Por tfolio I live in Santiago, Chile, a small South American country. Since childhood I had a great interest in aviation and drawing, tastes inherited from my father. Over the years he was growing a fondness for airplanes iniciandome in model aircraft in all categories, building my own models when I was older to become a private pilot and flight instructor. I graduated as a Graphic Designer and have worked for over 20 years for major multinational and national companies as well as illustrator artistic freelance for various advertising agencies in my country. My passion for aviation is a big push to develop illustrations of aircraft both traditional techniques and digital Behind every job is a meticulous historical research, collection of photographs, drawings and all that I can contribute to achieve an optimal result.
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Aeronca C-3 (ZK-AMV)
Aeronca C-3 (G-AEFT)
Introduced in1932 it featured room for a passenger seated next to the pilot. Powered by a new 36-horsepower (27-kilowatt) Aeronca E113 engine, the seating configuration made flight training much easier and many Aeronca owners often took to the skies with only five hours of instruction largely because of the C-3's predictable flying characteristics. Both the C-2 and C-3 are often described as “powered gliders” because of their gliding ability and gentle landing speeds it was almost impossible to make a hard landing with an Aeronca because the pilot could easily see his wheels approach the runway. The C-3's distinctive razorback design was drastically altered in 1935 with the appearance of the “roundback” C-3 Master. Retaining the tubular fuselage frame construction, the C-3 Master featured a smaller vertical stabilizer and rudder with a “filled out” fuselage shape that created the new “roundback” appearance and improved the airflow over the tail. With an enclosed cabin (brakes and wing light still cost extra), the 1935 C-3 Master was priced at only $1,890 just a few hundred dollars more than the primitive C-2 of 1929. The low price generated significant sales; 128 C-3 Masters were built in 1935 alone and the 500th Aeronca aircraft also rolled off the assembly line that same year. Production of the C-3 was halted in 1937 when the aircraft no longer met new U.S. government standards for airworthiness. Many of the C-3's peculiarities external wire braces, extensive fabric construction, single-ignition engine, and lack of an airspeed indicatorwere no longer permitted. Fortunately for the legion of Aeronca owners, a “grandfather” clause in the federal regulations allowed their airplanes to continue flying, although they could no longer be manufactured.
Aeronca C-3 (G-AEVS)
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Like the Piper Cub with which it competed, the Champ features tandem seating. While the J-3 model of the Cub is soloed from the rear seat, the Champ can be soloed from the front, giving improved forward visibility on the ground and during takeoffs, landings, and climbs. The Champ has a wider cabin than the Cub and offers better visibility. As with many light aircraft of the time, the Champ’s fuselage and tail surfaces are constructed of welded metal tubing. The outer shape of the fuselage is created by a combination of wooden formers and longerons , covered with fabric. The crosssection of the metal fuselage truss is triangular, a design feature which can be traced all the way back to the earliest design of the late 1920s. The strut-braced wings of the Champ are, like the fuselage and tail surfaces, fabric
covered, utilizing aluminum ribs . Most Champs were built with wooden spars. American Champion has been using aluminum spars in the aircraft it has produced and has, as well, made the aluminum-spar wings available for retrofit installation on older aircraft. The landing gear of most Champs is in a conventional arrangement, though a model with tricycle gear was produced, and a model with reversed tricycle gear was tried. Conventional-gear Champs feature a steerable tailwheel and most have steel tube main gear which use an oleo strut for shock absorption; one variant utilized spring steel main gear, and American Champion is using aluminum gear legs in its production model of the Champ. The tricycle-gear Champs use the steel tube and oleo strut main gear, mating these with an oleo strut nose gear.
Champion 7EC (CC-KMH)
Aeronca 7AC (NC83502)
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Aeronca L-16 U.S ARMY (47814)
Aeronca L-16 U.S AIR FORCE (47215)
Like its wartime parent Aeronca L3, the L-16 was a US civilian aircraft in military colors. During WWII, the Aeronca 65TC Defender had been pressed into service as the O-58, performing light observation, utility and liaison duties. It was later redesigned, designated the L-3, and served in many theaters and in many diverse roles. After the war, when US civilian aircraft production resumed, Aeronca upgraded and redesigned its prewar designs into the 65-hp Model 7AC Champ. The Champ quickly became one of the the most popular training aircraft of the post-war pleasure-flying boom. The 7AC, in turn, was soon upgraded to the 7BC, with a larger engine, and was subsequently produced for the US Army under the designation L-16A (85-hp engine) and L-16B (90-hp engine). It served in the Army throughout the Korean War, where it performed many of the same roles it had in WWII: Target-spotting, observation, general utility, and even rescue. In the late 1950s, quite a few L-16s returned to civilian life, where most of them shed their wartime paint and resumed life as 7BCM or 7CCM Champs, teaching primary students to fly all across the US. Still others went on to serve in the US Civil Air Patrol, a civilian searchand-rescue arm of the US Air Force. As the years have passed, a few have recently been restored to their L-16 livery in commemoration of their unique history. The lineage of these versatile and honest airplanes is such that they do not attract a great deal of attention at warbird gatherings, yet their place in military aviation is undeniable and appreciated by a growing number of enthusiasts and owners.
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El de Havilland DH-82 Tiger Moth es un avión biplano diseñado en 1930 por Geoffrey de Havilland y fue operado por la Royal Air Force y otros como un avión de entrenamiento primario. El Tiger Moth permaneció en servicio con la RAF hasta que fue reemplazado por el de Havilland Chipmunk en 1952 , cuando muchos de los tiger moth pasaron a ser civiles. Muchas otras naciones utilizaron el Tiger Moth, tanto en aplicaciones militares y civiles, y sigue siendo de uso generalizado como un avión de recreo en muchos países. Todavía es utilizado ocasionalmente como avión de entrenamiento
primario, en particular para aquellos pilotos que deseen adquirir experiencia antes de pasar a otros aviones de rueda de cola, aunque la mayoría de Tiger Moths tienen un patín. Muchos son empleados por varias compañías que ofrecen experiencias de prueba. Los que están en manos privadas en general, vuelan muchas horas menos y tienden a ser mantenidos en buen estado. El club De Havilland Moth fundado en 1975 es ahora una muy bien organizada que ofrece la asociación de propietarios de apoyo técnico y atención para los amantes este avión.
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DH-82 Tiger Moth (G-ADGV)
DH-82 Tiger Moth (ZK-APP)
DH-82 Tiger Moth (G-ACDA)
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Forney Aircoupe (G-ARHC)
Erco Ercoupe (CF-RXT)
ERCO stands for Engineering and Research Corporation whose first product was the Ercoupe. This was the first production tricycle aircraft and was designed by Fred Weick . Fred is famous for many things, including the NACA cowling and the standard "takeoff/landing over a 50-foot obstacle" specification. The Ercoupe, with its distinctive twin-tail design, was originally provided with "coordinated controls", i.e. the rudder was connected to the yoke and yaw correction was automatic - it had no rudder pedals. The steerable nose wheel was connected directly to the yoke - you taxied exactly like you drive your car. This, and limited up elevator travel, contributed to the result that the 'Coupe is "characteristically incapable of spinning!" You can try, but the plane will fly out of an incipient spin. An entirely new category of pilot license was created for the thousands of new pilots who had never seen a rudder pedal. This plane was designed pre-WWII and didn't get into real production until 1945 when thousands were sold through such esteemed aviation outlets as the Men´s Department at Macy´s. "Rudder Kits" were available to convert the plane from 2-control ("coordinated") to 3-control ("conventional"). Landing a 2-control 'Coupe is an "interesting" experience! You crab it into the wind and land that way. The nose wheel will turn and straighten it out on the runway. Another historical fact: all original Boeing 707 pilots were taught to land in the 'Coupe - the 707 had a similar problem - the low hanging engines meant that you couldn't drop a wing into a crosswind - you had to land them crabbed. [ed note: The Ercoupe's main gear does not swivel, a common misconception, but the geometry causes the airplane to turn in the direction of forward motion. If you fight this tendency you can ground loop. The plane was built by a series of manufacturers including ERCO, Sander, Forney, Alon and Mooney. Mooney built the last 59 with a "Mooney tail" instead of the distinctive twin tail of all previous production. This, and other changes, created an airplane which could stall and spin with the best but also lost a lot of performance. It was their intention that the M10 Cadet be their "trainer".
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Phone: (56-2)2986 30 05 - (56-9)227 56 53 - Email: abuljevic@vtr.net - Web: www.buljevic.cl
El MXP 150 Kimbaya es, ante todo un avión cómodo de largo alcance con una velocidad de 103 nudos (190 km /75% de potencia) y un vuelo muy estable incluso en presencia de turbulencia, su rango es sobre los 1000 Km. La comodidad, resultante de la gran tamaño de la aeronave es evidente considerando su carlinga ancha y también debido a la ausencia total de vibraciones, logrando un vuelo completamente estable y preciso.
MXP-150 Kimbaya (CC-ADT)
Para cruceros de largo alcance es posible cargar y guardar el equipaje (hasta 50 kilogramos) en el espacio designado. MXP 150 posee excelentes habilidades STOL como resultado de un estudiado diseño y excelentes características aerodinámicas, permitiendo una velocidad de pérdida (Vso) de 30 KTS (56 Km / h),una carrera de despegue de 45 mt. y de aterrizaje de sólo 80mt.
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MXP-150 Kimbaya (CC-ADV)
Aeroprakt 22L2 (OK-LUY 55)
Aeroprakt 22L2 (CC-AGV)
La aeronave Aeroprakt-22L2 Visión es un diseño de helice tractora de ala alta, de muy alta calidad, completamente de aluminio, excepto la tela aeronaútica que cubre parte de las alas. Su acristalamiento, inusualmente extenso proporciona una visión sin precedentes de este tipo, y la cabina, la más ancha del mercado, es muy cómoda. Es sin duda una buena máquina para operar en campos reducidos, capaz de despegar en pistas muy cortas y de aterrizar en 100 metros, y un crucero respetable de 160 km/h. con un motor Rotax 912, se puede equipar con un motor de 80 ó de 100 CV. Capaz de volar más de 1.000 Km sin repostar con los depósitos de serie y más de 1.300 con los depósitos de alta capacidad. Permite su uso a dos personas muy corpulentas (275 Libras.) con unos 55 Libras de equipaje en su maletero certificado.
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Phone: (56-2)2986 30 05 - (56-9)227 56 53 - Email: abuljevic@vtr.net - Web: www.buljevic.cl
Grunau Baby (D-4249)
The Schneider Grunau Baby (named for the town where Schneider's factory was located - now Jef贸w Sudecki in Poland) was a single-seat sailplane first built in Germany in 1931, with some 6,000 examples constructed in some 20 countries. It was relatively easy to build from plans, it flew well, and the aircraft was strong enough to handle mild aerobatics and the occasional hard landing. When the Baby first appeared, it was accepted wisdom that the pilot should feel as much unimpeded airflow as possible, the better to sense rising and falling currents of air, temperature changes and the like. It was designed by Edmund Schneider as a smaller version of his ESG 31 of the previous year, incorporating a new elliptical wing design based on work done by Akaflieg Darmstadt. The intention was to create an aircraft suitable both for training and for cross-country soaring. Typical for its day, it was a high-wing braced monoplane with a fuselage of hexagonal cross-section and an open cockpit. The Baby was an instant success, and was enthusiastically promoted by gliding champion Wolf Hirth. An extensive redesign followed in 1932 following the fatal crash of an unrelated Schneider design, resulting in the Baby II. This version and the definitive Baby IIb that followed it were adopted as a standard sailplane trainer for the German Air Sports Association (later the National Socialist Flyers Corps).
Grunau Baby (HB-234)
Grunau Baby (D-3856)
Grunau Baby (LH-XH)
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Fafnir 1930 (11th Rhön Competition) The Fafnir was designed by Alexander Lippisch and built by the RRG workshops on the Wasserkuppe, for the 1930 Rhoen competitions. It was made to fit the body contours of Guenther Groenhoff, a small, but as it proved, very skilful pilot. All the main principles affecting the performance of a sailplane were known to Lippisch by now. Struts like those on the Wien, were eliminated. The aspect ratio remained almost as high. To avoid excessive weight the root of the cantilever structure had to be made very deep. The Fafnir wing was strongly tapered. At the root, the thick, very greatly cambered aerofoil, Goettingen 652, was used, this changed progressively to Goettingen 535 at the mid-span station and thence to Clark Y, at the tip. This change of profile plus several degrees of negative twist or 'washout', prevented tip stalling at low airspeeds, and improved aileron control. The wing was slightly cranked to give the attractive 'gull' form. Lippisch's liking for this shape went back to the tailless Weltensegler of 1921. The reasons usually given for it were that it raised the wing tips clear of the ground during landings and take offs, and it was also thought to improve stability in turns. Both could
have been achieved by giving the wing a slight, straight dihedral angle. Still, the Fafnir was acclaimed as the most beautiful sailplane ever built and set a fashion, which persisted until the 1950s. Alexander Lippisch designed the Hols der Teufel in 1923, the RRG (Rhön Rossiten-Gesellschaft), installed at the Wasserkuppe.
Lippisch Hol´s der Teufel Alexander Schleicher has personally built a copy from 1925 to 1926, with whom he participated in the Rhön contest in 1926 and 1927 (he won the prize for the most number of flights that year, with a total of 69 flights for a time total of 3 hours 30 minutes 15 seconds). Then he produced the Holz der Teufel under Alexander Schleicher Flugzeugbau his company. In an advertising brochure of October 1931, the firm offered the glider for 740 Reichsmarks. The Hol's der Teufel was the first advanced trainer in Hungary suitable for ridge and even thermal soaring. Many of the first generation of Hungarian glider pilots earned their C badge flying this glider. The first C bagde was gained by Mátyás Bernard flying a Hol's der Teufel for 9 minutes 45 seconds at August 1, 1929. Bernard got his basic training at Germany in 1928. In 1932 Árpád Hardi-Molnár set the new Hungarian duration record with a Hol's der Teufel flying 6 hours 4 minutes at Gyöngyös.
Göppingen Gö-3 Minimoa During the 1921 Rhön competition much interest a glider flying wing called "Weltensegler" designed by Dr. Friedrich Wenk, his wings had dihedral type "gull wings", and ends with a pronounced arrow wing positive. For an unknown reason, during a climb, the "Weltensegler" leaned over the side, a wing tip broke and ended its pilot Wilhelm Leusch mortally wounded. During 1929 Dr. Friedrich Wenk was working in the company of Edmund Schneider Grunau when the glider excellent "Moazagotl" was being designed and built. This glider was known as Grünau 7, the design of their wings was the influence of "Weltensegler", his wingspan was 20 feet, and the ground was slightly modified wing, its structure was reinforced, especially the wing ends. During 1937 in the 1st International Competition in Wasserkuppe (considered the first World Championship), the "Moazagotl", piloted by Ludwig Hofmann finished second Heini Dittmar and Fafnir II "Sao Paulo". So the "Minimoa" meaning mini Moazagotl, has a truly famous ancestor.
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DFS Kranich (HB-475)
Series production of the Kranich took place in the aircraft division of Karl Schweyer AG in Mannhein. The two-seater was in its version 2, the most widely built glider in Germany from 1935 to 1939. Several hundred examples were built; exact numbers are not known. On 11 October 1940 Erich Klöckner in a Kranich achieved the record height in a glider of 11,460 m. Because it occurred in wartime, the altitude record was not recognized by the Allied occupying powers, and Klöckner only received official recognition by the Fédération Aéronautique Internationale (FAI) in the late 1990s. This record height was only exceeded ten years after the flight by the American Bill Ivans during a similar scientific program in the Sierra Nevada .
DFS Kranich (OH-KAA)
DFS Kranich (YU-5043)
In 1942 30 Kranichs were built by the Swedish manufacturer AB Flygplan in Norrkoping, and delivered to the Swedish Air Force for training purposes. These machines were given the military designation Se 103. Between 1950 and 1952 50 examples of a slightly modified copy of the Kranich II were built in Poland, known as the SZD-C Zuraw (zuraw is Kranich in Polish = "crane"). After the war, the Focke-Wulf aircraft factory in Bremen developed and produced the Kranich III, which was a completely new development and shows no similarities with its predecessors. The first flight was on 1 May 1952, piloted by Hanna Reitsch. 37 examples of this type were built.
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DFS Kranich (Luffwaffe)
DFS Habicht
DFS Rhönadler 35
The "Habicht" ("Falcon") was designed in 1936 by Hans Jacobs, a glider is suitable for unlimited aerobatics. Four gliders were finished for the 1936 Olympics, where the evolutions of the "Habicht" on the Olympic stadium literally captivated audiences. The flying qualities were praised by all pilots, participated in many festivals outside air before "World War II", including the "National Air Races", 1938 in Cleveland, Ohio (USA).
When the first "Rhönnadler ", which translated into our language means "arrow Rhön", appeared in 1932, glider pilots were beginning to use thermals to fly away, and buscanban a glider with good skills for this type of flight. In construction, the "Rhönadler" shows the influence of "Fafnir", but the former is simpler, with cantilever wings in two pieces, tapered toward the marginal edges, and large ailerons.
Few "Habicht" survived "World War II", there is a copy in a museum in Paris, another with the registration D-8002, was in flight in southern Germany until it was destroyed by the collapse of the hangar where it was stored, besides these originals, Türk Hava Kurumu between 1945 and 1946 produced six copies of "Habicht" he called THK-3. After a long and patient search to recover the plans and design documentation, Josef Kurz and other members of the "Oldtimer Segelflugclub Wasserkuppe" built a new "Habicht", this issue was also registered as D-8002, and is based on the Wasserkuppe airfield.
The fuselage was wide, with a very spacious cabin that was the norm in those times. The landing gear consisted of a long wooden skid. The set of queue was of conventional type, with a large rudder and elevator-type stabilizer "pendulum" (whole cell).
In 2001 Zahn family built another "Habicht" carries the registration D-1901, since it was completed is flown by Christoph Zahn has conducted demonstrations of aerial acrobatics at numerous festivals. Modified "Habicht" were built during the "World War II" in order to train pilots who later would fly the Messerschmitt Me-163, these new versions were two, one 8-meter wingspan and one of only 6 meters wingspan, the wings of "Seagull" were replaced with straight wings; these new gliders were called "Stummel Habicht".
It was produced by Alexander Schleicher series in Poppenhausen, Germany, made his first public appearance in the 1932 Rhön competition; demonstrated very satisfactory flying qualities and many flights were carried away with it in the following years, its designer, Hans Jacobs was recognized as a successful designer.
American stay in gliding.Given the success of the expedition to South America, a group of Germans living in the city of São Paulo sent money to finance a new Fafnir II (which was already i development.) In honor of these people, the Lippisch baptize São Paulo. At the University of Goettinguen during the '30s, H. Muttray developed a series of wind tunnel studies, and found that a wing placed at mid-fuselage considerably lessened the drag produced, he also found that the more uniform the junction of the wing to the fuselage would be the best performance based on these findings Alexander Lippisch developed Fafnir II. With a streamlined profile with less curvature developed by Lippisch he flew in 1934. The fuselage was designed and laid out section by section, the trailing edge of the wings were bent back. Later the nose of the model was redesigned for a more smooth and aerodynamic. The building was all wood with laminated caves and wings enteladas with DOPE in the central area and its structure was the type lattice, with cross sections.
Fafnir II - São Paulo Led by Professor Giorgii, Wolf Hirth, Heinrich Dittmar, Peter Riedel and Hanna Reitsch made an expedition to South America in 1934 in order to release the glider fly. At that time some world records were broken by flying the Fafnir II Riedel flew for about 7 hours on the city of Buenos Aires, breaking the record South
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Schleicher Ka 4 (D-4249)
Schleicher Ka 4 (PH-354)
The Ka 4 "Rhรถnlerche II" is a two-seater glider in Tandem with flat wings and stabilizer-elevator built of wood and covered with fabric and dope, and fuselage of welded steel pipes and similarly coated. The wings are set high, with mullions, plant-trapezoidal box with type airbrakes "spoilers". The fuselage is metal (welded steel pipes), the landing gear comprises a skid that protects the nose wheel and fixed ventral and tail skid. The arrangement is conventional empennage, both rudders, stabilizers consist of a flat fin fixed and mobile control. The prototype made its first flight in 1952, and was built by Alexander Schleicher company until 1963, at which time 338 examples were built. Since taking the first step towards motor gliders, mounted on a Schleicher Ka 4, a motor at the snout and modified landing gear giving it two wheels in the style of aircraft and called it "Motorlerche". There were very few copies.
Schleicher Ka 4 (D-1876)
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Scheibe SF 25 Falke (ZA653)
Scheibe SF 25 Falke (OE-9086)
The SF 25 Falke is a two-seat, produced a mixture of materials sailer, which was developed in 1963 by the disk-Flugzeugbau GmbH and manufactured. He became one of the most built motor sailors in the world. Essential features of this success were the "side-by-side" seating arrangement, which facilitated the training, the simple and robust hybrid design and the extremely good-natured flight behavior. The pattern is so widespread that virtually every German motor glider pilot began his training on a falcon. Also at Falke family counts the SF 28 "tandem falke" in the seating arrangement was changed, for better aerodynamics. The pilots are sitting in a row, allowing a slimmer body and thus better flight performance. The Falke was from the beginning designed as easy to fly and maintainance of aircraft in order to provide the gliding clubs a low cost alternative in the training and flight operations for the winter. The used mixed construction method was ideal, as most clubs that time were familiar with it by yourself and your own maintenance of existing parks and glider also had the necessary tools. In the development of the Falke Egon was on its experience with motorized variants M13 and the single-seat motor glider SF draw 24 "motor sparrow".
Scheibe SF 25 Falke (OO-MVF)
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