Bulgarian designer Tony Ilieff is on a mission to find new representatives for his handsome light aircraft after concluding earlier representation in Canada. Built carefully — that is, without lots of weighty options — Solo can fit the Part 103 category. Given accelerating interest in Part 103 aircraft in recent years, I'd bet someone will step up for this opportunity.
"Ho hum," you yawn. "Don't we already have lots of Part 103 choices?"
While candidate Bernie Sanders criticized stores selling numerous brands of deodorant, choice serves highly-individualized interests. We don't all want the same things.
A single make of car was a poor selection for subjects of the former Communist East Germany; the state-produced 
As noted, this company, in very different form and with a military mission, started almost 100 years ago in 1912 as the Bulgarian State Aircraft Workshops. In 1925 the company started producing airplanes under a name employing the letters DAR.
After the fall of communism, Bulgaria in the early 1990s was a place full of hope and enthusiasm. One of those enthusiasts was Tony Ilieff, an engineer working at the Sofia airport. In 1995 he and a small group of engineers started a small ultra-light aircraft company. Tony named the company “
Solo UL gives the owner somewhat higher weight — 260 kilograms or 572 pounds gross — that can allow more options. Solo has been designed be a bit heavier than a typical Part 103 entry, but you'll need an inspection and N-numbers, a pilot certificate, and you'll have to build it from a kit. Buyers, however, are often attracted to genuine Part 103 models that can be bought ready-to-fly.
Addressing a still-lighter segment of aircraft, Solo 120 got leaner to meet the German 120-kilogram class. As 120 kilograms is 264.5 pounds, this is close to the empty, dry weight of 254 pounds (115 kilograms) as allowed by FAA. With an available parachute, DAR 120 should easily qualify under the American regulation but the company posted on Facebook about a DAR 115 model they say meets Part 103. Another market, Russia, has a similar weight limit.
Interest in Part 103 ultralights has been heating up according to my best information. As I seek to ask every single one of the 58 producers of Part 103-compliant aircraft about their recent sales successes I expect to learn more. Information flowing from Tony is start of what I expect and hope will be many more examples.
Even though I am just getting started with the Par 103 List and my survey of the industry, I am already ready to make a risky prediction, something I rarely do, as my crystal ball does not always turn out to be accurate.
My prediction — We may see more units delivered by the Part 103 industry than all Special LSA registered in the USA over the last year.
Solo from Aeroplanes DAR is a single-seat, single-engine, high-wing ultra-light airplane. All Solo models are constructed with mixed materials involving aluminum wings and composite airframe. During development Aeroplanes DAR introduced new technologies and unique practices.
"Creating such a light, affordable aircraft required an absolutely new approach to the design," said Tony. "Combining metal wings and composite airframe was a key to minimizing weight and to have excellent flight performance." Composite technology gave Ilieff a possibility to integrate different parts; for example, the central fuselage beam and vertical stabilizer are one single part (see nearby drawing).
"Our leader in the lightest category, FAR 103, is DAR Solo," wrote Tony. "Solo complies with FAR 103 rules." He reported Solo has been in production since 2008.
"We made several modifications through the years; the Solo we produce now is the fifth generation."
Other national markets offer light aircraft regulation roughly similar to Part 103 rules: Britain has SSDR for slightly larger (than 103) aircraft and Sub-70 for very light machines. Germany has its 120-Kilogram Class for which the Solo 120 is designed. Russia has an even closer-to-Part-103 variant called the 115-kilogram category. Other nations, including China, Korea, and Brazil, also have variations on the 103 theme. All feature less regulation, which contributes to lower prices of these machines.
"We have discontinued with a Canadian dealer and our sales in USA are still minimal," said Tony while also noting that four Solo aircraft are presently flying in America. "We are looking for a dealer in USA."
As reported earlier, prices are good enough that the Canadian dealer offered Solo for only $18,900 — though that is no guarantee prices will remain as they were. However, this figure shows Solo to be affordable to many buyers.
Aeroplanes DAR's Solo has been certified as a European-style ultralight aircraft by one of the bodies sanctioned by Germany's LBA (their equivalent of FAA). All three models — Solo 120, Solo UL, and 23 Duo, which functions as a basic trainer — remain in production in 2021.
Solo is powered by engines from Polini featuring a single-cylinder, two-stroke, liquid-cooled, carbureted aircraft powerplant.
On Solo UL, a Thor 250 DS produces 36.5 horsepower through a two-blade wooden prop. For those interested to earn a bit of extra weight, a Galaxy GRS 260 emergency parachute fits this light aircraft well.
The somewhat lighter Solo 120, which meets German 120 kilogram rules, is powered by a Polini Thor 200 EVO producing 28 horsepower through a two blade wooden prop. For the lighter aircraft a Galaxy GRS 240 emergency parachute system is available.
DAR Solo is available with a folding wing to reduce hangar costs. A folding system good for transport should be soon available, the company said. Folding wings allows the pilot to assemble the plane by him or herself and prepare it for flight within 30 minutes. Learn more on 
Bulgarian designer Tony Ilieff is on a mission to find new representatives for his handsome light aircraft after concluding earlier representation in Canada. Built carefully — that is, without lots of weighty options — Solo can fit the Part 103 category. Given accelerating interest in Part 103 aircraft in recent years, I’d bet someone will step up for this opportunity. “Ho hum,” you yawn. “Don’t we already have lots of Part 103 choices?” While candidate Bernie Sanders criticized stores selling numerous brands of deodorant, choice serves highly-individualized interests. We don’t all want the same things. A single make of car was a poor selection for subjects of the former Communist East Germany; the state-produced Traubant was an awful vehicle, according to numerous reports. Similarly, a lone brand, or even a few Part 103 ultralights will not satisfy all pilots. Americans in particular are accustomed to an abundance of choices.
While most light aircraft producers concentrate on either kits or fully-built, a few swing both ways. Some builders unwilling to experiment with two very distinct business models permitted others to contract build a fully-built version while they focus entirely on kit building. Few have managed to do well with both endeavors but Arion seems to have solved the challenges.
Arguably the shapeliest and smoothest aircraft in either the kit or RTF space is Arion Aircraft's Lightning series. Nearly everyone agrees these qualify as fast-when-sitting-still types. Even one of the many electric airplane wannabe producers, 
Yet aviation’s leading draw may be going fast as more is always better, right?
Indeed, one reason Arion makes a kit as well as their LS-1 Light-Sport model is because then they can access the excellent speed potential of this slick design.
Let the drooling begin over these beautifully-contoured flying machines that can race 135 to 190 miles an hour for a fairly modest investment.
Arion's LS-1 is a complying Light-Sport Aircraft that meets all the parameters and succeeded in passing a detailed FAA audit with flying colors a few years back.
Lightning XS is the Experimental model on which you can install a more powerful engine.
That these handsome aircraft are also 100% designed and manufactured in the USA may be sweet icing on the cake for many readers.
“Lightning LS-1 is designed and built around Jabiru’s powerful 3300 six-cylinder aircraft engine,” noted Arion. “With a displacement of over 200 cubic inches and a direct drive crank, this compact beauty outputs 120 horsepower to deliver performance rarely matched in a Light-Sport Aircraft.” Lightning has no trouble hitting the LSA speed limit of 120 knots (138 mph).
“[However, we] spent more than three years making the kit Lightning as efficient and fast as we could, so slowing down to 120 knots was a complete reversal of our thinking but one that had its benefits,” said principal and designer, Nick Otterback. “By changing the airfoil slightly and adding three feet of wing span, LS-1 stalls below 44 knots clean, giving our aircraft an impressive 52-knot approach speed.”
A Jabiru 3300 delivers solo climb in excess of 1,200 fpm and owners can expect 1,000 fpm at its 1,320 pounds gross weight. At cruise speeds of 120 knots, the Jabiru burns a miserly 5.5 gallons an hour. “These are real performance numbers a pilot can rely on; not on a perfect day at sea level or flying around solo, but all loaded up,” stated Nick.
Most companies list useful load, but Arion said the more meaningful payload can be up to 470 pounds. That will allow two big Americans plus some luggage, assuming weight and balance concurs. “Now standard equipped with 40 gallons of fuel, a Lightning pilot can go over 800 nautical miles with VFR reserves,” Nick added.
Lightning XS is sold in kit form. The taller XS with more ground clearance offers a redesigned forward fuselage structure that gives the builder the option to choose engines up to 180 horsepower.
Landing gear offering higher ground clearance permits bigger props on this new kit to allow the speedier model to hit speeds of 160 knots (184 mph) or more. Firewall aft, XS is much the same as the classic Lightning including its 42-inch wide cabin.
Yet the allure of going fast is great, quickly chewing up the miles en route to your destination. When contemplating a cross country trip of a lengthy distance, fast cannot be too fast. In addition to a higher TAS, we all yearn for a tailwind that will raise our ground speed by another 20 mph.
Lightning with the big Titan engine required a bulging nose cowl, Nick said. Taller landing gear for bigger props, bigger brakes, and 40 gallon fuel tanks are also among some of the features of this kit.
How fast does Lightning XS go? Early testing revealed max cruise at 165 knots (190 mph) TAS at 8,500 feet density altitude at full gross. Climb is a stunning 2,000 fpm. These figures may sound boastful but but reflect real-time experience as recorded by the no-nonsense Nick Otterback.
Most buyers may elect more than the basics but the fully-built Light-Sport Aircraft version of Lightning, called LS-1, is base priced at the genuine bargain of $115,000. Yet if you have time, the interest, and enjoy constructing a kit, Lightning XS has a base kit price of $39,900 with the 
Welcome to Robert Baslee's amazing production of vintage early 20th Century airplanes that ordinary people can build and fly.
Airdrome's many models — five of which can be built as Part 103 ultralights — look like a page from history but fly well in the modern world.
Here is one man's very successful mission to both preserve aviation heritage and give you the chance to participate in the fun …without having to do all the research Robert does. As a bonus, many of these kits assemble much faster than many kit designs.
"But he's just copying old designs and remaking them," said one naysayer.
"Oh, really," I thought! "You actually believe Robert can glance a few old drawings and then whip out a 75%-scale version made of modern materials — and with flight characteristics that modern pilots will find acceptable? Do you you genuinely think that could be an easy task?"
Anyone who concludes resurrecting these aircraft is easy greatly undervalues the effort it takes to thoroughly research and examine one of these vintage World War I flying machines and recreate them using the knowledge of the 21st century.
According to several pilots who have built and flown one of Robert's many models, these are well-achieved replicas that fly well, perform according to expectations, and are delivered in kits you can build in surprisingly short times.
How short?
"Any one of these legendary flying machines can be yours in a reasonably short period of time, approximately 300-400 man hours," said Robert. "Construction can be accomplished in a space about the size of a one-car garage. Each of our kits have been setup to allow easy construction using only basic hand tools. All machined and welded parts come pre-done. With the aid of our construction video and unlimited builder support, even the first time builder will find construction quick, easy, and rewarding."
How about operating one of these vintage aircraft?
"Flying an aircraft constructed with your own hands will provide endless hours of fun and excitement," added Robert. "Imagine yourself in the cockpit, donned in a leather flying helmet, goggles, and a white silk scarf, the horizon backdropped by the warm glow of the setting sun… this is an experience that very few people will ever know." A few Airdrome pilots I've met confirm these are easy-to-fly aircraft.
Readers with further questions or those ready to purchase one of Airdrome's flying machines can contact Robert by phone at 816-230-8585 or 
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 
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.
"
"
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 