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

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

The aircraft is constructed from aluminum sheet, with a wing that has a span of 8.10 m (26.6 ft) and an area of 10.14 sq m (109.1 sq ft). Standard engines available are the 80 hp (60 kW) Rotax 912UL, the 100 hp (75 kW) Rotax 912ULS and the 120 hp (89 kW) Jabiru 3300 four-stroke powerplants.

A Magnum 501 rocket powered parachute system is under development for the aircraft.

In 2011 the design was accepted as a Federal Aviation Administration approved special light-sport aircraft.

For the Australian agents website, click here.

Variants
Alto TG
     Tricycle landing gear version.
Alto TW
     Tailwheel (conventional gear) model.
Alto 100
     Marketed as an American light sport aircraft.

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

The DV-1 was designed to comply with the Fédération Aéronautique Internationale microlight rules and US light-sport aircraft rules. It features a cantilever low-wing, a T-tail, a two-seats-in-side-by-side configuration 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 8.14 m (26.7 ft) span wing has an area of 9.44 m2 (101.6 sq ft) and is equipped with flaps and winglets. Standard engines available are the 80 hp (60 kW) Rotax 912UL, 100 hp (75 kW) Rotax 912ULS, 115 hp (86 kW) turbocharged Rotax 914 and the BMW 1100 four-stroke powerplants.

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

Variants
DV-1 Skylark
     Model with a T-tail and winglets.[2]
DV-2 Infinity
     Model with a cruciform tail and no winglets. It is almost 20 km/h (12 mph) faster than the DV-1.

The Druine D.31 Turbulent is a French single-seat ultralight Homebuilt aircraft designed by Roger Druine.

The D.31 Turbulent was designed to be amateur-built and is a single-seat ultra-light aircraft with cantilever low-wing and fixed tailwheel landing gear. Designed to be powered by a 30hp (1200cc) Volkswagen or similar engine. The fuselage and wings use wood construction with fabric covering.

Rollason Aircraft & Engines Limited produced 26 factory-built D.31 aircraft in the United Kingdom and three D.31A models with strengthened wing spar in order to get a full British certificate of Airworthiness. Five Turbulents are operated by the Tiger Club in 2019.

The rights to plans for the design are held by the UK Light Aircraft Association.

Variants

D.3
Original design and prototypes
D.30
powered by 25 hp (19 kW) Ava 4A-00

D.31
Standard home-built and factory built variant. Initially built by Rollason Aircraft & Engines with 1200cc VW engine but standardized on the 1600cc Ardem 4CO2 modified VW engine. The Tiger Club have modified their aircraft to use Leburg Electronic Ignition.
D.31A
Factory & homebuilt aircraft incorporating factory designed (by Rollason Aircraft & Engines) strengthened main spar to allow C of A certification. Top speed = 115 Knots. Max weight = 317 kg
D.32
powered by Sarolea Epervier
D.35
powered by Porsche
D.36
powered by JAP J-99, G-APOL but later re-engined to D.31 standard.

MCR-01 stands for Michael Colomban Revolution –(series) 01, a carbon-based evolution of the Colomban MC100. When first designed and produced marketing was aimed at the plans-built community. It was successful in Europe.

Manufactured by American Ghiles Aircraft as the Lafayetti 4S, it uses the Rotax 912S or 914 engine.

The wing and fuselage skin is made from layers of kevlar and carbon-fibre sandwich, with the control surfaces constructed from foam ribs supported by carbon spars and fused to an aluminium skin. Fitted with a constant-speed prop, almost ¾ span double slotted Fowler flaps, and of composite construction. First flown in 1996, the MCR 01 ULM employed double slotted flaperons, but it was soon discarded for separate flap and aileron.

For details of the four variants, click here.

Specifications below are for the ULC model.

The e-Go Aeroplanes e-Go, originally known as the E-Plane, is a British ultralight and light-sport aircraft that was designed by Giotto Castelli, that was being developed by e-Go Aeroplanes of Cambridge and since May 2017, by GioCAS Aeronautical Consultancy, also located in Cambridge.

The aircraft won the Light Aircraft Association's design competition in 2007. It was first flown on 24 October 2013, with the first public flight-test and demonstration on 30 October 2013.[ The aircraft was initially to be supplied as a complete ready-to-fly-aircraft.

Production plans for the design were suspended and staff laid off in November 2016 as e-Go Aeroplanes was unable to raise capital in the wake of the British Brexit vote. The aircraft program was acquired by the designer, Castelli, in May 2017, with the aim of bringing it to production. Status is listed as awaiting construction.

The aircraft was designed to comply with the United Kingdom single-seat deregulated microlight class, as well as to comply with the Fédération Aéronautique Internationale microlight rules. The aircraft cruise speed is planned to be modified for US light-sport aircraft rules. It features a cantilever mid wing, a canard foreplane, a single-seat enclosed cockpit, fixed tricycle landing gear and a pusher engine and propeller. This follows the configuration established by the Rutan VariViggen and VariEze. The single engine is a Rotron Wankel engine based on Rotron's RT300 LCR engine which is intended for drones.

The aircraft is made from a combination of carbon fibre and foam. Its 8 m (26.2 ft) span wing has an area of 11.5 m2 (124 sq ft). The standard engine will be a 22 kW (30 hp) rotary engine, which is expected to give a cruise speed of 100 kn (185 km/h; 115 mph) on 3.5 L (0.8 imp gal; 0.9 US gal) per 100 km (62 mi).

During 2016, e-Go Aeroplanes announced that full production would not proceed without further financial input, "an investment memorandum for a third round of funding was issued and distributed in July this year ... shareholder interest generated was insufficient, coupled with the unsure financial market following Brexit. The Board made the very difficult decision to make all staff positions redundant."

In November 2016, e-Go Aeroplanes's operation was mothballed, and "overseen by Chief Operating Officer, Richard Clabon and the General Manager David Boughey". The company website stated that it was still looking for a buyer but the company went into administration in the spring of 2017.

In May 2017 the assets of e-Go Aeroplanes were acquired by the aircraft's designer, Giotto Castelli, indicating that he would pursue production under his company, GioCAS Aeronautical Consultancy.

Mark Beierle designed a stall and spin resistant aircraft with  responsive ailerons provide roll control throughout a stall.

Of all metal construction, the Thunder Gull 2000 and Odyssey models maintain the same control. All of the Earthstar Aircraft models are fun cross-country machines and have been flown from coast-to-coast many times.

Flight tested to a G loading of +5.9 and -3 and are designed to +6 and -4 yield. The ultralight model has been certified to meet the FAA FAR-103 requirements. VNE for all models is 120 mph.

Options include engine, instruments, propeller, side windows, and parachute.

Available as a kit or ready to fly.

All kits can be registered Experimental LSA.

The Odyssey first flew in April 1995 and features staggered, side-by-side seating to provide more useable cockpit space.

It is manufactured by Earthstar Aircraft of Santa Margarita, California as a kit for amateur construction or as a completed aircraft.

The aircraft is constructed from aluminum tubing and sheet parts and covered in aircraft fabric. The aircraft can meet the requirements of the US FAR 103 Ultralight Vehicles category, including its maximum empty weight limitation of 254 lb (115 kg) when it is equipped with a lightweight engine.

The aircraft has a very small wing for the US ultralight category with a wing area of only 95 sq ft (8.8 m2) and a wingspan of 17.6 ft (5.4 m). The wing is equipped with flaps that give it a stall speed of 25 mph (40 km/h). The small wing gives the aircraft a high cruise speed and better resistance to turbulence than a lighter-loaded wing. The one-piece wing is quickly removable for storage or transport.

Reported construction time of the kit is 150 hours.

For details of the eight variants, click here.

Thunder Gull Odessy variant.

The Tyro is a high-wing, single strut-braced monoplane built of aluminium. The wing and tail are covered with Dacron fabric and doped. It is powered by engines in the Rotax range, usually the 277, but examples have been flown with the Rotax 447 or 503, and is said to be highly manoeuvrable, can fly at low speeds and has a reasonable cruising speed.

Construction is of aluminium with a constructed main spar, pressed ribs and stressed skin leading edge. Structual members are all bolted or pop riveted with no welding required. Covering is fabric material stretched over the frame. Undercarriage suspension has bungee rubbers on main wheels. Aircraft can be assembled and disassembled in seven minutes for storage and trailering. A cockpit pod has been included for pilot protection.

The Super Pétrel is of mixed construction, though with much use of composite materials. The wings have tubular aluminium alloy spars combined with PVC foam ribs. The leading edges and wingtips are formed from glass fibre composite, with fabric covering elsewhere. The wings have constant chord and zero sweep, with angled winglet tips; the upper wing has the greater span, less dihedral (2° 13′ compared with 3° 26′). There is slight stagger. The Super Pétrel is a single bay biplane with N-form aluminium interplane struts with an additional diagonal strut in each bay from the lower fuselage to the top of the interplane struts. The centre section is supported by a pylon or cabane which also contains the engine mounting. Ailerons are carried only by the upper wings; there are no flaps. The wings can be disassembled in about 30 minutes for transportation by trailer.

The single-step hull is an epoxy/carbon fibre foam monocoque, with a carbon fibre boom supporting the all-composite, cruciform and wire braced tail unit. The rear control surfaces are balanced. The cockpit is forward of the central pylon and seats two side-by-side with dual controls. It may be flown open, with just a windscreen, or enclosed by the single piece, forward-hinged canopy. There is a baggage compartment behind the seating. The Super Pétrel has a short legged tricycle undercarriage for land operation; the main units, which have hydraulic brakes, retract upwards through 90° into the sides of the hull with the wheels exposed but recessed into the underside of the lower wing. The steerable nosewheel retracts forward, leaving the tyre partly exposed as a docking fender. A pair of small, stepped floats on the lower wings below the interplane struts stabilise the aircraft on water.

The Super Pétrel is powered by a 73.5 kW (98.6 hp) Rotax 912ULS flat-four engine mounted in pusher configuration on the central pylon just below the upper wing. It drives a three-blade Airplast propeller, either a fixed pitch model 175 or an electrically controlled, variable pitch model PV 50.

VARIANTS
 

Super Pétrel
     Superseded Paturi after 2002. Lowered engine line, revised undercarriage and controls. Structural alterations with

     more carbon fibre; wingtips with washout and winglets which increased the span of both wings; floats moved from tips

     to wing underside.
Super Pétrel LS
     280 mm (11 in) longer and with a 25 km/h (16 mph) increase in cruising speed; greater fuel capacity; redesigned cabin

     and tail group.
AAC SeaStar SP

     North American version marketed by Amphibian Airplanes of Canada (AAC).

The Egvoyager Voyager 203 is an Italian ultralight aircraft, designed and produced by Egvoyager and introduced in May 2011. The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly aircraft.

The aircraft was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever low wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy with gull-winged doors, fixed, or optionally retractable, tricycle landing gear and a single engine in tractor configuration.

The aircraft is made from composites. Its 8.0 m (26.2 ft) span wing employs flaps. The standard engine available is a 100 hp (75 kW) Rotax 912ULS four-stroke powerplant. The basic model is the Voyager Fly, with the Voyager Club and the Voyager Style being models with options included as standard equipment.

A light-sport aircraft category version is planned for the United States market.

Variants

Voyager 203 CF
Fixed landing gear model
Voyager 203 CR
Retractable landing gear model, at an additional cost of €7000.

The Topaz is a development of the Ekolot JK-05L Junior and was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever high wing in place of the Junior's strut-braced wing, a two-seats-in-side-by-side configuration enclosed cockpit, fixed tricycle landing gear and a single engine in tractor configuration.

Like the Junior, the Topaz is made from composites. Its 10.76 m (35.3 ft) span wing employs an NN-1817 airfoil, has an area of 10.24 m2 (110.2 sq ft) and flaps. Dual 35 litres (7.7 imp gal; 9.2 US gal) fuel tanks are located behind the seats. A ballistic parachute is an available option. The standard engine available is the 80 hp (60 kW) Rotax 912UL four-stroke powerplant.

The use of a one-piece wing without struts gives the Topaz a 20 km/h (12.4 mph) higher cruise speed than the Junior, while resulting in the same empty weight.

The Topaz has been accepted by the US Federal Aviation Administration as a light-sport aircraft.

 It was designed and built in Russia where production continued until at least 2010.

Design of the Sigma, then known as the Sigma-4, began in 1991 at the Sigma design bureau though it was later associated with the Albatros bureau. From 2003 it was marketed by Elitar, a bureau formed in 1997. Manufacture of the eighth and later aircraft has been at the Samara based VVV-Avia factory.

The Sigma is a metal framed aircraft with largely composite skin, though with metal on the fin and fabric covering on the ailerons, which have GRP noses. The flaps are also GRP structures. The wing has constant chord, 1.5° of dihedral and a full span combination of flaps and ailerons. The exposed boom aft of the wing trailing edge is slender and carries the rectangular horizontal tail surfaces, large triangular fin and parallel chord rudder, plus a small ventral fin. A Rotax 912 ULS flat four engine is mounted above the wing position and forward of its leading edge.

The teardrop shaped pod is mounted below the wing and braced to it, with a single faired lift strut on each side from its lower part. Access to the side-by-side seating is by large glazed doors. There is a luggage area behind the seats and a rear transparency. The tricycle undercarriage is short, placing the Sigma close to the ground. All wheels are on cantilever spring legs and enclosed by fairings. The nosewheel leg is horizontal and the wheel casters. The Sigma can also be configured as a floatplane, the floats attached with a complex of struts. A MVEN K-600-00 ballistic recovery parachute is standard on Russian aircraft.

Twelve or more Sigmas had been built by 2010. One, with a civil registration, flies at a Russian experimental station, another with an aero club in the Ukraine. Four kits have been delivered to New Zealand, three in 2005 and one in 2009.

The type achieved LSA compliance in the United States under the name Samara VVV-Avia Elitar-Sigma C4E. There have been two Sigmas on the US civil register, one of them a sales demonstrator which was deregistered and returned to the manufacturers after the sales campaign was abandoned in 2006.

The Elixir Aircraft Elixir is a 2010s French two-seat light aircraft designed and built by Elixir Aircraft. The aircraft conforms to the European Aviation Safety Agency Certification Standard CS-23.

The aircraft was announced at the Paris Air Show 2015 in the form of 2 models. The prototype was publicly unveiled during the 2017 edition of the airshow.

Its entry into service is expected following the award of the type certificate in March 2020.

The development of the aircraft began in 2015. The Elixir first flew on 31 August 2017 from La Rochelle Airport.[5] The aircraft flew for about 40 minutes at around 5000 feet.

Starting from March 2018, another campaign of flight tests took place, with new objectives and another test pilot.

The Elixir is a two-seat cantilever low-wing monoplane made of carbon fiber. It has a T-tail and a fixed tricycle landing gear and side-by-side seating in an enclosed cabin.

The Elixir is powered by a nose-mounted Rotax 912iSc 3 Sport engine with a three-bladed MT-Propeller tractor propeller. The aircraft has a Ballistic parachute for emergency use.

The initial aircraft production is at Périgny, next to La Rochelle. It is intended to move production to a new factory at La Rochelle airport.

The production rate is going to be relatively reduced in a first time (10 to 12 aircraft the first year), before increasing in 2021 to reach 30 aircraft per year. The manufacturer hopes to reach a cadency of 100 aircraft per year around 2024.

Variants

• NVFR
• IFR
• A more powerful version, equipped with the Rotax 915iS, mainly suited for travel.[8]
• A version equipped with a towing hook, allowing glider towing.

It was first manufactured by the Engineering and Research Corporation (ERCO) shortly before World War II; several other manufacturers continued its production after the war. The final model, the Mooney M-10, first flew in 1968 and the last model year was 1970. It was designed to be the safest fixed-wing aircraft that aerospace engineering could provide at the time and the type continues to enjoy a faithful following.

The ERCO 310, which included a fully cowled engine, made its first flight in October 1937 at College Park Airport and was soon renamed the "Ercoupe". The easy-to-fly design included unique design features, including a large glazed canopy - with almost as much visibility as a bubble canopy - for improved visibility. The prototype 310 featured an ERCO-made inverted four-cylinder engine, the ERCO I-L 116, which was quickly dropped due to its high manufacturing cost compared to the new four-cylinder Continental A-65 air-cooled boxer engine. Lacking rudder pedals, the Ercoupe was flown using only the control wheel. A two-control system linked the rudder and aileron systems, which controlled yaw and roll, with the steerable nosewheel. The control wheel controlled the pitch and the steering of the aircraft, both on the ground and in the air, simplifying control and coordinated turning and eliminating the need for rudder pedals. A completely new category of pilot's license was created by the CAA for Ercoupe pilots who had never used a rudder pedal.

The Ercoupe was the first aircraft certified by the Civil Aeronautics Administration (CAA) as "characteristically incapable of spinning." The high-winged General Skyfarer obtained the second certification by licensing the ERCO technology. The first production Ercoupe, serial no. 1, NC15692 built in 1939 was donated to the National Air and Space Museum. In 1941 that aircraft, designated YO-55, was used in US Army Air Force testing.

The two-seat ERCO Ercoupe 415 went on sale in 1940. LIFE magazine described the aircraft as "nearly foolproof" and showed pictures of a pilot landing with his hands in the air. Only 112 aircraft were delivered before World War II intervened, halting all civil aircraft production. By mid-1941 aluminum supplies were being diverted to war-related production, so ERCO decided to manufacture Ercoupes for military use by using wood as the principal building material. The substitution of wood resulted in a heavier but quieter aircraft, because the wood absorbed vibrations from the engine and airflow. Ercoupes were flown during the war by the Civilian Pilot Training Program for flight instruction, and the Civil Air Patrol used them to patrol for German submarines.

For more information on the development, design, operational history and variants, click here.

The speecifications below are for the 415-C variant.

Designed by Alfredo Di Cesare, the FX1 is derived from his earlier aircraft, the Jetfox 91, Jetfox 97 and Jetfox GT. The FX1 is Alfredo Di Cesare’s latest and best design, with a totally new airframe that incorporates countless improvements and refinements. He has utilized state of the art methods and materials, and has produced a high-performance sport plane that reflects his great sense of style, his attention to detail, and his high standards for airworthiness and safety.

The FX1 is a high wing aircraft, its deep side-by-side cabin and relatively slender rear fuselage giving it a pod-and-boom appearance. The parallel chord, fabric covered wing, mounted over the cabin is braced with a pair of narrow, V-form lift struts from the lower forward fuselage. The wings fold for transport. The fuselage has a tubular metal structure within a carbon fibre shell. The cabin is fully enclosed, with two large transparent doors. The FX1 has a short legged tricycle undercarriage, with spatted mainwheels on cantilever legs fixed to the fuselage at the same point as the lift struts; it sits quite tail high on the ground. Tail surfaces are conventional, with a swept, straight tapered fin and rudder. The Rotax engine is tractor mounted above and forward of the wing, projecting over the cabin.

Aeropro was formed in 1990, and established its factory at Nitra in Slovakia. Deliveries of the Eurofox commenced in 1990. Since 1999, two versions have been produced, the conventional gear (taildragger) and the Tricycle gear. All versions have an enclosed cabin with two-side-by-side seats and folding wings. The Eurofox is sold in Europe under the name Aerotrek A220 for the taildragger version and Aerotrek A240 for the tricycle version, as both factory complete and kit form, but is only available as a factory built aircraft in the U.S. In 2018 a group of secondary school pupils in Kinross, Fife completed building a kit as part of a science project. In Australia it is currently not available in kit form due to the volume of sales of factory built machines. Production continues and over 500 aircraft were flying with private owners by 2017.

For more details, prices and photographs, click here.

Specifications are for the tricycle model.

The Harmony LSA is the latest FAA approved S-LSA aircraft produced by Evektor and represents the next generation of the first FAA approved light sport aircraft- the SportStar. The Harmony LSA is the Ultimate Cross Country Touring & Training S-LSA. The new tapered wing, enlarged rudder & ailerons, more cockpit space and other innovations bring further comfort and performance enhancements.

The SportStar is an all-metal design made from anodized, corrosion-proofed aluminum. The airframe uses a pop-riveted and bonded construction, which the company claims will improve fatigue characteristics and result in a longer service life. The company also claims this construction technique results in better crashworthiness, the elimination of rivet zippering in an accident and quieter in-flight noise levels due to the elimination of oil-canning and flexing.

The SportStar was designed for towing sailplanes up to 1544 lbs (700 kg) gross weight and for towing banners up to 1479 sq ft (140 m2).

Variants

EuroStar SL Model for the European ultralight category, with a gross weight of 1,041 lb (472 kg)

EuroStar SL+ Version of the EuroStar SL with a new wing and integral fuel tanks, bigger baggage compartment and lower empty weight by 8 kg (18 lb).

EuroStar SLW Model for the European ultralight category, with a gross weight of 1,041 lb (472 kg). It combines the EuroStar fuselage with the wing and stabilizer from the Harmony.

Harmony Model for the US LSA market, based on the Harmony airframe, with enlarged ailerons and rudder to improve crosswind capabilities, an improved wing, winglets and tail, wider and longer cockpit, as well as refined wheel pants and other fairings.

SportStar Initial model

SportStar SL Improved modelSportStar MaxVersion for the US LSA market with a gross weight of 1,320 lb (599 kg)[SportStar RTC SportStar RTC was developed to meet EASA VLA certification and intended for use in flight training.

Evektor EPOS Electric aircraft version, using the SportStar RTC fuselage and a new wing design.

It is manufactured in kit form for amateur construction, by Excalibur Aircraft of Sebring, Florida. It was introduced in 1993. The Excalibur is available in the US amateur-built and light-sport aircraft categories and in Canada in the amateur-built, BULA and AULA categories. In Europe it qualifies under the Fédération Aéronautique Internationale microlight rules.

The Excalibur was designed as "clone" of the Quad City Challenger II aircraft. The company took the basic Challenger design and incorporated many changes, including mounting the engine upright allowing larger propellers and the Rotax gearbox to be mounted, lengthening the tailboom and enlarging the tail vertical surface to increase stability, shortening the ailerons and replacing control cables with torque tubes. The optional Dacron covering on the Challenger was replaced with Superflite standard aircraft fabric, the fuselage was lengthened to give more backseat room and the nosecone was reduced in size to provide better over-the-nose visibility. The design was also streamlined to reduce drag and round cross-section wing struts were replaced with aerodynamic extrusions. The Challenger's rigid landing gear was replaced with a bungee-suspended system.

Regarding the landing gear improvements reviewer Andre Cliche, author of the Ultralight Aircraft Shopper's Guide, said:

the Excalibur features a bungee suspension on mainwheels. That's an improvement over the Challenger whose rigid main gear tubes kinked too many times during rough landings. A suspension on mainwheels will certainly be appreciated by instructors who leave their machines in the hands of novice pilots.

Build time; 100-200 hours, Field assembly time; 20 min.

Variants
Excalibur
     Basic model with 50 hp (37 kW) Rotax 503, 64 hp (48 kW) Rotax 582, 70 hp (52 kW) Hirth 3503, 65 hp (48 kW) Hirth             3203 or the 55 hp (41 kW) Hirth 3202 two-stroke engines. 750 completed and flown by the end of 2011.[5][6][10]
Excalibur Four Stroke
     Model with HKS 700E 60 hp (45 kW) or 80 hp (60 kW) Jabiru 2200 80 hp (60 kW) four-stroke engines. 400 completed           and flown by the end of 2011.[5][6][10]
Excalibur Wide Body (Stretch)
     Model with wider fuselage, also called the Excalibur Stretch. 750 completed and flown by the end of 2011.

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

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

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

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

The Falconar F11 Sporty is a Canadian amateur-built aircraft, that was designed by Chris Falconar and produced by Falconar Avia. Falconar supplied it as a kit or as plans for amateur construction. Today both the F11A and E models are available as plans from Manna Aviation.

The F11 is a variant of the Jodel D11. Falconar indicated that it incorporates a larger cockpit, simplified fittings, shoulder harnesses and aerodynamic improvements to improve stall characteristics.

Hans Teijgeler of Jodel.com says that the F11 varies from the D11 by using a new wing design, with new simplified spar and rib design and the dihedral point moved inboard, allowing the outer portion to fold for ground transport or storage, but at the cost of added weight. Teijgeler describes the wing as "less efficient". Teijgeler also notes that the F11 uses larger and heavier engines with higher fuel consumption. Teijgeler says of the Falconar F11, "the Falconar 'Jodel' should not be looked upon as a Jodel, but as a Falconar. This is [n]either good or bad. Just a fact to take into account"

The F11 features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit that is 40 in (102 cm) wide, fixed conventional landing gear, or optionally 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 27.3 ft (8.3 m) span wing has an area of 138 sq ft (12.8 m2) and optionally can mount flaps. The aircraft's recommended engine power range is 65 to 140 hp (48 to 104 kW) and engines that have been used include the 100 hp (75 kW) Continental O-200, the 65 hp (48 kW) Continental A-65, the 100 to 116 hp (75 to 87 kW) Lycoming O-235, the 125 to 140 hp (93 to 104 kW) Lycoming O-290, the 65 to 113 hp (48 to 84 kW) Franklin 4AC, 65 to 85 hp (48 to 63 kW) Volkswagen air-cooled engine four-strokes and the 110 hp (82 kW) Hirth F-30 two-stroke powerplant. Construction time from the supplied kit varies depending on the model built.

The F11 was later developed into the larger Falconar F12A Cruiser, a two-seater with an option of a third seat.

By November 2012, 20 examples had been registered with Transport Canada, 13 in the United States with the Federal Aviation Administration and two with the CAA in the United Kingdom.

Number built    101 (2011)

Variants
F11A Sporty (Specifications below)
Initial model with an empty weight of 785 lb (356 kg) and a gross weight of 1,300 lb (590 kg). Construction time from the supplied kit is 1200 hours. One hundred reported completed and flown by 2011. Options for this model include flaps, vertical coil spring main landing gear, tricycle gear, auxiliary fuel tanks, a three piece folding wing and floats for water operations. 
F11E Sporty
Lightened model introduced in 1987 for the Canadian basic ultralight category with an empty weight of 560 lb (254 kg) and a gross weight of 1,100 lb (499 kg). Construction time from the supplied kit is 1000 hours. One reported completed and flown by 2011.

The Allegro has a strut-braced wing constructed from aluminum, with fibreglass wingtips. The 2000 and 2007 variants have a 10:1 aspect ratio wing that tapers outboard of the flaps, while the shorter-winged SW model has non-tapered wings. The wings are equipped with three position electrically-actuated flaps with positions for 0, 15 and 48 degrees for cruising flight, take-off and landing respectively on the 2000 model and -4.5, 15 and 48 degrees on the 2007 model. The ailerons are of a differential design. The airfoil is an SM 701.

The landing gear is of tricycle configuration, with curved main gear legs made from fibreglass and a nosewheel mounted on steel tubes with rubber puck shock absorbing. There is also a shock-absorbing tail skid mounted under the fin.

Engines available for the 2000 include the 100 hp (75 kW) Rotax 912ULS, 80 hp (60 kW) Rotax 912UL and the 64 hp (48 kW) Rotax 582.

For full details and variants, click here.

The Flylab Tucano (English: Toucan) is an Italian ultralight aircraft, produced by Flylab, of Ischitella. The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft. The aircraft was produced in the 1990s by Ferrari ULM of Castelbaldo.

The Tucano is a derivative of the Chotia Weedhopper and was designed to comply with the Fédération Aéronautique Internationale microlight rules with the design goal of being a low-cost aircraft. It features a strut-braced parasol wing, a two-seats-in-side-by-side configuration enclosed or open cockpit, fixed tricycle landing gear or floats and a single engine in pusher configuration or on some models twin engines in centreline thrust arrangement.

The aircraft is made from bolted-together aluminum tubing, with its flying surfaces covered in Dacron sailcloth. Its 10.17 m (33.4 ft) span wing has an area of 17 m2 (180 sq ft) and is supported by V-struts and jury struts. There is a cabane strut that passes through the windshield and cockpit area. The aircraft is built around a central bent aluminum keel tube that runs from the cockpit to the tail. Controls are standard three-axis type. Standard engines available are the 50 hp (37 kW) Rotax 503 and 64 hp (48 kW) Rotax 582 two-stroke powerplants. The fuel tank is of plastic construction, mounted under the pusher engine. The Tucano V has a glide ratio of 11:1.

Variants

Tucano
Base model with Rotax 582 powerplant.[1][2][4]
Tucano V
Improved model, with aerodynamic clean-ups and enclosed cockpit
Tucano HV
A Tucano V mounted on floats (hydro).
Tucano Delta3
Open cockpit model powered by a Rotax 503
Tucano HD3
Float-equipped model based on the Tucano Delta3, powered by a Rotax 503
Tucano HD3A
Amphibious float-equipped model based on the Tucano HD3, powered by a Rotax 503
Tucano Delta3 TW
Twin-engined (TW) version with Rotax 582 engines mounted in the nose and aft of the cockpit, based on the Tucano Delta3
Tucano Delta3 VTW
Twin-engined version with Rotax 582 engines mounted in the nose and aft of the cockpit, with the Tucano V aerodynamic and cockpit refinements
Tucano X2
Twin-engined version with Rotax 582 engines mounted in the nose and aft of the cockpit, produced in the 1990s by Ferrari ULM.

The Celebrity was designed by Fisher Aircraft in the United States in 1989 and was intended to comply with the US Experimental - Amateur-built category, although it qualifies as an ultralight aircraft in some countries, such as Canada. It also qualifies as a US Experimental Light Sport Aircraft. The Celebrity's standard empty weight is 600 lb (272 kg) when equipped with a four-stroke 100 hp (75 kW) Continental O-200 engine and it has a gross weight of 1,230 lb (558 kg).

The construction of the Celebrity is of wood, with the wings, tail and fuselage covered with doped aircraft fabric. An alternate welded 4130 steel fuselage was previously available, but is no longer offered by the manufacturer. The aircraft features interplane struts and inverted "V" cabane struts. Like most biplanes, the Celebrity has no flaps. The Celebrity's main landing gear is bungee suspended. Cockpit access is via the lower wing. The company claims an amateur builder would need 600 hours to build the Celebrity.

Specified engines for the Celebrity include the 65 hp (48 kW) Continental A-65, 85 hp (63 kW) Continental C-85, the 100 hp (75 kW) Continental O-200 and the 115 hp (86 kW) Lycoming O-235.

By late 2011 more than 55 Celebrities were flying.

In reviewing the Celebrity, John W. Conrad wrote in the July 1992 issue of Sport Pilot Hot Kits and Homebuilts Magazine:

    Control, harmony, and mix are just right. Rudder, aileron, and elevator match perfectly, and blend into a very natural 

    control feel. The Celebrity has a lot going for it. It is a very easy airplane to fly, yet it is a real biplane in every sense of

    the word.

To visit the manufacturers website, click here.

Fisher Flying Products was originally based in Edgeley, North Dakota, USA but the company is now located in Vaughan, Ontario, Canada.

The Dakota Hawk was designed by Fisher Aircraft in the United States in 1993 and was intended to comply with the US Experimental - Amateur-built category, although it qualifies as ultralight aircraft in some countries, such as Canada. It also qualifies as US Experimental Light Sport Aircraft.

The construction of the Dakota Hawk is of wood, with a wooden geodesic-construction fuselage and an I-beam wing spar. The wings, tail and fuselage are covered with doped aircraft fabric. The aircraft wing has "V" struts and jury struts. The Dakota Hawk's main landing gear uses bungee suspension with hydraulic brakes and wheel pants available as options. The tail wheel is steerable and the wings fold for storage or trailering. The company claims an amateur builder can complete either aircraft from the kit in 600 hours.

The specified engines for the Dakota Hawk include the following four-stroke aircraft engines:

• 65 hp (48 kW) Continental A65
• 80 hp (60 kW) Rotax 912UL
• 85 hp (63 kW) Continental C85
• 100 hp (75 kW) Continental O-200
• 100 hp (75 kW) Rotax 912ULS
• 120 hp (89 kW) Jabiru 3300