The 1994 Mitsubishi-originated helicopter programme is the MH.2000. Launched in second half of 1995, this 7/12 seat commercial helicopter was first known as the Mitsubishi RP-1. Four development MH.2000 aircraft (two flying, two for ground test), the first flew on 29 July 1996(JQ6003), followed by a second machine (JQ6004, later JA001M) in late 1996.
Of single main rotor configuration (four blades with tapered tips) and Fenestron-type tail rotor, the main gearbox and other drive mechanisms are in an overhead fairing located aft of the passenger cabin. There is a mid-mounted tailplane with angular endplate fins. The landing gear is a cnventional twin-skid type, and all-composites main and tail rotor blades.
Power is from two 800shp / 653kW Mitsubishi MG5-110 turboshafts, with digital electronic control permitting one-touch changeovers between high-speed and low-noise modes. Crash-resistant fuel tanks are aft of the passenger cabin, wit a maximum usable capacity of 1,132 litres.
The main cabin has forward-facing, impact-absorbing seats for eight (standard) or six persons, and a crew of two. A crew door is on each side at the front, and a; large sliding door to the main cabin on each side. A baggage compartment is aft of the fuel tanks, with external access. An avionics bay is in the rear fuselage aft of the baggage compartment.
JCAB limited certification was awarded in June 1997 and full VFR certification on 24 September 1999. First and second prototypes had flown approximately 800 hours (500 + 300) by April 1998 and the initial production rate then planned for three per year.
The first production MH2000A (JQ 6005) was handed over to customer (Excel Air Service of Japan) on 1 October 1999. Two others were sold by October 1999, to the National Aerospace Laboratory (delivered March 1999 as JA21ME) and a Japanese private customer.
By July 2000, only three production aircraft had been registered in Japan. In 2003, Mitsubishi anticipated sales of 10 per year. The fifth production aircraft was registered in April 2003.
Four of first five (three customer aircraft and one demonstrator) was recalled in August 2000 when flaws were discovered in the metal engine covers. The sixth MH2000 was on the production line at that time. Loss of one prototype due to tail rotor blade separation led to suspension of the type certificate and redesign of the tail rotor. The aircraft was re-certified with new rotor and resumed flight testing in 2002.
Mitsubishi MH2000 Crew: 1 Passengers: 6-12 Engine: 2 x Mitsubishi MG5-100 turboshaft, 597kW Main rotor diameter: 12.2m Length with rotors turning: 14.0m Fuselage length: 12.2m Height: 4.1m Fuselage width: 3.1m Max take-off weight: 4500kg Empty weight: 2500kg Max speed: 280km/h Economic cruising speed: 250km/h Range: 700km
With the Zenoah engine and a considerable evolution in the wing itself Mitchell produced the self-launching U-2 with a fuselage of welded steel tube, and wing of composite structure. The spar is wood, with foam nose ribs and a plywood skin forming a D- tube. Tip rudders provide yaw control. Single seat single engined mid wing monoplane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tail. Pitch/roll control by stabilators; yaw control by tip rudders; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile modified Worthmann; double ¬surface. Undercarriage has three wheels in tricycle formation; suspension on main wheels. Push right go right nosewheel steering connected to yaw control. Brake on nosewheel. Wood/steel tube fuselage totally enclosed. Engine mounted above wing driving pusher propeller.
The Super U-2 is a flying wing with three-axis controls featuring winglet-type hinged rudders for yaw control and stabilators for pitch and roll control. Control surfaces are operated separately, and rudders can be simultaneously deflected. Construction is of chromomoly tubing with Douglas fir and birch plywood. Foam is used for the leading edge ribs and nose cone. Wings are covered with 1 mm birch plywood and ceconite. Tail surfaces and fuselage are covered with ceconite. POWERPLANT: Zenoah G25B-1 in a pusher position above the wing. A 2.25:1 reduction unit turns a two blade wooden propeller made by Woody’s Prop Shop. Fuel is carried in a polypropylene tank installed in the wing. LANDING GEAR: Solid tricycle gear with a steerable nosewheel and a nosewheel friction brake. Main and nose wheels are 10½-inch. OPTIONS: Cuyuna 430R Power Pack, Blueprint plans.
The prototype of the U 2 Super Wing made its first flight in the Spring of 1980 and was presented more as a powered glider with soaring capability than as an ultralight. Initially this flying wing was even envisaged as having a retractable tricycle undercarriage, although this was dropped in favour of having com¬pletely faired in main gear.
With a glide angle of 20/1 at 45 mph (72 kph) the U 2 is perfectly happy with a low powered engine like the single cylinder McCulloch Mc101 derated to 10hp, however, the aircraft was designed to be powered by engines up to 30 hp and Mitchell Aircraft have offered a kit since 1981 with, as an option, either Zenoah G25B 20hp or Cuyuna 430R 30 hp engines. The design philosophy remains very close to that of the B 10 Mitchell Wing but is applied to a more complex machine, so the amount of time for assembly is considerably more, around 250 h for the major fabrication and 100 h for finishing off. It is classified as an experimental home¬built and not an ultralight in the USA, requiring the pilot to have at least a private pilot’s licence.
Prototype Engine: McCulloch 125cc, 10 hp Gross wt: 450 lbs Empty wt: 225 lbs Max pilot wt: 250 lbs First year built: 1979
Super U-2 Engine: Zenoah G25B, 20 hp at 6300rpm Propeller diameter and pitch 52 x 27 inch, 1.32×0.69m Belt reduction, ratio 10/1 Power per unit area 0.14hp/sq.ft, 1.6 hp/sq.m Fuel capacity 3.0 US gal, 2.5 Imp gal, 11.4 litre Length overall 9.0ft, 2.74m Height overall 3.0ft, 0.91m Wing span 34.0ft, 10.36m Chord at root 6.2ft, 1.87m Chord at tip 2.0ft, 0.61m Dihedral 6 deg Sweepback 12 deg Total wing area 136 sq.ft, 12.6 sq.m Wing aspect ratio 8.5/1 Nosewheel diameter overall 10 inch, 25 cm Main wheels diameter overall 10 inch, 25 cm Empty weight 240 lb, 109 kg Max take off weight 550 lb, 249 kg Payload 310 lb, 141 kg Max wing loading 4.04 lb/sq.ft, 19.7 kg/sq.m Max power loading 27.5 lb/hp, 12.5 kg/hp Max cruising speed 60 mph, 97 kph Stalling speed 26 mph, 42 kph Max climb rate at sea level 400 ft/min, 2.0 m/s Take off distance 200ft, 61m Landing distance 200ft, 61m Range at average cruising speed 180 mile, 290 km
Super U-2 Engine: Cuyuna 430R, 30 hp Belt reduction Power per unit area 0.22hp/sq.ft, 2.4 hp/sq.m Fuel capacity 3.0 US gal, 2.5 Imp gal, 11.4 litre Length overall 9.0ft, 2.74m Height overall 3.0ft, 0.91m Wing span 34.0ft, 10.36m Chord at root 6.2ft, 1.87m Chord at tip 2.0ft, 0.61m Dihedral 6 deg Sweepback 12 deg Total wing area 136 sq.ft, 12.6 sq.m Wing aspect ratio 8.5/1 Nosewheel diameter overall 10 inch, 25 cm Main wheels diameter overall 10 inch, 25 cm Empty weight 300 lb, 136 kg Max take off weight 550 lb, 249 kg Payload 250 lb, 113 kg Max wing loading 4.04 lb/sq.ft, 19.7 kg/sq.m Max power loading 18.3 lb/hp, 8.3 kg/hp Load factors; +7.8, 7.8 ultimate Max level speed 100mph, 161kph Max cruising speed 70 mph, 113 kph Stalling speed 37 mph, 60 kph Max climb rate at sea level 750 ft/min, 3.8 m/s Min sink rate 180ft/min at 45mph, 0.9 m/s at 72 kph Best glide ratio with power off 23/1 at 49mph, 79kph Take off distance 210ft, 64m Landing distance 250ft, 76m Service ceiling 12,000ft, 3660 m Range at average cruising speed 80 mile, 129 km
Single seat single engined mid wing monoplane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; two fin tail. Pitch control by fully flying tail; yaw control by fin mounted rudders; roll control by full span ailerons also usable as flaps; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by struts, wing profile NACA 23015; double surface. Undercarriage has three wheels in tricycle formation, with addi¬tional tailskids; steel spring suspension on nosewheel and glass fibre suspension on main wheels. Push right go right nosewheel steering connected to yaw control. Brake on nosewheel. Aluminium tube/wood/steel tube framework, with optional pod. Engine mounted above wing driving pusher propeller.
The P 38 was designed by Jim Meade and christened Lightning after the famous twin boom fighter of the Second World War. The prototype appeared at the end of 1980 and the first P 38 was sold during the second quarter of 1981. The prototype was fitted with a 26.0ft (7.92m) span wing having a 4.0ft (1.22m) chord, giving 104sq.ft (9.7 sq.m) of wing area using the same NACA 23015 profile as the B 10. With 200 lb (91 kg) empty weight and 450 lb (204 kg) maximum gross weight, this machine carried 250 lb (113 kg) useful load with a wing loading of 4.32 lb/sq.ft (21.1 kg/sq.m).
On the production models, the wing span was increased to 28.0ft (8.53m) and the chord also increased. Initially fitted with a Honda Odyssey engine of 250 cc giving 20 hp, or as an option a Zenoah G25B also of 20 hp, the P 38 was in 1983 powered by the twin cylinder Cuyuna 430RR 30 hp engine. Its characteristics and performance figures do not allow its classification as an ultralight, so it is therefore necessary to hold at least a private pilot’s licence to fly the Lightning in the US.
The complete kit, requiring 80 h for assembly, has less than 200 pieces, the principal components being prefabricated and partly assembled. The wing ribs are wood, bonded with epoxy to the tubular Duralumin spar, while the leading edges are of polyurethane foam shaped and then covered with birch plywood. On the P 38, the ‘flaperons’ a combination of flap and aileron are made with ribs every 6 inch (15 cm). Like the other Mitchell models, this one is also available as an economy kit or as plans only.
Units delivered by June 1981 35 kits and plans.
The AG 38 is the crop spraying version of the P 38 Lightning, to which it is very similar except a pod is fitted. The prototype AG 38 was shown to the public during the EAA Convention at Oshkosh in August 1982. This aircraft is fitted with Micron X15 100 variable speed rotating nozzles, which are said to control droplet size and so reduce the amounts of chemical and water required. They are supplied from a shaped tank which carries 14.0 US gal (11.7 Imp gal, 53.0litre) of spray chemical. The tank is fitted under the seat and central wing section, between the legs of the main landing gear. An electric pump feeds the spray booms which are fitted with 19 fan nozzles across the full wing span. For a better spread, the two spray bars are placed at not the trailing edge as is usual, but 9.5 inch (24 cm) below the level of the wing.
At 50mph (80kph) the AG 38 spray swath varies from 20ft (6m) wide at 6ft (2m) altitude to 45 ft (14 m) wide at 15 ft (5 m) altitude. With the equipment set for maximum delivery, the AG 38 can deliver 48oz/acre (3.4 litre/hectare) and can treat 37 acre (15 hectare) per load. Reloading is required every 30 min, allowing an average coverage of 60 acre/h (24 hectare/h). At the other end of the scale, the machine can be set up for maximum acreage, when it will deliver 6oz/acre (0.42 litre/hectare) and treat 300 acre (120 hectare) per load. Reloading is required approximately every 2h, giving an average coverage of 140 acre/h (56 hectare/h).
P-38 Engine: Cuyuna 430RR, 35 hp at 5500 rpm Power per unit area 0.29 hp/sq.ft, 3.1 hp/sq.m Length overall 17.0ft, 5.18 m Height overall 5.0ft, 1.52m Wing span 28.0ft, 8.53m Constant chord 4.3 ft, 1.29 m Sweep forward 5 deg Total wing area 120 sq.ft, 11.2 sq.m Wing aspect ratio 6.5/1 Wheel track 5.0 ft, 1.52 m Nosewheel diameter overall 10 inch, 25 cm Main wheels diameter overall 10 inch, 25 cm Empty weight 305 lb, 138kg Max take off weight 700 lb, 317kg Payload 395 lb, 179kg Max wing loading 5.83 lb/sq.ft, 28.4 kg/sq.m Max power loading 20.0 lb/hp, 9.lkg/hp Load factors; +4.0, 4.0 ultimate Max level speed 65 mph, 105 kph Max cruising speed 55 mph, 88 kph Stalling speed 32 mph, 51 kph Max climb rate at sea level 500 ft/min, 2.5 m/s Min sink rate 400 ft/min, 2.0 m/s Best Wide ratio with power off 7/1 Take off distance 210ft, 64m Landing distance 250ft, 76m Service ceiling 12,000ft, 3660m Range at average cruising speed 110 mile, 177 km
AG-38 Engine: Cuyuna 430RR, 35 hp at 5500 rpm Power per unit area 0.29 hp/sq.ft, 3.1 hp/sq.m Length overall 17.0ft, 5.18 m Height overall 5.0ft, 1.52m Wing span 28.0ft, 8.53m Constant chord 4.3 ft, 1.29 m Sweep forward 5 deg Total wing area 120 sq.ft, 11.2 sq.m Wing aspect ratio 6.5/1 Wheel track 5.0 ft, 1.52 m Nosewheel diameter overall 10 inch, 25 cm Main wheels diameter overall 10 inch, 25 cm Empty weight 325 lb, 147kg Max take off weight 700 lb, 317kg Payload 375 lb, 170kg Max wing loading 5.83 lb/sq.ft, 28.4 kg/sq.m Max power loading 20.0 lb/hp, 9.lkg/hp Load factors; +4.0, 4.0 ultimate Max level speed 65mph, 105kph Stalling speed 35mph, 56kph Max climb rate at sea level 500ft/min, 2.5 m/s Take off distance 275 ft, 85 m Landing distance 325 ft, 100 m
Single seat single engined high wing monoplane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tail. Pitch/roll control by stabilators; yaw control by tip rudders; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile; double surface. Undercarriage has three wheels in tricycle formation. Push right go right nosewheel steering connected to yaw control. Aluminium tube framework, with pod. Engine mounted below wing driving pusher propeller.
Shown in December 1982, the A 10 Silver Eagle is an updated version of the B 10 Mitchell Wing, not only as regards detail improvements, but in the technology and type of manufacture. Don Mitchell has abandoned the overhead stick, which comes down from the high wing on the B 10, to replace it with a conventional stick between the pilot’s knees. Materials (wood and fabric) used for the B 10 wing have been superseded by aluminium and a foam developed by NASA called honeyfoam and designated SR 502B, the final B indicating the use of boron.
The A 10 Silver Eagle was sold ready to fly and includes a fairing for the cockpit, wheel fairings on the main wheels, an upholstered seat with shoulder harness and an instrument panel. The price in April 1983 was $5995.
Mitchell Wing A-10
Ameriplanes Inc sold the Mitchell Wing A-10 described as a unique, ultralight motorglder for intermediate and advanced pilots based on Don Mitchell’s Mitchell Wing B-10 hang glider. It is a flying wing design from aluminium. It utilzes a Rotax 277/28 hp engine and was available in kit form for $9400 (does not include engine). Price completed in 2009: 11700 USD
The A-10 was available with a 2SI, A-20 engine and when equiped with same it comes in at 254lbs (the 103 UL limit). Other engines, like the Zenoah G25B-1 were also available.
The Higher Planes A-10 is stressed to +6 and –5.5 G, and the wings fold for transport. The kit price in 1997, without engine, was US$7900.
Engine: Rotax 277, 26 hp Speed max: 70 mph Cruise: 55 mph Range: 200 sm Stall: 28 mph ROC: 800 fpm Take-off dist: 200 ft Landing dist: 200 ft Service ceiling: 12,000 ft Fuel cap: 2.5 USG Weight empty: 280 lbs Gross: 553 lbs Height: 7.33 ft Length: 9.33 ft Wing span: 34.33 ft Wing area: 134 sq.ft Seats: 1 Landing gear: nose wheel
A-10 Silver Eagle Engine: Zenoah G2SB 1, 20 hp at 6500 rpm Toothed belt reduction Max static thrust 165 lb, 75 kg Power per unit area 0.14 hp/sq.ft, 1.58 hp/sq.m Fuel capacity 3.0 US gal, 2.5 Imp gal, 11.4 litre Length overall 8.0ft, 2.43m Height overall 5.6 ft, 1.67m Wing span 34.4ft, 10.46m Chord at root 6.0ft, 1.83m Chord at tip 2.0ft, 0.61m Dihedral 6 deg at tip Sweepback 12 deg Total wing area 136 sq.ft, 12.6sq.m Wing aspect ratio 8.6/1 Nosewheel diameter overall 10 inch, 25 cm Main wheels diameter overall 10 inch, 25 cm Empty weight 250 lb, 113kg Max take off weight 553 lb, 251 kg Payload 303 lb, 138 kg Max wing loading 4.06 lb/sq.ft, 19.8 kg/sq.m Max power loading 27.6 lb/hp, 12.5 kg/hp Load factors +6.0, 6.0 design Max level speed 63 mph, 101 kph Max cruising speed 58 mph, 93 kph Stalling speed 26 mph, 42 kph Max climb rate at sea level 650 ft/min, 3.3 m/s Best glide ratio with power off 18/1 Take off distance 200ft, 60m Landing dis¬tance 200 ft, 60 m
Single seat single engined high wing mono¬plane with conventional three axis control. Wing has swept back leading and trailing edges, and tapering chord; no tall. Pitch/roll control by stabilators; yaw control by tip rudders; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing: wing profile NACA 23015; double surface. Undercarriage has three wheels in tricycle formation; suspension on all wheels. Push right go right nosewheel steering con¬nected to yaw control. Optional brake on nosewheel.
Aluminium tube/wood/steel tube framework, with optional pod. Engine mounted below wing driving pusher propeller.
A hang gliding fanatic, Dr H Long, gave Don Mitchell control of a high performance wing. By 1975 this same wing had become the B 10. The first powered version now carries the designation of B40F (F for foot launch). The aircraft is in effect a wing, supporting beneath its lower surface a rigid frame formed by two sets of struts in the shape of an N, at the back of which is mounted a McCulloch Mc101 12hp engine with direct drive to a two blade pusher propeller.
Very quickly Don Mitchell fitted the framework with a tricycle undercarriage with a nosewheel steered by the rudder bar, while a more elaborate version of the B 10 was shown at Oshkosh in August 1981, fitted with a glass fibre fairing and main wheel spats. By 1980, more than 500 sets of plans or kits for the B 10 had been sold. Previously only sold as sets of plans or as a kit, the B 10 Mitchell Wing has been offered factory built, since September 1982.
The structure of each wing has five central ribs in a wooden lattice with six ribs on either side, all of quite conventional construction. The thick plywood spar has D shaped pieces of polyurethene foam resting on it every 4.3 inch (11 cm), which are then covered in 0.04 inch (l mm) thick sheets of plywood to form the leading edge. The control surfaces are made in the same way except for the rudders which have a tubular metallic spar. The covering is of Dacron or aviation quality Ceconite.
Due to the absence of a tail, roll and pitch control are both provided by stabilators, which span most of each half wing. Controlled from the stick, these stabilators act differentially like ailerons and together as elevators, while the rudders can also act as air brakes. The B 10 Mitchell Wing has dropped the Mc101 engine in favour of the Zenoah G25B. According to Mitchell Aircraft, con¬struction requires 250h of work. The 1983 prices are $6995 ready built, economy kit $1995 (without engine, instru¬ments and undercarriage), homebuilder’s kit $1295 (including raw materials and all hard¬ware but without engine, undercarriage, paint or glue), power pack $1595, tricycle undercarriage $495 and plans $125.
Units and plans delivered by June 1981 1,200 + kits.
Basically a strengthened B 10, the 1981 prototype of the XF 10 was originally shown by Mitchell Aircraft under the name of SR 10 and is a modified version of the B 10 Mitchell Wing, intended for the military market. This machine is today offered as a kit for an extra $1100 on top of the price of a B 10, compared with which the XF 10 is structurally reinforced and has a faired cockpit as standard. Like the standard B 10, the XF 10 uses the single cylinder Zenoah G2513 1.
Plans for the Mitchell wing B-10 became available from Richard Avalon at US Pacific, 892 Jenevein Ave., San Bruno, CA 94066. The B-10 has held world records by George Worthington. Richard worked with Don just before Don’s death and was not able to carry forward with some planned designs, but Richard is offering Don’s plans.
The Mitchell B-10J is a package available from Jim Gordon’s Micro Aviation. The US$5200 package includes a Garrett JFS100-13 originally used as a starter for the TF-41 engine in the A-7 Corsair. Including throttle package, lubrication and tailpipe assembly, the engine weight is 53 lb, and replaces the Zenoah. First flights were in February 1996, with 80 lb thrust.
Variation: Bremner Mitchell B10 Wing Special
B-10 Engine: Zenoah G2SB 1, 23 hp at 6500 rpm Propeller diameter 44 inch, 1.11 m Toothed belt reduction, ratio 3.0/1 Max static thrust 165 lb, 75 kg Power per unit area 0.17hp/sq.ft, 1.8hp/sq.m Fuel capacity 3.0 US gal, 2.5 Imp gal, 11.4 litre Length overall 6.0ft, 1.83 m Height overall 4.0ft, 1.21m Wing span 34.0ft, 10.36m Chord at root 6.0ft, 1.83 m Chord at tip 2.0 ft, 0.61 m Dihedral (On outboard part of wing) 6 deg Sweepback 12 deg Total wing area 136 sq.ft, 12.6 sq.m Wing aspect ratio 8.5/1 Nosewheel diameter overall 10 inch, 25 cm Main wheels diameter overall 10 inch, 25cm Empty weight 185 lb, 84kg Max take off weight 525 lb, 238kg Payload 340 lb, 154kg Max wing loading 3.86 lb/sq.ft, 18.8kg/sq.m Max power loading 22.8 lb/hp, 10.3kg/hp Load factors; +4.2 ultimate Max level speed 55 mph, 88 kph Max cruising speed 45 mph, 72kph Stalling speed 25mph, 40kph Max climb rate at sea level 300 ft/min, 1.5 m/s Min sink rate 225ft/min at 35mph, 1.1m/s at 56 kph Best glide ratio with power off 16/1 Take off distance 175ft, 53m Landing distance 175 ft, 53 m Service ceiling 12,000 ft, 3648 m Range at average cruising speed 135 mile, 217 km
XF 10 Engine: Zenoah G2SB 1, 23 hp at 6500 rpm Propeller diameter 44 inch, 1.11 m Toothed belt reduction, ratio 3.0/1 Max static thrust 165 lb, 75 kg Power per unit area 0.17hp/sq.ft, 1.8hp/sq.m Fuel capacity 6.0 US gal, 5.0 Imp gal, 22.7 litre Length overall 6.0ft, 1.83 m Height overall 4.0ft, 1.21m Wing span 34.0ft, 10.36m Chord at root 6.0ft, 1.83 m Chord at tip 2.0 ft, 0.61 m Dihedral (On outboard part of wing) 6 deg Sweepback 12 deg Total wing area 136 sq.ft, 12.6 sq.m Wing aspect ratio 8.5/1 Nosewheel diameter overall 10 inch, 25 cm Main wheels diameter overall 10 inch, 25cm Empty weight 200 lb, 91kg Max take off weight 600 lb, 272kg Payload 400 lb, 181kg Max wing loading 4.41 lb/sq.ft, 21.5 kg/sq.m Max power loading 26.1 lb/hp, 11.8kg/hp Never exceed speed 50mph, 80kph Stalling speed 25mph. 40 kph
The Mitchell family of aircraft began in 1915, in Scotland, with the birth of Donald S. “Don” Mitchell. Hoping to create a better life for themselves, the family immigrated to the United States when the boy was only seven years old. He was still in school when he became fascinated with gliding. Indeed, Mitchell was a student at Alameda High School in Alameda when he built his first glider, under the tutelage of a pilot who had seen action during the First World War.
Intent on pursuing a career in aviation, Mitchell enlisted at the Boeing School of Aeronautics in Oakland.
In the 1930s, Mitchell worked for United Air Lines at Oakland and Fresno as a radio operator and station attendant. By now, however, he only dreamt of gliding. In spite of the Depression, Mitchell left his job in order to move south to San Fernando, near Los Angeles, where he visited glider pioneer William H. Bowlus – shop foreman at the factory which built Charles Lindbergh’ Spirit of St. Louis – and all but begged him to teach him how to design and build gliders.
Bowlus accepted and Mitchell trained under him for the next six years. All in all, Mitchell spent eleven years with Bowlus, working as his right-hand man on numerous projects during his last five years with his mentor. Along with another gentleman, the duo founded Bowlus Sailplane toward the end of 1936 and developed the BA-100 Baby Albatross glider, a very popular design with some structural problems, which was sold mainly if not exclusively in kits.
As the 1940s began, Mitchell designed and started to construct a large two-seat flying wing glider. To keep it under control without the usual tail, he developed a combination of aileron and elevator which he called a stabilator. All the while, Mitchell took part in demonstration flights for Bowlus Seaplane and was appointed soaring editor of Western Flying Magazine.
When he finally left Bowlus Sailplane, Mitchell went to teach aircraft welding at a technical institute located close by, at the Grand Central Air Terminal near Glendale. Leaving this position, he moved another short distance to the new Timm Aircraft factory in Van Nuys, where he helped with the molding of the fuselage of the S-160, a plastic-bonded wood basic trainer developed for use by the U.S. Navy and U.S. Army Air Corps. Mitchell later assisted the Civil Aeronautics Administration when the time came to perform the static tests of the aircraft. It passed with flying colours and later became, in April 1941, one of the first if not the very first ever plastic-bonded aircraft to receive an American Approved Type Certificate. The S-160 was later ordered by the U.S. Navy. Approximately 260 of these airplanes – now designated Timm N2T Tutors – were produced.
In early 1942, Timm Aircraft was awarded a U.S. Army Air Forces (USAAF) contract to build Waco CG-4 cargo gliders. Many other American companies received orders as well. Timm Aircraft eventually built close to 450 CG-4s. This aircraft turned out to be the most widely produced cargo glider in history.
His superiors at Timm Aircraft instructed Mitchell to organise construction of CG-4A wings in the factories of two furniture makers of the Los Angeles area. Weber Showcase, one of these manufacturers, soon hired him to take over control of their production. As all this was taking place, Mitchell nonetheless found the time to spend numerous evening and weekends with Bowlus to help with the design and construction of a pair of gliders – quite possibly two military transport gliders which proved eventually faulty under test and failed to win orders – as well as a half-size prototype of a large and rather unusual-looking transport glider designed as a private venture for the USAAF.
Confident that his design could help the war effort, Bowlus and an associate organised a company which finally became General Airborne Transport. Construction of a full-size prototype capable of carrying 42 soldiers or 10,000 pounds of freight, began. Mitchell left Weber Showcase in the spring of 1943 to work on this glider, all the while spending some time on his own flying wing design. Mitchell apparently became Director of Projects at General Airborne Transport. Sadly, the prototype of the CG-16 crashed in September 1943 during a test flight. Only Bowlus and one of the VIP passengers managed to parachute to safety. Still, the company managed to obtain permission to build a second prototype. An imposing-looking machine with good flying characteristics, the CG-16 nonetheless suffered from a number of design flaws. The program was cancelled in late 1944 and a third airplane was not built.
Following the end of the CG-16, Bowlus and a friend, Ted Nelson, started to work on a motorised version of the BA-100 Baby Albatross glider. The two of them formed Nelson Aircraft in San Fernando (California) to meet a perceived need for powered gliders now that the Second World War seemed about to end. Mitchell, who may helped with the design of the airplane, the Nelson Dragonfly, took part in the Civil Aeronautics Administration certification tests. Bowlus later appointed him supervisor of production.
In April 1946, after some years of work, Mitchell finally completed construction of his flying wing glider. After a number of successful test flights, Mitchell mounted a small engine on it and flew it as a powered airplane. In the meantime, the expected postwar light airplane boom was slowly turning into a bust and only a handful of Dragonflies left the factory. When the company closed its doors, Mitchell moved to San Leandro where he worked with Nelson and an associate on the design of new powered gliders. Their 1949 Nelson Hummingbird proved to be a better performer than the Dragonfly but its cost and relative lack of performance doomed it on the market. Only a handful were built.
As he worked on the Dragonfly, Mitchell set out on his own to build a new flying wing glider, which he called the Osprey, a single seat machine fitted with stabilators. Mitchell tested his flying wing several times near Oakland, in 1950. Unfortunately, the building in which the glider was stored burned to the ground and the flying wing was destroyed.
Faced with this, Mitchell threw himself into the design and construction of the Nimbus series of sailplanes. The Mitchell Nimbus III – which was developed around 1956 from the earlier Nimbus I and II – won the High Performance Sailplane Design Award at the 23rd National Soaring Contest held in Texas, as well as an award at the San Diego soaring meet.
During much of the 1960 and early 70s, Mitchell kept himself occupied by repairing and customising a number of aircraft. Around 1974, as interest in hang gliding was rapidly increasing, a Dr. Howard Long became intrigued by the idea of a flying wing hang glider. He asked Mitchell to build him such an aircraft. The first foot-launched Mitchell Wing hang glider, the first rigid-wing hang glider that could be controlled in roll, pitch and yaw, flew in 1976. Its flying characteristics and performance showed such promise that Mitchell received orders to build twelve after just one public demonstration flight.
Fascinated by the idea of capturing all the official records for hang gliding newly recognised by the Fédération aéronautique internationale, American champion sailplane pilot George Worthington bought the third one built and went on to set half a dozen world records between 1976 and 1981. Interest among enthusiasts was such that Mitchell organised Mitchell Wing – later Mitchell Aircraft – at Porterville (California). Orders came in from all over North America, Europe and beyond.
In the mid 1970s, Mitchell added a tubular structure and a small engine on one of his wings, turning it into a powered glider or ultralight airplane. A prototype first flew in 1976. The new powered model gained fame as the Mitchell B-10. Mitchell took his flying wings to the world famous fly-ins at Oshkosh and was awarded top honors on numerous occasions.
Design and construction of the U-2, an ultralight fitted with an enclosed nacelle for the pilot followed in 1979. In 1983, a Mitchell U-2 set a new world altitude record for aircraft weighting less than 270 kg with a climb to about 26,000, as well as a sustained altitude record of slightly less than 26,000 ft. The Mitchell P-38 flew later on.
May 1981
1983: Mitchell Aircraft Corp, 1900 South Newcomb, Porterville, California 93257, USA. 1984: 11616 W. 59th Street South, Sand Springs, OK 74063, USA.
Over the years, Mitchell has sold hundreds of drawings and kits for the B-10, the U-2, the P-38 as well as the hang gliding version of the B-10. The designations Mitchell gave to his creations were those of great American aircraft, i.e. the very modern Martin B-10 bomber of the 1930s, the highly distinctive Lockheed P-38 Lightning fighter of the Second World War and the famous Lockheed U-2 spy plane of the Cold War era.
The Celerity was designed by Larry Burton, who flew the prototype in 1985 and won an Oshkosh workmanship award that same year. The prototype has accumulated over 900 hours. It is designed to be built by the average person, with average skills, at low cost, yet perform as well as the most expensive kit airplanes in it’s class.
The Celerity is a high performance, 2-place side-by-side plans built airplane with fully retractable landing gear, including the tail wheel. It can also be built as the “Marathon” with fixed tricycle gear. Designed for builders with average skills, both aircraft are constructed from wood with fiberglass covering. Six construction videos were available. Celerity cruises in the 200 mph range on 150 to 180 hp and has an operating range of more than 750 miles with fuel reserve. The builder has the choice of carrying all the fuel in the wing, or sleek tip tanks can be installed.
Complete landing gear assemblies and other finished components were available from Mirage Aircraft.
Engine: Lycoming O-320, 160 hp HP range: 150-180 Height: 5.5 ft Length: 21 ft 10 in Wing span: 25 ft Wing area: 100 sq.ft Weight empty: 1169 lb Gross: 1800 lb Fuel cap: 44 USG Speed max: 220 mph Cruise: 205 mph Range: 1000 sm Stall: 50 mph ROC: 1800 fpm Take-off dist: 800 ft Landing dist: 1000 ft Service ceiling: 20,000 ft Seats: 2 Landing gear: retractable tail wheel
Made plans and some components available for the construction of the Celerity two-seat monoplane, originally designed by Larry Burton and first flown in 1985.
1996: 3936 Austin St, Klamath Falls, OR 97603, USA. 2009: Mirage Aircraft, Inc, 8702 N Silver Moon Way, Tucson, AZ 85743, USA
The Miniplane paramotor with Top 80 motor is made in Italy.
The Top 80 motor is in a breakdown lightweight chassis and cage, the whole package can break down into a sealed, lockable black plastic box.
The ABM chassis has low hang point cantilever bars making weightshift for turning and thermalling and launching easier. Weight is 19.9kgs.
Two sizes: 65-90kgs and 85-100kgs. CLASSIC high hang point PSF System 115 cm prop 125 cm cage diameter 18,8 Kg Standard reductor : 21/71 Centrifugal clutch Carbon prop 2 blade Top80 motor 80cc Pilot weight 90kg
All Aero 