Single seat single engined biplane with con¬ventional three axis control. Wings have swept back leading and trailing edges, and constant chord; two fin tail and canard wing. Pitch control by double fully flying canard; yaw control by tip rudders between wings and twin fully flying tail rudders; roll control by ailerons on lower wings; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by struts and transverse X cables; wing profile; double ¬surface. Undercarriage has three wheels in tricycle formation; bungee suspension on nosewheel and glass fibre suspension on main wheels. No ground steering. No brakes. Aluminium tube framework, without pod. Engine mounted between wings driving pusher propeller.
The prototype Pterodactyl caused a sensation at Sun ‘n’ Fun in March 1983 at Lakeland. Florida, where it was shown publicly for the first time. With the Light Flyer, Pter¬odactyl has moved away from their earlier productions. Structurally, the only points in common between them and the new design are the undercarriage construction and the canard configuration.
One of the first photographs of the Light Flyer, showed it with two rudders mounted behind the wings, in the propwash. More recent literature shows that the aircraft now also has tip rudders which are hinged on the interplane struts near the wing tips. The Light Flyer is sold as a kit requiring around 125 h assembly for a price of $5420 in 1983.
Engine: Cuyuna 430R, 30 hp at 5500 rpm Propeller diameter and pitch 54 x 27 inch, 1.37 x 0.69 m V belt reduction, ratio 2.0/1 Power per unit area 0.7 hp/sq.ft, 1.9 hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 15.7 ft, 4.78 m Height overall 7.0 ft, 2.13 m Wing span 26.0 ft, 7.92 m Total wing area 174sq.ft, 16.2 sq.m Empty weight 240 lb, 109kg Max take off weight 500 lb, 227kg Payload 260 lb, 118kg Max wing loading 2.87 lb/sq.ft, 14.0kg/sq.m Max power loading 16.7 lb/hp, 7.6kg/hp Max level speed 55 mph, 88 kph Never exceed speed 55 mph, 88 kph Max cruising speed 45 mph, 72 kph Economic cruising speed 35 mph, 56 kph Stalling speed 24 mph, 39 kph Max climb rate at sea level 800 ft/min, 4.1 m/s Take off distance 110ft, 34 m Landing distance 50 ft, 15 m Service ceiling 18,000 ft, 5490 m Range at average cruising speed 100 mile, 160km
This canard (tail-first) microlight is based on the Manta Fledge hang-glider and several versions have been developed in the United States by Pterodactyl Limited. The latest version to be developed, is the Ascender. The Ascender differs from the earlier Ptraveler in that the engine drives the propeller through a belt-drive reduction system. The Pterodactyl gives the impression of a large size because of the high wing and larger wheels than other types. First built in 1981. A monowing with an all-flying canard control surface and wingtip winglets. All control surfaces are movable. Control features are similar to Ptraveler. Weight shift is not necessary but can affect trim. Sink rate can be increased by using the canard as an air brake in the full-up position. A mixer stick deploys the winglets and canard. Construction con¬sists of aluminum tubing, with stainless steel cable and aircraft hardware used throughout. Dacron sailcloth covers the wings and winglets. Stitts Poly-fiber covers the canard. With optional bridle and release, the No Pturkey can be used to air-tow gliders.
In 1982 it was succeeded by the Ascender II, which has the benefits of a wider track, shock absorbers of laminated glass fibre in the main axles and a nosewheel increased in diameter from 14 to 16 inch (36 41 cm). The price in May 1983 is $5242.
Another version, the Ascender II+, has an enlarged framework for the heavier pilot and appeared the same year. It has a reinforced structure and makes use of larger diameter tubing. In addition, it has as standard the double capacity fuel tank, which is only an option on the Ascender II. Price for the Ascender II+ in May 1983 is $5536, as a kit requiring some 75 h assembly time.
August 1983
Three axis, nosewheel steering and para¬chute options are available as on the Ptravel¬er, and in addition the Ascender buyer is offered an optional rigid seat, made of glass fibre and weighing some 5 lb (2.3 kg) more than the swing seat it replaces.
The Ascender II+2 is the same as the Ptraveler except: Side by side two seater. Bungee suspension on nosewheel and glass fibre suspension on main wheels. Given the increased strength of the Ascender II+ airframe com¬pared to that of the standard single seaters, it was inevitable that the Watsonville company would sooner or later use it as the basis of a two seater, and this duly appeared in October 1982 as the Ascender II+2. Before putting the Ascender II+2 into production, Jack McCormack and Robyn Solair from Ultralight Flyer magazine set off on the by now traditional proving trip in the Ascender II+2 prototype, this time travelling 1025 mile (1649 km) to the Mexican frontier and back.
In the US, the Ascender II+2, like all other two seaters, is classified as an experimental aircraft rather than an ultralight, though Jack prefers to play down the legal restraints by describing it as a single seater with a sidecar. Kits are available to convert an Ascender II+ into an Ascender II+2, the modification being extremely simply by virtue of the II+’s already enlarged frame, which allows the change to be made by simply adding the second seat (six bolts) and repositioning the throttle centrally. In all other respects the two aircraft are identical and, like the single¬-seater, the II+2 can have optional three axis control, nosewheel steering and a parachute system.
By August 1983 the FAA had inspected the Pterodactyl Ascender II+2 and approved it as an amateur-built aircraft kit. Prior to this, builders needed local approval for amateur registration.
A prototype two seater known as the Double Dactyl had appeared, but that particular dual machine never got into production.
Production was taken over by Freedom Fliers and by 1995, DFE Ultralights.
Ascender Engine: 430 cc / 30 hp Cuyana 2-cylinder Two-stroke Wing Span: 33 ft Wing Area: 162 sq. ft. (canard: 11 sq.ft.) Aspect ratio, 6.5 Overall length, 14 ft Cruise Speed: 36-45 mph Stall speed: 23mph Max. Rate of climb: 1,000 fpm Empty weight: 215 lbs Max. pilot weight: 230 lb Usable payload (include fuel), 265 lb Wing loading, 2.75 lbs/sq.ft L/D power-off glide ratio, 9:1 Takeoff roll distance, 75 ft Fuel capacity, 5 Usgal Range at cruise, 100 mi Range: 130 miles
Ascender II Engine: Cuyuna 430R, 30 hp at 5500 rpm Propeller diameter and pitch 54 x 27 inch, 1.37 x 0.69 m V belt reduction, ratio 2.0/1 Power per unit area 0.19hp/sq.ft, 2.0hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 16.8 ft, 5.08 m Height overall 9.1ft, 2.77m Wing span 33.0ft, 10.06m Mean chord 5.5 ft, 1.65 m Chord at tip 4.5 ft, 1.34 m Total wing area 173 sq.ft, 16.1 sq.m Main wing area 162 sq.ft, 15.1 sq.m Canard area 11.0sq.ft, 1.0sq.m Main wing aspect ratio 6.7/1 Nosewheel diameter overall 16 inch, 41 cm Main wheels diameter overall 20 inch, 51 cm Empty weight 218 lb, 99 kg Max take off weight 465 lb, 211kg Payload 247 lb, 112kg Max wing loading 2.87 lb/sq.ft, 13.9 kg/sq.m Max power loading 15.5 lb/hp 7.0 kg/hp Load factors; +4.4, 3.3 ulti¬mate Max level speed 55mph, 88kph Never exceed speed 55 mph, 88 kph Max cruising speed 45mph, 72kph Economic cruising speed 35mph, 56kph Stalling speed 24 mph, 39 kph Max climb rate at sea level 1000 ft/min, 5.1 m/s Min sink rate 425ft/min, 2.2 m/s Best glide ratio with power off 8/1 Take off distance 80 ft, 25 m Landing distance 50ft, 15 m Service ceiling 21,000ft, 6400 m Range at average cruising speed 120 mile, 193 km
Ascender II+ Engine: Cuyuna 430R, 30 hp at 5500 rpm Propeller diameter and pitch 54 x 27 inch, 1.37 x 0.69 m V belt reduction, ratio 2.0/1 Power per unit area 0.19hp/sq.ft, 2.0hp/sq.m Fuel capacity 10.0 US gal, 8.3 Imp gal, 37.9 litre Length overall 16.8 ft, 5.08 m Height overall 9.1ft, 2.77m Wing span 33.0ft, 10.06m Mean chord 5.5 ft, 1.65 m Chord at tip 4.5 ft, 1.34 m Total wing area 173 sq.ft, 16.1 sq.m Main wing area 162 sq.ft, 15.1 sq.m Canard area 11.0sq.ft, 1.0sq.m Main wing aspect ratio 6.7/1 Nosewheel diameter overall 16 inch, 41 cm Main wheels diameter overall 20 inch, 51 cm Empty weight 235 lb, 107 kg Max take off weight 535 lb, 243kg Payload 300 lb, 136kg Max wing loading 3.30 lb/sq.ft, 16.1 kg/sq.m Max power loading 17.8 lb/hp 8.1 kg/hp Max level speed 60mph, 97kph Never exceed speed 65 mph, 105 kph Max cruising speed 50mph, 80kph Economic cruising speed 40mph, 64kph Stalling speed 27 mph, 43 kph Max climb rate at sea level 900 ft/min, 4.6 m/s Min sink rate 475ft/min at 30mph, 2.4 m/s at 48 kph Best glide ratio with power off 8/1 Take off distance 90 ft, 27 m Landing distance 50ft, 15 m Service ceiling 18,000ft, 5490 m Range at average cruising speed 200 mile, 322 km
Ascender II+2 Engine: Engine: Cuyuna 430R, 30 hp at 5500 rpm Propeller diameter and pitch 54 x 27 inch, 1.37 x 0.69 m V belt reduction, ratio 2.0/1 Power per unit area 0.19hp/sq.ft, 2.0hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 16.8 ft, 5.08 m Height overall 9.1ft, 2.77m Wing span 33.0ft, 10.06m Mean chord 5.5 ft, 1.65 m Chord at tip 4.5 ft, 1.34 m Total wing area 173 sq.ft, 16.1 sq.m Main wing area 162 sq.ft, 15.1 sq.m Canard area 11.0sq.ft, 1.0sq.m Main wing aspect ratio 6.7/1 Nosewheel diameter overall 16 inch, 41 cm Main wheels diameter overall 20 inch, 51 cm Empty weight 250 lb, 113kg Max like off weight 750 lb, 340kg Payload 500 lb, 227kg Max wing loading 4.63 lb/sq.ft, 2.1 kg/sq.m Max power loading 25.0 lb/hp, 11.3 kg/hp Max level speed 60 mph, 97 kph Max cruising speed 50 mph. 80kph Economic cruising speed 40mph. 64kph Stalling speed 32mph, 51 kph Max climb rate at sea level 400ft/min, 2.0m/s Take off distance 200ft, 60m Landing dis¬tance 50ft, 15m Service ceiling 12,000ft. 3660 m Range at average cruising speed 82 mile, 132 km
Ascender III-A Engine: Zenoah G25, 22 hp Height: 9.1 ft Length: 12.3 ft Wing span: 33 ft Wing area: 162 sq.ft Weight empty: 165 lb Gross: 425 lb Fuel cap: 5 USG Speed max: 55 mph Cruise: 40 mph Range: 150 sm ROC: 400+ fpm Take-off dist: 125 ft Landing dist: 50 ft Service ceiling: 18,000 ft Seats: 1 Landing gear: nose wheel
Ascender III-B Engine: Cuyuna 430, 32 hp HP range: 25-45 Height: 9.1 ft Length: 16.8 ft Wing span: 33 ft Wing area: 173 sq.ft Weight empty: 215 lb Gross: 425 lb Fuel cap: 5 USG Speed max: 55 mph Cruise: 40 mph Range: 150 sm ROC: 1000 fpm Take-off dist: 80 ft Landing dist: 50 ft Service ceiling: 18,000 ft Seats: 1 Landing gear: nose wheel
DFE Ascender III-B Engine: Rotax 277, 28 hp Wing span: 10 m Wing area: 16 sq.m Weight empty: 108 kg Gross: 210 kg Fuel cap: 19 lt Speed max: 90 kph Min speed: 45 kph ROC: 5 m/s Seats: 1 Kit price 1998: US$6750
Ascender III-C Engine: Cuyuna 430, 32 hp HP range: 25-65 Height: 9.1 ft Length: 16.8 ft Wing span: 33 ft Wing area: 173 sq.ft Weight empty: 235 lb Gross: 535 lb Fuel cap: 5 USG Speed max: 55 mph Cruise: 40 mph Range: 150 sm ROC: 1000 fpm Take-off dist: 90 ft Landing dist: 50 ft Service ceiling: 18,000 ft Seats: 1 Landing gear: nose wheel
The 1992 Ken Pruitt built Sopwith Pup N1915K c/n 3 is a replica of the original Sopwith Pup which played a major rule in the early years of WWI.
The Pruitt Pup is powered by a Warner scarab engine. Built under Manufacturer/Model code 0561899 by Ken Pruitt in Oklahoma, USA, it was flown first on 9 January 1992.
N1915K was sold to Holland in 1988, and based at Lelystad airport. On 22 February 2005, registration N1915K was cancelled as exported to the Netherlands.
The first development of the company was the project of a three-engine transport aircraft. The prototype aircraft, designated XM-1 and registration number X3321, flew for the first time in late 1927.
It was an all-metal high-wing aircraft equipped with three Ryan engines (a copy of the German Siemens-Halske Sh 12) with 125 hp. The passenger cabin was designed for six people, but after a slight transformation it was possible to accommodate seven using the co-pilot’s seat.
This aircraft, built from steel and duralumin, was advertised by the company as being resistant to fire and the whims of the weather and even to damage (crash-proof).
After several months of testing, the aircraft was converted into the TM-1 (changing the registration number to N5728). In this form, the plane took off in June 1928 powered by Siemens-Halske engines.
TM-1
The Super TM-1 had Ryan-Siemens wing engines and a Wright J-5c in the nose position.
Thanks to good publicity, even before the end of testing, a contract was awarded for the production of 16 such aircraft for Beacon Airways.
However, the company soon began to experience serious financial difficulties that prevented the implementation of these plans. The only copy of the aircraft made only a few advertising flights, and then, was converted into a single engine and sold to Mexico. The SE-1 designation showing the largest change to date, into a single-engine configuration.
SE-1
The type was developed into the Solar MS-1.
TM-1 Engines: 3 x Ryan, 125 h.p. Wingspan: 17.37 m Wing area: 47.00 sq,m Length: 11.58 m Height: 3.67 m Weight empty: 1820 kg Maximum speed: 175km / h Cruising speed: 153km / h Practical ceiling: 4572m Crew: 2 Payload: 6 passengers
Kits have been made available to construct the Jaguar tandem two-seat, 300mph (480kmh) low-wing monoplane, derived from the Prowler of 1985 designed by George Morse.
Engine: Rodeck V8, 350 hp Height: 7.3 ft Length: 21 ft Wing span: 25.4 ft Wing area: 104 sq.ft Weight empty: 1560 lb Gross: 2500 lb Fuel cap: 72 USG Speed max: 300 mph Cruise: 250 mph Range: 1200 sm Stall: 65 mph ROC: 2500 fpm Take-off dist: 1100 ft Landing dist: 1200 ft Seats: 2 Landing gear: retractable tail wheel
The 1985 Prowler Aviation Morse 364P Prowler was a two-place cabin low-wing monoplane powered by a modified Oldsmobile F-85 engine. The first, N611A, first flew on 17 March 1985.
George Morss asked Martin Hollman to perform the stress analysis on his Prowler. Several modifications such as wing to fuselage attachment were needed to make the aircraft safe.
A high wing aircraft with all aluminium wings that can be easily and quickly folded rearwards, parallel with the steel tube, ceconite-covered fuselage. It has transparent doors which hinge upwards under the wings and can be opened in flight. The undercarriage is one-piece spring steel and either two or four 20 lt fuel tanks in the wing roots. Standard tires are 600×6, with optional 700×6.
The Protech PT2 Sassy origi¬nates from Houston, Texas circa 1988. Being a high wing side by side two seater of taildragger design, power comes from a 75hp Revmaster, providing a maximum speed of 140 mph. An interesting feature is the aircraft’s fold back wings to facilitate storage. The first was N211PT.
All Aero 