The ME 109 UL began with Tassilo Bek´s visit in the middle of the 80’s to Oshkosh. Seeing small reproductions of Mustangs and other fighters, hardly back in Germany, he began to sketch his own airplane. After some planning and drafts he began with the work on the first ME 109. Basis was a covered timber frame, with retractable landing gear (operates via crank) in addition, and somewhat larger span of approx. 10.5 m with a length of approximately 7 m. The first prototype, registered D-MBAK, was powered by a Hirth 2704 producing only 40 hp (30 kW) and first flew in 1991. This first 109 flew well, was not particularly agile. This aircraft achieved 190 km/h (118 mph) on its low power output, but Bek started a second prototype based on lessons learned in 1992. Thus he began to build with friendly engineers and craftsmen the first form for a plastic 109.
Back in the early 1970’s Wayne Ison designed the P.D.Q. The PDQ-2 is a sort of strap-on monoplane with shoulder-high wings, a tiny tricycle gear and a pylon-mounted JLO snowmobile engine that swings a two-bladed pusher prop. The pilot sits up front biting bugs at a Vmax of 80 mph. On a cold day vertical velocity is 400 fpm. The I-tail is hung at the end of a boom borrowed from the Bensen gyrocopter. The wings are made from Styrofoam bonded over plywood ribs at root and tip of each panel, with seven foam ribs in between. The foam is then covered with Dynel, bonded at the edges and heat¬shrunk, with resin squeegeed into the cloth and sanded light¬ly. Finally, the direct-driven prop develops 45 hp at 5500 rpm or 35 hp at 5000 rpm.
Engine: 1385cc VW, 40hp Wingspan: 22 ft Length: 14 ft 6 in Max wt: 600lbs Empty wt: 340 lb Max speed: 80mph Cruise: 70mph Climb rate: 500 fpm
The Pazmany PL-9 Stork is an 3/4 replica of the Fieseler Storch. It authenticity is backed up by more than 9000 hours of aeronautical engineering design in order to obtain the same flying and handling characteristics of the original German Aircraft. The fuselage is welded chrome alloy steel tube, with aluminum sheet metal/fabric covered wing and empenage.
Designed to take off and land in extremely short distances, the Storch had a take off ground roll of 131 feet and a landing roll of 36 feet with 13 miles per hour head wind.
It has a well-proven aircraft configuration designed for a number of functions such as fish spotting, forest fire detection, farm work, missionary work, etc. The PL-9 Stork has a cruise speed of 104 mph with a standard Lyc. O-320/150 hp engine. Optional Subaru 2.2 lt engine.
Using the new Pazmany 3/4 scale plans, amateur builder Ruben Hardy embarked on his own construction of the PL-9. With great enthusiasm, financial commitment, and building ingenuity, bringing the first new Stork to life. In March l999 at Oshkosh, Wisconsin his plane was displayed at the EAA convention to great public interest, in the presence of the design engineer Ladislao Pazmany.
PL-9 Engine LYC 0-320 Power Range 150-160 hp Height 7 ft Length 24.3 ft Wing Span 36 ft Wing Area 166 sq. ft Empty Weight 1,132 lb Gross Weight 1,739 lb Fuel Capacity 30 USG Top Speed 116 mph Cruise 104 mph Stall 33 mph Range 332 mi Rate of Climb 1400 fpm Take-Off Distance 250 ft Landing Distance 90 ft Service Ceiling 15,000 ft Number of Seats 2 Landing Gear Tailwheel Information Package PDF 2009 $9 Information Package printed 2009 $12 Plans 2009 $550
When designer Ladislao Pazmany was encouraged to come up with an easy-to-build, simple, safe, inexpensive, metal plane that could carry a Volkswagen 1600-cc or Continental A-65 engine in the early l970’s, he came up with the PL-4A. The fuselage is made up from formed sheet metal channels and standard extruded aluminium angles for the longerons with sheet metal skins. The wing consists of a centre section and two outer panels which can be folded back along the fuselage. Each panel incorporates a metal spar, a Zed section rear spar, pressed metal ribs and metal skins. Pop rivets are used extensively. Plain ailerons, but no flaps or trim tabs are fitted to the wing. The empennage is of “T” tail configuration with an all moving tailplane at the top of the fin with a large anti-servo tab. The tailwheel undercarriage consists of spring steel main legs with 3.50 x 6” tyres and brakes and a steerable tailwheel. A 9.5 Imperial gallon moulded fibreglass fuel tank is fitted behind the firewall. Engines from 50 to 75 hp may be installed.
Pazmany PL-4A N44PL
The prototype was flown on July 9, 1972 and plans were made available. The plane is roadable (folding wings), and Pazmany did supply the fiberglass pieces, plexiglass windscreen and canopy, landing gear, welded engine mount, and control stick.
The PL-4A has been built by air cadets in Argentina and Canada.
Developed from the PL.1 “Laminar”, the PL.2 is a side by side two seater, all metal tricycle undercarriage, dual control aircraft. The parallel chord wing panels incorporate flanged aluminium ribs, a main spar with machined extruded booms, a metal false rear spar and aluminium skins. The fuselage is built up of conventional pressed metal frames longerons and skins. The curved sides of the cockpit are designed to break outwards in a crash. The all flying tail is equipped with an anti-servo tab for trimming and providing adequate stick forces. The main undercarriage is attached to the wing spar and the steerable nosewheel to the engine mount. Shock absorbers are of the oleo pneumatic type. Brakes are fitted to the main wheels. All fuel is carried in two 10 Imp. gallon wing tip tanks. Cabin width is 3’ 4”. Engines from 100 to 150 hp may be fitted. And, it is stressed for aerobatics. The design followed his earlier PL 1 but with improvements in construction techniques in¬tended to make the aircraft easier for amateur engineers to build. Noticeable changes in¬cluded an increase in dihedral for the PL 2 from 2.5 to 5 degrees and a change in the fuselage to provide for 5cm of increased cabin width.
The first one flew on April 4, 1969.
Along with the PL-1, the PL-2 is for amateur builders. The external shape and flight characteristics are almost identical to the PL-1, but the construction has been simplified. The PL-2 offers a wider cockpit, better canopy and fuselage lines, simplified dihedral and the possibility of using engines from 90 to 150-hp, Despite its aerodynamically clean lines, there are no compound curves anywhere in the skin. This is partly the result of the use of a fiberglass cowl to streamline the nose. Pilots who have flown the PL-2 say it is an airplane flown with the fingers and not the fist. And, like the PL-1, it is stressed for aerobatics.
The Vietnam, Royal Thai and Korea Air Forces have each built a prototype. So, also, has the Miyauchi Manufacturing Company in Tokyo, which hoped to market this ‘homebuilt’ as a production aircraft.
The PL 2 has been evaluated by the air forces of Indonesia, Korea, Thailand and Vietnam as a trainer. Fifty PL 2, known as the LT 200, were built in 1976 by Indonesia’s Lipnur Aircraft Industry. The Indonesian air force’s production facility, Lembaga Industri Penerbangan Nurtanio, flew the prototype (IN-200) of the LT-200 two-seat lightweight trainer on 9 November 1974; this was based on the PL-2.
PL-2A Engine LYC-235 Power Range 108-100-150 hp Height 7.7 ft Length 19.3 ft Wing Span 27.8 ft Wing Area 116 sq. ft Empty Weight 875 lb Gross Weight 1,416 lb Fuel Capacity 25 USG Top Speed 138 mph Cruise 119 mph Stall 52 mph Range 492 mi Rate of Climb 1200 fpm Take-Off Distance 700 ft Landing Distance 600 ft Service Ceiling 18,000 ft Number of Seats 2 Landing Gear Trigear Information Package PDF 2009 $9 Information Package printed 2009 $12 Plans 2009 $425
PL-2B Engine: Lycoming O 320 E2A, 150hp Propellor: Ian Henry 69×66 Span: 9.0m Length: 6.0m Height: 2.2m Empty weight: 423kg MAUW: 625 kg Baggage: 18kg Fuel capacity: 2 x 50 lt Endurance: 3 hr Fuel consumption: 32 lt/hr VNE: 162 kts Cruise 2450 rpm: 115 kts Max struc cruise: 130 kts Vfe: 88 kts V approach: 65 kts Vs: 45 kts ROC: 350 ft/min at 2450 rpm Manoeuvre envelope: +6, 3g
PL-1 Laminar was designed by Ladislao Pazinany. The prototype PL-1 of 1962 was stressed to nine G’s for aerobatics and featured a low-wing, tricycle-gear configuration with a sliding canopy.
Together with its advanced counterpart, the PL-2, the two Pazmany designs represent more hours flown than any other “amateur built’ aircraft design. Nearly 400 sets of plans were sold for the PL-1 before their sale was discontinued. The fuselage of the plane is all-metal with only flat or single-curvature skins. The wings are built around a single all-metal spar with a leading edge torsion box. In the cabin, seating is side-by-side with dual controls, and there is room for 40 pounds of baggage.
In 1968, a set of drawings were acquired by the Aeronautical Research Laboratory of the Chinese Nationalist Air Force in Taiwan who presented a PL-1, which they built, to Generalisimo Chiang Kai-Shek. Following construction and testing of a prototype it was decided to adopt the type as a basic trainer, and 40 aircraft designated PL-1B have been built for the Chinese Nationalist Air Force and 10 for the Nationalist Chinese Army. In the late l960’s the Nationalist Chinese Air Force acquired plans to build a version of the PL-1 to serve as a primary trainer. Their prototype flew on October 26, 1968, and an additonal 35 aircraft were started that year, and 58 were completed, overall.
The first PL-1 flying in England was Harold Jones G-BDHJ.
The Payne MC-7 Pusher of 1935 was a two-place open cockpit low-wing monoplane designed and built by Vernon W. Payne. A twin-boom, twin-tail experiment with a side-by-side cockpit and pod-mounted motor. Registered NX18238, it was powered by a 40hp Continental A-40 or 47hp Franklin pusher engine.
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