Flight, January 1923

AMONG the gliders entered for the German gliding competition in the Rhon, in 1921, was a peculiar "tail-first" biplane, or "one-and-a-half plane," designed by Herr F. Budig. For some reason, not known to us, the machine does not appear to have accomplished ДальшеMore>>> much, and in last year's competition nothing was heard of it. It now appears that the Budig machine has come to life again, this time as a low-power aeroplane, or glider with auxiliary engine.
   IN the accompanying photographs the main features of the Budig glider are well shown. The machine is a "sesquiplan," inasmuch as the bracing is of the biplane form, but the lower wing is of very narrow chord. Long box section outriggers carry the rudders and elevator at the back, while in front they support a front elevator and a leading plane whose function is stated to be to give automatic longitudinal stability How this is accomplished, does not emerge, but the photographs indicate that there is some form of concertina arrangement enclosing a space under the plane. One of the photographs shows the designer, Herr Budig, depressing one corner of the leading plane, in order, no doubt, to demonstrate the arrangement.
   THE small narrow plane behind the leading plane appears to be a front elevator, and to be connected up with the rear elevator, but the leading plane is obviously to some extent independent of the longitudinal control. The pilot sits in front of the planes, and a fairing has been added between the planes.
   THE engine used is a B.M.W, motor-cycle air-cooled two-cylinder opposed, driving a pusher airscrew of very small diameter. The peculiar shape of the propeller boss is, no doubt, caused by the fact that the engine had no proper hub, and that consequently the propeller had to be attached direct to the flywheel.
   BUT little information is available regarding the performance of the Budig glider under power, but it appears that the engine is barely powerful enough to get the machine off the ground, and that the usual catapult-starting method is employed. Once in the air, the machine should be able to fly horizontally, or even climb slowly, as the engine is stated to develop 4 h.p. With direct drive, however, the propeller efficiency is probably not very high, and as the machine appears to have a fair amount of head resistance it may be doubtful if there is any surplus of power sufficient for anything but the slowest of climbs. It may even be that the machine merely does a prolonged glide.
   NEVERTHELESS, in view of the fact that this is probably the first glider with auxiliary engine to fly, we have thought that the photographs might not be without interest, as the type is one which is sure to be developed during the next few months. Small engines suitable for the purpose are now being developed, both in Germany and France, and although, as far as we know, no British engine has yet been produced especially for gliders, we have in mind one or two which could probably be modified to suit at any rate experimental machines, of which more than one are under consideration.