The aircraft model name was Portofino, and is also known as Albatross in South African military service.

The basic P.166 was a development of the P.136 amphibian and flew for the first time on 26 November 1957. The P.166 had a new fuselage and tail unit but retained the wing and engines from the P.136. Several were purchased for use as executive transports or as feeder and taxi aircraft. The improved P.166B was more powerful and had up to ten seats; a prototype was first flown on 27 March 1962.

A further version, the 12-seater P.166C with improved undercarriage, first flew on 2 October 1964.

A turboprop-powered variant, the P.166D, was developed with Lycoming LTP101 engines and it first flew on 3 July 1976.

For details of the 12 variants, click here.

Specifications below are for the turboprop P.166-DL3 variant.

It seats up to nine people in a pressurized cabin and may be flown by one or two pilots. The design is of three-surface configuration, having both a small forward wing and a conventional tailplane, as well as its main wing, with the main wing spars passing behind the passenger cabin area.

The Avanti's counter-rotating turboprop engines are placed on a mid-set, high-aspect-ratio wing located just behind the cabin. The three-surface design incorporates both a T-tail and a pair of small, fixed forewings having slight anhedral and landing flaps. On the Avanti II these flaps automatically deploy in concert with the main wing flaps. This reduces the load on the tailplane, even when the flaps are deployed, by reducing the pitch-down moment created by the deployment of the main wing flaps. This in turn allows the size of both the tailplane and the main wing to be reduced. This particular three-lifting-surface configuration was patented in 1982.

The Avanti's forward wing flaps deploy automatically with the main wing flaps to maintain neutral pitch trim.

The forward wing's angle of incidence is slightly greater than that of the main wing, so that it stalls before the main wing, producing an automatic nose-down effect prior to the onset of main-wing stall; its five-degree anhedral (negative dihedral) keeps the stream wash interference clear of the engine inlets, the main wing and the tailplane.

For more information on the development of the Avanti and its 10 vaiants, click here.

The specifications below are for the P.180 EVO variant.

The Piaggio PD.808 was an Italian business jet built by Piaggio. It was designed as a joint venture between Piaggio and Douglas Aircraft Company of Long Beach, California, United States.

Originally named the PD.808 Vespa Jet the business jet was designed in a joint venture between Piaggio and the Douglas Aircraft Company. The basic design work was carried out by Douglas and the prototype was built at the Piaggio factory at Finale Ligure.

The PD.808 was a low-wing cantilever cabin-monoplane with tip-tanks and powered by two rear-mounted Bristol Siddeley Viper 525 turbojets. It has retractable tricycle landing gear and was originally designed with a cabin for a pilot and six-passengers.

The first Viper 525-powered prototype (with Italian Serial Number MM577) first flew on 29 August 1965, this was followed by a second Viper 525 powered prototype and two civil demonstrators.

The company tried to interest commercial operators (including offering a General Electric CJ610 variant) but the only interest was from the Italian Air Force as a liaison, training and radar calibration aircraft with an order for 25.[2] The Italian Air Force aircraft were powered by Viper 526 turbojets.

Variants

PD-808VIP: VIP transport.
PD-808TA: navigation trainer.
PD-808RM (radiomisure): radio calibration, four-built
PD-808GE (guerra elettronica): aircraft modified for Electronic warfare, PD-808GE1 entered service in 1972, the PD-808GE2 in 1977.
PD-808TF: Proposed turbofan-powered version. Not built.

Following the PC-12 single turboprop success, work on the jet started in 2007 for greater range and speed, keeping the rugged airfield capability. The aircraft was introduced on 21 May 2013 and rolled out on 1 August 2014, with the maiden flight on 11 May 2015. The PC-24 received EASA and FAA type certification on 7 December 2017 and the first customer delivery was on 7 February 2018. Powered by two Williams FJ44 turbofans, it competes with the Embraer Phenom 300 and the Cessna Citation CJ4.

On 21 May 2013, the PC-24 was introduced to the public at the European Business Aviation Convention & Exhibition (EBACE) in Geneva. At the time, Pilatus chairman Oscar Schwenk claimed the PC-24 did not fit into any existing business jet categories, and stated that the aircraft was the only one that combined "...the versatility of a turboprop with the cabin size of a medium light jet, and the performance of a light jet". On 1 August 2014, which is also Switzerland's national day, P01, the first of the three PC-24 prototypes, was rolled out.

Used in Australia by Royal Flying Doctor Service.

For more details, click here.

The Pilatus PC-8D Twin Porter was a Swiss ten-seat light transport built by Pilatus Aircraft. The type did not go into production and only one was built.

Work on the Twin Porter started in 1966, it was a modified Pilatus PC-6 high-wing monoplane with the nose-mounted engine removed and two 290 hp Lycoming IO-540-GIB engines mounted on the wing leading edges.The prototype first flew on 28 November 1967. Only one aircraft was built as flight testing was halted in 1969.

It was originally built by Ted Smith Aircraft Company, which after 1978 became part of the Piper Aircraft Corporation.

Ted Smith flew the first Aerostar 600 in October 1967. It was a mid-wing cantilever monoplane powered by two wing-mounted Avco Lycoming piston engines, with a tricycle landing gear. It was fitted with luxury accommodation for six. Also produced, and the base of most of the subsequent models, was a version with turbocharged engines, the Aerostar 601.

During the time of production, the Aerostar held the speed record for fastest twin piston General Aviation aircraft, capable of cruise speeds from 220 kt (408 km/h) for the earliest 600 models to 261 kt (483 km/h) for the later 700 models. Light construction, low drag and high powered engines also contribute to fast climb rates.

For operational history and details of the 15 variants, click here.

The specifications below are for the Model 700P.

Originally designed in the 1950s by the Stinson Aircraft Company, Piper Aircraft manufactured the Apache and a more powerful version, the Aztec, in the United States from the 1950s to the 1980s. The United States Navy and military forces in other countries also used it in small numbers.

The PA-23 was the first twin-engined Piper aircraft, and was developed from a proposed "Twin Stinson" design, inherited when Piper bought the Stinson Division of the Consolidated Vultee Aircraft Corporation. The prototype PA-23 was a four-seat low-wing all-metal monoplane with a twin tail, powered by two 125 hp Lycoming O-290-D piston engines; it first flew on March 2, 1952. The aircraft performed badly and it was redesigned with a single vertical stabilizer and an all-metal rear fuselage and more powerful 150 hp Lycoming O-320-A engines.

Apache

(ICAO code: PA23)

Two new prototypes of the redesigned aircraft, now named Apache, were built in 1953 and entered production in 1954; 1,231 were built. In 1958 the Apache 160 was produced by upgrading the engines to 160 hp (119 kW); 816 were built. The Apache 160 was superseded in 1962 by the Aztec-derived Apache 235. With a 1962 price of $45,000, the Apache 235 featured the Aztec's 235 hp (175 kW) engines and swept tail surfaces (119 built).

Aztec

(ICAO code: PA27)

An ex-United States Navy U-11A on display at the Pima Air & Space Museum

The same year, Piper produced an upgraded version with 250 hp (186 kW) Lycoming O-540 engines and a swept vertical tail as the PA-23-250, and named it Aztec. The first models came in a five-seat configuration in 1959. In 1961 a longer nosed variant, the Aztec B, entered production. Later Aztecs were equipped with IO-540 fuel-injected engines and six-seat capacity, and remained in production until 1982. There were also turbocharged versions of the later models, which could fly at higher altitude.

For more details, including the 19 variants of both models, click here.

Specifications below are for the PA-23-250F, normally aspirated variant.

Apache

Aztec

It was a twin-engined development of the PA-24 Comanche single-engined aircraft. A variant with counter-rotating propellers was designated the Piper PA-39 Twin Comanche C/R.

The Piper PA-30 Twin Comanche (later PA-39) was designed as a twin-engined variant of the Piper PA-24 Comanche. A complex light twin, with retractable landing gear, seating 4 (in original models) to 6 (in later models), and cruise speeds ranging from 160-210 mph on twin 150-160 horsepower engines, it competed with the more-powerful Cessna 310 and Beech Baron, and later with Piper's other light twins.

The normally aspirated aircraft was equipped with two 4-cylinder 160 hp (120 kW) Lycoming IO-320-B1A fuel injected engines, but 200 hp (150 kW) engines were available as a modification by Miller Aviation. A version with turbocharged engines for higher altitude flight was also developed, using IO-320-C1A engines of the same nominal power. All Twin Comanche engines have long times between overhaul (2000 hours for the B1A, 1800 for the IO-320-C1A) and have developed a reputation for reliability.

The Twin Comanche is a low-wing cantilever monoplane with a retractable tricycle landing gear. With tip tanks, the aircraft holds 120 gallons (454 L) of fuel. Fuel burn at typical cruise settings is approximately 16 gal/h (58.7 L/h) with a cruise speed of 165 kn. It easily climbs to 18,000 feet (5,500 m) when desired (24,000 feet (7,300 m), if turbocharged). When compared with the Seminole, the Twin Comanche goes faster, carries more, burns less fuel, climbs more rapidly and ultimately higher, is quieter. When compared to the Seneca, which is really quite a different aircraft, the more noticeable differences are in handling. Another contemporary competitor to the Twin Comanche was the Beechcraft Travel Air. A similar airplane in form and function was the Gulfstream American GA-7 Cougar, which went into production after the Twin Comanche's production run ended.

For operational history and details of the three models and eight variants. click here.

Specifications below are for the PA-39 C/R counter rotating variant.

It was also license-built in a number of Latin American countries. Targeted at small-scale cargo and feeder liner operations and the corporate market, the aircraft was a success. It continues to prove a popular choice, but due to greatly decreased demand across the general aviation sector in the 1980s, production of the PA-31 ceased in 1984.

A six/eight-seat corporate/ commuter transport of cantilever low-wing monoplane configuration with retractable tricycle landing gear, it was powered by two 224kW Avco Lycoming IO-540-K flat-six engines, and was available in optional Standard, Commuter and Executive versions with differing interior layouts.

Made available at the same time was the optional PA-31T Turbo Navajo, which differed only by having two 310 hp /231kW TIO-540-A turbocharged engines.

In 1974 an additional model of the Turbo Navajo was made available, the PA-31-325 Turbo Navajo C/R, which introduced a 242kW version of the counter-rotating engines installed in the Chieftain.

For more details of the various models, click here and here.

Specifications below are for initial production PA-31 Navajo

PA-31 Navajo

PA-31-325 Navajo

PA-31-350 Chieftain

Originally, the aircraft was an upgraded version of the Pressurized Navajo equipped with two Pratt & Whitney Canada PT6A-28 turboprop engines. Later, the aircraft was further refined and developed, including aerodynamic improvements and fuselage extensions. The PA-31T led to the development of the PA-42 Cheyenne III and IV.

The Piper Cheyenne prototype first flew in 1969. Designated the PA-31T-620, it was essentially a turboprop evolution of the Piper PA-31 Navajo, powered by two Pratt & Whitney Canada PT6A-28 turboprops rated at 620 hp (460 kW) each. Certification was granted on 3 May 1972. The original Cheyenne, produced from 1974 to 1977, did not carry a Roman numeral suffix designation. Because of difficulties complying with certification standards for longitudinal stability, the Cheyenne and later Cheyenne II are equipped with a Stability Augmentation System (SAS), consisting of a stick-pusher system (actuated by an angle-of-attack sensor) designed to provide the pilot with the appropriate stick force gradient – and to keep the airplane at its trim airspeed when flying near aft center of gravity loadings, high power settings, low airspeeds and high angles of attack. Without the SAS, the aircraft demonstrated neutral static stability in its flight regime. Later in 1978, it was redesignated as the Cheyenne II (PA-31T-2-620), due to the production of the PA-31T-1-500.

For more information on the development of these aicraft, and the specifications for each model, click hee for the PA-31T, and here for the PA-42.

The specifications below are for the PA-42 model.

PA-31T

PA-42

It has been in non-continuous production since 1971. The Seneca is primarily used for personal and business flying. A total of 5037 had been produced by 2019.

The Seneca was developed as a twin-engined version of the Piper Cherokee Six. The prototype was a Cherokee Six that had wing-mounted engines installed, retaining its nose engine. The prototype was flown as a tri-motor aircraft in the initial stages of the test-flying program.

Early models, the Seneca I, handled awkwardly and were slower than expected and the Seneca II incorporated improvements including: turbo-charging, larger and redesigned ailerons and improved stick forces. For 1975 149kW Continental TSIO-360-E turbocharged and counter-rotating engines were introduced and the landing gear was strengthened for operation at higher gross weight, the designation then changing to PA-34-200T Seneca II.

In 1982 the Seneca II was superseded by an improved PA-34-220T Seneca III. A total of 28 improvements changed the II into the III, and while most of these are cosmetic, the two most significant are further increases in available power, and weight - most of which means useful load. A five minute take-off power rating increases 20 hp to 220, an rpm increase from 2575 to 2800, and an increase in MTOW of 180 lbs. This translates to a 190 lbs increase in useful load. The Seneca III has Continental TSIO-360-KB turbocharged and counter-rotating engines.

Senacas have also been marketed as PZL Mielec M 20 Mewa, Embraer EMB-810 Cuesta and Neiva Cuesta

For details of the many models of the Seneca, click here.

Specifications (PA-34-220T Seneca V) below,

The PA-44 is a development of the Piper Cherokee single-engined aircraft and is primarily used for multi-engined flight training. The Seminole was built in 1979–1982, in 1989–1990, and has been in production since 1995.

The first production Seminoles are equipped with two 180 hp (135 kW) Lycoming O-360-E1A6D engines. The right-hand engine is a Lycoming LO-360-E1A6D variant, which turns in the opposite direction to the left-hand engine. This feature eliminates the critical engine and makes the aircraft more controllable in the event that an engine needs to be shut down or fails.

The Seminole was first certified on March 10, 1978 and introduced as a 1979 model year in late 1978. Gross weight is 3800 lbs (1723 kg).

Later production Seminoles were built with Lycoming O-360-A1H6 engines.

The PA-44-180T Turbo Seminole version was certified on November 29, 1979 and built between 1981 and 1982. It features two turbocharged 180 hp (135 kW) Lycoming TO-360-E1A6D engines, which offer a significant improvement in performance at high density altitude. The Turbo Seminole had its takeoff gross weight raised to 3925 lb (1780 kg), while the landing weight remained at 3800 lbs (1723 kg).

The PA-44 features a high T-tail similar to the T-tailed Arrow IV. The Seminole is visually similar to the Beechcraft Duchess.

The Model 390 Premier I is the first all new product of the Raytheon Aircraft Beech/Hawker combine to fly, and is an all new entry level corporate jet designed to compete head on with Cessna's highly successful CitationJet/CJ1 series.

 Construction of the first Premier I began in late 1996 and rollout was on August 19 1998. Four Premier Is were used in the flight test program with the first flying on December 22 1998. Certification was achieved in early 2001. 

 Features include its composite carbonfibre/epoxy honeycomb fuselage, swept metal construction wings, T-tail and two WilliamsRolls FJ-44 turbofans. The composite fuselage is an important feature for a number of reasons. Firstly, advanced production techniques (using computer controlled automated machines) means a Premier I fuselage can be constructed in just one day, whereas a conventional airframe would require one to two weeks to complete. The composite construction also allows greater (approx 13%) internal cabin space compared with a conventional construction fuselage of the same external dimensions.

The Premier I is certificated for single pilot operations. The flightdeck features the new Collins Pro Line 21 EFIS avionics suite with two 20 x 25cm (8 x 10in) flat panel LCDs. Raytheon intends that the Premier I will form the basis of a new family of business jets.

The Reims-Cessna F406 Caravan II is a turboprop twin engine utility aircraft manufactured and designed by Reims Aviation in cooperation with Cessna.

The F406 Caravan II is a twin turboprop engined, fourteen-seat low-wing monoplane of conventional aluminium and steel construction. It is a development of the Cessna 404 Titan with two Pratt & Whitney PT6A turboprop engines. The aircraft first flew on 22 September 1983, and was produced by Reims Aviation until the company's 2013 demise. The F406 is aimed at passenger and small cargo transport, and civilian and military surveillance. For extra cargo capacity, a cargo pod can be fitted to the belly of the aircraft.

Though the F406 is more expensive to operate than single-engine aircraft of the same passenger capacity such as the Cessna 208 Caravan, having two engines makes it comply with European regulations regarding commercial operations, which only allow multi-engine aircraft for commercial instrument flight.

In March 2014, Reims Aviation was acquired by Chinese-owned Continental Motors Inc and renamed ASI Aviation, two remaining incomplete airframes were finished in France before a shift to Mobile, Alabama, with new avionics, electrical and hydraulic systems, a new autopilot and an engine choice of current P&WC PT6A-135 or pistons : Continental GTSIO-520 and/or Continental CD-310 diesel. The Type Certificate transferred only had approval to produce spare parts and not the whole aircraft.

Originally built by the Aero Design and Engineering Company in the late 1940s, renamed the Aero Commander company in 1950, and a division of Rockwell International from 1965. The initial production version was the 200-mph, seven-seat Aero Commander 520. An improved version, the 500S, manufactured after 1967, is known as the Shrike Commander. Larger variants are known by numerous model names and designations, ranging up to the 330-mph, 11-seat Model 695B/Jetprop 1000B turboprop.

Registered NX1946, the prototype first flew on 23 April 1948. The L3805 accommodated up to five people and was powered by two Lycoming O-435-A piston engines. It was an all-metal high-wing monoplane with retractable undercarriage using components from a Vultee BT-13 Valiant. The market segment planned for this aircraft to be sold to small feeder airliner firms and was originally designed to carry seven passengers, but instead found use in the private business aircraft and military market. Walter Beech test flew the aircraft in 1949 and expressed interest in buying the project, but passed on it, to instead develop the Beechcraft Twin Bonanza. Fairchild Aircraft also evaluated the prototype at its Hagerstown, Maryland, headquarters.

For more details, including the 43 variants, click here.

Specifications below are for the Rockwell Aero Commander 500S model.

The Rutan Model 40 Defiant is a four-seat, twin-engine homebuilt aircraft with the engines in a push-pull configuration. It was designed by aerospace engineer Burt Rutan for the Rutan Aircraft Factory.

The prototype Defiant, N78RA, was first flown on 30 June 1978. It had been intended as a proof-of-concept of a very safe light twin design, requiring little trim change and no pilot action in case of engine failure, and with good single engine performance. A comparison of the Defiant single engine climb rate with a Gulfstream Cougar had shown about 390 feet (120 m) vs 280 feet (85 m) per minute at low altitude with both aircraft cleaned up.[vague] The prototype is now owned by the Hiller Aviation Museum.

In 1979 the Rutan Aircraft Factory announced they would proceed with certification of a Defiant-based light twin. Adequate financing was not secured for this project, and the design was modified for homebuilt construction as the Model 74, with the second aircraft (built by Fred Keller) appearing at Oshkosh 1983.  Plans were offered in mid-1984. 176 sets of plans were purchased before RAF discontinued selling plans in 1985. Nine examples were known to be flying as of mid-1987. Nineteen are registered with the FAA as of 2005.

The Defiant is built using fiberglass layup over Styrofoam core shapes in the same manner as the Rutan VariEze. The main gear is fixed, and there are no flaps. The Propellers are fixed-pitch non-feathering, which is unusual in a twin-engine design. Cockpit entry is through a side hinged canopy. The winglets provide yaw stability. Unusually, the Defiant has a ventral, port offset, forward mounted rudder, as can be seen in pictures of the plane taxiing.

It was designed for both civil and military operators. It was conceived as a twin-engined version of the Pioneer light transport. Both aircraft required "an area only 30m (99ft) by 275m (902ft) in which to operate."

Powered by two Alvis Leonides 531 radial engines, the Twin Pioneer was a high-wing cabin monoplane with a triple fin and rudder assembly and fixed tailwheel undercarriage. The prototype Twin Pioneer, registered G-ANTP, first flew at Prestwick Airport on 25 June 1955. Flight trials proved that the aircraft had a very short landing run and the aircraft was displayed at the September 1955 Society of British Aircraft Constructors Show at Farnborough.

In 1958, the 33rd aircraft was used as a prototype for the Series 2 with Pratt & Whitney Wasp R-1340 radial engines of which 5 had been ordered by Philippine Air Lines. A Series 3 version was also developed to use the improved Alvis Leonides 531 radial engine.

Early in its operational life in 1957 the Twin Pioneer suffered two fatal accidents due to fatigue failure which caused the outer panel of the wing to detach from the aircraft in flight. This issue required significant re-design of the structure and adversely impacted sales.

For more details of operational history, operators and variants, click here.

The Skyvan is a twin-engined all-metal, high-wing monoplane, with a braced, high aspect ratio wing, and an unpressurised, square-section fuselage with twin fins and rudders. It was popular with freight operators compared to other small aircraft because of its large rear door for loading and unloading freight. Its fuselage resembles the shape of a railroad boxcar for simplicity and efficiency.

Skyvans served widely in both military and civilian operations, and the type remained in service in 2009 with a number of civilian operators, and in military service in Guyana and Oman.

Skyvans were used during the infamous death flights at the depths of Argentina's Dirty War in 1977, during which around 4,400 detainees were thrown to their deaths onto the Río de la Plata.

For more information on the operational history, operators and variants, click here.

Built by Short Brothers and (under licence) by Pobjoy Airmotors and Aircraft Ltd. in Rochester, Kent between 1933 and 1937. Altogether 22 Scion/Scion II aircraft were built and they provided useful service to operators working from small airstrips/water courses in many parts of the globe, including Europe, the Near and Middle East, Sierra Leone, Papua New Guinea and Australia. Many were impressed into the Royal Air Force during the Second World War, providing pilot ferry services, anti-aircraft co-operation and radar calibration duties. Of the civilian Scions, at least two were still operating in Australia in 1966, one having been re-engined with de Havilland Gipsy Minor engines.

The Scion and the later Scion II version were high wing cantilever monoplanes with fabric-covered metal wings and fuselage, the latter providing an enclosed cabin for the pilot and 5–6 passengers. The tail unit comprised a cantilever tailplane with a single fin and rudder. The prototype aircraft was powered by two 80 hp (60 kW) Pobjoy R radial engines; the production aircraft however were fitted with the 90 hp (67 kW) Pobjoy Niagara III radial engines. The engines in the Scion were mounted with thrust-lines below the chord-line of the wings; in the Scion II they were raised so that the thrust-lines were aligned with the chord-line, to avoid trim changes in pitch with changes in power. Both the Scion and the Scion II were produced as either landplanes or floatplanes, the majority as landplanes (see the table below). On the landplanes the landing gear comprised a single wheel on each side of the fuselage, mounted on a vertical coil-spring and oleo leg inboard of the engine; there was a small castoring tailwheel mounted below the rear end of the fuselage.

A larger four engine version called the Short Scion Senior was also built. For details of this aircraft, click here.

Short Scion Senior

The SIAI-Marchetti S.210 was a 1970s Italian twin-engined cabin-monoplane designed and built by SIAI-Marchetti as a development of the single-engined SIAI-Marchetti S.205.

The S.210 was developed from the single-engined S.205 and was an all-metal low-wing cantilever monoplane with a retractable tricycle landing gear. It was powered by two 200 hp (149 kW) Avco Lycoming TIO-360-A1B engines, one mounted on the leading edge of each wing. It had three pairs of side-by-side seats for one pilot and five passengers.

The prototype S.210M first flew on 18 February 1970 and was exhibited at the 1971 Paris Air Show wearing a military style colour scheme and markings. This aircraft was followed by an improved second prototype with increased baggage capacity and enlarged rear windows. A production batch of ten aircraft were built based on the second prototype.

The SyberJet SJ30 is a light business jet built by American company SyberJet Aircraft. In October 1986, Ed Swearingen announced the new design, a 6 to 8 person aircraft powered by two Williams FJ44 turbofans. Initially backed by Gulfstream Aerospace from October 1988, the Jaffe Group took over in September 1989 and the first SJ-30 flew on February 13, 1991 but development halted afterwards. The Taiwan-based Sino Swearingen Aircraft Corporation rescued the program, the jet was stretched by 4.3 ft (1.3 m) into the SJ30-2 with a wingspan increased by six feet (1.8 m).

It made its first flight on November 8, 1996 and was certified by the FAA on October 27, 2005, before a first delivery by November 1, 2006. Dubai investors acquired Sino Swearingen in 2008, changing its name to Emivest, but production ceased in November 2009 and the company filed for bankruptcy on October 26, 2010. On April 7, 2011, assets were sold to its aft fuselage supplier Metalcraft Technologies, renaming the company SyberJet Aircraft and planning to restart production in 2019. With updated avionics and interior, the SJ30i made its maiden flight on October 9, 2019.

Ed Swearingen announced a new design for a light twin business jet in October 1986, the SA-30 Fanjet. The SA-30 was to be a 6 to 8 person aircraft powered by two Williams FJ44 turbofans and with a highly swept wing of relatively small area. It was planned to be more efficient than contemporary business jets, and to sell for $2 million.

The first SJ-30 flew on 13 February 1991, and was demonstrated at the 1991 Paris Air Show, but development ground to a halt when financial support from the state of Delaware was withdrawn. The program was rescued by Lockheed, who arranged a joint venture between Swearingen and Taiwanese investors as part of the offset agreement for Taiwan's purchase of the F-16 fighters. The Sino Swearingen Aircraft Corporation was set up, with the aircraft now to be built at Martinsburg, West Virginia.

The SJ30 can seat up to six passengers plus one pilot. A unique feature of this aircraft is that it maintains a 'sea level cabin' (zero cabin altitude) up to 41,000 ft (due to its 12 psi differential pressure) thereby reducing fatigue due to high cabin altitude on long journeys.

The SJ30 was the first aircraft designed around a 12 psi (0.83 bar) cabin for more comfort in the cabin. The 12 psi cabin results in a sea level cabin through 41,000 ft and less than a 1,800 ft cabin at its ceiling of 49,000 ft. The 12 psi cabin was first demonstrated in flight by company pilots on August 23, 2004.

For moe information on the development, operational history, records and vriants, click here.

The Softex-Aero V-24 is a proposed five place twin engined aircraft from Ukrainian-based Softex-Aero.

The V-24 is a T-tailed twin engine composite construction pusher aircraft with retractable tricycle landing gear. The aircraft will be powered by either Rotax 912, or 160 hp Lycoming IO-320 engines. The aircraft has a Galaxy GRS 1200 parachute system integrated into the airframe. Turboprop engines are also under consideration.

First flight    2012  
Introduction    2014
Status    In development

Variants

V-24
Rotax 912 power
V-24L
160hp Lycoming IO-320
V-24TP
PBS TJ-100 turboprop power

The Spartan Cruiser was a 1930s British three-engined transport monoplane for 6 to 10 passengers built by Spartan Aircraft Limited at East Cowes, Isle of Wight. It was a development of the Saro-Percival Mailplane for passenger use.

The Saro-Percival Mailplane was a three-engined monoplane mail plane designed by Edgar Percival, and built by Saunders-Roe Limited (Saro) at Cowes in 1931, the aircraft first flying early in 1932. It was a low-winged monoplane, with a wooden wing and plywood fuselage, and was powered by three 120 hp de Havilland Gipsy III engines. When Saro was financially re-organised, Percival sold his interest in the aircraft to Saro, who re-designated it as the Saro A.24 Mailplane. Due to the close ties between Saro and Spartan Aircraft, the development of the aircraft was transferred to Spartan, and the aircraft was re-designated again as the Spartan Mailplane. The aircraft was modified to accommodate two passenger seats. Starting on 15 June 1932, the Mailplane (G-ABLI) flew from Stanley Park Aerodrome (Blackpool) to Karachi, India taking a total of 5 days 23 hours 50 minutes.

The Mailplane had seen no commercial interest, so the design was re-worked as a passenger carrier. This re-designed aircraft was designated the Spartan Cruiser, and the prototype (G-ABTY) first flew in May 1932, piloted by Louis Strange. The original three-engined low-wing format had been retained, but the plywood fuselage was replaced with an all-metal fuselage to carry six passengers and two crew.

Just one example was built of the basic Cruiser (G-ABTY, later known as the Cruiser I). Both the new Cruiser and the Mailplane were displayed at the first Society of British Aircraft Constructors (SBAC) Show at Hendon Aerodrome on 27 June 1932. It was then used for demonstrations, including a 3,593-mile European sales tour. The Yugoslavia airline Aeroput ordered two aircraft and a licence to build further examples in Yugoslavia[5] at the Zmaj aircraft factory.

The Cruiser was re-designed as the Spartan Cruiser II, featuring a modified fuselage and cockpit. The first Cruiser II (G-ACBM) flew in February 1933, powered by Cirrus Hermes IV engines, and G-ACKG/VT-AER also used that engine type. Most Spartan-built Cruiser IIs were powered by three Gipsy Major engines, but G-ACOU/OK-ATM was powered by Walter Major engines. In 1933 and 1934, twelve Cruiser IIs were built by Spartan, five of which were exported. Just one licence-built Cruiser II (YU-SAP) was built in Zemun, Yugoslavia, by Zmaj aircraft company, in 1935.

One further development was the Spartan Cruiser III, with an aerodynamically-refined fuselage accommodating eight passengers, a modified windscreen and a trousered main undercarriage. Only three Cruiser IIIs were built (G-ACYK, G-ADEL and G-ADEM), for Spartan Air Lines.

The UC-1 Twin Bee is a twin-engine five-seat conversion of the Republic RC-3 Seabee amphibian. 

The conversion was developed by Mr. Joseph W. Gigante of United Consultant Corporation 1959 -1965.  His company later was known as STOL Aircraft Corporation of Norwood, Massachusetts. 

The original re-builds of the Seabee began at the old Canton Airport (1). STOL Aircraft Corporation moved to the Norwood airport site around 1970.

In her original configuration, the prototype had two 180 hp Lycoming O-360-A1A engines, and made her first flight in 1960 with a Helio test pilot at controls. Later most test flights were made by test pilot Peter Annis.  During development, engine model was changes to injection type, the cowlings were redesigned and the tail control surface areas were increased.

After extensive flight tests for five years, the UC-1 Twin Bee was awarded the US FAR Aircraft Type Certificate No: A6EA on 25 June 1965.  The first production aircraft was delivered one year later.

A website dedicated to this aircraft can be found here.