Tables of types
NAMES of Aircraft Groups etc.
Some HPA have been known by various names, and are sometimes referred to, in this book or elsewhere, by the name of the group, perhaps because a name for the aircraft had not been chosen at the time.
|
Bliesner 8, 9, 10, 11 |
Man-Eagle 1, 2, 3, 4. |
|
Bossi/Bonomi |
see Pedaliante. |
|
Dumbo |
see Dumbo/Mercury. |
|
Eagle |
see Light Eagle. |
|
Gossamer Swift |
see Bionic Bat. |
|
Haessler/Villinger |
see Mufli & HVS. |
|
Halton |
see Jupiter. |
|
Hatfield MPAG |
see Puffin. |
|
Hertfordshire Pedalnauts |
see Toucan. |
|
Hurel |
see Aviette. |
|
HPAG |
denotes "Human Powered Aircraft Group" |
|
London MPAG |
see SUMPAC. |
|
MAPAC |
Man-Powered Aircraft Committee, formed 1957. |
|
|
In 1959 became RAeS MPAG. In 1987 RAeS HPAG. |
|
Michelob Light Eagle |
see Light Eagle |
|
Man-Eagle 1, 2, 3, 4. |
Bliesner 8, 9, 10, 11 |
|
MIT |
see BURD,Chrysalis,Monarch,LightEagle,Daedalus |
|
Mercury |
see Dumbo/Mercury. |
|
MPAG |
denotes "Man Powered Aircraft Group" |
|
Muskelflug Institut |
(German, Anglicised as "The Institute of Muscle Powered Flight") |
|
Nihon |
see Linnet,Egret,Stork,MiLan. |
|
RAeS |
Royal Aeronautical Society |
|
RAeS MPAG |
now RAeS HPAG |
|
Southend |
see Mayfly. |
|
Southampton |
see SUMPAC. |
|
Weybridge MPAG |
see Dumbo/Mercury. |
|
Woodford MPAG |
see Jupiter. |
EXPLANATORY NOTES
Aircraft are listed in order of first flight. An aircraft is included in this table if it has been successful in flying when powered solely by the crew. Mufli always had assisted launches. All others, unless mentioned otherwise have taken off under the onboard crew`s contemporaneous muscle-power alone. Machines which did not fly, but are of interest because they made a significant contribution to HPF by providing experience for those involved in the project or in other ways are mentioned in the main text. The most original available source is quoted. It would be much appreciated if any errors or omissions were reported to the author or webmaster for incorporation in any revision.
NAME
In many cases, e.g. Linnet I any modifications to the plane after the first flight were not such as to affect any of the parameters listed below, and Linnet II was a complete rebuild. However with Toucan for instance, the aircraft was modified, in this case mainly by an increase in wingspan, sufficient that it was felt that a change to the name was appropriate. There was only one Toucan fuselage. Both Monarchs had the same wing but a new fuselage was built and it became the "B". With the Condor series there were many modifications without a name-change. The choice of a name, is entered below in the style chosen by the designer, e.g. MiLan'82.
However, if a second version is built, an "I" or "A" is added to the name of the first version, e.g. Puffin I, was originally known as Puffin. In some cases the same aircraft has had different names or has been known by the name of the group responsible for its construction or operation, see previous page.
WINGSPAN
On some aircraft e.g. Velair 88 , shaped tips were added after the initial construction for improved performance. Span increase on Velair 88 was just over a foot. In the table below, the larger value of span is quoted, in feet. For a helicopter, the figure quoted in this column is the rotor diameter. Unless specified a two-blade rotor is implied. Bionic Bat figures shown in the main table refer to the Dec 1984 variant. Development from Aug 1983 altered wing and other areas, etc (see separate table in Bionic Bat above).
AREA
Square feet of wing area, or rotor area. For canard layouts, some authorities include the area of the foreplane.
SECTION
The cross-section of the wing. The choice, for a designer, is between using an existing published shape, (as Gottingen 535 was used on the Mufli), or deciding that nothing appropriate exists and designing one's own (as PF 25 was designed for for the Velair89). A possible compromise, as on SUMPAC, is to derive a section by extrapolating beyond the range of the published series. Stork A the section at the root of the wing differs from that at the tip, and both sections are quoted below. In this way it differs, for instance, from its predecessor Jupiter, where the effect of different sections along the wing was obtained by building the wing with wash-out. Dumbo/Mercury FX68-M-180 ~ FX68-M-160 ~ FX68-M-140 . Musculair II Wortmann FX76MP modified by Dieter Althaus.
EMPTY WEIGHT
The weight in lbs of the craft including any energy-storage equipment or refreshment containers.
STRUCTURE
The main structural material. Typically this will be the material or combination of materials used for the wing-spar. Abbreviations show the principle used.
WB = Wire-braced for Bending only. Usually this means a single wire below and a single wire above the wing. In this case the wing's torsional strength and stiffness will derive from internal structure.
WBT = Wire Braced for Torsion. This will involve a large number of wires.
Ca = Cantilever.
SS = Stressed Skin. On Musculair II, for instance, the wing-skin was stiff enough to withstand the torsional loads as well as provide an accurate shape. No HPA wing to date has been flown with a wing-structure where ALL the loads were carried by the skin.
IG = Internal Girder. The Puffin II wing spar was a rigid framework built up of lengths of Balsa and spruce, Balsa being predominant.
SQ = internal SQuare torsion-box. Balsa-plywood on Stork.
PT = Plywood Tube. Newbury Manflier, the first HPA with a tubular spar.
Musculair I wing torsion carried by the wing-nose-skin "C" completed into a "D" shaped box by diagonal rovings.
Bionic Bat incorporated a short wing-to-fuselage brace.
DRIVE
The transmission of power from the pilot to the propeller has always involved turning the drive at right angles. (So far no crew has sat sideways as on some HP boats). This column in the table indicates the engineering device employed for this purpose.
BGS = Bevel-Gear & Shaft. T = Twisted. Ch = Chain. S = Shaft. HVS transmission. See text relating to this aircraft.
CONFIGURATION
C = as Conventional engined aircraft or glider
B = as C except that rear fuselage is a tail-Boom.
* = see text referring to this aircraft and note below, Newbury Manflier, two fuselages spaced apart on one wing. Phoenix, wing with unfaired pilot frame below, no tail.
SEAT R = Recumbent. U = Upright.
propeller POSITION
pylon = propeller is mounted behind top of a pylon, except on the
Bliesner 4, where the prop was in front of the pylon.
fin = mounted behind fin.
pod = mounted behind pilot's pod.
Da Vinci helicopter. The rotor was above the pilot.
LATERAL CONTROL
The method of steering the plane. Because this has been a problem, and a wide variety of systems have been employed, this topic warrants its own column. Lateral Control has always been accomplished (or attempted) by changing the shape of one or more of the aerodynamic surfaces, or by swivelling all or part of such a surface. Shape-changing has been done by a hinged portion such as a rudder as on the Wright, or by warping the wing as on the Monarch A. Swivelling, which affects the angle relative to the oncoming stream and hence the aerodynamic force experienced by the whole surface, was used on the Dumbo/Mercury. Both entire 60 ft wing-panels were moved by the pilot. Many planes use all-moving fins. Airglow & others use rotating wing-tips. This item in the table does not refer to the various types of handle or control column or bar which the pilot uses, nor to the system which forms a link between the pilot's input and the surface.
SPECIAL FEATURES & INNOVATION
This column shows one of the novel or distinguishing characteristics of the type. See text for other innovative features of each type.
DATE FIRST FLIGHT First flight under muscle-power.
ACHIEVEMENTS one or two of its more notable flights.
DESIGNER
The size of design teams has varied enormously, and a table of this type cannot include the names of all those who have contributed to the design decisions. Where known, others responsible are mentioned in the text.
PREVIOUS EXPERIENCE
The entries in this column do reflect the fact that success has come in the main to those groups where at least one of the members has had previous aircraft experience or formal aeronautical education. However people with a variety of skills are needed by a project. As Paul MacCready said when offering the benefit of his English Channel experience to the then still only hopeful Daedalus team "Building the plane will be easy; the logistics will be the hard part". The word "industry" here denotes aircraft industry.
PLACE of ORIGIN
This was the home of the project and not always where the flights were made. The identity of the parent-group may be mentioned in this column.
|
Name |
Wing |
Empty Weight lb |
Structure |
Drive |
Config. |
S e a t |
Prop posn |
Lateral control |
Special features & innovations |
First Flight |
Achievements |
Designer |
Previous Experience |
Place of Origin |
Name |
||
|
Span Feet |
Area square ft |
Section |
|||||||||||||||
|
Mufli |
44 |
104 |
Gottingen535 |
80 |
spruce WB SS |
T belt |
C |
R |
pylon |
moving wing |
king-post=pylon |
Aug-35 |
779 yards from bunjee launch |
Helmut Haessler |
industry/glider pilot |
Frankfurt Germany |
Mufli |
|
Pedaliante |
58 |
250 |
NACA 0012-F1 |
220 |
wood WB SS |
BGS |
C |
R |
wing |
spoilers |
Two propellers |
1936 |
? 40 unaided flights ? |
Enea Bossi |
aircraft design |
Italy |
Pedaliante |
|
Sumpac |
80 |
300 |
NACA 653818 |
128 |
spruce IG |
T belt |
C |
R |
pylon |
ailerons |
|
09-Nov-61 |
First independently observed unaided |
Marsden et al |
Graduates |
Southampton Univ. UK |
Sumpac |
|
Puffin I |
84 |
330 |
Hybrid |
118 |
Balsa/spruce SS |
BGS |
C |
U |
fin |
ailerons |
|
16-Nov-61 |
993 yards |
Wimpenny/Vann |
industry |
c/o de Havilland UK |
Puffin I |
|
Vine |
40 |
220 |
? Go535 ? |
205 |
? spruce ? WBT |
|
C |
R |
nose |
ailerons |
hand and foot driven |
17-May-62 |
200 yards. One flight only. |
S.W.Vine |
gliding/engineering |
South Africa |
Vine |
|
Puffin II |
93 |
390 |
FX 63137 |
140 |
Balsa/spruce IG |
BGS |
C |
U |
fin |
ailerons+various |
|
27-Aug-65 |
875 yards height 17 feet turns |
Wimpenny/Vann |
Puffin I |
c/o de Havilland UK |
Puffin II |
|
Reluctant Phoenix |
33 |
250 |
symmetrical |
38 |
inflated nylon |
|
D |
R |
fin |
elevons |
first inflatable |
1965 |
Inside airship hangars Cardington UK |
D.Perkins |
civil servant |
c/o RAE Cardington UK |
Reluctant Phoenix |
|
Linnet I |
73 |
280 |
NACA 6331218 |
111 |
spruce/Balsa ?SS? |
BGS |
C |
R |
fin |
ailerons |
foam-sheet-covered |
26-Feb-66 |
47 yards height 9 feet |
Prof. Kimura |
|
c/o Nihon University Japan |
Linnet I |
|
Linnet II |
73 |
280 |
NACA 6331218 |
98 |
spruce/Balsa ?SS? |
BGS |
C |
U |
fin |
ailerons |
|
19-Feb-67 |
100 yards height 5 feet |
Kimura et al |
LinnetI |
c/o Nihon University Japan |
Linnet II |
|
Malliga |
65-85 |
262-~300 |
Malliga |
113-126 |
alum/EPS/plywood |
BGS |
BB |
R |
pod |
various |
one-person-built |
Autumn 1967 |
380 yards height 3 feet |
Josef Malliga |
jet pilot |
Austria |
Malliga |
|
SM-OX |
72 |
291 |
|
121 |
|
? S ? |
C |
U |
fin |
? |
|
24-Aug-69 |
31 yards height 6 feet |
Sato Maeda |
gliding |
Japan |
SM-OX |
|
Linnet III |
83 |
325 |
NACA8418-8415 |
110 |
spruce/Balsa ?SS? |
BGS |
C |
U |
fin |
ailerons |
|
26-Mar-70 |
34 yards |
Kimura et al |
Linnet II |
c/o Nihon University Japan |
Linnet III |
|
Linnet IV |
83 |
325 |
NACA8418 |
121 |
spruce/Balsa ?SS |
BGS |
C |
U |
fin |
ailerons |
|
13-Mar-71 |
66 yards |
Kimura et al |
Linnet III |
c/o Nihon University Japan |
Linnet IV |
|
Dumbo-Mercury |
123 |
484 |
178 |
lashed alum. tube |
BGS |
C |
R |
fin |
moving wing |
|
18-Sep-71 |
|
Phil Green et al |
. industry |
c/o BAC Weybridge U.K |
Dumbo-Mercury |
|
|
Wright |
71 |
486 |
FX08-5-176 |
90 |
first carbon/EPS |
Ch+S |
C |
R |
fin |
rudder only |
elevator not used |
Feb-72 |
300 yards at 4 feet |
Peter Wright |
production engineer |
Nottingham England |
Wright |
|
Jupiter |
80 |
300 |
NACA 653618 |
146 |
Balsa/spruce SS |
T Ch |
C |
U |
pylon |
ailerons |
Balsa-plywood |
09-Feb-72 |
1171 yards 30 lb payload |
Chris Roper |
industry |
Woodford Essex England |
Jupiter |
|
LiverPuffin |
64 |
305 |
FX63-137 |
140 |
EPS on Puffin II |
|
B |
U |
pod |
rudder only |
first tail boom |
18-Mar-72 |
20 yards at 1 foot |
Dr Sherwin |
|
c/o Liverpool University UK |
LiverPuffin |
|
Toucan I |
123 |
600 |
NACA 633618 |
209 |
spruce/Balsa IG |
T Ch+S |
C |
UU |
fin |
slot lip ailerons |
no rudder |
23-Dec-72 |
2 person Bryan Bowen & Derek May |
Pressnell et al |
industry |
c/o Handley Page Ltd. UK |
Toucan I |
|
Egret I |
74 |
306 |
FX61-184 |
125 |
?? |
Belt |
C |
R |
pylon |
ailerons |
|
28-Feb-73 |
37 yards |
Kimura et al |
Linnet IV |
c/o Nihon University Japan |
Egret I |
|
Egret II |
74 |
306 |
FX61-184 |
123 |
?? |
Belt |
C |
R |
pylon |
ailerons |
|
30-Oct-73 |
168 yards |
Kimura et al |
Egret I |
c/o Nihon University Japan |
Egret II |
|
Egret III |
75 |
306 |
FX61-184 |
134 |
?? |
belt |
C |
R |
pylon |
ailerons |
|
16-Nov-74 |
222 yards |
Kimura et al |
Egret II |
c/o Nihon University Japan |
Egret III |
|
Aviette |
137 |
581 |
|
145 |
spruce/Balsa |
|
C |
U |
nose |
ailerons |
outrigger foils |
1974 |
1100 yards |
Maurice Hurel |
|
France |
Aviette |
|
VMM |
85 |
|
|
117 |
|
|
|
|
|
|
|
1974 |
Heights of 15 ft |
Verstralte/Masschelin/Masschelin |
|
Belgium |
VMM |
|
Toucan II |
139 |
696 |
NACA 633618 |
241 |
spruce/Balsa IG |
T Ch+S |
C |
UU |
fin |
slot-lip-ailerons |
|
1974 until 1978 |
500 yards |
Pressnell et al |
Toucan I |
Radlett Herts England |
Toucan II |
|
Dragonfly |
80 |
213 |
FX63167 |
95 |
spruce/Balsa |
|
C |
U |
pylon |
ailerons |
no innovations |
1975 |
short flights |
Roger Hardy |
industry/Jupiter |
Prestwick Scotland |
Dragonfly |
|
Stork A |
69 |
226 |
FX61-184~63137 |
79 |
Balsa/spruce SQ |
T Ch |
C |
U |
pylon |
ailerons |
easier pilot access |
12-Mar-76 |
651 yards |
J. Ishii et al |
students |
c/o Nihon University Japan |
Stork A |
|
Phillips |
80 |
|
|
95 |
aluminium SS |
|
B |
|
pylon |
|
|
? 1976 ? |
First female pilot |
Ron Phillips |
|
Humberside England |
Phillips |
|
Olympian ZB 1 |
79 |
312 |
FX63137 |
150 |
spruce/birch/Balsa |
|
B |
|
pod |
Rudder only |
|
21-Apr-76 |
First controlled flight in Americas |
Joseph Zinno |
pilot |
North Kingstown R.I. USA |
Olympian ZB 1 |
|
Stork B |
69 |
226 |
FX61-184~63137 |
79 |
Balsa/spruce SQ |
T Ch |
C |
U |
pylon |
ailerons |
customised for pilot |
24-Nov-76 |
2290 yards |
J. Ishii et al |
Stork A |
c/o Nihon University Japan |
Stork B |
|
Gossamer Condor |
96 |
712.5# |
Lissaman7769 |
70 |
alum.tubing WBT |
T Ch |
CN |
R |
pod |
wingwarp+banking e/v |
hang-glider |
26-Dec-76 |
Kremer Figure-Eight Prize |
Paul MacCready |
industry/gliders |
California USA |
Gossamer Condor |
|
Icarus |
41 |
~250 |
|
|
alum.tubing Ca |
? T Ch |
B |
U |
pod |
rudder only |
very low wing |
Aug-77 |
flights with towed launch |
Taras Kiceniuk |
student |
California USA |
Icarus |
|
Ibis |
64 |
194 |
FX72-MS-150A |
86 |
carbon/honeycomb Ca |
|
C |
U |
pylon |
ailerons |
mid-wing position |
11-Mar-78 |
1300 yards |
Naito et al. |
Stork B |
c/o Nihon University Japan |
Ibis |
|
Gossamer Albatross |
96 |
500 |
Lissaman7769 |
55 |
carbon WBT h |
T Ch |
CN |
U |
pod |
wingwarp+banking e/v |
Kevlar |
Jul-78 |
Kremer Prize for first England to France |
Paul MacCready |
Gossamer Condor |
California USA |
Gossamer Albatross |
|
Chrysalis |
72 |
748 |
Lissaman7769 |
93 |
alum.tubing WBT |
T Ch |
C |
R |
nose |
rudder+wingwarp |
scaled up model plane |
05-Jun-79 |
40 pilots some inexperienced. |
Parks/Youngren et al |
students |
c/o MIT USA |
Chrysalis |
|
Bliesner 4 |
80 |
300 |
|
|
spruce/foam Ca |
|
B |
R |
pylon |
ailerons |
|
1979 |
100 yards |
Wayne T. Bliesner |
industry |
Seattle USA |
Bliesner 4 |
|
Newbury Manflier |
138 |
~600 |
Wortmann |
167 |
spruce/Balsa PT |
T Ch |
UU |
pylons |
each pilot had elevator only |
twin pods |
Nov-79 |
Pilot control tasks shared |
Nick Goodhart |
navy/gliders |
Newbury Berks England |
Newbury Manflier |
|
|
Bliesner 5 |
80 |
300 |
|
|
spruce/foam Ca |
|
B |
U |
nose |
ailerons |
two mainwheels |
1980 |
No ground crew. One mile flights. |
Wayne T. Bliesner |
Bliesner 4 |
Seattle USA |
Bliesner 5 |
|
Bliesner 7 |
80 |
300 |
|
|
spruce/foam Ca |
|
B |
R |
pylon |
ailerons |
|
1981 |
300 yards |
Wayne T. Bliesner |
Bliesner 5 |
Seattle USA |
Bliesner 7 |
|
MiLan'81 |
82 |
403 |
NACA 4412 |
75 |
carbon WBT |
|
BB |
U |
pod |
ailerons |
|
21-Dec-81 |
645 yards |
Naito et al. |
Ibis |
c/o Nihon University Japan |
MiLan'81 |
|
Phoenix |
100 |
1666 |
Wortmann |
105 |
inflated WBT |
T Ch |
U |
nose |
elevons |
remote control |
28-Mar-82 |
flew from sports grounds |
Fred To |
solar-power a/c |
Hampstead London England |
Phoenix |
|
|
Man-Eagle 1 |
110-63 |
324-200 |
WBT3 |
134 |
carbon Ca |
|
B |
R |
pylon |
ailerons |
V tail |
1982 |
short flights |
Wayne T. Bliesner |
Bliesner 7 |
Seattle USA |
Man-Eagle 1 |
|
HVS |
54 |
153 |
FX63137 |
110 |
carbon Ca |
B |
R |
pylon |
|
pedals non-rotating |
Jun-82 |
operated in 20 mph winds |
Hutter/Villinger/Schule |
Mufli |
Germany |
HVS |
|
|
MiLan'82 |
82 |
457 |
NACA 4412 |
60 |
carbon WBT |
|
BB |
R |
pod |
rudder only |
|
16-Oct-82 |
1800 yards |
Naito et al. |
MiLan'81 |
c/o Nihon University Japan |
MiLan'82 |
|
Man-Eagle 3 |
63 |
200 |
WBT3 |
134 |
Carbon Ca |
|
B |
R |
nose |
ailerons |
rubber-energy-storage |
1983 |
Kremer Speed Course |
Wayne T. Bliesner |
Man-Eagle 1 |
Seattle USA |
Man-Eagle 3 |
|
Monarch A |
62 |
178 |
Lissaman7769 |
68 |
alum.tubing WBT |
T Ch |
B |
U |
nose |
wingwarp |
fast-build |
14-Aug-83 |
29 Flights |
Drela et al |
Chrysalis |
c/o MIT USA |
Monarch A |
|
Bionic Bat |
42-56 |
149 |
Liebeck LH110 |
72 |
T Ch |
B |
R |
boom |
ailerons |
propeller around boom |
20-Aug-83 |
Kremer Speed Prize |
Paul MacCready |
Gossamer Albatross |
California USA |
Bionic Bat |
|
|
Monarch B |
62 |
178 |
Lissaman7769M |
72 |
alum.tubingWBT |
T Ch |
B |
R |
nose |
ailerons |
|
02-Sep-83 |
First Kremer Speed Prize |
Drela et al |
MonarchA |
c/o MIT USA |
Monarch B |
|
Pelargos 2 |
89 |
710 |
Dubs ? |
79 |
carbon |
|
B |
U |
nose |
? rudder ? |
carbon 2ary structure |
Dec-83 |
1100 yards |
Horlacher/Mohlin/Dubs |
Pelargos I |
Mohlin Switzerland |
Pelargos 2 |
|
Musculair I |
72 |
173 |
FX76MP |
62 |
|
B |
U |
aft |
ailerons |
|
May-84 |
Two different Prizes first passenger |
Schoberl/Rochelt |
research/design |
Munich Germany |
Musculair I |
|
|
Pelargos 3 |
73 |
213 |
|
95 |
Carbon WB |
|
|
|
nose |
rudder |
|
May-85 |
875 yards |
Horlacher/Mohlin/Frank |
Pelargos 2 |
Mohlin Switzerland |
Pelargos 3 |
|
Musculair II |
64 |
134 |
55 |
carbon SS |
T Ch |
B |
R |
aft |
ailerons |
stressed-skin wing |
Sep-85 |
Kremer Speed Prize |
Schoberl/Rochelt |
Musculair I |
Munich Germany |
Musculair II |
|
|
Man-Eagle 4 |
63 |
200 |
WBT3 |
134 |
carbon |
|
B |
R |
pod |
ailerons |
moulded fuse-fairing |
1985 |
|
Wayne T. Bliesner |
Man-Eagle 3 |
Seattle USA |
Man-Eagle 4 |
|
LightEagle |
114 |
334 |
DAI 1335 |
92 |
carbon WB |
BGS |
B |
R |
nose |
moving tips |
|
Oct-86 |
37 miles. Onboard test equipment |
Drela et al |
MonarchB |
Michelob sponsored. c/o MIT USA |
LightEagle |
|
Swift A |
64 |
204 |
Eppler E393 |
114 |
carbon Ca |
T Ch |
C |
R |
pylon |
ailerons |
|
|
|
Naito et al. |
MiLan '82 |
c/o Nihon University Japan |
Swift A |
|
Swift B |
57 |
204 |
Eppler E393 |
112 |
carbon Ca |
T Ch |
B |
R |
pylon |
ailerons |
|
|
|
Naito et al. |
Swift A |
c/o Nihon University Japan |
Swift B |
|
Daedalus 87 |
112 |
332 |
DAE-11 |
70 |
carbon WB |
BGS |
B |
R |
nose |
rudder-only |
|
Nov-87 |
Extensive data-gathering |
Drela et al |
Light Eagle |
c/o MIT USA |
Daedalus 87 |
|
Daedalus 88 |
112 |
332 |
DAE-11 |
70 |
carbon WB |
BGS |
B |
R |
nose |
rudder-only |
|
Mar-88 |
74 miles. Recreated Daedalus myth |
Drela et al |
Light Eagle |
c/o MIT USA |
Daedalus 88 |
|
Velair 88 |
71 |
177 |
FX63137 |
78 |
carbon I beam |
|
B |
R |
aft |
ailerons |
|
09-Aug-88 |
3390 yards |
Peer Frank |
Musculair II |
Stuttgart Germany |
Velair 88 |
|
Velair 89 |
76 |
182 |
PF 25 |
67 |
carbon |
|
B |
R |
aft |
moving tips |
|
24-Sep-89 |
3390 yards |
Peer Frank |
Velair 88 |
Stuttgart Germany |
Velair 89 |
|
Da Vinci 3 |
100 |
242 |
|
97 |
carbon WB |
Tip-propellers |
H |
R |
None |
|
10-Dec-89 |
8 second flight not controlled by pilot |
Bill Paterson |
Da Vinci 2 |
Cal. Poly. USA |
Da Vinci 3 |
|
|
Airglow |
84.65+ |
245.4+ |
DAI 1335 |
70 |
carbon |
BGS+Ch |
B |
R |
boom |
moving tips |
|
20-Jul-90 |
quarter mile on first day |
John McIntyre |
models |
Cambridge UK |
Airglow |
# Value for main wing only, the canard had an area of 88.8 square feet which contributed to lift
Icarus cup 2012 entries
|
Name |
Wing |
Empty Weight lb |
Structure |
Drive |
Config. |
S e a t |
Prop posn |
Lateral control |
Special features & innovations |
First Flight |
Achievements |
Designer |
Previous Experience |
Place of Origin |
Name |
||
|
Span Feet |
Area square ft |
Section |
|||||||||||||||
|
Airglow |
84.65+ |
245.4+ |
DAI 1335 |
70 |
Carbon |
BGS+Ch |
B |
R |
boom |
Rudder |
|
20-Jul-90 |
quarter mile on first day |
John McIntyre |
models |
Cambridge UK |
Airglow |
|
Betterfly |
|
|
|
|
Carbon |
T |
|
R |
nose |
Rudder |
|
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|
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|
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SUHPA |
|
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Carbon |
|
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Noctule |
|
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EA12 |
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