The Hopfner HA-11/33 was an amphibious flying boat built in Austria in 1933 to a specification by the Dr. Oetker company, headed by designer Lampich. The result was a conventional, high-wing cantilever monoplane with a stepped flying boat hull and pontoons on struts under the wings at mid-span. The cabin was fully enclosed, and the twin engines were mounted tractor-fashion on struts above the wing.
The HS.1133 had a semi-retractable landing gear, mounted under the wing and two Siemens Sh 14a engines with a capacity of 160 liters installed on racks and struts above the wing.
Hopfner produced the HA-1133 four-seat twin-engined amphibian before being taken over in 1935 by Hirtenberger Patronen, Zundhutchen und MetallwarenfabrikAG.
The first prototype, with the aircraft number A-141, took off from the lake surface, at the end of 1933. In 1935, the Austrian Air Force purchased the boat for training purposes, where it received the registration number OE-DGH.
A HA-11/33 was purchased by the Austrian Air Force, and was subsequently absorbed into the German Luftwaffe following the Anschluss. Deemed worthy of further development, WNF (which had absorbed Hirtenberg, which itself had taken over Hopfner) was tasked with developing it into a military training aircraft for flying boat pilots.
The Germans changed their registration number to their Wiener Neustadt Flugzeugwerke (WNF) WN-11 (PH + IB). Of particular interest was shown to the boat as an airplane suitable for training naval aviation pilots. For these purposes, the aircraft was converted – installed a chassis from Bf.109 and a new tail unit. In this form, the WFN WN-11 was tested in the open sea Travemünde.
Testing was undertaken at Travemünde in 1940, but the type was not ordered into production. There were plans to launch a serial production of this flying boat, but in the choice was made in favor of German training aircraft. In addition, in 1940 the plane crashed and was not restored. Development of a highly streamlined derivative with Hirth HM 508 engines, the WNF Wn 11C was also abandoned.
HA.1133 Engines: 2 × Siemens Sh 14A, 93 kW (125 hp) each Propellers: 2-bladed wooden fixed-pitch Wingspan: 14.11 m (46 ft 4 in) Wing area: 30.4 m2 (327 sq ft) Length: 10.17 m (33 ft 4 in) Height: 3.15 m (10 ft 4 in) Empty weight: 1,100 kg (2,425 lb) Maximum take-off weight: 1,800 kg (3,968 lb) Maximum speed: 190 km/h (118 mph; 103 kn) Cruise speed: 160 km/h (99 mph; 86 kn) Range: 900 km (559 mi; 486 nmi) Service ceiling: 4,500 m (14,800 ft) Crew: 1 Capacity: 3 pax
The light transport aircraft Hopfner HS.10/32 (HS.1032) was developed based on the successful light multipurpose aircraft HS.9. The 1932 HS.1032 was a sport und utility aircraft, two-seat, single-engine high-wing monoplane with enclosed cockpit and fixed undercarriage.
The first flight of the aircraft prototype (A-130 / registration – OE-DGL), equipped with a Siemens Sh 14A engine with a power of 150 hp, took place in the second half of 1932. Following it, two more aircraft were manufactured – A-131 and A-132 / OE-DIS.
Four were built (including one slightly modified and designated as HS.1033 / HS.10/33.
HS.10/32
An Austrian mail pilot during the summer months, Hubert Kleinhaus gave joyrides in the winter from Kitzkeuhl and with a HS.10/32, and ran a service, when necessary, to St. Petersburg. Moritz. His machine, is a Hopfner “Superfly” with a Walter “Gamma” engine. Kleinhaus learnt to fly in Germany and took an aerobatic course in this country.
HS.1032 Engine: Siemens Sh 14A, 150 hp Wing span: 10.96 m Wing area: 18.00 sq.m Length: 8.02 m Height: 2.39 m Empty weight: 640 kg Normal take-off weight: 1000 kg Maximum speed: 190 km / h Cruising speed: 170 km / h Practical range: 840 km Practical ceiling: 4500 m Seats: 2
In 1922, Austrian pilot Theodore Hopfner began construction of his first aircraft. The aircraft was built in the workshops near the Aspern Vienna airfield. In parallel, Hopfner establishes his aircraft construction firm Flugzeugbau Hopfner GmbH. The result of this activity is the light multipurpose aircraft Hopfner S.1.
The first flight took place in the spring of 1923. The plane flew until September 1924, after which it was destroyed in an accident.
Engine: Fiat-Mercedes, 100 hp Wing span: 12.00 m Wing area: 27.00 sq.m Length: 7.53 m Height: 2.56 m Empty weight: 800 kg Maximum take-off weight: 1150 kg Maximum speed: 150 km / h Cruising speed: 122 km / h Range: 400 km Seats: 1
The Finnmark 5A amphibious flying boat, designed by Birger Honningstad and built by Norsk Flyindustri A.S., was produced specifically to suit the special climatic conditions prevailing in Norther and Artic regions, and the sole example of this type was flown on 17 September 1949.
The Finnmark carries two crew members and twelve passengers, and outrigger floats replaced the original hull sponsons which housed the retractable combined wheel and ski undercarriage. Operated as a pure flying boat, the Finnmark was owned by A.S.Norronafly.
Engines: 2 x Pratt & Whitney R-1340 Wasp, 600 hp Span: 62 ft 6 in Length: 46 ft 4 in Wing area: 522 sq.ft Empty weight: 9966 lb Loaded weight: 13,100 lb Max speed: 195 mph Cruise speed: 160 mph at 60% pwr Max range: 840 miles
In the early 2000s, Hongdu began work on an entirely new advanced trainer, assisting in the project was Yakovlev OKB. The L-15 has a composite structure and features a digital quadruple fly by wire, glass cockpit, and hands on throttle and stick flight control. The aerodynamic performance is enhanced by large leading edge extentsions, which give a maximum angle of attack of 30 degrees. The aircraft can also have four underwing and two wingtip hardpoints.
The L-15 made its maiden flight on March 13, 2006. The L-15 was in competition with the JL-9 for the PLAAF. Chief test pilot for the project was Colonel Zhang Jingting.
Hongdu has marketed the airframe abroad with some success – Zambia and Venezuela having ordered small numbers.
The JL-8 trainer was proposed as a two-seat intermediate jet trainer and light attack aircraft joint cooperation effort between the governments of Pakistan and the People’s Republic of China in 1986. The name was changed on the suggestion of Pakistan’s then President General Zia ul Haq to Karakorum-8 to represent the friendship between the two countries. Work on the design started in 1987 at Nanchang Aircraft Manufacturing Company (NAMC) at Nanchang, Jiangshi Province in South Central China. The Chinese chief designer of the aircraft was Mr. Shi Ping (石屏), heading a team of over 100 Chinese Engineers, while Air Cdr Muhammad Younas Tbt (M), SI(M) was the chief designer from the Pakistani side leading a team of over 20 Pakistani engineers.
Initially, the aircraft was to feature many United States parts, including Garrett TFE-731 engine and several cockpit displays along with communication and avionics systems, but due to political developments and an embargo from the US at the end of the 1980s following the Tiananmen Square protests of 1989, other vendors had to be used.
The JL-8 / K-8 has a multi-role capability for training and, with little modification, can also be used for airfield defense. The aircraft is supposed to be as cost-effective as possible, with a short turn-around time and low maintenance requirements. The JL-8 for the domestic Chinese market and its export variants, K-8E and K-8P, have different powerplants and avionics.
A low-wing monoplane design primarily constructed of aluminum alloys, the JL-8 / K-8 airframe structure is designed for an 8,000 flight hour service life.
The landing gear is of tricycle configuration, with hydraulically operated wheel brakes and nose-wheel steering. The flight control system operates a set of conventional flight control surfaces with a rigid push-rod transmission system, which itself is electrically or hydraulically operated. The aileron control system, of irreversible servo-control type, is composed of a hydraulic booster, an artificial-feel device, a feel trim actuator and a rigid push-rod transmission mechanism. The elevator and rudder control systems are of reversible push-rod type.
The JL-8 / K-8 cockpit arrangement is designed to be as close to that of a combat aircraft as possible. A transparent plastic canopy covering both cockpits, which are arranged in a tandem seating position, is supposed to give a good all-round field of view.
A Rockwell Collins Electronic Flight Instrument System (EFIS) is fitted, with multi-function displays (MFDs) in the front and rear cockpits showing information to the pilots. The emergency cockpit escape system is made up of two Martin-Baker MK-10L rocket-assisted ejection seats which are zero-zero capable, meaning they can be used safely at zero altitude and zero speed. Although JL-8 is designed to have limited capability to deliver air-to-ground weapons, the first rocket attack practice was only completed in May 2011.
Ultra high frequency (UHF) and very high frequency (VHF) radio communication systems along with a Tactical Air Navigation (TACAN) and automatic direction finder (ADF) and instrument landing system (ILS) were available.
A strap-on Environmental control system (ECS) from AlliedSignal provides air conditioning to the cockpit. It is capable of operating when the aircraft is on the ground, under ambient temperatures of -40 to +52 °C, as well as in the air.
The JL-8, for the Chinese domestic market, was originally powered by the Ukrainian Ivchenko-Progress AI-25TLK turbofan jet engine with 16.9 KN of thrust, but this has been replaced by the WS-11, the Chinese-manufactured copy of the AI-25TLK. Export variants (K-8P, K-8E) use the lower powered Honeywell TFE731-2A-2A modular turbofan, which has digital electronic engine control (DEEC) with 15.6 KN thrust, provided the US government approves sale of the engine to the customer.
A hydro-mechanical fuel control system delivers fuel to the engine. The aircraft’s fuel system consists of the fuel tanks and the fuel supply/transfer, vent/pressurization, fuel quantity measuring/indicating, fuel refueling and fuel drain subsystems. The total fuel is contained in two fuselage bladder-type rubber tanks and a wing integral tank of 1720 lb. The capacity of each drop tank is 250 litres. Two 80 gal fuel drop-tanks can be mounted on outboard under-wing hardpoints
The first prototype was built in 1989, with the first flight taking place on 21 November 1990 by Chief Test Pilot Col Yang Yao (杨耀). Flight testing continued from 1991 to 1993 by a Flight Test Team consisting of four Chinese and two Pakistani Pilots (Group Captain Waqar Ahmad and Squadron Leader Nadeem Sherwani).
After four prototypes were built, production of a small batch of 24 aircraft was launched in 1992. Chinese share out of these was 18, while Pakistan Air Force (PAF) received six K-8s in 1994. In 1995, PAF decided to order 75 more K-8s to gradually replace its fleet of Cessna T-37 Tweet basic trainers. In 2010, the number of K-8 aircraft in PAF were estimated to be around 40. The People’s Liberation Army Air Force (PLAAF) received its first six JL-8 trainers in 1995 following additional upgrades. The Chinese model uses WS-11, a Chinese-manufactured version of the Ukrainian Ivchenko AI-25 (DV-2) engine. The PLAAF is anticipated to continue adding the JL-8 trainer to its fleet to replace its obsolete trainers, such as the Chengdu JJ-5. In 2008, the number of JL-8s in PLAAF inventory were estimated to be over 120 aircraft.
Other nations have shown interest in the trainer and it also served in the air forces of Egypt, Sri Lanka and Zimbabwe. While the type primarily serves as a basic cum advanced trainer, it can also be used in the close air support or even air combat role when appropriately armed.
The export-variant K-8 Karakorum Basic Common Advanced Jet Trainer is co-produced by China National Aero-Technology Import & Export Corporation (CATIC) for export markets other than Pakistan, while later aircraft for Pakistan have been built by the Aircraft Manufacturing Factory (AMF), Pakistan Aeronautical Complex. The latest export variant is the K-8P version, which currently is operated by the PAF. The K-8P has an advanced avionics package of integrated head-up display (HUD), multi-function displays (MFDs) and comes equipped with MFD-integrated GPS and ILS/TACAN systems. It also features Armament racks for carrying a variety of training and operational bombs up to 250 KG, pod mounted 23 mm canon as well as PL-5 / 7 /AIM-9 P launchers. Studies for putting a Griffo Radar in the nose were under way. In September 2011, NAMC rolled out another 12 K-8P for undisclosed foreign client.
The K-8 took part in its first aerial display in 1993 at the Singapore Air Show and since then has participated at Air Shows at a number of places including Dubai, Paris, Farnborough, Bangkok, Zuhai etc. It was shown to the Pakistani public for the first time on 23 March 1994 at the Pakistan Day Parade. It became part of the Sherdils (Lion Hearts) aerobatics team of the Pakistan Air Force in 2009 and carried out its first public display on 6 April 2010. K-8 replaced the team’s previous T-37 Tweet aircraft.
K-8 of the Pakistan Air Force aerobatics team, Sherdils, Zhuhai Air Show 2010 in China
In 2008 Venezuela announced the purchase of 18 K-8 aircraft. The K-8 was being marketed by China to the air forces of the Philippines; and to Indonesia, as a replacement for Indonesia’s BAE Hawk jet trainers. In 2009, the Bolivian government approved a deal to purchase 6 K-8P aircraft for use in anti-drug operations. The total number of K-8 aircraft produced till 2010 in all variants were estimated to be over 500, with production rate of approximately 24 aircraft per year continuing.
Other operators include the Ghana Air Force (4), Myanmar Armed Force (12× K-8 delivered with additional 48 on order), Namibian Air Force (12), People’s Liberation Army Air Force (190× JL-8 delivered as of February 2011, out of 400 ordered), Sri Lanka Air Force (5× K-8 delivered with additional 2 on order, Sudanese Air Force (12), Venezuelan Air Force (17 Another 9 K-8V on order as of October 2013), Zambian Defence Force (15), Air Force of Zimbabwe (11), and Tanzanian Air Force (6).
The Pakistan Air Force operated 60 K-8 aircraft (12 K-8s and 48 K-8Ps), which served as intermediate jet trainers with the No. 1 Fighter Conversion Unit, Mianwali and as basic jet trainers with the Pakistan Air Force Academy, Risalpur. Another 32 K-8Ps were on order as of January 2012.
In late December 2012 and early January 2013, during the Kachin conflict, Burma Air Force K-8s have been used to strike Kachin rebel’s positions in the north of the country.
Incidents: At 9am on 5 September 2008, a K-8 Karakorum trainer of the Air Force of Zimbabwe crashed over the town of Gweru, killing both pilots. The aircraft was on a routine training sortie. On 21 July 2010, a K-8 Karakorum trainer of the Venezuela Air Force crashed just 4 months after its delivery. The pilots ejected and managed to survive. On 20 August 2011, two Zimbabwe Air Force K-8’s collided in mid-air while taking part in a fly past at the funeral of retired General Solomon Mujuru. Pieces were seen to fall from the aircraft, but they both appeared to land safely. On 23 October 2012, a K-8 Karakorum training plane lost directional control during take off from Julius Nyerere International Airport, Dar es Salaam. Both pilots ejected but one of them was killed on impact. The plane left the runway and struck a container. On 27 November 2012, a K-8 Karakorum belonging to Venezuela’s Bolivarian Air Force, suffered a malfunction and crashed near the El Libertador Air Base, in the Palo Negro parish of the city of Maracay, Aragua state. Both pilots ejected and suffered only minor injuries. The plane was scheduled to participate on the air show to celebrate Venezuelan Air Force Day, later that day. On 26 July 2013 at 12:50 A.M., a K-8 Karakorum belonging to Venezuela’s Bolivarian Air Force, crashed in the Gen. Rafael Urdaneta Air Base, near Maracaibo, Zulia State, while participating in night exercises. The pilot, First Liutenent Milenia Bolivar, ejected and was transported to a local hospital, where she is said to be in good condition.
Variants:
K-8 Original variant powered by the Garrett TFE731-2A turbofan engine.
K-8E K-8 variant developed for export to Egypt in 1999, featuring 33 modifications to the airframe and avionics. Built in Egypt from Chinese-supplied kits, production of 80 Egyptian-built Chinese kits was completed in 2005, with license production of an additional 40 K-8Es undertaken thereafter.
K-8P Pakistan-specific variant with new avionics, glass cockpit and Martin Baker Zero-Zero ejection seats.
K-8V An ‘integrated flight test simulation aircraft’ (IFTSA), equipped with an advanced flight control computer and analogue fly-by-wire (FBW) system which can mimic the aerodynamic characteristics and flight profile of other aircraft. Used primarily to test aircraft designs before prototypes are built and tested.
JL-8 PLAAF-specific variant powered by the Ivchenko AI-25 TLK turbofan and featuring Chinese avionics suite. First flew in December 1994, 6 aircraft delivered to PLAAF in June 1998.
L-11 Variant of JL-8 powered by the WS-11 turbofan (Ivchenko AI-25 TLK produced under license in China). Approximately 100 aircraft delivered to PLAAF.
JL-8W (K-8W) Variant of the JL-8 with improved cockpit and HUD. Delivered to Venezuela’s Bolivarian Military Aviation March 13, 2010, with no U.S.-controlled parts. Total order 18 aircraft (+ 40 announced).
JL-8VB (K-8VB) Variant similar to JL-8W; for export to Bolivian Air Force (6), with no U.S.-controlled parts. Total order 6 aircraft (+ 12 announced).
Specifications:
K-8 Powerplant: 1 × Garrett TFE731-2A-2A turbofan, 16.01 kN (3,600 lb) Wingspan: 9.63 m (31 ft 7 in) Length: 11.6 m (38 ft 0 in) Height: 4.21 m (13 ft 9 in) Empty weight: 2,687 kg (5,924 lb) Max. takeoff weight: 4,330 kg (9,546 lb) Wing loading: 254.40 kg m-2 Maximum speed: Mach 0.75 (800 km/h, 498 mph) Range: 2,250 km (1,398 mi) Service ceiling: 13,000 m (42,651 ft) Max. airframe load factor: +7.33 g / -3.0 g Crew: 2 (in tandem) Armament: 1× 23 mm cannon pod (mounted on centreline hardpoint) Hardpoints: 5, total capacity 1,000 kg (2,205 lb) external fuel and ordnance: 4× under-wing, capacity 250 kg each 1× under-fuselage (23 mm cannon pod mount)
