This single-seat sporting biplane is a smaller version of the Senior Aero Sport, and is built from the standard combination of a fabric-covered wooden wing and a fabric-covered steel-tube fuselage. This single-seat sporting biplane is a smaller version of the Senior Aero Sport and is built from the standard combination of a fabric-covered wooden wing and a fabric-covered steel-tube fuselage. The powerplant drives a constant-speed metal propeller to produce a maximum speed of 160 mph. Plans are no longer available.
Engine 180-hp Lycoming. Wingspan 21’8″ Length 18’3″ Gross wt. 1,275 lb. Empty wt. 840 lb. Fuel capacity 20 USG. Top speed 160 mph. Cruise speed 140 mph. Stall 55 mph. Climb rate 2500 fpm. Ceiling 20,000 ft. Takeoff run 400 ft. Landing roll 550 ft Range 300 sm.
The D-201 Sportwing is a completely redesigned version of the Senior Aero Sport. Of special interest is the attention that was given to reducing the cost and complexity of building the airplane without sacrificing the safety aspects of the previous models. The fuselage is a conventional steel-tube structure with aluminum alloy panels used for covering forward of the cockpit and fabric used aft of the cockpit. The wings are the conventionally braced biplane type with long-span ailerons on the lower wings. Power is supplied by engines ranging from 125-hp to 200-hp by Lycoming, while the most common powerplant is the 160-hp Lycoming. Seating is in tandem fashion with a canopy as an option.
Engine 160-hp Lycoming IO-320. hp range 125-200 Wingspan 27 ft. Length 21 ft 7.5 in. Height: 7.6 ft. Wing area: 181 sq.ft. Gross Weight. 1900 lb Empty Wt. 1295 lb. Fuel capacity 29 USG Top speed 132 mph. Cruise mph 122. Stall 45 mph. Climb rate 1050 fpm. Takeoff roll 420 ft. Land¬ing roll 520 ft Takeoff distance (50’) 790 ft. Land¬ing distance (50’) 850 ft. Range 360 sm. Service ceiling: 19,000 ft. Seats: 2.
Designed by Nicholas D’Apuzzo, the aerobatic Senior Aero Sport was available as either a single or two-seater. One prototype, N40304, was designed and built at the request of Rodney Jocelyn as an exhibition aircraft for world champion aerobatic pilot Lindsey Parsons at competitions in Spain. It first flew on 28 July 1960.
PJ-260 N40304
Rod Jocelyn completed a PJ-260 Joc-Par Special for entry in the 1964 World Aerobatic Championships in Spain. Powered by a 260 hp Lycoming VO-435-A1F, 27 ft span and 21 ft length, gross weight was 1600 lb. Scothply plastic was used instead of steel spring for landing gear, saving 40 lb.
This sport biplane has a wood-faired steel tube fuselage, wire-braced steel tube tail section, all fabric covered. The fuel supply and the front seat passenger are very close to the center of gravity, so trim is little affected by expending fuel or by the presence or absence of a passenger. A variety of engines can be used from 190 to 260 hp.
Reportedly 7 amateur-built planes up to February 1974. Also seen recorded as Joc-Par. One example is the grand champion homebuilt at the 1968 EM fly-in at Rockford, Illinois.
Denhaut designed it in 1910, Espinosa built it, Eugène Marie Pierre Frédéric Danton (1874-1929) paid for it, Victor Fumat bought it. Engine was a 6 cylinder 50 hp fan Lemasson.
A 2 seat project is also available, the Piuma Twin, later substituted by the Piuma Twin Evolution, that includes all the improvements suggest during 9 years of Piuma Twin constructions, with a 20 cm longer front fuselage. This gives a better balance for 2 people without the ballast and a shape similar to the one seat Piuma Evolution. This shape allow lighter aft parts and more stiffness of the tail boom. Also the elevators are similar to the Evolution one seat. The Piuma Twin Project was finished in 1998. The wooden fuselage is lighter; the instrument panel is similar to a glider. There is a single version of the Twin, with wings of 42,7 feet and 132 sq.ft. The special drawings numbers 12sp, 13sp and 14sp are always available, to allow to build the wings from 42 to 45 feet with high efficiency winglets. It’s recommended, considered the positioning behind the cockpit; a light engine not exceeding 55 kg for complete engine, engine mounting and propeller. A Rotax 503, (45/50 hp), combined with a carbon fibre 3 blade prop can be suitable for the project. The HKS, 4 stroke of 60 Hp could be an alternative. The two seats cabin is 43in wide and the seats are padded.
The new project is made with 16 big drawings of 24 x 41 or more (the ribs are in 1-1 scale): N. 1 to 6 Triptych, fuselage, frames, landing gears, levers, engine mounting, etc N. 7 to 11 Wings, ribs, spars, levers in the wings, ailerons, flaps and air brakes N. 15 to 19 Vertical, Elevators, ribs and spars, levers and aft little wheel The special drawings n. 12sp, 13sp and 14sp are in option and they allow to build the wings from 42 to 45 feet with high efficiency winglets, to cover the wings with all birch ply, to put the fuel tanks in the wings and to build new special air brakes. The Plans Basic are made from 16 drawings in English and the Construction Book in English (44 pages with 30 photos and a lot of drawings to explain the construction); a complete note of the materials to buy is also included. It is possible to check the centre of gravity and flight is explained in detail. There is also a note of the parts weight. In the Plans Advanced there are also the 3 option drawings, the Project book (this is in Italian language, but there are 32 photos and 80 drawings, graphics and lists and it is easy to understand the calculations) and a DVD with 3200 photos (1600 are of the Twin construction).
The tail boom in Aluminium 6005-T16 is also available: diameter 127mm – thickness 1,5mm – length 5,2 m. The wing profiles are the same of the Tourer Piuma. The material cost, without engine and instruments, is about 8000 euro, at the 2007 prices. The time of construction is about 1200 hours.
Wing Span: 42.7 ft. / 13 m Wing Area: 132 sq.ft. / 12.2 sq.m Length: 21.3 ft / 6.5 m Height: 5.6 ft / 1.7 m Empty Weight: 600 lbs. / 270 kg Gross Weight: 980 lbs. / 440 kg Fuel Capacity: 11 gal / 40 lt hp: 50 hp Range: 45/60 Vne: 106 mph. / 175 Km/h Top speed: 103 mph. / 165 Km/h Va: 92 mph. / 145 Km/h Stall: 44 mph. / 70 Km/h Stall full flaps: 35 mph. / 55 Km/h L/D: 20/1 Min.Sink Rate: 220 ft/min. / 1.1 m/sec Load factors max: + 4.6 -2.3 Take-off distance: 400 ft. / 120 m Landing distance: 400 ft. / 120 m Bldg Time: 1.200 hr
Engine: Rotax 503, 45 hp HP range: 45-65 Length: 20.6 ft Wing span: 41 ft Wing area: 125 sq.ft Aspect ratio: 13.5-1 Empty weight: 490 lb Gross weight: 910 lb Fuel capacity: 10 USG Cruise: 92 mph Stall: 43 mph L/D: 18:1 Min sink: 240 fpm Seats: 2 Cockpit width: 43 in Landing gear: tri LSA: yes
The ultralight motorglider Piuma appeared in 1989 because the designer and builder was looking for a safe ULM motorglider, easy to build and to pilot, whose flight and comfort was better than the “fabric and tube” ULM available at the time. The Original Piuma first flew in 1990 and the project changed and the plans were modified with improvements. The Original Piuma is the more quiet version and the more suitable as first construction. The steel landing gear, with rubbers shock-absorbers, also allows the beginners hard landing. The 2005 plans allow to build the streering front gear. This improvement also allowed to increase the top speed of 5 km/h (3 mph). ULM single seat motorglider made of fabrics and wood, only the tail pipe in aluminium alloy and propulsive engine. The maximum wing loading is 4.3 lb/sq.ft; this low wing loading allows the motorglider to fly at low stall and landing speeds. The glide ratio is about 16 – 17 and the minimum sink rate is 200 ft/min.; it is possible to use a little 25 HP engine with very low consumption (1 Imp Gal/h). The stall speed is 30 MPH and the take-off speed is normally 34 MPH, but it is possible also 29 MPH, for the ground effect. The normal cruising speed is 50 MPH and the VNE is 75 MPH. Construction characteristics Conventional 3 axis control with air-brakes. The wings are tapered; the chord at root is 47,2 inches and at tip is 21,6 inches. The wing profile is the Rhode St. Genese 36, with the 16% thickness. The landing gear is built with the Cr-Mb steel, with the rubbers shock-absorbers, and it is put very near (but in front of) the C of G. The wheels have brakes and fairings. The nose wheel has no steering and shock-absorber. The little tail wheel and the rudder are steerable at the same time; this special shape unites the advantages of the classic three wheel in tricycle formation take-off and landing and the good ground characteristic of the tail-dragger formation. The instruments panel is big enough for a complete set of instruments. The fuel-tank can contain more than 4 Imp Gal. and it is sufficient for 4 fly-hours (or much more of soaring). The plans have been improved compared with the prototype (that has flown very well since the 1990). They are available, with notes in English and with a new construction handbook in English of 39 pages, with more of 50 photos and some little draws for the explanation. Also the tail boom is available: diameter 127 mm – thickness 1,5 mm – length 5,2 m. The complete material list is in the handbook (birch plywood, spruce, aluminium, steel, fabric, etc.). The material cost, without engine and instruments, was about 6000 euro, at the 2007 prices.
Since 2003 the original Piuma plans allow nosewheel steering. The Piuma Evolution is different from the Original Piuma in the following modifications: Fuselage shape: the cockpit is 1 inch more wide. The rear side is completely tapered and the lower side is rounded for better attractiveness and aerodynamic. Wing shape: the chord at root is 43,3 inches (the original is 47,2 inches) and the aspect ratio is 13/1 (original 11,2/1). Dihedral is 2 degrees instead of 3 degrees and the wing profile changes from 16% into 15%. Max thickness. Tail shape: the tail and fin area now are more little and slimmer; the tail is cantilever, with 2 little strut drops. The 8 steel cables used in the Original Piuma were removed. Wing struts: now the wing struts are smaller and they are aluminium-alloy. Engine: the engine is partially hidden by the wings in the Original Piuma; now it is in the full air and it is possible to use the engine at the full power for longer. Front wheel: now it is electrically retrectable; it is also possible to build it fixed and with fairing, steering too. Landing gear: the wood landing gear covered with epoxy glass (or epoxy carbon fiber) is much more aerodynamic. Seat: it is shaped for a more outstretched position, right for a glider. It is more comfortable and also suitable for 6 feet tall pilots (or little more). Instrument panel: it is more similar to a glider panel. Tail trim: it is electrical; the construction is clearly drawn in the plans. Aerodynamic brakes: the controls and have been improved and drawn in 1 to 1 scale. The best efficiency now is 20 and the normal cruise is about 63 MPH at 80% power with a 25HP engine. The estimated building time is 1000 hours, the same of the Original Piuma.
Evolution Piuma (a little faster and more suitable for soaring, with a best glide ratio of 20) and Tourer Piuma (it’s the faster version for tourism, normal cruise 84 mph) became available. The Italian C.A.P. (E.A.A. chapter n. 459) gave two prizes for the best ultralight project and the best achivement during the Carpi meeting of 1997 and 1999 (prize “Giancarlo Maestri” and “Caproni Cup”). It is also possible to build two stronger versions of the one seat Piuma, for heavier pilots: Rotax 447 Evolution Piuma (max take-off weight 660 lbs) Rotax 447 Tourer Piuma (max take-off weight 660 lbs) Plans only are sold. All the “Piuma” versions are designed in accordance with the aeronautical standard and, for both the one seat Piuma and the Piuma Twin, the “project books” are available (only in Italian, at the moment). Every “project book” is composed of three parts: The motivations of the choices about the shapes (wings, fin, rudder and elevators, fuselage with the rear engine mounting, etc.) with a lot of draws showing the fuselage, wings, tail, etc. Structural calculations. Characteristics of fly, wing and total drag, wing lift, efficiency, Vx, Vy, VNE, Vstall, etc. The plans are composed of technical drawings of big dimensions (24 x 40 inches). Some details must be realized with the lathe and the cutter, but almost the entire construction may be built without special tools; it is very easy and the planner completed the original Piuma after 18 months of work, in the 2 car garages, 7 yards long and 4,4 yards wide. Normally about 1000 hours are sufficient to complete construction. The wings, fin, rudder and elevators ribs are drawn in 1 to 1 scale; the same scale is used for a lot of wood or aluminium details. The handbook describes the work the step by step and the check list for the pre-fly controls. About 30 minutes are sufficient to assemble or disassemble the Piuma.
The Piuma Evolution construction plans are composed of 15 drawings with references in Italian and english and a handbook in Italian language (35 pages) or English (25 pages). These books contain a lot of photos and little drawings and the materials list. Also the tail boom is available: diameter 127 mm – thickness 1,5 mm – length 5,2 m. The material cost, without engine and instruments, is about 6000 euro, at the 2007 prices. The time of construction is about 1000 hours.
The Piuma Tourer is the fast version. The basic information about the fuselage and the tail is the same as the Piuma Evolution. The only difference between the “fast version” and the Piuma Evolution is the wing with less span and area and with two different profiles. Changes in comparison with the Piuma Evolution are: WING profile: NACA 4415 (for the rectangular wing area); NACA 2R1-12 (for the tip – sweepback 3degrees) Wing areas: change from 114,1 sq.ft into 99 sq.ft (wing loading = 5,5 lb/sq.ft) Wing span: change from 38,7 ft into 34,1 ft; the aspect ratio is 11,7 Tailplane balancing Change of the wing connection point for the strut Spar thickness increase Max take-off increase to 550 lbs
On request it is possible to build the Rotax 447 Tourer Piuma Version (max take-off weght 660 lbs). The plans are the same 15 drawings of Piuma Evolution with one big drawing more showing: The 9 ribs profiles. The new wing design. The new spar. The tailplane balancing system. The material cost, without engine and instruments, is about 6000 euro, at the 2007 prices.
Original Wing span: 38.4 ft Total wing area: 125 sq.ft Aspect ratio: 11.2 Dihedral: 3 degrees Total tailplane area: 17.2 sq.ft Tail arm: 10.7 ft Length overall: 19.4 ft Max height: 4.6 ft Empty weight: 320 lb Max take-off weight: 518 lb Max wing loading: 4.14 lb/sq.ft Recommended load factors: + 3.4 -1.2 Ultimate load factors: + 6.8 – 2.5 Max level speed: 59 MPH Normal cruising speed: 50 MPH Stalling speed: 30 MPH Never exceed speed: 75 MPH Best glide ratio with power off: 17 Take-off: 330 ft Landing: 330 ft Max climb rate at sea level: 390 ft/min Min sink rate (at 36 MPH): 200 ft/min Engine: 25 HP
Piuma Evolution Wing span: 38,7 ft Total wing area : 114 sq.ft Aspect ratio: 13 Dihedral: 2 degrees Total tailplane area: 15 sq.ft Tail arm: 10,8 ft Length overall: 19,7 ft Max height: 5,3 ft Empty weight: 330 lb Max take-off weight: 530 lb Max wing loading: 4,6 lb/sq.ft Recommended load factors: + 3.5 – 1.9 Ultimate load factors: + 7 – 3.8 Max level speed: 72 MPH Normal cruising speed: 62 MPH Stalling speed: 35 MPH Never exceed speed: 84 MPH Best glide ratio (at 43 MPH): 20 Take-off: 330 ft Landing: 330 ft Max climb rate at sea level: 460 ft/min Min sink rate (at 39 MPH): 165 ft/min Engine: 25 HP
Tourer Max level speed (with 35 hp engine): 93 mph Normal cruising speed: 84 mph (glide ratio = 10) Never exceed speed: 100 mph Stalling speed: 39 mph Max climb rate at sea level: 1000 ft/min Min sink rate (at 42 mph): 235 ft/min Best glide ratio (47mph): 17
Giacomo D’Angelis, a confectioner from Messina, Italy, arrived in Madras in 1880. He ran a flourishing confectionery business, and in due course of time established Hotel D’Angelis, Madras’s finest hotel of the time, in Mount Road. Inspired by Frenchman Louise Bleriot’s flight across the English Channel in 1909, D’Angelis built a biplane, with the help of Simpson’s, entirely from his own designs. The airplane was powered by a small 12 horse-power engine. He tested his aeroplane at Pallavaram, and then arranged for a public viewing, for a fee, in March 1910. D’Angelis made the first public flight on March 26, 1910 from Island Grounds. Clearly, Madras pioneered the first flight in India, and may be in Asia as well. Subramania Bharati wrote in 1910 about the plane that was built by Tamil workers in the workshop of Simpson’s. Then, in 1914, J W Madley, the civil engineer who built Madras’s water supply system, assembled an aeroplane and flew from Island Grounds over the Red Hills water reservoir to make an aerial assessment with photographs.
The sole DM-165 at Meaux-Esbly airfield near Paris in June 1969
The DM-165 was a French tandem two-seat low-wing monoplane designed by Michel Dalotel. Powered by a 165 hp (121 kW) Continental IO-346A flat-four piston engine. It had a tailwheel and retractable landing gear which folded inwards. Dalotel was assisted by Société Poulet in the construction of the prototype, registered F-PPZE, which was first flown in April 1969. The aircraft was successfully tested during 1970 but despite efforts to market the aircraft none were ordered. Only the prototype was built.
The aircraft was based at Meaux-Esbly airfield, to the west of Paris, for several years and was then sold to a pilot owner in the United Kingdom and registered G-BILA.
The aircraft had a forced landing in a cornfield due to fuel management issues in about 1983. The aircraft was damaged in the accident and flipped over onto its back, significantly damaging the RH wing, and doing minor damage to the LH wing, fuselage, cowl, and tail section.
The aircraft was put into storage for years and was subsequently sold to a gentleman in the US (Idaho) who imported the remains for rebuild and restoration. After some work was done on it, it was sold to a gentleman in Calgary, Alberta, Canada, where it is currently being restored.
Dalotel DM-165 Powerplant: 1 × Continental IO-346A, 121 kW (165 hp) Wingspan: 8.40 m (27 ft 6.75 in) Height: 1.76 m (5 ft 9.25 in) Wing area: 12.30 m2 (132.40 sq ft) Length: 6.96 m (22 ft 10 in) Maximum speed: 300 km/h (186 mph, 162 kn) Crew: two
The Wolfgang Dallach Company collapsed and on 1 August 2008 DG Aircraft GmbH took over support of the Dallach “Fascination”, “Evolution”, “Sunwheel” and all derivatives.
A side-by-side two-seat, cantilever high-wing monoplane of composite structure. Wing with slotted flaps, fixed or retractable tricycle undercarriage.
The E100 Evolution was later produced by Jaroslav Sedláček UL-JIH.
Stall: 35 kt / 40 mph / 64 kmh Cruise: 146 kt / 168 mph / 270 kmh VNE: 162 kt / 186 mph / 300 kmh Empty Weight: 270 kg / 595 lbs MTOW Weight: 472 kg / 1041 lbs Climb Ratio: 1200 ft/min / 6,5 m/s Take-off distance (50ft obstacle): 330 ft / 100 m Landing distance (50ft obstacle): 330 ft / 100 m
Engine: Rotax 912, 80 hp Wing span: 9.4 m Wing area: 11.2 sq.m MAUW: 450 kg Empty weight: 280 kg Max speed: 250 kph Cruise speed: 230 kph Minimum speed: 65 kph Climb rate: 5 m/s Seats: 2
Jaroslav Sedláček UL-JIH E100 Evolution Engine: Rotax 912UL (ULS) Propeller: ground-adjustable DUC, or variable-pitch Woodcomp SR 3000/2W Span: 9,12 m Length: 6,9 m Wing area: 11 sq.m Weight: 294 kg Cruising speed: 243 km/h
