Since 2014, LAMA has explained that light aircraft could be used productively for many work missions, although the Association was careful to stress that it was not advocating for passenger or cargo hauling. Many other aerial working activities were demonstrated to FAA. Agency rule writers agreed and the opportunity is coming with Mosaic.
Admittedly, the community does not yet have all the information needed on what pilot credentials will be required to use Mosaic LSA for aerial work, but as the agency weighs comments and discusses this internally, we hope Flight Standards (which manages such things) will remain as reasonable as the Aircraft Certification group.
In this article I am pleased to observe one credible use of an LSA to do some serious aerial work. Fortunately, many other countries already recognize these flying machines can be useful. In this story, learn how the freedom to fly is helping Africa's wildlife thanks to gyroplane enthusiasts.
"As you know, flying gyros is a beautiful hobby shared by many people all over the world. For some people, however, this hobby has become an important job with a big role in the protection and defense of wildlife.
"A great example is given by our friend Keith Hellyer who dedicates his life to fight every day against poachers with his fleet of three M24 Orion gyros and one M22 Voyager in the Tsavo’s Kasigau corridor in Kenya. The aircraft are used to monitor elephant movements, acting as deterrent against poachers and pinpointing the presence of intruders so that ranger patrols on the ground can be directed towards them.
"The M24 Orion (side-by-side, enclosed) in particular has proven to be a valid ally in this important task, allowing rapid travel and immediate intervention.
"Happily, this is not the longer the only example," MagniGyro continued.
"A new luxuriant green M16 Tandem Trainer (nearby image) was recently approved by the CAA and is aimed to be used to fly around in the Shamwari Game Resort, a 30,000 hectare game reserve situated in the heart of the Eastern Cape in South Africa.
"Here is the largest population of private free-roaming black and white rhino animals in South Africa.
"Safari Operation Manager Andrew Kearney is working hand-in-hand with instructor Caroline Zalewsky Blane to bring the gyro from Johannesburg to Port Elizabeth in an exciting two-day trip," said the Trust. "The new gyro will assist the rangers in supervising these fascinating animals during the regular surveillance of the reserve."
Appreciation Expressed: 
"A big thank you to Magnigyro for their continued partnership, and keeping our gyrocopters durable and safe," expressed the Trust. "We recently received two sets of rotor blades (nearby image) that will ensure our gyrocopters are well suited for a multitude of tasks."
Aerial work is helpful because a manufacturer that can sell some units for a commercial purpose may sell these work machines at a higher profit margin. In turn, this should strengthen their business, helping to ensure they can continue to provide parts and service for the airplane you bought from them.
Healthier businesses can support their customers better. That alone makes the effort worthwhile. These aircraft perform useful activities while consuming less fuel and making less noise, bringing further benefits to the idea of aerial work.
One of the brightest stars in the Mosaic regulatory constellation is allowing LSA to do “aerial work.” In today’s LSA, the only compensated activities Americans can perform are flight instruction and limited towing operations. Any more is prohibited by SP/LSA regulations. Why is this important? Since 2014, LAMA has explained that light aircraft could be used productively for many work missions, although the Association was careful to stress that it was not advocating for passenger or cargo hauling. Many other aerial working activities were demonstrated to FAA. Agency rule writers agreed and the opportunity is coming with Mosaic. Admittedly, the community does not yet have all the information needed on what pilot credentials will be required to use Mosaic LSA for aerial work, but as the agency weighs comments and discusses this internally, we hope Flight Standards (which manages such things) will remain as reasonable as the Aircraft Certification group. In this article I am pleased to observe one credible use of an LSA to do some serious aerial work.
"TrueLite is a fresh new ultralight design with a very nice feature that the wing can be folded for transport in only two minutes. This feature is huge as hangars are not only difficult to find but very expensive." Any pilot seeking hangar space almost anywhere is aware Chip is right. "TrueLite owners can roll their aircraft up on a small custom trailer for transport to their home garage," Chip finished.
He identified that TrueLite's folding wings open up many possibilities like:
"To better meet the Part 103 parameters, Aeromarine has commissioned Aviad to build a longer wing with large slotted flaps incorporated. This new wing will also increase the endurance on our planned electric-powered version," Chip ventured.
"I am here working side-by-side with Francesco to make this first prototype wing. Francesco has completed the design in SolidWorks 3D software," Chip observed. "We are then cutting and bending and assembling the parts to assure perfect match-hole fit and finish. We have just completed the new flaps and now are preparing the wing and spar parts. In the next few days the wing will be assembled."
"Then we will install the new wings on the original TrueLite for a series of test flights. Once verified and proven, we will build a new airframe for the wing. This completely new TrueLite will be the first production model and will be shipped to Florida in time for flight demos and display at 
"In addition to our aircraft kits, we now offer fully assembled aircraft," he finished.
TrueLite can meet common European regulations such as Germany's 120-Kilo Class or UK's SSDR. Many European nations handle what they call ultralights (with gross weights about 1,000 pounds) via country-by-country regulation, where LSA types increasingly follow EU-wide EASA regulations.
In the USA, Florida-based Aeromarine-LSA will assemble TrueLites in their collaboration with Paul Mather's M-Squared operation in Alabama (
Powered parachute, or PPC, enthusiasts are their own breed, some say. Maybe so, but how is that different than, say, seaplanes or floatplanes, motorgliders, weight-shift trikes, gyroplanes, or hang gliders? Each of these segments also enjoys a loyal following.
Indeed, as Powrachute owner Galen Geigley states in the video below, more than 8,000 powered parachutes are flying in the USA. The high-volume sales from two decades back may have matured but a substantial number of pilots ended up loving their PPCs.
Based in Hastings, Michigan, 
Powrachute delivers a lot of aircraft for the money. In 2023, the high-end AirWolf 912 sells for thousands less than the average price of a new car despite the latter being built by the hundreds of thousands.
He also sold more new powered parachutes than any other dealer for Powrachute, the largest manufacturer in the sport (certificate image). Finally, his YouTube channel emphasizing powered parachute flying obtained more subscribers than anyone else in the niche.
He continues to work on improving training in the sport by working on a second edition to his book (
FAA has two ways to correct that, Roy noted. "One is to create commercial ratings for powered parachute and weight-shift-control (trike) pilots," he claririfed. "Another is to allow powered parachute and weight shift control pilots rated at the private level to perform commercial work in special light sport aircraft. In either case, the FAA would also have to allow powered parachutes and weight shift control aircraft as special light sport to be used for commercial work."
Powered parachutes have a lot of potential uses for agriculture, construction, and surveying, Roy observed. "Hopefully the FAA will allow the industry to tap some of that potential with the final Mosaic rule."
This remarkable small aircraft, a single seater until their Odyssey model came out, was ahead of its time. Over a successful run dating back into the 1990s, Thunder Gull evolved into several variations and developer Mark Beierle experimented with various propulsion systems. A gifted designer, Mark pursued development more than production so the total number of 'Gulls has never become large.
If you are looking to buy, getting a current owner to part with their pride and joy could be challenging. The 
Later came Odyssey, a side-by-side, staggered-seating two seater. It only had a 26 foot wingspan. Most light aircraft in the space use 30-36 foot wingspans on aircraft that did not carry any more payload. Consequently, I viewed Thunder Gull's wing design to be "hard working."
Later still came Soaring Gull with what looked to be a long wing, 28 feet, still shorter than most other comparable aircraft. This gave Soaring Gull a solid 16:1 glide according to Earthstar, meaning any experienced soaring pilot could easily keep Soaring Gull aloft for a long time with the engine shut down. This fact later lead to electric power, which I'll touch on below.
While giants like Boeing and Airbus spend billions on electric propulsion concepts, electric airplane development of affordable aircraft is often done on tiny budgets by entrepreneurs like Mark.
This is also a fast-changing field, perhaps explaining why finding an electric-powered Earthstar Gull will be especially difficult. Nonetheless, the efficiency of Mark Beierle's Gull design combined the high torque of an electric motor with a low airframe weight to make a highly-workable electric propulsion design.
While we get ready for a whole new season of flying in 2024 — the last year before Mosaic — we have plenty of fresh content headed your way. Stay tuned… as 
"The new and very modern Polini 303DS engine is gaining my trust. It has worked flawlessly. But with the glide ratio of the Merlin Lite and the low landing speed and big tires an off-airport landing is not likely to be an issue. Still, I like to have confidence in my power system and I am beginning to think that this engine is a lot more reliable than our 1980s engines.
"Our new electric power system will be perfect for this aircraft. Our target of one-hour flight endurance is likely to be exceeded and with only a 9 Kwh battery pack. The electric-powered Merlin Lite will really make an excellent motor-glider. No re-start issues.
"Soon we will be flying the Merlin Lite on our 750 straight floats. Expect to see some really nice video of those flights. Flying any seaplane is about the best flying there is. Imagine flying an electric-powered seaplane! Quiet, slow, smooth, perfect at low altitudes.
"For those wanting a bit more speed we will still offer the original wings. That version is also a hoot to fly.
"Part 103 ultralights must meet quite strict weight and speed requirements. 27 mile per hour stall, 63 mile per hour top speed, and 254 pounds empty, or 278 pounds empty with a whole airframe rescue parachute. Of course, every manufacturer of ultralights offers a model that meets those parameters. But no one buys it. Every customer adds some options. Of course, the Merlin Lite complies with Part 103. We have proven it. Just choose your options to meet your flying preferences. Call me for advice. We will make the perfect aircraft custom for you."
That's what Chip thinks. What do you think?
A ready-to-fly Merlin Lite landplane lists for a confirmed price of $34,000 in fall of 2023. By itself, for an all-metal aircraft of these features, that seems an exceptional value.
For the long wings, add $5,000 so now $39,000 RTF. For assembled, painted floats with all installation hardware for Merlin Lite, add $7,600.
Now we're at $46,600, so even with freight and other delivery expenses you should have a full aircraft as seen in nearby images for less than $50,000. As we head into 2024, I'd call that a bargain for a Part 103 floatplane motorglider.
Deon is not the first to go after the Whisper prize in America but he is taking a different approach. Here's the update on Whisper, which looks remarkably like an RV made out of composite.
As spring arrives, look for Deon and Whisper at 
Designed for up to 200 horsepower Whisper can perform well on 160-180 horsepower (perhaps making it a kit-builder candidate for Rotax's new 916iS at 160 horsepower). Like many RVs, Whisper Aircraft currently recommends a Lycoming 180 horsepower engine.
The fuselage, molded in upper and lower sections, is furnished as a fully joined assembly, complete with vertical fin, rather than as two halves requiring gluing together. Working with composites requires different skills than metal or joining tubes together by bolts or welding but can be finished quicker than most RVs are done, claims the factory.
According to Whisper Aircraft, “An X350 kit can be completed in about 500 hours depending on your current skill set.” All structural components and large surfaces are shipped completed. Composite parts have a base coat already sprayed to assure product quality.
“The kit ships with 90%-built wings, horizontal stabilizer, rudder, flaps, ailerons, elevators, and fuselage. Within a short time your aircraft will be ready for motor installations,” said Whisper Aircraft. While the big parts apparently come substantially done, the details of engine installation, wiring and plumbing plus finishing the exterior and interior easily assure Whisper X360 Gen II can quality as a U.S. Experimental Amateur Built aircraft.
A specialty flight training outfit called 
At the end of October 2023, his daughter Nicole emailed me to say that Dave passed peacefully in his sleep following a two-year battle with plasma cell leukemia, a very rare form of cancer with limited treatment options. Many of you have asked about him at airshows this year and I reported what I knew. Dave was not one to complain about his situation so when we spoke, we mostly kept our conversation on airplanes.
"I never remember a time when he did not have his Tilley hat on," remembered Nicole, "as he prepared to work on his videos from an airshow or a Rotax engine rebuild."
While the DeLand event is still growing compared to those earlier events, it enjoys a beautiful new facility and will present a good selection of airplanes. When I asked attendees at last year's first Aero Showcase, most thought the organizers did credibly well.
The time of year is a perfect choice, judged from studying decades of detailed skydiving jump records — DeLand is a world center for sport parachuting. In addition, the snowbirds have not arrived en masse by early November, so restaurants have few waiting lists and hotel rooms and rental cars are more modestly priced than they will be from January through March.
Using the apron out front of the new terminal building makes it easy on visitors and vendors alike. The 
In keeping with a strong reputation built over many years, the news was presented clearly, honestly, and forthrightly. Founder Dick VanGrunsven spoke on behalf of his company.
"Van's currently faces serious cash flow issues, which must be addressed quickly to ensure ongoing operations," began Dick VanGrunsven. "We are confident we can work through this situation, but some changes are required."
Through mid-November this year, "shipments will be delayed, kit orders will not be processed, and refunds will not be issued. We will be unable to conduct factory tours and demo flights," said Van's.
Van's faced a sort of perfect storm that started when pandemic-driven price increases raised their costs. Then, an overseas contractor used an inferior primer, resulting in aluminum corrosion forming on a large number of kits. Next, Van's had some outsourced laser-cut parts that showed problems. Many builders alerted the company.
I reflected back that this cleanly executed Nano had the same effect on me when I first saw it at AirVenture Oshkosh 2021. A glance at this eye-catching design, beautiful in its simplicity and compact in its features (see on trailer or in shipping crate) suggested to me that JK-2 Nano could find a market.
For more than a decade, interest in gyroplanes has been strong. After European designers took earlier American simple gyros and transformed them into sleek aircraft, a wider range of pilots looked at them more positively. However, those more elegant and feature-laden designs steadily rose in price. While still a bargain compared to many fixed wing aircraft — especially considering that prices on everything have risen dramatically in the last three years — the fanciest gyroplanes are now much more costly and complex.
Would pilots interested in rotary show interest in a single place machine? They did but some were less certain about the first powerplant. Although the Polini 250 got Nano aloft, it wasn't particularly energetic. Options from other brands didn't inspire some Americans.
As U.S. importer, Jeffrey heard all this and encouraged business owner Jacek Lichota and designer Jaroslaw Kowlski to bring extra power to the design. Buyers now have two choices and both remain quite economic. In fact, their prices have only crept up gently while many things you purchase have leaped in price. We'll talk cost below.
For 2023, Nano has engines that many pilots want.
If you're not already a gyro enthusiast, here's a quick primer — Gyroplanes fly with many similarities (though not identically) to fixed wing aircraft. Many pilots find them less demanding than helicopters. Gyroplanes are highly maneuverable and "they can handle wind gusts and windy conditions much better than their fixed wing counterparts," said FUN. Gyroplanes can land in extremely short distances and a headwind reduces ground roll to almost nothing. Jeffrey explained that gyroplane rotors are "always in auto-rotation so engine failures are much less of an event than in a helicopter."
A Part 103 ultralight vehicle, Nano is a simple gyroplane but one with a cabin and aluminum structure. Nano's standard engine is the proven and durable Polini Thor 303, a dual-ignition engine producing 38 horsepower or the Hirth F23 V28CL offering 50 horsepower.
"The chassis of this gyroplane enables take-offs and landings not only on runways but also on unpaved meadow-like areas," said FUN. Though smaller and Part 103 weight compliant, Nano has an easy-to-use pre-rotator (used to spin up the rotor blades for takeoff before takeoff roll begins).
An additional feature is the ease of hangaring the aircraft. After disassembly of the rotor, chassis and tail it takes no more space than a motorcycle (nearby photo on trailer).
After AirVenture Oshkosh 2023, 21 Nano JK-2s are flying in America. Most have the Italian Polini engine but new customers are excited about the Hirth, a two-cylinder, two-stroke F-23 engine outputting 50 horsepower.
Jeffrey reports a climb performance of 1,300 fpm with the more potent Hirth, compared to 400 fpm with the Polini. Lighter pilots at lower elevations may find the Polini sufficiently energetic. No matter what engine you select, Part 103 regulations limit all ultralight vehicles to 55 knots airspeed (63 mph).
With the Polini, the cost is even lower, around €22,660 ($23,950), however, both have shipping and customs costs. Fortunately, those have come down a lot in recent months. "Those costs run between $3,000 and $4,500 depending on your location," said Jeffrey.
For a full, delivered price, it's best to assume $33-35,000 for a delivered Hirth-powered Nano JK-2. With the average price of a car in America now more than $48,000, I think Nano is a wonderful bargain… and doesn't it just look fun?
Construction:
Options (at additional cost — add ≈6% for US dollars):
In more recent years, the Merlin Lite erupted onto the Part 103 scene, lighting up cyberspace in a way very rarely seen. The design emerged during the darkest days of Covid delivering a much-needed breath of fresh air.
At the 
Chip is far from done.
In 2022 we saw the emergence of the Merlin Lite as a motorglider and in 2023 we saw yet another long wing Merlin Lite fitted with floats, an "ultralight motorglider floatplane."
I need to go back in time briefly to remind readers that Chip Erwin is also the man who created what became known as PiperSport, more correctly called the 
Clearly, this is a developer who knows how to bring an aircraft to market and put it into production. It's taking some time for him to bring Merlin completely online because he is doing this in the modern way. Components are coming from various places around the world, where Chip established connections after years of globetrotting.
Now he is joining together aircraft elements. One of those was a set of floats that he developed during the Czech Aircraft Works days. Chip has deep experience with water flying and long ago developed metal floats as demonstrated by the straight (non-amphibious) floats seen nearby.
Paul told me of new equipment he has acquired to facilitate assembly of Merlin Lites. "This is a very straightforward kit," Paul observed. He has several coming together at this time. Those that have been waiting for the Merlin Lite will see their delivery times get closer.
We have a "year back log" Chip said on a recent phone conversation. USA assembly is now operating and delivering and that should steadily pull down the back log. "Paul has the skills, the facilities, the knowledge, and the tools to consistently build aircraft. He is also a longtime FAA Designated Airworthiness Representative (DAR)," so Paul knows exactly what is permitted under agency rules.
As a Part 103, Merlin Lite can be fully built for you and delivered ready-to-fly if you wish. The kit version is quite straightforward as I have reported in the past. Some people may prefer to build it to add further equipment than permitted under Part 103.
As a Part 103 vehicle, no medical is needed. As an EAB, only a driver license is needed. In the case of motorglider, no medical is needed after you prove you can fly a glider and can operate a motorglider. These skills are not particularly challenging but a few steps are involved. The reward you can now fly an aircraft faster (and heavier) than a Part 103 vehicle but still has no medical requirement.
"Wave performed exceptionally well, so well in fact that we believe we may have achieved a world-first, a 100% score, passing all criteria and requiring zero changes," stated company CEO Paul Vickers. He suggested this achievement shows the prototype "is perfect and can enter production," adding that fabrication of first components is underway.
Although in development for more than a decade, Vickers has indicated all along that their care in design would lead to a quickly approved product that could enter production quickly. The company appears to be reaching this goal.
Test pilot Fox continued, "Controllability, maneuverability, stability, stall, and water handling were tested throughout the CG envelope. The test points included those that are routinely difficult for manufacturers to pass, and the Wave passed these with margin. The results lend confidence to the opinion that, when it comes time for certification, the Vickers Wave will demonstrate compliance to all flight characteristics and performance requirements.”
"It is now with the utmost confidence we can confirm that Wave will achieve our original performance goal of a 120-knot cruise speed," stated Paul Vickers. "This allows Wave to not only compete directly with leading GA aircraft but to take buyers beyond the restraints current aircraft offer."
"Compromises made on previous pusher amphibians have become benefits on Wave," Paul said, citing unobstructed visibility, high cruise speeds, and a 750-pound useful load, all with folding wings and the ability to travel further and land where others cannot."
"Wave is a true adventure plane and the ultimate Light-Sport Aircraft," said Paul.
If a 750-pound useful load for a well-equipped LSA seaplane sounds generous, you are looking at this properly. Normally, a LSA seaplane is limited to 1,430 pounds. At that limit, a 750-pound useful load would imply an impossibly-light 680-pound empty weight. It would be very challenging to make an aircraft of this detail come in that light. Is the company deceiving us? No.
After being petitioned according to regulation, FAA granted a weight increase to Vickers allowing an 1,850-pound gross (see 
"We are very excited to offer 10 delivery positions for Year Two production," Paul said. Vickers believes this represents a different approach to market adoption for Wave.
Thirteen years into the development of the Wave, the company said, "Our manufacturing facilities are complete, initial deliveries are scheduled, test flights are complete, and production molds are already in use." A lot of time preparing is close to putting aircraft in the sky — and on the water.
"As if the aircraft itself wasn't enough incentive to join our journey now, we are offering a discount of 50% and 25% for the first two movers, so be quick. Why a discount? We prioritize market traction," explained Vickers.
Developer Darrell Lynds scoured the world for investors. I went with him and other aviation pioneers to China in 2017 where Darrell worked non-stop trying to raise money. It was a time when many aircraft manufacturers went to China seeking investment (Icon and Cirrus come to mind, plus many others). Yet while more established companies raked in money, Darrell did not find enough to make the project a go. For all who think LSA manufacturers charge too much, MVP is an example of what must be done to get in the market — it ain't easy and failures are common.
It was quite an engineering achievement, led by the extremely talented Mike Van Staagen, lead designer of the Cirrus Vision Jet.
Carbon fiber was used extensively and Mike took countless steps to hold down weight. This was noteworthy because at the time, Icon was lobbying hard for higher weight — ultimately granted by FAA in Mosaic. The MVP team thought they could offer multiple innovative features while remaining within LSA's 1,430 pound (650 kilogram) weight limit for LSA seaplanes.
Perhaps MVP’s most compelling feature is transforming into a versatile floating platform. What does this mean?
MVP's canopy hinges upwards and back on a 4-bar link to sit atop the engine pylon. This frees up the nose of the MVP to resemble the front of a classic bass-fishing boat. Yet even with the canopy open, MVP’s engine can be operated to continue to shore or dock, or to motor along to the next cove or fishing spot.
This unusual configuration also enables a passenger to step up onto the forward deck to assist in docking and beaching duties. Excellent stability of the hull keeps the MVP relatively flat as both occupants move about. To create the perfect fishing or observation perch, either seat can be repositioned onto a pedestal up on the forward deck (nearby image).
Going a step further, MVP's instrument panel is a self-contained pod that pivots up and out of the way, not only to help protect delicate electronics from dripping swim suits and flip flops, but also to provide a way to create a larger flat deck.
Four hinged folding panels called the "origami deck" stow atop the forward deck under the canopy and can be deployed in two halves to fully cover the seats of the cockpit, enabling a completely flat floor from the bow to the back of the baggage compartment. This floor is level whether floating on the water or parked on level ground.
"Traveling from marina to marina on a big adventure couldn’t be easier with the MVP’s on-the-water folding wings," said MVP back in 2014. "Taxi up close and shut down the engine. Fold the wings and propel the MVP towards the slip using an on-board trolling motor. Also integrated within the bilge is a useful bow thruster to help make docking a breeze."
With all these features, you might expect compromises for flight and handling qualities of the MVP. "Nothing could be farther from the truth," boasted company officials. "MVP should prove to be a top performer and a joy to fly in its class. High-aspect ratio, high-lift wings, excellent stability, crisp controls, comfortable seats, and excellent visibility will all contribute to making the MVP a sheer joy to fly." They surely believed what they said and it's not impossible but we never got to find out.
Originally developed as the Yuma by Alisport, a French company, the design was later taken over by G1 Aviation, another French company that does extensive machine shop work for several aircraft builders. Alisport produced plans for their Yuma and that's what G1 used when they took over after the original Alisport engineer retired. It is also what Aquilae is using.
Puma itself may have started as a modification of the Zenith CH-701 though these threads get increasingly hard to follow when changes are made.
"At North America Eagle, we are committed to revolutionizing the aviation industry by producing innovative and sustainable aircraft that meet the evolving needs of our customers," said the company. "Our vision is to become the go-to manufacturer for STOL airplanes that offer exceptional performance, reliability and safety, while minimizing environmental impact."
"We offer a range of services to meet the needs of our customers," said Mark. "From design and manufacturing to maintenance and support, we are committed to providing the best possible experience for our clients. Our team of experts is always ready to assist you with any questions or concerns you may have."
"We presume that many customers may have zero experience in airplane construction so we decided to make it simple for our customers," said Mark. "The kit will come 49% preassembled and we believe that with basic home tools you will be able to complete the airframe (before engine installation or painting) in about 150 hours." Mark added in early October that the team was upgrading their assembly manual with improved instructions and lots of pictures to ease the building process.
Why did these two different sort of Part 103 entries (Song and Dingo) end up in the same company? "Song was designed by Ing. Marek Ivanov, the engineer who behind the Dingo aircraft."
"Future Vehicles s.r.o. took over the production and sales of the aircraft at the end of 2021 based on an agreement with Gramex," reported Future Vehicles.
Song is a single-seater, low-wing ultralight aircraft with a pusher engine and tricycle gear equipped with spring-loaded nose gear. The nose gear is steerable.
Song is designed according to the Czech regulation UL-2 and compliant with the requirements of the German regulation LTF-L for 120 kilogram aircraft (very similar to Part 103). This means it is eligible as for America's Part 103 and Britain's SSDR.
"Song is aerodynamically and structurally optimized and made of carbon composite materials, to minimize empty weight," said Future Vehicles. "It has a distinctive twin-fuselage silhouette with the elevator located between the twin fins. The 11.2-meter (36.75 foot) wingspan wing is equipped with ailerons and air brakes."
Song's cockpit is fully enclosed with a plexiglass canopy with a ventilation window on the left side. The seat is equipped with a four-point safety harness and adjustable back seat.
The control stick is located in the center and the throttle and air brakes control levers on the left side. Ailerons are connected to the stick by push-pull rods, and both the elevator and rudder are controlled by cables. Rudders are interconnected by a push-pull rod. Rudder pedals have multiple positions and can be adjusted according to the pilot’s needs.
A5 is built at the company’s 300,000 square foot facility in Tijuana, Mexico, an area the company said has become known for composite manufacturing for aerospace, automotive, powersports, and other high-tech industries. Icon’s facility, which employs more than 250 technicians and engineers, produces between four to five airplanes each month with space to scale.
"Vickers has commenced our flight testing program with Wave, wth the aircraft performing and handling as expected," announced company namesake and designer Paul Vickers. "The test pilot reported the hull is amazing and the Wave lands beautifully."
You see a long probe on the nose of the Wave. Paul said, "This allows us to easily adjust the center of gravity (CG) range and achieve the forwardmost CG." Such weight and balance changes are customary when doing flight envelope evaluations. As the video demonstrates, the pilot is growing quite comfortable with Wave.
"We are 13 years into the development of the Wave," noted Paul. "Our manufacturing facilities are complete, and initial deliveries are scheduled. We are releasing a few early delivery positions at each milestone and offering some great benefits to our early adopters."
Vickers Aircraft believes "Wave offers a unique combination of innovative features, performance, and safety." Interested parties are encouraged to 
Wayne and Kerry Richter started the company and created several designs including the flagship Searey. The Ritchers operated Progressive Aerodyne for two decades before selling to Adam Yang in 2011. Six years later, Adam sold a majority interest to Chinese investors and new management was installed.
News is sparse, as is common in such situations, but at last report Kerry indicated he was working the problem. Two days ago, Kerry posted on Facebook about his visit to China. One can hope he makes some headway for this popular design that has served more than 600 deeply-loyal customers to date.
Searey is definitely a benchmark design in the space with the longest history and the largest fleet.
With regret, I was forced to remove advertisements for both companies despite each supporting this website for many years. Not only were bills unpaid but repeated requests for communication, using multiple means of contact, all went unheeded. Until the lack of response is solved interested parties should be cautious and inquire carefully.
I'm an optimist and hope both brands settle their issues and return to market. I've flown Searey and Seamax and loved them both for their best qualities. I hope for better news to report.
I look forward to more reporting on aircraft. Nonetheless…
Mosaic has given us an inside look at how FAA works. Many improvements resulted when industry worked in harmony with government officials. Nonetheless, careful study found areas of concern in the NPRM. Recent articles in other publications hit essentially the same points as I did in my talk (slide). Those points were partly my thinking, but I also relied on other experts to whom I had posed a variety of questions.
Still, some of the best commentary has come from non-experts, regular pilots who were concerned about a certain part of the NPRM and explored it thoroughly. With this in mind, I was keen to hear from my audiences at the Midwest LSA Expo 2023.
What follows represents my distillation of a number of questions that were asked in a lengthy Q&A session following the two presentations. Several conversations developed between people in the audience, and therefore asking you to listen to all of that would not be engaging. I attempted to faithfully reproduce those questions below.
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.
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.
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.
I've studied this pretty closely — thanks SO much to Roy Beisswenger for his effort to make a 
