Designed by Thomas Hoff the H-70 two-place derivative of the Stearman-Hammond Y was a tailless (except for wingtip rudders), flying-wing with rudders mounted at the trailing edge and trailing-edge flap-type controllers, was originally built by Management & Research under a DoC program contract for lightplane development. Registered NX20399 and powered by a 95hp Menasco B-4 pusher engine, the one built did fly, although difficult to turn, but crashed in testing on 27 January 1938.
Tuscar H-71 NX20399
It was rebuilt by Tuscar as the H-71 and flown at Floyd Bennett Field for about 60 hours before crashing to finality in August 1945.
In 1998 former owner, Dick Sampson, commissioned an airworthy replica of the Pobjoy Special to be built by Bill Turner of Repeat Aviation. It is configured with the Wittman modifications, a cowled Pobjoy engine, and wooden wings. The aircraft is on display at the EAA Airventure Museum in Oshkosh, Wisconsin.
The Turner T-40B is basically the same as the T-40A, but with tricycle landing gear and other improvements. Development of the prototype began in 1966 and the first flight was made in 1969. Originally an 85-hp engine was used, but it was replaced by a 125-hp Lycoming in order to improve high altitude performance. Other refinements on the basic T-40A frame are: a bubble canopy, hydraulically-operated double-slotted flaps, and a fixed leading-edge droop.
Engine: Lycoming, 150 hp HP range: 100-150 Height: 6 ft Length: 20.8 ft Wing span: 29.6 ft Wing area: 106 sq.ft Weight empty: 1050 lbs Gross: 1640 lbs Fuel cap: 30 USG Speed max: 170 mph Cruise: 155 mph Range: 525 sm Stall: 62 mph ROC: 1200 fpm Take-off dist: 1100 ft Landing dist: 900 ft Service ceiling: 14,500 ft Seats: 2 Landing gear: nose or tail wheel
The T-40 was so successful that it collected 18 awards and convinced Turner that the only thing wrong with it was that nobody could ride along to enjoy the reading on the airspeed indicator; thus he created the T-40A. It is a two-place version of its predecessor. Turner simply divided the entire fuselage of the T-40 down the middle and in¬creased the cabin width from 24 to 40 inches. Flight tests showed that the 85-hp engine would still deliver 163 mph top speed with a fuselage nearly twice as wide as before and with considerably more airframe weight. Both Turners feature folding wings.
A Super T-40A with a 125hp motor appeared in 1972, and 1981 saw the entry of T-40C, or T-77, with a 150hp Lycoming.
T-40A Engine: Lycoming, 125 hp HP range: 100-125 Height: 6 ft Length: 20 ft Wing span: 25.4 ft Wing area: 96 sq.ft Empty weight: 1050 lb Gross weight: 1600 lb Fuel capacity: 22 USG Top speed: 160 mph Cruise: 147 mph Stall: 56 mph Range: 475 nm Rate of climb: 850 fpm Takeoff dist: 1250 ft Landing dist: 1200 ft Service ceiling: 12,000 ft Seats: 2 Landing gear: nose or tailwheel
“Super” T-40A Engine: Lycoming, 125 hp Height: 6 ft Length: 20 ft Wing span: 27.67 ft Wing area: 96 sq.ft Weight empty: 1050 lbs Gross: 1600 lbs Fuel cap: 22 USG Speed max: 170 mph Cruise: 147 mph Range: 475 sm Stall: 56 mph ROC: 850 fpm Take-off dist: 1250 ft Landing dist: 1200 ft Service ceiling: 12,000 ft Seats: 2 Landing gear: nose or tail wheel
The Turner airplane family got started in 1958. First aircraft in the series was the T-40, a sleek, hot little single-seater which won the 1961 Outstanding Design Trophy at the Experimental Aircraft Association Fly-In. Of all-wood construction and featuring a sliding hood canopy, the T-40 was first powered by a 65-hp engine and did without all the frills associated with an electrical system. First flying on 3 April 1961, in this form it cruised at 128 and blitzed along at 145 with the throttle firewalled. It featured folding wings for storage in a single-car garage. Later, an 85-hp package was added. Both Turners feature folding wings.
Engine: Continental, 85 hp HP range: 60-125 Height: 5.42 ft Length: 19.75 ft Wing span: 22.25 ft Wing area: 78 sq.ft Weight empty: 750 lbs Gross: 1060 lbs Fuel cap: 19 USG Speed max: 170 mph Cruise: 145 mph Range: 525 sm Stall: 55 mph ROC: 1100 fpm Take-off dist: 600 ft Landing dist: 400 ft Service ceiling: 12,500 ft Seats: 1 Landing gear: nose or tail wheel
The Kaan program, initiated in 2016 with an investment of $1.18 billion, was designed to replace Türkiye’s aging F-16 fleet. Developed with international collaboration from partners such as BAE Systems and Rolls-Royce, the program prioritizes local production and technology ownership. The aircraft incorporates advanced design features, including supercruise capability and reduced radar cross-section, alongside a suite of indigenous munitions such as the Gökdoğan and Bozdoğan air-to-air missiles. The program emphasizes network-enabled warfare capabilities and interoperability with UAVs and other air force assets.
The Kaan, developed by Turkish Aerospace Industries (TAI), is a fifth-generation twin-engine stealth fighter designed for air superiority and multirole operations. It is equipped with advanced AESA radar capable of detecting targets over 100 kilometers away, internal weapon bays to reduce radar visibility, and a payload capacity of more than 6,000 kilograms. Initial models are powered by General Electric F110 engines, with plans to integrate domestically developed engines in later versions. The Kaan is designed to operate with other platforms in the Turkish Air Force, including the F-35A.
The TAI TF Kaan, a fifth-generation stealth fighter jet, achieved its maiden flight on February 21, 2024, with a second successful flight on May 6, 2024.
Engines: General Electric F110 Wingspan: 14 m Length: 21 m Height: 6 m Speed: Mach 1.8 Operating altitude: 55,000 ft Combat range: of approx 1,100 km
The TAI Hürkuş (Free Bird) is a tandem two-seat, low wing, single engine, turboprop aircraft developed by Turkish Aerospace Industries (TAI) as a new basic trainer and ground attack aircraft for the Turkish Armed Forces.
The aircraft is named after Vecihi Hürkuş, a Turkish aviation pioneer and the first Turkish airplane manufacturer.
The TAI Hürkuş Development Program started with an agreement signed between Turkish Undersecretariat for Defense Industries (Savunma Sanayii Müsteşarlığı (SSM)) and TAI in March 2006. Under the agreement the company was to design, manufacture and complete the civil certification the aircraft to European Aviation Safety Agency CS 23 standards.
HÜRKUŞ Within the framework of the program; two aircraft configurations were to be developed.
HÜRKUŞ-A: Basic version which is to be certified with EASA according to CS-23 requirements. HÜRKUŞ-B: Advanced version with integrated avionics (including HUD, MFDs, and Mission Computer).
By June 2012 the Hürkuş program had consumed one million man-hours with the work of 140 engineers. About a quarter of the Turkish engineers who have worked on Hürkuş are female, as well as two of the three project heads.
The Hürkuş was to be equipped for inverted, day and night flying as well as basic pilot training, instrument flying, navigation training, weapons and formation training. The aircraft has good visibility from both cockpits with a 50 degree down-view angle from the rear cockpit, cabin pressurization (nominal 4.16 psid), Martin-Baker Mk T-16 N 0/0 ejection seats, an on-board oxygen generation system (OBOGS), an Environmental Control System (Vapor Cycle Cooling), an anti-G system, high shock absorbing landing gear for training missions, and Hands On Throttle and Stick (HOTAS). Microtecnica of Turin, Italy was been selected to provide the aircraft’s environmental control system. The Hürkuş has been designed for a 35-year service life with a TAI designed wing airfoil.
The Hürkuş development program has been subject to delays. In 2007 it was forecast that the first prototype would fly in late-2009 with first delivery, upon completion of the certification process, forecast for 2011. On 27 June 2012, the Hürkuş was officially rolled out at a ceremony held at TAI’s Kazan premises. The forecast date for the first flight was then delayed until later in 2012 and actually occurred on 29 August 2013 when the aircraft flew from the Ankara Akıncı Air Base on a 33-minute flight. The first flight was performed with landing gear down and to a height of 9500 ft.
Stability and control checks in different flight configurations have been conducted in the following flight tests. Landing gear up-down tests, cockpit pressurized tests and system functions pre-checks have been performed. The aircraft has reached 12.500 ft height and 158 knots speed currently.
At an SSIK’s meeting, held on Sept. 26, 2013, in order to meet the 15 new-generation trainer aircraft requirement of TurAF, contract negotiations regarding the serial production of HÜRKUŞ was started with TAI. The negotiations regarding HÜRKUŞ-B contract was on the signing.
Two prototypes were built. Entering service in 2015, 15 were built.
Hürkuş Engine: 1 × Pratt & Whitney Canada PT6A-68T turboprop, 1,200 kW (1,600 shp) Propellers: 5-bladed Hartzell Propeller HC-B5MA-3 Wingspan: 9.96 m (32 ft 8 in) Length: 11.17 m (36 ft 8 in) Height: 3.70 m (12 ft 2 in) Maximum speed: 574 km/h (357 mph; 310 kn) Cruising speed: 463 km/h (288 mph; 250 kn) Stall speed: 143 km/h (89 mph; 77 kn) Range: 1,478 km (918 mi; 798 nmi) at 15000 ft (4572 m) Endurance: 4.25 hours at 15000 ft (4572 m) Service ceiling: 10,577 m (34,701 ft) Rate of climb: 22 m/s (4,300 ft/min) Total Take-Off Distance (@ sea level): 1605 ft (489 m) Total Landing Distance (@ sea level): 1945 ft (593 m) g limits: +7/-3.5 Hardpoints: 4 Seats: 2
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