Engines – Power

Glaser-Dirks DG-800

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Models of the DG-800, which first flew in 1991, have been developed including the unpowered DG- 800S, the Rotax powered DG-800A and the liquid cooled buried engine configuration of the 800B substantially reduces noise emissions. Each model comes either with a one piece 18 m. wing or a 15 m wing with tip extensions increasing the span to 18 m. The engine in the DG-800 A is a 32 kW/ 43 bhp. Rotax 505A.
Later 800Bs are fitted with an Oehler Solo liquid cooled two-cycle engine with automatic fuel- injection.

DG-800 18m
Wing span: 18m / 59ft
Wing area: 11.81 sq.m / 127sq.ft
Empty Weight: 338kg / 745lb
Payload: 187kg / 412lb
Gross Weight: 525kg / 1157lb
Wing Load: 44.45 kg/sq.m / 9.11lb/sq.ft
Water Ballast: 100kg / 220lb
L/DMax: 50 110 kph / 59 kt / 68 mph
MinSink: 0.50 m/s / 1.63 fps / 0.99 kt
Seats: 1
Aspect ratio: 27.42
Airfoil: Boermans DU-89-138/14, root; DU-92-137/14 tip
Structure: CFRP/AFRP/GFRP
Engine: 37 kW/51 bhp MidWest AE 50 or 40 kW/55 bhp Oehler Solo 2625

DG-800 15m
Wing span: 15m / 49.2ft
Wing area: 10.7sq.m / 115sq.ft
Empty Weight: 224kg / 736lb.
Payload: 191kg / 421lb.
Gross Weight: 525kg / 1157lb
Wing Load: 44.45kg/sq.m / 9.11 lb/sq.ft
Water Ballast: 100kg / 220lb
L/DMax: 45 116 kph/ 63 kt/ 72 mph
MinSink: 0.59 m/s / 1.92 fps. / 1.14 kt
Seats: 1
Aspect ratio: 21.07
Airfoil: Boermans DU-89-138/14, root; DU-92-137/14 tip
Structure: CFRP/AFRP/GFRP
Engine: 37 kW/51 bhp MidWest AE 50 or 40 kW/55 bhp Oehler Solo 2625

DG-808C 15m
Wingspan: 15 m (49.2 ft)
Wing area: 10,68 sq.m (115.0 sq.ft)
Aspect ratio: 21,07
Fuselage length: 7,055 m (23.1 ft)
Fuselage height: 1,434 m (4.7 ft)
Empty weight with parting (full instruments): 334 kg (736lb)
Wing loading with 80 kg payload: 38,8 kg/sq.m (7,95 lbs/sq.ft)
Water ballast wings (option): 100 lt(26.4 US gal)
Max. Weight of the normal version: 525 kg (1156lb)
Max. Wing loading: 49,2 kg/sq.m (10.1 lbs/sq.ft)
Max. Speed vne: 270 kph (146 kt)
Stall speed with 80 kg (176 lbs) payload: 72 kph (39 kt)
Best glide ratio at max. weight: 1:45 at 116 kph (63 kt)
Min. Sink at 400 kg (881 lbs): 0,59 m/s (116 ft/min) at 80 kph (43 kt)
Engine: SOLO 2625, 39kW/53hp
Reduction gearing: 3:1
Fuel tank fuselage: 22 lt(5.8 US gal)
Fuel tank wing (Option) : 2 x 10 lt(2×2,5 US gal)
Take-off distance 15m (50 ft) obst. weight 450 kg / 992 lbs): 200m (656ft)
Climb rate (weight 450 kg / 992 lbs): 4,5 m/s (885 ft/min)

DG-808C 18m
Wingspan: 18 m (59.0 ft)
Wing area: 11,81 sq.m (127.0 sq.ft)
Aspect ratio: 27,43
Fuselage length: 7,055 m (23.1 ft)
Fuselage height: 1,434 m (4.7 ft)
Empty weight with parting (full instruments): 338 kg (745lb)
Empty weight no parting (full instruments): 335 kg (738lb)
Wing loading with 80 kg payload: 35,1 kg/sq.m (7,19 lbs/sq.ft)
Water ballast wings (option): 100 lt(26.4 US gal)
Max. Weight of the normal version: 525 kg (1156lb)
Max. Wing loading: 44,5 kg/sq.m (9,1 lbs/sq.ft)
Max. Speed vne: 270 kph (146 kt)
Stall speed with 80 kg (176 lbs) payload: 68 kph (37 kt)
Best glide ratio at max. Weight about: 1:50 at 110 kph (59 kt)
Min. Sink at 400 kg (881 lbs): 0,50 m/s (98 ft/min) at 76 kph (41 kt)

DG-808S
Wingspan: 15 m (49.2 ft)
Wing area: 10,68 sq.m (115.0 sq.ft)
Aspect ratio: 21,07
Fuselage length: 6.86 m (22.5 ft)
Fuselage height: 1.39 m (4.56 ft)
Empty weight (full instruments): 256 kg (564lb)
Wing loading with 80 kg payload: 32.4 kg/sq.m (6.62 lbs/sq.ft)
Waterballast wings: 120 lt/174 lt/239 lt (31.7 USG /46.0 USG /63.2 USG)
Waterballast in fin tank: 6 lt(1.6 USG)
Max. weight: 570 kg (1255lb)
Max. wing loading: 53.4 kg/sq.m (11 lb/sqft)
Max. speed VNE: 270 kph (146 kt)
Stall speed with 80 kg (176 lbs) payload: 66 kph (35.5 kt)
Best glide ratio at max weight: 1:45 at 116 kph (63 kt)
Min. sink at 400 kg (881 lbs): 0,55 m/s (108 fpm) at 75 kph (40 kt)

DG-808S (without winglets)
Wingspan: 18 m (59.0 ft)
Wing area: 11,81 sq.m (127.0 sq.ft)
Aspect ratio: 27,43
Fuselage length: 6.86 m (22.5 ft)
Fuselage height: 1.39 m (4.56 ft)
Empty weight (full instruments): 262 kg (578lb)
Wing loading with 80 kg payload: 29.4 kg/sq.m (6.02 lbs/sq.ft)
Waterballast wings: 120 lt/174 lt/239 lt(31.7 USG /46.0 USG /63.2 USG)
Waterballast in fin tank: 6 lt(1.6 USG)
Max. weight: 600 kg (1321lb)
Max. wing loading: 50.8 kg/sq.m (10.4 lb/sqft)
Max. speed VNE: 270 kph (146 kt)
Stall speed with 80 kg (176 lbs) payload: 63 kph (34 kt)
Best glide ratio at max weight: 1:50 at 110 kph (59 kt)
Min. sink at 400 kg (881 lbs): 0,47 m/s (92 fpm) at 72 kph (39 kt)

Glaser-Dirks DG-400

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The DG400 is a single-seater motor glider version of the DG202, with a dorsally-mounted 43hp Rotax engine driving a tractor airscrew and electrically retractable backwards into the fuselage.

Fuel capacity is 4.5 Imp gallons, with optional extra fuel tanks in each wing. Detachable wing tips can be fitted to the DG400/15 to increase the span to 17m for Open Class competition, in which form it becomes the DG400/17. Without the tip extensions, the 15 m version carries 20 kg / 43 lb more payload, but with higher sink rate (0.60 m/s / 1.97 fps / 1.17 kt ) and lower L/D (41).

The DG400 prototype first flew in May 1981 in the hands of Walter Binder, and first production deliveries were planned for December 1981.

B. Brunzil of Switzerland raised the world 500 km speed triangle record to 170.06 kph/ 91.8 kt/ 105,7 mph flying a DG-400.

DG-400/15
Span: 49 ft 2.5 in
Length: 23 ft 0 in
Empty weight: 595 lb
Max take-off weight: 1,058 lb
Sink rate: 0.60 m/s / 1.97 fps / 1.17 kt
L/D: 41

DG-400/17
Span: 55 ft 9 in
Length: 23 ft 0 in
Empty weight: 610 lb
Max take-off weight: 992 lb

DG-400/17 M
Wing span: 17m / 55.8ft
Wing area: 10.57sq.m / 113.8sq.ft
Empty Weight: 310kg / 683lb
Payload: 155kg / 342lb
Gross Weight: 460kg / 1014lb
Wing Load: 43.52kg/sq.m / 8.91lb/sq.ft
Aspect ratio: 27.3
MinSink: 0.50 m/s / 1.64 fps / 0.97 kt
No. of Seats: 1
L/DMax: 45 @109 kph / 59 kt / 69 mph
Airfoil: Wortmann FX67-K-170-17 root, FX-60-K-126 tip
Structure: carbon wing, fiberglass fuselage/tail
Engine: Rotax 503, 32 kW/ 43 bhp

Glasair Merlin

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The first flight of Glasair Aviation’s Merlin light sport aircraft (LSA) took place on April 7, 2015. For nearly a year afterward, refinements and testing took place.

Almost a year later to the day, Glasair received the certification it sought on its prototype model, allowing it to reclassify the Merlin as an SLSA (that first S stands for Special). The Merlin will sell as fully factory-built, ready-to-buy-and-fly aircraft.

Pilot and passenger have a 47 inch wide cockpit and sweeping views outside. Skylights make it that much easier to track traffic.

Engine: Rotax 912 iS, 100 hp
Max Speed at Sea Level: 120 kts / 138 mph
Wing Span: 31 ft 9 in
Wing Area: 132 sq.ft
Length: 21 ft 8 in
Height: 8 ft 8 in
Empty weight (Prototype) 850 lb
Max takeoff weight: 1320 lb
Useful Load (Prototype): 470 lb
Limit Load: +4g / -2g
Fuel capacity: 24 USgal
Cruise: 105 kts / 121 mph
Stall, no flaps: 45 kts / 52 mph
Stall, full flaps: 39 kts, 45 mph
Cabin width: 46.5 in
Baggage: 50 lb
Base price: 2016: $149,000

Gippsland GA-200 Fatman

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The Fatman was developed to improve on the PA-25 Pawnee by Peter Furlong and George Morgan. Gippsland Aeronautics began to rework the original Piper concept in 1983 and today only three components have commonality with the old familiar design interchangeable lift struts, undercar¬riage legs and engine mounts. Originally flying on a Pawnee Supplementary Type Certificate, after some fifteen interim prototypes the GA-200 achieved a type certificate of its own.
Built and tested to FAR 23 specs, the 260 hp Lycoming 0 540 powered GA¬200 can haul a genuine 1500 cwt off and onto some confined spaces.

The GA¬200 featured a kevlar 180 litre fuselage fuel tank, however the company was offering an inboard (223 litre) wing fuel system as well as a further option with both fuselage and wing tanks, providing a six and a half hour endurance. No parts of the fuel system are installed forward of the firewall with the exception of the carburetor.

GA-200

All metal wings house fuel tanks with fuel gauges mounted in the wings. Normal tank venting is outboard on the wings. The leading edge of each wing is made of five nonstructural sections. Both wings have airscoops that pressurise both wings and fuselage to keep fertiliser dust out and eliminate the possibility of spray contamination. The bottom rudder slants up so – in the event that a tailspring breaks – the rudder will not sustain damage. The undercarriage is not the same as a Pawnee, having been beefed up using Fletcher mainwheels and the safety straps are now top mounted. The top leg attachment bolts are easily accessible from the outside of the airframe. The fuselage is of welded 4130 chrome moly steel tube – the high wear and tear area where the hopper outlet is fitted being of stainless steel. The hopper outlet is unique – the same base is used for both spray or solids, and doesn’t detract from aircraft performance or dump capability. The header tank features its own sight glass right in front of the pilot and holds enough fuel for about 15 minutes.

Fitted with two seats, the GA 200 has a superficial resemblance to its older brother but is in fact both shorter and wider. Engineered out of the design are the cooling problems common to the Pawnee and the 1930s vintage rag wing aerofoil. The fabric covered steel tube fuselage and all metal winged aircraft is fitted with an 800 litre hopper and has been designed and built to be extremely “fieldworthy”.

Federal Aviation Administration Type Acceptance Certificate No.98/14 was granted to the GA200C in the Restricted Category on 9 September 1998 at the original maximum take-off weight of 1315 kg. Type acceptance at the increased MCTOW of 1524 kg was granted on 17 February 1999, based on validation of CASA Certificate of Type Approval number 83-6.

GA-200 ZK-CMC pilot Ray Patchett

The GA200C is a development of the original GA200 at the instigation of the NZ agent. It has a larger volumetric capacity hopper (1050 litres), and associated with that a revised fuselage structure and a fuel injected 300 hp engine with constant speed propeller. The GA200C incorporates the Option 1 extended wing tips as standard and has a modified fuel system with gravity fed sump tank. Initially certification was achieved at the same weights as for the GA200 and at the same 250 hp in the standard category. Gippsland subsequently certificated the GA200C at a higher weight and with a slight increase in structural speeds. (To provide for the possible installation of an IO-580 engine.) The changed airworthiness limitations were originally going to be applied to a proposed GA200C-1 model, but that designation has now been dropped.

The GA200C Type Certificate Holder since Revision 9 dated 08.08.2006: GA200 Pty Ltd.

The last production example of the GA200 Series was serial number 200C-0345.

GA-200
Engine: Lycoming O-540-A1D5, 250 hp.
Prop: McAulay fixed pitch.
Hopper cap: 800 lt.
Seats: 2.

GA-200B
Engine: 250 hp.

GA-200C
Engine: Lycoming IO-540-K1A5, 300 hp or
Lycoming IO-540-K1C5 modified in accordance with Edge Aviation EO No. EA001001 Issue 3
Propeller: Hartzell HC-C2YR-1BF/F8475R
MCTOW 1524 kg (3360 lb.)
Max. No. of Seats: 2
Hopper cap: 1000 lt.

Gippsland GA-8 Airvan / Mahindra Airvan

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Designed by Peter Furlong to be between the Cessna Caravan and 206. Design work had begun in earnest in early 1994, with the first aircraft (VH-GAV and later re-registered as VH-PTR), powered by a 250 hp Textron Lycoming 0-540, making its maiden flight on 3 March 1995. On 7 February 1996, this air¬craft was destroyed during spinning trials. A second airframe was completed to a major component stage for static testing and a third, VH-ZGI, became the second flying prototype. The second prototype was first flown in August 1996 with a 300-hp Textron Lycoming IO-540K-lAS engine. Flight testing was completed by No-vember 1998 after a total of 350 hours had been collectively flown by the two aircraft. The basic simplicity of the aircraft’s non-turbo engine, automatic fuel management system, manual flaps, no cowl flaps, large cabin area with centre aisle, and useful centre of gravity range serve a utility role. It is of a strut braced high wing design, using the same wing as the GA 200, with a fixed undercarriage. It is of an all metal stressed skin construction which is fully corrosion protected. Up to eight passengers can be carried with entry gained by a large sliding door on the port side. The cabin floor has a quick release mechanism to permit rapid conversion between passenger and cargo roles or combi configuration.

The second prototype was re-registered VH-XGA in January 1999 and provisional type certification was achieved in early 1999, followed by full certification on 10 October 2000.
The first production Airvan (004) was assembled in November 2000 and delivered to Air Fraser Island in Australia on 22 December 2000 as VH-RYT. The first export aircraft was 008, which was delivered to Maya Island Air in Belize, Central America, in late 2001 as V3-HGJ.
Planned is a 2.4-metre-long, 18 cu.ft underbelly cargo pod that can carry 400 lbs (180 kg). The pod is able to be retrofitted.

In July 2005 the Airvan was awarded EASA European certification. Gippsland had delivered about 80 Airvans by the end of July including the last of 16 for the US Civil Air Patrol.

In August 2006 the 100th GA8 was handed over to Missionary Aviation Fellowship.
 Several engine variants were under evaluation. These include a 320-hp version of the Lycoming IO-580, a turbo-charged Lycoming TIO-540, a diesel version powered by the Thielert TAE 135 turbo diesel or the French SMA engine, and a turbine example powered by the Rolls-Royce Allison 250 BT7F. The consideration of a turbine-powered Airvan has meant a study into a stretched 10-seat turbine version, aimed at paramilitary and special mission applications.
The Australian Civil Aviation Safety Authority (CASA) certified the GA8 Airvan for IFR flight. Certification work was also undertaken on an under belly cargo pod for the aircraft. The 18 cu ft pod will allow a total increase in weight lift of 180 kg and accommodate items up to 2.4 metres in length.

Mahindra agreed to pay about $40 million for a controlling stake in two small Australian aviation companies, Gippsland Aeronautics and Melbourne-based component maker Aerostaff Australia.

Mahindra Airvan 10

Developed by Mahindra Aerospace, the Airvan 10 10-seat single-engine turboprop received U.S. and Australian certification in 2017. With a price of around $1.7 million, it is targeted as a competitor to pricier turboprops, namely the Cessna Caravan and Quest Kodiak.

The Airvan 10 was planned to cost around $1.7 million and provide competition for turboprops like the Cessna Caravan and Quest Kodiak. The market introduction for the new turboprop was being supported by GippsAero, a Mahindra subsidiary in Australia and the original designer of the airplane.

GA-8 Airvan & Airvan 10

The Rolls-Royce M250-powered model, with a useful load of 2,300 pounds (1,400-pound full-fuel payload) and cruise speed of 145 ktas, is a follow-on to the piston-powered eight-seat Airvan 8, which Mahindra’s aircraft business unit in Australia produces. Certified in more than 42 countries, over 220 Airvan 8s were in service.

By 2025 more than 260 of the Airvans operating in 43 countries around the world.

The company employed up to 180 local people to send one GA8 Airvan out the factory door every two weeks in 2025.

Gallery

Engine: Lycoming IO-540-K1A5, 300 hp.
Seats: 8.
Payload: 900 kg.
Wing Area: 208 sq.ft.
Aspect Ratio: 8:1.
Cabin Floor Area: 54 sq.ft.
Cabin Internal Volume: 180 cu.ft.
Empty Weight: 2,200 lb (997 kg).
Certified TOW: 4,000 lb (1814 kg).
Span, 40ft 5in (12.3m).
Length: 29ft 4in (9m).
Width: 40 ft 8 in (12.4 m).
Height: 12 ft 8 in (3.9 m).
Wheel Track: 9ft 2in (2.8m).
VNE: 185 KIAS.
Max speed, 140kt (259km/h).
Normal Cruise: 121 KIAS @ 56 1/hr.
Normal Range: 730 nm (6 hr).
Economic Cruise: 104 KIAS @ 37 1/hr.
Maximum Range: 930 nm (9 hr).
Take-off Performance to 50 ft: 550 m (1800 ft).
Landing Performance from 50ft: 370 m (1200 ft).
ROC: 788 ft/min.
Stall Speed (Clean): 60 KIAS.
Stall Speed (Full Flap): 52 KIAS

Ginocchio Idro-canotto

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Ginocchio biplane flying boat seen here in 1913 at Venezia (Venice)

Manlio Ginocchio was an Italian aviation pioneer, and an officer in the Italian Navy. After earlier experiences with flying and designing of machines, he designed and built his “Idro-canotto” and powered it with a 90 hp Salmson engine. The machine was not very successful and remained in one example, although it was acquired by the Italian Navy and became part of the early Italian naval establishment in Venice.

Gimi Kermitt 2 / Turbo

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Kermitt 2 bis

Our paratrikes are completely shell composite (fibre glass) construction which gives them very light weight. Fuel tank (standard): 10 l. (placed inside trike under engine). Very strong construction, durable for hard landings, stainless steel basket, disasembleable, protecting propeller from damage. Composite landing gear, wheels 300 mm with bearing, automatic wing positioning system (simple construction). Two seat trike: weight: 27 kg (without engine) length: 245 cm width: 165 cm.
The Kermitt 2 bis fuel tank (standard): 35 l. (placed inside trike under engine). Composite landing gear, wheels 300 mm with bearing, automatic wing positioning system (simple construction). Two seat trike: weight: 32 kg (without engine) length: 245 cm width: 165 cm. Ideal for training.

Kermitt Turbo

Worlds first full composite trike for PPG and paraplane, manufactured by polish producer GIMI. Powered by Hirth F33 engine with innovative tunnel drive.

Kermitt 2
Empty Weight: 56 kg / 123 lbs
MTOW Weight: 270 kg / 595 lbs

Kermitt 2 bis
Stall: 19 kt / 22 mph / 35 kmh
Cruise: 38 kt / 43 mph / 70 kmh
Empty Weight: 85 kg / 187 lbs
MTOW Weight: 300 kg / 661 lbs
Climb Ratio: 600 ft/min / 3,5 m/s
Take-off distance (50ft obstacle): 100 ft / 30 m
Landing distance (50ft obstacle): 70 ft / 20 m

Kermitt turbo
Engine: Hirth F33

Gimi Kermitt 1

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Kermitt 1

The Kermitts are completly shell composite (forcet with fibre glass) construction which gives them very light weight. One seat trike: length: 195 cm width: 140 cm fuel tank (standard): 10 l. (placed inside trike under engine) Very strong construction, durable for hard landings, stainless steel basket, dissasembleable, and protecting the propeller from damage. Composite landing gear, wheels 260 mm with bearing, automatic wing positioning system (simple construction). Big trunk under the seat.

Kermitt Hirth

With the Hirth engine the one seat trike: length: 195 cm widh: 140 cm fuel tank standard: 23 l.t(35l option ) (placed inside trike under engine). Composite landing gear, wheels 260 mm front, 300 mm rear with bearing, automatic wing positioning system, simple contruction. Big trunk under the seat.

Kermitt 1
Empty Weight: 33 kg / 73 lbs
MTOW Weight: 160 kg / 353 lbs

Kermitt 1 Hirth engine
Empty Weight: 49 kg / 108 lbs
MTOW Weight: 200 kg / 441 lbs

Gilmore Monoplanes

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Copies exist of patent drawings of an aeroplane designed by Lyman Wiswell Gilmore Jr., although the April 27, 1898, date ascribed to them (and written on them in a hand other than the patent artist’s) is unsubstantiated, as far as can be determined.

The Gilmore Monoplane design – said to date from 1898

About 1909 Gilmore built a large machine of his 1898 design. Gilmore kept both the smaller monoplane and the large “1898”-type monoplane in a barn at his modest ranch, “The Lyman Gilmore Aerodrome,” in Red Bluff, California.

During the 1910’s Gilmore’s efforts picked up ‘steam’ and he built a large monoplane, apparently patterned to a degree after Louis Bleriot’s Bleriot XII (not Bleriot XI) monoplane of 1909. Gilmore seems to have claimed that he built that machine in 1908, but that assertion, as with so much of Gilmore’s story, seems to be lacking corroboration. During August and September of 1909, Gilmore was experimenting with what seems to have been a clockwork-powered large model aeroplane, which was apparently successfully demonstrated to a small number of people.

The Gilmore Monoplane “1898” design and the smaller monoplane, right, built about 1911

Gilmore would often roll the machines outside for the display until 1935, when the barn and the two machine were destroyed in a fire. His smaller (although still quite large) monoplane was apparently flight tested on September 21, 1911, although the crankshaft on his monoplane’s Roberts engine broke before the machine could be flown. A second attempt, before a large crowd on March 17, 1912, proved the machine, at 1,600 lb., to be too heavy for flight.

Lyman Gilmore, Jr., standing on the ground, Charles Lyman on a ladder