This aircraft carries a crew of 2 and 8 assengers. Power is by a Chinese built 260 hp AI-14 radial. It is a conventional all-metal low-wing monoplane, with retractable tricycle undercarriage. Full span slots are fitted. The Peking No.1 was built in 100 days at the Institue of Aeronautical Engineering in Peking. It flew for the first time on September 24, 1958, and was handed over formally to the national civil aviation authorities a week later, on October 1. Since then, little has been heard of it.
Span: 57 ft 5 in Length: 42 ft 8 in Max speed: 186 mph Service ceiling: 15,750 ft Range: 670 miles
The Skeeter is a lightweight sporting plane featuring a single seat and a single strut-braced wing mounted in parasol fashion. The wing is constructed from wood spars and fabric covering with the exception of the leading edge that is metal-covered. The fuselage is constructed from a steel-tube frame that is paneled with either wood or metal in the cockpit area only. Aft of the cockpit section the airframe is left uncovered. Power is supplied by Volkswagen engines rated from 50 to 72 hp.
Engine: 72hp VW Wingspan: 22’0″ Length: 13’6″ Gross Wt. 730 lb Empty Wt. 500 lb Fuel capacity 5½ USG Useful load: 280 lb Max speed: 85 mph Cruise speed: 75 mph Stall: 42 mph Climb rate 600 fpm Takeoff run 600 ft Landing 600 ft Range: 160 mi Sears: 1
In 1933 W J Sheehan of S Walpole MA., USA, built a single-place, open-cockpit, low wing monoplane. Powered by a Heath-Henderson, later replaced by Anzani, the sole example built was registered N911V c/n 4. Featuring V-strut-braced wings, the registration was cancelled in 1935.
The Shcherbakov Shche-2 (Russian: Ще-2), also known as the TS-1 and nicknamed “Pike”, was a twin-engined utility aircraft manufactured in the Soviet Union, designed by Alexei Shcherbakov for construction by OKB-47, to meet an urgent requirement for a light transport and liaison aircraft for operation by the Soviet Air Force during the Second World War.
The German invasion of the USSR revealed that there was an urgent requirement for a light transport and utility aircraft for use by the Soviet Air Force at the front. To meet this requirement, Aleksei Shcherbakov, who had previously worked at the Kalinin design bureau, and who had also heavily influenced the design of the Polikarpov I-153 fighter before conducting work on pressure cabins and gliders, was directed to design and develop an aircraft that received the designation “TS-1” in the autumn of 1941.
A cabin monoplane of semi-cantilever, high-wing configuration, the TS-1 was designed to minimise the use of strategic materials, utilising mostly wood in the construction of its remarkably streamlined airframe, and being powered by two readily available Shvetsov M-11 radial engines. Parts of the Lavochkin La-5 aircraft were also used, along with undercarriage parts from the Ilyushin Il-2. The aircraft was equipped with a fixed, conventional taildragger undercarriage, and a twin-fin tail from the Petlyakov Pe-2 was also utilised.
Test-flown in early February 1942 and early 1943, the aircraft, by now having been re-designated Shche-2, proved to be capable of meeting the requirement, and production began in October 1943 at OKB-47, the bureaux being established at Chkalov (Orenburg) for use by Yakovlev, but being transferred to Shcherbakov’s control for the manufacture of his type. The first machine was ready in the summer of 1944. In total, up to the beginning of 1946, several hundreds of aircraft were built.
The Shche-2 was capable of transporting up to 16 troops, with an alternative air ambulance configuration for up to 11 wounded, or cargo up to 1.43 metres (4 ft 8 in) by 1.64 metres (5 ft 5 in) in size. Alternatively, the aircraft could be used as an aircrew and navigational trainer. It was extensively used in the transport and communications roles on the Eastern Front, providing essential, if unglamorous, service.
The power of two engines of 100 hp to carry a cargo weighing about 1000 kg was not enough. The Shche-2 required engines of 150-200 hp. Because of the installation of M-11 engines, the aircraft had very long take-off run, sluggish acceleration, and low rate of climb. Front pilots negatively reacted to the new aircraft.
In 1945, the improved Shche-2TM variant entered flight test, powered by uprated M-11FM engines of 108 kilowatts (145 hp) each, and fitted with a modified wing. Despite the improvements in the design, the decision was made not to produce the aircraft due to a reduction in requirements for the type with the end of the war in May of that year. A proposed diesel-engined version, which began flight tests in July 1945, met the same fate.
Proving in service to be underpowered yet still easy to fly, and establishing a reputation for reliability and ease of maintenance, the Shche-2 was widely used by Soviet forces during the war. Seeing extensive service supplying guerrilla and partisan forces, the Shche-2 also proved to be useful for the delivery of paratroopers.
In 1945 a single copy of an agricultural variant was created. This aircraft had a lightweight design with a reduced wing. It was installed GMC diesel engines from an American tank. Also, the design of a two-body Shche-2 with three M-11D engines was developed, but not implemented.
In May 1945, a newsreel of the latest street battles in Berlin was delivered to one of the Shche-2 aircraft in Moscow.
It is estimated that at least 550 Shche-2 aircraft were completed before the close of production in 1946, the OKB-47 factory being closed down at the conclusion of production. After the end of the war, the aircraft remained in service for several years, with the air forces of Yugoslavia (5 aircraft, delivered in 1945, used through 1952) and Poland (5 aircraft, used 1945–1947) making use of the type, in addition to the aircraft being extensively utilised in transport and air ambulance duties in civilian service within the Soviet Union. In addition, the Shche-2 was operated by Aeroflot on several local airline routes within the Soviet Union for several years after the end of the war, before its replacement by the Antonov An-2.
Shche-2 Engines: 2 × Shvetsov M-11d, 86 kW (115 hp) each Propellers: 2-bladed Wingspan: 20.54 m (67 ft 5 in) Wing area: 63.90 m2 (690 sq ft) Length: 14.27 m (46 ft 10 in) Height: 3.80 m Empty weight: 2,235 kg (4,927 lb) Normal takeoff: 3400 kg Max takeoff weight: 3,700 kg (8,157 lb) Fuel: 370 kg Maximum speed: 155 km/h (96 mph, 84 kn) Cruising speed: 140 km / h Range: 980 km (610 mi, 530 nmi) Service ceiling: 3,000 m (9,800 ft) Rate of climb avg: 1.20 m/s (236 ft/min) Max ROC: 72 m / min Wing loading: 53 kg/m2 (11 lb/sq ft) Power/mass: 0.05 kW/kg (0.03 hp/lb) Crew: two Capacity: up to 16 troops, 9 paratroopers or 11 stretcher / 1000-1330 kg TO run: 275 m Ldg roll: 160 m
Built by Ivan Shaw, Barnsley, South Yorkshire, England. G-IVAN began in 1980 as a VariEze and completed in 1981, was later converted to a Long-EZ, and then to a twin engined pusher (first flight 29 June 1989). The main undercarriage gear retracts into the fuselage where the O-200 used to fit.
The Twin-EZ was developed and built by Mr. Ivan Shaw, a British science school teacher. The Twin-EZ started life as a homebuilt Rutan VariEze certified in 1978. When Shaw considered transforming his aircraft into a twin-pusher (initially referred to as the Twin Speed) in 1981, he planned to use two 50 hp Lotus rotary engines. According to him, twin pusher engines and a retractable undercarriage should boost the Long-EZ’s cruise speed to 200 m.p.h. and increase range to 2,000 n.m., offering 50 m.p.g. fuel economy. Shaw, a self-confessed “eyeball engineer” who aimed to fly his home-built late in 1985 when a pair of Lotus microlight engines would become available.
Shaw claimed a pair of 50 h.p. Lotus engines weighed 701 lb. less than either of the other units and burned 20 per cent less fuel. He built a bracket which allowed the pair to be attached to the standard engine mount on the rear fuselage, each engine sitting just 31 in. from the fuselage centre line. Electrical systems could be run from either engine, offering “complete redundancy”.
Shaw’s other modification was to fit a fully retractable undercarriage. This carried a 301 lb. weight penalty over the fixed undercarriage, but reduced drag and so offered the prospect of the major speed increase Shaw was predicting. Empty weight was predicted to be 800 lb. and the first flight was to be made within six weeks of engine delivery.
However, development of the Lotus engine type was stopped, and therefore none was ever installed on the Twin-EZ. For Shaw, who had worked with Lotus and Rutan on the Microlight aircraft, Colin Chapman’s untimely death also signified the end of all aviation activity for Lotus, engines included. As a result Shaw decided to modify the aircraft with larger Long-EZ wings to accommodate two 77 hp Hewland HAE75 three-cylinder two-stroke reciprocating engines, installed in a pusher configuration. In this form, the Twin-EZ was first flown on June 29, 1989, and was demonstrated days later at the UK Popular Flying Association’s annual rally at Cranfield Airport.
The Twin-EZ was soon used as test-bed for the Norton-Wankle NR642 rotary engines, each unit being mounted pusher-style at the wing trailing edge. The Norton rotary engine had already been tested in 1987 in an Aviation Composites Mercury, a local derivative of the Microlight developed at Scaled Composites. The advantages of the rotary Norton over the Hewland engine were said to be a lengthy overhaul interval and increased power. The Norton engine developed 90 h.p. compared with the Hewland’s 75 h.p., and was claimed to be extremely light for its power output owing to constructional simplicity.
At Gamston in the 1980’s Ivan Shaw was air testing the twin conversion and it was damaged whilst stored there.
Ownership later changed to Anthony Malcolm Aldridge of Crostwight, North Walsham, and the aircraft was stored.
Type: twin-pusher two-seat sportsplane Engines: 2 x Hewland HAE75, 77 hp 2 x 90 hp Norton rotary MTOW: 499kg Cruise speed: 280 mph Vmca: 57 kt Serial No: c/n 39; s/n PFA 074-10502 Crew/passengers: 2
The Shavrov Sh-2 was developed from the small amphibian Sh-1 prototype design and performed its first flight on November 11, 1930, made from land. The Sh-1 remained a prototype.
The first Soviet mass-produced flying boat, the small, wooden Shavrov Sh-2 was a development of the Sh-1, with a more powerful engine and increased size.
The Sh-2 could carry two crew members as well as one passenger and during wintertime, the aircraft could be equipped with skis. The small lower wing served as attachment for the stabilizing floats. It was a light, simple and reliable design.
The Sh-2 passed State Acceptance trials for operation from water and land on June 12–17, 1934, without problems. Series productions was initiated on 1 April 1934, and ended two years later. However, due to its successful design and the popularity among its pilots, production was restarted in 1939. Total production was up to at least 700 aircraft, several hundred of those being built after 1939, possibly up to 1950.
The Sh-2 served throughout the Soviet Union as a utility transport, for liaison, and as a trainer, and for many years was used on fishery protection duties and frontier patrol work. They supported Arctic operations.
Sixteen were built under the designation Sh-2S as air ambulances carrying one or two stretcher patients.
In 1939 Aeroflot built additional Sh-2s from available spares and later the type was reinstated in production. As well as use for the civil roles indicated, the Sh-2 was flown by the V-VS as a general-purpose aircraft.
A number of later machines had a glazed crew cabin and other refinements, becoming redesignated Sh-2bis most had improved M-11L engines.
The aircraft was in service until 1964 and set a number of records among flying boats and seaplanes.
On 28 August 1942, the Finns captured two Sh-2s and pressed them into service in the liaison role, as well as carrying the Commander of the Finnish Air Force, until 1944.
One plane was constructed by cadets of Egorevsky aviation school of civil aircraft in the USSR, under the direction of teachers, during 1984-86. The plane was sold and delivered to the USA in the 1990s.
Shavrov Sh-2, at the Historic Aircraft Restoration Museum, Maryland Heights, Missouri, USA.
Shavrov SH-2 Engine: 1 × Shvetsov M-11A, 75 kW (100 hp) Propeller: 2-bladed fixed-pitch Wingspan upper: 13.0 m / 42 ft 8 in Wingspan lower: 5.4 m / 17 ft 9 in Wing area: 24.75 m² / 266 ft² Length: 8.20 m (26 ft 11 in) Height: 2.80 m (9 ft 2 in) Empty weight: 680 kg (1,500 lb) Max. takeoff weight: 937 kg / 2,065 lb Payload: 257 kg (567 lb) Maximum speed: 140 km/h (87 mph, 76 kn) Range: 400 km (250 mi, 220 nmi) Service ceiling: 3,500 m (11,500 ft) Crew: 1 pilot Capacity 2 passengers / 257 kg / 567 lb
The Nemesis originated as an attempt by Jon Sharp to build a Shoestring racer, with composite skins over a steel frame. Along the way, Dan Bond convinced him to use an airfoil with extensive laminar flow and finally, Steve Ericson helped Jon design a sleeker, all composite airframe. All that remains of the original “plastic Shoestring” is the horizontal tail. The steel space frame was sold to Dan Gilbert and became the guts of his Shadow Formula One air racer. Although Shadow looks much like Nemesis it is fabricated differently and has a completely different wing.
The Formula One racing Sharp DR 90 Nemesis was built at the Mojave Airport by the Nemesis Air Racing Team. The aircraft is powered by a modified Continental O-200 piston engine.
Between 1991 and 1999, the plane won 45 of the 48 race events in which it was entered, including nine consecutive Reno Gold National Championships. During each of the race seasons from 1994 through 1999, Nemesis finished as the International Formula One points champion. Nemesis was awarded the George Owl Trophy for its design in 1991, three Louis Blèriot Medals from the Fédération Aéronautique Internationale (1993, 1996 and 1998), and four Pulitzer Trophies (1993, 1994, 1995 and 1999). The aircraft set 16 world speed records, and in one of those records, Nemesis was clocked at over 290 mph (467 km/h). Because of its successes, the National Air and Space Museum has described the plane as “the most successful aircraft in air racing history”.
After the end of the 1999 racing season, Jon Sharp donated the aircraft to the National Air and Space Museum and it is now on display at the NASM’s Steven F. Udvar-Hazy Center.
The success of the aircraft led Jon Sharp to design a follow-on type, the Nemesis NXT.
Variant: Rolls-Royce ACCEL
Engine: 1 × Continental O-200, 100 hp Wingspan: 20 ft 6 in (6.25 m) Wing area: 66 ft2 (6.13 m2) Length: 18 ft 6 in (5.64 m) Height: 3 ft 4 in (1.02 m) Empty weight: 520 lb (236 kg) Loaded weight: 770 lb (350 kg) Fuel capacity: 5 US gal (18.9 liters) Maximum speed: 292 mph (470km/h) Stall speed: 90 Kias (167 km/h) Crew: 1 G-Loading limits: +6, -4 Cabin height: 35 in (89 cm)
The Sharapov-Verzilov “Piervieniets” (First) (Russian: Шарапов-Верзилов “Первенец”) was designed as a single-seater training glider.
Conceptually the “Piervienets” was designed as a high wing glider braced by four uprights. The wing had a rectangular shape in the plane with ailerons in the outer area.
The fuselage was in the form of a low-sided “bathtub” to which a flat, uncoated wooden structure was attached, ending in the conventional tail.
The landing gear consisted of two wheels located on the sides and a tail skid.
The pilot sat in a fully exposed seat. The cabin space was so wide that flights were carried out with a passenger behind the pilot.
Built in Simferopol in 1927 by AN Sharapov and VN Verzilov and flying that fall, the “Piervieniets” glider was entered in the IV edition of the national glider competitions. During competitions it was the most popular glider, flying 274 training flights.
Piervieniets Wingspan: 12 m Wing area: 18 m² Aspect ratio: 8 Length: 6.5 m Empty weight: 125 kg Wing loading: 11 kg / m² Aileron surface: 2.6 m² Accommodation: 1
The Sharapov-Verzilov ”Buyán” (Russian: Шарапов-Верзилов “Буян”) was designed as a single-seater racing glider. The “Buyán” was a cantilever-wing monoplane. This wing, with a trapezoidal shape in the plane and slanted straight ends, was located high in the fuselage.
The fuselage had a fusiform shape with straight gunwales. At the top and inside it had a curved shape. At the front was the open cockpit.
The shape of the tail surfaces was reminiscent of the fins of a dolphin. The landing gear featured a wheel partially inserted into the centerline of the fuselage.
Built in 1928 in Simferopol by AN Sharapov and VN Verzilo, it was a participant in the 5th round of national gliding competitions after first flying in the fall of 1928.
Designed and built by Errol Spencer Shapley at Torquay, Devon, the Kittiwake was a two-seat monoplane with a gull wing and a fixed landing gear. The first aircraft, a Mark 1 registered G-AEZN (c/n ESS.1), with an open cockpit was powered by a 50 hp (37 kW) Continental A50 piston engine and first flown at Roborough in 1937. A Captain F Symodson was the test pilot. The second aircraft, a Mark 2 registered G-AFRP (c/n ESS.2), was a cabin monoplane powered by a 90 hp (67 kW) Pobjoy Niagara III engine and first flown at Roborough in 1938.
The Mark 1 aircraft was dismantled before the Second World War. The Mark 2 was stored during the war only to crash on Dartmoor in December 1946.
Kittiwake Mark 2 Engine: 1 × Pobjoy Niagara III, 90 hp (67 kW) Wingspan: 32 ft 0 in (9.76 m) Length: 20 ft 10 in (6.35 m) Empty weight: 901 lb (409 kg) Gross weight: 1600 lb (726 kg) Cruise speed: 110 mph (176 km/h) Crew: 1 Capacity: 1
All Aero 