Don't even think about affording a real P-51 unless you win the lottery. Warbirds may be the biggest attraction at AirVenture Oshkosh year after year but only a few pilots have sufficiently deep pockets to own and fly one of these historic machines.
SW-51 is breathtakingly priced as well, many readers may think. Nonetheless, SW-51 is an awesome-looking flying machine that some will figure out how to afford.
Even more rare than a Ferrari, SW-51 is a very-limited-production design. The company forecasts a dozen aircraft per year. At that rate and given SW-51's exquisite detail, I'll bet they can sell out year after year.
Nearby images supplied by CEO Christian von Kessel of Scalewings Aircraft reflect the first deliveries of this oh-so handsome '51 replica. He reported…
"As of today, we have completed up to serial number 15, of which 5 are in flying condition. Some are kits in progress. At this time, owners can travel to ScaleWings' factory in the Aviation Valley of Poland to participate in our Build Your Legend builder-assist program," encouraged Christian.
It appears that after signing the contract, new owners personalize or memorialize their SW-51. Distinctive paint jobs may explain their intent better than words. Enjoy these professionally-shot images.
Christian von Kessel, or CvK, has lead ScaleWings for several years and has poured himself into the project. It's taken years but he has persistently financed and built the company to create these amazing aircraft.
"Our team has grown from 25 people in early 2022 to 72 full-time employees today," Christian said. "As a consequence of the increased staff, production ramped up to one ready-to-fly SW-51 every four to six weeks."
"Our fleet, including prototypes and customer aircraft, have experienced nearly 1,000 hours with zero problems, a testament to the integrity of design and systems," Christian noted. "We only had to perform routine maintenance at official Rotax intervals." He explained that even while aircraft were tested in both cold plus humid, hot, and high conditions, "cooling and engine parameters ran smoothly."
"While SW-51 is extremely true to the original look, ScaleWings' trailing edge is modified from the Original P-51 shape to allow for safe stall behavior, even in accelerated stalls," Christian stated. A special "polished aluminum“ paint finish has been developed for an even more realistic original look.
Heavy duty landing gear with generous suspension absorbs hard landings, said ScaleWings. "It helps makes the pilot look like a pro," smiled Christian.
Dual controls are offered in both front and rear to include power quadrant and prop setting. The SW-51 canopy allows an aft slide of 5-10 inches for ventilation; it then hinges to provide easier entry for the rear pilot or passenger.
A Garmin avionics suite features the big 10-inch G3X Touch EFIS with G5 in the front panel. The aft panel has a 7-inch G3X Touch.
Being a taildragger, ScaleWings incorporated a underside-mounted, forward-viewing taxi camera for a live view of gear extension or retraction plus more comfortable and safe taildragger taxiing.
Deluxe Beringer-brand brakes and wheels are fitted with Michelin aviation tires.
A bigger 4-blade prop in the works via a collaboration with MT-Propeller. Planned for the 916iS, it can use a larger diameter that will more closely resemble the large prop on a North American Mustang.
Christian finished with this thought: "Pilots who flew both types (P-51 and SW-51) told us the SW-51 in many ways is more fun to fly due to its intuitive controls, comfortable stick forces, ease of operation and forgiving speeds. The only thing missing is the sound and power of a mighty Merlin engine."
Okay, let's grapple with the cost of a SW-51. At better than $400,000, it's expensive, yes. Look very closely at this aircraft and you might appreciate why it requires such a price. "A ready-to-fly version of our SW-51 is available at about 10% of the acquisition cost and only 2% of the operational cost of an Original P-51," said Christian.
If $400 grand is outside your budget, one alternative exists: a kit version (see nearby image).
If you have skills and time, you could buy a SW-51 piece-by-piece. This 
At Sun 'n Fun 2022, we recorded this video interview on the SW-51. This was a live recording during the event so please excuse related airshow noises at the time.
https://youtu.be/B35mt7QwTlc?si=Ad_YhCO_eY0mthLV
Every pilot loves a P-51 Mustang, right? The World War II fighter with gutsy lines and a thundering engine turning a giant prop consistently ranks as one of the most desirable airplanes of all time. Don’t even think about affording a real P-51 unless you win the lottery. Warbirds may be the biggest attraction at AirVenture Oshkosh year after year but only a few pilots have sufficiently deep pockets to own and fly one of these historic machines. SW-51 is breathtakingly priced as well, many readers may think. Nonetheless, SW-51 is an awesome-looking flying machine that some will figure out how to afford. Even more rare than a Ferrari, SW-51 is a very-limited-production design. The company forecasts a dozen aircraft per year. At that rate and given SW-51’s exquisite detail, I’ll bet they can sell out year after year. Mount Your Mustang You can watch a video below from Sun ‘n Fun 2022 that provides additional and fairly recent detail.
A specialty flight training outfit called 
While the DeLand event is still growing compared to those earlier events, it enjoys a beautiful new facility and will present a good selection of airplanes. When I asked attendees at last year's first Aero Showcase, most thought the organizers did credibly well.
The time of year is a perfect choice, judged from studying decades of detailed skydiving jump records — DeLand is a world center for sport parachuting. In addition, the snowbirds have not arrived en masse by early November, so restaurants have few waiting lists and hotel rooms and rental cars are more modestly priced than they will be from January through March.
Using the apron out front of the new terminal building makes it easy on visitors and vendors alike. The 
In keeping with a strong reputation built over many years, the news was presented clearly, honestly, and forthrightly. Founder Dick VanGrunsven spoke on behalf of his company.
"Van's currently faces serious cash flow issues, which must be addressed quickly to ensure ongoing operations," began Dick VanGrunsven. "We are confident we can work through this situation, but some changes are required."
Through mid-November this year, "shipments will be delayed, kit orders will not be processed, and refunds will not be issued. We will be unable to conduct factory tours and demo flights," said Van's.
Van's faced a sort of perfect storm that started when pandemic-driven price increases raised their costs. Then, an overseas contractor used an inferior primer, resulting in aluminum corrosion forming on a large number of kits. Next, Van's had some outsourced laser-cut parts that showed problems. Many builders alerted the company.
What made this choice of topics lucky was that as I was doing some investigation of this company and aircraft, I reached out to a local aviator who hails from the same country: Hungary. His name is Doma Andreka and he is the importer of 
He is also part of 
I was drawn by its lovely wings but the entire aircraft has appeal, although being intended for soaring flight, it may not be a roomy as some cross-country-oriented Light-Sport Aircraft.
Given a substantial versatility and range with "easily changeable wing extensions," you can have either a 36-foot-span speedster or a 49-foot soaring motorglider.
Altus took its maiden flight in May of 2018. Since that initial flight, "Altus spent over 800 hours in the air and earned 5 FAI world records without a single problem," reported the company.
During development, champion pilot and developer Krisztián Dolhai, also flew several FAI records including speed over a closed course and straight line. While Altus is a motorglider at heart, it scoots right up to the LSA speed limit.
Let's make it simpler with an image of an intriguing display hoisted above an actual Altus. I love how they managed to depict the airflows and fix them to the aircraft without damaging the airframe or its ability to fly.
It's too early to get into price and further details about Altus. After this introduction, more will follow, perhaps later this month.
In this wonderful 
Read that again! Even if you are denied a conventional aviation medical, you may still fly a glider/motorglider. That is a significant difference, even from Sport Pilots flying Light-Sport Aircraft. Chip Erwin uses this argument for his Merlin motorglider (
With a delicious 10-day spacing between them — time to rest up a bit after a vigorous week — later in April comes 
Organizers of the 49th event announced major plans for this popular airshow that kicks off the recreational flying season. My focus is on LSA, Sport Pilot kits, and ultralights. At Sun 'n Fun, that means Paradise City, where big things are happening. You would not be wrong if you scanned this article and saw increased interest in this part of the overall Sun 'n Fun grounds.
Perhaps it is the potent combination of new leadership and bubbling pilot energy. Perhaps new attention is related to the coming Mosaic regulation. No matter, the area known to many readers as Paradise City or the Ultralight Area — or Light Planes, as Sun 'n Fun now labels it — appears newly energized for 2023. This follows a solid year in 2022 when the overall market sector I follow was 
The other sponsor is a new aircraft manufacturer, 
Rotax Aircraft Engines
Who cares about boats (or seaplanes) in the dead of winter? Well, what better way to endure icy streets and frigid temperatures than to go look at boats and dream of using them come summer — Plan Ahead!
As with airplanes, boats can't be built overnight, so ordering early ensures that when the lakes finally do open up, fun starts quickly thereafter.
Aventura has been in operation for many years and has hundreds of their aircraft flying. These were produced by different business operations over the years but the company is in its most stable form today under the leadership of Alex Rolinski.
Recently, 
The company's Aventura II seaplane "is a versatile aircraft that is designed for recreational and commercial purposes, with safety requirements." Alex listed several worthy reasons to consider their Aventura:
Water Operations: "This allows for access to remote locations," wrote Alex, "including the ability to explore areas that are difficult to reach by other means of transportation, providing you with a beautiful experience, different from any other airplane operation!"
I add an argument that landable bodies of water outnumber airports by at least ten times and if you include every body of water that might permit an emergency landing, the number goes off the charts. You can safely land an amphibious seaplane in many more places.
Short takeoff and landing (STOL) capability: "Aventura II seaplane can take off and land in relatively short distances, making it useful for operations in areas with limited runway space." See specifications below.
Durability and reliability: "Aventura is built with high-quality materials and is designed to withstand the rigors of operating in various environments."
Safety: "Aventura models are equipped with multiple safety features and are designed to meet or exceed industry safety standards, besides a faultless history of accidents. This airplane never had a structural failure in more than 20 years of operation," reported Alex.
Utility: "Aventura II an be used for a variety of purposes, such as recreation, sightseeing, fishing, wildlife observation, and more."
Affordable: "Aventura II is fuel-efficient, keeping operating costs lower. The Kit is the most affordable seaplane in the market, and takes around 250 hours to build."
Customizability: "Aventura II can be configured to suit a variety of different needs, with options such as panels (from analog to full glass), wheels, skis, and six engine options."
Maneuverability: "Aventura models are highly maneuverable, which allows for precise control and handling in a variety of different conditions."
Comfort: "Aventura II is designed to provide a comfortable and enjoyable flying experience, with features such as a spacious cabin with or without windows that offer excellent visibility."
Alex believes — and my own experience agrees with his view — that a seaplane like Aventura II can open up many new possibilities for adventure, access to remote areas, and the ability to explore new places.
In early 2023, prices start at $60,000 for an Aventura II kit. The factory can walk you through numerous options or features you may want to provide a more specific price and time availability. However, Alex presently states that kits are available in four months.
An Aventura LSA starts at $119,900. Kit versions are available in six months. A fully built model needs a direct quote from the producer. Various types of equipment can be fitted. Aventura II models are available as a kit, an "assisted" kit, a fully-built Special LSA model or you could elect an Experimental LSA, for example, if you want to do all you own maintenance.
Other powerful engines are available, for example, the even-higher-horsepower Titan from 
Although no one is saying it today, I perceive that his is a smart play to prepare for Mosaic LSA. Given a cabin that has already accommodated four seats and three doors to serve all those seats, adding an engine powerful enough to carry four makes Montaer a shoe-in to offer such a model in 2025 after the new regulation should emerge.
Indeed, as several conversations I had at Aero Showcase 2022 demonstrated, pilots are asking questions like this: "If I bought this Montaer and flew it for a couple years, could the company 'upgrade' it to Mosaic and let me add four seats?" The short answer is "Yes, very possibly." Since a very similar design has already flown in Brazil with four seats, it seems likely that Montaer can declare the aircraft at a new weight and go forward offering a rear seat "kit." All that is theoretically possible under ASTM standards, but we must wait until FAA issues their Notice of Proposed Rulemaking (NPRM), expected in August of 2023.
Montaer wrote, "[We have] the roomiest cockpit in the entire LSA category. Montaer MC-01 was originally designed as a four-seater aircraft in Brazil (when different regulations applied), therefore, the removal of the two back seats, with an existing third door, produces impressive room for cargo. Also [we offer plenty of] legroom for pilot and passenger." The company added a line that should work for lots of pilots: "No challenge for the big guys."
Pilots of any size will be well protected given Montaer's building methods. MC01 features a welded passenger safety cell with solid-metal rivet construction. The latter is much more time consuming than pulled rivets and is more familiar to those buying a Part 23-certified metal aircraft such as Cessna. In fact, overall, the yoke-controlled MC01 may remind pilots of the Cessna 172, to which it is often compared.
However, with the 915iS engine on a present-day LSA two seater, this bird is going to soar. Climb rate shown in the specification box nearby is for a 912iS-powered MC01. With another 41 horsepower, the "Monster Montaer" should shoot upwards like a homesick angel. If someone in a MC01 915 challenges your Skyhawk to a climb contest, don't take the bait. You'll lose… by a wide margin.
Still, for most pilots, the 912iS may be a great choice. It is several thousand dollars less, is lighter, lacks some of the 915iS's complexity (turbocharger and intercooler) and is much more fuel efficient (≈4 gallons per hour compared to 6-7 gallons per hour with the 915). Maintenance will also cost less and the 912iS is extremely well proven at this stage.
Before the Covid panic hit worldwide, Montaer was accepted by FAA as a Special LSA after the company verified that it had met all ASTM Standards for Light-Sport Aircraft. Shortly afterward, in 2021, Montaer established a presence at DeLand Municipal Airport, Florida airport by partnering with Shalom Confessor of the 
The reference is to an additional control added to allow pilots without the use of their legs to operate the MC01 (nearby image). Such pilots have a few choices but Montaer's entry is modern and handsome.
I posted a more detailed article about Montaer's hand control project. You can 
The short answer, I told them, is yes. A good many LSA were initially designed and subsequently tested to higher weights than the 1,320 pounds permitted under present FAA rules. What will happen to these 1,320-pound LSA when higher weight Mosaic LSA come out, some asked? Will these current LSA become obsolete?
I believe they will not, because any LSA you buy today will work just as well under Mosaic. It may not carry as much or have some other attribute, but neither will current LSA cost more as will larger and better equipped Mosaic LSA.
However, many — perhaps a third, maybe half — of all LSA on the market today have actually been constructed and tested to carry somewhat higher weights. Several models come to mind that could operate within ASTM safety margins at 1,600 or 1,700 pounds. A manufacturer would probably need to re-declare
Inflation is on almost everyone's mind these days …globally, by the way. So let me trot out the old expectation for Light-Sport Aircraft from a couple years before the LSA rule finally emerged.
A leading candidate in 2005 was Flight Design's CT, which sold for around $60,000, though it was rather sparsely equipped by today's LSA standards. At the time, that was widely considered an acceptable cost for a new LSA.
Today, dollar inflation makes that figure around $100,000 but that's before adding glass cockpits, airframe parachutes, and autopilots, much less retractable gear or adjustable props. Leather interiors and fancy paint jobs add more as do major shipping expenses if imported. All these facts help explain why LSA are often $150,000 today and can easily exceed $200.000.
Nonetheless, a certain number of buyers will go for models I'll call "Mosaic LSA." For example, a buyer considering a new LSA now could pay $150-175,000 for a well-equipped top brand and after Mosaic comes out, get a new certificate that permits carrying more weight. Others will choose to sell their 2022 LSA for a 2025 Mosaic LSA.
The good news then? Buyers looking for lower purchase prices can choose a late-model used LSA, while early adopters upgrade to the latest and greatest Mosaic LSA.
That's ten excited pilots and several vendors that found attending worth their time and expense. We did not canvas all vendors but I'm aware of of a pair of Flight Design F2 sales, one or two Montaer MC01s with 915, and two Fusions, one with a 915 and the other with 912iS. I also understood good sales prospects for BushCat and Aero Adventure, so in all, a solid event.
The weather was about perfect, though breezy both days. DeLand puts on a kind of day-long airshow with skydivers parachuting down almost continuously all the while aircraft are taking off and landing. With no control tower, regular DeLand pilots interact easily with the skydiving operations. It gives Aero Showcase visitors a visual treat numerous times per day.
Planning a Repeat
Hopefully the title did get your attention but it asks a legitimate question for buyers of new potentially-Mosaic-compliant Light-Sport Aircraft.
The reason I feel this way is not merely the 141-horsepower engine Montaer designer Bruno Oliveira installed on the nose of his three-door LSA (see 
So, buyers of this airplane (and I repeat, MC01 will not be the only such choice) may be able to acquire a present-day 1,320-pound LSA and later get it bumped to perhaps 1,600-1,700 pounds, maybe more.
This is me, not the designer, making such a prediction but from reviewing their specifications, I know many of these airplanes created for delivery to multiple countries are frequently designed for somewhat higher weight limits — one of the most anticipated changes coming with Mosaic.
"Our new model will debut and be on display at the 
Earlier this year, Montaer announced a 
Brazil's Answer to Mosaic
It doesn't hurt to have the head of your FAA-like organization making such statements when a manufacturer and a flight school can announce a major acquisition.
The announcement of "60 Montaer aircraft ordered by SAFE flight school" was cause for a big celebration. The purchase was "a culmination of a process that started almost a year ago when the SAFE technical committee established the requirements for a new aircraft to gradually substitute its current fleet." According to SAFE, they were looking to acquire a good performer and safe aircraft to instruct their pilots. They sought an aircraft that was “docile" as a Cessna 150, and had a ballistic parachute like the Cirrus SR-20 currently in SAFE’s fleet.
SAFE also wanted a manufacturer willing to create an electric version to let SAFE reach the goal of zero carbon emissions by 2025. The 60 aircraft delivery will occur over a 10-year timeframe.
SAFE and Montaer are in discussions with prominent electric motor suppliers such as Rolls Royce, Honeywell, and Brazilian WEG (which developed the electric propulsion engine system used in Embraer’s EMB-203 Ipanema). On this topic, the entrepreneur, founder, and CEO of Montaer, Bruno de Oliveira said, “SAFE's project is a beautiful and ambitious one, and for us at Montaer, it’s a great opportunity. It represents a big milestone to be able to bring the best of electric aviation technology to Brazil. By the next year, our first electric aircraft will already be a reality."
Montaer MC-01 with the Rotax 915iS will be unveiled and debuted at the Aero Showcase at DeLand on October 21 and 22 this year (link below)
The second video below goes into some detail about the aircraft, its construction, and special features.
https://youtu.be/vI64Q9a07p8
Here's my interview of Bryan Tittle from Sun 'n Fun 2021 which goes into some detail about MC-01 from Montaer.
https://youtu.be/oPTji4lWNF8
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 (
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
After we got the LSA Mall set up to receive a flock of airplanes, I was able to get around the sprawling Sun 'n Fun campus to see what else I planned to cover as the show begins. It starts Tuesday the 5th and runs through Sunday the 10th. I hope you can make it but if not, I'll be reporting on the aircraft that I think may interest you.
One extra treat — for me and for you: my YouTube partner, Videoman Dave has been able to escape Canada and turned up at Sun 'n Fun. We'll return to our usual drill of roving around doing video interviews. I'm happy as Dave is highly knowledgeable about the same kind of aircraft I report and we've learned to work well together, making somewhere approaching 1,000 videos. You are happy as 
Now represented in the USA, Bat Hawk travel traveled half way around the globe to get to Sun 'n Fun. This side-by-side two seater has well established itself in South Africa but will now test interest from Americans. Based on rave reviews from those with experience, the odds look promising.
Some say this is looks like a… fill-in-the-blank, usually a reference to an ultralight such as Flightstar or Quicksilver. It is neither, having been developed over some years in the Southern Hemisphere nation but it is born of an earlier generation.
We're hoping to interview Bat Hawk America's Gary Saitowitz or one of his team at Sun 'n Fun and then I'll have more. Meanwhile, 
One company has focused for years on creating replicas for famous designs harking back to World War I, a time not long after the Wright Brothers first flew their Flyer on the sand dunes of Kitty Hawk. We're talking century-old designs, created with slide rules and drafting pape and not much prior art on which to rely.
In 
Replicas are big business in cars, boats, and, of course airplanes. Some like Airdrome cater to one era of history enthusiasts. Others cater to a later war period. Scalewings goes to great effort to make these designs as authentic as possible while building at around 50% of original scale. The task is impressive, enough so that most of us have no real idea of the detail that is goes into something like the model in the photos.
I have written about ScaleBirds, their P-36 project, and the radial engines they enjoy using. However, I probably cannot do them the justice they deserve. I hope you can swing by their space in the main or "core" are of Sun 'n Fun but 
One of my favorites to come along in the second decade of Light-Sport Aircraft is the 
I didn't get to visit with anyone from The Airplane Factory on set-up day to hear if they have any late-breaking news — so I'll go back, of course — but the sharpest paint job I found anywhere on the grounds was the handsome Sling 4 seen nearby. I have reported on Sling LSA and 
If AeroSport sounds busy (and they are!), 
To close this preview article so I can go to bed and get ready to do this all again tomorrow, I want to extend a thank you on behalf of myself and 
Yet designers have been hampered from making such changes, partly as they are burdened by a certification system that is simply too rigid to make the effort of approval worth it for small numbers of specially-equipped aircraft.
Cars, hotel rooms, curb construction, building ramps, smartphones, and more …all accommodate persons with disabilities. That's wonderful, however…
All those arrangements that make life easier for someone in a wheelchair must nonetheless cope with strenuous regulatory demands. Cars, hotels, and smartphones are created by vastly larger enterprises with staff to handle regulatory burdens.
In the more intimate world of recreational aviation, the industry is composed of much smaller enterprises. A lighter regulatory hand (using ASTM standards instead of full FAA certification) allows easier airframe customization for specific purposes — such as hand control fittings and linkages — and this system allows changes on a dramatically faster schedule.
It may be tough to abide by many pages of rules yet some developers have made special efforts for pilots that lack the use of their legs.
I've already covered Magnaghi's slickly-achieved hand control 
Founded in 2013 in Bahia, Brazil by aeronautical designer Bruno de Oliveira, Montaer developed MC01 as a fresh Light-Sport Aircraft based on the 
When Bruno created a hand control, he integrated it as smoothly as everything else on MC01 (check all the pictures to see for yourself). The handle accommodates throttle movements (fore-and-aft) and rudder/nosewheel movements by twisting.
MC01's enormous aft compartment and third door are further reasons why the Montaer proved compelling for one buyer.
Montaer won FAA acceptance as a Special LSA in 2019, and in 2021 established a presence at DeLand airport in central Florida, becoming affiliated with the active group at 
Recently Bruno wrote, "I am so happy to announce this delivery. We got the handicapped-adapted airplane registered to its new owner, Gary Hansen of Wisconsin." He added that prior U.S. representative Ed Ricks helped assemble Gary's MC01.
"This means one more Montaer flying in USA, Bruno continued. "I am manufacturing a third MC01 airplane to ship, this one with a 
Alex added his congratulations, "USA has another Montaer MC01 aircraft flying today, a bold project adapted for a physically handicapped person. A few months after submitting the project to FAA, we achieved acceptance so the aircraft can be released to its customer. We are sure Gary will be very happy with his machine."
What I ask readers to remember is that fitting an aircraft with hand controls is somewhat a labor of love. Bruno will probably never sell enough hand-control MC01s to pay for development expenses, but keeping another pilot in the air is a powerful reward.
I applaud Bruno and those other designers for offering hand controls to pilots that need such controls.
This millennia, the Brazilians have adapted to Light-Sport Aircraft and ASTM standards, which the country's CAA accepts (as do several other nations). Not only have they populated the skies over Brazil, but several companies have moved to establish their business in the USA.
Montaer's MC01 starts with 4130 molybdenum steel tube "to provide greater safety to the crew." MC01 is skinned with an aluminum fuselage and wings. These materials are popular with American pilots who are aware they can achieve repairs almost anywhere.
MC01 is powered with the 100 horsepower 
MC01 has dual control yokes with a steerable nose wheel and dual toe brakes. Although many Sport Pilots say they prefer — or at least have adjusted to — joystick control, many pilots find control yokes preferable. No joystick option is presently available.
However, Montaer has also followed Paradise's lead by offering hand controls to accommodates pilots who want to fly but have lost the use of their legs. In fact, the very first American purchase of Montaer MC01 is going to such a pilot up near Oshkosh. I'm sure I join many others in congratulating Bruno and Montaer in making arrangements for such people to achieve their dreams of flight.
Elevator trim controls are provided on both yokes. At the base of the instrument panel pilots will find all circuit breakers and other switches. Throughout this design, you see a layout that most pilots will find familiar and comfortable. All these common controls may help pilots quickly adapt to flying Light-Sport.
Montaer has installed all leather seats, headliner and side panels (photo). The interior fit and finish will please most pilots. Both seats are fully adjustable forward and back allowing, for comfort for tall and short people. These adjustments can be made while sitting in the seat. Yet MC01's seats do more.
Again similar to Paradise models — which are no longer available in the USA — MC01 has fully-reclining seats. While the company said, "This is important for tall people to adjust the seats for more head space," it brings additional benefits. For example, if you want to camp in your MC01, the reclining seats can provide a sleeping surface. The aft cabin has sufficient of room to permit this.
Although 
In a way, you already know this aircraft or at least its look-a-like predecessor, Paradise's P1NG. As happens in every industry, a key engineer left a family airplane building business — Paradise, run by granddad, Noe de Oliveira — and started his own aircraft factory. The departure occurred eight years ago.
Now, Bruno de Oliveira has won FAA acceptance of his Special LSA model. Brazil uses ASTM standards as well so he also got approval in the South American country.
Importer Ed Ricks of 
With his MC01, Bruno and Montaer are filling a void.
Both models veered away from the uber-common joystick seen on most Light-Sport Aircraft. Yet yoke control has a large global following as Cessna, Piper, Beech, Mooney, and more all use yokes. Since those brands trained most Yankee pilots, it makes sense to offer them a control already familiar to so many pilots.
MC01 also continues with a very popular feature: a voluminous baggage area accessed by a third door. 
The very first U.S. delivery of MC01 is headed to Wisconsin where a pilot has ordered one with a very special extra: hand controls, a choice available to offer assistance to some pilots. That airplane is due to leave Brazil in March and may be seen at EAA's big summer show.
MC01’s airframe is built using 4130 molybdenum steel tube (photo) providing a proven safety to the occupants. The exterior is all aeronautical aluminum fuselage and wings. A steerable nose wheel, dual toe brakes, and control yokes are just some of the features of this well built airplane.
Ed has known Bruno de Oliveira for eight years and will be in charge of sales in the USA. He is seeking dealers in certain states; if this interests you or if you want more details before Sun 'n Fun, call Ed at 623-695-9040 or 
