Hintergrund und nützliches Wissen über die Berkut

Building Phase

The building phase from our side began in 1998.  In August 1998 the Berkut #045 was transported from Glis to Frauenfeld on a warm, sunny Saturday. Since then, many, many hours have been spent in the workshop.

Unfortunately, a lot of modifications had to be done in order to have this bird in a proper and safe state to fly.

Now a days, we are close to the finishing line and hopefully this beautiful bird can soon take-off for the first time.

The BERKUT

Die wohl ungewöhnlichste Art Wölfe zu jagen ist mit einem Adler. Diese Wolfsjagd hat ihre Wurzeln in Kirghizia im Süden Zentral-Russlands, und wird in Europa nur selten beobachtet.

Die speziell gezüchteten Vögel – eine Unterart der Golden Eagle mit Namen BERKUT – werden von nomadischen Stammesangehörigen gehalten. Dieser Adler wiegt nur zwischen 10 und 12 Pfund (ca. 5 kg.). Trotz seines geringen Gewichts kann der Vogel seine Klauen mit solcher Wucht in den Rücken und die Schnauze des Wolfes schlagen, die diesen bewegungsunfähig macht, ja sogar töten kann.

Packt die BERKUT die Wirbelsäule des Wolfes mit der einen Kralle, dreht der Wolf seinen Kopf um den Vogel zu beissen, so schnappt der Adler mit der anderen Kralle die Schnauze. Mit dieser Taktik erstickt der Adler den Wolf oder hält ihn solange nieder bis der Jäger kommt und das Tier tötet. Die BERKUTs sind unglaublich starke Tiere. Jeder Fuss kann mit je einer Tonne Kraft zugreifen, und der Luftdruck eines jeden Flügels mit je einer Länge von ca. 36 Zoll (ca.90cm) kann einem erwachsenen Menschen den Arm brechen.

Kirghizians Stammesangehörige jagen heute noch, auf Pferden reitend, Wölfe mit Hilfe von BERKUT’s und Hunden.

Text frei übersetzt von Barry Holstun Lopez „Of Wolves and Men“

Configuration of the Berkut

The Berkut is descended from the Rutan Long-EZ, with the primary differences being retractable main landing gear, dual canopies, and molded fuselage, strakes, and spar. Like the Long EZ, the Berkut carries 2 people in tandem seats. The front seat occupant has access to all instrumentation and controls. The rear seat, normally holding the passenger, is equipped with a side stick and throttle, but no rudder pedals, brakes, or instruments. Aerodynamically only minor changes were made. The fuselage was stretched, and the nose, canard, instrument panel and pilot moved forward one foot, to allow a heavier engine to be used in the back. The main wing trailing edge was straightened, removing a small bend in the trailing edge of the Long EZ wing. The lower winglet was removed and the aileron size increased in both chord and span, increasing roll rate.

Early Berkuts used wings and canard that were structurally similar to the Long-EZ and used hot-wired solid blue 2 lb/cu. ft. density Dow STYROFOAM PI cores, but with carbon fiber skins instead of fiberglass. The fuselage and winglets remained fiberglass. Later versions (kits produced after spring 1999) used fully-molded carbon fiber canards and wings with high density, 5 lb/cu. ft. 1/4" thick PVC or SAN foam cores, leaving only minor fairings and tip surfaces to be carved from foam. The Berkut has always used the Roncz 1145MS canard airfoil, which is more tolerant of bug and rain contamination than the original GU 25-5(11)8 airfoil originally used on the Long-EZ.

Berkuts used a retractable main (rear) landing gear system designed by Shirl Dickey for his E-Racer homebuilt. Originally Berkut used gear parts produced by Dickey, but over time they were repeatedly re-engineered and strengthened. Later kits had gear components produced entirely in-house. Like the earlier Vari-Eze and Long EZ, the Berkut parks with its nose gear retracted to prevent the plane from tipping over backwards when parked without a pilot in the front seat. Some early Berkuts utilized hydraulic nose-gear extension systems, but most have used an electro-mechanical jack-screw. With the electric system the pilot can climb into the cockpit with the nose down, then extend the nose gear, raising the airplane with him inside.

While the Long-EZ was originally designed for the Lycoming O-235 108-118 hp engine, the Berkut was designed from the outset for the larger Lycoming IO-360 180 hp engine. The aircraft was later adapted (with a different engine mount, cowls and battery location) to accept the 260 hp Lycoming IO-540, which most builders chose. With the 540, some have reportedly reached speeds of 300 mph in level flight.

 

Source: Wikipedia.org