The Volksplane VP-1 is a single seat aircraft designed by W.S. Evans, and first flown in 1968. The bare angular look is due to the designer’s aim to build a simple aeroplane where appearance and performance were of secondary importance. The wings consist of two solid spruce spars, band sawn ¼ inch plywood ribs, internal wire bracing and fabric covering. The wing is made in two separate panels, bolted to the fuselage at the inboard end and externally braced by streamline tubular steel struts. The airfoil section is NACA 4412. The fuselage is a square wooden 3-bulkhead box structure, plywood covered. A single tube over the windscreen serves as an overturn bar. The empennage consists of a wooden all-flying tailplane, to which is fitted an anti-servo tab and a single all-moving rudder. Both the rudder and tailplane are fabric covered. No fin is fitted. The undercarriage is made up of bent 3/8” 2024-T3 aluminium alloy plate wire braced and bolted to the fuselage. Shock absorption is taken by the two 600 x 6 tyres. A 6½ Imperial gallon moulded fibreglass fuel tank is installed behind the firewall. Engines up to 50 h.p. may be fitted. The only welding in the entire airplane is in the control stick assembly, the flying struts and the stabilator horn. Both the VP-1 and VP-2 can be stowed at home and require no trailer for highway towing. Aerobatics are not approved in either the VP-1 or VP-2.
For a super-quick build some builders fly the primary structure alone; no cowls, canopy, turtleback, fairings, etc. Then they design and build lines at their leisure.
The Evangel Aircraft Corporation was established to design and build a bush aircraft particularly for use by missionary groups. For work in South America it had to have STOL capability and be simple to operate and maintain. The aircraft that was designed was designated the Evangel 4500-300 and was a twin-engined monoplane.
By 1963, Carl Mortenson had created a high wing strut-braced, twin engine plane with a fabric over metal tubing fuselage and a metal wing. At that time it was a fixed gear tricycle design.
Evangel 4500
The prototype Evangel 4500-300 first flew in June 1964 and the first production aircraft in January 1969. The aircraft needs a very short take-off run and can achieve a take-off to 50 ft (15m) within 375yds (343m).
With a planned first production run of 12, only a total of 8 were built (a 9th was never completed). The unit cost was US$70,500 in 1971 but manufacture ceased in 1974 after seven production aircraft were built.
4500 The sole prototype, with a high strut braced wing and tricycle undercarriage.
4500-300 Production variant
4500-300-II Used to identify aircraft fitted with turbochargers.
Specifications: Engines: 2 × Avco Lycoming IO-540-K1B5, 300 hp (224 kW) each Wingspan: 41 ft 3 in (12.57 m) Length: 31 ft 6 in (9.60 m) Height: 9 ft 6 in (2.90 m) Wing area: 251 sq.ft (23.32 sq.m) Empty weight: 3,455 lb (1,567 kg) Gross weight: 5,500 lb (2,495 kg) Fuel capacity: 111 Usgals Maximum speed: 230 mph (370 km/h) Cruise speed: 175 mph (282 km/h) Stall speed: 67 mph Range: 700 miles (1,126 km) Service ceiling: 21,030 ft (6410 m) Rate of climb: 1,500 ft/min (7.6 m/s) Takeoff distance (50 ft.): 1,125 ft Landing distance (50 ft.): 1,140 ft. Crew: 1 Capacity: 8 passengers
Side by side two seat single engined mid wing monoplane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tail, canard wing. Pitch control by elevator on canard; yaw control by tip rudders; roll control by two thirds span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; main wing profile as Goldwing; but further modified; canard profile GU25; both double surface. Undercarriage has three wheels in tricycle formation; glass ribre suspension on all wheels. Push right go right nosewheel steering connected to yaw control. Brakes on main wheels. Aluminium tube/glass ribre fuselage, totally enclosed. Engine mounted below wing driving pusher propeller. The Goldwing II is Eurowing’s contender in the two seat three axis market. In 1983 the Goldwing II was about to commence its test flight programme in the hands of its designer, Craig Catto. Craig originally produced the design for the US firm Goldwing Ltd, who exhibited a prototype at the 1982 Oshkosh, but since then Eurowing has taken over development of the machine, the legal position regarding two ¬seaters being much more favourable in Britain than in the US.
Single seat single engined mid wing mono¬plane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tail, canard wing. Pitch control by elevator on canard; yaw control by tip rudders; roll control by half-¬span up only ailerons and spoilers; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; main wing profile, modified Liebeck; canard profile, GU25; both double surface. Undercarriage has three wheels in tricycle formation; glass fibre suspension on all wheels, brakes on main wheels, fuselage totally enclosed. Push right go right nosewheel steer¬ing connected to yaw control. No brakes. Aluminium tube glass fibre fuselage. Engine mounted above wing driving pusher propeller. Composite construction wing of foam and aluminium covered with glass fibre skin. While the Goldwing SP may look like nothing more than a Goldwing with an enclosed cockpit, in reality it is rather more than that. Not only is the fuselage differently constructed, using no aluminium except in the bulkhead, but the canard span is increased too. Together, these changes im¬prove both fuel consumption and aesthetics. There are other refinements too, such as nosewheel suspension and brakes on the mainwheels. Because of these alterations, the Goldwing SP is inherently heavier than its open counterpart, and is therefore not offered with the Robin engine. Standard engine for this machine is the Konig SC430, which in the form used by Eurowing develops 28 hp, 4 hp more than originally, thanks to redesigned pistons. The KFM 107 engine is an option. All Goldwing SPs, plus some later Goldwings, feature Eurowing’s patented vibration absorbing toothed belt reduction drive. Like the Goldwing from which it is de¬veloped, the SP is a Craig Catto design. However, unlike the open machine, the SP is made only by Eurowing there is no factory built US equivalent.
Engine: Konig SC430, 28hp. Toothed belt reduc¬tion. Max static thrust 165 lb, 75 kg. Length overall 12.0 ft, 3.66 m. Height overall 7.5ft, 2.29m. Wing span 30.0ft, 9.14m. Chord at root 4.5ft, 1.37 m. Chord at tip 3.0ft, 0.91m. Canard span 12.0ft, 3.66m. Canard chord 1.5 ft, 0.46 m. Fin height 3.0 ft, 0.91 m. Total wing area 148 sq.ft, 13.7 sq.m. Main wing area 130 sq.ft, 12.1 sq.m. Canard area 18 sq.ft, 1.7 sq.m. Main wing aspect ratio 6.9/1. Wheel track 5.0 ft, 1.52 m. Wheelbase 7.3 ft, 2.21 m. Nosewheel diameter overall 14 inch, 36 cm. Main wheels diameter overall 16 inch, 41 cm. Power per unit area 0.19hp/sq.ft, 2.0hp/sq.m ¬Fuel capacity 6.0 US gal, 5.0 Imp gal, 22.7 litre. Empty weight 290 lb, 132kg. Max take off weight 540 lb, 245kg. Payload 250 lb, 113kg. Max wing loading 3.65 lb/sq.ft, 17.9kg/sq.m. Max power loading 19.3 lb/hp, 8.8kg/hp. Load factors; +6.5, 3.0 ultimate. Max level speed 85 mph, 137 kph. Never exceed speed 90 mph, 145 kph. Max cruising speed 70 mph, 113 kph. Economic cruising speed 50 mph, 80 kph. Stalling speed 28 mph, 45 kph. Max climb rate at sea level 700 ft/min, 3.6 m/s. Min sink rate 180 ft/min at 35 mph, 0.9 m/s at 56 kph. Best glide ratio with power off 16/1 at 45 mph, 72 kph. Take off distance 220 ft, 65 m. Land¬ing distance 160 ft, 50 m. Range at average cruising speed 220 mile, 354 km.
Single seat single engined mid wing monoplane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tail, canard wing. Pitch control by elevator on canard; yaw control by tip rudders; roll control by half-span up only ailerons and spoilers; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; main wing profile, modified Liebeck; canard profile, GU25; both double surface. Undercarriage has three wheels in tricycle formation; no suspension on nosewheel and glass fibre suspension on main wheels. Push right go right nosewheel steer-ing connected to yaw control. No brakes. Aluminium tube glass fibre fuselage, partially enclosed. Engine mounted above wing driving pusher propeller.
Composite construction wing of foam and aluminium covered with glass fibre skin.
Since 1981 Brian Harri¬son’s Eurowing company has been building the Goldwing under license from the US company Goldwing Ltd, but in those years he has made a number of modifications to the Craig Catto design, often with the help of Catto himself, to suit the aircraft better to European conditions. The principal changes concern the undercarriage and the engine. The narrow track undercarriage of the US version has been replaced by a more rugged wide track design with glass fibre suspension on the main wheels. Engines have been more of a problem. By replacing the Cuyuna with a 330 cc Robin, Eurowing was able to create a Goldwing which just satisfied the British microlight definition as regards wing loading. However, it only required the builder to be over generous with the glass fibre to the tune of 3 kg, and the wing loading would exceed the legal limit. The solution to this situation came with the KFM 107 and Konig SC430 engines, both of which are substantially lighter than the Robin.
Another small but significant modification has been to paint the canard with a matt finish. This has the effect of making water droplets form a continuous film which, unlike droplets on a shiny surface, does not spoil the airflow. The aircraft thus becomes much more manageable in the rain, a consideration which in Scotland, where Eurowing is based, is very important.
Manufactured in the US, the Goldwing Ltd Goldwing is a canard mono¬plane with sweptback main wings and movable control surfaces. The canard is used for pitch control only and is fitted with a separate elevator mechanism. The main wingtip rudders may be deployed simultaneously with the rudder pedals. Additional control surfaces include ailerons and spoilers. Composite construction is used throughout. The pilot is enclosed in an aerodynamic nacelle. POWERPLANT: Cuyuna 430D with recoil starter mounted in a pusher position behind the pilot nacelle. The engine has been modified for aircraft use with two extra main bearings, an extended crankshaft, lower compression ratio, separate ignition for each cylinder, special carburetor and tuned exhaust system. Direct drive is standard, turning a two-blade wooden propeller made by Goldwing. Fuel is carried in a plastic container located behind the pilot. A 2:1 reduction unit is optional. LANDING GEAR: Tricycle landing gear make use of moped shock absorbers with coil springs. The nosewheel is steerable, and there are no brakes. Main and nosewheels are 20 inches in diameter. First year built: 1978. Units delivered by June 1981 100+. The Goldwing UL is the same as standard Goldwing, with lower-power engine and lighter weight to comply with Ultralight Category parameters. POWERPLANT: 25-hp Zenoah. The Goldwing II is a two place. The Gold Duster is equipped with full spray equipment. At 290 lbs the standard Goldwing Ltd Goldwing falls into the FAA’s Ex¬perimental category; not Ultralight.
Eurowing Goldwing Engine: Robin EC34PM, 30 hp at 6200 rpm. Propeller diameter and pitch 54 x 30 inch, 1.37 x 0.76 m. V belt reduction, ratio 2.7/1. Max static thrust 190 lb, 86 kg. Length overall 12.0 ft, 3.66 m. Height overall 6.0ft, 1.83m. Wing span 30.0ft, 9.14m. Chord at root 4.5ft, 1.37 m. Chord at tip 3.0ft, 0.91m. Canard span 10.0ft, 3.05m. Canard chord 1.5 ft, 0.46 m. Fin height 3.0 ft, 0.91 m. Total wing area 145 sq.ft, 13.5 sq.m. Main wing area 130 sq.ft, 12.1 sq.m. Canard area 15 sq.ft, 1.4 sq.m. Main wing aspect ratio 6.9/1. Wheel track 5.0 ft, 1.52 m. Wheelbase 7.0 ft, 2.13 m. Nosewheel diameter overall 14 inch, 36 cm. Main wheels diameter overall 16 inch, 41 cm. Power per unit area 0.21 hp/sq.ft, 2.2 hp/sq.m. Fuel capacity 6.0 US gal, 5.0 Imp gal, 22.7 litre. Empty weight 290 lb, 132kg. Max take off weight 540 lb, 245kg. Payload 250 lb, 113kg. Max wing loading 3.72 lb/sq.ft, 18.1 kg/m . Max power loading 18.0 lb/hp, 8.2kg/hp. Load factors; +6.5, 3.0 ultimate. Max level speed 75 mph, 121 kph. Never exceed speed 90 mph, 145 kph. Max cruising speed 65 mph, 105 kph. Economic cruising speed 45 mph, 72 kph. Stalling speed 28 mph, 45 kph. Max climb rate at sea level 750 ft/min, 3.8 m/s. Min sink rate 200 ft/min at 35 mph, 1.0 m/s at 56 kph. Best glide ratio with power off 14/1 at 45 mph, 72 kph. Take off distance 200 ft, 60 m. Land¬ing distance 180 ft, 55 m. Range at average cruising speed 220 mile, 354 km.
Goldwing Ltd Goldwing Engine: 30 hp Cuyuna 430D. Engine displacement 429cc. Rated hp 30. Static thrust 150 lbs. Wing¬span 30’. Wing area 128 sq.ft. Aspect ratio 5.6. Overall length 12’. Empty weight 290 lbs. Wing loading 4.2 Ibs/sq.ft. L/D power-off glide ratio 16:1. Cruise speed (85% power) 60 mph. Stall speed 24 mph. Approach speed 40 mph. Flare speed 30 mph. Liftoff speed 26 mph. Takeoff roll distance 150 ft. Rate of climb 600 fpm. Fuel capacity 2½ gal. Range at cruise 100 mi. Max pilot wt: 240 lbs.
The Europrop International TP400-D6 is an 11,000 shp (8,203 kW) powerplant for the Airbus A400M military transport aircraft, developed and produced by Europrop International. It supersedes the now defunct Aero Propulsion Alliance TP400-D1 M88 derivative proposed earlier. It is the third most powerful turboprop after the contra-rotating Kuznetsov NK-12 and Progress D-27, making the TP400 the most powerful single-rotation turboprop.
The engine has a twin-spool gas generator, with a third coaxial shaft connecting the low pressure power turbine to the 5.3 m diameter, eight bladed, composite propeller, via an offset reduction gearbox. Gas generator configuration is as follows: Five-stage intermediate pressure (IP) compressor, driven by a single-stage IP turbine; contra-rotating six-stage high pressure (HP) compressor driven by a single-stage, air-cooled, HP turbine.
A three shaft configuration (i.e. 2 spool gas generator) was chosen to maximize overall pressure ratio, whilst retaining a free power turbine. An earlier proposal, designated the TP400-D1, based on the core size of the SNECMA M88-2 military turbofan was considered by Airbus to be too heavy and not sufficiently fuel efficient, so an all-new, smaller, core was chosen for the -D4.
Maximum power output is 11,000 shp installed, with an Overall Pressure Ratio of about 25:1 and a Rotor Inlet Temperature of roughly 1,500 K. With Gearbox, output can be up to 100 kNm (6840 Ft-Lb) of torque. The IP compressor has a pressure ratio of 3.5, whereas the HP compressor develops a pressure ratio of about 7.2.
The engine first ran on 28 October 2005 using a water brake as the load. During subsequent testing, the engine reached full power. On 28 February 2006 the engine was tested for the first time with the propeller installed.
Certification was scheduled for October 2007, with the A400M first flight scheduled shortly afterwards. However continued technical problems have delayed the certification test program and pushed the entire A400M aircraft program into further delays. Two milestones were reached in June 2008: its first ground run on a flight testbed, and completing integration with the first production aircraft.
The engine delays were primarily due to problems with completing the FADEC software to the satisfaction of the civil authorities. Flight trials of a single TP400-D6 engine, mounted on the port wing of a C130K flying test bed, were completed only on 30 September 2009. On 11 December 2009, the maiden flight of the A400M took place.
TP400-D6 Type: Turboprop Length: 138 in (3.5 m) Diameter: 36.4 in (0.92 m) Dry weight: 1,890 kilograms (4,167 lb) Compressor: Five stage intermediate pressure unit, with no variable stators and a six stage high pressure unit with two rows of variables Turbine: Single stage high pressure and intermediate pressure units, three stage power turbine Maximum power output: 11,000 horsepower (8,203 kW) Overall pressure ratio: 25 Turbine inlet temperature: 1500K approx Specific fuel consumption: 0.39 lb/shp-hr (0.238 kg/kW-hr) approx Power-to-weight ratio: 4.41 kW/kg (2.68 hp/lb)
Europrop International GmbH (EPI) is a joint venture among four European aero-engine manufacturers, MTU Aero Engines, Snecma, Rolls-Royce, and Industria de Turbo Propulsores. The company’s sole product is the Europrop TP400-D6 7970 skW/10,690shp turboprop developed for the Airbus Military A400M.
The EuroProp joint company is an alliance of: MTU Aero Engines (28%) Germany Rolls-Royce (28%) United Kingdom Snecma (28%) France Industria de Turbo Propulsores (Sener Aeronáutica and Rolls-Royce) (16%) Spain
Workshare on the TP400-D6 engine is split based on the number of aircraft purchased by each of the partner nations. The 2010 shares were: Snecma 32.2% (including work at Techspace Aero), Rolls-Royce 25% (includes work at German operations), MTU 22.2%, ITP 20.6% (includes a Turkish share from TEI who were responsible for the front bearing structure and exhaust nozzle assemblies).
