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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.