Burt Rutan has designed and buil the SkiGull, his own light aircraft concept. The SkiGull is a small amphibious aircraft that fits in a single-car garage, after having folded its wings. The plane has a single engine located directly above the cockpit that is itself suspended from the wings in a gondola-like cabin.
The SkiGull has a retractable, flexible ski system. The skis provide five times the shock absorption deflection of a typical land plane, making it possible for the SkiGull to operate in considerably rougher environments than most other seaplanes. This includes the ability to perform water landings on beach waves and ocean crests.
Small wheels protrude from the bottom of the skis, making it possible to land on surfaces such as snow or grass.
According to Rutan, the SkiGull’s all-composite structure means he can avoid conventional structural design and fabrication methods. No specific details have been made available yet, he does give a hint: “For now all I can say is that its structure is more like nature than conventional.”
“It will be the last time I design and build an airplane, since I want to enjoy this one for myself,” said the 72-year-old Rutan.
The same basic concept of the model 27 was retained in the Model 31 VariEze. The type was designed in 1974, and the construction of a prototype GRP two-place tandem design took Rutan just 10 weeks to complete. Rutan built two prototypes in succession; the second incorporated several major changes. When the larger O 200 engine was installed on the second prototype (the first had a VW), the additional torque produced an unpleasant wing heaviness under power. So Rutan added an electric trim tab on the right wing, rudder trim, a fuselage mounted drag brake, and a pair of small inboard spoilers on the rear wing roots that both quicken the roll response and eliminate the unwanted pitch. With a manually retractable nosewheel, its handling and approach qualities are now more or less conventional, with a bit more reliance on rudder for roll, and a bit less concern with keeping the ball centered, than we’re used to.
A lot of experimental work was necessary, but the VariEze is a radical departure from conventional methods in aerodynamic and structural design. An alteration was the replacement of the VariViggen’s electrically retracted tricycle landing gear arrangement by a tricycle arrangement with a mechanically retracted nose unit and fixed main units with glassfibre legs. The nose unit can be retracted on the ground, a feature that eases access to the cockpit, provides greater propeller clearance for manual starting, and removes the need for chocks. The complete airframe is made of unidirectional glassfibre over a foam core.
This sleek, fast, lightweight homebuilt is capable of achieving a top speed of 210 mph with Continental’s 100-hp engine. The unusual aircraft combines the use of a NASA GA (W)-1 airfoil with Whitcomb winglets and was actually the first aircraft to fly with the latter. The wing is a nonlaminar flow airfoil optimized for good lift and stall qualities. The ship’s low induced drag lets the pilot negotiate steep, 90-degree banks with strong spiral stability. First flew, in prototype form, in May 1975. In its refined form, with its retractable nose leg which had to be retracted to gain cabin entry, could cruise comfortably at 140 mph when propelled by 100 horsepower.
Rutan claimed that a VariEze could be built in 600 hours. By contrast, 2,000 to 3,000 hours had always been the average for completing a conventional homebuilt. Structural strength was provided by epoxy fiberglass skins and spars that were laid up over cores of light plastic foam. The wings consisted of several foam cores cut from blocks with an electrically heated wire and joined end to end. A chunk the shape of the box spar was cut out of the assembled wing core, and the spar webs laid up around it. Then the still wet spar core was reinserted in the wing core, the multilayer spar caps laid down, and the wing skins laid down over the whole works. One side of a wing was skinned and allowed to cure. Then the wing was flipped over and the other side laid up. Rather than conventional plans, Rutan put out an instruction book in which verbal instructions replaced blueprints, and the builder was led, step by step, from the beginning of the project to the end.
First offered to homebuilders in the summer of 1976, VariEze plans were bought by more than 2,000 prospective homebuilders within six months; and in that same period, the first buyer built airplanes were already flying.
In the meantime, several companies put portions of VariEze kits on the market.
By 1979, of the 3,000 buyers of plans, 1,800 have bought some sort of kit; about 100 VariEzes were flying, and hundreds more are near completion.
The hot wire cut polystyrene foam cores used for flying surfaces were easy to work with, though a few errors in the plans did lead to irritating minor discrepancies in final assembly. These were corrected piecemeal in Rutan’s frequent newsletter.
The VariEze’s performance is not a free lunch. You pay for it in somewhat peculiar handling qualities. The seating is comfortable but quite supine; that plus a narrow bubble canopy makes it difficult to turn your head. The pi¬lot, who sits in front and commands the only controls, can barely communicate with the passenger, even using simple ideas and loud shouts.
The pilot’s controls in the first of the two prototypes were uniquely simple: a small side stick on the right armrest was connected directly to movable surfaces on the canard to provide both pitch and roll control. There were no movable surfaces on the main wings. Rudder pedals controlled outward going rudders on each wingtip; pressed farther, they activated wheel brakes as well. A simpler, lighter control system could not be devised. But the plane was hard to fly; its glide was so flat and it floated so far in experienced hands that it required a 3,500 foot runway; roll response was liable to be nullified completely by a touch of the wrong rudder and apt to include a bit of unwanted pitch in the bargain.
By 1990 the Rutan design stable of VariEze, LongEze, Defiant and Solitaire were no longer offered for sale.
Engine: 1 x 100-hp (74.5kW) Continental 0-200-B Seats: two seated in tandem. Maximum cruising speed 195 mph (313 km/h) at optimum altitude Initial climb rate 1600 ft (487 m) per minute Range 850 miles (1368 km) Empty weight: 580 lb (263 kg) Maximum take-off 1050 lb (476 kg) Wingspan 22 ft 2.5 in (6.77 m) Length 14 ft 2 in (4.32 m) Wing area 53.6 sq.ft (4.98 sq.m) Canard foreplane area 13 sq.ft (1.21 sq.m) Fuel capaci¬ty 26 USG Takeoff run 900ft Landing roll 900ft Range 700miles
Engine: Lycoming O 235 Max speed: 180 kt at sea level ROC: 800 fpm Gross wt: 1,050 lb
Founded by Elbert (Burt) L Rutan in 1969, Rutan Aircraft Factory first flew the VariViggen two/four-seat canard monoplane for construction by amateur builders from plans in 1972. Other aircraft followed, including VariEze two-seater (first flown 1974), Defiant four-seater (first flown 1978), Grizzly joined-wing/canard STOL transport (first flown 1982), and Voyager.
Rutan opted for a basic canard configuration, and has succeeded in developing several canard lightplanes with first-class flight characteristics.
1984: Rutan Aircraft Factory, Building 13, Mojave Airport, Mojave, CA 93501, USA.
The RX1E aircraft is China’s first two-seater general aircraft developed by Liaoning Ruixiang General Aircraft Manufacture Co. Ltc. The aircraft used pure lithium batteries and permanent magnet motor to drive the propeller.
The whole machine structure made of composite material. The side-by-side two-seater aircraft belonged to the category of light sport aircraft, and debuted at the 2012 Zhuhai airshow. The cabin opens on both sides to facilitate boarding passengers.
The RX1E aircraft is equipped with mechanical flight instruments and electronic digital display power meters.
On November 1, 2017, at Fakucaihu Airport in Shenyang, the first flight of the Ruixiang Extended Range Electric Aircraft (RX1E-A) was successful. On October 19, 2018, RX1E-A aircraft has obtained the Model Design Certificate (TC) issued by China Civil Aviation Administration.
RX1E-A
RX1E Engine: A37K154, 30KW Propeller: LGAA Wingspan: 14.5m Wing area: 12 sq.m Length: 6.61 m Maximum take-off weight: 500 kg Maximum load: 162 kg Maximum speed: 150 kph Cruising speed: 120 kph Ceiling: 3000 m Endurance: 1 hr Load factor: +4g/-2g Seats: 2
RX1E-A MTOW: 600 m Maximum Landing Weight: 600 kg Payload: 160 kg Max Level Speed: 160km/h Stall Speed: 82km/h Cruising Speed: 110km/h Load factor: +4g/-2g Service Ceiling: 3000 m Endurance: 90 min Range: 180 km Takeoff run: 330 m Landing Run: 380 m
Hungary Ernő Rubik (Rubik Ernő in Hungarian usage) designed 28 gliders and 5 powered aircraft before his death in 1997. Only a few remained unbuilt projects. The most dramatic was the Rubik R-21 1.5-tonne military assault glider project.
The Rotec Rally line has grown out of the solid aeronautical engineering and helicopter-rated experience of William Adaska. The pilot sits inside a roll cage in the manner of a stock car. The control column is pivoted from above so that in the event of a head on collision with the ground it pushes out of the way, instead of into the pilot’s stomach. The 48 hp engine is mount¬ed above and aft of the wing for pilot safety.
The Rotec Rally line-up are all equipped with standard rudder pedals and stick; providing three axis aerodynamics like any normal aeroplane. However, possibly be¬cause of the designer’s helicopter back-ground, the throttle is a twist-grip mounted on the control stick. All tubing is aircraft grade 6061-T6 anodised aluminium and hardware is aircraft quality AN material. Cables are aircraft grade stainless steel 7 x 7 vinyl coated.
Accompanying each aircraft is a 145 page assembly manual and a 95 page pilot’s manual that covers all aspects of microlight flying. Different sized wheels are available. The standard size is the 20” which would give the Rally Sport an even higher ground clearance than the 4” wide 16” ‘Tundra” tyres; fitted to decrease side loads during cross wind landings and take the bumps out of rough ground and river bed landings. The Rally 3 was even higher; 13.5 inches.
The Rally models could be derigged for transport on a trailer and rerigged in about 45 minutes. All slip pins were safety locked with split rings. The trailing tail wheel is bungee. Spoilerons are held down by a bungee cord which makes for a positive feel in flight. The 48 hp engine is fan cooled making for efficient cooling and the “see through” 5 gallon fuel tank provides about 2 and a half hours endurance at normal revs.
The wing is a single surface of 3.8 oz dacron, available in a variety of colours already sewn at the factory.
Special custom sails are available. End plates add to the lifting capacity. Maximum “G” for the Sport is given as plus six and minus three.
Elevators are described as being “Butter¬fly” to provide strong pitch control for rapid aerobatic manoeuvres. The elevator sur¬faces surrounding the sides and trailing edge of the stabiliser are aerodynamically balanced to allow minimal force on the con¬trol stick at all speeds. Each Rally can have its controls set to suit the pilot. There is an optional adjustable seat which allows the pilot or the passenger to slide into the most comfort¬able position. The joystick is adjusted by the simple method of tightening or loosening the control cables.
The Rally 1 is a high-wing monoplane with con¬ventional tail unit much like the Rally 2B. Rather than stick and pedal controls, the weight shift is used for roll and pitch control, with the pilot in a sling seat. POWERPLANT: Zenoah in pusher position above the wing, and a 2.4:1 reduction unit. Otherwise similar to Rally 2B. LANDING GEAR: Similar to Rally 2B. Top mounted joy stick, rudder pedals, castering tailwheel. First built; 1976.
The Rally 2B is a high-wing monoplane with con¬ventional tail assembly consisting of horizontal and vertical stabilizers. The elevators are separate and the rudder is all ¬flying. Roll is controlled by ailerons and can be operated separately from the foot-controlled rudder by means of an inverted control stick. Construction makes use of aluminum tubing and steel aircraft cable. The wings and tail surfaces are covered with Dacron with clear windows at both wing roots. The engine is mounted in a pusher position above the wing. A 2.4:1 reduction unit turns a two-blade wooden propeller made by Rotec. Fuel is carried in an ABS plastic tank hung under the wing root area. LANDING GEAR: Conventional taildragger gear are shock mounted with bungee wrap. The tailwheel is castering, and the main wheels measure 20 inches in diameter. There are no brakes. The Rally 2B was first built in 1976 and by June 1981 500 had been delivered.
The United States Marine Corp have bought the Rally 2B, as have the Department of the Interior Geological Sur¬vey Team.
The 1981 standard version of the Rally 2B used ailerons attached to the trailing edge of the outer sections of the wing. This method was dropped in favour of spoilerons carried on the upper surface of the wing and mounted at 1/3 chord back from the leading edge. The Rally 2B is sold as a kit for $4800 in March 1983, options including an instrument panel, transport covers for $350, floats $950, skis $280, windshield $72 and transparent panels for the first third of the span of each wing $150. The Rally 2B is sold ready built for an extra $680.
The Rally 2B Twin is similar to the Rally 2B. POWER-PLANT: Zenoah-Twin mounted in a pusher position above the wing. A 2.4:1 reduction unit turns a two-blade wooden pro¬peller made by Rotec. Otherwise similar to the Rally 2B. LANDING GEAR: Similar to the Rally 2B. The aircraft is also available in 2B+ form, with a different wing design incorporating extra ribs and more camber and billow, a combination which Rotec says gives better pitch stability.
The 2B is a three axis design and initially used the same engine as the Rally 2, but various other units were substituted, including a Solo with 2.7/1 reduction drive, developing 20hp at 5200rpm, (the 2B1 version) and a twin cylinder 292cc 30hp Chaparral unit (the 2B2 version, sold in the US with floats, under the name Rally Marine). Some aircraft were also made with the 28 hp Kohler engine.
In 1983, customers had the choice of 40 hp Kawasaki, 35 hp Cuyuna or 32 hp Rotax engines.
The Rally Marine is similar to Rally 2B. POWERPLANT: Zenoah-Twin mounted in pusher position above the wing. Similar to the Rally 2B Twin. LANDING GEAR: Standard gear are replaced by two 9-foot foam pontoons.
The Rally Sport has roll control by three quarter span spoilerons; suspension on all wheels. Announced on 1 March 1983, this single seater from Bill Adaska is, according to the company, ‘an optimised airplane rather than an innovative airplane’. In fact, apart from an obvious family resemblance, the Rally Sport does not have a great deal in common with the earlier Rallys. Certainly its performance characteristics are very different, particularly its maximum roll rate, which is quoted as 150 deg/s.
The Rally Sport is offered, after a year of test flights by its manufacturer, as an acrobatic ultralight. The wing design is considerably changed from the 2B, with smaller span and area and saumons at the tips, while a dramatic roll rate comes from three quarter span spoilers, compared with one third span for the 2B. The tail uses aerodynamically balanced elevators which surround the edges of the horizontal stabiliser giving the effect of servo tabs. Power comes from the Rotax 503, used in the same form as on the Rotec two seater, the Rally 3B. The machine was sold as a kit for $5600 or ready to fly for an extra $680 in 1982. There is an option of transport covers for $325. Shorter wing and airframe beefing gives Rally Sport a load factor of + 6, -3 G’s for aerobatics. With a top mounted joy stick, rudder pedals, castering tailwheel, the Rally Sport was first built in 1976.
Developed for the Rotec Rally is a spray system carrying 24 gallons and with spray booms attached to the wings to provide a 45 foot spray pattern. With an application of three gallons per minute while flying at 30 mph, the Rally should cover 2.7 acres a minute.
The Rally 3 is a side by side two seater version of the Rally 2B, with conventional 3 axis controls. Roll control by spoilerons. Nylon rope suspension on all wheels. This two seat version of the Rally is sometimes known as the Big Lifter and received FAA experimental certification on 18 November 1981, after more than 12 months’ trials by Rotec, first sales being the following January.
Rally 3
It differs from the single seat 2B mainly in having an enlarged framework, with a third cranked tube running longitudinally, and an enlarged span, though the chord remains the same. As on the Rally Sport, the horizontal stabiliser uses aerodynamically balanced ‘ser¬vo tabs’. Originally powered by the Cuyuna 430R, the aircraft now comes with a Rotax 503 for which 48 hp is quoted.
At the end of 1982 Rotec announced what it calls the ‘jump option’ under which the aircraft was converted to carry a parachutist. This is done by removing the second set of pedals and adding a sliding seat and trapeze bar, while for jumpers who prefer to start their descent from a standing position, a platform can be fitted.
The two main wheels of the Rally 3 can be replaced by mahogany skis with a glass fibre surface as a $320 option, while saumons as on the Rally Sport can also be added as an extra. Further options include transport covers for $450, floats for $1250 and a windshield for $116 (in 1982).
Although offered in January 1983 for $5000, the normal price of a Rally 3 in standard form is $6000 as a kit; it is not available ready built in the US because it is classified as an experimental aircraft under US legislation. The United States Army has purchased 300 of the Rally 3 with a 500 lb payload which would typically consist of two persons and some weapons and features a minimum cruise speed of 45 mph with a range of 200 nm on 16 gallons of fuel. The Army required the aircraft to have a 10,000 foot ceiling, rough field landing capability and to be capable of assembly out in the field by two persons in 30 minutes.
July 1984
Elsewhere it can be bought ready built for an extra $960, while in France, where it is imported to special order only and known as the Rally 4B2S, it is fitted with a Hirth 276R engine developing 36hp at 6250 rpm.
Feb 2014 wraupert@namibnet.com Can someone please help me with a pdf-copy of an assembly manual for the Rotec Rally 2b, mine got lost and i would like to put my Rally together and fly it again. Thanx alot in advance! regards, Werner
Rally 1 Engine displacement 240cc Rated HP, 20 hp Static thrust, 170 lbs Wingspan, 31 ft Wing area, 155 sq.ft Aspect ratio, 6.4:1 Overall length, 14.5 ft Empty weight, 125 lb Usable payload (include fuel), 232 lb Wing loading, 2.3 lbs/sq.ft L/D power-off glide ratio, 7.5:1 Cruise speed (85% power), 34 mph Stall speed, 16 mph Approach speed, 25 mph Flair speed, 20 mph Liftoff speed, 18-20 mph Takeoff roll distance, 90 ft Rate of climb, 400 fpm Fuel capacity, 2 USgal Range at cruise, 60 mi Seats: 1
Rally 2B Engine Zenoah, displacement, 240cc, 20 hp Static thrust, 170 lb Wingspan, 31 ft Wing area, 155 sq.ft Aspect ratio, 6.4:1 Overall length, 15.7 ft Empty weight, 135 lb Usable payload (include fuel), 232 lbs Wing loading, 2.4 lbs/sq.ft L/D power-off glide ratio, 7:1 Cruise speed (85% power), 32 mph Stall speed, 16 mph Ap¬proach speed, 25 mph Flair speed, 20 mph Liftoff speed, 18-20 mph Takeoff roll distance, 90 ft Rate of climb, 350 fpm Fuel capacity, 2 Usgal Range at cruise, 60 mi
Engine: Cuyuna 430R, 35 hp at 5500 rpm Propeller diameter and pitch 54 x 32 inch, 1.37 x 0.81 m Toothed ¬belt reduction Power per unit area 0.22hp/sq.ft, 2.4hp/sq.m Fuel capacity 3.5 US gal, 2.9 Imp gal, 13.2 litre Length overall 16.8 ft, 5. 13 m Height overall 10.3ft, 3.15m Wing span 31.0ft, 9.44m Constant chord 5.0 ft, 1.52 m Total wing area 155sq.ft, 14.4sq.m Rudder area 12.3sq.ft. 1.14 sq.m Total elevator area 7.6 sq.ft, 0.70 sq.m Wing aspect ratio 6.2/1 Main wheels diameter overall 20 inch, 51 cm Empty weight 218 lb, 99kg Max take off weight 466 lb, 211kg Payload 248 lb, 112kg Max wing loading 3.00 lb/sq.ft, 14.7 kg/sq.m Max power loading 13.3 lb/hp, 6.0kg/hp Load factors +3.0, 1.5 design; +3.8, 2.0 ultimate Max level speed 50 mph, 80 kph Never exceed speed 55 mph, 88 kph Max cruising speed 40 mph, 64 kph Economic cruising speed 35 mph, 56 kph Stalling speed 19 mph, 30 kph Max climb rate at sea level 680 fpm, 3.5 m/s Min sink rate 275 fpm, 1.4 m/s Best glide ratio with power off 7/1 Take off distance 75 ft, 23 m Land¬ing distance 50 ft, 15 m Service ceiling 10,000ft, 3050 m Range at average cruising speed 78 mile, 125 km
Engine: Rotax 377, 38 hp at 6600 rpm Propeller diameter and pitch 54 x 34 inch, 1.37 x 0.86 m Toothed ¬belt reduction, ratio 2.2/1 Max static thrust 280 lb, 127 kg Power per unit area 0.25hp/sq.ft, 2.6hp/sq.m Fuel capacity 5.0 US gal, 4.2 Imp gal, 18.9 litre Length overall 16.8 ft, 5. 13 m Height overall 10.3ft, 3.15m Wing span 31.0ft, 9.44m Constant chord 5.0 ft, 1.52 m Total wing area 155sq.ft, 14.4sq.m Rudder area 12.3sq.ft. 1.14 sq.m Total elevator area 7.6 sq.ft, 0.70 sq.m Wing aspect ratio 6.2/1 Main wheels diameter overall 20 inch, 51 cm Empty weight 218 lb, 99kg Max take off weight 466 lb, 211kg Payload 248 lb, 112kg Max wing loading 3.00 lb/sq.ft, 14.7 kg/sq.m Max power loading 12.3 lb/hp, 5.6kg/hp Load factors +3.0, 1.5 design; +3.8, 2.0 ultimate Max level speed 50 mph, 80 kph Never exceed speed 55 mph, 88 kph Max cruising speed 45 mph, 72 kph Stalling speed 19 mph, 30 kph Max climb rate at sea level 700 fpm, 3.6 m/s Best glide ratio with power off 7/1
Rally 2B Twin Engine Zenoah twin displacement, 300cc, 30 hp Static thrust, 255 lb Wingspan, 31 ft Wing area, 155 sq.ft Aspect ratio, 6.4:1 Overall length, 15.7 ft Empty weight, 170 lb Usable payload (include fuel), 270 lb Wing loading; 2.8 Ibs/sq.ft L/D power-off glide ratio, 6.5:1 Cruise speed (85% power), 44 mph Stall speed, 18 mph Approach speed, 25 mph Flair speed, 20 mph Liftoff speed, 18-20 mph Takeoff roll distance, 70 ft Rate of climb, 800 fpm Fuel capacity, 4 USG Range at cruise, 110 mi
Rally 3 Engine: Rotax 503, 48 hp at 6250 rpm Propeller diameter and pitch 60 x 28 inch, 1.52 x 0.71 m Toothed belt reduction, ratio 2.3/1 Max static thrust 338 lb, 153 kg Power per unit area 0.25 hp/sq.ft, 2.7 hp/sq.m Length overall 17.3 ft, 5.28 m Height overall 10.7ft, 3.25m Wing span 38.0ft, 11.58m Constant chord 5.0 ft, 1.52 m Total wing area 190sq.ft, 12.7 sq.m Wing aspect ratio 7.6/1 Main wheels diameter overall 16 inch, 41 cm Empty weight 265 lb, 120kg Max take off weight 695 lb, 315kg Payload 430 lb, 195kg Max wing loading 3.66 lb/sq.ft, 17.8 kg/sq.m Max power loading 14.5 lb/hp, 6.6 kg/hp Max level speed 45 mph, 72 kph Max cruising speed 40 mph, 64kph Stalling speed 20mph, 32kph Max climb rate at sea level 450 ft/min, 2.3 m/s Best glide ratio with power off 7/1 Take off distance 100ft, 30m Landing dis¬tance 80ft, 25m Service ceiling 10,000ft, 3050m Range at average cruising speed 100 mile, 161 km
Rally 3 Big Lifter Engine – 2 cyl two stroke: 48 hp Wing Span: 38 ft Wing Area: 190 sq ft Length: 17′ 4″ Height: 10′ 8″ Cruise Speed: 40 mph Max Speed (Vne): 50 mph Max Range Standard: 100 miles Stall Speed (100% Power): 20 mph Stall Speed – Power Off: 22 mph Take-off Distance: 100 ft Landing Distance: 80 feet Rate of Climb s/l: 450 fpm Ceiling: 10,000 ft Glide Ratio: 7.1 Wing Loading: 3.2 lb/sq ft Empty Wt: 285lb Max Payload: 430lb
Rally Marine Engine displacement, 300cc, 30 hp Static thrust, 255 lb Wingspan, 31 ft Wing area, 155 sq.ft Aspect ratio, 6.4:1 Overall length, 16 ft Empty weight, 220 lb Usable payload (include fuel), 250 lb Wing loading, 3 lbs/sq.ft L/D power-off glide ratio, 6.5:1 Cruise speed (85% power), 40 mph Stall speed, 18 mph Approach speed, 25 mph Flair speed, 20 mph Liftoff speed, 18-20 mph Takeoff roll distance, 90 ft Rate of climb, 650 fpm Fuel capacity, 4 USG Range at cruise, 100 mi
Rally Sport Engine: Rotax 503, 48 hp at 6250 rpm Propeller diameter and pitch 60 x 28 inch, 1.52 x 0.71 m Toothed belt reduction, ratio 2.3/1 Max static thrust 338 lb, 153 kg Power per unit area 0.36 hp/sq.ft, 3.8 hp/sq.m Fuel capacity 3.5 US gal, 2.9 Imp gal, 13.2 litre Length overall 16.6 ft, 5.05 m Height overall 10.4ft, 3.15m Wing span 27.0ft, 8.23m Constant chord 5.0 ft, 1.52 m Total wing area 135 sq.ft, 12.5 sq.m Wing aspect ratio 5.4/1 Empty weight 248 lb, 112kg Max take off weight 468 lb, 212kg Payload 220 lb, 100kg Max wing loading 3.461b/sq.ft, 16.9kg/m Max power loading 9.8 lb/hp, 4.4kg/hp Load factors; +6.0, 3.0 ultimate Max level speed 60 mph, 97 kph Never exceed speed 60 mph, 97kph Max cruising speed 50mph, 80kph Stalling speed 20 mph, 32 kph Max climb rate at sea level 1000 ft/min, 5.1 m/s Best glide ratio with power off 6.8/1 Take off distance 70ft, 21m Landing dis¬tance 75ft, 23m Service ceiling 10,000ft, 3050m Range at average cruising speed 83 mile, 134km Roll rate: 150 deg/sec
Rally Super Sport Cruise Speed: 50 mph Max Speed (Vne): 60 mph Max Range Standard: 83 miles Stall Speed (100% Power): 20 mph Stall Speed – Power Off: 23 mph Take-off Distance: 70 ft Landing Distance: 75 ft Rate Of Climb s/l: 1000 fpm Ceiling: 10,000 ft Max G-Load: + 6, -3g Max Roll Rate: 150 deg/sec Glide Ratio: 6.81 Wing Loading: 3.3 lb/sq ft Power Loading: 9.31 lb/hp Wing Span: 27 ft Wing Area: 135 sq ft Length: 16′ 7” Height: 10′ 4″ Engine – 2 cyl two stroke, 48 hp Empty Wt: 248lb Max Payload: 220lb
A fully enclosed, strut braced double surface wing, spatted undercarriage ultralight. Centre mounted joy stick, rudder pedals, tailwheel steerable through rudder pedals.
Rotec Panther 2 Plus includes a float option, brakes, cabin heat, executive interior (includes carpet), ballistic parachute (mounted on wing above cabin) and Loran C navigational equipment.
Panther Engine: Rotax 277 (268 cc) 28 hp Wing span: 34 ft Wing area: 148 sq.ft Height: 6 ft 3 in Length: 16 ft 10 in Empty wt: 250 lb Fuel cap; 3.5 USG Construction: Aluminium, Dacron Max wt: 475 lb Stall: 22 mph Max speed: 60 mph Vne: 62 mph Climb rate: 400 fpm @ 35 mph Design limit: +4, -2g Glide ratio: 6.8-1 Wing loading: 3.21 lbs/sq.ft Power loading: 16.96 lbs/hp
All Aero 