The Pazmany PL-9 Stork is an 3/4 replica of the Fieseler Storch. It authenticity is backed up by more than 9000 hours of aeronautical engineering design in order to obtain the same flying and handling characteristics of the original German Aircraft. The fuselage is welded chrome alloy steel tube, with aluminum sheet metal/fabric covered wing and empenage.
Designed to take off and land in extremely short distances, the Storch had a take off ground roll of 131 feet and a landing roll of 36 feet with 13 miles per hour head wind.
It has a well-proven aircraft configuration designed for a number of functions such as fish spotting, forest fire detection, farm work, missionary work, etc. The PL-9 Stork has a cruise speed of 104 mph with a standard Lyc. O-320/150 hp engine. Optional Subaru 2.2 lt engine.
Using the new Pazmany 3/4 scale plans, amateur builder Ruben Hardy embarked on his own construction of the PL-9. With great enthusiasm, financial commitment, and building ingenuity, bringing the first new Stork to life. In March l999 at Oshkosh, Wisconsin his plane was displayed at the EAA convention to great public interest, in the presence of the design engineer Ladislao Pazmany.
PL-9 Engine LYC 0-320 Power Range 150-160 hp Height 7 ft Length 24.3 ft Wing Span 36 ft Wing Area 166 sq. ft Empty Weight 1,132 lb Gross Weight 1,739 lb Fuel Capacity 30 USG Top Speed 116 mph Cruise 104 mph Stall 33 mph Range 332 mi Rate of Climb 1400 fpm Take-Off Distance 250 ft Landing Distance 90 ft Service Ceiling 15,000 ft Number of Seats 2 Landing Gear Tailwheel Information Package PDF 2009 $9 Information Package printed 2009 $12 Plans 2009 $550
When designer Ladislao Pazmany was encouraged to come up with an easy-to-build, simple, safe, inexpensive, metal plane that could carry a Volkswagen 1600-cc or Continental A-65 engine in the early l970’s, he came up with the PL-4A. The fuselage is made up from formed sheet metal channels and standard extruded aluminium angles for the longerons with sheet metal skins. The wing consists of a centre section and two outer panels which can be folded back along the fuselage. Each panel incorporates a metal spar, a Zed section rear spar, pressed metal ribs and metal skins. Pop rivets are used extensively. Plain ailerons, but no flaps or trim tabs are fitted to the wing. The empennage is of “T” tail configuration with an all moving tailplane at the top of the fin with a large anti-servo tab. The tailwheel undercarriage consists of spring steel main legs with 3.50 x 6” tyres and brakes and a steerable tailwheel. A 9.5 Imperial gallon moulded fibreglass fuel tank is fitted behind the firewall. Engines from 50 to 75 hp may be installed.
Pazmany PL-4A N44PL
The prototype was flown on July 9, 1972 and plans were made available. The plane is roadable (folding wings), and Pazmany did supply the fiberglass pieces, plexiglass windscreen and canopy, landing gear, welded engine mount, and control stick.
The PL-4A has been built by air cadets in Argentina and Canada.
Developed from the PL.1 “Laminar”, the PL.2 is a side by side two seater, all metal tricycle undercarriage, dual control aircraft. The parallel chord wing panels incorporate flanged aluminium ribs, a main spar with machined extruded booms, a metal false rear spar and aluminium skins. The fuselage is built up of conventional pressed metal frames longerons and skins. The curved sides of the cockpit are designed to break outwards in a crash. The all flying tail is equipped with an anti-servo tab for trimming and providing adequate stick forces. The main undercarriage is attached to the wing spar and the steerable nosewheel to the engine mount. Shock absorbers are of the oleo pneumatic type. Brakes are fitted to the main wheels. All fuel is carried in two 10 Imp. gallon wing tip tanks. Cabin width is 3’ 4”. Engines from 100 to 150 hp may be fitted. And, it is stressed for aerobatics. The design followed his earlier PL 1 but with improvements in construction techniques in¬tended to make the aircraft easier for amateur engineers to build. Noticeable changes in¬cluded an increase in dihedral for the PL 2 from 2.5 to 5 degrees and a change in the fuselage to provide for 5cm of increased cabin width.
The first one flew on April 4, 1969.
Along with the PL-1, the PL-2 is for amateur builders. The external shape and flight characteristics are almost identical to the PL-1, but the construction has been simplified. The PL-2 offers a wider cockpit, better canopy and fuselage lines, simplified dihedral and the possibility of using engines from 90 to 150-hp, Despite its aerodynamically clean lines, there are no compound curves anywhere in the skin. This is partly the result of the use of a fiberglass cowl to streamline the nose. Pilots who have flown the PL-2 say it is an airplane flown with the fingers and not the fist. And, like the PL-1, it is stressed for aerobatics.
The Vietnam, Royal Thai and Korea Air Forces have each built a prototype. So, also, has the Miyauchi Manufacturing Company in Tokyo, which hoped to market this ‘homebuilt’ as a production aircraft.
The PL 2 has been evaluated by the air forces of Indonesia, Korea, Thailand and Vietnam as a trainer. Fifty PL 2, known as the LT 200, were built in 1976 by Indonesia’s Lipnur Aircraft Industry. The Indonesian air force’s production facility, Lembaga Industri Penerbangan Nurtanio, flew the prototype (IN-200) of the LT-200 two-seat lightweight trainer on 9 November 1974; this was based on the PL-2.
PL-2A Engine LYC-235 Power Range 108-100-150 hp Height 7.7 ft Length 19.3 ft Wing Span 27.8 ft Wing Area 116 sq. ft Empty Weight 875 lb Gross Weight 1,416 lb Fuel Capacity 25 USG Top Speed 138 mph Cruise 119 mph Stall 52 mph Range 492 mi Rate of Climb 1200 fpm Take-Off Distance 700 ft Landing Distance 600 ft Service Ceiling 18,000 ft Number of Seats 2 Landing Gear Trigear Information Package PDF 2009 $9 Information Package printed 2009 $12 Plans 2009 $425
PL-2B Engine: Lycoming O 320 E2A, 150hp Propellor: Ian Henry 69×66 Span: 9.0m Length: 6.0m Height: 2.2m Empty weight: 423kg MAUW: 625 kg Baggage: 18kg Fuel capacity: 2 x 50 lt Endurance: 3 hr Fuel consumption: 32 lt/hr VNE: 162 kts Cruise 2450 rpm: 115 kts Max struc cruise: 130 kts Vfe: 88 kts V approach: 65 kts Vs: 45 kts ROC: 350 ft/min at 2450 rpm Manoeuvre envelope: +6, 3g
PL-1 Laminar was designed by Ladislao Pazinany. The prototype PL-1 of 1962 was stressed to nine G’s for aerobatics and featured a low-wing, tricycle-gear configuration with a sliding canopy.
Together with its advanced counterpart, the PL-2, the two Pazmany designs represent more hours flown than any other “amateur built’ aircraft design. Nearly 400 sets of plans were sold for the PL-1 before their sale was discontinued. The fuselage of the plane is all-metal with only flat or single-curvature skins. The wings are built around a single all-metal spar with a leading edge torsion box. In the cabin, seating is side-by-side with dual controls, and there is room for 40 pounds of baggage.
In 1968, a set of drawings were acquired by the Aeronautical Research Laboratory of the Chinese Nationalist Air Force in Taiwan who presented a PL-1, which they built, to Generalisimo Chiang Kai-Shek. Following construction and testing of a prototype it was decided to adopt the type as a basic trainer, and 40 aircraft designated PL-1B have been built for the Chinese Nationalist Air Force and 10 for the Nationalist Chinese Army. In the late l960’s the Nationalist Chinese Air Force acquired plans to build a version of the PL-1 to serve as a primary trainer. Their prototype flew on October 26, 1968, and an additonal 35 aircraft were started that year, and 58 were completed, overall.
The first PL-1 flying in England was Harold Jones G-BDHJ.
The Payne MC-7 Pusher of 1935 was a two-place open cockpit low-wing monoplane designed and built by Vernon W. Payne. A twin-boom, twin-tail experiment with a side-by-side cockpit and pod-mounted motor. Registered NX18238, it was powered by a 40hp Continental A-40 or 47hp Franklin pusher engine.
The Payne Knight Twister is a single-seat, single-engine aerobatic sport aircraft first flown by Vernon Payne Sr. in the United States in 1932 and marketed in plans form for homebuilding.
It is a conventional biplane design with slightly staggered wings of unequal span. The wings are of fully cantilever design and do not require the bracing wires commonly used on biplanes or even interplane struts; however, most builders brace the wings with I-struts and at least one pair of wires. The cockpit is open, and the undercarriage is of fixed, tailwheel type with divided main units. The wings and horizontal stabilizer are of wooden construction, skinned in plywood, while the fuselage and vertical stabilizer are of welded steel tube covered in fabric.
Payne designed the Knight Twister in 1928 while teaching aircraft design and repair at a school attached to the Aviation Service and Transport Company in Chicago. Construction of a prototype by Payne and his students commenced the following year but ended shortly thereafter when the school was forced to close as a consequence of the Great Depression. Payne began building a second prototype in 1931, which first flew in fall the following year powered by a Salmson 9Ad radial engine. This aircraft was damaged in a forced landing due to fuel exhaustion during a demonstration flight for the press, and parts of the airframe were reused to build the second Knight Twister in 1935. This machine, powered by a converted Ford Model A automobile engine, was built for an Argentine buyer who eventually declined to take delivery. After it had passed through several hands, Payne himself bought the aircraft back after World War II and his son, Richard, was killed in it during a test flight on which the engine failed shortly after take-off.
1951 D-1 Knight Twister
The Knight Twister built a reputation as a racing aircraft. In 1964, Clyde Parsons flying the “Parsons Twister”, won the Sport Biplane Championship race at Reno with a speed of 144.7 mph. In the 1970s, Don Fairbanks competed with a Knight Twister preserved initially at the Motorsports Hall of Fame of America museum in Novi, Michigan, and later in the lobby of Sporty’s Pilot Shop at Clermont County Airport, Batavia, Ohio. Fairbanks set the world record in the sport biplane class of 178 mph (284 km/h) with this aircraft.
The Knight Twister has a reputation as a “handful” to fly, but this has been vigorously denied by both its designer and by Fairbanks. Both men have attributed this reputation to the controls being lighter and more responsive than those of the light aircraft that most pilots are more familiar with.
KT-125
In the 1990s, the rights to the design were acquired by Steen Aero, who continue to offer plans for sale in 2009.
Variants KT-125 KTS-1 – first prototype with Salmson 9Ad engine (1 built) KTD-2 – second prototype with converted Ford Model A engine designated Douglas Bear (1 built), later redesignated Knight Twister Junior 75-85 KT-50 – version with 50 hp (37 kW) Continental or Franklin engine and 18-ft wingspan KT-75 Knight Twister Junior – version with 75 hp (56 kW) Continental or Lycoming engine and 17 ft 6 in-wingspan KT-80 – version with 80 hp (60 kW) Franklin engine KT-85 – standard version with Continental engine of 85 to 90 hp (63 to 67 kW) and 15-ft wingspan KT-90 – version with 90 hp (67 kW) engine and 15-ft wingspan KTT-90 – version with 90 hp (67 kW) Lycoming engine and 18-ft wingspan KT-95 – version with 95 hp (71 kW) Lambert engine KT-125 – version with 185 hp (138 kW) engine KT-140 – version with 140 hp (104 kW) engine. SKT-125 Sunday Knight Twister – version with 125 hp (93 kW) Lycoming engine and 19 ft 6 in-wingspan KT Imperial – version with engine of 135 to 150 hp (101 to 112 kW) and wing area increased (span: 17 ft 6 in) to comply with Sport Biplane class rules KT Holiday – version with 125 hp (93 kW) engine and wingspan of 19 ft 6 in KT Acro – version with wingspan of 15 ft 6 in KT Coed – version with passenger seat in tandem with pilot’s; wingspan of 22 ft 6 in. Double Twist – A two place model with an untapered 21 ft M6 airfoil. Pretty Prairie Special II model 1 – Straight leg conventionally braced based on a Knight Twister, stretched 16 inches Pretty Prairie Special III – A Menasco powered variant displayed in the EAA Airventure Museum in Oshkosh, Wisconsin until 2006, and now at the Kansas Aviation Museum.
Payne Knight Twister Span upper: 15.00 ft Span lower: 13 ft Length: 14 ft
Knight Twister Imperial Engine 140-hp Lycoming. Gross Wt. 900-1100 lb Empty Wt. 694 lb Fuel capacity 35 USG Wingspan 17 ft Length 16 ft 1 in Top speed 170 mph Cruise 120 mph Stall 50 mph Climb rate 1000 fpm Takeoff run 475 ft Landing roll 800 ft Range 680 miles
KT-85 Powerplant: 1 × Continental C90 , 90 hp (67 kW) Wingspan: 15 ft 0 in (4.57 m) Wing area: 60 sq ft (5.6 m2) Length: 14 ft 0 in (4.27 m) Height: 5 ft 3 in (1.60 m) Empty weight: 535 lb (243 kg) Gross weight: 960 lb (435 kg) Maximum speed: 160 mph (257 km/h, 140 kn) Range: 390 mi (625 km, 340 nmi) Rate of climb: 900 ft/min (4.6 m/s) Crew: One pilot
Designd by Nicolas Roland Payen, Flechair Sa built Payen’s Pa.49 experimental jet-powered delta-winged aircraft. In May 1951, three workers directed by Payen built the all-wood PA-49 in a month. Reportedly named after Roland Payen’s youngest daughter.
It has a triangular shape or Delta wing, 2.7 m swallow tail. The wing has 72 ° sweep, is 11,250 m² with a wingspan of 5.6 m. This wing has no dihedral. The average profile is a modified NACA the 230000 series. The structure of the wing is built in one piece. The trailing edge has flaps in the central part, equipped with tabs controlled in flight. The control surfaces are statically and dynamically balanced. The structure of the wing, is composed mainly of a working chamber, formed by the assembly of two perpendicular rails and oblique side rails symmetrically joined by two ribs. All wing spars or fins, main or joint, and ribs are made of box spruce (laminated strips) and birch plywood.
While the Pa-49’s inboard elevators and outboard ailerons functioned separately, the rudder doubled as a speedbrake.
The Pa-49 strengthened surfaces ‘split’ open to act as air brakes. This solved the problem of interference between the braking and directional controls on an all-wing aircraft.
It is equipped with a Turbomeca Palas turbine engine. The Turbomeca Palas turbojet engine weighed 159 pounds and producied approximately 330 pounds of thrust, it drew air in through dual intakes at the junction of the wing’s leading edge and fuselage.
Originally designed with a bicycle landing gear that incorporated wing-tip skids, the Pa-49 ultimately flew with fixed tricycle gear.
It was not until the end of 1952 and negotiation for the PA-49 to undergo testing in the wind tunnel of ONERA Chalais-Meudon.
First flown on January 22, 1954, by Tony Ochsenbein, the PA49 was the first French delta-wing aircraft.
The endurance of just over one hou was entirely sufficient for short test flights. It was also sufficient for flights to various airshows and industry expositions, where the aircraft was photographed on several occasions, both on static display and in flight.
Between 1954 and the end of 1958, it made many flights before the project became inactive.
Payen Pa-49B Katy
Fortunately, the Katy survived 300 test flights unscathed, and Payen ultimately donated it to the Musée de l’Air et de l’Espace in Paris, where it remains on display today.
Engine: one Turbomeca Palas of 330 lb thrust Wingspan: 16 ft 11 in Length: 16 ft 8 in Height: 7 ft 2 in Empty weights: 1,005 lb Max all-up weight: 1,430 lb Maximum speed: 310 mph Cruise speed: 217 mph Landing speed: 67 mph Initial rate of climb: 1,150 ft/min Ceiling: 27,880 ft Endurance: just over 1 hr Accommodation: single-seat
Roland Payen evolved a radical tandem-wing configuration which he dubbed the Fléchair, the short-span tapered foreplane carrying a combination of ailerons and flaps and the 67-deg aft plane carrying combined elevator-flaps, the pilot’s cockpit fairing into the vertical tail surfaces. In 1938, Payen proposed to the Ministère de l’Air a lightweight fighter version of the PA 112, a racing aircraft then being developed by the Sociêté Co-operative d’Etudes et Productions Aéronautiques (SCEPA) to the Fléchair configuration and intended to participate in the 1939 Coupe Deutsch de la Meurthe. The PA 112 was to be a retractable monowheel undercarriage with outrigger skids retracting into the aft plane. Weighing only 948 lb (430 kg) empty and 1,345 lb (610 kg) loaded, the PA 112 had extremely small overall dimensions which included a span of 13 ft 7¾ in (4,16 m) and a length of 22 ft 1 in (6,74 m), height being 6 ft 11 in (2,11 m), and it was rather optimistically anticipated that a maximum speed of 360 mph (580 km h) would be attainable. The projected lightweight fighter derivative, the PA112 Cl, was to have had two wing-mounted 7,5-mm machine guns and a 20-mm cannon firing through the extension shafts of the Salmson engines, and an elaborate mock-up of the proposed PA112 Cl was built, this, in fact, utilising the airframe of one of the two PA 100 Coupe Deutsch racing aircraft. Possibly as a result of the dramatically unorthodox nature of the proposed PA 112 Cl, no contract was forthcoming from the Ministère de lAir.
Although no example of the PA 112 was completed and the 1939 Coupe Deutsch was destined never to take place, development of the Fléchair concept continued with the PA 22 which was of similar configuration to the PA 112 but had a conventional engine installation and a conventional fixed tailwheel under¬carriage. The PA 22 had originally been built to test the Mèlot ramjet but was eventually to be completed in 1939 with a 180 hp Régnier R6 inverted inline air-cooled engine. After completion, it was mounted in the Chalais Meudon wind tunnel where it was found by the German occupation forces who expressed some curiosity as to its possible flying characteristics. Accordingly, it was transferred to Villacoublay where it was flown for the first time by Jacques Charpentier in October 1942. A flight test programme was conducted, but before this could be completed, the German authorities decided that the PA 22 should be taken to Rechlin. However, on the pretext that a number of modifications were necessary, Payen succeeded in having the prototype returned to his factory at Juvisy where it was intended to make changes to the undercarriage, mount supplementary fuel tanks and fit a variable-pitch propeller. In the event, these modifications were still in process when the factory was hit during an Allied bombing raid on the Juvisy railway yard, the PA 22 being destroyed.
Engine: Régnier R6 inverted inline air-cooled, 180 hp Empty weight: 1,221 lb (554 kg) Loaded weight: 1,894 lb (859 kg) Wing span: 15 ft 9 in (4,80 m) Length: 24 ft 3.33 in (7,40 m) Height: 7 ft 8½ in (2,25 m) Wing area: 107.64 sq ft (10,00 sq.m) Maximum speed: 224 mph (360 kmh) Maximum cruise: 205 mph (330 kmh) Landing speed: 47 mph (75 kmh)
Payen first built a small single-seater AP-10, studied in collaboration with Aubrun. It was a light monoplane with triangular wing with a short length. This machine flew in Dieppe in 1935 and 1936, equipped with an AVA engine of 25 hp, then later a TRAIN of 40 hp. The AP-10 was extrapolated into the two-seater AP-12.
Wing span: 4.95m Length: 4.16 m Wing area: 10 sq.m Empty weight: 200 kg Max. gross weight: 340 kg Min. speed: 45 km/h Max. speed: 200 km/h
All Aero 