It's a pecking order thing, I suppose, a natural human response, but I dislike when one aviator puts down another. Is a hang glider pilot somehow less than a power pilot? Is a LSA pilot doing a lesser job flying than a GA pilot? Indeed, is the humble prop pilot somehow less than a jet pilot? Are pilots who like rotary or seaplanes oddballs? I think not but such opinions are too-commonly heard.
Similarly, why are pilots so ill-informed about Part 103? Most pilots have heard of the category yet most of them know next-to nothing about the aircraft type. Contrarily, I can say this: the ones who learn about Aerolite 103 know this is a right-proper light aircraft and they want more… for less.
As a single point, price is important to nearly all consumers. Even in 2023, Aerolite 103 is available for around $25,000 (details below). That price comes after three years of high inflation (you know how many prices have increased significantly), after the upset of Covid and its effect on supply chains, after quadrupled shipping costs, and after the outbreak of hostilities in Ukraine. Despite an overload of upsetting, price-increasing actions, 
Dennis moved 
I love the Aerolite 103. I flew one on several occasions and found it a friendly flying machine with no evil qualities that will fly exactly as you’d expect.
Add a fuel engine from Hirth or MZ for 28 to 50 horsepower for a cost of $6,500 to $13,500. You can also choose an electric option that runs from $10-14,000.
A fully-assembled Aerolite 103 runs from $27-35,000 depending primarily on engine selection.
Here is the video viewed more than 400,000 times, with original developer Terry Raber.
https://youtu.be/_Lhz0JwxkQA
Here is a video with then-new owner Dennis Carley going over details of 
Among the couple hundred readers who commented on my recent Mosaic article, several referenced Private Pilots who consider a Sport Pilot to be “unqualified.” I’ve heard that, too. In fact, I’ve heard similar comments my entire long career. It’s a pecking order thing, I suppose, a natural human response, but I dislike when one aviator puts down another. Is a hang glider pilot somehow less than a power pilot? Is a LSA pilot doing a lesser job flying than a GA pilot? Indeed, is the humble prop pilot somehow less than a jet pilot? Are pilots who like rotary or seaplanes oddballs? I think not but such opinions are too-commonly heard. Similarly, why are pilots so ill-informed about Part 103? Most pilots have heard of the category yet most of them know next-to nothing about the aircraft type. Contrarily, I can say this: the ones who learn about Aerolite 103 know this is a right-proper light aircraft and they want more… for less.
For years I've said that of all aircraft to succeed with battery electric flight, the first truly usable, enjoyable aircraft would be a Part 103 ultralight. I'll list several reasons below but the aircraft you see in these images is already flying with electric propulsion and you can get on the list now.
At Henry's age 13, the Scotts ordered an Aerolite. This followed many flights in a Cessna 150 with his father, where he learned all the basics of flight while someone was ready to assist when (and if) needed. However, at his youthful age and unable to obtain a Private Pilot certificate, Henry could not solo the C-150.
"We chose the Aerolite 103 because it looked like an airplane," explained William. "It was confidence inspiring. It had airplane features I was familiar with, such as flaps." Yet, he humorously added, "It's an anodized aluminum chair."
For readers that may not know, Part 103 is a very special regulation dating to 1982. The entire rule can be printed on the front and back of a single piece of paper making it aviation's most charming rule, in my opinion. No pilot certificate is required. No aircraft registration is required. No medical of any kind is needed. Plus, a Part 103 aircraft can be delivered fully ready to fly.
In an age where many Light-Sport Aircraft run $150,000, to well… possibly much more, "affordability" becomes something of a tortured word. What might seem affordable to a pilot that can buy a nearly one million dollar Cirrus SR22 is vastly different from what is affordable to most readers of this website. So, how affordable can Aerolite be to warrant my claiming "super affordability?"
Rob Tuttle, following Aerolite on Facebook, posed a similar question, "How much minus delivery?"
Consider this perspective. Automobile companies, building tens or hundreds of thousands of a single model, have an average U.S. selling price of more than $35,000 in 2019. Yet here is an airplane, being built at a tiny fraction of the quantity of any automobile, selling for as little as half the price of the average new car. I find that amazing — and it appears a sufficient number to keep U-Fly-It active and profitable, so much so that the DeLand, Florida company can't keep up.
A couple years ago, Dennis revived the idea of a kit Aerolite 103. Prices around $18,000 ready-to-fly may still be more than some people want to pay for an aircraft that is like a boat, motorcycle, or ATV — it's a machine you have fun with and it needs to fit within your family budget.
Today a kit Aerolite can save even more and the build time won't be long.
Is Hirth's 28-horsepower F33 enough power for bigger pilots, say someone weighing 250 pounds? Dennis answered.
"The 
Are Aerolite prices enticing for what many consider to be a dandy little airplane? Perhaps the following answer sums it up. When asked by a customer if U-Fly-It has any plans for a two seat model, Dennis' responded, "We are building so many single seaters that we just don't have time to make a two-seater. We literally can not build them fast enough."
I don 't know many other companies in all of light aviation that can say that.
Check out our new video of Aerolite 103 in flight.
https://youtu.be/z7L4NFluh7g
So much for too-costly airplanes. 
Vierwerk and their United Kingom (including Ireland) distributor 
Some of Stephen's comments from the article are selected below.
"For a very light aircraft (only 120 kilograms (264 pounds) and a MTOW of 250 kilograms (550 pounds), the Aerolite 120 carries little momentum, so she responds rapidly to control inputs and airspeed bleeds off very quickly; consequently, you have to keep the power on to some extent right through to the flare." I don't find that to be the case, but I have plenty of light aircraft experience, unlike Stephen.
"[On takeoff] I applied full power from the Polini Thor 200 Evo air-cooled engine, which had easily started first time, every time, and I steadily climbed flapless out of the airfield, heading north over Pitsford. Best rate of climb is 41 knots (47 mph), which gives 1.6 meter per second (320 fpm) [of climb]; that's pretty much with full power at over 7200 rpm, [while] keeping a close eye on the temperatures.
"With so little weight, even with me on board, there's little momentum to slow its response to control inputs; it all makes for a lively experience. The stall is quite benign at 35 knots (39 mph) clean."
Much more detail appears in Stephen's full-length report found at the link above. Also, you can watch a video below for the first flight of Aerolite 120 in England.
Some people have long believed that Part 103-legal weight shift trikes or single place powered parachutes may be possible but I've often heard the pronouncement, "You cannot make a legal three axis Part 103 airplane." I wonder if those folks are ready to admit their error?
Those attending the 
You might remember seeing such a machine at Sun 'n Fun 2014. Developer/manufacturer 
At only 22 pounds more than the Hirth F33 he often supplies but in the new lower drag position, Dennis reports a very acceptable climb rate of 600 fpm from the 22 horsepower the B&S engine. Speeds will be 50-60 mph, Dennis said, making an easy and economical cruise in the four stroke Aerolite. In addition, he said that even with straight pipes the exhaust noise is modest but he plans to add some silencing.
One big question: Can a four stroke Aerolite still make Part 103? "Yes," said Dennis, although he noted that you cannot have the strut fairings or gear leg fairings seen in the nearby photos. A parachute will also be required.
In case you're wondering if a so-called "lawn mower" engine can do the job of powering an aircraft, Dennis replied, "Well, when is the last time your lawn mower conked out or you had trouble starting it?" Indeed, much as 
Prices have not yet been established for the Briggs & Stratton. Certainly some costs have increased but since ready-to-fly Aerolites with a Kawasaki 340 start at $15,900, it seems likely you might be able to buy a fully-built aircraft for somewhere around $20,000 and I think that is a very notable fact. Those who say new aircraft are too expensive must consider Aerolite.
Others have been signing on fast. U-Fly-It just took an eight-unit order from their German dealer 
Evidently, a magic number exists to authorities in various civil aviation agencies around the developed world. That magic number — more correctly a range — is 115 to 120 kilograms, or 253 to 264 pounds. FAA led this charge way back in 1982 with the introduction of FAR Part 103 codifying that an airplane, 'er ... "ultralight vehicle" with an empty weight of 254 pounds — subject to certain exceptions for emergency airframe parachutes or float equipment — could be flown without three requirements common to all other aircraft. Part 103 vehicles• do not require registration (N-numbers); the pilots of these ultralights need no pilot certificate of any kind; nor do they need a medical. Such aircraft can be sold fully built, ready to fly. The entire regulation governing their use can be printed on the front and back of a single page of paper. This simply must be one of the most remarkable deregulatory efforts in all of aviation. Thanks to 
While the numbers are the same or similar, the names are different. In America FAA says FAR Part 103, Germans refer to their 120 kilogram Class or "120 Class," and in England a 115 kilogram class is known as SSDR for Single Seat De Regulated. All these classifications share similar — but not identical — freedom from the burden and expense of more traditional certification methods. In the USA, an aircraft called the 
In Germany, the costs will be somewhat higher as the German 120-Class still demands some levels of approval that are not needed in the USA, plus freight from America to Europe adds expense. The German representatives (see 
Too many people gripe about the cost of Light-Sport Airplanes even though they are far less costly than most new general aviation aircraft. In truth, they're lower cost brand new than many 10 or 20 year-old GA aircraft. The problem remains that a large number of interested pilots cannot afford $150,000. Hint: consider a partnership; this is an excellent way for some to have ownership. Nonetheless for many, six figures is simply more than they can stomach. Maybe it's time to think about a Part 103 or a 120-Class airplane ... perhaps the Aerolite — Aerolite 103 in America or Aerolite 120 in Germany. Let's review again: a nice, ready-to-fly airplane with most of the features you need to enjoy flying the friendly skies for less than $20,000. You may prefer a two seater or desire fancy equipment; if so, you have many great choices. Yet if you want to get airborne in a sweet-flying little airplane, Aerolite will bring a smile without emptying your retirement account.
• "Ultralight vehicle" was chosen to avoid running afoul of FAA definitions, which are quite specific. By steering clear of "airplane" or "aircraft," Sacrey's FAA team was able to put into place the remarkable Part 103 rule that removes so much of the burdensome regulation that confounds traditional American and international airplane development and raises the cost of aircraft. Of course Aerolite and other "vehicles" are actually genuine aircraft and so dealt with by FAA but such a description was apparently needed to get Part 103 through the system. Present-day FAA people suggest such a regulation would never succeed now ... so enjoy the magic of Part 103.
