Aircraft

Tapanee Levitation

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The Tapanee Levitation 4 is a Canadian four-seat STOL aircraft designed to be homebuilt by Michel Lequin for Tapenee Aviation of Quebec. A larger version of the companies earlier Pegazair bushplane, the Levitation is a high-wing monoplane with V-strut bracing, first flown in 2002. Powered by a 180 hp (134 kW) Lycoming O-360 flat-six piston engine with a two-blade propeller. The Leviation has a fixed conventional landing gear with a tailwheel and a cabin holding a pilot and three passengers in two rows of side-by-side seating. By December 2004 five kits had been sold.

Variants:
Levitation 2
Levitation 4

Specifications:

Levitation
Engine: Lycoming O-360, 180 hp / 134 kW
Propeller: Hartzell 80 in
Length: 7.47 m (24 ft 6 in)
Overall Height: 2.44 m (8 ft 0 in)
Wingspan: 10.21 m (33 ft 6 in)
Wing area: 180 sq.ft / 16.72sq.m
Wing Loading: 13.9 lb/sq.ft
Gross weight: 2500 lbs / 1133 kg
Empty Weight: 621 kg (1368 lb)
Usefull load: 1138 lbs
Stall Speed: 38 Mph / 62 km/h
Cruise speed: 115-120 Mph
VNE: 159 Mph / 255 km/h
Range at cruise: 575 sm / 925 km
Gross wgt takeoff dist: 400 ft
Landing Distance: 300 ft
Climb rate at Gross: 700 fpm / 3.6 m/s
Power Loading: 13.9 lb/hp
Cabin Length: 109 in
Cabin width at elbow: 48 in
Usable fuel: 55 US Gallons
Fuel Optional, Wings: 36 USG
Baggage Area: 25 cu.ft
Seats: 4

Tapanee Pagazair-100

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A conventional sheet metal, tubing and fabric high wing tail dragger. It was available as a kit or plans.

Engine: Continental O-200, 100 hp
HP range: 85-115
Length: 22.5 ft
Wing span: 29 ft
Wing area: 150 sq.ft
Fuel capacity: 36 USG
Empty weight: 791 lb
Gross weight: 1450 lb
Top speed: 122 mph
Cruise: 105 mph
Stall: 28 mph
Range: 660 sm
Rate of climb: 900 fpm
Takeoff dist: 250 ft
Landing dist: 300 ft
Seats: 2
Cockpit width: 40 in
Landing gear: tailwheel

Tański Łątka / Dragonfly

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In 1909 Czesław Tański started design works on an aircraft with longitudinal axis steering done by change of the angle-of-attack of the whole wing. Construction lasted until 1911 and in autumn of that year, the airplane, named Łątka (Dragonfly) underwent trials at Warsaw’s Mokotów airfield. Unfortunately, Tański, witnessing numerous undercarriage failures on other aircraft, designed very heavy one for his aircraft, which resulted in aircraft – powered by relatively weak Anzani engine – never managed to take off the ground.

Span: 36’1″
Length: 23’8″

Taneja Aerospace & Aviation Ltd / TAAL

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The company was incorporated on 22nd July 1988, for manufacture of aircraft for civilian use. It was promoted by B. R. Taneja, his associates and The Indian Seamless Metal Tubes Ltd.

The company undertook to set up a project for manufacture of P-68 aircrafts with three variant viz. P-68C (twin piston engine, non pressurised), P-68 C-TC (twin piston engine turbo Charged) and P-68 Observer (same as P-68 C-TC with forward and downward view equal to that of a helicopter). It has an empty weight of 1320 Kgs and payload of 764 Kgs, with a capacity to attain a maximum speed of 322 Kmph, 1550 ft./min rate of climb, landing run of 215 mtrs and an optimum cruising range of 2170 Kms at 12000 ft.

Land admeasuring 4438 sq. mtrs. was acquired at Denkanikotta Taluka, Dharmapuri dist. of Tamil Nadu. Main items of plant and machinery such as jigs and testing facilities were to be imported from Partenavia SRL Via G. Pascoli, Casoria (Napoli) Italy, and control tooling from Allied Signals Pennsylvania, USA. The company would get part of aircraft to be assembled in India.

The company entered into two agreements with Partenavia Construzioni Aeronutliche S.R.L. Italy for manufacture and sale in India P-68 and Viator aircraft. The agreement was valid for a period of 10 years. All detailed parts and assemblies including seats, electrical looming, cable assemblies etc. were manufactured at TAAL’s facilities.

In 1995, in addition to having been appointed as Authorised representative of Cessna’s business jet line of aircraft, the company also expected to be appointed a the ASR for Cessnas Caravan Aircraft. During the year, as a part of its diversification programme the company undertook to set up repairs and maintenance facilities for Cessna aircraft and was also exploring the posibility of expanding the flying academy facilities with the objective of making it an academy of international repute.

In 1995 2,05,600 No. of equity shares of Rs. 10 each were issued, subscribed and paid up. 112,94,400 No. of equity shares of Rs. 10 each then issued at par of which 62,94,500 shares were reserved for allotment on a firm basis to promoter company, promoters, directors etc. Of the balance, the following were reserved for allotment on a preferential basis to the following:

  • (i) 1,50,000 shares to Indian working directors/workers of the company and promoting company (only 1,23,400 shares taken up).
  • (ii) 5,00,000 to shareholders of promoter company.
  • Balance 43,50,000 shares along with 26,600 shares not taken up by employees were issued to the public (all were taken up).

In 2003 Indus Aviation, a US based company, has tied up with Taneja Aerospace & Aviation Ltd. (TAAL) to produce light aircraft in India.

Taneja Aerospace signed a contract with Cessna Aircraft Company for two aircrafts – Citation XLS and CJ2 in 2007.

The Registered Office of the Company has been shifted From Lunkad Towers, Viman Nagar, Pune – 4110114 To Belagondapalli Village, Thally Road, Denkanikotta Taluk, Krishnagiri District, Belagondapalli – 635114, Tamil Nadu in 2008

TAAL Technologies Pvt. Ltd has become a Wholly Owned Subsidiary of the Company in 2009.

In December 2003, TAAL was part of the Rs. 1000 crore ISMT Group, TAAL is the first company in the private sector to manufacture general aviation aircraft in India.

TAAL was involved in building up the first three prototypes of the 14 seat, SARAS aircraft for the National Aerospace Laboratories (NAL). TAAL has manufactured the entire airframe of the aircraft (excluding the wings which are manufactured by HAL) including tooling, parts and assembly. The first prototype is now under flight-testing.

Also entered into another agreement with National Aeronautical Laboratory, Bangalore as a risk sharing partner for joint development and commercial production of NAL’s indigenous composite material two seater light trainer aircraft. A two-seat all composite (glass fiber) trainer aircraft called the “HANSA”.

TAAL is manufacturing the airframes for the full composite (carbon and glass -wet lay up and room temperature cured) NISHANT, Remote Pilotless Vehicle developed by the Aeronautical Defense Establishment (ADE) and TAAL manufactures all the composite components (Tail cone, Nose cone and air-intake) for the LAKSHYA, Pilotless Target Aircraft (PTA).

TAAL is manufacturing the Elevator and Stabilizer for the Intermediate Jet Trainer (IJT) manufactured by HAL. TAAL also manufactures a variety of aircraft tooling (bakelite), Sheet Metal Parts etc., for the Advanced Light Helicopters (ALH); Light Combat Aircraft (LCA) Light Combat Helicopter (LCH);Sukhoi (SU-30) & MIG Series projects of Hindustan Aeronautics Limited ( HAL).

TAAL is manufacturing Auxiliary Fuel tank, stretcher, Armour Panel and interiors for Advanced Light Helicopters of HAL and also interiors for Defence Service Helicopter, and parts for Jaguar Drop tanks and Incendiary Containers.

TAAL is doing space structures for PSLV and GSLV of Indian Space Research Organization (ISRO).

Manufacture of THORP T211 Two Seater aircraft for Domestic and Export Markets.

In the past TAAL has undertaken certain sub-contract work for the Israel Aircraft Industries (IAI) in India.

Tandem Aircraft Sunny / Dewald Sunny / Airkraft Sunny

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Sunny Sport

The Sunny is a tube and fabric design ultralight aircraft that was designed by Dieter Schulz. The aircraft complies with the Fédération Aéronautique Internationale microlight category rules. It features an unusual diamond-shaped biplane, strut-braced closed wing layout, a two-seats-in-tandem enclosed or open cockpit, fixed tricycle landing gear and a single engine in pusher configuration. The upper wing is swept back, while the lower wing is straight, but mounted further aft. The two wings are joined by swept tip rudders. The elevons are mounted to the lower wing only.

The aircraft is made from bolted-together aluminum tubing, with its flying surfaces covered in Dacron sailcloth. Standard engines available include many models of Hirth, Rotax, BMW and Verner 133M powerplants, ranging from 65 to 80 hp (48 to 60 kW).

A side by side trainer, production of the Sunny Sport UL-biplane was started by Dieter Schulzs company, Tandem Aircraft KG of Saulgau, Germany, in 1989. In the first year 25 Sunnies were sold, however the sale figures of the Sunny went down over the years. About 150 examples between 1989 and 1999. Finally in 1999 Tandem Aircraft KG became bankrupt.

Alexander Dewald bought the rights in 1999 and it was then produced by Dewald Leichtflugzeugbau Gmbh of Bad Schönborn, Germany and more recently by Airkraft Gmbh Leichtflugzeugbau of Beringen, Switzerland, who seem to have gone out of business in about 2011 and production ended after 250 were built.

Originally supplied ready-to-fly, later the aircraft was supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft. Both the tandem-seat Sunny Sport and the side-by-side versions were produced by Dewald. Both versions feature a number of small, but significant, design changes.

The price in 2009 was €13499, and €21,000 (assembled, 2011).

Variants:

Sunny Light
Version with open cockpit
Engine: 1 × Rotax 582, 48 kW (64 hp)
Wingspan: 7 m (23 ft 0 in)
Wing area: 17 sq.m (180 sq ft)
Empty weight: 220 kg (485 lb)
Gross weight: 450 kg (992 lb)
Fuel capacity: 44 litres (9.7 imp gal; 12 US gal)
Optional fuel capacity: 80 litres (18 imp gal; 21 US gal)
Maximum speed: 145 km/h (90 mph; 78 kn)
Cruise speed: 100 km/h (62 mph; 54 kn)
Stall speed: 55 km/h (34 mph; 30 kn)
Rate of climb: 4 m/s (790 ft/min)
Seats: 2

Sunny Sport
Two seat tandem version with enclosed or semi-enclosed cockpit

Sunny Side-By-Side
Version with side-by-side configuration seats

Sunny Targa
Fully enclosed version.

Sunny Amphibian
Version with amphibious floats

Engine: Rotax 582, 65 hp
HP range: 50-90
Height: 6.42 ft
Length: 12 ft
Wing span: 23 ft
Wing area: 184 sq.ft
Fuel cap: 14 USG
Weight empty: 396 lbs
Gross: 816 lbs
VNE: 76 kt / 87 mph / 140 kmh
Speed max: 80 mph
Cruise: 62 mph
Range: 220 sm
Stall: 31 mph
ROC: 1180 fpm
Take-off dist: 130 ft
Seats: 2
Landing gear: nose wheel

Engine: Hirth 2706, 65 hp
Wing span: 7 m
Wing area: 17 sq.m
MAUW: 450 kg
Empty weight: 170 kg
Fuel capacity: 50 lt
Max speed: 150 kph
Cruise speed: 120 kph
Minimum speed: 65 kph
Climb rate: 5 m/s
Certification: VZ
Seats: 2
Fuel consumption: 12 lt/hr
Price (1998): 37,000 DM

Tampier T.4

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Tampier developed also for the French Army a two-seat reconnaissance aircraft designated T.4, which also featured a two-cylinder auxiliary engine. This was not only intended for main engine starting, but was also used to power a generator in flight to provide essential electrical services, and in particular to make possible the use of early air-to-ground communication equipment.

Tampier Avion-Automobile

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Frenchman Rene Tampier started up again after World War I and successfully built a four-wheeled bi-plane with foldable wings. Tampier first drove his Avion-Automobile in October 1921 and exhibited it at the 1921 Paris Salon, after a two-hour drive in the city. It flew two weeks later.

Tampier opted for two separate powerplants: a small four cylinder motor driving the vehicle’s rear axle, and a 300 hp Hispano Suiza V 12 aero engine to get it airborne. The biplane wings folded back alongside the fuselage for motoring. The pilot sat facing the tail when driving.

Between 1922 and 1925 Tampier built several different versions of the Avion Automobile, all of which he drove and flew, but as a vehicle it was cumbersome and awkward and the idea was never adopted commercially.

Tampier, Rene

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Exhibited a folding-wing roadable biplane at the 1921 Paris Salon. This had an auxiliary engine to drive the landing wheels, which could be used also as a self-starter for the main engine. When driven on the road it travelled tail first. He developed also for the French Army a two-seat reconnaissance aircraft designated T.4, which also featured a two-cylinder auxiliary engine. This was not only intended for main engine starting, but was also used to power a generator in flight to provide essential electrical services, and in particular to make possible the use of early air-to-ground communication equipment.

Tallmantz P-1 Phoenix

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In 1966 Tallmantz Aviation built the Phoenix specially for the motion picture, “Flight of the Phoenix”. Based on a Fairchild C-82A, with North American AT-6 and other parts, power was a 450hp P&W R-985.

Built for filming in “The Flight of the Phoenix” the aircraft was not sufficiently strong nor the engine powerful enough for an actual landing and take-off on the desert floor. Instead, Paul would simulate takeoff and landing with low approaches and climb outs.

On July 6, Paul made his first attempt to film the scenes. Shortly after take-off from Yuma, he returned with an overheating engine. He tried again the next day, and in the relative cool of daybreak he flew the Phoenix to Buttercup Valley in the desert for the first time. Crouching just behind Paul in a makeshift crew position was stuntman Bobby Rose, with three plywood cut-outs of men attached on top of the wings near the fuselage, to depict ‘passengers’.

On that early morning he flew the requested low approaches in front of three widely-spaced motion picture cameras and returned safely to Yuma before the air got too hot and thin. Only later did the second unit director decide the cameras were set up too close to the scene and requested a repeat the next morning.

Before the sun broke above the horizon, Paul and Bobby again clambered up the ungainly Phoenix and strapped themselves in. They took off shortly after 05:00 for the short flight westward. Paul rolled into the shallow valley, sun rising behind him, descending to just feet above the desert floor, gunning the Pratt & Whitney R-985 and, with exaggerated effect for the cameras to depict the struggling Phoenix reaching for the sky, barely cleared a ridge of sand dunes. The director was pleased with what he knew his cameras had captured but called for an “insurance shot” just to make sure what he needed was in the can.

Paul knew the routine. He was heard over the radio vowing to “give them a good one” and brought the Phoenix around one more time. During the second approach it was obvious the descent rate was far too high and whatever Paul was doing to correct it wasn’t enough. The Phoenix hit the desert hard on its makeshift landing gear, right in front of a camera.

Quickly recovering, Paul struggled to pull the Phoenix back into the air. But the jarring impact had neatly snapped the aircraft just aft of the wing where the wooden fuselage joined the centre section. With the fuselage disintegrating and out of balance, the nose dropped and the propeller dug in to the desert causing the engine to shear off. The resulting wreckage tumbled across the desert floor.

Within the billowing cloud of dust and wreckage, Paul was killed instantly. Mantz might have survived the crash, as the cockpit section was relatively undamaged but, instead of a crash helmet, he was requested to wear a soft hat like actor James Stewart wore in the film. Bobby was thrown clear, miraculously surviving the crash, but with serious injuries.

The movie, of course, remained in production, but key scenes planned for the ending remained unshot. The footage from Buttercup Valley was usable, up until the accident anyway, but it amounted to a minute or less of film.

With no aircraft to film, the film crew packed up and moved back to Hollywood while other plans were considered. As the impending release date approached, Twentieth Century Fox finally came up with a makeshift replacement. A stubby North American O-47 belonging to The Air Museum at Ontario, California, was hurriedly modified to fill in as the Phoenix, at least for distant shots. The landing scenes were awkwardly deleted from the script but the end of the film was essentially as planned, with the survival of the eight men from their desert ordeal.

Tallmantz footage depicting the take-off amounted to about 18 seconds in the completed film, with the replacement O-47 sequence occupying about the same time in later scenes. The completed film, released in December 1965, does the best with what it has, but the loss of the flying Phoenix early in the filming is obvious.

Replacement