Coming Summer 2022 — EAA AirVenture Oshkosh 2022. We’ll be on-site all week looking for the latest news. Our newest resource supports your interest in affordable aviation. The Part 103 List — has won many fans since it was introduced in January 2022. Read everything on this website with no paywall — though we appreciate your support through membership. VIDEO — Short features on ByDanJohnson Affordable Aviation YouTube channel and nearly 1,000 LSA and Sport Pilot kit videos featuring Dan on Videoman Dave’s “Light Sport and Ultralight Flyer” YouTube channel + view hundreds of our best videos archived here in a searchable format. MARKET INFO — Tap or click the big blue button to study FAA aircraft registration data for every, single aircraft in the segments covered on ByDanJohnson.com. Thanks for your visit. We genuinely appreciate those of you who have become members!
Welcome to Affordable Aviation!
Coming Summer 2022 — EAA AirVenture Oshkosh 2022. We'll be on-site all week looking for the latest news.
Our newest resource supports your interest in affordable aviation. The Part 103 List — has won many fans since it was introduced in January 2022.
Read everything on this website with no paywall — though we appreciate your support through membership.
VIDEO — Short features on ByDanJohnson Affordable Aviation YouTube channel and nearly 1,000 LSA and Sport Pilot kit videos featuring Dan on Videoman Dave's "Light Sport and Ultralight Flyer" YouTube channel + view hundreds of our best videos archived here in a searchable format.
MARKET INFO — Tap or click the big blue button to study FAA aircraft registration data for every, single aircraft in the segments covered on ByDanJohnson.com.
Thanks for your visit. We genuinely appreciate those of you who have become members!
I already provided three articles — (1) 
Now, thanks to encouragement from 
The Atol Aurora amphibian LSA aircraft has been under development now for 10 years and is planned to be ready for serial production by the end of 2022. This is an interesting aircraft because it implements few new design elements but is built with an old and proven material: wood. Parts in direct contact with water are composite.
The core team from Atol Avion was hired to continue working for new company and this enabled the official transfer of the nearly finished type certification project with EASA, a valuable asset.
Scandinavian Seaplanes or Atol Aircraft — name they use for marketing — benefited from the vast experience of its team in building modern production facilities at Halli airport in Jämsä, Finland (where the Finnish Air Force Tech School was based) and aims to be the leading manufacturer of amphibian aircraft in Europe. The company focuses on the Scandinavian and European market but will extend its activities to USA and rest of the world pretty soon. (See 
The well-established, fast RG, low-wing aircraft Freccia, which successfully passed the static load tests for the 600-kilo certification is in Germany UL certified, was also showcased togeter with the fixed gear, base low wing version called Sparviero.
In addition to the Rotax 912 and the Rotax 914, the new Freccia RG has under the cowling the most powerful Rotax, the Rotax 915iS is. As we could hear from the company owner, Mr. Mauro Dono at Aero 2022, it was “terrific good” with several sold aircraft.
The manufacturer informed us that he intends to showcase their aircraft on AirVenture 2022 and intends to offer to the U.S. public his full range of aircraft as factory built but also as really price competitive kits. Kits prices: Sparviero €40.000
I.C.P. is pushing the Ventura more and more to the foreground; it is now powered by the Rotax 915 iS, but Lycoming version is available, too. Ventura is an experimental aircraft version with 4 seats and was shown in a special finish.
For those who wish to build their own Ventura ICP demonstrated — hands-on — how easy the building process is. By the way, the company offers even a factory-assist building. The second phase of European Very Light Aircraft (VLA) certification for this aircraft has begun and German certification is expected in '22 or '23.
Another aircraft on display was Savannah S, powered by the Rotax 912ULS in a special version for flight schools. The French approval for 525 kilo MTOW is already available. For their main products, I.C.P. is now also offering a new exhaust system from Termignoni, which will soon also be used as standard equipment on the Ventura and Savannah.
Ventura 4 seater kit starts depending of the extent and version from $29,000 or €25.500
According to Mr. Betsch, the company is in a excellent condition and “healthy,” and the production increase in Czech Republic was anyway needed as the company is blessed by aircraft orders. The current order boost was mainly driven by the by the F-Series but the CT-series is still selling well. oth aircraft were showcased on their exhibit at AERO where the F2 H2 was highlighted and the personnel gave an update about their Ukrainian production facility during the event.
The F2eH (Hydrogen) concept which was on display at Aero Friedrichshafen 2022 was developed with Siemens/Rolls Royce and successfully flight tested in 2019. The Project HyFly, which is a technology development program co-initiated by Flight Design’s major shareholder Lift Air, was shown at Aero and will be on display at AirVenture 2022 in Oshkosh. It is a proof-of-concept of what can be done to bring the new Green Hydrogen benefits to light aviation. The Project HyFly is a joint venture of KasAero, PS-HyTech, and Flight Design.
“We are very excited to bring this technological proof-of-concept to Oshkosh to show what can be done to bring the promise of Green Hydrogen to Light-Sport Aircraft airplanes,” said Daniel Guenther, CEO of Flight Design general aviation. We believe in the future of this technology and are proud to be a part of this project”.
The F2e (Electric) and F2eH (Hydrogen) are just variants of the Flight Design F-series aircraft. The F2-CS23 (Europe's equivalent to FAA's Part 23 certification —
Since September 2021 Elixir Aircraft has internalized the production of OneShot parts, namely the fuselage and wings, an element of the major innovation of Elixir. The French company adopted for aircraft production the technology used for building composite boats.
Elixir manufactures the Fuselage and the wings as one part. To support this, a second production site opened in early 2022. Equipped with two autoclaves, one which measures over 12 meters (almost 1,300 square feet). Elixir Aircraft now controls the entire production process for its aircraft.
To date, a full order book allows Elixir Aircraft to continue recruiting. To date, 40 Elixir aircraft have been ordered and a further 100 pre-ordered.
After two years without the event, the JMB Aircraft crew has brought the VL3 Evolution to Aero Friedrichshafen and has — as usual — created big, better, perhaps the biggest stir ever. The booth was again in a prime location where JMB attracted most visitors on the AERO showcasing as a world premiere their, sleek, low wing composite rocket, which this time was powered by a French Turbotech TP-R90 130hp turboprop powerplant. See our 
The Breezer Sport on display was powered by the Rotax 915 iS and featured new wiglets and an aerodynamically optimized cowling. A Breezer B400-6 towing version was on on display too. Under the modified cowling a Rotax 915 iS was installed allowing towing of larger gliders, loads of up to 830-840 kilos.
(See our 
BRM surprised us all debuting on this Aero another aircraft which nobody had on the radar… stealing the show from the B8. BRM showcased the all metal, low wing aircraft, similar to the B23 (their familiar model known in America as Bristell), with fixed gear but powered by a Turbotech turbine with 130hp, which according to the manufacturer burns 25 l/h (6,5 U.S. Gal) of Jet A1 or diesel when cruising at 75% power. With a cruising speed of 127 KTAS — what is for European UL class AC pretty slow — BRM intends to bring a robust, comfortable and, above all, low-maintenance aircraft onto the market in the coming years.
Bristell also had on display the B23 Turbo/915iSc, a further development of their well-known low-wing aircraft, which is to be certified according to CS-23 as an E-class aircraft with 750 kilo MTOW and will have a useful load of 300kg (838 pounds). Compared to the airplane from which it descends, the control surfaces have been enlarged and the landing gear is beefed-up. The B23 Turbo is to be used for flight-training operations. An empty weight of the 141hp Turbo Rotax version should be at 450 kilo (992 pounds). The base price should be around €200.000 or north of $210,000. It was equipped with advanced avionics, dual Garmin G3X and autopilot, hydraulic constant speed propeller, two wing luggage compartments of each 20kg (44 pounds) and 120l (32 gallon) fuel tanks. The aircraft should be able to cruise at 18,000 feet at 160 knots TAS and it can offer the glider tow option.
This year the most advanced model Blackwing 635RG was on display, in a visible carbon finish with orange stripes called Nardo Grey, powered by the Rotax 915iS engine. The 635RG aircraft has completed the German UL-DULV certification process (similar to FAA's SLSA) and the delivery will start in May.
The lightweight UL model called BW600RG for the French market (MTOW 525kg) is in serial production powered by the Rotax 912iS engine and fitted with the Glorieuse propeller from E-prop. According to the manufacturer, 10 aircraft are on the backorder.
See our 
That's why the Seagull has electrically-folding wings in the tradition of the Icon in its early days. From the flight configuration, an electrical system moves the strutted wings aft while pitching them up. In boat configuration they are parallel to the fuselage with the wingtips resting within the V-tail. The whole aircraft is then only 3m (less than 10 feet) wide, narrow enough for a common boat berth. The design is a trimaran as the amphibious hull has two lateral floats that gives to the two-seater a high level of stability on the water.
The Italian company Novotech relies on three types of engines. The example shown at Aero 2022 has completed water operation tests but has not yet flown. Another prototype flies, but so far only in land operations. The new Seagull flying boat weighs 450 kilograms empty, and as a seaplane it can have a maximum take-off weight of 650 kilograms in the UL class. Novotech also plans to become a U.S. LSA. The flying prototype is powered by a Rotax 912 S with 100 horsepower while another aircraft has a hybrid drive in which the combustion engine (Rotax) is coupled with an Emrax electric motor. In the long term, a fully electric version is also planned. The southern Italian manufacturer opted for a mix of materials for the construction: the wings are metal, the rest of the cell is made of composite materials. Planned performance: 120 knots cruising speed, 250 nautical miles range, 200 meters (yards) take-off and landing distance on land.
In this year the biggest surprise was the announcement by mid-March that Textron acquired Pipistrel. Textron Inc., home to the Cessna, Beechcraft, and Bell aviation brands, announced it has entered into an agreement to purchase Pipistrel based in Slovenia and Italy. The transaction is expected to close during the second quarter of 2022.
With Textron, Pipistrel will have access to greater resources, technical and regulatory expertise, and a global aircraft sales and support network, being able to accelerate its development and certification of electric and hybrid electric aircraft. Upon closing of the transaction, Textron says that it plans to form a new business segment, Textron eAviation, focused on the development of sustainable aircraft, which will include Pipistrel. Pipistrel founder and CEO Ivo Boscarol will remain a minority shareholder as well as Chairman Emeritus, consulting on future product plans and strategies for a two-year period.
At the Aero 2022 we could see the full range of Pipistrel products but the mood of the employees was pretty glum. I wanted to talk to Mr. Boscarol but he was not be spotted at this Aero.
The Explorer is EASA Type-certified in “Normal” category; using a Type-certified engine, capable of running on automotive fuel; and approved for night-VFR operations, intentional spins and glider-towing. It is equipped with an advanced autopilot, dual touch-screen glass cockpit, dual radios, ADS-B In & Out, haptic stall-warning, full-airframe ballistic parachute rescue system, type-certified hydraulic constant-speed propeller, and airbrakes. The Explorer can be used for commercial operations and is the ideal solution for pilot training, while at the same time excels at being an advanced private airplane for long trips.
Corrado Rusalen, founder of Alpi Aviation, wants to remain in the Experimental class with his new Twin as with previous Pioneer aircraft. While the two-seater Pioneers 200 and 300 are approved in Europe in the UL class, the four-seater Pioneer 400 — and, in the future, the newcomer Pioneer Twin — will be available with an Experimental approval.
Alpi Aviation listened to his mainly private aircraft owners & customers who wanted an inexpensive twin-engine aircraft. The new Twin with the basic engines and fully equipped cockpit with two glass panels will be offered for only around €350,000 before taxes. Two years from now, Alpi hopes to be able to deliver the first Pioneer Twin.
The Swiss company Junkers Flugzeugwerke AG from St. Gallen-Altenrhein announced a first, sensational piece of news at Aero 2022. The team led by entrepreneur Dieter Morszeck wants to build the modernized version of the venerable JU-50. The JU-52 NG — where NG stands for New Generation — should be a modern version of the legendary vintage airplane. All systems are planned according to the latest standards, while the construction should largely correspond to the original model.
The new JU-52 NG is expected to be powered by three Diesel cycle, German, RED A03 engines. They should deliver 550 hp each and be very fuel efficient. According to the design team, a significantly lower consumption of the JU-52 NG compared to the original should also be achieved by reducing the empty weight from 10.5 to 8.6 tons. The modern version of the Tri-engine could take off as early as 2026. The concept also envisages that the JU-52 NG is very easy to fly and maintain. A model of the planned aircraft was shown at Aero 2022.
Junkers also showcased the A50 — that was introduced in 2021 — and a similar version called A60. The A50, the corrugated aluminum, open two seater was for the first time presented in public. The new edition of the A50 Junior, whose historical counterpart first flew in 1929, is now powered by a 100hp (74 kW) Rotax 912iS with electronic fuel injection. The A50 has a modern version of the ancient fixed main gear. Garmin contributes the avionics. A complete rescue system, which is mandatory for ultralight aircraft, is also installed. When cruising, the open low-wing aircraft should reach around 190 km/h (103 knots) and consume 15 liters per hour (4 kph). The stall speed is less than 80 km/h (43 knots). The first 29 copies will be sold at the introductory price of €179.000
The P-MENTOR, the IFR two-seater which made its first appearance this year, was one of the best sellers in terms of numbers, followed by the P2010 Tdi, also in the super luxury “Gran Lusso” version, fitted with the Diesel cycle engine from Continental, which was another premiere of this show.
Tecnam's P-Mentor is specially designed for training beginners pilots as well as for instrument flight. The type certificate was issued on April 7th.
The P-Mentor is the first IFR-capable aircraft in which the certified Rotax 912 iSc is used. The Mogas engine, which does not use leaded fuel, saves a lot of fuel, which benefits the CO2 balance. The P-Mentor has a variable pitch propeller, Garmin G3X Touch avionics with autopilot, a rescue system and a retractable landing gear simulation lever.
Although the low-wing aircraft with two seats has similarities with earlier designs such as the P2002, the wing is a completely new development. Tecnam states the high efficiency and environmental friendliness of the Rotax engine as arguments in favor of the P-Mentor, as well as the possibility of using the aircraft from entry-level training to CPL and instrument flight training.
SE-Aviation offers its MCR range of aircraft as home builder kits or they can build the kit and provide a ready-to-fly aircraft to the customer.
MCR 4S Evolution is a 4 seater; the Pick Up Evolution is the 2-seater version with huge luggage compartment and can be UL/LSA compliant. These are the most interesting aircraft with almost no competitor on the market and of great interest even for the Experimental builder.
The MCR 4S Evolution is available with three levels of Rotax power unit offering 100, 115 or 141hp. The cabin is remarkably spacious for a relatively small aircraft The top of the range 915iS powered model has a MTOW of 820kg giving a payload of 420-450kg depending on equipment fit and empty weight. Cruise speed is 132kt and fuel burn averages 26.5 litres/hour. (Years ago, I 
The A414 is a relatively big, actually huge, bird and remembers to the Cirrus piston aircraft range.
The manufacturer specifies the wingspan as 11 meters (36 feet), the length is 8.76 meters and the aircraft is almost 3 meters (10 ft) high, the engine of choice will likely be the 141 hp Rotax 915 iS but a Continental Diesel is also being considered. Programmed MTOW is 1,100 kilograms (2,425 pounds) with at least 400 kilograms payload. Marco Intelisano from Aquila Sales hopes that the certification process will be completed by the end of 2025.
The people from Schönhagen also brought an Aquila A212 GX Turbo to Hall A4-407 this year. Powered by a Rotax 914 F3, the take-off weight has been increased to 800 kilograms, which brings the payload to 270 kilograms. This aircraft had already received European certification in January. According to the manufacturer, with the turbocharged Rotax, the machine should achieve a constant climb rate of 700 to 800 feet per minute and fly at 9,500 feet at up to 140 knots true airspeed.
This was international presentation of the all-metal aircraft, which will be available as ready-to-fly and Experimental category aircraft in the U.S.
The manufacturer put maximal attention to details compared with the original, even in the finish work. It is powered by the Rotax 912 UL equipped with a mechanical Flygas compressor and four-blade constant-speed propeller, delivering 120-140 horsepower at take-off. Stronger Rotax engines are in the pipeline together with an no-disclosed turoprop powerplant that is being installed at this time.
The gear is retractable and is equipped with an emergency manual pump. The fuel tanks are of the bladder safety type and have a total capacity of approximately 90 liters (24 gallons).
H3PS stands for “High Power High Scalability Aircraft Hybrid Powertrain.” It is powered by a 141 hp Rotax 915iS engine that is coupled to a 30 kW electric motor from Rolls-Royce, so the entire drive train has a power output of 134 kW (180 hp). According to the manufacturer, it is the first four-seat aircraft with a fully integrated parallel hybrid configuration to be successful in the air.
The H3PS project was funded with €4 million by the European Union's Horizon 2020 research and innovation program. It was launched in 2018 with the goal of developing a parallel hybrid powertrain suitable for the Tecnam P2010 and similar aircraft.
The maiden flight took place on December 21, 2021. “Though H3PS is not intended for market purposes, our successful flight tests demonstrate that hybrid powertrain, with combustion engine coupled with an electric motor, can bear the same useful load of the traditional 180hp combustion engine,” said Fabio Russo, head of the Tecnam Research and Development department.
For H3PS, Tecnam coordinated the airframe and systems integration, Rotax designed and integrated the internal combustion engine and electric motor, and Rolls-Royce was responsible for the electric motor and energy storage.
Three versions are currently planned for the transport of passengers and goods.
For vertical lift-off of the “Horten-design” aircraft, power is generated by the three horizontal and canalized propellers located in the fuselage; for horizontal flight two forward propeller tilt in a vertical position and the wings are designed to save energy in horizontal flight.
The passenger variant is to be powered by six e-motors and 12 propellers.
Vertical take-off and landing is a hot topic as it is the all-electric propulsion. The unique eMagic One eVTOL was designed, built and flown by the avid machine builder entrepeneur Michael Kugelgen from Cologne with help of Thomas Senkel. He and his team have created an eVTOL with superior properties. The tandem wing aircraft is designed from scratch and has excellent flight characteristics.
The eMagic One eVTOL demonstrator aircraft holds one passenger, has one front propeller for forward flight, eight fixed propellers dedicated for VTOL operations, has tandem wings, a vertical rear stabilizer and taildragger landing gear arrangement. The aircraft can be completely disassembled for ease of transport by truck or dedicated trailer.
The aircraft has been designed from scratch and has excellent flight characteristics. All components including the electric drives, batteries and control systems are designed to be fully optimized. The airframe is extremely light at 255 kg (562 pounds) maximizing the flight range of the aircraft.
All components, as electric drives, batteries and control systems, are exclusively designed and optimized for eMagic One. The combination of an traditonal fixed-wing aircraft with a multicopter deliveres five times the range compared with a pure multicopter.
Here are some aircraft details: carbon honeycomb structure, integrated kevlar safety monocoque, shock absorbing carbon landing gear, autopilot for hoverflight, two independent battery systems (4 + 8 packs), elevons & high efficiency spades, ballistic parachute rescue system. By the way the builder says that he is not an aircraft designer and he does not intend (as now) to start production of this eVTOL.
eMagic One was unveiled at European Rotors exibition in Cologne, Germany, Nov. 16-18, 2021.
The H55 is optimized as a two-seater for training, the 850 kg (1,874 pound) aircraft is to be certified according to CS-23. According to Mr. Borschenberg electric energy will be stored in the wings where two 125 kg (275 pound) battery compartments are planned to allow some 1.5 hours (and aiming for 2 hours) flight time. Borchenberg added that two hours flight time are likely and the reto of flight to charging time should be arround 1:1.
The B23 Energic includes the latest generation of H55’s 100kW electric propulsion and battery management system. Both the EPS and the aircraft are in the process of being certified, the EPS under an EASA TC by the end of 2023 and the B23 Energic will be commercially available starting in 2024.
BRM is a Czech aircraft manufacturer created in 2009. With 5 models available, BRM produces more than 100 aircrafts yearly. BRM AERO’s priority is its emphasis on innovation, continuously introducing new developments to its product line. With the B23 Energic, BRM is increasingly being recognized as a pioneer of the next aviation revolution.
Borschberg and Bristela are learning how to overcome these challenges. We had the opportunity to have a first-hand look at H55’s innovative technology which, features smart and modular architecture, and to appreciate how the company is accelerating electric aviation with solutions that customized, certifiable and scalable.
Heron has some military roots; founders have over 40 years of experience in the aviation and defense industry, as well as a long history of producing small (up to 300 kg of thrust) jet engines, according to Mr. Alex Fatseas of Heron.
Some 10 years ago the company started developing the turbine. The turbine is extremely compact, it is an axial flow free turbine which weighs 40 kg dry and 48 kg installed (just over 100 pounds), The compoanyd has already flown its prototype of a 130-shaft horsepower engine on a Bristell Light-Sport category aircraft in March 2021.
Heron Engines' Fastseas told us that the turbine, when ready for production, should cost only €35.000 for early buyers, an extremely competitive price compared with the competitors.
The two independent, V2 twin engines, 4-stroke engines are supercharged by two electrically driven blowers and are are made using Rotax engines parts. The combustion units are combined with an electric motor and a battery. All drive units act on the propeller shaft and work either in combustion or electric or combined mode depending on the flight phase. They are controlled by a sophisticated FADEC system (Full Authority Digital Engine Control).
According to Xaeros and Mr. Hans Schwöller, the compact powerplant which measures only 50 x 50 x 79 centimeters (20 x 20 x 31 inch) includes the gasoline engines, generator/electric motor, battery, exaust system, and has a maximum output of 270hp/200 kW and a continuous output of 160hp/118 kW. Total weight as now is 120 kg (250 pounds) including all parts needed for function and cowling. When taking off and landing, only the electric motor with some 100hp should be used for a few minutes, which means quiet operation near the airport. When cruising, the two piston engines then take over, recharging the battery via the electric motor, which acts as a generator during this phase.
According to Hans Schwöller of Xaeros AvioPower, the new engine could be retrofitted to many existing aircraft such as Cessna and Diamond. At the moment, however, it is still a matter of finding partners for the final development.
Rotax had a VR Technology Presentation — In cooperation with LLS Ltd., Rotax developed a VR-Technology software tool for maintenance, training and sales activities.
New Warranty program — Rotax has developed a complete new extended warranty program with several packages. The new program will be presented at the Aero 2022 for the first time and includes also a R.E.S.T. extended warranty up to 5 years for all engine components. In cooperation with Bose Aviation, Rotax had an attractive Aero offering.
Step ahead to a greener future — Rotax presented its contribution for the Tecnam P2010 H3PS project in their exhibit, the first general aviation aircraft with a parallel hybrid configuration.
The engine called UL520T is based on the 200 hp UL520 engine, which received an exhaust gas turbocharger. This turbo does not primarily have the function of significantly increasing engine performance, but serves as a turbo normalizer, which is intended to maintain performance with altitude. This engine, rated at 220 horsepower at sea level, is said to deliver all the power up to 15,000 feet, according to the manufacturer.
Serial production & delivery was planned for 2021. The turbo added only 15 kg of additional weight. In addition, UL-Power developed a new engine mounting solution, which allows their drives to be mounted directly on the Type 1 engine mount without an adapter. UL power has opened a new manufacturing facility in Belgium and has developed installation and maintenance courses for their engines.
This year, the newly developed turbine is approaching serial production. First deliveries are scheduled for mid-2022. The first two installations in an UL were an unbelievable success (see JMB & Bristel/BRM contribution) which caused a big stir at Aero 2022.
The company broke new ground in the development of its turbine and, for the first time in the world, it is equipping a small and newly developed turbine with a heat recovery system. This allows the thermal energy of the exhaust gases to be used in such a way that the consumption of the otherwise light but very fuel-thirsty engines is reduced to an unprecedented level. This consumption should be very similar to that of current piston engines with the same performance.
Turbotech brought the TP-R90 turboprop engine with 95kW/120hp to Aero, the power of which will soon be increased to 100kW 130hp. The price of this turbine is set to €84.000
Hirth has updated its two-stroke 35 Engine Series with new options and is offering this 70hp two-cylinder, liquid cooled power horse for manned and unmanned applications. The 3507HF version is successfully used in different UAVs and currently one system is in test-phase stage with the German Navy.
For manned aviation, Hirth continues to offer the two-stroke 35, 23 (50hp), 32 (60hp) and 33 (30hp) engine series with single and dual ignition, as well as carburetor and injection versions, with a choice of suitable gearboxes.
To give you more flavor for Aero Friedrichshafen, here is one of our "race-around" videos from the 2018 show.
https://youtu.be/aLqZLXcIMMQ
You know about drones. You may not know they are presently restricted to visual line of sight. However, a line-of-sight drone won't get your Amazon package delivered a few miles from the distribution center to your house.
Throughout Covid, a group has been working on potential changes to FAA regulations to allow drones to fly further, beyond visual line of sight (as military drones do now). It's abbreviated BVLOS.
It is impossible to keep up with all the regulatory actions from dozens of agencies. Some of this stuff is dry as old bones. The document I'm focused on runs to 381 pages. If you're a real glutton for punishment, 
In fact, some organizations have big problems with what's been proposed (see "Friends in High Places" below).
The trouble is, such a lengthy report by an Aviation Rulemaking Committee, or ARC, will get the attention of FAA rule writers. The agency asked for a report. They got one. They have to read it. It might get enacted, as is… unless —!
Other groups have already given thoughtful responses but you should consider this an early warm-up for your letter writing later this year. I refer to the coming NPRM for MOSAIC — get ready to write your comments by fall 2022 — but here is another pre-regulatory action that demands our attention.
I'll get to Speed Cruiser, 'er… Journey in a minute but first a bit about a new collaboration forming at the DeLand, Florida airport. You know the place, where the DeLand Showcase ran for five years. In case you missed the news, DeLand Showcase is no more. Director Jana Filip departed to join Sun 'n Fun so the event she expertly ran will now give way to something new, from someone else. More on that later.
Although the DeLand Showcase prematurely ended its five-year run, the DeLand Airport remains a beehive of recreational aviation activity. DeLand (KDED) is home to one of the largest sky diving industry and operations facilities in the world (some 35 businesses employing around 600 people). It is home to 
When B.O.T. formed in Liechtenstein (a tiny but wealthy country near Switzerland) they had specific goals for their design:
Flight Qualities
https://youtu.be/Xv8wTxSRz6c
Of course, most of the multicopter types — flying machines sometimes called eVTOLs — take off vertically but those are different, electric flying animals. Despite waves of breathless reporting by mainstream media types, eVTOLs are not yet ready for prime time. Even if you could buy one, you probably don't want to pay for it. Most will be very expensive.
What if you could take off vertically this year and for a price you can actually afford?
Of course, rotary-wing enthusiasts can already choose a well-proven, made-in-the-USA helicopter that complies with Part 103 and is very affordable… for any aircraft type, but almost absurdly low-cost compared to conventional helicopters. I refer to the Mosquito XEL from 
Developed by Miroslav Črv, Mirocopter is based in Slovenia — also the home of Pipistrel. With today's news you might wonder, so let me assure the country is not near Ukraine and all that regrettable turmoil. Slovenia is immediately south of Austria and more than 400 miles to the west of the war zone.
Miroslav wrote that his SCH-2A is "one of the lightest manned coaxial helicopters in the world." He adds that it "is compliant to FAA's Part 103 ultralight vehicle rules." See specifications below.
He added, "SCH-2A [has been] tested for more than 10 years. YouTube video shows the aircraft in slightly different configuration flying in 2017. "SCH-2A boasts very good flight characteristics including effective autorotation," Miroslav stated.
Vertical thrust is achieved by collective blade pitch control of both rotors. For directional control, cyclic blade pitch control of both rotors is used. Yaw control is provided by moving tail plates. For vertical thrust, direction, and yaw control, SCH-2A helicopter is equipped with standard helicopter control inputs.
Mirocopter SCH-2A is powered by a Chinese-made Fiate MZ202 two-cylinder, dual-ignition, two-stroke gasoline engine. The MZ202 engine provides more than 60 horsepower at 5,800 rpm, the "nominal engine speed on SCH-2A." The full Fiate MZ202 engine package comes with with electric starter, electric generator, dual ignition, exhaust system, and modified fan cooling system weighing only 66 pounds.
"SCH-2A is equipped with Mirocopter-modified NACA0012 aluminum composite rotor blades," said Mirocopter. The rotor's leading spar is made of extruded and anodized high-quality aluminum, the company said with inserted stainless steel bars used for rotor blade reinforcement and correct rotor blade weight balance. "Our rotor blades are durable and have a safety factor higher than 3," noted Miroslav.
Mark Rumsey and Andrey Vegger have each signed up to help Mirocopter get started in the USA.
Mark will handle the western U.S. from Murrieta, California. Contact him by 
At present, neither man has flown Mirocopter. I asked Mark why he chose SCH-2A?
"I chose to resell this coaxial ultralight helicopter because I think it is the best solution for personal VTOL flying for several reasons." He listed them for us:
"The first units will arrive in the U.S. in June so I haven't flown it yet," Mark said honestly. "I am an aerospace engineer and have taken the controls of a Jet Ranger and an R22 in steady forward flight but nothing beyond that. I have about 20 hours training in X-plane with my helicopter control simulator."
Although prototype SCH-2As have been flying for a decade according to Miroslav, Mark reported, "The first production SCH-2A helicopters will be tested this month before delivery so less than 10 will have flown before June 2022."
He reports estimated lead time once you place an order to be 4-5 months.
"Recommended training," Mark continued, "is to become a proficient student in an R22 or equivalent two-seater. Eventually, we plan on offering training in a full-scale constraining simulator that allows you to hover and slowly move across the ground in all directions. It will be similar to 
"Due to political reasons, I dropped my relationships with both of them. I am originally from Ukraine and both companies are Putin baked companies," he opined. Then he found Mirocopter and Miroslav of Slovenia.
"Miroslav was designing that helicopter for years," said Andrey. "He worked really hard to pick up the right suppliers and finally worked closely with Anhui Fiate Aviation Co.Ltd., of China to select the powerplant. In fact, that is how I came to the distribution channel. I was working with that supplier as well."
Andrey reported, "I personally flew a Rotorfly in 2010. I have about five hours on it." He continued, "I have never flown SCH-2A but I don't think that will be an issue for me. I am a fixed wing pilot working on my instrument rating.
Andrey has a Facebook page where he posted, "We are proud to announce the availability of Mirocopter SCH-2A. With the required care, SCH-2A helicopter will provide you a reliable and enjoyable flight for a very low operational and maintenance cost."
This particular year, however, the company based in Mexico, Missouri celebrates its 30th anniversary. Beginning in 1992, Sebastien Heintz has paired popular designs with hard work to build his company to occupy the number one slot as seen in our 
Zenith's success benefits from decades of design work by Sebastien's father, Chris Heintz. The latter passed away in 2021 but had been honored many times for his numerous accomplishments in creating enjoyable, affordable aircraft. His sons are all involved in the aviation business. Any entrepreneur will admit that is quite unusual.
Along the way, Sebastien moved from Canada, where Mathieu still operates Zenair Ltd., in a cooperative arrangement with Sebastien's Zenith Aircraft. At his U.S. address, Sebastien has stuck to kits only while Zenair works with others to supply either fully built aircraft to residents of countries where that is permitted or to 
Host Workshops at the Factory and at Airshows
Zenith's top weekend is surely their well-attended 
Offer a Broad Line of Proven Models
Some can pay the invoice on a high-end aircraft to enjoy its capabilities. That's terrific. Who knows… you might score their used aircraft for a large discount in a few years. For many, though, new is nice yet something much more modest will suffice if it gets them safely up and down to enjoy the view of their surroundings or simply practice a few touch and goes. Any way you can fly is a good way, I'd say.
I've been around recreational aviation a while. So has been 
"In 1998, we designed and built our first single place trike (the Maverick) featuring a strutted wing," related Kamron. He was first to use struts on a delta wing, he reports. Yet even while Kamron created a growing number of trike models, he kept supplying the wings for other trike builders in the USA and other countries.
"At North Wing, our main design criteria is to offer … a choice of wings that deliver easy handling, making them fun to fly," said Kamron. I can confirm his opinion; I have described the wonderful handling his wings offer in numerous articles (on 
For many Americans, buying in the USA is important. "North Wing is an American company, and we maintain a large inventory so parts availability is only a few days away," assured North Wing. That in-country service and availability will relieve you and can help keep your insurance cost lower.
When you visit the 
Scout XC Apache
As recently as seven weeks before the show was to open (about as close to the show as I dared to wait to make airline and hotel reservations), 
True, most LSA are not recommended for aerobatic flying or training. However, one of the main reasons for that is that Rotax does not want their LSA 9-series engines used for aerobatics. If the engine manufacturer does not permit that, we're done talking. It cannot be used that way. The airframe maker can also stipulate no such operations.
However, neither FAA regulations nor ASTM standards expressly prohibit aerobatics. We've already seen one entry that is capable of aerobatics — the FK-12 Comet biplane — but when that model uses a Rotax powerplant, going upside down on purpose is not permitted.
Has Magnus got a valid reason for pursuing aerobatics? Are they trying to invite owners to fly this way? A better rationale: With a capable aircraft, a qualified instructor can offer what some call "Upset Recovery Training." Others may say "unusual attitude training," but the purpose is to prepare pilots who may find themselves in unfamiliar — "upset" … "unusual" — situations, so they know how to exit that condition.
Instead, Magnus will use a ULPower engine. The latter has anticipated this use and the Belgian company recently declared that it meets all ASTM standards applicable to aircraft engines (specifically the F2339-19A standard for reciprocating spark engines for Light-Sport Aircraft).
Welcome to ULPower (see video below) and congratulations to Magnus for using this engine to further their idea of Fusion 212 being used for upset recovery training. The Hungarian company made it official as did ULPower.
"Magnus Aircraft is proud to announce its Fusion 212 airplane is approved for intentional spin. Starting now (April 2022), complete stall and spin awareness training, which is required for all CFIs as per FAR 61.183, can be [done] on the Fusion 212," wrote László Boros, CEO of Magnus.
U.S. representative, Doma Adreka added, "I am pleased to inform you about the spin test results of the Fusion airplane. Since April 4, 2022, all Fusions are approved for intentional spins, and with an ASTM-compliant ULPower 350iS engine, approved for upset recovery and basic aerobatics (+6/-3Gs). With these capabilities the Fusion is the first Special LSA approved for all of these maneuvers and advanced training."
"UL Power confirmed their ASTM declaration stating that the 350 and 520 engines are ASTM-compliant and can be used on SLSA," Doma added.
Officially, 
"Magnus successfully completed the comprehensive intentional spin and recovery test series," Doma elaborated, "so the Fusion 212 airplane is approved for upset recovery training (UPRT), intentional spin and basic aerobatics (+6/-3Gs), which is extremely important for flight safety. Fusion 212 is the first and only available Light Sport Aircraft for these maneuvers." (Note that Tecnam acquired the single-seat 
"Fusion 212 provides low operating costs ($50/hour) to training organizations and private owners. Fusion 212 is well known for its high structural load capacity and strength allowing maneuvers that expand the regular flight envelope." I quickly and willingly add that my two flights in Fusion have shown it to be an extremely solid feeling aircraft (
However, he fell in love with aviation while working for Magnus in Europe and later in the USA, first residing in Texas though he and his family have now relocated to Florida. Doma earned his pilot license in 2020 and is working towards his instructor ticket.
Today, he lives with is wife, Vicky and daughter, Lili Anna, in the Spruce Creek Fly-In community near Daytona Beach. "After almost five years in Texas we moved to Florida in 2021. We absolutely adore living here!"
With that kind of youth and enthusiasm, I expect we'll see Doma and Fusion at an airshow near you.
In the USA, JMB is represented by 
“The first tests are very promising," said JMB. "We are continuing to validate the performance, but the advantages are already visible: no vibration and a TBO multiplied by two." (The latter reference compares the TP-R90 to Rotax's 915iS, which still has a 1,500 hour TBO although the company is proceeding conservatively as always; engineers will later raise this to 2,000 hours as with 912-series engines.)
These engines can operate on kerosene or other lesser-refined fuels. The French company cites jet-A1, diesel, UL91, Avgas, or bio-fuel. In an age when 100-octane low-lead may disappear, this fuel versatility has extra value — although every Rotax, Jabiru, or UL Power engine can run on either 100LL or auto premium (or any mixture of the two) so this is of less concern to LSA owners. Nonetheless, where airports do not permit auto gas to be dispensed, a turbine aircraft that can accept alternate fuels might have an advantage.
OK, I know turbines are not allowed on present-day LSA. Could that be changing as Mosaic slowly works its way through the FAA? We won't know until FAA releases their NPRM at this year's Oshkosh (I predict). However, some language provided by the agency to guide ASTM standards writers has suggested that the ban on turbines might not last.
A irony to this possibility is that turbines were the specific reason why electric wasn't permitted. Uh… what?! Yep, in the effort to prevent turbines, FAA rule writers specified reciprocating engines only. That kept out turbines, alright, but it also scratched electric propulsion. Back in the early 2000s, government authorities weren't pushing electric vehicles so rule writers didn't feel the political pressure they do now.
Of at least three companies displaying turbine engines (all use the same supplier; see below), 
"
"Bristell B8 is an all-metal, high-wing [design] without struts and with a steerable nose wheel," said the company. Although it looks quite different from the low wing, B8's cockpit is equally spacious at 49.2 inches wide. Pilots and their cabin mates will no doubt find entry much easier than first climbing up on the wing. Generally, pilots identify as high or low wing enthusiasts and now BRM can offer them what they want.
While most of the aircraft is aluminum like the low wing B23 Bristell, B8's cockpit doors and the luggage compartment door are made from composite material. The landing gear appears to be the same as on the low wing B23.
The basic B8 model is powered by a 100-horsepower Rotax 912 ULS. At a later stage, BRM Aero "plans to develop options to fit the other 
H55 is a leading enabler of electric aviation offering modular, lightweight, and certified electric propulsion and battery management solutions to the aviation industry as to make air transport, quiet, clean and affordable. "H55 supports its customers in integrating and customizing its technology solutions for a wide range of applications suitable for both existing airplane designs and future concepts such as VTOLs and e-commuter aircraft," said the Swiss company.
The result? An electric LSA-style aircraft with a 419-pound payload, an 1,874-pound MTOW, a climb rate of 800 feet per minute, and electric energy cost for a one-hour flight of $7.00. Charging time for normal operations is reportedly just one hour. BRM Aero expects to achieve CS23 certification by mid-2022. It should be available for flight schools as soon as mid-2022, the company said.
"With the B23 Energic, our company has become a pioneer of the next aviation revolution," said BRM Aero. That may be so, but I'll bet we see more interest in the B8 high wing or — for the best-heeled customers — the turbine Bristell.
BRM Aero, based in the Czech Republic, was established in 2009. With seven models available today, BRM Aero produces more than 100 aircraft every year. "Bristell has produced more than 670 LSA aircraft worldwide," said the company.
I elected not to go to what would have been my 27th visit to Aero because just two months ago, when I needed to make air reservations, Covid panic still gripped Europe. Officially in mid-February, the show could not even be held. It looked too questionable for me to go forward with costly tickets amid global uncertainty; I was unwilling to chance being quarantined for two weeks at my own expense. Challenges of obtaining the right Covid documents also proved difficult. Fortunately for the beleaguered Aero organizers, things opened up but now I'm missing one of my favorite airshows of the year. So, a big thanks to John Rathmell of 
I captured video from multiple cameras for each aircraft; watch for our video pilot report soon. While the video is in editing, I will give a short review of the Stream. This was a new experience for me.
As flown, TL's Stream is in Experimental-Exhibition category. That will suffice for a few examples, but the future involving Mosaic may be inviting for Stream, so the model could get a leg up on some competitors by establishing a U.S. presence before Mosaic becomes the governing regulation.
Up front instrumentation is larger and you do fly solo from the front. Yet in the back, I had a seven-inch Garmin touch screen that provided the same info in a smaller package. For example, the gear position shows in both locations… although, like most digital screens, it may take a while to pick out the data you want from all that is displayed.
The aft seat also has a full-featured joystick with buttons for elevator and aileron trim, push to talk and other functions. It has everything the front seat has so you can enjoy flying Stream from the back as much as the front.
However, in one way the front proves superior, regarding runway visibility on approach to landing. With no flaps or with one notch deployed, I had no sight picture from the aft seat. However, with full flaps, I could easily keep an eye on the runway. An offset to the aft seat visibility looking forward is that you have an excellent straight down view that the front PIC seat lacks; the pilot up front is seated at the wing midpoint so downward visibility is restricted.
What you might be more surprised to learn is how gentle its stall characteristics are and how slow it can go on landing.
I asked Trey to demonstrate stalls and then did some myself and in every such trial Stream was as gentle in stall response as any aircraft in the LSA space. We were not particularly aggressive as this is a clean airplane and is unfamiliar to me, but we did several stalls and every one of them demonstrated extremely benign characteristics that resulted in virtually no nose drop stall break nor any wing wobble. This is remarkably convincing stability for any aircraft in the space but certainly one aimed at the performance end of the market.
Since I mentioned the aircraft speeds along quite well, I rush to say I was rather amazed that Stream could slow down into the high-30s (knots) when flaps are deployed. From 39 knots indicated to 150 knots in cruise, we start to approach that magic 4:1 stall-to-cruise target that any designer likes to achieve (it's not an easy mark to hit).
As we came into land and as Trey put down the flaps, I mentioned above that the site picture improves for the aft seat when flaps are fully deployed. They go down 40°, Troy said, so these are some fairly deep flaps. On initial deployment, flaps look ordinary and rather small; in the aft seat I had a clear view of flap operations. Then I observed the Fowler flap construction as the flaps continued to deploy. That's when you see how effective this construction can be.
I readily admit I was taken by surprise at the very slow speeds we achieved on landing. Trey says 400 feet of ground roll is achievable and it's possible to land even shorter with skill and correct use of the controls. I would have doubted this was possible had I not seen the excellent stall characteristics and how slow Stream could fly.
Then, through a series of turns, I discovered that Stream will hold its altitude very well without power or trim adjustments of any kind. Of course, using those controls will make handling even better I suspect, but stick pressures remained light and it was simply unnecessary to employ those controls in order to produce turns that maintained altitude and speed. These are wonderful characteristics for Stream to demonstrate.
Back on the ground I again took the controls and found taxi steering to be responsive, further amplified by directional braking that that assures maneuvering on a ramp will be easy.
One such example is a fascinating collaboration, in this case between two companies each producing a substantially authentic scale model replica of the famous World War II fighter. One has a market established over several years. The other has a spectacular new entry. How can you imagine the story ends?
Surprise! They decide to work together.
Christian von Kessel of 
As 
Ron showed active work on the project as they unveiled their new nose cowling at Sun 'n Fun. If you look at the earlier article you'll see they've made a quality upgrade. This happened when an automobile industry engineer with an interest in airplanes offered to assist Thunderbird. He was able to employ his skills including use of an auto company wind tunnel to refine the shape. As the nearby images show, the work reveals professional quality; the shape is excellent. Will it be all done by AirVenture Oshkosh 2022? No, but it'll be coming along this year, Ron is sure.
"Hummingbird is an innovative project designed and manufactured by Hummingbird Industria Aeronautica and distributed in North America by 
They promote reasonable prices: the two-seater around $75,000 and a single seater around $40,000 (but contact the company for current prices; shipping costs are at crazy levels). The two seat tandem model we saw at Sun 'n Fun had the 
On pleasant evenings, crowds can be five deep all along the runway fence. STOL comps provide exciting close-up action. At few other airports can you observe so closely, literally 100 feet away from runway centerline.
After the main afternoon airshow aerobatic acts conclude, you can do one of two things. You can go to the car park and wait in long lines to get out of the lot or you can make your way to the Ultralight Area / Lightplane Area / or Paradise City and catch the evening STOL comps. When they're done competing, the car parks are moving better and you'll waste less time sitting in line.
STOL comps were planned every evening of Sun 'n Fun but 20 mile per hour winds blowing 90° cross to the runway over a nearby line of tress was a bit much for many competitors. For two days, we've had limited flying in Paradise City.
Unfortunately Steve broke an axle and ended up on his nose in Wednesdays gusty conditions. Damage was reasonably minor — an advantage of landing so slowly perhaps — and he should be back in action soon.
His is not the only aircraft designed specifically to win STOL comps.
Monster STOL solves that problem, Jan believes. His dual aft shocks on each side have 18 inches of stroke. The tires aren't tundra but they're large. And standing Super Duty up on specialized landing gear — which also helps entry into this high-off-the-ground airplane — allows Jan to create a very steep angle of attack.
"I already get off the surface in 44 feet," said Jan in a video interview you'll see later. He wants to do even better and to further shorten his landings. The super beefy gear arrangement will let him plop the aircraft on the ground in the shortest possible distance.
"It's fun and a little whacky," said Sebastien Heintz of 
Little did we know last year that Putin would invade Ukraine and plunge both countries into disarray. The 
At Sun 'n Fun 2022, Gene "Bever" Borne and son Ken of 
Upon closer inspection, this Sprint model was powered by Aero 1000, a single-cylinder, four-stroke engine with impressive specs. Air-Tech said it outputs 39 horsepower — similar to the Rotax 447 — and is extremely economical on fuel.
"It also has a great sound," said Ken Borne in our video interview about the engine.
How does a small displacement engine (250 cc) get that kind of power from one cylinder? Part of the magic is high revolutions. "This engine runs at 9200 rpm." said Ken. The engine idles at 1800-2000 rpm, he added.
Is Aero 1000 a creation of Air-Tech, Inc., the longtime Quicksilver representative that now owns the rights? No, they didn't originate this. That effort was done by Mike Robinson, owner and CEO of 
Blackhawk's search for the right engine for their quads lead them to an Swiss engine popular with cart racing enthusiasts. These racers push the engines hard and after years of working to improve the breed, the base engine has become very reliable.
Blackhawk later created a mount construction for the engine to be used on their quads.
Bever and Ken noticed this development at AirVenture Oshkosh where the two companies have side-by-side display spaces. They got to talking as vendors do at airshows. After Mike said some of his paraglider customers wanted to investigate fixed wing flying, Bever and Mike struck an agreement to try out the Blackhawk configuration on their Quicksilver line.
Bever said the final installed weight of the Aero 1000 with reduction drive and exhaust and all other components is about 15 pounds more than the Rotax 447 with its driveshaft and other hardware. Most pilots will readily give up 15 pounds of useful load to have four-stroke reliability and reduced noise.
Bever and Ken have fitted the Aero 1000 to their Sprint after building fairly simple hardware to support the engine — see nearby photos of engine and mounts.
When I asked if this particular aircraft with the Aero 1000 powering it honestly stays within Part 103 limits, Ken responded without hesitation, "Yes, it does."
While Air-Tech conducts flight testing of the Sprint with Aero 1000, 
After we got the LSA Mall set up to receive a flock of airplanes, I was able to get around the sprawling Sun 'n Fun campus to see what else I planned to cover as the show begins. It starts Tuesday the 5th and runs through Sunday the 10th. I hope you can make it but if not, I'll be reporting on the aircraft that I think may interest you.
One extra treat — for me and for you: my YouTube partner, Videoman Dave has been able to escape Canada and turned up at Sun 'n Fun. We'll return to our usual drill of roving around doing video interviews. I'm happy as Dave is highly knowledgeable about the same kind of aircraft I report and we've learned to work well together, making somewhere approaching 1,000 videos. You are happy as 
Now represented in the USA, Bat Hawk travel traveled half way around the globe to get to Sun 'n Fun. This side-by-side two seater has well established itself in South Africa but will now test interest from Americans. Based on rave reviews from those with experience, the odds look promising.
Some say this is looks like a… fill-in-the-blank, usually a reference to an ultralight such as Flightstar or Quicksilver. It is neither, having been developed over some years in the Southern Hemisphere nation but it is born of an earlier generation.
We're hoping to interview Bat Hawk America's Gary Saitowitz or one of his team at Sun 'n Fun and then I'll have more. Meanwhile, 
One company has focused for years on creating replicas for famous designs harking back to World War I, a time not long after the Wright Brothers first flew their Flyer on the sand dunes of Kitty Hawk. We're talking century-old designs, created with slide rules and drafting pape and not much prior art on which to rely.
In 
Replicas are big business in cars, boats, and, of course airplanes. Some like Airdrome cater to one era of history enthusiasts. Others cater to a later war period. Scalewings goes to great effort to make these designs as authentic as possible while building at around 50% of original scale. The task is impressive, enough so that most of us have no real idea of the detail that is goes into something like the model in the photos.
I have written about ScaleBirds, their P-36 project, and the radial engines they enjoy using. However, I probably cannot do them the justice they deserve. I hope you can swing by their space in the main or "core" are of Sun 'n Fun but 
One of my favorites to come along in the second decade of Light-Sport Aircraft is the 
I didn't get to visit with anyone from The Airplane Factory on set-up day to hear if they have any late-breaking news — so I'll go back, of course — but the sharpest paint job I found anywhere on the grounds was the handsome Sling 4 seen nearby. I have reported on Sling LSA and 
If AeroSport sounds busy (and they are!), 
To close this preview article so I can go to bed and get ready to do this all again tomorrow, I want to extend a thank you on behalf of myself and 
Lead by company namesake, Paul Vickers, Wave has been a work in process for eleven years. All along Paul has been saying he would get it right on the first flight and it looks like he succeeded.
He also said that the methods he followed to get this far would speed production significantly. He means that when this airplane would take its first flight, it would not be some cobbled-together, proof-of-concept aircraft. The Wave that just flew should also go very directly into production without the need for another long round of engineering. Look at the images and the video. This looks like a factory production model, not a crude prototype still rough around the edges.
"While much of the aircraft is as it will be in final production, the interior and landing gear are purely functional, allowing us to refine and perfect these areas," explained Paul. As you see in the list below, Wave promises landing gear unlike any other seaplane. "After a series of further test flights, we will be removing the undercarriage and commencing the much-anticipated water testing," said Paul. "Once we have completed the water testing, we will be fitting our revolutionary undercarriage."
As the Vickers team observed and as the video appears to show, Wave flew well as soon as it got airborne for the first time.
"Seeing how stable Wave was in flight is a true testament to taking the time to get things right," Paul felt. "Always having 'safety' as the key driver for every decision has proven to be an incredibly fundamental corner stone for the Wave project; from who we hire to our suppliers and hardware, safety has led our decisions."
Along the way, Vickers has looked at different engines but the New Zealand group settled on the 
For avionics in the test aircraft as well as in later production aircraft, Vickers had selected Dynon. Other systems will also be offered.
"Dynon stepped up very early in our program and have been an incredible support during the installation and system checks, all of which were seamless," Paul said. "
"Of all the light airplanes I have flown, Wave is now and by far my favorite," said Paco. "Paul and his team have done a spectacular job designing and building Wave. It was an honor and privilege to conduct the first flight. I can’t wait to fly Wave again."
"The design team are well on the way to firming up the remaining areas to be productionized," finished Paul, "while the production team is looking at increasing capacity and forward ordering required materials."
Congratulations to the Vickers team for taking the time to get it right and for completing a successful first flight, a momentous achievement for any clean-sheet design such as Wave.
For those curious about weight exemptions for Light-Sport Aircraft — Wave is the fourth such weight exemption granted. Before them came exemptions for 1,680 pounds and 1,800 pounds (the latter for Terrafugia and SkyRunner. At 1,850 pounds, Wave is the new high-water mark but not by much. Under the coming Mosaic rule, these exemptions may no longer be necessary.
Visitors to 