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 
Midwest LSA Expo‘s forum organizers called it a “record crowd” that turned out to hear my talk about coming changes in FAA’s latest regulation. Some 95 pilots entered their email on an FAA Wings credit sign-in sheet and that didn’t include everyone present. This topic always generates lots of interest. A number of vendors told me they wanted to attend but couldn’t because they didn’t feel they could leave their exhibit. It was that busy today. That’s a great problem: plenty of people who want to talk to you. Plus I told them I was recording my presentation and they could catch it later… soon, in fact. I’ve already uploaded the video to Videoman Dave, who remains stuck in Canada, unable to get across the border. I hope you can see it in a few days. Day 2, Friday the 10th, was a strong day, even better than Thursday’s good early start.
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!
Watch for our 2021 video interview to learn even more. Until the new one is done this after-flight review contains a lot of information about Fusion. (Video shot at Sebring in 2018.)
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! 
This is not a pace I heard at Sun 'n Fun 2021, for example. That first show of the year was more tentative. People were still frightened by unrelenting news on TV and Sun 'n Fun represented a first step back toward normal. Mind you, I considered the Lakeland show another big success; many others evidently decided by late July that the situation had improved enough for pilots to open their wallets.
Pilots who acted sooner scored an earlier delivery. Many at Oshkosh heard deliveries were already being quoted well into 2022. At Sun 'n Fun we didn't hear that.
My measurement of how the industry is doing is not only to assess the health of suppliers but the willingness of pilot consumers to think about a new purchase. Wary buyers hold back in times of uncertainty so sales of light aircraft at Oshkosh illustrates both pent-up demand and a sense of hopefulness by pilots expecting to get out and enjoy flying.
The company also has a virtual reality training system that can help familiarize new pilots. On whole, Norbert felt it was reasonable for a new pilot to fly and he said most pilots will become rather capable in just 10-20 hours.
As their XEL model complies with FAA Part 103 it may be purchased ready-to-fly from the factory in the United States. XEL is supplied with floats, "one of the features that allows it into the ultralight category
The Mosquito derivative XE-series has been successful with more than 400 kits or fully-built 103 editions built (150 are Part 103 helicopters). The company is less sure about the number of delivered kits to get airborne as many have been sent overseas where it is difficult to track them but they believe more than 300 total units are flying.
Based on a low number of accident/incident reports they appear to enjoy a decent safety record. That may be the best proof of a "docile to fly" designation.
EAB Models
I recall when 
Fusion eNano
I have a video in the works where Chip will explain this more fully and talk about its merits.
Here I will note that accelerating airflow over ailerons is very helpful to slow speed flight and not a new idea. You may have seen the photos of a modified Tecnam Twin with multiple small electric motors lined up all along the leading edge. The idea is to accelerate airflow over the entire wing so this aircraft could perform feats a conventional Twin could not.
By pushing air across the aileron, Merlin Lite with these small motors buried in the wings could maintain control down to nearly zero airspeed. The small wing mounted motor accelerates air over the wing, too, making for very, very short takeoffs. "It could cut takeoff roll by three times," Chip suggested.
So Merlin doesn't use electric power for main thrust but does make effective use of electric propulsion.
As a side note, Merlin Lite definitely will be offered with battery electric for primary thrust. Combine the wing (and possibly tail) in-wing thrust units with main power and you could have an ultralight with up to six motors, said Chip. Does that sound like a lot? Maybe, but Volocopter has 18 motors.
Electric has a future, I'm sure, but it has a present as well and it is in Part 103-type ultralights today. I'll try to keep up for those many of you intrigued by electric.
Whatever the product timelines, these machines have large appeal.
The magic of airshows and their ability to deliver in-person meetings showed their value yesterday at AirVenture Oshkosh. The following relates the story as best I could piece it together. Be advised this is not the final word on the subject. In fact, it is so fresh that changes are probable.
Our friends in EAA's Advocacy department, lead by Sean Elliot and aided by experienced staff held a special Mosaic meeting with FAA. In such a gathering at AirVenture 2021, EAA team members reportedly pushed back on Mosaic regulations, calling it "overly complex." (I was not present at this meeting, so this report is second hand.)
In the meeting, key FAA officials were present and in a remarkable development (which I am surely oversimplifying here), FAA agreed and in the space of a single meeting, listen to what occurred.
ICON
VASHON
And, speaking of area movements…
BADLAND AIRCRAFT / F-SERIES
HIPERLIGHT
CARLSON SPARROW
Indeed, as light aviation enthusiasts prepare for the coming Mosaic regulation that will dramatically alter the landscape, a clearer dividing line is revealing itself. Many light aircraft have embraced Rotax's four stroke engines, overwhelmingly their 9-series models including carbureted 912 ULS, fuel-injected 912iS, turbocharged 914, and the newest 915iS.
In this edition of “LSA Update,” I'll cover an update about…
1️⃣ Jabiru and their AirVenture activities; 2️⃣ Beringer's new SensAir system that works with your smartphone; 3️⃣ an impressive father-and-daughter partnership forming a new dealer for Seamax; 4️⃣ a preview of the new Dragon powered paraglider single-place quad; and, 5️⃣ competition successes for E-Props and Polini engines.
Not only was Jabiru one of the first approved SLSA (#22) but also one of the most prolific with SLSA #22 J250-SP, #23 J170-SP, #40 Calypso SP, #67 J230-SP (redesignated as J230-D in 2013), and #142 J170-D. The "SP models came from an earlier U.S.-based manufacturing arrangement. The "D" denotes the manufacturing now conducted in Australia.
When you are an early entrant you have time to get the details right and flesh out the operation.
Now in the capable hands of Scott Severen, who runs 
The France-based company with a permanent U.S. operation has numerous products in support of airframes including the unique 
In the last few years Seamax has substantially upgraded their U.S. representation with full-time facilities adjacent to the prestigious campus of Embry Riddle Aeronautical University. From this ideal location they can cover the Eastern U.S.
Now, Seamax is pleased to announce a new dealer based in Tulsa, Oklahoma. The seaplane maker now offers support, training, and sales for several Midwestern states. The new business is called Central Seaplanes and they become the official sales agent and brand representative for Oklahoma, Arkansas, Missouri, Kansas, Colorado, New Mexico, and Texas.
The Oklahoma dealer recently acquired two fully-equipped Seamax M-22 aircraft to their fleet and. One M-22 is equipped with IFR gear, which allows a pilot in training to log instrument hours at competitive rates.
Central Seaplanes, LLC is a father-daughter, veteran-owned business represented by Kira and Todd Lang.
Todd is a former fighter pilot with 40 years of aviation experience and 11,000 logged hours with CFI, CFII, and MEI instructor credentials. Currently, he is an international Boeing 767 Captain for a major U.S. airline. Todd also holds a Master's degree in Business Administration from Embry Riddle.
Kira has an Associate degree in aircrew safety systems technology, a Bachelor's degree in aviation management and a Master's degree in aviation and space science. She is currently finishing her doctorate. Kira received her Private Pilot certificate when she was 18 years old.
Kira said she has always dreamed of starting her own business with her dad. She has a passion for aviation and has thrived in the industry. She intends to dedicate her time to the success of Central Seaplanes and their association with Seamax aircraft.
This quad — a term describing the four wheeled carriage some powered paraglider enthusiasts prefer — “is a new concept,” said Erin Thorson about designer Dan Feldman's work. Dragon will make its official debut at AirVenture 2021. Thorson is a 30+ year A&P and former Air Force aviator.
"Considerable research and thought have been put into producing a high quality seated powered paraglider that meets all FAR 103 requirements," wrote Erin. Dragon PPG is aimed at taller and heavier PPG pilots. The design features a roll cage for protection. Such a configuration is common in powered parachutes (different aircraft, if you aren't familiar) but quads have previously been very light weight construction that mainly aimed to provide some structure to accommodate wheels, and not much more.
Based on Rotax 503 power, Erin described thrust of the engine as "incredible!" Dragon was weight tested at 4Gs assuming a 220-pound pilot. Commonly, powered paragliders prefer the lightweight, higher-revving Polini engine (see next news item).
"Last week, Eric Dufour, a world-renowned paragliding pioneer and well respected paramotor instructor, personally flew the Dragon PPG and loved everything about it," wrote Erin. "I have witnessed the Dragon fly; it is a rocket!"
“The propeller is a very important equipment to succeed in this kind of competition,” the company wrote. “
In second position was Jeremy Penone using the super-tested Thor 250.
In third, winning the bronze medal, was Marie Mateos also using the new Thor 303. Marie reached a new goal with Thor 
Certainly, some LSA producers have ambitions for four seat cruisers or tougher bush aircraft or larger load-carrying aircraft to satisfy pilots that want more capability from their aircraft.
Those goals are fine, of course, but they are not what stimulates leaders and engineers at JMB Aircraft, a restless bunch that loves flying their screaming machine as fast as they can.
The fellows importing 800XP from then-producer Aveko rebadged the aircraft for the American market. It featured fixed gear and a fixed prop to meet the LSA regulations of the day. They also added wing area and for good marketing measure, they added sexy upward-curved winglets.
Irony: The older model is essentially the LSA version that JMB plans for the U.S. market. So, yep, while the model in this report is the speediest version, a simpler — and LSA compatible today, even before the 2023 regulations — model is already waiting for American pilots that many need or prefer an LSA.
No question though… what gets most pilot hearts beating harder is the speed VL3 has been able to achieve with a 
In the present time — before big changes coming with the so-called 
"We are thrilled to announce that this afternoon we achieved a World Endurance Record for an electric aircraft, breaking the previous mark set in Germany last year." (Note: Official recognition always takes more time.)
Pipistrel distributor Michael Coates, wrote, "South Australian-based Eyre to There Aviation … Flying a Pipistrel Alpha Electro plane, arrived in Port Augusta late yesterday (Friday June 25) after breaking the previous mark of 750 kilometers on the leg between Shoalwater Point Station and Whyalla."
Lead by Eyre to There Aviation Managing Director, Barrie Rogers, the team will continue to Adelaide aiming to fly 1,350 kilometers by the end of the journey.
Barrie reported he and his team battled strong winds and rain as well as below zero morning temperatures to achieve the record. (Australian's seasons are roughly reversed from America's; this is not summer in Australia.)
“It’s been a mammoth effort by everyone involved to achieve this incredible feat," Barrie said. "The weather hasn’t exactly been on our side. We had ice on the wings one morning and were grounded in Port Lincoln due to an intense low pressure system.” One of the criticisms leveled at battery power is a loss of energy in cold conditions so the Eyre to There has been doing additional proving of the propulsion concept.
“On the plus side, the aircraft and the recharging systems have held up incredibly well, said Barrie. "It has gone a long way to proving the endurance and reliability of the Pipistrel Alpha Electro plane."
“Because we can only fly about 125 kilometers (78 miles) before having to recharge, we’ve been landing in some pretty remote locations."
As reported earlier, Barrie said Pipistrel Alpha Electro is the first and only serially-produced electric aircraft currently approved in Australia for flight training by the Civil Aviation Safety Authority (Australia's FAA counterpart).
Most of us, however, are not Alberto. Apparently, this man does not care to sit idly and admire his past achievements.
When you've already designed what may be the fastest LSA-type aircraft in the world, what do you do next?
Shorten Risen's wing span, install a more powerful engine and go even faster. Duh!
Original Risen wingspan: 29.5 feet — Risen SuperVeloce wingspan: 26.9 feet. How much difference results when span loses 31 inches and power increases 40%? Speed demons want to know.
It's worth noting several countries that accept ASTM standards do not limit speed. That's why ASTM created standards for retracts, adjustable props, and other developments that are not presently permitted in America. (The organization is now called ASTM International for that precise reason.)
Are U.S.-based LSA genuinely limited to 120 knots? Yes, and no.
While this may change in the regulation to come at the end of 2023, present-day American LSA are limited to a maximum of 120 knots in level flight at sea level. Most pilots are aware that indicated speeds translate to higher numbers at, say, 10,000 feet above sea level. Some LSA are advertised as capable of reaching 150 knots at high altitude …and that is perfectly okay.
"Risen powered with the Rotax 914 turbo for the first time passed the barrier of 400 kph (249 mph) on a 15 kilometer straight course and 379 kph (235 mph) on a 50-kilometer triangle. Truly spectacular especially with a 115 horsepower engine. Just imagine what would happen with a 915iS?" asked Commercial Director, Stéphan D’haene in the fall of 2020.
"As Porto Aviation, we don’t believe you can just install a 40% more powerful engine in the same airframe," continued Stéphan. "Either your 100 horsepower version is underpowered, or [an airframe with a] 141 horsepower 915iS will be overpowered. This is just physics. Exceptions are, of course, STOL or other draggy designs that will see only a relative small increase of cruise speed due to drag. Risen has the lowest drag ratio in the industry, so adding 40% more power is a lot for an already-fast aircraft."
"We performed stalls and saw a 10 kilometer per hour or 6 knot increase compared to the normal Risen," observed Stéphan. "This is great news as it confirms the computer simulations and allows us to stay within European Microlight regulations, too."
Going fast pays benefits, at least for buyers that have somewhat thicker wallets.
"Let’s not forget Risen has one of the largest cabins on the market with ultimate comfort for those long trips," added the commercial director. "Our first 12 months of production are already sold out, even though few outside the factory have seen the aircraft."
Serial production reportedly commenced three months ago. SuperVeloce #2 will soon take its maiden flight.
Stéphan expressed, "Many U.S. pilots want this aircraft. There are going to be a lot of busy builders!"
Care to be among them?
Article 
Let's be fair: Electric airplanes are relatively new and they will only get better. It is not reasonable to expect them to perform equally with fossil-fuel-powered aircraft that have been developed over many decades and with billions of dollars invested to help them achieve the high state-of-the-art they possess today.
Yet what this observes once again is that batteries are the weak link in the electric propulsion chain. Energy contained in batteries is a small fraction of that contained in a similar volume or weight of gasoline. That gap is narrowing but the pace seems glacial compared to forecasts of electric enthusiasts. Battery improvements of a few percentage points per year means decades before batteries match fossil fuel in energy per pound.
Give batteries some magical breakthrough to equal fossil fuel energy and the betting will end. Electric propulsion will push out fossil engines quickly — but that day is not here now. It may be years in the future.
How long will the aircraft fly at cruise/cross-country? — Answer: "45 minutes at 18kW (reduced power) and 75 knots indicated airspeed"
How long does it typically take to charge the batteries with different chargers? — Answer: "Six hours with a 3kW charger; an hour forty with 10 kW charger; an hour and five minutes with a 14 kW; or 45 minutes with the 20 kW charger."
How heavy are the batteries and can I swap them myself? — Answer: "Each battery pack is 53 kg (117 pounds). Yes, you can remove the pack with no extra help."
What is the luggage capacity the aircraft? Answer: "There is no luggage compartment. Convenience luggage can be stored in the side pockets on the instrument panel."
