This report took a bit more time as the effort to begin counting Part 103 ultralights altered our view of the FAA aircraft registration data. Most of you may prefer this simpler report, but the data hounds among readers can drill all the way down to the last aircraft on 
Many may be surprised. Registrations grew? …in 2020!? Indeed, they did, and that's without counting Part 103 ultralights that do not need to be registered with FAA. We'll have lots more on Part 103s in a couple months (the 
Why is this true? Many reasons might explain but affordability is a key element and, no question about it, investing your labor reduces the cash outlay to have your own airplane. At the same time, the sophistication of Special LSA has risen over the years. Features such as bigger, more powerful engines, autopilot, big fancy panel displays, leather interiors, complex manufacturing with carbon fiber, and the cost of complying with ASTM standards has increased the cost of some SLSA beyond $200,000. At this price point, some readers note a recreational aircraft can cost more than your house (not in California or New England, perhaps, but in many U.S. regions this may be true).
"Look at the slope of the lines," Steve advises. "The brown (kit) line is steeper, especially last year. That means two things: First, a lot of people finished their kit planes in 2020 – more than finished them in 2019 (so that’s how they spent their lockdown time). Secondly, people are buying more kits than factory-built aircraft. Of course, there’s a lag in the data
Whatever the explanation, Italy-based Magni surged from well behind the market leader to race ahead in the American gyroplane market for 2020.
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Everyone knows 2020 was arguably the most unusual year in anyone’s recollection. In such a time of global upheaval, how did the light aircraft industry fare? This report took a bit more time as the effort to begin counting Part 103 ultralights altered our view of the FAA aircraft registration data. Most of you may prefer this simpler report, but the data hounds among readers can drill all the way down to the last aircraft on Tableau Public. As always, my sincerest thanks goes to our premier datastician Steve Beste. His work is the primary resource for this report. While I deeply appreciated the work done for years by former data guy (and personal friend), Jan Fridrich, Steve’s career in databases gave him skills that few others possess. Since he’s also “one of us” — a trike owner and pilot — Steve understands what we hope to achieve better than data experts outside affordable aviation.
In this context, how might the aviation industry be holding up? We read — and some brave travelers have experienced first-hand — how the airline industry is in a deep hole, prompting large layoffs.
In this third quarter report for the calendar year, I'll look at some numbers for general aviation manufacturers as well as the light aviation industry that has my full focus.
The short answer: some are doing surprisingly well.
It bears repeating. You can go poke around FAA's database yourself …but while you access the same information you won't get the same details as we have here without a lot of work.
What you see here is thanks to Steve's noteworthy skills at organizing data and solving the puzzles made by aircraft with varying registration information.
To better understand Steve's marvelous work, 
Steve summarized, "Some [producers] are doing stupendously better than last year. Others, not so much."
Some, like "Most Improved" 
I interrupt the ongoing battle with Covid-19 to take you on a nostalgic tour of Oshkosh-19. View this excursion by video below.
Hey, when you can't go to 
Oshkosh is so sprawling you can't see it all but this post along with the video below tries to capture objects of interest to readers of this website and viewers of Dave's 
EAA announced attendance numbers identifying solid growth over last year, to 642,000 attendees
True to form as you might expect, 
What's interesting here is that both companies have exclusively made low wing models in various configuration. Neither has made a high wing. One of these is also planning the new, powerful Rotax 915iS engine (though both producers are using that power plant in one of the low wing models.
For more on the entry from South Africa's 
I hope I didn’t drool on it as I looked it over.
Built for recreation, this highly-customized trailer is towed behind the owner’s motorhome. It can hold his Aerotrek A240, requiring the tricycle gear model so as to fit the owners Corvette underneath. A clever system of ramps and winches allows him to load the aircraft and the car with no assistance. Both sides also open up to make it easier to stow the airplane ramps once the aircraft is secured and to allow proper tie-down of the Corvette.
As a former Corvette owner, a former motorhome owner, and a lover of the Aerotrek aircraft, this setup looked to be about as close to aviation heaven as mere mortals can get. So, this apparatus gets my award for the Coolest Rig seen at the show.
How well is the category doing in other parts of the world? The answer draws on reports from dominant engine producer, Rotax Aircraft Engines, which has reported for years that the class of aircraft buying the most engines has been gyroplanes. Considering the many fixed wing designs also use that engine brand, Rotax's statement carries tremendous weight.
The story about why gyroplanes were denied the full privileges of Special LSA — and therefore have to be built as Experimental Amateur Built (EAB) kits in America — is a long, sad story …but it is one that appears to be ending, thank goodness!
As described in this 
Orion's instrument panel is equipped with rotor revolution counter, altimeter, air-speed indicator, vertical compass, a digital engine monitoring system, and fuel level gauge. Additional, optional instrumentation can be added as desired.
For controls, Orion offers full dual joystick and pedals for each occupant. Standard equipment includes electric trim.
M24 Orion is attractive and roomy inside. For carriage, Orion is equipped with three easily-accessed baggage compartments. Its cabin heating system combined with full enclosure allows M24 to remain comfortable even on cold winter days.
From either seat the view is enormous, a key benefit of gyroplanes without nearby wing structure to block your view. Orion would definitely be more comfortable for long flights or in chilly weather but the open cockpit M16 Trainer or M22 Voyager models deliver an even more expansive view.
Combined with a gyroplane's unique handling and performance, these machines make wonderful viewing platforms.
"An innovative and avant-garde choice," Magni said, "[915iS] brings to the whole range a considerable increase in cruising and climbing performance, with fuel consumption comparable to the Rotax 914."
One of Magni's American customers, identified only as M.B., wrote the company to say, “As the proud owner of the first Magni M16 Plus in the USA, I can tell you the performance is like none other. Takeoff, climb and speed performance exceeded my expectations. This gyroplane has incredible power reserve, more than enough for every aspect of flight. Takeoffs are breathtaking, cruise is smooth and landings are gentle. The Magni M16 Plus is an incredible flying machine!”
One final comment of worthy note: In late 2016, the Magni Gyro factory in Besnate, Italy produced the company’s 1,000th gyroplane.
See lots of video experiences in Magni gyros at 
Over many years, you have found 
Our new associate, Steve Beste, wrote an excellent article for his club newsletter and I will summarize that piece in another post.
In his article, he wrote, "[Along with better training] the other change since those days is the large horizontal stabilizer, mounted well aft. Some machines were prone to PIO, pilot-induced oscillations in pitch. The pilot would chase the oscillations, only making them worse until the gyro did a fatal bunt over. The large tail that Magni invented – as is used on all modern gyros – has fixed that."
As you can see, 
"[However, FAA's] data is not clean," Steve observed. I am well aware of this problem. Uncertainty about data accuracy of "alternative" LSA is why we have reported fixed wing Special LSA, only offering guesses for weight shift trikes, powered parachutes, gyroplanes, motorgliders, and more.
However, we hope that will now change and our market share reporting will be more inclusive. Hurray!
Problems in FAA's database is not caused by incompetent clerks. Agency personnel must sort through inconsistently-reported aircraft. If, as Steve pointed out in one example, the registered name of the aircraft is slightly different, it won't show up on a casual investigation.
He added, "There's no end of that kind of thing …just so we know the limitations on this exercise. But with that understanding, I love this kind of thing, I have the skills to do it, and would be honored to support your good work for the sport." All such reporting will be available on the home page when fresh and catalogued on its own space found by 
Chuck's son Jim Vanek took over the business and revamped the Vancraft designs. He said his "award-winning, world’s-first, two-place gyroplane took the prestigious Charles Lindbergh award at the Oshkosh airshow in 1985." The company also reports his Sport Copter II design was voted as one of the Top Ten Best Designs at AirVenture in 2011.
An airshow performer, Jim said he wrote the parameters and guidelines for gyroplane looping for the FAA in 1998 after performing the world’s first loop in a conventional gyroplane, in 1997. The company's website reports, "He is the only gyro pilot in the world that holds an International Council of Air Shows card for gyroplane looping and rolling." Don't even think about trying this yourself, however.
The company said, "We offer 22 thru 28 foot rotor blades of our own design with a lift capability from ultralight thru 1,200 pounds gross weight." They added, "We are the only manufacturer that test flies all blade sets prior to shipping." For export, Rotor Flight will fully build their aircraft but in the USA, FAA will only permit them to deliver kits, the same as all gyroplane producers.
As with all the modern gyroplanes, Rotor Flight uses a substantial tailplane. "The Dominator [series of one and two-place machines] incorporate the Tall Tail design for stability." Asked how their product differs, the company's website states, "What makes the Dominator so unique is its high profile design. It sits up very high off the ground."
This article was 
Vendors in attendance logged steady demo flights to prospective customers. 
Airport manager Chris Collins forwarded more photos of the ceremony dedicating the SW21 Jet to the Mt. Vernon airport. Of the one with Jon Hansen reverently touching the main support for the aircraft he donated to the airport, Chris said, "I love this shot!"
In the lower image, Chris identified all the parties that helped make this unusual light aircraft display possible.
