The rounded nose and the cabin were plywood skinned and the rest fabric covered. The spatted mainwheels were mounted on short cantilever struts, making only a shallow angle to the ground and with the shock absorbers inside the fuselage. On the original aircraft there was a small castorable tailwheel, but later this was supplanted by a spatted, steerable nose wheel with a faired leg.E-210 with tricycle undercarriage By mid-1937 the original single fin had been replaced by a twin endplate fin arrangement.
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The Acro Sport II is a short-span biplane of conventional taildragger configuration, typically built with open cockpits and spatted main undercarriage. Its structure is fabric-covered, steel tube fuselage and tail group, with wood wing structure.
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The Ibis has a fixed tricycle undercarriage with mainwheels, which may be spatted, mounted from the fuselage on laminated plywood legs. The nosewheel has a rocker type rubber shock absorber and is steerable via the rudder pedals.
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A tricycle undercarriage is standard, with (usually) spatted mainwheels on spring cantilever legs mounted on the fuselage at the base of the wing struts plus a spatted, steerable nosewheel. The mainwheels have brakes operated by a central hand control. A conventional undercarriage is an option, with the mainwheel legs fuselage-mounted further forward, below the cabin doors, plus a carbon-and-steel tailwheel. A variety of engines have been fitted. Early models used a 26 kW (35 hp) Rotax 447 or Jabiru, or a (37 kW) 50 hp Rotax 503.
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The Milan was designed by Messrs. Laboureix and Lagrevol as a two-seat side-by-side light utility aircraft. It was of all-wood construction with a fixed spatted tricycle undercarriage and had dual controls. Powered by a Regnier 4E.
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The standard undercarriage is of tricycle configuration, though a conventional undercarriage is an option. The main legs are fuselage mounted spring cantilevers and the nosewheel is steerable. All wheels are spatted. The Polaris may be fitted with a ballistic parachute (BRS 5) as an option.
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The Menestrel II has side by side seating. Most Menestrels have a tailskid or, later, tailwheel undercarriage with cantilever main legs bearing Vespa scooter wheels. Many Menestrels have faired legs and spatted wheels. At least one Menestrel II, with the type number HN 701TM, uses a tricycle undercarriage.
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The wheels were spatted and the legs sprung with bungee cord inside the fuselage. The E.117 of 1937 had major alterations. The wing was the same span as that of the E.114 but was given a straight taper, resulting in a small (3.3%) decrease in area.
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Mondey 2006, p. 76. The wing was high-mounted, roughly elliptical, and made of wood and steel. The undercarriage was spatted and fixed. The aircraft was powered by three engines, one in the nose, and one under each wing mounted in faired nacelles, with NACA cowlings, supported by steel tubes.
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The fixed tailwheel was also spatted. The enclosed cockpit was located behind the wing. The horizontal stabilizer on each side was braced from below with two rigid braces from the lower tailcone, and tied from above with two flying wires from the vertical stabilizer. The three-bladed propeller was manually adjustable in pitch.
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The wide-spaced mainwheels were spatted; the outer engines were faired with Townend rings, the central one remaining uncowled. The Breda Ba.46 made its first flight in 1934, by which time the company's focus had moved to more modern, retractable undercarriage and single-purpose bomber designs for European wars; there was no further development.
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After building the three seat Avro 639 Cabin Cadet, Avro then designed a larger, five seat cabin biplane, the Avro 641 Commodore. The Commodore had a similar steel tube structure to the Tutor, with heavily staggered single bay wings and a spatted undercarriage. The first Commodore was delivered to its owner on 24 May 1934.
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There was wire bracing between fin and tailplane. The spatted main-wheels were carried on streamlined legs which angled outwards from the lower fuselage to increase the track. Power was from a 180 kW (240 hp) Argus As 10C inverted in-line engine. It flew for the first time at Johannisthal on 4 January 1934.
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On the prototype the wheels were spatted, but these were removed on production aircraft. There was a small tailwheel below the fin. The rudder was horn balanced and the starboard elevator carried a trim tab. The enclosed tandem dual control cockpits merged into a raised decking behind them, giving the aircraft a smooth but slightly humped look.
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The pilot and observer's cockpits were in tandem and glazed with the open rear gunner's position behind. The bombardier occupied a ventral combat gondola which had a machine gun position at the rear. The fixed undercarriage was heavily spatted, though not suited for rough airfields. Tanks in the centre section of the wings held 740 litres of fuel.
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The empennage was conventional. The RL.21 had a tailwheel undercarriage with spatted main wheels on cantilever legs, mounted on the wings approximately below the ends of the wing struts. Leduc built the RL.21 over a period of six years with assistance from Sud Aviation and from the Nantes Technical School. It flew for the first time in August 1960.
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Presumably the aircraft was then secretly returned to Germany. In January 1938, three Ju 87 As from the Legion Condor arrived. Several problems became evident—the spatted undercarriage sank into muddy airfield surfaces, and the spats were temporarily removed. The maximum bomb load could only be carried if the gunner vacated his seat, therefore the bomb load was restricted to .
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Development of the Ki-8, (a.k.a. Nakajima DF), began in 1933, based on an all-metal two-seat aircraft, featuring low inverted gull wings, with fixed and spatted landing gear, powered by a single Nakajima Kotobuki Ha-1-3 radial engine. Proposed armament consisted of twin 7.7 mm (.303 in) machine guns firing from between the engine cylinders and a third 7.7 mm (.
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The Campbell-Railton Blue Bird was Sir Malcolm Campbell's final land speed record car. His previous Campbell-Napier-Railton Blue Bird of 1931 was rebuilt significantly. The overall layout and the simple twin deep chassis rails remained, but little else. The bodywork remained similar, with the narrow body, the tombstone radiator grille and the semi-spatted wheels, but the mechanics were new.
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The aircraft is constructed of carbon composite materials. The main fuselage and each wing spar is a single piece. It has a fixed (sprung steel) tricycle undercarriage with spatted wheels, a short nose bearing the 180 hp engine and a 3-bladed variable-pitch propeller. The aircraft was re-certified in 2013 with a new MT Propeller following issues with the previous design.
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In 1931 the Air Ministry released specification F7/30, calling for a modern fighter capable of a flying speed of . R. J. Mitchell designed the Supermarine Type 224 to fill this role. The 224 was an open-cockpit monoplane with bulky gull-wings and a large, fixed, spatted undercarriage powered by the , evaporatively cooled Rolls-Royce Goshawk engine.Ethell 1997, p. 6.
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The mainwheels were spatted; the tailwheel was not. The first flight was in April 1932, piloted by Roger Baptiste. The second prototype, designated Bernard 161 flew in July 1932, powered by three 300 hp Lorraine Algol 9-cylinder radials. Its engines had short chord cowlings; it was 75 kg (165 lb) heavier than the first prototype but otherwise had the same specifications, including performance.
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560 kg (1,230 lb) No. of seats 2. 1 built. The sole D-29, (D-EILE), was built as a flying test-bed for high-lift devices on the wings, with a fixed, spatted, undercarriage, two seats under a long greenhouse canopy and a T-tail. The T-tail was intended to alleviate down-wash effects from the wings and high-lift devices during measurements.
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The control surfaces were horn balanced and the tail plane incidence could be trimmed in flight. The fin, too, was directionally adjustable, but only on the ground. The undercarriage was fixed, with semi-cantilever faired legs from the leading edge stubs braced high up the legs and inwards to the fuselage bottom with faired struts. The optionally spatted wheels were oleo damped and had differential brakes.
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The high wing is braced to the lower fuselage with a V-pair of struts on each side. At their base, the spatted mainwheels of the tricycle undercarriage are mounted on cantilever legs. The Savannah can be mounted on Kevlar/carbon fiber floats; swapping from land to water gear takes about 150 minutes. An alternative floatplane version, using amphibious floats, was called the Savannah Hydro.
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Unusually, the rudder balance surface is below the fuselage. The GL.01 has a wooden fuselage with seats enclosed under a perspex canopy. It is powered by a Continental C90-8F flat four engine, driving a two blade propeller. It has a fixed tailwheel undercarriage, with spatted main wheels on arched, glass fibre, cantilever legs and a tailwheel semi-recessed into the bottom of the rudder.
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The horizontal tail was set at the top of the fuselage and carried horn-balanced elevators; the rudder was large and pointed. All flying surfaces were fabric-covered. The wing also carried split flaps and connected wingtip slots to improve handling at the low speeds required by the specification. The wide-track main undercarriage retracted inwards into the centre-section but the tailwheel was fixed and spatted.
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It had a clean cantilever spatted undercarriage. The wings could be folded at wing root hinges, back along the fuselage sides. The aircraft could be powered either by a closely cowled 112 kW (150 hp) Siemens-Halske Sh 14a seven-cylinder radial engine (M.29a) or an air-cooled inverted inline Argus As 8R (a high-powered racing version of the Argus As 8) of the same power (M.29b).
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A number of problems with the undercarriage led to it being locked down and covered with 'trouser' fairings. The aircraft set a new record for the flight from Cape Town to England of 6 days, 8 hours and 27 minutes in November 1936. A small production line was started at Yate, Gloucestershire and the production version was designated the Heck 2C. The production aircraft were three-seaters with fixed spatted undercarriages.
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The wings were built around two metal spars and had metal-covered leading edges and upper surfaces with fabric elsewhere. The fuselage was an elliptical metal monocoque, with a metal-structured tail also metal covered apart from fabric control surfaces. The tailplane was mounted about halfway up the fin, supported by a parallel pair of struts. The spatted mainwheels were each mounted on V struts to the fuselage.
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Tiger Moth Coupe with spatted undercarriage at Coventry Airport in 1955 Dutch Tiger Moth at Hilversum Airport in 1967. It has the extended fin area required by the Dutch authorities. Early aerial topdressing conversion of the Tiger Moth at the Museum of New Zealand Te Papa Tongarewa in 2009 In the postwar climate, impressed Tiger Moths were restored to their former civil operations and owners.Jackson 1966, p. 12.
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Antonio Chiodi began design work on a new single-seat fighter in 1934 as a private venture of the Caproni company. He designed the Caproni CH.1—"CH" standing for "Chiodi"—an aerodynamically clean single-bay biplane of all-metal construction, with fabric skin and wings of equal span. The aircraft had spatted landing gear. The cockpit was enclosed, with a canopy that opened by sliding it to the rear.
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This airbrake was designed by Fléchair SA, a company founded by Payen. At the time of its appearance at the 12th Salon International d'Aeronautique at Paris, in 1957, the undercarriage legs were faired and the main wheels enclosed in spats and the aircraft renamed the Pa 49B. For a time the nosewheel was also spatted. There were plans for a version with a retractable undercarriage, but this did not come about.
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Instead of the crash- pylon featured on earlier models, a rounded knob appeared behind the pilot's headrest. The wings were rounded and shortened to 11.00 m, giving 19.00 m² total area, and were built around two dural spars with a mixture of wood and metal ribs. The open cockpit was aft of the wing trailing edge. The undercarriage had a wide track, with vertical wire braced and faired legs carrying spatted main wheels.
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The Breda Ba.32 was a low-wing trimotor monoplane with fixed, spatted main landing gear. It was powered by three Pratt & Whitney R-985 Wasp Junior nine-cylinder air-cooled radial engines. It had a crew of two, and its cabin could accommodate up to 10 passengers. The Ba.32 prototype first flew in 1931, but despite displaying good flight characteristics, no production orders ensued and no further examples were built.
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Both fin and rudder were broad at the base, the latter extending to the keel and moving in a small elevator cut-out. The Ru.3 had a fixed, conventional undercarriage. The spatted mainwheels were mounted on long shock absorbing legs which leant inward to the upper longerons at the same points as the wing struts. Each axle was attached to a pair of V-struts, hinged on the fuselage underside and faired in.
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Designers Édouard Joly and Jean Délémontez based the design on two of their earlier projects; they combined the wing of the projected D.10 with a lengthened and widened version of the D.9 fuselage. The first example flew on 4 April 1950. Of conventional tailwheel configuration, the D11 featured a fixed, spatted undercarriage, and accommodated pilot and passenger side-by- side. The wing panels outboard of the landing gear struts had a marked dihedral.
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At the rear the vertical tail was tall, with an unbalanced rudder which reached down to the keel and a fuselage mounted tailplane ahead of it. The Hennion had a tail wheel undercarriage with a track of , its spatted main wheels on vertical, streamlined legs. The Hennion 01 flew for the first time on 28 September 1939 at Casablanca. Despite the low power, it had a maximum speed of and cruised at .
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Both elevators and rudder are horn balanced; there is a trim tab on the port elevator. Breezer Light Sport aircraft exhibited at the Sun 'n Fun show at Lakeland Linder International Airport, Florida, in 2011 The cockpit, located over the wings, has a large hinged canopy and fixed separate windscreen. The Breezer has a tricycle undercarriage with spatted wheels mounted on composite sprung cantilever legs fixed to the lower fuselage. The nosewheel is steerable.
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They did not receive DH. style type numbers. The T.K.2 was designed as a high speed tourer, under the leadership of Marcus Langley, the school's instructor in design. It was a single-engined, two-seat low cantilever wing monoplane, with an enclosed cockpit and fixed spatted undercarriage. It first flew on 16 August 1935 at Hatfield Aerodrome, piloted by Hubert S. Broad, and powered by a 147 hp (110 kW) de Havilland Gipsy Major inverted inline engine.
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As a result, the elevator hinges, like those of the ailerons were strongly forward swept. The tailplane was braced to the fin near the rudder post with a pair of struts. There was a long tailskid. The main undercarriage had two cantilever forks with rubber-in-compression springing, its legs faired and the wheels spatted. On 8 May 1937, the Tipsy B first flew from the Avions Fairey factory airfield at Gosselies, near Charleroi, with A.J.Eyskens at the controls.
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Short, fixed, cantilever shock absorbing undercarriage legs were mounted under each engine, normally with faired legs and spatted wheels. The fuselage was a monocoque wooden structure, flat sided but with a rounded top running from above the cabin to the tail. The cabin seated four in two rows; the two forward seats had dual control and behind them was a carrier for food and a folding table on the starboard side. There was also a refrigerator.
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All these rear control surfaces were covered with corrugated stressed skin. Specification G.4/31 included the dropping of torpedoes, so the underside of the aircraft had to be clear and with wing fuel tanks the main undercarriage was fixed. The legs were mounted at the end of the centre section, each with a rearward strut and a long bracing strut outwards to the main spar. These struts were faired and both main and tail wheels were spatted.
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Reportedly inspired by the Percival Gull, Yakovlev designed and built a similar aircraft using his tried and tested structural formulae of wooden wings, fabric covered steel tube fuselage with fabric covered D1 (Duralumin) tail section and control surfaces. The fixed tail-wheel undercarriage was spatted and fitted with trousers, with a spring steel tail- skid, or, alternatively, on skis. Pilot and first passenger sat side by side under an upward-folding hood with the second passenger in a seat to the rear.
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This had rounded tips and a central elevator with a trim tab. A central, single, tall, round-tipped, wire-braced vertical tail was mounted on in it. The H.110 had a fixed, split, conventional undercarriage with each spatted mainwheel on a faired, near vertical shock absorber and a rearward leaning strut together forming a V, laterally braced with an inverted V-strut attached near the under-fuselage centre line. There was a central tailwheel on a long leg under the fin.
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In configuration, the Swiss Trainer is a mid-wing, cantilever monoplane with fixed spatted tricycle undercarriage. Accommodation for the pilot and instructor was provided as side-by-side seats under an expansive bubble canopy. The four-cylinder horizontally-opposed piston engine drove a fixed two-blade propeller. While the layout of the aircraft was entirely orthodox, its construction was not, as the Swiss Trainer was designed to be as modular as possible to lower the cost and complexity of production and maintenance.
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The seats were deep enough to allow everyone to wear a parachute backpack and in an emergency the pilot could open both the wide side doors and the roof light with a single lever. Flight 16 June 1938 p.593 The pilot's position was instrumented, and the aircraft lit, for night flying. The divided undercarriage had widely splayed legs attached at the bottom of the wing bracing struts, carrying semi- spatted wheels (closely streamlined but with the outer side of the wheel visible).
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The Belfair was based on the Tipsy B built before the war, but featured a fully enclosed cabin. It was a low-wing cantilever monoplane of conventional configuration with exceptionally clean lines. It was fitted with tailwheel undercarriage with spatted mainwheels. The aircraft boasted splendid performance, twice breaking the world distance record for aircraft in its class (FAI class 1A - under 500 kg). The first of these flights was made by Albert van Cothem on 21 August 1950 and covered .
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The aircraft is of typical motorglider configuration, with a tractor propeller and long, tapering wings. As originally designed, it also had a sailplane-like undercarriage consisting of a single mainwheel and a steerable tailwheel; however, later versions have a fixed taildragger undercarriage with two spatted mainwheels. The pilot and passenger sit side by side. With numerous design changes - including modern Rotax engines, state-of-the-art avionics, and aerotow capabilities, it is still in production by the M&D; Flugzeugbau company in Germany.
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The TST-14J has a tailwheel undercarriage, with spatted mainwheels on fuselage- mounted, sprung, cantilever legs. The 45 lb PBS TJ-100 turbine engine requires a two-minute cooldown before retracting into the fuselage. The prototype was tested by Bob Carlton, an experienced jet powered glider pilot who flies an aerobatic routine in a Super Salto jet powered glider with the same engine. Sonex Aircraft also uses the same engine, and hired Carlton to test its SubSonex jet-powered homebuilt aircraft.
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This aircraft had a spatted undercarriage, an under-fuselage pannier and the central fin/rudder otherwise reserved for the odd engined Viastras. First flown in April 1933, it was little used as a barge, though it joined the 1934 Hendon RAF display in royal livery. After that and until 1937 it was used to test airborne radios, carrying the wireless operators in unusual luxury. One more Viastra was built, using a new and lighter weight wing designed by B. E. Wallis.
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With the cabin structure sealed, cabin air was dumped overboard at a controlled rate through a dump valve and replaced with oxygen, from storage bottles, maintaining oxygen levels roughly constant. Heating was supplied through radiators in the engine cooling circuit, to keep the cabin between 15 and 18 °C. The RD airframe was modified with reduced span wings, restressed structure for lower gross weight, fixed spatted single mainwheels, an M-34RN engine and three-bladed propeller, and later an M-34RNV engine and four-bladed propeller.
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Two prototypes were built, the first flying ion 13 September 1973. This had a fully retracting tricycle undercarriage with mainwheels retracting rearwards into the tail booms and the nosewheel rearwards into the fuselage pod. The second prototype, which flew in 1976, retained the retractable nosewheel but had fixed, spatted mainwheels on thin, cantilever, spring steel legs mounted on the lower fuselage to save weight and reduce complexity. The extra drag reduced the glide angle from 31.4 to 30 and increased the minimum sink rate from to .
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The mainwheels have brakes operated with a central lever and the nosewheel has helical springing. All wheels are spatted. It is powered by a 73.5 kW (98.6 hp) Rotax 912ULS flat four air- and water- cooled piston engine, driving a three blade propeller with ground adjustable blade pitch. The higher engine power and lighter weight gives the Scout UL a much improved rate climb of 5.0 m/s (984 ft/min) over the Skaut's 3.5 m/s (689 ft/min) and the Scout LSA climbs faster still.
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The Parnall G.4/31 design would be as a replacement for the Westland Wapiti and Fairey Gordon. As such it needed to be usable as a day and night bomber as well as the reconnaissance, torpedo and dive-bombing roles. Designs were offered by Handley Page, Vickers, Fairey and Armstrong Whitworth as well as Parnall. The G.4/31 was a large angular biplane with fixed spatted wheel spats powered by a 690 hp (515 kW) Bristol Pegasus IM3 with a Townend ring.
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V2 was completed with the Kestrel by autumn of 1937, and started company testing. Once again, the gear proved to be a problem. Blume immediately blamed all of the problems on Rethel, after noting that he was always skeptical of the design. He decided that the performance problems of having fixed gear would be offset by its lighter weight, and the Ar 80 then reverted to using a well-spatted and faired set of gear similar to those used on their various biplane designs.
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Behind the engine the fuselage is flat-sided, though with rounded decking. The windscreen of the open cockpit is immediately under the upper wing trailing edge. Both the fin and balanced rudder are broad chord and the latter extends down to the keel so that the elevators, mounted near the top of the fuselage require a cut-out to allow their operation. The Minacro has a fixed, tailwheel undercarriage with its main wheels, often spatted, on cantilever legs from the lower fuselage just behind the engine.
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During the period of 1927-33, Messerschmitt designed a series of six sport planes, the single-seat M.17 and M.19, and the two-seat M.23, M.27 M.31, and finally the M.35. With the exception of the M.23, none sold in large numbers. They were all single-engine low-wing cantilever monoplanes with open cockpits and fixed undercarriage. The M.35 kept the extended fuselage of the M.27 and combined it with an undercarriage of single leg, spatted form.
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In 1935, the Nakajima Aircraft Company submitted a design to meet an Imperial Japanese Navy Air Service requirement for a carrier based- reconnaissance aircraft. The design, designated Type S by Nakajima, had a great deal in common with the Nakajima B5N torpedo-bomber that was being developed in parallel. The Type S was a low-winged single-engined monoplane of all metal construction, with upward folding wings for ease of stowage aboard carriers. Unlike the B5N its undercarriage was of fixed tailwheel type with spatted main wheels.
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Whilst working under Grigorovich and Polikarpov, as well as at the TsKB (Central Construction Bureau) and OKB-30, Nikitin designed and built aircraft that carried his name despite not having an OKB. Inspired by racing aircraft in the US, Nikitin designed and built the NV-1 tailwheeled monoplane sporting aircraft. The wooden wing was braced to the fuselage and fixed spatted main undercarriage with streamlined steel struts. The fuselage was built up with welded steel tubing and a duralumin tail unit, all covered with fabric.
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The light aircraft style cockpit has a rear hinged, single piece canopy and is placed ahead of the wing leading edge. The TST-13 has a tailwheel undercarriage, with spatted mainwheels on fuselage-mounted, sprung, cantilever legs. There is a choice of two engines: either a 31 kW (42 hp) Rotax 447 or a 37 kW (50 hp) Rotax 503. The 447 drives a propeller which is only adjustable in pitch on the ground, but that of the 503, geared down 2:1, can be feathered in flight.
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32 and Percival P.20 were also proposed against specification T.1/37, but not accepted for being built as prototypes. None of the designs was selected for production orders; it has been suggested that the required performance could not be achieved within the constraints of the Specification. Construction was primarily wooden, with plywood-skinned spruce frames, open framed movable flying surfaces, some monocoque sections, all fabric-covered. The cantilever oleo-pneumatic fixed main undercarriage legs were raked forward and faired with spats, and the tailwheel was also spatted.
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One common feature of the Caudron line was an extremely long nose that set the cockpit far back on the fuselage. The nose housed the 336 kW (450 hp) Renault 12R-01, a supercharged inverted and air- cooled V-12 engine that resulted from putting together two 6Q engines. The landing gear was fixed and spatted, and the vertical stabilizer was a seemingly World War I-era semicircle instead of a more common trapezoidal or triangular design. Armament consisted of a 20 mm Hispano-Suiza HS.9 cannon under each wing in a small pod.
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The P.16 was a three-engine shoulder-wing monoplane of mostly metal construction, with inverted gull wings. Its wing was thick and semi- elliptical, and its tail was mounted high on the fuselage. It had retractable main landing gear and a spatted, non-retractable tailwheel. In addition to bombs, its armament consisted of four 7.62-millimeter (0.3-inch) machine guns, of which two were mounted in the leading edge of the wing, one in a retractable dorsal turret, and one in the rear of the fuselage beneath the tail.
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In the late 1920s and early 1930s, Willy Messerschmitt, working at Bayerische Flugzeugwerke (BFW) produced a series of low-wing sports monoplanes with either one or two seats. These were the M.19, M.23, M.27, M.31 and M.35 with the M.23, the only one with sales of much over double figures. The M stood for Messerschmitt. The M.27 was a two-seater, very similar to the M.23b but with a more rounded fin and rudder assembly, a fuselage stretched by about 1,400 mm (55 in) to accommodate luggage and a new, spatted undercarriage.
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The P.112 was developed from the successful Boulton Paul Balliol, an advanced trainer powered by a Rolls-Royce Merlin piston engine, sharing the same fuselage as the Balliol but with new high aspect ratio wings and a non-retractable spatted undercarriage of track. The trainer was equipped with three seats, similar to the Balliol and looked so like the earlier aircraft that the image in the brochure was actually a retouched Balliol T.1. However, the Royal Air Force preferred the smaller de Havilland Canada DHC-1 Chipmunk to the P.112 and so no production ensued.
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The aircraft was designed around a French-made 12-cylinder Hispano-Suiza 12Ycrs engine with a Hispano-Suiza HS.404 autocannon mounted between the cylinder banks of the engine and firing through the propeller hub. This powerful engine combined with the hub-firing cannon mandated the use of a metal fuselage. Other armament consisted of two synchronised French-made Darne machine guns, mounted under and to each side of the engine. The wing was braced with two struts on each side of the fuselage; the fixed conventional landing gear was spatted and mounted off the wing struts.
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Preserved forward fuselage of a crashed Fokker D.XXI The Fokker D.XXI was a low-wing monoplane fighter aircraft. Following standard Fokker design practice of the period, it featured a welded steel tube fuselage that was largely covered by fabric, including the flight control surfaces; element forward of the trailing edges of the wings were covered by detachable aluminum panels instead. The wings were of a wooden construction, being composed of two box spars attached to ribs made of plywood. The aircraft was outfitted with a fixed spatted undercarriage with cantilever legs; braking was provided by independently-operated pedals using compress air.
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Some of the "flying fuel tanks" used in trials utilised a cumbersome fixed and spatted undercarriage arrangement, which (along with being pointless) merely increased the drag and stability problems already inherent in the design. One variant of the basic Fi 103 design did see operational use. The progressive loss of French launch sites as 1944 proceeded and the area of territory under German control shrank meant that soon the V-1 would lack the range to hit targets in England. Air launching was one alternative utilised, but the most obvious solution was to extend the missile's range.
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The Andrews A2 was designed by C.G. Andrews in Wellington, New Zealand, intended to compete in the market for a de Havilland Tiger Moth replacement in New Zealand's Aerial Topdressing industry. From the outset it was intended that a ½-scale model of the type be built and flown to prove the design, and this became the Andrews A1. The Andrews A1 is a conventional low-wing thick-section monoplane of plywood- covered spruce and steel construction with a bubble-type canopy, powered by a 65 hp Continental flat 4 air-cooled engine, and with spatted tailwheel undercarriage.
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The Ju 87's principal designer, Hermann Pohlmann, held the opinion that any dive-bomber design needed to be simple and robust. This led to many technical innovations, such as the retractable undercarriage being discarded in favour of one of the Stuka's distinctive features, its fixed and "spatted" undercarriage. Pohlmann continued to carry on developing and adding to his ideas and those of Dipl Ing Karl Plauth (Plauth was killed in a flying accident in November 1927), and produced the Ju A 48 which underwent testing on 29 September 1928. The military version of the Ju A 48 was designated the Ju K 47.
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Originally, designed with a retractable main landing gear, wind tunnel tests indicated that the gain in speed was minimal due to the landing gear's extra weight and complexity and a fixed arrangement with "spatted" main wheels was chosen instead. The wing was mounted at a point above the line of the aircraft's belly in order to fully enclose the bomb bay within the fuselage. The pilot sat just above the leading edge of the wing, and the rear-gunner/radio-operator just behind the wing trailing edge, in a long "greenhouse" canopy which gave both crewmen excellent all-around vision. The Ha-6 engine drove a three-blade variable-pitch propeller.
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At the same time as they were rather slowly building the S.9/30, Fairey were also working on a very similar aircraft that would combine the spotter reconnaissance role with that of a torpedo bomber. Originally intended for the Greek Air Force, it only differed in having a 625 hp (466 kW) radial Armstrong Siddeley Panther VI engine. This aircraft became known as the TSR I and flew for the first time on 21 March 1933, well before the S.9/30. Apart from the engine, the TSR I differed from the S.9/30 only in having strut-interlinked ailerons on both wings and, initially, a spatted undercarriage.
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Following closely the design characteristics of the Couzinet Arc en Ciel and other Couzinet tri-motor transport aircraft, the Couzinet 30 was a low-wing cantilever monoplane with fixed spatted undercarriage, three engines mounted on the fuselage nose and in wing nacelles, as well as the characteristic up-swept fuselage, common to most of Couzinet's designs. Intended primarily as a mailplane the Couzinet 30 could also be fitted with three or four passenger seats in the cabin. Built of wood, with metal fittings the Couzinet 30 had a fixed tail-wheel undercarriage which could be fitted with spats throughout. Control was by conventional controls with ailerons, elevator and rudder.
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The Miles M.15 was built in response to Air Ministry specification T.1/37 which called for a two-seat basic trainer. Two other aircraft manufacturers also built contenders: Parnall Aircraft provided the Heck 3 and Heston Aircraft their Heston T.1/37. The Airspeed AS.36, General Aircraft GAL.32 and Percival P.20 were also proposed against specification T.1/37, but not built. At first sight, the M.15 looked rather like the earlier Miles Magister, a low cantilever wing monoplane with tandem open cockpits and a fixed, spatted main undercarriage plus tailwheel, powered by a single inverted de Havilland Gipsy series in-line engine.
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The undercarriage was of the fixed, split axle type required for torpedo launches, with torpedo crutches between the legs and there was a small, spatted tailwheel. For carrier landing there was a hinged arrestor hook ending just in front of the tailwheel. The three crew sat in separate open cockpits, the pilot in front under a cut-out in the upper wing trailing edge, his navigator behind him and furthest aft the gunner with a Lewis gun on a Scarff ring. The fin was large and rounded with a generous rudder, a little like that of the later Gladiator, with the tailplane braced from above to the fin.
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For over 25 years the Super Chipmunk in its distinctive bright colour scheme of blue stars and sunburst effect was displayed by the aerobatic pilot Art Scholl. Four Super Chipmunk conversions were modified, Scholl's N13A and N13Y, Harold Krier's N6311V and Skip Volk's N1114V. Another more recent "Super Chipmunk" was converted by air show performer, Jim "Fang" Maroney who similarly modified an ex-RCAF example by strengthening the airframe, replacing the original engine with a version incorporating an inverted fuel and oil system, clipping three feet off the wings and adding 30% more rudder and 10% more elevator. A spatted landing gear was retained.
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The cabin is fully enclosed, with two large transparent doors. The Jet Fox has a short legged tricycle undercarriage, with spatted mainwheels on cantilever legs fixed to the fuselage at the same point as the lift struts; it sits quite tail high on the ground. Tail surfaces are conventional, with a swept, straight tapered fin and rudder. The Rotax engine is tractor mounted above and forward of the wing, projecting over the cabin. Two engine choices are available, a 64 hp (48 kW) Rotax 582 or an 80 hp (60 kW) Rotax 912 UL. The original Jet Fox 91 first flew in 1991, with 140 sold by 1993.
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On each side, three longitudinal and very long chord ribs, plus a stiffening diagonal rib that ran to the rear end of the side wing, formed the aerofoil section of these wings. The transverse section of the side wings was also aerofoil shaped, blunt on the inner edge and fine outboard. Two 125 hp (93 kW) Menasco Pirate C.4 four-cylinder air-cooled inline engines driving two-bladed propellers were mounted against the underside of the wing in steel cradles, at the points where the wing thickness increased. There was a wooden fairing behind, through which ran, to the front spar, the cantilever fixed main undercarriage legs, faired and spatted.
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The Stal-3 was an enlarged development of the Stal-2, designed at the OOS (Otdel Opytnogo Samolyetostroeniya - section for experimental aircraft construction), with a simplified structure which reduced manufacturing man-hours and structural weight, whilst increasing the design load factor. The layout of the aircraft was very similar to the Stal-2, but featured larger dimensions, slotted flaps, a wide chord engine cowling, slotted ailerons, and spatted wheels with brakes, or skis depending on season. Flight testing began in 1933 with acceptable results, leading to a production order for 79. The Stal-3 was an important aircraft with the GVF / Aeroflot until 1941, continuing to give service on utility duties with Aeroflot and the Soviet Air Force.
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The Ki-15 was designed by the Mitsubishi corporation to meet an Imperial Japanese Army Air Force requirement of 1935 for a two-seat, high- speed reconnaissance aircraft. The resulting aircraft was a low-wing cantilever monoplane with a fixed, spatted undercarriage, similar to other all-metal stressed-skin monoplanes developed elsewhere in 1930s, such as the Heinkel He 70 and the Northrop Alpha. Power was by a single Nakajima Ha-8 radial engine, giving 560 kW (750 hp) at 4,000 m (13,120 ft). The first prototype flew in May 1936, with testing proving successful, the aircraft meeting all performance requirements, reaching a speed of 481 km/h (299 mph) and showing good handling characteristics.
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After rejection of IAR 12, Romanian officials did not want to discourage eventual national aircraft production. Therefore, in early 1933, an unofficial message was forwarded from top levels to Brasov, essentially indicating that a small number of fighter-trainers would be purchased by the air force. The I.A.R. team immediately began to work on a new type, designated I.A.R. 14, still based on the experience gained with previous designs The airplane was designed by IAR design bureau in 1933 and was an evolution from the IAR 12 prototype. It was a cantilever low-winged monoplane with a spatted main undercarriage with V-form legs and a single, open cockpit over the wing.
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The principal difference between the types was that the C.450 had a fixed spatted undercarriage, while the C.460 had a retractable undercarriage. This difference resulted in structural differences, the retractable undercarriage necessitating a two-spar wing for the C.460 in contrast to the single-spar wing used by the C.450. For the 1936 Coupe de la Meurthe competition Caudron built two examples of a development of the C.460, the C.461. This was slightly larger, long with a wingspan of and weighing empty and had a radically redesigned cockpit, the top being flush with the top of the fuselage and forward vision being limited to what could be seen through glazed-over semi- circular channels set into either side of the fuselage.
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The other alteration was to the main undercarriage, now mounted immediately below the engines and thus wide track for a landplane. The Vellor III could also be operated as a seaplane with single-step floats replacing the wheels. A second twin-engined Vellore was built, differing only in having slightly higher compression Jupiter IX engines and eventually known as the Vellore IV. This aircraft was in use until early 1935, transporting troops and stores between Martlesham and nearby Orfordness. Vickers Vellox Vickers Vellox The last aircraft of the series was based on a partially completed third twin-engined Vellore airframe, fitted with a new, broader fuselage with a glazed pilots' compartment, a spatted tailwheel and powered by 600 hp (450 kW) Bristol Pegasus IM3 radials.
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The duct itself had a profile similar to that of the airfoils, and a fairly small rudder and elevators were mounted on the trailing edge of the duct, allowing the ducted propeller wash to flow directly over them as it exited the fuselage to improve handling. The propeller was mounted inside the fuselage tube, flush with the leading edge of the fuselage, and the 120-horsepower de Havilland Gipsy III engine that powered it was mounted within the duct behind it at the midpoint of the fuselage. The aircraft had low, fixed, spatted main landing gear and a tailwheel. It was painted in a blue-and-cream scheme of the type used on racing aircraft of the day, and its rudder bore the colors of the Italian flag.
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Peter Phillips began work on the design of the Speedtwin aerobatic twin in 1981 and the first prototype flew for the first time on 30 September 1991. This, known as the ST1 was unlike the intended production machines, having modified Victa Airtourer wings, a welded steel tube fuselage, a wooden vertical tail and fixed, spatted landing gear from a DHC-1 Chipmunk. It was powered by a pair of Continental O-200-A flat four engines. Seriously damaged in a taxying accident in the early 2000s, it probably did not fly again. Just before Phillips's death in 1997 a second prototype was begun, eventually making its first flight on 27 March 2007 powered by Avia M 332 inverted four cylinder in-line engines as the ST2 pre-production aircraft.
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Helena herself, married to a prosperous burgher named Sebastian, was described as an "aggressive, independent woman who was not afraid to speak her mind" Broedel, Hans P. "The Malleus Maleficarum and the construction of witchcraft: theology and popular belief", page 1 (2003). Right after Kramer had arrived in the city, she had passed him in the street, spatted and cursed him publicly: "Fie on you, you bad monk, may the falling evil take you". Later, it was discovered she was not attending Kramer's sermons and encouraged others to do likewise, things of which were all brought against her as charges for the crime of witchcraft. Helena even disrupted one of his sermons "by loudly proclaiming that she believed Institoris to be an evil man in league with the devil".
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At the rear of the fuselage a cantilever twin finned wooden tail unit was fitted to improve low-speed yaw control and stability. The spatted undercarriage legs were cantilevered from the engine nacelles and the fuselage under the nose with the main wheels fitted with 'Bendix' pneumatic brake units and the nosewheel steerable from the rudder bar. Any engine of around 150 hp could be fitted, but the prototype was fitted with 150 hp Cirrus Major four-cylinder inverted in-line engines fitted in nacelles at the junctions of the inner and outer wings. An RWD 9 was converted to the RWD 20, by fitting a tri-cycle undercarriage, to speed the development of the RWD 18s, with extensive trials carried out including rough and ploughed field landings, take-offs and taxiing.
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The Ya-21 was derived from the Yakovlev UT-1, in similar fashion to the Yakovlev AIR-18, by replacing the Shvetsov M-11 radial with an imported Renault 6Q-01 inverted 6-cylinder in- line engine. The rear cockpit was enclosed with an aft-sliding canopy, a fixed trousered and spatted undercarriage with spring steel tail-skid was fitted, as well as split flaps and a fixed, forward firing, synchronised 7.62mm ShKAS machine gun in the forward fuselage decking. Plans for re-engining the Ya-25 with a Kossov MG-31F 9-cylinder radial engine were cancelled, due to changing priorities of the customer. The sole Ya-21 was converted into the No.25 prototype by substituting the imported Renault with a Voronezh MV-6 (Renault Bengali copy).
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The undercarriage was fixed with spatted wheels. A unique feature of the Ca.165 was the retractable radiator, which the pilot could deploy for optimum performance, or retract depending on the flight conditions: completely open in climbs, or closed in level flight and dives. In this way, it was similar to the Morane-Saulnier M.S.406. When deployed, the radiator significantly increased the drag on the aircraft, but increased engine performance and reliability. The engine was a V-12 671 kW (900 hp) Isotta Fraschini L.121 R.C.40 driving a three-bladed Alfa Romeo electric propeller. Top speed was around 465 km/h (289 mph) at 5,350 m (17,550 ft) with a 10,000 m (32,810 ft) ceiling. The range was relatively small, around 672 km (418 mi). Dimensions were 8.1 m (26.6 ft) length, 9.3 m (30.5 ft) height, 2.8 m (9.2 ft) wingspan, 21.4 m2 (230.3 ft2) wing surface.
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Beyond the cabin the fuselage diameter decreased to the radial engine. The G.4/31 first flew, powered by an uncowled nine cylinder, 635 hp (474 kW) Bristol Pegasus IIM3 engine on 29 March 1934. Its early form became known as the Mk.I, but by 22 June it was flying as the cleaned-up Mk II. This differed chiefly in having a smaller diameter, double row 750 hp Armstrong Siddeley Tiger IV engine in a long chord cowling, a lengthened fuselage, a more rounded fin and rudder without the servo tab and a spatted main undercarriage without the tail wheel ventral fin. The G.4/31 did not receive a production order and only one was built; the specification competition winner was the Vickers Type 253, but the Ministry order for 150 examples of that biplane was rapidly replaced by one for Vickers monoplane private venture contender, the Wellesley.
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Development efforts were then concentrated on the LN.40 project which benefited from experience with the LN.140, but was a new, and aerodynamically more refined design, replacing the fixed and spatted undercarriage of the LN.140 with rearward retracting main gear legs, and dispensing with the second crewman. In the second half of 1937 an order was received for a prototype, followed by orders for seven production aircraft for the aircraft carrier Béarn and three more for operational evaluation by the air force. The French Air Force had expressed interest in a land-based derivative of the LN.40, designated the LN.41. Initial plans were for 184 to equip six dive bomber squadrons with 18 aircraft each, plus reserves. The prototype made its first flight on 6 July 1938, the second followed in January 1939, and the third in May. Four of the pre-series LN.40 dive bombers were delivered in July, and it passed its carrier trials aboard the aircraft carrier Béarn.
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The prototype H.230.01, made its first flight in June 1937. The aircraft resembled its predecessor, the H.220 fighter-bomber, but had a lightened and simplified structure. The H.230.01 was powered by two Salmson 6Af engines and its configuration included a short crew canopy faired into the upper decking of the rear fuselage and a conventional strut-braced tail unit, and the fixed main landing gear units incorporated spatted wheel fairings. During further tests it was decided to introduce considerable dihedral at the wingtips to improve stability, but the H.231.01 which followed in May 1938 had dihedral increased over the whole wing span, and the unusual wingtip arrangement of the modified H.230 was eliminated. Twin fins and rudders were introduced and the power was increased with new Salmson 6Af-02 engines. The Hanriot H.232.01 had a single fin and rudder and was equipped with twin Renault 6Q-02/03, (left and right hand propeller rotation), engines plus retractable landing gear.
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The second prototype added a lower fuselage foothold to ease the process, as well as fitting less angular glazing. The undercarriage, which was also used as a first step into the cabin, was of the divided type with faired legs hinged on the lower fuselage, assisted by struts from the centre line to the wheels. The wheels contained rubber shock absorbers and were optionally spatted Early aircraft were powered by a 29 kW (36 hp) Aeronca E-113 air-cooled, boxer two-cylinder engine mounted in the extreme nose with its cylinders exposed. Early production aircraft replaced the US-built Aeronca with a very similar Czechoslovakian engine, also built by Praga, called the Praga B. Later the similar but more powerful Praga B2 was fitted and from 1936 this was replaced in turn by the four-cylinder Praga D producing 49/55 kW (65/74 hp), with each pair of exposed cylinders merged into a single housing for lower drag.
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Against this background the brothers' decision to enter the 1934 MacRobertson Air Race between England and Australia seemed ambitious, but they came surprisingly close to achieving their goal with the Evo III."N.Z. ASPIRANTS", Auckland Star, Volume LXV, Issue 127, 31 May 1934, Page 7 The Evo III was a braced high-wing monoplane with a spatted tailwheel undercarriage, of conventional fabric-covered construction, powered by two Bristol Cherub Mk III engines, mounted beneath each wing."Trial flight", Evening Post, Volume CXVII, Issue 127, 31 May 1934, Page 18 Built by the brothers and I Waugh in the Waikato, it first flew on May 1934 at Te Kauwhata and subsequently completed a successful test flight programme (albeit performance was hardly in the league of the De Havilland DH.88 Comet)."Hour's flight", Auckland Star, Volume LXV, Issue 205, 30 August 1934, Page 8 The wingspan was given as about the same as a de Havilland Puss Moth.
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