The Camair flew for the first time in 1953 and was designed to meet the requirements of the Cameron Iron Works. The company was so pleased with the results of the prototype (powered by two 225 hp Continentals) that it decided to produce similar conversions of the Navion single-engine airplane on a commercial
basis.

The designation Camair 480 indicates the combined power of the twin 240 hp Continental powerplants used in the production model. Starting with a North American/Ryan Navion, structural modifications were carried out to allow for the increased horsepower and weight of the two engines, while aerodynamic, comfort, and styling refinements were added, including increased fin and rudder area, a longer fuselage nose, and two 29 Imp.Gal wingtip tanks. Building of new aircraft was suspended; however, the Camair Aircraft Corp. continued to supply spare parts to Twin Navion owners.

In all, four models were built: the Model A prototype with two 225 hp Continentals, the Model B with twin 240 hp Continentals, the Model C with twin 260 hp Continentals, and the Model D with two 300 hp Continentals.

480
Engines: 2 x Continental O-470-B, 240 hp
Span: 34 ft approx.
Length: 27 ft 11 in
Empty weight: 2730 lb
Loaded weight: 3930 lb
Cruise 75 %: 192 mph
ROC: 1750 fpm
Service ceiling: 22,000 ft
Range: 900 mi

D
Engines two 300 hp fuel-injected Continentals
Gross wt. 4,500 lb
Empty wt. 3,000lb
Fuel capacity 188-200USG
Top 215 mph
Cruise 200 mph
Stall 60 mph
Initial climb rate 2,000fpm
Ceiling 22,000ft
Range 900sm
Takeoff run 400ft
Landing roll 600ft
Seats 4

The Butterworth Westland Whirlwind was a 2/3 scale flying replica of the British Westland Whirlwind fighter aircraft of World War II that was built in the United States in the 1970s.

The aircraft was based on the wings and horizontal tail of a Grumman American AA-1A modified and mated to an all-new fuselage. Power was provided by two Volkswagen air-cooled horizontally opposed four-cylinder engines with the result bearing only a passing resemblance to the real Whirlwind.

First flying in July 1977, Butterworth marketed plans in the late 1970s and early ’80s, with at least 15 sets selling and at least three aircraft reportedly under construction by 1985.

Butterworth Westland Whirlwind
Engines: 2 × Volkswagen, 65 hp (49 kW) each
Wingspan: 28 ft 0 in (8.53 m)
Length: 19 ft 6 in (5.94 m)
Height: 7 ft 1 in (2.16 m)
Empty weight: 1,042 lb (472 kg)
Gross weight: 1,400 lb (635 kg)
Maximum speed: 145 mph (233 km/h, 126 kn)
Range: 700 mi (1,126 km, 610 nmi)
Service ceiling: 8,000 ft (2,440 m)
Crew: One pilot

Burns Aircraft Co began development in 1964 of high-performance 6/8- seat business aircraft powered by two Continental flat-six engines. The prototype Burns BA-42 flew for the first time on 28 April 1966.
It was claimed that the Burns, thanks to superior aerodynamic refinement, would do on two 210 hp engines anything the Cessna 310 would do on two 260s. On closer examination, you discovered that when the Burns’ lighter weight and lower payload were taken into account, it would not.

Engines: 2 x Continental IO-360D, 210 hp
Propellers: constant-speed MacCauley
Wingspan: 8.7 m
Length: 9.75 m
Height: 2.3 m
Maximum weight: 1950 kg
Empty weight: 1086 kg
Maximum speed (sea level): 375 km/h
Cruise speed (at 3000 m altitude and with 75% of power): 275 km/h
Range (with 75% of power): 1450 km

Can Car had a new aircraft it hoped would give the company access to the larger transport aircraft market. Cancargo Aircraft Manufacturing Co Ltd, a wholly owned subsidiary of the Canadian Car & Foundry Company was formed about 1950 to build the Burnelli Loadmaster transport. This was the CBY 3 Loadmaster, the brainchild of V J Brunelli, a long time advocate of the lifting fuselage as a means of increasing the efficiency of transport aircraft. The Brunelli design incorporated an aerofoil section fuselage between twin booms, which were extended forward to carry the engine nacelles and aft to carry the twin fins and rudders. The cockpit nacelle extended outwards from the fuselage between the engines and access to the freight or passenger compartments was by doors in each boom.

Although work was started on the CBY 3 in 1943 at Montreal, the prototype did not fly until late 1945. It proved to be overweight and underpowered with no obvious benefits to be derived from the lifting fuselage. An initial order of ten aircraft from Transportes Aereos Centro Americanos (TACA) of Nicaragua in passenger/cargo configuration was cancelled and despite numerous attempts over 12 years to sell the design, no further orders were forthcoming and the prototype made its last flight in 1959. It is now in the New England Air Museum at Windsor Locks, Connecticut, USA.
The rights in this aircraft were acquired in 1952 by Airlifts Inc. of Miami, and reverted eventually to Ballard Aircraft Corporation

Engines: 2 x Pratt & Whitney R-2000-2SD13G Twin Wasp
Wingspan: 86 ft
Length: 54 ft 7 in
Empty weight: 16,800 lb
Loaded weight: 27,000 lb
Max speed: 233 mph at 7500 ft / 208 mph at SL
Cruise: 193 mph at 10,000 ft
ROC: 1050 fpm
Range: 1200 mi