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The Dyn'Aéro MCR4S is a four-seat development of the French two seat, single engine Dyn'Aéro MCR01. It first flew in early 2000 and is sold as a kit for homebuilding in several versions by SE Aviation of Pontarlier. The MCR4S is a four-seat development of the Dyn'Aéro MCR01 and retains many similarities. Both types are low wing, single engine monoplanes with T-tails. The major changes are an increase in fuselage length to accommodate an extra row of seats with generous windows and the replacement of the flaperons seen on the long span variants of the MCR01, which have wings of about the same span as those of the MCR4S, with slotted flaps. The wing and all control surfaces of the MCR4S have carbon fibre spars and ribs, to which preformed aluminium skins are glued. The wings have constant chord and carry 3° of dihedral. The ailerons are short, leaving the rest of the trailing edge of each wing divided between two double slotted, three position flaps. Winglets were introduced in 2001 and modified to have straight (in plan) trailing edges from 2002. The MCR4S has a T-tail with an all-moving tailplane. The fin is an integral part of the carbon fibre monocoque fuselage shell which also features a small ventral fin. The cabin seats up to four, depending on the variant, in two side-by-side rows. Entry is via the large, forward hinged, two piece canopy. Two large windows light the rear seats, the port side one doubling as an emergency exit. A variety of Rotax flat four engines may be fitted, driving a two or three blade propeller, which may have fixed or variable pitch. The MCRS4 has a tricycle undercarriage. The main wheels are mounted on short, vertical legs beneath the wings, as on the Club and ULC variants of the MCR01, with a track of 2.33 m (7 ft 8 in). All undercarriage wheels and legs are faired. The Dyn'Aéro MCR4S flew for the first time on 14 June 2000. The MCR4S structure has been used by EADS Defence & Security for its EADS Surveyor 2500 drone. The first public appearance of the MCR4S was at the International Air Rally held at Cranfield just nine days after the first flight. French certification was gained in June 2001 (DGAC) and the first customer, aircraft designer Pierre Robin, flew his aircraft shortly afterwards. UK certification (LAA), though sought, had not been achieved by 2009. In mid-2010, 90 MCR4Ss appeared on the civil aircraft registers of European countries excluding Russia. Variants Data from Jane's All the World's Aircraft 2011/12 Current (2010) versions are based on the MCRS4S-2002 specification. MCR4S evolution Powered by the new Rotax 915 iS engine and developed by SE Aviation in Pontarlier, France. MCR2S Ibis Two seat configuration with large baggage volume. Rotax 912 engine. Pickup Two seat, lightened to 290 kg (639 lb) empty, to produce a microlight aircraft with two seats, maximum internal capacity and performance. Rotax 912UL or ULS engines of 80 to 100 hp (60 to 75 kW). Three seat Three seat, powered by a 60 kW (80 hp) Rotax 912 UL or JPX 4TX75 engine. Four seat Four seat, powered by a 74 kW (99 hp) Rotax 912 UL-S engine. Four seat Performance (Specifications below) Four seat, powered by an 85 kW (113 hp) Rotax 914 UL engine. CITEC Powered by a Wilksch-120 90 kW (120 hp) two stroke, three cylinder diesel engine. Dyn'Aéro Twin-R Twin engine version, first flown March 2011.[1] MRC ULC Version lightened to 230 kg (507 lb) empty weight, with tricycle landing gear and powered by an 80 hp (60 kW) Rotax 912 UL or 100 hp (75 kW) Rotax 912 ULS powerplant. The aircraft has a cruise speed of 250 km/h (155 mph) with the 80 hp (60 kW) engine. MRC M Version of the MRC ULC with conventional landing gear and powered by an 80 hp (60 kW) Rotax 912 UL or 100 hp (75 kW) Rotax 912 ULS powerplant.

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 Ikarus C52 is a German ultralight aircraft, designed and produced by Comco Ikarus, introduced at the Aero show held in Friedrichshafen in 2011. The aircraft is supplied as a complete ready-to-fly-aircraft. An evolution of the Ikarus C42, the C52 was designed to comply with the Fédération Aéronautique Internationale microlight rules. It not only updates the older design, but offers more comforts. The C-52 is not intended to replace the C42 in production, but instead to act as a higher-end complementary model. Like the C42, it features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed open cockpit, fixed tricycle landing gear and a single engine in tractor configuration. The aircraft differs from the earlier C42 primarily in that the landing gear is a cantilever design, the tail is constructed of carbon fibre and the engine mount was redesigned. Its 9.45 m (31.0 ft) span wing employs V-struts with jury struts and has an area of 12.5 m2 (135 sq ft). Standard engines available are the 80 hp (60 kW) Rotax 912UL and the 100 hp (75 kW) Rotax 912ULS four-stroke powerplants.

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.