The Sparrow Hawk is a twin boom, twin fin, ultralight aircraft built with mixed construction including Kevlar, Carbon Fiber, Polyurethane Foam, a Rotax 532 four-stroke engine in Pusher configuration, and features a cantilever shoulder wing, fixed landing gear and two seat enclosed cockpit. Former Boeing design engineer Charles “Chuck” Herbst was responsible for the original design.
The public debut of the Sparrow Hawk was at the EAA Annual Convention and Fly-In in July 1985, when two Sparrow Hawks attended, registered N5793F and N5832M. The manufacturer and model of N5793F is recorded by the Federal Aviation Administration (FAA) as an “Ultralight Aircraft Ltd Sparrow Hawk Mk II”, while N5832M is recorded as an “Aero Dynamics Ltd Sparrow Hawk MkII”. Seven were manufactured by Aero Dynamics Limited.
Sparrow Hawk (G-BOZU, not marked, arrived by road) at a fly-in at Wroughton Airfield in July 1992
Although it did fly, the SparrowHawk was a somewhat marginal airplane that needed redesign to correct a number of problems including empennage flutter, drive design and some less than sufficient structure. It was also underpowered.
The design faltered and exchanged hands several times, being held longest by the same folks who owned the now failed NSI. During that period the project really went nowhere, and it was gathering dust in the corner of their shop.
A Sparrow Hawk (N23SH) is currently preserved at the Oakland Aviation Museum.
Sparrow Hawk II Powerplant: 1 × Rotax 532, 64 hp (48 kW) Wingspan: 34 ft 5 in (10.49 m) Length: 17 ft 10 in (5.44 m) Maximum speed: 105 mph (169 km/h; 91 kn) Cruise speed: 95 mph (153 km/h; 83 kn) Stall speed: 36 mph (58 km/h; 31 kn) Crew: one Capacity: one passenger
Single seat single engined mid wing mono¬plane with unconventional three axis control (conventional three axis control optional). Wing has unswept leading and trailing edges, and constant chord; V tail. Pitch/yaw control by elevon; roll control by one third span ailerons; control inputs through stick for pitch/yaw/roll (optional: stick for pitch/roll and pedals for yaw). Cantilever wing; wing profile; double surface. Undercarriage has three wheels in tricycle formation (MkIII and MkIII B), tail dragger formation (MkII); suspension on all wheels. Nosewheel steering independent from yaw control. Wood/foam/steel tube fuselage, partially enclosed (totally enclosed optional). Engine mounted above wing driving pusher propeller. Mylar wing covering.
Conceived by Nick Leighty, the prototype Invader was seen for the first time at Sun ‘n’ Fun in 1982 where it won the outstanding aircraft award, which ensured considerable success every time the aircraft appeared in public. The aircraft is covered in transparent plastic which allows the whole structure of the aircraft to be seen and is proving to be a real marketing asset.
The Invader is controlled purely through a stick in the standard version, a mixer transmitting the stick movements to the ailerons and the elevons on the V tail. It is possible, however, to build this single seater to give conventional control using the rudder bar, which is fitted anyway to control the steering. On the MkIII type (with tricycle undercarriage) it controls the nosewheel, while on the MkII (with tail dragger under-carriage) it steers the tailwheel, the undercar¬riage being the principal difference between the two versions. The wing is made up of a central section to which are joined the wings and the aileron controls and these are demountable for easy transport and garaging.
Offered as a set of plans for $60 in 1983, the cost of building an aircraft being reckoned at $1500 for material and 300 400h labour. Ribs are made of white block styr¬ofoam, hot wire cut to shape and reinforced with spruce cap strips to tie them to the spar. The geodesic structure ensures excellent rigidity and the fuselage structure is made up of 4130 chrome molybdenum steel, welded. However, the rib structure has not been well received by the European homebuilders, where there are still few people used to the idea of a ‘consumable’ aircraft, as these ribs have an expected life of around four years if the aircraft is garaged or covered when not in use.
At Sun ‘n’ Fun in March 1983 Ultra Efficient Products confirmed its intention to sell the Invader as kits during this year. At that time the machine was expected to have a Yamaha engine with reduction drive or a Zenoah G25B of 20 to 22 hp using direct drive. However, since then a MkIII B version has appeared, similar in all respects to the MkIII but with Rotax 277 power. The undercarriage configuration does not make a significant difference to the weight or per¬formance of the aircraft.
Engine: Yamaha, 14hp rpm Power per unit area 0.10hp/sq.ft, 1.1 hp/sq.m Fuel capacity 2.5 US gal, 2.1 Imp gal, 9.5 litre Length overall 18.0 ft, 5.49 m Height overall 4.0ft, 1.22m Wing span 31.0ft, 9.44m Constant chord 4.5 ft, 1.37 m Sweepback 0 deg Total wing area 140 sq.ft, 13.0 sq.m Wing aspect ratio 6.9/1 Empty weight 165 lb, 75kg Max take off weight 380 lb, 172kg Payload 215 lb, 98 kg Max wing loading 2.71 lb/sq.ft, 13.2 kg/sq.m Max power loading 27.1 lb/hp, 12.3 kg/hp Load factors +4, 4 design Max level speed 55mph, 88kph Never exceed speed 60 mph, 97 kph Max cruising speed 40 mph, 64 kph Stalling speed 20 mph, 32 kph Max climb rate at sea level 500 ft/min, 2.5 m/s Min sink rate 250 ft/min at 40 mph, 13 m/s at 64 kph Best glide ratio with power off 14/1 at 40 mph, 64 kph Take off distance 150 ft, 45 m Landing dis¬tance 175 ft, 53 m Service ceiling 4000 ft, 1220 m Range at average cruising speed 100 mile, 161 km
Engine: Rotax 277, 28hp at 6500 rpm Propeller diameter and pitch 44 x 15 inch, 1.12 x 0.38 m Power per unit area 0.20hp/sq.ft, 2.2 hp/sq.m Fuel capacity 2.5 US gal, 2.1 Imp gal, 9.5 litre Length overall 18.0 ft, 5.49 m Height overall 4.0ft, 1.22m Wing span 31.0ft, 9.44m Constant chord 4.5 ft, 1.37 m Sweepback 0 deg Total wing area 140 sq.ft, 13.0 sq.m Wing aspect ratio 6.9/1 Empty weight 185 lb, 84kg Max take off weight 400 lb, 181kg Payload 215 lb, 98 kg Max wing loading 2.86 lb/sq.ft, 13.9 kg/sq.m Max power loading 20.0 lb/hp, 6.5 kg/hp Load factors +3.5 design Max level speed 60mph, 97kph Never exceed speed 70 mph, 113 kph Max cruising speed 45 mph, 72 kph Economic cruising speed 40mph, 64kph Stalling speed 22 mph, 35 kph Max climb rate at sea level 500 ft/min, 2.5 m/s
Invader Mk.IIIB Engine: Rotax 277, 28 hp Empty wt.: 245 lbs Max wt.: 475 lbs Wing span: 31 ft Wing area: 144 sq.ft. Length: 5.49m Aspect ratio 7:1 Length 18’ Wing loading: 3.2 lbs/sq.ft Power loading: 16.9 lbs/hp L/D 14:1 Max speed mph: 60 mph Cruise: 50 mph Stall: 27 mph Vne: 80 mph Seats: 1 Takeoff roll 150 ft Climb rate 500 fpm Fuel capacity 1.25 USG
Invader Mk.IV Sport Engine: Rotax 277, 28 hp Prop: 56 x 22 Wing sapn: 28 ft Wing area: 126 sq.ft Empty wt: 225 lbs Max wt: 450 lbs Cruise: 50 mph Stall: 27 mph Vmax: 60 mph ROC: 600 fpm TO run: 150 ft Ldg roll: 100 ft
Invader Mk.IV Sail Engine: Rotax 277, 28 hp Prop: 56 x 22 Wingspan: 36 ft Wing area: 135 sq.ft Empty wt: 225 lbs Max wt: 450 lbs Cruise: 40 mph Stall: 27 mph Vmax: 60 mph ROC: 600 fpm TO run: 150 ft Ldg roll: 100 ft
Designed and built in Belgium by Erik Reynders as a low-cost homebuilt microlight aeroplane, the first Calypso was a single-seat which first flew in October 1994. Construction of about 24 airframes of the Calypso in single seat or two seat configuration were started by 2004, of which 14 were ready to fly in that year.
The homebuilt kits of the Calypso are produced by Ultracraft in Heusden-Zolder, Belgium. The kit delivered to a customer includes a completed airframe of welded chrome-molybdenum steel tube, and an aluminium cockpit. Composites and wood are used in the aircraft and its wings. Power-unit options include the 2-stroke Rotax 582 and the 4-stroke Rotax 912 engine. The wings of the Calypso can be folded, which reduces the needed parking space in the hangar.
Engine: Rotax 447, 40 hp Wing span: 8.65 m Wing area: 11.5 sq.m MAUW: 295 kg Empty weight: 150 kg Fuel capacity: 40-60 lt Max speed: 155 kph Cruise speed: 105 kph Minimum speed: 50 kph Climb rate: 3 m/s Certification: Belgique Seats: 1 Fuel consumption: 8 lt/hr Price (1998): 630 000 FB
Single seat single engined high wing mono¬plane with conventional three axis control. Wing has swept back leading and trailing edges, and constant chord; no tail, canard wing. Pitch control by fully flying canard; yaw control by tip rudders; roll control by spoilers; control inputs through yoke for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile; single surface. Undercar¬riage has three wheels in tricycle formation; suspension NC on nosewheel and glass fibre suspension on main wheels. Push right go-¬right nosewheel steering connected to yaw control. Brake on nosewheel. Aluminium tube framework, with pod. Engine mounted below wing driving pusher propeller. Rudders and canard are covered in Stits polyriber fabric.
The prototype having made its first flights at the end of the summer in 1982. The prototype used a KFM 107ER motor which gives, according to Ultavia Aircraft, 25 hp at 6300 rpm and is becoming optional on the production models, the standard version coming with a Cuyuna 430R; a 2/1 reduction drive system for the 430R is also optional for $300 extra. The Ultavia is fitted with a yoke, rather than a stick. Its spoilers can be used differentially to control roll and together to act as air brakes. This machine comes as standard with a glass fibre nose cone, fitted with a Lexan transparent windscreen. The accent is put by the manufacturer on rapid rigging and de rigging, with single ¬surface resin impregnated Dacron wings which can be rolled up around the spars and stored in a bag, like a Rogallo wing. A genuine 15 min rigging time is claimed.
The Ultavia will be available during the summer of 1983, as a kit requiring 30h assembly at a price of $4595 (with a Cuyuna 430D) or factory built for $5395. A KFM 107ER engine costs $640 extra; an instrument panel is also available.
Engine: Cuyuna 430R Max power 30hp at 5500rpm Propeller diameter and pitch 54 x 17 inch, 1.37 x 0.43 m Belt reduction, ratio 2.0/1 Power per unit area 0.19 hp/sq.ft, 2.1 hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Wing span 32.0ft, 9.75m Constant chord 5.0 ft, 1.52 m Main wing area 155 sq.ft, 14.4 sq.m Main wing aspect ratio 6.6/1 Nosewheel diameter overall 11 inch, 28 cm Main wheels diameter overall 11 inch, 28cm Empty weight 230 lb, 104kg Max take off weight 480 lb, 217kg Payload 250 lb, 113kg Max wing loading 3.09 lb/sq.ft, 15.1kg/sq.m Max power loading 16.0lb/hp, 7.2kg/hp Never exceed speed 55mph, 88kph Stalling speed 24mph, 39 kph Best glide ratio with power off 10/1 Take off distance 150 ft, 45 m Service ceiling 13,000 ft, 4000 m
The Jaroslav Sedláček UL-jih Colibri was an easy built aircraft, with two side-by-side seats, braced wing, powered by a Rotax 503 UL/DCDI in pusher configuration.
With sprung landing gear with a nose wheel, the fuselage is aluminium and steel tubes, wings aluminum tubes, PU ribs, aluminum structure ailerons, and steel support structure with thin wall steel tubes. Wing fuel tanks were optional.
Engine: Rotax 503 UL/DCDI Span: 9,44 m Length: 5,5 m Wing area: 12 sq.m Weight: 195 kg Speed range: 62 – 140 km/h
The ULBI Wild Thing is a German ultralight aircraft, designed by R. Kurtz and produced by Ultraleicht Bau International (ULBI), of Hassfurt. The aircraft was supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.
Since 1997 the Wild Things have been built in WT 01 and WT 02 versions at the Aerodrome Hafurt (EDQT). Construction is of aluminum and the Wild Thing is suitable for training, towing, as well as for the relaxing.
The Wild Thing wings are foldable, and an engine option is a Hirth F 20.
In the 1990s the aircraft was marketed by Air-Max GmbH of Nuremberg, Germany.
The aircraft was introduced in 1996 and production ended when ULBI went out of business in 2014.
The first aeroplane with a circular wing, the Spheroplan, was built in Russia by A.G.Ufimtsev in 1909-10. Ufimtsev practised controlling the Spheroplan in numerous runs on the ground, but the tests were never completed because of the damage done to the apparatus by a sudden storm.
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