Full scale copy. Features aluminum tube & rivet construction, CAD designed and detailed, rigid triplane bracing, quick build, (400 hrs), engine options, light, responsive controls.
Engine: 2180 VW Torquemaster, 102 hp
Hp range: 85-110
Stall: 32 mph
Cruise: 72 mph
Max speed: 94 mph
ROC: 1100 fpm
Range: 240 sm
Fuel cap: 14 USG
Empty wt: 625 lb
Gross wt: 975 lb
Length: 18.1 ft
Wingspan: 24 ft
Wing area: 210 sq.ft
Cockpit width: 32 in
Seats: 1
Landing gear: tailwheel
75% scale. Features aluminum tube & rivet construction, CAD designed and detailed rigid triplane bracing, quick build, (400 hrs), engine options (VW Torquemaster), light, responsive controls.
The kit price in 1998 was US$7495.
Engine: Rotax 582, 65 hp
Hp range: 60-85
Speed max: 78 mph
Cruise: 56 kt / 64 mph / 103 kmh
Range: 280 sm
Stall: 30 kt / 34 mph / 55 kmh
VNE: 68 kt / 78 mph / 126 kmh
ROC: 850 fpm
Take-off dist: 175 ft
Landing dist: 300 ft
Service ceiling: 10,000 ft
Fuel cap: 16 USG
Empty Weight: 155 kg / 341 lbs
MTOW Weight: 264 kg / 583 lbs
Useful load: 242 lb
Height: 7.33 ft
Length: 15.42 ft
Wing span: 17.75 ft
Wing area: 170 sq.ft
Seats: 1
Landing gear: tail wheel
A concept carried forward from Bell’s 1902 kite designs, the 1907 kite-glider Cygnet I, was towed by a motorboat to an altitude of 168′ (p: T Selfridge), but was destroyed in landing on the water.
As Cygnet II, it was modified with tricycle gear, 26’4″ span, and an 8-cylinder Curtiss motor, with no success.
The 1909 Aerodrome #5 / Cygnet was designed by Alexander G Bell, it was a “flying wall” on skids with a huge frontal surface composed of 360 tetrahedral cells arranged in a rectangular wing form, and with the pilot perched well out in front on skids. Tested at Baddeck, Nova Scotia, on 22 and 24 February 1909, it failed to fly.
It did finally fly, as Cygnet III, with 70hp Gnôme rotary to help overcome its frontal mass, from ice-covered Lake Bras d’Or, Nova Scotia, on 1 March 1912, attaining 43mph (p: J McCurdy).
Span: 40’0″ (?>52’6″)
Length: 13’1″
The AEG PE (Panzer-Einsitzer) was a single seat armoured ground-attack triplane aircraft. The PE featured an armoured fuselage of light alloy construction; fabric covered flying surfaces with dural tubular wing spars.
First flying in March 1918 the PE was easy to fly but suffered from poor stability and considered inadequate for fighter versus fighter combat.
Engine: 1 x 195hp Benz Bz IIIb
Wingspan: 11.20 m / 37 ft 9 in
Length: 6.60 m / 22 ft 8 in
Height: 2.48 m / 8 ft 2 in
Wing area: 31.60 sq.m / 340.14 sq ft
Max take-off weight: 1412 kg / 3113 lb
Empty weight: 1182 kg / 2606 lb
Max. speed: 166 km/h / 103 mph
Cruise speed: 121 km/h / 75 mph
Range: 480 km / 298 miles
Armament: 2 x 7.92mm mg
Crew: 1
After the capture of a Sopwith Triplane the Germans began a programme of triplane design and development. The AEG version of the concept reached the prototype stage in October 1917 as the Dr.1, essentially a variant of the D.I. This mated a triplane wing to the D.Is fuselage, tail surfaces, engine and armament.
Flight testing revealed poor performance and handling characteristics and further development was abandoned.
Engine: 1 x 160hp Mercedes D.IIIa
Wingspan: 9.40 m / 31 ft 10 in
Length: 20 ft 0.5 in / 6.1m
Max take-off weight: 970 kg / 2138 lb
Empty weight: 710 kg / 1565 lb
Max. speed: 170 km/h / 106 mph
Cruise speed: 148 km/h / 92 mph
Armament: 2 x 7.92mm mg
The C.VIII Dr was an experimental triplane version of the C.VIII.
A modern LSA triplane built using technology and engines from the ultralight industry, the Acrolite 1T is a strut braced, single place light sport triplane. Construction is of welded steel tube fuselage, riveted aluminum tube tail group, full sheeted box spar wing. The high aspect ratio of the wings allows an excellent rate of climb and a good glide ratio if the wing interference drag can be reduced, and give high roll rate from the short span wings.
By utilizing a modern airfoil, narrow wing chord, lots of wing stagger and properly shaped wingtips the interference drag and the tip loss is reduced. The “quick build” wings use common wood working tools and full size patterns for all the fittings, controls, ribs, panels and bulkheads are supplied.
The Triplane construction is identical to the 1B biplane except that on the prototype we used a fiberglas skin for the wings instead of plywood. This gave a much smoother surface to the wing than the plywood. The wings for the triplane are made with a wooden frame and covered with fiberglass or plywood. The remainder of the construction methods are the same as the biplanes.
The aircraft accelerates and lifts off the ground very quickly and climbout is exceptional.
With the ailerons on only the center wing the roll rate is still adequate. Compared to the biplanes aileron response is just a bit slow initially but once it starts moving it is quite good. It does not roll as fast as the biplanes but the turning radius is a lot smaller. The stall is more pronounced in the triplane and unlike the biplane that will fly itself out of a stall even with full back stick, the triplane requires proper stall recovery technique. In a 1000 ft climb out contest with the 80 hp biplane the triplane lagged only slightly behind. A full throttle, level flight, speed run showed 115 mph indicated at 6800 rpm. Visibility is very good, especially on approach and it feels easier to land than the biplanes because it does not seem to float as much at touchdown. Rudder authority is very good and it will make a flat turn. Flight testing was completed and the construction drawings and builders manual were completed and made available.
Engine: Rotax 582, 65 hp
Reduction: 2.58 to 1
Propeller: 64 x 48
Airfoil: GA30U-211
Wingspan: 18 ft. x 3
Wing area: 111 sq.ft
Aspect ratio: 20.8 to 1
Length: 15.5 ft
Height: 6 ft
Fuel capacity: 8 gal U.S.
Wheel & tire size: 500 x 5
Empty weight: 450 lb
Gross weight: 720 lb
Span loading: 13.3.0 lb/ft
Wing loading: 6.5 lb./sq.ft
Power loading: 10.8 lb/bhp
Power off stall speed: 44 mph
Power on stall speed: 40 mph
Landing speed: 55 mph
Maneuvering speed: 76 mph
Maximum level speed: 110 mph
Never exceed speed: 130 mph
Cruise speed: 93 mph
Best glide speed: 65 mph
Best rate of climb: 1085 fpm
Best climb rate speed: 75 mph
Range: 250 sm
Take off distance: 500 ft
Landing distance: 500 ft
Cockpit width: 24 in
Engine: Rotax 503, 50 hp
Reduction: 2.58 to 1
Propeller: 62 x 43
Airfoil: GA30U-211
Wingspan: 18 ft. x 3
Wing area: 111 sq.ft
Aspect ratio: 20.8 to 1
Length: 15.5 ft
Height: 6 ft
Fuel capacity: 8 gal U.S.
Wheel & tire size: 500 x 5
Empty weight: 450 lb
Gross weight: 720 lb
Span loading: 13.3.0 lb/ft
Wing loading: 6.5 lb./sq.ft
Power loading: 14 lb/bhp
Power off stall speed: 44 mph
Power on stall speed: 40 mph
Landing speed: 55 mph
Maneuvering speed: 76 mph
Maximum level speed: 100 mph
Never exceed speed: 130 mph
Cruise speed: 85 mph
Best glide speed: 65 mph
Best rate of climb: 744 fpm
Best climb rate speed: 70 mph
Range: 250 sm
Take off distance: 550 ft
Landing distance: 500 ft
Engine: Rotax 582, 65 hp
Reduction: 2.58 to 1
Propeller: 64 x 48
Airfoil: GA30U-211
Wingspan: 18 ft. x 3
Wing area: 111 sq.ft
Aspect ratio: 20.8 to 1
Length: 15.5 ft
Height: 6 ft
Fuel capacity: 8 gal U.S.
Wheel & tire size: 500 x 5
Empty weight: 450 lb
Gross weight: 720 lb
Span loading: 13.3.0 lb/ft
Wing loading: 6.5 lb./sq.ft
Power loading: 10.8 lb/bhp
Power off stall speed: 44 mph
Power on stall speed: 40 mph
Landing speed: 55 mph
Maneuvering speed: 76 mph
Maximum level speed: 110 mph
Never exceed speed: 130 mph
Cruise speed: 93 mph
Best glide speed: 65 mph
Best rate of climb: 1085 fpm
Best climb rate speed: 75 mph
Range: 250 sm
Take off distance: 500 ft
Landing distance: 500 ft
1995: R.R.#1, London, ONT N6A 4B5, Canada.
1997: 3645 Bostwick Rd. N. London, ON. N6P 1G9, Canada.
All Aero 