In 1933, Reimar Horten built his first flying wing, a one man carrying glider in his parents‘ house.
Encouraged by its success, he built the Horten II, the world's first motor glider. By now his flying wings
were attracting so much attention that he was helped to continue his work. He built many prototypes, most
with plans for mass production. By 1944 the Peschke company had placed an order for more than 20
Horten VII flying wings, and the Klemm company placed an order for 50 Horten IIIe. Such well known
companies as Junkers, Heinkel, Messerschmidt, BMW and Focke-Wulf were submitting flying wing
designs to the Ministry of Aviation as the war was ending and Germany had achieved a leading position in
aeronautics.  This is probably why airplane construction was prohibited in Germany after the war. Flying
wing development in Germany ended. Many flying wings were destroyed, some were taken to the United
States. (At the time of writing, four flying wings from the United States are being restored in Berlin.) The
United States was very interested in what had German engineers had learned from flying wings. We
suspect that this led to the decision to build the B-47 with swept back wings rather than the straight wing
of its earliest designs.

In 1948 Dr. Horten emigrated to Argentina where he was able to continue his work on flying wings. There
he supervised the construction of a couple of flying wings, including the four engine AE 38 transport which
could carry 10 tons more than 1100 nautical miles. Unfortunately, the general who supported flying wing
development was replaced by someone who ordered the transporter to be grounded. At the university he
was only allowed to teach the construction of conventional aircraft and his communication with aircraft
builders in other countries was disrupted by the censorship and opening of his mail.

In 1950 German researchers attempted to build flying wings, but without the experience and background
of Dr. Horten, they were so unsuccessful that many believed that the flying wing could not be built.

Throughout his life Dr. Horten was plagued with what he called the „studied narrow mindedness" of his
colleagues. For example, in 1943 a famous aerodynamics scientist declared, "Sweptback wing designs run
the risk of falling over one wing with loss of control over the plane" even though Horten's airplanes had no
such problem.

More information is contained in the book: "Nurflügel, die Geschichte der Horten-Nurflügel 1933-1960"
by Reimar Horten and Peter F. Sellinger, Weishaupt-Verlag Graz ISBN 3-900310-09-2.  Additionally
you can find information and pictures in the Internet: http://www.nurflugel.com.
 

History of the PUL 10

In 1987, we met Prof. Dr. Reimar Horten in Argentina. In the following years we built a number of radio
controlled models according to his construction plans. The models flew so successfully that we built a
single seat prototype. In the winter of 1989-1990, Siegfried Panek, one of the main builders of the PUL
10, worked with Dr. Horten on construction detail plans. In January 1990 we began construction of the
PUL 9 (Panek Ultra-Light 9 meter wing span) in a little village near Frankfurt. In April we took it to Italy
where Nike Aeronautica helped us to finish building it, and it made its first flight on June 22  1990.

The PUL 9 was thoroughly tested under many different flight conditions. We were highly impressed by its
easy handling and stability in the air. In 1991 we decided to build a two seater. In the winter of
1991-1992, Siegfried Panek and Reimar Horten built a wooden model which was called the PUL 10. In
February 1992, we started to build the molds out of 3-dimensional fiberglass. We used this material for the
body of this plane too. Even though the first PUL 10 turned out to be much heavier than we expected, it
demonstrated very good flying characteristics in it‘s September 1992 test flight.  Satisfied with its
aerodynamics, we began construction of the second PUL 10. This second plane took more time to build
because we reworked some of the molds for later mass production. We began testing it in Italy in summer
1994 and in spring 1995 we registered it in France and continued testing  at Sarrebourg airfield.

In 1995 we replaced the 2-stroke Rotax 582 with a 4-stroke Rotax 912.

In June 1995, during a flight test over France, stalls were performed with a C.G. too far aft. In one of
these stalls, the airplane went into a spin which forced the pilot to use the built-in parachute. The landing
damaged the airframe beyond repair.

But by now we had gained enough knowledge to begin construction of the third PUL 10 in  fall 1995. This
PUL 10 differs from its predecessors only in equipment and engine mounts. The shape of the plane was
not changed.

We finished it in  fall 1996 and  received an experimental registration in Germany.

You can find current pictures of the engine mount in the Internet:
http://www.cso.net/kurri/flug/pul10.htm

 The initial take-off with german registration took place on the Breitscheid airfield on May 14th 1997.
Flight tests have been without major problems ever since. One minor problem was the retractable gear
which didn`t always extend properly. Once it was even necessary to land with the gear retracted. Apart
from slight scratches underneath and a leaking radiator there weren`t any damages worth mentioning.

Because of permanent flaws in the exaust manifold and problems with the engine cooling, we were forced
to fly mainly in the local area. However, the PUL 10 was able to be flown about 50 hours. Because of
persistent engine problems we decided to change the engine. In the winter 97/98 a 90 hp BMW
motorcycle engine was installed.
 

Feedback

The interest in the new plane is constantly growing. Almost daily we receive letters and phone calls. Some
interested people said they had worked on flying wing development under Reimar Horten. They were
enthusiastic about the flying wings characteristics and wondered why the development had not been
continued over the past 45 years.

The rumour about the rebirth of the flying wing has spread like wildfire. Accounts of it have been published
on almost every continent.

Also the german media show more and more interest in this extraordinary project. Since its initial flight in
May 97, 6 German TV-companies have reported on the PUL 10.

A summary of the most important European press-publications and a video-tape of all TV-reports can be
ordered (price of this "info-package" on request).

Many inquiries came from America and Australia. In these countries private aviation is of great importance.
In Australia the enormous distances between cities and small settlements would make life difficult if it were
not for small private aircraft.

Some flying wing enthusiasts have visited us to see the PUL 10 in action. Some clubs such as TWITT
("The Wing Is The Thing") have contacted us too.

Many of the people we talked to were dissatisfied with the lack of progress in conventional airplane
design. Some are willing to wait until the flying wing becomes available before buying a plane.

One prestigious organisation, the Oskar-Ursinus-Association, awarded the constructors of the PUL 10 the
first prize for the most progressive design in 1994 and 1997.
 
 

Other possible projects for the future

With the right investment and demand, the sky is the limit. In 1992 Dr. Horten designed a four seater flying
wing with a 12 meter wing span. Normal registration of such an aircraft for mass production would be too
expensive for all but the largest companies. However, for the American market, a four seater kit is
possible.

Dr. Horten left us with the knowledge to build even bigger flying wings. He thought of a giant flying wing
capable of carrying approximately 1000 passengers, and having a weight of 1000 tons, that would fly 30
meters / 100 ft over the water in ground effect at a speed of 600 km/h / 330 knots, connecting the
continents at a fraction of the previous cost. Take off and landing would take place on the water. This
would be a definite advantage over  today's airliners with their pressurized cabins and air pollution.

Due to latest reports US plane manufacturer McDonell Douglas and NASA have taken up Prof. Hortens
idea. A flying wing for 800 passengers is planned to go on its maiden flight in 2010. The designers expect
fuel consumption to be reduced by one third.

The past seems to catch up  -  why hesitate any longer?
 
 
 

Horten PUL 10

Contact:

     Dr. Barney Vincelette,
     P.O. Box 141
     Houston, DE 19954