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The Gidroplan Tsikada (Гидроплан Цикада or Hydroplane Cicada) is a light, twin engined utility aircraft, seating two or four in different variants, developed in Russia since about 2000. At different times and in different places the Tsikada or Sky Wind series has been marketed either under the company name, Gidroplan, or under its English translation, Hydroplane. The earliest Tsikada was shown in 2000 and was a high-wing monoplane, with twin engines mounted above and forward of the wing leading edge. This arrangement has been maintained through later versions. The original aircraft was a two seater with two doors, powered by 48 kW (64 hp) Rotax 582 engines. It was followed in 2007 by the Tsikada-M or Sky Wind 1, which had more powerful Jabiru engines and modifications to the fuselage and cabin, the undercarriage and the control systems. A four-seat prototype, the Tsikada-3M, preceded a four-seat, four-door, four-window production version known as the Tskiada-4 or Sky Wind-AT, which is 400 mm (15.7 in) longer than before. The earlier flaperons were replaced with separate flaps and ailerons. The prototype finished flight trials in July 2009 and the Tsikada-4 was first flown in August, followed by production the following year. The Tsikada has a metal wing, rectangular in plan and with small downturned tips. The engines are mounted over the wing as close together as the propeller discs allow. They, and the wing centre section are supported over the fuselage by a short cabane; a single faired strut on each side braces the wing to the lower fuselage, assisted by a jury strut. The composite skinned fuselage has one or two rows of side by side seats, each with a pair of side windows in the doors, behind a single piece windscreen. There is a baggage compartment with a maximum load of 40 kg (88 lb). Aft of the cabin the fuselage tapers, with an upswept underside, to a tall swept fin and balanced rudder. The rectangular tailplane, externally braced from above and carrying separate, unbalanced elevators with a cut-out for rudder movement, is mounted on the fin a little above the fuselage. The tricycle undercarriage has mainwheels on sprung cantilever legs and a steerable oleo sprung nose wheel. A chemical hopper with underwing spray bar and discharge chute from the central fuselage underside is an option. Three Tsikada-Ms were supplied to Cuba, the first for anti-mosquito spraying, between 2008 and 2010. In all, six two-seat Tsikadas were built. Variants Tsikada Original Rotax powered two-seater Tsikada-M (Sky Wind-1) Jabiru powered two-seater Tsikada-M3 Four seat Tsikada-4 development aircraft Tsikada-4 (Sky Wind-AT) (Specifications below) Four seat, Jabiru powered The photo below (and above) is the only one found, even searching a Russian aircraft photo website. The Wikipedia page says at least 6 units have been completed.

The Kalinin K-5 was an airliner produced in the Soviet Union in the 1930s, built in larger quantities than any other Soviet airliner of its time, with some 260 aircraft constructed. It was a conventional, high-wing, strut-braced monoplane with a fully enclosed cabin and cockpit, and followed the general pattern developed by Kalinin in his earlier designs, though on a larger scale. Kalinin had first considered an airliner for 10-12 passengers as early as 1926, but it was not until Ukrvozdukhput expressed interest in such a machine late the following year that work on the design began in earnest. The prototype was ready by mid-autumn 1929, and first flew on October 18 with Mikhail Artemevich Snegirev at the controls. Safety trials for the State Commission commenced on 30 May 1930, and were passed successfully. Ongoing problems with the aircraft's Gnome et Rhône-built Bristol Jupiter engine resulted in the second prototype being powered by a Pratt & Whitney Hornet instead. This machine undertook further testing and a number of promotional flights before series production of the K-5 commenced. Early production examples were used on trial services between Kharkiv and Moscow, Mineralnye Vody, and Baku. Problems with the Bessonov M-15 engines became quickly apparent, with frequent failures and operational lifespans measured in only dozens of hours. K-5 operations were suspended by the Inspectorate of Civil Aviation until the issues were resolved. Kalinin turned to the Shvetsov M-22 as an alternative powerplant. While reliability increased, this engine installation also created more drag than the M-15 had, and performance decreased accordingly. State Acceptance trials carried out in May–June 1932 confirmed the reliability of the engine with 550 takeoffs and landings and 2,000 steep turns, but found that the payload capacity was now unacceptably low. By this time, however, the M-15 had become reliable enough for restrictions to be lifted and K-5 production resumed, and eventually about 100 K-5s were fitted with this engine. The reliability of the revised M-15 design was vindicated by a gruelling flight through the Caucasus on 25 June 1933. Eventually, the Mikulin M-17F provided the definitive powerplant for the K-5, offering an increase in power and performance over the M-15, but decreasing the aircraft's payload and range due to its greater weight. The new engine also required strengthening of the wing design; the first K-5 fitted with this engine suffered structural damage during flight tests due to the increase in engine power. The K-5 was widely used by Aeroflot, displacing German-built Junkers F 13s and Dornier Komets in regular service. The first scheduled route flown by K-5s was Moscow-Kharkov, followed by services between Moscow and Sverdlovsk, Tashkent, and Arkhangelsk. They remained in service until 1940, becoming the backbone of Aeroflot's domestic operations. The K-5 was also used by the Soviet Air Force as a transport aircraft, operating in this capacity until 1943.

The Isaacs Spitfire is a single seat homebuilt sporting aircraft design created by John O. Isaacs, a former Supermarine employee and retired schoolmaster and designer of the Isaacs Fury, as a 6/10th scale replica of a Supermarine Spitfire. Its first flight was on 5 May 1975. As per the original Spitfire, the Isaacs Spitfire was a cantilever low-wing monoplane of semi-elliptical planform. The twin spar wing was built in one piece, mainly of spruce with birch plywood skin. The fuselage was of identical construction. The landing gear is fixed and included a tailwheel. Plans are available for sale to home constructors.

The FMP Qualt 201 is a Czech ultralight and light-sport aircraft, designed and produced by FMP s.r.o. of Prague. The aircraft is supplied as a complete ready-to-fly-aircraft. The Qualt 201 was derived from the earlier FMP Qualt 200, which it replaced in production. The 201 was designed to comply with the Fédération Aéronautique Internationale microlight rules and US light-sport aircraft rules. It features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed open cockpit under a bubble canopy, fixed conventional landing gear, a T-tail and a single engine in tractor configuration. The aircraft is made from composites. Its 9.2 m (30.2 ft) span wing has an area of 10.5 sq m (113 sq ft) and mounts split-style flaps. Standard engines available are the 64 hp (48 kW) Rotax 582 two-stroke, the 80 hp (60 kW) Rotax 912UL, the 100 hp (75 kW) Rotax 912ULS and the 85 hp (63 kW) Jabiru 2200 four-stroke powerplants.

The Fly Synthesis Wallaby is an Italian two-seat, microlight monoplane manufactured by Fly Synthesis. The Wallaby is a high-wing monoplane with a high tail boom and with a 37 kW (50 hp) Rotax 503 piston engine fitted in front of the wing. Below the wing is an enclosed cabin with two seats and a fixed tricycle landing gear. The aircraft is available built or as a kit.[1] A Rotax 582 powered variant, the Wallaby R582 is also available. The design uses the wing from the Storch CL mated to a new high tailboom fuselage design, with the design goal of producing an economical aircraft.[3] The aircraft is sold as the Lafayette Wallaby in the United States. Reviewer Marino Boric described the design in a 2015 review as "very pleasant to fly". Variants Wallaby R503 Rotax 503 powered Wallaby R582 Rotax 582 powered

The Flaeming Air FA 04 Peregrine is a German ultralight and light-sport aircraft, designed and produced by Flaeming Air of Zellendorf, Brandenburg. The aircraft is supplied as a complete ready-to-fly-aircraft. The aircraft was designed to comply with the Fédération Aéronautique Internationale microlight rules and US light-sport aircraft rules, with different models for each category. It features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, fixed tricycle landing gear, or optionally conventional landing gear and a single engine in tractor configuration. The aircraft is made from composites, with its fuselage, wing spars, flaps and rudder made from carbon fibre. Its 10.05 m (33.0 ft) span wing has an area of 9.27 sq m (99.8 sq ft). The standard engines available are the 100 hp (75 kW) Rotax 912ULS, 120 hp (89 kW) Jabiru 3300 and the 100 hp (75 kW) Continental O-200 four-stroke powerplants. The FA 04 can be used for aero-towing gliders up to 750 kg (1,653 lb) gross weight. Variants FA 01 Smaragd (Emerald) Initial model for the European FAI microlight class, with a gross weight of 472.5 kg (1,042 lb). FA 02 Kit aircraft with a gross weight of 650 kg (1,433 lb). FA 04 Peregrine Light-sport model for the US market, with a gross weight of 600 kg (1,323 lb). FA 04 SL Super-light model with an empty weight of 270 kg (595 lb), including a ballistic parachute.

The Fly Synthesis Storch (English: Stork) is an Italian ultralight aircraft, designed and today produced by Gryphen Aircraft Industries (ex- Fly Synthesis), introduced in 1990. The aircraft is supplied as a complete ready-to-fly-aircraft or as a kit for amateur construction. The Storch was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit, fixed tricycle landing gear and a single engine in tractor configuration. The aircraft is of mixed construction, with the fuselage made from composites and the tail boom an aluminum tube. The HS model has a 8.70 m (28.5 ft) span wing with an area of 11.8 sq m (127 sq ft) and flaperons. Standard engines available are the 80 hp (60 kW) Rotax 912UL and the 85 hp (63 kW) Jabiru 2200 four-stroke powerplants. All controls are operated by teleflex cables, except the ailerons, which are operated by push-pull tubes. In 2024 a new version of the Storch was released, with a full composite fuselage, enhancing the aircraft performance significantly. Specifications listed below. Variants Storch CL Model with a longer 10.15 sq m (33.3 ft) span wing with an area of 13.6 sq m (146 sq ft) and a gross weight of 450 kg (992.1 lb), sold as the Lafayette Stork Classic in the USA. Storch HS Model with a shorter 8.70 m (28.5 ft) span wing with an area of 11.8 sq m (127 sq ft) and Junkers-style flaperons. Gross weight of 472.5 kg (1,041.7 lb) It is sold as the Lafayette Stork Super Sport in the USA. Storch S Model with separate flaps and ailerons, in place of flaperons and a gross weight of 500 kg (1,102.3 lb).

The Lederlin 380L (marketed in North America as the Ladybug) is an unconventional light aircraft developed in France in the 1960s, and marketed for homebuilding. François Lederlin developed the 380L from the Mignet HM.380 "Flying Flea", and eventually created a new aircraft sharing only its choice of wing profile and general configuration. Like the Pou-du-Ciel, the 380L is a tandem wing design, with the forward wing mounted on a set of cabane struts forward of the cockpit, and designed to pivot in flight, to vary its angle of incidence. Otherwise, it is unlike the original Mignet HM.14, having side-by-side seating for two in a fully enclosed cockpit, and a neatly cowled engine. The fuselage is of steel tube construction, metal-skinned at the front and fabric-covered to the rear, and the wings have fabric-covered wooden structure. The tailwheel undercarriage is fixed.

The LCA LH 212 Delta is a two-seat Italian piston engine ultralight helicopter first flown in 2010. Though strong similarities between the Delta and another Italian helicopter, the 1989 DF Helicopters DF334, have been noted, it is not clear if there are direct relationships between either the machines or their makers. The Delta made its first flight after eight years of development. The Delta has a standard pod and boom layout, the latter high set, slender and braced with a narrow angle V-form strut pair to its halfway point from bottom of the pod. It has a short span tailplane with small endplate fins raised above the boom on a swept, high aspect ratio fin, forming a T-tail. The tail rotor, mounted on the starboard side of the boom, has its two blades protected from ground strikes by a long, curved tubular bumper. The pod seats two side-by-side behind a full clear forward transparency. Its skin is carbon fibre over a titanium alloy tube frame. Tandem controls are fitted, with two sets of anti-torque pedals and a T-shaped cyclic control centrally mounted on a console; the single collective pitch lever is placed between the seats. A governor sets the throttle in the absence of pilot input and trim is applied electrically. Small baggage can be stored in under seat lockers. Cabin access is through forward hinged doors in each side. A 84.5 kW (113 hp) Rotax 914 turbocharged, liquid cooled, flat four piston engine with narrow rectangular cheek radiators is mounted behind the seats and partly exposed at the rear, driving a two blade main rotor. The helicopter lands on skids, transversely braced by a pair of airfoil section struts and positioned below the pod on two pairs of similar outward leaning struts, producing a skid track of 1.585 m (5 ft 2 in). The first flight was in 2010 and marketing began in September 2011 at the Blois international ultra light show. A year later eleven flyaway examples had been built. A kit build version is planned. Number built: 11 by September 2012.

The Lasco Lascondor (also frequently known by the misspelling "Lasconder") was a 1930s Australian 8-seat passenger and mail carrier aircraft built by the Larkin Aircraft Supply Company (Lasco) at Coode Island, Victoria. It is claimed to be the first multi-engined aircraft designed and built in the Southern Hemisphere. Development of the Lascondor began in June 1928, concurrently with the company's Lascoter; the two aircraft had 90% commonality of structural parts. Like the Lascoter the Lascondor was a high-wing monoplane with a tubular steel structure, featuring a tailwheel undercarriage and a fully enclosed cabin for the passengers and the pilot. A major change was the Lascondor's three Armstrong Siddeley Mongoose engines instead of the Lascoter's single more powerful Siddeley Puma engine. The Lascondor also had greater fuel capacity and a slightly longer fuselage with a redesigned cabin to accommodate an extra row of seats. In addition, while the Lascoter had two sets of flying controls in the cockpit the Lascondor had only one to allow for another passenger seat, giving an overall capacity of seven passengers and one pilot. The only available photo of the Lascondor.