red750

The Comp Air Jet is an American eight-seat, low-wing, pressurized, tricycle undercarriage, turbofan-powered civil utility aircraft marketed by Comp Air for amateur construction. The company website does not list it as being in production in 2022. In 2002 the co-owners of Aerocomp, which is now known as Comp Air, Steve Young and Ron Lueck announced the Comp Air Jet project. The jet is constructed from a "proprietary carbon-fiber hybrid sandwich" and powered by a Ukrainian Ivchenko AI-25 engine. Alternative engines planned for included the Pratt & Whitney JT12-8 or CJ610 or projected future Williams International or Agilis engines. On July 10, 2004 the Comp Air Jet flew for the first time from Merritt Island Airport. Though the gear was not retracted during the flight, the aircraft still reached speeds of 157 kn (291 km/h). The jet landed after 37 minutes with the landing taking about 2000 feet. On January 11, 2005 Aerocomp flew the prototype back to the Merritt Island Airport for further development work after more than 30 hours of flight testing at Space Coast Regional Airport, Titusville, Florida.

The Collins Dipper was an American homebuilt flying boat that was designed and produced by Collins Aero of Chadds Ford, Pennsylvania and first flown in 1982. The aircraft was supplied in the form of plans for amateur construction. Only one was built and none remain registered. The Dipper was a conversion of a Cessna 150, adding a fiberglass hull and nose to the Cessna land plane. Development was protracted and started in 1964, leading to a first flight in 1982. The Dipper featured a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit with doors, retractable tricycle landing gear and a single engine in pusher configuration mounted above the cabin on struts. The aircraft is made from aluminum and fiberglass, retaining the Cessna 150's wing and lift struts. The 33.4 ft (10.2 m) span wing employs a NACA 2412 airfoil, mounts flaps and has a wing area of 160 sq ft (15 m2). The standard engine used was the 180 hp (134 kW) Lycoming O-360 powerplant. The aircraft nose wheel retracted forward and the main landing gear retracted upwards into the rear window space. The Dipper had a typical empty weight of 1,100 lb (500 kg) and a gross weight of 1,760 lb (800 kg), giving a useful load of 660 lb (300 kg). With full fuel of 39 U.S. gallons (150 L; 32 imp gal) the payload for pilot, passengers and baggage is 426 lb (193 kg). The manufacturer estimated the conversion time from the plans as 1000 hours.

It was only his 3rd solo.

Accident in first 10 seconds of this video -

As mentioned above, The PA-23 was developed from the Stinson Twin, pictured below.

The Schweizer RU-38 Twin Condor is a two or three-seat, fixed gear, low wing, twin boom covert reconnaissance aircraft. RU-38 is the US military designation for the aircraft, indicating Utility, Reconnaissance. The Schweizer company model number is Schweizer SA 2-38A Condor and, in its three-seat configuration, Schweizer SA 3-38A Condor. Based on the Schweizer SGM 2-37 motor glider, a total of five RU-38s were produced between 1995 and 2005. The aircraft remains in production by Sikorsky Aircraft after acquiring Schweizer. The development of the Schweizer SGM 2-37 motor glider for training use at the United States Air Force Academy led to two reconnaissance versions of that design, carrying the company model numbers SA 2-37A and SA 2-37B. In Central Intelligence Agency, US Army and US Coast Guard service these were designated RG-8A and RG-8B. The RG-8s were employed in border security and surveillance missions. In the mid-1990s, the Coast Guard decided that the aircraft would be more useful if their capabilities were improved to include night operations by the addition of more mission sensor equipment. Discussions with Schweizer Aircraft resulted in a plan to upgrade two RG-8As and to build one new aircraft to provide a total of three. The RU-38 was intended to fulfill both the low altitude, quiet, over water/hostile terrain reconnaissance role and also the high altitude standoff surveillance role. The design missions for the RU-38A were: Border integrity Counter-terrorism surveillance Drug enforcement Electronic intelligence Fishery patrols Illegal alien surveillance Intelligence collection Maritime patrol Pollution patrol & environmental monitoring Search and Rescue In converting to the new RU-38A configuration, the conventional RG-8A airframe was greatly modified by: Removing the single 235 hp (175 kW) Lycoming O-540-B powerplant Installing two Teledyne Continental Motors GIO-550A engines with a 3:2 gear reduction to 2267 operating rpm. The engines are mounted one in the nose and the other in the rear of the fuselage. Enlarging the crew compartment Improving the engine mufflers Increasing the wingspan from 56.5 ft (17.22m) to 84.13 ft (25.65 m) Changing the single tail fin to a twin-boom configuration with two fins Greatly enlarged sensor bays Improved noise signature reduction Tricycle landing gear replacing the conventional landing gear For details of the two variants, click here.

Thanks rgm, but I can't get any details, and there are hardly any usable photos. A number of Youtube videos. There is a forum, which I didn't register for, with member comments like this forum, which have all been redacted out. There is nothing with description, history or specifications. The Wikipedia page when you search for Pchelka-2 brings up the twin engine Antonov An-14, whose model name is Pchelka, Bee in English.

I think he was trying to recover from a bounce.

A report posted on Facebook... A transport safety boss has said a trainee pilot is “a very lucky young man” after his light aircraft crashed into the runway and caught fire at an airport. The 21-year-old was conducting just his third solo flight when the incident occurred at Parafield Airport in Adelaide’s north at 12.30pm on Monday. The ATSB has revealed the student was conducting circuit training and attempting a touch-and-go manoeuvre when things went wrong. “They’ve bounced heavily on their first go of touching down the runway. Then, in that sequence of trying to then lift off and apply power, there’s been insufficient airspeed,” Australian Transport Safety Bureau (ATSB) Chief Commissioner Angus Mitchell explained. “That’s caused the left wing to stall and to come down and impact with the runway there.” The pilot managed to extract himself from the aircraft and move to safety around 30 seconds after the collision with the ground. The aircraft then caught fire and was destroyed. Despite the dramatic incident, the young aviator, who was unhurt, says he’s keen to get back in the air. “I feel lucky,” he told reporters of the incident. “I just want to practice more and fly better and next time will be better. “It’s a bit sad to lose the plane I’ve been flying like 20 hours (in), but I just want to move on, just want to learn more.” The Australian Transport Safety Bureau has confirmed it is investigating the crash. “Very fortunate student pilot, less so fortunate owner of the aircraft,” Mitchell said. Mitchell said investigators would examine the aircraft itself and gather more details about the pilot’s experience and what led to the loss of airspeed that caused the collision. “We see around 20 incidents and accidents every year with student pilots doing solo flights,” he said, noting that student pilots on solo flights present a certain level of risk. The ATSB is still gathering information to determine the full extent of the investigation. The video accompanying the report concentrated on the fire, pall of smoke and burnt out aircraft, and did not show the stall and crash.

The video was shown on Sunrise this morning but has not been uploaded to the news page on the internet, and has not been uploaded to 7plus streaming, even the Adelaide News version. Other video, of the student pilot being interviewed by the Ch 7 reporter, and vision of the fire and burnt out plane are shown, but not the stall/crash. That may be uploaded later.

Video this morning shows the aircraft attempt to climb with insufficient speed, drop the left wing and fall to the runway.

The Aviation Traders ATL-90 Accountant was a 1950s British twin-engined 28-passenger turboprop airliner built at Southend Airport England by Aviation Traders, a member of the airline and aircraft engineering group controlled by Freddie Laker. The ATL-90 Accountant was a turboprop airliner designed as a replacement for the Douglas DC-3. It was powered by two Rolls-Royce Dart turboprops and first flew from Southend on 9 July 1957. The only Accountant, initially flown using the test serial G-41-1, but quickly registered G-ATEL, was displayed at the Farnborough Airshow in September 1957 but did not attract much commercial interest. The aircraft last flew on 10 January 1958, development was abandoned and the aircraft was scrapped in February 1960.

There was no mention of whether he attempted to flare the landing, he just told the reporter "It just kept going down".

Says he plans to continue to get his licence.

A student conducting a solo flight in a Cessna 172 at Parafield Airport crashed into the runway. The plane caught fire, which spread to a grass fire, but the student walked away without a scratch.

The Fairey FB-1 Gyrodyne was an experimental British rotorcraft that used single lifting rotor and a tractor propeller mounted on the tip of the starboard stub wing to provide both propulsion and anti-torque reaction. It was the first of a third type of rotorcraft, the gyrodyne. In April 1946, Fairey announced a private-venture project for a rotary-wing aircraft, to be built to a design developed by Dr. J.A.J. Bennett while he was chief technical officer at the Cierva Autogiro Company in 1936–1939. The Gyrodyne, constituting a third distinct type of rotorcraft and designated C.41 by the Cierva Autogiro Company, was in 1938 successfully tendered to the Royal Navy in response to Specification S.22/38 for a naval helicopter. Though preliminary work started on the project, it was abandoned with the outbreak of the Second World War, and G & J Weir, Ltd., the financiers of the Cierva Autogiro Company, declined to undertake further development in addition to their successful experiments with the W.5 and W.6 lateral twin-rotor helicopters. After the Second World War, the Cierva Autogiro Company was engaged with the development of the Cierva W.9 "Drainpipe" and the W.11 Air Horse helicopters under the direction of Cyril Pullin, and Bennett joined Fairey in late 1945 as head of the newly established rotary wing aircraft division. The FB-1 Gyrodyne was a compact, streamlined rotorcraft weighing just over 4,410 lb (2,000 kg) and powered by a 520–540 hp (390–400 kW) Alvis Leonides 522/2 radial engine, the power from which could be transmitted in variable ratios to the fixed-shaft/swashplate-actuated tilting hub-controlled rotor and the wing tip mounted propeller. The Gyrodyne possessed the hovering capability of a helicopter, while its propeller provided the necessary thrust for forward flight to enable its rotor, driven at low torque in cruise flight, to operate at low collective pitch with the tip-path plane parallel to the flight path to minimise vibration at high airspeed. Collective pitch was an automatic function of throttle setting and power loading of the propeller, which to maintain rpm diverted torque away from the rotor as airspeed increased. Only 2 prototypes completed.

The Creative Flight Aerocat is a Canadian mid-wing, all composite, four passenger experimental aircraft that can be configured for amphibious float operations. Under development since 1998, the aircraft is intended to be supplied in kit form by Creative Flight of Haliburton, Ontario, for amateur construction. The company has since been renamed Auriga Design. Development started in 1998 on the MPA Aerocat. In 2002, the vehicle was renamed the Creative Flight Aerocat. The all composite aircraft features a distinctive gull-wing design with pods that floats can attach to. A twin engine variant is powered by two Jabiru 3300 engines. In both the case of the single and twin engined versions, the engines are mounted in pusher configuration on a composite arch behind the cockpit. Status Under development Number built One (2011) Single engine variant Twin engine variant

This is possibly a variant on the Russian Antonov An-14, believed to be the An-14sh, an experimental trial of a hovercraft type landing gear, enabling it to land on an unprepared runway, water, snow or ice, or swampland.

The Cornelius Mallard was a single-engined light aircraft of very unusual configuration, tailless and with a swept forward wing of variable incidence. It flew between 1943-4. The Mallard was the third aircraft type produced by Cornelius Aircraft. The first two, the FreWing and the LW-1 were conventional in layout but unusual in using independently variable incidence wings for pitch and roll control. The wings of the Mallard could also be adjusted in the air, but they were of low aspect ratio with marked forward sweep. The trailing edge carried conventional ailerons near the tips and elevators close to the fuselage. The Mallard was also a tailless aircraft, in the sense of lacking a horizontal tailplane. The rest of the aircraft was conventional, with single fin and rudder and a side-by-side cockpit for two behind a flat four engine. The undercarriage was fixed and of the tailwheel type. Like other Cornelius designs, the sole Mallard was built by the Spartan Aircraft Company. The Mallard first flew on 18 August 1943, flown by Arthur Reitherman, though some sources suggest that most of the subsequent 18 flights were in the hands of the Romanian aerobatic pilot Alexander Papana. The first public flight was on 7 September 1943. It was reported to have been 700 lb (320 kg) overweight and there were plans to install a more powerful engine. The designer claimed that the Mallard was stall and spin proof, though the later loss of the much larger but similarly configured Cornelius XFG-1 in an irrecoverable spin has cast doubt on this.

The Martin XB-48 was an American medium jet bomber developed in the mid-1940s. It competed with the Boeing B-47 Stratojet, which proved to be a superior design, and was largely considered as a backup plan in case the B-47 ran into development problems. It never saw production or active duty, and only two prototypes, serial numbers 45-59585 and 45-59586, were built. In 1944, the U.S. War Department was aware of aviation advances in Germany and issued a requirement for a range of designs for medium bombers weighing from 80,000 pounds (36,000 kg) to more than 200,000 pounds (91,000 kg). Other designs resulting from this competition, sometimes nicknamed "The Class of '45", included the North American XB-45 and the Convair XB-46. All of the bombers comprising the Class of '45 were transitional aircraft, which combined the power of turbojets with the aeronautical design of World War II, notably the unswept wings and tail surfaces. The XB-48 was no exception, as its round fuselage and unswept wings showed a distinct influence of Martin's B-26 Marauder medium bomber. At the time of the XB-48's design, jet propulsion was still in its infancy. While the B-26 had enough thrust with two massive 18-cylinder radial engines, the XB-48 needed no less than six of the low-thrust turbojets available at the time. And, although it appeared superficially to have six separate engine nacelles – that is, three under each wing – the XB-48 actually had only two, unusually wide, three-engined nacelles. Each of these large nacelles also contained an intricate set of air ducts that constituted the engines' cooling system. The XB-48 was the first aircraft designed with bicycle-type tandem landing gear, which had previously been tested on a modified B-26. The wing airfoil was too thin to house conventional landing gear mechanisms. The main landing gear was in the fuselage and small outriggers located on each wing were used to balance the aircraft. During development, Boeing was using German swept-wing research to develop the dramatically more capable Boeing B-47 Stratojet for the same role. As this outperformed all of the Class of '45, development of the XB-48 continued only as a backup in case the B-47 ran into problems, which did not occur. The only member of the '45 to be put into production was the North American B-45 Tornado, which only served for a few years as a bomber before being replaced by the B-47. The XB-48 made its first flight on 22 June 1947, a 37-minute, 73 mi (117 km) hop from Martin's Baltimore, Maryland plant to NAS Patuxent River, Maryland, but blew all four tires on its fore-and-aft mounted undercarriage on landing when pilot Pat Tibbs applied heavy pressure to the specially designed, but very slow to respond, insensitive air-braking lever. Tibbs and co-pilot Dutch Gelvin were uninjured.

The Lesher Nomad is an innovative two-place homebuilt aircraft. Designer Edgar J Lesher had previously worked at Stinson Aircraft Company in Wayne, Michigan on the Stinson 106 Skycoach. The Skycoach was a four-place aircraft with a pusher propeller, a configuration which captured Lesher's imagination. In August 1958, he attended one of the early Experimental Aircraft Association Fly-Ins. The homebuilt aircraft he saw there inspired him to design one himself. Remembering the Skycoach, he began the design of an all-aluminum two-place, side-by-side, pusher propeller aircraft. Construction began in February 1959. In October 1961, after 5,000 hours of construction, he first flew his aircraft, the Lesher Nomad (N1066Z) at Willow Run Airport in Ypsilanti, Michigan. A novel design feature was his use of a Dodge Flexidyne Coupling in the drive train to dampen torsional vibrations. The aircraft was powered by a 100 hp Continental O-200 engine driving a 72-inch Hartzell ground-adjustable propeller. Lesher flew the Nomad to the 1962 EAA Fly-In in Rockford, Illinois, where the design attracted a lot of interest. In 1964, flying Nomad, he took the grand prize in the AC Spark Plug Rally. The aircraft was regularly flown until Lesher's death in 1998. The aircraft is on display in the atrium of the Francois-Xavier Bagnoud building at the University of Michigan.

The Hiller X-18 was an experimental cargo transport aircraft designed to be the first testbed for tiltwing and V/STOL (vertical/short takeoff and landing) technology. Design work started in 1955 by Stanley Hiller Jr and Hiller Aircraft Corporation received a manufacturing contract and funding from the United States Air Force to build the only X-18 built, serialized 57-3078. To speed up construction and conserve money, the plane was constructed from scavenged parts including a Chase YC-122C Avitruc fuselage, 49-2883,[1] and turboprops from the Lockheed XFV-1 and Convair XFY-1 Pogo experimental fighter programs. The tri-bladed contra-rotating propellers were a giant 16 ft (4.8 m) across. The Westinghouse turbojet engine had its exhaust diverted upwards and downwards at the tail to give the plane pitch control at low speeds. Hiller nicknamed their X-18 the Propelloplane for public relations purposes. Number built 1

This one might be a bit harder. Google image search identified it as a DHC 3 Otter, but the Otter doesn't have that centre wing thing. The fin shape is also totally different.

Right on Arron25.