The second pusher biplane design built by the Herzog brothers of Harvard, Nebraska, USA, in 1909. It had a span of 48 ft, with a characteristic wavy W-shaped top wing and small horizontal stabilizing surfaces at the tips of the lower wings. The apparently tail-less plane had biplane elevators and rudders at the front, a three-wheel undercarriage and an aircooled engine of 21 hp of unknown make.
The Vagabund is a 3-axis two-seat ultralight biplane, in classic timber construction. The design of the Vagabund goes back to 1989. The open cockpit biplane is constructed using the usual materials and working procedures for wooden aircraft. The fuselage is conserved with epoxy resin and covered with polyester fabric. A high-quality lacquer finish gives it a maximum weather protection. The open cockpit biplane has a welded tubular steel chassis with one-guidable roll spur. The wooden-propeller is driven by a 80 hp, lightweight four-stroke, horizontally-opposed aircooled Jabiru 2200 engine. As power plant also the 50 hp Nissan Micra 1200 or the 80 hp Rotax 912 UL version engine can be used. The choice of the engine has its influence on the performance of the aircraft: with the Micra 1200 the cruise speed is 125km/h, with the Rotax 912 125 km/h.
A pusher biplane with a central skid and skids under each wingtip, powered by a Curtiss 25 hp 4-cyl water-cooled engine with a four bladed propeller. Six vertical fins were arranged on the upper wing for lateral stability.
The machine was displayed at the Boston Aerial Exposition on 20-26 February, 1910.
It was first flown on 28 February 1910 by Augustus Herring on the ice at Chebacco Lake, Hamilton, MA.
It was ordered by the carousel and amusement park manufacturer Charles W. Parker of Abilene and Leavenworth Kansas. It was the first of many Burgess aeroplanes, it made the first flight in New England and was the first commercial aeroplane built and sold in New England.
With M. Arnot as sponsor, Augustus M. Herring built in 1898 this Chanute-Herring-like motorised glider. It was built and flown (twice) at St Joseph, Michigan in 1898.
The Convertoplane, cross between an airplane and a rotorplane, was developed in the United States in the 1930s by the Gerard P. Herrick, aided by Ralph H. McClarren of Philadelphia’s Franklin Institute. Basically, the design was a biplane with an upper wing that could function either as a lifting surface or as a two-bladed teetering rotor.
Flown by test pilot George Townsend in 1937, the aircraft demonstrated successful conversions in flight from a biplane to a rotorplane. Herrick was striving for an aircraft that could achieve speed as an airplane while possessing ability to convert to rotating-wing configuration for landing and take-off in tight areas.
The Hergt Monoplane was designed and built at F.E.A. 1 Altenburg as a private venture by F. D. Hergt during 1918 and flown by Mario Scherff.
The prototype had room for one pilot, and ply-skinned wings and fuselage.
Engine: Gnome 80 h.p.
Wingspan: 6.0 m. (19 ft. 8 1/4 in.)
Length: 5.2 m. (17 ft. 0 3/4 in.)
Speed: 125 km.hr. (78 m.p.h.)
Armament: none
The 1911 Herdler Hochdecker high-wing eindecker designed by Carl Herdler, had an “Absturzsicherung auf dem Flügel (ein sammengefalteter Luftsack) der bei Gefahr gespreizt werden konnte” – a security device, where the idea was to blow up the bag with air, to remain longer in the air whereas to lessen the force of impact in the event of a crash on the ground. The “air bag” may have also been somewhat based on the parachute.
The machine made short hops in 1911.
In 1843 William Samuel Henson patented about a proposed “Aerial Steam Carriage”. It seems more like a practical flying machine than anything hitherto suggested. Lacemaking industry engineer Henson, based in Somerset, has had a number of bright aviation ideas. This remarkable flying machine would be a monoplane, with two pusher propellers to be driven by a light steam engine of 25 to 30 hp. Henson actually ordered this engine from colleague John Stringfellow. Even if the Aerial Steam Carriage never flies, its impact has already been tremendous. Pictures of it appeared in magazines and newspapers, and is much talk about.
Also in 1843 William Samuel Henson and John Stringfellow filed articles of incorporation for the world’s first air transport company, the Aerial Transit Company.
This somewhat Wright-like machine was constructed in Anderson, Indiana, USA, by Charles H. Hensley, a 40-year-old man who enjoyed building and flying box kites, and Levi Calvin Lambert, who was a 33-year-old plant manager and a member of the family that owned the Lambert Gas and Gasoline Engine Co., also of Anderson, which probably provided the engine. A grandson of Hensley stated that the plane flew around in a circle, for how long or at what height is unknown. He was told the plane was dismantled after its only flight.
During the last half of 1943 experience showed that losses during convention¬al dive bombing with the Junkers Ju 87 were becoming prohibi¬tive without heavy fighter escort, parti¬cularly in the face of Soviet air presence on the Eastern Front. The Henschel company, with considerable experience in produc¬ing ground support aircraft, put for¬ward late in 1944 proposals for an essentially simple single jet attack bomber with a BMW 109 003E 2 tur¬bojet mounted above the fuselage. In essence the aircraft resembled the Heinkel He 162 with twin fins and rud¬ders, although the sharply tapered wing was mounted at mid fuselage depth; more significant, the pilot occu¬pied a prone position in the extreme nose so as to withstand the likely 12g forces expected to accompany shal¬low dive recovery. Simplified con¬struction with widespread use of wood in the structure was welcomed by the RLM and three prototypes were ordered, and commenced building in March 1945.
Only the Henschel Hs 132 VI powered by a 1,760 lb thrust BMW 003 engine had been completed (but not flown) by the war’s end, and all three aircraft were taken over by the Soviet forces in their advance from the east.
The first aircraft was to have carried a single 500 kg (1,102 1b) bomb recessed into the under-fuselage; the second, with Jumo 004 900 kg (1,984 1b) thrust engine com¬bined this load with two nose mounted 20 mm MG 151 cannon; and the third, with 1300 kg (2,866 1b) thrust Heinkel¬-Hirth 109 011A turbojet would carry a 1000 kg (2,205 1b) bomb, two 30 mm MK 103 and two 20 mm MG 151 guns. It was intended that the PC 1000RS Pol rocket assisted armour piercing bomb would be used for battlefield support attacks.
Hs 132 V1
Engine: one 800 kg (1,764 1b) thrust BMW 109 003E 2 turbojet.
Wingspan 7.20 m (23 ft 7.5 in)
Wing area 14.82 sq.m (159.4 sq.ft)
Length 8.90 m (29 ft 2.5 in)
Height 9ft 10 in
Maximum speed 780 kph (485 mph) at 6000 m (19,685 ft);
Service ceiling 10250 m (33,630 ft)
Range 680 km (423 miles)
Maximum take off weight 3400 kg (7,496 lb)
Armament: one 500 kg (1,102 lb) bomb under the fuselage.
