The Emigh A-2 Trojan was an American single-engined cabin cantilever monoplane designed and built by the Emigh Trojan Aircraft Company of Douglas, Arizona.

The A-2 had side-by-side seating in an enclosed cabin for a pilot and passenger. Of all metal construction it had a fixed tricycle landing gear and was powered by a Continental A90 flat-four piston engine. Many major components of the aircraft were designed to be interchangeable to simplify and lower manufacturing costs. The vertical and horizontal stabilizers where interchange able as well as the rudder and elevators. A symmetrical section of the wing was interchangeable and the upper and lower fuselage skins were also identical. A total of 58 Trojans had been completed when production ceased in 1950.

The Epic LT is an American kit-built single-engined turboprop aircraft intended for use by private pilots. The Epic Dynasty was the proposed certified version of the LT that was intended be sold as a completed aircraft, prior to Epic Aircraft's bankruptcy in August 2009 and later acquisition by new owners in April 2010. Under ownership of the reorganized company, the certificated version is to be called the E1000, with first deliveries initially scheduled for 2015, but delayed until 2019.

The LT was designed by Epic Air LLC of Bend, Oregon, to meet demand for a kit-built high-performance single turboprop-engined six-seat private owner aircraft. It has a low-wing layout with the tailplanes mid-set on a single fin. The tricycle undercarriage is fully retractable. Its construction uses composites incorporating carbon fibres. The engine is a Pratt & Whitney PT6-67A turboprop flat rated to 1200 hp.

The prototype LT first flew in 2004.

The prototype Dynasty, Epic LT number 14, had logged over 1000 hours of certification flight testing by 23 October 2006, but certification was not complete in June 2009, with the company reporting over 2000 test hours flown.

Flight testing of the prototype, registered C-FJRQ, was initially commenced in Calgary, Alberta, Canada, but the aircraft was removed from the Canadian register on 2 March 2007. It was moved back to Bend, Oregon, and re-registered as N6XK.

Sales stopped in 2012, to be replaced by the certificated Epic E1000, and the 54th and final kit had secured its certificate of airworthiness in December 2018, before its early 2019 delivery to its owner.

It is the basis of the China Aviation Industry General Aircraft Primus 150.

Deliveries of LT kits commenced in 2006 with the first one completed that year and the aircraft was demonstrated at the EAA show at Oshkosh, Wisconsin, in July 2007.

Initially, the LT aircraft kits were completed by amateur builders under factory supervision in the factory at Bend but some later examples have been assembled at field locations, with assistance from Epic Aircraft.

On 7 July 2016, six Epic LT kit-built aircraft departed on a global circumnavigation flight, flown by owner-pilots. They departed from the AirVenture 2016 airshow, in Oshkosh, Wisconsin.

Variants

Epic LT
Experimental homebuilt version
Epic E1000
Certified version planned for production in 2019 at a unit cost of $3.25 million
CAIGA Primus 150
CAIGA International version

The Epic Victory was the second experimental jet designed by Epic Aircraft, a company that was based in Bend, Oregon. Epic Aircraft declared bankruptcy in 2009. Its assets were acquired by Aviation Industry Corporation of China and LT Builders Group; which as of July 2010 were in the process of restarting production of the Victory.

The Victory is a single-engine very light jet that was intended to be powered by a single Pratt & Whitney Canada PW600. Epic used the Williams FJ33 engine for testing but planned to switch to the PW600 for final production.

The aircraft seats 4 to 5, including the pilots, in a 2+2 or a 2+1+2 configuration. The aircraft took Epic six and a half months to design from concept to a flying prototype, with the first flight on 6 July 2007 from Roberts Field in Redmond, Oregon.

The company had intended that the jet would be available for less than US$1 million. The aircraft was displayed at the Experimental Aircraft Association's AirVenture fly-in in 2007 at Oshkosh, Wisconsin, where the company began accepting down payments.

The prototype's Federal Aviation Administration registration expired on 31 May 2017. It has not been renewed and the aircraft has been deregistered.

Designed by Ivan Shaw, the Europa was introduced in the early 1990s. Europas are manufactured by Europa Aircraft and supplied as kits for amateur construction. More than 450 Europas have been completed.

The Europa was conceived as a modern kit aircraft for personal use within Europe. Its design aims were: high speed, low cost, able to be built and stored at home, easily transportable on a trailer, using Mogas fuel, able to be rigged for flight in under five minutes, carrying two people in comfort, and providing sufficient baggage for extended touring. Apart from "low cost", these objectives were largely met.

The streamlined composite design and the particularly low canopy give the Europa both high cruise speeds (up to 200 mph (322 km/h)) and high fuel efficiency (up to 50 mpg or 5.6 l per 100 km) due to its low drag. The Europa can be fitted with Rotax 912UL of 80 hp (60 kW), the 100 hp (75 kW) Rotax 912ULS or the turbocharged 115 hp (86 kW) Rotax 914 engine.

For more details of development and design, click here.

Variants

Europa Classic
Originally called simply "Europa", this version is now known as the Classic and is easily recognised by its monowheel undercarriage. Kits for amateur building are no longer in production. The laminar-flow wings have foam cores that are skinned with glass fibre cloth and resin. Some elements of the later Europa XS can be incorporated into a Classic and vice versa. Europa builders invariably purchased the kit in stages, so some who had completed the fuselage were able to then opt for the quick-build Europa XS wings.
Europa XS
Introduced in 1997, the Europa XS is available in two models – the Europa XS Monowheel and the Europa XS Trigear. The XS incorporates many incremental improvements over the Classic, including preformed hollow wings, a more streamlined cowling, extended tailwheel, enlarged baggage bay, and a smaller spinner that was easier to balance. These developments meant that Europa XS still fulfils the original design objectives, but now offers extra speed, range, baggage space and comfort. It was also designed to reduce the build-time and simplify building.
Europa Motorglider
Introduced in 1997. Long span glider wings can be interchanged with the wings on the Europa XS Monowheel and Trigear.
Europa LSA
The Europa light-sport aircraft has a new carbon fibre wing incorporating a leading-edge slot. The result is a wing weight reduction of 30%. It reduces the maximum takeoff weight to 1,320 lb (599 kg) with an empty weight of 520 lb (236 kg), giving a slightly increased payload. A concept version appeared at Sun 'n Fun in May 2010 and the production aircraft debuted at AirVenture 2012. The LSA was launched in the US at Sun n Fun April 2011. As of April 2017, the design does not appear on the Federal Aviation Administration's list of approved special light-sport aircraft.
Europa Taildragger
Some Europas with conventional taildragger configuration have been built. These are not "factory" versions, but they do have LAA approval.[citation needed] They are said to have easier handling than the monowheel version.

 

Specifications below are for the Europa XS tricycle gear model.

Europa tailwheel

Europa Monowheel

The Eurowing Goldwing is single-seat, single-engine, mid-wing monoplane with conventional three-axis control.

Wing has swept back leading and trailing edges, and tapering chord; no tail, canard wing. Pitch control by elevator on canard; yaw control by tip rudders; roll control by half-span up-only ailerons and spoilers; control inputs through stick for pitch/roll and pedals for yaw.

Cantilever wing; main-wing profile, modified Liebeck; canard profile, GU25; both double-surface.

Undercarriage has three wheels in tricycle formation; no suspension on nosewheel and glass-fibre suspension on main wheels. Push-right go-right nosewheel steering connected to yaw control. No brakes.

Aluminium-tube glassfibre fuselage, partially enclosed. Engine mounted above wing driving pusher propeller.

Composite-construction wing of foam and aluminium covered with glass-fibre skin.

The Express series of high-performance monoplanes was designed by Wheeler Technology Inc as a high-speed cross-country kitplane. The prototype was built from kits of pre-moulded parts, the first aircraft flying on 28 July 1987. The series has been produced in a number of models over the years, the Express FT being the original variant seating four but two seats faced forward and two to the rear. It was powered by a 157 kw (210 hp) Teledyne Continental IO-360-ES1 engine.

Further models were released, including the S300RG, which for a time was known as the 2000RG, becoming available in 2001 fitted with a new wing of larger area and a retractable undercarriage. The Express RGT was a turbine-powered variant with a 410 kw (550 shp) Pratt & Whitney PT6A-20 engine, the first of this model (N512EA) flying on 17 January 2003. The prototype was lost in an accident, but further examples of this model have been completed.

The Loadmaster 3200 was a six-seat variant with a 194 kw (260 hp) engine, and an optional ventral pannier, but production of this model was not continued.

The structure of the series was of composite sandwich material comprising polyurethane foam core, fibreglass, uni-directional fibreglass tape and vinylester resin. The undercarriage was normally fixed and non-retractable with brakes from Cleveland Wheels and Brakes but in 2001 the 2000RD model with hydraulically-activated retractable undercarriage was made available. Fuel capacity was 341 litres (74.9 Imp gals).

Express 2000

Express 200RG

The Extra Flugzeugbau EA300 is a two-seat aerobatic monoplane capable of Unlimited category competition. It was designed in 1987 by Walter Extra, a German aerobatic pilot, and built by Extra Flugzeugbau.

Design of the Extra 300 was based on the Extra 230, an early 1980s monoplane having a wing made of wood. The Extra 300 has a welded steel tube fuselage covered in aluminium and fabric. The midset wing has a carbon fiber composite spar and carbon composite skins. A symmetrical airfoil, mounted with a zero angle of incidence, provides equal performance in both upright and inverted flight. The landing gear is fixed taildragger style with composite main legs and fiberglass wheel pants. The powerplant is a fuel-injected Lycoming AEIO-540 which produces 300 horsepower (224 kW).

The first two-seat Extra 300 made its maiden flight on 6 May 1988, with German type certification following on 16 May 1990. The single-seat Extra 300S flew on 4 March 1992.

The Extra 300 is stressed for ±10 G with one person on board and ±8 G with two. Some Extra 300s are certified in the experimental category in the U.S., while others are certified in the aerobatic category.

For details of the eleven variants, click here.

Specifications below are for the EA-300LP variant.

The Extra EA-500 is a six-seat single-engined high wing turboprop aircraft designed by the Extra Aircraft company. During 2015 a decision was made to end production.

Started by Walter Extra, the company has been manufacturing aerobatic airplanes almost exclusively with their latest products being the Extra EA-300 series. The company introduced the Extra EA-400 in 2001. This is a cross-country airplane with many exclusive features including carbon fiber construction, pressurized cabin, high strutless wing, and seating for six.

The EA-500 was introduced as an alternative version of the EA-400 with the piston engine replaced by a Rolls-Royce Model 250-B17F/2 turboprop yielding 450 horsepower (340 kW), weighing 205 pounds (93 kg), and driving a 5 bladed propeller. This engine is widely used in small helicopters and was designed to have good fuel efficiency at lower altitudes. This engine's critical altitude is 16,000 feet. However, the Rolls-Royce Model 250 is very light and small at the expense of power. The maximum cruise speed is 225 kn at 12000 feet. The most recent changes to the aircraft come from Avidyne with their latest glass avionics, Entegra R9.

The high wing design was used for a number of reasons, including no wing spar in the cabin and in the event of a dual fuel pump failure, fuel flow is helped by gravity.

The EA-500's cabin is spacious, 55 inches across by 49 inches tall; also the windshield has a fast taper, which wraps up around the two pilots.

The EA-500 has a T-tail instead of a regular tail to keep the elevator surfaces out of the prop wash; therefore minimizing pitch changes due to power changes.

Like the Extra EA-400, the EA-500 is made of mostly composite materials, that mostly being carbon fiber.

The company was planning to produce the EA-500 for the United States market, and was investigating plans to assemble the aircraft in the US.

The EA500 type certificate is currently held by SST Flugtechnik, which provides customer support to the current EA400 and EA400-500 operators.

In 2014 the company sold the design rights to the EA400 and 500 to the Chinese company Jiangsu A-Star Industry Co., Ltd. Extra embarked on training the engineers from Jiangsu A-Star while still retaining the type certificate and providing parts to support to the existing fleet.

The EA-500's approach speed of 90-120 knots and turbine power makes it able to land on 2,000 ft runways.  

The EA-500 is also cheaper than its competitors, mainly the SOCATA TBM 850 and Pilatus PC-12.

The Fairchild 100 Pilgrim is an American single-engined high-wing monoplane transport, and was one of a series of single-engine utility transports built by Fairchild Aircraft.

The 100 was similar in design to the Fairchild C-8 and was an enlarged version of it.

The first flight of the aircraft (NC754Y) was October 22, 1930. Although only one aircraft was completed, a modified version also known as the Pilgrim 100-A was in production for American Airways, the first operator of the type in 1931. After a total of 16 aircraft, an additional batch of ten aircraft with a larger fin were manufactured by the restructured American Aircraft & Engine Corporation that emerged in 1931 from the Fairchild Aircraft Co. The continuing series was built under the designations, Pilgrim 100-B and American/Fairchild Y1C-24. The first six in the new series went to American Airways. The parent company later reinstated the Fairchild name.

The sturdy Fairchild 100 series served as both an airliner and a bush plane. In 1932, the US Army Air Corps bought four Pilgrim Model 100-Bs designated the Y1C-24 and were initially assigned as light cargo transport and supply aircraft.

After a short time in service, the Y1C-24s were adapted for use as aeromedical evacuation aircraft, carrying up to four litter patients. The aircraft were assigned to pilot training and pursuit aircraft airfields for use as crash rescue aircraft. Exploiting the Y1C-24's ability to take off and land in a relatively short distance, the Y1C-24s remained in service into the late 1930s when they were replaced by newer air ambulance aircraft.

Number built    27

Variants

Pilgrim 100
Prototype of the Pilgrim 100 family, powered by a 575 hp (429 kW) Pratt & Whitney R-1340 Wasp. designed by Virginius Clark, one built.
Pilgrim 100-A
aka American Pilgrim, powered by a 575 hp (429 kW) Pratt & Whitney Hornet B, derived directly from the Fairchild 100. 16 were built, all of which were operated by American Airways.
Pilgrim 100-B
Powered by a 575 hp (429 kW) Wright R-1820 Cyclone B, ten built, of which six for American Airways, and four to the US Army as the Fairchild Y1C-24.
Fairchild Y1C-24 (Specifications below)
Military variant for the US Army, four built, powered by 575 hp (429 kW) Wright R-1820-1 Cyclone engines.
 

The Fairchild 22 Model C7 was an American two-seat touring or training monoplane designed and built by the Kreider-Reisner division of the Fairchild Aircraft Corporation at Hagerstown, Maryland. The aircraft has a parasol wing configuration and was used with a variety of engines; 127 were produced from 1931 to 1935.

The aircraft was tested with a variety of wing configurations and features by NACA.

The aircraft was designed by George Hardman of Kreider-Reisner after Sherman Fairchild purchased the company. Marketed as the Fairchild 22 Model C7 the aircraft was certified in March 1931. The Fairchild 22 was a mixed-construction, braced parasol-wing monoplane with a fixed tailwheel landing gear and a braced tail unit. It had two tandem open cockpits and was initially powered by an 80 hp (60 kW) Armstrong Siddeley Genet radial engine. After test flying the prototype the first production aircraft were re-engined with a 75 hp (56 kW) Michigan Rover inverted inline engine. The aircraft was fitted with both inline and radial piston engines.

Number built    127

Variants

C7
Powered by a 75hp Michigan Rover four-cylinder inverted inline piston engine (13 built)
C7A
Powered by a 95hp Cirrus Hi-Drive four-cylinder inverted inline piston engine (58 built).
C7B
Powered by a 125hp Menasco C-4 Pirate four-cylinder inverted inline piston engine (eight built).

C7D
Powered by a 90hp Wright Gipsy four-cylinder upright inline piston engine (one C-7C and 22 C-7D built).
C7E
Powered by a 125hp Warner Scarab seven-cylinder radial piston engine (11 built).
C7F
Powered by a 145hp Warner Super Scarab seven-cylinder radial piston engine (nine built).
C7G

Aerobatic version, powered by a 145hp Warner Super Scarab seven-cylinder radial piston engine (six built).

XR2K-1
Military designation for one Scarab powered Model 22 impressed into service and used by NACA.
NX14768
Experimentally designed wing added to the 1933 Fairchild 22 owned by Charles Townsend Ludington under the Ludington-Griswold Incorporated company, Saybrook, CT. Test flown in 1944, the wing had a series of flaps and wing tip fins. The design proved disappointing and the airplane was later sold.

The Fairchild Model 24, also called the Fairchild Model 24 Argus/UC-61 Forwarder or Fairchild Model 24 Argus, is a four-seat, single-engine monoplane light transport aircraft designed by the Fairchild Aviation Corporation in the 1930s. It was adopted by the United States Army Air Corps as UC-61 and also by the Royal Air Force. The Model 24 was itself a development of previous Fairchild models and became a successful civil and military utility aircraft.

In production continuously from 1932 to 1948 the aircraft remained essentially unchanged aerodynamically and internally, with the simple addition of extra passenger seating and optional equipment. Designed for operations from relatively unimproved grass airfields, the sturdy undercarriage construction used a vertical oil dampened cylinder above the wheel with a pivoting strut attached to the lower fuselage. The result was a complex but undeniably solid undercarriage that could absorb large amounts of shock and was also adapted for the fitting of twin floats for water-based operations.

The Fairchild 24 built by Kreider-Reisner Aircraft, Hagerstown, Maryland, a division of Fairchild Aviation Corporation, remained in production from 1932 to 1948, essentially the same airframe but with various powerplant and configuration enhancements. In all, Fairchild constructed over 1500 Model 24s, with an additional 280 being constructed by the Texas Engineering & Manufacturing Company (TEMCO) in Dallas when that company purchased the manufacturing rights after World War II.

More details about t he development of the Model 24 and its 21 civilian and 18 military variants can be found here.

At least two RAF Fairchild F24 Argus aircraft are know to have served with Article XV RAAF units.

The first was HK948 which was attached to 451 Sqn to support evaluation trials of the unit's three Hawker Typhoons while they were based at El Daba, Egypt in 1943. An extensive history of the Fairchild 24 in Australia, with many more photos, can be found here.

The Fairchild Model 45 was a 1930s American five-seat cabin monoplane aircraft designed and built by Fairchild.

During 1934 the Fairchild company designed a business or executive aircraft with five seats, designated the Model 45. It first flew on 31 May 1935. The Model 45 was a low-wing cantilever monoplane with a conventional cantilever tail unit and a retractable tailwheel landing gear. The aircraft was powered by a 225 hp (168 kW) Jacobs L-4 radial engine and had a luxury five-seat interior as standard. Flight testing showed that the aircraft performed well, although it was described as sedate.

The company predicted that the Model 45 would have only limited market appeal in that form, therefore only the prototype was built.

Fairchild then upgraded the prototype with a larger engine, the Wright R-760 radial, for evaluation. In this configuration it was designated the Model 45-A. This configuration was placed in production, with about 16 units being completed.

One aircraft was bought as an executive transport by the United States Navy as the JK-1. After the United States entered the Second World War, two aircraft were impressed into service with the United States Army Air Forces as the UC-88.

In 1997, Greg Herrick requested drawings of a Fairchild 45 tail section for an ongoing restoration project. The request was refused, citing the design was a trade secret. This led to a FOIA request, and lawsuit that was debated in the United States Supreme Court. The effort led to the "Herrick amendment" added to the FAA Air Transportation Modernization and Safety Improvement Act of 2012. The amendment released the ATC type certificate information for 1,257 aircraft first certified in 1927 through the beginning of World War II in 1939.

Variants

45
     One prototype powered by a 225 hp (168 kW) Jacobs L-4 radial engine.
45-A
     Production aircraft powered by a 320 hp (239 kW) Wright R-760 radial engine, 16 built.
JK-1
     One 45-A for the United States Navy.
UC-88
     Two 45-As impressed into service with the United States Army Air Forces.

The Fairchild F-11 Husky was a Canadian bush plane designed and manufactured in the post-Second World War era. Despite a promising design, a lack of a suitable powerplant hurt performance, and stiff competition from the de Havilland Beaver and de Havilland Otter designs meant the type never gained a solid foothold in the marketplace.

With the end of its wartime contracts in 1945, Fairchild ventured back into familiar territory with the design and manufactures of a modern bush plane, the F-11 Husky. Fairchild Aircraft Ltd. (Canada) (Montreal) under the new Fairchild Industries Ltd. banner (the subsidiary company was created in spring 1945), designed and built the F-11 Husky in 1946. It was intended to replace the pre-war bush planes such as the Noorduyn Norseman as well as various Junkers and the Fokkers. It incorporated many of the features suggested by bush operators, such as a rear loading door, which enabled it to handle long loads. However, because of its large cabin area and low-powered engine, it was very easy to overload.

The Husky emerged as an interesting concept but a number of factors combined to doom the project. The Fairchild Husky was a rugged, mainly metal (wing surfaces were fabric covered aft of the front spar) transport able to haul up to eight passengers and cargo. Innovative features included a high aspect ratio wing and slotted flaps for STOL performance and a unique upswept rear fuselage with a door/ramp allowing large loads to be fitted into the fuselage. Although the Fairchild Husky had many desirable features, it never became popular because of its original 450 hp Pratt & Whitney Wasp Jr. engine was not powerful enough. Plans were made to refit the Husky with the 550 hp Alvis Leonides engine and later, a 625 hp Leonides.

The more powerful engines greatly improved performance, but by this time the Fairchild Company was in financial difficulties. The company also found the number of surplus Noorduyn Norseman bush planes available at reasonable prices as well as the onset of the Beaver made it particularly difficult to market a new bush plane. With only 12 Huskies completed, Fairchild Industries went bankrupt, forcing the eventual demise of the parent company in 1948 and the surrender of its charter in 1950.

Variants

F-11-1 Husky (Specifications below.)
Single-engined STOL utility transport aircraft, powered by a 450 hp (336-kW) Pratt & Whitney Wasp Junior radial piston engine, original Fairchild version.
F-11-2 Husky
Six F-11 Husky aircraft were fitted with the 550 hp (410 kW) Alvis Leonides radial piston engine.

Three more variants planned but not built. All with more powerful engines.

The Falconar AMF-S14 Maranda is a two-seat, light aircraft first flown in Canada in 1961 and originally marketed for amateur construction by Falconar Avia.

Since the winding up of business by Falconar Avia in 2019, the plans are now sold by Manna Aviation.

Based on the Adam RA-14 Loisirs, it is a conventional high-wing strut-braced monoplane with fixed, tailwheel undercarriage. The fuselage is wood construction with fabric covering with a folding wing. The pilot and single passenger sit side-by-side in a fully enclosed cabin. One example has been built as a floatplane with fiberglass covered wooden floats using Falconar plans. The airfoil employed is a NACA 23012.

Acceptable installed engine power ranges from 85 to 150 hp (63 to 112 kW).

The Falconar SAL Mustang, also called the 2/3 Mustang and the SAL P-51D Mustang is a Canadian amateur-built aircraft, originally produced by Falconar Avia and introduced in 1969. The aircraft is a 2⁄3 scale replica of the North American P-51 Mustang and is supplied as a kit or as plans for amateur construction.

Since the winding up of business by Falconar Avia in 2019, the plans are now sold by Manna Aviation.

In 1963 Falconar partnered with designer Marcel Jurca to produce the Jurca Gnatsum. By 1967, Falconar recommended a large number of changes to the design, which resulted in Jurca leaving the project. The modified aircraft was developed as the SAL Mustang and first flown in 1971 after significant cost overruns. Falconar Aircraft Ltd was sold to George F. Chivers and other investors, and operated as Sturgeon Air Ltd (SAL) with Falconar as an employee until 1973.[4]

The SAL Mustang features a cantilever low-wing, a single-seat, or optionally a two-seats-in-tandem, enclosed cockpit under a bubble canopy, retractable conventional landing gear, including a manually retractable tailwheel and a single engine in tractor configuration.

The aircraft is made from wood covered with fibreglass cloth and doped aircraft fabric. Some parts, like the belly air scoop are made from fibreglass. Its 24.8 ft (7.6 m) span wing has an area of 110 sq ft (10 m2) and mounts flaps that may be electrically or manually operated. The cockpit is 24 in (61 cm) wide and the bubble canopy is jettisonable. The aircraft's recommended engine power range is 200 to 350 hp (149 to 261 kW). Engines that have been used include the 200 hp (149 kW) Lycoming IO-360 horizontally opposed engine, the 200 hp (149 kW) Ranger L-440 inverted inline, the 180 to 235 hp (134 to 175 kW) Avia M 337 inverted inline, 230 hp (172 kW) Continental O-470 horizontally opposed, the 200 hp (149 kW) Ford 230 cu in (3.77 L) V6 automotive conversion, as well as other automotive V-6 or V-8 powerplants. Construction time from the supplied kit is estimated as 2500 hours.

The paper plans supplied total an area of 450 sq ft (42 m2), weigh 13 lb (5.9 kg) and include a construction manual. An alternative set of plans allows constructing a tandem two-seat version. The plans are very detailed and complete and one builder rated them as "the best I have seen on any homebuilt airplane".

The prototype was introduced at the 1971 EAA airshow painted in the same gold and red colors as the Canadian Golden Hawks airshow team.

In July 2012 the manufacturer indicated that 18 examples had been completed and flown in the 43 years that the plans and kits had been available.

The aircraft was designated the AS 202 in Switzerland, and the SA 202 in Italy.

Savoia-Marchetti manufactured the wings, undercarriage and engine installation, while FFA manufactured the fuselage, tail and controls, while both companies had assembly plants manufacturing the complete aircraft.

The first Swiss model flew on 9 March 1969, the first Italian aircraft following on 8 May.

Bravo is a rugged all-metal low-wing monoplane with a full vision canopy. Its tricycle landing gear is fixed.

34 15s and 180 18s were built, with most in service with military customers. The biggest civil operator was Patria Pilot Training at Helsinki-Malmi Airport, Finland during 2000–2011.

Primary users: Indonesian Air Force, Ugandan Air Force. Number built 214.

Variants

AS/SA 202/10

With 115 hp Lycoming O-235-C2A engine

AS/SA 202/15

With 150 hp Lycoming O-320-E2A engine, fixed pitch propeller, optional third aft seat

AS/SA 202/18A

With 180 hp Lycoming AEIO-360-B1F engine, constant speed propeller, third aft seat, fully aerobatic.

AS/SA 202/26A

With 195 kW (260hp) Lycoming AEIO-540 engine. Only one aircraft manufactured so far.

AS 32T Turbo Trainer

Two-seat tandem trainer aircraft, powered by a 268 kW (360-hp) Allison 250-B17C turboprop engine. Only one aircraft manufactured.

FFA 2000 / FFT 2000 / Eurotrainer 2000

Composite derivative

Specifications below are for the 202/15 variant.

The AS/SA 202 Bravo is a two to three-seat civil light aircraft jointly designed and manufactured by the Swiss company Flug- und Fahrzeugwerke Altenrhein (FFA) and the Italian company Savoia-Marchetti. The aircraft was designated the AS 202 in Switzerland, and the SA 202 in Italy.

Savoia-Marchetti manufactured the wings, undercarriage and engine installation, while FFA manufactured the fuselage, tail and controls, while both companies had assembly plants manufacturing the complete aircraft.

The first Swiss model flew on 9 March 1969, the first Italian aircraft following on 8 May.

Bravo is a rugged all-metal low-wing monoplane with a full vision canopy. Its tricycle landing gear is fixed.

34 15s and 180 18s were built, with most in service with military customers. The biggest civil operator was Patria Pilot Training at Helsinki-Malmi Airport, Finland during 2000–2011.

Variants

AS/SA 202/10
With 115 hp Lycoming O-235-C2A engine
AS/SA 202/15
With 150 hp Lycoming O-320-E2A engine, fixed pitch propeller, optional third aft seat
AS/SA 202/18A
With 180 hp Lycoming AEIO-360-B1F engine, constant speed propeller, third aft seat, fully aerobatic.
AS/SA 202/26A
With 195 kW (260hp) Lycoming AEIO-540 engine. Only one aircraft manufactured so far.
AS 32T Turbo Trainer
Two-seat tandem trainer aircraft, powered by a 268 kW (360-hp) Allison 250-B17C turboprop engine. Only one aircraft manufactured.
FFA 2000 / FFT 2000 / Eurotrainer 2000
Composite derivative

The Firecatcher Aircraft F-45 is a single-turboprop aircraft designed for aerial firefighting, air freight and commuter airline. It is financed by UK start-up Arcus Fire, designed by New Zealand firm Flight Structures and built by NZ's Pacific Aerospace. First flight is planned for 2023 and first delivery for 2024.

The $4.2 million F-45 is targeted to replace previous designs like the Bombardier CL-215 or the Grumman S-2AT, a market estimated at 1,000 units over 10 to 15 years. By August 2020, Flight Structures had built the prototype's fuselage, awaiting wings from Pacific Aerospace, as flight testing was planned for 2023 in Hamilton, NZ. Initial certification is planned under the New Zealand Civil Aviation Authority’s restricted category for a simpler and faster process. First deliveries are planned from 2024, before cargo and passenger variants.

Resembling an oversized Cessna Caravan, the Short Take-Off and Landing F-45 is powered by a single Pratt & Whitney Canada PT6-67F. The air tanker is designed to carry 4,500 litres (1,190 US gal) of water or fire retardant. The cargo version will have a large cargo door with a flat-floor cabin that for three LD3 containers and a maximum payload of 2,500 kg (5,500 lb), targeting an operating cost of 27 cents per 100 lb of cargo per nmi. The passenger model will have a full stand-up cabin seating 19 people, and will cost $4.5 million like the cargo variant. It should cruise at speeds up to 190 kn (350 km/h) and have a range of 1,000 nmi (1,852 km) for 45-90 min regional hops.

Capacity:

• air tanker: 4,500 L (1,190 US gal) of water or fire retardant
• freighter: three LD3 containers, 2,500 kg (5,500 lb) max. payload

The Flaris LAR01 is a Polish five-seat very light jet  intended for general aviation use. It is made largely of carbon fiber reinforced polymers and powered by a single turbojet engine – the production version of the LAR01 is to be powered by a single Williams FJ33-5A engine. The LAR01 is intended to be affordable and accessible to individual private owners. Proposed uses for it include air taxi operations, personal transport, emergency medical service and aerial surveillance , as well as its potential modification into an unmanned aerial vehicle  (UAV).

The LAR01 has been optimized for use by private pilots. Where possible, the cockpit is deliberately designed to mimic that of a traditional car. The designers intend to provide removable.

Elliptical wings for the aircraft; this measure is to enable the type to be readily parked within typical garages; sections of the tailplane can be similarly detached for the same purpose.

Fuel is housed within a tank mounted on the fuselage, deliberately avoiding the use of the wings for fuel storage. The LAR01 is also reported as being relatively easy to control.

Various features for safety and convenience are to be incorporated into the LAR01's design. Unlike many jet-powered aircraft, it is claimed to be readily capable of being operable from unpaved runways and grass strips. For safety purposes, the LAR01 has been designed to use a ballistic rescue parachute system, a parachute being installed within the tail , which is intended to assist in the safe recovery of the aircraft. It can be equipped with various models of Garmin glass cockpit . An electric de-icing system is also fitted.

Under 3 mln $ aircraft is forecast to have direct operating costs (fuel, maintenance and insurance) of $450 per hour and have a Garmin G600 TXi flight deck. It should cruise at 430 kn (796 km/h), have a range of 1,900 nm (3,519 km) with a MTOW of 1,500 kg (3,300 lb), and will be able to take off and land on grass airstrips and short runways of less than 250 m (820 ft).

The Fletcher is a conventional low-wing monoplane with tricycle undercarriage, side-by-side seating in front of the wing and hopper and pronounced dihedral on the outer wing panels. A door aft of the wing's trailing edge on the port side allows access to a cargo compartment. The Fletcher's airframe is constructed entirely of aluminium, heavily treated to prevent corrosion.

In 1967 a PT6 turboprop version was built by James Aviation as ZK-CTZ, a 530 hp (400 kW) Garrett TPE 331-powered version followed in 1968 and a 665 hp (496 kW) Garrett-powered version in 1971, both for Robertson Air Service. Several others were converted aftermarket with these or Walter turbines, (including the first prototype, which flew until recently with a Walter). Two aircraft were also converted to Garrett TPE 331-10 engines by the Scone (NSW Australia) operator Airpasture. These aircraft have since flown many thousands of hours without incident.

In the mid 1970s, Pacific Aerospace decided the Fletcher design was reaching the limits of redevelopment and introduced the larger and stronger PAC Cresco. Despite the similar appearance this is a new aircraft, though sharing a few components.

For more history and details, click here.

The Flight Design C4 is a German four seat, high-wing, single engine light aircraft under development by Flight Design of Leinfelden-Echterdingen.

In February 2011 the company announced that it was developing a four-seat design. The C4 was introduced at the AERO Friedrichshafen 2011 show. The company finalized the design features through an on-line survey to determine the features and performance that potential customers were looking for in a new aircraft. A full-sized exterior mock-up was also displayed at AirVenture 2011.

The aircraft first flew on 9 April 2015.

The aircraft is an all-composite design developed from the two-seat Flight Design CT family. The structure will be a carbon, Aramide and glass sandwich structure. The wing will be a one-piece cantilever design. Cabin access will be through two doors, hinged at the front, plus a baggage compartment door. Seating is individual front seats, with a rear folding bench seat. Design engines will be the Continental IO-360-AF of 180 hp (134 kW) and maybe the Thielert Centurion 2.0 turbocharged diesel of 155 hp (116 kW). The propeller will be a composite constant speed type. The C4's design empty weight is 600 kg (1,323 lb), with a gross weight of 1,200 kg (2,646 lb). A full-aircraft Ballistic Recovery Systems parachute system will be standard equipment. In 2014 the Garmin G3X was selected as the aircraft's avionics suite.

Maximum cruise speed will be 296 km/h (160 kn) with the Continental engine and 269 km/h (145 kn) with the Thielert powerplant, although the latter will provide 3,151 km (1,701 nmi) range.

Optional equipment will be available that will allow the aircraft to be used in the glider or banner towing role or on floats. An ice protection system is under consideration by the company for future incorporation into the design.

For details of the development of this aircraft, click here.

The Sprint is a light aircraft developed in the United Kingdom in the 1980s, originally known as the Trago Mills SAH-1. It was produced by FLS Aerospace in two versions, the Club Sprint, and the Sprint 160. In both versions, it is a low wing, two seat, monoplane designed as an advanced aerobatic trainer with +6/-3 g capability. The aircraft is a fully aerobatic trainer similar to the Grob G 115 or the Slingsby Firefly, although it is of conventional riveted aluminium construction rather than the composite construction of the other two aircraft.

The Sprint was originally designed by Sydney A. Holloway while he was working for the British West country department store chain Trago Mills, which hoped to market the aircraft to Britain's armed forces as a replacement for the ageing Scottish Aviation Bulldog trainer. The original aircraft was designated the SAH-1 in honour of Mr. Holloway. The production and design of the 120 hp SAH-1 (now the FLS Club Sprint) was undertaken at Bodmin Airfield. The prototype first flew with Air Vice-Marshal Geoffrey Cairns at the controls on 23 August 1983. Two years later, on 12 December 1985, the SAH-1 gained its type certificate. In 1987, the plans were sold onto Orca Aircraft, but a slump in the world's economy left Orca Aircraft bankrupt in 1989. The plans for the SAH-1 again changed hands, this time to FLS Aerospace.

FLS Aerospace began modifying the basic SAH-1 and came up with two models, the Club Sprint, essentially the original SAH-1, and the Sprint 160, a re-engined Club Sprint, with a 160 hp aerobatic Lycoming and a Hoffman constant speed prop. FLS got as far as building a first run of 5 of these aircraft between 1993 and 1998 (of which 3 are complete and airworthy in 2008 – the others are in storage) while negotiating a building contract. However, before the Sprint could be produced FLS went bankrupt and the Sprint programme was put into storage.

In 2006, the design was sold again, this time to The British Light Aircraft Company Ltd. who subsequently had to sell the design (along with the Edgley Optica surveillance aircraft). The two designs were bought in 2007 by John Edgley, the Optica's designer. The Sprint is planned to be manufactured as a kit aircraft for the British Homebuilders' Market.

Variants

SAH-1 – Trago Mills prototype with Avco Lycoming O-235-L2A engine (1 built, registered G-SAHI)
Club Sprint – FLS production version of SAH-1 (1 built, plus one incomplete in storage)
Sprint 160 – FLS version with Textron Lycoming AEIO-320-D1B engine (1 built, plus two incomplete in storage)

The FMA 20 El Boyero ("Shepherd") was a light utility aircraft produced in Argentina in the 1940s. It was a conventional high-wing strut-braced monoplane with a fixed tailskid undercarriage, seating two side by side in an enclosed cabin.

The Fábrica Argentina de Aviones (FMA) began design work on the El Boyero in 1939, to meet the needs of Argentine flying clubs for a training aircraft. Two prototypes were built, with the first, powered by a 50 hp (37 kW) Continental A50 flat four engine, flying on 2 November 1940, and the second early the following year. The El Boyero was a single-engine tractor high-wing monoplane, with a fixed tailwheel undercarriage. Its fuselage had a steel tube structure with fabric covering, while the aircraft's wing, which was braced to the fuselage with steel tube struts, had spars of spruce, with ribs of aluminium alloy. Pilot and instructor sat side-by-side in an enclosed cabin, and were provided with dual controls.

As FMA was busy building military aircraft production rights were sold to the private firm Sfreddo y Paolini [es] but they were unable to start production due to a shortage of materials and equipment as a result of the Second World War. After the end of the war, production rights were re-assigned to Petrolini Hermanos. This company received an order for 160 aircraft from the Argentine government, and commenced deliveries in January 1949.

The aircraft, powered by 65 hp (48 kW) Continental A65-8 or 75 hp (56 kW) Continental A-75 engines, were distributed to Argentina's aeroclubs and to the military, which used it as a spotter and liaison aircraft. Petrolini experienced great difficulties sourcing sufficient materials to complete the order, and in 1951 ceased production, having completed 130 aircraft.

The Found FBA-2 is a 1960s Canadian four/five-seat cabin monoplane that was produced by Found Aircraft.

The Found FBA-2 is an all-metal development of the company's first design, the Found FBA-1. The prototype first flew on 11 August 1960. It is a high-wing monoplane with a fixed tricycle undercarriage. The production version was to be the Found FBA-2B but the aircraft was produced with a conventional tail-wheel landing gear as the Found FBA-2C. The first production FBA-2C first flew on 9 May 1962. It is powered by an Avco Lycoming O-540-A1D engine and had a slightly longer cabin and enlarged cabin doors than the prototype. Originally, float or ski landing gear was available through third parties, and later became a factory option. Production ended in 1965 to concentrate on building the newer and larger Centennial 100. Thirty-four had been built.

Bush Hawk-XP

In 1996 the design was acquired by Found Aircraft Development who developed an improved model the FBA-2C2 Bush Hawk-XP. This model was certified by Transport Canada in March, 1999 and by the Federal Aviation Administration in March, 2000. This version was manufactured between 2000-2007, after which it was replaced by a new version of the same basic airframe designated the Expedition E350 and the Expedition E350XC.

Expedition E350

 
The E350 is an evolutionary development of the basic FBA-2 aimed at the personal use market. The Expedition E350 was FAA type certified in December 2008. The aircraft can be equipped with four or five seats and has a full fuel payload in excess of 900 pounds. It has a range of 700 nmi (1,296 km) at a cruise speed of 156 kn (289 km/h) and is powered by a Lycoming IO-580 powerplant producing 315 hp (235 kW). The E350 has been designed with rugged landing gear for operating from unprepared surfaces and has STOL performance.

Pacific Aerospace acquired the E-350 program in early 2016 from Found Aircraft. In September 2016, the E-350 Expedition tooling was shipped to its Hamilton, New Zealand plant. Pacific Aerospace planned to relaunch production of the five-seat type in the first half of 2017, but this date was not achieved. It is also planned to produce the E-350 in its joint venture plant in China with Beijing General Aviation Company. The joint venture will be known as Beijing Pan-Pacific Aerospace Technology.

Variants

FBA-2
Prototype, one built.
FBA-2C
Initial production variant, 26 built.
FBA-2C1 Bush Hawk 300
Improved variant with a 300hp Lycoming IO-540L, one built.
FBA-2C1 Bush Hawk XP
Production variant of the Bush Hawk 300, 31 built.
FBA-2C2 Bush Hawk 300XP
Minor changes, 6 built.
FBA-2C3 Expedition E350
Tricycle landing gear first flown in 2006, 3 built.
FBA-2C4 Expedition E350XC
Tail-wheel, one built.
FBA-2D
Proposed variant powered by a 290hp Lycoming engine, not built.

FBA-2C1 Bush Hawk XP

FBA-2C4 Expedition E350XC

FBA-2C3 Expedition E350