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The Northrop Alpha is an American single-engine, all-metal, seven-seat, low-wing monoplane fast mail/passenger transport aircraft used in the 1930s. Design work was done at the Avion Corporation, which in 1929, became the Northrop Aircraft Corporation based in Burbank, California. Drawing on his experience with the Lockheed Vega, John K. Northrop designed an advanced mail/passenger transport aircraft. In addition to all-metal construction, the new Alpha benefitted from two revolutionary aerodynamic advancements: wing fillets researched at the Guggenheim Aeronautical Laboratory at the California Institute of Technology, and a multicellular stressed-skin wing of Northrop's own design which was later successfully used on the Douglas DC-2 and Douglas DC-3. In addition, the Alpha was the first commercial aircraft to use rubber deicer boots on wing and empennage leading edges which, in conjunction with state-of-the-art radio navigation equipment, gave it day or night, all-weather capability. The aircraft first flew in 1930, with a total of 17 built. The Alpha was further developed into a dedicated fast transport, the Northrop Gamma. The Alpha entered service with Transcontinental & Western Air (TWA) making its inaugural flight on April 20, 1931. The trip from San Francisco to New York required 13 stops and took just over 23 hours. TWA operated 14 aircraft until 1935, flying routes with stops in San Francisco, California; Winslow, Arizona; Albuquerque, New Mexico; Amarillo, Texas; Wichita, Kansas; Kansas City, Missouri; St. Louis, Missouri; Terre Haute, Indiana; Indianapolis, Indiana; Columbus, Ohio; Pittsburgh, Pennsylvania; Philadelphia, Pennsylvania; and New York. Three Alphas were operated by the US military as C-19 VIP transports until 1939. TWA's were initially operated as a passenger service but the Alpha's were later modified at the Stearman factory in Wichita into the cargo-carrying 4A model with a new type certificate. Stearman and Northrop had the same parent company at the time. The third Alpha built, NC11Y, was reacquired by TWA in 1975, and is preserved at the Smithsonian National Air and Space Museum. Variants Alpha 2 six-passenger version Alpha 3 two-passenger plus cargo version, several Alpha 2s were converted to this configuration Alpha 4 cargo version with 2 ft (0.6 m) increased wingspan and large metal fairings encapsulating the main gear for drag reduction. All were converted from Alpha 3s Alpha 4A cargo version, all converted from Alpha 4s YC-19 & Y1C-19 military VIP transport, seating reduced to four passengers, serial numbers 31–516 to 31-518,[3] YC-19 had a Pratt & Whitney R-1340-7, while the Y1C-19s had the R-1340-11 engine

The PRAGA AVIA SM-92TE Praga Alfa is an multi-purpose single engine high wing all-metal turboprop aircraft with fixed landing gear according to EASA CS-23 and FAA FAR-23 rules. The aircraft with unpressurised cabin can accomodate up to 7 persons (adults persons „large“ European type) including a minimum crew of one. The aircraft is conceptually designed to satisfy the requirements for easy operation and maintenance service, including service in the difficult climatic conditions of the arctic circle or in the desert. The aircraft is equipped with a large sliding side door, which enables considerably more efficient operation of the airplane. Applications include Crop Spraying Special Application Photogrammetric works Agricultural aerial work Pilot Training Monitoring flights Glider and Banner towing Amphibian

The Handley Page HP.67 Hastings is a retired British troop-carrier and freight transport aircraft designed and manufactured by aviation company Handley Page for the Royal Air Force (RAF). Upon its introduction to service during September 1948, the Hastings was the largest transport plane ever designed for the service. Development of the Hastings had been initiated during the Second World War in response to Air Staff Specification C.3/44, which sought a new large four-engined transport aircraft for the RAF. Early on, development of a civil-oriented derivative had been prioritised by the company, but this direction was reversed following an accident. On 7 May 1946, the first prototype conducted its maiden flight; testing revealed some unfavourable flight characteristics, which were successfully addressed via tail modifications. The type was rushed into service so that it could participate in the Berlin Airlift; reportedly, the fleet of 32 Hastings to be deployed during the RAF operation delivered a combined total of 55,000 tons (49,900 tonnes) of supplies to the city, As the RAF's Hastings fleet expanded during the late 1940s and early 1950s, it supplemented and eventually replaced the wartime Avro York, a transport derivative of the famed Avro Lancaster bomber. RAF Transport Command operated the Hastings as the RAF's standard long-range transport; as a logistics platform, it contributed heavily during conflicts such as the Suez Crisis and the Indonesian Confrontation. A handful were also procured by the Royal New Zealand Air Force (RNZAF) to meet its transport needs. Beyond its use as a transport, several Hastings were modified to perform weather forecasting, training, and VIP duties. A civilian version of the Hastings, the Handley Page Hermes, was also produced, which only achieved limited sales. Hastings continued to be heavily used by RAF up until the late 1960s, the fleet being withdrawn in its entirety during 1977. The type was succeeded by various turboprop-powered designs, including the Bristol Britannia and the American-built Lockheed Hercules. The Handley Page Hastings was a large purpose-built four-engine transport aircraft. It was furnished with several modern features, such as a Messier-built fully retractable undercarriage, which was operated hydraulically, and unprecedented stowage space for an RAF transport aircraft. Roughly 3,000 cubic feet of unrestricted area was used to house various cargoes or passengers. The cabin was fitted with a Plymax floor, complete with various grooves, channels, and lashing points for securing goods of varying sizes, while the walls were sound proofed and lined with plywood for increased comfort. Principal access is provided by a freight door on the port side, which incorporates a paratroop door, while a second paratroop door is present on the starboard side; on the ground, a rapidly deployable ramp suitable for road vehicles can also be used. In service, the aircraft was typically operated by a crew of five; it could accommodate either up to 30 paratroopers, 32 stretchers and 28 sitting casualties, or a maximum of 50 fully equipped troops. For more details of development, design operational istory and variants, click here.

The HAL HF-24 Marut ("Spirit of the Tempest") was an Indian jet fighter aircraft developed and manufactured by Hindustan Aeronautics Limited (HAL) during the 1960s and early 70s. The Marut was designed by the German aeronautical engineer Kurt Tank, with the Project Engineer being George William Benjamin. The aircraft was the first Indian-developed jet fighter and the first in Asia, outside the Soviet Union, to go beyond the test phase and into serial production and active service. On 17 June 1961, the type conducted its maiden flight; on 1 April 1967, the first production Marut was officially delivered to the IAF. While the Marut had been envisioned as a supersonic-capable interceptor aircraft, it would never manage to exceed Mach 1. This limitation was principally due to the engines used, which in turn had been limited by various political and economic factors; multiple attempts to develop improved engines or to source alternative powerplants were fruitless. The Marut's cost and lack of capability in comparison to contemporary aircraft were often criticised. Nevertheless, the Marut performed relatively well in combat, primarily as a fighter-bomber in the ground attack role. Most notably participating in the Battle of Longewala during the Indo-Pakistani War of 1971. A total of 147 Maruts were manufactured, with the Indian Air Force (IAF) being the sole operator. By 1982, the Marut was becoming increasingly obsolescent, and was gradually phased out during the late 1980s. During the 1950s, Hindustan Aircraft Limited (HAL) had developed and produced several types of trainer aircraft, such as the HAL HT-2. However, elements within the firm were eager to expand into the then-new realm of supersonic fighter aircraft. Around the same time, the Indian government was in the process of formulating a new Air Staff Requirement for a Mach 2-capable combat aircraft to equip the Indian Air Force (IAF). However, as HAL lacked the necessary experience in both developing and manufacturing frontline combat fighters, it was clear that external guidance would be invaluable; this assistance was embodied by Kurt Tank. In 1956, HAL formally began design work on the supersonic fighter project. The Indian government, led by Jawaharlal Nehru, authorised the development of the aircraft, stating that it would aid in the development of a modern aircraft industry in India. The first phase of the project sought to develop an airframe suitable for travelling at supersonic speeds, and able to effectively perform combat missions as a fighter aircraft, while the second phase sought to domestically design and produce an engine capable of propelling the aircraft. Early on, there was an explicit adherence to satisfying the IAF's requirements for a capable fighter bomber; attributes such as a twin-engine configuration and a speed of Mach 1.4 to 1.5 were quickly emphasised. During development, HAL designed and constructed a full-scale two-seat wooden glider to act as a flying demonstrator. Designated HAL X-241, this replicated production aircraft in terms of dimensions, control configuration, and aerofoil sections. The wheel brakes, air brakes, flaps, and retractable undercarriage were all actuated using compressed gas, with sufficient gas storage aboard for multiple actuations per flight. On 3 April 1959, the X-241 flew for the first time, after being towed into the air by a Douglas Dakota Mk.IV (BJ 449). A total of 86 flights were conducted prior to the X-241 sustaining considerable damage in a landing incident , when the nose undercarriage failed to extend. On 24 June 1961, the prototype Marut conducted its first powered flight. It was fitted with the same UK-manufactured Bristol Siddeley Orpheus 703 turbojets that were installed in the Folland Gnat airframes that were already being manufactured, under license, by HAL. While the Marut had been designed around significantly more powerful engines, the un-reheated Orpheus 703 was a viable powerplant for testing purposes. This meant that the Marut was barely capable of Mach 1, even though a top speed of Mach 2 had originally been considered necessary. Before suitable, afterburning engines had been obtained, the Indian Government decided to order 16 pre-production and 60 production Maruts, powered by the Orpheus 703. For more details of development, operational history and variants, click here.

The Raytheon T-1 Jayhawk is a twin-engined jet aircraft used by the United States Air Force for advanced pilot training. T-1A students go on to fly airlift and tanker aircraft. The T-400 is a similar version for the Japan Air Self-Defense Force. The T-1A Jayhawk is a medium-range, twin-engine jet trainer used in the advanced phase of Air Force Joint Specialized Undergraduate Pilot Training for students selected to fly strategic/tactical airlift or tanker aircraft. It is used also for training Air Force Combat Systems Officers in high and low level flight procedures during the advanced phase of training. It also augmented or served in lieu of the T-39 Sabreliner in the Intermediate phase of US Navy/Marine Corps Student Naval Flight Officer training until the joint Air Force-Navy/Marine Corps training pipeline split in 2010 and now remains solely in operation with the U.S. Air Force, leaving the Navy with the Sabreliner pending its eventual replacement. The T-1 Jayhawk shares the same letter and number as the long retired T-1 SeaStar under the 1962 United States Tri-Service aircraft designation system. The swept-wing T-1A is a military version of the Beechjet/Hawker 400A. It has cockpit seating for an instructor and two students and is powered by twin turbofan engines capable of an operating speed of Mach .78. The T-1A differs from its commercial counterpart with structural enhancements that provide for a large number of landings per flight hour, increased bird strike resistance and an additional fuselage fuel tank. A total of 180 T-1 trainers were delivered between 1992 and 1997. The first T-1A was delivered to Reese Air Force Base, Texas, in January 1992, and student training began in 1993. Another military variant is the Japan Air Self-Defense Force T-400 (400T) trainer, which shares the same type certificate as the T-1A. Variants T-1A United States military designation for trainer powered by two JT15D-5B turbofans, 180 built. T-400 Japanese military designation for the Model 400T powered by two JT15D-5F turbofans, also known by the project name TX; 13 built.

The Ryan Brougham was a small single-engine airliner produced in the United States in the late 1920s and early 1930s. Its design was reminiscent of the M-1 mailplane first produced by Ryan in 1926, and like it, was a high-wing, strut-braced monoplane of conventional design. The plane was named by Tom Mathews after Henry Brougham, 1st Baron Brougham and Vaux, designer of the Brougham (carriage). Unlike the M-1, the Brougham had a fully enclosed cabin for the pilot and four passengers. The Brougham prototype was derived from the later M-2 and was powered by a 150 hp Hispano-Suiza 8 water cooled inline V8 engine. Originally priced at $12,200, the price was reduced to $9,700 when fitted with a Wright J-5, and $5,750 with Hispano. One Brougham was fitted with floats. The only common parts shared with the famous Spirit of St. Louis and the first Ryan B-1s were the tail surfaces and a few of the wing fittings. Later B-1 Brougham production versions shared no common parts. Welded Chrome moly steel tubing was used to make the fuselage. Wood was used for the wing, but did not have and dihedral or angle of incidence. The first production B-1 Brougham was The Gold Bug, flown by Frank Hawks. It was preceded by three Hisso Broughams. Charles Lindbergh had come to the factory to examine that first B-1, but had instead ordered a completely new aircraft to his specifications. He used the Ryan NYP Spirit of St. Louis on his record-breaking transatlantic flight of 1927. Hawks renamed his B-1 "Spirit of San Diego" and flew to Washington with his wife to greet the triumphant Lindbergh. In the ensuing glare of publicity, Hawks was hired by the Ryan Aircraft company to be its official representative. With the public idolizing Lindbergh, Hawks toured the country, selling rides in the aircraft "like Lindy flew." His Spirit was actually painted gold, but looked the part to the public. Another reason for the success of the Brougham was its performance at the 1927 National Air Races in Spokane, Washington where Hawks, who had obtained a contract with Maxwell House Coffee, with the now renamed "Miss Maxwell House" came in first for speed in the Detroit news Air Transport Speed and Efficiency Trophy Race. Later, at the 1928 Ford Tudor Reliability Trial and Air Tour, Hawks placed sixth in "Miss Maxwell House". Hawks popularized the type, which stimulated demand among small airlines and charter operators. The Brougham not only sold well in the domestic market, but was exported to China, Guatemala, Mexico and Salvador. Production peaked at 20 per month but was eventually halted by worsening economic conditions in the United States that led to the sale of the Ryan factory in October 1930. Lindbergh's successful trans-Atlantic flight led to a slightly modified Ryan Brougham being ordered for the first attempted trans-Tasman flight between Australia and New Zealand. Named Aotearoa, the Māori name for New Zealand, and crewed by New Zealanders Lieutenant John Moncrieff and Captain George Hood, the aircraft left Richmond near Sydney on 10 January 1928, on a flight expected to take about 14 hours. Radio signals were heard from the plane for 12 hours before abruptly ceasing. The aviators failed to arrive in New Zealand, and no trace of them or their aircraft has ever been found. Variants B-1 - initial production version with Wright J-5 engine (ca 150 built) B-2 - one-off version with extended wingspan for Charles Lindbergh promotional tour (1 built) B-3 - version with roomier cabin, sixth seat and larger tail (9 built) B-5 - production version with Wright J-6 engine (61 built) B-7 - version with Pratt & Whitney Wasp engine (8 built)

The Cirrus VK-30 is a single-engine pusher-propeller homebuilt aircraft originally sold as a kit by Cirrus Design (now Cirrus Aircraft), and was the company's first model, introduced in 1987. As a kit aircraft, the VK-30 is a relatively obscure design with few completed aircraft flying. Its most important legacy is that the work done on developing and marketing the aircraft convinced the designers, the Klapmeier brothers, that the best way to proceed in the future was with a more conventional layout and with a certified production aircraft. Thus the lessons of the VK-30 were directly responsible for the design of the Cirrus SR20 and SR22, which have been the best-selling general aviation airplanes in the world every year since 2003. The VK-30 also served as a significant inspiration for the creation of the company's latest aircraft, the Cirrus Vision Jet, which in 2018 won the Collier Trophy for becoming the first single-engine personal jet with a whole-plane parachute recovery system. The VK-30 design was conceived in the early 1980s as a kit plane project by three Wisconsin college students: Alan Klapmeier and Jeff Viken from Ripon College, and Alan's brother, Dale Klapmeier, who was attending the University of Wisconsin–Stevens Point. Together after college, in the Klapmeier brothers' parents' dairy barn in rural Sauk County, Wisconsin, they formed Cirrus Design in 1984 as the company to produce the VK-30 ("VK" standing for Viken-Klapmeier). Jeff's wife, Sally Viken, designed the aircraft's flap system. During the kit's early developmental phase, the Klapmeiers and Vikens sought frequent help and advice from homebuilt innovator Molt Taylor, who specialized in pusher configurations dating back to the 1940s. The aircraft has an all-composite construction and was designed to achieve natural laminar flow over the fuselage, wing and tail surfaces to provide for very low drag—using a NASA NLF(1)-0414F airfoil designed by Jeff Viken. The original prototype incorporated scrapped parts from production aircraft out of junkyards the Klapmeier brothers visited in order to reduce cost, including both a control system and nose landing gear from a Piper Cherokee (welding parts onto it to convert it to a retractable gear), as well as an O-540 (290 hp) engine off a wrecked de Havilland Heron. The VK-30 was designed to be a five-seat aircraft from the start, which made it considerably larger than most other amateur-built aircraft of its day. It incorporated a mid-engine design, driving a three-bladed pusher propeller behind the tail through an extension shaft. The powerplant in later models was a Continental IO-550-G piston engine developing 300 hp (224 kW). The VK-30 was introduced at the 1987 EAA AirVenture Oshkosh convention in Oshkosh, Wisconsin, and first flew on 11 February 1988. Kit deliveries commenced shortly thereafter. In the late 1980s, the Klapmeier brothers approached jet engine manufacturer Williams International about the possibility of installing a small, single Williams FJ44 turbofan engine on the VK-30. The idea never materialized at that time, however, it significantly inspired the original design concept of the Vision Jet in the mid-2000s. Cirrus discontinued production of the aircraft in 1993, and in 1996, announced plans to develop a stronger replacement wing for about 28 VK-30s supplied to past customers. Cirrus delivered about 40 kits, and built four additional factory prototypes. The company estimated that there were 13 customer VK-30s completed. As of 11 February 2018, four were still registered with the Federal Aviation Administration in the US, although at one time a total of 12 had been registered. Variants Cirrus/Israviation ST50 The VK-30 was the predecessor of the Cirrus ST50, which had an almost-identical configuration to the VK-30, but included a larger ventral fin on the tail of the aircraft, a slightly larger fuselage, and was powered by a Pratt & Whitney Canada PT6-135 turboprop engine in place of the piston engine used in the VK-30. Cirrus designed and initially developed the aircraft under contract to an Israeli aircraft manufacturer named Israviation, and first flew it in Duluth, Minnesota in 1994. Isravation attempted to certify and market the ST50 in the proceeding years but it never entered production by the company.