LSA seaplanes constitute a highly fluid market yet we can see clues suggesting what might be ahead for some of the main brands. With summertime approaching, this State-of-the-Sector article attempts to keep up with the rapidly changing landscape (or waterscape).
We'll first look at two high-end entries that have been in the news and conclude with present LSA seaplanes and their status in the market.
Russ continued, "Founder Paul Vickers said the company is now raising capital to fund the push to begin deliveries on its backlog."
Vickers added, "The plane has finished its flight testing and shook out with a 120-knot cruise and useful load of 750 pounds with a Rotax 916 iS pushing it along."
Paul said the company is planning to manufacture Wave in the U.S. "Most current investors are Americans," Paul noted. A U.S. customer will receive the first Wave.
Wave has had a long development cycle but their timing with Mosaic approaching next year looks prescient.
“The decision to designate a stalking horse bidder underscores our commitment to ensuring the long-term viability of our business,” said Jerry Meyer, CEO of Icon. “We believe that this proactive approach will help employees, partners, and customers have confidence in our ongoing operations, enabling the company to achieve the best possible outcome.”
Icon reported that during their bankruptcy process the California company will continue to build, sell, and service its amphibious A5 LSA seaplane. The company noted the bankruptcy sale is expected to continue through late May 2024.
Icon announced more promising news
However, Searey won 
According to a party I know to be reliable, new buyers are ready and have proposed to reacquire the onetime American company. Even original designer Kerry Ritcher is said to be part of the group interested in taking over from the Chinese. While plans remain uncertain, an American group could quickly breathe life back into a moribund brand. In recent years, the company's appearance at airshows was modest and unenthusiastic. Over the last year, no one has answered the phones. Now the factory is shuttered.
Under lock without access, Progressive Aerodyne is reportedly packed into containers in their former factory, while the rent continues unpaid. It looks dire, but a moderately-well-funded investor group could get up and running fairly quickly, it was imagined. The parts business alone has sustained the company and offers a route back to normal operation; reviving that would be a relief to current Searey owners. Action will depend on current ownership making a decision; when that may happen is not known.
Yet combined with the original talent that created this popular LSA seaplane, new investors could quickly brighten those cloudy skies.
The lightest-of-SLSA-seaplanes 
"The company owes several million dollars to creditors and customers," a reliable source told me. "Employees have voiced concerns and some are taking action." Seamax leaders have reportedly managed to keep their core team using "informal payments."
"In North America, the Brazilian company allegedly has more than a dozen orders to fulfill, to customers that have made substantial deposits." The prognosis for those deliveries is unknown, though the company reportedly delivered one aircraft to America recently using unorthodox channels.
While “buyer beware” is always good advice, one thing I've learned from decades of reporting on this particular sector of aviation: Never write off a worthy design as dead and gone. I've seen many popular aircraft such as Seamax return after internal reforms or under new leadership..
Let's do this up front: the price of a ready-to-ship kit is $59,900. It's available today.
"Due to enhancements in our production capabilities," Aero Adventure stated in a recent mailing, "we produced an additional kit beyond our standard production last month (April, 2024), which is now available for purchase!"
Compare a low price and immediate delivery to any of the aircraft above. It seems like an earlier time when people could actually afford stuff and dealers had products in-stock, ready to deliver. Of course, you'll have to add an engine, avionics, and you might want to doll up the interior but the base price is righteous.
For not much more than $100,000 you could be airborne in a brand-new, well-proven seaplane from a stable manufacturer that is growing their enterprise. Given almost everything you buy has doubled in price during the 2020s, Aventura seems a genuine bargain in 2024.
If you believe it's worth a closer look, 
I have often written about many seaworthy aircraft and invite you to 
One of the most active sectors in light aviation is LSA seaplanes. We’ve seen ups and downs, arrivals and departures of LSA seaplane producers. Admittedly, these flying machines are more complex than current-day LSA. For example, amphibs need retractable landing gear and substantial boat hulls able to take water loads. LSA seaplanes constitute a highly fluid market yet we can see clues suggesting what might be ahead for some of the main brands. With summertime approaching, this State-of-the-Sector article attempts to keep up with the rapidly changing landscape (or waterscape). We’ll first look at two high-end entries that have been in the news and conclude with present LSA seaplanes and their status in the market. Vickers Wave Writing for AVweb (part of Firecrown, which also owns Flying and ByDanJohnson.com plus several other publications), my fellow aviation journalist Russ Niles stated, “New Zealand-based Vickers Aircraft Company says it intends to make its first delivery of the Wave two-place amphibious aircraft to a U.S.
Throughout the '70s, hang glider designs accelerated smartly in glide performance and sink rate, stretching from slope-hugging 4:1 triangular-shaped wings to elegantly long and slender "bladewings" that could exceed a 20:1 glide yet remain foot-launchable and still be an aircraft you could carry on your shoulder (when folded down). Passionate enthusiasts thrilled to a 5X performance improvement in a decade or so.
In the beginning, most pilots launched off mountains to get enough height to catch thermals. Yet lots of America doesn't have mountainous terrain. Florida had plenty of pilots eager to fly hang gliders but to find the best soaring, they had to load up their gliders and drive 10-12 hours to the hills of Tennessee where flight park operators like me catered to them with mountain launch sites. At home they did boat towing regularly but that rarely got them high enough to catch thermals. One Florida man dreamed of a solution.
This central-northwestern area is home to fancy equestrian ranches and the spacious airport has begun to thrive from light aircraft operations. Airport manager Mike Grawe supported by industry expert Roy Beisswenger and airfield entrepreneur Troy Townsend welcomed Randy Dorsey along with another business setting up to build the former Belite Chipper 2, the latter operated by husband-and-wife team Nick and Charlotte Jones. Along with two powered parachute operations and 40 brand-new T-hangars (sorry, already fully booked), X35 looks alive and thriving.
Learn more about plans for Dragonfly back home in Florida in the video below. You can also read several articles below from my earlier reporting.
Is It Affordable?
Recorded in late April 2024, this Dragonfly update has the latest information about the ongoing manufacture of this popular aircraft.
https://youtu.be/Xio65Ma7dNo
A man of highly innovative design but very few words, many knew Bobby for years yet learned little about him. He was rarely one to talk about himself in public settings. I always figured that much of the time he was designing the next aircraft in his mind.
A celebration of his life is planned for Sunday, May 26th, 2024 at 6548 Groveland Airport Rd, Groveland, FL 34736 — the airport Bobby called home for decades.
Florida and southeastern U.S. pilots who knew him can gather to share personal details and tell tall stories of Bobby's numerous flying exploits. 
It isn't only that seaplanes can offer "triphibian" capabilities (a term once promoted by 
Now from 
"In 2007 we displayed the airplane with a rollout in the local concert hall, Tonhallen in Sundsvall," he continued. "We flew for the first time in 2008." He observed that they are still flying that same aircraft and the team believes they have this well sorted out and are ready for market.
In an earlier iteration, Seagull used a strutted wing with titanium landing gear powered by a Jabiru 2200 engine that output 81 horsepower. "Since then the design has evolved," Staffan said, "and today LN-3 Seagull has a cantilevered wing that is easily removed." Carbon fiber is used in most of the construction including the landing gear. The engine selections now feature Rotax or D-Motor.
"We made a lot of modifications and have flown with three different engines," related Staffan. "Early in the process we replaced the strutted wing with a cantilever wing to offer easy mounting and dismounting of the wings. We made a trailer for ease of moving the airplane to and from the airfield."
Power has increased from the four cylinder Jabiru. "We have flown with the Rotax 914 Turbo plus a four-cylinder D-motor. We are currently using the 
"All modifications were made to the original aircraft… [but we have now] finalized the design of the production airplane in 3D-CAD environment," Staffan clarified. We have made most of the molds (image) and will start producing kit airplanes in summer 2024. This start of production is a great milestone for us and, of course, is very exciting!"
After many flying hours have been logged, Staffan is clearly ready to get LN-3 Seagull on the market. "It's a nice flying airplane with very good performance and a totally unobstructed, hard-to-beat view from the cockpit," boasted Staffan.
The airplane is equipped with conventional ailerons controlled with the stick via push-pull rods. The flap is of slotted type with a maximum extension of 45 degrees. A horizontal stabilizer and the elevator are controlled with the stick via push-pull rods. The rudder is controlled with pedals via cables and it extends to become a water rudder controlled with the pedals. Hinges on all control surfaces are of ball bearing type and the elevator is fully balanced.
LN-3 Seagull landing gear is composed of retractable main gear and a steerable tail wheel. The main gear legs are built of carbon fiber and euipped with a oleomatic spring/damper. Retractable gear are actuated mechanically with a lever in the cockpit.
The fuselage consists of a hull built from aramid fibre and the rest of the fuselage is carbon fiber. Fuselage panels are of sandwich construction and behind the aft seat a main bulkhead with a metal truss distribute the loads from the fuselage to the wings. The cockpit floor is constructed to permit the hull to flex somewhat when landing on water.
LN-3's structure is robust as the manufacturer said, "The design is made in compliance with FAR 23 aerobatic category thus making the LN-3 permitted for aerobatic flying."
The fuel tank is placed in the fuselage and the filler neck is positioned under a lid on the left side. "This is an advantage compared to having wing tanks, especially when taxiing on water," noted Staffan. "The engine will have good fuel supply without the pilot having to monitor which tank is chosen."
"We have now opened our order book for LN-3 Seagull kits" said Staffan with clear excitement. "We are also looking for partners to present and sell the airplane outside of Sweden."
"We plan to continue to produce and sell aircraft and provide first-rate service, training, and support to our customers," stated Jerry Meyer, CEO of Icon.
After recent difficult news for Searey producer Progressive Aerodyne and Seamax from Brazil, this may illustrate the challenge of bringing a LSA seaplane to market.
So, it is already certain that I will conclude my full-time activities with ByDanJohnson.com on a very high note and I am grateful beyond what I can convey. I had hoped to "go out at the top of my game" and this strong response from visitors is a wonderful send-off.
Please believe me, though, the genuine thanks are from me to you, not the other way around.
I am deeply appreciative of your loyal readership for these past 20 years. Thank you from the bottom of my pilot's heart.
Firecrown boss Craig Fuller acquired ByDanJohnson.com (and my alternate domain name of AffordableAviation.com) because he recognized the content's value. This was reinforced because he owns and flies two LSA (an Icon A5 and a Tecnam Astore). He knows and likes the same kind of aircraft that you do.
Can you imagine a better group to help your entry into aviation writing?
Development happens fast in light aviation; Mosaic will further quicken the pace.
Welcome to Light-Sport Aircraft where the swift thrive and those that can't move fast enough fall behind. LSA is a market full of seasoned competitors. They've learned their trade well, surviving and some even gaining during the Covid upset. Any new creation coming to market will be measured against tough standards.
This distinctive seaplane in biplane configuration earlier announced their 
With great efficiency, the two aircraft were unpacked from container (nearby images), assembled, and had their approval inspection done. This happened in days, thanks to advanced planning and full preparation.
New Zealand's Wave has completed its air trials after a lengthy development period. Deliveries have yet to begin.
Meanwhile, longtime market leader — still with the largest fleet flying, more than 600 aircraft — Progressive Aerodyne's Searey appears to have gone dormant. Another popular choice is Seamax and it, too, has experienced difficulties. As in most small industries, the light airplane business can be a tough taskmaster.
Despite the prices of these LSA seaplanes, running past $400,000 in some cases, aircraft manufacturing is a low-volume business that demands high quality components and careful manufacturing plus having to meet a high standard for FAA approval. Getting all that right is quite challenging.
XP suggests more power and the Rotax 915iS does not disappoint. A boost from 100 to 141 horsepower spinning a 5-blade e-Prop propeller is certain to make Super Petrel XP a hot performer off water or land.
The cockpit has been modernized and optimized. I particularly like the centered main panel — with room for an iPad on the sides — and the extended throttle quadrant. The twin headset storage niches are a clever use of space (arrows).
A top attraction is the aft-hinged full canopy that replaces doors and a windscreen in older models (a nearby image shows both). Rodrigo Scoda is pleased with the wide-open visibility the new construction brought.
Since the U.S. team is ready and raring to go, you can make your way to 
Don't even think about affording a real P-51 unless you win the lottery. Warbirds may be the biggest attraction at AirVenture Oshkosh year after year but only a few pilots have sufficiently deep pockets to own and fly one of these historic machines.
SW-51 is breathtakingly priced as well, many readers may think. Nonetheless, SW-51 is an awesome-looking flying machine that some will figure out how to afford.
Even more rare than a Ferrari, SW-51 is a very-limited-production design. The company forecasts a dozen aircraft per year. At that rate and given SW-51's exquisite detail, I'll bet they can sell out year after year.
Nearby images supplied by CEO Christian von Kessel of Scalewings Aircraft reflect the first deliveries of this oh-so handsome '51 replica. He reported…
"As of today, we have completed up to serial number 15, of which 5 are in flying condition. Some are kits in progress. At this time, owners can travel to ScaleWings' factory in the Aviation Valley of Poland to participate in our Build Your Legend builder-assist program," encouraged Christian.
It appears that after signing the contract, new owners personalize or memorialize their SW-51. Distinctive paint jobs may explain their intent better than words. Enjoy these professionally-shot images.
Christian von Kessel, or CvK, has lead ScaleWings for several years and has poured himself into the project. It's taken years but he has persistently financed and built the company to create these amazing aircraft.
"Our team has grown from 25 people in early 2022 to 72 full-time employees today," Christian said. "As a consequence of the increased staff, production ramped up to one ready-to-fly SW-51 every four to six weeks."
"Our fleet, including prototypes and customer aircraft, have experienced nearly 1,000 hours with zero problems, a testament to the integrity of design and systems," Christian noted. "We only had to perform routine maintenance at official Rotax intervals." He explained that even while aircraft were tested in both cold plus humid, hot, and high conditions, "cooling and engine parameters ran smoothly."
"While SW-51 is extremely true to the original look, ScaleWings' trailing edge is modified from the Original P-51 shape to allow for safe stall behavior, even in accelerated stalls," Christian stated. A special "polished aluminum“ paint finish has been developed for an even more realistic original look.
Heavy duty landing gear with generous suspension absorbs hard landings, said ScaleWings. "It helps makes the pilot look like a pro," smiled Christian.
Dual controls are offered in both front and rear to include power quadrant and prop setting. The SW-51 canopy allows an aft slide of 5-10 inches for ventilation; it then hinges to provide easier entry for the rear pilot or passenger.
A Garmin avionics suite features the big 10-inch G3X Touch EFIS with G5 in the front panel. The aft panel has a 7-inch G3X Touch.
Being a taildragger, ScaleWings incorporated a underside-mounted, forward-viewing taxi camera for a live view of gear extension or retraction plus more comfortable and safe taildragger taxiing.
Deluxe Beringer-brand brakes and wheels are fitted with Michelin aviation tires.
A bigger 4-blade prop in the works via a collaboration with MT-Propeller. Planned for the 916iS, it can use a larger diameter that will more closely resemble the large prop on a North American Mustang.
Christian finished with this thought: "Pilots who flew both types (P-51 and SW-51) told us the SW-51 in many ways is more fun to fly due to its intuitive controls, comfortable stick forces, ease of operation and forgiving speeds. The only thing missing is the sound and power of a mighty Merlin engine."
Okay, let's grapple with the cost of a SW-51. At better than $400,000, it's expensive, yes. Look very closely at this aircraft and you might appreciate why it requires such a price. "A ready-to-fly version of our SW-51 is available at about 10% of the acquisition cost and only 2% of the operational cost of an Original P-51," said Christian.
If $400 grand is outside your budget, one alternative exists: a kit version (see nearby image).
If you have skills and time, you could buy a SW-51 piece-by-piece. This 
European aviation journalist Marino Boric writing for this website stated, "Italian ultralight manufacturer Promecc, with deep roots in manufacturing of commercial aviation subassemblies, brought to Aero Friedrichshafen their Pegaso all-composite, sleek, high-wing aircraft, which derives from the low-wing Freccia.
Pegaso offers now a new, more ergonomic interior and Marino reported it was "ready for series production." Its access doors are now front-hinged, "making cabin entry much easier," he added.
The well-established, fast, retractable-gear, low-wing aircraft Freccia, which successfully passed the static load tests for the 600-kilogram (1,320 pound) certification in Germany, was also showcased together with Promecc's best-priced fixed-gear low-wing (nearby image).
In addition to the Rotax 912 and Rotax 914 turbo, the newer Freccia RG has under the cowling the more powerful Rotax 915iS. As Marino heard from company owner Mauro Dono at Aero 2022, the event was “terrific good” with several sold aircraft. It was not reported if Promecc plans to add the 915iS or (more increasingly, designers say) Rotax's newest 160 horsepower 916iS. To my eyes, the Pegaso could easily accommodate the larger engine in its long, spacious nose cowling (nearby image).
Promecc informed Marino that they contemplated bringing their aircraft to EAA AirVenture Oshkosh. If they do, I can imagine a warm response to this handsome airplane. Of course, pilots always want to know the price and Marino believed Promecc's were enticing.
Marino reported that they intend to offer to the U.S. public the full range of aircraft as factory built but also as "price-competitive" kits.
Kit prices in Europe: Sparviero €40.000 ($43,500 at posting), Pegaso €65.000 ($70,800) and Freccia €69.000 ($75,000). The full configuration of these kits was not known as this article went online. However, that much detail is moot until someone offers to represent the aircraft here because builder support from Italy would be challenging.
What may be most interesting is the potential for those relatively modest kit prices to translate into more affordable factory built prices once American representation is secured.
Here's how Promecc describes the technical qualities of Pegaso:
As Promecc is a producer of professional aviation components, they may be able to manage efficient manufacturing processes and use their size for economies of scale in the purchase of raw materials. Their work with other large producers may give them connections to create American representation.
This combination of attributes could give the Italian company market entry into the world of Mosaic and what a beautiful shape they bring to the fleet.
This change comes from a gross weight increase to 1,570 pounds. How can they do that before Mosaic arrives? Aren't they limited to 1,430 pounds as permitted on LSA seaplanes or floatplanes? No, they're not.
This 
As A5's Rotax 912iS burns less than five gallons of fuel per hour, the company said, "This equates to an additional two hours of endurance or the ability to carry more baggage or heavier passengers."
“In response to feedback from our owners and prospective customers, we elected to undertake further research and development to test the airframe and fully understand what we needed to do to increase the useful load,” said Jerry Meyer, Icon's CEO. “The solution is a reinforcement of our commitment to innovation, and a 60-pound increase is significant, especially in the LSA category.”
“The 4-blade propeller is a huge upgrade to my Icon A5,” said Santiago Masdeau, an A5 owner based in South Florida. “I’ve flown more than 100 hours with the original 3-blade and now I have around 20 hours on the new carbon fiber 4-blade. Immediately, I noticed less vibration and noise, better acceleration, and improved takeoff distances. I’ve also experienced an increase on my cruise speed at 5,000 rpm and lower fuel burn. The entire experience is better, and it looks amazing, too!”
A 2024 A5 Limited Edition starts at $409,000 with the 
Icon's announcement of these improvements to the 2024 Icon A5 LSA comes on the heels of the FAA granting a Type Certificate for the A5 in Primary category. The company believes that type certification will allow Icon to expand its market potential around the world, especially in countries that have not yet adopted ASTM standards. The type certified version of the 2024 Icon A5 starts at $434,000.
Sun 'n Fun e-blasted, "6 Things To Do When You Land at Sun 'n Fun 2024!" The half-century-old event runs April 9 to 14, 2024 in Lakeland, Florida.
Fly ‘n Early Aircraft Camping packages allow you to fly in as early as Saturday 4/6/2024 and stay through Thursday 4/11/2024. Includes camping and admissions for one or two persons. Great for those who fly-in early and depart on Thursday!
Ready for some aviation alphabet soup? LSA and VREF get together. The first abbreviation you know well. The latter may look familiar but the appraisal service appears concentrated on higher-end aircraft, which makes sense as those aircraft comprise the bulk of the U.S. aircraft fleet.
"VREF listing ensures accurate market valuation of the MC-01, facilitating smoother financing and insurance processes for buyers," Shalom continued. "In addition, such recognized listings allow value to be accurately forecasted, providing a reliable benchmark for resale value."
Despite a highly workable gasoline engine that many will prefer, the temptation of electric is especially strong with Phoenix.
Think about optimal benefits of electric propulsion.
I have long stated that Part 103 ultralights are already the first to be highly functional with electric propulsion, precisely because they are so light and their mission so modest. It's a simple formula: lighter weight = less batteries = less expense = a workable aircraft in 2024. That Part 103 ultralights aren't trying to travel long distances makes electric even more viable.
"The Phoenix motorglider is a taildragger with a twist. The tailwheel is controlled by the rudder pedals via cables to the rudder and steel rods connecting the rudder to the wheel. The tailwheel never “breaks free” or castors. Also, the main wheel disc brakes are controlled by a lever on the left control stick, which operates both main wheel brakes equally when used; no differential braking.
"Phoenix can be landed using the three-point or wheel landing. Wheel landings (landing on the mains and then holding the tailwheel off until speed is reduced) are easier and can be made with more precision than three-point landings but the three-point landing is critical when there is a crosswind blowing (because the tailwheel is on the ground and tracking can be controlled with the rudder pedals).
"The 15 meter (49 foot) wingtips give the Phoenix a 32:1 glide ratio, which means a lot of float or ground effect. Begin with the 11 meter (36 foot) wingtips that produce a 20:1 glide, which reduces ground effect and the amount of patience required by a learning pilot.
"When the spoilers are fully deployed after touchdown with the short tips, the plane remains planted on the ground with less chance of a bounce even if the plane touches down with extra energy.
Once on the ground, they say to "keep about one pound of force on each rudder pedal to keep them aligned in the neutral position. Apply very light pressure to one side or the other for directional control. It only takes very small adjustments on the rudder pedals when the plane is rolling at 40 knots. Keep the spoilers full open until clear of the runway. When doing touch and goes, don’t be too quick to close the spoilers on the go or you may get airborne unexpectedly or lose control directionally as the tailwheel comes back off the ground. Slow way down to 20 knots or so before closing the spoilers and adding power for another take-off," finished the experts.
Once you feel entirely comfortable with landing one of these flat-gliding aircraft, you're ready to go up aloft and use that magic to your benefit. Think of it this way: A 15 meter (49 foot) wingspan Phoenix generates a 32-to-1 glide. That means if you are up only 2,000 feet above the surface, you can still glide more than 10 miles before you're on the ground.
That's a safety margin every pilot can appreciate, even if you have to train a little bit to use it effectively.
Following the success of Highlander, "Troy went back to the drawing board," Just said, "and in 2013, SuperSTOL was released." The significantly changed model featured a completely new wing with automatic leading edge slats that deploy at the right speed without pilot input.
Wing spoilers were integrated with ailerons and long extending flaps to counteract adverse yaw and help the wing work exceptionally hard, resulting in a stall speed of only 28 knots. Troy's redesigned airfoil went all-aluminum for the first time. Escapade and Highlander models use wood ribs following the tradition of other light aircraft of that time, notably Kitfox.
"Such freedom opens up endless possibilities for adventure and off-airport fun, or even your own backyard," said Just Aircraft. That pretty much defines SuperSTOL.
On three separate visits to Rotax I was able to attend one of their Fly-in events plus a special visit just for aviation journalists.
Beautiful and inviting as Wels is, this is not an easy visit for folks from the company's far-flung customer base in nearly every country on Earth. So, in addition to inviting the world to their headquarters event, Rotax is going abroad.
Get ready for Rotax's World Tour 2024!
Given its globe-spanning reach, the company's World Tour 2024 will bring the company directly to customers and businessmen alike. Read below what each of the locations has to offer.
Rotax announced from Gunskirchen, Austria on February 6th, 2024, "The 
Then we have what I'll call the Mosaic LSA crowd. These are pilots with larger budgets — perhaps they sold a Cirrus or Bonanza and have equity to put toward a new aircraft. These experienced pilots are accustomed to well-equipped aircraft with generous cruise speeds.
Sparker directly addresses the last group. I got to experience this first-in-the-USA airplane when 
Show up at Spruce Creek (7FL6) on a nice flying day with a sharp new airplane and you are almost certain to draw a crowd. Sparker did. We almost had to shoo people away so we could get on with our demo flight.
We enjoyed a lovely Florida day in early February as you can see in the images or in the fresh new video below.
Our demo flight took us from Spruce Creek (7FL6) to DeLand (KDED) and back with maneuvering in between. We operated at altitudes of 1,200 to 4,500 feet on a mild day in the low 70s with modest humidity. My focus was on aircraft maneuvering and flight controls because the deluxe instrumentation is already familiar to pilots and because I would use Trey's experience at flying from South Carolina for cross country speeds and fuel burns; these provide real-world experience, not a test pilot's controlled findings.
Any producer looking to sell an advanced aircraft such as Sparker better make it deluxe… and TL did. From its 50-inch-wide cockpit (a foot wider than a Cessna 172) to its Kevlar cockpit cage to its potent engine to its airframe parachute, Sparker lacks for little. Yet "little" isn't what TL designers sought.
Large comfortable seats are fixed in position but rudder pedals adjust, electrically. A button in front of each outside-mounted joystick smoothly moves pedals to meet your feet. The joysticks bristle with buttons for trim controls, PTT, autopilot off, or frequency toggle.
The seats themselves have tall back support and are electrically heated for colder climates or higher altitude operation. You can load up those seats with some larger pilots.
At its new gross weight ("1,652 pounds," said Trey), Sparker has a useful load that accommodates, get this!, two 230-pound occupants, plus 75 pounds of luggage, plus full fuel of 34.5 gallons. Numbers like that cover most requests I've heard. "You'd be hard-pressed to max-out Sparker's useful load," Trey concluded.
All instruments are within a comfortable reach and TL installed more screens than other LSA, a total of three 10-inch 
It's built mostly of carbon fiber with Kevlar reinforcements around the occupants. The main spar is also carbon fiber. Capable of an 11 G ultimate load, Sparker felt absolutely solid and rigid in the air, even when banked aggressively back and forth (see video).
Essentially a side-by-side version of TL's tandem Stream (
He also noted that TL anticipates installing mostly the newer 160 horsepower 
My usual Dutch roll coordination exercise went well quickly after only a few reversals to figure out the control applications. Sparker needs approximately equal amounts of stick and rudder. The controls are slightly heavy but the aircraft is very responsive. The dampened handling makes Sparker comfortable as you are less likely to overcontrol. As my experience grew Trey permitted me to bank steeply where I found Sparker eager to do my bidding. Even in very steep banks, Sparker maintained altitude easily.
I performed the landing back at Spruce Creek with Trey relaxed after I had demonstrated I could feel the airplane fairly well. Reducing to 90 knots on downwind to lower the gear, we slowed to 75 knots on final before putting down full flaps (45 degrees) to slow to 70 over the numbers. Touchdown was smooth and easily controlled. Brakes are quite strong and we turned off easily before maneuvering to a parking space.
Sparker is going to please the Mosaic crowd. At $327,000 this is no Part 103 ultralight or Sport Pilot kit aircraft. You'll need a generous budget but you will get a lot for your money. So far as I could see, TL didn't miss a trick with Sparker. Check it out in person at 
Your labor investment will be about 300 hours. Here's how Tabor Coates broke down my inquiry about build time: "We (he and partner, Chance Parker) logged 330 hours over nine months but we took our time assembling our demo aircraft. Plus, we had other projects at the time so we worked on it when we could."
How long might it take you? "It could be done in six months still going at it part-time," Tabor continued. "However, we have some reports of an experienced builder getting it done in a single month; that's working full-time and bringing an aptitude for such work."
Nynja designers moved the fuel from behind the seat in Swift to two wings tanks holding 31.5 gallons of fuel along with a header tank behind the seats. This change "allowed more baggage aft of the seat, taking better advantage of Nynja's big useful load," noted Tabor.
Nynja also cruises a bit faster than Swift. "We can easily cruise 100 miles per hour burning 4.1 gallons per hour," Tabor reported. "If we push up to 5300 rpm, we see 105."
With 100 horsepower and Kanardia instruments a Nynja kit is $65,000 in the USA. That number includes freight from overseas; shipping in the USA by truck would be extra.
FlyLight's production backlog is six months. In early 2024, that is fairly fast. When challenged, Tabor replied, "That's real! And yes, they are still built in Ukraine, as they have been for decades." Fully fabricated airframes are shipped to FlyLight Airsports in the UK where they finish each aircraft before packaging for shipment to Blue Collar in Massachusetts.
Possible trike pilots divide into two groups: hang glider pilots who love the idea of a self-launch capability, or… fixed wing pilots open-minded enough to give one of these a try. Most won't take the opportunity but for someone who enjoys motorcycling or water thrill craft, trikes might work for you.
Let me be direct: With the least-costly trike Tabor sells, you could be airborne for around $15,000 without any building (or FAA pilot license) required. You may want more but that's a price that can meet most budgets.
In England very light-weight aircraft are called "Sub-70 (kilograms)" and "SSDR." I've often 
"The 9 (Nine) is coming to Sun 'n Fun 2024," exclaimed Tabor, speaking about the newest trike from FlyLight (see below).
If you are willing to look at weight shift but uncertain about training, read the sidebar at the bottom of this article. This is from text for an upcoming article Tabor authored for 
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A pivotal moment occurred a couple of years ago when I engaged in a conversation with a paramotor instructor friend about training. I noticed that some paramotors were now equipped with wheels and used for tandem instruction. Upon inquiry, my friend revealed that they had obtained an FAA exemption by removing the term "foot-launched" from their regulations, allowing the use of wheels. To my surprise, the exemption specified that it was granted for training in a two-place powered paraglider or powered hang glider. However, the training vehicle could have two seats but must adhere to the definition of a Part 103 ultralight in all other aspects.
This revelation prompted me to explore the possibility of building a Powered Hang Glider trainer weighing less than 254 pounds. A thorough web search led me to discover the La Mouette Samson, a trike that has served as a trainer in Europe for the past decade. La Mouette, a trusted name with numerous innovations in the weight-shift trike and hang glider world, caught my attention. With a Samson trike soon to arrive, I plan to showcase it at Sun 'n Fun in April. To validate the viability of this initiative, I consulted Jim Stephenson at Aero Sports Connection, who enthusiastically affirmed the potential to train ultralight instructors as we did in the past. This approach will likely attract quality instructors capable of producing safe powered hang glider (PHG) pilots.
The timing couldn't be more opportune, considering the growing popularity of powered hang gliders in Europe. Companies like Flylight Airsports in the UK have played a pivotal role, introducing design innovations that make these aircraft lighter, easily transportable by car, and more capable overall.
—Tabor Coates
AFI: PHG. CFI: Airplane, Weight-Shift Control Land & Sea, Gyroplane.
Blue Collar Aviation
flybluecollar@gmail.com
(978) 273-7460
A few sources confirmed $1,000 is a common fee. Don't get me wrong. I'm not saying a check ride isn't worth that much; it's merely a bigger number than expected, although my young pilot friend still has to come up with that amount of dough. Whew!
When friends and family complain about grocery store prices or the cost of air travel, I shrug and say, "Tell me something that has not gone up by 50 or 100% in the last three years." No one loves the situation but those are economic facts. The cost of everything is up, a lot. Why would a Private check ride not be subject to the same market forces?
To finish an airplane in Spain for this year's show in Lakeland, the team must make sure everything is right, prepare TrueLite for shipment, cross the ocean, pass Customs, get it delivered locally, and finally get it checked out and ready for close examination at Sun 'n Fun. All that needs to happen in 10 weeks. I'm telling you after many years of reporting such developments — that will be a challenge.
Aviad owner and TrueLite designer Francesco Di Martino proceeded this rush of activity with more of his own. He relocated his production facility, established operations at the new quarters and has produced a TrueLite for American debut in his new facility (nearby images).
On a recent trip to Spain, Chip expressed, "I checked out Francesco's new long wing with slotted flaps installed on the TrueLite in Spain." He also noted the improved wing tip, saying, "Francesco is waiting on good flying weather for the test flights." After this last modification is proved, the plan is for that aircraft to travel across the Atlantic Ocean to Sun 'n Fun.
"TrueLite has electric flaps operating twin teleflex cables," Chip added. "The control and flap indicator will be on the instrument panel. And, TrueLite's wings still fold in under two minutes by a single person!"
"Come see this cool ultralight at Sun 'n Fun this April," Chip urged!
"The engine is working great! …and I was able to reduce fuel consumption to 5 liters hour (about 1.25 gallons per hour) at a lower cruise speed but I can maintain the same 95-100 kilometers per hour (59-63 miles per hour) at same rpm as before with the shorter wing!
"I'm sure that once people test TrueLite, they'll love it. It's incredibly safe at any speed and with any flap angle. It practically eliminates the risk of accidental stall.
"Last, I put [TrueLite] on scales yesterday. It weighed 114 kilograms (251 pounds) so even a parachute is not required to stay legal [although adding the parachute adds no weight penalty].
"I'll take some time to write a blog post on my page and share all my thoughts (see Aviad link above)."
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Like everything on this website, all these features are free for the using (although email is requested to use PlaneFinder 2.0). I hope you'll go explore this website thoroughly. The good folks at Flying Media that acquired this content in March 2023 have promised to keep thousands of articles and tens of thousands of photos available.
Mosaic as a completed regulation is still 16 months away, according to FAA's oft-repeated statements about how long they need after comments have closed. The agency has a lot of work remaining on this proposed regulation.
After a group of maintenance organizations asked for more time, FAA extended the comment period to January 22, 2024. That means you have less than one week left as this article is posted. After that, FAA begins huddling internally to review all comments and make other changes (and hopefully fix a number of weak areas; 
Beside FAA, 
GoGetAir's G750 evolved from an aircraft I had seen earlier in Europe called One (image). A stylish design One used a sports car approach, two rear seats of limited carrying capacity. One Aircraft was designed by Iztok Šalamon after he began that company in 2014. One Aircraft shut down operations in 2019 when GoGetAir was established.
Today, GoGetAir and their G750 are today the product of Ania and Iztok Šalamo (nearby image). They are well positioned for the coming Mosaic LSA class.
"We took the things that we love and we have built on them," noted the couple. "The result is the innovative GoGetAir line of aircraft. In order to achieve the best possible comfort for the pilot during G750's nine-hour endurance, the aircraft is equipped with adjustable rudder pedals as well as with adjustable seats and three different foam density of seat cushioning for maximum comfort."
"GoGetAir is the only aircraft in the category that features large forward-and-upward-hinging doors for easy entry," said the Šalamos, referring to them as "Lamborghini-style doors." They added, "Pilot and passengers are protected with a Formula-1-like full-carbon roll cage with kevlar protection.
"In addition, every G750 is equipped with a BRS Parachute System," GoGetAir said, "designed around a solid-fuel rocket housed in the front fuselage that pulls the parachute to full deployment within seconds."
Europe-based light aviation journalist 
Now, GoGetAir offers the turbocharged, intercooled 
With Rotax 915, G750 takes off in less tha 400 feet of ground roll and can climb 1,500 feet per minute. Max cruising at altitude, G750/915 will burn 6-7 gallons per hour. Under ideal conditions, full tanks of 35 gallons offers range of nearly 1,000 nautical miles.
"Due to its huge flaps G750 is easily operated on 1,500 foot runway," said GoGetAir. Stall speed for all three engine sizes is a modest 43 knots or 49 miles per hour. With Mosaic coming in at 54 knots (or possibly faster) G750 is well within Mosaic parameters.
The timing of Scissortail and GoGetAir is excellent, with only 16 months or so before Mosaic is released. In the meantime, FAA has registration categories such Experimental Exhibition that allow import of a small number of fully-assembled aircraft to test the market.
By the second quarter of 2025, Mosaic should become official regulation and then G750 will easily fit the mLSA category assuming the company chooses to pursue and declare compliance with ASTM standards.
G750 is a costlier choice as will be many mLSA. At $270,000 to $340,000, depending on optional equipment and finishes, G750 is helping to define a price point for Mosaic LSA. Extra seats and extra capabilities cost real money.
While we all wait on Mosaic, Scissortail can refine their operation and deliver a few Experimental Exhibition aircraft to earn feedback from American pilots. Contact Shannon or Alan for more or to arrange a flight demo.
Another reason for strong interest in this simple flying machine was its four-stroke engine, modified from a Generac engine. At the time, 2010 or so, four stroke on genuine Part 103 ultralights was extremely rare.
Put together, the welded aluminum structure with its folding wing and dependable power and, presto, you have Backyard Flyer.
I refer to "the Flying Farmer," Gene Smith. Every year it seemed he would bring a new variation of something he casually called his backyard flyer. One year, after being challenged by weather the prior year, Gene decided not to fly to Oshkosh. With help from his son Larry, Gene created the current last iteration of the Back Yard Flyer seen in nearby images.
The particular sound people remember was a four stroke power plant. By itself, that was very unusual 10 or 15 years ago yet what made it unique was that Valley engineering started with a Generac-brand power generator engine, modified it significantly, and ended with a four stroke engine that could be used on this very light airframe and qualify for Part 103.
I never weighed the finished and I'll be it was close to the line but Gene and Larry said it weighed "251 pounds even with tricycle gear." One reason why it looks heavier than allowed is the larger-diameter welded tubing that comprises most of Back Yard Flyer. Most observers are fooled because you expect welded to be steel (generally thinner diameter tubes). Welded aluminum is relatively unusual but the Smiths report it made a robust airframe able to handle the bigger engine.
Gene proved the naysayers wrong back in the early 2010s — yes, pilots complained about the cost of airplanes then, too. His Backyard Flyer could qualify for Part 103 and could be purchased for less than $20,000. In early 2024, an equivalent amount of dollars would price Back Yard Flyer at $28,000. and for that, most would consider it a bargain.
Gene, the "Flying Farmer," faithfully flew his circuits of the Ultralight Area pattern accented by a throaty, guttural four-stroke sound that did not mimic the ubiquitous Rotax 582 that was king in the day. Gene's Generac made an energetic flyer that could easily get in and out of a generous back yards.
"After Grandpa (Gene) passed away in 2016," Alaina Lewis wrote, "we decided we couldn’t offer adequate customer support for the plane. We still have all the tooling and jigs and have no plans to sell the design. We will continue to offer customer support for anyone who has a Back Yard Flyer or any of our engines."
"We appreciate all the support that has been shown for our little plane through the years," Alaina wrote in 2019. "Grandpa loved designing and building and we were so grateful for the opportunity to get a few planes out into the aviation world and the opportunity for him to live out his aviation dream."
She continues the family enterprise making beautiful wood props.
No wonder," exclaimed some! More than a decade back, they approached a retail price of $400,000. After ten years of dollar inflation, that number would be way past $500,000 today.
Remarkable as it may be to those of us with normal incomes, buyers for high-end products seem often to emerge. Cirrus and their steady sales of million-dollar-plus four seaters is proof of that. To appeal to such well-heeled pilots, a company better deliver a beautiful, functional, well-supported aircraft. Doing that expertly at a premium level gets expensive.
“From the cockpit to the wingtips through the Seafoils, a number of technical innovations offer elegance, operating convenience, and exceptional aerodynamic performance," claimed Lisa. They promoted a top speed of 156 miles per hour (135 knots), range of 1,250 miles, with fuel consumption of 4.2 gallons per hour. "Akoya takes off and lands in as little as 650 feet,” they said (full specs on image below).
Arguably, one of the most distinctive design aspects of Akoya is its tailfin-mounted, forward-facing Rotax engine. Others have done something similar (Equator is 
Thanks to folding wings (photo & video), Akoya could be stored in a garage or, if you happen to run in more elite circles, perhaps aboard your yacht. With its then-stratospheric price tag of $395,000, Lisa had to appeal to very well-heeled customers, including yacht owners one supposes.
Lisa developers boasted Akoya’s 180-degree panoramic view through its tinted bubble canopy and a cockpit specially designed to combine both aesthetics and comfort. The cockpit is 51.6 inches wide, spacious even compared to the largest LSA.
My longtime videographer and LSA seaplane expert, Dave Loveman described Akoya as "…an LSA featuring unique 'Seafoils' which it uses for taking off from water. Akoya is amphibious, with a retractable landing gear that can be equipped to take off or land from land, water, or snow."
Dave also observed, "Akoya has cantilever wings, which can be folded for ease of storage or trailering. Akoya uses all carbon-fiber construction, with metal parts produced from titanium. Seating is side by side, with dual controls, flaps, and a center mounted throttle, and adjustable rudder pedals. Power is supplied by a Rotax 912 ULS or iS engine."
Longtime aviation journalist James Lawrence wrote, "Some bright minds at Lisa Airplanes, a French company, had a great idea to take the hydrofoil concept and apply it to an LSA seaplane. I’d often wondered why hydrofoils haven’t been done before; it’s such a great concept."
"The technology for the entire package is patented and called Multi-Access," Jim continued, "not the most compelling name but what the hey, look at how cool those little moustache water wings look sticking out from the hull!l
"Seafoil is a trademarked name, which adds a little more marketing sizzle to this steak. They’re connected to a retractable gear that can be rigged with wheels or skis, and also to motor-driven, pivoting wings."
To prevent pilot error in re-assembling a folded-wing Akoya, designers added an ignition interlock system, position indicators, and a wing position locking system." Folding wings have strong appeal but add complexity that demands more oversight and/or a religiously-followed checklist.
Jim concluded his remarks, "This is a 'luxury amphibian' with sexy hydrofoil wings on its futuristic hull. It’s priced sky-high at $395,000. Like the equally costly Icon A5, Akoya is sleek, stylish, and downright gorgeous."
In February of 2013, our friends at AVweb uncovered news that Akoya would be acquired by investors in China. A trend was underway ten years ago, leading large Chinese businesses to purchase several famous aviation brands including Continental Motors, Cirrus, and Mooney, among others. AVweb went on to report, "According to French and Chinese online sources, production will remain in France." Unfortunately, Akoya never built another aircraft.
The big Chinese money disappeared from aviation some years ago. As Lisa and their Akoya never made another appearance, this appears to be another design lost to history though long experience in this industry has taught me never to assume a good design is forever gone. Worthy designs have often re-emerged.
The experience gained by the two French developers of Akoya could influence downstream designs in the way aviation has done since before the Wright brothers.
