The four-seat cabin monoplane Aero Commander 200 began as a product of the Meyers Aircraft Co, first flown on 8 September 1953, and deliveries began in 1959. With Meyers, the airplane evolved from the two-place Meyers 145 to the Meyers 200 that was initially produced with a 240-hp engine. Small numbers of this model were produced until the design was acquired by Rockwell-Standard Corporation 12 July 1965, who marketed the Model 200 as the Aero Commander 200.
Meyers MAC 200
During its nine years of production, the Aero Commander 200 was upgraded in horsepower from 260 hp to 285 hp. With the larger engine, the airplane had a top speed of 235 mph and a cruise speed of 215 mph. Fuel consumption was only 12 USgph. Takeoff and landing distances were also minimal, and the gear was sturdy enough to extend up to speeds of 210 mph. Though the airplane was high-spirited and somewhat temperamental, it achieved a strong following for its speed and outstanding flight characteristics.
Aero Commander 200D N2943T
In 1977, the Meyers 200D was about to go back into production. Tooling as well as the name and manufac¬turing rights for the four place single were bought by the Meyers Aircraft Company, a new firm in Denver. The airplane they hope to build will be identical to the Aero Commander 200 as the Meyers 200D; designer Al Meyers built the 200 and 200A, B and C between 1959 and 1965, before the sleek but labor intensive design was bought by Aero Commander and then Interceptor.
The Meyers 200D manufactured by Aero Commander had a slightly higher roofline and 15 more horsepower than the straight 200 model.
Meyers 200D
Interceptor Corporation (established November 18,1968) acquired all rights and tooling of the Myers 200C from Aero Commander Inc. A modification of this design, called the Interceptor 400, was tested by the Interceptor Corp.
Meyers MAC 200 Engine: 225 hp Continental O-470-E Wingspan: 30 ft 4 in Wing area: 160 sq.ft Length: 23 ft 8.5 in Height: 8 ft Empty weight: 1625 lb Loaded weight: 2600 lb Max speed: 196 mph Cruise: 182 mph ROC: 1050 fpm Service ceiling: 18,000 ft Max range: 700 mi Seats: 4
In its original conception, the 112 was to be a 120 mph fixed gear airplane that could compete with the Cessna 172. As the decision was made to begin with a retractable and compete with Mooneys, Arrows and Sierras, a Rockwell survey showed that most pilots would give up a little speed for a really comfortable cabin that could be entered from either side. From this came the wide body 112 series. The single-engined Model 112 was delivered to customers from 1972.
The airplane was not right in the beginning, when production glitches were numerous, so Rockwell recalled and modified the first batch of airplanes and moved production from the Albany, Georgia plant to Rockwell’s General Aviation Division plant in Bethany, Oklahoma, where their prop twins are made. The doors were part of the modification program of the original 112s. Original 112 doors were made of fiberglass and fitted so poorly that they shrieked in the wind and leaked in the rain. Metal doors, with plenty of latch points, cured that. (The metal doors were incorporated on existing airplanes, at no cost to the customer.) The Bethany built 112A is top quality. Rockwell offered two 112 derivatives, the 114 and the 112TC. The 114, powered by a fuel injected 260 hp engine (compared with the 112’s 200 hp engine) in the same four place airframe as the 200 hp Model 112A, was first on the scene, beating the 112TC (with a turbocharged 210 hp Lycoming) to certification by at least a month. The 114’s design goal apparently was to answer the most frequently voiced complaint about the 112A the limited payload that resulted from powering a big airplane with a relatively small engine. The 114, with a 260 hp Lycoming engine, address this problem; its useful load is 391 pounds greater than the 112’As and provides 10 percent more speed. The airplanes look almost exactly alike. The more powerful six cylinder engine fitted under the same cowl used for the four cylinder 200. The top cowling comes off for access. The only visible differences between the 112A and the 114 are at the front of the cowling where a bulge is necessary to make room for the 114’s alternator and where the prop governor pokes out. The bulge has a slot at its bottom to facilitate cooling the alternator. Only 26.5 pounds of structure were added, primarily in the area of the main landing gear attachments to absorb greater landing loads. The 112A has a maximum landing weight of 2,550 pounds, so the 114 can touch down with almost 600 pounds more. The tires and brakes on the 114 are a bit larger than on the 112A, too, and there are some small additional items in the tail cone. In total, the 114’s standard empty weight is shown as 99 pounds higher than for the 112A. Rockwell also introduced a version of the 112A that, is powered by the Lycoming TO 360, which is essentially the 112A engine fitted with a fixed waste gate turbocharger. Its ability to produce a higher manifold pressure allows the engine to develop 210 hp up to nearly 14,000 feet. With that engine, the Rockwell 112TC A can carry about 140 more pounds of payload than the 112A when both are filled with 399 pounds of fuel. The 112TC-A is equipped with auto boost; a throttle controlled turbocharger. You boost the engine to maximum allowable simply by monitoring the manifold pressure gauge. The Commander 114B received certification in 1973 and is essentially a 112A with the 260hp engine. In the Magnum 300 Machen puts in the 300 hp version of the same 540 cubic inch Lycoming six that, in derated form, powers the 114. A new, two blade aluminum Hartzell or an optional three blade Hoffmann prop of composite construction and the battery migrates to the very tip of the tail cone to redress the balance. A 25 pound optional soundproofing kit reduces cabin noise by seven decibels. The Machen Magnum’s STC raises the gross weight to 3,000 pounds, with a zero fuel weight of 2,580. The entire 420 pound fuel load can always be carried, but cabin load is limited to about 790 pounds. Machen was seeking an STC on two additional seats in the baggage space behind the rear seats, with a placard maximum of 200 pounds. The 300 hp Magnum 300’s performance includes cruising speeds at 75 percent in the 155 160 knot range at 6,500 feet, with fuel flows of around 15 or 16 USG per hour. With a usable fuel capacity of 68 gallons, the range at maximum cruise speed with a 45 minute reserve is about 550 nautical miles. Machen’s scheme calls for a week of downtime to replace the owner’s 200 hp IO-360, with five hours flying time for break in and debugging. The bigger engine just fits in the standard cowling, part of the spinner disappearing into the front of the cowling. The optional Hoffmann propeller ($1,000 more than the two blade Hartzell) is of composite construction, the main part of the blade a fiberglass laminate to which is bonded a metal leading edge for abrasion resistance. A three blade prop is quieter than two blades; but it does not produce more thrust.
The Model 111A was generally similar to the Model 112 but with a 180 hp Lycoming O-360-A1G6 and non-retractable undercarriage. It was a development aircraft only.
111A Engine: 180 hp Lycoming O-360-A1G6 Undercarriage: non-retractable
112 Engine: Lycoming IO-360-C1D6, 200 hp Wingspan: 32 ft 10,75 in / 10.03 m Length: 25 ft 0 in / 7.52 m Empty weight: 1530 lb / 694 kg MTOW: 2550 lb / 1157 kg Cruise 75% 7500ft / 2285m: 152 kt / 175 mph / 281 kph ROC SL: 100 fpm / 305 m/min Service ceiling: 17,000 ft / 5180 m Range no res: 981 nm / 1130 mi / 1818 km Seats: 4 Cabin length: 9 ft 7.5 in / 2.93 m Cabin width: 3 ft 11 in / 1.19 m Cabin height: 4 ft 1 in / 1.24 m Baggage compartment: 21 cu.ft / 0.59 cu.m / 200 lb / 90.7 kg
111A Engine: 180 hp Lycoming O-360-A1G6 Undercarriage: non-retractable
112A Engine: Lycoming IO 360 C1D6, 200 hp TBO: 1,600 hr Propeller: Hartzell 76 inch dia. 2 blade Length: 24 ft 10 in Height: 8 ft 5 in Wingspan: 32 ft 9 in Wing area: 153 sq.ft Wing loading: 17.4 lb/sq.ft Seats: 4 Empty weight: 1,761 lb Useful load: 889 lb Payload full fuel: 481 lb Gross weight: 2,650 lb Power loading: 13.3 lb/hp Fuel cap (std): 68 USG/408 lb Baggage area: 21 cu.ft Rate of climb: 1,020 fpm Service ceiling: 13,900 ft Maximum speed: 148 kt 75% Cruise 6,000ft: 140 kt 55% cruise 5,000ft: 119 kt Stall speed (clean): 66 kt Stall (gear / flaps down): 54 kt Min runway: 1,585 ft Range @ max cruise (45 min res., std. tanks): 765 nm. Range @ econ cruise (45 min res., std. tanks): 850 nm Duration @ max cruise (no res., std. tanks): 6.1 hr
112B Engine: Lycoming IO-360-C1D6, 200 hp TBO: 2000 hrs Fuel type: 100LL Propeller: Constant speed Seats: 4 Wing loading: 17.1 lb/sq.ft Pwr loading: 14 lb/hp Gross wt: 2800 lb Empty wt: 1773 lb Equipped useful load: 933 lb Payload max fuel: 525 lb Range max fuel/75% pwr: 831 nm/5.8 hr Range max fuel, 55% pwr: 945 nm/ 7.8 hr Service ceiling: 15,050 ft 75% cruise: 142 kt. 55% cruise: 122 kt Stall: 51-56 kt 1.3 Vso: 66 kt ROC: 950 fpm Min field length: 1829 ft Fuel cap: 288/408 lb Undercarriage: retractable
112 TC Engine: Lycoming TO 360 ClA6D with factory installed Rajay turbocharger, 210 hp TBO: 1,200 hrs Prop: Hartzell two blade, constant speed, 77 in. dia Length: 25 ft. 5 in Height: 8 ft 5 in Wingspan: 35 ft. 7 in Airfoil: NACA 63.415 Aspect ratio: 7.7 Wing area: 163.8 sq.ft Wing loading: 17.4 lb/sq.ft Seats: 4 Empty weight: 1,820 lb Useful load: 1,030 lb Payload with full fuel: 622 lb Gross weight: 2,850 lb Power loading: 13.6 lb/hp Fuel cap (std): 48 USG/288 lb Fuel capacity (optl): 68 USG/408 lb Baggage cap: 200 lb Baggage area: 21 cu.ft Minimum runway: 2,280 ft Rate of climb: 888 fpm Service ceiling: 20,000 ft Max speed @ 15,000 ft: 191 mph, 164 kt Stall speed (clean): 56 kt Stall (gear, flaps down): 51 kt Cruise (75 % @ 8,000 ft): 135 kt Economy cruise (55% @ 8,000 ft): 129 kt Range max cruise (45min res, std tanks): 401 nm Range @ econ cruise (45 min res, std tanks): 623 nm Endurance @ max cruise (no res, std tanks): 3.7 hr
112-TCA Engine: Lycoming TO-360-C1A6D, 210 hp. TBO hrs: 1800 Propeller: Hartzell 2 blade CS/77 Fuel type: 100LL Wingspan: 35 ft 7 in Overall length: 25 ft 1 in Height: 8 ft 5 in Wing area: 163.8 sq.ft Wing loading: 18 lb/sq.ft Power loading: 14 lb/hp Gross wt: 2950 lb Empty wt: 2035 lb Max landing wt: 2950 lb Equipped weight: 1900 lb Useful load, std: 1050 lb Useful load (equipped): 1050 lb Baggage cap: 200/22 lb Payload, full std. fuel: 630 lb Fuel cap: 68 USG/408 lb Equipped useful load: 1022 lb Payload max fuel: 614 lb Undercarriage: tri/retractable Wheel base: 6 ft 10 in Wheel track: 10 ft 11 in Tires (mains): 7.00 x 6 Tires (nose): 5.00 x 5 Cabin doors: 2 Cabin width: 44 in Cabin height: 49 in Seats: 4 1.3 Vso: 68 kt Service ceiling: 20,000 ft Min field length: 2100 ft T/O 50-ft. obstacle: 1750 ft Max level speed: 170kt/196mph @ 20,000ft ROC: 914 fpm Cruise 75% power @ 24,000 ft.: 163 kt /196 mph Cruise 65% power @ 6,500 ft.: 154 kt /177 mph Cruise 55% power @ 16,000 ft.: 137 kt /158 mph Stall speed (gear, flaps up): 58 kt /67 mph Stall speed (gear, flaps down): 54 kt /62 mph Fuel consumption 75% power: 13.2 USGph Fuel consumption 65% power: 10.0 USGph Fuel consumption 55% power: 8.5 USGph Range max fuel/75% pwr: 751 nm/4.5 hr Range max fuel/55% pwr: 1037 nm/ 7.3 hr Max range (w/ res) 75% power: 665 nm / 765 sm Max range (w/ res) 65% power: 835 nm / 960 sm Max range (w/ res) 55% power: 900 nm / 1035 sm
114 Engine: Lycoming IO 540 T4A5D, 260 hp. TBO: 2,000 hrs Prop: constant speed, two blade, 77 in dia Length: 24 ft. 10 in Height: 8 ft 5 in Wingspan: 32 ft 9 in Wing area: 152 sq.ft Wing loading: 20.7 lb/sq.ft Seats: 4 Empty wt: 1,990 lb Useful load: 1,150 lb Gross weight: 3,140 lb Payload with full fuel: 742 lb Power loading: 12.1 lb/hp Usable fuel: 68 USG/408 lb Min runway requirement: 1,650 ft Rate of climb: 1,054 fpm Service ceiling: 16,800 ft Max speed: 160 kt Stall speed, clean: 59 kt Stall speed, gear/flaps down: 55 kt Max cruise (75% power @ 2,500 rpm): 151 kt Economy cruise (55 % power 2,300 rpm): 132 kt Range at max cruise (45 min res): 615 nm Range at economy cruise (45 min res): 685 nm Duration at max cruise, no res: 5.0 hrs
114A Engine: Lycoming IO-540, 260 hp Cruise: 150 kt Seats: 4 U/C: Retract nose Useful load: 1350 lb MTOW: 3140 lb ROC: 1054 fpm Range: 820 sm
114B Engine: Lycoming IO-540-T4B5, 260hp TBO: 2000 hrs Propeller: Constant speed Landing gear: Tri/Retr Gross weight: 3260 lb Fuel (gals.): 68 Empty weight, std: 2102 lb Useful load, std: 1158 lb Wingspan: 32 ft. 9 in Overall length: 24 ft 11 in Height: 8 ft. 5 in Wing area: 152 sq.ft Seating capacity: 4 Cabin width: 47 in Cabin height: 49 in Baggage capacity: 200 lb Cruise speed 75% power: 160 kt Cruise speed 65% power: 155 kts Max range (w/res) 75% pwr: 636 nm Fuel burn 75% power: 14.3 USGph Max range (w/res) 65% pwr: 705 nm Fuel burn 65% power: 12.6 USGph Stall speed (gear, flaps dn): 54 kt Best rate of climb: 1070 fpm Service ceiling: 16,800 ft Takeoff ground roll: 1145 ft Landing ground roll: 720 ft
114TC Engine: Lycoming TIO-540-AG1A, 200 hp TBO: 2000 hr Propeller: Const. spd. Landing gear type: Tri/Retr. Gross weight: 3305 lb Empty weight, std: 2152 lb Useful load, std: 1153 lb Fuel capacity: 88 USgals Wingspan: 32 ft 9 in Overall length: 24 ft 11 in Height: 8 ft 5 in Wing area: 152 sq.ft Seating capacity: 4 Cabin width: 47 in Cabin height: 49 in Baggage capacity: 200 lb Cruise speed 75% power: 187 kts Cruise speed 65% power: 169 kts Best rate of climb: 1050 fpm Service ceiling: 25,000 ft Takeoff ground roll: 1408 ft Landing ground roll: 734 ft Max range (w/res) 75% pwr: 670 nm Fuel burn 75% power: 16.3 USgph Max range (w/res) 65% pwr: 780 nm Fuel burn 65% power: 14.1 USgph Stall speed (gear, flaps down): 59 kt
The history of the basic airframe began in 1961 when Volaircraft Incorporated received type approval for their only product, the Volaire Model 10, a two-seat prototype version N6663D. The four seat Volaire with a 135 hp O 290 Lycoming powerplant cruised at 115 mph at 75% power and sold for under $8,000 in 1964. The production version, the Model 1050, received type certification in 1965 with four seats and 150-hp achieved limited production at Aliquippa, Pennsylvania, billed as the lowest-priced four-placer in the market (at $8500).
Volaire 1050 N6666D
This design was acquired by Aero Commander and renamed Aero Commander 100. With the merger of Aero Commander and North American Rockwell the name changed again in 1968, this time to “Darter.” In 1969 the price was $8,950.
The AC 100’s NACA 2312 airfoil gives it a solid feel in slow flight, and this makes it a pleasant airplane to land, while the fiberglass-sprung gear really smooths out a rough field.
The AC 100 will spin, though it’s placarded against it. It does need reasonable rudder-aileron coordination for good turns. Its three-position flaps are quite effective. Brakes are good, operated by a single hand lever as with the TriPacer. A speed check at 5,000 feet, with two aboard and almost full tanks, trued out at 130 mph. As you would suspect, with four large people aboard and full tanks, there’s little or no baggage allowance left.
AC 100
In 1968, Aero Commander announced two “new” airplanes, the 150-hp Darter Commander ($8,950), which was simply the AC 100 renamed and repainted; and the Lark Commander ($12,995), which used the same airframe, with a new swept rudder, re-shaped cowl, and Lycoming 180 hp. But the production life of these craft was short, perhaps due in part to the lack of a proper dealer network, and none of the fixed-gear Aero Commanders are exactly plentiful supply in the used plane market today.
Aero Commander 100 Cadet N3871X
Equipped with the 180-hp engine and a fixed-pitch prop, this airplane provided rather unspectacular cruise performance and short field capability for its class. Built with a steel-tube cabin structure, semi-monocoque aft fuselage, steel landing gear legs attached to a 1” x 6” x 25” fibreglass slab spring, and a relatively roomy cabin with two doors.
Aero Commander Lark Commander
With the introduction of the Aero Commander 112 (subsequently Rockwell Commander 112), the Lark and Darter both went out of production in the early part of 1971.
Ted Smith and a team of fellow engineers at Douglas de-riveted and stripped down an A-20 airframe. Ted scaled down the plans and they started the rebuilding his business aircraft. This prototype flew from Santa Monica airport in 1947 and by 1948 was rolling off the production line in Bethany, Oklahoma.
The first Aero Commander had two 190 hp Lycoming O 435s driving wooden blade Aeromatics. This was the airplane that made headlines when it took off at gross from Bethany, Oklahoma in 1951 and flew non-stop to Washington, D.C. with the left prop in the baggage compartment.
From 1974 to 2006 the airframe sat on a pole at the state fairgrounds. It subsequently went to a technical school, where Tom Ray and Kenny Payton, engineers who worked at the Rockwell/Gulfstream factory, knew the history of the airplane and used their sheet metal classes to help restore it.
Between those efforts, and now with the support of Dave Amis and others, the Blue Goose has a strong future. Amis worked with the city of Bethany, which owned the airplane, to transfer the historic artifact to the Oklahoma History Center. He has gathered local businesses and Twin Commander supporters, and is soon planning to mate the wings, weld the landing gear, paint it, and eventually have it installed on a pedestal in a park immediately south of the Wiley Post airport in Oklahoma City.
The DG-1 held the distinction of being the first custom-built Unlimited Class racer to be built in the United States since the 1930s. It was intended for competition in that category as recognized by the United States Air Racing Association of the National Aeronautic Association. The prototype N10E flew on 25 July 1977, and in addition to racing, the design is adaptable for follow-on production of two-place, tandem seating models. The wings are the cantilevered midwing type with a fiberglass-reinforced plastic spar and foam-filled internally. The fuselage is a steel-tube frame covered by plywood and fiberglass reinforced. Power is supplied by fore and aft Mazda auto engines modified to produce in excess of 330 hp each. Both are fuel injected and turbocharged by custom AiResearch units and turn 68-inch three-blade propellers.
Engines: 2 x 330-hp Mazda RX-3 auto. Wing span: 19ft 7 in Length: 20ft 4in Gross weight: 2300 lb Empty weight: 1700 lb Fuel capacity: 55-90 USG. Top speed: 400 mph Cruise: 345 mph Stall: 98 mph Range: 460 mi
This Caudron C.460 replica was constructed by the crew of AeroCraftsman, for Tom Wathen who also has flying replicas of several other golden age racers.
The airplane measures 23 feet from spinner to tail. Wing span is about 22 feet.
Mark Lightsey, who piloted the Caudron from California to Wisconsin and led its construction at AeroCraftsman, Inc., a restoration and replica construction shop at Flabob Airport.
The challenge began with creating plans for the airplane because it was essentially a one-off, and no plans existed for it. They were able to construct this one from some drawings found in the aviation museum in Lebouget, France.
The airplane is entirely made of wood except for the landing gear. The landing gear is retractable and hydraulically actuated. The wheel pants have a sort of lip on them, so it doesn’t look like they could fit into the wheel wells.
The landing gear not only folds up into the belly, it twists to do so.
The silver patch on the left side of the nose is a skin-type of oil cooler. Because it was flush in the skin, there is no drag from the oil cooler.
The original airplane sported a 370-hp Renault engine that was capable of reaching speeds up to 272 mph. The original airplane sported a 370-hp Renault engine that was capable of reaching speeds up to 272 mph. The biggest engine that was available was a Czech 260-hp LOM.
The cockpit is tiny — it’s too narrow to even wear a headset. It was designed strictly for racing. The door opens and the canopy slides forward so there is room to get in, but when you close everything in it is claustrophobic.
The Caudron was successfully test flown for the first time on January 28, 2009. After a brief but successful test program, the airplane was disassembled and shipped to France. Upon arrival it was reassembled with some reinforcing modifications recommended by the French DGAC. After receiving the permit to fly, it was test flown several times before making it’s public debut at the 100th anniversary of the Paris Airshow at Le Bourget.
Typical cruising speeds are about 205-210 mph at 25 inches of manifold pressure and 2,300 rpm. The fastest it’s been flown was 280 mph indicated at 6,000 feet MSL.
Tom Wathen’s full-scale replica Avions Caudron C.460 on display in front of Vintage Aircraft headquarters at the 2010 AirVenture. It had flown all the way from the West Coast to Oshkosh.
Pilot Mark Lightsey and owner Tom Wathen at 2010 Oshkosh.
The trip from California to Oshkosh took about three days, 11 hours of flying, nine fuel stops, lots of weather, lots of wind, a broken exhaust stack, but no major trouble. “It burns 100LL, about 10 gallons an hour in cruise. It carries a total of 43 gallons, of which 40 is usable.
The longest leg of the flight was two hours and 40 minutes, because the airplane is so fatiguing to fly. It flies very unstable, very sensitive and light on the controls. It’s also very blind and has a high approach to landing speed.
The 1928 Aero-Craft Mfg Co Inc Aero-Coupe was a three-place open cockpit (or cabin) biplane designed by F R Anderson, a USAS Brig General at the time.
Convertible to an open cockpit for training use, or the seats could be removed to make a cargo/mail bay. Only one was built, N4917, which crashed in 1926. It cost $5,800.
Engine: 120hp Warner Scarab Wingspan: 32’0″ Length: 24’0″ Useful load: 1000 lb Max speed: 115 mph Cruise: 100 mph Stall: 38 mph Range: 460 mi Seats: 3
Design began in 1998 with two prototypes flown in 2002 and AeroCopter (Spain) showed the first production Futura two-seat ultralight autogyro at the Aero 2003 exhibition at Friedrichshafen, Germany, in April 2003. It was due to fly immediately after this debut. Of twin-tailboom configuration with enclosed cabin, the Futura has a frame built in chrome-molibdene tube, specifically designed to meet or exceed all certification ultralight requirements, and fibreglass with epoxy resins canopy and glazing for low weight and the strongest combination. The rotorblades were manufactured by Sport Copter in the USA, with pre rotation by Bowden cable. Normally powered by one 74.6kW fuel-injected BMW R 1100 S flat-four driving a Woodcomp Kremen three-blade, flight-adjustable (electric), wooden pusher propeller via a reduction drive including a centrifugal clutch, engine options include a ROTAX 912 100 hp engine or a ROTAX 914 115 hp engine, both with a specific reduction drive, fuel injection and reliability. The tailbooms and main landing gear are mounted on anhedral aerofoil-shape fairings. Twin rudders, plus an all-moving central fin, actuated by Bowden cables provide control. Equipped with a fixed tricycle type undercarriage, the main wheels are 400×100 and nose wheel 4.00-6. Hydraulic disc brakes are fitted on the mainwheels and the steerable nosewheel is directly linked to rudder. No equipment is extra or optional as everything is included as standard. Price 2003-9: 55000 EURO
AeroCopter Futura Engine: BMW R 1100 S, 74.6kW Propeller: Woodcomp Kremen 3-blade, flight-adjustable (electric), wooden pusher Rotor diameter: 8.5 m Width overall: 2.1 m Length overall: 4.0 m Height overall: 3.1 m MTOW: 450kg / 992 lb Empty weight: 270 kg / 595 lb VNE: 103 kt / 118 mph / 190 kmh Normal cruise speed: 86 kt / 99 mph / 160 kmh Endurance: 4 hr Seats: 2 Take-off distance (50ft obstacle): 330 ft / 100 m Landing distance (50ft obstacle): 20 ft / 5 m
The Ukraine State Border Committee sought a light helicopter for border patrol from a Ukrainian-based company and selected Aerokopter. Founded on 14 December 1999 by I.V.Polituchy, A.N.Zapishny and A.I.Polituchy, the Politava-based Aerokopter design team began with Aviampex of Kiev to co-develop and manufacture the AK1-3. This coopertion ended within months and as of 3 May 2000 Aerokopter worked independently. One month later the chief designer, Zapishniy Alexander Nikolayevich was killed in a motor hang glider accident and the team carried on under Slava Sherbak. Much of the experimental research was done in co-operation with the Kharkov National Aeronautical University. The whole helicopter was designed using CAD.
Two-stage development of ZA-6: initially involving one of the latter (registered GL-0478, shown at Manufacturing & Security Exhibition, Kiev, September 2002), designated AK-1-5 (five-blade main rotor). At the same event, the uncompleted AK-1-3 prototype was shown with the definitive three blade rotor, starboard side tail rotor and twin vertical fins mounted on horizontal tail surfaces.
The first AK1-5 Sanka helicopter was flown on October 12, 2001. This helicopter was used for many ground and factory tests so that constructional elements could be improved and engineering processes for units and parts could be worked through. Production of this model was stopped. This had a five blade rotor and was tested with different Subaru engines including the 3.0 lt flat six, the 2.0 lt turbo and 2.5 lt had normally aspirated power plants.
The second AK1-3 was flown in July 2003. Aerokopter AK1-3 is a light helicopter, which can be used for a range of practical purposes. The design makes it comply with the FAR 27 Regulations, and with the requirements of JAR 27 and international noise abatement requirements.
The AK1-3 helicopter conforms to international airworthiness regulations (FAR, Pt.27) for normal category rotorcraft and international noise abatement regulations. The AK1-3 is certified under the State Administration of Ukraine for Aviation Safety Oversight and bears the Type Certificate Number TII 0008.
A conventional, two seat pod-and-boom helicopter, with five-blade main rotor and two-blade tail rotor mounted on the left side. The structure is of metal and composites and all flying flying controls are manual. The landing gear is of Twin skids.
The AK1-3 is designed with a skid landing gear, a tubular chassis, composite cabin, and empty weighs 390kg, making it possible to transport it on a small car trailer. The two seat cabin has a shoulder height width of 1200mm (Elbow height – 1353mm). Instrumentation is for daytime VFR only.
The three rotor blades are made of composite material with non-linear construction. Powered by a Subaru EJ-25, with belt drive reduction, the minimum fuel is 95 octane. The composite floor with its lower triangulated aluminium sub-frame are the main structural elements. The floor is made of a 16mm plywood with machined out pockets filled with foam inserts, with a skin of composites on both sides. The lower Duralumin frame is riveted together CNC machined elements which are atached to the rest of the airframe.
The seat frames are made from titanium tubing, have a riveted aluminium sheet base, with leather covered cushion. Each seat has a four point harness. The upper body of the cabin is made of coposite material with four separate tinted polycarbonate windscreens bonded into place.
The lower composite belly-panel is screwed in to allow access to control linkages, wiring loom, and “Red-Top” racing battery. The doors can be removed, limiting the Vne to 150 kph / 80 kt at sea level. The single electronic ignition system is totally waterproof.
In the AK1-3 with the rotors turning at 595 rpm (105.5% – top of the green band), the engine turns at 5600 rpm so full power is available for takeoff and landing. Bottom of green ban equals 5000 rpm and sea level flight cruise with governor set to middle of green (100%) equates to 5300 rpm. The engine redline is 6200 rpm. Engine power transmission uses primary engine speed reduction via pulleys and V-belts, driving a secondary main rotor gearbox on one side and shaft drive to the tail rotor gearbox on the other. To disengage the rotors for startup, the six untensioned V-belts are used as a clutch. The rotor head uses a laminated torsion bar system with sixteen Y-shaped steel plates. The three main blades operate from 465-600 rpm.
The composite main rotor blades have a non-linear -9.5 degree twist and a variable profile NACA 63012 / 63015. Each finished blade weighs approximately 7.5 kg. The tail rotor blades are also made of composite material and Rohacell foam with a leading edge wear strip. Both the main and tail rotor blades have no time life and are only replaced “on condition”.
The collective and cyclic control inputs are transmitted to the rotor system via duralumin tube control rods and levers.
The designed MAUW is 650 kg.
The tail boom is made up of four rolled aluminium sheet sections.
The AK1-3CX helicopter is a further development of the basic model and is designed for aerial spraying of crops with chemicals using 1-40 liters per hectare. The helicopter’s general dimensions and construction are similar to those of the basic model. The helicopter is equipped with a unit of quick-detachable equipment for spraying liquid chemicals, including the ULV technique. The unit of equipment consists of two tanks (140 liters each), which are mounted on either side of the cockpit, spray booms with struts, a rotary pump, connection hoses, and a control unit. The whole unit weighs 34kg.
ZA-6 Main rotor diameter: 6.0m Tail rotor diameter: 1.24m Max take-off weight: 750kg Empty weight: 400kg Max level speed: 190km/h Max cruising speed: 140km/h Econ cruising speed: 90km/h Service ceiling: 2100m Range with max fuel: 500km
AK1-3 Engine: Subaru EJ22, 119kW Main rotor diameter: 6.84m Length with rotor: 8.09m Height: 2.22m Max take-off weight: 650kg Empty weight: 380kg Max speed: 186km/h Cruising speed SL: 160km/h Static ceiling OGE: 1800m Dynamic ceiling: 3000m Normal range: 450km Climb Rate: 2000 ft/min / 10 m/s Fuel capacity: 80 lt Price 2009: US$150000
The AeroConversions Aerovee Engine is a kit-built horizontally opposed piston engine for homebuilt aircraft based on the Volkswagen air-cooled engine, first run in 2002.
The AeroVee engine is manufactured and marketed by AeroConversions, a part of Sonex Aircraft.
The AeroVee 2.1 is a complete VW Conversion Engine Kit Package, by AeroConversions. The AeroVee 2.1 package is a 2180 cc, 80 hp Aero-Engine that can be run on AvGas or Auto Fuel. All of the supplied components are brand-new, zero-time parts.
The AeroVee comes as a complete kit for self-assembly in approximately 12 hours, with the aid of an AeroVee Assembly and Installation Manual and an instructional DVD. The AeroVee DVD was available for purchase separate from the engine kit for those who wish to preview the project.
The AeroVee features dual ignition, using two spark plugs per cylinder and including four independent, solid-state ignition modules, all driven directly off the crankshaft/flywheel assembly. The AeroConversions secondary electronic ignition provides extremely reliable starting under the toughest conditions, while adding “dual-plus” ignition reliability by completing the AeroVee’s quadruple-redundent ignition system.
The AeroVee engine kit includes the AeroConversions ACV-CO7S (32mm) AeroInjector, providing maximized power and optimized fuel economy in a simple, reliable carburetor design.
AeroVee 2.1 Engine Kit
Features are; A low-profile design for low-drag and streamlined cowl installations; A shrink-fit prop hub with rounded keyway. Prop Hub/Crankshaft Assembly available Pre-Assembled as an optional kit upgrade;
Prop Hub Bolt Pattern
Light-weight aluminum Flywheel incorporates starter gear, 20 Amp alternator, and primary ignition magnet; 3 piece Intake Manifold including billeted aluminum Intake Elbows and stainless steel “V” Tube; Aftermarket racing core parts, forged and nitrided wherever possible; Zinc-plated steel parts and hardware for improved corrosion resistance AeroVee-specific Sky-Tec “Flyweight” geared electric Starter.
