Composite Industries Limited (CIL) was formed to develop the aircraft initially designated the Eagle XDS (Eagle X Dual Seater). A name change followed the thought that XDS emphasised a training role and XTS Eagle two seater was adopted instead. After a prototype the design was frozen for two pre production prototypes. The Eagle prototype uses a 100hp Continental 0 200 engine to give a 800 fpm rate of climb, 115 knot cruise, weighs 959 kgs at Max T/O weight with a minimum airspeed of 44 knots. There are two major changes incorpo¬rated in the pre production prototypes. The fuselage is three inches deeper in the cockpit area as a result of a quest to provide a safety “crush zone” and the undercarriage was being changed from tapered struts to legs attached to rubber blocks in compression. The aircraft failed to meet the JAR-VLA requirements, and received a special category certificate of airworthiness from Australia’s CAA. The stall speed exceeded the permitted 45 kts by 2 kts, at MAUW and forward C of G.
Stanisław Działowski developed the DKD-X “Aeromobil” car project during 1930-1931. The ”Aeromobil” took so much that he abandoned the implementation of previous projects. The plane was to serve as an air taxi or a liaison aircraft. In 1931, together with his brother Mieczysław Działowski, they started the construction of a three-wheeled self-propelled trolley constituting the traction part of the future aircraft, which, after detaching the back of the hull and wings, could move on the ground like a car. The construction of the trolley was completed in October 1932 and it was demonstrated on the streets of Krakow in October 1933.
In 1934, Stanisław Działowski developed an improved version of the DKD-X / 2 with a stronger engine with larger dimensions and wing surface, and a more aesthetic appearance. The funds for constructing the prototype were obtained from social contributions, emitting, among others, brick stamps, unfortunately the unit’s command expressed opposition, prohibiting this form of collecting funds. This forced the constructor to suspend work on advanced construction.
A two- or three-seater high-winged craft with mixed construction. The wings were double-spared, wooden, supported by V-braces, and folded for hanger and transport. The nose was covered with plywood, the remaining part with fabric.
The hull trolley was truss welded from steel pipes, covered with fabric. The front part of the fuselage contained a cabin with two seats next to each other, in the second version there was a third seat or place for a stretcher, it was covered with sheet metal. The back of the fuselage is removable from the trolley, was welded from steel pipes, covered with fabric.
A three-wheeled chassis provided with two steering wheels at the front and one wheel driven by gearboxes at the rear. The front wheels were fixed. During the flight, the wheel with the drive was to be concealed in the hull, and to move on the ground, extended to 1/3 of the height of the wheel. The rear wheel was driven by a separate small engine.
In the opinion of IBTL, it was stated that DKD-X will reach the calculated speed of 210 km / h, and only 140 km / h. This reduced the attractiveness of the offer. The severe illness that Stanisław Działowski later underwent pushed for an indefinite period of completion of construction.
Being later the technical director of the LOPP Pilots School in Stanisławów, he worked on improving the structure, which was not finished before the war. In May and June 1938, the DKD-X / 2 hull was exhibited at the 1st National Air Show in Lviv.
DKD-X / 1 Engine: Napier Javelin, 110-125 kW (150-170 hp) + Moto Schakosch, 12 kW (16 HP) Span: 9.00 m Length: 6.80 m Height: 1.70 m Wing area: 16.00 m2 Empty weight: 380) kg Payload: 220 kg Total weight: 600 kg Speed on the road: 40-45 km / h.
DKD-X / 2 Engine: 15 kW (20 HP) BMW wheel drive Span: 12.95 m Length: 7.45 m Height: 1.73 m Wing area: 211-25.00 m2 Empty weight: 450 kg Total weight: 750-800 kg Max speed: 210 km / h Cruise speed: 180 km / h Stall: 75 km / h Speed on the road: 50 km / h.
In 1929-1930 the Działowski brothers designed the three-seater sports planes DKD-VII and DKD-VIII (differing only with engine: Siemens 55hp or Genet 80hp respectively), however aerodynamic trials at Aerodynamics Institute in Warsaw exposed numerous shortcomings of the design and further work was cancelled.
In 1930, the construction of DKD-VIII began as a high wing aircraft of mixed construction.
Suspension of support for the project and lack of financial resources, as well as the constructor’s interest in the new project (DKD-X) resulted in discontinuation of works on DKD-VIII.
Engine: DKD-VII: Siemens-Halske Sh-4, 40 kW (55 hp) DKD-VIII: Armstrong Siddeley Genet, 59 kW (80 HP). Span: 11.0 m Length: 7.3 m Height: 2.35 m Wing area: 20.0 m2
Empty weight: 380 kg Max weight: 800 kg Max speed: 155 km / h Cruising speed: 135 km / h Stall: 60 km / h Rate of climb: 3 m / s Ceiling: 3600 m Range: 640 km
Following their experience with the Działowski D.K.D.3 at the first National Lightplane Contest in 1927, the Działowski brothers, Stanisław and Mieczysław, set about designing and funding their entrant to the following year’s competition. Several established Polish aircraft companies offered both easy terms for purchase of material and free assembly. The costs of materials were covered by LOPP, while the engine was purchased thanks to the collection of money. The materials were purchased at PZL, PWS and Plage and Laśkiewicz.
Both the Kraków branch of LOPP and the Kraków Aeroclub agreed to buy an example. LOPP decided to use a 34 kW (45 hp) Anzani 6 six-cylinder radial engine, the Działowskis’ original choice, but the Aeroclub selected a 41 kW (55 hp), five cylinder Siemens-Halske Sh 4 radial. The latter was initially designated D.K.D.5, soon revised to DKD.4bis.
The D.K.D.4 was a two-seat parasol monoplane with a three part, wooden, two spar, fabric covered wing which was trapezoidal in plan. The central section was mounted on two outward-leaning pairs of steel cabane struts from the upper fuselage, one to each spar and each outer panel was braced to the lower fuselage longerons with a pair of steel struts to the spars. Its wingtip ailerons were short and broad. There was a large semi-circular cut-out in the central trailing edge to ease cockpit access and enhance the upward field of view.
Its fuselage was similar to that of the D.K.D.3, which had a welded steel tube girder structure with wooden frames, stringers and fabric covering, producing an oval cross-section apart from a flat underside. The radial engines of both versions were mounted with their cylinders exposed but otherwise under a duralumin cowling. The D.K.D.4’s empennage was conventional and tidier than that of its predecessor. Its trapezoidal horizontal tail was mounted on top of the fuselage and its similarly shaped fin mounted a rectangular, unbalanced rudder which reached down to the keel, working in a cut-out between the elevators. Their steel tube structure was fabric covered. Larger area, balanced rudders area were added to both examples in late 1929, together with larger ailerons.
The prototypes had simple, single axle, fixed landing gear with two V-struts with a bracing crossbar between their vertices, though the sole production example dispensed with the crossbar.
The two copies of the DKD-IV aircraft were built: one (factory number 1) with Siemens engine, designated DKD-IV bis, and initially named DKD-V, for LOPP, and the second (factory number 2), named DKD-IV for the Academic Aeroclub in Krakow. DKD-IV bis also differed from DKD-IV with cut ends of ailerons. Both copies were built in Park 2 of the Air Regiment in Krakow and flown in September 1928.
The D.K.D.4 and the 4bis both made their first flights in September 1928. This gave time for trials and development before the second National Lightplane Contest, which started on 29 October with twelve contestants. Both took part in the 2nd National Competition of Light Ships. J. Bargiel (the winner) and Iwaszkiewiczówna took part in the DKD-IV, and DKD-IV bis, piloted by Kaczmarczyk 9 came 5th) and M. Działowski. The D.K.D.3, flown by its designer, came third.
During the flight from Krakow to Warsaw for the Competition, both planes were damaged, but thanks to the help of the employees of the Polish Aeronautics Company, they were repaired in time. In the DKD-IV Competition he was 1st, and DKD-IV as 3rd.
In the autumn of 1928 the commander of the 2nd Air Regiment wanted to order 25 DKD-IV for military aviation, but the Aeronautics Department did not accept the order. The first plane in the series for the army was already under construction. At the turn of 1928 and 1929, S. Działowski completed the construction of this copy (factory number 3), with the Anzani engine for the Academic Aeroclub of Krakow. In 1929 aircraft received new registration marks: DKD-IV bis factory No. 1- SP-ABA, later changed to SP-ABX, DKD-IV factory number 2- SP-ABL and factory number 3 SP-ABY.
In 1929, SP-ABA was exhibited at the Universal National Exhibition in Poznań. In May 1930, K. Piotrowski made a flight to Olomouc and Brno in DKD-IV. Airplanes were used for training and promotion flights (eg during ski competitions in Zakopane). In addition, they took part in the South-Western Polish Flight in 1929 (Działowski at SP-ABY won the 3rd prize) and in Podhalańskie Złot Awionetka in Nowy Targ on October 3, 1930. In the Third National Competition of Light Ships in 1930. DKD-IV bis took 11th place. DKD-IV No. 2 SP-ABL was renovated in 1934 and converted into a single-seater, and the fuselage was covered with cloth directly, resulting in its sides becoming flat. The aircraft, after renovation, was used by the Kraków Aeroclub from May 1934 to July 1935.
On 28th January 1930 pilot J.Soltykowski flew the DKD.4bis SP-ABL under the Debnin bridge at Krakov three times.
The later D.K.D.5 was a fully aerobatic and final development of the D.K.D.4 design. It was powered by a 63 kW (85 hp) Cirrus III four cylinder upright air-cooled inline engine mounted exposed. An aerodynamic clean-up included a divided undercarriage with cranked axles and a long oleo strut from the outer axle to the upper longeron on each side. Its wings were foldable and their span and area were 11% greater than the D.K.D.4. It first flew in July 1930, piloted by its designer. Despite a slight increase in weight over the D.K.D.4bis, the large increase of power and the clean-up raised its maximum speed to 175 km/h (109 mph), gave it a ceiling of 4,500 m (14,800 ft) and enabled it to reach 1,000 m (3,300 ft) in six minutes.
The D.K.D.5 SP-ACY did not reach the Warsaw Second International Tourism Challenge as it was badly damaged in an emergency landing after a fuel pipe broke during its flight to Warsaw at Końskie. S. Działowski (with competition number 03) suffered serious injuries. It was rebuilt and operated by the Kraków Aeroclub and competed in competitions and rallies.
DKD.4 Engine: Anzani 6, 34 kW (45 hp) Span: 9.0 m Length: 5.5 m Height: 2.28 m Wing area: 13.5 m2 Empty weight: 264-318 kg Payload: 230 kg Max weight: 548 kg Speed max: 135 km / h Cruising speed: 126 km / h Stall: 75 km / h Rate of climb: 1.5 m / s Ceiling: 2270 m
DKD.4bis Engine: Siemens-Halske Sh 4, 41 kW (55 hp) Propeller: 2-bladed Wing span: 9.0 m (29 ft 6 in) Length: 5.6 m (18 ft 4 in) Height: 2.2 m (7 ft 6 in) Wing area: 13.5 sq.m (145 sq ft) Empty weight: 345 kg (761 lb) Payload: 242-294 kg MAUW: 638 kg (1,407 lb) Speed max: 140 kph / 87 mph / 76 kn at sea level Cruising speed: 125 kph / 78 mph / 67 kn Stall: 80 km / h ROC: 1.4 m / s Time to 2,000 m (6,600 ft): 23 min Service ceiling: 3,000 m (9,800 ft) Seats: 2
DKD.5 Engine: Cirrus III, 63 kW (85 hp) Span: 10.0 m Length: 6.6 or 6.3 m Height: 2.7 or 2.1 m Wing area: 18.0 m2 Empty weight: 440 kg Gross weight: 650 kg Max speed: 175 km / h Cruising speed: 150 km / h Stall speed: 75 km / h Rate of climb: 2.5 m / s Ceiling: 3500 m
In the summer of 1927, Stanisław Działowski transformed the wrecked DKD-I plane into a single-seat DKD-III aircraft. With the help of his colleagues, Działowski made a new fuselage and chassis in the 2 Air Regiment workshops in Kraków, and renovated the batten, which came with the tail from DKD-I. From Aeronautics Department MSWojsk rented an Anzani engine.
A single-seat high-wing aircraft with mixed construction. Trapezoidal wing, wooden, covered with fabric. The nose is covered with plywood. The wing was attached to the hull on a turret of steel pipes and supported by two pairs of steel pipe braced with steel wire. Equipped with ailerons. The truss-welded hull was from steel pipes, covered with fabric. The front of the hull was covered with sheet metal. There was an open cockpit and classic fixed undercarriage.
The plane was built for the First National Competition for Light Ships and was flown on 4.10.1927 at the Kraków-Rakowice airport. It received the registration P-PAWD.
The next day, after the flight, Działowski made a flight from Krakow via Dęblin to Warsaw for the Awionettes Competition. In the competition, the aircraft received the best score for attempts to take off, landing, altitude and disassembly, but due to the engine defect during the flight it finally took 4th place.
In 1928, the aircraft was improved, but at the cost of increasing its weight. In the 2nd Awionette Competition in 1928, S. Działowski took fifth place at the DKD-III.
In 1929, the aircraft received SP-ACR registration marks.
In 1930, it took part in the Third National Competition of Light Ships, but was damaged during a forced landing in a circular flight.
The DKD-III was used for several years and made a total of about 1800 flights with a total time of 431 hours.
Engine: Anzani, 33 kW (45 hp) Span: 9.0 or 8.4 m Length: 5.2 m Height: 2.1 m Wing area: 11.5 m2 Empty weight: 293 kg (after mod. 314 kg) Total weight: 420 kg (after mod. 463 kg) Maximum speed: 125 km / h Cruising speed: 110 km / h Stall: 72 km / h Rate of climb: 2 m / s Ceiling: 3800 m Range: 500 km
The design of the DKD-I aircraft was developed by the brothers Stanisław and Mieczysław Działowski in 1925. The aircraft was designed for the Haacke engine. It was bought by Gabriel Bydgoszcz shoemaker Jan Krüger from the Gabriel brothers. The engine came from the Gabriel PV airplane. Construction began in the basement of the house at ul. Pomorska in Bydgoszcz, and completed in the Pilotów School in Bydgoszcz.
It was a two-seater high-wing with mixed construction. Trapezoidal wing, wooden, covered with fabric, the leading edge covered with plywood and attached to the hull on four steel pipes, crossed with wire, supported by V-shaped braces. Wings were equipped with ailerons.
A hull with a rectangular cross-section, truss, welded from steel pipes. The front of the hull is covered with aluminum sheet. Under the airfoil, in the center of gravity of the aircraft there was an indoor passenger cabin with windows in the sides of the fuselage, the pilot’s cabin uncovered. Rectangular poles, welded from steel pipes, covered with cloth, and a classic fixed undercarriage.
The Haacke flat engine had 22 kW (30 HP).
The DKD-I plane was flown on February 1, 1926 at Bydgoszcz airport.
In order to improve the visibility from the cab, the airfoil was raised above the hull and the airfoil was enlarged near the cabin. After removing the defects and alterations on November 20, 1926, the plane, although it was made as a two-seater, was used as a single-seater.
On 25-27.05.1927, S. Działowski made the first inter-city trip with the DKD-I – from Bydgoszcz via Toruń to Warsaw (2 hours 10 minutes). In Warsaw, the plane was shown on May 1927, at the LOPP Exhibition. After the exhibition, during a flight from Warsaw to Krakow, the plane was seriously damaged during a forced landing. After it was damaged its components were used to build the DKD-III.
Engine: Haacke, 22 kW (30 HP Span: 9.0 or 8.4 m Wing area: 11.5 m 2 Length: 5.5 m Height: 1.9 m Empty weight: 220 kg Maximum weight: 393 kg Max speed: 120 km / h Cruise speed: 100 km / h Stall: 65 km / h
In mid-1924, brothers Stanisław and Mieczysław Działowscy started the construction of the “Bydgoszczanka” glider in their own project at the Pilotów School in Bydgoszcz.
A single-seat high wing aircraft with wooden structure. The Bydgoszczanka was a trapezoidal, double-girder flap, to the first girder covered with plywood, then with canvas. The wings are fastened to a reinforced rib, hull grids placed on vertical struts and stiffened with wires running to the upper and lower hull frame strips. Ailerons with large horn aerodynamic relief could be pivoted down or up simultaneously, supporting the operation of the elevator. Horizontal ballast and rudders were covered with canvas.
The hull in the form of a flat grate, consisting of an oval frame glued together from several layers of slats and vertical struts, crossed with wires. On the horizontal bar in the front of the fuselage, pilot’s seat. Chassis at first skids, later wheels.
The construction of the glider was completed in 1925. “Bydgoszczanka” took part in the Second Glider Competition in Oksywie, Gdynia, in May-June 1925, piloted by Strzelczyk. The first flight of 15 seconds was made on May 18, 1925.
During the competition, 8 flights were made on it in the total time of 1 min 12 s. The glider was broken at the end of the competition. Initially, the glider had a skid chassis, a high altitude rudder, and a high rudder rudder. After the failure after the failed start, the glider was processed, making a cut in the rudder (on the rudder) and placing the rudder downwards, and the chassis was changed to a wheel.
Bydgoszczanka Span: 10.24 or 10.25 m Length: 6.5 m Height: 2.6 m Wing area: 15 sq.m Empty weight: 78 kg Total weight: 148 kg
Circa 1998, a new version of the Chickinox, the Top 2000 has the tailplane supported by a unique design of boom. Rotax engines of 50 to 80 hp are suitable, or Subaru.
Engine: Subaru 1600, 83 hp Wing span: 9.5 m Wing area: 14.9 sq.m MAUW: 450 kg Empty weight: 220 kg Fuel capacity: 38+22 lt Seats: 2 Max speed: 150 kph Cruise speed: 110 kph Minimum speed: 65 kph Climb rate: 4 m/s Fuel consumption: 15 lt/hr
In October 1988 it was reported that the Indian Air Force had placed an order for 25 Chickinox ultralights to be placed at the disposal of selected flying clubs and for pre-selection of future IAF pilots.
The Limousine S-LSA has elements of the MCR-4S and the Twin-R, designed to fit the LSA category. The airframe is based on the MCR-4S. The cabin is finished with the interior developed for the Twin engine “Twin-R”. It includes the new memory foam seats for comfort. The Limousine S-LSA bascally the MCR-4S certified under the S-LSA category. A two seater factory built in compliance with ASTM standards, with options and the interior designed for the Twin-R. It is a MCR-4S factory built and limited to 2 occupants whereas the 4S comes as a kit.
For its launch, the Limousine S-LSA was offered at 127,728 Euros +GST/VAT ex factory until 31 December 2010.
Engine: Rotax 912S, 100 hp Propeller: 2 blade fix pitch Wing span: 8.72 m / 28 ft 5 in Length: 6.72 m / 22 ft 5 in Height: 1.95 m / 6 ft 4 in Wing area: 8,30 m / 87.7 sq ft Aspect ratio: 9,20 Empty Weight fully equiped: 280 Kg / 616 lbs Structural MTOW: 750 Kg / 1650 lbs Useful load at 600Kg: 320 Kg / 704 lbs Fuel tanks: 2 x 100L=200L Total / 52 US Gal Wing loading: 77 kg/m / 18.8 lb/sq ft Speed at 75% Cruise, FL 0: 128 Kts (240 Km/h) Speed at 75% Cruise , FL80: 139 Kts (257 Km/h) Consumption at 75%: 20.7 L/h / 5.5 US Gal Range standard tanks at 75%: 1342 Nm (2486Km) Speed at 65% & FL110: 132 Kts (245 Km/h) Consumption at 65%: 17.9 L/h / 5 US Gal Range standard tanks at 65%: 1477 Nm (2737Km) Take Off distance: 200 m / 656 ft Climb rate, FL 0: 700 ft/min G loading: +3.8 /-1.5 g Glide ratio: 16/1 Cabin Width: 1.17 m / 46 in
