Another point of wide agreement among pilots is that perhaps the P-51 Mustang is the most popular airplane ever …if they are baby boomers.
Archon developers and sellers Dave Hertner and Bill Canino reported that younger pilots aren't necessarily enamored of the WWII fighters. Those aircraft flew more than half a century before they were born.
What young military aircraft enthusiasts recognize are machines like Lockheed's F-35. Common on late-generation fighters, F-35 is all sharp edges and angled facets. It's quite — to use a word of another generation — gnarly and vicious looking.
You can't even afford the fuel bill to fly one of Lockheed's big bad boys. Virtually none of you will ever fly an F-35. Yet you could fly an Archon, a LSA-like warbird that looks significantly like a scaled-down (and unarmed) F-35.
Designed by a Greek policeman working largely by himself on a modest budget, Archon is a clever bit of engineering. It is built surprisingly light and, as shown in the accompanying photos, weighs significantly less than most LSA types. The design has flown around 700 hours Dave and Bill told me, The aircraft in the nearby photos has 400 hours on it and — get this! — all of it wth about 40 horsepower.
When he was ready to power his creation, Greek designer George Iliopoulos found a used Rotax 503 two-stroke engine. When new, these output 50 horsepower but George's 503 was a bit tired and produced only about 40 horsepower. Nonetheless, the aircraft flying the video below appears to perform reasonably well even with such low power.
Archon can be fitted with Rotax 912 or 915; the airframe is robust enough for 80 to 141 horsepower. "With our SF-1 Archon kit you can build your own modern fighter aircraft," said Dave and Bill. They added that the original Lockheed model was designed "to project air dominance,” according to the U.S. Air Force. Fittingly, Archon is the ancient Greek word for “ruler.”
Besides boosting the power substantially, Fisher Flying Products working in coordination with SportairUISA to change the design to increase its durability and finish quality. In Greece, George strove to keep weight to an absolute minimum because a 40 horsepower engine is what he had. With a more potent 9-series Rotax, the design can benefit from thicker skins throughout and small fairings to smooth wing/fuselage junctions. curve wingtips (and incorporate lighting), and other enhancements.
"The rapid build kits manufactured for SportairUSA may be reserved today, for delivery mid-2023," said SportairUSA.
The Canadian builder and U.S. sales representative are introducing the kit at "$34,900 with a $1,000 fully refundable deposit." The majority of components are preformed aluminum. The kit includes all necessary hardware and material to build an SF-1 Archon
With a new engine, new avionics, interior finishing, and paint, getting airborne for $80-$100,000 seems achievable. With a low-time used Rotax 912, modest paint, a simple interior, and basic instruments, perhaps you could have your own warbird airborne for less than $60-70,000. Some might call that "affordable."
"All kits are produced for SportairUSA by Fisher Flying Products, a Canadian company with decades of experience in kit aircraft manufacturing," announced the partnership. "The majority of components are preformed aluminum. The kit includes all necessary hardware and material to build an SF-1 Archon, except the engine, avionics and paint."
More Good FAA News
Factory video depicting flight of SF-1 Archon using only 40 horsepower.
https://youtu.be/5WMrCsqHcSc
To compare George Iliopoulos's replica design to an original (and incredibly more costly) F-35…
EAA has reported that the Warbird displays (ground and flight) are the single biggest draw at EAA AirVenture Oshkosh. Whatever the numbers, almost all attendees enjoy seeing World War II warbirds still flying, often in large formations. They make quite the inspiring sight. Another point of wide agreement among pilots is that perhaps the P-51 Mustang is the most popular airplane ever …if they are baby boomers. Archon developers and sellers Dave Hertner and Bill Canino reported that younger pilots aren’t necessarily enamored of the WWII fighters. Those aircraft flew more than half a century before they were born. What young military aircraft enthusiasts recognize are machines like Lockheed’s F-35. Common on late-generation fighters, F-35 is all sharp edges and angled facets. It’s quite — to use a word of another generation — gnarly and vicious looking. You can’t even afford the fuel bill to fly one of Lockheed’s big bad boys.
Composite FX and their $60,000 ready-to-fly XEL model (kit for $47,000) completely changes that thought experiment. Not only does this handsome aircraft perform impressively in experienced hands but many can afford it.
Yet this article is not about the product line the manufacturer is presently delivering. It's about a new project a Composite FX electrical engineer put together as a proof-of-concept, using the XE line as his platform. What you see nearby is the first iteration of his work and it has already flown successfully. Curious about run time? So is everyone; I heard the question asked repeatedly. But first…
The mainstream media seems mesmerized with electric vertical takeoff and landing vehicles (eVTOLs) and the promise of "air taxis." Development projects have attracted hundreds of millions of investment dollars …more than the entire LSA industry has spent to develop 157 models over 18 years.
I have no doubt this new direction in airborne technology could lead in fascinating directions, some of which will surely benefit all pilots. However, in any definition of "near-term," I simply cannot see corporate executives flying from one building in San Francisco to another.
This is not to doubt the technology these engineers are creating — from multicopters, to tilt wings, to ducted fans, to hybrid versions of all these. The truly intractable problems may be general public acceptance and regulatory accommodation.
Even if we assume that batteries will make some great leap forward in energy density, convincing a doubtful public that strange contraptions flying over their heads are not a danger will be hard. They will resist the noise a vertical takeoff aircraft makes. Electric motors may be much quieter than an internal combustion engine but the air movement to lift a 4-6 passenger vehicle vertically is going to generate a mighty racket. On a building rooftop in a downtown location, perhaps this is no problem. In your quiet home neighborhood, big problem, at least after the novelty of seeing your first Uber air taxi wears off. Not In My Back Yard (NIMBY) is a ready-made movement to resist this. Let's get more practical …and near-term.
The project is too new to even have a name yet so I'll label it "eXE" for now. The electric XE model has batteries contained in two side compartments (seen hinged up for viewing in nearby photos). Another battery is positioned below the electric power components.
Electric propulsion turns many conventional concepts on their heads. In an ePower system, the motor itself is surprisingly small and compact (nearby image). Obviously more powerful motors will be larger but for a single-place helicopter like the XE series, the motor is flywheel-sized, a stack of old record albums a few inches thick. I marvel at how such a small component can put out such energy.
Electric motors are also good in torque. This suits helicopter operation quite well. Although the energy draw-down on batteries when performing vertical takeoff is rapid, the torque delivers the power that such a takeoff requires.
Following is what I've learned even before the "Meet the Administrator" session that has become a staple of AirVenture thanks to excellent coordination by EAA's professional advocacy staff.
As regular readers (or YouTube viewers) know, Mosaic is not being created solely for Light-Sport Aircraft. The coming rule encompasses warbirds, homebuilts, LSA, and Unmanned Air Systems (UAS). The latter includes all manner of electric and/or hybrid aircraft. Incorporating these very diverse segments under one regulation was a big undertaking. Evidently it proved too big.
A couple months ago a big split was decided. The task of drafting regulations for such different aircraft is a large project, affecting many other regulations and touching different pilot communities.
Unmanned UASs — often called drones — are those intended for autonomous flight, that is, without human crew on board. Similar aircraft may also involve crewed flight (
The Bad News
Matt's background in aviation includes stints at airline and GA maintenance organizations. Doing similar work back in Wisconsin where he grew up, he found a number of T-Bird owners in need of parts they could not obtain. Calls to Indy Aircraft simply didn't result in a supply of parts to keep those owners airborne.
A persistent man, Matt finally corralled Bret and after six months of negotiation, he acquired all intellectual property, design rights, and a stock of inventory. The large trailer seen behind this first Wisconsin T-Bird made eight fully-loaded trips back and forth from Iowa to bring all the materials to Berlin, Wisconsin, about 20 miles west of Oshkosh.
Work remains to make the design a bit leaner and lighter plus Matt needs to update assembly drawings he showed me. The instruction set looked reasonably good but some parts have changed and some drawings need to be redone.
T-Bird Aircraft plans only kit-built aircraft for the time being, but important to many T-Bird owners is Matt's promise to support all those aircraft with parts. This aircraft dates back to the 1980s and has changed little over that time …because it didn't need to change. However, aircraft get worn or damaged components from time to time and the supply of well-fitting factory spares is a valuable service Matt can provide. I'll bet T-Bird owners are thrilled.
Here's a 
A T-Bird TU — for "True Ultralight" — will follow. Matt is at work on this now. Using a paramoter engine as other Part 103 producers have embraced can contain empty weight to 227 pounds giving a generous remainder for essentials an owner may want.
Welcome back, T-Bird!
I am onsite starting Sunday the 24th looking for stories and aircraft of the type commonly reported here: Light-Sport Aircraft, kit aircraft Sport Pilots can fly, and ultralights. I will do my best to report daily…
While Oshkosh will dominate aviation news for the next couple weeks at least, I want to preview addition LSA-related events for the rest of 2022. If you can't attend Oshkosh, perhaps you can make one of these?
Chris noted, "With AirVenture upon us, I want to remind pilots not to overlook Midwest LSA Expo occurring September 8-9-10, 2022 — just a little over one month after AirVenture."
"I’ll be roaming Oshkosh's Wittman Airport on Monday and Tuesday," Chris advised. "Just look for the friendly guy in the orange shirt!"
"As in the previous 13 years," he added, "if you would like to fly (or trailer) your aircraft to Midwest LSA Expo after AirVenture, I would be happy to store it at KMVN until the Expo. MLSA Expo offers free rides to and from Lambert St. Louis Airport on both ends. These services are free to all our industry partners." Is it any wonder why vendors return to Midwest year after year?
Learn more about Midwest LSA Expo at their website. Vendors wanting to store their aircraft after Oshkosh until Midwest begins may contact Chris directly at 618-315-5462.
"Aero Affinity Holding Corporation has partnered with the City of DeLand to reimagine a major shift and exciting changes for the DeLand Sport Aviation Showcase," announced the new collaboration (
Biplanes convey a vintage look but they also make for good hangar mates since their wingspan is usually shorter. Dingo is surprisingly compact with wings not even 22 feet wide.
Biplanes also fly slowly so complying with Part 103 speeds is not difficult.
Let's learn more about this new entry from design engineer Marek Ivanov, a name alert readers may associate with a completely different design called Song (image below). Marek does engineering work for other aircraft producers as well. He leads "a team of experienced professionals with more than 20 years of experience in the aviation industry; they have participated in the development of more than 30 types of aircraft from ultralights to Part 23 (GA) aircraft."
Comments from an early pilot outside the company included, "The first day was very windy [yet Dingo] handled it really well." The next morning, calmer conditions allowed low passes and further exploring of flight qualities prompting an enthusiastic assessment, "Dingo is a real joy to fly and very well built."
"It's been a dream of mine for a long time to build something like the Hovey Whing Ding because I like it," said Marek, "but a little bigger so I can fly it." Inspired by the 
Along with engineering partners Tomas Trojanek and Jan Jilek, the design was initiated by Marek in early 2021. After the first 3D images were shown to the Future Vehicles team, they decided, “Something like this has a place in the sky!”
Dingo can fit into England's SSDR (single seat deregulated) category, America's FAR-103 ultralight vehicle category in the USA, Germany's 120-Kilo Class and similar regulations in other countries. In the Czech Republic, Dingo is registered as a light aircraft.
While waiting for delivery the engine, Marek, Tomas, and Jan completed their structural load test regimen.
The control system features beautifully machined components (nearby images) connected to a control stick and rudder pedals with a unique foot stirrup up front. Full-span sheet-aluminium ailerons are mounted on the lower wings and a full flying stabilator is mounted on top of a T-tail. Dingo is flown with a right-hand joystick and left-hand throttle, similar to many tail draggers.
The main landing gear is a welded steel assembly using the tires as a primary suspension component. A lightweight tailwheel is fitted.
The Dingo prototype is currently powered by a two-stroke 27 horsepower Vittorazi Moster engine with 185-cc displacement and air-cooling as is commonly used on powered paragliders, The Vittorazi features a manual pull starter, an intake silencer and well-designed muffler system. A prop reduction unit is a multi-grooved belt with centrifugal clutch for torsion vibration relief and smooth idling. Dingo is currently flying with a carbon fiber eProp from France. Marek and team will next test a more powerful, liquid-cooled, 33-horsepower Polini Thor.
A rotationally molded fuel tank is cleverly located inside the mast-like structure that is the pylon for both the engine and upper wing, providing a bracing point for the upper wing wires and the upper seat mount. A series of cut outs in the pylon shows the fuel level.
Despite being quite light, the non-company pilot said, "Dingo gives a very-well-built and impressive feeling during a walk around thanks to a professional aeronautical design."
Lately, more designers of Part 103 ultralights have realized that these low weight, reasonably-high-power engines made worthy choices for the lightest of fixed wing aircraft. Such engines were key to the development of Dingo.
At this is posted, Future Vehicles is preparing to enter the market. Early sales will surely go to Europe, but pilots around the world could be interested.
Pricing is a challenge in times of high inflation and steep shipping costs but Dingo could still be quite a bargain.
The company may offer an airframe kit for around $15,000 (an estimate; please 
One man created his own special way to log some flight hours getting to Oshkosh. Evidently this adventurous pilot never heard another popular line: "The shortest distance between two points is a straight line." (Don't anyone challenge me with Great Circle routes; this is about a long flight but not a globe-spanning one.)
While pilots around the nation are in various stages of preparation for the flight to EAA's big summer celebration of flight, our aerial explorer is already en route. He's about halfway as this is posted.
That's still not enough for our Zenith aviator — but arriving KOSH will definitely be the icing on his cake, so to say.
Let's meet him.
Dave Tillema of Southeast Texas has embarked on an ambitious journey in an aircraft he built himself: his 
"I wish I could have tried this before everything got so expensive, but the stars didn't align," explained Dave. He's underway now, though. "This will be an all or nothing attempt: Oshkosh or Bust!"
However, he observed, "With costs skyrocketing into the absurd, I'm reaching out to fellow aviation enthusiasts. If y'all can help, I'd appreciate it very much." It was interesting to see comments on 
"I would definitely appreciate any hospitality, accommodations and/or fuel along the journey. My final stop each day will be determined by weather mostly, so planning for the trip is going to be day by day."
Dave's Zenith CH 750 Cruzer is powered by a Honda-based 130-horsepower powerplant from 
Dave said his Cruzer is "very inexpensive to fly and very quick to build. It's a great combination."
The Oshkosh 48-state flight is not the only effort Dave has given to share his love of flying with others. Before starting the Oshkosh flight, he'd flown 99 passengers in his Cruzer. He's logged nearly 800 hours in his airplane in less than three years.
One of the best ways to follow Dave 48-state adventure is on his 
"In 1928," said the company, "what was to become the most successful Junkers sports aircraft left our Dessau production plant for the first time: a single-engine, two-seat, low-wing aircraft with an oval fuselage cross-section and corrugated sheet metal skin. The prototype was equipped with an 80 horsepower Armstrong-Siddeley engine.
"In that year, 69 aircraft were manufactured, [some of] which set a number of FAI world records. Various European record flights were also carried out with the A50. Famously Marga von Etzdorf was the first woman to fly from Berlin to Tokyo in 1930 with her Junior A50.
This aircraft had the potential to become "the people's aircraft," company records report, but a global economic crisis intervened.
Today, as a light, sport aircraft A50 Junior combines the latest technology with the flair of the '30s. "This unique aircraft induces feelings of freedom for new adventures," said Junkers. "With our new production A50 Junior, the dream of flying back in time is today attainable. We prepare the way; climb aboard to experience adventure!"
From an engineer's view, Kaelin has long experience in aircraft maintenance and put a large, qualified staff on the task (see video). The vintage-appearing construction looks rather labor intensive, as with most specialty manufacturing. With that in mind, their introductory price may be quite a value.
From a stylist's view, A50 Junior is a work of art from its graceful air-splitting nose down its corrugated skin, to its leather cockpit trim and two open tandem seats, to its wire-spoke wheels. Kaelin's website shows an artistic flavor not common in maintenance and restoration operations.
"This new version of the Junkers A50 is an ultralight aircraft in the 600-kilogram class," wrote Kaelin. Designed with open tandem seating, "A50 Junior resembles a typical light aircraft from the end of the 1920s, so it has a very classic appearance."
"[Junior] does incorporate the latest technology … to ensure the greatest possible safety," added Kaelin.
As nearby images show, A50 Junior has modern digital avionics screens. "The pilot monitors and controls from the rear seat," said Kaelin, but "otherwise the cockpit retains its retro trim."
England's 
Swiss engineering and quality combined with a fascinating Art Deco look conveyed by the corrugated-skin airframe and its two, separated tandem seats will generate admiring looks at any airfield you visit.
As it made a flight from Berlin to Tokyo back in 1930 — I can only imagine how challenging that would have been 92 years ago — Junkers A50 Junior now looks poised for a comeback.
Do Americans find this classic appearance compelling? Perhaps in the future…?
Orlican can't claim such high ground but through two years of Covid dislocations, the Czech Republic developer finished their second-generation LSA and the first one in the U.S. was delivered to its first customer, a flight school.
Longtime LSA importer and reseller, 
Look at the design. What popular model of aircraft does it resemble? If you guessed Cessna 182 Skylane, you are remarkably observant. Indeed, this model was created as an 80% scale imitation of Cessna's popular four seater, just with two seats and built of composite rather than metal.
Since I have flown both the Cessna 182 and the L600, I’ll say it simply. Skylane 182 carries a lot more weight and it flies like it. Cruising is smooth but in maneuvers or during takeoff and landings, a C-182 feels like driving an oversized pickup truck. It has power but the handling is heavy, not agile.
L600 was completely different. Here's 
Then, pricing… A new Cessna 182 is base priced beyond $500,000. Deon will sell his L600 Eagle for $150,000
Nearly 100 years ago, the original Orlican company was founded by engineers Beneš and Mráz in 1935. The factory was later nationalized by the government but in the 1990s, a new company — Schempp-Hirth Ltd., a brand well-known and widely respected in Europe for its sleek sailplane gliders — took over the air division of Orlican. Manufacturing of composite Scheme-Hirth gliders is current today.
The Orlican brand was reestablished in the autumn of 2014, with the support of employees and customers of the original company. "It is still in our DNA to carry on this longstanding tradition, to continue what was established many years ago," said Orlican CEO Vaclav Bervid. The new boss expressed reverence for the original Mr. Mráz, who believed, "I searched for my own path that nobody ever walked upon…“ The renewed Orlican company hopes to continue that philosophy.
L600 Eagle is Orlican's entry product into Light-Sport Aircraft. They benefitted when a key engineer departed to bring a similar design to Orlican. How is it different? Let's check the one presently in the USA.
The first Orlican in America (seen in nearby photos with N-numbers) is already in use at 
Six Chuter's aircraft are enjoyable enough and the company careful enough about how it treated its prospects and customers that they managed to sell more than 2,100 aircraft since forming three decades back. Over many years of examining hundreds of companies, I am aware only a very small number of airplane producers that have built more than 2,000 aircraft. Six Chuter is clearly a company prepared to stick around for a while. Here's a very brief look back at its history.
Caleb reports he comes from a farming background, and for several years, enjoyed doing a lot of metal fabrication. Caleb brings a wealth of technical knowledge and skills that prepared him for his next endeavor.
“I look forward to many years of being involved in sport flying," Caleb said. "I am committed to building quality powered parachutes and parts and to provide the best in customer service. It gives me great pleasure to follow in the footsteps of the Eatons."
"Add fully functional dual controls to any of our tandem models and you can receive sport pilot training in your own ELSA (Experimental Light Sport Aircraft) or EAB (Experimental Amateur Built)," stated Six Chuter. "Our standard kits are built in subassemblies at the Six Chuter factory for economical shipping anywhere in the world."
The average builder can assemble these units in 100 to 200 hours.
I stress the same caveat as before but a ELSA version of Paragon — which Caleb said is what most buyers prefer, over a Special LSA — sells for about $38,000 for a complete but "kit" version of the aircraft. I wrote kit in quotes because you will not do much or any assembly.
To compare, a SLSA model cannot be changed in any way without first getting a Letter of Authorization from the manufacturer and the builder will likely not issue an LoI without first testing the equipment to be installed — a reasonable requirement, as they could be charged with liability for any resulting problems with the changed equipment.
Such are the details when FAA issues extensive rules about how aircraft may be used. If you don't want to grapple with all that, consider the Part 103-eligible P3 Lite model that can be operated without following any rules beyond Part 103 and AC-103-7. Find more about P3 Lite on the 
*
You know about drones. You may not know they are presently restricted to visual line of sight. However, a line-of-sight drone won't get your Amazon package delivered a few miles from the distribution center to your house.
Throughout Covid, a group has been working on potential changes to FAA regulations to allow drones to fly further, beyond visual line of sight (as military drones do now). It's abbreviated BVLOS.
It is impossible to keep up with all the regulatory actions from dozens of agencies. Some of this stuff is dry as old bones. The document I'm focused on runs to 381 pages. If you're a real glutton for punishment, 
I'll get to Speed Cruiser, 'er… Journey in a minute but first a bit about a new collaboration forming at the DeLand, Florida airport. You know the place, where the DeLand Showcase ran for five years. In case you missed the news, DeLand Showcase is no more. Director Jana Filip departed to join Sun 'n Fun so the event she expertly ran will now give way to something new, from someone else. More on that later.
Although the DeLand Showcase prematurely ended its five-year run, the DeLand Airport remains a beehive of recreational aviation activity. DeLand (KDED) is home to one of the largest sky diving industry and operations facilities in the world (some 35 businesses employing around 600 people). It is home to 
When B.O.T. formed in Liechtenstein (a tiny but wealthy country near Switzerland) they had specific goals for their design:
Flight Qualities
Of course, most of the multicopter types — flying machines sometimes called eVTOLs — take off vertically but those are different, electric flying animals. Despite waves of breathless reporting by mainstream media types, eVTOLs are not yet ready for prime time. Even if you could buy one, you probably don't want to pay for it. Most will be very expensive.
What if you could take off vertically this year and for a price you can actually afford?
Of course, rotary-wing enthusiasts can already choose a well-proven, made-in-the-USA helicopter that complies with Part 103 and is very affordable… for any aircraft type, but almost absurdly low-cost compared to conventional helicopters. I refer to the Mosquito XEL from 
Developed by Miroslav Črv, Mirocopter is based in Slovenia — also the home of Pipistrel. With today's news you might wonder, so let me assure the country is not near Ukraine and all that regrettable turmoil. Slovenia is immediately south of Austria and more than 400 miles to the west of the war zone.
Miroslav wrote that his SCH-2A is "one of the lightest manned coaxial helicopters in the world." He adds that it "is compliant to FAA's Part 103 ultralight vehicle rules." See specifications below.
He added, "SCH-2A [has been] tested for more than 10 years." YouTube video shows the aircraft in slightly different configuration flying in 2017. "SCH-2A boasts very good flight characteristics including effective autorotation," Miroslav stated.
Vertical thrust is achieved by collective blade pitch control of both rotors. For directional control, cyclic blade pitch control of both rotors is used. Yaw control is provided by moving tail plates. For vertical thrust, direction, and yaw control, SCH-2A helicopter is equipped with standard helicopter control inputs.
Mirocopter SCH-2A is powered by a Chinese-made Fiate MZ202 two-cylinder, dual-ignition, two-stroke gasoline engine. The MZ202 engine provides more than 60 horsepower at 5,800 rpm, the "nominal engine speed on SCH-2A." The full Fiate MZ202 engine package comes with with electric starter, electric generator, dual ignition, exhaust system, and modified fan cooling system weighing only 66 pounds.
"SCH-2A is equipped with Mirocopter-modified NACA0012 aluminum composite rotor blades," said Mirocopter. The rotor's leading spar is made of extruded and anodized high-quality aluminum, the company said with inserted stainless steel bars used for rotor blade reinforcement and correct rotor blade weight balance. "Our rotor blades are durable and have a safety factor higher than 3," noted Miroslav.
Mark Rumsey and Andrey Vegger have each signed up to help Mirocopter get started in the USA.
Mark will handle the western U.S. from Murrieta, California. Contact him by 
At present, neither man has flown Mirocopter. I asked Mark why he chose SCH-2A?
"I chose to resell this coaxial ultralight helicopter because I think it is the best solution for personal VTOL flying for several reasons." He listed them for us:
"The first units will arrive in the U.S. in June so I haven't flown it yet," Mark said honestly. "I am an aerospace engineer and have taken the controls of a Jet Ranger and an R22 in steady forward flight but nothing beyond that. I have about 20 hours training in X-plane with my helicopter control simulator."
Although prototype SCH-2As have been flying for a decade according to Miroslav, Mark reported, "The first production SCH-2A helicopters will be tested this month before delivery so less than 10 will have flown before June 2022."
He reports estimated lead time once you place an order to be 4-5 months.
"Recommended training," Mark continued, "is to become a proficient student in an R22 or equivalent two-seater. Eventually, we plan on offering training in a full-scale constraining simulator that allows you to hover and slowly move across the ground in all directions. It will be similar to 
"Due to political reasons, I dropped my relationships with both of them. I am originally from Ukraine and both companies are Putin baked companies," he opined. Then he found Mirocopter and Miroslav of Slovenia.
"Miroslav was designing that helicopter for years," said Andrey. "He worked really hard to pick up the right suppliers and finally worked closely with Anhui Fiate Aviation Co.Ltd., of China to select the powerplant. In fact, that is how I came to the distribution channel. I was working with that supplier as well."
Andrey reported, "I personally flew a Rotorfly in 2010. I have about five hours on it." He continued, "I have never flown SCH-2A but I don't think that will be an issue for me. I am a fixed wing pilot working on my instrument rating.
Andrey has a Facebook page where he posted, "We are proud to announce the availability of Mirocopter SCH-2A. With the required care, SCH-2A helicopter will provide you a reliable and enjoyable flight for a very low operational and maintenance cost."
This particular year, however, the company based in Mexico, Missouri celebrates its 30th anniversary. Beginning in 1992, Sebastien Heintz has paired popular designs with hard work to build his company to occupy the number one slot as seen in our 
Zenith's success benefits from decades of design work by Sebastien's father, Chris Heintz. The latter passed away in 2021 but had been honored many times for his numerous accomplishments in creating enjoyable, affordable aircraft. His sons are all involved in the aviation business. Any entrepreneur will admit that is quite unusual.
Along the way, Sebastien moved from Canada, where Mathieu still operates Zenair Ltd., in a cooperative arrangement with Sebastien's Zenith Aircraft. At his U.S. address, Sebastien has stuck to kits only while Zenair works with others to supply either fully built aircraft to residents of countries where that is permitted or to 
Host Workshops at the Factory and at Airshows
Zenith's top weekend is surely their well-attended 
Offer a Broad Line of Proven Models
Some can pay the invoice on a high-end aircraft to enjoy its capabilities. That's terrific. Who knows… you might score their used aircraft for a large discount in a few years. For many, though, new is nice yet something much more modest will suffice if it gets them safely up and down to enjoy the view of their surroundings or simply practice a few touch and goes. Any way you can fly is a good way, I'd say.
I've been around recreational aviation a while. So has been 
"In 1998, we designed and built our first single place trike (the Maverick) featuring a strutted wing," related Kamron. He was first to use struts on a delta wing, he reports. Yet even while Kamron created a growing number of trike models, he kept supplying the wings for other trike builders in the USA and other countries.
"At North Wing, our main design criteria is to offer … a choice of wings that deliver easy handling, making them fun to fly," said Kamron. I can confirm his opinion; I have described the wonderful handling his wings offer in numerous articles (on 
For many Americans, buying in the USA is important. "North Wing is an American company, and we maintain a large inventory so parts availability is only a few days away," assured North Wing. That in-country service and availability will relieve you and can help keep your insurance cost lower.
When you visit the 
Scout XC Apache
True, most LSA are not recommended for aerobatic flying or training. However, one of the main reasons for that is that Rotax does not want their LSA 9-series engines used for aerobatics. If the engine manufacturer does not permit that, we're done talking. It cannot be used that way. The airframe maker can also stipulate no such operations.
However, neither FAA regulations nor ASTM standards expressly prohibit aerobatics. We've already seen one entry that is capable of aerobatics — the FK-12 Comet biplane — but when that model uses a Rotax powerplant, going upside down on purpose is not permitted.
Has Magnus got a valid reason for pursuing aerobatics? Are they trying to invite owners to fly this way? A better rationale: With a capable aircraft, a qualified instructor can offer what some call "Upset Recovery Training." Others may say "unusual attitude training," but the purpose is to prepare pilots who may find themselves in unfamiliar — "upset" … "unusual" — situations, so they know how to exit that condition.
Instead, Magnus will use a ULPower engine. The latter has anticipated this use and the Belgian company recently declared that it meets all ASTM standards applicable to aircraft engines (specifically the F2339-19A standard for reciprocating spark engines for Light-Sport Aircraft).
Welcome to ULPower (see video below) and congratulations to Magnus for using this engine to further their idea of Fusion 212 being used for upset recovery training. The Hungarian company made it official as did ULPower.
"Magnus Aircraft is proud to announce its Fusion 212 airplane is approved for intentional spin. Starting now (April 2022), complete stall and spin awareness training, which is required for all CFIs as per FAR 61.183, can be [done] on the Fusion 212," wrote László Boros, CEO of Magnus.
U.S. representative, Doma Adreka added, "I am pleased to inform you about the spin test results of the Fusion airplane. Since April 4, 2022, all Fusions are approved for intentional spins, and with an ASTM-compliant ULPower 350iS engine, approved for upset recovery and basic aerobatics (+6/-3Gs). With these capabilities the Fusion is the first Special LSA approved for all of these maneuvers and advanced training."
"UL Power confirmed their ASTM declaration stating that the 350 and 520 engines are ASTM-compliant and can be used on SLSA," Doma added.
Officially, 
"Magnus successfully completed the comprehensive intentional spin and recovery test series," Doma elaborated, "so the Fusion 212 airplane is approved for upset recovery training (UPRT), intentional spin and basic aerobatics (+6/-3Gs), which is extremely important for flight safety. Fusion 212 is the first and only available Light Sport Aircraft for these maneuvers." (Note that Tecnam acquired the single-seat 
"Fusion 212 provides low operating costs ($50/hour) to training organizations and private owners. Fusion 212 is well known for its high structural load capacity and strength allowing maneuvers that expand the regular flight envelope." I quickly and willingly add that my two flights in Fusion have shown it to be an extremely solid feeling aircraft (
However, he fell in love with aviation while working for Magnus in Europe and later in the USA, first residing in Texas though he and his family have now relocated to Florida. Doma earned his pilot license in 2020 and is working towards his instructor ticket.
Today, he lives with is wife, Vicky and daughter, Lili Anna, in the Spruce Creek Fly-In community near Daytona Beach. "After almost five years in Texas we moved to Florida in 2021. We absolutely adore living here!"
With that kind of youth and enthusiasm, I expect we'll see Doma and Fusion at an airshow near you.
In the USA, JMB is represented by 
“The first tests are very promising," said JMB. "We are continuing to validate the performance, but the advantages are already visible: no vibration and a TBO multiplied by two." (The latter reference compares the TP-R90 to Rotax's 915iS, which still has a 1,500 hour TBO although the company is proceeding conservatively as always; engineers will later raise this to 2,000 hours as with 912-series engines.)
These engines can operate on kerosene or other lesser-refined fuels. The French company cites jet-A1, diesel, UL91, Avgas, or bio-fuel. In an age when 100-octane low-lead may disappear, this fuel versatility has extra value — although every Rotax, Jabiru, or UL Power engine can run on either 100LL or auto premium (or any mixture of the two) so this is of less concern to LSA owners. Nonetheless, where airports do not permit auto gas to be dispensed, a turbine aircraft that can accept alternate fuels might have an advantage.
OK, I know turbines are not allowed on present-day LSA. Could that be changing as Mosaic slowly works its way through the FAA? We won't know until FAA releases their NPRM at this year's Oshkosh (I predict). However, some language provided by the agency to guide ASTM standards writers has suggested that the ban on turbines might not last.
A irony to this possibility is that turbines were the specific reason why electric wasn't permitted. Uh… what?! Yep, in the effort to prevent turbines, FAA rule writers specified reciprocating engines only. That kept out turbines, alright, but it also scratched electric propulsion. Back in the early 2000s, government authorities weren't pushing electric vehicles so rule writers didn't feel the political pressure they do now.
Of at least three companies displaying turbine engines (all use the same supplier; see below), 
"
"Bristell B8 is an all-metal, high-wing [design] without struts and with a steerable nose wheel," said the company. Although it looks quite different from the low wing, B8's cockpit is equally spacious at 49.2 inches wide. Pilots and their cabin mates will no doubt find entry much easier than first climbing up on the wing. Generally, pilots identify as high or low wing enthusiasts and now BRM can offer them what they want.
While most of the aircraft is aluminum like the low wing B23 Bristell, B8's cockpit doors and the luggage compartment door are made from composite material. The landing gear appears to be the same as on the low wing B23.
The basic B8 model is powered by a 100-horsepower Rotax 912 ULS. At a later stage, BRM Aero "plans to develop options to fit the other 
H55 is a leading enabler of electric aviation offering modular, lightweight, and certified electric propulsion and battery management solutions to the aviation industry as to make air transport, quiet, clean and affordable. "H55 supports its customers in integrating and customizing its technology solutions for a wide range of applications suitable for both existing airplane designs and future concepts such as VTOLs and e-commuter aircraft," said the Swiss company.
The result? An electric LSA-style aircraft with a 419-pound payload, an 1,874-pound MTOW, a climb rate of 800 feet per minute, and electric energy cost for a one-hour flight of $7.00. Charging time for normal operations is reportedly just one hour. BRM Aero expects to achieve CS23 certification by mid-2022. It should be available for flight schools as soon as mid-2022, the company said.
"With the B23 Energic, our company has become a pioneer of the next aviation revolution," said BRM Aero. That may be so, but I'll bet we see more interest in the B8 high wing or — for the best-heeled customers — the turbine Bristell.
BRM Aero, based in the Czech Republic, was established in 2009. With seven models available today, BRM Aero produces more than 100 aircraft every year. "Bristell has produced more than 670 LSA aircraft worldwide," said the company.
I elected not to go to what would have been my 27th visit to Aero because just two months ago, when I needed to make air reservations, Covid panic still gripped Europe. Officially in mid-February, the show could not even be held. It looked too questionable for me to go forward with costly tickets amid global uncertainty; I was unwilling to chance being quarantined for two weeks at my own expense. Challenges of obtaining the right Covid documents also proved difficult. Fortunately for the beleaguered Aero organizers, things opened up but now I'm missing one of my favorite airshows of the year. So, a big thanks to John Rathmell of 
I captured video from multiple cameras for each aircraft; watch for our video pilot report soon. While the video is in editing, I will give a short review of the Stream. This was a new experience for me.
As flown, TL's Stream is in Experimental-Exhibition category. That will suffice for a few examples, but the future involving Mosaic may be inviting for Stream, so the model could get a leg up on some competitors by establishing a U.S. presence before Mosaic becomes the governing regulation.
Up front instrumentation is larger and you do fly solo from the front. Yet in the back, I had a seven-inch Garmin touch screen that provided the same info in a smaller package. For example, the gear position shows in both locations… although, like most digital screens, it may take a while to pick out the data you want from all that is displayed.
The aft seat also has a full-featured joystick with buttons for elevator and aileron trim, push to talk and other functions. It has everything the front seat has so you can enjoy flying Stream from the back as much as the front.
However, in one way the front proves superior, regarding runway visibility on approach to landing. With no flaps or with one notch deployed, I had no sight picture from the aft seat. However, with full flaps, I could easily keep an eye on the runway. An offset to the aft seat visibility looking forward is that you have an excellent straight down view that the front PIC seat lacks; the pilot up front is seated at the wing midpoint so downward visibility is restricted.
What you might be more surprised to learn is how gentle its stall characteristics are and how slow it can go on landing.
I asked Trey to demonstrate stalls and then did some myself and in every such trial Stream was as gentle in stall response as any aircraft in the LSA space. We were not particularly aggressive as this is a clean airplane and is unfamiliar to me, but we did several stalls and every one of them demonstrated extremely benign characteristics that resulted in virtually no nose drop stall break nor any wing wobble. This is remarkably convincing stability for any aircraft in the space but certainly one aimed at the performance end of the market.
Since I mentioned the aircraft speeds along quite well, I rush to say I was rather amazed that Stream could slow down into the high-30s (knots) when flaps are deployed. From 39 knots indicated to 150 knots in cruise, we start to approach that magic 4:1 stall-to-cruise target that any designer likes to achieve (it's not an easy mark to hit).
As we came into land and as Trey put down the flaps, I mentioned above that the site picture improves for the aft seat when flaps are fully deployed. They go down 40°, Troy said, so these are some fairly deep flaps. On initial deployment, flaps look ordinary and rather small; in the aft seat I had a clear view of flap operations. Then I observed the Fowler flap construction as the flaps continued to deploy. That's when you see how effective this construction can be.
I readily admit I was taken by surprise at the very slow speeds we achieved on landing. Trey says 400 feet of ground roll is achievable and it's possible to land even shorter with skill and correct use of the controls. I would have doubted this was possible had I not seen the excellent stall characteristics and how slow Stream could fly.
Then, through a series of turns, I discovered that Stream will hold its altitude very well without power or trim adjustments of any kind. Of course, using those controls will make handling even better I suspect, but stick pressures remained light and it was simply unnecessary to employ those controls in order to produce turns that maintained altitude and speed. These are wonderful characteristics for Stream to demonstrate.
Back on the ground I again took the controls and found taxi steering to be responsive, further amplified by directional braking that that assures maneuvering on a ramp will be easy.
