For many years I've written about this sector and names like Searey, Seamax, and Aventura (all in nearby image) have long been the leading brands. Now the first two are in financial trouble and the last has decamped to Brazil from Florida. Whatever is going on, Vickers Wave may represent a breath of fresh air.
In articles last fall and this spring, I gave overviews of the entire LSA seaplane market (
"A frequently asked question I receive is, 'What is taking so long?'," begins Paul Vickers. "Given the scale and complexity of a project like this, it’s worth explaining some of the key challenges we’ve faced and the strategies we’ve employed to address them."
"The process of developing an aircraft like the Wave has spanned nearly 15 years (2009) — approximately one-third of my life," Paul continued. "The path to this stage has been characterized by sustained focus and incremental progress."
Recalling his early days, Paul wrote, "For the first three to four years, I was the only person dedicated full-time to the Wave, working six to seven days a week." He was focused on ensuring the structural and aerodynamic integrity of the aircraft. Flight testing (
New Zealand’s strict regulatory environment presented an additional set of challenges. The down-under country's Civil Aviation Authority (CAA), similar to the FAA, requires LSA manufacturers to meet General Aviation manufacturing standards. "Consequently," Paul continued, "our company must adhere to rigorous standards and navigate various certification obstacles, including following stringent test pilot requirements."
"Our approach from the beginning has been to construct the prototype with production tooling, molds, and processes," clarified Paul. "This approach aims to reduce variability in future production stages, though it requires significant up-front investment in research and development, creating production-ready tooling, and composite-structure molds. Many manufacturers prioritize design at the expense of manufacturability, but we have chosen to focus on both, with an emphasis on building production efficiencies from the outset."
Composite materials, particularly carbon fiber, pose additional complexity due to their variability. Unlike aluminium, for which structural properties and specifications are standardized and readily available, carbon fiber varies depending on the manufacturer. Each type of carbon fabric has unique characteristics based on the material’s weave, the machinery used in its production, and the proprietary resins applied by the supplier. When we receive the carbon fiber, further factors — such as the composition of the mold, oven types and curing cycles, and vacuum application techniques — affect the final product’s structural properties.
Each composite assembly undergoes rigorous testing. "We produce hundreds of test samples (coupons) in various weights and configurations, which are sent to certified labs," began Paul. "These samples are then tested across a range of environmental conditions, including standard daily temperatures, elevated temperatures, hot and wet conditions, and extreme cold. This testing yields 'material allowables' which guide the design and size of components to ensure compliance with our structural requirements. We repeat these tests with various adhesives to validate bonding integrity under similar environmental stresses."
"This technical and regulatory rigor provides a snapshot of what’s involved in bringing a greenfield aircraft design to life," Paul continued. "In addition to fundamental requirements, we have introduced unique features, such as automatic wing-folding, anti-flip landing gear, and water thrusters. Integrating these innovations on an amphibious aircraft, while staying within the weight constraints of the LSA category (
When may first deliveries happen?
"We have developed new manufacturing techniques that lower cost, increase strength, and save weight, all helping us achieve the incredible useful load."
This company video shows testing of the water thrusters on Wave. Note how tightly it can turn on the water.
https://youtu.be/499ftkOlArk?si=JwvEP-fci8K-IsRa
Winter is coming, so naturally, it’s time to start thinking about seaplanes… right? It always seems weird to write about water-based activities as frost begins to envelop the northern two-thirds of the country. Yet winter is when all the big boat shows happen because buying new vessels requires advance planning. It’s also pleasant to think about spring and summer while snow flurries fly. For many years I’ve written about this sector and names like Searey, Seamax, and Aventura (all in nearby image) have long been the leading brands. Now the first two are in financial trouble and the last has decamped to Brazil from Florida. Whatever is going on, Vickers Wave may represent a breath of fresh air. In articles last fall and this spring, I gave overviews of the entire LSA seaplane market (read here or here). Vickers Wave Update Vickers previously noted, “Wave has finished its flight testing, resulting in a 120-knot cruise and useful load of 750 pounds powered by a Rotax 916iS (reviewed here).” “A frequently asked question I receive is, ‘What is taking so long?’,” begins Paul Vickers.
But what if a longtime producer of Light-Sport Aircraft entered the space? What if the aircraft looked like a helicopter but one you could fly without the steep learning curve? What if it offered 45 minutes of flight with a 15-minute reserve?
The earliest entries had short flight times, 15-20 minutes. Most of them cost too much. For example, Opener's Blackfly (now called Helix) was first promoted at the cost of a "luxury SUV," perhaps meaning $80,000 at the time. It has since more than doubled in price.
Look at the nearby renderings. A prototype is flying now in tethered radio-controlled flight. Two more development aircraft will follow in preparation for the coming Mosaic regulation. Galen said they expect to fit in as a helicopter or powered-lift aircraft; both categories are included in the proposed new rule.
Going this regulatory route means Velocitor does not have to meet Part 103's restrictive rules. This allows a strong fuselage with enough battery energy to give you a reasonable flight time. It also means the aircraft can be recharged with a single plug. Batteries don't have to be swapped out as on other entries.
Eight motors on four booms offers safety redundancy; other models use up to 18 motors with a battery for each.
Velocitor's empty weight is about 500 pounds but it has four times more battery energy than other entries.
With headquarters in Eisenach, Germany, the company's primary production facility is now located in Sumperk, Czech Republic. For years, the Western European producer has been building aircraft in Kherson, Ukraine. Given daily news coverage, every American knows by now Ukraine has been in defense mode following the Russian invasion almost three years ago. After the situation became completely unworkable — Kherson was an early area to be bombed, then occupied by Russian troops — the company quietly removed tooling, inventory, raw materials, and even some workers to less hazardous facilities in the nearby Czech Republic.
“We are very happy to be receiving more and more F2 aircraft," said Tom Gutmann Jr., manager of 
FAA’s proposed Mosaic regulation is widely expected to allow higher gross weights and double the speed envelope for the SLSA category. Flight Design envisioned this regulatory overhaul as engineers designed F2. The company believes their planning "will allow previously-delivered F2s to benefit from this significant rule change."
"We have recently moved production of the CT-series — including CTLSi and CT Super (nearby image), which continue to be popular worldwide — to our new partners in Kazakhstan. This allows us to focus more on the F2 at Sumperk,” said Daniel.
If you can't recall where Kazakhstan is, don't fret. Such remote fabrication has been used by Boeing and Airbus for many years. The parent company in Germany is permitted to sublet work to off-site facilities so long as they maintain control of the design and conduct regular oversight of production and quality control. After many years of doing exactly that in Ukraine, Flight Design is well equipped to pursue building its CT-series in Kazakhstan, Central Asia.
Based in the Czech Republic, Atec is lead by Petr Volejník, company owner, general and production manager, designer, and test pilot.
"Our special, maneuverable, and quite fast Atec 212 Solo is a non-certified, experimental single-seater airplane designed for experienced sports pilots," the factory states. "This small and enjoyable aircraft is a rarity of its category," they added, one the manufacturer claims can "bring an adrenaline satisfaction" to those excited by its performance.
"This one can hit 140 knots," said Todd, though he described a few minor changes to keep it in the current LSA speed limit of 120 knots. With these changes it can be flown by a Sport Pilot using a drivers license in lieu of an aviation medical.
The panel can be equipped with a complete set of standard flight and engine monitoring instruments including modern flat screen avionics. Solo 212's upholstered pilot seat is supported by ergonomically-shaped PU foam.
Solo's elevator is controlled by pushrods and can be electrically trimmed. The rudder is controlled by stainless steel wire cable.
The major airshows have changed, too. EAA AirVenture Oshkosh was formally just "Oshkosh," unless you live in Oshkosh, in which case it's merely "EAA." In Lakeland, Florida, Sun 'n Fun Aerospace Expo is widely known simply as "Sun 'n Fun." Few pilots will use the longer title.
Nonetheless, "I counted 32 exhibitors that arrived for the show," said airport manager Chris Collins. He also noted a few other statistics. "Just over 600 aircraft operations were conducted (see FlightAware graph) — a new record!"
In other comparisons, Chris noted, "We sold 733 gallons of mo-gas — up 67% from 440 gallons in 2023, another new record!" He also identified that 118 transient visitors arrived in their own aircraft. That number does not include airplanes in exhibits.
MAX partner, Jana Filip excitedly noted, "We had great weather, all three days! Zero rain. Aircraft were flying all day long, every day!" That is indeed the magic for attendees looking to check out an aircraft they hope to purchase.
"It was a most exciting year for Midwest Aviation Expo," continue Jana. "With a name change, formerly Midwest LSA Expo, now Midwest Aviation Expo — hence 'MAX' — the operation functioned seamlessly."
Since I've long stressed the value of demo flying, let's make a comparison. At Sun 'n Fun, LSA and Sport Pilot kit aircraft suppliers can fly from the Paradise City turf runway with great ease. They do exactly that, with many demo flights taken. One downside is that so many are operating from that runway that it can become congested and pilots must watch a wide variety of traffic very closely.
At AirVenture, the Fun Fly Zone airstrip is also busy but even less accommodating of demo flights partly due to an awkward approach to landing. EAA has longer-term plans to completely alter this. While that will be most welcome, it will take time and then every vendor starts again to pick the right location for their display.
Conversely, MAX offers the #1 easiest place to demo fly that I have ever seen. During the event, the airport "belongs" to the light aircraft crowd. The runways are wide and long. Congestion is never a problem. If you plan well, you could take several demo flights — most vendors have a schedule and you should get on them if you want to get the most out of your visit.
MAX "concentrates, encourages, and rewards for demonstrations flights during the three-day sport aviation event," observed Jana. "Our new motto is, 'Fly it! Buy it!'. And they did…"
"To encourage the promotion of demonstration flights," Jana continued, "the Midwest Aviation Expo hosts daily Dance Cards for the Daily Demo Derby." Event organizers started encouraging exhibitors to book their demo flights during AirVenture as MAX follows only five weeks later. Clearly, they followed the advice and filled their slots for 2024.
Does the Daily Demo Derby work? With that kind of airport encouragement, you bet it does. Vendors compete vigorously. It's a triple win: customers get aloft in aircraft of interest; vendors qualify more potential customers and get to show off their flying machines; the airport gets lots of activity (graph).
That leads to the final magic. Organizers reported 16 sales were made over three days and my regular surveying of aircraft sales at events suggests at least an equal number could follow in a few months afterward.
By any measure MAX has become a solid success. The aircraft sales put wide smiles on the faces of pilots and that's a value that's hard to beat.
Finally, in a way to show the maturity of MAX, they already have a lead sponsor for the 2025 event. The team from RT Aviation will take that honor. It was provided for this year's event by Daniela and Jeremy Knoll (nearby image) in their new enterprise of Rotax Service Center, 
The French entry cannot qualify as a Part 103 but I find it surprising this super lightweight machine is a two seater and can be electric-powered. It is not available in the USA at this time but the brand once had a strong American presence. I owned one of their light trikes myself a couple decades back. Here's a 
"North Wing has completed many months of design refinement and flight tests," the company stated recently. "We are thrilled to get the new SkyMax trike into production. Very light weight, very portable, and very affordable." SkyMax breaks down in four minutes (once you become familiar with the steps) and the whole thing packs into a bag. Try that with your composite LSA.
"This very light trike uses a unique combination of components that keep the SkyMax strong and durable," said North Wing, "yet SkyMax is very light weight, which makes for great soaring performance. You can easily attach this trike to your hang glider, and the trike and engine quickly folds down to a very convenient size that is very portable and easy to transport."
SkyMax is built with aircraft aluminum construction and aircraft hardware. Rear landing gear is pultruded fiberglass and steel. The mast (on which the wing is mounted) and forward limit tube are airfoil-shaped aluminum. Main gear tires are 10 inches allowing touchdown on unimproved areas, and the front tire uses a friction brake.
"After take-off and safe climb, the rear landing gear can be retracted by stepping on the left-pedal to release a gear-lock and then pulling the retract cord to raise the gear and reduce your drag profile for better performance. This is easily seen in a video found using the link below.
SkyMax has a 1.5 gallon fuel tank, powering your flight for 1.5 to 2 hours. With engines ranging from 22 to 27 horsepower, fuel usage is miserly. Fortunately the cost to purchase is also very reasonable.
A SkyMax Nanolight Soaring Trike starts at $10,990, complete though you can add accessories or different engine choices. Even then it qualifies as a significant bargain. A $5,000 deposit secures your order, with the balance due before shipping. Buyers can upgrade to an EOS RV4 150-cubic centimeter, 25.7-horsepower engine for an additional $350. Add a fiberglass nose cone with fabric fairing for an additional $550. You're still under $12,000 before shipping and in this day and age, that's a value purchase.
Explore this affordable aircraft further on North Wing's 
"However, there are several compromises that demand the clarification for the users to make the best choice," they offered. "There are two distinct sources of electrical technology: one that is supplied by battery and the other by an alternative source. Although, thanks to the fuel cells, the second one is on the rise, today it remains experimental due to complications related to hydrogen supply."
"At La Mouette, we’ve decided to wait for the hydrogen supply chain to mature before offering this technology to interested parties. In the meantime, due to proven battery technology, there are different solutions guided by the right balance of autonomy, weight, cost, and power."
"To date, we can offer five different motors with power output of 12, 16, 20, 32, and
50 kilowatts." (For reference, 1 kilowatt = 1.34 horsepower.) "For the same takeoff weight, every one of these engines will consume approximately the same amount of energy. Thus, a 12 kilowatt engine propelling a 190 kilogram (419 pound) Samson will consume as much energy as a 32 kilowatt engine propelling the same weight Samson. On the other hand if the pilot suddenly needs more energy, the 12 kilowatt engine would be limited to that 16 horsepower, whereas a 32 kilowatt motor (43 horsepower) could provide more thrust though it will consume more stored energy."
"The Lithium-Ion batteries that we currently use to power the motors come in 15.5 kilogram (34 pound) packs," La Mouette explained. "A Samson trike mounted on a 12-square-meter (128 square foot) flex wing can fly about two minutes per kilogram of battery on a single-seater and one minute per kilogram of battery weight when flown as a two-seater. A battery pack will therefore be able to fly a Samson weighing 419 pounds for 30 minutes while cruising, or 15 minutes at 595 pounds engine flying at full speed. For more powerful engines it is necessary to put more batteries to exploit the motor's full power, although this is offset by having to carry the greater battery weight.
With a 12 kilowatt engine, for single-seater flight only, La Mouette cautions, a single high-discharge battery will be sufficient but it will only get you to the first thermal (enough for a soaring pilot who would shut it down). The company also clarified that a high-density battery operates differently than a high-discharge battery.
A 20 kilowatt motor for an occasional tandem flight needs a minimum of three high-discharge batteries or four high-density batteries.
Fifteen years ago, I wrote about company founder Gerard Thevenot building the 
Fortunately, if electric propulsion isn't your goal, the French manufacturer offers a wide range of conventional gasoline engines including: Cosmos 300, Thor 303, Thor 202, Thor 130, Thor 80, Black Bull, Black Devil, Tornado 280, Aero1000, HPD 12, HPD 16, HPD 20, HPD 32. In case those choices are still not enough, the company added, "It is possible to adapt other motors on demand."
I am not reporting price for the Samson as no U.S. supplier is specified yet. If interested, contact the company using 
"We believe many reasons explain why backcountry flying has become very popular in North America," Trey elaborated. "One of the primary reasons is simply an opportunity to become a more experienced pilot. Many have also discovered the crowd-drawing STOL competitions across the country."
“We are excited to bring this extraordinary aircraft to the market here in North America. Sirius Backcountry is a result of 30 years of design excellence from TL engineers and we believe we have created a multi-functional, Mosaic-ready aircraft,” said Trey Murdaugh.
TL North America is the North American distributor of Sting, Sirius, Stream, and Sparker, offering sales and service in United States, Canada, and Mexico.
The Sirius Backcountry and Backcountry SE, along with the entire 
Instead, I refer to people who want to fly but may have challenges many of us don't face. If you had a passion for flight but you had lost the use of your legs, must you just give up?
Not if Charles Stites and Able Flight have anything to do with it. Of course, personal determination is also required.
SIU students trained in two 
Charles noted, "The handles in the center console operate the rudder and the others are for differential braking."
Today, regretfully, the Seamax company is going through some very difficult circumstances as noted in this 
Seamax (
While Seamax design Miguel Rosario admits the business part of aircraft building is not his forte, this prolific designer is one of those types who can't sit still while the bean counters sort out Seamax, Inc.
"I am still working in airplane design (and race cars)," Miguel recently wrote via email. "I just developed a new amphibian that should have a low cost."
"I want to share with you the Duck, a design specially made for a Brazilian company called Fly Fox, located in Goiania, Brazil." Miguel cautioned, "So far, the info I am sharing with you… is for your personal information." He promised to supply more details; when I hear more I'll pass it along.
Fly Fox is the manufacturer of the Fox ultralight family consisting of V4, V5, and V6 (nearby images). Miguel noted that for the last 20 years, Fly Fox has been successfully manufacturing kit-built ultralights. "In manufacturing quality and flight characteristics, these are very good aircraft," Miguel expressed.
He continued, "What I made is a 'reassembled' Fox V5, using same wings and tail, repositioning
the boom on top, installing the engine in tractor position, and adding a small composite boat hull."
"The flight test program is finished," Miguel declared, "and Fly Fox is now preparing for production."
"[In the last] year, we developed manufacturing templates, where all parts, without exception, are drilled in the same pattern. We made improvements to the aircraft, such as tanks on the wings, laminar landing gear, Celeron pulleys, lighter fairings due to improved resin quality and several other improvements. During this time, parts were manufactured for the kits, today designed in Solid Works, finished with CNC and water cutting. All tubes are made of 6061-T6 aluminum, manufactured under strict quality control."
"Fox V5 Super Neo is an ultralight built side by side for the pilot who wants the "open cockpit feel." [With] the strength and safety of the Fox line, and with its docile controls, low stall speed and configuration of an aircraft with unsurpassed flight quality, V5 Super Neo will certainly be the choice for the adventurous aviator."
Sure, Sun 'n Fun, Aero Friedrichshafen, and AirVenture Oshkosh are far larger… and that's the problem. Size does matter but not always the way you think.
At these wonderfully huge events, you have so much to see and so many people to talk to that you cannot get to everyone. When you do end up in the front of a waiting line to talk to a vendor, you may have be quick as many others are waiting and the vendor wants to serve all the customers he or she can. The sheer size of these events also means literally miles of walking on some days. I don't even want to mention the lines of plastic portapottys baking in the sun. Whew!
Instead, come relax in Mt. Vernon (KMVN), now the longest-running light aviation-focused event in the country. Yep, this is their 16th year, making it the grandaddy of such events.
Comfortably after Oshkosh, on September 5-6-7, 2024, Midwest Aviation Expo is a calm and thoroughly enjoyable gathering. They've selected this date carefully and weather has usually been excellent. The area around the airport is wide open, very accommodating of demo flights.
"Several Sponsorships and Partnerships are in place and some 9-10 new Exhibitors are registered," said lead organizer Jana Filip. Vendors commonly return year after year; see articles below. "Chris Collins will be going to Oshkosh to promote the event."
Rebadged for 2024, 
I know, I know… if you are a vendor, you're so busy about now that stopping work to tell your story is often not a priority. I get it.
Yet in a mere five minutes of downtime, you could inform us generally of what you are preparing so we can try to check out your project at the big Wisconsin show.
Short story:
"Buy an aircraft manufacturer with a certified product and also selling in the Light-Sport Aircraft class for, what? …£100 million? Try again and aim low: just over £12m ($15.3 million)," wrote Flyer staff.
The UK magazine reported that was the winning bid for the assets of Icon but continue reading.
"£134m ($170m) worth of debt was written off during the bankruptcy case for Icon Aircraft when it came before Judge Craig Goldblatt in Delaware last week," wrote Flyer.
Earlier, a Chinese buyer was going to absorb the prior debt while paying slightly less for the company. The supposed Chinese buyer never explained how they would earn such a large amount to cover that debt service.
"The 
Dürkopp Adler Group describes itself as "a global innovation and technology leader in the field of industrial sewing. We develop, produce and sell high-quality sewing machines and equipment."
ByDanJohnson.com readers will 
Flyer reported the opposition
“They alleged that the majority shareholder, Shanghai Pudong Science and Technology Investment Co. Ltd., which has been the controlling equity holder of Icon since 2017, seized control of the management, operated the company as its own property, and systematically dismantled it to expropriate Icon’s intellectual property to China.
"In other words," Flyer summarized, "Icon has been bought for a song from its main shareholder, writing off its debts in the process and ending up with the intellectual property of the aircraft producer. The Delaware court is due to approve – or not – the deal this week."
Law360 (paywall)
Dunnellon is in Marion County, not Ocala but the close proximity helps both. Under airport manager (and pilot) Mike Grawe's leadership through the last six years, X35 has become a thriving facility with energetic new businesses sprouting up.
What may be most important is the presence of new, younger businessmen entering affordable aviation. People like me with decades of experience fill a useful role but we're like disappearing airline captains. We'll be moving on and entry-level aviation needs fresh blood. X35 put out the welcome mat… and it's working.
Randy has taken over an existing operation, is preserving the originator's names 
These two new businesses join the veterans at X35 adding to the success Mike Grawe has been building.
Central-northwestern Florida and its fancy equestrian ranches exist alongside a vibrant 
OK, let's come back to Earth… or water perhaps …or either. Aero Adventure continues to fly as it has for three decades (though management has changed at least three times over the period). For a tiny fraction of $13.5 million, much less $170 million, Aero Adventure has built a line of aircraft, including kit versions and an SLSA version. They've also offered the 
The U.S. operation of Aero Affinity ranges widely through the light aircraft space and has entered somewhat larger aviation, no doubt a good direction to be going as we contemplate Mosaic LSA that require new expertise for equipment like retractable gear, adjustable props, alternate propulsion systems, and more. Last year Alex took factory training by 
As to affordability
To hold prices from soaring even higher, this move by Aero Adventure makes economic sense. I'd bet they can also add new sales from South America.
Regardless of price questions, Aero Adventure appears to be one of the steadiest producers in the LSA seaplane sector along with Scoda Aeronautica and their 
How much investment has this California company attracted? Numbers I've been quoted vary enormously but all estimates run into many millions of dollars. If these guesses are even close to accurate, Icon has generated more investment funding than nearly any LSA producer. Only one outstrips them. That was a reported $200 million sale of Pipistrel to Textron, owner of Cessna and other aviation brands. I hope the aerospace conglomerate got all they hoped for because that is a super-premium valuation for any LSA company, even one as tech-savvy as Pipistrel.
Icon has performed reasonably well in recent years (
Yicai reported on May 22, 2024 that "shares of stock in Shang Gong Group soared to the exchange-imposed limit after the Chinese sewing machine maker and logistics service provider said that it will invest $13.5 million to buy insolvent US light airplane maker Icon Aircraft and take on its debt."
Yicai reported, "Shang Gong set up a subsidiary in the US as a stalking horse bidder to negotiate an asset purchase agreement with Icon Aircraft." The Shanghai-based stock company said that funds would be used "to acquire selected assets from the Vacaville, California-based company and its three affiliated firms." The "affiliated" firms were not identified and the news source did not respond to an email inquiry.
"As the assets will be sold by auction, Shang Gong will bid against any other competitors and the actual transaction cost may be higher than the current offer price," Yicai continued.
This picture gets more convoluted.
"Icon Aircraft, whose main production base is in Mexico and which employs 313 people, is owned by a shareholder of Shang Gong called Shanghai Puke Feiren," Yicai reported. The shareholder is an investment company with a diverse portfolio.
The market for recreational aircraft like Icon A5 is very small in China. The country leans toward practical solutions like transportation rather than leisure flying, although any opening of the lower-altitude airspace might quickly change that situation.
"Since the end of last year, the Chinese government has incorporated low-altitude economy into its policies, so now almost any company wants to have something to do with aviation," Tai explained.
In our exchange, Tai and I agreed that the idea of eVTOLs may be technically achievable now, at least to some range of operation, but public acceptance of this aircraft development may still take years.
Meanwhile… Icon and its sleek A5 will continue in operation, the company has assured. Other sources I consulted were dubious about the $13.5 million investment being enough to rescue Icon, given the weight of servicing all prior investments. Only in time will we know for sure.
Americans who own an A5 aircraft are in no jeopardy, Icon assures. Sales and service will continue.
James came to aviation from the computer business, where the pace isn't fast — it's furious! Over the years Dave and I covered James and his output, we'd make a new video at every airshow, it seemed, as he had moved on from the last design to the next. That's what they do in the world of computers but it made pilots' heads spin.
It also probably slowed sales because, as with computers, why buy this airplane when the next one will be even better?
James founded Belite and began with ideas about carbon fiber tube airframes. It was a marvelous, modern, even exotic idea but it was quite unorthodox for most builders. Plus, in those days, carbon fiber was expensive and a Part 103 aircraft needed to be affordable.
James went on to variations on the theme changing so frequently that he produced few or none of the development models. While he may not have sold large numbers, his fast progress kept the curiosity of pilots sky high. He regularly drew crowds at events.
A caffein-stimulated fury of designs finally seemed to settle down when 
The pair is at an early stage of the development in this project. SkyKicker's website is in process. However, given a design that has already proven itself, and adding the high level of energy Nick and Charlotte are bringing to the task, I doubt it will be long before Chipper becomes a product on the market.
Until their business is fully established, you can contact them by 
The episode discussed how an Alaska pilot had repaired his aircraft after a bear attacked it and clawed the fabric covering in several places (see simulated bear claw). The pilot made repairs with — you guessed it! — duct tape, and flew home successfully.
To test this pilot's claim in their characteristic manner, the Myth Busters team got one of James' airplanes and covered every cloth surface using duct tape (genuine image, not Photoshopped). James successfully flew it for them, though "not very long and not very high."
The show generated so much interest that Belite's website crashed for a few hours.
Russ continued, "Founder Paul Vickers said the company is now raising capital to fund the push to begin deliveries on its backlog."
Vickers added, "The plane has finished its flight testing and shook out with a 120-knot cruise and useful load of 750 pounds with a Rotax 916 iS pushing it along."
Paul said the company is planning to manufacture Wave in the U.S. "Most current investors are Americans," Paul noted. A U.S. customer will receive the first Wave.
Wave has had a long development cycle but their timing with Mosaic approaching next year looks prescient.
Icon announced more promising news
However, Searey won 
According to a party I know to be reliable, new buyers are ready and have proposed to reacquire the onetime American company. Even original designer Kerry Ritcher is said to be part of the group interested in taking over from the Chinese. While plans remain uncertain, an American group could quickly breathe life back into a moribund brand. In recent years, the company's appearance at airshows was modest and unenthusiastic. Over the last year, no one has answered the phones. Now the factory is shuttered.
Under lock without access, Progressive Aerodyne is reportedly packed into containers in their former factory, while the rent continues unpaid. It looks dire, but a moderately-well-funded investor group could get up and running fairly quickly, it was imagined. The parts business alone has sustained the company and offers a route back to normal operation; reviving that would be a relief to current Searey owners. Action will depend on current ownership making a decision; when that may happen is not known.
Yet combined with the original talent that created this popular LSA seaplane, new investors could quickly brighten those cloudy skies.
"The company owes several million dollars to creditors and customers," a reliable source told me. "Employees have voiced concerns and some are taking action." Seamax leaders have reportedly managed to keep their core team using "informal payments."
"In North America, the Brazilian company allegedly has more than a dozen orders to fulfill, to customers that have made substantial deposits." The prognosis for those deliveries is unknown, though the company reportedly delivered one aircraft to America recently using unorthodox channels.
While “buyer beware” is always good advice, one thing I've learned from decades of reporting on this particular sector of aviation: Never write off a worthy design as dead and gone. I've seen many popular aircraft such as Seamax return after internal reforms or under new leadership..
Let's do this up front: the price of a ready-to-ship kit is $59,900. It's available today.
"Due to enhancements in our production capabilities," Aero Adventure stated in a recent mailing, "we produced an additional kit beyond our standard production last month (April, 2024), which is now available for purchase!"
Compare a low price and immediate delivery to any of the aircraft above. It seems like an earlier time when people could actually afford stuff and dealers had products in-stock, ready to deliver. Of course, you'll have to add an engine, avionics, and you might want to doll up the interior but the base price is righteous.
For not much more than $100,000 you could be airborne in a brand-new, well-proven seaplane from a stable manufacturer that is growing their enterprise. Given almost everything you buy has doubled in price during the 2020s, Aventura seems a genuine bargain in 2024.
If you believe it's worth a closer look, 
I have often written about many seaworthy aircraft and invite you to 
Throughout the '70s, hang glider designs accelerated smartly in glide performance and sink rate, stretching from slope-hugging 4:1 triangular-shaped wings to elegantly long and slender "bladewings" that could exceed a 20:1 glide yet remain foot-launchable and still be an aircraft you could carry on your shoulder (when folded down). Passionate enthusiasts thrilled to a 5X performance improvement in a decade or so.
In the beginning, most pilots launched off mountains to get enough height to catch thermals. Yet lots of America doesn't have mountainous terrain. Florida had plenty of pilots eager to fly hang gliders but to find the best soaring, they had to load up their gliders and drive 10-12 hours to the hills of Tennessee where flight park operators like me catered to them with mountain launch sites. At home they did boat towing regularly but that rarely got them high enough to catch thermals. One Florida man dreamed of a solution.
This central-northwestern area is home to fancy equestrian ranches and the spacious airport has begun to thrive from light aircraft operations. Airport manager Mike Grawe supported by industry expert Roy Beisswenger and airfield entrepreneur Troy Townsend welcomed Randy Dorsey along with another business setting up to build the former Belite Chipper 2, the latter operated by husband-and-wife team Nick and Charlotte Jones. Along with two powered parachute operations and 40 brand-new T-hangars (sorry, already fully booked), X35 looks alive and thriving.
Learn more about plans for Dragonfly back home in Florida in the video below. You can also read several articles below from my earlier reporting.
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A man of highly innovative design but very few words, many knew Bobby for years yet learned little about him. He was rarely one to talk about himself in public settings. I always figured that much of the time he was designing the next aircraft in his mind.
A celebration of his life is planned for Sunday, May 26th, 2024 at 6548 Groveland Airport Rd, Groveland, FL 34736 — the airport Bobby called home for decades.
Florida and southeastern U.S. pilots who knew him can gather to share personal details and tell tall stories of Bobby's numerous flying exploits. 
It isn't only that seaplanes can offer "triphibian" capabilities (a term once promoted by 
Now from 
"In 2007 we displayed the airplane with a rollout in the local concert hall, Tonhallen in Sundsvall," he continued. "We flew for the first time in 2008." He observed that they are still flying that same aircraft and the team believes they have this well sorted out and are ready for market.
In an earlier iteration, Seagull used a strutted wing with titanium landing gear powered by a Jabiru 2200 engine that output 81 horsepower. "Since then the design has evolved," Staffan said, "and today LN-3 Seagull has a cantilevered wing that is easily removed." Carbon fiber is used in most of the construction including the landing gear. The engine selections now feature Rotax or D-Motor.
"We made a lot of modifications and have flown with three different engines," related Staffan. "Early in the process we replaced the strutted wing with a cantilever wing to offer easy mounting and dismounting of the wings. We made a trailer for ease of moving the airplane to and from the airfield."
Power has increased from the four cylinder Jabiru. "We have flown with the Rotax 914 Turbo plus a four-cylinder D-motor. We are currently using the 
"All modifications were made to the original aircraft… [but we have now] finalized the design of the production airplane in 3D-CAD environment," Staffan clarified. We have made most of the molds (image) and will start producing kit airplanes in summer 2024. This start of production is a great milestone for us and, of course, is very exciting!"
After many flying hours have been logged, Staffan is clearly ready to get LN-3 Seagull on the market. "It's a nice flying airplane with very good performance and a totally unobstructed, hard-to-beat view from the cockpit," boasted Staffan.
The airplane is equipped with conventional ailerons controlled with the stick via push-pull rods. The flap is of slotted type with a maximum extension of 45 degrees. A horizontal stabilizer and the elevator are controlled with the stick via push-pull rods. The rudder is controlled with pedals via cables and it extends to become a water rudder controlled with the pedals. Hinges on all control surfaces are of ball bearing type and the elevator is fully balanced.
LN-3 Seagull landing gear is composed of retractable main gear and a steerable tail wheel. The main gear legs are built of carbon fiber and euipped with a oleomatic spring/damper. Retractable gear are actuated mechanically with a lever in the cockpit.
The fuselage consists of a hull built from aramid fibre and the rest of the fuselage is carbon fiber. Fuselage panels are of sandwich construction and behind the aft seat a main bulkhead with a metal truss distribute the loads from the fuselage to the wings. The cockpit floor is constructed to permit the hull to flex somewhat when landing on water.
LN-3's structure is robust as the manufacturer said, "The design is made in compliance with FAR 23 aerobatic category thus making the LN-3 permitted for aerobatic flying."
The fuel tank is placed in the fuselage and the filler neck is positioned under a lid on the left side. "This is an advantage compared to having wing tanks, especially when taxiing on water," noted Staffan. "The engine will have good fuel supply without the pilot having to monitor which tank is chosen."
"We have now opened our order book for LN-3 Seagull kits" said Staffan with clear excitement. "We are also looking for partners to present and sell the airplane outside of Sweden."
So, it is already certain that I will conclude my full-time activities with ByDanJohnson.com on a very high note and I am grateful beyond what I can convey. I had hoped to "go out at the top of my game" and this strong response from visitors is a wonderful send-off.
Please believe me, though, the genuine thanks are from me to you, not the other way around.
I am deeply appreciative of your loyal readership for these past 20 years. Thank you from the bottom of my pilot's heart.
Firecrown boss Craig Fuller acquired ByDanJohnson.com (and my alternate domain name of AffordableAviation.com) because he recognized the content's value. This was reinforced because he owns and flies two LSA (an Icon A5 and a Tecnam Astore). He knows and likes the same kind of aircraft that you do.
Can you imagine a better group to help your entry into aviation writing?
