Fully aerobatic.
Peter Rowley was killed in a wire strike accident.
Engine: Suzuki 580cc, 95 hp
HP range: 95-125
Height: 8 ft
Length: 23 ft
Wing span: 28 ft
Wing area: 125 sq.ft
Fuel cap: 5.5 USG
Weight empty: 735 lb
Gross: 1175 lb
Speed max: 145 mph
Cruise: 115 mph
Range: 425 sm
Stall: 48 mph
ROC: 1600 fpm
Take-off dist: 800 ft
Landing dist: 700 ft
Service ceiling: 16,000 ft
Seats: 1
Landing gear: retractable tail wheel
Hans Röver in 1912 built the Röver Monoplane with circular body covered with glue-laminated fabric for what Ernst Röver, his father, was granted German Patent Nr. 271112.
This monoplane was entered into meets in Johannisthal twice that year, with only minor success.
In 1913 Hans Röver rented a shed at Johannisthal, built a second monoplane, and trained pilots until August 1, 1914. Afterwards he flew for the navy and did not return from a reconnaissance mission in 1917.
20th Century Fox purchased the film rights of Jack D Hunter’s “The Blue Max” and the film was to be a multi-million dollar production, and the stars were to be the full sized reproductions of World War I fighters constructed for the film- two Pfalz D.III biplanes, two Fokker Dr.I triplanes, two S.E.5a scouts and three Fokker D.VII biplanes.
The reproductions had to be built in a hurry to meet the time frame for shooting and were constructed in different locations. At Dinard airport in France, Claude Rousseau constructed three Fokker D.VII fighters (F-BNDF to F-BNDH) in six months. At the time it was stated that the machines were constructed to original plans and dimensions. The two former Federated Fruit Dragon Rapides, G-AKJS and G-ANZP, left Liverpool destined to become part donors for the three Fokker D.VII. The limited choice of engines led to the Gypsy Queen being also installed in the D.VII reproductions. The Gypsy Queen is a six cylinder in-line inverted air-cooled direct-drive engine, as a result the prop emerges through what would be the radiator shell of a true D.VII. Since the Fokkers’ original Mercedes weighed almost twice as much, they required some 200 pounds of nose-ballast for balance. Rousseau Aviation named the reproduction the D.VII-65. They were painted in lozenze camouflage pattern colours.
Rousseau delivered its D.VIIs by actually flying them from France to the set in Exeter-Dublin, Ireland, during August 1965, their German crosses and lozenge camouflage no doubt raising eyebrows below.
The replicas were:
F-BNDF, EI-APT painted as 6796/18
F-BNDG, EI-APU painted as 8520/18
F-BNDH, EI-APV
They later appeared in “Darling Lili”.
One Fokker D.VII now belong to New Zealand film director Peter Jackson’s 1914–18 Trust, kept in fully airworthy condition.
Roussel 10 of 1938.
Fourth construction of Emmanuel de Rougé; and piloted by Sadi Lecointe (1891-1944) who obtained French civil brevet No. 431 on February 10, 1911. Before this 1911 machine, de Rougé designed and built two helicopters and one biplane. The Aéro-voile is probably his last venture as after this machine little or nothing was heard of de Rougé.
In early 2007 Rotron founder and chief technology officer, Gilo Cardozo, pursued a childhood dream: to fly a paramotor 30,000ft over the summit of Everest.
Having teamed up with friend and TV personality Bear Grylls, Cardozo had just seven months to build two paramotors. The most powerful paramotor engine available was barely producing 30hp and was far too heavy to launch at the desired altitude. So, he also set about building a four-stroke rotary engine that was more compact and 50 per cent lighter than a piston engine equivalent.
The basis of the Everest engine was a 294cc single rotor engine producing 40hp as a standard normally aspirated engine.
The engine included a miniature centrifugal supercharger fitted with a miniature intercooler to ensure the air was as cold and dense as possible when entering the combustion chamber. The supercharger was modified to be spun at up to 200,000rpm in order to simulate sea level atmospheric pressure of 1 bar at 30,000ft.
To eliminate the problem of icing, the supercharger was placed before the fuel delivery system. The heated and supercharged air was then sent through an intercooler before passing the injector at an average of 25 degrees Celsius.
After four months of design, development, testing and manufacturing, the engine was finally ready. With just two days before departure, the second engine was completed.
On 14 May 2007 the two pilots took off and in a flight that lasted four hours they achieved a paramotoring world record of 29,494 feet.
On completion of the expedition and building on its success, Cardozo continued to develop his rotary engine and looked for a commercial platform for the technology. Rotron Power was born.
Described by its manufacturer as an “experimental ‘Three Passenger Airplane’ to demonstrate the high lift capability of an aircraft equipped with ‘Turbo Wing Technology.'” The Rotor Wing Ultra-Stol N25RW was developed in California in the late-1970s. It was reported as the Ultra-Stol by a company named Rotor Wing System and reportedly the aircraft flew at least twice.
Note the second engine and propeller, vertically mounted behind the trailing edge of the wing.
It had a relatively small wing and engines were reported as two Continental C85s and the rear could be tilted.
A very similar aircraft (maybe a rebuilt of the first?) was photographed in 1984 at Brown Field (near San Diego Ca), but it did not show a registration and was almost certainly never really completed. It differed in having a new wings, possibly from a Cessna Ce.150 and small canards. A company named High Technology Aircraft System, Inc (also in California). may be connected with this aircraft.
First flown in June 1989, the 3D-RV qualifies as an ultralight with a Rotax 503 or 582. Only available as plans, they originally cost US$100, with drawings for a Subaru engine an additional $20.
Engine: Rotax 503DC, 50 hp
hp range: 50-65
Height: 7.3 ft
Length: 8.5 ft
Disk span: 25 ft
Disk area: 491 sq.ft
Fuel capacity: 5 USG
Empty weight: 245 lb
Gross weight: 500 lb
Max speed: 65 mph
Cruise: 50 mph
Range: 80 sm
Rate of climb: 800 fpm
Takeoff dist: 700 ft
Service ceiling: 10,000 ft
Seats: 1
Undercarriage: nose wheel
A 1960 two-seat autogyro with a close-cockpit and a 85hp Continental C-85 engine. A production version with a 115hp engine was also planned.
Sportsman
Engine: 1 x Continental C-85, 85hp
Rotor diameter: 7.3m
Length: 3.6m
Load: 200kg
Maximum speed: 150km/h
Minimum speed: 20km/h
Range: 480km
The A600 Talon is a top-to-bottom redesign, incorporating many customer-initiated requests, advanced electronics, engineering, and convenience items. The cockpit is now all-glass, using the MGL Avionics system. The completely redesigned and tuned FADEC system now has a secondary FADEC as a clone of the primary. Any failure of the primary unit will be imperceptible to the engine informing the pilot on the MGL display. The 162’s primary drive chain is replaced by a heavy-duty cog belt for ease of maintenance and longevity.
The useful load is 535 pounds, including a 100-pound luggage compartment. Economy cruise is a practical 90mph and fast long-distance cruise has already been demonstrated at 100 plus, with the doors off! The landing gear is 10 inches wider, 10 inches longer, and 7” higher than its smaller predecessor the Exec 162. This enables improvements in strength and stability, while offering greater accessibility underneath for the optional accessory luggage pod.
Process controls and designs with the new Talon’s manufacture at Rotorway’s new factory, are specifically aimed at the company’s plan to develop and deliver a certified helicopter. The A600 Talon is to be built in the new facility, on the new line, under the new processes that are being set up and proven to enable the certified machine to follow as early as 2011 in the United States. These new processes, materials, and documentation on the experimental, owner-built A600 Talon are designed to mesh into the processes and controls to be used on the future certified machine. The result is that the Talon will be built to type certified standards, of certified materials. First customer deliveries are set for October 2007.
Engine Standard: RI 600N, 147 hp
Engine Supercharged: RI 600S, 167 hp
Gross weight: 1500 lbs
Empty weight: 965 lbs
Fuel cap: 17 USG
Service ceiling: 10,000 ft
HIGE: 6000/7500ft(Supercharged)
Normal cruise: 115 mph
HOGE: 4000/6000ft(Supercharged)
Max IAS SL: 115 mph
Main rotor dia: 25 ft
Tail rotor dia: 50.25 in
Fuselage Length: 22 ft
Overall length: 29.5 ft
Cabin width: 44 in
Skid width: 72 in
Height: 103 in
Seats: 2
All Aero 