USA
Donald G. White of Buffalo, New York, formed White Aircraft Co in 1937 at Woodward Airport, Leroy NY. In 1938 the inventory of Jones Aircraft Co was acquired, acquisition of Argonaut Inc followed in 1939. Purchased the rights to Verville AT.
In 1940 became the White Aircraft Corp, Palmer MA, and in 1942 converted to wartime troop glider component production and ended aircraft operations after WW2.
The only Westland fighter to achieve operational status with the RAF, the Whirlwind was designed in response to Specification F.37/35 for a “cannon fighter” armed with four 20mm guns. As the P.9, the Westland design emerged as a low-wing monoplane with two Rolls-Royce Peregrine I 12-cylinder liquid-cooled Vee engines, each rated at 885hp at 4575m. The four Hispano Mk I guns were grouped in the nose, the pilot enjoyed a good all-round view from a fully-enclosed cockpit in line with the wing trailing edge, and radiators were buried in the wing leading edges inboard of the nacelles. Construction was of metal throughout, with flush-riveted stressed skins, a novelty being the use of magnesium rather than aluminium sheet to cover the monocoque fuselage aft of the cockpit.
Two prototypes were ordered by the Air Ministry in February 1937, and the first of these flew on 11 October 1938. Despite delays in development and production of the Peregrine engine, two contracts were placed in 1939, each for 200 fighters as Whirlwind Is, and the first series aircraft (P6966) flew in June 1940.
In the event, production ended with 114 aircraft built, these serving with only two RAF squadrons (Nos 263 and 137). Armament problems and changing operational needs curtailed the usefulness of the Whirlwind, which was enhanced in late 1942 by the addition of a pair of wing racks to carry two 113kg or 227kg bombs. Operational use of the Westland fighter came to an end in November 1943.
Replica: Butterworth Westland Whirlwind
Whirlwind I
Engines: 2 x Rolls Royce Peregrine I, 873 hp
Wingspan: 13.72 m / 45 ft 0 in
Wing area: 23.22 sq.m / 249.94 sq ft
Length: 9.83 m / 32 ft 3 in
Height: 3.20 m / 11 ft 6 in
Empty weight: 3699 kg / 7840 lb
Max take-off weight: 4658 kg / 10,270 lb
Max. speed: 313 kts / 579 km/h / 360 mph
Landing speed: 80 mph
ROC: 3000 fpm / 915 m/min
Ceiling: 9150 m / 30000 ft
Range: 1287 km / 800 miles
Crew: 1
Armament: 4x 20mm Hispano Mk.1 MG, 60 rds each
Whirlwind IA
Engines: 2 x Rolls Royce Peregrine I, 873 hp
Wingspan: 13.72 m / 45 ft 0 in
Wing area: 23.22 sq.m / 249.94 sq ft
Length: 9.83 m / 32 ft 3 in
Height: 3.20 m / 11 ft 6 in
Max take-off weight: 5165 kg / 11387 lb
Empty weight: 3770 kg / 8311 lb
Max. speed: 313 kts / 579 km/h / 360 mph
Landing speed: 80 mph
Ceiling: 9150 m / 30000 ft
Range: 1287 km / 800 miles
Crew: 1
Armament: 4x 20mm MG
Bombload: 454kg
In 1934, the British Air Ministry issued Specification A.39/34 for an army co-operation aircraft to replace the Hawker Hector. Initially, Hawker Aircraft, Avro and Bristol were invited to submit designs, but after some debate within the Ministry, a submission from Westland was invited as well. The Westland design, internally designated P.8, was the work of Arthur Davenport under the direction of W.E.W. (Teddy) Petter. It was Petter’s second aircraft design and he spent considerable time interviewing Royal Air Force pilots to find out what they wanted from such an aircraft. There was no clear idea of what the new aircraft needed to be able to do, and so in 1935 Petter spent some time with the army co-operation squadrons. Even there he found no consensus, but most pilots agreed that the most important requirements for the new aircraft were to be able to operate from small spaces, be able to fly at low speeds without stalling or losing control and that the pilot needed a clear forward view.
Davenport and Petter worked to design an aircraft around these features: the result was unconventional and looked, by its 15 June 1936 maiden flight, rather antiquated. However, it was also the first custom-designed army cooperation aircraft to be built for the RAF since the Armstrong Whitworth Atlas of the late 1920s.
With a distinctive high-set wing and small stub-wings attached to the main wheel struts to carry weapons/stores, despite its appearance, the Lysander was aerodynamically advanced with automatic wing slats, slotted flaps and a variable incidence tailplane. These refinements gave the Lysander a very low stalling speed. One of the original STOL (Short Take Off and Landing) designs, the Lysander could land and take off in the length of a football field.
The Lysander was a two seater, powered by a Bristol Mercury air-cooled radial engine, metal structured with top mounted wings and a fixed undercarriage inside large, streamlined spats. The wings had an unusual reverse taper towards the root, which gave the impression of a gull wing, although in fact the spars were perfectly straight. The wings were supported by V struts that linked to the undercarriage and had a girder type construction with a light wood frame around that to give the aerodynamic shape. The forward part was duralumin tube joined with brackets and plates, and the after part welded stainless steel tubes. Plates and brackets were cut from channel extrusions rather than forming from sheet steel. The front spar and lift struts were extrusions. The wing itself was fabric covered. The wheels were contained within streamlined spats, which also contained the forward firing guns. The spats also had mountings for small, removable stub wings that could be used to carry light bombs or supply canisters. Twelve small antipersonnel bombs could be carried under small stub-wings fitted to the spats.
Armament consisted of one 0.303 in Browning machine gun operated by the pilot, in each wheel spat, firing outside the propeller disc, and a free Browning in the rear cockpit.
Despite its appearance, the Lysander was aerodynamically advanced; it was equipped with automatic wing slats, slotted flaps and a variable incidence tailplane. These refinements gave the Lysander a stalling speed of only 65 mph (104 km/h, 56.5 knots). It also featured the largest Elektron alloy extrusion made at the time: a single piece inside the spats supporting the wheels. The Air Ministry requested two prototypes of the P.8.
The first prototype made its first taxiing test on 10 June 1936 and the first of two prototypes was flown initially on 15 June 1936 at Boscombe Down. The Air Ministry preferred the Lysander to the competing Bristol Type 148, quickly selecting the Westland aircraft for production, issuing a contract in September 1936. On 11 December 1936 Westland received a first order for 169 Lysanders. The first production aircraft appeared in March 1938, and were delivered to No. 16 squadron, at Old Sarum. This base was also the home of the School of Army Cooperation, another early recipient of the aircraft. Early aircraft were also sent to No. 5 Squadron in India for tropical trials. Like other British army air co-operation aircraft, it was given the name of a military leader; in this case, the Spartan General, Lysander.
The type began to enter service with No. 16 Squadron RAF in June 1938, and they were the first British aircraft to be based in France at the beginning of World War II and the last to see action in France during the evacuation from Dunkirk. Four Lysander squadrons moved to France during the phoney war period (Nos. 2, 4, 13 and 26). When the Germans attacked in May 1940, their armies were supported by swarms of Bf 109s. Allied fighters were overwhelmed. While the Fairey Battle was the most famous victim of this period, the four Lysander squadrons suffered very nearly as badly. Of 174 Lysanders sent to France, 88 were lost in aerial combat and 30 were destroyed on the ground. 120 crewmen were lost. Only 50 aircraft survived to return to Britain.
After the withdrawal from France Lysanders patrolled the coastal areas of south and east England at dawn and dusk as an anti-invasion reconnaissance measure. It was planned that in the event of an invasion the Lysanders would bomb and machine gun German troops on the beaches.
The majority of Lysander squadrons were actually formed after the fall of France, performing vital air-sea rescue duties. Its low speed allowed it to drop dinghies and supplies close to downed aircrew. The Lysander was also used for radar calibration and as target tugs. Of the (probably) 1,670 aircraft built, some 964 were Mk III aircraft, which first appeared in August 1940. The Lysander is most famous for its work with the Special Operations Executive. Two squadrons were formed to support the SOE, first No. 138 (Special Duties) squadron in August 1941 and then No. 161 (SD) squadron. These squadrons were given a mix of aircraft, including Hudsons, Whitleys and Halifaxes as well as the Lysander. The larger aircraft were used for parachute drops, either of agents or supplies. The aircraft’s exceptional short-field performance made possible clandestine missions behind enemy lines that placed or recovered agents, particularly in occupied France. For this role, the Mk IIIs were fitted with a fixed entry/exit ladder over the port side to hasten access to the rear cockpit and a large drop tank under the belly. In order to slip in unobtrusively, the Lysanders were painted matt black, and operations were often planned for moonless nights. Flying without any navigation equipment other than a map and compass, Lysanders would land on short strips of land, such as fields, marked out by four or five torches. They were only designed to carry one passenger in the rear cockpit, but in case of urgent necessity, two could be carried in extreme discomfort. The Lysander proved to be a success in this role and continued to undertake such duties until the liberation of France. Between August 1941, when No. 138 squadron began Lysander operations, and the end of 1944 when the fighting had moved out of France, the Lysanders made at least 400 sorties. No. 161 squadron along took 293 people into France and retrieved 500. The ‘Lizzie’ was also used for glider towing at 5 Glider training School (GTS), Shobdon, Hereford.
After the Russian invasion of Finland in 1940, slowly reinforcements began to arrive for the Finnish air force. The first to come were 5 Gloster Gladiators, 12 Hurricanes, 17 Lysanders and 24 Blenheims, all from Britain. After that, 76 Morane-Saulnier and Koolhoven F.K. fighters arrived from France. Italy sent 17 Fiat fighters, Sweden 12 Gloster Gladiators, and the USA 44 Brewster Buffalo, of which however only 5 reached Finland in time. Even the Union of South Africa sent 25 Gloster Gladiators. Pilots and ground personnel from a number of countries also volunteered to assist them.
The Lysander III was manufactured by National Steel Car Company at Malton (Toronto) under license from Westland Aircraft Corporation, England. In Canada, Lysander aircraft were chiefly used for target towing at training schools, limited navigational training, communications duty, search and rescue operations.
A Westland Lysander Mk.III Special Duty aircraft built to the specifications of the SOE (Special Operations Executive) featured a jettisonable fuel tank and a boarding ladder. The first pick-up operation was carried out on 4 September 1941 near Chateauroux 150 miles south of Paris, by Sqn.Ldr. John-Nesbitt-Dufort of 138 Squadron.
They also saw service in Burma, Egypt, Greece, India and Palestine.
1,372 Lysanders were built on a cottage industry basis in Britain. Parts were built by small firms and individuals and trucked to locations where they were assembled into components. These parts were taken to yet another location where they were assembled into an airplane. Canadian production of the Lysander began in Malton, Ontario in October 1938, with the first flight in August 1939. 225 were built there and another 104 Lysanders were shipped over from the U.K. Most of the world’s few surviving Lysanders are ex-RCAF.
After the outbreak of the Winter War, 17 Lysander aircraft were ordered from England on 8 Jan, 1940. The first 9 were shipped to Gothenburg, Sweden, on 24 Feb. 1940. These were assembled at the Götaverken factory in Torslanda and were flown to Finland between 21 March and 3 May. The rest of the order were flown directly from England to Finland, with 2 arriving on 8 March. One of these was damaged near Stavanger, Norway.
The remaining Lysanders from the order left England in early March and arrived in Finland on the 15th of the same month. The Lysanders that entered service remained in use until 1945, although some were lost in action.
Lysander Mk.I
Engine: Bristol Mercury, 890 hp
Lysander Mk.II
Engine: Bristol Perseus, 905 hp
TO to 50ft: 245 yd
Max speed: 230 mph
Min speed: 55 mph
Lysander Mk.III
Engine: Bristol Mercury XX, 870 hp / 649kW
Wing Span: 50ft (15.24m)
Length: 30ft 6in (9.3m)
Height: 14ft 6in (4,42m)
Wing area: 14.15 sq.m / 152.31 sq ft
Empty weight: 1980 kg / 4365 lb
Max TO wt: 5920 lb (2685 kg)
Service ceiling: 6555 m / 21500 ft
Range: 522 nm / 600 miles (970 km)
Max level speed: 229 mph (369 kph).
Stall speed: under 60 mph (96 km/h)
Crew: 2 (Pilot and Observer)
Armament: 2 x .303in / 7.7mm Browning machine-guns in wheel fairings / 2 x .303in / 7.7mm Lewis guns for observer
Bombload: four 20 lb (9 kg) bombs under the rear fuselage / 500 lb (227 kg) of bombs on stub wings if fitted.
On 9 January 1941, Westland was authorised by the Ministry of Aircraft Production to proceed with two prototypes of its P.14 design for a twin-engined high-altitude fighter, in compliance with Specification F.4/40. Conceived as a two-seater with six 20-mm cannon armament, the P.14 went ahead as a four-cannon single-seater with a pressurized cockpit. Revised to conform to F.7/41, and thus competing with the Vickers Type 432, the P.14, to be named the Welkin, first flew on 1 November 1942. The wing was located in the mid position, and power was provided by two Rolls-Royce Merlin Mk 61s of 1,565 hp, these being succeeded by 1,650 hp Merlin 72/73 or Merlin 76/77 in the production Welkin I. Pressurization of the cockpit was achieved by means of a Rotol blower on the starboard engine. Production of the Welkin I was initiated in 1941, contracts for 100 and then 200 being placed, and the first series aircraft was under test at Boscombe Down by mid-September 1943. However, handling problems combined with reduced operational interest in high-altitude fighters led to cancellation of production after the completion of 75, plus 26 airframes without engines. The Welkin I saw no service use. Welkin NF Mk II During 1943, Westland studied a number of possible derivatives of the Welkin I in order to take advantage of the design work already completed. Of these possibilities, one for a two-seat night fighter variant received a go-ahead on 4 February 1943, subsequent development of this as the Welkin NF Mk II being in accordance with Specification F.9/43. Two prototypes were ordered, as conversions of Mk I airframes during production, and orders were given for 60 of the final production batch of Mk Is to be to this standard. As flown on 23 October 1944, the prototype Welkin NF Mk II introduced AI Mk VIII radar in a lengthened bulbous nose and a new one-piece canopy over a two-seat cockpit in which the observer faced aft behind the pilot. Production plans for the Welkin NF Mk II were cancelled during 1945, along with those for the F Mk I, and the second prototype was not completed.
Westland Welkin
Engine : 2 x Rolls Royce Merlin 76, 1233 hp
Length : 41.568 ft / 12.67 m
Height : 15.748 ft / 4.8 m
Wingspan : 70.013 ft / 21.34 m
Wing area : 459.946 sq.ft / 42.73 sq.m
Max take off weight : 17503.3 lb / 7938.0 kg
Weight empty : 12612.6 lb / 5720.0 kg
Max. speed : 336 kts / 623 km/h
Service ceiling : 43996 ft / 13410 m
Wing load : 38.13 lb/sq.ft / 186.0 kg/sq.m
Range : 1043 nm / 1931 km
Crew : 1
Armament : 4x 20mm MG
Welkin Mk 1
Max take-off weight:8970 kg / 19776 lb
Empty weight: 6520 kg / 14374 lb
Wingspan: 21.34 m / 70 ft 0 in
Length: 12.65 m / 42 ft 6 in
Height: 4.65 m / 15 ft 3 in
Wing area: 42.73 sq.m / 459.94 sq ft
Max. speed: 623 km/h / 387 mph
Ceiling: 13410 m / 44000 ft
Range: 2400 km / 1491 miles
Petters Ltd, an engineering company founded 1910, undertook government aircraft construction in 1915 as Westland Aircraft Works at Westland Farm, Yeovil, Somerset. Produced Short 184, Short 166, Sopwith 1 1/2-Strutter, Airco D.H.4, and D.H.9 biplanes; adapted the last for Liberty engine as D.H.9A. Also built Vickers Vimy. First of its own designs were the single-seat N.1b scout and Wagtail and the two-seat Weasel, but the war’s end prevented production. First civil aircraft, the four-seat cabin Limousine, was followed by a naval D.H.9A development, the Walrus, and the 1923 Dreadnought, a very advanced but unsuccessful monoplane based on Woyevodsky’s flying-wing theory. The Woodpigeon and Widgeon I and II that followed were Westland’s only attempt to enter light-aircraft market. Apart from Westland IV / Wessex three-engined airliners of 1929-1931, the rest of the designs from Yeovil were military fighters or general-purpose aircraft. Wapiti, built from 1927, was basically a modernization of the D.H.9A and was followed in 1931 by an improved version, the Wallace. The Westland P.V.3 private prototype for the Wallace was used on the Houston Everest expedition of 1933. From the P.V.7 monoplane, the last general-purpose type, the army cooperation Lysander was developed, the best-known company design of Second World War. Company became Westland Aircraft Ltd. in July 1935. Westland fighters included the twin-engined Whirlwind, which saw limited squadron service in Second World War, followed by the high-altitude Welkin, which did not enter service. Following the war, four naval strike squadrons were equipped with the turboprop Wyvern, the last fixedwing aircraft built by the company.
In the 1930s Westland had built two autogiros for Juan de la Cierva, and in 1946, with declining sales of fixedwing aircraft, decided to concentrate on rotary-wing designs. Negotiated with Sikorsky a license to build a modified version of the four-seat Sikorsky S-51. Re-engined and altered in detail, it was produced as the Dragonfly in 1948. Followed by the S-55 Whirlwind and in 1959 Westland’s first turbine-powered helicopter, the Gnome engined Whirlwind. In the reorganization of Britain’s aircraft industry Westland acquired the helicopter interest of Bristol Aircraft (1960), Fairey Aviation (1960), and Saunders- Roe (1959). From this came production contracts for the army Belvedere and Scout and Royal Navy Wasp, while the Sikorsky designs, enhanced increasingly by Westland improvements, resulted in the S-58 Wessex. Beginning in 1966 the company was known as Westland Helicopters Ltd.
Activities included production of the Sea King, developed from the Sikorsky S-61 to Royal Navy requirements; Commando army version of Sea King; and Gazelle and Lynx, which formed part of the Anglo-French helicopter cooperation program with Aerospatiale. Gazelle production started in 1971 and Lynx in 1975 (naval, military, and civil versions constructed). Following the construction of 40 Aerospatiale/Westland Pumas for the RAF, the company continued to produce Puma component for French assembly lines.
By 1995, Agusta and Westland had a joint venture in EH Industries, producing the EH.101.
Early 2001 Finnmeccana of Italy and GKN of the UK completed merging their Agusta and Westland helicpoter divisions as AgustaWestland.
Westland Helicopters Ltd became GKN Westland Ltd and operated three divisions as: GKN Westland Aerospace Ltd. with activities including manufacture of structures (airframe or nacelles) for Lynx and EH 101 helicopters, and many airliners including Airbus A330/A340, Boeing 737/747/767/MD-11/C-17, Saab 2000, Fairchild Dornier 328, Bombardier Dash 8 and Global Express, Lockheed Martin C-130J, and IPTN N250, plus helicopter and engine transmissions; GKN Westland Helicopters Ltd., manufacturing Boeing Apache Longbow as WAH-64 for British Army, EH 101 (company has 50% holding with Agusta of Italy), and operates GKN Westland Heliport; and GKN Westland Technologies Ltd. Lynx general-purpose army and naval twin-turboshaft helicopter first flown March 1971 as joint program with Aerospatiale of France, and continues in production (some 400 built). Sea King first flown May 1969 as medium multirole type, derived from Sikorsky S-61, and 326 delivered up to end of production in late 1990s (including Commando tactical assault derivative).
combustion chamber and a single stage turbine.
On 19 March 1943, the first run was made. The static thrust developed being 515 kg (1,135 lb). On 21 January 1944 the second prototype was flown for the first time, under a Vought FG-1 Corsair. It was developed into the smaller J32, and the Westinghouse J34, an enlarged version which produced 3,000 pounds of thrust.
Six 19A were built all together. It initially gave 1,200 pounds of thrust but improved to 1,600 in production versions.
The 19B was to have a static thrust of 613 Kg (1350 lb) and be used as the main propulsion engine for an aircraft, rather than just a booster. The layout of the compressor and turbine was similar to the 19A, but 4 extra stages were added to the compressor to give ten in all. The previous cannular combustion chamber was replaced by an annular one.
First flight was made on 28 September 1944, using a JM-1 Marauder as a test-bed.
The McDonnell XFD-1 Phamtom powered by two 19Bs made its first flight on January 26, 1945. The Northrop XP-79B was also powered by two 19Bs, but crashed on its first flight on September 12, 1945.
A total of 28 19B were ordered.
Westinghouse submitted to the Navy a proposal for improving the performance and decreasing the weight of the 19B. This reconfigured engine was designated 19XB. The 1,600 lb thrust of the 19XB was achieved primarily by adding 4 additional axial-flow compressor stages.
The 19XB was used in the Grumman WTB3F-1, Douglas XB-42A (as auxiliary engines) and the Northrop X-4. The primary application for the 19XB engine was the McDonnell FH-1 Phantom.
A total of 261 19XB engines were made.
Variants:
19A
Prototypes and initial production
19B
Increased mass flow version delivering 1,400 lbf (6.23 kN) at 18,000 rpm at sea level
J30-WE-20
production engines delivering 1,600 lbf (7.1 kN) thrust
Applications:
Convair XF-92
McDonnell FH Phantom
Northrop XP-79
Northrop X-4 Bantam
Specifications:
Westinghouse 19A
Type: Axial flow turbojet
Length: 100 in (2,540.0 mm)
Diameter: 19 in (482.6 mm)
Dry weight: 830 lb (376.5 kg)
Compressor: 6-stage axial
Combustors: Annular stainless steel
Turbine: Single-stage axial
Fuel type: 100/130 gasoline
Oil system: pressure spray at 40 psi (275.8 kPa) dry sump, 60 S.U. secs (10.2 cs) (AN-0-6A) grade oil
Maximum thrust: 1,360 lbf (6.05 kN) at 18,000 rpm at sea level
Overall pressure ratio: 3:1
Turbine inlet temperature: 1,500 °F (816 °C)
Specific fuel consumption: 1.35 lb/lbf/hr (137.6 kg/kN/hr)
Thrust-to-weight ratio: 1.639 lbf/lb (0.016 kN/kg)
Normal thrust, static: 1,160 lbf (5.16 kN) at 18,000 rpm at sea level
Military thrust, flight: 660 lbf (2.94 kN) at 17,200 rpm at altitude
Normal thrust, flight: 570 lbf (2.54 kN) at 16,260 rpm at altitude
Westinghouse 19B
Type: Axial flow turbojet
Length: 104.5 in (2,654.3 mm)
Diameter: 19 in (482.6 mm)
Dry weight: 809 lb (367.0 kg)
Compressor: 6-stage axial
Combustors: Annular stainless steel
Turbine: Single-stage axial
Fuel type: 100/130 gasoline
Oil system: pressure spray at 40 psi (275.8 kPa) dry sump, 60 S.U. secs (10.2 cs) (AN-0-6A) grade oil
Maximum thrust: 1,400 lbf (6.23 kN) at 18,000 rpm at sea level
Overall pressure ratio: 3:1
Turbine inlet temperature: 1,500 °F (816 °C)
Specific fuel consumption: 1.28 lb/lbf/hr (130.48 kg/kN/hr)
Thrust-to-weight ratio: 1.724 lbf/lb (0.0169 kN/kg)
Normal thrust, static: 1,170 lbf (5.20 kN) at 17,000 rpm at sea level
Military thrust, flight: 525 lbf (2.34 kN) at 18,000 rpm at altitude
Normal thrust, flight: 465 lbf (2.07 kN) at 17,000 rpm at altitude
Designed by Howell Miller as a sport aerobatic trainer, the sole two place Trainer of 1941 was reported as possibly a modification of Summit HM-5 N29088. Production curtailed by WW2.
Engine: 125hp Kinner K-5
Seats: 2
Westfield MA.
USA
Circa 1941 airplane builder
Weser Flugzeugbau Ag.
Finanz-und-Wervaltungs GmbH
Formed, as Weser Flugzeugbau GmbH, aviation department of Deutsche Schiff- und Maschinenbau “Weser” AG. in 1934. Took over Rohrbach Metallflugzeugbau GmbH. Undertook contract manufacture during First World War for other manufacturers. Reconstituted in 1956 as the Finanz-und-Wervaltungs GmbH, reverting to Weser Flugzeugbau 1959. The company then built the Nord Noratlas under license from 1960, with Hamburger Flugzeugbau and Siebelwerke-ATG, under the name of Flugzeugbau Nord GmbH at Hamburg. In 1958, with Hamburger, Nord Aviation, and Dipl. Ing. Prof Walter Blume Leichtbau-und-Flugtechnik, it formed Arbeitsgemeinschaft Transall. Finally the company combined with Focke-Wulf Flugzeugbau in 1963, losing its individual identity entirely.
Wendt was formed in New York by George W. Constant in 1939 to build the W.2 Swift two-seat monoplane NX15697.
Engine: 90hp LeBlond 5F
Wingspan: 30’0″
Length: 20’0″
Useful load: 622 lb
Max speed: 130 mph
Cruise speed: 120 mph
Stall: 35 mph
Range: 525 mi
Seats: 2
All Aero 