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The Aero Eli Servizi Yo-Yo 222 (sometimes written YoYo) is an Italian helicopter designed and produced by Aero Eli Servizi of L'Aquila. The aircraft is supplied complete and ready-to-fly. The Yo-Yo 222 was initially designed for a higher gross weight of 495 kg (1,091 lb), but later versions were lightened to allow a gross weight of 450 kg (992 lb) to qualify under the European Class 6 microlight helicopter rules. The aircraft features a single main rotor and tail rotor, a two-seats-in side-by-side configuration enclosed cockpit, skid landing gear and an American-made four-cylinder, air-cooled, four stroke 172 hp (128 kW) Lycoming O-320 engine. Greatly resembling the Robinson R22, reviewer Werner Pfaendler, describes it as "obviously the result of a close look at the world's bestselling two-seater helicopter, the R22." For lightness the aircraft fuselage is made with extensive use of carbon fiber reinforced polymer and fibreglass. Its two-bladed rotor has a diameter of 7.66 m (25.1 ft). The initial version of the aircraft has a typical empty weight of 322 kg (710 lb) and a gross weight of 495 kg (1,091 lb), giving a useful load of 173 kg (381 lb). With full fuel of 68 litres (15 imp gal; 18 US gal) the payload for the pilot, passenger and baggage is 124 kg (273 lb).

The Aer Lualdi L.55 was a prototype Italian helicopter, a development of the Lualdi-Tassotti ES 53 featuring a far more powerful 134 kW (180 hp) Lycoming O-360. While the ES 53 had been purely experimental, the L.55 was Lualdi's first step towards a marketable aircraft.

The Sikorsky S-97 Raider is a high-speed scout and attack compound helicopter based on the Advancing Blade Concept (ABC) with a coaxial rotor system under development by Sikorsky Aircraft. Sikorsky planned to offer it for the United States Army's Armed Aerial Scout program, along with other possible uses. The S-97 made its maiden flight on 22 May 2015. Sikorsky's earliest attempt at a fast compound helicopter with stiff coaxial rotors was the Sikorsky S-69 (XH-59A) flown in the 1970s. Its top speed was over 260 knots but its excessive fuel consumption, vibration and complexity requiring the full-time attention of two pilots led to the program's cancellation. These problems were largely solved on another attempt by the Sikorsky X2 technology demonstrator in 2010. First proposed in response to a Request for Information for the Armed Aerial Scout (AAS) program in March 2010, the S-97 was formally launched on 20 October 2010. It was intended as a contender for a United States Army's requirement to replace the Bell OH-58D Kiowa Warrior. Other military roles are possible, the U.S. Special Operations Command having expressed interest in the S-97 as a replacement for the MH-6 Little Bird, and the possibility of adapting it for civilian applications also exists. Sikorsky plans to build two prototypes of the S-97 as demonstrators. One prototype (P1) will be used for flight testing, while the second (P2) is planned for use as a demonstrator. The first prototype was planned to fly in late 2013 or early 2014. Sikorsky started construction of the two prototypes in October 2012. In September 2013, Sikorsky began final assembly of the first S-97 following delivery of the single-piece, all-composite fuselage by Aurora Flight Sciences. In February 2014, construction of the first S-97 prototype was one-quarter complete. Simulated bird strikes testing had been conducted on the fuselage at speeds of up to 235 kn (435 km/h; 270 mph), the S-97's expected maximum flight speed. Drop tests were also performed to ensure the fuel tanks' safety in the event of a crash. Sikorsky is exploring civil applications for the S-97, such as transporting personnel between offshore oil platforms. Sikorsky and partner Boeing are to use the S-97's technology and design process as a basis to develop the SB-1 Defiant, a high-speed rigid rotor co-axial rotorcraft, for the army's Joint Multi-Role Technology Demonstrator (JMR TD) program. The JMR TD is the precursor to the army's estimated US$100 billion Future Vertical Lift (FVL) program to replace the UH-60 Black Hawk utility helicopter and AH-64 Apache attack helicopter. Sikorsky targeted the S-97 for the AAS program, aiming for the helicopter to fly before the Army downselected. Sikorsky invested $150 million and its 54 suppliers[16] (who provide 90% of the parts) spent the remainder of a total of $200 million on two prototypes; production models aim to meet the program's $15 million unit cost target. However, the Army ended the AAS program in late 2013. Budget projections for FY 2015 included retiring the U.S. Army's OH-58 Kiowa fleet and transferring AH-64 Apache attack helicopters from U.S. Army Reserve and U.S. Army National Guard to the active Army to perform the aerial scout role. Sikorsky suggested the possibility of buying the S-97 to replace lost Apache for armed helicopter needs. Sikorsky proposes S-97 as FVL-CS1; the light scout helicopter. On 5 May 2014, Sikorsky opened the S-97 production hangar during the rollout of the CH-53K King Stallion. At that point, the mostly-composite airframe was almost assembled, including some of the electrical wiring and avionics, missing elements were the transmission, drive train, engine, coaxial rotor, and pusher propeller. The S-97's first military customer is aimed to be the U.S. Special Operations Command to replace the MH-6M Little Bird. Unspecified foreign militaries have shown interest in the S-97; it may be difficult to get approval for export for a next-generation helicopter if the US military does not yet have it. The Raider is a prototype, so the first customer would need to finance a production development program. Its avionics were powered on in June 2014, with rollout on 2 October 2014. For details of design and operational history, click here.

The Ultracraft Calypso is a family of Belgian homebuilt aircraft designed and produced by Ultracraft of Heusden-Zolder, introduced in the 1990s. The aircraft is supplied as a complete ready-to-fly aircraft or as a kit for amateur construction. The Calypso line all feature a strut-braced high wing, fixed conventional landing gear with optional wheel pants and a single engine in tractor configuration. The single-seat Calypso 1 is made from a combination of wood and metal with its flying surfaces covered in doped aircraft fabric and a fibreglass cowling. Its 8.84 m (29.0 ft) span wing has a wing area of 11.6 m2 (125 sq ft) and is supported by "V" struts and jury struts. The cabin width is 61 cm (24 in). The acceptable power range is 40 to 65 hp (30 to 48 kW) and the standard engines used are the 40 hp (30 kW) Rotax 447 or the 50 hp (37 kW) Rotax 503 two-stroke powerplants. The Calypso 1A has a typical empty weight of 155 kg (342 lb) and a gross weight of 285 kg (628 lb), giving a useful load of 130 kg (290 lb). With full fuel of 40 litres (8.8 imp gal; 11 US gal) the payload for the pilot and baggage is 103 kg (227 lb). The standard day, sea level, no wind, takeoff with a 40 hp (30 kW) engine is 61 m (200 ft) and the landing roll is 46 m (151 ft). The manufacturer estimates the construction time for the Calypso 1A from the supplied kit to be 300 hours. By 1998 the company reported that 12 kits had been sold and five Calypso 1s were completed and flying. Variants Calypso 1A Initial version, single-seat with 40 to 65 hp (30 to 48 kW) engine. Calypso 1B Single-seat version with Citroën Visa automotive conversion engine or 65 hp (48 kW) Rotax 582 two-stroke, liquid-cooled powerplant. Calypso 2A Two-seat version with a wingspan of 9.05 m (29.7 ft) and a wing area of 15 m2 (160 sq ft), powered by a 65 hp (48 kW) Rotax 582 aircraft engine or a BMW automotive conversion engine. The 2A was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). The aircraft has a maximum gross weight of 450 kg (992 lb). Calypso 2B Two-seat version with a wingspan of 8.05 m (26.4 ft) and a wing area of 13.4 m2 (144 sq ft), powered by an 85 hp (63 kW) Jabiru 2200 aircraft engine or a BMW automotive conversion engine. The 2B was designed to comply with the Fédération Aéronautique Internationale microlight category, including the category's maximum gross weight of 450 kg (992 lb). The aircraft has a maximum gross weight of 450 kg (992 lb).

In January 1993 the construction of two prototypes of the SM-92 Finist (a magical bird that was transformed into a Prince) commenced, the first (RA-44482) flying on 28 December 1991. Another (RA-44484) commenced a round-the-world sales flight through Europe, Canada, Alaska and Siberia in August 1995, covering 30,000 km (18,640 miles) in 160 flying hours. A few variants were proposed, including the SM-92P armed version, the first of which (RA-44493) was first flown in August 1995. This model was aimed particularly at the border patrol role, and, fitted with armament, a number were supplied to the Russian Federal Border Service. Consideration was also given to production by Aerostar SA in Romania, and assembly in Canada. A variant fitted with a Pratt & Whitney Canada PT-6 turboprop was also proposed. The first production aircraft (RA-44485) was delivered to an operator in the United Kingdom in 1995. The type was also built in the Czech Republic by Zlin as the Z-400 Rhino and it would appear this was where later production aircraft emanated. The Finist was in the class of the DHC-2 Beaver but had less power and its purchase cost was less than that of a second-hand Beaver. Construction was all-aluminium, stressed skin monocoque, the design being aimed at the market where repairs would be possible under field conditions, and also to replace Beavers. The airframe hds a life of 10,000 hours or 20,000 landings. Undercarriage was non-retractable tailwheel. Four-section, three-position Fowler flaps were installed. Initial production commenced at the facility of the Smolensk Aircraft Factory, the designer being Slava Kondratiev, who was also involved in the design of the Yak 55, and Sukhoi Su-26, Su-29 and Su-31. The type was designed and built to FAR 23 and JAR 23. The basic aircraft was fitted out to take a pilot and six passengers but could quickly be converted to carry six parachutists, or 600 kg (1,323 lb) of freight, or be used as an air-ambulance or crop sprayer. In the latter role it could be fitted with a hopper to carry 600 kg (1,323 lb) of agricultural chemicals. A variant fitted with floats was also proposed. Other roles included forest surveillance, patrolling electric power lines, gas pipeline inspection etc. In 2002 an example of the Finist (the second prototype – RA-44484 – c/n 00 003), arrived in Australia flown by two Russian pilots on a round-the-world tour. The aircraft was placed on display at the Airshows Downunder event at Avalon, VIC and was subsequently seen at many venues around the country, eventually in 2003 being noted as based at Archerfield, QLD where it had “www.flyingfighters.com.au” painted on the side of the fuselage, advertising a local aviation museum. It later remained in Australia and was regularly seen at venues along the east coast. It was noted at Gympie, QLD and was used for sky diving operations. However, it was eventually exported to Spain where it became HA-NAH on 10 February 2007 and commenced operations with Skydive Spain. In more recent times a new variant of the Finist, known as the SMG-92 Turboprop Finist, has been made available. This aircraft is fitted with the Walter M.601D-2 reverse flow free-driving turbine producing 537 kw (721 shp). This Finist was originally built by the Smolensk Aircraft Factory, being initially flown with an M-14P radial engine. A military variant known as the SM-92P was produced with rocket launchers, two machine-guns fitted to the lower fuselage, and another mounted in the doorway. It is believed five development aircraft and 10 production aircraft were built before production was suspended. The prototype was later converted to the Turbo Finist. When the turbine was fitted the aircraft was taken to Aerotech in Slovakia where it became HA-YDF. Initial turbine fitted was the M.601D-2 providing 400 kw (536 shp) and first flew on 7 November 2000. Thereafter six early production aircraft were converted to turbine power and a number were used for parachuting duties. A decision was then made, as mentioned, to build the type in the Czech Republic as the Zlin Z-410 Rhino with a 360 kw (485 shp) Orenda OE600 V-8 diesel engine but only one aircraft was fitted with this engine by Moravan Otrokovice in the Czech Republic. Other engines have been fitted at various times, including the Pratt & Whitney PT-6A and Allison 250. The type has also been operated on wheeled undercarriages, floats, amphibious floats and skis. It has been used for military and civil air survey, scientific work, air-sea rescue, air-taxi, medevac, glider towing and crop spraying. No further examples are known to have visited this region. Variants SM92 Finist Basic version, powered by 270 kW (360 hp) Vedeneyev M14P radial engine. SM92P Finist Armed version for Border guard duties. Two fixed forward firing PK machine guns and one inside cabin firing through open cabin doors and two rocket launchers. SM-92T Turbo Finist Version powered by Walter M601 turboprop engine. One prototype converted. SMG-92 Turbine Finist Walter M601 powered version built in Slovakia by Aerotech Slovakia for use in skydiving. At least six converted. Zlin Z400 Version powered by Orenda OE600 V-8 engine, planned to be built by Moravan Otrokovice in the Czech Republic. One built. Orbis Avia SM-92T SM-92T built by Czech aircraft manufacturer Orbis Avia. One built 2015, fitted with 560 kW (750 hp) GE H75 turboprop in 2017.

The Avid Aircraft Magnum is an American two-seat homebuilt cabin monoplane which was designed and sold as kits by Avid Aircraft of Caldwell, Idaho. The Magnum is a high-wing strut-braced monoplane with a welded steel tube fuselage, the wings have aluminium spars and wooden ribs covered with Ceconite. The Magnum was sold without an engine and was designed for a range of Lycoming engines from 115 to 180 hp (86 to 134 kW), for example the Lycoming O-235, O-320 or the O-360. The enclosed cabin has side-by-side configuration seating for two with an option for an additional seat in the baggage area for two children or a small adult. It has a fixed conventional landing gear with a tailwheel and some are fitted with floats. By 2010 the aircraft was back in production by the Airdale Flyer Company of Rhinelander, Wisconsin. The Airdale version includes some modifications, including enlarged landing gear, plus optional tricycle landing gear.

The Aero East Europe Sila (English: force, power or strength and also short for Serbian industry light aircraft) is a family of Serbian ultralight and light aircraft, designed and produced by Aero East Europe of Kraljevo and later of Jagodina, introduced at the AERO Friedrichshafen show in 2013. The design is supplied complete and ready-to-fly. The Sila 450 C was designed to comply with the Fédération Aéronautique Internationale microlight rules, while the larger aircraft in the family fit into the EASA CS-VLA category. All feature a V-strut-braced high-wing, an enclosed cabin, fixed tricycle landing gear and a single engine in tractor configuration. Reviewer Marino Boric described the design in a 2015 review as "very robust". Variants Sila 450 C Two seat "Cruiser" model, with a semi-monocoque structure made from aluminium sheet and a maximum take-off weight of 450 kg (990 lb). Its 9.4 m (30.8 ft) span wing employs a NACA 5417 airfoil, has an area of 11.94 m2 (128.5 sq ft) and flaps. Standard engines available are the 80 hp (60 kW) Rotax 912UL, 100 hp (75 kW) Rotax 912ULS and the 115 hp (86 kW) Rotax 914 four-stroke powerplants. German LTF-UL and Serbian ultralight certified. Sila 750 C Two seat "Cruiser" model, with a semi-monocoque structure made from aluminium sheet and a maximum take-off weight of 750 kg (1,650 lb). Its 9.47 m (31.1 ft) span wing employs a NACA 5417 airfoil, has an area of 11.94 m2 (128.5 sq ft) and flaps. Standard engines available are the 100 hp (75 kW) Rotax 912ULS, the 115 hp (86 kW) Rotax 914 and the 160 hp (119 kW) Lycoming O-320 four-stroke powerplants. The aircraft is undergoing EASA CS-VLA and Serbian certification. Sila 750 S Two seat STOL model with full-span Junkers flaperons and a maximum take-off weight of 750 kg (1,650 lb). Sila 750 MT Three seat Medical Transport model, with a semi-monocoque structure made from aluminium sheet and steel tubing and a maximum take-off weight of 750 kg (1,650 lb). Its 10 m (32.8 ft) span wing employs a NACA 65-018 airfoil, full-span Junkers flaperons, has an area of 14.30 m2 (153.9 sq ft). Standard engines available are the 100 hp (75 kW) Rotax 912ULS, the 115 hp (86 kW) Rotax 914 and the 160 hp (119 kW) Lycoming O-320 four-stroke powerplants. The aircraft is undergoing EASA VLA and Serbian certification. Sila 950 Four seat model, with a maximum take-off weight of 950 kg (2,090 lb). Standard engines available are the 115 hp (86 kW) Rotax 914 and the 160 hp (119 kW) Lycoming O-320 four-stroke powerplants. The aircraft is no longer advertised on the company website.

The ACBA Midour, Midour 2 and Midour 3 are a series of glider tugs manufactured by the Aéro Club du Bas Armagnac in France, and named after the Midou River. The Midour is a double-seat, low-wing monoplane of conventional configuration, fitted with a fixed, tricycle undercarriage. Developed in the workshop of the ACBA using the wings of a Robin DR400, the Midour first flew in 1993 and four additional examples to the original design have been built, along with two modified versions. Although the Midour is sometimes equipped with only a single seat, a passenger can be carried behind the pilot, to assist in the release of gliders being towed. Variants ACBA-7 Midour Original version with 180 horsepower (130 kW) Lycoming O-360 engine; five built. ACBA-8 Midour 2 Improved version with entirely new wing design. One built. ACBA Midour 3 Optimised, quieted version of Midour 2 with new fuselage and canopy, designed to be especially quiet due to noise pollution concerns. One built.

Translated from a Spanish language website. Sora-e is a single-engine two-seater, with propeller of wood and carbon. Its basis is the Sora, a plane to aerial acrobatics, with combustion engine, which was the first model produced by ACS. With structure of carbon fiber, weighs about 650 kilos and is 8 meters tall wingspan. Uses two electric motors Emrax of 35 kW each, produced by the company Slovenian Enstroj. The motors are powered by six sets of polymer-ion lithium batteries, which together deliver 400 volts. The apparatus features a rise ratio of 1,500 feet per minute. Its flight range is 90 minutes at 190 km/h, reaching a maximum speed of 340 km/h

The Bye Aerospace eFlyer 2 (formerly the Sun Flyer 2) is a light electric aircraft designed and under development by Bye Aerospace of Denver, Colorado. The aircraft was first publicly introduced on 11 May 2016, and first flew on 10 April 2018. The two seater is designed for the flight training market with a single tractor electric motor powered by Lithium-ion batteries. The design was originally developed by Bye Aerospace subsidiary Aero Electric Aircraft Corporation (AEAC). Arion Aircraft of Shelbyville, Tennessee constructed the proof-of-concept prototype and delivered it in March 2016. The eFlyer 2 was first publicly introduced at the Centennial Airport in Colorado on 11 May 2016. Ground and taxi tests on the prototype were started in November 2016.A four-seater derivative model, named the Bye Aerospace Sun Flyer 4, was announced in July 2017. It will be a day/night IFR aircraft with an 800 lb (360 kg) payload, capable of 150 kn (280 km/h) maximum cruise speed and a 4.2 hour endurance. The eFlyer 2 first flew on 10 April 2018.[9][10] AEAC and Bye Aerospace merged in 2018 and Bye Aerospace took over the project. For more details of development, design and operational history, click here. Bye Aerospace eFlyer 2 02.avif Bye Aerospace eFlyer 2 02.avif

The Wood Sky Pup is an American single-seat, high wing, cantilever, single engine, conventional landing gear ultralight aircraft that was designed by Stephen K. Wood of Whitewater, Colorado for amateur construction. Introduced in 1982, the Sky Pup is a single seater designed as an FAR 103 Ultralight Vehicles compliant aircraft with an empty weight within that category's 254 lb (115 kg) empty weight limit. The aircraft was intended to require the minimum financial investment and the designer intended that the airframe would be able to be completed for US$1000 using locally available materials. Cliche reported in 2001 that Sky Pups had been completed for US$2000, including the engine. Its shape has been described as imitating the 1930s Aeronca C-2 "flying bathtub". The airframe is constructed from Douglas fir and styrofoam, all covered in Dacron or polyester fabric. The wing is a three-piece design, allowing quick disassembly for transport or storage. The landing gear suspension is made from maple wood. The Sky Pup can be built with an open cockpit or fully enclosed, allowing flying in cooler weather. The Sky Pup is available as plans only. The power range specified is 18 to 28 hp (13 to 21 kW), with the largest engine specified the 28 hp (21 kW) Rotax 277. The 20 hp (15 kW) 2si 215, 28 hp (21 kW) Hirth F-33 and 22 hp (16 kW) Zenoah G-25 have also been used. The design was professionally engineered and incorporates a very clean cantilever wing that results in a 12:1 glide ratio. The control system is two-axis, using only elevator and rudder controls, roll being introduced by rudder via a generous dihedral angle. The elevator is stick-controlled, while the rudder is controlled via conventional aircraft pedals. The aircraft is stall and spin proof. Reported construction times are 450–600 hours. Plans were initially sold direct by the designer and, in the early 2000s, by the Vintage Ultra and Lightplane Association. Later the designer's son marketed the plans and this is the current source.

The Wolf W-11 Boredom Fighter is an American single-seat biplane designed by Donald Wolf of Huntington, New York. The aircraft is supplied as plans for amateur construction. The Boredom Fighter is a single-seat biplane designed to resemble a First World War SPAD S.XIII and completed aircraft are often painted in markings from that war. The aircraft is constructed of wood, has fixed conventional landing gear with a tailskid, and the recommended powerplant is the 65 hp (48 kW) Continental A65 piston engine.

The Warner Revolution I, also marketed as the Spacewalker I, is an American homebuilt aircraft that was designed and produced by Warner Aerocraft of Seminole, Florida. When it was available the aircraft was supplied as a kit or in the form of plans for amateur construction. The aircraft is intended to be reminiscent of the open cockpit monoplanes of the 1930s, such as the Ryan ST. The Revolution I features a cantilever low-wing, a single-seat, open cockpit with a windshield, fixed conventional landing gear with wheel pants and a single engine in tractor configuration. The aircraft is made from a combination of wood and metal tubing, covered in doped aircraft fabric. Its 26.00 ft (7.9 m) span wing lacks flaps. The standard engine used is the 65 hp (48 kW) Continental A65 powerplant. The aircraft has a typical empty weight of 540 lb (240 kg) and a gross weight of 840 lb (380 kg), giving a useful load of 300 lb (140 kg). The Revolution I was later developed into a two-seat model called the Warner Revolution II. In May 2014 two examples were registered in the United States with the Federal Aviation Administration, although a total of three had been registered at one time.

The Tiger Cub Developments (TCD) Sherwood Ranger is a single engine, tandem two seat biplane microlight designed and built in the United Kingdom in the early 1990s. Kits were originally produced by TCD; later, design rights were acquired by The Light Aircraft Company Ltd (TLAC) who resumed kit production in 2009. The TCD Sherwood Ranger was designed by Russ Light as a successor to the Micro Biplane Aviation Tiger Cub, a foldable biplane built in Worksop. Almost 100 Tiger Cubs, which Light partly designed, appeared on the UK civil aircraft register. The Sherwood Ranger is named after an inn in Retford, Nottinghamshire, perhaps the only aircraft to be named after a public house. The Sherwood Ranger is a single bay biplane, its wings having 3.83° of sweepback, 3° of dihedral on the lower wing alone but no stagger. They have constant chord and are of mixed construction, with single aluminium spars and drag struts, plywood covered D-box leading edges, ply and spruce ribs and fabric covering. There are externally interconnected Frise ailerons on both upper and lower wings. The latter are mounted on the lower fuselage longerons and single, faired, deep chord, I-shaped interplane struts position the upper wing well above the fuselage, assisted by central cabane struts. These latter struts, together with the wing centre section, are part of the tubular aluminium fuselage structure. Additional bracing is provided by two flying wires and two landing wires on each side. The wings fold for transport. For more details of design and development, operational history and variants, click here.

The Weedhopper is an American high-wing, tractor configuration, tricycle gear, two-axis control ultralight aircraft originally developed by John Chotia during the height of the 1970s ultralight boom and introduced in 1977. When it was in production the aircraft was sold as a kit for amateur construction and could be assembled in 25-30 man-hours. By early 2013 the company website had been blanked and put up for sale and it is likely that the company has closed and production ended. Many of the early ultralights used a "weight shift" method of control, requiring the pilot to push a control bar to shift the center of gravity of the aircraft. The Weedhopper differed from most other ultralights of the period in that it has a control stick which moves the rudder and elevator, giving it two axis control in pitch and yaw. The pronounced dihedral of the wings, along with the swept leading edge causes it to bank into the turn, and results in a very stable, easy-to-fly aircraft. The Weedhopper differs from many of the other early ultralights in that it had a strut-braced wing, whereas most period ultralights have wire-braced wings. The Weedhopper is constructed from aluminium tubing and covered with Dacron pre-sewn envelopes. The early versions of the aircraft developed a poor reputation due to the lack of reliable engines available in the 1970s. This was rectified with the adoption of the Rotax 277 28 hp (21 kW) and later the Rotax 447 40 hp (30 kW) powerplant. Over 13,000 Weedhoppers have been sold. It was popular because it offered people an inexpensive way to fly for pleasure. The aircraft could be easily disassembled and put on a trailer for home storage. It was not necessary to rent an expensive hangar. It could also be flown from just about any field because of its short takeoff and landing requirements (about 100 feet (30 m) with no obstacles). The kits originally sold for $2,000, and in 2011 the Weedhopper model 40 sold for US$8,495. In its home country versions of the aircraft are eligible for the FAR 103 Ultralight Vehicles category, the experimental amateur-built category and the light-sport aircraft category. Variants Weedhopper A Initial production version, also known as the JC-24A. Weedhopper B Improved production version, also known as the JC-24B. Weedhopper C Improved production version, also known as the JC-24C. Weedhopper Standard Basic model with a 28 hp (21 kW) Rotax 277 engine and an empty weight of 235 lb (107 kg) for the US amateur-built category. Weedhopper Deluxe Improved production model with a 40 hp (30 kW) Rotax 447 engine. Weedhopper 40 (Specifications below) Current production model with a 40 hp (30 kW) Rotax 447 engine. Weedhopper Super Up-engined model with a 50 hp (37 kW) Rotax 503 engine, many extras and an empty weight of 330 lb (150 kg) for the US amateur-built category. Weedhopper II Current production two seat side-by-side seating model with a 50 hp (37 kW) Rotax 503 engine. Also known as the Weedhopper Two Place.

The Spezio Sport DAL 1 Tuholer is a two-place low-wing homebuilt aircraft using tube-and-fabric construction. A folding wing is incorporated to allow for trailering. The prototype aircraft was built for $287 using tubing from a Cessna UC 78, a Tri-Pacer propeller, wheels from a TG-6 glider, a Lycoming Ground Power unit and a variety of surplus materials. The nickname came from the president of the Experimental Aircraft Association remarking that the plane was a "two holer". The Tuholer is a tandem two-seat, strut-braced, low-wing, open cockpit aircraft with conventional landing gear. The dual control aircraft can be flown solo from the rear cockpit only. The fuselage is welded steel tubing with wooden stringers and fabric covering. The dual wing spars are wood, with wood ribs and fabric covering. The fuel tank is made of fiberglass. The horizontal stabilizer uses a Piper Cub style screw jack for trim. The rear headrest can be built streamlined flush with the vertical stabilizer or tapered. The designer flew the prototype 16 years.

The Rebel 300 is the predecessor of the American-built Lazer Z-300 aerobatic aircraft, being a single-seater designed for high-performance unlimited aerobatics competition. The Z-300 itself was a larger and strengthened variant of the Z-200, a two-seat model also being produced as the Z-2300. The Lazer series in later years was produced by York Enterprises, which produced a fuselage kit, and Teebird Enterprises, which produced the wing. The Rebel series was produced in a number of models, the 2300 being produced later as the Z-2300 with a new wing to overcome issues with the composite wing of the Rebel model. The Rebel series had high power-to-weight ratios which provided good performance, and could be fitted with any engine in the Lycoming 540 range up to any power level that was available, usually driving a Hoffman three or four-blade propeller. It was of simple and robust construction and was produced in kit form to provide a relatively inexpensive, easy-to-build and simple to maintain machine. Construction was of steel tube with, metal, composite, wood and fabric. The first example of the type in this region was imported in early 2008, becoming VH-TBN (c/n S8-88-008) to its owner, Tony Blair, of Townsville, QLD on 23 July 2007. This aircraft was fitted with an AEIO-540 engine driving an MT propeller. In November 2016 ownership of the aircraft was transferred to Paul Bennet Airshows of Cardiff, NSW and has been operated on the Company’s eastern states airshow circuit.

The Sindlinger HH-1 Hawker Hurricane is a 5⁄8 scale homebuilt design based on the Hawker Hurricane. Designed by Fred Sindlinger for amateur construction, the prototype was built between 1969 and 1972. Although based on the Hawker Hurricane the design makes some compromises for the amateur construction and the smaller size. It is an all-wood low-wing cantilever monoplane with a manual retractable main landing gear (the one pictured is electric retractable) and fixed tail wheel. Designed to take a 210 hp (157 kW) Lycoming engine. The cockpit is 4 inches (100 mm) out of scale in height and width and the elevators are 12% overscale. It used wooden stringers and fabric to give the appearance of the real Hurricane. Although originally designed for the Lycoming O-320 a number of people have successfully fitted auto (car) engines. The picture is of one such conversion in New Zealand which has been successfully flying for 900 hours as of March 2020 using a Mitsubishi 6G74 |Mitsubishi 6G74]] V6 engine driving a Dave Blanton designed kevlar cogged belt Propeller speed reduction unit. The prop is a WarpDrive 3 blade ground adjustable.

The Stephens Akro is a single engine monoplane designed in the United States for aerobatic competitions. It first flew in 1967 and proved very successful, leading to several developments of which one won seven US Championships and one World Championship between 1975 and 1982. The Extra EA-230 and Extra EA-300 were also Akro developments with over two hundred built. The Akro was designed as a homebuilt aircraft for pilots who competed in aerobatic competitions. It was the first U.S. aircraft design to be guided by the Aresti Catalog of manoeuvres for such events. The structure absorbs high stresses, +12/-11g. The Akro is a cantilever mid wing monoplane with a wooden, two spar mahogany skinned wing built in one piece, its forward spar passing unbroken through the fuselage and the rear spar in two parts. The plain, statically balanced ailerons have steel spars with spruce ribs and trailing edges ; they are fabric covered and carry ground adjustable trim tabs. The tail unit is a fabric covered steel tube structure, wire braced and with swept, straight tapered surfaces. Like the ailerons, all the rear control surfaces are statically balanced. The rudder has a ground adjustable trim tab. The tailplane is mounted at the top of the fuselage, with variable incidence and a flight controllable trim tab in the elevator. The Akro has a 180 hp (134 kW) Avco Lycoming AIO-360-A1A air-cooled flat-four engine in the nose, driving a two blade metal fixed pitch propeller. Its fuel is stored in a fuselage tank between the single seat cockpit and the engine. The cockpit has a fixed screen and a rearward sliding bubble canopy. In addition, there is a large window in the forward cockpit floor. There is a fixed, conventional undercarriage, with the mainwheels under glass fibre fairings on cantilever sprung steel legs. Hydraulic disc brakes are fitted. The tailwheel is steerable. Two slightly different models were designed specifically for the first two customers. The Model A design, begun in July 1966 was for Margaret Ritchie, the winner of the 1966 U.S. Women's Aerobatic Championship and first flew on 27 July 1967. The Model B had less tapered wings of greater area (6%) and bigger ailerons, though of unchanged span, slightly heavier (8%) and with windows in the fuselage sides below the wings. The B also carried 16% less fuel but had a lubrication system adapted to prolonged inverted flight. It first flew on 9 July 1969. . The Akro and its developments were one of the most successful aerobatic competition aircraft. Amateur builders began from plans of the Model A or B variants. The 180 hp Lycoming remained the most popular engine but Akros with up to 230 hp motors were produced. The Haigh Superstar is one of several Akro developments as are the Extra EA-230 and Extra EA-300 single seat aerobatic machines. Leo Loudenslager's Akro Laser 200 was a particularly successful development with a 200 hp (150 kW) Lycoming IO-360 engine; initially a standard Akro apart from the engine, it later acquired a different wing airfoil, lightened fuselage and revised, lowered canopy with the decking behind it raised. Flying this aircraft he won the U.S. Aerobatics Championship seven times between 1975 and 1982 and won the World Aerobatics Championships in 1980. Several Lasers have been home built by others. Variants Stephens Aircraft issued plans for two models: Model A (Specifications below) as described Model B Larger area wing and ailerons, reduced tankage, better inverted lubrication system, extra cockpit windows. In the amateur tradition, builders introduced their own variations such as bigger engines. Stand out variants/developments were: Haigh Superstar Akro Laser Z-200 Multiple US and single World Championship winner, adapted, built and flown by Leo Loudenslager between 1975 and 1982. Extra EA-230 Further adaptation of the Akro Laser by Walter Extra of Extra Flugzeugbau in Germany. Extra EA-300 Over 200 of the -230 and -300 produced.