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The KS-3 agricultural aircraft was the forerunner of the Yeoman Cropmaster, and was built at Bankstown, NSW, by Kingsford Smith Aviation Services (KSAS) in the 1950s. KSAS was well versed with the Wackett, having been involved in overhauling some 50 ex-RAAF Wacketts for the Netherlands East Indies Air Force (NEIAF) in 1946. In 1957 KSAS modified a Wackett VH-AJB (c/n 274) to improve performance. In February 1957 further modifications were made and, following tests, another Wackett VH-AJH (c/n 283) was converted for agricultural use by the installation of a hopper in the front cockpit. First flight was made on 26 March 1957, and this aircraft, known as the KS-1, could carry a 295 kg (650 lb) payload. In August 1957 further modifications were made, including a new hopper and louvre box, and the KS-1 became known as the KS-2. The Chief Pilot of Airwork Pty Ltd of Perth, WA flew the aircraft and asked that the hopper be placed behind the pilot to improve visibility and for ease of loading, and a Wackett (c/n 363) was so converted. Following initial use of the aircraft for a period as noted, this Company recommended changes to the conversion to make it more suitable in its design role. The result was the KS-3, which had a completely re-designed fuselage and a modified wing. The hopper was placed in a hole cut out of the centre-section of the wooden wing, and the control system was re-designed to bypass the hopper, which was installed in what was previously the rear cockpit, which had a capacity of 13 m³/364 litres (459 sq ft/80 Imp gals) and was built of aluminium. Another Wackett VH-FBD¹ (c/n 299) was converted but this aircraft, along with the prototype PL-7 Tanker, was destroyed in a hangar fire at Bankstown on 17 January 1958. KSAS then reserved registrations VH-FBD to VH-FBM for the first production batch of ten aircraft. Another KS-3 VH-FBE (c/n 365) was completed and flown on 24 December 1957. A fourth Wackett (c/n 410) was converted, being test flown and registered on 27 June 1958, becoming VH-FBD². Surplus equipment was removed and, despite the installation of the 123 kw (165 hp) Warner Super Scarab engine, which was considered a little under-powered for this role, the aircraft was found to have a reasonable performance. First customer delivery was VH-FBF (c/n 375) to Airwork in Western Australia, this aircraft having been slightly damaged in the hangar fire referred to but, being repaired, flying for the first time on 21 February 1958. Later the KS-2 VH-AJH (c/n 283) was overhauled, brought up to KS-3 specifications, and bought by Airwork. All KS-3 Cropmasters were operated by Air Culture Pty Ltd, having been obtained from Airwork, in association with Yeoman Aviation Pty Ltd of Claremont, WA, the aircraft being operated under the Yeoman Aviation airwork licence. In 1958 KSAS put to the Department a submission it would build an all-metal wing and tail for all future production aircraft, indicating it had orders for 12 aircraft at that time. It also proposed a tricycle undercarriage and installation of either a 179 kw (240 hp) Continental or a 201 kw (270 hp) Lycoming engine. In this regard Yeoman Aircraft was set up to build the new aircraft, and Yeoman later went on to develop and build the YA-1 Cropmaster, Air Culture being the major user. Air Culture operated the KS-3s until May 1961 when legislation forced their retirement because of Departmental policy on plywood box-spar construction of wings. The aircraft were used extensively for dusting and spraying operations, as well as sowing wheat, and were the first aircraft in Australia to be used for this type of operation. KS-3s built were: VH-FBD¹ (c/n 299) registered in December 1957, but destroyed in a hangar fire at Bankstown on 17 January 1958; VH-FBD² (c/n 410) registered on 27 June 1958 and wrecked when it ground looped at Borden, WA on 27 November 1961; VH-FBE (c/n 365) registered from December 1957 to May 1961; VH-FBF (c/n 375) registered from March 1958 to April 1961 when it crashed at Northampton, WA; and VH-AJH (c/n 283) which, after retirement from agricultural operations, was flown in the private category from May 1963 to April 1964. After having had its hopper removed and side windows fitted, it was stored for some years until placed on display at the Royal Australian Air Force (RAAF) Association Heritage Museum at Bull Creek in Perth, WA in 1976. In 2008 VH-AJH (ex A3-49) was obtained, and placed on display, by the Queensland Air Museum at Caloundra.

The Northrop BT was an American two-seat, single-engine monoplane dive bomber built by the Northrop Corporation for the United States Navy. At the time, Northrop was a subsidiary of the Douglas Aircraft Company. While unsuccessful in its own right, the BT was subsequently redesigned into the Douglas SBD Dauntless, which would form the backbone of the Navy's dive bomber force. The design of the initial version began in 1935. It was powered by a 700 hp (520 kW; 710 PS) Pratt and Whitney XR-1535-66 double row air-cooled radial engine and had hydraulically actuated perforated split flaps (dive brakes), and main landing gear that retracted backwards into fairing "trousers" beneath the wings. The perforated flaps were invented to eliminate tail buffeting during diving maneuvers. The next iteration of the BT, the XBT-1, was equipped with a 750 hp (560 kW; 760 PS) R-1535. This aircraft was followed in 1936 by the BT-1, powered by an 825 hp (615 kW; 836 PS) R-1535-94 engine. One BT-1 was modified with a fixed tricycle landing gear and was the first such aircraft to land on an aircraft carrier. The final variant, the XBT-2, was a BT-1 modified to incorporate landing gear which folded laterally into recessed wheel wells, leading edge slots, a redesigned canopy, and was powered by an 800 hp (600 kW; 810 PS) Wright XR-1820-32 radial. The XBT-2 first flew on 25 April 1938, and after successful testing the Navy placed an order for 144 aircraft. In 1939 the aircraft designation was changed to the Douglas SBD-1 with the last 87 on order completed as SBD-2s. By this point, Northrop had become the El Segundo division of Douglas aircraft, hence the change. The U.S. Navy placed an order for 54 BT-1s in 1936 with the aircraft entering service during 1938. BT-1s served on USS Yorktown and Enterprise. The type was not a success in service due to poor handling characteristics, especially at low speeds, "a fatal flaw in a carrier based aircraft." It was also prone to unexpected rolls and a number of aircraft were lost in crashes. Variants XBT-1 Prototype, one built. BT-1 (Specifications below) Production variant, 54 built. BT-1S A BT-1 (c/n346, BuNo 0643) was fitted with a fixed tri-cycle undercarriage. This aircraft was damaged in a crash on 6 February 1939, returned to Douglas and repaired to BT-1 standard. Comparison between the XBT-1 (BuNo 9745) and XBT-2 (BuNo 0627) on 4 December 1936 XBT-2 One BT-1 modified with fully retractable landing gear and other modifications. BT-2 Production variant of the XBT-2, 144 on order completed as SBD-1 and SBD-2. Douglas DB-19 One BT-1 (c/n346, BuNo 0643), the former BT-1S, was modified as the DB-19 which was tested by the Imperial Japanese Navy as the Douglas DXD1 (long designation - Douglas Navy Experimental Type D Attack Aircraft)

The Mikoyan MiG-29 (Russian: Микоян МиГ-29; NATO reporting name: Fulcrum) is a twin-engine fighter aircraft designed in the Soviet Union. Developed by the Mikoyan design bureau as an air superiority fighter during the 1970s, the MiG-29, along with the larger Sukhoi Su-27, was developed to counter new U.S. fighters such as the McDonnell Douglas F-15 Eagle and the General Dynamics F-16 Fighting Falcon. The MiG-29 entered service with the Soviet Air Forces in 1983. While originally oriented towards combat against any enemy aircraft, many MiG-29s have been furnished as multirole fighters capable of performing a number of different operations, and are commonly outfitted to use a range of air-to-surface armaments and precision munitions. The MiG-29 has been manufactured in several major variants, including the multirole Mikoyan MiG-29M and the navalised Mikoyan MiG-29K; the most advanced member of the family to date is the Mikoyan MiG-35. Later models frequently feature improved engines, glass cockpits with HOTAS-compatible flight controls, modern radar and infrared search and track (IRST) sensors, and considerably increased fuel capacity; some aircraft have also been equipped for aerial refueling. Following the dissolution of the Soviet Union, the militaries of multiple ex-Soviet republics have continued to operate the MiG-29, the largest of them being the Russian Aerospace Forces. The Russian Aerospace Forces wanted to upgrade its existing fleet to the modernised MiG-29SMT configuration, but financial difficulties have limited deliveries. The MiG-29 has also been a popular export aircraft; more than 30 nations either operate or have operated the aircraft. As of 2024 Flight Global estimates that 809 MiG-29s, of all types, are in service with air forces, making it the 5th most common active fighter. Sharing its origins in the original PFI requirements issued by TsAGI, the MiG-29 has broad aerodynamic similarities to the Sukhoi Su-27, but with some notable differences. The MiG-29 has a mid-mounted swept wing with blended leading-edge root extensions (LERXs) swept at around 40°; there are swept tailplanes and two vertical fins, mounted on booms outboard of the engines. Automatic slats are mounted on the leading edges of the wings; they are four-segment on early models and five-segment on some later variants. On the trailing edge, there are maneuvering flaps and wingtip ailerons. The MiG-29 has hydraulic controls and a SAU-451 three-axis autopilot but, unlike the Su-27, no fly-by-wire control system. Nonetheless, it is very agile, with excellent instantaneous and sustained turn performance, high-alpha capability, and a general resistance to spins. The airframe consists primarily of aluminum with some composite materials, and is stressed for up to 9 g (88 m/s²) maneuvers. The controls have "soft" limiters to prevent the pilot from exceeding g and alpha limits, but the limiters can be disabled manually. For much more detail on development, design, operational history and variants, click here.

The Bellanca T-250 Aries was a light airplane built in the United States in the early 1970s, which achieved only limited production. Designed by Marvin Greenwood in Texas while his company, Anderson-Greenwood, owned the Bellanca name, it was offered as a Bellanca product. It was a conventional low-wing monoplane with retractable tricycle undercarriage and a high T-tail. Federal Aviation Administration type certification was obtained on 28 July 1976. Number built 5

The Diamond DART is a series of tandem, two-seat civilian and military turboprop trainers manufactured by Austrian Diamond Aircraft, "DART" meaning Diamond Aircraft Reconnaissance Trainer. The DART-450 made its first flight on 17 May 2016. Certification of the $3.1 million plane was expected by the end of 2017. The first two deliveries were to be for a non-certificated kit version in 2017, while a certificated aircraft was expected to be delivered in September 2018. Diamond intends to deliver 50 aircraft per year. The third prototype was expected to fly in late 2017, powered by a 550hp (410kW) GE Aviation engine. The DART-450 is built predominately from carbon fibre. It is powered by a 495 hp (369 kW) Ivchenko-Progress Motor Sich AI-450S turboprop engine, driving a five-bladed MT Propeller. The cockpit accommodates two crew on ejection seats. The avionics are provided by Garmin and the fuselage is able to mount an optional retractable surveillance camera, plus other equipment. Variants Diamond DART-450 (Specifications below) First flown on 17 May 2016. It has a 495 hp (369 kW) Ivchenko-Progress Motor Sich AI-450S turboprop, weighs 1,330 kg (2,932 lb) empty and has a 2,300 kg (5,071 lb) max takeoff weight. Diamond DART-550 Version powered by a 550 hp (410 kW) General Electric GE H75-100 turboprop, first flown on 24 May 2018. It has eight hours endurance, Martin-Baker MK16 ejection seats, a Garmin G3000 cockpit, 1,600 kg (3,527 lbs) OEW, 2,400 kg (5,291 lbs) MTOW. Diamond DART-750 Upgrade with the Pratt & Whitney Canada PT6 turboprop engine rated at 750 hp (559 kW). The aircraft had its first flight on 12 June 2023. CETC TA-20 Chinese licensed locally manufactured variant of the DART-450 utilizing alternate Chinese avionics, first flown on 6 November 2018. It is being proposed as a possible candidate for the development of a basic military trainer aircraft for the People's Liberation Army Air Force. Diamond Dart 450 Diamond Dart 550 Diamond Dart 750

The Auster B8 Agricola was a commercially unsuccessful British agricultural aircraft designed for the aerial topdressing market which opened up in New Zealand in the early 1950s. Constructed of fabric over a corrosion-proofed steel frame, the design featured a large high-lift low-set monoplane wing, external control cables, fixed tailwheel undercarriage and a somewhat angular fuselage. It had an aft cabin that could seat two passengers, a hopper over the centre of the wing which could hold 750 kg of superphosphate in the topdressing role, or 654 litres of spray as a crop duster. The pilot sat forward of the hopper over the wing leading edge, a position which gave a good field of view compared with the American practice of placing the pilot behind the hopper, though this view was somewhat restricted by the extensive canopy joinery and bulky rear decking. The Agricola's handling was generally described favourably, particularly its slow speed performance and controls, while its rugged and simple construction allowed for easy maintenance and repair. The aircraft was utilitarian rather than attractive; one website has short-listed the Agricola in a competition for the ugliest aircraft of all time. The type was first flown in 1955. It was out-competed in its target market by the PAC Fletcher and attempts to sell the type for aerial application work in Britain, Australia and Europe met with little success. Only nine were made before production ceased. Of these ZK-BXO, is the sole survivor. Restored by John Stephenson of Whitianga, it was operated for many years by him as both a historic aircraft and personal transport. BXO was sold to the UK in 2005 and re-registered as G-CBOA. In March 2016, the aircraft was once again sold to New Zealand.

The Piper PA-24 Comanche is an American single-engine, low-wing, all-metal monoplane of semimonocoque construction with tricycle retractable landing gear and four or six seats. The Comanche was designed and built by Piper Aircraft and first flew on May 24, 1956. Together with the PA-30 and PA-39 Twin Comanches, it made up the core of Piper's lineup until 1972, when the production lines for both aircraft were destroyed in the 1972 Lock Haven flood. Two prototypes were built in 1956, with the first being completed by June 20, 1956. The first production aircraft, powered by a 180 hp (134 kW) Lycoming O-360-A1A engine, first flew on October 21, 1957. In 1958, it was joined by a higher-powered PA-24-250 with a 250 hp (186 kW) Lycoming O-540-A1A5 engine; this model was originally to be known as the PA-26, but Piper decided to keep the PA-24 designation. In 1964, the 400 hp (298 kW) PA-24-400 was introduced.[1] The following year, the PA-24-250 was superseded by the PA-24-260, featuring the Lycoming IO-540D or E engine of 260 hp (194 kW). A turbocharged version using a Rajay turbocharger was introduced in 1970. Production of the Comanche ended in 1972, when torrential rains from Hurricane Agnes caused the great Susquehanna River flood of 1972, flooding the manufacturing plant and destroying airframes, parts, and much of the tooling necessary for production. Rather than rebuild the tooling, Piper chose to abandon production of the Comanche and Twin Comanche and continue with two newer designs already in production at Piper's other plant in Vero Beach, Florida - the PA-28R-200 Arrow and the twin-engined PA-34 Seneca. Variants Comanche 180 1959 Piper PA-24 180 The original version of the Comanche was the PA-24, which featured a carbureted 180 hp (134 kW) Lycoming O-360-A1A engine, swept tail, laminar flow airfoil, and all-flying stabilator. The standard fuel capacity of the PA-24-180 was 60 US gallons (230 L). The flaps were manually actuated, controlled by the same Johnson bar actuator as the Piper Cherokee. The aircraft specifications were for cruise speeds of 116 to 139 knots (215 to 257 km/h) and fuel burns between 7.5 and 10.5 gallons per hour (28 and 40 L/h) at 55 and 75% power settings, respectively. Full-fuel payload with standard fuel was 715 lb (324 kg), with a gross weight of 2,550 lb (1,160 kg) and range with 45-minute reserve of 700 nmi (1,300 km; 810 mi). When new, standard, typically equipped Comanche 180s sold between $17,850 (1958) and $21,580 (1964). A total of 1,143 were built. Comanche 250 In 1958, Piper introduced a 250 hp (190 kW) version using a Lycoming O-540 engine, giving the PA-24-250 Comanche a top cruise speed of 160 kn (180 mph; 300 km/h). Most 250s had carbureted Lycoming O-540-AIA5 engines, but a small number were fitted out with fuel-injected versions of the same engine. Early Comanche 250s had manually operated flaps and carried 60 US gal (230 L) of fuel. Auxiliary fuel tanks (90 US gal (340 L) total) became available in 1961. Electrically actuated flaps were made standard with the 1962 model year. Comanche 260 PA-24-260 with LoPresti cowling on landing PA-24-260B with custom paint Four 260-horsepower (194 kW) versions of the Comanche were introduced beginning in 1965. They were: PA-24-260 (1965) PA-24-260B (1966 to 1968) PA-24-260C (1969 to 1972) (Specifications below) PA-24-260TC (Turbocharged 260C) (1970 to 1972) A total of 1,029 airplanes were sold from the Comanche 260 line, including the 260TC. The 260 had an empty weight around 1,700 lb (770 kg) and a maximum gross weight of 2,900 lb (1,300 kg). It had four seats, and a 90-US-gallon (340 L)-capacity auxiliary fuel system was available as an option. Cruise speed was advertised as 142–161 kn (263–298 km/h; 163–185 mph) with fuel burn of 10 to 14 gal/h (38 to 53 L/h). The 260B had an overall length 6 in (150 mm) more than the previous models due to a longer propeller spinner, not a longer fuselage. The 260B had a third side window and a provision for six seats. The fifth and sixth seats take up the entire baggage area and seat smaller adults, placarded to a total weight of 250 lb (110 kg). Typical empty weight was 1,728 lb (784 kg) and gross weight was 3,100 lb (1,400 kg). Fuel burn was 11 to 14 gal/h (42 to 53 L/h) and advertised speed was 140–160 kn (260–300 km/h; 160–180 mph). The 260C introduced a new "Tiger Shark" cowling, maximum gross weight of 3,200 lb (1,500 kg), cowl flaps, and an aileron-rudder interconnect. Cruise speed was advertised as 150–161 kn (278–298 km/h; 173–185 mph) with fuel flow of 12.5 to 14.1 gal/h (47 to 53 L/h). To prevent possible aft center-of-gravity problems due to the increased gross weight and its fifth and sixth seats, the propeller shaft was extended. This moved the center of gravity slightly forward. With a useful load of 1,427 lb (647 kg), it has the largest payload of all of the Comanches except the 400. Often mistaken on the ramp for the 400 model, the slightly longer cowling includes a distinctively longer nose gear door, as compared to the B models and older versions. Starting in 1970, Piper offered a turbo-normalized variant of the PA-24-260 known as the 260TC with a Lycoming IO-540-R1A5 engine and dual Rajay turbochargers. Twenty-six were produced between 1970 and 1972. Advertised by Piper as a "second throttle", the turbochargers are controlled using a manual wastegate assembly that places an additional handle labeled "boost" next to the throttle handle in the cockpit, effectively creating a secondary throttle. The TC model is certified for flight to 25,000 ft (7,600 m), with an advertised turbo critical altitude of 20,000 ft (6,100 m), giving a maximum true airspeed of 223 mph (194 kn; 359 km/h). PA-24-300 In 1967, one aircraft was modified with a 300 hp (224 kW) Lycoming engine for trials. It did not enter production. PA-24-380 Two prototype aircraft were built in 1961. They were standard Comanche airframes, but had 380 hp (283 kW) Lycoming IO-720-A1A engines with a three-bladed propeller. The design was modified with an even larger 400 hp (298 kW) engine and produced as the PA-24-400. Comanche 400 The PA-24-400 Comanche 400 was produced from 1964 to 1966. Only 148 PA-24-400s were built. The Comanche 400 is powered by the 400 hp (298 kW), horizontally opposed, eight-cylinder Lycoming IO-720 engine, developed specifically for the model. Cooling problems have happened with the rear cylinders. Comanche 400, MSN 26-52, exhibited at the 1966 Hannover Air Show, Germany The Comanche 400 has a three-bladed propeller and carries 100 US gal (380 L) of fuel, or 130 US gal (490 L) with optional extended tanks. Fuel burn was advertised as 16 to 23 gal/h (61 to 87 L/h), at 55-75% power. The high fuel burn means that it is expensive to operate. The 400 had a typical empty weight of 2,110 lb (960 kg) and a maximum gross weight of 3,600 lb (1,600 kg). Book speeds for the PA-24-400 included a cruising speed of 185 kn (343 km/h; 213 mph) and a top speed of 194 kn (359 km/h; 223 mph). While identical in planform to other PA-24 models, the 400 is structurally strengthened, primarily in the tail, with an extra nose rib in the stabilator and the vertical fin. The stabilator, vertical fin, and rudder of the 400 share virtually no common parts with the 180, 250, or 260 hp (190 kW) Comanches.

The Ruschmeyer R 90 is a four-seat light aircraft designed and produced in Germany in the late 1980s and early 1990s. MF-85 Ruschmeyer Luftfahrttechnik initially designed the Ruschmeyer MF-85, intended to be powered by Porsche PFM 3200 derivatives, which was debuted at the 1987 Hannover Air Show. The MF-85 was a composite four seat aircraft, planned to be offered with 134 to 183 kW (180 to 245 hp) engines, priced at DM245,000 to DM325,000 (excluding avionics), with optional fixed or retractable undercarriage. The prototype (V001 D-EEHE) first flew with a 212 hp (158 kW) Porsche PFM 3200N, driving a 3-bladed Mühlbauer MTV.9 constant speed propeller, on 8 August 1988, piloted by Horst Ruschmeyer. The second and third aircraft, V002 (D-EERO) and V003 (D-EERH), on flew on 23 September 1990 and 12 February 1992 respectively. Despite promising flight test results, the unavailability of Porsche engines led to the development of the Textron Lycoming powered R 90. R 90 Powered by a Lycoming IO-540-C4D5 driving a Mühlbauer MTV.14-B constant speed propeller, the production R 90-230RG was built from 1988 to the mid-1990s in Germany. The engine is de-rated to 172 kW (231 hp) to reduce noise, but still enables the R 90 to reach a maximum cruising speed of 324 km/h (175 kn; 201 mph). German certification was awarded in June 1992, with 28 production aircraft built when Ruschmeyer Luftfahrttechnik filed for bankruptcy in June 1996. In 1999, the assets of Ruschmeyer were purchased by Solaris Aviation of West Palm Beach, Florida, marketing the R90 as the Solaris Sigma. In 2004, the project passed to Aircraft Technology Consulting, which restarted production in Germany, building two more aircraft by mid 2005. Variants MF-85 The first three prototypes powered by Porsche PFM 3200 engines. R 90 Production aircraft powered by Lycoming IO-540-C4D5 engines R 90-230-RG: The main variant with retractable undercarriage (Specifications below) R 90-230-FG: Variant with fixed undercarriage, powered by Lycoming O-540-J engines. R 90-180-FG: Variant with fixed undercarriage, powered by Lycoming IO-360 engines. R 90-350T-RG: High performance variant with retractable undercarriage, powered by 185 kW (248 hp) turbo-charged engines. R 90-420AT-RG:High performance variant with retractable undercarriage, powered by Allison 250-B17 turboprop engines R 95 5/6 seat variant with retractable undercarriage. Solaris Sigma Production and marketing in the United States