1998:
Via Vittorio Veneto 9
I-31010 Pianzano (VT)
Italy
Trike and LSA builder
1980->
Carlson Sparrow
The Carlson Aircraft Sparrow Ultralight is a three axis aircraft conforming to FAA 103 regulations.
The Sparrow II is a two seat version of the Sparrow ultralight with optional folding wings.
Sparrow II
Engine: Rotax 582, 66 hp.
Speed max: 130 mph.
Cruise: 110 mph.
Range: 300 sm.
Stall: 36 mph.
ROC: 1750 fpm.
Take-off dist: 75 ft.
Landing dist: 150 ft.
Fuel cap: 10 USG.
Weight empty: 510 lbs.
Gross: 1050 lbs.
Height: 7.75 ft.
Length: 18 ft.
Wing span: 31.5 ft.
Wing area: 140 sq.ft.
Seats: 2.
Landing gear: nose wheel.
Sparrow II XTC
Engine: Subaru, 82 hp.
HP range: 66-85.
Speed max: 130 mph.
Cruise: 110 mph.
Range: 400 sm.
ROC: 1100 fpm.
Take-off dist: 150 ft.
Landing dist: 250 ft.
Service ceiling: 13,000 ft.
Fuel cap: 22 USG.
Weight empty: 600 lbs.
Gross: 1250 lbs.
Height: 7.75 ft.
Length: 18 ft.
Wing span: 31.17 ft.
Wing area: 140 sq.ft.
Seats: 2.
Landing gear: nose wheel.
Optional Continental C-85 or Rotax 912 engine.
Sparrow Sport Special
Engine: Rotax 503, 52 hp.
Speed max: 120 mph.
Cruise: 85 mph.
Range: 300 sm.
Stall: 31 mph.
ROC: 1750 fpm.
Take-off dist: 85 ft.
Landing dist: 175 ft.
Service ceiling: 12,000 ft.
Fuel cap: 10 USG.
Weight empty: 360 lbs.
Gross: 710 lbs.
Height: 5.3 ft.
Length: 16.8 ft.
Wing span: 26.8 ft.
Wing area: 117 sq.ft.
Seats: 1.
Landing gear: tail wheel.
Sparrow Ultralight
Engine: Rotax 277, 28 hp.
Wing span: 30.2 ft.
Wing area: 120 sq.ft.
Length: 16.75 ft.
Height: 6.75 ft.
Weight empty: 115 kg / 254 lbs.
MTOW Weight: 229 kg / 504 lbs
Fuel cap: 5 USG.
Cruise: 50 kt / 58 mph / 93 kmh.
Range: 200 sm.
Stall: 26 mph / 23 kt / 42 kmh
VNE: 55 kt / 63 mph / 101 kmh
ROC: 750 fpm.
Take-off dist: 140 ft.
Landing dist: 195 ft.
Service ceiling: 10,000 ft.
Seats: 1.
Landing gear: nose wheel.
Carlson Aircraft Inc
Manufactures kits to construct the Sparrow series of micro-light/homebuilt high-wing monoplanes in several single- and two-seat versions, plus the single-seat low-wing Sky-cycle (developed from an original 1945 design).
1995-7: PO Box 88, East Palestine, OH 44413-0088, USA.
CargoLifter Joey
The 1999 CargoLifter Joey Prototype is the one person prototype for the giant CargoLifter semi-rigid cargo transport airship. It was registered D-LJOE to Mats Backlin, CargoLifter, Brand, Germany.
Caproni C22J Caproncino
Based on the experience gained with the Calif, the C- 22J was developed. The C-22 J Caproncino is a side by side two-seater equipped with two Microturbo engines.
Caproni C22J Caproncino Article
The first C- 22J has made its first flight 21 July 1980. It was presented static at the Salon du Bourget 1981 and flying at Farnborough in 1984, where it was flown by Colonel Paolo Barberis, former commander of the Italian nationnale patrol “Frecce Tricolori”.
3 examples were built.
Sale price: $300 000 – 375 000
No. 001
I-CAVJ
Museo Gianni dell’Aeronautica
Caproni, Trento, Italy
No. 002
I-GIAC
No. 003
I-CAVT
Museum “Volandia” Milan, Italy
Wingspan: 10 m
Length: 6.188 m
Height: 1.88 m
Wing area: 8.75 m²
Max level speed: 530 km.h
Max speed: 700 km.h
Endurance: 3 hr 18 min
External load: 200 kg
Caproni A-21
Designed by G. Ferrarin and L. Sonzio, the original A-21, the prototype of which made its first flight on 23 November 1970, was a high performance two-seat version of the A-14, from which it differed in having a slightly longer fuselage widened to accommodate two in luxurious side-by-side seating.
This version was succeeded by the A-21S, which held four world records for two-seaters; among these is the Class D2 speed record for women over a 300km closed circuit, set up on 18 August 1974 by Adele Orsi and Franca Bellingeri in an A-21S at a speed of 60.73mph.
The cantilever mid wings have a wide constant chord centre section and tapered trapezoid outer panels, and are all-metal; the three-piece all-metal main spar is supplemented by two auxiliary spars in the centre section and one in each outer panel, the downturned wing tips being of glassfibre. The trailing edge flaps/spoilers can act as air brakes when deflected to 89 downwards, and as camber-changing surfaces between ±8°; the plain ailerons are differentially-operated. The forward fuselage is a glassfibre/foam plastics semimonocoque structure with a load-carrying light alloy frame, and the rear fuselage is a thin boom of all metal stressed skin construction. The distinctive high aspect ratio fin and rudder is all-metal, and has the all-moving metal tailplane and elevator, which both have glassfibre tips, mounted on top; the tailplane trim is spring-adjusted. The mechanically retractable twin main wheels have rubber-incompression shock absorbers and a brake, and there is a fixed steerable tailwheel, as well as a small wheel in each downturned wing tip. The two pilots have dual controls under a rearward-sliding two piece canopy, and sit in luxury seating equivalent to the best light plane standards.
Over 100 A-21S Califs had been built, production of a third batch of 54 being ordered by January 1980.
With 66.9 feet of wingspan, the A-21SJ is the only production turbojet-powered sailplane in the world. It offers side-by-side seating and all-metal construction. The engine retracts into the fuselage just aft of the cockpit. Cruise speed is 124 mph and climb is 945 fpm. On 36 gallons of fuel, range is about 217 miles, with a ceiling of 43,300 feet. Takeoff run requires only 1,181 feet. Up to 90 percent of the parts between the sailplane and the motorglider are common to both, so the glider can be transformed easily into a jet glider, even in retrofit. The landing gear for both aircraft features dual main gear that retract into the undercarriage. Two small wheels are built into the wingtips. The wing is all-metal with a single spar, stressed skin, and fiberglass tips; the wing is fitted with top-hinged, differentially operated ailerons plus lower-hinged, aerodynamically balanced flaps/spoilers. The fuselage has a monocoque forward section of fiberglass with a load-carrying lightweight alloy structure. The tailboom is an all-metal stressed-skin unit ending in an all-metal single-spar tailplane.
Caproni (which built its first glider in 1908 at Vizzola Ticino, Italy) produced the first A-21 (designed by Carlo Ferrarin and Livio Sonzio) in 1970, and within two years had collected four world multi-place sailplane speed and distance records with it. A 2-place all-metal ship with a fiberglass forward fuselage, the A-21 was followed into production by the slightly improved S model. The ship features a roomy side-by-side cockpit and widely spaced retractable twin landing wheels. Aft-hinged brakes on the lower surface, and these, with large flaps (which deflect to +89 degrees) limit speed in a vertical five to 188 kph / 102 kt / 117 mph. The T-tail is all moving. A steerable tail wheel and water ballast were optional.
The Calif A-21S was produced im a small-series produced (6 aircraft) at the Gomolzig Flugzeug- und Maschinenbau.
The Italian construction offers good performance (comparable to Janus C) and good flying characteristics, giving the aircraft a broad range of applications reaching from advanced training and guest flights up to performance flights. Only for competition flights in the double-seater class, it is exceeding the 20-meter definition by a few centimeters.
The A- 21S cost approximately 20000 Marks less than a Duo Discus and features a fixed tailplane.
The A-21JA self launch jet model is a 2 place, side by side all metal sailplane. Forward fuselage is glass fibre. Dual, manually retracting undercarriage. Fixed tail wheel. Rudder pedals adjustable. Both seats adjustable. Extremely powerful trailing edge flap / brakes. Flaps have a thermal setting, cruise setting and fully variable down for landing. Automatic control hook up. No manufacturers fatigue life limit. A very high quality structure, built by an aircraft manufacturer not a glider manufacturer. It was well and truly “state of the art” in 1974.
First flying in late January 1972, the A21 J jet version added a SERMEL TR18 100 kp thrust (220 lb) jet engine. The span was reduced from 22.87 to 20 m, and overall length increased from 7.27 to 8m. The tare weight (equipped) is reduced from 484 to 434 kg. The engine is mounted in the lower part of the fuselage, behind the seat, the ejection of gas under the fuselage. The volume of wing and fuselage tanks hold 160 litres of kerosene. The engine is started with a compressed air bottle.
In 1976 the first prototype of the A- 21J was purchased by Lockheed to be used in a research program conducted in cooperation with the Mississippi State University. The experiments concerned inter alia the effects of wind, dust, insects and rain on some wing sections, as well as measures and vortex noise rappport the fuselage. In the initial test phase, the A- 21J was towed to the appropriate altitudes.
The J was succeeded by the A-21SJ, which first flew in May 1977 and was based on the production A-21S sailplane. The main difference between the A 21A and A 21 SJ is the positioning of the 198 lb st Microturbo TRS 18-046 turbojet engine. In remains in the fuselage behind the pilot, but now in the top position. Its air intake is by a removable NACA inlet located on the back of the fuselage. The ejection of the exhaust is by a nozzle opening on each side of the fuselage. The A-21SJ has a metal fuselage with fiberglass monocoque forward section surrounding aluminum load-carrying structure; all metal wings and tail with minor fiberglass fairing.
Up to 242.5 lb of fuel is carried in fuselage and wing tanks, and there is a starter/generator and batteries for in-flight and ground starting. Apart from the engine the A-21 SJ is very similar to the A-21S, but has larger mainwheels and tailwheel. Two A-21SJs had been completed by May 1979 and five more were being built. One A-21SJ was being tested with a more powerful Microturbo TRS 18 jet of 242.5 lb st.
A-21
Wing Span: 20.38m / 66.9ft
Wing Area: 16.91sq.m / 174.3sq.ft
Empty Weight: 436kg / 961lb
Payload: 208kg / 459lb
Gross Weight: 644kg / 1420lb
Wing Load: 39.8 kg/sq.m / 8.16 lb/sq.ft
Airfoil: Wotmann FX-67-K-1 70/60-126
Aspect ratio: 25.65
L/DMax: 43 at 105 kph/ 56 kt/ 65 mph
MinSink: 0.61 m/s / 2.0 fps / 1.18 kt
Prototype A21J
Span: 20 36 m
Length: 7 84 m
Height: 1.919 m
Wing area: 16,19 m²
Wing loading: 39.8 kg / m²
Maximum weight: 644 kg
Max speed: 255 km / h
Climb speed: 63 km / h
A 21J
Engine: Sermel TRS 18, 220 lb.
Seats: 2.
Wing loading: 8.91 lbs/sq ft.
Wing aspect ratio: 25.
Gross: 1,543 lbs.
Empty: 957 lbs.
Useful: 586 lbs.
Max airspeed: 162 kts.
Rough air speed: 162 kts.
Stall: 41 kts.
Lift / drag: 43 at 63 kts.
Sink: 1.97 fps at 49 kts.
Fuel: 236 lbs.
Length: 26 ft 3 in.
Wing span: 65 ft 7.5 in
A-21JA
Glide ratio: 1:43 at 58 kt / 1:42 at 60 kt.
Never Exceed Smooth Air: 138 knots
Max Rough Air: 91 kts
Stall: 34 /38 knots
Climb rate: 650 ft/min
Ceiling: 30,000 ft
Power Cruise: 115 kts
A-21JA
Engine: turbojet, 100kg/220 lb Thrust
Wing Span: 20.38m / 66.9ft
Wing Area: 16.19sq.m / 174.3sq.ft
Empty Weight: 436kg / 961lb
Payload: 208 kg / 459 lb
Gross Weight: 644kg / 1420lb
Wing Load: 39.8kg/sq.m / 8.16lb/sq.ft
Aspect ratio: 25.65
Airfoil: Wotmann FX-67-K-1 70/60-126
L/DMax: 43 at 105 kph/ 56 kt/ 65 mph
MinSink: 0.61 m/s / 2.0 fps / 1.18 kt
A-21S
Span: 66ft 10.5 in
Length: 25ft 4.5 in
Height: 5ft 8.5 in
Wing area: 174.3 sqft
Aspect ratio: 25.65
Empty weight: 961 1b
Max weight: 1,419 lb
Max speed: 156 mph
Max aero-tow speed: 87 mph
Min sinking speed: 1.97 ft/sec at 53 mph
Best glide ratio: 43:1 at 65 mph
A-21 SJ
Span: 66 ft 10.25 in
Length: 25 ft 4.5 in
Height: 5 ft 3.5 in
Wing area: 174.3 sqft
Aspect ratio: 25.65
Empty weight: 1,164 lb
Max weight: 1,781 lb
Max level speed: 143 mph (power on)
Max rate of climb: 787 ft/min (sea level, power on)
Take-off run: 985 ft (power on)
Caproni
One of the companies form¬ing part of the industrial empire founded by Count Gianni Caproni in 1908 was Caproni Vizzola, originally an important pilot training school, but from 1934 a design and construc¬tion organization as well.
Company’s founder, Count Gianni Caproni di Taliedo, built and flew his first aircraft in May 1910. Count Gianni Caproni di Taliedo designed his first heavy bomber in 1913. Caproni’s big biplane bombers had a demoralizing effect on ground troops during the Austro-Italian conflict, more by virtue of their size and threatening ap¬pearance than their destructive power, and led to a series of immense triplane bombers during World War I. The first was de¬signed in mid-1915 and was designated Caproni Ca. 40. A later development, the Ca.42.
At one time, largest aircraft manufacturer, the Caproni group comprised more than 20 companies, of which the principal aircraft building members were Aeroplani Caproni Trento, Caproni Aeronautica Bergamasca, Caproni Vizzola SpA, Compagnia Nazionale Aeronautica, Aeronautica Predappio SpA, and Officine Meccaniche Reggiane SpA. The Isotta-Fraschini aero- engine company was also part of the group.
The most prolific company in the group was the Compagnia Aeronautica Bergamasca, which began aircraft design in 1927, joining the Caproni group in the ‘thirties. The chief designer was Cesare Pallavicino, formerly chief designer to Ernesto Breda, and initially the original designs produced by Bergamasca were given Caproni-Bergamaschi designations, but later “Berga- maschi” was dropped and aircraft emanating from the Bergamo works could only be identified by their type numbers, which were in the 300 series.
After formation of Regia Aeronautica in associating with various partners until First World War. 1923 Caproni achieved success with such military aircraft as the Ca 1 -Ca 5 series of large tri-motor biplane and triplane bombers
During the 1920s, a retrospective series of manu¬facturer’s designations was applied to war¬time Caproni designs, in an endeavour to clarify different variants. Under this system the prototype Ca.1 was designated Ca 31 and the Fiat engined Ca 1 was allocated Ca 32; to avoid confusion between the two systems.
Achieved an international reputation with the Ca 36, Ca 73 and Ca 74. The following decade produced the Ca 101, Ca 111, and Ca 133 range of aircraft and a series of multipurpose reconnaissance/light bomber/transport types, production of which was shared with the Bergamasca subsidiary.
Early post-war publicity gained by Ca 60, an enormous eight-engined ‘triple-triplane’ of 1921, intended to carry 100 passengers, which was shared with the Bergamasca subsidiary.
Cantieri Aeronautici Bergamaschi had been absorbed by Caproni in 1931. Initially built Ca 100 and Ca 101, then built the new aircraft to the designs of Ing Cesare Pallavicino.
In the mid ‘thirties Caproni-Vizzola activities were expanded and a fully-equipped factory built. The plant was primarily engaged on sub-contract work building the Breda Ba 65 attack aircraft, but in 1938 its first original designs, the F.4 and F.5 single-seat fighters appeared, powered respectively by the 1,025-h.p. Isotta-Fraschini Asso 121 R.C.40 and the 840-h.p. Fiat A.74 R.C.38 radial. Designed by Ing. Fabrizi, a pre-production batch of fourteen of the radial-engined F.5 fighter was built immediately prior to Italy’s entry into the war, but like most of Italy’s fighters of this period the F.5 was under-powered (maximum speed being 326 mph) and under-armed (two 12.7-mm. guns). Nevertheless, a squadron was equipped with the F.5 for a short period and employed for the night defense of the area surrounding Rome.
One of the fourteen F.5 fighters was re-engined in 1941 with a 1,050-h.p. DB 601 engine. This conversion was designated F.6, but the most interesting development was the F.6Mz powered by the 1,250-h.p. Isotta-Fraschini Zeta engine (which was also to have been installed in the Reggiane Re 2004). The F.6Mz flew for the first time late in 1942 and was to have carried an armament of four 12.7-mm. guns or two 12.7-mm. and two 20-mm. guns. Maximum speed was 404 mph, but the Zeta engine was insufficiently developed for operational service, and the F.6Mz progressed no further than the prototype stage.
Major production types during 1934-1944 were A.P.1 single-seat fighter, followed by the family of multi-purpose twin-engined aircraft: Ca 309 Ghibli; Ca310/310 bis Libeccio; Ca 311 Libeccio; Ca 312 bis Libeccio; Ca 314, and 316.
More than 2,500 examples of the Ca 100 training/touring biplane were built during the 1930s; the Ca 161 bis, a single-seat single-engined biplane, set an international altitude record of 17,083m that remains unbeaten today in its class. The Caproni-Campini CC-1 of 1940 was Italy’s first and the world’s second aircraft to fly by jet propulsion, though it was not powered by a turbine. During the Second World War the company was chiefly concerned with the production and development of the Ca 310-Ca 314 multipurpose twin-engined aircraft and with the Reggiane Re. 2000-Re 2005 series of single- seat fighters. During the lifetime of the group some 180 different types were built, in addition to licensed construction of almost as many by other designers.
The parent company went bankrupt in 1950. Aeroplani Caproni Trento survived the bankruptcy and in May 1952 flew Italy’s first postwar jet light aircraft, the F.5, designed by Dott Ing Stelio Frati.
In 1969, Caproni – Vizzola began producing in his workshops 30,000 m² located near the airport of Milan – Malpenza.
Caproni Vizzola Costruzioni Aeronautiche SpA was formerly the Scuola Aviazione Caproni, the oldest flying school in Italy, and became the last surviving part of the company until bought by Agusta in 1983, producing the Calif series of sailplanes and finally the C22J Ventura two-seat very light basic trainer with two Microturbo turbojet engines, first flown 1980. Earlier it remodeled the Ca 133 for ambulance and military transport duties and assisted in production of the Breda Ba 65. Its first original design had been the F.4 single-seat fighter designed by Ing F Fabrizi, flown in 1940. Prototype F.6 had more powerful engine.
Capella Aircraft Corp Capella
Desined by J. Reid Howell
The Capella SS first flew in 1988.
Folding wing optional.
The FW2T has a dacron covered spaceframe fuselage, while the strut braced wings are fabricated from sheet dural, pop riveted.
The Capella XLS first flew in 1990.
Capella Aircraft Corp received certification in Germany for the Capella XLS model FW2C80 and Capella SS model FW1C50.
The Capella XS first flew in 1990.
The Capella Fastback first flew in 1995.
Capella SS
Engine: Rotax 503, 50 hp.
HP range: 40-50.
Speed max: 112 mph.
Cruise: 102 mph.
Stall: 34 mph.
ROC: 980 fpm.
Take-off dist: 130 ft.
Landing dist: 130 ft.
Service ceiling: 10,000 ft.
Fuel cap: 7 USG.
Weight empty: 360 lbs.
Gross: 650 lbs.
Height: 5.67 ft.
Length: 17.33 ft.
Wing span: 27.5 ft.
Wing area: 110 sq.ft.
Seats: 1.
Landing gear: nose or tail wheel.
Capella XLS
Engine: Rotax 912, 80 hp.
HP range: 65-80.
Speed max: 121 mph.
Cruise: 119 mph.
Stall: 41 mph.
ROC: 1450 fpm.
Take-off dist: 200 ft.
Landing dist: 150 ft.
Service ceiling: 10,000 ft.
Fuel cap: 22 USG.
Weight empty: 560 lbs.
Gross: 1100 lbs.
Height: 5.67 ft.
Length: 18.4 ft.
Wing span: 28.5 ft.
Wing area: 114 sq.ft.
Seats: 2.
Landing gear: nose or tail wheel.
Capella XS
Engine: Rotax 582, 65 hp.
HP range: 65-80.
Speed max: 116 mph.
Cruise: 111 mph.
Stall: 41 mph.
ROC: 1200 fpm.
Take-off dist: 175 ft.
Landing dist: 115 ft.
Service ceiling: 10,000 ft.
Fuel cap: 10 USG.
Weight empty: 480 lbs.
Gross: 1100 lbs.
Height: 5.67 ft.
Length: 18.4 ft.
Wing span: 28.5 ft.
Wing area: 114 sq.ft.
Seats: 2.
Landing gear: nose or tail wheel.
Capella Fastback
Engine: Rotax 912, 80 hp.
HP range: 65-80.
Speed max: 121 mph.
Cruise: 120 mph.
Stall: 36 mph.
ROC: 1450 fpm.
Take-off dist: 200 ft.
Landing dist: 150 ft.
Service ceiling: 10,000 ft.
Fuel cap: 10/22 USG.
Weight empty: 560 lbs.
Gross: 1100 lbs.
Height: 5.7 ft.
Length: 18.5 ft.
Wing span: 28.5 ft.
Wing area: 114 sq.ft.
Seats: 2.
Landing gear: tail wheel.
Capella FW2T
Engine: Rotax 912, 80 hp
Wing span: 8.63 m
Wing area: 10.62 sq.m
MAUW: 450 kg
Empty weight: 265 kg
Fuel capacity: 52 lt
Fuel consumption: 14 lt/hr
Max speed: 180 kph
Cruise speed: 155 kph
Minimum speed: 58 kph
Climb rate: 3.8 m/s
Certification: VZ
Seats: 2
Kit price (1998): $13,795
Capella Aircraft Corp
Capella Aircraft Corporation was an American aircraft manufacturer based in Austin, Texas. Formed about 1988, the privately held company specialized in the design and manufacture of light aircraft in the form of kits for amateur construction, including for the US FAR 103 Ultralight Vehicles rules.
1995-8: 4211-C Todd Ln., Austin, TX 78744, USA.
Capella produced a number of aircraft designs, all of a strut-braced, high wing configuration. The first series were all enclosed cockpit designs, starting with the Capella SS, a single seat model introduced in 1988. In 1990 the Capella XS two-seat conventional landing gear model followed, along with a tricycle gear model, the Capella XLS. The Capella Fastback was introduced in 1995.
In 1998 the open cockpit single-seat Capella Javelin I was introduced as a FAR 103 ultralight. This was followed by the Capella Javelin II the same year and finally the Capella T-Raptor, all variants of the basic Javelin design.
The company went out of business about 2007.
Canard SC / SCM / Farner SC / SCM / Aviafiber SC / SCM
The Canard SC was the 1983 production version of the Farner Canard 2FL by Canard Aviation. designed by Ernst Ruppert with ETH Zurich.
During flight tests of the SC, from 23 July 1983, progress was accelerated by the use of an auxiliary 15 kW (20 hp) König SC 430 3-cyl. two-stroke radial engine mounted on a pylon between the v-struts and main-plane, driving a folding propeller, as the SCM.
Two were built (HB-2152 V-01 & HB-3004).
Two motorized versions (Canard SCM and Colibri) flew in 1983 and 1984. The development was suspended in 1993 following the accidental death of the designer, Hans Farner, during a test flight. The Company immediately bought the sold aircraft and ceased production.
They are stored in an attic, and two trailers are located at Ruppert Composites in Wald (Switzerland)
