The Aeronca 7 Champion

Country of origin  

United States of America

Powerplants

7AC - One 50kW (65hp) Continental A65-8 flat four piston engine driving a two blade fixed pitch propeller.

Performance

7AC - Max speed 161km/h (87kt), cruising speed 128km/h (70kt). Service ceiling 12,400ft. Range 740km (400nm).

Weights

7AC - Empty 325kg (740lb), max takeoff 533kg (1220lb).

Dimensions

7AC - Wing span 10.73m (35ft 2in), length 6.65m (21ft 6in), height 2.13m (7ft 0in). Wing area 15.8m2 (170sq ft).

Capacity  

7 - Pilot and single passenger in tandem.

Production

Approx 10,000 Aeronca Champions (including L-16s and 7200 7ACs) built between 1946 and 1951.

Type  

Two seat light aircraft

History

The Aeronca Champion was a highly popular light aircraft in the USA in the intermediate postwar period, with over 10,000 built.

The Champion was based on the prewar Model K Scout, with which it shares an overall similar configuration, but with tandem instead of side by side seating and a reduced span but increased chord flapless wing.

The first production version of the Champion was the 7AC, with succeeding versions similar except for the powerplant fitted. These versions were the 7BC with a 63kW (85hp) Continental C85-12 or O-190-1 (and built in large numbers for the US Army as the L-16 liaison platform); the 7CC with a Continental C-90-12F; and the 7DC with a Continental C85.

Aeronca sold the production rights of the Champion to the Champion Aircraft Corporation in 1951. Champion Aircraft dropped production of its namesake that year and instead developed the 7EC Traveler with a 67kW (90hp) Continental C90 (which first flew in 1955), 7FC tricycle undercarriage Tri-Traveler and the 110kW (150hp) Lycoming O-320 powered Model 7GCB Challenger, with increased span wing with flaps. The Challenger formed the basis for the Citabria and subsequent Decathlon and Scout, which are described separately under American Champion.

In September 1970 Bellanca acquired the assets of the Champion Aircraft Company and elected to return the Champion to production as the 7ACA Champ. Based on the 7AC, changes included a 45kW (60hp) Franklin 2A-120-B engine in place of the by then out of production Continental, cantilever spring steel main landing gear and modernised interior. Small numbers were built in the early 1970s.

Source: http://www.airliners.net/aircraft-data/

The Aeronca 11 Chief

Country of origin

United States of America

Powerplants

One 48kW (65hp) Continental A-65-8F (11AC), or 63kW (85hp) Continental C-85-8F (11BC/CC), or 67kW (90hp) Continental C-90 (HUL-26).

Performance

Max speed 169km/h (91kt) for the 11AC, 177km/h (96kt) for the 11BC/CC, cruising speed 153km/h (83kt) for the 11AC, 161km/h (87kt) for the 11BC. Service ceiling 10,800ft for the 11AC, 14,500ft for the 11CC. Max initial rate of climb 152m (500ft)/min for the 11AC, 198m (650ft)/min for the 11CC. Range 531km (287nm) for the 11AC, 595km (322nm) for the 11CC.

Weights  

Empty 329-340kg (725-750lb) for the 11AC, 372kg (820lb) for the 11CC. Max loaded 567-612kg (1250-1350lb) for the 11AC, 612kg (1350lb) for the 11CC.

Dimensions

Wing span 11.00m (36ft 1in), length 6.35m (20ft 10in), height 2.08m (6ft 10in). Wing area 16.3m2 (175.5sq ft).

Capacity

Accommodation for pilot and passenger side by side.

Production  

2325 Chiefs built between 1946 and 1951 (including 1867 11AC, 181 11BC, and 277 11CC) plus 154 Pushpaks built between 1958 and 1968.

Type  

Two seat light aircraft

History

The Aeronca 11 Chief, designed by Ray Hermes, was developed at the same time as the tandem seat Model 7 Champion, but it featured a wider cabin for side by side seating. The first flight was made in 1945, but the type was only shown publicly for the first time at the National Air Show in Cleveland in November 1946.
The Chief has a welded steel tube fuselage with fabric covering. A door on each side gives entry to the side by side cabin, and a baggage compartment is located behind the seats. Streamlined wheelpants were available as an option. Except for the fuselage, 80% of the parts are interchangeable with the Model 7 Champion.

The first version of the Chief was the 11AC, powered by a 48kW (65hp) Continental A-65-8F engine, and the Type Certificate was issued September 28 1945. A floatplane version on Edo Floats was certificated on July 22 1947 as the S11AC. The Chief was available in a "Standard" version, or as a fully-equipped "Deluxe" version. In 1947 a "Scout" version was added, which was a bare pilot trainer.
The 11BC had a more powerful 63kW (85hp) Continental C-85-8F engine and a large dorsal fin, and was also available as the float-equipped S11BC. These models were certificated respectively in August 1947 and September 1948.

The third version was the 11CC Super Chief with the same Continental C-85 engine, but with a little more room, improved styling, luxury equipment now included as standard, and some other improvements. The 11CC was certificated in May 1948, and its float-equipped equivalent, the S11CC, in October 1948.
In 1951 Aeronca stopped production of light aircraft, as the market for light aircraft was not profitable anymore and as they had large orders for Korean War equipment to fulfill.

E.J.Trytek acquired the rights for the Model 11, but did not build the Chief themselves. The 11CC was however licence-built in India as the Hindustan HUL-26 Pushpak with a 67kW (90hp) Continental C-90 engine. The first flight was made on September 28 1958, and the type was produced until 1968. A total of 154 were received by Indian flying clubs.

Eventually, Bellanca bought the Model 11 type certificate, and they used the model for developing a new trainer. They rebuilt a standard 11AC to the new model, but after a lengthy test period did not proceed further with the design.

Source: http://www.airliners.net/aircraft-data/

The Aero Boero AB-95/115/150/180

Country of origin

Argentina

Powerplants

AB-95 Standard - One 70kW (95hp) Continental C90-8F flat four driving a two blade fixed pitch prop.
AB-115 Trainer - One 85kW (115hp) Textron Lycoming O-235-C2A.

AB-180RVR - One 135kW (180hp) Textron Lycoming O-360-A1A driving a two blade fixed pitch Sensenich or constant speed Hartzell prop.

Performance

AB-95 - Max speed 204km/h (110kt), cruising speed 170km/h (92kt), long range cruising speed 159km/h (86kt). Range at long range cruising speed 959km (518nm).

AB-115 Trainer - Max cruising speed 169km/h (91kt). Initial rate of climb 669ft/min. Range with max fuel 1230km (664nm).

AB-180RVR - Max speed 225km/h (122kt), max cruising speed 201km/h (108kt). Initial rate of climb 1025ft/min. Range with max fuel 1180km (636nm).

Weights  

AB-95 - Empty 400kg (882lb), loaded 700kg (1543lb).

AB-115 Trainer - Empty 556kg (1226lb), max takeoff 802kg (1768lb).

AB-180RVR - Empty 602kg (1327lb), max takeoff 890kg (1962lb).

Dimensions

AB-95 - Wing span 10.42m (34ft 2in), length 6.91m (22ft 8in), height 2.19m (7ft 2in).

AB-115 Trainer & AB-180RVR - Wing span 10.78m (35ft 5in), length 7.08m (23ft 3in), height 2.05m (6ft 9in). Wing area 17.4m2 (187.4sq ft).

Capacity

Accommodation for one pilot and two passengers, or three/four passengers in initial AB-180 model. Ag aircraft fitted with ventral tank pod (for approx 270 litres/60Imp gal) and spray bars.

Production

Approx 600 of all variants have been built, including over 300 out of a Brazilian Government order for 450 AB-115s for use by aero clubs.

Type  

Family of three and four seat light aircraft

History

Development from the basic AB-95 (which first flew in 1959) has spawned one of the largest families of GA types yet developed in South America.

Versions of the AB-95 include the AB-95 Standard, the AB-95 De Lujo with a 75kW (100hp) Continental O-200A engine, the AB-95A Fumigador ag aircraft with the O-200A engine and fitted for crop dusting or spraying, the AB-115BS air ambulance fitted with a stretcher, the more powerful AB-95B, and the AB-95-115 with a more streamlined engine cowling housing a 85kW (115hp) O-235 engine, and main wheel fairings.

From the AB-95-115 Aero Boero developed the AB-115BS with increased wing span, greater fin sweepback and longer range, and the AB-115 Trainer. Brazil ordered 450 Trainers in the late 1980s for its aero clubs.

The AB-180 first flew in the late 1960s and was offered in three and four seat versions with differing wingspans and a more powerful powerplant than those featured on the earlier AB-95 and AB-115. Developments included the AB-180RV with greater range, reprofiled fuselage and sweptback fin; the glider tug AB-180RVR; the high altitude AB-180 Condor with optional engine turbocharger; AB-180AG agricultural aircraft and the two seat AB-180PSA preselection aircraft for student pilot flight grading. An experimental biplane AB-180SP was also developed. The AB-150RV and AB-150AG have less powerful powerplants than corresponding AB-180 models.

Source: http://www.airliners.net/aircraft-data

The Aermacchi F-260

Country of origin  

Italy

Powerplants

SF-260A & C - One 195kW (260hp) Lycoming O-540-E4A5 flat six piston engine driving a two blade constant speed prop.

Performance

SF-260A - Max cruising speed 345km/h (186kt). Initial rate of climb 1770ft/min. Service ceiling 21,370ft. Range with max fuel 2050km (1107nm).

SF-260C - Max speed 347km/h (187kt), max cruising speed 330km/h (178kt). Initial rate of climb 1790ft/min. Service ceiling 19,000ft. Max range 1490km (805nm).

Weights  

SF-260A - Empty 700kg (1543lb), max takeoff (aerobatic) 1000kg (2205lb), max takeoff (utility) 1102kg (2430lb).

Dimensions

SF-260A - Wing span over tip tanks 8.40m (27ft 7in), length 7.02m (23ft 0in), height 2.60m (8ft 6in). Wing area 10.1m2 (108.5sq ft).

SF-260C - Wing span 8.35m (27ft 5in), length 7.10m (23ft 4in), height 2.41m (7ft 11in). Wing area 10.1m2 (108.7sq ft).

Capacity  

Typical seating for two side by side, plus rear seat capable of seating one adult or two small children.

Production

Over 860 SF-260s have been built (750 by SIAI-Marchetti) of which approximately 170 built for civil customers.

Type  

Two seat trainer and high performance light aircraft

History

The nimble SIAI-Marchetti SF-260 has sold in modest numbers to civil operators worldwide but is one of the most successful postwar two seat piston military trainers.

The SF-260 was designed by famed Italian aircraft designer Stelio Frati (who was responsible for a number of renowned light aircraft designs) in the early 1960s. It was originally flown in 185kW (250hp) Lycoming O-540 powered form by the Aviamilano company as the F-250. However until its takeover by Aermacchi in 1997 SIAI-Marchetti undertook all production (initially under licence, before later assuming full responsibility for the program) of the aircraft as the 195kW (260hp) O-540 powered SF-260. The second aircraft to fly was the first built by SIAI-Marchetti and the first powered by the more powerful version of the O-540. This second prototype first flew in 1966.

The initial civil production models were the SF-260 and SF-260A, and a number were sold in the USA as the Waco Meteor. In 1974 production switched to the SF-260B with improvements first developed for the military SF-260M, including a stronger undercarriage, a redesigned wing leading edge and a taller fin. The B was soon followed by the further improved SF-260C, with increased span wing.

While the SF-260 has been further developed into E and F forms these have been sold to military operators only. The 260kW (350shp) Allison (now Rolls-Royce) 250-B17D turboprop powered SF-260TP meanwhile has been built since the early 1980s, but it too has been sold only to military customers. Nevertheless Italian civil certification was awarded in October 1993, opening the door for possible civil sales.

In civil use the SF-260 is now regarded as something of a classic thoroughbred. Its clean aerodynamic lines, retractable undercarriage and relatively powerful engine guarantee spirited performance.
In 1997 Aermacchi took over SIAI-Marchetti and continues to market the aircraft as the F-260, with low rate production continuing against military orders.

Source: http://www.airliners.net/aircraft-data/

The AEA Explorer

Country of origin

Australia


Type  

Multirole utility transport


Powerplants

350R - One 260kW (350hp) Teledyne Continental TSIO-550-E3B turbocharged and fuel injected flat-six piston engine driving a three-blade Hartzell propeller.

500T - One 447kW (600shp) Pratt & Whitney Canada PT6A-135B turboprop driving a four-blade propeller

Performance

350R - Max cruising speed 278km/h (150kt). Initial rate of climb 750ft/min. Takeoff run 366m (1200ft). Service ceiling 25,000ft. Max range with reserves 1852km (1000nm). Endurance over 3hr.

500T - Cruising speed 333km/h (180kt). Initial rate of climb 1000ft/min. Takeoff run 366m (1200ft). Service ceiling 25,000ft. Max range with reserves 1759km (950nm).

Weights

350R - Empty 1360kg (3000lb), max takeoff 2177kg (4800lb).

500T - Empty 1723kg (3800lb), max takeoff 2812kg (6200lb)

Dimensions

350R - Wing span 14.43m (47ft 4in), length 9.68m (31ft 9in), height 4.72m (15ft 6in). Wing area 18.36m2 (197.6sq ft).

500T - Wing span 14.43m (47ft 4in), length 10.13m (33ft 3in), height 4.72m (15ft 6in). Wing area 18.36m2 (197.6sq ft).

Capacity

350R - Seating for nine (including pilot) in a passenger configuration. Cargo volume 7.08m3 (250cu ft).

500T - Seating for eleven (including pilot) in a passenger configuration. Cargo volume 7.08m3 (250cu ft).

Production

One 350R, later converted to 500T (by Feb.2002)

History

The AEA Explorer 350R is a nine-place Australian utility aircraft developed by Aeronautical Engineers Australia Research Pty Ltd (AEA). It is designed to fill a market gap between the Cessna 206 Stationair and the much larger Cessna 208 Caravan utility singles.

AEA's managing director Graham Swannell first began looking at a new utility aircraft in the late 1980s, and initially considered developing a stretched and more powerful Cessna 206 conversion which would have been covered by a supplemental type certificate. But by 1993 Swannell had started design work on an all new aircraft, a 10 seater powered by an eight cylinder 300kW (400hp) Textron Lycoming IO-720. This design then evolved to become the Explorer 350R, a nine-seater powered by a Teledyne Continental TSIO-550 flat-six.

The 350R flew for the first time on January 23 1998. Apart from its TSIO-550 engine driving a three blade prop, design features include a metal frame fuselage with a carbonfibre shell, conventional all metal wings and tail surfaces and retractable undercarriage. The main undercarriage retraction system is uncommon - the legs, which are made from fibreglass, extend further downwards before crossing each other below the fuselage with the wheels coming to rest in pods on the opposite side of the fuselage - thus not intruding into the main cabin.

The aircraft's basic configuration is optimised for its intended utility roles, with a high mounted, braced wing, rectangular and constant section, flat floor cabin, and large cabin windows.

The Explorer 350R will not be built in series, but is the proof-of-concept (POC) prototype for a family of utility aircraft. The 350R prototype was converted to the 500T prototype, powered by a 600shp Pratt & Whitney PT6A-135B turboprop, and the first flight as such was made on June 9 2000. The 500T has seating for eleven (including the pilot) in a passenger configuration, and will be the entry level aircraft for the Explorer. A second production version will be the 500R, a 600hp Orenda OE-600A piston engine powered version of the 500T. A 2.21m (7ft 3in) stretched version is planned, the Explorer 750T, which will seat 17 (including the pilot), and will be powered by a 750shp Pratt & Whitney PT6A-60A turboprop.

On May 20 1999 the 350R left Australia for a promotional tour of the USA, and will now be further developed and taken into production in the United States by Explorer Aircraft Inc, located in Jasper, Texas.

Source: http://www.airliners.net/aircraft-data/

The AASI Jetcruzer

Country of origin

United States of America


Type  

Business and utility transport


Powerplants

One rear mounted 1172kW (1572shp) Pratt & Whitney Canada PT6A-66A turboprop driving a five blade constant speed Hartzell propeller.

Performance

Max cruising speed 576km/h (318kt). Service ceiling 30,000ft. Max range at economical cruising speed with reserves 2574km (1391nm).

Weights

Max takeoff 2495kg (5500lb).

Dimensions  

Wing span 12.85m (42ft 2in), length approx 10.5m (34.4ft).

Capacity  

Typical accommodation for six including pilot. Can be configured for ambulance, cargo and other utility work. Optional aft lavatory.

Production

450 - 3 were built.
500 - by November 2001, 2 had been converted from 450s, 1 new one was built, and 197 were on order.

Basic unit price (2001) $US1.495.000

History

The innovative Jetcruzer 500 is designed to be a high speed low cost single engine corporate turboprop and is the product of California based Advanced Aerodynamics and Structures Inc (AASI).

The Jetcruzer 500 is based on the smaller, unpressurised Jetcruzer 450. Early design work for what would become the Jetcruzer 450 began in 1983. Construction of an Allison 250-C20S powered prototype began in 1988. It flew for the first time on January 11 1989.

The preproduction prototype first flew April 1991, and the first production standard Jetcruzer 450 on September 13 1992. When FAA Part 23 certification was granted on June 14 1994 the Jetcruzer became the first aircraft in the world to be certificated as spin resistant.

AASI elected not to place the 450 into production and instead focused its efforts on the pressurised 500. Initial work was on the 500P, which featured a modest 25cm (10in) fuselage stretch, but AASI instead decided to enlarge the design further. The definitive Jetcruzer features a 1.83m (6ft) fuselage stretch over the 450 (increasing cabin length by 90cm (3ft), plus a significantly more powerful PT6A66 turboprop driving a five (rather than three) blade prop, pressurisation to 30,000ft, an airstair entry door on the right hand side and additional cabin windows.

First flight of the prototype 500 (the modified preproduction prototype 450) was in August 22 1997, followed by the second prototype (the modified production 450) on November 7 1997.
Other notable Jetcruzer 500 design features include its canard configuration (which allows the main wing to be positioned further aft than normal, so the wing spars do not intrude into the cabin), lack of flaps (reducing pilot work load and manufacturing costs and saving weight), and optional EFIS avionics. Like the 450 the 500 will be certificated as spin resistant. The fuselage is made from composites while the wing and canard are aluminium.

On February 8 2002, AASI announced that it was taking over the Mooney assets, and that the name Mooney would be used for the combined companies. Headquarters, development, and marketing would remain at AASI's facility at Long Beach in California, but production of the Jetcruzer would be at Mooney's Kerrville, Texas plant.

The company is also working on the Stratocruzer 1250, a 13 place twin WilliamsRolls FJ-44 powered light corporate jet development.

Source: http://www.airliners.net/aircraft-data/

Russian stealth aircraft

Prototype stealth fighter of the Russian army will be released to the public for the first time at the MAKS-2011 air show, opening today, 16-8, in the suburbs of Moscow.

Stealth fighter T-50 flight test at the outskirts of Moscow. Photo: RIA

Generation stealth aircraft Sukhoi T-50 is considered to be a pillar in the near future of the Russian Air Force, as line fighter Mikoyan MiG-29 and Sukhoi Su-27 became obsolete.

T-50 is the first fighter of the Russian army completely new design since the late 1980s. After officially put into operation, it will be the first stealth aircraft of the Russian Air Force is equipped with outstanding features.

Like the famous F-22 aircraft of the United States, T-50 is capable of flying at supersonic speeds, the engine thrust vector, as well as high-tech flight control system.

Despite the relative shape like F-22, but military experts around the world confirm that T-50 is completely new aircraft, level design, excellent manufacturing of aviation engineer Russian space.

The first T-50 prototype took off for the first time at the airport Komsomolsk-on-Amur, Siberia in January. Currently, Russia has had two samples of the aircraft and are doing the test flight near Moscow.

Expected to start in 2015, the Russian Air Force will buy 200 T-50 and some exports to the countries potential customers. Currently, India is also contributing capital to Russia to participate in the research, manufacture stealth fighter based on the T-50.

At the international air show MAKS 2011 held in Zhukovskiy, a suburb of Moscow, next to the famous aircraft was known to the world, for the first time, the Russian defense industry will formally introduce T -50 with the public at home and abroad.