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The Göppingen Gö 4 or Goevier is a German sailplane of the late 1930s used for training pilots. Its most notable features include side-by-side seating and dual controls, making the plane ideal for use as a trainer. It boasted average performance, compared to other gliders of the day, and was advertised as making the process of learning to fly sailplanes easier. The Goevier (or Gövier; Gö 4 read aloud in German) was designed as a modern trainer with side-by-side seating for easy communication between student and tutor, with performance comparable to that of the intermediate single seat trainers of the day such as the Grunau Baby and Göppingen Gö 1 Wolf. Its glide angle of 19:1 was rather better than that of both these aircraft (17:1). It is a cantilever mid-wing monoplane. The wing has a single spar and a plywood covered D-box nose; aft of the spar the wing is fabric covered. The centre section is of constant chord and the outer panels tapered, with sweep on both edges. Here the trailing edge carries long span, broad chord ailerons with curved edges which extend aft of the centre section trailing edge, giving a roughly elliptical plan. The side-by-side seat arrangement inevitably makes the front fuselage wider (945 mm; 37.4 in externally) than that of a single or tandem seat aircraft, though as the seats are just ahead of the main spar and the mid-wing placed at shoulder height, the interior opening into the wing roots provides extra working space. These roots were early examples of the use of plastics in gliders, formed from hessian soaked in phenolic resins and shaped in a mould. The cockpit is enclosed with glazing and its roof line runs smoothly into that of the upper fuselage above the wing. The fuselage, plywood covered all over, tapers to the tail where the cross-section is shield shaped. The ply covered tailplane is mounted on a small step above the fuselage; together with the fabric covered elevators the horizontal tail is trapezoidal in plan with rounded tips. The fin and rudder were altered several times during the development of the Goevier, initially with both broad and with the fin extending forward to the leading edge of the tailplane, but on all production models it is narrow and upright, carrying several slightly different rudder designs. From 1941 the rudder was aerodynamically balanced. The Goevier lands on a monowheel undercarriage, with a skid reaching forward from it to the nose and with a small tail skid. The Goevier V-1 made its first flight on 30 November 1937, piloted by Heinz Kensche. It was often towed by a Klemm Kl 25. Production began at Göppingen the following October. Variants Data from The Göppingen Gö 4 (GOEVIER), Der berühmtesten Segelfluzeuge, and Sailplanes 1920-1945 Goevier I Prototype V-1. Length 6.74 m (22 ft 1 in), span 14.80 m (48 ft 6.7 in). Broad fin and rudder. Goevier II Production model before and during World War II. About 100, possibly more, built before February 1941. Another 6 were built by Fokker immediately post-war. Length 7.26 m (23 ft 10 in), span 14.73 m (48 ft 4 in). Narrower fin and rudder. From 1941 with horn-balanced and slightly less rounded rudder on same fin. Goevier III (aka Hirth-Hütter Goevier III) – Dipl.-Ing. Wolf Hirth/Wolfgang Hütter.Post-war production model, prototype V-2. About 20 built. As later Goevier II but length 6.24 m (20 ft 5.6 in). Hirth Hi-20 MoSe Powered, self launching version completed in 1941. Retractable propeller.

The Staudacher S600F is a new design (2003) based on the earlier S300 and S600 aerobatic airplanes. The goal is to create an unlimited capable aerobatic monoplane with enhanced cross country utility. The S600F has two seats and dual controls. The front cockpit can be equipped as complete as the rear cockpit. The design incorporates a very streamlined composite shell over most of the tubular fuselage. Attached flow should be achieved over a much greater area than earlier planes for greater speed and less yaw in turbulence. Appearance is also much better. In addition to the traditional baggage area in the turtle deck, the S600F has a second baggage area just aft of the fire wall, between and above the passengers legs. A lot of weight can be carried here as it is very close to the C.G. All fuel is carried in the wings with a fuselage mounted, gravity fed header tank. There is no fuel selector, just an on-off valve. A roll bar, just aft of the passenger, will provide increased safety. Tail feathers are, as always, fabric covered and wire braced.

The Beck-Mahoney Sorceress is a racing staggerwing biplane originally designed by the father and son team of Lee and Seldon Mahoney with later improvements accomplished by pilot Don Beck. The aircraft is notable as being the first biplane to exceed 200 mph (320 km/h) on a race pylon course and also held the distinction of being the most successful racing biplane in history, until Tom Aberle's Phantom, which has won eight Reno Gold championships since its introduction in 2004. It was donated to the Smithsonian National Air and Space Museum after its last race, where it is currently housed in the Steven F. Udvar-Hazy Center in Chantilly, Virginia. A reverse-stagger biplane, Sorceress represents the state of the art at the time of its design and remains one of the great design classics of air-racing within the United States. Lee Mahoney, the designer, had experience in airframe construction with composite materials, metal-to-composite bonding technologies, and computational fluid dynamics, applying his experience to design Sorceress, and achieve success with several noteworthy design features, including: Use of engine exhaust air flow forms a Coandă effect-bonded laminar flow over the fuselage, increasing rudder efficiency by several orders of magnitude. Mahoney had originally designed the fuselage so that a fin would not be necessary - the fuselage would have ended with a rudder, but his partners however preferred a more conventional treatment, giving Sorceress one of the smallest conventional fins of any racing biplane to date. The aerofoil sections of the wings are designed as mirror image 'vanes' of symmetrical section - they interfere with each other's flow in a manner which provides very high efficiency in turns, whereas one vane-set/wing begins to lose efficiency, the other gains more, allowing for extremely high lift in turns with minimal loss of velocity Sorceress gains a great deal from composite bonding, with one of the first airframes to demonstrate almost perfect streamlining combined with very great strength; the wing interplane struts are for show only, Sorceress being capable of flight without them, but racing rules require them. For details of results and records. click here.

The CAG Toxo is a Spanish two-seat ultralight cabin monoplane designed and built by Construcciones Aeronauticas de Galicia for amateur construction. The prototype Toxo ultralight first flew in 1999 and was a low-wing cantilever monoplane with fixed tricycle landing gear. The Toxo can be powered typically by a 120 hp (89 kW) Jabiru 3300 or a Rotax 914S engine. The cabin has two seats side-by-side with dual controls, each with a centerline-hinged upward-opening door. Variants Toxo Variant approved as an ultralight Toxo II Variant approved in the VLA category.

The Canadair CL-44 was a Canadian turboprop airliner and cargo aircraft based on the Bristol Britannia that was developed and produced by Canadair in the late 1950s and early 1960s. Although innovative, only a small number of the aircraft were produced for the Royal Canadian Air Force (RCAF) (as the CC-106 Yukon), and for commercial operators worldwide. The aircraft is named after the Canadian territory of Yukon. In the 1950s, Canadair acquired a licence to build the Bristol Britannia airliner. Their first use of it was to build the heavily modified Canadair CL-28 Argus patrol aircraft (RCAF designation CP-107) that combined the Britannia's wings and tail sections with a new fuselage and engines. The resulting aircraft had lower speed and service ceiling, but it had two bomb bays and greatly extended loiter times. The RCAF required a replacement for its C-54GM North Star, itself an extensive redesign of the Douglas C-54 Skymaster. Among many changes, the proposed new aircraft was powered by Merlin engines. Canadair began work on a long range transport primarily intended to provide personnel and logistics support for Canadian Forces in Europe. In January 1957 Canadair received a contract for eight aircraft, later increased to 12. The RCAF designation for the new design was CC-106 Yukon, while the company's civilian variant was known as the CL-44-6. In company parlance the CL-44 was simply "the Forty-Four." The RCAF specified the CL-44 to be equipped with Bristol Orion engines. When the British Ministry of Supply canceled the Orion program, the RCAF revised the specifications to substitute the Rolls-Royce Tyne 11. The CL-44 fuselage was lengthened, making it 12 ft 4 in (3.75 m) longer than the Britannia 300 with two large cargo doors added on the port side on some aircraft, while the cabin was pressurised to maintain a cabin altitude of 2,400 m at 9,000 m (30,000 ft). The design used modified CL-28 wings and controls. The Yukon could accommodate 134 passengers and a crew of nine. In the casualty evacuation role, it could take 80 patients and a crew of 11. The rollout of the Yukon was a near-disaster because the prototype could not be pushed out of the hangar since the vertical fin could not clear the hangar doors.] The first flight took place 15 November 1959 at Cartierville Airport. During test flights many problems were encountered, from complete electrical failure to engines shaking loose and almost falling off. Rolls-Royce had problems delivering engines, resulting in the sarcastically-named "Yukon gliders" being parked outside Canadair as late as 1961. For operational history and details of 7 variants, click here.