The PG is a side by side two seater with a spaceframe fuselage. The wings are made of riveted sheet dural and can be folded for transport.
Engine: Rotax 912 UL, 80 hp
Wing span: 10 m
Wing area: 11.66 sq.m
MAUW: 450 kg
Empty weight: 280 kg
Fuel capacity: 100 lt
Max speed: 210 kph
Cruise speed: 195 kph
Minimum speed: 63 kph
Climb rate: 5.5 m/s
Certification: vVz
Seats: 2
Fuel consumption: 17 lt/hr
Price (1998): 85 000 DM
PC Flight offers kits to construct Pretty Flight two-seat high-wing cabin microlight.
The Elektra Two aircraft are scaled versions of the Elektra One Solar. Two versions are:
Version 1: Elektra Two Standard, with two different wing span: 17 meters and 14 meters
Version 2: Elektra Two Record. Only one unit for a range over 2000 km was to be built.
The outer shape of the Elektra Two Standard is the same as the Elektra Two Record. Two versions will be provided: the long span version (17 meters) and the short span version (14 meters).
Elektra Two Standard (long & short version) are for cruise, flying clubs and training
Construction is carbon / glass and solar cells on the wing surface provide the energy to fly. The solar cells will be laminated in the wing skin structure.
Specifications
Elektra Two Standard
Max. engine power: 40 kW
Wing span: 14 m / 17 m
Wing surface: 15 sq.m / 19 sq.m
MTOW: 350 kg
Empty weight: 200 kg
Battery weight: up to 100 kg
Payload: 180 kg
Max. range:
14 m wing span: 500 km
17 m wing span: 700 km
Max. endurance:
14 m wing span: 5 hours
17 m wing span: 8 hours
Cruise:
14 m wing span: 140 km/h
17 m wing span: 120 km/h
Aspect ratio:
14 m wing span: 13
17 m wing span: 15
Best glide ratio:
14 m wing span: 28
17 m wing span: 34
Certification: LTF-UL germany
Elektra Two Record
Max. engine power: 16 kW
Wing span: 17 m
Wing surface: 19 sq.m
MTOW: 350 kg
Empty weight: 140 kg
Battery weight: 80 kg
Payload: 150 kg
Max. range: more than 2,000 km
Max. endurance: over 20 hours
Cruise: 80 km/h
Aspect ratio: 15
Best glide ratio: 34
Certification: LTF-UL Germany
The Elektra 1, designed by Calin Gologan and built by a group of Romanians including Sorin Mares, received an award for innovation in aviation, the Lindbergh Electric Aircraft Prize.
The one-seater plane is made of light carbon composite materials, utilising an electric motor, the batterys are charged while hangered, through solar panels. Elektra One Solar has six square meter solar cells on its wings to provide over 1 kilowatt (kW) of power for flying. Since the aircraft requires at least 2.5kW power for horizontal flight, this is slightly less than half the energy required for the plane to fly. The Elektra One Solar is not completely powered by the solar panels on its wings. To enable full flight, the plane has a series of high energy density rechargeable Li-Ion batteries on board. These can be recharged using the solar panels when the plane is parked outside. If the plane is parked inside, a specially outfitted solar hangar can take over the recharging duties.
PC-Aero developed the Elektra One Solar with the support from Solar Hangar and Solar World. The business idea behind it is that the solar panel equipped hangars will provide energy for the plane while the excess energy would be fed back into the grid. This predecessor of the Elektra One Solar, the Elektra One, has a range of 500 kilometers and an endurance of 3 hours. Its wingspan is also smaller at just 8.6 meters compared to 11 meters in the Elektra One Solar.
The Elektra One is in the German Ultralight LTF-UL-class powered by a 13.5 kW brushless electric engine. Germany’s Geiger Engineering developed the electric drive unit which includes the HPD 13.5 (16 kW maximum power) electric motor, controller, battery management system and propeller.
As the Elektra One was designed for minimum energy requirements at 160 km/h, once airborne, it is remarkably frugal with its use of energy. It can remain airborne for three hours and its claimed range has now increased to 500 kilometers. PC-Aero claims that the system offers operational costs per hour of less than EUR 35 or EUR 0.2 per km, which is a lot less than a roadgoing car.
Though the driving force and design of the Elektra One emanated from PC-Aero’s founder Calin Gologan, the team included team leader Einar Enevoldson, a 30 year veteran NASA-test pilot, engineer and test pilot.
Elektra One first flew on 19 March 2011, piloted by Jon Karkow, from Augsburg Airport in Germany. Three flights were performed, showing a climb rate of 400 fpm. Karkow checked flight performance and characteristics and briefed the German test pilot Norbert Lorenzen for the next flight on March 21.
A new 30 minute flight was performed on 23 March 2011. Only about 3kW from the total on board of 6kW energy was used and this was before the new variable pitch propeller and retractable landing gear were installed.
Endurance is estimated to be up to three hours and a cruising speed of 160 kph. The single seat Elektra One weighs 200 kg complete with battery and cost US$145,000 in 2012.
One of the Elektra One’s greatest advantages is its very low level of noise. The propeller speed is optimized for low noise too (under 50 dB). Cruising at 160 km/h, the propeller is rotating at just 1400 RPM. At this speed, PC-Aero claims it makes one fifth of the noise of a classic light aircraft and half the noise of an ultralight. Operating costs are below 35 €/hour and 0,2 €/km (2012).
Elektra One
Engine power: 16 kW
Wingspan: 8.6 m (28 ft 3 in)
Wing area: 6.4 sq.m (69 sq ft)
Aspect ratio: 11.65
Empty weight: 100 kg (220 lb)
Gross weight: 300 kg (661 lb)
Battery weight: 100 kg
Payload: 100 kg
Best glide ratio; 25
Range: 500 km (311 mi; 270 nmi)
Endurance: 3 hours
Crew: one
Elektra One Solar
Wingspan: 11 m
Range: 1000 km
Endurance: 8 hours
Crew: one
The Pazmany PL-9 Stork is an 3/4 replica of the Fieseler Storch. It authenticity is backed up by more than 9000 hours of aeronautical engineering design in order to obtain the same flying and handling characteristics of the original German Aircraft. The fuselage is welded chrome alloy steel tube, with aluminum sheet metal/fabric covered wing and empenage.
Designed to take off and land in extremely short distances, the Storch had a take off ground roll of 131 feet and a landing roll of 36 feet with 13 miles per hour head wind.
It has a well-proven aircraft configuration designed for a number of functions such as fish spotting, forest fire detection, farm work, missionary work, etc. The PL-9 Stork has a cruise speed of 104 mph with a standard Lyc. O-320/150 hp engine. Optional Subaru 2.2 lt engine.
Using the new Pazmany 3/4 scale plans, amateur builder Ruben Hardy embarked on his own construction of the PL-9. With great enthusiasm, financial commitment, and building ingenuity, bringing the first new Stork to life.
In March l999 at Oshkosh, Wisconsin his plane was displayed at the EAA convention to great public interest, in the presence of the design engineer Ladislao Pazmany.
PL-9
Engine LYC 0-320
Power Range 150-160 hp
Height 7 ft
Length 24.3 ft
Wing Span 36 ft
Wing Area 166 sq. ft
Empty Weight 1,132 lb
Gross Weight 1,739 lb
Fuel Capacity 30 USG
Top Speed 116 mph
Cruise 104 mph
Stall 33 mph
Range 332 mi
Rate of Climb 1400 fpm
Take-Off Distance 250 ft
Landing Distance 90 ft
Service Ceiling 15,000 ft
Number of Seats 2
Landing Gear Tailwheel
Information Package PDF 2009 $9
Information Package printed 2009 $12
Plans 2009 $550
When designer Ladislao Pazmany was encouraged to come up with an easy-to-build, simple, safe, inexpensive, metal plane that could carry a Volkswagen 1600-cc or Continental A-65 engine in the early l970’s, he came up with the PL-4A. The fuselage is made up from formed sheet metal channels and standard extruded aluminium angles for the longerons with sheet metal skins. The wing consists of a centre section and two outer panels which can be folded back along the fuselage. Each panel incorporates a metal spar, a Zed section rear spar, pressed metal ribs and metal skins. Pop rivets are used extensively. Plain ailerons, but no flaps or trim tabs are fitted to the wing. The empennage is of “T” tail configuration with an all moving tailplane at the top of the fin with a large anti-servo tab. The tailwheel undercarriage consists of spring steel main legs with 3.50 x 6” tyres and brakes and a steerable tailwheel. A 9.5 Imperial gallon moulded fibreglass fuel tank is fitted behind the firewall. Engines from 50 to 75 hp may be installed.
The prototype was flown on July 9, 1972 and plans were made available. The plane is roadable (folding wings), and Pazmany did supply the fiberglass pieces, plexiglass windscreen and canopy, landing gear, welded engine mount, and control stick.
The PL-4A has been built by air cadets in Argentina and Canada.
PL-4A
Engine Used: VW 1600 c.c.
Power Range: 50-90 hp
Top Speed: 120 mph
Cruise: 97 mph
Stall: 46 mph
Range: 280 mi
Rate of Climb: 650 fpm
Take-Off Distance: 560 ft
Landing Distance: 440 ft
Service ceiling: 13,000 ft
Fuel Capacity: 12 USgal
Empty Weight: 578 lb
Gross Weight: 850 lb
Height: 5.7 ft
Length: 16.5 ft
Wing Span: 26.7 ft
Wing Area: 89 sq. ft
Seats: 1
Landing Gear: Tailwheel
Information Package (PDF) 2009: $9
Information Package (printed) 2009: $12
Plans 2009: $375
Developed from the PL.1 “Laminar”, the PL.2 is a side by side two seater, all metal tricycle undercarriage, dual control aircraft. The parallel chord wing panels incorporate flanged aluminium ribs, a main spar with machined extruded booms, a metal false rear spar and aluminium skins. The fuselage is built up of conventional pressed metal frames longerons and skins. The curved sides of the cockpit are designed to break outwards in a crash. The all flying tail is equipped with an anti-servo tab for trimming and providing adequate stick forces. The main undercarriage is attached to the wing spar and the steerable nosewheel to the engine mount. Shock absorbers are of the oleo pneumatic type. Brakes are fitted to the main wheels. All fuel is carried in two 10 Imp. gallon wing tip tanks. Cabin width is 3’ 4”. Engines from 100 to 150 hp may be fitted. And, it is stressed for aerobatics.
The design followed his earlier PL 1 but with improvements in construction techniques in¬tended to make the aircraft easier for amateur engineers to build. Noticeable changes in¬cluded an increase in dihedral for the PL 2 from 2.5 to 5 degrees and a change in the fuselage to provide for 5cm of increased cabin width.
The first one flew on April 4, 1969.
Along with the PL-1, the PL-2 is for amateur builders. The external shape and flight characteristics are almost identical to the PL-1, but the construction has been simplified. The PL-2 offers a wider cockpit, better canopy and fuselage lines, simplified dihedral and the possibility of using engines from 90 to 150-hp, Despite its aerodynamically clean lines, there are no compound curves anywhere in the skin. This is partly the result of the use of a fiberglass cowl to streamline the nose. Pilots who have flown the PL-2 say it is an airplane flown with the fingers and not the fist. And, like the PL-1, it is stressed for aerobatics.
The Vietnam, Royal Thai and Korea Air Forces have each built a prototype. So, also, has the Miyauchi Manufacturing Company in Tokyo, which hoped to market this ‘homebuilt’ as a production aircraft.
The PL 2 has been evaluated by the air forces of Indonesia, Korea, Thailand and Vietnam as a trainer. Fifty PL 2, known as the LT 200, were built in 1976 by Indonesia’s Lipnur Aircraft Industry. The Indonesian air force’s production facility, Lembaga Industri Penerbangan Nurtanio, flew the prototype (IN-200) of the LT-200 two-seat lightweight trainer on 9 November 1974; this was based on the PL-2.
276 sets of plans had been sold by early 1975.
PL-2
Engine: Lycoming O-235-C1B, 108 hp
Speed max: 138 mph
Cruise: 119 mph
Range: 492 sm
Stall: 41 mph
ROC: 1200 fpm
Take-off dist: 700 ft
Landing dist: 600 ft
Service ceiling: 18,000 ft
Fuel cap: 25 USG
Weight empty: 875 lb
Gross: 1416 lb
Height: 7.7 ft
Length: 19.3 ft
Wing span: 27.8 ft
Wing area: 116 sq.ft
Seats: 2
Landing gear: nose wheel
PL-2
Engine: Lycoming O 290 G, 125 hp
Wing span: 28 ft
Airfoil: NACA 63 615
Length: 18 ft. 11 in
Height: 7 ft. 7 in
Wing area: 116 sq.ft
Wing loading: 12 lb/sq.ft
Seats: 2
Empty weight: 820 lb
Useful load: 526 lbs
Gross weight: 1,400 lbs
Power loading: 11 lb/hp
Fuel capacity: 25 USG
Baggage capacity: 40 lbs
Rate of climb: 1,500 fpm
Max speed: 144 mph
Cruise speed (75% power): 130 mph
Range (at max cruise, no res): 450 sm
Stall speed (flaps down): 54 mph
PL-2
Engine: Lycoming, 135 h.p
Span: 28’ 0”
Length: 19’ 8”
Wing Area: 116 sq. ft
Empty Weight: 900 lb
Loaded Weight: 1,445 lb
Wing Loading: l2.41b/sq. ft
Max. Speed: 140 mph
Cruise Speed: 120 mph
Stall Speed: 54 mph
Initial Climb: 1,000 fpm
Range: 490 miles
PL-2A
Engine LYC-235
Power Range 108-100-150 hp
Height 7.7 ft
Length 19.3 ft
Wing Span 27.8 ft
Wing Area 116 sq. ft
Empty Weight 875 lb
Gross Weight 1,416 lb
Fuel Capacity 25 USG
Top Speed 138 mph
Cruise 119 mph
Stall 52 mph
Range 492 mi
Rate of Climb 1200 fpm
Take-Off Distance 700 ft
Landing Distance 600 ft
Service Ceiling 18,000 ft
Number of Seats 2
Landing Gear Trigear
Information Package PDF 2009 $9
Information Package printed 2009 $12
Plans 2009 $425
PL-2B
Engine: Lycoming O 320 E2A, 150hp
Propellor: Ian Henry 69×66
Span: 9.0m
Length: 6.0m
Height: 2.2m
Empty weight: 423kg
MAUW: 625 kg
Baggage: 18kg
Fuel capacity: 2 x 50 lt
Endurance: 3 hr
Fuel consumption: 32 lt/hr
VNE: 162 kts
Cruise 2450 rpm: 115 kts
Max struc cruise: 130 kts
Vfe: 88 kts
V approach: 65 kts
Vs: 45 kts
ROC: 350 ft/min at 2450 rpm
Manoeuvre envelope: +6, 3g
PL-1 Laminar was designed by Ladislao Pazinany. The prototype PL-1 of 1962 was stressed to nine G’s for aerobatics and featured a low-wing, tricycle-gear configuration with a sliding canopy.
Together with its advanced counterpart, the PL-2, the two Pazmany designs represent more hours flown than any other “amateur built’ aircraft design. Nearly 400 sets of plans were sold for the PL-1 before their sale was discontinued. The fuselage of the plane is all-metal with only flat or single-curvature skins. The wings are built around a single all-metal spar with a leading edge torsion box. In the cabin, seating is side-by-side with dual controls, and there is room for 40 pounds of baggage.
In 1968, a set of drawings were acquired by the Aeronautical Research Laboratory of the Chinese Nationalist Air Force in Taiwan who presented a PL-1, which they built, to Generalisimo Chiang Kai-Shek. Following construction and testing of a prototype it was decided to adopt the type as a basic trainer, and 40 aircraft designated PL-1B have been built for the Chinese Nationalist Air Force and 10 for the Nationalist Chinese Army. In the late l960’s the Nationalist Chinese Air Force acquired plans to build a version of the PL-1 to serve as a primary trainer. Their prototype flew on October 26, 1968, and an additonal 35 aircraft were started that year, and 58 were completed, overall.
The first PL-1 flying in England was Harold Jones G-BDHJ.
Engine: Continental C90-12F, 95 hp
Gross Weight: 1,320 lb
Wing Area: 116 sq. ft
Wing Loading: 11.4 lb/sq. ft
Rated Power Loading: 14.7 lb/hp
Empty Weight: 800 lb
Span: 28 ft
Length: 18’11”
Fuel Capacity: 25 USG
Max Speed SL: 120 mph
Cruise Speed SL: 115 mph
Landing Speed SL, 37 deg Flap – 1.1VS: 56 mph
Stall Speed SL, 37 deg Flap: 51 mph (44.3 knots)
Rate of Climb SL: 1,000 fpm
Service Ceiling: 18,000 ft
Normal Range SL: 500 mi
Take-Off Distance/50 ft, 15 deg Flap: 784 ft
Engine: Lycoming O-235, 115 hp
Engine: Lycoming 0-290-D2b, 135 hp (Estimated Performance)
Gross Weight: 1,407 lb
Wing Area: 116 sq. ft
Wing Loading: 12.1 lb/sq. ft
Rated Power Loading: 10.4 lb/hp
Empty Weight: 881 lb
Span: 28 ft
Length: 18’11”
Fuel Capacity: 25 USG
Max Speed SL: 160 mph
Cruise Speed SL: 155 mph
Landing Speed SL, 37 deg Flap – 1.1VS: 59 mph
Stall Speed SL, 37 deg Flap: 54 mph (46.9 knots)
Rate of Climb SL: 1,600 fpm
Service Ceiling: 22,000 ft
Normal Range SL: 450 mi
Take-Off Distance/50 ft, 15 deg Flap: 560 ft
A wood and fabric design, the prototype was completed in 1994. The kit price in 1997 was US$7500, including engine, prop and instruments.
Engine: Subaru EA 81, 100 hp
HP range: 65-115
Height: 6 ft
Length: 20.5 ft
Wing span: 27 ft
Wing area: 102 sq.ft
Empty weight: 650 lb
Gross weight: 1300 lb
Fuel capacity: 17 USG
Top speed: 130 mph
Cruise: 110 mph
Stall: 38 mph
Range: 585 sm
Rate of climb: 1500 fpm
Takeoff dist: 300 ft
Landing dist: 400 ft
Seats: 2
Landing gear: tailwheel
Engine: Suzuki Turbo, 100 hp
HP range: 65-115
Height: 6 ft
Length: 20.5 ft
Wing span: 27 ft
Wing area: 102 sq.ft
Weight empty: 585 lbs
Gross: 1050 lbs
Fuel cap: 17 USG
Speed max: 125 mph
Cruise: 110 mph
Range: 585 sm
Stall: 38 mph
ROC: 1500 fpm
Take-off dist: 300 ft
Landing dist: 400 ft
Seats: 2
Landing gear: tail wheel
The Payne MC-7 Pusher of 1935 was a two-place open cockpit low-wing monoplane designed and built by Vernon W. Payne. A twin-boom, twin-tail experiment with a side-by-side cockpit and pod-mounted motor. Registered NX18238, it was powered by a 40hp Continental A-40 or 47hp Franklin pusher engine.
Wingspan: 33 ft 6 in
Cruise: 82 mph
All Aero 