"Wave eVTOL is a four-seat, semi-autonomous hybrid and will harvest 80% of our Wave Light Sport Aircraft model’s DNA," said Paul. "This positions us well down the road of developing shared technology, components and tooling, R&D, materials, manufacturing processes, techniques, and facilities that we have been refining over the years for our LSA."
"Developing an eVTOL with amphibious capabilities opens possibilities not yet explored in this space, and with the New Zealand government leading the world from a regulation standpoint, New Zealand is on track to be the first country to allow approved manned eVTOL passenger flights."
Vickers Aircraft is working closely with the Civil Aviation Authority of New Zealand (CAANZ) throughout the development of the Wave LSA and eVTOL aircraft variants.
As you can see yourself, the proposed Wave eVTOL uses the multicopter approach with wing sections. They aren't the first to do this (
Anticipating a question readers might pose, I asked Paul if this new direction meant he was easing away from the fixed wing LSA.
"The initial design for the Wave was always to have a core base that can be used on a number of different models; the second in this range is the Wave eVTOL," Paul explained. "With facilities and technical ability already established [and with] wider government and regulatory support for the development of next generation aircraft in New Zealand, we feel confident in having a proof of concept ready by 2020."
The Wave LSA seaplane will come much sooner though Vickers Aircraft is cautious about promises given what they've observed from other companies in this space. He offered no update on the fixed wing model.
However, he is enthusiastic about using years of hard work to bring a one-design company closer to the family of aircraft he always foresaw.
"The beauty of the Wave eVTOL is that it can be developed in parallel with [our] LSA, enabling us to maintain our schedule," said Paul. "Both models will share everything from components and tooling to ergonomics and storage, as well as manufacturing procedures and material allowables that will combine to result in a rapid development cycle."
To further communication on the new aircraft in planning, an organization called 
What on Earth is going on in Airplane DesignerLand? Are we headed for a bifurcation, a parting of the ways among those engineering the next generation of aircraft? Perhaps. Will this affect you? How do you feel about non-fixed-wing aircraft? I am searching for a term to generically describe these emerging flying machines; “drones” doesn’t quite do the job. More of these seemingly-weird-looking machines seem to pop up every day. Prior experience suggests that most will never make it to market. Ones that do succeed in the eVTOL or electric-powered aircraft market may not even exist today. For that matter, it is far from certain that this will ever turn into a market, though given the huge amounts of money pouring into research projects, it seems nearly inevitable (to me) that some will survive and perhaps have a major impact on flying, both for transportation and for sport or recreation. Along this vein, before and at Sun ‘n Fun 2018, I spoke to officials from BRS parachutes.
Two years ago at my favorite European airshow, 
The truly good news for Yankees who might want to own such a creation is that Sportair USA boss Bill has placed an initial order. For a tiny company, such a launch customer greatly increases the likelihood that this unqiue entry will makes it way into American skies. Of course, Europeans also recognize both the F4U resemblance and the coolness of this design effort.
While fabric covered (also for lightness), Jörg refers to his internal carbon fiber tube structure as "a unique carbon-spaceframe technology." He added, "This property right-protected technology combines high strength with an unequaled low weight."
Seeking a very low weight is partly a maneuver to steer clear of tough certification rules via the Part 103 / 120-Kilo Class / SSDR 
A light design permits Jörg's design objectives. "Due to the light weight of the structure we were able to include all the ingredients for a high performance aircraft: outstanding aerodynamics, a strong engine with a big, efficient propeller, a short and aerodynamic landing gear, as well as effective flaperons."
The carbon-spaceframe is effective, resulting in a calculated +9 and –6g ultimate load strength. "Furthermore," Jörg said, "the complete cockpit area is constructed as a Kevlar-reinforced safety cell." A ballistic parachute will further enhance safety.
In our 
Not only can Corsair meet USA's Part 103, it also can qualify for Germany's 120-kilo class and Britain's Single Seat DeRegulated (SSDR) class (
I will cover many aircraft stories, but allow me to take the most recent first: flying the brand-new Rotax 915iS and comparing it to the 912iS, although not in the same airframe. Other than official Rotax pilots and select airframe builders, we were among the first to experience the powerful new engine from the world’s leading producer of engines for light aircraft.
Fuel consumption was higher than I expected, but speed was also higher. To get below 3 gph, a surprisingly low consumption rate, speed dropped below 100 knots true or 85 indicated. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range.
The 915iS fuel injected, turbocharged, and intercooled engine can produce 141 horsepower for five minutes, then sustain 135 horsepower indefinitely.
Once at altitude, Christian demonstrated use of the throttle and prop controls — this was not a single lever control airplane — to adjust for speed or economy. As you can see in the contrasting Stock Box images, we saw as low as 2.8 gallons per hour resulting, of course, in lower speed flight.
Christian demonstrated that you can move the throttle and prop control without my experience of adjusting each very cautiously and slowly. Christian jockeyed them around liberally without detriment. A key reason this is possible is because of liquid cooling versus my older experience in air-cooled legacy engines, for example, in a Cessna 182 Skylane.
A fellow aviation journalist — a pilot of 300 different aircraft — Dave Unwin felt the 915 started "softer." He also felt it seemed to run slightly smoother. Rotax engine experts felt most of this is attributable to software and the same code can also be applied to the 912iS.
Yet for those who yearn for more power or are building an aircraft of higher capabilities, the 915iS is going to be a welcome powerplant. It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine.
Marc Becker summarized, "The 915iS is about 12 kilos (26 pounds) more for the engine only; 40-50 more pounds when installed and about €3,000 ($3,750 at today's exchange rates) more than the 914." It is significantly more than the 912iS, as you should expect for an engine with substantially more power and the ability to use that power up to higher altitudes.
Fuel needs of both 915iS and 912iS are essentially the same. Thomas Uhr, head of Rotax's Austria plant and a longtime engine expert and enthusiast — and also a pilot — advises the highest octane auto fuel, preferably without alcohol, to get the most power and best results.
Immediately following 
Igor appears to achieved his goal.
SD Planes' show aircraft at Aero 2018, its first production example, is powered by the Rotax 912 ULS2 engine, which should yield sprightly performance from this very light aircraft. SD-2 weighs in at a lean 578 pounds. Given a 1,320 maximum takeoff weight, it can carry 125% of its empty weight. Even with full fuel (26 gallons) SD-2 can carry a payload slightly greater than its empty weight. Few two seaters can match that feat. It's largely wood structure is tough enough to handle a +5/-3 g limit load.
SD-2 can run at LSA speeds of around 120 knots and stalls at a low 34 knots, very close to the 4:1 holy grail of maximum to minimum speed.
Similar to SD-1 Minisport, SD-2's fuselage employs primarily a wood truss design although the wing has a carbon main spar with composite integral fuel tank. Covered with thin (1.5 mm) plywood, SD-2 is a genuine composite aircraft. Wingtips are built of glass and PVC foam sandwich, but wood does most duty as it is low cost and proven. Big slotted flaps are made of carbon with PVC foam sandwich while counterbalanced ailerons are built of plywood and XPS foam. Wings attach to the fuselage using two main and two auxiliary pins that Spacek said allows disassembly in only 10 minutes.
Side by seats seats are equipped with in-flight adjustable pedals with 6-inch (150 mm) range, that the designer said will accommodate someone 6.6 feet tall (200 cm) tall. Inside, SD-2 is spacious with a 46-inch (117 cm) cockpit width at the shoulders. A fairly roomy baggage compartment holds 44 pounds (20 kg) behind the seats.
To discover more about SD-2 SportMaster and to learn its cost, 
When most pilots think of imports, they assume a foreign manufacturer builds an aircraft in another country, finds a U.S. representative, and sends their product here. That's certainly the standard practice.
For years, especially after the fall of Communism and the opening of Eastern European nations, rates of pay for highly qualified workers was so low that building in America was considered by many to be noncompetitive. Slowly, though, the situation has changed and now American production makes more sense, at least when the company intends to sell to Yankee pilots.
At Sun 'n Fun 2018 I uncovered two new projects; one about which I had some knowledge, another that surprised me.
Sky Arrow has long been well represented by 
I described this experience but soon thereafter I was called to account for allegedly trampling on the rights of a Columbian designer who claimed the Serbian company had no right to produce it. At 
Initial production will be mostly done in Serbia, but as the U.S. operation gears up, raw materials such as aluminum sheet that have come from American sources will be partially prepared in the U.S., sent to Serbia for labor-intensive work by Serbians, and returned to American for final assembly and fitting of components such as avionics and engines that come from still other countries, including the USA. Though this may sound complex, it is very similar to what Boeing and Airbus do as they build airlines. It works for small companies, too.
I expect to report more on both projects — Sky Arrow and Discovery 600 — as they progress but our videos will fill in gaps in the meantime. Whatever way these projects evolve, it is interesting to see manufacturing come to American shores. Mr. Trump may be smiling, but much more important is the satisfaction of American pilots who will be given more aircraft choices.
Welcome to more of a famous label… Made in the USA.
On a single day of recording several videos at 
Viking Aircraft Engines takes a Honda block and sets it up as an aircraft powerplant. Many homebuilders have installed them since the company reorganized in 2010. Their powerful engines have 
He has altered the wing to be all metal with a bonded adhesion that leaves the metallic upper surface as clean as a composite wing. Fat tundra tires fitted to the show example gave the taildragger a gutsy appeal.
The events triggering the long distance migration by Viking and Chipper are the Alaska Airman show in May— held in the cavernous FedEx hangar plus outside displays — plus the Valdez STOL competition.
Now in its 21st season for 2018, the 
One week later comes the 
After a damp opening day, the sun returned on day #2 at 
DeLand Showcase
Overall this seems part of a surge in Part 103 interest, for plenty of good reasons: • greater freedom (no license or registration required, • no medical of any kind needed, and • the aircraft can be delivered ready-to-fly. The best news for budget-minded flying enthusiasts is truly • low prices for these single seaters that typically fly 40-55 mph. Companies like Kolb Aircraft and U-Fly-It — maker of the 
Additional changes are likely, for example:
By the time a new AirVenture rolls around this summer — barely over three months away — Just should be ready to start deliveries to selected customers who will build kits and offer Just feedback on the aircraft. After a short period of evaluation, Just plans to offer fully-built models if the buyer selects appropriate engines and options.
As one who enjoys genuine Part 103 vehicles, I am excited to see this resurgence in aviation's lightest powered flying machines and I bet Just will sell a good many of their new entry.
Weather looks good for the next few days so come join us at Sun 'n Fun 2018. If you cannot come to Florida, stay tuned to this website for more updates (even if it does keep me up late to provide these updates). Sure, these shows make for long days but what better way to enjoy life than watching airplanes fly all day and talking to our flying buddies.
Here's a one and a half minute swing by the LSA Mall at Sun 'n Fun 2018:
https://youtu.be/mIIIaRNdcUQ
After 
Pete Krotje, owner of Jabiru North America stated: “Arion Aircraft has been a Jabiru Service Center for many years. Their experience makes this a perfect fit to advance the sales of Jabiru brand power products throughout North America. I’m eagerly looking forward to the energy and creativity that Nick Otterback and Arion Aircraft will bring to the Jabiru engine fleet in North America.”
“Arion Aircraft has assumed all North American sales and marketing activities for the Jabiru Engine product line at our Shelbyville, Tennessee location at KSYI airport," said Nick Otterback, the owner of Arion. He added that all new engine and parts inquiries and orders will be directed, fulfilled and delivered through Arion Aircraft.
“This complements our existing kit and LSA aircraft manufacturing business," Nick clarified. "The majority of the nearly 200 kit and LSAs we have produced are powered by Jabiru engines giving us substantial experience with the Jabiru product line."
Nick said his enterprise will offer repair and maintenance services for Jabiru engines as well as Jabiru Aircraft from the former Jabiru North America location (located next door to Arion Aircraft). "We’re really excited about Jabiru’s new Gen IV engine and the benefits it will offer amateur builders." Pete Krotje will continue to help with Jabiru technical support as Arion adds the Jabiru engine business.
Nick did stress, however, "
One bone of contention among LSA sellers is that legacy flight schools — the sort that typically uses Cessna or Piper trainers — sometimes disregard LSA as trainer aircraft. "They're built too lightly." "The nose wheels are too weak." "My mechanic doesn't know the Rotax engine." Some may have even more creative excuses.
I've interviewed many producers that are frustrated with this outdated response. Several have cited specific aircraft that have done flight school duty for thousands of hours and tens of thousands of landings.
Yet the ill-informed attitude of such school operators has not stopped sellers from trying. One such dogged entrepreneur is Michael Coates, the Australia-based largest dealer for Slovenian LSA producer, 
He referenced an order for 15 Pipistrel Alpha Trainer aircraft with instrumentation configured for IFR training (photo) ordered for delivery to San Bernardino, California.
WWW considered SportCruiser, Tecnam, Skycatcher, Flight Design, Evektor, Pipistrel and a few others. "We leased and put some of these airplanes to work in our training environment,"
"This provided a very good understanding of their suitability in terms of safety, performance(s), maintenance, handling, durability, serviceability and up times," the school indicated. "Feedback from students was also very helpful."
Earlier, the Pipistrel factory sold 200 Alpha Trainers to the Indian military. "Their feedback on the aircraft durability was a consideration," observed WWW. Another factory affective the sales was a report of a Pipistrel Alpha Trainer in New Caledonia that recently surpassed 4,000 hours of training in a challenging tropical/marine environment; the aircraft has not reported problems.
Deliveries from Pipistrel's Italy production facility will start later this month, with delivery and commissioning in San Bernardino scheduled for the first week of June, 2018.
More than 300 Pipistrel Alpha Trainers have been produced and are flying in 35 countries including almost 50 in the USA alone, reported Coates.
This Shark is one I've long admired since meeting its creator, Jaro Dostal many years ago at the German airshow 
A special "Mako" Shark is now available, reported an enthusiastic Jon. "The Rotax 915-powered Shark will enhance high altitude performance, increase cruising speed, and rate of climb" he said. "The first prototype is expected to be completed this summer." The factory is now taking orders. The nearby images show new, larger cowlings to accommodate a turbocharged, intercooler-equipped 135 horsepower engine.
If you are enticed, here are two ways to acquire Shark.
Order a new aircraft — "The factory will now take €4,000 (about $5,000 but this can change) non-refundable or €15,000 (about $19,000) refundable deposit to hold a production slot. Upon receiving the deposit, the factory will assign a production slot and an expected delivery date. Progress payments will be requested at various intervals.
"The current factory backlog is between 18-24 months for a ready-to-fly aircraft or approximately 5-6 months for a kit," wrote Jon. However, he added, "With the factory ramping up to three from one aircraft per month, the wait is expected to decrease."
If you want the current final price and options list, contact Jon via email (see below).
If you can't handle the long wait or don't want to send chunks of money overseas, another way exists to own a Shark and no building is required.
"Shark UL 025, our current demonstrator aircraft, is up for sale," wrote Jon. "It is ready for delivery in April 2018 and has all the options, has been superbly cared for and is fully up to date with the latest features." How much? "We are asking €150,000 (about $188,000) plus delivery charges. Please contact me (via 
Besides LSA seaplanes, one area of furious development (and sales) is gyroplanes, the term modern industry prefers to "gyrocopter," which was actually a branded name used since the days of Igor Benson.
A new player, arriving on the scene about five years ago, is Rotorvox. Americans have not seen this aircraft but will soon get an opportunity at 
Rotorvox Aero will act as the U.S. importer and will display C2A in Lakeland from April 10
C2A is sold ready-to-fly in Europe but must be sold as an Experimental Amateur Built kit in the USA. 
After you finish Easter Sunday dinner with the family, how about going out for a spin on your new Scorpion 3 Hoverbike? Is this merely an April fools joke?
Apparently not. Video appears to prove this machine, though with the state of the art in digital effects, anything you see can be fiction.
As many of us prepare for the start of 
"Hoverbike Scorpion 3 is an extreme sports machine for those who are not afraid of height and speed," the 
"Steel duct protection" is provided, evidently to keep soft body parts from contacting spinning props, and Scorpion 3 comes with a "Safety Lock." I suppose this keeps your 12-year-old nephew from taking it out for a spin while the rest of the family is digesting their Easter Sunday dinner.
Dan Saunders aided Larry and Amy as they got ready for the inspection. Dan has already earned his credentials as he worked with Abid Farooqui of 
Today I got a good look at the new Aventura S-17 built in DeLand, Florida — also home of the Aerolite 103 and the DeLand Showcase …plus a large volume of sky diving.
In a word, S-17 is hot! One word is not enough, though. This light kit seaplane is also an unusually good value for a long-proven airframe that Aero Adventure has significantly beefed up.
The business is Aero Adventure, run by Alex Rolinski who bought the well-known design five years ago. He's a high-energy fellow who quit his bank officer job to go full time and the operation has plenty to keep him busy.
S-17 gets its name from the use of a 
“I would put up this aircraft up against any other seaplane,” Alex stated. He indicated water runs are shortened and his climb rate increased such that S-17 can operate comfortably out of relatively small lakes.
OK, so S-17 performs well, but I imagine you didn’t forget the low price comment.
Earlier reports have described pricing for a basic Aventura kit that places a seaplane within reach of many budgets — from $50,000 to 60,000 (in early 2018), depending on equipment chosen. That’s an exceptional value that all can see.
For $90,000 you can buy a very well equipped Aventura Including the 117-horsepower AeroMomentum 
If you want to put your name in early for the one S-17 available at Sun’n Fun 2018, contact 
By the way, the use of technology seeks not only to save weight. New methods are used because they can, that is, developers don't need to jump through the regulatory hoops as demanded in Part 23. LSA developers can quickly implement new ideas and materials.
Boeing’s Aurora is one of a flock of new developments aimed at the air taxi trade but it could result in a sport model.
Since I saw what had to be Randy Schlitter's first appearance at Sun 'n Fun, and since he is celebrating the 35th anniversary of the first flight of his S3 single-place Coyote I …well, we've been in this game for a good amount of time. And a "good time" is exactly what it has been.
The videos (linked and below) capture the company and airplane story and I believe it is best to tell the Rans and Coyote story in this way.
Nonetheless, since I've had the pleasure to fly nearly all Rans designs over the years, I want to say that I am pleased this company and its one-of-a-kind owner have continued to pursue light aviation.
In Randy's own words from his Facebook page (where he is quite prolific), "This Saturday (March 17, 2018) is the 35th anniversary of the first flight of the Rans Coyote I ultralight. This craft launched Rans into the world of kit and certified planes."
He continued about the Coyote S-3, "
For most years of Light-Sport Aircraft one aircraft model convincingly lead the parade. That aircraft is broadly identified as the CT-series: CT2K, CTSW, CTLS, and CTLSi. Until 
In addition to China, AeroJones Aviation is able to ship fully manufactured aircraft to other Asia-Pacific countries that accept ASTM standards for approvals, including Australia, New Zealand, Indonesia, Malaysia, Philippines, Japan, Korea, Thailand, plus additional countries in the region.
The German developer — since renamed Flight Design general aviation — will supply all other nations as AeroJones Aviation serves the Asia-Pacific market. In the United States, the German producer has been represented by 
The aviation industry — led by a flock of alphabet member organizations — is clinking champagne glasses over the "defeat" of ATC Privatization. To some observers, this looks like a case of contented naval-gazing. Meanwhile, another development made the mainstream news today. It may not be reported in the aviation press.
Most of the above-referenced alphabets fought the battle — ostensibly against the airlines — over access to the air traffic control system that means so much to those flying, say, their Cirrus SR22 Turbo from Chicago to Washington, DC. IFR support from ATC may be somewhat less vital to recreational flyers.
While sport aviators also go cross country and a few employ the IFR system, most of us who fly for fun probably spend more time knocking around the airspace close to home, spotting fun things on the ground, giving short rides to friends, or pairing up with our flying buddies to trek off to a pancake breakfast or for a too-expensive hamburger. The truth is, we simply need ATC to enter Class B airspace less often.
Over 1,000 people attended a conference on …get this — a completely (and genuinely) private air traffic control effort. What do I mean?
Here's today's lead in an 
"For many of the engineering challenges, 'the technology to do this is basically off the shelf,' including communication principles and software repurposed from cellphone companies, according to Gur Kimchi, vice president of Amazon Prime Air," who added that "answers for some of the most vexing technical questions could 'take a year or two.'” Think how seamlessly you are handed off from cellphone tower to tower and you motor around the metro area.
Just "a year or two?" That may represent the difference between private groups doing things compared to FAA's publicly-funded, multi-decade Next Gen development.
Why the rush? "Recreational operators have registered more than a million unmanned aerial vehicles with the FAA, and many times that number are expected to use domestic airspace by the end of the decade. Some 70,000 U.S. drones are registered for commercial purposes.
