Glider

Dewoitine C-38

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The Dewoitine monoplane had already been flown in the first French soaring contest at Clermont Ferrand in 1922. It was able under Georges Barbot, in the autumn of 1922, to make a gliding flight of 20 minutes from the plateau of Super-Bagderes (Pyrenees) with an altitude difference of 1200 meters. In 1923, it was flown by Barbot 8 hours, 36 minutes and 56 seconds in Biskra, Africa.

The Dewoitine monoplane has flexible wings without external brace-wires. For transportation, the wings can be folded back against the fuselage, without being entirely disconnected. Each wing has a hollow main spar and tapers outward.

It is steered by warping the ends of the wings, the rear two-thirds being flexible and the front third rigid.

The fuselage has a streamline form made by oval ribs- connected by light spars. On the glider, the front end of the fuselage consisted of a spherical cap of plywood, the latter was replaced by an engine on the low-powered airplane.

Flown at Biskara by Barbot 1922

The 7 to 10 HP Anzani engine was originally designed for motorcycles. It had two opposite cylinders and was air-cooled. The brake horse-powers were;
7 HP at 1250 R.P.M.
8 HP at 1350 R.P.M.
9 HP at 1450 R.P.M.
11.75 HP at 1800 R.P.M.
12.75 HP at 2200 R.P.M.
With wide-open throttle, the revolution speed was about 1350 R.P.M., hence 8 HP.

The weight of the supporting structure is 35 kg (77.2 lb) or 4.375 kg (9.65 lb) per HP. The weight of the fuel is about 20 kg (44.1 lb) and the power plant 80 kg (176.4 lb). With a total weight of 250 kg (551.2 lb) the total load per HP is 31.25 kg (68.9 lb).

The engine is located in the front end of the fuselage and drives a two-bladed propeller. The fuselage is supported by an ordinary landing gear with rubber-tired wheels. The fuselage and wings are covered with fabric.

The flight performances are said to have been satisfactory. Barbot reached an altitude of 500 m (1640 ft) in a 25-minute flight from Francavat to Toulouse. The start was made from a level field.

Barbot made another flight from St. Inglevert (France) across the English Channel to Lympne (England) and back. The time going was 50 minutes; returning, 43. minutes. The consumption for both flights was 4.5 liters (1.2 gallons) gasoline and 0.7 kg (1.54 lb) oil. At 1500 R.P.M. near the ground, the speed was 90 km/hr (56 mi/hr). At 1200 R.P.M it was 75 km/hr (47 mi/hr). The theoretical ceiling was 2000 m (6562 ft).

Span: 11.3 m (37.07 ft)
Wing area: 11.5 sq.m (123.78 sq ft)
Aspect ratio: 10
Length 4.9 m (16.08 ft)
Weight empty 115.0 kg (253.5 lb)
Total weight 250.0 kg (551.2 lb)

Detroit Aircraft Corp Gull G1

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The Gull G1 was developed by Detroit Aircraft as an inexpensive aircraft for the Depression. The Gull is a high wing, cable-braced primary glider.

The Gull is built from wood, with the tail and wing surfaces covered in doped aircraft fabric. The wing is cable braced from a kingpost. The fuselage consists of a simple structure to which the seat is attached. The pilot sits on the completely open seat, with no windshield. Controls are conventional three-axis. The landing gear consists of the bottom of the fuselage shaped into a long wooden skid. Sometimes two small wheels were attached.

On June 20, 1930, the Aeronautics Branch certificated its first glider, the Detroit Gull, Model G-1. The aircraft’s correct designation is not clear. Soaring Magazine calls it the Detroit Gull G1 Primary, while the two Federal Aviation Administration registered aircraft are simply Detroit Gulls. Henley’s ABC of Gliding and Sailflying also calls it the Detroit Gull.

Detroit Aircraft later sold the rights to Stone Aircraft, who sold plans for the aircraft for amateur construction.

One Gull was started before the Second World War by Peter Eyrud of Walla Walla, Washington, but not completed. This aircraft was purchased by Peter M. Bowers who completed and flew it. Bowers documented the aircraft project in an article in the March/April 1957 edition of Soaring Magazine entitled Don’t Build a Primary.

In 1983 two other Gulls were reported to be in storage awaiting restoration.

In May 2011 there were two G1 Gulls registered with the Federal Aviation Administration in the USA. One was in the Kansas Aviation Museum and the other was still registered to Peter M. Bowers, even though he died in April 2003. Soaring Magazine reports that this aircraft too is actually in an unnamed aviation museum.

In August, 2013 one was put on display at the W.L Zimmerman’s Hardware Store, Intercourse, Pennsylvania. This glider has been preserved in original condition from 1931.

G1
Wingspan: 34.5 ft (10.5 m)
Wing area: 170 sq ft (16 sq.m)
Length: 17.5 ft (5.3 m)
Height: 7.0 ft (2.1 m)
Aspect ratio: 7:1
Airfoil: USA 35
Empty weight: 200 lb (91 kg)
Gross weight: 400 lb (181 kg)
Never exceed speed: 103 mph (166 km/h, 90 kn)
Maximum glide ratio: 8:1 at 30 mph (48 km/h)
Wing loading: 2.36 lb/sq ft (11.5 kg/sq.m)
Crew: one

de Saint-André Aerostatic Cloak

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The 1784 “Aerostatic Cloak” of Thibaut de Saint-André (France) parachute-like cloak, was aerodynamic rather than aerostatic, was invented only one year after the first successful balloon flight. It was intended for flying from balloons or other flying ships. The brave pilots would have worn life vests (invented only in 1775) for landing in water and been equipped with a compass and with paddle-like hand-held wings for control. Tickets were sold to a test of the devices, but nothing is known of the results.

IPD / Institute de Pesquisas e Desenvolvimento Urupema / Embraer EMB-400 / Neiva Urupema

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This Brazilian high performance Standard Class single-seater was designed by a group of engineers and students at the Centra Tecnico de Aeronautica (CTA) of the Institute de Pesquisas e Desenvolvimento (IPD) under the leadership of Mr Guido Pessotti.

Also known as the PAR-6505 from the letters PAR signifying the IPD’s Departamento de Aeronaves, design work on the Urupema started in 1964 and construction of the prototype began the following year.

The cantilever shoulder wings have a forward sweep of 1° 22′ at the quarterchord line and are of wood/paper honeycomb/wood sandwich construction, as are the ailerons; DFS air brakes are fitted. The wooden semi-monocoque fuselage has a nose section of plywood/plastic foam/plywood sandwich construction. The tail unit is also of wood and honeycomb paper sandwich construction like the wings, and the tailplane is a one-piece all-moving surface with automatic antibalance tabs. There was a non-retractable BF Goodrich monowheel with brake mounted ahead of the eg on the prototype, but production aircraft have a retractable monowheel. The pilot sits in a semi-reclining seat under a long one-piece flush-fitting cockpit canopy, and optional ‘extras’ include a battery-operated electrical artifical horizon and a Bertea transceiver.

It first flew on 20 January 1968 and took part in that year’s World Gliding Championships at Leszno in Poland and in the 1970 World Championships at Marfa, Texas, where it was placed 22nd out of 40 competitors in the Standard class.

After flight tests were completed, production of a batch of 20 Urupemas began in January 1971 at the works of Embraer, the major Brazilian aircraft manufacturer, under the designation EMB-400.

6505 Urupema
Wingspan: 15.0 m / 49 ft 2.5 in
Length: 7.45 m / 24 ft 8.5 in
Height: 1.52 m / 4 ft 11.5 in
Wing area: 12.0 sq.m / 129.2 sqft
Aspect ratio: 18.75
Wing section: Wortmann FX-05-171/121
Empty weight: 230 kg / 507 lb
Max weight: 310 kg / 683 lb
Water ballast: None
Max wing loading 25.83 kg/sq.m / 5.29 lb/sq ft
Max speed: 159 mph / 138 kt / 255 km/h (in smooth air)
Max rough air speed: 86 kt / 160 km/h
Stalling speed: 33 kt / 61 km/h
Min sinking speed: 2.1 ft/sec / 0.66 m/sec at 48 mph / 42 kt / 78 km/h
Best glide ratio: 36:1 at 58.5 mph / 51 kt / 95 km/h

Demenjoz Sailpane

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The world’s first “sailplane” was constructed by John Demenjoz of Bridgeport, Connecticut, over nearly a year of work. It had a 40-foot wingspan, 30 feet in length, and altogether weighed less than 600 lbs.

With no motor, it was to be propelled by wind only. Mr. Demenjoz was to take his machine to Old Orchard, Me., for tests of his new invention.

Original in his idea of making a plane go both ahead and into the air by the use of sails similar to those of a boat, the French inventor has calculated all the requirements of stability and was confident that with a wind of 20 miles an hour he should be able to fly. He further predicted that he will be able to fly as high as there is any wind. He estimated his craft will attain a speed of 40 miles an hour.

de Havilland Australia

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Formed 1927 at Melbourne, the first overseas holding by DH, as service agent, assembling imported Moths. Moved to Sydney in 1929. Between 1939 and 1942 built 1,085 Tiger Moths and 87 Dragons; 212 Mosquitoes (1942-1947); 120 Vampires (1948-1961). Local designs were the DHA G2 troop-carrying glider and the post-war DHA 3 Drover three-engined transport. Acquired CAC Lidcombe (1959); Bristol Aeroplane Company (Australia) Pty. Ltd. (1962); Fairey Aviation Company of Australia Pty. Ltd. (1963). In 1960 became Australian Hawker Siddeley Company, the name changing in 1963 to Hawker de Havilland Australia Pty. Ltd.
Produces aerostructures for Airbus and Boeing, supports RAAF F-111 and P-3 improvement programs, and is a team member under Raytheon Systems Company proposing the Airbus A310 for the RAAF’s AEW&C requirement. Previously, in 1980s, having bought Australian Aircraft Consortium and formed it into the Trainer Aircraft Division of HDH, continued development for short time of A10B turboprop-powered two-seat basic trainer.

de Havilland DH 52

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The two DH 52 built were single-seat gliders for the 1922 Itford, UK, competition. Built at Stag Lane, Edgeware, Middlesex, UK, the were of wooden construction with mixed spruce and ply. They had wire braced wings, twin main wheels and a tail skid. No brakes or flaps were fitted.

Flown in the competition by H.S. Broad (No.4) and E.D.C. Herne (No.33), both crashed after very short flights.

No.4 Sibylla was damaged and written off on 16 October 1922.

No.33 Margon was converted to wing-warping but crashed on 19 October 1922.

Wing span: 15.24 m / 50 ft 0 in
Length: 8.23 m / 27 ft 0 in
Wing area: 20.44 sq.m / 220 sq.ft
Aspect ratio: 11.35
Empty weight: 113.4 kg / 250 lb
AUW: 1181.44 kg / 400 lb
Wing loading: 9.75 kg/sq.m / 1.82 lb/sq.ft