Ion Aircraft is developing a line of light, two-seat (tandem) airplanes suitable for training, sightseeing, cross-country cruising, and generally having fun. All of Ion Aircraft's engineering is being done by AirBoss Aerospace of Reno, Nevada.

The Ion 100 is a kit aircraft being designed from the ground up to be Light Sport Aircraft (LSA) compliant.

The majority of the plane is carbon fiber/epoxy composite material.  Specifically :-

The cowl is fiberglass.  Although it is very slightly heavier than carbon fiber would have been, the cowl is not structural and the fiberglass is much less expensive.

The wings are bonded aluminum as the bonded aluminum process is actually calculated to be a little lighter than composite would have been.

The Isaacs Fury is a British homebuilt sporting biplane designed by John Isaacs as a seven-tenths scale replica of the Hawker Fury fighter.

Using the Currie Wot construction methods as a basis, John Isaacs designed a single-seat wood and fabric sporting biplane for homebuilders. It was a seven-tenths replica of the 1935 Hawker Fury biplane fighter. It was a single-bay biplane with a fixed tailskid landing gear and powered by a 65 hp (48 kW) Walter Mikron III piston engine in the nose with a two-bladed propeller. It has a single-seat open cockpit just aft of the wing. The prototype (G-ASCM) built by the designer between 1961 and 1963 at Southampton, England, first flew from Thruxton Aerodrome on 30 August 1963.

Between 1966 and 1967 the aircraft was re-engined with a 125 hp (93 kW) Lycoming O-290-D engine and first flown as the Fury Mk 2 in May 1967. The design was made available to amateur constructors.

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

Variants

Fury Mk 1
Prototype with a 65 hp (48 kW) Walter Mikron III piston engine.
Fury Mk 2
Prototype re-engined with a 125 hp (93 kW) Lycoming O-290-D piston engine for amateur construction.

The Isaacs Spitfire is a single seat homebuilt sporting aircraft design created by John O. Isaacs, a former Supermarine employee and retired schoolmaster and designer of the Isaacs Fury, as a 6/10th scale replica of a Supermarine Spitfire. Its first flight was on 5 May 1975.

As per the original Spitfire, the Isaacs Spitfire was a cantilever low-wing monoplane of semi-elliptical planform. The twin spar wing was built in one piece, mainly of spruce with birch plywood skin. The fuselage was of identical construction. The landing gear is fixed and included a tailwheel.

Plans are available for sale to home constructors.

The single-seat Airbike was introduced in 1994 and the two-seat Tandem Airbike was unveiled in 1996.

Originally produced by TEAM Aircraft of Bradyville, Tennessee, manufacturing passed to ISON Aircraft, also of Bradyville, before the end of kit production. Starting circa 2009 kits became once again available once again from Jordan Lake Aero.

Both variants feature a parasol wing constructed from wood and covered with aircraft fabric. The wing has full-span ailerons or, in the case of the two-seater, optional electrically-actuated flaperons. All controls are cable-operated. The elevator and rudder are conventional.

The fuselage is made from welded 4130 steel tube and the aircraft has conventional landing gear with tail wheel steering connected to the rudder pedals. The main landing gear utilises sprung-tubes for suspension and absorbing landing loads.

Variants

Airbike

Single seat aircraft designed for the US ultralight category. Engine options were the 28 hp (21 kW) Rotax 277, 40 hp (30 kW) Rotax 447 or 22 hp (16 kW) Zenoah G-25.[1][2]

Tandem Airbike

Two-seat aircraft designed as an ultralight trainer or amateur-built. Standard engine was the 50 hp (37 kW) Rotax 503.

The specifications below are for the Airbike with Rotax 447.

The Ivanov ZJ-Viera (Faith) is a Czech ultralight and light-sport aircraft that was designed by Marek Ivanov and produced by Ivanov Aero s.r.o. of Hradec Králové. The aircraft was supplied as a kit for amateur construction or complete and ready-to-fly.

Ivanov Aero seems to have been founded about 2008 and gone out of business in 2016. The design is apparently out of production.

The ZJ-Viera was designed to comply with the European single seat deregulated rules and US FAR 103 Ultralight Vehicles rules, with an empty weight of just 77 kg (170 lb). It features a cantilever low-wing, a single-seat open cockpit with a windshield, fixed monowheel landing gear with wingtip wheels, or optionally tricycle landing gear, and a single engine in tractor configuration, mounted on a short nose pylon.

The aircraft is made from composite materials. Its 7.5 m (24.6 ft) span wing has an area of 9.1 m2 (98 sq ft) and the design has a swept cruciform tail. The standard engine used is the 26 hp (19 kW) Hirth F-33 two-stroke powerplant, although a 22 hp (16 kW) engine can be used.

Before the company went out of business in late 2013, InterPlane Aircraft acted as distributor for the design, touting it for the US FAR 103 Ultralight category and the light-sport aircraft category.

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

Reviewer Marino Boric described the design in a 2015 review as "the dream of ultralighting returns, but with a 21st century feel! Ultralight on the wallet, too, thanks to a combination of simple design and modern all-composite construction...this airplane shows every sign of becoming a landmark design".

Jabiru airframes are manufactured using Fibre Reinforced Plastic (FRP) technologies. It is a system which offers light weight at the same time as high structural integrity, clean aerodynamic design.

The Jabiru aircraft is powered by a Jabiru 4 cylinder 4 stroke 2200 cc air cooled engine. This Australian designed and manufactured engine has been developed specifically for use in the Jabiru aircraft and is fitted with dual electronic ignition.

The Jabiru J120-C aircraft has been developed as a low cost personal aircraft and based on the Jabiru kit SP version. It has the same cockpit size as the original factory built LSA 55/3J but a longer empennage for a better directional stability. The cockpit layout is the same as the J160-C /J170-C with electric flaps. This aircraft has been built to the CASA LSA (Light Sport Aircraft) standards.

The J160 features a strut-braced high-wing, an enclosed cabin with two-seats-in-side-by-side configuration accessed by doors, fixed tricycle landing gear and a single engine in tractor configuration. The aircraft is supplied complete and ready-to-fly. The Jabiru J160-D aircraft has been developed as a new trainer aircraft that is bigger all round. It has a wider cockpit higher cabin and more leg room.

The aircraft is made from composite materials. Its 8.12 m (26.6 ft) span wing has an area of 8.04 m2(86.5 sq ft) and mounts flaps. The standard engine available is the 80 hp (60 kW) Jabiru 2200 four-stroke powerplant.

The design was developed into the Jabiru J170, by adding the wing from the Jabiru J430, for the light-sport aircraft category.

The Jabiru J230 is an Australian light-sport aircraft, designed and produced by Jabiru Aircraft. The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly aircraft

The J230 is a two-seat development of the four-seat Jabiru J430, optimized for the US light-sport category, which is restricted to two seats. The J230 uses the same wings and fuselage as the J430, but deletes the back seats, leaving a large baggage compartment. While the J430 has a gross weight of 1,540 lb (699 kg), the J230 is restricted to a gross weight of 1,320 lb (599 kg).

The Jora Jora is a high wing, T-tail, single-engine, two-seat ultralight designed in the Czech Republic in 1993 and manufactured by Jora Spol s.r.o.. More than 160 had been sold by 2009.

The Jora was designed by Oldrich Olsansky who also designed the similar Fantasy Air Allegro. It is built mostly from wood and laminates, covered by polyester fabric. The main exception is the central fuselage section, which has a riveted tube frame.

The Jora has separate wings with constant chord and square tips. These are each built up around a single spruce spar. Plywood covering and polyester-filled laminate ribs form a box spar forward to the leading edge, with spruce ribs and polyester covering aft. Since 2006 all composite parts have been replaced by carbon fibre castings. Each wing has a single, faired lift strut to the lower fuselage. Full-span combined ailerons and flaps (flaperons), constructed like the wing, are attached to an auxiliary spar. Separate ailerons and flaps are an option, in which case the wing profile (airfoil) is changed from the laminar flow UA-2 to SL-1. The wings can be detached for transport, though wing folding is an option.

Apart from its tube centre section the fuselage is wholly laminate with strengthening bulkheads and ribs. The fuselage becomes slender towards the fin and has a constant chord tailplane and elevators. The fin has sweep on its leading edge and extends into a small keel below the fuselage. The cockpit seats two in side-by-side configuration, with dual controls including a split, central control column. It is enclosed with a single-piece windscreen and deep side transparencies. The Jora normally has a fixed, tricycle undercarriage, though a conventional undercarriage is an option. The mainwheels are mounted on inverted tubular steel A-frames, hinged to the lower fuselage; the nosewheel is on a forward-leaning leg and is steerable. Some Joras have single cantilever main legs. Rubber springs are used on all legs; the main wheels have hydraulic disc brakes.

The standard engine for the Jora is a 38.2 kW (52 hp) Rotax 582, a two-cylinder two-stroke engine, housed under a short cowling. It can accept engines of up to 75 kW (100 hp).

By 2009 at least 161 Joras had been sold to customers in Australia, the Czech Republic, Denmark, Finland, France, Indonesia, Ireland, the Netherlands, Norway and South Africa.

The JPM 01 Médoc is a French amateur-built aircraft that was designed by Jean-Pierre Marie in 1987 and produced by Avions Jean-Pierre Marie (JPM) of Le Mesnil-Esnard. The aircraft is supplied as plans for amateur construction.

The aircraft is named for the French community of Médoc.

The Médoc features a cantilever low wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, fixed 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 7.50 m (24.6 ft) span wing has an area of 9.30 m2 (100.1 sq ft) and mounts flaps. Standard engines recommended are 60 kW (80 hp)-class Volkswagen air-cooled engines, including the 60 kW (80 hp) Limbach L2000 four-stroke powerplant.

Almost thirty years after its introduction the aircraft was redesigned and lightened, gaining slotted flaps to reduce stall speed.

The Just Escapade is a single-engine, high-wing light aircraft, seating two in side-by-side configuration. It was jointly developed in the United States and the United Kingdom in the early 2000s and by 2010 some 145 Escapades and its "bush plane" variant, the Highlander, had been built and many more kits sold.

The Escapade design can be traced back to that of the Avid Flyer, via the Denney Kitfox and Reality Easy Raider, marrying the Easy Raider's wing to a stretched Kitfox Lite fuselage. The key differences between the two types are the Escapade's side-by-side seating in a widened cabin, dual controls, and the option of a tricycle undercarriage It was developed jointly in the United States and United Kingdom by Just Aircraft and Reality Aircraft respectively, the American prototype flying in February 2003, four months before its British counterpart. These prototypes differed to fit into local classifications.

The Escapade has a Chromoloy steel frame and is largely fabric covered. The wings have constant chord, ending in Hoerner-type wingtips; the trailing edges are aluminum. The ailerons and flaps have glass fiber leading edges. The wings are braced to the lower fuselage longerons with V-form struts and vertical jury struts. The fuselage is polygonal in section, sloping inwards above and below the center line, with a flat aluminum upper surface that slopes upwards from the tail to the wing trailing edge, at the rear of the cabin. The empennage is conventional, the low aspect ratio tailplane with its swept leading edge and rounded elevators located at the top of the fuselage. There is a portside flight-adjustable elevator trim tab with optional electric drive. The unbalanced rudder extends to the keel, moving in a V-shaped gap between the elevators.

The seating is under the leading edge of the wing with a cabin roof window in the wing center section. Access is through side transparencies. Engine options include several Rotax or Jabiru units in the 37-89 kW (50-120 hp) range, driving two- or three-blade propellers and enclosed in a cowling manufactured from composite materials. Both undercarriage versions have the main wheels on faired-in V-form struts mounted on the lower fuselage longerons, with rubber-sprung half axles fixed to a compression frame. The conventional tailwheel is steerable but the alternative nose wheel castors freely, though a steerable version is planned.

The Highlander version, intended for rough airstrips and marketed only in the United States, is designed to fly slowly and has a more robust undercarriage. Its wing has a 3 ft (910 mm) greater span, with vortex generators over the whole upper leading edge, and the fin is square cornered and 8 in (200 mm) taller. Its tail control surfaces are horn balanced and increased in area. The Highlander always has the conventional undercarriage, strengthened, with tundra tires and enhanced brakes. A 99 hp (74 kW) Rotax 912 ULS engine is fitted and allows a maximum takeoff weight of 1,320 lbs (598 kg).

The Jabiru-engined United Kingdom prototype Escapade gained its permit to fly in September 2003 and the SLA prototype received British Civil Aircraft Rules section S approval from the Light Aircraft Association in April 2008. The Highlander was introduced in 2004.

For details of Operational history and Variants, click here.

Tailwheel variant

Tricycle variant

The Superstol is a development of the Just Highlander and differs by the addition of automatic leading edge slats, a long stroke air shock robust landing gear with 29 in (74 cm) tundra tires, Fowler flaps and a newly designed tailplane. The resulting design features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit accessed by doors, fixed conventional landing gear and a single engine in tractor configuration. It is designed for operation on rough airfields.

The aircraft fuselage is made from welded 4130 steel tubing, while the wing uses an aluminum spar and aluminum ribs, all covered in doped aircraft fabric. The wings are supported by "V" struts with jury struts and can be folded for ground transportation or storage without the need for disconnecting fuel lines or control connections. Standard engines available include the 80 hp (60 kW) Rotax 912UL, the 100 hp (75 kW) Rotax 912ULS or Rotax 912iS, the 115 hp (86 kW) Rotax 914, 85 hp (63 kW) Jabiru 2200, the 120 hp (89 kW) Jabiru 3300 and the 80 hp (60 kW) Volkswagen air-cooled engine, four-stroke powerplants. The aircraft can take-off and land in under 150 ft.

Variants

SuperSTOL Powered by a Rotax 912 or Rotax 914[

SuperSTOL XL Just Aircraft introduced the Stretch XL, a stretched version in 2015. It can accommodate engines such as the 180 hp UL Power 520 at 255 pounds and the 160 hp Lycoming O-320 at 315 pounds.

The Kaminskas Jungster I aka Papoose RK-1 Jungmeister I is a single-seat homebuilt biplane.

The Jungster I is a single-engine, single-seat biplane with conventional landing gear. It was intended to be an 80 percent scale replica of the Bücker Bü 133 for homebuilt construction. The wings are swept back an additional two degrees from the Jungmeister. The fuselage uses wood trusses and the wings use spruce wood spars with fabric covering.

Rights to the Jungster I were sold to Kate & Stan McLeod (K & S). The plans are distributed by Howard Allmon.

Variants

Kaminskas Jungster II
A parasol version based on the Jungster I

It is a conventional low-wing monoplane featuring all-metal construction and tricycle undercarriage.

Jilhavan Aircraft built the Kappa Sova for Kappa 77 from 1997 to 2004 and obtained marketing rights in 2005 when Kappa became insolvent. They became a subsidiary of Skyleader Aircraft in 2008 when the type was redesignated Jihlavan Skyleader. It is an all-metal design apart from a carbon fibre cockpit frame. It has two-spar tapered wings with 6° of dihedral, electrically operated Fowler flaps and upturned Küchemann tips. The fin and rudder are swept. The straight tapered tailplane is set on top of the fuselage, the port elevator carrying a trim tab.

The original Sova/Skyleader 150 has staggered side-by-side configuration seating with the starboard seat 200 mm (8 in) aft of the other, but a widened fuselage allows the Skyleader 200 to have true side-by-side seating. The earlier version has a forward-hinged canopy with fixed rear transparencies; the Skyleader 200 has a single-piece canopy. Both these variants normally have an electrically actuated tricycle undercarriage with a steerable nosewheel, though a fixed version is an option and is standard on the later Skyleader 500 and 600 variants.

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

Specifications below are for the KP-2U Sova variant.

The Karatoo was designed by Jesse Anglin of Hendersonville, North Carolina and first appeared in 1982.  (Jesse Anglin designed several homebuilt aircraft including the J3 Kitten, the J4 Sportster and the low wing retro styled Spacewalker).  The Anglin J6A Karatoo was powered by a Rotax 503 or 582. Norman Aviation of Quebec in Canada further developed the aircraft and then the Karatoo was further developed by Australian Max Peters who had developed Subaru engines for aircraft use.  It has since been  manufactured in kit form by several Australian companies and is currently produced as the J6C by Serenity Aviation.

The fuselage structure is a fully welded steel tubular frame, covered with fabric. 4130 “N” steel tubing with the most common sizes being 3/4″ x.035 wall thickness, 5/8′ x .035, and 1/2″ x .035, (a full tubing list can be forwarded should you wish to fully construct your own aircraft). Welding (if it’s a DIY’er) can be Oxy, MIG or TIG. Kits ordered from the factory are fully TIG’ed.

The wings design has changed from the original solid spruce spar to an “I” beam spar constructed from 2 spruce cap strips and a plywood web. The rear spar is still a solid spruce spar. The original ribs on a J6A Karatoo were built up from spruce strips, a very tedious form of construction. The ribs currently are routed from 1/4″ marine plywood, much simpler and easier to construct than the original design. A full D cell leading edge is used to enhance strength in the design. Flaps may be incorporated if you need to enhance the aircrafts already impressive take off and landing performance. The wing is still covered with fabric. A wing fold system can be incorporated.

Back in the early ‘90s, due to Apartheid sanctions, it wasn’t easy to import aircraft, parts and kits into South Africa. So the popular Kitfox 4 was remodelled to become the Bushbaby. Nols de Bruin, the initial developer of the Bushbaby, used the Kitfox and the Avid Flyer as the baseline design for the Bushbaby. He wasn’t striving for innovation, but rather set out to design a locally-built plane with similar characteristics to the two aircraft.

Over 160 Bushbaby airframes were produced, with small structural upgrades along the way, but no major changes took place until 2003, when the Explorer was born. The Explorer is a beefed up Bushbaby. In 2008, the Explorer Mk2 was developed. It has a larger luggage area than the Mk1, longer engine mount for better centre of gravity placement and a re-designed engine cowl.

2008 also saw work begin on the Safari LSA, and in 2010 the first Safaris were sold. It is an even bigger evolution than that of the Bushbaby to the Explorer.

For the full development history and a flight test report, click here.

The specifications above are for the intermediate model, the Explorer.

Klemm L 25, later Klemm Kl 25 is a successful German light leisure, sports and training monoplane aircraft, developed in 1928. More than 600 aircraft were built, and manufacturing licenses were sold to the United Kingdom and the United States.

With a low cantilever wing, fixed landing gear, and two open cockpits, the aircraft was developed by Hanns Klemm, who used his previous design, the Daimler L20, as a starting point. It first flew on a 20 hp (15 kW) Daimler F7502 engine. About 30 different versions of the Kl 25 were made, and these were equipped with engines ranging from 32 to 70 kW (43 to 94 hp). The fuselage was covered with plywood.

Depending on the model, the aircraft's weight was 620 to 720 kg (1,367 to 1,587 lb), and it had a 10.5 to 13 m (34 to 43 ft) wingspan. Takeoff was achieved at only 50 km/h (31 mph) and the maximum speed was between 150 and 160 km/h (93 and 99 mph).

In relation to similar aircraft of the time, assembly was very easy, and this made it a very popular aircraft. According to the sales brochures, only 25% of the engine's power was needed to keep the aircraft flying, compared to biplanes of the period, which required 50% engine power.

About 600 were built in Germany between 1929 and 1936, serving with various flight training organizations, with either wheels, skis, or floats. 15 were sold to Britain before the Second World War, being fitted with a variety of domestic engines, while 28 more were built by British Klemm Aeroplane Company as the B.A. Swallow. Production in the United States was carried out by the Aeromarine-Klemm Company which enjoyed moderate success, as well as developing models for the American market, in isolation from the parent company, with about 120 built of all models.

Klemm L 25s took part in many competitions, among others in International Touring Aircraft Competitions (Europa Rundflug) in 1929 (best 4th place) and in 1930 (best 2nd and 3rd places, L 25E variant). A total of about 720 units were buillt.

Variants

 Germany
L 25 a
Built between 1927 and 1929, equipped with a 22 PS (21.7 hp; 16.2 kW) Daimler F 7502 engine
L 25 I
Built between 1928 and 1929, equipped with a 45 PS (44.4 hp; 33.1 kW) Salmson AD.9 engine
L 25 Ia     (Specifications below)
L 25 IW
Floatplane version of the Ia, with two wooden floats supported by steel-tube struts in inverted 'W' configuration
L 25 b
Built in 1931, equipped with a 22 PS (21.7 hp; 16.2 kW) Daimler F 7502 engine
L 25 b VII
Built in 1931, equipped with a 60 PS (59.2 hp; 44.1 kW) Hirth HM 60 engine
L 25 d II
Built in 1933, equipped with an 88 PS (86.8 hp; 64.7 kW) Siemens-Halske Sh 13a engine

Klemm L.25 d VII R built in 1934
L 25 d VII
Equipped with an 80 PS (78.9 hp; 58.8 kW) Hirth HM 60R engine
L 25 IVa
Equipped with Armstrong Siddeley Genet engine

VL 25 Va
Three-seater variant, with a closed canopy, equipped with 103 PS (101.6 hp; 75.8 kW) Argus As 8 straight engine[2]
L 25 Ve
(see L 25E) For Europa Rundflug 1930
L 25E
(L 25 Ve) Special competition variant (E for Europa Rundflug 1930), with a closed canopy, smaller span, equipped with a 103 PS (101.6 hp; 75.8 kW) Argus As 8

 United Kingdom
British Klemm Aeroplane Company B.K. Swallow
British Aircraft Manufacturing Co. B.A. Swallow II

 United States
Aeromarine-Klemm AKL-25
Aeromarine-Klemm AKL-70
Aeromarine-Klemm Model 70 Trainer

The aircraft was produced in kit form by Kolb Aircraft of Phoenixville, Pennsylvania and intended for amateur construction.

The Firestar was intended to be a FAR 103 legal ultralight when powered by the 28 hp (21 kW) Rotax 277 engine. The 40 hp (30 kW) Rotax 447 or the 50 hp (37 kW) Rotax 503 were optional engines, although the aircraft then falls into the US Experimental - amateur-built category.

The design features a forward fuselage of welded 4130 steel tubing, mated to an aluminum tailboom. The horizontal stabilizer, tail fin and wings are also constructed of riveted aluminum tubing with all flying surfaces covered in doped aircraft fabric. The wings are quick-folding for storage and ground transport. The aircraft can be made ready to fly from trailering in eight minutes by one person, without the use of tools.

The landing gear is sprung tubing for the main gear, with a steerable sprung tailwheel. Factory options originally included removable doors for cool weather flying.

The Firestar II was created using the same fuselage but adding a small jump seat in the baggage area. The seating is very restricted for the rear seat passenger and their legs are placed beside the front seat pilot. There are no dual controls. The wing used on the Firestar II is taken from the Kolb Twinstar Mk III. In 1999 the two seat option added only US$216 to the Firestar I base price.

The Firestar II was developed into the Tandem ultralight trainer, which was introduced in 2000. The Tandem incorporated dual controls to facilitate flight instruction.

In 2012 the company introduced the Firestar II SS, with side-by-side configuration seating.

Variants.

Firestar I
    Single seat, high wing ultralight, powered by a 28 hp (21 kW) Rotax 277 engine or optionally a 40 hp (30 kW) Rotax 447

    ora 50 hp (37 kW) Rotax 503 two stroke engine.
Firestar II
    Two seat, high wing ultralight, powered by a 40 hp (30 kW) Rotax 447 or a 50 hp (37 kW) Rotax 503 two stroke engine.
Tandem
    Two seat, high wing ultralight trainer, powered by a 64 hp (48 kW) Rotax 582 two stroke, liquid-cooled engine.
Firestar II SS
     Two seat side-by-side configuration seating and 50 hp (37 kW) Rotax 503 two stroke engine or optionally a 64 hp

     (48 kW) Rotax 582 two stroke engine. Introduced in 2012.

Kolb Firestar II

The planes are manufactured in Brazil and the final assembly and certification are done in Kentucky.

The Kolb Flyer SS was originally developed as Ultravia Pelican which was designed by Jean Rene Lepage. The Pelican was produced by Ultravia Aero International until the company was closed in 2006. New Kolb Aircraft acquired the design and began production in 2008.

The Flyer SS fuselage is a resin infusion moulded composite structure consisting of a carbon fiber/epoxy resin laminate with rigid PVC, birch plywood and balsa cores. The all-metal wet wing is a single-strut, single spar construction, covered with aluminum skins. The horizontal empennage features a cantilever stabilizer structure covered with aluminum and with fibreglass tips. The vertical tail, ailerons, flaps and elevator are also aluminum covered. Ailerons, elevator are mass balanced.

The airplane features dual control sticks, dual rudder pedals and a dual differential braking system. The Frise Ailerons are deflected through a bellcrank / pushrod mechanism mounted on ball bearings. The Fowler flaps are operated by a torque tube connected to an electric motor. Ailerons deflect 30° up and 17° down and flaps 40°. The rudder is cable operated while the elevator is operated via a set of 2 push-pull tubes connected by a central bellcrank. The trim tab is controlled by an electric servo motor.

For more details and a lot more specifications, click here.

It is a high wing, strut-braced, pusher configuration, conventional landing gear-equipped ultralight aircraft that is produced in kit form by New Kolb Aircraft of London, Kentucky and intended for amateur construction.

The Mark III's standard engine was originally the 64 hp (48 kW) Rotax 582 engine, but the current engines offered are the 80 hp (60 kW) Rotax 912UL or the 100 hp (75 kW) Rotax 912ULS. In its home country the aircraft is normally licensed in the Experimental - amateur-built category.

The design features a forward fuselage of welded 4130 steel tubing, mated to an aluminum tailboom. The horizontal stabilizer, tail fin and wings are also constructed of riveted aluminum tubing with all flying surfaces covered in doped aircraft fabric. The wings and horizontal tail are quick-folding for storage and ground transport. The original Mark III can be made ready to fly from trailering in eight minutes by one person without the use of tools, while the newer M3X variant is rated at 15 minutes to assemble for flight.

The landing gear is sprung tubing for the main gear, with a steerable sprung tailwheel and the cabin is 45 in (114 cm) in width. Factory options include brakes, Ballistic Recovery Systems airframe parachute and powder coating of the steel parts. The manufacturer describes the aircraft as STOL, with a 200 ft (61 m) take-off run.

Variants.

Mark III

     Two seats in side-by-side configuration, high wing ultralight, powered by a 50 hp (37 kW) Rotax 503, 64 hp

     (48 kW) Rotax 582, 74 hp (55 kW) Rotax 618 or 80 hp (60 kW) Rotax 912UL engine. Variously marketed at

     different times as the Mark III, Twinstar and Mark III Classic.

Mark III Xtra

     Two seats in side-by-side configuration, high wing ultralight, powered by an 80 hp (60 kW) Rotax

     912UL engine, the 100 hp (75 kW) Rotax 912ULS or the 85 hp (63 kW) Jabiru 2200. The Xtra underwent an 

     aerodynamic cleanup by aerodynamicist Barnaby Wainfan and was introduced in 1999. Variously marketed as

     the Mark III Xtra and the M3X.

Mark III

Mark III Xtra

The Lambert Mission 106 is a conventionally laid out, high-wing ultralight, seating two side-by-side. Designed in Belgium, there are ULM and LSA versions.

The first prototype of the M106 was built and flown in the Slovak Republic around 2003. Its constant chord wing has twin tubular aluminium spars with wooden ribs and, like the rest of the aircraft, is fabric covered. The wing, with 2° of dihedral, carries pushrod-operated Frise ailerons and manual flaps. On each side a pair of V-form lift struts of circular cross section brace the wing to the lower fuselage longerons, assisted by further jury struts. The fuselage and empennage have a steel alloy structure. The fin and rudder are swept and the horizontal tail placed slightly above the upper fuselage line; the fin and tailplane are wire braced together. The port elevator carries a trim tab. There is side-by-side seating for two under the wing leading edge. 

After trials with Rotax and Volkswagen engines, Lambert chose the Belgian 61 kW (82 hp) ULPower UL260i flat-four to power the M106. The development period also produced changes to the undercarriage, which initially had V-strut main legs and half-axles. These were replaced with cantilever spring glass fiber legs. The standard M106 has a fixed tailwheel undercarriage, though tricycle gear is an option. The wheels may be faired. A glass cockpit electronic flight instrument system is standard equipment.

Production began in late 2005 with a batch of eight aircraft built in the Slovak Republic and assembled in Belgium. Belgian CAA certification was obtained in April 2006. The M106 is built to meet the European ULM maximum takeoff weight (MTOW) limits of 450 kg (992 lb) and is available only in flyaway form; the M108 variant is heavier, intended for areas which allow higher MTOWs, and may be kit built.

Variants

Mission 106
MTOW of 450 kg (992 lb) to meet European ULM regulations.
Mission 108
LSA compatible version, strengthened version with a maximum takeoff weight of 600 kg (1,323 lb), 75 kW (100 hp) Rotax engine. Kits available, tricycle or tailwheel landing gear.

The Lamco Eurocub is a Hungarian ultralight aircraft with fixed conventional landing gear, manufactured by Danex Engineering Kft. It is used primarily for flight training, touring and personal flying.

The aircraft is currently not in production and a purchaser for the design, jigs and rights is being sought.

The Lamco Eurocub is a single-engined, high-wing monoplane with two seats in side-by-side configuration. The Eurocub is manufactured with either an 80 hp (60 kW) Rotax 912 UL engine or a 100 hp (75 kW) Rotax 912 ULS engine. The engine drives the propeller, which has ground-adjustable pitch, through a gearbox with a 2.43:1 reduction ratio.

The aircraft's fuselage, stabilizers, rudders and landing gear are constructed of welded steel tubes. The wing spars are made of extruded Dural 6061-T6 aluminium. The aircraft is covered in Ceconite aircraft fabric covering. The firewall is made of stainless steel.

The aircraft has a conventional undercarriage and is powered by a single Rotax 503 engine in tractor configuration. Builders could make certain changes to the design so that there is a likelihood that no two examples are identical. The Kestrel was not available as a kit but many parts were available from Kestrel Aircraft and other suppliers, and seveal Kestrel trained constructors were available to assist owner-builders. The supplied specs applied to construction no. 003.

The Lederlin 380L (marketed in North America as the Ladybug) is an unconventional light aircraft developed in France in the 1960s, and marketed for homebuilding.

François Lederlin developed the 380L from the Mignet HM.380 "Flying Flea", and eventually created a new aircraft sharing only its choice of wing profile and general configuration.

Like the Pou-du-Ciel, the 380L is a tandem wing design, with the forward wing mounted on a set of cabane struts forward of the cockpit, and designed to pivot in flight, to vary its angle of incidence. Otherwise, it is unlike the original Mignet HM.14, having side-by-side seating for two in a fully enclosed cockpit, and a neatly cowled engine. The fuselage is of steel tube construction, metal-skinned at the front and fabric-covered to the rear, and the wings have fabric-covered wooden structure. The tailwheel undercarriage is fixed.