EDA III was a biplane developed from the EDA I, with a similar flying capacity as EDA I.Edvard was able to perform maneuvers, and on March 28, 1910 made his first public flight for the citizens of Gorizia.
The brothers gained aeronautical knowledge rapidly and learned that the Anzani engine was not powerful enough for the biplane, so they decided to make only monoplanes in the future.
First in a series of new airplanes designed by the Rusjan brothers was the EDA 2 Triplane which incorporated progressive construction techniques that helped reduce its empty weight to 90 kilograms. With the EDA 2, the pair hoped to attain an altitude of 100 meters.
The triplane EDA II had the rudders beside the wings and the motor behind.
However, during the first flight on January 5, 1910, the airplane was damaged beyond repair.
After returning to Gorica, with his brother’s help Edvard Rusjan built a motor biplane on the model of the Curtiss and Farman aircraft, which had been most successful in Brescia. In the fall of 1909, the Rusjan brothers began work on a powered airplane using a 3-cylinder, 25-horse-power. Anzani-model engine. The airplane was a canard-type biplane with paper covered wings, 8 m wingspan, with the larger part of the horizontal stabilizer forward of the wings.
Flight tests, however, fell short of expectations. By relocating the vertical stabilizer aft of the wings in what has evolved as the conventional configuration, they achieve success. On November 25, 1909, on the Mila Rojice Airfield in the neighborhood of Gorizia, Edvard made the first successful powered flight in Yugoslav Aviation history in his EDA 1 airplane.
The flight lasted about 10 seconds and Edvard traveled approximately 60 meters at a height of 2 meters. Four days later, he increased his distance to, 500 meters at a maximum altitude of 12 meters. Observers estimated that the airplane reached speeds between 50 and 60 kilometers per hours. It was a remarkable flight for Edvard – he was the first Yugoslavian to successfully fly an airplane.
After these two flights, all the Rusjan’s tests were transferred over a field called “Campagna Grande” (great meadow) by Merna.
Span: 26’3″
Length: 39’4″
The R 90 was a new design based on the Ruschmeyer’s earlier MF85, making use of a range of modern technologies and materials. The MF85 series was powered by Porsche engines, but the unavailability of these powerplants led to the development of the Textron Lycoming powered R 90.
The Ruschmeyer R 90 possesses an aerodynamically clean airframe made possible by its glass fibre (with Rohacell core) construction. The advanced wing design features a `rain tolerant’ laminar flow aerofoil design, wet wing fuel tanks, upturned wingtips (for increased lateral stability, not drag reduction), small ailerons and inboard Fowler flaps.
A four-seat touring and IFR training monoplane first flown in 1991 and certificated 1992, the original R90-230 RG version with 230 hp engine and retractable undercarriage was to be joined by the R90-180 RG with a 180 hp engine and retractable undercarriage. Development of the definitive production version began in 1992 being followed by a production batch of 15 in the same year.
The initial R 90-230 RG production model was powered by a fuel injected Textron Lycoming IO540 flat six driving an advanced four blade composite construction propeller. A silencer on the engine, the four blade prop and the engine being derated to 170kW (230hp) from 195kW (260hp) combine to give low interior and exterior noise levels. Even though the engine has been derated, because of the R 90’s comparatively light structure its performance is quite strong.
All production R 90s were the high performance retractable undercarriage R 90-230 RG. This model first flew on August 8 1988 (as MF.85), with German certification awarded in June 1992.
Members of the planned R 90 family include the fixed gear, 175kW (235hp) O540J powered R 90230 FG and the fixed undercarriage 135kW (180hp) IO360 (flat rated to 150kW/200hp) powered R 90180 FG. The R 90350T RG, to be powered by a 185kW (250hp) turbocharged engine and capable of 435km/h (235kt) cruising speed, and the high performance five/six seat R 95 were also under development. An Allison 250B17 turboprop powered development, the R 90420 AT proof-of-concept model, was flown in 1993 and used only as a factory aircraft.
However Ruschmeyer was forced to file for bankruptcy in early 1996 and production has ceased. Twenty-two R 90-230 RGs were built before production ceased.
In 1999 Solaris Aviation was founded, and purchased the assets of Ruschmeyer. Solaris Aviation marketed the R90 as the Solaris Sigma.
R 90-230 RG
Engine: 1 x Textron Lycoming IO-540-C4D5, 170kW (230hp) (derated from 195kW/260hp)
Propeller: four blade constant speed Mühlbauer MTV-14-B composite.
Wing span: 9.50m (31ft 2in)
Length: 7.93m (26ft 0in)
Height: 2.73m (8ft 11in)
Wing area: 12.94 sq.m (139.3 sq ft).
Standard empty: 898kg (1980lb)
Max. takeoff weight: 1,350 kg (2,976 lb)
Empty equipped: 920kg (2030lb)
Fuel Capacity: 250 ltr
Max takeoff: 1350kg (2976lb)
Max speed: 324km/h (175kt, 200 mph) at 3,050 m (10,000 ft)
Max cruising speed: 311km/h (168kt)
Economical cruising speed: 267km/h (144kt)
Stall speed: 108 km/h (58 knots, 67 mph) (landing configuration)
Initial rate of climb: 1140ft/min / 5.8 m/s
Service ceiling: 4,895 m (16,060 ft)
Take Off Distance: 420 m
Landing Distance: 480 m
Max range with reserves: 1610km (870nm)
Range: 2,740 km (1,479 nmi, 1,703 mi)(45% power at 915 m (3,000 ft))
Endurance: 7.8hr.
Seating: four
Debuted at Hannover 1987, the Ruschmeyer MF.85 prototype, D-EEHE, was built over three years by Horst Ruschmeyer’s fix based operation. The MF.85 is a composite four seat aircraft, planned to be offered with 180, 212, or 245 hp. Price was planned to be DM245,000 to DM325,000 (excluding avionics). The type could be specified as fixed undercarriage or retractable.
The prototype (V001 D-EEHE) flew with a 212 hp Porche PFM.3200N with a three bladed MTV.9 constant speed propeller engine on 8 August 1988, piloted by Horst Ruschmeyer.
V002 (D-EERO) flew on 23 September 1990, and V003 (D-EERH) on 12 February 1992.
The unavailability of the Porche PFM powerplants led to the development of the Textron Lycoming powered R 90.
During the first flights in 2004, the Shvetsov M-11FR radial was damaged and needed to be overhauled. Albatros Aviation Services carried out the recent engine rebuild, using many hard-to-find original parts.
Slovak Republic-based Polikarpov U-2 replica ‘White 7’ (OM-LML) took to the air again after the engine overhaul on October 11, 2007. This machine was built by Rusavia in Moscow and was gifted to the Museum of Aviation collection at Kosice by Russia in August 2004.
This machine was tested in October 1904, pulled by an automobile, but when the car reached a moderate speed the plane lifted, but a gust of wind tipped a wing so that the wheels on the opposite side were crushed. As a substitute, ordinary boards like skis were used, but then the car stalled without getting the plane off the ground, so horses had to be used. A team of draft horses pulled the rope and caused the plane to soar as high as the tree tops. Its builder Albert Rupel of Indianapolis, Indiana died of lockjaw less than a year later after stepping on a nail, before he could test it with a proper engine.
In 1910 Rumpler built monoplanes for several designers, which included the Eggers, Pegelow and Haefelin Eindeckers. All were powered by the Rumpler 50 hp Aeolus engine and all did not fly.
The Rumpler C.IV was a German single-engine, two-seat reconnaissance biplane. It was a development of C.III with different tail surfaces and using a Mercedes D.IVa engine in place of the C.III’s Benz Bz.IV. The Rumpler 6B 2 was a single-seat floatplane fighter variant with a 120 kW (160 hp) Mercedes D.III engine built for the Kaiserliche Marine (Imperial Navy).
For a two-seater reconnaissance aircraft, Rumpler C.IV had an excellent performance, which enabled it to remain in front-line service until the end of World War I on the Western Front, as well as in Italy and Palestine. Its exceptional ceiling allowed pilots to undertake reconnaissance secure in the knowledge that few allied aircraft could reach it.
300 aircraft were licence-built by Pfalz Flugzeugwerke as the Pfalz C.I, differing in ailerons on all four wings. From February 1917 they were renamed Rumpler C.IV (Pfal).
Replica
Slingsby T.58 Rumpler C.IV
Rumpler C.IV
Powerplant: 1 × Mercedes D.IVa, 190 kW (260 hp)
Propeller: 2-bladed fixed-pitch
Wingspan: 12.66 m (41 ft 6 in)
Wing area: 33.5 m2 (361 sq ft)
Length: 8.41 m (27 ft 7 in)
Height: 3.25 m (10 ft 8 in)
Empty weight: 1,080 kg (2,381 lb)
Gross weight: 1,530 kg (3,373 lb)
Maximum speed: 171 km/h (106 mph, 92 kn) at 500 m (1,640 ft)
Endurance: 3½-4 hr
Service ceiling: 6,400 m (21,000 ft)
Crew: 2 (pilot and observer)
Guns: 1 × fixed, 7.92 mm (.312 in) LMG 08/15 and 1 × 7.92 mm (.312 in) Parabellum MG14 machine gun
Bombs: 100 kg (220 lb)
