A 1981 single-place cabin mid-wing monoplane powered by a 400hp Avco Lycoming IO-720-B1B. It is unknown if it flew.
Era
Schapel SA-882 Flying Wing
The SA-882 is a flying wing which was designed and built to research the overall aerodynamics, control and flying characteristics of a tailless airplane configuration.
The Schapel Wing is powered by a turbo-charged Mazda, 2 chamber, rotary engine. The 3-bladed propeller is ground adjustable and is driven by a 40-inch long drive shaft. Propeller 2:1 speed reduction is accomplished by a helical gear speed reducer. The engine gave them some problems during the dyno testing phase, but a successful combination was finally developed.
The aircraft was built in female molds using an epoxy system, vaccumed, and cured at 240 degrees F. in an oven. The upper and lower surfaces are a foam sandwich with a three spar system out to the landing gear position and then two spars out to the tip. The wing has five ribs per side and uses a non-laminar flow airfoil of his own design with a very low pitching moment. The wing has a lot of twist between the root and tip, with about 9 degrees negative by the time you reach the tip. This was designed to achieve a zero pitching moment, which has since been confirmed through the flight testing. Max CL came out to about .85, and was driven by all the actuation mechanisms had to be enclosed.
The actual construction involved using unidirectional material, laid up at different angles as required by the results of a computer analysis. They built a male plug, a set of one piece female molds for everything and, then the PVC sandwiched skins constructed. This type of construction gave it about a 1300 lb. empty weight, with a fuel capacity of 57 gallons right at the CG. The spars were made up separately, then added to the laminated lower skins along with the ribs and then bonded all together. The upper skins, in their molds, were then bolted on-top of the low portion so a spar cap could be cast to measure the thickness between the spar and upper skin. Once the skin was constructed, the whole thing was bolted together and put in the oven for curing.
It should have had a steerable nose gear, which it did not. Low speed controllability during the initial phases of takeoff required using a lot of brakes, since the drag rudders were ineffective. This was due to them being at the MAC rather than the wingtips so the pitching moments wouldn’t be changed during flight.
A single-place monoplane, powered by a 180hp turbo Mazda rotary pusher, one was built to full scale circa 1985 and registered N882SA. The SA-882 was flight-tested in 1984 and is now preserved by the Planes of Fame Museum, Chino, Nevada.
Several things the builder said he would change if he did it again were: put the drag rudders out at the wingtips; instead of having separate elevator and ailerons he would combine the two, and; he felt it would be much simpler to put a jet engine (about 400 lbs thrust) in it versus the rotary.
Engine: Mazda rotary, 180 hp
Wing Span: 34 feet
Wing Area: 160 sq. ft.
Aspect Ratio: 7.23
Gross Weight: 1960 lb
Empty Weight: 1372 lb
Useful Load: 612 lb
Maximum Fuel: 57 USgal
Seats: 1
Schapel S-525 Super Swat
A 1980 twin-boom, single-place cabin mid-wing agricultural monoplane powered by a 680hp P&W PT6A-15AG pusher. It is unknown if it flew.
Schapel Aircraft Company
1973:
(Rodney E) Schapel Aircraft Co
Reno NV.
USA
Founded 1973. Produced S-525 Super Swat twin-boom and turboprop-powered agricultural aircraft 1980, followed by design of S-325 Mini-Swat conventionally configured agricultural aircraft, SA-882 Flying Wing tailless research aircraft 1985, and design for S-185 as lightweight single-seat attack aircraft.
The (Rodney E) Schapel Aircraft Co had a number of project but it is unknown if any flew.
Schafer Aircraft Modifications Inc
USA
Schafer Aircraft Modifications Inc was founded 1977, and from 1979 developed modifications for other aircraft. Included were installing turboprop engines to Piper Navajo as Schafer Comanchero, turboprop engines to Piper Chieftain as Comanchero 500, installing higher rated turboprops to Piper Cheyenne II as Comanchero 750, and developing turboprop conversion and fuselage stretch for DC-3 as DC-3-65TP Cargomaster.
Schädler Brothers Human-powered
The three Schädler brothers in Landstuhl in Pfaltz had already in 1912 had begun the construction of a human powered aircraft. With the assistance of a teacher living locally, they began work began in their father’s carpentry workshop. The resulting machine was a light monoplane of 12.50m span and 5.50m length. The fuselage had a big nose, and a large propeller of approx. 1.8m, made of alder wood, driven by pedals connected to a gearbox. In the autumn of 1912, the first rolling tests, in order to test the traction of the propeller, were carried out. Since these proved satisfactory, they moved on to actual flight testing. The youngest of three brothers, Eugen Schädler, succeeded in making a flight at a height of approximately 1 – 1.50m above the ground, and flying for a distance of 70m. On landing, the right wheel of the undercarriage broke. According to reports by Anton Schädler, further tests were to be carried out, but the advent of the war meant those plans had to be cancelled. The first pilot of a human powered aircraft died as a soldier in France on 28.6.1916.
Scenic Air Lines
USA
Scenic Air Lines, in 1977, acquired from American Jet Industries engineering and manufacturing rights for turboprop conversions of Cessna Models 402 and 414, now known as Turbo Star 402 and Turbo Star Pressurized 414. Converted Twin Otters to have low-noise propellers and large windows in 1991.
Scheibe Sperber
The third postwar design of Scheibe-Flugzeugbau GmbH, following the Mu-13E Bergfalke and the Spatz, was the Specht (or Woodpecker) tandem two-seater training glider, which was completed in prototype form in March 1953.
This featured the usual Scheibe construction of fabric-covered steel tube fuselage and two-spar braced wooden wings, which had a span of 44 ft 3.5 in and an aspect ratio of 11.
The Specht was developed into the Sperber (or Sparrowhawk), also a two-seat trainer but with enclosed side-by-side instead of tandem seating, and this first flew on 7 March 1956, later going into small-scale production. It also had a fabric-covered steel tube fuselage and braced fabric-covered wooden wings of 14% Mȕ section. The landing gear consists of a fixed monowheel and a spring steel tailskid.
Span: 46 ft 7 in
Length: 24 ft 3 in
Height: 4 ft 7 in
Wing area: 187.3 sq ft
Aspect ratio: 11.6
Empty weight: 485 lb
Max weight: 882 lb
Max speed: 106 mph
Min sinking speed: 3.05 ft/sec
Best glide ratio: 19:1
Scheibe Uli II
Tandem two seat single engined high wing mono¬plane with conventional three axis control. Wing has unswept leading and trailing edges and constant chord; conventional tail. Pitch control by fully flying tail; yaw control by fully flying rudder; roll control by half span ailer¬ons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables; wing profile double surface. Steel tube framework, with optional pod. Engine mounted below wing driving pusher propeller. Wings use two aluminium tubes as spars, with ribs in foam, capped top and bottom with wood; all flying surfaces covered in Ceconite.
This tandem two seater version of the Uli made its first flights in February 1983 and by 1983 two prototypes had been built, which were undergoing certification. The aircraft is fitted with the four cylinder Konig 570cc engine and uses either a two blade or a three blade design of 51 inch (1.30 m) dia¬meter.
Length overall 18.1ft, 5.52m
Wing span 35.4 ft, 10.80 m
Constant chord 4.4 ft, 1.33 m
Sweepback 0 deg
Tailplane span 7.2 ft, 2.20 m
Total wing area 161 sq.ft, 15.0 sq.m
Wing aspect ratio 7.8/1
Wheel track 4.6 ft, 1.40 m
Engine: Konig SD570, 28 hp at 4200 rpm
Propeller diameter 58 inch, 1.47 m. 2-blade
Belt reduction, ratio 1.8/1
Max static thrust 177 lb, 80 kg
Power per unit area 0. 17 hp/sq.ft, 1.9hp/sq.m
Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre
Empty weight 221 lb, 100kg
Max take off weight 618 lb, 280kg
Payload 397 lb, 180kg
Max wing loading 3.81 lb/sq.ft, 18.7 kg/sq.m
Max power loading 22.1 lb/hp, 10.0kg/hp
Load factors; +6.0, 3.0 ultimate
Economic cruising speed 37 mph, 60 kph
Stalling speed 28 mph, 45 kph
Best glide ratio with power off: 9/1
Take off distance 260 ft, 80 m
Scheibe Uli I
Single seat single engined high wing mono¬plane with conventional three axis control. Wing has unswept leading and trailing edges and constant chord; conventional tail. Pitch control by fully flying tail; yaw control by fully flying rudder; roll control by half span ailer¬ons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables; wing profile double surface. Undercarriage has two wheels side by side with tailskid (three wheels in tricycle formation optional); glass fibre tails¬kid and glass fibre suspension on main wheels. No brakes. Steel tube framework, with optional pod. Engine mounted below wing driving pusher propeller. Wings use two aluminium tubes as spars, with ribs in foam, capped top and bottom with wood; all flying surfaces covered in Ceconite.
The prototype of the single seater Uli microlight flew for the first time at the end of 1982 and was shown at Aero 83 Salon at Friedrichshafen. At Aero 83 the Uli I was given a pod, as an option, and a tailwheel had replaced the tailskid. This machine uses welded steel tubes for the framework.
Length overall 18.0ft, 5.50m
Wing span 31.8 ft, 9.70 m
Constant chord 4.4 ft, 1.33 m
Sweepback 0 deg
Tailplane span 7.2 ft, 2.20 m
Total wing area 140 sq.ft, 13.0 sq.m
Wing aspect ratio 7.2/1
Wheel track 4.6 ft, 1.40 m
Engine: Hirth 383cc, 22 hp at 4000 rpm
Propeller diameter 51 inch, 1.30 m
Belt reduction, ratio 1.88/1
Power per unit area 0.16 hp/sq.ft, 1.7 hp/sq.m
Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre
Empty weight 221 lb, 100kg
Max take off weight 442 lb, 200kg
Payload 221 lb, 100 kg
Max wing loading 3.25 lb/sq.ft, 15.9 kg/sq.m
Max power loading 20.1 lb/hp, 9.1kg/hp
Load factors; +6.0, 3.0 ultimate
Max level speed 50mph, 80kph
Never exceed speed 56mph, 90kph
Max cruising speed 37mph, 70kph
Economic cruising speed 30mph, 48kph
Stalling speed 27 mph, 43 kph
Max climb rate at sea level 400 ft/min, 2.0 m/s
Min sink rate 310 ft/min at 35 mph, 1.6 m/s at 56 kph
Best glide ratio with power off 9/1
Take-off distance 150ft, 45m
Landing dis¬tance 100 ft, 30 m
Range at average cruising speed 112 mile, 180km
