Latin American aerospace news and aircraft projects

MiG-29SMT

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Mexican designer Angel Lascurain designed several aircraft

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One of the most brilliant chapters in the Mexican aeronautical constructions was carried out by the most important airplane builder in Mexico, Eng. Ángel Lascuráin y Osio.

Graduated from the National School of Engineers in 1909, he was hired in 1918 in the National Workshops of Aeronautical Constructions (TNCA), where he collaborated with Francisco Santarini. Two years later he was appointed Chief of the TNCA, during this period Engineer Lascuráin stood out when designing and manufacturing the Series B, E Series, Sonora, Mexico and Avro - Anahuac aircraft. Under his direction the TNCA had a great development and growth.

Later he worked in the Juan F. Azcárate factory, where the Corsarios - Azcárate aircrafts were built. Later, he independently designed and built the Sport, Celia and Aura bimorts, where he demonstrated a great vision to get ahead of his time with the development of light twin-engined tourism and a twin-engine passenger, concepts in the 50's still not They had coined.

This series of articles will cover the stage in the legacy of Engineer Ángel Lascuráin, in which the two-engine Sport, Celia and Aura become independent, a neuralgic point in the history of Mexican aeronautical constructions, that if the destination has been presented Slightly different may well have been the resurgence of an aerospace industry in the country.

Once the construction of the Azcárate aircraft for the Military Aviation School was supervised, in 1930, Angel Lascuráin moved away from the aeronautical activities for a while, dedicated other businesses, but always dreamed of a very special aircraft and continued to prepare a revolutionary design where the maximum aerodynamic efficiency was achieved, making the fuselage of the airplane part of the sustaining group instead of a parasitic load as in most aircraft. The device would be the first twin engine made in Mexico and capable of being productive as a commercial aircraft in the conditions prevailing in Latin America: short and poorly prepared runways, large elevations of the terrain and little ground support.
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The Lascurain Sport
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Lascurain Aura
General Salinas, on his own, built another twin-engine based entirely on the Lascuráin design, although a little larger and equipped with inverted cylinder Menasco engines. This aircraft, apparently called "Salinas IV", served with the Mexican Air Force and was tested by Radamés Gaxiola, veteran of the Pacific War with the 201 Squadron. The last time this special plane was seen was when its remains were in the Fourth Maintenance Step of the FAM, at the end of the 1940s.
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That helicopter was designed in Bolivia is called Sirionó II it is a prototype and it is usual in our countries many projects do not go beyond prototype stage
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If you are interested you can read this link and see lots of pictures of the chopper
http://helicopterosfumi.blogspot.com/
 
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MiG-29SMT

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The Anahuac Tauro is a Mexican agricultural aircraft built in small numbers in the late 1960s and 1970s. The first prototype flew on 3 December 1968, with Mexican Type certification (the first type approved by Mexico's DGAC) following on 8 August 1969.[1] It was a low-wing braced monoplane of conventional configuration with fixed tailwheel undercarriage. The wing was of constant chord and had spray bars installed along its trailing edge.
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General characteristics

Crew: One
Capacity: 870 L (230 US Gallons) of liquid or 800 kg (1,764 lb) of dry chemicals
Length: 8.21 m (26 ft 11¼ in)
Wingspan: 11.44 m (37 ft 6½ in)
Height: 2.34 m (7 ft 8 in)
Wing area: 20.24 m² (217.9 ft²)
Airfoil: US 35B
Empty weight: 958 kg (2,112 lb)
Max. takeoff weight: 2,064 kg (4,552 lb)
Powerplant: 1 × Jacobs R-755-SM seven-cylinder radial engine, 261 kW (350 hp)
Performance

Never exceed speed: 225 km/h (121 knots, 140 mph)
Maximum speed: 193 km/h (104 knots, 120 mph)
Cruise speed: 137 km/h (74 knots, 85 mph) (econ cruise)
Stall speed: 68 km/h (36.5 knots, 42 mph)
Range: 375 km (202 nm, 233 mi)
Service ceiling: 5,790 m (19,000 ft)
Rate of climb: 4.3 m/s (850 ft/min)
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TONATIUH MX-1 plane - Mexico

The
TECHNICAL DATA "Bárcenas B-01 Production Certificate No. 3 Issued by the General Directorate of Civil Aeronautics Motor
Lycoming o-540 Power 235 H.P.
Dimensions: Width11.0 m
Length7.50 m
Height2.75 m
Alarm area 17.6 m²
Maximum Weight1 450 Kg
Empty weight 750 Kg
Payload 750 Kg


Fumigant box capacity 710 liters
Gasoline capacity175 liters Charge for H. P.6.17 Kg / H. P.
was designed by the Marina of Mexico (SEMAR) and by the Polytechnic Institute of National (IPN) the Higher School of Mechanical and Electrical Engineering (ESIME). The design work started in 1978, ending the construction of the first prototype in 1980, with an investment of nearly two million pesos. The first flight of the prototype was made on May 18, 1980, the first flight The first official flight on June 1 of the same year.

it was a single-engine airplane, with high wing and the tubular structure, which develops a speed of up to 195 km / h, can be used as a primary trainer for pilots, such as the aircraft and the environment. The Tanatiuh was a robust and simple aircraft, and it costed 35% less than its foreign equivalent.

For its wing profile they used another Mexican aircraft, designed and manufactured by national technicians Monterrey. However, the section of the wing was specifically designed for it, and although Bárcenas ribs, beams and tensioners B-01 were used, the cost modulation in this case was different.

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TECHNICAL DATA "Bárcenas B-01 Production Certificate No. 3 Issued by the General Directorate of Civil Aeronautics Motor
Lycoming o-540 Power 235 H.P.
Dimensions: Width11.0 m
Length7.50 m
Height2.75 m
Alarm area 17.6 m²
Maximum Weight1 450 Kg
Empty weight 750 Kg
Payload 750 Kg


Fumigant box capacity 710 liters
Gasoline capacity175 liters Charge for H. P.6.17 Kg / H. P.
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Technical data
Seats: 2
Length: 7 m
Spread: 10 m.
Cabin length: 1.69 m.
Cabin width: 2.10 m
Height of the floor to the wing: 2,13 m.
Empty weight: 350 kg.
Maximum takeoff weight: 450 kg.
Payload: 50 kg.
Distance for landing: 150 m.
Maximum speed: 195 km / h
Autonomy: 3.5 hours.
Engine: Lycoming of 150 hp.


it is a very technical work by the IPN it basically says there was another derivative, sadly another failed program, it was the Chac it has a very short introduction in English but it is worth to read it.
next picture has the Chac built upon the Barcenas aircraft in white red and blue it is at the ESIME polytechnic

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https://www.academia.edu/22115846/Proyecto_Aeromarmi-ESIME_Ticomán_desarrollo_integral_de_una_aeronave_utilitaria_fabricada_en_materiales_compuestos
Technical data of the Chac Project

Fuselage type tubular Alascon two "I" beams in 6061-T6 aluminum, plywood ribs, duralumin tensioners, lined in aeronautic fabric Fiberglass fuel and fumigant tanks Lycoming 6-cylinder engine Model O-540 of 235 HP

Fixed pitch propeller for 235 HP motor with variable pitch for 260 HP motor
Maximum weight 1450 Kg
Empty weight including application equipment 800 Kg
Useful load 650 Kg
Hopper capacity 710 Liter
Pay rate to ½ fuel tank 512 Kg
Installed engine Lycoming 0-540 B2B5 335HP or Lycoming 0-540 BlA5 260 HP



number of aircraft built Three prototypes Construction period 1982-1983

source https://docplayer.es/80373078-Secre...es-economicas-administrativas-y-sociales.html
The teachers, on the other hand, came in contact with a reporter from the magazine Proceso. On March 25, at number 73 of the magazine, an article was published under the heading of "Obstruction of the Aeronautical Industry: Mexico bought from Brazil aircraft that were already manufactured here."

With so much activity on our part, or due to the inconvenient clauses of the binational contract, the announced purchase of the 40 IPANEMAs was not carried out. Only half a dozen were bought, as we later learned.

In September of that same year of 1978, my friend Sergio and I learned that a plane "Bárcenas B-01", a Mexican agricultural plane, had been assembled, in the workshop located in the Uruapan airport, and we got a companion Our inspector of the DGAC (General Directorate of Civil Aeronautics) will take us there to carry out the inspection and issue the airworthiness certificate.

We traveled all night and arrived at dawn. We stayed in a modest hotel and in the morning we headed to the airport.

The "Bárcenas" was an agricultural work plane designed by a Mexican, Eng. David Bárcenas Beutelspacher, of which about 50 airplanes were built. But already in the 80s its manufacture became more onerous and the construction workshop closed operations. The design of its wing profile became property of the IPN and was used in a modified version of the same airplane "Bárcenas", for the Mexican Navy as a basic training aircraft and aerial exploration, which was given the name "Tonatiuh" "

source https://docplayer.es/80373078-Secre...es-economicas-administrativas-y-sociales.html
 
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AAMSA Quail a license of the Callair A-9 Aero commander, more than 100+ built.
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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.
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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.

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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.

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http://www.urrib2000.narod.ru/Equip1.html
 

MiG-29SMT

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Gavilan 538 from Colombia, designed by Gavilan S.A. a Colombian Company
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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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The Bolivarian Aircraft Factory CA, is a Venezuelan company that produces the ultralight aircraft Miura FBC-700 in its Standard, Stol and Superstol versions. This is a two-seater high-rise aircraft with a metal construction of 300 kg of empty weight and the possibility of motorizing between 80 and 120 HP. The standard engine is the Rotax 912S of 100 HP, but versions with Jabiru of 120 HP are also possible. The landing gear is tricycle and the cabin has a width of 1.12 meters. The cruising speed is 176kmh with a flight range of 3 hours expandable to 6 hours with optional tanks.
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The Coelum drone was manufactured by the Colombian Aeronautical Industry Corporation (CIAC). To verify its ability to carry out intelligence, reconnaissance and surveillance missions, it was subjected to various types of tests, which it successfully passed.
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If you want to know the results of the tests, as well as the technical characteristics of this drone that will be acquired by the Colombian Armed Forces, watch this video, which contains unpublished images taken by the Infodron.es correspondent in Colombia.


IRIS UAV AND QUIMBAYA UAV MANUFACTURED IN COLOMBIA
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GAVILÁN UAV DEVELOPMENT by CIDFAE in Ecuador
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Ricuk and Amaru, the latest creations of CIDEP, are the result of different UAVs that have been improved characteristics and capabilities.
The Peruvian Air Force (FAP) has since 1993 the Center for Research and Development of Projects (CIDEP), which was created to develop simulators of Cessna A-37 aircraft. The project was in charge of the electronic service officers. After the successful result they continued with the development of a series of simulators that facilitate training and different exercises for aircraft, anti-aircraft systems, rifle shooting and parachutes.

In addition to UAVs, the EcoBox System is developed in CIDEP to facilitate communication between pilots, control towers and simulators.
Since then, CIDEP has grown and improved its capabilities over the almost 25 years it has as a unit of the FAP, especially from the new requirements, new technologies and the development of new capabilities of the staff of that unit . Thus, since 2010, they began to work on the development of drones or unmanned aerial vehicles (UAVs), which have been in continuous improvement until they reach the recent Ricuk ("Observer" in Quechua) and Amaru ("red-eyed snake" according to Inca mythology), which show all the knowledge acquired in the years that CIDEP has been operating.

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RUAS-160, the new 100% Argentine helidron
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UAV Aukan UX-13 of the Argentine Air Force
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Aerodynos SA de CV JA-177 aircraft made in Colombia, at valle de Cauca


WACSA Colombian agricultural aircraft
Colombian engineers and mechanics built the Aeroagro AA100, an ultralight and highly precise aircraft that facilitates crop spraying. It also reduces the environmental impact.

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Aeromarmi / M1 Stela: Airplane, Aircraft, Ultralight, Made in Mexico.
manufactured by Mexicans in San Luis Potosi

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Lascurain Aura from Mexico
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IPN Chac rests in Mexico city

 

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Montaer MC-01 from Brazil
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It was the first jet aircraft of this type to be manufactured in Latin America, and the ninth in the world. It's the The I.Ae. 27 Pulqui. It flew for the first time in 1947 designed by Dewoitine, who was a French engineer who had escaped to Argentina after the Second World War ended. It was designed and manufactured at the Aerotechnical Institute of Córdoba.
Based on the results obtained by the Pulqui I prototype, the Aerotechnical Institute begins a new jet aircraft project called I.Ae. 33 Pulqui II. This was designed by the Argentine engineer Norberto Morcchio and the participation of the famous German designer Kurt Tank
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It is an advanced training aircraft but also designed for ground attack and counterinsurgency. The EMB 314 Super Tucano, which is also called A-29 by the Brazilian Air Force
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The FMA IA 50 Guarani II is a twin-engined 17-seat utility aircraft produced by the Argentine manufacturer FMA, Fabrica Militar de Aviones, developed by DINFIA (Direccion National de Fabricaciones e Investigaciones Aeronauticas).

Crew2
Passengers15
Propulsion2 Turboprop Engines
Engine ModelTurbomeca Bastan VI A
Engine Power (each)694 kW931 shp
Speed500 km/h270 kts
311 mph
Service Ceiling12.497 m41.000 ft
Range1.995 km1.077 NM
1.239 mi.
Empty Weight3.924 kg8.651 lbs
max. Takeoff Weight7.120 kg15.697 lbs
Wing Span19,53 m64 ft 1 in
Wing Area41,8 m²450 ft²
Length14,86 m48 ft 9 in
Height5,81 m19 ft 1 in
First Flight26. Apr. 1963
Production Statusout of production
Total Production35
ICAO CodeIA50
Data for (Version)FMA IA 50 Guarani II
IA-50 guarani
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The FMA IAe 24 Calquin "Kalkin" (Royal Eagle) is a strike aircraft (light bomber) designed by the FMA to replace the Douglas A8 bombers in the Argentine Air Force.

Solid wood twin-engine midwing with retractable landing gear.

Created by INSTITUTO AEROMECANICO on the basis of the design of the British De Havilland Mosquito bomber. The first twin-engine aircraft built in Argentina. The first flight was 02/25/1946 Serial production was carried out at the FMA in Cordoba, in 1946-47. 100 vehicles built.

The aircraft is equipped with two radial fourteen-cylinder twin-row PRATT & WHITNEY R 1830-SC-G TWIN WASP engines with a capacity of 1050 hp. Screws - three-bladed metal, variable pitch.

The armament consisted of four 20-mm HISPANO cannons, fixedly mounted on the lower nose of the fuselage, and 800 kg of bombs on an internal suspension in the bomb bay of the fuselage. Later, the cannons were replaced with 12.7-mm BROWNING machine guns, and guides for the NURS were installed under the wing plane.

The aircraft was in service with the Argentine Air Force until 1960. It was involved in the fight against partisans and insurgents.
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https://www.youtube.com/watch?v=3ALKV2SQ6Js

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I.AE. 30 "ÑANCÚ"
Following World War II, Argentina experienced an influx of former German and Italian engineers. One such engineer was Cesare Pallavicino, formally with the Italian aircraft firm Caproni. Pallavicino was brought into the Instituto Aerotécnico (IAe) to design a twin-engine escort fighter. This project would become the IAe 30 Ñancú.

The sleek Argentine FMA IAe30 Namcu with what appears to be a damaged aileron.
The sleek Argentine FMA IAe 30 Ñancú with what appears to be a damaged aileron.

Initially, Pallavicino submitted two jet-powered designs and one piston-powered design. The piston-powered design was chosen for development as the IAe 30. In addition to Argentine engineers, Pallavicino was also able to bring a number of former Caproni engineers to work on the project. Three IAe 30s were ordered and construction of the first prototype began in July 1947.

Powered by two 1649 cu in (27.0 L) Rolls-Royce Merlin 134/135 engines that produced 2,035 hp (1,517 kW) each, the Ñancú resembled the de Havilland Hornet, but it was an original, all-metal design. The propellers were four-blade de Havilland units, 12 ft (3.66 m) in diameter. The aircraft had a wingspan of 49 ft 3 in (15 m) and a length of 37 ft 10 in (11.52 m). The aircraft's empty weight was 12,313 lb (5,585 kg), and it had a gross weight of 19,301 lb (8,755 kg). The IAe 30’s top speed was 460 mph (740 km/h) and cruise speed was 311 mph (500 km/h). Range was 1,678 mi (2,700 km).

The IAe 30 during a ground run of its Merlin engines.
The IAe 30 during a ground run of its Merlin engines. Note the streamlined engine nacelles.

The proposed armament consisted of four 20 mm Hispano-Suiza cannons mounted in the aircraft's lower fuselage, under the wings. In addition, a 550 lb (250 kg) bomb could be carried under the fuselage, and five 3.25 in (83 mm) rockets could be fitted under each wing. However, the prototype was never assembled.

The IAe 30 team was under a lot of pressure to quickly complete the aircraft. A few corners were cut during design and testing but the aircraft, mostly complete, was ready for ground tests on June 8, 1948 (some say June 9). Despite wind tunnel tests not being completed, the IAe 30 took to the air for the first time with Captain Edmundo Osvaldo Weiss at the controls on 18 July 1948 (some say 17 July). Initial flight tests revealed that the aircraft performed well and possessed good handling characteristics.

On a cross country flight from Córdoba to Buenos Aires on 8 August 1948, the Ñancú averaged 404 mph (650 km/h) at only 60% power. While flying level at 18,370 ft (5,600 m) during the flight, the aircraft reached 485 mph (780 km/h) with the aid of a strong tail wind. Based on the initial performance of the aircraft, an order for 210 IAe 30s was placed.

The Ñancú in flight display is resemblance to a de Havilland Hornet.
The Ñancú in flight, displaying is resemblance to the de Havilland Hornet.

During continued testing the aircraft achieved 560 mph (900 km/h) in a dive. Only minor changes to the aircraft were required, but it took a long time for the changes to be implemented. Part of the delay was poor communication between the test pilots and the design staff. One pilot who flew the Ñancú and reported very favorable results was Professor Matthies, better known as Kurt Tank. Tank was a German aircraft designer who had worked for Focke-Wulf during World War II, designing the Fw 190 fighter, among others. After the war, he immigrated to Argentina and assumed the pseudonym Pedro Matthies.

In early 1949, the prototype was badly damaged when test pilot Carlos Fermín Bergaglio misjudged a landing. Although the aircraft could have been repaired, there was no interest in doing so. The prototype had achieved its design goals and showed great potential. However, the jet age had arrived, and the Argentine Air Force (Argentine Air Force) was focused on jet aircraft for their future fighters. Argentina had purchased 100 Gloster Meteor jet fighters, which were delivered by September 1948. Citing “financial reasons,” the order for the IAe was canceled in late April 1949. The Fabrica Militar de Aviones (FMA), the state-run overseer of the IAe, made the decision to abandon the project. The damaged prototype and the two unfinished prototypes were scrapped, ending the story of one of the last piston-engine fighters to be developed.
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IAE D.L.22-C Ea-708 in flight. Developed by Argentina’s Institute Aerotecnico as a reconnaissance and light attack aircraft and trainer, the IAE D.L.22 made its first flight in May 1943. Two versions were produced; the D.L.22, powered by the 450 h.p. El Caucho radial, and the D.L.22-C with a 475 h.p. Armstrong Siddeley Cheetah 25. A total of 220 was built.
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THE FASTEST single-engine piston AIRPLANE IN THE WORLD IS BRAZILIAN - Get to know the CEA- 311 Anequim



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Augusto "Pirincho" Cicaré (1937-2022) was an inveterate dreamer and a born inventor. Without having completed more than sixth grade, he was able to design and manufacture engines and helicopters that today this family-owned SME exports to the United States, Europe, and countries in Asia and Oceania.

At the Cicaré S.A. industrial plant, in the Buenos Aires town of Saladillo, the Cicaré 7 (single-seater), the Cicaré 8 (two-seater "side by side") and the Cicaré Tandem (for two passengers, one behind the other) are produced. ultralight (less than 300 kg), whose structure is made of steel and aluminum in the cabin, with carbon fiber blades. The Cicaré SVH-4 Trainer, a unique flight trainer for helicopter pilots, is also manufactured there. All these models were created by the indefatigable "Pirincho", and produced entirely in the factory where 28 people work.

The firm currently exports 80% of its production. "The relationship was always 40% sales to the local market and 60% to the international market, but now we are exporting a little more," says Juan Manuel Cicaré, son of the founder and current president of the company.

The SME that will land in Germany
Recently, the firm obtained certification from the German Ultralight Flight Association (DULV) to market helicopters in that market. Before this, it had to carry out resistance and quality tests, and the redesign of some parts. In these tests, it had the collaboration of institutions such as INTI, the Faculty of Engineering of the University of La Plata and the Technical Assistance Directorate (DAT) of Santa Fé, among others.
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