In 1932 two two-place monoplane Nelson Trainer were built by Norman Nelson.
Two known examples were built; N12925 c/n R-2 with a 65hp Velie engine and N12958 c/n R-3 with a 90hp Lambert engine.
Monoplane
Nelson Hummingbird PG-185B
Designed by Harry Perl & Ted Nelson, Nelson developed the Hummingbird in 1953 after discontinuing the Dragonfly. It is a two-place tandem self-launching sailplane. The fixed gear is two wheels in tandem, the front one steerable with rudder pedals. It features an all-moving horizontal tail with anti-balance tab, spoilers and dive brakes, and styrofoam-filled leading edges. The original version, of which two were built, was almost all wood; later models were metal.
Built by the Nelson Aircraft Corporation of Irwin, Pennsylvania, which firm also makes the 45hp Nelson H-63CP four-cylinder horizontally-opposed two-stroke engine that powers it. This is mounted aft of the cockpit and drives a two-blade fixed-pitch pusher propeller; it retracts forward into the fuselage behind the one-piece tear drop cockpit canopy when not in use.
Three or four were built, including N68581, N68959. Two belong to the National Soaring Museum, and one belongs to the Smithsonian Air & Space Museum, Washington.
PG-185B
Engine: 40 kW/ 40 bhp. Nelson H-59
Span: 54 ft 0 in / 16.46m
Length: 22 ft 0 in
Wing area: 185.0 sqft / 17.18sq.m
Aspect ratio: 15.76
Airfoil: Go 549 (root), Go 676 (tip)
Empty Weight: 363kg / 800lb
Gross Weight: 544kg / 1200 lb
Max speed: 120 mph
Cruising speed: 90mph
Stall: 39 mph
MinSink: 25 at 89 kph / 48 kt / 55 mph
L/DMax: 0.91 m/s / 3.0 fps / 1.78kt
Seats: 2
Nelsch Airplane
William Nelsch of St Louis MO., USA, built an experiment in roadable airplanes. A single place cabin, high-wing monoplane, featuring folding wings, and caged motor for ground operation.
Neiva B Monitor
At the end of World War II Brazil was conducting the “National Aviation Campaign”, a program of re-equipment and incentive to air clubs and the national aeronautical industry.
The lack of gliders to replace the Brazilian fleet, then composed mostly of German aircraft of the 1930s, was of great concern. Josė Carlos de Barros Neiva then developed a project that retained the characteristics of the Grunau Baby, (which made up a large part of the Brazilian fleet), but biplace.
The B Monitor is basically constructed of wood, high wing configuration with central torsion cabin, freijó stringer (Cordia goeldiana) and aeronautical plywood cover. The rear section to the centre of the wing is covered with fabric.
The aircraft has a dihedral of 0.5° and the wings are attached to the fuselage with wooden uprights. Ailerons are wood covered with fabric and wooden spoilers located just in the extruder of the wing.
The fuselage is mostly of wood, semi-monocoque construction and steel tubes in the wing-fuselage joint. The cockpit has dual controls, with factory instrumentation on the front seat (although some have been modified with addition of a rear panel). The empennage is conventional. The fixed landing gear has a wheel behind the centre of gravity. The aircraft has a front skid with rubber shock absorbers under compression.
The prototype, PP-PCB, made the first flight in 1945 and the type certificate was issued in 1946.
The “National Aviation Campaign” bought the prototype and another 20 units for distribution to the air clubs, built between 1945 and 1955.
The Neiva B has a low-load, which provides good performance in thermal rise and low stall speed (52 km / h). The wings, because they are heavy, have a lot of rolling inertia, making the aileron commands slow to respond. The elevator and rudder controls, however, have good efficiency. The small size of the spoilers resulted in the common use of slip during the final approach.
In 1959 Neiva developed the version Neiva B “Monitor Modified”, with different nose, and larger cockpit. The fuselage became welded steel tubes, retaining the original wing. One copy (serial number CTA-02 A-223) was built for testing at the Aerospace Technical Centre, later donated to the CVV-CTA.
The “B” Monitors were distributed to several aero clubs and trained hundreds of pilots. Many Brazilian records were broken with the type. Up to 2000, was still used in aero clubs such as CVV-CTA, Rio Claro, Tatuí, Bauru and Brasília.
Wingspan: 15.86 m (52 ft 0 in)
Wing area: 18.4 m 2 (198 sq ft)
Aspect ratio: 13.67
Aerofoil: Göttingen 535 – NACA 0009
Length 7.1 m (23 ft 4 in)
Height: 1.13 m (3 ft 8 in)
Weight Empty 215 kg (474 lb)
Max takeoff weight: 375 kg (827 lb)
Speed Never Exceeds: 145 km / h (90 mph; 78 kn)
G range: +5.33 -3.31 at 145 km / h (90.1 mph, 78.3 kn)
Maximum glide ratio 18 at 67 km / h (41.6 mph, 36.2 kn)
Sinking Ratio: 0.78 m / s (154 ft / min) at 55 km / h (34.2 mph, 29.7 kn)
Loading: 20.3 kg / m 2 (4.2 lb / sq ft)
Crew: 2
Neiva N621 / T-25 Universal
Designed to replace Fokker S-11 and Harvards with the Brazilian Air Force. The Universal is designated T-25 in Brazilian service and operates as a 2/3 seat basic trainer. About 140 were delivered plus 10 to the Chilian Air Force. An armed version with underwing pylons is designated AT-25.
Neiva N621 / T-25 Universal Article
The YT-25B prototype first flew on 22 October 1978.
Wing span: 36 ft (11m)
Neilsen NC-1 Golden Bear / Coach
Designed by Richard Korman, the three-place cabin Neilsen Steel Aircraft Co NC-1 Golden Bear, or Coach, was a fabric-covered Ryan B-3 type. Subsequent models were planned to be metal-clad.
Priced at $7,500 in 1928, it was destroyed by an angry crowd at a “thrill show” at Oakland Speedway in Aug 1939 after its performance failed to meet their expectations.
A second one, with 300hp Wright J-6, was reportedly under construction at the time, but its history is unknown.
Engine: 130hp Comet
Wingspan: 37’6″
Length: 29’0″ or 28’6″
Useful load: 800 lb
Max speed: 130 mph
Cruise speed: 110 mph
Stall: 40 mph
Range: 800 mi
Seats: 3
Neal 1909 monoplane
The 1909 Neal monoplane was designed and built by J.V. Neal in the UK.
Lancair 200 / 320 / 360 / Lancair International Lancair 360
In 1982 Martin Hollmann held one of his aircraft design classes in Santa Monica, CA. Six people attended including Lance Neibuaer. He asked Martin if there was a future in bringing to market a new, two place sport aircraft. Martin of course said “yes.” Two years later, Lance sent Martin a request to perform a stress analysis on his two place design and a check for $200. Richard Trickel offered to build the moulds for Lance’s aircraft at no cost. Richard had formed a composite fabrication company called High Tech Composites in Oxnard, CA. Lance moved to Santa Paula, CA based on Martin’s recommendations and rented a shop space that had been occupied by Jim Kern of Task Research. The new aircraft was powered by a Continental O-200 and Lance called his aircraft the Lancair 200. It had a cruise speed of 200 mph. Although the prototype was made of urethane and hot wire cut styrofoam and covered with wet layed up fiberglass, the production Lancair 200 kit parts were made of temperature cured, prepreg fiberglass and graphite parts. They were lighter and stronger than the epoxy, wet layed up, fiberglass parts used on most kits at that time.
Lance Neibauer sold his family home to pursue his dream of producing the perfect kit. At the time, only the prototype had flown but its performance on an O 235 engine was good. The Lancair 200 is a sleek two-place retractable with maximum level flight speed of 213 mph and 625 pound useful load, and 193 mph cruise. Comprising 27 premoulded, oven cured components, it can be put together in around 600 hours.
The structural integrity of the Lancair wing is said to be +9G and 4.5G ultimate at maximum all up weight (MAUW). This is achieved with an airframe in excess of 25 per cent lighter than similar aircraft built using different construction methods.
At Oshkosh 87 Lancair unveiled its new 320 model, powered by a 150 hp Lycoming O-320. This increased the cruise to 230 mph from the 235 models 210 mph. Kit prices in 1987 were $16,900 for the 235, and $18,500 for the 320.
When the NEICO “fast build kit” became available early 1990, popularity resulted in a one year waiting list. Two years in the development, the kit provides all major sub assemblies including the fuselage ex factory with a resultant saving of up to 700 hours by the builder.
In twelve years 400 kits had been sold using 108-180 hp.
Two models were available in 1990; the 118hp version with a fixed pitch propeller returns a 180 knot cruise on 75 per cent power while the Lancair 320, sporting a 160 hp Lycoming and constant speed unit, has a 210 knot cruise. The kit price was $18,950 (1987), and $23,200-28,900 in 1998. A kit was also available in carbon for $34,400 in 1998. The 320 is approved for aerobatics. The 320 replaced the 235.
The Lancair 360 has optional wingtip extensions that take the wing from its usual 7.2 m out to 8.3 m. The empty aircraft weighs in at 543 kg and is powered by a Lycoming IO-360-B1F engine behind an MTV-12-B/175-59d three-bladed propeller.
The Australasian market is provided for by licence built 235 and 320 kits manu¬factured by Avtex at Ballina on the NSW coast. The Australian company takes prospective builders step by step through the construction manual. Deposits for twenty eight Lancairs were held by the NSW company in 1990 which has the capacity to turn out one kit every ten days. Standard kits can be constructed in around 800 900 hours while the “fast build” comes together in as little as 200 300 hours.
Aviation Composite Technology / ACT in the Philippines was formed in 1990 to develop the Apache I military trainer from the Lancair 320. 1988 saw the first flight of a Lancair 320 assembled in the Philippines by Aviation Composite Technology (ACT) in a venture with Aerotech S.A. of Switzerland.
In 1991 in the Philippines, Pacific Aeronautical, the new name of ACT relocated to Cebu City started producing airframes for Lancair 320 and Lancair IV, the new higher-powered, four-seat version.
200
Engine Continental O-200, 100hp
Wingspan: 23’6″
Length: 19’8″
Useful load: 650 lb
Max speed: 210 mph
Cruise speed: 195 mph
Stall: 55 mph
Range: 1000 mi approx.
Seats: 2
235
Engine: Lycoming O-235 or -290, 100hp
Wingspan: 23’6″
Length: 20’0″
Useful load: 600 lb
ROC: 1300 fpm
Max speed: 160 kt / 225 mph
Vne: 235 kt.
Cruise: 140 kt / 210 mph
Stall: 55 mph
Range: 1000 mi approx.
Seats: 2
Kit price 1988: $19,975
320
Engine: Lycoming O-320, 160 hp
1987 (TC LC20)
Wingspan: 23’6″
Length: 21’0″
Useful load: 635 lb
Max speed: 250 mph
Cruise: 210 kt / 225 mph
Stall: 63 mph
Range: 1020-1250 mi
Seats: 2
360
Engine: Lycoming IO-360, 180 hp
HP range: 160-180
Speed max: 260 mph
Cruise: 235 mph
Range: 1140 sm
Stall: 63 mph
ROC: 1750 fpm
Take-off dist: 390 ft
Landing dist: 900 ft
Service ceiling: 18,000 ft
Fuel cap: 43 USG
Weight empty: 1090 lbs
Gross: 1685 lbs
Height: 6.5 ft
Length: 21 ft
Wing span: 23.5 ft
Wing area: 76 sq.ft
Seats: 2
Landing gear: retractable nose wheel
Lancair 360
Engine: Lycoming
Wing span: 7.16 m
Wing area: 6.99 sq.m
MAUW: 764 kg
Empty weight: 494 kg
Fuel capacity: 159 lt
Max speed: 418 kph
Cruise speed: 386 kph
Minimum speed: 101 kph
Climb rate: 13 m/s
Seats: 2
Kit price (1998): $27,950
360 Mk.II
NDN Aircraft NDN-6 Fieldmaster / NAC 6 Fieldmaster / THK TAYSU
First flown in 1981, the turboprop Fieldmaster agricultural aircraft features a built in ferry tank and a titanium hopper that forms an integral part of the fuselage structure.
THK bought up all rights to the NAC-6 Fieldmaster/Firemaster agricultural and firefighting aircraft, and tried to sell the aircraft on the market under the new name TAYSU (Tarimsal Havacilik ve Yangin Söndürme Uçagi). After producing only two airworthy and two completely assembled, but engineless aircraft during 1997-1999, the production was stopped because of the general economic crisis and particularly because of internal association difficulties. Since these difficulties were apparently insurmountable, and new agricultural and firefighting aircraft were urgently needed, at the end of 2001 five Polish Pezetel M-18B Dromader were bought.
NAC 6 Fieldmaster
Engine : PT 6 A 34AG, 552 shp
Length: 36.089 ft / 11.0 m
Height: 13.451 ft / 4.1 m
Wingspan: 53.15 ft / 16.2 m
Wing area: 357.365 sq.ft / 33.2 sq.m
Max take off weight: 8500.3 lb / 3855.0 kg
Weight empty: 4996.5 lb / 2266.0 kg
Max. weight carried: 3503.7 lb / 1589.0 kg
Hopper cap: 2642 lt
Max. speed: 143 kts / 265 km/h
Landing speed: 60 kts / 111 km/h
Ldg dist: 300 ft
Cruising speed: 126 kts / 233 km/h
Manoeuvring speed: 135 kt
Initial climb rate: 964.57 ft/min / 4.9 m/s
Service ceiling: 18209 ft / 5550 m
Wing load: 23.78 lb/sq.ft / 116.0 kg/sq.m
Range: 999 nm / 1850 km
Seats: 2
Crew: 1
NDN Aircraft NAC 1 Freelance
A conventional four seat light single, the Freelance can fold its wings to slip into a space four metres by nine metres. The swing wing capability has enabled a lengthy 39 foot span wing, providing an aspect ratio of over nine. The higher the aspect ratio the less the induced drag; enabling the manufacturer to claim that the Freelance, weight for weight, burns less fuel generating its lift than all other aircraft in its class.
First flown in September 1984.
Powered by a 180hpLycoming, the Freelance offers a cruise on 75 percent power of 117.3 knots (135 mph), an 800 fpm rate of climb, a take-off run (to 50feet) of 1380feet (421 metres) and a landing run (from 50 feet) of 1120 feet (341 metres). Total useful load is 1050 lb. Equipped with large section tyres, the Freelance can operate from grass strips. A 100 United States gallon capacity detachable belly tank is available for the spray role.
Engine: Lycoming, 180 hp
Wing span: 39 ft
Cruise 75%: 117.3 kt (135 mph)
ROC: 800 fpm
Take-off run (to 50 ft): 1380feet (421 metres)
Landing run (from 50 ft): 1120 feet (341 metres)
Useful load: 1050 lb
All Aero 