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The Dyn'Aéro CR.100 is a French kit built single engine, two-seat monoplane, developed in the 1990s and intended as both an aerobatic trainer and a tourer, primarily for aero club use. The CR.100 was designed by Christophe Robin to provide a two-seater that could both provide competitive aerobatic training and be used as a tourer. Suitability for club use, particularly low cost and maximum utility, were prime considerations. It is produced in kit form for home assembly. The CR.100 is a conventional single engine, low-wing monoplane, with the large control surface areas and absence of dihedral expected in an aerobatic aircraft. The structure is mostly wood and fabric, though the main wing spar is a plywood and carbon laminate composite and carbon covered ply is an option for the wing surfaces. All the flying surfaces are straight edged and tapered. The ailerons take up about 60% of the wing's trailing edge. The ailerons have spades to reduce control loads. The remainder of the wing trailing edge is three-position flaps. The rudder and elevators are horn balanced and there is a fixed rudder trim tab. The width of the flat sided fuselage is determined by the side by side seating arrangement. Full dual controls, including a pair of left hand throttles, are fitted. A sliding bubble canopy covers the cockpit and is faired behind into a raised and rounded fuselage top decking. The wide track main conventional undercarriage has cantilever legs in fairings, with wheels usually in spats. The tailwheel is freely castoring. The CR.100T variant offers the alternative of a tricycle undercarriage. The CR.100 is powered by a 180 hp (135 kW) Lycoming O-360 flat-4 engine, driving a fixed pitch, two-bladed propeller. The CR.110 variant has a Lycoming engine uprated to 200 hp (150 kW). The CR.120 high agility version is intended to be competitive in the 200 hp class of the Doret Cup and also has the uprated engine. It differs from the CR.110 aerodynamically in having almost full span ailerons and a shorter span to increase the roll rate, at the cost of the flaps, and structurally in having an entirely carbon fibre airframe. The CR.120 was also intended for use as a military trainer. The first flight of the CR.100 was on 27 August 1992. The CR.120 flew in September 1996 and the CR.100T in November 2000. The RC.100 won the Championnat de France II, the national competition for two-seat light aircraft, in 1994 and 1995. By 2001, more than 35 kits had been sold. In 2010 13 CR.100s, 1 CR.100T and 2 CR.120s were on the French civil aircraft register. Two CR.100s flew with the l'Equipe Voltige de l'Armée de l'Air between 1995 and 1997; one of these was later registered in the UK,[8] the other is now a French civilian. Variants CR.100 Standard version. CR.100T As CR.100 but with tricycle undercarriage. CR.110 As CR.100 but with uprated engine. CR.120 As CR.110 but wingspan reduced from 8.50 m to 7.77 m, with full span ailerons, without flaps. Full carbon fibre reinforced wooden airframe. Standard landing gear configuration is conventional with tricycle gear optional.

The Davenport BD-2 Nuggit (sic) is an American biplane developed for homebuilt construction. The B-2 Nuggit is a single place biplane with conventional landing gear. The cockpit is covered with a sliding bubble canopy. The fuselage is welded steel construction with aircraft fabric covering. A round cowling covers the engine to appear like a radial engine installation. The wing uses a wooden spar with aluminum wing ribs.

The Culver Dart was a 1930s American two-seat light monoplane aircraft produced by the Dart Aircraft Company (later the Culver Aircraft Company). In the early 1930s Al Mooney was working for the Lambert Aircraft Corporation, builders of the Monocoupe series aircraft. He designed a small two-seat monoplane, the Monosport G. When the company ran into financial difficulties Mooney bought the rights to his design and with K.K. Culver formed the Dart Aircraft Company. The aircraft was renamed the Dart Dart or Dart Model G. The aircraft was a low-wing monoplane designed to be light with clean lines to enable it to use low powered aero-engines. It had a fixed undercarriage and a tailwheel. The initial version was named the Dart G powered by a 90 hp (67 kW) Lambert R-266 radial engine. That engine was in short supply, so the aircraft was fitted with a Ken-Royce engine and designated the Dart GK. The final version was the Dart GW powered by a Warner Scarab Junior radial engine. Two special aircraft were built with larger engines. In 1939 the company was renamed the Culver Aircraft Company and the aircraft was renamed the Culver Dart. Variants Dart G Initial production version powered by a 90 hp (67 kW) Lambert R-266 - ca. 50 built. Dart GC 125 hp (93 kW) Continental O-200 - 10 built Dart GK Variant fitted with a 90 hp (67 kW) Ken-Royce 5G engine - 25 built. Dart GW Final production version powered by a 90 hp (67 kW) Warner Scarab Junior - 8 built. Dart GW Special Two aircraft fitted with larger Warner engines, one with a 125 hp (93 kW) Warner Scarab engine, and the other with 145 hp (108 kW) Warner Super Scarab SS-50A engine. X-F 220 Super Dart An experimental variant modified with a 220 hp (160 kW) Continental R-670, 8 foot wing reduction and a 188 mph (163 kn; 303 km/h) cruise speed. Used by Rodney Jocelyn in national aerobatics.

The McDonnell 120 Flying Crane, also V-1 Jeep, was a lightweight utility flying crane helicopter designed and built by the McDonnell Aircraft Corporation during the 1950s. The open frame fuselage supported the three gas-producers and main rotor mast, with a small single-seat cockpit in the nose, which was originally open, but later enclosed. McDonnell had been interested in the flying-crane concept from just after the war, investigating rotors driven directly by ramjets and compressed air tip jets on the McDonnell XH-20 Little Henry, the cancelled McDonnell 79 Big Henry and the McDonnell XV-1 high-speed compound helicopter. The expected advantages included: inherent angle of attack stability increased inherent pitch and roll damping greatly improved dynamic helicopter stability ability to start and stop in high winds; no need for tracking and no dampers required no possibility of mechanical instability or ground resonance; very low vibration low maintenance due to absence of highly loaded bearings, reduction gears, shafting, and anti-torque rotor automatic rotor speed control. McDonnell started development of a private-venture flying crane helicopter in December 1956, progressing rapidly with a mock-up in January 1957 and the first of two prototypes flying on 13 November 1957, piloted by John R. Noll. The airframe of the Model 120 was very simple, comprising a welded steel-tube open structure, with the three-bladed main-rotor mast and gas-producers attached without covering. Rotor drive was by compressed air rotor-tip jets, fed by three 200 hp (149 kW) gas power AiResearch GTC 85-135 gas-producers. The Model 120 was only ever intended to carry loads under-slung or attached directly to cargo hooks on the underside of the top fuselage beam, including specialised pods. Although aimed at the US Army the Model 120 was also evaluated by the US Navy at the Naval Air Test Center (NATC), NAS Patuxent River, in September 1959. The Model 120 experienced powerplant problems initially, but demonstrated an excellent load to weight ratio of 1.5:1, but despite the proven performance no orders were forthcoming and cancellation of the project in February 1960 signalled the end of McDonnell's helicopter aspirations. Only two examples were built.

The Falconar SAL Mustang, also called the 2/3 Mustang and the SAL P-51D Mustang is a Canadian amateur-built aircraft, originally produced by Falconar Avia and introduced in 1969. The aircraft is a 2⁄3 scale replica of the North American P-51 Mustang and is supplied as a kit or as plans for amateur construction. Since the winding up of business by Falconar Avia in 2019, the plans are now sold by Manna Aviation. In 1963 Falconar partnered with designer Marcel Jurca to produce the Jurca Gnatsum. By 1967, Falconar recommended a large number of changes to the design, which resulted in Jurca leaving the project. The modified aircraft was developed as the SAL Mustang and first flown in 1971 after significant cost overruns. Falconar Aircraft Ltd was sold to George F. Chivers and other investors, and operated as Sturgeon Air Ltd (SAL) with Falconar as an employee until 1973.[4] The SAL Mustang features a cantilever low-wing, a single-seat, or optionally a two-seats-in-tandem, enclosed cockpit under a bubble canopy, retractable conventional landing gear, including a manually retractable tailwheel and a single engine in tractor configuration. The aircraft is made from wood covered with fibreglass cloth and doped aircraft fabric. Some parts, like the belly air scoop are made from fibreglass. Its 24.8 ft (7.6 m) span wing has an area of 110 sq ft (10 m2) and mounts flaps that may be electrically or manually operated. The cockpit is 24 in (61 cm) wide and the bubble canopy is jettisonable. The aircraft's recommended engine power range is 200 to 350 hp (149 to 261 kW). Engines that have been used include the 200 hp (149 kW) Lycoming IO-360 horizontally opposed engine, the 200 hp (149 kW) Ranger L-440 inverted inline, the 180 to 235 hp (134 to 175 kW) Avia M 337 inverted inline, 230 hp (172 kW) Continental O-470 horizontally opposed, the 200 hp (149 kW) Ford 230 cu in (3.77 L) V6 automotive conversion, as well as other automotive V-6 or V-8 powerplants. Construction time from the supplied kit is estimated as 2500 hours. The paper plans supplied total an area of 450 sq ft (42 m2), weigh 13 lb (5.9 kg) and include a construction manual. An alternative set of plans allows constructing a tandem two-seat version. The plans are very detailed and complete and one builder rated them as "the best I have seen on any homebuilt airplane". The prototype was introduced at the 1971 EAA airshow painted in the same gold and red colors as the Canadian Golden Hawks airshow team. In July 2012 the manufacturer indicated that 18 examples had been completed and flown in the 43 years that the plans and kits had been available.