The list of aviation companies involved in one way or another with China is getting so long I won’t try to show them all here. Big companies like Cirrus Design or Continental are included. So are LSA manufacturers of various brands. Some business are setting up dealerships (Quicksilver, others). Others have arranged Chinese partners to build planes in-country (Flight Design, Zenith, others). Several companies have been fully acquired by or have received substantial funding from Chinese enterprises (Icon, others) and I’m aware of more that we will hear more about in the weeks and months to follow. The U.S. government and many other nations have borrowed from the Chinese government so a nearly unfathomable amount of dollars or other currencies are parked in China. However, most of the aviation financial arrangements are private, showing that, like their government, Chinese business people have plenty of funds to invest.
Mago, a former construction company owner who once operated in Italy, had a smooth command of English and of his airplane, appearing completely at ease in his flying machine. 
Sila 450 might be the airplane Cessna should have built when they offered their Skycatcher. By that I mean Sila is a conventional aircraft in many ways. It does not use the smooth lines of carbon fiber designs; Sila is all metal. It is not cantilevered, using dual struts. Sila's instrument panel, though faceted to better show instruments to its occupants, lacks the automobile-inspired undulations of Icon's A5. As expected since I flew the aircraft at the 
Mago is an interesting combination of intense and laid back. He obviously loves flying and trusts his design. On our takeoff from Rotax's home field of Weisse Moewe, Sila seemed to leap off the ground and climb powerfully for several hundred feet. Ground roll is listed at 146 feet, which I'm inclined to believe after noting our fast launch. Climb is 1,000 fpm but it felt even stronger on initial climbout. As we ran through basic maneuvers, stall proved very slow at around 30 knots. Given a max speed of close to 110 knots, Sila nearly reaches the magical 4:1 ratio from slowest to fastest. Handling was very predictable. Stability was proven though joystick push- or pull-and-release checks plus Sila held attitude even in steep turns with modest control input. Overall, the airplane behaved with good manners. The interior was, like the exterior, conventional in its construction but with a decent finish. In other words, it doesn't qualify as fancy but is well appointed. Cabin width was a spacious 47.6 inches. So you get a lot but you don't pay much. That conventional construction plus eastern European costs allow Aero-East-Europe to sell Sila for €55,000 (about $76,000 at present exchange rates) before shipping or government expenses. At that, I see a fair bargain in a well-flying airplane. Mago (photo) is keen to investigate entering the American market. While we have a surplus of well regarded airplanes from more famous brands, some pilots express an interest in something different. Sila may fit that requirement.
I am writing from Europe, from two neighboring towns in what's called Upper Austria: Wels and Gunskirchen. The former is where the Rotax 
The large Austrian company that employs 1,100 people in a modern factory produces engines for a variety of applications in large volumes. Among these are engines for BMW motorcycles and others plus a range of engines used in their own products including snow mobiles, watercraft, and on- and off-road vehicles. They also make engines for unmanned air vehicles or drones and, as you are well aware, aircraft engines for Light-Sport, light kits, and ultralight aircraft. Of the latter, they've built more than 170,000 engines. The final assembly of the aircraft engines, composing some of the most desired job positions in the company, are done by a special aircraft engine team (photo, red shirts) in a separate facility from the giant manufacturing hall.
A carefully managed company that encourages and uses a large number of suggestions from their manufacturing personnel is impressive in its detailed approach to high quality products. Improvements small and large are encouraged from workers and successful ideas are celebrated and rewarded. Management and their staff (photo, white shirts) do an impressive job of oversight but are quick to note the value of their team members with wrenches in their hands. Computerized equipment is widely used from fully automated robots to methods of helping workers do top-notch work. An example: Hand-held screw machines not only help workers do their job but send information to computers to count the number of screws installed per engine and to record the torque level for each one. Many other such controls are in place resulting in engines that have very few faults. When a problem is discovered, both innovative and ordinary means are employed to quickly remedy the situation. Top managers meet every day with team leaders right on the factory floor in plain sight of workers. Every engine is test run; aircraft engines have a thorough test program.
At the Rotax Fly-in groups from 20 countries gathered to help the company and its employees celebrate their 25 years in aircraft engine production that has resulted in 50,000 9-series engines. You can do the math in your head to see their output but keep in mind that figure does not include many two stroke engines nor any of the other engines produced in Gunskirchen. Airfield activities allowed everyone to take flights in 912 iS-powered aircraft or take a ride on the company's handsome three-wheel motorcycles. I did the latter plus took my first flight in Rotax's test-bed Tecnam P-92 now powered with the latest 912 iS Sport engine model. Austria is a beautiful country and it was great to gain an aerial perspective of the home airport and factory for this major contributor to the success of Light-Sport Aircraft. Rotax enjoys approximately an 80% market share among light aircraft engine producers and all who attended their event, took factory tours, and met the team members have a better idea why this company has such a convincing lead. Thanks, Rotax, for all your hard work and for a great party to celebrate 25 years of doing it well.
With Francois Tremblay leading the announcements, the following short video provides some feel for the excitement generated by production of 50,000 912 engines over 25 years.
Twenty five years ago the world celebrated a major event in human history: the tearing down of the hated Berlin wall. That was 1989 and the same year brought forth another great occurrence in human freedom (for a completely different reason). That year, Rotax Aircraft Engines introduced their then-brand-new Rotax 912 ... or 9-series as some call it. While the Berlin wall allowed Germans to cross a line forbidden for many years, the 912 powerplant gave pilots the freedom to fly with greater confidence. In evidence, several around-the-world flights have been achieved with this popular engine. Today, 
To properly celebrate the 25th anniversary of the 9-series and production of 50,000 912 & 914 engines, Rotax BRP will host a 
Weisse Moewe airfield, home of the local aero club, is where Rotax engineers and test pilots regularly put their engines through real-life tests. Rotax's 912 is a significant departure from earlier aircraft engines. It is physically smaller, uses liquid cooling, an electronic control unit, and a gearbox to change engine revolutions from 5,000 rpm to slower speeds that work for props. The 912 enjoys a much better power-to-weight ratio than old stand-bys like the Lycoming O-233. That veteran engine produces 100 horsepower (at 2300 rpm; higher power is available at increased revolutions) using 233 cubic inches of cylinder displacement. In a sharp comparison Rotax's 912 ULS makes the same horsepower using only one-third the displacement, 83 cubic inches. Announced earlier in 2014, the 912 iS Sport takes the 9-series engines to its highest operating and performing plateau. This innovative powerplant is why Rotax won an award from EAA last year and from Aerokurier magazine this year (photo).
Since 1973 Rotax has delivered more than seven million engines to a wide range of vehicles. In the aviation sphere, Rotax is celebrating delivery of the 50,000th powerplant in the 9-series. Counting all engines ever produced for aircraft, Rotax has delivered more than 170,000 units. Complementing the Rotax Aircraft Engine line, BRP Powertrain also supplies such well known brands as Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft, Evinrude and Johnson outboard engines, plus Can-Am off-road vehicles and on-road motorcycles.
"The first Zenith kit aircraft in North America to fly with the new Rotax 912iS engine was a collaborative effort involving Zenith Aircraft Co., which supplied the aircraft kit, Rotech Research Canada, Ltd. which installed the engine, and Skytek Aircraft Services which assembled the airframe," reported the company. They added that Skytek developed the firewall-forward package for completing the engine installation. "Both the aircraft and the engine performed flawlessly," said Sebastien Heinz, President of Zenith Aircraft. "We put 7.5 hours on the CH 750 on the first day and had no squawks. Rotax has done it right." 
Zenith said installing the fuel-injected 912iS was more complicated than a standard, carbureted 912ULS engine. "However," Zenith added, "the new model has considerably more redundancy, increased efficiency, reduced pilot workload and is certifiable. It operates without primers, carb heat, or mixture controls." The engine and accessories are monitored constantly by a built-in computer that alerts pilots to any issues that arise on the ground or in the air. The result is a higher level of reliability and enhanced safety. The Rotax 912iS is a four-cylinder, four-stroke engine with opposed cylinders that is cooled by air and liquid. A dry sump features lubrication from a separate 0.8-gallon oil tank. Hydraulic valve tappets provide automatic adjustment. The 912 iS provides two redundant electronic fuel injection systems, an engine management system, dual electronic ignition, electric starter and an integrated reduction gear. TBO (Time Before Overhaul) is 2,000 hours.
Electric aircraft continue to be a Euro focus and are now joined by "multicopters" / "drones" / "UAVs" …call them what you will.
In the USA, you can buy the 
One of my personal delights is the lightest aircraft flown solo. I find an essential magic to flight when the aircraft is particularly lightweight.
We never lost "Ultralight Vehicles" in the U.S. — matter of fact, F.A.R. Part 103 has now been in place for 32 years! U.S.-style ultralights now have counterparts in Europe. The British use the term "SSDR" (for Single Seat De Regulated) while the Germans permitted a "120-Class" for aircraft that weigh only 120 kilograms, or 264 pounds. All three regulatory schemes envision essentially the same flying machines, though with the usual international diversity.
I already reported on the Aerolite 120 — sold in the USA by 
I referred earlier to the 
