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 
UPDATED (again!) 12/11/20: Still refining the list. —DJ A great many of you read the article about the new Part 103 List. Your enthusiasm plus lots of comments reflect the strong interest generated by these lightest, most-affordable, and fun-to-fly aircraft. With input from readers and through more research, I have increased the draft list to the one you see below, now 53 producers strong! Honestly… I expect even more. Many readers were surprised by the number of producers of these aircraft that too many pilots thought were dead and buried by Light-Sport Aircraft and FAA’s requirement that previous two-seat ultralight trainers had to leave paid flight instruction and become private aircraft. As the list shows — and as my plan to attempt counting the number of aircraft built every year proves — Part 103 Ultralight Vehicles are indeed alive and thriving. Keep Helping, Please! If these aircraft interest you, please review the list and tell me of any additional producers I did not include.
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 
Joining the movement, 
Seamax officials have made good use of their location at 
"This is the fourth year in a row that Seamax will exhibit the M-22 in this great show with the presence of our Brazilian team," added Shalom. "We will be right in the middle of the show at our traditional booth #71."
The 
Then came the sophisticated CTLS, wholly redone for the American market. It enlarged the cabin and lengthened the fuselage becoming more deluxe throughout.
Now, we come to F2 in what I'm calling the third generation of the iconic shape that still leads the LSA market after almost 17 years. The one and only example presently in America is currently based at 
Nearly every airshow was cancelled for 2020 amidst the global economic carnage driven by lockdowns and travel restrictions to contain Covid.
Well, every show was scrubbed except the Midwest LSA Expo in Mt. Vernon, Illinois. Because that one and only event happened — with no negatives regarding the virus, so far as I know — I got to see and fly Flight Design's latest and greatest, the F2. Not only was the airshow a welcome change from the social barriers everyone had faced over the last few months, but Midwest 2020 provided a venue to see and fly the new model.
"CTSW was a Porsche. CTLS was a Corvette. F2 is a Cadillac," said Tom Gutmann, Jr., the younger half of the father and son 
Tom explained that F2 may look similar to CT but is a nose-to-tail, tip-to-tip refreshed design. It has been some time in development because as Tom noted, "Flight Design engineers had to rework the whole airplane. It is significantly larger than CTLS yet final production models should weigh no more." That's some accomplishment!
It is also built quite differently. All CTLS are essentially "hand made" with hand-layup molds that display the skill of factory workers yet makes each one unique. For F2, Tom said, Flight Design uses molds created on 5-axis CNC shaping tools so each one is fabricated to precise specifications. You may not be able to see the difference in construction but the new method is far better for serial production.
"F2 is manufactured to close tolerances in pre-impregnated carbon fiber for great structural strength and light weight," said Flight Design in Germany. With prepreg carbon fiber from American company Hexcel, F2's honeycomb-core fuselage signifies a big step forward.
Likewise, F2's new wing is a major redesign; the outboard sections feature aerodynamic cuffs (nearby photo).
F2’s tail is all-new as well. CTLS's full-flying stabilator is replaced with a wider stabilizer that has a discrete two-piece elevator with a center section that remains stationary forming what's often called a duck tail. This aids in meeting the ASTM handling requirement. One result is that the airplane does not pitch up during a departure stall.
The altered horizontal tail works cooperatively with the wing cuffs to make a highly stall-resistant airframe, a feature FAA admires so much they gave Icon Aircraft 
Cruise speed at a low altitude (approximately 3,000 feet density altitude) exceeded 115 knots while burning barely over 4 gallons an hour; Rotax's 912iS is known for its fuel miserliness. This allows a topped-off F2 to fly close to 1,000 statute miles. You can fly cross country to a destination and return to base without buying fuel. I once enjoyed this quality while 
A combination of wing cuffs, revised empennage with its fixed duck tail, and tip-vortices-reducing winglets make F2’s stalls and slow flight about as uneventful as I've experienced; much like Icon's A5, which was equally docile at slow speeds. Even with the joystick full aft F2 did nothing exciting. It did not drop a wing and resisted any stall break.
Getting stall down to 24 knots (27.6 mph, where Chip saw "30") is tougher but with full flaps, it will be closer; he reported using deep but not full flaps ("32°" when 50° is available). However, a surer way to achieve the right speeds may be a longer wing that is already built and has flown; see the engineering drawings (below video). Weight from a longer wing may require that the pilot fly without the door, but Chip believes room still exists to lighten Merlin Lite enough for buyers to have it all — full enclosure including door, engine cowl, and most or all of the options seen in the photos and video.
The video documents the weighing action conducted inside a hangar that Mt. Vernon airport manager, Chris Collins generously provided so Merlin Lite was not affected by wind. Although I witnessed this using bathroom scales, I checked these with my own weight to see they were within one pound or so of one another (about one-half of one percent deviation). However, Chip will shortly perform a formal weighing using certified scales and an official observer. He's confident Merlin Lite will still qualify and based on what I saw, I agree.
Thor 250 outputs 36 horsepower from a single cylinder that Evolution Trikes boss Larry Mednick describes as a smooth running engine that rivals Rotax's 912. That's a big statement but it appears this Polini powerplant dominates the market for the lightest aircraft. Evolution's 
The first requirement is understandable. It's all fine and good to wish you could buy something but if it's way out of your price range or if you simply cannot commit to a large purchase right now, it isn't likely to happen… and after all, who doesn't love a good price?
The second requirement addresses human nature. Once you've made your decision you want it as fast as you can get it. Most of us feel that way about most products we research.
However, when a brand-new airplane stays or slips below the $100,000 mark, lots more pilots can think about affording it. If six figures is still way too high, please read all kinds of articles on this website for highly-affordable aircraft (I covered 10 in April 2020 alone; 
More recently, he turned his attention to the 
SilverLight offers a build-assist center at their Zephyrhills airport base near Tampa, Florida. Yet the kit is not a particularly daunting task. For one, you need do no fabric work or painting, two skills that are fairly demanding of a kit builder.
The good news… a kit can save money so if affordability is important to you, assembling a kit may be an opportunity, not a deterrent. As a benefit, you will know your aircraft better than someone who buys a ready-to-fly aircraft.
The AR-1 kit stats at $39,500 without engine. A 100 horsepower Rotax 912 will add $22,500, or a fuel-injected 912iS adds $28,000. The 115-horsepower Rotax 914 adds $31,500 and the super-sized 915iS adds $42,000. Those price sum to $62,000 to $67,500 to $71,000 to $81,500.
You'll also need a wiring harness (about $2,500), and painting of the fuselage parts adds $3,500, and avionics add a few hundred dollars to a few thousand with too many choices to list here. A few other options may tempt you, for example, the removable full enclosure for $8,500.
Builder assistance — including the space and tools needed — will add $6,500 to $8,500 depending on options you choose.
So you could possibly spend north of $100,000 but you'd have a fully-loaded and very powerful aircraft. Conversely, if you want to keep the cost to a minimum, you could get airborne for perhaps $75,000-80,000 and at that price, you are still in the affordable realm for a brand-new state-of-the-gyroplane-art. Factory-represented used models with low hours may save even more.
If you read the recent article closely, you saw that not only are single seat aircraft enjoying good sales but Part 103 ultralights may be going stronger than in many years …possibly the best ever. I wish we could report 103 ultralight market shares but as they do not have to register with (and get an N-number from) FAA, we have no third-party way to evaluate the numbers accurately.
Add the U.S. experience of the last year or three to overseas sales activity and I think most aviators around the world might be amazed at the strength of this market. Certainly, this is an under-reported category.
Germany has its 120-Kilogram class (very similar to Part 103 parameters). England has its SSDR (Single Seat DeRegulated) class plus Sub-70. The latter is for very light aircraft weighing less than 70 kilograms or about 154 pounds, essentially a self-launching hang glider. This not a big market in the USA but put all these classifications together and add them to relaxed regulations for the very lightest powered aircraft in many other countries and you can see this is a more active and diverse aircraft market than you probably knew.
In recent years, boss Larry Mednick observed that their "tube-trike" line has been growing in strength. In the video below you will hear him say, "We have officially built more Rev, RevX, and Revolts than we have ever built Revo (models)."
The Ferrari of their line, Revo, has been out for 11 years, debuting in 2009. Rev was introduced only four years ago and Revolt only two years. For these "tube-trikes" to have eclipsed Revo in sales numbers is quite remarkable.
Why is that? Lots of reasons explain purchase decisions even disregarding the lower purchase price of simpler aircraft: Single seaters are doing well. Evolution is selling many aircraft. And lots of younger participants have emerged.
"I don't know what's in the water… I don't know what's going on this year, but the phone has not stopped ringing about these [aircraft] and we are certainly having a record-breaking year," Larry said. He added, "We have three times as many orders this year compared to last year and double our best year since we started in business."
Of particular note: "We are seeing a lot of younger buyers. I've never seen so many buyers under 50 [years old] getting involved. We're seeing a lot of buyers in their 30s and 40s; it's very encouraging," Larry enthused.
Maybe you don't care about weight shift or other alternative aircraft like powered parachutes, gyroplanes, and motorgliders, but these all bring new pilots into aviation and new pilots often eventually upgrade to faster aircraft so the one you just bought might sell to one of these pilots in the future.
I urge you to watch the video below and hear from Larry yourself. Thanks to great work by Videoman Dave of the 
In this context, how might the aviation industry be holding up? We read — and some brave travelers have experienced first-hand — how the airline industry is in a deep hole, prompting large layoffs.
In this third quarter report for the calendar year, I'll look at some numbers for general aviation manufacturers as well as the light aviation industry that has my full focus.
The short answer: some are doing surprisingly well.
It bears repeating. You can go poke around FAA's database yourself …but while you access the same information you won't get the same details as we have here without a lot of work.
What you see here is thanks to Steve's noteworthy skills at organizing data and solving the puzzles made by aircraft with varying registration information.
To better understand Steve's marvelous work, 
Steve summarized, "Some [producers] are doing stupendously better than last year. Others, not so much."
Some, like "Most Improved" 
From my view — and to some extent for all the readers of this website — the single most valuable aspect of Midwest LSA Expo is the great ease with which one can take one or more demo flights. For me in particular, this is a unmatched opportunity to go aloft in an aircraft so I can write about it.
Regretfully, my video partner Videoman Dave was not allowed by U.S. authorities to enter the country from Canada, so we did not get to capture Video Pilot Reports where several aircraft get fitted with Dave's collection of seven 
Named for a small island in the Puget Sound region of Washington state near Seattle, 
While Vashon is colocated with Dynon in a Woodinville industrial park, Vashon maintains a separate corporate structure. Company employees of each defend the co-owned businesses as distinct from one another.
Vashon produces structural components and puts fuselages and wings together in Woodinville but these sub-assemblies are then transported to a hangar at the Paine Field Airport (KPAE) in Everett. This is the same airfield where final assembly takes place at Boeing’s massive facility.
Ranger has a listed empty weight of 875 pounds before adding options. That leaves a useful load of 445 pounds. With fuel tanks full of 28.1 gallons or 169 pounds, payload drops to 276 pounds. Fortunately lots of flying is done locally so half tanks are still plenty and would provide a payload of 361 pounds or a couple occupants at 180 pounds each. (Of course, this may change when FAA issues its new regulation in 2023.)
With half tanks and no baggage, demo pilot Kurt Robertson and I probably flew below the gross weight limit. We could have flown for better than three hours.
Vashon chose the 100 horsepower 
Taxiing Ranger uses a castoring nosewheel. This means steering with brakes at low speeds, so both seat are fitted with directional foot pedals, which allow for very tight turns. Castor steering takes a bit of familiarization but ramp maneuverability is unparalleled. Flight controls involve dual joysticks and a center-mounted throttle.
Takeoff was simple and straightforward. After liftoff, Ranger's rate of climb varied between 600-800 fpm to 3,500 where we practiced some stalls. Fuel burn during best rate of climb appears to be north of seven gallons an hour, about the same as a Rotax 912iS. Kurt reported he routinely sees 118 knots at altitude and burns 6-6.5 gallons an hour at this higher cruise speed.
Flaps are electrically actuated with a button — one push for 20 degrees; another push deploys flaps to 40 degrees. We used one notch for takeoff and either one, both, or none for landing.
Immediately, Ranger felt somewhat different from many LSA. First, the Continental emits a familiar growl to the Rotax 9-series' whine. Secondly, the heft of Ranger gives it a heavier feel, actually surprisingly like a Cessna 172.
In flight, Ranger is very well behaved, no wonder as this model shares some designer heritage with the Van's series that are highly revered for great flight qualities. You need only minimal rudder entering and exiting turns. Joystick pressures are fingertip-light (photo).
In stalls, the LSA can be called docile with no evil bones I could uncover despite fairly steep stall entries. Recovering from a full-stick-aft stall showed no steep break or wing drop. Ranger exhibits very modest pitch change when flaps are deployed up or down.
In slow flight or on approach to landing, Ranger was very stable and my landing was quite good even for a first-ever effort. At Kurt's advice I held 65 knots down low, then slowing slightly.
Cockpit width is stated as 47 inches, broad compared to most GA aircraft but about standard for LSA; it was roomy for Kurt and me. One neat trick: remove the seat cushions and you can fold both seats nearly flat allowing you to camp overnight in Ranger. It measures a generous 78 inches from the aft bulkhead to the joysticks.
The large space aft of the seats can hold up to 100 pounds. While most loading won't tolerate that much baggage weight, the space is large enough for sleeping bags, tents, fishing poles, and other (lighter weight) outdoor gear.
Buy All-American? — The western U.S. company boasts that its Special LSA is fully American. "Ranger R7 is designed, engineered, tested, and manufactured at the Vashon Aircraft factory headquarters near Seattle, Washington, and is assembled at its Paine Field assembly and delivery center (on the same airfield as Boeing's wide body airliner factory)," said 
The fully loaded demo Ranger Kurt and I flew had autopilot and two SkyView HDX screens. The introductory pricing has risen slightly but those on a budget can be well served by the base Glacier model that lists for $119,500 and includes a Dynon 10-inch SkyView HDX EFIS with two-axis autopilot, 2020-compliant ADS-B Out, and all the standard features you'd expect. Ranger also comes with a three-year warranty. Unfortunately, the under-$100,000 price tag of three years ago has disappeared.
Exterior Treatment — The "Founders Design" with the Washington state scene (photos) adds $9,500 to the base price. A version with the back half looking similar and the front fuselage in white is only $2,500. A treatment on just the top half of the vertical stabilizer is included in the price.
If six figures aren't in your checkbook the company observed, "Vashon Aircraft is proud to collaborate with AOPA Finance to offer our customers competitive financing options for their Ranger purchase."
Check all Vashon Ranger's 
A new engine was debuted at 
He quoted an introductory price of $7,500 for Hybird used on Merlin, the somewhat bigger brother to Merlin Lite. Hybird for Merlin includes an engine mount, custom cowl for Merlin, the freshly-developed Aeromarine carbon propeller and spinner, radiator, and all fittings.
"There is no TBO (Time Between Overhaul)," Chip bragged! "Our engine replacement price is lower than the cost of most overhauls, so it is cheaper to buy a new engine." A run-out Hybird could still be overhauled, of course, but if that costs close to as much as a new engine, the decision to skip the overhaul time and expense sounds easy.
"We adapted a proven belt reduction drive to this engine and designed a custom engine mount, exhaust, and wiring harness," Chip explained. "We even arranged with a PhD-qualified prop designer to create a custom carbon propeller made to match this engine’s torque and power curve."
Lots of doubters expressed their opinions in the weeks and days before Mt. Vernon's 12th running of this sector-specific event. Did it work? Were the naysayers right or wrong?
I will express one person's opinion but reflect a number of comments I heard: "Thank goodness for Mt. Vernon airport manager Chris Collins and his contingent of orange-shirted volunteers who hosted this event," making it another success.
To me, "success" means no accidents (none happened) and a decent turn-out that got pilots in new aircraft and vendors the sales that sustain them (both happened).
In a typical year, Midwest attracts 1,500 or more pilots for the three days of event. My casual estimate is that 2020 was at least as strong as before and perhaps it was even up a bit. No one knows more. Midwest does not charge a fee to enter and more than one entry gate would make any effort to count heads futile. So, admittedly, I am guessing but having been to 11 of the 12 events (I missed one due to a hurricane in Florida where I live), I think it was at least the same and possibly better than earlier years.
Some were told by their home state authorities that if they left they might not be allowed back in the state (presumably without some caution like mandatory quarantine). While this may seem like government overreach to many, employees who would not be traveling also stated concerns about getting exposed by those who did travel. Hit with both worries, some companies backed out.
At least two vendors who wanted to attend could not get an FAA inspection in time. This was not them dragging their feet on the requirements; instead it is because FAA staffers are mostly hunkered down at home and agency personnel are not permitted to go out and do inspections. U.S. Customs inspectors were under similar constraints and so import processes have been greatly hampered.
At least two more companies experienced serious weather between home and the show although Midwest 2020 enjoyed nearly perfect conditions. Plenty of demo flights attest to this. Several vendors filled their demo schedules.
Add those vendors who had promised to attend to those that did and Midwest 2020 might have been a big year. Even without them, it was healthier than I first feared.
As the photos illustrate Midwest 2020 was a normal year even considering the drama this country has faced in recent months. However, one category of light aviation appears stronger than ever.
We have also seen a growth in interest in single seat aircraft… (example: 
Developer Chip Erwin brought not only his fascinating aircraft but six sets of bathroom scales. Although these are not certified scales — an effort with such scales will happen shortly when the aircraft is fully complete — we checked them for consistency and we used all six scales in rotating positions. Four complete weighings produced numbers from 271.6 to 274.1 pounds. Using the allowed calculation for a whole-airframe parachute system, a Part 103 can weigh 278 pounds, suggesting Merlin Lite should comfortably qualify. Of course, speeds will also have to conform but Chip is very confident about the airplane staying Part 103 compliant. The weighed aircraft was not a stripped-down version but had most of the equipment on board that everyone will want. I'll make a video of these steps as soon as possible, given very strong interest.
The first attendance at Midwest by 
This method also made for an intriguing study in how America is coping with Covid. Near the freeways, at gas stops or hotels where tourists and travelers were present, masking was nearly universal. Few appeared to ignore store signs demanding a face covering.
However, instead of racing up to Mt. Vernon, Illinois, we chose to wander through small towns along the way, for example, taking a tour of the Muscle Shoals, Alabama recording studio that produced dozens of Platinum Records such as Wilson Picket's "Mustang Sally" and hosted music stars from The Rolling Stones to The Allman Brothers to Aretha Franklin.
A Tale of Two Countries… as soon as we got a few miles away from the tourist-oriented freeway stops, almost no one wore a mask. Unlike the strangers on the freeway, these people largely know each other. Before someone criticizes, I'm not saying they ignored caution but relied on common sense rules rather than political dictates. You may have a different opinion.
Another designer of very striking hardware is Larry Mednick of 
It has to do with the pod or cabin that most modern gyroplanes use. VX1 is an open cockpit design. All that fuselage area forward of CG needs more tail in the rear to offset the aerodynamic effects. Since VX1 has a fully open cockpit, it does not need the same tail displacement.
Clearly, Gyro Technic's VX1 is no mere copy of some other gyro.
In addition to making all their own parts (
"A comfortable cruise speed is about 60 mph. Full fuel tanks (7.5 gallons) will then give you a range of 50+ miles with a safe fuel reserve.
"This would be a straight-line course to your destination. In reality though, you will be having too much fun, and your flight path will not be a straight line, but rather resembling something closer to a bowl of spaghetti!"
Ha! Good description of the flight path of a pilot just enjoying the experience and not intent on getting from here to a destination as the only reason to fly. Visibility from a gyro like VX1 is about as open as it gets.
At 
One proof among many, Mark Smith created an aftermarket steerable nose wheel system for Quicksilver aircraft before the factory developed their own. Multiple component changes purported to improve handling, performance, and durability.
Tri-State Kites’ selling of Quicksilver brand aircraft went on for many years; Mark was once one of Quicksilver Aircraft's top dealers. Throughout, he was improving, tweaking.
Perhaps it was inevitable that this would evolve into the manufacture of whole Quicksilver-like airplanes built of the numerous changes Mark had engineered over the years.
Smith wrote, "There were nearly 10,000 MX [Quicksilver models] sold over the years, with most of the models sharing many of the design features of the MX. There are many changes that make the plane fly better, handle better, steer better, handle wind and gusts better, and so on."
Directly from their matter-of-fact website, "Modifications to this sturdily-built ultralight abound (they refer to those thousands of Quicksilvers sold). Most are not terribly expensive and create a much more flyable plane. Recommended changes would be lower tail tubes and the tapered stabilizer. They also sell dihedral-reducing cablesets for wire-braced Quicksilvers; earlier models used a large amount of dihedral to enhance the rudder-and-elevator-only controls. Tri-State Kites said, "These install without major modifications."
Those parts are but a few of many alterations the Mark Smith enterprise has created over many years of serving the Quicksilver market. Created to make the airplanes fly faster, handle better and last longer, they also streamline the aircraft, give it distinctive looks, and enhance strength in ways big and small.
Today Tri-State Kites is actively building and selling entire aircraft. Call them a "Quick" or a "Smithsilver" — this is now its own brand of aircraft. Some are Part 103 eligible. Andy assured me single seat models can qualify.
Tri-State Kites reported a active and complete business with sales, training, and maintenance. They even offer on on-site "hotel" for customers to use. Contact 
Except for engine, tires, wheels, and brakes, Tri-State makes every component that goes on the Smithsilvers. They even sew their own wing coverings, assembled from sturdy Dacron sailcloth. Sewing of wings (or sails) is a specialized craft. I have experience with hang glider wings (more complex than you think) and I was quite impressed with the detail and precision shown on their wings displayed at Midwest LSA Expo 2020.
I did interviews with Andy Alldredge about Tri-States' business and his Falcon 503 project plus Tom Smith. Look for them later this year.
Longtime journalist Tim Kern — of 
At Midwest 2020, I interviewed Joseph Shirley, boss of 
Joseph reported that his team has transferred all drawings, including some engineering drawings and other simple hand drawings from the old days, turning them into SolidWorks CAD drawings. This will help assure a higher state of quality to all parts and components but it also helps kit builders by providing major improvements to the build manual, a task most talented designers find to be one of the hardest parts of creating a kit aircraft.
Chuck Slusarczyk and I share a history in hang gliding days, back when we were both young and handsome. Regretfully, Chuck is in failing health these days but I believe he would be proud how well his design continues to do and he'd be impressed with how far people like Terry and Joseph have taken his once-modest but always-beloved Hawk.
Watch for more on Joseph Shirley's operation in an upcoming video.
I never thought of Hawk as a bush aircraft. It's history as a simple ultralight from the early 1980s suggested it was a more fair weather flyer …not that there's anything wrong with that, of course.
The Hawk being created why Joseph and his troops gave a completely different vibe. If it was flying, I would have been sorely tempted to take this beefy-looking aircraft out to a creek bed to see how it handles an unimproved surface. Given its modest flight handling qualities, sturdy and proven construction, and its slow speed capabilities, I'm guessing Hawk Tundra would do especially well.
However, such "alternative aircraft" may not be what you had in mind. Many are open cockpit and pilots trained in a Cessna or Piper can feel uneasy being out in the open (even if behind a pod and windscreen). Also, weight shift trikes, powered parachutes, or gyroplanes handle differently from stick (or yoke) and rudder.
Other pilots may want an aircraft that can cope with the elements better. Metal can offer better endurance. 
Chip believes his new Part 103 "magic" ultralight is truly revolutionary.
“This is not your 1980s ultralight," claimed designer Chip. “I know, I was there. Our new Merlin Lite has real aircraft features and appeal: seven windows, a cockpit door, decent baggage capacity and space, an instrument panel with an EFIS and GPS. And the list goes on.”
Merlin Lite is available with either tricycle gear or taildragger, Chip reported, and features all-aluminum construction, dual independent hydraulic brakes, tundra tires, five-position flaps, pushrod controls with bearings, and substantial aft cabin area with the CG envelope to use it. "Deep deploying 50-degree Fowler flaps and tundra tires with independent dual brakes make the Merlin Lite an ultralight bush plane," he added.
"Based on Merlin PSA, a popular single seat personal sport aircraft that costs less than $40,000 and cruises at 120 mph, Merlin Lite's cockpit is almost as large as the Merlin's, but the powerplant is scaled down and the 3-D tapered wing aspect ratio is increased," said Chip.
Merlin Lite is available completed and ready to fly away, or can also be built as an Experimental and flown with a Sport Pilot ticket, or even a glider certificate, flying Merlin Lite as a motorglider.
"Its cantilevered high wing means no lift strut," explained Chip, "making Merlin Lite quite easy to get in and out, a feature with increasing importance. Plus, the large baggage area can carry a full-size airline roll-on bag, camping gear, or even your favorite pet."
Merlin Lite finished and ready-to-fly — $31,000 equipped with electric-starting 
To find truly affordable aircraft, for one example, search for "vintage ultralights" you will be lead to our April 2020 series on ten super-affordable airplanes, all of which are available second hand for less than $10,000. You may not know that Search can be more specific. After you use Search, a page shows you whatever is found but you can drill down further — click "Try our advanced search option."
After your initial search, you will see, "Not finding exactly what you expected? Try our advanced search option." Click on the "Try our advanced search option" link and you can narrow the search to: 1️⃣ specific brands of aircraft manufacturers, 2️⃣ specific aircraft models, or 3️⃣ FI.R.M. List companies, meaning products and services that do not make airframes or engines. This Advanced Search is quite powerful to sift through more than two million words or hundreds of different aircraft reported on ByDanJohnson.com.
I hope you can attend 2020's 
MC-01 by Montaer
SmithSilver by Tri-State Kite
Sparrow by Carlson
F2 by Flight Design
Vashon Ranger
VL3 by JMB Aircraft
Fusion 212 by Magnus
Rob Rollison the proprietor of the very successful 
Deon will have the InnovAviation FX1 we saw at Midwest 2019 (
Some of you may feel the same, I suspect. I don't suggest you need to go to them all, but if people who do what I do don't have airshows to attend, you get less cool news about great aircraft and flight gear.
That said, I've been able to keep a good flow of recreational aviation news that you readers find interesting. April 2020 set an all-time record. That was eclipsed in July 2020 and August kept the growth going to another record. While pleased about the increasing number of visitors — and while everyone being isolated probably drove more pilots to this website — it nonetheless illustrates the value of journalists attending shows and bringing you the latest and greatest.
I think these shows setting dates in the new year is a great and wonderful thing.
First up is the recently-rescheduled 
“We are now happy to confirm January 28-30, 2021 as the new event date for the fifth annual DeLand Sport Aviation Showcase,” Jana added. Most readers will recall the 15-year-old Sebring Expo used similar January dates. That event ended after the 
Yes, after having to cancel Aero 2020 and 
Yes, the new Aero dates are April 21-24, 2021. Whew! With Sun 'n Fun slated for April 13-18, 2021, that gives a couple days of breathing room between these two important events …time to pack new clothes, clean photos off my devices, and repack for Europe. What a relief!
I am so excited and pleased, I almost don't know what to say, except… "Thank you, thank you, thank you, Roland and team."
This change assures the month of April 2021 may set an even higher record of visitors and I will be furiously gathering news and video for many stories from these two events. Especially after the dry desert of 2020, my expectation is that both Sun 'n Fun and Aero will be enthusiastically welcomed and that aircraft developers will be out in force with their newest and coolest flying machines.
While I'm ecstatic about the Sun 'n Fun and Aero 2021 timing, in only a few more days, I leave for Mt. Vernon, Illinois, home to the 