Translation of the RSA “Bleu Citron” Dossier

<Translators note: this document was machine translated via BABELFISH, with some minor corrections to more approximate American English grammar and usage.  I find machine translations oddly charming, and have left much of the fractured syntax intact. The RSA web site goes on, beyond what I have translated, to cover much information on the basic construction, but in “Simple courtesy of their share”, I’ve stopped with the general description of the project and the planes. – RRY)



PROJECT "Blue Citron" - To build, to fly...  This sentence is the "creed" of the homebuilder and, to the RSA, we said ourselves "why not to help our members by publishing plans of airplanes"?  Thus, now, you will find in the pages of the magazine of the RSA the entirety of the plans of a machine.  Right now several very varied airplanes are envisaged because of their membership with various categories and, especially, which they are the work of different originators.  By the publication of these airplanes in the magazine, the RSA (as if that is necessary to point out it here!) affirms its will of promotion of an aviation open to all, as it is its vocation.  This publication should interest even those and those which will not be tried by the construction of these machines because, can be, will be able to find there an easy way technical for their own construction, unless is likely to encourage or inspire by the readers to become future builders.  It would be then the best role of this project because that would be beneficial in the world of homebuilder. 


HOW DOES THE RSA PRESENT THE DOSSIER OF CONSTRUCTION?  The documents of the file of construction are published in the medium of the review by multiples of four pages. To detach them it is enough "to open" fasten the binding (using a blade of scissors, penknife, etc.)  "to extract" the pages from the file then "to close again" fasten them to find a correctly attached review.  It then suffices for each manufacturer to collate these pages progressively with their publication, to obtain an invaluable guide.  As much as possible, a very particular care will be taken so that the file of an airplane is diffused within 6 to 9 issues to the maximum (one year to 18 months) in order to prevent that the most assiduous manufacturers are not blocked in their work.  FOOT-note:  For obvious reasons of organization, the RSA nor the originator will not provide plans apart from the magazines.  It is thus completely useless to write or to telephone to claim in advance obtaining documents because the request will systematically be rejected.  It goes without saying the builders of the machines published in the Magazine of the RSA must comply with this rule.  Simple courtesy of their share. 


WHO CAN BUILD?  These plans are exclusively reserved to the members of the RSA who are subscribed in the Magazine of the RSA and of course up to date of their contribution 1996.  To receive the license of construction valid for a plane (mono or two-seater) with a sequence number, it is enough for them to make of it the request with the RSA by simple mail by indicating their name and RSA number accompanied by 60 F (20 stamps with 3 F) for filing expenses.  For those who are not yet member of the RSA it is enough for them to be registered to profit from this possibility.  Only one license with a sequence number will be issue to each member.  In the event of transfer with a third of the license of construction, it will not be possible to ask of it another, except if construction is taken again by a member of the RSA answering the criteria of attribution. 


Attention: the originator, who remains holder of the design, gracefully provides this study to the RSA, it is with an aim of promotion for the RSA, which thus offers a service additional to its members.  It goes without saying the crafty one which would like to divert of its goal this operation, for example by providing pirate copies, are extremely likely to be exposed to the administrative annoyances and legal which causes this type of intrigues. 


HOW TO MAKE TO HAVE INFORMATION RELATING TO CONSTRUCTION?  Although all is done so that the manufacturer can have a maximum of information thanks to the text of construction and with the photographs which accompanies it, it is not possible to answer all the interrogations which the manufacturers can be posed.  In this case, it is enough to raise the written question; the answer will be communicated in a total way in a following issue of the Magazine of the RSA. 


FOOT-note for obvious reasons of organization, no answer will be made by telephone or personalized mail.  As for the anticipated request of the plans, it goes without saying the manufacturers of the machines published in the Magazine of the RSA must comply with this rule.  Simple courtesy of their share. 


This program “Blue” Citron takes up an idea given by Jean POTTIER at the time of the board of directors meeting of November 27, 1993: to publish in the Magazine the plans of a plane rather simple to build, economic as well in construction as of use, with qualities of flight making it suited to piloting by little experienced pilots. Since this date, the idea "made its way", which made it possible to refine the project to be able to lead today to two airplanes, a single-seater and a traditional two-seater of structure out of wood and fabric.


WHY “Bleu Citron” (Lemon)? This double association of "blue" and "lemon” is a picturesque idealization of this program: blue like the east the sky our space of freedom, lemon like the color of the sun, which I associated with the good weather, is the pledge of pleasant flights VFR, but also because the engine used for the single-seater is Citroen resulting from the "deux cheveax” (2CV, or literally, in English Two Horse – RRY) which was the economic car of the young people par excellence (first true freedom).


The MACHINES RESULTING FROM: the P. 30 "PETREL" P.30 P, whose design goes back to 1966 (M. Pottier’s student days), was a single-seater with semi-high wing of traditional construction wood and fabric, driven by an engine of AMI  8, twin-cylinder flat engine known well, and whose aeronautical adaptation is diffused by the RSA. This program "blue citron" proposes two machines today: single-seat P30 L, and two-seater P130 L side-by-side. The new airplane takes again the general provisions of the technology of the R 30 P and offer the following characteristics: low wing loading for good characteristics at low speeds, airfoil NACA 23012 for an acceptable speed cruising in spite of the low working installed horsepower, long length of the fuselage with a sufficient empennage volume to reduce the longitudinal "nervousness", which facilitate piloting for slightly experienced pilots, Cockpit in front of the wings to offer to the pilots a comfortable field of vision, commonality of elements between the two airplanes (90% of common parts and same tools), Limitation of the parts tack welded in the control circuits and engine mounts, motors of automobile origin to limit the purchase price and the maintenance costs.


PROMOTION OF AVIATION FOR ALL WALLETS: the goal is to offer to those which have small means the possibility of concretizing their dream by building a machine with a "look" of plane, performances of plane, a comfort of plane for a cost price of about 50 000 F for the single-seat version and 60 000F for the two-seater (with engine and instruments to suit). The role of the aviation of amateur is to defend general aviation, i.e. to be able to practice an aviation of leisure with material ready to allow the short flight (or sometimes the voyage) in full safety and this in agreement with its financial means. This is why, beside the "top-of-the-range" machines diffused in kits and reserved to "top-of-the-range" pilots also as well by finances as by the level of piloting required, which in limit the development, it is essential to promote "basic" materials, without any doubt less media, but renting perfectly their role of "prosthesis to be flown".




WING: the wing consists of two half-wings on each side of the fuselage. The structure rests on a main girder in "I with the flanges in Oregon Pine (Douglas Fir – RRY) and shear web in okoumé  plywood of 1,6 mm (cm? – RRY).  Local reinforcements are laid out at the places of stress concentrations. These gussets consist of glued boards of 8 mm. For the two-seater, an additional structure is added to hold the loads induced by the increase in mass of the nonbearing parts. The ribs, 10 per wing, are traditional truss form out of sticks 7x10 with plywood brackets of 1,6 mm okoumé, nailed and glued. For the good behavior in torsion of the wing, the leading edge is cased to the spar also by plywood of 1,6 mm, so as to obtain a box in "D" very rigid. A short small spar carries the hinge fittings of the aileron, of which the structure is also in an I. The lattice ribs are assembled into a geodetic structure. A strut out of shaped Duralumin tube binds the main spar, at mid span, with the bottom of fuselage. The drag forces are taken again by a bar of trainée, incorporated in the wing and consisted of two glued pieces of 1 8x1 8 for the two-seater and 1 8x1 5 for the single seater. The salmon, of traditional form, is of structure with framework 4 triangular in against plated of 6 mm to give the form and a coating in plywood of 1,6 Misters The whole of the aerofoil is cloth-lined in fabric polyester (Dacron) of 2500 kg coated and painted. Fixing to the fuselage is done in two points: on the level of the member by a light alloy fitting ensuring the connection member aerofoil - principal fuselage tallies, with the back on the level of the bar of trail by a simple vertical bolt which ensures the connection of this one with a local reinforcement of the structure fuselage.


FUSELAGE: Of quadrangular section, the framework of fuselage on two sides built flat and made up each one by two rods rests which form, after assembly, the four members of angles connecting four frameworks. These sides receive a complete formwork in plywood of 1.6 mm for the zone corresponding to the cockpit. For the back part, the connection of the rods is ensured by simple brackets also in plywood of 1,6 millimeters. The plan of the side is identical for the mono or two-seater versions. The only difference lies in the section, which is 18x15 for the single-seater and 18x18 for the two-seater, which makes it possible indifferently to build the sides of the R 30 L or the P. 130 L with the same construction jig. The bulkheads, four, provide the functions of partition avoid fire - driving support, attach principal train, fixing of aerofoil and stern post. Their structure is traditional with a framework out of sticks and plywood of okoumé of 1,6 millimeters. Of the hard wood gussets is laid out at the places of anchorings of the fittings of fasteners (engine, undercarriages, aerofoil and empennage). Smooth placed at middle height ensure a good general aspect of the entoilage. Undercarriage is of the traditional type. The main landing gear consists of a simple blade out of alloy plate, ~ thickness 16 mm for the single-seater and 20 mm for the two-seater, equipped with wheels with brakes. Each leg is fixed on the framework of fuselage by four bolts. Taking into account the use of these machines, various wheels with types of different brakes can be considered so long as the diameter is not smaller than 330 millimeters. The caster of tail, combined with the direction, is supported by a set of steel blades of 4 mm fixed on a reinforcement at the fuselage tail section. Foot-note: a solution with tricycle gear can be considered without major modification of the structure. Its study will be published if the request is made for it. The tank is structural. Placed under the baggage hold, it is obtained by internal sloshing of a joint-sealing compound. It offers a capacity of an about sixty liters for P 130 L and 45 liters for the R 30 L a footboard, made up of a simple tube which exceeds each side, facilitates the access to the cockpit. The panoramic canopy, envisaged articulated on the level of the principal framework, supplements this accessibility. Closing is made by two side latches. A simple framework placed on the level of the wings ensures the connection between the canopy and the fuselage.


EMPENNAGE: The horizontal stabilizer is of traditional type cruciform. The fixed part consists of a spar with flanges in Pine of Oregon and heart in plywood of 1,6 Millimeters.  Hard wood wedges reinforce the hinge attachments. The ribs, 8 are in plywood of 6 mm cut out with the profile. The whole is completely encased in plywood of 1,6 mm okoumé. Four hard wood wedges of 18 x 18mm reinforce the ribs to facilitate fixing to the fuselage by four vertical bolts. The unit is covered and painted. The elevator consists of a spar with flanges in Oregon Pine and heart in plywood on which come to set in a geodetic way 8 ribs out of lattice of sticks 7 x 10 mm. The whole of the control surface is cloth-covered in Dacron of 2500 kg and is painted. Three hinges ensure the articulation. The vertical stabilizer is of cast solid type. The framework rests on a spar with soles in Oregon pine and heart in plywood of okoumé and the ribs out of lattice for the back zone. The front horn consists of a formwork maintained in form by two ribs in cut out of plywood. The whole is cloth covered and painted.


FLIGHT CONTROLS: Pitch control is by pushrods rods equipped with adjustable rod ends with a back relay cen of the tank. It is the same for the control of the ailerons. The puppets of reference of aileron are designed so as to obtain a differential steering in order to limit the effect of induced trail. Cables order the direction. The return springs ensure the tension of the cables as well as the recall the neutral of the control surface.


ENGINE The engines retained for these machines result from the car. Their transformation can be made using the modification plans diffused by the RSA (Citroên or VW). To simplify its assembly, the engine is fixed directly on the firewall for the two low fasteners. Two simple ties out of welded tube ensure the higher fastener of the block with the fuselage. A glass fibre cowling covers the whole.



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