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Aviation History
1976
1976 - 0824.PDF
#** 1294 HANOVER SHOW REVIEW were produced in France and Wassmer was awarded a contract by the Govern ment to build the WA.28 Espadon, a single-seat polyester-resin sailplane. There have been 20 sold in the home market and German certification from the LBA is expected in September. Ex-factory price is Fr40,000, about £4,700. The Sportavia RF6-180 flew on April 28, just in time to make its debut at Hanover. The aircraft, a 180 h.p. Sportavia's four-seat RF6-I80 features split flaps, three-blade Hoffmann propeller and an enormous canopy four-seater, is a development of Rene Founder's RF6-125/150. Only the cabin area has been stretched, the overall dimensions remaining unchanged, although other slight modifications have been necessary for production. The engine is a Lycoming IO-360- A1F6D and was first tried in an RF6- 125 airframe. The cooling system needed some revision but Manfred Schliewa, the designer, sees no fur ther changes. A constant-speed three- blade Hoffmann propeller has been chosen for quietness, and the Grum man American castoring torque-tube nosegear has been replaced by a steer- able oleopneumatic unit. Design of the RF6-180 began seven months ago and, if certification goes smoothly, the type should be available late this year at a price of DM90,000, about £20,000. The majority of the structure is wooden, with a one-piece laminated beech spar. The wing top- surface and fuselage are skinned with mahogany ply, which is in turn covered with glass-fibre; the ribs are of birch plywood and pine—spruce is becoming increasingly scarce. All controls are rod-operated and fabric-covered. The prototype at present has a very large canopy, which, combined with low coaming and sills, provides superb visibility. A roof will however be added later to prevent passengers overheating. Two-third-span, metal, electric, split flaps and turned-down tips distinguish the wing from that of the earlier RF6. Total fuel capacity is 2201it, 48-5gal in two wing tanks, and cruising speed is claimed to be between 160 and 170 m.p.h. Schliewa would like to see a retract able and little modification would be necessary. Sales of the two models currently produced by Sportavia, the RF5 and RF5B Sperber, stand at 130 and 70 respectively and about 50 per cent of production is sold in Germany; 18- 20 of the Sperber total are flying in the US. Flight can reveal exclusively a new open-class sailplane from Poland's SZD. Designated the SZD-42-1 Jantar 2A, it is scheduled to take part in the world championships to be held in Rayckala, Finland, on June 13-27. American competitors will fly one Jantar 2A and one Jantar Standard, while Poland will fly two of the new type and two Standards. The 2A differs from the Standard mainly in span, but also has a low tail (the Standard's is a T-tail). Con struction throughout is of fibre-re inforced epoxy resin and each wing weighs 231-51b. Flaps are elastic- laminate-hinged; the ailerons span 14 -7ft, extend to 20 per cent chord, and droop with the flaps. Water bal last (15-4gal) is drained directly from the wings. JANTAR 2A: LEADING DATA Span 67ft 2in, 20-5m; Wing area 171 sq ft, 14-25m2; Aspect ratio29-2; Weights:Gross, no ballast 992lb, 450kg Gross, ballast 1,2781b, 580kg Empty equipped 7271b, 330kg; Performance: VNE 135kt, 250km/hr Minimum speed 35kt, 65km/hr Minimum descent 90ft/min,0-46m/sec; Glide ratio 1 :48 The pilot half-lies under a two-piece canopy, and rudder pedals, back-rest and head-rest are all adjustable. The 13-7in-diameter mainwheel retracts and the fin carries a buried aerial. When disassembled the Jantar 2A can Below left, the Cherokee Lance, Piper's latest retractable. Below right, the 160 h.p. Robin DR400/I40B FLIGHT International, 15 May 1976 be transported in a trailer measuring 27ft 2in, 8 • 3m long and 3ft 9in, 1 • 2m high (with an additional 1ft 9in, 0-6m section for the tail). At the time of going to press, two examples had been built. PZL showed the SZD-45 Ogar (Fox hound), which first appeared at Hanover 1974 and was certificated by Poland last year. Testing for West German certification was completed on April 29 and a C of A is imminent as we go to press. The Ogar is not based on any previous SZD design and is powered by a 68 h.p. Limbach driv ing a pusher propeller. It is export ing "well," and Russia is said to be showing interest in the aircraft as a trainer (the prime use in Poland). PZL will probably replace the Limbach powerplant with a 60 h.p. PZL-Frank- lin 2A-120. The PZL-104 Wilga (nicknamed "air tractor" in Poland) remains largely unchanged, although the ex ample at Hanover was fitted with a revised undercarriage. Low-pressure tyres, disc brakes and softer shock absorbers are the main features. The Wilga has been exported to Dossaf, the Soviet sport-flying organisation, which is a "very big market indeed." PZL claims little noise from the low- revving (2,350 r.p.m.) radial engine, broad-chord propeller and reduction gear. Indonesia is still producing the Gelatik (licence-built Wilga) in small numbers with a 230 h.p. Continental. PZL-Rzeszow is now producing Franklin engines, having concluded an agreement late last year; Franklin in the US exists no longer. The range includes the 60 h.p. two-cylinder 2A- 120, 130 h.p. four-cylinder 4A-235 and 220 h.p. six-cylinder 6A-350. Rene Fournier has received orders for 22 RF6Bs since production got under way last October; four have been delivered so far and the price is Frl00,000 plus VAT, which is 20% in France. The aircraft is stressed to + 9g — 4 • 5g but is being sold primarily as a basic trainer. Powerplant is a 100 h.p. Rolls-Royce/Continental O-200; a metal propeller was tried, but Fournier has decided on a two-blade fixed-pitch Hoffmann unit. Production rate is four or five a month, although Fournier only assembles the components, which are built elsewhere. A 150 h.p. Lycoming with an inverted system will be fitted later, and Fournier hopes to sell this version for competition aerobatics. The manufacturer claims a 97kt cruise and 37kt full-flap stall 1 . \\ igas8sfc^«838j8*a&3gji
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