The ULBI Wild Thing is a German ultralight aircraft, designed by R. Kurtz and produced by Ultraleicht Bau International (ULBI), of Hassfurt. The aircraft was supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

In the 1990s the aircraft was marketed by Air-Max GmbH of Nuremberg, Germany.

The aircraft was introduced in 1996 and production ended when ULBI went out of business in 2014.

The aircraft was designed specifically for touring in Africa. It was intended 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 with doors for access, fixed tricycle landing gear or conventional landing gear and a single engine in tractor configuration.

The aircraft is made from sheet aluminum. Its 9.15 m (30.0 ft) span wing has an area of 13.88 m2 (149.4 sq ft) and flaps. Standard engines available are the 100 hp (75 kW) Rotax 912ULS, 85 hp (63 kW) Jabiru 2200 and the 120 hp (89 kW) Jabiru 3300 four-stroke powerplants. The 100 hp (75 kW) Hirth F-30, 75 to 80 hp (56 to 60 kW) Limbach L2000 and the 180 hp (134 kW) Lycoming O-360 have also been fitted.

Variants

WT 01
Conventional landing gear-equipped model

WT 02
Tricycle landing gear-equipped model

The Ultracraft Calypso is a family of Belgian homebuilt aircraft designed and produced by Ultracraft of Heusden-Zolder, introduced in the 1990s. The aircraft is supplied as a complete ready-to-fly aircraft or as a kit for amateur construction.

The Calypso line all feature a strut-braced high wing, fixed conventional landing gear with optional wheel pants and a single engine in tractor configuration.

The single-seat Calypso 1 is made from a combination of wood and metal with its flying surfaces covered in doped aircraft fabric and a fibreglass cowling. Its 8.84 m (29.0 ft) span wing has a wing area of 11.6 m2 (125 sq ft) and is supported by "V" struts and jury struts. The cabin width is 61 cm (24 in). The acceptable power range is 40 to 65 hp (30 to 48 kW) and the standard engines used are the 40 hp (30 kW) Rotax 447 or the 50 hp (37 kW) Rotax 503 two-stroke powerplants.

The Calypso 1A has a typical empty weight of 155 kg (342 lb) and a gross weight of 285 kg (628 lb), giving a useful load of 130 kg (290 lb). With full fuel of 40 litres (8.8 imp gal; 11 US gal) the payload for the pilot and baggage is 103 kg (227 lb).

The standard day, sea level, no wind, takeoff with a 40 hp (30 kW) engine is 61 m (200 ft) and the landing roll is 46 m (151 ft).

The manufacturer estimates the construction time for the Calypso 1A from the supplied kit to be 300 hours.

Variants

Calypso 1A
Initial version, single-seat with 40 to 65 hp (30 to 48 kW) engine.
Calypso 1B
Single-seat version with Citroën Visa automotive conversion engine or 65 hp (48 kW) Rotax 582 two-stroke, liquid-cooled powerplant.
Calypso 2A
Two-seat version with a wingspan of 9.05 m (29.7 ft) and a wing area of 15 m2 (160 sq ft), powered by a 65 hp (48 kW) Rotax 582 aircraft engine or a BMW automotive conversion engine. The 2A was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). The aircraft has a maximum gross weight of 450 kg (992 lb).
Calypso 2B
Two-seat version with a wingspan of 8.05 m (26.4 ft) and a wing area of 13.4 m2 (144 sq ft), powered by an 85 hp (63 kW) Jabiru 2200 aircraft engine or a BMW automotive conversion engine. The 2B was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). The aircraft has a maximum gross weight of 450 kg (992 lb).

The Ultracraft Calypso is a family of Belgian homebuilt aircraft designed and produced by Ultracraft of Heusden-Zolder, introduced in the 1990s. The aircraft is supplied as a complete ready-to-fly aircraft or as a kit for amateur construction.

The Calypso line all feature a strut-braced high wing, fixed conventional landing gear with optional wheel pants and a single engine in tractor configuration.

The single-seat Calypso 1 is made from a combination of wood and metal with its flying surfaces covered in doped aircraft fabric and a fibreglass cowling. Its 8.84 m (29.0 ft) span wing has a wing area of 11.6 m2 (125 sq ft) and is supported by "V" struts and jury struts. The cabin width is 61 cm (24 in). The acceptable power range is 40 to 65 hp (30 to 48 kW) and the standard engines used are the 40 hp (30 kW) Rotax 447 or the 50 hp (37 kW) Rotax 503 two-stroke powerplants.

The Calypso 1A has a typical empty weight of 155 kg (342 lb) and a gross weight of 285 kg (628 lb), giving a useful load of 130 kg (290 lb). With full fuel of 40 litres (8.8 imp gal; 11 US gal) the payload for the pilot and baggage is 103 kg (227 lb).

The standard day, sea level, no wind, takeoff with a 40 hp (30 kW) engine is 61 m (200 ft) and the landing roll is 46 m (151 ft).

The manufacturer estimates the construction time for the Calypso 1A from the supplied kit to be 300 hours.

By 1998 the company reported that 12 kits had been sold and five Calypso 1s were completed and flying.

Variants

Calypso 1A
Initial version, single-seat with 40 to 65 hp (30 to 48 kW) engine.

Calypso 1B
Single-seat version with Citroën Visa automotive conversion engine or 65 hp (48 kW) Rotax 582 two-stroke, liquid-cooled powerplant.
Calypso 2A
Two-seat version with a wingspan of 9.05 m (29.7 ft) and a wing area of 15 m2 (160 sq ft), powered by a 65 hp (48 kW) Rotax 582 aircraft engine or a BMW automotive conversion engine. The 2A was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). The aircraft has a maximum gross weight of 450 kg (992 lb).
Calypso 2B
Two-seat version with a wingspan of 8.05 m (26.4 ft) and a wing area of 13.4 m2 (144 sq ft), powered by an 85 hp (63 kW) Jabiru 2200 aircraft engine or a BMW automotive conversion engine. The 2B was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). The aircraft has a maximum gross weight of 450 kg (992 lb).

Proving very popular on the Continent, the ultralight Belgian-built SV4-RS imitates the original Stampe but is not (officially) aerobatic.

After WWII, the Belgian-designed but French-built sleek Stampe-Vertongen SV.4C open-cockpit biplane was used extensively by the French armed forces as a training aircraft.

Built under licence by SNCAN (Société Nationale de Constructions Aéronautiques du Nord) and the Algeria-based Atelier Industriel de l’Aéronautique d’Alger, some 940 aircraft saw operational service within the elementary flying schools of the French Armée de l’Air (Air Force), Aéronavale (Navy) and ALAT?Aviation Légère de l’Armée de Terre, based in North Africa. Similar to the pre-WWII A-variants, C-models were equipped with a 140hp Renault 4-P engine.

The Service de la Formation Aéronautique de la Direction Générale de l’Aviation Civile (Civil Aviation Directorate) also used SV.4s in their various training centres all over France (Centres Nationaux de Vol à Moteur) for initial aerobatics and instructor training.

For a continuation of this report, including construction details and flight test, click here.

They were designed by Jean Rene Lepage and produced in kit form for amateur construction by Ultravia Aero International of Mascouche, Quebec and later Gatineau, Quebec.

The first Le Pelican was designed as a single-seat aircraft powered by a two-cylinder 18 hp (13 kW) Briggs & Stratton four-stroke lawnmower engine. It was designed in the early 1980s and greatly resembles the Aeronca C-2 of 1929.

The Canadian-designed and built Pelican Club first flew in May 1985 and has since entered production at around six a month. The de luxe version of the Club is powered by a HAPI Magnum 75 hp engine.

The Pelican 'Club' GS has a composite fuselage has two undercarriage positions moulded in and it is possible to change from tricycle to taildragger configuration in about one hour. This arrangement also makes it easy to fit floats. Dual controls are standard and differential brakes can be fitted. The wings, tailplane and rudder can be demounted in about half an hour so that you can take the 'Club' home and hangar it in the lounge.

The fully comprehensive airframe kit contains a 350 page instruction manual, composite fuselage halves factory joined, wing 'D' cells factory jigged and all components to complete aircraft to painting stage. Approximate time required is 200 to 250 hours.

The Club VS can be upgraded to S or GS version.

VARIANTS

Le Pelican
     Original single-seat model, powered by a two-cylinder 18 hp (13 kW) Briggs and Stratton four-stroke lawnmower engine

     and featuring low landing gear.
Super Pelican
     Improved single-seat model with higher main landing gear and powered by a 35 hp (26 kW) Half VW engine.
Pelican Club
     Two-seat side-by-side model with fabric covered wing introduced in 1985.
Pelican PL
     Two-seat side-by-side model powered by a 100 hp (75 kW) Rotax 912ULS or 115 hp (86 kW) Rotax 914 and introduced in

     1991. The PL could be built as a conventional landing gear or tricycle gear aircraft, with optional skis, floats or

     amphibious floats available. Gross weight 1,400 lb (635 kg).
Pelican Sport
     Development of the PL with a new longer span wing and a higher lift airfoil, introduced in 1998. Wing includes an STOL

     kit with drooping ailerons. Gross weight 1,232 lb (559 kg) for the Canadian advanced ultralight category.
Pelican Sport 600
     Development of the Pelican Sport with a 600 kg (1,323 lb) gross weight for the US Light sport aircraft category. As of

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

     aircraft.
Pelican Tutor
     Proposed certified version, certification was never completed.
Flyer Super Sport (Flyer SS)
     Redesigned and developed version of the Sport 600, introduced in July 2008 and produced until about 2016 by New

     Kolb Aircraft as a light-sport category aircraft.
Pelican AULA 600
     Factory-assembled model for the Canadian AULA category.
Aerodesign Pegasus
     Brazilian redesigned version, crusing at 110 mph (177 km/h), with a stall speed of 35 mph (56 km/h), MTOW 1,100 lb (499

     kg), aluminium wings and composite fuselage and tail.
Flyer F600NG
     A lightened version of the Pelican 500BR and Kolb SS, developed to fit the new Brazilian LSA regulations.

The specifications below are for the Club GS variant. For specifications of other variants, click here.

Le Pelican

Pelican 450

Pelican Club  

Pelican PL

The Urban Air Samba is a Czech designed and built light aircraft of the 1990s which incorporates composite construction. It remained in series production in 2017.

Production of the Urban Air's designs, including the Samba, was taken up by Distar Air of Ústí nad Orlicí, Czech Republic in about 2010.

Urban Air SPO designed and built their first model, the two-seat side-by-side Urban Air UFM-13 Lambada, which first flew in 1996. From their original model, they developed the UFM-10 Samba which was of similar overall design, using all-composite construction. The wings were reduced in span and a conventional tail unit was incorporated in place of the 'T' layout of the Lambada. The earlier tailwheel undercarriage was replaced by a fixed tricycle layout.

The Samba XXL is a further development, introduced in 2003 for the Fédération Aéronautique Internationale microlight category, with a modified fuselage providing a larger and repositioned cockpit canopy, modified engine cowling and a more streamlined tail unit.

 Airo 5 Variant
Licensed version produced by Airo Aviation, Ras Al Khaimah Free Trade Zone, United Arab Emirates. 

Images are the UFM-10 model and specifications below are for the XXL model.

The BackYard Flyer is a high wing single-engine conventional landing gear or tricycle gear aircraft. The aircraft was built to comply with FAA part 103 rules for ultralight aircraft. The fuselage is constructed of welded aluminum tubing. The cantilever main wing is capable of rotating 90 degrees for storage without removal from the fuselage. The 40 hp engine uses a Valley Engineering Series Three PSRU. Aircraft are sold with a Ballistic Recovery Systems parachute installation. After about 20 aircraft were built the production was terminated.

The Backyard Flyer can be configured as a conventional or tricycle gear aircraft, with a covered or open fuselage.

Tricycle Model

Wing rotated for storage or trailering

The Van's RV-3 is a single-seat, single-engine, low-wing kit aircraft sold by Van's Aircraft. Unlike many other aircraft in the RV line, the RV-3 is only available as a tail-wheel equipped aircraft, although it is possible that some may have been completed by builders as nose-wheel versions. The RV-3 is the genesis design for the rest of the RV series, all which strongly resemble the RV-3. The RV-4 was originally developed as a two-seat RV-3.

The architect of the line of Van's aircraft, Richard VanGrunsven, designed the RV-3 in the late 1960s after experience flying the Stits Playboy amateur-built aircraft. The RV-3 started out as an attempt to maintain the Playboy's layout and concept but to improve it in every regard. The RV-3 was designed to have light handling, aerobatic capabilities, fast cruise speeds, and short field STOL capabilities. The RV-3 was also designed from the start for serious travel and as such carries 30 US gallons of fuel, giving it a range of about 600 statute miles. The design horsepower is 100–150, typically using a Lycoming O-235 or Lycoming O-320 powerplant. Some builders have fitted RV-3s with more powerful engines, however.

The RV-3 uses a NACA 23012 airfoil on a constant chord wing. Construction is semi-monocoque of predominantly 2024-T3 aluminum sheet. The wings are built around an aluminum I-beam spar with a lighter rear spar. The aircraft has plain flaps operated by a handle. The main landing gear is attached directly to the welded steel engine mount and consists of tapered, sprung steel tubes. Construction time for the RV-3 is reported to be 1300 hours for a first time builder.

The very first RV-3 built by VanGrunsven won "Best Aerodynamic Detailing" at the 1972 EAA Oshkosh Convention.

There is an RV-3A model, but its designation does not follow VanGrunsven's normal system, where "A" models are nosewheel equipped versions. An RV-3A is an early RV-3 that has undergone rear spar and wing root upgrades as described in Van's publication CN-1. Due to ongoing structural concerns, the production of RV-3 kits was suspended in 1996. Continued customer demand for the single seat design resulted in VanGrunsven engineering a new wing for the RV-3. Production of kits was restarted a few years later. New aircraft completed since the wing redesign and aircraft that have been retrofitted with the new wing are referred to as an RV-3B.

By November 2021, 303 RV-3s have been completed and flown.

It was formally introduced at the AirVenture airshow in Oshkosh, Wisconsin in July 2018. The aircraft is supplied complete ready-to-fly-aircraft.

The aircraft is an all-metal monocoque design and features a cantilever high-wing, a two-seats-in-side-by-side configuration enclosed cabin, accessed by doors, fixed tricycle landing gear, with a castering nosewheel and a single engine in tractor configuration. The aircraft is made from pre-painted sheet 6061-T6 aluminum to save construction time. The seats fold flat to allow sleeping in the cabin when camping.

The company manufactures the majority of parts itself to reduce costs and shorten the supply chain.

By January 2018 the design had been accepted by the United States Federal Aviation Administration (FAA) as a light-sport aircraft.

The Asso X Jewel is an all - wood, low wing, single engine, two tandem seats ultralight aircraft, designed by Italian designer Giuseppe Vidor.

This aircraft is one of his many wooden designs, marketed by Vidor's Asso Aerei company, like the Asso V Champion, Asso IV Whisky and Asso VI Junior. The aircraft kit/plans are specified for the Rotax 912, but it is also one of the very few aircraft reported to be using the Sauer S 2100 ULT engine.

Variants

Millennium Master
A composite airplane, evolved from the Asso X Jewel.
Pelegrin Tarragon
A composite airplane, evolved from the Millennium Master.
Blackshape Prime
A composite airplane, evolved from the Millennium Master.

The Vidor Champion V is an Italian homebuilt aircraft that was designed by Giuseppe Vidor, first flying on 10 June 1995. The aircraft is supplied in the form of plans for amateur construction. It is also known as the Asso Aerei V Champion.

The Champion V was developed into the Alpi Pioneer 300, with the addition of composite skin.

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

The aircraft is made from wood, with its flying surfaces covered in doped aircraft fabric. Its 8.321 m (27.3 ft) span wing mounts flaps and has a wing area of 11 m2 (120 sq ft). The wings are removable in about 15 minutes for ground transport or storage. The cabin width is 42 in (110 cm). The acceptable power range is 75 to 100 hp (56 to 75 kW) and the standard engine used is the 75 hp (56 kW) Volkswagen air-cooled engine four cylinder, air-cooled, four stroke automotive conversion powerplant.

The Champion V has a typical empty weight of 272 kg (600 lb) and a gross weight of 480 kg (1,058.2 lb), giving a useful load of 208 kg (459 lb). With full fuel of 49 litres (11 imp gal; 13 US gal) the payload for the pilot, passenger and baggage is 173 kg (381 lb).

The manufacturer estimates the construction time from the supplied kit as 1500 hours.

By 1998 the company reported that 15 kits had been sold and three aircraft were completed and flying.

In January 2014 one example was registered in the United States with the Federal Aviation Administration.

The aircraft is supplied in the form of plans for amateur construction. The Cygnet first flew in 1973.

The Cygnet plans were originally marketed by the designer through his company Sisler Aircraft of Bloomington, Minnesota and later by HAPI Engines, a supplier of Volkswagen air-cooled engines. By the 1990s Viking Aircraft of Elkhorn, Wisconsin took over supplying the aircraft plans.

The SF-2A Cygnet is a development of the earlier Sisler SF-2 Whistler introduced in 1973. The design features a strut-braced shoulder-wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, fixed conventional landing gear and a single engine in tractor configuration.[1][2][3]

The aircraft is made from wood, 4130 steel tubing and covered in doped aircraft fabric. Its 30 ft (9.1 m) span wing employs a NACA 3413 airfoil, has an area of 125 sq ft (11.6 m2) and is supported by a single strut with a jury strut. The cockpit is 39 in (99 cm) wide and has a baggage compartment with a limit of 70 lb (32 kg), located behind the seats. The aircraft's recommended engine power range is 60 to 82 hp (45 to 61 kW) and standard engines used include the 82 hp (61 kW) Volkswagen four-stroke powerplant. Construction time from the supplied kit is estimated as 1700–1800 hours.

The Cygnet won a design award at the EAA Annual Convention and Fly-In in 1973.

The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

The aircraft was originally designed in Spain by Vol Mediterrani to comply with the Fédération Aéronautique Internationale microlight rules and production was later moved to Sweden. It features a cantilever low-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. Early versions used conventional landing gear but the current manufacturer is producing the nosewheel version. A retractable gear version is under development.

The aircraft is made from high density PVC foam and epoxy resin composites. Standard engines available are the 100 hp (75 kW) Rotax 912S, 85 hp (63 kW) Jabiru 2200, 120 hp (89 kW) Jabiru 3300 and the 95 hp (71 kW) ULPower UL260i four-stroke powerplants. The landing gear is made from 7175-T6 aluminum alloy and employs a freely-castering nosewheel and main wheels brakes for steering. The wing features electrically-actuated flaps. Manual trim is standard with electric trim optional.

The Wag-Aero CUBy is a replica of the Piper J-3, designed by Dick Wagner and marketed by Wag-Aero of Lyons, Wisconsin as plans or in kit form.

The aircraft is currently marketed under the name Wag-Aero Sport Trainer.

Wag-Aero started with a line of inspection covers, then eventually a comprehensive line of aircraft parts, including a full line of parts for the Piper Cub. After several attempts to purchase the rights to the Piper Cub for new production, Wag-Aero owner Jack Wagner designed a homebuilt kit that would allow homebuilders to construct new aircraft similar to the Cub.

While the CUBy was initially offered with wooden wing ribs and spars like the Piper Cub, aluminum ribs and spars were later added as an option, also like later Cubs. The aircraft does differ from the original Piper design in several ways including having its fuselage fabricated from 4130 steel instead of the Cub's original 1025 carbon steel and utilizing a conventional elevator-mounted trim tab in place of the Cub's jack screw trimming system that adjusts the Cub's elevator angle of incidence.

The CUBy drawings were drafted by Bill Blake.

The prototype first flew on March 12, 1975 fitted with skis.

The introductory model was displayed with a contrasting paint scheme, one half painted green with a yellow stripe, and the other half painted yellow with a green stripe. This unusual "court jester" paint scheme was used to differentiate the prototype from the standard yellow scheme used on the Piper Cub, for marketing purposes. Paul Poberezny became the first customer to build a CUBy. Poberezny's aircraft became part of the EAA AirVenture Museum Foundation and was used to demonstrate the use of automotive fuel in aircraft engines for the Experimental Aircraft Association. The designer of the aircraft Dick Wagner flew the unpressurized aircraft as high as 20,000 ft (6,096 m) to demonstrate that auto fuel would not cause vapor lock.

Following success of the tandem seat Wag-Aero CUBy, a side-by-side version was developed, called the Wag-A-Bond.

Variants

CUBy
Base model, powered by a recommended standard Continental C-85 engine of 85 hp (63 kW)
CUBy Acro Trainer
Developed in 1977, the aircraft was fitted with a 135 hp (101 kW) Lycoming and clipped wings. The prototype featured the unique split-down the middle paint scheme employed by Wag-Aero.
Observer
Sport Trainer with modifications to alter the window installation to resemble the Piper L-4
Sport Trainer
Original CUBy renamed, powered by engines in the recommended range of 65 to 100 hp (48 to 75 kW). By December 2011 250 examples had been completed and flown.
Super Sport
Sport trainer with modifications to accept engines of up to 150 hp (112 kW).

The Wag-A-Bond was the second homebuilt replica of a Piper product from parts supplier Wag-Aero. The aircraft was built to provide a side-by-side product following success of the tandem seat Wag-Aero CUBy.

The Wag-a-Bond was initially a replica of Piper's Vagabond aircraft. The Wag-A-Bond Traveler is based on the Vagabond, but has several modifications. This features larger engine options of 108 to 115 hp (81 to 86 kW) and cargo space for camping gear. The Traveler has doors on both sides of the cabin and two wing-mounted fuel tanks with a small header tank. The wings are the same as the Wag-Aero Acro Trainer and are built with spruce spars, wooden ribs and covered with 2024-T3 aluminium sheet. The original Wag-a-Bond design is marketed as the Wag-a-Bond Classic.

Wag-Aero company president Dick Wagner flew the Wag-a-Bond for the first time on June 9, 1978.

The Traveler is an improved model with two doors, additional wing fuel tanks and enlarged baggage compartment. Recommended engine power range from 108 to 115 hp (81 to 86 kW).

Specifications for the Wag-a-Bond Classic.

The Warner Revolution I, also marketed as the Spacewalker I, is an American homebuilt aircraft that was designed and produced by Warner Aerocraft of Seminole, Florida. When it was available the aircraft was supplied as a kit or in the form of plans for amateur construction.

The aircraft is intended to be reminiscent of the open cockpit monoplanes of the 1930s, such as the Ryan ST.

The Revolution I features a cantilever low-wing, a single-seat, open cockpit with a windshield, fixed conventional landing gear with wheel pants and a single engine in tractor configuration.

The aircraft is made from a combination of wood and metal tubing, covered in doped aircraft fabric. Its 26.00 ft (7.9 m) span wing lacks flaps. The standard engine used is the 65 hp (48 kW) Continental A65 powerplant. The aircraft has a typical empty weight of 540 lb (240 kg) and a gross weight of 840 lb (380 kg), giving a useful load of 300 lb (140 kg).

The Revolution I was later developed into a two-seat model called the Warner Revolution II.

In May 2014 two examples were registered in the United States with the Federal Aviation Administration, although a total of three had been registered at one time.

The aircraft is only supplied as a complete ready-to-fly-aircraft.

The Sportster was designed by Jesse Anglin of Henderson, North Carolina. It was derived from his earlier design, the Warner Spacewalker II, to comply with the US light-sport aircraft rules. It features a cantilever low-wing, a single-seat or a two-seats-in-tandem open cockpit which can be optionally enclosed under a bubble canopy, fixed conventional landing gear and a single engine in tractor configuration.

The aircraft fuselage is made from welded steel tubing, with its wooden wings covered in doped aircraft fabric. Its 28.5 ft (8.7 m) span wing has an area of 112.1 sq ft (10.41 m2). The standard engine available is the 100 hp (75 kW) Continental O-200 four-stroke powerplant. The 125 to 140 hp (93 to 104 kW) Lycoming O-290 has also been used.

By March 2017 five examples had been registered in the United States with the Federal Aviation Administration, all in the experimental category.

The convertible Sportster – 5 minutes to change from 1 or 2 seat enclosed cockpit to 2 seat open cockpit.

The Wedgetail (Morgan) Sierra is an all-metal, low wing, two seat ultrlight aircraft with tricycle undercarriage designed by Garry Morgan and is sold as an amateur-build aircraft by Wedgetail Aircraft of Camden, NSW.

Background.

 The Cheetah was Garry Morgans original design inspired by the KR2 and was of aluminium tube and fabric construction. He then developed an all metal version that he named the Cheetah Sierra and then the Cheetah name was dropped so most of the builds are Sierras. So the Cheetah is not the same as the Sierra but the 100 & 200 model numbers originally created to designate amateur built and factory built no longer appy since the factory licence was revoked after the Ferris Wheel incident. All are amateur built, so no two are completely alike.

The specifications below are for the Sierra 19-8664 built by member kgwilson, who supplied this background information and some of the photos.

Original Cheetah

19 Reg Sierra

The Whittaker MW5 Sorcerer is a British amateur-built aircraft that was designed by Mike Whittaker in the mid-1980s and supplied as plans for amateur construction.

The aircraft features a strut-braced parasol wing, a single-seat open cockpit, fixed conventional landing gear and a single engine in tractor configuration, mounted on the keel tube, above the cockpit.

Whittaker MW5 Sorcerer is made from aluminium tubing, with its flying surfaces covered in doped aircraft fabric. Its 8.54 m (28.0 ft) span wing has an area of 11.2 m2 (121 sq ft). The standard engine used is the 40 hp (30 kW) Rotax 447 two-stroke powerplant.

The design is approved by the Light Aircraft Association in the UK.

Variants

MW5A
Initial version
MW5D
Model with folding wings and the same wing area as the "A" model
MW5K
Seaplane version with a single monohull Full Lotus inflatable float and wing tip pontoons
MW7
Aerobatic version with shorter wingspan

The MW6 series is based upon the earlier single-seat Whittaker MW5 Sorcerer. The MW6 features a strut-braced parasol wing, a two-seat open cockpit, fixed tricycle landing gear and a single engine in tractor configuration, mounted on the keel tube, above the cockpit.

The aircraft is made from aluminium tubing, with its flying surfaces covered in doped aircraft fabric. Its 9.98 m (32.7 ft) span wing has an area of 15.24 m2 (164.0 sq ft). The standard engine used is the 50 hp (37 kW) Rotax 503 two-stroke powerplant.

The design is Whittaker's most popular aircraft, with over 200 sets of plans sold. It is approved by the Light Aircraft Association in the UK.

Variants

MW6S Fatboy Model with side-by-side configuration seating[1][2]

MW6T Merlin Model with tandem seating

The Wolf W-11 Boredom Fighter is an American single-seat biplane designed by Donald Wolf of Huntington, New York. The aircraft is supplied as plans for amateur construction.

The Boredom Fighter is a single-seat biplane designed to resemble a First World War SPAD S.XIII and completed aircraft are often painted in markings from that war.

The aircraft is constructed of wood, has fixed conventional landing gear with a tailskid, and the recommended powerplant is the 65 hp (48 kW) Continental A65 piston engine.

The Wood Sky Pup is an American single-seat, high wing, cantilever, single engine, conventional landing gear ultralight aircraft that was designed by Stephen K. Wood of Whitewater, Colorado for amateur construction.

Introduced in 1982, the Sky Pup is a single seater designed as an FAR 103 Ultralight Vehicles compliant aircraft with an empty weight within that category's 254 lb (115 kg) empty weight limit. The aircraft was intended to require the minimum financial investment and the designer intended that the airframe would be able to be completed for US$1000 using locally available materials. Cliche reported in 2001 that Sky Pups had been completed for US$2000, including the engine. Its shape has been described as imitating the 1930s Aeronca C-2 "flying bathtub".

The airframe is constructed from Douglas fir and styrofoam, all covered in Dacron or polyester fabric. The wing is a three-piece design, allowing quick disassembly for transport or storage. The landing gear suspension is made from maple wood. The Sky Pup can be built with an open cockpit or fully enclosed, allowing flying in cooler weather. The Sky Pup is available as plans only. The power range specified is 18 to 28 hp (13 to 21 kW), with the largest engine specified the 28 hp (21 kW) Rotax 277. The 20 hp (15 kW) 2si 215, 28 hp (21 kW) Hirth F-33 and 22 hp (16 kW) Zenoah G-25 have also been used.

The design was professionally engineered and incorporates a very clean cantilever wing that results in a 12:1 glide ratio. The control system is two-axis, using only elevator and rudder controls, roll being introduced by rudder via a generous dihedral angle. The elevator is stick-controlled, while the rudder is controlled via conventional aircraft pedals. The aircraft is stall and spin proof. Reported construction times are 450–600 hours.

Plans were initially sold direct by the designer and, in the early 2000s, by the Vintage Ultra and Lightplane Association. Later the designer's son marketed the plans and this is the current source.

The CH 701 first flew in 1986 and the design is still in production. The CH 750 was first introduced in 2008. The CH 701 was later developed into the four-place Zenith STOL CH 801.

The kit is produced and distributed in the US by the Zenith Aircraft Company of Mexico, Missouri, and complete drawings, including blueprints and manuals, are also available for the design. In Europe, the CH 701 was manufactured under license by Czech Aircraft Works (CZAW) from 1992 until 2006, when the license agreement was ended.

Designed for off-runway operations, the all-metal CH 701 has many features that contribute to the aircraft's capabilities, such as a high-lift wing with full-span, non-movable leading edge slots, an all-flying rudder, large tires, flaperons and an inverted elevator. Heintz also designed a unique tricycle gear amphibious float system for the CH 701.

Standard engines used are the 64 hp (48 kW) Rotax 582 two-stroke, the 80 hp (60 kW) Rotax 912UL, the 100 hp (75 kW) Rotax 912ULS and the 85 hp (63 kW) Jabiru 2200 four-stroke powerplants. The aircraft has also been equipped with the JLT Motors Ecoyota engine.

The STOL CH 701 has the unique distinction of being what is probably the most copied light aircraft in production today. Several dozen unauthorized versions have been produced around the world

Designed to the Light Aircraft Manufacturers Association of Canada (LAMAC) design standard DS 10141, in its native country of Canada the CH 701 can be built and flown as a basic ultralight, advanced ultralight or amateur-built. The CH 701 can be flown under microlight or ultralight rules in several other countries also. American pilots may fly the CH 701 under Light-sport Aircraft rules or as an experimental amateur-built. The CH 750 is designed to comply with the US Light sport aircraft rules.

For details of the five variants, click here.

The aircraft have been produced as kits and completed aircraft by Zenair in Canada and Zenith Aircraft Company in the USA.

The latest models in the Zodiac family are the ready-to-fly AMD Zodiac LS and LSi produced by Aircraft Manufacturing and Design. The aircraft is a single engine, two seat side by side low wing aircraft.The design has a single-piece bubble canopy. Models are available as tricycle undercarriage or conventional taildragger.

The Zodiac airplane was developed by Avions Pierre Robin engineer Chris Heintz in the early 1970s. The Zenair CH 200 kit plane was developed as a Homebuilt aircraft, meaning that consumers can purchase the plane as components to assemble it themselves. Variants of the Zodiac have since been manufactured in Canada, Europe, United States and South America as a factory-assembled, ready-to-fly aircraft.

For more details of the operational history of the Zodiac, in particular the groundings due to accidents, and for the 12 variants, click here.

Specificaions below are for the AMD Zodiac XL variant with complies with ulralight specifications. Some variants are GA models.

Conventional Undercarriage.

Tricycle Undercarriage