Dmitriev X-12
Era
Dmitriev X-8
Dmitriev Rotorywing
Dmitriev Kite
Dmitriev, Victor
Victor Dmitriev was a teacher, truck driver, and aviation enthusiast in the Soviet Union. He pored over every bit of available information on American sport planes and taught himself how to design aircraft when the Soviet state considered such knowledge secret. Over the course of 24 years he built 30 aircraft, scrounging materials from the trash, now and then buying real aircraft parts through an illegal under-ground network. He modified a Czechoslovakian motorcycle engine for an airplane power plant. His de-sign studio, assembly plant, and hangar were all located in the four room apartment his family shared with two others in Beslickek (formerly Frunze) in Kirghizia, a republic between Kazakhstan and China.
Dmitriev built a whole series of tiny X planes over the years. “I built very many wings,” he said. “Without flaps. With one flap. With two flaps. With three flaps.”
Victor’s first attempt to build an airplane, in 1968, used a version of the Rogallo wing, a triangular kite-like device popular with early hang gliders. It didn’t work, but he was undeterred. In 1970, he got an aircraft off the ground; in 1979, he flew his first circle.
Dmitriev made contact with other closet airmen who helped one another. He said they sometimes sold aircraft parts under the table, and when he couldn’t find parts, he made them. He carved his own propellers with hand tools. He covered the wing and tail surfaces with parachute fabric, then shellacked and painted it for a smooth, drum tight surface. He made lightweight wing struts by shaping pieces of wood, cutting them in half, hollowing them out, and gluing them back together, and then epoxying on a layer of fiberglass cloth.
His work surfaced in the West in 1990 when the magazine Aviation Week & Space Technology published a photo of his machine. In 1991, he sent photographs of the X 14d in flight to the Experimental Aircraft Association (EAA) in Oshkosh, Wis., which published them in the magazine it sends to its members.
Dixon Flying Car
Jess Dixon, of Andalusia, Alabama, got tired of being tied up in traffic jams, so he designed and built this novel flying vehicle around 1940. It was a combination of automobile, helicopter, autogiro, and motorcycle. It had two large lifting rotos in a single head, revolving in opposite directions. It was powered by an air-cooled 40 h.p. motor. He claimed his machine was capable of speeds up to 100 miles an hour, according to Modern Mechanics (Nov, 1941).
Dixon Nipper
In 1911 H. S. Dixon built a 25 hp canard called the Dixon Nipper. The original Nipper was wrecked, which is hardly surprising, for it had no lateral control and the canard elevator was hinged along its trailing edge, so that any control input would have led to full deflec¬tion of the surface.
Span: 26′
Length: 20′
Weight all up: 530 lbs
Dittmar HD 53 Möwe
The Heini Dittmar designed wood and canvas HD 53 Möwe first flew in 1953.
Wingspan: 10.5m
Length: 6.2m
Height: 1.5m
Wing area: 16.8 m2
Empty weight: 225kg
MTOW: 520kg
Wing loading: 21.5 kg / m2
Minimum speed: 38 km/h
Maximum glide: 17 at 58 km/h
Minimum sink rate: 1.1 m/s at 45 km/h
Seats: 2
Dittmar HD 156
The three-seat HD 156 modification of the HD 153 featured revised front and side cabin glazing with additional side windows.
Small numbers of the type were completed by the end of 1960 and on 1 January 1961 four HD 153 and four HD 156 Motor–Möwen appeared in the West German civil aircraft register. In 1965 four HD 153 and five HD 156 Motor-Möwen were registered in West Germany. By 2007, no examples were known to be active.
Dittmar HD 153 Mowe / Pützer Motorraab/Moraa / RAAB Mora
The Motor-Möwe, designed by Heini Dittmar who had designed the Dittmar HD 53 Möwe sailplane, was a motorized development of this sailplane and was initially designed to be powered by engines of 48–63 kW (65–85 hp). Heini Dittmar, the designer, was well known before the war as an international Gliding champion.
The fuselage is of wood, plywood covered, with the rear top decking detachable. An entrance door on the left side gives access to the two side-by-side seats, one of which comes out if an extra tank is fitted. Baggage room is at rear of cabin. Dual control is fitted. The wooden wing has a one-piece spar with torsion-box plywood leading edge, and lift spoilers on the top surfaces. The tail unit is of similar construction, the balanced rudder being fabric covered. Spring tabs are fitted to the elevators. A fixed spatted tricycle undercarriage has nose-wheel steering direct from a hand lever in the cabin.
Preparations for road-towing are simplicity itself; two bolts are withdrawn to release the tail controls, the wing, rudder and tailplane are stowed on top of the fuselage and bolted down, and a dolly with ball coupling is attached to the undercarriage.
The aircraft was designed for private and club use and served as a trainer and glider tug.
Heini Dittmar, the aircraft’s designer, was killed in 1960 when his Motor-Möwe crashed near Essen/Mulheim airport.
The prototype, D-EBEF, first flight was in November 1953
A second prototype aircraft was fitted with a 45 kW (60 hp) Hirth engine. The second Motor Gull (D-EHYT differs from prototype (D-EBEF) by having redesigned fin/rudder and more windows.
Production HD 153 two-seat aircraft were designated HD 153A-1.
Small numbers of the type were completed by the end of 1960 and on 1 January 1961 four HD 153 and four HD 156 Motor–Möwen appeared in the West German civil aircraft register. In 1965 four HD 153 and five HD 156 Motor-Möwen were registered in West Germany. By 2007, no examples were known to be active.
The RAAB Mora was a two-seat powered version of the Doppelraab (Reihe 6).
Built as Doppelraab VII glider, the Raab Doppelraab Hankur 1 D-KKKK was rebuilt as a motor glider.
RAAB Mora
Engine: VW 25 hp
Wingspan: 13.64 m
Wing area: 19.00 sq.m
Length: 6.80 m
Height: 1.60 m
Empty weight: 350 kg
MTOW: 550 kg
Wing loading: 29 kg/sq.m
Power loading: 23 kg/hp
Cruise: 120 kph
Landing speed: 45 kph
T/O run: 200 m
ROC: 1.5 m/sec
Range: 1000 km
Seats: 2
HD 153 Motor-Move
Powerplant: one 65-h.p. Continental
Propellor diameter 5.9 ft
Wingspan: 39 ft 4 in
Wing area 197 sq ft
Length: 21 ft 4 in
Height: 5 ft 3 in
Empty weight: 2151 lb
MTOW: 1,542 lb
Load: 736 lb
Top speed: 102.3 m.p.h.
Cruising speed: 89.5 m.p.h.
Landing speed: 37.2 m.p.h.
Climb to 3,280 ft: 7 min
Fuel capacity: 16.5 Imp gallons
Endurance: 4.5 hours
Opt extra fuel: 44 Imp gallon
Endurance opt/fuel: 13 hours
Fuel Consumption 24 m.p.g.
Accommodation: two.
Powerplant: 85-h.p. Continental
Propellor diameter 5.9 ft
Wingspan: 39 ft 4 in
Wing area 197 sq ft
Length: 21 ft 4 in
Height: 5 ft 3 in
Empty weight: 2151 lb
MTOW: 1,542 lb
Load: 736 lb
Top speed: 124 m.p.h
Cruising speed: 105.4 m.p.h
Landing speed: 37.2 m.p.h.
Climb to 3,280 ft: 7 min
Fuel capacity: 16.5 Imp gallons
Endurance: 4.5 hours
Opt extra fuel: 44 Imp gallon
Endurance opt/fuel: 13 hours
Fuel Consumption 24 m.p.g.
Accommodation: two.
Powerplant: 1 × Continental C90-12F, 67 kW (90 hp)
Propeller: 2-bladed Hoffman “HoCo” fixed pitch wooden
Wingspan: 12 m (39 ft 4 in)
Wing area: 18.3 m2 (197 sq ft)
Aspect ratio: 8.5
Airfoil: Göttingen 367 modified
Length: 6.5 m (21 ft 4 in)
Height: 2.1 m (6 ft 11 in)
Empty weight: 465 kg (1,025 lb) equipped
Gross weight: 760 kg (1,676 lb)
Fuel capacity: 140 l (36.98 US gal; 30.80 imp gal) in two wing tanks
Optional fuel: 200 l (52.83 US gal; 43.99 imp gal) overload tank
Maximum speed: 170 km/h (110 mph, 92 kn)
Cruise speed: 150 km/h (93 mph, 81 kn)
Landing speed: 65 km/h (40 mph; 35 kn)
Range: 1,000 km (620 mi, 540 nmi)
Ferry range: 1,872 km (1,163 mi, 1,011 nmi)
Endurance: 4.5 hours (13 hours with overload tank)
Service ceiling: 4,500 m (14,800 ft)
Time to altitude: 1,000 m (3,300 ft) in 6 minutes
Take-off run: 150 m (492 ft)
Landing run: 130 m (427 ft)
Crew: one
Capacity: one passenger (334 kg (736 lb) payload)
