Piston

Aircraft Manufacturing Co Texas Bullet

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In 1950, Aircraft Manufacturing Co. acquired the rights to produce a refined four-seat version of the Johnson Rocket, which it called the Texas Bullet. The original Rocket was powered by a 185-hp four cylinder Lycoming engine; the Texas Bullet changed over to a Continental of the same rating. Also, the fabric covering of the Rocket was traded for an all-metal, flush-riveted skin, and a redesigned tail was added. The Bullet sported a top speed of 210 mph, a cruise speed of 183 mph, and a climb rate of 900 fpm.
Overall, the new refinements added only 100 pounds to the empty weight, and 50 pounds were added to the fully loaded weight. Exhaust gasses from the engine of the Rocket and Bullet were led into a unique “jet assist” cylinder below the fuselage. It was claimed that the device converted engine exhaust into useful thrust at speeds faster than 40 mph. Also, both aircraft made use of a Hartzell hydro-selective two-blade variable-pitch propeller.

Don Gabriel
My wifes Aunt and Uncle died in Va after he had bought a used Texas Bullet….an airline pilot wanted to buy it, met the relatives, Aunt and Uncle (owners) let the Airline pilot fly it and they rode along in it…..shortly after takeoff something happened and it went down in the woods short of the runway…..all were killed after it crashed and burned…..
I forgot to mention that at that time I held a Commercial Pilots License and had asked to fly that plane several times…..the relative who owned it said it scared him and he had not flown it prior to the crash…..he had years of flying planes he had owned but this one killed him and his wife along with the airline pilot….FAA never came out with a reason for the crash……..
November 2025

ADC Nimbus

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The ADC Nimbus was a British liquid-cooled inline piston aero engine that first ran in 1926. The Nimbus was developed from the Siddeley Puma aero engine by Frank Halford of the Aircraft Disposal Company, the goal was to develop the Puma to produce its intended power output which Halford eventually achieved. The Nimbus was further developed into an air-cooled version known as the ADC Airsix which did not enter production and was not flown.

Applications:

Airco DH.9
de Havilland DH.37
de Havilland DH.50
Nimbus Martinsyde
Vickers Vendace

Components:
Valvetrain: 1 inlet and 2 exhaust valve per cylinder
Fuel system: Carburettor
Fuel type: 74 octane
Cooling system: Air-cooled
Reduction gear: Direct drive, right hand tractor

Nimbus
Type: Six-cylinder, inline, liquid-cooled, upright piston engine
Bore: 6.0 in (152 mm)
Stroke: 7.5 in (190 mm)
Displacement: 1,150.3 cu in (18.85 L)
Length: 70 in (1,778 mm)
Width: 17.5 in (444 mm)
Height: 44 in (1,118 mm)
Dry weight: 670 lb (304 kg)
Performance
Power output: 305 hp (227 kW) at 1,450 rpm (takeoff power)
Specific power: 0.26 hp/cu in (12 kW/L)
Compression ratio: 5.4:1
Power-to-weight ratio: 0.46 hp/lb (0.9 kW/kg)

ADC Cirrus / Cirrus Aero Cirrus / Cirrus-Hermes Cirrus Blackburn Cirrus

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ADC Cirrus

The 4-cylinder ADC Cirrus engines were originally built by ADC Aircraft until Cirrus Aero Engines Limited was formed in 1927. The company became Cirrus-Hermes in 1931 when it was bought by the Cirrus-Hermes Engineering Company and later became the Cirrus Engine Section of Blackburn & General Aircraft Limited in 1934, and operated as a separate division until production ended in the post-World War II era.

Cirrus’s first product was the 90 hp (67 kW) Cirrus I, which passed its 50 hour type rating in 1925. It was the first air-cooled inline engine, a design by Frank Halford that proved extremely popular for light aircraft. The basic layout (using one cylinder bank of an ADC Airdisco V-8 engine) was quickly copied by a number of other manufacturers. Later versions named the Cirrus II, and Cirrus III were produced each with slightly greater displacement, and power (Cirrus II – 85 hp, Cirrus III – 90 hp).

September 1948

The next model line, Cirrus-Hermes I, II, and IV were produced ranging in power from 105 hp to 140 hp depending on type. The later Cirrus engines were designed to run inverted.

Jan 1949

In 1949 Blackburn and General Aircraft Ltd extended the major inspection of the Cirrus Minor II from 300 hours to 400 hours.

Gallery

Variants:
Cirrus I (1925)
Cirrus II (1926)
Cirrus III (1929)
Cirrus IIIA (1933)
Cirrus-Hermes I (1929)
Cirrus-Hermes II (1930)
Cirrus-Hermes IIB (inverted) (1931)
Cirrus-Hermes IV (1930)
Cirrus-Hermes IVA (1929) Inverted engine

Applications:

Cirrus I
Avro Avian
Avro Baby
de Havilland DH.60 Moth
Short Mussel
Westland Widgeon

Cirrus II
Avro Avian
de Havilland DH.60 Moth
de Havilland DH.71 Tiger Moth
Piaggio P.9
Short Mussel
Westland Widgeon
Bloudek XV Lojze

Cirrus III
Avro Avian
Blackburn Bluebird
Cierva C.17
de Havilland DH.60 Moth
de Havilland DH.71 Tiger Moth
Dudley Watt D.W.2
Klemm L.26
Klemm L.27
Short Mussel
Simmonds Spartan
Spartan Arrow
Westland Wessex
Westland Widgeon

Cirrus IIIA
Miles M.2 Hawk

Cirrus-Hermes I
Avro Avian
Blackburn Bluebird
de Havilland DH.60 Moth
Desoutter I
Hawker Tomtit
Hendy 302
Parnall Elf
Saro Cutty Sark
Simmonds Spartan
Southern Martlet
Westland Wessex
Westland Widgeon

Cirrus-Hermes II
Avro Avian
Blackburn Bluebird
Desoutter I
Spartan Arrow
Spartan Three-Seater
Westland Widgeon

Cirrus-Hermes IIB
Arrow Active
BFW M.23
Klemm L.27
Koolhoven F.K.44
Koolhoven F.K.45
Spartan Three-Seater

Cirrus-Hermes IV
Avro Cadet
Hendy 302
Miles M.2 Hawk
Percival Gull
Spartan Cruiser
Spartan Three-Seater

Cirrus-Hermes IVA
Avro Club Cadet
Blackburn B-2
Blackburn Segrave

Specifications:

Cirrus I
Type: Inline, air-cooled, upright 4-cylinder piston engine
Bore: 4.13 in (105 mm)
Stroke: 5.12 in (130 mm)
Displacement: 274.36 cu in (4.5 L)
Length: 45.8 in (116.3 cm)
Width: 18.26 in (46.4 cm)
Height: 34.3 in (87.1 cm)
Dry weight: lb ( kg)
Valvetrain: 1 inlet and 1 exhaust valve per cylinder
Fuel system: 1 Claudel carburettor
Fuel type: 70 octane
Cooling system: air
Power output: 60 hp ( kW)
Compression ratio: 4.7:1

ADC Nimbus Martynside

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In 1926, John Kenworthy developed a single-seat fighter based on the F.4 Buzzard but utilising a 330 hp A.D.C. Nimbus six-in-line water-cooled engine. Referred to as the “Nimbus-Martinsyde”, with an essentially similar airframe to the Buzzard, it featured modified vertical tail surfaces with a horn-balanced rudder and revised aft upper fuselage decking. Its intended armament was two synchronised 0303-in (7,7-mm) Vickers machine guns, but these were never installed. Two prototypes were built and flown, both participating in the King’s Cup Air Race on 9-10 July 1926, and in 1927, the first prototype was modified with faired undercarriage legs and cylinder head fairings. No orders were placed for the Nimbus-powered aircraft and both prototypes were scrapped.

Engine; ADC Nimbus, 330hp
Span, 32 ft 9 in (9,98 m)
Length, 26 ft 10 in (8,18 m)
Height, 9 ft 6 in (2,89 m)
Wing area, 320 sq ft (29,73 sq.m)
Empty wt; 2014lbs, 914kg
Loaded wt; 2665lb, 1209kg
Max speed sea level, 150mph, 241 kph at sea level
Climb to; 10,000ft: 7min 30sec
Climb to 15,000ft: 14min
Climb to 20,000ft: 25min
Service ceiling; 23,500ft
Endurance: 2.5hrs

ADC 1

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With the liquidation of the Martinsyde Company in February 1924, and the acquisition of its stores, stocks and goodwill by the Aircraft Disposal Company (A.D.C.), development of the Buzzard continued under the design leadership of John Kenworthy. This resulted in the A.D.C.1, which was fundamentally an F.4 Buzzard airframe with a 380 hp Armstrong Siddeley Jaguar radial engine. The prototype A.D.C.1 was first flown on 11 October 1924, subsequently participating in the 1925 and 1926 King’s Cup races, and considerable foreign interest was displayed in the type. In the event, only one order for the A.D.C.1 materialised, from Latvia and comprising eight aircraft which were delivered in 1926, at least two of these surviving until 1938.

Engine, Armstrong Siddeley Jaguar radial, 380 hp
Span, 32 ft 9 in (9,98 m)
Length, 25 ft 0 in (7,62 m)
Wing area, 320 sq ft (29,73 sq.m)
Empty weight, 1,865 lb (846 kg)
Loaded weight, 2,650 lb (1202 kg)
Max speed, 163 mph (262 km/h) at sea level
Time to: 5,000 ft (1525 m), 2.42 min
Time to 10,000ft: 5min 30sec
Time to 15,000ft: 17min 30sec
Service ceiling; 27,000ft
Armament: two synchron¬ised 0.303-in (7,7 mm) Vickers guns

Aircraft Designs Star*Kraft / Star-Kraft Star Kraft

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One of the largest aircraft designed by Martin Hollmann at Aircraft Designs was the 7,000 pound gross weight Star*Kraft which was powered by two 350hp Teledyne Continental 550A, water cooled, pusher/tractor Voyager engines. The aft propeller was connected to the engine through a drive shaft.

First flying in January 1995, the one built, N700SK, was also tried with 500hp Orenda 600 engine.

The 1997 projected 700-SE was a single-engine version of the 700.

700
Engine: two 350hp Teledyne Continental 550A
Max speed: 403 mph
Cruise: 345 mph
Range: 1520 mi
Seats: 8
Undercarriage: retractable

Aircraft Designs Stallion

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Aircraft Spruce is a prime supplier of materials & components used in the Stallion kits utilising the same landing gear and basic wing as the Lancair IV.
The Stallion will carry 6 people and or/cargo (1,600 lb useful load) over a long distance, with a cruise speed of 200+ knots at 9,000 feet, the Stallion burns 13.8 gph of fuel for 16.7 miles/gallon, with 180 gallons. For loading, a large 74 inch by 36 inch removable panel is located on the right side. Normal access is achieved from the left side, clamshell door. The pilots seat is moved forward to allow easy access to the back seats and it is moved back to allow access to the pilot and copilot seat. The top of the left door hinges up to allow taxing with the left door open and the bottom door hinges down and provides a step for both the back and front seats.
All seats are attached with quick release pins and can be removed in seconds for carrying cargo. Some of the other features of the high wing include reduced aerodynamic drag compared to low and mid wing aircraft and gravity fuel feed.

Stallion
Engine: Continental IO-550-G, 230 hp
HP range: 180-350
Speed max: 260 mph
Cruise: 237 mph
Range: 2600 sm
Stall: 67 mph
ROC: 1600 fpm
Take-off dist: 1200 ft
Landing dist: 700 ft
Service ceiling: 28,000 ft
Fuel cap: 180 USG
Weight empty: 2200 lb
Gross: 3800 lb
Height: 9 ft
Length: 25 ft
Wing span: 35 ft
Wing area: 190 sq.ft
Seats: 6
Landing gear: nose wheel

Stallion
Engine: IO-550-G, 300 hp @ 2700 rpm.
Propeller: McCauley or Hartzell, 3 bladed, constant speed.
HP range: 180-350.
Wing area: 140 sq.ft
Seats: 6
Cockpit width: 49 inch
Landing gear: nose / retractable
Gross landing weight: 3,800 lb
Empty weight: 2,200 lb
Payload: 1,100 lb
Fuel Capacity: 180 USG
Span: 35.00 ft
Flaps: Full Slotted
Length: 25.0 ft
Height: 9.50 ft
Cabin width: 49.00 inch
Stall speed, with flaps: 62 kts/71 mph
High speed cruise @ 2500 rpm: 200 kts/235 mph
Maximum speed @ 2700 rpm: 220 kts/253 mph
Rate of climb: 1,600+ fpm
Take off roll (with 10 deg. flaps): 1,800 ft
Range: 2,200 nautical miles

Aircraft Designs Inc / Hollman Gyrobee

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It was decided to build and aircraft that was very much like the Bumblebee, but constructed using as much in the way of standard ultralight parts and over-the-counter gyroplane components as possible. The result was the Gyrobee, which first took to the air in June of 1990 and debuted in the pages of Rotorcraft magazine in the October-November 1990 issue.
The Gyrobee had a low-rotor disc loading as its core concept, which allows it more decent performance on 40 hp, and the designer planned for a 215-pound pilot. A single seat open frame autogyro with the frame bolted together, the engine used is the 40 hp Rotax 447, Prop: 60” x 38” 2 blade laminated maple (LEAF), and Rotordyne 25’ x 7 3/8” bonded aluminium rotor blades.
The Gyrobee is a non-commercial model whose plans were available for free download on the Internet at http://taggart.glg.msu.edu/gyro/gbplans.php, consisting of 126 pages of text and drawings.
Aerotec, Inc. is a separate company that sets airframe kits and engines based on the Gyrobee plans.

Engine: Rotax 447, 40 hp
Prop: 60” x 38” 2 blade laminated maple (LEAF)
Rotor blades: Rotordyne 25’ x 7 3/8” bonded aluminium
Width: 7’8”
Height: 8’
Length: 12’
Empty wt: 246 lb
Useful load: 250 lb
Gross wt: 496 lb
Take-off Run: 600-800 ft
Minimum Level Flying Speed: 8-9 mph
Best Climb Airspeed: 35 mph
Cruise Airspeed: 45-50 mph
Maximum Level Flight Airspeed: 60 mph
Maximum Rate-of-climb: 750 fpm
Endurance: 60 min (10 min. reserve)
Flight Range: 45-50 miles (no wind, 10 min. reserve)

Aircraft Designs Inc / Hollman Bumble Bee

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In 1984 the world’s first ultralight gyroplane made its debut in the pages of Ultralight Aircraft magazine. This was Martin Hollmann’s Bumblebee. Hollman had originally planned to market Bumblebee kits, but only a small run had been produced.
A single seat open frame autogyro with an airframe of bolted 2×2 aluminium tubing and a simplified rotor head. Big enough for a large pilot, the plans sold for US$200 in 2001 and US$250 in 2009.
Able to take either a 40-hp Rotax 447 or a 38.5-hp Kawasaki engine, the take-off distance is 230 ft on a calm day and useful load is 270 pounds.

Engine: Rotax 447, 40 hp
Prop: 66” x 68” wood
Rotor blades: 23’ x 7” aluminium/composite
Disk area: 415 sq.ft
Width 7’4″
Height 7’8″
Length 12′
Empty Weight 230 lbs
Useful Load 300 lbs
Gross Weight 500 lbs
Fuel cap: 5 USG
Min Speed 10 mph
Cruise 40 mph
Top Speed 70 mph
Range: 65 sm
Service ceiling: 16,000 ft
Seats: 1
Landing gear: nose wheel

Engine: Rotax 503, 52 hp
Rotor span: 7 m
MAUW: 230 kg
Empty weight: 115 kg
Fuel capacity: 20 lt
Max speed: 150 kph
Cruise speed: 90 kph
Minimum speed: 25 kph
Climb rate: 5 m/s
Seats: 1
Fuel consumption: 15 lt/hr