The night before opening, with literally hours before the show starts, the place appears in a state of chaos. Pandemonium reigns. Vehicles, crates, equipment of every kind is seemingly strewn about as if by a storm (which did do some damage on Saturday night, ironically most affecting those who started earlier).
Every show I think, "No way can they get this or that exhibit ready in the 10-15 hours before the main gates open to hundreds of thousands of visitors."
I close out this tour of set-up day at AirVenture Oshkosh 2023 with a look at an AirCam.
First, here's a fascinating thought related to Mosaic. Some who read FAA's 318-page proposal noticed that no ban appears for multiple engines. In fact, electric concepts often rely on multiple motors and they are included in Mosaic. So, could AirCam become a Mosaic LSA? Hmmm… maybe.
Such a step is a big one and the company has not announced any such plans. Of course, the NPRM just came out as all suppliers were working hard to prepare for Oshkosh. Nonetheless, I plan to ask Ian or Phil Lockwood about this possibility and if they concur, I'll inquire if they may take steps in that direction.
Note that background audio reflects an active, busy airshow. In addition, portions were sped up to make viewing them quicker. Enjoy this short tour of EAA AirVenture Oshkosh 2023.
https://youtu.be/joXuFwWm8X8
Do you know when you’re an airshow junkie, ‘er… enthusiast? Answer: When you actually enjoy observing the set-up process. I’ve made the following observation many times. The night before opening, with literally hours before the show starts, the place appears in a state of chaos. Pandemonium reigns. Vehicles, crates, equipment of every kind is seemingly strewn about as if by a storm (which did do some damage on Saturday night, ironically most affecting those who started earlier). Every show I think, “No way can they get this or that exhibit ready in the 10-15 hours before the main gates open to hundreds of thousands of visitors.” Yet every show on opening day, I find myself saying, “What?! It’s all done!” Did they work all night? Even if staff was willing to work all night, it seemed unlikely to get the job done mere hours earlier. Maybe it’s magic or Santa’s Elves.
Tom Peghiny of Flight Design USA fame, wrote, "Jan Jilek is one of the design engineers of Future Vehicles as well as their test pilot. He is also a talented aerobatic performer. We flew together in a few planes while I was working in Sumperk, CZ [as a consultant to Flight Design]."
Dingo was created by Marek Ivanov. At the beginning of 2021, he showed the first 3D images to the Future Vehicles team. This is an experienced group that does a wide range of engineering work for a variety of aircraft producers.
Dingo's main landing gear is welded from thin-walled steel tubes and bolts to the fuselage. Tail gear is steerable and straightened by spring. Ailerons and elevator are connected to the stick by push-pull rods, and the rudder is connected to welded pedals by cables.
Dingo made its maiden flight on June 22, 2022 at the Jaroměř (LKJA airport) only a year and a half after the team pondered the 3D drawings.
Dingo is a single-seat open cockpit biplane, powerplant in pusher configuration, a classic taildragger with a T-tail empennage. It was designed with a focus on easy and quick assembly. That promise is aided by using match-hole technology that assures a homebuilder without fancy jigs can accurately assemble Dingo subassemblies. This is now widely used in LSA but it is far less common on Part 103 entries.
Based in Hradec Králové, Czech Republic, Future Vehicles announced that the Dingo has passed several key milestones, and is now in full production.
"The detailed assembly directions include both a PDF manual with excellent CAD drawings and parts lists of each assembly and companion videos of how each assembly is built," noted Future Vehicles.
The recommended covering is Ceconite polyester fabric. One current builder in the UK is using Oratex which does not even require painting. View a sample tutorial video of the assembly directions at the bottom of this page.
The exciting and easy-to-build aircraft is now available worldwide through an innovative, factory-direct business model (think: Tesla) that reduces delivery times. Currently Future Vehicles can ship in one month. Going factory direct ensures door-to-door delivery.
What if I told you they were ahead of schedule? Is that an unbelievable claim? Perhaps, but the proof is right here, right now! Can't wait? Check the link below.
Consider the following communication from the ASTM committee working on LSA standards. In case you don't know what that is, 
Leaders encouraged F37 committee members (more than 200 persons around the world), "Once the NPRM is posted (see below!), if you have available time, please try to review as much as you can and capture your questions/comments for group discussion next week [at AirVenture 2023 meetings]. These are generally pretty lengthy documents. We'll all be freshly digesting the NPRM, so everyone's perspectives and interpretations will be important to help bring clarity as quickly as possible."
From FAA's official lead…
"I wanted to let you know that the Office of the Federal Register is scheduled to:
One pre-show announcement came from one of our most stable and long-lived producers in recreational aviation, 
The STC is currently available and shipment of pre-order propellers has begun.
Extensive testing was performed during the certification project in both Alaska and Texas. The results were good.
Reduced weight, increased responsiveness, and increased operational flexibility are clear benefits of this high-performance propeller. In addition, this propeller’s innovative pitch adjustment feature and stainless steel protection give the customer maximum performance in multiple harsh and dynamic operating conditions. Pilots on supercub.org have been raving about the propeller's performance on their aircraft.
Sensenich seems determined to be on the nose of every airplane they can identify — and on the aft of dozens more. The company offers props for all manner of aircraft plus does a large business with airboats that are used all over Florida.
The southern company said they have other projects in the works for FAA approval on carbon ground-adjustable propeller STCs for Lycoming O-320 powered Cessna 172 aircraft along with type certification for 65 to 140 horsepower Continental and Lycoming four-cylinder engines. These propellers will offer the same performance and weight reduction benefits to those aircraft and engines.
That was unfortunate but unavoidable. The show must go on (and be reported). I'm always amazed at how many aircraft make first flights or other notable events just as some show is opening.
As 
Land-based aircraft don't require such testing, which relates to 
Fitting the new engine, completing all water-based testing, and preparing for ASTM's lengthy flight test requirements will keep Team Vickers close to their shop for the next few months.
"We will not be attending Oshkosh this year (2023) as we have a particular path to market that we will begin to unveil in 2024." Paul explained this comment, "We have watched and learned from other aircraft (and automotive) manufacturers over the past 10 years and clearly see the mistakes, and promises, that were made and missed. We will be applying the same thought process and discipline to our pending rollout as we have done to the entire project to date. There is no point in having an aircraft without a manufacturing company to support it, so we did both in parallel. Likewise, there is no point embarking on expensive marketing and airshow displays until we have a product to deliver and demonstrate."
Who would argue these points? Yet it takes patience — and money — to go at a deliberate pace.
To appease those anxious to get in line for a Wave, Paul noted, "We are releasing a few early delivery positions at each milestone so we can confidently begin to scale and ramp year one and two production with confidence, allowing us to secure engines, carbon fiber, and avionics. If you want to get the early list, 
As the mainstream media hyperfocuses on multicopter air taxi ideas consuming vast amounts of money (why media pays attention in the first place), people like Chip have different thoughts about using electric power on aircraft. Depod is one of those concepts.
Depod is not intended for 
Indeed, Chip's term sounds made-for-military. DEPOD is awkward but does describe the idea.
NASA likes distributed electric propulsion (DEP), spending millions. Chip added the "on demand" part, spending thousands. His appears to be a clever, effective, and simpler way to use electric propulsion on an aircraft.
Let's learn what Chip has to say about the development.
"Now covered by two U.S. patents (see at bottom) this new on-demand propulsion system gives the pilot instant added thrust for takeoff or for a go-around, and instant reverse thrust to allow shorter landing rolls," explain Chip.. "It helps achieve extreme short takeoff and landing performance in three ways, and it provides added aircraft 'envelope protection'."
Chip continued…
These small wing motors, used briefly to enhance a phase of flight, need only a battery you can hold in your hand because they are not primary thrust power (though they add a good measure to the total).
Accelerating airflow over ailerons is very helpful to slow speed flight but it is not a new theory. You may have seen photos of a modified Tecnam Twin with multiple small electric motors lined up all along the leading edge. NASA calls this "distributed lift" and at its base, this and Depod are not so different.
By pushing air across the aileron, a Merlin Lite with these small motors buried in the wings could maintain control down to nearly zero airspeed. The small wing-mounted motor also helps generate more lift, making for very short takeoffs. “It could cut takeoff roll by three times,” Chip suggested.
The preferred term these days is "gyroplane." Names aside, what pilots care about is having fun in the air and being able to afford a flying machine. When an aircraft also looks terrific, heads turn.
From eleven years ago comes the #3 in our list of 
Great detail is unnecessary since you cannot buy a new ArrowCopter and I know of no used ones for sale although at least two were sold into the United States (they appear in pictures). Still, it's worthwhile to look at some of its unique qualities.
American gyroplane enthusiasts first saw ArrowCopter back in 2014, only three years after its maiden flight. If you were at Bensen Days that year and admired ArrowCopter, you may be aware you've seen nothing since.
ArrowCopter's aerodynamically shaped landing gear strakes provide lift in horizontal flight, claimed some reviewers, and serve as fuel tanks. This design feature is one of several distinctive ideas that ArrowCopter designer Dietmar Fuchs incorporated.
As ArrowCopter accelerated down the runway, pilots looked for 60 mph (52 knots) and 340 rotor rpm. At that point ArrowCopter is ready to launch. Climb out occurs at 60 mph while cruise speed is 99 mph (86 knots). ArrowCopter's never-exceed speed was 120 mph (104 knots).
Non-gyroplane pilots may not find that particularly fast. Certainly, it is not compared to a fixed-wing, high-powered mLSA aircraft. As gyros go, though, that's fairly quick. It's smooth lines explain much.
What you should know is that gyroplanes are some of the best aircraft in recreational aviation at performing well in stronger winds. This is true of all gyroplanes, not only ArrowCopter.
Fine. That's the sales pitch and apparently it's working because more than 350 companies around the globe have raised billions of dollars to pursue their dreams yet the first entries remain far from market.
Several people at the very pinnacle of FAA have departed the agency and are now working for air taxi developers (naturally, they are often called by some term other than the mundane "air taxi" label). Even the late Acting Administrator Billy Nolan split for a big job at one of these companies.
What we've got now is a total of five current entries in the Part 103 multicopter race. Think about that.
You never heard of these aerial contraptions until a very few years ago. Yet we have five entries purely as Part 103 vehicles. Honestly, I've watched closely and we've haven't seen that many new Part 103 candidates in years.
What you have seen up close, I'm betting, is smaller "drones," usually quad copters than can be flown with a radio-control aircraft handset. You may have flown or owned one.
I had a DJI Vision quadcopter for a while. I enjoyed flying it and used it to learn more about these things. Yet what I always wanted was a person-sized version that I could take for a local flight.
I've mentioned this fanciful dream to a number of aviators. If I ask fellow pilots if they would like to take one for a spin, the answer is commonly not only, "Yes," but "Absolutely!" Of course, all of us who are similarly enthusiastic harbor concerns that the software must be exceptionally robust. It may be to that point now; I simply don't know. When flight control software is highly reliable, these multicopters might become the safest aircraft you could fly.
When fully proven, lots of people may want to go aloft. In fact, I'll bet hugely more people will do this than will go pay for conventional flying lessons.
Here are the five currently vying to capture your business:
Rotor X said, "Dragon can carry one pilot who is over 6 foot-6 and weighs up to 250 pounds." Dragon can fly "for up to 20 minutes depending on the weight of the pilot and the air density where the aircraft is flying."
Development of Dragon eVTOL ultralight kit was funded entirely by Advanced Tactics, Rotor X reported. Dragon is licensed by Rotor X to produce, market, and sell. "The first production Dragon kit is expected to roll off the assembly line in Chandler, Arizona by the fall of 2023." Pre-order price was stated at $85,000 "for the first 100 Dragon kits sold." Then the kit price will rise to $99,000.
Ready to go along?
I was at 
Handling
We are headed into an interesting period of aircraft development and the subject of this article is a perfect example. Welcome to TL Ultralight's enhanced Sparker.
The model was introduced to the European 600 kilogram (1,320 pound) standard but over the last year it has gone through an extensive evaluation and upgrade to carry a 750 kilogram load (1,653 pounds). It was also revised to accommodate Rotax's 915iS and 916iS engines.
With greater capacity and with 160 horsepower available, I'd call this a mLSA or Mosaic-ready Light-Sport Aircraft.
The last aircraft released by TL in 2015 was Stream, their elegant take on a tandem-seating LSA. I flew with Trey Murdaugh, proprietor of TL Sport Aircraft, the North American representative for the brand. Read about 
As I hear your groans over the prices we've seen in the newest Light-Sport Aircraft, please consider the prices on everything else you buy. Since Covid, many things you buy have gone up substantially in price; many items have doubled in price. That fact does not ease your financial burden and it certainly puts Sparker out of reach for some, maybe most pilots. That does not mean it is incorrectly priced; it simply may not fit your budget.
Perhaps the best news about Mosaic is that it will not negatively impact the LSA you have come to know and love. Many of those airplanes remain available at much more affordable prices. In addition, a growing number of used LSA are now available at even lower cost.
Yet if you have the budget or some partners, Sparker might be just the airplane to ignite your flying interests.
"The first Sparkers will come in under the Experimental Exhibition category," said Trey. He and TL personnel will investigate mLSA approval after Mosaic is out.
Come 
Once Mosaic arrives, I expect you will find TL Ultralight's Sparker to be an early aircraft to gain approval. Fortunately, pilots interested today don't need to wait until 2025 — the earliest date Mosaic could be fully available. Trey said the deluxe Sparker could be delivered in 7-8 months. Use the contact information below to obtain pricing and availability.
My series will touch on the top 50 most-watched videos on Videoman Dave's 
While the company took their time getting the design to their satisfaction, their marketing took off like a SpaceX rocket. In a short period, Icon accumulated something like 1.5 million likes on their Facebook page, in those days a notable accomplishment.
Icon made a huge splash at AirVenture with an enormous tent throbbing with up-tempo music and filled with good-looking people keen to tell you the Icon story.
Air taxi ventures based on multicopter designs are drinking up funds by the tens or hundreds millions of dollars, probably billions by now. I don't have a shred of doubt that these will lead to genuine changes in transportation… but I would not hold my breath until such services become common. I suspect it will be many years yet.
However, today, electric propulsion for ultralight aircraft works quite well, especially when it serves a purpose. For soaring pilots, power is about getting to altitude where they can explore ridge, thermal, or wave lift. Those who love such flying, like me, seek out the best machine that might deliver that capability. 
Felix Rühle is the designer behind the 
Ultralight Design noted, "We have been actively flying trikes with a history of operation over six years. When the battery installed in your trike reaches its lifetime, it will be possible to replace it with a new type. Thanks to the fast development in electric automotive industry we can expect new batteries with a double capacity and maybe half price."
Then they added, "Our sales statistics are definitely interesting. At present, 25% of the flying machines we are producing have an electric drive."
For those unsure of electric, Ultralight Design offers Ego trikes with combustion engines. Paramotor engines appropriate for Ego and ATOS have undergone a number of changes in last seven years, Ultralight Design said. "The result is a very good performance with a minimum fuel consumption of around 3 liters (0.75 gallons) per hour of flight. "The low fuel consumption of standard Mogas gives you over five hours endurance and over 300 kilometer (185 miles) range on one fuel tank.
To close, in a nearby photo you see the two-seat version Ultralight Design showed at Aero Friedrichshafen 2023. Rounding out their line is great but for true-blue soaring enthusiasts, Ego and ATOS might be a motorglider you can afford. 
What made this choice of topics lucky was that as I was doing some investigation of this company and aircraft, I reached out to a local aviator who hails from the same country: Hungary. His name is Doma Andreka and he is the importer of 
He is also part of 
I was drawn by its lovely wings but the entire aircraft has appeal, although being intended for soaring flight, it may not be a roomy as some cross-country-oriented Light-Sport Aircraft.
Given a substantial versatility and range with "easily changeable wing extensions," you can have either a 36-foot-span speedster or a 49-foot soaring motorglider.
Altus took its maiden flight in May of 2018. Since that initial flight, "Altus spent over 800 hours in the air and earned 5 FAI world records without a single problem," reported the company.
During development, champion pilot and developer Krisztián Dolhai, also flew several FAI records including speed over a closed course and straight line. While Altus is a motorglider at heart, it scoots right up to the LSA speed limit.
Let's make it simpler with an image of an intriguing display hoisted above an actual Altus. I love how they managed to depict the airflows and fix them to the aircraft without damaging the airframe or its ability to fly.
It's too early to get into price and further details about Altus. After this introduction, more will follow, perhaps later this month.
In this wonderful 
Read that again! Even if you are denied a conventional aviation medical, you may still fly a glider/motorglider. That is a significant difference, even from Sport Pilots flying Light-Sport Aircraft. Chip Erwin uses this argument for his Merlin motorglider (
LAMA, the Light Aircraft Manufacturers Association, hosted a gathering of European manufacturers during last month's Aero Friedrichshafen show. Van's Aircraft President and Chief Engineer Rian Johnson accepted LAMA's invitation and presented an update on Mosaic. As the leader of the ASTM committee working on LSA standards, he covered expected changes to help manufacturers prepare.
FAA is very keen to have Mosaic aircraft be "transferable," added Rian in his LAMA talk. FAA officials are working with their counterparts in Europe, at EASA, and in Brazil to align their regulations. The latter country's ANAC agency has already passed regulations that are very similar (link below; also nearby chart) though not identical to Mosaic. FAA realizes, Rian said, that if regulations are sufficiently close, an airplane manufacturer in one country can sell in another with relative ease. This already happens for LSA aircraft, where countries in Europe and other nations like Australia, Brazil, South African, China, and more have embraced very similar regulations.
Amazingly, even turbine engines are reportedly in consideration. If this keeps up, pilots might come to love Mosaic after all. The big question as summer arrives… "Will FAA release the NPRM in August as predicted?" Keep clicking or tapping back for more info.
What you could not easily see was the engine selection. As up-to-date as they can be, Niki is offering either a 141-horsepower Rotax 915iS or the just-released 160-horsepower 916iS. The latter with a lighter load can reportedly climb better than 2,500 feet per minute.
As I cruised the immense (basketball gymnasium-sized) halls of Aero 2023, I saw all manner of beautiful flying machines. In four days of the show, I find it unlikely you can even visit all of them much less become well informed about a majority.
When I happened across Niki, I remembered they had sent an invitation to come by and look at their engaging designs. Company co-owner Miglena Kopcheva was kind enough to show me around the green machine you see nearby. Her enthusiasm for what Niki is doing is infectious.
Forty aircraft are flying at this time but Cruiser is poised to boost numbers. The muscular choice of Rotax's two most powerful engines will position this gyroplane near the top of the category.
Backing up their rather obvious competence in aviation is a larger metal fabrication enterprise called Niki Ltd. For the last 25 years, this operation has been a leading manufacturer of custom-made or private-label furniture for the retail and hospitality industries. The company boasts 150 employees and more than 90,000 square feet of factory and office space. "We are ISO certified," boasted NRA. They add that 100% of all components integrated in our gyroplanes are manufactured in-house.
Niki employees and company facilities support the building of elegant and smart aircraft such as Lightning, Kallithea, and Cruiser (images of each appear with this article).
The company's first project was the Niki 2004 gyroplane that successfully accomplished it first flight test in December, 2008 in Montana, Gabrovnitsa airfield in Bulgaria. The first market-ready gyroplane was Lightning, followed by Kallithea— both feature tandem seating — and most recently by Cruiser.
If you enjoy this image, 
So, flying a Zeppelin. Cool, yes, but you're only a passenger. Sure, the visibility is fantastic through panoramic (and German-clean) windows, and every seat is a window seat. But aren't you stuck in that one seat the whole flight? Nope.
Once we exceeded 300 meters (about 1,000 feet), the seat belt sign went off and 14 passengers plus our flight attendant were up and moving about. Throughout the flight, I could sense no aircraft response to 15 people constantly moving around.
You fly around 35 knots (max is 67 knots). It feels remarkably like many ultralights I've flown, where the ground drifts by underneath. We flew around at about 1,000-1,500 feet so the sight was familiar to any recreational pilot.
Viewed from the far south of Germany, mountain peaks in Switzerland and Austria can be seen just across Lake Constance (or Bodensee). This region offers breathtaking views from the ground. Aloft in Zeppelin, the scenery was magnificent. Even the video below doesn't do it justice.
I was surprised that they let me open a window and stick my phone outside to take a picture of my wife and friends. I kept a pretty tight grip but it produced some interesting shots.
Subsequently, Goodyear built 347 of their non-rigid blimps but when the last one operated to the end of its service life, Goodyear restored relations with Zeppelin and the aircraft in which I flew is one of three NTs built at Goodyear's Akron, Ohio facility under the direction of Zeppelin using their semi-rigid construction.
Aluminum and carbon are used in an internal structure composed primarily of nose-to-tail longerons and 12 large triangular supports tensioned by aramid ropes. You can envision the structure inside by looking where the engines and tail empennage surfaces connect to the envelope.
On prior years at Aero, I've seen several other corporate markings on Zeppelins. The Zeppelin NT is approved in Europe and the USA for passenger hauling, the first airship to be so licensed since the era of airships that ended with the Hindenburg disaster. Zeppelin NT uses nonflammable Helium, of course.
ZF Corporation is a large $35-billion-dollar company with 150,000 employees. The Zeppelin Group is also large but clearly, airship operations are modest compared to car subassemblies and other high-end technical work. I'm pleased Zeppelin keeps alive this fascinating aspect of aviation. I was enormously pleased to fulfill a long-awaited delight… to go aloft in an airship.
Flying in Zeppelin was even more delicious than the superb white asparagus Germany produces in April of the year.
In addition to dashing lines, especially for a Part 103 ultralight, AVI Aircraft models are affordable. I am aware that word means something different to every pilot, yet in 2023 a ready-to-fly aircraft that looks like Swan in the low $30,000s
Under the cowling is… well, your choice. Both new AVI models offer the Polini 303 with 38 horsepower, making Swan lively and able to achieve short takeoffs. Or, you can have an equally powerful (28 kW or 37.5 hp) electric propulsion unit. AVI has offered electric for several years, time enough to work out the installation and operation.
Inside Swan LE looks the same except for the higher threshold. The helicopter-like, centrally-formed instrument panel allows generous forward and down visibility. Given its cantilevered construction, Swan LE doesn't need wingstruts that obstruct side visibility. The revised model retains that amazing fold-down capability (described in 
Swan at Aero was badged "Swan 120 LE" as it is approved under Germany's 120-Kilo Class. However, in our discussion, Radu stressed more than once that both Swan and Dracula can conform to U.S. Part 103 with minor changes, which he has already engineered and produced. The earlier boom-engine Swan has already proved itself capable of meeting Part 103, according to importer Tom Bartlett, AVI Aircraft's U.S. distributor (
One example is the wing-remove, tail-boom-fold method of disassembling Dracula for transport. Radu indicated that Dracula would fit the impossibly-small trailer just as Swan LE does. Given significant waits for hangar space at many airports, a small trailer could be the deciding factor for some potential buyers. Towing this small trailer around, almost no one would believe you have an airplane inside. A small trailer is also lightweight so towing with a smaller vehicle should not prove challenging.
A single threaded pin is removed to detach the wings. The tail feathers also remove quickly. A hinge in the boom allows it to be folded forward, enabling the entire plane to fit in a space just 6 feet wide by 12 feet long by 6.5 feet high, which is the box size of a standard 6x12 enclosed trailer. "In turn, it can just as easily be reassembled and ready to fly in a matter of minutes with experience and a second pair of hands," said Tom. "We are working on a custom trailer that makes it easy to load, provides exceptional protection in transit, and allows for one-person assembly."
What else does AVI do?
I was alerted to visit Belmont by my journalist friend, Marino Boric, who suggested I have a look at Belmont primarily because it carries quite an agreeable price point: €96,000. At today's exchange rate ($1 = €1.09), that translates to $105,000 before shipping and related transport expenses.
I realize everybody's budget is different. Nonetheless, after the world has experienced at least 20% inflation over the Covid years (many experts believe inflation has been considerably higher), $105,000 for a airplane that looks like what you see in these images is, I believe, quite a bargain in 2023.
"DW200 is a two-seat, all-metal, low-wing aircraft with side-by-side seats," said Belmont. "The landing gear consists of a fixed tricycle landing gear with steerable nose wheel."
Belmont's model comes standard with a Rotax 912 ULS producing 100 horsepower paired with a ground-adjustable, three-blade composite propeller. Optionally, Belmont offers the fuel-injected Rotax 912iS, the turbo-charged 914, and UL Power's 130 horsepower 350is.
This 
Belmont's wing is all-metal with a rectangular center section and trapezoidal outer sections. All elements are made of aluminum, which may assure some readers concerned with repairs for an aircraft with a distant origin.
Slotted wing flaps occupy about two-thirds of the wingspan while the outer third is aileron. An integral aluminum fuel tank is located between ribs 2 and 5 in the leading edge portion of the outer wing. Belmont Patino carries almost 32 gallons of fuel that would easily give it a range of around 800 miles.
Main gear are equipped with hydraulic brakes controlled by a hand lever in the cockpit closely located to the throttle for easier one-handed operation. Belmont's main gear legs are a laminate build-up.
Beautifully upholstered seats have a composite sandwich structure. Four-point seat belts are standard. Headphone jacks are located behind the pilot's seats.
For a more thorough look at the factory and its collection of sophisticated manufacturing equipment, 
Belmont DW200 presented well at Aero and looked top quality on display. The company's base price appears reasonable in an age that has seen several LSA cross the $300,000 border. I believe it's fair to call Belmont "affordable."
What could the typical pilot expect while flying Superveloce? Porto Aviation lists the cruise speed at 75% power from Rotax's 915iS at 200 knots true airspeed at 9,000 feet. Compared to other LSA I have examined, this tops the list (although some other fast designs aren't too far behind).
Porto Aviation, previously quartered in Switzerland, is now a bit further south in Italy. Flying across his former country and the large Bodensee lake to Friedrichshafen, about 200 miles, took Porto just over one hour in the machine seen in the nearby images. By car this would take over four hours. For a large country like America, Superveloce can get you around fast. It also has an impressive range. No wonder Yankees are buyers.
Isn't this well beyond LSA speeds?
How fast is this aircraft?
For complete factory information on speeds, see the data sheet below. Note the right column portrays Risen 915iS SV — with "SV" designating Superveloce. Even with the less costly and more fuel efficient 912iS, Risen can still hit 162 knots at 9,000 feet.
For still more on Superveloce and its speedy ways, 
As airframe producers made the effort to configure the new engine to their aircraft, its appearance is becoming more common.
One of the best marketers in the LSA space, 
These are somewhat specialized aircraft and they may take a certain kind of buyer. However, you cannot fault the exquisite design effort and the painstaking detail that shows in the construction.
With adequate funding and a strong push from the owner, Junkers is back in aviation and is set to make a greater impact on recreational aviation. Who can't like that dedication to an activity we love?
