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The Caproni Vizzola C22 Ventura was a light jet-powered aircraft developed in Italy for use as a military trainer. It was of conventional sailplane configuration and bore a family resemblance to the Caproni Calif gliders, although the Ventura had an almost entirely metal structure. The student and instructor sat side by side under an expansive canopy, and weapons hardpoints were provided under each of the slender, high-mounted wings. It had retractable, tricycle undercarriage. In 1981, Agusta acquired 50% of the C22 programme and proposed a new version, the C22R, which was to have been a reconnaissance aircraft also capable of Forward Air Control and ELINT operations. The basic C22J trainer was exhibited at the Farnborough Air Show in 1980[1] and September 1982, but failed to attract any customers, and the proposed C22R was never actually built.

The EM-11 Orka (orca) is a touring and executive aircraft manufactured in Poland. The EM-11 was designed by Edward Margański of Margański & Mysłowski Zakłady Lotnicze (Margański & Mysłowski Aviation Works), who were previously known for their Swift S-1 and MDM-1 Fox sailplanes. Work on this new low cost, light utility aircraft, of unorthodox configuration, with slim glider-like fuselage and two pusher engines, started in 2001 and was constructed of composite materials with a 4-seat cab placed low, for easier boarding. Luggage is stored behind the rear seats. Composite fuselage was a development of sailpane fuselage. As the designer Edward Margański pointed out, his goal was to create flying limousine "for people, not only for pilots", offering good visibility, comfort and ease of boarding. He expressed also, that his ambition was always to create beautiful aircraft, an in this field his inspiration was Let L-200 Morava. The first prototype EM-11, registered SP-YEN, flew 8 August 2003. It has a fixed tricycle landing gear and Rotax 912 (100 hp (75 kW)) engines. The second prototype, registered SP-YEP, was to be a pattern for serial production variant EM-11C, flew 20 October 2005 with Lycoming IO-320 engines and retractable landing gear. In April 2011 EM-11C Orka was EASA certified and is currently in production. Prior to certification, two prototypes and three further aircraft had been built. Several variants are planned including, a patrol aircraft with an FLIR head, an air ambulance, a cargo aircraft, and an amphibious version.

The Cessna 414 is an American light, pressurized, twin-engine transport aircraft built by Cessna. It first flew in 1968 and an improved variant was introduced from 1978 as the 414A Chancellor. The pressurized 414 was developed to appeal to owners of unpressurized, twin-engined aircraft, and was based on the fuselage of the Cessna 421 and used the wing design of the Cessna 401. The 414 is a low-wing cantilever monoplane with a conventional tail unit and a retractable tricycle landing gear. It is powered by two wing-mounted 310 hp (231 kW) Continental TSIO-520-J horizontally opposed, six-cylinder engines. The prototype, registered N7170C, first flew on 1 November 1968, and production aircraft were available in a number of optional seating arrangements and avionics packages. The name Chancellor was used for models marketed from 1976. An improved variant the Cessna 414A Chancellor was introduced in 1978 with the major change being a redesigned and increased-span wing with integral fuel tanks and an extended nose to give more baggage space. Modifications Many supplemental type certificates exist for the aircraft that allow upgrades to improve performance. Common are engine and aerodynamic modifications, including winglets. In 1974, American Jet Industries built a turboprop-powered conversion of the Cessna 414, named the Turbo Star Pressurized 414, using Allison 250-B17B engines. Scenic Airlines of Las Vegas purchased the rights to the design in 1977. Thielert has offered engine conversions using their Centurion Engines. This involves the installation of FADEC-controlled aviation diesel piston engines that run on commonly available jet fuel. Thielert claims increased power and improved fuel economy over other available conventional piston engines. Variants 414 Initial production variant, 516 built 414A Chancellor Improved 414 with narrower vertical tail, longer span bonded wet wing without tip tanks, a lengthened nose, redesigned landing gear, and powered by two 310 hp (231kW) TSIO-520-N engines, 554 built. Riley Rocket 414 Conversion of Cessna 414 aircraft by fitting two 400 hp Lycoming IO-720 engines

The Vought SB2U Vindicator is an American carrier-based dive bomber developed for the United States Navy in the 1930s, the first monoplane in this role. Vindicators still remained in service at the time of the Battle of Midway, but by 1943, all had been withdrawn to training units. It was known as the Chesapeake in Royal Navy service. In 1934, the United States Navy issued a requirement for a new Scout Bomber for carrier use, and received proposals from six manufacturers. The specification was issued in two parts, one for a monoplane, and one for a biplane. Vought submitted designs in both categories, which would become the XSB2U-1 and XSB3U-1 respectively. The biplane was considered alongside the monoplane design as a "hedge" against the U.S. Navy's reluctance to pursue the modern configuration. The XSB2U-1 was of conventional low-wing monoplane configuration with a retractable conventional tailwheel landing gear, the pilot and tail gunner being seated in tandem under a long greenhouse-style canopy. The fuselage was of steel tube construction, covered with aluminum panels from the nose to the rear cockpit with a fabric-covered rear fuselage, while the folding cantilever wing was of all-metal construction. A Pratt & Whitney R-1535 Twin-Wasp Junior radial engine drove a two-blade constant-speed propeller, which was intended to act as a dive brake during a dive bombing attack. The use of propeller braking was not entirely successful, and in practice US Navy Vindicators lowered the aircraft's undercarriage to act as a speed brake and dived at shallower angles. A single 1,000 lb (450 kg) bomb could be carried on a swinging trapeze to allow it to clear the propeller in a steep dive, while further bombs could be carried under the wings to give a maximum bombload of 1,500 lb (680 kg). For more details of design and development, operational history and eight variants, click here.

The Tri-R KIS TR-1 is an American homebuilt aircraft that was designed by Rich Trickel and produced by Tri-R Technologies of Oxnard, California, introduced in the 1990s. When it was available the aircraft was supplied as a kit for amateur construction. Trickel's main business was High Tech Composites, a company that produced many airframe components under sub-contract for kit aircraft such as the Lancair 235, Lancair 320 and Lancair IV. Trickel originally drew a new aircraft as a set of three-views for a customer in Australia who was looking for a new, conventional aircraft concept. The customer liked the design, but never paid for the drawings, so Trickel brought them home and completed the design work himself. Eventually the new design became the KIS TR-1. The KIS TR-1 features a cantilever low-wing, a two-seats-in-side-by-side configuration enclosed cockpit accessed via gull-wing doors, fixed tricycle landing gear or optionally conventional landing gear with wheel pants and a single engine in tractor configuration. The aircraft is made from composites. Its 23.00 ft (7.0 m) span rectangular wing employs a NACA 63-215 airfoil, mounts flaps and has a wing area of 88.00 sq ft (8.175 m2). The acceptable power range is 80 to 125 hp (60 to 93 kW) and the standard engines used are the 125 hp (93 kW) Continental O-240, the 108 hp (81 kW) Lycoming O-235-C1B or the 80 hp (60 kW) Limbach L2000 powerplant. The KIS TR-1 has a typical empty weight of 750 lb (340 kg) and a gross weight of 1,300 lb (590 kg), giving a useful load of 550 lb (250 kg). With full fuel of 20 U.S. gallons (76 L; 17 imp gal) the payload for the pilot, passenger and baggage is 430 lb (200 kg). The standard day, sea level, no wind, take off with a 125 hp (93 kW) engine is 600 ft (183 m) and the landing roll is 1,200 ft (366 m). Variants KIS TR-1 (Specifications below) Original model with tricycle landing gear and a gross weight of 1,300 lb (590 kg). By 1998 the company reported that 25 aircraft were completed and flying. In March 2014 ten examples were registered in the United States with the Federal Aviation Administration, although a total of 13 had been registered at one time.[3] Also in March 2014 there were seven registered in the United Kingdom with the CAA. KIS TR-1/TD Conventional landing gear-equipped version ("Taildragger"), with an empty weight of 800 lb (360 kg) and a gross weight of 1,425 lb (646 kg). Fuel is 34 U.S. gallons (130 L; 28 imp gal). By 1998 the company reported that eight aircraft were completed and flying. The manufacturer estimated the construction time from the supplied kit as 1000 hours. Tri-KIS TR-1/TD