The Ae.M- 01 was built for Argentine Army in 1934.
Engine; 1 x 235hp Wright Whirlwind R-760ÅÒ
Max take-off weight; 1434 kg / 3161 lb
Empty weight; 950 kg / 2094 lb
Wingspan; 12.32 m / 40 ft 5 in
Length; 7.85 m / 26 ft 9 in
Height; 2.70 m / 9 ft 10 in
Wing area; 19.00 sq.m / 204.51 sq ft
Max. speed; 220 km/h / 137 mph
Cruise speed; 196 km/h / 122 mph
Ceiling; 6200 m / 20350 ft
Range; 926 km / 575 miles
1936
Engine; 1 x 130hp de Havilland Gipsy Major
Wingspan; 12.16 m / 40 ft 11 in
Length; 7.44 m / 24 ft 5 in
Height; 2.70 m / 9 ft 10 in
Wing area; 16.00 sq.m / 172.22 sq ft
Max take-off weight; 932 kg / 2055 lb
Empty weight; 610 kg / 1345 lb
Max. speed; 200 km/h / 124 mph
Cruise speed; 165 km/h / 103 mph
Ceiling; 6000 m / 19700 ft
Range; 1000 km / 621 miles
Crew; 2
Ae.C-3 light aircraft of 1934.
Engine; 1 x 145hp Armstrong Siddley Genet Major
Wingspan; 12.30 m / 40 ft 4 in
Length; 8.20 m / 27 ft 11 in
Height; 2.50 m / 8 ft 2 in
Wing area; 16.90 sq.m / 181.91 sq ft
Take-off weight; 964 kg / 2125 lb
Empty weight; 670 kg / 1477 lb
Max. speed; 170 km/h / 106 mph
Cruise speed; 152 km/h / 94 mph
Ceiling; 5500 m / 18050 ft
Range; 700 km / 435 miles
Crew; 2
The Ae.C-2 trainer of 1932.
Engine; 1 x 165hp Wright Whirlwind R-54013
Wingspan; 12.00 m / 39 ft 4 in
Length; 7.90 m / 26 ft 11 in
Height; 2.70 m / 9 ft 10 in
Wing area; 19.00 sq.m / 204.51 sq.ft
Max take-off weight; 1130 kg / 2491 lb
Empty weight; 650 kg / 1433 lb
Max. speed; 220 km/h / 137 mph
Cruise speed; 175 km/h / 109 mph
Ceiling; 5000 m / 16400 ft
Range; 1500 km / 932 miles
Crew; 1
Passengers; 2
The first Argentine plane designed and built was the Ae.C.1A three-seat monoplane of April 1931.
Engine; 1 x 150hp Armstrong Siddeley Mongoose
Wingspan; 12.00 m / 39 ft 4 in
Length; 7.75 m / 25 ft 5 in
Height; 3.16 m / 10 ft 4 in
Wing area; 19.00 sq.m / 204.51 sq ft
Max take-off weight; 1120 kg / 2469 lb
Empty weight; 700 kg / 1543 lb
Max. speed; 171 km/h / 106 mph
Cruise speed; 154 km/h / 96 mph
Ceiling; 4300 m / 14100 ft
Range; 1300 km / 808 miles
Crew; 1
Passengers; 2
In the northern spring of 2011, a new electric paramotor was introduced. Developed by Werner Eck, Geiger Engineering, Electric Sports, Flytec, and Charly Produkte, the Scott-E uses Flytec’s electric drive system.
The benefits of electric are many; vibration-free, very quiet take-off and flying without CO2 emissions. No fuel and oil Stench during transport. After flight, there are no hot engine parts that dirty your hands or burn your fingers.
The electric drive system, developed by Geiger/Eck and produced by Flytec, has an engine power of approximately l kW per 0.33 kg weight, it achieves an energy conversion efficiency of approx. 94% (a common gas engine is just 5%).
The brushless HM 10 engine is maintenance free. There are no engine parts subject to mechanical abrasion. The complete drive system is protected worldwide by several patent records.
Batteries can be charged from any domestic socket and last for approx 1000 charging cycles.
The Scott-E features an optimised propeller for performance efficiency and it has a minimal noise level which is far below the legal requirements. It is also retractable for the speed range and built for the stresses and strains characteristic for paragliding.
Charly Produkte has designed an innovative all-round harness specifically for to the Scott-E which provides full comfort and safety to the pilot during motor – as well as during free flight use.
Wallaby is a two seaters ultralight three-axis basic aircraft with open cockpit designed to get more elevated performances in comparison to the traditional basic ultralight aircraft. His simply configuration allows short take-off and landing runs and a good cruise speed with modest fuel consumptions. The philosophy of a basic aircraft cames with the security of composite materials and with the latest technologies.
WALLABY
Stall: 27 kt / 31 mph / 50 kmh
Cruise: 62 kt / 71 mph / 115 kmh
VNE: 78 kt / 90 mph / 145 kmh
Empty Weight: 208 kg / 459 lbs
MTOW Weight: 425 kg / 937 lbs
Climb Ratio: 400 ft/min / 2,5 m/s
Glide Ratio: 9
Landing distance (50ft obstacle): 300 ft / 90 m
Storch is a composite two seat ultralight, three-axis aircraft. Power can be from the Rotax 503 to a Rotax 912 or Jabiru. The 912 version has carbonfibre wings to keep it inside the weight limit.
STORCH HS
Stall: 35 kt / 40 mph / 64 kmh
Cruise: 86 kt / 99 mph / 160 kmh
VNE: 116 kt / 134 mph / 215 kmh
Empty Weight: 246 kg / 542 lbs
MTOW Weight: 450 kg / 992 lbs
Climb Ratio: 1000 ft/min / 5 m/s
Glide Ratio: 14
Landing distance (50ft obstacle): 390 ft / 120 m
Storch Jabiru
Engine: Jabiru 2200, 80 hp
Wing span: 10.14 m
Wing area: 15.70 sq.m
MAUW: 450 kg
Empty weight: 250 kg
Fuel capacity: 40 lt
Max speed: 180 kph
Cruise speed: 150 kph
Minimum speed: 57 kph
Climb rate: 4.5 m/s
Certification: VZ
Seats: 2
Fuel consumption: 13 lt/hr
Price (1998): 69 900 000 L
The Texan is a two seat ultra-light plane. As a true three-axis low wing aircraft, it has been designed to get maximum performance when compared to the more traditional aircraft designs. With its high aerodynamic efficiency the Texan is a master at short take-off and landing runs, rapid climbs and fast cruises with modest fuel consumptions. A unique feature of the Texan design is the elevated level of flight comfort for the pilot and passenger alike. With excellent views, extra cabin space and the very low noise level inside the cockpit, occupants can now enjoy comforts usually found only in commercial aircraft.
Texan 600 LSA is a two seats, three-axis, low wing, designed to obtain very good performance, maximum comfort, excellent views, very low noise level inside the cabin, elevated standard of quality and construction compared to the traditional designs. It has been designed for the new Light Sport Aircraft category. With its high aerodynamic efficiency the Texan is a master at short take-off and landing runs, rapid climbs and fast cruises with modest fuel consumptions. To strengthen the high value of this project, the aircraft is also very easy to fly, with perfect control even at low speed. Our engineers have designed the Texan to give the owner a durable and low maintenance plane for the life of the aircraft. When it comes to crash safety the Texan has a re-enforced structure ensuring the strongest possible fuselage. The windshield also has a roll over protection bar further increasing occupant safety.
The wing is a rectangular type with laminar profile and separate flaps that work independently to the ailerons. Both flaps and ailerons are integrated into the profile of the wing. This configuration allows a wide range of low resistance control due to the wake of the airflow permitted by the use of both features. Each semi-wing is constructed using high tech composite materials. In fact the internal wing structure is made with carbon fiber resin and honeycomb sheets with the advantages being reliability, structural strength and lightness. Ailerons and flaps are fully composite type. The linkages and their relative hinges are fixed directly to the composite structure. Each aileron is hinged on a support fixed to the wing and the movement is directly braked and balanced by counterweights that also prevent flutter phenomena. Each wing is connected to the fuselage through particular anchorage points and the spars are linked with specially designed bolts. The wing is a “wet” type, with fuel tank integrated in the wing shells and with a capacity of 50 lt. of fuel each.
The fuselage is integrally constructed in carbon fibers and honeycomb. Five ribs further strengthen the self-supporting structure guarantee the rigidity of the fuselage system. The tail boom is made in carbon fibers materials and it is an extension of the same structure of the fuselage. The front zone of the fuselage is delimited by a firewall made of steel and strong enough to accommodate the engine mounts and associated bolts. The cabin is closed by folding Plexiglas canopy. The Plexiglas thermoformed windshield has been fixed to the cell through screws and allows for very good visibility outside; it has been redesigned with a more aerodynamic shape. The fuselage support the landing gear system and it’s special strengthened absorb vibrations, shocks and bumps that may be experienced during rough take off and landing. The two seats are made with composite matrix structure, fastened directly to the fuselage frame through screws. Each seat is adjustable and upholstered in a soft fabric material or optionally available in alcantara®. Both safety seat belts are securely fastened directly to the structure of the fuselage through bolts.
The empennages are constructed entirely in composite materials to guarantee lightness and structural rigidity. The fin is an integral part of the tail boom and is opportunely fixed to the rudder section. Rudder movement is achieved via two metal hinges especially designed and fixed directly to the composite structure. The elevator is a complete extension of the whole surface type and is frontally attached to the stabiliser through an oscillating support that is rigidly connected to the tail boom. The elevator includes a trim on pitch axis that is directly adjustable from the cockpit (optional electric control servo) and that eliminates the need for an anti-tab function. To avoid flutter the elevator have been provided with balancing counterweights. A special lower fin is fitted in the lower part of fuselage boom. The landing gear system is a fixed tricycle type with pivoting forward gear. The main gear is composed by two legs of rectangular section made of aluminium alloy type 2024 T3 and fixed to the fusolage by two bolts . An additional metal structure connects each leg to the longitudinal rib of the fusolage. The front gear is pivoting type, free to rotate during take off , landing and ground manouvres and is composed by a beam of aluminium alloy type 2024 T3 which acts as a spring. The two wheels of the main gear are made by aluminium alloy of the separable split-rim type. Each wheel comes with sealed bearings and tires with air chamber. The brakes are the disk type with hydraulic command positioned in the pedals and acting on main gear wheels. The steering front wheel is achieved by the rudder pedals. The wheel is made by nylon separable split-rim type, with sealed bearings and tire with air chamber. To reduce drag, wheels and legs are covered with fiberglass fairings. The aircraft is governable around three axes by the ailerons, the elevators and the rudder. The cloche, through rigid aluminium push-pull rods, controls the ailerons and elevators. Ailerons is designed to guarantee the differential command using hinges with spherical terminal that synchronises the whole command mechanism, ensuring a low friction and precise movement. Stainless steel cables connected to the pedals control the rudder. The elevator is provided with an automatic anti-servo tab that can be controlled by the trim on the pitch axis. The flaps are situated in the nearest part of the wing root. These are operated through an electric servo actuator and it is also provided with an indicator, positioned on the instrument panel that shows the angle of deflection measured in degrees.
Equipped with the powerful and appreciated Rotax 912 ULS, four cylinders, four stroke, reduction geared propeller with mixed air/water cooling system.
TEXAN LSA is supplied in a basic configuration with the followings flight and engine instruments:
Airspeed indicator
Turn coordination
Altimeter
Rate of climb indicator
Magnetic compass
RPM indicator
Flap position indicator
Two fuel level indicator
Two low fuel level warning lamps
Generator warning lamp
Oil pressure indicator
Oil temperature indicator
Fuel pressure indicator
Cylinders Head Temperature
Hour-meter
Exhaust Gas Temperature
Carburetor air temperature indicator.
2009 Price: 67500 EURO
The factory produced two versions of the Texan Top Class. The Texan Top Class 600 LSA and Texan 550 LSA. The 550 being the MTOW.
The 600C comes with a castoring nosewheel and toe brakes.
Texan – 1998
Engine: Rotax 912, 80 hp
Wing span: 9.4 m
Wing area: 12.8 sq.m
MAUW: 450 kg
Empty weight: 250 kg
Fuel capacity: 48 lt
Max speed: 260 kph
Cruise speed: 200 kph
Minimum speed: 65 kph
Climb rate: 4 m/s
Fuel consumption: 13 lt/hr
Seats: 2
TEXAN RG
Stall: 33 kt / 39 mph / 62 kmh
Cruise: 127 kt / 146 mph / 235 kmh
VNE: 151 kt / 174 mph / 280 kmh
Empty Weight: 282 kg / 622 lbs
MTOW Weight: 450 kg / 992 lbs
Climb Ratio: 1400 ft/min / 7,5 m/s
Glide Ratio: 15
Landing distance (50ft obstacle): 460 ft / 140 m
TEXAN TOP CLASS
Stall: 35 kt / 40 mph / 64 kmh
Cruise: 121 kt / 140 mph / 225 kmh
VNE: 135 kt / 155 mph / 250 kmh
Empty Weight: 275 kg / 606 lbs
MTOW Weight: 450 kg / 992 lbs
Climb Ratio: 1400 ft/min / 7 m/s
Glide Ratio: 14
Landing distance (50ft obstacle): 460 ft / 140 m
TEXAN 600
Stall: 38 kt / 43 mph / 70 kmh
Cruise: 113 kt / 130 mph / 210 kmh
VNE: 135 kt / 155 mph / 250 kmh
Empty Weight: 320 kg / 705 lbs
MTOW Weight: 600 kg / 1323 lbs
Climb Ratio: 1050 ft/min / 5 m/s
Glide Ratio: 14
The Revenge was designed to be a low-cost aircraft for flight training and sport flying. Powered by the Rotax 912, the Revenge is responsive, economical and easy to fly. With a very low approach speed it has good short-field characteristics and it is easy to land. In Italy the aircraft is classified as an ultralight. In collaboration with the university of Baylor, an alcohol-powered version of the 912 has been tested successfully.
Engine: Rotax 912, 80 hp
Wing span: 9 m
Wing area: 12 m²
MTOW: 450 kg
Empty weight: 280 kg
Fuel capacity: 35 litre
Maximum speed (Vmax): 230 km/h
Cruise speed (Vc): 210 km/h
Stall speed (Vs0): 58 km/h
Number of seats: 2
Fuel consumption: 12 l/h
Class: FAI-ML
