The Hild-Marshonet biplane was designed and built by Frederick Hild and Edward Marshonet of Hempstead, New York, in 1919. It had no fuselage as such, the pilot being seated in a streamlined nacelle. An outrigger of boxed cantilever construction supporting the empennage was attached directly behind the pilot’s seat. It had a single-boom tail and swept back wings.
It was powered by a 20 hp-Spainhour V-twin engine.
The plane could be taken apart in minutes.
Span: 24 ft Length: 19 ft Empty weight: 450 lb Loaded weight: 700 lb Speed: 65 mph Price $2,000.
1995-7: 2255 Orkla Dr., Golden Valley, MN 55427, USA.
Highlander Aircraft Corp offerd the Highlander two-seat monoplane in kit form, but originally designed in the U.K. by Richard Noble as the ARV Super2, then becoming Island Aircraft ARV-1 Super 2 and Aviation Scotland ARV-1 Super 2. Also certificated in Sweden as the ASL Hagfors Opus 280.
Receiving the “Best New Design” award at Oshkosh 1984 the Buccaneer was a conventional double-surface high-wing, three-axis control ultralight. Powered by a Rotax 277 single-cylinder, it came in three models — open framework, pod, and retractable amphibian. The landing gear was taildragger, or retractable/amphibian, using reinforced fiberglass hull & sponsons. Centre mounted joy stick, rudder pedals, tailwheel steerable through rudder pedals. Later marketed by Keuthan Aviation as the Buccaneer SX and Buccaneer II, and by Arnet Pereyra Inc as the Aventura 1 HP/A and Aventura II A. A modified version, retrofitable to Buccaneers was marketed by Advanced Aeromarine as the Mallard. The Mallard was available as a conversion for existing Buccaneers or as a complete kit. First flown in 1993. Although produced as an amphibious flying boat, the Buccaneer can be converted to a land plane by removing the boat hull and floats.
The Aero Adventure Aventura II Sport is a new model designed to minimize the expense and complexity of buying, building, and flying a two seat Aventura. With a strong 65 H.P. Rotax 582, the complete kit started at only $33,400. This is by far the most inexpensive two place amphibian on the market. Invest 250 hours of assembly time and this plane will be flying you and a friend anywhere. The 100 H.P. 4-Stroke Rotax 912ULS with its 18 gallon fuel tank allows a solid 3 hours of flight with reserve. $44,900 for the complete kit. The Aventura II XLR has a new engine cowling available, a new graphics package, an amazing new panel with AVMAP’s daylight readable GPS, a VSI, mode-C transponder, and more. Electric gear with indicator lights, differential hydraulic brakes, carpeting, headliner, 600-6 Soft Turf Tires, a 100 H.P. Rotax 912 ULS with an Air Box, a custom stainless steel exhaust, a warp drive 3-blade nickel edge prop and a spinner.
The Arnet Pereyra Buccaneer SX first flew in May 1986. The Arnet Pereyra Buccaneer II first flew in March 1984. The Arnet Pereyra Aventura UL and HP first flew in March 1995. The Arnet Pereyra Aventura II first flew in June 1995.
Buccaneer (Land) Empty wt: 228 lbs. Empty weight (De Luxe) 250 lbs. Wing span: 35 ft. Wing area: 147 sq.ft. Aspect ratio 8:1 Length: 17 ft 6 in Fuel cap; 4.5 USG. Construction: Aluminium, Dacron. Engine: Rotax 277 (268cc) 28hp. Max wt: 500 lbs. Stall speed: 20 mph. Max speed: 51 mph. Vne: 75 mph. Climb rate: 600 fpm @ 28 mph. Design limit: +5, -3.5g. Glide ratio: 8-1. Wing loading: 3.4 lbs/sq.ft. Power loading: 17.86 lbs/hp. Pilot weight category 90-225 lbs all models.
When developing the Mitsubishi J8M1 (Me-163 copy) the Japanese were unfamiliar with the handling characteristics of aircraft lacking a conventional horizontal tail. To provide a means of expediting the training of pilots eventually to be assigned to the rocket-driven fighter, the Scientific Division of the Navy Air Technical Arsenal at Yokosuka had been assigned the task of creating a full-scale wooden glider version of the Shusui. While definitive design work and prototype construction proceeded at Nagoya, Hidemasa Kimura who had been responsible for the Tachikawa-built A-2600 that had created a new international closed-circuit distance record developed the glider which was known as the MXY8 Akikusa (Autumn Grass). This was flown for the first time at the Hyakurigahara airfield, the base of the 312th Naval Air Group which, it had been decided, would be the first recipient of the Shusui. This event took place on 8 December, its pilot being Lt Cdr Toyohiko Inuzuka who had taken the place of Lt Cdr One as the project test pilot after the latter had been taken ill. The Akikusa glider was towed into the air by a Kyushu K10W1 and its handling characteris¬tics received a highly favourable report from Jnuzuka. The second Akikusa was sent to the Army Aerotechnical Research Institute, the Rikugun Kokugijutsu Kenkyujo, at Tachikawa where it was tested by Col Aramaki with similarly successful results. On 1 December, the completed structural test specimen was inspected and approved by both services, but a week later, on 7 December, the Tokai district, in which Nagoya was situated, was wracked by strong earth tremors and the airframe, which was undergoing loading tests, was overstressed and suffered distortion, On 18 December, the Ohe plant in which the “heavy gliders” were being built suffered a heavy attack from B-29 Superfortresses and it was decided to transfer the salvaged airframes, together with the structural test specimen, to a plant that had been created in a mountain cave at Taura, Yokosuka, although the Ohe plant continued, together with the Nanko plant, to build a number of pre-series Shusui interceptors. Despite these setbacks, the first “heavy glider” Shusui was test flown by Lt Cdr Inuzuka at Hyakürigahara airfield on 8 January 1945, after being towed into the air by a Nakajima B6N1 Tenzan attack bomber. For the initial flight, the engineless Shusui weighed 2,286 lb (1037 kg) and the Cl was situated at 16.8 per cent of the aerodynamic mean chord, Inuzuka confirming that there was no difference between the handling characteristics of this “heavy glider” and the Akikusa apart from a minor change of trim at take-off. During subsequent flights, some devon vibration was experienced at gliding speeds in excess of 184 mph (296 km/h) but this was eradicated when the gap between the wing and elevon was reduced and the Frise balance near the devon tip shortened. Various problems were encountered in the oil pressure system, but these were quickly resolved and in March all Navy flight testing of the “heavy glider” was to be pronounced satisfactorily completed. The second “heavy glider” was tested by the Navy at the Kashiwa airfield, Chiba, and this was eventually to be tested also by the Army. These tests were not to commence until August, and at an early stage in the trials, the Shusui parted company with its towplane prematurely and crashed in a pine forest, its pilot suffering injuries.
The Hicks Merlin, initially called the Hicks Kestrel, was a single-seat high performance sailplane designed and built by W.E. Hicks at the Newcastle Gliding Club from 1933 to 1936.
A parasol, braced three-piece wing with no air-brakes or flaps. The undercarriage was a main skid and tail skid. It was fitted with an “Automatic Rudder”.
It was first flown on 2 February 1936 at Moat Law, UK.
No B.G.A. CofA was issued. As the fuselage contours were shaped around Eddie Hick’s profile the Merlin was of ‘little use to any other person’.
It was eventually purchased for £1 for the Newcastle Club bonfire and burnt pre-war.
Wingspan: 10.46 m / 34 ft 4 in Length: 4.50 m / 14 ft 9 in Wing area: 7.43 sq.m / 80 sq.ft Aspect ratio: 14.8 Wing section: Gottingen 652 Empty weight: 40.82 kg / 90 lb AUW: 116.12 kg / 245 lb Wing loading: 15.63 kg/sq.m / 3.2 lb/sq.ft Max L/D: 20 Min sink: 0.61 m/sec / 2.0 ft/sec
From 8 Febuary to 15 May 1914, four Turkish airmen flew a 2500 km long-haul flight – Istanbul-Damascus-Jerusalem-Cairo-Alexandria, in a Blériot XI. To commemorate this in part tragic, but very successful in the end, flight, the Turkish state television TRT decided to film a recreation.
In 2001 HIBM built two modified, but flyable replicas of the aircraft. Because the replicas corresponded little to the original Blériot XI aircraft, there was some discord. With two Blériot AK-2000X aircraft a re-enactmet of the same route of 1914 was carried out during 15 May -18 June 2001.
In 1978 2.HIBM constructed and developed the Mavi Isik 78-XA-1 agricultural aircraft. The maiden flight (TC-TXA) was successfully conducted in February 1979 in Kayseri. The sequent Mavi Isik-B (1980) and Mavi Isik-G-1 (1983) were developed from the prototype. It did not enter series production. Instead, Turkey bought Pezetel M-18A Dromader agricultural / fire-fighting aircraft.
