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
11.
Lycoming O-360
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The Lycoming O-360 is a family of four-cylinder, direct-drive, horizontally opposed, air-cooled, piston aircraft engines. Engines in the O-360 series produce between 145 and 225 horsepower, with the basic O-360 producing 180, the engine family has been installed in thousands of aircraft, including the Cessna 172, Piper Cherokee/Archer, Grumman Tiger, and many home-built craft. It has a factory rated time between overhaul of 2000 hours or twelve years, the first O-360 certified was the A1A model, certified on 20 July 1955 to United States CAR13 effective March 5,1952 as amended by 13-1 and 13-2. The Lycoming IO-390 is an O-360 which has had its cylinder bore increased by 3⁄16 inch, the O-360 family of engines comprise 167 different models with 12 different prefixes
12.
Van's Aircraft RV-8
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The Van’s RV-8 is a tandem two-seat, single-engine, low-wing homebuilt aircraft sold in kit form by Vans Aircraft. The RV-8 is equipped with landing gear, while the RV-8A version features tricycle landing gear. The design is a development of the RV-4, and is similar in appearance, although larger. Richard VanGrunsven designed the RV-8 series as an improved RV-4, itself a version of the single seat RV-3. The RV-8 first flew in 1995 and was first shown publicly at Oshkosh that year, the RV-8 incorporated changes as a result of lessons learned in producing the popular RV-4 design. The RV-8 airframe will accept larger engines, including the Lycoming IO-360, the RV-8 also has increased wingspan and wing area over the RV-4, as well as more cockpit width, headroom, legroom and an increased useful load, all with a view to accommodating larger pilots. Like the RV-3 to RV-7 that preceded it, the RV-8 is stressed for aerobatics, the RV-8 shares many common parts with the RV-7 and RV-9 which reduces production costs. Like the RV-7, the RV-8 uses computer assisted design to produce a kit with pre-drilled rivet holes, the RV-8 was intended from the start to have a nose-gear stablemate designated the RV-8A. The RV-8A was first flown in 1998 and features tubular steel landing gear with the nosewheel mounting tube welded to the engine mount, as in all nose-wheel equipped RV aircraft, the nosewheel is free castering and the aircraft is steered with differential braking. The brakes are mounted conventionally on the rudder pedal toes
13.
Van's Aircraft RV-9
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The Vans RV-9 and RV-9A are American two-seat, single-engine, low-wing homebuilt airplanes sold in kit form by Vans Aircraft of Aurora, Oregon. The RV-9 is the tail-wheel equipped version while the RV-9A features a nose-wheel, the RV-9 was built around a newly designed high aspect ratio wing, featuring a Roncz airfoil. It is similar in size and weight to the RV-6 and is similar to the RV-6. The architect of the line of Van’s aircraft, Richard VanGrunsven, the RV-9 was designed from the start as a two-place, side-by-side, touring aircraft and as such it forgoes the aerobatic capabilities and the lighter handling for more stability and economy. As such the design horsepower is 118-160 and the prototype was flown with a Lycoming O-235 powerplant of 118 hp as a proof-of-concept for the lower horsepower. The RV-9A was the first to use what Vans calls matched-hole components in that parts are formed to the required contour and have all the rivet holes precisely located. The assembly jigs normally used to ensure alignment are not necessary, later models, such as the RV-7 and RV-10, use this same manufacturing technique. Compared to the similar RV-7, the RV-9 has a wing of increased span, the RV-9 has a slow stall speed, comparable to the Cessna 150, and docile handling suitable for low-time pilots. The cruise speed is a very respectable 167 mph TAS even with the 118 hp engine, the RV-9 shares many common parts with the RV-7 and the RV-8, which reduces production costs. Like those aircraft, the RV-9 uses computer assisted design to produce a kit with pre-drilled rivet holes, the RV-9 is unique in Van’s aircraft history in that the tricycle gear RV-9A version was flown first on June 15,2000, three years before the tail wheel version flew. The later conventional landing gear equipped RV-9 was first flown by its designer in 2002, the RV-9A features solid circular spring steel landing gear with the nosewheel mounting tube welded to the engine mount. As in all nose-wheel equipped RV aircraft, the nosewheel is free castering, the brakes are mounted conventionally on the rudder pedal toes
14.
Hartzell Propeller
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Hartzell Propeller was founded in 1917 by Robert Hartzell as the Hartzell Walnut Propeller Company. Hartzell is an American manufacturer of composite and aluminum propellers for certified, homebuilt, the company headquarters is located in Piqua, Ohio. The company produces propellers, spinners, governors, ice protection systems and other propeller controls. In an effort to get off his Union City, Indiana farm, 17-year-old John T. Hartzell borrowed $25, purchased a horse and a huckster wagon, in 1875 he founded the Hartzell Farm Wagon Company. In the 1890s, Johns son George joined the company as a partner and it was renamed John T. Hartzell & Son, doing business as lumber suppliers, George Hartzell purchased the company from his father and renamed it the George W. Hartzell Company. He moved the company from Greenville, Ohio to Piqua, Ohio, in 1915, the company manufactured gun stocks for the First World War. George’s son Robert N. Hartzell owned an airplane and did maintenance as a young man. In 1917, Orville Wright suggested that Hartzell use its walnut trees to manufacture aircraft propellers, as a result Robert founded the Hartzell Walnut Propeller Company in Piqua and the company provided Liberty aircraft propellers for World War I warplanes. After the war, Hartzell built its own airplanes, including the FC-1, the FC-1 took first place in the Flying Club of St. Louis Trophy Race at the 1923 International Air Meet. Hartzell stopped producing aircraft to avoid competing with its own propeller customers, in 1926, Hartzell began building propellers for the Aeronca C-2. During World War II the company produced metal propellers for Hamilton-Standard, after the war, Hartzell produced the first composite propellers for the Republic Seabee. Hartzell began making aluminum propellers in 1948 and developed the first full-feathering propellers for a light aircraft in the 1950s. These were used in the Aero Commander, the Piper Apache, the Cessna 310, Hartzell introduced a turboprop propeller in 1961 and in 1975 certified a 5-bladed propeller for the Shorts 330. In 1978, the company produced a composite aramid fiber propeller for the CASA212, in 1989, Hartzell produced sixteen-foot propellers for the Boeing Condor, another record-breaking aircraft. Hartzell introduced Top-Prop, replacement propellers for aircraft, in 1991. In 1994, the company held the first Friends of Hartzell Air Show in Piqua, for which Hartzell developed its first aerobatic system. In 2013, the Red Bull Air Race World Championship chose Hartzell to provide 3-blade composite propellers, in 2006, the FAA granted Hartzell the first certification for an Advanced Structural Composite propeller for general aviation. List of aircraft propeller manufacturers Official website
15.
Wingspan
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The wingspan of a bird or an airplane is the distance from one wingtip to the other wingtip. For example, the Boeing 777 has a wingspan of about 60 metres, and a wandering albatross caught in 1965 had a wingspan of 3.63 metres, the official record for a living bird. The term wingspan, more technically extent, is used for other winged animals such as pterosaurs, bats, insects, etc. In humans, the term also refers to the distance between the length from one end of an individuals arms to the other when raised parallel to the ground at shoulder height at a 90º angle. Former professional basketball player Manute Bol stands at 77 and owns one of the largest wingspans at 86, the wingspan of an aircraft is always measured in a straight line, from wingtip to wingtip, independently of wing shape or sweep. The lift from wings is proportional to their area, so the heavier the animal or aircraft the bigger that area must be. The area is the product of the times the width of the wing, so either a long. For efficient steady flight, the ratio of span to chord, long-ranging birds, like albatrosses, and most commercial aircraft maximize aspect ratio. Alternatively, animals and aircraft which depend on maneuverability need to be able to roll fast to turn, for them, short-span, broad wings are preferred. The highest aspect ratio wings are aircraft propellers, in their most extreme form as helicopter rotors. In basketball and gridiron football, a measurement is used to determine the players wingspan. This is called reach in boxing terminology, the wingspan of Manute Bol, at 8 feet 6 inches, is the longest in NBA history, and his vertical reach was 10 feet 5 inches
16.
Maximum takeoff weight
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The analogous term for rockets is gross lift-off mass, or GLOW. MTOW is usually specified in units of kilograms or pounds, MTOW is the heaviest weight at which the aircraft has been shown to meet all the airworthiness requirements applicable to it. MTOW of an aircraft is fixed, and does not vary with altitude or air temperature or the length of the runway to be used for takeoff or landing. A different weight the maximum takeoff weight, or regulated takeoff weight, varies according to flap setting, altitude, air temperature, length of runway. It is different from one takeoff to the next, but can never be higher than the MTOW, certification standards applicable to the airworthiness of an aircraft contain many requirements. Performance requirements – to ensure the aircraft is capable of climbing at a gradient with all its engines operating. At the MTOW, all aircraft of a type and model must be capable of complying with all these certification requirements, with several of the manufacturers of large aircraft, the same model of aircraft can have more than one MTOW. An operator can choose to have the aircraft certified for a weight, often for a reduced cost with an option to later increase the MTOW for a fee. Some airlines which do not require a high MTOW choose to have a lower MTOW for that aircraft to reduce costs. In other examples an increased MTOW option is achieved by reinforcement due to additional or stronger materials, for example, the Airbus A330242 tonnes MTOW variant / A330neo uses Scandium–aluminium to avoid an empty weight increase. Smaller aircraft like the Cessna 208 Caravan may have an option for a reinforced undercarriage to permit an increase in MTOW, in many circumstances an aircraft may not be permitted to take off at its MTOW. In these circumstances the maximum permitted for takeoff will be determined taking account of the following, Wing flap setting. See the Spanair Flight 5022 crash Airfield altitude – This affects air pressure which affects maximum engine power or thrust, air temperature – This affects air density which affects maximum engine power or thrust. Length of runway – A short runway means the aircraft has less distance to accelerate to takeoff speed, the length for computation of maximum permitted takeoff weight may be adjusted if the runway has clearways and/or stopways. Runway wind component – The best condition is a strong headwind straight along the runway, the worst condition is a tailwind. If there is a crosswind it is the component along the runway which must be taken into account. Condition of runway – The best runway for taking off is a dry, an unpaved runway or one with traces of snow will provide more rolling friction which will cause the airplane to accelerate more slowly. See the Munich air disaster Obstacles – An airplane must be able to take off and gain height to clear all obstacles
17.
Aircraft engine
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An aircraft engine is the component of the propulsion system for an aircraft that generates mechanical power. Aircraft engines are almost always either lightweight piston engines or gas turbines, in commercial aviation, the major players in the manufacturing of turbofan engines are Pratt & Whitney, General Electric, Rolls-Royce, and CFM International. In general aviation, the dominant manufacturer of engines has been Pratt & Whitney. General Electric announced in 2015 entrance into the market,1848, John Stringfellow made a steam engine for a 10-foot wingspan model aircraft which achieved the first powered flight, albeit with negligible payload. 1903, Charlie Taylor built an inline aeroengine for the Wright Flyer,1903, Manly-Balzer engine sets standards for later radial engines. 1906, Léon Levavasseur produces a successful water-cooled V8 engine for aircraft use,1908, René Lorin patents a design for the ramjet engine. 1908, Louis Seguin designed the Gnome Omega, the worlds first rotary engine to be produced in quantity. In 1909 a Gnome powered Farman III aircraft won the prize for the greatest non-stop distance flown at the Reims Grande Semaine dAviation setting a record for endurance of 180 kilometres. 1910, Coandă-1910, a ducted fan aircraft exhibited at Paris Aero Salon. The aircraft never flew, but a patent was filed for routing exhaust gases into the duct to augment thrust,1930, Frank Whittle submitted his first patent for turbojet engine. June 1939, Heinkel He 176 is the first successful aircraft to fly powered solely by a rocket engine. August 1939, Heinkel HeS3 turbojet propels the pioneering German Heinkel He 178 aircraft,1940, Jendrassik Cs-1, the worlds first run of a turboprop engine. It is not put into service,1943 Daimler-Benz DB670, first turbofan runs 1944, Messerschmitt Me 163B Komet, the worlds first rocket-propelled combat aircraft deployed. 1945, First turboprop powered aircraft flies, a Gloster Meteor with two Rolls-Royce Trent engines,1947, Bell X-1 rocket propelled aircraft exceeds the speed of sound. 1948,100 shp 782, the first turboshaft engine to be applied to aircraft use,1949, Leduc 010, the worlds first ramjet-powered aircraft flight. 1950, Rolls-Royce Conway, the worlds first production turbofan, enters service,1968, General Electric TF39 high bypass turbofan enters service delivering greater thrust and much better efficiency. 2002, HyShot scramjet flew in dive,2004, NASA X-43, the first scramjet to maintain altitude. This is typically to differentiate them from radial engines, a straight engine typically has an even number of cylinders, but there are instances of three- and five-cylinder engines
18.
Lycoming O-320
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The Lycoming O-320 is a large family of 92 different normally aspirated, air-cooled, four-cylinder, direct-drive engines commonly used on light aircraft such as the Cessna 172 and Piper Cherokee. Different variants are rated for 150 or 160 horsepower, as implied by the engines name, its cylinders are arranged in horizontally opposed configuration and a displacement of 320 cubic inches. The O-320 family of engines includes the carbureted O-320, the fuel-injected IO-320, the mount, fuel-injected AIO-320. The LIO-320 is a version with the crankshaft rotating in the opposite direction for use on twin-engined aircraft to eliminate the critical engine. The first O-320 was FAA certified on 28 July 1953 to CAR13 effective 5 March 1952, the first IO-320 was certified on 10 April 1961, with the AIO-320 following on 23 June 1969 and the first aerobatic AEIO-320 on 12 April 1974. The LIO-320s were both certified on 28 August 1969, the O-320 family of engines externally resembles the Lycoming O-235 and O-290 family from which they were derived. The O-320 shares the same 3.875 in stroke as the smaller engines, the design uses hydraulic tappets and incorporates the provisions for a hydraulically controlled propeller installation as well. The controllable-pitch propeller models use a different crankshaft from those intended for fixed-pitch propellers, the O-320 uses a conventional wet sump system for lubrication. The main bearings, connecting rods, camshaft bearings, tappets and pushrods are all pressure lubricated, while the pins, cylinder walls. The oil system is pressurized by an accessory-drive mounted oil pump, a remotely mounted oil cooler is used, connected to the engine by flexible hoses. However, in cases the D series engine, with a fuel-pump modification, is allowed to use minimum 91 octane automotive gas as part of an STC for the Piper aircraft to which it is attached. The factory retail price of the O-320 varies by model, in 2010 the retail price of an O-320-B1A purchased outright was USD$47,076 O-320 later redesignated O-320-A1A150 hp at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00,1. Provisions for a propeller and 25-degree spark advance. O-320-A1B150 hp at 2700 rpm, Minimum fuel grade 80/87 avgas, same as A1A but with straight riser in oil sump and -32 carburetor. O-320-A2A150 hp at 2700 rpm, Minimum fuel grade 80/87 avgas, same as A1A but with fixed-pitch propeller. O-320-A2B150 hp at 2700 rpm, Minimum fuel grade 80/87 avgas, same as A2A but with straight riser in oil sump and -32 carburetor. O-320-A2C150 hp at 2700 rpm, Minimum fuel grade 80/87 avgas, same as A2B but with retard breaker magnetos. O-320-A2D150 hp at 2700 rpm, Minimum fuel grade 80/87 avgas, same as E3D but with conical mounts
19.
V speeds
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In aviation, V-speeds are standard terms used to define airspeeds important or useful to the operation of all aircraft. Using them is considered a best practice to maximize aviation safety, the actual speeds represented by these designators are specific to a particular model of aircraft. They are expressed by the indicated airspeed, so that pilots may use them directly, without having to apply correction factors. In general aviation aircraft, the most commonly used and most safety-critical airspeeds are displayed as color-coded arcs, the lower ends of the green arc and the white arc are the stalling speed with wing flaps retracted, and stalling speed with wing flaps fully extended, respectively. These are the speeds for the aircraft at its maximum weight. The yellow range is the range in which the aircraft may be operated in air, and then only with caution to avoid abrupt control movement, and the red line is the Vne. Proper display of V speeds is a requirement for type-certificated aircraft in most countries. The most common V-speeds are often defined by a particular governments aviation regulations, in the United States, these are defined in title 14 of the United States Code of Federal Regulations, known as the Federal Aviation Regulations or FARs. In Canada, the body, Transport Canada, defines 26 commonly used V-speeds in their Aeronautical Information Manual. V-speed definitions in FAR23,25 and equivalent are for designing and certification of airplanes, the descriptions below are for use by pilots. These V-speeds are defined by regulations and they are typically defined with constraints such as weight, configuration, or phases of flight, some of these constraints have been omitted to simplify the description. Some of these V-speeds are specific to types of aircraft and are not defined by regulations. Whenever a limiting speed is expressed by a Mach number, it is expressed relative to the speed of sound, e. g. VMO, Maximum operating speed, MMO, V1 is the critical engine failure recognition speed or takeoff decision speed. It is the speed above which the takeoff will continue if a engine fails or another problem occurs. Aborting a takeoff after V1 is strongly discouraged because the aircraft will by definition not be able to stop before the end of the runway, Transport Canada defines it as, Critical engine failure recognition speed and adds, This definition is not restrictive. An operator may adopt any other definition outlined in the flight manual of TC type-approved aircraft as long as such definition does not compromise operational safety of the aircraft. Getting to grips with aircraft performance, flight Operations Support & Line Assistance
20.
Rate of climb
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In aeronautics, the rate of climb is an aircrafts vertical speed – the rate of positive altitude change with respect to time or distance. In most ICAO member countries, even in otherwise metric countries, elsewhere, it is commonly expressed in metre per second. The rate of climb in an aircraft is indicated with a speed indicator or instantaneous vertical speed indicator. The rate of decrease in altitude is referred to as the rate of descent or sink rate, a decrease in altitude corresponds with a negative rate of climb. There are a number of designated airspeeds relating to rates of ascent. Vx is the forward airspeed for best angle of climb. This is the speed at which an aircraft gains the most altitude in a horizontal distance. By contrast, Vy is the indicated airspeed for best rate of climb, a rate which allows the aircraft to reach a specified altitude in the minimum amount of time regardless of the horizontal distance required. Vx is always lower than Vy, maximum power and climb rates are typically specified as normal operating procedures for small aircraft, such as a Cessna 150, but only during emergencies for large jet liners. Climbing at Vx allows pilots to maximize altitude gain per horizontal distance and this occurs at the speed for which the difference between thrust and drag is the greatest. In a jet airplane, this is approximately minimum drag speed, climbing at Vy allows pilots to maximize altitude gain per time. This occurs at the speed for which the difference between power and the power required to overcome the aircrafts drag is the greatest. Vx increases with altitude and Vy decreases with altitude until they converge at the absolute ceiling. A small four-seat aircraft like the Cessna 172 has a Vy of 75 KIAS providing a climb of rate of 721 ft/min, a large passenger jet, the Airbus A320, has a Vx of 220KIAS and a Vy of 270KIAS. Angle of climb V speeds Variometer
21.
Wing loading
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In aerodynamics, wing loading is the loaded mass of the aircraft divided by the area of the wing. An aircraft with a low wing loading has a wing area relative to its mass. The faster an aircraft flies, the lift is produced by each unit of wing area, so a smaller wing can carry the same weight in level flight. This increased wing load also increases takeoff and landing distances and speeds, a high wing loading also decreases maneuverability. The same constraints apply to winged biological organisms, the table, which shows wing loadings, is intended to give an idea of the range of wing loadings used by aircraft. There will be variations amongst variants of any particular type, the dates are approximate, indicating period of introduction. The upper critical limit for bird flight is about 25 kg/m2, an analysis of bird flight which looked at 138 species ranging in mass from 10 g to 10 kg, from small passerines to swans and cranes found wing loadings from about 1 to 20 kg/m2. The wing loadings of some of the lightest aircraft fall comfortably within this range, one typical hang glider has a maximum wing loading of 6.3 kg/m2, and an ultralight rigid glider 8.3 kg/m2. Wing loading is a measure of the general maneuvering performance of an aircraft. Wings generate lift owing to the motion of air over the wing surface, larger wings move more air, so an aircraft with a large wing area relative to its mass will have more lift available at any given speed. Therefore, an aircraft with wing loading will be able to take off. It will also be able to turn at a higher speed. Quantitatively, the lift force L on a wing of area A, traveling at speed v is given by L A =12 v 2 ρ C L, where ρ is the density of air and CL is the lift coefficient. The latter is a number of order unity which depends on the wing cross-sectional profile. At take-off or in flight, neither climbing nor diving, the lift force. With L/A = Mg/A =WSg, where M is the mass, WS = M/A the wing loading and g the acceleration due to gravity. As a consequence, aircraft with the same CL at takeoff under the atmospheric conditions will have takeoff speeds proportional to W S. So if a wing area is increased by 10% and nothing else changed
22.
Europa XS
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The Europa XS and Europa Classic are a family of British composite two-place low-wing monoplane kit aircraft. Designed by Ivan Shaw, the Europa was introduced in the early 1990s, Europas are manufactured by Europa Aircraft and supplied as kits for amateur construction. More than 450 Europas have been completed, the Europa was conceived as a modern kit aircraft for personal use within Europe. Apart from low cost, these objectives were largely met, Ivan Shaws design work on the Europa, as it was initially named, began in January 1990. The first prototype, G-YURO, first flew on 12 September 1992, most Europas have been sold in kit form, although five factory-assembled aircraft were produced between 1994 and 1996. The first kit-built aircraft to be completed flew on 14 October 1995, by the autumn of 2007450 Europas of all types had been completed and were flying. The basic design was developed by Ivan Shaw into a United States FAR certified aircraft. The Europa is classified as a homebuilt in its country of the UK. This limits it to day and VFR flight, previous restrictions of flying over built up areas were removed during 2008. In Canada the Europa is an aircraft and qualifies for a Special Certificate of Airworthiness. In 1997 UK Prime Minister Tony Blair launched the Millennium Products competition to promote British industry in the 21st Century and this culminated in 1999 with a winners list of 1012 manufacturers and their products. One of these was the Europa XS, described as A light aircraft which offers speed, economy and performance, Europas are flown in Europe in the very light aircraft category. The streamlined composite design and the low canopy give the Europa both high cruise speeds and high fuel efficiency due to its low drag. The Europa can be fitted with Rotax 912UL of 80 hp, Europas first became available with a monowheel landing gear and a tailwheel. The wings had small castors on outriggers that were lowered with the flaps, Shaw chose the monowheel configuration for its perceived advantages of reduced weight and improved performance over a tricycle configuration. Europas can be fitted with either normal wings made out of fiberglass with 102 sq ft wing area and 13.43 lb/ft2 wing loading at MTOW or motorglider wings, made from carbon fiber with a greater span. Since the fuselage is common to both motorglider and tourer then with both sets of wings the fuselage can be configured as a tourer and a motorglider alternately. The wings can be removed for transportation or storage in five minutes, wingspan is increased to 42 feet bringing the wing area to 135 sq ft
23.
Grumman American AA-1
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The Grumman American AA-1 series is a family of light, two-seat aircraft. The family includes the original American Aviation AA-1 Yankee Clipper and AA-1A Trainer, the Grumman American AA-1B Trainer and TR-2, the Yankee was originally designed in 1962 by Jim Bede as the BD-1 and was intended to be sold as a kit-built aircraft. Bede decided to certify the design under the then-new FAR Part 23 rules, no BD-1 kits were ever sold. The prototype first flew on July 11,1963 and featured folding wings for trailering, Bede formed a company, Bede Aviation Corporation, based in Cleveland Ohio, to produce the aircraft, but the BD-1 never entered production as a certified aircraft. At that time the FAA was hesitant to certify an aircraft with folding wings. The certification process was complex and expensive and disagreements arose between Bede and the other shareholders, as a result Bede was ousted by his business partners and the company renamed American Aviation. Americans engineers reworked the wing to a design, easing FAR Part 23 certification. The company designated the aircraft the AA-1 Yankee Clipper. The AA-1 was certified under FAR Part 23 on August 29,1967 with the first production AA-1 flying on May 30,1968. The first 1969 models were delivered in the fall of 1968 at a price of US$6495. American Aviation built 459 examples of the AA-1 Yankee Clipper between 1969 and 1971 at their factory in Cleveland, Ohio, in 1971 American Aviation modified the NACA 64-415 airfoil used on the AA-1s wing, creating the AA-1A Trainer. The recontoured leading edge produced softer stall characteristics and permitted lower approach speeds, while this did tame the AA-1s sharp stall, it also reduced the cruise speed compared to the original AA-1 by 10 mph. First flight was on March 25,1970 and 470 AA-1As were built in 1971-72, Grumman bought American Aviation in 1971, renaming it Grumman American Aviation and beginning in late 1972 sold the 1973 model year design as the Grumman American AA-1B Trainer for school use. The variant designed for the market was called the TR-2 and it featured a standard radio. The AA-1B was produced until 1976, all the AA-1s, AA-1As and AA-1Bs were powered by the Lycoming O-235-C2C low-compression engine designed for 80/87 avgas, which produced 108 hp. The Grumman light aircraft line was acquired by Gulfstream Aerospace in 1977 who formed it into their light aircraft division, Gulfstream American, in Savannah. That company division completed a redesign of the AA-1B, resulting in the AA-1C. It was marketed in two versions, differentiated by the fitted and the external trim package
24.
Rand Robinson KR-1
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The Rand Robinson KR-1 is a single-seat, single-engine sport aircraft designed in the United States in the early 1970s and marketed for homebuilding. A two-seat version is marketed as the KR-2 and it is a low-wing cantilever monoplane of conventional design with an enclosed cockpit and tailwheel undercarriage. However, some builders choose fixed tailwheel or even fixed tricycle undercarriage for KR-1s, kits for the KR-1, KR-2 and KR-2S are supplied by nVAero of Mission Viejo, California, United States. The KR-1s wings have a construction, the front spar of spruce. The wing ribs are formed from polyurethane foam, and the space around them filled with the material before the entire wing structure is covered with fabric impregnated with epoxy resin. The fuselage is built around a framework, the lower part skinned in plywood. The design has proved popular, with 6,000 sets of KR-1 plans and 4,500 sets of KR-2 plans sold by 1979, from these, over 200 KR-1s and 350 KR-2s were flying by 1987. Plans and kits were available in 2011. Standard engines include the 85 hp Jabiru 2200,120 hp Jabiru 3300,100 completed and flown by 2011. Janes All the Worlds Aircraft 1987–88, taylor, Michael J. H. Janes Encyclopedia of Aviation
25.
Thorp T-18
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The Thorp T-18 is a two-place, all-metal, plans-built, homebuilt aircraft designed in 1963 by John Thorp. The T-18 was designed to be constructed from sheets of aluminum. It was originally designed with a cockpit and with the cylinder heads protruding through the engine cowling in the interest of simplicity. Even as originally designed, the speed was quite high. The design showed great potential for performance and so modifications were created to install larger, cowled Lycoming engines. These modifications allow a T-18 with 125 hp to cruise at 160 mph, some aircraft have been constructed with retractable landing gear. These performance improvements made the T-18 one of the most popular designs of the 1970s. The T-18 was designed to use the 125 hp Lycoming O-290G Ground Power Unit, at the time the T-18 was developed these engines were inexpensive and widely available as military surplus generator motors. When converted for aircraft use they are identical to the O-290D or O-290D2 aircraft engines. Other Lycoming engines can be used, including the Lycoming O-320, Lycoming O-340, Lycoming O-360, T-18 plans are currently available to builders from Eklund Engineering, which is also developing a laser-cut kit version and as of 2009 had aileron, flap and empennage kits. Classic Sport Aircraft at one time supplied plans, parts, and kits for the S-18 and the S-18T tricycle gear version, Thorp Central acquired the assets of Classic Sport Aircraft and now provides these services. By 2011 over 1600 sets of plans had sold and 400 examples were flying. One T-18, N455DT, was built by Donald Taylor of California and flown around the world from Oshkosh and this was the first successful circumnavigation of the world by a homebuilt aircraft. Taylor subsequently flew N455DT to the geographical North Pole, using a Sperry hybrid inertial navigation system, clive Canning flew another T-18 from Australia to England earlier the same year. T-18 Original model T-18W Modified T-18, with changes designed by Lou Sunderland to provide a 2 wider fuselage, t-18C Modified T-18, with changes designed by Lou Sunderland to provide a convertible wing that rotates back against the fuselage for trailering or storage. T-18CW T-18 with wider fuselage and folding wing, S-18 Similar to T-18CW, with modified airfoil and other minor changes
26.
International Standard Serial Number
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An International Standard Serial Number is an eight-digit serial number used to uniquely identify a serial publication. The ISSN is especially helpful in distinguishing between serials with the same title, ISSN are used in ordering, cataloging, interlibrary loans, and other practices in connection with serial literature. The ISSN system was first drafted as an International Organization for Standardization international standard in 1971, ISO subcommittee TC 46/SC9 is responsible for maintaining the standard. When a serial with the content is published in more than one media type. For example, many serials are published both in print and electronic media, the ISSN system refers to these types as print ISSN and electronic ISSN, respectively. The format of the ISSN is an eight digit code, divided by a hyphen into two four-digit numbers, as an integer number, it can be represented by the first seven digits. The last code digit, which may be 0-9 or an X, is a check digit. Formally, the form of the ISSN code can be expressed as follows, NNNN-NNNC where N is in the set, a digit character. The ISSN of the journal Hearing Research, for example, is 0378-5955, where the final 5 is the check digit, for calculations, an upper case X in the check digit position indicates a check digit of 10. To confirm the check digit, calculate the sum of all eight digits of the ISSN multiplied by its position in the number, the modulus 11 of the sum must be 0. There is an online ISSN checker that can validate an ISSN, ISSN codes are assigned by a network of ISSN National Centres, usually located at national libraries and coordinated by the ISSN International Centre based in Paris. The International Centre is an organization created in 1974 through an agreement between UNESCO and the French government. The International Centre maintains a database of all ISSNs assigned worldwide, at the end of 2016, the ISSN Register contained records for 1,943,572 items. ISSN and ISBN codes are similar in concept, where ISBNs are assigned to individual books, an ISBN might be assigned for particular issues of a serial, in addition to the ISSN code for the serial as a whole. An ISSN, unlike the ISBN code, is an identifier associated with a serial title. For this reason a new ISSN is assigned to a serial each time it undergoes a major title change, separate ISSNs are needed for serials in different media. Thus, the print and electronic versions of a serial need separate ISSNs. Also, a CD-ROM version and a web version of a serial require different ISSNs since two different media are involved, however, the same ISSN can be used for different file formats of the same online serial
27.
VanGrunsven RV-1
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The RV-1 is a Stits Playboy that was constructed with modifications by Richard VanGrunsven. The aircraft was the first of a series of Vans aircraft that became the most popular homebuilt aircraft produced, the first RV-1 was a Stits SA-3A completed on 3 October 1965. The Playboy is a single-place, strut-braced, low-wing aircraft with landing gear. The aircraft engine was upgraded from the normally-fitted 65 hp powerplant to a 125 hp Lycoming O-290G, the resulting aircraft had good performance, but a high landing speed. On 16 August 1965, the aircraft was registered as an RV-1, modifications included a new aluminum wing with flaps, Horner wing tips, and a bubble canopy. The fuselage uses welded steel construction in contrast to the RV series that followed which uses all-aluminum fuselage construction. The flaps reduced the speed to 50 mph. A second series of modifications included a streamlined cowling, wheel pants, the organization Friends of the RV-1 was formed to restore the prototype RV-1. It was flown across the United States and Canada in 2012 to various airshows, on 23 July 2012, the prototype RV-1 will be showcased at the EAA AirVenture Oshkosh, prior to donation to the EAA AirVenture Museum. The Spirit of Flight Center air museum located in Erie, Colorado has an RV-1 which is airworthy, the Spirit of Flight RV-1 is displayed at the museum and at airshows and events. Vans Aircraft RV-3 - The next design by VanGrunsven, based on the RV-1
28.
Van's Aircraft RV-10
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The Vans Aircraft RV-10 is a four-seat, single-engine, low-wing homebuilt airplane sold in kit form by Vans Aircraft. It is the first four-seat airplane in the popular RV series, the RV-10 first flew in May 2003, and the first kit parts were delivered to a customer in September 2003. By December 2016,815 RV-10s had been completed and flown, the architect of the line of Van’s aircraft, Richard VanGrunsven, designed the RV-10 to satisfy a market demand for a four-seat version of the popular RV series aircraft. The RV-10 was designed from the start as an aircraft and as such it forgoes the aerobatic capabilities. Instead the RV-10 design focuses on greater stability and payload, the design power is 210 to 260 hp and the prototype was flown with a Lycoming IO-540 powerplant of 260 hp, which is the maximum that the airframe was designed to accept. When Vans introduced the RV-10 they planned three engine configurations, one configuration using a smaller lighter 210 HP Continental IO-360ES, and two others using the larger 235 and 260HP Lycoming I/O-540. The #1 factory demonstrator used the IO-540, while the #2 RV-10 used the Continental IO-360 and this is the first aircraft in the RV line that does not have a hinged or sliding canopy. VanGrunsven instead opted for two gull-winged doors to access to the four seats. This design has benefited many of the production changes that were pioneered with the RV-7, RV-8. Like those aircraft, the RV-10 uses computer assisted design to produce a kit with pre-drilled rivet holes, the RV-10 is available only as a tricycle landing gear version and no tailwheel or retractable landing gear versions are planned. The aircraft is constructed of aluminum with the structure and gull-winged doors made from composite materials. The landing gear is tubular steel with the nosewheel mounting tube welded to the engine mount, as in all nose-wheel equipped RV aircraft, the nosewheel is free castering and the aircraft is steered with differential braking. The brakes are mounted conventionally on the rudder pedal toes, the amount of time and effort required to build the airplane can vary greatly, but Vans claims that the average first-time builder can complete it in 2,000 hours. The total price of the kit as of December 2016, was US$46,090. Aircraft Turbine Solution Group PBS TP-100 RV-10 The RV-10 was selected as the aircraft for the Diemech TP100241 hp turboprop engine. The testbed aircraft was outfitted with 120 gallon fuel tanks and was to be tested at altitudes of up to 20,000 ft. Specifications are given for 260HP, IO-540 configuration
29.
Van's Aircraft RV-12
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The RV-12 had its first flight on November 9,2006. Deliveries of partial kits commenced in April 2008 and by November 2015,425 aircraft had flown, the architect of the line of Van’s aircraft, Richard VanGrunsven, designed the RV-12 with several specific goals in mind. These include, Flying qualities equal to or better than the set by the RV-9A550 lb payload – to carry a projected load of two 190 lb people,120 lb of fuel and 50 lb of baggage or cargo. The prototype incorporated several new features for an RV-series aircraft including, removable wings, full-span flaperons, originally, the RV-12 was equipped with the Dynon FlightDEK-D180, the Garmin GPS496, Garmin SL-40, Garmin GTX-327 Transponder, and the Flightcom 403 intercom. The RV-12 avionics kit now comes with the choice of either the 10 Dynon SkyView D-1000 or the Garmin G3X Touch avionics packages. Either package includes synthetic vision, Mode-S transponder, and mapping to replace the Garmin GPS Map 496, Vans aircraft has many optional packages for the RV-12. These options do not change the E-LSA licensing, a lighting package is available, two-axis autopilot, interior package, and wheel fairings to protect the wheels and increase the speed a few knots. The RV-12 is the first production kit from Vans that is constructed using blind rivets. The use of computerized punch machines to punch out most of the holes to final size simplifies construction by minimizing the need to debur or final size most of the rivet holes. Since the wings are designed to be detached, the majority of the airplane can be constructed in most standard residential garages, the RV-12 is sold as six sub-kits, wings, fuselage, empennage & tailcone, finishing, powerplant, and avionics. Vans indicates that they provide assistance or advice on any deviations from the supplied parts. Partial RV-12 kits became available to customers in April 2008, with complete kits made available in the fall of 2008, in November 2014 Vans Aircraft and Dynon announced that a two-screen glass cockpit option was available for the RV-12. This can be installed on aircraft and also retro-fitted to aircraft already in service with a single screen. In October 2012 Vans announced that the company would produce a run of twelve fully assembled RV-12s. The aircraft were assembled from kits by Synergy Air, with the Signature Edition RV-12s costing US$115,000. The run of 12 aircraft was sold out hours of the announcement. In November 2013 the company announced that a batch of twelve RV-12s, again to be assembled by Synergy Air. Synergy Air indicated that they expect to produce about 50 aircraft per year on an ongoing basis, an RV-12 was built by students of Emirates airline to enhance their knowledge and hands on technical experience, and is used to promote the airline training programmes
30.
Van's Aircraft RV-14
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The Vans Aircraft RV-14 is an American aerobatic kit aircraft designed by Richard VanGrunsven and produced by Vans Aircraft. It was introduced at AirVenture in July 2012, the aircraft is supplied as a kit for amateur construction. Derived from the four-seat RV-10, RV-14 design work was commenced several years before its 2012 debut and it is an aerobatic two-seater designed to accommodate large pilots and offer greater baggage space, to comply with the US experimental amateur-built aircraft rules. It features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit under a canopy, fixed tricycle landing gear. The RV-14 is built from aluminum sheet, the prototype was fitted with a 210 hp Lycoming IO-390 four-stroke powerplant. The manufacturer offers aircraft type training and has built an RV-14 for this purpose. RV-14 Two-seat conventional landing gear variant with tailwheel, rV-14A Two-seat tricycle landing gear variant. Data from AVweb and KitPlanes General characteristics Crew, one Capacity, one passenger Empty weight,1,240 lb Gross weight,2,050 lb Fuel capacity,50 U. S
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