In a way, you already know this aircraft or at least its look-a-like predecessor, Paradise's P1NG. As happens in every industry, a key engineer left a family airplane building business — Paradise, run by granddad, Noe de Oliveira — and started his own aircraft factory. The departure occurred eight years ago.
Now, Bruno de Oliveira has won FAA acceptance of his Special LSA model. Brazil uses ASTM standards as well so he also got approval in the South American country.
Importer Ed Ricks of 
With his MC01, Bruno and Montaer are filling a void.
Both models veered away from the uber-common joystick seen on most Light-Sport Aircraft. Yet yoke control has a large global following as Cessna, Piper, Beech, Mooney, and more all use yokes. Since those brands trained most Yankee pilots, it makes sense to offer them a control already familiar to so many pilots.
MC01 also continues with a very popular feature: a voluminous baggage area accessed by a third door. 
The very first U.S. delivery of MC01 is headed to Wisconsin where a pilot has ordered one with a very special extra: hand controls, a choice available to offer assistance to some pilots. That airplane is due to leave Brazil in March and may be seen at EAA's big summer show.
MC01’s airframe is built using 4130 molybdenum steel tube (photo) providing a proven safety to the occupants. The exterior is all aeronautical aluminum fuselage and wings. A steerable nose wheel, dual toe brakes, and control yokes are just some of the features of this well built airplane.
Ed has known Bruno de Oliveira for eight years and will be in charge of sales in the USA. He is seeking dealers in certain states; if this interests you or if you want more details before Sun 'n Fun, call Ed at 623-695-9040 or 
Welcome our newest entry to the Special LSA fleet: Montaer’s MC01. It’s been added to our SLSA List that so many of you visit regularly. In a way, you already know this aircraft or at least its look-a-like predecessor, Paradise’s P1NG. As happens in every industry, a key engineer left a family airplane building business — Paradise, run by granddad, Noe de Oliveira — and started his own aircraft factory. The departure occurred eight years ago. Now, Bruno de Oliveira has won FAA acceptance of his Special LSA model. Brazil uses ASTM standards as well so he also got approval in the South American country. Importer Ed Ricks of Montaer USA hoped to make it to the Midwest LSA Expo in late summer 2020, but we know all-too well how strange last year was. Many hoped-for gatherings simply fell apart in the year of Covid.
Now, Luscombe Aircraft Corporation (LAC) has gone cross country again, this time to Jamestown, New York in the western part of the Empire State. Here's 
"Then, we will start assembling complete airplanes using LSA regulations," confirmed Steve. "Built as a Light Sport Aircraft to ASTM industry consensus standards," Steve said, "the Model-8 is … an all-metal airplane originally designed and still constructed to USA CAR 4a standard airworthiness requirements." CAR standards preceded today's Part 23 rules.
In New York state, Steve noted that he and his partner want to retain the vintage look of Luscombe 8F Silveraire. That doesn't mean it's old fashioned, though. Hidden behind the classic panel and glove box doors that were popular from 1942 to 1959 lies state of the art power management panel and instruments." (See panel images at bottom.)
"We have also worked extensively with the professional aviation archivists at AirCorps Aviation in Bemidji, Minnesota to develop a digital archive of Luscombe’s large collection of historical records, engineering drawings, and production work orders. We have inspected and are refurbishing production jigs and tooling to resume production of those hard-to-find parts.
LAC is developing close working relationships with the local metal working specialty shops "to leverage the rich Western New York and North Pennsylvania manufacturing base. Using the original Luscombe jigs, restorations [can be] expertly crafted in our 25,000-square-foot hangar at the Jamestown Airport (KJHW).
Those who attempted to copy and duplicate Quicksilvers have mostly faded away but some enterprises (see at bottom) built a business out of supplying parts and components that Quicksilver itself never offered.
One of the most successful of these is 
"Now that I think I've got it perfected," Andy expressed, "we're going to start production on this in 2021."
Falcon has a lot of components so it will be more expensive. "Yes," Andy agreed, "it will be a little higher priced aircraft — it takes a lot of time to assemble — but it will fly like a Quicksilver, so those pilots who want to fly faster now have a choice."
A Quicksilver-type design like the standard "Smithsilvers" that Tri-State makes from scratch typically cruise 40-60 mph where Falcon is as much as 50% faster.
"Yes, this will be a little higher-priced aircraft," Andy observed, "and it must be built as an Experimental Amateur Built." Let's put it in perspective, noting that all prices mentioned below are subject to change.
A standard single place Smithsilver by Tri-State Kite Sales assembled for fly away costs about $28,000, said Andy. A two-place with all the extras gets into the high $40,000s and Falcon with a 
Mark Smith founded the company in the late 1970s and formally organized in 1981. In those 40 years, Tri-State has delivered more than 200 complete aircraft and an uncounted number of aircraft served with replacement parts or Tri-State accessories from fiberglass nose pods to new wing covers and everything in between.
Of all these, Falcon may be the most advanced and sophisticated. It may look like a simple Quicksilver or a Tri-State Smithsilver but Falcon is a step beyond on many ways, for example, creature comforts.
Falcon has a full enclosure, front to back, and even has cabin heat. "I tested this down to 17 degrees ambient temperature, and you can stay about 70 degrees inside the cockpit." While the snow swirls around Tri-State and much of the country, that climate control sounds inviting.
Cross country flying is one of the stated purposes. How fast can Falcon fly?
"I can hit 93 miles an hour," exclaimed Andy, "and cruise is a solid 80 mph." For those unfamiliar with a standard Quicksilver or Smithsilver, that's a substantial increase, more than 20 miles an hour faster on average.
As a nearby image shows, the Rotax 503 engine is nestled down in the aft wing center section because Andy wanted to lower the thrust line to a more neutral position. This means the dual-carb Rotax 503 and its 50 horses push the airplane forwards with less pitch influence, which is a significant part of how it can achieve higher speeds.
"Falcon's standard instrument panel has all your flight information," explained Andy, "while all the engine instrumentation is housed on the right vertical support strut. Above your head are all the electric switches for electric flaps, ignition switches and lighting controls."
Unlike every Quicksilver or Smithsilver, Falcon has a control yoke as does Quicksilver's GT500 and GT400 models. However, unlike those Quicksilver models, this yoke has been configured specially to make entry much easier.
Falcon has a door that props open but when I looked at, I thought entry looked rather challenging. What I missed were the steps Andy took in designing a yoke that neatly folds out of the way. When so retracted, entering Falcon looks easy.
Once in place you pull the yoke back toward you and it latches securely into position. With details like this, no wonder Any spent years getting Falcon right on paper and three more to get the pieces and parts in the right place.
Falcon's cabin even has a hat rack …or in this case, a headset rack as that's what Andy puts in this location.
Andy referred to the current one as a "nostalgia website" because it holds extensive commentaries written by Mark Smith, the patriarch of Tri-State. His words make a fun, and historic, read but what the vintage website does not do is provide clear navigation to the various aircraft models and component parts or assemblies that Tri-State builds. The new website will address these shortcomings while hopefully keeping all Mark's original musings.
Until the new website is finished, visit 
Aviation preaches safety long and loud. This dedication within the aviation community has made flying safer than driving despite what landlubbers believe is a risky way to travel.
Aviators know better, of course. We work hard at making flying safe. It's not lucky or some accident of choice. We are all proud of our skill at taking an airplane aloft and returning it safely to terra firma.
Except when we cannot…
These systems cost real money (thousands), add "non-functioning" weight (16 to 50 pounds depending on the airplane's weight and speed), and fill up space you might use otherwise (a BRS system for the Cessna 172 uses a substantial share of the baggage space in that model). All these things — cost, weight, and bulk — are negatives, yet pilots buy these emergency systems regularly. Companies like BRS, Magnum, and Galaxy have sold tens of thousands of these systems.
Every single Cirrus (and Flight Design) comes standard with an airframe parachute, so that means almost 10,000 aircraft just in those two brands.
I've flown with airframe parachutes for years and I love having such a system on board.
I actually stopped flying at night in airplanes without a parachute system. One smooth night over North Carolina with my wife and two friends in a Cessna Hawk XP, Randee asked, "What would you do if the engine quit here?" It was pitch black outside and I knew from previous flights that under us were trees stretching out past the horizon.
It was a valid question. Touches a nerve, doesn't it? Aren't we trained for night flying? Don't we practice engine-out procedures? Well, yes, Private Pilots can fly at night (they should be current) but the training concentrates on normal night operations. I've never known an instructor who guides students through engine-out-at-night procedures far from any airport.
Whatever you think about night (or other potentially hazardous) flying, an airframe parachute may ease your mind — and achieving that means you will fly more capably. It's a personal decision, of course, but for me, I'll take a parachute anytime.
Softpacks
VLS (Vertical Launch Systems)
To prevent down time during service Magnum has a great offer: "Loaner Canopy When Yours is Due for Repack. That's right! A a loaner canopy, of the same size and style as the one you purchase from us, is available at no charge for installation in your aircraft while your system is being inspected and repacked (repack cycles are 6 years for most systems). This allows our customers to continue to fly with a complete ballistic recovery system in their aircraft while theirs is being repacked! No other parachute company offers their customers this peace of mind!"
Magnum Parachute repack costs are considerably less expensive than most other manufacturer's, said Dennis Carley, proprietor of Magnum Parachutes USA. "For our Softpack systems the repack cycles is five years instead of only one or two years with other brands. Prices run $660 to $975 so about $100 to $150 per year."
For some “affordable” may include Special LSA selling for more than $200,000. After all, that's a fraction of a loaded Cirrus SR22, for example. For others, even $20,000 is more than they wish to spend.
Fortunately, you have a wide variety of choices. Our 
Naturally, this fact also highlights that the lightest, most affordable airplanes may often be flown in and out of places a Cirrus SR22 owner will never see. Many Part 103 ultralights seem invisible to much of conventional, legacy aviation. It's their loss.
To become more aware, I explored 
Regarding my market questions, Dave wrote, "I am not sure that I have accurate numbers, as there is no earthly way for me to know if someone has actually built one for Part 103." I understand his message.
However, he added, "That [Part 103 category] is what the Affordaplane was originally designed for, and many hundreds are flying. Now, a lot of people do [Experimental Amateur Built], but I have witnessed an explosion of new people into the sport, in the past five years."
"To me, ultralights are the ultimate expression of freedom," he expressed. "You don’t need a license to fly them, but you do need training."
"Give me a grass strip and a couple of bucks' worth of gas, and I can go flying any time I want. I don’t need a radio, don’t need an expensive transponder, and I do not need an annual inspection. I do all the inspecting myself. When you build it yourself it gives you invaluable experience and confidence in the air that you just do not get by buying a completed airplane from someone else."
"Most of the materials to build the Affordaplane you can buy locally. Nowadays you can get all your metal locally, even the windscreen came from Home Depot," observed Dave. "Aircraft bolts you buy from an aircraft supply house. Your motor can come from many places, like Ebay or Barnstormers.com. The fabric to cover the wings and tail comes from 
The Affordaplane Plans package now contains 173 information packed pages, and everything you need to build your own Affordaplane aircraft is included.
The Construction Manual is 68 pages of detailed photos and step by step instructions. For those who prefer, the plans can be delivered on a CD or digitally.
Affordaplane’s fuselage is [based on] square aluminum tubing with flat plate gussets bolting it all together. "I designed it this way for a number of reasons," noted Dave. "One is that it’s extremely strong but light. Gyrocopters have used this method for decades. Two is you can cut it with a chop saw or jigsaw, drill it, and it is basically done. There is no welding involved at all with this airplane. You do not have to have welding equipment, and you never have to worry if your welds will hold. Plus, everything is out in the open, there is nothing hidden that can cause problems. You don’t even need to paint it."
"The stall is gentle and straightforward," Dave claimed. "I designed full-span ailerons for the wings. Crosswinds are no problem at all. She goes where you point her."
"If there is one thing I am most proud of, it’s how Affordaplane flies," Dave said enthusiastically. "In a word: Great! All the pilots that have flown her say she is a very sweet flying airplane."
Affordaplane appears to be a solid, proven design, one that has been flying for over 20 years and has logged thousands of hours. "If you build it as an FAR 103 legal ultralight, it comes out at 254 pounds," Dave reported. "But many people now build it as a Experimental Amateur Built because they can log hours in their logbook. So it’s your choice."
Technical Specifications
Affordaplane
This report took a bit more time as the effort to begin counting Part 103 ultralights altered our view of the FAA aircraft registration data. Most of you may prefer this simpler report, but the data hounds among readers can drill all the way down to the last aircraft on 
Many may be surprised. Registrations grew? …in 2020!? Indeed, they did, and that's without counting Part 103 ultralights that do not need to be registered with FAA. We'll have lots more on Part 103s in a couple months (the 
Why is this true? Many reasons might explain but affordability is a key element and, no question about it, investing your labor reduces the cash outlay to have your own airplane. At the same time, the sophistication of Special LSA has risen over the years. Features such as bigger, more powerful engines, autopilot, big fancy panel displays, leather interiors, complex manufacturing with carbon fiber, and the cost of complying with ASTM standards has increased the cost of some SLSA beyond $200,000. At this price point, some readers note a recreational aircraft can cost more than your house (not in California or New England, perhaps, but in many U.S. regions this may be true).
"Look at the slope of the lines," Steve advises. "The brown (kit) line is steeper, especially last year. That means two things: First, a lot of people finished their kit planes in 2020 – more than finished them in 2019 (so that’s how they spent their lockdown time). Secondly, people are buying more kits than factory-built aircraft. Of course, there’s a lag in the data
Whatever the explanation, Italy-based Magni surged from well behind the market leader to race ahead in the American gyroplane market for 2020.
"
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After nearly a year of precious few such events, trying to plan for airshows you wish to attend in 2021 remains complicated by a variety of factors.
You've heard about vaccines and lockdowns and executive orders until you are thoroughly exhausted by it all. Some TV networks unrelentingly tell you virus numbers that can discourage even the most ardent of optimists.
We're pilots! We want to fly! Doing so productively means keeping up with the latest hardware and software and hearing from experts on a variety of topics from kit aircraft assembly to weather to regulations. Much of this we can learn quickly, efficiently — and this is very important — enjoyably at airshows.
As anyone can read everywhere you look, a new virus strain is already starting to upset things in 2021. A rescheduled Aero set its sights on April as usual. I was exceedingly pleased when leader Roland Bosch and his team placed the dates so those of us who wish could attend both Sun 'n Fun and Aero. Yay!
However, it was not to be.
Now, Aero has rescheduled again, this time for July 14-17, 2021 in the very south of Germany, on the Bodensee (or Lake Constance) bordered by Switzerland on the opposite coast.
Aero 2021 will operate only days before 
However, times advance inexorably. Wood lead to metal which gave way to composite, a category now including carbon fiber. Through it all, Plant City, Florida-based Sensenich has managed to keep their products "right on the nose" (except for pusher configurations, of course).
The company quartered only a few miles from Sun 'n Fun introduced metal propellers in the 1940s, developed composite propellers in the late 1990s, and continues to push boundaries in the light aircraft, unmanned, and marine propulsion markets. For those unaware, Sensenich has built a substantial business making large diameter, very-wide-chord props for airboats.
Performance is not only measured in speed or rate of climb. Weight also matters.
Sensenich's new composite propeller is listed at half the weight of the legacy STOL propeller: 21 pounds for the new Sensenich prop versus 44 pounds for a metal unit.
The propeller is available in diameters from 78 inches to 82 inches. The STC also covers a 12-inch diameter balanced composite spinner.
This STC will be available for new-build propellers starting the first quarter of 2021. Pricing for the propeller with STC documentation is $6,350 FOB Plant City. Adding the spinner brings the price to $7,085 including STC documents.
While 
We still have such models as the popular 
Aeroplanes Dar's main production facility is in Sofia, Bulgaria (a few hundred miles straight north of Athens, Greece). This location has advantages, the company believes. "We stay competitive in terms of prices [because in] Bulgaria taxes are the lowest in all of Europe."
Although Aeroplanes DAR goes back more than 100 years, it changed dramatically in 1995 when a man named Tony Ilieff took over the company, making serial production a priority.
"Our target is mass production of single, two and four-seated ultra and light planes based on all-metal technology," said Tony. "For this purpose we created a special sheet management technology in which all aluminum details are cut by laser and shaped by CNC machines."
Aeroplanes DAR is not solely an aluminum-bending company. "In addition, we are working on the use of composites in our constructions as they provide us with certain advantages: weight, strength, and price."
Composite parts in both Solo models are made by carbon, aramid and fiberglass in molds under vacuum and controlled temperature. "Using this technique, the central (front-to-back) beam and vertical stabilizer has been combined in one. Main landing gear is fiberglass built with a new two-stage vacuum process."
"Originally our Solo was designed to be sold as an airplane kit," explained Tony. "That's why airfoil and assembly have been specially chosen and modified to be easily handled by customers and can be assembled on a regular workshop table. The customer receives all-important parts ready for final assembly. These important features are required for a product that will be sold as kit set, intended for private manual assembly."
TECHNICAL SPECIFICATIONS
DAR Solo UL
My friends at 
As everyone knows by now, 
"We have a lot of confirmed exhibitors booked," Roland continued. "We also have exhibitors still waiting with their decision till February.
"Vaccine and warm weather in spring will help additional. Also we have a perfect anti-corona concept which worked very well at the boat show, "Interboot," in September 2020. This marine event is held in the same city convention center as is Aero. Friedrichshafen is located on the huge Lake Constance or Bodensee.
"We will also run our Aero South Africa show in July 2021." Lead by Roland, the Aero team will also visit AirVenture this year so American companies wanting to explore opportunities in Europe can speak to key Aero team members.
As with Sun 'n Fun, the one-week 
Another Covid dropout is the Copperstate/Buckeye event last held in February of 2020 before the sky fell on everyone. The Phoenix, Arizona-area event — a joint venture between the 48 year-old 
Further evidence:
As we met more than once in this millennium, and because I was working on the Part 103 List, I reached out to Marek following the advice of 
Marek remembered, "You and I met in Sebring in 2008. I was CEO of Interplane at that time."
After American Interplane owner Ralph Mandarino retired more than a decade back, Marek said, "I produced Viera in my company, IvanovAero. In 2018, Marek transferred all activities to his new company, 
Viera is a monowheel Part 103 airplane that was also made in tricycle gear form, though I am unsure if the tri-gear version can comply with Part 103 weights and speeds. To familiarize readers, here are two short articles on Viera, one from 
Unseen by Americans (including me), Marek said Desire is also Part 103. While it is a one-off custom design, "we can deliver it within less than 12 months if there is demand," he said. Marek referenced that capability due to the rules I've created for an aircraft to be included in the 
One of the most amazing discoveries of 2020 — the year Covid upset lives around the globe — is the particular and peculiar strength of 
Yet, four decades later, this segment is thriving beyond what many pilots are willing to believe.
Now, fresh from the aviation-oriented land of Brazil comes a new entry. While 
Part 103 in Brazil
"I made the tail with NACA-008 profile, where in Flow Simulation trials, that shape gave more control power at low speeds. I continued with the design and in November 2019 the plane was ready, as well as all software and real load tests, and we were just waiting for our engine to arrive, a Polini Thor 250DS (Sector has become the Polini dealer in Brazil). In December 2019 we started the first tests on the ground, we had a very pleasant surprise with the results but we needed adjustments and improvements in the prototype.
"In January 2020 we made the first flight and started the flight tests. Because I had recently finished an LSA project (Hero), I used the ASTM-2245 standards to make Quantum, mainly following the structural load and flight items. We created a quality assurance manual, and all this experience will help when we start manufacturing the Hero.
"Following ASTM standards, Quantum flight tests used the same flight test cards as we did for Hero. We logged approximately 25 hours and after this validation period we start calling friends to fly the new bird, including pilots such as Captain Bertolini, who flew many military planes and was for more than 15 years a test pilot for Embraer. His input helped me refine the design and we already have sales of Quantum in Brazil and production has started, which is very good for us."
"Coordination maneuvers went beautifully. Approaches to landings showed good stability even in crosswinds. Touchdown does not require exceptional effort; abrupt corrections are not needed as Quantum delivers a smooth and pleasant ride." By late November 2020, André added, "We have logged 56 hours and the experience of more than 18 pilots."
"In my adolescence, I studied mechanical manufacturing processes because in Campinas, I could not take an aeronautics course. In the early 2000s I started working with SolidWorks software and then I went to work as a project manager in a company called Inpaer in Campinas — today, Americans know this company as 
"I dedicated my life to studying manufacturing, engineering and design processes. I did little study to be a pilot. However, when Quantum … was ready [I prepared extensively] and did my solo flight on Quantum. What an immense pleasure to be able to design, build, and do my solo flight on this aircraft. Few people do this in life, like Wright Brothers in 1903 and Alberto Santos-Dumont in 1906. Of course, I don't want to compare myself to those pioneers but I think I know what they felt."
Then, life got more complicated for Ron and he chose to quietly bow out of representing Alto.
However, Czech Republic producer Direct Fly never stopped. Indeed, the company has supplied more than 80 aircraft to dealers in places as close as Europe and as distant as Australia.
Given the deluge of handsome LSA offered to Americans, Alto slipped off the radar for most Yankee pilots but not before Ron demonstrated the design's worthy qualities. Check this 
The 2020 version of Alto is equipped with the carbureted 100 horsepower Rotax 912 ULS engine. Standard equipment includes hydraulic brakes, electric flap control, and electric elevator trim. The exterior of the aircraft is painted with a single color plus accents as seen while the interior and the seats are upholstered with skin-friendly cloth.
Czech producer Direct Fly reported, "More than 80 of these all-metal aircraft fly in various countries such as USA, Brazil, South Africa, Spain and many more." Appealing to more than flight school operators, Alto is "especially suitable for recreational flying, mostly thanks to its robust design and predictable flight characteristics," the factory added.
The fine flying qualities of Alto 912 TG stem from the design of the wing. Its rectangular wing and a profile using a broad leading edge provide predictable stall characteristics and behavior. "The wing is a semi-monocoque structure and is equipped with built-in tanks with a capacity of 100 liters (26.4 U.S. gallons) of fuel," Direct Fly said.
At the rear of the fuselage is the designer's standard cruciform tail employing curved surfaces for a smooth airflow and greatest effectiveness. All metal structures are braced by a web of diagonal members making for great strength and rigidity. The wing-fuselage joint is smoothed by an extended strake that fluidly incorporates Alto's deep-descending flaps at this important junction.
Flight control movements transmit pilot inputs through pushrods and cables. Directional steering of the nosewheel is via dual pedals in front of each occupant. Brakes are hydraulically controlled by a lever located on the center console, readily accessible to either occupant.
Alto landing gear is standard tricycle format and the main gear is fixed to the fuselage on flexible laminate composite legs.
You enter the low wing cockpit aided by foot pegs mounted at the trailing edge of the wing on each side. The generous 43-inch wide cockpit provides plenty of room and is wider than a Cessna 172.
The overhead canopy slides forward smoothly on rails allowing plenty of ventilation during taxi. The canopy is secured for takeoff and cannot be opened in flight.
As the new year starts, Scott plans to visit the main airshows, kicking off with the 
Those who watched 
"For $7,500 you can confirm your kit reservations," stated Top Rudder. OK, the deposit is not unreasonable but what's the full price tag and when can you get one? Some readers note that it was promised a while back but other factors, such as building SuperSTOL aircraft kits as fast as they could, got in the way.
A 103 Solo without engine, propeller, or avionics lists for $15,500. Alright, that sounds affordable but let's add up the essentials. A 103 Solo airframe with engine, prop, and basic instruments sells for $22,000. However, to squeeze into Part 103's tight pants, you'll need a parachute, adding $3,000. Top Rudder uses the 
So, $25,000 for a fully equipped 103 Solo in kit form. "Yes, we plan to supply them as a ready-to-fly model," noted Troy; this is perfectly OK within the very spare Part 103 regulation. No price for the RTF version was given because it is still a bit early in the production process.
"It's go time," Amy enthused! "We're taking orders now. Our first kits will ship in first quarter of next year," that is, by March 2021, she said.
In this 
What does Ruckus add?
Top Rudder lists the advantages to Ruckus: Improved takeoff and landing performance. If you add the 
Place the same deposit of $7,500 for a kit without engine, prop, or avionics to see an airframe price of $19,000. Add engine, prop and avionics for a final total of $30,500 yet you can add more if you wish.
Ruckus options include: Beringer brakes; locking tail wheel; upgraded windscreen; Oratex aircraft fabric (no painting required); ballistic parachute; second fuel tank; Aero Classic bush-style tires or upgrade to 26-inch Airstreak bush wheels for $2,418.
That's still not all. "Options coming soon include a MTOW (Maximum Takeoff Weight) upgrade components and floats." I haven't seen Troy stop designing for years. I see no reason he'll stop now but your solo fun-flying machine is nearly ready. 
This article goes outside our normal range but Whisper is represented by Deon Lombard of 
Whisper is a smooth side-by-side two-seater in tailwheel landing gear with a tricycle gear option for those uncomfortable with a taildragger. Photographs reveal a new carbon fiber wing loaded to 12 Gs positive; the wing is shown very heavily loaded to arrive at this discovery. For regular use, Whisper has a design load factor limit of +6 Gs –4 Gs. Despite the short wing's obvious strength, the manufacturer said Whisper is not intended for aerobatics.
Wide-span, electrically-operated flaps extend deeply to 45 degrees. Wings now in production for the Gen II iteration feature a wet-wing system capable of holding 63 gallons. Flown at the more modest 45-55% power range where Whisper remains very speedy, you could fly from the center of America to almost any point in the continental U.S.
Whisper is designed to accommodate engines with as much as 200 horsepower but other evaluators have said Whisper can perform well on 160-180 horsepower. For reference, a cruise rpm of 2400 produces indicated airspeed of better than 140 knots or 160 miles an hour. Like many RVs, Whisper Aircraft recommends the Lycoming 180 horsepower engine.
See images and learn more about the kit and the build effort 
Like many of you, I've been having airshow withdrawal. Even with a wide-open attitude about traveling to these events, I have only made three shows this year: 
"We will feature more than 80 exhibitors, 200 aircraft and 150 vehicles on display," he said. "We want to raise some money, but [raising money is] not the end all, be all. We want to maintain our relevance in the community and let people know we are here for them." To entertain the community, Sun 'n Fun also put on two air shows including a night event on Friday.
In the area affectionately known as Paradise City — where the LSA Mall would normally be located — a STOL competition was also held. It was quite the gathering of taildraggers (and one nosedragger).
A former Michigan resident, Michael Theeke (pronounced "Tiki") relocated to an airport I know very well, the Jasper airport outside Chattanooga, Tennessee on the way to Nashville. The airport has a wonderful location near the Nickajack Recreational Area, part of the TVA.
Mike succumbed to a battle with cancer this year but I will long remember his gorgeous creations. He was also well known for being a very professional flight instructor who taught more than 200 how to fly.
Rest in peace, Mike. You will be missed.
1️⃣ 
To encourage all producers to tell me their delivery numbers, I will anonymize manufacturer data in reporting results and I will protect the data with my reputation. I will not share information provided in confidence but I will summarize results aiming to report a whole-industry production figure.
I will report how many aircraft in each of the aircraft types noted in the draft list below. I will report how many are designed and built the USA (see flags). If and when I am given permission, I may report on the more successful aircraft and how many the producer has delivered.
This industry data will be quite different from our data on Light-Sport Aircraft, Sport Pilot kit-built aircraft, and modern gyroplanes. You can find out everything about these segments on 
Because Part 103 ultralights are not required to be registered with FAA, I will ask each producer to tell me how many aircraft they delivered in 2019 and 2020. I will exercise my own judgement and do my own due diligence to make this information as accurate as possible. I will use my intimate knowledge of this sector to determine if numbers seem unlikely and then I will investigate further. At least over time, I believe this can provide reliable information but even in the first year, it will be the best information anyone has.
I suspect the Part 103 List will become as popular as our present 
Yet "affordable" is one of those very personal words. What each of us can afford — or chooses to afford — is different than almost everyone else.
Therefore, an especially wide range of choices is good. I have written a lot about very inexpensive aircraft (see many in
“As we come out from under Covid-induced flight training restrictions, operators of several flight schools have come to us asking for an affordably-priced, all-metal, Garmin-equipped training aircraft,” CEO, Matheus Grande, stated. “Our solution is the highly-advanced and very-affordable entry-level Colt SLSA, which is priced at $139,900, below the cost of the fully-equipped Colt-S and Colt-SL models.” Their Texas Aircraft Colt SLSA standard package includes:
“When you couple the 
So, is this a no-frills LSA? While it does have less equipment than the standard Colt, the main change is the single Garmin screen. I currently use a neighbor's RV-12 with a single screen in it and I find this no restriction. I can also refer to an iPad in the cockpit and paired with a sender from 
Nonetheless, new is nice and Colt is one beautiful machine made in the USA of all metal, just as many buyers want. What are your options?
If a partner purchase won't work for you — perhaps you don't have any local prospects or perhaps you simply prefer not to share your airplane with anyone else — then Texas Aircraft has secured financing. Learn more about their program in 
More About LSA Costs — What I'd like to invite is your read of AVweb writer Paul Bertorelli's article, titled, "
Thanks to a rescue by second owner ASAP many years ago, both continued to be manufactured in Canada's West.
Long-departed Birdman Enterprises did a fine job of originating the Chinook. When ASAP took over, Canadians and ultralight enthusiasts in many places celebrated ongoing support of this aircraft. Hundreds of Chinooks were built.
That is now rather distant history. Bringing Chinook not only into the present day but also into the USA is the 
In more modern times, after purchasing the Chinook design rights and inventory in 2013 (five semi loads' worth!), Aeroplane Manufactory brought the north-of-the-border design way down south to the Houston, Texas area.
"We at Aeroplane Manufactory, with almost 50 years of aviation experience, strongly desire to balance the price of building and flying your own aircraft with safety, reliability and affordability," said John Couch, a deeply-experienced aviator leading the Texas kit builder with his wife, Kim. "The Chinook line of aircraft has been on the market for over 35 years, with over 900 aircraft flying in more than 30 countries."
Careful to give credit where due, John noted, “Kim is more than my equal partner; she does all research, shipping, packing and handling, and purchasing.” He called her “my own Olive Ann Beech, who even works in the factory making parts!”
"We offer the lowest price for the highest performing aircraft in our class," John boasted. "The quality of our parts and kits and ease of construction is paramount to our business and your success as a builder/pilot. Your dream and passion for building and flying your own aircraft is a shared dream and passion of ours. We are with you throughout the building process from start to finish."
John is an airline transport rated pilot who has been a flight instructor for 41 years. He has taught flying in the U.S., UK, Australia, and the United Arab Emirates. Learning to fly gliders when he was barely a teenager, John was flying a Lear 25 at the tender age of 24. He reports having flown 140 aircraft in his long career.
In their days, ASAP added a full Lexan enclosure for the Chinook Plus, making a virtual greenhouse surrounding the pilot and passenger with many square feet of clear plastic offering an unlimited view. In colder northern climates, that enclosure provides a reasonably comfortable environment.
Entering a Chinook means lifting yourself over a gap from the outside edge of cockpit to the seat. However, once you swing into position, you’ll love the roominess. Even with a rear seat passenger’s feet on rudder pedals right alongside your seat, space is plentiful. If you’re a wide pilot, this machine might be your dream.
As proof, John reports he is 6 foot 7 inches tall and weighs 220 pounds. He fits with room to spare. Since 
Today, John said that a "60 mph cruise" is achieved despite the draggy but highly shock absorbing DR gear (nearby image).
"Dan Reynolds is the designer of the 'DR' gear option for our Chinook line of aircraft," noted John. "Dan is a bush pilot in the Yukon, Canada and flies several modified Chinooks. He broke the world record for shortest landing in the LSA class at Valdez in 2018, and came in second place with the shortest landing at the 2020 Lone Star STOL competition in Gainesville, Texas."
Among the several changes John has created, flaperons have been broadened. With its hard-working wing (note close rib spacing), he reports Chinook performs as well as a purpose-built STOL aircraft.
"Chinook Plus 2 is typically equipped with a 65-horsepower 
After many years of providing flight instruction, John's specialty is transitioning from tricycle gear aircraft to tailwheel, short field landings, takeoffs over obstacles and upset training. John also teaches transition courses from general aviation to Light-Sport Aircraft. He gives several flight reviews for airmen each year."
"The Gloster School of Special Flying (GSSF) is designed to teach unique skills from beginner students as well as advanced pilots."
"Our announcement won't go out until Tuesday (November 17th) and our website will require another day or two for full updating," said Jana Filip, Sport Aviation Administrator for DeLand Sport Aviation Showcase (DSAS). Because readers of this website are key attendees of the Florida airshow, Jana kindly let us put the word out early. "November 2021 dates are still in planning and will be announced later," Jana clarified.
DeLand's one-day Fly & Drive-style event closely resembles the 