A turboprop trainer.
Era
Daewoo Heavy Industries Ltd
South Korea
Aerospace division founded 1984. Programs include development and production of the KTX-1 Woong- Bee turboprop trainer, work on F-16 construction and KTX- 2 lead in fighter trainer/light combat aircraft programs under Samsung leadership, component production for commercial transports, and helicopter and UAV programs.
Daedalus Apex 2
Single seat single engined high wing mono¬plane with hybrid control. Wing has unswept leading and trailing edges, and constant chord; cruciform tail. Pitch control by elevator on tail; yaw control by fully flying rudder; no separate roll control; control inputs through weight shift for pitch/yaw/roll. Wing braced from above by kingpost and cables, from below by cables; wing profile 100% double surface. Undercarriage has two wheels with tailskid. Aluminium tube framework, without pod. Engine mounted at wing height driving tractor propeller.
The Daedalus Apex 2, is similar in concept to the Quicksilver E, in that it uses weight shift allied to a rudder and elevator to give hybrid control, a formula which is popular in North America but unusual in Europe.
The obvious difference between the Apex 2 and the Eipper product, however, is the choice of power unit and the use of a tractor propeller. Marco uses the Konig SC430 three cylinder radial engine, allied to a three blade propeller, a combination which has proved highly effective. Not only has Marco flown extensively in the Alps with the Apex 2, but he also competed in the 1982 London Paris, where he got a special award for having the quietest aircraft in the competition.
Engine: Konig SC430, 24 hp.
Daedalus
1983: Mareo Broggi, Martin Hellstrasse 49, 5020 Salzburg, Austria.
Despite his Austrian address, the well‑travelled Marco Broggi has Swiss nationality.
UL builder
Czerwiński and Jaworski CWJ
ZASPL, the Aviation Association of students of the Lwów Technical University, was the oldest aviation organization in Poland. Revived after World War I, by 1926 it had workshops in Lwów which began building the glider designs of ZASPL member Wacław Czerwiński. The successful Czerwiński CW III, a 1929 open frame introductory glider, had shown the utility of the type for basic training but it was expensive and ready for development. In response, Czerwiński and Władysław Jarworski designed the CWJ (a fusion of their initials) to fill the national gliding clubs’ needs.
The fuselage of the CWJ was essentially an uncovered pine Warren girder, though the rear part of the lower longeron or chord was upward-curved. The unprotected pilot’s seat was forward of the wing on a pine fuselage box which reached back to about mid fuselage. The box also carried twin sprung landing skids. The CWJ’s two part, twin spar wing was rectangular in plan. Mounted on the upper fuselage longeron, it was wire braced from above via an inverted-V cabane and from below to the lower longeron. Short ailerons reached the tips.
At the rear a broad fin occupied the gap between the upper and lower longerons and had a short, triangular extension above. An almost rectangular rudder ran upwards from the bottom of the fin, extending well above it. The tailplane, mounted on the upper longeron, was triangular in plan. It carried elevators which were rectangular apart from cut-outs for rudder movement.
The CWJ first flew in October 1931, tow-launched by a car.
An improved version, the CWJ-bis Skaut (Scout) made its first flight on 3 August 1933 at Czerwony Kamień, the base of the Lwów Aeroclub Gliding School. It had a wing increased in span by 900 mm (35 in), a corresponding 11% increase in wing area and had washout at the wingtips which improved aileron response. The wire wing bracing of the CWJ was replaced by pairs of parallel struts and the fuselage box was strengthened. The empennage was also modified; the fin now had a triangular, rather than straight, leading edge and at some later time the top of the rudder was made almost semi-circular. A few had ply-covered cockpits. Early tests showed the sought-after improvement in handling.
Shortly after its successful early tests, early orders from both the government and LOPP took the CWJ into production. Design drawings were also produced for amateur builders and some parts and materials were made available from ZAPL. According to Cynk about eighty examples of the CWJ and CWJ-bis were built in all, including about twenty of the latter, though samalotypolskie.pl says that there were one hundred altogether, eighty of them CWJs. They were used by clubs across Poland and were easy to transport, tough, could be car-launched and were stable in flight though with limited performance. By about 1938 both variants had been retired, displaced by the newer, better performing Kocjan Czajka and Kocjan Wrona.
CWJ
Wingspan: 8.75 m (28 ft 8 in)
Wing area: 13 m2 (140 sq ft)
Length: 5.59 m (18 ft 4 in)
Height: 2.21 m (7 ft 3 in)
Empty weight: 80 kg (176 lb)
Gross weight: 150 kg (331 lb)
Stall speed: 42 km/h (26 mph, 23 kn) minimum speed
Maximum glide ratio: 12 maximum at 50 km/h (31 mph; 27 kn)
Rate of sink: 1.3 m/s (260 ft/min) minimum
Crew: One
Czerwiński CW II / CW.III
ZASPL, the Aviation Association of students of the Lwów Technical University, was the oldest aviation organization in Poland. Revived after World War I, by 1926 it had workshops in Lwów which began building the glider designs of ZASPL member Wacław Czerwiński. The second and third of these, the CW II and CW III, were both built there during 1929. Both were high wing, wooden, open frame gliders, though only the CW II had a nacelle enclosing the pilot’s cockpit.
The CW II (also known as CW-02) had a rectangular plan, single spar wing, with plywood covering forward of the spar and aircraft fabric covering elsewhere, which was built in three parts, a half-span wide centre-section and two outer panels with trailing edges filled with ailerons. The centre-section was mounted just above the upper longeron, or chord, of the flat girder fuselage on four outward leaning inverted-V struts. Wire bracing from the lower longerons to the outer ends of the centre-section carried lift loads. The longerons were straight, parallel and cross-braced with alternate vertical and diagonal cross-members. The lower longeron extended forward of the wing and carried a plywood nacelle with an open cockpit; the nacelle extended rearwards under the wing. Under it, a wooden landing skid was mounted on rubber shock absorbers. The empennage was conventional, with fabric-covered rectangular surfaces. Its fin extended upwards from the lower longeron to just beyond the upper one, carrying the tailplane close above; a tall, balanced rudder operated in a cut-out between balanced elevators.
In 1929 Greszczyk made the first, brief flights of both the CW II and CW III, towed behind a car. In the autumn of 1929 they were taken to Bezmiechowa Górna for pilot training. Over fifty flights were made, chiefly on the better-handling CW III, but on 2 November Greszczyk set a new national gliding duration record of 2:11:4.5 hours in the CW II. In the following spring they returned to Bezmiechowa with some thirteen novices, including the first two female Polish glider pilots, Danuta Sikorzaanka and Wanda Olszewskz. The CW III was used as a basic trainer, with the CW II reserved for the more experienced.
In 1930 ZASPL began a short production run of the CW III (also known as CW-03), an improved version of the CW II also first flown in 1929, making it the first Polish glider to go into production. A few more were amateur built and overall as many as twenty were completed. The chief difference between it and the CW II was a new, two-part, rectangular plan wing with Gôttingen Gô 365 section. This had a lower aspect ratio of 5.9, with a reduced span but increased area. There was no nacelle, with the pilot exposed on a lowered seat. It proved easier to fly than the higher-performing CW II and well suited for its intended basic training role.
After successful operation between 1929 and 1931, the sole CW-II was considerably modified during the winter of 1931-2. It received a new, two part centre-section which was attached directly to the upper longeron and braced with a single strut on each side to the lower longeron. The wingtips were altered in plan from rectangular to curved, reducing the wing area by 3%, and the nacelle was better streamlined. These changes significantly improved the best glide ratio, though values given by various references differ.
From 1930 many Polish pilots learned to fly on the production CW IIIs, though these were soon joined and then supplanted by a 1931 CW II development, the simpler and cheaper CWJ. The last CW IIIs were withdrawn from service in 1938.
Variants:
CW II
Built in parallel with CW III, completed 1929. Open frame glider with pilot’s nacelle.
CW IIbis
CW II revised in 1931-2 with a reduced area wing which had a new, strut braced, two part centre-section and rounded tips. Better aerodynamics and performance.
Wingspan: 11 m (36 ft 1 in)
Wing area: 18.1 sq.m (195 sq ft)
Aspect ratio: 6.7
Airfoil: Gôttingen Gô 535
Length: 6.25 m (20 ft 6 in)
Height: 1.75 m (5 ft 9 in)
Empty weight: 120 kg (265 lb)
Gross weight: 195 kg (430 lb)
Stall speed: 38 km/h (24 mph, 21 kn) minimum speed
Maximum glide ratio: 13 at 47 km/h (29 mph; 25 kn)
Rate of sink: 0.95 m/s (187 ft/min) at 44 km/h (27 mph; 24 kn)
Crew: One
CW III
Built in parallel with CW II, completed 1929, it was similar to the Cw II but lighter, with no pilot’s nacelle, a different wing of lower aspect ratio and a different airfoil. It had lower performance than the CW II but was easier for novices to fly. Limited production from ZAPL and some amateur builds together provided about twenty airframes; it was the first Polish glider to reach production.
Czerwiński Sparrow / de Havilland Canada glider / Robin
In the early years of World War II there was little gliding activity in Canada. Feeling that a Gliding Club would be well received by the military, and with the approval of their employers, some staff at the de Havilland Aircraft Company of Canada decided to form their own. The initiative was taken by Wacław Czerwinski who went on to lead the design of the group’s own glider, a very close copy of the W.W.S.1 Salamandra which Czerwiński had designed before the war in Poland. Members of the drawing office worked in their own time to produce the engineering blueprints, de Havilland and other companies took an interest, assisting the project with donations of instruments and a landing wheel.
The design aim was to produce an aircraft which could be used both as basic trainer (primary glider) and as a sailplane capable of exploiting the strong thermals of the Toronto region. The docile handling of a typical primary glider, particularly in the stall, had to be maintained alongside a better lift to drag performance than most of that class.
It was a high wing aircraft, with a single spar wing with rounded tips, straight taper on the outer ⅔ of the span and a constant chord centre section. The wings were ply covered from the leading edge to the main spar and fabric covered aft. The wings carried some dihedral and there was washout, a decrease in angle of incidence outwards along the span, on the outer panels to avoid spin initiation at the stall. Generous differential ailerons, also fabric covered, ran from the wingtips over most of the outer, tapered panels. The wing was mounted on a fuselage pedestal above and immediately behind the cockpit in the flat sided forward fuselage. Though open, this cockpit enclosed the pilot as in a light aircraft, rather than leaving him fully exposed as on many earlier primary gliders. A pair of lift struts joined the main spar to the lower fuselage longerons.
Behind the wing trailing edge the enclosed fuselage was replaced by a pair of nearly horizontal beams, one vertically above the other, which carried the tail unit. The ply-covered tailplane and fabric covered elevators were mounted on the upper fuselage beam. Fin and rudder, ply and fabric covered respectively, continued down below the horizontal surfaces to the lower beam, the rudder moving in an elevator cut-out. Like the wing, the tailplane was strut braced from below. The rear surfaces were braced against lateral deflections by pairs of wires from the upper wing surfaces to the top of the fin and by similar wires from below to its bottom.
The undercarriage consisted of a keel skid which ended about midway below the wing, where a single wheel was partially exposed. There was a tailskid and wire loops at the wing tips to protect them and ease ground handling.
The Czerwiński Sparrow, sometimes known as the de Havilland Canada glider, flew for the first time in late August or early September 1942, aero-towed by a Tiger Moth. Released at 1,380 ft (420 m), it reached an altitude of 5,800 ft (1,770 m) during a 2 hr test flight.
The Sparrow was operated by the de Havilland Glider Club at Downsview, Ontario, initially without a registration, being registered as CF-ZAI on 10 June 1947. In 1948 it was donated to the Toronto Gliding Club, and was wrecked in an accident at Oshawa Airport on 4 June 1950.
The Czerwiński Robin was an improved version of the Sparrow.
Czerwiński Robin
Wingspan: 11.35 m (37 ft 3 in)
Wing area: 15.68 m2 (168.8 sq ft)
Aspect ratio: 8.2
Airfoil: Sikorski G.S.1
Length: 5.8 m (19 ft 0 in)
Empty weight: 120 kg (265 lb)
Gross weight: 214 kg (472 lb)
Stall speed: 41 km/h (25 mph, 22 kn)
Never exceed speed: 161 km/h (100 mph, 87 kn)
Rough air speed max: 161 km/h (100.0 mph; 86.9 kn)
Aerotow speed: 161 km/h (100.0 mph; 86.9 kn)
Winch launch speed: 93.8 km/h (58.3 mph; 50.6 kn)
Maximum glide ratio: 16.4 at 55 km/h (34.2 mph; 29.7 kn)
Rate of sink: 0.823 m/s (162.0 ft/min) at 51.4 km/h (31.9 mph; 27.8 kn)
Wing loading: 13.65 kg/m2 (2.80 lb/sq ft)
Crew: 1
CZAW Parrot
The all-metal Parrot is the first LSA to offer a full-cantilever metal wing, a glass shape in real metal, a forward-hinged canopy, and plenty of payload. Flight tests on the new machine have exceeded expectations. The entire design effort was built around the Sport Pilot (LSA) rules. Designed from the ground up for the American rules and the American market; and uses American-sourced materials, optimized performance to the LSA rules. Its efficient airfoil, developed on high-performance sailplanes, is a key feature unmatched in the industry. The smooth shape, made possible by the Parrots proprietary construction fixtures, also contributes to the quiet ride. With a shape usually considered achievable only on composite aircraft, the Parrots stretch formed and hydroformed panels blend together with flush rivets to give the appearance of composite, with standard full-interior zinc chromate protection on the ready-to-fly machine.
Stall: 30 kt / 35 mph / 56 kmh
Cruise: 113 kt / 130 mph / 209 kmh
VNE: 137 kt / 157 mph / 253 kmh
Empty Weight: 360 kg / 793 lbs
MTOW Weight: 599 kg / 1320 lbs
Climb Ratio: 1000 ft/min / 5 m/s
Take-off distance (50ft obstacle): 750 ft / 229 m
Landing distance (50ft obstacle): 400 ft / 122 m
CZAW Sportrider
CZAW SportCruiser / PS-28 Cruiser / Czech Sport Aircraft SportCruiser
An all-metal, low-wing, 100hp SportCruiser is priced at $65,000 (FOB Indiantown 2009) and burning around 4~4.5 gallons of auto gas per hour. It has American-designed, all-metal traditional construction and US-sourced materials and airframe components. All three SAW aircraft are designed to be easy to fly, with touchdown speeds in the high 20-knot range. Sport Aircraft Works, importer and distributor of the Czech Aircraft Works designs, completed all the certification work on time.
Named ‘SportCruiser’ it is designed by Jiří Konečný and manufactured by Czech Aircraft Works.
The all-metal SportCruiser flew for the first time in 2005 and features a similar wing, main undercarriage and canopy arrangement as the CH601 XL. But with an all-new nose-wheel undercarriage, streamlined fuselage and swept-back tail arrangement, the SportCruiser is a deluxe low wing aircraft with superior performance.
The slow stall speed is achieved by electrically operated slotted flaps, with the ailerons and elevator being push-rod operated for better control response. The main gear consists of two composite gear legs (tried & proven on the CH601XL), equipped with toe operated differential hydraulic brakes.
The SportCruiser is fitted with the 100HP Rotax 912ULS engine and a Woodcomp Klassic 170/3/R propeller, either ground adjustable or electric constant speed. The Jabiru 3300 of 120 hp is optional.
The SportCruiser has an optional Ballistic Recovery Systems parachute, auto pilot and Dynon or TruTrak EFIS.
The aircraft is capable of cruising at 214 km/h (133 mph) with a range of 1,014 km (630 mi). No wind, standard day gross weight takeoff is achieved in 106 m (348 ft) and landing in 123 m (404 ft).
The SportCruiser is designed to fit into the ultralight or microlight category in several countries as well as the United States’ Light-sport Aircraft category. Between 2006 and 2010 it was available either as a kit, or as a fully built production model. The SportCruiser is accepted as a US FAA LSA, FAA homebuilt kit and the UK under BCAR Section “S”.
The SportCruiser has an optional Ballistic Recovery Systems parachute, auto pilot and Dynon or TruTrak EFIS.
The SportCruiser’s stall behaviour is consistant; with the aircraft buffeting strongly from the tail end before the stall and eventually breaking with a straight nose drop four times out of five. When a wing drop does occur, or is induced, the wing drop is to the right but only through 15 to 20 degrees. The wing starts flying again as soon as the nose has fallen through, even against full back stick.
Comments from people who have flown the SportCruiser are that it is a well mannered aircraft, positively stable about all axis, with nicely balanced controls.
The seating is very comfortable with room to accommodate tall people and long legs. With a very user friendly cockpit environment, this is a confidence-inspiring aircraft to fly, yet sparkling enough in its handling to satisfy the most sporting aviator.
With 10 new US registrations, the SportCruiser numbers 192 flying in the US in 2012. Base price 2012: $119,000.
On 21 January 2010 Piper Aircraft announced that they had licensed a derivative of the SportCruiser and would market it as the PiperSport. Piper CEO Kevin Gould said: “The PiperSport is an amazing entry-level aircraft that will bring new customers into Piper and lead the way for those customers to step up into more sophisticated and higher performance aircraft within our line over time.”
The PiperSport is a minimally modified version of the existing SportCruiser. The plan was that it would continue to be manufactured by Czech Sport Aircraft, with Piper’s manufacturing operation playing no part in the construction, although Piper was distributing parts. The changes to the aircraft are stronger nosegear, a Ballistic Recovery Systems parachute and leather interior both as standard equipment, a cockpit sunshade and modified pitch controls, plus a custom paint scheme. Previously the Sport Cruiser was available as a completed aircraft or a kit, but Piper offered it only as a completed aircraft, sold as a Special Light-sport aircraft in the USA. It was distributed by the Piper dealer network worldwide. Deliveries under the Piper name commenced with the initial customer receiving their aircraft on 13 April 2010 at Sun ‘n Fun. The aircraft was offered in three different trim and avionics configurations, with higher end models offering the Dynon Avionics D100 glass cockpit and autopilot. All models were delivered with the Rotax 912S powerplant of 100 hp (75 kW). The price in 2010 was USD$119,000 – $139,000.
PiperSport LSA aircraft exhibited at the 2011 Sun ‘n Fun show at Lakeland Linder International Airport Florida
Piper indicated that they had carried out extensive test flying on the SportCruiser before agreeing to add it to their line and that the aircraft’s slow sales in the past had been related to marketing issues and not any deficiencies with the aircraft design. Piper planned to market the aircraft to flight schools as well as private owners.
On 12 January 2011, after selling a total of 45 aircraft, Piper announced that the PiperSport would be discontinued. Piper CEO Geoffrey Berger stated:
After a year working with Czech Sport Aircraft, Piper determined that it is in our company’s best long-term interests to discontinue the business relationship which distributed a Light Sport Aircraft manufactured by the Czech company and distributed under Piper’s brand by a separate distributor network. Clearly, the company has a different business perspective and approach to the market than Czech Sport Aircraft.
After the Piper announcement the PiperSport importer and dealer network indicated that the aircraft would be continued to be imported under a new name. Importer U.S. Sport Aircraft CEO Don Ayres stated that said his company was engaged in “business as usual…aircraft will continue to be sold and supported”.
Czech Sport Aircraft reacted to the ending of the Piper deal by indicating that business would continue through the same distributor and dealer network and that the name of the aircraft would be changed back to SportCruiser. The company did indicate that the disagreement with Piper involved the geographical focus that Piper had put on marketing in the US to the detriment of the rest of the world. The company indicated that it will continue to develop the aircraft and planned revisions to the spinner, canopy, elevator, ailerons and wingtips in the immediate future.
Variants:
SportCruiser
Version built 2006–10 and 2011–present by Czech Sport Aircraft, available as a kit or completed aircraft and equipped with 100 hp (75 kW) Rotax 912ULS or 120 hp (89 kW) Jabiru 3300 engine.
PiperSport
Version built 2010–2011 by Czech Sport Aircraft and marketed by Piper Aircraft, available only as a completed aircraft and equipped with 100 hp (75 kW) Rotax 912ULS engine. Discontinued in January 2011.
PS-28 Cruiser
Version built for EASA CS.LSA certification with 600kg gross weight limit.
Stall: 30 kt / 34 mph / 55 kmh
Cruise: 117 kt / 135 mph / 217 kmh
VNE: 139 kt / 160 mph / 258 kmh
Empty Weight: 720 lbs
MTOW Weight: 599 kg / 1320 lbs
TO run; 420 ft
Take-off distance (50ft obstacle): 700 ft / 213 m
Landing distance (50ft obstacle): 400 ft / 122 m
Fuel capacity: 30 USG
Endurance: 6.7 hr
Range: 650 nm
Stall: 34-42 kt
75% cruise: 109 kts
ROC: 980 fpm
Cockpit width: 46 in
CZAW SportCruiser
Engine:Rotax 912
Horsepower: 100@SL
TBO (hrs.): 2000
Fuel type: 100/100LL
Propeller type: FP/3-blade
Landing gear type: Tri./Fixed
Max ramp weight (lbs.):1320
Gross weight (lbs.): 1320
Landing weight (lbs.):1320
Empty weight, std. (lbs.): 765
Useful load, std. (lbs.): 555
Useful fuel, std. (gals.):30
Usable fuel (gals.): 37
Payload, full std. fuel (lbs.): 392
Wingspan: 28 ft. 9 in.
Overall length: 21 ft. 4 in.
Height: 6 ft. 5 in.
Wing area (sq. ft.):141.6
Wing loading (lbs./sq. ft.): 9.3
Power loading (lbs./hp.): 13.2
Wheel size (in.): 6.00 x 6
Seating capacity: 2
Cabin width (in.): 46.5
Cruise speed 75% power @ 8,000 ft.: 115 kt
Range (nm) 75% power: 575
Vso (kts.): 32
Best rate of climb (SL gph): 1200
Service ceiling (ft.): 20,000
Takeoff ground roll (ft.): 360
Landing ground roll (ft.): 400
Engine: Rotax, 100 hp
Wing span: 8.7m
Length: 6.5m
Wing area: 11.8 sq.m
Wing loading: 49 kg/sq.m
Empty weight; 307 kg
Gross weight: 544 kg
Cabin width: 1.14m
Fuel capacity: 2 x 56 lt
Load factor: +6 -4G
Take off: 100m
Landing; 100m
ROC: 1200 fpm
Stall: 26-29 kt
75% cruise: 110 kt
Vne: 140 kt
Range 75% no res: 700 nm
Endurance no res: 7 hr
SportCruiser SC3D
Engine: Rotax 912IS 100hp
Propeller: Ground adjustable (CSU available)
Wing span: 8.86 m
Wing area: 12.2 sq.m
Length: 6.5 m
Height: 2.3 m
Seating: 2 side by side
Cabin width: 1.24 m
Empty weight: 365 kg
Gross weight – LSA: 600 kg
Gross weight – Microlight: 544 kg
Fuel capacity: 120 L (2x 60 litre wing tanks)
Never exceed speed (Vne): 140 knots
Cruise speed: 115 knots
Stall speed (flaps): 27 knots
Stall speed (clean): 32 knots
Rate of climb: 1200 fpm (6.1 m/sec)
Take-off distance (grass): 130 m
Landing distance (grass): 150 m
Cruise duration: 8 hrs (no reserve)
Cruise range: 800 nm (no reserve)
Design loading: +4/-2 (ultimate +6/-6)
CZAW SportCruiser
Engine: 1 × Rotax 912 ULS2, 73.5 kW (98.6 hp)
Propeller: 3-bladed Woodcomp Klassic 170/3/R
Wingspan: 8.6 m (28 ft 3 in)
Wing area: 12.3 sq.m (132 sq ft)
Length: 6.62 m (21 ft 9 in)
Height: 2.315 m (7 ft 7 in)
Empty weight: 388 kg (855 lb)
Gross weight: 600 kg (1,323 lb)
Fuel capacity: 114 litres (25 imp gal; 30 US gal)
Maximum speed: 220 km/h (140 mph, 120 kn)
Cruise speed: 172 km/h (107 mph, 93 kn) 75% power at 3000 ft
Stall speed: 55 km/h (34 mph, 30 kn)
Never exceed speed: 255 km/h (158 mph, 138 kn)
Range: 953 km (592 mi, 515 nmi) with 30 minute reserve
Endurance: 5:25
Rate of climb: 4.2 m/s (830 ft/min)
Crew: one
Capacity: one passenger
