RSV 26/140, 26/180, and 26 Lynx | |
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RSV.26/180 amphibian | |
Role | military trainer aircraft |
National origin | Belgium |
Manufacturer | Stampe et Vertongen |
Designer | Alfred Renard |
First flight | 1926 [1] |
Primary user | Belgian Air Force [1] |
Number built | between 17 [2] and 98 [1] |
Developed from | Stampe et Vertongen RSV.32 |
The Stampe et Vertongen RSV.26/140, RSV.26/180, and RSV.26 Lynx were a family of training biplanes designed by Alfred Renard and built by Stampe et Vertongen in Belgium in the 1920s. [1] They were produced as a response to a requirement by the Belgian Air Force, [3] which became their biggest user, although private owners also bought a small number. [1] [2] [3]
The air force requirement was for a two-seat aircraft with aerobatic capabilities that could provide a next stage for students who had completed basic training on the RSV.32. [3] Stampe et Vertongen contracted Alfred Renard to provide a design, and for the sake of expediency, suggested that he submit a revision of his RSV.32 rather than create an entirely new aircraft. [3] The resulting RSV.26 was, like its predecessor, a conventional single-bay biplane with unstaggered wings of equal span. [4] However, the fuselage was reinforced to accommodate engines of up to 150 kW (200 hp), [3] the undercarriage legs were fitted with thicker bungee cords, [3] and the pilot's and instructor's seats were now placed in two separate cockpits in tandem. [1] The RSV.26 had wings of smaller span and area than the RSV.32, that were, despite appearances, a complete redesign of the older wing. [3] The shorter span allowed the use of a more powerful engine and provided greater speed and maneuverability while not adversely affecting rate of climb. [3] Power was provided by a 100-kW (140-hp) Minerva engine in the nose, driving a two-bladed propeller. [3] The prototype made its public début on 26 June 1926 at a rally at Ostend. [3] [5]
The air force evaluated the type and judged it suitable. [3] However, the new Minerva engines cost 50,000 BEF while the government could purchase war-surplus Hispano-Suiza engines from France for only 6,500 BEF. [3] Consequently, Stampe et Vertongen was asked to adapt the design to the alternative powerplant. [3] The firm was reluctant to accommodate the change, as the Hispano-Suiza engines and cooling systems were heavier than their Minerva counterparts, and had not only obsolete technology but were already used and worn-out. [3] Nevertheless, the contract was too valuable to refuse, and Renard altered the design accordingly. [6] The biggest change was to move the upper wing forward, staggering it with the lower wing to preserve the aircraft's centre of gravity. [7] The change also provided improved access to and visibility from the forward cockpit. [6] The air force purchased the RSV.26 in this form, now designated RSV.26/180 to reflect its more powerful engine. [2] [6] In service, it was known as the RSV décalé [2] or 26 décalé [6] ("staggered" in French).
The start of the RSV.26/180's career was troubled by a handling problem that made three-point landings almost impossible. [6] The cause was traced back to the factory: an error in making the templates for the wing ribs resulted in all the wings having the wrong profile. [6] Stampe et Vertongen rectified this at the firm's own expense. [6] Other problems with the type were due to the second-hand engines, which suffered continual mechanical breakdowns [7] and by the early 1930s had contributed to a long list of accidents. [8] To investigate a solution to the ongoing situation, the air force returned the RSV.26/140 prototype to the factory to be fitted with an Armstrong Siddeley Lynx engine. [9] When the resulting modification proved successful, the air force had ten of its RSV.26/180s re-engined the same way. [8] With the new engines fitted, they were redesignated RSV.26/215 [1] or RSV.26 Lynx. [8] [10] [11] Following their military careers, ten RSV.26/180s were sold to private owners in 1936. [12] [13]
Histories of Stampe et Vertongen differ on the number of RSV.26/140s and RSV.26/180s produced, with figures as disparate as 17 [2] and 98 [14] published.
Data from de Maeyer 1980, p.5
General characteristics
Performance
Related lists
RSV 26/140, 26/180, and 26 Lynx | |
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RSV.26/180 amphibian | |
Role | military trainer aircraft |
National origin | Belgium |
Manufacturer | Stampe et Vertongen |
Designer | Alfred Renard |
First flight | 1926 [1] |
Primary user | Belgian Air Force [1] |
Number built | between 17 [2] and 98 [1] |
Developed from | Stampe et Vertongen RSV.32 |
The Stampe et Vertongen RSV.26/140, RSV.26/180, and RSV.26 Lynx were a family of training biplanes designed by Alfred Renard and built by Stampe et Vertongen in Belgium in the 1920s. [1] They were produced as a response to a requirement by the Belgian Air Force, [3] which became their biggest user, although private owners also bought a small number. [1] [2] [3]
The air force requirement was for a two-seat aircraft with aerobatic capabilities that could provide a next stage for students who had completed basic training on the RSV.32. [3] Stampe et Vertongen contracted Alfred Renard to provide a design, and for the sake of expediency, suggested that he submit a revision of his RSV.32 rather than create an entirely new aircraft. [3] The resulting RSV.26 was, like its predecessor, a conventional single-bay biplane with unstaggered wings of equal span. [4] However, the fuselage was reinforced to accommodate engines of up to 150 kW (200 hp), [3] the undercarriage legs were fitted with thicker bungee cords, [3] and the pilot's and instructor's seats were now placed in two separate cockpits in tandem. [1] The RSV.26 had wings of smaller span and area than the RSV.32, that were, despite appearances, a complete redesign of the older wing. [3] The shorter span allowed the use of a more powerful engine and provided greater speed and maneuverability while not adversely affecting rate of climb. [3] Power was provided by a 100-kW (140-hp) Minerva engine in the nose, driving a two-bladed propeller. [3] The prototype made its public début on 26 June 1926 at a rally at Ostend. [3] [5]
The air force evaluated the type and judged it suitable. [3] However, the new Minerva engines cost 50,000 BEF while the government could purchase war-surplus Hispano-Suiza engines from France for only 6,500 BEF. [3] Consequently, Stampe et Vertongen was asked to adapt the design to the alternative powerplant. [3] The firm was reluctant to accommodate the change, as the Hispano-Suiza engines and cooling systems were heavier than their Minerva counterparts, and had not only obsolete technology but were already used and worn-out. [3] Nevertheless, the contract was too valuable to refuse, and Renard altered the design accordingly. [6] The biggest change was to move the upper wing forward, staggering it with the lower wing to preserve the aircraft's centre of gravity. [7] The change also provided improved access to and visibility from the forward cockpit. [6] The air force purchased the RSV.26 in this form, now designated RSV.26/180 to reflect its more powerful engine. [2] [6] In service, it was known as the RSV décalé [2] or 26 décalé [6] ("staggered" in French).
The start of the RSV.26/180's career was troubled by a handling problem that made three-point landings almost impossible. [6] The cause was traced back to the factory: an error in making the templates for the wing ribs resulted in all the wings having the wrong profile. [6] Stampe et Vertongen rectified this at the firm's own expense. [6] Other problems with the type were due to the second-hand engines, which suffered continual mechanical breakdowns [7] and by the early 1930s had contributed to a long list of accidents. [8] To investigate a solution to the ongoing situation, the air force returned the RSV.26/140 prototype to the factory to be fitted with an Armstrong Siddeley Lynx engine. [9] When the resulting modification proved successful, the air force had ten of its RSV.26/180s re-engined the same way. [8] With the new engines fitted, they were redesignated RSV.26/215 [1] or RSV.26 Lynx. [8] [10] [11] Following their military careers, ten RSV.26/180s were sold to private owners in 1936. [12] [13]
Histories of Stampe et Vertongen differ on the number of RSV.26/140s and RSV.26/180s produced, with figures as disparate as 17 [2] and 98 [14] published.
Data from de Maeyer 1980, p.5
General characteristics
Performance
Related lists