1 engine

Scottish Aviation Pioneer

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Pioneer 2

First aircraft produced by Scottish Aviation was the Prestwick Pioneer single-engined five-seat STOL monoplane, first flown 1950. For counter insurgency the Scottish Aviation A.4/45 Prestwick Pioneer 2 was to fill the niche. It came about via the Pioneer 1 and was re engined with the more powerful Alvis Leonides engine.

RAF Malaya, 1959

In service with the RAF as the CC.Mk.1, the Pioneer was in Malaya, Aden, and the UK.

Gallery

Scottish Aviation Pioneer
Engine Alvis Leonides 504/1
Span 49 ft 9 in
Length 34 ft 6 in
Mauw 5400 lb
Cruising speed 120 mph

Scott 1910 Purple Flier Airship

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A Colonel J F Scott “flew” a weird contraption briefly in 1909 that was launched by towing it with a motorcycle. A Cincinnati paper on 3/31/09 reported: “The ‘Purple Flier’ Airship almost flew this morning when its inventor, Col J F Scott, took it out for a trial around the 500-acre field on the farm of Henry A Bobrink, but the engine failed to work properly. The machine also rose a few inches from the ground, but two of the four cylinders refused to work. Col Scott believes that with the machinery properly working the airship will fly. His machine weighs a little less than 1,000 pounds and has a 40 horsepower eight-cylinder air-cooled engine. The aeroplane is started with a motorcycle that is compelled to run at the rate of 25 miles an hour in order to raise the airship in the air.”

Engine: 40-45hp water-cooled
Wingspan: 35’0″
Gross wt: 900 lb
Empty wt: 675 lb
Seats: 1

Scott 16-disc Helicopter

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James F Scott’s 1910 smaller craft looked like a helicopter, but wasn’t. It consisted of an open structure bearing two V-frames on which 16 discs were mounted in fore and aft V-frames. The 8′ diameter disks were built of radially ribbed fabric, like umbrellas. There was no drive-shafting or other driving mechanisms for the disks, but a 40hp water-cooled engine drove a pusher propeller. Apparently, the disks were supposed to produce some form of lift. It is not known if the contraption was ever flown.

Scott Ironsides XS-1 / Ol’ Ironsides

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Construction of the aircraft was started by Ron Scott in the mid 1960s starting with a model rather than a drawing.

The Scott Ol’ Ironsides is an early homebuilt aircraft using wood construction with stressed fiberglass panel construction. Ol’ Ironsides is a strut-braced high-wing aircraft with conventional landing gear arrangement. The wooden fuselage is made of Sitka Spruce. Fiberglass composite skins were formed in 4 x 8 sheets using two layers of cloth with resin over a waxed Masonite table. The landing gear legs, fuel tank, wink tips, wheel pants, and cowling were also formed out of fibre-glass. Scott integrated elements of the Bowers Fly Baby and Champion J-1 Jupiter construction with the Wittman Tailwind airfoil and general layout into the design. The craft cost US$1530 in 1969.

Ol’ Ironsides first flew on 22 November 1969 with a Continental C-85 engine sourced from a Cessna 140. In 1985 the prototype aircraft was restored and re-engined with a Continental O-200 and Sterba wooden propeller.

A 79-year-old pilot suffered head injuries after crashing his single-engine airplane at an airstrip in East Troy on Saturday, November 24th 2012. The crash happened just before 3:30 p.m. It occurred on a privately-maintained grass airstrip known as Air Troy Estates. Many residents who reside nearby have planes and hangars adjacent to the runway. The pilot, identified as Ronald Scott, was attempting to land his plane on the runway when he crashed. He had to be removed from the plane — which ended upside down. He was taken to a Waukesha Hospital to be treated for his injuries. Scott was flying an experimental 1969 Scottbuilt (he designed and built this plane) fixed wing XS-1 known as “Old Iron Sides”. The Walworth County Sheriff’s Office and the FAA were coordinating this investigation.

Ol’ Ironsides
Construction Number (C/N): 1
Registration Number: N1879
Engine: 1 × Continental C-85, 85 hp (63 kW)
Engine: 1 × Continental O-200, 100 hp (75 kW)
Wingspan: 19 ft 6 in (5.94 m)
Wing area: 79.2 sq ft (7.36 m2)
Length: 17 ft (5.2 m)
Empty weight: 720 lb (327 kg)
Gross weight: 1,125 lb (510 kg)
Fuel capacity: 18 USgal
Cruise speed: 117 kn; 217 km/h (135 mph) , 145 mph (233 km/h) with O-200
Stall speed: 48 kn; 89 km/h (55 mph)
Rate of climb: 1,200 ft/min (6.1 m/s)
Seats: 1

Schubert Der Fledermaus

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Der Fledermaus is a one-of-a-kind homebuilt designed and built by E. Alvin Schubert with specific parameters: ease of entry good visibility stability in flight, economy of building and operation, single-place only able to use a VW engine. He picked up a used 25-hp VW in 1960 and rebuilt it to deliver 36-hp with 88-mm cylinders and heads. All goals were achieved. Built circa 1975, it was registered N7873.

Gross weight 745 lbs
Empty weight 441 lb
Fuel capacity 7 Usgal
Wingspan 21 ft
Length 16 ft
Engine 25-hp VW uprated to 36 hp with 88mm cylinders
Vmax 120 mph
Cruise speed 90 mph IAS
Climb rate 600-800 fpm
Ceiling 10,000 ft
Takeoff run 600 ft
Landing roll 800 ft

Schwerdtfeger & Zimmermann Air Swing

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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 tail; yaw control by fully flying rudder; roll control by ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile double surface. Undercarriage has three wheels in tricycle formation with tailskid; suspension on all wheels. Push right go left nosewheel steering connected to yaw control. Brakes on main wheels. Aluminium¬-tube/steel tube framework, without pod. En¬gine mounted below wing driving pusher propeller.

Publicly shown for the first time at Aero 83 exhibition at Friedrichshafen, the Air Swing first flew in April 1983. Two prototypes were built, powered by a Lloyd 22 hp engine.

The Air Swing uses a double triangular frame whose front tube is extended above the wing where it is supported with a second strut, the two acting as a kingpost and forming an inverse V above the wing. The aircraft has an additional peculiarity in that it uses the large diameter boom which carries the empennage as the axis of rotation for its three bladed propeller.

Engine: Lloyd LS400, 22 hp at 5500 rpm
Propeller diameter 50 inch, 1.28 m
Toothed belt reduction, ratio 2.0/1
Max static thrust 177 lb, 80kg
Power per unit area 0.17hp/sq.ft, 1.8 hp/sq.m
Length overall 18.0 ft, 5.50 m
Height overall 7.2ft, 2.20m
Wing span 33.5ft, 10.20m
Constant chord 3.9 ft, 1.20 m
Sweepback 0 deg
Tailplane span 9.0ft, 2.75 m
Total wing area 132 sq.ft, 12.2 sq.m
Wing aspect ratio 8.5/1
Wheel track 5.2 ft, 1.60 m
Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre
Empty weight 221 lb, 100 kg
Max take off weight 508 lb, 230kg
Payload 287 lb, 130kg
Max wing loading 3.85 lb/sq.ft, 18.8 kg/sq.m
Max power loading 23.1 lb/hp, 10.5kg/hp
Load factors; +6.0, 3.0 ultimate
Never exceed speed 71mph, 115kph
Economic cruising speed 50mph, 80kph
Stalling speed 29mph, 47 kph
Max climb rate at sea level 240 ft/min, 1.2 m/s

Schweizer SA 2-31

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Schweizer developed a line of gliders starting in World War II. The 2-31 was not intended to be a motor glider, but rather a light aircraft utilizing some glider and sailplane technologies, common parts with other Schweizer designs and an affordable price as a result of using smaller powerplants.

A two-seat version of the 1-30, the Schweizer SA 2-31 first flew in July 1960 but not put into production due to competition in the light aircraft market. No further motorgliders were built by the company until 1982.

Schweizer SA 2-31
Wingspan: 36 ft (11 m)
Length: 21 ft (6.4 m)
Crew: one
Capacity: one passenger

Schweizer SA 1-30 / SAU 1-30

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The Schweizer SA 1-30 was the first entry by Schweizer in the powered aircraft market. The 1-30 was not intended to be a motor glider, but rather a light aircraft utilizing some glider and sailplane technologies, common parts with other Schweizer designs and an affordable price as a result of using smaller powerplants. Removable wings, and the ability to be transported by trailer were also criteria for keeping airport-based hangar costs down.

The 1-30 shares the same wings and tail surfaces as the 1-26 glider. The fuselage is of aluminum construction with a welded steel tube tail structure. The wings are removable using the same design as the 1-26. The engine uses a cowling with exposed cylinders like a J-3 Cub for simplicity and cooling efficiency. Wing mounted spoilers were retained from the 1-26, allowing steep low-speed descents at about a 5:1 glide ratio. Three sets of wings were tested including a set (the third) from the model 2-31. An early configuration with the full length SGS 1-26B wings, fuselage and tails, cub cowl and Cessna 170 landing gear legs.

Construction of the prototype was started in April 1958 and first flew in July. The aircraft was tested as a glider aero-towing aircraft using a Schweizer SGU 2-22C. The single-place 1-30 was not intended to go into production, the two-place 2-31 was envisioned as the production model, but was also not produced beyond a single prototype.

The SA 1-30 was modified with a 4 ft (122 cm) shorter wing by simply clipping the length of the wing and aileron at the tips and a fully cowled more powerful engine, re-designated SAU 1-30.

The aircraft was painted twice; once a light tan & red with the second being the tan, green and “day-glow” orange.

Schweizer SA 1-30
Engine: 1 × Continental A65, 65 hp (48 kW)
Wingspan: 40 ft (12 m)
Wing area: 160 sq ft (15 sq,m)
Aspect ratio: 10
Length: 20 ft 3 in (6.17 m)
Empty weight: 700 lb (318 kg)
Gross weight: 1,100 lb (499 kg)
Maximum speed: 96 kn (110 mph, 180 km/h)
Cruise speed: 87 kn (100 mph, 160 km/h)
Stall speed: 33 kn (38 mph, 61 km/h)
Rate of climb: 1,000 ft/min (5.1 m/s)
Capacity: 1

Schweizer X-26 Frigate

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The X-26A was an Schweizer SGS 2-32 sailplane that was used by the Navy to expose novice pilots to the phenomenon of yaw/roll coupling. Conventional jet trainers reacted much too quickly and dangerously for effective instruction – an aircraft that had unusually slow roll rates and excellent recovery characteristics was needed instead. Four of the gliders were originally delivered, but accidents soon claimed three of them. In each case the aircraft was replaced with a new one, and the training program continued, making the X-26 the longest-lived X-vehicle.

The Lockheed X-26B was created in response to a requirement for a stealth-type observation aircraft in Vietnam. Two of the Navy X-26A aircraft were temporarily modified with small engines and slow-speed propellers, and were eventually equipped with a variety of intelligence-gathering sensors. Testing in Vietnam was evidently successful as 14 further aircraft were acquired under various designations, including 11 Lockheed YO-3As.

The original X-26As were demodified and returned to the Navy after the construction of the YO-3As. One X-26B and a YO-3A are preserved in the Army Aviation Museum at Fort Rucker, Alabama.

Schweizer 330 / 333

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330T

The Schweizer turbine 330 is powered by an Allison 225 C10A engine. The new 350 shp Allison engine has been derated to 200 shp in the 330, which the company claims will provide a full 200 shp under standard day conditions up to 18,000 feet or to 16,000 feet on a 95oF day.

The piston powered 300 and the turbine powered 330 have virtually identical dynamic components main and tail rotor blades, transmissions and drive shafts with the exception of the powerplants.

In training configuration the 330 features three abreast seating, with the middle seat raised and slightly aft to give the instructor an overview. Another variant, for the civil utility market, has four seats in two by two configuration.

In September 2000 Schweizer Aircraft received type certification for the 333. This upgraded version of the 330SP features a new rotor system composed of cambered airfoil blades combined with an increase in maximum and continuous takeoff power. This gives 290 lbs more useful load and a cruise 20 kts higher than the 330SP. The 330SP may be upgraded to the 333.

Gallery

Schweizer 330 Sky Knight
Engine: Allison 250-C10A, 148 shp
Length: 30.84 ft / 9.4 m
Height: 8.53 ft / 2.6 m
Rotor diameter: 26.903 ft / 8.2 m
Max take off weight: 2050.7 lb / 930.0 kg
Weight empty: 1049.6 lb / 476.0 kg
Max. speed: 100 kt / 185 km/h
Cruising speed: 91 kt / 169 km/h
Initial climb rate: 1574.8 ft/min / 8.0 m/s
Service ceiling: 20997 ft / 6400 m
Range: 241 nm / 446 km
Fuel capacity: 60 gal / 227 lt
Crew: 1
Payload: 2-3 pax

330 / TH-330
Engine: 1 x Allison 250-C20W
Instant pwr: 175 kW
Rotor dia: 8.17 m / 27’6″
MTOW: 1000 kg
Useful load: 475 kg
Max speed: 230 mph
Max cruise: 108 kts
Max range: 495 km
Ceiling: 11,200′
HIGE: 13,900 ft
HOGE: 11,200 ft
Crew: 1
Pax: 3
Seats: 3-4

333
Engine: 1 x RR-Allison 250-C20W