1 engine

Isaacs Fury / PFA Isaac Fury

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Fury II

Designed by John Isaacs, the Fury is a 7/10 scale, single seat wooden replica of the famous Hawker Fury biplane of the 1930’s. The Isaacs Fury Mk 1 prototype G-ASCM first flew in 1963 powered by a 65 hp Mikron III engine. In 1967 the prototype was modified to Mk 2 standard by installing a 125 hp Lycoming O-290 engine. This aircraft is stressed to 9g for aerobatics. Normal load limits are +5 and -1G.

Fury II

The fuselage is a spruce structure of rectangular cross-section, with a curved turtlede eking and plywood covered. The wing is made up of solid spruce, warren girder ribs, internal diagonal wooden bracing and fabric covering. Ailerons are on the top wing only. No flaps are fitted. N type cabane and interplane struts support the wings which have conventional external wire bracing. The airfoil section is RAF 28. The empennage is a wooden structure utilising solid spars, girder ribs and fabric covering. The tailplane is strut braced. The fixed landing gear incorporates rubber cord shock-absorption and 3.25 x 14” wheels. A 10 Imperial gallon fuel tank is located aft of the firewall. A luggage locker is provided behind the cockpit.

It is only offered as a scratch built project with plans from John Isaacs. It is also an approved type of aircraft by the PFA in the UK.

John Isaac had sold 200 sets of plans (revised in 1994) by 1998. The plans were then marketed by the Popular Flying Association.

Gallery

Engine: Lycoming
Wing span: 6.4 m
Wing area: 11.4 sq.m
MAUW: 454 kg
Empty weight: 333 kg
Fuel capacity: 68 lt
Max speed: 185 kph
Cruise speed: 160 kph
Minimum speed: 72 kph
Climb rate: 8 m/s
Seats: 1
Fuel consumption: 25 lt/hr
Plan price (1998): $120

Engine: Lycoming 0-290, 125 hp.
Span, upper wing: 2l ft 0 in.
Lower wing: 18 ft 2 in.
Length: 19 ft 3 in.
Wing Area: 123.8 sq.ft.
Wing Loading: 8.1 lb/sq.ft.
Fuel cap: 18 USG.
MAUW: 1000 lbs.
Weight Empty: 730 lb.
Stall Speed: 38 mph.
Cruise: 100 mph.
Vne: 135 mph.
Top speed: 115 mph
Range: 200 sm.
Take-off dist: 400 ft.
Vne: 160 mph.
ROC: 1600 fpm.
Ultimate Loading: +9/-4.5g.

Engine: Lycoming 0-235-C, 115 hp.
Range 160km (100 miles).
MTOW: 1000 lbs.
Empty wt: 675 lbs.
Wing span: 21 ft.
Stall: 30 kts.
ROC: 1400 fpm.
Load limits: +9 / -4.5G.

Engine: Lycoming 0-235 C2A, 125hp.
Prop: Henry 428 72in dia/44in pitch
Cruise 85kt @2400rpm
ROC: 1500fpm
Fuel burn @ cruise: 26 lt/hr
Load: +9/-5.

Irwin Meteorplane M-T-2 / SP-1

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After the First World War the company built an improved version of the M-T, the M-T-2, powered by a 20 hp Meteor engine. The 1926 M-T-2, or SP-1, was of plywood construction and sold for $1,165.

By Irwin’s estimate about 40 were sold, including N2616, plus an unrecorded number sold as kits for $350, including N579M, N3685, and N7788, less motor (the Meteormotor went for $625). One of the world’s first successful small, personal airplanes.

Engine: Irwin Meteormotor, 25hp
Wing span: 14’0″
Length: 12’0″
Useful load: 175 lb
Max speed: 85 mph
Cruise speed: 75 mph
Stall: 24 mph
Range: 200 mi
Seats: 1

Irvine Aerocycloid

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The photograph shows a quarter-size model of the Irvine Aerocycloid of 1908/1909 which was able to lift the weight of ninety pounds. The San Francisco based John C. Irvine (president of the Pacific Aero Club) had worked three years on the machine, which was driven by a 3 hp electrical engine, that could lift 30 pounds for each hp. Records do not show that the full-sized model was ever built, probably due to problems with financing of the project. The specialty of the machine was of course the two upright wheel construction, driven by cables, which carried four “propellers” which pivoted between the wheel and furnished the lifting power. With the propellers in the proper position the force would be upright, lifting the machine vertically. Pivoting the propellers at an angle would obtain a forward motion.

Irkut A-002

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In October 2000, IAPO announced branching out into design and manufacture of its own products in the form of the prototype A-002 autogyro. A three-seat autogyro, an experimental version had been tested in 1998. The almost complete prototype was shown at Moscow in August 2001. First flight 21 April 2002.
The A-003 conforms to FAR Pt 27 and Russian AP-27. A streamlined, cabin autogyro, with pusher propeller, single, sweptback fin with large rudder, and broad track landing gear. It is equipped for engine-driven pre-rotation of rotor.
All flying controls are manual, an all-moving tailplane mounted at one-third of fin height, with a horn- and mass-balanced rudder. Generally built of metal, the rudder and elevator of composites. The landing gear is a tricycle type; fixed. Cantilever-spring mainwheels; rubber-in-compression shock-absorber on nosewheel. Mainwheel tyres 400×150; nose 100×125. Hydraulic disc brakes on mainwheels. Safety tail skid on prototype; auxiliary tailwheel on production version.
The prototype has one 157kW Teledyne Continental IO-320 flat-six driving a fixed-pitch, two-blade propeller. Alternative engines of 134 to 157kW and three-blade propeller can be installed. Subaru conversions were under consideration in April 2003.
The A-002 has two front seats, side by side, with dual controls, and a single rear seat. Upward-hinged doors are on each side. Heating and ventilation are provided.

A-002
Rotor diameter: 9.80m
Length of fuselage: 4.98m
Height, rotor removed: 3.17m
Propeller diameter: 1.90m
Max take-off weight: 800kg
Overload take-off weight: 850kg
Empty weight: 500kg
Max level speed: 210km/h
Min flying speed: 40km/h
Max rate of climb at sea level: 150m/min
Service ceiling: 3000m
Take-off run (jump start): 0m
Take-off run (normal start): 40m
Range with 200kg payload 500km
Endurance 6h

IRGC Shahed 274 / X-5

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Development of the Shahed 274 light utility helicopter is reported to have been undertaken by the Pasdaran, or Revolutionary Guards. The organisation may also be responsible for a new transport helicopter.

Sponsored (as X-5) by the Institute ol Industrial Research and Development of the IRGC; reportedly due to have made its first flight in 1997.

Power is from one 313kW Roils-Royce 250-C20B turboshaft. Featuring a two-blade main and tail rotors; fully enclosed cabin and tailboom; upper and lower vertical fins. Landing gear is a twin-skid type. Seats for five persons including pilot. Forward-opening crew door and passenger door each side; baggage door aft of latter on port side.

First aircraft (71-832) handed over to IRGC 16 September 1999. International public debut, in Tehran, 30 December 2000. At least two more (74-001 and -002) in service by end of 2001. Further public appearance in air show on Kish Island, October/ November 2002.

A total of 20 (some sources suggest 30) were reportedly planned to be built by end of 2004.

Shahed 274
Engine: 1 x Rolls-Royce 250-C20B, 313kW
Main rotor diameter: 10m
Fuselage length: 9m
Height overall: 3m
Max. take-off weight: 1500kg
Empty weight: 1000kg
Max. level speed: 180km/h
Service ceiling: 5200m
Max range 600km

Ireland Meteor / Curtiss-Ireland Meteor

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The Ireland Meteor is often refered to as the Curtiss-Ireland Meteor.

The Ireland Meteor, often referred to as the Curtiss-Ireland Meteor, was created by G. Sumner Ireland, who worked as a salesman for the Curtiss company.

With wings in production and the supply of Curtiss Oriole fuselages ended, G. Sunner Ireland created a new fuselage. Seating was for four in tandem open cockpits, each seating two side by side.
The Meteor never received a US Doc Type Certificate.
At least eight Meteors were built.

Engine: OX-5

Ireland Comet

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G. S. Ireland founded his company to manufacture an aircraft known as the Ireland Comet, which combined surplus-Curtiss Oriole fuselages with new wings and tail unit.
With the closure of the Curtiss Oriole production line, a number of completed fuselages became available and Ireland was able to obtain them. With help from friends in the Curtiss design office new wings were created. These had a deeper rib section, and single bay bracing. Following initial flights in 1925, some 40 of these Comets are thought to have been produced before the fuselages ran out.

Irbitis I-1 / I-2 Ikarus

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In 1925 Irbitis met Nicholas Pulins. Mr. Pulins had an interest in light aviation and Irbitis influences him to start building a high wing monoplane with Anzani engine. Previously Pulins have interest in biplanes. With the financial support, Irbitris made his first aircraft, the I-1 and it had its maiden flight on 13th June 1925. I-1 was single seat airplane and follow to this is I-2, two seat aircraft and name Ikarus. On I-2 both, Irbitis and Pulins learn to fly.