{"id":8376,"date":"2023-09-29T08:35:08","date_gmt":"2023-09-29T06:35:08","guid":{"rendered":"https:\/\/aviatie-mircea-cantacuzino.ro\/?page_id=8376"},"modified":"2023-09-29T08:39:22","modified_gmt":"2023-09-29T06:39:22","slug":"radu-manicatide","status":"publish","type":"page","link":"https:\/\/aviation.inovace.in\/en\/radu-manicatide\/","title":{"rendered":"Radu Manicatide"},"content":{"rendered":"
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Born: 17th April 1912<\/p>

Died: 18th March 2004<\/p>

Place of birth: Iasi<\/p>

Romanian aviation after the war<\/p>

After the Second World War, during the years 1947-1948, the number of military pilots trained in Romania was continuously increasing, while the training planes used for that purpose were fewer and fewer. On February 1, 1949, the military aviation still possessed only 22 IAR-27 and 29 Fleet planes for elementary training, and for the second phase 55 Nardi planes, insufficient and used. In that situation, the Ministry of National Defense, through the Directorate of Aeronautics Endowment, began to take an interest in the planes that were produced abroad and especially in Czechoslovakia. In the end, the military aviators, led by General av. Mihai Romanescu-Leul, they came to the conclusion that only by building school airplanes in the country could the problem be properly solved. For this, contact was made with IMS-Bra\u015fov, the former IAR, which by virtue of the past, accepted with great difficulty to build a number of airplanes for the school in series. The former aircraft factory had in mind the difficulties they would encounter in organizing an aircraft manufacturing section, because they no longer had specialists and technical offices specific to this industry, it being reprofiled to the tractor industry. However, exceptionally, they undertook to study and execute during 1949 the prototype school plane, phase I, in three copies, without guaranteeing that they would ensure the performances required by the specifications.<\/p>

The military aviation wanted a low-wing, wooden, winged, bilocked, side-by-side, mixed-construction, monoplane, welded-and-studded-steel-tube fuselage, with a fully enclosed cabin with hinged doors in flight. They insisted on the fixed landing gear, monojamb, which, due to the large number of runs it was going to do, had to be robust and with oleopneumatic shock absorbers.<\/span><\/p>

The plane IAR-813<\/p>

The IAR-813 plane was designed by engineer Radu Manicatide and was built according to the plans drawn up by the \"Sovromtractor\" Factories Study Bureau led by engineers I. Deb\u0103u and V. Doichi\u0163a.<\/p>

On August 16, 1948, M.Ap.N. ordered the two identical prototype IAR-813 airplanes in Brasov and a series of only 25 pieces, because the civil aviation had in the meantime contracted the airplanes it needed in Czechoslovakia.<\/p>

The first runway tour of the prototype IAR-813 airplane was performed on March 16, 1950, being piloted by Ioan Milu, an ace of our military aviation with over 35 aerial victories, followed by others. On June 23, 1950, test flights began plt. Maj. Vasile Stana. This, on the second flight performed on June 29, 1950, with foreman M. Unchi on board from the factory, left the work area, flying at low altitude above the hills. 2 kilometers from the town of Poiana M\u0103rului and 25 from Bra\u015fov, entering a descent, it hit the tops of the trees, after which it was projected into a clearing, damaging the plane, but without much damage. Until then, the prototype plane had executed 80 percent of the flight test program and 304 landings out of the 500 required. The plane was repaired in a short time, after which it resumed its flights, piloted by the same Ioan Milu, until November 25, when they were finished.<\/p>

The official homologation established that the IAR-813 plane was an ideal one for the school, intended for phase I instruction, and in terms of piloting finesse it more than fulfilled the qualities required even of a phase II plane, being able to be used for flight instruction without visibility.<\/p>

As seen, the first 50 planes were intended for military piloting schools where, until 1955, they had completed more than 10,000 flight hours without major operational problems. In the years 1954-1955, another 30 pieces were manufactured for sports aviation. They were received in flight by lt. Av. Octavian Bacanu. Then, they also received 35 IAR-813 airplanes used by the military aviation which, through the respective transfer, wanted to support the material effort of the latter which offered them ready-trained and certified pilots, candidates for the military piloting schools. It can be appreciated that a large number of military and sports pilots were trained on that type of plane. Or, apart from the school flights, the plane enjoyed numerous appearances at air rallies, both in the country and abroad (Kiev, Moscow, Budapest) as well as several national records. That was the height record for the \"Men\" category set by Constantin Onciu with 6291 m, or the 6461 m, achieved by Elena Bulgaru for the \"Women\" category. Then the two national speed records on a closed circuit of 500 and 1000 km of 197.954 and 197.595 km\/h, respectively, achieved in a single day by the pilot B\u0103nic\u0103 Enciulescu. Also, the three international speed records on a recognized route, approved by the International Aeronautical Federation, obtained by a formation of three IAR-813 planes, piloted by Ctin Onciu, Ctin Manolache and Simion O\u0163oiu on the route Bucharest-Kiev-Moscow-Kiev- Bucharest.<\/p>

In 1961, 24 IAR-813 aircraft were given to the Ministry of Health, which, after reviewing them in Bra\u015fov, were put into operation. On that occasion, some of them had a hatch in the cabin floor for launching parachutes with bags carrying vials of blood, which were launched to hospitals located in regions without nearby airfields.<\/p>

The IAR-813 was indeed a very successful aircraft, used in a wide range of missions, all performed in complete safety, from school and higher training flights to medical and glider towing. Continuing his series of successes, in 1955 Eng. Manicatide created a new form of fuselage construction, which apart from the two side doors and a hatch provided at the back, considered an invention and which continued in the IAR-818 type, built in large series. It was used as an agricultural, sanitary, light transport aircraft and equipped with floats as a seaplane. (IAR_818H).<\/p>

Making other planes<\/p>

Following this, this tireless constructor, until 1970, made a series of other airplanes, such as: IAR-817(1955), MR-2 (1956), IAR-818 (1960), IAR-818 H, IAR -821 (1967), IAR-821 B, IAR-822 (1970), IAR-823 and other prototypes.<\/p>

Eng. Radu Manicatide was born in Iasi, on April 17, 1912, where he practiced aeromodelling during high school.<\/p>

Gifted with a lot of intelligence, he attended the courses of the famous \"Ecole Aeronautique et construction Automobile\" Paris (1930-1834), where he was head of promotion, becoming an aircraft construction engineer.<\/p>

During the holidays, back in the country, he proposed to continue the construction of flying models. He had his first success in 1926, when he won the national competition organized by the Romanian Aeronautical Federation with an airplane model executed on a larger scale, still proposing to learn to fly airplanes. Convinced that it will be necessary in his future activity, in 1933 he enrolled in the \"Mircea Cantacuzino\" piloting school, where he had among his colleagues Irina Burnaia, B\u00e2zu Cantacuzino, Vasile Ciobanu and others. After the patent, he wanted to continue his flight training but it seems that he was determined from then on to continue dealing with aeronautical constructions. As proof, in a short time he completed the construction of the first phase glider, type \"RM-1\". According to what it seems, he put a motorcycle engine on it, doing flight tests on the Otopeni field, being appreciated as the first motor glider built in Romania. In 1932, the young man studying in Paris presented to the public the light airplane type \"RM-4\", which had an empty weight of 175 kg, and the engine was only 12 HP. Designed as a light tourist plane, it had a maximum speed of 80 km\/h and a minimum speed of 50 km\/h. It was followed by the \"RM-5\" model, a completely wooden construction made in 1935, whose total weight did not exceed 200 kg. For this reason it could be equipped with an engine of only 30 HP. Faithful to light constructions with low power engines, he also then presented the \"RM-7\" type whose engine had only 20 HP and was intended for touring pilots. Linked to his passion for \"light aviation\", the later ULMs, in 1942 he made in the workshops of the IAR factory, the \"RM-9\" sports and tourism plane, whose engine had only 32 hp, a single-seat plane that it had a great flight autonomy of 8 hours, during which time it could cover 1000 km.<\/p>

The experimental glider \"RM-10\", an original construction, gave good results in the flights made on the S\u00e2npetru slope, immediately after the war.<\/p>

The \"RM-11\" plane, \"Ra\u0163\u0103\" type, as written by the authors of the monumental work \"Romanian Aeronautical Constructions, 1905-1970\", had a horizontal wing in front of the pilot, and a 60 HP \"Train\" type engine in the back, the propeller being propulsive . The rectangular wings had a drift plane at the ends, with a rudder.\"<\/p>

In 1953, this tireless seeker made the experimental type \"RM-12\", equipped with a 20 HP engine with only 2 cylinders driving a propulsive propeller and which had no ailerons. As it was written in the work mentioned above, \"...piloting the plane was done with the help of the depth controls and by operating the direction planes...\"<\/p>

And all this apart from the achievements above.<\/p>

Article by Vasile Tudor.<\/p>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<\/div>","protected":false},"excerpt":{"rendered":"

N\u0103scut: 17 aprilie 1912 Decedat: 18 martie 2004 Locul na\u0219terii: Ia\u0219i Avia\u021bia rom\u00e2n\u0103 dup\u0103 r\u0103zboi Dup\u0103 cel de-al doilea r\u0103zboi mondial, \u00een perioada anilor 1947-1948, num\u0103rul pilo\u0163ilor militari forma\u0163i \u00een Rom\u00e2nia a fost \u00een continu\u0103 cre\u015ftere, \u00een timp ce avioanele de \u015fcoal\u0103 folosite \u00een acel scop erau tot mai pu\u0163ine. La 1 februarie 1949, avia\u0163ia militar\u0103 mai poseda pentru instruc\u0163ia elementar\u0103 numai 22 de avioane IAR-27 \u015fi 29 avioane Fleet, iar pentru faza a doua 55 avioane Nardi, insuficiente \u015fi uzate. \u00cen acea situa\u0163ie, Ministerul Ap\u0103r\u0103rii Na\u0163ionale, prin Direc\u0163ia \u00cenzestr\u0103rii Aeronauticii, a \u00eenceput s\u0103 se intereseze de avioanele ce se produceau \u00een str\u0103in\u0103tate \u015fi mai ales \u00een Cehoslovacia. P\u00e2n\u0103 la urm\u0103, aviatorii militari, \u00een frunte cu generalul av. Mihai Romanescu-Leul, au ajuns la concluzia c\u0103 numai prin construirea avioanelor de \u015fcoal\u0103 \u00een \u0163ar\u0103 se putea rezolva corespunz\u0103tor problema. Pentru aceasta s-a luat leg\u0103tura cu IMS-Bra\u015fov, fosta IAR, care \u00een virtutea trecutului, a acceptat cu mult\u0103 greutate s\u0103 construiasc\u0103 \u00een serie un num\u0103r de avioane pentru \u015fcoal\u0103. Fosta uzin\u0103 de avioane avea \u00een vedere greut\u0103\u0163ile ce urma s\u0103 le \u00eent\u00e2mpine \u00een organizarea unei sec\u0163ii de fabricat avioane, deoarece nu mai aveau speciali\u015fti \u015fi birouri tehnice specifice acestei industrii, ea fiind reprofilat\u0103 pe industria de tractoare. Totu\u015fi, \u00een mod excep\u0163ional, ei s-au angajat s\u0103 studieze \u015fi s\u0103 execute \u00een cursul anului 1949 avionul prototip de \u015fcoal\u0103, faza I, \u00een trei exemplare, f\u0103r\u0103 s\u0103 garanteze c\u0103 vor asigura performan\u0163ele impuse prin caietul de sarcini. Avia\u0163ia militar\u0103 dorea un aparat de construc\u0163ie mixt\u0103, monoplan, cu aripa joas\u0103, din lemn \u015fi prev\u0103zut cu vole\u0163i de curbur\u0103, biloc, cot a cot, cu fuselajul din \u0163evi de o\u0163el sudat \u015fi \u00eemp\u00e2nzit, cu cabina complet \u00eenchis\u0103 ale c\u0103rei u\u015fi s\u0103 fie largabile \u00een zbor. Insistau asupra trenului de aterizare fix, monojamb, care, datorit\u0103 num\u0103rului mare de rul\u0103ri ce urma s\u0103 fac\u0103, trebuia s\u0103 fie robust \u015fi cu amortizoare oleopneumatice. Avionul IAR-813 Avionul IAR-813 a fost conceput de ing. Radu Manicatide \u015fi s-a construit dup\u0103 planurile \u00eentocmite de Biroul Studii al Uzinelor \u201eSovromtractor\u201d condus de inginerii I. Deb\u0103u \u015fi V. Doichi\u0163a. \u00cen 16 august 1948, M.Ap.N. a comandat la Bra\u015fov cele dou\u0103 avioane IAR-813 prototip identice \u015fi o serie de numai 25 buc\u0103\u0163i, deoarece avia\u0163ia civil\u0103 contractase \u00eentre timp avioanele de care avusese nevoie \u00een Cehoslovacia. Primul tur de pist\u0103 al avionului IAR-813, prototip, s-a executat \u00een 16 martie 1950, fiind pilotat de Ioan Milu, un as al avia\u0163iei noastre militare cu peste 35 de victorii aeriene, urmat de al\u0163ii. La 23 iunie 1950, a \u00eenceput zborurile de \u00eencerc\u0103ri plt. maj. Vasile Stana. Acesta, la cel de-al doilea zbor executat \u00een 29 iunie 1950, av\u00e2nd la bord pe maistrul M. Unchi din partea fabricii, a p\u0103r\u0103sit zona de lucru, zbur\u00e2nd la \u00een\u0103l\u0163ime mic\u0103 deasupra dealurilor. La 2 kilometri de localitatea Poiana M\u0103rului \u015fi 25 de Bra\u015fov, intr\u00e2nd \u00eentr-o descenden\u0163\u0103 s-a izbit de v\u00e2rfurile copacilor, dup\u0103 care a fost proiectat \u00eentr-o poieni\u0163\u0103, avariind avionul, \u00eens\u0103 f\u0103r\u0103 prea mari stric\u0103ciuni. P\u00e2n\u0103 atunci avionul prototip executase 80 la sut\u0103 din programul de \u00eencerc\u0103ri \u00een zbor \u015fi 304 ateriz\u0103ri din cele 500 impuse. Avionul a fost reparat \u00een scurt timp, dup\u0103 care \u015fi-a reluat zborurile, pilotat de acela\u015fi Ioan Milu, p\u00e2n\u0103 la data de 25 noiembrie, c\u00e2nd au fost terminate. Omologarea oficial\u0103 a stabilit c\u0103 avionul IAR-813 era unul ideal pentru \u015fcoal\u0103, destinat instruc\u0163iei de faza I, iar ca fine\u0163e de pilotaj \u00eendeplinea cu prisosin\u0163\u0103 calit\u0103\u0163ile cerute chiar \u015fi unui avion de faza a II-a, put\u00e2nd fi utilizat \u015fi pentru instruc\u0163ia zborului f\u0103r\u0103 vizibilitate. Cum s-a v\u0103zut, primele 50 de avioane au fost destinate \u015fcolilor militare de pilotaj unde, p\u00e2n\u0103 \u00een anul1955, executaser\u0103 mai mult de 10 000 ore de zbor f\u0103r\u0103 probleme majore \u00een exploatare. \u00cen anii 1954-1955 s-au fabricat \u00eenc\u0103 30 de buc\u0103\u0163i pentru avia\u0163ia sportiv\u0103. Ele au fost recep\u0163ionate \u00een zbor de lt. av. Octavian B\u0103canu. Apoi, tot ace\u015ftia au mai primit 35 de avioane IAR-813 folosite de avia\u0163ia militar\u0103 care, prin cedarea respectiv\u0103 a dorit s\u0103 sprijine efortul material al acesteia care le oferea pilo\u0163i gata forma\u0163i \u015fi breveta\u0163i, candida\u0163i la \u015fcolile militare de pilotaj. Se poate aprecia c\u0103 un num\u0103r mare de pilo\u0163i militari \u015fi sportivi s-au format pe acel tip de avion. Ori, \u00een afara zborurilor de \u015fcoal\u0103, avionul s-a bucurat de numeroase prezen\u0163e la mitinguri aeriene, at\u00e2t \u00een \u0163ar\u0103 c\u00e2t \u015fi str\u0103in\u0103tate (Kiev, Moscova, Budapesta) precum \u015fi c\u00e2teva recorduri na\u0163ionale. A\u015fa a fost recordul de \u00een\u0103l\u0163ime pentru categoria \u201eB\u0103rba\u0163i\u201d stabilit de Constantin Onciu cu 6291 m, sau cel de 6461 m, realizat de Elena Bulgaru pentru categoria \u201eFemei\u201d. Apoi cele dou\u0103 recorduri na\u0163ionale de vitez\u0103 pe circuit \u00eenchis de 500 \u015fi 1000 km de 197,954 \u015fi, respectiv 197,595 km\/or\u0103, realizate \u00eentr-o singur\u0103 zi de pilotul B\u0103nic\u0103 Enciulescu. De asemenea, cele trei recorduri interna\u0163ionale de vitez\u0103 pe traseu recunoscut, omologate de Federa\u0163ia Aeronautic\u0103 Interna\u0163ional\u0103, ob\u0163inute de o forma\u0163ie de trei avioane IAR-813, pilotate de Ctin Onciu, Ctin Manolache \u015fi Simion O\u0163oiu pe ruta Bucure\u015fti-Kiev-Moscova-Kiev-Bucure\u015fti. Prin 1961, 24 de avioane IAR-813 au fost cedate Ministerului S\u0103n\u0103t\u0103\u0163ii care, dup\u0103 ce le-a revizuit la Bra\u015fov, au fost date \u00een exploatare. Cu acea ocazie, la unele dintre ele s-a amenajat o trap\u0103 \u00een podeaua cabinei pentru lansarea para\u015futelor cu sacii purt\u0103tori de flacoane cu s\u00e2nge, ce se lansau spitalelor situate \u00een regiuni f\u0103r\u0103 aerodromuri \u00een apropiere. IAR-813 a fost, \u00eentr-adev\u0103r, un avion foarte reu\u015fit, folosit \u00eentr-o gam\u0103 larg\u0103 de misiuni, toate prestate cu o siguran\u0163\u0103 deplin\u0103, \u00eencep\u00e2nd cu zborurile de \u015fcoal\u0103 \u015fi de instruc\u0163ie superioar\u0103 p\u00e2n\u0103 la cele sanitare \u015fi remorcaj de planoare. Continu\u00e2nd seria succeselor sale, ing. Manicatide a realizat \u00een 1955 o nou\u0103 form\u0103 de construc\u0163ie a fuselajului, care \u00een afara celor dou\u0103 u\u015fi laterale \u015fi o trap\u0103 prev\u0103zut\u0103 \u00een spate, considerat\u0103 inven\u0163ie \u015fi care a continuat \u015fi la tipul IAR-818, construit \u00een mare serie. A fost folosit ca avion agricol, sanitar, de transport u\u015for \u015fi echipat cu flotoare ca hidroavion.(IAR_818H). Realizarea altor avioane \u00cen continuare, acest neobosit constructor, a realizat p\u00e2n\u0103 \u00een 1970 o serie de alte avioane, a\u015fa cum au fost: IAR-817(1955), MR-2 (1956), IAR-818 (1960),<\/p>","protected":false},"author":5,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_themeisle_gutenberg_block_has_review":false,"footnotes":""},"class_list":["post-8376","page","type-page","status-publish","hentry"],"_links":{"self":[{"href":"https:\/\/aviation.inovace.in\/en\/wp-json\/wp\/v2\/pages\/8376","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aviation.inovace.in\/en\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/aviation.inovace.in\/en\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/aviation.inovace.in\/en\/wp-json\/wp\/v2\/users\/5"}],"replies":[{"embeddable":true,"href":"https:\/\/aviation.inovace.in\/en\/wp-json\/wp\/v2\/comments?post=8376"}],"version-history":[{"count":0,"href":"https:\/\/aviation.inovace.in\/en\/wp-json\/wp\/v2\/pages\/8376\/revisions"}],"wp:attachment":[{"href":"https:\/\/aviation.inovace.in\/en\/wp-json\/wp\/v2\/media?parent=8376"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}