The ATR-72 is a stretched development of the popular ATR-42 and was launched in January 1986.

The first of three ATR-72 development aircraft flew for the first time on October 27 1988, followed by the awarding of French and then US certification in late 1989. Entry into service was on October 27 1989 with Kar Air of Finland. Some other early operators are Foshing Airlines, NFD (later Eurowings), CSA, American Eagle, TAT, Air Littoral, LOT, and Olympic Aviation.

Significant differences between the ATR-72 and the smaller and older ATR-42 include a 4.50m (14ft 9in) fuselage stretch and reworked wings. The ATR-72's wings are new outboard of the engine nacelles and with 30% of it made up of composite materials, comprising composite spars and skin panels and a carbon fibre wing box.

Aside from the baseline ATR-72-200, two developments have been offered, the ATR-72-210, and the ATR-72-500 (previously ATR-72-210A). The ATR-72-210 is optimised for operations in hot and high conditions. It has more powerful PW-127 engines for better takeoff performance.

The ATR-72-500 (renamed from ATR-72-210A on May 18, 1998) further improved hot and high model was certificated in early 1997. It features PW-127Fs driving six blade composite Hamilton Sundstrand propellers.

The ATR-52C is an as yet unlaunched derivative with a redesigned tail to incorporate a rear loading ramp, intended for military and commercial operators. As with the ATR-42, a military maritime patrol version, known as the Petrel 72, has also been offered.

The ATR-72 would have formed the basis for the ATR-82, a 78 seat stretched development. The ATR-82 would have been powered by two Allison AE-2100 turboprops (ATR studied turbofans for a time) and would have a cruising speed as high as 610km/h (330kt). The ATR-82 was suspended when AI(R) was formed in early 1996

The Beech 1900 19 seat commuter was chosen along with the smaller 1300, both developments of the King Air 200, and the C99 for Beech's reentry into the regional airliner market in 1979.

The most obvious change from the King Air 200 to the 1900C is the substantially lengthened fuselage (17.63m/57ft 10in compared to 13.34m/43ft 9in). Other changes include more powerful engines, a modified tail with tailets, and stabilons on the lower rear fuselage.

Development of the 1900 commenced in 1979, with first flight occurring on September 3 1982. US FAA certification was awarded in November 1983, prior to the 1900C's entry into service in February the following year. The first ExecLiner corporate transport version was delivered in mid 1985.

During the course of 1900C production a wet wing was introduced increasing fuel capacity by 927 litres (204Imp gal/245US gal), while military transport, maritime patrol and electronic surveillance versions were offered.

Beech announced the improved 1900D at the US Regional Airlines Association meeting in 1989, with the prototype, a converted 1900C, first flying on March 1 1990. Production switched to the improved model in 1991, with first deliveries (to Mesa Air) that November. The main change introduced on the 1900D was the substantially deeper fuselage with standup headroom. In addition it also introduced larger passenger and freight doors and windows, twin ventral strakes and auxiliary horizontal fixed tails, while more powerful engines and winglets improve hot and high performance.

The 1900D has sold particularly well. For example the 1900D's biggest customer is Mesa Airlines, a United Airlines feeder, which has placed total firm orders for 118. A 1900D delivered to Impulse Airlines in Australia in March 1997 was the 500th 1900 built.

The Beech 1900 19 seat commuter was chosen along with the smaller 1300, both developments of the King Air 200, and the C99 for Beech's reentry into the regional airliner market in 1979.

The most obvious change from the King Air 200 to the 1900C is the substantially lengthened fuselage (17.63m/57ft 10in compared to 13.34m/43ft 9in). Other changes include more powerful engines, a modified tail with tailets, and stabilons on the lower rear fuselage.

Development of the 1900 commenced in 1979, with first flight occurring on September 3 1982. US FAA certification was awarded in November 1983, prior to the 1900C's entry into service in February the following year. The first ExecLiner corporate transport version was delivered in mid 1985.

During the course of 1900C production a wet wing was introduced increasing fuel capacity by 927 litres (204Imp gal/245US gal), while military transport, maritime patrol and electronic surveillance versions were offered.

Beech announced the improved 1900D at the US Regional Airlines Association meeting in 1989, with the prototype, a converted 1900C, first flying on March 1 1990. Production switched to the improved model in 1991, with first deliveries (to Mesa Air) that November. The main change introduced on the 1900D was the substantially deeper fuselage with standup headroom. In addition it also introduced larger passenger and freight doors and windows, twin ventral strakes and auxiliary horizontal fixed tails, while more powerful engines and winglets improve hot and high performance.

The 1900D has sold particularly well. For example the 1900D's biggest customer is Mesa Airlines, a United Airlines feeder, which has placed total firm orders for 118. A 1900D delivered to Impulse Airlines in Australia in March 1997 was the 500th 1900 built.

The 747-400 is the latest, longest ranging and best selling model of the 747 family.

Boeing launched the 747-400 in October 1985 and the first development aircraft first flew on April 29 1988. US certification (with PW-4000s) was awarded in January 1989.

The 747-400 externally resembles the -300, but it is a significantly improved aircraft. Changes include a new, two crew digital flightdeck with six large CRT displays, an increased span wing with winglets (the -400 was the first airliner to introduce winglets), new engines, recontoured wing/fuselage fairing, a new interior, lower basic but increased max takeoff weights, and greater range.

Apart from the basic passenger 747-400 model, a number of variants have been offered including the winglet-less 747-400 Domestic optimised for Japanese short haul domestic sectors, the 747-400M Combi passenger/freight model, and the 747-400F Freighter (which combines the 747-200F's fuselage with the -400's wing).

The latest model is the 747-400ER, which was launched on November 28, 2000 when Qantas placed an order for 6. The -400ER has the same size as the -400, but has more range or payload capability. The MTOW was increased by 15,870kg (35,000lb) to 412,770kg (910,000lb), giving a further range of 805km (435nm) or a 6800kg (15,000lb) greater payload. The -400ER also features a wholly new cabin interior with larger luggage bins, and several flight deck improvements.

The -400ER incorporates the strengthened wing, body, and landing gear of the -400F, plus an auxiliary fuel tank in the forward cargo hold, and an optional second one. Operators who don't need these can remove them both, gaining additional cargo volume.

The first 747-400ER was rolled out in June 2002, and flew for the first time on July 31, 2002, and this was the 1308th 747 to fly.

A cargo version, the 747-400ERF, followed the standard -400ER, and was launched April 30, 2001 on an order by leasing company ILFC for 5. The first -400ERF is the 1315th 747 built. The -ERF has the same MTOW as the -ER, and this will give an extra range of 970km (525nm), or an extra payload of 9980kg (22,000lb) at MTOW compared with the standard -400F.

Shortly before delivery of the first -400ER, Boeing had received orders for 15 ER/ERFs from 5 customers.

The 747-400 is the latest, longest ranging and best selling model of the 747 family.

Boeing launched the 747-400 in October 1985 and the first development aircraft first flew on April 29 1988. US certification (with PW-4000s) was awarded in January 1989.

The 747-400 externally resembles the -300, but it is a significantly improved aircraft. Changes include a new, two crew digital flightdeck with six large CRT displays, an increased span wing with winglets (the -400 was the first airliner to introduce winglets), new engines, recontoured wing/fuselage fairing, a new interior, lower basic but increased max takeoff weights, and greater range.

Apart from the basic passenger 747-400 model, a number of variants have been offered including the winglet-less 747-400 Domestic optimised for Japanese short haul domestic sectors, the 747-400M Combi passenger/freight model, and the 747-400F Freighter (which combines the 747-200F's fuselage with the -400's wing).

The latest model is the 747-400ER, which was launched on November 28, 2000 when Qantas placed an order for 6. The -400ER has the same size as the -400, but has more range or payload capability. The MTOW was increased by 15,870kg (35,000lb) to 412,770kg (910,000lb), giving a further range of 805km (435nm) or a 6800kg (15,000lb) greater payload. The -400ER also features a wholly new cabin interior with larger luggage bins, and several flight deck improvements.

The -400ER incorporates the strengthened wing, body, and landing gear of the -400F, plus an auxiliary fuel tank in the forward cargo hold, and an optional second one. Operators who don't need these can remove them both, gaining additional cargo volume.

The first 747-400ER was rolled out in June 2002, and flew for the first time on July 31, 2002, and this was the 1308th 747 to fly.

A cargo version, the 747-400ERF, followed the standard -400ER, and was launched April 30, 2001 on an order by leasing company ILFC for 5. The first -400ERF is the 1315th 747 built. The -ERF has the same MTOW as the -ER, and this will give an extra range of 970km (525nm), or an extra payload of 9980kg (22,000lb) at MTOW compared with the standard -400F.

Shortly before delivery of the first -400ER, Boeing had received orders for 15 ER/ERFs from 5 customers.

Boeing announced that it was developing a stretched development of the 767-200 in February 1982.

The resulting 767-300 features a 6.42m (21ft 1in) stretch consisting of fuselage plugs forward (3.07m/10ft 1in) and behind (3.35m/11ft) the wing centre section. The flightdeck and systems were carried directly over from the 767-200, the only other changes were minor, and related to the increased weights of the new version. Initially the max takeoff weight was the same as the later 767-200ER.

The 767-300 flew for the first time on January 30 1986, and was awarded certification and entered service in September that year. The higher weight Extended Range ER version flew on December 19 1986, while RollsRoyce RB-211-524G engines became available from 1989. The range of the 767-300ER has proven to be very popular with a number of airlines using them for long range low density flights.

In 1993 Boeing launched the 767-300F General Market Freighter. Changes include strengthened undercarriage and wing structure, a cargo handling system, no cabin windows and a main deck freight door. Capacity is 24 containers.

Boeing announced that it was developing a stretched development of the 767-200 in February 1982.

The resulting 767-300 features a 6.42m (21ft 1in) stretch consisting of fuselage plugs forward (3.07m/10ft 1in) and behind (3.35m/11ft) the wing centre section. The flightdeck and systems were carried directly over from the 767-200, the only other changes were minor, and related to the increased weights of the new version. Initially the max takeoff weight was the same as the later 767-200ER.

The 767-300 flew for the first time on January 30 1986, and was awarded certification and entered service in September that year. The higher weight Extended Range ER version flew on December 19 1986, while RollsRoyce RB-211-524G engines became available from 1989. The range of the 767-300ER has proven to be very popular with a number of airlines using them for long range low density flights.

In 1993 Boeing launched the 767-300F General Market Freighter. Changes include strengthened undercarriage and wing structure, a cargo handling system, no cabin windows and a main deck freight door. Capacity is 24 containers.

The popular 205/206/207 line began life as a four seat utility aircraft, stretched from the 182 Skylane.

In its initial form the 205 (originally 210-5) was essentially a fixed undercarriage derivative of the 210 Centurion, optimised for utility roles, giving more baggage space. Introduced to the Cessna lineup in 1962, the 205 was powered by the same IO-470 engine as the 210B and featured an additional small cargo door on the left side of the fuselage. It later gained it's 6th seat.

The 205 lasted in production until 1964 when it was replaced by the more powerful 206, which came in 2 options, the P206 Super Skylane and the U206 Super Skywagon, which respectively meant Passenger and Utility, the U206 featuring larger double cargo doors on the right fuselage side. Continuous improvement followed, including introduction of turbocharged and fuel injected models. The 'Super' prefix for the Super Skywagon was dropped in 1969 and the Stationair name was adopted in 1971. Production originally ceased in 1985.

The 207 Skywagon meanwhile featured a 1.07m (3ft 6in) fuselage stretch (allowing seating for seven) and became available from 1969. Known as the Stationair 7 from 1978, it was replaced by the 207A Stationair 8 from 1979 which had seating for an eighth occupant. Production ended in 1984. A few were built in France by Reims as the F207. Several 206 and 207 aircraft have been converted to turbine power by Soloy as the Turbine 206 and 207.

The 206 is the third Cessna single to be returned to production at the company's new Independence plant in Kansas. Two versions are offered, the normally aspirated 206H and turbo T206H. The T206H first flew on August 6 1996, powered by a TIO-580, while the normally aspirated 206H, powered by an IO-580, followed on November 6. A decision to switch to the TIO-540 and IO-540 because of reliability concerns pushed back production by about 10 months. The 206H was certificated on September 9 1998, the T206H on October 1.