The ULF-l is a German design of classic wood and fabric by Dieter Reich and Heiner Neumann. It resembles some of the old designs like the Grunau Baby, but has an empty weight of only 100 pounds. It first flew in November 1977 and has made many excellent flights. Approximately 140 plan sets have been sold and about 40 aircraft are under construction. Plans are available from Dieter Reich. Cost of the plans is DM460.00 (about $266 US as of June 22, 1997). The plans are very detailed and have received an airworthiness certificate from the German authorities. The best L/D is 16-18:1 and the minimum sink rate is about 160 fpm. The ULF-1 climbs well and handles well. The structure is every bit as complicated as the Carbon Dragon, but results in a good foot launcher when complete.
Single seat single engined high wing mono¬plane with conventional three axis control. Wing has unswept leading edge, swept for¬ward trailing edge on outboard half of span, and tapering chord; conventional tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by half span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; wing profile NACA 4415; double surface. Undercarriage has three wheels in tricycle formation with addi¬tional tailskid; no suspension on nosewheel and rubber suspension on main wheels. Push right go right nosewheel steering con¬nected to yaw control. Brakes on main wheels. Aluminium tube framework with optional pod. Engine mounted below wing driving pusher propeller.
The AN 22 was designed by the Swiss Albert Neukom who also built the first two examples to obtain certification in West Germany. The AN 22 made its first flights in March 1983 and was shown in the same month at the Aero 83 exhibition at Friedrichshafen. Point Aviation acquired the licence to build and sell this machine throughout the world, the first production machines being built in spring 1983. The model makes use of the original formula tried by Albert Neukorn in 1982 on the prototype AN 20, whereby the three¬cylinder Konig 430 cc engine is carried behind the wing on a mount coming from the large diameter spar which carries the tail. This spar also acts as the axis of the propeller which is driven through a triple V belt reduction drive. The two blades can fold backward parallel to the spar.
Production versions were factory built and sold by Point Aviation in West Germany.
Neukom completed the construction (May 1983) of the AN 22 Twin, a two seater version of the AN 22.
AN-22 Length overall 18.4 ft, 5.60 m Height overall 4.3ft, 1.30m Wing span 33.511, 10.20m Chord at root 3.9ft, 1.20m Chord at tip 3.3ft, 1.00m Dihedral 4 degrees Sweepback 0 degrees Tailplane span 8.5 ft, 2.60 m Fin height 3.1 ft, 0.95 m Total wing area 126 sq.ft,11.8 sq.m Total aileron area 12.1 sq.ft, 1.12 sq.m Fin area 6.6 sq.ft, 0.61 sq.m Tailplane area 11.7sq.ft, 1.09sq.m Total elevator area 6.5 sq.ft, 0.60sq.m Wing aspect ratio 8.9/1 Wheel track 6.2 ft, 1.90 m Nosewheel diameter overall 10 inch, 26cm Main wheels diameter overall 12 inch, 30 cm Engine: Konig SC430, 22hp at 4200rpm Propeller diameter 52 inch, 1.32 m Belt reduction, ratio 1.8/1 Max static thrust 143 lb, 65 kg Power per unit area 0.17 hp/sq.ft, 1.9 hp/sq.m Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre Empty weight 232 lb, 105 kg Max take off weight 464 lb, 210kg Payload 232 lb, 105kg Max wing loading 3.68 lb/sq.ft, 17.9 kg/sq.m Max power loading 21.1 lb/hp, 9.5kg/hp Load factors +6.0, 3.0 ultimate Max level speed 75 mph, 120 kph Never exceed speed 81 mph, 130 kph Max cruising speed 56 mph, 90 kph Economic cruising speed 44 mph, 70 kph Stalling speed 24 mph, 40 kph Max climb rate at sea level 600 ft/min, 3.1 m/s Min sink rate 200 ft/min at 32 mph, 1.0 m/s at 52 kph Best glide ratio with power off 14/1 at 34 mph, 55 kph Take off distance 330 ft, 100 m Land¬ing distance 260 ft, 80 m Range at average cruising speed 124 mile, 200 km
Single seat single engined high wing monoplane with conventional three axis control. Wing has swept forward 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 one-third span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; wing profile Wortmann FX63 137; double surface. Undercarriage has three wheels in tricycle formation; no suspension on nosewheel and glassfibre suspension on main wheels. Push right go right nosewheel steering connected to yaw control. Brakes on nosewheel. Aluminium/tube/fabric fuselage, totally enclosed. Engine mounted at wing height driving pusher propeller.
1980 Wasserkuppe, piloted by Klaus Richter
As Albert Neukorn comfirmed, this machine was never intended for production. In fact, he wanted to design a single seater canard aircraft, as much to try out this formula as for his own pleasure. Of hybrid technology (Duralumin tubular structure with composite materials for the wing, the canard and rudders), the prototype made its first flights in 1980 and remains unique, with no direct descendants. It was originally called the AN 21. Later it was sold to a German purchaser, Klaus-Jurgen Richter, who flew it in the London to Paris in September 1982, and so the aircraft is now called the AN 21R, this last letter referring to Mr Richter himself.
1980 Wasserkuppe, piloted by Klaus Richter
Length overall 16.1 ft, 4.90 m Height overall 7.9 ft, 2.40 m Wing span 41.3 ft, 12.60 m Mean chord 2.8 ft, 0.85 m Canard span 9.8 ft, 3.00m Canard chord 1.7ft, 0.53m Total wing area 132 sq.ft, 12.3 sq.m Main wing area 115sq.ft, 10.7 sq.m Canard area 17 sq.ft, 1.61sq.m Main wing aspect ratio 14.8/1 Engine: Konig SC430, 25 hp at 4200 rpm Power per unit area 0.19 hp/sq.ft, 2.0 hp/sq.m Max level speed 81 mph, 130kph Stalling speed 26mph, 42 kph Max climb rate at sea level 500 ft/min, 2.5 m/s
Single seat single engined high wing monoplane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; T tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by one third span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; wing profile Wortmann FX 63 137; double surface. Undercarriage has three wheels in tricycle formation with tailskid; no suspension on nosewheel and glass fibre suspension on main wheels. Push right go right nosewheel steering connected to yaw control. Brakes on main wheels. Glass fibre fuselage, partially enclosed. Engine mounted at wing height driving pusher propeller. Wing and T tail have wood spars, ribs in styrofoam and covered with expoxied glass fibre.
His first microlight made its first flights in 1978, the prototype AN 20 using a T tail carried on a Kevlar spar of round section. Connected to the fuselage at the same height as the wing, the tubular fuselage carried basically a mono wheel undercarriage but with an additional nosewheel steerable from the rudder bar, the main wheel being positioned directly below the wing. Moreover, the vertical fin below the fuselage spar was provided with a tailwheel in line with the other two.
This machine was shown in various publications under the designation of AN 20M, which was a great surprise to Albert Neukorn, who tells us that he had never called this first model by any other name than AN 20, except that it eventually became AN 20A to distinguish it from the later AN 20B. The prototype was shown at the European homebuilders meeting at Brienne in July 1982.
The AN 20B is directly evolved from its predecessor whose rectangular plan form wing it has retained, supported by a profiled strut under each half wing. A significant change is the inclusion of air brakes, while the AN 20B is provided in addition with an elegant glass fibre fairing with windscreen encompassing all the forward section of the fuselage as far as the trailing edge of the wing, where it joins the spar carrying the tail. Another important difference from the AN-20A is that this spar is no longer level with the wing but mid mounted, a change which required a re design of the T tail. As a result, the fin and rudder no longer continue below the spar. The engine, previously fitted below the spar is now carried by a tubular structure above the rear spar, effectively level with the wing. Production models use the three cylinder Konig SC430 driving a three bladed pusher propeller. Finally, a last important modification, the AN 20B replaced the single main wheel undercarriage of the AN 20A with a tricycle undercarriage whose main wheels are fitted with drum brakes.
The AN 20B was still produced by Albert Newkom himself in 1983, either ready to fly ex works without engine or as a set of plans. An attempt to set up production facility in France with the AN 20B in 1981 has been abandoned.
Length overall 17.7 ft, 5.40 m Height overall 3.9ft, 1.20m Wing span 41.3ft, 12.60m Constant chord 2.611, 0.80m Dihedral 2 degrees Sweepback 0 degrees Tailplane span 8.0ft, 2.45m Fin height 3.2ft, 0.95m Total wing area 109sq.ft, 10.1sq.m Total aileron area 8.5 sq.ft, 0.79 sq.m Fin area 6.6 sq.ft, 0.61 sq.m Tailplane area 8.4 sq.ft, 0.78 sq.m Total elevator area 4.2 sq.ft, 0.39 sq.m Wing aspect ratio 15.8/1 Wheel track 4.7ft, 1.43m Nosewheel diameter overall 8 inch, 21 cm Main wheels diameter overall 8.5 inch, 22cm Engine: Konig SC430, 24 hp at 4200 rpm Propeller diameter 42 inch, 1.06 m Belt reduction, ratio 1.8/1 Max static thrust 121 lb, 55 kg Power per unit area 0.22 hp/sq.ft, 2.4 hp/sq.m Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre Empty weight 287 lb, 130 kg Max take off weight 508 lb, 230 kg Payload 221 lb, 100 kg Max wing loading 4.68 lb/sq.ft, 22.8 kg/sq.m Max power loading 21.2 lb/hp, 2.4kg/hp Load factors; +5.3, 2.6 ultimate Max level speed 93 mph, 150 kph Never exceed speed 99 mph, 160 kph Max cruising speed 68 mph, 110 kph Economic cruising speed 59 mph, 95 kph Stalling speed 31 mph, 50 kph Max climb rate at sea level 500 ft/min, 2.5 m/s Min sink rate 160 ft/min at 37 mph, 0.80 m/s at 60 kph Best glide ratio with power off 18/1 at 37 mph, 60 kph Take off distance 360 ft, 110 m Land¬ing distance 330 ft, 100m Service ceiling 11,500 ft, 3500 m Range at average cruising speed 186 mile, 300km
Kenya 22 Wing area: 22 sq.m Certification: Afnor Pilot weight: 55-70 kg No. of cells: 34 Wing span: 9.4 m Aspect ratio: 4 Min sink: 1.3 m/s Max speed: 43 kph Price (1998) 14400 Fr
Kenya 26 Wing area: 26 sq.m Certification: Afnor Pilot weight: 70-90 kg No. of cells: 38 Wing span: 10.6 m Aspect ratio: 4.4 Min sink: 1.2 m/s Max speed: 43 kph Price (1998) 14900 Fr
Kenya 30 Wing area: 30 sq.m Certification: Afnor Pilot weight: 90-110 No. of cells: 38 Wing span: 11.4 m Aspect ratio: 4.4 Min sink: 1.2 m/s Max speed: 43 kph Price (1998) 14900 Fr
Kenya 34 Wing area: 34 sq.m Certification: Afnor No. of cells: 42 Wing span: 12.6 m Aspect ratio: 4.7 Min sink: 1.2 m/s Max speed: 43 kph Price (1998) 16200 Fr
Etna 19 Wing area: 18.9 sq.m Certification: Afnor Pilot weight: 45-58 kg No. of cells: 30 Wing span: 8.3 m Aspect ratio: 3.6 Min sink: 1.3 m/s Max speed: 38 kph Price (1998) 12000 Fr
Espade 24 Wing area: 24 sq.m Pilot weight: 60-75 kg No. of cells: 42 Wing span: 10.2 m Aspect ratio: 4.2 Min sink: 1.3 m/s Max speed: 44 kph Price (1998) 17400 Fr
Espade 27 Wing area: 27 sq.m Certification: Afnor Pilot weight: 75-95 kg No. of cells: 46 Wing span: 11.3 m Aspect ratio: 4.7 Min sink: 1.1 m/s Max speed: 44 kph Price (1998) 17900 Fr
Espade 30 Wing area: 30 sq.m Certification: Afnor Pilot weight: 95-120 kg No. of cells: 46 Wing span: 12 m Aspect ratio: 4.7 Min sink: 1.1 m/s Max speed: 44 kph Price (1998) 18400 Fr
Stromboli BI Wing area: 42 sq.m Certification: Afnor Pilot weight: 120-200 kg No. of cells: 46 Wing span: 13.8 m Aspect ratio: 4.6 Min sink: 1.2 m/s Max speed: 44 kph Price (1998) 20900 Fr
All Aero 