The Si 202 Hummel of 1938 was a side by side 2-seater of simple all-wooden construction.
The Fh 104 and a liaison machine, the Si 202 Hummel (which had lost out to Fiesler’s Fi 156 STORCH) shared production line space with license built Do 17s, all examples of the Siebels going to the Luftwaffe.
Siebel Si 202 P 4 Hummel Engine: Zündapp 29-92, 49 hp Length: 20.997 ft / 6.4 m Height: 6.234 ft / 1.9 m Wing span: 34.449 ft / 10.5 m Max take off weight: 1212.8 lb / 550.0 kg Max. speed: 86 kts / 160 kph Service ceiling: 14108 ft / 4300 m Range: 270 nm / 500 km Crew: 1+1
The Siebel Si-201 was designed and built by Siebel in response to the German Air Ministry specification issued in February 1937 for an air observation / army co-op aircraft that had superlative Short Take-off/Landing (STOL) capabilities, excellent slow-flight performance and all-round visibility. Three aircraft were designed and built to meet this particular specification – the Fiesler Fi-156 (already being tested before the specifications were released), the Bayerische Flugzeugwerke designed and built Bf-163 and the Siebel Si-201, these latter two flying in 1938.
The Si-201 was an unorthodox design with its Argus As10 V-8 air-cooled engine mounted above the wing as a pusher, driving a four-bladed fixed-pitch airscrew which rotated above a slim, circular-section tailboom. It had a boxy, fully glazed forward fuselage with room for a pilot and observer in tandem and was a high-wing braced monoplane with a tail-wheel landing gear.
This design allowed superlative vision from the forward cockpit and so the pilot was seated towards the rear of the cockpit. The aircraft had high lift devices such as full span automatic leading edge slots and four section Fowler-type flaps with the outermost flaps also acting as ailerons and which occupied almost the entire trailing edges, the outboard sections serving as ailerons. The fuselage was of welded steel-tube construction with metal skinning and the plywood-covered wing was of wood. The pilot and observer were seated in tandem in the extensively-glazed forward fuselage, the observer being positioned ahead of the pilot with his seat offset to starboard.
The first of two prototypes of the Si-201 flew during the early summer of 1938, revealed excellent short take-off and landing characteristics, and was found to possess acceptable slow-flying characteristics closely comparable with those of the Storch, but at the upper end of the speed scale tail flutter proved troublesome. Considerable effort was expended in damping out oscillation in the tailboom which developed under certain flight conditions, and the second prototype, which featured some simplification of the high-lift devices, was flown with a somewhat sturdier tailboom. The most serious shortcoming of the Si-201 proved to be the extremely limited cg travel permitted by its configuration, and when Siebel was ordered to abandon further development of the aircraft the problem of tail flutter remained largely unsolved.
The Si-201 was evaluated against the Fieseler Fi 156 and Messerschmitt Bf 163 but did not compare well to these aircraft. The Si-201 was also flown by General Ernst Udet, then head of the Reich Air Ministry’s technical department. He was unimpressed with its ground handling and landing characteristics, essential elements in the success of the Storch. The Si 201 would also have been more costly to construct than the Fi 156 Storch. The Si-201 had a higher top speed than the Storch, but speed wasn’t an important consideration for its expected roles, and work on the Si 201 stopped after two prototypes had been built.
The Ilmavoimat evaluation team test-flew the aircraft and experienced the same issues at the upper end of the speed scale with tail flutter. While this was a concern, the aircraft remained under consideration until the decision by the Reich’s Air Ministry not to order the aircraft into production put a halt to further consideration.
Siebel Si 201 Crew: two (Pilot and Observer) Engine: 1 x Argus As 10C, 179 kW (240 hp) Maximum speed: 115mph Range: 280 miles Service ceiling: 18,000 ft
Designed by Eng Antonio Menezes Sidou of Porto Alegre in the state of Rio Grande do Sul, this Brazilian tandem two-seater is intended for primary and advanced training and Open Class contest flying, and Eng Sidou hoped to begin construction of the Joao Grande (or Stork) at Paso Funde in Rio Grande do Sul early in 1978. It is a cantilever midwing monoplane similar to the IPD Urupema in appearance but with a T-tail and cambered wing tips, of all-wooden construction with plywood covering and abrasion-resistant plastics finish; it is designed for aerobatics and cloud flying. There are Schempp-Hirth air brakes on the upper and lower surfaces of the wing, which has long span ailerons and a dihedral of 3° 36′. The ailerons, elevators and rudder are both statically and dynamically balanced, a narrow-chord tailptene being mounted on top of the swept back fin. There is a retractable rubber-sprung monowheel with rubber shock absorbers and a brake, and a tail bumper. The two pilots sit in tandem under a long flush-fitting one-piece jettisonable Plexiglas cockpit canopy.
Span: 59 ft 0.75 in Length: 29 ft 6.25 in Height: 8 ft 3.25 in Wing area: 139.5 sqft Aspect ratio: 25.0 Empty weight: 595 lb Max weight: 992 lb Max speed: 112 mph (in rough air) Min sinking speed: 1.87 ft/sec at 50.5 mph Best glide ratio: 43.9:1 at 59 mph
When, in January 1917, Capt F M Green became chief aeronautical engineer of the Siddeley-Deasy Motor Car Company, he began the design of a single-seat fighter, the S.R.2. A compact single-bay sesquiplane predominantly of wooden construction with fabric skinning, the S.R.2 was powered by a 320hp A.B.C. Dragonfly nine-cylinder radial engine. Armament comprised two synchronised 7.7mm machine guns.
A contract for six prototypes was reduced to three in mid 1918, the first of these flying in April 1919, by which time the fighter had been officially named Siskin. The first prototype Siskin was subsequently re-engined with an Armstrong Siddeley Jaguar, development in this form continuing after Siddeley Deasy acquired in 1921 the name and goodwill of Sir W G Armstrong Whitworth & Co Ltd, and the Armstrong Whitworth Siskin II emerging in 1922.
Max take-off weight: 989 kg / 2180 lb Empty weight: 664 kg / 1464 lb Wingspan: 8.38 m / 27 ft 6 in Length: 6.48 m / 21 ft 3 in Height: 2.97 m / 9 ft 9 in Wing area: 22.95 sq.m / 247.03 sq ft Max. speed: 233 km/h / 145 mph Ceiling: 7255 m / 23800 ft
TVS-2-DT RA-2519G at MAKS, Zhukovsky, Moscow, Russia, August 26, 2015
Another organization working on a “better” An-2 is SibNIA (Siberian Aeronautical Research Institute) in Novosibirsk, Russia. In this version, the An-2MS (An-2MC in Russian) and later usually referred to as the TVS-2MS), the radial engine was replaced by a 1,100 hp Honeywell TPE331-12UHR turbine, driving a five-bladed Hartzell propeller. The first An-2MS/TVS-2MS was first flown on September 5, 2011 and by 2015 well over fifteen examples had been delivered by SibNIA and Rusaviaprom JSC, all built, from existing An-2 airframes retaining the An-2 wings and tail feathers.
SibNIA went a step further and also developed an upgraded An-2 with an entirely new composite construction high-lift, high-aspect-ratio wing. This new wing was first tested on an An-2MS which flew as a high wing monoplane. The aircraft, designated TVS-2-DT, first flew in December 2014 and had the TPE331 engine and old style tail. It then received curved wingtips on the upper wing and a new lower wing with wingtips acting as interconnecting struts. In this guise it flew on June 10, 2015, initially also with the old tail, but this was soon replaced by a new design larger and squared vertical tail as shown in the photo.
Flown for the first time on 20 December 1947, the SM.101 was designed as a six-seat light transport and is powered by a 235 hp Walter Bora radial engine.
Welded steel-tube construction is used with fabric covering. Fowler-type flaps are fitted to the wing and dual controls are fitted.
Engine: 235 hp Walter Bora Wingspan: 54 ft 1 in Wing area: 322 sq.ft Length: 33 ft 6 in Height: 9 ft 9.5 in Empty weight: 2910 lb Loaded weight: 4828 lb Max speed: 149 mpg at SL Cruise: 140 mph at 9020 ft Range: 777 mi Service ceiling: 15,750 ft
n October 1963 Silvercraft SpA flew the XY prototype light helicopter further developed with financial and technical assistance of shareholder SIAI-Marchetti as the all-metal three-seat SH-4, the prototype of which (I-SILX) made its first flight in March 1965.
The SH-4 had a skid undercarriage and a high-set tubular corrugated tailboom with a small fin and tailplane and a two-blade tail rotor and powered by a 235hp (derated to 170hp) Franklin 6A-350-D1B piston engine. The main rotor had two blades and a transverse mass-balanced stabiliser bar.
A pre-production model was displayed at the 1967 Paris Air Show, certification was achieved in September 1968. The first helicopter of all-Italian design and construction to receive both Italian and U.S. certification. The SH-4 went into production at Silvercraft’s works at Sesto Calende in basic form. Variations were the SH-4/A for agricultural use and as the SH-4/C with a supercharged Franklin 6AS-350-D1 engine.
SH-4A
Serious production had begun as SIAI-Marchetti/Silvercraft SH-4, but under name Silvercraft alone deliveries began 1970. Production ceased 1977. Production of a batch of about 50 SH-4s was started at the Sesto Calende works with the aid of Fiat Aviazione (Motori), who manufactured mechanical parts for the rotor transmission, but the firm ran into difficulties over the Franklin engine, which had gone out of production.
A total of 21 SH-4s were completed with individual examples being exported to Brazil, South Africa, France and Holland. One aircraft was delivered to the Italian Air Force.
The company ceased operations in the late 1970s.
SH-4 / SH-4A Engine: Franklin 6AS-350-S1, 235 hp de-rated to 170 hp Main rotor diameter: 29 ft 7.5 in / 9.03 m Fuselage length: 25 ft 1.25 in / 7.65 m Empty weight: 1142 lb / 518 kg MTOW norm: 1900 lb / 862 kg Max cruise: 70 kt / 81 mph / 130 kph ROC: 1180 fpm / 360 m/min Service ceiling: 15,100 ft / 4600 m Range max fuel: 173 nm / 200 mi / 320 km Seats: 3 SH-4A ag capacity: 54 USG / 200 lt / 441 lb / 200 kg External cargo hook: 441 lb / 200 kg Cabin length: 4 ft 9.75 in / 1.47 m Cabin height: 4 ft 0.25 in / 1.24 m
The Cessna O-1 provided the basis for the Italian development of a turboprop version. A two-seat STOL light monoplane powered by a 298kW Allison 250-B17 turboprop engine, the prototype first flew on 24 May 1969.
The SM 1019 was evaluated by the Italian Army Light Aviation, which ordered 80 SM.1019E1s, under the designation AL-2. Optional armament or equipment is carried on two underwing hardpoints.
Engine: Allison 250-B15G, 317 shp Wingspan: 10.97 m / 36 ft 0 in Max. speed: 280 km/h / 174 mph
The prototype for the SF.260 series, known as the F.250, flew for the first time on 15 July 1964. The version developed initially for civil production was manufactured at first under licence from Aviamilano by SIAI-Marchetti and is designated SF.260 (initials in SF.260 denoted design by Stelio Frati). Subsequently SIAI-Marchetti became the official holder of the type certificate and of all manufacturing rights of the SF.260.
A cabin monoplane with a cantilever low wing, the fuselage is an all-metal semi-monocoque structure of relatively thick skins and minimal stringers. The wing has a metal single spar, Friese type ailerons and electric slotted flaps. The wing is NACA 64-212 at the root and NACA 64-210 at the tip. The empennage contains cantilevered flying surfaces, with a manually operated trim tab on the elevator. The retractable tricycle undercarriage has oleo-pneumatic shock absorbers and a steerable nose wheel.
Designed by Stelio Frati and built in Italy, it is a 4 seater low-wing aircraft powered by a 260 hp Lycoming and has been predominantly sold in military versions since first flying in 1966. The SF.260 received FAA certifica¬tion on 1 April 1966.
Production of SF.260s for military use continued into 1987 in three versions: the SF.260M basic trainer, the armed SF.260W Warrior trainer and light attack aircraft, and the SF.260TP, powered by an Allison 250-B17C turboprop in place of the Lycoming 0-540 piston engine of the earlier models. The airframe is common in each case, except for a lengthened fuselage for the turboprop version. The SF.260W and TP have up to four underwing pylons for a variety of light stores, including rocket and gun pods to a maximum of 300kg.
Replacing the earlier C model, the SF.260D is powered by a 260 hp (194 kW) Textron Lycoming O-540-E4A5 engine and has the aerodynamic and structural improvements developed for the military SF260M. The similar SF260W Warrior can also double as a tactical support/liaison aircraft with light weapons. Production continues in 1990 of the SF.260TP, of which more than 60 had been ordered powered by the 350 shp (261 kW) Allison 250-B17D turboprop.
Some 350 SF260s were built in the 14 years since the type first flew. By 1993 more than 700 civil and military SF.260s of all models had been completed, most of which were for export.
Waco Aircraft was founded in 1966 to build SF.260 (as Waco Meteor), and Socata Rallye Commodore (as Waco Minerva).
Waco Meteor
In 1990 the PADC in the Philippines started assembling S 211s, followed by SF 260 TPWs and SF 600 Canguro in agreement with SIAI Marchetti of Italy.
SIAI-Marchetti SF.260 Engine: Lycoming O-540-E4A5, 260 hp TBO: 2000 hr Fuel type: 100LL Propeller type: CS Landing gear type: Tri./Retr Max ramp weight: 2430 lb Gross weight, utility: 2430 lb Gross weight, aerobatic: 2205 lb Landing weight: 2430 lb Empty weight, std: 1664 lb Useful load, std: 766 lb Useable fuel, std: 62 USG Payload, full std. fuel: 377 lb Wingspan: 27 ft. 5 in Overall length: 23 ft. 4 in Height: 7 ft. 11 in. Wing area: 109 sq. ft Wing Loading: 22.3 lbs./sq.ft Power loading: 9.3 lbs./hp Seating capacity: 3/4 Cabin width: 40 in Cabin height: 36 in Cruise speed, 75% power: 186 kt Fuel consumption, 65% power: 12.4 USgph Max range, 75% power: 800 nm Max range, 55% power: 1040 nm Vso: 57 kt Best rate of climb, SL: 1700 fpm Service ceiling: 21,370 ft Takeoff ground roll: 820 ft Takeoff over 50-ft. obstacle: 1610 ft Landing ground roll: 790 ft Landing over 50 ft. obstacle: 1610 ft
SF-260 Engine: Lycoming O-540-E4A5 or D4A5, 260 hp Prop: Hartzell 2 blade CS 76 in Wingspan: 27 ft 5 in Wing area: 108.7 sq.ft. Aileron area total: 8.5 sq.ft. Flaps area total: 12.7 sq.ft. Fin area: 8.05 sq.ft. Rudder area: 5.38 sq.ft. Tailplane area: 14.9 sq.ft. Elevator area: 10 sq.ft. Length: 23 ft Height: 7 ft 7 in Wheel track: 7 ft 5 in Wheel base: 5 ft 3.5 in Tire size mains: 6.00 x 6 Tire size nose: 5.00 x 5 Seats: 3 MTOW normal: 2430 lb MTOW aerobatic: 2095 lb Empty wt: 1488 lb Useful load: 937 lb Wing loading: 22.4 lb/sq.ft Power loading: 9.3 lb/sq.ft Fuel cap wing total/useable: 26 /25.4 USG Baggage capacity: 90 lb Fuel cap tip tanks total/useable: 38 /36.6 USG Max cruise SL: 230 mph Range max cruise 30min res: 1275 sm 75% cruise fuel burn: 19 USG/hr 60% cruise fuel burn: 14 USG/hr Stall: 65 mph Vy: 125 mph ROC SL: 1880 fpm Service ceiling: 21,235 ft Take off ground roll: 790 ft Landing ground roll: 790 ft Landing over 50ft obst: 1610 ft
SF.260C
SF.260D Engine: Textron Lycoming O-540-E4A5, 260 hp (194 kW). Rear seat load limit: 260 lb Max cruise@ 10 000 ft: 186 kts. Max range: 1,100 nm
SF.260E
SF.260M
SF.260TP Engine: 1 x Allison 250-B17D turboprop, 350 shp (261 kW). Span: 8.35 m Length: 7.4 m. Wing area: 10.1 sq.m Empty wt: 750 kg. MTOW: 1300 kg. Warload: 300 kg. Max speed: 380 kph Initial ROC: 660 m / min. Ceiling: 8500+ m T/O run: 300 m. Ldg run: 305 m Fuel internal: 235 (+144) lt. Range: 950 km Endurance: 3hr 20min. Combat radius lo-lo-hi: 150 km
SF.260W Warrior Max take-off weight: 1300 kg / 2866 lb Loaded weight: 830 kg / 1830 lb Wingspan: 8.35 m / 27 ft 5 in Length: 7.1 m / 23 ft 4 in Height: 2.41 m / 8 ft 11 in Wing area: 10.1 sq.m / 108.72 sq ft Max. speed: 305 km/h / 190 mph Ceiling: 4480 m / 14700 ft Range w/max.fuel: 1715 km / 1066 miles Armament: 300kg on underwing pylons
All Aero 