The first aeroplane of bicycle mechanic and dealer Gottlieb Rost and his brother, a conventional tractor monoplane, was tested in February 1910 at Scheinberg in Harburg near Hamburg, Germany. It was followed by refined versions later during the year, but although it was flown several times it was considered underpowered.
Designd by Paolo Rossi, the Rossi Ghost is mated to either Hazzard or La Mouette Ghost wings. Engine options include the Rotax 582 and a four stroke HKS. Single and two seat versions were available.
Empty weight: 128 kg
Wing span: 9.56 m
Wing area: 12.9 sq.m
Fuel capacity: 46 lt
Engine: Rotax 503, 52 hp
MAUW: 350 kg
Seats: 2
Max speed: 135 kph
Cruise speed: 110 kph
Minimum speed: 53 kph
Climb rate: 5 m/s
Fuel consumption: 10 lt/hr
Price (1998): 6 800 000 L
High-wing pusher monoplane powered by an opposed 4-cylinder Oerlikon engine rated to 45 hp. Henri Kunkler, born in St.Gallen 1886, was one of the young aviators in Switzerland. He flew since 1911 (Blériot) and in 1912 he completed his own monoplane that he built with his mechanic Rossier. Rossier obviously played an important role in the design but was neither financier, owner or pilot. The first noteworthy adventure with that machine was the cross-coutry flight from St-Gallen to Dübendorf on 4. September 1912 (ca. 60km in 12:30h with two emergency landings). Kunkler flew this craft until he gave the controls to Ernst Rech in May 1913, who would take part at the Meeting in Olten. He decided to move the plane by a cross-country flight but lost control in strong winds and crashed to his death.
Frédéric Rossel, while already working for Peugeot a few years, and with car sales figures depressed at this time, turned his interests to aviation and convinced the Peugeot Brothers to form the “Société Anonyme des constructions aériennes Rossel-Peugeot”. Built by the Reggy frères, who also furnished the propeller, the monoplane was powered by a 50 hp Gnôme rotary engine. The first flight was piloted by Jules Goux – in 1913 the first Frenchman to win the Indianapolis 500 motorcar race – but just 5 minutes into the air the machine lay wrecked on the ground, with Goux unhurt.
The RS-2L two-seater, powered by a Lycoming engine, was built in 1942.
A light monoplane in 1940; war stopped production plans.
As flying began to recover from the depression, the little Rose Parakeet appeared in 1934. This was built by the Rose Aeroplane & Motor Co. of Chicago, Illinois. Powered with the new (and relatively expensive) 37-hp Continenal A.40 flat-four engine, it drew heavily on the layout of the old Lincoln Sport but incorporated welded steel-tube fuselage and tail construction and greatly modified wing rigging. The airfoil was a Rose design, nearly symmetrical. In spite of winning an ATC, only eight were built before the venture folded.
After acquiring in 1948 the manufacturing and marketing rights to the prewar Rose Parakeet single-seat sports biplane from Rose Aeroplane & Motor Company, Hannaford Aircraft Co offered production versions of the airplane with 40- 85hp engines. The design reappeared in the post-World War II homebuilt boom as the “Hannaford Bee,” the plans for which were available to the homebuilders. With 65-to 90-hp engines, the Bees, and some refurbished Parakeets became very suitable sport planes.
The design was revived in 1969 by Doug Rinehart, who used a 100-hp Continental 0-200 engine and intended to make the new Parakeet an ATC’d model for the general aviation market. The market did not accept it.
Replica:
Westphal Rose Parakeet
Parakeet
Engine: Continental, 80-90 hp
Wingspan: 20 ft
Wing area: 116 sq.ft
Length: 17 ft
Empty weight: 550 lb
Gross weight: 860 lb
Wing load gross: 7.2 lb/sq.ft
Wing load 777lb aerobatic: 6.6 lb/sq.ft
Pwr load Gross: 9.5 lb/hp
Pwr load aerobatic: 8.5 lb/sq.ft
Top speed: 135 mph
Cruise: 120 mph
Parakeet
Engine: Lycoming, 125 hp
Wingspan: 20 ft
Length: 17 ft
Cruise: 135 mph
The RP-5 Peregrine N13NG c/n 101 was a 1998 biplane with a 150hp Lycoming O-320 engine.
It won the biplane class in 2003.
On 11 September 2007, the Rose Peregrine RP-5 biplane appeared to experience difficulties almost immediately after takeoff, at about 1745 local time. Witnesses say smoke billowed from plane at less than 100 feet after takeoff from Reno Stead Airport, practicing for the start of the 2007 Reno National Championship Air Races. The pilot, from Lemon Grove, Calif., was dead on impact. The Rose Peregrine was based at Montgomery Field in San Diego, and owned by David Rose. Rose was reportedly not the accident pilot.
Another example has been registered as a Peregrine 4 N111AY.
In 1999 David Rose bought Mach-Buster, a partially completed airplane whose design was based on high-speed aerodynamic research that had been performed at NASA Ames Research Center at Moffet Field, California.
After considerable time and effort to finish Mach-Buster, David, with Skip Holm and John Penney determined the design was not suitable for flight testing and abandoned the project. His mission is to step into an unlimited of his own design and compete.
The team then started from scratch and started developing a new design using computer modelling, analysis, and simulation methods. After mathematical modelling demonstrated their new technology would work, the team started cutting metal and welding.
Crew chief Jerry Baer and machinist Eric Hereth started by jigging up a fuselage that uses 1-3/8” diameter Chrome-Moly tube, TIG welded together. The highly triangulated fuselage weighs 180 pounds bare. They fabricated a simple landing gear system that uses an Oildyne hydraulic power unit. The nose and main gear fold forward as they stow. This makes emergency gear extensions foolproof as the air stream pulls them down and locked in the event of a hydraulic system failure. Retraction is a little less than two seconds.
The new design has an aluminum skin. The team fabricated aluminum bulkheads that bolt to the fuselage and create the curves that define the fuselage shape. 6061-T6 panels were cut and shaped to fit in sections. After trial-fitting with Cleco fasteners, the panels were riveted permanently in place, or screwed down in case access to the interior was needed.
The all-carbon fiber wings (David has two sets). He has a wing that was designed for high-speed flight. Additionally, he has a flapped aluminium wing that is specially built to provide optimum performance while banking around the course at Reno. Both wings are bolt-on, and their incidence to the fuselage can be optimized.
The tail feathers were designed to balance the needs of slow flight while reducing drag at speed. The horizontal stabilizer was mounted low on the tail cone to avoid the effects of wing turbulence when the aircraft is at high angles of attack, such as during the landing phase.
David initially brought home an F-16 canopy, but after a trial fit realized that it would be way too large for this fuselage. Fellow Reno racer Darryl Greenamyer paid a visit to the Renegade hanger one day and offered David one of his canopies that had been designed for his Unlimited racer, Shockwave. The new canopy still needed to be cut down, but fit perfectly after the trim job.
Renegade is not an aerobatic airplane, but high load banking and the occasional roll are necessary, so the team designed and built Renegade to handle positive 8 g’s and negative 4 g’s. The airframe loads were computer-analyzed using finite element analysis (FEA). Additionally, the wings were loaded using sand bags. They passed the test. Renegade’s empty weight came in at 2,300 pounds, with the gross weight topping out at 2,985 pounds.
The powerplant is a Pro-Stock style DRCE V-8 with a cast-iron block and large-valve aluminum heads. It sports a forged crankshaft, pistons, and connecting rods. The normally aspirated engine displaces 550 cubic inches and has a 13:1 compression ratio. A Peterson dry-sump system keeps the engine lubricated, while the dry-sump oil pan allows the engine to be located low in the fuselage.
The intake manifold is a Kinsler unit with a computer-controlled, Electromotive integrated fuel injection/ignition system. The water pump and mechanical fuel pumps are part of an accessory case that is cam-driven. A lightweight starter spins an 8-pound steel flywheel, and a fluid damper controls crank torsional vibration. The big V-8 is liquid-cooled; fresh air enters through side scoops mounted underneath each wing. Inside, twin radiators are mounted in a “V” configuration.
The engine is capable of a 7800-rpm redline, but David set the Electromotive’s rev limiter to 6800 rpm. At this rpm, the engine will produce 1,230 hp and 950 feet/pound of torque. At max horsepower, the cylinder’s “brake mean effective pressure” is 261 pounds per square inch.
A splined coupler drives a 5-inch diameter, 51-inch long, carbon-fiber drive shaft originally designed for offshore boat racing. The drive shaft terminates at a bearing carrier where the pusher prop is mounted. The prop is a four-blade design, custom made of carbon-fiber, and has a 48-inch diameter. The pitch is ground-adjustable. The prop underwent extensive load and vibration testing under the auspices of vibration specialist Dr. Tom Trozera, who safely spin-tested the prop to 18000 rpm. This resulted in a 2.6:1 safety factor above the prop’s redline of 6800 rpm. With a 35-degree blade angle (79-inch pitch) optimized for flight tests less than 300 mph, the prop efficiency should be about 74 percent, producing 1,560 pounds of thrust and a tip speed of Mach 1.33.
David and the team have calculated Renegade’s flight performance and the results should make for an easy flier. They estimate the take-off roll to be about 2,000 feet, with rotation coming at 100 Kts. Once airborne, the climb should be 3500+ feet per minute. Leveling out, Renegade should easily accelerate to 300 Kts.
Renegade is designed to race at Reno and should be able to achieve 430 Kts (495 mph) once all systems are fine-tuned. Approaches are made with full flaps at 135 Kts. Once the runway is made, Renegade should touch down at 95 Kts. A speed brake is deployed to help scrub off speed until the brakes take over. Renegade carries 85 gallons of fuel as this V-8 burns 105 gallons per hour. Never intended to be a cross-country flier, Renegade can fly at race speeds for 45 minutes. It was designed to be trailerable—the wing can be detached in less than 30 minutes.
Renegade meets all the Reno National Air Races Unlimited class rules. Because Renegade was not seen as a traditional Unlimited racer, Reno Air Racing Association officials had concerns but felt that if complete flight tests were successful, David would be invited to attend Reno’s Pylon Racing School.
Their proof of concept, Renegade, was built in less than a year.
Engine: Olds DRCE V-8 550 cui, 1,230 hp
Torque: 950
Engine Redline: 6800 rpm
Wing Span: 17 ft
Wing Area: 70 sq.ft
Empty Weight: 2,300 lbs
Gross Weight: 2,985 lbs
Fuel Capacity: 85 USgal
Wing Loading: 42.6 psf
Fuel Burn (full throttle): 105 gph
Top Speed (est.): 495 mph
Rate of Climb (est.): 3,500+ fpm
Stall Speed (est.): 103 mph
Seats: 1
In 1928 L F Root from Compton CA., USA, built the Root Sport two-seat open cockpit biplane NX182E, powered by an 80hp LeRhône rotary engine.
All Aero 