Yet Carbon Cub UL is also the first aircraft in the world to be fitted with the Austrian engine maker's newest 916iS powerplant. Why did the Washington state company do this?
One main reason given by Brad Damm, the company's vice president of sales and marketing, is because customers asked for it. However, Brad has several other good reasons, which he shared in the video below.
"We invested in several new technologies to make the Carbon Cub UL even lighter and better performing than its predecessor, the Carbon Cub SS," stated CubCrafters. "The goal is a new airplane that features multi-fuel technology (mogas and/or avgas), fully meets ASTM standards, and carries two adult people with a full fuel load and a reasonable amount of baggage at a takeoff weight of 600 kilograms or 1,320 pounds."
Key to the development of the new aircraft is CubCrafters’ collaboration with BRP-Rotax, said CubCrafters, because the engine maker chose top launch their new 160 horsepower turbocharged engine on the Carbon Cub UL. The new 916iS engine is lighter, more fuel efficient, and thanks to turbocharging, can produce more power than the normally aspirated CC340 engine on the Carbon Cub SS (especially) in higher density altitude scenarios.
“Our Carbon Cub was first introduced in 2009 and has been a successful aircraft for both CubCrafters and the entire backcountry flying community,” stated Patrick Horgan, CubCrafters President and CEO. “Now, we’re reimagining the Carbon Cub by incorporating the latest in pre-preg composites, more titanium components, and innovative manufacturing techniques, along with the best new engine and avionics technologies for even more performance and versatility.” Brad further elaborates some of these upgrades in the video below.
Emphasizing their global aspiration, Patrick added, “We believe this aircraft will make a major contribution to unlocking the enormous potential of the international marketplace."
The production version of the new aircraft is slated to be initially built, certified, and test flown as a Light-Sport Aircraft at the CubCrafters factory in Yakima, Washington, but it will also meet Ultralight category requirements in many international jurisdictions.
“The aircraft can remain in the LSA category for our customers in Australia, New Zealand, Israel, and even the United States, but it can also be deregistered, exported, and then reregistered as an Ultralight category aircraft in many jurisdictions in Europe, South America, and elsewhere,” explained Brad Damm. “This is a concept we’ve looked at for the last several years. Our kit aircraft program has always been strong in overseas markets, and now we are very excited to have a fully factory assembled and tested aircraft to offer to our international customers.”
The UL concept of a lighter and even better performing version of the Carbon Cub for international markets was first seen for a stunt in Dubai, UAE. A technology demonstrator version of the aircraft was able to successfully land and take off again from a 27-meter (about 90 foot) diameter heliport that is suspended 56 stories above the ground on top of Dubai's iconic skyscraper, Burj Al Arab hotel as part of a recent Red Bull project that inspired audiences worldwide.
Much more information about the Carbon Cub UL, including a product launch Q&A, engine technical specifications from Rotax, and video and still images of the aircraft and engine for editorial use can be found on this 
https://youtu.be/C1OGGUaghdc
CubCrafters has never made an aircraft powered by Rotax. Images accompanying this article portray their very first example using the 9-series engine in a model intended for production. Most of their factory pilots or dealers have never flown behind a Rotax. Yet Carbon Cub UL is also the first aircraft in the world to be fitted with the Austrian engine maker’s newest 916iS powerplant. Why did the Washington state company do this? One main reason given by Brad Damm, the company’s vice president of sales and marketing, is because customers asked for it. However, Brad has several other good reasons, which he shared in the video below. 916iS Launch Customer At Sun ‘n Fun 2023, CubCrafters introduced a new variant of its Carbon Cub aircraft line. Being developed with a special eye for international markets, the west coast company named it “Carbon Cub UL.” “We invested in several new technologies to make the Carbon Cub UL even lighter and better performing than its predecessor, the Carbon Cub SS,” stated CubCrafters.
In Battle Creek, Michigan a European businessman, Dieter Morszeck, has invested more than $30 million to create a modern airplane factory capable of producing such complex yet handsome designs as the Waco biplane. For 2023, that facility has a new occupant, Junkers Aircraft. Both are owned by Dieter and this man is serious about aviation.
Mr. Morszeck made his money in the luggage business. His brand, Rimowa, is known widely for its corrugated exterior, leaving an earlier Junkers aircraft built similarly to be dubbed the "flying suitcase." This is a delicious bit of serendipity because now his former luggage business can be expressed in an airplane… one that draws people's attention wherever it shows up. I observed pilots keen to sit in A50 Junior simply to experience a bit of history.
For additional information on A50 Junior, please 
A Swiss team was engaged to create the first example of A50 Junior in the modern age. Now that the prototyping is done and Special LSA approval has been granted from FAA, A50 can enter the U.S. market and its first buyers are already stepping up.
As you might expect from an aircraft of this highly detailed construction, this is not the least costly SLSA on the market. However, for those filled with desire, the first 29 airplanes — a nod to the year of its first introduction in 1929 — will be sold for about $195,000. I predict they won't have too much trouble finding buyers, especially as many LSA are now approaching (or have exceeded) that price.
Junkers isn't done. An A52 model with side-by-side seating and retractable gear could enter the market as a Mosaic LSA or mLSA. Dieter and his team are already pondering that move and, again, their U.S. factory is set up and ready to produce.
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
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 
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
"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…?
Rather loudly and persistently I beat the drum about "affordable aircraft," but readers also enjoy learning about other aircraft. I will never write about jets or multimillion-dollar turbines but I will continue to follow any "light" aircraft that meets LSA parameters now or after the Mosaic rule.
In this article I will describe how two aircraft are pursuing conventional certification: Flight Design’s F2-CS23 and Icon’s A5.
Contrary to common language, LSA are not "certified." Instead a manufacturer declares they meet ASTM standards and FAA "accepts" that declaration. Frequently at first, FAA audited producers in a point-by-point check of their declaration plus verifying that producers use generally-accepted best practices in their manufacturing. Companies with prior approvals may not be required to undergo an audit; it's always FAA's choice.
I've been involved with ASTM for many years and I can attest to these standards being very rigorous. They were welcomed by many countries where they are in active use. Indeed, FAA is using ASTM standards for LSA as a model for a future approval system for Part 23 general aviation aircraft. Nonetheless, a Standard Certificate is required for some countries; LSA have a Special Certificate. So, some companies believe it is in their best interest to obtain the higher level of approval.
“We couldn’t be happier to see this important step for the F2 program, which ultimately will lead to the F4 four-seat version and the all-electric F2e,” said Matthias Betsch, Head of Flight Design's Design Organization department that created the F-Series and many of its advanced concepts.
"The F2-CS23 is the next step in Flight Design’s ‘Vision Zero’ concept which incorporates all commercially available safety features appropriate for this type of aircraft," the company elaborated. "These features include: a passive stall and spin resistant airframe design; airframe emergency parachute system; Amsafe-brand airbags and inertial reel harnesses; Garmin ESP (electronic stability and envelope protection); a strong occupant-protective enclosure for the pilot and passengers; automatic fuel management; simplified controls such as a combined throttle and brake lever; and a more modern, car-like atmosphere and operation."
“EASA's CS-23 category is an internationally-recognized certification standard which will allow the new F2-CS23 to be easily accepted in all markets worldwide,” said Dieter Koehler, Project Manager the F2 and F4 projects.
Flight Design sees the F2-CS23 as "an excellent choice for flight schools with its wide and easy-to-enter cockpit, fuel efficiency, unique safety features, and state-of-the-art avionics suite. All new Flight Design aircraft come with carbon compensation up to TBO under Flight Design’s Pro-Climate plan." F2-CS23 follows the company's F2-LSA that began deliveries earlier in 2021.
"In countries that do not have a Light-Sport category (Canada and others), the Type Certified version of the 
Primary Category certification also has benefits in the U.S., Icon reported. One is that any A&P is authorized to work on it. Because it is not a SLSA, owners will not need to use designated Icon Service Partners, though the company will still encourage them to do so.
Another benefit is international travel, for example, flying your Icon A5 to islands in the Caribbean, or to keep your A5 on a yacht when you are in another country (image). "Light-Sport Aircraft do not receive a Type Certificate," Icon explained, "so typically, special permission is required before you can fly in another country just like if you are flying an Experimental aircraft." Some exceptions exist, notably in the Bahamas, which does allow U.S.-registered LSAs. The Bahamas is further unique among other countries in that they accept FAA's Sport Pilot certificate.
"International expansion has been a critical part of our business plan since day one,” said Jason Huang, President of Icon Aircraft. “People in the U.S. have been able to enjoy adventure flying in the Icon A5 for several years, and we will continue to produce the SLSA version. But now we are excited to introduce the A5 to others around the world. Type Certification is one of the many investments Icon has made to grow our capabilities and improve the A5. We know it will be appreciated by our international deposit holders and sales partners, and we are all very excited for this day to come."
"Note that we will continue to make the SLSA version, as well," assured Huang. This continues the chance for American pilots to fly A5 without the need for an aviation medical, using only their driver's license in lieu of a medical approval.
Why not pursue approval using the coming regulation often referred to as Mosaic?
"Mosaic is an FAA initiative that doesn’t translate globally," stated the company. "Thus, pursuing Primary Category Certification is the action we needed to coincide with our global expansion plans."
You may love your LSA or Sport Pilot kit or an ultralight aircraft, but nearly all pilots occasionally dream of owning — or at least flying — a P-51 Mustang.
Let's face it. You probably can't afford to buy one and it's almost certain you don't have the budget to maintain it and fly it. The fuel bill alone for an hour's flying will make you gasp.
So, what do you do if you have a Walter Mitty-esque urge to own and fly a P-51 but you don't have a couple million laying around unused?
Why not build your own?
As you see from the timeline above, it has taken a while for the twists and turns of development to unravel themselves. Now ScaleWings appears to be firing on all cylinders. Recently, ScaleWings announced they starting shipping Quick Build kits (see nearby image).
Does it take so long to get such an aircraft ready? Well, yes, for at least two reasons.
First, a more complex design takes longer to go through concept, creation, alteration, testing, and gaining approval from authorities. After all that, the company can start building but this is also when the investment needs to be highest.
SW-51 began life as the FK-51. Alert readers will recognize that "FK" refers to FK Lightplanes, a German design company lead by Peter Funk. For years, Peter manufactured popular designs such as FK-9 that sold hundreds of units. Peter developed other designs including the biplane aerobatic Comet, the sleek Polaris LeMans, and several wonderful vintage recreations. His interest was in the creation and development of designs, though; Peter was less enamored of the manufacturing side of the business, so he turned to others.
A man named Rolland Hallam launched into building a series of the FK designs. It seemed to go well for a while and at Aero Friedrichshafen a decade ago, he created a sensation by introducing the amazing creation of the highly-energetic Hans Schoeller.
FK, working with ScaleWings as a consultant, hoped to build one a week starting as early as 2015. It never happened. Whatever the challenges Rolland faced, they proved insurmountable. Production of all FK airplanes slowed to a crawl. FK-51 went dark.
After Rolland bowed out, Hans joined up with younger entrepreneur Christian von Kessel, who found money and facilities and vowed to bring the now renamed SW-51 to market. That took time, but Christian kept after his goal.
SW-51 conducted a successful maiden flight and passed other technical benchmarks. Then Christian and Hans set about putting SW-51 into production. This is not a small project but they are now excited to announce they are shipping kits.
Christian and Sebastian recently sent news about ScaleWings Aircraft launching shipments of a “Quick-Build Kit” of the SW-51 Mustang.
Calling it "the world's most accurate P-51 Mustang replica at 70% scale," a standard SW-51 kit — with MTOW of 750 kilograms or 1,654 pounds — includes "the complete all-carbon body parts, control elements, seats, and the electrically driven retractable landing gear."
The company describes SW-51's unique feature: "more than 100,000 details (rivets, screws, etc.) of the original P-51 Mustang are faithfully worked into the carbon surfaces of the delivered kit, creating a near-perfect reincarnation of the legendary icon."
"This is beyond any previous kit execution in the market," said Christian and Sebastian. I'm inclined to agree for the singular fact of SW-51's incredibly authentic mimicking of the World War II original.
According to ScaleWings, the standard SW-51 kit includes:
So… can you afford this beauty? Nautrally, that depends on your individual budget. Kit prices reflect the work involved in fabricating parts.
In their "Launch Edition," Standard Kits start at €119,000 (about $138,000). The Standard Kit and optional packages can be ordered now at the 
Here's the simple response: light aircraft with modern (read: powerful and efficient) engines tend to perform admirably well in high elevations, higher heat, and high humidity. If you fly almost any of these aircraft in high density conditions you already know they perform sprightly.
In contrast, I logged hundreds of Cessna 150 hours from my days as a flight instructor, and — with a similar amount of power as most LSA but also quite a few more pounds — that aircraft definitely does not perform as energetically.
So, a higher power-to-weight ratio is good, but do limits exist?
“I was very impressed with the performance of the CTLS GT with the Rotax 914 Turbo," said Flight Design test pilot Nico Stambula. "CTLS GT Turbo climbs like a rocket and easily reaches 140 knots at altitude." Stambula added that the 914 intercooled engine maintains consistent temperatures. In addition, this is a very smooth flying package."
The first CTLS GT will be shipped to an owner in South Africa, which has both high temperatures and high elevations. Flight Design believes the new model "should be just great for operating in those more challenging conditions."
With the addition of the Rotax 914T option, the long-running CTLS extends its range again. Various models are available as a European 600 kilogram (European) Ultralight, an ASTM-compliant Special LSA, or as an EASA-certified aircraft. Models are available with the Rotax 912, the 912iS and now as a turbocharged performer as the CTLS GT 914T.
Someone was bound to ask why engineers didn't use the newest 141-horsepower Rotax 915 iS, so I queried the company on this question.
Since the start of Light-Sport Aircraft, Flight Design has been represented in America by Tom Peghiny, proprietor of 
Don't feel too conspicuous. It's happening to me, too, along with nearly everyone else. [
ScaleWings reported, "Aircraft serial number #001 took off at 11:37 am into a light cloudy sky." The all-important first flight went without problems.
"Chief Test Pilot Jirko 'Jiri' Hybler praised the balanced and highly maneuverable handling of the aircraft, managing crosswinds of more than 10 knots with superior control," continued ScaleWings. "Within the first flight hours all systems were checked to prove their functionality."
The company reported test flights included cycling up and down of the all-electrically-driven landing gear. First flight went exactly to plan and 35 minutes later, the aircraft landed safely.
"This first flight of the serial aircraft configuration of the SW-51 Mustang is an important milestone for our team," ScaleWings said.
The SW-51 aircraft program was launched in 2013, followed by a successful first flight of a “proof of concept” prototype just one year later in 2014. Since then ScaleWings has been working on both production processes for the aircraft and preparing the company's production site in Krosno, Poland.
The ScaleWings SW-51 Mustang is a true-to-scale high performance replica modeled precisely upon the original North American P-51 Mustang aircraft dimension but fully built from carbon fiber.
No question, SW-51 deserves the closest possible examination. This is an amazing construction.
SW-51 is an intricate eye-catcher featuring more than 100,000 details such as simulated rivets, screws, fabric and more that were meticulously handcrafted into the manufacturing molds. Even when you physically touch them, rivets and screw heads feel real. They're not; it's a marvelous illusion.
Schoeller's unique treatment combines with a high quality chrome-like finish, allowing SW-51 to almost-identically mirror the original's aluminum appeal. Without a doubt, this is an unprecedented execution beyond anything I've ever seen.
The aircraft is designed for up to 750 kilograms (1,653 pounds) gross weight, while it is currently being flown in a category limited to 600 kilograms (1,320 pounds) in accordance with prevailing European standards. The numbers show SW-51 could fit nicely into FAA's proposed Light Personal Aircraft but it could also stay a Light-Sport Aircraft. A fixed gear, fixed pitch prop version has been in discussion for some time.
With first flight in its logbook, ScaleWings said, "We will produce and deliver 5 aircraft in 2021 and 12 aircraft in 2022."
SW-51's configuration features a 
"SW-51 Mustang costs less than 10% to acquire, less than 1% to maintain and it burns less than 15% of the fuel of an original North American P-51 Mustang aircraft. That's a big savings but this is not an inexpensive kit.
This millennia, the Brazilians have adapted to Light-Sport Aircraft and ASTM standards, which the country's CAA accepts (as do several other nations). Not only have they populated the skies over Brazil, but several companies have moved to establish their business in the USA.
Montaer's MC01 starts with 4130 molybdenum steel tube "to provide greater safety to the crew." MC01 is skinned with an aluminum fuselage and wings. These materials are popular with American pilots who are aware they can achieve repairs almost anywhere.
MC01 is powered with the 100 horsepower 
MC01 has dual control yokes with a steerable nose wheel and dual toe brakes. Although many Sport Pilots say they prefer — or at least have adjusted to — joystick control, many pilots find control yokes preferable. No joystick option is presently available.
However, Montaer has also followed Paradise's lead by offering hand controls to accommodates pilots who want to fly but have lost the use of their legs. In fact, the very first American purchase of Montaer MC01 is going to such a pilot up near Oshkosh. I'm sure I join many others in congratulating Bruno and Montaer in making arrangements for such people to achieve their dreams of flight.
Elevator trim controls are provided on both yokes. At the base of the instrument panel pilots will find all circuit breakers and other switches. Throughout this design, you see a layout that most pilots will find familiar and comfortable. All these common controls may help pilots quickly adapt to flying Light-Sport.
Montaer has installed all leather seats, headliner and side panels (photo). The interior fit and finish will please most pilots. Both seats are fully adjustable forward and back allowing, for comfort for tall and short people. These adjustments can be made while sitting in the seat. Yet MC01's seats do more.
Again similar to Paradise models — which are no longer available in the USA — MC01 has fully-reclining seats. While the company said, "This is important for tall people to adjust the seats for more head space," it brings additional benefits. For example, if you want to camp in your MC01, the reclining seats can provide a sleeping surface. The aft cabin has sufficient of room to permit this.
Although 
Yet no one can dispute that C42 — once rebadged as Cyclone for American buyers — has for many years been THE success story in Germany. This southern German company celebrated its 50th anniversary in 2020.
Our favorite British aerojournalist, 
Now in its "C" model configuration, C42 is one of the most successful European microlights (a category between Part 103 ultralights and LSA, but closer to the latter). Comco Ikarus has evolved the machine into a fine airplane.
In England, C42 is sold by 
Aft of the cockpit there’s a frangible cover which the BRS rocket fires through, and a very large quickly removable panel on the port side, through which the fuel quantity can be seen and a lot of the interior structure visually inspected. The rear baggage bay can hold up to 100 pounds, weight and balance allowing.
C42C's tail consists of a strut-braced tailplane and separate elevator, a slightly swept-back vertical stabilizer, which carries a broad-chord rudder and a small ventral fin tail bumper. Wings, tail, flaps and control surfaces are all covered in XLAM (a type of sturdy, dimensionally-stable fabric sailcloth) with Tanara Teflon thread (which is impervious to UV light) used for the stitching.
Less obvious changes include a significant revision of the wing structure with more use of carbon fiber. C42C's cockpit roof has been completely redesigned and the doors are now hung on redesigned hinges.
A sturdy hydro-pneumatic tricycle undercarriage offers nosewheel steering via the rudder pedals and carries 
After fastening my four-point harness, I raised the throttle into its correct position and familiarized myself with the cockpit. Throttles on both sides fold flat to aid ingress and egress.
C42C's instrument panel is large and could easily carry just about every possible permutation of instrumentation, from very basic analog to the latest 
A central column braces the instrument panel and carries push/pull plungers for the choke; cabin heat and carb heat; a transceiver and transponder; and a toggle switch for the intercom. C42C's fuel selector is located at the base of the central column by the pilot’s right leg; easy to see and reach. Large map pockets are built into the doors.
A center stick features a comfortable foam grip with buttons for electric elevator trim and a bicycle-type brake lever with integral park brake. The large handbrake-type flap lever is set into the roof, in front of a red T-handle for the BRS.
With my solo loaded weight about 200 pounds below gross, a paved runway, and a brisk headwind, I anticipated a stellar take off and climb characteristics and I was not disappointed! The prop was pitched for cruise but you’d never guess. I reached 1,000 feet above the runway before the airfield boundary.
After shooting the air-to-air photos, the camera ship departed and I took a look at C42C's general handling. All controls were nicely harmonized and authoritative. The roll rate in particular is much more sprightly than the C42A, while the stick forces felt lower than I remembered, no doubt due to the spades mounted on the ailerons. A short center stick does not provide much mechanical advantage but the spades help. Control around both pitch and yaw axes was equally effective, and keeping the slip-ball centered took only small amounts of rudder. The electric pitch trim is effective and nicely geared.
Moving onto an examination of the stick-free stability around all three axes reveals the directional stability is definitely soft to the left and neutral to the right, while spiral stability is slightly positive from the right and neutral to the left. The longitudinal stability is quite strong; a 10-knot displacement from a trimmed speed of 70 knots resulting in a long wavelength low amplitude phugoid that damped itself out after three lazy oscillations. Importantly, C42C is not divergent around any axes.
Slowing down to explore the slow speed side of the flight envelope revealed no unpleasant traits. As the speed reduced past 60 knots, I moved the flap lever to +2, which lowers the flaps to their maximum of 40° and causes a significant change in pitch trim, although this is easily trimmed out.
With full flaps and a reasonable amount of power C42C showed no desire to stall. At modest stall entry and with the nose just above the horizon, C42C mushed and wallowed while the sink rate increased. No stall warning is provided but you feel a mild aerodynamic buffet. Hold the stick on the backstop and it hunts slightly in pitch while sinking. Adequate aileron control is available post-stall.
When I used a more aggressive technique C42C stalled with a slight wing drop. At test weight, the wing drop came around 32 knots. Performing a departure stall I retracted flaps to the take-off setting of +1 (15°), opened the throttle and pitched up …and up …and up! It feels as if I’m lying on my back before the wing finally gives up and the nose falls through.
Comco Ikarus reports a glide angle of 11:1 (a Cessna 150 is about 9.5:1), while minimum sink rate is around 400 feet per minute.
As I’d anticipated, this C42 is considerably quicker than the earlier models, and because the air is as smooth as glass I was relaxed as the ASI needle slipped into the yellow arc. C42C was still accelerating at 5000 rpm. Top-of-the-green arc is 82 knots at 2,000 feet and 4800 rpm. At about four gallons per hour, you can comfortably plan for 300 nautical miles with a 30-minute reserve. That’s about 25 nautical air miles per gallon.
As I got back to base, I did a few take offs and landing, and for the first time I found the roof-mounted flap lever slightly intrusive; you’re constantly swapping hands. It’s not a big deal, but writers have to complain about something.
In a way, you already know this aircraft or at least its look-a-like predecessor, Paradise's P1NG. As happens in every industry, a key engineer left a family airplane building business — Paradise, run by granddad, Noe de Oliveira — and started his own aircraft factory. The departure occurred eight years ago.
Now, Bruno de Oliveira has won FAA acceptance of his Special LSA model. Brazil uses ASTM standards as well so he also got approval in the South American country.
Importer Ed Ricks of 
With his MC01, Bruno and Montaer are filling a void.
Both models veered away from the uber-common joystick seen on most Light-Sport Aircraft. Yet yoke control has a large global following as Cessna, Piper, Beech, Mooney, and more all use yokes. Since those brands trained most Yankee pilots, it makes sense to offer them a control already familiar to so many pilots.
MC01 also continues with a very popular feature: a voluminous baggage area accessed by a third door. 
The very first U.S. delivery of MC01 is headed to Wisconsin where a pilot has ordered one with a very special extra: hand controls, a choice available to offer assistance to some pilots. That airplane is due to leave Brazil in March and may be seen at EAA's big summer show.
MC01’s airframe is built using 4130 molybdenum steel tube (photo) providing a proven safety to the occupants. The exterior is all aeronautical aluminum fuselage and wings. A steerable nose wheel, dual toe brakes, and control yokes are just some of the features of this well built airplane.
Ed has known Bruno de Oliveira for eight years and will be in charge of sales in the USA. He is seeking dealers in certain states; if this interests you or if you want more details before Sun 'n Fun, call Ed at 623-695-9040 or 
Yet "affordable" is one of those very personal words. What each of us can afford — or chooses to afford — is different than almost everyone else.
Therefore, an especially wide range of choices is good. I have written a lot about very inexpensive aircraft (see many in
“As we come out from under Covid-induced flight training restrictions, operators of several flight schools have come to us asking for an affordably-priced, all-metal, Garmin-equipped training aircraft,” CEO, Matheus Grande, stated. “Our solution is the highly-advanced and very-affordable entry-level Colt SLSA, which is priced at $139,900, below the cost of the fully-equipped Colt-S and Colt-SL models.” Their Texas Aircraft Colt SLSA standard package includes:
“When you couple the 
So, is this a no-frills LSA? While it does have less equipment than the standard Colt, the main change is the single Garmin screen. I currently use a neighbor's RV-12 with a single screen in it and I find this no restriction. I can also refer to an iPad in the cockpit and paired with a sender from 
Nonetheless, new is nice and Colt is one beautiful machine made in the USA of all metal, just as many buyers want. What are your options?
If a partner purchase won't work for you — perhaps you don't have any local prospects or perhaps you simply prefer not to share your airplane with anyone else — then Texas Aircraft has secured financing. Learn more about their program in 
More About LSA Costs — What I'd like to invite is your read of AVweb writer Paul Bertorelli's article, titled, "
Joining the movement, 
Seamax officials have made good use of their location at 
"This is the fourth year in a row that Seamax will exhibit the M-22 in this great show with the presence of our Brazilian team," added Shalom. "We will be right in the middle of the show at our traditional booth #71."
The 
Then came the sophisticated CTLS, wholly redone for the American market. It enlarged the cabin and lengthened the fuselage becoming more deluxe throughout.
Now, we come to F2 in what I'm calling the third generation of the iconic shape that still leads the LSA market after almost 17 years. The one and only example presently in America is currently based at 
Nearly every airshow was cancelled for 2020 amidst the global economic carnage driven by lockdowns and travel restrictions to contain Covid.
Well, every show was scrubbed except the Midwest LSA Expo in Mt. Vernon, Illinois. Because that one and only event happened — with no negatives regarding the virus, so far as I know — I got to see and fly Flight Design's latest and greatest, the F2. Not only was the airshow a welcome change from the social barriers everyone had faced over the last few months, but Midwest 2020 provided a venue to see and fly the new model.
"CTSW was a Porsche. CTLS was a Corvette. F2 is a Cadillac," said Tom Gutmann, Jr., the younger half of the father and son 
Tom explained that F2 may look similar to CT but is a nose-to-tail, tip-to-tip refreshed design. It has been some time in development because as Tom noted, "Flight Design engineers had to rework the whole airplane. It is significantly larger than CTLS yet final production models should weigh no more." That's some accomplishment!
It is also built quite differently. All CTLS are essentially "hand made" with hand-layup molds that display the skill of factory workers yet makes each one unique. For F2, Tom said, Flight Design uses molds created on 5-axis CNC shaping tools so each one is fabricated to precise specifications. You may not be able to see the difference in construction but the new method is far better for serial production.
"F2 is manufactured to close tolerances in pre-impregnated carbon fiber for great structural strength and light weight," said Flight Design in Germany. With prepreg carbon fiber from American company Hexcel, F2's honeycomb-core fuselage signifies a big step forward.
Likewise, F2's new wing is a major redesign; the outboard sections feature aerodynamic cuffs (nearby photo).
F2’s tail is all-new as well. CTLS's full-flying stabilator is replaced with a wider stabilizer that has a discrete two-piece elevator with a center section that remains stationary forming what's often called a duck tail. This aids in meeting the ASTM handling requirement. One result is that the airplane does not pitch up during a departure stall.
The altered horizontal tail works cooperatively with the wing cuffs to make a highly stall-resistant airframe, a feature FAA admires so much they gave Icon Aircraft 
Cruise speed at a low altitude (approximately 3,000 feet density altitude) exceeded 115 knots while burning barely over 4 gallons an hour; Rotax's 912iS is known for its fuel miserliness. This allows a topped-off F2 to fly close to 1,000 statute miles. You can fly cross country to a destination and return to base without buying fuel. I once enjoyed this quality while 
A combination of wing cuffs, revised empennage with its fixed duck tail, and tip-vortices-reducing winglets make F2’s stalls and slow flight about as uneventful as I've experienced; much like Icon's A5, which was equally docile at slow speeds. Even with the joystick full aft F2 did nothing exciting. It did not drop a wing and resisted any stall break.
I always enjoy when a new airplane company arrives on the market and sets plans in motion to expand and improve their flying machine. Texas Aircraft and their Colt 100 Light-Sport Aircraft is one such company.
Lead by the energetic and ambitious Matheus Grande, 
Rather than repeat what 
Texas Aircraft announced, "The addition of the 
Scott explained that while the Colt’s standard Dynon avionics package is TAA compliant and amazing for flight training, "flight schools are asking for Garmin." Providing Garmin equipment can help reduce the time and cost associated with training students on multiple avionics systems as they progress.
“Today’s students want to train on the same avionics they will be using later as they advance into more complex Garmin-equipped aircraft,” Scott said. “The wide variety of Garmin avionics that we will make available for the Colt will give flight schools and private owners a great deal of flexibility in how their avionics are configured.”
“We are now offering Garmin-equipped Colt aircraft with the basic VFR package starting at $139,000," said Scott. The fully-equipped, “Heavy IFR” Garmin package is priced starting at $170,500 (see below).
“So, whether you want a sleek single-display Garmin G3X Touch panel or dual G3X Touch instruments for a truly impressive digital screen experience, we offer choices,” Scott said. “All Garmin-equipped IFR-capable Colts come standard with a G5 backup. We are extremely excited to be able to offer Garmin’s popular line of avionics in our new-generation Colt.”
Almost everyone knows at least some facts about batteries. Everything we carry around these days seems battery powered and all of us are ever in search of an electric outlet to get more charge. Until battery energy density takes a substantial leap forward, electric airplanes have some clear limitations. Yet primary flight instruction — at least done in the pattern within easy reach of landing back on the field — is one early potential for electric powered LSA.
However, not all batteries are identical. — The British Lithium-Sulfur (Li-S) battery technology company, Oxis Energy and Texas Aircraft Manufacturing are developing an electric power system for Colt and initially, Oxis projects that the flight time will be in excess of two hours and an approximate range of 200 nautical miles. While still short of true cross country flying, this sounds encouraging.
Huw Hampson-Jones, CEO of Oxis Energy, said, “Oxis Li-S technology offers significant benefits to aviation. The use of sulfur as a non-conductive material provides enhanced safety and is superior to current Lithium-Ion technology. Our 90kWh battery system is 40% lighter than current Li-Ion technology and will be powered by its 'High Power' cell at 400Wh/kg."
Oxis is involved in the design, development and now the move towards commercial production of Lithium Sulfur cells for battery systems. Oxis manufactures and produces all aspects and components in the making of the Li-S cell and does not use any toxic or rare earth material in the composition of its Lithium Sulfur cell technology. Oxis has been granted 193 patents with 115 pending.
Texas Aircraft's Matheus added, "Our eColt, manufactured at our factory in Texas, will use Li-S battery cells made at the Oxis factory. The powertrain will be supplied by WEG and the battery and its management system (BMS) will be provided by Akaer Group of São José dos Campos, Brazil." (Note that while Texas Aircraft is an all-American company, Matheus and his team hail from Brazil so they have many connections in that southern hemisphere country.)
"This project is in early stage," said Matheus. "We are not changing the Colt, but we are studying the possibility to add some battery packs under the plane (maybe looking like a Cessna Caravan cargo) but this is still under discussion since we are also evaluating adding the battery packs into the wings."
This week kicks off the truly gigantic trade show known by its sponsoring organization's abbreviation: 
I always find something of interest to the light aviation, recreational flying community. This year, I'm on the lookout for 
