Engines – Power

Gazda Helicospeeder

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During a general conversation, Harold E. “Hal” Lemont told Gazda of his work with Igor Sikorsky; Gazda asked if Lemont would like to design and build a helicopter for him. They
agreed that Lemont would lay out a design for a two-pJace helicopter, and thus the Gazda Model 100 was begun.

The Gazda Model 100 Helicospeeder NX69154 was designed and developed in 1943, 1944, and 1945 by Antoine Gazda of Wakefield, Rhode Island. It was a single motor and torque aircraft with unique concepts which had the following features:
A swing tail for forward flight was designed to permit flight as a gyrodyne (V. Isaoco, J. Bennett) at higher than manual helicopter speeds with the rotor axis vertical.
To control blade inplane motion to prevent ground resonance a rotor azimuthal blade positioning system was included.
A wheel/stick installation was used so that positioning of the aircraft was achieved by one appropriate motion of the pilot control.
An internal swash plate below the main rotor gearbox actuated push rods going up to the rotor head which controlled blade collective and cyclic pitch as a low drag solution.
Belt drives were used between its engine, the cooling fan, and the main rotor gearbox. A drive shaft from the gearbox to the swinging tail rotor was also included with a torseinal damper as part of this shaft.

An all-aluminum single-seat helicopter, it was powered by a Continental A-75 engine.

Two assistants for detail designs were hired from previously known engineers who had attended RISC – Mr. S. Fitzpatrick in 1944 who was later replaced by Mr. H. Sadler in 1945.

The Helicospeeder was manufactured by Helicopter Engineering & Construction Co. and designed in accordance with general practice at that time. The fuselage was welded steel aircraft tub­ing. Main rotor blades were steel tubular spars, wooden leading edge wire cable training edge and airplane fabric covering. Cast aluminum gear cases and industrial/automotive gears, bearings, belts, and pulleys were used. The wheels came from a Piper Cub. Considering the limited pool of knowledge and experience in helicopter design, and Mr. Lemont’s earlier background with the Sikorsky VS-300, it is natural that there would be considerable similarity between these two machines.

Its Cierva-type rotor hub, with hydraulic-interconnect links between blades, made ground resonance impossible.

Initially, attempts were made to use a jet of air from the tail to counter torque. However, due to difficulties, a tail rotor was used that could be turned 90 degrees by the pilot, and thus serve as a push propeller for added thrust.

The Model 100 was constructed in the Rhode Island area during World War II, incorporating some surplus aircraft items. Powered by a 75 hp (56 kW) Continental A-75 engine, it was specified to carry one person and publicity releases claimed an ultimate goal of a 300 mph (483 km/h) maximum airspeed. Flight testing was done by Mr. Gazda himself, whose limited experience at the controls of a rotorcraft may have been detrimental to success of these tests. The designer/constructor carried out test flights and a more modest actual speed of 100 mph (161 km/h) was reached.

Production examples were expected to sell for 5,000 U.S. dollars, but no firm sales were made. As Gazda came to understand the difficulty in learning to fly the aircraft, plus the cost of further development, he decided to discontinue further work on this aircraft, and only one example of the initial version was completed.

The Helicospeeder was sold at auction after Mr. Gazda passed away, and was purchased by HAl Past-Chairman Vincent Colicci, who eventually sold it to Dr. Voss. After some years at AgRotors in Pennsylvania, Stanley Hiller took it on loan for his aviation museum in San Carlos, California, and had it restored to its original condition (it would appear that the Model 100 was also placed on public display at some point in time in the Owls Head Transportation Museum at Knox County Regional Airport—located two miles south of Rockland, Maine.)

Helicospeeder
Engine: 1 x Gazda, 130hp
Rotor diameter: 7.62m
Length: 5.79m
Height: 2.54m
Gross weight: 544kg
Cruising speed: 224km/h

Gavilan 358

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A 1998 addition to the Fuerza Aerea Colombiana (FAC) inventory was the indigenous Gavilan 358 eight seat light utility aircraft. Four were ordered by the FAC, the first of which was delivered on June 16 1998 after the type had achieved US FAA FAR Part 23, Amendment 46 type certification on May 26. Including these four, manufacturer El Gavilan SA had firm orders for 11 aircraft and was building an initial production batch of 12, which will include a number of the turboprop Model 508T, under development. A second production aircraft was delivered to TSS of Guatemala on June 17 and a third to Aeroexpreso of Bogota while the next export sale was due for delivery to Deobal of Argentina.

Gaunt No. 2 Baby

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John Gaunt’s first biplane (1910) and his monoplane (1911) both crashed during attempts to get airborne, but biplane no.2 ‘Baby’ was much more successful. It had a lower wingspan which was somewhat less than that of the upper wingspan. The wings and interplane struts formed a single bay structure with additional pairs of interplane struts close to the fuselage in place of cabane struts, and an outward-leaning single strut on each side from the lower wingtip to the overhanging upper plane. The wings were unusual for the time, being covered not with fabric but thin plywood sheets. These were sewn together through eyelets inserted into them. Lateral control was provided by wing warping.

The fuselage was rectangular in cross-section and tapered towards the tail. A deep chord tailplane with highly swept leading edges and a pair of elevators with rounded trailing edges was mounted on top. At least part of the rudder projected below the fuselage. It was protected from the ground by a long tailskid, mounted well below the fuselage on a long post which also extended above the fuselage and appears, in a photograph, to have carried a small flag. The pilot’s open cockpit was positioned close to the trailing edge of the wing, which had a large cutout to improve visibility. The main undercarriage was built around a central skid, mounted on a pair of transverse V-struts to the fuselage. The two landing wheels were mounted on a split axle, attached to the skid.

The Baby was powered by a 30 hp (22 kW) Alvaston twin-cylinder, horizontally-opposed, water-cooled engine in the nose. It drove a two-blade propeller and was cooled by a pair of rectangular radiators, mounted longitudinally on the top edges of the fuselage, between the engine and the pilot, with their top edges attached to the lower surface of the upper wing.

John Gaunt flew his aircraft successfully for the first time on 12 June 1911 from his base on Southport sands in Lancashire, England. On 23 June, he covered a total of about seven miles, still flying mostly in straight lines. In the first week of July, he increased the distance covered, despite a member of the crowd he had attracted, who, unnoticed, bent one elevator out of shape and almost caused a crash. By 24 July, he had achieved flights of 30 minutes and reached an altitude of 300 ft (100 m). On 4 August, he made his first cautious turn but turns on windy days remained a problem into early September. That month, the Baby was flown successfully by another pilot, W.S Leveson-Gower, who posed no problems for the aircraft despite weighing 70 lb (32 kg) more than Gaunt.

It seems the aircraft flew again in the summer of 1912, but that a crash on 22 August ended its career.

Powerplant: 1 × Alvaston 2-cylinder horizontally opposed, water-cooled
Propeller: 2-blade Gaunt, 7 ft 0 in (2.13 m) diameter
Wing area: 208 sq ft (19.3 m2)
Empty weight: 600 lb (272 kg)
Maximum speed: 50 mph (80 km/h, 43 kn)
Stall speed: 35 mph (56 km/h, 30 kn)
Crew: one

Gatling 1873 Aeroplane

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Designed and built in North Carolina by James Henry Gatling, the brother of Richard Jordan Gatling, the inventor of the infamous machine gun, the aeroplane, also called the “Turkey Buzzard”, is the first known man-powered aircraft built and flown in America. On a brisk Sunday afternoon in the fall of 1873, Gatling, sitting in the cockpit of his invention, with hands and arms furiously turning the cranks of his fan blowers, reportedly glided a little over 100 feet from a platform constructed approximately 12 feet above the ground.

Replica

Gates Lear 60 / Bombardier Learjet 60

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The Learjet 60 was announced in October 1990 as the replacement for the Model 55C, from which it is derived. A proof of concept airframe flew for the first time on 18 October 1990 powered by one Garrett TFE331-3A and one PW305 engine. The first twin-PW305-powered Learjet 60 made its first flight from Mid-Continent Airport, Wichita, on 13 June 1991, and certification and early deliveries are targetted for the end of 1992. The Model 60 is the largest of the Learjet family and incorporates new fuel-efficient engines, a fuselage 0.07m wider and stretched by 1.43m, a ‘glass cockpit’, ‘steer by wire’ nosewheel, and an optional higher MTOW of 10478kg. Thrust reversers and single-point refuelling are also standard equipment, and the aircraft features a full galley, together with an aft toilet. By mid-1991, Learjet claimed to have sold the first full year’s production to customers in seven countries.

Gates Lear 60 Article

Bombardier Learjet 60 9H-AFJ

Engines: 2 x Pratt & Whitney Canada PW305 turbofans, 1995kg
Take-off weight: 10319 kg / 22750 lb
Wingspan: 13.34 m / 43 ft 9 in
Length: 17.88 m / 58 ft 8 in
Height: 4.47 m / 14 ft 8 in
Wing area: 24.57 sq.m / 264.47 sq ft
Max. speed: 858 km/h / 533 mph
Ceiling: 15545 m / 51000 ft
Range: 4441 km / 2760 miles

Gates Lear 56

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Learjet’s Longhorn series combines a revolutionary wing design, two of the most advanced engines introduced to the market, and 51,000-foot performance. The line of five aircraft has been designated the Learjet 28 and Learjet 29, both powered by General Electric turbojets, and the Learjet 54/55/56, and those three are powered by twin Garrett AiResearch fanjets. All the models are designed with a larger wing incorporating near-vertical winglets that have replaced the traditional Learjet tiptanks. The wing’s increased aspect ratio and super-critical winglets provide substantial aerodynamic improvements that in turn produce greater fuel efficiency and improved flight performance at high and low altitudes. The wing also has been responsible for significantly improved short-field performance. The balanced field length is 3,520 feet for the 54/55/56 series.

Engines two 3,650-lb. s.t. Garrett AiResearch fanjets.
Gross wt. 20,000 lb
Empty wt. 10,257 lb
Fuel capacity 1,194 USG.
Top speed 550 mph.
Stall 100 mph.
Initial climb rate 4,700 fpm.
Ceiling 51,000 ft.
Range 3, nm.
Balanced field length 4,160 ft.
Seats 12

Gates Lear 55

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At the 1977 Paris air show Gates Learjet announced details of its new Learjet 50 series. This was intended to comprise the Learjet 54, Learjet 55 and Learjet 56 with longer and larger cabins, all powered by twin Garrett AiResearch fanjets. The 55 was to have advanced wings incorporating NASA-developed winglets and this last feature gave rise to the name Longhorn.
The larger wing incorporating near-vertical winglets that have replaced the traditional Learjet tiptanks. The wing’s increased aspect ratio and super-critical winglets provide substantial aerodynamic improvements that in turn produce greater fuel efficiency and improved flight performance at high and low altitudes. The wing also has been responsible for significantly improved short-field performance. The balanced field length is 3,520 feet for the 54/55/56 series.
Only the Longhorn 55 has been developed, construction of the first airframe starting in April 1978 after successful testing of an aerodynamic prototype of the wing on a Learjet 25. The first of two Learjet 55 prototypes was flown initially on 19 April, 1979, and certification and delivery of the first production aircraft were recorded on 18 March 1981 and 30 April 1981 respectively.
The Model 55 followed the same overall configuration as earlier members of the Learjet family, and accommodated a crew of two on a separate flight deck and up to 10 passengers in the main cabin. In September 1986 the company announced the Model 55B, offering a new interior, ‘glass’ cockpit, improved take-off performance and increased range, all of which increased the aircraft’s operational flexibility. One year later, the Model 55C was revealed, fitted with rear underfuselage ‘Delta Fins’ giving improved directional stability at all speeds and reducing the landing speed, and thus removed the need for a stick puller/pusher.
Launched in 1987 was the Model 55C, which has a longer fuselage and deeper cabin than the 31. The engines were more powerful 3,700 lb st (16,46 kN) units and winglets and Delta-Fins were also standard.
Later versions are the 55C/ER extended-range version fitted with an extra tank holding 1175kg of fuel in the tailcone, and the Model 55C/LR giving even-longer-range through the installation of a further 322-litre fuel cell behind the standard fuselage tank. Typical configuration of this version is two crew and seven passengers. Around 150 Model 55 variants had been built by the end of 1990 and the version is to be superseded by the Learjet 60 during 1992.

LR-55 Learjet Longhorn 55
Engines: 2 x Garrett TFE 731-3A-2B, 3700 lbs thrust.
Seats: 12.
Length: 55.1 ft.
Height: 14.7 ft.
Wingspan: 43.8 ft.
Wing area: 265 sq.ft.
Wing aspect ratio: 7.2.
Maximum ramp weight: 20,750 lbs.
Maximum takeoff weight: 20,500 lbs.
Standard empty weight: 12,530 lbs.
Maximum useful load: 8220 lbs.
Zero-fuel weight: 15,000 lbs.
Maximum landing weight: 17,000 lbs.
Wing loading: 73.7 lbs/sq.ft.
Power loading: 2.6 lbs/lb.
Maximum usable fuel: 6682 lbs.
Best rate of climb: 4380 fpm.
Certificated ceiling: 51,000 ft.
Max pressurisation differential: 9.4 psi.
8000 ft cabin alt @: 51,000 ft.
Maximum single-engine rate of climb: 1250 fpm @ 200 kts.
Single-engine climb gradient: 379 ft/nm.
Maximum speed: 483 kts.
Normal cruise @ 41,000ft: 456 kts.
Fuel flow @ normal cruise: 1014 pph.
Stalling speed gear/flaps down: 103 kts.
Balanced field length 3,900 ft

Learjet 55C
Engines: 2 x Garrett TFE731-3A-2B turbofans, 1678kg
Max take-off weight: 9525 kg / 20999 lb
Empty weight: 5832 kg / 12857 lb
Wingspan: 13.35 m / 43 ft 10 in
Length: 16.80 m / 55 ft 1 in
Height: 4.48 m / 14 ft 8 in
Wing area: 24.57 sq.m / 264.47 sq ft
Max. speed: 884 km/h / 549 mph
Cruise speed: 744 km/h / 462 mph
Ceiling: 15545 m / 51000 ft

Gates Lear 54

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Learjet’s Longhorn series combines a revolutionary wing design, two of the most advanced engines introduced to the market, and 51,000-foot performance. The line of five aircraft has been designated the Learjet 28 and Learjet 29, both powered by General Electric turbojets, and the Learjet 54/55/56, and those three are powered by twin Garrett AiResearch fanjets. All the models are designed with a larger wing incorporating near-vertical winglets that have replaced the traditional Learjet tiptanks. The wing’s increased aspect ratio and super-critical winglets provide substantial aerodynamic improvements that in turn produce greater fuel efficiency and improved flight performance at high and low altitudes. The wing also has been responsible for significantly improved short-field performance. The balanced field length for is 3,520 feet for the 54/55/56 series.

Engines: 2 x 3,650-lb. s.t. Garrett AiResearch fanjets
Gross wt: 10,216 lb
Fuel capacity: 825 USG.
Top speed: 550 mph
Stall 100 mph.
Initial climb rate 5,380 fpm.
Ceiling 51,000 ft.
Range 2,300nm.
Balanced field length: 3,520 ft.
Seats 12

Gates Lear 50

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Gates Learjet Corporation reached a major milestone on 28 March 1980 when it delivered the 1,000th Learjet a Century III 35A. Learjets have now flown over one billion miles during more than 2.6 million flight/hr. The occasion was also marked by the roll out of the first production widebody Learjet Longhorn 50 series business jet.