The I.Ae. 31 Colibrí is a two-seater tandem airplane developed in 1946-47 by the Aerotechnical Institute of the Argentine Republic for its manufacture by private industry.
In 1946, as part of the First Five-Year Plan, the Aero Technical Institute (I. Ae.), Under the Ministry of Aeronautics, was asked to develop a two-seater tandem airplane. it should be able to perform elementary school and acrobatic teaching tasks. Its production would be undertaken by the private industry of Cordoba, which would be granted pecuniary credits framed in the Plan.
In order to comply with the Five-Year Plan, the head of the Institute, Commodore Juan Ignacio San Martín, created the Special Projects Division. The purpose of this was to promote and carry out the various projects and projects of interest for Argentine aeronautical development. Together with the I.Ae. 31 Hummingbird, among his works stood out the I.Ae. 32 Chingolo, the F.M.A. 20 El Bolero and the remote-controlled rocket AM-1 Tabano.
The design tasks were carried out smoothly throughout the year 1946 and at the beginning of 1947, since the Institute had great experience in aeronautical manufacturing with Argentine woods. The first flight of the I.Ae. 31 was held on September 18, 1947, and was christened "Hummingbird"
It was manufactured by the firm Talleres H. Goberna, of the Province of Córdoba (Argentina) in the amount of three copies.
The I.Ae. 32 "Chingolo" was a dual-command training, tourism and acrobatics airplane built in metal wood and tandem tandem tandem fabric designed by the engineer Ernesto Vicente Instituto Aerotécnico, produced in 1949. It was a larger plane than I.Ae. 31 Hummingbird, with which he shared many technical similarities, including his cantilever wing and the conventional fixed landing gear.
Only one copy was built in the workshop Mario Vicente Construcciones Aeronauticas SRL, in the Province of Córdoba (Argentina), driven with a Cirrus Major 3 engine of 155 horsepower, which took it to about 230 km / h with a range of 1 50 minutes, with a ceiling of 5,180 meters. Its wingspan was 10.70 meters, 2.10 meters high, 16.50 square meters of wing area and 8.12 meters in length. The empty weight was 750 kilograms, 231 kilograms of payload, which makes a total of 981 kilograms. Capacity: Pilot and student or companion.
Another failed Project was the IA-73 Unasur, Argentina was the main member but it was supposedly a joint program from various South american countries that was cancelled
The Brazilian state pledged to contribute with 38 million dollars, Argentina will put 16 million and Ecuador and Venezuela will contribute three million each.
Argentina expects to receive 50 aircraft, Ecuador 18 and Venezuela 24, while Brazil is the only country that, despite its monetary contribution, did not propose to acquire copies, apparently because it has its own plans for the replacement of its primary military trainers.
By acquiring the aircraft, Argentina plans to replace its Beechcraft T-34 Mentor and Grob 120, to then also change its Embraer Tucano, the Telesur channel said, and the Ecuadorian state agency Andes.
The IA-73 Unasur I, as the air vehicle is known, has low, acrobatic wings, for two pilots sitting in tandem, and would have engines provided by China's CATIC.
It was designed by the Argentine Aircraft Factory Brigadier San Martín SA (Fadea) and it is expected that the cabin will be entirely digital.
you can see the dimensions pretty clearly, empty weight 1100 kg rate of climb 2500 ft/min max speed 235 KTAS, wing loading 110 kg square meter
the newer IA-100 seems to draw a lot from the project but this features side by side seating, but it seems it is only a single prototype and might end up also as a failed project too
according to what i watched in a video, Project Azteca is a SEDENA modified Horizontec aircraft Halcon 1, I do not know because originally SEDENA is the mexican army and Horizontec is a private company project, the video claims there is going to be a larger second project Azteca 2 with more seating probably 4 seats
this is the horizontec Halcon 1
the video claims they are waiting for the composite version of Halcon 1, the one you see in the picture is made out of wood like a WWII aircraft, but the video is not an official source though
if that is the case then the data is
based upon a semi-official source, but i would call it really official because is a real aerodynamic study
Cardoen Bell 206 L-III aa derivative made in Chile
In 1984, Carlos Cardoen, a daring engineer and entrepreneur, ordered a three-month engineering report from Aeronautical Engineer René M González, which would study the feasibility of modifying a helicopter for civilian use for military use. On that occasion it was the German device MBB BO-105.
Helicopter MBB BO-105
Preliminary studies and aerodynamic evaluation.
Not having an adequate wind tunnel to carry out the preliminary studies, Engineer González and his team built scale models and made simulations that allowed a qualitative study and comparison of the original aircraft with the two possible options for modifying the BO-105 (single-seater and two-seater).
Mounting the three models on a suitable support and advancing at an appropriate speed in a truck was possible through a device in each model, determining which opposed more resistance to flow (aerodynamic drag).
These results were included in the feasibility report delivered to C. Cardoen.
FIDA 1986, March; El Bosque Air Base; Santiago, Chile.
During FIDA '86 the stand of Industrias Cardoen, as was customary at that time, was among the most attractive of the fair. The attack helicopter mock-up based on the BO-105 was presented on this occasion, being one of the references of the exhibition. After FIDA '86 different publications, such as those shown below, referred to the project as an excellent option for developing countries.
The modification left the aircraft with a remarkably different profile, turning it into a single-seater and adding an armament wing that, in certain flight attitudes, improved the aerodynamic performance. Pilot protection increased markedly as vulnerability to ground attack also decreased. The back of the fuselage was also intervened.
It also included a Lucas turret.
This helicopter, if developed, would have been an excellent option for the Chilean army or others from Latin America and the third world.
However, and due, in large part, to the political situation in Chile at the time, representatives in FIDA '86 of the German company MBB that manufactured the BO-105 strongly opposed authorizing the modification after seeing it on display. So unfortunately this first intention did not prosper beyond the stage of Mock-Up.
FIDA 1986, March; El Bosque Air Base; Santiago, Chile.
During FIDA '86 the stand of Industrias Cardoen, as was customary at that time, was among the most attractive of the fair. The attack helicopter mock-up based on the BO-105 was presented on this occasion, being one of the references of the exhibition. After FIDA '86 different publications, such as those shown below, referred to the project as an excellent option for developing countries.
The modification left the aircraft with a remarkably different profile, turning it into a single-seater and adding an armament wing that, in certain flight attitudes, improved the aerodynamic performance. Pilot protection increased markedly as vulnerability to ground attack also decreased. The back of the fuselage was also intervened.
It also included a Lucas turret.
This helicopter, if developed, would have been an excellent option for the Chilean army or others from Latin America and the third world.
However, and due, in large part, to the political situation in Chile at the time, representatives in FIDA '86 of the German company MBB that manufactured the BO-105 strongly opposed authorizing the modification after seeing it on display. So unfortunately this first intention did not prosper beyond the stage of Mock-Up. New Alternative:
Cardoen - Bell 206 L-III.
After the refusal of MBB, the BO-105 is discarded as a platform and a new aircraft is being redesigned: the Bell Bell Long Ranger 206 L-III.
Keeping in the beginning the intention of building an attack helicopter (antitank) begins in 1987 a work in conjunction with Bell Helicopter Textron, holding meetings in USA and Canada and arriving at the drafting of a preliminary design report in which they presented monographs of the proposal.
As in the case of the BO-105, a structural modification was considered that converted the helicopter into a single-seater.
here is its initial mock up and studies
Tests with Norinco Chinese Missile "Red Arrow"
In September of 1988 the RM Gonzalez holds in Beijing meetings with engineers from the company NORINCO (China North Industries Corp.) manufacturer of the missile Red Arrow responding to his offer to incorporate it into the helicopter in his attack helicopter version.
Upon his arrival in China, González was aware of the structural infeasibility of the prototype to be equipped with such weapons and the attack version would be discarded in favor of a multipurpose ship.
However, NORINCO had already shipped the missile to Chile to carry out tests on the structural specimen. These tests only confirmed that the ship could not be an attack helo with heavy weapons.
The red arrow missile with only a third of its charge considerably deformed the rear fuselage of the structural specimen as can be seen in these photographs.
The option of such a weapon would have been compatible with the structural characteristics of the design based on the BO-105.
After the first test flights in Chile and the presentation to the press, the prototype was sent to Fort Worth, Texas, USA to apply for the granting of an STC (Supplement Type Certificate) that would allow the production and sale of the modified helicopter with the prestige of having been certified by the FAA.
For this, we counted on the collaboration of Global Helicopter Technology Inc. a North American company formed by retired engineers of the Bell, with great experience in such processes
A STC, in simple words, is the recognition and quality certification of any modification made to an existing aircraft. It is awarded by the most prestigious aeronautical agency in the world: the Federal Aviation Administration, FAA.
Throughout the development of the prototype, it was worked in conjunction with two technical delegates from the FAA, who followed the whole project and periodically approved the different stages of the project in Santiago, Chile (see El Mercurio article, published below).
When the certification process was quite advanced and the different FAA tests had been passed, requiring minimal modifications, surprisingly the extension of the STC was suspended and on March 27, 1991, the prototype was requisitioned by the US customs authorities arguing that this It had the characteristics of an attack helicopter and that INCAR intended to export it as such to Iraq. Under this slander and prototype was seized and never returned to its rightful owner: INCAR.
This would mean the total suspension of the project and the frustration of the possibility of building these helicopters in Chile.
A project that is build in Mexico while the S-40 is an american aircraft great part of it is built in Mexico
Within the framework of the Mexico 2015 Aerospace Fair, the US company "Spectrum" announced the project to manufacture in Baja California the first complete executive jet airplane made in Mexico, the above by means of an investment of 300 million dollars that will complete the design, certification and production of the model S-40 aircraft in the "Silicon Border" Park, located in Mexicali, Baja California.
Linden Blue, President of the company "Spectrum", was in charge of announcing the investment plans in the presence of the Governor of Baja California, Francisco "Kiko" Vega of Lamadrid, as well as the General Director of ProMexico, Francisco González Díaz , in the Baja California pavilion that was installed for the Mexico Aerospace Fair, to where a real-size model was taken of what will be this latest technology and high efficiency aircraft, said project that has been working for more than a year through the State Government and in coordination with the Federal Government.
In a laboratory in São José dos Campos, in the interior of São Paulo, the most advanced aircraft in Brazil takes shape. Named 14-X, the device is named after the most famous Brazilian flying machine, the 14-bis. In common with the Santos Dumont aircraft, 14-X has the power to guarantee the country a place on the podium of aerospace technology. Unmanned, the model is hypersonic, capable of reaching ten times the speed of sound (more than 11,000 km / h). The properties of 14-X place Brazil in the select group of nations - alongside the United States, France, Russia and Australia - that research the scramjet (Supersonic Combustion Ramjet) engines, which have no moving parts and where the burning of the fuel (in this case, hydrogen) occurs in a combustion chamber where the airflow is supersonic. Another feature of the vehicle developed by the Institute of Advanced Studies of the Brazilian Air Force (IEAv) is that it is a waverider, aerodynamically configured to be able to use shockwaves created by its own hypersonic flight (Mach 5 or more ), which increase the pressure in the lower part of the aircraft, to increase the lift and thus optimize its efficiency in every sense.
The project was born in 2007, when captain-engineer Tiago Cavalcanti Rolim started master's degree in ITA and was approved with a thesis on the "waverider" configuration. Five years later, the theory is about to become practical. The first 14-in-flight test, still without separating the rocket used for the initial acceleration, will take place this year. The Air Force then plans two other experiments: one with scramjet engines, but with the aircraft still engaged, and another with full operation, when the maximum speed is to be reached. "If we succeed in these trials, we will be at the top of technology, albeit with a much more modest program than the Americans," says Colonel-engineer Marco Antonio Sala Minucci, who has been director of IEAv for four years and is a of the parents of 14-X.
Consolidated as a military training aircraft, the T-35 is a primary, conventional training aircraft, with tandem seats, excellent climbing index and with totally acrobatic characteristics, which allow it great maneuverability.
In addition, there has been an outstanding participation in different aeronautical salons of international fame such as, Le Bourget, Farnborough and FIDAE.
EXPORTS (Current operators)
Armada del Ecuador operates 14 aircraft; 10 T-35A and 4 T-35B.
The Air Force of El Salvador operates 5 aircraft; 2 T-35A and 3 T-35B.
The Spanish Air Force operates 41 T-35C Tamiz aircraft.
The Air Force of Guatemala operates 4 T-35B aircraft.
The National Aeronaval Service operates 7 aircraft.
Made by ENAER and designed in Chile
Models from CAVENCA designed in Venezuela but still to fly and be built
CAV 200T "LIBERTADOR"
It is an Aircraft Designed to be manufactured entirely with composite materials (Fiberglass, Epoxy Resins and Divinycell). With a low wing configuration, retractable tricycle train and with variable pitch propeller. Its purpose is to cover missions of military training and support operations and air patrol.
CAV 200A "ALBA"
It is an Aircraft Designed to be manufactured entirely with composite materials (Fiberglass, Epoxy Resins and Divinycell).
With a high wing configuration, fixed tricycle and variable pitch propeller.
Its purpose is to cover training and cargo transport missions, which allows it to cover a large segment of the national market.
The AVLAT Group is also headed by Mr. Rodrigo Vergara as Director General, who on the project of the Venezuelan plane says: "It is not about building planes to build, or competing with other initiatives, but through the production of aircraft contribute to the development, to the creation and empowerment of different companies ... ", clear idea of the vision of progress and development that will have for the country the construction of the airplane and the economic potential and human talent that this means, since Mr. Rodrigo also commented "We at AVLAT are already in talks with different companies in many branches such as aluminum, to make the largest number of parts here, we know that the first units will have imported parts but our intention is that percentage decrease it more and more" , where the commitment to manufacture the plane with labor and Venezuelan talent is ratified.
The general idea of the AVLAT Group is to produce an aircraft with STOL (Short Take Off and Landing) characteristics, that is, a landing and takeoff aircraft on small runways that can also land and take off in extreme terrain conditions, in a synergy together with the Venezuelan state and the national government, for which AVLAT already has the design of the assembly plant, and once the necessary steps have been taken as well as the financing to establish a production chain of 4 monthly copies.
The AVLAT aircraft will have 4 versions: Basic, Amphibious, Armored and Agricultural, and will be certified for overnight IFR flight if the client so wishes. The basic model will have 4 seats, ideal for training and air taxi, as well as material transport.
36 years ago the dream of José Repka Kusi and Walter Fagúndez became a reality. After two intense years of work culminated the first aircraft manufactured entirely in the country from scratch. Paraguay 1, registered as ZP-XEA, flew for the first time in 1981.
José Repka, aviator pilot, and Walter Fagúndez, a structuralist and designer, took about two years to shape and operate the aircraft, which was designed and built in Paraguay, marking a milestone for the country's aviation at that time.
The engine, propellers, landing gear and instruments were imported from the United States. All other parts were built in Paraguay.
"This was the first airplane built entirely in Paraguay. There were others that were brought in pieces and were assembled here, "explained the aeronautical historian Antonio Sapienza.
The idea of the developers was to be able to manufacture in series this prototype for the Paraguayan Air Force, but they did not receive the expected response.
"At that time the country received aircraft donations and also bought from abroad, so the Air Force did not pay much attention. Paraguay 1 had the capacity to transport artillery under its wings, "said the specialist.
Paraguay 1 had an empty weight of 650 kilos, a flight autonomy of 5 hours and 45 minutes, a payload of 600 kilos, a span of 10.70 meters, 7.50 meters in length and 2.93 meters in height. Other characteristics are the cruise speed, 170 Mph at 65% power; takeoff with minimum weight in 200 meters; glide speed of 80 Mph and loss speed 47 Mph full plap.
Inaugural flight
The researcher comments that on November 27, 1981 the aircraft flew for the first time in the premises of Aero Talleres Guaraní SRL, although its presentation was almost a month earlier.
The Paraguay 1 is much much lighter, only 650 kg empty weight, the Beech Bonanza is much heavier at empty weight, probably they got inspired by the Beech Debonair but i do not think they are the same aircraft, their dimensions are also different.
The wing shape and canopy also are different
the Paraguay also has only two seats, what can explain the similarities is the engine and landing gear are american made and designed so those imported parts probably forced the aircraft to be similar
see the american aircraft can seat 4 people, the Paraguay 1 ZP-XEA to the contrary only seats 2
Sora-e is a Brazilian manned electric airplane, the first of its kind to be produced in Latin America. The first flight was held in the city of São José dos Campos on May 18, 2015. It made its first flight to the press on June 23, 2015 and was jointly developed by ACS Aviation and Itaipu Binacional.
Features
The Sora-e is a two-seater single-engine propeller with wood and carbon propeller. Its base is the Sora, an aerobatic aircraft with a combustion engine, which was the first model produced by ACS. With carbon fiber structure, it weighs about 650 kilos and is 8 meters wide.
Performance and technical specifications
180 Hp 105Hp
Weight Empty 580 530 Kg
Maximum Weight 950 800 Kg
Payload 370 270 Kg
Total fuel 140 140 liters
Baggage (with 2 trip, ± 2x75 kg and comb, total) 120 20 kg
Cruising speed (65% pot) 180 160 km / h
Speed never exceeds 220 220 km / h
Vel. Stall flaps collected 68 65 Km / h
Vel. Stall flaps at 40 58 55 Km / h
Ascent at sea level 1,450 1,100 ft / min
Service ceiling 6000 6000 m
Maximum reach with 45 min booking 741 1018 Km
Autonomy (65% pot 2000m altitude) 4.1 6.4 hrs
Landing distance 70 70 m
Take-off distance (140 kg load): 70.0 150.0 m
Lockheed had designed a light passenger transport aircraft, but after verifying that the aircraft would have no future in the US civilian market, export was viable. In our country they were manufactured in 1961 in San Luis Potosí under the Lockheed concessionaire in Mexico: Lockheed-Azcarate, S.A. of C.V., which was created only for that purpose.
Only 36 aircraft were assembled before leaving production due to the lack of commercial response, all LASA-60, as it was known, passed into the ranks of FAM, where they served as general liaison aircraft, and subsequently many of them were to stop in private hands to places as exotic as China and Japan.
this is an AAMSA Quail A-9B. A strange project, and yes, once again a failed attempt to reactivate the national aeronautical production, which had its origins in 1971.
Derived from the CallAir A-9 that was owned by the American company Rockwell, it was an agricultural aircraft with a view to being built in Mexico by the company Aeronáutica Agrícola Mexicana S.A. (AAMSA), also presenting modifications made by Mexican engineers.
Only one of these was delivered to the FAM, specifically to the Air College, with the hope that more were bought, however it was not so, and in fact the FAM was known as the "naco", for its rough appearance.
Acting in the production and distribution of aircraft and training course of helicopter pilots, Scoda Aeronáutica is a reference in aviation in Brazil. Founded in 1997 by eng. aeronautical and pilot Rodrigo Scoda, the company is led by a qualified team composed of engineers, mechanics, pilots and administrators. All focused on ensuring the highest standard of quality and safety in our services.
Edra Aeronautica or Scoda Aeronautica, manufactures the amphibious aircraft, the Super Petrel LS biplane. / Edra Aeronautica or Scoda Aeronautica,, manufactures amphibious aircraft, the biplane Super Petrel LS.
ICON Aircraft ICON Aircraft is a consumer aircraft manufacturer founded in response to the sport flying category created by the Federal Aviation Administration (FAA). Given these enabling regulations, ICON’s mission is to reinvent personal flying by providing consumer-friendly, safe, technologically advanced aircraft that allow the freedom, fun, and adventure of flying to be accessible to those who have dreamed of it. ICON’s long- term vision is the ultimate democratization of personal flight. https://www.co-production.net/mexic...nies/icon-aircraft-tijuana-manufacturing.html
At the end of the 1980s, an acute economic crisis began in Cuba due to the disappearance of communism in Eastern Europe. Light aviation, made up of Soviet, Polish and Czech aircraft, no longer receives parts. The decision is made to build a light aircraft of Cuban manufacture, easy to maintain and low fuel consumption. To this end, a group of engineers and technicians of the DAAFAR was organized in March 1989.
The "Design Multidisciplinary Collective" is directed by Lieutenant Colonel Engineer Sergio Morales Carmona. The prototype begins to build in February 1990, and ends in September 1992. It is given the name of "Comas" in tribute to Arturo Comas, who proposed his device to Martí in 1893. The first flight is made at the base San Antonio on October 10, 1992 by Lieutenant Colonel Pedro Luis Colmenero, with all success. The Academy of Sciences of Cuba qualifies it as the most outstanding work of 1992. In 1993-1996 the Comas continues to be tested by pilots Pedro Luis Colmenero and First Lieutenant Rafael Fajardo García, accumulating about 400 flight hours and almost 500 satisfactory landings, so the state commission of the DAAFAR decides the start of its production in series in January 1996. It chooses for it the Industrial Military Company "Yuri Gagarin" of Havana.
On February 9, 1998, Comas crashed for Development, killing its four crew members. The accident was due to the breaking of one of the wing stringers in a storm. The production was stopped until the causes of the accident were discovered.
The Petrel 912i aircraft is the product of a joint development between the Technological Institute of Buenos Aires (ITBA) and the company Proyecto Petrel S.A. In 2003, 35 ITBA students from the fields of mechanical, industrial, electronic and petroleum engineering worked with the tutoring of their teachers and under the supervision of aeronautical engineers in the design, development and construction of the two-seater suitable both for flight training as for the sport flight.
The challenge also included getting the funds to carry out the project. In this way, an investment group evaluated it and understood that a Light Plane could occupy a vacant space in the national and international market, so they decided to support teachers and students and become sole sponsors. This is how the company Proyecto Petrel S.A. financed the initiative, obtaining the license for the production and commercialization of the aircraft, while the emerging brands and patents are property of the ITBA.
General characteristics of PETREL
Crew: 2
Capacity: 250 kg
Load: 24 kg
Length: 6.1 m (20 ft)
Wingspan: 9.6 m (31.5 ft)
Height: 2.8 m (9 ft)
Empty weight: 315 kg (694.3 lb)
Useful weight: 250 kg (551 lb)
Maximum takeoff weight: 565 kg (1 245.3 lb)
Power plant: 1 × Rotax 912.
Power: 1 kW (1 HP, 1 HP)
Propellers: 1 × Clerici two-blade wood and fixed step by motor.
Diameter of the propeller: 1676 mm
Fuel capacity: 68 liters
performance
Speed never exceeded (Vne): 210 km / h (130 MPH; 113 kt)
Cruising speed (Vc): 173 km / h (108 MPH, 93 kt)
Stall speed (Vs): 67 km / h (42 MPH; 36 kt) with flaps
Scope: 4.7 hours at 14.5 liters per hour of fuel.
Flying roof: 5,000 m (16 404 ft)
Ascent rate: 5 m / s (984 ft / min)
take-off run: 237 m
Landing run: 220 m
To be honest if you check the website they do not have any project with that nomenclature on the current products nor in the past products
On the picture you see the red aircraft named Sidus, the IPE-6 the white aircraft with blue and green stripes over the wings, the agricultural aircraft IPE/PL-010 and two gliders the Quero quero KW red tipped nose and the Nhapecan, they still have the IPE-4 and IPE-010
I have not found any information either in the official website nor their facebook site
yes i guess they must have those projects, but very likely they were cancelled or re-named, or they are derivatives of some built aircraft that never were taken to production, but sadly there are no pictures, i will check the brazilian websites hopefully i can find something but i will let you know if i can find something
The port company, Sitecna, specialized in shipbuilding, has successfully tested its first aircraft, which we understand is the first amphibian conceived and built in the country: the ALUMAS Pelícano. This experimental aerodino, registration CC-AER (c / n PL-002), made its inaugural flight on April 21 of this year taking off from El Mirador de Puerto Varas. Subsequently, he made his first tests in the water, which were satisfactory.
you are right, but they build the parts by themselves
if you look at the video you see they use moulds and cut the composite materials to make the parts, the make the aircraft by themselves, it is an American design no doubt about it but they got the moulds so pretty much they used the basic tooling to make them, however up to what i have read the aircraft were not certified properly by its original American designer
Gavilan 538 from Colombia, designed by Gavilan S.A. a Colombian Company
The Gavilan 358 is an 8 person utility certified aircraft. Its a single-engine, tricycle gear aircraft. It was designed to satisfy the needs of commercial operators whose objective is to transport passengers and cargo in an aircraft that has a low cost of acquisition and operation. http://www.gavilanaircraft.com/
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