The original design came from an American, John Roncz, who had worked with Burt Rutan on numerous projects. The first flight of the Eagle 150A was in March 1988 using an Aeropower engine. The Eagle 150A was certified on 13 November 1996 and a total of fifteen were built with sales in Perth, Sydney and Asia. The 150B Model was certified in Australia on 11 November 1997, FAA certification followed on 11 February 1999, and its New Zealand Type Acceptance Certificate was issued on 5 May 1999.
Apart from the limited use of fasteners, brackets and control system components, the 150B structure is made entirely of aerospace grade composites, such as kevlar, carbon fibre, nomex and fibreglass. Most of the structure is of a sandwich type construction with carbon fibre laminates separated by a nomex core. Kevlar is used around the cockpit area to improve the crashworthiness of the aircraft.
The undercarriage “bow” is made of fibreglass as it is more flexible than carbon fibre. The basic fuselage consists of two sub-assemblies — the forward fuselage is the canard, cockpit area and the mainplane and the rear fuselage is the horizontal and vertical stabiliser. These are joined just be¬hind the fuel tank which is located behind the seat-back bulkhead — and are fastened by a ring of structural screws accessible from the outside. This allows the aircraft to be broken down in under half an hour to be placed on a trailer. Fuel from the tank feeds directly to the engine through an engine-driven mechanical pump. A two-stage pump is provided to supply both low pressure and emergency fuel flow.
The canard and the mainplane are structurally integral with the forward fuselage and are bonded into place during assembly of the forward fuselage. Similarly, the vertical stabiliser is part of the rear fuselage and can not be subsequently removed.

The flight controls are operated from a centrally located “jet fighter” style control column, which has trigger to talk, a button to change radio channels and a hat switch for the electric elevator trim.
The 150B is comfortable to fly with a central padded arm rest to lean on when in control and good air vents are found on the edge of the instrument panel. The aircraft’s two sets of rudder pedals are individually adjustable through a switch on the cabin wall console that operates an electric actuator. Pitch control is achieved through a conventional elevator fitted to the horizontal stabiliser — no elevator is fitted to the canard. All surface controls are operated through pushrods and not pulleys and cables. A pitch trim indicator for the electrical elevator trim tab is found on the instrument panel.
Like the pitch, control of yaw is through a conventional rudder fitted to the vertical stabiliser. The rudder control is combined with the brake system and is unconventional in that the brake action is not associated with a pedal rotation, that is, toe brakes. The aircraft is fitted with a fixed tricycle undercarriage with a free-castoring nose wheel. The first movement on the pedal (about 5 cm of travel) operates the rudder in the conventional way and further pressure begins the application of the main wheel brakes; when force is applied to both pedals simultaneously both wheel brakes act together. This is new to a lot of pilots and it is very important to feel the pedal forces.
Ailerons are fitted to the outer section of the mainplanes and, as expected, these provide roll control. An aileron trim, found on the central console, uses a small torque tube to offset the centre position of the control column in the roll.
The 150B has trailing-edge slotted flaps fitted to both the canard and the mainplane which are lowered or raised by a switch (duplicated on both sides of the instrument panel). All four flap segments are interconnected and are operated by a single electrical actuator driving a pushrod mechanism. The electric flaps are continuously variable and are rather different with coloured marks on the inboard face of the canard tips indicating their position. This will be changed to a light indicator on the panel (which will be retrofitted).
The one-piece, front hinged canopy offers excellent visibility and requires most pilots to take a hat for protection from the sun. The canopy can be secured in a partly open position for taxiing during hot days and when the canopy is closed it is locked by a single lever behind the pilot’s head.

Approved maneuvers are normal flying, stalls and lazy eights, chandelles and step turns in which the angle of bank is not more than 60 degrees. With the flaps retracted, limits are ±3.8g and -l.9g, but there are plans for this be increased to +8.8g and -4.3g.The Eagle 150 had the MTOW increased from 640 kg to 650 kg by the Australian CASA.
Manufacturing of the Eagle 150 moved to Malaysia.

Eagle 150B
Engine: Teledyne Continental IO-240B, 125 hp.
TBO: 2000 hrs
Fuel type: 100/100LL
Prop: McCauley fixed.
Seats: 2.
Height: 7 ft 7 in (2.32m).
Main wingspan: 23 ft 6 in (7.16m).
Wing area: 95 sq. ft
Wing loading: 14.5 lb/sq.ft.
Canard wingspan: 16 ft (4.88m).
Pwr loading: 11.2 lb/hp.
Overall length: 21 ft. 2 in.
Height: 7 ft. 7 in.
Wheel base: 4 ft. 7 in.
Wheel track: 6 ft. 4 in.
Seating capacity: 2
Cabin width (in.): 42 Cabin height (in.): 32
Baggage capacity (lbs.):80
Empty wt: 941 lbs (427 kg).
MTOW: 1430 lbs (650kg).
Useful load: 489 lbs (223kg).
Payload with full fuel: 333 lbs (151 kg).
Max ramp weight: 1430 lb
Max landing weight: 1430 lb
Ave fuel consump: 23 lt/hr.
Fuel cap Total: 100lt (156 lbs, 71 kg),
Useable fuel: 97lt / 153 lb / 69.5 kg / 26 US gal
Endurance With res: 2.8 hr.
Max range (w/ reserve) 75% power: 520 nm
Baggage cap: 100 lbs (45 kg).
Take-off dist (ground roll): 834 ft.
Take-off dist (50-ft): 1145ft.
ROC: 1051 fpm@ 77 kts.
Max X-wind: 15 kt.
Max level speed: 130 kts.
Cruise speed @ 75% power: 120 kts @ 2000 ft.
Ldg dist (ground roll): 513 ft.
Ldg dist (50ft): 1198ft.
Service ceiling: 15,000 ft
Vx (best angle of climb): 74 KIAS.
Vy (best rate of climb): 77 KIAS.
Va (manceuvring): 106 KIAS.
Vfe (max flaps): 89 KIAS.
Flaps (0-20 degrees): 104 KIAS.
Vno (max structural cruise): 129 KIAS.
Vsi (stall clean): 55 kts.
Vso (stall): 45 kts (full flaps).
Vne: 165 knots
Landing gear type: Tri/Fixed
Price: $119,000

Composite Industries Limited (CIL) was formed to develop the aircraft initially designated the Eagle XDS (Eagle X Dual Seater). A name change followed the thought that XDS emphasised a training role and XTS Eagle two seater was adopted instead. After a prototype the design was frozen for two pre production prototypes.
The Eagle prototype uses a 100hp Continental 0 200 engine to give a 800 fpm rate of climb, 115 knot cruise, weighs 959 kgs at Max T/O weight with a minimum airspeed of 44 knots.
There are two major changes incorpo¬rated in the pre production prototypes. The fuselage is three inches deeper in the cockpit area as a result of a quest to provide a safety “crush zone” and the undercarriage was being changed from tapered struts to legs attached to rubber blocks in compression.
The aircraft failed to meet the JAR-VLA requirements, and received a special category certificate of airworthiness from Australia’s CAA. The stall speed exceeded the permitted 45 kts by 2 kts, at MAUW and forward C of G.

Engine: Continental IO-240 125hp.
TBO: 2000 hrs.
Cruise: 120 kts.
Fuel flow: 23 lt @ cruise.
Climb: 1100 fpm.
Service ceiling: 15,000 ft.