Developed in 1982 by David Cook in England, the Shadow has two seats with fully enclosed cockpit in tandem and fibreglass fuselage. First flew in 1983. Detachable wings and horizontal tail surfaces with conventional 3-axis control, and a tricycle undercarriage, and is certified to BCAR Section S. Tandem one/two seat single engined high¬wing monoplane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; flaps fitted. Two fin tail. Pitch control by elevator on tail; yaw control by fully flying ventral 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 Cook devised section; 100% double surface. Undercarriage has three wheels in tricycle formation; rubber suspension on nosewheel and glass fibre sus¬pension on main wheels. Ground steering by differential braking. Brakes on main wheels. Honeycomb laminate fuselage, totally en¬closed. Engine mounted below wing driving pusher propeller. Flaps and ailerons made from honeycomb laminate. Composite con-struction wing. The Shadow is an advanced design which has been developed with the backing of Ciba Geigy Aerospace and makes extensive use of honeycomb laminates. The first prototype was started in January 1982 and was a pusher aircraft powered by a 430 Cuyuna engine. First flown in August of that year by its designer and D Clarke, it showed over 80mph (130kph) on only 80% power and without any form of pod. Encouraged by this performance, Dave Cook then designed a second prototype, this time using a Robin EC44 engine and aiming to produce a machine which would be a direct bridge between microlights and conventional aircraft. Control surfaces are differential ailerons, a fully flying ventral rudder, normal elevator and four position flaps, the latter added to keep landing speeds down. For ground steering the hydraulic disc brakes can be operated independently. The wing design uses a plywood I section spar stiffened at the flanges by the addition of a fabricated aluminium¬ alloy box section. Foam ribs support plywood leading and glass fibre trailing edges, the whole wing being covered by Dacron, glued in place and scaled with dope. The wing has been static tested at + 5.5 g. The Streak Shadow is a shorter span and thinner wing version of the Shadow which first flew in 1986.
Following on from the Shadow C, the Shadow D has better visibility and more room.
Shadow D
Shadow Engine: Robin EC44, 50 hp at 7000 rpm. Propeller diameter and pitch 50 x 34 inch, 1.27 x 0.86 m. Reduction ratio 2.1/1. Power per unit area 0.32hp/sq.ft, 3.4 hp/sq.m. Fuel capacity 6.0 US gal, 5.0 Imp gal, 22.7 litre, Optional fuel Additional bag tank, capacity 21.6 US gal, 18.0 Imp gal, 81.8 litre. Empty weight 323 lb, 147kg. Max take off weight 623 lb, 283kg. Payload 300 lb, 136kg. Max wing loading 3.9 lb/sq.ft, 19.3 kg/sq.m. Max power loading 12.5 lb/hp, 5.7 kg/hp. Load factors +5.5, 3.0 design. Max level speed: >100mph, >160kph. Max cruising speed 85mph, 137kph. Economic cruising speed 70 mph, 113 kph. Length overall 21.0 ft, 6.40 m. Height overall 5.5ft, 1.68m. Wing span 31.5ft, 9.60m. Chord at root 5.8ft, 1.77 m. Chord at tip 4ft, 1.22m. Dihedral 0 degs Tailplane span 8.0 ft, 2.44 m. Fin height 2.0 ft, 0.61 m. Total wing area 158 sq.ft, 14.7 sq.m. Total aileron area 16.4 sq.ft, 1.52 sq.m. Fin area (each) 1.5 sq.ft, 0.14 sq.m. Rudder area 5.5 sq.ft, 0.51 sq.m. Tailplane area 14.5 sq.ft, 1.35 sq.m. Total elevator area 9.2 sq.ft, 0.85 sq.m. Wing aspect ratio 6.4/1. Wheel track 5.5ft, 1.68 m. Wheelbase 6.0ft, 1.83 m. Nosewheel diameter overall 10 inch, 25 cm. Main wheels diameter overall 12 inch, 30 cm.
Engine: Rotax 503, 50 hp. HP range: 30-50. Speed max: 102 mph. Cruise: 75 mph. Range: 165 sm. Stall: 25 mph. ROC: 1100 fpm. Take-off dist: 75 ft. Landing dist: 150 ft. Service ceiling: 25,000 ft. Fuel cap: 6.5 USG. Weight empty: 349 lbs. Gross: 824 lbs. Height: 5.75 ft. Length: 21 ft. Wing span: 32.9 ft. Wing area: 162 sq.ft. Seats: 1/2. Landing gear: nose wheel.
Engine: 40 hp Rotax 447 two cylinder two stroke (437cc). Wing Span: 10.03m. Length: 6.40m. Empty Weight: 150 kg. MAUW: 332 kg. Max. Cruise Speed: 75 kt (121 kph). Range: 240 km.
Laron Shadow Engine: Rotax 503, 50 hp. HP range: 30-50. Speed max: 102 mph. Cruise: 75 mph. Range: 165 sm. Stall: 25 mph. ROC: 1100 fpm. Take-off dist: 75 ft. Landing dist: 150 ft. Service ceiling: 25,000 ft. Fuel cap: 6.5 USG. Weight empty: 349 lbs. Gross: 824 lbs. Height: 5.75 ft. Length: 21 ft. Wing span: 32.9 ft. Wing area: 162 sq.ft. Seats: 1/2. Landing gear: nose wheel.
Streak Shadow Engine: Rotax 582, 65 hp. Speed max: 121 mph. Cruise: 101 mph. Range: 435 sm. Stall: 31 mph. ROC: 1700 fpm. Take-off dist: 100 ft. Landing dist: 200 ft. Service ceiling: 29,000 ft. Fuel cap: 14 USG. Weight empty: 388 lbs. Gross: 900 lbs. Height: 5.75 ft. Length: 21 ft. Wing span: 28 ft. Wing area: 140 sq.ft. Seats: 2. Landing gear: nose wheel.
Shadow B-D –
Shadow D Engine: Rotax 582, 64 hp Wing span: 10 m Wing area: 15.25 sq.m Empty weight: 203 kg Fuel capacity: 23 lt MAUW: 390 kg Max speed: 178 kph Cruise speed: 145 kph Minimum speed: 61 kph Climb rate: 4.8 m/s Fuel consumption: 15 lt/hr Certification: BCAR S Seats: 2 Price (1998): £22,995 Kit price (1998): £16.495
Laron Streak Shadow Engine: Rotax 582, 65 hp. Speed max: 121 mph. Cruise: 101 mph. Range: 435 sm. Stall: 31 mph. ROC: 1700 fpm. Take-off dist: 100 ft. Landing dist: 200 ft. Service ceiling: 29,000 ft. Fuel cap: 14 USG. Weight empty: 388 lbs. Gross: 900 lbs. Height: 5.75 ft. Length: 21 ft. Wing span: 28 ft. Wing area: 140 sq.ft. Seats: 2. Landing gear: nose wheel.
The Cri Cri was superseded by prototypes of the D57 Phryganet (first flight 7 November 1950) of similar general layout and D.21T-4 Super Phryganet (first flown July 30,1951). All three designed Paul J. Deville of Salmson.
A development of the pre-War Salmson D.2, the post-War D.21T-4 Super Phryganet is externally similar to the pre-War model and is of wooden construction.
D.21T-4 Super Phryganet Engine: 135 hp Salmson 7AQ Wingspan: 38 ft 8 in Length: 25 ft 11 in Height: 7 ft 7 in Wing area: 241 sq.ft Empty weight: 1716 lb Loaded weight: 2750 lb Max speed: 134 mph Cruise: 120 mph Service ceiling: 14,300 ft Range: 500 mi
The Cri Cri was superseded by prototypes of the D57 Phryganet (first flight 7 November 1950) of similar general layout and D21T-4 Super Phryganet (first flown July 30,1951). All three designed by Paul J. Deville of Salmson.
The D.57 Phryganet is basically a two-seat side-by-side adaptation of the D.7 Cri-Cri Major. The width of the fuselage was increased and a number od design refinements were included.
Engine: 85 hp Salmson 5 AQ Wingspan: 35 ft 11 in Height: 8 ft 6 in Length: 23 ft 3 in Wing area: 200 sq.ft Empty weight: 1034 lb Loaded weight: 1625 lb Max speed: 99 mph Cruise: 87 mph Range: 310 mi
Compagnie Française d’Aviation (usually known as CFA) was established in 1936 as a division of the Salmson engine company to handle the mass-production of the Salmson D-6 Cri Cri light aircraft.
The CFA D.7 Cricri Major was a postwar-built light high-wing monoplane development of the Salmson D-6 Cri Cri with enclosed two-seat tandem glazed cabin and a fixed tail-wheel undercarriage, powered by a Salmson 5Aq-01 radial engine.
First flying on 15 March 1949, an initial series of ten Cricri (Cricket) Majors was completed and these were bought by aero clubs and private pilots. The design was rather outdated and no further examples were completed.
D.7 Cri-Cri
Four D.7s remained in service in 1956 and one, F-BFNG remained airworthy in 1967. This aircraft has been restored to airworthiness and was operational in 2005.
Engine: 1 × Salmson 5Aq-01, 90 hp (67 kW) Wingspan: 35 ft 11 in (10.95 m) Wing area: 200 ft2 (18.58 m2) Length: 23 ft 3 in (7.09 m) Height: 8 ft 6 in (2.59 m) Empty weight: 1,023 lb (464 kg) Gross weight: 1,585 lb (719 kg) Maximum speed: 93 mph (150 km/h) Cruise speed: 80 mph (129 km/h) Range: 312 miles (500 km) Service ceiling: 13,120 ft (4,000 m) Crew: 1 Capacity: 1 passenger
The two-seat Cessna XMC prototype technology demonstrator was built to test several concepts in light aircraft design including a ducted propeller and swept cantilever wing. The XMC employed metal-to-metal bonding, allowing for experimentation in expanded use for bonding in other types in the Cessna commercial product line. Additional stress testing was also conducted as necessary as the aircraft entered further testing and modification.
The sole prototype was registered as N7174C and given Cessna serial number 674. It was powered by a Continental O-200 100 hp (75 kW) engine mounted in pusher configuration. This was the same powerplant used in the then-current production Cessna 150. The tail boom was similar in design to that used on the Cessna Skymaster.
The first flight of the 1014 model was made on January 22, 1971 by Cessna test pilot Bruce Barrett. Then testing ground handling, flying characteristics and visibility.
Phase II testing began in May 1971, exploring methods of reducing weight and production costs for single and twin-engine Cessnas.
The aircraft was modified in 1972 and given a new model number, 1034. In this configuration it was first flown June 1, 1972, again with Bruce Barrett at the controls, using a shrouded propeller to test improvements in propeller efficiency and reduction of noise in Phase III. The spatted nose gear was replaced by a wheel fairing, as was the main gear. An increased vertical stabilizer area and revised wing tips were also tested.
The XMC project ended in 1972. The aircraft configuration proved to have higher cabin noise levels than the production Cessna 150 and offered no performance advantages over the older design.
Cessna XMC prototype Powerplant: 1 × Continental O-200, 100 hp (75 kW) Wingspan: 32 ft 0 in (9.75 m) Length: 23 ft 0 in (7.01 m) Seats: 2
Cessna model 325 was essentially a 305 Bird Dog powered by a 230-hp engine and fitted with a CSU, a hopper in the rear of the cockpit, and under-wing spray bars.
The US Navy Cessna 319A, an experimental Boundary Layer Control wing version of the OE-2, intended for investigation of STOL characteristics. The BLC ‘suction/ejection’ system reduced the stalling speed from 43 mph to 32 mph, and the take-off to 50ft from 600 ft to 450 ft.
The Cessna 319A carried no military markings other than the fuselage inscription ‘U.S. Naval Research Aircraft’.
With the stepdown rear fuselage of the OE-1 (L-19A) Bird Dog, the OE-2 posed the longer nose and more angular tail assembly of the Model 180.
In 1950 five manufacturers entered a competition to replace the fleet of L-4 and L-5 observation planes. The specifications included takeoff and land within 600 feet, cruise at 89 mph, have an observation speed of 49 mph, climb at 800 fpm, three hour endurance, service ceiling of 16,000 ft, and weigh 1000 lb empty.
The Cessna engineers put together the wings from the 170, a tail from the 195 and a new fuselage with transparent panels in the roof and a wider access door and new landing gear, to make the Cessna 305. Cessna’s design was a light-weight strut-braced high-wing monoplane, which provided accommodation for a pilot and three passengers.
Power was from a Continental O-470 of 213hp / 108kW and fixed pitch prop. The fixed pitch prop limited the cruise to 30% power so as not to overspeed the engine. The Birddog moved from design sketches to first flight in just 90 days. The landing requirement required 60 degrees of flap and a full stall, three-point landing technique with a high rate of sink. The O-1 is not cleared for aerobatics.
Cessna was awarded the contract with an initial order of 418 aircraft on 29 May 1950. The first military designated L-19s were delivered in December 1951 and sent to Korea, arriving there on 16 February 1951.
L-19A
The Model 305A differed from the 170 by having the aft fuselage redesigned to give a clear view to the rear and by the provision of transparent panels in the wing centre-section, which formed the cabin roof. A wider access door gave room to load a standard stretcher, for which support brackets were installed. Spring steel landing gear and slotted high lift flaps were fitted along the trailing edge of each wing.
By June 1951 there were 166 L-16s in Korea, and they had amassed about 20,000 hours.
Deliveries of production aircraft began in December 1950, under the designation L-19A and with the name Bird Dog, and by October 1954, 2,486 had been delivered, of which 60 were diverted to the US Marine Corps which designated them OE-1.
An L-19A-IT instrument trainer version was developed in 1953. By 1954 a total of 2486 had been delivered, of which 60 were diverted to the US Marine Corp where they were e-designated OE-1.
In 1956, the Army ordered 100 TL-19D instrument trainers. This was a growth version of the original instrument trainer with a constant-speed prop and a higher gross weight — 2,400 pounds. The next year, the order was expanded by another 207 TL-l9Ds and an uprated version of the basic L-19 was ordered —the “E” model which boosted the higher gross weight and “some minor improvements.”
Sixty Bird Dogs were delivered to the USMC as the O-1B, and the TO-1D is a dual control training version of the O-1A.
The L-19E was the final version to bring total production of Bird Dogs to 3,431. With redesignation in 1962, the US Army’s L-19A, TL-19D and L-19E aircraft became O-1A, TO-1D and O-1E respectively. The US Marines’ OE-1 became O-1B and this service also acquired 25 of the higher-powered O-1C. US Army trainers, derived from standard production aircraft, had the designations TO-1A and TO-1E.
Some O-1 were manufactured by Fuji Heavy Industries for the Japanese Ground Self-Defence Force.
The model 321, or O-1C was an extensively redesigned version of the O-1B Bird Dog for the USMC. The prototype of the O-1C was first flown in 1955 and twenty-five were built. Pilot and observer were protected by flak curtains and seat armour, and all fuel tanks are self-sealing. A 250 lb bomb or three air to surface rockets may be carried beneath each wing. The structure of the O-1C is similar to the O-1B apart from some strengthening for the more powerful engine.
The US Air Force acquired many of the US Army’s O-1s for use by forward air controllers in Vietnam; former TO-1Ds and O-1As were redesignated O-1F and O-1G respectively when equipped for this role.
The O-1Fs were TO-1Ds modified to O-1D standard by deleting the dual controls and rear seat instrument panel and the modified to -F standard by fitting under-wing hard points and army communication gear.
The US Navy ordered 25 of a progressive development designated OE-2. These differ principally in having a longer nose to house a 260 hp Continental SO-370 engine, and taller, more angular tail surfaces.
Cessna had delivered 3,431 examples by the time production ceased including 126 for the French – the bulk of these had been built as O-1s (L-19As), with later variants introducing uprated equipment and the ability to carry wing stores like target marking rockets
Of these, one was a civil prototype and four were evaluation models for civilian use. These were put into service in aerial application and although they got high marks with the dusters, Cessna could not see enough of a market for the aircraft and never put it into production. As far as FAA is concerned, the Birddog is the Cessna 305A and all those converted to civilian use are so designated in FAA records.
O-1s were also built under licence by Fuji in Japan.
Ector Aircraft Co., of Odessa, Texas produced (until stocks of new parts are exhausted) the Ector L-19 Mountaineer and the standard Ector (Cessna) 305. The basic aircraft is delivered with a majored Continental 0-470-11 and the McCauley fixed-pitch prop or with a Continental 0-470-13 or Lycoming 0-540-A4B5, a constant-speed prop and manifold pressure gauge.
Although long since retired from USAF service, a modest number of O-1’s continue to thrive with a handful of air arms across the globe, whilst surplus Bird Dogs have recently enjoyed a renaissance across North America and Australia.
O-1C Engine: 265 hp Continental O-470-2 Wingspan: 36 ft 0 in Length: 26 ft 3 in Height: 7 ft 10 in Wing area: 174 sq.ft Empty weight: 1853 lb Max loaded weight: 2650 lb Max speed: 185 mph Econ cruise: 122 mph ROC: 1300 fpm Time to 20,000ft: 22.6 min Range: 575 mi at 10,000 ft
CE-305A Engine: Continental O-470-11, 213 hp. Empty wt: 1700 lbs. MTOW: 2100 lbs (optional): 2300 lbs. Height: 7 ft 6 in. Length: 25 ft 9.5 in. Wing span: 36 ft. Cruise: (@ 2300 rpm): 78 kts. Stall: 42 kts.
Cessna L-19E / O-1E Bird Dog Engine: 1 x Continental O-470-11, 213 hp, 159kW Wingspan: 10.97 m / 35 ft 12 in Length: 7.85 m / 25 ft 9 in Height: 2.22 m / 7 ft 3 in Wing area: 16.16 sq.m / 173.94 sq ft Maximum Speed: 130mph (209kmh; 113kts) Maximum Range: 530miles (853km) Rate-of-Climb: 1,040ft/min (317m/min) Service Ceiling: 20,341ft (6,200m; 3.9miles) Accommodation: 2 Hardpoints: 2 Empty Weight: 1,614lbs (732kg) Maximum Take-Off Weight: 2,401lbs (1,089kg)
L-19 Engine: Continental O-470-11B, 213 hp Prop: McCauley 2 blade 90 in fixed pitch Wingspan: 36 ft Wing area: 174 sq.ft. Length: 25 ft 9 in Height: 7 ft 6 in Seats: 2 Max gross wt: 2400 lb Empty wt: 1480 lb Useful load: 920 lb Wing loading: 13.79 lb/sq.ft. Power loading: 11.26 lb/hp Toatl fuel cap: 42 USG Useable fuel cap: 36 USG Baggage cap: 100 lb Max speed: 179 mph Cruise 2300 rpm: 104 mph Stall clean: 44 mph Stall with flap: 40 mph ROC SL: 1350 fpm Service ceiling: 21,300 ft Takeoff ground roll: 355 ft Landing ground roll: 320 ft
Cessna L-19A Bird-Dog Engine: 213 h.p. Continental O-470-11 Span: 36 ft Length: 25 ft Height: 7 ft 6 in Wing area: 174 sq.ft Empty weight: 1400 lb Loaded weight: 2200 lb Max speed: 146 mph at 5000 ft Cruise: 115 mph ROC: 1290 fpm Service ceiling: 21,200 ft Range: 620 mi Seats: 2
Cessna O-1G Birddog Engine: 213hp / 158 kW Continental O-470-11 Fuel: 100 Octane Wingspan: 36 ft / 10.97 m Length: 25 ft 9 in / 7.85 m Height: 7 ft 6 in / 2.29 m Empty weight: 1,400lbs / 635 kg Maximum Take-off weight: 2,200lbs / 998 kg Max speed: 115 mph / 185 kph Service ceiling: 18,500 ft / 5638.8 m Max range: 530 mi / 742.08 km Armament: Eight 2.75 inch (70mm) smoke rockets Maximum Speed: 131 knots / 151 mph / 243 km/h
