Has marketed kits to build the metal Venture side-by-side two-seat low-wing monoplane with retractable undercarriage, first flown in 1987, and the Spirit derivative with fixed undercarriage.
1987-91: Questair Inc, Box 18946, Greensboro, NC27419, USA.
The CQR-1 two-seat homebuilt aircraft was more or less a scaled-up development of the Roussoulières Occitan and was a design of Louis Cariou, former RSA President.
The prototype CQR-1 was constructed by the RSA at Centre Régional de Construction Aéronautique Amateur Quercy-Rouergue (CQR) under the leadership of Charles Roussoulières and it flew for the first time on March 2, 1997. This aircraft was powered by a 90 hp Limbach L2400EO3 engine.
A second very similar aircraft was also completed in France in 1998 or 1999 and by late 2010 at least 6 were constructed.
Engine: JPX / Limbach , 90 hp
Wing span: 7.4 m
Wing area: 8.9 sq.m
MAUW: 588 kg
Empty weight: 358 kg
Fuel capacity: 73 lt
Max speed: 250 kph
Cruise speed: 210 kph
Climb rate: 5 m/s
Seats: 2
Fuel consumption: 14 lt/hr
Plan price (1998): 1600 Fttc
Kit price (1998): 70 000 Fttc
1998
Aerodrome
F-82000 Montauban
France
Built the CQR 01
Taken at Mineola airfield, the Queen Speed Monoplane / Double Gnome Monoplane; fitted with two Gnôme rotary engines of 50 hp – the two bladed propellers driven in opposite direction to prevent torque. Its design influenced by the Blériot monoplane (Queen built Blériot XI monoplanes under license at the time), the twin engine construction was thought to be safer, that in the case of malfunction of one, flight could continue using the other. The machine was financed by the banker Willis McCormick, who was president of the New York Aeronautical Society. Built in Fort George, New York in 1911, its first flight was made by Frank Stone on July 10, 1911. Unfortunately the machine was unstable during the climb, turned and crashed, injuring the fearless Stone. The machine was ruined, never to fly again.
Span: 26’4″
A two place version of the Challenger. This is a 2 seat high wing pusher microlight with a semi-enclosed cabin with a factory built airframe. All U.S. tubing. 10-15 minute set up time.
Quad City Challenger II Article
The Challenger II features two-seats and a 31.5 ft wingspan long wing. The Challenger II qualifies as a 51% kit for Experimental – Amateur-Built, can be flown with Sport Pilot Permit, and qualifies as Light Sport Aircraft.
In 2010 quick-build kits were from US$11,940 to US$16,035 ex engine with engine options being the Rotax 447, 503, 582 and HKS 700E.
The Challenger II Special is a 2 place with a 26 ft wingspan for quick roll rate and up 95 mph cruise speed.
With a 30 mph cross-wind capability and 300 ft take-off roll (average dual), the Challenger II Special qualifies as a 51% kit for Experimental – Amateur-Built, can be flown with Sport Pilot Permit, and qualifies as Light Sport Aircraft.
In 2010 quick-build kits were from US$13,165 to US$16,035 ex engine and engine options were the Rotax 447, 503, 582 and HKS 700E.
A version released in the UK circa 1998 was revised by Mike Whittaker.
Challenger II
Engine: Rotax 447, 42 hp
HP range: 40-52
Height: 6 ft
Length: 19 ft
Wing span: 31 ft
Wing area: 175 sq.ft
Weight empty: 310 lb
Gross: 800 lb
Fuel cap: 5 USG
Speed max: 85 mph
Cruise: 57 mph
Range: 150 sm
Stall: 25 mph
ROC: 600 fpm
Take-off dist: 200 ft
Landing dist: 200 ft
Service ceiling: 12,500 ft
Seats: 2
Landing gear: nose wheel
Cross-wind capability: 20 mph
Quad City Ultralights Aircraft Challenger II
Cruise: 70 mph
Stall: 30 mph
Range: 210 sm
Rate of climb: 700 fpm
Takeoff dist: 250 ft
Landing dist: 250 ft
Engine: Rotax 503, 50 hp
HP range: 40-65
Fuel capacity: 5USG
Empty weight: 330 lb
Gross weight: 850 lb
Length: 20 ft
Wing span: 31.5 ft
Wing area: 175 sq.ft
Cockpit width: 30 in
Landing gear: nosewheel
Cross-wind capability: 20 mph
Challenger II
Engine: Rotax 503, 52 hp
Wing span: 8.7 m
Wing area: 15.44 sq.m
MAUW: 386 kg
Empty weight: 175 kg
Fuel capacity: 38 lt
Max speed: 160 kph
Cruise speed: 130 kph
Minimum speed: 60 kph
Climb rate: 2.5 m/s
Certification: PFA
Seats: 2
Fuel consumption: 13 lt/hr
Kit price (1998): £9500
Quad City Ultralights Aircraft Challenger II CW LSS
Engine: Rotax 503, 52 hp
HP range: 50-75
Length: 20 ft
Wing span: 25 ft
Wing area: 145 sq.ft
Empty weight: 450 lb
Gross weight: 960 lb
Fuel capacity: 10 USG
Cruise: 95 mph
Stall: 40 mph
Range: 200 sm
Rate of climb: 700 fpm
Takeoff dist: 400 ft
Landing dist: 400 ft
Cockpit width: 28 in
Seats: 2
Landing gear: nosewheel
Cross-wind capability: 20 mph
Quad City Challenger II CW
Engine: Rotax 503, 52 hp
Height: 6 ft
Length: 20.5 ft
Wing span: 26 ft
Wing area: 143 sq.ft
Weight empty: 350 lb
Gross: 850 lb
Fuel cap: 5 USG
Speed max: 100 mph
Cruise: 85 mph
Range: 220 sm
Stall: 30 mph
ROC: 1000 fpm
Take-off dist: 300 ft
Landing dist: 200 ft
Service ceiling: 12,000 ft
Seats: 2
Landing gear: nose wheel
Cross-wind capability: 20 mph
Quad City Challenger II
Engine: Rotax 503, 52 hp
HP range: 52
Height: 6 ft
Length: 20.5 ft
Wing span: 26 ft
Wing area: 143 sq.ft
Empty weight: 350 lb
Gross weight: 850 lb
Fuel capacity: 5 USG
Top speed: 100 mph
Cruise: 85 mph
Stall: 30 mph
Range: 220 sm
Rate of climb: 1000 fpm
Takeoff dist: 300 ft
Landing dist: 200 ft
Service ceiling: 12,000 ft
Seats: 2
Landing gear: nosewheel
Cross-wind capability: 20 mph
Quad City Ultralights Aircraft Challenger II Special
Engine: Rotax 503, 50 hp
HP range: 50-65
Length: 20 ft
Wing span: 26 ft
Wing area: 143 sq.ft
Empty weight: 360 lb
Gross weight: 880 lb
Fuel capacity: 10 USG
Cruise: 85 mph
Stall: 36 mph
Range: 230 sm
Rate of climb: 700 fpm
Takeoff dist: 300 ft
Landing dist: 250 ft
Cockpit width: 30 in
Landing gear: nose wheel
Cross-wind capability: 20 mph
The Challenger Special is a single seat, clipped wing version, for a quicker roll rate. It qualifies as a 51% kit for Experimental – Amateur-Built, can be flown with a Sport Pilot Permit. And qualifies as a Light Sport Aircraft.
In 2010 quick-build kits were from US$10,215 to US$12,965 ex engine, and engine options include the Rotax 447, 503, 582 and HKS 700E.
The all have a 30 mph cross-wind capability and 200 ft take-off roll.
Engine: Rotax 447, 42 hp
HP range: 42-50
Height: 6 ft
Length: 18 ft
Wing span: 26 ft
Wing area: 117 sq.ft
Weight empty: 270 lb
Gross: 550 lb
Fuel cap: 5 USG
Speed max: 100 mph
Cruise: 85 mph
Range: 160 sm
Stall: 32 mph
ROC: 1000 fpm
Take-off dist: 200 ft
Landing dist: 200 ft
Service ceiling: 14,400 ft
Seats: 1
Landing gear: nose wheel
Cockpit width: 24 in
Single seat single engined high wing mono¬plane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; cruciform tail. Pitch control by elevator on tall; yaw control by fin mounted rudder; roll control by spoilers; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; wing profile; double surface. Undercarriage has three wheels in tricycle formation, with additional tailwheel. Suspen¬sion on all wheels. Push right go right nosewheel steering connected to yaw control. Aluminium tube framework, partially enclosed. Engine mounted at wing height driving pusher prop¬eller.
Designed by Dave Goulet and first flown in 1983, this ultralight made its debut at Sun ‘n’ Fun in March 1983 at Lakeland, Florida. Thanks to the fabric covering the whole of the framework and a windscreen over the cockpit area, it has an excellent glide ratio, 11/1 being claimed by the manufacturer. At that time little detailed information was available from Quad City Ultralights on what was really no more than a prototype, but since then the Challenger has gone on sale as a kit requiring 50 h for completion and costing $5495. Rigging time is expected to be in the order of 30 min by one person from a trailer, according to the manufacturer. The aircraft can also be towed on its own undercarriage.
Power comes from the KFM 107 with electric start and reduction drive.
In 2010 LSA Quick-build kits were from US$9,215 to US$12,965 ex engine and engine options were Hirth F-33, Rotax 447/503/582, and HKS 700E.
The Challenger qualifies for Part 103 ultralight or 51% kit for Experimental – Amateur-Built, can be flown with Sport Pilot Permit, and qualifies as a Light Sport Aircraft.
Engine: KFM 107ERV, 25 hp at 6000 rpm
Propeller diameter and pitch 52 x 24 inch, 1.32 x 0.61 m
V belt reduction, ratio 2.0/1
Power per unit area 0.20 hp/sq.ft, 2.1 hp/sq.m
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre
Length overall 18.8 ft, 5.72 m
Height overall 6.0ft, 1.83m
Wing span 32.0ft, 9.75m
Constant chord 4.0 ft, 1.22 m
Sweepback 0 degs
Total wing area 128 sq.ft, 11.9sq.m
Wing aspect ratio 8.0/1
Empty weight 242 lb, 110kg
Max take off weight 530 lb, 240kg
Payload 288 lb, 131kg
Max wing loading 4.14 lb/sq.ft, 20.2 kg/sq.m
Max power loading 21.2 lb/hp, 9.6kg/hp
Max level speed 63 mph, 101 kph
Never exceed speed 70 mph, 113 kph
Max cruising speed 60 mph, 97 kph
Stalling speed 28 mph, 45 kph
Max climb rate at sea level 700 fpm, 3.6 m/s
Best glide ratio with power off 11/1
Service ceiling 10,000 ft, 3050 m
Engine: Rotax 277 (268 cc). 28 hp
Static thrust: 235 lbs
HP range: 28-40
Empty weight: 242 lb
Max weight: 500 lb
Wing span: 31ft 6in
Wing area: 142 sq.ft
Height: 6 ft
Length: 18 ft 6 in
Wing loading: 3.52 lbs/sq.ft
Power loading: 17.86 lbs/hp
Fuel cap: 5 USG
Construction: Aluminium, Dacron
Max speed: 63 mph
Cruise: 55 mph
Stall: 25 mph
Vne: 80 mph
Cross-wind capability: 25 mph
Climb rate: 500-700 fpm @ 40 mph
Design load: +4, -2.5g
Glide: 10-1
Seats: 1
Range: 150 sm
Take off dist: 150 ft
Ldg dist: 150 ft
Service ceiling: 12,500 ft
Quad City Ultralights Aircraft Challenger UL
Engine: Rotax 447, 40 hp
HP range: 28-50
Length: 18.5 ft
Wing span: 31.5 ft
Wing area: 142 sq.ft
Empty weight: 254 lb
Gross weight: 500 lb
Fuel capacity: 5 USG
Cruise: 55 mph
Stall: 27 mph
Range: 140 sm
Rate of climb: 700 fpm
Takeoff dist: 250 ft
Landing dist: 250 ft
Cockpit width: 24 in
Landing gear: nosewheel
Australia
The well-known airline Queensland and Northern Territory Aerial Services Ltd, founded in 1922 to operate airline route Charleville-Cloncurry-Camooweal. Secured manufacturing rights of de Havilland D.H.50 biplane in 1926 and built several.
The LWS-6 Żubr (PZL.30, wisent / Bison) was a Polish twin-engined medium bomber, produced by the LWS factory before World War II. A short series was used for training only, because it was inferior to the contemporary PZL.37 Łoś design.
The PZL.30 was designed by Zbysław Ciołkosz) for PZL in the early 1930s, initially as a 12-passenger passenger airliner. When the Polish Airlines LOT bought Douglas DC-2 aircraft instead, the design was converted to a bomber, with a projected bomb load of 1,200 kg. The PZL.30 was developed as a less-advanced, alternative medium bomber design, in case the more modern bomber design, the PZL.37 Łoś would fail. The first prototype, designated PZL.30 (or PZL.30BI) was flown in March 1936 by Bolesław Orliński.
The maiden flight of the PZL.30 took place only three months before the PZL.37 Łoś prototype flew. Although developed at the same time as the PZL.37, the PZL.30 was inferior to its counterpart, being slower, had a much smaller bomb load than the Łoś and yet was produced at a similar price.
The PZL.30 prototype, initially powered with two 420 hp Pratt & Whitney Wasp Junior engines, was further refitted as the PZL.30BII, with more powerful Bristol Pegasus VIII engines. The aircraft was accepted for a limited production run by the LWS state factory in Lublin, of which Ciołkosz became the technical director and project lead. The second prototype was designated LWS-4.
It was planned to produce 16 aircraft for the Polish Air Force, with the designation: LWS-6 Żubr. The Żubr was given a military code number 71 and the series was to have factory numbers 71.1 to 71.17, but the aircraft were given different code numbers eventually due to secrecy.
The production aircraft incorporated further changes, among others the landing gear retracting into the fuselage sides was changed to more conventional one, retracting into the engine nacelles. After a prototype crashed on 7 November 1936, caused by de-laminating plywood wing skins, the wing had to be reinforced. Due to this increased weight, the LWS-6 had a smaller bomb load than expected. A modified prototype was made with a double tail fin, and flown at the end of 1937. The definitive variant, however, in the course of production, returned to a single enlarged tail fin configuration. A series of 15 aircraft were built in 1938.
In 1937 the factory proposed to build a floatplane torpedo bomber variant LWS-5, instead of developing LWS-1 (R-XXA) design by Jerzy Rudlicki. It was supposed to be fitted with two Short floats of the Lublin R-XX prototype. At first the Polish Navy exhibited interest and work on the LWS-1 was cancelled despite its progress, but then due to problems with LWS-5 development, work on the prototype was canceled. It was evident that the underpowered LWS-5 could not carry an effective offensive load.
Apart from the Polish Air Force, the Romanian Air Force showed an interest in the Żubr prototype in 1936, and considered a purchase of 24 aircraft. On 7 November 1936, after the Pegasus-powered prototype encountered a mid-air structural failure and crashed at Michałowice, all on board dying, including two Romanian officers on board, Romania ordered the PZL.37 Łoś instead.
The LWS-6 was a conventional high-wing cantilever monoplane. It featured mixed construction (metal and wood). The fuselage was rectangular in cross-section, made of a metal frame, covered with metal (upper fuselage) and canvas (sides and bottom) with the front section made of duralumin. Wings were of wooden construction and plywood covered. There was a crew of four: pilot, commander-bombardier, radio operator and a rear gunner. The bombardier was accommodated in the glazed nose, with a forward twin machine gun turret with a notable pointed “beard” below the turret. The pilot’s canopy was located above the fuselage, offset to the left. The rear gunner operated twin machine guns in a semi-retractable upper dorsal turret, elevating to a working position, along with a “trap” ventral position, operating the same way. The main undercarriage retracted into engine nacelles. The aircraft was powered by two Bristol Pegasus VIII radial engines, normal power: 670 hp (500 kW), take-off power: 680 hp (520 kW). Bombs were carried in a bomb bay in the fuselage, the maximum load was 660 kg.
A total of 15 LWS-6 bombers were delivered to the Polish Air Force in 1938-1939. From the outset, they were considered obsolete, and were assigned to training units, mainly to the 3rd Training Dyon. In operational service, the LWS-6 revealed several faults, for example, the undercarriage retracted on some aircraft during landing. Reportedly, the crews later flew with the undercarriage permanently locked down. As training aircraft they had their armament removed. There was only one crash, without fatal injuries.
During the invasion of Poland in 1939, Żubrs were not used in combat. Several were destroyed on the ground, along with many other training aircraft. The Germans captured several LWS-6s, including the twin-tailfin prototype, and used them for blind flying training until at least 1942 (among others, in Blindflugschule Schleissheim). Ironically, the Luftwaffe service of this bomber was longer than the Polish one.
The Soviets captured four aircraft after their invasion on Poland and subsequently used them as communication aircraft.
LWS-6
Engines: 2 × Bristol Pegasus VIII, 680 hp (520 kW)
Wingspan: 18.50 m (60 ft 8 in)
Wing area: 49.5 m² (532.6 ft²)
Length: 15.40 m (50 ft 6 in)
Height: 4 m (13 ft 2 in)
Empty weight: 4,788 kg (10,533 lb)
Loaded weight: 6,747 kg (14,843 lb)
Max takeoff weight: 6,876 kg (15,127 lb)
Useful load: 1,959 kg (4,319 lb)
Maximum speed: 341 km/h (212 mph)
Cruise speed: 280 km/h (174 mph)
Range: 750-1,250 km (466-776 mi)
Service ceiling: 6,700 m (21,975 ft)
Rate of climb: 408 m/min (6.8 m/s) (1,338 ft/min)
Wing loading: 129 kg/m² (26.4 lb/ft²)
Crew: four (pilot, commander-bombardier, radio operator, rear gunner)
Armament:
2 × 7.7 mm Vickers F machine guns in nose turret
2 × 7.7 mm Vickers F machine guns in upper dorsal rear turret
1 × 7.7 mm Vickers F machine gun in ventral underbelly position
Bombload: 660 kg (1,450 lb)
Design of the P.Z.L. 130 Orlik (Spotted Eaglet) piston-engined two-seat primary and basic trainer began in 1981 as a successor to the TS-8 Bies. Construction of four airframes, one for static test plus three flying prototypes, began in 1982
The first aircraft flew on 12 October 1983, followed quickly by the second. However, the third aircraft did not fly until January 1985, and the two pre-production machines which followed did not take to the air until February 1988, owing to serious delays in deliveries of the 246kW Vedeneyev M14Pm nine-cylinder Russian powerplant.
By that time P.Z.L. was seriously looking for another engine, and one contender was the company-produced but less powerful Kalisz K8-AA, which took the underpowered second pre-production aircraft into the air in March 1988. Although testing continued over the next two years, and included an evaluation by the Polish air force, the piston-engined Orlik was abandoned in 1990.
The original piston-engined PZL-130 Orlik was powered by a 268kW Vedeneyev radial engine driving a three-blade fixed-pitch propeller. The Orlik is of all-metal construction with a low-set cantilever wing and pneumatically operated retractable tricycle landing gear, and is of typical trainer configuration with the pupil and instructor seated in vertically staggered tandem seats under a side-hinged single-piece canopy. For the primary and basic stages of the flight training program, the Poles considered a piston engine adequate, and with this unit driving a constant-speed propeller the Orlik is suitable for all stages of the program between preselection and acrobatics. The provision of two underwing hardpoints also allows the type to be used in the weapon training, counter-insurgency, and reconnaissance roles.
Modular cockpit instrumentation allows rapid conversion between roles. Two underwing stores pylons are provided on the piston-powered version. Other uses envisaged include reconnaissance, light ground-attack, and target towing. Its maximum level speed is 197kt, with a cruise speed of 174kt. Range with maximum fuel is 765 n.m. and ceiling is over 17,000ft.
The three pre-production aircraft built all had different powerplants and ratings. These were the 560kW Motorlet M601D (P.Z.L. 130TM), the 410kW PT6A-25A (P.Z.L. 130T), and the 708kW PT6A-62 (P.Z.L. 130TP), and all flew in 1989/90.
In 1985, while waiting for supplies of M14Pm powerplants, PZL re-engined the third prototype with a Pratt & Whitney Canada PT6A-25A turboprop. The prototype PZL-130T Turbo-Orlik, developed in collaboration with AirTech of Canada, flew for the first time on 13 July 1986. Aimed primarily at export customers, the Turbo-Orlik has four underwing hardpoints, and was to be marketed by AirTech.
The -130T was provisionally certificated in January 1987, but the prototype PZL-130T crashed that month in Colombia during a demonstration to the Air Force, killing AirTech’s president.
In 1991, following the powerplant tests, the Polish air force placed an order for 48 P.Z.L. 130TBs powered by the Czech M601E engine and the first production Turbo-Orlik was delivered at the end of 1992.
Export sales were being sought for the PT6A-62-engined P.Z.L. 130TC, the PT6A-25C-equipped P.Z.L. 130TD, and the PT6A-25A-engined P.Z.L. 130TE ‘economy’ version, with a limited equipmentfit and minus ejection seats.
PZL-130 Orlik
Engine: one 330-hp (245-kW) Vcdencycv M-l4Pm radial
Maximum speed 211 mph (340 km/h) at optimum altitude
Initial climb rate 1,378 ft (420 m) per minute
Service ceiling 13,945 ft (4,250 m)
Range 880 miles (1,416 km)
Empty weight, 2,529 lb (1,147 kg)
Maximum take-off 3,527 lb (1,600 kg)
Wing span 26 ft 3 in (8.00 m)
Lngth 27 ft 8.75 in (8.45 m)
Heght 11 ft 7 in (3.53 m)
Wing area 132.19 sq ft (12.28 sq.m)
PZL-130TB Turbo-Orlik
Engine: 1 x Motorlet M601E turbo-prop, 560kW
Max take-off weight: 2000 kg / 4409 lb
Loaded weight: 1600 kg / 3527 lb
Wingspan: 9.0 m / 30 ft 6 in
Length: 9.0 m / 30 ft 6 in
Height: 3.5 m / 12 ft 6 in
Wing area: 13.0 sq.m / 139.93 sq ft
Max. speed: 501 km/h / 311 mph
Range w/max.fuel: 970 km / 603 miles
Crew: 2
PZL 130 TM Turbo Orlik
Engine: M 601 E, 483 shp
Length: 28.543 ft / 8.7 m
Height: 11.483 ft / 3.5 m
Wingspan: 26.247 ft / 8.0 m
Wing area: 132.397 sq.ft / 12.3 sq.m
Max take off weight: 4359.3 lb / 1977.0 kg
Weight empty: 2976.8 lb / 1350.0 kg
Max. weight carried: 1382.5 lb / 627.0 kg
Max. speed: 274 kt / 507 km/h
Landing speed: 80 kt / 149 km/h
Cruising speed: 237 kt / 438 km/h
Initial climb rate: 3188.98 ft/min / 16.20 m/s
Service ceiling: 32808 ft / 10000 m
Wing loading: 33.01 lb/sq.ft / 161.0 kg/sq.m
Range: 540 nm / 1000 km
Crew: 2
Hard points: 6
External load: 720kg
