Designed by Aksel Kristiansen and built by Honningstad, the Norge Model A was light transport aircraft of 1938.
Honningstad Norge Model A
1 engine
Hongdu JL-8 / K-8 / Karakorum-8
The JL-8 trainer was proposed as a two-seat intermediate jet trainer and light attack aircraft joint cooperation effort between the governments of Pakistan and the People’s Republic of China in 1986. The name was changed on the suggestion of Pakistan’s then President General Zia ul Haq to Karakorum-8 to represent the friendship between the two countries. Work on the design started in 1987 at Nanchang Aircraft Manufacturing Company (NAMC) at Nanchang, Jiangshi Province in South Central China. The Chinese chief designer of the aircraft was Mr. Shi Ping (石屏), heading a team of over 100 Chinese Engineers, while Air Cdr Muhammad Younas Tbt (M), SI(M) was the chief designer from the Pakistani side leading a team of over 20 Pakistani engineers.
Initially, the aircraft was to feature many United States parts, including Garrett TFE-731 engine and several cockpit displays along with communication and avionics systems, but due to political developments and an embargo from the US at the end of the 1980s following the Tiananmen Square protests of 1989, other vendors had to be used.
The JL-8 / K-8 has a multi-role capability for training and, with little modification, can also be used for airfield defense. The aircraft is supposed to be as cost-effective as possible, with a short turn-around time and low maintenance requirements. The JL-8 for the domestic Chinese market and its export variants, K-8E and K-8P, have different powerplants and avionics.
A low-wing monoplane design primarily constructed of aluminum alloys, the JL-8 / K-8 airframe structure is designed for an 8,000 flight hour service life.
The landing gear is of tricycle configuration, with hydraulically operated wheel brakes and nose-wheel steering.
The flight control system operates a set of conventional flight control surfaces with a rigid push-rod transmission system, which itself is electrically or hydraulically operated. The aileron control system, of irreversible servo-control type, is composed of a hydraulic booster, an artificial-feel device, a feel trim actuator and a rigid push-rod transmission mechanism. The elevator and rudder control systems are of reversible push-rod type.
The JL-8 / K-8 cockpit arrangement is designed to be as close to that of a combat aircraft as possible. A transparent plastic canopy covering both cockpits, which are arranged in a tandem seating position, is supposed to give a good all-round field of view.
A Rockwell Collins Electronic Flight Instrument System (EFIS) is fitted, with multi-function displays (MFDs) in the front and rear cockpits showing information to the pilots. The emergency cockpit escape system is made up of two Martin-Baker MK-10L rocket-assisted ejection seats which are zero-zero capable, meaning they can be used safely at zero altitude and zero speed. Although JL-8 is designed to have limited capability to deliver air-to-ground weapons, the first rocket attack practice was only completed in May 2011.
Ultra high frequency (UHF) and very high frequency (VHF) radio communication systems along with a Tactical Air Navigation (TACAN) and automatic direction finder (ADF) and instrument landing system (ILS) were available.
A strap-on Environmental control system (ECS) from AlliedSignal provides air conditioning to the cockpit. It is capable of operating when the aircraft is on the ground, under ambient temperatures of -40 to +52 °C, as well as in the air.
The JL-8, for the Chinese domestic market, was originally powered by the Ukrainian Ivchenko-Progress AI-25TLK turbofan jet engine with 16.9 KN of thrust, but this has been replaced by the WS-11, the Chinese-manufactured copy of the AI-25TLK. Export variants (K-8P, K-8E) use the lower powered Honeywell TFE731-2A-2A modular turbofan, which has digital electronic engine control (DEEC) with 15.6 KN thrust, provided the US government approves sale of the engine to the customer.
A hydro-mechanical fuel control system delivers fuel to the engine. The aircraft’s fuel system consists of the fuel tanks and the fuel supply/transfer, vent/pressurization, fuel quantity measuring/indicating, fuel refueling and fuel drain subsystems. The total fuel is contained in two fuselage bladder-type rubber tanks and a wing integral tank of 1720 lb. The capacity of each drop tank is 250 litres. Two 80 gal fuel drop-tanks can be mounted on outboard under-wing hardpoints
The first prototype was built in 1989, with the first flight taking place on 21 November 1990 by Chief Test Pilot Col Yang Yao (杨耀). Flight testing continued from 1991 to 1993 by a Flight Test Team consisting of four Chinese and two Pakistani Pilots (Group Captain Waqar Ahmad and Squadron Leader Nadeem Sherwani).
After four prototypes were built, production of a small batch of 24 aircraft was launched in 1992. Chinese share out of these was 18, while Pakistan Air Force (PAF) received six K-8s in 1994. In 1995, PAF decided to order 75 more K-8s to gradually replace its fleet of Cessna T-37 Tweet basic trainers. In 2010, the number of K-8 aircraft in PAF were estimated to be around 40. The People’s Liberation Army Air Force (PLAAF) received its first six JL-8 trainers in 1995 following additional upgrades. The Chinese model uses WS-11, a Chinese-manufactured version of the Ukrainian Ivchenko AI-25 (DV-2) engine. The PLAAF is anticipated to continue adding the JL-8 trainer to its fleet to replace its obsolete trainers, such as the Chengdu JJ-5. In 2008, the number of JL-8s in PLAAF inventory were estimated to be over 120 aircraft.
Other nations have shown interest in the trainer and it also served in the air forces of Egypt, Sri Lanka and Zimbabwe. While the type primarily serves as a basic cum advanced trainer, it can also be used in the close air support or even air combat role when appropriately armed.
The export-variant K-8 Karakorum Basic Common Advanced Jet Trainer is co-produced by China National Aero-Technology Import & Export Corporation (CATIC) for export markets other than Pakistan, while later aircraft for Pakistan have been built by the Aircraft Manufacturing Factory (AMF), Pakistan Aeronautical Complex. The latest export variant is the K-8P version, which currently is operated by the PAF. The K-8P has an advanced avionics package of integrated head-up display (HUD), multi-function displays (MFDs) and comes equipped with MFD-integrated GPS and ILS/TACAN systems. It also features Armament racks for carrying a variety of training and operational bombs up to 250 KG, pod mounted 23 mm canon as well as PL-5 / 7 /AIM-9 P launchers. Studies for putting a Griffo Radar in the nose were under way. In September 2011, NAMC rolled out another 12 K-8P for undisclosed foreign client.
The K-8 took part in its first aerial display in 1993 at the Singapore Air Show and since then has participated at Air Shows at a number of places including Dubai, Paris, Farnborough, Bangkok, Zuhai etc. It was shown to the Pakistani public for the first time on 23 March 1994 at the Pakistan Day Parade. It became part of the Sherdils (Lion Hearts) aerobatics team of the Pakistan Air Force in 2009 and carried out its first public display on 6 April 2010. K-8 replaced the team’s previous T-37 Tweet aircraft.
In 2008 Venezuela announced the purchase of 18 K-8 aircraft. The K-8 was being marketed by China to the air forces of the Philippines; and to Indonesia, as a replacement for Indonesia’s BAE Hawk jet trainers. In 2009, the Bolivian government approved a deal to purchase 6 K-8P aircraft for use in anti-drug operations. The total number of K-8 aircraft produced till 2010 in all variants were estimated to be over 500, with production rate of approximately 24 aircraft per year continuing.
Other operators include the Ghana Air Force (4), Myanmar Armed Force (12× K-8 delivered with additional 48 on order), Namibian Air Force (12), People’s Liberation Army Air Force (190× JL-8 delivered as of February 2011, out of 400 ordered), Sri Lanka Air Force (5× K-8 delivered with additional 2 on order, Sudanese Air Force (12), Venezuelan Air Force (17 Another 9 K-8V on order as of October 2013), Zambian Defence Force (15), Air Force of Zimbabwe (11), and Tanzanian Air Force (6).
The Pakistan Air Force operated 60 K-8 aircraft (12 K-8s and 48 K-8Ps), which served as intermediate jet trainers with the No. 1 Fighter Conversion Unit, Mianwali and as basic jet trainers with the Pakistan Air Force Academy, Risalpur. Another 32 K-8Ps were on order as of January 2012.
In late December 2012 and early January 2013, during the Kachin conflict, Burma Air Force K-8s have been used to strike Kachin rebel’s positions in the north of the country.
Incidents:
At 9am on 5 September 2008, a K-8 Karakorum trainer of the Air Force of Zimbabwe crashed over the town of Gweru, killing both pilots. The aircraft was on a routine training sortie.
On 21 July 2010, a K-8 Karakorum trainer of the Venezuela Air Force crashed just 4 months after its delivery. The pilots ejected and managed to survive.
On 20 August 2011, two Zimbabwe Air Force K-8’s collided in mid-air while taking part in a fly past at the funeral of retired General Solomon Mujuru. Pieces were seen to fall from the aircraft, but they both appeared to land safely.
On 23 October 2012, a K-8 Karakorum training plane lost directional control during take off from Julius Nyerere International Airport, Dar es Salaam. Both pilots ejected but one of them was killed on impact. The plane left the runway and struck a container.
On 27 November 2012, a K-8 Karakorum belonging to Venezuela’s Bolivarian Air Force, suffered a malfunction and crashed near the El Libertador Air Base, in the Palo Negro parish of the city of Maracay, Aragua state. Both pilots ejected and suffered only minor injuries. The plane was scheduled to participate on the air show to celebrate Venezuelan Air Force Day, later that day.
On 26 July 2013 at 12:50 A.M., a K-8 Karakorum belonging to Venezuela’s Bolivarian Air Force, crashed in the Gen. Rafael Urdaneta Air Base, near Maracaibo, Zulia State, while participating in night exercises. The pilot, First Liutenent Milenia Bolivar, ejected and was transported to a local hospital, where she is said to be in good condition.
Variants:
K-8
Original variant powered by the Garrett TFE731-2A turbofan engine.
K-8E
K-8 variant developed for export to Egypt in 1999, featuring 33 modifications to the airframe and avionics. Built in Egypt from Chinese-supplied kits, production of 80 Egyptian-built Chinese kits was completed in 2005, with license production of an additional 40 K-8Es undertaken thereafter.
K-8P
Pakistan-specific variant with new avionics, glass cockpit and Martin Baker Zero-Zero ejection seats.
K-8V
An ‘integrated flight test simulation aircraft’ (IFTSA), equipped with an advanced flight control computer and analogue fly-by-wire (FBW) system which can mimic the aerodynamic characteristics and flight profile of other aircraft. Used primarily to test aircraft designs before prototypes are built and tested.
JL-8
PLAAF-specific variant powered by the Ivchenko AI-25 TLK turbofan and featuring Chinese avionics suite. First flew in December 1994, 6 aircraft delivered to PLAAF in June 1998.
L-11
Variant of JL-8 powered by the WS-11 turbofan (Ivchenko AI-25 TLK produced under license in China). Approximately 100 aircraft delivered to PLAAF.
JL-8W (K-8W)
Variant of the JL-8 with improved cockpit and HUD. Delivered to Venezuela’s Bolivarian Military Aviation March 13, 2010, with no U.S.-controlled parts. Total order 18 aircraft (+ 40 announced).
JL-8VB (K-8VB)
Variant similar to JL-8W; for export to Bolivian Air Force (6), with no U.S.-controlled parts. Total order 6 aircraft (+ 12 announced).
Specifications:
K-8
Powerplant: 1 × Garrett TFE731-2A-2A turbofan, 16.01 kN (3,600 lb)
Wingspan: 9.63 m (31 ft 7 in)
Length: 11.6 m (38 ft 0 in)
Height: 4.21 m (13 ft 9 in)
Empty weight: 2,687 kg (5,924 lb)
Max. takeoff weight: 4,330 kg (9,546 lb)
Wing loading: 254.40 kg m-2
Maximum speed: Mach 0.75 (800 km/h, 498 mph)
Range: 2,250 km (1,398 mi)
Service ceiling: 13,000 m (42,651 ft)
Max. airframe load factor: +7.33 g / -3.0 g
Crew: 2 (in tandem)
Armament: 1× 23 mm cannon pod (mounted on centreline hardpoint)
Hardpoints: 5, total capacity 1,000 kg (2,205 lb) external fuel and ordnance:
4× under-wing, capacity 250 kg each
1× under-fuselage (23 mm cannon pod mount)
Homebuilt Aviation Typhoon
Designed by Willy Andiel, the Typhoon was designed around the 90 to 100 knot capability, 44 inch cockpit, and dual disc brakes on 6 inch wheels.
Most of the components and material were supplied. An all metal aircraft, available as Tri or Tail Dragger. 2009 Price: 30000 US$
Stall: 38 kt / 44 mph / 70 kmh
Cruise: 95 kt / 109 mph / 176 kmh
VNE: 130 kt / 150 mph / 241 kmh
Empty Weight: 300 kg / 661 lbs
MTOW Weight: 544 kg / 1199 lbs
Climb Ratio: 1100 ft/min / 6 m/s
Take-off distance (50ft obstacle): 250 ft / 76 m
Landing distance (50ft obstacle): 400 ft / 122 m
Hollman HA-2M Sportster
As part of his Aeronautical Engineering thesis research Martin Hollman designed a set of aluminum rotor blades for a two-place gyroplane. Having designed a practical rotor system for a two-place gyro, he moved on to the design of a gyroplane to go with the new blades. The result was the Hollmann Sportster, a two-place home-built gyroplane. Plans for the Sportster were made available, powered by a certified Lycoming engine.
The Sportster is designed for the homebuilder who has limited access to power tools. Ninety percent of the structure is bolted or riveted together, 2x2in aluminum tubing, and a minimum of machined parts are used. For convenience, the Sportster is designed to be towed behind a car.
Two average people, 350 pounds combined, can fly comfortably inside its nearly enclosed cockpit for up to 90 miles on a cross-country trip. A 130-hp Franklin, 135-hp Lycoming, or 150-hp Lycoming engine can be used. With the engine cut, the Sportster has a 1,000-fpm sink rate. The Sportster is now marketed by Aircraft Designs, Inc.
The Sportster has been in the air since 1974. Its side-by-side dual controls are ideal for flight training. It’s partially enclosed and uses a 160-hp Lycoming engine to reach top speeds of up to 100 mph. Well-detailed plans for the Sportster 2001: $535
HA-2M
Engine: 160 hp Lycoming O-320.
Prop; 67”x 38” wood.
Rotor blades: Hollmann 28’x9”.
Min speed: 15 mph.
Cruise: 85 mph.
Top speed: 120 mph.
Empty wt: 700 lbs.
Useful load: 500 lbs.
Gross wt: 1200 lbs.
Width: 7’8”.
Length: 14’.
Engine 150-hp Lycoming
Rotor diameter 30ft
Gross Wt. 1100 lb
Empty Wt. 600 lb.
Fuel capacity 17 USG.
Length 13 ft
Top speed 90 mph.
Cruise 75 mph.
Minimum speed 28 mph.
Climb rate 500 fpm.
Ceiling 7,000 ft
Takeoff run 350 ft.
Landing roll 0 ft.
Range 120 sm.
Engine: Lycoming O-320, 150 hp.
Disk span: 28 ft.
Disk area: 616 sq.ft.
Speed max: 90 mph.
Cruise: 75 mph.
Range: 150 sm.
ROC: 1000 fpm.
Take off dist: 700 ft.
Service ceiling: 12,000 ft.
HP range: 130-150.
Fuel cap: 17 USG.
Weight empty: 650 lbs.
Gross: 1100 lbs.
Height: 8 ft.
Length: 12 ft.
Seats: 2.
Landing gear: nose wheel.
Engine: 160 hp Lycoming, O-320.
Propeller: 67″ X 38″ wood
Rotor Blades: Hollmann 28′ X 9′
Min Speed 15 mph
Cruise 85 mph
Top Speed 120 mph
Empty Weight 700 lbs
Useful Load 500 lbs
Gross Weight 1,200 lbs
Width 7 ft 8 in
Length 14 ft
Holleville RH-1 Bambi
The French-built Holleville RH.1 Bambi was designed and built by Monsieur Roger Holleville and flown for the first time on July 27, 1953. It is a side-by-side two-seat aircraft and was unusual at the time to be among self-build types to make extensive use of synthetic resins and sandwich construction. It was originally intended to make construction plans available to clubs and groups, however, the design was sophisticated and plans to market kits were abandoned.
The Bambi is basically of wooden construction and the exceptional cleanliness of the overall design results in an outstanding performance on a 65 h.p. engine.
The aircraft has a low-wing layout and a fixed tail-wheel undercarriage.
The Bambi was initially operated by its designer from Guyancourt airfield to the west of Paris. By 1964 it was owned by Monsieur Gerard Chaplain and based at St Dizier.
It has visited the United Kingdom to attend light aircraft rallies including at Biggin Hill airport in Kent in 1967. The sole Bambi received a 90 hp Continental C90-8F engine in the early-1980s. In October 2001 the aircraft was donated to the GPPA (Groupement pour la Préservation du Patrimoine Aéronautique) which is operating the Musée Régional de l’Air at Angers Loire Aéroport, Marcé near Angers, France. The Bambi is preserved in airworthy condition in the Musee Regional de l’Air at Angers Aerodrome, 20 km north east of the town.
Engine: 1 × Continental A65, 48 kW (65 hp)
Wingspan: 8.38 m (27 ft 6 in)
Wing area: 9.9 sq.m (107 sq ft)
Length: 6.71 m (22 ft 0 in)
Height: 2.24 m (7 ft 4 in)
Empty weight: 289 kg (637 lb)
Gross weight: 499 kg (1,100 lb)
Maximum speed: 200 km/h; 108 kn (124 mph)
Cruise speed: 169 km/h; 91 kn (105 mph)
Endurance: 4.5 hours
Service ceiling: 4,500 m (14,700 ft)
Rate of climb: 5.5 m/s (1,080 ft/min)
Crew: 1
Capacity: 1 passenger
Holcomb Perigee
Due to other events, notably the Bullet 2100 project and Molt’s declining health, the Micro-IMP was not developed further. Jerry Holcomb went on however to develop, build and fly a refinement of the Micro-IMP design which he named the “Perigee”.
The Perigee, which was designed by Jerry Holcomb of Perigee Associates and initially called the Ultra Imp, first flew in April 1987 and is based on the TPG form of construction pioneered on the Aerocar Micro-Imp. This is a version of the same company’s Mini-Imp, which clearly provided the conceptual starting point for the Perigee.
The TPG (Taylor Paper Glass) form of construction was developed by Moulton B. Taylor, president and general manager of Aerocar, which was created in 1948 to develop Mr Taylor’s extraordinary flying car concept. TPG is a paper core (with metal inlays to accommodate compression loads) covered in glassfibre in a matrix of polyester resin and covered with ripstop Dacron fabric. The Mini-Imp and Micro-Imp both have retractable tricycle landing gear, but the Perigee uses fixed tailwheel landing gear with cantilever main legs ending in elegant speed fairing round the wheels. The need to accommodate a tailwheel led to an alteration of the Y-shape tail unit by comparison with the Aerocar types: in the Perigee it is turned through 1800 so that the vertical surface is at the bottom with the tailwheel attached to its lower edge.
The streamlined fuselaqe is of composite construction with spruce longerons, TPG bulkheads, cockpit floor, tailcone and side skins, a glassfibre nose and some aluminium alloy components. The braced high-set wing has an aluminium alloy/TPG main spar, a spruce/TPG rear spar, wood main ribs, TPG nose ribs, a glassfibre leading edge and fabric covering aft of the main spar. The full-span flaperons are of aluminium alloy sheet over polystyrene foam. The three tail surfaces are similar to the wing in basic construction, but have no wood in them. Propulsion is the task of a twin-blade pusher propeller behind the tail unit, and this is driven by an extension shaft running aft from the engine located behind the cockpit.
Fixed-gear, strut-based monoplane with Y tail, pusher engine. Wings fold for towing on highway. Optional retractable gear, cantilever wing. Powerplant: Cuyuna 430 drives controllable pusher prop. Landing gear: Fixed taildragger.
Information packages were sold but plans and kits never materialized.
Type: sport lightplane
Seats: one.
Powerplant: one 35-hp (26-kW) Cuyuna 430
Maximum speed 120 mph (193 km/h)
Initial climb rate 700 ft (213 m) per minute
Service ceiling 12,500 ft (3810 m)
Range 200 miles (322 km)
Empty weight 380 lb (172 kg)
Maximum take-off 720 lb (326 kg)
Wingspan 28 ft (8.53 m)
Length 15 ft 8 in (4.78 m)
Height 5 ft 2 in (1.57 m)
Wing area 81 sq.ft (7.53 sq.m).
Aspect Ratio 10:1.
Stall speed 40 mph.
Vmax 140 mph.
Takeoff run 300 ft. Landing roll 300 ft.
Fuel capacity 8+ USG.
Holbrook 1910 Aeroplane
High-wing monoplane designed by Arthur Erritt Holbrook and built by the Holbrook Helicopter Aeroplane Co. in Joplin, Missouri. At around the time of the founding of his company, Holbrook also filed (January 19, 1910) to patent an Aeroplane; rather a tandem wing monoplane fitted with both tractor propeller and vertical rotors – hence the name of the firm. Four years later, on February 10, 1914, Holbrook was finally granted US Patent 1,086,916 for his invention. It is reasonable to assume that this photographed machine, with shafts protruding above the wing, was a “first draft” to be augmented to a form visible in the patent of Holbrook, where two rotary propellers are visible. After its appearance in 1910, Holbrook’s aeroplane was never heard from again.
Höhenflug HFL
Single seat single engined high wing monoplane or biplane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; conventional tail. Pitch control by fully flying tail; yaw control by fin mounted rudder; roll control by ailerons; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile Worthmann FX63 137; double-surface. Undercarriage has two wheels side-by side with tailskid; suspension on both wheels. No ground steering. No brakes. Aluminium tube framework, without pod. Engine driving pusher propeller. Wings made from carbon fibre and unidirectional glass fibre.
This single seater is unusual in that it can be used either as a monoplane or a biplane. Its wing is in effect made up of four half wings, of which two form a high wing attached to the top of the tubular framework. The remaining two wings can either be joined to those of the top wing in a monoplane configuration or fitted to the bottom of the framework to make a biplane. These two ‘wandering’ wings are fitted with ailerons. As the four wing elements are of equal span, chord and area and the framework is wider at the bottom than the top, the biplane thus produced has a lower wing of greater span than the top. To avoid such aerodynamic nonsense, Hohenflug adds two wing tip sections to the upper wing to give it a slightly greater span than the bottom. In either configuration the wings are of cantilever construction with neither rigging wires nor interplane struts.
This Hohenflug bird was announced as due to make its first flights during summer 1983 and no information on its marketing strategy has so far been received. It is also not yet known which motor will be used, but the calculations have been based on a power range of 20 28 hp. The engine is fitted behind the pilot above the lower wing and drives a three blade pusher propeller.
Monoplane
Length overall 16.4 ft, 5.00 m.
Height overall 5.9ft, 1.80m.
Wing span 38.7 ft, 11.80m.
Chord at root 3.6 ft, 1.10m.
Sweepback 0 deg.
Total wing area 140sq.ft, 13sq.m.
Wing aspect ratio 10.74.
Wheel track 3.9 ft, 1.20 m.
Engine: 28hp.
Propeller diameter 45 inch, 1.13 m (three blade).
Power per unit area 0.20 hp/sq.ft
Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre.
Empty weight 199 lb, 90kg.
Max take off weight 442 lb, 200kg.
Payload 243 lb, 110 kg.
Max wing loading 3.15 lb/sq.ft, 15.4 kg/sq.m.
Max power loading 15.8 lb/hp, 7.1 kg/hp.
Load factors; +4.9, 2.5 ultimate.
Never exceed speed 81 mph, 130 kph.
Max cruising speed 50 mph, 80kph.
Stalling speed 27mph, 43kph.
Max climb rate at sea level 400ft/min, 2.0m/s.
Range at average cruising speed 124 mile, 200 km.
Biplane
Length overall 16.4 ft, 5.00 m.
Height overall 5.9ft, 1.80m.
Wing span 22.6 ft, 6.90m.
Chord at root 3.6ft, 1.10m.
Sweepback 0 degs.
Total wing area 151 sq.ft, 14 sq.m.
Wing aspect ratio 6.311 top wing.
Wheel track 3.9 ft, 1.20 m.
Engine: 28hp.
Propeller diameter 45 inch, 1. 13 m (three blade).
Power per unit area 0.19 hp/sq.ft,
Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre.
Empty weight 203 lb, 92kg.
Max take off weight 442lb, 200kg.
Payload 239 lb, 108 kg.
Max wing loading 2.92 lb/sq.ft, 14.3 kg/sq.m.
Max power loading 15.8 lb/hp, 7.1 kg/hp.
Load factors; +4.9, 2.5 ultimate.
Never exceed speed 81 mph, 130 kph.
Max cruising speed 50 mph, 80kph.
Stalling speed 27mph, 43kph.
Max climb rate at sea level 400ft/min, 2.0m/s.
Range at average cruising speed 124 mile, 200 km.
Hogan Innovator
The composite construction Hogan Innovator was a two-place, twin-tailboom, rear-engine, pusher-propeller amateur built airplane, powered by a Continental Titan IOX-370-CLD1T4 engine.
Registered N257AR s/n 002, the Experimental (Special) Airplane had accrued about 12 hours on the Hobbs meter, of which about 0.3 hours was actual flight time.
In a written statement, the pilot who performed the initial test flight of the accident airplane provided a detailed description of what he observed and experienced on that flight. He said:
As soon as I came off the ground the plane went into a wild oscillation of both pitch and roll. I ran out of elevator up trim within the first few seconds of that flight and then had a lot of control pressure involved to keep it flying around the pattern. At that point I realized I needed altitude to sort out the control ability of the aircraft… During the flight I actually bumped off the elevator stop at least three times. I don’t know how many times during that flight the aircraft departed straight and level flight, all uncommanded, however I would guess it to be around a dozen times. At one point I considered bailing out of the plane but realized I had enough control to try to line up with the airport runway and attempt a controlled landing, or at least get it back to the airport where help could be given if the landing didn’t go well. As it turned out once I reduced the throttle for the final approach I was able to let off some of my control pressure for the elevator and make a very nice controlled descent… In my opinion: the aircraft demonstrated a static stability that was divergent and unstable. While dynamic stability was just barely on the stable side of neutral. These two factors obviously fought each other in the stability of the aircraft.
Video of the first half of the test flight, which was captured by an onboard camera mounted on the copilot’s window, provided a cross-cockpit view of the pilot and views outside his window and part of the windscreen. Audio of ambient noise in the cockpit as well as radio communications was heard throughout. The video viewed was consistent with the narrative description provided by the test pilot.
The camera’s battery lost its charge mid-flight and the video ended abruptly on the upwind leg over the runway.
The airplane was the prototype for an airplane kit that was planned for mass production.
The airplane was disassembled, returned to the factory, modified at the accident pilot/builder’s direction based on captured data and test-pilot observations, and then brought back to CLZ, reassembled, and taxi-tested on 22 March 2019.
On March 23, 2019, at 1535 eastern daylight time, an experimental amateur-built Commuter Craft Innovator, N257AR, was destroyed by collision with terrain during an uncontrolled descent after takeoff from Thomas B. David Field (CZL), Calhoun, Georgia. The pilot/owner/designer/builder was fatally injured. Accident Number: ERA19FA134
On the day of the accident, the pilot asked his assistant to fly in a “chase plane” with a camera and photograph the airplane “in case it takes off.” The pilot said he did not intend to fly, would land if the airplane lifted off, and would only fly if “he had no other choice.” According to his assistant, she watched from the chase plane as the airplane departed “barely above the trees,” turned in the traffic pattern, and then descended from view.
According to the chase pilot, the accident pilot/owner instructed him to depart ahead of N257AR. The pilot/owner said he would takeoff, enter the downwind leg, “verify the plane was flying satisfactorily” and then climb the airplane to 3,000 ft. Once at altitude, the two planes would join up to capture footage of the prototype airplane in flight. Footage of the accident flight was not captured, but the chase pilot witnessed the accident flight from about 2,500 ft.
The chase pilot watched the accident airplane take off and turn to the crosswind and downwind legs of the traffic pattern. He estimated the airplane never climbed more than 200 feet above ground level (agl), and that the airplane struggled “to maintain airspeed or a nose-up attitude.” The chase pilot heard the accident pilot announce his intention to return to the airport, though a reason was not specified. He said the airplane was “porpoising” in flight before the nose “dipped down” and the airplane collided with trees and terrain.
Another pilot witnessed the accident flight from his car as he approached the airport. Immediately after takeoff, the airplane was “pitching and rolling and appeared unstable.” He estimated the pitch and roll excursions were about 20° left and right, and nose-up and nose-down. The witness described the crosswind turn as “steep” and estimated the bank angle at 45°. He also stated the airplane was “very low” and estimated it was about 150 ft agl in the turn when it disappeared behind trees due to “distance and low altitude.” The witness said he could not hear the engine sound from inside his car.
In a telephone interview, another witness said that he was inside his workshop when the airplane flew “low” overhead. He said the sound of the engine was loud, smooth, and continuous until the sounds of impact were heard. The witness left his shop to discover the airplane had crashed on his property.
The pilot held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued December 6, 1999. Preliminary review of FAA records revealed the pilot did not hold a valid medical certificate nor had he completed a BasicMed course. A review of his logbook revealed the pilot had logged 334 total hours of flight experience. He logged 4.7 total hours of flight experience in 2018. His most recent flight was 1.1 hours in duration on April 27, 2018 in a Flight Design CTLS airplane. According to employees of Commuter Craft and the pilot’s logbook, the pilot had no experience in the Innovator airplane as either a pilot or passenger.
According to a Commuter Craft employee, the airplane had accrued about 12 hours on the hobbs meter, of which about .3 hours was actual flight time.
The wreckage was destroyed by impact and displayed no evidence of pre- or post-impact fire. Ground scars and fragmentation of the wreckage were consistent with ground contact in a steep, nose-down attitude at high speed. The wreckage path was about 90 feet long and oriented 132 degrees magnetic. The initial ground scar was in an open field and the main wreckage came to rest inside a narrow wood line between two fields. Flight control continuity could not be confirmed due to multiple cable breaks and fractures. All breaks and fractures exhibited signatures consistent with overload failure.
The engine was separated from its mounts but entangled with the main wreckage. Engine control continuity was established from the engine to its control quadrant, which remained attached to the engine. The two composite propeller blades of the constant-speed propeller were both uniformly fractured at their respective hubs and displayed chordwise scratching.
Hoffmann H.39 Diana
Single seat single engined high wing mono¬plane with conventional three axis control. Cruciform tail. Pitch control by elevator on tail; yaw control by fin mounted rudder; roll control by half span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from below by struts; wing profile Worth¬mann FX63 137; double surface. Undercar¬riage has three wheels in tricycle formation; suspension on nosewheel and glass fibre suspension on main wheels. Push right go-¬right nosewheel steering connected to yaw control. Brake on nosewheel. Glass fibre/ carbon fibre fuselage, partially enclosed. Engine mounted below wing driving pusher propeller.
Having already built a conventional motor glider with two seats side by side, the H36 Dimona of 1980 which has been on sale since summer 1981, aeronautical engineer Wolf Hoffrnarm has expanded his range with a single seater microlight, the H39 Diana. He used the experience gained in building the motor glider to help his design for a microlight, which uses similar manufacturing techniques and the same wing profile, the Worthmann FX63 137.
The high wing of the H 39 is carried by two airfoil section struts forming a V under each wing. As with the horizontal empennage, these are mounted by two bolts which allows rapid rigging and derigging, the Diana being trans¬portable on a trailer. The wing has air brakes on the upper surface and is of constant chord for the centre section with tapering outboard sections. A wide track tricycle undercarriage gives this ultralight motor glider great stability on the ground and encourages its use on all terrain.
The prototype was shown for the first time in public at the Aero 83 salon at Friedrich¬shafen on static display. The motor used is the Konig SD570 four cylinder radial, limited to 3500rpm (26hp) instead of the normal 4000rpm (28hp), since the Diana uses it in direct drive form.
Length overall 18.4 ft, 5. 60 m.
Height overall 5.7ft, 1.75m.
Wing span 32.8ft, 10.00m.
Chord at root 4.4ft, 1.33m.
Chord at tip 3.1ft, 0.93m.
Dihedral 4 deg.
Sweepback 0 deg.
Tailplane span 9.8 ft, 3. 00 m.
Fin height 3.9 ft, 1.20 m.
Total wing area 135 sq.ft, 12.5 sq.m.
Total aileron area 12.1 sq.ft, 1.12 sq.m.
Fin area 6.2 sq.ft, 0.58 sq.m.
Rudder area 4.1 sq.ft, 0.38 sq.m.
Tail¬plane area 18.1 sq.ft, 1.68 sq.m.
Total elevator area 7.8 sq.ft, 0.72sq.m.
Wing aspect ratio 8/1.
Wheel track 4.9ft, 1.50m.
Wheelbase 7.0ft, 2.13m.
Nosewheel diameter overall 10 inch, 26 cm.
Main wheels diameter overall 13 inch, 32 cm.
Engine: Konig SD570, hp at 3500 rpm.
Propeller diameter 42 inch, 1.07 m.
No reduction.
Max static thrust 132 lb, 60 kg.
Power per unit area 0.19 hp/sq.ft, 2.1 hp/sq.m.
Fuel capacity 5.3 US gal, 4.4 Imp gal, 20.0 litre.
Empty weight 2101b, 95kg.
Max take off weight 4751b, 215kg.
Payload 2651b, 120kg.
Max wing loading 3.52 lb/sq.ft, 17.2 kg/sq.m
Max power loading 18.31b/hp, 8.3kg/hp.
Load factors; +6.0, 3.0 ultimate.
Max level speed 62 mph, 100 kph.
Never exceed speed 84 mph, 135 kph.
Max cruising speed 62 mph, 100 kph.
Economic cruising speed 44 mph, 70 kph.
Stalling speed 24 mph, 38 kph.
Max climb rate at sea level 590ft/min, 3.0m/s.
Min sink rate 240 ft/min at 28 mph, 1.20 m/s at 45 kph.
Best glide ratio with power off 15/1 at 40 mph, 65 kph.
Take off distance 130 ft, 40 m.
Land¬ing distance 115 ft, 35 m.
Service ceiling 14,400 ft, 4400 m.
Range at average cruising speed 93 mile, 150 km.
