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By Dan Johnson || September 15, 2023 81 Comments

Midwest LSA Expo 2023 concluded a very successful event. Plenty of summer airshow news remains as we next anticipate the Aero Showcase in DeLand, Florida on November 3-4, 2023.

Thousands of articles and videos on this website remain completely free of charge but we appreciate your support through membership.

Learn which companies lead the light aircraft sector — Tap or click the big blue button.

Thanks for your visit. We genuinely appreciate those of you who have become members!

Midwest LSA Expo 2023 concluded a very successful event. Plenty of summer airshow news remains as we next anticipate the Aero Showcase in DeLand, Florida on November 3-4, 2023. Thousands of articles and videos on this website remain completely free of charge but we appreciate your support through membership. Learn which companies lead the light aircraft sector — Tap or click the big blue button. Thanks for your visit. We genuinely appreciate those of you who have become members!

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Never One to Be Humble, Hawk Ultra Air Is Looking Better Than Ever in its Fifth Decade

By Dan Johnson || September 20, 2023 Leave a Comment

Named “Ultra Air,” the newest Hawk Single sounds like it might be Apple’s new laptop computer. In our analog world, Hawk Ultra Air is nearly the exact opposite… except it is a light aircraft. Many might say it’s “ultra” fun so, hey!, the model name works.

Hawk Singles and Ultra offers full kits or fully-built Part 103 aircraft. Ultra Air seen below is their latest, still with 2018 prices.

“Less is more” is also a phrase that might apply to both Hawk and Apple. Hawk Ultra Air looks lighter and slimmer by removing the fabric enclosure. Appearing lean and minimal has appeal to many consumers.

Forty one years after its splashy introduction, Hawks now number more than 2,500 aircraft, a fine accomplishment for any manufacturer but especially for one so modestly priced and significantly hand built.

After discovering the original, work began to restore the #1 Hawk. This article describes some of the effort.

Saying Hawk is “hand built” speaks to some of the work Bob Santom, and his son LB have done as they took over one segment of the Hawk lineage. They have laboriously reassembled some earlier aircraft making extensive notes and preparing for continued manufacture, but became better informed than when they started.

One part of their Hawk education was a thorough restoring of Hawk #1 (article). As they worked to discover more about the first-article Hawk, they learned the passion and loyalty attached to this beloved aircraft.

The phrase was so often repeated it earned its way onto a tee shirt: “It’s Hard to be Humble When You’re Flying a Hawk.”

Affordable in a
Particular Way

In a phone conversation with Bob while preparing this article, I kidded him that his website needed some updates. Ultra Air is not found as a model, for example. As we discussed the challenge of maintaining a website, I discovered something startling in the lack of update.

Despite showing July 2018 dates about prices on the CGS Hawk website, those numbers remain current! Let me restate. The price of a Hawk Ultra — now the Ultra Air version — has not gone up in price over the last five years! Tell me anything in your life that compares. Nearly everything you buy has gone up 50-100% or more in the last three years alone.

So, I can say with confidence that you can likely still buy a Hawk Ultra airframe kit for $12,500 (no increase since 2018) and you can assemble it in 250 hours. Add a Polini 303 engine for $6,000 plus basic instrumentation or other minor accessories and you’ll invest about $22-23,000 to get airborne in a brand-new CGS Hawk. Mount a used engine and you could airborne for less than $20,000. In 2023 America, that is an excellent price.

Who needs the fabric enclosure? Hawk Ultra Air looks open and light yet maintains the nose cowl and windscreen for pilot comfort. I saw it accommodate a 145 pound pilot and a 250 pound pilot.

You can also get a Hawk fairly fast. Even after taking a handful of orders at this year’s Oshkosh, Bob quoted “between 90-150 days for delivery.” That’s less than many other kit producers.

A factory built Hawk Ultra Air adds $7,500 but has you airborne for about $30,000 although the delivery lag then rises to “nine or 10 months.” Bob noted that “assuming a 250-hour average build time, our fee implies $30 per hour for factory assembly.” Of course, we imagine Bob, LB, and Al Hernandez can do it faster than the average builder, but this fee still represents a bargain, I’d say. As Bob notes, “My lawnmower repair guy charges $65 an hour.”

The striking tail design and the lime green cloth attracted lots of attention.

CGS Hawk Single and Ultra as a company, producing only the single seat line of Hawks, has been manufacturing “12, 13, 14 per year over our six years,” recalled Bob. “This year I expect we’ll produce 16-20, of which about one in 10 will be factory built. Most choose kits and I encourage it,” he added. “You become intimate with your airplane and can fix anything.”

What About Two-Seaters?

This article has looked only at single place Hawks like Ultra Air, but those who want two seaters are served by another enterprise. As the original CGS Aircraft company evolved to its current state, Bob Santom and LB have focused exclusively on the single seaters where Joseph Shirley‘s CGS Aviation has been at work on the two-seat Hawk line. A couple years ago Joseph showed what he’s capable of doing with the Hawk Tundra (article) as I named it.

We didn’t see the two-place Hawk organization at airshows this year, but I did run into a young engineer who is working with Joseph. Our paths crossed while attending AirVenture 2023. He was excited to tell me how their team is going deeply into a full CAD rework of the Hawk SLSA and other two-place models.

I know from personal experience at following the Hawk for many years that engineering documentation was not developer Chuck Slusarczyk‘s strong suit. His design has clearly proven itself through decades, but the original engineering work was closer to back-of-the-envelope sketches. Like other gifted designers, Chuck simply knew it all in his head.

Hawk Single and Ultra’s installation of the Polini 303 engine that keeps Ultra Air within Part 103 (assuming basic equipment).

Both organizations have pursued putting all components into CAD so drawings can be sent electronically to machine shops, practically the only way to do it anymore. “We have all the machined parts and many other fittings complete in CAD files,” Bob said. “We’re about 75% done at building DFX files we can ship to our suppliers.” Both single and two-seat Hawks will be the better for this yearslong effort.

Once again, this story supports my belief that as many Part 103 ultralights are sold in America every year as Special LSA. Hawk Single and Ultra has been gradually (wisely) increasing their pace and the customers are ready.

At it for seven years now, building single place Hawks, Bob emphasized, “I wouldn’t trade those seven years for anything. It has been a learning experience but we have met so many great people, pilots who love their Hawk.” Now with Hawk Ultra Air capturing attention and given its modest cost, I feel sure CGS has a bright future.

ARTICLE LINKS:

CGS Hawk Single and Ultra, company contact info and articles on this website
CGS Hawk Single and Ultra model information including price, on manufacturer’s website
CGS Hawk two-place aircraft including Special LSA model, company contact info on this website

Hear about Hawk #1 in this video — Yes, the original CGS Hawk dating back to the very early 1980s, even before we had Part 103 ultralights. Bob Santom and LB restored this piece of light aviation history; this video documents the beginning of the project.

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Named “Ultra Air,” the newest Hawk Single sounds like it might be Apple’s new laptop computer. In our analog world, Hawk Ultra Air is nearly the exact opposite… except it is a light aircraft. Many might say it’s “ultra” fun so, hey!, the model name works. “Less is more” is also a phrase that might apply to both Hawk and Apple. Hawk Ultra Air looks lighter and slimmer by removing the fabric enclosure. Appearing lean and minimal has appeal to many consumers. Forty one years after its splashy introduction, Hawks now number more than 2,500 aircraft, a fine accomplishment for any manufacturer but especially for one so modestly priced and significantly hand built. Saying Hawk is “hand built” speaks to some of the work Bob Santom, and his son LB have done as they took over one segment of the Hawk lineage. They have laboriously reassembled some earlier aircraft making extensive notes and preparing for continued manufacture, but became better informed than when they started.

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Mosaic, The Movie — Are You Excited?! Comment Window Is Closing; Please Act Soon!

By Dan Johnson || September 14, 2023 12 Comments

I’ve studied this pretty closely — thanks SO much to Roy Beisswenger for his effort to make a Study Guide. This is not an easy read but it has much we want plus a few things we question or want changed.

If you want some part changed, you have to comment. I can comment and many others have. That’s good but FAA needs a loud response. With 39 days left at posting time, 389 pilots have commented. YOUR comment is still needed.

For a series of Masterclass videos on Mosaic, click or tap here.

To assure my facts were as accurate as possible, I consulted several other experts, each focused in specific areas of interest.

Linked with my own experience — serving on the ASTM committee for many years, going to visit FAA in their government offices in Washington DC (several times), and discussions with the LAMA board plus numerous other aviation leaders — the video below provides the best information I can offer at this time. Is it a perfect understanding of all things Mosaic? No, I keep uncovering new tidbits buried in this lengthy document. Others have often pointed out things I missed.

Where are the Comments?

If you get through all 45 minutes of the video presentation below – which I hope you will find worthy of that much investment of your time — you will discover that the Q&A portion does not appear. This portion of our discussions went on nearly as long as the formal presentation. It simply got too long and took too much editing.

FAA repeated, “You’re going to like what’s in this.” This slide is what they meant.

I was fascinated when during Q&A, discussions erupted on their own. Being particularly passionate about a part of Mosaic and our privilege to fly, attendees often spoke to one another without my input. This was invigorating to witness but it was sometimes challenging to hear what people said, and not in every case could I keep up with the conversations. In short, I think you’d find it less useful than what I will present.

I am going through all of those comments carefully and will summarize them in printed form, which I think will be much easier to consume.

Many worthy LSA models accepted by FAA under current rules need little or no change for operation under Mosaic. In fully-built or kit form, they should help keep recreational affordable.

While I work on that, I encourage you to do what the video suggests: go up to the search bar at the top of this page and type in Mosaic. That will bring up everything I’ve written about the NPRM in chronological order. A few articles on Mosaic Light-Sport Aircraft will be sprinkled among rule-oriented articles but all have some useful information.

A few of those articles generated lots of comments. In fact, at the time I gave these two talks, this website had generated more total comments than FAA’s website – a fact I hope will change dramatically in a new direction soon. I know people tend to wait until toward the end to act but pilots shouldn’t cut the deadline too close.

If FAA’s new rules are important to you, I urge you to watch this video. I will get to the Question & Answer article as fast as I can and hopefully make good sense of them for you because we all heard some interesting exchanges.

Meanwhile, happy regulatory proposal watching and reading. Following are the essential links you need to comment. All you need to write is a couple or a few paragraphs. See what others wrote and use your own thoughts.

HELPFUL ARTICLE LINKS:

USUA/LAMA MOSAIC NPRM Study Guide, download a PDF document with bookmarks and helpful organization
Article on using the Study Guide
Make a comment, direct link to FAA’s comment page
Read what other commenters have said, FAA comment page

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Recreational flying fans… I don’t know about you but I’m getting pretty tired of studying Mosaic. It’s been on my mind every day since FAA issued it on July 24, 2023, just before EAA AirVenture Oshkosh started. I’ve studied this pretty closely — thanks SO much to Roy Beisswenger for his effort to make a Study Guide. This is not an easy read but it has much we want plus a few things we question or want changed. If you want some part changed, you have to comment. I can comment and many others have. That’s good but FAA needs a loud response. With 39 days left at posting time, 389 pilots have commented. YOUR comment is still needed. To assure my facts were as accurate as possible, I consulted several other experts, each focused in specific areas of interest. Linked with my own experience — serving on the ASTM committee for many years, going to visit FAA in their government offices in Washington DC (several times), and discussions with the LAMA board plus numerous other aviation leaders — the video below provides the best information I can offer at this time.

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“Mosaic-Ready” Jabiru Elite Offers Luxurious Appointments and Smart Safety Features

By Dan Johnson || September 12, 2023 6 Comments

At Midwest LSA Expo on Day Three, I interviewed two leading sellers in the LSA or Sport Pilot kit space, one imported model and one U.S. brand. They represent different approaches to the business yet each has been successful, one for 35 years and one for 40 years. These conversations were a great way to end Midwest 2023 on a high note… and on an exceptionally beautiful day.

I use the phrase “Mosaic-Ready” when talking about this Jabiru Elite because importer Scott Severen of US Sport Planes believes this company is poised and ready to be a Mosaic LSA or mLSA.

Right after I interviewed Scott, I spoke with Michelle Schlitter of Rans, who noted their S-21 Outbound, which qualifies as a SLSA today at 1,320 pounds, can quickly be “Mosaic-Ready” at 1,800 pounds at which it’s already been tested.

Other producers are also close to or at Mosaic-readiness. I anticipate using derivations of this phrase a lot over the next year as companies gear up for the Mosaic-driven opportunities many see.

Elite Description

Making a close-up examination of the Jabiru Elite that US Sport Planes exhibited at Midwest 2023, it was clear this was a cut above. While the familiar J-230D model is professional in equipment and appointments, it is less luxurious than seen in Jabiru Elite.

Jabiru’s J-230D has long distinguished itself with a large third door allowing easier access to its spacious aft cabin.

Scott summed up the Elite model this way: “Premium interior, color-coordinated and double-stitched upholsteries with headrests, and map pockets. It uses more luxurious textiles that offer better insulation and has more robust noise reduction.” He pointed out top-grade carpet, side panels, headliners, and binders …all prepared by a nationally-known shop. It displays fine workmanship.

Not to miss a touch, Jabiru Elite includes sun visors and dual cup holders per seat plus convenient roof-mounted headset hangers that keeps them safely out of the way and not scratching the windshield.

On Jabiru Elite’s panel, US Sport Planes specified a Garmin Suite composed of two G3X touch screens with Garmin Flight Director, Autopilot, ESP (Electronic Stability Protection, which assists with overbanking, overpitching, over- or under-speeding), traffic and weather on screen, two COM radios, USB A and/or C ports, panel lighting… plus some particular interesting deployment of digital safety capabilities discussed below.

Jabiru Elite’s deluxe equipment should satisfy even a demanding pilot. Your copilot or passenger will enjoy the deluxe interior comforts and safety features.

Smart Safety

Modern digital screens are quite remarkable in the sheer quantity of information they can display in a bright, colorful format which can be set up to show the pilot whatever they wish. Devices like Garmin’s G3X are so capable that, like your computer, they take time to learn and you must keep your skills up to use them effectively. Yet as with your computer or smartphone, an effort to learn is usually worth the time you invest.

However, the clever people who designed and manufactured these wonderful devices have taken it all a big step further by allowing that information to be fed directly to your airplane so that it can do things for you.

Previously, Garmin incorporated information that can be used for a Level button. You already know about these; they’ve been around and can help a pilot who may have gotten disoriented or found themselves in an unanticipated cloud without an instrument rating. Another example, we’ve had a 180 button useful to send you back where skies were clearer.

Those examples now seem simple in comparison.

As you see in the nearby picture, Jabiru Elite comes with a panel-mounted Smart Glide button. Here we encounter a remarkable use of the technology, almost like AI for LSA. In one of those undesirable situations such as engine loss, the pilot can push the Smart Glide button and the software will take over. “It will take you to the best airport, not necessarily the closest, and put you at 200 feet at the approach end of the runway, where the pilot must take over,” Scott explained. “When I have operated this button, it is somewhat surprising but it instantly takes over, banking as needed to maximize airplane performance in pursuit of getting you to a safe landing.”

This technology is not new. I wrote about “Runway Seeker” back in 2012. Originally developed for use in LSA where FAA approval was faster, company developer Mark Ausman needed substantial investment to earn Part 23 certififcation so he marketed to the LSA community. He was probably too early as LSA had not universally adopted glass cockpits then. Today, the product is well refined.

Jabiru adds to the development by taking device capabilities and presenting a simple-to-find button on the instrument panel. The Smart Glide feature even sets up the radio to the correct channel to get assistance when you arrive (one reason why the closest airport might not be the best airport for an emergency).

When flown normally, an Altitude Advisor calls out AGL below 500 feet down to 2 feet. Jabiru Elite even offers an active CO2 detector.

Mosaic-Ready Prices

When I show the “Christmas in July” slide of my “What’s In It for You” Mosaic presentation, I enjoy noting the many upgrades will become available to Mosaic LSA. Yet I have to ask, “Each one of those capabilities will add to the price. How many do you want?”

J-230D’s aft cabin is particularly roomy as it can be fitted with two more seats in Australia, a possibility in the USA after Mosaic passes.

When you choose upgraded materials and elect top-end avionics and other premium options, of course, the price is going to rise. Yet Jabiru Elite’s price is modest for its class — and, as I repeat all the time in 2023, you know how prices of everything you buy have gone up significantly in the last three years. Airplanes are also subject to economic rules.

While a J-230D lists for $179,900 in September 2023, US Sport Planes is quoting “in the $220s” for their top-of-the-line Jabiru Elite.

If you ordered one in the near-term, “Availability is early in the second quarter of 2024,” representing about an eight-month lead time at the time this article was posted.

After asking numerous vendors at AirVenture in late July and more at Midwest in early September, I heard lead times commonly stated at more than one year, many well beyond that, and at least one quoting five years out.

In this long lead-time environment, any Special LSA that can be delivered in well under a year has an advantage.

Jabiru offers choices to suit different pilots but those who lookingg for a top-line choice should consider Jabiru Elite.

ARTICLE LINKS:

US Sport Planes is the importer for Jabiru aircraft, link with contact info and articles on this website
Jabiru Australia, link to manufacturer’s website with contact info and articles on this website
Video Review of Jabiru’s J-230D, on this website, recorded at Midwest 2019
Earlier article about “Runway Seeker,” a predecessor to “Smart Glide,” on this website

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At Midwest LSA Expo on Day Three, I interviewed two leading sellers in the LSA or Sport Pilot kit space, one imported model and one U.S. brand. They represent different approaches to the business yet each has been successful, one for 35 years and one for 40 years. These conversations were a great way to end Midwest 2023 on a high note… and on an exceptionally beautiful day. I use the phrase “Mosaic-Ready” when talking about this Jabiru Elite because importer Scott Severen of US Sport Planes believes this company is poised and ready to be a Mosaic LSA or mLSA. Right after I interviewed Scott, I spoke with Michelle Schlitter of Rans, who noted their S-21 Outbound, which qualifies as a SLSA today at 1,320 pounds, can quickly be “Mosaic-Ready” at 1,800 pounds at which it’s already been tested. Other producers are also close to or at Mosaic-readiness.

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Beautiful Bargain — Alto is Back, Again! Looks Great and Costs Surprisingly Little

By Dan Johnson || September 8, 2023 10 Comments

At Midwest LSA Expo on Day Two, I gave my first Mosaic talk to a SRO room. The video turned out well so following some editing on the Q&A session that followed, I pledge to get this up next week.

My presentation was a distillation of 318 original pages into a 45-minute presentation. Some described it as “drinking out of a fire hose.”

The Q&A added another 30 minutes. Pilots in the audience helped me better understand this Mosaic monster. I hoped that would happen and I’m pleased it did.

After going through the entire document twice and multiple times for some portions, more is yet to be discovered (though I’m getting weary of studying it.)

Beyond Mosaic

After a vigorous discussion about FAA’s new rule, I was keen to get outside among the airplanes that I enjoy. In particular, I wanted to have a closer look at Direct Fly’s Alto NG. This is not an entirely new airplane to Americans — we’ve seen Alto 100 — but the brand suffered from ineffective representation and was in danger of fading from the scene in the USA.

In swooped Ken McConnaughhay from Searcy, Arkansas, on the same airfield as longtime Aeroprakt importer Dennis Long. Dennis has been assisting Ken as he takes over importing, sales, and service of Alto NGs.

Ken is a multi-talented pilot who has done crop dusting for many years and flies a King Air 350 as a corporate pilot. He admits that the light weight of Alto NG was a learning experience but he is very impressed with the machine.

My headline implies that Alto NG is not expensive. That’s one of those loaded phrases rather like “affordable.” So let’s state right up front that as equipped as seen in the pictures accompanying this article, Alto NG sells for $147,500.

Finding that price “affordable” is a subjective evaluation. You buy what you can afford, of course. Yet an aircraft that looks this way and costs $147,500 in 2023 could be compared to perhaps $120,000 only a few years ago. You know everything cost you more today than it did say in 2018. Airplanes are no different. Producers have been tossed around by inflation, supply chain challenges, shortages of materials and labor, war, increasing regulation, along with many other expenses that are troubling all kinds of businesses.

That explanation may not help you afford Alto NG but $147,500 for a handsome, well-equipped aircraft with a large Dynon SkyView, Dynon radios, ADSB in and out, and Dynon autopilot is fairly priced in today’s market. Alto NG comes standard with the Rotax 912 ULS, and a three-blade Kiev ground-adjustable composite prop.

The interior was color matched by Direct Fly to coordinate with the beautiful exterior paint scheme. Clearly, Direct Fly is accomplished at painting and other finish work. The closer you look at this airplane the more you notice the details.

When I asked Ken to describe some of the performance criteria of the airplane, he summarized, “It’s not the fastest airplane in the LSA fleet but neither is it the slowest.” He related that he commonly flies at altitudes of around 7-8,000 feet and at that altitude he will see 108 knot cruise from his power setting of 5000 RPM, where he reported burning about 6 gallons per hour. Dennis Long advised Ken that operating at 4700 or 4800 RPM brings burn rates closer to 4 gallons per hour.

“The advantages of Alto lie in its simple and comfortable piloting, which is guaranteed by the design of the wing” Direct Fly said. “The rectangular wing plan and the profile with a blunt leading edge provide predictable stall characteristics and behavior.”

“It’s suitable for a beginner pilot, because of its gentle flight qualities,” Ken added. “However, I’m proof that it’s also satisfying to an experienced corporate pilot.”

With good looks and a beautiful finish, benign and satisfying flight characteristics, and what must be described as a fair price tag in 2023, I suspect we will see more Direct Fly Alto NGs in the future.

Why wait two years for a Mosaic aircraft of your dreams (which will probably come at a significantly higher price), when you can have this beauty today? If you’d been at Midwest LSA Expo, you could’ve bought this handsome airplane and flown it home.

TECHNICAL SPECIFICATIONS:
Direct Fly Alto NG
all information supplied by the manufacturer

Length — 21 feet
Height — 7.4 feet
Wingspan — 26.9 feet
Wing area — 114 square feet
Cockpit width — 43.3 inches
Fuel tank capacity — 24.3 gallons
Powerplant — Rotax 912ULS
Take-off distance over a 50 foot obstacle — 1,345 feet
Landing distance over a 50 foot obstacle — 968 feet
Empty weight — 705 pounds
Maximum takeoff weight — 1,320 pounds
Never Exceed Speed — 140 knots
Cruising speed— 97 knots (Ken commonly achieves 108 knots at 5000 RPM)
Stalling speed, landing configuration — 41 knots
Stalling speed, clean configuration — 47 knots
Load factor — +4 / -2
Maximum Climb Speed — 1,000 feet per minute

ARTICLE LINKS:

US AeroSports, American importer for Direct Fly
Direct Fly, factory website
Alto 100 (predecessor model), articles and video on this website

Compress Post ...

At Midwest LSA Expo on Day Two, I gave my first Mosaic talk to a SRO room. The video turned out well so following some editing on the Q&A session that followed, I pledge to get this up next week. My presentation was a distillation of 318 original pages into a 45-minute presentation. Some described it as “drinking out of a fire hose.” The Q&A added another 30 minutes. Pilots in the audience helped me better understand this Mosaic monster. I hoped that would happen and I’m pleased it did. After going through the entire document twice and multiple times for some portions, more is yet to be discovered (though I’m getting weary of studying it.) Beyond Mosaic After a vigorous discussion about FAA’s new rule, I was keen to get outside among the airplanes that I enjoy. In particular, I wanted to have a closer look at Direct Fly’s Alto NG.

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Midwest LSA Expo — Opening Day Highlights Strong Aircraft Turnout and Lots of Demo Flying

By Dan Johnson || September 8, 2023 4 Comments

In this article, I will give you a glimpse of what you can see if you can attend on Friday and Saturday. For those that cannot come, this will provide some taste of what happens in Mount Vernon, Illinois in early September. Hopefully, you can come in 2024.

Every image you see below shows that vendors did not just bring one airplane to test the market. In every case, these companies brought two, three, or even four aircraft to show. That’s very rare even at AirVenture or Sun ‘n Fun.

What this illustrates is that the Midwest LSA Expo (about an hour’s drive east of St. Louis) has become a standard bearer in the aviation calendar. Indeed, this is Midwest’s 15th event, tying the longest-running prior such show, which was the Sebring Sport Aviation Expo. After beginning these LSA-focused shows, Sebring concluded its 15-year run in 2019.

Congratulations to Chris Collins and his entire team of orange-shirted volunteers!

Who’s Here?

AeroTrek returned after a few year’s absence and they came in force. On opening day three aircraft had arrived and two more are expected. In addition, the company showed off their new open trailer which looks enormously easier to load and secure so long as you’re not trying to drive all the way across the country. For transportation in a local or regional area, this looks like a great choice with significantly lower costs.

Rob Rollison, the longtime importer of this very successful brand of modestly-priced LSA, has long maintained a very steady rate of business because his supplier overseas in Europe has maintained an prudent approach to business. This has helped that manufacturer remain very stable but it also means delivery times now reach about one year. Rob indicated most customers are willing to wait. It was good to see him back in Mt. Vernon with his handsome airplanes and new trailer.

For More Info — Aerotrek

Texas Aircraft appeared at Midwest some years back when their Colt LSA was a new entry in the game (#151 on our List). Now the company reports they just delivered the first batch of airplanes to a nearby flight school and they are excited about the future of Mosaic with their new four-seat Stallion model already flying in Brazil.

In some ways, the Texas company, which is directly associated with the Brazilian organization, is ahead of the game because Brazil’s ANAC has already created a very Mosaic-like regulation with minor differences. Approving that aircraft in their home country should make for a much easier entry to the U.S. market and this Hondo, Texas organization is ready to roll.

For More Info — Texas Aircraft

Bristell representative Piston Aviation reports running an active flight school operation. I plan to discuss this further with them to see how their flight school operates with the LSA of today. In the Mosaic preamble, FAA said extra weight was needed to make LSA into viable flight school aircraft, but I think they’re missing that these aircraft are already working well in that environment, assuming good flight school management and properly qualified instructors. (To be forthright, Piston also operates Piper Cherokees.)

Joe Ord’s Piston Aviation operates at Creve Coeur airport in the St. Louis area. They offer a wide range of flight instruction and list their prices right on their home page. You can tell by the nearby image that this company has a sense of style and they had handsome, custom-painted aircraft on display. Again you see the commitment people make to the Midwest LSA Expo if Piston will bring aircraft that could be in flight training to display for you at the show.

For More Info — Piston Aviation

Vashon brought two of their Ranger LSA to Midwest perhaps five years ago and they’ve been back every year since and they don’t come with just a single airplane. I hope you’re starting to get the message that these companies like this show and they don’t come here just to bond with their fellow vendors. They know they will meet people like you. Likewise, people that come to this event tend to be serious and ready to take their aviation interest to the next level.

While Vashon’s prices have risen slightly over the last couple years – along with virtually everything else you buy — they are still affordable to a wide range of pilots and have particular appeal to some by virtue of their use of a Continental O-200 powerplant. Lots of pilots and mechanics are familiar with that engine and, combined with a new and spacious airframe, the company is finding customers. Clearly, they find some of them right here in Mt. Vernon, Illinois.

For More Info — Vashon Aircraft

TL Sport Aircraft had two of their four models on display at Mt. Vernon. After a couple U.S. distributors that didn’t work as well as expected, Trey Murdaugh’s TL Sport Aircraft is bringing a more business-like approach. At Midwest LSA Expo he appropriately had on display a TL-3000 Sirius and an S-4 Sting. The latter (in an earlier model) was the #5 aircraft accepted by FAA as a Special LSA out of 158 now on our SLSA List.

However, Trey is also nicely positioned for Mosaic with his other two aircraft that did not travel to Mt. Vernon. One is the tandem-seating Stream, which I flew with him after Sun ‘n Fun 2022. That was a fine experience in a beautiful-flying aircraft. I look forward later this year to a flight in their side-by-side Mosaic-ready entry called Sparker that is the highest performing of their line. Of course, prices follow capability, so the Sirius or Sting may be the more affordable buy, but this company has got choices for you.

For More Info — TL Sport Aircraft

Zenith arrived with two of their popular Sport Pilot-eligible kit aircraft, Cruzer and Super Duty. Probably most readers of this website are aware that Zenith is the leading kit builder in the light aircraft space (as only one Van’s model can presently qualify as an LSA). This should surprise no one as these aircraft are highly proven, and the manufacturing of their kits has become quite sophisticated under the leadership of Sebastien Heintz.

The Mexico, Missouri based kit producer also hosts one of the largest events of its kind in the country, in fact, drawing even more people to it than the Midwest LSA Expo. Now in its 32nd year “Homecoming” is a must-go for any Zenith enthusiast. I’ve never been able to make it because it occurs right after the Midwest event but I hope many of you can and will attend. You can learn a lot at their event plus enjoy the camaraderie of others with similar interests.

For More Info — Zenith Aircraft

Magni Gyro rep’ Greg Gremminger brought two of his gyroplanes as he often has. Greg is one of those regulars that has made every Midwest event along with a handful of others. It helps that he’s based not far away, but this has proven to be a good event for him where he can give ramp-side talks about gyros to people that are interested. He’s done this for years and every time I’ve seen quite a collection of people listening intently as he describes his rotary-winged aircraft and how they fly.

A couple years ago my wife and I each took a flight with Greg and had a marvelous experience. I’m not qualified to fly gyroplanes solo, but I have learned from some experiences and I see the magic that so many enjoy. Greg was one of the original people to fight for 10 years asking FAA to finally allow fully-built gyroplanes. They wore him out without saying yes, but when Roy Beisswenger and I started our advocacy work, we took up the case again. Between his efforts and ours, I’m pleased that we will finally have factory-built gyros available for those enthusiasts.

For More Info — Magni Gyro USA

All this and more was available on opening day despite weather challenges to the east, holding up the arrival of some aircraft. BushCat is expecting two aircraft as is Jabiru. What I believe this list shows is that these companies are all willing to spend the money and take the time to bring multiple aircraft to the Midwest LSA Expo. One of the main reasons the show is popular and successful is the great ease of getting a demo flight in an airplane. Get on the schedule and when it’s your turn, it takes literally a few minutes to get airborne. Marvelous! Plus… entry to the show and parking are FREE.

Mosaic and More

I will have more on other aircraft that are at the show and other activities that I observe. In addition, the whole place is buzzing with talk of Mosaic, as you might expect a month and change after FAA dropped their new regulation on America.

These members of Midwest LSA Expo’s orange shirt brigade worked to keep flight demo operations humming and safe. Thanks to all the orange shirters!

I genuinely look forward to the question-and-answer session at the end of my two talks (Friday and Saturday at 11 AM). I’m pleased to give out what I believe is good information on the new proposed rule, but the most valuable interplay comes from pilots expressing their concerns and opinions. If you’re in the area, please join us. If you can’t make it. I will plan to video it and I’ll get that up as soon as I can.

Stay tuned for more from the Midwest LSA Expo 2023!

Compress Post ...

One sure way to know if a show works is to observe vendor participation over a number of years. As this is my 14th year attending the Midwest LSA Expo, I can tell you 2023 represents a strong turnout. Companies come back year after year because it works to connect them with interested customers. Both sides end up with smiles. In this article, I will give you a glimpse of what you can see if you can attend on Friday and Saturday. For those that cannot come, this will provide some taste of what happens in Mount Vernon, Illinois in early September. Hopefully, you can come in 2024. Every image you see below shows that vendors did not just bring one airplane to test the market. In every case, these companies brought two, three, or even four aircraft to show. That’s very rare even at AirVenture or Sun ‘n Fun. What this illustrates is that the Midwest LSA Expo (about an hour’s drive east of St.

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Ahead of Its Time, Rainbow’s EMG — Electric Motor Glider — Proved Idea of Electric Part 103

By Dan Johnson || September 5, 2023 8 Comments

More from the Top-50 videos on Dave Loveman’s YouTube channel.

Similar challenges face more than 350 air taxi start-up businesses. Sure, someday you might zip around big cities using UberAir but I think that remains years in the future. Range anxiety felt in electric cars becomes much more intense in an aircraft.

On the other hand, electric Part 103 aircraft enjoy two enormous advantages: (1) they only need to fly 30 minutes to an hour to deliver all the fun their owners have in mind; and (2) since Part 103 aircraft are the lightest in powered aviation, lifting them by electric power and batteries is far more achievable with today’s technology. In 2023, an hour’s flying on a Part 103 ultralight is quite reasonable. I’ve written about many of these; use Search if interested in exploring.

Enter EMG
Electric Motor Glider

An interview I did with Rainbow’s Brian Carpenter about his EMG project proved very popular, becoming one of our Top 50 over the last 16 years. We recorded that video at EAA AirVenture Oshkosh 2014.

An EMG (Electric Motor Glider) airframe was tested by towed flight.

At the time, the project relied on Quicksilver Aircraft, which produced about 25% of the components used on EMG. Rainbow had long represented and knew Quicksilver very well. It was a reasonable cooperative venture. Regretfully, the collaboration went south when Quicksilver’s enterprise dissolved and the supplier ultimately withdrew from the project.

Yet what really put the project on ice for a while was “the break-in robbery we experienced,” said Brian and Carol on a phone interview recently. You can read more of that below in excerpts taken from Brian’s entertaining blog.

Brian engineered this delicious view with battery-charging solar arrays in the top left, the home runway just beginning, and his shadow underneath.

Enthusiasm had been high. Customers were lining up. Yet people with bad intentions stole so much gear from the Carpenters’ Hangar 7 operation that the project had to restart almost from scratch. They tried to protect themselves with cameras and security but ultimately, the couple elected to depart California completely. They picked up sticks and moved to Kingsville, Missouri where they continue their very active Light Sport Repairman training courses. They are the nation’s leaders of this activity and have an extremely loyal following that thinks highly of their training techniques.

See more on Rainbow in this article describing their relocation and see a map of where their graduates reside (here’s an updated map). They have graduated 6,000 students from nearly every U.S. state and over 20 countries.

EMG seen in “bare bones” while the AirVenture airshow goes on furiously in the background.

Brian and Carol worked hard building their enterprise. With many years of experience, they weren’t about to release a half-baked project into the market. “We’ve invested nearly $300,000 dollars in the EMG-6 project,” the partners noted. By any measure in light aviation, that’s a substantial chunk of change.

In his own words, here’s Brian’s description from his blog posts…

“The original project started as a collaboration with Quicksilver aircraft utilizing some of their existing tooling and technology to reduce the cost of the initial design. Two years into the project Quicksilver announced their bankruptcy leaving us high and dry with no notice and a design that we could no longer produce without a significant investment in tooling.

“We did retool and redesign the aircraft and invest in the tooling necessary to be able to produce the majority of the aircraft in-house. This redesign and investment cost more than the original design of the EMG-6. This set the project back by nearly two years.

“Undeterred, we persevered and completed prototype #2. In the bankruptcy of Quicksilver we lost the templates for building the Dacron sailcloth covers.” With little alternative, Brian related, “We started the process of building a new set of templates for the Dacron sailcloth-covered wings and the new aircraft design.”

Work also continued with the MGM Compro motor system. This was early in electric aircraft development; motor and controller delays also stymied the EMG project.

Now for the bad news. Brian continued, “In November 2017, we had a break-in and robbery … a lot of stuff was taken, probably close to $60,000 worth. This was devastating on many fronts [and we got] no help from the police department. Our insurance company found a loophole and were absolved from any responsibility. The stress on [our staff] after the break-in was quite high.”

Before being put on hold by events a two-seat project had also been assembled.

So, where [is EMG] today? “The good news is, we’re not quitters,” Brian emphasized. “Our Adventure Aircraft company, which was a subsidiary of Rainbow Aviation [that we] started primarily to focus directly on the EMG-6, was disbanded and all of the assets were transferred to Rainbow Aviation.”

Here in late summer 2023, the future of EMG is uncertain. However, for those who are truly enamored of this project can access all the plans on Rainbow’s web page. “Plans are free on the website,” said Carol.

As a homebuilder project without support, it may be difficult for most builders. “CNC machines are needed to make some of the components,” Brian said. “Materials we bought from Quicksilver are not available.” (Current Quicksilver models supplier Air-Tech, Inc., may have some of what is needed — the EMG parts were standard Quicksilver items and Air-Tech has full capability for all Quicksilver models except the GT500. Here’s an article about that change of Quicksilver ownership.)

Will the EMG
Project Survive?

At present, Rainbow Aviation is focused on their Repairman training business, a vital element of the light aircraft market. Although interest in the EMG video was high, the industry and owners likely benefit most if the Carpenters pay sharp attention to their main enterprise, at least while Mosaic is going through its final stages.

Brian yearned at the end of our phone call, “I’m dying to get back on it. I have three in the rafters and I have motors [and many other components].” The tooling did travel from California to Missouri, he noted.

Yet with Mosaic throwing curveballs at their essential Repairman training courses, Brian and Carol are keeping a tight focus on providing comments and solutions to FAA.

One day EMG might reemerge, but yes or no, this project fascinated hundreds of thousands — literally, as nearly 400,000 have viewed the 2014 interview produced by Dave Loveman’s YouTube channel.

ARTICLE LINKS:

Rainbow information, full contact info plus articles on this website
Article on Rainbow’s move away from California, with info on what you can do after completing one of their courses
Rainbow’s EMG project page, company website
Find a mechanic trained by Rainbow using this map

One More Thing

Now that Mosaic’s NPRM has been released…

Rainbow is mounting an active campaign to assist Light Sport Repairman mechanics and SLSA owners who want to do some work on their own airplane. The Carpenters want these individual mechanics or owners to realize what Mosaic attempts to do that may be detrimental to their goals.

Use the link to reach Rainbow Aviation on YouTube where you can learn more. Do it soon — the clock is ticking!

Compress Post ...

Nine years ago, in 2014, electric aircraft were mostly experiments and the beginning was challenging. Several ill-fated projects attempted to electrically power airplanes that were inappropriate for such a powerplant. Batteries of the day had lousy power-to-weight ratios. Enough juice to lift and fly a two seater, much less a four seater, by an electric motor made for very short duration flights, measured in minutes not hours. An electric Cessna 172 project never succeeded; hardly a wonder. Similar challenges face more than 350 air taxi start-up businesses. Sure, someday you might zip around big cities using UberAir but I think that remains years in the future. Range anxiety felt in electric cars becomes much more intense in an aircraft. On the other hand, electric Part 103 aircraft enjoy two enormous advantages: (1) they only need to fly 30 minutes to an hour to deliver all the fun their owners have in mind; and (2) since Part 103 aircraft are the lightest in powered aviation, lifting them by electric power and batteries is far more achievable with today’s technology.

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With Time Half-Gone Already, Your Mosaic Comment Window Is Closing — Here’s Some Help

By Dan Johnson || August 31, 2023 13 Comments

Mosaic was a subject of intense conversations at AirVenture Oshkosh 2023. In a surprise to many of us, FAA released the Notice of Proposed Rule Making (NPRM) for Mosaic ahead of schedule. Lots of people who needed to study it were already en route to the EAA show for a week, 10 days, or more.

If you haven’t been paying attention, MOSAIC is an acronym for a regulation that affects all aircraft with Special airworthiness certificates. Aircraft built by Cessna, Piper, Cirrus, Diamond, and others instead have Standard certificates and are not touched by this Mosaic regulation. In contrast, all LSA, Experimental Amateur Built airplanes, and warbirds have Special certificates. (FYI, I stopped writing Mosaic in all-caps because it looks like shouting.)

If you already know enough, here are the links you need:

Download USUA/LAMA MOSAIC NPRM Study Guide Version 1.0, PDF document with bookmarks and helpful organization
Article on using the Study Guide
Make a comment, direct link to FAA’s comment page
Read what other commenters have said, FAA comment page

The Clock Is Ticking…

FAA offered 90 days to comment on their proposal that started out as 318 pages of text that no one would call fun reading. For a couple of weeks most people in the industry hardly had time to look at it. Now time is starting to grow short.

It is possible to request an extension, but of course, that will simply add time to the end, delaying the new rule’s release. Pilots would have to wait longer for its benefits.

On the other hand, while portions of Mosaic are like Christmas in July, other sections stimulate questions, big and small. The document is only a proposal. It will change. Your comments could help move it in a direction you wish, but you have to comment to hope for an improvement.

The rule can be divided into two main parts: airplanes and pilot certificates plus operating limitations (including maintenance). The former is like “Christmas in July” with many capabilities industry and pilot member organizations sought. The latter describes who gets to fly (and maintain) these Mosaic LSA and under what rules. This section inspires more concern; some of this you can pick up from the nearby charts but learning more will take additional study and some discussion.

I have sought opinions and help digesting Mosaic. LAMA’s board of directors has been reviewing the proposal and board member Phil Solomon invested time in his area of focus. Thanks to Phil for info leading to these charts.

If possible, come to the Midwest LSA Expo 2023 where I will be presenting two talks on Mosaic, one on Friday at 11 AM and one at Saturday at 11 AM. Different people attend on different days, said airport manager Chris Collins, so he requested the presentation twice. I’m happy to do so as I am keen to hear what pilots think of Mosaic.

With this article you will see the most informative slides in that presentation. These represent the essence of what many pilots are seeking. I hope they will help your understanding.

Please Attend If Possible

To gain extra knowledge by hearing more detail, I encourage you to either come to the presentation or view the video on my YouTube channel; I will get it ready as quickly as possible. It should only take a few days — we don’t have so many left.

The charts were made to be shown large. If they look too small to read, enlarge using your computer or device methods; they should read well.

At my talks, me giving you my views of what’s contained in Mosaic has value, I trust, but the more important thing that should draw you to the show in person is to ask your own questions and hear those other people ask. Honestly, your opinion is what matters most.

The document is large and not particularly enjoyable reading. Nonetheless we have tried to make it somewhat easier digest with the USUA/LAMA Study Guide. I recommend you find elements of it that are meaningful to your enjoyment of flying and comment on them. Don’t try to assess the whole thing.

Or, at least express yourself if you are dissatisfied with the product FAA offers. While I urge you not to rant, you can most certainly offer constructive criticism, but that will be most effective if you add a possible solution for them. That will not be possible for everybody, but some of you will be inspired in various ways, and I hope you’ll all give it a shot.

Now that I’ve given you some fascinating thoughts for the weekend I hope you’ll spend a little time because, folks, we’ve only got 50-some days left before the FAA goes back into their huddle to assess the comments and make changes. …tick, tock!

ARTICLE LINKS:

Download USUA/LAMA MOSAIC NPRM Study Guide Version 1.0, PDF document with bookmarks and helpful organization
Article on using the Study Guide
Make a comment, direct link to FAA’s comment page
Read what other commenters have said, FAA comment page
Midwest LSA Expo 2023, free entry and parking

Compress Post ...

Mosaic was a subject of intense conversations at AirVenture Oshkosh 2023. In a surprise to many of us, FAA released the Notice of Proposed Rule Making (NPRM) for Mosaic ahead of schedule. Lots of people who needed to study it were already en route to the EAA show for a week, 10 days, or more. If you haven’t been paying attention, MOSAIC is an acronym for a regulation that affects all aircraft with Special airworthiness certificates. Aircraft built by Cessna, Piper, Cirrus, Diamond, and others instead have Standard certificates and are not touched by this Mosaic regulation. In contrast, all LSA, Experimental Amateur Built airplanes, and warbirds have Special certificates. (FYI, I stopped writing Mosaic in all-caps because it looks like shouting.) If you already know enough, here are the links you need: Download USUA/LAMA MOSAIC NPRM Study Guide Version 1.0, PDF document with bookmarks and helpful organization Article on using the Study Guide Make a comment, direct link to FAA’s comment page Read what other commenters have said, FAA comment page The Clock Is Ticking… FAA offered 90 days to comment on their proposal that started out as 318 pages of text that no one would call fun reading.

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Midwest Expo 2023, Zenith’s Homecoming, Aero Showcase, and a New Owner of Jabiru

By Dan Johnson || August 29, 2023 3 Comments

When AirVenture Oshkosh ends, you can almost hear a national sigh as if to denote the flying season is over. EAA’s magnificent summer celebration of flight leads to Labor Day and into fall.

Fun flying in northern climates might begin to slow but in the southern half of the U.S., flying for fun is entering its best season.

As if to prove the point, coming up soon:

15th annual Midwest LSA Expo,
Zenith’s 32nd Annual Homecoming event follows the Expo, with even larger crowds,
Aero Showcase’s second event is scheduled and being promoted, and
down under — where Australis is exiting winter (yeah, weird, huh?) — big changes for Jabiru

Midwest 2023

I’ve taken to shortening the event name to “Midwest (Year)” because I say or write it so often. This show — as you might expect, in the Midwest USA — has become a foundation of my aviation calendar. I only missed one year due to a hurricane in Florida where I live.

In Mount Vernon, Illinois, 2023 will be the 15th running of the Expo, and I have zero doubt it will happen again in 2024.

At that time the Midwest LSA Expo in Mount Vernon (KMVN) will become the longest-running of all sector-specific shows. The previous granddaddy of such events, also the first, was Sebring, but that production shut down after it had accomplished its goals (article & follow-up).

A lot of credit for Midwest’s leadership goes to airport manager, Chris Collins, but he would be quick to state that there is a team behind him that supports the effort. He adopted the color orange and today when you attend the event, you can easily tell a volunteer because they are brightly garbed.

After several years, Midwest has found all the right buttons to push to put on an intimate event that draws well year after year. Pilots love it because they can talk to aircraft representatives without a long wait and for as long as they want plus they can go for demo flights as easily as any place I’ve ever seen. Vendors love it because they can get those pilots up in their aircraft, which can often lead to a sale. Smiles on both ends.

I will be giving not one but two talks on the new Mosaic regulation. I’m deep in work studying this large document and putting slides together. For those that cannot attend. I plan a video to follow. However, if you can attend, I urge you to join me in these discussions because I want to hear from you more than you want to hear from me.

Zenith’s 32nd Homecoming

For years the leading kit producer in the light aircraft space, Zenith has hosted an event called “Homecoming Open Hangar Days & Fly-In.” For its 32nd year, Homecoming will happen a week after Midwest on September 15 & 16 at its factory at the Mexico Memorial Airport (KMYJ) in Mexico, Missouri. It actually draws more attendees than Midwest, though they’re naturally focused on Zenith aircraft.

Activities include two full days of educational seminars and workshops, an aircraft show, contests, social activities, as well as a Zenith barbecue dinner on Friday evening plus a fried-chicken dinner with awards presentations on Saturday.

On September 15, educational seminars begin in the morning and take place throughout the day featuring various airframe, engine, and avionics seminars by suppliers such as Dynon and Garmin avionics, Corvair and Viking auto engine conversions, and more.

EAA Director Charlie Becker will speak about government issues affect sport aircraft owners and builders, including MOSAIC, task-based phase 1 flight testing, LODA, BasicMed and fuel issues. Representatives from the insurance industry (Avemco and Sky Smith Insurance) will be on hand.

Zenith Aircraft produces kit aircraft for the DIY (do it yourself) sport aviation market, with short take-off and landing capabilities demonstrated by the STOL CH 701 and STOL CH 750 models, as well as economical two-seat cross-country cruisers, CH 750 Cruzer and the low-wing CH 650.

“The annual Zenith Open Hangar Days have proven to be a great way for Zenith Aircraft’s customers to meet with each other to share their love of building and flying,” said Sebastien Heintz. “Visitors can get to know the factory staff, while also learning about building, maintaining, and flying Zenith airplanes.”

DeLand Showcase 2023 Announced

Last year, 2022, Aero Affinity — a collaboration of several brands — hosted Aero Showcase at DeLand Municipal Airport (KDED)and the team is pleased to announce that the Aero Showcase Deland is ready to roll in 2023 again over November 3-4, 2023.

This year Aero Showcase will broaden its focus from only Light-Sport Aircraft to include general aviation brands to offer a wider scope of aircraft and products.

“You can be sure to see new and existing brands on the market from several popular manufacturers and companies,” stated Aero Affinity directors Alex Rolinski and Doma Andreka. “Come examine aircraft you have never seen up close during our event.”

Aircraft already committed to display at Aero Showcase 2023 include: Tecnam models, Aventura II, Scalewings Mustang SW-51, Fusion 212, Montaer, Bushcat, JMB, Aerostar, BD5, Bristell Aircraft, Extra 300, Heron Engines and more.

See and enjoy aircraft demonstrations at a very sport-flying-friendly airport plus enjoy sky diving throughout the day. DeLand is one of the world capitals of sky diving and it is very active place yet one that meshes perfectly with airplane operations after decades of experience. Longtime airport manager John Eiff is very supportive.

“We will have aircraft for immediate purchase, so you can fly home after the show,” said Aero Affinity. “Onsite financing approval, maintenance services, and pre-buy inspections are also available.”

DeLand has not one but two good restaurants including one located directly adjacent to Aero Showcase. “We’ll also have an ice-cream truck and refreshment options as well,” added Aero Affinity.

New Boss at Jabiru Australia

U.S. Jabiru representative Scott Severen advised of news from down under in Australia where that country and New Zealand are now exiting their winter months. Founded in 1988 by Rod Stiff and Phil Ainsworth, the company is extremely rare in producing both airframes and engines under its brand.

“Rod bought Phil out in 2005 and continued the adventure at Jabiru,” wrote Mick Halloran, now Executive Director of Jabiru. “After thirty-five years of inspiration and perspiration, Jabiru stands as Australia’s premier aircraft manufacturer, with one of the world’s best affordable touring aircraft and even more remarkably, one of the few light aero engines in continuous production. Rod built a team that has delivered (at the time of writing) 2,124 aircraft and 7,223 engines, has a customer list that spans the world and a complex international supply chain.” Mick summarized, “It’s a global enterprise run from a couple of sheds in Bundaberg (Queensland, Australia, on the country’s east coast).”

“Rod is responsible for the design of an original aircraft, an original engine, and has run an aircraft manufacturing company for 30+ years,” Mick continued. “Any one of those, would in itself, be an incredible achievement. All three is quite extraordinary.”

“Two months ago, I took over the business,” he wrote. He reported previous roles in the “big corporate world,” at companies such as British Aerospace and Lockheed Martin. He worked in the USA and Europe as well as Australia, “on everything from the original design of the Joint Strike Fighter.”

“The last few years have left [Jabiru] with a mature design in the Gen4 engines and a timeless aircraft design with the J430/230/170 series.” Scott Severen is working with Jabiru to prepare for Mosaic aircraft as the J430 has long been a four seat design in Australia.

“Jabiru is one of the great Australian success stories. My job is to eventually leave it better than I found it, which is no small challenge given what Rod and the team have achieved,” concluded Mick. “I am looking forward to the challenge, but most of all I look forward to meeting all of the good people who are the buyers, flyers, and fixers of Jabiru.”

ARTICLE LINKS:

Midwest LSA Expo 2023
Zenith Homecoming and Open Hangar Days
Aero Showcase 2023
Jabiru U.S. representative US Sport Planes
Jabiru Australia factory website

Compress Post ...

When AirVenture Oshkosh ends, you can almost hear a national sigh as if to denote the flying season is over. EAA’s magnificent summer celebration of flight leads to Labor Day and into fall. Fun flying in northern climates might begin to slow but in the southern half of the U.S., flying for fun is entering its best season. As if to prove the point, coming up soon: 15th annual Midwest LSA Expo, Zenith’s 32nd Annual Homecoming event follows the Expo, with even larger crowds, Aero Showcase’s second event is scheduled and being promoted, and down under — where Australis is exiting winter (yeah, weird, huh?) — big changes for Jabiru Midwest 2023 I’ve taken to shortening the event name to “Midwest (Year)” because I say or write it so often. This show — as you might expect, in the Midwest USA — has become a foundation of my aviation calendar. I only missed one year due to a hurricane in Florida where I live.

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Here’s Some Good News from Ukraine — LSA Manufacturer Aeroprakt Is Building Steadily

By Dan Johnson || August 24, 2023 4 Comments

Amazingly, it’s not all bad. While heads of state send troops into harms way, most of a nation’s citizenry merely attempts to live a normal life amid the chaos of war. Doing business and living your life while bomb warning sirens shriek is something most Americans can’t grasp, thankfully.

Aeroprakt’s winners: A-22 on left in blue and A-32 on right.

Aeroprakt, builder of the very successful A-22 and A-32 series of Special LSA, suffered directly when a missile hit their flying club building (report here, scroll to last video). Their main factory remains in the central city of Kyiv, where it has been for many years. I visited this location back in 2003 so they’ve been stable for more than 20 years.

Their stability and determination to continue building and shipping quality aircraft as the war drags on is admirable. After an Oshkosh 2023 visit with former importer Dennis Long and present importer Andy Humphrey, I have some Aeroprakt news to report. For those who enjoy video, two appear at the bottom including a full-length Video Pilot Report on A-32.

Aeroprakt of Ukraine
in 2023

I had to ask, even though I was worried about the answer: “How is Aeroprakt doing while the war rages?” It is reasonable to think Aeroprakt must be struggling to stay aloft when so many citizens are focused on defending their homeland. The glare of the world’s spotlights during the turmoil is surely uncomfortable and unhelpful.

Yet, “They are back to ten aircraft per month,” said Andy. “Their best-ever steady performance was 12 aircraft per month before Covid and then Russia’s invasion. So, they are doing surprisingly well.”

I asked about supply line problems and while acknowledging many challenges, Andy indicated Aeroproakt is managing well enough. “They have to deal with power outages at times, shifting to generators to keep the machinery humming,” he stated.

He also noted Aeroprakt is shipping materials in and finished aircraft out of Poland, a country that has been very supportive of its Ukraine neighbor. Aeroprakt employs about 50 personnel and has remained steady throughout the last three years. Dennis Long added that Aeroprakt has now passed 1,500 airplanes manufactured. Many light aircraft builders would love to match that performance

After A-32’s introduction five years ago, Aeroprakt has continued to upgrade A-22 even after the original was greatly streamlined to arrive at A-32.

Because I’ve written about A-32 and A-22 in earlier articles, I’ll skip a detailed description here and instead recommend this article or the videos below.

One of A-22’s newer changes included a third door (nearby image).

While we are anticipating Mosaic LSA or mLSA to offer larger cabins in 2025 and beyond, today we have some spacious LSA like A-22 and A-32. The third door made using their larger cabin much easier.

After eight months of 2023, Andy’s Heavenbound Aviation said sales are running about 50/50 between A-22 and A-32. The former, which has sold more than 1,000 units, has become popular with flight schools. They don’t need the speed and sophistication of the A-32 and the prior model is attractively priced for flight schools or recreational pilots. “A-32 generates interest from its 115 knot cruise, 27-knot stall (great for shorter airfields) and its brisker climb,” said Andy. “On the other hand, A-22 is more forgiving on landing as its flatter fuselage allows better slips and it doesn’t retain energy as efficiently as the slicker A-32.”

No matter which model may catch your interest, Heavenbound is prepared. “We have all spare parts to service Aeroprakt’s line in our Ohio facility,” reported Andy. He also said that his enterprise enjoys a good relationship with the local FSDO (Flight Standards District Office) that approves Aeroprakt models as they arrive in the U.S.

Heavenbound has long been an active flight training operation as well. “Today flight training is a busy activity for us. We have three CFIs offering flight instruction in two Aeroproakts and two Taylorcraft,” clarified Andy. Though the Lordstown, Ohio outfit has as many students as they can handle, they always make room for a new Aeroprakt buyer. When I inquired, Andy said that “more [buyers] than you think” take instruction with their aircraft purchase, as many as half of them in recent years.

IFR Trainer

Heavenbound brought the first full-IFR-equipped A-32 to Oshkosh and it sold before the week finished. Since Aeroprakt has modest prices compared to many other LSA — A-22 is the price leader but even A-32 isn’t bad — you may not be surprised to learn an IFR A-32 sells for $195,000.

An IFR-capable Aeroprakt A-32 fitted with Garmin G3X Touch, GTN 650, plus Garmin autopilot and all lighting.

Before you gripe about that price, remember a basic A-22 is far less. If you select the thoroughly redesigned A-32 with an expensive Garmin IFR suite of digital instruments, the cost will be much higher. You may not need all that.

Surrounding the Garmin G3X Touch main screen, Heavenbound specified the GMA 24 audio panel, a GTN 650 for IFR operations offering GPS, nav/com, VOR, ILS, plus RNAV capabilities. Those who want some of this equipment but can operate more simply could save a bundle by choosing the Garmin 175 instead, Andy explained.

The fully-equipped A-32 is ready for cloud penetration assuming the pilot has the credential (an IFR rating) and is current. Naturally, it is not approved for flight into known icing.

As you can see in the Video Pilot Report below, A-32 can have a central Y-stick but dual yokes is how A-22 was originally fitted. Note a bottle holder on the side of the panel which is built to allow generous forward-side visibility.

“A flight school or an individual can file IFR and do under-hood training operations,” in the Special LSA model, Andy explained. If a customer wants to fly into IMC (Instrument Meteorological Conditions… “in the soup” if you prefer), then that pilot will need to change to ELSA status where paid flight instruction is no longer permitted, though that may not matter to many pilots.

The IFR version is quite complete. “In addition to the panel instruments, our model comes with Garmin’s autopilot and all the lighting you’d expect,” finished Andy.

It is wonderful to see Aeroprakt continuing to build their handsome, colorful aircraft even as their homeland is troubled. This demonstrates the will of pilots and builders to pursue their interest in flight, regardless of obstacles placed in their way.

ARTICLE LINKS:

Heavenbound Aviation, U.S. importer for Aeroprakt
Aeroprakt, the Ukraine manufacturer’s website
Detailed descriptions of A-22 and A32, on the importer’s website (in PDF form)

This 15-minute video provides a good description of the aircraft. Recorded at Midwest LSA Expo two years ago. If you are attending that event, Heavenbound Aviation will be present for closer examination and demo flights.

Also from two years ago, here is a full-length Video Pilot Report (36 minutes) with Dennis Long in Aeroprakt’s A-32.

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We are awash in bad news from Ukraine. Some is honest reporting of the extremely difficult circumstances for many in the war-racked nation. Yet media does not always grace itself, always finding the worst of the news to report in somber tones. Amazingly, it’s not all bad. While heads of state send troops into harms way, most of a nation’s citizenry merely attempts to live a normal life amid the chaos of war. Doing business and living your life while bomb warning sirens shriek is something most Americans can’t grasp, thankfully. Aeroprakt, builder of the very successful A-22 and A-32 series of Special LSA, suffered directly when a missile hit their flying club building (report here, scroll to last video). Their main factory remains in the central city of Kyiv, where it has been for many years. I visited this location back in 2003 so they’ve been stable for more than 20 years.

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Making a Study of Mosaic Easier and Faster — LAMA & USUA Join Forces to Help You

By Dan Johnson || August 17, 2023 12 Comments

FAA proposed regulation has powerfully captured the attention of many pilots. Pilots have tons of questions. We have some answers. Everyone has a lot to read.

But… uggghhh! Who wants to read this stuff? If it doesn’t put you to sleep, it might infuriate you.

Overall, FAA’s proposal has been warmly received as it opens the door to more capable aircraft that a Sport Pilot can fly. That’s good but the document has problems, too. Following are four examples…

This article is a longer, more challenging read than one about an aircraft.

If you prefer to listen or watch, I recommend the podcast and a video below.

Mosaic’s language invigorated many readers when the NPRM expressed support for a Sport Pilot (certificate holder) to fly at night — with proper training and a logbook endorsement. Yet then the proposal refers to other FAA regulations that require BasicMed or an AvMed. If you must have a medical, you are not exercising the central privilege of Sport Pilot. Why suggest that a Sport Pilot can do things that are blocked by other regulation? This conflict should be resolved.

With several vertical graphics, this article may view best on a smartphone or tablet. When using a browser on laptop or desktop, adjust your window size for easier reading.

Another opportunity gap involves aerial work. We’re pleased LAMA’s request was included but it requires a Commercial certificate to fly for compensation and this requirement eliminates powered parachutes and weight shift trikes, for which no Commercial certificate is available. This is discriminatory and should be fixed.

Maintenance experts have lots of questions; see the video at bottom.

ASTM standards writers raised questions about the value of noise regulations included for no present gain, “requiring solutions before the problem exists.” This appears to have political motivations.

You may find other aspects of Mosaic that urge you to comment. If so, you will find the following helpful…

Mosaic Study Guide

I can’t imagine anyone genuinely enjoys reading Mosaic. The Notice of Proposed Rule Making (NPRM) encompasses many pages in dense language; it’s tedious to review.

It just got a lot easier, thanks to Roy Beisswenger.

Beginning in 2014 — well before Mosaic existed — Roy and I spent years advocating FAA on behalf of the LSA industry and the pilots that fly those light aircraft. Roy was the lead author on several white papers LAMA submitted to support each of its requests. They went over so well with FAA that they are mentioned in the footnotes.

As you will see in the attached PDF Study Guide, Roy has done a monster amount of work in reformatting the documents so that you can walk through it and find what you want much easier.

GET THE STUDY GUIDE HERE (then download to use a reader with Bookmarks)

The magic of Bookmarks help you jump around the lengthy document. This view is from an Apple iPad using Adobe Acrobat Reader (free download) to view the document and move around within it.

Roy also addressed specific comments I had, whereupon reading one section, FAA refers to another, and then to another. Before long, you forgot where you started and struggle to retrace your steps. You also need Internet access to study FARs published outside the NPRM. The continuous back-and-forth makes studying the document significantly harder and slower yet the clock is ticking on public comments. At this writing we have just over 60 days left.

Bookmark icons may differ by platform and software but make navigating the document easier. Here are the sections Roy isolated so you can focus on areas of interest. TRIANGLES appear when more information is available.

Reviewing the NPRM is far easier with this PDF Study Guide because of the bookmarks, links, and back-links, plus already-yellow-highlighted text which (which shows what current FARs will be changed plus some lightly-colored text that illustrates where FAA will insert new language. These all represent major time-savers.

Mosaic will still take a significant effort to review carefully, but Roy made the task much easier and faster.

Magic of Bookmarks

If you open the Study Guide with Adobe Acrobat on almost any device or computer (the Reader version is free) — or if you use Preview on Apple laptops/desktops — you will gain access to the bookmarks (look for a small icon in the upper right of a tablet or a smart phone; in Preview, show the Table of Contents. On both, use the triangles to drop down further and further). Bookmarks are your navigation friend, helping you jump to places of interest or study.

To find more about night flying by Sport Pilots, you can click or tap the triangle on this FAR (Part 61).

Roy even embedded “go-back” buttons on some pages when reviewing the FARs. This helps readers not get lost in their investigations.

Within the FARs menu, you may have to scroll down for more topics. This example is for night operations.

Of course, within Acrobat (or Preview), you can Search for any text.

I observe for you that such ease of review was not possible when the SP/LSA regulation was released in 2004 (three years before the iPhone was introduced and before Facebook or Twitter). The World Wide Web was only nine years old at the time.

Links within the Study Guide let you look up the many FAR references made in the NPRM. No Internet is needed for this link. ••• The magenta-colored text shows where FAA will insert new text.

When reviewing Mosaic I recommend you follow aspects of particular interest to you rather than try to absorb the whole thing.

However deep you go, Roy made it incredibly easier. Thanks, Roy!

To help you not get lost in the FARs, Roy embedded “Back” buttons in strategic locations (circle). ••• YELLOW highlighted text denotes current-day FARs that will be changed by Mosaic.

When you are ready to comment to FAA, use this link. We’ll have more advice on commenting as soon as possible but here’s some basic tips:

Keep your remarks to a purpose; ask for something.
Make specific requests.
Reference language when changes are needed.
Be constructive; no ranting.
Be original; use your own words.

To see Mosaic comments already made, use this link.

More-More-More
M O S A I C

More about Mosaic? — John Zimmerman, president of Sporty’s, thought our conversation in this edition of the “Pilot’s Discretion” podcast conveyed a lot of good information (audio—42 minutes). John was an excellent interviewer. Click the image below to go directly to the podcast.

Many readers are keen to learn more about the maintenance aspects of Mosaic. Experts Carol and Brian Carpenter give you their view in this video. The team notes several points deserving more attention. (Length: 59 minutes)

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FAA proposed regulation has powerfully captured the attention of many pilots. Pilots have tons of questions. We have some answers. Everyone has a lot to read. But… uggghhh! Who wants to read this stuff? If it doesn’t put you to sleep, it might infuriate you. Overall, FAA’s proposal has been warmly received as it opens the door to more capable aircraft that a Sport Pilot can fly. That’s good but the document has problems, too. Following are four examples… This article is a longer, more challenging read than one about an aircraft. If you prefer to listen or watch, I recommend the podcast and a video below. Mosaic’s language invigorated many readers when the NPRM expressed support for a Sport Pilot (certificate holder) to fly at night — with proper training and a logbook endorsement. Yet then the proposal refers to other FAA regulations that require BasicMed or an AvMed. If you must have a medical, you are not exercising the central privilege of Sport Pilot.

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Here Come Mosaic LSA or mLSA — Montaer’s MC-04 and Texas Aircraft’s Stallion

By Dan Johnson || August 14, 2023 16 Comments

As with the SP/LSA rule of nineteen years ago, these features of Mosaic are stimulating all sorts of expectations …but also some worry.

One concern is that new four-seat mLSA with all the bells and whistles will be expensive. Well, they will be — compared to current-day LSA. Yet they will still be half the price of a roughly comparable Part 23-certified aircraft. They will also perform better while using less fuel. Plus, they will be new and nicely equipped with the latest in digital instrumentation.

Until Mosaic — companies that produced LSA but wanted to build larger aircraft had to go the route Tecnam chose for their P2010, meaning full Part 23-level certification. New competitors may give those predecessors a run for their money. ••• Click or tap the image to read about 6 other high wing mLSA candidates

Contrasting that is an entire fleet of legacy GA airplanes that many pilots have been yearning to fly using a Sport Pilot certificate (or using the no-medical feature of Sport Pilot with their higher FAA ticket). These include such as the Cessna 150, 172 and even some 182s plus a raft of other airplanes, many of which can be bought well used for half the price of a new present-day LSA. You won’t get a modern airplane, but if it fits your budget and it gets you in the air, that’s good!

Additionally, present-day LSA need do nothing to maintain all their present privileges. As such they should hold the line on prices fairly well although everything manufacturers buy (as for you and me) has gone up a lot in the last three years.

Between used GA, current LSA, kits, and mLSA to come, pilots will have more choices than ever. Here are two fresh announcements.

Stallion Four Seater

After successfully launching their Colt 100 Special LSA, Texas Aircraft is underway with their new four-seat Stallion.

Texas Aircraft’s Colt SLSA (photographed before SLSA approval) in flight at the Midwest LSA Expo. Come see the company again at next month’s event (September 2023). …MORE about Colt

Now that FAA has released their Mosaic NPRM, the American agency is catching up with Brazil’s ANAC (my article), which already published a similar regulation RBAC 01, stating that light sport aircraft can have a maximum takeoff weight of up to 3,000 pounds (1,361 kilograms) for land aircraft and a maximum stall speed without flaps of 61 KCAS. Americans may note the stall parameter is different from Mosaic: 61 vs. 54 knots. As the Stallion remains in development, Texas Aircraft could modify the design to fit Mosaic. Stallion presently lists 58 KIAS clean stall.

Planning for the regulation expansion but realizing this remains well over a year off, Texas Aircraft partnered with sister company in Brazil, Inpaer, to launch a kit for individual construction based on a 200 horsepower Lycoming engine. A second kit, but for the 260 horsepower engine, is in the final stages of construction.

Already flying in Brazil is Texas Aircraft’s Stallion four seater.

“With the publication of the regulation for the new light sport aircraft category, Texas/Inpaer registered the Stallion with the Brazilian authorities for its acceptance within the rules for Light Sport Aircraft,” reported the company. Construction of the first prototype has already begun.

Research and development flights are part of the “project validation phase and data collection for the production of the required documentation for a special light sport aircraft in compliance with the ASTM standard.”

“The Texas Group’s expectation is that the Stallion will be classified as a Light Sport Aircraft in Brazil in mid-2024,” released the company. “After the publication of the Mosaic rule, the certification process will also be started with the American authorities.”

For more information — Texas Aircraft is based in Hondo, Texas; email the U.S. company or call 830-423-2067.

Texas Aircraft
Stallion
All information supplied by the manufacturer

Description — Single-engine, high-wing, tricycle, fixed-gear, 4 seats
Construction — aeronautical aluminum, solid rivets, and chrome-molybdenum steel survival cell
Maximum Takeoff Weight — 2,866 pounds
Empty Weight — 1,653 pounds
Fuel Capacity — 79 gallons in 4 fuel tanks
Stall Speed, clean — 58 KIAS
Stall Speed, best flaps — 52 KIAS
Maneuvering Speed — 117 KIAS
Cruise Speed — 145 KIAS
Max Cruise Speed — 160 KIAS
Max Continuous Power Speed — 160 KIAS
Never Exceed Speed — 203 KIAS

Montaer’s MC-04

Thanks to their Montaer USA operation, Montaer Aeronaves became known to Americans in the last couple years after they introduced their MC-01 two-seat but three-door SLSA model.

Montaer’s MC-04 definitely resembles its two-seat sibling, MC-01, representing a worthy expansion of the original.

Right as AirVenure 2023 began, the Brazilian company unveiled its latest work, Montaer MC-04. Building upon the success of the MC-01, which boasted a high grade of craftsmanship and a sophisticated feature set among LSA, the company is reaching higher with MC-04.

Founded in 2013 by Brazilian aeronautical designer, Bruno de Oliveira — who formerly worked with Paradise Aircraft — Montaer Aeronaves developed a reputation for pushing boundaries and embracing innovation. “The integration of advanced IFR equipment and ballistic parachute further reveals Montaer’s commitment to cutting-edge advancements,” said U.S. Montaer representative Shalom Confessor. “With the MC-01 gaining full FAA acceptance as a Special LSA by complying precisely with ASTM standards, Montaer solidified its position.”

“Now, with the advent of FAA’s Mosaic,” continued Shalom, “MC-04 enters the market as a ‘family-size’ aircraft that boasts a formidable powerplant, the turbocharged Rotax 916iS with 160 horsepower that gives cruising speeds of 132 knots while ranging of 800 nautical miles, and a rate of climb hitting 1,300 feet per minute.”

“Safety remains at the heart of Montaer’s design philosophy; MC-04 is a testament to this unwavering commitment,” said Shalom. “Its all-metal fuselage/wings/tail, welded 4130 molybdenum steel tube passenger safety cell, and solid metal rivets provide a robust structure, ensuring peace of mind during every flight. And for added reassurance, pilots can opt for a ballistic parachute.”

Montaer arrived on the scene with this three-door MC-01 SLSA. It has since been upgraded with the Rotax 915iS. …MORE about MC-01

MC-04’s cockpit features twin, large Garmin G3X Touchscreens complemented by a Garmin G5 in the top-center for added backup. “A Garmin GMC 507 Auto-Pilot System, part of the Premium Package, adds to the aircraft’s allure,” said Shalom. “An IFR version features the Garmin GTN 750Xi (GPS/NAV/COMM/MFD).”

Montaer recently established a permanent presence at DeLand Municipal Airport, Florida, to provide personalized support and training to U.S. customers.

For more information — Montaer in the USA is based in DeLand, Florida; contact Shalom via email or call 321-430-2376.

Montaer Aeronaves
MC-04
all information provided by the importer

Powerplant — Turbocharged Rotax 916iS 160 horsepower
Propeller — In-Flight Variable Pitch / Constant Speed
Range — 800 nautical miles
Cruising Speed — 132 knots
Stall Speed (best flaps) — 49 knots
Stall Speed (clean) — 53 knots
Rate of Climb— 1,300 feet per minute
Takeoff Distance (Land) — 600 feet
Seating — 1 to 4
Length — 23 feet
Wing Span — 32 feet
Height — 7.8 feet
Empty Weight — 1,130 pounds
Maximum Takeoff Weight — 2,198 pounds
Useful Load — 1,068 pounds
Fuel Capacity — 42 gallons (252 pounds)
Baggage Capacity — 90 pounds

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Is this an exciting time for aviation? Have you been one of the many pilots anticipating Mosaic and the promise it brings for more capable aircraft? The new proposal is loaded with ideas we requested. As with the SP/LSA rule of nineteen years ago, these features of Mosaic are stimulating all sorts of expectations …but also some worry. One concern is that new four-seat mLSA with all the bells and whistles will be expensive. Well, they will be — compared to current-day LSA. Yet they will still be half the price of a roughly comparable Part 23-certified aircraft. They will also perform better while using less fuel. Plus, they will be new and nicely equipped with the latest in digital instrumentation. Contrasting that is an entire fleet of legacy GA airplanes that many pilots have been yearning to fly using a Sport Pilot certificate (or using the no-medical feature of Sport Pilot with their higher FAA ticket).

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Back to Our Top-50 Videos — Aerolite 103 May Be the Top Seller Among True Ultralights

By Dan Johnson || August 10, 2023 6 Comments

It’s a pecking order thing, I suppose, a natural human response, but I dislike when one aviator puts down another. Is a hang glider pilot somehow less than a power pilot? Is a LSA pilot doing a lesser job flying than a GA pilot? Indeed, is the humble prop pilot somehow less than a jet pilot? Are pilots who like rotary or seaplanes oddballs? I think not but such opinions are too-commonly heard.

Similarly, why are pilots so ill-informed about Part 103? Most pilots have heard of the category yet most of them know next-to nothing about the aircraft type. Contrarily, I can say this: the ones who learn about Aerolite 103 know this is a right-proper light aircraft and they want more… for less.

As a single point, price is important to nearly all consumers. Even in 2023, Aerolite 103 is available for around $25,000 (details below). That price comes after three years of high inflation (you know how many prices have increased significantly), after the upset of Covid and its effect on supply chains, after quadrupled shipping costs, and after the outbreak of hostilities in Ukraine. Despite an overload of upsetting, price-increasing actions, Aerolite 103 remains a terrific bargain by almost any measure.

Most of that success at keeping Aerolite 103 affordable is due to just two men.

Dynamic Duo

In the video below, nearly a half million viewers have heard inventor Terry Raber describe his Aerolite 103. Terry built and delivered several hundred of these, it is reported. But many years ago he chose to exit aircraft manufacturing to pursue other interests. He connected with former Challenger build shop operator, Dennis Carley, who has breathed new life into the enterprise.

Dennis moved Aerolite to Deland, Florida and began to set up manufacturing. Prior to Aerolite, he won Grand Champion and other awards for his craftsmanship. He built more than 100 ultralight and experimental aircraft over a 20 year period, experience that proved valuable when he began manufacturing Aerolite 103.

After moving all Terry’s inventory and tooling to Florida in January 2013 he reported 20 sales in his first full year of business …a worthy achievement for a re-startup.

Dennis Carley looks up from assembly at an airshow.

Dennis’ pace has never stopped. Over the decade he has operated U-Fly-It, the company increased to present capacity of “50 or 60” Aerolite 103 aircraft per year. I’ve seen him maintain this pace for several years. Over a decade he has likely doubled the Aerolite fleet that is approaching 1,000 aircraft (based on Terry Raber’s reported “400 or so” during his 15 years of operation plus steady production by U-Fly-It.

Terry Raber may have departed from the aviation scene but he did a wonderful job of invention. A former CGS Hawk kit builder and Quicksilver MX assembler, he fused a vision for a very simply-constructed aircraft that could stay within Part 103 while offering features other ultralights of the day were not providing.

From the start, Aerolite boasted features others lacked including:

a control yoke — nearly everyone used joysticks
full, conventional three-axis control — that is common now but not then
electric flaps — few Part 103 ultralight offered flaps and rarely electric
discreet (separate surface) ailerons; not full-span flaperons
partial enclosure with a nose cowl and windscreen — open cockpit designs were common
tricycle gear — many used standard or taildragger types to save weight
hydraulic brakes — brakes were not common on Part 103 ultralights due to the weight constraints of Part 103 plus slow landing speeds
an aluminum fuel tank, not a plastic one that discolors in time
sewn Dacron wing, tail, and surface coverings were common but they save the weight of paint

I love the Aerolite 103. I flew one on several occasions and found it a friendly flying machine with no evil qualities that will fly exactly as you’d expect.

What Aerolite won’t do — You don’t buy an airplane like this to fly long cross country flights. Obviously, you can’t carry others. Staying within Part 103 means you are limited to 63 miles per hour and five gallons of gas, good for an hour or two of flying depending on how much up-and-down fun you are having. Some pilots call all these points limitations. Others know the joy such for-fun-only aircraft can deliver.

For a flight at the end of the day or on a pleasant weekend, Aerolite 103 is just about perfect, no doubt why it continues to sell well after 26 years.

Original artwork by Rich Jennings

Aerolite 103 is a full-featured Part 103 ultralight that requires no pilot license of any kind, no N-numbers, and no medical … for much less the average selling price of a new car in America in 2023. I can attest to Aerolite’s fine flying qualities and long proven design.

Aerolite 103 Price & Value

A complete airframe kit sells for $16,950 including a fully-anodized tube-and-gusset aluminum structure with your choice of sail colors; nose fairing and windscreen; electric flaps; shock-absorbing main gear; steerable nose wheel with suspension; four-point restraint system; 5-gallon aluminum fuel tank; visual fuel quantity gauge; Dacron wing, tail and surface covering that needs no painting; aluminum wheels; tubeless 13 x 5 x 6 Carlisle 4-ply tires; and hydraulic brakes.

Add a fuel engine from Hirth or MZ for 28 to 50 horsepower for a cost of $6,500 to $13,500. You can also choose an electric option that runs from $10-14,000.

A fully-assembled Aerolite 103 runs from $27-35,000 depending primarily on engine selection.

A rare photo of video producer Dave Loveman making videos the old way. I have appeared on close to 1,000 videos on his YouTube channel.

A kit is available with approximately a one-year delay and a fully-built Aerolite 103 will take a bit longer. Like a few other producers I know, Dennis has operated U-Fly-It wisely, growing to a workable size but without gambling money on bigger facilities and a larger payroll to build aircraft faster when the market can be unpredictable. U-Fly-It has stable employees that know their tasks well and the business appears to operate with a minimum of friction.

I’ve questioned Dennis if he can genuinely run a profitable business at these modest prices. He says yes, and his endurance in the business gives proof to his response.

Catch several videos below to learn more on this fun, inexpensive aircraft.

Here is the video viewed more than 400,000 times, with original developer Terry Raber.

Here is a video with then-new owner Dennis Carley going over details of Aerolite 103.

Finally, here’s a look at a battery-electric Aerolite 103 from a couple years back.

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Among the couple hundred readers who commented on my recent Mosaic article, several referenced Private Pilots who consider a Sport Pilot to be “unqualified.” I’ve heard that, too. In fact, I’ve heard similar comments my entire long career. It’s a pecking order thing, I suppose, a natural human response, but I dislike when one aviator puts down another. Is a hang glider pilot somehow less than a power pilot? Is a LSA pilot doing a lesser job flying than a GA pilot? Indeed, is the humble prop pilot somehow less than a jet pilot? Are pilots who like rotary or seaplanes oddballs? I think not but such opinions are too-commonly heard. Similarly, why are pilots so ill-informed about Part 103? Most pilots have heard of the category yet most of them know next-to nothing about the aircraft type. Contrarily, I can say this: the ones who learn about Aerolite 103 know this is a right-proper light aircraft and they want more… for less.

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AirVenture Oshkosh 2023 Is Done; Here’s an Overview Done On-Air with EAA Radio

By Dan Johnson || August 2, 2023 15 Comments

It’s all over — EAA AirVenture Oshkosh, the world’s largest-attendance airshow event. It’s a delicious, if somewhat overwhelming, drink out of a firehose for an entire week.

Oshkosh has something for every pilot and more than any one person can see.

I’ll mention this news briefly as I wish to pay respect to fellow pilots. Two crashes on the weekend after we departed resulted in four fatalities reportedly including one passenger. My sincere condolences to the surviving families. Oshkosh has had safe years with no loss of life but when so many airplanes assemble, mathematical odds suggest a crash is going happen despite heroic efforts to make the event as safe as possible.

In the heat of Oshkosh 2023, people proved adept at finding shade where they could, in this case, that offered by a tailplane and fuselage… well, except for one fellow who was still enjoying the plentiful sunshine.

During the week of Oshkosh, a few days were rather warm. Cooling rains came mostly at night, sparing the airshow but surely soaking campers in tents. The campgrounds were full to the edges and EAA opened multiple other locations to handle the overflow. AirVenture’s campground metric — Camp Scholler handles 40,000 campers and that wasn’t enough — plus thick throngs of people to weave around anywhere I walked the show grounds suggested a great turnout to me. Indeed, EAA president Jack Pelton reported more than 677,000 visitors.

Mosaic and More

Given FAA’s earlier-than-predicted release of the highly-anticipated NPRM (Notice of Proposed Rule Making), Mosaic was on the minds of many aviators. The one thing that is no longer included is drones or multicopters. Once they were removed, the regulation went forward swiftly.

The Federal Register document was posted on Monday July 24, 2023. This is the official version you should use to comment. Click or tap the image to view the full document.

Mosaic burst upon the scene bearing unanticipated surprises. Through their proposal FAA has confirmed industry did well regulating itself. FAA has said repeatedly, “We want industry to do more.” ASTM’s F37 LSA committee members have clearly done an impressive job. Join ASTM here if you’d like to help!

In the video below I highlight several aspects of the new proposal but in the days and weeks ahead I will dive much more deeply into the NPRM. Various groups will closely examine the NPRM, producing summaries as soon as possible so you can digest the NPRM and compose your response. I hope each of you will let FAA know what you think, but write your own words. Scanning technology lets FAA group identical responses as one response, so say whatever you think but don’t copy and paste language others have proposed. Also, be polite and constructive; ranting will not help.

In FAA briefings like this one by LSA manager John Stoll last year, community leaders and manufacturers learn details.

The good news is that you don’t have to wait. I am quite impressed with nearly 200 comments to my earlier article. Some commenters have clearly dug into the details intensively.

Fly at Night? — Here’s one part of the NPRM that generated many comments. The question raised: “Can a Sport Pilot fly at night …without a medical.”

Commenter Rich wrote, “FAA stated at a forum yesterday [at Oshkosh 2023] that, yes, the intent is that for night flight a medical or BasicMed is required. The reason given was that they did not have enough trust in state driver agencies to adequately check eyes.”

I’m sure Rich heard and quoted the FAA guys correctly, however, reading the Federal Register release of Mosaic, I still believe the FAA will use endorsements to allow Sport Pilot certificate holders to receive training in pursuit of skills for night flying, retractable gear, adjustable props, and even IFR. The language in the NPRM supports this on page after page.

More Aircraft Coming

I know what most readers enjoy and fortunately I have the same interest. The following flying machines are ones I will be writing about in the days and weeks ahead. As with those aircraft already reported from the show, by no means are these all the intriguing aircraft at Oshkosh but they are ones I hope you will enjoy.

AEROPRAKT — I simply have to admire the Aeroprakt team, led by designer Yuri Yakovlev. Everyone on the planet is aware how their home country of Ukraine is under immense pressure from every direction including missiles flying and bombs dropping. How they can keep it together is something of a miracle and certainly a credit to their dedication and resolve.

During AirVenture, former importer Dennis Long (who’s still helping) texted to say Aeroprakt had built their 1,500th aircraft. They aren’t just repeating though; they’re still innovating. One Aeroprakt on display had a third door (similar to Jabiru J-230D, Montaer MC-01, and KFA’s Safari XL). This makes loading baggage easier and allows use of the aft space in A-32 Vixxen’s roomy cockpit. New importer, Andy Humphrey, who operates as Heaven Bound, showed me another Aeroprakt at Oshkosh that was fully equipped for IFR, a use he noted is “permitted for Special LSA when used for IFR flight or recurrent training.” A standard in development by ASTM should allow flight into IMC that is not presently advised.

HAWK ULTRA AIR — You know Hawk for many years; they celebrated 40 years in 2022 (as did the Part 103 regulation). Today, one organization, CGS Aviation, builds the Special LSA version. In Oshkosh, I met a new engineer hire at CGS Aviation who confirmed they are going through the two seater carefully, creating all-new CAD files that never existed with the original. This is a very worthy effort but prevented them from displaying at AirVenture.

Bob Santom and son LB focus solely on the single place CGS Hawks including models that qualify for Part 103’s wonderful privileges. It turns out both CGS enterprises can stay busy. At AirVenture 2023, Bob and LB exhibited their open-cockpit Hawk Ultra Air. I thought it looked good with no Dacron skin covering the structure. I observed different pilots enter the cockpit — one weighing 165 pounds and one at 240 — and both seemed to fit easily. A 200-250 hour build for beginners, the display Hawk Ultra Air makes 103 with an airframe parachute, tipping the scales at a completely proper 278 pounds empty.

Read this article to learn more about Hawk as it celebrated 40 anniversary in 2022 (along with Part 103; botht came out in 1982).

AQUILAE — The name means Eagle in Latin, a great name for an airplane even if everyone will ask how to spell it and say it — “Ack-will-lay.” Does it look familiar to you. It did to me as I toured the ultralight area at AirVenture 2023. I had a hint, though.

Mark Mellicker represented the G1 STOL at airshows for the last couple years (see this earlier article). As happens in aviation and any other business, events changed the organization and another company at AirVenture told me they were representing G1. So I had two clues when I saw Mark by this shiny new airplane. Mark decided to go on his own and, voila!, Aquilae.

When I write more about this, you will see it has a wing-fold system that many buyers like. It’s a large-ish, STOL-capable design like G1 but both G1 and Aquilae owe their design heritage to Alisport’s Yuma from Italy, though even that design signficantly resembles the Zenith 701, the granddaddy of such designs.

FUSION NANO GYRO — I will readily admit I was charmed by Fusion’s Nano gyro when I saw it and reported on it from AirVenture 2021 (article). However, it needed a different engine and Jeffrey Boyd was already on it with European producer, Fusion Copter.

At AirVenture, Jeffrey of FUN, or Fly Ultralight Nano, showed an example propelled by a Hirth F23 engine producing 50 horsepower. He says it has behaved well for him and he’s actually had quite a success with this modestly-priced (less than $30,000) Part 103 aircraft. Big two seat gyros are fun and essential for training but once you know how to fly this type aircraft Nano might be the last aircraft you ever need.

I tried it on for size in 2021 and loved the way it felt and fit. Now with more substantial and dependable power I’d bet many more will arrive in the USA. However, it’s already been a good run as Fusion now has 35 flying around the world and Jonathan has lead the charge selling 21 units in the USA. That’s a performance of which he can be proud.

GOGETAIR 750 — As I wrap up this preview, I come to an aircraft I’ve seen for a few years at the German Aero Friedrichshafen show that I have enjoyed for 25 years. As I close this article, it may be appropriate to bring attention to a four seater — as that category will be coming in 16 months when we get Mosaic LSA or mLSA.

Shannon Hankins & Alan Jackson from Scissortail Aerosport, LLC are representing the G750 to North America. GoGetAir is a fairly new company, arriving on the scene during what might be called the Covid era. They started before but had to immediately survive that trying period with their handsome aircraft.

The timing of Scissortail and GoGetAir is marvelous, being right on the cusp of Mosaic being released. In the meantime, FAA has registration categories such Experimental Exhibition that allow import of a small number of fully-assembled aircraft to test the market. By late 2024 or early 2025, we should see Mosaic become official regulation and then G750 will easily fit the mLSA category assuming the company chooses to pursue and declare compliance with ASTM standards. Naturally, we have yet to learn how FAA will audit a new producer like GoGetAir although third-party audits have been discussed.

In case you didn’t notice the subtle suggestion in the photo, G750 is a four-seater, powered by the Rotax 915iS. This will be a very common combination when Mosaic officially arrives, but G750 also demonstrates style and a beautifully compound-curved leading and trailing edge wing.

All the preceding aircraft will get their own fuller treatment beyond this summary.

ARTICLE LINKS:

Previous article written as Mosaic had first arrived; with almost 200 reader comments
Proposed document in PDF form (318 pages)
More recently released Federal Register document on Mosaic
Same document as above, but in 3-column PDF format (may be the easiest to read/study; 90 pages)
Link to EAA Radio, relating to the video below but offering lots more content
Join ASTM if you wish to help with these standards; you will be welcomed

AIRCRAFT LINKS:

Aeroprakt in the USA, at Heaven Bound
CGS Hawk single seat aircraft
Aquilae website
FUN: Fly Ultralight Nano, including articles on this website
GoGetAir in the USA; Scissortail Aerosport

In the following 12-minute video EAA Radio host J Mont G interviewed me about AirVenture 2023 — the aircraft, the anniversaries, Mosaic and more. I hope you’ll enjoy this lively give and take. Thanks to EAA Radio for permitting this video.

Compress Post ...

It’s all over — EAA AirVenture Oshkosh, the world’s largest-attendance airshow event. It’s a delicious, if somewhat overwhelming, drink out of a firehose for an entire week. Oshkosh has something for every pilot and more than any one person can see. I’ll mention this news briefly as I wish to pay respect to fellow pilots. Two crashes on the weekend after we departed resulted in four fatalities reportedly including one passenger. My sincere condolences to the surviving families. Oshkosh has had safe years with no loss of life but when so many airplanes assemble, mathematical odds suggest a crash is going happen despite heroic efforts to make the event as safe as possible. During the week of Oshkosh, a few days were rather warm. Cooling rains came mostly at night, sparing the airshow but surely soaking campers in tents. The campgrounds were full to the edges and EAA opened multiple other locations to handle the overflow.

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The Early Bird Gets the… Jenny — Enormous Vintage Appeal, Rapid Build, and a Modest Cost

By Dan Johnson || July 28, 2023 1 Comment

Think about this. If you land your Timber Tiger Jenny at any GA airport and taxi up to the ramp, you might have trouble getting out of the cockpit for all the admirers that will assemble around you.

Take a close look at this example built by John Youngblut. You are quickly charmed by fond images of an earlier period in aviation. Then you look deeper, noticing its shaped wood struts, leather trim, and classic analog guages. This draws you in further and I watched people get closer and closer as they examined the detail.

All that leaves out how well it flies, which developer Nick Pfannenstiel reported was the #1 appeal of the airplane. So after enjoying an easy, relaxing flight in your Jenny, you land to be swarmed by people who believe they’ve just witnessed a piece of history fly into their lives.

Jenny began life as a Curtiss, was recreated in scaled down form by Early Bird Aircraft (Gen 1) and kits are now manufactured by Timber Tiger Aircraft, which has reimagined again in slightly larger scale, better fitting modern Americans.

Gen 2 Jenny

If you love vintage aircraft, you may already know Jenny’s rich history. With the model designations beginning with JN, the aircraft became affectionately known as a “Jenny” by Army Air Corps pilots who flew them in World War I. Introduced in 1915, Jennys were retired in 1927 after 6,813 were built.

“Thousands of surplus Jennys were sold at bargain prices to private owners in the years after WWI and became central to the barnstorming era that helped awaken the U.S. to civil aviation through much of the 1920,” according to Wikipedia. “It was the first airplane many people ever saw,” said Timber Tiger Aircraft.

Owning an original would take a substantial investment, far out of most budgets. Yet Timber Tiger’s updated and improved Jenny — one that faithfully reproduces an original in slightly smaller form, therefore requiring less engine — is far more affordable.

Early Bird Aircraft created their “Generation 1” Jenny at two-thirds scale. The “Generation 2” Jenny by Timber Tiger Aircraft is a three-quarters scale replica featuring “improved hardware, improved documentation, more accurate replica looks, more advanced kit preparation, and reinforcements in key areas,” explained Nick.

A few years back, Timber Tiger made a splash with its entry of a 95%-scale Ryan ST, an iconic aircraft of that postwar golden age of aviation. Read about the 95%-scale Ryan. In brilliant polished aluminum, this replica of the much-revered Ryan ST was a hit with AirVenture visitors in 2018.

Hits Keep Coming

Nick has been busy since, creating not only the Jenny in this article but he has gone well down the path on Kay’s Speedster (image at bottom).

Jenny is offered in a variety of kits. Start with a basic kit (for experienced builders) for $6,900. A group of extra kits can be bought separately: quick-build wing kits, a snazzy louvered engine cowl kit, and several others. All that’s lacking is an engine, prop, instruments (and perhaps an electrical system), tires and tubes, plus covering and paint.

Nick advises that for most buyers and certainly first-time builders, the complete kit involving some quick-build assemblies is the wisest choice that will ultimately save them money while greatly easing (and making more accurate) the build effort.

Here is another entry that qualifies as affordable (though that means something different for each person reading). “Estimated average cost to build to completion is $25,000 to $45,000,” said Nick at AirVenture Oshkosh 2023. Here’s how that breaks out.

Starting with a base kit for $6,900 plus engine — likely used/rebuilt — plus some hardware components supplied by the owner (“nothing particularly hard to obtain”), Nick indicated an experienced builder could get airborne for $25,000.

Gen 2 Jenny kit developer Nick Pfannenstiel (L) poses with Early Bird Jenny (Gen 1) builder John Youngblut at EAA AirVenture Oshkosh 2023.

Contrarily, a first-time builder “should take the option for extra work by the factory for $22,000,” Nick said. With such a “deluxe kit” and engine, a buyer should be able to get airborne for $45,000. A first-timer can expect to put in about 500 hours assembling the kit. That a Jenny can be assembled this quickly is a compliment to Nick for making the process more accessible to beginners.

Given that a Gen 2 Jenny look this authentic and nostalgic, those prices represent a bargain in 2023. If interested, contact Nick by email or through the Timber Tiger Aircraft website.

TECHNICAL SPECIFICATIONS:

Wing Span — 30 feet
Length — 20.5 feet
Empty Weight — 600-700 pounds
Gross Weight — 1,200 pounds
Cruise Speed — 70 miles per hour
Stall Speed — 35 miles per hour
Climb Rate — up to 1,000 feet per minute
Powerplant — Rotax 582, Rotax 912, Honda, Geo Metro/Suzuki, and others
Recommended Power — 75 horsepower is recommended, unless built lightly

FURTHER POINTS OF INTEREST:

Dual controls
Optional front side door
Capable of accommodating a ballistic emergency airframe parachute
Low build time, the lowest of Timber Tiger’s models
Approximately 100 Gen 1 (Early Bird Aircraft) Jennys flying worldwide; “many more are in progress,” said Timber Tiger
Highest time Early Bird Jenny has more than 700 hours logged
All kits come with full documentation
Plans provided on 22 x 34 inch sheets
Factory support and build-center assistance
Designed to replicate Curtiss JN-4C, JN-4D, JN-4H

Third new project from Timber Tiger is this evocative Kay’s Speedster.

Compress Post ...

Think about this. If you land your Timber Tiger Jenny at any GA airport and taxi up to the ramp, you might have trouble getting out of the cockpit for all the admirers that will assemble around you. Take a close look at this example built by John Youngblut. You are quickly charmed by fond images of an earlier period in aviation. Then you look deeper, noticing its shaped wood struts, leather trim, and classic analog guages. This draws you in further and I watched people get closer and closer as they examined the detail. All that leaves out how well it flies, which developer Nick Pfannenstiel reported was the #1 appeal of the airplane. So after enjoying an easy, relaxing flight in your Jenny, you land to be swarmed by people who believe they’ve just witnessed a piece of history fly into their lives. Jenny began life as a Curtiss, was recreated in scaled down form by Early Bird Aircraft (Gen 1) and kits are now manufactured by Timber Tiger Aircraft, which has reimagined again in slightly larger scale, better fitting modern Americans.

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American Freedom… More than a National Concept; This One Flies (and Is Remarkably Affordable)

By Dan Johnson || July 27, 2023 Leave a Comment

This may be the finest, most memorable company and aircraft name among LSA, heck, maybe among all aircraft. I think these fellows were inspired when they named the aircraft “Freedom.”

Given the new company’s name is American Aircraft LLC, their model name choice makes it “American Freedom.” If that isn’t a name that works in this country, I don’t know what is.

This is a new company and a new aircraft making their debut in America. Discovering such new entries can be quite challenging on AirVenture’s immense grounds with more than 800 exhibitors. I almost literally stumbled upon them when I showed up for a duty hour at Flying magazine’s exhibit (video below). As I approached I thought it looked familiar and sized to be the kind of flying machine I usually report.

Where did American Aircraft come from and how does it relate to earlier aircraft associated with prolific Columbian aeronautical designer Max Tedesco (using his somewhat Americanized name)?

Yet Another
Max Tedesco Design

You may already know the work of this man based on aircraft once offered by Eric Giles who formed World Aircraft to build Max’s aircraft in Paris, Tennessee. He created a beautiful facility and had great ambitions for a family of aircraft he had assembled (all by Max T) but the company later stumbled or ran out of funds and left the business forever.

Note folded forward stick, greatly easing entry. A simple clamp secures it in flight.

Nearly a decade passed with no Tedesco designs arriving in America… until now.

I don’t know how many designs Max has created but I am aware of perhaps five and I suspect he’s done more. We met once at Oshkosh more than ten years ago.

A few years later I learned of a European design called Sila 450. Manufactured in Serbia, Sila was another Max Tedesco design although the man selling it showed me documentation that made it appear he was the legitimate developer (though he gave Max some credit for the “original” design).

Now at AirVenture 2023, I spoke again with Danny Labovic who had worked with the man from Sila. Although he gave it a good effort, he said it proved impossible to work with the Sila developer and he ended the relationship.

In new and revised form, an aircraft somewhat similar to Sila 450 is now offered in America as Freedom. To a careful eye, this one is clearly a Max Tedesco design. Elements of the aircraft will be fabricated in Columbia but much of the work and final assembly is planned for the USA, according to American Aircraft. Max prefers designing to manufacturing.

One of Freedom’s most intriguing features are these extreme droop tips that aim to prevent air from bleeding to the upper surface; also used on the tail (next image).

With the legal challenges fading into the past, Max’s design skills can be redeployed to build flying machines for Yankees and what could be better than American Freedom?

Danny operates American Aircraft LLC with his nephew Ilija Labovic, a pilot who has logged 300 hours on an airplane very similar to the Freedom on display at AirVenture 2023. A close relative of this model has been flying for many years in Europe and South America. Now it’s a North American production.

More Freedom!

“Freedom is the American heir to the world-renowned MXP 1000 Tayrona, a Light-Sport Aircraft that has conquered the skies of Europe, South America, and Australia during the last three decades,” said Danny. “The airframe has been tested to comply with European Very Light Aircraft (VLA) regulations at 750 kilograms or 1,650 pounds.” Hmmm, that sounds like an aircraft that could easily move right into Mosaic as a mLSA that offers a useful load of approximately its empty weight

Like all Max Tedesco designs I have examined, Freedom is an all-metal construction, accented with chromoly steel in stressful locations along with limited use of composites. From my previous experience in his creations, I would expect slow stalls in the mid-30-knot range, spirited climb rates beyond 1,000 feet per minute, and quite cooperative handling. Max has been designing light aircraft for 50 years and he knows his trade based on my discoveries when flying earlier entries.

Look at the images with this article to see a very nicely finished interior with full panels covering all the structure. It features comfortable seats and a distinctive folding joystick with a simple clamping mechanism to secure it for after after you are seated and belted. The door also helps entry as it is quite wide (fore to aft). The instrument panel can accommodate the usual array of glass screens and radios.

Danny Labovic (L) poses with his nephew and experienced pilot Ilija Labovic in front of American Freedom.

One very distinctive design feature can be seen on the extreme droop tips that curl under as if to shape the air perfectly to prevent drag-producing bleed to the upper surface. This construction uses a composite part that is also employed at the tips of the tail’s horizontal stabilizer.

Where this gets interesting — after three years of raging inflation that has driven LSA prices beyond $200,000 in several cases and past $300,000 on a few — is the entry price for Freedom: $110,000. Assuming American Aircraft can maintain that figure, Americans are presented with a genuine bargain in an aircraft built this way.

Danny explained that they are working on declaring to the ASTM standards and he expects they can complete this and be ready for Special LSA orders by Sun ‘n Fun 2024, about nine months in the future at this writing. Few competing manufacturers can supply an airplane in that timeframe so I can imagine American Freedom capturing some new customers at next year’s season-starting airshow. If you’re interested by Freedom I’d inquire soon.

ARTICLE LINKS:

American Aircraft, company website (under construction in late July 2023)
Email contact for Danny Labovic
Other aircraft by Max Tedesco, reported on this website

TECHNCAL SPECIFICATIONS:
American Aircraft Freedom
all specification supplied by manufacturer

Winspan — 32.8 feet
Length — 20.9 feet
Height — 8.2 feet
Wing Area — 135.7 square feet
Powerplant — Rotax 912ULS
Power Output — 100 horsepower
Fuel Consumption — 4.9 gallons per hour
Fuel Capacity — 24 gallons
Empty Weight — 772 pounds
Useful Load — 548 pounds (before any increase related to Mosaic)
Gross Weight — 1,320 pounds
Takeoff Roll — 426 feet
Landing Roll — 508 feet
Stall Speed, clean — 37 knots
Stall Speed, best flaps — 33 knots
Cruise Speed, 75% power — 96 knots
Maximum Horizontal Speed — 113 knots
Rate of Climb — 1,000 feet per minute
Load Factor — +5.7 / –3.7 Gs

If you are at EAA AirVenture Oshkosh 2023, come on by the Flying magazine booth space and say “Hi!” I’ll be onsite from 2:00-3:00 PM on Friday July 28th. Consider this your video invitation.

Compress Post ...

This may be the finest, most memorable company and aircraft name among LSA, heck, maybe among all aircraft. I think these fellows were inspired when they named the aircraft “Freedom.” Given the new company’s name is American Aircraft LLC, their model name choice makes it “American Freedom.” If that isn’t a name that works in this country, I don’t know what is. This is a new company and a new aircraft making their debut in America. Discovering such new entries can be quite challenging on AirVenture’s immense grounds with more than 800 exhibitors. I almost literally stumbled upon them when I showed up for a duty hour at Flying magazine’s exhibit (video below). As I approached I thought it looked familiar and sized to be the kind of flying machine I usually report. Where did American Aircraft come from and how does it relate to earlier aircraft associated with prolific Columbian aeronautical designer Max Tedesco (using his somewhat Americanized name)?

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Kitplanes For Africa… Where Bushplanes Are Big — Really Big — and Capable

By Dan Johnson || July 26, 2023 1 Comment

I first ran into Stefan Coetzee and KFA at Aero Friedrichshafen, my favorite light aircraft show in Europe. I was caught by the clever name. Easy to say, “KFA” sticks in your mind like a catchy tune.

Kitplanes For Africa sounds like a company making aircraft that should have superior bush capabilities. It was a handsome aircraft and I felt readers would enjoy it but they had no American representation at the time so I filed the discovery away under: “Promising.”

The bigger and more accurate picture is that KFA is yet another light aviation success story for South Africa*.

Almost half-way around the world, South Africa fell out of many conversations once the apartheid struggle finally ended in the 1990s. Yet despite years of ugly headlines, the country’s interest in aviation has been strong and building. Companies are producing lots of aircraft. (The Aircraft Factory alone produces 20 Sling aircraft each month, and has plans to increase to 30, employing almost 500 personnel.)

KFA was begun roughly when apartheid ended, so it shares no history with that difficult period. However, this timeline also illustrates the 30 years in business this builder has been active. More than 300 of their Bushbaby designs were sold and Stefan reports strong business today.

Welcome to America
…via Canada

An early enthusiast in the Americas was Canadian Vince Scott, a six-foot-eight tower of a man… and yes, he fits. Even his entry looked straightforward. For someone of my average stature, Safari XL looks huge inside. Stefan enjoyed referring to “Hamburgers,” hinting at Yankee pilots who enjoy a good meal or three every day. Those well-fed pilots will love this enlarged bird. In fact, I think most pilots would look admiringly upon the large interior volume of Safari XL.

The gray-over-black Explorer looks familiar to Oshkosh attendees. I overheard more than one person say it “looks like a Kitfox.” This comment is not original or accurate because even Kitfox started out as a modification of an Avid Flyer, the true original of this planform by designer Dean Wilson 40 years ago. Many other variations on the theme have been developed over the decades.

Stefan maintains that while similarities exist, Explorer is different in almost every element, “I don’t believe any part on this airplane would work on a Kitfox,” he said. Over several iterations — Bushbaby to Explorer to Safari to Safari XL — the design evolved like many do when engineers find a way to improve.

Safari XL has a particularly interesting story, one that I think many Americans will appreciate.

Stefan Coetzee shows the large luggage door on Safari XL.

The XL model, made to fit tall Vince is six inches wider, almost two inches taller inside and about 15 inches longer. People who know about these numbers realize that those few added inches make for a significantly larger interior. Climb inside and it feels spacious. Bowed-out doors help (many aircraft use this technique) but Safari would feel large even with flat doors. Then, consider the luggage area.

Loading luggage into many aircraft is often an awkward hassle but KFA created a luggage door large enough for a good size suitcase. A couple sets of golf clubs would fit, noted Stefan, and you can see in the image KFA has also accommodated lengthy fishing poles (arrow).

Arrow points at fishing poles sticking back into the mostly empty aft fuselage.

While Explorer fits the LSA description closely at 1,320 pounds gross, Safari XL bumps that up another 100 kilos to 1,543 pounds. Until 2025 when Mosaic throws open the door, Safari XL will come to the USA as a kit. Explorer has met German standards and could likely qualify for SLSA status but this work remains in the future. The good news is that KFA has long been a kit supplier, so they see supporting builders as a normal duty.

When Mosaic finally arrives, Safari XL will easily qualify even if equipped with an in-flight adjustable propeller as shown in the image at bottom. An even larger model is well into development, Stefan hinted, so his company — like many in the light aircraft space — is gearing up for the added capabilities we are getting with Mosaic …assuming the final rule looks much like the NPRM proposal we have been studying in recent days.

Even though Safari XL must be Experimental Amateur Built, KFA is happy to support different skill sets with a variety of kit packages. Beside the basic kit that may consume 700 hours, the company offers at least two levels that are commonly called quick-build kits.

Stefan’s humorous reference to “Hamburgers” brings home the fact that even if you and your best flying buddy may not be large fellows or gals, extra space inside is almost always appreciated (except maybe by the go-as-fast-as-possible crowd). If you are built large, this airplane will fit. Six-eight Vince looked comfortable when I asked him to model his plane for me.

Safari XL — and its slightly smaller Explorer sibling model — offer another interesting choice for pilots and brings to the market a design refined over many years.

ARTICLE LINKS:

Kitplanes For Africa, contact info and content on this website
Website for North American distributor Drake Aviation Adventures (website remains under construction at publishing time)
- Until their Drake website is available, contact info appears here
Complete kit description of KFA kits in PDF form

Rotax’s 915iS installed on Safari XL. They have also installed the 916iS. Up front is a constant speed prop assembly.

* Just off the top of my head, I can recall these manufacturers… The Airplane Factory (Sling), SkyReach (Bushcat), Bathawk, Rainbow, and now KFA plus a business in South Africa worked closely with Jabiru to build those aircraft. I’ll bet I missed a few. Not bad for a country of 60 million located a great distance from other established aviation development centers.

Compress Post ...

I first ran into Stefan Coetzee and KFA at Aero Friedrichshafen, my favorite light aircraft show in Europe. I was caught by the clever name. Easy to say, “KFA” sticks in your mind like a catchy tune. Kitplanes For Africa sounds like a company making aircraft that should have superior bush capabilities. It was a handsome aircraft and I felt readers would enjoy it but they had no American representation at the time so I filed the discovery away under: “Promising.” The bigger and more accurate picture is that KFA is yet another light aviation success story for South Africa*. Almost half-way around the world, South Africa fell out of many conversations once the apartheid struggle finally ended in the 1990s. Yet despite years of ugly headlines, the country’s interest in aviation has been strong and building. Companies are producing lots of aircraft. (The Aircraft Factory alone produces 20 Sling aircraft each month, and has plans to increase to 30, employing almost 500 personnel.) KFA was begun roughly when apartheid ended, so it shares no history with that difficult period.

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A Return to 2004 LSA Prices in 2023 As SkyRanger and Nynja Return to Market

By Dan Johnson || July 24, 2023 5 Comments

I write about affordable aviation whenever interesting material is available. This website will eventually (probably by August or September) move to the AffordableAviation.com domain that I purchased many years ago. It’s important to me that pilots can actually afford to own and fly their own aircraft because I am one of you.

I maintain you’ve always been able to find affordable new airplanes but you had to accept something other than a 150 knot four seater.

Part 103 has always been a choice — no medical, N-numbers, or pilot certificate needed — yet not everybody wants that. A great many pilots desire a two seater, even if they nearly always fly it solo. You usually pay more for a two seater, making it less likely to be affordable.

One modestly-priced two seater is available, fortunately.*

A Genuine Bargain?

One flying machine made flying affordable some years ago but it rather quietly slipped from the American market. Therefore, I was pleased to see the return of Sky Ranger for $49,985, complete.

Does “complete” mean a full parts kit? Yes, including wing coverings but everything else you need as well: 80-horsepower Rotax 912 (more than enough; I thought one flew well even with a 582), Kiev 3-blade prop, custom exhaust system, carb heat, Kanardia instruments, and engine instruments.

You won’t have to paint this one as it uses a sewn Dacron laminate fabric that is tough, light, and needs no paint, saving a bundle plus hours of work.

Build time is estimated at 300 hours and it looks to be quite a straightforward job of assembly. No fabrication is needed and only simple hand tools are used.

If you prefer a smoother fuselage, the Nynja model is available for $10,000 more ($59,985, still quite a value in 2023).The extra funds buy a composite fuselage exterior plus a 100-horse 912.

If you agree this is a bargain at a time when the price of everything you buy has gone up 50 to 100% or more in the last three years, then you might wonder, “OK, but is thing any good?”

Here’s two comments that put that inquiry in perspective: SkyRanger is reportedly Britain’s best-selling fixed-wing microlight and is a five-time FAI World Champion. Designed by Frenchman Phillippe Prevot under the brand BestOff, SkyRanger emerged in 1991, so it’s got track record, too, proven further still by 1,600 flying examples.

How Do They Fly?

Back in 2007 I flew and reported on SkyRanger (read the full pilot report) and here is British aerojournalist Dave Unwin‘s more recent report on Nynja in 2021. I urge you to read both — remembering that my report is from an earlier model version — and then judge if one of these aircraft might work for you. Certainly your savings account, and maybe your significant other, may believe it’s a good choice.

Construction features include: Pin-jointed tubular construction; no welded structure; only straight tubes are used (except wing ribs), which aids assembly; airframe uses aircraft grade 2024 aluminum tubing. Other parts are made from steel and stainless steel.

“The undercarriage is particularly strong,” reported FlyLight. “SkyRanger [was expressly] designed for ‘off the beaten path’ operation.”

Since 2017, Britain’s Flylight Airsports Ltd., has owned the sole design rights and is now rightly considered the manufacturer. Much finalizing work is now in England but primary fabrication is handled by their subcontractor, Aeros, based in Kiev, Ukraine.

Yes, Ukraine! Amazingly, despite the debilitating hardships of war in their homeland, Aeros has soldiered on, as has Aeroprakt, also based in Kiev, or Kyiv if you prefer.

As FlyLight developed this product and worked with Aeros for its manufacture, the design expectedly saw changes and improvements. Modifying the original, FlyLight created the Swift model with shortened wings and the possibility of additional power (the 100 horse Rotax 912). Interior and other alternations were made, later resulting in Swift 2 and now SkyRanger U.S. is promoting Swift 3. I think this is well-suited for the American market that values higher speeds to cross this large country.

Even with the shorter Swift wing, takeoff performance “is still in the STOL category,” said FlyLight,. “With the 100 horsepower 912ULS, maximum weight takeoff roll on grass is just over 200 feet. A spirited 1,200 feet per minute climb rises to more than 1,500 feet per minute solo.”

Nonetheless, stall speed remains a “comfortably low, meaning short field landings are a breeze.” Authoritative control response down to stall speed makes for fuller control with good crosswind capability.

For those that want ultimate STOL, the original long wing is also available on request.

“Swift 3 also has available an LS version which has a 600 kilogram (1,320 pound) maximum takeoff weight. With empty weight under 270 kilograms (595 pounds), the LS version has an astonishing payload of 330 kilograms (725 pounds)… 1.2 X its empty weight!”

After almost 20 years of LSA development adding features that pilots have requested, and after absorbing the mass from these options, empty weight for most LSA has crept up steadily, making SkyRanger’s useful load unusually large.

SkyRanger has been my focus here because it offers a lower price point. However, Nynja is worth your interest if the extra 10 grand is not too much for your budget. It has a composite exterior and the shortened wing of the earlier Swift model so it has a higher cruise (and a somewhat higher stall, of course).

For $50K plus 300 hours of your labor you could have a world champion that has proven itself since before we had Light-Sport Aircraft. Learn more at SkyRanger USA.

SkyRanger Points of Interest
information provided by FlyLight

Simple Tough Structure
Fast Build (~300 hours)
Cruise at 100+ MPH
Stalls at 37 MPH
Climb at 1,200 FPM
Over 1,600 Aircraft Flying
Unbeatable Value
See SkyRanger, Nynja and other aircraft, on the factory website
Contact the U.S. representative, SkyRanger USA, also operating as Blue Collar Aviation

* SkyRanger is not the only modestly-priced aircraft fitting this general description. BushCat from SkyReach is another. It is sold in the USA by AeroSport and it is also available in kit form but BushCat is approved as a Special LSA so you can buy it fully built.

Compress Post ...

I write about affordable aviation whenever interesting material is available. This website will eventually (probably by August or September) move to the AffordableAviation.com domain that I purchased many years ago. It’s important to me that pilots can actually afford to own and fly their own aircraft because I am one of you. I maintain you’ve always been able to find affordable new airplanes but you had to accept something other than a 150 knot four seater. Part 103 has always been a choice — no medical, N-numbers, or pilot certificate needed — yet not everybody wants that. A great many pilots desire a two seater, even if they nearly always fly it solo. You usually pay more for a two seater, making it less likely to be affordable. One modestly-priced two seater is available, fortunately.* A Genuine Bargain? One flying machine made flying affordable some years ago but it rather quietly slipped from the American market.

Expand Post ...

EAA AirVenture Oshkosh 2023 — Set-up Day Tour to Whet Your Aviation Appetite

By Dan Johnson || July 24, 2023 2 Comments

Do you know when you’re an airshow junkie, ‘er… enthusiast? Answer: When you actually enjoy observing the set-up process. I’ve made the following observation many times.

The night before opening, with literally hours before the show starts, the place appears in a state of chaos. Pandemonium reigns. Vehicles, crates, equipment of every kind is seemingly strewn about as if by a storm (which did do some damage on Saturday night, ironically most affecting those who started earlier).

Every show I think, “No way can they get this or that exhibit ready in the 10-15 hours before the main gates open to hundreds of thousands of visitors.”

You never know who you’ll see at AirVenture, such as pilot and actor Harrison Ford who visited Rotax Aircraft Engines. photo courtesy Christian Mundigler, seen on right

Yet every show on opening day, I find myself saying, “What?! It’s all done!” Did they work all night? Even if staff was willing to work all night, it seemed unlikely to get the job done mere hours earlier. Maybe it’s magic or Santa’s Elves. Look closely. I’ll bet you see a lot of tired workers on day one but big crowds put smiles on their faces.

In this article, I’ll show you some airplanes that caught my eye. Not because they’re brand new or super innovative, though I’m always on the alert for those qualities. Many airplanes go through more subtle changes, and given aviation’s demands, maybe that’s not so bad.

Come On Along
for a Ride

Some people say they are visual learners or simply prefer video. I understand. Even as a longtime writer, I love the video format.

Fisher Flying Products is branching out into metal kits with Archon. Longtime Fisher man Mike Makepeace hinted the kit in progress in the foreground is a project of a young family member. I’ll be looking into it.

If you prefer video to reading, you’re in luck. I made a 5-minute quickie for you to get some views of Oshkosh on set-up day. Along the way I stopped to observe some aircraft that caught my attention. I’ll write about these below briefly. Have it your way: video or a magazine-style article.

The blue trio are from Fisher Flying Products, which company itself has news of a new financial partner that is helping with the metal aircraft hiding in the background of this image. That’s the Archon, which made a big impact on visitors to last year’s AirVenture.

The irony of this combo is that Fisher is known for its nearly all-wood kit aircraft, while Archon — created by a Greek designer — is all metal. It’s quite a departure and explains why another man wanted to help in the alterations they planned to make. The Archon in progress is displayed at SportAirUSA‘s display in the main aircraft display area.

KFA, Kitplanes for Africa, started with the popular Bushbaby, which evolved into Explorer followed by Safari LSA, now seen for the first time in America.

I first ran into the Kitplanes for Africa company at Aero in Germany back in 2019. You rarely hear Africa associated with aircraft production but the secret is KFA is from South Africa, where we have a couple other well-known light aircraft builders including BushCat and the Sling line from The Airplane Factory.

Another company celebrating an anniversary, KFA was formed in 1993. Kitplanes for Africa started production of the Bushbaby aircraft, which they say “made a name for itself as a true bushplane in the Microlight category,” selling more than 300 Bushbaby aircraft. While Bushbaby is still being produced, Explorer came into production in 2003 as an upgraded Bushbaby. Pilots attending Oshkosh can check in with the Canadian distributor for North America to learn more about a Safari LSA on display.

T-Bird is back after years of absence. A revived company emerged at last AirVenture but this year their display is fleshed out showing a considerable work effort.

We are seeing a year of several anniversary dates in Oshkosh this year. Most obviously, AirVenture celebrates its 70th year, while Avid Flyer design turns 40 as does Quad City’s Challenger. KFA above celebrates 30 and now we come to T-Bird which has also hit the 40th for these designs. Avid is not in production and T-Bird was out of production for many years but never dismiss a worthy design as dead; somebody might resuscitate it.

That’s what a family from Berlin, Wisconsin did. They rescued the T-Bird line, brought it from Iowa to Wisconsin and have been busy the last year. I was surprised and pleased to see it last year but this year, T-Bird is looking even better, displaying three aircraft. One pictured nearby is their TU model, which stands for True Ultralight. Harking back to the early Quicksilver days, I have fond memories of flying a version of this machine with its three-axis control (which was not universal in early ultralight days). T-Bird also displayed a two seat model.

The Sorrell Hiperlight has been around for decades, a proven design. Yet it’s always been a kit. A couple years ago Ron Jones started down the path of becoming a Special LSA. We’ll learn more this week.

Hiperlight is yet another company with a lengthy history, dating to Sorrell Brothers from the U.S. west coast. Now the biplane design hails from Michigan where Thunderbird Aviation’s Ron Jones has been laboring away on meeting ASTM standards for fully-built LSA. Some old timers dismiss these standards as lesser than conventional certification but 20 years of LSA has so proven the concept that FAA is broadening its use to Mosaic LSA but also to legacy Part 23 designs (think: Cirrus or Cessna). Ron saw this and chose to embark on the process of meeting ASTM standards.

His plans for the SLSA version previously targeted a very low price, one that reminds of expectations at the beginning of Light-Sport almost 20 years ago. Those price forecasts were before the last couple years when dollar dilution (otherwise known as inflation) sharply raised the price of almost everything you buy. Ron might not be able to meet his earlier price but I’m guessing it will still be one of the great bargains of recreation aviation. I’ll try to learn more this week,.

I close out this tour of set-up day at AirVenture Oshkosh 2023 with a look at an AirCam.

First, here’s a fascinating thought related to Mosaic. Some who read FAA’s 318-page proposal noticed that no ban appears for multiple engines. In fact, electric concepts often rely on multiple motors and they are included in Mosaic. So, could AirCam become a Mosaic LSA? Hmmm… maybe.

Such a step is a big one and the company has not announced any such plans. Of course, the NPRM just came out as all suppliers were working hard to prepare for Oshkosh. Nonetheless, I plan to ask Ian or Phil Lockwood about this possibility and if they concur, I’ll inquire if they may take steps in that direction.

Two points in closing. One, Mosaic is opening all kinds of doors, more than we expected. Two, the AirCam pictured nearby has one of the neatest paint jobs I’ve seen at the show. Another pilot and I debated if they used paint, decals, or airbrushing, but whatever the combination, this kit builder achieved an amazing finish. Come see it and all these planes in the Fun Fly Zone, EAA’s ultralight area.

ARTICLE LINKS:

Fisher Flying Products
Kitplanes for Africa, represented by Drake Aviation
T-Bird TU from Berlin, Wisconsin
Thunderbird Aviation, builder of the Hiperlight
Lockwood Aircraft, builder of the AirCam

Note that background audio reflects an active, busy airshow. In addition, portions were sped up to make viewing them quicker. Enjoy this short tour of EAA AirVenture Oshkosh 2023.

Compress Post ...

Do you know when you’re an airshow junkie, ‘er… enthusiast? Answer: When you actually enjoy observing the set-up process. I’ve made the following observation many times. The night before opening, with literally hours before the show starts, the place appears in a state of chaos. Pandemonium reigns. Vehicles, crates, equipment of every kind is seemingly strewn about as if by a storm (which did do some damage on Saturday night, ironically most affecting those who started earlier). Every show I think, “No way can they get this or that exhibit ready in the 10-15 hours before the main gates open to hundreds of thousands of visitors.” Yet every show on opening day, I find myself saying, “What?! It’s all done!” Did they work all night? Even if staff was willing to work all night, it seemed unlikely to get the job done mere hours earlier. Maybe it’s magic or Santa’s Elves.

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Super-Affordable Part 103 Dingo (low $20,000s, complete) Enters Production

By Dan Johnson || July 22, 2023 4 Comments

Tom Peghiny of Flight Design USA fame, wrote, “Jan Jilek is one of the design engineers of Future Vehicles as well as their test pilot. He is also a talented aerobatic performer. We flew together in a few planes while I was working in Sumperk, CZ [as a consultant to Flight Design].”

Dingo was created by Marek Ivanov. At the beginning of 2021, he showed the first 3D images to the Future Vehicles team. This is an experienced group that does a wide range of engineering work for a variety of aircraft producers.

Describing Dingo

Dingo’s airframe is primarily riveted 6061 and 2024 aluminum sheet. Wings, full-flying elevator, and rudder are covered with Ceconite polyester fabric. A composite seat rivets to the front part of the fuselage. The 2.6-gallon plastic fuel tank is located inside the fuselage behind the pilot’s seat and behind that, the powerplant is mounted to the fuselage using rubber isolator blocks.

Dingo’s main landing gear is welded from thin-walled steel tubes and bolts to the fuselage. Tail gear is steerable and straightened by spring. Ailerons and elevator are connected to the stick by push-pull rods, and the rudder is connected to welded pedals by cables.

Dingo made its maiden flight on June 22, 2022 at the Jaroměř (LKJA airport) only a year and a half after the team pondered the 3D drawings.

Dingo is a single-seat open cockpit biplane, powerplant in pusher configuration, a classic taildragger with a T-tail empennage. It was designed with a focus on easy and quick assembly. That promise is aided by using match-hole technology that assures a homebuilder without fancy jigs can accurately assemble Dingo subassemblies. This is now widely used in LSA but it is far less common on Part 103 entries.

Based in Hradec Králové, Czech Republic, Future Vehicles announced that the Dingo has passed several key milestones, and is now in full production.

Designer Marek Ivanov gives instructions to test pilot and engineer Jan Jilek before the first Dingo flight.

“Dingo is an ultralight aircraft that can qualify as an Ultralight in the U.S. according to FAR 103, and as a single seat deregulated aircraft in numerous other countries,” said the company. “It is a design inspired by the Hovey Whing Ding, a landmark design in the 1960s.”

The original Whing Ding was meant for flying mostly in ground effect, low over the desert but Future Vehicles’ Dingo is designed and built to current airworthiness thinking and uses only aircraft-grade materials.

Well Wrung Out

In the year since its introduction, the Dingo has finished development and testing, completed the kit, and the in-depth assembly manual and videos. The first 10 kits have been sold. Three Dingo kits have been completed and are flying in Europe and the first Dingo kit to be sold in the USA was recently delivered. An active Dingo Facebook group is following several projects currently.

Dubbed Alaska Dingo after tundra tires were added, this example just screams “Fun!”

Dingo is available in two versions: Prices start with a basic 25 horsepower air-cooled single-cylinder Vittorazi Moster 185. A more powerful, deluxe version uses a 36 horsepower liquid-cooled single-cylinder Polini Thor 250 DS. Both popular engines are represented and supported worldwide with parts and service. The airframe can be equipped with up to a 40 horsepower engine.

Options include several instrument packages and even a fat-tired “Alaska” version for rough fields or as an ultralight STOL competitor.

“The detailed assembly directions include both a PDF manual with excellent CAD drawings and parts lists of each assembly and companion videos of how each assembly is built,” noted Future Vehicles.

The recommended covering is Ceconite polyester fabric. One current builder in the UK is using Oratex which does not even require painting. View a sample tutorial video of the assembly directions at the bottom of this page.

The exciting and easy-to-build aircraft is now available worldwide through an innovative, factory-direct business model (think: Tesla) that reduces delivery times. Currently Future Vehicles can ship in one month. Going factory direct ensures door-to-door delivery.

An original Hovey Whing Ding from the early 1970s. image from Wikipedia

Future Vehicles offers upfront, fixed-cost delivery through the DHL Worldwide which cuts out the need for the typical manufacturer-dealer-container-reship to the owner cycle of many other kits and light aircraft. Their website shows the fixed shipping cost to many countries.

How Much? The complete airframe kit is €12,204 (currently $13,668). Door-to-door shipping by DHL anywhere in the USA is €1,483 (currently $1,660), making total airframe cost $15,328. A completed Dingo after adding engine, instruments, propeller and covering costs €19,000-22,000 (currently $22,000 and $25,000).

In an age when everything seems to have doubled in price, Dingo keeps affordable aviation going strong.

ARTICLE LINKS:

Earlier article on Dingo, with more detail images and specifications
Factory website for Dingo
Future Vehicles, all content about this company on this website plus contact info
Facebook group for Dingo
Info on the Hovey Whing Ding that inspired Dingo
Sleek, soarable aircraft called Song from Future Vehicles

Future Vehicles has created several aircraft, including the shapely Song.

This short video focuses on a e-unicycle chasing a Dingo but it provides some interesting views of Dingo in flight.

For a more detailed view this half-hour sample video provides an assembly tutorial.

Compress Post ...

While you continue digesting FAA’s 318-page thriller on Mosaic, here’s a fun aircraft that does not have to spend even one minute meeting those new rules. I’ve written about the Part 103-compliant Dingo from Future Flight before (this article) but the delightful biplane is now entering production. Tom Peghiny of Flight Design USA fame, wrote, “Jan Jilek is one of the design engineers of Future Vehicles as well as their test pilot. He is also a talented aerobatic performer. We flew together in a few planes while I was working in Sumperk, CZ [as a consultant to Flight Design].” Dingo was created by Marek Ivanov. At the beginning of 2021, he showed the first 3D images to the Future Vehicles team. This is an experienced group that does a wide range of engineering work for a variety of aircraft producers. Describing Dingo Dingo’s airframe is primarily riveted 6061 and 2024 aluminum sheet.

Expand Post ...

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