Lippisch Rhönadler 1929
Autre nom (ou nom en langue originelle) : Schleicher Rhönadler 1929| DONNÉES GÉNÉRALES |
| Année du premier vol (ou de design, si seul projet) |
1929 |
| Pays | Allemagne |
| Designer(s) | LIPPISCH, Alexander |
| Premier constructeur | Segelflugzeugbau Rhön Alexander Schleicher, Poppenhausen (DE) |
| Type d'appareil | Planeur |
| Fonction | Performance |
| SPÉCIFICATIONS TECHNIQUES |
| Envergure | 17 m |
| Longueur | 7.7 m |
| Hauteur | 1.65 m |
| Allongement | -- |
| Surface alaire | 27 m2 |
| Profil aile | R.R.G. 652 |
| Masse à vide | 207 kg |
| Masse maxi | 347 kg |
| Charge alaire | 12.8 kg/m2 |
| Vitesse mini | -- |
| Vitesse maxi | -- |
| Finesse maxi | |
| Taux de chute mini | -- |
| Nb sièges | 2 |
| Structure | Bois et toile |
AUTRES INFORMATIONS
| Constructeur(s) |
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| Infos techniques | The "Schleicher-Poppenhausen" Aircraft Works likewise brought to the Rhön meeting 1929 a two-seater built from a design of the author's, which in its general build approached more nearly the form of a high-performance glider. This aircraft "Rhonadler" (Fig. 19) has an understrutted wing, built in two sections, with a straight middle portion and tapering trapeziform outer portions. The wing-section of the innner portion is the R.R.G. No. 652, which was also employed for the Munich Machine "Kakadu." In the outer wing portions this wing-section is gradually and evenly reduced to a thin slightly-cambered wing-section, in order to increase stability and and controllability. By the internal construction of the wing a further attempt was made to develop the method of construction with a supporting outer skin, such as had already been put into practice in a different way by the Munich group. Two deep I-spars situated at 10% and 35% of the chord depth constitute a large box, resistant to bending and torsional stresses. Between these two spars, the bracings of which only serve for binding the supporting skin to the framework members, light longtitudinal strips are arranged outside the wing-ribs parallel to the spars and formed with T-shaped cross-section, for the purpose of stiffening the ptywood skin. The entire cross-section is carried through the ribs, the bracings of which lie underneath at these places and are strengthened through the nodal points. Both the main spars are stiffened by means of the upright members of the rib framework, which is made possible by the fact that these members are glued direcily to the plywood wall of the spar. In addition another light assisting spar was situated at 68% of the chord depth for stiffening the ends of the ribs. The connection of the wing-support to the wing spar was likewise carried out in a novel manner. Through the neutral axes of the box spar ran a strong tube, which was enclosed in such a way that it could be turned inside the encased spar-members. On the tube a shoe was fixed, which was likewise attached on the under side to a tube, into which the wing-support was than introduced, and rigidly attached to it with bolts. In this way a simple mounting of the wing-support and good transmission of forces to the wing surface were obtained. This main wing-support formed, with a light additional support to the rear spar, a "V" which was braced to the body towards the front and the rear with cables. The wing was laid upon a long "neck" with the main spar between the first and second cockpit. The body has the cross-section of a regular hexagon in its fore part, and towards the rear it changes into the shape of a circular cone. Six light longerons were arranged to correspond with it. This method of construction was chosen in order to simplify as far as possible the assembling of the body. The body was continuous with the vertical stabilising fin, whereas the horizontal stabilising fin was placed above the body on short supports and was braced by two struts. The wing structure proved itself to be exceptionally rigid, so that no distortion was noticeable even with strong gusts. The rigidity of the "neck" of the body was not satisfactory, a fact which was established during a cloud flight up to a height of 1275 metres with the machine flown as a two-seater and piloted by the glider-pilot Groenhoff. By this record altitude flight for two-setters Groenrioff at the same time exceeded the distance record for two-seaters with a flight of 33 kilometres. The high-performance glider of Schleicher from the previous year was likewise flown by Groenhoff. Only the machine's rudder was somewhat altered. In the early days of the meeting Groenhoff carried out various successful flights with it. During a sharp turn above the wooded south-easterly slope of the Eubeberg the machine side-slipped down on to its wing and crashed. | ||||||
| Histoire résumée | Avec le biplace Rhönadler, Günter Groenhoff, et Leo Bub (de Poppenhausen), établirent deux records le 30 juillet 1930 : gain d'altitude de 1250 mètres et distance de 36 km (à la Wasserkuppe ?). | ||||||
| Liens personnalités | LIPPISCH, Alexander Martin (Allemagne) SCHLEICHER, Alexander (Allemagne) |
SOURCES DOCUMENTAIRES
| Liens WEB | Pas de site référencé. |
| Livres | Das Segelflugzeug par LANGSDORFF, Werner von (1931) [p. 59, 69, 71, 165. Notes + photo + specs]. Rhön-Adler par SELINGER, Peter F. (2003) [p. 16, 18, 76. Mention + photo]. |
MODÈLES RÉDUITS
| Pas de plan ou kit référencé. |
Fiche n° 2262 [Dernière mise à jour : 2013-11-20]
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