in flight. The IS-29D3 Club version has a fixed undercarriage and unpainted (all-chrome) finish. The IS-29D4 15m Class version has a maximum flap setting of 80° and air brakes, and will later be offered with 26.4 Imp gallons of water ballast.
The IS-29E2 19m span version has interconnected flaps and ailerons, and will be offered with 22 Imp gallons of water ballast. The IS-29E4 has a wing of 24m span made in four sections, with interconnected flaps and ailerons, and carries water ballast.
The IS-29DM and IS-29EM are motorised versions of the IS-29D2 and IS-29E3 respectively. The IS-29DM and IS-29EM each have a 39hp Rectimo 4AR-1200 engine driving a Hoffman HOV42 propeller; the fuel capacity is 6 Imp gallons. A retractable tubular-sprung Tost monowheel is fitted to these versions, plus a Tost tailwheel. Production IS-29DMs and IS-29EMs were due to become available from mid-1980.
The IS-33 racing version has interconnected flaps and ailerons on its 15m span wings, and was to be offered with 33 Imp gallons of water ballast.
The IS-31(E3) is a version of the IS-29 with 20m span wings and interconnected flaps and ailerons; it was to be offered with 33 Imp gallons of water ballast. The prototype has flown but had not been certificated by mid-1979.
To 6/30/81, 300 had been built. 1982 Standard price US$17,500.
IS-29D2
Span: 15.0 m / 49 ft 2.5 in
Length: 7.38 m / 24 ft 2.5 in
Height: 1.68 m / 5 ft 6.25 in
Wing area: 10.4 sq.m / 111.9 sq ft
Wing section: Wortmann FX-61-165/124
Empty weight: 235 kg / 518 lb
Max weight: 360 kg / 794 lb
Water ballast: None
Min sinking speed: 0.43 m/sec / 1.41 ft/sec / 114 fpm at 42 kts / 50 mph / 80 km/h
Max speed: 120 kts.
Wing aspect ratio: 21.5.
Stalling speed: 37 kts.
Glide ratio (L/D): 37:1 at 50 kts / 93 km/h
Best glide ratio: 48:1 at 58 mph
Stalling speed: 37 kts / 67 km/h
Rough-air airspeed: 120 kts.
Max speed: 155 mph / 135 kt / 250 km/h (in smooth air)
Max wing loading: 34.62 kg/sq.m / 7.09 lb/sq ft
Seats: 1.
IAR IS-28 Lark / IS-28M2 Motor Lark / IAR-28 / IAR 34 / ICA-Brasov IS-28M
The IS-28 two-seater high performance training sailplane first flew in August 1970.
The 17-meter IS 28B, which first flew in 1976, was manufactured by Intreprinderea de Constructii Aeronautice (Aircraft Construction Company) (ICA), the Romanian state aircraft company at its plant in the city of Brasov. ICA subsequently changed its name to Intreprinderea Aeronautici Romanesc (Romanian Aircraft Company) (IAR). The IS-28B was developed from the 15 m. IS-28 which appeared in 1970. The all metal structure IS-28B has performance flaps, with upper and lower surface (or optionally, upper surface only) Hutter type airbrakes for approach control, a partially retractable gear and fabric cover on all conrol surfaces. The 28B2 model incorporates detailed improvements. The IS-30 is metal skinned througout and in standard configuration has a fixed gear and no flaps, although these were available as factory options. Top surface only airbrakes are standard on the 30. The tail surface on the 28 fold, but the smaller, more aerodynamically refined, tail of the 30 does not.
Design work on the IS-28B began in the autumn of 1971 and the prototype made its first flight on 26 April 1973. The first production version was the IS-28B1 which did not have wing flaps, but this was succeeded by the IS-28B2 which has trailing edge split flaps and Schempp-Hirth air brakes instead of the DFS-type ones of the B1.
Developed from the IS-28, the IS-28B2 has a number of important differences from the earlier design which include 17m span all-metal mid wings of Wortmann section instead of the IS-28’s 15m span shoulder wings of NACA section, a longer and more slender fuselage and reduced wing and tailplane dihedral.
About 100 IS-28B2s had been sold, and a high proportion of this total have gone to customers in Australia and the USA. Both versions are of all-metal construction, as was the earlier IS-28, and the forward-swept wings have L-section main spar booms and dural spar webs, a dural auxiliary spar and dural ribs. The Schempp-Hirth air brakes above and below the wings are metal, whereas the ailerons and flaps are fabric covered except for their leading edges. The wings are attached to the fuselage by two adjustable tapered bolts at the leading edge and two fixed tapered bolts at the trailing edge. The forward and centre fuselage is an all-metal semi-monocoque structure, while the rear fuselage is a duralumin monocoque. The two pilots are seated in tandem under a one-piece Plexiglas canopy which opens sideways to starboard and can be jettisoned in flight. A nose towing hook with Tost cable release is standard, but a towing hook mounted on the eg is an optional choice for the customer. The folding cantilever all-metal T-tail is similar to the IS-28’s but has a single-spar fin; the elevator trailing edges and rudder are fabric covered and there is a trim tab in each elevator. The landing gear consists of a semi-retractable monowheel with a disc brake and oleopneumatic shock absorber, and there is a sprung tailskid.
Designed by Iosif Silimon, two motor glider versions of the IS-28B2 were developed, the IS-28M1 tandem two-seater with a monowheel undercarriage, and the IS-28M2 (redesignated IAR-34) seating two side-by-side and with a conventional retractable undercarriage; both of these differed from the B2 chiefly in having the wings moved to the low-set position, and the forward fuselage, cockpit canopies and main landing gear redesigned. The M2 has two main wheels retracting backwards into the wing roots to lie semi-exposed in the centre-section, and incorporating shock absorbers and brakes; there is also a steerable tailwheel. The rear fuselage, tail unit and main wing structure were virtually unchanged from those of the IS-28B2; in both versions the wings can be folded from a point just inboard of the ailerons. Wing span is 17m (55ft 9.25n) instead of the 18m (59ft 0.75in) of the IS-28M1, which has a slightly greater length and less height. Approach control is by upper and lower surface Hutter type airbrakes.
The IS-28M2 was the first to take to the air, the prototype, registered YR-1013, making its first flight on 26 June 1976 and making its public debut at that year’s Farnborough air show; the first 10 M2s were allocated to the UK, where they are distributed by Morisonics Ltd, and this version has also been exported to Canada and the USA.
Deliveries of the M1 were due to begin in 1979, and both versions are powered by a 68hp Limbach SL 1700E1 ‘flat four’ engine, driving a Hoffman HOV-62R two-blade variable-pitch and fully-feathering propeller; there is a single fuel tank aft of the cockpit holding 7.9 Imp gallons.
Top-surface airbrakes and camber-changing flaps (+15 to -11) are provided, as are full dual controls. The 28M2A model has strengthened wings. The IS 28M2 has been developed into the Rotax powered 11.58 m. /38.0 ft. span IAR-46 light aircraft, which has a 17 m. extended wing sailplane variant.
Both versions, like the IS-28B2, are of mainly metal construction, the single-spar wings having 2° dihedral and 2° 30′ forward sweep at the quarter-chord line. The wing, ribs and skin are of aluminium, the metal ailerons are fabric-covered and the trailing edge split flaps, which can be set to a negative position, are now an optional feature, instead of standard as on the B2; there are all-metal two section Mutter air brakes in the upper surfaces. Wing folding is also optional, the outer panels folding inwards. The fuselage is built in three parts; a metal front portion, built up on two longerons and cross-frames and with glassfibre fairings and engine cowling panels; a centre portion which is an aluminium alloy monocoque; and a rear portion made up of aluminium alloy frames and skin. Like the B2, the cantilever T-tail is of aluminium alloy with slight dihedral on the tailplane; the rudder and the elevator trailing edges are fabric-covered, and there is a trim tab in each elevator. Both versions have full dual controls and a rearward-sliding main portion of the canopy.
An Open Class development of the IS-28B2 known as the IS-30 was undergoing flight tests in the spring of 1978; this has 18m (59ft 0.75 in) span wings without provision for water ballast, and the redesigned tail unit of the IS-32.
IS-28
Glide ratio: 25
Minimum sink speed: 0.85 m/sec (2.79 ft/sec)
Motor Lark IS-28M2
Engine: 51 kW/ 68 bhp Limbach SL 1700 E1
Prop: Hoffman
Wing span: 17 m / 55 ft 9.25 in
Wing area: 18.24 sq.m / 196.3 sq.ft
Aspect ratio: 15.8
Airfoil: Wortmann FX-61-163/60-126
Length: 7.5 m / 24 ft 7.25 in
Height: 2.15m / 7 ft 0.75 in
Empty Weight: 600 kg / 1320 lb
Payload: 189 kg / 420 lb
Gross Weight: 789 kg / 1740 lb
Wing Load: 43.26 kg/sq.m / 8.86 lb/sq.ft
L/DMax: 27 at 100 kph / 54 kt / 62 mph
MinSink: 1.20 m/s / 3.94 fps / 2.33 kt at 50 mph / 43 kt / 80 km/h
Max level speed: 124 mph / 108 kt / 200 km/h
Economical cruising speed: 102.5 mph
Stalling speed: 35 kt / 65 km/h
Take-off run: 160 m / 525 ft
Max rate of climb at S/L: 186 m/min / 610 ft/min
Range with max fuel: 280 miles / 450 km / 243 nm
No. of Seats: 2
No. Built: 50
Twin Lark IS-28B2
Span: 17m / 55 ft 9.25 in
Length: 8.17 m / 27 ft 5.25 in
Height: 1.8 m / 5 ft 10.25 in
Wing area: 18.24 sq.m / 196.3 sq.ft
Aspect ratio: 15.8
Airfoil: Wortmann FX-61-163,root; 60-126, tip
Empty Weight: 400 kg / 882 lb
Payload: 190 kg / 418 lb
Gross Weight: 590 kg / 1300 lb
Water ballast: None
Wing Load: 32.35 kg/sq.m / 6.62 lb/sq.ft
Max speed: 144 kt / 266 km/h / 140 mph (in smooth air)
Max rough air speed: 89 kt / 136 km/h
Stalling speed: 39 kt / 72 km/h
Min sinking speed: 0.69 m/sec / 2.26 ft/sec at 45 mph / 39 kt / 72 km/h
L/DMax: 34 at 93 kph / 51 kt / 58 mph
Best glide ratio: 34:1 at 62 mph / 54 kt / 100 km/h
No. of Seats: 2
No. Built: 400
IAR IAR-831
The IAR-831 combines the piston engine of the IAR-823 with the airframe of the tandem-seat IAR-825TP Triumf.
IAR-831
Engine: 1 x Lycoming IO-540, 216 kW.
Span: 10 m.
Length: 8.9 m.
Wing area: 15 sq.m.
Empty wt: 950 kg.
MTOW: 1500 kg.
Max speed: 320 kph.
Initial ROC: 420 m / min.
Ceiling: 5600 m.
T/O run (to 15m): 300 m.
Ldg run (from 15m): 250 m.
Fuel internal: 360 lt.
Range: 1300 km.
Seats: 2
IAR IAR-828
Derived from the IAR-827, the IAR-828 agricultural aircraft of 1981. The first Rumanian turboprop aircraft.
Engine: PT-6 or M601
IAR IAR-827
The IAR-827 made its first appearance in the West at the 1981 Paris Air Show, having been in production for more than a year after first flying in mid-1976, primarily for domestic heavy-duty agricultural needs. The IAR-827 is an enlarged and developed version of the IAR-826 with more powerful engines and increased payload.
Production was transferred to Brasov from Bucharest.
Testing indicated that the IAR-827 with a 400 hp Lycoming IO-720-DA1B was under-powered, and the IAR-827A evolved with a PZL-3S of 600 hp, seating two, side-by-side.
Construction of the forward fuselage is of welded chrome molybdenum steel tube, covered with light alloy panels, and the rear fuselage is a light alloy monocoque; the wing has two electrically-operated all-metal single-slotted flaps, and plain slotted ailerons. Automatic trim tabs are fitted in both ailerons and the port elevator, and a manually controlled tab is fitted in the starboard elevator.
The hopper can carry up to 2200 lb / 1000 kg, but normal operating loads are 1764 lb / 800 kg dry or 264 Imp.Gal / 1200 ltf liquids.
Engine: PZL-35
Engine: Lycoming IO-720, 400 hp
Wingspan: 47 ft 6.75 in / 14.50 m
Length: 33 ft 9.5 in / 10.30 m
Empty weight: 2800 lb / 1270 kg
Chemical payload-2hr mission: 1807 lb / 820 kg
Max payload: 1984+ lb / 900+ kg
MTOW: 5202 lb / 2360 kg
Cruise speed: 87 kt / 112 mph / 180 kph
ROC: 689 fpm / 210 m/min
Operating ceiling: 8200 ft / 2500 m
Service ceiling: 9850 ft / 3000 m
Max range at 3306 lb / 1500 AUW: 323 nm / 372 mi / 600 km
Seats: 1
IAR-827A
Engine: PZL-3S, 600 hp
Cruise 75%: 412 hp
Econ cruise: 60%: 330 hp
Prop: 4 blade VP CS 8 ft 7 in / 2.62 m
Max speed: 143 mph / 230 kph
Working speed: 92-112 mph / 150-180 kph
Stall: 71 mph / 115 kph
ROC: 590 fpm / 3 m/sec
Service ceiling: 13,120 ft / 4000 m
Take off run: 656 ft / 200 m
Landing run: 492 ft / 150 m
Working range: 217 mi / 350 km
Empty weight: 3638 lb / 1650 kg
Norm payload: 1764 lb / 800 kg
MTOW: 6173 lb / 2800 kg
Wingspan: 45 ft 11 in / 14.00 m
Length: 28 ft 2.5 in / 8.60 m
Height: 12 ft 3.5 in / 3.75 m
Wing area: 322.9 sq.ft / 30.0 sq.m
Aspect ratio: 6.6
Dihedral: 6 deg constant
Seats: 2
IAR IAR-825
IAR-825TP Triumf – Retaining the wing and landing gear of the IAR-823, the turboprop powered Triumf has a new fuselage with two seats in tandem, and a new swept fin. Two underwing hardpoints are provided. The IAR¬825TP first flew on June 12, 1982, and series production for the Romanian Air Force, using uprated 559kW Pratt & Whitney Canada PT¬6A-25C engines, was due to begin in 1986.
IAR-825TP Triumf
Engine: 1 x P&WAC PT6A, 560 kW.
Span: 10.3 m.
Length: 8.9 m.
Wing area: 15 sq.m
Empty wt: 1200 kg.
MTOW: 2300 kg.
Max speed: 470 kph.
Initial ROC: 960 m / min.
Ceiling: 9000 m.
T/O run (to 15m): 250 m.
Ldg run (from 15m): 300 m.
Fuel internal: 360 lt.
Range/Endurance: 1400 km / 3 hr.
