Flying wing airfoil
#FLYING WING AIRFOIL MOD#
HM14 with mod instructions to upgrade to HM14e. HM293 Rodolphe GRUNBERG plans in French with English translation from Paul PONTOIS HM290/3, HM360, HM380 plans in English, material, parts, kits Chris B. Beautiful hand-drawn, artistic and historical 1946 single sheet drawing of Henri Mignet's HM290 in French with English translation sheets. HM14 Plans from the 1935 English translation have been updated for changes and improvements. Such was the socialħ0 years after, the reputation of the Flying-Flea still suffers fromĮmail: FRED BYRON has some revised and additional information for his HM293 plans. Homebuilt aircraft flying from "their" airfields. Nevertheless, these accidents were exploited at the time by theĬonventional (and wealthy) pilots who were frustrated to see so many Their pilots with impunity when their engines fail. World because of its outstanding qualities and its non stall and spinĬharacteristics, while conventional aircraft keep stalling and killing Since then, theįlying-Flea certainly is the safest and easiest to fly aircraft in the To make these unrecoverable dives impossible. Modifications were brought about to the plans
#FLYING WING AIRFOIL FULL#
Mignet took immediately care of the problem and tunnel tests with full The Poux become unstable and dive when flown at high speed. Rear made take-offs shorter for underpowered HM-14s. Original plans, but also by the non respect of the correct weight andīalance, as builders found out that a center of gravity moved to the These accidents were caused mostly by the lack of conformity with the It was the beginning of the Pou movement in FranceĪnd in Europe and a revolution in the aviation world.Ībout 10 of these pioneers died in fatal crashes.
In 1935/36, several hundreds of HM-14, the first Flying-Flea designedīy Henri Mignet, and which had made its first flight in 1934, had beenīuilt and flown. Is the FLYING-FLEA a dangerous aircraft ? During this descent you can keep a total lateral control. It is what is called a parachutal descent. You can pull the stick full aft, engine at idle or stopped without stalling. The Flying-Flea formula does not stall and does not spin. With these modern airfoils, you do not need any flap on the rear wing. Why? because you must have a center of lift which does not move when the incidence angle varies. It is VERY IMPORTANT to know that the CENTER OF GRAVITY location must be at 23% to 26% of the distance between the fore-wing's leading edge to the back-wing's trailing edge, with the craft ready to fly with full gas tank and the pilot aboard.įor all the original plans for HM14, HM16, HM18, HM290, HM293 and for two seat craft HM380, HM381, HM382, HM390 as shown in the joined original HM design of his several editions of his book "LE SPORT DE L'AIR".
They are not updated.įor the HM FLYING FLEA enthusiasts who may not know from the previous literature, Raymond BUCKLAND's POU REVIEW and elsewhere, If, afterwards, you want to change the shape of the fuselage, always keep what is crucial, that is, the original weight and balance, the wings areas, the wings incidences, the horizontal and vertical distances between the two wings.ĭo not use old plans (in French or in English) of the HM-290 or 360. You are right to start with a HM-293 (Henri Mignet version, redesigned and updated by Grunberg) or a HM-360 (Henri Mignet original version revised by Pierre Mignet).ĭo not try to make your own Pou without previous building and flight experience on one of these great classics. On a well balanced Pou (CG in the right place) with the right wings incidences and A REFLEX AIRFOIL, there is no need for a "Cosandy" flap, in the opinion of Rodolphe GRUNBERG and Paul PONTOIS. Some builders build them in and then find it unnecessary after flight testing their POU. Some thoughts about a "Cosandy" flap that is incorporated into the rear wing as a correction to the design in the early 30's. The prop/engine axis may have to be fine tuned after the first flight.Īs you see, there is no mystery and these rules are easy to follow. Location of the centre of gravity: 25% of the total chord.
May vary between 0 degree and + 12 degrees Minimum vertical distance between the two wings, stick full aft : 1/4 of one wing chord If they are followed, there is no problem, if they are not, anything can happen. You know, there are just a few basic rules.