Most of us, including your author, tend to fly only fully-built aircraft while another group of equal size enjoys the building process — or at least this is a more affordable path to airplane ownership.
Roger truly enjoys his '650 on which he mounted a potent 130-horsepower 
With a whole stable of handsome aircraft — 
Although Roger scored a superbly-equipped, low-time P2008 (and paid a bit more for it), at least one other for sale, a 2009 model is asking $117,500 in early 2022. Honestly, a used example is a way many pilots could acquire one of these sharp airplanes.
Roger is a LSR-M LSA mechanic. Open the engine compartment doors and you'll see an engine so clean and tidy it looks like it has never been run. If you have the mechanical aptitude and training Roger has, your airplane ownership can be much more affordable. (Note that Roger also does maintenance work on the 
Tecnam's wing for the sleek P2008 is fairly conventional constant-chord shape except for a pinching at the wingroot/fuselage junction. Outboard, the trailing edge is gently tapered with slightly upturned wing tips. Frise ailerons span the outboard sections with discreet slotted flaps inboard. A single lift strut on each side braces the wings to the lower fuselage. On its tail P2008 has a stabilator-style constant-chord tailplane. Its vertical fin is gracefully swept.
Although Roger's P2008 has the turbo 914 engine, most P2008s are powered by Rotax's 912ULS. While Roger's P2008 has a three-blade prop, most models come with a two-blade propeller.
Cloth-covered seats match a fully-appointed interior that bares no metal or composite, hiding all linkages out of sight. An aft baggage space can hold 44 pounds. For P2008, Tecnam engineers enlarged both the cabin and doors aiding entry and exit and making your time aboard more comfortable. Either seat can be moved fore and aft at any time.
Fixed tricycle gear uses spring cantilever main legs and a castoring, non-steerable nosewheel with compressed rubber suspension. You steer on the ground using differential braking.
P2008's first flight took place September 30, 2008 and the first P2008 was delivered to the U.S. in December 2009.
All Tecnam models are revered for their "natural" handling. This is one of the most straightforward-flying LSA in the fleet. It can function as a capable cross country aircraft or could be used in flight training, though probably not with the turbocharged Rotax 914.
In my flight, the turbocharger added a very noticeable boost to depart the runway and enhances initial climb rate generously. We saw more than 1,200 feet per minute at near-sea-level operation. When you increase power, a detent you can feel with your throttle hand alerts you that the turbo is about to be engaged. After five minutes of use — enough to get to 5,000 feet or so — you need to back off the turbo but could employ it again for enroute climb or operations at very high elevation airports. While a more complex installation with somewhat higher maintenance needs, Roger says the 914 is quite easy to operate.
No wonder Tecnam has risen to be the largest builder of very light aircraft. If you are in the market for a luxury-class LSA, a P2008 on the used market could be your next airplane.
More information on Tecnam's P2008 from a video recorded earlier.
https://youtu.be/bYjLzHkVRo8
Pilot, builder, owner Roger Jennings is singular in an uncommon way. He has built and loves to fly a Zenith CH-650 but he recently bought a used Tecnam P2008. You could say he goes both ways. Most of us, including your author, tend to fly only fully-built aircraft while another group of equal size enjoys the building process — or at least this is a more affordable path to airplane ownership. Roger truly enjoys his ‘650 on which he mounted a potent 130-horsepower Viking Aircraft Engines powerplant. “It climbs 2,000 feet per minute!” What red-blooded pilot can’t love that? The ‘650 is a low wing, however, and while Roger still loves it, his wife preferred a high wing. They’re easier to enter and offer some shade in Florida’s warm, sunny climate. World-Leading Tecnam After 18 years of Light-Sport Aircraft, Tecnam brand can claim to be the largest aircraft producer in this sector.
When you fly solo you can operate your flying machine the way you want — well… within the laws of physics and the laws of FAA (or whatever national CAA you must obey). What you don't need to do is worry about a passenger.
Single place aircraft are commonly much more affordable.
Despite following single place aircraft closely, even I have been astounded at steadily increasing interest in single place aircraft over the last few years. Although significantly out of sight of many aviators, single place aviation has been growing faster than you imagine. Some pilots actually think Part 103 "died" a couple decades back. I don't know how it feels to be that wrong, but they are.
Most of these single place aircraft are Part 103 vehicles but not all, not by a long shot.
As of late 2021, we began included kit-built Part 103-type aircraft in our 
The Skywheels rotor system is being manufactured again following an 18-year production hiatus. "The Skywheels name has a loyal pilot following with a performance and safety record dating back to 1985.," reported Joe.
The rotor blade chord is 8-inches wide, is offered in multiple lengths, and offers two different style tips: square or swept. The color options include Air Command red, bright white, plus custom colors.
Both airplane producer stories made it into mainstream media.
If we go way back in time, to 2003, that is, before Light-Sport Aircraft, we saw a world where Americans flew kit-built airplanes while European pilots were flying what they called ultralights or microlights. Of course, this is an oversimplification but we had no idea the two methods of production would converge as they have in the last two decades.
Using widely-accepted consensus standards, Light-Sport Aircraft can operate in multiple countries — thanks to the useful work of many volunteers that assembled and maintain ASTM standards embraced by FAA and other CAAs all over the planet.
Let's look at these two stories…
“At this point, there are about 10 to 12 airframes at the Kherson plant,” Peghiny said to AOPA. "Ordinarily, the airframes would be sent to Flight Design’s final assembly and completion center in the city of Šumperk in the Czech Republic."
“We’ve found a new, 25,000-square-foot site [in Šumperk that is] suitable for use as a production and paint shop, and will use that in the future,” Peghiny said in the AOPA article. Engineering work is also conducted in Šumperk.
"Flight Design is offering to move its Ukraine staff and their families to the Šumperk facility," AOPA wrote. "Peghiny said that the Kherson plant will function as long as conditions allow. However, tooling currently remaining in Kherson will have to be replaced by newly manufactured tooling for use in Šumperk. The company will fund new tooling, but it may take six to nine months to build."
"Flight Design employs just under 200 technicians, assemblers, and engineers currently at the Kherson plant," continued Boatman, "and according to Peghiny, the company has been ramping up that number. 'We were hiring more aggressively in the past year because of the popularity of the F2, but the other models in the range have been selling well in Europe — simpler, lighter models in particular,' Tom said." Of course, Tom refers to the CT-series including CTLS that is one of the most popular LSA in America.
“We know [our employees] very well,” Peghiny said in Boatman's article. “Some have been with the company more than 20 years. We’re good friends, and we take this very personally.”
Dave Hirschman wrote, "Dennis Long, a dealer for Aeroprakt… said he spoke with factory officials who said they plan to remain on the job. 'They told me they’re going to keep making airplanes until they can’t'," AOPA reported. 'For the time being, it’s business as usual, although my next two airplanes will likely have to be shipped from Poland because the port of Odessa [in Ukraine] is closed.'”
Aeroprakt has steady registered more aircraft with the FAA. When asked by AOPA's writer, Dennis said, "Right now, due to all the uncertainty, I’m not taking any new deposits. I’m more concerned about the people over there than the airplanes at this moment."
Many others might never shut down the engine and soar but are intrigued with efficient cross country flying. In a motorglider, a pilot can be more confident as the aircraft can glide far further than other types, providing a broader safety margin.
From a one-man operation comes the Italian 
If 
Readers who want to save money acquiring a motorglider may finally have a good option: the Piuma Project — composed of five models, the Original, Evolution, Tourer, Twin Evolution, and Almerico. The latter two are two seaters, though Tiziano admits his primary interest is the single place model.
"The first idea was to design, to build and to fly a little one seat ultralight motorglider, for personal use, very safe in flight, simple in the construction, and easy to pilot,” said Tiziano. "I wanted it to have flight characteristics and comfort higher than various tube-and-fabric ultralights of that time." (This was at the end of the '80s.)
The first flights of the Piuma Original date back to 1990. This was followed with the Tourer.
A Piuma Tourer confirmed the suitability of the name by flying from Venice to Sicily one year (1,250 kilometers or 776 miles) and from Venice to Paris another year (900 kilometers or 560 miles). These flights confirm, Tiziano said, "that even with a small motorglider, I can do great trips."
He has also designed and drawn two-seater versions: the Piuma Twin, later replaced with the Piuma Twin Evolution, that incorporates all the improvements suggested during nine years of Piuma Twin construction: a 20 centimeter (8 inch) longer front fuselage, for better balance without ballast and a rear fuselage similar to the single seat Piuma Evolution.
The designer's interest and that of many potential buyer/builder may remain with the single seat models. Not only will they be less costly but with only a single seat, pilots need only satisfy themselves.
“Construction time depends on the builder's meticulousness,” said Tiziano. “Normally, about 1,000 hours are sufficient for a person with limited woodworking experience to complete the work. Plans are composed of large technical sheets (24 x 40 inches) with lots of details.”
“Some component elements require the use of a lathe and/or milling machine, but most of the construction may be built without special tools. It is very easy,” said Tiziano. He completed his Piuma Original after 18 months of work, in a two-car garage measuring 21 feet long and 13.2 feet wide.
Drawings show multiple views and have all the details. A "Construction Book" is provided with instructions and references to the drawings that explain more details relating to each model. Drawings and the book also note all the materials to be purchased specifying the quantity and quality of each necessary element, from the aviation birch plywood to the aluminum alloy parts and including Dacron fabric, glues, and more.
A "Project Book" is not necessary for the normal builder, but it is very important for those who want to know the project better. The Project Book contains design considerations; lots of drawings of the fuselage, wings, tail, and more; structural calculations; plus flying characteristics and speeds.
The construction plan set sells for $200-$400 (each model is somewhat different in price) in early 2022. Tiziano reported, "The cost of materials, excluding engine and instruments, is around $4,000 (at 2020 prices).”
Based on that number my guesstimate for total price with a used Rotax two-stroke engine, basic analog instruments, and minimal paint might be $15,000 or less.
Professional build centers have been highlighted as one of Mosaic’s many aspects. Everyone including FAA recognizes that kits built with oversight from people who know the aircraft and the process of construction makes for better, safer airplanes. Because safety is FAA's main consideration, professional builder-assist centers are expected to part of the new regulation. I have been predicting we will see the NPRM by Oshkosh 2022 (mere months away now).
Beside importing aircraft to the USA and helping customers build them, Chip experimented with 
Zigolo Mg21 starts out with multiple versions, mainly differences in wings and wing controls.
Since beginning in 2007, Francesco has delivered more than 50 aircraft to 16 countries and the new model looks to be a solid upgrade from the Mg12.
Aviad's three variations address different national regulations. The short-wing version is currently being tested. That will work in Europe, but will be too fast in some countries, such as the USA. A longer wing version will follow — and may be appreciated by those searching for a modestly-priced motorglider. Finally, a longer-wing version with flaps is planned for the American market to fit properly in Part 103. All versions have a single wing strut and will lose much of the wire bracing that helped keep Mg12 so very light.
Mg21's central structure is a lower box beam running from an aerodynamically-shaped nose containing a digital instrument panel to a tubular empennage boom. In the center of the structure, two rectangular box-section beams support a fixed center wing section and the engine.
As nearby images show, this new Mg21 model has wings that can be folded "by one person in less than two minutes," according to a report in 
Flight testing is ongoing but stall speeds are estimated at 63 kilometers per hour or 34 knots for the short wing, 60 km/h (32 knots) for the long wing, and 52 km/h (28 knots) for the long wing with flap. Francesco will need to slow it another 4 knots to meet 
"For the USA market, I’m sure we can have a 55 knot cruise speed with climb at 800-900 feet per minute plus the easy-fold system (nearby photo), and a competitive price for an advanced [quick-build-type] kit. Due to very small pack size, we can use air shipment. I’m working with DHL to have worldwide fast shipment without the expensive container charges. I worked very hard to keep all measures inside the maximum permitted by DHL" Given numerous reports of container shipment costs rising by double, triple, or even more, air shipment might ironically turn out to be cheaper for such a cleverly-packaged product.
Francesco added, "I prefer Mg21 as a taildragger, but I'm studying a tricycle-gear version."
"All production will be managed internally from my workshop," observed Francesco. "We can fabricate all components."
"Accessories, engine, and instruments are included in the kit but will be shipped separately," said Francesco. "A customer will receive the airframe kit with all necessary to start the work, and a second shipment will bring the accessories.
Please keep in mind these prices are subject to change given supply problems affecting all industries. "In any case, I will state an offering price for each batch of airplanes because the prices change on all materials," said Francesco. A first batch of 10 kits will be offered at close to the prices mentioned above but 
I still would not follow one multicopter article with another except for developer Doron Merdinger, saying this, "Suggested [selling price is] $135,000 to $150,000." That got my attention. From what I've seen so far, any eVTOL larger/heavier than a Part 103 entry is way, way more expensive.
Beyond that come air taxies… 4-6-8 seater urban air transport aircraft. Those I will never report as they are commercial by design and cost far beyond any Sport Pilot's budget. In addition, it could be years before they actually enter the market.
No one commenting on Jetson One or the other Part 103 
Safety is addressed with features such as: programmed emergency landing protocols, an energy-dissipating body, multiple redundancies, air bag, ballistic parachute, and multiple anti-collision sensors. H1 is, Doroni explains, "a smart vehicle with advanced electronics, GPS, laser [range finders], cameras, a barometer, and accelerometers."
Doroni Aerospace is "expected to complete construction of a full-scale prototype by June 2022, with a view to starting flight testing by the end of the year," wrote FutureFlight.aero.
A major difference between the usual multicopter and Doroni is the ducted fan design.
Ducted fans are also quieter than propellers: they shield the blade noise and reduce the intensity of the tip vortices. This is important for neighbor relations (especially when your unusual aircraft will also attract more than a usual share of attention).
Here's a big point in favor of Doroni's use of ducting: Ducted fans can allow for a limited amount of thrust vectoring, something for which normal propellers are not well suited.
In this article, I'll explore only such aircraft that might be called recreational. Interestingly, these developers have discovered Part 103 and are using it to get their aircraft to market. Like them or not, you have to admit these people are creative and driven. We should expect to see more of this.
Indeed, people who might buy one of these aircraft could conceivably outnumber all current-day pilots. So, as my clickbait title asks, "Are we Sport Pilots an endangered species?"
"We aim to make the skies available for everyone with our safe personal electric aerial vehicle," writes the producer. "We intend to make everyone a pilot." Are you good with that? Millions of new pilots? You could be the minority. Or maybe not. Future history cannot be written yet.
Reports 
"The elementary design features an open chassis that means the Jetson One is only suitable for operations in fair weather conditions. It has eight sets of electric motors and rotors, and is fitted with a whole-aircraft recovery parachute," wrote FutureFlight.aero.
"We aim to make the skies available for everyone with our safe personal electric aerial vehicle," say the two developers. "Jetson One [is] a commercially available personal electric aerial vehicle that you can own and fly."
If you want to join what may be millions of teen-aged boys on their smartphones, here's a link to a whole series of videos on Jetson One: 
Bat Hawk is a well-established, conventional microlight-style light aircraft powered by a Rotax 912 that helps it provide "sensational" performance.
Such working duties should not surprise anyone since 
Bat Hawk's engine and prop are mounted in a tractor position at wing level. Its tailplane is conventional in location and layout. Tricycle gear has a steerable nose-wheel. Bat Hawk's wing is strut- and lift-wire braced. Once common, wire bracing has largely disappeared from fixed wing but it remains a very strong configuration.
Bat Hawk's wing is built around two larger aluminum tubes forming the spars, one at the leading edge and one at the rear edge of the wing as is very common of aircraft with this construction. Sewn Dacron sailcloth covers all wing and tail surfaces plus the aft cockpit fairing.
Bat Hawk uses full-span flaperons attached to the rear spar; flaperons work independently as ailerons and together as flaps. There is no flap position indicator but approximate settings can be determined from the flap selector angle. Maximum flap movement is restricted by a limit stop mounted on the flap lever quadrant.
Side by side seating offers full dual control based on a center stick that no doubt makes entry a bit easier. Bat Hawk's rudder is actuated by cables running from the pedals. Ailerons are controlled by cables from a torque tube connected to the central control stick, which has a built-in control stop. The elevator is actuated by a push/pull cable attached directly to the control stick with built-in stops.
Manufacturer Micro Aviation said a wide track undercarriage has the main wheels supported by an inverted ‘V’ shaped glass fiber that provides suspension. Bat Hawk's nose wheel is supported by two hydraulic shock absorbers that "allows Bat Hawk to operate on rough terrain." Black Max disc brakes are actuated using a hand lever on the control stick. Differential braking is not available.
Instrumentation is provided by an also South African MGL EMS (sold and serviced in America by 
For more info, Bathawk in America is finishing their new website, so email importer, 
These days, it's much more likely a pilot will go on about how great the Rotax 912 is. Yes, some grumble about the purchase price, the replacement parts cost, or the cost of an overhaul, but I'd expect to hear such groaning about almost any aviation product. Contrasting a few negative opinions is an entire world of pilots who are intensely loyal backers of the 9-series engines.
Around the planet, I have identified more than 
To most eyes, the RMZ 500 is nearly impossible to distinguish from the original that was taken off the market in 2010. A Russian producer manufactures it to power the snowmobiles they sell. I get that lots of readers may turn away when hearing the engine is a Russian product but many may be able to see beyond the political-class demonization of all-things Russian to understand that regular citizens of that country could have the capability to assemble a worthy engine. U.S. support makes all the difference and that is 
Speaking of exhaust systems, 
FAA did bury the old two-place powered ultralights. The agency's idea was that "properly" regulated Light-Sport Aircraft would replace the role filled for many years by Part 103 ultralight trainers. In case you arrived since 2004, those were simple two seaters that closely resembled related single place ultralight vehicles. They were intended for training only. You were not supposed to fly your buddy or your spouse on pleasure flights. All flights were to be for instruction only.
LSA supposedly fixed the problem — and in a few examples they did (Quicksilver, M-Squared, CGS Hawk, some trikes and powered parachutes). In a Special LSA ultralight-like aircraft, you could fly a passenger recreationally and you did not need to always perform instruction. Pilot licensure also was tightened. Unfortunately, the results were devastating to ultralight aviation — many instructors left the training business.
However, out of sight from most aviators, hang gliders were still permitted to do two-place instructional flying without needing a Special Airworthiness Certificates such as all LSA have. It has continued right on working well to this day as it had done for the decades before the big changeover.
What even less people know is that powered paragliders (different than powered parachutes) were also permitted to keep their training exemption. FAA recognized that almost no one flew two-place hang gliders or paragliders or powered paragliders so they didn't mandate a switch to costlier LSA.
The Aviator Paramotor rig you see with two seats, and the RMZ 500 powering it, remains a legal, exempted vehicle. For those intrigued about flying a powered paraglider as a very affordable and manueverable aircraft, a wheeled carriage with a powerful engine could make an interest purchase. Training is available and Aviator Paramotor can barely keep up. Check this link for more about 
In regular use, Aviator Paramotor uses the RMZ 500-powered rig to train new students — lots of students, some 300 per year. Demand is so strong they actually have to turn some people away. "We could probably exceed 1,200 students a year if capacity were available," said Eric Farewell.
Later, American companies — which had been relegated to building kit aircraft due to regulations at the time — joined the growing parade. Today American-made LSA represent better than half of total registrations.
Of course, U.S.-based kit-aircraft makers continue to do well as my 
Call them sleeper aircraft if you will. The 103 industry labored behind a thick curtain emblazoned with all things LSA on the public side. If you noticed anything going on behind the curtain, you were the exception.
Along the way, however, things had been changing. I can't date when this happened but I would estimate that it started to get legs approximately five to seven years ago, after the first decade of LSA had passed. At first, I was not aware of this market interest and from speaking to numerous producers, I found they didn't know either. Each manufacturer essentially operated within their own bubble, selling to people who admired what they were doing, but… who else knew?
As LSA held the spotlight, and as many GA pilots made the transition from more complex and costly conventionally-certified aircraft, they begin asking suppliers to fit more and more features on the airplanes. The airframes themselves went through a generation or two of change and became much more sophisticated and capable. The downside: they got more expensive, too.
LSA brought many great things to the marketplace and I remain as excited about them as ever. Not only did this new breed of aircraft permit pilots to acquire some sophisticated, fuel-efficient, and modern aircraft, LSA allowed many pilots to forego their next aviation medical and they were able to keep flying without that limiting factor (yet still earning an admirable safety record, I hasten to add).
While LSA are available below $100,000, many have gone far above that even exceeding $200,000 or even $300,000. For many pilots that's not only too much money, it's more capability than they needed simply to go aloft for a bit of aerial sightseeing at the end of a pretty day.
As I labored throughout 2021 to find every Part 103 ultralight vehicle I could uncover — now presented in the warmly-received 
This company offers a Part 103-capable vehicle and has both 
After she tested positive and then showed the effects, it was just a matter of time before I did, too (we've been vaccinated). As endless articles show, the omicron variant is quite transmissible, but fortunately, it's less serious than the earlier variants.
We are both recovering now although dealing with this slowed my productivity. I trust you'll understand if my output has not been what it usually is. By this time next week I expect to be fully back on track and bringing you more news about light, recreational, affordable aircraft. Thanks for understanding.
Two other important factors in 2020-2021:
The first chart above, counting total registrations of factory-built versus kit-built shows that for 2021, both grew at almost an identical pace.
When you combine both production methods, the total (317 aircraft in 2021) compares favorably to deliveries of Part 23 single engine piston aircraft (the closest comparison). As you can see, for 2020, kit-built aircraft had more than double the factory-built totals but for 2021, the equilibrium returned.
To welcome a brand new year in affordable aviation, I am pleased to announce the launch of our 
These points apply so long as any Part 103 entry can meet the definitions and explanations offered in 
The new 
While the term “Ultralight” is widely used in other countries (Europe and many other places), it generally means something larger than U.S. Ultralights.
If you are searching for a particular brand, sort that column. Same for Model. If you want to see only aircraft made in the USA, for example, sorting the Origin column will help.
Of course, it's fun to take somebody along, but how often do you actually do that? I used to quote an AOPA survey that was done for many years. It regularly showed the average occupancy of a GA airplane was 1.6 persons. Since GA airplanes are commonly four seaters and sometimes six seaters, that means such roomy aircraft are flown solo most of the time if the average of all flights is 1.6 persons.
If that's true, then why do many pilots insist on a second seat in their light aircraft?
Compared to the overall expense of creating a new aircraft, the cost of adding a second seat and the necessary structure, engine power, additional fuel, and larger wing area should not in theory add a tremendous amount to the cost of building such an airplane. However, perhaps it's like the amplifier for your home theater. Once you decide you've got to have surround sound instead of just a couple of great speakers, you might have to upgrade everything in the system in order to make that all work. Airplanes are no different, of course.
I enjoy flying solo because what I like best about flying is the great view from aloft, of flying over the countryside and observing things on the ground. Sometimes seeing what I want means banking steeply to have a closer look. I don't do that when I'm concerned about another person in the cockpit with me. I find these flight movements more tolerable (even enjoyable) when I don't have to worry about a person in a second seat.
That's not to say I never want to take a passenger. Sometimes doing so can be enormously satisfying and fun.
Flying with someone may be a great way to introduce someone to aviation or it might at least keep them from voting to tax your local airport out of existence.
Nonetheless, flying solo has a special pleasure and in a Part 103 ultralight, you always fly solo.
Of course, this creates some challenges to gain instruction appropriate to that Part 103 aircraft, so two seaters are necessary. When FAA created the Sport Pilot / Light-Sport Aircraft regulation, they scrapped existing "two-seat ultralights" for LSA. Many of the aircraft that followed are not good trainers for genuine 103 ultralights but some are, including 
This website regularly promotes aircraft you can afford. This means something different to almost everyone but nearly every aircraft in the Part 103 List fits in the affordable category. All are less than $100,000 and some are less then $20,000 with a range in between. Of course, since they've been around for 40 years, lots of used aircraft are available. See 
Fine. I look forward to going from a downtown hotel to the airport in minutes versus slogging through ground traffic for an hour. Will these arrive in some near future? Maybe. Even if they do arrive sooner than later, would a pilot feel entirely comfortable flying in an autonomous, computer-controlled aircraft? Only you can answer that question.
You might get a chance sooner than you think.
Whatever you think right now, would you change your mind if you got to fly one of these machines, safely, of course?
Since autonomous operation is part of the plan, a current-day 
On the other hand, Lift's short history shows a 
With those two points in mind, what say you? It doesn't matter if you love or hate Hexa. Do you welcome their novel approach to meeting 103 parameters or do you think it could jeopardize Part 103?
Mosaic, the new regulation expected by the end of 2023, is significantly aimed at accommodating eVTOLs, UAMs, and drones into the airspace. Most readers are focused on how Mosaic affects LSA but multicopters are a major reason why Mosaic exists in the first place. However, the new reg is still two years away.
Therefore, a multicopter that can actually qualify with FAA as a Part 103 vehicle and is (nearly) ready for the market has an early lead.
Slipping into a sweet spot, Lift and their Hexa need not wait for Mosaic, yet will benefit from its arrival.
For example, "The aircraft is continuously calculating the energy required to 'return to home' based on altitude, wind speed and direction. Regardless of what the pilot does, the aircraft will automatically return and land when the battery approaches this level plus a reserve, and it can also automatically land in designated safe landing areas, if necessary.” Hexa presently has a 15-minute flight endurance
The plans are more explicit in several ways and you can 
One answer is that pilots already use design features to operate aircraft more safely: LSA have straight-and-level or 180-turn buttons and very effective autopilots. Engineers went to great trouble to assure an aircraft recovers well from a stall or has landing gear able to absorb hard touchdowns. Are these design features "cheating?"
On December 22nd, 2021, 
This was even more meaningful as Vickers installed RS Flight Systems’ single-lever control equipment (approval of which is expected in the coming FAA Mosaic regulation) regulating an MT prop. 
Try as they might to contain increases with various techniques, JMB representatives at 
Why care? It's simple. If Dynon finds more market for their products, they'll be stronger to support your Dynon and to keep coming up with great new avionics ideas for all of us.
Almost single-handedly Dynon brought affordable, sophisticated, computer-based instruments to the cockpit. It wasn't that long ago that equipping a Part 23 bird with modern flat-screen equipment was a $100,000+ expense. Dynon brought such prices back to Earth.
"We have invented and patented a safetanchor for planes and other uses. Easy to install yourselves and patented in the USA," wrote the company.
Design of the anchor’s top allows it to pivot from hook-up to becoming completely flat. This makes the entire surface of anchors flush to ground level without removing them and so you can drive vehicles over it, cut the grass, prevents tripping of personnel, and being a hazard to cleaning machines or snow removal equipment.
However, I have gotten to fly a small number of airplanes for a higher number of hours. The most recent such experience is with a 
I will let the two videos below provide most of the nuts and bolts details that pilots crave. In the following words, I'll relate some of my experiences and discoveries after flying the -12 for more hours.
To begin, I'm a high wing guy. Most pilots have a clear preference for high or low wing configurations. Some think low wings look "less awkward" and "more streamlined."
They are entitled to that opinion, but for me, the number one reason to fly an aircraft with an engine is visibility… to observe a beautiful landscape unfold below. I've found aerial sightseeing is a common desire among aviators. If so, a low wing gets in the way. RV-12 places the wing sufficiently aft that from either seat you actually do have some downward visibility, but it is not as broad as a high wing design, especially one with cantilevered construction; no wing strut gets in your way.
High wing airplanes are usually much easier to enter, a factor for older, less flexible pilots. Yet among low wing designs, RV-12 is easier as you enter from the front of the wing (see step in a nearby photo). You can use structure to help climb up on the wing and once you get to that point you can simply step onto the floor. You don't have to step in the seat as on some low wing aircraft. Most folks don't like having to do that and some low wing owners have a towel to put on the seat to keep dirty shoes off of it.
That's enough about me and what I think of RV-12. Check out these two videos and learn more about Van's terrific RV-12. Happy flying!
Tail winds, everyone!
The nearby photo shows me on downwind for runway 6 at 
Contrary to common language, LSA are not "certified." Instead a manufacturer declares they meet ASTM standards and FAA "accepts" that declaration. Frequently at first, FAA audited producers in a point-by-point check of their declaration plus verifying that producers use generally-accepted best practices in their manufacturing. Companies with prior approvals may not be required to undergo an audit; it's always FAA's choice.
I've been involved with ASTM for many years and I can attest to these standards being very rigorous. They were welcomed by many countries where they are in active use. Indeed, FAA is using ASTM standards for LSA as a model for a future approval system for Part 23 general aviation aircraft. Nonetheless, a Standard Certificate is required for some countries; LSA have a Special Certificate. So, some companies believe it is in their best interest to obtain the higher level of approval.
“We couldn’t be happier to see this important step for the F2 program, which ultimately will lead to the F4 four-seat version and the all-electric F2e,” said Matthias Betsch, Head of Flight Design's Design Organization department that created the F-Series and many of its advanced concepts.
"The F2-CS23 is the next step in Flight Design’s ‘Vision Zero’ concept which incorporates all commercially available safety features appropriate for this type of aircraft," the company elaborated. "These features include: a passive stall and spin resistant airframe design; airframe emergency parachute system; Amsafe-brand airbags and inertial reel harnesses; Garmin ESP (electronic stability and envelope protection); a strong occupant-protective enclosure for the pilot and passengers; automatic fuel management; simplified controls such as a combined throttle and brake lever; and a more modern, car-like atmosphere and operation."
“EASA's CS-23 category is an internationally-recognized certification standard which will allow the new F2-CS23 to be easily accepted in all markets worldwide,” said Dieter Koehler, Project Manager the F2 and F4 projects.
Flight Design sees the F2-CS23 as "an excellent choice for flight schools with its wide and easy-to-enter cockpit, fuel efficiency, unique safety features, and state-of-the-art avionics suite. All new Flight Design aircraft come with carbon compensation up to TBO under Flight Design’s Pro-Climate plan." F2-CS23 follows the company's F2-LSA that began deliveries earlier in 2021.
"In countries that do not have a Light-Sport category (Canada and others), the Type Certified version of the 
Primary Category certification also has benefits in the U.S., Icon reported. One is that any A&P is authorized to work on it. Because it is not a SLSA, owners will not need to use designated Icon Service Partners, though the company will still encourage them to do so.
Another benefit is international travel, for example, flying your Icon A5 to islands in the Caribbean, or to keep your A5 on a yacht when you are in another country (image). "Light-Sport Aircraft do not receive a Type Certificate," Icon explained, "so typically, special permission is required before you can fly in another country just like if you are flying an Experimental aircraft." Some exceptions exist, notably in the Bahamas, which does allow U.S.-registered LSAs. The Bahamas is further unique among other countries in that they accept FAA's Sport Pilot certificate.
"International expansion has been a critical part of our business plan since day one,” said Jason Huang, President of Icon Aircraft. “People in the U.S. have been able to enjoy adventure flying in the Icon A5 for several years, and we will continue to produce the SLSA version. But now we are excited to introduce the A5 to others around the world. Type Certification is one of the many investments Icon has made to grow our capabilities and improve the A5. We know it will be appreciated by our international deposit holders and sales partners, and we are all very excited for this day to come."
"Note that we will continue to make the SLSA version, as well," assured Huang. This continues the chance for American pilots to fly A5 without the need for an aviation medical, using only their driver's license in lieu of a medical approval.
Why not pursue approval using the coming regulation often referred to as Mosaic?
"Mosaic is an FAA initiative that doesn’t translate globally," stated the company. "Thus, pursuing Primary Category Certification is the action we needed to coincide with our global expansion plans."
The Covid pandemic of 2020/2021 appears not to have slowed enjoyment of flying for fun… for most of us anyway. I sincerely regret anyone who suffered during this period but sport aviation has held up surprisingly well.
In this article, I will tackle a couple reader questions, the sort I hear all the time. To answer several people with one response, I asked reader John Joyce if I could use his question and name. He consented, so here we go…
"By way of example," John continued, "there are nearly 300 SportCruisers registered in the US, as well as nearly 350 Flight Design models, but only 3 Skyleaders. I’m not picking on Skyleader; there are many manufacturers with just two, five or 20 registrations in the database."
Matter of fact, our N-number database is another useful reference we offer. You can use the 
This website regularly promotes affordable aviation. Can you genuinely find an aircraft you like that is affordable? If so, are the smaller shows — ones I call "sector-specific" — the place to find them?
Those two questions come up all the time on ByDanJohnson.com.
When you read Flying magazine or AOPA Pilot, the odds are low that readers of this website will find something they can afford. Both titles do a high quality job of covering aviation and I am glad they continue (though Flying is scaling back their print magazine to just four times a year). Yet the aircraft these two periodicals cover are almost never something I can afford; you may feel similarly.
The fact is most aviation magazines and the bigger airshows are full of aircraft most of us cannot afford.
The truth is that every time I survey vendors at these two events — plus the 
Aeropup is a "back to basics flying machine with modern engineering," said Don when we spoke at DeLand Showcase 2021. He added that it is "extraordinarily rugged and an extraordinary value." What kind of value?
"The kit is only $18,000 [an introductory price, he notes] and can be flying for as little as $40,000 and 500 hours of build time," said Don. I'd call that affordable but I what I mentioned above still applies.
Because Aeropup is a kit, of course you can configure it any way you like. Given a modest 540-pound empty weight (depending on which engine you mount) Aeropup can have a high useful load of 780 pounds. Even using all 24 gallons of fuel capacity, Aeropup offers a payload of 636 pounds, enough for two big American men plus generous baggage. Heavier engine choices will use some of those pounds, but the design should still carry a lot of what you want. A 46-inch-wide cockpit provides adequate elbow room for those boys on board.
What engines are supported? Don has installed a 
I cannot / should not fail to mention 
Speaking of electric propulsion — though not so much about affordability — I can never overlook 
Finally, floats. If you like flying off the water — or the safely aspect of quadrupling your available landing areas — you gotta have something to keep your bird out of the drink. Several other producers make floats but an old friend, Lavern Dence, showed one of the coolest ideas I've seen on light aircraft floats. No, I don't mean his use of a beautiful color-speckled carbon fiber, which looks reddish in the nearby photo but his business card made from the exotic cloth had blue accents; either way it is very striking.
The construction was up to this handy fellow's usual par but it wasn't the finish that got my attention. Honestly, I would never have seen the feature had Lavern not pointed it out. His website will be KashFloats.com but that's not up yet so he advises, "Just text me at 941-457-8005." They are presently available as straight floats only.
The magic is a cleanly-embedded thruster built right into the base of the float. Skip the clunky, draggy look of water rudders and all the mechanical linkage they require. Instead an electric-motor-driven thruster helps you maneuver on water. This is a very clever idea, about what anyone who knows Lavern would expect.
Those LSA veterans may be recalling Kappa KP5, one of the earliest entries on our SLSA List (#9). It was originally sold under the European brand name Jihlavan and that challenging name for Americans may be a good reason the Czech producer changed to the better marketing name, 
In the interview, Michael also provides other desirable features of the Skyleader 600.
Yet this airplane has a longer background in light aviation and I have reported on it some time back. While my 2008 pilot report is clearly not the latest information much of what I reported in 
To save you plowing through a 4,200-word article — though some may enjoy the great detail — I present some excerpts below …again noting this that is not the latest info. To truly grasp what a fine Light-Sport Aircraft Skyleader 600 is, I urge to you link up with Michael Tomazin at an airshow. He attends the big events and you may also find him again at the 
Several years ago, company engineers altered the design for American consumption, widening the cockpit to 47.2 inches, 8 inches wider than a Cessna 172 Skyhawk.
Harmony in the controls is quite good. Pressures are light and response is crisp without being sudden.
I figured rolls from 45° to 45° took about 3 seconds. The Wide Body Skyleader offers very responsive handling with modestly light control forces.
Although the [aircraft of that day] slows down well as proved by my experience with stalls, controls remain very responsive right down to minimum flying speeds. With those Fowler flaps extended well aft, the airplane seems content flying at 45 miles per hour (39 knots).
With fixed gear and prop, glide remains a very respectable 14:1 (for comparison, a Cessna 150 has a published glide of 9.5:1). I could feel our test plane stretch a glide and sink slowly.
Main gear is very forgiving and feels very sturdy. I had three landings [where the representative] said I tended to raise the nose unnecessarily high, which caused me to plop in on the gear. However, this showed how wonderfully well the gear cushioned my touchdowns.
I performed approach and departure stalls plus accelerated stalls. Most fell to the right a little faster than I’d consider optimal [please remember this was an airplane from 13 years ago], but recovery was always easy. In no case was power required to recover from stall with minimal altitude loss.
After noting the right-hand break, I paid extra attention when I did accelerated stalls to the right. But even with the wing bank at about 45°, the [earlier model] rolled out level, confirming the reasonable stall characteristics of this airplane.
You can read the entire report for lots more information if you wish, but here's the way I started the earlier report, "I’ve felt before and confirmed again that KP-5 (now Skyleader 500) is one of the sweetest handling Special Light-Sport Aircraft in the fleet."
Skyleader 600 is a leading entry in the LSA space but 
Great existing designs, a high-end model, other fascinating forays that upped the game, and a full market of choices — what does a new high-end entrant have to do? A lot! Breaking into this well-supplied sector of light aviation demands an impressive entry. Vickers appears well poised to bring something truly interesting and one built with the future in mind. It also got the 
