Perhaps the most important contributor to Airbus Industrie's success as an airliner manufacturer, the four member A320 family is a significant sales success and a technological trailblazer. The 150 seat A320 is the foundation and best selling member of the family.

The A320 is perhaps best known as the first airliner to introduce a fly-by-wire flight control system - where control inputs from the pilot are transmitted to the flying surfaces by electronic signals rather than mechanical means. Apart from a small weight saving, the advantage of Airbus' fly-by-wire is that as it is computer controlled, an inbuilt flight envelope protection makes it virtually impossible to exceed certain flight parameters such as G limits and the aircraft's maximum and minimum operating speeds and angle of attack limits.

Also integral to the A320 is the advanced electronic flightdeck, with six fully integrated EFIS colour displays and innovative sidestick controllers rather than conventional control columns. The A320 also employs a relatively high percentage of composite materials compared to earlier designs. Two engines are offered, the CFM56 and IAE V2500.

The A320 program was launched in March 1982, first flight occurred on February 22 1987, while certification was awarded on February 26 1988. Launch customer Air France took delivery of its first A320 in March that year. The first V2500 engined A320 was delivered to Adria Airways in May 1989.

The initial production version was the A320-100, which was built in only small numbers before being replaced by the definitive A320-200 (certificated in November 1988) with increased max takeoff weight, greater range and winglets. The stretched A321 and shortened A319 and A318 are described separately. All four share a common pilot type rating. Mid 2000 A320 family production was at a monthly rate of 22, to be increased to 30 units a month by the end of 2002.

Perhaps the most important contributor to Airbus Industrie's success as an airliner manufacturer, the four member A320 family is a significant sales success and a technological trailblazer. The 150 seat A320 is the foundation and best selling member of the family.

The A320 is perhaps best known as the first airliner to introduce a fly-by-wire flight control system - where control inputs from the pilot are transmitted to the flying surfaces by electronic signals rather than mechanical means. Apart from a small weight saving, the advantage of Airbus' fly-by-wire is that as it is computer controlled, an inbuilt flight envelope protection makes it virtually impossible to exceed certain flight parameters such as G limits and the aircraft's maximum and minimum operating speeds and angle of attack limits.

Also integral to the A320 is the advanced electronic flightdeck, with six fully integrated EFIS colour displays and innovative sidestick controllers rather than conventional control columns. The A320 also employs a relatively high percentage of composite materials compared to earlier designs. Two engines are offered, the CFM56 and IAE V2500.

The A320 program was launched in March 1982, first flight occurred on February 22 1987, while certification was awarded on February 26 1988. Launch customer Air France took delivery of its first A320 in March that year. The first V2500 engined A320 was delivered to Adria Airways in May 1989.

The initial production version was the A320-100, which was built in only small numbers before being replaced by the definitive A320-200 (certificated in November 1988) with increased max takeoff weight, greater range and winglets. The stretched A321 and shortened A319 and A318 are described separately. All four share a common pilot type rating. Mid 2000 A320 family production was at a monthly rate of 22, to be increased to 30 units a month by the end of 2002.

Perhaps the most important contributor to Airbus Industrie's success as an airliner manufacturer, the four member A320 family is a significant sales success and a technological trailblazer. The 150 seat A320 is the foundation and best selling member of the family.

The A320 is perhaps best known as the first airliner to introduce a fly-by-wire flight control system - where control inputs from the pilot are transmitted to the flying surfaces by electronic signals rather than mechanical means. Apart from a small weight saving, the advantage of Airbus' fly-by-wire is that as it is computer controlled, an inbuilt flight envelope protection makes it virtually impossible to exceed certain flight parameters such as G limits and the aircraft's maximum and minimum operating speeds and angle of attack limits.

Also integral to the A320 is the advanced electronic flightdeck, with six fully integrated EFIS colour displays and innovative sidestick controllers rather than conventional control columns. The A320 also employs a relatively high percentage of composite materials compared to earlier designs. Two engines are offered, the CFM56 and IAE V2500.

The A320 program was launched in March 1982, first flight occurred on February 22 1987, while certification was awarded on February 26 1988. Launch customer Air France took delivery of its first A320 in March that year. The first V2500 engined A320 was delivered to Adria Airways in May 1989.

The initial production version was the A320-100, which was built in only small numbers before being replaced by the definitive A320-200 (certificated in November 1988) with increased max takeoff weight, greater range and winglets. The stretched A321 and shortened A319 and A318 are described separately. All four share a common pilot type rating. Mid 2000 A320 family production was at a monthly rate of 22, to be increased to 30 units a month by the end of 2002.

The Airbus A300 is significant not only for being a commercial success in its own right, but for being the first design of Europe's most successful postwar airliner manufacturer.

Aerospatiale of France, CASA of Spain and the forerunners of Germany's DaimlerChrysler Aerospace and British Aerospace formed the Airbus Industrie consortium in the late 1960s specifically to develop a twin engined 300 seat widebody `air bus' to fill an identified market gap.

The original 300 seat airliner design matured into a smaller 250 seater, the A300 designation gaining a `B' suffix to denote the change. Two prototype A300B1s were built, the first of these flying from Toulouse, France on October 28 1972, the second on February 5 the next year. The General Electric CF6 was the powerplant choice for initial A300s. Following the prototype A300B1s was the 2.65m (8ft 8in) longer A300B2, the first production version which first flew in April 1974. The B2 entered service with Air France on May 23 1974.

Subsequent versions included the B2-200 with Krueger leading edge flaps and different wheels and brakes; the B2-300 with increased weights for greater payload and multi stop capability; the B4-100 a longer range version of the B2 with Krueger flaps; and the increased max takeoff weight B4-200 which featured reinforced wings and fuselage, improved landing gear and optional rear cargo bay fuel tank. A small number of A300C convertibles were also built, these featured a main deck freight door behind the wing on the left hand side. Late in the A300B4's production life an optional two crew flightdeck was offered as the A300-200FF (customers were Garuda, Tunis Air and VASP).

Production of the A300B4 ceased in May 1984, with manufacture switching to the improved A300-600.

Older A300s are now finding a useful niche as freighters, with a number of companies, in particular DaimlerChrysler Aerospace Airbus, offering conversion programs.

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 A-109 is a high performance twin helicopter, one of the most successful in its class during the course of its 25 year history.

The first of four A-109 prototypes flew on August 4 1971. VFR certification was awarded on June 1 1975 although series production had already begun in 1974. First production deliveries took place in late 1976. The helicopter was originally named Hirundo, but this name was later dropped. Single pilot IFR certification was granted in January 1977.

The base A-109A was superseded by the upgraded A-109A Mk.II from September 1981. Improvements incorporated in the Mk.II included a greater transmission rating, redesigned tailboom and a new tail rotor driveshaft, improved rotor blade life and modern avionics. The Mk.II is also available in widebody configuration with increased internal volume courtesy of bulged fuselage side panels and reshaped fuel tanks under the cabin floor. The Mk.II Plus has the more powerful 250-C20R1 engines, as does the A-109C. The 109C also has composite rotor blades.

The A-109K first flew in April 1983 and is powered by two 470kW (640shp) max continuous operation rated Turboméca Arriel 1K1 turboshafts. The latest A-109 model is the PW-206C powered (477kW/640shp takeoff rated) A-109E Power, which first flew on February 8 1995 and was certificated in August 1996. Based on the A-109K-2 it also features a strengthened landing gear and improved main rotor. The engines feature FADEC.

The A-109 has been developed into a number of mission specific configurations. Aside from executive transport it is used widely in medevac, police and patrol roles worldwide. Previously medevac configured A-109As were based on the standard airframe, but modifications engineered by the US firm Custom Aircraft Completions resulted in the A-109 Max, with transverse stretcher stowage and bulged side door transparencies.

The Robin DR-400 series of light aircraft owes its origins to the Jodel series of wooden construction light aircraft.

Avions Pierre Robin was formed by Pierre Robin and the principle designer of Jodel Aircraft, Jean Delemontez, in October 1957 as Centre Est Aeronautique. The company's initial production was of developments of the basic Jodel series of tail draggers, and it was these aircraft that evolved into the DR-400 series. Initial production was of the DR-100 and the DR-1050/1051, while the DR-220, DR-221 and DR-250 featured the Jodel's basic wing with a four seat fuselage. The final links between the Jodels and the DR-400 were the DR-253 and DR-300 series, tricycle developments of the DR-220 series.

First flight of the DR-400 occurred during June 1972, both a DR-400-125 and a DR-400-180 taking flight that month. Essentially, the DR-400 was an improved DR-300 with a forward-sliding canopy replacing the doors of the previous model.

Since that time a number of developments have been offered. The least powerful version is the DR 400-120, and it remains in production today as the DR-400-120 Dauphin 2+2. Powered by an 84kW (112hp) O-235, the DR-400-120 is really a two seater, although it can seat two children on a rear bench seat. The DR-400-125I has a 93kW (125hp) fuel injected IO-240 and was revealed in 1995. The DR-400-140 Dauphin is powered by a 120kW (160hp) O-320 and is a full four seater. The four seat DR-400-160 Chevalier meanwhile also features a 120kW (160hp) Lycoming O-320 and seats four. It first flew in June 1972. With a different prop, more fuel capacity and slightly different wing it became the DR-400-160 Major from 1980.

The four/five seat DR 400-180 Regent and DR-400-180R Remo 180 are powered by the 135kW (180hp) (Textron) Lycoming O-360, the Remo being optimised for glider towing. Also optimised for glider tug work is the DR-400-200R Remo 200, the most powerful DR-400 model (powered by a 150kW/200hp IO-360, driving a constant speed prop).

The DR-500 President was unveiled at the 1997 Paris Airshow as the DR-400-200I. It features a 150kW (200hp) IO-360 driving a constant-speed prop and widened and taller cabin. Deliveries began in 1998.

The Jetstream 41 is a stretched and modernised development of the 19 seat Jetstream 31, designed to compete in the 29 seat commuter airliner class alongside such types as the Brasilia, Dornier 328 and Saab 340.

The Jetstream 41 (or J41) is based on the J31, but features a 4.88m (16ft) fuselage stretch, consisting of a 2.51m (8ft 3in) plug forward of the wing and a 2.36m (7ft 9in) stretch rear. The increased span wing (with reworked ailerons and flaps) is mounted lower on the fuselage so that it does not carry through the fuselage and interrupt the interior cabin aisle, unlike on the Jetstream 31. Other airframe modifications included a new reprofiled six piece windscreen and extended wing root fairing with greater baggage capacity. More powerful AlliedSignal TPE331 turboprops, mounted in new nacelles with increased ground clearance, drive advanced five blade McCauley propellers. The flightdeck has modern EFIS glass displays.

Development work on the J41 was announced in mid 1989, resulting in the type's first flight on September 25 1991. Three further aircraft were also used in the flight test program, with European JAA certification being awarded on November 23 1992. The first delivery occurred two days later on November 25.

From mid 1994, all aircraft delivered benefited from various payload and range performance improvements, resulting from uprated engines and a higher maximum takeoff weight.

The J41 was initially known as the BAe Jetstream 41, but BAe's establishment of a separate Jetstream Aircraft division in mid 1993 saw the name simplified to just Jetstream 41. From January 1996 the J41 became part of the Aero International (Regional) stable, but in May 1997 BAe announced that it was terminating J41 production.

Field Aircraft of the UK and Pilatus of Switzerland were risk sharing partners, while Gulfstream was to build 200 wingsets.

A larger development of the Puma (described under Aerospatiale), the Super Puma is a practical and proven medium lift twin helicopter, particularly popular for offshore oil rig support work.

The original SA 330 Puma, on which the Super Puma is based, flew for the first time in April 1965. The first Super Puma first flew in September 1978 and was essentially a more powerful version of the Puma, featuring 1270kW (1700shp) Turboméca Makila turboshafts, new avionics, composite rotor blades and an enlarged fuselage. For a time Aerospatiale planned to fit the Super Puma with a Fenestron shrouded tail rotor, but testing revealed no significant performance benefits. Commercial versions were designated AS 332Cs.

The AS 332L (or SA 332L before 1980) Super Puma introduced a stretched fuselage (by 76.5cm/2.5ft), first flew on October 10 1980 and was certificated in 1983. The updated AS 332L1 with Makila 1A1 engines appeared in 1986. Bristow Helicopters ordered 31 specially customised AS 332Ls for its North Sea offshore oil rig work, and these are named Tiger.

The AS 332L remains in production but is progressively being replaced by the AS 332L2. The L2 Super Puma Mk II (known as the Cougar in military guise) features a further fuselage stretch permitting a further row of seats, EFIS flight instrumentation, spheriflex rotor heads and longer main rotor blades with parabolic tips. It was certificated in 1992.

Europe's most successful civil helicopter, the Ecureuil (= Squirrel) is in extensive civil and military use worldwide undertaking a variety of wide ranging missions.

Aerospatiale's development of the AS-350 Ecureuil in the early 1970s culminated in the first flights of the Avco Lycoming LTS-101 powered prototype on June 27 1974 and the Turbomeca Arriel powered prototype on February 14 1975. These aircraft were followed by eight preproduction examples, the first of which flew in late 1977.

Customer deliveries began in April 1978. Initial models offered were the Arriel powered AS-350B, which was marketed outside North America, and the LTS-101 powered AS-350C AStar sold in the USA. The AS-350C was soon replaced by the D, with a more powerful engine.

Subsequent developments include the hot and high AS-350B-1 with a 510kW (684shp) Arriel 1D; the AS-350BA which was certificated in 1991 and was in production through to 1998 and is fitted with the larger main rotors of the AS-350B-2 (AS-350Bs can be retrofitted to BA standard); and the AS-350B-2 (marketed in North America as the SuperStar) with a more powerful Arriel 1D1 turboshaft, and the main and tail rotors developed for the twin engine AS-355F Ecureuil 2 (described separately) and certificated in April 1989. The AS-350B-3 first flew on March 4 1997 and is a hot and high optimised model. Its most important change is a more powerful Arriel 2D engine. Deliveries began in January 1998.

In January 1992, Aerospatiale's helicopter division was integrated into Eurocopter.

Later production military Ecureuils are marketed as the AS-550 Fennec. The Ecureuil is also built under licence in Brazil as the HB-350 Esquilo, and a look-a-like is built in China as the Changhe Z-11.

Eurocopter's solution to develop a new light helicopter lay in forming a partnership with CATIC (Harbin) of China and Singapore Technologies Aerospace of Singapore.

Eurocopter (then Aerospatiale), CATIC and STA launched definition development of a new light helicopter, then designated P-120L, in February 1990. The teaming arrangements for the helicopter saw Aerospatiale/Eurocopter take a 61% program share and leadership, CATIC with 24% and STAe with 15%. A development goahead contract for the new aircraft was signed in October 1992 (by which time Aerospatiale's helicopter activities had been merged into Eurocopter) and the EC-120 designation was announced in January 1993 (the Colibri [Hummingbird in English] name came later). Design definition was completed in mid 1993.

Within the Eurocopter/CATIC/STAe partnership, Eurocopter is responsible for the design and manufacture of the rotor system and transmission, final assembly (at Marignane in France), flight testing and certification. CATIC builds the EC-120's fuselage, landing gear and fuel system, while STAe's areas of responsibility covers the tailboom, fin and doors.

Notable Colibri design features include a three blade main rotor with a Spheriflex hub integrated with the driveshaft and transmission, composite main and tail rotor blades and skid landing gear, a metal construction fuselage and a new eight blade Fenestron shrouded tail rotor. The Turboméca TM-319 Arrius 1F turboshaft was selected to power at least the first 300 Colibris. The Colibri's cabin features standard seating for five including the pilot.

The first of two EC-120 prototypes first flew on June 9 1995 from Eurocopter France's Marignane facility. French DGAC certification was awarded in June 1997, while the first production Colibri first flew in December that year.

The EC130 is a wide body variant of the AS350 B3 and was first flown on 24 June 1999 by Australian test pilot, Steven Page. The EC130 features an enclosed tail fan rather than the traditional tail rotor found on the older AS350. This Fenestron has unevenly spaced blades which has the advantage of reducing outside noise by 50% compared to a tail rotor, resulting in an FAA Appendix H fly-over noise signature of 84.3 EPNdB, 8.5 dB below stage two limits. The EC130 was designed in close cooperation with tour operators, Blue Hawaiian Helicopters being the launch operator, and features a spacious cockpit with excellent external visibility, capable of accommodating seven tourists. The EC130 entered service with Blue Hawaiian Helicopters in 2001, and is now a common sight in Hawaii and the Grand Canyon.

The EC130 is also quickly becoming popular within the air medical services (AMS) community, due to its large cabin (capable of accommodating one or two stretchers), wide side door and enclosed Fenestron anti-torque device.

In 2012, Eurocopter received orders for 50 EC130T2 from Maverick Helicopters, and other customers such as Papillon and Blue Hawaiian took the total to 105.

The EC-135 is intended as a replacement for Eurocopter's successful BO-105 light twin, and is developed from the BO-108 technology demonstrator.

The original MBB BO-108 was intended as a high technology helicopter demonstrator, and as such incorporated a range of high technology features including a hingeless main rotor (Sikorsky and Boeing adopted this design for their military RAH-66 Comanche), all composite bearingless tail rotor, shallow transmission (allowing greater cabin height) with special vibration absorbers, composite structures, improved aerodynamics, modern avionics and EFIS instrumentation. The first BO-108 was powered by Allison 250-C20R3 turboshafts and flew on October 15 1988.

The success of the BO-108 test program led to MBB's announcement in January 1991 that it would develop a production 108 with Arrius or PW-206 engines as a replacement for the BO-105, with certification planned for 1994 and deliveries in 1995. However the formation of Eurocopter (in January 1992) gave the program access to Aerospatiale's Fenestron shrouded tail rotor technology which was then incorporated into the design.

The combination of the BO-108 and the Fenestron led to the definitive EC-135 flying for the first time on February 15 1994. German certification was granted on June 14 1996, while US approval was given on July 31 that year, the same day as the first customer delivery. The PW-206 powered model is designated EC-135P-1, the EC-135T-1 has the Arrius 2B1.

The designation for dedicated military versions is EC-635.

Europe's most successful civil helicopter, the Ecureuil (= Squirrel) is in extensive civil and military use worldwide undertaking a variety of wide ranging missions.

Aerospatiale's development of the AS-350 Ecureuil in the early 1970s culminated in the first flights of the Avco Lycoming LTS-101 powered prototype on June 27 1974 and the Turbomeca Arriel powered prototype on February 14 1975. These aircraft were followed by eight preproduction examples, the first of which flew in late 1977.

Customer deliveries began in April 1978. Initial models offered were the Arriel powered AS-350B, which was marketed outside North America, and the LTS-101 powered AS-350C AStar sold in the USA. The AS-350C was soon replaced by the D, with a more powerful engine.

Subsequent developments include the hot and high AS-350B-1 with a 510kW (684shp) Arriel 1D; the AS-350BA which was certificated in 1991 and was in production through to 1998 and is fitted with the larger main rotors of the AS-350B-2 (AS-350Bs can be retrofitted to BA standard); and the AS-350B-2 (marketed in North America as the SuperStar) with a more powerful Arriel 1D1 turboshaft, and the main and tail rotors developed for the twin engine AS-355F Ecureuil 2 (described separately) and certificated in April 1989. The AS-350B-3 first flew on March 4 1997 and is a hot and high optimised model. Its most important change is a more powerful Arriel 2D engine. Deliveries began in January 1998.

In January 1992, Aerospatiale's helicopter division was integrated into Eurocopter.

Later production military Ecureuils are marketed as the AS-550 Fennec. The Ecureuil is also built under licence in Brazil as the HB-350 Esquilo, and a look-a-like is built in China as the Changhe Z-11.

Originally designed as a combat training aircraft, the Aero Vodochody L-39 Albatros is now finding new life among owner, operator and modelling enthusiasts around the world. This website serves as a discussion forum and information respository for this fine aircraft.

The Aero Vodochody L-39 aircraft is a low-wing, tandem seating, all metal turbofan powered aircraft designed for basic and advanced training, including weapon delivery practicing, as well as for light attack tasks.

The Beechcraft Baron is a light-medium twin-engine piston aircraft originally developed by Beech Aircraft Corporation and currently manufactured by the Beechcraft Division of Raytheon Aircraft. The Baron is a variant of the Beechcraft Bonanza, and was first introduced in 1961. Oddly, Beech also offered a Twin Bonanza line of airplanes which featured some design commonality with the Bonanza but in all respects were entirely different airplanes and could not be considered to be true "twin bonanzas".

As of 2006, a new Baron costs over $1.2 million. Since its inception, the Baron has always been near the top of the light airplane hierarchy. Expensive as it is to buy and to operate, the 'next step up' from a Baron is a very big one. Faster aircraft, with greater range and more load-carrying capability are generally turbine-powered and far more expensive.

Barons come in two basic types: the Baron 55 (short body) and Baron 58 (long body), with several subtypes.

Introduced in 1970, the more powerful Baron 58 has club seating, double aft doors, and a gross weight of 5400–5500 lb (2450–2500 kg), and is fitted with either the Continental IO520 or IO550 300 hp (224 kW) engine. The Baron 58 can cruise at 200 knots (370 km/h) at 7000 ft (2100 m), and is equipped with either 166 or 190 US gallon (628 or 719 L) fuel tanks.

In 1976, the turbocharged Baron 58TC and pressurized Baron 58P were introduced. These variants were powered by Continental TIO520 turbocharged engines of 310–325 hp (230–240 kW) and had an increased 6100–6200 lb (about 2800 kg) gross weight, and were certified under FAR23 with a new type certificate. The Baron 58P/58TC models were capable of cruising at 200 knots (370 km/h) at 8000 ft (2400 m) and 220 knots (410 km/h) at 20000 ft (6100 m), and were typically equipped with 190 US gallon (719 L) fuel tanks.

A big change in panel/system layout on 58/58TC/58P occurred in 1984, including relocating throttle, gear, flap, propeller and mixture controls to industry-standard positions.

Although the turbocharged 58TC/58P variants were discontinued in 1985, the normally aspirated Baron 58 is still in production as of 2006

The distinctive Model 35 Bonanza is one of general aviation's most famous and prolific types, and enjoyed a production life spanning four decades.

The Bonanza first flew on December 22 1945. Featuring metal construction, retractable undercarriage and high performance, it heralded a new class of high performance GA aircraft. The design also featured the distinctive Vtail, incorporated for aerodynamic efficiency and reduced weight. Deliveries of production aircraft began in 1947.

Subsequent development led to a significant family of subtypes. Briefly these are the A35 of 1949 with a greater max takeoff weight; the B35 with a 146kW (196hp) E1858 engine; the 153kW (205hp) E18511 powered C, D and E models through to 1954; the F and G35 with third cabin window and 170kW (225hp) E2258 of the mid fifties; the 180kW (240hp) Continental O470G powered H35 of 1957; the fuel injected 187kW (250hp) powered J35; 1960's M35 with larger rear windows; and the N35 and P35 with a 195kW (260hp) IO470N and greater max takeoff weight.

Then followed the redeveloped S35 of 1964 with six seats and redesigned rear cabin, optional three blade prop, 215kW (285hp) IO520B engine and yet greater weights; the heavier V35 of 1966; and turbocharged V35TC; V35A and V35ATC of 1968 with more raked windscreen; and the V35B and V35BTC (just seven built) from 1970. The V35B remained in production until 1982 and underwent a number of detail changes in that time.

The Beechcraft King Air family is part of a line of twin-turboprop aircraft produced by the Beech Aircraft Corporation (now Beechcraft Division of Hawker Beechcraft). The King Air line comprises a number of models that have been divided into two families; the Model 90 and 100 series are known as King Airs, while the Model 200 and 300 series were originally marketed as Super King Airs, with "Super" being dropped by Beechcraft in 1996 (although it is still often used to differentiate the 200 and 300 series King Airs from their smaller stablemates).

The King Air was the first aircraft in its class and has been in continuous production since 1964. It has outsold all of its turboprop competitors combined. It now faces competition from jet aircraft such as the Beechcraft Premier I and Cessna Citation Mustang as well as newer turboprop aircraft including the Piaggio P180 Avanti, and single-engine Piper Malibu Meridian and Socata TBM.

General characteristics

• Crew: 1-2
• Capacity: 7 passengers maximum, depending on cabin configuration
• Length: 35 ft 6 in (10.82 m)
• Wingspan: 50 ft 3 in (15.32 m)
• Height: 14 ft 3 in (4.34 m)
• Wing area: 294 ft² (27 m²)
• Empty weight: 6,950 lb (3,150 kg)
• Max. takeoff weight: 10,100 lb (4,580 kg)
• Powerplant: 2 × Pratt & Whitney Canada PT6A-135A turboprops, driving Hartzell HC-E4N-3N propellers, 550 shp (410 kW) each

Performance

• Maximum speed: 311 mph TAS (270 knots TAS, 500 km/h TAS)
• Cruise speed: 260 mph TAS (226 kts TAS, 416 km/h TAS)
• Stall speed: 90 mph (78 knots, 145 km/h) IAS (flaps down)
• Range: 1,530 miles (1,321 nm, 2,446 km)
• Service ceiling: 30,000ft (9,144 m)
• Rate of climb: 2,000 ft/min (10.2 m/s)
• Wing loading: 34.3 lb/ft² (170 kg/m²)
• Power/mass: 0.099 hp/lb (179 W/kg)

The King Air® C90GTx is a whole new world of flying that offers the impressive King Air qualities of performance combined with comfort. This versatile workhorse has great range and payload due to its features like composite winglets, swept-blade propellers and dual aft strakes. The King Air C90GTx is sure to become your new favorite aircraft.

The King Air 200 is a continuation of the King Air line, with new features including the distinctive Ttail, more powerful engines, greater wing area and span, increased cabin pressurisation, greater fuel capacity and higher operating weights compared to the King Air 100.

Beech began design work on the Super King Air 200 in October 1970, resulting in the type's first flight on October 27 1972. Certificated in mid December 1973, the King Air 200 went on to be the most successful aircraft in its class, eclipsing such rivals as the Cessna Conquest and Piper Cheyenne. Today the King Air 200 is the only one of the three in production.

The improved B200 entered production in May 1980, this version features more efficient PT6A42 engines, increased zero fuel max weight and increased cabin pressurisation. Sub variants include the B200C with a 1.32m x 1.32m (4ft 4in x 4ft 4in) cargo door, the B200T with removable tip tanks, and the B200CT with tip tanks and cargo door. The Special Edition B200SE was certificated in October 1995 and features an EFIS avionics suite as standard.

Various special mission King Air 200s and B200s have been built, including for navaid calibration, maritime patrol and resource exploration. In addition several hundred Super King Airs have been built for the US military under the designation C12. C12s perform a range of missions from electronic surveillance to VIP transport.

The 1500th commercial King Air 200 was built in 1995. In 1996 Raytheon dropped the `Super' prefix for all 200, 300 and 350 model King Airs.

Between the Beech Baron and Queen Air in size, performance and general capabilities, the Duke was a pioneer in the pressurised high performance light business twin class.

Beechcraft began design work on its new Model 60 in early 1965, with the first flight of the prototype occurring the following year on December 29. US FAA Certification was awarded on February 1 1968.

Design features of the Duke include turbocharged Lycoming TIO541 engines driving three blade propellers and a 0.32 bars (4.6psi) cabin pressure differential. The airframe was based loosely on the Baron's wing and undercarriage, plus a new fuselage employing bonded honeycomb construction. Optional fuel tanks in the wings were offered, increasing range.

Deliveries of the initial 60 model began in July 1968. Further development led to the improved A60. Appearing in 1970 it introduced an enhanced pressurisation system and longer life yet lighter turbochargers which increased the maximum altitude at which the engine could deliver maximum power, thus improving performance.

The definitive model of the Duke family is the B60. New interior arrangements and more improvements to the turbochargers were the main changes to this model, which first appeared in 1974. Production ceased in 1982.

Since its appearance the Duke has been regarded as something of a hot ship, with its high performance in a relatively small package the main attraction. However, this image did not translate into anything other than modest sales because of the Duke's relatively complex systems (turbochargers and pressurisation among them) and high operating costs.

At the height of the Great Depression, aircraft executive Walter H. Beech and airplane designer T. A. "Ted" Wells joined forces to collaborate on a project to produce a large, powerful, and fast cabin biplane built specifically for the business executive.

The Beechcraft Model 17, popularly known as the "Staggerwing" was first flown on November 4, 1932. During its heyday it was used as an executive aircraft, much as the private jet is now, and its primary competition were the Waco Custom Cabin and Waco Standard Cabin series of biplanes.

The Model 17's unusual negative stagger wing configuration (the upper wing staggered behind the lower) and unique shape maximized pilot visibility while negligibly reducing interference between the wings.[1] The fabric-covered fuselage was faired with wood formers and stringers over a welded, steel tube frame.[1] Construction was complex and took many man-hours to complete.

The Staggerwing's retractable conventional landing gear, uncommon at that time, combined with careful streamlining, light weight, and a powerful radial engine helped it perform well.

In the mid-1930s, Beech undertook a major redesign of the aircraft, to create the Model D17 Staggerwing.

The D17 featured a lengthened fuselage that improved the aircraft's handling characteristics by increasing control leverage and the ailerons were relocated to the upper wings, eliminating interference with the flaps. Braking was improved with a foot-operated brake linked to the rudder pedals.

Representing new heights of power and durability, the King Air 350i delivers truly inspiring performance!

With unparalleled versatility, the King Air 350i can take off from major airports or short gravel runways, and operates effortlessly from high–altitudes and under extreme weather conditions.

Inside, the King Air 350i’s redesigned cabin and collection of cutting-edge amenities creates a experience that is second to none, offering class leading comfort and unsurpassed interior styling.

On the flight deck, the Pro Line 21 integrated avionics suite leads the way in providing a truly intelligent avionics package that has put the King Air 350i at the top of every pilot’s wish list!

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 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 JetRanger series has become the definitive turbine powered light utility and corporate helicopter of the past three decades.

The JetRanger can trace its lineage back to an unsuccessful contender for a US Army competition for a light observation helicopter, which was won by the Hughes 500. This first Model 206 made its first flight on December 8 1962, while the following civil 206A, powered by a 235kW (317shp) Allison C18A, followed, flying on January 10 1966. Deliveries of the first production JetRangers began late in that same year.

In the early 1970s production switched to the Model 206B JetRanger II with a 300kW (400shp) 250C20 turboshaft, while conversion kits to upgrade earlier As to the new standard were made available. The third major variant of the JetRanger is the 315kW (420shp) 250C20B powered JetRanger III, with first deliveries commencing in late 1977. Once again Bell offered a conversion kit to update earlier JetRangers to the new standard. Other features introduced on the JetRanger III were a larger and improved tail rotor and minor modifications.

JetRanger production was transferred from Texas to Mirabel in Canada in 1986, where the current production model remains the 206B3 JetRanger III.

The JetRanger was also accepted by the US Army as an observation helicopter as the OH58 Kiowa, and variants of the Kiowa remain in production in the USA. Military 206Bs were also built in Australia for the Australian Army, where plans were also held to build civilian 206Bs for the Australian market under license, but these fell through.

Bell's already popular 407 is the long awaited successor to its JetRanger and LongRanger light singles.

Development work on Bell's New Light Aircraft replacement for the LongRanger and JetRanger dates back to 1993. The end result was the 407, an evolutionary development of the LongRanger.

A modified 206L3 LongRanger served as the concept demonstrator 407 and first flew in this form on April 21 1994, while the 407 was first publicly announced at the Las Vegas HeliExpo in January 1995.

The 407 concept demonstrator mated the LongRanger's fuselage with the tail boom and dynamic system of the military OH58D Kiowa (which has a four blade main rotor). Fake fairings were used to simulate the wider fuselage being developed for the production standard 407. The first preproduction 407 flew in June 1995, the first production 407 flew in November 1995. Customer deliveries commenced the following February.

Compared with the LongRanger, the 407 features the four blade main rotor developed for the OH58, which uses composite construction, and the blades and hub have no life limits. Benefits of the four blade main rotor include improved performance and better ride comfort.

Another big change over the LongRanger is the 18cm (8in) wider cabin, increasing internal cabin width and space, plus 35% larger main cabin windows. Power is from a more powerful Allison 250C47 turboshaft fitted with FADEC, allowing an increase in max takeoff weight and improving performance at hotter temperatures and/or higher altitudes. The tail boom is made from carbonfibre composites, while Bell has studied fitting the 407 with a shrouded tail rotor.

Bell looked at the 407T twin 407 for a time, but opted instead to develop the substantially revised twin PW206D powered 427.

The Model 212 is a twin engined development of Bell's earlier and highly successful Model 204 and 205 series.

Bell announced its decision to develop the Model 212 in early May 1968 in large part in response to a Canadian Armed Forces requirement for a twin engined development of the CUH1H (Model 205) then entering military service in that country, and following successful negotiations with Pratt & Whitney Canada and the Canadian government. Development of the Model 212 was a joint venture between Bell, Pratt & Whitney Canada and the Canadian government, the latter providing financial support. The resulting helicopter (designated CUH1N in Canadian and UH1N in US military service) first flew in 1969 and was granted commercial certification in October 1970. The first Canadian CUH1Ns were handed over in May 1971.

The most significant feature of the Twin TwoTwelve is the PT6T Twin-Pac engine installation. This consists of two PT6 turboshafts mounted side by side and driving a single output shaft via a combining gearbox. The most obvious benefit of the new arrangement is better performance due to the unit's increased power output. However, the Twin-Pac engine system has a major advantage in that should one engine fail, sensors in the gearbox instruct the remaining operating engine to develop full power, thus providing a true engine out capability, even at max takeoff weight.

Aside from the twin engines, the 212 features only minor detail changes over the earlier Model 205 and UH1H, including a slightly reprofiled nose. The 212 is also offered with a choice of IFR or VFR avionics suites. Production was transferred to Bell's Canadian factory in August 1988.

The 412 family is a development of the 212, the major change being an advanced smaller diameter four blade main rotor in place of the 212's two blade unit.

Development of the 412 began in the late 1970s and two 212s were converted to the new standard to act as development aircraft for the program. The first of these flew in August 1979, and the 412 was awarded VFR certification in January 1981. That same month the first delivery occurred. Subsequent development led to the 412SP, or Special Performance, with increased fuel capacity, higher takeoff weight and more optional seating arrangements. The 412HP, or High Performance, superseded the 412SP in production in 1991. Features include improved transmission for better hovering performance.

The current standard production model is the 412EP, or Enhanced Performance. The 412EP features a PT6T3D engine and a dual digital automatic flight control system fitted as standard, with optional EFIS displays. Fixed tricycle landing gear is optional.

Meanwhile in Indonesia, IPTN has a licence to build the 412SP, which it calls the NBell412. IPTN has a licence to build up to 100 NBell412s.

Like the 212, the 412 is in widespread use for a number of utility roles, including EMS and oil rig support, its twin engine configuration being an asset, particularly in the latter role. It too is in military service, Canada once again being a major customer (including 100 recently delivered 412EP based CH-146 Griffons).

Bell announced development of the all new 222 twin in 1974, following the positive response generated by a mockup proposal displayed at that year's Helicopter Association of America convention.

Having taken note of potential customers' preferences and suggestions, Bell modified its design accordingly, and the subsequent development effort led to the Model 222's first flight in August 1976. A number of advanced features were designed into the 222, including the Noda Matic vibration reduction system developed for the 214ST, stub wings housing the retractable undercarriage, provision for IFR avionics, and dual hydraulic and electrical systems.

The 222 was awarded FAA certification in December 1979. Production deliveries commenced in early 1980. Subsequent development led to the more powerful 222B with a larger diameter main rotor, introduced in 1982, and the essentially similar 222UT Utility Twin, which features skid landing gear in place of wheels.

The Bell 230 is a development of the 222 with two Allison 250 turboshafts instead of the 222's LTS 101s plus other refinements. First flight of a 230, a converted 222, took place on August 12 1991, and Transport Canada certification was awarded in March 1992. The first delivery of a production 230 occurred that November and customers had a choice of skid or wheel undercarriage. Production ceased in 1995. The 230 has been replaced by the stretched, more powerful 430, described separately.

The hugely significant 747 revolutionised airline transport. Far bigger than anything before it, the 747 slashed operating costs per seat and thus cut the cost of long haul international airline travel.

Boeing conceived the 747 in the mid 1960s following its failure to secure a US Air Force contract for an ultra large strategic transport (which resulted in the Lockheed C-5 Galaxy), when it identified a market for a high capacity 'jumbo jet'. Boeing was able to draw upon design experience with the USAF transport and launched the new airliner on July 25 1966. First flight occurred on February 9 1969, certification was awarded on December 30 that year.

The basic 747-100 entered service with Pan American in January 1970. Progressive development of the 747 led to the 747-200B with higher weights, more powerful engines and longer range. The -200B first flew in October 1970 entering service with KLM, while nine higher weight 747-100Bs were built.

Developments include the 747-200F freighter, the SR (short range) optimised for high cycle short sector operations and the C (Combi).

The 747 holds a place in the public eye unlike any other aircraft. The so called `Queen of the Skies' opened up international travel to millions. It is also notable for being the first widebody airliner, the largest and heaviest airliner, and the first to use fuel efficient, high bypass turbofans.

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.

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 Bell BA 609 is set to become the first civil application of the revolutionary tiltrotor technology, taking advantage of its experience with the military V22 Osprey.

Bell pioneered the tiltrotor concept with the experimental XV3 which first flew as early as 1957 and then with NASA developed the XV15 experimental demonstrator which first flew in 1977. In conjunction with Boeing it is building the military V-22 Osprey - the first production Ospreys are due to be delivered to the US Marines in 1999.

In late 1996 Bell and Boeing announced that they intended to use their expertise and experience with the V22 to develop a nine seat civil tiltrotor. The Bell Boeing 609 was formally unveiled on November 18 1996. However in early 1998 Boeing announced its withdrawal from the program as a risk sharing partner to remain as a major subcontractor. Then in September that year Bell announced that Agusta would become a risk sharing development partner in the redesignated BA 609. Agusta will participate in BA 609 development, manufacture components and assemble BA 609s for European and other markets.

First flight for the BA 609 is planned for mid 1999 with certification and first deliveries scheduled for April 2002. (The US FAA is drawing up a new certification category for tiltrotors and a new pilot type rating.)

The benefits of a tiltrotor are that it has the vertical takeoff, landing and hovering abilities of a helicopter combined with fixed wing turboprop speed and performance. As such Bell anticipates that the 609 will compete against helicopters such as the Sikorsky S76 and turboprops such as Beech's King Air. As well as point to point corporate transport Bell envisages that the 609 will be used for offshore oil rig support, search and rescue and medevac missions, where its unique capabilities would be particularly useful.

The 609 will incorporate advanced technologies such as a glass cockpit, flybywire flight controls and a composite construction fuselage. Power will be from two PT6C67A turboprops.

The 609 could form the basis for a family of civil tiltrotors.

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 Boeing 717 is a twin-engine, single-aisle jet airliner, developed for the 100-seat market. The airliner was designed and originally marketed by McDonnell Douglas as the MD-95, a derivative of the DC-9 family. Capable of seating up to 134 passengers, the 717 has a design range of 2,060 nautical miles. It is powered by two Rolls-Royce BR715 turbofan engines mounted at the rear of the fuselage.

The Boeing 787 Dreamliner is an American long-haul, mid-size wide-body, twin-engine jet airliner manufactured by Boeing Commercial Airplanes. Its variants seat 242 to 335 passengers in typical three-class seating configurations. It is the first airliner with an airframe constructed primarily of composite materials. The 787 was designed to be 20% more fuel-efficient than the Boeing 767, which it was intended to replace. The 787 Dreamliner's distinguishing features include mostly electrical flight systems, raked wingtips, and noise-reducing chevrons on its engine nacelles.

The aircraft's initial designation was the 7E7, prior to its renaming in January 2005. The first 787 was unveiled in a roll-out ceremony on July 8, 2007 at Boeing's Everett factory. Development and production of the 787 has involved a large-scale collaboration with numerous suppliers worldwide. Final assembly takes place at the Boeing Everett Factory in Everett, Washington, and at the Boeing South Carolina factory in North Charleston, South Carolina. Originally planned to enter service in May 2008, the project experienced multiple delays. The airliner's maiden flight took place on December 15, 2009, and flight testing was completed in mid-2011. Boeing has reportedly spent $32 billion on the 787 program.

Final US Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) type certification was received in August 2011, and the first 787-8 was delivered in September 2011. It entered commercial service on October 26, 2011 with launch customer All Nippon Airways. The stretched 787-9 variant, which is 20 feet (6.1 m) longer and can fly 450 nautical miles (830 km) farther than the -8, first flew in September 2013. Deliveries of the 787-9 began in July 2014; it entered commercial service on August 7, 2014 with All Nippon Airways, with 787-9 launch customer Air New Zealand following two days later. As of March 2019, the 787 had orders for 1,441 aircraft from 72 identified customers

The BN-2 Islander was Britten-Norman's second original design, work on which began during 1963.

Developed as a Dragon Rapide replacement, the emphasis was on producing a rugged and durable aircraft that had good field performance, low operating costs and was easy to maintain. One unusual feature is that there is no centre aisle between seats in the main cabin, instead there are three doors along each side of the fuselage for passenger boarding. The prototype BN-2 Islander was powered by two 155kW (210hp) IO-360s and first flight was on June 13 1965.

The first production machines were powered by 195kW (260hp) IO-540s and were simply designated BN-2, the first flew in 1967. A small number were built before production switched to the BN-2A which introduced fairings to the main undercarriage legs, wing leading edge and flap droop, and an increased max takeoff weight. From 1970 the base A model was the BN-2A-6 and the BN-2A-7 had extended wingtips, while the BN-2A-2 and BN-2A-3 were powered by the 225kW (300hp) IO-540, the latter with the extended wingtips.

Appearing in 1972 were the 195kW (260hp) powered BN-2A-26 and extended wingtips BN-2A-27, and the 225kW (300hp) BN-2A-20 and extended wingtips BN-2A-21, all four models having higher weights. Further improvements came with the BN-2B range with higher weights, improved interior and instrument panel and shorter diameter props. The 26, 27, 20 and 21 variants were available as before. The 27 and 21 were later dropped while the BN-2B-20 and BN-2B-26 remain in production. The turboprop (Allison 250) powered BN-2T has been built since 1981.

In September1979 Britten-Norman became Pilatus Britten-Norman, in July 1998 it was renamed back to Britten-Norman, and from April 2000 it became B-N Group.

The introduction of the Cessna 150 marked Cessna's return to the two seat trainer market after a six year absence and resulted in the most prolific and successful two seat trainer line in history.

Development of the original 150 began in the mid 1950s, resulting in a first flight in September 1957. This modern, all new aircraft followed the Cessna conventions then gaining favour of a strut braced high wing, all metal construction and tricycle undercarriage. Production began in September 1958.

What followed was a continuous process of product improvement, although throughout the 150 model life the Continental O-200A powerplant remained unchanged. One of the most significant model changes was the 150D of 1964 which introduced the wraparound rear window. Most versions were built in Standard, Commuter and Trainer forms with differing equipment levels, while licence production was undertaken in France by Reims and in Argentina by DINFIA. Aerobat versions were stressed for limited aerobatic work.

The 152 was a response to availability problems with 80/87 octane fuel, and used the 150's fuselage coupled with a Lycoming O-235 running on 100 Octane. The 152 replaced the 150 from 1977 and remained in production until late 1985. It too was progressively updated, offered in A152 Aerobat form, and also built in France

The introduction of the Cessna 150 marked Cessna's return to the two seat trainer market after a six year absence and resulted in the most prolific and successful two seat trainer line in history.

Development of the original 150 began in the mid 1950s, resulting in a first flight in September 1957. This modern, all new aircraft followed the Cessna conventions then gaining favour of a strut braced high wing, all metal construction and tricycle undercarriage. Production began in September 1958.

What followed was a continuous process of product improvement, although throughout the 150 model life the Continental O-200A powerplant remained unchanged. One of the most significant model changes was the 150D of 1964 which introduced the wraparound rear window. Most versions were built in Standard, Commuter and Trainer forms with differing equipment levels, while licence production was undertaken in France by Reims and in Argentina by DINFIA. Aerobat versions were stressed for limited aerobatic work.

The 152 was a response to availability problems with 80/87 octane fuel, and used the 150's fuselage coupled with a Lycoming O-235 running on 100 Octane. The 152 replaced the 150 from 1977 and remained in production until late 1985. It too was progressively updated, offered in A152 Aerobat form, and also built in France

The Cessna 177 (Cardinal for the Deluxe option) was developed in the mid 1960s as an all new replacement for the ubiquitous 172 family.

Announced in late 1967, this new aircraft featured a wide and fairly spacious cabin, a rear set flush riveted high wing which offered good visibility in turns, a single piece all moving tailplane, a high level of standard equipment and the 110kW (150hp) O-320-E recently installed on the 172 driving a fixed pitch prop. Offered in two versions, the standard 177 and upspec Cardinal (wheelspats, overall paint, etc.), it entered the marketplace priced around 10% more than the then current 172 model.

While not a failure, the 177 failed to attract anywhere near the sales volume of the 172 (in its first full year - 1968 - 601 were built, about half the number of 172s built that year). A perceived shortcoming of the initial model was a lack of power, this was addressed with the 135kW (180hp) O-360-A powered 177A introduced in late 1968. The increase in engine power and hence performance lifted the 177 into a more upmarket four seater market niche between the 172 and 182.

The 1970 model 177B introduced a revised aerofoil, conical camber wingtips, cowl flaps and a constant speed propeller. An up market version of the 177B known as the Cardinal Classic appeared in 1978 with full IFR instrumentation and luxury interior fittings.

The 177RG was announced in December 1970, and, as its designation suggests, featured hydraulically actuated retractable undercarriage, plus a 150kW (200hp) fuel injected IO-360-A engine and a constant speed prop.

Both the 177B and 177RG remained in production until 1978.

The popular, relatively high performance Cessna 182 began life as a tricycle development of the 180.

The first Model 182 appeared in 1956 while the Skylane name was first introduced with the 182A development to denote an optional higher level of equipment. Major changes were introduced with the 182C, including a third window on each side of the cabin and a swept vertical tail. Other improvements introduced over the 182's lifespan included shorter undercarriage, reprofiled cowling, wrap around rear cabin window, progressively higher takeoff weights and improved wing root, fintip, and rudder fairings.

The retractable undercarriage Skylane RG arrived in 1977, giving a significant speed increase. A further performance boost came with the introduction of the turbocharged 175kW (235hp) Lycoming O-540-L engine on the T182RG, which became available from 1979. The AiResearch turbocharger meant that maximum power could be delivered right up to the 182's service ceiling of 20,000ft. A turbocharged fixed gear model was also offered for a time, but only small numbers were built.

The 182 was also produced by Reims in France as the F182, and by DINFIA in Argentina as the A-182. Cessna 182 production initially ceased in 1985.

In 1994 Cessna announced plans to return the 182 to production, following the success of product liability law reforms in the USA. The new 182S prototype first flew on July 15 1996, the first was delivered in April 1997. Improvements include a IO-540-AB1A5 engine, new interior and avionics panel.

The 180 started life as a more powerful development of the 170, and evolved into a family of useful utility aircraft that was in production for over three decades.

The first 180s were essentially Model 170s with a more powerful 170kW (225hp) O-470-A engine. The first of the type flew in 1952 and deliveries began in February the following year. The 180's career as a high performance single was short lived due to the arrival of the tricycle 180 based 182 in 1956, but by then the type had established itself a useful niche as a utility aircraft.

Progressive updating of the line led to a range of updated models including the 170kW (230hp) 180A, and 1964's 180G with a third cabin window which from 1966 was offered as a six seater, by then having the same fuselage as the more powerful 185 Skywagon. The Skywagon name was applied to the 180 in 1969. The 180 remained in production until 1981.

The first 185 Skywagon flew in July 1960. It differed from the 180 in having a more powerful engine (195kW/260hp) and larger cabin, allowing six seats. Updated models include the 225kW (300hp) A185E from 1967 and the AgCarryall capable of chemical spraying.

The The successful 188 Agwagon agricultural aircraft were Cessna's only purpose designed agplanes.

Cessna's Model 188 resulted from extensive research and consultation with agricultural aircraft operators conducted in the early 1960s. The design Cessna settled upon was of the conventional agricultural aircraft arrangement with a braced low wing (unique among Cessna singles) with seating for the pilot only. Like other ag aircraft the chemical hopper is of fibreglass and the rear fuselage is of semi monocoque construction and sealed to reduce the potential for damage from chemical contamination.

The prototype Cessna 188 Agwagon flew for the first time on February 19 1965, and type approval was awarded the following February. The 188 was initially offered in two forms, the 170kW (230hp) Continental O-470-R powered 188 (which was named the AgPickup from 1972) and the 250kW (300hp) Continental IO-520-D powered 188A Agwagon.

The 1972 model year also saw the introduction of the most successful 188 model, the AgTruck. The AgTruck has the same powerplant as the Agwagon, but a larger hopper and a higher max takeoff weight. The ultimate 188 model is the AgHusky, which was introduced in 1979. It features a turbocharged TSIO-520-T and a further increased max takeoff weight.

Production of the AgPickup was suspended in 1976, the Agwagon in 1981 and the AgTruck and AgHusky in 1985, when all Cessna light aircraft production ceased.

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.

During its production life the Cessna 210 was at the top of the Cessna single piston engine model lineup, positioned between the 182 and the 310 twin.

First flight of the 210 occurred in January 1957. This new aircraft featured for the first time on a Cessna aircraft retractable undercarriage and swept back vertical tail surfaces. The 210 entered production in late 1959, and from that time the line was constantly updated.

Notable early upgrades include the 210B which introduced the wraparound rear windows, the 210D with a more powerful (210kW/285hp) engine and introduced the Centurion name, and the turbocharged T210F. The 210G introduced a new strutless cantilever wing, increased fuel capacity, restyled rear windows and enlarged tail surfaces. Continual development of the 210 and T210 range continued through until production ceased in 1985.

A significant development of the T210 was the high performance, pressurised P210 which first appeared in 1978. The pressurisation system meant that the cabin's internal altitude was equivalent to 8000ft when flying at 17,350ft.

In 1998 Cessna was considering returning the 210 to production.

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.

TDM PJ-CAA 'Isla Saona'

TL PJ-CAC 'El Portillo'

TDS PJ-CAB 'Las Terrenas'

TA N2062T 'Angoon'

TA N2066T 'Chevak'

TFC PJ-STN

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.

With sales exceeding the 1000 mark the useful Caravan is a popular utility workhorse worldwide.

Design work for the Caravan dates back to the early eighties. First flight of a prototype occurred on December 9 1982 and certification was granted in October 1984. When production began the following year it became the first all new single engine turboprop powered aircraft to achieve production status.

The Caravan I has had a close association with US package freight specialist Federal Express (FedEx), on whose request Cessna especially developed two pure freight versions. The first of these was the 208A Cargomaster (40 delivered), the second was the stretched 208B Super Cargomaster (260 delivered). The first Super Cargomaster flew in 1986 and features a 1.22m (4ft) stretch and greater payload capacity, including an under fuselage cargo pannier. FedEx's aircraft lack cabin windows.

The 208B Grand Caravan first flew in 1990 and like the Super Cargomaster is a stretched version of the basic Caravan powered by a 505kW (675shp) PT6A-114. It can seat up to 14 passengers.

Announced at the 1997 NBAA convention, the 208-675 has replaced the basic 208. It combines the standard length airframe of the 208 with the more powerful PT6A-114 of the 208B.

Underbelly cargo pods, floats and skis are offered as options on the Caravan I family, and the type is easily converted from freight to passenger configurations.

A military/special missions version of the 208A, dubbed the U-27A, is also on offer. The Brazilian Air Force designation is C-98.

Soloy is offering a dual-engine conversion of the 208B, named Pathfinder 21. This version is powered by a 991kW (1329shp) Pratt & Whitney Canada/Soloy Dual Pac powerplant, consisting of two PT6D-114A engines driving a single propeller. Other distinguishing features of the Pathfinder 21 include a 72in cabin stretch behind the wing and a large integral cargo pod.

With sales exceeding the 1000 mark the useful Caravan is a popular utility workhorse worldwide.

Design work for the Caravan dates back to the early eighties. First flight of a prototype occurred on December 9 1982 and certification was granted in October 1984. When production began the following year it became the first all new single engine turboprop powered aircraft to achieve production status.

The Caravan I has had a close association with US package freight specialist Federal Express (FedEx), on whose request Cessna especially developed two pure freight versions. The first of these was the 208A Cargomaster (40 delivered), the second was the stretched 208B Super Cargomaster (260 delivered). The first Super Cargomaster flew in 1986 and features a 1.22m (4ft) stretch and greater payload capacity, including an under fuselage cargo pannier. FedEx's aircraft lack cabin windows.

The 208B Grand Caravan first flew in 1990 and like the Super Cargomaster is a stretched version of the basic Caravan powered by a 505kW (675shp) PT6A-114. It can seat up to 14 passengers.

Announced at the 1997 NBAA convention, the 208-675 has replaced the basic 208. It combines the standard length airframe of the 208 with the more powerful PT6A-114 of the 208B.

Underbelly cargo pods, floats and skis are offered as options on the Caravan I family, and the type is easily converted from freight to passenger configurations.

A military/special missions version of the 208A, dubbed the U-27A, is also on offer. The Brazilian Air Force designation is C-98.

Soloy is offering a dual-engine conversion of the 208B, named Pathfinder 21. This version is powered by a 991kW (1329shp) Pratt & Whitney Canada/Soloy Dual Pac powerplant, consisting of two PT6D-114A engines driving a single propeller. Other distinguishing features of the Pathfinder 21 include a 72in cabin stretch behind the wing and a large integral cargo pod.

The sleek Cessna 310 was the first twin engine design from Cessna to enter production after WW2.

The 310 first flew on January 3 1953. The modern rakish lines of the new twin were backed up by innovative features such as engine exhaust thrust augmentor tubes and the storage of all fuel in tip tanks. Deliveries commenced in late 1954.

The first significant upgrade to the 310 line came with the 310C of 1959, which introduced more powerful 195kW (260hp) IO-470-D engines. The 310D of 1960 featured swept back vertical tail surfaces. An extra cabin window was added with the 310F. A development of the 310F was the turbocharged 320 Skyknight, with TSIO-470-B engines and a fourth cabin side-window. The Skyknight was in production between 1961 and 1969 (the 320D, E and F were named Executive Skyknight), when it was replaced by the similar Turbo 310.

The 310G introduced the 'stabila-tip' tip tanks, while the 310K replaced the rear two windows on each side with a single unit. Subsequent significant developments include the 310Q and turbocharged T310Q with redesigned rear cabin with a skylight window, and the final 310R and T310R, identifiable for their lengthened noses. Production ended in 1980.

USAF military versions were the L-27A (310A) and L-27B (310M) Blue Canoe, later redesignated U-3A and U-3B.

When released, the Cessna 340 joined the Beechcraft Duke as the only other six seat pressurised piston twin from a major manufacturer, positioned in Cessna's product line between the 310 and the eight seat 414 and 421.

Development of the 340 began in 1969, but the loss of the prototype early in 1970 set back the development program so that production deliveries did not begin until early 1971. The resulting aircraft borrowed heavily from other Cessna twins of the time including the wings from the 414 and the 310's undercarriage and a similar tail unit. Design features of the new aircraft included a pressurisation system with a differential of 0.29bars (4.2psi) that kept the cabin's internal altitude at 8000ft while the aircraft was at 20,000ft, an all new fail safe fuselage and an integral airstair door.

Initial production 340s were powered by two 210kW (285hp) turbocharged Continental TSIO-520-K engines, but these were replaced on the improved 340A, which was first introduced in 1976. Power for the 340A was supplied by two 230kW (310hp) TSIO-520-NBs, while other improvements included reduced diameter props and a slight increase in weights. The 340A was offered in optional 340A II and 340A III forms with various levels of IFR avionics fitted.

The Cessna 335 is an unpressurised, lighter weight and thus lower cost development of the 340. Available from 1979, aside from being unpressurised it differed in having 225kW (300hp) TSIO-520-EB engines. Although claimed by Cessna as the lowest priced cabin class business twin on the market, just 64 335s were built before production was terminated in 1980.

Production of the 340 continued until 1984.

Through their pushpull engine configuration the twin boom Cessna 336 and 337 were designed to overcome conventional twins' problems of poor engine out asymmetric flight handling characteristics.

Cessna called the layout concept Centre Line Thrust, as the nose mounted tractor and rear fuselage mounted pusher engine eliminated asymmetric handling problems normally experienced when one of a twin's engines fails. The concept was recognised by the US FAA which created a new centre thrust rating for pilots to be rated on the type.

The Model 336 Skymaster first flew on February 18 1961, but significant improvements to the design were made before production aircraft were delivered. Changes included more powerful engines, a larger fuselage with seating for six, and revised wing, tail and rear engine cowling. The 336 was delivered from mid 1963 and production lasted until late 1964 when it was replaced by the 337 Super Skymaster ('Super' was later dropped) which was released in February 1965.

The improved 337 introduced retractable undercarriage, more powerful 160kW (210hp) engines, a dorsal air intake for the rear engine, variable cowl flaps, repositioned forward engine and cowl for improved visibility, and higher weights.

Subsequent development resulted in the turbocharged T337 (first released in the 1967 model year, dropped in 1972 and relaunched in 1978), while the ultimate 337 was the T337G Pressurized Skymaster, introduced from August 1972.

Development of the 337 continued in France by Reims after Cessna production ended in 1980, resulting in the FTB337 Milirole, a military STOL version with underwing hardpoints. Cessna also built more than 500 337s as O-2s for the US Air Force, used largely in the Forward Air Control role.

The 411 was Cessna's entry into the eight seat cabin class twin market that had previously been dominated by the Beech Queen Air.

Much more modern than the Queen Air, the 411 was lighter, smaller and faster. The prototype first flew in July 1962 and differed from the following production aircraft in having two blade props and direct drive engines (as opposed to the geared GTSIO-520-C engines of production aircraft). Production deliveries commenced in October 1964. Optional features for corporate configured aircraft included folding tables, a toilet and refreshment centre. The 411 was followed up by the 411A from 1967 with lighter and more efficient props and optional extra fuel capacity.

The 411 was soon after replaced by the 401 and 402, which had first been introduced in late 1966. These developments of the 411 were lighter, less powerful and had direct drive engines, and thus were less costly to operate. While the 401 and 402 were essentially the same aircraft, the 401 was optimised for corporate transport and was fitted with fewer seats than the 402, which was configured for commuter and freighter work. A number of versions of both models were developed with minor refinements, including the 402A, which had a lengthened nose, square windows and an optional 10th seat.

The 402 replaced the 401 from mid 1972, and, as the 402B, was offered in Businessliner corporate configuration, and Utililiner convertible passenger or freighter aircraft. The 402C appeared in late 1978 and featured the longer span wings from the 414A and 421C and more powerful engines. It remained in production until 1985.

In July 1975 Cessna announced it was developing a new piston twin suitable for airline, freight and corporate work, capable of taking off with a 1560kg (3500lb) payload from a 770m (2530ft) strip, similar in concept to the successful 402, but larger overall.

The resulting aircraft was the Model 404 Titan, Cessna's largest piston engined twin developed thus far. It shares the same basic fuselage as the turbine powered 441 Conquest which was developed concurrently, but differs in having geared 280kW (375hp) piston engines and it is unpressurised. Other features include a bonded wet wing (then appearing on a number of 400 series Cessna twins) and the trailing link main undercarriage design shared with the Conquest.

The prototype Titan first flew on February 26 1975, production deliveries got underway in October the following year. Throughout the Titan's model life it was offered in three major versions, each differing in internal equipment fit.

The base aircraft was the Titan Ambassador, configured for passenger operations, while the Titan Courier was convertible from passenger to freight configurations, and the Titan Freighter was a pure cargo aircraft. The Titan Freighter was specially equipped for freight operations with a strengthened floor, cargo doors and walls and a ceiling made from impact resistant material. All were offered with II and III avionics equipment levels (as with other Cessna twins).

The Titan underwent minor modifications from 1980 when the wing span was increased and the wingtips redesigned, but production was to last for only another two years until 1982, by which time 378 had been built.

The F406 Caravan II is a twin turboprop engined, fourteen-seat low-wing monoplane of conventional aluminium and steel construction. A development of the Cessna 404 with two Pratt & Whitney PT-6 turboprop engines, it is similar to the pressurized Cessna 441. The aircraft first flew on 22 September 1983,[1] and was produced by Reims Aviation (later known as GECI Aviation) until their 2013 demise[2] In 2014, the Chinese based Aviation Industry Corporation of China subsidiary Continental Motors, Inc. partnered with French based marketer ASI Innovation to purchase rights to the F406, and restart production of piston and turboprop variants with diesel fuel capability.[3][4]

The F406 is aimed at passenger and small cargo transport, and civilian and military surveillance. For extra cargo capacity a cargo pod can be fitted to the belly of the aircraft. The Surmar is a new maritime surveillance version of the aircraft with extra equipment such as a 360 degree radar.

Though the two engines make it more expensive to operate than similar aircraft such as the single-engined Cessna 208 Caravan I, having two engines makes it comply with European regulations regarding commercial operations, which only allow multi-engine aircraft for commercial instrument flight.

It's an entirely new kind of business jet. One that's designed - and priced - to bring the dream of jet ownership comfortably within reach of a whole new class of aircraft operators. Ample cabin-class seating, true jet speed and a good half-continent of range come together with a price tag that's almost a million dollars lower than that of any comparable aircraft. And above all, it's a Cessna. So as your needs grow and missions expand, your next Citation will be waiting for you, quite literally, in the wings. This natural, seamless process can take you from where you are today all the way to the fastest business aircraft in history.

General characteristics

• Crew: one or two pilots
• Capacity: 4 to 5 passengers
• Length: 40 feet 7 inches (12.37 m)
• Wingspan: 43 feet 2 inches (13.16 m)
• Height: 13 feet 5 inches (4.09 m)
• Empty weight: 5560 lb (2522 kg)
• Loaded weight: 8730 lb (3960 kg)
• Useful load: 3170 lb (1442 kg)
• Max. takeoff weight: 8645 lb (3930 kg)
• Powerplant: 2 × Pratt & Whitney Canada PW615F turbofan, 1460 lb (6.49 kN) each

Performance

• Maximum speed: Mach 0.63
• Cruise speed: 340 ktas (630 km/h)
• Range: 1167 nmi (at max. takeoff weight) (2161 km)
• Service ceiling: 41000 ft (12500 m)
• Rate of climb: 3010 fpm (917 mpm)
• Thrust/weight: 0.337 (at max. takeoff weight)
  

• Takeoff distance: 3,110 ft (948 m)
• Landing distance: 2,380 ft (729 m)

The Citation X is Cessna's largest, fastest and longest range aircraft yet, and Cessna claims it to be the fastest civil transport in service other than the supersonic Concorde.

The Citation X (as in the Roman numeral, not the letter, and Cessna's Model 750) is also the largest member of business aviation's biggest corporate jet family, the Citation series.

The design objectives behind the Citation X included transcontinental USA and trans Atlantic range in a mid size package that cruises faster than any other business jet available. This high speed cruise capability, which Cessna says is 105 to 210km/h (55 to 113kt) faster than other mid size corporate jet, means the X can save up to one hour's flight time on transcontinental US flights, flying from Los Angeles to New York with normal wind conditions in 4 hours 10 minutes. Because of its ability to cruise at high speed at high altitudes, Cessna also says the Citation X will consume less fuel than current jets on such a transcontinental flight.

The X's FADEC equipped Allison AE 3007A turbofans are very powerful for an aircraft of the X's size, while the highly swept (37°) wings are also long in span.

Other design features of the Citation X include the fuselage cross section of the Citation III, VI and VII but with more efficient use of internal space that allows greater head and shoulder room, an area ruled, waisted rear fuselage, trailing link main undercarriage units and a modern Honeywell Primus 2000 EFIS avionics suite with five colour CRT displays.

Cessna announced that it was developing the Citation X in October 1990 at that year's NBAA conference. The prototype was publicly rolled out in September 1993 and flew for the first time on December 21 that year. Certification was granted on June 3 1996, with the first customer delivery (to golfer Arnold Palmer) that month.

A Citation X was the 2500th Citation to be delivered, handed over on September 10 1997. The USA's National Aeronautics Association awarded its prestigious Collier Trophy to the Citation X design team in February 1997.

The early success of the original Citation led Cessna to develop a larger capacity Citation model in the mid 1970s.

Cessna announced the stretched Citation in September 1976. The fuselage was extended by 1.14m (3ft 9in) to increase maximum seating capacity to 10, while more powerful Pratt & Whitney Canada JT15D4 engines and greater fuel tankage meant higher cruise speeds and longer range. Increased baggage capacity and increased span wings were also added.

The new Model 550 Citation II first flew on January 31 1977 and FAA certification for two pilot operation was awarded in March 1978. The II/SP is the single pilot version.

Major improvements were made to the design with the arrival of the Model S550 Citation S/II. Announced in October 1983, this improved version first flew on February 14 1984. Certification, including an exemption for single pilot operation, was granted that July. Improvements were mainly aerodynamic, including a new wing designed using supercritical technology developed for the Citation III (described separately), plus JT15D4B turbofans. The S/II initially replaced the II in production from 1984, but the II returned to the lineup from late 1985, and both variants remained in production until the introduction of the Bravo.

The Bravo features new P&WC PW530A turbofans, modern Honeywell Primus EFIS avionics suite, a revised interior based on that introduced in the Citation Ultra and other improvements such as trailing link main undercarriage. The Bravo first flew on April 25 1995 and was granted certification in August 1996. First delivery was in February 1997.

The highly successful CitationJet was developed as a replacement for the Citation and Citation I. Improved and stretched developments, the CJ1 and CJ2 respectively, are under development.

Cessna launched the new Model 525 CitationJet at the annual US National Business Aircraft Association convention in 1989. First flight occurred on April 29 1991, FAA certification was awarded on October 16 1992 and the first delivery was on March 30 1993.

The CitationJet is effectively an all new aircraft. The same basic Citation forward fuselage is mounted to a new T-tail configured tailplane and a new supercritical laminar flow wing, and it features Williams Rolls FJ44 turbofans (with paddle thrust reversers) and trailing link main undercarriage. The CitationJet's fuselage is 27cm (11in) shorter than the Citation/Citation I's, while cabin height is increased courtesy of a lowered centre aisle. It features EFIS avionics and is certificated for single pilot operation.

At the 1998 NBAA convention Cessna revealed it was developing the improved CJ1 and stretched CJ2. The CJ1 will replace the CitationJet and will introduce a Collins Pro Line 21 EFIS avionics suite and a moderate increase in maximum takeoff weight. The CJ1 will be delivered from the first quarter of 2000.

The CJ2 meanwhile is a stretched, faster and more powerful development. Due to fly in the second quarter of 1999 and be certificated 12 months later, the CJ2 will feature a 89cm (35in) cabin and 43cm (17in) tailcone stretch allowing standard seating for six in the main cabin. Like the CJ1 it will feature Collins Pro Line 21 EFIS avionics, plus uprated FJ44-2C engines, increased span wings, larger area tail, six cabin windows per side and greater range. It will be certificated for single pilot operation.

De Havilland Canada's first purpose designed bush aircraft, the Beaver was that company's most successful program sales wise (both military or civil), with almost 1700 built in a production run lasting two decades.

Beaver development work began in 1946 and the Ontario Department of Lands and Forests had considerable input into the final design and configuration of this rugged and versatile utility. A prototype flew on August 16 1947, with seating for five or six, although the production Beaver grew slightly to seat an extra two passengers by the time civil certification was awarded in March 1948.

The only major development of the Beaver (aside from a one off powered by a 410kW/550hp Alvis Leonides 502/4 radial engine) was the Turbo Beaver. First flown in December 1963 it featured a Pratt & Whitney PT6A6 turboprop, which offered lower empty and higher takeoff weights, and even better STOL performance. The Turbo Beaver's cabin was also longer, allowing maximum accommodation for 11, including the pilot. Externally, the Turbo Beaver had a much longer and reprofiled nose, and squared off vertical tail. DHC also offered conversion kits enabling piston powered Beavers to be upgraded to Turbo standard. Other conversions have been performed.

De Havilland Canada's first purpose designed bush aircraft, the Beaver was that company's most successful program sales wise (both military or civil), with almost 1700 built in a production run lasting two decades.

Beaver development work began in 1946 and the Ontario Department of Lands and Forests had considerable input into the final design and configuration of this rugged and versatile utility. A prototype flew on August 16 1947, with seating for five or six, although the production Beaver grew slightly to seat an extra two passengers by the time civil certification was awarded in March 1948.

The only major development of the Beaver (aside from a one off powered by a 410kW/550hp Alvis Leonides 502/4 radial engine) was the Turbo Beaver. First flown in December 1963 it featured a Pratt & Whitney PT6A6 turboprop, which offered lower empty and higher takeoff weights, and even better STOL performance. The Turbo Beaver's cabin was also longer, allowing maximum accommodation for 11, including the pilot. Externally, the Turbo Beaver had a much longer and reprofiled nose, and squared off vertical tail. DHC also offered conversion kits enabling piston powered Beavers to be upgraded to Turbo standard. Other conversions have been performed.