1980: Bushby Aircraft Inc., Route 1, PO Box 13B, Minooka, IL 60447, USA.
Bushby
Monoplane
Buse’Air 150
Built from laminates, the Buse’Air meets the microlight definition. In 1997 the tailplane was improved for stability.
Empty weight: 240 kg
Wing span: 10.4 m
Wing area: 16 sq.m
Fuel capacity: 70 lt
Engine: Rotax 912, 80 hp
MAUW: 450 kg
Seats: 2
Max speed: 195 kph
Cruise speed: 150 kph
Minimum speed: 60 kph
Climb rate: 6 m/s
Fuel consumption: 10 lt/hr
Price (1998): 245 000 Fttc
Buscaylet-Bechereau 2 / BB-2 / Letord-Béchereau LB-2
A derivative of the Letord-Bechereau 2 embodying some redesign and built by Buscaylet Pere et Fils- Bobin, the BB2 single-seat fighter was tendered to meet the requirements of the 1923 C1 programme and the sole prototype was flown in 1924. Powered by a 500hp Salmson 18Cm 18-cylinder water-cooled engine driving the propeller via an extension shaft, the BB2 was of essentially similar configuration to that of the earlier LB2, but replaced the inclined aerofoil surfaces between the undercarriage structure and mid span with very substantial struts. Armament comprised the standard pair of 7.7mm machine guns. Prototype trials proved disappointing and the aircraft was discarded from the official short list of contenders. However, further development as a two-seat fighter was later undertaken by its designer, Louis Bechereau, after his appointment as chief of the airframe design staff of the Salmson company.
The 1921 Letord-Béchereau LB-2 design for Établissements Letord (Émile-Louis Letord) was continued as the 1924 Buscaylet-Béchereau BB-2. It was also known as the Buscaylet-Bechereau C.1 (to 1923 C1 contest).
Engine: 500hp Salmson 18Cm
Take-off weight: 1758 kg / 3876 lb
Empty weight: 1350 kg / 2976 lb
Wingspan: 14.00 m / 46 ft 11 in
Length: 10.00 m / 33 ft 10 in
Height: 3.00 m / 10 ft 10 in
Wing area: 39.00 sq.m / 419.79 sq ft
Max. speed: 250 km/h / 155 mph
Buscaylet de Monge 5/2
During 1922, Buscaylet Pere et Fils-Bobin produced a single-seat parasol fighter monoplane designed by Louis de Monge. Known as the Buscaylet- de Monge 5/2, the fighter was of metal construction with metal fuselage skinning and wooden wing skinning. Provision was made to fit auxiliary stub wings (serving to increase the wing area from 24sq.m to 32sq.m to convert the aircraft to sesquiplane configuration for the high altitude role. Powered by a 300hp Hispano-Suiza 8Fb water-cooled engine and carrying an armament of two 7.7mm synchronised machine guns, the Buscaylet-de Monge 5/2 was flown for the first time in 1923 at Villacoublay, but was declared to modern for service use, further development being abandoned.
Engine: 300hp Hispano-Suiza 8Fb
Take-off weight: 1350 kg / 2976 lb
Wingspan: 10.90 m / 36 ft 9 in
Length: 7.15 m / 23 ft 5 in
Height: 2.70 m / 9 ft 10 in
Wing area: 24.0 sq.m / 258.33 sq ft
Max. speed: 270 km/h / 168 mph
Burns BA-42
Burns Aircraft Co began development in 1964 of high-performance 6/8- seat business aircraft powered by two Continental flat-six engines. The prototype Burns BA-42 flew for the first time on 28 April 1966.
It was claimed that the Burns, thanks to superior aerodynamic refinement, would do on two 210 hp engines anything the Cessna 310 would do on two 260s. On closer examination, you discovered that when the Burns’ lighter weight and lower payload were taken into account, it would not.
Engines: 2 x Continental IO-360D, 210 hp
Propellers: constant-speed MacCauley
Wingspan: 8.7 m
Length: 9.75 m
Height: 2.3 m
Maximum weight: 1950 kg
Empty weight: 1086 kg
Maximum speed (sea level): 375 km/h
Cruise speed (at 3000 m altitude and with 75% of power): 275 km/h
Range (with 75% of power): 1450 km
Burnelli CBY-3 Loadmaster / Canadian Car & Foundry CBY-3 Loadmaster
Can Car had a new aircraft it hoped would give the company access to the larger transport aircraft market. Cancargo Aircraft Manufacturing Co Ltd, a wholly owned subsidiary of the Canadian Car & Foundry Company was formed about 1950 to build the Burnelli Loadmaster transport. This was the CBY 3 Loadmaster, the brainchild of V J Brunelli, a long time advocate of the lifting fuselage as a means of increasing the efficiency of transport aircraft. The Brunelli design incorporated an aerofoil section fuselage between twin booms, which were extended forward to carry the engine nacelles and aft to carry the twin fins and rudders. The cockpit nacelle extended outwards from the fuselage between the engines and access to the freight or passenger compartments was by doors in each boom.
Although work was started on the CBY 3 in 1943 at Montreal, the prototype did not fly until late 1945. It proved to be overweight and underpowered with no obvious benefits to be derived from the lifting fuselage. An initial order of ten aircraft from Transportes Aereos Centro Americanos (TACA) of Nicaragua in passenger/cargo configuration was cancelled and despite numerous attempts over 12 years to sell the design, no further orders were forthcoming and the prototype made its last flight in 1959. It is now in the New England Air Museum at Windsor Locks, Connecticut, USA.
The rights in this aircraft were acquired in 1952 by Airlifts Inc. of Miami, and reverted eventually to Ballard Aircraft Corporation
Engines: 2 x Pratt & Whitney R-2000-2SD13G Twin Wasp
Wingspan: 86 ft
Length: 54 ft 7 in
Empty weight: 16,800 lb
Loaded weight: 27,000 lb
Max speed: 233 mph at 7500 ft / 208 mph at SL
Cruise: 193 mph at 10,000 ft
ROC: 1050 fpm
Range: 1200 mi
Burnelli GX-3
Built for Guggenheim competition.
Burnelli CB-16 / Uppercu-Burnelli Aircraft Corp CU-16
The CB-16 monoplane was built as an executive transport for banker Paul W. Chapman and was designed by Vincent Burnelli. The design of Burnelli’s first monoplane embodied his ‘lifting body’ techniques, which involved a more extensive blending of the fuselage with the wing to provide greater lift – and accident survival. The high-wing, open-cockpit CB-16 is also notable for being the first multi-engined aircraft capable of single-engined operation, and possesses a retractable landing gear and an all-stressed metal design. Despite its promising nature and Burnelli’s ideas, the CB-16 was lost due to a maintenance error.
Engine: 2 x 371kW Curtiss Conqueror
Crew: 2
Passengers: 20
Wingspan: 27.40 m / 89 ft 11 in
Length: 14.00 m / 45 ft 11 in
Cruise speed: 185 km/h / 115 mph
Range: 1287 km / 800 miles
Burnelli UB-14
The Burnelli UB-14 and a developed variant named OA-1 Clyde Clipper were 1930s American prototype lifting-fuselage airliners designed by Vincent Burnelli, who was responsible for constructing the first two examples.
Following on from his earlier designs Vincent Burnelli designed a commercial transport version using the lifting-fuselage concept. Burnelli’s designs were based on the idea that an airfoil-section fuselage could contribute to the lift generated. The Burnelli UB-14 first flew in 1934, and had an airfoil-section fuselage that formed the centre-section of the wing. The aircraft had twin tailbooms and a widespan tailplane and elevator fitted with twin fins and rudders. The UB-14 had retractable landing gear and was powered by two Pratt & Whitney radial engines. An enclosed cockpit for the crew of two was located on the centre wing’s upper surface. The cabin could hold 14 to 18 passengers.
The first prototype, UB-14, was destroyed in a 1935 accident attributed to faulty maintenance on the aileron control system. Burnelli then designed and built an improved version, the UB-14B. An extensively modified version of the UB-14B design was built under licence in the United Kingdom by Cunliffe-Owen Aircraft, powered by two Bristol Perseus XIVC radials as the Cunliffe-Owen OA-1 Clyde Clipper. The UB-14B was to have been built by Scottish Aviation, but with more streamlined inline engines.
Burnelli applied to the CAA for approval to fly a transatlantic flight with Clyde Edward Pangborn as the pilot in September 1936, however it failed its airworthiness certification due to an excessively long takeoff run and poor quality control. Its performance was later tested at A&AEE Boscombe Down in 1939.
After appropriate work, in June 1941 Jim Mollison and an Air Transport Auxiliary crew delivered the Cunliffe-Owen OA-1, now registered as G-AFMB to Fort Lamy, Chad. It was then fitted out as a personal transport for General De Gaulle. At one time it landed in Vichy France while en route to Fort Lamy. It was later abandoned at RAF Kabrit in Egypt, and burned during VJ-Day celebrations.
Variants
UB-14
Prototype, powered by Pratt & Whitney engines, registered as NX14740. Built by Burnelli Company. Destroyed 13 January 1935, without injury.
UB-14B
Second prototype with modifications, registered as NC15320. Built by Burnelli Company. Exported to Nicaragua in 1943 as AN-ABH.
OA-1
Third prototype, registered as G-AFMB, built by Cunliffe-Owen Aircraft under licence with further modifications, in the United Kingdom.
UB-14B
Crew: two
Capacity: 14–18 passengers
Length: 44 ft 0 in (13.41 m)
Wingspan: 71 ft 0 in (21.64 m)
Height: 10 ft 0 in (3.05 m)
Wing area: 686 sq ft (63.7 m2)
Airfoil:
Fuselage: NACA 4323
Outer wing root: NACA 2412
Outer wing tip: NACA 2409
Empty weight: 9,200 lb (4,173 kg)
Gross weight: 17,500 lb (7,938 kg)
Powerplant: 2 × Pratt & Whitney Hornet, 750 hp (560 kW) each
Maximum speed: 210 mph (340 km/h, 180 kn)
Cruise speed: 205 mph (330 km/h, 178 kn)
Range: 1,240 mi (2,000 km, 1,080 nmi)
Service ceiling: 22,000 ft (6,700 m)
Burlingame 1909 Monoplane
The 1909 Monoplane designed and built by Elmer A.Burlingame in the USA was one of the first monoplanes.
