The Speed 4000 four seat aircraft was available with a nosewheel only.
Engine options include Lycoming O-360 160hp or IO-360 180hp, or Subaru auto conversion (Turbo) with an IVO prop. Registration: As VH Experimental GA Aircraft. The undercarriage is spring steel heat treated nose leg and mains, steered by castering nosewheel, brake steering, rudder is effective at about 15 kts airspeed.
Wing area: 12.62 sq.m
Aircraft
Howard Hughes Engineering Speed 2000 / SP-2000
The large square plan wing section provides a very low pitching moment. There is very little need to use the trim in either the SP2000 or 4000. When flaps are set, the increase or decrease in power has very little effect on the pitching which makes the aircraft very easy to fly. Wing cord is 1.5m thickness 20 cm maximum at about 1/3 cord.
With a wingspan of only twenty-eight feet, (28′) the square plan wings have an inbuilt anti-stall feature that keeps the wing tips flying right up to the stall. On landing, the large flaps are effective; the aircraft can slow right down and the effect of crosswinds is much less pronounced. Although they’re comparatively short, the wings on the SP2000 provide excellent stability in the air and on the ground.
The tyres are fifteen inch (15”) Air Tracs with disk brakes, and can handle rough or bush strips with ease. The nose wheel casters.
The LSA ‘Speed’ was available in various configurations, from the lightweight RAA registerable SP-2000S (Nosewheel or tailwheel) to the four seat SP-4000 (Nosewheel only).
Fitted with side control sticks, hydraulic toe operated disk brakes, elevator trim, and multi position electric flaps.
Australian LightWing SPEED SP-2000-S
Engine: Rotax 912-s or Rotax 914
Wingspan: 28 ft
Wing cord: 1.5m
Wing thickness: 20 cm maximum at about 1/3 cord.
Wing Area: 12.62 sqm
Fuel Capacity: 120 lt
Useable fuel: 112 lt
Cruise 115 kts
VNE 145 kts
Stall Speed full flap: 45 kts
Range max: 600 nm
Takeoff distance to 50 ft MTOW: 600m
Seats: 2
Undercarriage: Nosewheel or Tailwheel
Structural testing: +- 5 G
Wheels: 6″ x 6″ tyres 15″
Rear baggage area: 1m x .8m x .8m
Howard Hughes Engineering PR Breeze
The PR-Breeze is a single seat version of the PR-582, available as a kit only.
From Spinner to tail wheel, every component has been designed with safety, economy and high speed construction in mind. The welded steel pilot protection cage has made The Australian LightWing the safest in it’s class.
The cabin layout provides excellent all-round visibility. The PR Breeze is an open aircraft, for the pilot that likes the feel of the wind in his or her hair. it can be built as a one or two seater with a build time of less than 300 hours. The aircraft has no rear fuselage covering.
The wing construction features a unique and massive 4″ diameter high tensile aluminum tubular main spar, fiberglass ribs slide on to self align.
This system enables the wing kit to be framed up in a day. The Rotax 912 is the optional power plant, adding extra reliability and fuel economy.
Howard Hughes Engineering PR Bipe / ALW Bipe
Designed and manufactured by Australian LightWing as a kit aircraft, the first PR-Bipe was test flown on Sat 10 July 2004. The aircraft was completed by Eddie Sieve in Sydney’s Northern suburbs, the aircraft was flown at Cessnock NSW.
The Bipe is a pleasure to fly with ultra responsive controls and is ideally suited to positive G aerobatics the second seat can carry up to an 85 kg passenger or baggage. The aircraft shown above is powered by the Jabiru 4 Cyl 4 stroke engine. The PR-Bipe is a derivative of the PR-582, this superb aircraft can be fitted with either the Rotax 582, the 912 or the 912-s.
The ALW Bipe Wing span is reduced to 6m. The aircraft can be built with a fully enclosed cockpit seating two. An open configuration Bipe can be made to order. The aircraft is available as a kit or a quick build kit and is suitable for either AUF or Experimental registration where aerobatics are approved by the manufacturer.
Howard Hughes Engineering Australian LightWing ALW Sport 2000 / GR
The Hughes Group of companies has been producing the Australian LightWing, range of 2 and 4 seat light aircraft for the Australian and world aviation market. With one hundred and seventy-five aircraft produced since 1984.
The development of this two-seat aircraft began back in 1984 by Howard Hughes En¬gineering Pty Ltd with production underway in 1985 from Ballina in NSW. Flaps, brakes and instrumentation are fitted. Both VW and Rotax powered versions were available.
The 582 designation informs us that it is fitted with a Rotax 582, two-stroke engine and the -T tells us that it has a tricycle undercarriage.
The tailwheel version (the GR-912) and the nose-wheel version, the ALW SPORT 2000 are 2 seat high wing monoplane. Construction consists of a riveted alloy wing partly covered with aircraft fabric (part alloy) combined with a welded light weight steel fuselage also part composite, part fabric covered. The welded steel fuselage provides a high degree of protection in the event of an accident while the slow stall speed (35 kts) reduces momentum adding to safety.
Economical Cruise Speed is 75 kts for both aircraft and a maximum cruise speed is 85 kts. Range is a little over 3 hours with 2 wing mounted fuel tanks of 30 l each.
Variants:
ALW Sport 2000
Engine: Rotax 912, 80 hp
Wing span: 9.5 m
Wing area: 14.25 sq.m
MAUW: 480 kg
Empty weight: 300 kg
Fuel capacity: 2 x 31 lt
Max speed: 150 kph
Cruise speed: 140 kph
Minimum speed: 64 kph
Climb rate: 4 m/s
Certification: CASA
Seats: 2
Fuel consumption: 14 lt/hr
Price (1998): Aus$78,000
Undercarriage: Nose Wheel
GR 912-s
2 Seat Tail Wheel
Engine: Rotax 912.
GR 582
Engine: Rotax 582.
2 Seat High Wing
GR 582 Amphibious LightWing
Engine: Rotax 582.
2 Seats High Wing
GR 582 Float Plane
Engine: Rotax 582.
2 Seat
Howard Hughes Engineering Australian Light Wing GR-912
Side-by-side two-seat cabin monoplane.
The Hughes Group of companies has been producing the Australian LightWing, range of 2 and 4 seat light aircraft for the Australian and world aviation market. With one hundred and seventy-five aircraft produced since 1984.
Howard Hughes Engineering Australian Light Wing PR
Tandem two-seat cabin monoplane
Howard 500
The business aviation community wanted a vehicle that was fast, far reaching, pressurized and new. Dee Howard had the answer the Howard 500.
By 1959, Howard was flying his prototype of the 500, a larger aircraft that was based upon the PV 1 but had a redesigned fuselage and a 25% larger wing area. Howard’s 500 featured pressurization 6.75 psi; maximum cruising speed of 338 knots; with its 2,500 hp P&W R 2800 CB 17 engines throttled back to 1,100 hp each, the 500 could cruise for more than 8.5 hours and cover about 2,400 nm. But most importantly, the Howard 500 was constructed from new metal. At least the fuselage and the wing centre sections were new; the outboard wing panels were from surplus PV 1’s. The aircraft was granted a new aircraft certificate under the transport category regulations that existed then, on February 20, 1963.
The 10 to 14 passenger 500, with its cabin high enough to accommodate a standing six¬ foot two inch man, had water injection (officially called AD1 for anti detonation injection) and four blade, 11¬ foot diameter props; a 0.45 to one propeller drive re¬duction gear reduced the prop revolutions to less than half the engine’s speed. A two speed supercharger enabled the 34,000 pound Howard to fly up to 35,000 feet, although the maximum certificated ceiling with passengers was 25,000ft. Hydraulically operated rudder boosts lowered the minimum control speed, with one engine inoperative, from nearly 200 knots on the original Navy versions of the PV 1 Ventura to 95 knots. A yaw limiter system, which sensed the aircraft’s yaw angle and provided an electrical signal to the rudder boost system, was necessary to produce the required positive rudder force gradient with increasing yaw angles. Auto feathering assured that any loss of power below a BMEP of 75 psi with the throttle advanced beyond the 45 inch mp position would streamline the blades and eliminate the performance and Vmc penalties. The aircraft’s sole compressor for cabin pressurization was located on the left engine, and it would declutch itself automatically if the right engine failed, thus enabling the left engine to produce maximum power during single engine operations.
Production continued through the mid ’60s with twenty two 500s sold.
Cabin height: 6ft 2in.
Pax cap: 14.
Cruise: 300 kt.
Range: 2,100 nm.
Howard 350
By 1954, Howard had decided that the next step for corporate aircraft (which were mostly Twin Beeches and DC 3s at the time) was faster, farther ranging machines like his modification of the Lockheed PV 1 Ventura.
Howard introduced the Super Ventura, which led to development of the Howard 250, the 350, and culminated in the Howard 500.
Howard 250
By 1954, Howard had decided that the next step for corporate aircraft (which were mostly Twin Beeches and DC 3s at the time) was faster, farther ranging machines like his modification of the Lockheed PV 1 Ventura.
Howard introduced the Super Ventura, which led to development of the Howard 250, the 350, and culminated in the Howard 500.
