The Grasshopper 1 flew on March 11, 1962, but was considered to be underpowered. Only six months later the Grasshopper II emerged with two Walter Minor engines, and made its first hover on November 26 of that year. Its chief sponsor, F. G. Mitchell, died the same year and his heirs were unable to continue the financial support of the Grasshopper on their own.
Piston
Rotorcraft Grasshopper I
In 1951 J. S. Shapiro, formed a company, Servotec Ltd, to undertake R&D and contract design work for the aviation and light engineering industries. Shapiro had previously been with Sir Frank Whittle at Power Jets Ltd, where he came into contact with James Weir’s enthusiasm for personal helicopters. Aided by a loan from the Kemsley Flying Trust, Servotec began serious studies of small, foolproof helicopters and designed an experi¬mental model of the twin engined coaxial Grasshopper. These researches came to the notice of F. G. Mitchell, head of the Mitchell Engineering Group, who became fired with Weir’s and Shapiro’s enthusiasm.
Mitchell Engineering and Shapiro founded a new company in 1960, Rotorcraft Ltd, specifically to undertake the development of a helicopter which would embody the principles which had crystallised over the years. The construction was contracted to Servotec and two years later the company completed its first coaxial rotor helicopter, the Grasshopper 1.
The “Grasshopper” in its definitive form had an enclosed fuselage sports car with a small v-tail and a skid undercarriage. It was powered by a pair of 65hp Walter Mikron piston engines mounted forward of the two seat cabin. These drove a pair of two-blade coaxial rotors mounted on a pylon which emerged just ahead of the cockpit windshield.
G-ARVN, the prototype, flew on 11 March 1962, but was withdrawn from use the following spring when funding was withdrawn following the death of the owner of Mitchell Engineering, and the project was abandoned. It was considered to be underpowered.
Rotorcraft Designs Ultra Aggressor
An Aggressor 1 licenced as an ultralight by using a 50 hp Rotax 503 engine and 23’ x 7” Dragon Wings rotor.
Rotorcraft Designs Aggressor 1
A single seat partially enclosed autogyro. Drop keel airframe design with T tail.
Engine: 97 hp Subaru
Prop: 60” Precision wood
Rotor blades: 27’ x 8” Sky Wheels
Min speed: 15 mph
Cruise: 70 mph
Top speed: 110 mph
Empty wt: 435 lb
Useful load: 325 lb
Gross wt: 760 lb
Width: 5’6”
Height: 7’4”
Length: 8’6”
Rotor-craft X-2 Dragonfly / XR-11 / XH-11
In 1945 the Rotor-Craft Corporation began developmental work on a helicopter with tandem rotor configuration, designed by its President, Gilbert W. Magill, and embodying various novel features, especially the use of a rigid rotor system. The only designer in the United States to have preceded Magill in this line was Landgraf, who employed side-by-side rotor blades fixed rigidly to the hubs.
In 1953 Rotor-Craft acquired the patents of the Landgraf Helicopter Company, including those related to ‘rigid rotors’. At the time Magill stated: ‘Rigid rotor helicopters will be less costly to produce, and the safety of rigid blades that cannot droop and endanger passengers or others approaching the machine is expected to be attractive to both armed services and commercial helicopter operators.’
The absence of reliable technical data about its own particular version of the rigid rotor concept decided Rotor-Craft to design a test stand which would enable a quarter-scale rotor assembly to be thoroughly tested during the developmental stage.
This helicopter had two three-bladed rotors set in tandem and overlapping though separated by a distance of 3.76m; the level of the rear rotor was above that of the forward rotor.
The Rotor-Craft XR-11, designed by Mr. Gilbert Magill, is so far the only tandem rotor helicopter to have flown with rigid blades, and it is claimed that inherent stability has been built into the design without resorting to the use of auxiliary aerofoils or gyroscopic weights. Soon the designation of the helicopter was changed to XH-11. It was under development for the U.S.A.F. for three years, then tested at the Cal-Aero Technical Institute at Glendale, California.
A feature of the XR-11 is the rigid mounting of the rotor blades, without hinges or flapping joints, the rotor discs constantly remaining perpendicular to the shafts and following broadly the principle of the controllable-pitch airscrew. The blades were connected in such a way that their span axis was at the rear of the driving shaft. Pitch control rods are enclosed in hollow drive shafts, resulting in a very clean assembly. The blade roots embody levers, which enter the hollow drive shafts via slots, connecting with their respective pitch control rods; the two three-bladed oppositely rotating rotors are mounted in tandem and overlap, the forward rotar turning anti-clockwise and the aft rotor turning clockwise. It is of interest to note that the c of g location is some 40% to the rear of the forward rotor shaft, which is therefore carrying some 50% greater disc loading than the rear shaft.
Swashplates for cyclic and collective pitch changes are positioned at the bases of the rotor drive shafts, eliminating a number of components normally used for transferring control movements. For forward or backward flight the swash-plate was tilted fore and aft by a push-pull rod, while collective pitch change was obtained by raising or lowering another push-pull rod. Mr. Magill claims that the control system is extremely sensitive and the lag in control response is almost imperceptible. A number of standard automotive parts are incorporated in the structure, reducing initial costs and maintenance time. The clutch and gears in the rotor assembly are reworked Ford units, a Studebaker free-wheeling unit is employed and all the universal joints are standard car accessories.
Welded steel-tube construction is used for the fuselage and the rotor blades are of laminated birch construction.
The project was ultimately cancelled.
Randall Franklin, 13.01.2007
In 1948 I was 18 going to college and as a hobby designing a helicopter. By chance I met Gilbert Magill, and he was kind enough to advise me on my plans. He gave me a job at Rotot Craft working in the shop while developing the Dragon Fly. I did minor jobs of fileing tubing for welds etc. I witnessed it’s disastrous test flight. It got on the ground cushion and fell about 3 feet. The tube framing was hinged and an adjustable link was above the pilot head. That adjustment sheared and the fuselage collapsed in half. The rotors seperated in all directions and one missed my head by a foot or two. The pilot was uninjured but looked stunned. This happened at the Grand Central Air Terminal in Glendale Ca. The swash plates were at the bottom of the masts. Very much like the Enstrom Helicopter of today. Magill was a true genious, and years ahead of his time. One of the big investors in this helicopter was Lucille Ball. This early helicopter experience qualified me to be in the US Army’s first helicopter class at Ft. Sill OK. I flew in the Korean War, and later many years with World Wide Helicopters all over the world. I owe many thanks to Gilbert Magill, for a long and exciting career in helicopters. I regret that I have lost contact with him.
X-2 Dragonfly
Engine: Continental A 100, 110hp
Rotor diameter: 5.49m
Overall length: 4.57m
Height: 2.29m
Weight empty: 408kg
Weight fully loaded: 612kg
Engine: 110hp Continental C-100
Gross weight: 615kg
Roteron XM-1
In 1945 William Thomas, President of the Roteron Corporation, began work on a midget helicopter of an original design. By placing its 5-cylinder engine between the two co-axial rotors, he had more space available in the fuselage, and considerable saving in construction also resulted because power was directly transmitted to the rotors.
The rotors each had two sets of blades, a longer set below a shorter set which, produced an anti-torque effect. Both sets of blades were made of solid laminated maple wood. The pitch and speed of either rotor could be controlled and in case of engine failure they could turn by auto-rotation.
The fuselage consisted of a steel tubing frame covered with an aluminium skin and plastic covering. The rudder, supported at the end of two tubes, could pivot from the vertical to the semi-horizontal position. The tricycle undercarriage had three fully swivelling wheels.
Weight: 104kg
Rotor span: 4.72m
Length: 3.25m
Seats: 1
Rotec Sea Panther
The Sea Panther is basically a Panther+ with a pair of Lightening floats, a fiberglass pilot pod, and powered by a Rotax 447.
Rotec Rally
The Rotec Rally line has grown out of the solid aeronautical engineering and helicopter-rated experience of William Adaska. The pilot sits inside a roll cage in the manner of a stock car. The control column is pivoted from above so that in the event of a head on collision with the ground it pushes out of the way, instead of into the pilot’s stomach. The 48 hp engine is mount¬ed above and aft of the wing for pilot safety.
The Rotec Rally line-up are all equipped with standard rudder pedals and stick; providing three axis aerodynamics like any normal aeroplane. However, possibly be¬cause of the designer’s helicopter back-ground, the throttle is a twist-grip mounted on the control stick. All tubing is aircraft grade 6061-T6 anodised aluminium and hardware is aircraft quality AN material. Cables are aircraft grade stainless steel 7 x 7 vinyl coated.
Accompanying each aircraft is a 145 page assembly manual and a 95 page pilot’s manual that covers all aspects of microlight flying. Different sized wheels are available. The standard size is the 20” which would give the Rally Sport an even higher ground clearance than the 4” wide 16” ‘Tundra” tyres; fitted to decrease side loads during cross wind landings and take the bumps out of rough ground and river bed landings. The Rally 3 was even higher; 13.5 inches.
The Rally models could be derigged for transport on a trailer and rerigged in about 45 minutes. All slip pins were safety locked with split rings. The trailing tail wheel is bungee. Spoilerons are held down by a bungee cord which makes for a positive feel in flight. The 48 hp engine is fan cooled making for efficient cooling and the “see through” 5 gallon fuel tank provides about 2 and a half hours endurance at normal revs.
The wing is a single surface of 3.8 oz dacron, available in a variety of colours already sewn at the factory.
Special custom sails are available. End plates add to the lifting capacity. Maximum “G” for the Sport is given as plus six and minus three.
Elevators are described as being “Butter¬fly” to provide strong pitch control for rapid aerobatic manoeuvres. The elevator sur¬faces surrounding the sides and trailing edge of the stabiliser are aerodynamically balanced to allow minimal force on the con¬trol stick at all speeds. Each Rally can have its controls set to suit the pilot. There is an optional adjustable seat which allows the pilot or the passenger to slide into the most comfort¬able position. The joystick is adjusted by the simple method of tightening or loosening the control cables.
The Rally 1 is a high-wing monoplane with con¬ventional tail unit much like the Rally 2B. Rather than stick and pedal controls, the weight shift is used for roll and pitch control, with the pilot in a sling seat. POWERPLANT: Zenoah in pusher position above the wing, and a 2.4:1 reduction unit. Otherwise similar to Rally 2B. LANDING GEAR: Similar to Rally 2B. Top mounted joy stick, rudder pedals, castering tailwheel. First built; 1976.
The Rally 2B is a high-wing monoplane with con¬ventional tail assembly consisting of horizontal and vertical stabilizers. The elevators are separate and the rudder is all ¬flying. Roll is controlled by ailerons and can be operated separately from the foot-controlled rudder by means of an inverted control stick. Construction makes use of aluminum tubing and steel aircraft cable. The wings and tail surfaces are covered with Dacron with clear windows at both wing roots. The engine is mounted in a pusher position above the wing. A 2.4:1 reduction unit turns a two-blade wooden propeller made by Rotec. Fuel is carried in an ABS plastic tank hung under the wing root area. LANDING GEAR: Conventional taildragger gear are shock mounted with bungee wrap. The tailwheel is castering, and the main wheels measure 20 inches in diameter. There are no brakes. The Rally 2B was first built in 1976 and by June 1981 500 had been delivered.
The United States Marine Corp have bought the Rally 2B, as have the Department of the Interior Geological Sur¬vey Team.
The 1981 standard version of the Rally 2B used ailerons attached to the trailing edge of the outer sections of the wing. This method was dropped in favour of spoilerons carried on the upper surface of the wing and mounted at 1/3 chord back from the leading edge. The Rally 2B is sold as a kit for $4800 in March 1983, options including an instrument panel, transport covers for $350, floats $950, skis $280, windshield $72 and transparent panels for the first third of the span of each wing $150. The Rally 2B is sold ready built for an extra $680.
The Rally 2B Twin is similar to the Rally 2B. POWER-PLANT: Zenoah-Twin mounted in a pusher position above the wing. A 2.4:1 reduction unit turns a two-blade wooden pro¬peller made by Rotec. Otherwise similar to the Rally 2B. LANDING GEAR: Similar to the Rally 2B. The aircraft is also available in 2B+ form, with a different wing design incorporating extra ribs and more camber and billow, a combination which Rotec says gives better pitch stability.
The 2B is a three axis design and initially used the same engine as the Rally 2, but various other units were substituted, including a Solo with 2.7/1 reduction drive, developing 20hp at 5200rpm, (the 2B1 version) and a twin cylinder 292cc 30hp Chaparral unit (the 2B2 version, sold in the US with floats, under the name Rally Marine). Some aircraft were also made with the 28 hp Kohler engine.
In 1983, customers had the choice of 40 hp Kawasaki, 35 hp Cuyuna or 32 hp Rotax engines.
The Rally Marine is similar to Rally 2B. POWERPLANT: Zenoah-Twin mounted in pusher position above the wing. Similar to the Rally 2B Twin. LANDING GEAR: Standard gear are replaced by two 9-foot foam pontoons.
The Rally Sport has roll control by three quarter span spoilerons; suspension on all wheels. Announced on 1 March 1983, this single seater from Bill Adaska is, according to the company, ‘an optimised airplane rather than an innovative airplane’. In fact, apart from an obvious family resemblance, the Rally Sport does not have a great deal in common with the earlier Rallys. Certainly its performance characteristics are very different, particularly its maximum roll rate, which is quoted as 150 deg/s.
The Rally Sport is offered, after a year of test flights by its manufacturer, as an acrobatic ultralight. The wing design is considerably changed from the 2B, with smaller span and area and saumons at the tips, while a dramatic roll rate comes from three quarter span spoilers, compared with one third span for the 2B. The tail uses aerodynamically balanced elevators which surround the edges of the horizontal stabiliser giving the effect of servo tabs. Power comes from the Rotax 503, used in the same form as on the Rotec two seater, the Rally 3B. The machine was sold as a kit for $5600 or ready to fly for an extra $680 in 1982. There is an option of transport covers for $325. Shorter wing and airframe beefing gives Rally Sport a load factor of + 6, -3 G’s for aerobatics. With a top mounted joy stick, rudder pedals, castering tailwheel, the Rally Sport was first built in 1976.
Developed for the Rotec Rally is a spray system carrying 24 gallons and with spray booms attached to the wings to provide a 45 foot spray pattern. With an application of three gallons per minute while flying at 30 mph, the Rally should cover 2.7 acres a minute.
The Rally 3 is a side by side two seater version of the Rally 2B, with conventional 3 axis controls. Roll control by spoilerons. Nylon rope suspension on all wheels. This two seat version of the Rally is sometimes known as the Big Lifter and received FAA experimental certification on 18 November 1981, after more than 12 months’ trials by Rotec, first sales being the following January.
It differs from the single seat 2B mainly in having an enlarged framework, with a third cranked tube running longitudinally, and an enlarged span, though the chord remains the same. As on the Rally Sport, the horizontal stabiliser uses aerodynamically balanced ‘ser¬vo tabs’. Originally powered by the Cuyuna 430R, the aircraft now comes with a Rotax 503 for which 48 hp is quoted.
At the end of 1982 Rotec announced what it calls the ‘jump option’ under which the aircraft was converted to carry a parachutist. This is done by removing the second set of pedals and adding a sliding seat and trapeze bar, while for jumpers who prefer to start their descent from a standing position, a platform can be fitted.
The two main wheels of the Rally 3 can be replaced by mahogany skis with a glass fibre surface as a $320 option, while saumons as on the Rally Sport can also be added as an extra. Further options include transport covers for $450, floats for $1250 and a windshield for $116 (in 1982).
Although offered in January 1983 for $5000, the normal price of a Rally 3 in standard form is $6000 as a kit; it is not available ready built in the US because it is classified as an experimental aircraft under US legislation. The United States Army has purchased 300 of the Rally 3 with a 500 lb payload which would typically consist of two persons and some weapons and features a minimum cruise speed of 45 mph with a range of 200 nm on 16 gallons of fuel. The Army required the aircraft to have a 10,000 foot ceiling, rough field landing capability and to be capable of assembly out in the field by two persons in 30 minutes.
Elsewhere it can be bought ready built for an extra $960, while in France, where it is imported to special order only and known as the Rally 4B2S, it is fitted with a Hirth 276R engine developing 36hp at 6250 rpm.
Feb 2014
wraupert@namibnet.com
Can someone please help me with a pdf-copy of an assembly manual for the Rotec Rally 2b, mine got lost and i would like to put my Rally together and fly it again.
Thanx alot in advance! regards,
Werner
Rally 1
Engine displacement 240cc
Rated HP, 20 hp
Static thrust, 170 lbs
Wingspan, 31 ft
Wing area, 155 sq.ft
Aspect ratio, 6.4:1
Overall length, 14.5 ft
Empty weight, 125 lb
Usable payload (include fuel), 232 lb
Wing loading, 2.3 lbs/sq.ft
L/D power-off glide ratio, 7.5:1
Cruise speed (85% power), 34 mph
Stall speed, 16 mph
Approach speed, 25 mph
Flair speed, 20 mph
Liftoff speed, 18-20 mph
Takeoff roll distance, 90 ft
Rate of climb, 400 fpm
Fuel capacity, 2 USgal
Range at cruise, 60 mi
Seats: 1
Rally 2B
Engine Zenoah, displacement, 240cc, 20 hp
Static thrust, 170 lb
Wingspan, 31 ft
Wing area, 155 sq.ft
Aspect ratio, 6.4:1
Overall length, 15.7 ft
Empty weight, 135 lb
Usable payload (include fuel), 232 lbs
Wing loading, 2.4 lbs/sq.ft
L/D power-off glide ratio, 7:1
Cruise speed (85% power), 32 mph
Stall speed, 16 mph
Ap¬proach speed, 25 mph
Flair speed, 20 mph
Liftoff speed, 18-20 mph
Takeoff roll distance, 90 ft
Rate of climb, 350 fpm
Fuel capacity, 2 Usgal
Range at cruise, 60 mi
Engine: Cuyuna 430R, 35 hp at 5500 rpm
Propeller diameter and pitch 54 x 32 inch, 1.37 x 0.81 m
Toothed ¬belt reduction
Power per unit area 0.22hp/sq.ft, 2.4hp/sq.m
Fuel capacity 3.5 US gal, 2.9 Imp gal, 13.2 litre
Length overall 16.8 ft, 5. 13 m
Height overall 10.3ft, 3.15m
Wing span 31.0ft, 9.44m
Constant chord 5.0 ft, 1.52 m
Total wing area 155sq.ft, 14.4sq.m
Rudder area 12.3sq.ft. 1.14 sq.m
Total elevator area 7.6 sq.ft, 0.70 sq.m
Wing aspect ratio 6.2/1
Main wheels diameter overall 20 inch, 51 cm
Empty weight 218 lb, 99kg
Max take off weight 466 lb, 211kg
Payload 248 lb, 112kg
Max wing loading 3.00 lb/sq.ft, 14.7 kg/sq.m
Max power loading 13.3 lb/hp, 6.0kg/hp
Load factors +3.0, 1.5 design; +3.8, 2.0 ultimate
Max level speed 50 mph, 80 kph
Never exceed speed 55 mph, 88 kph
Max cruising speed 40 mph, 64 kph
Economic cruising speed 35 mph, 56 kph
Stalling speed 19 mph, 30 kph
Max climb rate at sea level 680 fpm, 3.5 m/s
Min sink rate 275 fpm, 1.4 m/s
Best glide ratio with power off 7/1
Take off distance 75 ft, 23 m
Land¬ing distance 50 ft, 15 m
Service ceiling 10,000ft, 3050 m
Range at average cruising speed 78 mile, 125 km
Engine: Rotax 377, 38 hp at 6600 rpm
Propeller diameter and pitch 54 x 34 inch, 1.37 x 0.86 m
Toothed ¬belt reduction, ratio 2.2/1
Max static thrust 280 lb, 127 kg
Power per unit area 0.25hp/sq.ft, 2.6hp/sq.m
Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre
Length overall 16.8 ft, 5. 13 m
Height overall 10.3ft, 3.15m
Wing span 31.0ft, 9.44m
Constant chord 5.0 ft, 1.52 m
Total wing area 155sq.ft, 14.4sq.m
Rudder area 12.3sq.ft. 1.14 sq.m
Total elevator area 7.6 sq.ft, 0.70 sq.m
Wing aspect ratio 6.2/1
Main wheels diameter overall 20 inch, 51 cm
Empty weight 218 lb, 99kg
Max take off weight 466 lb, 211kg
Payload 248 lb, 112kg
Max wing loading 3.00 lb/sq.ft, 14.7 kg/sq.m
Max power loading 12.3 lb/hp, 5.6kg/hp
Load factors +3.0, 1.5 design; +3.8, 2.0 ultimate
Max level speed 50 mph, 80 kph
Never exceed speed 55 mph, 88 kph
Max cruising speed 45 mph, 72 kph
Stalling speed 19 mph, 30 kph
Max climb rate at sea level 700 fpm, 3.6 m/s
Best glide ratio with power off 7/1
Rally 2B Twin
Engine Zenoah twin displacement, 300cc, 30 hp
Static thrust, 255 lb
Wingspan, 31 ft
Wing area, 155 sq.ft
Aspect ratio, 6.4:1
Overall length, 15.7 ft
Empty weight, 170 lb
Usable payload (include fuel), 270 lb
Wing loading; 2.8 Ibs/sq.ft
L/D power-off glide ratio, 6.5:1
Cruise speed (85% power), 44 mph
Stall speed, 18 mph
Approach speed, 25 mph
Flair speed, 20 mph
Liftoff speed, 18-20 mph
Takeoff roll distance, 70 ft
Rate of climb, 800 fpm
Fuel capacity, 4 USG
Range at cruise, 110 mi
Rally 3
Engine: Rotax 503, 48 hp at 6250 rpm
Propeller diameter and pitch 60 x 28 inch, 1.52 x 0.71 m
Toothed belt reduction, ratio 2.3/1
Max static thrust 338 lb, 153 kg
Power per unit area 0.25 hp/sq.ft, 2.7 hp/sq.m
Length overall 17.3 ft, 5.28 m
Height overall 10.7ft, 3.25m
Wing span 38.0ft, 11.58m
Constant chord 5.0 ft, 1.52 m
Total wing area 190sq.ft, 12.7 sq.m
Wing aspect ratio 7.6/1
Main wheels diameter overall 16 inch, 41 cm
Empty weight 265 lb, 120kg
Max take off weight 695 lb, 315kg
Payload 430 lb, 195kg
Max wing loading 3.66 lb/sq.ft, 17.8 kg/sq.m
Max power loading 14.5 lb/hp, 6.6 kg/hp
Max level speed 45 mph, 72 kph
Max cruising speed 40 mph, 64kph
Stalling speed 20mph, 32kph
Max climb rate at sea level 450 ft/min, 2.3 m/s
Best glide ratio with power off 7/1
Take off distance 100ft, 30m
Landing dis¬tance 80ft, 25m
Service ceiling 10,000ft, 3050m
Range at average cruising speed 100 mile, 161 km
Rally 3 Big Lifter
Engine – 2 cyl two stroke: 48 hp
Wing Span: 38 ft
Wing Area: 190 sq ft
Length: 17′ 4″
Height: 10′ 8″
Cruise Speed: 40 mph
Max Speed (Vne): 50 mph
Max Range Standard: 100 miles
Stall Speed (100% Power): 20 mph
Stall Speed – Power Off: 22 mph
Take-off Distance: 100 ft
Landing Distance: 80 feet
Rate of Climb s/l: 450 fpm
Ceiling: 10,000 ft
Glide Ratio: 7.1
Wing Loading: 3.2 lb/sq ft
Empty Wt: 285lb
Max Payload: 430lb
Rally Champ
Engine: Rotax 277 (268 cc) 28 hp
Static thrust: 200 lb
Empty wt: 202 lb
Wing span: 31’
Wing area: 135 sq.ft
Height: 10’4”
Length: 16’10”
Fuel cap; 3.5 USG
Construction: Aluminium, Dacron
Max wt: 427 lb
Stall: 18 mph
Max speed: 45 mph
Vne: 50 mph
Climb rate: 450 fpm @ 30 mph
Glide ratio: 7.5-1
Wing loading: 3.16 lbs/sq.ft
Power loading: 15.25 lbs/hp
Rally Marine
Engine displacement, 300cc, 30 hp
Static thrust, 255 lb
Wingspan, 31 ft
Wing area, 155 sq.ft
Aspect ratio, 6.4:1
Overall length, 16 ft
Empty weight, 220 lb
Usable payload (include fuel), 250 lb
Wing loading, 3 lbs/sq.ft
L/D power-off glide ratio, 6.5:1
Cruise speed (85% power), 40 mph
Stall speed, 18 mph
Approach speed, 25 mph
Flair speed, 20 mph
Liftoff speed, 18-20 mph
Takeoff roll distance, 90 ft
Rate of climb, 650 fpm
Fuel capacity, 4 USG
Range at cruise, 100 mi
Rally Sport
Engine: Rotax 503, 48 hp at 6250 rpm
Propeller diameter and pitch 60 x 28 inch, 1.52 x 0.71 m
Toothed belt reduction, ratio 2.3/1
Max static thrust 338 lb, 153 kg
Power per unit area 0.36 hp/sq.ft, 3.8 hp/sq.m
Fuel capacity 3.5 US gal, 2.9 Imp gal, 13.2 litre
Length overall 16.6 ft, 5.05 m
Height overall 10.4ft, 3.15m
Wing span 27.0ft, 8.23m
Constant chord 5.0 ft, 1.52 m
Total wing area 135 sq.ft, 12.5 sq.m
Wing aspect ratio 5.4/1
Empty weight 248 lb, 112kg
Max take off weight 468 lb, 212kg
Payload 220 lb, 100kg
Max wing loading 3.461b/sq.ft, 16.9kg/m
Max power loading 9.8 lb/hp, 4.4kg/hp
Load factors; +6.0, 3.0 ultimate
Max level speed 60 mph, 97 kph
Never exceed speed 60 mph, 97kph
Max cruising speed 50mph, 80kph
Stalling speed 20 mph, 32 kph
Max climb rate at sea level 1000 ft/min, 5.1 m/s
Best glide ratio with power off 6.8/1
Take off distance 70ft, 21m
Landing dis¬tance 75ft, 23m
Service ceiling 10,000ft, 3050m
Range at average cruising speed 83 mile, 134km
Roll rate: 150 deg/sec
Rally Super Sport
Cruise Speed: 50 mph
Max Speed (Vne): 60 mph
Max Range Standard: 83 miles
Stall Speed (100% Power): 20 mph
Stall Speed – Power Off: 23 mph
Take-off Distance: 70 ft
Landing Distance: 75 ft
Rate Of Climb s/l: 1000 fpm
Ceiling: 10,000 ft
Max G-Load: + 6, -3g
Max Roll Rate: 150 deg/sec
Glide Ratio: 6.81
Wing Loading: 3.3 lb/sq ft
Power Loading: 9.31 lb/hp
Wing Span: 27 ft
Wing Area: 135 sq ft
Length: 16′ 7”
Height: 10′ 4″
Engine – 2 cyl two stroke, 48 hp
Empty Wt: 248lb
Max Payload: 220lb
Rotec Panther
A fully enclosed, strut braced double surface wing, spatted undercarriage ultralight. Centre mounted joy stick, rudder pedals, tailwheel steerable through rudder pedals.
Rotec Panther 2 Plus includes a float option, brakes, cabin heat, executive interior (includes carpet), ballistic parachute (mounted on wing above cabin) and Loran C navigational equipment.
Panther
Engine: Rotax 277 (268 cc) 28 hp
Wing span: 34 ft
Wing area: 148 sq.ft
Height: 6 ft 3 in
Length: 16 ft 10 in
Empty wt: 250 lb
Fuel cap; 3.5 USG
Construction: Aluminium, Dacron
Max wt: 475 lb
Stall: 22 mph
Max speed: 60 mph
Vne: 62 mph
Climb rate: 400 fpm @ 35 mph
Design limit: +4, -2g
Glide ratio: 6.8-1
Wing loading: 3.21 lbs/sq.ft
Power loading: 16.96 lbs/hp
Panther +
Engine: Rotax 447, 42 hp
Wing span: 10.36m
Length: 5.13m
Empty wt: 113kg
MAUW: 218kg
Range: 277km
Rotec R3600
The Rotec R3600 is a nine-cylinder radial engine built by Rotec Engineering PTY LTD in Australia. Initially released in 2005, it was a followup of the 7-cylinder Rotec R2800 released five years earlier. Both this engine and its smaller cousin have been frequently used as both replacement engines for vintage World War 1 aircraft, and replica aircraft from the same vintage. Some notable aircraft this engine has been used in are the Fokker Triplane, Sopwith Camel and the Nieuport 17.
Note that these engines are not limited to only aircraft applications, JRL Cycles has converted an R3600 for use in a motorcycle.
Applications:
Airdrome Sopwith Camel
Criquet Storch
Specifications:
Rotec R3600
Type: 9-cylinder Air-cooled single row radial engine
Bore: 3.149 in (80 mm)
Stroke: 3.149 in (80 mm)
Displacement: 220.9 cu.in (3,619 cc)
Diameter: 33.47 in (850 mm)
Dry weight: 275 lb (125 kg) (dry)
Valvetrain: Poppet Valve (pushrod activated), two per cylinder.
Supercharger: None
Turbocharger: None
Fuel system: Carburetion
Fuel type: 100LL Avgas
Oil system: Dry Sump
Cooling system: Air Cooled
Power output: 150 hp (111.85 kW, 152 PS) at 3,600 RPM Geared
Specific power: 0.68 hp/cu.in (31.06 kW/L)
Fuel consumption: 7.1 US Gal/hr (5.93 Imp Gal/hr, 27 Liters/hr) at 75% throttle
Power-to-weight ratio: 0.54 hp/lb (0.89 kW/kg)
All Aero 