Last summer the FAA Adminstrator flew the open-cockpit Quicksilver Sport II. At EAA AirVenture Oshkosh 2004, FAA Administrator, Marion Blakey flew with instructor Ken Snyder to feel the Wisconsin breeze on her knees. Kudos to her for "daring" to fly in this machine; she was offered enclosed cockpit aircraft, but selected the Quicksilver herself. After she flew in it, I was able to convince two other FAA big shots to fly in the same machine. Look for my review of the charming little Sprint I in Ultralight Flying! magazine's 2/05 issue.

A hang glider over Mt. Everest is an amazing accomplishment as recognized by many mainstream magazine articles. You can read my account of this feat in two magazines: the 11/04 Kitplanes and the 2/05 Hang Gliding & Paragliding magazine published by the U.S. Hang Gliding Association (both will be posted here later). As this one example shows, the views are stunning; the articles are full of excellent shots. Hang glider pilot Angelo d'Arrigo was towed by trike pilot Richard Meredith Hardy in one of 2004's genuinely "big" flights

RANS of Kansas will offer this S-6ES Coyote as a factory-built, ready-to-fly ultralight. If you've ever seen a RANS factory airplane at airshows, you know they do some superb finish work that anyone would be proud to own. Earlier, some observers didn't think RANS was going to participate in SP/LSA, perhaps because they spent a lot of effort pursuing an underpromoted Primary Aircraft category certification with their S-7C Courier. But now we know...RANS boss Randy Schlitter is too business-savvy to miss out on the new rule. I'll bet supplies will be limited so you may wish to contact them soon.

By any measure AIR's ATOS VX is a stunning work of art. The 46-foot span hang glider or nanolight-trike wing is a truly beautiful construction that shows the artistic and engineering prowess of designer Felix Ruhle and his A-I-R company of Germany. I flew this "rigid wing" glider in Florida before the Sebring U.S. Sport Aviation Expo last October. My first flight was a tandem with Felix and then I soloed this big wing built for two-place "tandem" operations. Look for an article in the 4/05 issue of Kitplanes magazine.

Touring the country by air Touring Israel by air might, at first thought, seem an unlikely activity. Much of what we hear or read about this country suggests a history of serious conflict sufficient to squelch activities like recreational flying. If network news has given you that impression, I'm pleased to report it is completely wrong. Recreational aviation — flying for fun — is alive and thriving in Israel. I saw homebuilt projects (Dick VanGrunsven's RV series is popular), light-sport aircraft, powered parachutes, and weight-shift trikes. All were owned by motivated pilots enjoying their sport planes. What's Not on the News A trip to Israel from the United States starts with a long airline flight. My trip consumed eight hours to Amsterdam, an eight-hour layover at Schiphol airport, and four-plus hours to Israel. I left Minneapolis at 9 p.m. and arrived at 2 a.m. two days later. The president of EAA Chapter 1346, Abraham Kimchi — he prefers simply "Kim" — met me in the wee hours of the morning. He eased me through the security screening process, for which the Israelis are famous. An El Al airline captain for many years, Kim knew the process well, and all went smoothly. I appreciated his gracious hospitality. My original purpose for visiting Israel was to make a presentation about the sport pilot/light-sport aircraft rule at an Israeli aviation symposium. Miki Raviv was its principal organizer. I also participated in a panel with the Israeli civil aviation authority (CAA) to discuss regulations for recreational flying and support the Israeli pilot community's goal of encouraging rules similar to our SP/LSA rule. The seminar attracted the new head of the CAA, Udi Zohar, accompanied by his deputy and the head of general aviation and light aircraft operations for the country. The turnout included general aviation pilots, homebuilders, and ultralight, rotorcraft, and powered parachute pilots. Miki and Kim outdid themselves and may advance the cause of gaining additional privileges for operators of recreational aircraft in Israel. Listening to the conditions under which Israelis fly made clear the freedoms we enjoy here in America. For example, once an Israeli homebuilder's kit is assembled, inspected, and approved, the owner must thereafter take the machine to a certified mechanic for service. The homebuilder is not allowed to maintain the airplane he built. However, by the conclusion of the daylong symposium, Zohar and his aides appeared to gain much more comfort with the recreational flying community, and the possibility for positive changes seemed likely. Remarkable Country Important as the symposium was, my special unexpected treat was a spectacular tour of Israel by ultralight. Five aircraft crossed many miles of the Negev Desert to Faran near the southeastern tip of the country before turning north in a wide-ranging circuit of Israel. The opportunity was so unusual — even for the local pilots — that Nati Niv, the chairman of the Israeli ultralight association wrote, "How proud I was to be the organizer of an activity which meant to show you Israel and aviation in Israel in brief. As I stated many times and in both languages, by the end of the day I have no idea who was the one to enjoy it more, you or us." I can't answer his question, but I certainly extend the warmest possible thanks and appreciation to a group of pilots that I am proud to call new flying friends. Our aerial tour began at the Rishon airfield where some 60 ultralights are based. Six big, enclosed hangars house the aircraft, and a separate clubhouse allows the group to gather. Upon returning from our exceptional flight, many club members had assembled to greet the touring pilots with food and fellowship. The airfield was made available to the ultralight enthusiasts by the town's deputy mayor who is himself a pilot. It is mere minutes away from the country's largest city, Tel Aviv. Much of Israel reminded me of the western United States, particularly of parts of California, which is not only much, much bigger than Israel but also enjoys many more natural resources including vast natural forests. In many scenes that passed beneath our wings, I saw lots of trees, whole hillsides and valleys covered with them. "Most of the trees you see were planted," several of my aerial guides told me. They are planted by parents and children on family outings who nurture their saplings for years until the trees' roots reach the water sources below the bonedry desert surface. This fact is merely one piece of the puzzle that is modern Israel set in the most ancient of places where humans have ever lived. The accompanying photos tell the story of a flight of five planes traveling 150 miles south across the Negev Desert, then west toward Egypt (nine planes for breakfast in the desert), and finally northward to the Dead Sea where we turned west to fly over Jerusalem — permission rarely given — and back to the Tel Aviv suburb where we'd begun. It was a 400-mile excursion in two days. Along the way, in a course carefully plotted by the five pilots, we landed at airports where I would jump from one airplane to join another. Our group included several Italian-made aircraft: an ICP Savannah, Tecnam P-92 Golf, FlySynthesis Storch, and a EuroALA JetFox 97 — all of which are distributed here in America — plus an American Rans S-6 Coyote. When we reached the southern point of our travels, we landed at an airfield maintained by Rami Bar, a desert-flying guru and mechanic extraordinaire. That evening we enjoyed a delicious outdoor meal, visiting with a large group of ultralight pilots, all of whom were kind enough to speak English for my benefit. Early in the morning of the second day, nine ultralights and more than a dozen recreational flying enthusiasts flew 50 miles out into the Negev Desert for a breakfast picnic within sight of the Egyptian border. Everyone seemed to thoroughly enjoy the experience with the faster planes leaving later so we all arrived at a similar time. I felt like the honored guest as I accompanied Rami in his Rotax 912-powered Super Drifter. I took the back seat as he proceeded to give me a flight of dreams. Rarely on the 100-mile out-and-back journey were we more than 10-15 feet off the deck, whizzing by sparse desert vegetation at 70 mph. I swear Rami knows every rock in the vast Negev Desert, growing up as he has in this area. In a scene right out of daring Grand Canyon flying movies, we flew into small canyons where the exit could not be seen. At first I questioned the judgment of my accomplished pilot, but I soon came to realize he knew his way. After breakfast in the desert, the Super Drifter carried us back on an equally spectacular trip that had us flashing by four-wheelers enjoying the countryside. Rami showed me more of his desert landscape while the group of five ultralights on tour returned to his home field to top off their fuel tanks. On our return, the touring five ultralights reorganized, bid farewell, and headed north along the Jordanian border. Repeatedly we flew above immense agricultural enterprises involving what seemed to be square miles of greenhouses. In these vast structures, industrious Israeli farmers grow all manner of fruits and vegetables, much of which is exported to the United States and Europe. Along the way north, we landed near the Dead Sea where an airfield is approximately 1,500 feet below sea level (see accompanying photo). This fascinating body of water represents the source of nearly all of Israel's sparse mineral resources. Mining equipment and structures are coated with literally several feet of caked-on salt. The Dead Sea is about 25 percent saline; you can actually fall asleep in the water without sinking. Several luxury hotels are built along the Dead Sea, catering to unusual health spas. After taking off again, a highly unusual flight plan began to develop. Throughout the flight just described, we never flew more than 500 feet AGL, following the rules of a small country that preserves most airspace for transport or military. Fortunately for ultralight pilots, this is about the perfect height to take in the mysteries of a land inhabited for thousands of years. However, for a flight leg over the famed city of Jerusalem, we climbed to 8,000 feet MSL. For my compatriots on this aerial tour, this was a singular experience that demanded a special effort to obtain permission. Many of the Israeli troubles seen on network news occur in Jerusalem, so permission to overfly the city is never given. On this special day, we held at 4,000 feet AGL until a commuter airliner passed through nearby airspace. We were then cleared to fly over the ancient city, now modernized with freeways, skyscrapers, and sports stadiums. Jerusalem's most famous landmark, the Dome of the Rock, was easily recognized, as were other notable sites. After passing the biblically historic city, we descended to normal ultralight flying altitude and proceeded essentially east back to Rishon where the tour had begun. To say it was a most enjoyable event would be a significant understatement. But it was not the end of my experience. Overflying the Sea of Galilee The next day, Kim and Miki again took up their hospitality routine, transporting me northward toward Haifa where the symposium would take place on Sunday (a work day in a country where the religious Sabbath occurs on Saturday). On this day I decided to leave my camera behind and just enjoy the scenery, so I didn't photograph the Sea of Galilee (or Lake Galilee as the Israelis refer to it) — the location where Jesus is said to have walked on the water — the Golan Heights, or the river where John is said to have baptized Jesus. Heim Raveh and I also flew over a much greener northern Israel, but only after he demonstrated his aerobatic skills flying solo in a Drifter Red Rocket, one of a few such machines ever built. We logged nearly another 200 miles on this third day of aerial touring, stopping at more airfields and observing powered parachutes, trikes, and a sailplane operation — a whole country full of flying life. On this one day, I also visited three different RV projects in various stages of construction. By this time, I was headed toward sensory overload and running out of superlatives to describe my pleasure at seeing Israel in such a unique manner. "Amazing!" and "Thanks!" was all I could muster as Heim and I landed at the sailplane field, called Meggido, where one of the RV builders, Ilan Perry, met me with my luggage. He took me to his home where Miki Raviv joined us as we enjoyed the Perry family's hospitality and reviewed Ilan's homebuilding project. Time to Earn My Keep That evening, after a delicious dinner with several Israeli friends served by an Arab restaurateur in the port city of Haifa, Miki and his wife, Gaile, dropped me off at my hotel overlooking the Mediterranean. On the next day, we drove a short distance to the Technion University where the symposium was held. I finally had the chance to provide the lectures that had brought me to the Middle East. Miki Raviv, the action hero behind the symposium (and me getting to go to Israel) is modest about his achievement. When I complimented his success and enthusiasm in an email thank-you note, he replied, "For anything you write about us, it's just the spirit of the EAA, a thing we picked up at your place [Oshkosh]." As I entered the airliner en route home after six days in Israel, I looked at those who boarded with me. Of the businessmen, or the Israelis leaving on vacation, or all the departing tourists on the plane, I knew I was the only one who had flown over the country at 500 feet — from Tel Aviv to Jerusalem, Bethlehem, Nazareth, Lake Galilee — from the Mediterranean to Jordan, and from Egypt to Lebanon. My experience and Miki's words show aviation is a magical interest that spans political and geographic borders as easily as a jetliner flies overhead. Pilots around the globe speak a common language of recreational aviation. I hope to visit again and encourage others with an interest to visit this ancient land full of enthusiastic sport pilots. EAA Chapter 1346 members were my most gracious hosts, including: Miki Raviv (EAA Chapter leader, symposium organizer, and RV-7A builder), gmraviv@012.net.il Abraham "Kim" Kimchi (EAA Chapter president and Long-EZ builder), kim_kimchi@yahoo.com Ariel Arielly (EAA Chapter vice president and RV builder), a_arielly@hotmail.com Nati Niv (Chairman of the Israel ultralight organization), natun@netvision.net.il

Increased benefits come with some costs and responsibility Are you excited by the proposed sport pilot/lightsport aircraft (SP/LSA) rule? Many experts say the long-awaited rule will offer aviation its best growth opportunity since the 1940s. Do you wonder if any new regulation can be that helpful? Some pilots remain apprehensive about SP/LSA. Naturally, those who will use the regulation to begin or expand their recreational flying welcome it. Some who don't feel the need for government involvement are less sure. Like most privileges, the new rule comes with some cost and additional requirements. Pilots of all stripes will grapple with those requirements, but it is important not to lose sight of what makes this a great piece of regulation. On this rare occasion, I find myself anticipating, even welcoming, a new federal rule. The Costs The proposed SP/LSA rule will reduce operating costs for many pilots, but ultralight pilots will experience some initial transition costs. For example, whereas EAA offers free pilot and vehicle registration, ultralighters whose machines do not meet the parameters of FAR Part 103 will need to transition themselves and their aircraft to SP/LSA status. There'll be one-time costs to take the FAA written and practical sport pilot tests and to have one's aircraft inspected and N-numbered. Once vehicles are registered, states will become aware that you own an aircraft and may assess sales or property tax levies. New maintenance requirements may necessitate that transitioning ultralighters participate in a maintenance seminar to do annual condition inspections on their aircraft. EAA stands ready to help its members make the transition as easily and inexpensively as possible. Volunteer designated airworthiness representatives (DARs) will be available to inspect aircraft, and EAA will incorporate maintenance courses into its EAA SportAir Workshops offered around the country, thereby making it easier to obtain the needed maintenance rating. The Benefits Adding up all the good things balances the added costs and requirements. Here are some of the benefits the SP/LSA rule will offer ultralight pilots and others who may choose to exercise the privileges of a sport pilot certificate or fly a light-sport aircraft. As an individual pilot, you may discover additional personal benefits in the final rule. Legitimacy - Many pilots who do not fly ultralights look at these lightweight aircraft with a prejudiced eye. Without knowing their flight characteristics, performance qualities, or safety record, some traditionally trained pilots do not welcome or accept ultralights. Some airport managers bar ultralights, effectively shutting off fuel sales and opportunities to market their other services while blocking ultralight pilots from access to under-used airports. With SP/LSA, both the aircraft and the pilots flying them will carry FAA certification. Special LSA will be required to meet FAA-mandated consensus standards for design and construction. Sport pilots will be required to demonstrate knowledge of airspace regulations and flight proficiency within the FAA system. Those vehicles once loosely known as "two-place ultralights" will undergo inspection and transition to experimental light-sport aircraft status. With N-numbers, these aircraft will be accepted at many more airports. Those airport operators who still resist may have to answer to the FAA. Simply put, a sport pilot certificate and a certificated aircraft are the right credentials to gain respect. Reduced Medical Costs - While ultralight pilots have never faced medical requirements, other pilots have had to undergo expensive testing to maintain their medical status. With the advent of the "driver's license medical" in SP/LSA, the cost savings to those pilots will be considerable. Concurrently, the new medical regulation makes the purchase of an LSA or other sport-pilot eligible aircraft a safer investment when you can be certain you'll be able to continue flying without added expense to prove your medical fitness. Flying Passengers - Ultralight pilots operating under a training exemption avoid words like "passenger" or "ride." All two-place ultralight operations take a "student" up for a "lesson," with few exceptions. Now sport pilots will be permitted to carry passengers in their N-numbered aircraft. That will be a great source of relief to many who don't care to act as an instructor on every flight. Ready-to-Fly Aircraft - You've been able to buy a ready-to-fly ultralight for 22 years, if it was a singleplace Part 103 ultralight vehicle or an ultralight used as a trainer under an exemption. But many two-place ultralights are actually kit-built two-seaters into which the owner invested hours of construction. Many pilots enjoy the task of building their own plane, but others only built because they lacked an alternative. With SP/LSA we will have it both ways. New, ready-to-fly aircraft will be available as Special LSAs. A new sub-category of aircraft called experimental LSA/Kit Built will allow manufacturers to create aircraft kits that are more than 51-percent complete. Many experimental amateur- built aircraft will be sport pilot eligible as well. Greater Variety of Aircraft - Single-place ultralights are limited to 254 pounds empty, while two-placers are limited to 496 pounds empty. Light-sport aircraft can weigh up to 1,232 pounds gross, or possibly more, thereby increasing greatly the number and types of aircraft we will be able to buy. The range of possibilities will stretch from powered parachutes and trikes to all imaginable forms of fixed wing airplanes, gliders, gyros, and even airships. Not all designs need to weigh more-trikes and powered parachutes being examples-but by allowing more weight the number of eligible aircraft grows sharply. Enlarged Performance Range - Ultralight vehicles are limited in speed to 63 mph (55 knots) for single-seat Part 103 vehicles and 86 mph (75 knots) for two-seat trainers. Lightsport aircraft will have a top speed of 132 mph (115 knots). Again not all LSAs need to fly at the highest operating speeds available, but with increased speed comes increased range, opening up new opportunities for using LSAs. Optimized Mission - In truth, two-seater ultralights that transition to experimental light-sport aircraft status will be flown solo a lot of the time. Surveys show four- and six-seat general aviation (GA) aircraft average 1.6 occupants per flight, meaning a sole occupant is common. In the past, twoseat trainers could only be flown solo under limited conditions. The SP/LSA rule allows solo or two-place flying in the same aircraft without restriction. Reduced Flight Restrictions - Under Part 103 you cannot fly over a "congested area" at any altitude. With SP/LSA you will operate under Part 61 that allows flights over areas that were forbidden under Part 103. Many privileges enjoyed by GA aircraft will be extended to LSAs. You also can't have more than 5 gallons of fuel on board your singleseat 103 vehicle or 10 gallons for your trainer. Under SP/LSA, there are no fuel limitations. As long as the fuel load doesn't cause you to exceed the maximum gross weight, you're good to go. Insurance - Obtaining insurance for ultralights has been difficult, if not impossible. The lack of registration and verifiable accident statistics has made it impossible for insurance companies to predict their losses. Consequently, most reliable insurance underwriters have refused to offer policies. With SP/LSA, those problems will be resolved. EAA's insurance agency, Falcon Insurance, has already announced a program for LSA. Other companies may follow suit. Financing - Without insurance, financing is impossible to obtain. Lenders want to know they can recoup their investment in the event of an accident. In addition, financing depends on knowing the whereabouts of the asset. With FAA registration, a company can keeps tabs on their investment. When a lender can establish a proper lien on an LSA, they'll be far more likely to offer financing proposals. Monthly payments can bring aircraft ownership within reach of many more aviators. Fortunately for those who don't want to finance, plenty of low-cost choices will also be available under SP/LSA. Rental Aircraft - With insurance and financing comes rental aircraft. While it is legal to rent Part 103 vehicles, it's not a common practice because insurance and financing aren't available. Under SP/LSA, rental of special LSA is acceptable; now a business may be successful in such a venture. Perhaps you won't need to buy an LSA; you may simply rent one. Log Time Toward Other Pilot Certificates - Time logged in any LSA will count toward other certificates or ratings. This is not true of ultralight time. If you fly a trike, powered parachute, fixed-wing aircraft, or a glider, gyro, or airship, you can log the time, if the aircraft qualifies under the new regulation. It's another form of acceptance within aviation. Properly Certificated - When operating under the training exemption to Part 103, you have to announce to your student that the aircraft you are about to fly is uncertificated and that your pilot credential is not an FAA certificate. While safety has been remarkably good for such operations, the mandatory statements and placards make some students nervous. As a sport pilot instructor, you'll hold a recognized FAA certificate, eliminating those negatives. Healthier Businesses - With more students for sport pilot instructors and other certificated flight instructors, more rental aircraft, more sales of all types of aircraft, and an increased need for maintenance services, lightsport aviation businesses should become stronger and enjoy increased revenues. In turn, that should translate into more services available for pilots and owners. Is That All? Others will discover additional ways SP/LSA will benefit them. The ideas above are only some of the good news. Yes, we'll all be faced with some fees and expenses we don't have under Part 103 and its exemption. But we gain more than enough to justify these costs. Let the fun begin! When the sport pilot/lightsport aircraft rule is final, you will be able to: Earn a sport pilot certificate in as few as 20 hours Earn a sport pilot certificate based on your prior ultralight experience Log time toward other pilot certificates Fly a passenger without having to become an instructor Fly a sport-pilot eligible aircraft with your driver's license as medical certification Fly with reduced flight restrictions Purchase new, ready-to-fly aircraft or more complete kits Fly faster, better-equipped aircraft Obtain insurance and financing easier Rent light-sport aircraft Conduct flight instruction in a special light-sport aircraft Operate a light-sport aircraft as a club or in a partnership Carry a passenger in your registered and converted trainer Maintain and/or inspect your light-sport aircraft by obtaining a repairman certificate through 16- or 80- hour courses.

Light-sport aircraft are a major part of Aero 2003 My first visit to the Aero show was in 2001. For years earlier, I'd been aware of this event in the far south of Germany, in the resort town of Friedrichshafen. After attending the show two years ago, I became aware of how important it would be to light-sport aircraft. Because Aero runs on alternate years, like many air shows in Europe, I determined I was going again in 2003, no matter what. Once again it was a worthwhile trip. Friedrichshafen sits on the northern shore of a giant lake called Bodensee or Lake Constance. Across the body of water to the south lies Switzerland. Bodensee's eastern edge borders Austria. The tourist attractions generated by the big lake come with picturesque scenes in many directions. Friedrichshafen is also home to the Zeppelin airship company. Famous for its creation of the Hindenburg, Zeppelin is the oldest continuously operating airship builder. In the Bavarian town Zeppelin calls home are two museums of the company's work. Logically, then, having a major air show in Friedrichshafen makes sense. That it is central to the rest of Europe helps draw aircraft makers and suppliers plus pilots and visitors from across the European community. For someone in my line of work- evaluating light aircraft-this show has become a must-go international event. The reason is simple: manufacturers of such aircraft feel like I do|they simply have to attend. Virtually every company serious about making light aircraft has a display at Aero. In one trip, I can see what all the manufacturers in Europe are developing. This article, then, will highlight many of the beautiful flying machines I found on the show floor. In some cases the aircraft are elaborate, even fanciful creations with modest growth potential. Others are mainstream products seemingly destined for American shores. Aero sees a generous share of new ideas, so some exhibitors are new commercial entities that hope to gain entry to the competitive recreational aircraft market. Throughout this article, I refer to most of these planes as "ultralights," "microlights," "VLA," or "light-sport aircraft (LSA)." Please understand that these terms are not used to define. Ultralight in Europe generally means an aircraft limited to 450 kilograms of gross weight (or, now, 472.5 kg if a ballistic parachute is installed). Microlight is a general term meaning any ultralight-like aircraft, while VLA (very light aircraft) means an aircraft that has European certification and is generally heavier than allowed under European ultralight definitions. LSA means an aircraft that could fit the proposed new FAA light-sport aircraft rule, in my opinion. Because that rule is not yet released and I cannot predict the actions of manufacturers, I ask readers to consider these terms as casual references only, please. Concentrated Light-Sport Aircraft As with major American air shows, Aero is a highly efficient way to bring together all the brands and models in one location. All of Europe may be half the size of the United States, but it's still large enough that traveling around to visit airframe makers takes lots of time and money. Going to Aero makes the job easier and in many ways more pleasant (though, of course, you cannot see the manufacturing plant where the airplanes are made). All new for Aero 2003 were freshly completed exhibition facilities. The old location, slightly closer to the center of town, was a scattered collection of large halls obviously added as necessity demanded. The new Friedrichshafen Convention Center is located right on the airport, across the main runway from the small terminal serving the town. The halls are now coordinated and more logically arranged. A large courtyard served food and housed a few military displays. Inside the seven great halls of Aero 2003 were aircraft from all over Europe. Eastern Europe was especially well represented among the ultralight and VLA set. Judging from the packed exhibit halls, the recreational segment of Euroland appears to be quite healthy, despite sluggish national economies and surprisingly high unemployment. Some corporate hardware was parked outside, but Aero remains a venue for fun flying. In 2001, the largest airplane on display was a Cessna 206. For 2003, now that the show is based at the airport, organizers started to cultivate the business crowd, too. On the whole, though, and to my personal satisfaction, Aero remains dominated by sport aircraft-overwhelmingly oneand two-seat machines that roughly fit various European definitions. With avgas running $8 to $10 per gallon and with autogas half that price in Europe, fuel efficiency is more than a buzzword. High taxes drive the price to three or four times what Americans pay. Flying Cessnas and heavier aircraft is largely only an option for a few well-heeled owners or corporations. Even suppliers like Diamond Aircraft offer diesel engines to battle the high cost of petrol. (Diesel fuel enjoys a financial advantage to accommodate European agriculture politics.) With their ubiquitous Rotax 912s-and even some diesel entries- the ultralight/microlight suppliers offer even better efficiency, and this draws interest heavily from the ranks of well-paid European workers, professionals, and aviation enthusiasts Take My Photo Tour The aircraft pictured on these pages do not represent all those present. Several brands well known to Americans, such as Skyboy, Sky Ranger, CT, and Zenair, had large exhibits and attracted plenty of interest, but they don't require further coverage right now. Some others simply seemed out-of-date or so niche oriented that I skipped them. Instead my search focused on aircraft Americans have not yet seen, new models being introduced or not available in the United States, and new technology, including some experimental designs that may never arrive on the market. My goal here is not to promote the photographed airplanes as models you will buy in the near future. You may, but that wasn't how I chose these machines. In my regular combing of light aircraft of all description, I look for those likely to become commercial successes or those with ideas and shapes that are sure to be coopted by other builders. Neither do I make any attempt to cover the corporate side of Aero, though many companies were present peddling their wares and services. More than 500 exhibitors filled the halls. I've only reported on 20-plus airplanes, so lots went unmentioned. To see all Aero offers, you'll simply have to go yourself. Aero 2005 is scheduled for April 21-24, if you're serious. Otherwise, I'll be going again; so perhaps in about 24 months you can take my new tour by camera. For now, enjoy Aero 2003. Perhaps one of these light aircraft will tickle your particular fantasy of flight. The contact information (at the end of most captions) lists a verified, Englishlanguage Internet address plus email, if available. If English is not available on the website, you can translate the site to English by using this website, http://babelfish.altavista. com/babelfish/tr, or by using Google's search engine and clicking its "Translate This Page" feature.