A huge thanks to our supreme "datastician," Steve Beste for making such swift and accurate reporting possible. I assure you that I've looked high and low for every year LSA have existed to find no comparable information.
As always, be advised that our data comes from FAA's aircraft registration database. That means it is impartial — hopefully meaning reliable and dependable — but it also means some massaging of the information is needed to be completely accurate. (
Overview
However, as he added, "All did not have the same experience. Kitfox registrations increased by 60% (as the Idaho company appeared to lose some momentum in 2018). Van's Aircraft grew by 44% and Rans by 20% but Zenair/Zenith and Sonex were modestly off their previous pace (see chart below)."
For reference, here is our 3Q19 market share report with additional details you might find interesting.
Steve wrote, "Regarding Icon's numbers, note that historical figures often differ from what was previously reported," in this case with Icon and its A5. He continued, "This happens because FAA continues to perfect its data. For example, for 2018 the agency reported 57 Icon A5s as '2018' aircraft but FAA data clerks switched 11 of those to '2019' once their late-in-the-year paperwork was done. Thus, we now report fewer than 57 Icons for 2018."
Despite these necessary adjustments, we maintain the figures used in this report are the best available and are of very high reliability. In fact, the adjustments Steve and I make are proof of the effort to report accurate, dependable data.
As always, I offer a loud and heartfelt THANKS! to Steve Beste for his work to make this information available.
In general terms, Steve noted, "Alternate aircraft offer a mixed picture."
He reported, "We have no change from our third quarter 2019 report: Gyroplanes registrations are slowing slightly but are still hot. Trike registrations are holding steady. Powered parachutes registrations are off a bit (nearby chart).
Gyroplanes
Weight Shift Trikes
About this Report — “SP Kits” means Sport Pilot kit aircraft referring to amateur-built aircraft that can be flown by a pilot possessing a Sport Pilot certificate, or a pilot holding a Private Pilot certificate or higher who is exercising the privileges of Sport Pilot — meaning no aviation medical is required. Since Sport Pilot, as a form of pilot license, only arrived in late 2004, we collect information from FAA's Aircraft Registration database for all applicable kit-built aircraft that can be flown by a Sport Pilot plus, of course, all Special or Experimental LSA. Although some of the same kit aircraft existed before January 1, 2005, we omit them as it cannot be said those older aircraft could be flown by someone with a Sport Pilot certificate. This also evenly and fairly compares SP Kits with SLSA and ELSA.
** When using our online market share reporting system called 
We have a new year upon us. With our new reporting capabilities for LSA and SP kit market shares, we can now quickly report results from 2019. A huge thanks to our supreme “datastician,” Steve Beste for making such swift and accurate reporting possible. I assure you that I’ve looked high and low for every year LSA have existed to find no comparable information. As always, be advised that our data comes from FAA’s aircraft registration database. That means it is impartial — hopefully meaning reliable and dependable — but it also means some massaging of the information is needed to be completely accurate. (See this article for more detail on the effort involved; it is not trivial.) Steve’s valuable ability to manipulate database resources combines with his knowledge of light aircraft to make an unbeatable combination. As much as any data allows — and as the saying goes… “you can take this info to the bank.” It’s solid!
How about this for a great way to start off the new year — a brand-new airplane? Both pilot and manufacturer are smiling and with good reason: both are winners in this transaction, as it should be.
“
As we kick off a new year and a new decade, it feels like the starter's timer has just been clicked into action. The next four years should prove to be highly interesting — and for all of aviation, not only Light-Sport Aircraft, Sport Pilot kit aircraft, and ultralights. Change can be difficult, but it's coming. For the most part, I feel this is heading in a great direction even if some may struggle with elements of the new rule.
Earlier, an 
In this article, I will answer some common questions. The goal is not to repeat the earlier info but to provide clarification. Call this an FAQ (Frequently Asked Questions) review.
Light-Sport Aircraft are being presented with new opportunities and I hope both manufacturers and pilots will take full advantage of all the new rule may offer.
Higher speeds
Perhaps more to the point, will FAA allow you to fly a 2,500-pound GA airplane with a Sport Pilot certificate …without getting a Class 1-2-3 medical? Alternatively, can a Sport Pilot fly a 3,000-pound new LSA? We don't know this either.
Our hope is that FAA will allow the Sport Pilot certificate to be used to fly heavier, more capable aircraft perhaps using the logbook endorsement method employed today. For example, a basic SP certificate does not allow flight into Class B airspace until the pilot has received additional training for this. However, after getting more instruction, a SP ticket holder can fly into Class B once securing only a logbook endorsement (no further testing is needed).
The last airshow (
One of the most anticipated of these new Light-Sport Aircraft seaplanes is the 
"As 2019 draws to a close, we are pleased to announce a new strategic partnership with 
Earlier, as Vickers' team anticipated a higher weight — as did 
We begin a new year shortly and will keep our focus on the many enjoyable light airplanes. This industry and the pilots it serves have an exciting four years ahead as 
How about 
Until that rule arrives — probably in late 2023 — "Whisper can be a nice step up in airspeed and weight limits within the Experimental Amateur Built class." Deon's now-Florida-based operation will offer Whisper in kit form or quick-built kit. It can be completed as a taildragger or tricycle gear (nearby photos).
Deon said Whisper will require about "half the airframe build time of an RV or Lancair in a very strong composite sandwich material, with UV and lightning protection." He reported the structure has been tested to handle a 12G load.
One is already approved and flying in the USA, Deon reported, using a slightly smaller Lycoming engine at present. Some 25 are presently flying in South Africa.
Whisper is, he added, "a fast and roomy aircraft, with a lower profile, making it about 10 knots faster than a RV 7." 
Fortunately, you can stay where it's warm and just watch — thanks to new videos from DeLand. While I missed my 
The following information and quotes come from a 
Regretfully, since DeLand closed and they flew the aircraft to its base, TQ bosses decided to sell the aircraft and are bringing Sebastian Glück back to Germany, leaving Daniel (Er-Jin) Jang to carry the TQ flag in America.
Learn about all TQ products at 
Visitors to the inside displays at Deland Showcase 2019 saw a new Flash 2 four-blade prop on display in the 
Opening day at 
SunDancer may be consider two airplanes in one, partly as it can be either a very efficient and surprising speedy cruiser or a motorglider capable of genuine soaring flight, but also because it comes with two wing extensions. SunDancer motorglider can exchange removable wing extensions boosting wingspan from 42 feet 8 inches (13 meters) to 49 feet 2 inches (15 meters). Glide goes from a respectable 26:1 to 30:1.
If you've never thought about what that kind of reach means, try drawing a 30:1 line on a computer or graph paper (for reference, 1:1 is a 45° slope). If you're precise what you'll see looks essentially like a horizontal line. From 6,000 feet you can glide to almost any point you can see, presuming no wind resistance. Of course, this is also the reason why speed brakes are valuable; you'd be hard pressed to land on a long runway because SunDancer might keep gliding right past the end.
Clearly, cruising from the West Coast to East Coast shows SunDancer to be a serious travel machine for two occupants. Tomazin said you can range 800 miles and carry 100 pounds of baggage.
SunDancer grosses at 1,320 pounds like most LSA but has a fairly light empty weight of 639 pounds. It is powered by either the 80- or 100-horsepower Rotax 912.
According to FAA Part 61.23, "A person is not required to hold a medical certificate … when exercising the privileges of a Sport Pilot certificate with privileges in a glider or balloon," with the definition of a glider being "…a heavier-than-air aircraft, that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend principally on an engine." SunDancer easily qualifies.
Here's further motorglider advice compliments of Jim Hanson writing for our friends at Midwest Flyer (
"With their large wing area, [motorgliders] offer low stall speeds, fast climb, and near-STOL capabilities. They usually employ glider-like spoilers or airbrakes for direct lift control and steep descents." Speed brakes offer both dramatic and precise lift control despite their relatively small size; one secret is the exact placement on the wing's chord. Their power and usefulness prompted Hanson to add, "Once you fly an aircraft with spoilers, you’ll wonder why every airplane doesn’t have them."
No question, motor gliders have their intriguing qualities and might deserve serious attention. Priced quite reasonably (definitely so compared to motor gliders like a Stemme S-12), SunDancer is a good value at around $135,000.
Here's a short video recorded at DeLand Showcase 2019. A more detailed video will follow later.
You can relax, though. It should warm up to more respectable temperatures as the show starts and continues. So this seems like a great time to attend the 
However, I have inquired on several occasions to learn an Aventura kit can get airborne for just over $50,000. The base airframe kit is less than $40,000 and you have several engine options including 
"Only basic shop tools are required and an assembly manual is provided with clear crisp details of each assembly," added Walstrom. "The airframe is aluminum (the structural part of the aircraft) and the hull is made from fiberglass (which simply provides flotation). All hardware and everything required to assemble the kit is included. All of the aluminum is anodized (inside and out) to maximize corrosion protection from the elements."
Walstrom further glowed, "These aircraft are capable of taking off and landing in less than 250 feet!"
In Florida or other suitable climates, Aventura's open-sided cockpit lets the wind whistle through your hair while you rest your arm on the window sill. Retractable landing gear is standard; it’s mechanically actuated or an electric linear actuator is available as an option.
Learn more by attending 
Since the Sebring show bid a final farewell last spring, DeLand will be the last light aircraft show until Arizona's 
In the previous runnings of the DeLand Showcase, weather has been not just good but spectacularly good. One late afternoon last year experienced rain and some wind — after a full day of decent weather. However, every other day of DeLand has enjoyed temperatures in the low 80s (close to 30° for you Centigrade users) under sunny skies and with plenty of vendors to keep you looking (list below).
Show Director Jana Filip, her husband Gary, airport manager John Eiff, and a significant army of volunteers do a marvelous job making sure things are set up right and run well during the event. Doing the bulk of the planning, Jana and Gary reveal years of experience, building in short order a new event that seems like it has ample experience. This is no big surprise as Jana was in charge of the Sebring Sport Aviation Expo for several years before being lured away by the City of DeLand to start up and run their new event.
In addition to the Showcase event, DeLand is creating a 
Follow this link to see all exhibitors
"No dice," said FAA! With perspective, it turned out only a small group was opposed but so strong was their hand at the time that FAA leadership could not break the logjam. Now, that appears to be solved. I write "appears" as we won't know for certain until FAA releases their NPRM on the program widely known as MOSAIC. Best guess, this won't come for at least a couple more years but the plans inside FAA are maintaining support at the highest levels of the agency and that gyroplane logjam definitely appears to be loosening. Amen! That was a long time coming.
Maybe you don't care. Maybe you aren't interested in rotor-winged aircraft. I didn't think I was either until I flew a few of these and most recently got some worthy instruction from Greg Spicola, who does gyro flight instruction and transition training for SilverLight.
Abid Farooqui's 
Along came European developers like Italy's Magni Gyro and Germany's AutoGyro, followed by several others. They made numerous improvements but among them was the now-standard tailplane located further aft and with more vertical area. That and better pilot preparation resulted in a much better safety record and European pilots began to embrace these aircraft.
Sales took off, so much so that leading engine producer Rotax reported more 9-series engines were being sold to gyroplane builders than any other aircraft subgroup. American entrepreneurs took note, Abid Farooqui's SilverLight among them.
The video below conveys more information I learned in a training session with Greg in the fully enclosed 
That said, FAA is to be commended for finally including fully built Special LSA gyroplanes in their proposed new regulation.
Given their general ease of operation, excellent performance in winds too strong for some light aircraft, compact storage in a hangar or trailer, and the relatively modest cost of acquiring a gyroplane, it seems likely we will see more of these aircraft in the years ahead.
Here's our Video Pilot Report flying the SilverLight AR-1 Ranger with full enclosure:
https://youtu.be/qIJPGX0G1Tc
First, a caveat: While FAA is communicating some of the 
Michael Stock said, "In general, all propellers which are not in-flight adjustable are a compromise between take-off and climb performance (power) and cruise flight (speed, endurance). They cannot work at maximum efficiency in both flight regimes."
He added, "Propeller thrust for take-off and climb can be up to 30% higher if the propeller blade angle is perfectly adjusted at all times."
The problem is that FAA, by regulation in place since 2004, only allows a ground-adjustable prop. The agency's thinking 15 years ago revolved around "safe, simple, easy to fly" intended for all aircraft in the LSA category. That philosophy has not changed; they continue to repeat the line as a guide to their proposed regulation.
However, a ground adjustable prop can be done poorly. Mistakes can be made if the person making the adjustment does not have training or experience.
If you follow light aviation intently as many readers do, knowing what aircraft and subgroups (within LSA and SP kits
Why? We don't claim to have all the answers but regular surveying of exhibitors at airshows revealed that many sellers say, "The market is good. People are buying." Of course, this is anecdotal not scientific but we heard it from enough vendors to believe they're feeling good about their enterprises. Many pilots backed up this finding with their own, personal assessment.
If you want to do your own analysis, you certainly can using our completely free-of-charge 
This is the first time you've seen this because earlier, we segmented SLSA from ELSA from SP kits. This made it appear kits were growing faster than the LSA groups. In fact, they are nearly matched with kit-built aircraft.
Viewing all light aircraft as a group, Steve noted, "The same six brands continue to lead the pack." He refers to the full fleet of light aircraft a Sport Pilot may fly — led by kit-built aircraft producers: Zenair/Zenith, Van's, Rans, Sonex, and Kitfox plus SLSA builder, 
Using 
However, fixed wing continue to be, by far, the biggest group of LSA (partly as very few kit-built aircraft are "alternative" types).
Among Special (fully built) LSA, Flight Design continues atop the ranking. They enjoyed a phenomenal start back in 2005-2006 and have never lost their leadership position. American Legend, Czech Sport Aircraft, CubCrafters, Tecnam, and 
As we head into the final quarter of 2019 — and the final LSA show of the year, the 
Referring to these flying machines is a way of showing the keen interest many pilots have in airplanes that somewhat resemble Piper's 1940s-era Cub series. Into this enthusiasts' heaven comes Shock Ultra, with its 
Shock Ultra has some features not found on all Zlin's other models, including double slotted Fowler flaps that help lower stall speed to almost absurdly-slow levels (for proof with your own eyes, see our video below). In addition, Shock Ultra has leading edge wing slats though these, like the "Shock options" for the Titan-powered Shock Outback, are optional. The newest variation of this design uses the oversized outboard shock absorbers similar to those first seen on SuperSTOL and then Shock Outback. They are "to tame the landings," said SportairUSA. All these design qualities combine to provide good visibility on approach thanks to a "flattened landing flare."
Indeed, this all works, resulting in a "stall speed of 18 mph (solo) and 24 mph (dual)." Note that's miles an hour, not knots (15.6 and 20.8 knots respectively). It felt rather amazing to witness an airspeed indicator bumping down toward zero while we flew near gross weight.
Those low speeds are aided by a basic empty weight of 725 pounds. This is more than 100 pounds lighter than some Cub clones from CubCrafters and American Legend. As many experienced light aircraft pilots believe, the lighter the airframe the better it performs and handles and the more payload you can carry onboard.
Another proof of Zlin designer Pascale Russo's diligent effort to reduce weight and simplify is that Shock Ultra performs admirably with the Rotax 912 or 914, while the heavier competing models appear to require bigger engines, which add more weight, burn more fuel, and cost more.
Shock Ultra is not the lowest-priced model SportairUSA offers, though it is less than the Titan-powered Shock Outback. However, if its final figure — 
Cub-like models from Zlin include the very affordable 
I toured the company's aircraft production facilities in Hondo and found them able to match other strong operations I have visited. The company has wisely hired outside talent as needed, for example, to gain their Special airworthiness certificate. It was clear to me that, although a lot of paper documentation had to be correct, this Brazilian-founded but Texas-operated company would have no trouble proving their compliance to all applicable standards.
Congratulations to CEO Matheus Grande, designer Caio Jordão, and their coworkers at Texas Aircraft for this success.
You might think those words don't apply to many Light-Sport Aircraft. Certainly, "big" is not a word most pilots associate with LSA. A number are actually rather compact, though with standardized rules, aircraft parameters don't differ as much as some might think.
Wave is different …at least in one particular way. The newest LSA seaplane in development in the Southern Hemisphere has something special. What is it?
Vickers recently announced winning a weight increase exemption for their deluxe Wave. As other producers wait to read FAA's coming regulation regarding aircraft size, Wave can begin leveraging their higher gross weight to increase capability and power.
Principal Paul Vickers stated, "After many months we can finally announce that Vickers Aircraft has received our FAA weight exemption for the Wave™ LSA. This will allow a MTOW of 1,850 pounds (839 kilograms), so we can incorporate additional safety features that will set the Wave apart and help us achieve our long-term goal of moving aviation forward." He added, "Some of these safety features include water maneuvering thruster, CrossOver Landing gear, increased horsepower, and the required fuel capacity to ensure the Wave is operated safely and can perform its mission."
Paul continued, "We have designed the Wave for this increased MTOW and have incorporated the required additional structure." He feels this sets up Wave to smoothly transition into the LSA rule changes that are on the horizon, new definitions that will include adjustments regarding the weight of Light-Sport Aircraft.
"The aviation industry is known for its high barriers to entry," said Paul. "While everyone sees the final product (the aircraft) flying, what they don’t see are the years of work that go into the company structure behind it." Vickers related tasks to meet business regulations plus health and safety requirements, environmental considerations, design, flight and manufacturing criteria as well as aviation authority regulations prior to the first aircraft even operating.
"With this in mind, the last 12 months has seen Vickers not only progress the aircraft design but also move into an employment phase to bring in the necessary people to meet all of our regulatory requirements," Paul explained. He said this means a doubling of the Engineering (Design) Team numbers and the employment of a Quality and Systems Manager.
Increased staffing levels allowed engineering to move into the stress testing phase of the design program to prove the strength of the design. This phase includes physical coupon testing to demonstrate Vickers can manufacture the parts to the design strengths and to verify our structural analysis. "This phase has to be completed before the flight test aircraft is manufactured to ensure it operates as expected," Paul noted.
During this time, finishing touches put into the manuals and processes ensure that Vickers meets all of its regulatory requirements. "We are using technology to do it smarter and quicker," said Paul. "Vickers is creating a paperless work environment from engineering to the manufacturing facility to customer support. Ensuring that all data is generated and stored electronically cuts down on development time and physical storage space while providing improved levels of control of the build of individual parts and aircraft." Vickers notes use of portable electronic devices such as phones and tablets to allow staff to directly monitor the manufacturing equipment such as ovens and freezers. This technology also enables the approval of work and the ordering of parts and materials electronically.
"The benefits to the customer are that our team can quickly retrieve this data both onsite and offsite, immediately understanding the configuration of any aircraft we have built" said Paul. "This provides accurate and fast response times to customers anywhere in the world. There will be no more needing to wait until the office opens in the morning." That will be valuable as New Zealand operates on a very different time than, for example, the USA.
