Design and Development
Jimmy R. Parrish began developing the Dart in 1983, initially as a delta-winged concept before evolving it into a canard pusher configuration inspired by Burt Rutan's Long-EZ and VariEze designs. Unlike Rutan's aircraft, Parrish created custom wing and canard designs rather than using established airfoils like the Roncz series. The design featured mixed wood and composite construction, with solid-core fiberglass airfoil shapes cut using hot-wire foam techniques.
The aircraft incorporated several innovative features for a homebuilt design, including side-stick controls in both cockpit positions and a retractable nosewheel combined with fixed main gear. The tandem seating arrangement was housed under a bubble canopy in a cabin measuring 26 inches wide, providing accommodation for a pilot and single passenger.
Technical Specifications
The Dart measured 14.4 feet in length with a wingspan of 23 feet, yielding a wing area of 75 square feet and an aspect ratio of 7.1:1. The design gross weight was established at 1,200 pounds, resulting in a wing loading of 16 pounds per square foot. Fuel capacity was set at 25 gallons, intended to provide the range necessary for cross-country flying.
Powerplant selection centered on the 75-150 horsepower range, with the prototype equipped with a Volkswagen 2100 air-cooled engine producing 80 horsepower. This 2,074cc four-cylinder automotive conversion drove a wooden fixed-pitch two-bladed propeller. The engine installation was designed to accommodate powerplants up to 225 pounds, with provisions for potential replacement by more conventional aircraft engines like the Continental A75.
Certification and Flight Testing
The Federal Aviation Administration issued experimental aircraft certification on September 10, 1992, clearing the way for flight testing. However, the lengthy development process meant that first flight did not occur until autumn 1995, more than three years after certification.
The maiden flight ended in disaster when the prototype crashed, sustaining damage that effectively ended the aircraft's flying career. The exact cause of the crash was not documented in available records, but the severity was sufficient to ground the aircraft permanently. Following the accident, the prototype never returned to flight status.
Production and Marketing
Parrish Aircraft Xperimental, Inc. began marketing construction plans around 1995, targeting the homebuilt aircraft community with promises of 170-mph cruise speeds and 1,000-mile range capability. The company estimated that builders would require approximately 1,500 hours to complete construction from plans. Marketing efforts also included provisions for kits featuring increased wingspan compared to the original prototype design.
Ownership of the prototype and marketing rights later transferred to Sunshine Aero Composites, Inc., also located in Plantation, Florida. This company continued to offer plans for sale, though no additional aircraft were ever constructed beyond the original prototype.
Performance Projections
Based on design calculations and limited flight testing, the Dart was projected to achieve impressive performance figures for a homebuilt aircraft. Maximum speed was estimated at 200 mph, with cruise performance of 170 mph at typical operating altitudes. Stall speed was calculated at 65 mph, providing a reasonable approach speed for amateur pilots.
The service ceiling was projected to reach 20,000 feet, with an initial rate of climb of 1,250 feet per minute. These figures, however, remained largely theoretical due to the abbreviated flight test program following the prototype's crash.
Commercial Reception and Legacy
Despite initial marketing efforts, the Parrish Dart failed to generate significant interest within the homebuilding community. Industry publications noted "doubtful support" for the design, likely influenced by the prototype's crash and the designer's inability to demonstrate the aircraft's projected performance capabilities.
By 1998, company records indicated one aircraft flying, though this appears to have been inaccurate given the prototype's grounded status following its crash. As of April 2015, only the original prototype remained on FAA registration records, listed under tail number N191JP.
Current Status
No examples of the Parrish Dart are known to be flying today. The sole prototype has not been restored to airworthy condition since its 1995 crash, and no additional aircraft were constructed despite the continued availability of plans. While the design appears in some kitplane directories, there is no evidence of ongoing support or active building projects.
Neither Parrish Aircraft Xperimental, Inc. nor Sunshine Aero Composites, Inc. appear to remain in business under those names, effectively ending any prospect of reviving the design or providing builder support. The Parrish Dart thus represents one of many ambitious homebuilt projects that failed to progress beyond the prototype stage, joining numerous other experimental aircraft that showed promise but could not overcome technical or commercial challenges.