The Altitude Radial Rocket is an American amateur-built aircraft, produced by the Altitude Group of Overland Park, Kansas. The aircraft is supplied as a kit for amateur construction.

The aircraft features a cantilever low-wing, a two-seats-in-tandem enclosed cockpit under a bubble canopy, fixed conventional landing gear or retractable tricycle landing gear and a single radial engine in tractor configuration.

The aircraft is made from composites. The wing span and area as well as gross weight varies depending on the model. The Radial Rocket's recommended engine power range is 360 to 400 hp (268 to 298 kW) and the standard engine used is the 360 hp (268 kW) Vedeneyev M-14P four-stroke powerplant.

As of 2017, six examples had been registered in the United States with the Federal Aviation Administration.

Variants

Radial Rocket RG
Retractable tricycle gear model. It has a 26.8 ft (8.2 m) span wing, a wing area of 93.9 sq ft (8.72 sq m) and a gross weight of 2,575 lb (1,168 kg). Construction time from the supplied kit is 2000 hours. Two were reported flying by the end of 2011. (Specifications below)

Radial Rocket TD
Fixed taildragger gear model. It has a 25.5 ft (7.8 m) span wing, a wing area of 90.8 sq ft (8.44 sq m) and a gross weight of 2,550 lb (1,160 kg). Construction time from the supplied kit is 1900 hours. Four were reported flying by the end of 2011.

Radial Rocket RG

Radial Rocket TD

 It was introduced at AirVenture in 2016. The aircraft is supplied as a quick-build kit for amateur construction or ready-to-fly.

The S-21 Outbound features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cabin accessed via doors, fixed tricycle landing gear or optionally conventional landing gear and a single engine in tractor configuration.

The aircraft is made from aluminum sheet, with both leading edge and trailing edge extruded spars. The sheet metal parts employ final-size matched holes to reduce builder errors and speed construction. Its 28 ft (8.5 m) span wing mounts flaps and has a wing area of 141 sq ft (13.1 sq m). The standard engine used is the 180 hp (134 kW) Continental Titan X-340 powerplant. Tundra tires up to 26 in (66 cm) may be fitted.

For more information, click here.

The Rawdon T-1 was a United States light single-engined civil utility aircraft of the 1950s.

Herb Rawdon had been chief engineer of Travel Air, and later Beech Aircraft in Wichita, Kansas. He left Beech and with his brother Gene, established the Rawdon Brothers Aircraft firm.

In 1938 they designed a low-wing two-seat trainer, the Rawdon R-1. A single example was constructed, but was not ordered, as hoped, by the Civil Pilot Training Programme. Postwar, the firm developed and built a similar, but higher-powered model, the T-1.

Rawdon built 35 Model T-1s in five variants. The major commercial use of the aircraft was as a trainer and in crop spraying, but it also found other utility uses such as aerial banner towing for advertising purposes. Four examples of the T-1M military version were delivered to the Colombian Air Force. Many aircraft were re-fitted with more powerful engines including the Lycoming O-320 series of 150 h.p.

Variants

T-1
Initial trainer version powered by a Lycoming O-290-C2 engine of 125 h.p. (13 built);
T-1CS
Crop-spraying version of thT-1Me T-1 with belly tank and spray equipment buried in the wing structure (2 built);
T-1M

Military version delivered to the Colombian Air Force (4 built);
T-1S
Crop spraying model similar to the T-1CS (9 built);
T-1SD
single-seat crop sprayer with chemical hopper in place of the rear seat, squared-off wingtips with endplates and modified vertical tail. (7 built).

The Rebel 300 is the predecessor of the American-built Lazer Z-300 aerobatic aircraft, being a single-seater designed for high-performance unlimited aerobatics competition. The Z-300 itself was a larger and strengthened variant of the Z-200, a two-seat model also being produced as the Z-2300. The Lazer series in later years was produced by York Enterprises, which produced a fuselage kit, and Teebird Enterprises, which produced the wing.

The Rebel series was produced in a number of models, the 2300 being produced later as the Z-2300 with a new wing to overcome issues with the composite wing of the Rebel model.  The Rebel series had high power-to-weight ratios which provided good performance, and could be fitted with any engine in the Lycoming 540 range up to any power level that was available, usually driving a Hoffman three or four-blade propeller. It was of simple and robust construction and was produced in kit form to provide a relatively inexpensive, easy-to-build and simple to maintain machine.  Construction was of steel tube with, metal, composite, wood and fabric.

The first example of the type in this region was imported in early 2008, becoming VH-TBN (c/n S8-88-008) to its owner, Tony Blair, of Townsville, QLD on 23 July 2007.  This aircraft was fitted with an AEIO-540 engine driving an MT propeller.  In November 2016 ownership of the aircraft was transferred to Paul Bennet Airshows of Cardiff, NSW and has been operated on the Company’s eastern states airshow circuit.

The Reflex Lightning Bug, also called the Jones Lightning Bug, is an American homebuilt aircraft that was designed by Nick Jones and produced by Reflex Fiberglass Works of Walterboro, South Carolina, introduced in the mid-1990s. When it was available the aircraft was supplied as a kit for amateur construction.

The Lightning Bug features a cantilever low-wing, a single-seat enclosed cockpit under a bubble canopy, fixed tricycle landing gear with wheel pants, a retractable nose wheel and a single engine in tractor configuration.

The aircraft is made from a combination of stainless steel and fiberglass. Its 17.83 ft (5.4 m) span wing has a wing area of 40.00 sq ft (3.716 m2). The cabin width is 25 in (64 cm). The standard engine used is the 100 hp (75 kW) AMW 808 in-line three cylinder, liquid-cooled, two-stroke, dual ignition, aircraft engine. With that engine the aircraft can cruise at 225 mph (362 km/h).

The Lightning Bug has a typical empty weight of 475 lb (215 kg) and a gross weight of 800 lb (360 kg), giving a useful load of 325 lb (147 kg). With full fuel of 23 U.S. gallons (87 L; 19 imp gal) the payload for the pilot and baggage is 187 lb (85 kg). The aircraft meets American FAR 23 aerobatic category requirements at a gross weight of 750 lb (340 kg).

The standard day, sea level, no wind, take off with a 100 hp (75 kW) engine is 800 ft (244 m) and the landing roll is 1,000 ft (305 m), due to its 62 mph (100 km/h) stall speed.

The manufacturer estimated the construction time from the supplied kit as 300 hours.

The Republic RC-3 Seabee is an all-metal amphibious sports aircraft designed by Percival Spencer and manufactured by the Republic Aircraft Corporation.

The RC-3 Seabee was designed by Percival Hopkins "Spence" Spencer. An aviation pioneer, he built his first hang glider in April 1911 at the age of 17 from plans he found in a Popular Mechanics magazine. On May 15, 1914, Spencer made his first powered flight in a Curtiss flying boat. In 1937, he joined Sikorsky engineer Vincent A. Larsen to design their first and only amphibious aircraft, the Spencer-Larsen SL-12C. Development of the plane progressed slowly and in September 1940 Spencer left the partnership to form his own company. His resulting design was the Spencer S-12 Air Car Amphibian. Construction of the S-12 began on March 1, 1941 and the small, two-seat S-12 prototype, registered NX29098, made its first flight on August 8, 1941. The S-12 was a fabric covered amphibian with a unique boxlike forward cabin; a high wing with a two-bladed propeller in pusher configuration; and a long, slender tail boom.

In order to meet the anticipated postwar demand for civilian light aircraft, Republic endeavored to build the Seabee as inexpensively as possible, while still retaining reasonable performance and range. A lot of thought went into eliminating what were at the time termed as 'airplane frills,' resulting in a strong product built with as few parts as possible. For example, Seabees as built did not have ribs in the wings; instead, the heavy corrugated aluminum sheet which formed the skin provided the necessary stiffness. Republic was also willing to buy components in volume, which lowered costs further.

On November 22, 1945, the prototype RC-3 (NX87451) came off the assembly line at Republic's factory in Farmingdale, New York and on December 1 made its first flight in Farmingdale with Spencer at the controls.

On December 27, 1945, Republic Aviation purchased Aircooled Motors, manufacturers of the Franklin engine, to supply and build engines for the RC-3 Seabee.

In March, 1946, the first production RC-3 Seabee was completed (NC87457, formerly NX87457, and on July 25, 1946 the first Seabee (NC87463, production #13) was delivered at the Republic factory to J.G. (Tex) Rankin of Rankin Aviation Industries of Tulare, California.

For more information on the developmment, production and operational history of the Seabee, click here.

The Rihn DR-107 One Design is an American aerobatic homebuilt aircraft that was designed by Dan Rihn and first flown in 1993. The aircraft is supplied by Aircraft Spruce & Specialty of Corona, California in the form of plans and a materials kit for amateur construction.

The DR-107 was designed as a low-cost one design aircraft for competition and sport basic to advanced aerobatics, including International Aerobatic Club Class One competitions. For this role it is stressed to +/-10g.

The DR-107 is a monoplane that features a cantilever low-wing, a single-seat enclosed cockpit under a bubble canopy, fixed conventional landing gear with wheel pants and a single engine in tractor configuration.

The aircraft is predominantly made from wood, with some steel parts and doped aircraft fabric. Its 19.50 ft (5.9 m) span wing employs a Wainfan 16% symmetrical airfoil and has a wing area of 75.55 sq ft (7.019 m2). The wing has almost full-span ailerons that produce rolls of 360° per second. The wing has no flaps. Other features include a low-mounted cable-braced tailplane and a 24 in (61.0 cm) wide cockpit.

The DR-107 can accept engines of 160 to 180 hp (119 to 134 kW). The standard engines used are the 180 hp (134 kW) Lycoming O-360, modified with high compression pistons, an inverted oil system and fuel injection or the 160 hp (119 kW) Lycoming AEIO-320 powerplant.

The aircraft has an empty weight of 740 lb (340 kg) and a gross weight of 1,150 lb (520 kg), giving a useful load of 410 lb (190 kg). With full fuel of 19 U.S. gallons (72 L; 16 imp gal) the payload is 296 lb (134 kg).

The designer estimates the construction time from the supplied materials kit as 2000 hours.

The Rockwell Commander 112 is an American four-seat single-engined general aviation aircraft designed and built by North American Rockwell (later Rockwell International) starting in 1972. In 1976, they introduced the turbocharged version 112TC and mounting a larger engine with other minor improvements they introduced the Rockwell Commander 114. A total of approximately 1,300 examples of all models were produced before the production line shut down in 1980. In 1981 type certificate owner was Gulfstream Aerospace, but it had no interest in single-engine piston production.

The rights to the design were sold to Commander Aircraft Company in 1988. They improved the interior and made other upgrades to the Commander 114B series, released in 1992. Approximately 200 examples were produced before they shut down in 2002. Aircraft produced between 2000-2002 were named Commander 115 for commercial purposes. Between 2005 and 2012, the Commander Premier Aircraft Corporation (CPAC) was producing spare parts only. An attempt to begin production was made by CPAC who planned a Commander 115 series, however, as of 2016, financial issues had delayed production indefinitely. The total number of all airframes produced under Commander name was approximately 1490 examples (111:2, 112:803, 114:501+154, 115:30).

The 112 and 114 are conventional layout monoplanes with the main wing set low and a mid-mounted horizontal stabilizer. This places the stabilizer outside the prop wash, and results in heavier handling at lower speeds.

The cabin is 47 inches (1,200 mm) wide and 49 inches (1,200 mm) high, compared to a contemporary aircraft like the Piper Arrow at 41 inches (1,000 mm) by 38 inches (970 mm). This was the most spacious cabin of any design of the era. There is a full-sized door on both sides of the aircraft, while most aircraft of this class have a full-sized passenger door on one side and a smaller door for the pilot on the other.

The low mounted wing has significant dihedral and features fully faired retractible main landing gear. The gear use the trailing-link design for additional travel and softer "even less-than-perfect" landings. The 112B, 112TC-A and 114A received larger main wheels and disc brakes as part of their upgrades.

Early models featured front seat three-point harnesses where the shoulder belt was fixed to the seat itself. This was found to offer too little strength and was replaced with one fixed to the fuselage behind the seat as part of a 1987 Airworthiness Directive (AD). In spite of being designed specifically to avoid fatigue issues, the series has been subject to a number of ADs due to fatigue cracking, both in the main wing and the elevator.

For details of development and 11 variants, click here.

The Rollason Beta was a British midget racing monoplane developed from a competition to build a Formula One air racer in the 1960s in England. The Beta was first flown on 21 April 1967. The aircraft were successful air-racers in England during the late 1960s and early 1970s.

The Beta was designed by the Luton Group (who were young technicians employed by the British Aircraft Corporation at Luton) in a competition to design a racing aircraft, the Rollason Midget Racer Design Competition 1964.

The Beta is a fully aerobatic wooden low-wing cantilever monoplane with a cantilever tailplane with a single fin and rudder, powered by a Continental engine of between 65 and 100 hp. It has a fixed-tailwheel landing gear and an enclosed cockpit for the pilot. The original prototype Luton Beta was not completed. The design was built commercially by Rollason Aircraft and Engines who made 4 aircraft at Redhill between 1967 and 1971. Plans were also available for homebuilding; although 55 sets of drawings had been sold by early 1974, five aircraft have been registered but just three aircraft are known to have been completed, all in the UK.

The first Rollason-built Beta (registered G-ATLY and named Forerunner) won the Manx Air Derby in 1969 and the second Rollason-built aircraft (registered G-AWHV and named Blue Chip) won the Goodyear Trophy air race at Halfpenny Green in 1969.

G-ATLY was written off in a aerial collison with a Tiger Moth at Nottingham on 29 September 1973, killing the pilot, G-AWHV was destroyed by fire in 1995 and G-AWHW crashed on 17 December 1987 at RAF Wattisham, Suffolk, killing the pilot.

Number built    4 (factory-built), 5 (homebuilt).

The Ruschmeyer R 90 is a four-seat light aircraft designed and produced in Germany in the late 1980s and early 1990s.

MF-85
Ruschmeyer Luftfahrttechnik initially designed the Ruschmeyer MF-85, intended to be powered by Porsche PFM 3200 derivatives, which was debuted at the 1987 Hannover Air Show. The MF-85 was a composite four seat aircraft, planned to be offered with 134 to 183 kW (180 to 245 hp) engines, priced at DM245,000 to DM325,000 (excluding avionics), with optional fixed or retractable undercarriage. The prototype (V001 D-EEHE) first flew with a 212 hp (158 kW) Porsche PFM 3200N, driving a 3-bladed Mühlbauer MTV.9 constant speed propeller, on 8 August 1988, piloted by Horst Ruschmeyer. The second and third aircraft, V002 (D-EERO) and V003 (D-EERH), on flew on 23 September 1990 and 12 February 1992 respectively. Despite promising flight test results, the unavailability of Porsche engines led to the development of the Textron Lycoming powered R 90.

R 90
Powered by a Lycoming IO-540-C4D5 driving a Mühlbauer MTV.14-B constant speed propeller, the production R 90-230RG was built from 1988 to the mid-1990s in Germany. The engine is de-rated to 172 kW (231 hp) to reduce noise, but still enables the R 90 to reach a maximum cruising speed of 324 km/h (175 kn; 201 mph).

German certification was awarded in June 1992, with 28 production aircraft built when Ruschmeyer Luftfahrttechnik filed for bankruptcy in June 1996. In 1999, the assets of Ruschmeyer were purchased by Solaris Aviation of West Palm Beach, Florida, marketing the R90 as the Solaris Sigma. In 2004, the project passed to Aircraft Technology Consulting, which restarted production in Germany, building two more aircraft by mid 2005.

Variants

MF-85
The first three prototypes powered by Porsche PFM 3200 engines.
R 90
Production aircraft powered by Lycoming IO-540-C4D5 engines
R 90-230-RG: The main variant with retractable undercarriage   (Specifications below)
R 90-230-FG: Variant with fixed undercarriage, powered by Lycoming O-540-J engines.
R 90-180-FG: Variant with fixed undercarriage, powered by Lycoming IO-360 engines.
R 90-350T-RG: High performance variant with retractable undercarriage, powered by 185 kW (248 hp) turbo-charged engines.
R 90-420AT-RG:High performance variant with retractable undercarriage, powered by Allison 250-B17 turboprop engines
R 95
5/6 seat variant with retractable undercarriage.
Solaris Sigma
Production and marketing in the United States

It is a high-performance homebuilt aircraft, hundreds of which have been constructed. The design later evolved into the Long-EZ and other, larger cabin canard aircraft. The VariEze is notable for popularizing the canard configuration and moldless composite construction for homebuilt aircraft.

Work on the VariEze design, which grew out of Rutan's experience designing and building the VariViggen, began in 1974. The first prototype, designated Model 31 and registered N7EZ, first flew on May 21, 1975 after four months of construction. This aircraft used a Volkswagen engine conversion. Three months later it was shown at Oshkosh where Dick Rutan piloted it to an under 500 kg class distance record of 1,638 miles (2,636 km). Rutan believed that by engaging in a program of breaking class records he could further fine-tune the design.

The aircraft was so popular at Oshkosh that Rutan redesigned the aircraft so that it could be sold as a set of plans.[2] A second prototype, the Model 33, N4EZ, built using a larger wing, a Continental O-200 engine, and many other detail changes, was shown at Oshkosh in July 1976 and plans were offered for sale. Approximately 2000 aircraft were under construction by 1980, with about 300 flying by late 1980. Ultimately more VariEzes and Long-EZs (a derivative, slightly larger design) were constructed than any other homebuilt type of the time. The sale of plans ceased in 1985.

For more details of the development of the VariEze, click here.

The Rutan VariViggen is a homebuilt aircraft designed by Burt Rutan. The aircraft is a tandem two-seater of primarily wooden construction with a delta wing and a canard foreplane. The VariViggen is powered by a 150 hp Lycoming O-320 aero engine in pusher configuration. The prototype was designated Model 27, and the production version was Model 32.

The VariViggen was named after the Swedish fighter plane, the Saab 37 Viggen. This and the XB-70 Valkyrie inspired the design. Rutan became interested in aircraft which resisted stalls and spins, and the VariViggen was his first full scale design. He began working with the design as a student at Cal Poly in the early 1960s, and started building the prototype in his garage in 1968. After four years of work, the aircraft made its first flight in April, 1972. In order to increase efficiency, the Model 32 (also known as the VariViggen SP) had a slightly longer fuselage, a larger wingspan and winglets.

The Rutan Aircraft Factory sold 600 plan sets for the VariViggen to homebuilders, and eventually about 20 of the aircraft were built. Following the crash of one in New Brunswick, Canada in September 2006 due to wing tank fuel contamination, fewer than five are currently still flying. The prototype aircraft, N27VV, can be seen in the 1975 movie Death Race 2000 and was eventually donated to the EAA AirVenture Museum in 1988. Currently, (August 2024), there are 63 listed on airport-data.com.

Rutan also began work on an all-aluminum variant, the MiniViggen, but later abandoned the project and focused his efforts on the VariEze.

The Ryan Brougham was a small single-engine airliner produced in the United States in the late 1920s and early 1930s. Its design was reminiscent of the M-1 mailplane first produced by Ryan in 1926, and like it, was a high-wing, strut-braced monoplane of conventional design.

The plane was named by Tom Mathews after Henry Brougham, 1st Baron Brougham and Vaux, designer of the Brougham (carriage).

Unlike the M-1, the Brougham had a fully enclosed cabin for the pilot and four passengers. The Brougham prototype was derived from the later M-2 and was powered by a 150 hp Hispano-Suiza 8 water cooled inline V8 engine. Originally priced at $12,200, the price was reduced to $9,700 when fitted with a Wright J-5, and $5,750 with Hispano. One Brougham was fitted with floats. The only common parts shared with the famous Spirit of St. Louis and the first Ryan B-1s were the tail surfaces and a few of the wing fittings. Later B-1 Brougham production versions shared no common parts.

Welded Chrome moly steel tubing was used to make the fuselage. Wood was used for the wing, but did not have and dihedral or angle of incidence.

The first production B-1 Brougham was The Gold Bug, flown by Frank Hawks. It was preceded by three Hisso Broughams.

Charles Lindbergh had come to the factory to examine that first B-1, but had instead ordered a completely new aircraft to his specifications. He used the Ryan NYP Spirit of St. Louis on his record-breaking transatlantic flight of 1927. Hawks renamed his B-1 "Spirit of San Diego" and flew to Washington with his wife to greet the triumphant Lindbergh. In the ensuing glare of publicity, Hawks was hired by the Ryan Aircraft company to be its official representative.

With the public idolizing Lindbergh, Hawks toured the country, selling rides in the aircraft "like Lindy flew." His Spirit was actually painted gold, but looked the part to the public. Another reason for the success of the Brougham was its performance at the 1927 National Air Races in Spokane, Washington where Hawks, who had obtained a contract with Maxwell House Coffee, with the now renamed "Miss Maxwell House" came in first for speed in the Detroit news Air Transport Speed and Efficiency Trophy Race. Later, at the 1928 Ford Tudor Reliability Trial and Air Tour, Hawks placed sixth in "Miss Maxwell House".

Hawks popularized the type, which stimulated demand among small airlines and charter operators. The Brougham not only sold well in the domestic market, but was exported to China, Guatemala, Mexico and Salvador. Production peaked at 20 per month but was eventually halted by worsening economic conditions in the United States that led to the sale of the Ryan factory in October 1930.

Lindbergh's successful trans-Atlantic flight led to a slightly modified Ryan Brougham being ordered for the first attempted trans-Tasman flight between Australia and New Zealand. Named Aotearoa, the Māori name for New Zealand, and crewed by New Zealanders Lieutenant John Moncrieff and Captain George Hood, the aircraft left Richmond near Sydney on 10 January 1928, on a flight expected to take about 14 hours. Radio signals were heard from the plane for 12 hours before abruptly ceasing. The aviators failed to arrive in New Zealand, and no trace of them or their aircraft has ever been found.

Variants

B-1 - initial production version with Wright J-5 engine (ca 150 built)
B-2 - one-off version with extended wingspan for Charles Lindbergh promotional tour (1 built)
B-3 - version with roomier cabin, sixth seat and larger tail (9 built)
B-5 - production version with Wright J-6 engine (61 built)
B-7 - version with Pratt & Whitney Wasp engine (8 built)

It was later built by Ryan Aeronautical Company and the Tubular Steel Corporation (TUSCO). The Navion was envisioned as an aircraft that would perfectly match the expected postwar boom in civilian aviation, since it was designed along the general lines of, and by the same company which produced the North American P-51 Mustang.

The Navion was originally designed at the end of World War II by North American Aviation as the NA-143 (but produced under the NA-145 designation). North American built 1,109 Navions in 1946–47, initially selling them at a below cost US$3,995, which later increased to $6,100, although the actual cost of construction was $9,000. These included 83 L-17As for the US Army and National Guard.

Ryan Aeronautical Company acquired the design in the summer of 1947, launching production at its San Diego factory in 1948. Ryan built 1,240 Navions (powered by 205 hp (153 kW) Continental O-470 engines or 250 hp (190 kW) Lycoming O-435 engines), including 163 aircraft for the US armed forces, before production ended in 1951, with Ryan wanting to concentrate on defense production.

Production rights passed to the TUSCO corporation, which flew a prototype of a revised version, the Navion Rangemaster G, on June 10, 1960 and set up the Navion Aircraft Company to build it. The Rangemaster G replaced the sliding canopy of the earlier Navions with a more conventional five seat cabin with access via car-type doors. 

For further details of the development of the Navion, plus the 14 civilian and 8 military variants,  click here.

Specifications below are for the Super 260 Navion variant.

Navion - sliding canopy

Rangemaster - car type door

Military

Twin conversion

The Ryan S-C (Sports-Coupe) (or Sport Cabin) was an American three-seat cabin monoplane designed and built by the Ryan Aeronautical Company. At least one was impressed into service with the United States Army Air Forces as the L-10.

The Ryan S-C was a low-wing cantilever monoplane with a fixed tailwheel landing gear, designed to be an up-market version of the Ryan S-T trainer. The prototype first flew in 1937, and had a nose-mounted 150 hp (112 kW) Menasco inline piston engine. Production aircraft were fitted with a 145 hp (108 kW) Warner Super Scarab radial engine. With the company's involvement in producing trainer aircraft for the United States military, the S-C was not seriously marketed, and only 11 complete SCs (s/n 202 through 212) were built, all delivered in 1938; two more were later assembled from parts (s/n 213 in 1941 and s/n 214 in 1959). At least one example – probably as many as five, s/n 202, 203, 207, 211 and 212 – were impressed into service with the Civil Air Patrol, auxiliary of the United States Army Air Forces for anti-submarine patrol and warfare duties on the East coast of the US, and was designated the L-10. At the start of the 21st Century, four examples were still airworthy in the United States.

Variants
S-C later S-C-M
Prototype powered by a 150hp (112kW) Menasco C4S inline engine, one built later converted to S-C-W.
S-C-W (Photos, specifications below)
Production aircraft powered by a 145hp (108kW) Warner Super Scarab radial engine, 12 built.
L-10
United States Army Air Forces designation for one S-C-W impressed into service in 1942, it was disposed of in November 1944.
Later Modifications
Two SC-Ws exist with a horizontally opposed 6-cylinder Continental engine. One was modified from a radial-powered SC-W, and one was built with the 6-cylinder engine after WWII using spare airframe parts from the original pre-WWII production run.

The SA102.5 Cavalier is a much modified and refined development of the GY-20 Minicab. It is in the same French tradition, as the Jodels, the Emeraudes, and other fine wooden aircraft from Europe, but designed in Western Canada by Stan McLeod.

Some Notes from the Designer - Mr Stan McLeod (April 2004)

SA102, SA102.5, SA 103, SA104 Cavaliers and SA105 Super Cavalier

The Cavalier started life as the SA102 Cavalier and the prototype; built by Forest Fenton of Calgary, flew with 135 hp Lyc in 1963. This was a fairly basic machine by present day standards but was the aircraft that proved the "Rod Nose Gear" could be made to work (others had tried and failed). The original prototype just plain wore out, was rebuilt and I believe still exists. Could use engines from 85 to 135hp, could be built as tri gear or tail dragger and was easily convertible from one to the other.

NOTE: the tail dragger turned out to be around 15 mph SLOWER than the tri gear and didn't handle rough fields any better than the tri gear; however both offered excellent handling on the ground. Some builders demanded retractable gear for the Cavalier and this was not practical so I spent some 4-5000 hrs designing a new airplane with retractable gear - the SA105 Super Cavalier.

Further extensive information on the various models is available here.

The SA 102-5 Cavalier is a side-by-side two-seater of all wood and fabric construction, that can use any four-cylinder Continental, Lycoming or Franklin engine and rated in the 85 to 150-hp range. The prototype flew in 1969. The wing section is a NACA23015 at the root and NACA23012 at the tip. The wing structure consists of a single wooden box spar plywood leading edge, an auxiliary rear spar for the flaps and ailerons and a diagonal drag spar. The entire centre section is plywood covered, the remainder of the wing being fabric covered. The fuselage is a wooden truss type structure of spruce and ply construction. The cockpit doors and canopy are of moulded fibreglass. The rear decking is fabric covered. The empennage is of all wood construction with fabric covered control surfaces. The standard aircraft has a fixed tricycle under-carriage, but a tailwheel version is available. Fuel is carried in wing tip tanks of 13 or 1 6 Imp gallon capacity.

The original plans built, all wood, two place Cavalier SA.102 was designed in 1964 by Stan McLeod of Calgary, Alberta, and was based on the French Minicab. Subsequent revisions by McLeod led to the 100 to 125 hp SA.102.5 and SA.102.88.

The aircraft is known either as the MacFam Cavalier or the Squirecraft Cavalier.

Tailwheel variant

Retractable Variant

The Saab 91 Safir (Swedish for sapphire) is a three (91A, B, B-2) or four (91C, D) seater, single engine trainer aircraft. The Safir was built by Saab AB in Linköping, Sweden (203 aircraft) and by De Schelde in Dordrecht, Netherlands (120 aircraft).

Development of the Safir began in 1944 as part of a plan to compensate for reductions in orders for military aircraft when the Second World War finally ended. Three major civil programmes were planned, the Type 90 Scandia airliner, the Type 91 Safir light aircraft and the Saab 92 motor car. The Safir was designed by Anders J. Andersson, who had previously worked for Bücker, where he had designed the all-wood Bücker Bü 181 "Bestmann". The Safir thus shared many conceptual design features with the Bestmann. It was primarily of metal construction, although it did have fabric-covered control surfaces. Development was slowed by the need to concentrate on more urgent military work, and by industrial action in suppliers. The Safir's first flight took place on 20 November 1945.

While the prototype was first powered by a 130 hp (97 kW) four cylinder de Havilland Gipsy Major IC piston engine, the Saab 91A initial production model used a 145 hp (108 kW) Gipsy Major 10. The Gipsy-engine Safir was considered underpowered by military customers, and as a result, the Gipsy was replaced by a six-cylinder Lycoming O-435A rated at 190 hp (140 kW), with the re-engined type becoming the Saab 91B, flying on 18 January 1949. The Saab 91C, first flying in September 1953, retained the O-435 engine, but has a revised four-seat cabin.

The 91D replaced the O-435 with a lighter four-cylinder Lycoming O-360-A1A engine rated at 180 hp (130 kW).

As well as its primary role as a trainer/touring aircraft, the Safir was also used as an aerodynamic testbed. The first prototype was used as a platform for low speed testing of the swept wing for Saab 29 jet fighter, and was later further modified to test the wing for the Saab 32 Lansen fighter.[8] In addition, one ex-Swedish aircraft was sold to Japan, going through a variety of modifications to test high-lift devices for the Shin Meiwa PS-1 flying boat.

Saab restarted production of the Safir at its Linköping factory in 1954,[6] building 25 Saab 91B-2s for Norway, 30 Saab 91Cs, all for military customers, and 99 Saab 91Ds.[10] Production continued until 1966, when the last Safir, a Saab 91C for Ethiopia, was completed. Total production was 323 aircraft including the prototype.

The Safir was used by the Swedish, Norwegian, Finnish, Austrian, Tunisian, and Ethiopian air forces as a trainer aircraft, and a single aircraft was used by the Japan Defense Agency as an STOL test platform. The type remained in Norwegian and Finnish service until the late 1980s, and in Austria until 1992. While it was replaced as a trainer by the Scottish Aviation Bulldog in Sweden in 1971, it remained in use as a liaison aircraft, still being in service in 1994.

Major civilian users were Air France, Lufthansa and the Dutch Rijksluchtvaartschool (RLS) on the Groningen Airport Eelde, near Groningen.

Variants

91A – Original production version, powered by 145 hp (108 kW) de Havilland Gipsy Major 10 engine. Three seats. 48 built. Swedish Air Force designation Tp 91.
91B – Three seat version with 190 hp (140 kW) Lycoming O-435. 106 built by De Schelde. Swedish Air Force designation Sk 50B.
91B-D - Improved 91B. Three built by De Schelde.
91B-2 – 91B variant for Royal Norwegian Air Force with minor modifications, mainly a constant speed propeller[citation needed]. 25 built by Saab for Norway.
91C – Four seat version of 91B, with fuel tanks moved to the wings, and a constant speed propeller.[citation needed] Eleven built by De Schelde and 30 by Saab. Swedish Air Force designation Sk 50C.
91D – Four-seat version, powered by 180 hp (130 kW) Lycoming O-360 engine driving a constant speed propeller. 99 built by Saab.

Saab MFI-15 Safari, also known as the Saab MFI-17 Supporter, is a propeller-powered basic trainer aircraft used by several air forces. It is very similar in appearance to the Malmo MFI-9 (Recreational 3 axis), but bigger and heavier (third seat), and the tailplane is higher on the fin.

On 11 July 1969 Saab flew the prototype (SE-301) of a two/three-seat civil/military trainer or general utility aircraft allocated the designation Saab-MFI 15. Developed at Malmö Flygindustri, it was powered by a 119 kW Avco Lycoming IO-320-B2 flat-four engine and with a conventional low-set tailplane. The latter was later modified to a T-tail configuration to minimise damage when operating from rough airfields.

On 26 February 1971 the prototype was flown with the more powerful Avco Lycoming IO-360-A1B6 air-cooled flat-4 piston engine, which became the standard powerplant for the production version, now designated as the Saab Safari. A braced shoulder-wing monoplane with fixed tricycle landing gear, available optionally with tail-wheel landing gear, it provides side-by-side enclosed accommodation for two and has dual controls as standard. It has forward-swept wings to maintain correct centre of gravity. This design constraint applies also to the ARV Super2 and the Bölkow Bo 208 Junior, the latter a license-built version of the Malmö MFI-9 Junior.

A military version designated originally Saab-MFI 17 was flown on 6 July 1972 and differed from the Safari by being equipped more specifically for use as a military trainer, or for artillery observation or forward air control and liaison.; this version was later named Saab Supporter. In August 1978 Saab flew a prototype version of the Safari with a 157 kW Continental flat-six turbocharged engine; designated Safari TS, it did not enter production. A trainer based on the Safari's design was built in kit form for assembly in Pakistan as the Mushshak, with 92 aircraft delivered to the Pakistani Air Force. A later batch of 120 aircraft was built entirely in Pakistan.

Variants

MFI-15 Safari – original civilian variant.
MFI-17 Supporter – Saab's designation for the military variant, Danish designation T-17.
Saab Safari TS – a prototype fitted with a 157 kW (210 hp) turbocharged piston engine.
MFI-17 Mushshak – improved version of MFI-17 Supporter manufactured by Pakistan Aeronautical Complex under license.
PAC Super Mushshak – upgraded Pakistan-manufactured variant of the MFI-17 Mushshak.

The SAI KZ VII Lærke (Danish: "Lark") was a light utility aircraft built in Denmark shortly after the Second World War. Based on the SAI KZ III air ambulance, the KZ VII was a strut-braced, high-wing monoplane of conventional design with an enclosed cabin for four seats. Fifty-six aircraft were built, and another 22 partially completed aircraft were destroyed in a factory fire in 1947. The Danish Air Force operated 10 of the type as trainers between 1950 and 1977.

The ScaleWings SW51 Mustang, formerly marketed as the FK-Lightplanes FK51 Mustang, is an Austrian ultralight, light-sport aircraft and homebuilt aircraft that was designed by ScaleWings of Strasswalchen, Austria and was initially produced by FK-Lightplanes of Krosno, Poland, who introduced it publicly at the AERO Friedrichshafen show in 2013. After FK-Lightplanes ceased production, the design was built by ScaleWings.

The aircraft was first flown in October 2014 and is supplied as a complete ready-to-fly-aircraft or as a kit for amateur construction.

The SW51 is a 70% replica of the North American P-51 Mustang fighter aircraft of the Second World War.

The aircraft features a cantilever low-wing, a two-seats in tandem enclosed cockpit under a bubble canopy, fixed or retractable conventional landing gear and a single engine in tractor configuration. The light-sport version for the US market will have fixed landing gear as that category requires.

The design's structure is made from carbon fibre. Its 7.900 m (25.9 ft) span wing mounts flaps. The Mustang features electro-hydraulic retractable landing gear, hydraulic disc brakes on the main wheels, dual controls and electrically-operated flaps. It also has three-axis fly-by-wire trim tabs, electrically-adjustable rudder pedals, two internally-mounted 58 litres (13 imp gal; 15 US gal) Kevlar/carbon fibre fuel tanks and detachable outer wing panels. The design includes two baggage compartments, one in front of the firewall and one behind the cockpit. The manufacturer has made the aircraft as similar to the original as possible, down to the simulated metal finish, rivets and other details. It also includes a 2000 watt sound system that provides a Rolls-Royce Merlin engine sound and a smoke generator for start-up smoke simulation.

Unlike the P-51 Mustang, the SW51's bubble canopy can slide aft and then is hinged to the right for egress.

The initial FK-Lightplanes model was a European microlight version. When production passed to ScaleWings they developed new models of the design, including a light-sport model, a homebuilt model that is also available ready-to-fly for the US Experimental-Exhibition category and a heavier weight ultralight version.

Variants

FK51
Initial model produced by FK-Lightplanes for the European microlight category with a typical empty weight of 288 kg (635 lb) and a gross weight of 472.5 kg (1,042 lb), giving a useful load of 184.5 kg (407 lb). With full fuel of 115 litres (25 imp gal; 30 US gal) the payload for pilot, passenger and baggage is 102 kg (225 lb). The acceptable power range is 100 to 115 hp (75 to 86 kW) and the standard engines used are the 100 hp (75 kW) Rotax 912S or 912iS and the turbocharged 115 hp (86 kW) Rotax 914 powerplant.
SW51 Ultralight
A proposed model by ScaleWings for when the European microlight category has its gross weight raised to 600 kg (1,300 lb) to match the US light-sport rules. It will have a typical empty weight of 340 kg (750 lb) and a gross weight of 600 kg (1,300 lb). The maximum power will be 250 hp (186 kW).
SW51 S-LSA
A model by ScaleWings for the US light-sport rules, with fixed landing gear and a fixed pitch propeller. It has a typical empty weight of 340 kg (750 lb) and a gross weight of 600 kg (1,300 lb). The maximum power is 100 hp (75 kW).
SW51 Experimental
A model by ScaleWings for US Experimental Amateur-built or Experimental-Exhibition rules as a quick-build kit or fully assembled. It has a typical empty weight of 400 to 650 kg (880 to 1,430 lb), depending on the engine installed and a gross weight of 1,000 kg (2,200 lb). The maximum power is 600 hp (447 kW).

Since 2016 it has been manufactured in the US by Seeker Aircraft (US)/Erickson. It is powered by a Lycoming O-360 engine. The aircraft is marketed as a low cost alternative to observation helicopters for the military and civilian sectors. It can be used in roles such as pipeline inspection, coast watch, environmental duties, aerial photography and security. The Seabird Seeker has had some export success, and is operated by the Iraqi Air Force.

As of 2016 Seekers are currently flying in Australia, Jordan, Azerbaijan, South Africa, Tanzania, UAE, and the US with the New Mexico State Police, among other operators.

In March 2016 Seeker Aircraft (US) announced that Erickson Inc. of Portland, Oregon, would begin manufacturing the Seeker aircraft in the United States.

For operational history, operators and variants, click here.

The major production versions of the Seawind line consist of the kit-built Seawind 2000 and Seawind 3000 United States and the Seawind 300C under development by Seawind LLC, also of Kimberton, Pennsylvania. The Seawind 3000 was introduced in 1993.

The Seawind is most distinctive for its engine pod, which juts forward from the leading edge of the very large vertical fin. The design is also noted for its long, low profile and sleek curves made practical by composite construction.

Supply of the Seawind has been extensively set back by the crash of the certification prototype, killing the test pilot, and more than 10 years of financial difficulties, which are set out in the link below.

On 9 January 2019 Richard Silva, the head of the company and driving forced behind the certification process died at age 82. The company indicated that efforts to certify the design would continue.

More details of the history of the aircraft and the variants are available here.

The specifications below are for the 300C model.

The SF.260 was designed by Italian aircraft designer Stelio Frati, while production work originally performed by Milan-based aviation manufacturer Aviamilano. On 15 July 1964, the first prototype performed its maiden flight (then designated F.260). Shortly thereafter, responsibility for production was transferred to SIAI Marchetti, who had purchased the rights to the design; manufacturing continued to be performed by this firm until the company was bought by Aermacchi in 1997.

The SF.260 has been largely sold to military customers as a trainer and light combat aircraft. In addition, there have been limited civil sales to private operators; during the late 1960s, the type was marketed in the United States under the name Waco Meteor. Armed military versions, sold as the SF.260W Warrior, proved to be popular with smaller air forces, which could arm the type for use in the close air support role. Both piston-powered and turboprop-powered models have been developed.

The SIAI-Marchetti SF.260 is a low-mounted cantilever wing monoplane, complete with a retractable tricycle undercarriage. It has been often praised for its sleek lines and sporty aesthetic appearance, while maintaining function as well, possessing jet-like handling as a result. The construction is typically known for having a high level of worksmanship, while exterior is extensively flush-riveted to reduce drag, except for a few locations such as the flaps and some fairings. The SF.260 has a compact, dense structure which possesses ballistics similar to a jet aircraft, and is approved to perform aerobatic manoeuvres. In comparison to most single-engine aircraft, it possesses superior power loading and above average wing loading.

The pilot and up to two passengers (or pilot and one student in trainer versions) are accommodated under a broad, extensively glazed canopy. The pilot, who accesses the aircraft via purpose-built walkways along the wing, would be typically seated on the right-hand side of the cockpit; military pilots are trained to control the aircraft using their right hand on the stick and their left on the throttle.

For more details of the development, design, operational history and 17 variants, click here.

Specifications below are for the SF260M variant.