Admirers of aviation and music convene at this annual Florida event. Naturally, pilots have interests besides airplanes. I'd bet all fliers enjoy one kind or another of music. Hang glider pilots occasionally fly with a portable CD player at sites such as Torrey Pines near San Diego. The California glider port shared jointly by sailplanes, hang gliders, paragliders, and RC models offers butter-smooth ridge lift. The gentle sea breezes make for such mellow conditions that some say music complements the flying. Yet most pilots are too busy with controls and instruments, are concentrating too hard on navigation, or are simply too engrossed in the joy of flying to want music aloft. CD players in homebuilts or factory aircraft are hardly commonplace. But another way to indulge your musical and aviation interests is to visit Florida's Fantasy of Flight tourist attraction on the occasion of the annual Wings & Strings Americana Music Festival. I went in the fall of 2000, and it was a wonderful experience for my wife and me. The Planes, The Planes While it may be true that the music is the main attraction on this one weekend a year, the planes are still omnipresent. You might expect this from collector Kermit Weeks, the owner and developer of Fantasy of Flight. Weeks' collection consists of more than 300 machines, most of them flying and many of them quite rare. Sitting in the middle of the field was the signature aircraft of Fantasy of Flight-the Short Sunderland-aviation's last airworthy civilian four-engine flying boat. Set upon a massive wheeled dolly, the non-amphibious Sunderland was surrounded during this event with craft booths. Scattered around the massive concrete ramp or inside the park's art deco hangars were such memorable machines as the B-24 Liberator, the British Spitfire, the Wright Flyer and too many more to name here. Along with the throngs of music lovers, I admired the Antonov AN-2, the world's largest single-engine airplane seating up to 12 passengers. Unlike the others, I was lucky enough to go aloft, camera in hand, in the authentic German Storch. Other countries made variations of this aircraft, but the original German one is thought to be the finest. Weeks' example was scrupulously restored to factory original. Even the hand-lettered instrument panel labels and placards were carefully replicated. Flying the real Storch is much like flying the ultralight Storch. This is amazing when you remember that the real McCoy is a big aircraft that you climb into with several steps. Yet the Storch can fly at the absurdly slow speed of 40 mph and launch from an unimproved strip in a couple hundred feet. My photo flight in the Storch served another purpose: spectator demonstrations. Although Wings & Strings toned down the low level airplane flying in deference to the musicians performing below, Weeks did several flybys in his P-51. The Mustang and other machines please the crowds, whether they be pilots or fiddlers. Music lovers seemed to enjoy frequent flights by several hang gliders and a SuperFloater modern primary glider, all towed aloft by a Dragonfly ultralight tug. These silent fliers came from nearby Wallaby Ranch, a popular hang gliding tow park just up Interstate 4 toward Orlando. Sweet Strumming The music was top notch, nonstop, and served up something for everyone. Wings & String's main stage featured the top musicians in the field. The Aviation Depot stage offered continuous performances throughout the weekend that sometimes drew the audience into the act. The Flying Solo stage let musicians jam with one another in a setting that allowed those watching to have interact close-up with the artists. The Florida Pavilion featured local talent from around the state. As is the case at most airshows or outdoor events, food vendors served up interesting fare in the best Sunshine State cooking traditions. Huge operations such as Sun 'n Fun tend not to offer the diverse food choices that smaller venues do. So many mouths to feed demands common items that can be prepared quickly. In sharp contrast, my wife and I enjoyed soft-shell crab and stir-fried rice and vegetables washed down with fresh-squeezed Florida lemonade. You could also consider alligator steaks, and everyone seemed to be carrying a bag of the made-on-site caramel corn. As we nibbled your way from stage to stage, we passed numerous craft tents where artisans plied their creative works. While my wife examined every item with great care, I gave the many aircraft dotting the festival a closer review. We were both happy. Kids enjoyed various crafts, comedy and games organized for them. Those youngsters not getting their faces painted could hop into airplane cockpits, ride airplane-like tricycles or watch the flight demonstrations. Most pilots want to see kids enjoy airplanes, and Wings & Strings gave them a personal opportunity to do so that's often missing these days. A partial list of the artists performing included The John Cowan Band, IIIrd Time Out, Austin Lounge Lizards, Jimmy Lafave, Reckless Kelly, Donna The Buffalo, Freg Eaglesmith, Robin and Linda Williams, Still On The Hill, Kathy Chiavola, The Crabgrass Cowboys, Charivari, Mark Johnson, Sam Pacetti, Dave Hardin, Bob Rafkin, Clyde Walker, Liz Meyer and Mark Cosgrove, Steve Blackwell and Friends, and Upsala. Numerous guests brought their own instruments in the hope of strumming a few tunes with their favorite entertainers. Many visitors camped on Fantasy of Flight's property. Only a few hookups were available, so most went without them. Hot showers, ice, drinking water, hand-wash stations and the usual lines of porta-potties were provided. Mark Your Calendar Wings & Strings 2001 will be held November 9-11. Central Florida is one of the world's most popular tourist destinations, and there's a lot to do there. Disney World is only 30 minutes north, and Fantasy of Flight's vintage aerodrome is about halfway between Tampa and Orlando. It's only a few miles from Lakeland, home of Sun 'n Fun. Pilots who want to spend more time for a longer back-lot tour of the park can stay the day while the family goes to Disney, Universal, Busch Gardens or Sea World. But if you and your family enjoy American music in many forms, Wing & Strings provides a great way to spend the day-or weekend- together.

New ultralights and light aircraft were featured at Sun 'n Fun As flying season begins, Florida’s popular Sun ’n Fun airshow brings a focus on new aircraft of all types. Aviation writers review the new machines revealed at the event. Yet many machines are often overlooked in the rush to place the most attention-getting aircraft onto magazine covers and into survey articles. This month, we cover a few ultralights and light aircraft you should find interesting. While aircraft like Titan’s T-51 Mustang, Just Aircraft’s Escapade, Airborne’s XT and Sabre’s Wildcat garnered lots of attention, designers of other ultralights have also been working hard. Ramphos One machine no one had seen before was the Ramphos amphibious trike. Though the amphibious trike concept has been used by numerous other companies, the Ramphos has features the others have lacked such as its counter-rotating propeller. A prior model required a small vertical tail and distinguished itself by a composite hoop surrounding the propeller arc. However, company officials said new versions were able to drop these appendages for a cleaner look. Its wheels retract into a fiberglass boat body, although you can obtain a Ramphos without the amphibious gear. Stainless steel is also widely used in the structural frame. This will be welcomed by operators who plan to use the rig in salt water. All Italian-designed Ramphos trikes feature the Hazard wing (which appears to fly beautifully despite its name). Bearcat Aerolites, Inc., has been in the business for quite a few years and has attracted a good regional following, enthusiasts say. However, almost everyone who knows the brand immediately thinks of a low-wing model that has been promoted as an agricultural micro-spray crop duster. At Sun ’n Fun 2003, Aerolites indeed had the spray plane, but directly in front of its display was the Bearcat. This roomy single seater is a high-wing model with a parasol-style wing connection to a Dacron-covered 4130 steel fuselage. With dual struts running from leading and trailing edges to the fuselage (unlike the usual arrangement which tapers to a single point), Bearcat appears to show its built-tough heritage. Despite the beefy construction, the Bearcat is said to work well with the Rotax 447, although you can use the R-503 as an option. iXess Air Creation, based in southern France, is one of the world’s largest aircraft producers with annual sales averaging 300 units. You won’t be surprised to hear that it’s also one of the largest trike builders. You stay ahead in this business by innovating constantly, and Air Creation has set a high standard for this tactic. When the company with the red trike carriages introduced a new wing at Sun ’n Fun, it was almost expected. The iXess may become the replacement for the company’s wide line of XP wings (11, 12, 15, and 17 square-meter models). According to company spokesmen, their Kiss wing has lighter handling, while the iXess is for faster flying (like the XPs). Jean-Luc Tilloy, sales director for the U.S. market, says Americans may pronounce it access—perhaps in a nod to American partner and importer John Kemmeries. Stork Another striking Italian design is the Stork (different than Storch), represented in the U.S. by American Ghiles Aircraft. The company became known to American pilots by selling the MCR 01 Banbi under the name Lafayette. Stork has a shapely fiberglass body over a steel frame and is powered by a Rotax 912 or a Jabiru 2200. It has a roomy cockpit and is popular for its huge visibility. With two sizes of wings, the plane is available as the Classic, Highspeed (shortened wing) and Superspeed (separate flaps and ailerons). What distinguished the plane at Sun ’n Fun was the folded-on-a-trailer display. It showed that you can store the plane in your garage or one side of a conventional hangar. Many pilots found that appealing. Destiny and Buckeye Powered parachutes continue their amazing development. While some think sales growth in powered parachutes has peaked, numerous competitors still push to take the idea further. At Sun ’n Fun, two companies showed dashing new bodies or fairings for their powered parachute models. Destiny’s Fusion used an entirely new airframe with a simplified construction that looked quite robust. Yet it was the smoothly contoured fairing that got the attention of passersby. Not to be outdone, Buckeye Aviation added a sweeping fairing to the front of its Breeze model. Complimenting the curvaceous lines of the nose pod is the glowing metal flake paint job that matched the finish of the vinyl seats. The Breeze, like the company’s Hornet model, uses fuselage bars that protect occupants in case of mishaps. Cumulus 2 After a five-year absence, the Cumulus is back as the Cumulus 2. While the basic airframe is similar to the popular motorglider first introduced in the mid-1990s, the wing has changed significantly. Original designer Jim Collie was killed flying the prototype Cumulus when a delamination of the bonded spar and D-cell structure apparently caused the machine to collapse in flight. Ultralight Soaring Aviation owner Dave Ekstrom put an engineering team together and found a way to fix all the original Cumulus models in the field. Once they are all flying, the company will begin producing the second-generation ultralight. Ekstrom amazed those who watched him assemble the two wings on-site from a 35-gallon drum that contained all components other than the D-cell and spar. Interest was so strong that Ekstrom ran out of brochures and business cards.

In the previous two installments, we've discussed you, the pilot, and the many types of aircraft choices you have. As we wrap up this series, we'll put it all together and try to help you narrow your choices to a few models. Notice the word "try." It is important that you understand that it is not possible to direct you to the one-and-only best choice of aircraft. Novice buyers often seek assistance but even experienced pilots can become swayed and end up purchasing the wrong aircraft for their needs and desires. Because aircraft purchases are commonly emotional decisions, it is helpful to gain a "second opinion" to help make a more rational choice. Many years ago, at the beginning of my career writing articles in light aviation, I made a similar attempt to help hang glider pilots choose the right glider. I compared nine contemporary models to an idealized "perfect" glider and through a series of questions much like those below, tried to steer pilots to the one right glider for them. Some weeks after the article was published, I discovered that most buyers who answered the questions tended to end up with the same wing -- a Kestrel, designed by Tom Peghiny (the current director of Flightstar). The Kestrel was a fine, state-of-the-art glider but no model is perfect for everyone. The error was generated by my own personal desires. Since I tried to help readers pick one and one only glider, I inadvertently lead most pilots to the one I would have chosen. The article, which appeared in the very first issue of Ultralight Flying! (then called Glider Rider), may have been interesting reading but it didn't serve the hang gliding community as much as I would have preferred. What you're now reading attempts to improve that long-ago performance. Despite my best effort, however, you must always remember that since I don't know you, I probably cannot help pick the one best light aircraft for you. Not only don't I know you, but we have many more choices than those hang glider pilots of nearly three decades ago. Instead of the one perfect choice, I will try to help you limit your possibilities to a few aircraft that may meet your desires. Once we've narrowed your choices, it will be up to you to make a final decision. It'll be time consuming to go through the questions and match your responses to the chart, but it should also be fun. Good luck and happy shopping! "Since You've Flown Them All..." I often get requests from pilots who see that I've had the good fortune to fly a great many aircraft. They want me to use my experience to help them choose the right aircraft. While these pilots may not get the chance to fly all the aircraft that interest them, it is equally true that I simply cannot tell them the one and only aircraft that is best for them. To try would be a disservice. Instead, what I will attempt below is to create a series of questions that can help you reduce the range of possibilities enough that you end up with a small number of light aircraft from which to choose. Doing so means devising the right questions and then correctly rating the aircraft. Your responses should match those on the chart and lead you toward the correct aircraft. For example, if I ask about your taildragger experience and you say "none," the article and chart should direct you toward tri-gear planes or those taildraggers that are the easiest to operate. More experienced tricycle pilots might be ready to try taildraggers but newer pilots may be best advised to stay away from them. No matter how well I do my job, I may not be able to help you correctly. The total number of questions and responses amounted to nearly 2,000 entries. The subtleties of judging each characteristic is a subjective task, and I may change my mind later. As I can work with the reference chart over the years, I should be able to refine the process. In this article, you are reading the first attempt.* Ultimately, you retain the responsibility for your choice. All I can do is offer my best advice. You should also seek out other qualified help like your instructor, a local expert, or national association, any of whom may be willing to render advice on the advisability of aircraft. One person who may not give you unbiased advice, though, is the seller of any aircraft. Sellers are obviously motivated differently than buyers; it remains a "buyer beware" world. Use care. Take your time. And don't jump at the first opportunity. Using the Questionnaire and Chart Together All questions are multiple choice. It is important that you answer honestly. If you fool yourself with the answers, you will almost surely be directed toward the wrong aircraft. Remember, you aren't trying to prove anything to me or anyone else. The answers are intended to let you show your individuality but they cannot make you into something you are not. You must be yourself in the question responses. How should you begin? First, answer all the questions. You might circle your responses. While your responses to the Pilot questions may remain constant, your Aircraft responses can change to reflect the different appeal of varying models. Second, by visiting airshows or by using a buyers guide or directory such as Published in Experimenter MagazineAeroCrafter, Ultralight Flying!, Kitplanes, or Flyer, you should pick a few aircraft that interest you. If you use a marker and highlight those models in the chart, you can focus on your interests and see how your selected models meet your needs. The chart itself is dense reading of columns of numbers. Yet the responses will take meaning when you apply them to aircraft that interest you. Third and after highlighting the chart with your preliminary selections, compare your responses to those listed on the chart for each model that interests you. You might circle the chart responses when they match your own. Any aircraft with a large number of circles may fit your needs. To give a couple examples| if you want light handling, but don't want the very lightest in the category, then you would look for aircraft that have a "3" in column 20. Or if you are willing to assemble your aircraft but want a lower-hour project, you should look for aircraft that have a "2" or "3" in column 8. It will consume some time to go through the chart in this manner, but since you're spending $10,000 or more, don't be hesitant to invest an hour or so. Later this year, I hope to post an electronic version of this chart on the website www.ByDanJohnson.com so the tedious matching of numbers can be done for you by computer. As you answer questions online, a list of matching aircraft will be formed by a database manager, automatically and transparently. At least that's the plan; for now you'll have to manually work through the information. One final thought: If you haven't taken much instruction yet, my advice is that you finish training and then start looking for an aircraft to buy. You'll make a far better decision. Good luck and safe flying! The PILOT   Q1- What is your experience level?   Q7- Does your local area dictate special requirements? 1= beginner, no flight experience 2= minimal experience in general aviation or ultralight 3= some general aviation experience, minimal ultralight experience 4= "average" ultralight experience and some general aviation experience 5= extensive ultralight experience and some or extensive general aviation experience   1= High density altitude (high elevation, high heat, or high humidity or combination of these) 2= Short runway or approach/departure with obstacles 3= Very cold climate during some months       Q2- What variety of ultralights have you flown?   Q8- What building preferences do you have? 1= none 2= ultralight tri-gear experience only 3= three axis experience only 4= ultralight taildragger experience 5= trike and/or other non-three-axis experience   1= Prefer only ready-to-fly aircraft; no building 2= Prefer minimal assembly (10-25 hours as in assemble from major components or "field assembly" aircraft such as a trike or powered parachute) 3= Prefer simple bolt-together kit (less than 100 hours) 4= Prefer quick assembly kit (less than 200 hours) 5= Enjoy building, more than 200 hour kit OK 6= Able to handle a bigger project (scratch, plans, complex)       Q3- What licenses/ratings do you have?   Q9- Do you have a preference as to materials used in your aircraft? 1= None, but expect to train in ultralights 2= some general aviation experience (no license), but no ultralight experience 3= Ultralight credential (from EAA/ASC or USUA or other), but no FAA license 4= FAA license/medical AND ultralight credentials   1= Aluminum tube with Dacron coverings 2= Aluminum tube with dope-and-fabric coverings 3= Welded steel with Dacron or dope-and-fabric coverings 4= Wood structure 5= All-metal 6= Fiberglass (Note: The above responses do not involve fairing materials or control surfaces)       Q4- Do you have experience with ultralight floats and/or amphibians?   Q10- How do you plan to handle maintenance? 1= no 2= limited experience 3= experienced in float/amphibian ultralights 4= experienced in float-equipped weight shift ultralights 5= experience in float/amphibian types AND many conditions   1= Need the best support possible from manufacturer or dealer or service center 2= Occasional support needed 3= No support needed       Q5- What usage or "mission" do you expect for most of your flying?   Q11- Do you have special physical restrictions or needs? 1= Local or short cross country flying (or in the pattern) 2= Longer cross country flying 3= Regular use on water   1= Require easy entry/exit 2= Require large space 3= Require baggage/cargo area       Q6- In what conditions do you expect to fly?     1= Calm conditions only 2= Winds from calm to 20 mph with moderate crosswinds 3= Winds above 20 mph and significant crosswinds       The Aircraft   12- Are you looking for something specific, or do certain configurations appeal to you?   Q18- What general description of ultralight are you seeking? 1= High wing conventional 2= Low wing conventional 3= Biplane 4= Trike 5= Powered parachute 6= Powered paraglider or powered hang glider   1= Prefer a "standard" or "traditional" ultralight 2= Prefer an unconventional ultralight 3= Prefer an ultralight that is most like a general aviation aircraft 4= Prefer a "vintage" (old-time or old-style) aircraft 5= Prefer an aerobatic aircraft 6= Prefer a soaring aircraft 7= Prefer a training ultralight 8= Need an aircraft that can tow a glider 9= Special commercial need like agriculture or police work       Q13- What seating preferences do you have?   Q19- Do you have special storage or transportation requirements? 1= Single seat OK 2= Side-by-side seating preferred 3= Tandem seating preferred   1= No special needs 2= Prefer fast breakdown for trailer transport 3= Prefer complete breakdown for cartop or truck carrying. 4= Prefer folding wings for smaller hanger/garage storage       Q14- What enclosure preferences do you have?   Q20- What control preferences do you have? 1= No enclosure preferred 2= Front-end fairing preferred (side-by-side or tandem) 3= Front-end fairing plus doors (removable or fixed) 4= Full enclosure preferred   1= Prefer docile handling with highly stable characteristics 2= Prefer medium response and lightness 3= Prefer fast response and light handling 4= Prefer lightning fast; may have little control feedback       Q15- What preferences do you have with regard to engine location?   Q21- What performance characteristics do you want? 1= Prefer front-mounted engine 2= Prefer pusher engine   1= Prefer well-rounded performance qualities 2= Prefer strong climb rates 3= Prefer great slow-speed characteristics 4= Prefer fastest cruise speeds 5= Prefer strong performance in all categories       Q16- How common or different an ultralight do you want?   Q22- What engine preferences do you have? 1= Prefer a very common brand/model 2= Prefer something not everyone has but popular 3= Prefer something relatively rare or special 4= Want U.S.-made only (no import)   1= Prefer two-stroke, low-consumption engine 2= Prefer two-stroke, higher-power engine 3= Prefer lightest possible engine 4= Prefer four-stroke, low-consumption engine 5= Prefer four-stroke, higher-power engine       Q17- Do you require lots of systems, features, or standard equipment?   Q23- What budget fits your finances? 1= Prefer all the "bells and whistles" 2= Prefer good basic equipment; may add other items later 3= Prefer simpler aircraft   1= under $7,500 2= $7,500 to $10,000 3= $10,000 to $15,000 4= $15,000 to $20,000 5= over $20,000 is OK   AIRCRAFT BUYING CHART...Use with Questionnaire HOW TO USE THIS CHART:  This chart is not intended for casual reading; it is a reference source. To use| (1) Answer the 23 questions that accompany this chart; (2) Select all aircraft that interest you by referring to industry guides and directories or by visiting airshows-highlight marker the row for each selected model; (3) Match your responses to the questions with the responses below-circling the matches may help; (4) The aircraft with the greatest numer of matches may be serve your needs. Please see other notes at the bottom of the chart. Responses: All appropriate #s shown | "A" = all responses fit | "0" = No response fits | "U" = Undetermined See note (1) pertaining to list below Pilot Responses Aircraft Responses Model (2) Brand (3) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Single Seaters Aero-Lite 103 Aero-Works 2-5 2,3 A 1 1 2 1,2 1,3 2 2 1 1 1 2 2 2,4 1 1,3 2 2 1,3 2 3 Air-Bike* Team (4) 2-5 4 3,4 1 1 2 1,2 4 3,4 3 1,2 1 1 2 1 2,4 2 1 4 3 1,3 1,2 1,2 Airaile S-14 Rans 2-5 2,3 4 1 2 2 3 4 3 1 3 1 1 4 2 2,4 1 1 2,4 3 1,4 2 3 Aventura UL Arnet Pereyra 4,5 3,4 3,4 3 1,3 2 0 3 1 2 3 1 1 2 2 2,4 2 1 2 2 1 2 4 Challenger Quad City A 1-4 A 1 1,2 2 A 3,4 1,2 1 A 1 1 3 2 1,4 2 1 2 2 1 2 2 Champion Avid Aircraft 4,5 4 4 1 1,2 2,3 1,2 5 3 2 1,3 1 1 2 1 2,4 2 3 4 4 1 2 3 Coyote I, S-4 Rans 2-5 4 4 1 1 2 1,2 3,4 1,2 1 3 1 1 3,4 1 1,4 2 1 2,4 3 1 2 3 Dragonfly Moyes Microlights 4,5 4 3,4 1 1 2 1,2 1,5 1 2 1 1 1,4 1 2 3 2 2,8 2 2 2,3 2,5 5 Drifter DR447 Leza-Lockwood 2,3 4 3,4 1-3 1,3 2 1,2 4 1 1 1,2 1 1 2 2 1,4 2 1 1 2 1,4 2,5 3 FireFly New Kolb 2-5 3,4 3,4 1 1 2 1,2 5,6 3 2 1 1 1 2 2 2,4 3 1 4 3 1,2 2 2 FireStar I New Kolb 2-5 3,4 3,4 1 1 2 1,2 5,6 3 2 1,3 1 1 2,3 2 1,4 3 1 4 3 1,2 2 2 FP404 (biplane) Fisher 2-5 4 3,4 1 1 2 1,2 6 4 2 3 3 1 2 1 2,4 2 4 1 1 1,3 2 1 GT 400 Quicksilver Mfg. A 1-3 A 1-3 1,3 2 1,2 3 1 1 1,2 1 1 2 2 1,4 1 1 2 1 1,3 2 3 Hawk Arrow or Plus CGS Aviation A 1-4 A 1-3 1,3 2,3 A 3,4 1-3 2 A 1 1 4 2 1,4 2 1 4 2 1 2 3 Hurricane Hy-Tek 2-5 1-3 A 1 1 2,3 1,2 1,4 1 2 2 1 1 2 1 2,4 2 1,5 2 2 1 2 2,3 Javelin Capella Aircraft 2-5 4 3,4 1 1 2 1,2 1,3 3 2 1,2 1 1 2 1 3,4 1 1 2 2 1 1,2 1 Kitfox Lite SkyStar 2-5 4 2-4 1 1,3 2,3 1,2 1,4 3 1 1,3 1 1 2 1 1,4 3 1 4 2,3 1 2 4 Koala FP202 Fisher 2-5 4 3,4 1 1 2 1,2 6 4 2 3 1 1 3 1 2,4 2 3 1 1 1 2 1 Max 103* Team (4) 2-5 4 3,4 1 1 2 1,2 5 4 3 0 2 1 2 1 2,4 2 1 4 3 1,3 1,2 1,2 miniMax* Team (4) 2-5 4 3,4 1 1 2 A 5 4 3 0 2 1 2,4 1 2,4 2 1 4 3 1,3 1,2 1,2 Mustang 5151 Loehle 2-5 4 2-4 1 1 2 1 6 4 2 0 2 1 4 1 3,4 2 4 1 2 1 2 3 Parasol Loehle 2-5 4 3,4 1 1 2 1,2 5 4 2 0 3 1 2 1 3,4 3 4 1 1 1 2 1 Phantom X-1 Phantom Aircraft 2-5 1-3 A 1 1 2,3 1,2 1,4 1 2 2 1 1 2 1 2,4 2 1,5 2 2 1 2 2 Sky Baby FP-606 Fisher 2-5 1-3 A 1 1 2 A 6 4 2 1,3 1 1 4 1 2,4 2 1,3 1 1 1 2 1 Sky Raider Flying K 2-5 4 2-4 1 1,3 2,3 A 1,4 3 2 1,3 1 1 3 1 2,4 2 1 4 3 1 2 3 Slingshot New Kolb 4,5 4 3,4 1 1 3 A 5 3 2 1 1 1 3 2 3,4 2 1,3 4 4 5 2,5 3 Spad Loehle 2-5 4 2-4 1 1 2 1,2 3 2 2 0 3 1 2 1 3,4 3 4 1 2 1 2 3 Sparrow Sport Special Carlson Aircraft 2-5 4 3,4 1 1 2,3 A 5 3 2 A 1 1 4 1 3,4 2 1,5 4 3 5 2 3 Sparrow Ultralight Carlson Aircraft A 1-3 A 1 1 2 3 1,5 3 2 A 1 1 4 1 2,4 1 1,3 4 1 1 2,3 2 Sport 1000 M-Squared A 1-3 A 1-3 1,3 2,3 1,2 3 1 1 1 1 1 1 2 1,4 2 1 2 1 1,3 2,4 3 Sport or Sprint I Quicksilver Mfg. A 1-3 A 1-3 1,3 2 1,2 3 1 1 1 1 1 1 2 1,4 2 1 2 1 1,3 2 2 Sprint 1000 M-Squared A 1-3 A 1-3 1,3 2 1,2 3 1 1 1 1 1 1 2 1,4 1 1 2 1 1,3 2 3 Stinger S-17 Rans 2-5 4 2-4 1 1 2 1,2 4 3 1 1,2 1 1 1,2 2 2,4 2 1 4 2 1,3 1,2 3 T-Bird I Golden Circle A 1-4 A 1-3 1 2 A 3 1 2 1,2 1 1 2,3 2 2,4 1,2 1 2 1 1,3 2 3 Talon Sport Flight 2-5 4 2-4 1-3 1,2 2,3 1,2 4 1 2 1,2 1 1 2 2 2,4 1,2 1 2 2 1,3 2 3 Thunder Gull J Earthstar Aircraft 2-5 2,3 2-4 1 2 3 A 4 5 2 3 1 1 4 2 2,4 1,2 1,5 1 3 5 2,4 3 Tornado Titan 2-5 2,3 2-4 1-3 2 3 A 5 5 2 3 1 1 4 2 2,4 1,2 1,5 1 3 5 2,4 3 Weedhopper Weedhopper USA A 1-3 1-3 1 1 2 2 2 1 2 0 1 1 1 1 2,4 3 1,4 2 1 1,3 1,2 1 Two Seaters Airaile S-12 Rans 2-5 2,3 3,4 1 1 2 A 5 3 1 A 1 2 3,4 2 1,3 1,2 1,7 4 2 1 2,5 3 AirCam (twin engines) Leza-Lockwood 5 4 4 1,3 A 2,3 1,2 5 1+4 1 A 1 3 2 2 3,4 1 1,9 1 1 5 2,4 5 Aventura II Arnet Pereyra 2-5 3,4 3,4 3,5 3 2 1,2 4 1 2 A 1 2 2 2 2,4 2 1,7 2 2 1 2,4 5 Beaver ASAP 2-5 2,3 3,4 1,3 1 2 1,2 4 2 2 1,2 1 3 2,3 2 1 2 1 2 2 1 2 3 Capella Capella Aircraft 2-5 3,4 3,4 1 1,2 2,3 A 5 5 2 A 1 2 4 1 2,4 1 1 4 3 5 5 4 Challenger II Quad City 2-5 2,3 3,4 1,3 1,2 2 A 4,5 1,2 1 1,2 1 3 3 2 1,4 2,3 1 2 2 1,3 1,2 1,2 Chinook Plus 2 ASAP 2-5 3,4 3,4 1,3 1,2 2 A 4 2 2 1,2 1 3 3 2 3 2 1 2 2 1 2,4 3 Classic Fisher 2-5 3,4 3,4 1 1 2 1,2 5 4 2 0 3 3 2 1 2,4 2,3 4 2 2 1,3 2 2,3 Coyote II Rans 2-5 2-4 3,4 1,3 1,2 2 A 5 1,2 1 2,3 1 2 3 1 1,4 1,2 1,7 4 3 1 4 4 Drifter XP503/Super Leza-Lockwood 2-5 3,4 3,4 1,3 1 2 1,2 4 1 1 1,2 1 3 2 2 1,4 2 1 1 2 1,3 2,4 4,5 FireStar II New Kolb 2-5 3,4 3,4 1,3 1 2 1,2 5 3 2 2 1 3 3 2 1,4 2 1 4 3 1,2 2 3 Flightstar IISL & IISC Flightstar 2-5 2,3 3,4 1,3 1,2 2 A 4 1 1 1,2 1 2 2,3 1 1,4 1,2 1,7 4 2 1 2,4 4 GT500 Quicksilver Mfg. 2-5 2,3 3,4 1,3 1,2 2 A 4 1 1 2 1 3 3 2 2,4 1,2 1 2 2 1 2,4 5 Hawk CGS Aviation 2-5 2-4 3,4 1,3 1,2 2 A 5 1,2 2 2 1 3 3 2 1,4 2 1 2 1 1 2 4 Hornet U.S. Light Aircraft 2-5 2,3 3,4 1 1,2 2 1,2 5 2 2 1,2 1 3 2 2 3,4 1,2 1 2 2 1 2,4 4 Mark III New Kolb 2-5 3,4 3,4 1,3 1 2 1,2 5 3 2 1,2 1 2 3 2 1,4 2 1 4 3 1,2 2,5 3 * Revelation Slipstream 2-5 2,3 3,4 1,3 1,2 2 1,2 4 1 2 1,2 1 2 2 2 2,4 2 1,7 2 U U 2 3 SkyWatch Legend Lite 2-5 2,3 3,4 1,3 1 2 A 4 2 2 2 1 3 3 2 3 2 1 2 2 1 2 4 Sport or Sprint II Quicksilver Mfg. 2-5 2,3 3,4 1,3 1 2 1,2 3 1 1 1 1 2 1 2 1,4 3 1,7 2 1 1,3 2 3 Talon XP Sport Flight 2-5 3,4 3,4 1,3 1 2 1,2 4 1 2 1,2 1 3 2 2 3,4 2 1 2 2 1,3 2 3,4 T-Bird II Golden Circle 2-5 2-4 3,4 1,3 1 2 A 3 1 2 1,2 1 2 3 2 2,4 2 1,7 2 1 1,3 2,5 4 ThunderGull (2 models) Earthstar Aircraft 2-5 2,3 3,4 1 1,2 2,3 A 5 5 2 A 1 2,3 4 2 3,4 2 1,7 1 3 1,4 2,4 4 Tornado Titan 2-5 2,3 3,4 1,3 1,2 2,3 A 5 5 2 0 1 3 4 2 2,4 2 1,5 1 4 5 2,4 3,4 Ultra Pup Preceptor 2-5 3,4 3,4 1,3 1,2 2,3 A 5 3 2 2,3 1 3 3 1 3,4 2 1 4 3 1,2 2,5 4 X-Air Rand Kar 2-5 2,3 3,4 1 1 2 A 3 1 2,3 2 1 2 3 1 3 2 1,7 2 2 1 2 3 Trikes (includes 1- and 2-place) Aerotrike Safari Rainbow 2 5 1,3 1 1,2 2 1,2 1,2 1 2 1,2 4 3 1 2 3 2 2 3 1 1 2,4 3 Antares 447, 503, 582 Aeros 2 5 1,3 1 1,2 2 1,2 1,2 1 2 1,2 4 3 2 2 3 2 2 3 1 1 2 3,4 Buggy Air Creation 4 5 3 1,4 1,2 2 1,2 1,2 1 1,2 1 4 1,3 2 2 1 1 2 3 2 3 2 4 * DFS (convertible) Spartan 4 5 3 1 1 2 2 1,2 1 2 1 4 1 2 2 3,4 2 2 3 U 3 3 3 Edge AirBorne 2 5 1,3 1 1,2 2 1,2 1,2 1 2 1,2 4 3 2 2 3 2 2,8 3 1 1 2 3 Maverick North Wing 2 5 3 1 1 2 1,2 1,2 1 2 1 4 1 2 2 3,4 2 2 3 3 1 2 2 Phase II Cosmos 2 5 1,3 1,4 1,2 2 1,2 1,2 1 1,2 1,2 4 3 2 2 1 2 2,8 3 1 1 2 4 * Quantum Pegasus 2 5 3 1 1,2 2 1,2 1,2 1 1,2 1,2 4 3 2 2 2 1 2 3 U 1 2,5 3 Racer (w/ XP11 wing) Air Creation 4 5 3 1,4 1,2 2 1,2 1,2 1 1,2 1 4 1 2 2 1 2 2 3 3 3 2 2 Sabre Elite Sabre 2 5 1,3 1 1 2 1,2 1,2 1 2 1,2 4 3 1,2 2 1,4 2 2 3 1 1 2 2,3 Samba Cosmos 4 5 3 1 1 2 2 1,2 1 1,2 1 4 1 1 2 1 3 2 3 3 3 3 3 SkyCycle Lookout Mtn. F.P. 4 5 3 1 1 2 2 1,2 1 2 1 4 1 1 2 3,4 3 2 3 3 3 3 1,2 * Tukan Kemmeries 2 5 1,3 1 1 2 1,2 1,2 1 2 1,2 4 3 1 2 3 2 2 3 U 1 2 2 Powered Parachutes Discovery 582 Para-Ski 1 5 1 1 1 1 1,2 1,2 1 2 1,2 5 3 1 2 3 1 2 3 1 1,2 2 4 Falcon 582 Buckeye 1 5 1 1 1 1 1,2 1,2 1 1,2 1,2 5 1 1 2 1 2 2 3 1 1,2 2 3 * SkyTrike Daiichi Kosho 1 5 1 1 1 1 1,2 1,2 1 2 1,2 5 1 1 2 3 3 2 3 U 3 3 2 Powered Hang Gliders * Mosquito Swedish Aerosport 4 5 3 0 1,2 2,3 2 1 1 2 0 6 1 0 2 3 3 2 3 U 3 3 1 NOTES: (1) This list is mostly limited to aircraft evaluated by Dan Johnson due to the restricted time available before deadline and the author's desire to present first-hand information. Aircraft not yet evaluated are marked with a "*" symbol. The list was further shortened by eliminating some models which are very similar to a model listed here. Some models no longer in manufacture were also deleted. Many other fine aircraft are available and should receive the buyer's consideration; refer to guides found in AeroCrafters, Ultralight Flying!, Kitplanes, or Flyer for further information. On-going efforts to add to this list and to include models not yet evaluated (but therefore with some responses not completed in the interest of fairness and honesty) will be featured online at www.ByDanJohnson.com (2) Models listed alphabetically. Model names use a name that best identifies this model and may not conform precisely to factory name. (3) Brand names shortened as possible. Brand names can change when companies buy or sell designs. (4) Team brand aircraft are included, however, the company is in reorganization at this time and continued production is not certain. DISCLAIMER: This chart is intended to be only one part of investigation prior to making a purchase and cannot assure any pilot will be successful and safe while operating any aircraft. It represents the opinions and observations of the author and may not provide definitive advice for all buyers. Seek other sources of advice as well. Chart will be updated online at www.ByDanJohnson.com/BuyChart as possible.

FACING THE BUYING DECISION, PART II Last time we discussed the pilot (you!); this time we discuss the many types of aircraft choices you have. In the last installment, we'll put these together and help you narrow your choices to a few models. What Kind of Pilot Are You? Let's just say you actually know yourself. While this sounds like a comment that deserves a "Duh!" response, don't be too quick to judge. If every pilot or buyer of aircraft knew what they needed or wanted, my job would be easier. But it isn't so. Most pilots know something about what they want, but many don't have enough information to make the best decision. Some readers are "experts." A good many ultralight or light plane enthusiasts have been around long enough and owned enough variety of ultralights to know what they like. These veteran sport aviators represent a lot of combined experience. If you're new to ultralight flying, I strongly encourage that you seek out local experts. They can be your very best source of information because they know you. (However, as I reminded you last time, remember that anybody selling any aircraft -- whether their own or one they represent -- has a bias that you must not overlook. This does not mean their advice isn't worthy, but you must consider their position.) Be Honest with Yourself The subject of who you are, pilot-wise, was discussed in the first installment of this three part series on buying an ultralight or light aircraft. If you are new ultralight pilot, you should start there (see Experimenter, August 1999, page 7). To make this second installment more useful, I will refer to categories raised in the first series. I'll try to remind you of the pilot part of the decision as I attempt to show specific makes and models that address what YOU, the pilot, wants or needs. (Though it will be helpful for you to read the first article, it isn't mandatory.) In the concluding third installment, I'll try to put it all together... that is, I'll try to link you up with a few of your best choices of ultralights. This information will be no better than the accuracy of your own answers about yourself and the type of ultralight or light plane you want or need. That is to say, if you are true to yourself when you go through the first two article installments, the third should help you narrow your choices to a few aircraft. If you fool yourself, you'll fool me, too, and all bets are off as to the quality of my advice. Fair enough? Choices, Choices, Choices Ain't America great? Your problem is trying to choose between many aircraft that might serve your desires. Around the world, most people don't have this problem. For many reasons, from cost, to regulations, to lack of availability, most people who might like to fly ultralights or light planes can't do so. We're lucky indeed. Our big challenge is to pick the RIGHT airplane from a rather long list. In order to keep this series of articles shorter and more readable, I will present about 80 choices among aircraft. The total list is at least twice that many and can approach three times that many depending on how you decide what qualifies. I've deliberately limited the number of aircraft that I'll refer to in this second installment. I am not excluding other designs because they are the wrong choice. Instead I will refer to only those with which I've had direct, first-hand experience, and those which have found a recognizable share of the American market. If I were able to update this series of articles, I would add a few new designs each year and eliminate some that have dwindled in popularity or disappeared outright. I have also ignored many excellent international brands. Europe is particularly is rich in designs Americans have never seen. Most buyers don't want to be the importer as it carries extra duties and we have plenty of choices here in USA. So, I've left out virtually all international brands that are not actively represented here. Even some Canadian designs aren't discussed unless they enjoy a visible presence in the U.S. market. If you own or represent a brand that didn't get mentioned, please don't feel slighted. The article simply had to be limited in size and I used my judgment as to the brands and models in which I perceive the greatest interest by the flying community. If you are reading this article much after the end of 2000, it is surely dated. So, Up We Go One more point bears explaining. In the following seven categories, some aircraft qualities deserve mention in more than one category. Trying to keep the article shorter, I did not cross index between categories. For example, under "Type of [Pilot] Experience," no mention is made of three-axis versus weight shift control as that discussion appears under "Personal Preferences." Question 1 - Depth of Experience: - Beginners - Those trading up - Those transitioning from other aircraft types Fortunately, most ultralights and light planes can be handled by relative beginners. A few are clearly "move up" models, but less than you'd think. For those just starting in ultralight flying, a few brands stand out in my mind. Among basic kits, beginners may focus on Aero-Lite 103, Sparrow UL, Hawk, FP606, T-Bird I, Challenger, GT400, and Quicksilver Sprint or Sport. One defining quality of these choices is that, besides have very straightforward flight characteristics, they are all tri-gear (or available that way) because tricycle gear brings the simplest landing qualities. I did not include any trikes or powered parachutes. For most U.S. pilots trikes will require trike instruction and it isn't uniformly available. Conversely, while powered parachutes are primarily bought by newcomers (70% non-pilots according to market leader, Buckeye), they don't all employ standard control characteristics. Powered parachutes make good starter aircraft but they may not prepare you well for other aircraft types. For most beginning pilots, the conventional flying, three-axis, tri-gear models may be the best all-around choice. Certainly, however, if the look of trikes or powered parachutes interests you, you should pursue them if instruction is available. Since America is a big country and since aviation is not a huge enterprise, you should be prepared to travel to obtain instructions. Flying from one part of the country to another to get the best training is not a bad idea because it may not take too long. A one week vacation -- say in Arizona or Florida where the weather is generally good -- may be enough to get you to solo. This is not true in general aviation where weeks or months may be required. Once you've soloed you should join a local club where you can get further feedback and advice while you build your skills. For those with some background and ready for a move up from the above designs, a few that may be interesting include Champion, Javelin, Thunder Gull, Sky Raider, Hurricane, Slingshot, Phantom, S-9, S-14, the Talon, Kitfox Lite, Hiperlight, or Tornado. Pilots with time logged in simpler ultralights may want to make the jump to a trike for several reasons including portability, performance, utility in several ways, or just to have something different. Those with specialized interest may also want to consider Aventura -- or any number of ultralights on floats -- for water-based flying. Others may want the look of old-time aircraft and they can examine several models from Fisher, Loehle, or others. General aviation pilots used to Cessnas and Pipers may be best advised to stick with aircraft offering conventional controls, tri-gear, and faster speeds as these will most closely match what they're used to flying. However, some GA pilots are looking at ultralights to do a different kind of flying. Many airline jockeys fly ultralights because they're fun. A piece of advice for any GA pilots is to get at least some ultralight instruction. Your Cessna or Piper (or airliner!) will not fly like these light machines. Ultralight takeoffs seems sudden, climb angles are steeper, roll rates are slower, the openness of a cockpit (or lack of side fuselage) may throw these pilots, and stalls feel the same but don't lose nearly the same amount of altitude. Questions 2 - Type of Experience - Cross-over Factor (UL to GA or reverse) - Amphibious or Float-Equipped - Taildragger Immediately, you can perhaps see how the categories overlap. Your background of experience affects your purchase. A general aviation pilots with thousands of hours can be expected to make the transition to an ultralight or light plane relatively easily. Or is that true? It depends on attitude, too. A 7,000-hour pilot with a closed mind will struggle to make an ultralight do what his Bonanza did, and he may not succeed. However, a 100-hour newly licensed Private Pilot may be more receptive to the transition process. If you like "how it has been," you should stick with something common to your experience. GA pilots may want to stick with the Champion, FireFly, FireStar, Kitfox Lite, Stinger, miniMax, Air-Bike, or Drifter (if they have taildragger experience) and the Aero-Lite 103, Sparrow, Hawk, T-Bird, Airaile, or Tornado if not. Clearly your background influences what type of control system you prefer. Someone with extensive three-axis experience may not want to learn weight shift, however fascinating that method may be. Many pilots don't want to go through the beginner process again, an understandable though limiting attitude. Conversely, those who start in powered parachutes may never choose to try conventional three-axis ultralights. By now, you may have cleverly observed that I've omitted many two seaters. Some GA pilots are looking at ultralights because they can keep flying after losing their medical. Others still have licenses and want two seats. The former group will be happy to find many good choices of Part 103-capable ultralights but you need to ask questions of the manufacturer to assure your particular aircraft will make the weight (usually the toughest requirement to fulfill). Licensed GA pilots who want two seaters might consider the Beaver, Capella (with tri-gear), Hawk, Thunder Gull, Flightstar, Challenger, Coyote II, Revelation, Mark III, X-Air, Tornado, or Hornet. Two seaters meeting an alternative interest for modern GA pilots include the Fisher Classic biplane, Preceptor, Aventura II, Drifter (2-seater), or open-cockpit Quicksilver or Sport 1000. Some licensed GA pilots will want the "ultimate ultralight," the twin-engined Air Cam, but such an aircraft will generally be bought only by knowledgeable pilots. Floatplane flying is a highly desirable activity that actually works better in ultralights or light planes than in general aviation (because it's much less hard on the airframe). If float flying interests you, many choices await you because most manufacturers have added straight or amphibious floats to their planes and even some trikes. Only the Aventura is a successful amphibian-hull lightplane and other choices demand a conversation with factory personnel to determine advisability of float operations. If the manufacturer has no experience to offer, then you'll be the "test pilot," a job most of us don't want. Taildraggers are also different in ultralights and light planes. They are generally easier to handle than general aviation taildraggers. The reasons are slower speeds at takeoff and landing plus flatter deck angles. The easiest taildraggers I've flown -- requiring almost no transition -- include the Hawk, FP202 and 404, Sky Raider, FireFly and FireStar, Parasol, Stinger, Talon, and Air-Bike. Question 3 - Personal Preference - Physical (entry, seating, dimensions) - Open or Enclosed - Part 103 or Trainer - Building Evaluation - Uniqueness factor (see genre) - Maintenance Availability - Features & Systems (laden or spartan) - Genre (Vintage, Modern UL, Unconventional UL, GA-like) - Control (3-axis, Weight shift, Other) - Storage Features (Folding Wing, "Unplug," Tear Down, None) Now we have to get personal. In truth, we won't get too personal here, but you must remember an article like this cannot address each reader on a personalized basis. For those with disabilities or other physical restrictions, entry/exit ease are genuine considerations. Those that are easier include the Aero-Lite 103, Javelin, Hawk, Sky Raider, T-Bird (without doors), Drifter, FireFly or FireStar, Dragonfly, Challenger (without doors), GT400, Quicksilver, Sport 1000, and Stinger. Many otherwise fine airplanes can be tough to get in without twisting and turning. More challenging aircraft to enter/exit include the Mitchell Wing, Thunder Gull, Hurricane, some Loehle models, Phantom, and Tornado. If you're quite large, you may want to pay particular attention to any tandem two seater as they offer the most elbow room. A few aircraft seem built for big folks including Challenger, Hawk, T-Bird, Drifter, Talon, Beaver, Chinook, SkyWatch, Revelation, AirCam, Hornet, at least the front seat of most trikes, and virtually every powered parachute. One of the easiest separations you can make involves the openness of the cockpit. Flyers with experience only in enclosed cockpits may not want the open quality of many ultralights. Even those with windscreens and nose pods may not offer enough protection for the inside crowd. You must judge for yourself whether an aircraft meets your need in this area. All I would add is to reconsider your attitude; open cockpit flying in a slow-flying ultralight can be a thing of joy. One way to help you differentiate is to eliminate faster flying aircraft that are not enclosed. If you've lost your medical, you need a Part 103-compliant ultralight. Even those so advertised don't always make the grade and especially this is true of the buyer (you) loads the plane up with accessories. If an ultralight qualifies with a Rotax 447 or 2si 460F-35 engine, it may not qualify if you take the Rotax 503 option. Some models claim they make Part 103 definitions by using the Rotax 277 engine that is only available on the used market. However, some manufacturers have worked hard to assure a powerful airplane meets FAA requirements. Some good examples are the Aero-Lite 103, Javelin, Hawk, T-Bird, Hurricane Ultra 103, Firefly, Phantom, N-3 Pup, Challenger UL, MX Sport and Sprint, Kitfox Lite, Hiperlight, Max 103, Weedhopper, and several single place trikes or powered parachutes. Those willing to become instructors approved under the EAA, ASC, or USUA programs can fly a large number of two seaters under the exemption to Part 103 but these aircraft are to be used for instruction only. All others require N-number which demands a valid FAA license with current medical. You'll have to judge for yourself if you are a builder or a build-to-fly buyer. If you like building, nearly all doors are open to you except you may not want the quick kits. The rest of us who would really rather fly than build may want to focus on the fastest kits. I'm not a builder myself, but having spoken to many builders I think I can label the following group as among the easiest (though this list is not comprehensive): Aero-Lite 103, Mitchell Wing, T-Bird, Hurricane, Phantom, Challenger, GT400 and MX series, Sport 1000, and Stinger. The Aero-Lite 103, Stinger, and the Kitfox Lite are available as fully factory built, in a surprisingly rare situation allowed under Part 103. Some other companies are willing to fully build one of their 103 models for you at additional cost. In addition, if you read their literature closely you'll find many kit companies offer fast-build options that can hasten your first flight, of course, at extra expense. If you want something unique, you have two obligations. First, page through one the industry buyer guides to see what strikes your fancy. Secondly, visit airshows, read magazine reports, and scan the too-rare industry surveys to see what is common or unusual. Rather than try to be different, I recommend you merely stick with a concept you like and don't worry about others who have them. Also remember that the more scarce a plane is, the harder it may be to get it serviced. Uniqueness comes with a price. If you don't want to do your own maintenance (like me), then you have a different challenge. Forget uniqueness. What you want is probably commonplace like the Quicksilver MX series that almost anyone might help you maintain or repair. Other than this one brand, the next most likely choice will be an aircraft sold by a local dealer who offers service. Given good local support, you can use this article to pick the best choice among those offered by your nearby aircraft representative. Engine and instrument (though not airframe) maintenance can be conducted by long distance but you must add down-time for shipping. If you must have a Part 103 aircraft, get used to one with few optional features. With few exceptions, a 103 definition ultralight will be quite spartan to stay within the 254-pound weight limit (not including weight allowed for emergency parachutes or floats). However, some single place trikes or powered parachutes will allow you to add accessories as you like. Look for empty weights in the 200-240 pound range and don't expect to find many. If you are motivated by specialty, niche, or genre aircraft, then you must spend some time looking at buyer guides or going to airshows. These airplanes will identify themselves to you by their appearance and since this is a highly personal category, I have little to offer. You must use other criteria to narrow your choice to the perfect nostalgia, aerobatic, soaring, or other special aircraft segment. In the area of control characteristics or handling, we have another intimately personal area. What is good for one pilot is bad for another in so many cases that it does not pay for me to try to advise you. However, some easy selections are available. If you want three-axis, you're in luck. We have many. The trouble is, they aren't all identical in control characteristics. For the most conventional of three-axis handling, I suggest you stick with the Aero-Lite 103, Beaver, Chinook, Capella, Aventura, any Flightstar model, Sparrow, Hawk, Thunder Gull, any Fisher airplane, Sky Raider, Hurricane, any Kolb, any Loehle, Phantom, N-3 Pup, GT-400, Coyote, Kitfox Kite, Talon, X-Air, Air-Bike or miniMax, Hornet, or Tornado. Even some of these won't seem exactly like a general aviation airplane mainly as the speed ranges are lower where control surfaces act somewhat differently. Aircraft with clearly different handling qualities include all trikes, all powered parachutes, the Mitchell Wing, many float planes, the Dragonfly, Weedhopper, and, of course, all forms of foot-launched powered paragliders or powered hang gliders. Some otherwise conventional-flying aircraft give you an unusual perspective. For example, in the Drifter, Thunder Gull, Talon, Tornado, or Stinger, you sit so far out in front of the wing that you have less references and this may affect some pilots negatively. Conversely, for someone seeking "something different," this forward seating may fit the request. Finally in our personal category, your needs about storage of the aircraft can help you choose. Those with full-sized, wide-door access hangars at airports can choose anything. However, many people interested by ultralights want to hold costs down and other storage options can help. Aircraft with quick-folding wings include the Champion, Sky Raider, N-3 Pup, Kitfox Lite, Air-Bike, Flightstar, any Kolb, RANS models that can use their folding wing retrofit kit, all trikes, all powered parachutes, all powered paragliders, and powered hang gliders. In many cases the folding operation can be done by one person. Virtually any ultralight can be disassembled in 45 minutes to hour, sometimes less. But these efforts require bolt unthreading and packing efforts to transport them safely. Usually two or more persons are needed. The Mitchell Wing folds in somewhat more time and unconventionally but can transport well in that mode. Trikes and powered parachutes can sometimes be carried two or more to a vehicle. Question 4 - Usage - Local and Short XC - Longer Cross Country - Water-based (Ski-based) - Soaring - Training - Other Work Purpose If you want to enjoy flying within, say, 50 miles of your home field, then just about any ultralight or light plane can suffice. Few are too fast for such "limited" use. In fact, this is how most ultralights are used, according to industry surveys. Those who want to go farther need either more patience and time or a faster aircraft. Part 103 machines are limited to 63 mph at max rpm, but others can run away. Swifter ultralight-type aircraft include Thunder Gull, S-9, S-14, Tornado, Capella, Coyote, and Hornet. Many can operate in the 70-90 mph range, but some cannot. The slower range of ultralights include the Aventura UL, Sparrow UL, FP202, T-Bird, FireFly, Drifter, Breese, Dragonfly, GT400, Quicksilver MX Series, Kitfox Lite, Max 103, Weedhopper, single-surface wing trikes with smaller-engines, plus all powered parachutes, paragliders, and hang gliders. While most ultralights could be fitted with floats, you'll need to speak to the manufacturer to find out how much development has been done on which models. However, some aircraft have long histories of successful float operations, including the Aventura (1 and 2-place) models, Hawk, T-Bird, FireStar and Mk. III, Drifter series, Challenger (1 and 2-place) models, GT-400 and 500 plus all Quicksilver models, Kitfox, Tornado, Beaver, Chinook, and Flightstar. Air Creation and Cosmos have both developed floats for trikes. While powered parachutes generally aren't used with floats, Canadian maker ParaSki has flown this way. Question 5 - Weather - Wind Velocity Restrictions - Crosswind Restrictions - Temperature As ultralights evolved from the simplest early models, they gained weight and used larger engines. Today the average ultralight can zip along at faster speeds and has crisp enough control to better handle windy conditions. Virtually all models can be handled by experienced pilots in winds of up to 20-25 mph without undue difficulty -- though most flying is conducted well below this wind speed. In many cases gusty conditions are more challenging as some ultralights respond more slowly to control input (party a function of the slower speeds compared to general aviation aircraft). Some aircraft are simply more fun below the 20-25 mph windspeed level and these might include Aero-Lite 103, Mitchell Wing, Aventura, Sparrow UL, FP202, 404, and 606, T-Bird, Parasol, Air-Bike, and Weedhopper. A factory pilot could still fly these planes in stronger conditions. In fact, the bigger issue is crosswind operations. Most trikes -- at least those with double surfaced wings -- are fine in stronger winds as long as a heavy crosswind isn't part of the conditions. In fact, trikes handle windy, gusty conditions as well or better than most fixed wing designs. Powered parachute and paragliders are definitely low-wind aircraft, far below 20-25 mph. However, most hang gliders can handle winds without much problem and because powered hang gliders are foot landed, they don't face much problems with crosswinds either. If you live in a cold climate, you can either stop flying in winter or rely on good clothing and an enclosure on your plane. Its easy to eliminate the open cockpit airplanes but others are harder to judge. Of those with a windscreen and nose pod (therefore the somewhat warmer variety of ultralight), some don't lend themselves to fuller enclosure or can't afford the extra weight under Part 103. These include Aero-Lite 103, Javelin, Hurricane, Firefly, Drifter, Parasol, Dragonfly, Quicksilver MX series, Stinger, Air-Bike, Weedhopper, Revelation, AirCam, all trikes, powered parachutes, powered paragliders, and powered hang gliders. Moving out of Part 103-compliant aircraft, you have many more choices to address issues of weather and the next category involving performance requirements at your home field. For example, most two seaters do offer full or at least more-full enclosures. Question 6 - Locale - Elevation/Humidity (Density Altitude) - Runway/Approach - Populated or Sparse Any lower-powered ultralight that cannot sustain at least a 500 fpm climb rate is not a good candidate for high elevation, high heat, or high humidity climates as these density altitude factors further cut performance. Remember, most ultralight or light plane manufacturers operate nearer to sea level and state performance figures at lower elevations. Be suspect of any Part 103-compliant ultralight that relies on a single cylinder, low-horsepower engine in order to squeeze under FAA's weight limit. I find nothing wrong with these airplanes, but in Denver you may find climbout too slow for safety. Among those Part 103 aircraft that should do well are those with more powerful engines including Aero-Lite 103, Hawk, Hurricane, FireFly, Phantom, Challenger, MX Sprint or Sport, Kitfox Lite, Air-Bike, Max 103, Weedhopper, (and trikes) Fun Racer, Cosmos Echo, Tukan, Maverick, (and powered parachutes) Eagle 503, Falcon 582, High Flyer, ParaCycle, and Parascender. Essentially all the above applies when considering runway length and approach. The lower-powered ultralight may be able to land incredibly short, but could consume more of a takeoff run, especially if your chosen runway has a little upslope to it or long grass on it. A machine with apparent deficiency on the uphill turf strip can do fine at a sea level hard-surface airport. The issues of how remote your flying area is may allow lesser powered aircraft to add to the above list. Or in another example, those who want to soar may want greater distance from regulated airspace. Question 7 - Affordability - Materials - Build Time - Imported - Used If you are more oriented to building than buying, you may want to work with certain materials, perhaps mediums with which you are personally familiar. Those more intent on flying than building may want the faster build materials regardless of which type they are. Within two groups, I can see four basic types of materials. In the airframe group you have bolt-together aluminum, welded steel, wood, and structural metal (stressed skin). In coverings, you have dope-and-fabric, sewn Dacron, and metal or fiberglass. These two subgroups can link together to produce faster build kits, medium build kits that are highly personalizable, and more intensive kits that may feature special capabilities or longer life. Examples of the faster build kits include those listing less than 100 hour build times, such as Mitchell Wing, Aventura UL, Javelin, T-Bird, Spad III, Breese SS, some Challengers, Quicksilver Sprint and Sport plus their two-place versions, Weedhopper, some Flightstars, Revelation, X-Air, nearly every trike model both one- and two-place, every powered parachute, powered paraglider, and powered hang glider. Those in the 100-200 hour range are still relatively faster builds but may include dope-and-fabric aircraft for which painting finish work can consume many hours. These medium-fast build aircraft include Champion, Hawk, Thunder Gull, Flightstar, Hurricane, Drifter, Dragonfly, Phantom, some Challengers, GT400/500, Coyote, Airaile, Kitfox Lite (though see next paragraph), Talon, Air-Bike, Beaver, Chinook, SkyWatch, and Sport/Sprint 1000. Those in the longest build time categories include Sparrow, most Fisher airplanes, most Kolb designs, most Loehle aircraft, N-3 Pup, many RANS models, most TEAM models, Tornado, AirCam, and Hornet. The above lists omit some viable factory-built options such Aero-Lite 103, Kitfox Lite, Stinger, and the only certified aircraft in this group, the GT500, plus any custom factory-built offerings. If an importer was available for all of them, the rest of the world produces some fascinating aircraft. However, without someone dealing with the intricacies of importing, most won't be available. Among ultralights and light planes, the main work of importers covers trikes and powered paragliders. Most of these choices are imported. During 1999 we saw other Yankee entrepreneurs starting to import some fixed wing models but future market presence cannot be determined at this time. Powered parachutes seem to be an American phenomenon. Of course, the most of all choices will come from used aircraft rather than new, and this segment will make up a lot of all sales. With a used aircraft, building is unimportant except as it applies to repair effort. Material content is only important for repair considerations and longevity. Many articles have been written to advise buyers of used aircraft but this is not my focus. Fortunately much of the information in this series of articles will still apply to choosing the right used aircraft. Last Installment In our final edition of "Facing the Buying Decision," we will attempt to put the information together from the first two installments. We've discussed you and your personal preferences (first article, Experimenter August 1999). We just finished a review of which aircraft types tend to serve which pilot preferences. In the final version we'll try to tell you how you can select a few models that fit your needs. Keep reading Experimenter, and please train or fly safely.

WANT TO BUY A LIGHTPLANE? Task Can Be Daunting, Yet Rewarding I'm one lucky pilot. I love airplanes and get to fly more of them than the average sky jockey. Writing pilot reports for several magazines has given me the opportunity to fly about 250 different aircraft in the last 23 years. This makes me a "Master of None" type of pilot (except in my own planes) but does give me a feel for the huge variety of light airplanes you can buy. The choices are fantastic. Counting the whole world of sport aircraft, you can have just about anything you want| and that's the problem. What to buy? TRYING TO HELP At every airshow I attend, and through phone calls between airshow, pilots often make a request: "You've flown all these lightplanes, which one should I buy?" Frankly, the question makes me uncomfortable. While I appreciate the feeling of confidence some pilots place in my experience, telling someone what to buy is a sure way to be considered wrong eventually. I usually know too little about the pilot asking the question to give a good recommendation. Organizations like EAA pride themselves in offering helpful services to their members. They receive phone calls asking for counsel in selecting a lightplane. EAA's man-on-the-job is Tim Boggenhaggen (SPELLING?), and he also struggles to answer pilot's purchase questions. IT'S NO SURPRISE If you've attended one of country's major airshows -- the kind with row upon row of commercial exhibitors showing their shiny new airplanes -- you know how tough it can be to reduce the number of choices to the one best selection for you. With over 100 different models to choose between at a show like Sun 'n Fun, you can easily find two or three airplanes that grab your interest. How can you intelligently select the one best airplane? Before you think this article may answer the question, think again. This is a tough task and it is a highly personal one. What's best for me may not be the least bit appropriate for you. As an example, my personal lightplane is an ultralight single seat trike with a hang glider wing on it. The odds are high that your choice is or will be different than mine. Rather than recommending a specific aircraft, my task here is to try and offer some guidance, not telling you what you should buy, but rather how to make the decision. The worst thing I can do is point to one model and say, "There, go buy that one." Like a weather forecaster, I know I'd be wrong unless I got lucky. Buying a lightplane shouldn't depend on luck. Here's one vitally important realization I've come in giving advice on what lightplane to buy: You may not be trying to decide which aircraft to buy so much as trying to decide which ones NOT to buy. To paraphrase fictional detective Sherlock Holmes, "After you have eliminated all the clues that are not useful, the one you are left with, however improbable, must be your answer." The point is that if you eliminate all the aircraft that don't answer your needs, the smaller number of aircraft that can satisfy you will make for an easier decision. Buying an airplane, like many products, can be a process of elimination. In my evaluation flying, I try to find both positives and negatives in any airplane. Having negatives doesn't mean a plane is bad. It only means that some quality or qualities about any airplane may not please all buyers. For example, an open cockpit on a lightplane that flies fast -- perhaps because of an unusually powerful engine -- produces a wind blast which may be uncomfortable for some pilots. Yet other pilots might love the motorcycle-like sensation. Negatives are only negatives for some people. And my reporting of negatives doesn't condemn| it identifies. The articles I write are usually rather positive. That isn't because I think all these lightplanes are perfect. In fact, none are. I simply refuse to fly planes I think haven't been fully tested yet, or which are not ready for the market, or in which I don't have complete faith, or in which I have no experience (like rotor craft), or which may be so highly specialized that the majority of pilots won't want them. To use the Sherlock wisdom again, all the planes that remain -- that I have flown -- are probably good choices| for some pilots. However, my advice comes with no guarantees. I am not an engineer, my evaluations are not scientific, and I have made my own buying mistakes. DIVIDE AND CONQUER At first Experimenter editor Mary Jones and I felt this project would consume a few articles over several months. After a couple months of consideration, you can expect three editions in the series of How-to-Buy a Lightplane. In the next article I'll go through the many TYPES of choices you have, and in the final article I'll try to help guide you toward the plane that interests you. As stated above, I won't suggest a precise light aircraft for you, but I can make generalizations that have proven helpful in the past when talking to prospective buyers. In this first installment we'll discuss two important starting points: you, and the mission of your flying. Until we know more about each, trying to figure the best lightplane for you to buy is a like looking for that needle in the haystack while wearing a blindfold and gloves. As we look at the pilot -- that would be YOU -- honesty is mandatory. If you fool yourself and then buy an airplane, you'll probably be unhappy. To get more familiar with you, I'd like to ask a few questions: (1) What is your flying background? Answers might be: - none - novice pilot of any type - ultralight pilot of medium experience - experience with kit-built aircraft - low-hour general aviation pilot - experienced general aviation pilot - other light background, like powered parachute or hang glider ` - some combination of the above Note that I did not include "expert ultralight pilot" or any other kind of "expert pilot" as I doubt these individuals need or want any advice. They've already bought aircraft before, maybe several of them. The good news is that these experts may also be useful to you in making your decision. As with a doctor, you should always get a second opinion. Almost every airfield has a local expert and since you two may know each other, your resident expert may offer you the best possible advice. One caveat: Buyers must beware when asking advice from anyone selling an ultralight. Everyone needs to sell at one time or another, but when someone is selling they're motivated differently than someone giving advice with no financial stake. Go ahead, ask a seller to pitch you on his or her machine. But be smart enough to realize they are not unbiased. They want to make a sale. (2) How many hours have you accumulated, and in what kinds of planes? - Approximate amount in lightplanes - Amount in general aviation planes - Amount in other types - Do you have time in a taildragger? - Do you have time in a floatplane? If you want to stick with a aircraft similar to your experience, your choices will focus on this fact. Or a Cessna 172 pilot might want to try something different like trikes or powered parachutes (he'll need transition training). Pilots with more than 1,000 hours logged are widely considered to be experienced pilots. Although I accept this measurement, someone with 5,000 hours of military jet experience may be completely out of his league in a Part 103 ultralight. It simply won't feel the same even if it has a conventional control system. If you consider yourself experienced in anything but lightplanes, I encourage a couple hours dual in a lightplane similar to the one that interests you. You need do little more than take off and land repeatedly with a qualified instructor. Let me repeat one generalization I give any pilot asking my counsel. If you are still in training (even if this training is transition training from some other type of aircraft to lightplanes), don't buy anything! Wait until you are done with training. Your ability to make a better decision will be far better. And, in truth, after some training, you may decide lightplanes aren't for you at all. Therefore, another Dan Johnson maxim is, "All the training you can afford is worth it." If you pay for training and decide you hate lightplanes, think how much money I just saved you. Be realistic: lightplanes aren't for everyone, just like being a pilot isn't for everyone. (3) Other personal factors suggest answering questions like these: - Are you older or less physically able for any reason? - Do you live in a warm or cold climate? Do you like wind-in-the-face flying or do you prefer an enclosed cockpit? - Is your FAA medical still valid (and will it stay that way)? - Are you a very cautious pilot? - Are you a craftsman? Do you want to buy-and-fly, or build a kit? - Do you want "something different" than everyone else, or do you prefer a lightplane that is relatively common? - Will you do your own maintenance or do you hire it out? - Do you want your lightplane to have all the "bells and whistles," or do you want a "plain jane" aircraft? - Are you into nostalgia or old-time looks? - Must you have "conventional" three axis controls? Or can you accept other forms of control (as long as you judge them adequate)? - Do you prefer home or trailer storage of your aircraft (over airpark/airport storage)? Your response to the above series of questions can have a major impact on the aircraft you buy. Remember, we're still talking about you, the most important part of the airplane you buy. PHYSICALLY ABLE -- For example, if you have trouble wiggling your body into a cockpit surrounded by tubes or one that is very low or very high or steeply reclined, you can limit the number of choices somewhat. HOME CLIMATE/ENCLOSURE -- If you fly in colder climates (like I do) enclosures can extend the flying season a lot. They also take something away from the pure feel of light flight. Your enclosure preference can narrow your choices considerably. VALID MEDICAL -- Are you looking at ultralights to keep flying after losing a medical? Then you have two choices: fly a single seater meeting Part 103 or fly a two seater as a card-holding ultralight instructor| for instruction only. While a certain amount of single seat operation is reasonable for maintenance or to ferry to the student's location, the law says you must otherwise use this vehicle for instruction alone. This situation will cut your list shorter. LEVEL OF CAUTION -- Some aircraft are more demanding to operate and some are much easier. As performance increases, you often see a decrease in stability or ease of operation. Most novices and many veterans should stick with easy-to-fly machines and should remember why they got involved in this realm of flight. Being honest with this will help you eliminate some choices. BUILD OR NOT -- Building a kit is a burden to some and a joy to others. Some build to fly and others build to build. Therefore, the way a kit is assembled can be a determining factor in the purchase decision. UNIQUE OR COMMON -- Some like to be the only one with a certain aircraft or want the newest design available. Others value established designs, perhaps because parts and services are so available. This links with "Maintenance" next. In any event, this easily divides your choices further. MAINTENANCE -- If you're like me, you hire most services. If they're available for a certain aircraft (like a locally-manufactured kit) it might influence your decision. See "Unique or Common" above. WELL EQUIPPED OR PLAIN -- If you expect to have a well-equipped aircraft and stay within Part 103, you'll really limit your choices to a couple conventional kits, light trikes, or light powered parachutes that can make the grade with some deluxe features. If you can accept spartan equipment, you have many choices of 103 aircraft. If you want it loaded with gear, you can still narrow the choices by several factors (like panel space). VINTAGE OR SPECIALTY -- Lightplanes are very good at emulating the look of yesteryear in aviation. Light was "in" in the '40s as it is again today so the aircraft can easily resemble one another. While you have several good choices, you also eliminate others with this preference. CONTROL PREFERENCES -- Many licensed pilots with conventional training prefer to stick with conventional three axis. You should not expect precisely the same feel due to lighter weights and lower speeds, but if you cannot see yourself adapting to another system (like weight shift, powered parachute flying, of rotor), then you'll eliminate a few choices. STORAGE NEEDS -- Some pilots don't have access to hangars, have other space limitations, or like to travel with their planes. Aircraft which do or don't break down or which fold can further reduce your list of possibilities. MISSION PROFILE The military and corporate aircraft sellers like the phrase "mission profile." This is simply jargon for: "What do want your aircraft to do for you?" It is just as important for lightweight flyers to ask this question. Light aircraft cost less than heavy ones and require less maintenance, but they may focus tightly on a particular kind of flying. Focus is good as an aircraft can then excel at a certain type of flying, but it can also be bad because few of us can afford two or three specialty aircraft. Despite the focus of aircraft designers, most pilots would like their plane to serve several purposes. As a common example, many pilots I speak to ask about a two seater. When I ask them why they want one they often say, "Because I want to take someone flying once in a while." That's an honest response but it means two things. First, you cannot then consider a Part 103 airplane (except for instruction only with credentials) and, second, it may mean your aircraft will be bought for one purpose and often flown for another. We don't have good statistics in light aviation but in the world of general aviation the average occupancy of a typical four- or six-seater is 1.6 persons per flight. In your common two seat lightplane, I'm willing to bet that 80-90% of all flights are made solo. "So what," you ask? Well, in a Cessna 172, the difference between one or two people means almost nothing. The plane is so heavy (about 2,500 pounds gross) that one more 175-pound occupant adds only 7% in weight. In a two-seat ultralight grossing at 750 pounds, a second 175-pound occupant represents nearly 25% more weight. Fast speeds also help blur the flight quality differences of airplanes, but the vast majority of lightplanes will fly quite a bit differently when that much extra weight is added. A two-seat equivalent of a single seat model will not fly as well as the one seater, at least generally speaking. The controls will be less responsive. The aircraft will not perform with the same agility. Operating costs will be higher, and of course, purchase price is greater. If a two seater is mandatory for your flying, by all means buy one. However, even this decision branches off in two directions. A two seater can only be flown one of two ways, legally. You can operate it as a sanctioned trainer, to be flown for instruction only by an accredited ultralight instructor. Or you can register a two seater (N-numbers), have it inspected, and use an FAA license to fly it. We'll come back to this point, but for now, this means you will have more restrictions than someone who buys and flies a Part 103 single seater which enjoys wide latitude in how it can be flown under the law. With the above in mind, I commonly ask a few "missions profile" questions. (4) What kind of flying do you like to do or do you plan to do? - Do you plan or want to operate off of water? - Do you want to fly cross country (of more than 100 miles)? - Do you prefer to stick close to your home field? - Are you interested in performing aerobatics? - Are you interested in soaring flight? - Do you plan to conduct training? - Do you have some work purpose in mind for your aircraft? This might include aerial photography, aerial inspection, agricultural flying, or even non-commercial activities like giving Young Eagle rides. (5) What kind of weather minimums do you set for yourself? Some responses can be that you: - Fly only in calm winds - Fly in winds up to 15-20 mph - Fly in fairly strong winds? - Fly only when the wind is down the runway or in crosswind conditions - Want to fly in a wide range of conditions (6) Where do you fly? The question is not about your destination but your home flying locale. Some factors that can define a wise purchase are: - Low or high elevation area - Unusually hot or humid area - Crowded or sparse population near airfield - Length and surface of runways - Close or tall obstacles on approach or departure (What emergency landing areas are near?) (Lateral obstacles like trees along one or both sides) - Does your home airfield requires skiis or floats? (7) What can you afford? - The lowest cost airplane available - Low cost kit with your time adding considerable value - Medium priced kit that cost a little more but builds quicker - Ready-to-fly airplane (a Part 103 vehicle is then your only NEW option) - Ready-to-fly not meeting Part 103 (meaning a kit someone else built) - Anything you want including more than one plane SUMMARIZING OUR PROGRESS By now, you may be feeling a little overwhelmed. If you have some experience, this article may have helped organize your thoughts. Very experienced pilots probably didn't feel the need to finish it. The latter pilots I don't worry about much as they probably have a good idea what they want to buy. The still-undecided pilots need to continue on with this exercise. I understand. Five years ago I bought a new auto and I'm in the market again now. This gives me a wonderful perspective to be writing this series of How-to-Buy articles. To start, I went around to the auto lots in my area and got some idea about what interested me -- much like going to an airshow. After I chose a full-sized pickup, I had narrowed my search quite a bit. Next I picked up brochures for each brand that offered what I wanted. I spread each out on a large table and compared between specs, body styles, and options available. The brochures told me enough things with which I could eliminate other models. I wanted certain things from my truck and though a few designs had features I liked, some didn't satisfy the qualities I demanded. I went on the World Wide Web and got price and other information that was useful and I found out what my five-year-old vehicle was worth. You can do a lot of airplane searching on the Internet as well, although it isn't yet quite as comprehensive and easy as it is for autos. After a period of time, I came up with one truck that should best fit my current desires. A similar effort could help you make a decision for a lightplane. This series of article will try to help you accomplish such a goal. I'll leave you with one final thought as we end this edition of the series: Whatever you buy, you'll eventually sell. While you may be excited about buying today, remember you'll be selling someday. If you factor that into your decision, it may work out better financially. In the next article, we'll talk about the various types of lightplanes you can buy. Keep watching your Experimenter.