A completely different design of the ultra light flying machine, the auto-giro is fitted with a rotor blade without wings, similar to a helicopter.

The rotor blade does not have a fixed drive connected to the engine. The pilot engages the rotor blade to the engine before takeoff. The engine then pre-rotates the rotor blade up to a rotation speed of two hundred revolutions per minute when the drive from the engine to the rotor blade is disengaged as well as the parking brake.

The push propeller on the back mounted engine then pushes the aircraft forward. Picking up speed, the wind from the front “auto rotates” the rotor to gain speed and lift until the aircraft is airborne.

Once airborne, the aircraft is normally flown level at a low altitude to gain air speed and more rotor speed. With sufficient air and rotor speeds, it can climb at a considerable steep angle.

Handling and maneuverability of the auto-gyro is unique compared to other micro light models and configurations. It can be flown almost sideways. It can make a hundred and eighty degree turn in a very short distance, nearly around its own axes. It reaches quite a high speed in straight and level flight. It has the ability to land on a very short runway. The aircraft is practically stationary on touch down. When referring to practice landings the auto-gyro pilots will talk about “stop and go” landings where winged aircraft pilots will call it “touch and go” landings. Read the rest of this entry »

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With very few exceptions, all aircraft need an undercarriage. This performs two main functions:

o It supports the aircraft on the ground.
o It absorbs the shock of landings and provides smooth taxying.

There is more to an undercarriage than just carrying out these functions, however. It must support the aircraft in the desired attitude on the ground, so that the drag on the take-off run is minimised, and the aircraft taxies without any tendency to float at normal speeds. It must withstand the loads that will occur during all movements on the ground, including braking and side loads. The undercarriage serves no function at all during flight, so it must be as small and light as possible.

There are many different layouts of undercarriage in current use. The type chosen depends on the type of aircraft and its intended use. For almost all aircraft, except some light aircraft, the tricycle layout is preferred, because it supports the aircraft in a horizontal attitude, giving low drag during the ground run. However, there are several different kinds of main unit, for different installations.

The designer’s main concern when choosing the type of main unit is how many wheels the unit will have, and their arrangement. This will depend on the weight of the aircraft and the way in which the undercarriage is to be retracted. Read the rest of this entry »

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With popular models of aircraft to their credit like the Grob G 103 Twin Astir sailplane and Grob G109B motor glider, Grob Aerospace is a popular German-based aircraft manufacturer with nearly four decades of aviation experience.

Grob doesn’t turn out luxury private jets or huge jumbo liners like other companies, but they have been ahead of the game for a while. They first started using the strong and lightweight carbon fiber reinforced polymer way back in the 1970s, when other companies were still using inferior materials that added weight, drag and price to their aircraft.

The Grob line started back in 1926, when Ernst Grob first started producing internal combustion engines and other parts for the automobile industry. Ernst’s son, Dr. Burkhart Grob, wanted to follow in his father’s footsteps in terms of manufacturing. However, the world was going in a new direction. Air travel was becoming popular and the rush was on to personalize it. Read the rest of this entry »

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