Various aspects of this design have been tested and flown on approximately six previous dates. First flown in September 1997.
Kit price in 1997 was US$22,950.
Top speed: 155 mph
Cruise: 130 mph
Stall: 37 mph
Range: 600 sm
Engine: Continental IO-520, 300 hp
HP range: 200-300
Fuel capacity: 60 USG
Empty weight: 1500 lb
Gross weight: 3000 lb
Height: 6.7 ft
Length: 25.8 ft
Wing span: 37 ft
Wing area: 194 sq.ft
Seats: 4
Landing gear: tailwheel
In 1940, the Interstate Aircraft & Engineering Corp. began production of the Interstate Cadet. The S1B was a member of a family of taildraggers, such as the Piper Cub, Taylorcraft, Luscombe, and Aeronca Champ that served many a weekend pilot with fun-filled hours during the late 1930s and early 1940s. The original Cadet was produced in a number of versions using engines from 65 hp to 102 hp. Most popular was the S5B using a 102-hp four-cylinder Franklin.
The tandem two-seater was modified for the military at the beginning of the war and called the L-6 liaison plane. This version was equipped with a glazed canopy that extended well aft toward the tail.
In 1969, production of the Interstate Cadet was resurrected by Bill and Jan Diehl, owners of Arctic Aircraft Co. in Anchorage, Alaska. The revived Cadet was dubbed the S2B2.
Engine 102-hp Franklin
Length: 23.458 ft / 7.15 m
Height: 6.988 ft / 2.13 m
Wingspan : 35.499 ft / 10.82 m
Wing area : 173.839 sq.ft / 16.15 sq.m
Gross wt. 1,650 lb / 748.0 kg
Empty wt. 1,103 lb. / 500.0 kg
Wing loading: 9.43 lb/sq.ft / 46.0 kg/sq.m
Fuel capacity 15 USG.
Top speed 114 mph / 99 kts / 183 km/h
Cruise 105 mph / 91 kts / 169 km/h
Stall 38 mph.
Initial climb rate 900 fpm.
Range: 469 nm / 869 km
Service ceiling 16,500 ft / 5030
Seats 2.
Stall: 35 kt / 40 mph / 64 kmh
Cruise: 104 kt / 120 mph / 193 kmh
VNE: 111 kt / 128 mph / 206 kmh
Empty Weight: 318 kg / 700 lbs
MTOW Weight: 599 kg / 1320 lbs
Climb Ratio: 1100 ft/min / 6 m/s
Take-off distance (50ft obstacle): 600 ft / 183 m
Landing distance (50ft obstacle): 500 ft / 152 m
This plane is also known as Qualt 201 or Flamingo
Stall: 33 kt / 38 mph / 61 kmh
Cruise: 118 kt / 136 mph / 219 kmh
VNE: 133 kt / 153 mph / 246 kmh
Empty Weight: 318 kg / 700 lbs
MTOW Weight: 599 kg / 1320 lbs
Climb Ratio: 1200 ft/min / 6 m/s
Take-off distance (50ft obstacle): 640 ft / 195 m
Landing distance (50ft obstacle): 600 ft / 183 m
A two place, side by side ultralight has a composite fuselage, an automobie like instrument panel and faired undercarriage. Power is with a Rorax 503, with a Rotax 582 optional, in pusher configuration at the back of the cockpit area and behind the trailing edge of the wing. The tail is on a tubular tailboom with conventional three axis controls. A high wing-aluminium & composite microlight, the Skyboy has a fully enclosable composite cabin with dual controls.
The Skyboy comes preassembled by Czech firm LET.
The agent in France was Junkers Profly.
The price in France, 1997, ex France, including engine and propeller was approximately US$22,400.
The “Skyboy” was renamed the S1 Cobra.
The Skyboy was offered with two different wing profiles. One for low speed manoeuvrability and one for fast cruise.
Engine: Rotax 503
Wing span: 34.5 ft
Length: 20.8 ft
Empty weight: 447 lb
MTOW: 990 lb
Stall: 35 kt / 40 mph / 64 kmh
Cruise: 83 kt / 95 mph / 153 kmh
VNE: 111 kt / 128 mph / 206 kmh
Climb Ratio: 1050 ft/min / 5 m/s
Take-off distance (50ft obstacle): 330 ft / 101 m
Landing distance (50ft obstacle): 380 ft / 116 m
Engine: Rotax 582, 64 hp
Wing span: 10.5 m
Wing area: 15.2 sq.m
MAUW: 450 kg
Empty weight: 210 kg
Fuel capacity: 42 lt
Max speed: 150 kph
Cruise speed: 120 kph
Minimum speed: 54 kph
Climb rate: 5.5 m/s
Seats: 2
Fuel consumption: 15 lt/hr
Price (1998): 32 000 DM
The International Ultralight Banchee (also called the Banshee) is an American ultralight aircraft designed by Brian Jensen, Gil Kinzie and Nick Nichols and produced by International Ultralight Aviation. The aircraft was supplied as a kit for amateur construction. Unit cost was US$5,495 ready to fly in 1982.
The aircraft closely resembles the Pterodactyl Ptraveler, and, like the Pterodactyl, was designed to comply with the US FAR 103 Ultralight Vehicles rules, including the category’s maximum empty weight of 254 lb (115 kg). The Banchee has a standard empty weight of 251 lb (114 kg). It features a cable-braced high-wing, single-seat, open cockpit, without pod, single pusher engine configuration, and is equipped with tricycle landing gear. Steel spring suspension on nose¬wheel and glass fibre suspension on main wheels. Push right go left nosewheel steering independent from yaw control. No brakes.
The aircraft is made from bolted-together aluminum tubing, with the double surface wing covered with Dacron sailcloth. Its 34 ft (10.4 m) span wing is cable-braced from an inverted “V” kingpost, has 4° of dihedral and 15° of leading edge sweepback, unswept trailing edge. The wing has a tapering chord, no tailplane, and canard wing. The three-axis control system is unconventional, with pitch controlled by an all-flying canard, yaw by wingtip rudders and roll by spoilerons, all actuated by a single side-stick, the aircraft lacking rudder pedals. The cockpit is an open sling seat without a windshield. The tricycle landing gear features suspension on all wheels. The Cuyuna 430R engine is mounted below wing behind the pilot and can produce 35 hp (26 kW) at 6250 rpm.
A ballistic parachute was available as an option, as was an electric starter; the company claimed that the Banchee could be rigged in 35 minutes.
Conceived by Brian Jen¬sen and Gill Kinzie, the Banchee was shown publicly for the first time at Sun ‘n’ Fun in March 1983 at Lakeland, Florida. Just before this exhibi¬tion, it took part in the Greater Arizona Ultralight Air Race, where two of the five Banchees entered finished 3rd and 4th in Class E, which was considered to be a convincing first public appearance.
On 21 May 1983 during a demonstration flight at St. George, Utah a Banchee suffered a cable swaging failure at an altitude of 50 to 60 ft (15 to 18 m) that resulted in one fatality. The US National Transportation Safety Board cited the probable causes as improper maintenance and quality assurance on the part of the manufacturer. The company went out of business shortly after the accident.
Banchee
Engine Cuyuna ULII 02 engine.
Max power 35 hp / 26 kW at 6250 rpm.
Propeller: 2-bladed wooden
Propeller diameter and pitch 54 x 27 inch, 1.37×0.69m.
V belt reduction, ratio 2.0/1.
Max static thrust 230 lb, 104kg.
Power per unit area 0.18 hp/sq.ft, 2.0 hp/sq.m.
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre.
Length overall: 12.0 ft, 3.65 m.
Height overall: 9.0 ft, 2.74m.
Wing span: 34.0 ft, 10.36m.
Chord at root 6.0 ft, 1.82m.
Chord at tip 4.0 ft, 1.22m.
Dihedral 4 deg
Sweepback 15 deg
Canard span 10.0ft, 3.04m.
Canard chord 2.0 ft, 0.61 m.
Total wing area 190 sq.ft, 17.7sq.m.
Main wing area 170 sq.ft, 15.8sq.m.
Canard area 20 sq.ft, 1.9 sq.m.
Total aileron or spoiler area 3.0 sq.ft, 0.28sq.m.
Rudder area 14.0 sq.ft, 1.30sq.m.
Main wing aspect ratio 6.8/1.
Nosewheel diameter overall 16 inch, 41 cm.
Main wheels diameter overall 16 inch, 41 cm.
Floats, dimensions 13 x 1.10 ft, 3.96 x 0.56 m.
Skis, dimensions 3 x 0.6ft, 0.91 x 0.15m.
Empty weight: 251 lb / 114 kg
Gross weight: 600 lb / 272 kg
Fuel capacity: 5 U.S. gallons / 19 lt / 4.2 imp gal
Payload 280 lb, 158
Max wing loading 3.15 lb/sq.ft, 15.4kg/sq.m.
Max power loading 17.1 lb/hp, 7.8kg/hp.
Load factors; +6.0, 3.0 ultimate.
Maximum level speed: 55 mph / 89 km/h / 48 kt
Never exceed speed: 65 mph / 56 kt / 105 km/h
Max Cruise speed: 50 mph / 43 kt / 80 km/h
Economic cruising speed: 35 mph, 56 kph.
Stalling speed: 24 mph / 21 kt / 39 km/h
Max climb rate at sea level 1000 ft/min, 5.1 m/s.
Min sink rate 350 ft/min at 30 mph, 1.7 m/s at 48 kph.
Best glide ratio with power off 12/1 at 38 mph, 61 kph.
Take off distance 75 ft, 23 m.
Landing distance 50ft, 15 m.
Service ceiling 14,500ft, 4422 m.
Range at average cruising speed 120 mile, 193 km / 104 nmi
Crew: one
The Wanderer was a single seat single engined high wing monoplane with conventional three axis control. Wing has swept back leading edge, swept forward trailing edge and tapering chord; conventional tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by half span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile; double surface. Undercarriage has three wheels in tail dragger formation; suspension on tailwheel; suspension on main wheels. Tailwheel steering. No brakes. Steel tube fuselage, totally enclosed. Engine mounted above wing driving pusher propeller.
International Ultralight Wanderer Article
The Wanderer is a soaring machine and appeared in 1982.
The test pilot, George Worthington, had a miraculous escape when a wing broke during a spin of the prototype of the Wanderer in August 1982. On the 10 September 1982 he was killed in the second prototype after a similar break in the wing. The aircraft may not go into series production.
Engine Yamaha KT 100S, 15hp at 10,000rpm.
Power per unit area 0.11hp/sq.ft, 1.21 hp/sq.m.
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre.
Length overall 17.0 ft, 5.18 m.
Height overall 3.6ft, 1.08m.
Wing span 35.6ft, 10.82m.
Total wing area 133 sq.ft, 12.4sq.m.
Wing aspect ratio 9.5/1.
Empty weight 190 lb, 86kg.
Max take off weight 480 lb, 218kg.
Payload 270 lb, 132kg.
Max wing loading 3.6 lb/sq.ft, 17.6 kg/sq.m.
Max power loading 32.0 lb/hp, 14.5 kg/hp.
Load factors; +4.6, 4.6 ultimate.
Max level speed 75 mph, 121 kph.
Max cruising speed 60 mph, 97kph.
Stalling speed 25mph, 40kph.
Max climb rate at sea level 300 ft/min, 1.5 m/s.
Best glide ratio with power off 17/1 at 40 mph, 64 kph.
Take off distance 200 ft, 60 m.
Land¬ing distance 300 ft, 90 m.
Range at average cruising speed 240 mile, 386 km.
Interceptor Corporation (established November 18,1968) acquired all rights and tooling of the Myers 200C from Aero Commander Inc. A modification of this design, called the Interceptor 400, was tested by the Interceptor Corp.
The prototype Interceptor 400 first flew June 27,1969, a turbine-engined development of the Myers 200C built as the Model 200D, equipped with an AiResearch turboprop powerplant flat-rated at 400 shp. Cruising speeds in excess of 280 mph were reported. The prototype was sold and subsequently repurchased by Interceptor Company, which acquired Type Certificate at end of 1974. The Interceptor 400 was an advanced four-seat cabin monoplane with a pressurized cabin, powered by a 665 shp Garrett-AirResearch turboprop engine.
Prop-Jets Inc was founded to continue development of Interceptor 400 turboprop- powered four-seat light aircraft, as 400A.
Interceptor 400
Engine: Garrett-AirResearch turboprop, 665 shp
Seats: 4
Cruise: 280 mph
I-5 project was developed into the Technoavia SM-92 Finist, which was also being developed by Interavia as the I-12.
Technoavia produces the SM-92 Finist as a six-passenger or seven-paratroop light STOL transport (first flown December 1993. It can be armed.
The Technoavia SMG-92 Turbo Finist is a turbine powered tail dragger that will carry 10 skydivers. Advantages are the high wing, large sliding exit door, large outside step and inside and outside handrails.
The Technoavia SMG-92 Turbo Finist is a turbine powered tail dragger that will carry 10 skydivers. Advantages are the high wing, large sliding exit door, large outside step and inside and outside handrails.
I-3 is single-seat unlimited aerobatic monoplane (first flown 1993), easily converted into a tandem two-seater by use of an interchangeable modular cockpit unit (produced as the Technoavia SP-91).
All Aero 