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Aero ’23 Day 3 — AVI Aircraft Impresses Aero with One Major Upgrade and One All-New Design

By Dan Johnson || 5 Comments

I found much to discover at Aero Friedrichshafen 2023 but in one exhibit space I found two wonderful surprises. Both are from AVI Aircraft. One was easy to pick out as new. The other initially fooled me. In the Aero event I missed last year due to Covid (and the prior two years that were cancelled due to government Covid restrictions), AVI developers have been busy.

New from AVI Aircraft

Dracula immediately caught my eye as it did for many Aero attendees. It was new. It was charming. It was sleek. And it still folds up small like its older sibling, Swan. More on that below. Yet Dracula distracted me from Swan, which I thought I already knew. The older model has also been brilliantly renewed. In addition to dashing lines, especially for a Part 103 ultralight, AVI Aircraft models are affordable. I am aware that word means something different to every pilot, yet in 2023 a ready-to-fly aircraft that looks like Swan in the low $30,000s* may appeal to wide range of budgets. Swan and Dracula can qualify as legitimate Part 103 aircraft. Both can be fully enclosed. Both can be delivered either with a combustion engine or electric propulsion. Both can fit in an impossibly small trailer. Shall I go on? Let's look at each of these models.

Redesigned Swan LE

I glanced again to notice Swan's nose was entirely new, and not simply with a new cowling. AVI Aircraft's team, led by owner Radu Berceanu, has moved the engine from the end of a large boom tube to fully enclose it in the nose.

Initially, Swan had its engine mounted on a boom connected to the tail. In the refined 2023 version, the engine was dramatically repositioned as you see below. An impossibly-small trailer sits behind Swan… and, yes, it fits using removable wings and a folding tail boom.

Naturally, to accommodate a lower prop arc, designers had to raise the fuselage but entry remains easy. In fact, because you no longer need to lower yourself to get in, Swan LE may offer even better ingress and egress. Under the cowling is… well, your choice. Both new AVI models offer the Polini 303 with 38 horsepower, making Swan lively and able to achieve short takeoffs. Or, you can have an equally powerful (28 kW or 37.5 hp) electric propulsion unit. AVI has offered electric for several years, time enough to work out the installation and operation. Inside Swan LE looks the same except for the higher threshold. The helicopter-like, centrally-formed instrument panel allows generous forward and down visibility. Given its cantilevered construction, Swan LE doesn't need wingstruts that obstruct side visibility. The revised model retains that amazing fold-down capability (described in this article), allowing transport in the smallest trailer you can imagine. Swan at Aero was badged "Swan 120 LE" as it is approved under Germany's 120-Kilo Class. However, in our discussion, Radu stressed more than once that both Swan and Dracula can conform to U.S. Part 103 with minor changes, which he has already engineered and produced. The earlier boom-engine Swan has already proved itself capable of meeting Part 103, according to importer Tom Bartlett, AVI Aircraft's U.S. distributor (article from fall 2022). In America, I'd expect the name will be "Swan 103 LE" — LE stands for Lower Engine, said Radu. In addition to handsomely upgrading the nose of Swan, what Radu did right was leave the rest alone.

Low-Wing Dracula

AVI Aircraft aims to please, said Radu. He heard from prospective customers that some wanted a low-wing version of the Swan. Since my last Aero visit (2019), AVI has completed all work on the new Dracula and kept many of the same features on Swan. That's not easy to achieve. One example is the wing-remove, tail-boom-fold method of disassembling Dracula for transport. Radu indicated that Dracula would fit the impossibly-small trailer just as Swan LE does. Given significant waits for hangar space at many airports, a small trailer could be the deciding factor for some potential buyers. Towing this small trailer around, almost no one would believe you have an airplane inside. A small trailer is also lightweight so towing with a smaller vehicle should not prove challenging. A single threaded pin is removed to detach the wings. The tail feathers also remove quickly. A hinge in the boom allows it to be folded forward, enabling the entire plane to fit in a space just 6 feet wide by 12 feet long by 6.5 feet high, which is the box size of a standard 6x12 enclosed trailer. "In turn, it can just as easily be reassembled and ready to fly in a matter of minutes with experience and a second pair of hands," said Tom. "We are working on a custom trailer that makes it easy to load, provides exceptional protection in transit, and allows for one-person assembly."

While Swan LE on display had the Polini combustion engine, this Dracula was fitted with AVI's electric propulsion, hence the green colors and references.

Aerodynamically, Dracula is sleeker than Swan and can fly faster. However, for the U.S. Part 103 market, AVI has made some adjustments including a longer-span wing and a different flap configuration. Adjusting the prop also helps contain speeds to 103's snug limits. As to powerplants, Dracula again follows Swan LE with a choice of Polini 303 or electric motor. As noted in the specifications below, Dracula matches Swan exactly; these figures are what AVI Aircraft was offering Aero '23 attendees. However, I encourage interested Americans to contact Tom Bartlett, while pilots in other countries can contact Radu directly.

TECHNICAL SPECIFICATIONS: AVI Aircraft Swan 120 LE and Dracula 120 both models share specifications provided by the factory

  • Maximum Takeoff Weight — 529 pounds (240 kilograms)
  • Takeoff roll on grass runway — < 295 feet (90 meters)
  • Maximum Crosswind — < 18 miles per hour (30 kilometers per hour)
  • Climb Rate — > 600 feet per minute (3 meters per second)
  • Cruise Speed — < 68 miles per hour (110 kilometers per hour)*
  • Never Exceed Speed — < 93 miles per hour (150 kilometers per hour)
  • Limit Loads — +4, –2 G
  • Best Glide Ratio — 10:1 at 53 miles per hour (85 kilometers per hour)
  • Fuel Capacity — 7.4 gallons (28 liters)**
  • Range — > 280 statute miles (450 kilometers) * slightly over U.S. Part 103 regulations but easily compensated ** can be changed for U.S. Part 103, affecting range

Electric Propulsion Information:

  • Motor — 28 kW maximum power, 100 V, 102 kgs maximum thrust
  • Batteries — 4 X 2.66 kWh each
  • Charging — from 25% to 100% in 4.5 hours at 230V/16A
  • Duration — minimum 1 hour of flight with reserve
What else does AVI do? — Beside producing the Swan and Dracula aircraft in various forms, businesses using the AVI prefix produce a large range of composite products… from swimming pools to composite components used in the construction of trams, trains, subways, automobiles and the nautical industry. VIDEO COMING — A two-part interview with AVI Aircraft owner Radu Berceanu will follow. He delivers a lot of info on both planes reported here. Until the new one is ready, here is a video from Midwest LSA Expo 2022 (does not include the LE engine change).

ARTICLE LINKS:

* Swan pricing in fall of 2022 was around $30,000, however, shipping costs remain extraordinarily high, adding to Swan's factory price (MSRP). Exchange rates can also affect pricing in dollars. Please use the links above to contact the company or its representatives for current prices and availability.

I found much to discover at Aero Friedrichshafen 2023 but in one exhibit space I found two wonderful surprises. Both are from AVI Aircraft. One was easy to pick out as new. The other initially fooled me. In the Aero event I missed last year due to Covid (and the prior two years that were cancelled due to government Covid restrictions), AVI developers have been busy. New from AVI Aircraft Dracula immediately caught my eye as it did for many Aero attendees. It was new. It was charming. It was sleek. And it still folds up small like its older sibling, Swan. More on that below. Yet Dracula distracted me from Swan, which I thought I already knew. The older model has also been brilliantly renewed. In addition to dashing lines, especially for a Part 103 ultralight, AVI Aircraft models are affordable. I am aware that word means something different to every pilot, yet in 2023 a ready-to-fly aircraft that looks like Swan in the low $30,000s* may appeal to wide range of budgets.

Magical Merlin Motorglider Goes Both Ways: Part 103 or Motorglider; Gas or Electric

By Dan Johnson || 8 Comments

Regular readers know I have closely followed the Merlin developments. I use plural because developer Chip Erwin has steadily built this single seat flying machine into a whole fleet of its own. At Sun 'n Fun we saw a display of three airplanes in different variations. Let's begin with a focus on the modest cost of Merlin. I promote affordable aviation all day long. That word "affordable" means something different to every single pilot so every time I use the word someone is going to tell me, "It's still too expensive." Look I get it. I'm a consumer, too. Plus, who doesn't enjoy a deal? So here's the short answer: "Finished Price: $34,000." That's a direct quote from Aeromarine-LSA. I know some may say that doesn't work for them but in this day and age, that is a bargain for a ready-to-fly aircraft. When that buys an airplane built like Merlin Lite, one equipped the way Chip has configured it, I consider that one of the great values in aviation.

Market Ready?

Chip is a great salesman for his projects, which builds expectations. Pilots waiting to satisfy their interest have had to be patient but now production is drawing close. A partnership with M-Squared is eagerly anticipated by Chip, M-Squared's Paul Mather, and all those interested pilot-customers.

An original (and immaculate) European Merlin powered by an HKS 700E, one of several motors Chip used before settling on the Polini for the Part 103 model. Compare this engine cowl to the white aircraft above.

Merlin has grown into a line, with Merlin PSA, Merlin, Merlin Lite (longer wings for Part 103), and hints about a Merlin II. Aeromarine-LSA describes Merlin Lite as "an all-new version of the Merlin, one that has a longer wing and a lighter airframe to meet the FAA Part 103 ultralight rule." Chip is laser focused on Part 103 with an airplane that looks very conventional: full enclosure including one door on a cabin with lots of windows, complex flaps, a long soaring-style wing, hydraulic brakes, electric trim, modern avionics plus a central iPad mount, airframe parachute, and more. What visitors saw at Sun 'n Fun 2023 provides a good glimpse of the final product. Merlin Lite on trigear looked finished and ready for market.

Long slender soaring-style wings are part of the Merlin Lite magic. Like the entire aircraft, wings are all metal.

In addition, Chip showed a Part 103 Merlin Lite on straight (that is, non-amphibious) floats. Both trigear landplane and float-equipped Merlin Lite were powered by a Polini 303DS liquid cooled engine with dual ignition, electric start, and battery. The engine produces 38 horsepower at 8000 RPM. Chip noted, "For Part 103 compliance we only install one wing tank with 4.15 gallons capacity which is good for about 4 hours flying with the Polini engine." A second tank can occupy ready space in the other wing but it will not then qualify for Part 103. "The Merlin Lite can be flown as a Part 103 ultralight with virtually no regulations but will require a BRS rescue system to increase the allowable weight," said Chip. Of course, Merlin Lite may also be registered in Experimental class, which does not have the weight and speed restrictions of Part 103.

Merlin Lite sits atop Aeromarine-LSA straight floats. We have another video coming on this product. All Merlin Lites come standard with fitting for floats. ••• Electric power is also coming to Merlin Lite, but that, too, is a subject for another article.

One part of the long wing magic, where span increases to 32 feet, is a reduction of stall speed below 24 knots, the limit for Part 103. "A three-hinge Fowler flap employs slots and deflects to 50 degrees to really slow down the aircraft," said Chip. "Yet when fully retracted the wing becomes very clean. Combined with the cantilevered wing our Merlin lite with this high aspect ratio wing will have a L/D ratio suitable for motorgliding or efficient flight under electric power." The focus on motorglider has two aspects. In one case, it keeps Merlin Lite within Part 103's tight limits despite looking for all the world like a "real" airplane. The other reason is more obscure. FAA allows a pilot with a sailplane (glider) certificate and a motorglider sign-off to fly without any form of medical. However, motorgliders are not bound by Part 103's speed or weigh limits, giving this specialized aircraft a quite special niche in all of American aviation. Pipistrel has employed this unique carve-out and now so will Chip. Learn much more in the video below, shot at Sun 'n Fun 2023. And visit Aeromarine-LSA's dedicated Merlin page. Also, visit Merlin manufacturing partner, M-Squared. https://youtu.be/5jEPGUASzmk

Regular readers know I have closely followed the Merlin developments. I use plural because developer Chip Erwin has steadily built this single seat flying machine into a whole fleet of its own. At Sun ‘n Fun we saw a display of three airplanes in different variations. Let’s begin with a focus on the modest cost of Merlin. I promote affordable aviation all day long. That word “affordable” means something different to every single pilot so every time I use the word someone is going to tell me, “It’s still too expensive.” Look I get it. I’m a consumer, too. Plus, who doesn’t enjoy a deal? So here’s the short answer: “Finished Price: $34,000.” That’s a direct quote from Aeromarine-LSA. I know some may say that doesn’t work for them but in this day and age, that is a bargain for a ready-to-fly aircraft. When that buys an airplane built like Merlin Lite, one equipped the way Chip has configured it, I consider that one of the great values in aviation.

Midwest LSA Expo; Day 2 — DAR’s Solo Is An Affordable and Modern Part 103 Ultralight

By Dan Johnson || 1 Comment

Some kind of remarkable thing happened here in Mt. Vernon, Illinois where the Midwest LSA Expo is taking place. Out of the 30 or 40 airplanes on display, no less than three of them are what I'll call "next generation" Part 103 ultralight entries. It would be amazing to see three new ones of any sort, but all three of these are modern. They all use contemporary materials yet they have all been shown to qualify for FAA's simplest regulation. The three are Chip Erwin's Merlin Lite, the AVI Swan I wrote about yesterday, and today's subject: AeroplanesDAR's Solo. All three are impressive and all three break away from the common Part 103 ultralight using "tube and gusset" construction Two years ago I reported on the Merlin Lite and the pace of its innovative development has quickened. Chip's popular entry will soon enter into a new production agreement so the airplanes will be assembled here in the USA by a longtime reliable expert. I'll have more on that when the operation begins.

AeroplanesDAR

AeroplanesDAR is a ultralight airplane manufacturer based in Sofia, Bulgaria (a few hundred miles straight north of Athens, Greece) for almost two decades. The company is "older than Boeing," but in 1995 it was taken over by Tony Ilieff, who had a new vision for where the company could go. "DAR Solo is a single seat, single engine, high wing ultralight sport aircraft," Tony said. "The aircraft is based on mixed construction: aluminum wings and composite airframe. New advanced technologies have been introduced and the result is a remarkable aircraft of extra low weight and good flight performance." AeroplanesDAR calls their system "Sheet Management software" which describes a CNC machine method to fabricate aluminum sheet parts for manufacturing. Versions of this approach are widely used by many big corporations but in recent years the technology has become accessible to small aircraft producers to efficiently design and produce aluminum sheet parts and components. "As a result, assembling elements, like wings and tail surfaces, is easy," said Tony. "All composite parts in DAR Solo are made using carbon, aramid, and fiberglass in vacuum molds with controlled temperature," noted AeroplanesDAR. Such composite technology allows integrating different parts into one. For example, the central beam on Solo and its vertical stabilizer have been combined into one element. The main landing gear is built from fiberglass using a new 2-stage vacuum system. Originally, Tony said DAR Solo was designed to be sold as an airplane kit. "That's why the airfoil shape and manufacturing assembly have been carefully chosen and modified to be easily handled by customers. Thanks to modern engineering, Solo can be assembled on a regular workshop table. Kit customers receive all important parts ready for final assembly. Such features are required for a product that will be sold as kit set intended for private manual assembly."

Now In America

In the USA, representative Kyle Hunsaker does not plan to sell kits as a fully assembled DAR Solo is priced at $27,500 and that is with an emergency airframe parachute. No great savings are possible by assembling a kit when the retail price is this low. Yes, I know "affordable" means something different to every person but in this day, $27,500 is a bargain for a construction like this. In addition to the new representative in the USA, AeroplaneDAR has established dealers in various countries. "We are placed in different parts of the world through our friends and representatives: United States, UK, Austria, Germany, Russia, Australia and Brazil," wrote AeroplanesDAR. The company has earned government approval in countries beside their home base in Bulgaria. In addition to meeting FAA's regulation, DAR Solo has won German approval for that country's 120 Kilogram Class (also honored in other EU countries), the Russian market, which has a 115 kilogram rule, and countries such as Korea. China has a similar rule and all these national programs are roughly similar to FAR Part 103.

Kyle Hunsaker was interviewed for a video that will emerge soon. He is based in northeastern Ohio.

Kyle has not yet flown his aircraft although he has started taxi testing it once he got it assembled and carefully checked over. He is taking a measured approach to his operation of Solo. However, Kyle said that the factory had already put a couple of hours of flying on his machine in Bulgaria before they disassembled it for shipment to the United States. The aircraft has been flown for a number of years in Europe where it has developed an enthusiastic following. For many pilots who are seeking affordable aviation, the Midwest LSA Expo has shined a bright light on at least three new possibilities that are both interesting and fairly economic. I recorded a video interview with Kyle and will try to upload it to YouTube as soon as editing can be completed. Meanwhile, Kyle's contact info appears below.

ARTICLE LINKS:

TECHNICAL SPECIFICATIONS Aeroplanes DAR Solo All information provided by the manufacturer's representative

  • Overall Length — 15.6 feet
  • Overall Height — 8 feet
  • Wing Span — 27 feet
  • Wing Area — 93 square feet
  • Empty Weight — 274 pounds (including airframe parachute, so 278 pounds are permitted)
  • Maximum Takeoff Weight — 540 pounds
  • Maximum Loading — +4 / –2 G
  • Crosswind Maximum — 11 miles per hour
  • Takeoff Roll — 400 feet
  • Rate of Climb — 780 feet
  • Cruise Speed — 58 mph
  • Maximum Speed — 63 miles per hour
  • Stall Speed — 27 mph
  • Fuel Capacity — 3.3 gallons
  • Fuel Consumption — 0.65 gallons per hour (level flight)
  • Endurance — 2.1 hours
  • Engine — Polini Thor 303
  • Power Output — 38 horsepower
  • Propeller Diameter and Pitch — 63 inches at 12 degrees

Some kind of remarkable thing happened here in Mt. Vernon, Illinois where the Midwest LSA Expo is taking place. Out of the 30 or 40 airplanes on display, no less than three of them are what I’ll call “next generation” Part 103 ultralight entries. It would be amazing to see three new ones of any sort, but all three of these are modern. They all use contemporary materials yet they have all been shown to qualify for FAA’s simplest regulation. The three are Chip Erwin’s Merlin Lite, the AVI Swan I wrote about yesterday, and today’s subject: AeroplanesDAR’s Solo. All three are impressive and all three break away from the common Part 103 ultralight using “tube and gusset” construction Two years ago I reported on the Merlin Lite and the pace of its innovative development has quickened. Chip’s popular entry will soon enter into a new production agreement so the airplanes will be assembled here in the USA by a longtime reliable expert.

Midwest LSA Expo; Day 1 — The Sleek, Affordable, Foldable, Trailerable Swan 103

By Dan Johnson || 10 Comments

While I have been familiar with AVI's Swan for several years, having earlier seen it at the German Aero show, this was a first appearance for Swan in the United States. What's brand new is the Swan 103 model made specifically for FAR Part 103. The new model made its American debut at the Midwest LSA Expo. [September 9 UPDATE: Tom Bartlett's contact info has been added; see "Article Links" toward the end of the article. —DJ] This is the 14th running of the popular show in Mt. Vernon, Illinois. It's what I call an intimate, sector-specific show. By that I mean it is all the sort of aircraft I cover on this website… Light-Sport Aircraft, Sport Pilot-eligible kit aircraft, and ultralight aircraft. Thursday is regarded as one of the slower days of the three-day event — some vendors only attend on Friday and Saturday. Yet at least two airplanes and maybe three or four were sold on opening day. It was a nearly perfect day to go for a demonstration flight and many did. People often ask me why they should go to a show that is smaller than the giants of Oshkosh or Sun 'n Fun. One of my answers is that I see most of the same vendors year after year. They would not do that if the show did not produce results for them and that means new owners leave Mt. Vernon with a big smile on their faces.

Affordable Aviation Lives!

As you surely know by now, my work on this website sticks closely to affordable aviation. To many, those words don't even go together because all aviation is expensive. I don't believe that's true. Some aviation is actually very reasonable and I have lots of articles that prove this. I have written about Swan in various articles and the Romanian AVI Aircraft company promised to tweak their design specifically to the U.S. market. My conversations with the company president, Radu Berceanu, assured me he knew very well what the FAA required. So it was exciting to learn the one seen in nearby images is in America now and I expect we will see more of these. It sells for under $29,500 although that's before shipping which is a huge challenge these days. See the video below for more on importer Tom Bartlett's plan to lower shipping costs; every importer is facing this same situation.

Tom Bartlett is the U.S. representative and importer for AVI Aircraft's Swan 103.

Remember that figure of $29,500 is less than the average price of a new car in America in 2019 (it's much higher now). Also, this is for a carbon fiber airplane. Swan 103 has a roomy interior and offers doors for both sides. The whole aircraft looks improbable as a Part 103, I realize, but this company has already met German specifications for their 120-Kilogram (264.5 pound) Class examined closely by government-sanctioned organizations.

"Milestone for AVI Aircraft!"

Radu and his team proudly proclaimed on Facebook, "Our latest aircraft, Swan 103, has been flight-tested and shipped to the USA." They hoped to display at EAA AirVenture Oshkosh 2022 but shipping delays prevented that plan "Swan 103 is specifically designed to meet all requirements for the FAR Part 103 category," stated AVI Aircraft. Swan 103 was to be displayed in an exhibit hosted by "AVI Aircraft's USA representative, Mr. Tom Bartlett, who will also facilitate all sales of AVI Aircraft airplanes to the USA." Radu is AVI Group's owner and president. He started developing AVI Group's aviation division in 2015. Tom finally got the airplane through U.S. Customs and transported Swan 103 in its tiny factory trailer directly from the East Coast shipping broker to Mt. Vernon for the Midwest LSA Expo. The six-minute video below will provide a good overall look at Swan 103 as built specifically for the U.S. Part 103 market.

ARTICLE LINKS:

Swan 103 debuted to Americans at the Midwest LSA Expo in Mt. Vernon, Illinois, September 8, 2022. https://youtu.be/xy5oSZE3Hy4

While I have been familiar with AVI’s Swan for several years, having earlier seen it at the German Aero show, this was a first appearance for Swan in the United States. What’s brand new is the Swan 103 model made specifically for FAR Part 103. The new model made its American debut at the Midwest LSA Expo. [September 9 UPDATE: Tom Bartlett’s contact info has been added; see “Article Links” toward the end of the article. —DJ] This is the 14th running of the popular show in Mt. Vernon, Illinois. It’s what I call an intimate, sector-specific show. By that I mean it is all the sort of aircraft I cover on this website… Light-Sport Aircraft, Sport Pilot-eligible kit aircraft, and ultralight aircraft. Thursday is regarded as one of the slower days of the three-day event — some vendors only attend on Friday and Saturday. Yet at least two airplanes and maybe three or four were sold on opening day.

LSA Update: Pre-AirVenture Oshkosh 2021 — Aircraft, Products, Dealers, Achievements

By Dan Johnson || 12 Comments

Well, FINALLY, AirVenture Oshkosh is barely a week away. It seems like forever, doesn't it? It has been two years but feels like a decade. I hope you can attend, but if not, I plan to be on-site all week gathering the latest about Light-Sport Aircraft, Sport Pilot kits, and ultralights. In this edition of “LSA Update,” I'll cover an update about… 1️⃣ Jabiru and their AirVenture activities; 2️⃣ Beringer's new SensAir system that works with your smartphone; 3️⃣ an impressive father-and-daughter partnership forming a new dealer for Seamax; 4️⃣ a preview of the new Dragon powered paraglider single-place quad; and, 5️⃣ competition successes for E-Props and Polini engines.

Let’s get this show underway…

Jabiru USA

One of the earliest Light-Sport Aircraft to be approved was the Australian Jabiru brand. Not only was Jabiru one of the first approved SLSA (#22) but also one of the most prolific with SLSA #22 J250-SP, #23 J170-SP, #40 Calypso SP, #67 J230-SP (redesignated as J230-D in 2013), and #142 J170-D. The "SP models came from an earlier U.S.-based manufacturing arrangement. The "D" denotes the manufacturing now conducted in Australia. When you are an early entrant you have time to get the details right and flesh out the operation. Now in the capable hands of Scott Severen, who runs US Sport Planes and took over from Jabiru USA founder Pete Krotje, Jabiru has matured to one of the leading LSA suppliers. It is the only Australian fixed wing aircraft brand to successfully enter the U.S. market. The company remains a member of a very select club that manufactures both airframe and engine. All Jabiru models appear compact but actually have spacious interiors; especially the latest J230-D has a cavernous aft area (where people sit when the same base airframe is used to make a four seater). A third door for this purpose serves U.S. pilots by making the loading of luggage (or your pet) easier. With its 4th Generation six-cylinder engine producing 120 horsepower, Jabiru J230-D will satisfy a lot of pilots. Stop by their space at AirVenture and perhaps you'll meet some of their owners that will attend another annual Jabiru Owners Group (JOG) gathering.

Beringer

Known far and wide for their distinctive orange-ish wheels, Beringer has built a premium brand serving aircraft from the lightest LSA to Cirrus' SR-series. The France-based company with a permanent U.S. operation has numerous products in support of airframes including the unique locking tailwheel and their wheel shocks. Now, they have something new. Beringer’s SensAIR™ system is connected to a mobile app on your smartphone (image) thanks to pressure and temperature sensors fitted to your Beringer rim. Sensors are normally switched off to save the battery (2 to 3 years lifetime) and are activated when the smartphone is detected within a 30-foot radius (10 m).

Low pressure and temperature levels are set by the user on his smartphone so he or she can receive a notification.

No need to crawl under your plane to check pressure anymore, thanks to SensAIR you can check your pressure before and during each flight! SensAir is available now for 4-, 5-, 6-, and 8-inch wheels.

Seamax

With fabrication in Brazil, Seamax has been in the U.S. market for many years, earning FAA acceptance as #63 in our SLSA List. In the last few years Seamax has substantially upgraded their U.S. representation with full-time facilities adjacent to the prestigious campus of Embry Riddle Aeronautical University. From this ideal location they can cover the Eastern U.S. Now, Seamax is pleased to announce a new dealer based in Tulsa, Oklahoma. The seaplane maker now offers support, training, and sales for several Midwestern states. The new business is called Central Seaplanes and they become the official sales agent and brand representative for Oklahoma, Arkansas, Missouri, Kansas, Colorado, New Mexico, and Texas. Central Seaplanes will provide mechanical and maintenance service to Seamax aircraft in association with Johnson Aviation of Tulsa and plans to provide flight training in association with Destinations Executive Flight Club of Tulsa. The Oklahoma dealer recently acquired two fully-equipped Seamax M-22 aircraft to their fleet and. One M-22 is equipped with IFR gear, which allows a pilot in training to log instrument hours at competitive rates. Central Seaplanes, LLC is a father-daughter, veteran-owned business represented by Kira and Todd Lang. Todd is a former fighter pilot with 40 years of aviation experience and 11,000 logged hours with CFI, CFII, and MEI instructor credentials. Currently, he is an international Boeing 767 Captain for a major U.S. airline. Todd also holds a Master's degree in Business Administration from Embry Riddle. Kira has an Associate degree in aircrew safety systems technology, a Bachelor's degree in aviation management and a Master's degree in aviation and space science. She is currently finishing her doctorate. Kira received her Private Pilot certificate when she was 18 years old. Kira said she has always dreamed of starting her own business with her dad. She has a passion for aviation and has thrived in the industry. She intends to dedicate her time to the success of Central Seaplanes and their association with Seamax aircraft.

Dragon PPG

Welcome to Dragon PPG (powered paraglider). This quad — a term describing the four wheeled carriage some powered paraglider enthusiasts prefer — “is a new concept,” said Erin Thorson about designer Dan Feldman's work. Dragon will make its official debut at AirVenture 2021. Thorson is a 30+ year A&P and former Air Force aviator. "Considerable research and thought have been put into producing a high quality seated powered paraglider that meets all FAR 103 requirements," wrote Erin. Dragon PPG is aimed at taller and heavier PPG pilots. The design features a roll cage for protection. Such a configuration is common in powered parachutes (different aircraft, if you aren't familiar) but quads have previously been very light weight construction that mainly aimed to provide some structure to accommodate wheels, and not much more. Based on Rotax 503 power, Erin described thrust of the engine as "incredible!" Dragon was weight tested at 4Gs assuming a 220-pound pilot. Commonly, powered paragliders prefer the lightweight, higher-revving Polini engine (see next news item). "Last week, Eric Dufour, a world-renowned paragliding pioneer and well respected paramotor instructor, personally flew the Dragon PPG and loved everything about it," wrote Erin. "I have witnessed the Dragon fly; it is a rocket!" Dragon PPG is made in the USA. "The challenge (and frustration) for many quad PPG pilots is a lack of power and thrust and overall structural integrity," continued Erin. "Dan set out to design a wheeled powered paraglider [carriage] using heavy-wall aluminum for the main structural components with aluminum clamp devices and U-channels clamps to secure the tubing. The reason is primarily to add strength to the tubing without drilling of holes which can weaken the structural integrity of the frame." He reported the Dragon frame and engine have been designed to meet FAR 103 requirements. The Dragon frame itself can also be purchased as a stand alone frame without engine if the customer desires.

E-Props and Polini Engines

In early July 2021 flying enthusiasts participated in the second edition of a STOL competition for ultralights (with engines limited to 100 horsepower) in the south of France. The contest was organized by the French Federation, FFPLUM. “The propeller is a very important equipment to succeed in this kind of competition,” the company wrote. “E-Props is proud to have won the first three places.” Earlier, on the weekend of June 17, 18, and 19, the French Open Training Slalom 2021 at Sevins Le Lac, “the podium was monopolized by pilots using Polini Thor engines,” boasted the Italian engine maker. Champion Alexandre Mateos, an ace of this sport, dominated results winning in his debut with the new Thor 303. Commonly, E-Props have been paired successfully with Polini. In second position was Jeremy Penone using the super-tested Thor 250. In third, winning the bronze medal, was Marie Mateos also using the new Thor 303. Marie reached a new goal with Thor Polini engines. After previously winning the female category, in this recent competition she was the first woman to be on the winner's podium ranked equally with male pilots. In a similarly timed event called "Slalomania," in Bornos in the south of Spain, the Slalom Open Spanish Championship took place. “Once again the pilots powered by Thor 303 engines confirmed this engine is superior for powered Paragliders,” reported Polini. Of the 21 pilots that took part to the competitions, 16 chose Polini Thor engines.
…but, of course, all the above is merely the tip of a large iceberg. I hope to achieve sensory overload at Oshkosh '21 and I will do my best to transmit that excitement to you. Watch for the bright orange logo denoting coverage from the big show.

Off we go!

Well, FINALLY, AirVenture Oshkosh is barely a week away. It seems like forever, doesn’t it? It has been two years but feels like a decade. I hope you can attend, but if not, I plan to be on-site all week gathering the latest about Light-Sport Aircraft, Sport Pilot kits, and ultralights. In this edition of “LSA Update,” I’ll cover an update about… 1️⃣ Jabiru and their AirVenture activities; 2️⃣ Beringer’s new SensAir system that works with your smartphone; 3️⃣ an impressive father-and-daughter partnership forming a new dealer for Seamax; 4️⃣ a preview of the new Dragon powered paraglider single-place quad; and, 5️⃣ competition successes for E-Props and Polini engines. Let’s get this show underway… Jabiru USA One of the earliest Light-Sport Aircraft to be approved was the Australian Jabiru brand. Not only was Jabiru one of the first approved SLSA (#22) but also one of the most prolific with SLSA #22 J250-SP, #23 J170-SP, #40 Calypso SP, #67 J230-SP (redesignated as J230-D in 2013), and #142 J170-D.

DARling Light Plane (Part 103 Capable) — Coming to America 2?

By Dan Johnson || 4 Comments

Bulgarian designer Tony Ilieff is on a mission to find new representatives for his handsome light aircraft after concluding earlier representation in Canada. Built carefully — that is, without lots of weighty options — Solo can fit the Part 103 category. Given accelerating interest in Part 103 aircraft in recent years, I'd bet someone will step up for this opportunity. "Ho hum," you yawn. "Don't we already have lots of Part 103 choices?" While candidate Bernie Sanders criticized stores selling numerous brands of deodorant, choice serves highly-individualized interests. We don't all want the same things. A single make of car was a poor selection for subjects of the former Communist East Germany; the state-produced Traubant was an awful vehicle, according to numerous reports. Similarly, a lone brand, or even a few Part 103 ultralights will not satisfy all pilots. Americans in particular are accustomed to an abundance of choices. Fortunately, the 103 industry has more offerings than you probably knew.

Aeroplanes DAR Solo

Earlier I wrote about this European company and its line of light airplanes, which includes the UL, 120, and a two seat model called 23 Duo. This time my focus is solely on Solo in preparation for the coming Part 103 List. As noted, this company, in very different form and with a military mission, started almost 100 years ago in 1912 as the Bulgarian State Aircraft Workshops. In 1925 the company started producing airplanes under a name employing the letters DAR. After the fall of communism, Bulgaria in the early 1990s was a place full of hope and enthusiasm. One of those enthusiasts was Tony Ilieff, an engineer working at the Sofia airport. In 1995 he and a small group of engineers started a small ultra-light aircraft company. Tony named the company “Aerolanes DAR,” thus partially reinstating the legendary Bulgarian state aircraft workshops. Aeroplanes DAR has two Solo varieties. One is called UL for ultralight, but "ultralight" in Europe means something quite different than Part 103 ultralight in the USA. Half of all SLSA started out as European "ultralights" (most commonly meaning 450 kilograms or 992 pounds of gross weight). Solo UL gives the owner somewhat higher weight — 260 kilograms or 572 pounds gross — that can allow more options. Solo has been designed be a bit heavier than a typical Part 103 entry, but you'll need an inspection and N-numbers, a pilot certificate, and you'll have to build it from a kit. Buyers, however, are often attracted to genuine Part 103 models that can be bought ready-to-fly. Addressing a still-lighter segment of aircraft, Solo 120 got leaner to meet the German 120-kilogram class. As 120 kilograms is 264.5 pounds, this is close to the empty, dry weight of 254 pounds (115 kilograms) as allowed by FAA. With an available parachute, DAR 120 should easily qualify under the American regulation but the company posted on Facebook about a DAR 115 model they say meets Part 103. Another market, Russia, has a similar weight limit. Interest in Part 103 ultralights has been heating up according to my best information. As I seek to ask every single one of the 58 producers of Part 103-compliant aircraft about their recent sales successes I expect to learn more. Information flowing from Tony is start of what I expect and hope will be many more examples. Even though I am just getting started with the Par 103 List and my survey of the industry, I am already ready to make a risky prediction, something I rarely do, as my crystal ball does not always turn out to be accurate. My prediction — We may see more units delivered by the Part 103 industry than all Special LSA registered in the USA over the last year.* I'm willing to bet that would come as a surprise to most pilots, even those who already enjoy a Part 103 ultralight. We've had such poor (or no) information for so long, no one really knows the situation. That will change after I make contact with every producer.

Aeroplanes Dar Background

Tony Ilieff Aeroplanes DAR enterprise is located in Bulgaria (Eastern Europe, northwest of Turkey) where he and his team produce a line of ultralight airplanes. Solo from Aeroplanes DAR is a single-seat, single-engine, high-wing ultra-light airplane. All Solo models are constructed with mixed materials involving aluminum wings and composite airframe. During development Aeroplanes DAR introduced new technologies and unique practices. "Creating such a light, affordable aircraft required an absolutely new approach to the design," said Tony. "Combining metal wings and composite airframe was a key to minimizing weight and to have excellent flight performance." Composite technology gave Ilieff a possibility to integrate different parts; for example, the central fuselage beam and vertical stabilizer are one single part (see nearby drawing). "Our leader in the lightest category, FAR 103, is DAR Solo," wrote Tony. "Solo complies with FAR 103 rules." He reported Solo has been in production since 2008. "We made several modifications through the years; the Solo we produce now is the fifth generation." Other national markets offer light aircraft regulation roughly similar to Part 103 rules: Britain has SSDR for slightly larger (than 103) aircraft and Sub-70 for very light machines. Germany has its 120-Kilogram Class for which the Solo 120 is designed. Russia has an even closer-to-Part-103 variant called the 115-kilogram category. Other nations, including China, Korea, and Brazil, also have variations on the 103 theme. All feature less regulation, which contributes to lower prices of these machines. "We have discontinued with a Canadian dealer and our sales in USA are still minimal," said Tony while also noting that four Solo aircraft are presently flying in America. "We are looking for a dealer in USA." As reported earlier, prices are good enough that the Canadian dealer offered Solo for only $18,900 — though that is no guarantee prices will remain as they were. However, this figure shows Solo to be affordable to many buyers. Aeroplanes DAR's Solo has been certified as a European-style ultralight aircraft by one of the bodies sanctioned by Germany's LBA (their equivalent of FAA). All three models — Solo 120, Solo UL, and 23 Duo, which functions as a basic trainer — remain in production in 2021. Solo is powered by engines from Polini featuring a single-cylinder, two-stroke, liquid-cooled, carbureted aircraft powerplant. On Solo UL, a Thor 250 DS produces 36.5 horsepower through a two-blade wooden prop. For those interested to earn a bit of extra weight, a Galaxy GRS 260 emergency parachute fits this light aircraft well. The somewhat lighter Solo 120, which meets German 120 kilogram rules, is powered by a Polini Thor 200 EVO producing 28 horsepower through a two blade wooden prop. For the lighter aircraft a Galaxy GRS 240 emergency parachute system is available. DAR Solo is available with a folding wing to reduce hangar costs. A folding system good for transport should be soon available, the company said. Folding wings allows the pilot to assemble the plane by him or herself and prepare it for flight within 30 minutes. Learn more on Aeroplanes DAR's website, presented in English.
While we work on a more polished video, here are some short clips from the factory: https://youtu.be/G-_Hb52IF7E https://youtu.be/uKcnfDmsTmM
* If you read carefully, I said deliveries of Part 103 ultralights. That will include international deliveries, unless I can find a way to determine only those sold in the USA. Conversely, SLSA registrations is a hard number and only applies to the USA. Therefore, I readily admit I am comparing apples and oranges.
Full Disclosure — After my first article, an owner reported problems with wing construction of an older Solo resulting in a mishap. A comment was approved and appears at the end of that article. I have no official information on the cause of the incident, any construction or design problems, and I do not know the unfortunate owner nor Tony Ilieff personally. However, the company has reported 30 ready-to-fly models are flying and I was unable to find any other accident reports. I do not perceive a problem with Aeroplanes DAR's Solo but readers should consider all useful information and make their own best judgement.

Bulgarian designer Tony Ilieff is on a mission to find new representatives for his handsome light aircraft after concluding earlier representation in Canada. Built carefully — that is, without lots of weighty options — Solo can fit the Part 103 category. Given accelerating interest in Part 103 aircraft in recent years, I’d bet someone will step up for this opportunity. “Ho hum,” you yawn. “Don’t we already have lots of Part 103 choices?” While candidate Bernie Sanders criticized stores selling numerous brands of deodorant, choice serves highly-individualized interests. We don’t all want the same things. A single make of car was a poor selection for subjects of the former Communist East Germany; the state-produced Traubant was an awful vehicle, according to numerous reports. Similarly, a lone brand, or even a few Part 103 ultralights will not satisfy all pilots. Americans in particular are accustomed to an abundance of choices.

Modernized Part 103 Ultralights; Here Is Aeroplanes Dar Solo UL and More

By Dan Johnson || 15 Comments

Excitement surrounding Part 103 Ultralights continues. Considering what a nightmare of a year the entire world has experienced, many find it incredible that 103s are not only surviving, but thriving. We still have such models as the popular CGS Hawk and Aerolite 103 that are gusseted-tube structures with Dacron wings; this remains a great choice for light aircraft. However, we are also getting some advanced configurations. Examples reported recently here are the Aeromarine LSA Merlin Lite, Sector's Spark, and Top Rudder's Solo. In this article, I look at another entry after a reminder from an alert reader …one on which I had previously reported. This one has been around a few years but never established any U.S. presence. That could change as 103 types continue their growth.

Small Airplane Specialist Aeroplanes DAR

Airplanes Dar is a small innovative company with a long history that started in the previous century… on June 24th, 1917. "We are proud to say that we are older than Boeing," boasted the company. "Our main activity is the production of light high quality single and two seat planes." Aeroplanes Dar's main production facility is in Sofia, Bulgaria (a few hundred miles straight north of Athens, Greece). This location has advantages, the company believes. "We stay competitive in terms of prices [because in] Bulgaria taxes are the lowest in all of Europe." Although Aeroplanes DAR goes back more than 100 years, it changed dramatically in 1995 when a man named Tony Ilieff took over the company, making serial production a priority. "Our target is mass production of single, two and four-seated ultra and light planes based on all-metal technology," said Tony. "For this purpose we created a special sheet management technology in which all aluminum details are cut by laser and shaped by CNC machines." Aeroplanes DAR is not solely an aluminum-bending company. "In addition, we are working on the use of composites in our constructions as they provide us with certain advantages: weight, strength, and price."

Family of Models

Tony's first designs were very different than today's models. As the current line emerged in 2008, it started with a two seater — the Duo — then a Part 103-compliant model weighing 115 kilograms (the U.S. Part 103 maximum), followed by a German 120-kilogram Class version as that category was established. Other countries also use similar systems aiding very light aircraft with a lower level of regulation.

A worker assembling Solo's wing. See a three-view drawing from Aeroplanes Dar's Facebook page.

Both single seat, single engine ultralight airplanes called "Solo" are assembled with mixed construction: aluminum wings and composite airframe. "New advanced technologies have been introduced and the result is a remarkable aircraft of extra low weight and good flight performance," claims Aeroplanes Dar. Using their Sheet Management software, assembling elements such as metal wings and tail surfaces "is easy; the subjective factor at work has been eliminated," the company said. Composite parts in both Solo models are made by carbon, aramid and fiberglass in molds under vacuum and controlled temperature. "Using this technique, the central (front-to-back) beam and vertical stabilizer has been combined in one. Main landing gear is fiberglass built with a new two-stage vacuum process." "Originally our Solo was designed to be sold as an airplane kit," explained Tony. "That's why airfoil and assembly have been specially chosen and modified to be easily handled by customers and can be assembled on a regular workshop table. The customer receives all-important parts ready for final assembly. These important features are required for a product that will be sold as kit set, intended for private manual assembly."

With a two-seat Duo model, Aeroplanes Dar offers an ideal trainer although this  model does not presently qualify as a Special LSA as needed for paid flight instruction.

Dar Solo ultralight airplane available in two main versions including one appearing to meet U.S. Part 103 specifications. See the specifications for this variety below. An all-metal wing and composite fuselage elements give Solo a modern look. Solo 115 (the choice for Americans as mentioned on their Facebook page) has a maximum takeoff weight of 540 pounds and an empty weight of 254 pounds. With flaps extended, stall makes Part 103 at 24 knots and cruise speed is also where it needs to be at 50 knots. Polini is the recommended engine choice although Airplanes Dar does support others and previously used Hirth F33. With a Polini, Solo offers a 400 foot per minute climb rate. "This aircraft also meet other national regulations such as Russian 115, Korean, Brazilian, and others," said Tony. Powered by Polini Thor 200 EVO (28 horsepower). A Galaxy GRS 240 rescue system is an available option; such systems are required in Germany.

TECHNICAL SPECIFICATIONS DAR Solo UL

  • Wing Span — 31 feet
  • Overall Length — 15.6 feet
  • Overall Height — 8 feet
  • Wing Area — 105 square feet
  • Cabin Width — 24 inches
  • Empty Weight — 254 pounds (267 pounds with airframe parachute)
  • Maximum Takeoff Weight — 540 pounds
  • Maximum Loading — +4/–2 G
  • Fuel Tank Capacity — 3.3 U.S. gallons
  • Take-off Ground Roll — 460 feet
  • Rate of Climb — 400 feet per minute
  • Cruise Speed — 50 knots
  • Maximum speed — 57 knots
  • Stall Speed (clean) — 27 knots
  • Stall Speed (max flaps) — 24 knots
  • Fuel Consumption at Cruise — 1.7 gallons per hour
  • Range — 70 nautical miles
  • Engine — Polini Thor 250
Aeroplanes DAR presently has no supplier in the USA, but a Canadian dealer sells Solo UL for the present-day equivalent of $18,900 in ready-to-fly form. Of course, this is subject to change but that will strike many potential buyers as a good price. Given the appeal of Tony Ilieff's designs, a U.S. importer seems inevitable.

Excitement surrounding Part 103 Ultralights continues. Considering what a nightmare of a year the entire world has experienced, many find it incredible that 103s are not only surviving, but thriving. We still have such models as the popular CGS Hawk and Aerolite 103 that are gusseted-tube structures with Dacron wings; this remains a great choice for light aircraft. However, we are also getting some advanced configurations. Examples reported recently here are the Aeromarine LSA Merlin Lite, Sector’s Spark, and Top Rudder’s Solo. In this article, I look at another entry after a reminder from an alert reader …one on which I had previously reported. This one has been around a few years but never established any U.S. presence. That could change as 103 types continue their growth. Small Airplane Specialist Aeroplanes DAR Airplanes Dar is a small innovative company with a long history that started in the previous century… on June 24th, 1917.

A New Year and Part 103 Aircraft Keep Coming — Here’s Viera and Desire

By Dan Johnson || 6 Comments

As work on my Part 103 List continues, I have reached out to producers of the lightest, most affordable airplanes you can buy. The list is now 54 producers and yet I am aware more may show up to be counted. That's good. More choice in affordable airplane benefits pilot consumers.

Viera landing at Popham, UK

In 2020, the most-read articles appearing on this website were about affordable aircraft — updates describing FAA's new regulation for Light-Sport Aircraft were also popular. After a decade or more when many pilots believed Part 103 ultralights had all but disappeared, I am delighted to say those people were simply wrong. Part 103 is very alive and well, perhaps healthier than at any time since the category was created in fall of 1982. The volume of people visiting this website — up more than 50% in 2020 — and a majority of those visitors choosing to read about 103s provide numerical proof that interest in these aircraft is large and growing. Further evidence: the January 2021 EAA Sport Aviation title has a cover story on Brian Meyer's EZ-103,  a one-off custom Part 103 design that looks like Legal Eagle spawned an offspring with Top Rudder's Solo 103. The January magazine also has an article on the electric eGull from Earthstar Aircraft genius designer, Mark Beierle. EAA editors saw fit to dedicate a total of 18 pages to these two stories, one-sixth of all the pages in the new issue (image at bottom). FYI: Here's my article and video about eGull plus Legal Eagle articles and video.

Flying Future Vehicles

If you are well-read in light aircraft, you may recognize the name Marek Ivanov. "It sounds so familiar. Why?" you might ask. Actually this man is a very important figure from the Czech Republic where he has been involved with many airplanes you know. His Future Vehicles website shows an impressive flow of airplane photos, many of which you will recognize and all of which have Marek's fingerprints on them He didn't design all these but he contributed his engineering skills to their development. Go here to see the long list of light aircraft on which Marek has worked. As we met more than once in this millennium, and because I was working on the Part 103 List, I reached out to Marek following the advice of Flight Design USA proprietor, Tom Peghiny. Although I've had no contact with Marek in recent years, he remains a force in light aircraft design and production. "I have still in production Viera and Desire airplanes," Marek confirmed just before Christmas 2020.

Viera, Desire, Skyboy, Sparrow, and more

"I think you know Viera was produced by the Interplane company," he recalled. Yes, I did know this. For those who may have forgotten, Interplane was the company behind the once-popular Skyboy. Here is my full-length pilot report on the aircraft from 2004. Marek remembered, "You and I met in Sebring in 2008. I was CEO of Interplane at that time." After American Interplane owner Ralph Mandarino retired more than a decade back, Marek said, "I produced Viera in my company, IvanovAero. In 2018, Marek transferred all activities to his new company, Future Vehicles. "I'm still offering those airplanes and we have all tools for Viera and we are ready to build it, but honestly, we haven't sold any for a long time," Marek admitted. "Usually, all sales were stopped due to transport costs. It is a light and relatively cheap airplane but it requires a 20 foot shipping container for transport to America. Of course, we can load five Vieras to the container, but I was not able to convince customers to buy five instead of one to reduce transport costs." Indeed, today, no one represents Viera in the USA but given the modern intensity of interest in Part 103, that could change. Viera is a monowheel Part 103 airplane that was also made in tricycle gear form, though I am unsure if the tri-gear version can comply with Part 103 weights and speeds. To familiarize readers, here are two short articles on Viera, one from 2007 and another from 2008. Although Americans are less familiar with monowheel-equipped aircraft, this construction is commonly used on sailplane gliders, part of their never-ending mission to reduce drag. As do many Europe-trained aeronautical engineers, Marek has experience in sailplanes. Monowheels can be particularly good for off-field landings — for which sailplanes need always to be prepared should they lose sustaining lift and have to make an out-landing. Also, in Europe, where airports commonly charge for each and every landing (imagine that, you lucky Americans!), an aircraft that does not demand a registered airport can save a lot of money. Unseen by Americans (including me), Marek said Desire is also Part 103. While it is a one-off custom design, "we can deliver it within less than 12 months if there is demand," he said. Marek referenced that capability due to the rules I've created for an aircraft to be included in the Part 103 List. To make it quicker for readers, I repeat the four rules below the video. Marek is indeed a busy fellow. He is also the man behind a two-seat 912-powered aircraft called Sparrow. If I'm fortunate enough to get to Aero Friedrichshafen 2021, I hope to see more of Marek's work and perhaps to interview him.
Here is Marek's video of his Desire design. Enjoy! https://youtu.be/dkZ1JzpZKRI

Part 103 List Rules

To be included in the coming Part 103 List, all aircraft must meet these four rules: 1️⃣ Current production aircraft only. If an aircraft is not actively being sold today, I will not include it, however, I have listed some “in development” models as they are from known producers who have made Part 103 aircraft before. Multicopter designs will notbe included as none have entered the market to-date. 2️⃣ An aircraft must be able to qualify for Part 103 according to FAA’s Advisory Circular AC-103-7. This can include a kit-built Part 103 aircraft that a buyer may register in Experimental class so long as it can genuinely comply with Part 103 parameters. Part 103 Ultralights built from plans will also be included. 3️⃣ Powered, wheeled aircraft in these configurations: fixed wing, weight shift trike, powered parachute, gyroplane, motorglider, or paraglider with wheeled carriage. 4️⃣ No one-off, custom designs or aircraft still in an early development phase. I only want aircraft that a customer can buy for delivery within the next 12 months.

As work on my Part 103 List continues, I have reached out to producers of the lightest, most affordable airplanes you can buy. The list is now 54 producers and yet I am aware more may show up to be counted. That’s good. More choice in affordable airplane benefits pilot consumers. In 2020, the most-read articles appearing on this website were about affordable aircraft — updates describing FAA’s new regulation for Light-Sport Aircraft were also popular. After a decade or more when many pilots believed Part 103 ultralights had all but disappeared, I am delighted to say those people were simply wrong. Part 103 is very alive and well, perhaps healthier than at any time since the category was created in fall of 1982. The volume of people visiting this website — up more than 50% in 2020 — and a majority of those visitors choosing to read about 103s provide numerical proof that interest in these aircraft is large and growing.

Quantum Development… Brazilian Part 103 Ultralight Entry Explained by Designer

By Dan Johnson || 10 Comments

Welcome to a New Year! …and to a new airplane, a new Part 103 entry to be specific. One of the most amazing discoveries of 2020 — the year Covid upset lives around the globe — is the particular and peculiar strength of Part 103 ultralights. In a year that has seen hundreds of thousands of small businesses fail under the pressure of executive orders, and the lockdown of an amazing percentage of the world's individuals, the littlest airplanes have found new life. Are you surprised? I was… despite being a fan of Part 103s for several decades. What will happen in 2021 and beyond? No one has a crystal ball but I am going to guess that we will continue to see strength in the 103 segment for one primary reason: affordability.

You Can Afford Your Own Aircraft

FAA's Part 103 is an American phenomenon, dating to 1982, when the nearly 40-year-old regulation was issued. Did lead rule writer, Mike Sacrey and his band of bureaucrats know what they were unleashing? How could they? They could not see the future any better than anyone else. Yet, four decades later, this segment is thriving beyond what many pilots are willing to believe. Now, fresh from the aviation-oriented land of Brazil comes a new entry. While Sector Aircraft works to shore up financing for their two-seat LSA Hero project, designer André Godoy completed his single seat Quantum project and is trimming weight to make it qualify as a U.S. Part 103 vehicle (more on that below). Here's how he describes his project. EAA Oshkosh 2019 — "Dan, at the last EAA event in Oshkosh in 2019 we almost met. In fact, I saw you but I was ashamed to go and talk without having pre-arranged it. At this air show, I found a great place to sit and eat a hot dog and grabbed my sketch notebook that is always with me. While eating my sandwich, I finished the main sketch of my first ultralight project, Quantum." Part 103 in Brazil — "Brazil has recently launched a standard for ultralight aircraft: RBAC-103. This standard allows an empty weight limit of 440 pounds, a maximum speed of 100 knots and an aircraft can be two-place. This configuration greatly facilitated my Quantum project and we have achieved good results within this Brazilian category. However, RBAC-103 serves few countries." Quantum Design — "When I returned to Brazil, I sat at my workstation and started working a lot on the 3D project. Using the engineering software called SolidWorks, I devised several good engineering solutions."

Describing the Project

"I decided to use the fantastic Hero wings. As the two aircraft are quite different, I made some modifications. Quantum has a trapezoidal aluminum wing with a profile from engineer Harry Riblett. It was never used on any aircraft but in the initial simulations they behaved very well so I decided to use it. I removed the flaps and the machined spar of Hero and added lift struts. I kept the wing tips and the result weighs only 55 pounds per wing including aileron. At that moment I found that I was on the right path! "I made the tail with NACA-008 profile, where in Flow Simulation trials, that shape gave more control power at low speeds. I continued with the design and in November 2019 the plane was ready, as well as all software and real load tests, and we were just waiting for our engine to arrive, a Polini Thor 250DS (Sector has become the Polini dealer in Brazil). In December 2019 we started the first tests on the ground, we had a very pleasant surprise with the results but we needed adjustments and improvements in the prototype. "In January 2020 we made the first flight and started the flight tests. Because I had recently finished an LSA project (Hero), I used the ASTM-2245 standards to make Quantum, mainly following the structural load and flight items. We created a quality assurance manual, and all this experience will help when we start manufacturing the Hero. "Following ASTM standards, Quantum flight tests used the same flight test cards as we did for Hero. We logged approximately 25 hours and after this validation period we start calling friends to fly the new bird,  including pilots such as Captain Bertolini, who flew many military planes and was for more than 15 years a test pilot for Embraer. His input helped me refine the design and we already have sales of Quantum in Brazil and production has started, which is very good for us."

Flying Quantum

"As I prefer not to brag about my own design, I collected information from the experienced pilots who flew Quantum. "Coordination maneuvers went beautifully. Approaches to landings showed good stability even in crosswinds. Touchdown does not require exceptional effort; abrupt corrections are not needed as Quantum delivers a smooth and pleasant ride." By late November 2020, André added, "We have logged 56 hours and the experience of more than 18 pilots." Handling Qualities — "Flight controls use cables and pulleys for the ailerons and rudder, and control rods for the elevator, giving Quantum harmony and maneuverability characteristics comparable to larger, heavier planes. Making a turn with Quantum does not require corrections with the rudder as Frise-style ailerons help Quantum make well-coordinated turns. We have a docile aircraft that can accept mistakes from less experienced pilots while providing pleasurable handling to higher-time pilots."

About André Godoy

André Godoy hails from Campinas in the state of São Paulo. "During my childhood, I lived near an aerodrome and I could see all the colorful ultralights flying over my house. At the age of seven I found my vocation; I wanted to work in aviation." "In my adolescence, I studied mechanical manufacturing processes because in Campinas, I could not take an aeronautics course. In the early 2000s I started working with SolidWorks software and then I went to work as a project manager in a company called Inpaer in Campinas — today, Americans know this company as Texas Aircraft — making the first Brazilian LSA called Conquest (today, with metal fuselage, it is called Colt). "I dedicated my life to studying manufacturing, engineering and design processes. I did little study to be a pilot. However, when Quantum … was ready [I prepared extensively] and did my solo flight on Quantum. What an immense pleasure to be able to design, build, and do my solo flight on this aircraft. Few people do this in life, like Wright Brothers in 1903 and Alberto Santos-Dumont in 1906. Of course, I don't want to compare myself to those pioneers but I think I know what they felt."

U.S. Part 103 Entry

"Now we are working to make a specific ultralight to meet the American Part 103 regulation," André continued. "We will engineer a weight reduction to stay within the 254 pound limit and we will use the new Polini Thor 202 engine to have lower speeds.

This and other photos by FotografAir, provided by Sector Aircraft.

"As this will be a new project we will give it a new name. It will use the same wing profile as Quantum and Hero and the same tail profile. We will keep it all in aluminum and I will maintain the same flight quality. "We are working hard to have this project as soon as possible. In Brazil, in the '80s, we had a romanticism about ultralight flights at airfields. I feel that this is coming back all over the world and I want our planes to be able to bring that inspiration to all pilots again." André projected in late November 2020, that by January 2021 he will provide pictures of the new ultralight. "I need only choose a new name for him," finished André. He has since decided on the name Spark. As he worked to trim weight to fit U.S. Part 103, André said, "To reduce the last 10 pounds, [I will] change all fairings to carbon fiber including the seat. I also designed the engine mount for three options: Polini Thor 202 to fly up to 55 knots (the Part 103 limit); Polini Thor 250 to fly up 60 knots, and new Polini Thor 303 to fly up to 65 knots." It is too early for pricing to be determined. When André completes his work on Spark, it will be my pleasure to add it to the coming Part 103 List. André closed his communication suggesting we may see his work at Sun 'n Fun 2021. Let's hope!
https://youtu.be/_Q0fGk4W_ZI

Welcome to a New Year! …and to a new airplane, a new Part 103 entry to be specific. One of the most amazing discoveries of 2020 — the year Covid upset lives around the globe — is the particular and peculiar strength of Part 103 ultralights. In a year that has seen hundreds of thousands of small businesses fail under the pressure of executive orders, and the lockdown of an amazing percentage of the world’s individuals, the littlest airplanes have found new life. Are you surprised? I was… despite being a fan of Part 103s for several decades. What will happen in 2021 and beyond? No one has a crystal ball but I am going to guess that we will continue to see strength in the 103 segment for one primary reason: affordability. You Can Afford Your Own Aircraft FAA’s Part 103 is an American phenomenon, dating to 1982, when the nearly 40-year-old regulation was issued.

Not Just Any Ultralight — Introducing Top Rudder’s Solo 103 and Ruckus

By Dan Johnson || 24 Comments

When I first reported about — and did videos about — Just Aircraft's Part 103 entry back in 2017 and 2018, lots of readers got excited. Here was the company that astounded everyone with their thrilling SuperSTOL that can take and land on what seems little more than a postage stamp. With a background in Part 103 models from an earlier enterprise, Just seemed to be perfect to bring a new model to market …and let me remind you how active is the 103 industry. Those who watched our video (viewed more than 350,000 times), saw my article, or viewed it themselves at Sun 'n Fun 2018 knew the new Part 103 aircraft as the Just Solo. Now welcome new producer, Top Rudder. This change represents neither a sale nor divorce. "Our 103 Solo is manufactured by Top Rudder Aircraft LLC, not Just Aircraft LLC," explained associate Amy Minnich. (If her name sound familiar, her parents — Steve and Debbie Minnich — run Evektor dealership, Dreams Come True, so she grew up helping run the aviation enterprise. Learn a little more about Amy and the Evektor business in this video.) "Just Aircraft is a subcontractor for our new company," Amy continued. "Just Aircraft is a sister company to Top Rudder Aircraft LLC because Troy Woodland is part owner of both companies. Top Rudder Aircraft LLC is a family business with Troy's eldest son as the other partner in the business."

Ultralight Model 103 Solo

Welcome to the Top Rudder 103 Solo in its standard, Part 103-compliant form. Yes, it can meet FAA's Part 103 Vehicle regulation. Tory has been working on that since the proof-of-concept was first introduced more than three years ago. Now, it's nearly ready and the South Carolina company is accepting orders. "For $7,500 you can confirm your kit reservations," stated Top Rudder. OK, the deposit is not unreasonable but what's the full price tag and when can you get one? Some readers note that it was promised a while back but other factors, such as building SuperSTOL aircraft kits as fast as they could, got in the way. A 103 Solo without engine, propeller, or avionics lists for $15,500. Alright, that sounds affordable but let's add up the essentials. A 103 Solo airframe with engine, prop, and basic instruments sells for $22,000. However, to squeeze into Part 103's tight pants, you'll need a parachute, adding $3,000. Top Rudder uses the Magnum parachute supplied from DeLand, Florida. Look for a full line review of Magnum later this month or early in January 2021. So, $25,000 for a fully equipped 103 Solo in kit form. "Yes, we plan to supply them as a ready-to-fly model," noted Troy; this is perfectly OK within the very spare Part 103 regulation. No price for the RTF version was given because it is still a bit early in the production process. "It's go time," Amy enthused! "We're taking orders now. Our first kits will ship in first quarter of next year," that is, by March 2021, she said. In this older video from Oshkosh 2017, Troy goes into more detail about 103 Solo. Also typical of Troy's projects, 103 Solo was announced with plenty of facts and figures, presented below. Description — Single seat with standard stick and rudder controls; high wing designed for back country flying and weekend adventures; Polini Thor 250 Engine, basic avionics, prop, fuselage, wing and tail components; main wheels set, Matco hydraulic disc toe brakes and tail wheel.

Specifications — 103 Solo

  • Empty Weight — 254 pounds
  • Gross Weight — 550 pounds
  • Length — 17.5 feet
  • Wing Span — 28.4 feet
  • Wing Area — 122 square feet
  • Design Load Limits at gross weight — +4/–2 G
  • Fuel Capacity — 5 gallons

Performance

  • Rotation Speed — 28 miles per hour
  • Maximum Speed — 54 miles per hour at 37 horsepower (Polini)
  • Never Exceed Speed — 100 miles per hour
  • Cruise Speed — 50 miles per hour
  • Stall Speed — 24 miles per hour
  • Roll Rate — 45-degree bank to 45-degree bank in 2.5 seconds
  • Take off Distance — 350 feet
  • Landing Distance — 300 feet
  • Rate of Climb — 650 feet per minute
  • Endurance — 2 hours
  • Fuel Consumption — 2 gallons per hour
  • Range — 50-100 statute miles
  • Minimum Sink Rate — 580 feet per minute
  • Glide Ratio at 35 miles per hour — 4.6:1
  • Max Crosswind Component — 10 miles per hour
  • Max Wind Speed — 25 miles per hour
That's 103 Solo but as the late-night TV pitchmen love to say, "that's not all!"

Create a Ruckus Kit Version (not Part 103)

For those itching for more power or more options including big-boy tires, Top Rudder is also offering Ruckus. "If you want options, if you don't wish to limit yourself to Part 103, this is a good choice," Top Rudder said, although one that requires a pilot certificate, N-numbers, and a higher slate of regulations. What does Ruckus add?​ Top Rudder lists the advantages to Ruckus: Improved takeoff and landing performance. If you add the Rotax 582 Troy mentions in the video linked above, this lightweight aircraft is going to feel like sitting atop a NASA rocket. It can also be fitted with movable slats, not identical to SuperSTOL but designed by the same people. It will also have flaperons, deluxe Beringer brakes, and larger, bush-style tires. Place the same deposit of $7,500 for a kit without engine, prop, or avionics to see an airframe price of $19,000. Add engine, prop and avionics for a final total of $30,500 yet you can add more if you wish. Ruckus options include: Beringer brakes; locking tail wheel; upgraded windscreen; Oratex aircraft fabric (no painting required); ballistic parachute; second fuel tank; Aero Classic bush-style tires or upgrade to 26-inch Airstreak bush wheels for $2,418. That's still not all. "Options coming soon include a MTOW (Maximum Takeoff Weight) upgrade components and floats." I haven't seen Troy stop designing for years. I see no reason he'll stop now but your solo fun-flying machine is nearly ready. Contact Top Rudder for more info.

When I first reported about — and did videos about — Just Aircraft’s Part 103 entry back in 2017 and 2018, lots of readers got excited. Here was the company that astounded everyone with their thrilling SuperSTOL that can take and land on what seems little more than a postage stamp. With a background in Part 103 models from an earlier enterprise, Just seemed to be perfect to bring a new model to market …and let me remind you how active is the 103 industry. Those who watched our video (viewed more than 350,000 times), saw my article, or viewed it themselves at Sun ‘n Fun 2018 knew the new Part 103 aircraft as the Just Solo. Now welcome new producer, Top Rudder. This change represents neither a sale nor divorce. “Our 103 Solo is manufactured by Top Rudder Aircraft LLC, not Just Aircraft LLC,” explained associate Amy Minnich.

Weighing and Flying Aeromarine-LSA’s Part 103 Merlin Lite — Does It Make Weight?

By Dan Johnson || 22 Comments

The most popular article of this crazy year — when people have been visiting in record numbers — was about Aeromarine-LSA's Merlin Lite. Tens of thousands of you devoured this article within days of it being posted. The word sensational is vastly overused in modern American society but in this case the word fits the intense interest in Merlin Lite. For the back story, see the article in this link. Despite obvious enthusiasm for this new Part 103 entry, many of you were skeptical. No wonder. An all-metal, fully enclosed aircraft does not closely resemble many of the other Part 103 aircraft that are selling briskly over the last few years. If you were among the doubters this post — and the video below — may serve to allay one of your concerns.

Weighing Merlin Lite

Developer Chip Erwin came to 2020's Midwest LSA Expo prepared to tackle the hesitation in pilot's acceptance of Merlin Lite as a legitimate Part 103. He brought six bathroom scales plus a fish scale to the show.

Aeromarine-LSA developer Chip Erwin enjoyed telling the many who checked out Merlin Lite that "it comes with seven windows." It also has deep-deploying Fowler flaps that are known to be very efficient.

On opening day, I jumped at the chance to prove to myself and readers that Merlin could actually make weight. To be thorough, weight is not the only consideration. Merlin must also make the speeds of Part 103: a 55 knot level flight maximum speed plus a maximum 24 knot stall. As you will hear in the video, Chip needs to tweak the configuration slightly to assure Merlin Lite does not fly nor stall above limits. He referenced 75 mph cruise speed and a slow speed of of 30 mph. Both are too fast, though just slightly. In a longer video interview to follow, Chip states that he sees no problem in meeting the speed. Not going too fast can be controlled by the right prop setup, especially since the design is already close; top speed can likely be governed by a two-blade, pitch-oriented prop or other alteration. Getting stall down to 24 knots (27.6 mph, where Chip saw "30") is tougher but with full flaps, it will be closer; he reported using deep but not full flaps ("32°" when 50° is available). However, a surer way to achieve the right speeds may be a longer wing that is already built and has flown; see the engineering drawings (below video). Weight from a longer wing may require that the pilot fly without the door, but Chip believes room still exists to lighten Merlin Lite enough for buyers to have it all — full enclosure including door, engine cowl, and most or all of the options seen in the photos and video. The video documents the weighing action conducted inside a hangar that Mt. Vernon airport manager, Chris Collins generously provided so Merlin Lite was not affected by wind. Although I witnessed this using bathroom scales, I checked these with my own weight to see they were within one pound or so of one another (about one-half of one percent deviation). However, Chip will shortly perform a formal weighing using certified scales and an official observer. He's confident Merlin Lite will still qualify and based on what I saw, I agree.

Flying Merlin Lite

Within a short time of returning to his base of operations, Chip took Merlin Lite aloft for its first flight. The video below captures this and shows the aircraft performing well with its Polini Thor 250 engine. Thor 250 outputs 36 horsepower from a single cylinder that Evolution Trikes boss Larry Mednick describes as a smooth running engine that rivals Rotax's 912. That's a big statement but it appears this Polini powerplant dominates the market for the lightest aircraft. Evolution's Rev uses this same engine. Powered paragliders embraced the engine years ago and the company sells thousands of engines every year. Here is a page of full specifications on the Polini line from Miami-based Aerolite. The video spells out some detail in the weighing exercise at Midwest 2020 and provides several clips of Chip's first flight in Merlin. Enjoy…!
This video show views of the Merlin Lite but also the weighing of the aircraft, proving it can make Part 103 weight. https://youtu.be/r3jlcangoUI

The most popular article of this crazy year — when people have been visiting in record numbers — was about Aeromarine-LSA‘s Merlin Lite. Tens of thousands of you devoured this article within days of it being posted. The word sensational is vastly overused in modern American society but in this case the word fits the intense interest in Merlin Lite. For the back story, see the article in this link. Despite obvious enthusiasm for this new Part 103 entry, many of you were skeptical. No wonder. An all-metal, fully enclosed aircraft does not closely resemble many of the other Part 103 aircraft that are selling briskly over the last few years. If you were among the doubters this post — and the video below — may serve to allay one of your concerns. Weighing Merlin Lite Developer Chip Erwin came to 2020’s Midwest LSA Expo prepared to tackle the hesitation in pilot’s acceptance of Merlin Lite as a legitimate Part 103.

UltraChoppers — Exploring Two Light Rotary-Winged Aircraft: 1 Helo + 1 Gyro

By Dan Johnson || 6 Comments

➡️ This article was UPDATED on July 31, 2020 with additional information — see after video… Some pilots love to whirl their wings over their heads. Many others like the idea of rotary flight — offering short takeoffs and landings plus ease of operation in windier conditions. A majority have not (yet) acted on their interest but perhaps they are waiting for the right aircraft, maybe one of these. One is a very light coaxial helicopter from Russia. The other is a single place gyroplane from Poland.

Micron-3 Coaxial Helicopter

Have a glance at the RD Heli's Micron-3 ultralight helicopter. This is like no other ultralight helicopter I've ever seen, although the idea of coaxial is not new. History suggests coaxial rotors originated with Mikhail Lomonosov a very long time ago, according to Wikipedia. Over the years, many helicopter models have emerged but none so compact as Micron-3 Coaxial rotors are a pair of helicopter rotors mounted one above the other driven by concentric driveshafts, with the same axis of rotation, but turning in opposite directions (contra-rotating; see graphic). Another benefit arising from a coaxial design includes increased payload for the same engine power; "a tail rotor typically wastes some of the available engine power that would be fully devoted to lift and thrust with a coaxial design," say knowledgeable people. Reduced noise is another alleged advantage of the configuration Phoenix Skyblazer is an American coaxial helicopter that was designed by the Nolan brothers and produced by Phoenix Rotorcraft using a pair of 50 horsepower Rotax 503 engines. It never found a market but coaxials are more common in Russia, where the military uses them. According to the Micron website, the aircraft is powered by a single MZ202 engine for which the company reports 63 horsepower at 6250 rpm. A standard fuel tank offers 1.5 hours of flight but an extra tank can be added. The website was sparse about tech specs so endurance and range are unknown but the video below displays an agile and fun-looking flying machine. As the aircraft weighs 348 pounds empty and assuming it was fitted with extremely light floats, it is conceivable that Micron could qualify as a Part 103 ultralight. Certainly it could be assembled as a kit although technical support for a kit project is unknown. I report this as a fascinating light aircraft but I cannot vouch for Micron-3. It presently has no American representation that I could discover. I also have no information on pricing although I have contacted the company to request additional details. If they are forthcoming, I'll add to this article. Generally, though, I can tell you RD-Heli's website has very good English language descriptions. Go explore for yourself. Micron-3 helicopter development was a collaboration by Chief Designer Valery Shokhov and Dmitry Rakitsky after whom RD-Heli company is named.

Fusioncopter JK-2 Nano

Now, let's look at a more familiar aircraft type, a gyroplane, but as with Micron-3, the JK-2 Nano is not like any other gyroplane you've seen in recent years. In one way Nano is similar to the original Bensen Gyrocopter. Nano is a single seater. At first, all gyros were one-seaters but since European engineers took the concept and started to advance development, I've seen almost exclusively two seaters. What's even more unusual is that Nano comes from a company call Fusioncopter that started out making, get this! — a four-seat, twin-engine gyrocopter. I'm guessing you've never heard of that either unless you dig pretty deeply among unusual aircraft information. "JK-2 Nano project was created from experience accumulated during research and development of a large, two-engine, four-seat gyroplane designed by Fusioncopter Ltd., with investor funds," explained Jacek Lichota. "Nano is a younger, smaller, but still fully professional brother." Nano is a simple gyroplane that has a partially-enclosed cabin and a fairly traditional configuration. Empty weight is listed as a modest 220 pounds. Large-wheels enable take-offs and landings not only on runways but also from undeveloped fields. Nano uses an aluminum structure, composite body with carbon and kevlar materials. Sturdy-looking 20-inch main wheels allow more confident operation from turf runways or grassy meadows. A suspended 16-inch front wheel also helps negotiate uneven surfaces. The metal rotor was developed by Fusioncopter, the company notes. Unlike bigger, two-seat gyroplanes that commonly use mechanical means, Nano uses a hydraulic rotor prerotation system to shorten takeoff roll. It is powered by a popular powered paraglider engine, the Polini Thor 250DS with electric starter and dual ignition system and Fusioncopter reported that it outputs 48 horsepower.

Nano Q&A

I posed a series of questions to Jacek Lichota. How many of your aircraft are flying? "At the moment six, which are all Nanos. We started manufacturing in March of 2020."

Fusioncopter's original project is this twin Rotax 912, four seat gyroplane called FC-4.

How long has Nano been flying? "Nano took its first flight on 25th of September 2019. We started to sell Nano on November 18, 2019." Do you believe this will meet U.S. FAA Part 103? "Definitely, yes!" What is the approximate price? "The price is €20.000 (currently about $23,800)." Please see the U.S. representative for exact pricing. Have you any U.S. representation? "Yes, we have a dealer in California." Interested readers can contact Jonathan Barraclough of Tehachapi, California at 661-972-5240. Visit his website or send email. What countries are flying your aircraft? "Today they fly in Poland, Austria, Czech Republic and the next three are going to the USA, followed by two to Germany and two more to Poland." How long has the company existed? "Fusioncopter was founded in 2012. We made two prototypes of our FC-4 four-seat gyroplane, which needs more time for certification; it shares the same technology employed on JK-2 Nano that is just for fun flying." When is the twin-engine model available? "I hope we will perform some flights this year but I do not think it will be commercially available for two years (or 2022)."

JK-2 Nano Technical Specifications

  • Rotor diameter — 23 feet
  • Empty weight with coolant and hydraulic fluid — 220 pounds
  • Maximum take-off weight (limited by regulations) — 440 pounds
  • Fuel tank capacity (limited by regulations) — 5 gallons
  • N​ever exceed speed — 70 mph
  • Maximum speed — 55 mph
  • Minimum speed — 22 mph
  • Cruising speed — 45 mph
  • Maximum climb speed — 400 feet per minute
  • Take-off run — about 150 feet
  • Landing distance — 0-30 foot roll
  • Fuel consumption — approximately 1.5–2 gallons per hour
https://youtu.be/dEgmGvt7KKM

New Info Since Article Was Posted

Many of you asked about prices for these two rotary winged aircraft. The Fusioncopter Nano was price quoted in the article above. What follows came from my inquiry to RD Heli. What is the approximate price of this aircraft? "Price of a kit starts from 2,500,000 rubles." That amount converts to about $33,500 at today's exchange rates. Find more detail on the kits on RD Heli's website, then scroll down to images and click on the kit image, not the order button. How many are flying? "We sold more than 10 units. Not one unit was sold to private pilots. All of them were sold to companies."

Additional Tech Specs:

  • Maximum speed — 72 mph
  • Cruise speed — 55 mph
  • Fuel capacity — about 7 gallons
  • Fuel consumption — 4.5 gallons per hour
  • Empty weight — 348 pounds (10 more than the maximum allowed under Part 103)

➡️ This article was UPDATED on July 31, 2020 with additional information — see after video… Some pilots love to whirl their wings over their heads. Many others like the idea of rotary flight — offering short takeoffs and landings plus ease of operation in windier conditions. A majority have not (yet) acted on their interest but perhaps they are waiting for the right aircraft, maybe one of these. One is a very light coaxial helicopter from Russia. The other is a single place gyroplane from Poland. Micron-3 Coaxial Helicopter Have a glance at the RD Heli’s Micron-3 ultralight helicopter. This is like no other ultralight helicopter I’ve ever seen, although the idea of coaxial is not new. History suggests coaxial rotors originated with Mikhail Lomonosov a very long time ago, according to Wikipedia. Over the years, many helicopter models have emerged but none so compact as Micron-3 Coaxial rotors are a pair of helicopter rotors mounted one above the other driven by concentric driveshafts, with the same axis of rotation, but turning in opposite directions (contra-rotating; see graphic).