The Wega 180 is a Brazilian amateur-built aircraft designed and produced by Wega Industria Aeronautica of Palhoça, Santa Catarina, introduced at the Sun 'n Fun airshow in 2013. The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

The aircraft features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, retractable tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from carbon fibre. Its 7.78 m (25.5 ft) span wing employs an NFL (1)-0215F airfoil at the wing root transitioning to a Wortmann FX-62-K-131 at the wing tip. The wing has an area of 9.06 m2 (97.5 sq ft) and mounts flaps. The wing is a separate structure and is attached to the fuselage with four bolts. The standard engines used are the 180 hp (134 kW) Superior XP-360 and the 180 hp (134 kW) Lycoming IO-360 four-stroke powerplants.

Reviewers Roy Beisswenger and Marino Boric described the design in a 2015 review as "a modern, two-place, high-performance aircraft...[with] aerobatic features and claims a high 300 km/h (190-knot) cruise speed in a comfortable, ergonomic cabin...the aircraft's clean design, together with the retractable gear, helps Wega to reach a max airspeed of 350 km/h".

Developed by Wheeler Technology as a high-speed homebuilt aircraft for cross-country flights and the first of the kit built prototypes was first flown on 28 July 1987, a factory built aircraft first flew in 1990. Wheeler Technology went into bankruptcy and the assets were bought by Express Design Incorporated (EDI) of Redmond, Oregon. Kits that were under construction were completed by EDI and they continued with kit production. A six-seat variant was produced by EDI as the Loadmaster 3200.

By the late 1990s the aircraft was being produced by Express Aircraft Company in Olympia, Washington.

The composite compound curve fuselage was chosen to reduce the number of stiffeners and stringers needed. The design used an unusual seating position where one rear seat faced forward and one aft to maximize interior space. The fuselage was built with similar construction methods to Glasair aircraft. The aircraft was only produced in kit form with five main packages that included pre-cut ribs, pre-welded steel assemblies, and a spar prebonded to the upper wing surface. The cabin width is 46 in (120 cm)

Variants
Wheeler Express FT
     Fixed gear
Wheeler Express RG
     Retractable design

Wheeler Express RG

The Whisper X350 Generation II is a South African amateur-built aircraft, designed in 2015 and produced by Whisper Aircraft of Mossel Bay. The aircraft was developed from the 2004-designed Whisper Aircraft Whisper motorglider. The X350 Generation II is supplied as a kit for amateur construction.

The X350 Generation II designation indicates a design top speed goal of 350 km/h (189 kn), with the larger engine fitted.

The aircraft features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit that is 47.2 in (119.9 cm) wide, under an acrylic plastic articulated lift-up bubble canopy. It has fixed optionally tricycle landing gear or conventional landing gear and a single engine in tractor configuration.

The aircraft is predominately made from vacuum-bagged, post-cured carbon fibre composites, with E-glass used for non-structural parts, including the engine cowling, aircraft fairings, wing and tail tips. The structure is 10% anodized aluminum and cadmium-plated steel, with the landing gear legs made from steel.

The design's 26.17 ft (8.0 m) span wing has an area of 122 sq ft (11.3 m2) and mounts plain flaps and features a cruciform tail. The aircraft's recommended engine power range is 160 to 200 hp (119 to 149 kW) and standard engines used include the 160 hp (119 kW) Lycoming O-320, the 180 hp (134 kW) Lycoming O-360, the 200 hp (149 kW) Lycoming IO-390, or the 180 to 200 hp (134 to 149 kW) ULPower UL520i four-stroke powerplants.

The fuel capacity is 32 U.S. gallons (120 L; 27 imp gal) in two fuselage tanks, although future production kits will have 63 U.S. gallons (240 L; 52 imp gal) in a wet wing.

The design has a single centre console-mounted side-stick or optional individual centre stick controls. The ailerons are actuated via push rods, while the elevator has push rods to the tailcone and then cables. The rudder is cable-actuated. There is no elevator trim tab system, but it may be included as a future factory option. Evaluation flights indicated neutral longitudinal stability, however, reducing the need for one. The left seat is equipped with toe-brakes.

The 51% compliant kit includes a mated fuselage and pre-closed wing structures. The aircraft can be constructed in a two-car garage. Construction time from the supplied kit is estimated by the manufacturer as 500 hours.

The design as load factors of +6/-4 g, but is not designed for aerobatics. The instrument panel is made from aluminum. The seats and rudder pedals are independently adjustable. There are optional rear fuselage windows for improved visibility, LED navigation lights and strobe lights on the wing tips and tail. Lightning protection is a factory option.

Tricycle gear variant.

In the 1990s the aircraft design was sold in kit form by Reflex Fiberglass Works of Walterboro, South Carolina.

The WLAC-1 is a low-wing monoplane powered by a 210 hp (157 kW) Continental IO-360 piston engine.[1] Of composite construction, it has a retractable nose-wheel landing gear. The four-seats had an unusual arrangement in that the rear two seats face backwards. Kits to build the aircraft were sold for amateur construction. The project is currently managed by Will and Bill Fields. Will has raced the plane in the Reno National Championship races with two wins since 2002.

The prototype first flew on 8 March 1986 as the Jones White Lightning. By 1998 about 50 examples had been finished.

The Whitney Boomerang DW200 is a two-seat, fixed tricycle gear general aviation airplane, originally designed for flight training, touring and personal use. It can be seen in active service at Darwin International, Brisbane's Archerfield and Perth's Jandakot general aviation airports.

The Whitney Boomerang was designed by C.W. "Bill" Whitney as a replacement for the aging two-seat training aircraft fleets. The type certificate was granted on the 18th of December 2007 making the Boomerang only the 5th Australian aircraft to be granted an FAR 23 certificate. The Whitney Boomerang was produced by Dean Wilson Aviation located at Kingaroy Airport until 2011, when the company went into receivership. The machine has performed at several airshows and has also featured in media reports having made the trans-Tasman journey to New Zealand.

On Friday May 27, 2011 an advertisement appeared in the Aviation supplement of The Australian newspaper inviting expressions of interest in acquiring the assets of the companies manufacturing the Whitney Boomerang. The assets were listed as the Type Certificate, aircraft, plant and equipment, parts and tooling for aircraft manufacture and the hangar housing production facilities at Kingaroy, Queensland. The advertisement was inserted under instructions from the receivers and managers of Dean-Wilson Aviation P/L and Queensland Aviation Manufacturing P/L.

The Wilson Private Explorer is an American-built recreational aircraft of the late 1990s.

The Private Explorer was designed by Hubert de Chevigny as a scaled-down single-engine version of his twin-engined Wilson Global Explorer. The Private Explorer is a strut braced high wing aircraft which utilises a tubular steel frame covered in fabric. The interior has four passenger seats in the front section and a rear accommodation compartment which contains a double bed and two armchairs.

The tricycle undercarriage is fixed and can be quickly removed for attachment of floats for operations off water. Various Lycoming engines have been fitted ranging from 235 to 300 hp (175 to 224 kW). The aircraft has an excellent short-field performance and an endurance of up to 8 hours. The aircraft is supplied to amateur constructors in kit form. The type has been tested with a Pratt & Whitney Canada PT6 turboprop engine.

The Buttercup was considered as the basis for a four place certified production model by Fairchild Aircraft. Fairchild executives were impressed with the aircraft that chance landed at their factory airport in Hagerstown, Maryland. Wittman sold production rights, but Fairchild did not pursue the effort due to wartime production obligations.

Sylvester "Steve" Wittman built two types of airplanes: Racing machines and Travel machines. The ancestors of these two blood lines were Chief Oshkosh and Buttercup. The Buttercup was built as a utility hauler, and there was only one made, in 1937, NX/N18268. Initially powered by a 50hp Lycoming O-145, then an 85hp Continental A-85, he flew it all over the western hemisphere, from Alaska to Bermuda, Florida to Oregon. The Buttercup almost made it into production (cancelled due to WWII) coming to the interest of Fairchild as a four-place project, called the 'Big X.' One plane was built for them by "Witt" - a 4-place, 6 cylinder, 130 HP Franklin powered prototype.

The real genius of the Buttercup design is Wittman's claim of 38-40 mph (indicated) slow-flight speed and a near 150 mph top speed, and all on 85 hp! The high speed is vintage Wittman, the low speed is due to an ingenius flap-coupled, retracting lead edge design (seen in today's airliners). Earl Luce of LuceAir, Inc. has 'revived' the Buttercup, featured in the April 2003 issue of Sport Aviation. Kits and fabricated assemblies for the Buttercup are available from Aircraft Spruce.

Designated as the Buttercup Model W, the original aircraft is housed in the Experimental Aircraft Association, EAA AirVenture Museum in Oshkosh, WI. The Buttercup led to the design of the Wittman Tailwind.

The photos below are of the replica kits from Aircraft Spruce.

The XtremeAir Sbach 300 is a German aerobatic aircraft, designed by Philippe Steinbach and produced by XtremeAir, of Cochstedt. The aircraft is supplied as a complete ready-to-fly-aircraft.

e aircraft bears the company designation XA41, but is marketed under the name Sbach 300.

The Sbach 300 is an all-composite design, predominately constructed of carbon fibre. It features a cantilever low-wing, a single-seat enclosed cockpit under a bubble canopy, fixed conventional landing gear and a single engine in tractor configuration. The aircraft's 7.50 m (24.6 ft) span wing has an area of 11.25 m2 (121.1 sq ft) and mounts full-span ailerons with spades to lighten control forces, which give a roll rate of 450° per second. The standard engine employed is the 315 hp (235 kW) Lycoming IO-580 four-stroke powerplant. The aircraft has an empty weight of 570 kg (1,260 lb) and a gross weight of 850 kg (1,870 lb) for aerobatics and a gross weight of 999 kg (2,202 lb) for non-aerobatic flight.

The 300 was later developed into a two-seat version, the XtremeAir Sbach 342, which was introduced in 2007.

The Yak-112 light multi-purpose aircraft is intended to carry passengers and small cargo and may be used as a patrol, ambulance, liaison aircraft and as a trainer.

The Yak-112 aircraft is an all-metal high-wing braced monoplane with a heavily glazed cabin and nonretractable tricycle landing gear. The high wing and large glazing provide good view from the cabin, while the enlarged volume of the cabin contributes to the passenger's comfort.

Moderate takeoff and landing run required, tubular landing gear struts and low-pressure tires used allow to operate the aircraft from unpaved runways subject to minimum preparation, and limit-size aerodromes.

In winter use may be made of skis.

The Yakovlev Yak-12 (Russian: Яковлев Як-12, also transcribed as Jak-12, NATO reporting name: "Creek") is a light multirole STOL aircraft used by the Soviet Air Force, Soviet civilian aviation and other countries from 1947 onwards.

The Yak-12 was designed by Yakovlev's team to meet a requirement of the Soviet Air Force of 1944 for a new liaison and utility plane, to replace the obsolete Po-2 biplane. It was also meant to be used in civil aviation as a successor to Yakovlev's AIR-6 of 1934, built in a relatively small series. Yakovlev's first proposal was a four-place high-wing aircraft, the Yak-10 (first named Yak-14), built in January 1945. It won the competition with a low-wing Yak-13, based on the same fuselage, and a series of 40 Yak-10s were produced, powered with a 108 kW (145 hp) Shvetsov M-11M radial.

In 1947, Yakovlev developed a new aircraft to replace the Yak-10. This was fitted with a more powerful 119 kW (160 hp) M-11FR, a new wing and undercarriage, and a fuselage with a revised shape (lower tail). The new type was designated Yak-12, first flying in 1947. 788 of the basic variant were produced, including military observation planes, some Yak-12S air ambulances, Yak-12SKh agricultural aircraft and Yak-12GR floatplanes. A distinguishing feature of the basic Yak-12, just like Yak-10, were engine cylinders with individual cowlings. It was a plane of a mixed construction and could take 1 or 2 passengers, apart from a pilot.

Metal construction (Yak-12R, M, A) or mixed construction (Yak-12) braced high-wing monoplane, conventional in layout, metal and canvas covered. Wings fitted with flaps and slats (automatic slats in Yak-12R, or fixed in other variants). Four-seat cabin (in early variants of Yak-12 – 2 or 3 seats). Conventional fixed landing gear with tail wheel.

Single radial engine: 5-cylinder M-11FR (nominal power 104 kW/140 hp, take-off power 118 kW/160 hp) – Yak-12 basic variant; 9-cylinder AI-14R (nominal power 161 kW/220 hp, take-off power 191 kW/260 hp) – Yak-12R, M and A. Two-blade propeller. Two fuel tanks in wings, 225 l (55 US gal) each.

For more details of development, operational history and 12 variants and derivatives, click here.

The Yakovlev Yak-18T (Russian: Яковлев Як-18T) is a four- or five-seat fully aerobatic utility aircraft developed by Yakovlev. Introduced to train Aeroflot pilots, it has gained some popularity as a sportplane both inside and outside the former USSR. It is powered by a 268-298 kW (360-400 hp) Vedeneyev M14P radial engine, and is designed for stresses of +6.48/-3.24 g.

All the Yak-18 and Yak-18T have in common is the model number. The Yak-18T is a unique design, despite its nomenclature.

The 18T was designed in the late 60's, as a civilian aircraft. The aircraft has a nosewheel, is a four- or five-seater, and has a nine-cylinder 360 hp radial. The Yak-18T shares systems with the Yak-50/52 family. These aircraft all have the 265 kW (355 hp) Vedeneyev M14 nine-cylinder radial engine as well as the same underlying compressed-air system for engine starting, brakes, undercarriage and flaps. The propeller, avionics and other parts are also shared. The Yak-18T, like all Russian aircraft used for training, is aerobatic.

Compared with other four-seat light aircraft such as the Cessna 172 or the Piper PA-28, the Yak-18T is only a little wider and longer but it is much heavier and is equipped with a considerably more powerful engine. The Yak-18T is perhaps better compared with the Piper Saratoga which has two extra seats but which has a similar maximum weight, together with a retractable undercarriage and a similarly powerful engine. The Yak-18T is, however, distinguished by its strong construction, aerobatic capability and docile yet responsive handling characteristics.

The Yak-18T prototype had its first flight in mid-1967 and subsequently the type was placed in series production in Smolensk.

The Yak-18T went on to become the standard basic trainer with Aeroflot flight schools, while small numbers also entered service with the Soviet Air Force as liaison and communications aircraft. After approximately 700 were built, many for Aeroflot, production ceased in the late 1980s, to be resumed in 1993. In 2011 it was claimed that the type remained in small-scale production by the Yakolev Design Bureau, although apparently none had been produced in more than a decade.

Technoavia has marketed the SM94, its own development of the Yak-18T, featuring curved windshield, larger fuel tanks and choice of avionics package, but production is dependent on orders being placed.

The Yakovlev Yak-50 (Russian: Яковлев Як-50) aerobatic aircraft is a single-seat all-metal low-wing monoplane with retractable main wheels and exposed tail wheel. The control surfaces are fabric-covered to save weight. The aircraft is not equipped with flaps.

The supercharged engine may be the Vedeneyev M14P (standard production line version), M14PF or M14R, producing between 360 and 450 hp and driving the propeller via a reduction gearbox. The landing gear, brakes and engine starter are operated by compressed air. Replenished by an engine-driven compressor, the main and emergency air bottles are contained within the forward fuselage between the firewall and fuel tanks.

The Yak-50 has fine handling characteristics enhanced by a relatively high power-to-weight ratio. It has a tough and agile airframe - the type was twice World Aerobatic Champion. It has been used as a military trainer by several countries.

Aircraft serving with the Soviet National Aerobatic team were typically scrapped after about 50 flight hours, due to the intense stresses imposed on the airframe during unlimited aerobatics. There were numerous cases of main spar failure; among its victims were the 1976 World Aerobatic Champion Viktor Letsko and many others.

Two modifications (Service Bulletin 61DA for S/N 0102-2007 and Service Bulletin 79 for S/N 1201-2806) were made to strengthen the wings spars for the extreme loads experienced during unlimited aerobatics, and no further failures occurred. A total of 314 units were built.

Other aircraft serving with DOSAAF were "officially" scrapped or placed into storage after they were superseded by the Yak-55 and Su-26. 

It is these aircraft that form the bulk of airworthy "survivors" today. Only a few (approx. 90+) are airworthy and remain in private hands in Europe, the USA, Australia and Canada.

The Yakovlev Yak-52 (Russian: Яковлев Як-52) is a Soviet primary trainer aircraft which first flew in 1976. It was produced in Romania from 1977 to 1998 by Aerostar, as Iak-52, which gained manufacturing rights under agreement within the former COMECON socialist trade organisation. The Yak-52 was designed as an aerobatic trainer for students in the Soviet DOSAAF training organisation, which trained civilian sport pilots and military pilots. Currently the Yak-52 is used in the Fédération Aéronautique Internationale (FAI) World Aerobatic Yak 52 Competition, a popular powered aircraft one-design World Aerobatic Championship.

A descendant of the single-seat competition aerobatic Yakovlev Yak-50, the all-metal Yak-52 is powered by a 268 kW (360 hp) Vedeneyev M14P nine-cylinder radial engine.

Since the aircraft was designed to serve as a military trainer, the development of the aircraft incorporates a number of features to be found on the early postwar fighters: notably the cockpit tandem layout (instrument panel, seat design, cockpit opening system), tail design, tricycle landing gear, fuselage mixed construction (monocoque with steel tube construction), inner flaps, controls position, access panels on sides of the fuselage, even the location of the radio antenna and overall dimensions of the airplane, which extensively match the Yakovlev Yak-17 UTI jet fighter trainer (NATO code name Magnet).

The aircraft has fuel and oil systems permitting inverted flight for as long as two minutes. The engine drives a two-bladed counter-clockwise rotating, variable pitch, wood and fiberglass laminate propeller.

At 998 kg (2,200 lb) empty weight, the Yak-52 is responsive and very capable as an aerobatic aircraft. Yet it is also easy to fly and land. It has been used in international aerobatic competition up to the Advanced level. It is stressed to +7 and –5 Gs, rolls (to the right) at well more than 180 degrees/second (measured up to 352 degrees/second to the right), and is capable of every manoeuvre in the Aresti catalog.

The Yak-52, like most Soviet military aircraft, was designed to operate in rugged environments with minimal maintenance. One of its key features, unusual in western aircraft, is its extensive pneumatic system. Engine starting, landing gear, flaps, and wheel brakes are all pneumatically actuated. Spherical storage bottles for air, replenished by an engine driven compressor, are situated behind the rear cockpit and contents displayed on the instrument panels. The operating pressure is between 10 and 50 bars (145 and 725 psi) and an emergency circuit is reserved for lowering the undercarriage if the normal supply is exhausted or the compressor fails. Additionally both main and reserve bottles can be charged from a port on the ground with compressed air, usually from a scuba type air bottle. The ground steering/braking arrangement, especially, takes some adjustment for flyers accustomed to hydraulics, because the aircraft uses differential braking controlled by rudder pedals and a hand-operated lever on the control stick.

The tricycle landing gear is retractable, but it remains partially exposed in the retracted position, affording both a useful level of drag in down manoeuvres and a measure of protection should the aircraft be forced to land "wheels up."

A number of "westernised" versions of the Yak-52 are now produced. The replacement of the existing Soviet avionics, fitting of a three-blade propeller and the M14PF 298 kW (400 hp) upgrade to the usual 360 hp M14P engine, and conversion to conventional "tail-dragger" landing gear (Yak-52TD) are some of the modifications made to the standard aircraft. There is also a factory-produced Yak-52TW tail-dragger version by Aerostar. The TW has an extra 120 L (32 US gal) of fuel capacity in two extra wing tanks, the M14PF engine designated & three blade propeller, an electric start, and modern instruments.

On April 16, 2004, a modernised variant Yak-52M was flown in Russia. It is fitted with modernised M-14Kh engine, three-blade propeller, and other modifications.

Variants

Yak-52
Two-seat primary trainer aircraft, powered by a 360-hp (268-kW) Vedeneyev M-14P nine-cylinder radial piston-engine.
Yak-52B
Two-seat light ground-attack aircraft, armed with two UB-32-57 rocket pods, each capable of carrying up to 32 air-to-ground S-5 rockets.
Yak-52M
2003 modernised version, powered by a Vedeneyev M-14Kh radial piston engine. It is fitted with a three-bladed propeller, new avionics and crew escape system.
Iak-52
Romanian designation of Yak-52 produced by Aerostar.
Aerostar Condor
Westernised version proposed by Aerostar, powered by Lycoming O-540 engine.
Iak-52W
Westernised version produced by Aerostar, powered by M-14P or M-14Kh engine, but with all western instruments installed.
Iak-52TW
Westernised version produced by Aerostar, powered by M-14P or M-14Kh engine and tail wheel instead of front wheel. This version has all-western instruments, deeply modernised wing that provide complete retraction of mainwheels and, also, enlargement of fuel tanks volume up to 280 L.

The Yakovlev Yak-58 is a small, multi-role utility transport and business aircraft. The aircraft features a pusher engine and twin boom tail. It saw limited production in the late 1990s.

Following the collapse of the Soviet Union, as military contracts evaporated, the Yakovlev design bureau was forced to convert to designing civilian aircraft to stay in business. Their first post-Soviet design was the Yak-58, a small multi-role utility transport designed to appeal to as many prospective buyers as possible.

The Yak-58 is a low-winged monoplane of pusher configuration, powered by a Vedeneyev M14PT radial engine mounted at the rear of the fuselage nacelle, driving a three-bladed propeller. Rather than conventional tailbooms, the two highly swept fins were mounted directly to the wing, and were joined by the tailplane. The undercarriage is a retractable tricycle arrangement. Seats are fitted for a pilot and five passengers, with the option of replacing the passengers by 450 kg (990 kg) of cargo.

The first prototype made its maiden flight at Tbilisi, Georgia on 26 December 1993, although some sources state that the first flight did not occur until 17 April 1994. This aircraft was wrecked in a fatal crash at the ILA Berlin Air Show on 27 May 1994, with the second prototype flying on 10 October 1994.

Yakovlev claimed in 1997 that it had orders for 250 Yak-58s, with an ELINT version and a version replacing the radial engine with a turboprop planned. Limited production occurred at Tbilisi, however, due to funding problems and political problems between Georgia and Russia, Yakovlev attempted to restart the project in 2003, possibly with production moved back to Russia.

The Zenair Tri-Z CH 300 is a three-seat Canadian homebuilt light aircraft. A single-engined low-winged monoplane, the CH 300 first flew in 1977, with several hundred kits sold.

The CH 300 is an enlarged three-seat derivative of the Zenair Zenith CH 200, designed by Chris Heintz in the mid 1970s as the Tri-Zénith. Like the CH 200, it is a low-winged monoplane of all-metal construction with a fixed nosewheel undercarriage, but is larger and more powerful, and is fitted with a rear bench seat capable of accommodating a third adult or two children, and is fitted with a forward sliding canopy. It is designed to be powered by an engine giving between 125 and 180 hp (93 and 134 kW).

The first example made its maiden flight on 9 July 1977, with over 400 sets of plans sold by 1982. One CH 300, modified with extra fuel tanks and piloted by Robin "Red" Morris, made a non-stop trans-Canada flight between Vancouver International Airport and Halifax International Airport on 1–2 July 1978, covering the 2,759 mile (4,440 km) in 22 hours, 44 mins, setting three FAI Class C-1c point-to-point speed records.

Plans for the CH 300 remained on sale in 1999. The Zenair CH 300 formed the basis for the factory built Zenair CH-2000, which first flew in 1993.

Variants

CH 300
Basic model with tricycle landing gear
CH 300 TD
"Taildragger" model with conventional landing gear

CH 300

CH 300TD

The Zenith STOL CH 801 is a four-seat sport STOL aircraft developed by Chris Heintz and available in kit form from the Zenith Aircraft Company.

The CH 801 is based on the general design and features of the smaller two-place STOL CH 701 model. It offers a useful load of 1,000 lb (450 kg), which is double the 701's 500 lb (230 kg). While both aircraft look alike they do not share any common parts.

The STOL CH 801 is made from sheet aluminium and employs a deep wing chord, full-length leading edge slots and trailing edge flaperons to develop high lift at low speed, while maintaining a short wing-span for maximum strength and ground maneuverability.

By the end of 2011, 160 CH 801s had been completed and were flying.

The Zlín Z 42 is a single-engine two-seat Czechoslovakian trainer aircraft manufactured by Moravan Otrokovice. A developed version, the Z 142, is the most popular aircraft variant in the manufacturer's aircraft line.

The aircraft were built by Moravan Aviation, founded in 1934 by Tomáš Baťa in Czechoslovakia.

As a follow-on and replacement for the successful Zlín Trener series of tandem aerobatic trainers, Moravan developed a new family of light aircraft, featuring a side-by-side seat layout, and comprising a two-seat trainer, the Zlín Z 42 and a four-seat trainer/tourer aircraft, the Zlín Z 43. The Z 42 first flew on 17 October 1967,[1] achieving airworthiness certification on 7 September 1970.

The aircraft fuselage center section is of welded steel tube, covered with sheet metal and fiberglass panels. The tailcone is of monocoque construction. The empennage is of sheet metal. The two-spar wings are of all-metal construction. The tricycle landing gear is fixed, with a steerable nosewheel. Designed for aerobatics instruction, it was certified to +6.0 and -4.0 limit maneuvering load factors, and was equipped with full inverted fuel and oil systems, permitting extended inverted flight. The Z 42 is powered by a Walter inverted six-cylinder engine rated at 134 kW (180 hp).

The revised Zlín Z 42M flew in November 1972, with a revised tail taken from the Z 43, and a Constant speed propeller replacing the variable pitch propeller (where the propeller pitch is controlled by the pilot) of the original Z 42. When early Z 42s were refitted with the new propeller, they were redesignated Z 42 MU.

Development continued, with the Zlín Z 142, featuring a slightly enlarged two-seat airframe based on that of the Z 42 and the more powerful (157 kW (210 hp)) Walter (now LOM) M 337 fuel-injected inverted six-cylinder, supercharged air-cooled engine of the Z 43 replacing the unsupercharged LOM M137 engine of the Z 42. The prototype Z-142 first flew on 29 December 1978.

In the late 1980s, further development work was initiated. The inverted inline engine was replaced with a four-cylinder horizontally-opposed Lycoming IO-360 engine. This variant is designated the Z 242L Guru, and is immediately distinguishable by its relatively wide cowling which houses the flat-four engine.

in 2021 Zlin introduced a revised 242L called the Zeus. This has a less angular tail and more streamlined cockpit plus undercarriage revisions. A four seat version, the Z-43, was alo developed.

The ADF had 3 Z-124's for training Air Force Cadets, as of 2017.

Two Z-142s were used by the Liberation Tigers of Tamil Eelam in bombing sorties on the Sri Lankan airforce bases in Sri Lanka in 2007. In October 2008 the Zlíns were also used in an attack on a military base of the Sri Lanka Army, and a power station on the outskirts of the city of Colombo, Sri Lanka.

Z-42M

Z-142

Z-242 

The Zlín Z 43 is a Czech four-seat light aircraft. A development of the two-seat Zlín Z 42, it is a low-wing monoplane. A developed version, the Zlín Z 143 remains in production.

After successful production of the Z-26 aircraft family, the Czechoslovak aircraft manufacturer Moravan, began design of a new series of training aircraft, known as the Z-40 family. Unlike the previous tandem-seat aircraft, the Z-40 family featured a side-by-side cockpit. It was available in two basic variants, a two-seat trainer, the Zlín Z-42, and a four-seat aircraft, the Zlin Z-43 capable of being used both as a trainer and a tourer.

The resulting design is a single-engined low-wing monoplane of all-metal construction and a fixed nosewheel undercarriage. The Z 43 shares 80% of its structure with the Z 42, but is fitted with a revised fuselage accommodating a four-seater cabin and a more powerful engine. The Z-43's wings are of greater span and do not have the slight forward sweep of the Z- 42.

The Z-43 first flew on 10 December 1968, with production starting in 1972. It proved less popular than its two-seat contemporary, and production ended in 1977 after 80 aircraft were built.

The Z-143 is a version introduced in 1992, powered by a six-cylinder Lycoming O-540 engine, in parallel to the Z-42 being re-engined with a Lycoming to become the Z-242.

Variants

Zlín Z 43
Base model
Zlín Z 43M
Experimental model. Only one was built
Zlín Z 143
Improved model
Aeronautical Manufacturing Enterprise Safir-43
An Algerian licence-built copy of the Zlín Z 43

The Zlin Z-26 Trener was a tandem-seat basic training aircraft built by the Czechoslovakian company Moravan. A low-wing monoplane of largely wooden construction, it was developed into a series of all-metal trainers. Several were also produced in aerobatic variants, known as the Akrobat.

The original Z-26 was designed in the 1940s and produced in 1946 to meet a requirement for a basic trainer to replace the Bücker Jungmann and Bestmann. It was a low-wing monoplane of mixed construction, with wooden wings and a welded metal tube fuselage, powered by a single four-cylinder piston engine, the Walter Minor 4-III. It first flew in early 1947, proving superior to the competing Praga 112, and was declared the winner, entering production in 1948.

Later derivatives were also optimised to participate in aerobatic competitions and many were owned by private pilot owners. Both the two-seat Trener and the single-seat Akrobat were considered highly successful, winning several aerobatic awards in the 1960s.

Variants

The following variants were progressive improvements on the Z-26:

Z-26 – two-seat primary trainer aircraft. 163 built. (Specificatons below)
Z-126 – introduced in 1953, Czech military designation C-105, all-metal wing instead of original wooden wing.
Z-226 – more powerful Walter Minor 6-III six-cylinder engine, C-205
Z-226A – single-seat aerobatic aircraft. This and subsequent single-seat variants were named the Akrobat.
Z-226B – glider tug aircraft
Z-226T – basic training version
Z-326 – Introduced in 1959, with an electrically retractable undercarriage (standard on future models)
Z-526 – with the Walter 6-III carburettor's six-cylinder engine
Z-526A – single-seat aerobatic aircraft
Z-526F – Improved version. M-137 engine with fuel injector.
Z-726 – modified 526 with shortened wings and fuselage
Z-726K – with Walter M 337 supercharged engine

In 1956, deliveries began of the Z326 Trener-Master and Z326A Akrobat. Many sub-variants were also produced, for example the Z-526A and Z-526AFS were aerobatic specials. The production of the family was terminated in the 1970s with Z-726. The Z-726 Universal had reduced wingspan.

The Zlin Z-37 Čmelák (Czech: "Bumblebee"), also known as LET Z-37 Čmelák is an agricultural aircraft which was manufactured in Czechoslovakia. It is powered by a Soviet-built Ivchenko reciprocating engine. The aircraft is used mainly as a cropduster.

Design work on a purpose-designed agricultural aircraft started in Czechoslovakia in 1961, with a cooperation of two manufacturers: Let Kunovice and Moravan (Zlin brand). The first prototype, designated as XZ-37, first flew on 29 March 1963 (other sources:29 June)[citation needed]. It was a cantilever low-wing monoplane of tubular metal construction, the wings and stabilizers covered with duralumin and the fuselage and control surfaces made of fabric. It had a fixed undercarriage with a fully castering tailwheel, but locked to the rudders for ground handling. The pilot's cockpit was in front, immediately behind a 315 hp radial engine, with a hopper for chemicals situated behind the cockpit. This offered the pilot a good view, but was potentially dangerous in case of an emergency landing. A mechanic could be seated behind the hopper, facing backwards. There were also spray booms mounted under the wings. There is also a freight version with open space instead of hopper and spray equipment and a -3 variant with three passenger seats facing rearwards.

The aircraft was produced from 1965 under the designation Z-37. From 1971, the Z-37A was produced, with a strengthened construction. It was produced until 1975, and then in 1983-1984. A total of 677 were produced, including 27 two-seater Z-37A-2s for crew training.

On 6 September 1981 the prototype XZ-37T first flew, powered by a (691 shp) Walter M-601B turboprop engine. Two further prototypes of the definitive turboprop version, the Z-37T Agro Turbo, powered by a less powerful M-601Z engine, flew on 12 July and 29 December 1983. As well as the new engine, it had longer-span wings (13.63 m) fitted with winglets.

The Z-37T was produced from 1985 until 1994, with a total of 51 aircraft built., including some Z-37T-2 two-seater trainers. Later production aircraft were redesignated Zlin Z-137T.

The main user of Z-37s was Czechoslovakia (now the Czech Republic and Slovakia) along with East Germany and other Eastern Bloc countries. Many were exported to the Sudan and India and flown there almost non-stop with the hopper used as extra fuel tank. Variants are as far afield as England and the USA. Current use is limited because of fuel costs and is now used mainly in Slovakia. Many are used for glider towing, having the ability to easily tow two gliders and often transport four gliders in tow for cross country.

A record has been set by a Z 137T in Slovakia, towing nine two-seat gliders.

Variants

Z-37
XZ-37
First prototype.
Z-37
First production version built between 1965 and 1971.
Z-37A (Specifications below)
Second production version with strengthened construction. Built between 1971 and 1975 and later between 1983 and 1984, 650 built.
Z-37A-2
Two-seat version for crew training, 27 built.
Z-37A-3
Pilot plus three passenger version. Conversion of "A" version. Rear-facing seats.

Z-37 Čmelák
XZ-37T
Prototype of the turboprop version powered by Walter M-601B engine, built in 1981.
Z-37T Agro Turbo
Turboprop version with bigger span wings, powered by Walter M-601Z engine and built between 1985 and 1987. 28 built including Z-37T-2 trainer.
Z-37T-2
Two-seat turboprop version for crew training built between 1985 and 1987.
Z-137T
Further development version.

Zlin Z-37

Zlin Z-37T Agro Turbo

The Z-526 was originally designed by Zlin Aircraft in 1959. Its two-seat version is called the Trener-Master.

The Z 526's layout was organized with the pilot in the rear, and the student in front. The aircraft could be equipped also with tip tanks and a constant speed propeller. The Z-526F was introduced in 1968 and was equipped with a 135 kW (180 hp) Avia M 137A engine, the export version Z-526L differing by being equipped with a 150 kW (200 hp) Lycoming AEIO-360 flat-four. Single-seat versions included the Z-526A, Z-526AS, and the Z-526AFS.

More than 1,400 Z-526s were manufactured, many for military and private flying schools.

The Zlin Z-50 is an aerobatic sports airplane built by the Czechoslovakian company Zlin Aircraft.

In autumn 1973 it was decided in Moravan Otrokovice to develop a new single seat aerobatic airplane. The design team was headed by Jan Mikula, a noted Czech designer. During the design phase, computer optimization was used to achieve the desired aerodynamic characteristics. The principal goal was to determine the optimum engine and propeller combination for this aircraft. Designers settled on the Lycoming AIO-540 D4B5 horizontally-opposed six-cylinder piston engine, rated at 194 kW (260 hp), driving a three-blade Hoffmann constant speed propeller.

The prototype Zlín Z-50L (L for its Lycoming engine), with civil registration OK-070, first flew 18 months after the start of design work, on 18 July 1975. The first flights were successful.

The Z-50L is a cantilever low-winged single-engined monoplane with a fixed tailwheel undercarriage. Unlike the Zlín Z 26 series which it replaced, the Z-50 was of all-metal construction, with limit maneuvering load factors of +9.0 and -6.0. It does not incorporate landing flaps; in their place, two-section ailerons extend the full wingspan, providing an exceptional rate of roll. The designers made ample provision for trimming: automatic trim tabs are used on the inboard aileron sections; on one of the elevators and on the fabric-covered rudder; one outboard aileron has a ground-adjustable trim tab; the elevator has a trim tab which can be adjusted in-flight. The standard fuel capacity can be supplemented by wingtip auxiliary tanks for ferry flights. The full-vision bubble canopy can be jettisoned in-flight if necessary.

The Zlín Z-50 made its competition debut at the 1976 World Aerobatic Championships, being flown by both the Czechoslovak and Polish teams, with a Czechoslovak Z-50 finishing in third place (behind two Soviet-flown Yakovlev Yak-50s), while the Czechoslovak team finished in second place in the team competition. In the 1978 championships, the Zlín was more successful, with Czech-flown Z-50s finishing first and third in the individual competition, and a German-flown Zlín finishing fourth, with the Czechoslovak team winning the team competition. Zlín Z-50s finished fourth in the 1980 championship, and third in the 1982 competition.

The Zlin Z-50LS, with a more powerful Lycoming AEIO-540 L1B5D engine of 224 kW (300 HP), was first flown by Zdenek Polasek on 29 July 1981. The more powerful engine enhanced vertical maneuvers. The Zlin Z-50LS can fly at 760 kg gross weight in the aerobatic category (+8g to –6g). Many Z-50L and LA versions were rebuilt to Z-50LS standard in the early 1980s.

Variants

Z-50L
First production variant with a Lycoming AEIO-540-D4B5 engine, certified in 1977, conversion to 50LA and 50LS variants, 25 built. (0001-0025)
Z-50LA
Variant certified in 1980, five built and 18 conversions from Z-50L.

Z-50LS
Variant certified in 1982 with a Lycoming AEIO-540-L1B5D engine, 34 built and 18 converted from Z-50, one aircraft was rebuilt as a Z-50M and two as Z-50LX.

Z-50LX
Variant certified in 1991 with a Lycoming AEIO-540-L1B5D engine, nine built with two converted from Z-50LS, two were rebuilt as Z-50LS.
Z-50M
Variant certified in 1989 with a LOM M 137 AZ engine, six built and one conversion.