The Jodel D20 has the wing from the D19 married to a completely new fuselage resembling the shape of the Robin-Jodels. Plans for the D20 are not generally available. Instead S.A.B. do all the woodwork, and it can be bought from them in a ready-to-cover state. Designed from the outset to utilize a JPX 85hp engine, the little two-seater is a good a performer just as the D18 and 19. The aircraft is available in Normal and Microlight kit form, and is delivered in either trigear or taildragger configuration, depending on the customer’s preferences. Available in 2009 from AeroConsult in kit or as ready built.
D20 Wing span: 7.50 m Length: 5.80 m Height: 1.93 m Wing area: 9.93 sq.m Cabin width: 1,12 m Fuel capacity: 100 lt Seats: 2 Engine: JPX 4TX75, 85 hp @ 3000 rpm Empty weight: 250/260 kg Max weight: 500 kg Max speed: 240/250 km/h Cruise speed: 200/220 km/h Range: 1500 km
Jodel D20 UL Legende Stall: 32 kt / 37 mph / 60 kmh Cruise: 108 kt / 124 mph / 200 kmh VNE: 146 kt / 168 mph / 270 kmh Empty Weight: 250 kg / 551 lbs MTOW Weight: 450 kg / 992 lbs Glide Ratio: 13 Take-off distance (50ft obstacle): 490 ft / 150 m Landing distance (50ft obstacle): 300 ft / 90 m
Engine: JPX, 75 hp Wing span: 7.2 m Wing area: 9.93 sq.m MAUW: 560 kg Empty weight: 290 kg Fuel capacity: 100 lt Max speed: 220 kph Cruise speed: 20 kph Minimum speed: 69 kph Climb rate: 3 m/s Fuel consumption: 17 lt/hr Seats: 2 Kit price (1998): 149 900 Fttc
As the D18 has a classical undercarriage and many clubs like a nosegear for their planes, M. Delemontez came up with a variant of the D18 called the D19. Beside the nose wheel, the main difference to the D18 is the flap. The flap drawings contain information for putting a similar flap on the D18, and is a classical Jodel flap of narrow chord. It is not very effective as a high lift device, but a very useful brake on landing. The drag of the nosewheel does degrade the performance to some degree, but ground handling is made simpler. The D 18 and D 19 are small two seater homebuilts that are usually powered by converted Volkswagen engines. Plans are being sold to homebuilders, but they were never factory produced.
Plans for both planes are available through S.A.B. Same firm also sell parts for the aircraft, like hinges, horns, undercarriage assemblies, perspex cockpit canopy, controls and engine mounts. These are definitely home builts and not kit planes.
The Ultralight rules call for a MTOW of 450kg, and that should fit the D18/19 MTOW of 460kg. Same regulations say an ultralight should be able to fly at 65km/h. This is hard to attain with a D18 or 19, but should be possible with a high-lift flap. SAB also seems to have seen this as a new marketing niche. In late 1999 a brochure emerged telling about these recent Jodel developments. The new variants are called D185 and D195, and differ from their D18 and D19 forerunners by having:
an 8 cm wider, more comfortable fuselage.
the hood extended towards the rear, opening by sliding the rear part rearwards.
flap of increased area (which means increasing wing area as well) to lower the stall speed. The increase in area is simply done by stretching the trailing edge of the flap rearwards by 100mm, leaving the wing unchanged. The flap is also extended all the way to the root rib.
hydraulic springs (oléopneumatique) in the undercarriage.
gross weight reduced to 450kg. The rearwards extended hood makes installing the 65l fuel-tank behind the seat the only option left. The brochure lists the specs. of the planes to be very similar to their ancestors. A stall speed of only 60km/h sounds a little optimistic however – at least at gross weight. The engines that are used for the D18/D19 are also listed as suitable for the ultralight variants – VW1600 – 1800, Rotax 912, JPX, Limbach and Jabiru.
D19 Wing span: 7.50 m Length: 5,70 m Wing area: 10 sq.m Cabin width: 1,0 m Fuel capacity: 65 lt Seats: 2 Engine: JPX 1,835 lt, 70 hp Empty weight: 244 kg Max weight: 460 kg Climb (2p): 3-3,5 m/s
The success of the DC1 lead M. Delemontez to make a thorough revision, and the first D-18 took to the air in the spring of 1984. At first glance looking quite similar to the DC1, there is hardly a single point where Delemontez has not changed something. The prototype has a slightly bigger span than the DC1. An aircraft entirely of wooden construction and built from plans. No kit is available although some sub assemblies can be for control surfaces and undercarriage and perspex canopy can be bought. Douglas Fir is a major material but Australian Hoop Pine has been found very satisfactory. As a two seater the D18 has relevance as a local tourer. The one piece cantilever wing incorporates a sturdy box spar, wooden ribs and ply covered leading edge with dacron covering on the remainder. Flaps are optional. The fuselage is of rectangular cross section with a rounded top decking and made up of wooden longerons, bulkheads, plywood rear formers and is plywood covered. The perspex canopy is attached to a steel tube frame and hinged at the rear. The completed aircraft with some judicious construction will fit into the microlight category and becomes a very cost effective construction project.
As the Ultralight specifications changed during the 1990’s, many builders realised that it should be possible to register a D18 as an U/L with only minor modifications. SAB also seems to have seen this as a new marketing niche. In late 1999 a brochure emerged telling about these recent Jodel developments.
The new variants are called D185 and D195, and differ from their D18 and D19 forerunners by having:
an 8 cm wider, more comfortable fuselage.
the hood extended towards the rear, opening by sliding the rear part rearwards.
flap of increased area (which means increasing wing area as well) to lower the stall speed. The increase in area is simply done by stretching the trailing edge of the flap rearwards by 100mm, leaving the wing unchanged. The flap is also extended all the way to the root rib.
hydraulic springs (oléopneumatique) in the undercarriage.
gross weight reduced to 450kg. The rearwards extended hood makes installing the 65l fuel-tank behind the seat the only option left. The brochure lists the specs. of the planes to be very similar to their ancestors. A stall speed of only 60km/h sounds a little optimistic however – at least at gross weight. The engines that are used for the D18/D19 are also listed as suitable for the ultralight variants – VW1600 – 1800, Rotax 912, JPX, Limbach and Jabiru.
Plans are being sold to homebuilders, but they were never factory produced. In the 13 years that passed between the prototype’s first flight and the summer of 1997, SAB had sold approximately 470 plans.
D18 Sovereign Engine: VW 17l0cc, 58 hp Wing span: 7.50 m Length: 5,70 m Wing area: 10 sq.m Cabin width: 1,0 m Fuel capacity: 65 lt Seats:2 Empty weight: 245/255 kg Max weight: 460 kg Cruise speed: 175 km/h Climb (2p): 3,5 m/s
D18 UL Stall: 32 kt / 37 mph / 60 kmh Cruise: 94 kt / 109 mph / 175 kmh VNE: 134 kt / 154 mph / 248 kmh Empty Weight: 235 kg / 518 lbs MTOW Weight: 460 kg / 1014 lbs Climb Ratio: 700 ft/min / 3.5 m/s Take-off distance (50ft obstacle): 820 ft / 250 m Landing distance (50ft obstacle): 1450 ft / 443 m
M. Alain Cauchy approached M. Delemontez after the 1973 oil crisis wanting to revive the D-11 concept, this time aiming to get the most out of a converted VW engine. The resulting two-seater was named DC1, after Delemontez and Cauchy. After roughly 5000 hours of design, engineering and building the DC1 took to the air for the first time in 1978. The plane is indeed much more related to the D9 than the D11. Major changes are that it has a more modern wing profile, and the fuselage is wide enough for two. The resulting plane has an empty weight of only 216kg its gross weight is 450. With a 1600cc converted Volkswagen engine the cruise speed is 170km/h, and fuel consumption 11 lt/hr.
Engine: VW 16 l0cc, 52 hp Wing span: 7,40m Length: 5,65 m Wing area: 9,56 sq.m Seats: 2 Empty weight: 216 kg Max weight: 450kg Cruise speed: 170km/h Climb (2p): 3,5m/s
The French government, always keen to encourage local enterprise, showed an interest in the D.9 design and a sligtly larger aircraft, the D11 with two seats, followed. Joly and Delemontez fomally set up a company, combining their names. The Jodel company. The two seat D11 series was designed and constructed as a prototype batch for a French government requirement for an aero club trainer. The Jodel Club is an enclosed, side by side, two seat dual control, low wing monoplane, which is essentially designed for the amateur builder and pilot, and first flown in 1951. Its essenti¬ally simple but rugged construction, together with the excellent flying qualities, have established the D11 as the most popular French two seater, and led to its adoption by many French flying clubs. The one piece cantilever wing has upswept tapered outer panels, typical of the Jodel types, with the inboard part of the wing straight. In other respects the con¬struction is conventional and straightforward in spruce and plywood with fabric covering. The wing is built on a single box spar, which also supports the two legs of the wide track undercarriage. The undercarriage em¬ploys rubber in compression springing, and is fitted with light industrial wheels. The fuselage is a rectangular box structure with a curved spruce top decking and plywood covering. The tailpiece is also plywood covered, while the elevator and rudder are fabric covered. Longitudinal trim is obtained by an elevator trim tab. The design load factor is 6.0 at 1360 lb. The D11 may be powered hp Continental engines from 65 to 100 h.p. and seats two in side-by-side fashion.
The Jodel company did not manufacture that many aircraft itself, their idea being to licence other firms. There were two Jodel-built D.11 prototypes and 11 pre-production D.111. Jean Delemontez worked directly with two organisations in particular to develop the various Jodel models and series.
There were 562 factory built; Wassmer built D.112, SAN 10, Valladeau 50, and other companies. Others were built or sold in kit form in Switzerland, West Germany and Sweden.
The D11 variants, principally the 65 hp D112, the 90 hp D117, 225 produced by Society Aeronautic Normande (SAN) at Bernay and the 90 hp D120 from Avions Wassmer at Issoire, were produced in large numbers for aeroclubs through the French government subsidy scheme. Wassmer started aircraft production at Issoire in 1945, building Jodel D.112 under license. There were versions that were called D119 and 1190.
D.112
Alpavia built 10 D.117A, Valladeau built 10 D.119D. Aerodifusion built the D.1190S Compostela version of the D.119, Wassmer built 350 D.120 Paris-Nice versions, and EAC built four of the D.127 version.
Founded 1958 by Mm d’Assche and Noin, Alpavia sa made the slightly modified Jodel D-117-A (two per month from January 1959). In 1962 partnership with Rene Fournier resulted in Avion-Planeur RF3 with Volkswagen engine. From the 1950s onwards various types, D11, D112, D117 and so on, were built by various companies. There was also a large pool of amateur builders whose examples were generally powered by 90 hp Continental C90s or 100 hp O-200s and usually designated D111. Roughly 1500 commercially built aircraft of this series were produced. With SAN at Bernay Delemontez developed the 180 hp four to five seat D140 Mousquetaire and later the 100 hp two seat D150 Mascaret. New samples of the breed are still being developed, the D18 and D19 being the most recent models.
D.112 Engine: Continental 65 hp Empty weight: 320 kg Gross Wt. 1290 lb. / 530 kg Fuel capacity 10 USG. Wingspan 26’11” / 8,20m Length 20’6” / 6,26m Wing area 136.75 sq.ft / 12,70sq.m Top speed 124 mph. Cruise 100 mph / 160 kph Stall 35 mph. Climb rate 800 fpm / 2 m/sec Ceiling 16,000 ft Takeoff run 500 ft. Landing roll 800 ft. Range 300 miles Seat: 2
Alpavia D.117A Engine: Continental C-90-14F, 95 hp Wingspan: 26 ft 11.5 in / 8.22 m Length: 21 ft 4 in / 6.50 m Empty weight: 760 lb / 345 kg MTOW: 1323 lb / 600 kg Max cruise: 105 kt / 121 mph / 195 kph ROC: 787 fpm / 240 m/min Service ceiling: 16,400 ft / 5000 m Range 20min res: 631 nm / 727 mi / 1170 km Seats: 2
The Jodel design can be traced back to the end of the second world war when the French government, recognising the value of light aviation, purchased considerable numbers of Tiger Moths and Miles Magisters at a very low cost. These were then passed on to flying clubs. But these ex-wartime trainers were very fuel hungry and slow. This left a gap in the market for Edouard Joly, a private pilot who lived in the area of Beaune, and his son-in-law Jean Delemontez, to fill. The story goes that they fell upon some pre-war aircraft-quality plywood and an old 26 hp Poinsard engine and without formal training in aerodynamics decided to design their own single-seat light aeroplane. The wood was turned into a small, single-seat aircraft with cranked wings. It was so tiny, particularly compared to existing training aircraft, that they called it the D9 Bebe (Baby). The fact that Delemontez spent so much time working on the aircraft, rather than with his wife (Joly’s daughter), is also reported to have something to do with the naming.
In March 1946, the French Societe des Avions Jodel was formed, and built the D.9 Bebe light monoplane, which first flew on 21 January 1948. While the original single place D 9 was built for their personal use, word of the light, responsive handling created a major market demand for plans. As word spread of the amazing performance, the design became so well liked that five French manufacturers got involved in factory production of the series at various times. The subsequent Model D.92 uses the modified VW engine for power, replacing the original 25-hp Poinsard engine. Many hundreds have been built in Great Britain, Canada, New Zealand, France, Germany and the U.S.A. The construction is simple and rugged, the materials being spruce and plywood with fabric covering. The one piece wing has a simple box spar, the outer panels being set at a large dihedral angle to give good stability. Another advantage of the polyhedral wing layout is that the loads at the spar splices are lighter than at the wing root, enabling very simple splices to be used. The fuselage is built up conventionally with four 5/8” square longerons and struts, the whole being covered with ply. The simple undercarriage comprises two legs attached to the spar, and uses rubber in compression for springing. The number of metal fittings has been kept to a minimum for ease of construction. The standard engine is the Volkswagen conversion of 30.7 h.p., but other engines of from 25 to 45 h.p. may be fitted The D9 is designed to a load factor of 9.0 at 600 lbs.
This is a full size, exact, replica of the Granville Brothers Gee Bee Model Z from 1931. The original airplane was victorious in 5 races at the 1931 National Air Races in Ohio after taking only 5 weeks and $5000.00 to construct. This replica was built over a 3.5 year period by Jeff Eicher and Kevin Kimball consuming nearly 6000 man hours of design and construction. The Aircraft in 1996 was part of the Fantasy of Flight colloection in Polk City, FL.
Late in 2000, a ‘doodle’ of what an M14P powered clipwing-ish airplane would or could look like was made. It does resemble the Monocoupe 110 Special and Jim Younkin’s Mullicoupes, but it is a design all its own specifically for the M14P series engine! The McCullocoupe was named by Jim Kimball.
The airplane is slightly larger than a 110 special with a cabin wide enough for 2 people rather than only 1 1/2 people. The wing is 2 piece rather than one and is fully ply sheeted and incorporates Curtis Pitts’ aerodynamically boosted aileron technology. Tail sizing is improved over the 110 special.
The M14PF engine is 400hp with MT making a special 3 bladed prop for the McCullocoupe that will be optimized for cruise while still having great acro performance. The landing gear is the same spring aluminum unit as used on the Pitts Model 12 hidden inside a large fairing. The firewall forward, including the cowling, are borrowed from the Pitts Model 12 as well.
The Jihlavan UL-39 Albi two-seat microlight version of the Czech L-39 Albatross training jet is the result of 17 years of work, 200 engineers and £1.7 million of investment.
The UL-39 Albi is a collaboration between Jihlavan and Prague University’s Faculty of Mechanical Engineering. It’s not simply a student project. This is the first prototype and it’s intended to develop the aircraft further and put it into production. One market is private aviation but another is military. The production price is estimated at 5 million CRK (£146,000).
The Albi’s designers at Prague University say that because the engine is a ‘blower’ ducted fan, rather than a conventional jet, the aircraft’s heat ‘signature’ is almost zero making it hard to detect and shoot down.
Public roll-out for the UL-39 Albi
The airframe is made from carbon fibre composite, and this prototype is powered by a 1,000cc 193bhp BMW four-cylinder dohc motorcycle engine driving the blower.
Ducted fan ‘blower’ is driven by a BMW motorcycle engine.
first flight
It’s said to weigh just 320kg, have a max takeoff weight of 472.5kg, be capable of 200km/h (125mph) and have endurance of two hours. The designers say they hope to increase the max speed to 300km/h.
Engine: BMW 1,000cc, 193bhp Wingspan: 7.22 m Length: 7.49 m Height: 2.99 m
The Corsair relies on latest lightweight construction technology to combine flight performance, agility and energy efficiency. The whole primary structure is made of aerospace grade carbon fiber. Carbon fiber spaceframe technology is applied on the fuselage to achieve the greatest possible strength at the lowest possible weight.
The Carbon structure has a proven strength of +9 and -6g. Furthermore the complete cockpit area is constructed as a Kevlar reinforced safety cell.
The Corsair follows the German LTF-L regulation. As well it covers many other national regulations, e.g the British SSDR, the Italian, French, Czech, Polish and even the US American FAR part 103 regulation. For the later the empty weight, MTOW and speeds are slightly reduced.
The Verner Scarlett 3 V – a 4-stroke, 3-cylinder radial engine designed as a light aircraft engine and produces 42 bhp at 2500 rpm. The high engine torque allows the use of a rather big and efficient propeller. There are two standard options: either a ground adjustable 3-blade 1,60 m carbon prop which can produce – depending on the blade pitch – up to 100 kg of static thrust. Or the 1,75 m Helix 2- or 3-blade props which both even deliver more than 100 kg thrust.
The first version of the Corsair features a classic tailwheel configuration. The fixed main landing gears are located at the wings and due to the wing shape are rather short and quite aerodynamic. The cantilevered main wheel attachment together with hydraulic springs and dampers is great for grass strips and the occasional less than perfect landing.
The tail gear is connected with the rudder by means of a GFRP spring and allows good ground handling. Even the tail wheel is on a cantilever and has an elastomeric spring and damper.
Provisions for a retractable landing gear have been considered in the wing design and if we see sufficient customer demand a retractable version could become available in the future. Nevertheless it has to be stated, that the retractable version does not promise to be any faster – the additional weight and the resulting drag will consume the aerodynamic benefit.
Engine: Verner Scarlett 3 VW, 31 kW (42 BHP) at 2.500 RPM Wing span: 24,6 ft Wing area: 108 sq ft Length: 20,7 ft Empty weight: 265 lbs (FAR part 3 254 lbs) Payload: 287 lbs (FAR part 3 254 lbs) Loading: +6g / -4g Wings folded width: 9,0 ft Maximum speed: 55 knots / 102 km/h (EU 55 km/h) Cruise: 54 knots / 100 km/h (EU 160 km/h) Stall: 24 knots / 44 km/h (EU 210 km/h) Best climb: 1000 ft/min / 5 m/s
