The Team Mini-Max Hi-MAX is a single-seat, high wing, strut-braced, single engine aircraft available in kit form for amateur construction. It first flew in 1987 and is a high wing development of the Mini-MAX, hence its model name.

The Hi-MAX was originally produced by TEAM Incorporated of Bradyville, Tennessee. After that company was bankrupted by a lawsuit production passed to Ison Aircraft also of Bradyville, Tennessee and next to JDT Mini-MAX of Nappanee, Indiana. The company was renamed Team Mini-Max in 2012 and moved to Niles, Michigan.

The Hi-MAX was developed from the mid-winged Mini-MAX family of single seat kit aircraft and it shares many similar features with the earlier design.

The Hi-MAX is predominantly constructed from wood truss with plywood gussets and covered with doped aircraft fabric. The windshield is Lexan and the side windows are removable for warm weather operations. The aircraft features a short-span wing of only 25 ft (7.6 m) and a fiberglass engine cowling. The wing and horizontal stabilizer are both strut-braced, the tail with struts above the horizontal tail surface to the fin.

The aircraft has conventional landing gear, with wheel pants as an option. The company claims that a builder can complete the aircraft in 350–400 hours from the kit.

The aircraft was originally intended to meet the requirements of the US FAR 103 Ultralight Vehicles category, including that category's maximum 254 lb (115 kg) empty weight. It was only able to achieve that low empty weight with the 28 hp (21 kW) Rotax 277, which provided marginal performance. The standard specified engine today is the 40 hp (30 kW) Rotax 447 which results in a 328 lb (149 kg) empty weight and places the aircraft in the US Experimental - Amateur-built category.

Variants

1400Z
Single seat aircraft with the 45 hp (34 kW) Zenoah G-50 engine. Optional engine was the 28 hp (21 kW) Rotax 277. First flight 1991, no longer in production.
1700R
Single seat aircraft with the 40 hp (30 kW) Rotax 447 engine. First flight 1987, remains in production, with 250 completed and flown by 2011.

The TechProAviation Merlin HV 100 is a Czech amateur-built aircraft, designed and produced by TechProAviation of Olomouc. The aircraft is supplied as a kit for amateur construction.

The Merlin 100 features a cantilever high-wing, a single-seat enclosed cockpit accessed via a single door on the fuselage righthand side, fixed tricycle landing gear with wheel pants and a single engine in tractor configuration.

The aircraft is made from matched-hole drilled sheet aluminum. Its 7.8 m (25.6 ft) span wing has an area of 7.05 m2 (75.9 sq ft) and mounts flaps. The standard engine used is the 35 hp (26 kW) Verner JCV 360 twin cylinder four-stroke powerplant. Alternative engines include the 60 hp (45 kW) HKS 700E four-stroke, 50 hp (37 kW) Hirth F-23 and 64 hp (48 kW) Rotax 582 two-stroke powerplants. The aircraft will be marketed as a kit only.

By mid-2011 only the prototype had flown, logging 100 hours of testing, These tests led to modifications; by November 2012 the prototype had gained a fin fillet and the mainwheel legs were slightly forward raked.

By 2013 ten Merlins had been built. Flyaway prices, without tax, are engine dependent; the cheapest is the Verner-engined variant at €15,500 in 2015.

Variants

These are in production in late 2015:

Merlin 100 UL
Version for the Fédération Aéronautique Internationale microlight class, specification below. A tailwheel version was flown in April 2012 and is available.
Merlin 100 ML
Lightened version for the German 120 kg (265 lb) class[5] It has reduced dimensions, with a span of 6.40 m (21 ft 0 in) and length of 5.12 m (16 ft 10 in), a tailwhell undercarriage and is powered by a Polini motorcycle engine. It first flew in late March 2014.
Merlin Mikro
Version with conventional landing gear for the European 120 kg class. Equipped with a Thor 200 powerplant.
Rotax
As 100UL but with a Rotax 582 engine which gives it a speed of 240 km/h (150 mph; 130 kn). An amphibious floatplane version is planned.

It was first flown in early June, 2013 and introduced at the AERO Friedrichshafen show in 2013. It is supplied complete and ready-to-fly.

The Astore replaced the Tecnam P2002 Sierra in ultralight production, although not the certified P2002JF model.

The aircraft was designed to comply with the US Light Sport Aircraft (LSA) rules. It features a cantilever low-wing, two seats in side-by-side configuration, an enclosed cockpit under a bubble canopy, fixed tricycle landing gear with wheel pants and a single engine in tractor configuration.

The aircraft is made from aluminum sheet. Its wing has a span of 8.65 m (28.4 ft) and is equipped with flaps. Standard engines available are the 100 hp (75 kW) Rotax 912ULS and 912iULS, plus the 115 hp (86 kW) Rotax 914 four-stroke powerplants.

The Astore achieved its FAA LSA compliance in April 2014. More than thirty had been delivered by September 2014.

The P92 design dates to 1960, but versions comply with the Fédération Aéronautique Internationale microlight rules and US light-sport aircraft rules. It features a strut-braced high-wing, an enclosed cabin with two-seats-in-side-by-side configuration accessed by doors, fixed tricycle landing gear or conventional landing gear and a single engine in tractor configuration.

The aircraft is made sheet aluminum tubing. Standard engines available are the 100 hp (75 kW) Rotax 912ULS, 115 hp (86 kW) Rotax 914 and the 100 hp (75 kW) Lycoming O-233 four-stroke powerplants.

The P92 Eaglet was introduced in 2008. It employs a cockpit section made of steel tubing covering in sheet aluminum and a monocoque tail cone. It also features a new wing design, a rear window and a cabin that is 117 cm (46 in) wide.

The design is an accepted Federal Aviation Administration special light-sport aircraft.

For details of the 14 variants, click here.

Specifications below are for the P992 JS.

Tecnam P92 Eaglet

Tecnam P92 Echo Super

Designed by the Brazilian Caio Jordão, the Colt was publicly introduced at AirVenture, in Oshkosh, Wisconsin in July 2019. The aircraft is supplied ready-to-fly. The design first flew in 2018 and met the ASTM standards as a light-sport aircraft in September 2019. The first customer delivery was in January 2020.

It features a strut-braced high-wing with flaps, a two-seats-in-side-by-side configuration enclosed cockpit accessed by doors, fixed tricycle landing gear with wheel pants and a single engine in tractor configuration.

The aircraft is made with a welded 4130 steel tubing cockpit cage, with the rest of the airframe aluminum construction, covered in aluminum sheet. The Colt has yoke controls, four point harnesses, a Galaxy GRS 6/600 SD Speedy ballistic parachute and a basic glass cockpit. The standard engine used is the 100 hp (75 kW) Rotax 912ULS four-stroke powerplant.

In September 2019 the type completed ASTM testing to qualify for the US light-sport category, and is listed as the "Colt 100" on the Federal Aviation Administration's list of approved special light-sport aircraft.

In a flight review in February 2020 AVweb's Paul Bertorelli praised the aircraft's handling and cabin ergonomics once seated. He faulted the cabin entrance size, however, writing, "the problem is getting in because the door has an upper sill that forces you to duck to ingress. It proved only a slight problem for my 5-ft. 8-in. frame, but taller pilots or those long of torso may struggle." He also noted the design's limited useful load, "at 836 pounds empty, the Colt has 484 pounds of useful load. That’s two 200-pounders and 14 gallons of gas. That’s fine for a training flight, but not so fine for cross- country flying where you might also wish to carry some baggage. So if you carry full fuel, the people better not weigh more than 300 pounds total." Of the design overall he concluded, "the Colt’s performance is workmanlike, but not exceptional. If it stands out at all, my view is that it’s a little airplane masquerading as a big one. The ergonomics are excellent and the handling is well sorted, especially if the airplane finds a home as a trainer. Teaching landings in it would be a blast."

The CX4 is a low wing, single-seat, conventional landing gear equipped aircraft, designed to be simple to build and safe to fly. The name of the plane, CX4, is taken from an old radio show featuring Hop Harrigan, whose plane was called CX4.

The aircraft is all metal, 6061-T6 aluminium, except the cowling. The aluminum main gear legs are sourced from a Monnett Sonerai with hydraulic disc toe brakes. It has a heater and ventilation system for all season flying. The aircraft can be built with an optional 3 gal aux fuel tank. The CX4's standard specified powerplant is a Volkswagen air-cooled engine. The design load factor is 3.8 g, with an ultimate load of 5.7 g.

The CX4 first flew in 2004. As of April, 2017, there were 55 flying CX4s in Australia, Brazil, Canada, New Zealand, South Africa, and the United States. The fleet had flown 3316.6 hours total.

As of April 2017, 55 had been built.

 It is a low-wing monoplane of conventional layout with fixed tricycle undercarriage and a sliding canopy. John Thorp developed the Sky Scooter with lessons learned from the developing the Lockheed Little Dipper project in 1944. It bears some family resemblance to the Piper Cherokee, a design that Thorp later contributed to significantly.

Thorp constructed eight prototypes, and had the design certified by the FAA, but was unable to find a foothold in the Cessna-dominated post-war US market. The original prototypes where powered by a 65 hp Lycoming engine. Novel features of the Sky Skooter include an all movable horizontal stabilizer and externally ribbed wings and tailplane. The wings were corrugated to impart stiffness, each wing needing only three internal ribs. This feature simplified construction, reduced the number of rivits (and weight), and helped control the spanwise flow of air over the wings.  The T-211 was developed with a 90-horsepower continental upgrade in 1953. The project was therefore shelved until the homebuilding boom saw the rights to the aircraft acquired first by Adams Industries and then by Thorp Aero in the 1970s, the latter firm building five examples as the Thorp Arrow or T-211 Aero Sport built in Sturgis Kentucky, but only sold overseas or to part 141 operations due to current liability laws. The kits were then manufactured by AD Aerospace in the United Kingdom and Venture Light Aircraft in the United States.

IndUS Aviation began production of the T-211 to the guidelines of Light Sport Aircraft in the mid-2000s. The Thorp T-211 was the first US-designed Special Light Sport Aircraft to receive certification from the Federal Aviation Administration. The light-sport version uses the 120 hp (89 kW) Jabiru 3300 engine, while the type certified version uses a 100 hp (75 kW) Continental O-200 engine and is equipped for both VFR and IFR flying.

In 2010 the aircraft was also back in production as a kit aircraft by AD Aerospace of Manchester, United Kingdom. This model is powered by a four-cylinder 100 hp (75 kW) Continental O-200 or a six-cylinder 120 hp (89 kW) Jabiru 3300 powerplant.

Variants
Thorp Sky Skooter
     1946
Thorp T-211
     1953
Tubular Aircraft Products
     1965 - Built 100 parts kits with Continental O-200 powerplants with 11 production models built
Thorp Aero
     1983 - Purchased rights and tooling
IndUS Aviation
    LSA production in India

The Thruster TST fifth design of Steve Cohen, first appearing in 1982. A unique wing design allows each wing to rack and fold inside the double surface dacron skins for trailering. A fibreglass pod keeps the pilot warm on wintery days and the strut braced high wing tail dragger design makes it a good rough strip performer.

A two-place/utility version is available which sports a new pod for passenger and pilot and power is supplied from a 60 hp Rotax 503 via a geared reduction drive.

The Tiger Cub Developments (TCD) Sherwood Ranger is a single engine, tandem two seat biplane microlight designed and built in the United Kingdom in the early 1990s. Kits were originally produced by TCD; later, design rights were acquired by The Light Aircraft Company Ltd (TLAC) who resumed kit production in 2009.

The TCD Sherwood Ranger was designed by Russ Light as a successor to the Micro Biplane Aviation Tiger Cub, a foldable biplane built in Worksop. Almost 100 Tiger Cubs, which Light partly designed, appeared on the UK civil aircraft register. The Sherwood Ranger is named after a Retford, Notts inn, perhaps the only aircraft to be named after a public house.

The Sherwood Ranger is a single bay biplane, its wings having 3.83° of sweepback, 3° of dihedral on the lower wing alone but no stagger. They have constant chord and are of mixed construction, with single aluminium spars and drag struts, plywood covered D-box leading edges, ply and spruce ribs and fabric covering. There are externally interconnected Frise ailerons on both upper and lower wings. The latter are mounted on the lower fuselage longerons and single, faired, deep chord, I-shaped interplane struts position the upper wing well above the fuselage, assisted by central cabane struts. These latter struts, together with the wing centre section, are part of the tubular aluminium fuselage structure. Additional bracing is provided by two flying wires and two landing wires on each side. The wings fold for transport.

The fuselage of the Sherwood Ranger has an aluminium tube structure, with ply formers and spruce stringers, and is fabric covered apart from glass fibre mouldings in the engine and cockpit areas and forming the rear decking. The nose is quite slender; the separate open cockpits are in tandem with the forward one a little behind the leading edge of the wing and the other under the trailing edge, where a slight upper wing cut-out improves the pilot's view. The fin is integral with the fuselage structure and carries a deep, rounded rudder which extends to the lower fuselage. The tailplane, mounted on top of the fuselage, has an unusually low aspect ratio and is almost semicircular in plan. These horizontal surfaces are thin and without camber. Separate elevators allows rudder movement between them. The tailplane is braced to the top of the fin and to the fuselage bottom. The fixed conventional undercarriage has mainwheels, fitted with brakes, on split axles mounted from a bungee sprung compression frame below the central fuselage and hinged by faired, V-form legs to its lower longerons. There is a bungee sprung, castoring tailwheel.

The Sherwood Ranger first flew in 1992. Several versions of the Ranger have been built, with different maximum take-off weights (MTOW) and engines. The early aircraft were built as the LW variant, with a MTOW of 390 kk (860 lb) and with engines in the 37-49 kW (50-65 hp) power range. Engines fitted include the 48 kW (64 hp) Rotax 532, the similar 48 kW (64 hp) Rotax 582 two cylinder two stroke engine and the 64 kW (85 hp) Jabiru 2200 flat four Some were later built as, or upgraded to, an MTOW of 450 kg (992 lb), the ST variant standard. Some of these use the Rotax 582 or Jabiru engines and one is fitted with a BMW RS1100. The LW is no longer offered but the ST is available for building from plans, kit or quick build kit. The XP variant has short span wing (7.07 m; 23 ft 0 in) to provide aerobatic capability and can be fitted with engines rated up to 75 kW (100 hp).

Twelve Sherwood Rangers kits were produced by TCD until the death of Russ Light, after which the company ceased to trade. TLAC acquired the rights in 2007, flew their first prototype on 31 July 2009 and in 2010 were working on an XP prototype with the target of aerobatic approval.

For operational history and variants, click here.

It was designed to be easy to fly, cheap to buy and cheap to maintain. It was designed for both factory production and homebuild. "Nipper" was the nickname of Ernest Tips' first grandchild.

The first aircraft flew on 12 December 1957, with test pilot Bernard Neefs. It featured an open cockpit and had a length of 4.56 m (15.0 ft), a span of 6.0 m (19.7 ft) and a range of 400 km (249 mi), extendable with tip tanks to 720 km (447 mi).

The aircraft has a welded steel tube fuselage and rudder with a wooden and fabric covered wing, tailplane and elevator. It weighs 165 kg without an engine. Early aircraft were equipped with a 40 hp Stamo Volkswagen air-cooled engine with later types using either 40 hp Pollman-Hepu or 45 hp Stark Stamo engines. More recently the 85 hp (63 kW) Jabiru 2200 engine has been used.

For more details, click here, and here. For the Nipper website, click here.

The first in the Tornado series, the Tornado 103, which started development in 1990, was introduced in 1994 and designed to fit into the US FAR 103 Ultralight Vehicles category, meeting the 254 lb (115 kg) empty weight limit. If equipped with a light enough engine the Tornado 103 could qualify as a US ultralight.

The Tornado borrows from the design of the Earthstar Thunder Gull J and shares a similar cantilever wing of small area, keeping stall speeds low by use of flaps. This low drag design manages high cross country speeds as a result. The cockpit is constructed from 4130 steel, while the fuselage boom tube and the wings are built from aluminium. Unlike the Gull's wing, which is aircraft fabric-covered or optionally finished in sheet aluminium, the Tornado's wing is stressed skin. The Tornado has a tricycle undercarriage with a supplemental tailwheel castor, as the aircraft sits on its tail when unoccupied.

The Tornado II is the two seats in tandem version, intended for the previous US ultralight trainer category and presently for the US homebuilt and light-sport categories. It has a 23.5 ft (7.2 m) wingspan. Standard engine is the 64 hp (48 kW) Rotax 582 and cruise speed is 100 mph (161 km/h) with that engine. Acceptable power range is 52 to 80 hp (39 to 60 kW). The 60 hp (45 kW) HKS 700E four-stroke engine has also been used. Still in production. Reported construction time is 350 hours. 120 were reported flying in 1998.

For details of all variants in the Tornado family, click here. For the company web page and further details on the Tornado II, click here.

The TL Ultralight TL-132 Condor and TL-232 Condor Plus are single engine, highwing ultralight aircraft designed and built in the Czech Republic in the mid-1990s. They remain in production in 2010.

The Condor and Condor Plus are closely related and similar highwing ultralight aircraft, seating two side-by side with dual control. They are both of conventional layout, the principal differences being the more powerful engine, cut down rear fuselage and extended rear cabin glazing of the Condor Plus. Both have fabric covered metal structures, though the Plus has composite rear fuselage decking.

The wing has constant chord with slightly blunted tips, with flaps filling the trailing edge inboard of the ailerons. The main wing struts are V-shaped and attached to the lower fuselage, assisted by some secondary bracing. Fin and rudder are swept, with a long dorsal fillet. The tailplane is mounted on top of the fuselage and has a swept leading edge. A trim tab on the starboard elevator is flight adjustable only on the Condor Plus. Both types normally have fixed tricycle undercarriages, with mainwheels on cantilever legs. Wheel and leg fairings are an option. A fixed conventional undercarriage with a tailwheel is also available.

The Condor is powered by a 39.5 kW (53 hp) Rotax 503.2 V UL CB. The standard engine of the Condor Plus is the 48.5 kW (65 hp) Rotax 582 UL-DCDI, driving a two blade propeller, but the 59.7 kW (80 hp) Rotax 912 UL-DCDI or the 74.6 kW (100 hp) Rotax 912 ULS, both with three blade airscrews, are options. With the 912 ULS engine, the TL-232 is known as the Power Condor.

The Condor first flew in 1993, the Condor Plus in 1994.

By September 2010, 115 examples of the two types had been built. European registers, Russia excluded, show 36 TL-132s and 69 TL-232s earlier in that year.

Variants

TL-132 Condor OK-RUA-27 without doors
TL-132 Condor
53 hp engine and high rear fuselage line reaching cabin at wing height.
TL-232 Condor Plus
65 or 80 hp engine and lowered rear fuselage line allowing rear cabin transparency and extended side windows aft of wing.
TL-232 Power Condor
As Condor Plus, but with 100 hp engine.

The TL 2000 Sting family are built in the Czech Republic by TL Ultralight s.r.o, and derived from the TL 96 Star. The TL-96 Star is a single-engine, low wing monoplane seating two side by side under a prominent single-piece, forward-hinging canopy. A second, fixed transparency forms the rear of the cabin. The structure is all composite, a mixture of glass and carbon fibre reinforced plastics (CFRP). Its wings are unswept and have constant chord apart from a slight rounding of the leading edge at the tips; they carry plain inboard flaps. The Star's one-piece, all-moving tailplane has a similar plan and is fitted with a central anti-balance tab. Later variants had a conventional split tailplane/elevator set-up with trim tab. The fin and rudder are swept, the latter horn balanced. It has a tricycle undercarriage with faired wheels and cable brakes. The aircraft is fitted with a ballistic recovery system. The wings can be removed in 10 minutes for transport by trailer.

In September 2018 KG Aviation of Cessnock, NSW took over the agency for TL Ultralight Aircraft in northern Australia.

Variants

TL-2000 StingCarbon
    An all CFRP version, introduced in 2002, that gained Czech certification. Its span was reduced by 760 mm (30 in) and              length by 570 mm (22.4 in), though the empty weight increased by 10 kg (22 lbs).

TL 2000 RG
    A retractable gear model with a cruise speed of 285 km/h (177 mph) that was announced before the first flight at Aero '03      in Friedrichshafen.
TL StingSport
    US SLSA model introduced in 2005
TL-2000 Sting S3
    Model announced at Sun'n'Fun, Lakeland, Florida, succeeding the StingSport. This is an advanced version of the                     StingSport with a new, tapered wing of greater span (9.11 m or 29 ft 11 in), area and aspect ratio and with larger flaps. It           has a higher level of instrumentation and a Rotax 912ULS engine.

TL-2000 Sting S4
    Model introduced in 2010 that is an improved version of the S3. It incorporates a revised canopy, cockpit, nose landing            gear and engine cowling. Standard engines available are the 80 hp (60 kW) Rotax 912UL, 100 hp (75 kW) Rotax 912ULS          and 912iS, and the turbocharged 115 hp (86 kW) Rotax 914 four-stroke powerplants. 
TL-2000 Sting S4 RG
    Retractable gear version of the S4 with a maximum level speed of 285 km/h (154 kn). Standard engines available are the          100 hp (75 kW) Rotax 912ULS and 912iS, and the turbocharged 115 hp (86 kW) Rotax 914 four-stroke powerplants.

Specifications below from the Sling S4 website are for the Sling S4 variant. To view the .pdf, click here. For specifications of the TL 96 Star, click here.

The TL Ultralight TL-3000 Sirius is a conventional single engine high wing ultralight and Light-sport aircraft seating two side-by-side. It was designed and is produced in the Czech Republic.

The Sirius programme was announced early in 2007 and an unflown prototype or mock-up appeared at Aero '07 that year. Development continued into 2010 before it was ready for production.

The TL-3000 is a mostly composite aircraft with a carbon fibre wing and glass- and carbon-fibre fuselage. It shares many components with its TL-2000 Sting low wing stablemate. The high wing has a constant chord centre section and tapered outer panels with downturned tips and is braced to the lower fuselage with a pair of forward-leaning lift struts. The fin is swept, with a wide dorsal fillet, and carries a horn-balanced rudder. The tapered, mass-balanced elevators are set at mid-fuselage.

The underwing cabin of the Sirius has a single piece windscreen, glazed side doors, rear side windows and an upper rear transparency. A choice of flat four engines offers either the 59.6 kW (80 hp) Rotax 912UL or the 73.5 kW (98.6 hp) Rotax 912 ULS. The Sirius is fitted with a fixed tricycle undercarriage with mainwheels fuselage mounted on composite cantilever spring legs. The nosewheel is steerable and the mainwheels have brakes; all wheels are almost completely enclosed in spats. The company has also developed a float installation for the TL-3000 to allow water operations.

The Sirus first flew on 21 May 2008 but the prototype was lost in a fatal accident in July.

The design has been accepted by the US Federal Aviation Administration as an approved special light-sport aircraft.

The Sirius was designed to fit into both the European ultralight and U.S. LSA categories. Twenty-two aircraft had been sold by September 2010 to customers in Angola, Australia, the Netherlands, New Zealand, Norway and the United States.[4] Only four appeared on the European (Russia excluded) civil aircraft registers in mid-2010, three in the Czech Republic and one in Norway.

The TL Ultralight TL-96 Star is a single-engine, side-by-side configuration two seat ultralight, designed in the Czech Republic in the 1990s. More than 150 have been registered.

The TL-96 Star is a single-engine, low wing monoplane seating two side by side under a prominent single-piece, forward-hinging canopy. A second, fixed transparency forms the rear of the cabin. The structure is all composite, a mixture of glass and carbon fibre reinforced plastics (CFRP). Its wings are unswept and have constant chord apart from a slight rounding of the leading edge at the tips; they carry plain inboard flaps. The one-piece, all-moving tailplane has a similar plan and is fitted with a central anti-balance tab. The fin and rudder are swept, the latter horn balanced. It has a tricycle undercarriage with faired wheels and cable brakes.

The Star can be powered by one of several flat four engines, including the 60 kW (80 hp) Rotax 912, the 86 kW (115 hp) Rotax 914 or the 67 kW (90 hp) Aero Prag AP-45. The Rotax engines drive three-blade propeller, the Aero Prag a two-blade wooden one.

The Star flew for the first time in November 1997 and had achieved German certification before 2000.

The TL-Ultralight Stream is a Czech ultralight aircraft, designed and produced by TL-Ultralight of Hradec Králové, introduced at the AERO Friedrichshafen show in 2013.

The Stream is the company's fastest design to date. It was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever low-wing, an enclosed cockpit with two-seats-in-tandem under a bubble canopy, retractable tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from composite materials. Its 9.0 m (29.5 ft) span wing mounts flaps. Standard engines available are the 100 hp (75 kW) Rotax 912ULS and 912iS, and the turbocharged 115 hp (86 kW) Rotax 914 four-stroke powerplants, driving a three-bladed PowerMax propeller.

Reviewer Marino Boric described the design in a 2015 review as "very sleek" and added that it "should give the pilot the feeling of piloting a jet-fighter."

The Tiger Cub Developments (TCD) Sherwood Ranger is a single engine, tandem two seat biplane microlight designed and built in the United Kingdom in the early 1990s. Kits were originally produced by TCD; later, design rights were acquired by The Light Aircraft Company Ltd (TLAC) who resumed kit production in 2009.

The TCD Sherwood Ranger was designed by Russ Light as a successor to the Micro Biplane Aviation Tiger Cub, a foldable biplane built in Worksop. Almost 100 Tiger Cubs, which Light partly designed, appeared on the UK civil aircraft register. The Sherwood Ranger is named after an inn in Retford, Nottinghamshire, perhaps the only aircraft to be named after a public house.

The Sherwood Ranger is a single bay biplane, its wings having 3.83° of sweepback, 3° of dihedral on the lower wing alone but no stagger. They have constant chord and are of mixed construction, with single aluminium spars and drag struts, plywood covered D-box leading edges, ply and spruce ribs and fabric covering. There are externally interconnected Frise ailerons on both upper and lower wings. The latter are mounted on the lower fuselage longerons and single, faired, deep chord, I-shaped interplane struts position the upper wing well above the fuselage, assisted by central cabane struts. These latter struts, together with the wing centre section, are part of the tubular aluminium fuselage structure. Additional bracing is provided by two flying wires and two landing wires on each side. The wings fold for transport.

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

The TLAC (The Light Aircraft Company) Sherwood Scout is a handsome high-wing, side-by-side two-seater with handy folding wings, various engine options, and nose- or tailwheel.

The Scout can trace its lineage as far back as 1983, when the Avid Flyer was first introduced. The basic design was also to be used for the Denney Kitfox, Rocky Mountain Ridge Runner and the Flying K Sky Raider.

The latter morphed into the Just Aircraft Escapade which−after a long and complicated gestation−was marketed in the UK by the late Terry Francis as the Reality Escapade. When TLAC bought the design in 2013 the first thing Paul and his team did was implement a significant number of improvements to both its design and construction.

For more details of the design development and flight test report, click here.

The Tomark Skyper GT9 is a Slovakian ultralight and light-sport aircraft, designed and produced by Tomark of Prešov, introduced in 2014. The aircraft is supplied complete and ready-to-fly.

The Skyper GT9 was designed to comply with the Fédération Aéronautique Internationale microlight rules and US light-sport aircraft rules and complies with the Czech UL2-1 and ELSA as well as German LTF-UL rules. It was designed for the flight training and touring roles. It features a strut-braced high-wing, an enclosed cabin with two-seats-in-side-by-side configuration accessed by doors, fixed tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from aluminum sheet and has a round fuselage profile. Its 9.0 m (29.5 ft) span wing has an area of 10 m2 (110 sq ft) and mounts flaps. Standard engines available are the 100 hp (75 kW) Rotax 912ULS and 912iS four-stroke powerplants.

The design is offered in a European UL version with a 472.5 kg (1,042 lb) gross weight and a US LSA version with a gross weight of 600 kg (1,300 lb).

As of March 2017, the design does not appear on the Federal Aviation Administration's list of approved special light-sport aircraft.

Reviewer Marino Boric described the design in a 2015 review as "ideal for cross country travel".

Design work on the Viper began in 2004, with the first flight on 1 November 2006 and market introduction in 2008. It is intended for touring, training and glider towing.

The Viper is constructed mostly of metal, with aluminium skinning, using CNC machining. Composite materials are used for the tips of the flying surfaces, the fuselage upper decking, engine cowling and wheel fairings. The wings have constant chord and curved, slightly upswept tips; they are built around one main and one auxiliary spar. The short span ailerons move on piano-type hinges, with slotted flaps on the rest of the trailing edges. The low-mounted horizontal tail is also of constant chord apart from a cut-out for rudder movement; the starboard elevator carries a flight adjustable trim tab. Fin and rudder are straight-edged, but swept.

The standard Viper is powered by a 60 kW (81 hp) Rotax 912UL flat four engine but the more powerful 75 kW (100 hp) Rotax 912ULS is an option. The forward fuselage is a monocoque, the rear a tube structure with an aluminium skin. The cockpit seats two in side-by-side configuration under a framed single piece canopy, with further transparencies in the fuselage immediately aft. The main undercarriage legs are cantilever springs. The mainwheels are faired and fitted with hydraulic brakes; the nosewheel is also faired and may, as an option, be steerable. Other options include instrumentation, ballistic parachute and towing gear.

The aircraft received its EASA SD4 RTC restricted type certificate in March 2016. In the US it is an accepted light-sport aircraft.

Variants
UL
    Ultralight aircraft version with maximum gross weight of 472.5 kg (1,042 lb) with a ballistic parachute, for the European           market.
LSA
    Light-sport aircraft version with maximum gross weight of 600 kg (1,323 lb) with a ballistic parachute, for the US market.

For specifications of the LSA version, click here.

Specifications below are for the UL version.

The Tri-R KIS TR-1 is an American homebuilt aircraft that was designed by Rich Trickel and produced by Tri-R Technologies of Oxnard, California, introduced in the 1990s. When it was available the aircraft was supplied as a kit for amateur construction.

Trickel's main business was High Tech Composites, a company that produced many airframe components under sub-contract for kit aircraft such as the Lancair 235, Lancair 320 and Lancair IV. Trickel originally drew a new aircraft as a set of three-views for a customer in Australia who was looking for a new, conventional aircraft concept. The customer liked the design, but never paid for the drawings, so Trickel brought them home and completed the design work himself. Eventually the new design became the KIS TR-1.

The KIS TR-1 features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit accessed via gull-wing doors, fixed tricycle landing gear or optionally conventional landing gear with wheel pants and a single engine in tractor configuration.

The aircraft is made from composites. Its 23.00 ft (7.0 m) span rectangular wing employs a NACA 63-215 airfoil, mounts flaps and has a wing area of 88.00 sq ft (8.175 m2). The acceptable power range is 80 to 125 hp (60 to 93 kW) and the standard engines used are the 125 hp (93 kW) Continental O-240, the 108 hp (81 kW) Lycoming O-235-C1B or the 80 hp (60 kW) Limbach L2000 powerplant.

The KIS TR-1 has a typical empty weight of 750 lb (340 kg) and a gross weight of 1,300 lb (590 kg), giving a useful load of 550 lb (250 kg). With full fuel of 20 U.S. gallons (76 L; 17 imp gal) the payload for the pilot, passenger and baggage is 430 lb (200 kg).

The standard day, sea level, no wind, take off with a 125 hp (93 kW) engine is 600 ft (183 m) and the landing roll is 1,200 ft (366 m).

Variants

KIS TR-1    (Specifications below)
Original model with tricycle landing gear and a gross weight of 1,300 lb (590 kg). By 1998 the company reported that 25 aircraft were completed and flying. In March 2014 ten examples were registered in the United States with the Federal Aviation Administration, although a total of 13 had been registered at one time.[3] Also in March 2014 there were seven registered in the United Kingdom with the CAA.

KIS TR-1/TD
Conventional landing gear-equipped version ("Taildragger"), with an empty weight of 800 lb (360 kg) and a gross weight of 1,425 lb (646 kg). Fuel is 34 U.S. gallons (130 L; 28 imp gal). By 1998 the company reported that eight aircraft were completed and flying.

The manufacturer estimated the construction time from the supplied kit as 1000 hours.

Tri-KIS TR-1/TD

The Turner T-40 is a wooden, single-seat, homebuilt aircraft that was designed by Eugene L. "Gene" Turner, first flying on 3 April 1961 (his birthday).

The T-40 was designed to be a simple to build, all wood aircraft with folding wings. The prototype was modified several times from a single-seat aircraft to a two-place. It also was modified with a bubble canopy and for one flight only, canard control surfaces.

The T-40 has conventional landing gear. The canopy on the original T-40 single seat version was modeled using the NACA X-2 canopy as a guide. The majority of the wood used for structural components is Douglas fir. The wing and fuselage skins are plywood. The fuel tank is made of fiberglass. For control an all flying tail is used with anti-servo tabs. The dual spar, laminar flow wings can be folded for storage.

The prototype T-40, named "Ophelia Bumps", won the 1961 EAA Outstanding Design Award, second place in the 1962 EAA Design Competition, the Lockheed-Marietta Georgia Award for Outstanding Workmanship, the EAA Outstanding Canopy Design Trophy The prototype is now on display at the Saxon Aerospace Museum in Boron, California.

Variants

Turner T-40
Original version

Turner T-40A

A two seat variant with conventional landing gear.

Turner T-40B
A two seat variant with tricycle landing gear.

Super" Turner T-40AS
Bubble canopy 125hp 
Turner T-77
T-40 with bubble canopy and swept tail.

The first version of the Evolution, originally designed by Jaroslav Sedláĉek of the Czech company UL-Jih was marketed by WD Flugzeugleichtbau of Germany as the Dallach D.5 Evolution with series production starting in 2002. UL-Jih fabricated both this model and the earlier D.4 Fascination and claimed sole production and marketing rights to both when WD Flugzeugleichtbau ceased trading in 2005, though those rights are challenged by Swiss Light Aircraft AG who build their own versions.

The Evolution is an all-composite aircraft, which uses the same cantilever wings, control surfaces and empennage as the Fascination but has a high-wing configuration, rather than the latter's low wing. The wing is of trapezoidal plan, with ailerons that have external balance trim tabs and sealed nosegaps. Inboard, there are electrically operated Fowler flaps. The fuselage becomes slender towards the tail, where the trapezoidal tailplane is set at mid-height, the elevators having a small cutout for rudder movement. The fin is swept but the rudder has vertical edges; it extends to the bottom of the fuselage. The underwing cabin seats two in side-by-side configuration, with access via glazed side doors. The Evolution has a retractable tricycle undercarriage; all three legs retract rearwards into the fuselage, on which they are mounted. A ballistic recovery parachute is available as an option.

At least six Evolutions had been built by the time WD ceased trading in 2005[1] and 15 appeared on the mid-2010 civil registers of European countries, excluding Russia.

Variants

E80
     Rotax 912UL engine.
E100
     Rotax 912ULS engine.

The Fascination F100 is an advanced version of the ultralight/VLA airplane which was based on the all composite VLA layout of the Fascination (D4BK) by Wolfgang Dallach. During and after his collaboration with Wolfgang Dallach, Jaroslav Sedláĉek from UL-Jih in the Czech Republic made own contributions to the design which finally led to today's UL-Jih F-100.

The Fascination was marketed by WD Flugzeugleichtbau of Germany as the Dallach D.4 Fascination. This was an aircraft of mixed construction, including wood, composites and steel components with fabric covering. It first flew in 1996. An all-composites version, the Dallach D.4 BK Fascination was flown in 1999. UL-Jih fabricated these models and claimed sole production and marketing rights both to the D.4 and D.5 when WD Flugzeugliechtbau ceased trading in 2005, though those rights are challenged by Swiss Light Aircraft AG, who build their own versions.

Current Fascinations are all-composite aircraft, with a low wing of trapezoidal planform. The ailerons have external balance trim tabs and sealed nosegaps. Inboard, there are electrically operated Fowler flaps. The fuselage becomes slender towards the tail, where the trapezoidal tailplane is set at mid-height, the elevators having a small cutout for rudder movement. The fin is swept but the rudder has vertical edges; it extends to the bottom of the fuselage. The cockpit seats two in side-by-side configuration under a one-piece bubble canopy, lever hinged from the rear; behind the seat backs there is luggage space. Until 2008, all Fascinations had a retractable tricycle undercarriage. The main wheels, mounted from the fuselage on cantilever spring legs, retract electrically outward into the wing and the nosewheel retracts rearwards. The fixed wheel option has wheel fairings. The main wheels have brakes and the nosewheel power steering. A Stratos Magnum 501 ballistic recovery parachute is fitted.

The Fascination has been marketed both complete and in kit form. More than 200 had been sold by 2006 and 183 appeared on the mid-2010 civil registers of European countries, excluding Russia.

It was reported that Fascination-airplanes (various versions) were flying in countries as remote as Brazil, Australia, and the Philippines.

Variants

DN4
     Original mixed construction Fascination; flew 1996; 41 built.
DN4 BK
     Composite construction.
F80
     Rotax 912UL engine.
F100
     Rotax 912ULS engine.