Both are two-seat, high-wing, strut-braced monoplanes with fixed tricycle undercarriage and available only as completed aircraft. There are also 450 Ultra and 495 Ultra Plus sub-variants of the 3X47 Ultra, with gross weights adjusted for national ultralight regulations.

The US light sport aircraft version of the 3X55 is known as the Navigator 600 and has a 1320-pound maximum gross takeoff weight.

3Xtrim take their company name from a double entendre, as they refer to their designs being "triple trimmed" (or more exactly "triple-tested") during the design, prototype and production stages and also that the aircraft is designed for "extreme conditions". In English the company name is pronounced "Three-Extreme".

The designation 3X55 means "3Xtrim Aircraft – 550 kg gross weight" while the 3X47 refers to its 470 kg gross weight.

For de tails of the design of the Trener (Navigator 600), click here.

The A2 CZ Ellipse Spirit (sometimes spelled Elipse Spirit) is a Czech ultralight aircraft, designed and produced by A2 CZ. The aircraft was introduced at the Aero show in 2011 and is supplied complete and ready to fly or as a kit for amateur construction.

The aircraft was designed to comply with the Fédération Aéronautique Internationale rules. It features a cantilever low wing, a two seats in side-by-side configuration cockpit, tricycle landing gear and a single engine in tractor configuration.

The aircraft of all-composite construction. Its 8.0 m (26.2 ft) span elliptical wing employs rounded wingtips and fixed slots in the outer portion of the wing and dive brakes. Optional fuel capacity is 100 litres (22 imp gal; 26 US gal) giving a range of 1,730 km (1,075 mi). The standard engine is the ULPower 260iS four-cylinder, four-stroke aircraft engine of 107 hp (80 kW) and other engines available include the 100 hp (75 kW) Rotax 912S and 912iS, plus the 100 hp (75 kW) Lycoming IO-233.

The basic fixed gear Ellipse was undergoing development in 2011 into a retractable gear version as well as versions for the US light-sport aircraft category.

The AAC SeaStar is an amphibious biplane that was produced in kitplane form. The aircraft is built largely of composite materials and features wings that may be easily removed for transport, and a ballistic recovery system in the form of a parachute that can be deployed from the engine nacelle.

AAC also marketed a Super Pétrel model in 2011.

This aircraft should not be confused with another composite-built small flying boat with the same name, the SeaStar Aircraft SeaStar.

Introduced in 2004, the aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

Designed for STOL operations in the Australian outback and cattle mustering, the Hornet STOL features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit, fixed conventional landing gear and a single engine in tractor configuration.

The aircraft is made from aluminium all-metal construction. Its 8.9 m (29.2 ft) span wing employs flaps and is supported by V-struts with jury struts. Standard engines available are the 100 hp (75 kW) Rotax 912ULS, 115 hp (86 kW) Rotax 914, but the 110 hp (82 kW) Rotec R2800 radial engine or the 150 hp (112 kW) Lycoming O-320 four-stroke powerplants can be fitted. Tundra tires are usually fitted for off-airport operations.

The fuselage has been tailored for big pilots. It is 1100mm (42 inches) wide and 1200mm (48 inches) high internally, fitted with large windscreen and 3 removable doors / emergency exits. The cargo area is very large and can be loaded with up to 35kg (93pounds).

Variants.

AAK Flamingo

AAK Bushman

AAK Hornet Cub

Smaller and lighter than its siblings, the AAK Hornet and Hornet Cub, the aircraft has two seats in tandem, and is not fitted with doors. It is designed for ultralight glider/hang glider towing, and is suitable for cattle mustering, aerial spotting, banner towing. Its rugged undercarriage is suited to rough bush strips. 

The AASI Jetcruzer was an American single turboprop light civil transport made by Advanced Aerodynamics and Structures Inc. The Jetcruzer had an unusual configuration, with a single turboprop engine driving a pusher propeller, a prominent canard, and fins mounted at the ends of its swept wings. The plane has seating for up to six people including the pilot. The Jetcruzer is noteworthy for being the first aircraft to have achieved a spin resistance certification from the United States FAA.

Jetcruzer 450 (Specifications below)
Design work on the Jetcruzer commenced in March 1983, with prototype construction starting in 1988. The aerodynamic design was undertaken in the UK by Sandy Burns from 1984-1985, layout prepared by Ladislao Pazmany, structural design undertaken by David Kent of Light Transport Design in the UK, and the wind tunnel test done by University of San Diego. Prototype construction started in June 1988 and was first exhibited at the NBAA show in October 1988 with a 420 horsepower Rolls-Royce 250-C20S engine. The Allison 250-C20S prototype first flew on January 11, 1989. This initial version, designated the Jetcruzer 450 seated six people (including the pilot). The first flight of the Jetcruzer 450 forerunner was 11 January 1989 (N5369M). Preproduction prototype (N102JC) made its first flight in April 1991 while the first flight on production form (N450JC) was done on September 13 1992.

It received its Federal Aviation Regulations Part 23 certification on 14 June, 1994, and was intending on receiving a single-engine FAA Part 135 public transport IFR certification Three prototypes were built, but AASI chose not to market this aircraft, in order to focus on more advanced versions. A spin recovery system for use in the flight test program was designed for the aircraft by Butler Parachute Systems which also worked on one for the Sino Swearingen SJ-30.

Jetcruzer 500
The first version developed from the 450 was the Jetcruzer 500, a slightly stretched version powered by a Pratt & Whitney Canada PT6A-66A featuring cabin pressurization. Two of the model 450 prototypes were converted to this configuration. The prototype Jetcruzer 500 (N102JC) made its first flight on August 22, 1997 with the second prototype (N200JC) making its first flight on 7 November 1997. The first public appearance was at NBAA Las Vegas October 1998. The third prototype (N136JC) of the new build was scheduled to be flown in early 2000. This was the version selected for production, and at one point, AASI had orders for some 200 aircraft at $US 1.6 million each. A military version, the ML-2 had also been offered, as well as a UAV, the ML-1.

None of these orders would be filled, however, as the Jetcruzer 500 remained uncertified and its development slowly stagnated. Specific problems with the aircraft's noise, high stall speed, and center of gravity were not overcome before all work on it was suspended in 2002. Nearly 20 years of work had still not resulted in a marketable aircraft.

Jetcruzer 650
In December 1992, construction work began on the prototype of an even larger variant, the Jetcruzer 650, which was to seat up to thirteen. This was quickly abandoned as the company's financial problems required resources to be focused on the 500. A military version would have been the ML-4.

Stratocruzer 1250
Similarly, a turbofan-powered version was planned as the Stratocruzer 1250, but never left the drawing board. Design work had started in September 1991 to provide a business jet with intercontinental range. A military version, the ML-5 intended for surveillance duties, was also planned. Work was abandoned after AASI failed to attract financial backers for the project in 1995.

Post AASI Era

In November 2003, AASI (by now, MASG) offered the entire Jetcruzer project for auction, and sold it to Innova Aircraft in February 2004. Shortly after the purchase, Innova announced its intentions of offering a new version of the aircraft in kit form, marketed by a new subsidiary, Jetcruzer LLC. This will feature a modified wing to overcome the problems faced by the Jetcruzer 500, and will be powered by a pair of Pratt & Whitney Canada JT15D turbofans. It was expected to fly by late 2004 or early 2005, but development ceased before the flight can happen. 

In 2017, all the aircraft and intellectual properties were acquired by Jetcruzer International, LLC., based in Ontario, California, and production resumed. All Jetcruzer components and subassemblies including wings, landing gear, fins, control surfaces and fittings are manufactured in the company's Ontario facility. The composite fuselage is subcontracted to a composite manufacturing company currently producing advanced composite parts for the transport aerospace industry. A Jetcruzer 500E was restored with new avionics, electrical wirings and a new engine. The first flight of this aircraft is planned in September 2022.

The ACBA Midour, Midour 2 and Midour 3 are a series of glider tugs manufactured by the Aéro Club du Bas Armagnac in France, and named after the Midou River.

The Midour is a double-seat, low-wing monoplane of conventional configuration, fitted with a fixed, tricycle undercarriage. Developed in the workshop of the ACBA using the wings of a Robin DR400, the Midour first flew in 1993 and four additional examples to the original design have been built, along with two modified versions.

Although the Midour is sometimes equipped with only a single seat, a passenger can be carried behind the pilot, to assist in the release of gliders being towed.

Variants

ACBA-7 Midour
Original version with 180 horsepower (130 kW) Lycoming O-360 engine; five built.
ACBA-8 Midour 2
Improved version with entirely new wing design. One built.
ACBA Midour 3
Optimised, quieted version of Midour 2 with new fuselage and canopy, designed to be especially quiet due to noise pollution concerns. One built.

The Ace Magic is an Indian ultralight trike, designed by John Penry-Evans and produced by Ace Aviation of Tamil Nadu. The aircraft is supplied as a complete ready-to-fly-aircraft.

The Magic was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). The aircraft has a maximum gross weight of 245 kg (540 lb). It also complies with the US FAR 103 Ultralight Vehicles rules when equipped with a 20 litres (4.4 imp gal; 5.3 US gal) fuel tank.

The Magic features a cable-braced hang glider-style high wing, weight-shift controls, a single-seat open cockpit, tricycle landing gear and a single engine in pusher configuration.

Designed in the United Kingdom and produced in India, the aircraft is imported into the UK by P&M Aviation.

The aircraft is made from bolted-together aluminum tubing, with its two-surface wing covered in Dacron sailcloth. Its 9.2 m (30.2 ft) wingspan is supported by a single tube-type kingpost and uses an "A" frame weight-shift control bar. The powerplant is a twin-cylinder, air-cooled, two-stroke, single-ignition, 40 hp (30 kW) Rotax 447 engine. Optional engines include the 48 hp (36 kW) Simonini Victor 1 Plus and the four-stroke NS.T NS650. A trim system, adjustable leg length and 60 litres (13 imp gal; 16 US gal) panniers are all standard equipment. With the Cyclone wing the aircraft has an empty weight of 115 kg (254 lb) and a gross weight of 245 kg (540 lb), giving a useful load of 130 kg (287 lb). With a full fuel load of 36 litres (7.9 imp gal; 9.5 US gal) the payload is 104 kg (229 lb).

A number of different wings can be fitted to the basic carriage, including the high performance Cyclone, the sport 90% double surface Laser, the intermediate Touch and the beginner Spirit.

The aircraft in the series all feature one or two seats, fixed conventional landing gear and a single engine in tractor configuration. The Acrolite fuselages are all made from welded 4130 steel tubing, with wooden structure wings covered in hot laminated plywood and control surfaces made from aluminum sheet. All other surfaces are covered in doped aircraft fabric. Wing arrangements, cockpit and engines vary by model.

The family comprises the following models:

Acrolite 1A Single-seat biplane for the Canadian basic ultralight category.

Acrolite 1B Single-seat biplane for sportsman aerobatics.

Acrolite 1C Single-seat biplane for sportsman aerobatics, with performance improvements over the 1B.

Acrolite 1M Single-seat high-wing, strut-braced monoplane.

Acrolite 1T Single-seat triplane for sportsman aerobatics.

Acrolite 2M Two seats in tandem, high-wing strut-braced monoplane.

The Wikipedia page states that the company seems to have gone out of business at the end of 2016, but the company web page was last update in January, 2018. Click here for the company web page.

For more details of the above models, click here.

The specifications below are for the Acrolite 1C.

Acrolite 1A

Acrolite 1B

Acrolite 1C

Acrolite 1T

Acrolite 2M

The Adam A500 is an American six-seat civil utility aircraft that was produced by Adam Aircraft Industries. The aircraft is of pod-and-boom, push-pull configuration with its two Continental TSIO-550-E piston engines mounted to provide centerline thrust.

The A500 was developed from the M-309 CarbonAero technology demonstrator designed by Burt Rutan and built by Scaled Composites at the Mojave Airport. The "309" designation refers to this being Rutan's 309th aircraft design. The 309 first flew in March 2000, but the aircraft has since been gutted and was used as a static display outside the Adam Aircraft Industries headquarters. In 2006 the 309 was loaned to the Wings Over the Rockies Air and Space Museum and is now on display.

Compared to conventional twin-engine installations, the centerline thrust arrangement reduces drag and maximizes the controllability of the aircraft should one engine malfunction or fail. This engine configuration was used by the similar Cessna Skymaster. The A500 airframe is largely built of carbon fiber epoxy composite materials with a Nomex honeycomb core. Other features include cabin pressurization.

The prototype A500 first flew on July 11, 2002, and was FAA certified in May 2005.

Adam Aircraft ceased operations on 11 February 2008, and filed for Chapter 7 bankruptcy on 19 February 2008, having delivered seven A500s.

In April 2008 Adam Aircraft was purchased from bankruptcy by AAI Acquisition Inc. At the time of purchase this new company indicated that they would pursue certification of the A700 jet as a priority and that the A500 would not be produced due to the continuing poor market for piston-engined aircraft. AAI went out of business in April 2009 without producing any aircraft.

In April 2011 Triton Aerospace announced that they had acquired the assets of Adam Aircraft including the aircraft type certificate and intend to return the A500 to production.

In April 2011 Triton Aerospace announced that they will redesign the aircraft using what Thomas Hsueh, owner of Triton Aerospace, termed "proper engineering" to shed 1,000 lb (454 kg) of empty weight and recertify it with the intention of putting it back into production. The aircraft will also be changed to a turboprop, with twin engined and rear-engined-only versions. A new prototype was expected in 2013 with re-certification to follow. Hsueh indicated that for now production is planned for the US, but costs may require moving the assembly line to China or even a lower cost country such as Mexico.

By 2013 the Triton website had been taken down and the URL sold. It is likely that the company has gone out of business.

Wikipedia lists that 7 aircraft were built, but serial numbers 1 to 22 were registered according to airport-data.com.

A500

A700 powered by two Williams FJ33 turbofans.