"Wave performed exceptionally well, so well in fact that we believe we may have achieved a world-first, a 100% score, passing all criteria and requiring zero changes," stated company CEO Paul Vickers. He suggested this achievement shows the prototype "is perfect and can enter production," adding that fabrication of first components is underway.
Although in development for more than a decade, Vickers has indicated all along that their care in design would lead to a quickly approved product that could enter production quickly. The company appears to be reaching this goal.
Test pilot Fox continued, "Controllability, maneuverability, stability, stall, and water handling were tested throughout the CG envelope. The test points included those that are routinely difficult for manufacturers to pass, and the Wave passed these with margin. The results lend confidence to the opinion that, when it comes time for certification, the Vickers Wave will demonstrate compliance to all flight characteristics and performance requirements.”
"It is now with the utmost confidence we can confirm that Wave will achieve our original performance goal of a 120-knot cruise speed," stated Paul Vickers. "This allows Wave to not only compete directly with leading GA aircraft but to take buyers beyond the restraints current aircraft offer."
"Compromises made on previous pusher amphibians have become benefits on Wave," Paul said, citing unobstructed visibility, high cruise speeds, and a 750-pound useful load, all with folding wings and the ability to travel further and land where others cannot."
"Wave is a true adventure plane and the ultimate Light-Sport Aircraft," said Paul.
If a 750-pound useful load for a well-equipped LSA seaplane sounds generous, you are looking at this properly. Normally, a LSA seaplane is limited to 1,430 pounds. At that limit, a 750-pound useful load would imply an impossibly-light 680-pound empty weight. It would be very challenging to make an aircraft of this detail come in that light. Is the company deceiving us? No.
After being petitioned according to regulation, FAA granted a weight increase to Vickers allowing an 1,850-pound gross (see 
"We are very excited to offer 10 delivery positions for Year Two production," Paul said. Vickers believes this represents a different approach to market adoption for Wave.
Thirteen years into the development of the Wave, the company said, "Our manufacturing facilities are complete, initial deliveries are scheduled, test flights are complete, and production molds are already in use." A lot of time preparing is close to putting aircraft in the sky — and on the water.
"As if the aircraft itself wasn't enough incentive to join our journey now, we are offering a discount of 50% and 25% for the first two movers, so be quick. Why a discount? We prioritize market traction," explained Vickers.
“Vickers has achieved what others only dream about… a ‘World-First’,” the New Zealand LSA seaplane developer announced. The southern hemisphere company was reporting on the completion of their flight testing program. “Wave performed exceptionally well, so well in fact that we believe we may have achieved a world-first, a 100% score, passing all criteria and requiring zero changes,” stated company CEO Paul Vickers. He suggested this achievement shows the prototype “is perfect and can enter production,” adding that fabrication of first components is underway. Although in development for more than a decade, Vickers has indicated all along that their care in design would lead to a quickly approved product that could enter production quickly. The company appears to be reaching this goal. Test Pilot Report “In conducting our Flight Test Plan on the Vickers Wave proof of concept, an evaluation was made of the plane’s adherence to ASTM Light-Sport Aircraft industry consensus standards as accepted by FAA,” reported flight test pilot, L.
The bad news is… MVP never made it to market, a shame… yet despite heroic fund-raising efforts, sufficient support never materialized.
The good news… other designers observed what MVP offered. Around the time MVP was actively fund raising, Vickers Aircraft down under in New Zealand had begun work on their Wave that is now nearing market release. Icon's A5 was already mostly frozen for design but some European entries later showed innovations first promoted for MVP.
Developer Darrell Lynds scoured the world for investors. I went with him and other aviation pioneers to China in 2017 where Darrell worked non-stop trying to raise money. It was a time when many aircraft manufacturers went to China seeking investment (Icon and Cirrus come to mind, plus many others). Yet while more established companies raked in money, Darrell did not find enough to make the project a go. For all who think LSA manufacturers charge too much, MVP is an example of what must be done to get in the market — it ain't easy and failures are common.
It was quite an engineering achievement, led by the extremely talented Mike Van Staagen, lead designer of the Cirrus Vision Jet.
Carbon fiber was used extensively and Mike took countless steps to hold down weight. This was noteworthy because at the time, Icon was lobbying hard for higher weight — ultimately granted by FAA in Mosaic. The MVP team thought they could offer multiple innovative features while remaining within LSA's 1,430 pound (650 kilogram) weight limit for LSA seaplanes.
Perhaps MVP’s most compelling feature is transforming into a versatile floating platform. What does this mean?
MVP's canopy hinges upwards and back on a 4-bar link to sit atop the engine pylon. This frees up the nose of the MVP to resemble the front of a classic bass-fishing boat. Yet even with the canopy open, MVP’s engine can be operated to continue to shore or dock, or to motor along to the next cove or fishing spot.
This unusual configuration also enables a passenger to step up onto the forward deck to assist in docking and beaching duties. Excellent stability of the hull keeps the MVP relatively flat as both occupants move about. To create the perfect fishing or observation perch, either seat can be repositioned onto a pedestal up on the forward deck (nearby image).
Going a step further, MVP's instrument panel is a self-contained pod that pivots up and out of the way, not only to help protect delicate electronics from dripping swim suits and flip flops, but also to provide a way to create a larger flat deck.
Four hinged folding panels called the "origami deck" stow atop the forward deck under the canopy and can be deployed in two halves to fully cover the seats of the cockpit, enabling a completely flat floor from the bow to the back of the baggage compartment. This floor is level whether floating on the water or parked on level ground.
"Traveling from marina to marina on a big adventure couldn’t be easier with the MVP’s on-the-water folding wings," said MVP back in 2014. "Taxi up close and shut down the engine. Fold the wings and propel the MVP towards the slip using an on-board trolling motor. Also integrated within the bilge is a useful bow thruster to help make docking a breeze."
With all these features, you might expect compromises for flight and handling qualities of the MVP. "Nothing could be farther from the truth," boasted company officials. "MVP should prove to be a top performer and a joy to fly in its class. High-aspect ratio, high-lift wings, excellent stability, crisp controls, comfortable seats, and excellent visibility will all contribute to making the MVP a sheer joy to fly." They surely believed what they said and it's not impossible but we never got to find out.
The most popular MVP video with 270,000 views features developer Darrell Lynd and Dan reviewing the Most Versatile Plane at EAA AirVenture Oshkosh 2014. This video ranked #9 in our Top 50 from around 1,000 produced. Our Top 50 Videos have been viewed more than 10 million times.
https://youtu.be/entaJLKi5e8?si=Q6Lp4DTlCtFt6PrS
Want more? You got it…! This interview with company president Steve Pugh has wonderful renderings to show you what MVP could have been. This video generated another 84,000 views.
https://youtu.be/eiNrsEvW2pI?si=ZMhAqbO4IgFKBLqW
A promotional flyer distributed at Oshkosh showed the endorsement of several prominent individuals.
Originally developed as the Yuma by Alisport, a French company, the design was later taken over by G1 Aviation, another French company that does extensive machine shop work for several aircraft builders. Alisport produced plans for their Yuma and that's what G1 used when they took over after the original Alisport engineer retired. It is also what Aquilae is using.
Puma itself may have started as a modification of the Zenith CH-701 though these threads get increasingly hard to follow when changes are made.
"At North America Eagle, we are committed to revolutionizing the aviation industry by producing innovative and sustainable aircraft that meet the evolving needs of our customers," said the company. "Our vision is to become the go-to manufacturer for STOL airplanes that offer exceptional performance, reliability and safety, while minimizing environmental impact."
"We offer a range of services to meet the needs of our customers," said Mark. "From design and manufacturing to maintenance and support, we are committed to providing the best possible experience for our clients. Our team of experts is always ready to assist you with any questions or concerns you may have."
"We presume that many customers may have zero experience in airplane construction so we decided to make it simple for our customers," said Mark. "The kit will come 49% preassembled and we believe that with basic home tools you will be able to complete the airframe (before engine installation or painting) in about 150 hours." Mark added in early October that the team was upgrading their assembly manual with improved instructions and lots of pictures to ease the building process.
Why did these two different sort of Part 103 entries (Song and Dingo) end up in the same company? "Song was designed by Ing. Marek Ivanov, the engineer who behind the Dingo aircraft."
"Future Vehicles s.r.o. took over the production and sales of the aircraft at the end of 2021 based on an agreement with Gramex," reported Future Vehicles.
Song is a single-seater, low-wing ultralight aircraft with a pusher engine and tricycle gear equipped with spring-loaded nose gear. The nose gear is steerable.
Song is designed according to the Czech regulation UL-2 and compliant with the requirements of the German regulation LTF-L for 120 kilogram aircraft (very similar to Part 103). This means it is eligible as for America's Part 103 and Britain's SSDR.
"Song is aerodynamically and structurally optimized and made of carbon composite materials, to minimize empty weight," said Future Vehicles. "It has a distinctive twin-fuselage silhouette with the elevator located between the twin fins. The 11.2-meter (36.75 foot) wingspan wing is equipped with ailerons and air brakes."
Song's cockpit is fully enclosed with a plexiglass canopy with a ventilation window on the left side. The seat is equipped with a four-point safety harness and adjustable back seat.
The control stick is located in the center and the throttle and air brakes control levers on the left side. Ailerons are connected to the stick by push-pull rods, and both the elevator and rudder are controlled by cables. Rudders are interconnected by a push-pull rod. Rudder pedals have multiple positions and can be adjusted according to the pilot’s needs.
A5 is built at the company’s 300,000 square foot facility in Tijuana, Mexico, an area the company said has become known for composite manufacturing for aerospace, automotive, powersports, and other high-tech industries. Icon’s facility, which employs more than 250 technicians and engineers, produces between four to five airplanes each month with space to scale.
"Vickers has commenced our flight testing program with Wave, wth the aircraft performing and handling as expected," announced company namesake and designer Paul Vickers. "The test pilot reported the hull is amazing and the Wave lands beautifully."
You see a long probe on the nose of the Wave. Paul said, "This allows us to easily adjust the center of gravity (CG) range and achieve the forwardmost CG." Such weight and balance changes are customary when doing flight envelope evaluations. As the video demonstrates, the pilot is growing quite comfortable with Wave.
"We are 13 years into the development of the Wave," noted Paul. "Our manufacturing facilities are complete, and initial deliveries are scheduled. We are releasing a few early delivery positions at each milestone and offering some great benefits to our early adopters."
Vickers Aircraft believes "Wave offers a unique combination of innovative features, performance, and safety." Interested parties are encouraged to 
Wayne and Kerry Richter started the company and created several designs including the flagship Searey. The Ritchers operated Progressive Aerodyne for two decades before selling to Adam Yang in 2011. Six years later, Adam sold a majority interest to Chinese investors and new management was installed.
News is sparse, as is common in such situations, but at last report Kerry indicated he was working the problem. Two days ago, Kerry posted on Facebook about his visit to China. One can hope he makes some headway for this popular design that has served more than 600 deeply-loyal customers to date.
Searey is definitely a benchmark design in the space with the longest history and the largest fleet.
With regret, I was forced to remove advertisements for both companies despite each supporting this website for many years. Not only were bills unpaid but repeated requests for communication, using multiple means of contact, all went unheeded. Until the lack of response is solved interested parties should be cautious and inquire carefully.
I'm an optimist and hope both brands settle their issues and return to market. I've flown Searey and Seamax and loved them both for their best qualities. I hope for better news to report.
I look forward to more reporting on aircraft. Nonetheless…
Mosaic has given us an inside look at how FAA works. Many improvements resulted when industry worked in harmony with government officials. Nonetheless, careful study found areas of concern in the NPRM. Recent articles in other publications hit essentially the same points as I did in my talk (slide). Those points were partly my thinking, but I also relied on other experts to whom I had posed a variety of questions.
Still, some of the best commentary has come from non-experts, regular pilots who were concerned about a certain part of the NPRM and explored it thoroughly. With this in mind, I was keen to hear from my audiences at the Midwest LSA Expo 2023.
What follows represents my distillation of a number of questions that were asked in a lengthy Q&A session following the two presentations. Several conversations developed between people in the audience, and therefore asking you to listen to all of that would not be engaging. I attempted to faithfully reproduce those questions below.
Despite showing July 2018 dates about prices on the CGS Hawk website, those numbers remain current! Let me restate. The price of a Hawk Ultra — now the Ultra Air version — has not gone up in price over the last five years! Tell me anything in your life that compares. Nearly everything you buy has gone up 50-100% or more in the last three years alone.
So, I can say with confidence that you can likely still buy a Hawk Ultra airframe kit for $12,500 (no increase since 2018) and you can assemble it in 250 hours. Add a Polini 303 engine for $6,000 plus basic instrumentation or other minor accessories and you'll invest about $22-23,000 to get airborne in a brand-new CGS Hawk. Mount a used engine and you could airborne for less than $20,000. In 2023 America, that is an excellent price.
We didn't see the two-place Hawk organization at airshows this year, but I did run into a young engineer who is working with Joseph. Our paths crossed while attending AirVenture 2023. He was excited to tell me how their team is going deeply into a full CAD rework of the Hawk SLSA and other two-place models.
I know from personal experience at following the Hawk for many years that engineering documentation was not developer Chuck Slusarczyk's strong suit. His design has clearly proven itself through decades, but the original engineering work was closer to back-of-the-envelope sketches. Like other gifted designers, Chuck simply knew it all in his head.
At it for seven years now, building single place Hawks, Bob emphasized, "I wouldn't trade those seven years for anything. It has been a learning experience but we have met so many great people, pilots who love their Hawk." Now with Hawk Ultra Air capturing attention and given its modest cost, I feel sure CGS has a bright future.
I've studied this pretty closely — thanks SO much to Roy Beisswenger for his effort to make a 
I use the phrase "Mosaic-Ready" when talking about this Jabiru Elite because importer Scott Severen of 
On Jabiru Elite's panel, US Sport Planes specified a Garmin Suite composed of two G3X touch screens with Garmin Flight Director, Autopilot, ESP (Electronic Stability Protection, which assists with overbanking, overpitching, over- or under-speeding), traffic and weather on screen, two COM radios, USB A and/or C ports, panel lighting… plus some particular interesting deployment of digital safety capabilities discussed below.
Jabiru Elite's deluxe equipment should satisfy even a demanding pilot. Your copilot or passenger will enjoy the deluxe interior comforts and safety features.
However, the clever people who designed and manufactured these wonderful devices have taken it all a big step further by allowing that information to be fed directly to your airplane so that it can do things for you.
Previously, Garmin incorporated information that can be used for a Level button. You already know about these; they've been around and can help a pilot who may have gotten disoriented or found themselves in an unanticipated cloud without an instrument rating. Another example, we've had a 180 button useful to send you back where skies were clearer.
Those examples now seem simple in comparison.
As you see in the nearby picture, Jabiru Elite comes with a panel-mounted Smart Glide button. Here we encounter a remarkable use of the technology, almost like AI for LSA. In one of those undesirable situations such as engine loss, the pilot can push the Smart Glide button and the software will take over. "It will take you to the best airport, not necessarily the closest, and put you at 200 feet at the approach end of the runway, where the pilot must take over," Scott explained. "When I have operated this button, it is somewhat surprising but it instantly takes over, banking as needed to maximize airplane performance in pursuit of getting you to a safe landing."
This technology is not new. I wrote about "
Jabiru adds to the development by taking device capabilities and presenting a simple-to-find button on the instrument panel. The Smart Glide feature even sets up the radio to the correct channel to get assistance when you arrive (one reason why the closest airport might not be the best airport for an emergency).
When flown normally, an Altitude Advisor calls out AGL below 500 feet down to 2 feet. Jabiru Elite even offers an active CO2 detector.
After asking numerous vendors at AirVenture in late July and more at Midwest in early September, I heard lead times commonly stated at more than one year, many well beyond that, and at least one quoting five years out.
In this long lead-time environment, any Special LSA that can be delivered in well under a year has an advantage.
Jabiru offers choices to suit different pilots but those who lookingg for a top-line choice should consider Jabiru Elite.
My presentation was a distillation of 318 original pages into a 45-minute presentation. Some described it as "drinking out of a fire hose."
The Q&A added another 30 minutes. Pilots in the audience helped me better understand this Mosaic monster. I hoped that would happen and I'm pleased it did.
After going through the entire document twice and multiple times for some portions, more is yet to be discovered (though I'm getting weary of studying it.)
In swooped Ken McConnaughhay from Searcy, Arkansas, on the same airfield as longtime Aeroprakt importer Dennis Long. Dennis has been assisting Ken as he takes over importing, sales, and service of Alto NGs.
Ken is a multi-talented pilot who has done crop dusting for many years and flies a King Air 350 as a corporate pilot. He admits that the light weight of Alto NG was a learning experience but he is very impressed with the machine.
My headline implies that Alto NG is not expensive. That's one of those loaded phrases rather like "affordable." So let's state right up front that as equipped as seen in the pictures accompanying this article, Alto NG sells for $147,500.
Finding that price "affordable" is a subjective evaluation. You buy what you can afford, of course. Yet an aircraft that looks this way and costs $147,500 in 2023 could be compared to perhaps $120,000 only a few years ago. You know everything cost you more today than it did say in 2018. Airplanes are no different. Producers have been tossed around by inflation, supply chain challenges, shortages of materials and labor, war, increasing regulation, along with many other expenses that are troubling all kinds of businesses.
That explanation may not help you afford Alto NG but $147,500 for a handsome, well-equipped aircraft with a large 
When I asked Ken to describe some of the performance criteria of the airplane, he summarized, "It's not the fastest airplane in the LSA fleet but neither is it the slowest." He related that he commonly flies at altitudes of around 7-8,000 feet and at that altitude he will see 108 knot cruise from his power setting of 5000 RPM, where he reported burning about 6 gallons per hour. Dennis Long advised Ken that operating at 4700 or 4800 RPM brings burn rates closer to 4 gallons per hour.
"The advantages of Alto lie in its simple and comfortable piloting, which is guaranteed by the design of the wing" Direct Fly said. "The rectangular wing plan and the profile with a blunt leading edge provide predictable stall characteristics and behavior."
"It's suitable for a beginner pilot, because of its gentle flight qualities," Ken added. "However, I'm proof that it's also satisfying to an experienced corporate pilot."
With good looks and a beautiful finish, benign and satisfying flight characteristics, and what must be described as a fair price tag in 2023, I suspect we will see more Direct Fly Alto NGs in the future.
Why wait two years for a Mosaic aircraft of your dreams (which will probably come at a significantly higher price), when you can have this beauty today? If you'd been at 
ARTICLE
In this article, I will give you a glimpse of what you can see if you can attend on Friday and Saturday. For those that cannot come, this will provide some taste of what happens in Mount Vernon, Illinois in early September. Hopefully, you can come in 2024.
Every image you see below shows that vendors did not just bring one airplane to test the market. In every case, these companies brought two, three, or even four aircraft to show. That's very rare even at AirVenture or Sun 'n Fun.
What this illustrates is that the Midwest LSA Expo (about an hour's drive east of St. Louis) has become a standard bearer in the aviation calendar. Indeed, this is Midwest's 15th event, tying the longest-running prior such show, which was the Sebring Sport Aviation Expo. After beginning these LSA-focused shows, Sebring concluded its 15-year run in 2019.
Congratulations to Chris Collins and his entire team of orange-shirted volunteers!
Rob Rollison, the longtime importer of this very successful brand of modestly-priced LSA, has long maintained a very steady rate of business because his supplier overseas in Europe has maintained an prudent approach to business. This has helped that manufacturer remain very stable but it also means delivery times now reach about one year. Rob indicated most customers are willing to wait. It was good to see him back in Mt. Vernon with his handsome airplanes and new trailer.
For More Info — 
In some ways, the Texas company, which is directly associated with the Brazilian organization, is ahead of the game because Brazil's ANAC has already created a very Mosaic-like regulation with minor differences. Approving that aircraft in their home country should make for a much easier entry to the U.S. market and this Hondo, Texas organization is ready to roll.
For More Info — 
Joe Ord's Piston Aviation operates at Creve Coeur airport in the St. Louis area. They offer a wide range of flight instruction and list their prices right on their home page. You can tell by the nearby image that this company has a sense of style and they had handsome, custom-painted aircraft on display. Again you see the commitment people make to the Midwest LSA Expo if Piston will bring aircraft that could be in flight training to display for you at the show.
For More Info — 
While Vashon's prices have risen slightly over the last couple years – along with virtually everything else you buy — they are still affordable to a wide range of pilots and have particular appeal to some by virtue of their use of a Continental O-200 powerplant. Lots of pilots and mechanics are familiar with that engine and, combined with a new and spacious airframe, the company is finding customers. Clearly, they find some of them right here in Mt. Vernon, Illinois.
For More Info — 
However, Trey is also nicely positioned for Mosaic with his other two aircraft that did not travel to Mt. Vernon. One is the tandem-seating Stream, which I flew with him after Sun 'n Fun 2022. That was a fine experience in a beautiful-flying aircraft. I look forward later this year to a flight in their side-by-side Mosaic-ready entry called Sparker that is the highest performing of their line. Of course, prices follow capability, so the Sirius or Sting may be the more affordable buy, but this company has got choices for you.
For More Info — 
The Mexico, Missouri based kit producer also hosts one of the largest events of its kind in the country, in fact, drawing even more people to it than the Midwest LSA Expo. Now in its 32nd year "Homecoming" is a must-go for any Zenith enthusiast. I've never been able to make it because it occurs right after the Midwest event but I hope many of you can and will attend. You can learn a lot at their event plus enjoy the camaraderie of others with similar interests.
For More Info — 
A couple years ago my wife and I each took a flight with Greg and had a marvelous experience. I'm not qualified to fly gyroplanes solo, but I have learned from some experiences and I see the magic that so many enjoy. Greg was one of the original people to fight for 10 years asking FAA to finally allow fully-built gyroplanes. They wore him out without saying yes, but when Roy Beisswenger and I started our advocacy work, we took up the case again. Between his efforts and ours, I'm pleased that we will finally have factory-built gyros available for those enthusiasts.
For More Info — 
"We did retool and redesign the aircraft and invest in the tooling necessary to be able to produce the majority of the aircraft in-house. This redesign and investment cost more than the original design of the EMG-6. This set the project back by nearly two years.
"Undeterred, we persevered and completed prototype #2. In the bankruptcy of Quicksilver we lost the templates for building the Dacron sailcloth covers." With little alternative, Brian related, "We started the process of building a new set of templates for the Dacron sailcloth-covered wings and the new aircraft design."
Work also continued with the MGM Compro motor system. This was early in electric aircraft development; motor and controller delays also stymied the EMG project.
Brian yearned at the end of our phone call, "I'm dying to get back on it. I have three in the rafters and I have motors [and many other components]." The tooling did travel from California to Missouri, he noted.
Yet with Mosaic throwing curveballs at their essential Repairman training courses, Brian and Carol are keeping a tight focus on providing comments and solutions to FAA.
One day EMG might reemerge, but yes or no, this project fascinated hundreds of thousands — literally, as nearly 400,000 have viewed the 2014 interview produced by 
Or, at least express yourself if you are dissatisfied with the product FAA offers. While I urge you not to rant, you can most certainly offer constructive criticism, but that will be most effective if you add a possible solution for them. That will not be possible for everybody, but some of you will be inspired in various ways, and I hope you'll all give it a shot.
Now that I've given you some fascinating thoughts for the weekend I hope you'll spend a little time because, folks, we've only got 50-some days left before the FAA goes back into their huddle to assess the comments and make changes. …tick, tock!
Fun flying in northern climates might begin to slow but in the southern half of the U.S., flying for fun is entering its best season.
As if to prove the point, coming up soon:
In Mount Vernon, Illinois, 2023 will be the 15th running of the Expo, and I have zero doubt it will happen again in 2024.
At that time the 
Activities include two full days of educational seminars and workshops, an aircraft show, contests, social activities, as well as a Zenith barbecue dinner on Friday evening plus a fried-chicken dinner with awards presentations on Saturday.
On September 15, educational seminars begin in the morning and take place throughout the day featuring various airframe, engine, and avionics seminars by suppliers such as Dynon and Garmin avionics, Corvair and Viking auto engine conversions, and more.
EAA Director Charlie Becker will speak about government issues affect sport aircraft owners and builders, including MOSAIC, task-based phase 1 flight testing, LODA, BasicMed and fuel issues. Representatives from the insurance industry (Avemco and Sky Smith Insurance) will be on hand.
This year Aero Showcase will broaden its focus from only Light-Sport Aircraft to include general aviation brands to offer a wider scope of aircraft and products.
"You can be sure to see new and existing brands on the market from several popular manufacturers and companies," stated Aero Affinity directors Alex Rolinski and Doma Andreka. "Come examine aircraft you have never seen up close during our event."
Aircraft already committed to display at Aero Showcase 2023 include: Tecnam models, Aventura II, Scalewings Mustang SW-51, Fusion 212, Montaer, Bushcat, JMB, Aerostar, BD5, Bristell Aircraft, Extra 300, Heron Engines and more.
See and enjoy aircraft demonstrations at a very sport-flying-friendly airport plus enjoy sky diving throughout the day. DeLand is one of the world capitals of sky diving and it is very active place yet one that meshes perfectly with airplane operations after decades of experience. Longtime airport manager John Eiff is very supportive.
"We will have aircraft for immediate purchase, so you can fly home after the show," said Aero Affinity. "Onsite financing approval, maintenance services, and pre-buy inspections are also available."
DeLand has not one but two good restaurants including one located directly adjacent to Aero Showcase. "We'll also have an ice-cream truck and refreshment options as well," added Aero Affinity.
"Rod bought Phil out in 2005 and continued the adventure at Jabiru," wrote Mick Halloran, now Executive Director of Jabiru. "After thirty-five years of inspiration and perspiration, Jabiru stands as Australia’s premier aircraft manufacturer, with one of the world’s best affordable touring aircraft and even more remarkably, one of the few light aero engines in continuous production. Rod built a team that has delivered (at the time of writing) 2,124 aircraft and 7,223 engines, has a customer list that spans the world and a complex international supply chain." Mick summarized, "It’s a global enterprise run from a couple of sheds in Bundaberg (Queensland, Australia, on the country's east coast)."
"Rod is responsible for the design of an original aircraft, an original engine, and has run an aircraft manufacturing company for 30+ years," Mick continued. "Any one of those, would in itself, be an incredible achievement. All three is quite extraordinary."
"Two months ago, I took over the business," he wrote. He reported previous roles in the "big corporate world," at companies such as British Aerospace and Lockheed Martin. He worked in the USA and Europe as well as Australia, "on everything from the original design of the Joint Strike Fighter."
"The last few years have left [Jabiru] with a mature design in the Gen4 engines and a timeless aircraft design with the J430/230/170 series." Scott Severen is working with Jabiru to prepare for Mosaic aircraft as the J430 has long been a four seat design in Australia.
"Jabiru is one of the great Australian success stories. My job is to eventually leave it better than I found it, which is no small challenge given what Rod and the team have achieved," concluded Mick. "I am looking forward to the challenge, but most of all I look forward to meeting all of the good people who are the buyers, flyers, and fixers of Jabiru."
Amazingly, it's not all bad. While heads of state send troops into harms way, most of a nation's citizenry merely attempts to live a normal life amid the chaos of war. Doing business and living your life while bomb warning sirens shriek is something most Americans can't grasp, thankfully.
Yet, "They are back to ten aircraft per month," said Andy. "Their best-ever steady performance was 12 aircraft per month before Covid and then Russia's invasion. So, they are doing surprisingly well."
I asked about supply line problems and while acknowledging many challenges, Andy indicated Aeroproakt is managing well enough. "They have to deal with power outages at times, shifting to generators to keep the machinery humming," he stated.
He also noted Aeroprakt is shipping materials in and finished aircraft out of Poland, a country that has been very supportive of its Ukraine neighbor. Aeroprakt employs about 50 personnel and has remained steady throughout the last three years. Dennis Long added that Aeroprakt has now passed 1,500 airplanes manufactured. Many light aircraft builders would love to match that performance
After A-32's introduction five years ago, Aeroprakt has continued to upgrade A-22 even after the original was greatly streamlined to arrive at A-32.
Because I've written about A-32 and A-22 in earlier articles, I'll skip a detailed description here and instead recommend 
After eight months of 2023, Andy's 
But… uggghhh! Who wants to read this stuff? If it doesn't put you to sleep, it might infuriate you.
Overall, FAA's proposal has been warmly received as it opens the door to more capable aircraft that a Sport Pilot can fly. That's good but the document has problems, too. Following are four examples…
It just got a lot easier, thanks to 
"Now, with the advent of FAA’s Mosaic," continued Shalom, "MC-04 enters the market as a 'family-size' aircraft that boasts a formidable powerplant, the turbocharged Rotax 916iS with 160 horsepower that gives cruising speeds of 132 knots while ranging of 800 nautical miles, and a rate of climb hitting 1,300 feet per minute."
"Safety remains at the heart of Montaer's design philosophy; MC-04 is a testament to this unwavering commitment," said Shalom. "Its all-metal fuselage/wings/tail, welded 4130 molybdenum steel tube passenger safety cell, and solid metal rivets provide a robust structure, ensuring peace of mind during every flight. And for added reassurance, pilots can opt for a ballistic parachute."
As a single point, price is important to nearly all consumers. Even in 2023, Aerolite 103 is available for around $25,000 (details below). That price comes after three years of high inflation (you know how many prices have increased significantly), after the upset of Covid and its effect on supply chains, after quadrupled shipping costs, and after the outbreak of hostilities in Ukraine. Despite an overload of upsetting, price-increasing actions, 
Dennis moved 
I love the Aerolite 103. I flew one on several occasions and found it a friendly flying machine with no evil qualities that will fly exactly as you’d expect.
Add a fuel engine from Hirth or MZ for 28 to 50 horsepower for a cost of $6,500 to $13,500. You can also choose an electric option that runs from $10-14,000.
A fully-assembled Aerolite 103 runs from $27-35,000 depending primarily on engine selection.
AEROPRAKT
HAWK ULTRA AIR
AQUILAE
FUSION NANO GYRO
GOGETAIR 750
All that leaves out how well it flies, which developer Nick Pfannenstiel reported was the #1 appeal of the airplane. So after enjoying an easy, relaxing flight in your Jenny, you land to be swarmed by people who believe they've just witnessed a piece of history fly into their lives.
Jenny began life as a Curtiss, was recreated in scaled down form by Early Bird Aircraft (Gen 1) and kits are now manufactured by Timber Tiger Aircraft, which has reimagined again in slightly larger scale, better fitting modern Americans.
"Thousands of surplus Jennys were sold at bargain prices to private owners in the years after WWI and became central to the barnstorming era that helped awaken the U.S. to civil aviation through much of the 1920," according to Wikipedia. "It was the first airplane many people ever saw," said Timber Tiger Aircraft.
Owning an original would take a substantial investment, far out of most budgets. Yet Timber Tiger's updated and improved Jenny — one that faithfully reproduces an original in slightly smaller form, therefore requiring less engine — is far more affordable.
Early Bird Aircraft created their "Generation 1" Jenny at two-thirds scale. The "Generation 2" Jenny by Timber Tiger Aircraft is a three-quarters scale replica featuring "improved hardware, improved documentation, more accurate replica looks, more advanced kit preparation, and reinforcements in key areas," explained Nick.
A few years back, Timber Tiger made a splash with its entry of a 95%-scale Ryan ST, an iconic aircraft of that postwar golden age of aviation. 
Jenny is offered in a variety of kits. Start with a basic kit (for experienced builders) for $6,900. A group of extra kits can be bought separately: quick-build wing kits, a snazzy louvered engine cowl kit, and several others. All that's lacking is an engine, prop, instruments (and perhaps an electrical system), tires and tubes, plus covering and paint.
Nick advises that for most buyers and certainly first-time builders, the complete kit involving some quick-build assemblies is the wisest choice that will ultimately save them money while greatly easing (and making more accurate) the build effort.
Here is another entry that qualifies as affordable (though that means something different for each person reading). "Estimated average cost to build to completion is $25,000 to $45,000," said Nick at AirVenture Oshkosh 2023. Here's how that breaks out.
Starting with a base kit for $6,900 plus engine — likely used/rebuilt — plus some hardware components supplied by the owner ("nothing particularly hard to obtain"), Nick indicated an experienced builder could get airborne for $25,000.
