The rounded nose of this classic four to five-seat travel aircraft may have been inspired by the German Siebel Si 204, which was produced at Aero during World War II. Despite the limited need for such aircraft in the Eastern Bloc, some 800 Ae 45's were built in several variants, including the Ae 145, and used as far afield as China.

The winner of a 1961 competition, the Delfin (Dolphin) was selected as standard basic flying trainer for all the Warsaw Pact countries, except Poland, which wished
to proceed with the indigenous PZL TS-11 Iskra. Out of a total of 3500, the Soviet Union took delivery of over 2000 Delfins. The type was succeeded by the L-39 Albatros.

The first jet trainer to be powered by a turbofan engine, the L-39 is comparatively economical to operate. About 3000 L-39s were built, many going to the Soviet Union. Currently in production is the L-59 Super Albatros, which features an uprated engine and a modernized cockpit. Although many older L-39s remain military use, some 300 have been sold to wealthy private pilots in the USA.

In 1993 Aero flew the L-139 trainer, a modernized L-39 with a US TFE731 engine. It did not reach production, but led to the development of the L-159A single-seat light combat aircraft, powered by the TFE731-derived F124. The rear seat was simply replaced by a fuel tank.
The Czech Republic bought 72 L-159As, but most are
in storage; a few were converted to two-seat trainers.

Originally named Hirundo (Swallow), the A109 is a fast and succesful helicopter for business, ambulance and military purpooses. Several versions have been built, including the current production A109E, named Power, which has Arrius or PW206 engines. In China, Changhe
Aircraft Industries produces the aircraft as the CA109.

Previously designated EH101, and named Merlin by the British military, the AW101, powered by three RTM322 or T700 engines, is a large helicopter for naval use as well as military and passenger transport. A Canadian search and rescue variant is designated CH-149 Cormorant. A US version, the Lockheed VH-71 Kestrel VIP helicopter for presidential use was cancelled in 2009 because of the excessive cost of over 6 billion dollars for 23 aircraft.

Initially designated AB.139, the AW139 was developed by Agusta and Bell, but the American company withdrew from the project. Engines are either PT6 or CT7 turbines. Assembly takes place in Italy and in Agusta Westland's US plant in Philadelphia. An enlarged AW149 is under development, primarily as a military transport helicopter.

The first Airbus product was the A300 medium-range large airliner. 561 were built, with the A300B2, A300B4 and A300-600 as the main versions, the latter having the redesigned tail section and two-man cockpit of the A310. Its wide fuselage makes the A300 an attractive freighter, and many airframes have been built of rebuilt as such.

Originally designated A300B10, the A310 is a shortened A300 featuring a new, smaller wing, a redesigned tail section and a two-man cockpit. Like its larger brother it is powered by either GE CF6 or P&W JT9 turbofans. 255 examples were built, including longer-range A310-300s. The A310 MRTT military tanker/transport conversion, ordered by the German and Canadian air forces, is fitted with two hose-type aerial refuelling units on its wingtips.

At first envisaged with a battery of vertical take-off liftjets by Fiat designer Gabrielli, the G.222 was ultimately built as a conventional military transport aircraft, powered by two T64 or Tyne turboprop engines only. A little over 100 G.222s were built, including a few for the US Air Force under the C-27A Spartan designation. The C-27J is a modernized version which entered production in 2000.

A slow biplane was an excellent solution when Antonov was asked to develop an agricultural aircraft to spray the Soviet Union's vast collective farms. Able to carry twelve people as well as pesticides, the An-2 Colt became a 'Siberian school bus', and the standard light transport aircraft, civil and military, for the communist world. Over 18 000 An-2s were built, including 13 000 by PZL-Mielec in Poland, and hundreds more in China, known as Y-5s.

Like its predecessor, the P-39 Airacobra, the P-63 had its engine mounted behind the cockpit, a long propeller shaft leaving the nose free for armament, including a
37-mm cannon firing through the hub. The P-63 was not used in combat by US forces during World War II. The Soviet Union received most of the 3000 P-63s produced, and used them as attack aircraft on the Eastern Front.

Designed mostly by Arthur Young, the Bell 47 was the first helicopter type in the world to gain civil certification. Designated OH-13, it was employed by the US Army for scouting and liaison work, and as an ambulance fitted with external litters of MASH fame. Over 5600 Bell 47s were built by Bell, Westland, Agusta, and Kawasaki. Some models, including the Bell 47J Ranger, had convential cabins rather than the trademark 'fish bowl'.

Benefitting from a light, yet powerful turboshaft engine, the Bell 204 was developed for the US Army, which successively designated it H-40, HU-1, and UH-1. The nickname 'Huey' prevailed over the official Army name, Iroquois. Hundreds of UH-1As, -Bs and -Cs were used in Vietnam, though the larger UH-1D/-H was much more numerous. The 204 was also built by Fuji and Agusta, Italian models including the AB.204AS naval helicopter.

An enlarged 204, the Bell 205 was designed to carry a squad of ten soldiers plus two gunners. The military designation of this H-1 model was UH-1D, or UH-1H with an uprated engine. 7000 were built for the US Army, which lost thousands of Hueys in Vietnam. Others were produced in Germany, Italy, Japan, and Taiwan. Many remain in service. The 212 is a twin-engined variant.

Offering enhanced safety, the Bell 212 is a twin-engined variant of the 205. Developed for the Canadian military, it also found its way to the US armed forces as the UH-1N, and to other military and civil customers. Agusta-built AB.212 models include the AB.212ASW naval helicopter. The US Marines' UH-1Y, with much more powerful T700 engines, has a four-bladed rotor, as does the Bell 412.

An updated version of the Bell 212, the 412 features a composite four-bladed rotor to improve performance and reduce noise and vibration. Military models are named CH-136 Griffon by the Canadian Forces, Griffin by Britain's RAF, and Grifone by Agusta, which again manufactures its own versions of this ultimate Huey model. Bell 412s are also being produced in Indonesia.

Designed as an observartion helicopter for the US Army, the Bell 206/OH-4 lost out to the Hughes 500/OH-6, but achieved success on the civil market as the JetRanger. It was yet selected by the US Army as the OH-58 Kiowa, the latest model being the OH-58D with a sight system mounted on the rotor head. The 206L LongRanger is a stretched seven-seater. The twin-engined 206LT was unsuccesful. The 206 was also built by Agusta in Italy.

The US Air Force's first jet-powered in-flight refuelling tanker, the KC-135 Stratotanker was developed directly from the Boeing 367-80 prototype which also led to the 707 airliner. Over 800 C-135s were built, small numbers serving as Stratolifter transport aircraft and in specialist roles such as electronic reconaissance. Re-engined , 450 aircraft remain in service, now all over 45 years old.

Though related to the military C-135, the 707 jetliner was given a slightly wider fuselage to accomodate six seats abreast . Early models, with thirsty, dirty and noisy JT3C turbojets, had limited range, but the type matured as the 707-300B Intercontinental, with JT3D turbofans. A better shorter-range variant was also built as the Boeing 720. Just over 1000 707s and 154 720s were constructed..

Like the smaller C-135, the Boeing 707-300 is in military service as a tanker and transport aircraft with a number of nations. It also spawned some specialized military variants, including the E-3 Sentry or AWACS, an airborne air combat control station fitted with a powerful radar in a rotating saucer on its back. 68 E-3s were built, powered by either old TF33 (JT3D) or modern CFM56 turbofans.

To complement the long-range Boeing 707 and replace its lighter Model 720 variant, Boeing designed a jetliner with the same fuselage width but three tail-mounted engines. The initial 727-100, seating 131 passengers, was followed by the stretched 727-200, and over 1800 examples of this major airliner were built. Production ended in 1984. The 727 remains in service with smaller operators, often fitted with noise-reducing modfications.

Several years behind the BAC One-Eleven and DC-9, Boeing launched a 'baby Boeing' featuring the same fuselage width as the 707 and 727. The initial 737-100 model, accomodating from 100 to 115 passengers,
was quickly followed by the slightly stretched 737-200. Thirty 737-100s and just over 1000 737-200s were built.

The first of the second generation of 737s, the 737-300 introduced the new Franco-American CFM56 turbofan.
To ensure sufficient ground clearance, the engines were installed forward of, rather than below the wing, and the nacelles were flattened on the bottom, hence their oval shape. 1113 examples of the 737-300 were built. The 743-400 is a stretched and the -500 a shortened model.

The 737-400 is a 737-300 derivative stretched by 1.8 m (6 ft) forward and 1.2 m (4 ft) aft of the wing, enabling it
to transport as many passengers as the old Boeing 727 at lower operating costs. A tail bumper guards against scraping the longer rear fuselage against the runway during take-off. Despite competition from Airbus' new A320, almost 500 examples of the 737-400 were built.

The 737-500 is similar in size to the old 737-200, which it was intended to replace. Being based on the larger 737-300 it is in some respects heavier than necessary,
but this may be offset by standardization advantages for airlines operating several variants of the same aircraft. Production of the 737-500 model totalled 389 airframes.

The third or Next Generation of 737s, with a completely new, larger wing, new tail surfaces, and a modernized cockpit, comes in four sizes as the 737-600, -700, -800 and -900; the 737-700 was the first to fly. Like its larger brothers, the -700 is often fitted with winglets to reduce fuel burn during cruise flight. Based on the -700 is the BBJ, which in turn spawned the long-range 737-700ER.

The Boeing Business Jet is an executive version of the 737-700, with intercontinental range thanks to powerful engines enabling extra fuel to be carried. Luxury options
include a bedroom, washroom with shower, and dining and conference room. The BBJ may also be configured as a 63-seat first-class airliner. If a BBJ is too cramped, the BBJ2 and BBJ3 are based on the 737-800 and -900.

Six metres (19 ft) longer than the -700, the 737-800
carries some 40 extra passengers, and is the best- selling Next Generation model, with over 2000 orders. The 6000th Boeing 737 built, a 737-800, was delivered in 2009. Its business jet model is the BBJ2. The P-8 maritime patrol aircraft is being based on the 737-800.

The smallest member of the 737 Next Generation family, the 737-600 does not actually require the larger wing and tail surfaces, and like its Airbus counterpart, the A318, is relatively expensive to operate and unsuccesful.
69 aircraft have been delivered, 35 of which went to the launch customer, SAS, and there are no further orders.

The 737-900 is probably the ultimate 737 in length. The original 737-900 does offer an increase in cabin space over the 737-800, but not in passenger capacity or gross weight, and only 50 aircraft were delivered. The-900ER, however, can seat up to 215 passengers, or over twice the number of the original 737. The -900ER version has winglets as standard. The BBJ3 is the executive version.

Although using the same fuselage cross section as the CL-600 Challenger, the Global Express is a larger and faster, ultra-long-range business jet that can fly between any two points on the globe with just one refuelling stop. A military model carrying a battlefield monitoring radar system is now in British service, named Sentinel R.1.

A variant of the Global Express, the Global 5000 has its fuselage shortened by 0.8 m (2 ft 9 in) and has less fuel capacity in its tail and wings, thus reducing range with eight passengers to 8890 km (5523 miles), still plentiful
for Atlantic crossings. First deliveries took place in 2005.

Bombardier's first all-new aircraft design, initially known as the Continental but renamed Challenger 300 in 2002, is intended to bridge the gap in the company's business jet range between the Learjet and the Challenger 600. It was designed to cover just under 5500 km (3418 miles) with eight people. 200 examples had been built by 2008.

Designed by John Britten and Desmond Norman, the Islander is a short take-off and landing (STOL) light transport aircraft with fixed undercarriage, often used to provide air services to small islands. The cabin has no aisle but six doors instead. The Defender is a military version. The BN-2T Turbine Islander has Allison 250 turboprops, whereas the Trislander derivative has three piston engines, one of which is mounted on the tailfin.

An elementary trainer designed by Andersson, the Jungmann (Junior) was soon adopted by the Luftwaffe.
When the Bestmann began to replace them with the flying schools, many Jungmanns were sent to the Eastern Front to serve as light nocturnal attack aircraft.
Bü 131s were also built in Switzerland, in Spain (as the C.1.31), in Japan (Ki-86/K9W), and in Czechoslovakia.

A smaller, single-seat Jungmann derivative with a more powerful engine, the Jungmeister was a world-class aerobatic aircraft, but was built mainly as a single-seat advanced trainer for future fighter pilots. In the most important version, the Bü 133C, the Hirth inline engine was replaced by a Siemens radial. Switzerland and Spain each built some 50 Jungmeisters under licence.

To modernize elementary training, Andersson designed a monoplane with side-by-side seating, the Bestmann, which was put into production for the Luftwaffe at Bücker, Fokker in occupied Holland and Zlín in Czcechoslovakia, while It was licence-built in Sweden as the Sk 25. Zlín continued to manufacture it after the war, and Egypt acquired a Czech licence to build it as the Gomhouria.

The Canadian variation on the 1960s basic jet trainer theme, the Tutor served in the Royal Canadian Air Force as the CT-114. Today it is still flown by the Snowbirds aerobatic team. In addition to 190 CL-41As for the RCAF, 20 CL-41G Tebuan (Wasp) aircraft with an uprated J85 engine and armament options were built for Malaysia.

Although it can also fly as a rescue or transport aircraft, the CL-215 amphibian flying boat is unique in having been designed as a water bomber, to extinguish (forest) fires. It can carry, and dump, 5346 litres (1176 Imp gal) of water and using retractable probes can scoop fresh loads from any nearby lake or sea, without the need to land. 125 CL-215s were built before the production line switched to the turboprop-powered variant, the CL-415.

Essentially a CL-215 amphibian with modern turboprop engines, the CL-415 also features modernized systems, and can carry 6140 litres (1350 Imp gal) of water and fire-retarding chemicals. By 2007, 60 CL-415s were serving in Canada and Southern Europe. 17 CL-215s have been upgraded to a similar standard as CL-215Ts.

The LearStar 600 design by Bill Lear, of Learjet fame, was bought by Canadair and built, with a T-tail, as the CL-600 Challenger. It became a succesful business jet, especially after the original Lycoming ALF502 turbofans were replaced on the Challenger 601, which also got winglets. The 604 model has a new undercariage, and the 605 adds a new tailcone and larger cabin windows. The larger Challenger 850 is based on the CRJ200.

Immediately after Word War II Cessna produced a new two-seat aircraft for the private market, the 120, and a more luxurious variant, the 140. Although the wings were originally fabric-clad, the fuselage was a modern metal monocoque structure, maintainable and durable. This was the key to success: despite the availability of war surplus light aircraft, 7664 Model 120 / 140s were sold.

A larger, four-seat derivative of the Cessna 120 / 140, the initial 170 was soon supplanted by the improved 170A with metal-clad wings. In 1952 the refined 170B model introduced the O-1's wing dihedral and flaps. Over 5000 Cessna 170s were built until the introduction of the nosewheel gear 172, and many 170s are still airworthy.

The durable metal construction of Cessna's light aircraft appealed to the US Army, and Cessna was selected to produce the L-19 (later O-1) liaison and observation aircraft. Some 3500 Bird Dogs were built, seeing action in Korea and later in Vietnam, where 469 were lost to all causes. SIAI-Marchetti's SM.1019 is an O-1 derivative.

Initially just a Cessna 170 with a more powerful engine, the 180 was later built as a six-seater with a third side window, the 185 model being identical except for a still more powerful engine and a larger tailfin. The U-17 military version of the 185 was supplied to several countries. Over 10 000 Skywagons were produced.

The first twin-engined Cessna to be put into production after World War II, the sleek, modern-looking 310 seated five to six people. 6300 examples were built in 26 years, mainly as air taxis and light corporate aircraft, including Model 320 Skynights which had supercharged engines, as did the later T310 version. US military Model 310s were designated U-3s, and nicknamed Blue Canoes.

The most-produced aircraft ever, with over 40 000 built, the Cessna 172 was developed from the tailwheel 170 and initially had no window aft of the cabin and a square tailfin. F172 models were built at Reims in France. The Cessna 175 Skylark, FR172 Rocket, R172 Hawk XP, and 172Q Cutlass variants had more powerful engines. The T-41 Mescalero was a military trainer. Production resumed in 1996 with the new 172R and S versions.

The 172RG or Cutlass RG is a Cessna 172 utilizing the retractable gear of the 182 Skylane RG, the main wheels retracting backwards into the fuselage. The Cutlass RG was not very popular by Cessna standards; some 1200 examples were built, and production was not resumed in the 1990s. 172RGs are often used as training aircraft.

The Cessna 182 was developed from the tailwheel 180. Compared to the 172 it's a faster four-seater with more room for luggage or two additional child's seats. Like the 172, the 182 initally had no aft window and a non-swept tailfin, was licence-built at Reims (as the F182), was also built with retractable landing gear (as the R182 Skylane RG) and was returned to production in 1996.

The successor to the Cessna 140, the 150 two-seat private and training aicraft entered production in 1958. The 150D model introduced a cut-back rear fuselage coupled with a window aft of the cabin, which proved popular despite a slight decrease in performance. The facelift was completed with a swept tailfin on the 150F.

Starting with the F model the Cessna 150 was produced with both a rear window and a swept tailfin, and built also by Reims in France as the F150. From 1977 the 152 model, powered by a Lycoming O-235 engine, was built. Over 30 000 Cesnna 150 / 152s were produced, including the early models and 2347 F150 / F152s.

The Cessna 210 originated as an early retractable gear variant of the 182, as illustrated, but in 1967 the 210G introduced a new, cantilever wing - without struts - and from the 210K model onwards six adults can be carried. T210s featrure a turbocharged engine and P210s also have a pressurized cabin. 9240 Centurions were built.

The Cessna 205 was developed from the 210, reverting to a fixed underrcarriage and seating six adults or more luggage. A sizeable door was provided in the rear left side of the cabin. The 205 was soon supplanted by the more powerful 206, and the type remained in production for only two years. 576 Cessna 205s were constructed.

Developed from the Cessna 205, the206 came in two models, the passenger P206 Super Skylane and the rear cargo door-equipped U206 Super Skywagon, later renamed Stationair. In 1998 the Stationair re-entered production as the 206H. Turbocharged versions are designated TP206, TU206 and T206H. An Allison 250 turbine engine powers the converted Soloy Turbine 206.

First flown on 11 May 1968, the Cessna 207 is a 206 stretched by 1 m (3 ft) to seat seven occupants, or eight in the case of the 207A Stationair 8 model, which was introduced in 1980. T207 versions have a turbocharged piston engine. The Soloy corporation provides a turbine engine conversion option for the 207 as well as the 206.

Larger than the Cessna 310, the 411 seats four or six people in its cabin and two up front. It was in production until 1978, but from 1965 it was joined by two cheaper, simplified variants, the 401 and 402. The 402 transports up to nine passengers in its Utiliner form, or up to seven in the Businessliner layout. 402s built from 1972 have five rectangular cabin windows replacing four oval ones. 2237 examples of the 411 / 401 / 402 were constructed.

Larger than Cessna's previous single-engined propeller aircraft, the 208 Caravan I can carry 14 passengers, although it is normally certified to carry only nine. A cargo version, the 208A Cargomaster was built for the FedEx courier company. The Caravan 675 is powered by the 675 hp engine first introduced on the stretched 208B.

A Cessna 208 stretched by 1.20 m (4 ft), the 208B was originally developed as a cargo aircraft for the FedEx company, named Super Cargomaster. FedEx owns a
fleet of some 250 Super Cargomasters. A passenger variant named Grand Caravan was introduced in 1990, and it is certified to carry 14 passengers as standard.

Dassault's first post-war aircraft, the Flamant (Flamingo) was built in three versions for the French armed forces: the MD.311 bombing and navigation trainer, featuring a glazed nose; the MD.312 liaison aircraft and multi-engine pilot trainer; and the MD.315 light transport and ambulance for colonial use. Some 320 Flamants were produced, the last example retiring from service in 1982.

The Ouragan (Hurricane) was France's first jet fighter and though a relatively straightforward, straight-winged aircraft, it was adopted by the air forces of France, India and Israel, the Israeli aircraft seeing combat particularly in the 1956 Suez War. 18 were sold to El Salvador, and were involved in that country's civil war during the 1980s.

Essentially a swept-winged Ouragan, the Mystère was the first French aircraft to exceed the speed of sound in
a dive. Mystère I and II prototypes were followed by 160 Mystère IIC fighters, but they were quickly superseded by the more advanced Mystère IV. The Mystère IIIN two-seat night fighter derivative was built only in prototype form.

Following on the heels of the Mystère, the Mystère IVA was a fresh, more advanced design, powered by the Rolls-Rocye Tay engine or its French-built version, the Verdon. Over 400 Mystère IVAs were built, including 60 exported to Israel and over 100 to India, these seeing action in four wars. The Mystère IVB with afterburning engine and IVN night fighter remained prototypes only.

Fitted with a new, thin wing with 45 degrees of sweep, the prototype Super Mystère was the first West European aircraft to exceed the speed of sound in level flight, thus equalling the F-100 and MiG-19. 180 Super Mystère B2 production aircraft were built, 36 of which went to Israel. Sold to Honduras, the last of these were retired in 1989. The Super Mystère B4 reached Mach 1.4 in 1959, but this variant was abandoned in favour of the Mirage III.

Developed from the lightweight MD.550 Mystère-Delta, or Mirage I, the Mirage III was Western Europe's first Mach 2-capable aircraft, and the Mirage IIIC interceptor fighter was ordered by France, South Africa, and Israel, its success in the 1967 Six Day War making the Mirage famous. The Mirage IIIB is the two-seat trainer version.

The Mirage IIIE is a heavier, fighter-bomber variant of the IIIC, versions including the IIIR reconnaissance aircraft. The simplified Mirage 5 carries no radar, but heavier loads. When its delivery to Israel was blocked by Paris, Israel built a Mirage clone, the Nesher, and the Kfir, with a US J79 engine. Like the Kfir, some III/5 versions have later been fitted with canard foreplanes. These include the Swiss IIIS and Chile's Atar 9K-powered Mirage 50.

Worries about the vulnerability of runways in the 1960s aroused an interest in jet fighters with vertical take-off and landing (VTOL) capability. In France, the Balzac test aircraft was developed into the Mirage IIIV, although with its battery of eight separate lift engines - a heavy burden in normal flight - this was never going to be a practical combat aircraft. Only two prototypes of the IIIV were built.

A twin-engined extrapolation of the Mirage fighters, the Mirage IV constituted a relatively cheap solution to give France a strategic jet bomber. 62 Mirage IVAs were built.
Due to their limited range, the planned nuclear strikes against Russia required aerial refuelling by France's
C-135s or 'buddy' Mirage IVs, and allegedly, missions with no return. The modernized Mirage IVP remained
in use as a strategic reconnaissance aircraft until 2005.

The Mirages' tailless delta wings caused high drag and poor controllability at low speeds and altitudes, and a swept wing was adopted for the two-seat Mirage F2 and the smaller F1, which was selected. Over 700 F1s were built for France and export customers including Iraq, Libya and South Africa. Variants are the F1C fighter, F1B trainer, F1A and E fighter-bombers and F1CR photo- recce aircraft. The F1CT fighter-bombers are converted F1Cs. A Snecma M53-powered version failed to sell.

Larger than the Boeing 737 but powered by the same JT8D engines, Dassault's Mercure jetliner turned into a commercial disaster, due mainly to its limited range of 1700 km (1056 miles). Ordered only by French domestic airline Air Inter, which bought ten, the Mercure gave faithful service until 1995. The propopsed Mercure 200 development, to be powered by CFM56 engines, would have looked remarkably like the succesful Airbus A320.

Resulting from of a joint study by Dassault and Sud, the succesful Mystère 20 business jet was renamed Falcon by its US distributor, Pan Am, and this name stuck. The improved Falcon 20H, powered by Garrett ATF3 engines, was renamed Falcon 200. Over 500 Falcon 20 / 200s were built, including the HU-25 Guardian and Gardian maritime patrol aircraft. Military Falcons also perform VIP transport, special training and electronic warfare duties.

The second and smallest of the Falcon business jets, the Falcon 10 was a new design. 226 Falcon 10s and 100s were built between 1973 and 1990, the Falcon 100 model incorporating small improvements. Seven of the Falcon 10s, known as Falcon 10MERs, were delivered to the French Navy for training and light transport roles.

The Falcon 50 uses the front fuselage of the Falcon 20, but is a heavier aircraft with transatlantic range, featuring a new wing and three engines in a new rear fuselage. Although having two larger engines is theoretically more efficient, having three is theoretically safer during take-off and long overwater flights. First flown in 1996, the 50EX model has even longer range and a modernized cockpit.

The Falcon 900 mated the wing of the Falcon 50, with a slightly increased span, to a new fuselage with a larger cross-section, to compete with the Gulfstream IV at the high end of the business jet market. Several versions exist, including the Falcon 900EX, which has a range of over 8,000 km (4971 miles) carrying eight passengers.

A lighter variant of the Falcon 900, with a shorter cabin and shorter range, the Falcon 2000 reverts to a twin- engined layout, and with its redesigned rear fuselage is actually slightly longer for aerodynamic reasons. The latest versions, the Falcon 2000EX and -DX, are fitted with more powerful Pratt & Whitney PW308 engines.

Taking over as the flagship of the Falcon business jet range, the 7X retains the three-engined layout and the fuselage diameter of its predecessor, the Falcon 900, but is a new, advanced design. The Falcon 7X's range is 11 000 km ( 6835 miles) at a 900 km/h (559 mph) cruise speed, at a high altutidue, in non-congested airspace.

With the Franco-British Jaguar ending up too heavy and expensive for use as a training aircraft, France undertook to build a new basic and andvanced trainer with Germany, which decided to put it into use as a light attack aircraft, however. Each country ordered 175, and 130 more Alpha Jets were produced for other nations.

Created by former PZL designer Wsiewolod Jakimiuk , the Chipmunk was a succesful elementary trainer, replacing the DH.82 Tiger Moth not only in the Canadian Air Force, but also in the British RAF, and 1000 of the 1230 aircraft built were turned out by the British DH works. Hundreds are kept airworthy by private pilots.

Rugged and practical, the DHC-2 light transport aircraft excels in wilderness areas, operated on wheels, floats or skis. Out of 1657 produced, almost 1000 went to the US military under the L-20 and U-6 designations. Today these old aircraft are much sought after, turboprops sometimes replacing their antiquated Wasp radials.

An extrapolation of the DHC-2 formula, the DHC-3 Otter carries about ten people. Some 460 Otters were built, including 184 for the US Army as U-1s. The Wasp radial engine is sometimes replaced by a Polish PZL radial or a turboprop engine. Illustrated is a floatplane version powered by a PT6 turbine engine in a lengthened nose.

A short take-off and landing (STOL) military transport aircraft, the DHC-4 was first ordered by the US Army and used in Vietnam. The US Army aircraft were transferred to the US Air Force as C-7s. Other nations also operated Caribous; 307 were built. Along the same lines, DHC developed the DHC-5 Buffalo with T64 turbine engines and a T-tail, 122 examples of which were produced.

Widely used as a 19-seat regional airliner and light transport aircraft, the 'Twotter' is, like its predecessors, a rugged short take-off and landing (STOL) machine. The landing gear is fixed and a floats and skis can be fitted. DHC-6 production ceased in 1988 after 844 aircraft, but there's nothing to replace the type. Viking Air has flown an upgraded aircraft, and intends to restart production.

A dedicated 50-seat airliner possessing the formidable short take-off and landing (STOL) of earlier DHC aircraft, the DHC-7 filled a small niche in the market, and with four engines is relatively expensive to run. Consequently only 113 Dash 7s were built, production ending in 1988.

In a departure from previous DHC designs, the DHC-8 regional airliner was built for efficiency in cruise rather than handling austere airstrips. The initial Dash 8-100 was followed by the -200, with more powerful PW123 engines. These also power the -300, which incorporates a 3.43 m (11 ft 3 in) stretch to seat 50 passengers. 660 aircraft of these versions were built, including the -Q200 and -Q300 models, which are equipped with a propeller
noise and vibration suppresion system for the cabin.

One and a half times as long and twice as heavy as the original DHC-8-100, and fitted with much more powerful engines driving six-blade propellers, the Dash 8-Q400 carries twice as many passengers at greater speed, to compete with jets over short distances. A further stretch to accommodate 90 passengers is under consideration.

Praised for its seaworthiness, the three-engined Do 24 was designed as a patrol flying boat for the Netherlands Navy in the Indonesian archipelago, but was also used by the Luftwaffe as a rescue aircraft. 279 were produced, mainly in occupied Holland and France. A few supplied to Spain served into the 1970s. One of these has been rebuilt as a Do 24TT, with a new wing and PT6 engines.

Working in Spain to avoid a ban on aircraft construction in Germany, Claude Dornier designed the Do 25 short take-off and landing (STOL) light transport aircraft, which was put into production as the Do 27 or CASA C.127 for Franco's air force. Production also started at Dornier's reopened Oberpfaffenhofen plant for the new Luftwaffe and other customers. Some 600 Do 27s were built.

Derived from the Do 27, the Do 28 was an experimental vertical take-off and landing (VTOL) aircraft with two engines driving pusher propellers that could swivel through 90 degrees. The two Do 29s constructed were utilized for research in support of the Do 31, a very different, larger, jet-powered VTOL transport aircraft.

A Do 27 development, the Do 28 featured two engines mounted on a stub wing on both sides of the cockpit. Like its single-engined forebear, the Do 28 was a good, rugged STOL aircraft, and 120 examples were built. However, it offered no increase in cabin space, and was superseded by the wholly new Do 28D Skyservant.

Though posessing excellent STOL capabilities like the Do 28, the Do 28D is a larger, more angular and wholly different aircraft, despite its designation. Some 150 were built, mostly as light transports for the German Air Force and Navy. A few were fitted with turboprop propulsion, those with PT6 engines being designated Do 128-6.

Larger again than the Do 28D and powered by turboprop engines, the Do 228 was intended to be a true airliner as well as a transport aircraft, seating 15 passengers in its Do 228-100 form and 19 in its stretched -200 form. German production ceased in 1998 after 250 aircraft, but licence production at HAL in India continued. A new German assembly line using Indian parts is planned, focussing on maritime surveillance and similar roles.

The Do 328 was designed as a fast regional airliner,
comfortably seating 30 passengers three-abreast, or seating 39 four-abreast. Despite good characteristics the Do 328 had a difficult time breaking into a crowded market that was looking for even faster regional jet aircraft. Production ceased in 1999 after 112 examples, in favour of the Dornier 328JET jet-powered derivative.

Regional airlines frowned upon propellers in the 1990s, and to revitalize the Do 328 a jet-powered derivative was built, the Do 328-300, later renamed 328JET. Changes were minimal, but retention of a straight wing meant relatively low speeds. After Fairchild Dornier's collapse continuation of the programme by the AvCraft company was short-lived. 110 328JET aircraft were constructed.

The Boeing Model 247, the first true airliner with a metal monocoque construction and retractable landing gear, was trumped by the slightly larger, more efficient DC-2, which was derived from the DC-1 prototype. It was the first airliner that could operate profitably. 156 were built for US airlines and some foreign companies, notably KLM. The famous DC-3 was developed from the DC-2.

Conceived as the DST sleeper aircraft with 14 beds, the DC-3 was already the world's most important airliner by the outbreak of World War II, when vast numbers were ordered by the military as C-53 Skytroopers and C-47 Skytrains, the latter having cargo doors. Dakota was the name given by the British. Over 10 000 examples were built, not including Japanese-built L2Ds and Russian
Li-2s . With their legendary strength, many continued
in airline and military service for decades after the war.

Belonging to a new class of Very Light Jet (VLJ) aircraft , the Eclipse 500 evolved from the Williams V-Jet II, designed by Burt Rutan as a testbed and demonstrator for the Williams FJX-2 engine. Eclipse reworked it as a slightly larger aircraft of metal rather than composite construction. Service entry occured in 2007. Production was halted in October 2008 after some 260 examples..

Embraer's greatest achievement yet, the E-170 is an all- new jetliner for 70 passengers, with the enlarged E-190 accommodating over 100. The E-175, also designated E-170-200, is an intermediate 'stretch' by 1.8 m (6 ft), seating up to 88 passengers. Seating is four-abreast. The E-170 entered service with LOT of Poland in 2004. 300 E-170s and E-175s were in service by July 2010.

The E-190 and -195 are enlarged variants of the E-170, the E-195 having a fuselage length of 38.7 m (127 ft) and seating up to 122 passengers. Ordered by many major airlines, these are hardly 'regional' airliners, but rivals to the smallest Boeing and Airbus aircraft, though development of a still larger variant has been cancelled following concerns that its range would fall short. Some 300 E-190s and 50 E-195s were in service by July 2010.

After some 20 years of development, the Tiger combat helicopter finally became operational with the French Army in 2008. The French Tigre HAP version lacks the sight mounted on the German Tiger UH's rotor mast, while the latter presently does not have a nose-mounted cannon. The Tigre HAD is an uprated HAP for the French and Spanish armies, while the Tiger ARH version has been ordered by Australia. An unusal feature is that the Tiger's pilot is seated in front and the gunner in the back.

Developed from the MBB Bo 108 advanced technology helicopter, the EC.135 was given a enclosed fenestron tail rotor, and together with the roomy cabin this safety-enhancing feature has made the EC.135 popular as an ambulance helicopter. Two stretchers can be loaded though the rear doors. The EC.135P is powered by PW206 engines, and the EC.635 is a military variant.

An all-new single-engined light helicopter developed
in France and aimed mainly at civilian customers, the Colibri (Hummingbird) is constructed mostly from composite materials and is characterized by its low noise levels. China took a 24% share in the EC-120 project, the HC-120 version being manufactured at Harbin as a training helicopter for the Chinese Army.

Initially designated AS.365N-4, the EC.155 was developed from the Aérospatiale Dauphin, the prototype being a converted Dauphin. The EC.155 has an enlarged cabin and a five-blade composite main rotor. Among its roles are passenger transport, including VIP transport and offshore operation, and police work. An EC.175 variant will be built in China as the Harbin Z-15.

Initially known as BK 117C-2, the EC.145 is an enlarged deritavitve of the MBB-Kawaki BK 117, incorporating advanced technology from the EC.135. The EC.145 is popular for ambulance and law enforcement duties, and is being adopted by the US Army as an ambulance and unarmed utlity helciopter, designated UH-72 Lakota.

A development from the Aérospatiale AS.350 Ecureuil, the EC.130 features the French-engineerd fenestron or enclosed tail rotor, which enhances bystanders' safety and reduces noise. The EC.130 also has an enlarged cabin with larger windows, as well as landing skids that were first fitted to its smaller stablemate, the EC.120.

Four European nations decided to go ahead with a new collaborative fighter aircraft in 1985, with France opting for its own Rafale. Based on the British EAP prototype, the EFA or EF2000 was eventually named Typhoon. The first deliveries finally took place in 2003. 559 single-seat Typhoon S and two-seat Typhoon T aircraft are on order for the four partner nations, Austria, and Saudi Arabia.

First flown as a two-seater, the F-24 was produced as a three-seater and developed into a four-seater by 1937. A rugged and comfortable private aircraft, it was powered by a Ranger inline engine or Scarab radial. The US Army ordered it as the UC-61 Forwarder light transport aircraft. Most UC-61s were delivered to the British, however, who named them Argus. Almost 2000 F-24s were produced.

Considered the finest German fighter of World War I, the D.VII was the winner of a January 1918 German Army competition. An estimated 1700 D.VIIs were completed by Fokker and Albatros, the Albatros firm building better quality aircraft, despite the hands-on Fokker company not being able to supply any drawings. D.VIIs were used by many nations after 1918, including the United States.

After World War II Fokker resumed its S series of training aircraft with the S.11, in which the instructor and trainee pilot sat side by side. 360 S.11s were manufactured for the air forces of the Netherlands, Israel, Italy (under the Macchi M.416 name) and Brazil (designated T-21). Also manufactured in Brazil were 59 examples of the S.12
(T-22) variant, which featured a nosewheel landing gear.

Designed by Robert Castello and Pierre Mauboussin, the CM.170, noted for its unusual V tail, was a succesful little jet trainer for basic flying tuition, of which almost 1000 examples were produced for France and other countries, including Germany, Belgium and Israel, which used the type for ground attack in the 1967 Six Day War. Aircraft modernized in Israel received the name Tzukit.

Originally designated CM.170M, the CM.175 Zéphyr was a naval variant of the Magister for carrier flying training, with an arrester hook, a strengthed structure and new,
sliding cockpit canopies which were open during carrier take-offs and landings, since the Fougas did not have ejection seats. The French Navy received 30 examples.

The US Navy's standard carrier-borne torpedo bomber for much of World War II, the TBF made its combat debut in the Pacific just ten months after its first flight. Almost 10 000 Avengers were built, mostly by General Motors as TBMs. After the war the type continued in service as an anti-submarine aircraft. The TBM-3R conversion was a carrier-capable transport plane for seven passengers.

An amphibious flying boat, the Albatross was designed for light transport, reconnaissance, and rescue work - with its good seaworthiness, it could often perform open sea landings. The HU-16 designation replaced the original US Navy and US Air Force designations, UF and SA-16. The Canadian version was designated CSR-110.

An anti-submarine warfare aircraft for aircraft carriers, the S-2 (originally designated S2F) was also produced as a carrier-capable transport plane, the C-1 Trader, and airborne early warning aircraft, the E-1 Tracer. Surviving Trackers operate as land-based maritime patrol aircraft or as water bombers, often fitted with turboprop engines.

In the 1950s, Grumman felt the need to diversify into civil aviation and designed the G-164 agicultural aircraft, of biplane configuration like the Antonov An-2, and given a cat name like the Grumman fighters. It exists in different versions and conversions, powered by various engines. Ag-Cat production was carried out by Schweizer Aircraft.

The world's only airborne early warning aircraft designed as such from scratch, the carrier-capable E-2 Hawkeye is operated by the US and French navies among other users. It replaced the E-1 variant of the S-2 Tracker in the US Navy. Developed from the E-2, the C-2A Greyhond
is a carrier-capable transport aircraft, replacing the C-1.

In 1944 Hans Wocke designed the Junkers Ju 287, an experimental jet aircraft with a forward-swept wing. After working in Russia and East Germany, Wocke moved
to Hamburg and used forward sweep on the HFB 320 private jet, the advantage being an unobstructed cabin. Not helped by a number of accidents, production of this unusual machine ceased in 1973 after only 47 aircraft.

Markedly inferior to the Spitfire and Messerschitt Bf 109, Camm's Hurricane was, however, simpler to produce
in quantity than in its brother in arms, thus playing a vital role in the Battle of Britain. Later in the war the type was used as a fighter-bomber, and the Hurricane IID version was fitted with two heavy 40-mm anti- tank guns. A total of 14 000 examples was built in the UK and in Canada.

In 1961 HAL started work on a jet trainer for basic flying instruction, named Kiran (Ray of Light). The indigenous
HJE-2500 turbojet did not materialize and the Kiran Mk.I, delivered to the Indian Air Force from March 1968, was powered by the Rolls-Royce Viper engine. From 1976
onwards, the Mk.I was followed by the Mk.II, featuring the more powerful Rolls-Royce Orpheus turbojet. A total of 190 Kirans were built for the Indian Air Force and Navy.

A three-seat light helicopter, the Hughes 269 has also been marketed as the Hughes 300. It is often used as a training helicopter, and the US Army adopted it as such as the TH-55 Osage. In the 1980s the design was sold to Schweizer Aircraft, which continues to manufacture it as the Schweizer 300. Total production is over 3400.

When victory over Germany was certain, Stalin ordered the design of a new airliner to replace the DC-3 and Li-2. The Il-12's flight tests revealed numerous problems, and during their rectification the aircraft put on so much weight that its payload had to be reduced to a maximum of 21 passengers, rather than 32. It was thus grossly uneconomic, but 663 Il-12s were built nevertheless.

Because of the Il-12's shortcomings, Ilyushin designed an all-new aircraft with the same dimensions, and this, the Il-14, became the standard airliner with Aeroflot
and with the airlines of all other communist countries.
It was licence-built in Czechoslowakia as the Avia 14, and in East Germany, deliveries exceeding 1000 aircraft.

First applied to a large passenger aircraft flown in 1946, the Il-18 designation was re-used for the Soviet Union's first turboprop-powered airliner. A succesful medium- range aircraft, the Il-18 carried 260 million passengers with Aeroflot. 565 were built, including 121 for export. Many were converted for cargo or military roles. The Il-38 maritime patrol aircraft was developed from the Il-18.

The Soviet Union's first intercontinental jetliner, the Il-62 featured four tail-mounted engines, a configuration also chosen for the British VC10. The original NK-8 turbofans gave problems, but the Soloviev-powered Il-62M proved itself as a reliable airliner. Of some 270 Il-62s built, a few dozen remain in use, often as government aircraft.

On 22 January 1948 Edouard Joly first flew the single- seat D9. The tiny aeroplane had considerable anhedral on its outer wings, a characteristic of subsequent Jodel and Robin designs. Perfromance was adequate and over 500 Bébés were constructed, mostly by amateur builders. The D91 through D98 models are powered by various engines, the D92 being the most numerous.

After the single-seat D9 Jean Délémontez designed the three-seat D10, but shelved it in favour of the two-seat D11 on the request of the French government, which sought to encourage pilot training. A small government order enabled Délémontez to buy himself a Citroën 2CV. Originally powered by a 45 hp Salmon engine, the D11 has been built by both commercial manufacturers and amateurs in versions designated D111 through D128, fitted with engines ranging in power from 60 to 120 hp.

With a 180-hp engine, the D140 has good performance and is popular for use at mountain airfields. The D140 Mousquetaire (Musketeer) was produced to the extent of 215 examples by the SAN company, the D140C and E models having modified tail surfaces. There were also a number of homebuilds. In addition, SAN delivered 28 D140R Abeille (Bee) dedicated glider tugs from 1965.

Working with Pierre Robin, Délémontez revamped his shelved D10 three-seater as the DR100, which was put into production by the CEA and SAN companies. With small changes it became the DR1050, which was named Sicile by CEA and Ambassadeur by SAN, and Excellence and Sicile Record, respectively, when fitted with a swept tailfin. The DR105 and DR1051 through DR1056 variants were powered by different engines.

A more powerful, more sophisticated development of the DR100, the DR200 was produced by CEA/Robin as the DR220 with a Continental O-200; the DR221 Dauphin with a Lycoming O-235; and the DR250 Capitaine with a Lycoming O-320 engine. A nosewheel gear derivative of the DR250, the DR253, evolved into the Robin DR300.

Following the relative successof its J.I attack biplane, Junkers built a new metal monoplane which eventually reached the German Army as the Junkers D.I single- seat fighter (company designation, J.9). Too heavy for a fighter but able to take some punishment, it was to be employed against heavily-defended Allied observation balloons; however, only 40 examples were completed.

The last Junkers aircraft to have a corrugated metal skin, the Ju 52 began life as a single-engined cargo aircraft. The three-engined Ju-52/3m, a succesful airliner, was employed by the Luftwaffe as a makeshift bomber. During the war 'Auntie Ju' served on all fronts as a transport, and was instrumental in the airborne landings in Holland and Crete. The Ju 52/3m was also built in France, as the AAC.1, and in Spain, as the CASA C-352.

Initially designed a single-engined rescue helicopter for aircraft carriers, the Seasprite was developed into the twin-engined SH-2 anti-submarine helicopter for service on board smaller warships. The USA no longer uses the H-2, but limited numbers of SH-2G Super Seasprites serve with the navies of Egypt, New Zealand and Poland.

Initially known as Ka-20, the Ka-25 shipboard helicopter was deployed by the Soviet Navy in three variants: the Ka-25BSh for anti-submarine warfare, the Ka-25K for guiding missiles launched by ships, and the Ka-25PS for rescue and transport. Named Hormone by NATO,
the Ka-25 was exported to Bulgaria, India, Syria, Vietnam and Yugoslavia, and about 460 examples were built.

Heavier than the Ka-25, the Ka-27 Helix fits in the same space with is rotors folded, and is thus able to operate from the same ships as its predecessor. The Ka-27PL is for anti-submarine use; the Ka -27PS for rescue work; the Ka-28 an export variant, sold to several nations, the Ka-29 a military transport; and the Ka-31 is a warning radar helicopter for Russian and Indian aircraft carriers. The Ka-32 civil model can be seen over forests in many countries, used for both logging and firefighting work.

Designed by Friedrich Fecher, the Kl 35 was a mixed- construction monoplane with open cockpits and a low- set inverted gull wing. The German Luftwaffe adopted it as an elementary trainer, and it was built at Fieseler and Zlin as well as by Klemm. The Swedish Air Force also used it, and surviving examples are of Swedish origin.

The Kl 107 first flew in 1940 and despite the fact that this light two-seater was of no value to the German war effort a small batch of Kl 107As were produced. In the 1950s Klemm built 26 updated Kl 207B aircraft before selling his business to Bölkow. Bölkow produced 30 Kl 107Cs and used the Kl 107 as the basis for its own Bo 207.

Though too late for World War II, the P2V maritime patrol bomber (later redesignated P-2) proved its abilities with an 18 000 km (11 000 miles) non-stop flight in 1946. During the Neptune's long life, cannon and bombs were replaced by sensors and depth charges, and the final models introduced two auxiliary jet engines to allow for higher take-off weights. The P-2J, with T64 turboprops replacing the piston engines, was produced in Japan.

Originally designated TF-80C, the T-33 is an advanced trainer developed from the F-80 Shooting Star, an early jet fighter. Over 6500 'T-Birds' were built, the Canadair- built T-33A-Ns having Rolls-Royce Nene engines. The RT-33A is a single-seat photo reconnaissance aircraft.

In response to the increasing complexity of jet fighters, Kelly Johnson designed a light aircraft with a big engine and a tiny wing, sacrificing manoeuvrability and load- carrying ability for blistering climb speed and Mach 2.2 performance. It was a dismal failure in US service, but Lockheed still managed to sell improved fighter-bomber versions to America's allies: 2575 Starfighters, including two-seat trainers, were produced. The final variant, the Italian F-104S, was not retired from service until 2004.

Lockheed's last airliner, the three-engined, widebodied
L-1011 was pitted against the DC-10, but was seriously hindered by difficulties at Rolls-Royce, the sole engine supplier, delaying the appearance of growth variants, the L-1011-200 and the shortened, long-range L-1011-500. Lockheed sold only 250 aircraft, half the number needed
to make a profit. Britain's Royal Air Force operates nine L-1011-500s as aerial refuelling tankers and transports.

Based on a prewar design by Ermanno Bazzocchi, the wooden MB.308 light touring aircraft was built in 1946 and ordered in quantity by the Italian Air Force, despite being of little military use, and most 'Macchinos' were made available to Italy's aeroclubs. The MB.308G model featured a third seat in the back, and was also produced in Argentina, by sailplane manufacturer German Bianco.

The Ki-79 was a trainer derived from the Nakajima Ki-27 fighter, which was built at Mansyu. 1329 Ki-79's were produced, in four versions - the Ki-79a single-seat trainer, the Ki-79b two-seater, and the Ki-79c and Ki-79d in which scarce metal was replaced by wood. Several Ki-79s were left behind in Indonesia in 1945, and used against the returning Dutch troops by the Indonesians.

Broussard is 'bushman' in French, and this six-seat aircraft was designed to cope with short, rough airstrips. Of nearly 400 Broussards produced, most went to the French armed forces, some getting transferred to France's African colonies upon independence. Today a number of Broussards are still flying as private aircraft.

Bölkow's Bo 105 was an advanced small helicopter at the time of its apperance, featuring two turbine engines and a hingeless rotor with four fiberglass blades, giving high manoeuvrability. As an ambulance helicopter it can carry two stretchers in its relatively roomy cabin. Some 1500 Bo 105s were produced, including over 300 for the German Army in observation, liaison and anti-tank roles.

In 1977 MBB and Kawasaki Heavy Industries agreed to combine their Bo 107 and KH-7 designs, the German side developing the rotor and tail unit and the Japanese side a spacious fuselage as well as the gearbox. Of 370 BK 117s built, many serve as ambulance helicopters. A new, stretched derivative incorporating features of the Eurocopter EC.135 is known as the Eurocopter EC.145.

Powered by captured BMW turbojets, the I-300 prototype became the first Russian jet to fly on 24 April 1946, just before the Yak-15 as the Mikoyan team had won a toss. Though limited as a fighter, the MiG-19, named Fargo
by NATO, was quite a good aircraft and 600 were built. Variants not built in quantity included two-seat trainers and the I-307 which was fitted with afterburning engines.

In 1946 the Soviet Union was allowed to buy the power- ful Rolls-Royce Nene engine, and Mikoyan lost no time building around it a small swept-winged fighter that was arguably the best of its day, as the West found out in the Korean War. Some 6000 MiG-15 and improved -15bis fighters were built, not couting Czech-made S-102/-103s and Polish Lim-1/-2s. NATO called the type Fagot, the reporting name Falcon having been found 'too laudatory'.

Developed from the SOBEH H-2 of 1955 , the Kolibrie (Hummingbird) was an innovative two-seat helicopter powered by two rotor tip-mounted ramjets. Its main use was as a cropduster, fitted with spray booms and with up to three of the four fuel tanks devoted to chemicals. Its high fuel consumption made the type uneconomical, though, and only about a dozen aircraft were completed.

The NH90 is an all-new military helicopter built in two variants designated NFH (Nato Frigate Helicopter) and TTH (Tactical Transport Helicopter), the latter being able to carry 20 troops or over 2.5 tons of cargo. Engines are either RTM322s or General Electric T700s. After serious delays, deliveries to the German Army started in 2006 and orders from 15 nations have now been received.

A larger derivative of the earlier NA-40, the NA-62 design was ordered 'off the drawing board' by the US Army. A good, well-armed aircraft, the B-25 became the principal US medium bomber of World War II; 10 000 were built for the Allied air arms. Although not designed for carrier use, B-25s took off from the Hornet and bombed Tokyo in the Doolittle Raid of 1942. B-25s also served as anti- shipping aircraft, sometimes toting a 75-mm field gun.

The latest Pilatus trainer, the newly designed PC-21 has a shorter-span wing and an advanced cockpit, in order to approximate to the characteristics of modern fast jet aircraft as much as possible. The first customer is the Singapore Air Force, which bought 19 for its flying school at Perth, Australia. The Swiss Air Force has ordered six.

Despite its elegant appearance, the Thunderjet was a heavyweight among the early jets. Badly underpowered, the straight-winged fighter was mauled by the MiG-15 in the Korean War, and switched from the escort figher to the fighter-bomber role. In the latter capacity the F-84, especially the F-84G, was built in large numbers for the US and allied air forces. The F-84F is a different aircraft.

A swept-wing Thunderjet derivative, the Thunderstreak retained little commonality when the fuselage was redesigned to accomodate a bigger engine. Despite this, its F-96 designation was changed to F-84F to ease funding. Like its predecesso, it wasn't much of a fighter and better suited as a fighter-bomber. Out of 2714 built, nearly half were supplied to European NATO nations.

One Thunderstreak prototype was experimentally fitted with side air intakes, giving a slight decrease in thrust and speed, but freeing up space in the nose that was used for a battery of six cameras in the Thunderflash photo reconaissance derivative. 716 RF-84Fs were built. Under the FICON project, a converted RF-84F could be launched and picked up again later by a B-36 bomber.

Enormous for a single-seat, single-engined aircraft, and very complex and expensive, the 'Thud' fighter-bomber was also nicknamed the 'One-Man Air Force'. Designed for nuclear strike missions, it spearheaded the US air fleet in the Vietnam War, and half of the 833 F-105s built were lost. F-105F two-seat trainers were converted to fly 'Wild Weasel' missions against surface-to-air missile sites. The last F-105 was retired from service in 1984.

Through the DR253, the Jodel DR200 was developed into the Robin DR300. The DR400 differs in having a forward-sliding cockpit canopy. Various models of these aircraft have been built, with names such as Petit Prince, Dauphin, Regent and Remorqueur. The DR400 remains in production, still utilizing the Jodel cranked wing and wooden construction. The DR500 has a wider fuselage.

The small R22 isn't much more expensive to buy than a light aircraft, and is powered by a similar piston engine. Despite the loss of the prototype, hundreds were already on order when deliveries began in 1979, and over 4000 have now been built, models including the R22 Alpha and Beta. Its roles include helicopter pilot training and cattle herding at large ranches in the USA and Australia.

Larger and faster than the R22, the R44 was designed to have a performance close to that of turbine-engined helicopter types against dramatically lower acquisition and maintenance costs. The original R44 Astro has now been replaced in production by the more refined Raven version. The Clipper model has fixed or inflatable floats.

Designed by Anders Andersson, the Safir (Sapphire) followed the lines of his earlier Bücker Bestmann. 323 Safirs were produced as military or civil training aircraft, including 120 subcontracted to the Dutch De Schelde factory. The Saab 91A and B were three-seaters, while the 91C and more powerful D could carry four people.

Sweden's first jet fighter was the converted Saab 21R, but Saab was quick to follow up with the advanced, swept-winged J29 that was among the world's fastest aircraft of its time, despite the tubby fuselage, housing a licence-built De Havilland Ghost centrifugal turbojet; it was nicknamed Flygande Tunnan (Flying Barrel). 661 J29 fighters and S29 reconnaissance aircraft were built, all for Swedish use, though 30 were later sold to Austria.

A fairly heavy aircraft designed for ground and maritime attack, powered by a single Volvo-built Rolls-Royce Avon engine, the Lansen (Lance) still had good performance, being able to exceed the speed of sound in a shallow dive. 84 A32 attack aircraft, 120 J32 night fighters, and 44 S32 photo recce aircraft were procured by Sweden.

Another tremendous achievement by Saab, the Draken (Dragon, or Dragon Kite), with its futuristic 'double delta' shape, was arguably superior to comparable fighters such as the F-104 Starfighter and Mirage III, but being from neutral Sweden it was exported only to Finland, Denmark and Austria. Over 600 Drakens were built, including a number of two-seat conversion trainers.

Designated Sk60 by the Swedish military, the Saab 105
jet trainer is unusual in being able to carry four people, when not fitted with ejection seats, for use in a liaison role. Not surprisingly, it can also serve as a light attack aircraft. Sweden got 150, and Austria bought 40 105Ös fitted with more powerful General Electric J85 engines.

Saab's second Mach 2 fighter, the Viggen (Thunderbolt) featured another unusual layout, with foreplanes and a Pratt & Whitney JT8D airliner engine adapted by Volvo. Emphasis was laid on short take-off and landing (STOL) and fighter-bomber capability, though the AJ37 variants were followed by the JA37 interceptor. Including 18
Sk37 two-seat trainers, 329 Viggens were delivered
to the Swedish Air Force. After the end of the Cold War, defence cuts caused the Viggen's retirement by 2005.

Derived from the smaller MFI-9 Junior (licence-produced
by Bölkow as the Bo 208), the MFI-15 light aircraft was named Safari after the takeover of Malmö Flygindustri
by Saab. The MFI-17 military model, for training, liaison and even light attack, became the Supporter. The latter is designated T-17 by the Danish military, and entered
licence production in Pakistan as the MFI-17 Mushshak.
The MFI-395 Super Mushshak is an upgraded version.

Originally designated SF340, the Saab 340 regional airliner was developed in conjunction with Fairchild, which produced the wing, tail and engine nacelles before pulling out in 1985. 159 Saab 340As and some 300 Saab 340Bs were built, the latter having slightly more powerful engines and larger tailplanes. Six Swedish Air Force aircraft carry a dorsal early warning radar. The Saab 2000 was developed from the 340.

Powered by a single, Volvo-built General Electric F404 engine, the JAS39 is a relatively light, compact Mach 2 fighter, ground attack and reconnaissance aircraft, and as such it has secured some export as well as Swedish orders, aided by the end of Sweden's neutral position, which also means, however, that the Gripen (Griffin) is likely the last Swedish fighter. A new version is offered as an alternative to the Lockheed Martin F-35, aka JSF.

A stretched Saab 340, the Saab 2000 has over twice the engine power installed and is the fastest propeller airliner in service, while still burning less fuel than jets. Propellers, however, are viewed as obsolete by the public, and airlines preferred to order the new regional jet aircraft, the Canadair CRJ and Embrear ERJ. 2000 production was halted in 1998, after only 64 aircraft.

The first helicopter in US military service, the two-seat
R-4 was developed into the refined R-6 and the four- seater R-5, company designation S-51. The US Army designation R-5 was changed to H-5, while the US Navy called it HO3S; the British named it Dragonfly, Westland producing a re-engined variant as the WS-51. The S-51 was utilized mainly for rescue work and various trials.

The S-55 was innovative in having its engine mounted
in the nose, allowing for the payload to be carried in the helicopter's centre of gravity, though the useful load was limited as in any piston-engined helicopter. The type was designated H-19 Chickasaw by the US Air Force, HO4S with the Navy, and HRS by the Marine Corps; the name Whirlwind applied to Westland-built airframes. Civil users included the Belgian airline, Sabena. Some S-55s and Whirlwinds were fitted with turbine engines.

Following on the unsuccesful SO.4000 bomber, the SO.4050 Vautour (Vulture) was planned in three models: the single-seat Vautour IIA attack aircraft, the two-seat IIN night fighter, and tthe two-seat IIB bomber with a bombardier in a glazed nose. Limited numbers of each were built for the French Air Force, and the IIAs were sold to Israel which used them in the 1967 Six-Day War.

The Ki-36 was an all-metal two-seat reconnaissance and light attack aircraft, used with some success by the Japanese Army in China, where there were few enemy fighters. Having good handling characteristics, the design was employed also, with minor changes, as an advanced trainer, the trainer version being designated
Ki-55. 1344 Ki-36s and 1389 Ki-55s were constructed.

Smaller than a Lockheed C-130 Hercules, the Transall military transport aircraft can carry freight or vehicles with a maximum weight of 16 000 kg (35 270 lb), 93 troops, or 62 stretcher cases and four attendants. Just over 200 were built, mostly for the German and French armed forces. The two French C-160H aircraft are equipped with long trailing antennae to maintain communications with France's nuclear ballistic missile submarines.

SB stood for Fast Bomber in Russian, and this modern light bomber, also known as ANT-40 and developed from the ANT-29 heavy fighter, surprised the world with its speed when it turned up in the Spanish Civil War. When intercepted, though, it was vulnerable, and it was obsolete when Germany invaded the Soviet Union. No less than 7000 SBs were built, the final, 1941 version having the designation Ar-2 for Alexander Arkhangelsky, Tupolev's deputy and leader of the SB's design team.

While imprisoned Andrei Tupolev was ordered to design a bomber better than the German Ju 88, and the result was an advanced aircraft that eventually entered service as the Tu-2 in 1942. 2500 Tu-2s were built, the majority after 1945. The type saw action in the Korean War, and remained in Chinese service for many years thereafter. A jet bomber of 1947, the Tu-12, was based on the Tu-2.

The Utva 75 is a two-seat elementary trainer for civil and military use. Almost 140 examples were built, and small numbers are in use with military air arms and aeroclubs in the former Yugoslavia. The four-seat Utva 75A and the agricultural 75Ag models were not built in any numbers.

The VFW 614 was a small short-range airliner powered by jet engines that were unusally placed above the wing. The especially developed M45H engine gave problems, and the aircraft proved too expensive to acquire for the small airlines it was intended for. Only 14 VFW 6154s were built, some ending up with the German Air Force.

The first of three Vought aircraft to be named Corsair was a US Navy scout and observation biplane built in landplane, floatplane and amphibious floatplane forms for aircraft carriers and shore stations. O2U versions were superseded by improved O3U models from 1930, these being designated SU by the US Marine Corps.
Export models carried the V-65 and V-93 designations.

The best carrier-capable fighter and fighter-bomber of World War II, the remarkable, gull-winged F4U entered combat in 1943, but didn't start operating from aircraft carriers until 1944 because of worries about the pilot's limited view over the long nose. Production continued until 1952 and totalled over 12 500, including Goodyear- built aircraft designated FGs and Brewster-made F3As.

Nicknamed 'Vibrator', because it would shake violently when flying at the minimum speed, the BT-13 was the US basic training aircraft during World War II. Students would fly an elementary trainer first, the BT-13 next and finally, the AT-6 Texan. The BT-13's US Navy designation was SNV. The BT-15 variant had a Wright R-975 engine.

The Scout was developed from the Saunders-Roe P.531 prototype, which itself evolved from the piston-engined Skeeter. Some 150 Scouts were produced for the British Army as observation, liaison and light attack helicopters; machine guns and anti-tank missiles could be fitted. The type was used in conflict areas, including Northern Ireland and the Falklands. The Wasp is a naval version.

For operations from small frigate decks, the Royal Navy ordered a naval version of the Scout with a four-wheel undercarriage replacing its skids. It did not have sonar equipment of its own, but could carry two anti-submarine torpedoes, or alternatively, light anti-ship missiles, three personnel or one stretcher. 133 Wasps were produced, including small numbers for export to several nations.

The British variant of the Sikorsky-conceived S-61/H-3,
the Westland Sea King has been buit in anti-submarine
and search and rescue models for the Royal Navy and military export customers. A transport model was named Commando by Westland, and Sea King HC.4 by the Royal Navy. The Sea King AEW.5 carrying early warning radar was developed hastily for the 1982 Falklands War.

One of the helicopters developed under an Ango-French agreement, the fast, agile Lynx is used by many navies and the British Army, but the French Army cancelled it and it failed to sell on the civil market. The British Army received 114 Lynx AH.1s with skid landing gears for use in the light transport and anti-tank roles. They have been upgraded to AH.7 standard, receiving uprated engines and larger main and tail rotors. The few Lynx AH.9s are fitted with the wheeled undercarriage of the naval Lynx.

The naval variant of the Lynx, the initial version of which was the Lynx HAS.2 for the British and French navies, is fitted with a wheeled undercarriage to ease shipboard use. Various versions are now in use with 16 countries, mainly in an anti-submarine capacity or, like the British
Lynx HMA.8, in an anti-surface vessel role. Upgraded engines and rotors are often installed. The illustrated version is designated SH-14D by the Netherlands Navy.

The Antonov An-24 was copied without a licence at Xian as the Y-7, which entered service with China's state airline in the mid-1980s. A rear-loading cargo model similar to the An-26 is known as the Y-7H (initially Y-14). The MA60 (Modern Ark 60) stretched 60-passenger variant is fitted with Western engines and equipment.

One of the best fighters of World War II, the lightweight Yak-3, the second design to use this designation, was a refined variant of the Yak-1. Optimized for aerial combat at lower altitudes, the Yak-3 made a formidable foe for the German Luftwaffe over the Eastern Front battlefields. 5000 Yak-3s were built, followed in the 1990s by a small batch of new Yak-3UAs manufactured for enthousiasts.

In 1945 Yakovev built a radial-engined all-metal version of the Yak-3, the Yak-3U. A two-seat trainer version, the Yak-3UTI, was put into production in refined form as the Yak-11, which became the communist world's standard advanced trainer. 4500 examples were built, including 700 by Let in Czechoslovakia with the C-11 designation. The Yak-11U / C-11U version featured a nose landing gear. The Yak-11 was known as Moose to NATO pilots.

Long before regional jet airliners became popular in the West, the Soviet Union built just over 1000 examples
of this three-engined, straight-winged aircraft, which can use unpaved runways of 700 m (2297 ft). The central engine was intended to boost take-off performance, but is used throughout the flight in practice, fuel efficiency
is poor. Many Yak-40s are now utilized as private jets.

Of similar configuration to the Yak-40 , the Yak-42 is a much larger and faster airliner, powered by turbofan engines. The sweep angle of its wing was increased during its protracted development, the Yak-42 entering service with Aeroflot in late 1980. Due to the collapse
of the Soviet Union only some 180 aircraft were built.

The Z-326 Trenér Master elementary trainer was derived from the earlier Z-26 Trenér, introducing an electrically retractable undercarriage. The Z-526 version is nearly identical, the Z-Z26F being powered by an M137 engine. The ultimate Z-726 is powered by a supercharged M337. Single-seat Akrobat versions have also been produced.

Under the design leadership of Ladislav Smrčekinne, development of the Čmelák (Bumblebee) cropduster was undertaken jointly by Moravan and Let. Some 700 were built, this number including some thirty Z-37Ts powered by a Walter M601 turbine engine. A mechanic may ride as a passenger in a cabin behind the cockpit.