Airshows in April

By Araslanov Sergey, Izumskiy Pavel, Solozhenets Svetlana
Photography by Araslanov Sergey

Itís extremely hard to write about the events, which reflected in our mind and hearts, especially if they follow one after another. Thanks to the co-owner of our magazine, Kharkov InterAMI Corporation we were very fortunate to visit Sun Ďn Fun in Lakeland, Florida, the USA and AERO-2001 in Friedrichshafen, Germany. Though both trips werenít the first ones everything we have seen overwhelmed us.

General Impressions

Great! While being abroad we saw only happily smiling easy-going people, always ready to help no matter where and when. All the maintenance staff in motels and airports, restaurants and supermarket, all guests and participants was very pleasant and courteous.
The USA impressed us by plenty of children and non-smokers. Only in the airports rare smokers could be seen. That made us almost sure they were foreigners.
Certainly all the Americans we met are keen on aircraft. Moreover they are proud of what they do. Public transportation is not well developed in the States but for school buses. Besides the Americans are crazy about big cars with automatic transmission. As for the Germans they prefer smaller and more economical cars. But a very complicated road net makes them install very expensive navigation aids in their vehicles to simplify the orientation. Color display and a soft woman voice will prompt you where and when you should turn.

Family house (near 30 km from Friedrichshafen)

What were similar for both countries are spick and span roads and sidewalks. No, they donít mop them with shampoo as we used to think some time ago. They just sow the seeds of grass everywhere, which prevents from forming the sources of dirt and dust. It seems lawn mowers are more often used in the States. But pretty flower-beds gladdened us in Germany.
Both countries have a lot in common but at the same time they are amazing in different ways too. For instance, the houses people live in Florida reminded our summer cottages (we call them dachas) because of their primitive architecture. Barns from outside they were rather cozy inside. Houses in Germany are more like toys. Two or three-story tiled building are so neat that look unreal.
About the people's living and cultural standards both in the USA and Germany you can judge not only by the number of cars on the highways or the outward appearance of the buildings. We believe the most conclusive proof of the civilization and progress is the aged. American and German aged people couples step out briskly and always attend all the possible aviation shows. They even vividly participate in them as volunteers. Some of them continue driving cars, flying and building aircraft despite their age. Wives become good helpers, so very often aviation is fun for both. This is what we have seen at both airshows.

Sun Ďn Fun

The second biggest after Air Venture in Oshkosh airshow of Experimental Aircraft Association was held in April 8-14 in Lakeland. This year the number of guests and participants was less as compared with the previous year. It was amazingly well organized. Security services were practically invisible. The only time we saw the police was an accident that happened with a Canadian ultralight. The fire engine and ambulance were quick. Besides, even that accident didnít affect the course of the subsequent events. Each pilot paid his own insurance. Everyone is aware that people can be wrong. Thatís why the airshow went on.
The airshow campsite was huge, divided into areas. Jets, turboprop and piston airplane participants took off the concrete runway of the flying school, which hosted the airshow. The place to find helicopters and gyros was Choppertown. Paradise City welcomed light airplanes, trikes, and paramotors. Trams ran continuously throughout the site. Check for routing and a few minutes later you have what you were looking for.
It would cost you nothing to spend the whole day at the site at your ease. Everything from cash dispenser to toilet was within reach.

It is clear we were so engrossed in machines of domestic manufacture at Sun Ďn Fun. And of course we were pleased to find them there. Truly, our Yaks were delivered to the States from Romania and China. Why did it happen so? Well, letís dwell on the American specialistsí impressions about ultralights made in Ukraine. The dealers of some Ukrainian enterprises have already been selling the machines to the North American aviation enthusiasts for several years.

Aeroprakt Hunter

John Hunter and Yuriy Yakovlev on Sun'n Fun
John Hunter is a very pleasant person. His last name says his ancestors were hunters. But neither his appearance nor behavior reminds this ancient business. There is a synonym for "hunter"Ē in Russian, meaning "fan, enthusiast". John is aviation enthusiast. For the sake of aviation he gave up his previous job and he seems to enjoy the business. Throughout the airshow he demonstrated the Aeroprakt planes. It looked as if he would have been much happier just flying but not selling the airplanes. The first thing he offered after becoming acquainted with me was to make a flight and only then to talk.
S.S. As far as we know you flew an A-20 from Sebring (Florida) to Oshkosh (Wisconsin). The A-20 is not intended for such huge distances isnít it? How was the flight?
Svetlana and Hunter after flight
J.H. It was a great flight. Itís always interesting flying such great distances to see how the terrain is changing. Initially the A-20 was not intended for that. But with the larger fuel tanks and with 100-hp larger engine it becomes a wonderful machine for such trips because you can go very far without stopping for fuel. I went 1325 miles with only one stop for fuel in Tennessee after crossing mountains. I had gone 655 miles nonstop at a very high speed. With the lower speed you can go even further. I was going 120 miler per hour in this trip. So it turned out to be nice machine for long trips, very comfortable, has very good visibility and it is also a good machine for travelling cross-country when it comes to safety. This is because when you should have problems with the engines you have to land. The aircraft can go also very slowly and you need a very small place to land. And if you have nowhere to land you still are coming in a slow enough speed that it shouldnít be too much of a problem for a pilot.
S.S. You say so nice words about the A-20. But how did you start dealing with the Kiev Aeroprakt?
J.H. I was lucky to have been introduced to these planes by a friend of mine whom I had met in selling another type of airplanes I used to represent. Itís also a twin-engine airplane called Aero Cam. I had sold this to the gentleman, sheik Hussein who is a dealer for Aeroprakt. He told me to come and see his airplanes. He told, ďThey are better than anything youíve seenĒ. And he was right. The airplanes from Aeroprakt are superior to the airplanes that I have been used to for over the last fifteen years in the United States in the homebuilt and kit plane market. I was very impressed and consider myself very fortunate to be the representative for Aeroprakt in the United States, Because I feel we have the best planes.
S.S. What about the competitiveness of these planes on the American market?
Air Cam of  Leza-Lockwood company
J.H. Well. They are extremely competitive when it comes to performance. If you take an aircraft of the same weight and of the same engine power, the Aeroprakt have better general performance. One of the things that Aeroprakt have, their special is very wide speed range. They can go slow which is good for safety and enables very short take-off and landing. But they can also go quite fast at the same time, which allows you to travel long distances. This is where the airplanes stand apart I think. They also show in my opinion and the opinion of many others that I know in this industry, superior engineering, superior design. Itís when I have come to recognize as a high level of professionalism in aircraft design. The homebuilt market in the United States, sport planes and kit planes really had more amateur type designing than professional designing. Most of the people that come up with the models in the USA do not have a very deep background in engineering. Because the airplanes are simple, this was feasible, it was possible. But when you go with Aeroprakt you are dealing with engineers who came out of a large company, making large aircraft, jet passenger aircraft, the so-called Antonov manufacturing company. So they are much more disciplined, they are much more experienced and they have the expertise to apply to a simpler design. I think their simple designs are based on similar engineering philosophy that they used for larger planes, because everything is so superior to what I am used to. So I think this is the reason.
Spectrum aircraft exposition on Sun 'n Fun
S.S. How long have you been working with the Kiev company?
J.H. I first officially formed the company in late 1999. We received our first demonstration aircraft in the spring of 2000. We really are in our first year of being operational. But we are coming into the second year of the original founding of the company.
S.S. Have you experienced any problems with Kiev Aeroprakt so far?
J.H. Well, dealing oversees weíve had no problems whatsoever with the company. And they have been more responsive that I am used to. The company that I had worked before which was fairly prominent in the United States could not respond to the customersí needs in the way that Aeroprakt does. I think partly itís because Aeroprakt has a very good management. And this is very important. But they have been extremely responsive to the customersí needs in the United States. We have had no problems getting parts or airplanes over here. They may have had any difficulties in Ukraine with shipping or taxes but this is something we didnít experience because they just send the planes to me. It has gone very smooth and the airplanes have been actually better than I had hoped and we have really had no problems. Each airplane has improvements. As good as they were they keep getting better. The workmanship, which was always excellent, is also getting better with each new plane that we get. So I am very pleased with the factory.
S.S. What would you advise to others wishing to deal with Ukrainian companies?
Spectrum Aircraft hangar
J.H. I donít know whether Aeroprakt is any different than the other companies in Ukraine, but I can not really identify any problems. Iíd just say if there is another company in Ukraine that is similar to Aeroprakt, they will have a good experience, because for us itís just been a pleasure to work with Aeroprakt.
We are fortunate, as Iíve said. If you look here, at all the planes, these are the best (he is pointing out at the planes, being demonstrated).
How can I comment on this dialog? It is great that despite chronic economy and political problems there are people whose products are worthy of respect of the most demanding partners form highly developed foreign countries. While some are crying over spilled milk, these people are just working hard. While at the airshow Yuriy Yakovlev and Alexey Litovchenko (representatives of Kiev Aeroprakt) assembled one more four-seat twin-engine Aerprakt-28, delivered to Spectrum Aircraft airport in Sebring.

Sabre Aircraft introduces Aeros

Aeroprakt is not the first and the only company, which worked out the American market. A bit earlier gliders and trikes of one more Kiev company took off over the Western Hemisphere. This is Aeros. Itís another story how that all happened. But we should emphasize that reliable and interested partner is essential for successful business in a foreign country. Itís not that easy, but fortunately possible. One of the Aeros dealers Richard Helm we met at Sun Ďn Fun.
R.H. I designed and built my first trike when I was fifteen years old. I used a hang glider wing, I bought a hang glider wing. I took an engine out of the snowmobile and put it on a trike and just helped myself to fly it. That was for a long time. Pretty much through the high school and the college I had to work to pay for my college. Just to make extra money I bought ultralights, used and really cheap and fixed them up a little bit, sold them and had a little money. Then I designed a new trike. For some of the profits I made from selling these ultralights (I was doing pretty good at it) I built the prototype. And it was just for fun, just for myself. But when I started flying it a lot of the local ultralight pilots round Arizona noticed it and said, ďOh thatís really neat. Can you make me one?Ē Thatís how I sold mine and used that money to build five frames. Just at that time I formed Sabre Aircraft. It was 1991.Then I sold those and used the money to build ten frames. Pretty soon I got really busy. I was working as an accountant at that time and I had to quit and start doing it at full time.
The original trike I started to design years ago is still the most popular model. This is because itís very inexpensive, very cheap to build. It also flies well, light weight. We use them for instruction and they hold up really well. Itís well sold. I guess we build about eighty trikes a year.
Venture makes up the rest of the sales, which is about one hundred per year.
There are about twelve dealers of Sabre Aircraft in the United States. We ship three of the trikes to Indonesia (one of them is Venture, another is the trike built for us by Aeros), a lot to Mexico, Canada, some in Central America.
A.S. What wings do you use for the trikes of Sabre Aircraft?
R.H. Our single surface Sabre wing is the most popular and the Aeros wings. I am not quite sure about the number, but maybe about 35 Aeros wings.
A.S. Do you sell Stealth wings? Are they popular with the customers?
R.H. Right now I have about five or six Stealth wings on order, no more. The Stream is the most popular. Everyone likes the Stream wings.
A.S. And what about your Skyranger?
R.H. Weíve just started. This show is the introduction of the Skyranger. We sold three so far. This is the plane built by Philippe Prauvo, the French for three and a half days here in Florida.
A.S. Could you compare the original Skyranger and the one, built by Aeros?
R.H. Yes, first of all itís a 24 turbine, much lighter. Aeros is using all 2024 turbine and in Europe, France 6083 is used which is the equivalent to American 6080s. In America it would be 6061T6.But itís heavier, not as strong. This one with the Rotax 503C drive and electric start with 430 pounds is really light. I guess this is probably the biggest difference. This is much lighter which is nice, because when I was manufacturing in France it would not meet the ultralights requirements for the States. But as the Aeros is building it will.
A.S. How did you start working with Aeros?
Sky Ranger
R.H. The first Aeros wing we got from Anatoliy Kon, from Epko Aviation. We got a Stranger wing from him. It was back in 1992. It didnít look very nice. It had the cables that were not staying the steel. They were not galvanized. We didnít go any further with it. But then the French guy Bernard who got involved with Aeros came over here. He said that the wings became much better. He came over and brought the wings with him to show. They were really nice. Aeros had really improved. We started the distributorship. It was in 1994.
A.S. Are you satisfied with the cooperation with Aeros?
R.H. Mostly yes. I can tell you, we can get the stuff much quicker. One of the distributors gets really upset when he doesnít get the wings quickly. Iíve never got that upset with Alexander, Ďcouse we manufacture the trikes and the wings. I know the problems in manufacturing process. I know and understand when suppliers are late. And itís got to be harder in Ukraine that it is here. I can call my supplier for aluminum tube and have it two days later. I donít think Alexander can do that.
Nevertheless our companies go on working for export manufacturing product, which attracts more and more aviation enthusiasts. Sometimes prominent figures are to be met.

Old man and the Sky

Marry Foster and Genry Van
First we met these very nice people at the first day of our stay at the Sun-n-Fun airshow and they invited to Saint-Petersburg, promising to show what they are doing and fly the airplane over the Gulf of Mexico. The day was very hot after our cold spring in Ukraine, the impressions were new, fresh and bright and no doubts we gladly agreed feeling concerned about having free time at the same time.
But luckily everything turned out well and we managed to get to Saint-Petersburg where Mary Foster, a Sales manager, an office manager, a former helicopter pilot, the right hand of Henry Van and just a sweet woman picked us up and took to the Blue Hangar.
Employees and partners of V.K. Aircraft Inc
There we found only a few people. Which surprised us a lot was that one of the mechanics working for Van was woman whose name is Kim Bilberry. She started working here about six months ago.
Mary Foster was leaving us shortly so we started with her.
Svetlana Solozhenets: A few words about Mary Foster please.
How did you come to flying and how did you two get to know each other? What was your way to the sky?
Treasures of The Blue hangar
M.F. OK. I was in college in an ROTC program (Reserve Officers Training Course) where you prepare to become an officer in the military. So when I graduated from the college I went to the Army. I had always wanted to fly. Fortunately, I got orders to Flight School and learned to fly helicopters. I was only on reserve status. After I left the Army, I got married and I had a son and stayed at home to raise him.
My husband flies helicopter also. Twenty years ago he was flying for a corporation and brought the helicopter to West Florida Helicopters located here at Albert Whitted Airport for maintenance. Van was the part owner of the company.
Thatís how I first met Van and Ginni (Vanís wife, also a pilot). And five years ago Van found out I wasnít working, called me up at home and asked me if I would come to work for him. So that is how I ended up here.
S.S. Do you get on well? How good is she as a sale manager?


H.V. I would say that I could not operate without her. I would put it that way. She is wonderful with paper work, with customers, and she understands aviation, which is very important for me. People are always calling and asking questions. And if I keep complementing her she will ask me for a raise.
¬żŪ ūŗŮŮÍŗÁŻ‚ŗŚÚ —‚ŚÚŽŗŪŚ Ó Ů‚ÓŚť ŪÓ‚Óť Ť„ūůÝÍŚ - BÓnanza Ů ÚůūŠÓ‚ŤŪÚÓ‚Żž š‚Ť„ŗÚŚŽŚž, ÍÓÚÓūŻť ÓŪŤ ůŮÚŗŪÓ‚ŤŽŤ Ūŗ ŮŗžÓŽŚÚ ‚žŚŮÚŚ Ů ńŗ„Óž ńżŚž
Mary has left and we kept talking to Van.
S.S. Have you been working with the Mitsubishi only or do you work with other planes as well?
H.V. We do them all.
S.S. What other planes do you work with?
H.V. Since I have been with Beech Grand Duke, Cessna-421, Beech Grand Baron, and several Bonanzas. The Bonanza Iím gonna be flying has turbine engine on it. Aerostar is another one of my favorites. I have an Aerostar with reversing propellers on him (it). And of course Malibus. We do a lot of Malibus.
S.S. Is your business growing?
H.V. Well, it stays about the same. We are just a small company. I will be eighty soon, so I donít work very hard.
S.S. Oh! Wow! Itís unbelievable. And you are still in business.
H.V. Yes, and I have so very good people, very good people! So we kind of enjoy life.
S.S. Talking about the planes. Are they in demand? Are they selling well?
H.V. Every airplane that we finish has a very good reputation, so they donít stay around long. I use them flying myself for a while to play with them and get them in perfect condition and then sell. My wife would like me to just keep the airplanes for some time. Because she is a pilot (is showing the license of his wife).
S.S. The experience of your company is very interesting for us, because we used to have a single aviation company in our country called Aeroflot. And now we have only ten yearsí experience of small aviation manufacturing companies in our country. (About ten or twelve years ago they took a trip to Russia and Georgia by Aeroflot). How do you organize the process of the work under the interior design of your planes? Who in your company is responsible for this? How many people work here?
H.V. We are a very small company. There are only four of us. We have two mechanics. So I buy an airplane with the potential like this Mitsubishi. It came from South America and it has very good engines. The engines last long time, but the airplane is in bad conditions. But it is easy for me to do cosmetics to look good, as the engines are very important. So it has good engines. Thatís what I start.
S.S. And whom do you make them for?
H.V. Right now for me. But I only fly it maybe six month, something like that. And then I put it on the market for sale. And I should make enough to pay my help here for it.
I put it this way. I usually buy the airplanes that interest me. In other words if itís an airplane which has not appeal to me I donít buy it, but if it interests me like any tourist efficient airplane, you know. This is the type of the airplane Iíd like to play with. And I call it ďplayĒ, because Iím too old to work. I enjoy airplanes a lot.
Another airplane weíve built is Lancer. We got it from a kit. Itís very fast. Itís pressurized. My wife and I raced it from Denver to Oshkosh. It took us less than tree hours, which is very fast. Iíve sold this airplane, but I flew it for almost three years.
The other airplane is Piper Malibu that we have put the turbo-engine on. That was the first one. And I flew that one for seven years and I sold it. So I play with them for a while.
Thatís how the Aerostar that has four blades props. It is the only one in a world. But I sold that one too. I just keep them awhile, play with them, and then I sell.

S.S. Who do you sell them to? What countries?
H.V. Anybody who wants to buy them. I usually sell them to my friends, but also advertise them and people come and look at them. Mostly these are people from all over the States
S.S. Such Mitsubishi planes without the ailerons, but with the interceptors are considered the safest, arenít they?
H.V. They are different. Because when the Japanese built the Mitsubishi, it was very innovative. It has the whole-span flaps, no ailerons, but they use spoilers to turn. So you have to learn how to fly it. Thatís very safe if you learn how but if you donít take lessons and learn how to do it right itís not a very safe airplane. They had a lot of accidents with them. But it was mostly because training was incorrect.
S.S. When are you planing to finish it?
H.V. Maybe in about two months. Instead looking like that it will look like this. (He is showing the picture). It will be very beautiful when we finish it.
S.S. Where do you buy all the necessary materials for interior design?
H.V. In the States. There are a lot of companies that have materials for interiors. I donít do it myself. We hire someone to do it.
This ex-military and civil pilot, a small company owner present life is concentrated around the airport and his airplanes. A wonderful 29-storey building facing the Gulf of Mexico with gym and swimming pool on the upper floors is not far from the airport. Here on the 27th floor he lives with his charming wife Ginni. Moreover the Blue Hangar is clearly seen through the look-see out of the apartment windows as well as a stadium and the Shakespeare amateur theatre.
After lunch Van took us in the six-place single turboprop Bonanza over the picturesque scenery of wonderful Saint Petersburg and the Gulf of Mexico. The feelings were unforgettable.
Dug Day
S.S. What are the maintenance costs of such a plane as Bonanza?
H.V. You know, theyíve been building them for a long time. So if you buy a very old one it will cost about twenty thousand dollars and the newer one up to half a million dollars. This airplane requires one major inspection per year - it is two or three thousands dollars. And to fly you need the fuel - almost fifty gallons per hour, which costs two dollars per gallon.
As for the final price of the airplane I always say that when we sell it, weíll know it.
Sure we couldnít miss the chief mechanic of the V.K.Aircraft . So we asked him to tell us how he started his own career.
D. D. (Vanís chief mechanic): I started in aviation when I was in high school, at sixteen. My brother and I bought an airplane and then I worked in maintenance shop at the airport to maintain the airplanes. Then I went to college, started flying for a while, did other jobs. And then in early eighties my brother and I started a business to rebuilt airplanes. And we rented the hangar from Van, because he was the PO-operator. So we rebuilt the airplanes and Van saw what we were doing and started bringing his own airplanes to us to get work on them. Then my brother decided he wanted to go back in flying he didnít like working on them. We split up and then I went to work here in the airport for Van, sort of moved with him. As he sold one company I moved to the next company and so I worked in the aircraft maintenance first and then I worked for the helicopter company over there (is showing the neighbor hangar). Van used to be the part owner of the helicopter company. When Van sold that and went on his own I started working just the two of us. Just doing things we like. That was almost fifteen years ago.
S.S. Do you like working for Van? And what kind of person is he?
D.D. This is the cream job, you know, yeah. Up till two years ago just the two of us. We just bought the airplanes like this one. Did what we needed to do and fixed them up and sold them. About five or six years ago we started doing the STC parts to the Malibus. Sort of were making some money. Yeah, itís great. This is not a job. This is a play.
S.S. This is what Van said.
D.D. Well, he is at the position in the life when he can afford to play, Iím not. But itís nice to have somebody to play with. We sort of worked together. Van and I get along really well. He is like a Dad to me. He had three daughters, never had a son. And Iím feeling a little bit like a son, I guess. We feel really good together. Everything he likes I like.
S.S. This is really great! Thank you so much!
This is the story of a very nice small company and its owner, a pilot, a husband and a very good father of the daughters.
A bit tired and happy, full of excitement we were leaving Saint-Petersburg feeling sorry for our people having less opportunities to work and play enjoying themselves at the same time. But letís hope that some day everything will change for better. Letís cross our fingers.

AERO 2001

Mainly at Aero 2001 we were impressed by the Czechs. Well done!
No wonder! The Czech companies were the second after the German ones. The whole pavilion 9 was occupied by airplane designers from Czechia. Actually German dealers represented the products of the Czech companies in different pavilions and at the airfield too. Light airplanes, engines, ultralights, trikes, and propellers. We saw some of the Czech offsprings at Sun Ďn Fun as well but not as many. German people acquired highly qualified specialists in Czechia and vice versa German people are constant customers for Czechia. Neither Polish nor Ukrainian or Russian companies could get to the German market so far.
But nevertheless Europeans are not indifferent to Russian airplanes, especially from Western Europe. One of such airplanes is SM-92 Finist by Moscow Technoavia. Itís a nice airplane, serially produced at Smolensk aviation plant (Russia). Still unclaimed in the CIS countries it draws the attention of Hungarian and Polish aviators.
When at Aero 2001 in Friedrichshafen we found a crowd near an amazingly familiar and unknown at the same SM-92 Finist. This unrecognizability and interest was provoked by turboprop engine, installed on the airplane. Hungarian co-founders of the company Andrash Gall and Gyorgy Badovszky:
A.G. the glider is delivered to us by as has been ordered. We are building it with our Slovak partners. First the airplane is manufactured in Smolensk. Then it is delivered to Bratislava. All the systems are installed on-board over there.
A.S. What engine do you use?
A.G. We use M601D2 540-hp engine. The propeller is Avia from Czechia too. But all the instrumentation is American.
A.S. Does Kondratyev, the chief designer of the airplane participate in this program?
A.G. Weíve been dealing with Mr. Kondratyev and Technoavia. For example, the idea to install a turboprop engine fifty-fifty belongs to him. You see the second sample of the airplane with the turboprop engine. One more airplane is currently being built in Moscow with the 750-hp engine.
A.S. Are you planning to certify the plane?
SMG-92 "Turbo Finist"
A.G. Sure. By the way the plane has already been certified in Hungary. The certification didnít take us long as we are rather experienced in it. During the work we have met all the requirements of Hungarian Aviation Inspection and certified the airplane according to the FAR-23 requirements.
A.S. What market are you going to sell the planes on?
A.G. We are keeping in mind parachute clubs in Europe, possibly in Africa and Asia, wherever the plane of this class is in demand.
The basic price of our airplane with the M601D2 on is about $400,000.
One more Russian airplane despite all vicissitudes of fate was displayed at Aero 2001. This is Be-103.
Turboprop M601D2
We saw this airplane the first day at the Airshow. It was ready to fly. But looking at this plane I recalled the fate of this Russian amphibian. Its designers ventured not only to create but also start up the series production of the airplane, the design of which has a few pioneering solutions. Novel approach to a wing providing hydroplaning, engines using marketing strategy aiming to conquer not only domestic but also Southern Asia and Pacific markets of hydroplanes-amphibians - any of the above mentioned conception components increases the risk of its realization. As fate willed the people giving a birth to the idea of the airplane creation and building had to bear the test. Two crashes of the Be-103 after the enormous work done seemed to exasperate and break down anyone. A lot of those who started then in the early 90s simultaneously with the TANTK quitted, but not the Be-103 designers. Thatís why it has been a pleasure to meet a former graduate of Kharkov Aviation Institute (now Kharkov National Aeronautical University), the TANTK named after G.M.Beriev Chief designer deputy Nikolay Lavro there in Germany. He is telling about the amphibian:
Iíd like to start with the events, which draw the attention most of all. These are two crashed in Moscow at MAKS-97 and in Germany two years ago. We were supposed to test propellers of the Scientific and Engineering enterprise Propeller then. The first flight ended in crash. The crash investigation results proved the airplanes flew sufficiently the pilotsí behavior. One of the negative factors was misunderstanding of the radio operator, but not the airplane design.

Be-103 Performance
  Main Performance Measure
1 Take off weight 2280 kg 5027 lbs
2 Payload 385 kg 850 lbs
  Power plant
1 Engine Teledyne Continental Motors TCM-IO-360ES
2 Power 2*210
3 Propeller Three-bladed variable-pitch
1 Maximum cruise speed 251 kph 155 mls (134 kts)
2 Operational (service) ceiling Up to 3000 km Up to 1865 mls (1604 kts)
3 Maximum range Up to 1250 kph Up to 776 mls (668 kts)
4 Take-off run (water/ground) 440/310 m 13411/9449 ft
5 Landing run (water/ground) 320/240 m 9754/7315 ft
6 Wave height Up to 0.5 m Up to 1.6 ft
1 Length 3.65 m 12 ft
2 Height 1.23 m 4 ft
3 Width 1.25, m 4.1 ft
  Luggage compartment
4 Volume 0.85, m3 30 ft3
5 Height 0.88, m 2.9 ft
6 Width 1.08, m 3.5 ft

As a consequence to enhance the airplane stability and reduce the stalling threshold the structure has been finished off and a slat has been installed on the wing. According to the aerodynamic tests ?add moved 3Ö3,5Ó aside. That is the stalling threshold reduced.
The hydraulically operated flaps have been extended. In this way we get rid of splashes occurred at certain conditions and resulted in propeller being worn out. Such changes add 10 extra kilograms (about 5 lb) and a little drag, which decreases maximum speed from 260 kph (140 kts) down to 251 kph (134 kts). There have been other minor modifications there, for example fuel-tank venting system.
Currently we have concluded an agreement with Russian Aviaregister. We are supposed to do certification tests in three directions: prepare documents in support and engineering and design documents; carry out static and engine service life tests. The certification will have been over by the end of 2001.

PC-12. Pilatus Aircraft Ltd.

Certainly this interesting airplane was displayed at airshows in Lakeland and Friedrichshafen. In 1997 its designers used to think that the PC-12 would have significant advantages over the competitors. A single-engine plane is cheaper than a twin-engine of the same capacity. At the same time it makes up to 500 kph and flies over large distances (4000 km) at lower fuel consumption. All these features make the PC-12 remarkable among turbine airplanes of Cessna, Raytheon and the similar ones. What is special about the Swiss machine as compared to the French TBM 700 and the American Piper Malibu is its passenger compartment dimensions. Here passengers feel much more relaxed in a long flight. Unlike many airplanes of the same class, two doors of the PC-12 are better than one on the majority of the similar planes. The hopes of Pilatus Aircraft Ltd specialists have justified completely. Vice President of American Pilatus Business Aircraft Ltd Thomas E. Aniello is telling about the company.
- The Pilatus company was founded in 1939 in Switzerland. Now itís the biggest in the world among single turbine engine airplanes from the PC-6 to the PC-12, which was designed in 1995.
75% of the people who own PC-12s are the owners of the small business. They purchase the aircraft, they fly partially for business and partially for family trips. Thatís why so much attention is paid to the interior design of the planes. There are several different interior configurations. The standard aircraft is delivered with the nine-passenger interior. This interior is a six-passenger executive interior. It has quite a bit of room in it, operated seats, a little more comfortable. The company also operates eight-seat passenger executive interior in the aircraft. Part of the flexibility of it is that you can remove individual seats. You can take the cargo netting, you can move it forward in the cabin. You can do a lot of different combinations. If you are flying with the executive interior and if you have some mountain bikes or even motorcycles that you want to take with you can do that. Everything is done according to the customerís requirements.
The aircraft is manufactured in Switzerland. Then they are delivered to the United States with no interior, no paints and all the completion is done in the States. Itís primarily for the North and South American markets. And the quality fully complies with the basic price.

Table 2
PC-12 Performance
  Performance Unit Unit
1 Maximum cruise speed 270 kts (310 mph) 500 kph
2 Maximum range (30,000 ft, VFR reserves) 2,196 nm 4,070 km
3 Maximum operating altitude 30,000 ft 9,150 m
4 Takeoff distance over 50 ft obstacle (MTOW) 2,300 ft 700 m
5 Takeoff distance over 50 ft obstacle (MTOW) 1,830 ft 700 m
6 Seating Up to 9 and 2 pilot seats
7 Max payload 3108 lb 1410 kg
8 Powerplant Pratt & Whitney Canada PTGA-67B
Interior Dimensions
1 Cabin volume 330 cu ft 9,34 m3
2 Cabin height 4,9 ft 1,45 m
3 Cabin length 16,11 ft 5,16 m
4 Cabin width 5 ft 1,53 m
5 Cargo door opening 53 x 52 in 1,35 m x 1,32 m
6 Passenger door opening 25 x 53 in 0.64 m x 1,35 m
7 Baggage compartment 40 cu ft 1,13 m3

 Cabine of PC 12 airplane

Aerocomp Inc. Airplanes

Comp Air 7
Those who have no $3 million for the purchase of a six-eleven-seat turboprop airplane are offered fantastically profitable terms to shift to another caste. This is the cluster of turboprop aircraft owners. To make the first step in purchase of a high-speed vehicle you need only $80,000. You can buy a kit of one of the North-American Corporation Aerocomp Inc.
To all appearances this is an advantageous offer. Currently the kits of the company are accessible not only in the States but also in Lithuania, Russia. Even in Adzharia the assembly of a few types of the Aerocomp planes have started.
Comp Air 8
In 2001 the company sells the Merlin II, , Comp Air-3,-4,-6,-7,-8,-10. Only the Comp Air 7,-8,-10 are equipped with the turboprop engines. The rest are having piston engines on. Besides the company provides floats for all the airplane types.
The basic process of the Aerocomp Inc is airplane kits manufacture of composite materials. Apart from the rest there is the Merlin II. Its truss fuselage is made of steel. The airplane skin is percale. The company completes the kits with engines, navigation equipment and interior according to the customerís requirements.]
What is the secret of the kits low cost as compared to other certified airplanes of the same category? There are several reasons for that.
Interior design of Comp Air
Firstly, the airplane can be less costly in the case of assembly yourself. But often amateur pilots experience difficulties when the airplane is complex or have no time (the more complex the plane the more labor-intensive it is), or they are not skillful enough. In these cases the owners have to pay the specialists. This extra charge should be added to the kit price.
Secondly, the engine is not included into the basic price. If you take a look at the second-hand Walter M 601D, which is several times as cheap then a new PT6, the M 601D after the overhaul costs $54,995.
Thirdly, the second-hand instrumentation is installed on the airplane. Thus, the SŚbastian Communication Inc instrumentation panel after a major repair will cost $21,995.
Examples of deep modification of the Comp Air interior
Fourthly, the interior of the plane can differ in materials, execution and labor work cost.
The basic set of the Comp Air-8, -10 interior costs $1,250 and includes window panels, carpets, cushion frame of composite materials. As a rule the owners prefer doing the interior themselves, but sometimes they hire specialists, having background in car, boat or yacht tuning. Such interior is cheaper then the one of the certified airplane. But nevertheless it demands a fortune.
VIP interior design made by an amateur-pilot on the base of the Comp Air airplane
Having summed up at least three constituents (glider, engine instrumentation) at the example of the Comp Air 10, the basic price (without charges on assembly and interior manufacture) will make up about $160,000. Certainly this price cam surpass the above-mentioned sum. But in any case it will be only your own possibilities. Well, still the price of the kit will be much less then the similar one of the certified airplanes. You see two or three hundred dollars are much less than three million.

Table 3
Aerocomp Inc Performance (USA)
Performance Airplane types
Merlin II Comp Air 3 Comp Air 4 Comp Air 6 Comp Air 7 Comp Air 8 Comp Air 10
Passenger number 2 2-3 4 4-6 7 7-8 8-11
Engine Rotax Franklin PZL Franklin PZL Franklin PZL Walter M601D Walter M601D Walter M601D
Engine power, hp from 65 šÓ 115 Ž.Ů. up to 180 up to 180 up to 300 up to 660 up to 660 up to 660
Speed, kph 120-150 190-240 180-200 240-320 350-440 320-400 280-320
Maximum takeoff weight, kg           2,100-2,300 (4630-5072 lbs) 2,300-2,700 (5073-5954 lb)
Maximum payload with full tank, kg 280 (617 lbs) 350 (772 lbs) 550 (1213 lbs) 500 (1103 lbs) 750 (1654 lbs) 940 (2703 lbs) 1,200 (2646 lbs)
Maximum fuel tank, l           560 (148 gal) 450-680 (119-180 gal)
Wingspan, m           10.5 (32 ft) 11 (33.5 ft)
Fuselage length, m           8.9 (29 ft) 9.5(31ft)
Height, m           2.5 (8 ft) 2.5 (8 ft)
Fuel consumptionlph           150-170 (40-45 gal/h) 125-145 (33-38 gal/h)
Maximum flight time with full tank, h (+0.5 hour reserve)             3.7
Maximum range, km             1100 (684 ml)
Glider set price, $ 24995 (Ů Rotax 582) 25595 26995 29995 49995 69995 79995

Table 4
Walter M601D Turboprop (Czechia) Specifications
Specifications Units
Engine type Walter M601D Turboprop
Manufacturer WALTER (Czechia)
Maximum power, hp (kw) 657 (540)
Maximum fuel consumption 247 lph (65 gal)
Specific fuel consumption, g/kwh 394
Cruise fuel consumption 130-140 lph (34-37 gal)
Idling fuel consumption 95 lph (25 gal)
R.P.M. 1,800-2,100
Empty weight 193 kg (425 lbs)
Dimensions (height, width, length) 650/590/1675 m (198/180/510 ft)
Engine delivery cost, USD 54,995

How the company is doing now? We met at Sun ďn Fun. Stephen Young is talking.
- We expect comfortable cruise speed in the range up to 275 mph and have payload of 2,500 pounds. We use the Czech Valter 610D 656-hp. It will be configured for 7 adults.
We have a couple of dealers. One is in Lithuania, one in the former Georgia republic, in autonomic republic of Adzharia, where there is a production too.
Airplane instrument panel
We are also talking of doing an 8-place jet with the same countries. This is in the development stage now, at the process. And we are looking for more dealers in Russia and we are also looking for some possible engine contacts in Russia, for possibility of the jet power plants in the former Soviet block. We are considering the possibility either to manufacture them or purchase. We are definitely interested in any partners over there.
For eight years of our company existence we have sold over 300 of the composite aircraft. We manufacture aircraft for two-place, 4-place, 6-place, 7-place, 8-place, 10-place.
Stephen Young
We are probably one of the most successful manufacturers of composite utility type aircraft in the world in the experimental industry. By the way there are Russian at our plants.
The aircraft is fairly large, 62 inches wide. If you look at a Cessna Caravan itís very long, has very long wings. Our aircraft fits in a standard aircraft hangar. That will be available in every airport in the United States. The aircraft hangar space is very expensive. That aircraft fits in a 160-dollar hangar. The hangar for Cessna Caravan will cost about $6700 a month. So thatís one of the merits. The shorter aircraft is the shorter wing span will be.
But as we have said above this is not the only advantage of the Aerocomp airplanes over the competitors.

Diamond aircraft

First we wrote about the ďdiamondsĒ from Austria in our Russian edition in 1997. Then we told not only about the airplanes but also about the company HOAC (Hight Tech Organization for Advanced aircraft Concept). Though despite this long and complex name it reflects the main concept. For a few years the company has achieved tremendous success, leaving all the competitors behind. In many respects such a result is due to the advanced principles of work:
- high standard work;
- experience and quality control;
- up-to-date design methods;
- first-class service.
By the way, talking about ultralights only such leaders as the USA, Germany, France, Italy, Czechia are kept in mind. As a rule, Austria is kept in the background. Austrian Rotax Aircraft Engines meanwhile prevails on the engine market for light and ultralight aircraft. The Austrian HOAC holds the positions on the world market for two-four-seat composite airplanes too. Vice President of Diamond Aircraft Sales USA Inc. Errol Bader corroborates,

Table 5
DA20-C1 Evolution
Length 23 ft 6 in 7,16 m
Height 7 ft 2 in 2,18 m
Wing span 35 ft 8 in 10,9 m
Wing area 125 sq.ft 11,61 m2
Seats 2 2
Empty weight 1,166 lb 530 kg
Maximum gross weight 1,720 lb 780 kg
Fuel capacity, std 24.5 US gal 93 l
Takeoff distance, ground roll 1,106 ft 337 m
Takeoff distance over 50-ft obstacle 1, 470 ft 448 m
Rate of climb, sea level 1,000 fpm 5,08 mps
Cruise speed @ 75% power, 6,000 ft 135 ktas 246 kph
Landing distance over 50-ft obstacle 1,280 ft 390 m
Landing distance, ground roll 581 ft 177 m
Vx (best angle of climb) 60 kias 110 kph
Vy (best rate of climb) 75 kias 136 kph
Vne (never exceed) 164 kias 300 kph
Vso (stall in landing configuration) 44 kcas 80 kph

DA20-C1 Eclipse
- Today we have over1500 composite airplanes flying in the world, which makes us the largest manufacturer of composite light aircraft in the world. In 1995 we had a factory in Austria, which is being expanded, itís growing. And now we have a very large factory in London (240,000 sq.ft). In 1995 we were beginning the manufacture of the two-place DA20, which was the Rotax-912 powered, 80-hp, two-place trainers and since the early version we have upgraded the two-pace airplane to the Continental IO240B 125-hp engine. We went from the 80-hp engine to the 125-hp one. DA40-180 Diamond Star There were a lot of other design changes that the aircraft went through. Obviously we had a bigger, more powerful engine, we have weight balance changes, and we have different aircraft frame. It looks similar but it is not the same aircraft that is carrying the earlier version Rotax. The new things besides the 125-hp the speed went from 120 knots to 140 knots. Its climb rate is considerably greater. We participated in the tests in the Air Force Academy showed 750 ftpm climb. The new 125-hp version gets more performance now. We can carry two very large people in the airplane with full tanks using only 5 gallons of fuel per hour over the long distance. Also the two-place airplane has been marketed in the United States now for two different market places. DA20-C1 Evolution In 1995 we were basically selling the airplanes to flight schools. That was the main market fore the planes. With the larger engine and the new design, new performance we now have a market place for sport plane enthusiasts. People that might want to build an experimental airplane and want a fancy airplane with good performance, they donít longer have to go through the three year-build process and read all those issues about experimental planes to avoid crashes and all that. Now they can buy a certified airplane with high performance, 140 knots at 5 gallons an hour. Itís a sporty looking airplane, with leather seats and garment equipment on the panel. Itís just a beautiful airplane for about the same price. And itís certified. If they want to resell it, they donít have to worry about whether somebody will crash the airplane and they will get sued. That is a new market for the airplane. We call it the C1 Eclipse and this is the sport plane version. The other airplane is the C1 Evolution and it is a plane training school version. It doesnít have leather seats, it doesnít have real windows. Itís a basically equipped airplane for less money. Flight schools would like to use them. This what happened with the regard of the two-place airplanes, which are being built at the Canadian plant. We will build about a hundred in the next 12 months. The other thing we have just announced a new Diamond four-place airplane received the FAA certification as well as the JAA certification.

Table 6
DA20-C1 Eclipse
Lenght 23 ft 6 in 7,16 m
Height 7 ft 2 in 2,18 m
Wing span 35 ft 8 in 10,9 m
Wing area 125 sq.ft 11,61 m2
Seats 2 2
Empty weight 1,166 lb 530 kg
Maximum gross weight 1,720 lb 780 kg
Fuel capacity, std 24.5 US gal 93 l
Usable fuel 24 US gal 90,8 l
Takeoff distance, ground roll 1,106 ft 337 m
Takeoff distance over 50-ft obstacle 1, 470 ft 448 m
Rate of climb, sea level 1,000 fpm 5,08 mps
Cruise speed @ 75% power, 6,000 ft 140 ktas 255 kph
Landing distance over 50-ft obstacle 1,280 ft 390 m
Landing distance, ground roll 581 ft 177 m
Vx (best angle of climb) 60 kias 110 kph
Vy (best rate of climb) 75 kias 136 kph
Vne (never exceed) 164 kias 300 kph
Vso (stall, in landing configuration) 44 kcas 80 kph

Table 7
DA40-180 Diamond Star
Lenght 23 ft 3 in 8 m
Height 6 ft 6 in 2 m
Wing span 39 ft 4 in 12 m
Wing area 145 sq.ft 13,5 m2
Seats 4 4
Maximum takeoff weight 2,535 lbs 1150 Í„
Fuel capacity 41/53 US gal 155/200 l
Useful load 992 lbs 450 kg
T/O distance over 50-ft obstacle 1, 150 ft 350 m
Rate of climb, sea level 1,070 ftpm 5,46 mps
Rate of climb, 10,000 ft 550 ftpm 2,81 mps
Cruise speed, 75% power, 6,500 ft, / fuel flow 147 kts 9,1 gal/hr 268 kph / 34 lph
Economy cruise speed (50%) in 10,000 ft, /fuel flow 120 kts 6,7 gal/hr 217 kph / 25 lph
Stall speed 49 kts 89 kph
Range (45 min. reserves) standard/optional tank 600-800 nm 1100-1480 km

AS: What is the process of getting certificates?
EB: Thereís a bilateral agreement between the JAA and the FAA. These two regulatory bodies agreed that if a light aircraft is certified by JAA then the FAA will validate the testing that the European regulatory authorities have done. We donít have to go through all the testing over again here. This is more difficult when you do that because you are dealing with the JAA lots of different regulatory authorities, but itís worthy. When you get it you have multiple countries that automatically. With the first light aircraft manufacturer in the world it got certified under the new JAA certification system between the JAA and the FAA. Itís a very high fence to jump over and there arenít many behind us.
AS: What about the rescue system you use in the planes.
EB: I have to tell that weíve never had any incidents with the Diamond Star. The plane we have here has 15,000 takeoffs and landings. From a safety prospective the airplane has a 26g-safety cockpit. Behind a pilot and a passenger we ran a Mercedes Bents crash test facility and ran several crash tests of the cockpit and it is over 26gs which is up to the JAR-23 requirement. Carbon fiber roll bar and the seats have race car crash technology in them. There are units next to the seats that will collapse and take downward pressure. Itís a very safe cockpit.
We built a safety cage. We call that safe occupants cell. Itís very strong and extremely reliable
AS: How does your company provide environmentally appropriate technology?
EB: We manufacture these aircraft in two factories in Austria, near Vienna and London, Ontario, Canada. You can walk right through the composite area in any of these factories and you will not smell anything. You donít need a mask. We have very sophisticated air evacuation systems. In a composite aircraft factory we never had any fatalities, accidents, destruction or problems in the construction process. Thatís quite safe.
Leadersí success inspires novices. A couple of years ago the A 210 was developed by German engineers and existed in virtual space only. A year later the plane was displayed at ILA 2000 ready to fly. This year at AERO 2001 in Friedrichshafen we met Markus Wagner, the Managing Director of Aquila Technische Entwicklungen GmbH. He is telling about the design of their composite airplane.


AQUILA ņ 210
- We expect to receive the A 210 certification by the end of June and now we have time to deliver twelve month abroad. The people like it. We come to people who are interested. Our customers are mainly schools or little clubs or private owners as it is initially designed for primary training, for travelling and for private flying of course. Itíll also be certified for towing gliders. As you see it, itís a nice plane and Iíll hope it will be a success for many years.
Now we are planning to develop mainly German speaking market: Germany, Switzerland and Austria. We have already sold an airplane to the Netherlands. Other people think about it and we hope weíll be mostly positive.
AQUILA ņ 210
This is the first flying prototype and the series production is just starting and by the end of the next year we hope to deliver about fifteen aircraft.
We donít have complete recovering system, because I donít think it is already certified for this category of aircraft. It is also the question, all the customers think about it. I think itís mainly an issue for people who didnít fly yet rather than for pilots. I think only a few pilots really think they need a system like that. But many people start to fly, ask and what if the engine stops. As I see it momentarily, itís more a marketing issue than the real importance. But we open and we watch the developments on the scene and weíll see. If the people want weíll also integrate one to this airplane. It depends on the customers.
Speaking of a similar class airplanes, the Diamond Katana is a prominent airplane in the VLA class, thatís correct and they are very strong and no manufacturing retrofitted used Katanas with 100-hp Rotax. They are offered at the price which is significantly lower that our. So this is really a tough competition. But people want to take advantage of more comfortable cabin, large cabin, steering the nose wheel and so on. Well they trust to weight and pay the high price for aircraft, but itís a really tough competition, of course. For the Diamond our airplane of course is not really a competitor, because we are very small and are just starting.

Table 8
ņ 210 Performance
Engine ROTAX 912S
Power, hp 100
Wing span 10,3m / 31 ft
Wing area 10,5 m2 / 34 ft
Length 7.3 m / 24 ft
Height 2.3 m / 7.5 ft
Fuselage width 1.2 m / 4 ft
Baggage compartment 500 l / 188gal
Empty weight 490 kg / 1080 lbs
Maximum gross weight 750 kg / 1654 lbs
Payload 260 kg / 573 lbs
Seats 2
Fuel capacity 120 l / 32 gal
Maximum speed 305 kph / 190 mls
Cruise speed 240 kph / 150 mls
Minimum speed 81 kph / 50 mls
Rate of climb 3.8 mps / 12 ft/sec

The basic price of our airplane is DM219,000 without TAX. In Germany itís DM255,000 including TAX. And the Katana is now offered I think for DM160,000 refurbished and used, of course.
One of the advantages of our A 210 is rather low fuel consumption. It consumes about 20 liters an hour and for schools where they fly a lot, this is no argument, because the older models just consume a lot more fuel. Schools like to have new aircraft and fly many hours a year. These operational costs are significantly lower than with the conventional aircraft. Just recently the aircraft gasoline prices have risen a lot. Now itís really hard for the schools and itís difficult for them to offer lower prices for the customers, of course.

Thielert Aircraft Engines

Certified aviation diesel presentation at AERO-2001
While at AERO 2001 we couldnít but talk to the representatives of the two rather promising to our mind companies, developing interesting directions - design and manufacture of diesel aircraft engines. This topic is far from being new. The achievements in this field are well known by Junkers, taking part in the World War II. Other companies also toiled at this direction. But now we would like to talk of the two companies: German Thielert Aircraft Engines GmbH and English Diesel Air Limited, planning to get a Governmental support and come to work in Germany. Currently Thielert Aircraft Engines has achieved the greatest success in this field. The TAE 110 engine has made a big stir in Friedrichshafen. Now this is the first certified aviation diesel since the World War II times. Though the English colleagues noticed some distinct features of the Mercedes corporation in this sensational novelty.
“ņŇ engine
TAE 110 is a four-cylinder cylinder 4-valve Diesel cycle engine with Direct Injection, turbocharged, liquid-cooled, dry sump forced lubrication with external oil tank, electronic engine control unit, with reduction gear i=1.41. The engine has been certified in March 2001 as a VLA- engine in accordance with the JAA (JAA 22-H) regulations.
TAE 125 is a four-cylinder 4-valve Diesel cycle engine with Direct Injection, turbocharged, liquid-cooled, dry sump forced lubrication with external oil tank, electronic engine control unit, with reduction gear i=1.68. The engine is going to be certified on JAR and FAR-23 regulations as well as the VLA-type engine for the Cessna 172 and the Piper PA 28. To all appearances this is the engine the company pins hopes on.

Table 9
“ņŇ 110 and “ņŇ 125 Specifications
Version Performance Torque R.P.M.
kw Hp 1/min Õž 1/min 1/min
“ņŇ 110-01
Maximum 66 90 3400 185 3400 3675
Takeoff 81 110 3675 210 3675
“ņŇ 125-01
Maximum 70 95 3400 197 3400 3800
Takeoff 92 125 3800 230 3800

Lycoming O320 and Lycoming O360 engines
According to the marketing research of Thielert Aircraft Engines certtified aircraft with piston engines worldwide is 222,500 and new aircraft with piston engines worldwide is 2300 each year.
The economic targets of the company: world market for engines up to 180 hp equals 5100 engines per year and since 2004 the market share of Thielert Aircraft Engines will make up 1500 engines per year. That is 30%! These targets are based on the experience (the company has been working in the field of race car engine design and manufacture), advanced design and manufacture technologies, worldwide electric engine controls usage. The company members are sure they are on the right way and their engines will meet the demand.
What are the advantages of the TAE 125 in comparison with the Lycoming 0320 (on installing on the Piper PA-28-161)?
- single lever operation
- no leaning necessary
- no separate control for the constant speed propeller
- no power loss up to 12,000 ft.
One more distinct feature of the TEA-engine. It has definitely enough take-0ff power. The TAE-engines have better thrust values than the 0320, similar to the 0360. Moreover the engine power is still very high at climbing altitude.

Table 10
“ņŇ 125 Weights
Unit Weight, kg Weight, lb
Engine 89.35 197
Alternator with mounting 7.55 17
Belt 0.10 .22
Starter 3.10 6.8
Engine wiring harness 2.20 4.85
FADEC-system 1.65 3.64
Engine mount 3.00 6.6
Exhaust manifold 2.45 5.4
Turbocharger with oil adaptors 3.35 7.4
Turbocharger oil pipe 0.85 1.9
Coolant pipes 0.60 1.3
Gearbox complete 19.95 44
Engine dry 134.15 295.75
Intercooler 3.95 8.7
Coolant pipes 8.05 18
Charge air pipes with air filter 1.85 4.08
Oil tank 2.00 4.4
Coolant reservoir 1.00 2.205
Exhaust 1.85 4.08
Gearbox oil (0.5 l) 0.45 0.99
Motor oil (6.5 l) 5.92 13.05
Coolant 7.00 15.4
Propeller with pick up bracket 16.90 37.24
Engine controls 0.50 1.1
Total weight 183.57 404.705

Table 11
Market for small aircraft up to 1200 kg take-off weight
Engine type Power Displacement Share of Market
Lycoming O320 150-160 hp at 2700 rpm 5.2 l (4 Cylinder Boxer) 29%
Lycoming O360 160 hp at 2700 rpm 5.9 l (4 Cylinder Boxer)  
TAE 125 125 hp at 3800 rpm 1,8 l (4 Cylinder In-line, turbocharged) ...

Diesel Air Limited

Two-cylinder two-stroke Diesel DAIR-100 engine
- Our first customer is Advanced Technologies, a company in England and they are in the process of certificating the engine for airship applications. If you have an airship then they will supply you with the Diesel engine, but itís very expensive. So what we are hoping to do is to bring this engine design to Germany where we hope to get some good government subsidy, government support and then we can produce the engine at much cheaper price. At the moment it costs about DM 60,000. We hope to be able to produce for DM 28,000 by improving the production process. Also for the UL market we wish to reduce the weight from 90 kg at the moment down to 75 kg.

Table 12
DAIR 100 Specifications
Capacity 1,8 l
Maximum power 100 hp
Maximum torque 220 ft ∑ lbs (298 nm)
Engine dry 90 kg ( 198 lbs)

Our engine is much lighter. The engine weighs I think 140 kg, we are 90 kg. We think we can get weight down to75 kg. Also if we put a turbocharger on this engine we can push the horsepower up to 150 hp. Without the turbocharger down our prototype demonstrated 135 hp. With 135 hp an intercooler is needed. Without the intercooler the engine produces 115 hp, but we are rating it just at 100. We rated it at 80 take off hp for durability.
Several years ago the new engine SOCATA-RENO was advertised. But now we donít hear about it. I donít know what happened. I think they had the problem of certification. Someone tells me that at high altitude itís very difficult to restart the engine. And one of the requirements for certification is that you can restart the engine, itís called an airstart. Thatís more than 5000 feet (more than 2000 meters). I think this may be the reason why things have gone so slow.

Masquito M80

Masquito M80
We got acquainted with John Pescod by correspondence in 1998 through e-mail. At that time the helicopter was a successful Belgian amateur homebuild. Though it won some awards and excelled in typical cushion shape as well as a unique tail rotor hydrotransmission system. Nowadays the helicopter enhanced due to the high-skilled designersí background. John Pescod commented on the helicopter demonstration at Aero-2001.
This is the third prototype. This will be normally the machine that we will be using for the certification. The difference is all the tubes of the frame are all titanium, the landing gear is carbon fiber, the main rotor blade is also carbon fiber now as well as the tail boom. This third prototype weighs forty-five kilos less than the previous one. The empty weight of this machine should be about two hundred and twenty-five kilos. The maximum allowable take-off weight is four hundred and fifty kilos and the fuel capacity is sixty-two kilos. John C. Pescod, Masquito Aircraft Director That gives one hundred and eighty kilos left for pilot and passenger. We use the Jabiru four-cylinder air-cooled modified engine. We do not use a single carburetor any more. The carburetor has gone. Weíre using fuel injection now, one fuel injection gear. Weíve changed the inlet to make it wider and cooler and have more powerful engine now, with higher power possibility. In the airplane version of Jabiru it turns to 3300 rpm. We run this engine 3750 rpm for helicopter. For helicopter the engine speed always remains the same. If you hover or fly full speed it is always 3750 rpm for helicopter. We have now a sea level power 92-93 hp, it will be deviated to eighty hp. If you go up higher to 3000 feet 80 hp are still left. Many people think this is not enough. But it has a lot to do with a type of rotor profile we have and the speed so the helicopter is very energy efficient. We need less power, than a lot of other helicopters. If you have big rotors, you have more drag and you have to put more power to your engine.
Helicopter rotor system
Originally we used a hydraulic drive system. But we found it out, as the helicopter needed more power. The hydraulic system was OK but not power efficient. We lose a lot of energy with the hydraulics. You have maybe thirty or forty percent of the power you pushing to your tail rotor, you are losing and if you donít have much power from the engine, it becomes unacceptable. And also if the helicopter weight went up high we needed more a more powerful one and a tail rotor and a pump become bigger at the back. You have to put a big weight in front. So eventually we have to eliminate the hydraulics. And now we use the flexible drive in the tail. So this system seems to be working very well. Up to the moment itís very easy. The drive itself is in this tube. You can bend the tube, you can take out the flexible drive itself, and itís a steel shaft. And itís very easy to inspect or replace. You can take it out in ten minutes, you can look at it, you can put some grease on it and you can put it back again. Most important is that flexible drive has no resonance, no shaft resonance. Especially with the helicopter, which has resonance frequencies. That is very important if you are going to use the normal shaft, you have to have a thicker or you have to put it on top so you need a very stiff tail boom and make it also wide. By using the flexible drive it doesnít matter if the tail boom bends a little bit.
Masquito M80 tail rotor
What have we changed in this engine? Weíve also changed the exhaust. The four parts are brought together before they go to exhaust. The sections were increased. And also the air inlet manifold is much wider. What is also very important? We put on insulation around to keep it cool. With the Jabiru engine as they were the air was coming into the air and the fuel was mixed and heated too much by the engine. The fuel mixture expanded and you were losing power. This was a problem with the power before. Weíve changed a lot of things. So we think the engine is much better now than it had been before. Also one more important thing is using the fuel injection. Itís always under pressure. If itís warm weather or especially if your engine often stops from the heat and here you will get a wiper lock in your fuel lines. It will make your engine harder to start. Now thereís a return on it. So before you start you put a pump on and it will wind the fuel lines with fresh cool fuel and after four or five seconds it will start immediately. It is especially important in Ukraine because when itís cold, thereís no problem, but when itís warm.
Masquito M80 power plant
Now some words about the seat design. I donít know why a helicopter pilot is always sitting straight. In the sports car youíre seating like that and a glider pilot, a sailplane pilot always have this position. This position is import for the Masquito because you are closed in your area. You have a better aerodynamics form. And secondly, the cabin will be changed a little bit. When the helicopter is flying forward and he is moving you are sitting up a little straighter. Thirdly, actually itís a better position for vibration. If you are sitting down like this from your top to your bottom, your back is supported. People flying the helicopter have a lot of back problems. You have much better support sitting like that than in the normal straight position.
The normal flying position is very comfortable The Ultrasport has an overhead stick but he is holding it like that. Thatís very difficult. If you are moving forward we know somebody who was moving it and he taped his hand to the stick, because itís very tiring like this. But he was doing this. He just needed to do this. This is the only control input you need.

Talking about regulations, we are using British ones for very light helicopters (1977). We will be the first company to use the British regulations to certify as a kit helicopter too. Because in Europe the JAA are making new regulation for this type of helicopter - fully assembled. So the regulations weíre using, the English ones for VLH (very light helicopters) are very similar to the FAR-27 for normal helicopter. But theyíve changed some things, because we cannot always have the same requirements because of our weight restrictions. The maximum weight is 450 kilos. So some things cannot be made or have to be made differently.
The series production of Masquito M80 is beginning in a KIT. Once we get the certificate probably in the end of this year, beginning of the next year then we will start the production of the kits.
Italian Dragon Fly
Can the Masquito compete with the Dragon Fly, Exec 162R, Ultrasport 490? I think one of the most important benefit will be the engine. The Ultrasport and the Dragon Fly use a Hirt engine, a two-stroke engine. Weíve heard that a lot of people are not happy with this engine. So thatís very difficult to say something bad about other people. We havenít used this engine, but we have heard from somebody in Australia that people from Ultrasport are looking for a new engine. They would like to have a four-stroke engine. But the four-stroke engine, for example the Jabiru, does not produce enough power for them, because they need 120 hp. So I think that first of all one the most important things is to have a good engine. And the Jabiru originally was not good enough for us. We have made these changes with the engine manufacture, with somebody in the racing world. We have made changes to the engine and we like the four-stroke because itís still slow, a two-stroke engine is still 5000 - 6000 rpm. Itís OK for a trike, but itís not good for a helicopter.
Ultrasport 496 power plant
If you go to the Angel CH7, Angel Compress, I think itís a nice machine, but itís very expensive. In the Angel youíre sitting very close one behind the other. As for the Exec, it changes slightly over the years, but I think you see that it is 20 years old. You see the design hasnít evolved. They are still using the secondary stage. It may work, but if you are looking for the machine with low maintenance and low fuel consumption, which is very important, we think that we probably have a very good machine.
We canít say what will be the assembled price yet. Itís difficult to say the kit price at the moment. We expect the kit will be approximately sixty thousand Euro ($55,000-56,000). If we took this machine in the States, it would be $6,000-7,000 cheaper than the Exec is now. We think our machine is better, of course.
Angel CH7 Ť Angel Kompress helicopters
We have already done some testing. You see, we have done some hover testing, two-three meters over ground, itís been limited for the moment. We first have to start the official ground tests and official ground tests fifty hours of simulated flight test on the ground. After fifty hours of testing, this is what the British regulations ask, the whole machine must be taken completely apart and any single piece must be inspected to see if there are any problems. If everything is OK, we can put it together again and the flying testing can start.
One of the problems we have to be very careful testing the heliport is insurance. The insurance is very expensive. So we are very limited for the moment.
Landing gear spring
There is enough room to put the large baggage compartment very close to the center of gravity in the helicopter. Thatís also important. There is no difference if one person or two persons are inside.
The fuel is also under the center of gravity so if you have full tanks or empty tanks there will be no difference.
The fuel tanks are also very important, completely separated and low from the engine. That is something that the British regulation will have difficulties with especially with the Angel because the fuel tanks on the Angel are in the engine compartment, which is extremely dangerous, in the case of fire. Also we have to make a carbon fiber wall in here due to the British regulation requirements.

Table 13
Masquito Ő80 Specifications
Type: Two-seat very light helicopter (with dual controls)
Power plant: Jabiru 2200, 4-cylinder, 4-stroke engine (modified)
Empty weight 225 kg / 496 lbs
Max gross weight 450 kg / 992 lbs
Length (without rotor) 4.85 m / 15.9 ft
Length (with rotor), m 6.16 m / 20.2 ft
Rotor diameter 5.40 m / 17.7 ft
Tail rotor diameter 1.00 m / 3.3 ft
Height 2.25 m / 7.4 ft
Cabin width 1.30 m / 4.3 ft
Landing gear width 1.70 m / 5.6 ft
Tank capacity 62 l / 16.4 US gal
Cruise speed 150 kph / 80 kts
V ne 180 kph / 97 kts
Maximum endurance 3.5 hrs
Max range (max wt. no reserve) 550 km / 340 mls
Fuel consumption (econ. cruise) 15 lph / 4.0 US gal/h
Rate of climb (max. gross wt.) 5.6 mps / 1,100 ft/min
Main rotor speed, rpm 690
Tail rotor speed, rpm 3,200

JAG 258

Joe Rinke
Unlike the Americans, carried away by the idea to solve engineering tasks the Europeans long for an efficient and reasonable helicopter. The New World inhabitants are known to prefer large size and high-speed cars to the less efficient once. The approach is no different at helicopter creation too. The evidence is a two-place turbine engine helicopter with up-to-date instrument panel and mesomorphic displays. Joe Rinke, one of the designers and a representative of the JAG Helicopter Group is talking about the JAG 258 helicopter.
A.S. Could you please tell a few words about your company and the helicopter?
JAG 258
J.R. Weíve been with the JAG Helicopter for about two years. But actually we have been working at the helicopter for about a year and eight months. I was the original designer of the turbine packages and the multiplied systems for the Mini 500, which is a single-seat Belle helicopter being out of business now. We stopped supporting that helicopter because of accidents.
What we do is we test everything on static display testing. But it hasnít flown in the air, free from the ground. What we do is we always test them and load on the ground in very expensive test machines.
A.S. What is the helicopter performance?
Allison 250-C18
J.R. Everything is based on a five-bladed system, because the 8-bladed hasnít finished the tests yet. The 5-blade system has the cruise speed of 145 -150 mph, maximum speed (VNE) - 178 mph, lifting capability of 1600 additional pounds.
J.R. Basically what we have is a turbine Allison 250-C18, 317 continuous hp, 425 for 5 minutes. The maximum range is 299.75 at standard tank (55 gallons of fuel). Fuel consumption is approximately 18-20 gallons per hour.
It is all-composite construction, our rotor-blades are all full composite too, 10,000 hour rotor blades, tail rotor is the same.
A.S. What profile type do you use in your construction?
J.R. NASA 12 symmetrical, 8 degree twist in our blades.
AS: the main distinct feature of this machine is its high price. As I see the concept of your helicopter is the machine with high available power and performance. Donít you think a four-place helicopter of the same price, power plant and rotor system would be more attractive for customers?
J.R. We have the JAG 285, which means: two-seat, 8 main blades and 5 tail rotor blades. This machine costs $500,000. The base price for a helicopter is $125,000 and you get standard kits, two seats, three main rotor blades and three on the tail.
A.S. What are you going to use this helicopter for?
J.R. Basically for people like just you and I, for fun flying or you can use it for business. The more blades you have, the more itís going to lift. Like this type is more for military application because of the eight blades on the system. So itís going to lift and fly faster and smoother.
A.S. is there anything new in the helicopter control?
J.R. No conventional controlling, itís all push whole ride. But thereís one very unique feature on the left of the cyclic stick you have a tigle switch, which moves forward and left. This is the CG adjustment, which means that if you look at the rotor head, when you move that forward and backwards the whole system moves forward and backwards. That lets you have control of CG. In other words in the other helicopter kits you move away back and forth somewhere within the aircraft, either you move your batteries or move a little inlet.
A.S. Have you an auto pilot?
J.R. Not yet. But we are planning it. Also the additional will be the GPS (PALO).

Cabin and instrument panel   Cabin and instrument panel

Table 14
JAG 258 Performance
Length with rotor turning 23 ft 8in (7,21 m)
Overall height 8 ft (2,44 m)
Width of body 9 ft 3 in (2,82 m)
Inside fuselage width 4 ft 6 in (1,37 m)
Inside fuselage height 4 ft 1/2 in (1,23 m)
Main rotor diameter 20 ft 8 in (6,3 m)
Tail rotor diameter 3 ft (0,91 m)
Weight and Capacities
Max gross weight 3,200 lbs (1452 kg)
Empty weight equipped (with full oil) 1,100 lbs (499 kg)
Equipped useful load 1,600 lbs (726 kg)
Fuel capacity 55 gal (208 l)
Seats 2
Specifications **
Engine Allison 250-CI8, 317 hp
Maximum speed 178 mph (286 kph)
Cruising speed 145 mph (233 kph)
Range (with no reserve) 399 ml (642 km)
Endurance (with no reserve) 2,75 hr
Fuel consumption 20 gal/hr (75,7 lph)
Rate of climb 1,800 fpm (9,1 mps)
Hover ceiling IGE 8,500 ft (2591 m)
Hover ceiling OGE 6,000 ft (1829 m)
** statistics listed are before actual flight testing

Baby Belle - Safari

Murray Sweet
The Baby Bell - Safari is of great interest for our readers. At last Distributor Ltd has been presenting this true two-seater helicopter to the customers in Ukraine. Actually the first kit has been brought to Moscow. Very soon this Canadian helicopter will be assembled and soar up into the sky by the pilots of the Gals club. It is clear why we were so interested in meeting representatives of the Canadian Home Rotors Inc (CHRI). Gary Assels, a General Manager greeted us warmly and talked about the helicopter.
Safary (Baby Belle)
- The Safari has evolved from designing, testing, modifying and refining since 1962. The origin is the single-seat Helicom, designed in 1953 and built by capable hands of Aerospace engineer, Harold ďPopĒ Emigh and his son. This model was successfully built and flown by many homebuilders. Many of these helicopters are still flying through support and parts manufactured by Canadian Home Rotors Inc. Later, recognizing the need for a two-place helicopter, Pop altered the design to accept a 150-hp Lycoming engine. Many of these were produced during the early seventies.
Mr. Emigh sold the rights and manufacturing jigs in 1970 to a new company, International Helicopters of Mayville, New York. They continued the evolution of the design naming it the Commuter II A & B. It was basically the same sturdy airframe and drive components but with a beautiful new streamlined cabin. It was in 1979 that CHRI got its start, when company president, Murray Sweet, bought his first kit and the Canadian rights to market the design. After completion of his Commuter IIB and successful flight tests, Murray began making modifications in an effort to save weight, lessen maintenance, increase safety and dependability, while at the same time, making the helicopter useful in allowing to pay its own way.
In 1991 the company came up with the design called the Baby Belle. We had that design using the Belle 47 bubble on it until the fall of 1999, when the name changed over to Safari. Itís powered by a Lycoming 0-320 160 hp engine. It is a Belle 47 certified bubble, the fuel in 28 gallons and that means about 3 hours of flying plus a reserve. In our kits we have different varieties or sizes, all kits. In fact, we have one that went off to Moscow just 3 weeks ago and another one is going in a month (interview of April 12, 2001).
A.S. We have been publishing the Russian version of the magazine for six years. About three years ago our readers showed interest in such machines.
G.A.Oh, yes this helicopter is doing very well over here. We would certainly like to expand further. We have them in Sweden, Russia, France, have a dealer in England and Italy. About four weeks ago we sent two to South Africa and another one to South Korea. So we get a good variety.
A.S. If the helicopter got the certificate it would be in great demand in Ukraine and Russia. Are you planning to certify it?
G.A. Thatís true. But what we have found is that as experimental we have a huge opportunity out here already. When we get it certified weíll have another large opportunity.
A.S. In the countries of the former Soviet Union all the helicopters had to be certified. The Safari is very attractive for agricultural spraying and patrol, as itís very efficient.
GS: This is actually the Ukrainian government has contacted us on agricultural spraying. They are looking for a number of machines, and they want to be able to do agricultural spraying. So we are setting up the program where they could have exactly what they need.
A.S. Currently the demand for the Safary is growing. Are you going to increase the production?
G.A. As a matter of fact, yes. We have our Canadian factory and just about 2 months ago opened an American factory in the northern part of Florida. We expect that factory will be in production by September. In addition to that we have gone and bought the rights from another company for manufacturing the blades that we use. Now we manufacture our own blades here in Florida. So, the second factory we have now is about three times the size of the first one.
A.S. Have you ever though of coming and setting the manufacture somewhere in Europe?
G.A. Everything is possible. I know a lot of folks who say, ďWe would like to start a joint venture with youĒ. Usually that means they donít have any money. I have an offer for Turkey, for Russia and Ukraine. Actually for Poland, too. But so far itís only a conversation. Nothing has worked out yet.
We have also come across with one of the helicopter designers, pilots and co-owner of the company. He is 60, but you would never say his real age. Aviation is a kind of his hobby. He is retired and spends a lot of time doing it. Itís such a pleasure being in the aviation field for him. He competed in Oshkosh competition in 1997 and got Grand Champion Rotorcraft. It used to take about 1000 hours building time and the kit was much more refined and quicker built. Now you can build it for 600 hours.

Robinson R 22

R 22
The Robinson helicopters attract the attention of many rotorcraft enthusiasts. This helicopter can be found in Lithuania. Not long ago the above-mentioned Gals club purchased this helicopter. So at Sun Ďn Fun we interviewed a mechanic of Highlands Helicopter Services Inc, Robinson Helicopter Companyís Factory Authorized Dealer and Service Center, Carlos Quarilha.
A.S. Have you ever flown big helicopters?
C.Q. Yeah, the biggest one I flew is the Bell 205. It flies like a big truck, heavy.
A.S. Many of the former Soviet Union helicopter pilots used to fly Mi and Ka (Russian helicopters). These are quite large machines. Thatís why they experienced some difficulties while changing for the smaller ones. What are the reasons for that to your mind?
Carlos Quarilha
C.Q. Yes, they are very sensitive, have small blades, everything is so small. Itís easy to move. Big helicopters are easier to fly than the small ones. What happens is when military pilots start flying the helicopters they start with the Bell 206, which is not a big helicopter, but itís heavy. Thatís why if they start to fly helicopter they need to fly something like this. Ití cheaper, itís easy to fly. If you learn to fly this helicopter you can fly any one.
A.S. Is it easy to maintain the R 22?
C.Q. This machine was designed for 2200 hours without changing any part. A Lycoming160 hp but 131 hp is used. You donít use too much from the engine, you always have a reserve. The overhaul period is about 1200 hours. But because they use lower, it comes to 2200 hours. In the States the operational cost of this helicopter is about $80, including gas, insurance and parts. When you reach 2200, itís a lot of time, you have to stop, send back to the factory or one of those dealers. They are going to rebuild the helicopter for you. Itís going to cost about $89,000. Then you have 2200 hours more to fly.
Instrument panel and control stick
A.S.: How many flight hours are necessary to have for getting a private pilot license?
C.Q. To get private license you are required to have 40 hours. We have a special FAA just for the Robinsons. 20 years ago when the Robinson started to sell the helicopters a lot of pilots started to fly these having 1000 hours flying big helicopters and crashed. After awhile the FAA and the Robinson company got together and created the SA FAR for the Robinsons, which required to fly 10 hours instruction or you go to the factory to get the safe class at the factory. So after those drops, the accidents dropped a lot, keeping the biggest safety record. For the private pilot license you are going to have 20 hours instruction and 20 hrs solo time. Then you have your check right.
For commercial pilot license you need 150 flight hours total time.
Power plantPower plant
A.S. What are the helicopters used for?
C.Q. Basically for training and recreation. Some of the R-44s are used by police.
A.S. Could you say some words about the R 44?
C.Q. The R-44 is a double size of this machine over here (is pointing out). It carries 4 people, flies a little bit faster and has a big engine, Lycoming O-540 (206-hp). Its cruise speed is 130 miles per hour at 15 gallons fuel consumption. It is mostly used for police, for private people, for companies and sometimes for flight schools.

Table 15
R-22 Beta II Specifications
Gross weight 1,730 lb 785 kg
Empty weight equipped (with full oil) 855 lb 388 kg
Fuel 19,2 gal / 115 lb 73 l / 52 rg
Optional aux fuel 10,5 gal 40 l
Pilot, passenger and baggage 400 lb 181 kg
Engine Lycoming O-360 four cylinder, air cooled, derated to 131 hp at 2652 rpm
Max speed 118 mph 190 kph
Cruise speed (70% power) 110 mph 177 kph
Max range (no reserve) 200 ml 322 km
Max range (with aux fuel) 300 ml 483 km
Average fuel consumption 8 - 10 gal/hr 30,3-37,9 lph
Rate of climb at sea level Over 1,000 fpm 5,08 mps
Rate of climb at 10,000 ft Over 600 fpm 3,05 mps
Hover ceiling IGE 9,400 ft 2865 m

Table 16
R-44 Raven Specifications
Gross weight 2,400 lb 1089 kg
Empty weight equipped 1,442 lb 654 kg
Standard fuel 30,6 gal / 184 lb 115,7 l / 83,5 kg
Auxiliary fuel 18,3 gal / 110 lb 69,5 gal / 50 kg
Engine Lycoming O-540 derated from 260 to 205 hp
Cruise speed 130 mph 209 kph
Max range (no reserve) 400 ml 644 km
Rate of climb 1,000 fpm 5,08 mps
Hover ceiling IGE 6,400 ft 1950 m
Hover ceiling OGE 5,100 ft 1555 m
Maximum operating altitude 14,000 ft

L-39 "Albatros" and "Mr. MiG"

Jimmy Rossi (Mister MiG)
Unlike at AERO 2001 there were much more demonstration flights at Sun Ďn Fun. Quite a few historic airplanes were flying in Florida sky. The joint flights of a MiG-151 and an F-86 captivated visitors. Plenty of Soviet jet enthusiasts were among the guests. Probably the one who remained in our memory was Jimmy Rossi, ďMr. MIGĒ as it said at his business card. He used to take part in Kiev Aerobatics Championship in 1976. As a pilot he prefers flying a F-86 Sabre and MIG-15. But there he represented International Jets, exporting the L-39s from Ukraine and Czechia to Alabama. In the States the machines are rebuilt, repainted according to customersí requirements and certified at airshow exhibition category. Approximately 45 airplanes have already been sold through the company. All in all 185 of the L-39 are flying as the civilian airplanes in the USA now. We got acquainted with Jim Rossi near his own L-39.
"General Yakov" - Yakov Tarasovich Sabodin
His first question was, ďDo you know Yakov? General Yakov?Ē Several years ago while restoring the MIG-15 UTI Jimmy met a Russian pilot, whose name was Yakov. They flew a trainer and became friends. Unfortunately we have not got Yakov among our friends and acquaintances. Thatís why after taking some photos and saying ďgood-byeĒ no one believed the story will go on.
But what a small world! At a FLA RF meeting (Russian Federation) as fate willed we happened to meet Yakov Tarasovich Sabodin, nicknamed ďGeneral YakovĒ. Itís really amazing! Both at Sun Ďn Fun and AERO 2001 absolutely by chance we met a lot of people, having mutual friends with us. It is great! Let more pilots and engineers from the USA and CIS (Commonwealth of Independent States) be acquainted and make friends!

Dutch Airplane

Among the historic airplane enthusiasts we came across Jim Clevenger and Julie Chaminand, pilots of a carrier-plane Thundermaster. This was a Dutch airplane. Built it in the United States, it was taken to England and from there it was given to the Dutch airforce that was flying out of England at the time of World War II, while Holland was occupied. In 1944 this plane had the latest radio equipment on it. These airplanes could actually see the German UMO (with loud diesel engine) and come in behind the UMO, sneak on it from behind and destroy it. This is what this airplane did out of England. The airplane was put in the museum in England and stayed there up till 1985. Thatís when the present owner bought it. He brought it back over, just had it repainted and overhauled the model. Now he owns 8 airplanes, mostly US and Canadian airplanes. He also has 85 Skyraiders. He is eighty years old and participated in the II World War and loves these airplanes. He still flies.

Jim Clevenger   Julie Chaminand

The Thundermaster flies very stable. The controls are sometimes hard to manipulate, especially when you want to go pretty fast. Jim has to watch this thin young lady pushing the throttle up.

Yak-52W Jim Meadows (to the right)

George Coy is a president of GeSoCo Industries, Inc. He deals with the Yak-52s import from Romania. Here is a western version of the old-fashioned Yak-52. It was designed at the Romanian factory and they produce about 14 samples of those.
- I talked to the Yak design bureau in Moscow back in early 90s. They were not very easy to deal with at all. So I went to the factory in Romania that produce the airplanes and they were very helpful, very nice people.
The airplanes are in demand. Usually people buy them for sport. Itís a toy. Everyone is pretty happy with the plane. The quality of its construction is far better than most American airplanes. Their reliability, strong design is usually much better. And the price is much more favorable. Itís a very reasonable price for the airplane.
The negative side is that it has to be certified experimental here, because it has no type certificate. So there are certain restrictions as for where to use this airplane for.
A.S. we are curious to hear your comments on the engine work. The point is that the engine production in Voronezh has been held up and the matter is whether to resume the process.
G.C. But they also produce the engines in Romania. In 1987 the production was moved into Romania. And Romania has been in production continuously since. The engine underwent some of the changes. We made changes of the spark plugs. We are coming up with the electric starting on this engine. The engines are becoming very popular now even for other airplanes in the States, Pitts Special has them on, for example.
A.S. Are you interested only in sport planes or in 4-place machines too?
G.C. Yes a lot of people want Yak-18Ts. But itís very difficult to compete on this market with Cessnas, Piper, and Beech aircraft. They have dealers, parts and service over here. One of the worst problems we have is that the customers have no concepts of the idea that when they have the airplane down they want the parts in two days. They want to have his toy supplied as soon as possible. Unfortunately, itís different with the airplane parts from CIS.

Yak-11 Night Witch

Holbrook, his wife
Holbrook Maslen is from Boise, Idaho arrived at the airshow along with his wife Julie and mechnic. His Yak was built by Dale Clark, who was killed while testing the plane a couple of years ago. He built it to be a racer. Dale designed, built and redid this entire airplane. What he did, he took the front seat out of a Yak-11 and they put a gas tank of 55 gallons in there. And the whole is 205 gallons of gas airplane. The R 200 Great Whitney engine with a special exhaust built by Sam Davis, who owns a kind of a sistership to this is installed on.
Holbrook, his wife and his favorite
There are hydraulic brakes on the airplane, a retractable tail wheel and a cover for the tail wheel. Some improvements have been done after Dale, basically some new farings, wing farings and engine farings, also there are two oil coolers here.
ďI love this plane. I am macho, no one tell others how easy it is to fly. Nobody knows that this is probably one of the easiest airplanes to fly. This is just the delightful airplane!Ē is saying the owner of this Night Witch.
The only problem is why the new owners call the Yak-11 Night Witch? They donít probably know the history of Soviet aviation well enough. They preserve what we couldnít keep though. We believe itís much more valuable to learn the history from the flying sample. Weíd like these samples to be restored not only in the USA but also in the country they once had been designed and built.