Puerto Rico
Began developing in 1987 the BR2000 twin-turboprop STOL transport, said to have been influenced by Ahrens 404 and thereby intended to be simple and easy to maintain. Project terminated 1989.
1980->
Brokaw BJ-520 Bullet
Dr. D.F. Brokaw, with the aeronautical engineering help of Dr. Ernest R. Jones, has developed a high-speed homebuilt with good cross country capability, comfortable seating for two in tandem fashion, retractable gear, full FR capability and the ability to perform aerobatics. While the prototype took Brokaw seven years to build, offspring can be built in about three years working from plans.
At the 1983 Oshkosh Brokaw had re-engined the prototype and extended the wings.
The original powerplant was a 285-hp Continental, but the most common options are a 310-hp Continental or the 380-hp Lycoming turning a Sensenich three-blade propeller. The fuselage, wings, tail and all control surfaces are built from light alloy, while the tricycle landing gear are retractable. Stressed to 6G for aerobatics, with 322 mph top speed and a service ceiling of 28,000 feet, the Bullet ranks as a high performance homebuilt.
Engine: 380-hp Lycoming
Gross Wt. 3142 lb
Empty Wt. 2033 lb
Fuel capacity 47-92 USG
Wingspan 24 ft 4 in
Length 23 ft l0 in
Top speed 322 mph
Cruise 293 mph.
Stall 86 mph.
Climb rate 2100 fpm
Ceiling 28,000 ft
Takeoff run (50 ft) 2000 ft
Landing run (50 ft) 1300 ft
Range 1323 miles.
Broc Epervier
Single seat twin engined mid wing monoplane with conventional three axis control. Wing has unswept leading and trailing edges, and constant chord; T tail. Pitch control by fully flying tail; yaw control by fin mounted rudider; roll control by one third span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Cantilever wing; wing profile Worthmann FX 63 137; double surface. Undercarriage has two wheels in tandem with wing tip skids; steel spring suspension on tailwheel and oleo-pneumatic suspension on main wheels. Push right go right tailwheel steering connected to yaw control. Brake on main wheel. Glass fibre/Kevlar fuselage, totally enclosed. Engines mounted above wing driving tractor and pusher propellers. Wing and T tail are also made with carbon and glass fibre, Kevlar and Dacron covered.
A twin engined push pull aircraft, the Epervier descends in a direct line from his earlier Libellule. This prototype is a cross-country microlight, capable of covering 522 mile (840km) on one engine at economic cruise. The consumption of the Konig SC340 tri cylinder is 1.6 US gal/h (1.3 Imp gal/h, 6.0 litre/h) with the Epervier cruising at 40mph (65 kph). The Epervier can also be regarded as a motor glider with a glide ratio of 20/1 at 34 mph (55 kph), thanks to its Worthmann FX63 137 wing profile combined with a NACA0012 profile for the empennage. In addition to the ailerons, this wing is also fitted with three position flaps acting as flaps at 2o and 15 o and air brakes at 70 o camber.
The construction of the prototype, designed at the end of 1981, was first seen during the summer of 1982, the first flight being made in May 1983.
Broc Libellule Mk.III
At the European microlight salon at Lyon Bron in September 1982, Bernard Broc showed the prototype of the new single seat three axis microlight, this time with a T tail. As Aviasud had earlier given the name of Libellule MkII to the prototype which was destined to become the Sirocco, Bernard decided on the spot that he would name the machine Libellule MkIII to prevent confu¬sion. Retaining the Fledge wing of his earlier model, the Libellule Mk.III not only acquired a T tail but also a totally enclosed cabin. Bernard tells us he intends to replace the existing wing with a mid mounted cantilever design of composite construction and a Worthmann FX63 137 profile, which is very deep and gives high lift, with the aim of improving the glide angle to around 22/1. This project gave rise to the prototype Epervier twin engined aircraft.
Single seat single engined high wing mono¬plane with conventional three axis control. Wing has swept back leading and trailing edges, and constant chord; T tall. Pitch control by fully flying tail; yaw control by fin mounted rudder and tip rudders; roll control by one third span spoilers; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables;; double surface. Undercarriage has three wheels in tricycle formation with additional tailskid; steel spring suspension on nosewheel and glass fibre suspension on main wheels. Push right go right nosewheel steering con¬nected to yaw control. Brake on nosewheel. Glass fibre fuselage totally enclosed. Engine mounted below wing driving pusher propeller. Epoxy, polyester and glass fibre for T tail and supporting boom.
The Libellule MkIII has the option of a 26 hp JPX PUL425 engine in place of the 24 hp Konig SC430. Our data is based on the latter version. The Libellule MkIII is only produced in small numbers, availability being limited to 15 machines per year maximum in 1983.
Engine: Konig SC430, 24 hp at 4200 rpm.
Propeller diameter and pitch 43 x 24 inch, 1. 10 x 0.60 m.
No reduction.
Power per unit area 0.15hp/sq.ft, 1.6hp/sq.m.
Fuel capacity 6.6 US gal, 5.5 Imp gal, 25.0 litre.
Length overall 19.8 ft, 6.00 m.
Height overall 8.2ft, 2.50m.
Wing span 32.9ft, 10.00m.
Constant chord 4.1ft, 1.50m.
Dihedral 10degs.
Tailplane span 8.2 ft, 2.50 m.
Fin height 3.9ft, 1.20m.
Total wing area 161 sq.ft, 15.0 sq.m.
Total spoiler area 8.6 sq.ft, 0.80 sq.m.
Fin area 12.9 sq.ft, 1.20 sq.m.
Rudder area 6.5 sq.ft, 0.60 sq.m.
Total elevator area 25,8 sq.ft, 2.40sq.m.
Wing aspect ratio 6.6/1.
Wheel track 4.9 ft, 1. 50 m.
Wheelbase 4.7 ft, 1.40m.
Nosewheel diameter overall 13 inch, 33 cm.
Main wheels diameter overall 16 inch, 40 cm.
Empty weight 2321b, 105kg.
Max take off weight 5521b, 250kg.
Payload 3201b, 145 kg.
Max wing loading 3.40 lb/sq.ft, 16.7 kg/sq.m.
Max power loading 23.01b/hp, 10.4kg/hp.
Load factors design; +4.5, 2.5 ultimate.
Max level speed 56 mph, 90 kph.
Never exceed speed 75 mph, 120 kph.
Max cruising speed 50 mph, 80 kph.
Economic cruising speed 44 mph, 70 kph.
Stalling speed 24 mph, 40 kph.
Max climb rate at sea level 300 ft/min, 1.5 m/s.
Min sink rate 325 ft/min at 31 mph, 1.6 m/s at 50 kph.
Best glide ratio with power off 14/1 at 34 mph, 55 kph.
Take off distance 165 ft, 50 m.
Land¬ing distance 250 ft, 75 m.
Service ceiling 10,000 ft, 3050 m
Range at average cruising speed 622 mile, 1000 km.
Engine: JPX PUL425, 26 hp.
Fuel capacity 6.6 US gal, 5.5 Imp gal, 25.0 litre.
Length overall 19.8 ft, 6.00 m.
Height overall 8.2ft, 2.50m.
Wing span 32.9ft, 10.00m.
Constant chord 4.1ft, 1.50m.
Dihedral 10 degs.
Tailplane span 8.2 ft, 2.50 m.
Fin height 3.9ft, 1.20m.
Total wing area 161 sq.ft, 15.0 sq.m.
Total spoiler area 8.6 sq.ft, 0.80 sq.m.
Fin area 12.9 sq.ft, 1.20 sq.m.
Rudder area 6.5 sq.ft, 0.60 sq.m.
Total elevator area 25,8 sq.ft, 2.40sq.m.
Wing aspect ratio 6.6/1.
Wheel track 4.9 ft, 1. 50 m.
Wheelbase 4.7 ft, 1.40m.
Nosewheel diameter overall 13 inch, 33 cm.
Main wheels diameter overall 16 inch, 40 cm.
Load factors design; +4.5, 2.5 ultimate.
Never exceed speed 75 mph, 120 kph.
Broc Libellule Mk.I
The prototype Libellule Dragonfly in translation made its first flight in May 1981, and on the 14 July (a national holiday in France), Bernard Broc flew from Paris to Avignon in almost 7 h, covering the 435 mile (700 km).
This first Libellule was a two axis machine using a Pterodactyl Fledgling wing and with a monobloc all flying horizontal tail surface, yaw control being by the use of tip rudders. This horizontal tail surface was joined to the fuselage by a tapered circular section polyester boom which reduced from 8 to 5 inch (20 to 13 cm). The fuselage formed an open cockpit with a large integral windshield, also of polyester. The landing gear was tricycle with a steerable nosewheel, main wheel suspension using glass fibre laminate.
In this form and assisted in its manufacture by Frangois Goethals and Bernard d’Otreppe, the Libellule was put on sale in a small way through Aviasud.
Bernard Broc’s Libellule Mkl went out of production at the end of 1982.
Broc
1983: Bernard Broc, 43350 Borne, France.
UL builder circa 1980
Britten-Norman BN2 Islander / Defender
In 1962 the two partners, John Britten and Desmond Norman, decided to build a plane of their own. The essential factors were low cost, all-weather construction, twin engine reliability and a good payload. The design was of classic simplicity: a one-piece wing with no dihedral, Hoerner-type tips, slab-sided fuselage with seating for up to 10 passengers. The prototype was powered by two 210-hp Continental engines with a fixed tricycle undercarriage. Bench-type seats for two people eliminated the need for a central aisle and these were accessed by three doors, two port and one starboard, with the rear door being of extra width to allow ease of cargo loading. The Islander can also be operated as a freighter carrying more than a ton of cargo. Passenger baggage is stored in a large 30 cu.ft. bin behind the cabin with an access door on the port side. The first metal was cut in September 1964 and the aircraft was hand crafted on a “Dexion” jig. The prototype took to the air for its first flight of 70 minutes on 13 June 1965 with both John Britten and Desmond Norman at the controls. There were some shortcomings which an increase in wing span by 1.22 metres and more powerful Avco Lycoming 260-hp engines cured.
A choice of wings was offered, so the plane could be fitted with the standard 49-foot-span wings or extended 53-foot wings, using raked tips and auxiliary fuel tanks.
Delivery of the Islander began in August 1967, but the great number of orders from over 50 countries forced Britten-Norman to subcontract manufacture of a number of the mini-airliners to the British Hovercraft Corporation. Others were produced in Romania by IRMA which was then trucked to Bembridge for completion. Buyers were able to choose Lycoming engines: 260 or 300 hp. A Rajay turbocharging unit increased the Islander’s twin-engine ceiling to 26,000.
Britten Norman developed two other variants for demonstration at the 1976 Farnborough Show, the “Firefighter” and “Agricultural Islander”. While both designs proved themselves technically, no orders were forthcoming and the variants were shelved.
Arrangements were made with Rornaero in Bucharest, Romania, to produce the airframes. The engines, propellers, and undercarriage are trucked across Europe to where the aircraft are assembled under UK CAA supervision then, with basic instrumentation and a pilot’s seat fitted, the aircraft is flown in dull grey primer to Bembridge to be completed to customer’s requirements.
The BN-2 Super was developed by inserting a 33-inch plug in the fuselage of the production prototype, G-ATWU, allowing for an additional row of seats, however, the version was never put into production. To increase the Islander’s hot and high performance Lycoming IO-540K 300-hp fuel-injected engines were fitted. Another modification involved fitting wingtip tanks which increased the span to 53 feet while droop flaps and droop leading edges increased performance.
The first turbine powered Islander flew in April 1977. Designated the BN2A-41, it was powered by Lycoming LTP 101 turboprops and, although its performance was described as “sparkling”, it was overpowered and the fitting of the engines required major wing modifications. The project was discontinued.
In 1980 the production BN2T Turbine Islander took off with Allison 250 B17C engines. Wing fences were fitted to improve stall recovery and the prototype headed off for hot and high in Kenya and to Finland for cold weather trials.
Pilatus introduced a beefed up Islander, the BN2B, featuring a 300 pound increase in landing weight, including the BN-2B-20 and BN-2B-26.
In 1979 it was decided to diversify, looking at different roles as against taking people. Those sort of roles are fisheries protection, border patrol and parachuting etc. In 1978 they looked at putting a more sophisticated airborne radar into the aircraft, entering into a joint venture with Thorn EMI, using their Skymaster radar to increase the ground warning time from three or four minutes to 20 30 minutes. The name “Defender” came at that point, referring to an Islander with four wing mounted hardpoints. Stressed to take 750lbs on the inboard pair and 350lb outboard, the hardpoints designed to carry long range fuel tanks or military stores.
Available with 260 hp, turbo-charged 260 hp, or 300 hp engines, and optional 28 cu.ft. capacity nose extension.
Defender – For general military duties PBN developed the Defender from the basic piston-engined Islander utility aircraft and, with the introduction of the Allison 250-B17C powered Turbine Islander, a parallel turbine Defender was offered. The Defender is capable of a wide range of military roles including troop trans¬port, SAR, forward air control, electronic warfare, logistic support, and medevac.
Operationally launched by PBN on March 6, 1987, The AEW Defender is a low-cost AEW system offered in conjunction with Thorn-EMI’s Skymaster lightweight multi-mode pulse-Doppler track-while-scan radar. Acquisition and tracking of targets is auto¬matic, and air-to-air/air-to-ground datalinks, 1FF and navigation systems may be fully integrated with the radar’s display and control system. The Skymaster system can also be used to detect surface vessels during maritime reconnaissance missions. A large undernose radome houses the 360’-scan antenna. With appropriate computer software modifications, the AEW Defender/Skymaster combination is being offered as a solution to the British Army’s Astor requirement for an airborne battlefield surveillance radar. The British Army has bought Defender AL Mk 1s to replace Beavers.Another Defender has been flown with a Ferranti surveillance radar installed in connection with the Army’s earlier Corps Airborne Stand-Off Radar (Castor) requirement. The AEW Defender is based on the BN-2T Turbine Defender airframe.
The Maritime Defender is designed for coastal patrol, fishery and oil rig protection, and SAR durties. The Maritime Defender has Bendix RDR-1400 search radar in the nose, and four under-wing pylons to carry weapons, survival packs or other items. Either 6600 lb maximum all up weight piston engined or 7000 lb MAUW turbine powered, the aircraft comes with both Omega and short range sector scan radar.
The Defender was officially added to the ranks of the British Army on March 10th, 1989. Design is wholly utilitarian and is most characteristically defined by the high-mounted monoplane wings. Each wing maintains an Allison 250-B17F turboprop engine powering a three-bladed propeller. The cockpit compartment is held well forward in the squared off fuselage with slab sides and features a useful sloped nose for improved downward visibility. The undercarriage is a conventional tricycle arrangement and made up of two double-tired main landing gear legs and a single-tired nose landing gear leg – as a whole, the undercarriage is non-retractable. The empennage is dominated by a single large-area vertical tail fin clipped at the top and sporting some sweep along the leading edge. Horizontal tailplanes are affixed to the vertical fin tail. Typical accommodations are for two pilots and up to six passengers. Entry/exit is via side doors, two forward and two aft. Her gross weight is listed at 7,000lbs. Each wing can field four hardpoints for various munition options to include gun pods, rocket pods and bombs if need be or external fuel tanks for extended loitering times and operational range. Specialized reconnaissance and surveillance mounts are fitted with applicable tailored equipment, cameras and jamming pods as well as communications options. Airborne Early Warning (AEW) Defenders sport a hideous-looking nose radome that quickly identifies the type and its role.
In 2003, the UK military purchased three (some sources state four) Defenders to help with the deteriorating conditions in Iraq following the 2003 coalition invasion. These aircraft carried the designation of Defender 4S AL Mk 1 and sported underwing dispensers to protect against surface-to-air guided munitions. This model was furthered defined by the implementation of an electro-optical turret under the extreme end of the nose.
The Defender 4000 is a military version of the Defender series and first flight of this system was achieved in August of 1994. The Defender 4000 features a larger wing component similar to that of the Trislander and operates with increased weight tolerances. Her engines are more powerful than previous versions and has an enlarged nose section for the fitting of search radar. Top speed is a reported 225 miles per hour.
By 1990, over 1,100 Islanders have been built with Lycoming piston engines or, in the BN-2T Turbine Islander, two 400 shp (298 kW) Allison 250-B17C turboprops.
In 1970, Britten-Norman introduced an enlarged version of the twin-engine Islander with a third engine mounted high on the tail in a tractor position. The three engines were 260-hp 0-540-E4C flat-sixes turning Hartzell two-blade constant-speed fully feathering propellers. Three versions of the Trislander are the BN-2A Mk 111-2 (a standard version with extended nose baggage compartment), the BN-2A Mk 111-3 (with an automatic feathering system for the props), and the BN-2A Mk 111-4 (with a rocket engine for additional thrust if an engine fails on takeoff).
Britten Norman BN-2 Islander (1968)
Powerplant: two Lycoming O-540-E4B5, 260 bhp
Propellers: Hartzell constant-speed feathering two-blade 80 in diameter.
Wingspan, 49 ft
Length, 35 ft 71 in
Height, 13 ft 8 in
Gross wing area, 325 sq.ft
Max. usable floor area, 43.4 sq.ft
Max. usable cabin volume, 140 cu.ft
Max. cabin length, 160 in including flightdeck
Max. width, 43in
Max, height, 51 in.
Accommodation: max. high density seating 9 passengers and pilot at 30 in pitch
Basic operational weight, 3280 lb
Total fuel, 800 lb
Max. take-off, 5500 lb
Max. landing, 5500 lb
Max. payload (volume limited), 1920 lb
Max. zero fuel, 5200 lb
Power loading (max. take-off weight), 10.6 lb/hp
Wing loading (max. take-off weight), 16.95 lb/sq.ft
Wing loading (max. landing weight), 16.95 lb/ft
High-speed cruise, 138 kt. at 6500 ft
Long-range cruise, 132 kt. at 13,000 ft
Approach speed, 62 kt
Take-off field length, ISA at sea level, 1000 ft
Landing field length, ISA at sea level, 990 ft
Range with allowances, max. fuel, 1450 lb payload, 738 nm
BN2A-8
Engine: 2 x Lycoming O-540-E4C5, 260 hp.
Seats: 10.
Wing loading: 19.6 lb/sq.ft.
Pwr loading: 12.7 lb/hp.
Gross wt: 6200 lb.
Empty wt: 3400 lb.
Equipped useful load: 2449 lb.
Payload max fuel: 1633 lb.
Range max fuel 75% pwr: 564nm/4hr.
Range max fuel 55% pwr: 625nm/5.3hr.
Service ceiling: 13,000 ft.
75% cruise: 139 kt.
55% cruise: 119 kt.
Vmc: 39 kt.
Stall: 44-50 kt.
1.3 Vso: 57 kt.
ROC: 950 fpm.
SE ROC: 170 fpm @ 65 kt.
SE service ceiling; 4450 ft.
Min field length: 1160 ft.
Fuel cap: 816 lb.
BN2A-9
Engine: 2 x Lycoming O-540-E4C5, 260 hp.
Seats: 10.
Wing loading: 20.3 lb/sq.ft.
Pwr loading: 12.12 lb/hp.
Gross wt: 6,300 lb.
Empty wt: 3250 lb.
Equipped useful load: 2699 lb.
Payload max fuel: 1523 lb.
Range max fuel/75% pwr: 856nm/6.1hr.
Range max fuel / 55% pwr: 934nm/7.9hr.
Ceiling: 13,000 ft.
75% cruise: 139 kt.
55% cruise: 119 kt.
Vmc: 39 kt.
Stall: 44-50 kt. 1.3
Vso: 57 kt.
ROC: 950 fpm.
SE ROC: 170 fpm @ 65 kt.
SE ceiling: 4450 ft.
Min field length: 1160 ft.
Fuel cap: 1176 lb.
BN-2A-20
Engine: 2 x Lycoming IO-540-K1B5, 300 hp.
Seats: 10.
Wing loading: 19.6 lb/sq.ft.
Pwr loading: 11 lb/hp.
Gross wt: 6560 lb.
Empty wt: 3640 lb.
Equipped useful load: 2569 lb.
Payload max fuel: 1753 lb.
Range max fuel
75% pwr: 534nm/3.6hr.
Range max fuel 55% pwr: 609nm/4.7hr.
Service ceiling: 18,000 ft.
75% cruise: 147 kt.
55% cruise: 131 kt.
Vmc: 39 kt.
Stall: 44-50 kt.
1.3 Vso: 57 kt.
ROC: 1130 fpm @ 57 kt.
SE ROC: 225 fpm @ 75 kt.
SE service ceiling; 3,100 ft.
Min field length: 1100 ft.
Fuel cap: 816 lb.
BN-2A-21
Engine: 2 x Lycoming IO-540-K1B5, 300 hp.
Seats: 10.
Wing loading: 20.3 lb/sq.ft.
Pwr loading: 11 lb/hp.
Gross wt: 6600 lb.
Empty wt: 3695 lb.
Equipped useful load: 2554 lb.
Payload max fuel: 1378 lb.
Range max fuel
75% pwr: 799nm/5.4hr.
Range max fuel 55% pwr: 924nm/7.1hr.
Service ceiling: 18,000 ft.
75% cruise: 147 kt.
55% cruise: 131 kt.
Vmc: 39 kt.
Stall: 44-50 kt.
1.3 Vso: 57 kt.
ROC: 1130 fpm.
SE ROC: 225 fpm @ 75 kt.
SE service ceiling; 3,100 ft.
Min field length: 1100 ft.
Fuel cap: 1176 lb.
Britten-Norman BN-2A-21 Maritime Defender
Engines: 2 x Avco Lycoming IO-540-K1B5, 300 hp
Length: 36.319 ft / 11.07 m
Height: 12.402 ft / 3.78 m
Wingspan: 53 ft ft / 16.15 m
Wing area: 342.295 sq.ft / 31.8 sq.m
Max take off weight: 6593.0 lb / 2990.0 kg
Weight empty: 4013.1 lb / 1820.0 kg
Max. speed: 157 kts / 290 km/h
Cruising speed: 148 kts / 274 km/h
Service ceiling: 18045 ft / 5500 m
Endurance (2 x 56 Imp.Gal. drop tanks): 15 hr.
BN2B
First built: 1967.
Engine: 2 x Lycoming O-540-E4C5, 260 hp.
TBO: 2000 hrs.
Prop: Hartzell 2 blade, constant speed 80 in.
Seats: 10.
Length: 35.7 ft.
Height: 12.4 ft.
Wingspan: 49 ft.
Wing area: 325 sq.ft.
Wing aspect ratio: 7.4.
Max ramp wt: 6600 lbs.
Max take off wt: 6600 lbs.
Standard empty wt: 3612 lbs.
Max useful load: 2988 lbs.
Max landing wt: 6300 lbs.
Wing loading: 20.3 lbs/sq.ft.
Power loading: 11 lbs/hp.
Max useable fuel: 1176 lbs.
Climb rate: 1130 fpm @ 65 kts.
Climb gradient: 1043 ft/nm.
Rate of climb @ 8000 ft: 550 fpm.
Service ceiling; 18,000 ft.
SE rate of climb: 225 fpm @ 62 kts.
SE climb gradient: 218 f/nm.
SE ceiling: 7000 ft.
Max speed: 139 kts.
Cruise @ 65% power @ 8,000ft: 135 kts.
Fuel flow @ 65% power @ 8,000ft: 160 pph.
Endurance @ 65% power @ 8,000ft: 7.1 hr.
Stalling speed clean: 49 kts.
Stall speed gear/flaps down: 42 kts.
Turbulent air penetration speed: 107 kts.
Fixed undercarriage.
Wing load: 19.27 lb/sq.ft / 94.0 kg/sq.m
Maximum range: 1134 nm / 2100 km
Crew: 2+2
Payload: 8Pax / 1015kg
BN-2T
Engines: 2 x Allison 250-B17C
Turbine Defender
Engine: 2 x Allison 250 600 kW, 480 kW.
Span: 14.9 m.
Length: 10.9 m.
Wing area: 30.2 sq.m.
Empty wt: 1914 kg.
MTOW: 3175 kg.
Payload: 1270 kg.
Cruise speed: 285 kph.
Initial ROC: 320 m / min.
Ceiling: 7620 m.
T/O run: 225 m.
Ldg run: 228 m.
Fuel internal: 814 (+454) lt.
Range: 1350 km.
Capacity: 10 pax.
Britten-Norman BN2T-4S Defender 4000
Engines: 2 x Allison 250-B17F/1 turboprop, 400 shp
Props: 3 blade, 80 in.
Length: 35.86ft (10.93m)
Width: 48.98ft (14.93m)
Height: 13.78ft (4.20m)
Maximum Speed: 225mph (362kmh; 195kts)
Max cruise: 178 kts
ROC: 1210 fpm.
SE ROC: 223 fpm
Maximum Range: 437miles (703km)
External Fuel Tanks capacity: 2,500lbs
Accommodation: 2 + 6
Hardpoints: 4
Empty Weight: 4,998lbs (2,267kg)
Maximum Take-Off Weight: 8,499lbs (3,855kg)
AEW Defender
Engines: Allison turboprop, 375 shp.
Endurance: 6 hr.
Operating speed: 90-150 kts.
Britten-Norman
Britten-Norman Ltd. was founded in 1955 to specialize in equipment for agricultural aircraft. Flew prototype of BN-2 Islander, a twin-engined feeder-line transport, on 13 June 1965.
In 1966 at Bembridge Airport on the Isle of Wight the Britten-Norman company had 11,930 sq.ft of factory space at the airport, but a new 56 000 sq.ft hangar was under construction to make possible the rapid production of the Islander. Down at the harbour was additional space amounting to 5390 sq.ft. The company employed 318 people, of whom some 70% were engaged on civil aircraft work.
Directors of the aircraft and Cushion craft companies were N. D. Norman, F. R. S. Britten (director and secretary), J. M. McMahon and F. H. Mann,. while two additional directors of the Cushioncraft company were C. D. J. Bland (sales) and P. H. Winter (technical). The company’s sales manager was P. J. Dorrington; production manager, J. W. Sullivan; and chief technical executive, R. E. Bird.
The facilities at Bembridge include rigs for structural testing of all components, and a test rig for proof loading of control cables. Among special equipment used by the company was a Wadkin router, a British Oxygen argon arc welder, ” Oxford ” electric argon arc welder, ICI degreasing and salt-bath plant, a Guyson sand blasting machine and a Besco-Hydrobend brake press.
The 1966 projects of the company included the BN-2 Islander light transport which was expected to reach its target rate of production of two per week in 1968.
BN-2ATrislander, with a third engine mounted on vertical tail, first flown September 11,1970. Military version of BN-2, named Defender, first demonstrated 1971, able to carry 522kg of mixed weapons on underwing pylons.
But despite a full order book, Britten-Norman was experiencing serious cash-flow problems and in November 1971 the com¬pany was forced into receivership. It con¬tinued to keep itself in business and reorganized as Britten-Norman (Bembridge) Ltd until a year later when the receiver accepted a bid, one of thirty worldwide, from the Fairey Group in August 1972.
A new company was formed, Fairey Britten-Norman Ltd, and a production line was set up at the Fairey SA factory at Gosselies in Belgium for full production and flight test¬ing of the Islander and Trislander aircraft.
In August of 1977 Fairey SA began to suffer from financial problems which had serious repercussions for Britten-Norman, causing the company to once again he placed into the hands of a receiver.
This time Pilatus Aircraft of Switzerland made a successful bid for the company and, in January 1979, the take-over was completed under the name of Pilatus Britten-Norman.
The take-over of the assets of Britten-Norman by Pilatus Aircraft was finalised on 34 January 1979 when the necessary documents were signed. To conclude the deal, Pilatus – itself a member of the Oerlilon-Buehrje Group – set up a British subsidiary, Pilatus Britten-Norman Ltd, and this company has acquired the B-N assets which include the Bembridge factory, the complete Islander / Trilander production hardware (plus stock materials) located at the Fairey SA factory in Gosselies, Belgium and the exclusive production and marketing rights for all Britten-Norman products.
On 30 April 1982 Britten-Norman delivered its 1000th aircraft, when a Maritime Islander was handed over to the Cyprus Government. All 1000 aircraft, Islanders and Trilanders, were delivered from Bembridge, IoW, although a substantial number were built in Romania and by Fairey in Belgium. The 1000th Islander to fly, a BN-2T Turbine Islander, toured the USA with Jonas Aircraft, which had sold 360 Islanders and Trilanders to date.
In July 1998 Pilatus sold Britten-Norman to private investment company Litchfield Continental Ltd, reverting to its original name of Britten-Norman Ltd. Manufacture of the Islander, Defender and latest BN2T- 4S Defender 4000 continued.
In January 1999 Britten-Norman received approval from the Board of Directors of Romania’s State Ownership Fund for its tender offer to acquire Romaero.
British School of Paragliding Pago Jet M4
Ready to fly foot launched powered parachute, is portable and folds into a bag. Direct drive 3500 rpm engine.
Engine: Konig 3 cyl, 24 hp.
Speed max: 25 mph.
Cruise: 25 mph.
Range: 125 sm.
Stall: 12 mph.
ROC: 400 fpm.
Take-off dist: 50 ft.
Landing dist: 10 ft.
Service ceiling: 12,000 ft.
Fuel cap: 4 USG.
Weight empty: 48 lbs.
Height: 3.67 ft.
Length: 1 ft.
Wing span: 30 ft.
Wing area: 300 sq.ft.
Seats: 1.
Landing gear: foot launch.
Endurance: 5 hr.
BAe ATP / Jetstream 61
A product of British Aerospace at its Manchester facilities, the ATP is the stretched and updated development of the HS 748 (formerly Avro, latterly BAe 748), production of which ceased in 1989.
BAe ATP / Jetstream 61 Article
Development of the BAe ATP / Jetstream 61 started in 1984 as a short-range, low-noise, fuel-efficient turboprop aircraft. The airframe of the Avro 748 was re-designed and lengthened 5.03 m (16.5 feet), the wing re-designed, and minor modifications were made to the nose and tail shapes. The six-blade Hamilton Standard composite propellers were driven by 1,978kW / 2,653shp Pratt & Whitney Canada PW126 engines. The British Aerospace Advanced Turboprop or ATP is a twin turboprop airliner for up to 72 passengers. Passenger accommodation totals 64 at 31-in (79-cm) seat pitch in a fuselage similar to that of the 748 but 16 ft 6 in (5,03 m) longer. Other changes included smaller and closer-pitched cabin win¬dows, a wider centre section for the wing (adapted from the Andover), new landing gear, a redesigned flight deck with EFIS instrumentation, and new electrical, hydraulic and environmental control (air conditioning) systems.
The ATP programme was launched in March 1984, and the prototype, G-MATP s/n 2001, was flown first on 6 August 1986. Certification was granted in March 1988 and the ATP entered airline service in May 1988 with British Midland Airways.
By the end of October 1990, 39 aircraft had been ordered with some 12 further options held, and 30 machines had been delivered to six airlines. Production in 1991 was running at about 12 aircraft a year, and depending on specification, the new cost is between $US112.5 and US$13.0 million.
In 1994, a modified version with Pratt & Whitney Canada PW127D engines was introduced under the name Jetstream 61. The BAe ATP and Jetstream 61 failed to attract significant orders. The ATP / J61 saw a limited production run. 63 ATPs and 1 Jetstream 61 were built. Production ended in 1998.
In 2001, the ATP Freighter project started, with 6 ATPs to be converted into cargo aircraft for West Air Sweden. The ATPF is capable of carrying eight LD3 containers or six LD4s when fitted with the Large Freight Door, or loading up to eight tonnes. The ATPF made it first flight on 10 July 2002. Since then, 12 ATPs were converted into ATPFs.
ATP
Engine: 2 x 2653hp Pratt & Whitney Canada PW126 turboprops
Take-off weight: 22930 kg / 50552 lb
Empty weight: 13595 kg / 29972 lb
Wingspan: 30.63 m / 100 ft 6 in
Length: 26.00 m / 85 ft 4 in
Height: 7.14 m / 23 ft 5 in
Wing area: 78.3 sq.m / 842.81 sq ft
Cruise speed: 496 km/h / 308 mph
Ceiling: 7600 m / 24950 ft
Range: 1825 km / 1134 miles
Passengers: 64
Jetstrem 61
Engines: 2 x 2,653 shp (1 978 kW) PW126D
MTOW: 52,200 lb (23,678 kg).
Pax cap: 60-70
