44-529: The Carden–Baynes Auxiliary was the first motor glider with a retractable engine and propeller; it is known as the Abbott–Baynes Scud 3 when engineless. Both aircraft, built in the mid-1930s, were still flying in 2010 as pure sailplanes. Edward Abbott and Leslie Baynes had already separately designed and built sailplanes when they joined forces in 1931 as Abbott–Baynes Sailplanes to produce Baynes' Scud I and II designs. The idea of adding an engine to
88-513: A glider . They are fitted with front-mounted engines, similar to a small airplane. The large wingspans of TMGs provide a moderate gliding performance, not as good as that of unpowered gliders. However TMGs are more efficient than conventional light aircraft . Most TMGs are designed with engines of 80 to 100 hp (75 kW) and typically cruise (under power) at 85–100 knots (190 km/h). Most have fuel tanks capable of holding between 50 and 100 liters (13 to 26 US gallons) of fuel, giving
132-409: A propeller , which may be fixed, feathered (e.g. AMS-Flight Carat ), or retractable. However jet engine-powered motorgliders are now available from some manufacturers, some of which are intended for use only as "sustainer" engines, i.e. for sustaining gliding flight rather than as self-launching aircraft. Sustainer motor gliders must be launched like an unpowered glider, but can climb slowly to extend
176-638: A turbocharger on the engine, which allows the aircraft to cruise at altitudes up to 30,000 feet (9,000 m). On the AMS Carat , the propeller folds forward, pointing straight ahead like a spear. Although most motor gliders have gasoline -fueled internal combustion engines , a number of electric-powered self-launchers have been developed including the Lange Antares 20E and 23E , Schempp-Hirth Arcus E , Schleicher AS 34Me , Pipistrel Taurus Electro G2 , Silent 2 Targa LE (Lithium Electric), and
220-405: A bequest of £100,000 to build a hangar to house vintage gliders plus his Steinadler . A group of enthusiasts decided to create a Gliding Heritage Centre which could be visited by members of the public in a building called The Chris Wills Memorial Hangar. It is a registered charity No 1148972. After raising more money and with much volunteer work, the first hangar was opened on 4 August 2013 during
264-538: A conventional glider. Some TMGs, like the Europa or the Phoenix, can also be supplied with interchangeable wings or wingtips so that they can be flown as a standard touring aircraft as well as a TMG. The landing gear configuration on TMGs usually incorporates two fixed main wheels, allowing it to be taxied on the ground without a wing walker. While some TMGs have only one main wheel, with auxiliary trolley wheels on
308-447: A conventional glider. The engines also have a starter motor and a large battery to allow the engine to be started on the ground, and an alternator to recharge the battery. A two-blade propeller is typically coupled to the engine via a belt reduction drive . In older designs, the propeller alignment must be checked by the pilot using a mirror, before it is retracted into the fuselage; however in current production gliders, propeller alignment
352-413: A flight once the engine is deployed and started. They generally do not have an alternator or starter motor , so the engine is started by "wind-milling" the propeller in flight. The propeller may be a rigid 2-blade design, or may have more than two blades that fold at the hub when the engine is retracted. The propeller hub is usually attached directly to the crankshaft, but there is at least one example of
396-479: A maximum ratio of weight to wing span squared of 3 kg/m . Similar requirements exist in European JAA/EASA regulations, at a maximum weight of 750 kg. In Canada, a glider pilot license allows the pilot to fly unpowered gliders. For self-launching motor gliders (including motor gliders and gliders with retractable engines or propellers), and sustainer motor gliders an aeroplane permit or licence
440-538: A means of propulsion (MoP), capable of sustained soaring flight without thrust from the means of propulsion. In 1935, an occasional or auxiliary motor that could be retracted was suggested by Sir John Carden . This was incorporated into the Carden-Baynes Auxiliary that first flew on 8 August of the same year. A later version of the Budig glider was powered. Most motor gliders are equipped with
484-506: A more powerful 350 cc Villiers was installed until late in 1951. It is on display at the Gliding Heritage Centre . Data from Ord-Hume 2000 , pp. 289 General characteristics Performance Motor glider A motor glider is a fixed-wing aircraft that can be flown with or without engine power. The FAI Gliding Commission Sporting Code definition is: a fixed-wing aerodyne equipped with
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#1732802133123528-712: A new generation of jets have been offered for the Schempp-Hirth Ventus 2 , Jonker JS-1 Revelation and the HpH 304 , all featuring sustainer jet engines. Other self-launching types include the experimental LET L-13TJ Blaník , a version of the Alisport Silent Club and a version of the TeST TST-14 Bonus . The engine cannot always be relied upon to start in flight, so the pilot must allow for this possibility. The generally accepted practice
572-593: A noise sensor that allows recording the sound level along with position and altitude. In many competitions, the rules require that the pilot start the engine at the beginning of the flight, before starting the task, to ensure an engine start later in the flight will be detected. Gliders without an engine are lighter and, as they do not need a safety margin for an engine-start, they can safely thermal at lower altitudes in weaker conditions. So, pilots in unpowered gliders may complete competition flights when some powered competitors cannot. Conversely, motor glider pilots can start
616-488: A range under power of up to 450 nautical miles (approximately 830 kilometers). Modern TMGs like the Phoenix Air Phoenix are capable of higher speeds and longer range under power. Some TMGs are equipped with folding wings to allow them to fit in standard small airplane T-hangars . Tow hooks are unnecessary, since aircraft with self-launch ability do not require access to winch or tow plane for launching like
660-418: A sailplane to make it self-launching, but mounted in such a way that propeller and engine could be retracted at altitude to produce an aerodynamically clean glider came from Sir John Carden , who had already collaborated with Abbott and Baynes on other projects. Baynes' Scud 3 was designed specifically to include such a launching aid but was also capable of high performance engineless flight. Without an engine it
704-473: A single-axle retractable main wheel on the fuselage like most unpowered gliders, so they do require assistance during ground operations. The two-stroke engines commonly used are not efficient at reduced power for level cruising flight, and instead must use a "saw-tooth" flight profile where the glider climbs at full power, then glides with the propeller retracted. On the Stemme S10 , the propeller folds into
748-679: A sustainer with a belt reduction drive, the DG-1000T. The smaller sustainer engines are usually not equipped with a throttle, but instead have a cable to open decompression valves in each cylinder to allow the engine to turn freely for starting. Sustainer engines are typically two-stroke two-cylinder air-cooled engines in the range of 18–30 hp (14–22 kW). They are lighter in weight, and simpler to operate than self-launching powerplants. Self-launching retractable propeller motor gliders have sufficient thrust and initial climb rate to take off without assistance, or they may be launched as with
792-424: Is fully automatic. Another solution is the single-blade propeller that offers the advantage of a smaller opening in the fuselage to retract the engine. Internal combustion engines can benefit from mounting in the fuselage, rather than on the propeller mast. This allows them to be connected to a larger muffler for reduced noise when operating, something which is mostly relevant to European operation. It also allows
836-473: Is required. An instructor must provide instruction and sign the logbook of the pilot to authorize the pilot to carry passengers. Gliding Heritage Centre The Gliding Heritage Centre (GHC) is a collection of vintage gliders based at Lasham Airfield , Hampshire, UK. Christopher Wills, the son of Philip Wills , founded the Vintage Glider Club in 1973. He died on 4 May 2011 but left
880-448: Is to get in position for landing at a suitable airport, or off-airport out-landing field, before extending the propeller and attempting an engine start. This allows for a safe landing in the event that the engine cannot be started in time. In soaring competitions , starting the engine is usually scored the same as an out-landing in an unpowered glider. To detect the use of the engine, GNSS Flight Recorders used in motor gliders must have
924-703: The Schempp-Hirth Ventus-3 , HPH Shark and ESAG LAK-17B . These three all use the FES as used for self-launching lighter gliders, such as the Alisport Silent 2. The first production self-launching motor glider fitted with a jet engine was the Caproni Vizzola Calif . The jet engine was mounted inside the fuselage behind the wing, with fixed intake and exhaust ducts coupled to the outside air stream for engine operation. Since then
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#1732802133123968-645: The United Kingdom Civil Aviation Authority . In South Africa, Touring Motor Glider (TMG) is an independent National Pilots License category under Recreation Aviation, Part 62, subpart 17. In the United States, a private glider pilot certificate allows the pilot to fly unpowered gliders, self-launching motor gliders (including touring motor gliders and gliders with retractable engines or propellers), and sustainer motor gliders. An instructor must provide instruction and sign
1012-438: The fuselage , aft of the cockpit and wing carry-through structure. The fuselage has engine bay doors that open and close automatically, similar to landing gear doors. The engine may be near the top or bottom of the mast, and newer designs have the engine fixed in the fuselage to reduce noise and drag. Unlike TMGs, most gliders with retractable propellers are also fitted with a tow-hook for aero-towing or ground launch. They have
1056-444: The 41st International Vintage Glider Club rally that was held at Lasham that year. Further fund raising allowed the building of a second hangar to house the ever increasing collection of gliders. Hangar 2 was officially opened on 25 August 2018. A dedicated workshop was added following a further bequest from Trish Williams. This allows some of the aircraft in the collection to remain airworthy, as well as helping to restore and conserve
1100-643: The approach, the instructor can apply power and climb away safely. In Europe, powered gliders are categorized into gliders with retractable propellers/engines, which can be flown with an ordinary glider pilot license (GPL), and touring motor gliders (TMG), which require a license extension to the standard GPL. In the United Kingdom, where gliding is regulated by the British Gliding Association , pilots of self-sustaining gliders, like those of pure gliders, do not have to be licensed with
1144-461: The belt tension to be relieved when the engine is retracted to extend the life of the belt and bearings. The drawback of this arrangement is that engines fixed low in fuselages are more difficult to pre-flight and service, and highly stressed power transmission belts should not be bent or twisted. Self-launching engines are equipped with a throttle that allows the engine power to be adjusted for ground operations. Self-launching engines are typically in
1188-505: The certainly unique position of being the first aviator to retract his motor and airscrew while flying." The Scud 3 was an advanced sailplane in its time, all wood and with a long-span wing with heavy taper on the leading edge. The airfoil section was designed by Baynes and varied from the wing root outwards. At the centre it had a flat undersurface, making the wing thick and easy to strengthen as well as reducing wing root interference drag. Outwards, as thickness, chord and incidence reduced,
1232-687: The closely related Air Energy AE1 Silent , Yuneec Apis 2 , Yuneec EViva , Alpaero Exel , Aériane Swift , Electravia and Alatus AL12 . Some types use a pylon behind the cockpit to extend a propeller. 11 different types, from 7 manufacturers, such as the Alisport Silent 2 Electro , use the front electric sustainer (FES) system with a folding propeller in the nose. Advantages of electric power over gasoline include: Disadvantages of current electric powered motor-gliders as compared to gasoline include: Electric sustainer systems (with power to sustain flight but not self-launch) are optional for
1276-426: The cowling in place and at full throttle showed there were no overheating problems. A small fuel tank was fixed above the crankcase, at the top of the engine. Carden also designed the engine mounting that enabled the engine and its propeller to be swung out of its housing and into action. The engine was hung to the top of the pylon bulkhead, just ahead of the trailing edge, on a diagonally cross-braced pair of tubes from
1320-430: The engine and flew it as a sailplane. This first aircraft was still fitted with its engine in 1949, when it was registered as G-ALJR , but in 2010 was flying as an unpowered sailplane. Photographs from the 1930s and '40s suggest that at some point the closing mechanism of the rear fairing was altered and a fixed slot provided for the propeller. A second Scud 3 was built in 1935 but not fitted with an engine until 1949, when
1364-402: The engine rotated into the horizontal position, its fairing closing the fuselage opening. The propeller was indexed to stop in a vertical position and its lower tip moved forward on retraction into a slot in the bulkhead, whilst the other blade pressed on a lever that caused hinged fairing doors, previously held open with springs, to close over it. With the engine retracted, the rear of the pylon
Carden–Baynes Auxiliary - Misplaced Pages Continue
1408-416: The engine to extend a flight if conditions will no longer support soaring, while unpowered gliders will have to land out, away from the home airfield, requiring retrieval by road using the glider's trailer. The presence of an engine can increase the safety of gliding, as a powerplant increases the ability of the pilot to avoid storms and off-airport landings. An opposing view is that motor gliders are against
1452-402: The hinge to the crankcase and with V-tubes to the cylinder head. In use the engine and propeller were vertical, the latter having a small diameter to clear the lips of the open top of the fuselage. The engine was held in position by a diagonal longitudinal member attached to a nut on a screw thread which could be rotated with a crank in the cockpit. As the lower end of this member moved forward,
1496-527: The logbook of the pilot to authorize the launch method, which may be by airplane towing, ground launch (winches, bungee, auto tow), or, in the case of a suitable motor glider, by self-launching. In the US, motor gliders are classified as gliders, and may be operated by a glider pilot without the medical certificate required to operate an airplane. In the United States, a powered glider may be certificated for up to two occupants, up to 850 kg maximum weight, and with
1540-436: The lower surface became increasingly concave, producing reflex camber . These features were intended to ensure that the stall started at the centre of the wing rather than at its tip. The ailerons were of the differential type. The wings were readily demountable for transport. The fuselage was flat sided and plywood covered apart from near the nose; upper and lower surfaces were curved and again ply covered. The rounded nose
1584-410: The nose cone, and is connected to the rear-mounted engine with a drive shaft. It also has two retractable main wheels, allowing it to be taxied without assistance, and to soar with low drag. These features make it a cross-over between the touring and retractable propeller motor gliders. It does not have a tow-hook, so it must self-launch. The S10-VT variant has a two-position variable-pitch propeller and
1628-424: The range of 50–60 hp (38–45 kW). The higher engine output power requires liquid cooling with a separate radiator mounted on the propeller mast. Engines commonly used are two-stroke piston engines , or Wankel rotary engines . Motor with fixed or full feathering propellers are generally classified as Touring Motor Gliders (TMGs). TMGs can take off and cruise like an airplane or soar with power off, like
1672-475: The rest of the fleet. The workshop is also used for teaching the skills required to restore and repair wooden gliders, as these skills are becoming increasingly scarce. It is planned to add a viewing area in the workshop to allow the public to see work that is being done. Public tours of the museum are scheduled at 2:00 every Sunday with the starting point in the club-house of Lasham Gliding Society ,. Other gliders in private ownership are also made available to
1716-447: The spirit of the sport, and, more importantly, that they sometimes give pilots a false sense of security. Touring motor gliders are seldom used in competition, but they can be useful in training for cross-country flights. After take-off, the engine is switched off, and the trainee flies the aircraft as a glider. Landings in unfamiliar fields can be practiced while the motor idles. If the trainee chooses an inappropriate field, or misjudges
1760-425: The wings for taxiing, it is becoming more common to find them being manufactured with tricycle and conventional (two fixed main wheels – i.e. a "tail-dragger") landing gear configurations. Since the additional drag of the stopped propeller and landing gear reduces their gliding performance, TMGs are seldom used in competition. The retractable propeller is usually mounted on a mast that rotates up and forward out of
1804-597: Was as smoothly faired as on any conventional sailplane. One other unusual and possibly unique feature of the Auxiliary was that it had a secondary throttle on the port wing tip, so that the pilot could easily taxi the aircraft whilst supporting the wing. The Scud 3 first flew as an unpowered aircraft in May 1935, and took off under its own power on 8 August that year. It got airborne in 450 ft (140 m) climbing to 2,000 ft (610m) in 15 minutes before Dr Dewsbery retracted
Carden–Baynes Auxiliary - Misplaced Pages Continue
1848-448: Was built up with a double layer of narrow spruce strips placed diagonally. The single cockpit was well ahead of the wings and their mounting pylon had a fairing which extended aft of the trailing edge and contained the engine. At the rear there was a tall fin with an unbalanced rudder. The tailplane was mounted about one third of the way up the fin, carrying split elevators; like the wings it could be removed for transport. The undercarriage
1892-457: Was just a single wheel mounted partly inside the fuselage. The unique feature of the Auxiliary was the powerplant and its mounting. Carden had selected a 250 cc single-cylinder, air-cooled two-stroke Villiers motorcycle engine. He encouraged Villiers to persuade this engine to run inverted, in order to put the propeller line to the top of the mounting and thus minimise air resistance. This proved satisfactory, and many hours of testing with
1936-597: Was known as the Abbott–Baynes Scud 3; with the engine, as the Carden–Baynes Auxiliary. Since the engine could be removed or retrofitted the nomenclature sometimes became confused. The Auxiliary is historically significant as the first sailplane with a retractable engine and propeller. CG Grey, respected editor of The Aeroplane , wrote after the first flight of the Scud 3, piloted by Dr Dewsbery "Dewsbery now holds
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