A single seat open frame or partially enclosed autogyro. Airframe is 2×2 aluminium tube with shock absorbing landing gear, dual rudder. Rotor blades: 23’ Skyhook aluminium riveted.
Available in three versions. Open-frame model is the Mk I, with partial enclosure it’s the Mk II, fully enclosed is the Mk III. Airframe is 2 x 2 aluminum tube with shock-absorbing landing gear. Dual rudder. Information package was $10 (Aus)
Cost: Mk I $7,600 (U.S.) Fully assembled, and Mk III $15,200 (U.S.) in 2009.
Mk.1 Open frame Engine: Rotax 503 Prop: IvoProp 54” x 32” 2 blade wood. Rotor Blades: 23′ Skyhook aluminum riveted
Mk.2 Partially enclosed frame. Engine: 1916cc 80 hp VW Prop: Invincible 52” x 27” Rotor Blades: 23′ Skyhook aluminum riveted
The CX4 is a low wing, single-seat aircraft designed to be simple to build and safe to fly. The name of the plane, CX4, is taken from an old radio show featuring Hop Harrigan, whose plane was called CX4.
The aircraft is all metal, 6061-T6 aluminium, except the cowling. It has hydraulic disc toe brakes and a heater and ventilation system for all season flying. The aircraft can be built with an optional 3 gal aux fuel tank. The CX4’s standard specified powerplant is a Volkswagen air cooled engine. The design load factor is 3.8 g, with an ultimate load of 5.7 g
The CX4 first flew in 2004. At the end of 2010, there were eighteen flying CX4s in the United States and South Africa. Parts and kits are currently supplied by Peter Beck.
Powerplant: 1 × Volkswagen Length: 18 ft 3 in (5.56 m) Wingspan: 24 ft (7.3 m) Height: 4 ft 8 in (1.42 m) Wing area: 48 sq ft (4.5 sq.m) Empty weight: 520 lb (236 kg) Gross weight: 850 lb (386 kg) Cruise speed: 109 kn; 201 km/h (125 mph) Stall speed: 35 kph 64 km/h (40 mph) Never exceed speed: 135 kn; 249 km/h (155 mph) Service ceiling: 10,000 ft (3,000 m) Rate of climb: 825 ft/min (4.19 m/s) Crew: 1
Textron Inc reached a deal to buy Beechcraft Corp. for $1.4 billion in December 2013. The Providence, Rhode Island-based company will purchase all outstanding equity interests in Beech Holdings LLC, the parent of Beechcraft, it said in a statement yesterday. The deal, which includes the repayment of Beechcraft’s working capital debt, will be financed by a combination of available cash and as much as $1.1 billion in new debt.
Adding Beechcraft models such as the twin-engine King Air will complement a Cessna lineup that ranges from two-seaters to the Caravan turboprop. That market segment is less competitive than private jets, where Cessna has struggled because it doesn’t build the large, long-range planes now favored by corporate buyers.
Textron will take over service for Hawker jets and hopes to convert those owners to Cessna jets, Donnelly said. The company is expecting low revenue from the T-6 military training plane as the U.S. military winds down it purchases and foreign sales of the plane would be a plus, he said.
Of the aircraft in service, 6,400 are King Airs and 2,250 are Hawker jets. The Beechcraft business was in good shape even with the bankruptcy and Textron wasn’t expected to invest extra to fix it.
TST-14 Bonus is designed mainly for leisure thermal flights. Its performance is comparable to common two-seat gliders. The wheels on the wing ends allow for independent taxiing and take off.
The major advantage of the TST-14 is the possible and easy installation of the power unit in order to upgrade to the TST-14M. Bonus is equipped with complete duplicate controls and avionics. These make it suitable for flying schools that provide training on motorless and motorized gliders. Aerotow capable
Instrumentation of the TST-14 Bonus glider is fully optional – the customer can either choose instruments from our list of avionics manufacturers or he/she can supply the instrumentation himself/herself during the production of the ordered aircraft. The Bonus can be delivered with an entire range of accessories and a trailer.
Since the completion and testing of the first prototype in 2005, we have sold 10 Bonus gliders to pilots in seven countries. There is greater demand for the TST-14M model, which is the version with the engine installed.
The TST-14 is a tandem two-seat, mid-winged monoplane with a cantilever wing, T-shaped tail and two-wheel tandem undercarriage. Its composite structure is made in negative molds. The wings with sandwich structure is equipped with ailerons and air brakes on the upper surface. There are no ribs in the wing. The strength system of the wing is formed by the main spar, by the aileron spar and by the root rib. All the wing profile of the sandwich structure forms the torsion box.
The wings are interconnected by fittings and two horizontal pins. The connection wing-fuselage is made by means of pins and fittings placed in the fuselage and the wing root rib. The composite ailerons are hung by four hinges with the turning axis on the upper side. Air brakes on the upper side of the wing are made of aluminium and are retracted into pits.
The fuselage with a shell structure is made in the negative mould together with the fin. The tail is a T-shaped sandwich structure. The controls, enabling pitch, roll, air brake and trim controlling, are of the lever design, with a push-pull rods system. The relevant backstops are placed on the stick. The yaw control with adjustable pedals is transmitted by cables. The airplane can be trimmed by a torsional member in the elevator drive that is controlled by a lever in the left of the front cockpit. The undercarriage consists of one unsprung main wheel 350×100 mm and one fixed front wheel. The brake handle is on the left side of the floor. The tail wheel 80×30 mm is turnable.
TST-14M Bonus is a two-seat motorized composite ultralight self-launcher with a retractable power unit, suitable for thermal flying, long wave or ridge flights and for flying schools. The aircraft also offers easy handling and the capability of independent take off. TST-14M Bonus is designed mainly for leisure thermal flights. Its performance is comparable to common two-seat gliders. The plane is equipped with a retractable power unit enabling independent take off and reach of an airfield without any thermal support. Engine extraction and retraction is fully automatic and is controlled by electronic servo motors. The power unit is operated by the pilot using two buttons on the instrument panel. The handling of a landed Bonus is very easy thanks to its weight. The wheels on wing ends allow for independent rolling and take off. Production commenced in 2004.
Steve Meassick, a dealer of TeST gliders in the USA, has successfully finalized the certification of the two-seater self-launcher TST-14M Bonus in the LSA category.
TST-14 Bonus M
The Bonus glider can also be delivered in a motorless version (type TST-14), ready for possible future engine installation. Since the completion and testing of the first prototype in 2005, Test have sold 18 Bonus gliders to pilots in seven countries.
With a 17 meter wing span, complete duplicate controls and the ability to extract and retract the engine anytime during the flight, up to 150 km range is possible with the Rotax 503 engine engaged. The TST-14M is still aerotow capable. The Rotax 503 has two carburetors and reducer B, ratio 1:2. An electric starter is standard. The propeller is wooden, two-bladed with fixed adjustment; diameter 1200 mm.
The TST-10 ATLAS, TST-13 JUNIOR and TST-14 BONUS – formed the core of the 2009 production program and have brought a great deal of commercial success.
The TST-14J BonusJet is a two seat, high performance, self-launching, jet powered sailplane. Featuring a PBS TJ-100 turbine engine on a retractable pod, it is capable of self launching, cross country soaring and cruising flight.
TST-14J BonusJet
Phase one flight tests have been completed. All systems are functioning perfectly. Initial flight tests show a climb rate in excess of 900 ft/minute.
TST-14 Bonus Wing span: 17 m Wing area: 12.01 sq.m Aspect ratio: 24 Length: 8.24 m Seats: 2 MTOW without BRS: 450 kg MTOW with BRS: 472.5 kg Weight of crew: 65 – 180 kg Vne: 205 km/h Max. maneuvering speed: 150 km/h Max. speed with extended air brakes: 150 km/h Max. speed in aerotow: 150 km/h Stall speed: 65 km/h Max. theor. glide ratio without winglets: 37 by 105 km/h Max. glide ratio with winglets: 39 by 105 km/h Min sink rate: 0,65 m/s at 85 km/h Max. permitted load factor: +4 / -2 Max. calculated load factor: +5.2 / -2.6
TST-14M Bonus Wing Span: 12m Wing Area: 12.01sq.m Aspect ratio: 24 Length: 8.24 m Empty Weight: 472kg MTOW without BRS: 450 kg MTOW with BRS: 472 kg Weight of crew and fuel: 65 – 188 kg Structure: all-composite Seats: 2 Vne: 205 km/h Max. maneuvering speed: 150 km/h Max. speed with extended air brakes: 150 km/h Max. speed in aerotow: 150 km/h Stall speed: 65 km/h Max. theor. glide ratio without winglets: 37 at 105 km/h Max. glide ratio with winglets: 39 at 105 km/h Min. sink rate: 0,65 m/s at 85 km/h Max. permitted load factor: +4 / -2 Max. calculated load factor: +5.2 / -2.6 Engine: Rotax 503, 34 kW (46 HP) Reducer: 1:2 Propeller: Wooden, 1200mm Fuel tank capacity: 30 liters Fuel consumption when climbing: 11 liters / h Fuel consumption at cruising speed: 9 liters / h
TST-10 Atlas is a single-seat motorless composite ultralight glider with optional engine installation, designed mainly for performance thermal flights and wave and ridge flying. Its performance parameters are comparable to common gliders within the standard class. Its weight allows for very easy handling when landed during assembly or disassembly.
The major advantage of the TST-10 is the possible and easy installation of the power unit in order to upgrade to the TST-10M. TST-10 Atlas M is a self-launching UL glider with electric retractable power plant controlled by electronic system. 2009 Price: 22900 EURO
Instruments of the TST-10 Atlas glider are fully optional – the customer can either choose instruments from our list of avionics manufacturers or he/she can supply the instrumentation himself/herself during the production of the ordered aircraft. The Atlas can be delivered with an entire range of accessories and a trailer. The flight characteristics, the quality of design, the wide range of instrumentation offered as well as the reliable power unit are key reasons for the popularity and commercial success of the glider. Since the completion and testing of the first prototype in 2004, 10 Atlas gliders have sold to pilots in seven countries. There is greater demand for the TST-10M model.
The TST-10 Atlas has a 15 meter wing span, all-composite structure, aerotow capable, and Club class conformant. The TST-10 is a single-seat, mid-winged monoplane with a cantilever wing, T-shaped sandwich structure tail and a classical one-wheel undercarriage. Its composite structure is made in negative molds together with the fin.
The wings with sandwich structure are equipped with ailerons and air brakes on the upper surface. There are no ribs in the wing. The strength system of the wing is formed by the main spar, by the aileron spar and by the root rib. All the wing profile of the sandwich structure forms the torsion box.
The wings are interconnected by fittings and two horizontal pins. The connection wing-fuselage is made by means of pins and fittings placed in the fuselage and the wing root rib. The composite ailerons are hung by four hinges with the turning axis on the upper side. Air brakes on the upper side of the wing are made of aluminium and are retracted into pits.
The controls, enabling pitch, roll, air brake and trim controlling, are of the lever design, with a push-pull rods system. The relevant backstops are placed on the stick. The yaw control with adjustable pedals is transmitted by cables. The airplane can be trimmed by a torsional member in the elevator drive that is controlled by a lever in the left of the cockpit.
The undercarriage consists of one unsprung wheel 300×100 mm mounted in a flexible fork. The brake handle is on the control stick. The wingtip wheels serve for independent taxiing and take-off. The turnable tail wheel 80×30 mm enables easy manipulation on ground.
TST-10M Atlas is a single-seat self-launcher with a retractable Rotax 447 power unit, suitable for thermal flights and long wave or ridge flights. The TST-10M can extract and retract the engine anytime during flight. The aircraft also offers easy handling and the capability of independent take off. TST-10M Atlas offers comparable performance to other gliders in the standard class and is equipped with a retractable power unit allowing for independent take off and reach of an airfield without thermal support. Engine extraction and retraction is fully automatic and it is controlled by two electronic servo motors. The power unit is operated by the pilot with two push buttons on the instrument panel. The handling of a landed Atlas is very easy thanks to its weight. The wheels on wing ends allow for independent rolling and take off.
Instrumentation of the TST-10M Atlas glider is fully optional – the customer can either choose instruments from our list of avionics manufacturers or he/she can supply the instrumentation himself/herself during the production of the ordered aircraft. The Atlas can be delivered with an entire range of accessories and a trailer. Aerotow capable and Club class conformant, up to 150 km range is available with the engine engaged.
Since the completion and testing of the first prototype in 2004, Test have sold 25 Atlas gliders to pilots in seven countries.
The Rotax 447 has two separate membrane carburetors and belt reducer, ratio 1:2. Electric starter and the propeller is wooden, two-bladed with fixed adjustment; diameter 1200 mm. The power plant is extracted by a 12V DC servo motor. The servo motor also ensures automatic opening and closing of the engine door in the aircraft fuselage and controls the locking pin, which balances the propeller into a horizontal position prior to engine retraction. The retractable mechanism is handled inside the cockpit through the instrument panel. The pilot controls the extracting and retracting of the power unit with two push buttons on the instrument panel. The very movement is ensured by an electronic unit controlled by a microprocessor, which takes care of the automatic opening of the engine door, monitors the limit position of the power unit, signals the pilot about the exact situation and activity and connects the starter only in the fully extracted position. This electronic system also prevents any retraction of a running engine. Entire engine extraction/retraction lasts approximately 20 seconds. The retractable mechanism of the power unit enables self-launching and restart during flight.
TST-10M Atlas
In 2007 a development of TST 10 MB has started. The first prototype of this modified version was finished in the spring of 2008 and after series of functionality tests a regular production has begin. Five of these motorized gliders are flying in the Czech Republic and France.
TST-10MB was developed from its predecessor, the TST-10M. As a standard the MB version is equipped with electronic servo motor, which is operated by two ways switch for retracting and extracting. This switch is equipped with safety lock for protection against accidental activation. The extracted position of undercarriage is signalized by green light and retracted position is signalized by red light on instrument panel. For higher level of safety, the unit is equipped with acoustic signal, which informs pilot about retracted undercarriage if air brakes are operated.
In case of electricity problems or empty battery, the pilot has also the possibility to extract the undercarriage by hand operated lever for safe landing. Thanks to retractable undercarriage the glide ratio was increased by one point.
Automatic connection of controls for wing to fuselage assembly simplifies the assembling of aircraft, abbreviates time of preparing before fly and it is contributing to the comfort of operation. Wings are simply joined with fuselage through root pins and controls of air brakes and ailerons are connected simultaneously and automatically, without any further adjustment. Assembling person has to install and secure only two main pins of wings.
A new seat base shape has achieved larger space above a pilot´s head, more comfortable sitting in cockpit and usability for taller people. New design of controls paths enabled an increase of fuel tank capacity up to 20 liters / usable, and reshaping of winglets, an experimentally verified position of zig-zag tapes and eddy generators, have contributed to the increasing of glide ratio by one point.
Up to 250 km range with the engine engaged is possible. The undercarriage consists of one unsprung wheel 300×100 mm, which is fully automatically retracted with the use of electric motor. The brake handle is on the control stick. The wingtip wheels serve for independent taxiing and take-off. The turnable tail wheel 80×30 mm enables easy manipulation on ground.
The retractable mechanism is handled inside the cockpit through the instrument panel. The pilot controls the extracting and retracting of the power unit with two push buttons on the instrument panel. The very movement is ensured by an electronic unit controlled by a microprocessor, which takes care of the automatic opening of the engine door, monitors the limit position of the power unit, signals the pilot about the exact situation and activity and connects the starter only in the fully extracted position. This electronic system also prevents any retraction of a running engine. Entire engine extraction/retraction lasts approximately 20 seconds. The retractable mechanism of the power unit enables self-launching and restart during flight.
The TST-10 ATLAS, TST-13 JUNIOR and TST-14 BONUS – formed the core of the 2009 production program and have brought a great deal of commercial success.
TST-10 Wing span: 15 m Wing area: 9.85 sq.m Aspect ratio: 22.8 Length: 6.87 m Seats: 1 MTOW without BRS: 300 kg MTOW with BRS: 322.5 kg Weight of the pilot: 65 – 115.5 kg Vne: 180 km/h Max. maneuvering speed: 140 km/h Max. speed with extended air brakes: 140 km/h Max. speed in aerotow: 140 km/h Stall speed: 60 km/h Max. theor. glide ratio without winglets: 38 at 88 km/h Max. glide ratio with winglets: 40 at 88 km/h Min sink rate: 0,62 m/s at 72 km/h Max permitted load factor: +4 / -2 Max calculated load factor: +5.26 / -3.26
TST-10M Atlas Wing Span: 15m Wing Area: 9.85sq.m Empty Weight: 322.5kg Aspect ratio: 22.8 Structure: all-composite Engine: Rotax 447 L/DMax: 40 at 88 km/h MinSink: 0,62 m/s at 72 km/h Seats: 1 Length: 6.87 m MTOW without BRS: 300 kg MTOW with BRS: 322.5 kg Weight of the pilot and fuel: 65 – 115.5 kg Vne: 180 km/h Max. maneuvering speed: 140 km/h Max. speed with extended air brakes: 140 km/h Max. speed in aerotow: 140 km/h Stall speed: 60 km/h Max. theor. glide ratio without winglets: 38 at 88 km/h Max permitted load factor: +4 / -2 Max calculated load factor: +5.26 / -3.26 Engine: Rotax 447, 29.5 kW (40 HP) Reducer: Belt 1:2 Propeller: Wooden, 1200mm Fuel tank capacity: 14 liters Fuel consumption when climbing: 11 liters / h Fuel consumption at cruise speed: 9 liters / h
TST-10MB Atlas Wing span: 15 m Wing area: 9.85 sq.m Aspect ratio: 22.8 Length: 6.87 m Seats: 1 MTOW without BRS: 300 kg MTOW with BRS: 322.5 kg Weight of the pilot and fuel: 65 – 115.5 kg Vne: 180 km/h Max. maneuvering speed: 140 km/h Max. speed with extended air brakes: 140 km/h Max. speed in aerotow: 140 km/h Stall speed: 60 km/h Max. theor. glide ratio without winglets: 38 at 88 km/h Max. glide ratio with winglets: 42 at 88 km/h Min sink rate: 0,62 m/s at 72 km/h Max permitted load factor: +4 / -2 Max calculated load factor: +5.26 / -3.26 Engine: Rotax 447, 29.5 kW (40 HP) Reducer: Belt 1:2 Propeller: Wooden, 1200mm Fuel tank capacity: 20 liters Fuel consumption when climbing: 11 liters / h Fuel consumption at cruise speed: 9 liters / h
The company TeST was established in 1992 by three enthusiastic, experienced glider pilots. Their initial goal was to design and manufacture ultralight motor gliders and ultralight aircraft.
During the few first years, production was carried out in a hangar in Křižanov. The firm designed its first wooden ultralight glider, the TST-1 Alpin, and tested the prototype in 1993. Despite gliding parameters that could bring smiles today, the glider demonstrated a couple of interesting performance feats – e.g. several 300 km FAI triangles and even a 500 km FAI triangle.
The company rented new production facilities in Velké Meziříčí in 1995 and production capacity grew to 10 aircraft a year. The development and production of new aircraft then continued, featuring mostly wooden construction:
TST-7 JUNIOR more or less an ALPIN with the engine mounted in the front and a fixed three-wheel undercarraige (1995)
TST-6 DUO, two seat motor glider similar to the JUNIOR (1996)
TST-5 VARIANT, an alternative to the DUO with shorter wings (1996)
TST-3 ALPIN T, a significantly upgraded ALPIN, also supplied with a retractable engine (TST-3 ALPIN TM). This aircraft flew several 500 km FAI triangles – in gliding mode (1998).
1998: Zahradni ul. CZ-59401 Velke Mzirici Czech Republic
In September 1998, TeST moved to larger facilities in Velká Bíteš allowing production to increase to 25 aircraft a year. The development of new types continued:
TST-8 ALPIN DM, a new tandem two seater with a retractable engine (1999)
TST-9 JUNIOR, a modernized TST-7 with an elliptical fuselage and T-shaped tailplanes (2000)
TST-3 TL, a new lighter version of the TST-3 T; its pilot broke a series of records in cross-country flights in the 220 kg flying weight category (2001).
In order to satisfy increased demand, the company moved again in November 2002, this time to its new facilities in Velké Meziříčí. Development activity began to focus mainly on composite technology. The following aircraft were designed:
TST-10 ATLAS M, the first two seater made of composites with a retractable engine opened the new era of technologies based on carbon fiber – also supplied as the motorless TST-10 ATLAS (2002).
TST-12, a tandem low-wing plane combining modern features and traditional wooden construction (flown in summer of 2004; built as a prototype only)
TST-13 JUNIOR 2005, an all-composite successor to the TST-9; span of 15 m
TST-14 BONUS M, a tandem all-composite two seater; production commenced in 2004 TST-14 BONUS.
The newly designed aircraft – the TST-10 ATLAS, TST-13 JUNIOR and TST-14 BONUS – formed the core of the 2009 production program and have brought a great deal of commercial success.
The original wooden construction was replaced by composite technology in 2002. Detraction and retraction of the engine is fully automatic and controlled by an electronic device.
The development and design of the new aircraft is in cooperation with experts from the Faculty of Mechanical Engineering at the VUT University of Technology in Brno and the Light Aircraft Association (LAA ČR), which helps to increase the quality and safety of newly designed aircraft.
The aircraft are designed to meet existing and anticipated standards and regulations in the overall UL category – maximum flying weight of 300 kg (or 322 kg during BRS use) for single seaters or 450 kg (or 472 kg during BRS use) for two seaters. The minimum speed is always under the 65 km/h limit, often conforming to even stricter standards (JAR-22).
2009: K Libusi 4/24 Praque 4 148 00 Czech Republic
In 2009 TeST Aircraft were marketed in North America by Bohemican International, 36 Buchanan Road, St. Cathatires, Ontario L2M 4R6, Canada.
All Aero 