How about if the aircraft was essentially free? And what if you could choose between two highly-desirable models? What if the only cost to get your "lottery" ticket was to subscribe to a popular magazine?
Gee, fellow flying fans — I'd say that sounded like the bargain of 2023. It's the most lucrative giveaway that has been unveiled in the LSA space since it began almost 20 years ago.
A couple years ago, the magazine — long headquartered in New York — relocated to Chattanooga, Tennessee. A new organization took it over under the banner of Flying Media. After this major move, Flying first went to quarterly while it boosted its presence online. After a year getting the electronic side running at full speed, Flying Media returned the print magazine to monthly even while keeping its thick, premium look and feel. The pages are smartly designed and full of great images and content.
LSA enthusiasts may be particularly interested to hear the top man in the organization is an LSA pilot and enthusiast. The leading magazine will keep a focus on jets and other high-end aircraft, but they have a fond view of lighter aviation and have plans to expand such coverage. They say you'll hear more about this at Sun 'n Fun.
How does that deal sound? You buy a subscription for $40 — which you should get anyway — and you are automatically entered in the prize drawing for an aircraft worth $200,000 or more. If you give a friend a gift subscription, you get an additional entry, and you can give up to 10 gifts. Somebody is going to win and the odds are fantastically better than any state lottery. You won't be competing against millions of others. In my mind, winning a free airplane sounds like a great way to start a new year! Even if you don't win, you'll get a beautiful aviation magazine each month.
Flying magazine prize organizers said the winner can choose between the two aircraft. "Tecnam Astore is a great two-seat LSA featuring a Rotax 914 turbocharge engine, leather interior, and an all-glass cockpit." I have 
This year our favorite recreational flying area of the Lakeland show is sponsored by two leading names in aviation. Flying magazine is a sponsor of Paradise as is Junkers Aircraft.
You know the magazine but Junkers, though the brand may sound familiar, seems to recall an earlier time. Indeed, the storied German name has been around nearly a century, since the early days of aviation. Now… they're back and they are coming to America!
Welcome to Junkers and their American importer and partner, 
I regularly say this website follows aircraft you can afford. Whenever I write that word, I know someone will object saying that (fill-in-the-price) is too expensive. I get that. We all have a different budget and our budget can change quickly. How about if the aircraft was essentially free? And what if you could choose between two highly-desirable models? What if the only cost to get your “lottery” ticket was to subscribe to a popular magazine? Gee, fellow flying fans — I’d say that sounded like the bargain of 2023. It’s the most lucrative giveaway that has been unveiled in the LSA space since it began almost 20 years ago. Thanks, Flying! When I was a young pilot — quite a long time ago — one of the first aviation magazines I ever read was Flying. You could buy it on any newsstand. With a 96-year history, anyone getting involved in flying ended up reading Flying magazine.
When A5 was finally accepted by FAA as a Special LSA, the company shrewdly arranged to get on the cover and be the lead article in the same month of American aviation's top three magazines (by circulation): Flying magazine, AOPA Pilot, and EAA Sport Aviation. I've been around and observing aviation publishing for a few decades and I'd never see such a triple play before. These magazines are friendly to each other but nonetheless compete vigorously. The rarely (never?) want the same cover story as their rivals. Icon accomplished this without spending a dime advertising with the publications.
Then things started to splinter.
Getting the sophisticated aircraft into production took several years longer than anyone expected. The initial price of $139,000 ballooned 250% over a few years to more than $350,000. The company prepared a purchase contract that was so burdensome that many orders cancelled. It was later greatly scaled back.
As it continually raised money, Icon eventually became owned more by Chinese interests than all other investors. Seeing the continual flow of red ink on the books, the new owners forced changes and dismissed founder and president, Kirk Hawkins, who had led the organization through impressive — though expensive — achievements. For many months after Hawkins' departure, it was not clear who was in charge and that is never a good thing for a company… or its customers.
The company's original engineers had been convinced by Kirk to leave Scaled Composites, the celebrated Burt Rutan development company that built SpaceShipOne among many other radical designs. One by one, those engineers left. Other executive staff also departed, perhaps uncertain about the path forward. A final-attempt lawsuit that made the Wall Street Journal business pages was resolved in the stockholder's favor. Kirk was out.
Challenges
Video recorded at EAA AirVenture Oshkosh 2022
https://youtu.be/MgBKYkowYBk
Rather loudly and persistently I beat the drum about "affordable aircraft," but readers also enjoy learning about other aircraft. I will never write about jets or multimillion-dollar turbines but I will continue to follow any "light" aircraft that meets LSA parameters now or after the Mosaic rule.
In this article I will describe how two aircraft are pursuing conventional certification: Flight Design’s F2-CS23 and Icon’s A5.
Contrary to common language, LSA are not "certified." Instead a manufacturer declares they meet ASTM standards and FAA "accepts" that declaration. Frequently at first, FAA audited producers in a point-by-point check of their declaration plus verifying that producers use generally-accepted best practices in their manufacturing. Companies with prior approvals may not be required to undergo an audit; it's always FAA's choice.
I've been involved with ASTM for many years and I can attest to these standards being very rigorous. They were welcomed by many countries where they are in active use. Indeed, FAA is using ASTM standards for LSA as a model for a future approval system for Part 23 general aviation aircraft. Nonetheless, a Standard Certificate is required for some countries; LSA have a Special Certificate. So, some companies believe it is in their best interest to obtain the higher level of approval.
“We couldn’t be happier to see this important step for the F2 program, which ultimately will lead to the F4 four-seat version and the all-electric F2e,” said Matthias Betsch, Head of Flight Design's Design Organization department that created the F-Series and many of its advanced concepts.
"The F2-CS23 is the next step in Flight Design’s ‘Vision Zero’ concept which incorporates all commercially available safety features appropriate for this type of aircraft," the company elaborated. "These features include: a passive stall and spin resistant airframe design; airframe emergency parachute system; Amsafe-brand airbags and inertial reel harnesses; Garmin ESP (electronic stability and envelope protection); a strong occupant-protective enclosure for the pilot and passengers; automatic fuel management; simplified controls such as a combined throttle and brake lever; and a more modern, car-like atmosphere and operation."
“EASA's CS-23 category is an internationally-recognized certification standard which will allow the new F2-CS23 to be easily accepted in all markets worldwide,” said Dieter Koehler, Project Manager the F2 and F4 projects.
Flight Design sees the F2-CS23 as "an excellent choice for flight schools with its wide and easy-to-enter cockpit, fuel efficiency, unique safety features, and state-of-the-art avionics suite. All new Flight Design aircraft come with carbon compensation up to TBO under Flight Design’s Pro-Climate plan." F2-CS23 follows the company's F2-LSA that began deliveries earlier in 2021.
"In countries that do not have a Light-Sport category (Canada and others), the Type Certified version of the 
Primary Category certification also has benefits in the U.S., Icon reported. One is that any A&P is authorized to work on it. Because it is not a SLSA, owners will not need to use designated Icon Service Partners, though the company will still encourage them to do so.
Another benefit is international travel, for example, flying your Icon A5 to islands in the Caribbean, or to keep your A5 on a yacht when you are in another country (image). "Light-Sport Aircraft do not receive a Type Certificate," Icon explained, "so typically, special permission is required before you can fly in another country just like if you are flying an Experimental aircraft." Some exceptions exist, notably in the Bahamas, which does allow U.S.-registered LSAs. The Bahamas is further unique among other countries in that they accept FAA's Sport Pilot certificate.
"International expansion has been a critical part of our business plan since day one,” said Jason Huang, President of Icon Aircraft. “People in the U.S. have been able to enjoy adventure flying in the Icon A5 for several years, and we will continue to produce the SLSA version. But now we are excited to introduce the A5 to others around the world. Type Certification is one of the many investments Icon has made to grow our capabilities and improve the A5. We know it will be appreciated by our international deposit holders and sales partners, and we are all very excited for this day to come."
"Note that we will continue to make the SLSA version, as well," assured Huang. This continues the chance for American pilots to fly A5 without the need for an aviation medical, using only their driver's license in lieu of a medical approval.
Why not pursue approval using the coming regulation often referred to as Mosaic?
"Mosaic is an FAA initiative that doesn’t translate globally," stated the company. "Thus, pursuing Primary Category Certification is the action we needed to coincide with our global expansion plans."
Have you noticed how much LSA seaplanes pop up on this website and all over the web and print world? I admit to fascination with the developments these versatile aircraft are bringing to market but my attitude is shared by many others.
For example, I enjoyed reading 
As time passed, Icon has steadily raised the price of A5. What started as an affordable seaplane with innovative features has progressed to be an aircraft that even founder Kirk Hawkins agrees can only be bought by rather wealthy owners.
That same scenario can be used for 
Icon's "Fleet Access" program is a full-service sales and aircraft management solution that offers 50% and 25% ownership shares of the A5 and, "unlike many other programs in the industry, will also allow owners to use other shared A5 aircraft in various locations across the U.S. as if they were their own." This is different than other fractional programs I've examined and it provides all scheduled maintenance, storage, insurance, scheduling, dispatch, staging, and more. They can even help with one of their custom designed trailers.
No, this isn't a partnership program where you have to find several other partners and then administrate the cooperation. That's a fine idea but it has never become popular as it takes some level of bureaucracy. Icon eliminates that effort by managing the program itself.
So, what will this cost?
A 25% share — probably enough for most pilots I know — will cost $95,000 if you sign up early enough. Add to that a $900 "monthly management fee" that will cover storage, scheduling, and insurance, plus a $75 hourly fee. For many readers, this may still be too much but for some this could be a good option. If t works for you, contact Icon at this 
Can your interest be turned into a money-making proposition? Yes, it can.
You can be an Icon Advocate.
Enroll in their program and refer someone who buys — you could make $10,000. Refer someone who wants to offer A5 flight training, become a Service Provider, or join as a Sales Advocate and you can earn $15,000.
Do this a few times — no limit is imposed on the program — and you might earn enough for your own airplane, though admittedly you'll have to do this many times to afford your own A5.
While I could wish an A5 hadn't reached such top-of-the-category pricing
Tomorrow's forecast:
According to the 
The big summer celebration of flight has ended. I have more info from AirVenture 2015 and next I plan a summary article. A preview includes the most positive prognosis from industry players I have seen in recent years; strong sales reported by several producers; several interesting developments or benchmarks; and a wonderful week of weather as icing on the cake. My video partner and I put in long days to secure perhaps 30 or more new videos including many on the freshest topics in light aviation. Stay tuned for more and 
The gleaming example in the nearby photos was built by Steve Cole from Indianapolis over a three year and eight month period, from plans. It meets all the Part 103 parameters — empty weight of 254 pounds; 5 gallons of fuel; 55-knot (63 mph) cruise; 24-knot stall — yet can climb enthusiastically at 1,000 fpm using its half-VW 45-horsepower engine from Scott Casler. The four stroke powerplant burns only 1.7 gallons an hour.
For those a bit less ambitious or skilled than Steve, kits are also available — see next — and all models boast truly affordable prices. You may not be able to make yours look like Scott's UltraCruiser, but certainly here is a line of airplanes for those on tighter budgets, and isn't she a pretty thing that still requires no pilot license, no medical, no N-numbers, and a very simple set of rules that fit on a single sheet of paper.
UltraCruiser is a Part 103 legal all-metal ultralight, although the company notes that the trigear version will be too heavy to qualify as a 103 as is a model with a full canopy.
"UltraCruiser is an easy to build and even easier to fly aircraft," stated Hummel Aviation. The design can be built straight from plans up to, and including a full kit. The kit includes predrilled laser cut components. All parts are formed or welded for you. Wheels, tires, brakes, harness, and even the seat cushion is included. The kit is very complete. Everything is included to complete the aircraft less the engine, prop, spinner, and instruments.
"The complete set of plans contains 26 large drawings with all bulkheads, wing ribs and skins [depicted in actual, full] size. A 30-page step by step manual is very complete. Only simple shop tools are required," said company owner Terry Hallett.
As AirVenture 2015 drew to a close, Friday was the day I got to fly the A5 from 
Two of us flew A5 in 12 gusting 22 mph wind conditions and lake water with one to one and a half foot swells. As CEO Kirk Hawkins put it on my return, "not all light seaplanes could handle that." A5 did very well in those rowdier circumstances. I certainly did not fly the plane in smooth summer breezes and a gently rippled water surface.
On whole, I found A5 very docile to fly. We did the Icon spectacle of pitching into a stall, holding the stick full aft (literally pulled all the way rearward) and moving the stick briskly from left to right without any upset of the airplane. Even when power was moved to idle thrust and we repeated the maneuver with 30 degrees of flaps, A5 merely set up about a 900 fpm descent rate. Taking that to the water with zero corrective action would result in a very firm but survivable landing, I believe. Given all A5s sold in the USA will also have an airframe parachute, safety has been carefully approached.
Like most seaplanes, speed is not paramount in A5 with cruise from 85-95 knots (100-110 mph) according a top Icon test pilot. Banking sharply and gracefully is easy in A5. We did 60+ degree banks only a few hundred feet off the water in complete confidence. She feels very solid and Icon's intuitive Angle of Attack indicator — the best execution I've seen — is a good guide to the limits when executing such steep turns. We commonly cruised around at 70 knots with 4500 rpm from the 
