1 engine

Renard Epervier

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Designed by Georges and Alfred Renard to compete in a government-sponsored design contest, the Epervier (Sparrowhawk) single-seat all-metal fighter monoplane was intended for a 12-cylinder liquid-cooled Hispano- Suiza 12 J Vee-type engine. Unavailability of this power plant led to installation of a 480hp Gnome-Rhone Jupiter VI nine-cylinder radial in the first prototype, which was built by Stampe et Vertongen as the Epervier Type 2 and flown in 1928. The Epervier Type 2 carried an armament of two synchronised 7.7mm guns and was lost on 11 September 1928 after failing to recover from a flat spin.

A second prototype, the Epervier Type 2bis, introduced revised streamlined fairings for the cantilever mainwheel legs, mainwheel spats and cylinder aft-fairings, and was built by SABCA (Societe Anonyme Beige de Constructions Aeronautiques) under contract for Alfred Renard. Since Alfred Renard was both chief designer for Renard and technical director of Stampe, it is hard to keep the two firms separate. Demonstrated early in 1930 in competition with various foreign types for an Aviation Militaire order, the Epervier Type 2bis was rejected in favour of the Fairey Firefly.

A further development of the basic design, the Epervier Type 3 powered by a 480hp Rolls-Royce “F” engine and utilising mixed construction and a redesigned wing, was studied under government contract, but was not built.

Type 2bis
Powerplant: 1 × SABCA Jupiter, 360 kW (480 hp)
Wingspan: 10.20 m / 33 ft 6 in
Wing area: 20.00 sq.m / 215.28 sq ft
Length: 7.00 m / 23 ft 0 in
Height: 2.76 m / 9 ft 1 in
Empty weight: 794 kg / 1750 lb
Max take-off weight: 1300 kg / 2866 lb
Wing loading: 62.5 kg/m2 (12.8 lb/sq ft)
Power/mass: 3.49 kg/kW (5.74 lb/hp)
Maximum speed: 273 km/h (170 mph, 147 kn)
Maximum speed at 4,000 m (13,000 ft): 265 km/h (165 mph; 143 kn)
Maximum speed at 5,000 m (16,000 ft): 261 km/h (162 mph; 141 kn)
Stall speed: 99 km/h (62 mph, 53 kn)
Service ceiling: 9,300 m (30,500 ft)
Practical ceiling; 8,600 m (28,200 ft)
Time to 4,000 m (13,000 ft): 8 minutes 30 seconds
Time to 5,000 m (16,000 ft): 12 minutes 35 seconds
Crew: 1
Guns: 2x synchronised fixed forward firing 7.7 mm (0.303 in) Vickers machine-guns

Renard Epervier

Renegade Light Sport Aircraft Carbon Pitts / Lil Rascal

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Renegade Light Sport LLC has put a carbon fiber spin on the aerobatic Pitts S1C from Steen Aero, and christened the plane the Renegade “Lil Rascal.” Previously known as the Carbon Pitts, Renegade was notified by Aviat that it held a trademark on the word “Pitts,” necessitating the name change. Renegade says this aircraft is right in line with Renegades’ business model of taking the best of the old dependable engines, airframes, and more, and putting the company’s modern, state-of-the art touch to the projects.

Renegade elected to drop the FK-12 Comet project and instead bring a proven airframe to the marketplace which conforms to the LSA, ASTM standards. Renegade says the Rascal has the best of the old S1C airframe however it’s is 4 inches wider, 6 inches longer in the cockpit, sporting a new all carbon fiber wing design, with full span ailerons, and complete carbon wing with no fabric what so ever. Both the top and bottom wings are all of a light-weight, extremely strong construction. Preliminary tests show the airplane is a 12 G machine, but Renegade restricts the G rating to 6 positive and 3 negative, the rating Lycoming puts on their new LSA specific inverted Christian Eagle oil system engine. The Rascal Sports comes standard with an all Glass Dynon 10″ Skyview digital G meter cockpit, and smooth leather interior.

The Lil Rascal series feature a 4130 welded chromoly steel fuselage, spring steel landing gear and are biplanes with 4 ailerons. The wings and many parts of the fuselage are going to be made from carbon to add strength and cut down on weight.

It has the Lycoming AEIO -233 engine, the first four of which made by Lycoming are in Renegades Hangar. The prop is the new ground adjustable Sensenich black on carbon.

The LSA-compliant Lil Rascal LS1 (single-seat) and LS2 (two-seat), are both models powered by the fuel-injected electronic-ignition Lycoming AE-IO-233 LSA engine. The all-U.S. built fully aerobatic birds will make weight to the LSA spec. Price: US$125,000. Both models will be certified as S-LSA.

LS1
Engine: Lycoming AE-IO-233
Empty weight: 650 lb
Cruises: 120 kt
Stall: 41 kt
Seats: 1

LS2
Engine: Lycoming AE-IO-233
Empty weight: 750 lb
Seats: 2

Remos REMOS GX / NX

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Remos NXT

Remos of Germany continued in 2012 with three models of its GX line: the GX AVIATOR II, GXnES and GX eLite. A variety of standard features and options include Garmin aera 510 and GPSMAP696, Dynon SkyView EFIS, Dynon D100 and D120 EFIS and much more. 2012 prices range from $120,000 to $145,000, with many options.

GX
Engine: Rotax 912S, 100 hp
Propeller: Sensenich
Gross weight: 1320 lb
Empty weight, std: 670 lb
Useful load, std: 650 lb
Payload, full std. fuel: 518 lb
Fuel capacity: 22 lb
Wingspan: 30 ft. 6 in.
Overall length: 21 ft. 3 in.
Overall height: 7 ft. 5 in.
Wing area: 118 sq. ft
Wing loading: 11.2 lbs./sq. ft
Power loading: 13.2 lbs./hp
Seating capacity: 2
Cabin width: 46.8 in
Vso: 38 kt
Vne: 134 kt
Cruise speed: 113 kt
Max rate of climb: 1050 fpm
Takeoff over 50 ft. obstacle: 730 ft
Landing over 50 ft. obstacle: 760 ft

Remos G-3 Mirage

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The Remos G3 is an FAA approved, German manufactured Light Sport Aircraft. Made mostly of carbon fibre, including the landing gear, the Remos weighs 626 lb empty, leaving a useful load of 695 lb. The cockpit is reinforced with Kevlar. Structural composite wing parts are covered with Ceconite fabric to reduce weight. The strutted wings fold back in 5 minutes.

The Remos G3 is approved to tow gliders up to 625 lb gross and banners up to 1633 sq.ft.

Ailerons and elevator are mass balanced, and there is some rudder surface forward of the hinge. Aileron differential is about 1.5:1. Electric trim and flaps are fitted. Flaps extend to 40 degrees. The fuel tank is high in the aft fuselage. Shoulder width in the cabin is 45.8 in. Doors, which are hinged on top, may be opened in flight to 66 kt. They can be removed before flight.

First flown in 1997, the Remos was introduced in 1998 and proclaimed Aircraft of the year at the biennial AERO sport aviation show in Friedrichshafen, Germany, in 2000.

1998

2007 base price: US$99,500

2008 REMOS G3 AVIATOR II

Gallery

Remos G-3 LSA
Engine: Rotax 912 ULS, 100 hp
TBO: 1500 hr
Prop: 2 blade wood
Fuel type: 100/100LL & auto
Wingspan: 32 ft. 4 in
Overall length: 21 ft. 5 in
Height: 5 ft. 6 in
Wing area: 131 sq. ft
Wing loading: 10.1 lbs./sq. ft
Power loading: 13.2 lbs./hp
Max ramp weight: 1320 lb
Gross weight: 1320 lb
Landing weight: 1320 lb
Empty weight, std: 625 lb
Useful load, std: 695 lb
Payload, full std. fuel: 578 lb
Useful fuel, std: 21 USgals
Seating capacity: 2
Cabin doors: 2
Cabin width: 47 in
VNE: 121 kt / 140 mph / 225 kmh
Cruise speed: 75% power: 113 kt
Vso: 39 kt
Best rate of climb (SL): 1300 fpm / 6.5 m/s
Max operating altitude: 20,000 ft
Takeoff ground roll: 330 ft
Landing ground roll: 590 ft
Take-off distance (50ft obstacle): 450 ft / 137 m
Landing distance (50ft obstacle): 450 ft / 137 m

Engine: Rotax 912, 80 hp
Empty weight: 260 kg
Wing span: 9.8 m
Wing area: 13.31 sq.m
MAUW: 450 kg
Fuel capacity: 60 lt
Max speed: 145 kph
Cruise speed: 140 kph
Minimum speed: 62 kph
Climb rate: 5.8 m/s
Certification: Allemande
Seats: 2
Fuel consumption: 9.5 lt/hr
Price (1998): 114 000 DM

Reissner Ente / Wellblech Ente

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Prof. Dr. Hans Reißner built this canard in the experimental workshop of Junkers that was connected to the “Technische Hochschule Aachen”.

First flying on 23 May, 1912, in second form after having been rebuilt (in the third form, it got four fins under the mainplane).

According to G. Schmitt several versions were built and also flown. The Swiss Robert Gesell presented the machine over a few weeks in Johannisthal at the end of 1912.

Reifschneider Eagle

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A contrivance consisting of two major parts, a cigar-shaped balloon, to which was attached a frame, on which were six propellers. Four propellers were used for ascending and two for steering. The power was supplied by a gasoline engine. The Streator, Illinois inventor declared that his ship could be driven from Chicago to New York at the rate of 100 miles an hour, and that it could be sailed around a tower with its side touching the structure at all times. It was planned to construct the machine at an expense of $ 10,000.

Reid Flub / Reid Flying Submarine / RFS-1

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Donald Reid was developing a flying sub using his own money. The “flub” would use one jet engine for both flying and underwater propulsion.

The last five models have been man-size, and his son, Bruce, has been his chief test pilot. Bruce has had the flub, in the air on short, straight-ahead flights, and underwater for short periods. In 1965 they hoped to put the two together and take off from water, land and submerge.

The 1965 model is scrounged mostly from parts of crashed airplanes. It has a 65-hp Lycoming engine with propeller mounted above the fuselage/hull for flying and an electric-powered screw for underwater propulsion.

Reid says he was laughed out of Washington when he proposed such a vehicle to the Navy 10 years ago. “Now,” he says, “I’ll just finish it and give it to the Air Force.”

The RFS-1 sort of worked. The airplane was incredibly heavy, so it could only do slight hops in the air, but it could dive, at least a little bit. Before diving, the pilot had to remove the propeller, and cover the engine in rubber. Since the airplane had an open cockpit, the pilot used an aqualung while under water. The RFS-1 dived down to 12 feet during a test.