Monoplane

CSS CSS-12

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Designed by Dr. Eng. Leszek Dulęba, the CSS-12 airliner was the first all-metal aircraft built in Poland after World War II.

Construction: metal, the cabin accommodated 2 crew and 10 passengers. Landing gear retractable in flight. The drive consisted of two in-line 12-cylinder Argus As411 A1 engines, with a power of 427 kW (580 hp) each.

The prototype flew on November 22, 1950. by L. Lech. After a year, the trials were discontinued, as the priority was given to the serial production of military aircraft. Work was resumed in 1955, as a result of which a second horizontal stabilizer was added. The prototype showed good flight characteristics and performance (Eng. A. Abłamowicz set an international altitude record on it), but the lack of interest in the aircraft on the part of LOT Polish Airlines and the lack of appropriate engines meant that the CSS-12 did not go into mass production. After the aircraft was written down in 1960, the front part of the fuselage was transferred to the NOT Museum of Technology in Warsaw, and the remaining part of the fuselage with wings was placed in the Jordan garden of WSM Sady Żoliborskie in Warsaw. In February 1967, the front part of the fuselage was transferred to the Museum of Aviation and Aeronautics in Krakow.

CSS CSS.11        

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The CSS-11 is an aircraft very similar to the CSS-10 aircraft. Work on both structures was carried out in parallel. The CSS-11 aircraft was built under the direction of engineer Leszek Dulęba. In April 1947, Leszek Dulęba was appointed as the Airframe Team Manager. Two prototypes of the CSS-11 aircraft were built in the CSS workshops.

The CSS-11 aircraft is a two-seater low-wing monoplane of mixed construction. The fuselage is made of steel tube, the wings are of wooden structure.

Simple wings with a wooden structure. NACA 23012 profile. They had one spar, covered with plywood from the front. The back part of the wing is covered with fabric. Slotted ailerons, differentially deflected, with a wooden frame, covered with fabric. The wing has no flaps.

Open cabins, second cabin located above. Truss hull, welded from steel pipes. The hull in the cabins is covered with duralumin sheet, in the rear part with fabric on profiled slats.

Trapezoidal tail with rounded ends. Double-girder fins, nose caisson covered with plywood, the rest with canvas. Rudders with a wooden frame, covered with canvas.

Fixed landing gear with tail wheel.

Walter “Minor 6-III” in-line engine with a take-off power of 125 hp (92 kW). The engine is carbureted. Two-bladed wooden propeller.

CSS-11 SP-BAH

On 18 October 1948, the first prototype made its first flight. The pilot was J. Szymankiewicz. Both aircraft were handed over to GIL for tests.

The CSS-11 aircraft proved successful. It had good flight characteristics. The results were better than expected. The plane performed aerobatic manoeuvres correctly and easily exited the spin. The assessment of the aircraft said that the CSS-11 aircraft is suitable for training and aerobatics.

Just like CSS-10, it was planned to launch serial production of CSS-11 aircraft. Production was to be 30 machines. The lack of engines stood in the way. License production of Walter engines in Poland has not been started. In the period 1952-1953, for political reasons, both prototypes were cancelled.

Engine: Walter Minor 6-III, 125 hp (92 kW)
Span: 10.60 m / 34 ft 8 in
Wing area: 16.50 sq/m / 168 sq.ft
Length: 7.50 m / 24 ft 8 in
Height: 1.83m / 7 ft
Empty weight: 575 kg
Take-off weight: 850 kg / 2070 lb
Payload: 200 kg
Fuel capacity: 90 lt
Top speed: 208 km/h / 140 mph
Cruising speed: 175 km/h / 105 mph
Landing speed: 75 km/h
ROC: 4.2 m/s
Ceiling: 5,950 m
Range: 660 km / 680 mi
Landing run: 160m
TO run: 120 m

CSS CSS.10

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In 1946, the CSS office received an order from the Ministry of Communications to develop thrree aircraft: school, training and aerobatic and passenger. In 1947, the first training aircraft project was developed, which was the CSS-10. The constructors of the aircraft were Franciszek Misztal and Stanisław Lasota.

The CSS-10 aircraft is a two-seat low-wing monoplane of mixed construction. The fuselage is made of steel pipes, the wings are of wooden structure.

Simple wings with a wooden structure. The wing has one spar, covered with plywood from the front. The back part of the wing is covered with fabric. Slotted ailerons, differentially deflected, with a wooden frame, covered with fabric. The wing has no flaps.

Open cabins, second cabin located above. Truss hull, welded from steel tube. The hull in the cabins is covered with duralumin sheet, in the rear part with fabric on profiled slats.

Trapezoidal tail with rounded ends. Double-girder fins, nose caisson covered with plywood, the rest with canvas. Rudders with a wooden frame, covered with canvas.

Fixed landing gear with tail wheel.

Since the construction of the CSS-10 aircraft in the workshops in Okęcie was impossible, the construction of prototypes began at WSK PZL Mielec. Corrections have been made to the design. The Walter Mikron II engine was used, with a power of 65 hp (48 kW). Therefore, the designation of the aircraft was changed to CSS-10 A. The CSS-10 A prototype, made its first flight on 3 September 1948 piloted by Ludwik Lech.

The CSS-10 aircraft was transported to Warsaw to the Central Aviation Institute. At GIL, the aircraft was tested. The aircraft did not perform well because the engine was underpowered. Due to the low engine power relative to the gross weight, the aircraft had a long take-off, low climb and unsatisfactory stall and spin characteristics and was deemed unsuitable for pilot training.

Another prototype, designated CSS-10 C, was equipped with a 105 hp (77 kW) Walter Minor 4-III engine. In addition, the wing received a slight slant. The first flight was made on 24 April 1949. This aircraft was also transported to GIL. The tests of the aircraft went well and the aircraft was cleared for aerobatics. In 1952, the aircraft was subjected to state tests, as a result of which the aircraft was approved for flights as a training and training aircraft. It was planned to build 40 aircraft of this type, but due to the lack of engines, the project was not implemented.

At that time, it was planned to start production of Walter engines under license in Poland. Production of the engines was not undertaken.

It was planned to produce 40 aircraft of this type, but due to the lack of Walter Minor 4-III engines, the project was finally abandoned.

In 1952, the planes were parked behind the hangar. The CSS-10A aircraft was destroyed (1955). In 1955, the CSS-10 C aircraft was renovated by members of the Warsaw Aero Club at Okęcie. The aircraft was shown at the Aviation Exhibition at Okęcie (1956). In order for the aircraft to fly, it was necessary to repair the landing gear, which was not carried out. In 1960 the plane was written off.

There was also an aircraft design, which was marked CSS-10 B. It differed from the CSS-10 C aircraft with a covered cabin. This prototype was not built.

CSS-10 A
Engine: Walter Mikron III, 48 kW (65 hp) take-off power / continuous 35 kW (48 hp).
Span: 10.70 m
Wing area: 15.73 sq.m
Length: 7.36 m
Height: 1.96m
Empty weight: 462 kg
Take-off weight: 691 kg
Payload: 149 kg
Fuel capacity: 82 lt
Top speed: 149 km/h
Cruising speed: 112 km/h
Landing speed: 75 km/h
ROC: 1.5 m/s
Ceiling: 2,250 m
Range: 310 km
TO run: 130 m
Landing run: 150 m

CSS-10 C
Engine: Walter Mikron 4-III, 77 kW (105 hp) take-off power / continuous 59 kW (80 hp)
Span: 10.58 m
Wing area: 15.73 sq.m
Length: 7.55 m
Height: 1.91m
Empty weight: 505 kg
Take-off weight: 756 kg
Payload: 251 kg
Fuel capacity: 82 lt
Top speed: 185 km/h
Cruising speed: 152 km/h
Landing speed: 72 km/h
ROC: 3.5 m/s
Ceiling: 4,900 m
Range: 440 km
Landing run: 130 m
TO run: 150 m

Cubcrafters CC11-100 Sport Cub / PA-18   

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Cubcrafters registered 48 aircraft (and reporting 52 sales) by 2012’s end. The Carbon Cub SS—with its proprietary CC340, 180 hp engine—and Sport Cub S2 continued in the 2013 market. 2012 Price: US$172,990 (Carbon Cub SS); US$134,950 (Sport Cub S2).

CubCrafters Carbon Cub
CubCrafters Carbon Cub SS

CubCrafters Carbon Cub SS
Engine: Titan 340 cc, 80 hp
Cruise speed: 104 kias
Useful load: 424 pounds
Base price: $189,990
Courtesy CubCrafters

Stall: 31 kt / 36 mph / 58 kmh
Cruise: 96 kt / 110 mph / 177 kmh
VNE: 120 kt / 138 mph / 222 kmh
Empty Weight: 374 kg / 825 lbs
MTOW Weight: 599 kg / 1320 lbs
Climb Ratio: 800 ft/min / 4 m/s
Take-off distance (50ft obstacle): 400 ft / 122 m
Landing distance (50ft obstacle): 500 ft / 152 m

CubCrafters CC11-100 Sport Cub
Engine: Continental O-200
TBO (hrs.): 1800
Horsepower@altitude: 100@SL
Fuel type: 100/100LL
Propeller type: FP/two-blade
Landing gear type: Fixed/Conv.
Max ramp weight (lbs): 1320
Gross weight (lbs.): 1320
Landing weight (lbs.): 1320
Empty weight, std. (lbs.): 825
Useful load, std. (lbs.): 495
Useful fuel, std. (gals.): 24
Payload, full std. fuel (lbs.): 351
Wingspan: 34 ft. 8 in.
Overall length: 23 ft. 3 in.
Height: 8 ft. 5 in.
Wing area (sq. ft.): 176
Wing loading (lbs./sq.ft.): 7.5
Power loading (lbs./hp): 13.2
Seating capacity: 2
Cabin doors: 1
Cabin width (in.): 30
Cabin height (in.): 50
Cruise speed, 75% (kts.): 92
Fuel consumption, 75% (gph): 4.5
Best rate of climb, SL (gph.): 800
Stall speed, dirty (kts.): 31
Service ceiling (ft.): 14,000
Takeoff ground run (ft.): 250
Takeoff over 50 ft. obstacle (ft.): 950
Landing ground run (ft.): 200
Landing over 50 ft. obstacle (ft.): 1000

2009 SPORT CUB S2
Base Price: $127, 500
Engine: 100 hp Continental O-200
Propeller type: 72×42-in. wood, carbon and glass composite
Max takeoff weight (lbs.): 1320
Max landing weight (lbs.): 1320
Gross weight (lbs.): 1320
Empty weight, std. (lbs.): 832
Max payload, full fuel (lbs.): 345 (wheels)
Fuel capacity (USgals.): 25 (24 usable)
Max useful load, std. (lbs.): 488
Cargo weight (lbs.): 120
Wingspan: 34 ft. 2 in.
Overall length: 23 ft. 3 in.
Overall height: 8 ft. 4 in.
Cabin width (in.): 30
Cabin height (in.): 52
Seating capacity: 2
Vso (kts.): 40
Vne (kts.): 32
Cruise speed (kts.): 103
Top speeed (mph): 122
Fuel consumption (gph): 4-5
Max range (mi.): 450
Takeoff ground roll (ft.): 415
Landing ground roll (ft.): 245

2001 Cub Crafters PA-18-180
Base price: $135,975 (new), $120,000-$130,000 (rebuilt)
Engine make/model:Lycoming O-360-C4P
Horsepower@rpm@takeoff: 180@2700@SL
Horsepower for takeoff:180
TBO hrs.: 2000
Fuel type:100LL
Propeller type/diameter: Fixed-pitch Sensenich/McCauley
Landing gear type: Conventional
Max ramp weight (lbs.): 2000
Gross weight (lbs.): 2000
Landing weight (lbs.): 2000
Empty weight, std. (lbs.): 1060
Empty weight, as tested (lbs.): 1150
Useful load, std. (lbs.): 940
Payload, full std. fuel (lbs.): 580-733
Usable fuel, std. (gals.): 34.4-60
Oil capacity (qts.): 8
Wingspan: 35.8 ft.
Overall length: 22.5 ft.
Height: 6 ft. 9 in.
Wing loading (lbs./sq. ft.): 11.2
Power loading (lbs./hp.): 11.1
Wheel base (in.): 17 ft. 2 in.
Wheel track (in.): 6 ft. 4.5 in.
Wheel size (in.): 8.00 x 6 (26-in. tundra opt.)
Seating capacity: 2-3 (opt.)
Cabin doors: 1
Cabin width (in.): 24
Cabin height (in.): 48
Baggage capacity (lbs.): 200
Max level speed (miles): 140
Cruise speed (miles) 75% power @ 6,500 ft.: 127
Cruise speed (miles) 65% power @ 6,500 ft.: 120
Cruise speed (miles) 55% power @ 6,500 ft.: 111
Max endurance (w/ reserve) (long-range tanks 61-USG) 75% power: 5.5 hrs.
Max endurance (w/ reserve) (long-range tanks 61-USG) 65% power: 7.1 hrs.
Max endurance (w/ reserve) (long-range tanks 61-USG) 55% power: 8.7 hrs.
Fuel consumption (USgph) 75% power: 10.9
Fuel consumption (USgph) 65% power: 8.5
Fuel consumption (USgph) 55% power: 7.0
Stall speed (flaps down, power off) (mi.): 30 indicated A/S
Stall speed (flaps down, power on) (mi.): 22 indicated A/S
Best rate of climb (fpm): 1500
Service ceiling (ft.): 25,000 (est.)
Takeoff ground roll (ft.): 150-200
Landing ground roll (ft.): 250-400

Croydon Aircraft Pither Replica

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Colin Smith and his Croydon Aircraft Company team put Herbert Pither’s design to a practical test. Colin was able to make working drawings from Otago Witness photographs, supplemented by specifications helpfully cited in newspaper reports.
He is confident the replica is as authentic as it is possible to be, given that there is no way of knowing what adjustments Pither made during testing.
Colin insisted the work be done from Pither’s perspective, protecting against the inevitable influence of hindsight. Helpful suggestions by interested on lookers to improve the design have been firmly resisted, and the only conscious design concessions (like extra strengthening and temporarily fixing the all flying tail plane in position) have been made for safety reasons.
The craft is heavier than Pither’s, 500 lb (230kg) though with the same centre of balance, making it, if anything, less likely to fly at the 250 lb (113kg) power output Pither specified.
February 18, 2005, at Mandeville airfield, Southland saw the first flight of the replica monoplane under the hands of Jerry Chisum. While exact measures of its performance are still being analysed, pilot Jerry Chisum eased it through a series of low runs of about 100m along the airfield. The take off speed measured from a chase car as 70kmph.

Chisum rated the craft as surprisingly airworthy and controllable.


The Pither can be inspected at the Croydon hangar, Mandeville, but Colin has no plans for more flying in the meantime.
‘We’ve proven it can do what Pither claimed, and exploring the extent of its limitations has never been part of the plan, and no more. We’re not intending to do circuits or take it up to 100 feet. If we wanted it to do more, we’d build something that had done more.”

Cross Ladybird

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Mr. David Cross, aged 23, in the aeroplane designed and built by himself in which he crashed from a height of 300 ft. near Gore, New Zealand, on Monday. Mr Cross was injured and the machine was wrecked.

The Ladybird first flew on 21 May 33 with ex-Pither 40hp JAP engine. Span 29ft.

He made several flights (Approx 6 ) including one of 14km and he was the first man to be prosecuted in New Zealand for flying without a licence.

On 24 May 1933 the ODT reported, “Some months ago it was hoped to take the machine into the air, but the engine with which it was then equipped – a four-cylinder motor cycle engine – was not sufficiently powerful to lift the plane and the young aviator finally obtained an old engine imported from England by Mr Pither of Invercargill some 22 years ago for aviation purposes.

“This was overhauled and found to be in good order and after some alterations it was installed in the machine.

“Much study and energy had been devoted to the construction of a small monoplane at Chatton, Eastern Southland, when a very proud young man named David Cecil Cross, made his first successful trial flights in the machine.

“In the presence of about 20 onlookers the monoplane was taken out on Sunday morning and the young man took his place at the controls.

“The machine took off beautifully, crossed the Washpool Creek and a row of tall poplar trees, reached an altitude of 200 feet and made a good landing. The return journey was commenced a few minutes later and would have been equally successful had not one of the wheels struck a log of wood which was almost hidden in the ground.

“A wheel was torn off and a certain amount of damage was done to the undercarriage, but the pilot was uninjured. Naturally the young man was very proud of his achievement, although the slight mishap at the end of the trial was a disappointment to him. The monoplane has a wing span of 29 feet and on account of its graceful lines has been called the Ladybird. Despite its age, the engine now installed is in excellent order.”

The Ladybird crashed in a turnip paddock at Otamita, Southland on 10 July 1933, and the remains went to the Croydon Aviation Heritage Centre at Mandeville, New Zealand, in 2012.