In 1980 Slusarczyk surveyed pilots at Sun 'n Fun and AirVenture to find out what they wanted in a new ultralight aircraft design. The survey revealed pilots were looking for:

• an enclosed cockpit with removable doors
  
• three axis controls
  
• flaps and not flaperons
  
• struts in place of cable-bracing
  
• the choice of tricycle gear, with a steerable nose wheel or conventional landing gear, with a steerable tail wheel
  
• pusher configuration
  

When the resulting Hawk first flew in January 1982 it was the first ultralight aircraft with an enclosed cockpit and to use strut bracing. The aircraft was intended to meet the requirements of the US FAR 103 Ultralight Vehicles category, including that category's maximum 254 lb (115 kg) empty weight.

The Hawk wing is strut-braced, constructed from aluminum tubing and covered with either pre-sewn Dacron envelopes or doped aircraft fabric. The wing also features flaps. The fuselage is of similar construction and uses a curved boom tube for its main structural member. The curved tube allows the tail to be located higher, out of the wing's downwash, especially when the flaps are extended. Landing gear for all models is optionally tricycle or conventional.

The Hawks are available as aircraft kits, quick-build kits, or completed aircraft.

For detailas of the six single seat and two two-seat variants, click here.

Specifications below are for the Classic single seat variant.

Single seat variants

Two seat variants

The Chilton D.W.1 is a British light sporting monoplane designed and built in the late 1930s by Chilton Aircraft at Hungerford, Berkshire.

The Chilton D.W.1 was designed and built on the Chilton Lodge estate at Leverton near Hungerford in Berkshire in early 1937 by two ex de Havilland Technical School students who formed Chilton Aircraft Limited for the purpose. The aircraft was intended to be cheap to build and operate, yet have an exceptional performance on low power. This was derived from its aerodynamically clean design with an all-wood airframe with plywood skin. Only the control surfaces and the trailing edge of the wing behind the rear spar were fabric covered. The wing also carried trailing edge split flaps. The undercarriage was enclosed in trouser fairings and a cabin top could be fitted.

The first three aircraft were powered by the 32 h.p. Carden-Ford, a water-cooled automobile engine that had been lightened and modified for aircraft use. Initial flight trials with the prototype G-AESZ were made by Ranald Porteous at Witney airfield in April 1937, revealing that some minor modifications were needed to the engine and propeller. The first public appearance was made at Southend Airport on 4 September 1937. The second and third aircraft were completed and sold in 1938. The final aircraft was completed in July 1939 and was powered by the new French-built 44 h.p. Train 4T four-cylinder inverted inline air-cooled engine. This aircraft (G-AFSV) was designated the D.W.1A, and the Hon. A.W.H. Dalrymple flew it in the Folkestone Aero Trophy Race at Lympne on 5 August 1939, winning at an average speed of 126 mph.

All four Chiltons survived the Second World War. The D.W.1A G-AFSV broke the 100 km international closed circuit record at 124.5 mph at Lympne airfield on 31 August 1947, flown by Ranald Porteus. The last three Chiltons were flown in U.K. air races for several years. The cleaned-up third aircraft won the Daily Express air race at Shoreham Airport on 22 September 1951 at an average speed of 129 mph.

Postwar amateur construction

The first home constructed post-war Chilton was the Canadian C-GIST, built during 1980–91 and powered by a Volkswagen engine. It is currently in the UK, non-flying but with plans for a rebuild with a Walter Mikron. The first UK build was G-BWGJ, powered by the 55 hp Lycoming O-145 engine from the prewar G-AFGH. It flew but has been in store for several years. The Mikron powered G-CDXU has been flying again since 2009. A second Mikron powered DW1A Chilton, G-JUJU 'Black Magic' flew for the first time in July 2015 and is maintained in airworthy condition.

Designed by Canadian Ultralight Manufacturing, which became Aircraft Sales and Spares (ASAP) but has now been taken over by Aeroplane Manufactory, Sealy, Texas, the Chinook Plus 2 can be powered by a two-stroke Rotax 582 (65 HP) or four-stroke Rotax 912UL (85 HP) engine. It can be fitted with tundra tires, skis or floats. Details below list the two-stroke first, then 4 stroke.

The Weedhopper is an American high-wing, tractor configuration, tricycle gear, two-axis control ultralight aircraft originally developed by John Chotia during the height of the 1970s ultralight boom and introduced in 1977. When it was in production the aircraft was sold as a kit for amateur construction and could be assembled in 25-30 man-hours.

By early 2013 the company website had been blanked and put up for sale and it is likely that the company has closed and production ended.

Many of the early ultralights used a "weight shift" method of control, requiring the pilot to push a control bar to shift the center of gravity of the aircraft. The Weedhopper differed from most other ultralights of the period in that it has a control stick which moves the rudder and elevator, giving it two axis control in pitch and yaw. The pronounced dihedral of the wings, along with the swept leading edge causes it to bank into the turn, and results in a very stable, easy-to-fly aircraft. The Weedhopper differs from many of the other early ultralights in that it had a strut-braced wing, whereas most period ultralights have wire-braced wings.

The Weedhopper is constructed from aluminium tubing and covered with Dacron pre-sewn envelopes. The early versions of the aircraft developed a poor reputation due to the lack of reliable engines available in the 1970s. This was rectified with the adoption of the Rotax 277 28 hp (21 kW) and later the Rotax 447 40 hp (30 kW) powerplant.

Over 13,000 Weedhoppers have been sold. It was popular because it offered people an inexpensive way to fly for pleasure. The aircraft could be easily disassembled and put on a trailer for home storage. It was not necessary to rent an expensive hangar. It could also be flown from just about any field because of its short takeoff and landing requirements (about 100 feet (30 m) with no obstacles). The kits originally sold for $2,000, and in 2011 the Weedhopper model 40 sold for US$8,495.

In its home country versions of the aircraft are eligible for the FAR 103 Ultralight Vehicles category, the experimental amateur-built category and the light-sport aircraft category.

Variants
Weedhopper A
Initial production version, also known as the JC-24A.
Weedhopper B
Improved production version, also known as the JC-24B.
Weedhopper C
Improved production version, also known as the JC-24C.
Weedhopper Standard
Basic model with a 28 hp (21 kW) Rotax 277 engine and an empty weight of 235 lb (107 kg) for the US amateur-built category.
Weedhopper Deluxe
Improved production model with a 40 hp (30 kW) Rotax 447 engine.
Weedhopper 40         (Specifications below)
Current production model with a 40 hp (30 kW) Rotax 447 engine.
Weedhopper Super
Up-engined model with a 50 hp (37 kW) Rotax 503 engine, many extras and an empty weight of 330 lb (150 kg) for the US amateur-built category.
Weedhopper II
Current production two seat side-by-side seating model with a 50 hp (37 kW) Rotax 503 engine. Also known as the Weedhopper Two Place.

The Christavia Mk I is a Canadian two-seats in tandem homebuilt aircraft designed by Ron Mason. The aircraft is supplied in the form of plans for amateur construction. Designed for missionary flying in Africa, the aircraft's name means "Christ-in-Aviation". The Christavia Mk II is a side-by-side configuration version.

The Christavia Mk I was first completed and registered as a Christavia CA-05 with Transport Canada on October 1, 1981 and first flew in 1982. Over 350 had been completed and flown by 2002.

The Christavia is a single engine, high wing, conventional landing gear-equipped aircraft. The fuselage is of 4130 steel tube construction. The wings are flapless, predominantly wooden, use a custom Mason airfoil design and are supported by dual wing struts. The exterior is finished with aircraft fabric covering. The acceptable power range is 65 to 100 hp (48 to 75 kW) and the standard powerplant used is the 65 hp (48 kW) Continental A65 four stroke four cylinder horizontally opposed piston aircraft engine.

Plans are marketed by Aircraft Spruce & Specialty Co. Ron Mason sold the rights to the Christavia series of aircraft to Aircraft Spruce and no longer supplies the plans or support.

The designer estimated the construction time as 2000 hours.

In January 2016 forty-two examples of the Christavia series of aircraft were registered with Transport Canada and sixty-one in the United States with the FAA.

Variants

Christavia Mk I
Two seat seats in tandem model.[6]
Christavia Mk II
Two seat side-by-side model, with otherwise similar specifications to the Mk I.[7]
Christavia Mk IV
Four place model with 150 hp (112 kW) engine recommended.

The Club ULM Rotor Ptenets-2 (Russian: Птенец-2, English: Chick or Fledgling) is a Russian ultralight aircraft, designed and produced by Club ULM Rotor of Kumertau, Bashkortostan. The aircraft is supplied complete and ready-to-fly.

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, fixed tricycle landing gear and a single engine in pusher configuration.

The aircraft is made from aluminum tubing, with its flying surfaces covered in Dacron sailcloth. The fuselage is made from fibreglass. Its 10.2 m (33.5 ft) span wing has an area of 12.7 m2 (137 sq ft). The tail is supported by four tubes that allow space for the pusher propeller. Standard engines available are the 50 hp (37 kW) Rotax 503 and 64 hp (48 kW) Rotax 582 two-strokes and the 60 hp (45 kW) HKS 700E four-stroke powerplant.

The Clutton-Tabenor FRED is a British homebuilt aircraft design introduced in 1963.

The prototype FRED (Flying Runabout Experimental Design) was designed and built by E.C. Clutton and E.W. Sherry between 1957 and 1963. The aircraft, registered G-ASZY, first flew at Meir aerodrome, Stoke-on-Trent on 3 November 1963. It was a single-seat wood and fabric parasol monoplane powered originally by a Triumph 5T motorcycle engine. By 1968 it was flying with a converted Volkswagen engine. The Continental A-65 65 hp (48 kW) four stroke powerplant has also been used. The plans were made available to allow the aircraft to be homebuilt and thirty to forty examples have been built around the world.

Variants

FRED Series 1
Prototype, one built.
FRED Series 2
Homebuilt version sold in the form of plans.
FRED Series 3
Improved homebuilt version.

The Coavio DF 2000 is a single-engine, high-wing all-metal ultralight aircraft with side-by-side seating for two. Built in Italy, production began in 2004.

The DF 2000 was designed to provide a fast, robust, comfortable, low-cost side-by-side two-seat ultralight with a short take-off run. It has a conventional layout not unlike that of, for example, the Cessna 152, with a high wing, swept vertical tail and tricycle undercarriage.

Structurally, it is mostly built from aluminium alloy, reinforced with TIG-welded 4130 steel tubing in the cockpit area. The wing has constant chord and is braced on each side by a single, broad streamlined strut from the bottom of the fuselage. The shallow, turned-up wing tips are formed from composites. Inboard flaps are fitted. The cockpit area, under the wings and fitted with dual controls, is accessed by upward-hinged doors with deep glazing. Aft, the fuselage becomes more slender, though the swept fin has a long fillet. The rudder has a trim tab and the low-set, parallel-chord tailplane carries a balanced elevator. The tricycle undercarriage has main wheels which are cantilever spring-mounted from the lower fuselage and a steerable nose wheel. All wheels are usually spatted.

The DF 2000 family uses several engine/propeller combinations, mostly from the Rotax 912 series of 80 to 100 hp (60 to 75 kW) flat-4s but also the 85 hp (63 kW) Jabiru 2200 and 120 hp (89 kW) Jabiru 3300 powerplants.

The DF 2000 first flew in about 2001 and went into production three years later.

54 DF 2000 series aircraft have been built up to 2021.

Variants
Details from the manufacturer.

Spartan
Lightest DF 2000, 60 kW (80 hp) Rotax 912 UL engine, 2-blade wooden propeller. Mechanical trim control and flap actuation.
DF 2000 Light (or Base)
Standard version, as Spartan but painted and with oil pressure gauge.
DF 2000 Plus
75 kW (100 hp) Rotax 912 ULS engine, composite 3-bladed propeller with ground-adjustable pitch. Electrical elevator trim control and flap actuation, flap hinge fairing, partial cabin ventilation and additional instrumentation. Wheel spats and landing light.
DF 2000 Top       (Specifications below)
As Plus with a bigger oil cooler, radio and further instrumentation, upholstered seats and cabin panelling. Landing lights, radio and cockpit heater standard. Two-colour external paintwork. Flight-adjustable pitch propeller an option.
DA Evolution
de Luxe version with either 75 kW (100 hp) Rotax 912 ULS or 64 kW (86 hp) Jabiru 2200[2] engine. As Top, but with full cabin ventilation, improved seating and electrical aileron trim control. Improved external lighting. Three colour external paintwork and bigger spinner.

The Colomban MC-30 Luciole (English: Firefly) is an ultra-lightweight plans-built single-seat low-wing tail-dragger monoplane, designed by the French aeronautical engineer Michel Colomban, creator of the tiny single-seat Colomban Cri-cri twin-engined aircraft and the MC-100 Ban-Bi two-seat aircraft.

The aircraft is supplied as plans for amateur construction.

The Luciole is extremely light, weighing 97 kg (214 lb) empty. It has mixed construction of wood, plywood, metal, foam and glass reinforced plastic. The cantilever wings have foam ribs with a 1 mm plywood skin, sheathed in a thin layer of resin-bonded glass tissue. The Luciole is fitted with a V-Twin Briggs & Stratton four-stroke petrol engine directly driving a 2-bladed Arplast EcoProp 1.16 m (3.8 ft) diameter ground-adjustable propeller. The aircraft is very economical, consuming only 4.5 litres/hour at 150 km/h (93 mph).

Although about seven Lucioles have been built in France, only one has been completed in the UK (and half a dozen are under construction), at least one is flying in Germany. The UK aircraft was built under the auspices of the LAA, and to date has logged some 100 hours, flying under a test permit. The Luciole is awaiting full approval from the LAA.

LAA approval was required as the Luciole's wing loading of 43.5 kg/m2 was too high to benefit from original UK SSDR microlight sub-category. SSDRs (Single Seat De-Regulated) aircraft had to weigh less than 115 kg (254 lb) without fuel and pilot, and the wing loading could not be more than 10 kg/m2

However, the UK CAA changed the rules in May 2014, and the new SSDR rules state that the aircraft must be single seat, and must have an MTOW of 300 kg, i.e. it must weigh no more than 300 kg at takeoff, including pilot and fuel. Also, the stall speed must be 35 knots or less. There are no other design restrictions.

In a flight test report, Francis Donaldson, the LAA's Chief Engineer, declared that although some design compromises were "clearly not ideal", overall he felt "very impressed with Michel Colomban's new creation", saying the aircraft "performed as claimed, was practical and fun". Donaldson's major criticism was that the elevator's GRP spring (to provide self-centering and to impart "feel") was in the cockpit and not in the tail, so that if the elevator control linkage failed, the aircraft could suffer catastrophic lack of pitch-control as "the Luciole would most likely be totally unflyable". However, Colomban has disclosed plans to "modify the system to relocate the tailplane's self-centering trim spring in the rear fuselage, attaching directly to the tailplane .... so a failure of the (linkage) would no longer be disastrous".

Variants
Colomban MC-30 Luciole
Standard model powered by a Briggs & Stratton four-stroke engine.
Luxembourg Special Aerotechnics MC30E Firefly
Electric aircraft development of the basic design, first flown on 1 August 2011. Powered by 26 hp (19 kW) electric motor running from a 4.7-kWh Kokam battery. The aircraft weighs 113 kg (249 lb) empty and has a 55 minute endurance on a charge. The aircraft has achieved a top speed of 220 km/h (137 mph).

The Freedom was subject to a lengthy eleven-year development process between 1995 and 2006. It 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, retractable tricycle landing gear, wing-tip pontoons and a single engine in pusher configuration.

The Freedom is made entirely from carbon fibre, Kevlar and fibreglass composites. Its 12.4 m (40.7 ft) span wing has an area of 12.0 sq m (129 sq ft) and flaps that can be deployed for landing and reflexed for cruise flight. The long wingspan gives the Freedom a glide ratio of 20:1 and allows power-off soaring flights. The standard engine is the 100 hp (75 kW) Rotax 912ULS four-stroke powerplant.

The Colyaer Martin3 S100 is a Spanish ultralight aircraft, designed and produced by Colyaer of Portonovo.

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

The aircraft is made from composites. Its 12.4 m (40.7 ft) span wing has an area of 12.0 m2 (129 sq ft) and flaps that can be deployed for landing and reflexed for cruise flight. The long wingspan gives the Martin3 a glide ratio of 23:1 and allows power-off soaring flights. The standard engine is the 100 hp (75 kW) Rotax 912ULS four-stroke powerplant.

In 2015 the aircraft was marketed by Galicia Avionica SL.

The Ikarus C42 is a single-engined high-wing monoplane with side-by-side seats for two in a 1.22 m (48 in) wide cabin. The C42 is manufactured with either an 80 hp (60 kW) Rotax 912 engine or a 100 hp (75 kW) Rotax 912s engine. The Rotax engine has a low fuel consumption and relatively low noise. The engine drives the propeller, which has ground-adjustable pitch, through a gearbox with a 2.273:1 reduction ratio.

The aircraft is structurally supported by a backbone of large diameter aluminium tube which runs the length of the aircraft. The cabin and fuselage shell is a composite material which, being non-structural, can be removed for inspection and repair.

The wings are constructed of tubular front and rear spars. The wings and flying control surfaces are covered in Kevlar/Mylar/Polyester laminate. The wings can be removed or folded (if an optional folding kit is installed) for storage and transportation. The wing tips are of composite construction which reduces drag and improves low speed handling. Access to the cabin is provided by two gull-wing doors. It is used primarily for flight training, touring and personal flying.

For more information, including variants, click here.

The C42 has been further developed into the Ikarus C52.

The Fox was designed by Hans Gigax in Switzerland in 1982. Single-seat single-engined high-wing monoplane with conventional three-axis control. Wing has unswept leading edge, swept forward trailing edge and tapering chord; cruci-form tail. Pitch control by elevator on tail; yaw control by fin-mounted rudder; roll control by half-span ailerons; control inputs through stick for pitch/roll and pedals for yaw. Wing braced from above by kingpost and cables, from below by cables; wing profile double-surface. Undercarriage has three wheels in tricycle formation; suspension on all wheels. Push-right go-right nose-wheel steering connected to yaw control. Hand actuated brake on nosewheel. Aluminium-tube framework, with pod. Engine mounted at wing height driving tractor propeller.

The Fox single-seater made its first flight in December 1982 and underwent a programme of test flights with the intention of obtaining certification in West Germany. It was only a prototype. Rigging and derigging take 20 minutes and when folded it is transportable on a roof rack. The noise measured on the ground with the machine flying at 492ft (150m) with the motor at maximum power is 58dB; West German regulations stipulate 60 dB maximum.

Evektor-Aerotechnik also is marketing the braced high-wing two-seat Fox (a variant of the German Ikarusflug Eurofox, with Evektor of the Czech Republic having undertaken important design work, and Aeropro of Slovakia building airframes for Fox and Eurofox).

The single-seater Comco-Ikarus Fox D is a first generation micro-light aircraft. The single-seat Sherpa I was the first motorised Ikarus micro-light aircraft and entered serial production in 1982. In 1983, the single-seater Sherpa I was replaced in production by the Fox D, an open single-seater constructed out of aluminium tube covered with sailcloth. The nose of the plane is made out of glassfibre composite as used by the 2-seater Sherpa II. The prop of the Fox D is driven by a Göbler-Hirth F263 engine.

Orland Corben designed a series of aircraft for the Ace Aircraft Manufacturing Company, the Baby Ace, Junior Ace, and Super Ace. Corben's name was associated with the aircraft, and plans are still available and Baby Aces are still being built today.

It is a single-seat parasol wing monoplane of conventional taildragger configuration. Individual examples have been configured with tricycle landing gear. The fuselage is of fabric-covered tubular construction and the wings are wood. The first example flew with a Heath-Henderson B-4 modified motorcycle engine. A variety of aircraft powerplants may be used, typically in the 65-100 hp (50-75 kW) range. Examples have been built using 70 hp Corvair engines.

The Baby Ace kits and production models were constructed in Madison, Wisconsin. In America, state and federal laws banned homebuilding and flight in the uncertified designs by 1938. In 1948, Experimental aircraft were allowed to be built again in America. In 1952 Paul Poberezny, founder of the Experimental Aircraft Association bought the rights to the Ace aircraft for $200, and produced a sub-$800 Baby Ace that was featured in Mechanix Illustrated. The series of articles were in conjunction with a CAA effort to revitalize American aviation by promoting amateur built aircraft. A 1958 Baby Ace is currently the oldest Canadian homebuilt aircraft flying.

Variants

Baby Ace

Single-seat

Super Ace

Single-seat powered by a Ford Model A Automovie engine. Plans updated by EAA founder Paul Poberezny.

Jr. Ace

Two-seat tandem variant.

Pober Jr Ace

Updated plans of the Jr. Ace model

Specifications below are for the Baby Ace model.

Variants

CJ-1 Base model, made from wood

CM-2 Model built from aluminium sheet, developed in New Zealand and known as the Corby Kestrel.

The Corvus Phantom is a Hungarian two-seat ultralight aircraft produced by Corvus Aircraft.

In the USA it is marketed as the Falcon LS, from 2008 until 2010 by T&T Aviation, since 2010 by Renegade Light Sport. In Germany the aircraft is called the Wild Angel and in the United Kingdom the Crusader.

This light sport aircraft was initially produced by Corvus Aircraft Ltd, this company later becoming known as Corvus Hungary, the Company over a period of eight years developing a fully composite light aircraft for private and training use, production of its aircraft by 2012 being said to be at a rate of 20 to 25 aircraft per year.  At that time the Company announced it would move to a new production facility where it would produce 70 to 120 units per annum.

The Fusion was conceived by Andras Voloscsuk, an engineer.  It commenced life as a two-seat variant of the Corvus 540 which took part in the Red Bull races flown by Peter Besenyei.

First aircraft produced in the series was the Corvus Phantom, which was followed by the Racer 540, a fully aerobatic high-performance aircraft. The Fusion prototype was completed in January 2012, making its first flight on 30 May 2012. Construction of the type by 2013 was taking place in China, a deal being completed with Chinese Aircraft Industry & Development in co-operation with Xian Aviation Investment Ltd to build the composite aircraft, an assembly plant being set up in China.

Production commenced in March / April 2012, the first batch of three aircraft being fitted with the UL Power 260i SA engine. A second batch of aircraft completed were all fitted with Rotax engines. The UL Power unit was a FADEC controlled unit with multi-point electronic fuel injection, dual electronic ignition and air-cooled direct drive. It was a four-cylinder unit horizontally-opposed. The Fusion also became available with the Lycoming IO-233 and Rotax 912ULS four-cylinder units. The aircraft was certified to LTF-UL 2003, ASTM, LSA and Advance Ultralight.

A company known as Corvus Aero Australia was set up in 2012 to market the aircraft in Australia and New Zealand, the first Australasian aircraft being for Mr Les Elliott of Corvus Australia, who also was the sales representative for UL Power engines. The first aircraft imported as a demonstrator was fitted with a UL Power 260iS engine driving a Woodcomp SR200/J ground-adjustable propeller. This aircraft was noted for sale in November 2015, the aircraft having been imported in 2013, being factory built but at the time it was offered for sale never having been flown nor registered in Australia.

Variants
Phantom UL
Production variant certified as an Ultralight.
Phantom RG
Variant with retractable landing gear.

The CubCrafters Carbon Cub EX (EX - Experimental) is an American amateur-built aircraft, designed and produced by Cub Crafters of Yakima, Washington. The aircraft is supplied as a kit for amateur construction.

The Carbon Cub EX features a strut-braced high-wing, a two-seats-in-tandem enclosed cockpit that is 24 in (61 cm) wide and accessed via a door, fixed conventional landing gear and a single engine in tractor configuration. The design is related to the company's CubCrafters Carbon Cub SS light-sport aircraft, but adapted to the US experimental amateur-built category.

The aircraft's airframe is made from welded steel tubing, aluminum and the judicious use of carbon fiber, covered in doped aircraft fabric. Its 34.2 ft (10.4 m) span wing has an area of 179 sq ft (16.6 sq m) and mounts flaps. The aircraft's recommended engine power is 100 to 180 hp (75 to 134 kW) and standard engines used include the 100 hp (75 kW) Continental O-200, the 180 hp (134 kW) Lycoming O-360 and the 180 hp (134 kW) ECi CC340 four-stroke powerplant. Construction time from the supplied kit ranges from 700 to 1100 hours (Depending on builder experience).

By December 2016 four examples had been registered in the United States with the Federal Aviation Administration and six with Transport Canada.

Variants

Carbon Cub EX-2
Kit built variant
Carbon Cub EX-3
Kit built variant with a Superior Air Parts CC363i engine and increased gross weight.
Carbon Cub FX-2
Factory-builder assist variant
Carbon Cub FX-3
Factory-builder assist variant with a Superior Air Parts CC363i engine and increased gross weight.

The Currie Wot is a single seat biplane designed by the late John Currie in Great Britain in 1937. Two were built by Cinque Ports Aviation at Lympne in 1937 but were destroyed in an air raid in 1940.
 
Several examples have been built by amateurs since then and a variety of engines fitted. These include the 37 h.p. lAP, 65 h.p. Mikron, 65 h.p. Continental and an experi­mentally fitted Rover turbo-prop engine. The larger VW engine should also be suitable. The aircraft has recently been restressed to 6g at an A.U.W. of 900 lb. The fuselage is a conventional box structure, having spruce longerons and struts, and is plywood covered. The wings consist of four separate panels and a centre section, each having two solid spruce spars, built up girder ribs and fabric covering. Ailerons are fitted to the lower wings only. The empennage is a wooden structure, fabric covered. An alternative rounded rudder may be fitted. Longitudinal trim is obtained by an elevator trim tab. The undercarriage is made up of steel tube and incorporates rubber cord shock absorbers. A 12 Imp. gallon fuel tank is located behind the firewall.
 
After the War the design was revived by Viv Bellamy of the Hampshire Aero Club who built two machines and marketed plans until the rights were sold to Wot-builder Dr. J.H.B.Urmston, who marketed the type under the name of Botley Aircraft. Since then, Phoenix have been marketing the type.
 
An adaptable airframe, both the Isaacs Fury and SE.5 replicas have been built using the airframe.

The number of different engines and designs has led to a whole series of semi-official names for it. These have included:
Hot Wot – G-APNT fitted with a Walter Mikron II
Hotter Wot – G-APNT fitted with a Walter Mikron III
Jet Wot – G-APWT fitter with a Rover gas-turbine test-bed
Super Wot – G-AVEY with a Pobjoy and re-styled fuselage
Wet Wot – G-APNT and G-APWT with floats
Wot Special – G-AYMP with tail surface improvements

CurrieWot - Turb, or Jet Wot

The Cyclone AX2000 is a British built three axis microlight, first flown in the 1990s. It seats two in side-by-side configuration.

The AX2000 is a development of the earlier Cyclone AX3, a UK regulation compliant variant of the French Ultralair Premier AX3. This, in turn, was a three axis development of the US Chotia Weedhopper from the early 1980s.

The Cyclone AX2000 is an aluminium tube framed three axis microlight with flying surfaces covered with a polyester fabric with outer PVF lamination (URLAM). The whole aircraft is built around a long, high aluminium keel boom, which bears the engine, wings and empennage. The wing is a two spar structure, with surfaces formed by upper and lower battens rather than ribs. It carries conventional, full span, tapering ailerons but no flaps. The tailplane is mounted on the keel and has an anti-balance/trim tab on the starboard elevator. There is a small fixed fin below the keel but none above; the rudder is balanced and extends below the elevators, moving in a cut-out.

The short, deep fuselage is built around a wire braced tube beam. Lift and landing loads are taken by V-shaped, cross braced pairs of lift struts from the bottom of the fuselage to each wing, assisted by a centre line strut to the boom at the wing leading edge. The cockpit enclosure is non-structural, with forward opening doors to a pair of side-by-side seats. These are equipped with separate rudder pedals but the occupants share a central control column. The AX2000 has a tricycle undercarriage mounted close to the fuselage.

The engine is mounted, uncowled, ahead and above the wing leading edge, with the propeller shaft on the boom line. One of three engines may be fitted: a 48 kW (64 hp) Rotax 582/48 or 38 kW (50 hp) 503 2V, both upright twin cylinder two strokes, or the 45 kW (60 hp) HKS 700E (either V3 or Beta variants), flat twin four stroke. Both Rotax engines drive propellers with ground adjustable pitch: the 582 has a three blade, composite propeller and the 503 a two blade wooden one.

As well the new engines, the AX2000 differs chiefly from the AX3 in having a completely double surface wing of reduced area and modified structure, a change of alloy for the main keel beam, a revised and lightened fuselage with new undercarriage, an increased fuel capacity and the addition of an elevator anti-balance trim tab.

The AX2000 is certificated as a glider tug, for gliders of class 1 and 2. A V-shaped forward tow line extension joins the main line to a pair of tug pillars attached to the rear spar on the under surfaces of the AX2000's wing.

In January 2010, the SportCruiser was added to the Piper Aircraft line as the PiperSport under a licensing agreement with Czech Sport Aircraft. This arrangement was terminated one year later in January 2011.

The aircraft is of all aluminum construction with a low wing configuration.[3] It can be fitted with either a 100 hp (75 kW) Rotax 912ULS[3][5] or a 120 hp (89 kW) Jabiru 3300 engine.[8][9] Approved propellers include the Woodcomp Klassic 170/3/R.

The SportCruiser has an optional Ballistic Recovery Systems parachute, auto pilot and Dynon or TruTrak EFIS.

The aircraft is capable of cruising at 214 km/h (133 mph) with a range of 1,014 km (630 mi). No wind, standard day gross weight takeoff is achieved in 106 m (348 ft) and landing in 123 m (404 ft).

For more details of the Spoertcruiser and the variants, click here.

The CZAW Parrot, also called the CSA Parrot, is a Czech light-sport aircraft that was designed and produced by Czech Aircraft Works, now Czech Sport Aircraft of Prague. The aircraft first flew on 15 June 2005 and, while it was available, it was supplied as a complete ready-to-fly-aircraft.

The Parrot was discontinued in May 2008, after three were completed and the design developed into the PS-10 Tourer.

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

The Parrot is made from aluminum sheet. Its forward-swept 11.4 m (37.4 ft) span wing has an area of 9.5 m2 (102 sq ft). The forward sweep allows the cabin to be forward of the wing, providing pilot visibility in turns. Standard engines available were the 100 hp (75 kW) Rotax 912ULS and the 120 hp (89 kW) Jabiru 3300 four-stroke powerplants.

The Parrot was first flown on 15 June 2005 and the prototype was immediately shipped to the United States to be displayed at AirVenture 2005. The design was added to the Federal Aviation Administration's list of approved special light-sport aircraft in January 2006. By May 2008 three Parrots had been completed and the aircraft was discontinued.

The design was included in the intellectual property transferred from CZAW to CSA in 2009 and then redesigned with components from the PS-28 Cruiser and designated as the PS-10 Tourer. The PS-10 Tourer first flew on 6 December 2010 and was first publicly shown at the Aero show in Friedrichshafen in 2011. By December 2012 the PS-10 was not yet advertised for sale by CSA.

Variants

Parrot
Base model with gross weight of 600 kg (1,323 lb). First flown 15 June 2005, discontinued May 2008 after three built.
PS-10 Tourer
Developmental evolution of the Parrot to include common engine cowling, nose gear and rudder assemblies with the PS-28 Cruiser, plus the addition of rear windows, larger elevator trim tab, removal of rudder horn and the empty weight was reduced. First flown 6 December 2010.

The specifications below are for the Parrot. Images are the PS-10 Tourer.

The Dallach D.2 Sunrise, also known as the WDFL Sunrise after its suppliers, is a single-engine, single-seat cantilever monoplane. It was designed and marketed as a homebuilt aircraft in Germany by Wolfgang Dallach.

Wolfgang Dallach's Sunrise, marketed ready-to-fly or in kit form by his WD Flugzeug Leichtbau (WDFL), was his first ultralight design. In Germany, it was the first ultralight equipped with a four-stroke engine. The Sunrise is a tandem two-seater. Both seats are equipped with a throttle lever, rudder and control stick. Full engine control is available only from the rear seat. The fuselage is built from steel tubes and is fabric covered. The wing has a nose made of fiberglass. The main spar is built from CFK. The Sunrise has a fixed tailwheel undercarriage, with the mainwheels hinged from the fuselage on V-form, cross-connected struts. Some Sunrises have wheel fairings.

The Sunrise can be powered by one of several engines in the 28-66 kW (38-90 hp) power range.

About 39 Sunrises are thought to have been built, all flying in Germany. In mid-2010, 19 years after kit production ended, 38 still appeared on the German civil register.

Variants
Sunrise
Original version, 28 kW (37.5 hp) Citroën KKHD four-stroke engine

Sunrise IIA
47 kW (74.6 hp) Sauer UL 2100 two-stroke engine
Sunrise IIB
66 kW (88.5 hp) BMW UL four-stroke engine
Sunrise IIC
51 kW (68 hp) BMW R1000 four-stroke engine
Sunrise (Verner)
59 kW (79 hp) Verner SVS 1400 engine

The aircraft was designed to comply with the US FAR Part 103 Ultralight Vehicles rules as well as the German 120 kg class (called the Solo 120) and deregulated 115 kg class in the United Kingdom. It features a strut-braced high wing, a single-seat open cockpit, tricycle landing gear and a single engine in tractor configuration.

The aircraft is built with a composite fuselage and an aluminum wing. Its 8.97 m (29.4 ft) span wing has flaperons and employs a single strut on each side supported by an optional jury strut. The standard engines used when the type was introduced were the 28 hp (21 kW) Hirth F33 and the 50 hp (37 kW) Hirth F23 two-stroke powerplants.

The design offers combinations of three types of wings, three types of engines and four types of wheels.

Starting in 2015 the company began using engines from Polini of Italy. The DAR Solo UL and on DAR Solo UL 120 were fitted with the two stroke, liquid-cooled 36.5 hp (27 kW) Polini Thor 250 DS. DAR Solo UL receive its type certificate from German DULV in 15 November 2015.[circular reference] The DAR Solo 120 received its DULV type certificate in 22 December 2017.

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

The Denney Kitfox is a series of small side-by-side, two-seat, high-wing, single engine kit aircraft, designed and originally manufactured by Dan Denney and his company Denney Aerocraft of Boise, Idaho. The aircraft is amateur-built and not type-certified. Over 4500 kits have been delivered in 42 different countries.

A derivative of the Avid Flyer, the Kitfox was an early kit plane to feature quickly-folding wings that greatly simplify carriage and storage. The appeal of the aircraft was that it could be built in a two-car garage. Then it would be towed to the airport with the wings folded. The landing gear may be easily converted to floats or skis.

First flown in November 1984 from the Denney Aerocraft factory in Boise, the Model 1 Kitfox was a two-seat STOL taildragger aircraft capable of flying from unimproved strips. The design was originally intended to use a new radial engine then in development and the early Kitfoxes had round cowls with bumps to accommodate the cylinder heads. Although this radial engine did not materialize, and a Rotax two-stroke engine was adapted instead, the "retro" radial cowling proved popular and was retained on many models. In 1984 a total of six Model 1 Kitfoxes were delivered and then the model range was expanded to include the improved Models 2, 3, 4, and Classic 4.

In June 1992 Denney Aerocraft sold the rights to the design to SkyStar Aircraft. Skystar started work on a new aircraft, the Kitfox Series 5. This aircraft was designed to be larger, with an increased useful load, cabin and cargo space, and to use certified aircraft engines. The Series 5 was produced as a conventional landing gear-equipped aircraft with the names Outback and Safari and also as a tricycle gear aircraft, the Vixen and Voyager. An employee consortium took over SkyStar Aircraft in January 2000, and this reorganized company launched the Kitfox Series 6. Later in 2000 the company also introduced the Kitfox "Lite Squared", a lightened version of the Kitfox Classic 4, as a two-seat ultralight trainer for the single-seat ultralight Kitfox Lite.

For more details of development and design, and the 13 variants, click here. More details can be found here.

The specifications below are for the Kitfox Classic IV.