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The RagWing RW2 Special I is a family of biplane, single engine homebuilt aircraft designed by Roger Mann and sold as plans by RagWing Aircraft Designs for amateur construction. The RW2 was designed as a single seat lightweight Pitts Special S-1 replica for the US experimental homebuilt aircraft category. The RW26 was added later and is a replica of the Pitts S-2 two-seater. As with many RagWing designs the RW2 and 26 feature airframes constructed entirely from wood and covered with aircraft fabric. The airframe uses a Pratt truss. The RW2 has an optional 4130 steel tube fuselage. The landing gear is of conventional configuration with bungee suspension. The wings are detachable for storage or ground transport. The RW2's installed power range is 35 to 65 hp (26 to 48 kW) and the standard engines are the 38 hp (28 kW) Kawasaki 440A and the 45 hp (34 kW) 2si 460, although the 40 hp (30 kW) Rotax 447 has also been used. The RW26's installed power range is 52 to 100 hp (39 to 75 kW) and the standard engines are the 52 hp (39 kW) Rotax 503 and the 100 hp (75 kW) Rotax 912S. In the early 2000s kits were available for construction, but today the aircraft are available only as plans. The designer estimates it will take 400 hours to complete either aircraft and claims that the RW2 can be built for US$5000, including a new engine. Variants RW2 Special (Specifications below) Single seat biplane RW26 Special II Two seats in tandem biplane

The CQR-1 two-seat homebuilt aircraft was more or less a scaled-up development of the Roussoulières Occitan and was a design of Louis Cariou, former RSA President. The prototype CQR-1 was constructed by the RSA at Centre Régional de Construction Aéronautique Amateur Quercy-Rouergue (CQR) under the leadership of Charles Roussoulières and it flew for the first time on March 2, 1997. This aircraft was powered by a 90 hp Limbach L2400EO3 engine. A second very similar aircraft was also completed in France in 1998 or 1999 and by late 2010 at least 6 were constructed.

The Aeroalcool Quasar is a Brazilian light-sport aircraft that is produced by Aeroálcool and was introduced in 2007. The aircraft was designed by American Frank Porter with assistance from James Waterhouse of the Federal University of São Carlos in Brazil, to comply with the US light-sport aircraft rules. It features a cantilever low-wing, a two seats in side-by-side configuration enclosed cockpit under a forward hinged canopy, tricycle landing gear and a single engine in tractor configuration. The aircraft is made from aluminum sheet and has a 9.25 m (30.3 ft) span wing. The initial engine used was the Japanese 60 hp (45 kW) HKS 700E four-stroke powerplant which gives it a cruise speed of 210 km/h (130 mph) while burning only 9 litres (2.0 imp gal; 2.4 US gal) per hour of auto fuel. A total of 60 had been built by 2015. Variants Quasar Lite (Specifications below) Initial model, powered by the 85 hp (63 kW) Jabiru 2200 four-stroke powerplant. Quasar 214SL Import version for the US market, distributed by Quasar Aircraft Company, Inc. Accepted as a US light sport aircraft in 2007. Quasar Fast Model powered by the 120 hp (89 kW) Jabiru 3300 four-stroke powerplant.

The Porterfield Collegiate is an American-built two-seat training and touring monoplane built by the Porterfield Aircraft Corporation of Kansas City. Developed originally as the Porterfield Zephyr, under Approved Type Certificate (ATC) 2-530, it is a light-weight version of the earlier Model 35 Flyabout for use as a pilot trainer. Powered by a 40 hp (30 kW) Continental A-40 engine it was later re-designated the Porterfield CP-40. Though roughly in the same general class with the tandem-seat Piper Cub, Aeronca Champ, and Interstate Cadet -- and the side-by-side seating Aeronca Chief, Taylorcraft BC-12D and Luscombe 8 -- the tandem-seat Porterfield is visually distinguishable from them by its twin parallel wing struts on each side (compared to the V-shaped struts on the other planes), and by its largely symmetrical airfoil wing (similar curvature top and bottom). Number built 476 For details of development, production, operation history and 9 variants, click here.

The Procaer F.15 Picchio (Italian: "Woodpecker") is an Italian-designed light utility aircraft built by Procaer (PROgetti Costruzioni AERonautiche). The Picchio was developed in Italy in the late 1950s as a further development of Stelio Frati's Falco and Nibbio designs. Similar to its predecessors, the Picchio featured a conventional low-wing cantilever monoplane design with exceptionally clean lines and a retractable tricycle undercarriage. Early versions of the Picchio retained the same wooden construction as earlier models but incorporated a thin aluminum skin over the plywood. The F.15E and F.15F, however, were all-metal. Production of the early, wooden Picchios was carried out by Procaer in Milan, but in the mid 1960s, Frati established General Avia as his own factory to build his designs, commencing with the F.15E. Only a few examples were built, however, and the design lay dormant until revived by an Austrian company, HOAC in the mid 1990s. HOAC arranged to have the two-seat F.15F model built at the JSC Sokol plant in Niznij Novgorod, but ran out of money, leaving Sokol with unsold airframes in various states of completion. The Picchio was primarily intended for operation by private pilot owners and the design was exported to several European countries as well as being purchased by Italian individuals. Several are still airworthy (2012). Variants F.15 - prototype and initial production with 160 hp (120 kW) Lycoming O-320 engine and three seats. 5 built. F.15A - revised production version with 180 hp (130 kW) Lycoming O-360 engine and four seats. 10 built by Procaer. F.15B - similar to F.15A but with larger-span wings and fuel tanks relocated from fuselage to wings (20 built by Procaer). F.15C - version with 260 hp (190 kW) Continental IO-470-E engine and tip tanks. One built. F.15D - proposed version similar to F.15B with 250 hp (190 kW) Franklin engine. Not built. F.15E Picchio - Four-seat, all metal aircraft with fuel in wing and wing-tip tanks and powered by 300 hp (220 kW) Continental IO-520K engine. First prototype flown 21 December 1968 and second aircraft flown 1976. F.15F - All metal, four-seat derivative of F15.E with bubble canopy and powered by 200 hp (150 kW) IO-360 engine. One built by General Avia, flying 20 October 1977. F.15F Excalibur - F.15F built by JSC Sokol at Nizhny Novgorod, Russia for assembly by Eurospace in Italy. Pre-production aircraft assembled by HOAC in Austria and flown in October 1994. Orders for 33 aircraft at end of 1995, with about 100 in various stages of construction or assembly at that time.

The Pützer Elster was a German single-engined light aircraft, manufactured by Alfons Pützer KG (later Sportavia) in Bonn. It served with the Luftwaffe and Marineflieger and was used solely for recreational sport flying. Some continue to fly in 2020 in private ownership. The Pützer Elster "Magpie" was developed from the Motorraab motor glider which had itself been developed from the Doppelraab glider. The Elster was the first aircraft produced in Germany after World War II in any significant numbers. The design shared the wing of the Doppelraab, braced by metal struts, but was given a new monocoque fuselage constructed of plywood with seats for two occupants arranged side by side. The tricycle landing gear unusually featured a steerable nosewheel controlled by a hand grip. Production ceased in 1967, by which time 45 examples had been built. Variants Elster Prototype aircraft fitted with a 52 hp Porsche 678/3 engine, first flight 10 January 1959. Elster B Elster of Luftwaffe used as glider tug, Pferdsfeld air base 1972 Main production version fitted with a 95 hp Continental C-90 engine. 25 aircraft were operated by the Luftwaffe and Marineflieger sport flying groups. These aircraft were initially operated with civilian registrations but were allocated military serials in 1971. In 1978 the maintenance contract with Pützer expired and the aircraft were placed on the civil market. Elster C The Elster C was fitted with the more powerful 150 hp Lycoming O-320 engine and other modifications for use as a glider tug.

The Schempp-Hirth Discus is a Standard Class glider designed by Schempp-Hirth. It was produced in Germany between 1984 and 1995 but has continued in production in the Czech Republic. It replaced the Standard Cirrus. It was designed by Klaus Holighaus. The Discus was the first production sailplane to have a distinctive swept-back leading edge. This is now common in contemporary sailplanes. Studies had long shown that the ideal wing for minimizing induced drag should be an elliptic planform. To keep production costs down, a triple-trapezoidal approximation of this shape was adopted for the Discus. The wing section was also new. Winglets were only available towards the end of the production run, though many have been retro-fitted. The fuselage and tail were adapted from the Schempp-Hirth Ventus. A version with a narrow fuselage is called the Discus 'a' and the wider fuselage version is called the 'b'. The fuselage is made of glass-reinforced plastic around a steel tube frame. The wings and tail surfaces are also fiberglass with the exception of the main wing spar, which is made of carbon fiber. There is a 6.5 L (1.7 US gal; 1.4 imp gal) water ballast tank in the fin for trimming purposes when the main wing mounted ballast tanks are in use (184 L combined) for a maximum wing-loading of 50 kg/m2 (10 lb/sq ft). Competition use The Discus dominated standard class sailplane racing throughout the 1980s, winning six World Gliding Championships in a row from 1985 to 1995. Performance The best measured glide ratio is 42.5:1. Though it is considered a high performance sailplane, its handling is well within the capabilities of inexperienced pilots. With no bad manners, powerful airbrakes and a low landing speed, the Discus is popular with clubs. Discuses are easy gliders to assemble, having light wings, automatic control hookups and a single pin securing the wings. Production Over 850 Discuses had been built by 2004 and it remains in production today despite the introduction of its successor, the Schempp-Hirth Discus-2. About 12 per year are built under license by Schempp-Hirth Vyroba in the Czech Republic as the Discus CS. Some models are fitted with small sustaining engines (turbos) and are designated Discus T. Variants Discus a Short fuselage and narrow cockpit optimized for smaller pilots, utilising the fuselage and tail of the Ventus a. Discus b Standard production model utilizing the fuselage and tail of the Ventus b. Discus bT Discus b with a retractable sustainer motor Discus bM Motor-glider with retractable engine Discus CS Continued production in the Czech Republic Discus K Aerobatic version first flown on 18 November 1987. This was, due to disappointing performance in aerobatic, later converted back to a standard version.

The Maupin Woodstock One is an American high-wing, single-seat glider designed by Jim Maupin and made available as plans for amateur construction. The Woodstock was designed in the late 1970s by Maupin, with assistance from Irv Culver, who designed the airfoil for the wing. Culver's airfoil is of 18% thickness at the root, thinning to 13% thickness at the wing tip and incorporates no washout. The aircraft's design goals were low cost and simplicity of construction. Four design principles were employed: using the least expensive materials, using as little material as possible, keeping the design simple and utilizing as many common parts as possible. The resulting airframe is all-wood, with the major structural parts fabricated from Douglas fir. The tail and wing covering are birch. The wing and tailplane ribs are made in pairs from marine-grade fir plywood using a bandsaw. The wing spar is a hollow box for the first 8 ft (2.4 m) from the root and then changes to a "C-section" outboard. Top surface spoilers are provided. The main landing gear is an 11 in (28 cm) go-cart wheel mounted as a fixed monowheel, with a brake fashioned from aluminium sheet and employed as a band brake, actuated by a bicycle brake lever mounted on the control stick. Variants Woodstock One Original prototype with 39 ft (11.9 m) wingspan. Woodstock (12.5m) Version with 41.5 ft (12.6 m) wingspan. Woodstock (13m) Version with 43 ft (13.1 m) wingspan.

The Swift S-1 is a single seat aerobatic glider manufactured by Polish company Swift Ltd. Edward Margański, Jerzy Cisowski and Jerzy Makula developed the Swift at Bielsko-Biała from the SZD-21-2b Kobuz 3.[1][2] The prototype first flew in 1991. The glider is made of glass-fibre epoxy composite. It is very strong (stressed for plus and minus 10g) and manoeuvrable (a roll takes less than 4 seconds). Larger tips to increase the span to 15m were designed but not made. It has a retractable undercarriage.

A number of modifications were made for the Goose, but the most numerous are those by McKinnon Enterprises of Sandy, Oregon, which holds 21 supplemental type certificates (STCs) for modifying G-21-series aircraft and which also manufactured four different conversions that were recertified under a separate FAA type certificate as brand-new "McKinnon" airplanes. The first was the McKinnon model G-21C which involved replacing the original R-985 radial engines with four Lycoming GSO-480-B2D6 piston engines. It was approved under TC 4A24 on November 7, 1958, and two examples were converted in 1958–1959. In November 2007, Antilles Seaplanes of Gibsonville, North Carolina, announced it was restarting production of the turbine-powered McKinnon G-21G Turbo Goose variant, now identified as the Antilles G-21G Super Goose. Pratt & Whitney Canada PT6A-34 turboprops flat-rated to 680 shp (510 kW) would have replaced the original PT6A-27 engines, and the airframe systems and especially the avionics (aviation electronics – i.e. radios and navigation systems) would have been updated with state-of-the-art "glass panel" instrumentation and cockpit displays. However, as of 2009, Antilles Seaplanes' manufacturing center has been foreclosed and sold at auction. The fate of new Goose production is currently unknown.

PZL-104 Wilga (golden oriole) is a Polish short-takeoff-and-landing (STOL) civil aviation utility aircraft designed and originally manufactured by PZL Warszawa-Okęcie, and later by European Aeronautic Defence and Space Company (EADS), who had acquired the original manufacturer during 2001. First flown on 24 April 1962 and entering service during the following year, the Wilga has evolved through many ever-improving versions during its continuous production from 1962 to 2006. The type was largely used by civil operators; those military air services that did fly the type typically used it as a trainer and liaison aircraft. In excess of 1,000 aircraft were produced prior to European Aeronautic Defence and Space Company (EADS) announcing on their website that production of the Wilga would cease in 2006. The PZL-104 was designed for robust use in sports and civil aviation, with a strong emphasis on glider-towing and parachute training. On 24 April 1962, the prototype of the initial Wilga Mark 1 variant made the type's first flight, powered by an existing Polish 220 hp (160 kW) horizontally-opposed engine, the PZL WN-6RB. The subsequent flight test programme with the prototype exposed a number of design faults, the most serious of which was the airframe's excessive weight and a rear view restriction that prevented the crew from easily seeing a towed glider. Accordingly, an airframe review was performed by the design team that resulted in the thorough redevelopment of the aircraft, led by Polish aeronautical engineers Bronisław Żurakowski and Andrzej Frydrychewicz. While the major structural elements and sub-assemblies which had been deemed to have been successful, such as the structure of the wings, were retained from the initial design, the redeveloped aircraft featured a completely new fuselage that was both slimmer and considerably strengthened beyond its prior counterpart; this new airframe also offered an excellent rear view aspect for the crew during glider towing operations, while the side doors were also re-engineered to open upwards for better aero observation or parachute jump sorties. If required, the aircraft could be flown with the doors open. It also featured an air ambulance cabin conversion capability. On 1 August 1963, the revised aircraft, which was designated as the PZL-104 Wilga Mark 2, conducted its first flight. While testing validated the qualities of the Wilga 2's airframe and had proved the aircraft to be a successful design, the WN-6RB engine that powered the model was not fully developed and thus, the aircraft did not enter serial production. In response, the decision was taken to convert the assembly line to instead manufacture the improved Wilga C and Wilga Mark 3 configurations instead. On 30 December 1963, the Wilga C (or Wilga Mark 2 Subvariant C) made its first flight; this variant which was a dedicated export model of the type for Indonesia powered by the imported North American -certified 225 hp (168 kW) horizontally opposed Continental O-470 engine. To address the immaturity of the original WN-6RB engine, the design team decided to adopt an in-production radial engine, the 260 hp (190 kW) Ivchenko AI-14R; furnished with this engine, the aircraft became the PZL-104 Wilga Mark 3 variant, which first flew on 31 December 1965. The new engine was more powerful but it spoilt the previously clean and aerodynamic fuselage lines, originally designed for a flat engine; nonetheless, the new variant was successful. Due in combination to the power of the AI-14R engine and the STOL capability of the airframe, an extraordinary high rate of climb of 11 m/s (2,165 fpm) (maximum) under minimal load was possible. One of a few remaining flaws was that the engine was relatively uneconomical to operate. For further development, design, operational history and variants, click here.

The Beta Technologies Alia (officially stylized as ALIA) is an electric utility aircraft built by Beta Technologies. The Alia is built in two models; the VTOL A250, and the CTOL CX300. An unmanned military variant is also in development as the MV250. Beta Technologies unveiled the Alia A250 eVTOL prototype in June 2020. A successor to the company's Ava prototype, the Alia is a small 6,000 lb (2,720 kg) aircraft with an arched 50 ft (15 m) wing. An electric aircraft, the Alia A250 is powered by a single pusher propeller for forward flight as well as four rotors mounted at wing level for VTOL flight. Beta announced a five-passenger variant of the Alia in September 2024, though a prototype had yet to be built. After several months of ground and tethered vertical flight testing at Beta Technologies' headquarters in Burlington, Vermont, the Alia A250 was airlifted to Plattsburgh, New York in June 2020 for advanced flight testing. In March 2021, the A250 made a test flight from Plattsburgh, across Lake Champlain, and back to Burlington. In May 2021, the US Air Force's Public Affairs office announced that Beta Technologies was granted the Air Force's first airworthiness certificate as a part of the AFWERX Agility Prime program, allowing the military to begin using the company's aircraft for test flights.[8] In July, the company completed a 205 mi (330 km) crewed flig[9]ht of its aircraft, its longest flight up to that point. The company announced on January 31, 2022, that it had won a US Army contract to support flight testing of its Alia electric vertical takeoff and landing aircraft. The partnership is designed to help the Army test specific military cargo and logistics missions for eVTOLs, while allowing Beta to accelerate development for both military and civil applications. Initially, Army engineers and Beta's team would evaluate how Alia might best be applied to specific missions by measuring its range, altitude, endurance, and payload limits.[10] In March 2022, the company hosted the United States Air Force and USAF test pilots flew the Alia aircraft for the first time. In May 2022, an Alia aircraft completed a flight of 1,400 mi (2,300 km) in total, from New York State to Arkansas. This included stops along the way for recharging on the company's network. In December, an Alia completed another test flight after traveling 876 mi (1,410 km) to UPS Worldport, where its founder was met by US Secretary of Transportation Pete Buttigieg. In March 2023, the company sought FAA certification for the Alia CX300 and had received orders for the new product from Bristow, Air New Zealand, and United Therapeutics. The company said that FAA test pilots had flown the aircraft during a qualification evaluation earlier that year. For more details of operational history, orders and variants, click here.

The Pietenpol Air Camper is a simple parasol wing homebuilt aircraft designed by Bernard H. Pietenpol. The first prototype that became the Air Camper was built and flown by Pietenpol in 1928. The Air Camper was designed to be built of spruce and plywood. One of Pietenpol's goals was to create a plane that was affordable and easy to construct for home builders. Building an Air Camper requires basic woodworking skills and tools. Builders also need to fabricate some metal fittings to attach the wooden parts. Some welding is required. The plans for the Pietenpol Aircamper were originally published in a four-part serial in the "Flying and Glider" Manual of 1932-33. The original model was flown using an Ace four cylinder water-cooled engine. The Model A Ford engine later became the standard powerplant used; the design was first flown with one in May 1929. In the 1960s Bernard Pietenpol began to favor converted engines from Chevrolet Corvair automobiles. The Corvair flat six was higher horsepower, smoother, and significantly lighter, compared to the Model A, and was similar to those already available for general aviation use. The length of a Pietenpol varies with the engine choices, as lighter engines needed to be mounted further forward for weight and balance reasons. Over the years over 30 different engines have flown in the Pietenpol Air Camper. Many modern Pietenpol builders prefer Continental A65, C85 or C90 air-cooled flat fours. Several examples of the Aircamper have been built in Europe and in 2012 were still flying. In the 1920s and 1930s, kits were available for the design, but there were none available again until 2015 when the Pietenpol Aircraft Company introduced a kit version of the Air Camper, with components supplied by Aircraft Spruce & Specialty. The kit includes all parts except the engine, dope, fabric covering, and hardware. For details of variants, click here.

The Murphy Moose is a Canadian high-wing utility light aircraft produced in kit form by Murphy Aircraft of Chilliwack, British Columbia for amateur construction. The Moose can be purchased as a "quick-build" kit which comes partly pre-assembled. Builders can choose whether to equip their aircraft with the 269 kW (360 hp) Russian-built Vedeneyev M14P nine-cylinder radial or the horizontally opposed 187 kW (250 hp) Lycoming O-540. Both engines allow the Moose to take off in roughly 180 m (600 ft). Several Moose are equipped with a Pratt & Whitney Canada PT6A-20 turboprop engine, others have installed a 460 hp (343 kW) General Motors LS3 V-8 engine.

The Buccaneer (also known in some of its many incarnations as the Mallard) is a one- or two-seat ultralight high-wing amphibious flying boat of pusher configuration marketed as a kit aircraft. The aircraft was manufactured by a number of U.S. firms in slightly different forms, including Arnet Pereyra Inc, HighCraft AeroMarine, Advanced Aviation and Keuthan Aircraft. The original single-seat model Buccaneer XA was introduced in 1984 and qualified for the US FAR 103 Ultralight Vehicle category. The aircraft was commercial success and sold well until being replaced by the Buccaneer SX in 1988. The SX remained available on the market until general production ended in 1998, although in 2001 the model was still available as a special order from Aero Adventure Aviation. The SX was replaced by the improved derivative Aero Adventure Aventura UL and HP single seaters. The Buccaneer II was a two-seat side-by-side configuration model introduced in 1988 and intended as an ultralight trainer. This model was replaced by the Aero Adventure Aventura II, which is an improved model developed from the Buccaneer II. The original XA model is constructed from bolted together anodized aluminum tubing, with a fiberglass hull. The wire-braced wing is supported by a king post and is of aluminum structure, covered with pre-sewn Dacron covers. The wing features 2/3 span ailerons and no flaps. The tail wheel is retractable via a cable control, while the main landing gear is removed by the pilot in flight and stowed in the cockpit for landing on water after a land take-off. The model SX was introduced to provide incremental design improvements over the XA. Primarily the SX eliminated the cable-bracing and replaced it with V-struts featuring jury struts. The wings feature full-span ailerons. The fuselage was completely redesigned and features a new hull shape that can better handle higher wave conditions. The landing gear can be pivoted up for water landings, rather than removed. The Buccaneer II is similar to the SX, but with a wider hull to accommodate two seats, in side-by-side configuration. The ailerons are 2/3 span. The landing gear is repositioned by a lever control and moves the tailwheel in concert with the main wheels. The main gear includes mechanical brakes. The original model XA remains popular on the used aircraft market and aircraft for sale command high prices. Long operational use and the rigours of land and water operation have resulted in weak points in the design being identified as many older aircraft have suffered from bent wing trailing edges, wing root tube brackets, flying wire shackles and tail boom tubes. Cracked aft vertical stabilizer tubes and main bulkheads are also common. All of these deficiencies can be repaired in used aircraft. Variants Buccaneer XA (Specifications below) Single seat, wired-braced Part 103 ultralight flying boat. Engines available were the 28 hp (21 kW) Rotax 277 and the 35 hp (26 kW) Rotax 377. Buccaneer SX Single seat, strut-braced flying boat. Engines available were the 40 hp (30 kW) Rotax 447 and the 50 hp (37 kW) Rotax 503. Buccaneer II Two seat, strut-braced flying boat. Engines available were the 64 hp (48 kW) Rotax 582 and the 80 hp (60 kW) Rotax 912. Mallard M2-A Extensively modified Buccaneer, with the wing lowered. Was sold as a modification package and as a complete kit.

The KB-2 Freedom Machine is an autogyro designed by Ken Brock based on the designs of the Bensen B-8. Ken Brock was an early innovator in homebuilt gyrocopters starting with his first ride in 1957. Brock set to work on building and marketing a series of homebuilt gyroplanes with the KB-1 and later the KB-2. Ken Brock used his KB-2 design for years in airshow acts and completed several world records. In 1971 he completed the first coast-to-coast autogyro flight from Long Beach, California to Kitty Hawk, North Carolina. Variants KB-2 Powered variant KB-2G Variant with the same frame and rotor head as a KB-2. The "glider" is a two-seat gyroplane designed to be towed by car. The aircraft with the same frame and rotor assembly can be converted to a powered gyroplane.

The CAC/PAC JF-17 Thunder[a] or FC-1 Xiaolong is a fourth-generation, single-engine, lightweight, multirole combat aircraft developed jointly by the Chengdu Aircraft Corporation (CAC) of China and the Pakistan Aeronautical Complex (PAC). It was designed and developed as a replacement for the third-generation A-5C, F-7P/PG, Mirage III, and Mirage 5 combat aircraft in the Pakistan Air Force (PAF). The JF-17 can be used for multiple roles, including interception, ground attack, anti-ship, and aerial reconnaissance. The Pakistani designation "JF-17" stands for "Joint Fighter-17", with the "Joint Fighter" denoting the joint Pakistani-Chinese development of the aircraft and the "-17" denoting that, in the PAF's vision, it is the successor to the F-16. The Chinese designation "FC-1" stands for "Fighter China-1". The JF-17 can deploy diverse ordnance, including air-to-air, air-to-surface, and anti-ship missiles; guided and unguided bombs; and a 23 mm GSh-23-2 twin-barrel autocannon. Powered by a Guizhou WS-13 or Klimov RD-93 afterburning turbofan, it has a top speed of Mach 1.6. The JF-17 is the backbone and workhorse of the PAF, complementing the Lockheed Martin F-16 Fighting Falcon at approximately half the cost,[5] with the Block II variant costing $25 million.[4] The JF-17 was inducted in the PAF in February 2010. Fifty-eight per cent of the JF-17 airframe, including its front fuselage, wings, and vertical stabiliser, is produced in Pakistan, whereas forty-two per cent is produced in China, with the final assembly and serial production taking place in Pakistan. In 2015, Pakistan produced 16 JF-17s.] As of 2016, PAC has the capacity to produce 20 JF-17s annually. By April 2017, PAC had manufactured 70 Block 1 aircraft and 33 Block 2 aircraft for the PAF. By 2016, PAF JF-17s had accumulated over 19,000 hours of operational flight. In 2017, PAC/CAC began developing a dual-seat variant known as the JF-17B for enhanced operational capability, conversion training, and lead-in fighter training. The JF-17B Block 2 variant went into serial production at PAC in 2018 and 26 aircraft were delivered to the PAF by December 2020. In December 2020, PAC began serial production of a more advanced Block 3 version of the aircraft with an active electronically scanned array (AESA) radar, a more powerful Russian Klimov RD-93MA engine, a larger and more advanced wide-angle Head-Up Display (HUD), electronic countermeasures, an additional hardpoint, and enhanced weapons capability. PAF JF-17s have seen military action, both air-to-air and air-to-ground, including bombing terrorist positions in North Waziristan near the Pakistan-Afghanistan border during anti-terror operations in 2014 and 2017 using both guided and unguided munitions, shooting down an intruding Iranian military drone near the Pakistan-Iran Border in Balochistan in 2017, in Operation Swift Retort during the 2019 Jammu and Kashmir airstrikes and aerial skirmish between India and Pakistan, and during Operation Marg Bar Sarmachar in 2024 in which Pakistan launched a series of air and artillery strikes inside Iran's Sistan and Baluchestan province targeting Baloch separatist groups. In March and December 2024, PAF JF-17s were used in cross-border airstrikes against Pakistani Taliban hideouts inside Afghanistan. Nigerian Air Force (NAF) JF-17s have seen military action in anti-terrorism and anti-insurgency operations in Nigeria. Myanmar Air Force has also frequently deployed its JF-17 fleet against various insurgent groups. During the May 2025 India–Pakistan conflict, the PAF deployed JF-17s in combat in both the air-to-air and air-to-ground roles. For details of design and development, operational history, users and other interest and variants, click here.

The Falco F8L is an Italian-designed lightweight 2-seater aerobatic aircraft. The aircraft was designed by the renowned Italian designer Stelio Frati in 1955, with the prototype, powered by a 90 hp (67 kW) Continental C-90 engine, flying for the first time on 15 June 1955.[4] The prototype was soon re-engined with a 135 hp (101 kW) Lycoming O-290-D2B, forming the basis for the initial production batch.[4] It was originally built in Italy by Aviamilano then Aeromere and later Laverda. The aircraft is single-engined, propeller driven and designed for private and general aviation use. The Falco was sold in kit or plans form for amateur construction by the Sequoia Aircraft Company of Richmond, Virginia from the 1980s until its closure in 2014. Laverda-built Falco IV from Denmark attending a UK air rally in 1984 The aircraft is widely considered to be one of the best handling, strongest, and most aesthetically pleasing designs ever made available to home builders. Pilots sometimes refer to the Falco as "the Ferrari of the air." Performance includes a 175 knot cruise speed and full aerobatic capability, with an inverted fuel tank an optional item. The Falco F8L is constructed of spruce and typically Finnish birch plywood. The structure is built from laminated spruce bulkheads and the birch plywood is used for the skin. The plywood is often softened with hot steam, formed over the various structures and glued in place. The aircraft is rated for 6g positive and 3g negative. Reviewers Roy Beisswenger and Marino Boric described the design in a 2015 review as "a complex all-wooden construction in spruce and plywood and is therefore time-consuming to build. But the results in terms of weight and speed are remarkable., so much so that the Falco is considered a classic, with outstanding performance and handling." Variants F.8L Series I Initial production model powered by 101 kW (135 hp) Lycoming engine. Ten built by Aviamilano starting in 1956. F.8L Series II Improved model built by Aviamilano, with 112 kW (150 hp) engine. Twenty built. F.8L Series III (Also known as F.8L America) Modified version of Series II built by Aeromere in conformance with US airworthiness requirements. 35 built by Aeromere. Super Falco Series IV (Specifications below) Similar to America, but with more powerful engine (160 hp (120 kW) Lycoming O-320-B3) and constant speed propeller. Built by Laverda.Twenty built. Sequoia Falco Similar to the production aircraft but re-designed for homebuilding from kits or plans,[5] by Alfred Scott of Sequoia Aircraft Company and David Thurston of Lake Buccaneer fame.

The LeVier Cosmic Wind is a small single engine, single seat racing monoplane designed and built by staff of the Lockheed Corporation in 1947. It did not race successfully in the US but one won the premier cross-country competition in the UK in 1964. It still flies today. The Cosmic Wind was designed and built by Lockheed's chief test pilot, Tony LeVier, and a group of Lockheed engineers. A very small single-seat racer, it was aimed at the Goodyear Trophy for Formula 1 class racers initiated in the US soon after World War II. It is an all-metal low-wing cantilever monoplane. Wings and tail surfaces are all straight-edged and tapered. The ailerons are full span and carry trim tabs, as does the full-fin-depth rudder. The undercarriage is fixed, with streamlined main legs and wheels in long fairings. The roller tailwheel is tucked into the rear corner of the fuselage forward of the rudder. The cockpit is enclosed with a small, single-piece, perspex canopy. The first aircraft were powered by 85 hp (63 kW) Continental C-85 horizontally opposed engines but more recently at least four[2][4][5][6] have used the 100 hp (75 kW) Continental O-200-A. The engine installation includes a large pointed spinner and long, bulbous cylinder head/exhaust fairings. Three Cosmic Winds were built at Lockheed's between 1947 and 1948 and a fourth rather later. A fifth was also built in the US by amateur constructors. The last example was built in the UK as late as 1972. The type was not particularly successful in competitions in the 1940s, coming only 3rd and 4th in the 1947 Goodyear Trophy races. One example of the first three, named Ballerina and exported to the UK as G-ARUL, won the King's Cup Race of 1964; it remains active in the UK, and is a regular participant in air displays. The UK-built Cosmic Wind remains on the civil aircraft register as G-BAER, but currently (2010-10) lacks a Permit to Fly.. In the US, the amateur-built example is now in the EAA AirVenture Museum, Oshkosh, Wisconsin.[2] Another Cosmic Wind, built or modified with a shoulder rather than low wing, is in the Planes of Fame Air Museum, Chino, California.

The Oberlerchner JOB 15 was an Austrian two-seat light aircraft produced by Josef Oberlerchner Holzindustrie, which had previously designed and built gliders. Using experience as sailplane designers and builders, Josef Oberlerchner Holzindustrie determined to create a powered aircraft. The result was the JOB 5,[1] a two-seat side-by-side light aircraft of wooden construction.[2] It first flew in 1958. The company decided to build a slightly larger three-seat production version, the JOB 15. The JOB 15 was a low-winged monoplane of composite construction with fixed tailwheel undercarriage, with a wooden wing and steel-tube fuselage covered in glass-reinforced plastic and fabric. The prototype first flew in 1960 with a 135 hp (101 kW) Avco Lycoming O-290-D2B engine. Three aircraft were built before the a more powerful version, the JOB 15-150, was built with a 150 hp (112 kW) Avco Lycoming O-320-A2B engine. After 11 15-150s had been built an improved version, the JOB 15-150/2, was introduced and ten were built before production ended in the late 1960s. Variants JOB 5 Prototype two-seater, 95 hp Continental C90-12F engine, one built JOB 15 Production three-seater with a 135 hp (101 kW) Avco Lycoming O-290 engine, three built. JOB 15-150 (Specifications below) Re-engined version with a 150 hp (112 kw) Avco Lycoming O-320-A2B engine, 11 built. JOB 15-150/2 Improved version, ten built.

The GP-4 is an experimental aircraft designed to fly cross country with two passengers 1,100 mi (1,770 km) at 240 mph (386 km/h).[1] Aircraft Spruce & Specialty Co has the rights to distribute the kits for the aircraft, while the plans are distributed by Osprey Aircraft. The GP-4 is the fourth aircraft from designer George Pereira, It is a low wing side-by-side retractable gear aircraft of wood The aircraft's wooden construction is labor-intensive and an estimated 3000–4000 hours are required to construct it. In 1984, the GP-4 won the Grand Champion Custom Built and the Outstanding New Design awards at the Experimental Aircraft Association Airventure airshow in Oshkosh, Wisconsin.