Monoplane

Steward-Davis Jet-Packet 1600

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The 1956 Steward-Davis Jet-Packet 1600 was a civil conversion of Fairchild C-82A with a jet-pod added to upper fuselage. At least three were converted including N6887C and N6985C,

The Jet-Packet II involved airframe weight reduction to increase cargo weights. With two P&W R-2800CB-16 engines, the application was applied to Jet-Packet 1600 or 3400. At least three were converted, including TWA C-82A Ontos N9701F.

Engines: 2 x 2100hp P&W R-2800-85 and 1 x 1600 lb Westinghouse J30-W jet-pak
Max take-off wt: 54,000 lb

Stewart S-51D

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First flown in March 1994. Designed by Jim D. Stewart, the Stewart S-51D is an all aluminum 2-place scale reproduction of the North American P-51D Mustang. The kit is prefabricated and held together with pop rivets for shipping. Flush aircraft rivets are installed by the builder. A fast build kit was available for US$89,000, ans the basic kit for US$64,000. The kit is included on the FAA 51 % rule list.

The aircraft features dual controls and is fully aerobatic. The S-51D utilizes liquid cooled engines ranging from 300 to 700 hp. The 91” diameter, constant speed four-blade Hartzell propeller is driven through spur gear reduction with a 0.469 (2.13:1) ratio. Using a 400 hp engine, the S-51D duplicates P- 51 performance, except for top speed.

By 1998, 72 kits had been sold in the previous three years, with two finished.

Engine: V8, 400 hp
HP range: 300-600
Height: 9 ft
Length: 22.25 ft
Wing span: 26 ft
Wing area: 123 sq.ft
Fuel cap: 70 USG
Weight empty: 2200 lb
Gross: 3000 lb
Vne: 273 mph
Speed max: 265 mph
Cruise: 240 mph
Range: 700 sm
Stall: 70 mph
ROC: 2700 fpm
Take-off dist: 900 ft
Landing dist: 1300 ft
Service ceiling: 24,000 ft
Seats: 2
Landing gear: retractable tail wheel

Engine: V8
Wing span: 7.92 m
Wing area: 11.32 sq.m
MAUW: 1360 kg
Empty weight: 998 kg
Fuel capacity: 265 lt
Max speed: 426 kph
Cruise speed: 386 kph
Minimum speed: 113 kph
Climb rate: 13 m/s
Seats: 2
Kit price (1998): $64,000

Stewart M-2

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Stewart M-2 NR493M

Designed by John Hunt and Lionel Kitchen, the 1931 W F Stewart Co M-2 (ATC 2-349) shoulder wing monoplane was also powered for a short time by a Packard DR-980 Diesel. The one built (X/NR493M) was eventually sold to Abrams Aircraft for photo-survey work and scrapped in 1940.

Stewart M-2 NR493M

Engines: two 300hp Wright J-6
Wingspan: 52’10”
Length: 37’0″
Useful load: 1536 lb
Max speed: 155 mph
Cruise: 130 mph
Stall: 60 mph
Range: 350 mi
Seats: 5

Stewart 265

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The 265 design was based on the Ryan ST and Don Stewart wanted the airplane to be in his favourite category, which included the Champ, Chief, Cub and all the rest of the 65-85 HP clan. The problem was that there was no engine available that fit the concept at the time.

A publicity release in 1993 for the Mikron III answered my need for the engine and he got down to work and finished the design work on what’s become the 265. Two people, sixty five horse power.

By December 2007, the airplane has over one hundred hours of good service with no problems other than making some new fiberglass parts to remove weight. The airplane cruises at about 90 MPH, stalls about 40 and handles very nicely. The engine burns 3.7 USgph.

Drawings were not for sale.

Stewart Headwind / JD1HW1.7 / SAC-1VW

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The prototype Headwind N8667E was built over a period of 5 months and was first flown on March 28, 1962.

Dec 1973

The Headwind is described as an extremely simple airplane of steel tubing construction for the fuselage and tail. The wings are two wood spars with either sawed plywood or formed aluminum ribs. All the fittings are flat, and only two of them require any preassembly. The engine bolts directly to the front of the fuselage, saving a separate engine mount. A 36- to 65-hp VW engine is used. The Headwind was the first design to use the Volkswagen engine in the United States and much development work was required to get the engine to it’s full potential as an aircraft engine. The most important development in the engine work was the design and patenting of a propeller speed reducing unit (PSRU) to allow the engine to develop it’s full horsepower. Many structural (to simplify and make it easier to build) and aerodynamic improvements have been made to the design so that now the only part of the original design still used is the engine mount and the portion of the fuselage between the cockpit and the stabilizer. Everything else is new.

In the forty some years that the Headwind has been in existence, many examples have been built all over the world. Well over one hundred airplanes are now in service powered by a variety of engines, however, only the Volkwagen engine is shown on the plans. No other engine data is published.

Approved Maneuvers:
Steep turns ( 60 degree bank ) Entry – Cruise
Lazy Eight ” – 85 mph
Chandelle ” – 85 mph
Spin ( one turn ) ” – Stall
Maximum aft limit for spins 14.8″

Headwind B

Wing Span 28′ 3″
Length 17′ 0″
Height ( tail down ) 5′ 9″
Gross Wt. 760 lb
Empty Wt. 450 lb
Fuel capaci¬ty: 6 USG
Vno 80 – 85 mph
Vne 110 mph
Vso 38-42 mph
R of C 650 fpm 1st minute
T.O. distance ( 0 wind ) 300′
Landing run ( 0 wind no brakes ) 400′
Endurance 2 hours
Range 195sm
Stabilizer Span 7′ 7″
Wheel Track 5′ 2 1/2″
Wheel Base 13′ 6″
Wing Area 110.95 sq.ft
Ailerons ( eff. area ) 14.83 sq.ft
Fin 2.17 sq.ft
Rudder 4.17 sq.ft
Stabilizer 7.00 sq.ft
Elevator 9.54 sq.ft

Headwind B
Cruise: 85 mph
Stall: 40 mph
Range: 200 sm
Rate of climb: 650 fpm
Takeoff dist: 300 ft
Landing dist: 400 ft
Engine: VW, 53 hp
Fuel capacity: 7 USG
Empty weight: 435 lb
Gross weight: 750 lb
Length: 17 ft
Wing span: 28-3 ft
Wing area: 110 sq.ft
Seats: 1
Cockpit width: 23-25 in
Landing gear: tailwheel
LSA: yes

Sterner Skywalker

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Single seat single engined high wing mono¬plane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; flaps fitted. Cruciform tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; wing profile; double surface. Undercarriage has three wheels in tricycle formation. Push right go right nosewheel steering con¬nected to yaw control. Alumi¬nium tube framework, without pod. Engine mounted below wing driving pusher propeller.

In most respects the Sky Walker is a thoroughly conventional high¬wing tube and Dacron machine, powered by the Cuyuna 430. Both the aircraft and its manufacturer made their debut in 1983 and, as is becoming common with recent ultralight designs of this type, strut bracing is employed rather than the kingpost and cable bracing which has been almost universal hitherto.

Quite the most unusual feature of the Sky Walker is its use of flaps. These lift augmenta¬tion devices can be moved to four positions and at their maximum they reduce the stall speed by 3 mph (5 kph). Controls are conven¬tional three axis, with a side mounted stick controlling the elevator and differential ailer¬ons, and pedals controlling the rudder.

Price of the Sky Walker was $5495 in 1983.

Engine: Cuyuna 430, 30 hp at 6600 rpm
Propeller diameter and pitch 54 x 24 inch, 1.37 x 0.61 m
V belt reduction, ratio 2.1/1
Power per unit area 0.21 hp/sq.ft, 2.3 hp/sq.m
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre
Length overall 18.0 ft, 5.49 m
Height overall 9.0ft, 2.74m
Wing span 32.0ft, 9.75m
Constant chord 4.4 ft, 1.33 m
Sweepback 0 deg
Total wing area 140 sq.ft, 13.0 sq.m
Wing aspect ratio 7.3/1
Empty weight 253 lb, 115kg
Max take off weight 510 lb, 231kg
Payload 257 lb, 117kg
Max wing loading 3.64 lb/sq.ft, 17.8 kg/sq.m
Max power loading 17.0 lb/hp, 7.7kg/hp
Load factors; +5.0, 3.5 ultimate
Max level speed 62 mph, 100 kph
Never exceed speed 80 mph, 129 kph
Max cruising speed 62 mph, 100 kph
Economic cruising speed 50 mph, 80 kph
Stalling speed 24 mph, 39 kph (with flaps)
Stalling speed 21 mph, 34 kph (without flaps)
Max climb rate at sea level 600 ft/min, 3.1 m/s
Best glide ratio with power off 11/1