In retrospect, 2021 improved on surprisingly good results for 2020. Pilots are buying and flying — great! — while producers are maintaining or growing; both are good outcomes we can celebrate.
While much of America and the world were topsy turvy over the pandemic and the sweeping mandates placed on individuals and businesses, Light-Sport Aircraft fared reasonably well. Translation: sales held roughly steady despite Covid fear and talk of FAA regulation change hanging in the air.
The Sport Pilot kit market and Part 103 ultralights had nothing short of a banner year 
It may be too early for this kind of thing, and I don't typically go very far into gift suggestions. I know most of you visit ByDanJohnson.com to read nuts-and-bolts information and airplane flight qualities, but many pilots have those dark, cloudy days of winter ahead when flying our recreational aircraft is less predictable.
So… how about a good book?
I am reading "Sky Stories" by a good friend in the publishing game, Dave Unwin. You know his name because he has 
With the DeLand Showcase 2021 ended, we have officially wrapped up the airshow season for 2021. In retrospect, 2021 improved on surprisingly good results for 2020. Pilots are buying and flying — great! — while producers are maintaining or growing; both are good outcomes we can celebrate. While much of America and the world were topsy turvy over the pandemic and the sweeping mandates placed on individuals and businesses, Light-Sport Aircraft fared reasonably well. Translation: sales held roughly steady despite Covid fear and talk of FAA regulation change hanging in the air. The Sport Pilot kit market and Part 103 ultralights had nothing short of a banner year …and all that was 2020! In 2021, the recreational flying community experienced an ongoing positive trend, but we can happily add into the mix a successful restart to the airshow calendar, lead by our friends at Sun ‘n Fun. From spring through fall, SnF was followed by AirVenture — both stronger than many expected after 2020’s enterprise-threatening cancellations.
This is a slightly more condensed version of the talk I gave at the 
https://youtu.be/om2wiQNA5eI
Such is the nature of developing a small aircraft. Most aircraft buyers have little idea about the million and one things that must come together to create a design.
Once the aircraft has proven itself, the challenge starts anew to put a completed model into production. Usually financing becomes an obstacle to clear. I've faced this scenario myself — with a motorglider called 
Nonetheless, I was pleased to receive a notice that Ion found a buyer for the project, a venture capital company at that. This will not be a mom-and-pop-funded project.
Located near the University of California San Diego, the capital company is involved with other projects including business jets and eVTOLs plus medical and financial products. Since the acquisition is recent, it is premature to describe where and how Gaea will produce the aircraft.
Tim Apgar wrote, "Ion Aircraft LLC, which has been for sale since November 2020, was recently acquired by venture-capital investor Gaea Capital on September 10, 2021. Hopefully, this will enable Ion to finalize the design and enable marketing of their LSA product after many years of development."
After the acquisition, Tim updated his earlier communications, "The 
Back in 1998 many pilots were doubtful about Cirrus.
I was close to the company during these years. Over and over I heard statements such as: "They'll never complete the design." "They'll never get FAA to approve it (especially with that parachute on board)." "They'll never raise the money to produce it." "They'll never get production to a profitable level." "They'll never develop beyond a single model." Those doubters were wrong on all counts.
Only a few years earlier, in 1992, Americans got their first glimpse of the 
Rotax powers all kinds of recreational vehicles and recently announced, "
BRP President and CEO José Boisjoli invited guests of honor from the parent company plus Rotax employees to celebrate this success.
Gunskirchen assembly employees joined guests from BRP-Rotax's Canadian parent company as Boisjoli thanked the team in his speech, congratulating them on their dedication. Major company officials attending the celebration in Upper Austria on behalf of BRP were Thomas Uhr, Senior Vice-President Product Engineering and Manufacturing Operations Powersports, Anne Le Breton, Senior Vice-President Human Resources, Eric Lebel, Vice-President Human Resources and Minh Thanh Tran, Vice-President Corporate Strategy & Development and Global Transformation.
Yet designers have been hampered from making such changes, partly as they are burdened by a certification system that is simply too rigid to make the effort of approval worth it for small numbers of specially-equipped aircraft.
Cars, hotel rooms, curb construction, building ramps, smartphones, and more …all accommodate persons with disabilities. That's wonderful, however…
All those arrangements that make life easier for someone in a wheelchair must nonetheless cope with strenuous regulatory demands. Cars, hotels, and smartphones are created by vastly larger enterprises with staff to handle regulatory burdens.
In the more intimate world of recreational aviation, the industry is composed of much smaller enterprises. A lighter regulatory hand (using ASTM standards instead of full FAA certification) allows easier airframe customization for specific purposes — such as hand control fittings and linkages — and this system allows changes on a dramatically faster schedule.
It may be tough to abide by many pages of rules yet some developers have made special efforts for pilots that lack the use of their legs.
I've already covered Magnaghi's slickly-achieved hand control 
Founded in 2013 in Bahia, Brazil by aeronautical designer Bruno de Oliveira, Montaer developed MC01 as a fresh Light-Sport Aircraft based on the 
When Bruno created a hand control, he integrated it as smoothly as everything else on MC01 (check all the pictures to see for yourself). The handle accommodates throttle movements (fore-and-aft) and rudder/nosewheel movements by twisting.
MC01's enormous aft compartment and third door are further reasons why the Montaer proved compelling for one buyer.
Montaer won FAA acceptance as a Special LSA in 2019, and in 2021 established a presence at DeLand airport in central Florida, becoming affiliated with the active group at 
Recently Bruno wrote, "I am so happy to announce this delivery. We got the handicapped-adapted airplane registered to its new owner, Gary Hansen of Wisconsin." He added that prior U.S. representative Ed Ricks helped assemble Gary's MC01.
"This means one more Montaer flying in USA, Bruno continued. "I am manufacturing a third MC01 airplane to ship, this one with a 
Alex added his congratulations, "USA has another Montaer MC01 aircraft flying today, a bold project adapted for a physically handicapped person. A few months after submitting the project to FAA, we achieved acceptance so the aircraft can be released to its customer. We are sure Gary will be very happy with his machine."
What I ask readers to remember is that fitting an aircraft with hand controls is somewhat a labor of love. Bruno will probably never sell enough hand-control MC01s to pay for development expenses, but keeping another pilot in the air is a powerful reward.
I applaud Bruno and those other designers for offering hand controls to pilots that need such controls.
You may love your LSA or Sport Pilot kit or an ultralight aircraft, but nearly all pilots occasionally dream of owning — or at least flying — a P-51 Mustang.
Let's face it. You probably can't afford to buy one and it's almost certain you don't have the budget to maintain it and fly it. The fuel bill alone for an hour's flying will make you gasp.
So, what do you do if you have a Walter Mitty-esque urge to own and fly a P-51 but you don't have a couple million laying around unused?
Why not build your own?
As you see from the timeline above, it has taken a while for the twists and turns of development to unravel themselves. Now ScaleWings appears to be firing on all cylinders. Recently, ScaleWings announced they starting shipping Quick Build kits (see nearby image).
Does it take so long to get such an aircraft ready? Well, yes, for at least two reasons.
First, a more complex design takes longer to go through concept, creation, alteration, testing, and gaining approval from authorities. After all that, the company can start building but this is also when the investment needs to be highest.
SW-51 began life as the FK-51. Alert readers will recognize that "FK" refers to FK Lightplanes, a German design company lead by Peter Funk. For years, Peter manufactured popular designs such as FK-9 that sold hundreds of units. Peter developed other designs including the biplane aerobatic Comet, the sleek Polaris LeMans, and several wonderful vintage recreations. His interest was in the creation and development of designs, though; Peter was less enamored of the manufacturing side of the business, so he turned to others.
A man named Rolland Hallam launched into building a series of the FK designs. It seemed to go well for a while and at Aero Friedrichshafen a decade ago, he created a sensation by introducing the amazing creation of the highly-energetic Hans Schoeller.
FK, working with ScaleWings as a consultant, hoped to build one a week starting as early as 2015. It never happened. Whatever the challenges Rolland faced, they proved insurmountable. Production of all FK airplanes slowed to a crawl. FK-51 went dark.
After Rolland bowed out, Hans joined up with younger entrepreneur Christian von Kessel, who found money and facilities and vowed to bring the now renamed SW-51 to market. That took time, but Christian kept after his goal.
SW-51 conducted a successful maiden flight and passed other technical benchmarks. Then Christian and Hans set about putting SW-51 into production. This is not a small project but they are now excited to announce they are shipping kits.
Christian and Sebastian recently sent news about ScaleWings Aircraft launching shipments of a “Quick-Build Kit” of the SW-51 Mustang.
Calling it "the world's most accurate P-51 Mustang replica at 70% scale," a standard SW-51 kit — with MTOW of 750 kilograms or 1,654 pounds — includes "the complete all-carbon body parts, control elements, seats, and the electrically driven retractable landing gear."
The company describes SW-51's unique feature: "more than 100,000 details (rivets, screws, etc.) of the original P-51 Mustang are faithfully worked into the carbon surfaces of the delivered kit, creating a near-perfect reincarnation of the legendary icon."
"This is beyond any previous kit execution in the market," said Christian and Sebastian. I'm inclined to agree for the singular fact of SW-51's incredibly authentic mimicking of the World War II original.
According to ScaleWings, the standard SW-51 kit includes:
So… can you afford this beauty? Nautrally, that depends on your individual budget. Kit prices reflect the work involved in fabricating parts.
In their "Launch Edition," Standard Kits start at €119,000 (about $138,000). The Standard Kit and optional packages can be ordered now at the 
Kit manufacturers do not apply for the aircraft registration so they often have to determine their flying fleet by other means. Readers can investigate further with our complete list of registered light aircraft using 
Excalibur is listed on FAA’s 51% approved list, Tom assured, meaning that the low build time has been through the FAA Kit Evaluation Team’s multi-page checklist to assure the owner does truly build 51% of the kit as per current regulation. For those less certain of their skills, builder-assist centers are allowed now and this idea is set to develop further as FAA’s issues its in-the-works 
Excalibur can also carry a good load. Tom said it has a 600 useful load capacity. With the standard 10 gallons of fuel, that leaves a whopping 540 pounds for occupants and gear. Fuel capacity can be optional increased to 28 gallons.
Those occupants can get in and out easier thanks to lower side rails on the 2021 model. When doors are used they are wide and allow easier-than-common entry to either tandem seat.
Shock-cord gear suspension involves 24 wraps of “aviation-grade elastic” that Tom said can absorb quite a load while dampening impact loads from transmitting to the airframe. Getting back up is also easy. “Excalibur exhibits excellent STOL characteristics,” said Tom, “with solo take-offs in 96 feet!”
Excalibur’s price at Sun ‘n Fun 2021 was quoted at $33,700 for a complete and flyable airplane but before paint and instruments. If you use analog gauges — or an iPad paired to devices like 
As Tom suggests about Excalibur, all those Avid Flyer variations claimed to have differences… “improvements” their developers prefer to call them.
I'm a great enthusiast of soaring flight. Over decades of sampling a large number of aircraft of every description, I'm still drawn to a machine, which lacking any kind of powerplant, relies on the performance of the design and the skill of the pilot to stay aloft. I remain fascinated with locating rising columns of heated air. Circle well enough into one of these invisible thermals and you may be rewarded with an invigorating sensation of lift, of riding the swirling airmass thousands of feet into the air …silently. It's mesmerizing to observe the ground fall away as you are propelled higher and higher.
You may never have felt such thing and you may be hesitant about launching into the air in an aircraft that will allow only one approach and landing per flight; no exceptions. However, for those entranced by manipulating wisps of air to rise upward, a machine like Pipistrel's Sinus is a thing of beauty.
Though awkwardly named, to English speakers at least, Sinus boasts long and slender but very hard-working wings that permit this SLSA motorglider to glide 27:1, giving the ability to reach more than 10 miles from only 2,000 feet above ground (assuming no lift or sink). Even if you don't care about soaring, a glide path that flat can get you to a safe landing in many more situations.
Want to learn more? Let's take a sample soaring flight. Even better, let's investigate wave soaring.
You can 
Roger wrote, "A local glider pilot, John Wahl, has been forecasting mountain wave for the Moriarty, New Mexico area but never getting much real feedback as to the accuracy of his predictions." Mountain waves form when moving air rises over mountainous terrain. As the air rushes up the slope, layers above repeat the lift. Upper air is pushed aloft by the lower atmosphere climbing a mountain's windward side
Robert continues, "In late October 2021, he forecast wave for a Saturday so I borrowed Hugh Bivin's Sinus, N21PX, and took John along to see if the wave would be as forecast. We had his plots of where it should start and end geographically. We had oxygen, a data logger, warm clothes, and a sense of adventure.
"We took off about 10:15 AM and climbed west-northwest under Rotax power. Our home field elevation is 6,200 feet.
"The orientation of the wind aloft was not the best for wave to form. An ideal wind direction is 260 to 280 degrees so as to be perpendicular to the Sandia mountains, which rise to 10,500 feet. The wave was forecast to be at the northern end of the Sandia range, and be at an angle to the mountains. Wind aloft was about 230 degrees, not ideal by any means. This would be a good test of John's forecasting method.
"We saw a line of clouds had formed along the forecasted direction. We got to the upwind side about 15 miles west of Moriarty and turned to run parallel to it. These were the roll clouds [sometimes associated with wave conditions] but really did not look much like a traditional roll cloud. They were just a line of not very tall cumulus. But we started to see an increased climb rate some distance upwind of them. We were about 8,500 feet above sea level. I slowly brought the power to idle but we did not climb, so I returned back to climb thrust. A short time later I tried that again and we found ourselves climbing with idle power. I shut off the motor and feathered the prop. We were still climbing! It became very quiet.
"We continued on a north-northwest track, climbing modestly at about 1.5 to 2 knots, about 150-200 feet per minute. The forecast was for stronger lift ahead so we continued. Sure enough, just where John had forecast stronger conditions, we found that. The best climb rate we saw was 3 knots or about 300 feet per minute. We stopped the climb at 17,910 feet. We could have gone higher, I think to at least 20,000 feet, but the wave window was not open.
"John was very happy, as was I. His forecast was validated under unusual conditions.
"We turned around and more or less followed our track back, still in wave, but staying well below 18,000 feet.
"The view was fantastic. As we flew out of the region of better lift we started a long slow decent and turned slightly to the southeast toward home.
"We landed after 1.25 hours of flight time, about an hour of which was power off. Naturally, the landing was done power off. As we cleared the runway I un-feathered the prop, started the motor and taxied to the hangar.
"This flight could not have been done except in a motorglider, and the fact it was done in a Sinus made it all the more interesting. I figured we used about 3 gallons of fuel. The flight was not just for fun but to validate John's forecast model; so there was a strong sense of accomplishment and satisfaction.
"This illustrates the potential of research that can be done in a touring type motorglider. Because both pilot and researcher were side by side, coordinating the flight path was easy (unpowered sailplanes almost always have tandem seating). We were able to motor right to the area we wanted to explore, and, of course. always had a safety out with the motor.
"All in all, it was a flight to remember for the research, fellowship, and the fun of it."
—Robert Mudd, October 2021
Here's our video with Rand Vollmer. Hear from a Sinus expert about this high performing LSA motorglider.
https://youtu.be/zrRtAam5-zk
Today the manufacturing of CGS's Hawk line falls to two entities after the brand's most recent rescuer, Terry Short, chose to focus on his own strengths. Terry had saved the design from its second owner after the original creator, Chuck, retired from the business. When Terry got busy building airplanes and supplying parts, he realized that it was a more diverse enterprise than originally anticipated. Therefore he was open when Bob Santom approached him.
In 2017, Bob Santom and his wife Marlene came to agreement and the Santom family took over rights and production of all CGS Hawk single-seat aircraft. This includes the Classic, Arrow I, Sport, Plus, and Ultra. As he operates "CGS Hawk Single and Ultra," Bob is assisted by his two sons, LB and Jonah, though the latter is part time as he has a full-time gig with Cirrus Design. 
In 2019, Terry also reached agreement with 
When Danny Dezauche took over the design, he did what he could, but I examined what he received and he faced a major challenge. The documentation needed quite a bit of work. Danny kept the brand alive but he was realistic about the daunting amount of work ahead. It was probably appropriate when 
With Hawk, you just buy sewn Dacron "sails," a term carried over from the days when such wing coverings were adapted from sailboat sails. You slip them on, tighten them up, and you are largely done. Years later, when replacement may be needed, you can simply buy a new set of sails, which is much lower cost and far less labor than recovering (though dope and fabric coverings may go many years with no need of replacement). Dacron sails are $3,100 so the covered kit price is $15,600 before engine.
Whatever your choice, the engine may run $3,000 to $6,000. Add a few instruments and a couple other refinements and your Hawk Ultra could total $22,000 to $25,000 in flying form.
Bob Santom said the 
Let's keep a focus on aircraft affordability. Look, we love recreational aircraft. In how they deliver enjoyment, they are closer to boats, RVs, and motorcycles than they are to a Cirrus SR22 or a Bonanza.
Some owners justify the latter saying they use their airplane for company travel. When an airplane’s price tag approaches $1 million, business use is surely necessary.
Very few of us can even drean of dropping a cool million on an airplane. Rather, I often hear from readers that a $125,000 Light-Sport Aircraft is "way too expensive!"
In this article, I'll tell you something of Wes Parker's story and explain how he came to own the aircraft pictured nearby at a modest expense.
FAA’s July 2021 enforcement action opened a Pandora’s Box and has dramatically affected flight instruction in recreational aircraft of many types.
Conventional flight schools using CFIs operating Standard Category / Part 23 airplanes are not affected.
I hope you'll check out the video below — it's just 7 minutes. More importantly, I hope you want to contact your political representative and urge their action to support a fix to 
Based on many airshow conversations, I believe many of you share some qualities with Wes. He’s a longtime A&P mechanic who works for HondaJet in avionics using his electrical engineering background. Let’s just say he’s handy and knowledgeable. Many kit builders I've met also bring skills and experience to a project.
Basically, Wes did what some people do: buying, fixing up, enjoying for a time, then selling. For non-aviators, this procedure commonly involves cars, houses, or motorcycles but it can also include airplanes.
Before you sell, you get to enjoy, and Wes does. He’s flown his acquisitions plenty but the idea is the same — buy an airplane needing some attention, apply your skills (and some cash), enjoy the airplane, eventually selling it to a new buyer. Wes is good enough at this that he has often come out ahead, leveraging his previous acquisition into a new airplane at minimal new cost.
In Wes’s case, his electrical engineering skills and hands-on experience encourages him to seek out interesting aircraft which have work remaining or repairs needed for its electrical system. You may possess particular skills you could apply similarly.
Timing and preparation is important, too. Wes said, "You gotta be ready to buy." Research your target, seeking ones where you can apply your skills but also have the money and be ready to make an offer.
Wes started with a Zodiac 601XLB (see image toward bottom). An older owner had done a nice job with much of the airframe but the electrical system needed lots of work. “I added some money and used my skills. My wife contributed the striking design of the wrap. We enjoyed flying it but a buyer came along and I cashed out.”
Then came a Lancair 360. The story is similar: an informed buy, finishing or fixing, enjoying, reselling and coming out ahead of investment and expenses.
This method didn’t always work perfectly. An investment in a Van's RV-3, for its engine in particular, proved to be a "learning experience." Wes hoped he could energize a Beech Skipper that needed a more potent engine but a required STC turned out not to be available, so that project was less profitable.
When Wes decided not to play the Airman’s Medical game, he returned to flying Sport Pilot-eligible aircraft. Into his life came Celebrity.
Numerous reports involve rising inflation in the last year. What's driving this? Despite public spending at levels never seen before, inflation had seemed tame and the economy appears remarkably strong even after the last year and a half of dislocations and restrictions?
However, trillions cannot enter an economy without impact. The lion’s share of those immense sums found their way into financial assets, including stocks.
What has this to do with Light-Sport Aircraft? Over many years of ups and downs, I’ve noticed a high correlation between stock market buoyancy and airplane sales. Both are soaring right now.
Unfortunately, some dark clouds are gathering.
Numerous importers of LSA and other products have told me how their container shipping expenses have shot skyward faster than a Blue Origin space flight with a billionaire on board. I've heard many quote between double and triple the rates per container compared to a couple years ago. Welcome to the world of inflation-stimulated price increases combined with tariffs, sanctions, and taxes… all of which are on the rise globally.
I consistently promote that this website focuses on "affordable" aircraft. I used quotes because affordable literally means something different to every single individual. None of us has the same budget and our financial picture can change tomorrow.
At AirVenture 2021, I interviewed Ron Jones of 
Simply put, a LSA selling for $81,000 in 2021 is priced the same (in purchasing power) as $60,000 was in 2004 when the SP/LSA rule was announced at Oshkosh that year.
Therefore, Hiperlight, if it truly comes to market at $65,000, is actually cheaper than we expected in 2004… quite a bit less, actually. I find that amazing even as I acknowledge that $65,000 may not be "affordable" for everyone.
Please use these links to…
On the final day of the 
Various other producers have adapted this general shape and developed their own versions. I've reported on at least six such: CH-750 (the original, along with the 701); ICP's Savannah of Italy, SP30 from Russia, Sila from Serbia, and G1 from France. Even this list is not complete. G1 was reportedly modeled after yet another, the now-discontinued Alisport Puma. Clearly, this is a popular form of aircraft. Read G1 America's 
Mark said they estimate someone with average mechanical aptitude will need only 300 hours to assemble the kit. A customer who has built any kit previously could possibly assemble G1 in significantly less time, Mark believes.
Use of match-hole construction makes it far more builder-friendly. Wings and fuselage comes significantly assembled with a minimum number of rivets already in place to keep the skins where they belong. Builders earn their 51% contribution by pulling a lot of rivets (among other duties). A hydraulic pulling tool — available for around $100 — would be a smart investment, saving not only your wrist muscles but also more consistently pulling rivets. "Match-hole," for those that don't know, means that CNC equipment has punched rivet holes in the right places so precisely that a user a builder can literally take a bag full of clecos, join the skins more firmly, and start riveting.
Since to my similar talk a year ago — when I introduced the then-recently-devised term of Light Personal Aircraft …which is now gone! — lots and lots of pilots have written wondering if this or that general aviation airplane could be included as a LSA. Here's my response.
First, they won't ever be a "LSA." All Standard (not Special) Airworthiness Category aircraft will retain their original certification. A Cessna 150 won't become a LSA.
However, yes, it is possible that a Sport Pilot — or some higher rated pilot using Sport Pilot privileges — could fly a Cessna 150, Aeronca Champ, Piper Cherokee, or even a Cessna 172. The latter with four seats might have to be flown with only one passenger.
As before, none of this is official or certain. Accept it as an indication of FAA's current thinking. We won't know for sure until we see the NPRM and I predict we'll see that at Oshkosh 2022.
So, how could a Sport Pilot be allowed to fly a larger aircraft, or possibly one with four seats, or one with retractable gear? All that is up to Flight Standards, the group that makes decisions about pilot privileges and flight operations. Unlike the aircraft certification department that is giving more work to industry (who might then chose methods they prefer), Flight Standards is unlikely to hand over any work to the industry.
They may, however, use endorsements. The endorsement method is a proven system within FAA and it has worked exceedingly well for Sport Pilots flying Light-Sport Aircraft.
If you are a student earning your Sport Pilot certificate, you might fly in a simple aircraft like a Quicksilver, so you'll emerge with an 87-knot limit. To fly a faster LSA, go get a checkout from an instructor in a faster aircraft. When he or she thinks you've got it, they'll endorse your logbook, sign their name and number, and off you go. That's it. No test or check ride. Indeed, this shows even Flight Standards is letting industry (instructors) make judgement calls.
Endorsements also work for flying into complex airspace. Get trained and endorsed and go enter the nearby Class D or C airspace. The same is true if a Sport Pilot wants to fly a retractable gear LSA seaplane. Train. Endorse. Repeat. The method works.
Could FAA use this method to graduate Sport Pilots into larger, faster, more capable Light-Sport Aircraft? I don't see why not; it already works. But, as with all the above, we'll see what FAA's final decisions are. When? My bet remains on Oshkosh 2022. Stay tuned!
I flew 
As head of Magnus Aircraft's U.S. operation, Doma is an ideal candidate. He has worked in the factory in Hungary for some years, as head of communications and marketing. As the Hungarian company sought to pursue business in America, the leadership sent Doma to Texas to help Fusion 212 earn its SLSA Special Airworthiness Certificate.
In 2021 alone Doma reported selling seven aircraft and expects to log a couple more before the year ends. That's a solid start to the refreshed Magnus America enterprise in the USA.
Although this sturdy aircraft may be optimized for aerobatics the images nearby show this is a comfortable traveling machine as well. Going gross country knowing an aircraft can handle turbulence is reassuring.
As Doma next plans to promote Fusion 212 in the uberactive aviation state of Florida, I'm sure we'll be seeing more Fusions and if some of them appear to be upside down… perhaps they are!
Those words almost don't belong in the same sentence: "afford" and "helicopter." Most pilots have little idea how much they cost because they're seen as expensive and devilishly hard to fly. A Robinson R22, the company's lowest cost two seater, starts at $325,000.
So, are all helicopters expensive and difficult to fly? "No," say Composite FX representatives. As helicopters go, light weight can aid ease of operation. The low mass of Part 103 ultralights can be optimal in some situations but don't take my word for it. With this article I present two fresh videos about this company and their aircraft.
The XE290 is equipped with a more powerful engine, additional fuel, and more instrumentation. Of course, you have to build this one but they can help at the factory.
Their top-of-the-line is the XET, with "T" for "Turbine." The factory guys seem most stoked about this and no wonder. All XEs, regardless of model, run their engines at high revs during most of the flight.
Such engine operation and the need to direct power two ways and at two speeds is why original creator John Uptigrove's transmission simplification was so important.
Usually, helicopters have a costly, heavy, maintenance-intensive transmission to take some engine power and send it to the tail rotor at a higher speed while the rest is used to power the main rotor at a much lower speed. Instead of gears, Uptigrove substituted cog belts for this transmission. The quality of belts has so improved that they are now considered to be highly dependable. Cogs, like gear teeth, insure against slippage.
This simpler method is a key reason why not only are the XE helicopters well priced but why they have fewer repair problems and are significantly lighter in weight.
Cog belts must be changed every five years even if they appear to be in excellent condition. To avoid blowouts, semi-truck operators also change tires every five years whether visually needed or not. However, unlike big truck tires, the XE helicopter cog belts are modestly priced around $50, which seems like mighty cheap insurance for such a critical part.
Composite FX personnel showed interest in looking into this opportunity and it is not unreasonable for FAA to at least consider these aircraft assuming appropriate ASTM standards can find acceptance (no helicopter standard has yet been proposed). XE safety does not pose a problem; Composite FX has delivered around 500 units and only two suffered serious accidents, according to the factory.
For this reason, Midwest has become the number one event for Videoman Dave and me and we are so deeply appreciative of Mt. Vernon Outland airport's high level of cooperation and good management and services from the orange-shirted volunteers. We love the others show, too, but Midwest works beautifully for us — and that means we get better content for you.
My airline ticket is bought and I will be on-site for all three days of the show. As usual, I will provide daily reporting (who needs sleep?)
C'mon! No entry fee; completely free to attendees. Close to a huge midwestern population. Great people keen to help you buy a plane, sell a plane, learn about planes, or simply talk aviation to your buddies. In town, you'll find plenty of lodging, restaurants, and other services.
Having attended all of these Midwest events (but one, due to an approaching hurricane in my home state of Florida), I can tell you — and many pictures prove — that social distancing is easy at Mt. Vernon. These sector-specific shows have smaller crowds. You can easily approach a vendor and have a conversation without getting close, if you prefer.
Of course, Midwest won't have tens of thousands of airplanes and hundreds of thousands of visitors …and that's one of the main reasons it is so wonderful. Vendors can actually engage with you for an extended conversation without others waiting anxiously to talk to the same person.
"The shuttles (to and from hotels and restaurants in town, 15 minutes away) will begin with the first arrival.
"Our Thursday afternoon party at the FBO (SRT Aviation) is back! Plan on a great post-Expo dinner at the conclusion of Day One. We are still working on the menu but rest assured there will be plenty of BBQ and drinks served in a great aviation atmosphere.
"There will be daily safety briefings at 10:00 a.m. in the Koziara Terminal Board Room. Please plan to attend each day. If unable to attend daily, please ensure you are there on Thursday September 9, 2021. Each briefing will be short.
"Mo-Gas will be available at the Expo. It is 91 Octane, no ethanol blend.
Maybe I should clarify: I mean the on-site camera work plus the keeping track of what we're doing next, handling a load of gear, planning the next day's video stories, downloading huge video files each evening and placing them somewhere to be used later, and charging up everything you own as you sleep. While we're shooting a video, Dave takes a director's view of where we're going and guides us along. He's also very aircraft-savvy so if we lack a piece of information, he can often provide it. The show must go on, you know.
Despite the challenges of working at a great distance, I've been sending loads of raw video up to Dave in Canada and he has been editing away hour upon hour. In this article, I want to introduce you to four recently released videos I think you will enjoy.
AirVenture Oshkosh is arguably the most important aviation event in the world each year, bringing people together from all points on the compass… or, at least it usually does.
For 2021, international representation was far below the usual. I don't have hard numbers but few of my overseas airshow friends could make this year's event.
One objective of mine was achieved when a trusted, reliable source provided me with hard data about the state of the light aviation industry around the world. Most readers know I follow the 
Do you think you have what it takes to fly around the world?
At minimum, such a trek involves lot of hours in a fairly confined space plus a challenging amount of waiting (for weather, maintenance, permission). At worst, it could be intimidating and dangerous, for example when crossing the frigid North Atlantic. You also have to cope with foreign languages and different customs. Your body clock would be catching up for weeks.
Zara has a good aviation foundation. She reports traveling in small planes since the age of six, skydiving at 11, and flying a plane at 14. After all that why not go for broke at 19? Ah, youth!
"I will be flying a 
The title isn't new.
For 14 years I wrote a column I called "The Light Stuff" for Kitplanes magazine. The column name was an adaptation of "The Right Stuff" movie about astronauts.
Through those years, a man I learned to deeply admire edited the publication. Many readers will recognize the name Dave Martin from earlier days. He had an impeccable reputation earned through thoroughness and fairness, capability and approachability. I could never slack off when preparing material for Dave. He could be a tough taskmaster but also acknowledged when a piece was good. My writing undoubtedly improved because of years of input he offered me. I so enjoyed working with him.
With sadness I note his passing, alerted by mutual friend Phil Lockwood, developer of the AirCam (photo) in which Dave is seated when the two made a flight to the Bahamas. So long, Dave! 