Piston

Bartini Stal 6      

TerryLeave a comment
Stal-6 fighter prototype.

The work started by AI Putilov in the OOS of the NII GVF on the use of steel in aeronautical construction was followed by other groups of engineers. On April 30, 1930, Bartini proposed to the management of the Central Construction Bureau (TsKB) the creation of a fast airplane with a totally clean aerodynamically airframe. The project was analysed and approved, but its realization was very far away.

First of all, Roberto Bartini , despite being a communist, was Italian and therefore could not be allowed to have access to the secrets of the Soviet aeronautical industry. Second, most airplane builders at that time did not believe in the “wonderful foreign engineer” and therefore did not wish to share their experience with him.

Fortunately, help came from the VVS chief Pyotr Ivanovich Baranov and the RKKA chief of armaments Mikhail Nicolaevich Tukhachevsky. They succeeded in starting in 1932 the fast plane project works at the CNII (Factory No. 240).

The Stal-6 was originally conceived by Bartini as a fighter under the name EI ( Э кспериментальный И стребитель – Experimental Fighter). As it was developed within the structure of a civilian research institute, no weapons were installed.

Structurally, it was conceived as a low-wing single-seater monoplane, with a wing area of 14.3 sq.m. The tail unit was of the monoplane type. One of the most unusual features of the new aircraft was the presence of a single 800 x 200 mm wheel on the front centre portion of the fuselage with two stabilization skis on the underside of the wings. Both the wheel and the skis were fully retractable. The retraction system was manual using a rope system.

The structure was made of chromium – moly steel tubes (hence the name Stal – Steel) and the skin was an aluminum-magnesium alloy (AltMag, Electron) on the entire front and Bakelite on the tail. The wings featured a steel tube structure with a stainless-steel coating. The wing ribs were made of U-type steel profiles. The fuselage was noted for its aerodynamic cleanliness with the cockpit deck flush with the top of the fuselage. The weight of the aircraft with the 660 hp engine was only 850 kg.

Stal-6 structural drawing

The aircraft used an evaporative water-cooling system inside the wings. The engine’s cooling water was heated to steam. The steam was circulated through the double wing cladding made of ‘enerzh-6’ (stainless) steel. There it condensed to become a liquid state again and cooled to return to the engine. This configuration avoided the use of external radiators, improving the aerodynamics.

The control of the elevators could be adjusted so that the pilot could vary the pressure to exert on the control stick depending on the flight regime and speed.

To minimize air resistance, the cockpit was inserted into the fuselage, without protruding. Visibility of the runway during takeoff and landing operations was ensured by moving the pilot’s seat upward, with the pilot’s head protruding above the level of the fuselage. During the flight the seat was returned to its normal position.

In 1933, under the direction of Bartini, the construction of the single-seat Stal-6 (Russian Сталь-6) began.

The first flights began on October 7, 1933. In one of the first flights 400 km / h were reached. Pilots A.B.Yumashiev and P.M.Stefanovsky demonstrated that take-off and landing operations with a single centre wheel were as safe and easy as with conventional gear.

The speed reached at sea level was 420 km / h, almost 100 km / h higher than that of contemporary fighters and was a new world speed mark for aircraft in its class. It is noteworthy that the main RKKA fighter at the time was the Polikarpov I-5 that reached only 280 km / h and the new fighter also devised by Nikolai Polikarpov that was preparing to be tested at that time, the I-16 with an M-22 engine, only reached 359 km / h.

The reaction that the Stal-6 provoked was not what was expected. VVS authorities immediately ordered its builders to work on increasing the speed of their fighters. The builders began to protest, claiming that increases in speed were impossible to achieve in such a short time. The GVF (Civil Aviation Fleet) was ordered to build a fighter based on the Stal-6. This fighter was named Stal-8.

Important discussions centred on the vulnerability of the use of the vaporization cooling system. All water-cooled systems are generally more vulnerable than air-cooled systems, unless they are specially armored as in the Ilyushin Il-2. However, the increased area of the cooling surface in the vaporization system, which increases the risk of impact, is offset by the less impact of a hole in the entire system.

During the Stal-6 flight tests, the pilot ABYumashiev carried out several flights with the cooling system switched off to mimic damage to the cooling system. Each flight lasted more than 30 minutes. Taking into account that the autonomy of the majority of Soviet fighters of the time did not exceed one hour, it follows that the damaged fighter could not only return to its base satisfactorily, but could also finish its combat without problems. The Stal-6 used a single cooling unit and this could have been a development point as well, as segmented systems tend to be less vulnerable.

Engine: 1 × V-1570 Curtiss Conqueror, 469.8 kW (630 hp)
Wingspan: 9.0 m (29 ft in)
Wing area: 14.3 sq.m (154 sq.ft)
Length: 6.88 m (22 ft 6-3/4 in)
Height: 7.316 ft / 2.23 m
Empty weight: 850 kg (1,874 lb)
Gross weight: 1,080 kg (2,381 lb)
Fuel capacity: 135 kg
Maximum speed at height: 420 km/h (261 mph)
Maximum speed at sea level: 350 km / h
Landing speed: 110 km / h
Ceiling: 8000 m
Rate of climb: 21 m/s (4,135 ft/min)
Climb to 1000m: 0.8min
Climb to 2000m: 2.0min
Climb to 3000m: 3.0min
Endurance: 1.5 hours
Practical range: 180 km
Take-off run: 150 m in 10 seconds
Landing roll: 280 m in 20 seconds
Crew: 1

Bartel BM-6       

TerryLeave a comment
BM-6a2

The aircraft was designed by Ryszard Bartel in the Samolot factory in Poznań, as a trainer-fighter plane. A mixed construction biplane. Steel framed fuselage, rectangular in cross-section, canvas covered (engine and upper sections – aluminum covered). Rectangular two-spar wings with rounded ends, plywood and canvas covered. Upper wing span: 7.36 m, lower wing span: 8.10 m. Lower and upper wing halves were interchangeable. Single pilot, sitting in open cockpit, with a windshield. The V8 engine Hispano-Suiza 8Be was modified to lower power output (from 220 hp to 180 hp). Radiator below the fuselage. Fixed landing gear, with a rear skid.

The BM-6 prototype, designated BM-6a, was flown on 8 April 1930 in Poznań. Its advantage was an easy construction and maintenance, according to Bartel’s design philosophy. A distinguishing feature of all Bartels was an upper wing of a shorter span, because lower and upper wing halves were interchangeable (i.e. the lower wingspan included the fuselage width). It first introduced a mixed construction to Bartel’s designs.

After trials, the prototype was modified in July 1930. The prototype was later redesignated BM.6a/II after it was substantially modified. It offered quite good flight characteristics and was capable of aerobatic flight. It was demonstrated in a fighter-plane competition in Bucharest in 1930, along with the similar PZL P.1.

BM-6a2

The second prototype BM-6b, with a Wright Whirlwind 220 hp radial engine, was ordered, but work upon it ceased with closure of the Samolot factory in mid-1930. The PWS works, which inherited many of Samolot’s projects, did not continue the project, for it had its own similar design, the PWS-11.

After state trials in 1931, the prototype was used in an advanced training school in Grudziądz, then in an aviation training center in Dęblin.

BM-6a
Engine: 1 × Hispano-Suiza 8Be (modified), 180 hp
Propeller: Two-blade wooden fixed pitch
Wingspan: 8.10 m
Wing area: 17.6 m²
Length: 6.30 m
Height: 2.76 m
Empty weight: 697 kg
Loaded weight: 985 kg
Fuel capacity (fuselage): 168 lt
Useful load: 288 kg
Wing loading: 56 kg/m²
Maximum speed: 192 km/h
Cruise speed: 165 km/h
Stall speed: 85 km/h
Range: 550 km
Service ceiling: 3,800 m
Rate of climb: 4 m/s
Armament: One synchronised 7.7 mm Vickers machine gun in fuselage
Crew: 1

BM-6a2

Bartel BM-5 / BM-300

TerryLeave a comment
BM-5b2

The Bartel BM-5 was designed by Ryszard Bartel with Z. Nowakowski , J. Medwecki , S. Nowkuński in the Samolot factory in Poznań, as an advanced trainer, transitory between primary trainers and bomber or reconnaissance aircraft.

A further development of the Bartel BM-3, it was a wooden construction biplane, the fuselage was rectangular in cross-section, plywood covered (engine section – aluminum covered). Rectangular two-spar wings, plywood and canvas covered. Crew of two, sitting in tandem in open cockpits, with individual windshields and twin controls, instructor in rear cockpit. Fixed landing gear, with a rear skid. Engine in front, with a water radiator below fuselage nose (BM-4a,b,c). Two-blade wooden propeller. Fuel tanks in upper wings and fuselage, capacity: 235-270 t.

BM-5a1

The upper panels were identical to the bottom and braced with N steel pipe and wood double links. Upper panels attached to the hull placed on the pyramid of 6 steel pipes and wood. Ailerons on all wings, covered with plywood. The fuselage of rectangular cross-section rounded at the top, was covered with plywood. The front part of the fuselage covered with removable end caps made of aluminum sheet. Trapezoidal tail welded steel pipe, covered with canvas. Tail horizontal casement, supported by struts with steel pipes, vertical tail stiffened profiled of tube.

The BM-5 prototype construction started in March 1928 and flown on 27 July that year in Poznań. It had good handling, high stability and spin resistance, which made it a suitable trainer for larger aircraft. The plane was transferred to the military trials, during which some changes were made. During the evaluation flights at the Ławica airport during winter 1929, skis were installed on the aircraft, which proved suitable. A distinguishing feature of all Bartels was an upper wing of a shorter span, because lower and upper wing halves were interchangeable (i.e. the lower wingspan included the width of the fuselage).

BM-5a1

The first prototype was designated BM-5a1 and was fitted with a 220 hp (160 kW) Austro-Daimler inline engine. The second prototype, flown on 15 April 1929, was designated BM-5b1 and was fitted with a 230 hp (170 kW) SPA-6A inline engine. Compared with its predecessor, it was heavier by 60 kg due to a larger supply of fuel. Two BM-5b1 were built. It was refitted in August with a 320 hp (240 kW) Hispano-Suiza 8Fb V-engine and redesignated BM-5c1 (it was meant to utilize engine stores from the Bristol F.2 Fighter) and was flight tested on July 29, 1929. Next 20 aircraft of each type were built: BM-5a2, BM-5b2 and BM-5c2.

Bartel BM-5b

A disadvantage of most BM-5s were old and faulty engines. From all the variants the BM-5a variant was the heaviest and had the worst performance. Several BM-5a burned in a fire in September 1929. For that reason in 1935 one BM-5 was fitted at the PZL works with a 240 hp (180 kW) Wright Whirlwind J-5 radial engine, produced in Poland (in Polish Skoda Works, then Avia). This variant was designated the BM-5d and 20 of BM-5a and BM-5b were next converted to BM-5d.

BM-5d

On March 20, 1929 a contract was signed for series production of 40: 20 version of the VM-5a and 20 versions of BM-5b, with the first five were equipped with AD225 engine, and the next five – SPA. All production aircraft received the military designation BM-5R2 and deliveries were completed in 1930. These aircraft are sometimes called BM-300. Single copies were in training regiments, squadrons and air camps.

BM-5c1

A total of 62 were built.

BM-5s were used in the Polish Air Force for training from 1930, in a central pilots’ school in Dęblin. 5 BM-5c’s were used in Naval Air Unit (MDLot) in Puck. Most were written off in the second half of 1930s and replaced with the PWS-26 in April 1938. Some survived until the German invasion of Poland in September 1939. None survived the war.

BM-5c2

Variants:

BM-5a
Austro-Daimler 6-cylinder straight engine, water-cooled, 220 hp (160 kW) nominal power
Wingspan: 11.2 m
Length: 7.81 m
Height: 3.18 m
Wing area: 31.0 m2.
Empty weight: 980-972 kg
Useful load: 370-432 kg
MTOW: 1350-1395 kg
Max speed of 164 kph
Cruise: 145 kph
Stall: 76-80 kph
ROC: 2.6 m / s
Ceiling: 3250 m
Range: 420-550 km

BM-5a2
Engine: Austro Daimler, 225 hp
Wingspan: 11.20 m
Length: 7.81 m
Height: 3.18 m
Wing area: 31.00 sq.m
Empty weight: 980 kg
Normal takeoff weight: 1350 kg
Maximum speed SL: 164 km / h
Cruising speed: 145 km / h
Practical range: 420 km
Rate of climb: 156 m / min
Ceiling: 3250 m
Crew: 2

BM-5b
SPA-6A 6-cylinder straight engine, water-cooled, 230 hp (170 kW) take-off power, 220 hp (160 kW) nominal power
Wingspan: 11.2 m
Length: 7.81 m
Height: 3.18 m
Wing area: 31.0 m2
Empty weight: 922-906 kg
Useful load: 378 kg
MTOW: 1300 kg
Max speed: 161 kph
Cruise: 145 kph
Stall: 70 kph
ROC: 3.4 m / s
Ceiling: 3075 m
Range: 435 km

BM-5c
Hispano-Suiza 8Fb 8-cylinder V-engine, water-cooled, 320 hp (240 kW) take-off power, 300 hp (220 kW) nominal power
Wingspan: 11.2 m
Length: 7.81 m
Height: 3.18 m
Wing area: 31.0 m2
Empty weight: 947 kg, 383 kg
MTOW: 1330 kg
Max speed: 172 kph
Cruise: 150 kph
Stall: 73 kph
ROC: 4.5 m / s
Ceiling: 4750 m
Range: 300-360 km

BM-5d
Wright Whirlwind J-5 9-cylinder radial engine, 240 hp (180 kW) take-off power, 220 hp (160 kW) nominal power
Wingspan: 11.2 m (36 ft 9 in)
Wing area: 31 m² (334 ft²)
Length: 7.6 m (24 ft 11 in)
Height: 3.18 m (10 ft 5 in)
Empty weight: 900 kg (1,980 lb)
Loaded weight: 1,290 kg (2,838 lb)
Useful load: 390 kg (858 lb)
Wing loading: 41.6 kg/m² (8.50 lb/ft²)
Power/mass: 140 W/kg (0.085 hp/lb)
Maximum speed: 172 km/h (93 knots, 107 mph)
Cruise speed: 150 km/h (81 knots, 93 mph)
Stall speed: 70 km/h (38 knots, 43 mph)
Range: 450 km (243 nm, 280 miles)
Service ceiling: 4,000 m (13,100 ft)
Rate of climb: 4 m/s (790 ft/s)
Crew: 2, student and instructor
Armament: None

BM-5a2

Bartel BM-4

TerryLeave a comment
BM-4a

The aircraft was designed by Ryszard Bartel in the Samolot factory in Poznań. It was a development of the Bartel BM-2, which did not advance beyond the prototype stage. The Bartel BM-4 performance was superior to the BM-2, and also to the Hanriot H.28, used by the Poles and licence-built by Samolot.

Wooden construction biplane, conventional in layout. Fuselage rectangular in cross-section, plywood covered (engine section – metal covered). Rectangular two-spar wings, plywood and canvas covered. Crew of two, sitting in tandem in open cockpits, with individual windshields. Cockpits with dual controls, instructor’s at rear. Fixed landing gear, with a rear skid.

The BM-4 prototype was flown on 20 December 1927 in Poznań. It had good handling and stability and was resistant to spinning. A distinguishing feature of all Bartels was an upper wing of a shorter span, because lower and upper wing halves were interchangeable (i.e. the lower wingspan included the width of the fuselage).

The first prototype was designated BM-4b and was fitted with 90 hp Walter Vega radial engine. The first prototype BM-4b was given to the king of Afghanistan Amanullah Khan during his visit to Poland in 1928. The second prototype, flown on 2 April 1928, was designated BM-4d and fitted with the Polish experimental 85 hp WZ-7 radial engine, then refitted with 80 hp Le Rhône 9C rotary engine and redesignated BM-4a. The BM-4a became a production variant, because the Polish Air Force had a store of Le Rhône engines. 22 aircraft were ordered and built in 1928–1929. This variant had a cowled engine which made it different from all other BM-4s with radial engines.

B-4all

Next several variants remained experimental. The BM-4c with a 125 hp Lorraine-Dietrich 5Pb radial engine, built as a one-off in 1928, was supposed to be used for long-distance flights to advertise the engines, but was finally used as the factory’s aircraft. Three BM-4a’s were converted to BM-4e of 1930 with the Polish experimental 85 hp Peterlot radial engine, the BM-4f of 1931 with the Polish experimental 120 hp Skoda G-594 Czarny Piotruś radial engine, and the BM-4g of 1931 with 100 hp de Havilland Gipsy I inline engine. The last one competed against the RWD-8 in a search for a standard trainer aircraft, but was not selected. After tests in 1932, all three were converted back with Le Rhône engines.

BM-4h

The second series variant became BM-4h, with 120 hp de Havilland Gipsy III or 120 hp Walter Junior 4 inline engines. Like late BM-4a’s, they had a rounded tailfin and a modified undercarriage. Due to the Samolot factory’s closure in 1930, the BM-4h was developed at the PWS (Podlaska Wytwórnia Samolotów) and built there in 1932 in a series of about 50 aircraft.

BM-4b

BM-4a’s were used in the Polish Air Force from 1929 – in pilots’ school in Bydgoszcz. 6 burnt in September 1929 in the Samolot factory. BM-4h’s were used in the Polish Air Force from 1932, in schools in Bydgoszcz and Dęblin. They only partly replaced Hanriot H.28s and were themselves replaced with the RWD-8. They had military numbers starting with 33.

In 1936 the Polish Air Force handed over their remaining 23 BM-4h’s to civilian aviation – most to regional aero clubs, some to the Ministry of Communication. They received registrations SP-BBP – BBZ and from a range SP-ARB to ARZ. Several survived until the German invasion of Poland in September 1939. Several were used as liaison aircraft during the campaign. None survived the war.

BM-4 at exhibition in Poznan, 1929

Variants:

BM-4a
Engine: Le Rhône 9C, 80 hp / 60 kW nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Wingspan: 10.175 m (33 ft 5 in)
Wing area: 25 m2 (270 sq ft)
Length: 7.22 m (23 ft 8 in)
Height: 2.93 m (9 ft 7 in)
Empty weight: 538 kg (1,186 lb)
Gross weight: 359 kg (791 lb)
Fuel tank (fuselage): 89.5 lt
Wing loading: 31.6 kg/m2 (6.5 lb/sq ft)
Power/mass: 0.101 kW/kg (0.0615 hp/lb)
Maximum speed: 125 km/h (78 mph; 67 kn) at sea level
Cruising speed: 110 km/h (68 mph; 59 kn)
Stall speed: 57 km/h (35 mph; 31 kn)
Endurance: 3 hours
Service ceiling: 2,820 m (9,252 ft)
Rate of climb: 1.9 m/s (370 ft/min)
Time to altitude 1,000 m / 3,281 ft: 9 min 42 sec
Crew: 2

BM-4b
Engine: Walter Vega, 90 hp take-off power, 85 hp nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Fuel tank (fuselage): 89.5 lt

BM-4c
Engine: Lorraine-Dietrich 5Pb, 125 hp take-off power, 110 hp nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Fuel tank (fuselage): 89.5 lt

BM-4d
Engine: Avia WZ-7, 85 hp take-off power, 80 hp nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Fuel tank (fuselage): 89.5 lt

BM-4e
Engine: Peterlot, 85 hp take-off power, 80 hp nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Fuel tank (fuselage): 89.5 lt

BM-4f
Engine: Skoda G-594 Czarny Piotruś, 120 hp take-off power, 100 hp nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Fuel tank (fuselage): 89.5 lt

BM-4g
Engine: de Havilland Gipsy I, 100 hp take-off power, 90 hp nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Fuel tank (fuselage): 89.5 lt

BM-4h
Engine: de Havilland Gipsy III, 120 hp nominal power or Walter Junior 4, 120 hp take-off power, 110 hp nominal power.
Propeller: Two-blade wooden 2.55 m diameter.
Fuel tank (fuselage): 89.5 lt

BM-4a1

Bartel BM-2 / M-2

TerryLeave a comment

The Bartel BM-2 was designed by Ryszard Bartel, a chief designer of Samolot factory in Poznań. It was the first Polish design of a trainer plane. Initially it was known as Bartel M-2, then BM-2 (M was for designer’s wife Maryla).

A wooden construction biplane, conventional in layout. Fuselage rectangular in cross-section, plywood-covered (engine section – metal covered). Rectangular two-spar wings, plywood- and canvas-covered. Crew of two, sitting in tandem in open cockpits, with individual windshields. Cockpits with twin controls, the instructor seated aft. Fixed landing gear, with a rear skid (main gear with a common axle, sprung with a rubber rope). Radial engine in the fuselage nose, without a cowling.

A feature of the BM-2 and all Bartels was an upper wing of a shorter span, because the lower and upper wing halves were interchangeable (i.e. the lower wingspan included the width of the fuselage). Also Bartel put a stress on standardizing the construction materials used: steel pipes, metal sheet etc, in order to make production and repairs easier. A distinguishing feature of the BM-2 was the upper wing directly over the lower wing – un-staggered wings, while in later Bartel designs, the wings incorporate forward stagger.

The prototype was flown on 7 December 1926 in Poznań. In June 1927 it was shown at the first Aviation Exhibition in Warsaw. It was tested in 1927 and evaluated as quite good, but it was not built in series, because Bartel decided to design an improved aircraft, which resulted in the Bartel BM-4 trainer, which was produced in quantity. After flight testing, the prototype was removed from service.

Engine: 1 × Salmson 9 Ac, 90 kW (120 hp)
Prop: 2 blade, 2.24m diameter
Wingspan: 11.77 m (38 ft 7¼ in)
Wing area: 28.6 m² (308 ft²)
Length: 7.8 m (25 ft 7 in)
Height: 3.08 m (10 ft 1¼in)
Empty weight: 695 kg (1,529 lb)
Loaded weight: 970 kg (2,314 lb)
Useful load: 275 kg (605 lb)
Fuel capacity: 201 lt
Cruise fuel consumption: 34 lt/hr
Maximum speed: 128 km/h (69 knots, 80 mph)
Cruise speed: 100 km/h (54 knots, 62 mph)
Stall speed: 65 km/h (35 knots, 40 mph)
Range: 320 km (173 nm, 199 miles)
Service ceiling: 4,000 m (8,800 ft)
Rate of climb: 2.9 m/s (570 ft/min)
Wing loading: 33.8 kg/m² (7.51 lb/ft²)
Power/mass: 0.093 kW/kg (0.052 hp/lb)
Crew: 2, student and instructor

Bartel BM-1 Maryla

TerryLeave a comment

The Bartel BM-1 Maryla was a fighter aircraft design for the Polish military that did not advance beyond the design stage. It was designed in response to a Polish War Ministry competition in 1925 and was placed third, netting Bartel a zł 1,000 prize. Maryla was the name of Bartel’s wife. The design was a single-seat parasol-wing monoplane. A distinctive feature were Y-shaped struts joining wing with an undercarriage. It was not built.

Engine: 1 × Lorraine 12E Courlis or Hispano-Suiza 12 cylinder liquid-cooled 340 kW (450 hp)
Wingspan: 11 m (36 ft 1 in)
Wing area: 22 m2 (240 sq ft)
Airfoil: Bartel 37/IIa
Length: 7 m (23 ft 0 in)
Height: 3 m (9 ft 10 in)
Empty weight: 1,020 kg (2,249 lb)
Gross weight: 1,500 kg (3,307 lb)
Maximum speed: 285 km/h (177 mph; 154 kn)
Crew: 1
Armament:
2 × fixed, forward-firing 7.7 mm (0.303 in) Vickers machine guns in the fuselage
2 × fixed, forward-firing 7.5 mm (0.295 in) Darne machine guns in wings

Barry Souricette

TerryLeave a comment

Designed by Michel Barry to keep construction costs to an absolute minimum, the single seat Souricette will fly with as little as 15 hp.

Engine: JPX 425, 15 hp
Wing span: 9 m
Wing area: 10.1 sq.m
MAUW: 200 kg
Empty weight: 95 kg
Fuel capacity: 20 lt
Max speed: 140 kph
Cruise speed: 110 kph
Minimum speed: 40 kph
Climb rate: 2.5 m/s
Seats: 1
Fuel consumption: 5 lt/hr
Plan price (1998): 1000 Fttc
Kit price (1998): 22 000 Fttc

Barrow Bearhawk LSA

TerryLeave a comment

The prototype Bearhawk LSA N289EH had a Continental A65/75 engine, with an empty weight of 728 lb, with an aluminum prop and no electrics. Barrows estimates that 750 pounds is a realistic empty weight for a builder who works hard to keep the airplane light. With the LSA maximum gross weight of 1320 lbs. (in the utility category), this 2-place LSA has a very respectable useful load. Barrows has said that the airplane is really designed for a max gross weight of 1500 lbs (in utility category), so there is a built-in margin of safety for those who do not have to fly under the LSA rules. The Bearhawk LSA utilizes 4130 Chromalloy tube and fabric along with all-aluminum, flush riveted wings.

The Bearhawk LSA can take off in as little as 200 feet and climb at 1500 ft. per minute and then level off and cruise at 120 mph sipping only 5 gph. Barrows reports an economy cruise speed of about 110 mph sipping only 4 GPH with the Continental C-85 engine. With a 30 gallon tank that gives you over 7 hours in the air. Not many vehicles can do 110 mph only consuming 25 miles per gallon. If you want to get there a bit faster, you can push it up in cruise to 120 mph burning about 5 GPH.

The cabin width is a spacious 31” wide and 97” long. The Bearhawk LSA can be flown with the windows open for taking those perfect aerial photos.

Prices and contents of the Bearhawk LSA kits and components (2014):
Standard QB Kit – $30,000 (requires some welding)
Includes: Quick-build Wing Kit
Standard Fuselage

Deluxe QB Kit – $36,000 (no welding required)
Includes: Quick-build Wing Kit and Deluxe Fuselage Kit

Quick-build Wing Kit $15,500 These Wings are sold in an advanced level of completion. The top skin is fully riveted. Fuel tanks are included as are the ailerons.

Standard Fuselage Kit – $15,500 – Some welding is required but the fuselage frame comes fully welded with all of the major attachment fittings welded – unpainted (includes landing gear and motor mounts) Also includes Horizontal Stabilizer, Rudder and elevators as well as control sticks and rudder pedals.
Deluxe Fuselage Kit – $21,500 – The same as Standard Fuselage but has all the tbs and the frame is primed and painted. Includes all pre-cut sheet metal, doors, and frames, fiberglass nose bowl, tail spring, seat frames, instrument panel blank, etc.

The prices and contents of the kits and components (2014):
QUICK BUILD KIT $40,500
The Quick-Build Kit is on the FAA 51% approved kit list.
Because the airframe is largely fabric covered and because of the way the FAA constructs its definition of the 51% rule, there is no actual structural fabrication to be done other than completing the riveting of the top skin. This is left partially open so the builder can access and install certain components.
Although all of the wing control surfaces are almost ready to be installed, the builder must install the hinges first and then install them, which is part of the 51% program. The same thing is true of the tail, landing gear, control system, etc: the components are finished but must be installed. Assembly and installation not fabrication.
The Quick-Build does not include windshield, tires and brakes, covering/painting materials, seats, upholstery kits, cables, pulleys and hardware.

Bearhawk LSA

For 2013 – included with the Quick Build Kit
Complete set of plans, with serial number (Note: If you have purchased plans separately, the kit price will be reduced by $295.)
Fuselage completely finish welded, no welding required. Ready for stringers, cover and systems installation.
Landing gear and tail, completely finished, ready for cover and installation.
Control system completely fabricated, ready to install.
Wings finished, interior primed, with only the top skin which is already drilled and dimpled and ready to be riveted.
Control surfaces assembled, ready to be installed/covered.
Wing Struts with end fittings ready for drilling/installation.
Fuel tanks ready to be installed (aux tanks optional).
Motor mount ready to be installed. Choices are Lycoming 0-320/360, 0-540 and Continental 0-470.
Firewall and boot cowl, ready for trimmimg and assembly (not drilled).
Utility door and float attachment points standard.
The frames for all seats are included. Builder will fabricate seat pans and upholstery.
Wing tips
fuel caps
trim wheel w/chain
aileron cable guards
Flap/Aileron rod end bearings (10)
gascolator
clear windshield (tinted or UV block extra)
Gerdes brake master cylinders (one set)
Wing tie down rings
Aileron bellcrank bearings (4)

Builders of the Bearhawk LSA can purchase the plans and can purchase some sub-kits or components.

Bearhawk LSA
Engine: Continental, 65-100 hp
Wingspan: 34 ft
Length: 22 ft 3 in
Wing area: 170 sq.ft
Gross weight: 1200-1500 lb
Height 3 point: 75 in
Empty weight: 750+ lb
Fuel capacity: 30 USG
Vne: 140 mph
Landing speed: 30 mph
Cruise speed: 100-125 mph
Takeoff roll: 200-400 ft
Fuel burn: 4-6 USG/hr
Range w/res: 650 miles
Cabin width: 31 in
Seats: 2 tandem
Cabin length: 97 in

Barron Flecha

TerryLeave a comment

In 1913, several copies of the Austrian Lohner Pfeilflieger aircraft (later Lohner B.I) were brought to Spain. After reviewing the design of these aircraft from Eduardo Barron (Eduardo Barrón y Ramos de Sotomayor) decided to modify the Pfeilflieger.

As a result, on April 3, 1915, a new lightweight auxiliary aircraft, the Barrón Flecha (arrow), flew into the sky. After successful tests for the Spanish Air Force, six such aircraft were ordered. All of them were built in the workshops of Cuatro Vientos. Several aircraft like the Pfeilflieger were equipped with an Austro-Daimler engine with an output of 80 hp, and the rest received 100-horsepower Mercedes engines.

At the end of 1916, the Hispano Suiza 8A eight-cylinder engine with a power of 140 hp appeared. (103 kW). Eduardo Barron equipped this engine with one Flecha and arranged a demonstration flight for the King of Spain Alfonso XIII.

After receiving royal approval, Barron built 12 aircraft for the Aeronáutica Militar at the Carde and Escoriaza plant in Zaragoza. The military used Flecha until 1919. And Barron based on the Arrow has developed an even more advanced machine – Barron W.

Gallery

Wingspan: 13.40 m
Length: 8.50 m
Height: 3.00 m
Wing area: 37.50 sq.m
Empty weight: 630 kg
Max weight: 970 kg
Engine: Hispano Suiza 8A, 140 hp
Max speed: 115 kph
Cruise speed: 95 kph
Crew: 2