Both are two-seat, high-wing, strut-braced monoplanes with fixed tricycle undercarriage and available only as completed aircraft. There are also 450 Ultra and 495 Ultra Plus sub-variants of the 3X47 Ultra, with gross weights adjusted for national ultralight regulations.

The US light sport aircraft version of the 3X55 is known as the Navigator 600 and has a 1320-pound maximum gross takeoff weight.

3Xtrim take their company name from a double entendre, as they refer to their designs being "triple trimmed" (or more exactly "triple-tested") during the design, prototype and production stages and also that the aircraft is designed for "extreme conditions". In English the company name is pronounced "Three-Extreme".

The designation 3X55 means "3Xtrim Aircraft – 550 kg gross weight" while the 3X47 refers to its 470 kg gross weight.

For de tails of the design of the Trener (Navigator 600), click here.

The A2 CZ Ellipse Spirit (sometimes spelled Elipse Spirit) is a Czech ultralight aircraft, designed and produced by A2 CZ. The aircraft was introduced at the Aero show in 2011 and is supplied complete and ready to fly or as a kit for amateur construction.

The aircraft was designed to comply with the Fédération Aéronautique Internationale rules. It features a cantilever low wing, a two seats in side-by-side configuration cockpit, tricycle landing gear and a single engine in tractor configuration.

The aircraft of all-composite construction. Its 8.0 m (26.2 ft) span elliptical wing employs rounded wingtips and fixed slots in the outer portion of the wing and dive brakes. Optional fuel capacity is 100 litres (22 imp gal; 26 US gal) giving a range of 1,730 km (1,075 mi). The standard engine is the ULPower 260iS four-cylinder, four-stroke aircraft engine of 107 hp (80 kW) and other engines available include the 100 hp (75 kW) Rotax 912S and 912iS, plus the 100 hp (75 kW) Lycoming IO-233.

The basic fixed gear Ellipse was undergoing development in 2011 into a retractable gear version as well as versions for the US light-sport aircraft category.

Introduced in 2004, the aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

Designed for STOL operations in the Australian outback and cattle mustering, the Hornet STOL features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit, fixed conventional landing gear and a single engine in tractor configuration.

The aircraft is made from aluminium all-metal construction. Its 8.9 m (29.2 ft) span wing employs flaps and is supported by V-struts with jury struts. Standard engines available are the 100 hp (75 kW) Rotax 912ULS, 115 hp (86 kW) Rotax 914, but the 110 hp (82 kW) Rotec R2800 radial engine or the 150 hp (112 kW) Lycoming O-320 four-stroke powerplants can be fitted. Tundra tires are usually fitted for off-airport operations.

The fuselage has been tailored for big pilots. It is 1100mm (42 inches) wide and 1200mm (48 inches) high internally, fitted with large windscreen and 3 removable doors / emergency exits. The cargo area is very large and can be loaded with up to 35kg (93pounds).

Variants.

AAK Flamingo

AAK Bushman

AAK Hornet Cub

Smaller and lighter than its siblings, the AAK Hornet and Hornet Cub, the aircraft has two seats in tandem, and is not fitted with doors. It is designed for ultralight glider/hang glider towing, and is suitable for cattle mustering, aerial spotting, banner towing. Its rugged undercarriage is suited to rough bush strips. 

The aircraft in the series all feature one or two seats, fixed conventional landing gear and a single engine in tractor configuration. The Acrolite fuselages are all made from welded 4130 steel tubing, with wooden structure wings covered in hot laminated plywood and control surfaces made from aluminum sheet. All other surfaces are covered in doped aircraft fabric. Wing arrangements, cockpit and engines vary by model.

The family comprises the following models:

Acrolite 1A Single-seat biplane for the Canadian basic ultralight category.

Acrolite 1B Single-seat biplane for sportsman aerobatics.

Acrolite 1C Single-seat biplane for sportsman aerobatics, with performance improvements over the 1B.

Acrolite 1M Single-seat high-wing, strut-braced monoplane.

Acrolite 1T Single-seat triplane for sportsman aerobatics.

Acrolite 2M Two seats in tandem, high-wing strut-braced monoplane.

The Wikipedia page states that the company seems to have gone out of business at the end of 2016, but the company web page was last update in January, 2018. Click here for the company web page.

For more details of the above models, click here.

The specifications below are for the Acrolite 1C.

Acrolite 1A

Acrolite 1B

Acrolite 1C

Acrolite 1T

Acrolite 2M

The Aero & Tech Nexth (or sometimes Next-H) is an Italian ultralight aircraft designed by Morelli Luca and produced by Aero & Tech of Fossato di Vico. Introduced at the Aero show held in Friedrichshafen in 2011, the aircraft is intended to be supplied as a complete ready-to-fly aircraft.

The Nexth complies with the Fédération Aéronautique Internationale microlight rules. A later version will comply with US light-sport aircraft rules.

The design features a cantilever mid-wing, two seats in side-by-side configuration, retractable tricycle landing gear made from titanium and a single 100 hp (75 kW) Rotax 912ULS four cylinder, liquid and air-cooled, four stroke engine in tractor configuration. Cockpit access is by two gull wing doors hinged at the top. The aircraft was designed to meet aerobatic category requirements, including +9 and -4.5 g.

The aircraft fuselage is an aluminum sheet covered steel space frame, based on Formula One racing construction techniques. Its 7.90 m (25.9 ft) span wing employs winglets and flaps. Fuel is carried in a single fuselage tank and totals 130 litres (29 imp gal; 34 US gal), giving a range of over 1,700 km (1,056 mi).

Marino Boric, writing in the World Directory of Leisure Aviation notes that the Nexth fuselage is an unusual multi-faceted shape reminiscent of stealth fighter design. The prototype was painted black, which adds to the resemblance.

The aircraft are high-wing flying boats of pusher configuration available in both single and two-seat models. Its design heritage stretches back to the Advanced Aeromarine Buccaneer amphibian ultralights.

Introduced in 1995, the single-seat Aventura has repositionable main landing gear, down for runways and up for landing on water. The steerable tail wheel is retractable in concert with the repositioning of the main gear. There is no water rudder. The wing is an aluminium frame covered with pre-sewn Dacron envelopes. The hull is constructed from fibreglass and the wingtip floats are polyethylene. The remainder of the structure is anodized aluminium tubing, bolted together. Controls are conventional three-axis, with full span ailerons and no flaps. The company claims that the fast-build kit can be constructed in 90 hours.

The two-seat Aventura II was introduced in 1996 and is similar to the single seater, but with a wider cabin and hull for two occupants in side-by-side configuration. The two-seater also features flaps to reduce landing speeds. The company claims 130 hours to build the two-seater from the kit.

Variants

Aventura UL

Single seater optimised for the US FAR 103 Ultralight Vehicle category, with an empty weight of 328 lb (149 kg). Engines include the original 28 hp (21 kW) Rotax 277 in early models and the 40 hp (30 kW) Rotax 447 currently. 90 had been completed and flown by the end of 2011.

Aventura HP

Single seater intended to be registered as an amateur-built aircraft. Standard engines are the 50 hp (37 kW) Rotax 503 64 hp (48 kW) Rotax 582. 42 had been completed and flown by the end of 2011.

Aventura Sport

Two-seater marketed as the simplest and lightest model in the line-up. Standard engine is the 64 hp (48 kW) Rotax 582. 215 had been completed and flown by the end of 2011.

Aventura II

Two-seater with some options included as standard features. Standard engine is the 100 hp (75 kW) four-stroke Rotax 912ULS.

Aventura XLR

Limited edition two-seater with many extras as standard features, including a new style engine cowling, custom graphics package, redesigned instrument panel including GPS, vertical speed indicator and a mode-C transponder, electric landing gear retraction, gear indicator lights, differential hydraulic brakes, carpeting and a headliner. The standard engine is the 100 hp (75 kW) four-stroke Rotax 912ULS.

Aventura AVZ

Model with top-of-the-line equipment as standard.

The specifications below ae for the Aventura II variant.

The aircraft is of conventional configuration and features fixed tricycle undercarriage. The structure is largely of all-metal construction. Designed by Tomasz Antoniewski it first flew in 1997 and deliveries to customers commenced in 2002. It is certified under the European Very Light Aircraft regulations. On July 2, 2010 Aero AT-3 was granted an American Federal Aviation Administration type certificate, based on its European VLA certification.

The AT-3 R-100 is a single-engined low-wing cantilever monoplane of all-metal construction and a fixed tricycle landing gear. It is powered by a nose-mounted Bombardier-Rotax 912 with either a two-bladed wooden or three-bladed composite propeller.

Marketed in the US by Gobosh Aviation of Moline, Illinois. Gobosh is the acronym for Go Big Or Stay Home.

For details of the acquisition of Aero AT by China, the operational history of the AT-3 and its variants, click here. For more information about the Gobosh 700S, click here.

Aero AT-3

Gobosh 700S

When it was available the Pulsar was supplied as a ready-to-fly aircraft and as a kitplane for amateur construction.

The aircraft was later produced by Skystar Aircraft of Nampa, Idaho and then by Pulsar Aircraft of El Monte, California. Each subsequent manufacturer introduced new variants.

The Pulsar was a development of the Star-Lite Aircraft Star Lite and features a cantilever low-wing, a two-seats-in-side-by-side configuration open cockpit under a bubble canopy, fixed tricycle landing gear or optionally conventional landing gear with wheel pants and a single engine in tractor configuration.

In March 2014 130 examples were registered in the United States with the Federal Aviation Administration, although a total of 195 had been registered at one time. In March 2014 five were registered with Transport Canada and 29 with the CAA in the United Kingdom.

For details of design and development, and variants, click here.

The Aero East Europe Sila (English: force, power or strength and also short for Serbian industry light aircraft) is a family of Serbian ultralight and light aircraft, designed and produced by Aero East Europe of Kraljevo and later of Jagodina, introduced at the AERO Friedrichshafen show in 2013. The design is supplied complete and ready-to-fly.

The Sila 450 C was designed to comply with the Fédération Aéronautique Internationale microlight rules, while the larger aircraft in the family fit into the EASA CS-VLA category. All feature a V-strut-braced high-wing, an enclosed cabin, fixed tricycle landing gear and a single engine in tractor configuration.

Reviewer Marino Boric described the design in a 2015 review as "very robust".

Variants

Sila 450 C (Specifications below)
Two seat "Cruiser" model, with a semi-monocoque structure made from aluminium sheet and a maximum take-off weight of 450 kg (990 lb). Its 9.4 m (30.8 ft) span wing employs a NACA 5417 airfoil, has an area of 11.94 m2 (128.5 sq ft) and flaps. Standard engines available are the 80 hp (60 kW) Rotax 912UL, 100 hp (75 kW) Rotax 912ULS and the 115 hp (86 kW) Rotax 914 four-stroke powerplants. German LTF-UL and Serbian ultralight certified.
Sila 750 C
Two seat "Cruiser" model, with a semi-monocoque structure made from aluminium sheet and a maximum take-off weight of 750 kg (1,650 lb). Its 9.47 m (31.1 ft) span wing employs a NACA 5417 airfoil, has an area of 11.94 m2 (128.5 sq ft) and flaps. Standard engines available are the 100 hp (75 kW) Rotax 912ULS, the 115 hp (86 kW) Rotax 914 and the 160 hp (119 kW) Lycoming O-320 four-stroke powerplants. The aircraft is undergoing EASA CS-VLA and Serbian certification.
Sila 750 S
Two seat STOL model with full-span Junkers flaperons and a maximum take-off weight of 750 kg (1,650 lb).
Sila 750 MT
Three seat Medical Transport model, with a semi-monocoque structure made from aluminium sheet and steel tubing and a maximum take-off weight of 750 kg (1,650 lb). Its 10 m (32.8 ft) span wing employs a NACA 65-018 airfoil, full-span Junkers flaperons, has an area of 14.30 m2 (153.9 sq ft). Standard engines available are the 100 hp (75 kW) Rotax 912ULS, the 115 hp (86 kW) Rotax 914 and the 160 hp (119 kW) Lycoming O-320 four-stroke powerplants. The aircraft is undergoing EASA VLA and Serbian certification.
Sila 950
Four seat model, with a maximum take-off weight of 950 kg (2,090 lb). Standard engines available are the 115 hp (86 kW) Rotax 914 and the 160 hp (119 kW) Lycoming O-320 four-stroke powerplants. The aircraft is no longer advertised on the company website.

The Aéro Services Guépard Super Guépard SG 12 (English: Super Cheetah) is a French ultralight aircraft that was designed and produced by Aéro Services Guépard of Villefranche-de-Rouergue. The aircraft is supplied as a complete ready-to-fly-aircraft.

The aircraft was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever single-strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cabin with doors, fixed tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from welded steel tubing with its wings made from aluminum sheet. Its 8.5 m (27.9 ft) span wing has an area of 12.75 m2 (137.2 sq ft) and flaps. The standard engine used is the 100 hp (75 kW) Rotax 912ULS four-stroke powerplant.

The Aero Synergie J300 Joker is a French ultralight aircraft that was designed and produced by Sauper/ALMS and later by Aero Synergie.

The aircraft was supplied as a kit for amateur construction and also as a complete ready-to-fly aircraft.

The aircraft was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a strut-braced high-wing, a two seats in side-by-side configuration enclosed cockpit, tricycle landing gear or conventional landing gear and a single engine in tractor configuration.

The aircraft is made from welded steel tubing, covered in doped aircraft fabric. Its 9.04 m (29.7 ft) span wing employs dual parallel struts. The standard engine fitted is the 80 hp (60 kW) Rotax 912UL four-stroke powerplant, with the 100 hp (75 kW) Rotax 912ULS optional.

Originally produced by Sauper/ALMS the design was later manufactured by Aero Synergie. Production was halted circa 2011, although parts were still available in 2012.

Popular in Europe and Africa as a trainer, it also found use as a personal aircraft due to its simple construction and ease of handling.

Since March 2017 the design has been built by HMS Aviation, which is also located in Krosno, Poland.

The Czajka was designed to comply with the Fédération Aéronautique Internationale microlight rules and US light-sport aircraft rules. It features a cantilever high-wing, a two seats in side-by-side configuration enclosed cockpit, tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from carbon-fiber-reinforced polymer. Its 9.72 m (31.9 ft) span wing employs Fowler flaps to keep the stall speed low enough for the FAI microlight category. The standard engine provided is the 100 hp (75 kW) Rotax 912ULS four-stroke powerplant which gives a cruise speed of 230 km/h (143 mph). The cockpit is 1.215 m (48 in) wide.

The Aero-Service Panda is a Polish ultralight, designed and produced by Aero-Service Jacek Skopiński of Warsaw. The aircraft is supplied complete and ready-to-fly.

The Panda was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever high-wing, a T-tail, a two-seats-in-side-by-side configuration enclosed cabin, fixed tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from sheet aluminum, with some parts, such as the engine cowling and wing tips made from composites. Its 8.91 m (29.2 ft) span wing employs a modified NACA 633-618 airfoil, has an area of 10.6 sq m (114 sq ft) and flaps. The cabin width is 120 cm (47 in).

The Panda prototype was first flown on 28 September 2011.

Reviewer Marino Boric described the design in a 2015 review as possessing visibility that "is good in all directions because of very large glassed surfaces". He also noted that it is "sold at a reasonable price".

Variants

Panda Standard  (Specifications below)
Base model powered by an 80 hp (60 kW) Rotax 912UL four-stroke powerplant.[1]
Panda Sport
Model powered by a 100 hp (75 kW) Rotax 912ULS four-stroke powerplant.[1]
Panda Exclusive
Model powered by a 100 hp (75 kW) Rotax 912ULS four-stroke powerplant plus with a Dynon glass cockpit and other options as standard.

The aircraft's model number indicates that it was designed to comply with the Federal Aviation Administration FAR 103 ultralight rules.

The Aerolite 103 features a high wing with half-span flaps that are extended by use of an overhead bellcrank to a maximum of 40 degrees. The flight controls are three-axis and are actuated by a wheel mounted on a control column via flexible push-pull cables and conventional rudder pedals connected to the rudder by cables. The engine throttle is a twist-grip type and incorporates a brake lever to operate the non-differential mechanical drum brakes installed on the main wheels of the tricycle landing gear.

The aircraft has conventional nose wheel steering connected to the rudder pedals. The main landing gear utilizes sprung-tubes for suspension and absorbing landing loads. There is a fourth small caster-wheel under the tail, because when the pilot's seat is unoccupied the aircraft rests on its tail, due to the aircraft's empty center of gravity.

The Aerolite 103 is sold as an assembly kit aircraft. The kit includes an illustrated assembly manual and pre-built fuselage, wings, control surfaces, jury struts and struts. The wings are covered by the builder with pre-sewn Dacron envelopes. The company estimates the time to complete the airframe at 60–80 hours. The kit does not include powerplant, propeller or instruments.

The Aeroalcool Quasar is a Brazilian light-sport aircraft that is produced by Aeroálcool and was introduced in 2007.

The aircraft was designed by American Frank Porter with assistance from James Waterhouse of the Federal University of São Carlos in Brazil, to comply with the US light-sport aircraft rules. It features a cantilever low-wing, a two seats in side-by-side configuration enclosed cockpit under a forward hinged canopy, tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from aluminum sheet and has a 9.25 m (30.3 ft) span wing. The initial engine used was the Japanese 60 hp (45 kW) HKS 700E four-stroke powerplant which gives it a cruise speed of 210 km/h (130 mph) while burning only 9 litres (2.0 imp gal; 2.4 US gal) per hour of auto fuel.

A total of 60 had been built by 2015.

Variants

Quasar Lite   (Specifications below)
Initial model, powered by the 85 hp (63 kW) Jabiru 2200 four-stroke powerplant.
Quasar 214SL
Import version for the US market, distributed by Quasar Aircraft Company, Inc. Accepted as a US light sport aircraft in 2007.
Quasar Fast
Model powered by the 120 hp (89 kW) Jabiru 3300 four-stroke powerplant.

The Aeroalcool Quasar is a Brazilian light-sport aircraft that is produced by Aeroálcool and was introduced in 2007.

The aircraft was designed by American Frank Porter with assistance from James Waterhouse of the Federal University of São Carlos in Brazil, to comply with the US light-sport aircraft rules. It features a cantilever low-wing, a two seats in side-by-side configuration enclosed cockpit under a forward hinged canopy, tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from aluminum sheet and has a 9.25 m (30.3 ft) span wing. The initial engine used was the Japanese 60 hp (45 kW) HKS 700E four-stroke powerplant which gives it a cruise speed of 210 km/h (130 mph) while burning only 9 litres (2.0 imp gal; 2.4 US gal) per hour of auto fuel.

A total of 60 had been built by 2015.

Variants
Quasar Lite      (Specifications below)
Initial model, powered by the 85 hp (63 kW) Jabiru 2200 four-stroke powerplant.
Quasar 214SL
Import version for the US market, distributed by Quasar Aircraft Company, Inc. Accepted as a US light sport aircraft in 2007.
Quasar Fast
Model powered by the 120 hp (89 kW) Jabiru 3300 four-stroke powerplant.

The Aerocar Mini-IMP (Independently Made Plane) is a light aircraft designed by Moulton Taylor and marketed for homebuilding by Aerocar International. It is a scaled-down derivative of his original Aerocar IMP design. A two-seat version called the Bullet was also built. The Mini-IMP follows the same unconventional layout as its larger predecessor, with a center mounted engine, long driveshaft to a tail propeller, and inverted-V rudder/elevators.

The aircraft is available in the form of plans for amateur construction. Following Taylor's death, the plans and licensing for the Mini-IMP have been marketed by the Mini-IMP Aircraft Company of Weatherford, Texas.

The aircraft features a cantilever high-wing, a single-seat enclosed cockpit, fixed or retractable tricycle landing gear or conventional landing gear and a single engine in pusher configuration.

The aircraft is made from riveted aluminum sheet. Its 24.5 ft (7.5 m) span wing is mounted well behind the pilot and employs a NASA GA(PC)-1 airfoil. The engine is mounted behind the pilot's seat driving the propeller through an extension shaft. Engines used include the 60 to 100 hp (45 to 75 kW) Volkswagen air-cooled engine four-stroke.

Taylor claimed the Mini-IMP was not an original design, but an updated version of the 1912 Edson Fessenden Gallaudet Bullet, a design that was capable of 110 mph in the earliest days of flight.

In the late 1970s inquiries were made concerning a military version of the Mini-IMP, skinned with Kevlar, armed with two 7.62-millimeter machine guns, and with room in the baggage compartment for a considerable quantity of ammunition. Nothing came of the proposal.

The Aerochia LT-1 is a single place, composite construction, homebuilt aircraft.

The LT-1 was co-developed by Andy Chiavetta, a composite parts specialist, and air racer, Darryl Greenamyer. The intent was to design a very simple homebuilt aircraft for first-time builders.

The LT-1 is a single seat, low-wing, composite aircraft with tricycle landing gear. The wing uses an elliptical planform.

The first flight was performed in May 2010 piloted by Len Fox.

It was introduced at the French Hombuilders Rally in Blois in 2007. The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

The Sensation was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit, a choice of tricycle landing gear or conventional landing gear and a single engine in tractor configuration.

The aircraft is made from riveted aluminum sheet. Its 8.40 m (27.6 ft) span wing employs slotted flaps. Standard engines available are the 80 hp (60 kW) Rotax 912UL and the 100 hp (75 kW) Rotax 912ULS four-stroke powerplants. A variety of kits is available with varying degrees of completion, none of which includes the engine.

The Aeronca C-3 was a light plane built by the Aeronautical Corporation of America in the United States during the 1930s.

Its design was derived from the Aeronca C-2. Introduced in 1931, it featured room for a passenger seated next to the pilot. Powered by a new 36 hp (27 kW) Aeronca E-113 engine, the seating configuration made flight training much easier and many Aeronca owners often took to the skies with only five hours of instruction, largely because of the C-3's predictable flying characteristics. Both the C-2 and C-3 are often described as “powered gliders” because of their gliding ability and gentle landing speeds.

The C-3's distinctive razorback design was drastically altered in 1935 with the appearance of the “roundback” C-3 Master. Retaining the tubular fuselage frame construction, the C-3 Master featured a smaller vertical stabilizer and rudder with a “filled out” fuselage shape that created the new “roundback” appearance and improved the airflow over the tail. It featured an enclosed cabin with a proper door (brakes and wing light still cost extra), and a revised undercarriage dispensing with external struts in favour of a neater arrangement largely hidden in the fuselage. The 1935 C-3 Master was priced at only $1,895—just a few hundred dollars more than the primitive C-2 of 1930. The low price generated significant sales; 128 C-3 Masters were built in 1935 alone (of 430 C-3s built in all), and the 500th Aeronca aircraft also rolled off the assembly line that same year.

A strengthened version of the C-3 with fabric-covered ailerons (instead of metal), designated the Aeronca 100, was built in England under license by Light Aircraft Ltd. (operating as Aeronautical Corporation of Great Britain Ltd. sometimes called Aeronco), and marketed by its associated company Aircraft Exchange & Mart. It was powered by a modified Aeronca E-113C engine built by J. A. Prestwich and Company and called the JAP J-99, and this led to the aircraft being marketed as the Aeronca-JAP. The expected sales never materialized – only 24 British-built aircraft were manufactured before production was halted.

The aircraft could be fitted with floats, and those so equipped were sometimes designated PC-3, with the P standing for Pontoon.

Production of the C-3 was halted in 1937 when the aircraft no longer met new U.S. government standards for airworthiness. Many of the C-3's peculiarities – a strictly external wire-braced wing with no wing struts directly connecting the wing panels with the fuselage, extensive fabric construction, single-ignition engine, and lack of an airspeed indicator – were no longer permitted. Fortunately for the legion of Aeronca owners, a “grandfather” clause in the federal regulations allowed their airplanes to continue flying, although they could no longer be manufactured. A total of 400 were built.

Variants

C-3
Production variant, early versions of which were built as the C-2 Collegian.
C-3 Master
Improved variant.
Aeronca 100
British-built variant powered by an Aeronca JAP J-99 (a licence built Aeronca E-113C), 21 built.
Aeronca 300
Improved British variant of the Aeronca 100, one built.
Ely 700
British variant with wider fuselage and two doors, two built.

LSA Legend 600 is intended for elementary pilot training of PPL holders, and for traveling. Thanks to low operating costs, it is possible to obtain PPL for the cheapest price possible. Great performance and extra utilizable load allow comfortable and fast traveling. LSA Legend 600 is full-composite upper wing monoplane made of sandwich materials. Thanks to modern composites, the aircraft exhibits low empty weight and thus also high utilizable load.

Besides the standard light sport LEGEND 600 airplane, the company AEROPILOT Ltd. also manufactures the amphibious LEGEND 600 airplane with floats.

In the United States the A-22 is referred to as the Valor, while in the UK and Australia it is called the Foxbat.

The Aeroprakt A-22 is supplied either as "ready-to-fly" factory built aircraft, or as a kit, consisting of 152 pieces. The kit can be built in about 500 man-hours.

The A-22 meets the definition of an FAI microlight.

Aeroprakt of Kiev began design of the A-22 in February 1990, with the first prototype making its maiden flight on 21 October 1996, and a German-certified version entering production in 1999.

The A-22's structure is almost completely all-metal with only the engine cowling, wing fillets and wheel spats being made of composites. The wings and control surfaces are fabric covered. The aircraft has excellent visibility, due to the large amount of glazing, including convex doors, that allow the occupants to look straight down. The A-22 uses a 3-axis control system, giving the pilot full control over the aircraft. The A-22 uses flaperons in place of ailerons and flaps, giving a stall speed of 52 km/h (32 mph) with the flaperons fully down.

The kit comes with either the 80 hp (60 kW) Rotax 912UL or optionally the 100 hp (75 kW) Rotax 912ULS. The 85 hp (63 kW) Jabiru 2200 can also be fitted.

Originally the A-22 came fitted with a 40-litre inboard fuel tank behind the seats, although later models have wing tanks holding 37.5 litres per side. The propeller is a 3-blade composite ground adjustable KievProp. Dual controls are standard, using a single central "Y" yoke or optionally twin yoke control system.

Variants

A-22L2 Version built in Ukraine with a higher gross weight of 600 kg (1,323 lb) for the landplane and 650 kg (1,433 lb) for the seaplane.

A-22LS Light-sport version for the American market with a higher gross weight of 600 kg (1,323 lb) for the landplane and 650 kg (1,433 lb) for the seaplane.

The Viking is a strut-braced high-wing monoplane amphibian. A Rotax 912ULS piston engine driving a tractor propeller is mounted on the leading edge of the wing above the cabin. The enclosed cabin has side-by-side seating with an additional single seat behind, the rear seat can be removed to fit luggage. It has a retractable landing gear with the main wheels moving above the water line on the fuselage side rather than retracting into the fuselage.

The design uses the same airfoil as the Antonov An-2 biplane, a TsAGI R-11 (14%).

No regular production was ongoing in 2015 and the aircraft was at that time only produced on request.