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The Breda Ba.88 Lince ("Lynx") was a ground-attack aircraft used by the Italian Regia Aeronautica during World War II. Its streamlined design and retractable undercarriage were advanced for the time, and after its debut in 1937 the aircraft established several world speed records. When military equipment was installed on production examples, problems of instability developed and the aeroplane's general performance deteriorated. Eventually its operational career was cut short, and the remaining Ba.88 airframes were used as fixed installations on airfields to mislead enemy reconnaissance. It represented, perhaps, the most remarkable failure of any operational aircraft to see service in World War II. The Breda Ba.88 was designed to fulfill a 1936 requirement by the Regia Aeronautica for a heavy fighter bomber capable of a maximum speed of 530 km/h (330 mph)—faster than any other aircraft existing or being planned at the time)—armament of 20 mm cannons and range of 2,000 km (1,200 mi). It first flew in October 1936. The project was derived from the aborted Ba.75 also designed by Giuseppe Panzeri and Antonio Parano. Technical description The Ba.88 was an all-metal, twin-engine, two-crew monoplane, with a high-mounted wing. It employed a "concentric" fuselage design, with a framework of steel tubes and a metallic skin covering which was both streamlined (having a very small fuselage cross-section) and strong. However, this internal load-bearing structure was very complex and of outdated design, as monocoque designs were starting to be developed elsewhere. The internal struts resulted in excessive weight compounded by manufacturing delays. The narrow confines of the fuselage would require the Ba.88 to carry bombs in a semi-external structure - to the detriment of the aircraft's aerodynamics. The all-metal wings had two longerons, and housed the engine nacelles, undercarriage main elements, and the majority of the 12 self-sealing fuel tanks (the only protection in the aircraft), providing 1,586 L (419 US gal) total capacity. All three undercarriage units were retractable, which was unusual for the time. The aircraft was powered by two Piaggio P.XI air-cooled radial engines. They were of the same type as used in other projects such as the Re.2000, and drove two three-blade, constant-speed 3.2 m (10.4 ft) diameter Breda propellers. The engine nacelles also carried the two main undercarriage units. The aircraft had a twin tail to provide the dorsal 7.7 mm (0.303 in) Breda-SAFAT machine gun with a better field of fire. The aircraft had three nose-mounted 12.7 mm (0.5 in) Breda-SAFAT machine guns with 400, 450 and 400 rounds of ammunition respectively. A 7.7 mm (0.303 in) Breda machine gun (500 rounds) with a high arc of fire, was fitted in the rear cockpit and controlled by a complex motorised electrical system. A modern "San Giorgio" reflector gunsight was fitted, and there was also provision to mount a 20 mm cannon instead of the central machine gun in the nose. The payload was three bombs of 50 kg (110 lb) or three of 100 kg (220 lb) or two of 250 kg (550 lb), or a Nardi dispenser for 119 2 kg (4.4 lb) bomblets. Together these weapons gave the Ba.88 impressive armament for its time. The forward pilot's cockpit was fully instrumented, with an airspeed indicator capable of reading to 560 km/h (350 mph), gyroscope and an altimeter (useful to 8,000 m (26,000 ft). For more details of development, operational history and 4 variants, click here.

The Boulton Paul Balliol and Sea Balliol are monoplane advanced trainer aircraft designed and produced by the British aircraft manufacturer Boulton Paul Aircraft. On 17 May 1948, it became the world's first single-engined turboprop aircraft to fly. The Balliol was operated primarily by both the Royal Air Force (RAF) and the Royal Navy Fleet Air Arm (FAA). Developed during the late 1940s, the Balliol was designed to fulfil Air Ministry Specification T.7/45, replacing the wartime North American Harvard trainer. Unlike previous trainer aircraft, which were powered by piston engines, it was specified for the aircraft to use newly developed turboprop propulsion instead. On 30 May 1947, the Balliol performed its maiden flight; the first preproduction aircraft would fly during the following year. Production examples were powered by the Rolls-Royce Merlin engine, while various prototypes and pre-production aircraft featured alternative powerplants such as the Rolls-Royce Dart and Armstrong Siddeley Mamba turboprop engines. The Balliol entered service with the RAF in 1950 and proved to be a relatively trouble-free trainer. However, a shift in attitudes towards turbojet-powered trainer aircraft would see orders being curtailed for the type by 1952. Despite this, a navalised version of the aircraft, the Sea Balliol, was also introduced for deck landing training. The type also saw some use in other capacities, such as for experimental flights. Only a single export customer, the Royal Ceylon Air Force, would procure the type. Origins During March 1945, the Air Ministry issued Specification T.7/45, which sought a new advanced trainer to succeed the Royal Air Force's (RAF) fleet of North American Harvards. Amongst the requirements specified was the use of the newly developed turboprop engine, as it was felt that the new generation of advanced trainers would better prepare pilots for flying jet-powered combat aircraft such as the newly emerged Gloster Meteor fighter aircraft. As a fallback measure in case of difficulties being encountered with engine development programmes, the envisioned trainer was also to readily accommodate a more conventional Bristol Perseus radial engine as well. A further stipulation by the ministry was the fitting of a three-seat cockpit in a configuration roughly akin to the contemporary Percival Prentice basic trainer. The pilot and instructor were sat in a side-by-side arrangement, while a second student could be accommodated in a third seat to the rear, positioned as to enable them to closely observe the pilot and the instructions being issued. The trainer was to be configured to perform various forms of training, being suitable for both day and night operations, featuring both guns and bombs for armament training, a glider-towing capability, and a general design that would be compatible with navalisation measures, such as a strengthened undercarriage and the fitting of arrestor gear. Within a month of the specification's issuing, Boulton Paul Aircraft had opted to produce multiple proposals in response, as large orders had been anticipated. Boulton Paul's P.108 proposal, which would become the Balliol, was that of a conventional low-wing monoplane, featuring retractable main undercarriage and a fixed tailwheel. Towards the end of August 1945, Boulton Paul received an order from the Air Ministry, calling for the production of a batch of four prototypes, which were to be powered by the Rolls-Royce Dart turboprop engine. During August 1946, this was followed by a larger order for 20 pre-production aircraft, with ten each to be powered by the Dart and the Armstrong Siddeley Mamba turboprop, with delays to development of the Dart meaning that the prototypes would now be fitted by the Mamba. Competing proposals from other manufacturers were also submitted, including Avro's Athena in particular. For more details of development, design, operational history and 4 variants, click here.

The Blackburn Shark was a carrier-borne torpedo bomber designed and built by the British aviation manufacturer Blackburn Aircraft. It was originally known as the Blackburn T.S.R., standing for "torpedo-spotter-reconnaissance", in reference to its intended roles. The Shark was the last of Blackburn's biplane torpedo bombers. The prototype Shark performed its maiden flight on 24 August 1933, the first production aircraft was introduced to service during the following year. It was operated by the Fleet Air Arm, Royal Canadian Air Force, Portuguese Navy, and the British Air Observers' School. During the leadup to the 1939 war began the more capable Blackburn Shark was more complex to build so increased production went to its earlier rival the Fairey Swordfish. Despite this, numerous aircraft continued to be operated during the Second World War, largely being confined to secondary roles away from the front lines, such as training and target tug duties. Despite this, Sharks were repeatedly deployed in frontline roles during events such as the Dunkirk Evacuation and the Japanese invasion of British Malaya. During 1945, the final Sharks were withdrawn from service. The Blackburn T.9 Shark has its origins within the early 1930s as a private venture by the company. Originally known as the Blackburn T.S.R., standing for torpedo-spotter-reconnaissance, it was designed in conformance with Air Ministry Specification S.15/33, which sought a combined torpedo-(naval artillery) spotter-reconnaissance aircraft for the Fleet Air Arm (FAA). Blackburn was not the only company that opted to pursue this requirement; Fairey Aviation designed the TSR 1, a forerunner to the highly successful Fairey Swordfish that was active during the Second World War. The T.S.R. represented a substantial departure from Blackburn's previous naval aircraft designs, as the design team had opted to eliminate almost all use of streamlined bracing wires in favour of slanted struts. Despite this change, the wings were still foldable to ease stowage; a hydraulic wing-locking mechanism was incorporated to speed up folding/unfolding actions. Further measures to improve deck handling included the adoption of a tracking tail and pneumatic wheel brakes. The design process had been aided by operational experienced gained from the Blackburn Baffin. Features, such as the camber-changing flaps and fuselage construction, were derived from earlier prototypes. Initially, the design of the T.S.R featured open cockpits, which were heated by an exhaust pipe muff.[4] It had a crew of three, with the pilot seated in the first cockpit while the observer/wireless operator and gunner sharing the second cockpit, although longer range missions would sometimes be flown with only a crew of two. A prone position for bombing missions was also provisioned for, which included a watertight hatch and a hinged course-setting bomb sight. The bomb fusing controls were placed within reach of both the pilot and observer positions; ammunition was stowed in ten ammunition pans within the gunner's cockpit. Armament consisted of one fixed, forward-firing .303 in (7.7 mm) Vickers machine gun, plus a .303 in (7.7 mm) Vickers K machine gun or Lewis Gun mounted on a Scarff ring in the rear cockpit, with provision for a 1,500 lb (680 kg) torpedo or equivalent bombload carried externally. The fuselage was strengthened to withstand catapult launches and divided into watertight compartments. Structural elements included stainless steel tubular spars and light alloy ribs; similar materials were used for the entire tail section save for the Alclad-plated fin.[6] The majority of the flying surfaces had fabric coverings; the wing tips were detachable as to allow their easy replacement if damaged. The main fuel tanks were not integral to the structure; instead, two detachable tanks composed of duralumin were carried in separate watertight compartments forward of the pilot, housing up to 182.5 gallons of fuel. The aircraft had a range of 623 miles normally, but this could be extended to 1,130 miles via the use of a cylindrical tank, attached to the torpedo crutches, that was capable of holding up to 150 gallons of additional fuel. For details of operational history and 6 variants, click here.

The Bratukhin Omega (also known as the 2MG) was an early Soviet helicopter, the first product of a new Soviet design bureau, OKB-3 that was created from within TsAGI specifically to develop rotary-wing aircraft. Bratukhin's design was a transverse rotor aircraft, with each rotor carried on a long outrigger truss. The Omega's rotors were each powered by a separate engine carried in a nacelle also at the end of the truss. Captive trials commenced in August 1941 and revealed severe problems with engine vibration and overheating. Before these could be addressed, however, OKB-3 was evacuated ahead of the German advance into the Soviet Union. Flight testing recommenced in mid-1942, with the Omega still flying on a tether until early the next year. Free-flight trials confirmed the design as basically sound, so although the engine difficulties were never fully resolved, Bratukhin was convinced that further development along the same general lines would prove fruitful. Development of the Omega helicopter was incremental with progressively more powerful engines, stronger structure and more reliable dynamic components, such as gearboxes and transmission shafts. The ultimate iteration of the Omega was the Bratukhin B-11 which was used to compare characteristics of the products of the three competing helicopter designers. Completed in 1948 this was probably the most successful of the breed up to that time but still exhibited some of the short-comings of the configuration; mismatch between fixed wing and rotor and reliability of the complex dynamic components. The lateral twin-rotor system was not put to rest, however, and was resurrected in the Kamov Ka-22 and the Mil V-12. Variants Bratukhin 2MG (2 Motor Gelikopter – twin engined helicopter) - Alternative designation for the 'Omega'. Bratukhin Omega II - The Omega with more powerful engines in streamlined pods, with fan-assisted cooling, and stiffer, more reliable dynamic components. Bratukhin G-2 - Alternative designation for "Omega II". Bratukhin G-3 - 2 x prototype artillery spotter helicopters, "Omega II" with imported 450 hp Pratt & Whitney Wasp Junior engines. One prototype 'AK' delivered to VVS for pilot training. Bratukhin G-4 - The first Soviet helicopter powered by purpose-designed engines with a cooling fan and front mounted gearbox with outputs for rotor drive and inter-connection shaft as well as a centrifugal clutch and improved rotor, two prototypes built. Bratukhin B-5 - The first Helicopter named after Bratukhin was a scaled-up "G-4" with more powerful engines and a new airframe of light alloy stressed skin with a lifting aerofoil wing set at zero incidence, completed in 1947 but only limited test flying due to excessive wing flexure. Bratukhin B-9 - An ambulance derivative of the 'B-5' with a larger fuselage housing four stretchers in two layers with an attendant. The wing was changed to a symmetrical section set at positive incidence. One example completed in 1947 but never flown due to the wing flexure problems identified by flight testing of the 'B-5'. Bratukhin B-10 - With a new fuselage this slightly enlarged version of the "B-9" introduced bracing struts from the fuselage through the wings at the main spar and up to the rotor head. An observation cupola was fitted at the extreme nose, above the pilots cockpit, and a gunners position was provided at the aft end of the fuselage. Power was supplied by fully boosted AI-26GRF engines. A twin-finned variable incidence tail unit was also introduced. The new fuselage allowed the "B-10" to fulfill all the envisaged roles without building separate versions. One example was built in 1947 and underwent successful flight testing. Later the "B-10" was flown with single ShKAS machine guns in the nose and tail positions. Bratukhin B-11 - To provide data for comparison with Yakovlev and Mil helicopters two examples of the "B-11" were authorized and underwent flight testing to measure their performance from April 1948. Single-engined flight, auto-rotation and a marked reduction in vibration were all demonstrated. Problems identified included; a persistent hydraulic leak and rotor stalling due to lack of lift from the fixed wing at high speeds. Many modifications were proposed before the first prototype was destroyed, and the pilots killed, after the right hand rotor shed a blade in flight. A general disillusionment with helicopters in general and superior handling and performance from single rotor designs led to termination of the twin lateral rotor Bratukhin helicopters. Bratukhin AK - Ten AK (Artilleriskii Korrektirovshchik – artillery correction) production G-3 helicopters ordered but manufacture and/or delivery is uncertain. Bratukhin VNP (Vozdushnii Nabludatyelnii Punkt - aerial observation point) - Alternative designation for "B-10".

The Brantly 305 is an American five-seat light helicopter of the 1960s. It is an enlarged version of the Brantly B-2 which was produced by the Brantly Helicopter Corporation. The five-seater Model 305 helicopter is based on the smaller two-seat Brantly B-2 that was designed by Newby O. Brantly. The helicopter is powered by a Lycoming IVO-540 flat six piston engine.[1] The enlarged cabin has room for five passengers, two side-by-side forward-facing seats and a bench seat at the rear for three passengers. The Model 305 first flew during January 1964 and FAA type approval was received 29 July 1965. 45 were built during the mid 60's by Brantly and Brantly-Hynes produced an improved version in 1985 of which 4 were built. The Brantly 305 suffered from a ground resonance problems.[citation needed] Hynes developed a more powerful and streamline version in 1993, none were produced.

The Blume Bl.500, Bl.502, and Bl.503 were a family of four-seat light aircraft designed in West Germany by Dr Walter Blume in the late 1950s. Derived from his Arado Ar 79, the basic design shared by all models was that of a conventional low-wing cantilever monoplane with retractable tricycle undercarriage and all-metal construction. The Bl.500 prototype was built for Blume at the Focke-Wulf plant and was powered by a Lycoming O-320 engine of 112 kW (150 hp). This led to a modified version, the Bl.502 that achieved German type certification and was offered for sale alongside the generally similar Bl.503 with a more powerful engine. However, no orders were forthcoming and Blume abandoned the project. The final example of the design, the Blume Bl.503 was still active in 1965. Variants Bl.500 prototype Bl.502 intended production version with Lycoming O-320 Bl.503 proposed production version with Lycoming O-360. A single example was completed.

The Dornier 228 is a twin-turboprop STOL utility aircraft, designed and first manufactured by Dornier GmbH (later DASA Dornier, Fairchild-Dornier) from 1981 until 1998. 245 were built in Oberpfaffenhofen, Germany. In 1983, Hindustan Aeronautics Limited (HAL) bought a production licence and manufactured another 125 aircraft in Kanpur, Uttar Pradesh, India. In July 2017, 63 aircraft were still in airline service. In 2009, RUAG started building a Dornier 228 New Generation in Germany. The fuselage, wings and tail unit are manufactured by HAL in Kanpur, India, and transported to Oberpfaffenhofen, where RUAG Aviation carries out aircraft final assembly. The Dornier 228NG uses the same airframe with improved technologies and performances, such as a new five-blade propeller, glass cockpit and longer range. The first delivery was made in September 2010 to a Japanese operator. In 2020, RUAG sold the Dornier 228 program to General Atomics subsidiary General Atomics AeroTec Systems. Subsequently production was resumed and the newest version called Do228 NXT is currently being developed and manufactured. For details of development, design and more, click here.

The Bloch MB.160 was a fourteen-seat French airliner intended for use in the French African colonies. Three were built and two entered service with Régie Air-Afrique at the start of World War II. Developments included the Bloch MB.162 bomber which was too late for service and the Sud-Est SE.161 Languedoc, one hundred of which were built post-war. The first flight of the Bloch MB.160 was on 18 June 1937, piloted by André Curvale at Villacoublay, Marcel Bloch's base. On 20 August, now named the Lieutenant-Génin, it was one of thirteen aircraft from three countries (France, Italy and the UK) to take part in a 6,190 km (3,850 mi) race from France to Syria and back, flying from Istres to Damascus and returning to Paris. Nine finished, with Italian Savoia-Marchetti SM.79s in the first three places; the Bloch, piloted by Captain François, was seventh, taking 17h 38 min at an average speed of 273 km/h (170 mph). On 17 October the MB.160 set a new world speed record for an aircraft carrying a 5,000 kg (11,000 lb) useful load over 2,000 km (1,200 mi), averaging 307.455 km/h (191.044 mph; 166.012 kn). By March 1938 it had completed testing at Marignane and had returned to Villacoublay for minor aileron alterations and for some internal revision. By this time a second example was under way. As late as November 1938 one Bloch MB.160 was back for further modifications to the wing. In July 1939 the first of two delivered to Air-Afrique (only the second and third Bloch 160s appeared on the French civil register) had completed its exploration flights, with passengers, in Algeria. Though only three MB.160s were built a development of it, the MB.161, was the pre-war prototype of the Sud-Est SE.161 Languedoc. Its first flight was in September 1939; one hundred of them were built post-war. The Languedoc had a 7% greater span, twin end plate fins and a slightly shorter fuselage. 1,150 hp (860 kW) Gnome-Rhône 14N44/45 radial engines replaced the Hispano-Suizas in the prototype but production aircraft had 890 kW (1,200 hp) Pratt & Whitney R-1830-92 Twin Wasp radials. The MB.162 was the final MB.160 variant, initially developed for long range flights but flown as a bomber. Like the MB.161, it had twin fins and Gnome-Rhône 14N engines. Only one was built, making its first flight on 1 June 1940. For details of design and variants, click here.

The Breda-Zappata B.Z.308 was an Italian four-engined airliner produced by Breda. it was conceived by the engineer Filippo Zappata in 1942, still in time war, with all the problems connected to the priorities of the moment, so much so that the September 8, 1943 only the fuselage of the prototype was built. In the period 1944-45 the work was blocked first by the Germans and, at the end of the conflict, by the Allies, whose Allied Armistice Commission prohibited the continuation of any aeronautical project until the beginning of 1946.Vincenzo Melecca . The B.Z.308 was a four-engined civil transport developed in the late 1940s for operation over both European and transatlantic routes. A large low-wing monoplane of all-metal construction, it was powered by four Bristol Centaurus radial engines driving five-bladed propellers. It had a large tailplane with endplate fins and rudders, and had retractable landing gear. The fuselage, oval in cross-section, accommodated a flight crew of five and 55 passengers in two cabins; a high-density model was planned with seats for 80. In early 1946 the work resumed, also slowed down by British resistance to delivering the needed engines, so the aircraft was completed in June 1946 and the first flight took place on August 27, 1948. V.Meleca Construction began during 1946, under aircraft designer Filippo Zappata at Breda's Sesto San Giovanni works. The Allied Commission halted the work, which was not resumed until January 1947. Further delays in the delivery of Bristol Centaurus engines delayed the first flight, which was on 27 August 1948, piloted by Mario Stoppani. Although flight testing went well, the project was abandoned as a result of financial problems, and anticipated competition from American airliners in the postwar market. Breda subsequently stopped producing aircraft entirely. The prototype B.Z.308 was acquired by the Italian Air Force in 1949 as a transport aircraft (MM61802). Despite orders in 1950 from India, Argentina and Persia, only the prototype was built, allegedly also due to pressure from the allies for Italy to refrain from competing in civilian aircraft manufacture after the war. On 27 August 1948 the Bz 308 made its maiden flight in front of civil and military authorities, politicians and the Italian President. The prototype, which passed to the Italian Air Force in 1950, was used to fly between Rome and Mogadishu until 21 February 1954, when it was damaged beyond repair by a collision with a cement truck, and was abandoned in a field in Somalia before being broken up. It was also the first Italian transatlantic aircraft, and the first aircraft to fly into the new Malpensa airport in 1948. The aircraft has a brief appearance in the 1953 movie Roman Holiday.

The Apollo Fox is a Hungarian ultralight and light-sport aircraft produced by Apollo Ultralight Aircraft, of Eger. The aircraft is supplied complete ready-to-fly. The Apollo Fox was derived from the Aeropro Eurofox, which itself was a metric adaptation of the Denney Kitfox. The Kitfox in turn is a derivative of the Avid Flyer. The Apollo Fox was adapted to comply with the Fédération Aéronautique Internationale microlight rules and US light-sport aircraft rules. It features a strut-braced high-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 fuselage is made from welded steel tubing, while the wing is built with aluminum spars and ribs. The fuselage and flying surfaces are covered in doped aircraft fabric. Its 9.15 m (30.0 ft) span wing is supported by V-struts and jury struts and features Junkers-style ailerons. Standard engines available are the 64 hp (48 kW) Rotax 582 two-stroke, the 80 hp (60 kW) Rotax 912UL and the 100 hp (75 kW) Rotax 912ULS four-stroke powerplant. The cabin width is 110 cm (43 in). The aircraft's wings fold for storage or ground transportation and can be folded by one person in ten minutes. In 2003 a 100 hp (75 kW) Rotax 912ULS-equipped Fox was flown by Andor Kántás and Csongor Lathky from Sármellék, Hungary to Sydney, Australia, a distance of 25,000 km (15,534 mi).

The Aquila A 210 is a two-seat reinforced plastic light aircraft produced in Germany from 2002. It remains in production in 2022 as the updated A211. The marketing name A 210 is usually used to refer to Aquila's light side by side two seat aircraft, though its official engineering and certification name is Aquila AT01. Design work started in 1997 and the first flight was made in March 2000. The A 210 is entirely built from carbon and glass fibre reinforced plastics (CFRP and GFRP). CRFP is used for the more highly stressed members, spars, frames and stringers, GFRP for shells and control surfaces, the latter with GFRP/polyurethane sandwich construction. The low wing has straight tapered inboard sections with increasing sweep outboard and winglets at the tips on production examples. It has a laminar flow section and 4.5° of dihedral. The ailerons are balanced and the inboard single slotted Fowler flaps have two positions. The A 210 is powered by a Rotax 912 flat four engine driving a two blade propeller. The cabin has uninterrupted transparencies fore and aft, with a slender fuselage behind. The canopy is forward hinged. The tailplane is set just above the fuselage and the fin is swept. A small ventral fin doubles as a tail bumper. The A 210 has a fixed tricycle undercarriage. Its mainwheels are fitted with hydraulic brakes and mounted on spring steel legs from the fuselage. The nosewheel has rubber suspension and is steerable; speed fairings are fitted on all wheels. German certification was achieved in 2001 and deliveries began the following year. It gained US certification in 2003. Early sales were to clubs, mostly as training aircraft. Most have been sold in Europe and overall 120 have been built by late 2010. 110 appear as Aquila AT01 on the civil aircraft registrations of European countries excluding Russia in 2010. After the acquisition of the company by a Turkish investor, one plane was gifted to Gendarmerie General Command. Variants Aquila A 210 Original model Aquila A 211 Conventional instrument panel Aquila A 211GX Glass cockpit model

The Arctic Aircraft Arctic Tern (named after the bird) is a bush plane that was produced in small numbers in Alaska in the 1970s and 1980s. It is a strengthened and modernised version of the Interstate Cadet of the 1940s. It is a high-wing braced monoplane with fixed tailwheel undercarriage. It has two seats in tandem, with the rear seat removable for added cargo carriage. It is also provided with a cargo loading door in the fuselage side to facilitate loading bulky items. Optional fittings included floats or skis in place of the wheeled undercarriage, and a ventral pod to carry extra cargo or fuel. In 2007, the Interstate Aircraft company was planning a revised and updated Arctic Tern, with US FAA certification expected in the first half of the year.

The CAB GY-20 Minicab is a two-seat light aircraft designed by Yves Gardan and built in France by Construction Aeronautiques du Bearn (CAB) in the years immediately following World War II. CAB was formed in 1948 by Yves Gardan, Max Lapoerte and M. Dubouts. The Minicab is a conventional, low-wing cantilever monoplane with fixed tailwheel undercarriage, powered by a Continental A65 engine. Its design was a scaled-down version of the aircraft that Yves Gardan had designed for SIPA, the SIPA S.90. The pilot and passenger sit side by side and access to the cockpit is via a one-piece perspex canopy that hinges forwards. Gardan's intention was to produce a low-cost, easy-to-fly, easy-to-maintain aircraft with the possibility of homebuilding. The prototype Minicab first flew at Pau-Idron on 1 February 1949 with Max Fischl at the controls. CAB manufactured a total of about 65 Minicabs when production ended in 1955. The rights for the plans were then acquired by Arthur Ord-Hume in the United Kingdom who anglicised the drawings and made various minor improvements for home-builders. A large number were completed by amateur builders in the United Kingdom, France and other countries around the world. There is about 20 Minicabs currently active in the United Kingdom, many of which were built (or rebuilt) to the JB.01 standard, developed by M. Jean Barritault, usually with a Continental C90 engine. Falconar sold plans for a tricycle gear homebuilt model named the Minihawk. Another development is the K&S or Squarecraft Cavalier which is a redesigned Minicab in several versions with plans translated from French to English and modified by Stan Mcleod. The plans were marketed by K&S Aircraft of Calgary, Alberta and later MacFam. Variants GY-20 Minicab CAB first production model. GY-201 Minicab refined version with increased fuel capacity, reduced wingspan, strengthened undercarriage, split flaps, and castoring tailwheel. CAB final production model and also principal homebuilt version. Barritault JB.01 Minicab built to the modified design of Jean Barritault. Falconar Hawk Minicabs built to plans supplied by Falconar Falconar MiniHawk plans-built design from Falconar with tricycle undercarriage. MacFam Cavalier (K&S or Squarecraft Cavalier) Redesigned in several versions principally with tricycle and swept tail surfaces, and strengthened for a more powerful engine.

The Berkut 360 is a tandem-seating, two-seat homebuilt canard aircraft with pusher configuration and retractable landing gear, built primarily of carbon fiber and fiberglass. The Berkut 360 is featured in the 2010 movie Kill Speed (Fast Glass). The prototype Berkut was designed and built by Dave H. Ronneberg as part of a business partnership between Ronneberg and Donald S. Murphy, called Experimental Aviation, that lasted from 1989 to 1992. In 1992 the partnership dissolved and Ronneberg, incorporating as Experimental Aviation, Inc., brought the aircraft to market as a kit, while Murphy wanted to shelve the project entirely. A subsequent series of lawsuits between the two resulted in bankruptcy for Ronneberg and Murphy as individuals and for Experimental Aviation as a corporation. The kit was resurrected in 1996 by Richard Riley and Renaissance Composites, with Ronneberg working as a consultant. In January 2001, under pressure from Ronneberg, Renaissance sold the assets to Vicki Cruse, an American aerobatic pilot,[failed verification – see discussion] who then formed Berkut Engineering and Design, Inc. That company withdrew the aircraft from the market in 2002. Ronneberg continued with the project, which is now directed at UAV markets. A deal was struck in 2003 to sell the project to Republic Aerospace, but the deal fell through. Cruse was no longer involved with day-to-day operations, but maintained ownership until her death on August 22, 2009, when the aircraft she was flying — a borrowed Zivko Edge 540 — crashed in Buckinghamshire, England, during a qualifying flight for the World Aerobatic Championships. Through the various incarnations, approximately 75 kits were sold and 20 airplanes completed. The Berkut is derived from the Rutan Long-EZ, with the primary differences being retractable main landing gear, dual canopies, and molded fuselage, strakes, and wing spar. Like the Long EZ, the Berkut carries two people in a tandem seating arrangement. The front seat occupant has access to all instrumentation and controls. The rear seat, normally holding the passenger, is equipped with a side stick and throttle, but no rudder pedals, brakes, or instruments. Aerodynamic optimizations to the original Long-EZ airframe were made to increase performance and interior space. The fuselage was stretched and the nose, canard, instrument panel and pilot moved forward one foot (300 mm), to allow a heavier engine to be used in the rear. The main wing trailing edge was straightened, removing a small bend in the trailing edge of the Long EZ wing. The lower winglet was removed and the aileron size increased in both chord and span, significantly increasing roll rate. Early Berkuts used wings and canard that were structurally similar to the Long-EZ and used solid blue 2 lb/cu. ft. density Dow STYROFOAM PI cores cut to shape with a hot-wire foam cutter, but with carbon fiber reinforced polymer skins instead of fiberglass. The fuselage and winglets remained fiberglass. Later versions (kits produced after spring 1999) used fully molded carbon fiber canards and wings with high density, 5 lb/cu. ft. 1/4" thick PVC or SAN foam cores, leaving only minor fairings and tip surfaces to be carved from foam. The Berkut has always used the Roncz 1145MS canard airfoil, which is more tolerant of insect and rain contamination than the GU 25-5(11)8 airfoil originally used on the Long-EZ. The Berkut used a retractable main (rear) landing gear system designed by Shirl Dickey for his E-Racer homebuilt. Originally, Berkut used gear parts produced by Dickey, but over time they were repeatedly re-engineered and strengthened. Later kits had gear components produced entirely in-house. Like the earlier Vari-Eze and Long EZ, the Berkut kneels with its nose gear retracted to prevent the aircraft from tipping over backwards when parked without a pilot in the front seat. Some early Berkuts utilized hydraulic nose-gear extension systems, but most have used an electro-mechanical jack-screw. With the electric system, the pilot and passenger can climb into the cockpit, then extend the nose gear, raising the airplane with occupants inside. While the Long-EZ, originally designed for the Lycoming O-235 108-118 hp engine, was closer in the design of the Berkut, the latter was designed from the outset for the larger Lycoming IO-360 180 hp engine. The aircraft was later adapted, with a different engine mount, cowls and battery location, to accept the 260 hp Lycoming IO-540, which most builders chose. With the O-540, some have reportedly reached speeds of 300 mph in level flight. Variants Berkut 360 Original configuration, retractable gear, Lycoming 4-cylinder 360-cubic-inch, fuel-injected, 180 hp engine. Berkut FG360 Fixed-gear version of the 360. (Offered but never built, except as a UAV by Geneva Aerospace ) Berkut 540 Lycoming 6-cylinder, 540-cubic-inch, 260 hp engine upgrade. Changes consisted of larger cowls, a different engine mount, custom engine mount ears, stiffer engine isolators, a custom sump modification and different cooling baffles. Berkut FG540 Fixed-gear version of the 540. (offered, but never built) Mobius A modified Berkut with a single canopy and automated flight equipment where the second seat would be located, for UAV research and development with a 20-hour endurance. Two aircraft have been built with a third one in development. N442LT is the first tail number. N497LT is the second. Berkut Jet A Berkut using a modified GE T-58 turbine engine, built by Jerrold Jorritsma, registration number N3255U. Crashed in Loveland, Colorado on May 9, 2010. Berkez or Berk-EZ Heavily modified Rutan Long-EZ homebuilt with Berkut components.

The Vidor Champion V is an Italian homebuilt aircraft that was designed by Giuseppe Vidor, first flying on 10 June 1995. The aircraft is supplied in the form of plans for amateur construction. It is also known as the Asso Aerei V Champion. The Champion V was developed into the Alpi Pioneer 300, with the addition of composite skin. The Champion V features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, fixed or optionally retractable tricycle landing gear and a single engine in tractor configuration. The aircraft is made from wood, with its flying surfaces covered in doped aircraft fabric. Its 8.321 m (27.3 ft) span wing mounts flaps and has a wing area of 11 m2 (120 sq ft). The wings are removable in about 15 minutes for ground transport or storage. The cabin width is 42 in (110 cm). The acceptable power range is 75 to 100 hp (56 to 75 kW) and the standard engine used is the 75 hp (56 kW) Volkswagen air-cooled engine four cylinder, air-cooled, four stroke automotive conversion powerplant. The Champion V has a typical empty weight of 272 kg (600 lb) and a gross weight of 480 kg (1,058.2 lb), giving a useful load of 208 kg (459 lb). With full fuel of 49 litres (11 imp gal; 13 US gal) the payload for the pilot, passenger and baggage is 173 kg (381 lb). The manufacturer estimates the construction time from the supplied kit as 1500 hours. By 1998 the company reported that 15 kits had been sold and three aircraft were completed and flying. In January 2014 one example was registered in the United States with the Federal Aviation Administration.

The Shenyang J-15 (Chinese: 歼-15; pinyin: Jiān-Shíwǔ), also known as Feisha (Chinese: 飞鲨; pinyin: fēi shā; lit. 'Flying Shark'; NATO reporting name: Flanker-X2, Flanker-K) is a Chinese all-weather, twin-engine, carrier-based 4.5 generation multirole fighter aircraft developed by the Shenyang Aircraft Corporation (SAC) and the 601 Institute, specifically for the People's Liberation Army Naval Air Force (PLANAF) to serve on People's Liberation Army Navy's (PLAN) aircraft carriers. The aircraft entered active service with the PLAN in 2013. An improved variant, named J-15T, incorporating CATOBAR launch capability, modern fifth-generation avionics, entered active service in the South China Sea in October 2024. In 2001, the T-10K-3, an unfinished prototype of the Su-33, was acquired by SAC from Ukraine[8] and is claimed to have been studied extensively and reverse-engineered, with development on the J-15 beginning immediately afterward. China had sought to purchase Su-33s from Russia on several occasions—an unsuccessful offer was made as late as March 2009—but negotiations collapsed in 2006 after it was discovered that China had developed a modified version of the Sukhoi Su-27SK, designated the Shenyang J-11B, in violation of intellectual property agreements. However, according to Chinese sources, the reason China withdrew from talks was that Russia wanted large payments to re-open Su-33 production lines and insisted on a Chinese purchase of at least 50 Su-33s, about which China was reluctant, as it believed the aircraft would become outdated in a few years. China hence decided on an indigenous variant instead of continuing to assemble the J-11, the licensed Chinese version of Su-27. The J-15 program was officially started in 2006 with the codename Flying Shark. The program goal was to develop a naval-capable fighter aircraft from the Shenyang J-11, with technologies reverse-engineered from T-10K-3, a Soviet Su-33 prototype that had been acquired from Ukraine. The first J-15 prototype made its maiden flight on August 31, 2009, believed to have been powered by Russian-supplied Saturn AL-31 turbofan engines. Video and still images of the flight were released in July 2010, showing the same basic airframe design as the Su-33. On May 7, 2010, the aircraft conducted its first takeoff from a simulated ski-jump on land. On November 25, 2012, the aircraft successfully performed its first takeoff and landing on Liaoning, China's first operational aircraft carrier. The twin-seat variant, J-15S, made its maiden flight on November 4, 2012. After conclusion of the flight-test phase, in 2013 the first 24 J-15 aircraft were delivered to the Naval Aviation’s Carrier Fighter Group. For more details of development, design, operational history, and 5 variants, click here.

The ANF Les Mureaux 110 and its derivatives were a family of all-metal military reconnaissance aircraft developed and produced by the French aircraft manufacturer ANF Les Mureaux. It was designed in response to a requirement issued by the French air ministry. Introduced to service during the 1930s, in excess of two hundred aircraft were procured for the French Air Force to equip not just its frontline units but also to replace aircraft such as the Potez 25s from reserve units. Multiple variants were operated by the service, perhaps most noteworthy was the conversion of 40 aircraft to serve as dedicated night fighters. The family was in widespread usage at the start of the Second World War, and thus saw intense combat during the Battle of France. All remaining aircraft were scrapped in the aftermath of the armistice with Germany. The ANF Les Mureaux 110 originated with a French air ministry requirement for an aircraft to replace the Breguet 19 in Armée de l'Air service in the "R2" two-seat reconnaissance role. ANF Les Mureaux opted to produce a clean-sheet response to this requirement. It was during this design work that the firm developed a new technique for metal construction, it was promptly incorporated into the new long distance observation aircraft, which was later designated 111. Two slightly different variants, the 110 and 111 were presented to the air force for evaluation, and were ordered into production soon thereafter. The first mass-production version was the 113 in 1933, of which 49 examples were purchased. This was supplanted in production by the 115 in 1935 and the 117 later than year. Both these series were given light bombing capability as well. For details of design, operational history and 10 variants, click here.

The Antonov An-24 (Russian/Ukrainian: Антонов Ан-24) (NATO reporting name: Coke) is a 44-seat twin turboprop transport/passenger aircraft designed in 1957 in the Soviet Union by the Antonov Design Bureau and manufactured by the Kyiv, Irkutsk and Ulan-Ude Aviation Factories. It was the first of a future family of turboprops by Antonov. The An-30 came next with a cartographic configuration, then the An-26 with a military configuration and lastly the An-32 with modernized equipment. The An-132 was intended to be the next member of the An-24 family, but Saudi Arabia's Taqnia ceased cooperation and the only prototype was destroyed, which led to the project being cancelled. A Chinese licensed-built version, the Xi'an Y-7, is heavily based on the An-24, but is not a member of the family. First flown in 1959, the An-24 was produced in some 1,000 units of various versions; in 2023, 93 were still in service worldwide, mostly in the Commonwealth of Independent States and Africa. It was designed to replace the veteran piston Ilyushin Il-14 transport on short- to medium-haul trips, optimised for operating from rough strips and unprepared airports in remote locations. The high-wing layout protects engines and blades from debris, the power-to-weight ratio is higher than that of many comparable aircraft, and the machine is rugged, requiring minimal ground-support equipment. Due to its rugged airframe and good performance, the An-24 was adapted to perform many secondary missions, such as ice reconnaissance and engine/propeller test bed, as well as further development to produce the An-26 tactical transport, An-30 photo-mapping/survey aircraft and An-32 tactical transport with more powerful engines. Various projects were envisaged such as a four-jet, short- and medium-haul airliner and various iterations of powerplant. The main production line was at the Kyiv-Svyatoshino (later renamed "Aviant") aircraft production plant, which built 985, with 180 built at Ulan Ude, and a further 197 An-24T tactical transport/freighters at Irkutsk. Production in the USSR was shut down by 1978. Production continued at China's Xi'an Aircraft Industrial Corporation, which made licensed, reverse-engineered, and redesigned aircraft as the Xian Y-7 and its derivatives. Manufacture of the Y-7, in civil form, has now been supplanted by the MA60 derivative with western engines and avionics, to improve performance and economy, and widen the export appeal. The aircraft introduced in Mongolia was initially planned to be used by the air force, but was eventually handed over to a private airline company for use, and some were later used in research facilities. Since then, as the aircraft has deteriorated, it has been stored in Ulaanbaatar. A total of 1367 units in 24 variants produced. For details, click here.

The Hawker Sea Hawk is a British single-seat jet day fighter formerly of the Fleet Air Arm (FAA), the air branch of the Royal Navy (RN), built by Hawker Aircraft and its sister company, Armstrong Whitworth Aircraft. Although its design originated from earlier Hawker piston-engined fighters, the Sea Hawk was the company's first jet aircraft. Following acceptance in the RN, the Sea Hawk proved to be a reliable and sturdy workhorse. A considerable number were also produced for the export market and were operated from aircraft carriers in Dutch and Indian service. The last operational Sea Hawks, operated by the Indian Navy, were retired in 1983. Towards the end of the Second World War, Hawker's design team had become increasingly interested in developing a fighter aircraft that took advantage of the newly developed jet propulsion technology. Prior to this, Hawker had been committed until late 1944 to the production and further development of its piston-powered aircraft, such as the Hurricane, Tempest and Typhoon, to meet the wartime demands for these aircraft. On 1 September 1944, the first prototype of the company's latest fighter aircraft, the Hawker Fury/Sea Fury, conducted its maiden flight; it was this aircraft that would serve as the basis for Hawker's first jet-powered aircraft. The design team studied the potential adaption of the aircraft, having opted to use the Rolls-Royce Griffon-powered Fury prototype as the starting point. The team started with the deletion of the piston engine, with its replacement, a single Rolls-Royce Nene turbojet engine, being fitted in a mid-fuselage position, along with lateral air intakes and a tailpipe which emerged beneath the tailplane. The prospective modifications also included "stretching" the fuselage and moving the cockpit to the extreme front of the fuselage in a re-contoured nose; this design received the internal designation P.1035. Use of the Rolls-Royce Derwent engine had been studied but quickly discarded as lacking power for an aircraft of this size. In November 1944 the P.1035 design was submitted for evaluation by the Air Ministry. In December 1944 Hawker refined the proposed design substantially. The jet exhaust was moved from beneath the tail and re-designed as two short split-lateral bifurcated exhausts (which gained the name "trouser legs"), embedded in the trailing edge of the wing root, which needed a corresponding thickening of the wing root; the air intakes were moved to the wing root leading edge, similar to the contemporary de Havilland Vampire. The shorter unusual bifurcated jet pipe reduced pressure losses in the jet pipe and had the additional advantage of freeing up space in the rear fuselage for fuel tanks, which gave the aircraft a longer range than many other early jets. The absence of wing fuel tanks also meant a thinner wing could be adopted without the penalty of reduced range; to ease manufacture, the elliptical wingform of the Fury was discarded in favour of a straight tapered wing design. The fuselage fuel tanks, being fore and aft of the engine, also provided for a stable centre of gravity during flight. The tail plane was raised to clear the jet exhausts. The Sea Hawk also featured a nose wheel undercarriage arrangement, the first for a Hawker-built aircraft. The aircraft was built to accommodate four 20mm Hispano-Suiza Mk. V cannon. For more details of development, design, operational history and 10 variants, click here.

The Bücker Bü 131 Jungmann (freshman, young man) is a basic biplane trainer aircraft designed and produced by the German aircraft manufacturer Bücker Flugzeugbau. It was the company's first aircraft, as well as being the final biplane to be produced in Germany. On 27 April 1934, the first prototype Bü 131 performed its maiden flight, which was roughly two years after the company had been founded in Berlin-Johannisthal by Carl Bücker. Anders J. Andersson had led the aircraft's design effort. Comprising both metal and wooden construction, the Bü 131 was designed to be suitable in the trainer role, and even to perform aerobatic manoeuvres. The first deliveries of the Bü 131 occurred in 1934, the Deutscher Luftsportverband (DLV) being a key early customer for the type. Later on, the Bü 131B was selected as the primary basic trainer for the German Luftwaffe. In this capacity, it was operated in large numbers throughout the Second World War. Throughout the 1930s, there had been substantial demand for the Bü 131, multiple large export orders and production licenses were issued as a result. The Kingdom of Yugoslavia was the largest pre-war export customer for the type, flying as many as 400 Bü 131s at one point. Hundreds were produced locally by the Spanish aircraft company Construcciones Aeronáuticas SA (CASA). In excess of 1,300 Bü 131s were operated by the military air services of Imperial Japan under local designations of Kokusai Ki-86 and Kyūshū K9W Momoji. The Bü 131 remained operation with numerous air forces for decades after the conflict, some choosing to retain the type through to the late 1960s. It has proved to be a relatively popular biplane with private pilots, who have often elected to have their aircraft refitted with modern engines for increased performance. The origins of the Bü 131 can be traced back to the work of one man, Carl Bücker. After serving in the Kaiserliche Marine during the First World War, Bücker relocated to Sweden and became the managing director of Svenska Aero AB (Not to be confused with Svenska Aeroplan AB, SAAB). He later returned to Germany with Anders J. Andersson, a young designer from SAAB, and founded a new company, Bücker Flugzeugbau GmbH, in Berlin-Johannisthal during 1932. From the onset, Anderson headed up the company's design team,[note 2] and immediately set about developing the company's first aircraft, out of the efforts for which ultimately emerged the Bü 131. The aircraft was designed to be suitable for aerobatic manoeuvres and training activities. It featured numerous conventional features for such aircraft at that time, being a biplane with two open cockpits in tandem along with fixed landing gear. Both the upper and lower wings were broadly identical in terms of design, to the extent that they could be readily interchanged with on another. Accordingly, all of the wings, which had an 11 degree sweep back and positive stagger, were equipped with ailerons. The wings had a structure largely composed of I-section wooden spars along with a fabric covering. The fuselage of the Bü 131 comprised a structure of welded steel tubing, the covering of which was metal for the front section and fabric around the rear section. Both fuel and oil were accommodated in tanks within the fuselage. Hinged to the side of the fuselage was the twin main legs of the undercarriage, which were furnished with both spring and oil-based shock absorbers, while a spring tailwheel was also present on the underside of the aft fuselage. The mainwheels were outfitted with balloon tyres and brakes. For more details of development, operational history and 13 variants, click here.

The Airbus Helicopters H160 (formerly X4) is a medium utility helicopter developed by Airbus Helicopters. Formally launched at Heli-Expo in Orlando, Florida on 3 March 2015, it is intended to replace the AS365 and EC155 models in the firm's lineup. In June 2015, the first test flight took place. It received its EASA type certification in July 2020, and first deliveries were in December 2021. The Airbus Helicopters H160 was first revealed to the public in 2011, at which point it was referred to by company representatives by the designation X4—a designation which implied it to be a follow-on from the Eurocopter X3, a high-speed hybrid helicopter technology demonstrator. Speaking in early 2011, Eurocopter (later renamed as Airbus Helicopters) chief Lutz Bertling declared that the X4 would be a "game changer", contrasting significance of the innovations it would feature with Airbus' development of fly-by-wire controls. Early features alluded to include Blue Edge active tracking rotor blades, advanced pilot assistance functionality, and reduced vibration to "near-jet" levels of smoothness.[2] The X4 was also described as having a "radically different" cockpit, Bertling stating that "The cockpit as we know it today will not be there". It was also announced that the X4 would be introduced in two stages: an interim model in 2017 with some of the advanced features absent, and a more advanced model following in 2020. The development program for the X4 cost €1 billion ($1.12 billion). Cutting-edge features, including proposed highly advanced control systems, were toned down or eliminated as too risky or costly. On 3 March 2015, the X4 was formally unveiled under the H160 designation. It has been marketed as a successor to the company's existing Eurocopter AS365 Dauphin and competes with the AgustaWestland AW139, Sikorsky S-76, and Bell 412; Guillaume Faury, Airbus Helicopters Chief Executive, referred to the H160 as being "the AW139 killer". The H160 began Airbus Helicopter's re-branded naming convention; starting 1 January 2016, helicopters in the same range shall bear the 'H' designation, resembling how Airbus names their commercial aircraft. The Airbus Helicopters H160 takes advantage of several advanced manufacturing technologies and materials in order to produce a lighter, more efficient design. One weight-saving measure was the replacement of conventional hydraulic landing gear and brakes with electrical counterparts, the first helicopter in the world to do so; according to Airbus the elimination of hydraulic components makes the rotorcraft both lighter and safer. In 2015, Airbus claimed that the all-composite H160 would deliver the same basic performance as the rival AgustaWestland AW139 while being 1 tonne lighter, having a lower fuel consumption and offering 15–20% lower direct operating costs. The composite fuselage also provided for greater design freedom of the rotorcraft's external styling. During the aircraft's development features such as full de-icing equipment and a fly-by-wire control system were deemed too heavy or costly for the benefits they would deliver and were eliminated. The H160 is the first rotorcraft to feature the Blue Edge main rotor. The main rotor has five blades which incorporate a double-swept shape that reduces the generation of blade–tip vortices. The resulting reduction in Blade-vortex interactions, a phenomenon which occurs when the blade impacts a vortex created at its tip, allows for a 3–4 dB noise reduction and raises the effective payload by 100 kg (220 lb) compared with a scaled Eurocopter AS365 Dauphin rotor design. The main rotor is also tilted 4° forward to reduce excessive pitching in forward flight and 2° to the right to compensate for translating tendency from the tail rotor's thrust. Aerodynamic innovations include a biplane tailplane stabiliser for greater low speed stability, and a quieter canted fenestron which combined produce an extra 80 kg of lift. The H160 is the first civilian helicopter to utilise a canted fenestron anti-torque tail rotor. The H160 will be powered by two Safran Arrano turboshaft engines; a second engine, the Pratt & Whitney Canada PW210E, was to be offered as an alternative option, but this was eliminated due to insufficient power output and to reduce design complexity. A redundant backup for the gearbox lubrication system enables in excess of five hours of flight following a primary failure without causing mechanical damage. For more details of desvelopment, design, flight testing and variants, click here.

The Airbus Helicopters H140 is a light twin-engine utility helicopter developed by Airbus Helicopters. Formally launched at VERTICON in Dallas, Texas on 11 March 2025, it is intended primarily as a medical helicopter. It is planned to enter service in 2028. The Airbus Helicopters H140 was publicly unveiled in March 2025. The H140 incorporates several design elements from the Airbus Helicopters fleet, including a fenestron tail rotor, a five-blade bearingless main rotor, Helionix avionics with a four-axis autopilot, dual-channel FADEC and a rear clamshell door for patient and cargo loading. A notable addition is a T-tail-shaped tail boom, which Airbus claims provides 80 kg of additional lift in forward flight compared to the H135 and was first used on the Airbus Bluecopter Demonstrator. The H140 is powered by dual Safran Arrius 2E engines, a variant of those used in the H135, producing a combined output of 1,400 shp—approximately 6% more power than the H135 T3. Airbus has identified helicopter emergency medical services (HEMS) as the primary market for the H140, citing improvements in cabin vibration and noise reduction due to the new rotor system. Additional features include built-in medical lighting in the cabin roof and an increase of approximately 1 cubic meter in cabin space compared to the H135. The tail boom has been raised slightly from the H135. at the rear, providing improved access to the rear doors for patient and cargo loading, as well as increased ground clearance for the fenestron, enhancing operational safety. No performance spec yet on Airbus website.