In 1968, VFW (Vereingte Flugtechnische Werke) built an experimental open gyrocopter modelled on the Bensen B.8M. This VFW-H2 was unusual in having ducted rotor blade tip jets supplied from the 72hp McCulloch engine. The engine itself was mounted behind the pilot and drove a two-blade pusher propeller.
The H-2 (D-HIBY) was followed by a more sophisticated machine – the H-3 Sprinter which had a completely enclosed fuselage structure with a three-seat cabin, slim low-set tailboom with a V-tail, and a tricycle undercarriage.
The VAK concept of NATO and the German Armed Forces required an aircraft that was able to take off from unprepared airfields without runways. Its mission was close air support. In addition it had to be able to fly long distances in extreme-low-altitude in order to prevent attacks of antiaircraft weapons and radar detection. Because of this the VAK was designed with short wings and a minor extension so it would provide its pilots a tolerable flight and bear aerodynamically difficult extreme low altitude flights.
The first prototype flew on September 10, 1971, powered by one 10,150-lb (4604-kg) thrust Rolls-Royce/MTU RB.193 vectored-thrust turbojet and two 5577-lb (2530-kg) thrust RB.162 lift turbojets. It had small, vertically mounted jets in the front and rear of the fuselage for direct lift, plus a third engine of the vectored ¬thrust type for forward propulsion and transitions between horizontal and vertical flight. It uses “puffer jets” at the nose, tail and wingtips to stabilise it during low speed and hovering man¬oeuvres. In terms of design, it is intended for experimental work only. The first transition – the transfer of vertical flight in horizontal and vice versa as well as turning off and on the lift-engines – was achieved on October 26, 1972 in Manching, Bavaria, at a speed of 400 km/h. All three VAK 191B experimental aircraft completed a total of 91 flights that lasted all together 12 hours.
Despite successful flight trials it was not ordered into production as the Harriers of RAF Germany were already fulfilling the need for which the VAK-191B had been conceived.
VAK 191B Engines: 1 x Rolls-Royce/MTU RB 193-12, 45.2kN + 2 x Rolls-Royce RB 162-81 F 08, 26.5kN Max take-off weight: 8507 kg / 18755 lb Empty weight: 5562 kg / 12262 lb Wingspan: 6.16 m / 20 ft 3 in Length: 14.72 m / 48 ft 4 in Height: 4.30 m / 14 ft 1 in Wing area: 12.5 sq.m / 134.55 sq ft Max. speed: 1100 km/h / 684 mph Cruise speed: 740 km/h / 460 mph Range: 400 km / 249 miles Payload: 2945kg Crew: 1
A two seat fully enclosed autogyro. Side by side seating. Composite body, airframe of square T-6 aluminium tubing, V tail. Engine: Rotax 582 or 618. Prop: 72” IvoProp carbon fibre, ground adjustable. Rotor blades: 27’ Dragon Wings.
Revealed in June 1987, the Venga TG-10 is a privately financed composite-construction, single engined jet trainer/light attack aircraft with tandem seating. Funding difficulties slowed the programme significantly in late 1987. The first flight has consequently been rescheduled several times, and had not taken place by July 1989.
In September 1988 Venga announced a joint-venture agreement with a Malaysian partner who were to produce the TG-10 in Sabah State, East Malaysia. Royal Malaysian Air Force interest was claimed, although no orders had been placed by July 1989.
An all-composites airframe and modular construction are intended to give the TG-10 an estimated flying life of about 10000 hours, due to a considerable reduction in the corrosion and fatigue problems associated with aircraft of metal construction. Its configuration also incorporates low-observables design features intended to improve its survivability. It will be repairable in the field, using replacement major components and quick-change engine modules, and will be operable from roads, grass or unprepared airstrips, with mission capability not only for its primary role as an `all-through’ trainer but also, in single-seat form (with the rear cockpit module removed), as a light ground attack aircraft.
AIRFRAME: Construction utilises a modular, all-composites structure designed for ease of repair in the field, built from pressure formed foam core laminates bonded together into a single lightweight moulded unit. Materials used are layers of aircraft grade glassfibre cloth bonded to a core of PVC foam (Klegecel or Divinycell) in a vacuum process using various resin matrices. Primary structure built entirely of composites materials, with extensive use of carbonfibre for high stress and other critical areas, though use of carbonfibre reinforced aluminium alloy (eg for main spars) is a customer option.
WINGS: Cantilever low-wing monoplane, with 2o 30′ dihedral from roots. Trailing-edge flaps are operated electrically via Commercial Aircraft Products actuators. Differentially operating ailerons, each with trim tab.
FUSELAGE: Modular structure (see `Airframe’ paragraph), of similar general appearance to Northrop F-5E. Electro-hydraulically actuated airbrake beneath fuselage.
TAIL UNIT: Low-set, sweptback tailplane with slight anhedral. Twin non-swept, outward canted fins, with inset rudders, forward of horizontal surfaces. Trim tabs in elevator and each rudder.
LANDING GEAR: Retractable tricycle type, with electro-hydraulic actuation; nosewheel retracts forward, mainwheels inward into fuselage. Wheel sizes 5.00-5 (nose), 6.00-10 (main). Nosewheel steerable through 30o. Mainwheels have hydraulic brakes and parking brake.
POWER PLANT: Prototype powered by one 13.01 kN (2925 lb st) General Electric J85-GE-5 turbojet; standard engine for basic production version will be an 11.12 kN (2500 lb st) Pratt & Whitney Canada JT15D-4C turbofan, but customer options will include General Electric CJ610 or Rolls-Royce Viper 632 or 680 turbojets. Intakes are each fitted with a large splitter plate, and are designed to inhibit foreign object damage. Fuel system, designed to permit fully aerobatic manoeuvres, comprises three fuselage cells with total usable capacity of 1223 litres (323 US gallons; 269 Imp gallons). A 265 litre (70 US gallon; 58 Imp gallon) drop tank can be carried on the fuselage centreline station in the single-seat attack configuration.
ACCOMMODATION: Standard trainer has tandem accommodation for pupil (in front) and instructor on UPC zero/zero ejection seats under jettisonable bubble canopy, with internal screen between cockpits. Seats are reclined, adjustable horizontally and vertically, and can accommodate back-type parachutes. Dual controls standard, except for switches for fuel pumps, weapon control panel and parking brake; in lieu of these, rear panel has a full set of indicators for the weapons system, an override switch to prevent firing, and a parking brake indicator. Rail mounted rear seat and rear instrument panel module are easily removable to permit quick conversion to single-seat light attack configuration. Cockpit(s) fully air-conditioned, but not pressurised; latter may be offered later as a customer option.
SYSTEM: 28V DC electrical system, powered by a standard starter/generator and Gates Energy Products lead-acid battery, with second battery for emergency backup. Power sources are coupled to three busbars in front cockpit (main, avionics, and emergency) containing trip-free circuit breakers. NATO type external ground power socket. Normalair-Garrett diluter demand oxygen system, capacity 225 litres (8 cu ft).
AVIONICS AND EQUIPMENT: Avionics include two VHF com, intercom, VOR/ILS/marker beacon receiver (front), VOR/LOC nav (rear), ADF, transponder, and DME. Full IFR capability, with electrically driven gyro instruments; main directional gyro is a King slaved type unit. Provision for HUD, radar altimeter, nose radar or other avionics to customer’s requirements. Standard cockpit instrumentation and equipment includes ASI (two), VSI (two), encoding altimeter, standard altimeter, clock (two), horizon gyro (two), turn and slip indicator (two), accelerometer (two), angle of attack indicator, pictorial navigation indicator, magnetic compass (two), DME indicator (two), ADF information display (two), first aid kit, IFF transponder, fire extinguishing system, and internal/external lighting.
ARMAMENT: One centreline and four underwing hardpoints, each stressed for loads of up to 181.5 kg (400 lb), for weapons, fuel tank (centreline only), survival or rescue packs, or other stores, subject to a max external load of 845 kg (1864 lb) in single-seat attack version. Weapons specified at present include up to three Portsmouth Aviation 7.62 mm FN gun pods with 450 rds/gun; up to three HMP 0.50 in Browning gun pods with 250 rds/gun; two GIAT 20 mm M621 gun pods with 150 rds/gun; various rocket launchers (Matra F2 with six 68 mm, Aerea AL 18-50 with eighteen 2 in, AL 8-70 with eight 2.75 in FFAR, AL 6-80 with six 81 mm, LAU-32 with seven 2.75 in FFAR, SNIA 2 in, Brandt 7 with seven 68 mm, or SURA-D 81 mm); SAMP 32 kg or 50 kg general purpose or 120 kg fragmentation bombs; 11 kg Mk 76 practice bombs; or a 70 mm automatic panoramic IRLS reconnaissance pod.
Venga reports that it has received letters of interest from five countries, involving approximately 160 aircraft. Rollout of the TG-10 prototype was anticipated in the Summer of 1989, subject to funding availability, and recent joint venture arrangements are claimed to have ensured funding to completion at about that time.
The first prototype was to be assembled in Montreal, but the US Thunder group was responsible for the engineering design of the TG-19, and the moulds were manufactured at Scottsdale, Arizona.
Venga was a struggling company throughout the ’90s. When the Venga TG-10 prototype was burned, it had a drastic impact on them. This was their major project that had been presented to the world. There was a decent degree of interest, and they had even formed a partnership. All of this changed on that day in May of 1998.
Without an actual prototype, there was no reason for anyone to have even the slightest interest. This is especially true given the fact that there were many other aircraft available now for a comparable price.
Venga TG-10 Wing span: 8.23 m (27 ft 0 in) Wing area: 12.54 sq.m (135.0 sq ft) Wing chord at root: 2.29 m (7 ft 6 in) Wing aspect ratio: 5.4 Length overall: 11.89 m (39 ft 0 in) Fuselage Max width: 1.42 m (4 ft 8 in) Height overall: 4.04 m (13 ft 3 in) Tailplane span: 3.96 m (13 ft 0 in) Wheel track: 3.05 m (10 ft 0 in) Trailing-edge flaps (total): 1.30 sq.m (14.0 sq ft) Rudders (total, incl tabs): 1.11 sq.m (12.0 sq ft) Tailplane: 1.67 sq.m (18.0 sq ft) Elevators (total, incl tab): 1.67 sq.m (18.0 sq ft) (A: two-seat trainer, B: single-seat attack): Weight empty, equipped (incl unusable fuel): A: 1288 kg (2840 lb) B: 1047 kg (2308 lb) Max usable internal fuel: A, B: 908 kg (2002 lb) Max external stores load: A: 277 kg (610 lb) B: 845 kg (1864 lb) Max T-O weight: A: 2645 kg (5832 lb) B (without external stores): 2041 kg (4500 lb) B (with max external stores): 2886 kg (6364 lb) Performance: (estimated: prototype with J85 engine at 2645 kg; 5832 lb max T-O weight): Max level speed: at S/L, ISA: 485 knots (899 km/h; 558 mph) at 9150 m (30000 ft), ISA: 450 knots (834 km/h; 518 mph) Stalling speed: 78 knots (145 km/h; 90 mph) Max rate of climb at S/L, ISA: 2134 m (7000 ft)/min Time to 9150 m (30000 ft): 7 min 12 s T-O run at S/L, ISA: 186 m (610 ft) T-O to 15 m (50 ft) at S/L, ISA: 402 m (1320 ft) Ground turning radius, all wheels rolling: 6.10 m (20 ft 0 in) Max range: internal fuel only, 10% reserves: 950 nm (1760 km; 1094 miles) with c/l drop tank, no reserves: 1271 nm (2355 km; 1463 miles) Max endurance at 9150 m (30000 ft): 2 h 30 min
In 1910 Raoul Vendome built a monoplane weighing 100 lb. The folding aeroplane incorporated several features. It could be assembled or dismantled by two people in four minutes. When folded it could be stored in a space of 7 x 10 x 17 feet.
Vendome tried to perfect a simple, cheap aeroplane that anyone could build at home.
Designed by Dan J. Maher, the prototype Velocity first flew in July 1985, as the first four-seat, composite airplane kit, based on the Long-EZ.
The 1988 kit price, less engine, prop, and avionics, was $18,000.
First flying in July 1985, the Standard was available in RG and Elite models for $25,000-32,000.
The introduction of the larger wing 173 in 1992 introduced to the homebuilt category a more docile aircraft offering performance and efficiency. Kits were available in RG (retractable gear) and Elite (gull-wing) models for $26,000-33,000; partial and pre-built sub-assembly components were also offered on all kits.
Velocity 173 RG Elite
By 1998 seventy examples were flying.
The Velocity SEs aerodynamic stability is one of its strongest assets. Featuring easy-entry dual gull-wing doors, this model accommodates 160 to 220 HP powerplants, providing a cruise of from 150 to 187 knots, depending on horsepower, propeller pitch and landing gear selected. As with the XL model, this kit is available with fixed or retract gear.
Introduced in 1997, the Velocity XL (extra large), added more width and length to the fuselage and provides room for Lycoming IO-540, and Continental IO-550 series engines. The XL was also available in RG and Elite models for $34,000-38,000.
Velocity SE-FG
2003 saw the introduction of the Velocity XL-5 (nicknamed the “Dash 5”), which is an option to the XL kit. In addition to all the “extras” of the Velocity XL model, the “Dash 5” includes an extra seat (it can accommodate 3 children on the rear bench seat), extra baggage space, extra packing versatility, extra passenger comfort, extra useful load, extra engine power, extra braking power, and extra rudder control. In 2006 Velocity introduced the TXL, a series of modifications to the XL-5 to take full advantage of the Continental TSIO-550-C engine. The Continental C-model engine is a twin-turbo dual-intercooled 310HP power-plant which is turbo-charged to produce 100% of rated horsepower to about FL250. The factory demo aircraft “Turbo-Charlie” boasts true airspeeds at FL250 of 250 knots and with the increased speed comes increased effective range.
Velocity Jet
Antonio Espinal built his jet powered Velocity, N289AE, with the help of X-Jets. The first flight was successful, but the second flight landed short of the runway (accident), apparently because the pilot got behind the power curve and couldn’t get the engine to come up to power quickly enough. This plane was flying again as of 2009. Espinal was killed in a crash of his Beech 98 in March of 2010.
Velocity Jet
Velocity Engine: Lycoming IO-360, 200 hp Height: 7.9 ft Length: 16.25 ft Wing span: 28.63 ft Wing area: 125 sq.ft Fuel cap: 65 USG Weight empty: 1250 lbs Gross: 2250 lbs Speed max: 215 mph. Cruise: 200 mph Range: 1200 sm Stall: 75 mph ROC: 1400 fpm Take-off dist: 850 ft Landing dist: 800 ft Service ceiling: 20,000 ft Seats: 4 Landing gear: fixed nose wheel
Velocity 173 / Velocity LW
Velocity 173 RG Elite Empty weight: 567 kg Wing span: 8.73 m Wing area: 11.6 sq.m Fuel capacity: 246 lt Engine: Lycoming IO-360, 200 hp MAUW: 1020 kg Seats: 4 Max speed: 370 kph Cruise speed: 350 kph Minimum speed: 112 kph Climb rate: 7.5 m/s Fuel consumption: 40 lt/hr Kit price (1998): $28,000
Velocity 173RG Engine: Lycoming IO-360, 200 hp Height: 7.9 ft Length: 19.2 ft Wing span: 31 ft Wing area: 145 sq.ft Fuel cap: 75 USG Weight empty: 1300 lbs Gross: 2400 lbs Speed max: 210 mph Cruise: 200 mph Range: 1500 sm Stall: 69 mph ROC: 1700 fpm Take-off dist: 750 ft Landing dist: 700 ft Service ceiling: 20,000 ft Seats: 4 Landing gear: retractable nose wheel
Velocity Elite RG Engine: Lycoming IO-360, 200 hp Height: 7.9 ft Length: 16.25 ft Wing span: 28.63 ft Wing area: 125 sq.ft Weight empty: 1250 lbs Gross: 2250 lbs Fuel cap: 65 USG Speed max: 230 mph Cruise: 220 mph Range: 1320 sm Stall: 70 mph ROC: 1500 fpm Take-off dist: 850 ft Landing dist: 800 ft Service ceiling: 20,000 ft Seats: 4 Landing gear: retractable nose wheel
Velocity XL Engine: Lycoming IO-540, 260 hp Length Overall: 20′ Height: 7′ 9″ Wheel Base: 110″ Track Width: 80″ Wingspan: 31′ Canard Span: 188″ Main Wing Area: 122.5 Sq Ft Canard Wing Area: 22.8 Sq Ft Total Wing Area: 145 Sq Ft Empty Weight: 1700 lbs Gross Wt: 2800 lbs Useful Load: 1100 lbs Standard Fuel Qty: 70 USgals (93 opt) Wing Loading at Gross: 19.31 lb/sq ft Design Load Factors: +9/-7 G-Load Tested Airframe Load: +6 G-Load Cabin W/L/H: 47.5″ x 94″ x 43.5″ Seating: 2+2 Top speed: 239 mph Cruise: 228 mph Stall: 75 mph Range: 1110 sm Rate of climb: 1200 fpm Takeoff dist: 1400 ft Landing dist: 1500 ft Service ceiling: 20,000 ft Seats: 2+2 Landing gear: nosewheel
Velocity TXL Engine: Cont. TSIO-550-C (310hp) Length Overall: 20′ Height: 7’9″ Wheel Base: 110″ Track Width: 80″ Wingspan: 31′ Canard Span: 188″ Main Wing Area: 122.5 Sq Ft Canard Wing Area: 22.8 Sq Ft Total Wing Area: 145 Sq Ft Empty Weight: 1790 lbs Gross Wt: 2900 lbs Useful Load: 1110 lbs Standard Fuel Qty: 70 USgals (93 opt) Wing Loading at Gross: 20.0 lb/sq ft Design Load Factors: +9/-7 Tested Airframe Load: +6 G-Load Cabin W/L/H: 47.5″ x 94″ x 43.5″ Seating: 2+3 Takeoff Distance: 1300 ft Rate of Climb @ SL: 1600 fpm Landing Distance: 1500 ft Cruise Speed @ 75% Pwr: 250 ktas @FL250 Vne: 200 kias Ceiling: 25,000ft+ Range at 65% Power: 1250 nm Minimum Speed: 65 kts Landing Speed: 75 kts
Velocity XL-RG Engine: Lyc IO-540 300HP Takeoff Distance: 1300 ft Rate of Climb @ SL: 1500 fpm Landing Distance: 1500 ft Cruise Speed @ 75% Pwr: 205 ktas Vne: 200 kias Ceiling: 20,000ft+ Range at 65% Power: 1000 nm Minimum Speed: 65 kts Landing Speed: 75 kts
Velocity XL-FG Engine: Cont IO-550 310HP HP range: 260-310 Length: 20 ft Wing span: 31 ft Wing area: 145 sq.ft Empty weight: 1700 lb Gross weight: 2700 lb Fuel capacity: 70 USG Takeoff Distance: 1300 ft Rate of Climb @ SL: 1300 fpm Landing Distance: 1500 ft Cruise Speed @ 75% Pwr: 185 ktas Vne: 200 kias Stall: 75 mph Ceiling: 20,000ft+ Range at 65% Power: 816 nm Minimum Speed: 65 kts Landing Speed: 75 kts Seats: 4 Cockpit width: 49.5 in Landing gear: nosewheel
Velocity XL-RG Engine: Lyc IO-540 260HP Takeoff Distance: 1400 ft Rate of Climb @ SL: 1350 fpm Landing Distance: 1500 ft Cruise Speed @ 75% Pwr: 190 ktas Vne: 200 kias Ceiling: 20,000ft+ Range at 65% Power: 950 nm Minimum Speed: 65 kts Landing Speed: 75 kts
Velocity XL RG Engine: Continental IO-550, 310 hp HP range: 260-310 Length: 20 ft Wing span: 31 ft Wing area: 145 sq.ft Empty weight: 1700 lb Gross weight: 2700 lb Fuel capacity: 70 USG Cruise: 230 mph Stall: 75 mph Range: 1280 sm Rate of climb: 2000 fpm Takeoff dist: 1500 ft Landing dist: 1500 ft Seats: 4 Cockpit width: 49.5 in Landing gear: nosewheel
Velocity XL-FG Engine: Lyc IO-540 260HP Takeoff Distance: 1400 ft Rate of Climb @ SL: 1200 fpm Landing Distance: 1500 ft Cruise Speed @ 75% Pwr: 175 ktas Vne: 200 kias Ceiling: 20,000ft+ Range at 65% Power: 875 nm Minimum Speed: 65 kts Landing Speed: 75 kts
Velocity XL-5 Length Overall: 20′ Height: 7′ 9″ Wheel Base: 110″ Track Width: 80″ Wingspan: 31′ Canard Span: 188″ Main Wing Area: 122.5 Sq Ft Canard Wing Area: 22.8 Sq Ft Total Wing Area: 145 Sq Ft Empty Weight: 1800 lbs Gross Wt: 2900 lbs Useful Load: 1100 lbs Standard Fuel Qty: 70 USgals (93 opt) Wing Loading at Gross: 20.0 lb/sq ft Design Load Factors: +9/-7 G-Load Tested Airframe Load: +6 G-Load Cabin W/L/H: 47.5″ x 94″ x 43.5″ Seating: 2+3
Velocity XL FG-5 Engine: Continental IO-550, 310 hp HP range: 260-310 Length: 20 ft Wing span: 31 ft Wing area: 145 sq.ft Empty weight: 1750 lb Gross weight: 2900 lb Fuel capacity: 70 USG Cruise: 200 mph Stall: 75 mph Range: 1150 sm Rate of climb: 1400 fpm Takeoff dist: 1500 ft Landing dist: 1500 ft Seats: 5 Cockpit width: 49.5 in Landing gear: nosewheel
Velocity SE Length Overall: 19′ Height: 7′ 9″ Wheel Base: 100″ Track Width: 80″ Wingspan: 29′ 4″ Canard Span: 164″ Main Wing Area: 102 Sq Ft Canard Wing Area: 19.8 Sq Ft Total Wing Area: 121.8 Sq Ft Empty Weight: 1300 lbs Gross Wt: 2300 lbs Useful Load: 1000 lbs Standard Fuel Qty: 60 USgals. Wing Loading at Gross: 18.88 lb/sq ft Design Load Factors: +12/-7 G-Load Tested Airframe Load: +6 G-Load Cabin W/L/H: 42″ x 84″ x 42.5″ Seating: 2+2
Velocity SE-FG Engine: Lycoming IO-360, 200 hp HP range: 160-260 Length: 19 ft Wing span: 29.4 ft Wing area: 122 sq.ft Empty weight: 1300 lb Gross weight: 2300 lb Fuel capacity: 60 USG Cruise: 184 mph Stall: 63 mph Range: 1320 sm Rate of climb: 1500 fpm Takeoff dist: 1500 ft Landing dist: 1500 ft Seats: 4 Cockpit width: 44 in Landing gear: nosewheel
Velocity SE RG Engine: Lycoming IO-360, 200 hp HP range: 160-260 Length: 19 ft Wing span: 29.4 ft Wing area: 122 sq.ft Empty weight: 1300 lb Gross weight: 2300 lb Fuel capacity: 60 USG Cruise: 200 mph Stall: 63 mph Range: 1440 sm Rate of climb: 1500 fpm Takeoff dist: 1500 ft Landing dist: 1500 ft Seats: 4 Cockpit width: 44 in Landing gear: nosewheel
Velocity XL RG 5 Engine: Lycoming IO-540, 260 hp HP range: 260-310 Length: 20 ft Wing span: 31 ft Wing area: 145 sq.ft Empty weight: 1750 lb Gross weight: 2900 lb Fuel capacity: 70 USG Cruise: 230 mph Stall: 75 mph Range: 1270 sm Rate of climb: 1800 fpm Takeoff dist: 1500 ft Landing dist: 1500 ft Seats: 5 Cockpit width: 49.5 in Landing gear: nosewheel
Velocity TXL 5 Engine: Continental IO-550, 310 hp HP range: 260-310 Length: 20 ft Wing span: 31 ft Wing area: 145 sq.ft Empty weight: 1700 lb Gross weight: 2900 lb Fuel capacity: 70 USG Cruise: 290 mph Stall: 70 mph Range: 1320 sm Rate of climb: 2000 fpm Takeoff dist: 1300 ft Landing dist: 1600 ft Seats: 4 Cockpit width: 49.5 in Landing gear: retract nose wheel
SUV Engine: Lycoming O-320, 160 hp Length: 19 ft Height: 7 ft 9 in Wheelbase: 100 in Track width: 80 in Wingspan: 29 ft 4 in Canard span: 164 in Total wing area: 121.8 sq.ft Empty weight; 1235 lb Gross weight; 2250 lb Useful load; 1015 lb Usable fuel: 50+ US gal Wing loading: 18.37 lb/sq.ft Design load factor; +12 / -9 G Tested load factor: +6 G Cabin (LxWxH): 42 x 84 x 42.5 in Takeoff dist: 1600 ft Rate of Climb: 900 fpm Landing dist: 1500 ft Cruise 8500 ft: 160 kt Max speed SL: 168 kt Ceiling; 16,000 ft Range 75% pwr: 1000 nm Min speed: 55 kt Landing speed: 65 kt
The machine was designed and built by the four (!) brothers Escofet and Enrique Martinez Velazco together with the Frenchman Henri de Rosiers. It was built as a glider then fitted with an Anzani engine but flight could not be achieved. Parts of the Escofet I were used in the second model. The Escofet II was momentous as it was the first machine in Uruguay to have actually flown on August 26, 1910. This first flight was also the last for the machine as on landing after about 200 meter it crashed severely, wounding the pilot.
Parts of the Escofet I were used in the second model.
All Aero 