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O Anequim, aeronave experimental construÍda no Centro de Estudos AeronÁuticos da UFMG É vencedora. Ela, sob os comandos do Cmte. Gunnar Armin quebrou cinco recordes mundiais de velocidade.

ParabÉns a equipe do CEA, levando a indústria aeronÁutica brasileira ao topo!!!!

 

"The Anequim Project Team, a UFMG (Universidade Federal de Minas Gerais) effort, is pleased to announce five world records claims

The Anequim project is composed by a group of students and professors of UFMG (Universidade Federal de Minas Gerais) with the objective to design and build a racer airplane using leading edge technology in many fields of Engineering. The team has been working since March, 2011 and the first flight of the prototype happened in November, 2014. After some hours of flight test the team decided to try some world records, in Santa Cruz Air Force Base, Rio de Janeiro , with the full support of the Brazilian Air Force.

The team arrived in Santa Cruz last Tuesday(August 18th)  and since then the work load has been huge. We've been working all day until 10PM and waking up at 3AM, Flying early in the morning and late in the afternoon and using the middle of the day and part of the night to do some improvements on the airplane or to re-configure it for the next flight. Our record flights started last Friday and by Sunday we had already managed 5 world records.

These are the records (all FAI1 C1a category):

1) Speed over 3km with restricted altitude

Previous record: Nemesis DR-90 - 466.83km/h (Jon Sharp)

New record claim: 521.08km/h

2) Speed over 15km

Previous record: Nemesis DR-90 - 455.8km/h (Jon Sharp)

New record claim: 511.19km/h

3) Speed over 100km closed course

Previous record: W.Air Race - 389.6km/h (Richard Young)

New record claim: 490.14km/h

4) Speed over 500km closed course

Previous record: VariEze - 387.4km/h (Klaus Savier)

New record claim: 493.74km/h

5) Time to climb up to 3000m

Previous record: Pushy Galore - 3min and 8sec (Bruce Bohannon)

New record claim: 2min and 26sec

The record attempt report will be submitted to FAI in the next few days and after that FAI should confirm our claims.

With that result, we can now call Anequim the world's fastest four cylinder airplane, delivered as promised!

If we can say anything about this result, it is this: teamwork! The Anequim project doesn't have sponsors, it has a TEAM! A team that is not afraid to face challenges, a team that is, always, willing to overcome difficulties, a team that doesn't mind extra work. Thanks to Catto Propellers, Sky Dynamics, Fibraer, Aeromot, Grove Wheels and Brakes, Alto AlumÍnio, Solid Works, Saber Manufacturing, Raphael Brescia, Brian Utley, and last but not least, all the students that spent hours working on the project, since its conception to now! Despite the wonderful result of setting five world records, the Anequim Project's main objective is to improve the quality of UFMG’s Aerospace Engineering students, and we are sure this project will be a mark for the rest of their lives!

 1 FAI: Federation Aeronautique Internationale – is responsible for organizing and archiving all aviation records."

 

Abaixo estão os aviÕes que detinham os recordes anteriores

 

Western Air Racing Special- Richard Young

 

Nemesis DR-90 Jon Sharp

 

Pushy Galore-Bruce Bohannon

 

VariEze- Klaus Savier

 

Last edited by Daniel Iscold
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Parabéns a equipe do CEA, levando a indústria aeronáutica brasileira ao topo!!!!

 

Parabéns mesmo, mas sejamos mais realistas... Ao topo do que?   

 

Fosse num país sério, essa galera já estaria mais que empregada numa grande indústria aeronáutica, à frente de projetos de milhões de obamas, com todos os recursos tecnológicos de primeira linha à disposição...   

 

Mas como estão ao sul da linha do Equador, numa amostra mal feita de país, chamada LisarB,  todas essas conquistas, esforço e inteligência, vão direto pelo ralo sem nenhum reconhecimento ou conhecimento geral...   

 

Meus parabéns e meus pêsames... Estão no país errado...   

Pelo teor da resposta, a falta de reconhecimento já começa aqui no forum, heim?

 

Qual é a razão, José Luiz, de detonar com a alegria de alguém, escrevendo uma resposta dessas?

 

Imagina se fosse alguém da sua família (o projetista é irmão do Daniel) que tivesse obtido uma conquista muito grande, acharia certo outrém vir falar mal do Brasil no tópico onde você estivesse comemorando?

 

Ah, tenha santa paciência !

 

 

 

 

 

Last edited by Fernando Estanislau

Parabéns a toda a equipe, e transmita meu abraço em especial ao seu irmão, que tive a honra de conhecer.

 

Sei bem que seu irmão e equipe tem sim reconhecimento internacional, inclusive participando da corrida aérea, sei que nenhum "acidente geográfico" barra a dedicação dessa equipe.

 

Se seu irmão escolheu o ensino como atividade principal, é pelo amor ao que faz e à didática adquirida nas carteiras da UFMG, e não pelo reconhecimento financeiro.

 

Abç.

 

Vlamir Bueno

Last edited by FІЯЭFФЖ

Fantástico.

Parabéns a todos envolvidos no projeto.

Parabéns ao Iscold por ter postado.

O Brasil tem muita coisa boa e esta é uma delas.

Os brasileiros precisam de notícias boas, protagonizadas por brasileiros.

Como visto no texto, o legado acadêmico é muito importante, pois os estudantes estão começando uma cultura de deixar um legado aos colegas futuros.

É assim que as universidades mais renomadas adotam como estratégia.

Pequenas conquistas, que desafiam os estudantes posteriores a superar o legado.

 

Rapaz, ainda tem coisas que nos dão orgulho de ver nesse País, e o sucesso de toda essa equipe maravilhosa é um deles!

 

A silhueta desse novo avião é esguia, ele é pequeno em altura, parece que não cabe alguém do meu tamanho dentro e já é tão grande em conquistas e feitos. Cabe todo nosso orgulho, imagina então a satisfação do pessoal que o produziu!

 

Daniel, dê os parabéns ao seu mano e a todos, eles fazem a diferença.

 

Abraços.

Cara,

De meus parabéns a toda equipe. Vitórias como esta demostram que no setor público é possível se fazer coisas com competência. Basta querer.

Eu, como funcionário público e professor universitário, gostaria de dar os parabéns especiais porque  a vitória de seu irmão faz a gente continuar acreditando que com esforço e honestidade podemos tranquilamente obter vitórias como esta. Obrigado por postar. Os cumprimentos e felicitações feitas aqui já são um grande reconhecimento e tenho certeza que a continuação da pesquisa ele virá.

De novo. De meus parabéns a toda equipe.

Last edited by Rubens Weyne
Originally Posted by Daniel Iscold:

Vlamir, obrigado, na matéria abaixo retrata bem a realidade que o Paulo Iscold vive no Brasil. Você falou bem, o meu irmão o faz por amor a pátria por amor ao ensino.

O considero um verdadeiro patriota.

Estas suas palavras se referindo ao seu irmão me deram um nó na garganta de tanta felicidade. É maravilhoso ver tamanha entrega de  pessoas aos planos de um lugar melhor.

Estejam todos de parabéns, e que continuem assim, na luta.

Abs

Originally Posted by Daniel Iscold:

Oswaldo

Com essa sua silhueta esbelta de garoto de praia ia ficar entalado no cockpit Olha o Gunnar com o macacão vermelho de listras, ele fica apertado no cockpit

Rapaz, sou quase dois desse rapaz... 

 

Ah, pra não esquecer o mais importante sobre o comentário, PUTO! 

ÊÊêê lasquera, mineiro intende de avião mesmo ! Que o diga Santos Dumont ! Caraca, o Bichinho não superou os detentores anteriores de recordes, ele os pulverizou por ampla margem !!! VIOLENTO DEMAIS DA CONTA !!! 

Originally Posted by xxAgnaldoxx:
Originally Posted by Gilson:

Produtos de Minas:

 

Pão de queijo, cachaça e avião.

 

 

E um produtão: Isis Valverde

Ela é só mais uma, o que mais tem nas Geraes é muié bonita ! 

Originally Posted by Rogerio77:
Originally Posted by xxAgnaldoxx:
Originally Posted by Gilson:

Produtos de Minas:

 

Pão de queijo, cachaça e avião.

 

 

E um produtão: Isis Valverde

Ela é só mais uma, o que mais tem nas Geraes é muié bonita ! 

Ô!

 

 

 

Last edited by Gui Tavares

Pô pessoal... Deixar bem claro que gosto de mulher.

 

Por favor não estraguem o tópico... Agnaldo todo mundo já sacou também que você gosta de mulher não precisa colocar essa fotos ai não. Valeu...

Parabens, Iscold!

 

Legal que coincidiu de eu ler o artigo sobre voce e o avião que saiu na "Air & Space Magazine", e que me deixou muito feliz de ver o nome do Brasil e de brasileiros fazendo  bonito e mostrando que sabem levar adiante a tradição que encheria de orgulho o Santos Dumont...

 

A foto da capa impressiona pelas linhas harmosiosas e pela imediata concepção de fluidez e de velocidade que o desenho apresenta...e estar nela numa publicação do porte e da tradição que o Smithsonian representa já da uma idéia de como o projeto foi recebido com respeito e admiração por quem entende muito de aviação...

 

Abaixo eu reproduzo o textos que sairam na Air & Space.

 

Abraço e sucesso!

 

Edilson 

 

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The Next World Speed Record

Has a young Brazilian professor created the fastest raceplane in its class?

image: http://thumbs.media.smithsonia...800x600_q85_crop.jpg

Designed by Paulo Iscold and pulled through the air by a custom-built propeller, Anequim climbs, aiming for glory. (Marcio Jumpei)

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AUGUST 2015
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On an overcast morning late last year in Divinopolis, Brazil, a small, slippery raceplane took to the air for the first time in the experienced hands of former Brazilian aerobatic champion Gúnar Armin. Its name, Anequim, is Portuguese for mako, the fastest shark in the ocean, and this airplane is indeed a ruthless predator in form and function. From tip to caudal tail, it weighs less than 730 pounds—and nearly half that is the engine. Its fins are laminar flow airfoils, within 0.002 inch of perfect smoothness, with a third the drag of the conventional wings of a Cessna. A highly modified 278-horsepower, four-cylinder Lycoming will gnash through the air at nearly 350 mph. And when it rises up from the jungle into calm air, Anequim will be on the hunt for no less than five world records.

 

The first flight lasted 13 minutes and achieved a top speed of 269 mph on little more than half power. Armin reported it handled beautifully. But when he attempted to extend flaps to slow for landing, there was suddenly a loud pop.

The pop came from a flap pushrod that wasn’t screwed tightly enough into its actuator and was ripped out when the pilot tried to lower the flaps. With no flaps, a plane as slick as Anequim eats up runway fast. Armin’s first two attempts to land the aircraft were aborted—“This thing is hard to slow down!” he radioed—before he finally sideslipped an extended final to the short Divinopolis runway and brought Anequim to a stop just short of the grassy overrun. Nevertheless, in a post-flight interview Armin beamed: “It didn’t fly the way I expected. It flew the way I wanted.”

Overseeing the flight and landing was Paulo Iscold, 39, Anequim’s designer and a professor of aeronautical engineering at the Federal University of Minas Gerais (UFMG by its Portuguese initials) in Belo Horizonte, Brazil. In the university’s shop, his imposing six-foot-six frame pinballs from one project to the next, fueled by adrenaline and Coca-Cola. (Iscold jokes that America’s greatest contributions to humanity are Coke and the P-51 Mustang.) He alternates between a mask of solitary concentration at his computer and a boyish mischievousness as he chats with students or visitors about the only topic that really matters: airplanes. Between teaching classes, consulting, and building airplanes with students, Iscold travels the world as race engineer for Paul Bonhomme’s Red Bull Air Race team.

 
 

The story of Anequim begins, in a sense, when Iscold was 10, and Claudio Barros, a friend of his father and an engineering professor from UFMG, paid a visit. Barros was bitten by the aviation bug at an early age and, following the German model of aeronautical education, created at UFMG the Centro de Estudos Aeronáuticos (CEA), a shop for students to design and build experimental aircraft. In the university library, Barros had found a single book on airplane design: Stelio Frati’s 1946 classic, L’Aliante (The Glider), which he and his students used as a guide to design and build Brazil’s first glider in 1963.

The young Iscold knew Barros built airplanes, and when Barros mentioned to the family that he intended to retire the following year, Paulo objected. “In fact, I begged him to stay long enough for me to graduate from his program!” he laughs. “Many years later, Professor Barros told me he left our house shaking his head and thinking ‘That kid is crazy!’ I don’t know whether it was for me or not, but the fact is he did not retire.” Iscold became Barros’ star pupil.

Iscold often worked late nights and weekends using a computer to assist Barros’ research. (His mentor was more familiar with slide rules than PCs.) Early in 1998, on the morning of his 22nd birthday, Iscold knocked on Barros’ door, prepared for a long day of work. Barros arrived at the door and gently pushed Iscold back toward the street. “Not today. Today is your birthday. Let’s go have lunch. I have something to give you.” He held a rolled-up magazine in his hand.

At lunch, Barros handed Paulo the January 1993 issue of Sport Aviation, featuring Mike Arnold’s AR-5 raceplane, which had recently set the world record in its weight class, reaching more than 212 mph on a mere 65 horsepower. The feat had piqued the interest of the aerospace community, and according to one aerodynamicist, who said the airplane looked like “it was carved from a solid block of ivory,” the aircraft had the least drag of any propeller-driven airplane ever built. “I think you can break this record,” said Barros. “If you wish to try, I will be your adviser.”

Barros donated $500 to his prodigy, and a friend forwarded $150—half his monthly paycheck—to get him going. The result was the raceplane 308, formed from a wood-foam substructure skinned in fiberglass, with all fittings machined and welded by Iscold, who is as at home on a lathe as he is on a laptop.

Barros’ son Daniel, a corporate jet pilot, made the first flight of 308. It was an early winter morning in 2002, and the airplane was so tail-heavy it was almost uncontrollable. The canopy flexed as though it might depart in flight. The propeller was later discarded as poorly designed, and the two-stroke engine that turned it buzzed erratically. On a subsequent flight it would fail, as would the landing gear—not just once but three times. Daniel Barros accelerated, consuming the entire two miles of runway before hopping the threshold lights and descending into a valley, hoping to gain enough speed to climb back to the airport.

“Our first flights were not…comfortable,” says Daniel diplomatically. Fortunately, after diving into the valley he was able to gain enough speed to climb back to the airport. With each test flight, Iscold and his team improved the airplane. But they were young, inexperienced, and dangerously pushing their luck. The elder Barros was forced to step in, imposing safer levels of airworthiness. “I think that saved the project,” says Daniel, “and we matured in the process.”

“I was trying to move too fast,” Iscold admits. “An airplane almost has a life, like a racehorse, and you need to understand his personality. With 308 that became really clear to me. Whenever we had a problem, I wanted it fixed before I went to bed. Now, I change my way to think: I go to bed and sleep, and tomorrow I fix it. That was really a big change in the way I do these things. There is no race to build a racer.”

308’s old two-stroke aviation engine was notoriously finicky. Nevertheless, Iscold could not afford a new engine, and when 308’s finally seized mid-flight, the aircraft crash-landed and was badly damaged. (Daniel walked away unharmed.) Lacking funds to rebuild it, Iscold shelved 308. It would not fly again for eight years.

In the meantime, Iscold advanced toward a Ph.D. In 2002, after attending numerous aerobatic competitions and gathering pilot input on desired handling and appearance, he began designing an unlimited aerobatic airplane for sponsor Marcos Geraldi (CEA sponsors pay for building materials and student scholarships in exchange for ownership of the finished aircraft). For reasons unclear to Iscold, Geraldi decided to name the airplane Mehari, Portuguese for camel. (Iscold now names the aircraft before turning them over to the new owners.) Originally constructed with a steel truss fuselage and wooden wing, Mehari came out heavy, so was refitted with a lighter carbon fiber wing. But control harmony—the balance of forces a pilot feels when applying elevator, aileron, and rudder inputs in various attitudes and G-loadings—has proven troublesome, and Iscold considers Mehari “unfinished business.” Still, Geraldi is a talented aerobatic pilot, and in the advanced category at the 2014 Brazilian Aerobatic Championships, he took Mehari to first place. But Mehari didn’t sate Iscold’s desire for speed.

While Iscold was building Mehari, he contacted a South African company working on a similar project. As an unknown kid from Brazil, Iscold was not surprised when he got no response. Four years later, an email arrived from South African Glen Dell: Sorry for the late reply. They were not interested in collaborating on Mehari, but would he like to join Dell’s 2009 Red Bull team as a race engineer?

The Red Bull Air Races, perhaps the most exciting event in air racing today, pits the world’s best aerobatic pilots against a clock—and one another—through a low-altitude, highly technical obstacle course. Iscold jumped at the chance and was soon in Johannesburg designing parts for Dell’s Edge 540, among them a half-dozen wingtips.

Why so many? The wingtips of Red Bull racers pose a dilemma for engineers: During part of the race, the airplanes fly relatively straight, and smaller tips minimize drag and maximize speed. But in several high-G turns in the race, huge, speed-sucking vortices form at the tips. Increasing the size of the tips (or using vertical tiplets) reduces these vortices but increases drag on the straight line. In the end, due to the large number of variables that affect an airplane’s lap times, Iscold was unable to suss out the optimal tip shape. But he gained something more valuable: His computer program was eventually applied to the entire aircraft, using a data acquisition system that precisely monitors the position and speed of the aircraft as it slaloms through the racecourse. Immediately after a race, this information is downloaded to Iscold’s computer, and Iscold is able to show the pilot how to adjust his flight path for the fastest line.

The following year, Dell retired from air racing. Iscold approached 2009 Red Bull champion and British pilot Paul Bonhomme about joining his team, but when he learned that Dell’s spot would be filled by the Brazilian aerobatic champion Adilson Kindlemann, Iscold decided to join forces with his countryman. Unfortunately, in the second race of the season, Kindlemann crashed into Perth’s Swan River, and, though uninjured, it ended his brief career as a Red Bull racer. After a midnight call from Iscold’s old South African teammates, informing him of events on the other side of the world, Iscold hurriedly emailed the course optimization data to Bonhomme. “It’s no use to Kindlemann now,” he wrote. “Please use it to help you win.”

The next race was in Rio de Janeiro, a five-hour drive south from Iscold’s hometown, Belo Horizonte. The day before the race, Iscold telephoned Bonhomme, asking about joining the team in Rio. Bonhomme said he would call back in the morning, but Iscold sensed that the pilot was unconvinced, so he jumped in his car and drove through the night to Rio. There, Iscold faced a problem: The teams were hangared at a military base, and he had no way of getting in. Iscold thought for a few minutes, then pulled an old business card from his wallet: that of the Belo Horizonte air base commander. He nervously made a call he admits was a little too early for a Saturday morning.

An hour later, Bonhomme finally called Iscold. True to Iscold’s intuition, Bonhomme equivocated, finally telling Paulo that there wasn’t time to make it from Belo to the race anyway. “That’s not true,” laughed Iscold. “I just parked in front of your hangar!” Iscold spent the rest of the 2010 season with Bonhomme, who narrowly edged out arch-rival Hannes Arch for his second championship title. Iscold is now in his third consecutive season as Bonhomme’s “secret weapon.”

Iscold had never given up the dream of 308 setting a world record, and in 2009 he decided it was time for another shot. Iscold had by this time met aerobatics champion Gúnar Armin, who offered to finance 308’s repairs and purchase a more reliable four-stroke engine. In exchange, Armin would acquire ownership of 308 and the opportunity to set the record (Iscold is far too tall to fit in either of his speedplanes). With his team of enthusiastic undergraduates, Iscold made the design changes and repairs necessary for 308 to attempt the record, and began a new series of test flights with Armin at the controls. But the airplane plateaued at 186 mph—well below the standing record of 218. Iscold suspected the problem was the propeller, and decided to contact the man whose handiwork had pulled Mike Arnold’s AR-5 to fame.

Craig Catto has been building propellers since he was a teenager and may know more about squeezing efficiency from a prop than anyone today. His propellers have been used to set numerous world records, including that for altitude set by NASA’s solar-powered, remotely piloted Pathfinder. “Paulo sent me all of the data he had designed his propeller around, and you could immediately see the issues and errors in it,” he says. Loving nothing more than a good challenge and fast airplane, Catto sent not one but two propellers south to Brazil, gratis. And so 12 years after Professor Barros had handed him a dream rolled up in a magazine, Iscold and his students brought a record contender to a remote airstrip less than 20 miles from the birthplace of Alberto Santos-Dumont—the man credited with setting the world’s first official aviation record (a 220-meter flight in 1906). Over two days, Iscold’s 308 went on to set four world records in speed, distance, and climb, including a top speed of 223 mph on a mere 80 horsepower. The records remain unbroken.

For Iscold and Armin, once was not enough. In 2011, after Armin saw Paulo’s preliminary sketches of an even faster record-setter, he again decided to sponsor an Iscold project. The current c1a class record (661-1,100 pounds, the weight class above 308’s) of 290 mph is held by Jon Sharp’s iconic Nemesis. It represents a formidable challenge; Iscold’s answer, Anequim, represents everything he has learned about how to make an airplane go fast. Brian Utley, past president of the Soaring Society of America and member of the National Aeronautic Association Contest and Records Board, certified 308’s records and has since become a good friend of the Iscold family. “Because of my personal background in advanced sailplane competition, I personally knew many of the German designers,” says Utley. “I had an appreciation for design, and what I have found with Paulo is that he reflects that same sense of no compromise, of designing to the ultimate requirement of what the aircraft is supposed to do. I think his unswerving commitment to that sets him apart from almost everyone in the game, with the exception perhaps of Jon Sharp, who I would identify with that same kind of zeal and excellence.”

Despite Anequim’s radical appearance (Iscold names the Caudron C.561 and Sharp’s Nemesis as inspirations), its design is in fact moderately conservative. Iscold is the first to admit that the raceplane has nothing technologically “new.”

Whereas 308 and Mehari were entirely hand-built, Iscold and his students spent a full year designing Anequim on a computer before a single part was produced. The carbon fiber wing and monocoque fuselage were vacuum-bagged on CNC-machined molds, and even internals that might normally be fabricated by hand have been molded and machined. There are parts inside the airplane that will never be seen but that are nonetheless beautiful.

Surprisingly, Anequim is powered by essentially the same engine that pulls a Cessna 172 just over 140 mph: a Lycoming IO-360. “Professor Barros had a rule about engines,” says Iscold. “New airplane, old engine; old airplane, new engine.” Which is to say: Don’t put an untested engine in an untested airplane. Iscold adds: “Lycomings may represent old technology, but my experiences with Red Bull made me feel these are reliable engines that can be pumped up without major issues.”

Iscold labels Lycomings “old technology” because a traditional Lycoming engine gets its fuel from a carburetor (if you’re under 30, you’ll probably need to Google that) and sparks from a magneto (ditto if you’re under 60). But to reach the design goal of 345 mph, Anequim will need almost 280 horsepower from an engine rated for only 180. That requires extensive modifications: fuel injection, electronic ignition, high-compression pistons, ported induction, and operation well above the 2,700 rpm redline. After a few initial hiccups, Anequim’s engine has proven extremely reliable, enabling the team to proceed steadily with flight tests.

Those tests will show the team the personality of this new thoroughbred, to steal Iscold’s earlier analogy. Armin (who as project sponsor is Anequim’s owner and pilot) clearly loves his new ride. The flights also enable Iscold to gradually open up the speed envelope. If all goes to plan, Utley (the NAA records certifier) will once again get to enjoy a few days of balmy Brazilian weather in the presence of Iscold, Armin, Iscold’s UFMG students, and a very fast airplane. Tentative plans are to attempt the records this August.

In the meantime, Iscold waits. Test flights are planned around Armin’s schedule as a commercial pilot, as well as the weather. Iscold, as usual, has his fingers in a half-dozen aerodynamic pies: wind tunnel tests of a STOL (short-takeoff-and-landing) bushplane wing, blade fabrication for a small wind turbine, a flight simulator for the university, consulting work for Catto Propellers, an enhanced Red Bull data acquisition system. An unfinished aerobatic airplane designed by Joseph Kovacs, designer of the Embraer Tucano military trainer and Iscold’s friend, has been delivered to CEA as the next student project.

But Iscold’s patience barely runs the length of a long lunch, and the designer is already thinking about his next racer, the bigger record. The next weight category—c1b, encompassing aircraft from 1,102 to 2,204 pounds—would require him to build something capable of nearly 400 mph, and as racers say, cost goes up by the square of speed. But it is the all-time piston-powered speed record, 528 mph, set in 1989 by Lyle Shelton in Rare Bear, that gets Iscold’s heart pumping. For that he would need a Rolls-Royce Merlin engine and an international team of professional builders and engineers. It wouldn’t be a bad fourth airplane.

Eric Stewart has built a Van’s RV-4 and is currently building a racer.




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Brazilian Team Claims World Racing Records

Anequim is now the fastest shark in the sky.

image: http://thumbs.media.smithsonia...800x600_q85_crop.jpg

Anequim during flight testing, prior to the August 2015 world record attempts. (Paulo Iscold)

AIRSPACEMAG.COM 
AUGUST 27, 2015
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Anequim, the Brazilian racer that was the subject of our August cover story, has formally claimed its title—five times over—as the world’s fastest airplane in its weight class (c1b, or 661 to 1,100 pounds).

 

 

A student team led by professor Paulo Iscolde announced their claim of five world speed records over four set distances (3 kilometers, 15 km, 100 km and 500 km) plus a time-to-climb record up to 3000 m, with all flights piloted by Gunar Armin in Rio de Janeiro. Though still unofficial, the team expects confirmation shortly from the Fédération Aéronautique Internationale (FAI), the group responsible for certifying such records.

 

 
 

The top speed, recorded over the 3 km course, was 521km/h (324mph), with recorded speed over longer distances slightly lower. “Our record flights started last Friday (August 21) and by Sunday we had already managed 5 world records,” writes Iscolde. “With that result, we can now call Anequim the world’s fastest four-cylinder airplane, delivered as promised!”

 

Anequim (Portuguese for a mako shark) was designed by a student team from the Universidade Federal de Minas Gerais (UFMG) in Belo Horizonte, Brazil, led by Iscolde, a veteran raceplane designer. The student-built airplane carries on a long tradition going back to interwar Germany, where designers who wanted to build new aircraft were forbidden by the surrender terms of World War I. Instead they began the akaflieg system, which allowed students to build innovative gliders in the name of learning. Brazil was once under a military dictatorship deeply suspicious of university students, so instead of being allowed to start a new department dedicated to flight research, designers at UFMG organized under the engineering department to build practical aircraft (while still allowing for some innovation). The result today is that a speed-crazy pilot like Armin, willing to pay for materials and testing, can have a plane like Anequim designed and built by students. The pilot gets a badass airplane, and the students get real-world, cutting-edge experience.

 

Anequim’s design process started in 2011, with the goal of producing the fastest airplane of its kind. The result was a small, sleek aircraft that weighs only 730 pounds, half of which is the engine.

 

As often happens in aviation, the November 2014 first flight encountered some hiccups—a broken push rod kept the flaps from being lowered. But Armin managed to land the aircraft anyway, and appropriate repairs were made.  

 

Iscolde reports that no unforeseen problems cropped up during last weekend’s record attempts, despite some last-minute tweaks and reconfigurations. And they’re not finished: “We believe we still can go faster with Anequim,” writes Iscolde. “At least 50km/h more. So, the plan is to keep it flying and improving it. We would love to take it to Reno or Oshkosh.”




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Lussari

 

Muito obrigado por compartilhar.

O que mais me chamou a atenção são os comentários. Ainda bem que a maioria reconhece que houve um ganho para o nosso país, mesmo que seja pequeno.

Pelo menos um chamou o Anequim de aeromodelo...

 

Impressionante como as pessoas falam as coisas sem saber o que tem por traz de tudo.

Last edited by Daniel Iscold

Daniel,

 

É um prazer ver o sucesso dos outros.

Quanto aos comentários, tem de tudo. [use a Lei da Cobra. ]

Sou um otimista quanto ao Brasil, apesar de tudo de ruim que ocorre.

Apesar do pessimismo generalizado, o Brasil continua andando em frente.

Atualmente está ocorrendo uma situação insólita.

Conversando com aluno que é empresário, ele disse que as empresas estão voltando a investir e trabalhar, ao invés de ficar esperando o desfecho político e econômico.

 

O que seu irmão está fazendo é História!

O desenvolvimento tecnológico evolui devagar, mas avança; nunca retrocede.

A engenharia aeronáutica brasileira pode não ser badalada, mas é respeitada.

Com estes recordes, o Brasil sobe uns degrauzinhos na competência internacional em matéria de engenharia (em especial a aeronáutica).

 

Parabéns novamente.

Last edited by Lussari
Originally Posted by Gilson:
Originally Posted by Lussari:

Sou um otimista quanto ao Brasil, apesar de tudo de ruim que ocorre.

 

UM DIA, O BRASIL VAI ACONTECER !!!

Gilson,

 

O Brasil está acontecendo!

Esse Paulo Iscold, se ainda não foi chamado para trabalhar na Embraer, em breve alguma indústria do primeiro mundo o chamará. E se eu fosse ele, iria correndo pra cair fora desse país de esquerdopatas.

 

Depois que eu vi a quantidade de gente que defende esse governo de usurpadores imorais antiéticos e decadentes, minha conclusão é que não vai melhorar, salvo para alguns poucos iluminados.

 

O outro mineiro de Cabangú só conseguiu os feitos que conseguiu, caindo fora, em Paris. Mais de 100 anos depois e pouca coisa mudou. Acho que salvo trabalhando na Embraer, ficar aqui é desperdício de talento.

 

 

 

Lembro que quando meu irmão se formou a EMBRAER o chamou para trabalhar, ele preferiu ficar na faculdade UFMG.

Penso eu que ele não conseguiria fazer pesquisa acadêmica por lá e nem fazer aviões experimentais por lá.

Não é o foco da EMBRAER.

Só isso que eu sei

Daniel,

Não é, nem será toda hora em que poderemos comemorar algo tão importante, portanto, ao seu irmão e a você dedico a minha satisfação de ser brasileiro e saber que a vocação de voar continua conosco. Felicidades e bons voos!

João

 

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