1.
Van's Aircraft
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Vans Aircraft is an American kit aircraft manufacturer, founded by Richard Van VanGrunsven in 1973. Vans RV series of aircraft, from the single-seat RV-3 to the latest RV-14, are all-aluminum, low-wing monoplanes of monocoque construction. The RV series of airplanes has been successful, and by the end of 2012, about 8,000 RV kits had been completed and flown. Completion rates currently average about 1.5 per day, making the one of the most numerous of all homebuilt aircraft. They feature responsive controls plus both good speed and fuel economy, in 2013, the company announced it would begin selling some assembled aircraft as well on a limited basis. Vans factory is located at Aurora State Airport, Oregon and this airport is the location of an annual fly-in for Vans aircraft owners. A modified version of the RV-6 was sold to the Nigerian government as a military trainer. The RV-12 is available as an experimental and special light-sport aircraft, RV-14, two seats, side-by-side version of the RV-10
2.
Richard VanGrunsven
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Richard E. Dick VanGrunsven is an American aircraft designer and kit plane manufacturer. The number of VanGrunsven-designed homebuilt aircraft produced each year in North America exceeds the production of all commercial general aviation companies. VanGrunsven is the son of a Portland area farmer and he has seven brothers and sisters. His father was a pilot since the 1930s and operated a Piper J-3 Cub, richard learned to fly in 1956. His first aeronautical business was providing wheelpants for Taylorcraft and he graduated from the University of Portland in 1961 with an engineering degree. He then joined the U. S. Air Force that same year, VanGrunsven originally planned to become a fighter pilot but a minor vision problem led instead to him serving three years as a communications officer. After serving in the Air Force, he worked as a designer for Hyster and his free time was devoted to learning more about aviation. He now has earned Chief Flying Instructor, multi-engine, and Airline Transport Pilot ratings and has over 12,000 hours of flight time logged, towards the mid-1960s, VanGrunsven purchased a Stits Playboy homebuilt aircraft and modified it by installing a larger engine. Later he modified the aircraft by installing cantilevered aluminum wings with flaps, a few years later he started a clean-sheet design, the all-aluminum RV-3 single-place aircraft. In 1973 he founded Vans Aircraft, the RV-3 was followed by the RV-4 tandem aircraft in 1979. Vans Aircraft continued to new designs with good all-round performance, reasonable costs. VanGrunsven commutes regularly to his company in Aurora, Oregon using aircraft of his own design and his company has sold over 18,000 kits or sets of plans, with over 7,500 aircraft completed. Vans homebuilt designs are built in numbers that several groups, such as Freedom Flight. In 2006 VanGrunsven was inducted into the Oregon Aviation Hall of Fame, in November 2013 VanGrunsven was appointed to the board of directors of the Experimental Aircraft Association. That same year he, along with Dale Klapmeier, Burt Rutan, Bob Hoover and others, launched a campaign, the website also contained a Roster of Support where EAA-attendees could add their signature advocating for Pobereznys return to the annual EAA AirVenture Airshow. Flying magazine ranked VanGrunsven 22 on its list of the 51 Heroes of Aviation and has labelled him the leader in kit aircraft manufacturing. Www. vansaircraft. com — Vans Aircraft site AKIA official site 2012 article from Aircraft Spruce
3.
United States dollar
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The United States dollar is the official currency of the United States and its insular territories per the United States Constitution. It is divided into 100 smaller cent units, the circulating paper money consists of Federal Reserve Notes that are denominated in United States dollars. The U. S. dollar was originally commodity money of silver as enacted by the Coinage Act of 1792 which determined the dollar to be 371 4/16 grain pure or 416 grain standard silver, the currency most used in international transactions, it is the worlds primary reserve currency. Several countries use it as their currency, and in many others it is the de facto currency. Besides the United States, it is used as the sole currency in two British Overseas Territories in the Caribbean, the British Virgin Islands and Turks and Caicos Islands. A few countries use the Federal Reserve Notes for paper money, while the country mints its own coins, or also accepts U. S. coins that can be used as payment in U. S. dollars. After Nixon shock of 1971, USD became fiat currency, Article I, Section 8 of the U. S. Constitution provides that the Congress has the power To coin money, laws implementing this power are currently codified at 31 U. S. C. Section 5112 prescribes the forms in which the United States dollars should be issued and these coins are both designated in Section 5112 as legal tender in payment of debts. The Sacagawea dollar is one example of the copper alloy dollar, the pure silver dollar is known as the American Silver Eagle. Section 5112 also provides for the minting and issuance of other coins and these other coins are more fully described in Coins of the United States dollar. The Constitution provides that a regular Statement and Account of the Receipts and that provision of the Constitution is made specific by Section 331 of Title 31 of the United States Code. The sums of money reported in the Statements are currently being expressed in U. S. dollars, the U. S. dollar may therefore be described as the unit of account of the United States. The word dollar is one of the words in the first paragraph of Section 9 of Article I of the Constitution, there, dollars is a reference to the Spanish milled dollar, a coin that had a monetary value of 8 Spanish units of currency, or reales. In 1792 the U. S. Congress passed a Coinage Act, Section 20 of the act provided, That the money of account of the United States shall be expressed in dollars, or units. And that all accounts in the offices and all proceedings in the courts of the United States shall be kept and had in conformity to this regulation. In other words, this act designated the United States dollar as the unit of currency of the United States, unlike the Spanish milled dollar the U. S. dollar is based upon a decimal system of values. Both one-dollar coins and notes are produced today, although the form is significantly more common
4.
Van's Aircraft RV-6
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The Vans RV-6 and RV-6A are two-seat, single-engine, low-wing homebuilt airplanes sold in kit form by Vans Aircraft. The RV-6 is the tail-wheel equipped version while the RV-6A features a nose-wheel, the RV-6 was the first aircraft in the popular Van’s RV series to feature side-by-side seating and the first to offer a nosewheel option. It was first flown in 1985, over 2500 kits have been completed and flown. The RV-6 kit has been superseded by the similar, but improved, kit components are still available to allow builders to complete RV-6s under construction, but no new complete kits are available. Van’s Aircraft designer, Richard VanGrunsven, designed the RV-6 series as a two-seat side-by-side development of the RV-4, market demand motivated VanGrunsven to design the RV-6 and offer it as an optional nosewheel design. Many spouses of builders especially favoured the side-by-side configuration over the tandem arrangement, VanGrunsven worked diligently to create a side-by-side design with a generous 43-inch-wide cockpit that did not sacrifice the RV-4’s handling, STOL performance and especially its high cruise speed. In the end the RV-6 prototype produced cruise speeds that are only 3 mph slower than the RV-4 with the same engine, the first RV-6s had a forward hinged canopy design. This was a simple arrangement, but it made taxiing the aircraft with the canopy open more difficult. Later kits had the option of a sliding canopy that could more easily provide ventilation on the ground. One RV-6A was modified for open cockpit flight with an enclosed rear turtledeck, the RV-6A version features steel rod landing gear with the nosewheel strut attached to the engine mount. The nosewheel is friction castering and the aircraft is steered with differential braking, the brakes are mounted conventionally on the rudder pedal toes. The RV-6 has a distinction in the world of kit built aircraft - it is used as a military training aircraft. Searching for a trainer that could be assembled in Nigeria using local labour. The air training school is based at Kaduna, Nigeria, the only other amateur aircraft to have this distinction is the Pazmany PL-1, which was built as a trainer for Taiwans Air Force in the 1970s. A modified version of the RV-6A is manufactured in Iran by Aviation Industries of Iran as the AVA-202, first flown in 1997, the main change from the RV-6A is a greater wingspan of 28.67 ft. S. Janes All The Worlds Aircraft 1993-94, Vans Aircraft Website Vans Aircraft website - Nigerian Air Force International Air Force Directory 1999-2000 Vans Aircraft
5.
Homebuilt aircraft
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Homebuilt aircraft, also known as amateur-built aircraft or kit planes, are constructed by persons for whom this is not a professional activity. These aircraft may be constructed from scratch, from plans, or from assembly kits, in the United States, Brazil, Australia, New Zealand and South Africa, homebuilt aircraft may be licensed Experimental under FAA or similar local regulations. With some limitations, the builder of the aircraft must have done it for their own education and recreation rather than for profit, in the US, the primary builder can also apply for a repairmans certificate for that airframe. The repairmans certificate allows the holder to perform and sign off on most of the maintenance, repairs, alberto Santos-Dumont was the first to offer for free construction plans, publishing drawings of its Demoiselle in the June 1910 edition of Popular Mechanics. The first aircraft to be offered for sale as plans, rather than a completed airframe, was the Baby Ace in the late 1920s, homebuilt aircraft gained in popularity in the US in 1924 with the start of the National Air Races, held in Dayton, Ohio. These races required aircraft with useful loads of 150 lb and engines of 80 cubic inches or less, the years after Charles Lindberghs transatlantic flight brought a peak of interest between 1929 and 1933. During this period many aircraft designers, builders and pilots were self-taught, in 1946 Goodyear restarted the National Air Races, including a class for aircraft powered by 200 cubic inch and smaller engines. The midget racer class spread nationally in the US and this led to calls for acceptable standards to allow use of amateur-built aircraft. By the mid-1950s both the US and Canada once again allowed amateur-built aircraft to specified standards and limitations, homebuilt aircraft are generally small, one to four-seat sportsplanes which employ simple methods of construction. Engines are most often the same as, or similar to, the use of automotive engines helps to reduce costs, but many builders prefer dedicated aircraft engines, which are perceived to have better performance and reliability. Other engines that have used include chainsaw and motorcycle engines. In 2003, the number of homebuilts produced in the USA exceeded the number produced by any single certified manufacturer, the history of amateur-built aircraft can be traced to the beginning of aviation. Even if the Wright brothers, Clément Ader, and their successors had commercial objectives in mind, Aviation took a leap forward with the industrialization that accompanied World War I. In the post-war period, manufacturers needed to find new markets, however, these machines were affordable only by the very rich. Many of these were prototypes, but designs such as Bernard Pietenpols first 1923 design were some of the first homebuilt aircraft, in 1928, Henri Mignet published plans for his HM-8 Pou-du-Ciel, as did Pietenpol for his Air Camper. Pietenpol later constructed a factory, and in 1933 began creating and selling partially constructed aircraft kits, in 1936, an association of amateur aviation enthusiasts was created in France. Many types of aircraft began to make an appearance. The articles gained worldwide acclaim and the concept of aircraft homebuilding took off, until the late 1950s, builders had mainly kept to wood-and-cloth and steel tube-and-cloth design
6.
Conventional landing gear
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Conventional landing gear, or tailwheel-type landing gear, is an aircraft undercarriage consisting of two main wheels forward of the center of gravity and a small wheel or skid to support the tail. The term taildragger is also used, although some claim it should apply only to aircraft with a tail skid rather than a wheel. The term conventional persists for historical reasons, but all modern jet aircraft, in early aircraft, a tailskid made of metal or wood was used to support the tail on the ground. In most modern aircraft with landing gear, a small articulated wheel assembly is attached to the rearmost part of the airframe in place of the skid. This wheel may be steered by the pilot through a connection to the pedals, allowing the rudder. Before aircraft commonly used tailwheels, many aircraft were equipped with steerable tailskids and this is also used on some tricycle gear aircraft, with the nose wheel being the freely castering wheel instead. Like the steerable tailwheel/skid, it is integrated with the rudder pedals on the craft to allow an easy transition between wheeled and aerodynamic control. The tailwheel configuration offers several advantages over the landing gear arrangement. Due to its much further from the center of gravity. As a result, the wheel weighs less and causes less parasitic drag. If a tailwheel fails on landing, the damage to the aircraft will be minimal and this is not the case in the event of a nosewheel failure, which usually results in a prop strike. Tailwheel aircraft are suitable for operation on skis. Tailwheel aircraft are easier to fit into and maneuver inside some hangars, the conventional landing gear arrangement has disadvantages compared to nose wheel aircraft. Tailwheel aircraft are subject to nose-over accidents due to injudicious application of brakes by the pilot. Conventional geared aircraft are more susceptible to ground looping. A ground loop occurs when directional control is lost on the ground and this event can result in damage to the aircrafts undercarriage, tires, wingtips, propeller and engine. Avoiding ground loops requires more pilot training and skill, tailwheel aircraft generally suffer from poorer forward visibility on the ground, compared to nose wheel aircraft. Often this requires continuous S turns on the ground to allow the pilot to see where they are taxiing and they also suffer from lower crosswind capability and in some wind conditions may be unable to use crosswind runways or single-runway airports
7.
Tricycle landing gear
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Tricycle gear is a type of aircraft undercarriage, or landing gear, arranged in a tricycle fashion. The tricycle arrangement has a nose wheel in the front. Tricycle gear aircraft are the easiest to take-off, land and taxi, several early aircraft had primitive tricycle gear, notably very early Antoinette planes and the Curtiss Pushers of the pre-World War I Pioneer Era of aviation. Waldo Watermans 1929 tailless Whatsit was one of the first to have a nose wheel. Tricycle gear is essentially the reverse of conventional landing gear or taildragger, on the ground, tricycle aircraft have a visibility advantage for the pilot as the nose of the aircraft is level, whereas the high nose of the taildragger can block the view ahead. Tricycle gear aircraft are less liable to nose over as can happen if a taildragger hits a bump or has the brakes heavily applied. In a nose-over, the aircrafts tail rises and the propeller strikes the ground, the tricycle layout reduces the possibility of a ground loop, because the main gear lies behind the center of mass. However, tricycle aircraft can be susceptible to wheel-barrowing, the nosewheel equipped aircraft also is easier to handle on the ground in high winds due to its wing negative angle of attack. Student pilots are able to safely master nosewheel equipped aircraft more quickly, tricycle gear aircraft are easier to land because the attitude required to land on the main gear is the same as that required in the flare, and they are less vulnerable to crosswinds. As a result, the majority of aircraft are fitted with tricycle gear. The taildragger configuration has its own advantages, and is more suited to rougher landing strips. The tailwheel makes the plane sit naturally in an attitude when on the ground. The tailwheel also transmits loads to the airframe in a way much less likely to cause damage when operating on rough fields. The small tailwheel is much lighter and much less vulnerable than a nosewheel, also, a fixed-gear taildragger exhibits less interference drag and form drag in flight than a fixed-gear tricycle aircraft whose nosewheel may sit directly in the propellers slipstream. Tailwheels are smaller and cheaper to buy and to maintain, most tailwheel aircraft are lower in overall height and thus may fit in lower hangars. Tailwheel aircraft are more suitable for fitting with skis in wintertime
8.
Spin (aerodynamics)
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A spin is a special category of stall resulting in autorotation about the vertical axis and a shallow, rotating, downward path. Spins can be entered intentionally or unintentionally, from any flight attitude if the aircraft has sufficient yaw while at the stall point, either situation causes the aircraft to autorotate toward the stalled wing due to its higher drag and loss of lift. Spins are characterized by high angle of attack, an airspeed below the stall on at least one wing, recovery may require a specific and counterintuitive set of actions in order to avoid a crash. A spin differs from a dive in which neither wing is stalled. A spiral dive is not a type of spin because neither wing is stalled, in the early years of flight, a spin was frequently referred to as a tailspin. A method used to control a spin before it develops is a maneuver called the falling leaf. Many types of airplane will only spin if the pilot simultaneously yaws, under these circumstances, one wing will stall, or stall more deeply than the other. The wing that stalls first will drop, increasing its angle of attack, at least one wing must be stalled for a spin to occur. The other wing will rise, decreasing its angle of attack, the difference in lift between the two wings causes the aircraft to roll, and the difference in drag causes the aircraft to continue yawing. One common scenario that can lead to a spin is a skidding uncoordinated turn toward the runway during the landing sequence. A pilot who is overshooting the turn to final approach may be tempted to apply more rudder to increase the rate of turn, the result is twofold, the nose of the airplane drops below the horizon and the bank angle increases due to rudder roll. Reacting to these changes, the pilot then begins to pull the elevator control aft while applying opposite aileron to decrease bank angle. Taken to its extreme, this can result in a turn with sufficient angle of attack to cause the aircraft to stall. This is called a stall, and is very dangerous if it happens at low altitude where the pilot has little time to recover. In order to avoid this scenario, pilots are taught the importance of always making coordinated turns and they may simply choose to make the final turn earlier and shallower to prevent an overshoot of the runway center line and provide a larger margin of safety. Certificated, light, single-engine airplanes must meet criteria regarding stall. Spins are often entered intentionally for training, flight testing, or aerobatics, in aircraft that are capable of recovering from a spin, the spin has four phases. Some aircraft are difficult or impossible to recover from a spin, at low altitude spin recovery may also be impossible before impacting terrain, making low and slow aircraft especially vulnerable to spin related accidents
9.
Van's Aircraft RV-4
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The Vans RV-4 is an American light homebuilt aircraft supplied in kit form by Vans Aircraft of Aurora, Oregon. It seats two people in a seating configuration with the pilot accommodated in the front seat. The Vans RV series has become the most popular aircraft in the world. The RV-4 is the second most popular RV model, outsold only by the now discontinued RV-6, as of November 2014,1372 RV-4s had been completed and flown worldwide. Richard VanGrunsven designed the RV-4 in the mid 1970s as a development of the single-seat RV-3. The RV-4 prototype first flew in August 1979, the RV-4 is a new design based upon the concepts proven in the RV-3 and is not merely a stretched RV-3. The RV-4 airframe will accept a range of engines up to 180 hp, the RV-4 has a new wing, with increased wingspan and wing area over the RV-3. The RV-4 is designed for sport aerobatics, the RV-4 has proven to be a capable cross country aircraft in service, able to carry two modest sized people and baggage on longer trips. RV-4s have been flown around the world, notably by an Australian, Jon Johanson, many larger people find the RV-4 cockpit design physically constraining, and as a result VanGrunsven has designed an entire family of derivative designs. The RV-6 was designed to allow side-by-side seating, and the RV-8 was created as an aircraft that follows the RV-4s philosophy. Unlike most later RV series designs, RV-4 kits are available with conventional landing gear. At least two RV-4s have also built with retractable landing gear. RV-4 Basic version Harmon Rocket Higher performance derivative of the RV4, with clipped wings, a 300 hp Lycoming IO-540 engine and a razorback turtledeck
10.
Van's Aircraft RV-3
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The Vans RV-3 is a single-seat, single-engine, low-wing kit aircraft sold by Vans Aircraft. Unlike many other aircraft in the RV line the RV-3 is only available as a tail-wheel equipped aircraft, the RV-3 is the genesis design for the rest of the RV series, all which strongly resemble the RV-3. The RV-4 was originally developed as a two-seat RV-3, the architect of the line of Van’s aircraft, Richard VanGrunsven, designed the RV-3 in the late 1960s after experience flying the Stits Playboy amateur-built aircraft. The RV-3 started out as an attempt to maintain the Playboy’s layout and concept, the RV-3 was designed to have light handling, aerobatic capabilities, fast cruise speeds and short field STOL capabilities. The RV-3 was also designed from the start for serious travel, the design horsepower is 100-150 typically using a Lycoming O-235 or Lycoming O-320 powerplant, although some builders have fitted RV-3s with more powerful engines. The RV-3 uses a NACA23015 airfoil on a constant chord wing, construction is semi-monocoque of predominantly 2024-T3 aluminum sheet. The wings are built around an aluminum I-beam spar with a lighter rear spar, the aircraft has plain flaps operated by a handle. The main landing gear is attached directly to the steel engine mount and consists of tapered. Construction time for the RV-3 is reported to be 1300 hours for a first time builder, the very first RV-3 built by VanGrunsven won “Best Aerodynamic Detailing” at the 1972 EAA Oshkosh Convention. There is an RV-3A model, but its designation does not follow VanGrunsven’s normal system, an RV-3A is an early RV-3 that has undergone rear spar and wing root upgrades as described in Vans publication CN-1. Due to ongoing structural concerns the production of RV-3 kits was suspended in 1996, continued customer demand for the single seat design resulted in VanGrunsven engineering a new wing for the RV-3. Production of kits was restarted a few years later, new aircraft completed since the wing redesign and aircraft that have been retrofitted with the new wing are referred to as an RV-3B. By November 2014281 RV-3s had been completed and were flying, classic Flyers Museum - ZK-RVE, built from the first kit exported outside the USA in 1976. Bowers, Peter M, Guide to Homebuilts 9th Edition, TAB Books Blue Ridge Summit PA,1984, plane and Pilot,1978 Aircraft Directory, Werner and Werner, Santa Monica CA1978 Vans Aircraft
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