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The Edo OSE was a 1940s American single-seat multi-role floatplane designed and manufactured by the Edo Aircraft Corporation. The Edo Aircraft Corporation was an established company that produced seaplane floats. In 1946, Edo designed its first aircraft, the Edo OSE. Two prototype aircraft (designated XOSE-1) were built and flown in 1946. The XOSE-1 was a single-seat low-wing cantilever monoplane with a single float and fixed wingtip stabilizing floats. The wings could be folded for shipboard storage. The aircraft was designed for a variety of roles including observation and anti-submarine patrols. Unusually, it was designed to carry a rescue cell on the underwing hardpoints, which would be capable of carrying a single person when used for air-sea rescue. Eight production aircraft (designated XOSE-1) were built to a United States Navy order but none were accepted into service. A two-seat training conversion was carried out as the XTE-1, but production TE-2 aircraft were cancelled. Variants XS2E-1 Original designation for OSE and TE single seat floatplane scouts. XOSE-1 Prototypes and production single-seat aircraft redesignated from XS2E-1; eight built. XOSE-2 Prototype two-seat floatplane scout aircraft, two converted from XOSE-1. OSE-2 Production two-seat floatplane scout aircraft, four aircraft were assigned Bureau of Aeronautics numbers (BuNos.), but production was cancelled. XSO2E-1 Original designation for XTE-1 conversions. XTE-1 Two-seat floatplane trainer conversions, two aircraft converted from the XOSE-1 prototypes. TE-2 Developed from the TE-1, four aircraft were assigned BuNos., but production was cancelled.

The Bushcaddy R-80 is a Canadian ultralight and light-sport aircraft that was designed by Jean Eudes Potvin of Lac Saint-Jean, Quebec in 1994 and produced by his company Club Aeronautique Delisle Incorporated (CADI). It was later built by Canadian Light Aircraft Sales and Service (CLASS) of St. Lazare, Quebec and later Les Cedres, Quebec and now Bushcaddy of Lachute, Quebec. The R-80 designation indicates that the aircraft was originally designed for a Rotax engine of 80 hp (60 kW). The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft. The aircraft was designed to comply with the Canadian advanced ultralight rules and is also an approved US light-sport aircraft. It features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit, fixed tricycle landing gear or conventional landing gear and a single engine in tractor configuration. The aircraft is made from 6061-T6 aluminum sheet over a cage of welded aluminum square 6061-T6 aluminum tube. The tail boom is conventional semi-monocoque construction. The non-tapered planform wings have 6061-T6 ribs and spars and employ a NACA 4413 (mod) airfoil. The airfoil modification removes the undercamber on the bottom of the wing, which makes construction easier, without giving up low speed performance. The aircraft's structure uses 2024-T3 aluminium for critical parts where extra strength is required, such as the spar, float and strut attachments as well as other critical components like the rudder horns. The R-80's structure is covered with 6061-T6 sheet of varying thicknesses; wing bottom skins are 0.016 in (0.41 mm) inches thick while the top is 0.020 in (0.51 mm) inches. The wings are supported by conventional "V" struts. 6061-T6 is predominantly used for its lower cost and also its better corrosion resistance, since many R-80s are flown on floats. Its 32 ft (9.8 m) span wing has an area of 168 sq ft (15.6 m2) and does not fit flaps. Standard engines used on the R-80 include the 80 hp (60 kW) Rotax 912UL and the 100 hp (75 kW) Rotax 912ULS four-stroke powerplants. The 115 hp (86 kW) turbocharged Rotax 914 has also been fitted. The aircraft can also be mounted on floats and skis. Controls include a central "Y" control stick. Construction time for the R-80 from the factory kit is 1,200 hours. Number built 80 (December 2011). Variants CADI R-80 Original production version built by CADI, about 60 produced. CLASS R-80 BushCaddy Version produced by CLASS of Saint-Lazare, Quebec, after buying the rights from Potvin in 1998. Production was later moved to Les Cedres, Quebec. To acknowledge the CADI name the aircraft was named the Bushcaddy as it is capable of carrying "a load of people and freight into the Canadian bush". Bushcaddy R-80 Current production version produced by Bushcaddy of Lachute, Quebec and later of Cornwall Regional Airport in Summerstown, Ontario, after buying the rights from CLASS in 2011.

The Fairchild 22 Model C7 was an American two-seat touring or training monoplane designed and built by the Kreider-Reisner division of the Fairchild Aircraft Corporation at Hagerstown, Maryland. The aircraft has a parasol wing configuration and was used with a variety of engines; 127 were produced from 1931 to 1935. The aircraft was tested with a variety of wing configurations and features by NACA. The aircraft was designed by George Hardman of Kreider-Reisner after Sherman Fairchild purchased the company. Marketed as the Fairchild 22 Model C7 the aircraft was certified in March 1931. The Fairchild 22 was a mixed-construction, braced parasol-wing monoplane with a fixed tailwheel landing gear and a braced tail unit. It had two tandem open cockpits and was initially powered by an 80 hp (60 kW) Armstrong Siddeley Genet radial engine. After test flying the prototype the first production aircraft were re-engined with a 75 hp (56 kW) Michigan Rover inverted inline engine. The aircraft was fitted with both inline and radial piston engines. Number built 127 Variants C7 Powered by a 75hp Michigan Rover four-cylinder inverted inline piston engine (13 built) C7A Powered by a 95hp Cirrus Hi-Drive four-cylinder inverted inline piston engine (58 built). C7B Powered by a 125hp Menasco C-4 Pirate four-cylinder inverted inline piston engine (eight built). C7D Powered by a 90hp Wright Gipsy four-cylinder upright inline piston engine (one C-7C and 22 C-7D built). C7E Powered by a 125hp Warner Scarab seven-cylinder radial piston engine (11 built). C7F Powered by a 145hp Warner Super Scarab seven-cylinder radial piston engine (nine built). C7G Aerobatic version, powered by a 145hp Warner Super Scarab seven-cylinder radial piston engine (six built). XR2K-1 Military designation for one Scarab powered Model 22 impressed into service and used by NACA. NX14768 Experimentally designed wing added to the 1933 Fairchild 22 owned by Charles Townsend Ludington under the Ludington-Griswold Incorporated company, Saybrook, CT. Test flown in 1944, the wing had a series of flaps and wing tip fins. The design proved disappointing and the airplane was later sold.

The Luton L.A.5 Major was a 1930s British two-seat high-wing cabin monoplane. Following World War II, plans were made available to suit construction as a homebuilt aircraft. The original L.A.5 Major was a two-seat light aircraft powered by a 62 hp Walter Mikron II engine. It was designed by C.H. Latimer-Needham, and built in 1939 by Luton Aircraft Limited at its Phoenix Works, Gerrards Cross, Buckinghamshire. The prototype (G-AFMU), designated L.A.5 Major, first flew on 12 March 1939. During 1943, the Phoenix Works burnt down, destroying the prototype, and causing the Luton Aircraft company to close. After World War II, Phoenix Aircraft Limited, formed by the designer C.H. Latimer-Needham and A.W.J.G. Ord-Hume, took over the design rights for the Luton Major. Latimer-Needham updated the design to make it more suitable for homebuilding, in which form it has become L.A.5A Major, with plans marketed by Falconar Avia of Edmonton, Alberta, Canada as the Cubmajor. An open cockpit version is marketed as the Majorette. Variants L.A.5 Major Prototype, one built. L.A.5A Major Updated homebuilt version, all homebuilt. Falconar Cubmajor Version marketed in kit and plans form by Falconar Avia Falconar Majorette Version with open cockpit marketed in kit and plans form by Falconar Avia

The Griffon Lionheart is an American single-engined, six-seat biplane designed and produced in kit form for home building by Griffon Aerospace of Harvest, Alabama. The Lionheart is based on the Beechcraft Staggerwing biplane of the 1930s but unlike the steel tube, wood and fabric construction of the Staggerwing it has a composite structure. The Staggerwing has strut-braced wings but the Lionheart has cantilever wings with a total area about 20% less than the wings of the Staggerwing. It is powered by a 450 hp (336 kW) Pratt & Whitney R-985 Wasp Junior radial engine with a three-bladed propeller. It has a retractable conventional landing gear with a tailwheel. The enclosed cabin is slightly longer than the Staggerwing's cabin to allow room for the pilot and five passengers, and it has a split airstair access door on the port side. The Lionheart first flew on 27 July 1997 and was first displayed in public at EAA AirVenture Oshkosh a few days later. Five kits were sold by April 1998, and two of the kits were completed by 2001, with another almost complete. As of August 2011, three Lionhearts are registered in the United States, with another example on display in an aviation museum at Tullahoma Regional Airport in Tullahoma, Tennessee. Kits are no longer being produced.

The Gazuit-Valladeau GV-103 Gazelle was a French-built light two- to four-seat training, aerobatic and touring aircraft of the late 1960s. The first GV-103L, as it was originally called, was a two- or three-seat light touring aircraft first flown in 1969. Later referred to as the GV-103 and powered by an 86 kW (115 hp) Lycoming O-235 flat-four engine, it led to several production variants with two, three and four seats using engines of increasing power within the same airframe. It had a side-by-side seating layout and a fixed tricycle undercarriage with a longer nosewheel which gave the aircraft a pronounced tail-down attitude on the ground. Its construction was primarily metal but included some glass fibre structures and plastic bonding, novel at the time. First flown on 1 May 1969, the GV-103 first appeared in public at the Paris Air Show in June 1969. The first two-seat production prototype GV-1020 Gazelle was on display at the Paris 1971 Show. It was intended to meet a club market for basic and aerobatic training. The second Gazelle to fly was the prototype of the four-seat GV-1031 tourer, powered by a 112 kW (150 hp) Lycoming O-320 flat-four engine. An intermediate, three-seat variant with a Rolls-Royce built 97 kW (130 hp) Continental O-240 engine was planned but may not have been built. A four-five seat variant with a 134 kW (180 hhp) engine and retractable undercarriage was also planned, and feasibility studies of a twin-engine version made, but neither reached the construction stage. By November 1972 seven Gazelle prototypes were flying and the GV-1301 received its French certification in April that year, with the CV-1020 expected to follow in January 1973. The GV-1020 had only a short operational career and was no longer on the French civil aircraft register by January 1983, though two GV-1031s, one dismantled, remained registered in mid-2010. In 1970 plans for the Canadian company Mondair Aviation to build the Gazelle range under licence as the Mondair 115/130/150 were announced. One GV-1031, without engine, reached Canada, but no North American production followed. Variants GV-103L Later GV-103. First prototype, two-three seat, 85.7 kW (115 hp) Lycoming O-235 powered.    GV-1031 Second prototype and production four-seat tourer, 112 kW (150 hp) Lycoming O-320 powered. At least two built, one going to Canada. GV-1020 Production two-seat aerobatic and basic trainer, 85.7 kW (115 hp) Lycoming O-235 powered. GV-1032 Three seat, Rolls-Royce built 97 kW (130 hp) Continental O-240. May not have been completed.

The Fulton FA-2 Airphibian is an American roadable aircraft manufactured in 1946. Designed by Robert Edison Fulton Jr., it was an aluminum-bodied car, built with independent suspension, aircraft-sized wheels, and a six-cylinder 165 hp engine. The fabric wings were easily attached to the fuselage, converting the car into a plane. Four prototypes were built. In December 1950, the Civil Aeronautics Administration (CAA) (later to become the FAA) certified one of the prototypes and gave it an 1A11 Aircraft Specification, N74104. Lou Achitoff, was the CAA test pilot. The N74154 is the aircraft that is today in the main building of the National Air and Space Museum in Washington, DC, having previously been on display in the Steven F. Udvar-Hazy Center. The craft made its debut in November 1946 at Danbury, Connecticut. Financial concerns forced Fulton to sell to a company that never developed it. Only four aircraft had been completed. The Airphibian took the approach of converting from an aircraft to a roadable vehicle by a conversion process that left aircraft sections behind during road use. The process consisted of removing a three-bladed propeller and placing it on a hook on the side of the fuselage, cranking down support casters, and disengaging lock levers connecting the flight unit to the road unit. The wing and aft fuselage are detached for road use. In the mid-1990s, one of the surviving Airphibians was restored by Fulton III, along with David Dumas and Deborah Hanson. Later, it was put on display for several years at the Canada Aviation Museum in Ottawa, Ontario, Canada in their main display hall, but in 2009 it moved to the Steven F. Udvar-Hazy Center (annex of the National Air and Space Museum).[6] Since 2022 it has been on display in the National Air and Space Museum in Washington, DC.

The FMA 20 El Boyero ("Shepherd") was a light utility aircraft produced in Argentina in the 1940s. It was a conventional high-wing strut-braced monoplane with a fixed tailskid undercarriage, seating two side by side in an enclosed cabin. The Fábrica Argentina de Aviones (FMA) began design work on the El Boyero in 1939, to meet the needs of Argentine flying clubs for a training aircraft. Two prototypes were built, with the first, powered by a 50 hp (37 kW) Continental A50 flat four engine, flying on 2 November 1940, and the second early the following year. The El Boyero was a single-engine tractor high-wing monoplane, with a fixed tailwheel undercarriage. Its fuselage had a steel tube structure with fabric covering, while the aircraft's wing, which was braced to the fuselage with steel tube struts, had spars of spruce, with ribs of aluminium alloy. Pilot and instructor sat side-by-side in an enclosed cabin, and were provided with dual controls. As FMA was busy building military aircraft production rights were sold to the private firm Sfreddo y Paolini [es] but they were unable to start production due to a shortage of materials and equipment as a result of the Second World War. After the end of the war, production rights were re-assigned to Petrolini Hermanos. This company received an order for 160 aircraft from the Argentine government, and commenced deliveries in January 1949. The aircraft, powered by 65 hp (48 kW) Continental A65-8 or 75 hp (56 kW) Continental A-75 engines, were distributed to Argentina's aeroclubs and to the military, which used it as a spotter and liaison aircraft. Petrolini experienced great difficulties sourcing sufficient materials to complete the order, and in 1951 ceased production, having completed 130 aircraft.

The Falconar F11 Sporty is a Canadian amateur-built aircraft, that was designed by Chris Falconar and produced by Falconar Avia. Falconar supplied it as a kit or as plans for amateur construction. Today both the F11A and E models are available as plans from Manna Aviation. The F11 is a variant of the Jodel D11. Falconar indicated that it incorporates a larger cockpit, simplified fittings, shoulder harnesses and aerodynamic improvements to improve stall characteristics. Hans Teijgeler of Jodel.com says that the F11 varies from the D11 by using a new wing design, with new simplified spar and rib design and the dihedral point moved inboard, allowing the outer portion to fold for ground transport or storage, but at the cost of added weight. Teijgeler describes the wing as "less efficient". Teijgeler also notes that the F11 uses larger and heavier engines with higher fuel consumption. Teijgeler says of the Falconar F11, "the Falconar 'Jodel' should not be looked upon as a Jodel, but as a Falconar. This is [n]either good or bad. Just a fact to take into account" The F11 features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit that is 40 in (102 cm) wide, fixed conventional landing gear, or optionally tricycle landing gear, and a single engine in tractor configuration. The aircraft is made from wood, with its flying surfaces covered in doped aircraft fabric. Its 27.3 ft (8.3 m) span wing has an area of 138 sq ft (12.8 m2) and optionally can mount flaps. The aircraft's recommended engine power range is 65 to 140 hp (48 to 104 kW) and engines that have been used include the 100 hp (75 kW) Continental O-200, the 65 hp (48 kW) Continental A-65, the 100 to 116 hp (75 to 87 kW) Lycoming O-235, the 125 to 140 hp (93 to 104 kW) Lycoming O-290, the 65 to 113 hp (48 to 84 kW) Franklin 4AC, 65 to 85 hp (48 to 63 kW) Volkswagen air-cooled engine four-strokes and the 110 hp (82 kW) Hirth F-30 two-stroke powerplant. Construction time from the supplied kit varies depending on the model built. The F11 was later developed into the larger Falconar F12A Cruiser, a two-seater with an option of a third seat. By November 2012, 20 examples had been registered with Transport Canada, 13 in the United States with the Federal Aviation Administration and two with the CAA in the United Kingdom. Number built 101 (2011) Variants F11A Sporty (Specifications below) Initial model with an empty weight of 785 lb (356 kg) and a gross weight of 1,300 lb (590 kg). Construction time from the supplied kit is 1200 hours. One hundred reported completed and flown by 2011. Options for this model include flaps, vertical coil spring main landing gear, tricycle gear, auxiliary fuel tanks, a three piece folding wing and floats for water operations. F11E Sporty Lightened model introduced in 1987 for the Canadian basic ultralight category with an empty weight of 560 lb (254 kg) and a gross weight of 1,100 lb (499 kg). Construction time from the supplied kit is 1000 hours. One reported completed and flown by 2011.

The Fairchild 100 Pilgrim is an American single-engined high-wing monoplane transport, and was one of a series of single-engine utility transports built by Fairchild Aircraft. The 100 was similar in design to the Fairchild C-8 and was an enlarged version of it. The first flight of the aircraft (NC754Y) was October 22, 1930. Although only one aircraft was completed, a modified version also known as the Pilgrim 100-A was in production for American Airways, the first operator of the type in 1931. After a total of 16 aircraft, an additional batch of ten aircraft with a larger fin were manufactured by the restructured American Aircraft & Engine Corporation that emerged in 1931 from the Fairchild Aircraft Co. The continuing series was built under the designations, Pilgrim 100-B and American/Fairchild Y1C-24. The first six in the new series went to American Airways. The parent company later reinstated the Fairchild name. The sturdy Fairchild 100 series served as both an airliner and a bush plane. In 1932, the US Army Air Corps bought four Pilgrim Model 100-Bs designated the Y1C-24 and were initially assigned as light cargo transport and supply aircraft. After a short time in service, the Y1C-24s were adapted for use as aeromedical evacuation aircraft, carrying up to four litter patients. The aircraft were assigned to pilot training and pursuit aircraft airfields for use as crash rescue aircraft. Exploiting the Y1C-24's ability to take off and land in a relatively short distance, the Y1C-24s remained in service into the late 1930s when they were replaced by newer air ambulance aircraft. Number built 27 Variants Pilgrim 100 Prototype of the Pilgrim 100 family, powered by a 575 hp (429 kW) Pratt & Whitney R-1340 Wasp. designed by Virginius Clark, one built. Pilgrim 100-A aka American Pilgrim, powered by a 575 hp (429 kW) Pratt & Whitney Hornet B, derived directly from the Fairchild 100. 16 were built, all of which were operated by American Airways. Pilgrim 100-B Powered by a 575 hp (429 kW) Wright R-1820 Cyclone B, ten built, of which six for American Airways, and four to the US Army as the Fairchild Y1C-24. Fairchild Y1C-24 (Specifications below) Military variant for the US Army, four built, powered by 575 hp (429 kW) Wright R-1820-1 Cyclone engines.

The Famà Kiss 209M is an Italian ultralight two-seat helicopter, built from composite materials around a steel frame and with an optional retractable undercarriage. The moniker "Kiss" stands for "keep it stupidly simple", reflecting the philosophy of its designer, Nino Famà. The Kiss 209M is a single rotor, conventionally laid out helicopter seating two side-by-side. The design targets were low cost and easy maintenance, combined with a comfortable cabin and good performance. The centre section and the high-set tail boom are tube steel structures, clad in carbon fibre. The cabin shell is also carbon fibre and bolts to the central frame. The 120 kW (160 hp) Solar T62 turboshaft engine is supported above the cabin roof and tail line, partly exposed, driving twin blade main and tail rotors. The latter is accompanied at the extreme tail by a fin/underfin pair, both swept and slender. A narrow pair of tailplanes is located forward of the tail rotor on the boom, though the prototype initially flew with a T-tail. The Kiss can have either a skid or retractable wheel undercarriage. The main rotor advances to the right and the anti-torque tail rotor, mounted on the left side of the tail boom, advances at the bottom. The semi-articulated main rotor is supported on an underslung teetering hinge. Pitch inputs to the main rotor blades are transmitted via rods inside the hollow main rotor shaft. Control of the Kiss is conventional and manual. Dual control is an option. It is fitted with an electronic flight instrument system (EFIS). After ground runs on 15 July 2009, the Kiss flew for the first time on 13 August. The first production aircraft completed company testing at the end of January 2011 and went to the Aéro-Club de France for a six-month evaluation. Variants 209M Retractable three-wheel undercarriage. The nosewheel retracts rearwards, the other inwards. 209MF Twin fixed skid undercarriage: 20 kg (44 lb) lighter, maximum cruising speed reduced by 16 km/h (10 mph).

The Sikorsky S-434 is a light, turbine-powered helicopter. The S-434 is an improved development of the Schweizer S333. The prototype S-434 first flew on 18 December 2008 at Horseheads, New York. The S-434 evolved from the S-333, and has many features developed for the MQ-8 Fire Scout. It shares its cockpit layout with the S-333, which gives the crew very good visual capacities and handling characteristics. On June 15, 2009, Sikorsky announced the delivery of the first two S-434s to Saudi Arabia's Ministry of the Interior, the first of a total of nine. Variant S-434 based on improvements developed for the MQ-8B; powered by one Rolls-Royce 250-C20W turboshaft engine of 320 shp.

The Egvoyager Voyager 203 is an Italian ultralight aircraft, designed and produced by Egvoyager and introduced in May 2011. The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly aircraft. The aircraft was designed to comply with the Fédération Aéronautique Internationale microlight rules. It features a cantilever low wing, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy with gull-winged doors, fixed, or optionally retractable, tricycle landing gear and a single engine in tractor configuration. The aircraft is made from composites. Its 8.0 m (26.2 ft) span wing employs flaps. The standard engine available is a 100 hp (75 kW) Rotax 912ULS four-stroke powerplant. The basic model is the Voyager Fly, with the Voyager Club and the Voyager Style being models with options included as standard equipment. A light-sport aircraft category version is planned for the United States market. Variants Voyager 203 CF Fixed landing gear model Voyager 203 CR Retractable landing gear model, at an additional cost of €7000.

The XCG-16 was a military transport/assault glider ordered by the United States Army Air Forces (USAAF), from General Airborne Transport Co., for competition against the Waco CG-13A at Wright Field. The XCG-16’s preferred tow aircraft was the Lockheed Model 18 Lodestar. Design of the CG-16 evolved from the lifting fuselage theories of Vincent Burnelli laid out in U.S. Patent No. 1,758,498, issued on 13 May 1930, which advocated the use of "lifting fuselages" providing a high proportion of the total lift. To enter a competition at Wright Field for a new assault glider for the USAAF, Hawley Bowlus and Albert Criz designed a Burnelli style lifting fuselage assault glider as the Bowlus-Criz MC-1. To prove the concept and aerodynamic qualities Bowlus designed a 1:2 scale prototype, which flew successfully. The flight tests of the 1:2 scale MC-1 maintained confidence in the full-sized glider. A contract for three MC-1 gliders, two flyable and one for static testing, was given to the Airborne and General aircraft company, which had been formed by Bowlus and Criz. This company soon transformed into the General Airborne Transport company, which built the full sized MC-1 gliders with the military designation XCG-16. Flight tests of the full sized MC-1, registered to the Albert Criz company on 19 July 1943 as NX21757, commenced at March Field, California, on 11 September 1943, but tragedy struck on a demonstration flight with Richard Chichester du Pont, special assistant to Gen. Hap Arnold; Col. Ernest Gabel, another glider specialist on the staff of the Chief of Staff of the Air Force, and C. C. Chandler, thrice soaring champion aboard. Inadequately secured ballast came loose when the glider flew through the Lockheed C-60 tow plane's propwash, causing a catastrophic rearward shift in the center of gravity. The now uncontrollable MC-1A released from tow and entered an unrecoverable flat spin. Three of the crew and passengers jumped out, but only two survived the parachute jump. In spite of all the design problems and the MC-1 crash, a contract was approved on 13 November 1943 for two test flight articles and one static test article of the MC-1 glider designated as the USAAF XCG-16. Only one XCG-16, (44-76193), was manufactured and tested, demonstrating good flying qualities, but major issues with military equipment and procedures precluded the CG-16 from a production contract, as it did not meet military expectations as a combat glider. The contract for all remaining work on the CG-16 was cancelled on 30 November 1944. Variants Bowlus-Criz MC-1 half-scale A flying 1:2 scale model of the MC-1/XCG-16. Successful flight trials proved the aerodynamic qualities of the MC-1. After completion of CG-16 related flying the 1:2 scale MC-1 was converted to a flying wing by Don Mitchell, one of Hawley Bowlus' friends and a colleague at Bowlus Sailplanes. Airborne and General MC-1 The full-scale civilian prototype of the CG-16, destroyed on its second flight during a demonstration flight. General Airborne Transport XCG-16 Three prototypes of the military XCG-16 were ordered, but only one was completed as 44-76193. Trials revealed major deficiencies in the ability of the CG-16 to fulfill the intended mission, despite good flying qualities.

The Piaggio P.108 Bombardiere was an Italian four-engine heavy bomber that saw service with the Regia Aeronautica during World War II. The prototype first flew on 24 November 1939 and it entered service in 1941. It was one of a handful of Italian combat aircraft that could match the best manufactured by the Allies. Four versions of the P.108 were designed, but only one, the P.108B bomber, was produced in any quantity before the armistice. The other variants included the P.108A anti-ship aircraft with a 102 mm (4 in) gun, the P.108C, an airliner with an extended wingspan and re-modelled fuselage capable of carrying 32 passengers, and the P.108T transport version designed specifically for military use. Only one P.108A and 24 P.108Bs were built. The combined total number of all versions (and prototypes) was at least 39, almost certainly more than 44. Most of the P.108Cs were subsequently modified for use as military transport aircraft and could accommodate up to sixty passengers.[5] Nine P.108 Ts were used by Luftwaffe transport units until the end of the war. Number built 36 + 1 prototype (P.108B bombers); 12 + 1 prototype (P.108T transport) For details of design and development of the variants, click here.

The Fiat CR.42 Falco (Falcon, plural: Falchi) is a single-seat sesquiplane fighter developed and produced by Italian aircraft manufacturer Fiat Aviazione. It served primarily in the Italian Regia Aeronautica in the 1930s and during the Second World War. The CR.42 was a development of Fiat’s earlier CR.32 fighter, powered by the more powerful supercharged Fiat A.74R1C.38 air-cooled radial engine and with improvements. It proved to be relatively agile in flight, attributed to its very low wing loading and a sometimes decisive tactical advantage. RAF Intelligence praised its exceptional manoeuvrability, further noting that "the plane was immensely strong", though it was technically outclassed by faster, more heavily armed monoplanes. While primarily used as a fighter, variants such as the CR.42CN night-fighter model, the CR.42AS ground-attack aircraft, and the CR.42B Biposto twin-seat trainer aircraft had other roles. During May 1939, the CR.42 entered service with the Regia Aeronautica; it was the last of the Fiat biplane fighters to enter front line service. By 10 June 1940, when Italy entered the Second World War, roughly 300 had been delivered; these defended metropolitan areas and important military installations at first. By the end of 1940, the Falco had been involved in combat on various fronts, including the Battle of France, the Battle of Britain, Malta, North Africa, and Greece. By the end of the war, Italian CR.42s had been used on further fronts, including Iraq, the Eastern Front and the Italian mainland. Following the signing of the Italian armistice with the Allies on 8 September 1943, the type was relegated to use as a trainer by the Italian Co-Belligerent Air Force, while some Italian CR.42s were seized by the Germans and used by the Luftwaffe for ground-attack operations. The CR.42 was produced and entered service in smaller numbers with the air forces of other nations, including Belgium, Sweden and Hungary. By the end of production, in excess of 1,800 CR.42s had been constructed, making it the most numerous Italian aircraft to be used during the Second World War. It has been claimed that the fighter had performed at its best during its service with the Hungarian Air Force, specifically during its deployment against Soviet forces on the Eastern Front of the war, where it reportedly achieved a kill to loss ratio of 12 to 1. Number built 1,817–1,819; First flight 23 May 1938; Retired 1948 For more details of development, design, operational history and 13 variants, click here.

The Messerschmitt Me 410 Hornisse (Hornet) is a heavy fighter and Schnellbomber ("Fast Bomber" in English) designed and produced by the German aircraft manufacturer Messerschmitt. It was flown by the Luftwaffe during the latter half of the Second World War. Work began on producing a successor to the Bf 110 in 1937, however, the resulting Me 210 proved to be unsatisfactory, leading to production being halted in April 1942. Various options were considered, including the ambitious Me 310 derivative. Officials favoured an incremental improvement which was represented by the Me 410. Although visually similar to the preceding Me 210, and was sharing sufficient design similarities that incomplete Me 210s could be converted into Me 410s, there were key differences between the two aircraft. Chiefly, the Me 410 was powered by larger Daimler-Benz DB 603 engines, had a lengthened fuselage, and automatic leading edge slats. During late 1942, the Reichsluftfahrtministerium (RLM) were sufficiently convinced by the programme to proceed with quantity production of the type, the first Me 410s being delivered during January 1943. Various models were produced, including the Me 410A-1 light bomber, the A-1/U1 aerial reconnaissance aircraft, the A-1/U2 bomber destroyer, and the A-2/U4 night fighter. Upon their entry to service, the type was promptly flown on night time bombing missions in the British Isles, where the night fighters of the Royal Air Force (RAF) typically struggled to intercept it.[2] The Me 410 was also used as a bomber destroyer against the daylight bomber formations of the United States Army Air Forces (USAAF); it was moderately successful against unescorted bombers through 1943, but proved to be no match in a dogfight with the lighter Allied single-engine fighters, such as the North American P-51 Mustang and Supermarine Spitfire. Following the Normandy landings, Me 410s were amongst the numerous Axis aircraft sent against the incoming Allied forces. From mid-1944, all Me 410s were withdrawn from Defence of the Reich duties and production was phased out in favour of heavily armed single-engine fighters as dedicated bomber destroyers. The final role of the Me 410 was aerial reconnaissance. Only two Me 410s have survived in preservation into the twenty-first century. Number built 1,189; First flight 14 March 1942; Retired 1945 Fpr details of development, design, operational history and variants, click here.