First, if you are new to ultralight aircraft — easily the most affordable end of aviation — the odds are high that you are attracted to a fixed-wing aircraft in our 
Over his many years in the business, Paul has created various models, tried a variety of engines, and strengthen (and proven) his M-Square airframe to allow more potent engines and greater carrying capacity. He has added cockpit enclosures and windscreens. You can fly all M-squared airplanes on floats.
Yet what really sells these airplanes is their friendly, accommodating flight qualities and a durable platform that can work for years.
So, how can he do even better? Please read on…
Paul and his team did a handsome installation even refitting an earlier exhaust system above the engine. They had to clear the airbox on top and keep the heat away from nearby fuel lines but this mount looked quite efficient to my eyes. Paul and I even joked that the muffler itself may produce a bit of lift as it appears somewhat airfoil shaped and operating in clean air.
Perhaps the most surprising news, though, was that Rotax now says the 912iS produces 105 horsepower versus the even 100 horsepower that we have used for many years.
Another major change will be the installation of a Dynon SkyView avionics. Of course, this provides many useful functions but among them Paul can now offer full ADSB In and Out. For an aircraft used to train new pilots, having such state of the air digital electronics will better prepare students.
With a new engine and new avionics, will Breese 2 get too expensive? Affordability is different for each of us but for an aircraft used to train pilots, making it a commercial aircraft, Paul's 2023 price of $75,000 strikes me as a very fair deal. The engine and avionics alone cost him half the selling price. As I told him and others discussing that number, "Tell me something that did not go up 30-50% in the last two year." With the prices on almost everything ratcheting up, I see that as a very fair value.
If you have comments, I'd love to read them below.
Meanwhile, stay tuned for much more from 
M-Squared Aircraft is one of the light sector’s pioneering airframe producers. Founded and operated by industry veteran Paul Mather, M-Squared has discovered two particular niches that I can identify. First, if you are new to ultralight aircraft — easily the most affordable end of aviation — the odds are high that you are attracted to a fixed-wing aircraft in our Part 103 List. You’re lucky. You have many choices. Of course, being Part 103-compliant aircraft, they have one seat. So, how do you learn to fly them? Second, way back when some of us trained new pilots in single place machines because that’s all we had. We used radios and a well-developed system to ease newbies into the aircraft without harming themselves or the aircraft. It worked but it was a distant second to proper training with a flight instructor in a similar aircraft. Any new pilots and many who transition from heavier, faster aircraft need instruction to fly a Part 103 safely.
With a delicious 10-day spacing between them — time to rest up a bit after a vigorous week — later in April comes 
Organizers of the 49th event announced major plans for this popular airshow that kicks off the recreational flying season. My focus is on LSA, Sport Pilot kits, and ultralights. At Sun 'n Fun, that means Paradise City, where big things are happening. You would not be wrong if you scanned this article and saw increased interest in this part of the overall Sun 'n Fun grounds.
Perhaps it is the potent combination of new leadership and bubbling pilot energy. Perhaps new attention is related to the coming Mosaic regulation. No matter, the area known to many readers as Paradise City or the Ultralight Area — or Light Planes, as Sun 'n Fun now labels it — appears newly energized for 2023. This follows a solid year in 2022 when the overall market sector I follow was 
The other sponsor is a new aircraft manufacturer, 
Rotax Aircraft Engines
https://youtu.be/jeLblxjyxGo
Super Petrel has a long history; some 400 are flying around the world. In addition, the current producer, 
The timing was perfect as Rodrigo has always said, “You begin with the engine and build the aircraft around it.”
Besides the more potent engine, Scoda engineers have been busy. The latest version shows several improvements.
Larger tires with 
The fuel system now has two separate header tanks located behind the baggage compartment resulting in a 60% increase in capacity. On-board fuel has been increased as well.
"Remarkably, the aircraft empty weight is nearly the same as the current Super Petrel LS model with Rotax 914 at 870 pounds," said Roger. "The ballast water system now has a gauge on the G3X along with a panel switch to add or remove water while while operating the aircraft on the water," he added.
The landing gear is electrically actuated and hydraulically operated with a mechanical release behind the pilot seat. The doors are gone and replaced by the full canopy. The canopy can be completely operated by hand or, once unlocked, operated by a hydraulic assist. Visibility has been greatly improved with the new canopy design.
"In the beginning we were offering the aircraft with either the Rotax 912iS or the 915iS engines," Roger recalled. Yet, "All twelve aircraft sold thus far have been the 141-horsepower 915iS engines. We decided to take the 912iS off the table."
When A5 was finally accepted by FAA as a Special LSA, the company shrewdly arranged to get on the cover and be the lead article in the same month of American aviation's top three magazines (by circulation): Flying magazine, AOPA Pilot, and EAA Sport Aviation. I've been around and observing aviation publishing for a few decades and I'd never see such a triple play before. These magazines are friendly to each other but nonetheless compete vigorously. The rarely (never?) want the same cover story as their rivals. Icon accomplished this without spending a dime advertising with the publications.
Then things started to splinter.
Getting the sophisticated aircraft into production took several years longer than anyone expected. The initial price of $139,000 ballooned 250% over a few years to more than $350,000. The company prepared a purchase contract that was so burdensome that many orders cancelled. It was later greatly scaled back.
As it continually raised money, Icon eventually became owned more by Chinese interests than all other investors. Seeing the continual flow of red ink on the books, the new owners forced changes and dismissed founder and president, Kirk Hawkins, who had led the organization through impressive — though expensive — achievements. For many months after Hawkins' departure, it was not clear who was in charge and that is never a good thing for a company… or its customers.
The company's original engineers had been convinced by Kirk to leave Scaled Composites, the celebrated Burt Rutan development company that built SpaceShipOne among many other radical designs. One by one, those engineers left. Other executive staff also departed, perhaps uncertain about the path forward. A final-attempt lawsuit that made the Wall Street Journal business pages was resolved in the stockholder's favor. Kirk was out.
Challenges
For the past few years that torrid pace slowed… just as it has in every other industry I've examined. However, in aviation it is uncommon for a good airplane to actually disappear forever. Designs worth their avgas often manage a come-back, a term meant to show a return to market for a flying machine some may have written off earlier.
Here is such a story.
One thing MS-1 did not have going for it: the design arrived to the party amidst so many other new designs that it was easy to get lost in the crowd. Proprietor and principal investor Dieter Canje wisely set the project aside while the dust cleared.
Now it's back and with a splurge of innovation planned.
"MySky MS-1 is making a comeback, with an ecological twist," said Dieter. "We believed our MySky MS-1 was a promising light aircraft project about 10, 12 years ago. Unfortunately, MySky Aircraft never made any efforts to put the model into production."
The backstory is worth exploring. Let's answer a few questions.
Why did you not put MySky MS-1 in production in 2010?
"In 2015, we formed MySky Eco with the intent to modify MS-1 into an electric aircraft," Dieter said. "But we found that the time was not ready yet. Even now, endurance and range limits its use to flight training. However, there is strong demand in this market segment."
"In 2022, environmental concerns are taken much more seriously by a large percentage of the general population," believes Dieter. "If we in the aviation industry, be it light or commercial aviation, cannot demonstrate that we are doing our part to mitigate our environmental impact, we will run into problems. It is in our own interest to do something to reduce the environmental footprint of aviation as soon as we can."
This is where MySky ECO, Inc., comes into play with a 5-step program with the final goal to create a totally emission-free aircraft.
What is MySkyECO MS-1L?
Can a tandem aircraft be used for flight training?
Electric has appeal but a method of extending range on an electric airplane would be useful for longer missions than flight training. "We are working on a range extender based on the rotary engine concept, using Jet-A," said MySky.
"Our 
Aircraft seen in nearby images is the VL3, a plane formerly designed by Vanessa Air and produced by Aveko. Americans first came to know a variation of this model as the 
Add another three years taking us to 2015 and JMB began fully producing the fuselage and wings, work that had previously been subcontracted. Today, JMB Aircraft is in full production at their Chocen, Czech Republic facility.
Since JMB's brand arrived in America in 2016, the company has continued to refine their models, upgrading engines to the fuel-injected Rotax 912iS and the 141-horsepower Rotax 915iS. Most recently JMB has been experimenting with the TurboTech turbine engine (
CEO Jean Marie Guisset gathered and addressed all JMB Aircraft employees (nearby image) and said, “This is another unique landmark for JMB. We are improving our product every single day, and the biggest thank you goes to all of you who are standing here, because you are the ones who make it happen.”
“I am honored to be a guest at this special event," said the customer. "The VL3 is an amazing aircraft and the people here make a very special aviation product. You can mark down my words, I will be delighted to put my order through for aircraft serial number #1000!” That may only take a few more years.
The company reported it has been speeding up the production on an annual basis, and expects to deliver more than 70 aircraft in 2022, a fine performance any light aircraft producer could envy. In the meantime, JMB's substantial production facility is expanding production capacity to accommodate a new project, the four-seater, turbine-powered Evolution. In a happy coincidence, the larger aircraft shares its name with JMB's own two-seat VL3 Evolution).
A well-evolved design, Evolution is a 250-knot-cruise aircraft that can climb 4,000 feet per minute powered by its Pratt & Whitney turbine powerplant. About 100 of these cabin-class speedsters are flying around the world.
“We have had discussions with Jean-Marie for over four years about the possibility of joining forces. This year I finally visited the production facility in Chocen, Czech and was quite impressed by what I saw,“ said Wolstenholme who leads Evolution Aircraft as its CEO.
At this year's AirVenture Oshkosh, the two companies exhibited together (image), giving them a good venue to launch their fresh collaboration. Officially, JMB will take over the production of the Evolution at their facility in Czech Republic, as well as help with the sales and marketing. The part of Evolution Aircraft based in the United States will handle research & development and provide services and maintenance.
Jean-Marie said he has long thought about making a mini 
Both companies are passionate about their aircraft, each extreme speedsters in their class. It would appear a well-considered and sound collaboration.
As Mosaic will eventually demonstrate, I believe, we're about to see a major expansion at the lighter end of aviation. However, we are already seeing the maturing of the ultralight to LSA marketplace. Get ready for an exciting future. One company you'll want to keep an eye on is JMB Aircraft.
In light aviation, we have a roughly similar situation. Rotax provides somewhere around 70-80% of all engines for aircraft in the light aircraft space globally. The remaining 20-30% is divided between Continental or Titan, Jabiru, ULPower, and a growing collection of converted auto engines (though the latter, without ASTM approval, are used only on kit aircraft or ELSAs).
So, Jabiru may not be #1, but the "down-under" company achieved a significant benchmark when they shipped number 4,000 of the 2200 series. Jabiru's 3300 six-cylinder 120-horsepower model is well past 3,000 engines shipped. Therefore, almost 8,000 airplane owners are carried into the sky by Jabiru. Contrasted to the entire American LSA, ELSA, Sport Pilot kit-built aircraft fleet of almost 10,000 aircraft (see 
If you are puzzled, as I was, by the #2-ranked Unknown listing, here is Steve's response: "The 'Unknown' refers to aircraft where the FAA data is blank in respect to the engine. Presumably, these aircraft have engines, but the FAA doesn't know what kind. This is a data-quality problem common to all databases. No database of any size ever has perfectly clean and complete data, contrary to what people assume."
"I was surprised to find 'Pipistrel' engines," Steve also wrote. Pipistrel makes airframes and then installs Rotax or other engines into them, don't they? Well, yes, that's been most of their history. Yet in recent years Pipistrel has engaged deeply in electric-powered aircraft and this data has begun to creep into our comprehensive review. (Choosing to pursue electric power appears to have been a shrewd move as Textron paid a boatload of money [more than $200 million, it has been reported!] to acquire the Slovenian company, allegedly mainly for its pioneering work in electric propulsion.)
"These Pipistrel powerplant entries are for electric-powered aircraft as the 
Other powerful engines are available, for example, the even-higher-horsepower Titan from 
Although no one is saying it today, I perceive that his is a smart play to prepare for Mosaic LSA. Given a cabin that has already accommodated four seats and three doors to serve all those seats, adding an engine powerful enough to carry four makes Montaer a shoe-in to offer such a model in 2025 after the new regulation should emerge.
Indeed, as several conversations I had at Aero Showcase 2022 demonstrated, pilots are asking questions like this: "If I bought this Montaer and flew it for a couple years, could the company 'upgrade' it to Mosaic and let me add four seats?" The short answer is "Yes, very possibly." Since a very similar design has already flown in Brazil with four seats, it seems likely that Montaer can declare the aircraft at a new weight and go forward offering a rear seat "kit." All that is theoretically possible under ASTM standards, but we must wait until FAA issues their Notice of Proposed Rulemaking (NPRM), expected in August of 2023.
Montaer wrote, "[We have] the roomiest cockpit in the entire LSA category. Montaer MC-01 was originally designed as a four-seater aircraft in Brazil (when different regulations applied), therefore, the removal of the two back seats, with an existing third door, produces impressive room for cargo. Also [we offer plenty of] legroom for pilot and passenger." The company added a line that should work for lots of pilots: "No challenge for the big guys."
Pilots of any size will be well protected given Montaer's building methods. MC01 features a welded passenger safety cell with solid-metal rivet construction. The latter is much more time consuming than pulled rivets and is more familiar to those buying a Part 23-certified metal aircraft such as Cessna. In fact, overall, the yoke-controlled MC01 may remind pilots of the Cessna 172, to which it is often compared.
However, with the 915iS engine on a present-day LSA two seater, this bird is going to soar. Climb rate shown in the specification box nearby is for a 912iS-powered MC01. With another 41 horsepower, the "Monster Montaer" should shoot upwards like a homesick angel. If someone in a MC01 915 challenges your Skyhawk to a climb contest, don't take the bait. You'll lose… by a wide margin.
Still, for most pilots, the 912iS may be a great choice. It is several thousand dollars less, is lighter, lacks some of the 915iS's complexity (turbocharger and intercooler) and is much more fuel efficient (≈4 gallons per hour compared to 6-7 gallons per hour with the 915). Maintenance will also cost less and the 912iS is extremely well proven at this stage.
Before the Covid panic hit worldwide, Montaer was accepted by FAA as a Special LSA after the company verified that it had met all ASTM Standards for Light-Sport Aircraft. Shortly afterward, in 2021, Montaer established a presence at DeLand Municipal Airport, Florida airport by partnering with Shalom Confessor of the 
The reference is to an additional control added to allow pilots without the use of their legs to operate the MC01 (nearby image). Such pilots have a few choices but Montaer's entry is modern and handsome.
I posted a more detailed article about Montaer's hand control project. You can 
However, very long flights in an open cockpit airplane are rare. The very first such involved four open cockpit Douglas World Cruiser aircraft, which Donald Douglas modified from his DT-2 torpedo bomber.
In April 1924, eight U.S. Army Air Service pilots and mechanics in four airplanes left Seattle, Washington, to carry out the first circumnavigation of the globe by air. Only one completed the entire journey 175 days after 74 stops and flying about 27,550 miles.
Amazingly, 35 replacement engines, along with numerous spare parts, had been distributed throughout the world to assist the effort.
In contrast, our trike adventurers had but one engine and only each other to support a voyage four times as long as the 1924 group. No wonder Rotax was pleased to help report the following story.
The big engine builder supplied the 912 ULS/S powerplant. which got one long workout as Andreas and Doreen flew their French-built 2012 DTA Voyageur II weight shift trike.
A point of irony — The DTA-brand trike is the same as world-circler and founder of The Airplane Factory, Mike Blyth used for his 1999 
"Born in Berlin," Rotax continued, "Andreas Zmuda has been an adventurer since he was a young lad. He hitchhiked all over Europe with a backpack when he was 15, before he emigrated to Venezuela in the early 1990s and gained a fascination for other cultures, traditions, and ways of life."
After earning his Sport Pilot certificate in the USA, Andreas decided to stay in South America where he worked for 22 years as a tour guide and organizer of adventurous tours and jungle expeditions.
In November 2010, Andreas met Doreen during an Amazon expedition through Peru, Bolivia and Brazil, where he was the expedition leader and Doreen was a tourist.
Doreen was born in Halle, Germany and since her teenage years has been interested in outdoor activities and adventurous trips around the world.
For a short time both Andreas and Doreen returned to freezing-cold Germany, but this only lasted a few months. They were much too motivated to experience new adventures, so they decided in summer 2012 to sell everything they had and take off for a 160,000 kilometer-long (100,000 mile) world record flight through 101 countries, which would last for the next few years.
These extreme adventurers have been flying together over the past years across North, South and Central America. In New York, they made a spectacular flight around the Statue of Liberty and through the skyscrapers of Manhattan (images), a top highlight of their travels.
Beyond that, flights across Central and South America included their own special perils
“We knew from the very beginning that we would fly more than a third of all our flights over water, jungles, or mountains, where safe emergency landing is impossible," said Andreas about the most nerve-racking stages of their trip. “You never get used to flights like the ones over the Darién Gap between Panama and Columbia with 350 kilometers (217 miles) of uninhabited jungle, or the Arctic tundra of Canada, or even the many anxious flights of up to four hours over the turquoise blue water between the Caribbean islands."
Full Disclosure — Andreas and Doreen did not fly the entire route shown on the nearby map. Remember, this flight took place during some of low points of the global Covid panic. As Andreas wrote earlier on Facebook, "These are really crazy times at the moment and we will fly from Madrid to Portugal in February, but then [we will] transport the trike in a container to South Africa. Flying along the west coast [of Africa] is just not possible right now." This was also a time of supply line constraints and container shipping expenses that quadrupled. Shipment of the trike involved considerable delays.
Keep up with these adventure partners at their 
Hopefully the title did get your attention but it asks a legitimate question for buyers of new potentially-Mosaic-compliant Light-Sport Aircraft.
The reason I feel this way is not merely the 141-horsepower engine Montaer designer Bruno Oliveira installed on the nose of his three-door LSA (see 
So, buyers of this airplane (and I repeat, MC01 will not be the only such choice) may be able to acquire a present-day 1,320-pound LSA and later get it bumped to perhaps 1,600-1,700 pounds, maybe more.
This is me, not the designer, making such a prediction but from reviewing their specifications, I know many of these airplanes created for delivery to multiple countries are frequently designed for somewhat higher weight limits — one of the most anticipated changes coming with Mosaic.
"Our new model will debut and be on display at the 
Earlier this year, Montaer announced a 
Remember, seasons are reversed in the Southern Hemisphere. New Zealand is now emerging from winter (during our summer) and is beginning its warmer climate. The summer months in New Zealand are December, January, and February so the weather is getting nice down under.
One of the explanations for the longer development cycle was that 
Water launch to flight is still pending but the down-under LSA seaplane was satisfied with the initial float evaluation.
"We spent the best part of two weeks water testing in the beautiful Waikato, here in New Zealand," noted main developer and company namesake, Paul Vickers.
"I have been waiting longer than a decade to see the Wave in her natural environment, and she did not disappoint. Not only does she look amazing, but the water handling was also impressive," Paul added.
"This series of water testing was to check slow-speed maneuverability and buoyancy," Paul clarified, "in preparation for high-speed taxiing and the first flight off the water." No date was forecast for these next steps but from prior practice, the company will take the time needed to get ready for those events.
"As interest and excitement continually build for the Wave in anticipation of its 2023 release, we wanted to mark this incredible milestone and are offering two early delivery positions,” the company said. “This offer comes with some incredible benefits.” If interested, please 
Brazil's Answer to Mosaic
It doesn't hurt to have the head of your FAA-like organization making such statements when a manufacturer and a flight school can announce a major acquisition.
The announcement of "60 Montaer aircraft ordered by SAFE flight school" was cause for a big celebration. The purchase was "a culmination of a process that started almost a year ago when the SAFE technical committee established the requirements for a new aircraft to gradually substitute its current fleet." According to SAFE, they were looking to acquire a good performer and safe aircraft to instruct their pilots. They sought an aircraft that was “docile" as a Cessna 150, and had a ballistic parachute like the Cirrus SR-20 currently in SAFE’s fleet.
SAFE also wanted a manufacturer willing to create an electric version to let SAFE reach the goal of zero carbon emissions by 2025. The 60 aircraft delivery will occur over a 10-year timeframe.
SAFE and Montaer are in discussions with prominent electric motor suppliers such as Rolls Royce, Honeywell, and Brazilian WEG (which developed the electric propulsion engine system used in Embraer’s EMB-203 Ipanema). On this topic, the entrepreneur, founder, and CEO of Montaer, Bruno de Oliveira said, “SAFE's project is a beautiful and ambitious one, and for us at Montaer, it’s a great opportunity. It represents a big milestone to be able to bring the best of electric aviation technology to Brazil. By the next year, our first electric aircraft will already be a reality."
Montaer MC-01 with the Rotax 915iS will be unveiled and debuted at the Aero Showcase at DeLand on October 21 and 22 this year (link below)
The second video below goes into some detail about the aircraft, its construction, and special features.
https://youtu.be/vI64Q9a07p8
Here's my interview of Bryan Tittle from Sun 'n Fun 2021 which goes into some detail about MC-01 from Montaer.
https://youtu.be/oPTji4lWNF8
Did these builders not notice the industry already has a whole slew of popular high wing models? Some, like Flight Design’s CT series, has been a market leader since the beginning. Companies in the list below didn't follow the leader then? Why now?
Of course, no such industry agreement happened. Each company examined their lines and chose individually to go forward with their designs. Honestly, they've all come out so recently they could not have coordinated such a broad launch in a single year even if they tried.
Nonetheless, here they are, one after another. I like it. I'm a high wing guy. To each his own but my single greatest joy aloft is looking down, watching the landscape unfold ahead of me. High wings offer the best downward visibility.
Then consider entry. No question — while low wings models have a sexy look, a shape that people equate with modern aircraft, they are much more challenging to enter. Given that LSA buyers are often in their 60s or older, ease of entry is a selling point.
I remember when Rotax first held a press conference in Oshkosh 2017 showing a display version their previously-announced 915iS. As soon as the company speakers concluded their remarks and their staff assembled behind a display-only 915iS on a stand, one man bolted out of his chair and began examining the then-new powerplant very carefully. That man was Mike Blythe the founder and chief designer at The Airplane Factory (TAF). It was immediately clear he had a design in mind and this engine fit the bill.
As you can see, Sling HW is cantilevered, further enhancing that downward visibility while also making outback flying more predictable by not have wing struts to catch bushes or other obstacles. Yet the wing structure does not intrude into the cabin as the wing is mounted above the cockpit.
The Airplane Factory is enjoying a nice run with their 
"Sling handling characteristics combined with the inherent stability of the classic high wing design," said Mike Blyth. "Added to this, all the latest modern-day design safety features, including ballistic parachute recovery system, low workload Garmin glass cockpit, efficient and 141 horsepower Rotax 915 iS turbocharged powerplant and Airmaster constant speed propeller."
"The extra-large cabin features wide, easy-access doors, superb four-place ergonomics and best in class comfort and quality," he contnued. "The removable rear seats increase the already generous baggage area providing for a great utility platform."
"For the first time we have a substantial portion of the aircraft, being the center fuselage, produced in composite fiber," wrote Mike. "This has allowed us to design an aerodynamic aircraft which is beautifully shaped, light and extremely strong."
The company explained, "For the first time we have a highly versatile aircraft that has a large useable cargo area. Remove the unused seats and controls quickly and easily, then fill it up with any kind of cargo. Sling High Wing can also be flown with the doors removed for photographic work or for use as a parachute jump ship."
Under U.S. regulation Sling HW has to enter the U.S. as a kit-built aircraft although a few fully-manufactured examples can enter the country to help with marketing and educating the pilot population. But when Mosaic becomes reality, perhaps by early 2025, TAF will be able to sell you a Sling HW fully ready-to-fly.
Archon developers and sellers Dave Hertner and Bill Canino reported that younger pilots aren't necessarily enamored of the WWII fighters. Those aircraft flew more than half a century before they were born.
What young military aircraft enthusiasts recognize are machines like Lockheed's F-35. Common on late-generation fighters, F-35 is all sharp edges and angled facets. It's quite — to use a word of another generation — gnarly and vicious looking.
You can't even afford the fuel bill to fly one of Lockheed's big bad boys. Virtually none of you will ever fly an F-35. Yet you could fly an Archon, a LSA-like warbird that looks significantly like a scaled-down (and unarmed) F-35.
Designed by a Greek policeman working largely by himself on a modest budget, Archon is a clever bit of engineering. It is built surprisingly light and, as shown in the accompanying photos, weighs significantly less than most LSA types. The design has flown around 700 hours Dave and Bill told me, The aircraft in the nearby photos has 400 hours on it and — get this! — all of it wth about 40 horsepower.
When he was ready to power his creation, Greek designer George Iliopoulos found a used Rotax 503 two-stroke engine. When new, these output 50 horsepower but George's 503 was a bit tired and produced only about 40 horsepower. Nonetheless, the aircraft flying the video below appears to perform reasonably well even with such low power.
Archon can be fitted with Rotax 912 or 915; the airframe is robust enough for 80 to 141 horsepower. "With our SF-1 Archon kit you can build your own modern fighter aircraft," said Dave and Bill. They added that the original Lockheed model was designed "to project air dominance,” according to the U.S. Air Force. Fittingly, Archon is the ancient Greek word for “ruler.”
Besides boosting the power substantially, Fisher Flying Products working in coordination with SportairUISA to change the design to increase its durability and finish quality. In Greece, George strove to keep weight to an absolute minimum because a 40 horsepower engine is what he had. With a more potent 9-series Rotax, the design can benefit from thicker skins throughout and small fairings to smooth wing/fuselage junctions. curve wingtips (and incorporate lighting), and other enhancements.
"The rapid build kits manufactured for SportairUSA may be reserved today, for delivery mid-2023," said SportairUSA.
The Canadian builder and U.S. sales representative are introducing the kit at "$34,900 with a $1,000 fully refundable deposit." The majority of components are preformed aluminum. The kit includes all necessary hardware and material to build an SF-1 Archon
With a new engine, new avionics, interior finishing, and paint, getting airborne for $80-$100,000 seems achievable. With a low-time used Rotax 912, modest paint, a simple interior, and basic instruments, perhaps you could have your own warbird airborne for less than $60-70,000. Some might call that "affordable."
"All kits are produced for SportairUSA by Fisher Flying Products, a Canadian company with decades of experience in kit aircraft manufacturing," announced the partnership. "The majority of components are preformed aluminum. The kit includes all necessary hardware and material to build an SF-1 Archon, except the engine, avionics and paint."
More Good FAA News
"In 1928," said the company, "what was to become the most successful Junkers sports aircraft left our Dessau production plant for the first time: a single-engine, two-seat, low-wing aircraft with an oval fuselage cross-section and corrugated sheet metal skin. The prototype was equipped with an 80 horsepower Armstrong-Siddeley engine.
"In that year, 69 aircraft were manufactured, [some of] which set a number of FAI world records. Various European record flights were also carried out with the A50. Famously Marga von Etzdorf was the first woman to fly from Berlin to Tokyo in 1930 with her Junior A50.
This aircraft had the potential to become "the people's aircraft," company records report, but a global economic crisis intervened.
Today, as a light, sport aircraft A50 Junior combines the latest technology with the flair of the '30s. "This unique aircraft induces feelings of freedom for new adventures," said Junkers. "With our new production A50 Junior, the dream of flying back in time is today attainable. We prepare the way; climb aboard to experience adventure!"
From an engineer's view, Kaelin has long experience in aircraft maintenance and put a large, qualified staff on the task (see video). The vintage-appearing construction looks rather labor intensive, as with most specialty manufacturing. With that in mind, their introductory price may be quite a value.
From a stylist's view, A50 Junior is a work of art from its graceful air-splitting nose down its corrugated skin, to its leather cockpit trim and two open tandem seats, to its wire-spoke wheels. Kaelin's website shows an artistic flavor not common in maintenance and restoration operations.
"This new version of the Junkers A50 is an ultralight aircraft in the 600-kilogram class," wrote Kaelin. Designed with open tandem seating, "A50 Junior resembles a typical light aircraft from the end of the 1920s, so it has a very classic appearance."
"[Junior] does incorporate the latest technology … to ensure the greatest possible safety," added Kaelin.
As nearby images show, A50 Junior has modern digital avionics screens. "The pilot monitors and controls from the rear seat," said Kaelin, but "otherwise the cockpit retains its retro trim."
England's 
Swiss engineering and quality combined with a fascinating Art Deco look conveyed by the corrugated-skin airframe and its two, separated tandem seats will generate admiring looks at any airfield you visit.
As it made a flight from Berlin to Tokyo back in 1930 — I can only imagine how challenging that would have been 92 years ago — Junkers A50 Junior now looks poised for a comeback.
Do Americans find this classic appearance compelling? Perhaps in the future…?
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), 
People that know Marino — many of you pilots, but nearly every producer — are aware he is an energetic, superbly-informed, and technically-competent individual. I am pleased to present his work in this and additional articles to follow from the recently-completed Aero Friendrichshafen show in southern Germany.
In this article, Marino provides a short bit about six interesting projects. Some of these you know; some you don't.
I hope you enjoy Marino's quick tour. Look for more… soon. 
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), 
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"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 
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.
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