Falcon
Empty weight: 30 kg
Engine: Zanzotera, 26 hp
Reduction: yes
Prop diameter: 92 cm
Fuel capacity: 10 lt
Price 1998: L6,300,000
1 engine
JPM 01 Médoc / Tanagra
The JPM 01 Médoc is a French amateur-built aircraft that was designed by Jean-Pierre Marie in 1977 and produced by Les Avions Jean-Pierre Marie (JPM) of Le Mesnil-Esnard. The aircraft is supplied as plans for amateur construction, available in 2012 from Les Avions Jean-Pierre Marie (JPM).
The aircraft is named for the French community of Médoc.
The Médoc features a cantilever low-wing a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, fixed tricycle landing gear and a single engine in tractor configuration.
The aircraft is made from wood with its flying surfaces covered in doped aircraft fabric. Its 7.50 m (24.6 ft) span wing has an area of 9.30 sq.m (100.1 sq ft) and mounts flaps. Standard engines recommended are 60 kW (80 hp)-class Volkswagen air-cooled engines, including the 60 kW (80 hp) Limbach L2000 four-stroke powerplant.
The first example was completed by Pierre-Claude Guillem, and registered F-PGMB. It first flew on September 8, 1987. Originally fitted with a 65 hp JPX 4T-60A engine, it later received an 80 hp Limbach L2000 and the aircraft was winner of the 1988 SFACT Trophy for best multi place design. The JPM-01 built by the designer himself was first flown in August 1993, registered as F-PJPM.
A diesel engine powered version was designated JPM-01 Médoc Provence and the first example was completed by Didier Davenna in 2005. He had it registered as F-PDVN under the designation JPM-01 DDI. By mid-2012 at least fourteen Médocs has been built.
Almost forty years after its introduction the aircraft was redesigned and lightened, gaining slotted flaps to reduce stall speed.
JPM 01 Médoc / JPM-01 Tanagra
Engine: 1 × Limbach L2000, 60 kW (80 hp)
Length: 6 m (19 ft 8 in)
Wingspan: 7.50 m (24 ft 7 in)
Wing area: 9.30 sq.m (100.1 sq ft)
Empty weight: 286 kg (631 lb)
Gross weight: 496 kg (1,093 lb)
Fuel capacity: 60 litres (13 imp gal; 16 US gal)
Maximum speed: 210 km/h (130 mph; 113 kn)
Cruising speed: 175 km/h (109 mph; 94 kn)
Stall speed: 70 km/h (43 mph; 38 kn)
Never exceed speed: 247 km/h (153 mph; 133 kn)
Range: 700 km (435 mi; 378 nmi) with no reserve
Endurance: 4 hours plus 0.5 hour reserve
Service ceiling: 4,100 m (13,451 ft)
g limits: +3.5/–1.5
Rate of climb: 4 m/s (790 ft/min)
Wing loading: 53.3 kg/m2 (10.9 lb/sq ft)
Crew: one
Capacity: one passenger
Jovair JOV-3 / Helicopter Engineering and Research Corporation JOV-3
Development began in 1946 with the Helicopter Engineering and Research Corporation headed by D.K. Jovanovich and F. Kozloski, where a small 2-seat prototype (N9000H) was built with the designation JOV-3. This aircraft, powered by a 125hp Lycoming O-290, was flown successfully in 1948. It had 3-blade rotors of 5.64m diameter, a gross weight of 618kg, a maximum speed of 161km/h and a range of 221km.
The JOV-3 Tandem rotor machine was powered by a 100hp Franklin engine. It had a neat fuselage of steel tube covered with aluminium and fabric, with a tricycle undercarriage and a forward cockpit for two occupants seated in tandem. The rear pylon allowed the rear rotor to turn on a higher plane than the forward rotor so that the arcs could overlap safely.
In 1949 Helicopter Division of McCulloch Motors Corporation appointed as chief designer D. K. Jovanovich, formerly of Helicopter Engineering and Research Corporation, who developed his JOV-3 as McCulloch MC-4 tandem rotor two-seat helicopter, first flown Los Angeles March 20, 1951.
Jourdan 1911
Henri Jourdan 1911
Jourdan 1910 Monoplane
The Frenchman Jourdan tested during 1910-1912 at Juvisy (France) various versions of his aircraft in different forms. All his machines were characterized by a big central tube (‘conical barrel’). The engine with a tractor propeller was mounted before (or at first in) the barrel, to push air in the barrel. The idea might be to push the air through the barrel and fly. The machines had no model registration to differentiate them.
Possibly the Jourdan No.1 from Spring 1911 had a simple full rounded cone barrel in the front, then triangle elevator at the rear, and the wings have ailerons. The original machine giving the clearest view of the ideas of Jourdan. A very big barrel with the engine inside and propeller just as long as the diameter of the barrel. The shrouded propeller was patented December 30, 1910. Shoulder wings with wing warping. Machine did not fly after months of testing during 1910.
The Machine-2 of Spring 1911was a complete redesign, much smaller barrel, with the propeller before the barrel. Pilot could sit comfortably under the barrel seated within the massive undercarriage. This machine was (also) continually modified. At first it was fitted with wing warping, but after modification it was fitted with ailerons. As the machine was continuously modified there can be seen a sort of side board at the undercarriage, maybe to shield the pilot from the wind.
Machine was reported in the German press [Flugsport February 1911] and in the French press [L’Aérophile]. The machine was extensively tested, but no flight occurred.
The third machine of Spring 1912, was again a complete redesign. The full circle barrel was here replaced by a big half-barrel with a different undercarriage. The propeller was quite before the half barrel. Again, wing warping. The machine was again reported in the press [Flugsport March 1912] and it Flew. There is at least one picture of it (probably more) of the machine in flight.
A fourth version, which probably debuted in 1912, was a modification of the third, and notable mainly for the removal of the bottom half of the cylinder.
Etienne Jourdan died on July 15, 1912, leaving almost no trace of his ideas.
1912 Jourdan
Propeller: 2-blade fixed pitch wooden
Span: 46′
Length: 32’10”
Weight: 1100 lbs
Crew: 1
Jospe Eindecker 1910
In 1908 Jospe, a Russian “Ingenieurstudent” at Dresden Technical High School designed a monoplane for three persons and presented a model of it to the War Ministry of Sachsen. In 1910 Jospe built his bird-like design at D.F.G. (Deutschen Flugmaschinenbau-Gesellschaft) in Rummelsburg near Berlin, then tried the monoplane at Johannisthal.
Jordan Duet
Side by side two seat single engined high-wing monoplane with conventional three axis control. Wing has swept back leading edge, swept forward trailing edge and tapering chord; conventional tail. Pitch control by fully flying tail; yaw control by fin mounted rudder; roll control by spoilerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; Wing profile 100% double surface. Undercar¬riage has three wheels in tricycle formation; glass fibre/carbon fibre suspension on all wheels. Push right go right nosewheel steering connected to yaw control. Glass fibre fuselage, partially enclosed. Engine mounted below wing driving pusher propeller. Aircraft quality materials are used for all structural and control fittings. The wing and tail are of composite construction.
The Duet was conceived by two professional aircraft designers, Dave Kent and Brian Cunnington, as a rugged composite construction machine for touring, training and commercial uses. Their company, Designability Ltd., is a design consultancy and not a manufacturer, so having built and test flown their first 430cc Cuyuna-engined prototype in July 1982, they found a buyer for the manufacturing rights.
Graham Andrews had just set up the company in conjunction with Barney Jordan and the two were looking for a suitable design when the Duct came on the scene. Since becoming the Jordan rather than the Designability Duet, the aircraft has undergone extensive development, particularly as regards power plant. The Cuyuna was rejected as not powerful enough and the big Rotax was substituted. This, coupled to a reduction drive and three blade propeller, gives greatly improved performance and allows the aircraft to be flown safely in conditions which might ground other micro¬lights; it can easily take off and land in a 12 mph (19 kph) crosswind, for example.
The concept of the design, however, remains the same a practical machine with 15 min rigging time from a trailer and suspension supple enough to allow it to cope with difficult fields. For pilot protection, a strong angled strut is mounted in front of the cockpit.
The prototype was designed to the same airworthiness standards as heavier aircraft. A second prototype, a pre production model, was flying in March 1983, dual rudder pedals will be fitted.
Engine: Rotax 503, 45 hp at 6500 rpm.
Prop¬eller diameter 46 inch, 1.16m (3 blade).
belt reduc¬tion, ratio 2.0/1.
Max static thrust 250 lb, 113 kg.
Power per unit area 0.28 hp/sq.ft 11 hp/sq.m.
Fuel capacity 6.0 US gal, 5.0 Imp gal, 22.7 litre.
overall 22.0 ft, 6.71 m.
Height overall 5.5ft, 1.68m.
Wing span 36.0ft, 10.97m.
Chord at root 6.0ft, 1.83m.
Chord at tip 3.0ft, 0.91m.
Dihedral 3 deg.
Sweepback 0 deg.
Tailplane span 10.0ft, 3.05m.
height 4.0 ft, 1.22 m.
Total wing area 162 sq.ft, 15.1 sq.m.
Fin and rudder area: 11.0 sq.ft, 1.02 sq.m.
Total elevator area 26.6 sq.ft, 2.47 sq.m.
Wing aspect ratio 8.0/1.
Wheel track 6.0 ft, 1.83 m.
Wheelbase 6.0 ft, 1.83 m.
Nose¬wheel diameter overall 10 inch, 254 mm.
Main wheels diameter overall 15 inch, 381 mm.
Empty weight 320 lb, 145kg.
Max take off weight 750 lb, 340kg.
Payload 430 lb, 195kg.
Max wing loading 4.63 lb/sq.ft, 22.6kg/sq.m.
Max power loading 16.6 lb/hp, 7.4kg/hp.
Load factors +4.4, 2.2 design; +6.6, 3.3 ulti¬mate.
Max level speed 70 mph, 113 kph.
Never exceed speed 90 mph, 145 kph.
Max cruising speed 60 mph, 97 kph.
Economic cruising speed 50 mph, 80 kph.
Stalling speed 28 mph, 45 kph.
Max climb rate at sea level 480 ft/min, 2.4 m/s.
Min sink rate 350 ft/min at 40 mph, 1.8 m/s at 64 kph.
Best glide ratio with power off 12/1 at 45 mph, 72kph.
Take off distance on tarmac 150ft, 45 m.
Landing distance 120ft, 35 m.
Service ceiling > 10,000 ft, >3050 m.
Range at average cruising speed 115 mile, 185km.
JORA Jora
JORA aircraft is a two seat ultra light airplane, with two seats side by side, and T tail. With nose wheel undercarriage, the wheels of the main undercarriage are braked and the nose wheel is stearable. Suspension is by indio-rubber blocks. The Jora features a deep laminar wing profile.
Construction of the airplane is a combination of laminate and wood, and polyester fabric.
Stall: 24 kt / 28 mph / 45 kmh
Cruise: 76 kt / 87 mph / 140 kmh
VNE: 87 kt / 101 mph / 162 kmh
Empty Weight: 225 kg / 496 lbs
MTOW Weight: 450 kg / 992 lbs
Climb Ratio: 500 ft/min / 3 m/s
Take-off distance (50ft obstacle): 260 ft / 80 m
Landing distance (50ft obstacle): 230 ft / 70 m
Engine: Rotax 503, 52 hp
Wing span: 10.80 m
Wing area: 115 sq.m
MAUW: 420 kg
Empty weight: 205 kg
Fuel capacity: 45 lt
Max speed: 160 kph
Cruise speed: 140 kph
Minimum speed: 45 kph
Climb rate: 4 m/s
Certification: Tch, D Dan.
Seats: 2
Fuel consumption: 8 lt/hr
Plan price (1998): 930 Fht
Kit price (1998): 80 700 Fht
Jones PJ-1
The Jones PJ-1 was started around 2005-6 by Bill Cockram, the plans being loosely based on a two seat Monsoon aircraft with an O-200 engine. As he wanted to use a Rotax engine he set about narrowing the fuselage and designing and building his own wings. Cockram became ill and decided he couldn’t finish the aircraft so he gave what he had built so far to Peter Jones and sold him the Rotax 503.
The aircraft is now a single seat that fits into the ultralight class. It is of all wood construction, fabric covered and uses a LongEze canopy. When weighed, the C of G was too far aft so he extended the front, moving the seat forward.
Jones 1906 monoplane
Jimmie Jones of Tulsa, Oklahoma, was an inventor by trade. He experienced a brief obsession with the prospect of human flight and began building his own version of an aeroplane. It never got off the ground and was eventually destroyed by a thunderstorm. This was reported to be in 1906, which seems very unlikely.
