Introduced in 1949 by Piper Aircraft, it was developed from the Piper PA-11, and traces its lineage back through the J-3 to the Taylor E-2 Cub of the 1930s. In close to 40 years of production, over 9,000[citation needed] were built. Super Cubs are commonly found in roles such as bush flying, banner towing and glider towing.

While based on the design of the earlier Cubs, the addition of an electrical system, flaps (3 notches), and a considerably more powerful engine (150 hp), made it a very different flying experience. Although the "standard" Super Cub was fitted with a 150-horsepower (112 kW) Lycoming engine, it is not uncommon to see them equipped with a 160-horsepower O-320-B2B, or even 180 horsepower (134 kW) Lycoming O-360 powerplant. The high-lift wing and powerful engine made the Super Cub a prime candidate for conversion to either floatplane or skiplane. In addition, the PA-18A (an agricultural version) was produced for applying either dry chemical or liquid spray.

The Super Cub retained the basic "rag and tube" (fabric stretched over a steel tube frame) structure of the earlier J-3 Cub.

For more details of the esign and development of the Super Cub and its 22 variants, click here.

The Pacer was essentially a four-place version of the two-place PA-17 Vagabond light aircraft. It features a steel tube fuselage and an aluminum frame wing, covered with fabric, much like Piper's most famous aircraft, the Cub and Super Cub. An aircraft prized for its ruggedness, spacious cabin, and, for its time, impressive speed, many Pacers continue to fly today.

Factory installed 125 hp (93 kW), 135 hp (100 kW), 150 hp (112 kW), and 160 hp (120 kW) engine options were available, and 180 hp (135 kW) engine after-market conversions are an option.

The Piper PA-20 Pacer was originally designed as a tailwheel aircraft and thus had somewhat limited forward visibility on the ground and more demanding ground-handling characteristics. To help introduce more pilots to easier, safer flying, from February 1951, Piper introduced the PA-22 Tri-Pacer with a nosewheel instead of the tailwheel landing gear. Both the Pacer and the Tri-Pacer belong to a sub-group of Piper aircraft called "Short Wing Pipers." Additionally, the Tri-Pacer offered higher-powered engine options in the form of 150 hp (112 kW) and 160 HP (120 kW) engines, whereas the largest engine available to the original Pacer had an output of 135 hp (100 kW). At the time the tricycle undercarriage became a popular preference and 1953 saw the PA-22 Tri-Pacer outsell the Pacer by a ratio of six to one. Due to the geometry of the nosewheel installation it is sometimes called the "Flying Milk Stool".

For more information, and details of the 14 variants, click here.

Specifications below are for the 1958 PA-22-160 Tri-Pacer variant.

PA-20 Pacer

PA-22 Tripacer

The Piper PA-24 Comanche is an American single-engine, low-wing, all-metal monoplane of semimonocoque construction with tricycle retractable landing gear and four or six seats. The Comanche was designed and built by Piper Aircraft and first flew on May 24, 1956. Together with the PA-30 and PA-39 Twin Comanches, it made up the core of Piper's lineup until 1972, when the production lines for both aircraft were destroyed in the 1972 Lock Haven flood.

Two prototypes were built in 1956, with the first being completed by June 20, 1956. The first production aircraft, powered by a 180 hp (134 kW) Lycoming O-360-A1A engine, first flew on October 21, 1957. In 1958, it was joined by a higher-powered PA-24-250 with a 250 hp (186 kW) Lycoming O-540-A1A5 engine; this model was originally to be known as the PA-26, but Piper decided to keep the PA-24 designation.

In 1964, the 400 hp (298 kW) PA-24-400 was introduced.[1] The following year, the PA-24-250 was superseded by the PA-24-260, featuring the Lycoming IO-540D or E engine of 260 hp (194 kW). A turbocharged version using a Rajay turbocharger was introduced in 1970.

Production of the Comanche ended in 1972, when torrential rains from Hurricane Agnes caused the great Susquehanna River flood of 1972, flooding the manufacturing plant and destroying airframes, parts, and much of the tooling necessary for production. Rather than rebuild the tooling, Piper chose to abandon production of the Comanche and Twin Comanche and continue with two newer designs already in production at Piper's other plant in Vero Beach, Florida - the PA-28R-200 Arrow and the twin-engined PA-34 Seneca.

Variants

Comanche 180

1959 Piper PA-24 180
The original version of the Comanche was the PA-24, which featured a carbureted 180 hp (134 kW) Lycoming O-360-A1A engine, swept tail, laminar flow airfoil, and all-flying stabilator.

The standard fuel capacity of the PA-24-180 was 60 US gallons (230 L). The flaps were manually actuated, controlled by the same Johnson bar actuator as the Piper Cherokee. The aircraft specifications were for cruise speeds of 116 to 139 knots (215 to 257 km/h) and fuel burns between 7.5 and 10.5 gallons per hour (28 and 40 L/h) at 55 and 75% power settings, respectively. Full-fuel payload with standard fuel was 715 lb (324 kg), with a gross weight of 2,550 lb (1,160 kg) and range with 45-minute reserve of 700 nmi (1,300 km; 810 mi).

When new, standard, typically equipped Comanche 180s sold between $17,850 (1958) and $21,580 (1964). A total of 1,143 were built.

Comanche 250
In 1958, Piper introduced a 250 hp (190 kW) version using a Lycoming O-540 engine, giving the PA-24-250 Comanche a top cruise speed of 160 kn (180 mph; 300 km/h). Most 250s had carbureted Lycoming O-540-AIA5 engines, but a small number were fitted out with fuel-injected versions of the same engine. Early Comanche 250s had manually operated flaps and carried 60 US gal (230 L) of fuel. Auxiliary fuel tanks (90 US gal (340 L) total) became available in 1961. Electrically actuated flaps were made standard with the 1962 model year.

Comanche 260

PA-24-260 with LoPresti cowling on landing

PA-24-260B with custom paint
Four 260-horsepower (194 kW) versions of the Comanche were introduced beginning in 1965. They were:

PA-24-260 (1965)
PA-24-260B (1966 to 1968)
PA-24-260C (1969 to 1972)    (Specifications below)
PA-24-260TC (Turbocharged 260C) (1970 to 1972)
A total of 1,029 airplanes were sold from the Comanche 260 line, including the 260TC.

The 260 had an empty weight around 1,700 lb (770 kg) and a maximum gross weight of 2,900 lb (1,300 kg). It had four seats, and a 90-US-gallon (340 L)-capacity auxiliary fuel system was available as an option. Cruise speed was advertised as 142–161 kn (263–298 km/h; 163–185 mph) with fuel burn of 10 to 14 gal/h (38 to 53 L/h).

The 260B had an overall length 6 in (150 mm) more than the previous models due to a longer propeller spinner, not a longer fuselage. The 260B had a third side window and a provision for six seats. The fifth and sixth seats take up the entire baggage area and seat smaller adults, placarded to a total weight of 250 lb (110 kg). Typical empty weight was 1,728 lb (784 kg) and gross weight was 3,100 lb (1,400 kg). Fuel burn was 11 to 14 gal/h (42 to 53 L/h) and advertised speed was 140–160 kn (260–300 km/h; 160–180 mph).

The 260C introduced a new "Tiger Shark" cowling, maximum gross weight of 3,200 lb (1,500 kg), cowl flaps, and an aileron-rudder interconnect. Cruise speed was advertised as 150–161 kn (278–298 km/h; 173–185 mph) with fuel flow of 12.5 to 14.1 gal/h (47 to 53 L/h). To prevent possible aft center-of-gravity problems due to the increased gross weight and its fifth and sixth seats, the propeller shaft was extended. This moved the center of gravity slightly forward. With a useful load of 1,427 lb (647 kg), it has the largest payload of all of the Comanches except the 400. Often mistaken on the ramp for the 400 model, the slightly longer cowling includes a distinctively longer nose gear door, as compared to the B models and older versions.

Starting in 1970, Piper offered a turbo-normalized variant of the PA-24-260 known as the 260TC with a Lycoming IO-540-R1A5 engine and dual Rajay turbochargers. Twenty-six were produced between 1970 and 1972. Advertised by Piper as a "second throttle", the turbochargers are controlled using a manual wastegate assembly that places an additional handle labeled "boost" next to the throttle handle in the cockpit, effectively creating a secondary throttle. The TC model is certified for flight to 25,000 ft (7,600 m), with an advertised turbo critical altitude of 20,000 ft (6,100 m), giving a maximum true airspeed of 223 mph (194 kn; 359 km/h).

PA-24-300
In 1967, one aircraft was modified with a 300 hp (224 kW) Lycoming engine for trials. It did not enter production.

PA-24-380
Two prototype aircraft were built in 1961. They were standard Comanche airframes, but had 380 hp (283 kW) Lycoming IO-720-A1A engines with a three-bladed propeller. The design was modified with an even larger 400 hp (298 kW) engine and produced as the PA-24-400.

Comanche 400
The PA-24-400 Comanche 400 was produced from 1964 to 1966. Only 148 PA-24-400s were built.

The Comanche 400 is powered by the 400 hp (298 kW), horizontally opposed, eight-cylinder Lycoming IO-720 engine, developed specifically for the model. Cooling problems have happened with the rear cylinders.
Comanche 400, MSN 26-52, exhibited at the 1966 Hannover Air Show, Germany
The Comanche 400 has a three-bladed propeller and carries 100 US gal (380 L) of fuel, or 130 US gal (490 L) with optional extended tanks. Fuel burn was advertised as 16 to 23 gal/h (61 to 87 L/h), at 55-75% power. The high fuel burn means that it is expensive to operate. The 400 had a typical empty weight of 2,110 lb (960 kg) and a maximum gross weight of 3,600 lb (1,600 kg).

Book speeds for the PA-24-400 included a cruising speed of 185 kn (343 km/h; 213 mph) and a top speed of 194 kn (359 km/h; 223 mph).

While identical in planform to other PA-24 models, the 400 is structurally strengthened, primarily in the tail, with an extra nose rib in the stabilator and the vertical fin. The stabilator, vertical fin, and rudder of the 400 share virtually no common parts with the 180, 250, or 260 hp (190 kW) Comanches.

It remains a widely used aircraft in agricultural spraying and is also used as a tow plane, or tug, for launching gliders or for towing banners. In 1988 the design rights and support responsibility were sold to Latino Americana de Aviación of Argentina.

Most agricultural aircraft before 1949 were converted military aircraft and it was in that year that Fred Weick, based at Texas A&M University, designed a dedicated agricultural aircraft: the AG-1. The AG-1 first flew on 1 December 1950.

During 1953 Fred Weick was approached by Piper to become a consultant on the agricultural version of the PA-18, the PA-18A, in particular to design and test a distributor for dust and seeds. A few weeks later Piper sponsored Texas A&M University to design a dedicated agricultural aircraft based on the AG-1 but to use as many PA-18A and PA-22 components as possible. The resulting design, the AG-3, was smaller than the AG-1 and had a steel tube fuselage which was fabric covered. The AG-3 was a single-seat low-wing monoplane with the wings braced to the fuselage with struts, it had a conventional landing gear with a tailwheel and was powered by a 135 hp engine. The single seat was placed high in the fuselage to give the best visibility and an 800 lb-capacity hopper was fitted in front of the cockpit.

The AG-3 made its maiden flight in November 1954.[2] The aircraft's flying tests were successful and in 1957 Weick was invited to join Piper at Vero Beach and the AG-3 was renamed the PA-25 Pawnee. The engine was upgraded to a 150 hp Lycoming O-320-A1A engine. Two pre-production aircraft were built at Vero Beach in 1957 and production started at Lock Haven in May 1959.

For more details on the design of the Pawnee, plu the six vatiants, click here.

Specifications below are forn the PA-25-235 Pawnee.

The PA-28 family of aircraft comprises all-metal, unpressurized, single-engined, piston-powered airplanes with low-mounted wings and tricycle landing gear. They have a single door on the right side, which is entered by stepping on the wing.

The first PA-28 received its type certificate from the Federal Aviation Administration in 1960 and the series remains in production to this day. Current models are the Warrior, Arrow, and Archer TX and LX, and the Pilot 100 and i100. The Archer was discontinued in 2009, but with investment from new company ownership, the model was put back into production in 2010.

Piper has created variations within the Cherokee family by installing engines ranging from 140 to 300 hp (105–220 kW), offering turbocharging, retractable landing gear, constant-speed propellers and stretching the fuselage to accommodate six people. The Piper PA-32 (initially known as "Cherokee Six") is a larger, six-seat variant of the PA-28. The PA-32R Saratoga variant was in production until 2009.

For more details of the various models, click here and here. Separate profiles are available for the retractable Cherokee Arrow and Cherokee Six/Saratoga.

Specifications below are for the PA28-161 Warrior II

While the Arrow might look like a Cherokee and the design is almost identical, it does differ in being a retractable undercarriage four-seater powered by a 180 or 200 hp engine. Sales began slowly in 1967, gaining impetus when the 200 hp version was introduced two years later. In 1969 Piper made available an optional PA-28-200R Cherokee Arrow with a 149kW IO-360-C1C engine.

The 1976 Arrow II evolved from the original 180 hp model built and introduced in 1967 with a useful load of 1120 lbs. 20 more hp were added in 1969, upping the useful load to 1119 lbs. and the service ceiling by 1700 ft. to a maximum of 17,000. Improvements came year by year with significant changes in 1980 (longer fuselage and wider door), 1977 the new wing with tapered outer sections (as the Arrow II) and in 1979 a T-Tail.

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

Specifications below are for the PA28R-201 Arrow III

Piper PA-28R 200

Piper PA-28R-201 Arrow III

Piper PA-28RT Turbo Arrow IV

The PA-32 series began life in 1965 as the 260 horsepower (190 kW) PA32-260 Cherokee Six, a significantly modified six-seat (or seven-seat) development of the PA-28 Cherokee.

The Cherokee Six and its successors feature a baggage compartment in the nose between the cockpit and the engine compartment and a large double door in the back for easy loading of passengers and cargo.

The 1975 addition of retractable landing gear resulted in the first of the PA-32R series, the Piper Lance. This was the earliest aircraft in the Piper Saratoga family, Piper's luxury, high-performance single line.

Piper's transition to tapered wings for the Cherokee series resulted in a new wing for the PA-32 series, as well. The tapered-wing version of the Cherokee Six was named the Saratoga and debuted in 1980. Due to product liability concerns and economic conditions, the general aviation industry went into decline in the early 1980s, and Saratoga production ceased in 1985.

For more details of the PA-32 family, click here and here.

Specifications for a Cherokee Six 300.

Cherokee Six (fixed undercarriage)

PA-32 Lance (retractable undercarriage)

PA-32 Saratoga (Tapered wing)

The Tomahawk is a single-engined low-wing cantilever monoplane with a T-tail and an enclosed cabin for two. It has a fixed tricycle landing gear and is powered by a Lycoming O-235 four-cylinder piston engine with a twin-bladed tractor propeller. The Tomahawk has two front-hinged doors for access to the cabin.

The Tomahawk was Piper's attempt at creating an affordable two-place trainer. Before designing the aircraft, Piper widely surveyed flight instructors for their input into the design. Instructors requested a more spinnable aircraft for training purposes, since other two-place trainers such as the Cessna 150 and 152 were designed to spontaneously fly out of a spin. The Tomahawk's NASA GA(W)-1 Whitcomb airfoil addresses this requirement by making specific pilot input necessary in recovering from spins, thus allowing pilots to develop proficiency in dealing with spin recovery.

The Tomahawk was introduced in 1977 as a 1978 model. The aircraft was in continuous production until 1982 when production was completed, with 2,484 aircraft built.

As of 2020 a handful of Tomahawks are currently being used to train Australian Air Force Cadets in flight courses. These are operated from RAAF Base Amberley by 211 Squadron AAFC. These aircraft have been in service since the early 2000s.

The aircraft is powered by a single engine and has the capacity for one pilot and five passengers. Early Malibus were all piston-engined, but a turboprop version, introduced as the Malibu Meridian but now called the M500, is also available. Currently, Piper offers the M350, M500, and M600 in the PA-46 family.

The PA-46 was the third single-engined piston aircraft with a pressurized cabin to reach the market, after the Mooney M22 and Cessna P210 Centurion, and the only one still in production.

For a detailed summary of each of the variants, and a table of specifications, click here.

The specifications below are for the M350 model.

Malibu

Matrix

Meridian

The Pitts Special (company designations S-1 and S-2) is a series of light aerobatic biplanes designed by Curtis Pitts. It has accumulated many competition wins since its first flight in 1944. The Pitts biplanes dominated world aerobatic competition in the 1960s and 1970s and, even today, remain potent competition aircraft in the lower categories.

Curtis Pitts began the design of a single-seat aerobatic biplane in 1943–1944. The design has been refined continuously since the prototype first flew in September 1944; however, the current Pitts S-2 still remains quite close to the original in concept and in design.

Several of the aircraft that Curtis Pitts built had a picture of a skunk on them and were called "Stinkers". After she bought it, aerobatic performer Betty Skelton called the second aircraft that Curtis built, "Little Stinker". The prototype S-2, which was the first two-seat Pitts, was "Big Stinker", the prototype Model 11 (later called S-1-11B) was "Super Stinker", and the prototype Model 12 was the "Macho Stinker".

In 1962 Curtis Pitts set up Pitts Enterprises to sell plans of the S-1C to homebuilders.

Certified versions of the Pitts are now produced by Aviat Aircraft in Afton, Wyoming. It is available as the S-1 single-seater with an up to 200 hp (150 kW) flat-4 Lycoming engine and a 17 ft 4 in (5.28 m) wingspan, or as the S-2 two-seater variant featuring a 260 hp (194 kW) flat-6 Lycoming and a 20 ft (6.1 m) wingspan. Pitts Specials have been equipped with engines of up to 450 hp (338 kW).

Plans for the single-seat Pitts S-1S are also available from Aviat Aircraft. The S-1C and derivative S-1SS plans and kits are supplied by Steen Aero Lab in Palm Bay, Florida. Many hundreds of homebuilders have successfully completed and flown the Pitts since plans became available in 1960.

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

Specifications below are for the S-2B variant.

The Porterfield Collegiate is an American-built two-seat training and touring monoplane built by the Porterfield Aircraft Corporation of Kansas City.

Developed originally as the Porterfield Zephyr, under Approved Type Certificate (ATC) 2-530, it is a light-weight version of the earlier Model 35 Flyabout for use as a pilot trainer. Powered by a 40 hp (30 kW) Continental A-40 engine it was later re-designated the Porterfield CP-40.

Though roughly in the same general class with the tandem-seat Piper Cub, Aeronca Champ, and Interstate Cadet -- and the side-by-side seating Aeronca Chief, Taylorcraft BC-12D and Luscombe 8 -- the tandem-seat Porterfield is visually distinguishable from them by its twin parallel wing struts on each side (compared to the V-shaped struts on the other planes), and by its largely symmetrical airfoil wing (similar curvature top and bottom).

Number built    476

For details of development, production, operation history and 9 variants, click here.

The Koala is a mainly metal construction low-wing monoplane with a swept-back single fin and powered by a 75 hp (56 kW) VW/Limbach engine. It has a fixed tricycle landing gear and an enclosed cabin for two side-by-side.

Further three and four seat variants were also developed, and others with different engines have also been built in the Czech Republic by Evektor and Aertotechnik, and in Italy by SG Aviation.

Variants

P.220S Koala

Two-seats side-by-side and powered by a 75 hp (56 kW) VW/Limbach engine.

P.230S Panda

Three-seat variant with a 100 hp (75 kW) Continental O-200 engine.

P.240S Saiga

Four-seat variant with a 180 hp (134 kW) Lycoming engine.

P.250S Xerus

Two-seat tandem seat variant of the Koala, not exactly the same size and has a one-piece canopy rather than a two-piece as other variants.

P.270S Amster

Four-seat variant like the P.240S but with a 150 hp (112 kW) Lycoming engine.

The PRAGA AVIA SM-92TE Praga Alfa is an multi-purpose single engine high wing all-metal turboprop aircraft with fixed landing gear according to EASA CS-23 and FAA FAR-23 rules. The aircraft with unpressurised cabin can accomodate up to 7 persons (adults persons „large“ European type) including a minimum crew of one.

The aircraft is conceptually designed to satisfy the requirements for easy operation and maintenance service, including service in the difficult climatic conditions of the arctic circle or in the desert.

The aircraft is equipped with a large sliding side door, which enables considerably more efficient operation of the airplane. Applications include 

Crop Spraying
Special Application
Photogrammetric works
Agricultural aerial work
Pilot Training
Monitoring flights
Glider  and Banner 
towing
Amphibian

The Prescott Pusher is an American, four-seat, pusher configuration homebuilt aircraft, with a large cockpit, retractable or fixed gear and a T-tail. The pilot and passengers enter the aircraft through a large left-side clamshell door.

Tom Prescott worked for Sikorsky Aircraft, Piper Aircraft, and Learjet. He left Learjet in 1983 to produce the Prescott Pusher. The pusher was tested using a 1/5 scale model in the Wichita State University wind tunnel in 1983. Flying scale models were tested in 1984, which led to the development of the drooped wing tips for better low speed handling and reduced drag. The aircraft was modeled using CAD/CAM software for creating drawings and defining machine cuts on the fuselage steel, becoming the first CAD/CAM designed homebuilt aircraft. The AVIA Products Co was purchased to develop an electrically controlled variable pitch fiberglass pusher propeller.

The pusher was designed to FAR Part 23 certification standards of the time. It uses aluminum construction for the wings and tail surfaces. The fiberglass landing gear and flaps are hydraulically activated. The nosegear steering is also hydraulic with electric controls. The fuselage uses a 4130 steel welded square steel tube frame with composite skin covering. Every component can be installed prior to skin installation, and in theory, could even be flown without the skins. The wing skins are formed cold using dry ice, then age hardened to T-42 standards. The engine is mounted far aft with a 12-inch propeller extension.

The Prescott Pusher was first displayed at the Experimental Aircraft Association airshow in Oshkosh, Wisconsin, in 1985. Prescott Aeronautical Corporation went out of business. In 1991, there were approximately 25–35 builders completing their aircraft in various configurations.

The Procaer F.15 Picchio (Italian: "Woodpecker") is an Italian-designed light utility aircraft built by Procaer (PROgetti Costruzioni AERonautiche).

The Picchio was developed in Italy in the late 1950s as a further development of Stelio Frati's Falco and Nibbio designs. Similar to its predecessors, the Picchio featured a conventional low-wing cantilever monoplane design with exceptionally clean lines and a retractable tricycle undercarriage. Early versions of the Picchio retained the same wooden construction as earlier models but incorporated a thin aluminum skin over the plywood. The F.15E and F.15F, however, were all-metal.

Production of the early, wooden Picchios was carried out by Procaer in Milan, but in the mid 1960s, Frati established General Avia as his own factory to build his designs, commencing with the F.15E. Only a few examples were built, however, and the design lay dormant until revived by an Austrian company, HOAC in the mid 1990s. HOAC arranged to have the two-seat F.15F model built at the JSC Sokol plant in Niznij Novgorod, but ran out of money, leaving Sokol with unsold airframes in various states of completion.

The Picchio was primarily intended for operation by private pilot owners and the design was exported to several European countries as well as being purchased by Italian individuals. Several are still airworthy (2012).

Variants
F.15 - prototype and initial production with 160 hp (120 kW) Lycoming O-320 engine and three seats. 5 built.
F.15A - revised production version with 180 hp (130 kW) Lycoming O-360 engine and four seats. 10 built by Procaer.

F.15B - similar to F.15A but with larger-span wings and fuel tanks relocated from fuselage to wings (20 built by Procaer).
F.15C - version with 260 hp (190 kW) Continental IO-470-E engine and tip tanks. One built.
F.15D - proposed version similar to F.15B with 250 hp (190 kW) Franklin engine. Not built.
F.15E Picchio - Four-seat, all metal aircraft with fuel in wing and wing-tip tanks and powered by 300 hp (220 kW) Continental IO-520K engine. First prototype flown 21 December 1968 and second aircraft flown 1976.
F.15F - All metal, four-seat derivative of F15.E with bubble canopy and powered by 200 hp (150 kW) IO-360 engine. One built by General Avia, flying 20 October 1977.
F.15F Excalibur - F.15F built by JSC Sokol at Nizhny Novgorod, Russia for assembly by Eurospace in Italy. Pre-production aircraft assembled by HOAC in Austria and flown in October 1994. Orders for 33 aircraft at end of 1995, with about 100 in various stages of construction or assembly at that time.

The Procaer F.15 Picchio (Italian: "Woodpecker") is an Italian-designed light utility aircraft built by Procaer (PROgetti Costruzioni AERonautiche).

The Picchio was developed in Italy in the late 1950s as a further development of Stelio Frati's Falco and Nibbio designs. Like its predecessors, the Picchio was a conventional low-wing cantilever monoplane of exceptionally clean lines, with retractable tricycle undercarriage. Early versions of the Picchio shared the same wooden construction as the earlier designs, but had a thin aluminium skin over the top of their plywood skins. The F.15E and F.15F, however, were all-metal.

Production of the early, wooden Picchios was carried out by Procaer in Milan, but in the mid 1960s, Frati established General Avia as his own factory to build his designs, commencing with the F.15E. Only a few examples were built, however, and the design lay dormant until revived by an Austrian company, HOAC in the mid 1990s. HOAC arranged to have the two-seat F.15F model built at the JSC Sokol plant in Niznij Novgorod, but ran out of money, leaving Sokol with unsold airframes in various states of completion.

The Picchio was primarily intended for operation by private pilot owners and the design was exported to several European countries as well as being purchased by Italian individuals. Several are still airworthy (2012).

For details of the 8 variants, click here.

It served with the Luftwaffe and Marineflieger and was used solely for recreational sport flying. Some continued to fly in 2007 in private ownership.

The Pützer Elster "Magpie" was developed from the Motorraab motor glider which had itself been developed from the Doppelraab glider. The Elster was the first aircraft produced in Germany after World War II in any significant numbers. The design shared the wing of the Doppelraab, braced by metal struts, but was given a new monocoque fuselage constructed of plywood with seats for two occupants arranged side by side. The tricycle landing gear unusually featured a steerable nosewheel controlled by a hand grip. Production ceased in 1967, by which time 45 examples had been built.

For details of the three variants, click here.

The Pützer Elster was a German single-engined light aircraft, manufactured by Alfons Pützer KG (later Sportavia) in Bonn. It served with the Luftwaffe and Marineflieger and was used solely for recreational sport flying. Some continue to fly in 2020 in private ownership.

The Pützer Elster "Magpie" was developed from the Motorraab motor glider which had itself been developed from the Doppelraab glider. The Elster was the first aircraft produced in Germany after World War II in any significant numbers. The design shared the wing of the Doppelraab, braced by metal struts, but was given a new monocoque fuselage constructed of plywood with seats for two occupants arranged side by side. The tricycle landing gear unusually featured a steerable nosewheel controlled by a hand grip. Production ceased in 1967, by which time 45 examples had been built.

Variants

Elster
Prototype aircraft fitted with a 52 hp Porsche 678/3 engine, first flight 10 January 1959.
Elster B

Elster of Luftwaffe used as glider tug, Pferdsfeld air base 1972
Main production version fitted with a 95 hp Continental C-90 engine. 25 aircraft were operated by the Luftwaffe and Marineflieger sport flying groups. These aircraft were initially operated with civilian registrations but were allocated military serials in 1971. In 1978 the maintenance contract with Pützer expired and the aircraft were placed on the civil market.
Elster C
The Elster C was fitted with the more powerful 150 hp Lycoming O-320 engine and other modifications for use as a glider tug.

PZL-104 Wilga (golden oriole) is a Polish short-takeoff-and-landing (STOL) civil aviation utility aircraft designed and originally manufactured by PZL Warszawa-Okęcie, and later by European Aeronautic Defence and Space Company (EADS), who had acquired the original manufacturer during 2001.

First flown on 24 April 1962 and entering service during the following year, the Wilga has evolved through many ever-improving versions during its continuous production from 1962 to 2006. The type was largely used by civil operators; those military air services that did fly the type typically used it as a trainer and liaison aircraft. In excess of 1,000 aircraft were produced prior to European Aeronautic Defence and Space Company (EADS) announcing on their website that production of the Wilga would cease in 2006.

The PZL-104 was designed for robust use in sports and civil aviation, with a strong emphasis on glider-towing and parachute training. On 24 April 1962, the prototype of the initial Wilga Mark 1 variant made the type's first flight, powered by an existing Polish 220 hp (160 kW) horizontally-opposed engine, the PZL WN-6RB. The subsequent flight test programme with the prototype exposed a number of design faults, the most serious of which was the airframe's excessive weight and a rear view restriction that prevented the crew from easily seeing a towed glider. Accordingly, an airframe review was performed by the design team that resulted in the thorough redevelopment of the aircraft, led by Polish aeronautical engineers Bronisław Żurakowski and Andrzej Frydrychewicz.

While the major structural elements and sub-assemblies which had been deemed to have been successful, such as the structure of the wings, were retained from the initial design, the redeveloped aircraft featured a completely new fuselage that was both slimmer and considerably strengthened beyond its prior counterpart; this new airframe also offered an excellent rear view aspect for the crew during glider towing operations, while the side doors were also re-engineered to open upwards for better aero observation or parachute jump sorties. If required, the aircraft could be flown with the doors open. It also featured an air ambulance cabin conversion capability.

On 1 August 1963, the revised aircraft, which was designated as the PZL-104 Wilga Mark 2, conducted its first flight. While testing validated the qualities of the Wilga 2's airframe and had proved the aircraft to be a successful design, the WN-6RB engine that powered the model was not fully developed and thus, the aircraft did not enter serial production. In response, the decision was taken to convert the assembly line to instead manufacture the improved Wilga C and Wilga Mark 3 configurations instead. On 30 December 1963, the Wilga C (or Wilga Mark 2 Subvariant C) made its first flight; this variant which was a dedicated export model of the type for Indonesia powered by the imported North American -certified 225 hp (168 kW) horizontally opposed Continental O-470 engine.

To address the immaturity of the original WN-6RB engine, the design team decided to adopt an in-production radial engine, the 260 hp (190 kW) Ivchenko AI-14R; furnished with this engine, the aircraft became the PZL-104 Wilga Mark 3 variant, which first flew on 31 December 1965. The new engine was more powerful but it spoilt the previously clean and aerodynamic fuselage lines, originally designed for a flat engine; nonetheless, the new variant was successful. Due in combination to the power of the AI-14R engine and the STOL capability of the airframe, an extraordinary high rate of climb of 11 m/s (2,165 fpm) (maximum) under minimal load was possible. One of a few remaining flaws was that the engine was relatively uneconomical to operate.

For further development, design, operational history and variants, click here.

The PZL-Mielec M-18 Dromader (Polish: "Dromedary") is a single engine agricultural aircraft that is manufactured by PZL-Mielec in Poland. The aircraft is used mainly as a cropduster or firefighting machine.

PZL-Mielec, then known as WSK-Mielec, began to design the Dromader in the mid 1970s, with help of United States aircraft manufacturer Rockwell International. PZL-Mielec asked for Rockwell's help because of the political situation at the time: operating in an Eastern Bloc country, PZL wanted the aircraft to sell well worldwide, and the company realized that certification by the United States Federal Aviation Administration would be important in reaching that goal. Rockwell on the other hand wanted to fit Polish high-power radial engines into its agricultural planes. As a result of this cooperation the Rockwell Thrush Commander aircraft was fitted with the PZL-3 engine, and the Polish designers created the higher payload M-18 Dromader by introducing the more powerful ASz-62 engine, making structural changes to the airframe, and increasing dimensions. The cooperation led to the Dromader sharing outer wing panels and part of the fuselage with the Thrush Commander.

The first prototype of the aircraft flew on August 27, 1976. In September 1978, the aircraft was given certification to fly in Poland. Certifications from many countries around the world followed soon.

Many aircraft of the M-18 type and its variations can still be seen around the world. They were sold to 24 countries, over 200 are used in the US. In 2008, fifteen were sold to China. In 2012, PZL-Mielec was still selling models M-18B and M-18BS, with 759 built in total. As of 2017, the Dromader was sold by PZL-Mielec, but the production has been halted. The produced aircraft are still refurbished instead, with new engines (produced by WSK "PZL-Kalisz"). There are plans to acquire rights and renew the production in WZL-2 in Bydgoszcz.

Variants

M-18
original one-seat production version, now available for special orders only.
M-18A
two seater available from 1984 onwards. Allows a mechanic or chemical loader to be carried as a passenger to remote fields.
M-18AS
two-cockpit trainer version
M-18B
refined version of M-18A with increased capacity, flown in 1993.
M-18BS
two-cockpit trainer.
M-18C
version with more powerful 895 kW (1,200 hp) Kalisz K-9 engine. Flown in 1995 but not produced.
M-18/T45 Turbine Dromader
turboprop powered with Pratt & Whitney Canada PT6A-45 engine. First flew in 1985 and was given FAA certification in April 1986.
M-21 Dromader Mini
smaller variant (1100 kg of chemicals), flown in 1982, not produced.
M-24 Dromader Super
bigger variant (2000 kg of chemicals), flown in 1987, not produced.
M-25 Dromader Mikro
smaller variant (500 kg of chemicals), sketch only.
AII AVA-303
The M-18 is being built in Iran as the AVA-303.

The Quickie was primarily designed by Burt Rutan as a low-powered, highly efficient kit-plane. Its tandem wing design has one anhedral forward wing and one slightly larger dihedral rear wing. The forward wing has full-span control surfaces and is thus similar to a canard wing, but is considerably larger. The aircraft has unusual landing gear, with the main wheels located at the tips of the forward wing.

The Quickie Q2 or Q2 is a two-seat version of the unique Rutan Quickie, produced in kit form by the Quickie Aircraft Corporation founded by Tom Jewett and Gene Sheehan. Canadian Garry LeGare was involved in the design.

The elevators are fitted to the forward wing so that all pitch control comes from the forward wing, similar to the canard configuration. The Q2 is a "taildragger" with fixed (non-retractable) main wheels incorporated into integral streamlined wheel pants located at the tips of the forward wing.

Propeller ground clearance was a problem in the early Quickie aircraft fabricated with highly flexible fiberglass spar caps... and those aircraft were susceptible to prop-strikes during hard landings. Subsequently, the use of full span, tapered, carbon fiber spars in the Q-200 added significant stiffness to the forward wing/canard... this development substantially reduced the tendency of the aircraft to porpoise and experience propeller damage.

There are well in excess of 600 Quickie aircraft of various models registered around the world.

Specifications below are for the Q2 model.

The high-wing, unpressurized, single-engined turboprop has a fixed tricycle landing gear and is suitable for STOL operations from unimproved airfields.

Design began in 1999, it made its maiden flight on October 16, 2004, and was certified on 31 May 2007 before first delivery in January 2008. By 2018, 250 were delivered. Quest Aircraft was purchased by Daher in 2019.

The utility aircraft can accommodate 10 people. It features short-field capability and good useful load. Its STOL performance comes from a fixed, discontinuous leading edge on the outboard wing and the 750 hp (559 kW) Pratt & Whitney Canada PT6A-34 turboprop engine.

Passenger seats are track-mounted and removable, it has access doors for the pilots and the aft clamshell door, with automatic steps, allows cargo loading or eight passengers boarding.

For more details, click here.

The Venture was designed by Jim Griswold, an engineer with Piper Aircraft, and used technology from the Piper Malibu. The layout of the design was intended to combine a large two-seat side-by-side cabin with rear baggage space in the smallest possible airframe, having a highly streamlined design. The cabin is wider than that of a Beechcraft Baron.

The aircraft is of all-metal construction using pre-formed multi-curvature panels and is supplied as a kit to homebuilders. The Venture has a complex tricycle retractable undercarriage, but the Spirit version has a fixed spatted wheel fairings on the main landing gear, the nose landing gear remaining retractable. The engine is a Continental IO-550-G, designed specifically for the aircraft.

Venture (retractable gear)

Spirit ( Fixed gear)

Tom Scott purchased a Sea Hawker kit in October 1984 and completed the aircraft in March 1986, constructing the aircraft according to the plans. He was not happy with the resulting aircraft and over five years incorporated improvements to address performance and stability shortcomings. The final design has more wing area, a larger hull surface and improved pylon aerodynamics, plus many other improvements. This redesign became the Glass Goose kit.

The Glass Goose features a cantilever biplane layout, without interplane struts, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, retractable tricycle landing gear and a single engine in pusher configuration.

The aircraft is made from composites. Its 27 ft (8.2 m) span wing has an area of 12 m2 (130 sq ft). Standard engines used are 160 to 185 hp (119 to 138 kW) Lycomings, although the eight-cylinder 180 hp (134 kW) Jabiru 5100 and Mazda Wankel engines have also been employed.