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Before we start making MRFs or Attack Jets.....; ...START SIMPLE PLEASE!!!!
Topic Started: May 15 2006, 01:56 AM (2,167 Views)
Tora^2
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With the state of the industry we are better off starting out gaining experience by producing barebones simple designs like the fabric-bodied Piper Cubs and Fiessler Storches.

One other type of aircraft our aircraft indusrty can start with would be kit planes. They are designed to be recreational aircraft that be easily assembled and flown by enthusiasts. They range from Motorized paragliders and kite-like ultralights to WW2 fighter replicas and high-performance fiberglass-bodied aircraft that have been modified for racing.

Scaled Composites, the company that built the X Prize-winning Spaceship One actually had a start building kit planes.
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possible
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Just to keep things in perspective.

Quote:
 
DATE:15/03/05
SOURCE:Flight International

Dornier seeks partners for amphibious projects

Iren Dornier, grandson of famous aircraft designer Claudius Dornier, is seeking partners for two amphibious aircraft projects. The first is a large cabin twin-turboprop special-mission concept, and the other a two-seat kitplane based on a vintage Dornier design from the 1920s.

Dornier is based in the Philippines, where he runs regional airline SEAir as a division of his German-based company Dornier Technologie Aircraft Engineering. He says that the proposed Do-24S special mission amphibian could carry 33-45 people or be equipped to operate a variety of missions such as surveillance, cargo or firefighting. "It would have a maximum take-off weight [MTOW] of 33t, a range of 3,700km [2,000nm] and a cruise speed of 250kt [450km/h]," says Dornier. He adds that the baseline design is a twin turboprop equipped with engines in the 450shp (335kW) category, such as the Pratt & Whitney Canada PT6A – although a turbofan-powered version could also be developed.

The configuration of the aircraft would be similar to the Do-24ATT, in which Dornier has undertaken a round-the-world flight in aid of UNICEF, itself based on the pre-Second World War Do-24 amphibian.

"The Do-24S would have its fuel in the stub wings and the inboard main wing. The outer wings will be able to fold upwards to allow it to park easily in a harbour," he says.

Although the outline design is complete, the project is still in the early stages, with Dornier seeking partners to take it into production. "We're looking for partners in China and Europe," he says. "The Do-24S would be priced at around $20 million, and we see a market worldwide for around 500 special-mission aircraft."

Dornier's other project is called the Libelle, a two-seat amphibibous kitplane based on an earlier Dornier design. The baseline design of the aircraft is complete and Dornier says that the project is "open for partners".

"It would be of aluminium construction, with an MTOW of 750kg, and would sell for around $100,000," says Dornier, adding that the aircraft would be piston-powered, with a Rotax radial engine offered as an option.

http://www.flightglobal.com/Articles/2005/...s+projects.html

DATE:21/02/06
SOURCE:Flight International

The Philippines is one of only a few countries in the region without any aerospace manufacturing activities. But Seair sister company Dornier Technologie Aircraft Engineering plans to open an assembly plant at Clark airfield outside Manila for its new line of amphibious aircraft, starting with the Libelle two-seat kitplane.

“This will probably be the first aircraft manufactured in the Philippines all the way through,” says Iren Dornier, grandson of aircraft designer Claudius Dornier and chairman of Seair.

Dornier also envisages Clark becoming a base for his new amphibious aircraft products. He already has designed a new version of the Libelle, a small amphibious aircraft that debuted in the 1920s.

Dornier plans to launch sales later this year of the $100,000 Libelle II, a 6.6m long, 2.1m high kitplane which will be manufactured at Clark. “We’re setting up a facility to produce these here in the Philippines,” Dornier says.

The Libelle II will be marketed as an experimental seaplane trainer, but Dornier plans to later develop a certified six-seat version as part of an ambitious plan to establish a portfolio of amphibious products, including a twin-engine special mission turboprop called the ID S-24.

Dornier is now looking for partners to help foot the estimated $700 million in development costs of the 33t S-24.

“This is far away,” Dornier acknowledges.
“The Libelle will definitely be airborne. The [refurbishment of the] Do-24ATT triggered a desire to go into production again. After the Do-24’s world tour we determined to go back into manufacturing and committed myself to the Libelle aircraft.”

http://www.flightglobal.com/Articles/2006/...hilippines.html

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http://www.do-24.com/dornier.php?mkt=3#

Did I remember to say that I'm SEAir's number one customer? :armygrin:


War. What is it good for?--James Brown

What's love got to do with it?--Tina Turner

Only the intelligent are brave.
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Tora^2
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Hmmm.... Looks like the PAF has a possible source for a Maritime Patrol Plane. Flying boats/Amphibians can also fill the role of Air/Sea rescue for ships and seacraft that sank too far from shore for rescue boats to reach right away. It can also be fielded by the Coast Guard or the Navy for this mission.

If I remember my Military History right, Dornier Flying boats of a different type were among the seaplanes used by the Luftwaffe to rescue their pilots who had received dunking in the English Channel in the Battle of Britain after receiving a warm welcome from the RAF
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MSantor
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Well some US civilian agencies, especially those that engage in fighting forest fires, still operate Catalinas. These are ones modified to gather and carry tons of water through bomb bay doors, for later dropping on the many brush fires that trouble the US Southwest during the Summer months.

The Catalinas might have been a viable patrol plane option, but thirty years ago.

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jammerjamesky
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I hope that local company's such as Ayala Group, JG Summit, SM Prime Holdings, Cebu Pacific and Lucio Tan company would like to take part of the new aero industry humble beginning..
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israeli
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private sector participation is really vital in developing our local aerospace and defense industries because it has the capital needed to start and, later on, boost those businesses. however, it seems to me that local businessmen are not that willing to spare some of their capital on businesses of such nature maybe due to their experience in entering ventures with the State. :dunno:

for now, what we can do is to entice foreign aerospace companies such as Boeing, Lockheed Martin and EADS (we already have Dornier) to set up shop in the country and get ventures from them in slowly building our indigenous aerospace and defense industries.
"To secure peace is to prepare for war." - Carl Von Clausewitz
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possible
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May 30 2006, 04:28 AM
Just to keep things in perspective.

Quote:
 
DATE:15/03/05
SOURCE:Flight International

Dornier seeks partners for amphibious projects

Iren Dornier, grandson of famous aircraft designer Claudius Dornier, is seeking partners for two amphibious aircraft projects. The first is a large cabin twin-turboprop special-mission concept, and the other a two-seat kitplane based on a vintage Dornier design from the 1920s.

Dornier is based in the Philippines, where he runs regional airline SEAir as a division of his German-based company Dornier Technologie Aircraft Engineering. He says that the proposed Do-24S special mission amphibian could carry 33-45 people or be equipped to operate a variety of missions such as surveillance, cargo or firefighting. "It would have a maximum take-off weight [MTOW] of 33t, a range of 3,700km [2,000nm] and a cruise speed of 250kt [450km/h]," says Dornier. He adds that the baseline design is a twin turboprop equipped with engines in the 450shp (335kW) category, such as the Pratt & Whitney Canada PT6A – although a turbofan-powered version could also be developed.

The configuration of the aircraft would be similar to the Do-24ATT, in which Dornier has undertaken a round-the-world flight in aid of UNICEF, itself based on the pre-Second World War Do-24 amphibian.

"The Do-24S would have its fuel in the stub wings and the inboard main wing. The outer wings will be able to fold upwards to allow it to park easily in a harbour," he says.

Although the outline design is complete, the project is still in the early stages, with Dornier seeking partners to take it into production. "We're looking for partners in China and Europe," he says. "The Do-24S would be priced at around $20 million, and we see a market worldwide for around 500 special-mission aircraft."

Dornier's other project is called the Libelle, a two-seat amphibibous kitplane based on an earlier Dornier design. The baseline design of the aircraft is complete and Dornier says that the project is "open for partners".

"It would be of aluminium construction, with an MTOW of 750kg, and would sell for around $100,000," says Dornier, adding that the aircraft would be piston-powered, with a Rotax radial engine offered as an option.

http://www.flightglobal.com/Articles/2005/...s+projects.html

DATE:21/02/06
SOURCE:Flight International

The Philippines is one of only a few countries in the region without any aerospace manufacturing activities. But Seair sister company Dornier Technologie Aircraft Engineering plans to open an assembly plant at Clark airfield outside Manila for its new line of amphibious aircraft, starting with the Libelle two-seat kitplane.

“This will probably be the first aircraft manufactured in the Philippines all the way through,” says Iren Dornier, grandson of aircraft designer Claudius Dornier and chairman of Seair.

Dornier also envisages Clark becoming a base for his new amphibious aircraft products. He already has designed a new version of the Libelle, a small amphibious aircraft that debuted in the 1920s.

Dornier plans to launch sales later this year of the $100,000 Libelle II, a 6.6m long, 2.1m high kitplane which will be manufactured at Clark. “We’re setting up a facility to produce these here in the Philippines,” Dornier says.

The Libelle II will be marketed as an experimental seaplane trainer, but Dornier plans to later develop a certified six-seat version as part of an ambitious plan to establish a portfolio of amphibious products, including a twin-engine special mission turboprop called the ID S-24.

Dornier is now looking for partners to help foot the estimated $700 million in development costs of the 33t S-24.

“This is far away,” Dornier acknowledges.
“The Libelle will definitely be airborne. The [refurbishment of the] Do-24ATT triggered a desire to go into production again. After the Do-24’s world tour we determined to go back into manufacturing and committed myself to the Libelle aircraft.”

http://www.flightglobal.com/Articles/2006/...hilippines.html

Posted Image

http://www.do-24.com/dornier.php?mkt=3#

Did I remember to say that I'm SEAir's number one customer? :armygrin:

Le bump.

Just keeping the uninformed up to speed. :devilwink:


War. What is it good for?--James Brown

What's love got to do with it?--Tina Turner

Only the intelligent are brave.
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Tora^2
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While we do have the skilled labor and engineers who can both service and build aircraft.

Herr Dornier's plans involve the assembly of the finished products namely complete aircraft including parts of the airframe.

However, to support this industry, we should also get investors to help develop facilites that would develop and manufacture components of other vital systems other than the actual airframe to make aircraft manufacture all the more viable like instruments, engine components, fuel pumps, seatbelts and parachutes.

The industry won't go far if such components are pricey because of shipping costs.
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Noki01
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:fire:

Let's face it. Real pilots want real airplanes. And the Tango II is just that. A blazing fast, 200+ Mph composite built aircraft. With top speeds up to 220 Mph, the Tango has little competition to keep up with. And with prices less expensive then most light sport aircraft, you'll get there in half the time for less money.

While the Tango certainly isn't light sport, it sure can handle like a light sport at low speeds! Stall speeds of 60 mph ensure safe landings for low time pilots. With takeoff distances as low as 450 ft, it's getting close to the envelope of STOL aircraft. Fixed gear ensures no langing gear mishaps, and affordable insurance, while still breaking the 200 mph magic barrier.

For pilots looking for an unmatched combination of speed, range and performance in a safe, sleek, roomy, and affordable, two place aircraft. This combination is one-of-a-kind in the industry and the benefit to you is outstanding value.

Cruise speeds of up to 210 mph and a range up to 1,200 miles makes the Tango a productive and exciting aircraft to own.

The stall speed of 60 mph and docile basic flight characteristics makes it a safe and attractive entry-level aircraft.

Typical takeoffs between 450 to 600 ft. and initial climb over 3,000 feet per minute make it a blast to fly.

The low parts count, fixed gear, builder's center option, and low drag design make the Tango Simply Fast.

And Gentlemen, It costs only P1.5M. I can be used by our pilots for training and recon operations. This 2-seater plane is better than all those bullshit, unreal fighter planes until now is just on the drawing board.

Walking up to the Tango, the airplane stands fairly tall. The 180 HP I0-360 Lycoming swings a 76" constant speed Hartzel propeller. All the fuel is located in outboard wing panels, holding 20 usable gallons per side. The main gear is a fiberglass positive bow with 5.00 x 5 wheels and Cleveland brakes. The nose gear is a 4130 hardened, tapered rod with a Lamb nose wheel that is free to caster 25 degrees either side of center line, allowing the A/C to pivot on one main with a turn radius of 8 feet. Entry is from the top of the wing through a gull wing canopy with a fixed forward windshield. The seats are moveable 4130 weldments with 5 inch forward and back and 2 inch up and down.

The Tango has two standard sticks with rudder pedals and toe brakes, left and right sides. The center console has vernier push and pull throttle, prop and mixture control. There is no carb heat due to the engine being fuel injected. The trim wheel is mounted in the center tunnel along with the fuel selector and manual flap handle notched at 10 degrees, 20 degrees, and 35 degrees.

Taxiing the Tango is a real pleasure with very positive control through the differential toe brakes. The ride is very smooth and the rudder becomes effective at 20 MPH. The four long pipes give a hot rod rumble, letting you know you are in for an exciting flight.

The pilot has a choice of 0 degrees or 10 degrees flap for take off due to the light weight and 180-hp with constant speed prop. The acceleration is substantial. Measured takeoff roll with pilot and 40 gallons of fuel is 420 feet with no flaps, and 320 feet with 10 degrees of flap. The rudder is immediately effective upon brake release with takeoff power. The nose wheel can be lifted at 60 MPH, and takeoff soon after at 80 MPH, leaving the nose level until 100 MPH. then climbing at this speed with full power will achieve 2800 to 3000 feet per minute rate of climb with pilot, full fuel and no baggage. Climbing through 1000 feet and reducing power and prop to 25" square gives a climb of 1500 feet per minute. Climbing at 120 MPH gives better over-the-nose visibility. The Tango has good cooling at this speed.

During climb out using climbing turns, one notices the ease of maintaining pitch with the effective trim control wheel and light aileron forces at normal roll rates. Climbing to 8,500 feet takes six minutes, after level off at cruise power of 23" squared, the TAS is 208 MPH with a fuel bum of 8 gallons per hour. Stalls in the Tango are easily controlled power off or on. The stall break is accompanied by a very mild wing drop. No flap power off stall occurs at 78 MPH; 35 degrees of flaps produce a stall at 67 MPH. Power on stalls lower these speeds about 5 MPH.

The Tango has a roll rate of 140 degrees per second at 160 MPH and full stick deflection requires 20 lb. of force. Flying lazy 8's and steep turns in the Tango are a real pleasure. The aileron and stabilizer forces are nicely balanced. The Tango has good stability in pitch and yaw, with neutral stability in roll. During decent the pilot should plan ahead because the Tango builds speed easily and 220 MPH IAS should be maximum speed, while observing 180 MPH for maximum maneuvering. Entering the pattern, 120 MPH should be observed before extending flaps and 100 MPH for full flaps, then 90 to 95 MPH for final approach with 85 MPH over the fence and touchdown at 75 MPH. Minimum landing roll from touchdown to full stop can be made in 850 feet using maximum breaking with flaps and stick full aft.

The Tango flies about as easily as a Piper Cherokee 180 but with everything happening a little faster and with slightly lighter control inputs. The initial acceleration on takeoff roll will probably be the biggest surprise for most pilots, but what a nice surprise.

It is a wonderful plane, and even with two 190 pound occupants and full fuel with 60 pounds of baggage, it is a breeze


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"you dont climb a tree to hunt for fish"
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