Developed in 2004, the Pioneer 330 Acro basic level aircraft trainer is designed to be equipped with the inverted flight engine kit for the Rotax 912S and a smoke system. Based on the P300 structure, the P330 has been strengthened to reach from +9 g up to -4.5 g, giving +6 to –3 usable. The wing has a pass through main spar and fully plywood skin covering, and a three axis trim system.
Engine: Rotax 912S Propeller: Variable Pitch Wing Span: 7.55 m Wing Area: 10 sq.m Fuselage Length: 6.25 m Cabin Width: 1.05 m Cabin Height: 1.05 m Empty Operative Weight: 295 Kg Maximum Takeoff Weight (Ulm): 450 Kg Maximum Design Takeoff Weight: 530 Kg Load Factors : +6 / -3 G Tank Capacity: 80 lt (2 x 40 lt) Auxiliary Tank Capacity: 22 lt Payload Limit (Ulm): 165 Kg Design Payload Limit: 245 Kg Baggage Volume: 226 lt Maximum Baggage Amount: 20 Kg Maximum Level Speed: 270 Km/H Cruise Speed (@ 75% Power): 240 Km/H Stall Speed: 65 Km/H Best ROC Speed : 120 Km/H Best Angle Climb Speed: 100 Km/H Best Rate Of Climb: 460 M/Min (1500 Ft/Min) Roll Rate: 180°/Sec Range @ 75% Power: 12.5:1 Range @ 75% Power With Auxiliary Tank: 1260 Km Operative Ceiling Altitude: 6000 m Take Off & Landing Ground Run: 120 m
The Asso V Champion was built by Alpi Aviation with composite skin panels as the Pioneer 300.
The Pioneer 300 STD has an S version with a shorter wing span, retractable landing gear and is produced in Italy. Both the 200 and 300 are fitted with the AVTEK in flight adjustable prop. The Pioneer 300 has a 300 kph VNE, while remaining within the ultralight aircraft rules, and the first engines installed were Mid-West, obtaining the BFU (German Certification). The aircraft is a compromise between performances, fuel consumption and flight quality.
The tricycle retractable landing gear has electrical landing gear retraction with manual emergency actuation and a stearable nose landing gear. The 2 place, side by side arrangements has double control stick and detachable wing.
Engine options include the Rotax 912 80 hp, Rotax 912S 100 hp, Jabiru 3300 120 hp, Jabiru 2200 80 hp, and Midwest wankel 110 hp. The Pioneer 300 Turbo is a turbocharged version.
The Pioneer 300 Hawk is derived from the Pioneer 300 standard, maintains the P300 flight qualities and is equipped with a good quality & luxury interiors. The detachable wing has a skin fully made of plywood and the retractable landing gear is equipped with a gas-oil damper system. The aircraft is equipped with the higher and more aerodynamic canopy. The instrument panel is made of composite materials and has a three dimensional shape. The electrical landing gear retraction has a manual emergency actuation and stearable nose gear.
Powered by a Rotax 912 ULS with an Idrovario C/S prop, the Alpi Pioneer JayHawk cruises at 130 kts.
Engine: Rotax 912 UL, 80 hp Wing Span: 7.55 m Wing Area: 10 sq.m Fuselage Length: 6.25 m Cabin Width: 1.05 m Cabin Height: 1.05 m Empty Operative Weight: 290 Kg Maximum Take Off Weight (Ulm): 450 Kg Maximum Design take Off Weight: 530 Kg Load Factors: +4 / -2 G Tank Capacity: 80 lt (2 x 40 lt) Auxiliary Tank Capacity: 32 lt Pay Load Limit (Ulm): 160 Kg Design Pay Load Limit: 240 Kg Baggage Volume: 226 lt Maximum Baggage Amount: 20 Kg Aspect ratio: 13-1
Pioneer 300 S Engine: Rotax 912S, 100 hp Propeller: Fixed Pitch Wing Span: 7.55 m Wing Area: 10 sq.m Fuselage Length: 6.25 m Cabin Width: 1.05 m Cabin Height: 1.05 m Empty Operative Weight: 285 Kg Maximum Takeoff Weight (Ulm): 450 Kg Maximum Takeoff Weight (Jar-Vla): 530 Kg Load Factors: +4 / -2 G Tank Capacity: 80 lt Auxiliary Tank Capacity: 32 lt Overall Payload Limit (Ulm): 165 Kg Overall Payload Limit (Jar-Vla): 245 Kg Baggage Volume: 226 lt Maximum Baggage Amount: 20 Kg Maximum Levelled Speed: 285 Km/H) Cruise Speed (@ 75% Power): 255 Km/H Stall Speed: 65 Km/H Best ROC Speed: 120 Km/H Best Climb Angle Speed: 100 Km/H Best Rate Of Climb: 460 M/Min (1500 Ft/Min) Roll Speed: 120°/Sec Range @ 75% Power: 1000 Km Range @ 75% Power With Auxiliary Tank: 1450 Km Operative Ceiling Altitude: 6000 m Takeoff & Landing Ground Run: 120m
Pioneer 300 N Engine: Rotax 912S, 100 hp Propeller: Fixed Pitch Wing Span: 7.55 m Wing Area: 11 sq.m Fuselage Length: 6.25 m Cabin Width: 1.05 m Cabin Height: 1.05 m Empty Operative Weight: 285 Kg Maximum Takeoff Weight (Ulm): 450 Kg Maximum Takeoff Weight (Jar-Vla): 530 Kg Load Factors: +4 / -2 G Tank Capacity: 80 lt Auxiliary Tank Capacity: 32 lt Overall Payload Limit (Ulm): 165 Kg Overall Payload Limit (Jar-Vla): 245 Kg Baggage Volume: 226 lt Maximum Baggage Amount: 20 Kg Maximum Levelled Speed: 270 Km/H Cruise Speed (@ 75% Power): 240 Km/H Stall Speed: 62 Km/H Best ROC Speed: 120 Km/H Best Climb Angle Speed: 100 Km/H Best Rate Of Climb: 460 M/Min (1500 Ft/Min) Roll Speed: 120°/Sec Range @ 75% Power: 1000 Km Range @ 75% Power With Auxiliary Tank: 1450 Km Operative Ceiling Altitude: 6000 m Takeoff & Landing Ground Run: 120m
Pioneer 300 Hawk Engine: Rotax 912S Propeller: Variable Pitch Wing Span: 7.55 m Wing Area: 10 sq.m Fuselage Length: 6.25 m Cabin Width: 1.05 m Cabin Height: 1.05 m Empty Operative Weight: 290 Kg Maximum Takeoff Weight (Ulm): 450 Kg Maximum Takeoff Weight ((Jar-Vla): 530 Kg Load Factors: +4 / -2 G Tank Capacity: 80 lt (2 x 40 lt) Auxiliary Tank Capacity: 32 lt Overall Payload Limit (Ulm): 160 Kg Overall Payload Limit (Jar-Vla): 240 Kg Baggage Volume: 226 lt Maximum Baggage Amount: 20 Kg Maximum Levelled Speed: 285 Km/H Cruise Speed (@ 75% Power): 255 Km/H Stall Speed: 65 Km/H Best ROC Cimb Speed: 120 Km/H Best Climb Angle Speed: 100 Km/H Best Rate Of Climb: 460 M/Min (1500 Ft/Min) Roll Speed: 120°/Sec Range @ 75% Power: 1000 Km Range @ 75% Power With Auxiliary Tank: 1450 Km Operative Ceiling Altitude: 6000 m Takeoff & Landing Ground Run: 120 m
Alpi Pioneer JayHawk Rotax 912 ULS with an, the Prop: Idrovario C/S Cruises: 130 kt All up weight: 544 kg Useful load: 204 kg Fuel capacity: 80 lt Undercarriage: retractable
Alpi Aviation ws started by a group of amateur builders desiring and ultralight shaped like a general aviation aircraft. This led to the design of the Pioneer with retractable undercarriage, electric flaps, tapered wings, a carbon-covered fuselage, wing tanks, and a wooden structure. The Pioneer 200 STD is wooden construction, simple and without frills, and the fuselage wood truss structure is common with the Pioneer 300. The aircraft has also the same instrument panel, central consol and the composite materials engine cowling. The aircraft has a fixed landing gear and a rectangular wing with a main spar made of Spruce wood and ten ribs per wing. The torsion resistance is maintained by a plywood ‘D’ shaped box. A rear spar supports the hinges and aileron controls aluminium push-pull tubes, and the overall aircraft structure is covered by a Dacron fabric. Some mechanical parts are common with the Pioneer 300 such as: control stick, rudder and elevator hinges, braking system, and wheels. The front hinged canopy is made of a one piece, transparent polycarbonate. The aluminium fuel tank has a standard capacity of 54 litres and is positioned inside the fuselage. Powerplants can be from 60 to 80 hp. Produced in Italy. Both the 200 and 300 are fitted with the AVTEK in flight adjustable prop. In 2004 Alpi developed the aerobatic Pioneer 330 and a cheaper Pioneer 200 version equipped with the Sauer engine. Alpi also received the UK, JAR-VLA standards certification, a strongly and severe certification standard, really pursued and finally obtained as a relevant objective. The Pioneer 200 Sauer is the cheaper version equipped with the Sauer engine, a Volkswagen derived engine. The low engine price together with the basic aircraft configuration permits a mix between cost and performances. The Pioneer 200 Sauer features a 65 hp Sauer engine, tricycle fixed landing gear, with a stearable nose wheel, 2 place, side by side seating with double control stick, a fully fabric covered wood structure, and detachable wing. The kit includs everything except the engine, propeller and instruments. The Pioneer 200 Sparrow, similar to the P300 Hawk, has a composite, three dimensional shape to improve the instrument visual and the interiors look.instrument panel. The aircraft has good quality & luxury interior that give the P200 Sparrow a general aviation look, strobe lights and landing lights, and cabin heat. Sparrow features a Rotax 912 100 hp, landing gear fairings, the horizontal and vertical tail with composite tips, detachable wing, well finished and comfortable interiors, with car quality ergonomic seats, and blue polycarbonate transparent canopy.
ALPI Pioneer 200S
The Pioneer P200 Beluga is derived from the standard P200, has the rear fuselage turtle modified to be opened and transformed into a long baggage vane. The Beluga model has all the P200 performances.
Pioneer 200 Engine: Rotax 912, 80 hp Propeller: fixed pitch Wing Span: 7.55 m Wing Area: 10.5 sq.m Fuselage Length: 6.15 m Cabin Width: 1.05 m Cabin Height: 1.00 m Empty Operative Weight: 275 Kg Maxium Take Off Weight (Ulm): 450 Kg Maximum Take Of Weight (Vla): 520 Kg Load Factors: +4 / -2 G Fuel Capacity: 54 lt Auxiliary Tank Capacity: 17 lt Payload (Ulm): 175 Kg Payload (Vla): 245 Kg Baggage Volume: 226 lt Maximum Baggage: 20 Kg Maximum levelled speed: 215 km/h VNE: 130 kt / 149 mph / 240 kmh Cruise speed 75% pwr: 100 kt / 115 mph / 185 km/h Stall speed: 65 km/h Max rate climb speed: 110 km/h Max angle climb speed: 90 km/h Best rate of climb: 300 m/min (980 ft/min) Roll rate: 90°/sec Range 75% pwr: 650 km Range 75% pwr aux fuel: 830 km Operative ceiling: 5000 m Take off & landing ground run: 100 m Take-off distance (50ft obstacle): 590 ft / 180 m Landing distance (50ft obstacle): 390 ft / 120 m
Pioneer 200 Sauer Engine: Sauer 65 hp Stall: 35 kt / 40 mph / 65 kmh Cruise: 89 kt / 103 mph / 165 kmh VNE: 103 kt / 118 mph / 190 kmh Wing Span: 7.55 Mm Wing Area: 10.5 sq.m Fuselage Length: 6.15 Mm Cabin Width: 1.05 m Cabin Height: 1.00 m Empty Operative Weight: 270 kg Maxium Takeoff Weight (Ulm): 450 kg Maximum Design Take Off Weight: 520 kg Climb Ratio: 500 ft/min / 3 m/s Glide Ratio: 11:1 Take-off distance (50ft obstacle): 790 ft / 240 m Landing distance (50ft obstacle): 390 ft / 120 m Load Factors: +4 / -2 G Fuel Capacity: 54 lt Auxiliary Fuel Capacity: 17 lt Payload (Ulm): 185 kg Design Payload Limit: 250 kg Baggage Volume: 226 lt Maximum Baggage: 20 kg
Pioneer 200 Sparrow Engine: Rotax 912, 100 hp Propeller: Fixed Pitch Max Level Speed: 225 Km/h Cruise Speed 75% pwr: 210 Km/h Stall Speed: 65 Km/h Best ROC speed: 110 Km/h Best angle speed: 90 Km/H Best Rate of Climb: 425 m/min (1400 fpm) Roll Rate: 90°/Sec Range 75% Pwr: 600 Km Range 75% Pwr Aux fuel: 800 Km Operating Ceiling: 6000 m Take Off & Landing Ground Run: 80 m Wing Span: 7.55m Wing Area: 10.5 sq.m Fuselage Length: 6.15 m Cabin Width: 1.05 m Cabin Height: 1.00 m Empty Operative Weight: 282 Kg Maxium Take Off Weight (Ulm): 450 Kg Maximum Take Off Weight (Vla): 520 Kg Load Factors: +4 / -2 G Fuel Capacity: 54 lt Auxiliary Fuel Capacity: 17 lt Overall Payload Limit (Ulm): 168 Kg Overall Payload Limit (Vla): 238 Kg Baggage Volume: 226 lt Maximum Baggage: 20 Kg
Pioneer 200 Beluga Engine: Rotax 912, 80 hp Propeller: Fixed Pitch Wing Span: 7.55 m Wing Area: 10.5 sq.m Fuselage Length: 6.15 m Cabin Width: 1.05 m Cabin Height: 1.00 m Empty Operative Weight: 275 Kg Maxium Takeoff Weight (Ulm): 450 Kg Maximum Design Takeoff Weight: 520 Kg Load Factor: +4 / -2 G Tank Capacity: 54 lt Auxiliary Tank Capacity: 17lt Pay Load Limit (Ulm): 180 Kg Design Payload Limit: 245 Kg Baggage Volume: 500 lt Maximum Baggage Amount: 60 Kg Maximum Levelled Speed: 215 Km/H Cruise Speed (@ 75% Power): 185 Km/H Stall Speed: 65 Km/H Best ROC Speed: 110 Km/H Steep Climb Speed: 90 Km/H Best Rate Of Climb: 300 M/Min (980 Ft/Min) Roll Speed: 90°/Sec Range @ 75% Power: 650 Km Range @ 75% Power With Auxiliary Tank: 830 Km Operative Ceiling Altitude: 5000 M Takeoff & Landing Ground Run: 100 M
The Exel is a single-seater designed by Claude Noin to offer more performance than the Sirius. It is available as a fast-build kit or ready to fly, and uses composite materials only. Alpaero pre-manufacture Exel sub-assemblies in their facilities at Gap-Tallard. The most difficult parts, requiring the use of composite materials, large molds, special tools or skills, are all pre-manufactured. The wings can be built easily with traditional wood and fabric techniques, and all other fabrications can be accomplished by the average builder. The Exel is a very simple motorglider concept with no retractable engine or propeller but with enough soaring performance to fly long distances. The Exel is a light motorglider, and complies with the FAI international requirements for ultralight aircraft. It is marketed as a fast-build kit (around 300 hours), or ready to fly. The Exel is designed as a small single-place powered sailplane, and uses a “pod and boom” concept with a pusher engine installation, driving an automatic folding propeller. It uses a modern laminar airfoil and a light 2-stroke engine. The pilot enjoys a comfortable reclined position and a perfect visibility inside a roomy cockpit. This motorglider is focused on strength, economy, and performance in thermals, for true recreational soaring. The design is uncomplicated, but incorporates the modern design advantages, like automatic control connections, ballistic rescue parachute and low maintenance thanks to the composite materials. The landing gear is a fixed monowheel and the tailwheel is integrated into the rudder, making turns easy on the ground. The aircraft can be launched and landed on rough fields. The canopy is a simple and economical flat-wrapped screen. A rescue parachute can be easily installed inside the fuselage. After testing various powerplants the JPX D-330 two-cylinders engine is used. The JPX D-330 is a flat twin opposed construction, and delivers 20 hp with muffler, electric start and CDI and a TBO (Time Between Overhaul) of 500 hours. During Summer 2006 an Exel based on the single-cylinder Hirth F-33 was developed. This engine is more powerful (28 hp), and enables more performance in motorized flight (especially climb speed) as well as power-off, thanks to the lower drag of the engine cowling. The fuselage is molded in two halves of fibreglass/epoxy, with plywood bulkheads. Carbon spar caps and fibreglass wing skins. Lexan/polycarbonate canopy with carbon fibre frame. Fabric-covered rudder. Flying controls are: pitch control by a conventional elevator, actuated by teleflex. Combined flaps/ailerons (flaperons) for roll control and speed adjustment, with three positions as flaps : -5°, 0°, +5°. Conventional rudder actuated by cables. Airbrakes on upper surface wing. Standard control system (stick and pedals). The landing gear is monowheel type, fixed. Tail wheel integrated into the rudder for directional control on ground. Small wheels under each wing tip. Drum brake. A ballistic parachute recovery system (optional).
Engine :
One 14.91 kw (20 hp) JPX D-330 engine with 2.38:1 reduction gear driving a foldable carbon fibre 2-blade propeller at 6,500 rpm. Fuel capacity 19 litres (5.02 US gallons, 4.18 Imp gallons).
or One 20,90 kw (28 ch) Hirth F-33 BS engine driving a foldable carbon fibre 2-blade propeller. Fuel capacity 19 litres (5.02 US gallons, 4.18 Imp gallons). Wing span: 13.74 m (45.1 ft) Length overall: 5.90 m (19.3 ft) Propeller diameter: 1.28 m (4.2 ft) Wing area: 11.62 sq.m (125.1 sq ft) Aspect ratio: 16.2:1 Weight empty: 190 kg (432 lb) Max T-O weight: 310 kg (683 lb) Max wing loading: 26.67 kg/sq.m (5.46 lb/sq ft) Cruising speed at 75% power: 120 km/h ( 65 kt, 75 mph) Max speed: 180 km/h ( 97 kt, 112 mph) Stalling speed: 64 km/h ( 34 kt, 39 mph) Max rate of climb: 2.2 m/s (434 ft/mn) Endurance: 3 hours T-O run: 150 m (492 ft) Landing run: 140 m (459 ft) Best glide ratio: 30:1 Min rate of sink: 0.75 m/s (148 ft/mn) G limits (operational): + 4.4 / -2.2 G Seats: one pilot
Noin Aeronautiques Exel Engine: König 430, 24 hp Wing span: 12.45 m Wing area: 10.90 sq.m MAUW: 290 kg Empty weight: 165 kg Fuel capacity: 38 lt Max speed: 180 kph Cruise speed: 120 kph Minimum speed: 55 kph Climb rate: 3 m/s Seats: 2 Fuel consumption: 5 lt/hr Price (1998): 1 744 870 Fttc Kit price (1998): 55 000 Fttc
Claude Noin designed the Choucas, a side-by-side touring motorglider of tailless configuration, using the same materials as the Sirius. The Choucas (French for “jackdaw”) is a two-place side-by-side (may be flown from either seat) touring motorglider (ULM under French regulations) with front-mounted engine. Designed as a light, economical and safe touring motorglider, the Choucas is available for amateur construction. It is commercialized as a partial kit for homebuilders, including all the molded composite components. This motorglider has a fast-build fuselage kit. The Choucas design was initiated in 1994 and the prototype flew for the first time at the end of 1996. The Choucas accumulated over 500 hours of testing in a flight school environment. It has proven itself as an incredibly versatile and easy-to-fly aircraft. ALPAERO, pre-manufacture Choucas sub-assemblies the facilities at Gap-Tallard, the most difficult parts, requiring the use of composite materials, large molds, special tools or skills, are all pre-manufactured. The wings can be built easily with traditional wood and fabric techniques, and all other fabrications can be accomplished by average builders. Flying controls: flying wing formula, pitch control by elevators in inboard wing trailing-edge, ailerons outboard, large rudder. Trim tabs on elevators, DSF spoilers/airbrakes on upper surface wing. Structure: standard fuselage molded in half-shells of carbon fibre/epoxy (with glass fibre/epoxy fuselage available at lower cost with weight penalty), composites wing structure with wooden main spar and glass fibre/epoxy stiffened Styrofoam ribs. The wing uses a modified Abrial/St Cyr airfoil, with 17 % thickness, it can be detached in two parts weighing 55 kg each (on the prototype). Leading edge made of hot wire cut foam laminated with glass fibre and epoxy resin, as an alternative the leading edges can be built as a birch plywood D-section, or molded in carbon fibre. Wing covered with heat-shrink Dacron. Lexan/polycarbonate canopy with carbon fibre frame. Landing gear: The landing gear is a one-piece composite part, and can be used as a step to access the cockpit. tailwheel type, fixed. Streamlined fairings on main legs and wheels. Drum brakes.
Engine: One 37.3 kW (50 hp) Rotax 503 Reduction: 2.58:1 gear Propeller: two-blade carbon fibre, Folding forward optional Propeller diameter: 1.60 m (5.3 ft) Wing span: 14.35 m (47.1 ft), optional extension to 15 m Length overall: 5.35 m (17.6 ft) Height overall: 1.95 m (6.4 ft) Wing area: 21.30 sq.m (229.3 sq ft) Aspect ratio: 9.44:1 Airfoil: modified Abrial/St Cyr 17% airfoil Fuel capacity: 36 litres (9.5 US gallons, 7.9 Imp gallons) in fuselage tanks Usable fuel: 35 litres (9.25 US gallons, 7.7 Imp gallons) Optional fuel: wing tanks (2 x 35 litres) in the Carbon version Weight empty: FAI ultralight version : 265 kg (573 lb) experimental version : 290 kg (639 lb) Max T-O weight: FAI ultralight version : 450 kg (992 lb) experimental version : 510 kg (1124 lb) Max wing loading : FAI ultralight version : 21.12 kg/sq.m (4.33 lb/sq ft) experimental version : 23.94 kg/sq.m (4.90 lb/sq ft) Cruising speed at 75% power: 130 km/h (70 kt, 81 mph) Max speed: 180 km/h (97 kt, 112 mph) Stalling speed: 60 km/h (33 kt, 38 mph) VNE: 97 kt / 112 mph / 180 kmh Max rate of climb: 180 m/mn (590 ft/mn) T-O run: 100 m (328 ft) Take-off distance (50ft obstacle): 660 ft / 200 m Landing distance (50ft obstacle): 820 ft / 250 m Landing run: 150 m (492 ft) Best glide ratio: with a fixed propeller: 26:1 with a folding propeller: 24:1 (14.35 m version) 26:1 (15 m version + winglets) Min rate of sink: less than 1.00 m/s (3.28 ft/s) at 80 km/h with a fixed propeller G limits: + 8 / -4 G
Noin Aeronautiques Choucas Engine: Rotax 503, 50 hp Wing span: 14.35 m Wing area: 21.80 sq.m MAUW: 450 kg Empty weight: 260 kg Fuel capacity: 38 lt Max speed: 170 kph Cruise speed: 130 kph Minimum speed: 60 kph Climb rate: 4 m/s Seats: 2 Fuel consumption: 12 lt/hr Kit price (1998): 55 000 Fttc
In 1984, Claude Noin created a single-place motorglider powered by a light two-stroke engine : the Sirius. Twenty-two kits were delivered to customers, mainly in France. The Sirius used composite materials for the fuselage, and wood and fabric for the wing, and was powered by a light two-stroke engine, driving a two-blade propeller. The first prototype flew in August 1984. It used a tube, wood and fabric structure and an 11 m wing. The production types have a composite fuselage and a longer wing. The design focused on economy and performance at low speeds, features a high wing, a fixed engine and propeller and a fixed gear, with conventional control system with stick and pedals. Pitch control by elevator, including a trim tab, actuated by cables. Ailerons for roll control. DSF Spoilers / Airbrakes on upper surface wing. The fuselage is molded in two halves of fibreglass/epoxy, with plywood bulkheads and a Lexan/polycarbonate one-piece removable canopy. With a fabric-covered rudder, the composites wing structure has wooden main spar and glass fibre/epoxy stiffened Styrofoam ribs. The leading edge made of hot wire cut foam laminated with glass fibre and epoxy resin. Wings are covered with heat-shrink fabric. The landing gear is fixed with the main wheel at the C of G location, with drum brakes. Equipped with a nose wheel and small wheels under the tail and under each wing tip.
Noin Aeronautiques Sirius C
Sirius Engine: one Koenig 3-cylinders (24 hp)
Sirius C Engine: One JPX-D-320 (18 hp) Prop: fixed 2-blade Fuel capacity 19 litres Wing span: 13.4 m Length overall: 5.90 m Wing area: 14.30 sq.m Weight empty: 142 kg Max T-O weight: 270 kg Max speed: 130 km/h Stalling speed: 48 km/h Max rate of climb: 2 m/s (394 ft/mn) Best glide ratio: 23:1 Min rate of sink: 0.90 m/s G limits: + 4.4 / -2.2 G Seats: 1
Noin Aeronautiques Sirius C Engine: König 430, 24 hp Wing span: 13.48 m Wing area: 13.40 sq.m MAUW: 270 kg Empty weight: 150 kg Fuel capacity: 29 lt Max speed: 130 kph Cruise speed: 90 kph Minimum speed: 48 kph Climb rate: 2 m/s Seats: 1 Fuel consumption: 5 lt/hr Plan price (1998): 1929 Fttc Kit price (1998): 27 386 Fttc
The Ercoupe originated from aeronautical engineer Fred Weick and industrialist Henry Berliner. Henry invited Fred to join his privately owned Engineering Research Corporation (ERCO) to build a commercial version of an earlier Weick design, the W-1A. The prototype first flew in 1937 as the model 310, and was constructed of metal, with the outer panels of the wings covered with doped fabric to lessen weight. The fuselage aft of the cockpit consisted of four sheets of aluminium that were riveted together on the flat, and wrapped around four bulkheads. The wing structure was equally simple with a single main spar located at 25 percent chord and a small false spar where the ailerons were attached. A sheet metal cover extended round the wing leading edge, back to the aft edge of the spar. This both increased the wings structural rigidity and ensured the crucial part of the aerofoil would maintain shape. Initial test flights revealed that the basic design was sound but the designers introduced numerous refinements to optimise the characteristics. Refinements were needed in the engine mounting, the up elevator limitation, the fin arrangement and the wing filleting. The production version was assigned ERCO job No 415C and had a 12 inch longer fuselage to increase longitudinal damping. The aeroplane went into production in 1940 and was available with rudder pedals or with a simplified control without rudder pedals. Equipment offered varied between models, ranging from no radio or gyro instruments to a reasonably complete fit on the later models. A series of flight tests to trial various fillets and other design features were carried out and in the end the outer portion of the wing did not stall at all, even at full aft elevator. This was due to three factors. Firstly, the wing root so definitely stalled that the spanwise lift distribution was broken down in the centre, and the outer wing panels acted somewhat in the manner of two separate low aspect-ratio airfoils and could go up to a higher angle of attack before stalling. Secondly, the pitching moment of the main wing changed as the centre portion stalled in such a way as to tend to decrease the wings total average angle of attack. Thirdly, the loss of lift in the centre of the wing reduced the downwash on the tail, thus reducing the effectiveness of the elevator. With all three factors at work, even full aft elevator was insufficient to cause the outer portions of the wing, which in this case comprised most of it, to stall. Lateral stability and control were therefore maintained throughout the entire range of speed and angle of attack, at least in power-off flight. With the 40hp engines these characteristics were maintained, however with the installation of the more powerful 65hp Continental engine modifications were required. The increased slipstream required a further limitation to the up elevator travel to obtain satisfactory power-on stalling characteristics, but then the tail could not be lowered as much as desired during take-off and landing. This problem was overcome by giving the leading edges of the wings a sharply pointed contour for a distance of a few inches adjacent to the fuselage. This caused the air passing over the wing root to break away earlier at high angles of attack even with full power on, thus returning the wings stall characteristics back to those of the earlier model. One of the more significant design changes during the flight testing stages was the replacement of the conventional single fin with twin fins and resulted from the two-control flight trials. The undercarriage is designed to allow the aeroplane to be landed crabbed, and the Ercoupe has no flaps. The US CAA (forerunner of the FAA) purchased the first four aircraft produced and gave them an exhaustive evaluation. A thorough comparison between two groups of trainees with no previous experience was carried out. One group trained in Ercoupes, the other in Piper Cubs. The results were striking, one of the Ercoupe students soloing after only two hours and fifteen minutes of dual instruction. The average time being four and a half hours. The CAA went on to reduce the time required to solo an Ercoupe from the usual eight to five.
Although the first production model of the Ercoupe was ready in 1940, the war blocked further development of the project until the postwar boom, when it looked as though the little company were off and running as it turned out nearly 5,000 aircraft during the first year of production. Production resumed in 1945 with models 414 E, F and G appearing between 1947 and 1949. Finally, in 1951, production ceased when the bottom dropped out. Forney Manufacturing Company acquired production rights for Engineering and Research Corporation’s Ercoupe 415 two-seat light aircraft in April 1955. The first production Forney F-1 Aircoupe flew on September 1956 and it was later offered as the Fornaire Execta, Explorer, and Expediter.
Fornair F-1A Aircoupe
The rights were sold in 1960 to the city of Carlsbad, New Mexico. Air Products took over production between 1960 and 1962, and then it passed to Alon Aircraft in 1964.
1946 Engineering & Research Ercoupe 415-C
Two ex-Beech employees formed Alon Inc and bought assets, jigs, tools and engineering of the Ercoupe and planned to deliver 30-50 planes in 1964 at $8000 each, with a 100 hp Continental engine.
Alon called its airplane—still virtually unchanged from the original Ercoupe—the Aircoupe A-2. The Alon version did have rudder pedals and a modified landing gear, which on some models is a backward- bending, spring-steel gear leg rather than an oleo strut. The Alon A-2 also featured a blown sliding-bubble canopy instead of the lift-up type fitted on earlier models. Alon Aircoupes had attractive upholstery, and all flight gauges were shock-mounted on a floating subpanel in front of the pilot. Dual toe brakes were standard, operated by a bar running across and above the rudder pedals.
The 1964 A2 Aircoupe was a modernized continuance of Forney Aircoupe with conventional three-control system. 245 were built.
Alon A2 N6373V
Mooney Aircraft purchased the Aircoupe rights in 1968, changed the double tail to a single tail, and sold the airplane with as the Mooney Cadet. The A-2 Cadet and M.10 Cadet were produced until 1970, when Mooney sold out to Aerostar.
M.10 Cadet
In 1974 Univair Aircraft Corporation purchased the type certificates for the Ercoupe and all its successors from Mooney. They have since been manufacturing nearly all the airframe items necessary to keep any model ‘coupe’ airworthy. From a low point of round 2000 Ercoupes registered as airworthy in 1965, the number has recovered to round 2700 entering the nineties.
The Allison Airplane Company was established in 1920 to build a small single-seat high-wing monoplane known as the Alco Junior Coupe. Powerplant was a single 40 hp Szekely 3- cylinder radial air-cooled engine. The Alco Junior was a kitset aircraft circa 1929.
The A-2 was an original design by J A Phillips of the Allied Aircraft Corporation and the first prototype (NX3153K) first flew on 9 April 1948 under the power of a 145hp Continental C145-2 engine, piloted by Harry Ragland.
It was followed by a second prototype (which was destroyed in a hangar fire) and a third example was not completed and development was then shelved.
NX3153K was later extensively modified (possibly around 1970) by Mr. Thomas J. Ballentine who amongst others installed a 210hp Continental IO-360 and it was renamed as TJ-2 and registered N312TJ.
TJ-2
The aircraft is now in the collection of the Kansas Aviation Museum, Wichita, Kansas, and received it original designation back.
