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The Mooney M22 Mustang is the first attempt at a pressurized single engine aircraft by the Mooney Aircraft Company of the United States. The Mustang was developed to be a top-of-the-line model to supplement Mooney's successful Mooney M20 high-performance light aircraft. It is a five-seat pressurized single-engined aircraft with a wider and longer fuselage than the M20E Super 21 and a taller fin and leading edge fillet. It is a low-winged monoplane with a retractable nosewheel undercarriage, with a similar wing to that used on Mooney's earlier M20 Ranger. The first prototype flew on September 24, 1964, with the type being certified on September 26, 1966. First deliveries commenced in 1965, continuing until 1970. 36 aircraft were completed before the line was closed. It was produced and sold at a loss, which contributed to the bankruptcy of Mooney. The "Mark 22" name had previously been applied to a 1957 Mooney M20 experimental aircraft built with twin engines, a nose cone, and an enlarged tail surface. That aircraft did not go into production. The Model 22, although produced in fairly small numbers, has been operated by private and commercial owners in several countries including the United States and Australia. Its Garrett AiResearch cabin pressurization system gives the equivalent of 11,000 feet (3,400 m) at the aircraft's operational ceiling of 24,000 feet (7,300 m). As a demonstration of its high performance, the second production aircraft was flown non-stop from New York to the Paris Air Show in June 1967, the flight taking 13 hours 10 minutes. The achievement is recorded on the display board in the accompanying photograph. The aircraft had been fitted with an extra fuel tank for the flight. A total of 36 were built. In 2001, 24 aircraft remained in service.

The Miles M.11 Whitney Straight was a 1930s twin-seat cabin monoplane designed and produced by the British aircraft manufacturer Miles Aircraft. It was named after Whitney Straight, a Grand Prix motor racing driver, aviator and businessman. The aircraft was the first to combine a side-by-side seating arrangement with an enclosed cockpit for the general aviation sector. The Whitney Straight was developed after F.G. Miles and Straight recognised that they had similar ambitions to develop modern aircraft suited to flying clubs and private owners alike, and thus decided to collaborate on its production. On 14 May 1936, the first prototype conducted its maiden flight at Woodley Aerodrome; quantity production commenced shortly thereafter. Whitney Straights were used in various roles within the civil market, such as air racing and aerial topdressing. Approaches were also made by Miles to introduce the Whitney Straight into the military market. While not selected as an army cooperation aircraft for the British Army in the pre-war years, numerous civil aircraft were impressed into military service during the Second World War, the type being largely operated as a communications aircraft. While production ended in 1937, several Whitney Straights remained in an airworthy condition into the twenty first century. A total of 50 aircraft were built. The Miles M.11 Whitney Straight was a twin-seat monoplane specifically built for use by flying clubs and private owners. Its construction was primarily composed of wood, including spruce frames and three-ply birch covering. The Whitney Straight featured a fixed main undercarriage complete with aerodynamic fairings, along with a fixed tailwheel. Relatively comfortable accommodation for its pilot, a single passenger and their luggage, was provided within an enclosed 'side-by-side' cockpit. The cockpit was covered by a single-piece canopy comprising molded Perspex. The wings of the Whitney Straight were relatively thick for the era; considerable effort had been put into their design to carefully define their drag properties. The wings were fitted with vacuum-operated split flaps; these were attributed as having enabled the type's relatively low takeoff speed of 50 mph, as well as the aircraft's high rate of climb. An alternative flap arrangement, that was noticeably more efficient and produced less drag while increasing lift coefficient, was experimented with during the later years of the prototype's flying career; it directly influenced the design of several subsequent aircraft. For more details of development, design and operational history, click here. Variants M.11 M.11B the sole M.11B was powered by a 135 hp (101 kW) Amherst Villiers Maya I engine, adding 10 mph (9 kn; 16 km/h) to its maximum speed and 200 ft/min (1.0 m/s) to its rate of climb. M.11C the sole M.11C was powered by a 145 hp (108 kW) de Havilland Gipsy Major II engine driving a variable-pitch propeller.

The Lockheed Altair was a single-engined sport aircraft produced by Lockheed Aircraft Limited in the 1930s. It was a development of the Lockheed Sirius with a retractable undercarriage, and was the first Lockheed aircraft and one of the first aircraft designs with a fully retractable undercarriage. Lockheed designed an alternative wing fitted with a retractable undercarriage for the Lockheed Sirius as a result of a request from Charles Lindbergh, although Lindbergh in the end chose to buy a standard Sirius. The first Altair, converted from a Sirius, flew in September 1930. Like the Sirius, the Altair was a single-engined, low-winged monoplane of wooden construction. The undercarriage, which was operated by use of a hand crank, retracted inwards. Four Altairs following the prototype were converted from examples of the Sirius, with another six Altairs built from scratch: three by Lockheed, two by the Detroit Aircraft Corporation, and one by AiRover. The AiRover Altair, dubbed The Flying Testbed, was powered by a Menasco Unitwin engine, which used two engines to drive a single shaft. The Unitwin was used in the Vega Starliner, which never went into production. The prototype Altair was purchased by the United States Army Air Corps and designated Y1C-25, with a second Altair, fitted with a metal construction fuselage was also purchased by the Army as the Y1C-23 and used as a staff transport, as was a single similar aircraft operated by the US Navy as the XRO-1. Altairs were used to carry out a number of record-breaking long-range flights. One aircraft, named Lady Southern Cross was used by Australian aviator Charles Kingsford Smith to carry out the first flight between Australia and the United States between October 20 and November 4, 1934. Kingsford Smith was killed in the early hours of November 8, 1935, flying Lady Southern Cross during an attempt on the record for flying between England and Australia. Two Altairs were used by the Japanese newspaper Mainichi Shimbun as high-speed passenger and cargo aircraft, one remaining in use until 1944. Variants 8D Altair Two-seat long-range high-performance sports aircraft, fitted with a retractable undercarriage, powered by a 500 hp (373 kW) Pratt & Whitney SR-1340E Wasp radial piston engine; One prototype, four converted Sirius aircraft, six production aircraft. 8G Altair One aircraft built by the AiRover Company as a testbed for the Menasco Unitwin 2-544 engine, intended for the Vega Model 2 Starliner. Sirius 8 Special One aircraft built for the Australian aviator Charles Kingsford Smith, it was converted into an Altair 8D aircraft, later named the Lady Southern Cross. DL-2A Two Altair 8Ds built by the Detroit Aircraft Corporation. Y1C-23 Specifications below. The second Altair 8D was purchased by the US Army Air Corps, it was used as a staff transport aircraft. Later redesignated C-23. Y1C-25 The Altair 8D prototype was purchased by the US Army Air Corps, powered by a 450 hp (336 kW) Pratt & Whitney R-1340-17 Wasp radial piston engine. XRO-1 One Altair DL-2A acquired by the U.S. Navy, it was used as staff transport aircraft.

The Avro 706 Ashton was a British prototype jet airliner made by Avro during the 1950s. Although it flew nearly a year after the de Havilland Comet, it represented an experimental programme and was never intended for commercial use. The Avro 689 Tudor 9 was based on the Avro 689 Tudor II piston-engined airliner using experience on work on the Rolls-Royce Nene jet-powered experimental variant, the Tudor 8, which made its first flight on 6 September 1948. The Avro Type 689 Tudor 9, later renamed the Avro 706 Ashton, was a four-jet-engined research aeroplane powered by Rolls-Royce Nene engines paired in wing nacelles. Six were built using the Tudor airframe, beginning with the conversion of Tudor I initially powered by Nene 5 engines. The Ashtons that followed incorporated the upgraded Nene 6 and featured an enlarged, "square-shaped" tail fin and tricycle landing gear replacing the original "taildragger" configuration. The engines were tightly grouped in two nacelles that were faired neatly into the wing but also extended below in streamlined pods. The four-engine arrangement compensated for the low thrust of the early jet engines and greatly reduced asymmetric effects in an "engine-out" scenario. The crew was composed of a pilot, co-pilot, navigator, flight engineer and radio operator clustered together in the cockpit and front compartment of the Ashton. A larger complement could be carried in the spacious fuselage when warranted.