An aircraft constructed with a push-pull configuration has a combination of forward-mounted tractor (pull) propellers, and backward-mounted (pusher) propellers. Historical The earliest known examples of "push-pull" engined-layout aircraft include a trio of experimental German World War I designs: chronologically comprising the only Fokker twin-engined design of the period, the Fokker K.I from 1915; followed by the unusual Siemens-Schuckert DDr.I triplane fighter design of late 1917, and concluding with the laterally-offset "push-pull" Gotha G.VI bomber prototype of 1918. An early post-World War I example of a "push-pull" aircraft was the Short Tandem Twin: another was the Caproni Ca.1 of 1914 which had two wing-mounted tractor propellers and one centre-mounted pusher propeller. Around 450 of these and their successor, the Ca.3 were built. One of the first to employ two engines on a common axis (tandem push-pull) was the one-off, ill-fated Siemens-Schuckert DDr.I fighter of 1917. Claudius Dornier embraced the concept, many of his flying boats using variations of the tandem "push-pull" engine layout, including the 1922 Dornier Wal, the 1938 Dornier Do 26, and the massive 1929 Dornier Do X, which had twelve engines driving six tractors and six pushers. A number of Farmans and Fokkers also had push-pull engine installations, such as the Farman F.121 Jabiru and Fokker F.32. Configuration Push-pull designs have the engines mounted above the wing as Dornier flying boats or more commonly on a shorter fuselage than conventional one, as for Rutan Defiant or Voyager canard designs. Twin boomers such as the Cessna Skymaster and Adam A500 have the aircraft's tail suspended via twin booms behind the pusher propeller. In contrast, both the World War II-era Dornier Do 335 and the early 1960s-designed French Moynet M 360 Jupiter experimental private plane had their pusher propeller behind the tail. Design benefits While pure pushers decreased in popularity during the First World War, the push-pull configuration has continued to be used. The advantage it provides is the ability to mount two propellers on the aircraft's centreline, thereby avoiding the increased drag that comes with twin wing-mounted engines. It is also easier to fly if one of the two engines fails, as the thrust provided by the remaining engine stays in the centerline. In contrast, a conventional twin-engine aircraft will yaw in the direction of the failed engine and become uncontrollable below a certain airspeed, known as VMC. Design problems The rear engine operates in the disturbed air from