Monoplane

CASA C-212 Aviocar / IPTN NC-212

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C-212

Design of the Aviocar originated to provide the Spanish Air Force with a general purpose transport and first flight was made on 26 March 1971. Active military roles include ASW and Maritime Patrol, with nose-mounted radar, specified role equipment and fuselage hardpoints for torpedoes, rockets or depth charges. Specially equipped ELINT/ECM versions of the Aviocar are used by Portuguese Air Force and others.

CASA C-212 Aviocar Article

CASA 212ECM 502 Sqn Portuguese AF

Powered by two 776 hp AiResearch TPE331 251C turboprops driving four blade propellers, the C.212 has an unpressurized fuselage with full section rear doors for heavy freight or for paradropping. Able to operate from unimproved 2,000-foot strips, loads, with a flight crew of two, include 2000 kg (4410 lb) of cargo, 15 paratroops and jumpmaster, or 12 stretcher patients and three attendants or sitting casualties. Versions are available for navigational instruction, air survey and other special roles, and studies have been made of armament schemes which include stores pylons for guns, bombs or rockets under the fuselage and wings. The prototype flew on March 26, 1971, and by late 1976 well over 100 had been sold.
Since early 1987 the standard production version was the Series 300, which has an increased maximum take-off weight of 8,000kg (for the military variant), improved range and payload, and structural modifications including a redesigned nose and glassfibre wingtips. The military version can carry two 500 litre auxiliary fuel tanks on underwing hardpoints. The 26-seat commercial Series 300 flew in September 1984.
Several special-mission Aviocars are offered, including an Elint/ECM version and an ASW/maritime patrol model. The ASW/maritime patrol model is equipped with a nose-mounted 270Oscan APS-128 search radar for maritime patrol or a 3600 radar for ASW duties. Two underwing hardpoints are provided.
The Mexican Navy purchased nine Aviocars for maritime duties (plus another for VIP transport) without radar but retaining other maritime equipment.
The 212 was manufactured under licence by IPTN from 1976 as the NC-212.
By 1990 a total of 435 aircraft were built.

Engines two 908 shp Garrett-AiResearch turboprops
Seats 26.
Gross wt. 16,091 lb
Empty wt. 9,072 lb
Fuel capacity 555 USG
Top speed 242 mph
Initial climb rate 1,730 fpm
Ceiling 28,000 ft
Range 1,070 miles.
Takeoff distance (50 ft) 1,588 ft.
Landing distance (50 ft) 1,700 ft.

C-212-200
Engines: 2 x Garrett TPE331-10 turboprops, 671kW
Max Take-off weight: 7450 kg / 16425 lb
Loaded weight: 3915 kg / 8631 lb
Empty wt: 4115 kg.
Payload: 2770 kg.
Wingspan: 19 m / 62 ft 4 in
Length: 15.16 m / 49 ft 9 in
Height: 6.68 m / 21 ft 11 in
Wing area: 40 sq.m / 430.56 sq ft
Cruise speed: 385 km/h / 239 mph
Initial ROC: 455 m / min.
Ceiling: 8500+ m.
T/O run: 440 m.
Ldg run: 250 m.
Fuel internal: 2000 lt.
Range w/max.fuel: 1620 km / 1007 miles
Range w/max.payload: 760 km / 472 miles
Crew: 2
Passengers: 15-26

C.212-200 CC
First built: 1971.
Engines: 2 x Garrett TPE-331-501 C, 900 shp.
Props: Hartzell 4-blade, 110-in.
Seats: 28.
Length: 49.8 ft.
Height: 21.8 ft.
Wingspan: 62.3 ft.
Wing area: 430 sq.ft.
Wing aspect ratio: 9.
Maximum ramp weight: 16,537 lbs.
Maximum takeoff weight: 16,427 lbs.
Standard empty weight: 9700 lbs.
Maximum useful load: 6272 lbs.
Maximum landing weight: 16,207 lbs.
Wing loading: 38.2 lbs/sq.ft.
Power loading: 9.1 lbs/hp.
Maximum usable fuel: 3538 lbs.
Best rate of climb: 1735 fpm.
Service ceiling: 28,000 ft.
Maximum single-engine rate of climb: 345 fpm @ 112 kts.
Single-engine climb gradient: 182 ft/nm.
Single-engine ceiling: 11,500 ft.
Maximum speed: 200 kts.
Normal cruise @ 10,000ft: 192 kts.
Fuel flow @ normal cruise: 650 pph.
Endurance at normal cruise: 4.9 hrs:
Stalling speed clean: 84 kts.
Stalling speed gear/flaps down: 71 kts.
Turbulent-air penetration speed: 147 kts.

CASA C 212-300 Aviocar
Engine: 2 x AlliedSignal TPE 331 10R, 662 shp
Length: 53.15 ft / 16.2 m
Height: 20.669 ft / 6.3 m
Wingspan: 66.929 ft / 20.4 m
Wing area: 441.324 sqft / 41.0 sqm
Max take off weight: 16978.5 lb / 7700.0 kg
Weight empty: 10650.2 lb / 4830.0 kg
Max. weight carried: 6328.4 lb / 2870.0 kg
Max. speed: 200 kts / 370 km/h
Landing speed: 83 kts / 154 km/h
Cruising speed: 166 kts / 308 km/h
Initial climb rate: 1574.80 ft/min / 8.00 m/s
Service ceiling: 26083 ft / 7950 m
Wing load: 38.54 lb/sq.ft / 188.0 kg/sq.m
Range: 329 nm / 610 km
Crew: 2
Payload: 23-26 pax

CASA C-207 Azor

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CASA 207

The Azor is basically a scaled-up version of the CASA 202 Halcon, intended as a 30-38 seat commercial transport.

CASA C-207 Azor Article

The prototype, completed in August 1955, was powered by two 2040 hp Bristol Hercules 730 engines.

Following the production of ten of the basic C-207-A 30-passenger transport aircraft for the Spanish Air Force (designated T.7A), CASA completed ten C-207-C (T.7B) Azors equipped for cargo carrying.

C.207C Azor

C-207
Engines: 2 x Bristol Hercules 730, 1522kW
Max Take-off weight: 16500 kg / 36376 lb
Empty weight: 10600 kg / 23369 lb
Payload: 3000kg / 6614 lb
Wingspan: 27.8 m / 91 ft 2 in
Length: 20.85 m / 68 ft 5 in
Height: 7.75 m / 25 ft 5 in
Wing area: 85.8 sq.m / 923.54 sq ft
Max. speed: 420 km/h / 261 mph
Cruise speed: 400 km/h / 249 mph
Ceiling: 8000 m / 26250 ft
Range w/max.payload: 2350 km / 1460 miles
Crew: 4
Passengers: 40

CASA C-202 Halcon

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CASA 202

The second aircraft of original design to be produced in Spain, the CASA 202 Halcon flew for the first time on 21 May 1953. Twenty were being produced for Iberia’s internal routes.

CASA 202 Halcon
Engines: 2 x ENMA Beta B-4, 775 hp
Wingspan: 70 ft 9 in
Wing area: 617.6 sq.ft
Length: 52 ft 6 in
Height: 12 ft 6 in
Empty weight: 11,615 lb
Loaded weight: 17,900 lb
Max speed: 192.5 mph at SL / 230 mph at 23,950 ft
Cruise 70%: 205 mph
Service ceiling: 23,950 ft
Passenger capacity: 14-18
Crew: 3

CASA C 202 B Halcon
Engine: 2 x Wright Cyclone R 1850 56, 1282 hp
Length: 53.576 ft / 16.33 m
Height: 20.899 ft / 6.37 m
Wing span: 67.52 ft / 20.58 m
Wing area: 602.784 sq.ft / 56.0 sq.m
Max take off weight: 21278.3 lb / 9650.0 kg
Weight empty: 13825.4 lb / 6270.0 kg
Max. speed: 233 kts / 432 kph
Cruising speed: 215 kts / 398 kph
Service ceiling: 24934 ft / 7600 m
Wing load: 35.26 lb/sq.ft / 172.0 kg/sq.m
Range: 1485 nm / 2750 km
Crew: 2
Payload: 8pax

CASA C-101 Aviojet / E.25           

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Designed by Construcciones Aeronauticas SA with collaboration from MBB and Northrop, the prototype of the CASA C 101 Aviojet made its maiden flight on 27 June 1977. A tandem two seat basic and advanced trainer with light attack capability, the C-101 is powered by a Garrett TFE731 2 25 non afterburning turbofan. The Aviojet features six pylons and a gun pack under the rear seat with either a single 30 mm DEFA cannon or two 12.7 mm machine guns.
The Garrett AiResearch TFE731 turbofan combines with a large integral fuel capacity to provide a seven hour endurance

CASA C-101 Aviojet Article

Spain’s CASA C 101 Aviojet has the Spanish air force designation E.25, entering service in 1980. An armed version has been exported to Honduras (4) and Chile (60).
Four versions of the Aviojet single-turbofan tandem-seat trainer have been built. The C.101EB was the initial trainer variant for the Spanish Air Force, production of which was completed during 1985.

An export trainer version, the C.101BB (operated by Chile as the T-36 Halcon), has an uprated engine and provision for arma¬ment on underwing hardpoints, while the C.101CC, (operated by Chile as the A-36 Halcon), is a light-attack aircraft with a further uprated engine offering 19.l3kN thrust. Weap¬ons options for the C.101CC include an under-fuselage 30mm DEFA cannon pod, rocket and gun pods underwing, together with bombs and AGM-65 Maverick ASMs.

The C-101BB armed export model differs from the C-101EB primarily in having a Garrett AiResearch TFE 731-3-1J turbofan rated at 3700 lb / 1658 kg rather than the 3500 lb / 1588 kg TFE 731-2-2J, and provision for interchangeable ventral packs containing either one 30mm DEFA 553 cannon or two 12.7mm M3 machine guns, six underwing pylons, an optical weapons sight and an armament control system. The -3 turbofan was first flown in the second Aviojet prototype in February 1981.
Announced in 1984, the C.101DD enhanced training version first flew on May 20, 1985. The CC.101DD Aviojet has the more powerful engine of the C.101CC combined with a major avionics upgrade which includes a Ferranti headup display weapons aiming computer, a Ferranti FIN 1100 altitude and heading reference system, a radar warning receiver, and flare/chaff dispensing pods. A reconnaissance pack and laser target designator are optional for both the C.101CC and DD versions.

C-101
Engine: 1 x Garrett TFE731-2-25 turbofan
Max Take-off weight: 5600 kg / 12346 lb
Empty weight: 3350 kg / 7386 lb
Wingspan: 10.6 m / 34 ft 9 in
Length: 12.25 m / 40 ft 2 in
Height: 4.25 m / 13 ft 11 in
Wing area: 20.0 sq.m / 215.28 sq ft
Max. speed: 685 km/h / 426 mph
Ceiling: 12500 m / 41000 ft
Range w/max.fuel: 3800 km / 2361 miles
Range w/max.payload: 370 km / 230 miles
Armament: 1 x 30mm cannon, 2000kg of weapons
Crew: 1-2

C.101CC Aviojet
Engine: 1 x Garrett TFE731-5.
Installed thrust: 19.2 kN (21kN).
Span: 10.6 m.
Length: 12.5 m.
Wing area: 20 sq.m
Empty wt: 3340 kg.
MTOW: 6300 kg.
Warload: 2250 kg.
Max speed: 769 kph.
Initial ROC: 1500 m / min.
Ceiling: 12,800 m.
T/O run: 560 m.
Ldg run: 480 m.
Fuel internal: 2410 lt.
Range/Endurance: 3700 km / 7 hr.
Combat radius lo-lo-hi: 520 km.
Armament: 1 x 30 mm or 2 x .5 in.
Hardpoints: 6.

CASA C-101EB Aviojet
Engine: 1 x Garrett TFE731-2-2J turbofan, 3,550lb thrust.
Length: 40.19ft (12.25m)
Width: 34.78ft (10.60m)
Height: 13.94ft (4.25m)
Maximum Speed: 478mph (770kmh; 416kts)
Maximum Range: 2,485miles (4,000km)
Rate-of-Climb: 4,900ft/min (1,494m/min)
Service Ceiling: 41,010ft (12,500m; 7.8miles)
Armament: 1 x 30mm DEFA cannon or 2 x 12.7mm M3 machine guns.
Up to 4,890lbs of external ordnance
Accommodation: 2
Hardpoints: 6
Empty Weight: 8,378lbs (3,800kg)
Maximum Take-Off Weight: 12,346lbs (5,600kg)

Carpenterie M 81 Butterfly

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The M 81 uses mixed wood and steel construction, all covered in heat-shrunk Dacron.

Engine: Rotax 912, 80 hp
Wing span: 9.6 m
Wing area: 15.5 sq.m
MAUW: 450 kg
Empty weight: 255 kg
Fuel capacity: 40 lt
Fuel consumption: 15 lt/hr
Max speed: 150 kph
Cruise speed: 120 kph
Minimum speed: 65 kph
Climb rate: 3 m/s
Seats: 2
Price (1998): 30,000 DM
Kit price (1998): 20,000 DM

Carma VT-1 Weejet / Dale Air-Engineering WEEJET 800

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In the early fifties Harold Dale played with the idea to design the ideal jet trainer: seating trainee and instructor side-by-side in front of the wing for clear visibility all around. It should have a slow landing speed and a comfortable cruising speed of 350 mph. The plane Harold had in mind was a mid-wing cantilever monoplane of aluminium alloy structure, with slotted flaps, leading edge intake ducts, semi-monocoque fuselage, upwards opening doors, butterfly tail unit and retractable tricycle landing gear.

Harold Dale was a project engineer with North American working on the F-100, so his ideal plane had to be designed in the spare time. He had assistance from his wife Eleanor who also had an engineering degree, handling much of the mathematics, administration, etc.

The name chosen was the WEEJET 800 (WE=Harold and Eleanor), the 800 meaning the power class of the licence built Turboméca Marboré II engine of 880 lb thrust.

In February 1952 Dale Air-Engineering (Torrance, California) and the WEEJET 800 were official registered and the first material was submitted to the CAA West Region Administration. It was the first jet aircraft in the small plane field submitted to the CAA, who followed every phase of the two and a half years of design and evaluated all data during development.

In 1954 a local aircraft parts manufacturer (Carma Manufacturing Co) heard of the design and got involved in the project in two ways: he supplied the hydraulic shock absorber struts and offered to built the aircraft in his plant in Tucson, Arizona. Now it became feasible to produce and market the aircraft. Construction started at Tucson in the second half of 1954 and five people worked one and a half years on it.

The prototype (N8209H) conducted its 20 minutes first flight on Good Friday March 30, 1956, with Harold Dale at the controls. During the following weeks further test flights were made by another pilot, except for the spin tests, these were performed by USAF-pilot Doneby; the aircraft handled and performed well.

During 1956 the US Navy had become interested in jet trainers and the WEEJET was to be in their evaluation. Therefore all data had to be available before the end of the month and the aircraft was to be flown to Patuxtent, Maryland on April 29. On April 28 1956 disaster struck: during the final spin test the pilot inadvertently activated the trim tab into full nose-down position. The pilot lost control while trying to recover and had to bail out, the aircraft crashed and burned. Later data was found thrown clear of the wreckage, showing the spin tests were a complete success.

All following data was issued on April 25, 1956 in a proposal to the US Navy for the production version. The designation was Carma WEEJET TRAINER.

Gallery

Carma VT-1 WEEJET
Type: Two side by side seat primary jet trainer
Engine: Continental J69-T-9 (Marbore II), 920 lb (417 kg) s.t.
Wingspan: 28 ft 0 in (8.53 m)
Length: 24 ft 6 in (7.47 m)
Height: 6 ft 8 in (2.03 m)
Wing area: 150 sq.ft (13.94 sq.m)
Empty Wt: 2,481 lb (1,125 kg)
Max T/O Wt: 4,541 lb (2,060 kg)
Max speed: 334 mph (537 km/h) at 15,000 ft (4,570 m)
Cruise speed: 208 mph at 25,000 ft
Max climb: 2,200 ft (670 m)/min
Service ceiling: 35,000 ft (10,670 m)
Endurance: 1.72 hr at sea level

CARMAM M-200 Foehn / CVT M200

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Designed by Alberto and Piero Morelli, the M-200 is a two-seater high performance version of their Standard Class M-100S which was built under licence both in Italy and by CARMAM at Moulins-Avernes as the M-100S Mesange (Tomtit). The prototype M-200 was built under contract for the Aero Club of Italy by the CVT (Centra di Volo a Vela del Politecnico di Torino) at Turin, and made its first flight in May 1964.

Production was undertaken under an exclusive licence by CARMAM, who built it as the M-200 Foehn, completing one more prototype and five pre-production aircraft before starting the definitive production batch. Main difference between the M-200 and the M-100S is the former’s widened fuselage to accommodate two staggered side-by-side seats, the one-piece canopy opening sideways to port; this seating arrangement obviates the need for ballast when the aircraft is flown solo, and gives good visibility to both pilots. The M-200 is designed to be easy to fly for first solos and, like the M-100S, is fully aerobatic; it is also suitable for flying in cloud. Wing span of the M-200 has been increased from the 15m of the M-100S to 18.15m (59ft 6.5 in) and it is slightly longer; the wing structure is very similar to that of the M-100S, with a leading edge torsion box and air brakes consisting of four instead of three pairs of light alloy rotating plates above and below each wing. The fuselage is of plywood construction with frames and stringers and the landing gear consists of a non-retractable monowheel with a drum brake and a rubber-sprung nose-skid; there is also a tailskid.

M-200
Span: 18.14m / 59 ft 6.5 in
Length: 7.6 m / 24 ft 1.25 in
Height: 6 ft 5 in
Wing area: 17.46 sq.m / 188.4 sqft
Aspect ratio: 19.0
Empty Weight: 345kg / 760lb
Gross Weight: 570kg / 1255lb
Payload: 225kg / 495lb
Water ballast: None
Wing Load: 32.65kg/sq.m / 6.7lb/sq.ft
Max speed: 121 kt / 225 km/h / 140 mph (in smooth air)
Max rough air speed: 81 kt / 150 km/h
Stalling speed: 38 kt / 70 km/h
MinSink: 0.64 m/s / 2.1 fps / 1.24 kt
Best glide ratio / L/DMax: 32:1 at 98 kph/ 54 kt/ 61 mph
No. of Seats: 2
Airfoil: NACA 63-619/15

CARMAM JP-15 / Pettier PA 15-34 Kit-Club

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CARMAN JP 15-36 Aiglon

The Aiglon (Eaglet) was a private venture design by CARMAM’s technical directors Robert Jacquet and Jean Pettier, and is a restricted Standard Class sailplane; design work began in September 1971, and the prototype made its first flight on 14 June 1974.

Series production began in 1976, the first production JP15-36A making its first flight on 16 October that year; a version with a retractable monowheel and provision for up to 121 lb of water ballast is designated JP 15-36AR.

The single-seater Aiglon is intended for intensive club use and so special attention has been paid to good flying qualities and safe landing characteristics for not-so-experienced pilots. Construction is of glassfibre, the cantilever mid wing having a single glassfibre spar and a glassfibre/Rohacell/epoxy sandwich skin and steel-tipped wing tip ‘salmon’ fairings. The ailerons are of plastic and can be operated either differentially or in unison, and there are Schempp-Hirth airbrakes on the upper and lower surfaces; for ease of wing rigging the aileron and air brake controls are designed to connect automatically. The semimonocoque glassfibre fuselage is moulded in two halves and joined at the centreline, a single bulkhead forming the cockpit backrest and a shock-absorbing structure for the monowheel. A large one-piece canopy gives excellent visibility, while both seat and rudder pedals are adjustable in flight: on the JP 15-36A the monowheel s fixed and has a cable brake, and there is also a tail bumper. The swept back fin is integral with the fuselage, and the wooden rudder is fabric-covered, the all-moving tailplane is of plastics construction.

JP.15-36 Aiglon

The Pettier PA 15-34 Kit-Club homebuilt version is essentially the same as the JP 15-36A but with some structural simplification and redesign to make it more suitable for amateur builders; the glassfibre wings are factory-made. Plywood-covered spruce construction of the fuselage and tail unit replaces the Aiglon’s more sophisticated glassfibre structure, although the Kit-Club’s nose-cone is of glassfibre. The tail boom, rudder and rear part of the tailplane are fabric-covered, and there is a fixed unsprung monowheel, with a cable-operated drum brake on production aircraft. The change to wood construction results in only a slight weight penalty, the maximum weight going up to 926lb, and performance is very similar to the JP15-36A’s. The prototype Kit-Club made its first flight on 6 November 1976, and 12 had been built by December 1979. The Kit-Club is also available in factory-built form from CARMAM.

By January 1980 a total of 39 JP 15-36Aand JP 15-36AR Aiglons had been sold

The CARMAN JP 15-38 Standard Class single seater utilises the same wings as the JP 15-36A Aiglon with provision for 220lb of water ballast; these are married to a new fuselage of similar construction to the JP 15-36A, which has a mechanically retractable unsprung monowheel. Instead of the Aiglon’s low-set tailplane the 15-38 has a T-tail, with elevator and spring trim.

15-38

Construction of the 15-38 began in February 1977 and the prototype made its first flight on 17 June 1979.

JP. 15-36 Aiglon
Wing span: 15.0 m / 49 ft 2.5 in
Length: 6.4 m / 21 ft 0 in
Height: 1.4 m / 4 ft 7 in
Wing area: 11.0 sq.m / 118.4 sq.ft
Wing section: Wortmann FX-67-K-170/67-126
Aspect ratio: 20.4
Empty weight: 200 kg / 441 lb
Max weight: 390 kg / 860 lb
Water ballast: None
Max wing loading: 35.5 kg/sq.m / 7.27 lb/sq ft
Max speed: 130 kt / 240 km/h
Stalling speed: 33.5 kt / 62 km/h
Min sink: 0.6 m/sec / 2 ft/sec at 40.5 kt / 75 km/h
Max rough air speed: 108 kt / 200 km/h
Best glide ratio: 36 at 49.5 kt / 92 km/h

CARMAM JP15-36A
Span: 49ft 2.5 in
Length: 20ft 3 in
Height: 4ft 7 in
Wing area: 114.7 sqft
Aspect ratio: 20.4
Empty weight: 505 lb
Max weight: 860 lb
Max speed: 136mph (in smooth air)
Max aero-tow speed: 103 mph
Min sinking speed: 2.03ft/sec at 45 mph
Best glide ratio: 36.9:1 at 50 mph

CARMAM 15-38
Span: 49ft 2.5 in
Length: 21 ft 11.75 in
Height: 4ft 8 in
Wing area: 118.4 sqft
Aspect ratio: 20.6
Empty weight: 507 1b
Max weight: 970 lb
Max speed: 136 mph (in smooth air)
Max area-tow speed: 136 mph
Min sinking speed: 1.97ft/sec at 46.5 mph
Best glide ratio: 38:1 at 62 mph

JP.15-36 Aiglon

Carlson Sparrow

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Sparrow II

The Carlson Aircraft Sparrow Ultralight is a three axis aircraft conforming to FAA 103 regulations.
The Sparrow II is a two seat version of the Sparrow ultralight with optional folding wings.

Gallery

Sparrow II
Engine: Rotax 582, 66 hp.
Speed max: 130 mph.
Cruise: 110 mph.
Range: 300 sm.
Stall: 36 mph.
ROC: 1750 fpm.
Take-off dist: 75 ft.
Landing dist: 150 ft.
Fuel cap: 10 USG.
Weight empty: 510 lbs.
Gross: 1050 lbs.
Height: 7.75 ft.
Length: 18 ft.
Wing span: 31.5 ft.
Wing area: 140 sq.ft.
Seats: 2.
Landing gear: nose wheel.

Sparrow II XTC
Engine: Subaru, 82 hp.
HP range: 66-85.
Speed max: 130 mph.
Cruise: 110 mph.
Range: 400 sm.
ROC: 1100 fpm.
Take-off dist: 150 ft.
Landing dist: 250 ft.
Service ceiling: 13,000 ft.
Fuel cap: 22 USG.
Weight empty: 600 lbs.
Gross: 1250 lbs.
Height: 7.75 ft.
Length: 18 ft.
Wing span: 31.17 ft.
Wing area: 140 sq.ft.
Seats: 2.
Landing gear: nose wheel.
Optional Continental C-85 or Rotax 912 engine.

Sparrow Sport Special
Engine: Rotax 503, 52 hp.
Speed max: 120 mph.
Cruise: 85 mph.
Range: 300 sm.
Stall: 31 mph.
ROC: 1750 fpm.
Take-off dist: 85 ft.
Landing dist: 175 ft.
Service ceiling: 12,000 ft.
Fuel cap: 10 USG.
Weight empty: 360 lbs.
Gross: 710 lbs.
Height: 5.3 ft.
Length: 16.8 ft.
Wing span: 26.8 ft.
Wing area: 117 sq.ft.
Seats: 1.
Landing gear: tail wheel.

Sparrow Ultralight
Engine: Rotax 277, 28 hp.
Wing span: 30.2 ft.
Wing area: 120 sq.ft.
Length: 16.75 ft.
Height: 6.75 ft.
Weight empty: 115 kg / 254 lbs.
MTOW Weight: 229 kg / 504 lbs
Fuel cap: 5 USG.
Cruise: 50 kt / 58 mph / 93 kmh.
Range: 200 sm.
Stall: 26 mph / 23 kt / 42 kmh
VNE: 55 kt / 63 mph / 101 kmh
ROC: 750 fpm.
Take-off dist: 140 ft.
Landing dist: 195 ft.
Service ceiling: 10,000 ft.
Seats: 1.
Landing gear: nose wheel.