The Sukhoi Su-80 (formerly known as the Sukhoi S-80) is a Russian twin-turboprop, twin-boom STOL transport aircraft.

The Su-80 program was supposed to start in the late 1990s, but due to lack of funds, it was postponed for several years. A prototype of the combined Freight/Passenger Su-80GP was built and its first flight was planned for early 1998, but the program was delayed again. The first flight of the prototype was at the 2001 MAKS in Moscow issued Zhukovsky.

On the fourth September 2001, Igor Wotinzew started with the prototype, 82911, on his first flight. In early 2006, the Su-80 entered production in the KnAAPO factory in Komsomolsk-on-Amur.

The first model of the turboprop transporter Sukhoi S-80 was shown at the 46th Paris International Air and Space Show, 2005. The plane is being developed by Sukhoi OKB and the aircraft factory in Komsomolsk/Amur under the "konversija" program. The aircraft is intended to replace the An-24/26, An-28 and Yak-40, and to compete with the Antonov An-38 . The design of the machine is very similar to the Scaled Composites ATTT and the Rockwell OV-10. It has three lift-generating surfaces: the primary wings; two fins at the rear of the fuselage which join the booms to the fuselage; and the horizontal stabilizer which joins the two vertical fins at the rear of the booms. Two General Electric CT7-9B turboprop engines are housed in bays at the front of the tail booms.

The sleek hull offers space for 30 passengers, and a "beaver-tail" cargo ramp is fitted at the rear of the fuselage, which allows for easy loading and unloading of cargo.

There are two different models of the Su-80. The four pre-series aircraft were of a short-fuselage design, while the fifth, sixth and seventh prototypes were stretched by 1.4 m (4 ft 7 in) allowing an extra row of passenger seats.

The Technoavia Rysachok (Ru:Рысачок, English: Trotter) is a general purpose, twin turboprop-powered engined light utility aircraft, designed and built in Russia by Technoavia. Certification was expected by 2012 and by autumn 2011 three flight pre-production examples had been completed and flown. As of 2015 the certification process is stalled and Technoavia has declared that it is no longer involved in the project.

The Rysachok programme development began in 2006. It was designed as a twin engine conversion trainer but is now seen more generally as an Antonov An-2 replacement in medical, survey, parachuting, navigator and air engineer training and other light transport roles.

The Rysachok is a conventionally laid out low wing, twin engine monoplane. Outboard of the engines the wings have constant chord and blunt wing tips; inboard, the chord increases toward the fuselage via sweep on the trailing edge. The starboard aileron carries a trim tab and the wing has two-section flaps. The tailplane, mounted at the top of the fuselage, has constant chord. The fin is straight edged and swept. All the tail surfaces have trim tabs and are horn balanced.

The Rysachok has a flat sided fuselage with, on each side, a cockpit crew door and four square windows. On the port side the rearmost window is in a wide, sliding freight door behind the wing. Nineteen can be carried in an all-passenger configuration; the navigation/engineer training layout allows for up to nine students and instructors with appropriate repeat instrumentation. The Rysachok can carry six stretcher cases and a medical attendant in its medical evacuation form.

Current pre-production aircraft are powered by 580 kW (778 hp) Walter M601F turboprop engines, later production models will have 596 kW (800 hp) General Electric H80 turboprops a development of the M601. The Rysachok has a tricycle undercarriage with inward retracting single mainwheels and a forward retracting twin nosewheel.

The Rysachok first flew on 3 December 2010. By mid-2011, five pre-production airframes had been completed. Two were for static testing, two are at the TsAGI flight research institute and a fifth is undergoing flight trials for certification, expected in 2012. Reports on orders differ: Jane's 2011/12 notes a 2008 order for thirty from a "government transport agency" but Flightglobal's more recent account claims "no firm orders" in mid-2011.

The Technoavia Rysachok made its first flight with General Electric H80 engines in March 2014.[4] A 2014 report predicted that production would start in 2015.

The project stalled in 2016, but, since then, there have been numerous attempts to restart the development. 

According to the director of the Progress Rocket Space Centre, Dmitry Baranov, after some deliberation, it was decided that the program would be closed. 

The P2006T is the lightest twin-engined certified aircraft available, with liquid-cooled Rotax engines that can run on 92 octane unleaded automotive gasoline as well as 100LL.

The P2006T is a twin-engined four-seat cantilever high-wing monoplane with a retractable tricycle landing gear. Its stabilator is attached to the fuselage, mostly aft of the vertical fin (the stabilator is a single unit with a cutout in its leading edge where it mounts to the tailcone). The nosewheel of the tricycle landing gear retracts into the nose cone; the trailing-link main units retract into stubs which extend from the lower fuselage. The fuselage section is a slightly rounded rectangle, higher than it is wide. A door on each side of the fuselage provides access to the seating area; in addition an escape hatch is provided above the two forward seats, to be used if fuselage deformation in a crash prevents those doors from being operable.

The link between the flight controls and the flight surfaces is by pushrod, rather than the usual cables.

Variants

P2006T Standard civilian version.

P2006T MRI Maritime patrol variant.[9]

P2006T MMA Multi-Mission variant modified with mission equipment by Airborne Technologies.

T2006A Italian military designation for aircraft delivered in the Training role to 70° Stormo of the Italian Air Force on 5 July 2016 for multi-engine pilot training.

"Fly it like a Cessna 172": Flying magazine pilot report.

The Tecnam P2012 Traveller is an eleven-seat utility aircraft designed and manufactured by the Italian company Costruzioni Aeronautiche Tecnam, based in Capua, Italy, near Naples.

In 2009, Cape Air, a Massachusetts-based commuter airline operating in the Caribbean and New England, was looking for a successor for its fleet of 83 Cessna 402s. After being rebuffed by aircraft manufacturers Cessna and Piper, Cape Air approached Italian manufacturer Tecnam, specialised in trainers and private aircraft but interested in a commercial aircraft. The P2012 is Tecnam's most complex and important programme, "the first time we've developed an aircraft from the operator's point of view". In April 2011, the P2012 project was publicly unveiled at AERO Friedrichshafen by Tecnam and Cape Air. Funding came from private sources and the Italian government.

It is Tecnam's first commercial aircraft and after its introduction as a commuter airliner, it could be used for VIP, cargo, parachuting and medevac. The company can produce up to 40 aircraft per year. Tecnam forecasts a demand for 11,500 short-haul commuter aircraft between 2018 and 2028.

The Traveller is a twin piston-engined aircraft, powered by a pair of Lycoming TEO540C1As, each capable of providing up to 375hp (280kW), which give the type a maximum cruise speed of 190kn (351km/h). The design complies with FAR Part 23 and EASA CS-23 regulations.

Its range of 950nmi (1,750km) and its large passenger door make it suitable for commuter, air taxi, medevac, troop transport and air cargo roles. The P2012 aims to replace the Cessna 402 and Britten-Norman BN-2 Islander, to compete with modern single-engine aircraft like the Quest Kodiak and could complement the larger DHC-6 Twin Otter. Cape Air required single-pilot operations, a modern cockpit, an unpressurised cabin and a metal airframe. The high wing enhances visibility during landing, the fixed landing gear is suitable for rough landing strips.

For more information on development and design and operational history, cick here.

Variants

P2012
Standard civilian version.
P2012 SMP
Special Mission Platform variant.
P-Volt
Proposed electric-powered passenger derivative of P2012, developed by Tecnam with Rolls-Royce plc and Norwegian regional carrier Widerøe to enter service in 2026.

The Temco D-16 is a 1950s twin engine civil aircraft from the United States.

It was produced by conversion of a Ryan Navion to replace its single engine with two wing-mounted engines. It is commonly known as the Twin Navion, although that name is also often applied to a later similar conversion, the Camair 480.

The project began in 1951 as a requirement by Charles Daubenberger for an inexpensive replacement for the corporate Ryan Navion operated by his Dauby Equipment Company, to achieve better reliability while crossing high mountain ranges. He commissioned Roger Keeney of the Acme Aircraft Company to provide a solution, that evolved into a twin engine conversion of a Navion.

Jack Riley Sr. built the first model with a team of four. With encouragement from Lycoming, the 125 hp Lycoming O-290 four-cylinder engine was selected for the project. Design changes from the basic Navion structure included strengthened wing spars, that supported engine mounts and other components from Piper PA-18 Super Cub, plus new engine nacelles, a faired nose section that replaced the existing engine and cowling, and a new vertical tail and rudder based on the existing horizontal stabilizer. During testing in 1952, the aircraft was initially named the X-16 Bi-Navion. On 10 November 1952, it was granted certification by the Civil Aeronautics Administration (CAA), after which it was renamed as the D-16 Twin Navion.

A second aircraft was converted for Jack Riley, who specified 140 hp engines, and he purchased the production rights from Dauby. Riley Aircraft then started production of the Riley D-16 Twin Navion, that standardized the design with 150 hp Lycoming O-320 engines and other improvements. In March 1953, after 19 conversions had been carried out, Riley subcontracted production to Temco Aircraft. Temco then purchased the sole production rights, and produced a further 46 conversions under the name Temco D-16. In September 1954, the design was upgraded to include 170 hp Lycoming O-340 engines plus increased fuel capacity in wingtip tanks, officially named Temco D-16A but typically marketed as the Riley 55 for the 1955 model year. The prototype and the rights were sold to Camair soon after its first flight in 1953 and Civil Aviation Authority type certification was achieved in May 1955 under the name Camair 480. Sales were slow and Camair built only 25 examples before selling off the rights in 1959. The ownership of these rights would change hands twice again over the following decade but only another eight aircraft would be built after the end of Camair's involvement.

In 1957, after 45 conversions to D-16A specification, production ceased in the face of competition from more cost-effective new-build types such as the Piper PA-23 Apache. Many of the D-16 models were upgraded to D-16A standards. In 2012, about 52 Temco D-16 and D-16A models remain on the US civil aircraft register, and at least three are preserved in museum collections.

Also known later as the Wackett Gannet after its designer Lawrence Wackett, it was the first Australian-designed aircraft to enter series production. It was also the first Australian-designed and built aircraft to be taken on strength by the Royal Australian Air Force.

The Gannet was a strut-braced, high-wing monoplane of conventional design, with twin engines mounted in nacelles on the wings. The undercarriage was of fixed, tailwheel configuration with divided main units. The wings were of wooden construction, skinned in plywood, and the fuselage was built from welded steel covered in fabric. The prototype Gannet underwent flight testing in October 1935, and was destroyed in a crash shortly thereafter. The pilot and passengers perished in the ensuing fire, but despite this, the Gannet entered series production.

The type was operated by Butler Air Transport between Sydney and Broken Hill and at least one flew with Ansett Airways in 1943. RAAF Gannets saw service as survey aircraft between 1935 and 1942 when they were converted into air ambulances for the newly-formed No.2 Air Ambulance Unit. The last RAAF Gannets were scrapped in 1946.

To learn more about the Gannet in RAAF service with the histories of all aircraft A14-1 through A14-7, click here.

Rare 8mm film.

https://youtu.be/NyC40KRpuVw

The Velocity V-Twin is a four-seat (with a five-seat option), retractable tricycle landing gear, composite construction aircraft with a twin engined pusher configuration and the canard layout of the Velocity XL single engine aircraft. Its fuselage is that of the XL-RG, with the addition of the single, vertical surface which replaces the twin end plate fins of the smaller XL.

The aircraft features "gull wing" car-like doors and dual sidestick controllers. The flight control surfaces are the same as those of the XL. The aircraft's design goal was to offer the safety of twin engines without the stall and spin risks of a conventional twin during single-engine operations. The rear-facing pusher propellers are mounted close together where the fuselage cross-section tapers, reducing asymmetrical single-engine thrust yawing compared to conventional twin-engine aircraft.

The prototype was first flown on 13 March 2012 and appeared at Sun 'n Fun the following month.

Despite a number of attempts to put the aircraft into series production, only a small number were ever built. The Canguro was a high-wing cantilever monoplane of conventional configuration with a fuselage of rectangular cross-section and a high-set tail. The tricycle undercarriage was not retractable, and its main units were carried on sponsons on the fuselage sides. SIAI Marchetti provided funding towards the construction of the prototype, and constructed this aircraft at the former Aviamilano plant. After flight testing proved positive, the type was put on sale, but failed to attract buyers in any number, even when the original piston engines were exchanged for turboprops and retractable undercarriage was offered as an option.

Following their acquisition of SIAI Marchetti, Agusta continued to offer the design, and a contract for joint production was signed with Sammi in South Korea in 1992, but nothing came of this. A similar venture to produce the aircraft in conjunction with PADC in the Philippines proved similarly fruitless. PADC acquired two aircraft, RP-C1298 and RP-3101. In 1997, Vulcanair purchased the design from Finmeccanica (Agusta's parent company), but although a small number of examples were produced, no series production was undertaken. Vulcanair next proceeded to use the Canguro's fuselage to develop the single-engine Vulcanair Mission.

Variants
SF600
    1982-variant with two Allison 250-B17C turboprop engines.
SF600A
    1989-variant with increased mean take-off weight, two Allison 250-B17F/1 turboprop engines, modification to the wing

    aerodynamics and modifications to the landing gear support structure.

The Wing D-1 Derringer is an American light twin-engined two-seat monoplane tourer designed by John Thorp and developed by the Hi-Shear Corporation and built by the Wing Aircraft Company.

The D-1 Derringer light twin design was originally designed in 1958 by John Thorp as the Thorp T-17 a twin-engined development of his Thorp T-11 Sky Scooter. The design was taken over by George Wing of the Hi-Shear Corporation. The Derringer is a low-wing cantilever monoplane with a retractable tricycle landing gear. It had room for two in an enclosed cockpit with an unusual up and backward opening canopy. It was powered by two 100 hp Continental O-200 engines, one mounted on the leading edge of each wing. The prototype aircraft (registered N3621G) first flew on May 1, 1962 at Torrance.

A second prototype flew in November 1964 but crashed a few weeks later due to an in-flight airframe failure. A static test aircraft and two more aircraft were built for testing which resulted in the award of FAA type certificate A9WE on December 20, 1966. The aircraft did not go into production due to internal problems within the Hi-Shear Corporation.

The Derringer used manufacturing techniques that were considered new at the time it was developed. Butt-joined, flush-riveted, chemically-milled and stretched skins are used throughout the airframe.

Development of a two-seat Coin/military trainer version designated Wing D-2M Derringer was begun[4] but failed to develop further than the design stage.

In 1978 George Wing left Hi-Shear and started the Wing Aircraft Company. The company built one-pre-production aircraft followed by six production aircraft, entering bankruptcy in July 1982, after which only one further aircraft was built before seven unfinished airframes were sold.

As of June 3, 1998, the D-1’s type certificate number A9WE was held by Emerald Enterprises LTD of San Diego, CA.

Nine D-1 aircraft were on the U.S. civil aircraft register in May 2009.