Piston

Air Force Aircraft Manufacturing Factory XP-1         

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This aircraft seems to have drawn inspiration from the Vought Corsair and contemporary Japanese fighters. The XP-1 had the rear fuselage cut down, assumable to give a good all-round view for the pilot. It also had a rather peculiar wing, which was both bent and swept forward, to quite a strong degree apparently.

The XP-1 was designed in 1942 by Constantin Zakharchenko and built in Guiyang in 1944. with fixed undercarriage, The XP-1 was powered by one 1,200 hp Wright Cyclone R-1820-71 from A C-49D. It had wood/plywood inverted-swept wings, with automatic flaps, and the fuselage was built in steel tube/fabric.

Completed at some point in 1944, it reportedly first flew in January 1945.

And on this first flight its engine, which was supposedly recovered from a crashed C-47, failed and the aircraft crashed. A second prototype is reported to have been under construction at the time but cancelled after this and the program scrapped.

The chaos of the Chinese Civil War seems to have destroyed most traces of the XP-fighters and all that remains of them are a few snippets.

Engine: 1,200 hp Wright Cyclone R-1820-71
Wingspan: 12.10 m
Length: 8.72 m
Max weight: 2,930 kg
est.Max speed: 580 kph
Armament: two 12.7 mm machine guns

Aero-Works Aerolite-103

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A kit built ultralight featuring aircraft grade aluminum tube, steel tube and fabric construction. There is a Kwik Kit for the Aerolite 103. The jig built air frame comes 100% complete with everything needed to fully assemble and finish your new Aerolite 103. The Aerolite’s airframe features Aircraft Grade aluminum tubing, hardware, bolts, rivets, and professionally welded 4130 steel components throughout it’s construction. The exposed aluminum tubing is clear anodized for cosmetic appearance and protection from the elements. The 4130 steel components are both primed and finished in Aerolite Trim Black.
Single seat, high wing, with trigear, the fuselage comes completely framed and includes several items such as the seat, 4-point safety harness, fuel-tank and engine mounts already installed. The fuselage needs only the wheels, windshield, engine, prop, gauges, and flying instruments to complete. The wing panels and all flying surfaces are completely built and are ready for covering. The wing struts and tail-boom assemblies are pre-built and only require final adjustments during the final assembly of the airframe. Pre-sewn Dacron covers slide onto the pre-built flying surfaces and the covers are secured to the air frame by a combination of zippers, quick latch straps and wing rib battens. The wing ribs are inserted into pre-sewn pockets inside the wing covers.
The control surface set up and final rigging is made easy by using the supplied push-pull stainless steel cables that securely lock into place, and with only the final adjustments needing to be made.
Normal Take-Off uses full throttle, accelerating to 30 mph, rotate, and climb at Vy 45 mph. A Short Field Take-Off uses 15 – 20 degrees of flaps and climb at Vx 40 mph. Cruise Flight is at 45 – 63 mph indicated airspeed.
Normal Landing involves 45 – 50 mph on final and wheels touch down at 30 mph.
Short Field Landing or Landing Over an Obstacle uses 30 – 40 degrees of flaps and a minimum 40 mph from base to final. Maintain 40 mph on final and wheels touch down at 30 mph.

Engine Power Requirements: 28 hp. – 50 hp.
Reduction: Cog Belt / B-model gearbox / ratios 2.5/1, 2.58/1, 2.6/1, 3.0/1
Empty Weight: 252 lb – 300 lb
Gross Weight: 600 lb.
Rec. Gross TO Wt: 450 lb-525 lb
Wingspan: 26ft 10in
Wing Loading @ Gross Wt: 4.8 lb. / per sq. ft.
Wing Area: 124 sq. ft.
Propeller Maximum Diameter: 63″
Design Load Limits: +4 / -2
Stall Speed: 26 mph – 35 mph
Cruise Speed: 45-63 mph
Top Speed: 63-70+ mph
Rate of Climb: 800-1000 fpm
Sink Rate: 350-400 fpm
Glide Ratio: 9:1
Roll Rate 45 deg-45 deg: 2.5 seconds
Take-Off Distance: 100-200 ft
Landing Distance: 100-200 ft
TO dist (50ft obstacle): 300 ft / 91 m
Landing distance (50ft obstacle): 300 ft / 91 m
Fuel Capacity: 5-6 US gallons
Endurance: 1.5 – 2.5 hrs.
Fuel Consumption: 2-4.5 USG/.hr
Range: 80 – 120 sm
Vne: 65 kt / 75 mph / 121 kmh
Va (design maneuvering speed): 50 mph
Vfe (maximum flap extend speed): 70 mph (0 – 40 degrees)
Vy (best rate of climb speed): 45 mph
Vx (best angle of climb speed): 40 mph
Vr ( take-off rotation speed): 30 mph
Maximum Crosswind Component: 15 mph
Maximum Wind Speeds: 25 mph
Maximum Bank Angle: 45 degrees
Maximum Pitch Angle (up & down): 30 degrees

Aerolite 103 (1996)
Engine: 35 hp 2si
Wing span 26.8′
Length: 17′
Height: 6′ 5″
Wing area: 124 sq/ft
Empty weight: 250 lb
Useful load: 270 lb
Cruise speed: 55 mph
Stall speed: 28 mph
Structural limits: +4Gs, -2.8 G
Steerable nose wheel

Aero Wood Specialties Avocet 1-A

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This 4-seat amphibian was a design of a company name Aero Wood Specialties, Inc. and work started around 1993. The aircraft had a largely all composite materials construction and the first example (a Model Avovet 1-A with a 300hp Lycoming IO-540-K1D5 engine) was under construction when the project was halted, possibly in/around 1998 and consequently the prototype was never completed.

Engine: Lycoming IO-540-K1D5, 300 hp.
HP range: 240-350.
Wing span: 39 ft.
Wing area: 185 sq.ft.
Height: 10.75 ft.
Length: 26.25 ft.
Weight empty: 1960 lbs.
Gross: 3520 lbs.
Speed max: 165 mph.
Cruise: 155 mph.
Range: 900 sm.
Stall: 53 mph.
ROC: 1200 fpm.
Take-off dist: 700 ft.
Landing dist: 1200 ft.
Service ceiling: 16,500 ft.
Fuel cap: 100 USG.
Seats: 4.
Landing gear: retractable nose wheel amphibian.

AeroVolga LA-8

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LA-8C

The AeroVolga LA-8 8 seat amphibious aircraft has its origin with the Chaika L-6, first flown in 2000, and its immediate successor the L-6M, promoted by AeroVolga and first flown in 2001. Both of these were twin engine, V-tailed amphibious aircraft, the latter differing in its hull design, undercarriage and maximum take-off weight. Chaika developed the L-6M into the L-4 and AeroVolga developed it into the LA-8. These are very different designs: the LA-8 has a T-tail and is some 25% longer than the L-4, with tricycle gear.

The LA-8 is largely built from plastic foam and PVC filled glass fibre sandwich. Its wing is divided into watertight compartments. The amphibian is a cantilever high wing monoplane with straight tapered wings; most of the sweep is on the trailing edge. First flown on 20 November 2004, the prototype originally had downturned wing tips but these were replaced with extended upturned tips by 2006 and by early 2011 a later aircraft had winglets which extended both above and below the tips. There is no dihedral. Its twin engines are placed above and ahead of the wing leading edge, as close to the centre-line as the clearance between propeller and fuselage allows. The prototype was powered by two LOM M337AK air-cooled six-cylinder supercharged inverted inline engines.

The basic version of the power plant (C-version) is two piston engines LOM PRAHA M337C-AV with take off power 235 HP. The engines are equipped with supercharge and timing fuel injection system. Time between scheduled maintenance of engines is 100 hours, motor oil replacing time is 200 hours.

The LA-8L variants have 175 kW (235 hp) Lycoming IO-540 air-cooled flat-sixes. Turboprop engines are TP-100 (250 HP) or АI-450 (300 HP).

First prototype in 2008, with upturned tips

The two step hull is also subdivided into watertight compartments. Two fixed underwing stepped floats at about 75% span stabilize the aircraft on water. The cabin is under the wing, with two long continuous transparencies, one on each side plus two shorter panels in the main entry hatch in the rear roof behind the trailing edge. There is seating for eight, including one or two pilots. The LA-8’s T-tail has a slightly tapered, straight edged, swept fin with a sub-fin extension; both the rudder and the single piece, externally mass balanced elevator have electrically actuated trim tabs.

The LA-8 has a tricycle undercarriage with mainwheels retracting into the fuselage sides and the nosewheel retracting rearwards. A ballistic parachute is an option.

The aircraft has a composite high wing, with T-shaped stabilizer. The main fuel tanks with a capacity of 455 liters (for RS-version – 1 400 liters) are located in the wing of the aircraft. For C-version and L-version it is possible to install the additional fuel tanks in winglets, with total capacity 100 liters.

Two mooring rings are located on the lower surface of the wing, one – in the nose part, one – on the aft. Two cleats are located near the hatch. The cleats can be either fixed or retractable into frame.

There are four knots on the top of the aircraft, for which the aircraft can be lifted by crane onto the deck of the ship and the dock with using a standard four-point brace. The aircraft can be equipped with lifting eye bolts and two sling-adapters.

Ground power unit (GPU) is plugged to the standard onboard socket and allows starting the engines and charging on-board batteries.

The landing/taxi LED lights cluster is installed in the left wing. The quad xenon land light is installed in the right wing. The navigation lights (left and right) are located in the winglets, in the tail part of the fuselage the tail light and anti-collision light are installed, on the fin tip is located the parking light switched on in the water.

Landing gear is tricycle type, with the nose strut. Wheel suspension is wishbone, with gas-fluid absorbers. For manufacture of landing gear it is used special high-quality stainless steel and special coverings with high resistance to seawater. The specially designed landing gear allows to land on unpaved ground. The landing gear retraction/extension is performed by hydraulic drive; emergency main struts extension is performed under its own weight, the nose strut extension is performed by backup pneumosystem.

The emergency extension of all struts is performed under their own weight in RS-version. The working of hydraulic system and emergency pneumosystem is controlled by two pressure gauges mounted on the pilot’s instrument panel.

Indication of the landing gear position is designed specifically for amphibian aircraft, when landing on the water surface is performed with retracted landing gear. So the position of retracted landing gear is displayed as bright-blue color, extended – as yellow color. The additional visual control of position of the landing gear can be made by using panoramic mirrors located on the floats.

For controlling the aircraft when moving on water the different engine thrust or reverse thrust is used, for controlling the aircraft movement on land – separate braking wheels. The brakes are hydraulic, on control pedals. Both main wheels can be stopped by parking brake.

Control of the aircraft is possible from the right or left pilot’s seats which are equipped with control columns and pedals. For locking the elevators and ailerons when standing the safety pin with red marker is inserted into the control column support.

Autopilot is controlled from the central instrument panel and the button of autopilot emergency cutoff is on the control wheel. Control of engines, propellers and trimmers are located on the centre console between pilots.

Engine control levers allow operate as straight thrust as reverse thrust. In order to prevent the propellers transition to reverse mode during flight engine, control console is equipped with computer controlled reverse lever lock disabling reverse activation at speed over 100 km/h and more than 1 400 RPM.

Flaps are controlled by electric drive. The flaps position is controlled by indicator or visually. RS-version of the aircraft normally (other versions – optional) is equipped with automatic follower-up control system of the flaps, where required flap angle from 0 to 40 degrees is set by flap position selector, after that automatic equipment set the flaps into appointed position.

Pilot’s seats have a system of longitudinal movement which provides comfortable seating and adjustment for pilots which are from 160 to 200 cm in height. For convenient seat adjustment the handrail is mounted in the cabin. The design of the seat pan allows using individual anatomic cushion.

The main access door is located in the top tail part of fuselage and designed to provide boarding the aircraft as well on land as in water. The hatch opens up. The dimensions of hatch allow to load long-measuring freight and as well a patient on special stretcher. Gas jacks provide easy hatch opening and closing and locking device – fixing the hatch opened. Hatch lock mechanism provides a two-level protection against accidental opening, allowing, at the same time, almost instantaneous opening hatch, both inside and outside. To access to the cabin is used embedded folding ladder, the design of which allows, if necessary, to climb back on board for swimmers.

There are two emergency exits on left and right sides. Sliding transparent vents are embedded in windshield of hatches. At the top of the cabin there is the access hatch. The windscreen of the cabin is made from acrylic (PMMA) plastics, with improved athermical properties. The windshield is able to stand standard bird strike. The left windscreen of pilot can be equipped with electrical defrost heating for deicing and besides the left windscreen can be equipped with washer which feed water to remove salt stains.

In the cabin up to eight seats can be installed with two pilot seats included. The rear seats have fold-back and lockers under the seat pan. Each seat is equipped with a mandatory safety belt system.

Above each seat individual lighting, adjustable air ball vent and intercom are installed.

For baggage there are two storage compartments – in the nose of the aircraft and in the rear part of the cabin. For small items there are special pockets and niches. The aircraft LA-8C-RS can be equipped with lockable luggage racks.

The aircraft is equipped with two bilge pumps. De-icing system includes electric system of heating the pitot tube, the stall warning indicator, the left pilot windshield, the propeller and the leading edges of wing and tail. Using the M337C-AV engines with compressors and dispersed fuel injection allows eliminating such a dangerous effect as icing the intake system of the engine.

The aircraft is equipped with a speed computer-analyzer which prevents the reverse activation at speed exceeding 100 km/h, as well as the landing gear retraction at speed below 100 km/h. If necessary to retract or extend the landing gear at slow speed (for example on the water or at maintenance works) the lock should be turned off by special switch.

Each propeller is equipped with a centrifugal lock, making it impossible to shift the propeller blades to reverse at 1,400 RPM. Thus to prevent accidental reverse activation in flight there is backup locking system.

Basic power plant is based on the two engines LOM PRAHA M337C-AV with take-off power 235 HP and continuous power of 210 HP each. Each engine has six cylinders in line (capacity of 6 liters, 366 cubic inches). The engines are invert. Such design of the engine provides the minimum aerodynamic resistance of power plant. The engines are equipped with mechanical superchargers and keep power to altitude of 1 200 m. Also the engines are equipped with timing fuel injection which provides record low fuel consumption up to 0,195 kg (kw/h) and have automatic altitude fuel-air mixture correction

The German propeller MTV-12-D-C-F-R(M)/CFR190-53 with constant speed, hydraulic control, reverse and feathering are installed.

The aircraft can be equipped with LYCOMING 540 of 235HP to 300HP, as well as turboprop TP-100 or AI-450 engines with propellers “AVIA” or MT.

In case of using LYCOMING engines it is possible to install HOFFMAN V-123 propellers with increased starting thrust.

The aircraft can be equipped with auxiliary power unit with generator of 1 500W to increase the independency of the aircraft.

The main electrical network of the aircraft is DC 27V. Energy supply is DC generators. Basic battery of 24V/16 Ah or also the battery of 24V/20 ah can be installed.

Power supply of power-consuming devices such as de-icing devices is performed by AC 42V from the additional generators mounted on the engines. To be able to connect devices with a voltage of 12V can be installed static converter with power up to 250 W.

The main flight instrument is GARMIN G500 avionics display system certified for multiengine piston aircrafts with take off weight up to 5 700 kg and flight altitude up to 6 000 m. The display consists of two monitors.

For better maneuverability of the aircraft on the water is provided the small boat engine installation.

The design of the aircraft allows its quick (within 15 minutes) transformation from a passenger (main) version into cargo version. On the rails of the floor are installed strapping shoes for mooring cargo or cargo mash. Re-equipment of the aircraft is performed from passenger modification into air ambulance less than 30 minutes.

The design of the wing (version RS) allows to mount two underwing containers weighing up to 150 kg each.

It is possible to deliver LA-8 as hydroplane with fast mounted undercarriage (mounting and dismantling take not more 10 minutes) and removable ski set for winter operation. The useful load of LA-8H is 1180 kg (1215 kg for RS-version).

SPU “AeroVolga” offers a unique modification of the fire-monitoring aircraft LA-8 FF (2 person crew) with the possibility of taking onboard 1000 liters of water in the planing mode, water drop (foam-water mixture) during 2 sec from the altitude up to 5 m at speed of 180 km/h and duration for fire monitoring up to 5 hours.

The patrol modification of the aircraft based on LA-8C-RS with radio and video monitoring set of surrounding area can stay in the air up to 14 hours with crew of 4 people. The crew is provided by dry closet, galley and a place for rest for one person as well as multi-channel communication protected system

The first-aid modification of the aircraft based on LA-8C-RS with medical equipment weighing up to 180 kg allows two doctors to resuscitate a patient (injured) during the flight up to 5 hours (1000 km).

In 2013 the aircraft are delivered with airworthiness certificate under FAP-118 Russian Federation at the moment.

The LA-8 first prototype flew for the first time on 20 November 2004 with test pilot M.M. Emanov. The first production aircraft flew in August 2006 and the first Lycoming powered machine was completed in mid-2010.

In 2006 the aircraft was modified with series 37 engines: М-337C with power increased by 25%, and specific fuel consumption reduced by 15%. In 2008 the Lycoming 540 (235 h.p.) engine was integrated.

The first flight tests of the LA-8 were carried out successfully. Takeoff from water showed good characteristics: exit to the glideslope is 45 km/h, take-off is 90 km/h, the length of takeoff of an empty plane is 200 meters. Prototyprs 1 and 2 conducted more than 200 hours of factory flight tests.

Certification works are carried out according to Russian aviation rules (АR-23,21) correspondent to international FAR; JAR.

By mid-2012 six LA-8s had been produced for customers as well as the three prototypes. Two were with Russian operators, one flying around Lake Baikal and the other on Lake Seliger. Two went to an operator in Montenegro. Another five have been sold to Rimos Ltd for work in the Persian Gulf; by July 2012 two of these had been delivered.

Seagoing ability allows operating with wave height up to 0,6 m. Minimum length of runway is 400 m. Runway absolute altitude up to 1 500 m for piston version and 2 500 m for turboprop version.

Variants:

LA-8C
Baseline version powered by 2x 175 kW (235 hp) LOM Praha M-337C-AV01.

LA-8L
2x 175 kW (235 hp) Lycoming IO-540B4B5 engines.

LA-8C-RS
Long range version of LA-8C, powered by 2x 175 kW (235 hp) LOM Praha M-337C-AV01.

LA-8L-RS
Long range version of LA-8L, 2x 175 kW (235 hp) Lycoming IO-540B4B5 engines.

LA-8HC
Flying boat / Hydroplane / skis based on the LA-8C

LA-8HL
Flying boat / Hydroplane / skis based on the LA-8L

LA-8LDM
High specification variant.

LA-8FF
Fire-fighting variant.

Specifications:

LA-8
Length: 36,42 ft
Wing length: 46 ft
Ramp height: 11,15 ft
Maximum width of fuselage: 6,56 ft
Track of landing gear: 6 ft
Wheelbase of landing gear: 11,23 ft
Wing area: 217,4 sq.ft
Maximum takeoff weight: 5997 lb
Maximum useful comercial load: 1764 lb
Maximum fuel capacity (ferrying): 396,3 gal
Maximum altitude: 14760 ft
Maximum allowable speed: 189,5 ktas
Maximum speed of horizontal flight: 170,9 ktas
Cruise speed (economy): 146 ktas
Range (payload 1764 lb): nm (max)
Range max: 2160 nm
Endurance (max tow): 5,6 hr
Rate of climb: 787-1181 ft/min
Runway length land (max t.o.w.): 1148 ft
Runway length water level (max t.o.w.): 1476 ft
Landing speed (at maximum weight): 53 ktas
Maximum overload: +3,8 -1,9G
Passenger Cabin length: 11,32 ft
Passenger Cabin width: 5,381 ft
Passenger Cabin height: 4,068 ft
Cabin capacity: 130,7 cu.ft
Maximum length of cargo: 14,53 ft
Front upper access door: 1,47 х 1,90 ft
Rear upper access door: 5,545 x 4,232 ft
Emergency doors (left, right): 2,23 х 2,23 ft

LA-8C
Empty weight: 1 685 kg
Maximum take-off weight: 2 720 kg
Maximum useful load: 1 035 kg
Range 630 kg payload opt tip tanks: 1 400 km

LA-8C-RS
Engines: 2x 175 kW (235 hp) LOM Praha M-337C-AV01.
Empty weight: 1 650 kg
Maximum take-off weight: 2 720 kg
Maximum useful load: 1 070 kg
Maximum range: 4 000 km

LA-8L-RS
Engines: 2 × Lycoming IO-540B4B5 air-colled flat six, 175 kW (235 hp) each
Propellers: 3-bladed Hoffman HO-V123K, 1.95 m (6 ft 5 in) diameter
Length: 10.80 m (35 ft 5 in)
Wingspan: 15.00 m (49 ft 3 in)
Height: 3.14 m (10 ft 4 in)
Wing area: 22.10 sq.m (237.9 sq ft)
Airfoil: P-lll-15
Empty weight: 2,000 kg (4,409 lb)
Gross weight: 2,720 kg (5,997 lb)
Maximum speed: 259 km/h (161 mph; 140 kn)
Cruising speed: 220 km/h (137 mph; 119 kn) normal
Stall speed: 86 km/h (53 mph; 46 kn) power off, flaps down
Service ceiling: 5,000 m (16,404 ft)
g limits: +3.8/-1.9
Take-off run, land: 350 m (1,149 ft)
Take-off run, water: 450 m (1,477 ft)
Crew: One or two
Capacity: max 7 passengers.

Aero Vodochody Ae-45 / 145 / Super Aero 145

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Super Aero 145

Development began 1946 and was accomplished by the technical designers Jiři Bouzek, Ondřej Němec and František Vik. The design bears a superficial resemblance, viewed nose-on, to the German Siebel Si 204 which, among other German aircraft like the Messerschmitt Bf 109, were produced in Czechoslovakia while under German occupation. The prototype (registered OK-BCA) flew for the first time on 21 July 1947 and the second, registered OK-CDA, one year later. Flight testing ran without incidents and the type was released for series production in 1948. The model number of “45” was not a continuation of Aero’s pre-war numeration scheme, but a reference to the 4/5 seats in the aircraft.

The Aero 45 had a sleek, teardrop-shaped fuselage, with a rounded, extensively-glazed nose affording excellent visibility. It had a low wing on which the engine nacelles were mounted, and a conventional tail. The main undercarriage was retractable but the tailwheel was fixed.

Super Aero 145

Ae-45 prototypes were widely advertised abroad. In August 1949 Jan Anderle won the Norton Griffiths Race in Great Britain (Ae-45 registration OK-DCL). They also set several international records. As a result, apart from Eastern Bloc countries, the plane was also bought by Italy and Switzerland.

45S

On 10–11 August 1958 Dr. Pier Paolo Brielli flew an Italian Ae-45 3000 kilometers from South America to Dakar across the southern Atlantic (as the first Czechoslovak-built aircraft). In 1981 Jon Svensen flew Ae-45S (390 sold) from Europe to the USA.

Ae-45S Super Tourer

This type was used in Czechoslovakia and was exported to the People’s Republic of China, East Germany, France, Hungary, Italy, Poland, Romania, Soviet Union and Switzerland. Hungary was a major customer, where the aircraft was known as the Kócsag (Hungarian: “Egret”).

Aero Vodochody produced the aircraft in 1947–1951, after which the Let Kunovice rolled out these planes until 1961. In 1958 the Ae-45S became the first Czechoslovak plane to cross the Atlantic Ocean. It was the first product of the nation’s postwar aviation industry and proved a great success, with many of the 590 produced being exported.

Among operators were Interflug (4), Hungarian Police and Hungarian Air Ambulance Service, LOT Polish Airlines operated three Ae-45 in 1952–1957, Polish Air Ambulance Service operated Ae-45 and Ae-145, Aeroflot, Aeroclub Ajdovščina, Vietnam Civil Aviation Department – later as Vietnam Civil Aviation (now Vietnam Airlines), East German Air Force, Hungarian Air Force, Romanian Air Force, and Czechoslovakian National Security Guard. The Czechoslovak Air Force operated aircraft under designation K-75, for liaison purpose, and the Indian Air Force operated a single aircraft gifted by the Czech government

In the People’s Republic of China the People’s Liberation Army Air Force operated license-built Suingari-1 variant. The Vietnam People’s Air Force operated three Ae-45 from 1956 (acquired from China).

Variants:

Aero 45
irst production version built in Aero factory.
200 built between 1948 and 1951.

Aero 45S “Super Aero”
Improved variant produced by Let in Kunovice factory, among others with better navigational equipment.
228 aircraft built between 1954 and 1959.

Aero 145
Version with engines changed to supercharged Motorlet (Walter) M332
Produced later as Avia M332s.
This version was developed and built by Let
162 aircraft built between 1959 and 1961.
Engines: 2 × Avia M 332-III, 100 kW (140 hp) each
Propellers: 2-bladed Type V410, electrically-operated metal 4-position variable-pitch
Propeller diameter: 1.9 m (6 ft 3 in)
Wingspan: 12.25 m (40 ft 2 in)
Wing area: 17.1 sq.m (184 sq ft)
Airfoil: Aero No.58-64
Length: 7.77 m (25 ft 6 in)
Height: 2.3 m (7 ft 7 in)
Empty weight: 960 kg (2,116 lb)
Gross weight: 1,500 kg (3,307 lb)
Max takeoff weight: 1,600 kg (3,527 lb) (full fuel)
Fuel capacity: 324 l (86 US gal; 71 imp gal)
Maximum speed: 282 km/h (175 mph, 152 kn) at 1,600 kg (3,500 lb) AUW
Cruise speed: 250 km/h (160 mph, 130 kn) at 1,600 kg (3,500 lb) AUW
Range: 1,700 km (1,100 mi, 920 nmi)
Service ceiling: 5,900 m (19,400 ft)
Service ceiling one engine out: 2,200 kg (4,900 lb)
Rate of climb: 5 m/s (980 ft/min)
Wing loading: 87.8 kg/sq.m (18.0 lb/sq ft)
Power/mass: 9.5 kg/kW (15.7 lb/hp)
Take-off run to 15 m (49 ft): 460 m (1,510 ft)
Crew: 1
Capacity: 3-4 pax

Sungari-1
Chinese unlicensed copy of the Aero Ae 45S, produced from 1958.

Aero 45S

Aero Vodochody XE-II / HC-2 Heli-Baby / HC-102 Heli-Baby / HC-3

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HC.2

The XE-II was developed into the prototype HC-2, HC-3, and HC-102 Heli-Baby two-seat general-purpose helicopter. With an all-metal fuselage/boom, fixed tricycle undercarriage and 80hp Praga DH engine driving a three-blade rotor, the prototype HC-2 flew on 3 March 1954, and an order for 200 HC-2 helicopters was announced while still flying in prototype form. It is not clear how many examples were finally delivered, but the HC-2 of 1958 served with the Czech Air Force for some years.

The HC-2 prototype is a two-seat light general-purpose helicopter, with a three-blade main rotor and two-blade anti-torque tail rotor. The main rotor blades are of wooden construction with a steel insert in leading-edge for mass balance and plywood covering armoured with fiberglass of NACA 23015 aerofoil section. The blades are fully articulated in flapping and drag planes with a single adjustable friction damper for all three drag hinges. The blades are mounted on tubular steel spars incorporating tension-torsion bars with cyclic pitch change actuated by control stick. The collective pitch lever is synchronised with engine throttle. Override settings of throttle are by means of twist-grip on pitch control lever. The individually-flapping tail rotor blades of laminated wood with fiberglass covering have the pitch controlled by rudder pedals. Additional horizontal tail surfaces are used during transition from vertical to horizontal flight. The fuselage is an all-metal semi-monocoque structure, with a non-stressed cabin enclosure. The landing gear is a fixed tricycle type, with castoring nose-wheel capable of swivelling through 360°, and oleo-pneumatic shock-absorbers on all three 260x85mm wheels. A tail-skid is fitted to avoid damage to rotor.

HC-2

Powered by an 83hp Praga DH four-cylinder horizontally-opposed fan-cooled engine mounted aft of the rotor pylon, with the crankshaft centre-line inclined at 45°. Drive from engine is taken through a centrifugal clutch to the main gearbox with a free-wheel in the main gearbox for autorotation. The tail rotor is driven off the main gearbox through a universal joint and shafting. The engine / main rotor r.p.m. ratio is approximately 10 : 1, and engine / tail rotor r.p.m. ratio approximately 3 : 2. Normal fuel capacity is 40 litres.

Seating is side-by-side for two in a cabin with Plexiglas canopy. Controlled by dual overhead cyclic control sticks and collective pitch levers on the left side of each seat. Starboard controls quickly removable. No doors.

HC.3

The HC.3 was an enlarged four-seater based on the HC-2 but with a four-leg undercarriage, englarged cabin section and an M-108H engine mounted above and behind the cabin. Three prototypes were tested (OK-15 to OK-17) but the type did not reach production.

HC.102

HC-2
Engine: 1 x Praga DH, 80 hp / 60kW
Main rotor diameter: 8.8m
Length: 10.50m
Height: 2.3m
Take-off weight: 580kg
Empty weight: 370kg
Max speed: 126km/h
Cruising speed: 100km/h
Ceiling: 3030m
Range: 150km

HC-3
Engine: 1 x Praga DH, 83hp
Fuel capacity: 40 litres
Oil capacity: 8 litres.

HC.2
HC.102