Brian has been a dependable contact at the company for nine years. His talents will readily transfer elsewhere but his departure signals more than his own situation. He continued, "I would like to share a note that Jason Huang, the current but outbound president, wrote to some of our owners recently."
"
Jason elaborated, "On a personal note, I will be stepping down as president of Icon Aircraft. Our incoming president, Lily Hu, brings over 17 years of executive leadership experience and a proven track record of success. She will be supported by our exceptional leadership team, including Jason Courtney, Vice President of Production, and Noah Collins, Vice President of Marketing, Sales, and Service."
Icon has been significantly owned by Chinese investors for several years but operations remained in North America with facilities in California and Mexico.
A move to China may come with benefits such as robotic and other advanced hardware. China has developed immensely in this regard but Icon's timing may bring political challenges.
If China becomes the main manufacturing site for Icon with U.S. operations handling marketing, deliveries, maintenance and other customer services, the company may run into new tariffs proposed by incoming U.S. president Donald Trump. This could significantly increase the cost of an A5 LSA seaplane. Already one of the costliest LSA in the fleet, this wouldn't help. And in mid-2025, here comes a new wave of competition: Mosaic LSA with higher capabilities. New president Lily Hu may be busy in the years ahead.
After proceedings were initiated with the responsible district court in Meiningen, Germany on Tuesday, December 3rd, 2024, the court appointed lawyer Marcello Di Stefano as provisional insolvency administrator.
According to an initial assessment, Di Stefano wrote, "After Flight Design general aviation GmbH filed for insolvency… [we see] good restructuring opportunities for one of the world market leaders in the construction of light aircraft." He added, "The company's order situation is good and the products have a very good reputation on the international market, and the outstanding debts are manageable."
Icon Informs Customers Longtime Icon PR guy Brian Manning wrote recently. He informed me he would leaving Icon at the end of this year, adding, “I’ve experienced all the ups and downs of a startup aircraft company over the years, and I’m very proud of the accomplishments along the way. I’m still yet to meet anybody who’s been up in the A5 who came away disappointed in the experience. It’s an incredible airplane that’s been a passion project for so many talented people over the years.” Brian has been a dependable contact at the company for nine years. His talents will readily transfer elsewhere but his departure signals more than his own situation. He continued, “I would like to share a note that Jason Huang, the current but outbound president, wrote to some of our owners recently.” “Icon Aircraft will be transitioning a portion of its manufacturing to a new, state-of-the-art facility in China,” wrote Jason Huang.
Short take
Finally, we will learn the answers to many questions.
Of course, all this is expected as Trump takes office next month. With his push to eliminate 10 regulations for every new one, federal rule makers may exercise added caution so as not to get in trouble with the new boss — and I don't mean yet another new FAA administrator… I mean POTUS.
The following chart was assembled by longtime industry leader Paul Hamilton, proprietor of the 
You can build it or they can build it. A kit is available faster for obvious reasons. Fully factory-built models have a lengthy waiting list attesting to the loyalty the company has built over the decades. Presently, fully-assembled models are limited to LSA weights (1,320 pounds on wheels) but the airframe is already capable of 1,800 pounds. As soon as the flag drops on Mosaic, expect the manufacturer to make this available at the higher weight, again as Michele tells us in the interview.
I recommend you go right to the video. If you want even more detail, a second video goes into more depth about S-21 Outbound shortly after it was released. Below are a few additional observations…
A nosewheel Outbound is welcome because generations of pilots have received their instruction in a tricycle airplane and that's all most have ever flown. Many pilots have heard stories about ground loops causing damage and hurting pride so most stick to the familiar and more-forgiving tricycle undercarriage. Lighter aircraft are less challenging to handle on conventional (tailwheel) gear but for many, it's simply too big a leap. So, at Sun ‘n Fun 2019, the company brought Outbound in tricycle gear. Despite what many might have expected, the configuration looks good and was warmly received.
The nose wheel doesn’t affect handling or performance; “it flies the same as the tail dragger,” said Randy Schlitter when introducing the new configuration.
Outbound can be powered by a 100 horsepower Rotax 912 that works brilliantly. Or, buyers can choose Continental's Titan X340 with 180 horsepower. Randy reports climb with the bigger engine is impressive (850 to 1,500 fpm) but fuel usage rises noticeably (from 5.5 to 7 gph). Takeoff is also fast with the big engine: just over 300 feet to leave the runway and just under 400 to land …in skilled hands, of course. However, interestingly the company quoted essentially the same launch and landing values for the Rotax 912, which is considerably lighter. A few of Titan's horses must be employed to lift its extra weight.
With the tricycle gear, you can have robust but smaller tires or you can opt for the tricycle version of bush gear. Doing so gives greater prop clearance as the video below identifies. Nearly all buyers are choosing the tundra option, Michele said. Outbound kits can go either way, taildragger or tri-gear. As Michele informs us, the main gear leg is the same on both aircraft. Company officials indicated it takes about four hours to swap out the hardware but the airframe is built to accommodate either configuration.
When shopping for a light aircraft, it's hard to beat a homegrown American company. Have it your way and go enjoy one of the best flying (and most popular) aircraft in the LSA fleet.
Created by widely-known European designer Marek Ivanov beginning with 3D images at the beginning of 2021, Dingo rapidly took form and was put through test flights by Jan Jilek. The new creation entered production only two years later, in summer of 2023. Marek has lead development of several aircraft that show his great range. About Dingo he said, "My long-time dream was to build something like Hovey Whing Ding because I like it, but a little bigger so I can fly it." It's here in America now.
"No Americans had seen Dingo before," said Rick Bennett, one of two partners in the U.S. import business. "They flipped out over the design. We experienced strong attention."
Knowing they were launching a new design in the giant U.S, market, 
Those who want to hold the cost to the minimum — "$25-27,000 is a reasonable estimate for most buyers," Rick estimated) — should plan on 300 hours of build time. However, no special jigs are needed as match-hole assembly assures accurate joining of components. Such sophisticated kits are now common in larger kit aircraft but not on a flying machine selling for such a modest price.
Bluff can legally deliver a fully-built aircraft because Dingo easily fits the parameters of Part 103 ultralights. As you see in the factory specs below, Future Vehicles can deliver an aircraft weighing only 210 pounds, a rather amazing 44 pounds under Part 103's limits. Americans fitting Dingo with a more powerful engine and high quality paint will weigh more but Rick and David both emphasized that it is easily possible to stay within Part 103 meaning no pilot medical is required nor are N-numbers.
The engine Rick and David like best is the Thor 260 Polini producing 36 horsepower. This much juice means spirited performance for Dingo even with the largest pilot the design can accommodate at 240 pounds. Since the seat is bolted to the aircraft, ballast is needed for the heaviest pilots, with the weight placed aft. If you are as light as David (160 pounds), you'll need ballast up front instead. Rick weighs 180 pounds; he made no mention of ballast. Polini is a popular choice for the lightest aircraft and boasts dual starting — hand-pull or electric — plus a centrifugal clutch yields an easier and smoother start.
Rick and David use a two-place Quicksilver for intro flights as a way to assure pilots can handle the very light Dingo. Rick indicated that even though Dingo offers responsive handling, he believes it is more stable than a Quicksilver. Since Quicks are widely known for docile performance, that is a substantial claim.
American pilots used to a huge variety of aircraft choices additionally asked about features such as brakes, floats, folding wings, and tricycle gear. Future Vehicles is evaluating all these options, however, that 254-pound Part 103 empty weight will limit how much a buyer can add.
A legal Part 103 ultralight for the mid-$20,000s has the potential to generate plenty of interest.
Sure, if you need to travel or carry a bunch of gear, or if you must be enclosed for comfort, you'll need to look beyond Dingo. However, for weekend fun or simply a 45-minute flight at the end of your workday, this sweet, affordable flying machine might be just the ticket.
From our friends at Kitplanes magazine (part of Firecrown, as is ByDanJohnson.com), here's much of what you want to know about Dingo in only 90 seconds.
https://youtu.be/vCE7n1wz3_M?si=SsgKIPbUOW6CEDSw
Since we are about to enter the holiday season, here's a fun Christmas video from Future Vehicles showing Santa going aloft using something more realistic than a flock of flying reindeer.
https://youtu.be/fv1k_QLjwpg?si=qKj8wjc_LUGWsND1
This week 
For many years I've written about this sector and names like Searey, Seamax, and Aventura (all in nearby image) have long been the leading brands. Now the first two are in financial trouble and the last has decamped to Brazil from Florida. Whatever is going on, Vickers Wave may represent a breath of fresh air.
In articles last fall and this spring, I gave overviews of the entire LSA seaplane market (
"A frequently asked question I receive is, 'What is taking so long?'," begins Paul Vickers. "Given the scale and complexity of a project like this, it’s worth explaining some of the key challenges we’ve faced and the strategies we’ve employed to address them."
"The process of developing an aircraft like the Wave has spanned nearly 15 years (2009) — approximately one-third of my life," Paul continued. "The path to this stage has been characterized by sustained focus and incremental progress."
Recalling his early days, Paul wrote, "For the first three to four years, I was the only person dedicated full-time to the Wave, working six to seven days a week." He was focused on ensuring the structural and aerodynamic integrity of the aircraft. Flight testing (
New Zealand’s strict regulatory environment presented an additional set of challenges. The down-under country's Civil Aviation Authority (CAA), similar to the FAA, requires LSA manufacturers to meet General Aviation manufacturing standards. "Consequently," Paul continued, "our company must adhere to rigorous standards and navigate various certification obstacles, including following stringent test pilot requirements."
"Our approach from the beginning has been to construct the prototype with production tooling, molds, and processes," clarified Paul. "This approach aims to reduce variability in future production stages, though it requires significant up-front investment in research and development, creating production-ready tooling, and composite-structure molds. Many manufacturers prioritize design at the expense of manufacturability, but we have chosen to focus on both, with an emphasis on building production efficiencies from the outset."
Composite materials, particularly carbon fiber, pose additional complexity due to their variability. Unlike aluminium, for which structural properties and specifications are standardized and readily available, carbon fiber varies depending on the manufacturer. Each type of carbon fabric has unique characteristics based on the material’s weave, the machinery used in its production, and the proprietary resins applied by the supplier. When we receive the carbon fiber, further factors — such as the composition of the mold, oven types and curing cycles, and vacuum application techniques — affect the final product’s structural properties.
Each composite assembly undergoes rigorous testing. "We produce hundreds of test samples (coupons) in various weights and configurations, which are sent to certified labs," began Paul. "These samples are then tested across a range of environmental conditions, including standard daily temperatures, elevated temperatures, hot and wet conditions, and extreme cold. This testing yields 'material allowables' which guide the design and size of components to ensure compliance with our structural requirements. We repeat these tests with various adhesives to validate bonding integrity under similar environmental stresses."
"This technical and regulatory rigor provides a snapshot of what’s involved in bringing a greenfield aircraft design to life," Paul continued. "In addition to fundamental requirements, we have introduced unique features, such as automatic wing-folding, anti-flip landing gear, and water thrusters. Integrating these innovations on an amphibious aircraft, while staying within the weight constraints of the LSA category (
When may first deliveries happen?
"We have developed new manufacturing techniques that lower cost, increase strength, and save weight, all helping us achieve the incredible useful load."
Lined up on the runway, I open the throttle to the stop. The Dynamic surges forward, my right thumb presses a small button at the base of the throttle quadrant and I push the lever further forward. In an instant there’s 15% more thrust and the speed tape really starts to roll. Ease back on the stick and we’re airborne after a very short ground roll and climbing away at well over 1200 fpm.
Those who’ve flown the plane say engine choice does make a noticeable difference in performance. P2008s are typically heavier than comparable LSAs. Pilots who’ve tried the 912 and 914 versions say the extra horsepower of the turbocharged Rotax greatly improves the plane’s rate of climb, especially on hot days.
But what if a longtime producer of Light-Sport Aircraft entered the space? What if the aircraft looked like a helicopter but one you could fly without the steep learning curve? What if it offered 45 minutes of flight with a 15-minute reserve?
The earliest entries had short flight times, 15-20 minutes. Most of them cost too much. For example, Opener's Blackfly (now called Helix) was first promoted at the cost of a "luxury SUV," perhaps meaning $80,000 at the time. It has since more than doubled in price.
Look at the nearby renderings. A prototype is flying now in tethered radio-controlled flight. Two more development aircraft will follow in preparation for the coming Mosaic regulation. Galen said they expect to fit in as a helicopter or powered-lift aircraft; both categories are included in the proposed new rule.
Going this regulatory route means Velocitor does not have to meet Part 103's restrictive rules. This allows a strong fuselage with enough battery energy to give you a reasonable flight time. It also means the aircraft can be recharged with a single plug. Batteries don't have to be swapped out as on other entries.
Eight motors on four booms offers safety redundancy; other models use up to 18 motors with a battery for each.
Velocitor's empty weight is about 500 pounds but it has four times more battery energy than other entries.
With headquarters in Eisenach, Germany, the company's primary production facility is now located in Sumperk, Czech Republic. For years, the Western European producer has been building aircraft in Kherson, Ukraine. Given daily news coverage, every American knows by now Ukraine has been in defense mode following the Russian invasion almost three years ago. After the situation became completely unworkable — Kherson was an early area to be bombed, then occupied by Russian troops — the company quietly removed tooling, inventory, raw materials, and even some workers to less hazardous facilities in the nearby Czech Republic.
"We have recently moved production of the CT-series — including CTLSi and CT Super (nearby image), which continue to be popular worldwide — to our new partners in Kazakhstan. This allows us to focus more on the F2 at Sumperk,” said Daniel.
If you can't recall where Kazakhstan is, don't fret. Such remote fabrication has been used by Boeing and Airbus for many years. The parent company in Germany is permitted to sublet work to off-site facilities so long as they maintain control of the design and conduct regular oversight of production and quality control. After many years of doing exactly that in Ukraine, Flight Design is well equipped to pursue building its CT-series in Kazakhstan, Central Asia.
I probably shouldn’t admit this, but some features that come with the latest electronic flight instruments have left me a little, um, disinterested. Until I try them, that is. A good example is the concept of “safe glide” or even autoland. Garmin introduced both concepts a few years ago, though the full-autoland idea is more recent and limited to high-end aircraft where the system can control the engine directly. That’s not at my pay grade.
The more common version is what Garmin calls Smart Glide and, more recently, Dynon rolled out what it calls Emergency Glide. They work similarly: When commanded, they set up a controlled descent to the nearest viable airport and let the pilot concentrate on other things. To be honest, I was a bit meh about them as safety features. After all, you’re trained to set the airplane up for best-glide speed as soon as you recognize a power failure and all good pilots fly along considering which airports beneath them are reachable. Things like terrain-aware glide rings on MFDs and EFBs take much of the guessing out of that.
So I was skeptical until I flew with the Dynon version in my own airplane. To get this new functionality in the Dynon universe, you need to be running at least a Dynon HDX system—it is not offered for the Classic or Touch models—or one of the later AFS systems. You need a two-axis Dynon or AFS autopilot. There are a few other requirements, including an up-to-date database and the airplane’s best-glide speed entered into the setup menu. Moreover, you have to have the autopilot’s “expert” mode enabled; but this is what most do and there’s no cost involved, just a setting.
Purchasing a used airplane can be risky because it’s sometimes difficult to determine whether the aircraft has been taken care of properly. Buying a used kit aircraft? Even riskier. Not only do you have to worry about wear and tear, but also whether the builder knew what they were doing. But that doesn’t mean buying one is foolish. It might allow you to find an aircraft that truly fits your needs, and possibly save you money because its home-built origin will likely reduce the price.
If you feel comfortable going this direction, then a used Zenith is worth looking at—and if you don’t, remember that Zenith has also made the CH 750 as a factory-built SLSA, of which there are currently 42 registered in the U.S. Anyway, the company has been making kits for three decades and it has a great reputation in the Light Sport world. Its STOL CH 750 model is especially popular among builders, and you can find used ones up for sale fairly often. This article is an introduction to the aircraft and will address some important considerations if you’re thinking of buying one that’s already been in the air.
The FAA has 
Sometimes the simpler the better. At least that's the philosophy James Weibe has always seemed to follow. He's definitely embraced that approach with the 
The Radiant AoA is a simple vane-style pointer you mount to the wing nearest you—well, because you want to see it. According to Radiant, "Our new Visual AOA provides direct visual feedback of the aircraft’s Angle Of Attack. Any pitch change or power change is immediately reflected in the indication. It is designed to mount on the leading edge of an experimental aircraft. It is available with a generic mount for the leading edge of aircraft. A top side mount for Sonex (low wing) aircraft is also available." The instrument is easily removable to prevent skewering your next Young Eagles ride. (Mom says thanks.)
Weibe includes a demo video for your consideration. "When viewed in flight, the responsiveness to pitch change is immediate, and the vane position precisely shows the changes in airflow and AOA. The best example of this is a 30 second demo clip. In the video, James manipulates the pitch of the aircraft, thus causing the AOA vane to show the effect immediately and precisely."
Prices start at $59.95.
https://www.youtube.com/watch?v=Fy3llLbcWp0
https://www.youtube.com/watch?v=lB1pJj9RKro
Based in the Czech Republic, Atec is lead by Petr Volejník, company owner, general and production manager, designer, and test pilot.
"Our special, maneuverable, and quite fast Atec 212 Solo is a non-certified, experimental single-seater airplane designed for experienced sports pilots," the factory states. "This small and enjoyable aircraft is a rarity of its category," they added, one the manufacturer claims can "bring an adrenaline satisfaction" to those excited by its performance.
"This one can hit 140 knots," said Todd, though he described a few minor changes to keep it in the current LSA speed limit of 120 knots. With these changes it can be flown by a Sport Pilot using a drivers license in lieu of an aviation medical.
The panel can be equipped with a complete set of standard flight and engine monitoring instruments including modern flat screen avionics. Solo 212's upholstered pilot seat is supported by ergonomically-shaped PU foam.
Solo's elevator is controlled by pushrods and can be electrically trimmed. The rudder is controlled by stainless steel wire cable.
The 
Cade Halle, the Manager of AOPA’s Flying Clubs Initiative, kindly shared some information on their progress. “Currently AOPA recognizes 1112 registered clubs of which 254 were formed directly with AOPA’s assistance and are recognized as ‘AOPA Network Clubs’ (clubs that adhere to FAA regulations on the proper way of operating a flying club). At any given time, we are working roughly 50 leads of newly forming clubs in various stages of formation. In terms of rate of growth, it’s really quite cyclical as with anything in aviation, but there is no shortage of people interested in joining or forming a club. In 2023, 178 clubs responded to our annual survey. Of those that responded, the average club size was 32 members with an average of 2 aircraft per club. Those numbers are pretty on par with the last 4 years. Single engine piston, fixed gear makes up 92% of all club aircraft. The oldest flying club in the US is the Clemson Flying Club formed in 1927. Lots of clubs started in the 50’s and 60’s that are still going today. I don’t have any specific data for each state, but Texas, California, and Florida are the top 3 states with the most clubs based on numbers I could go through.”
The EAA, via Timm Bogenhagen, Member Programs Specialist, reports about 100 clubs with many of them near to EAA Chapters. They do not have hard statistics for members and numbers of aircraft but estimate one to two aircraft per club and 20-30 members per club.
Without solid statistics, we have to resort to making assumptions. It is probable, if not provable, that between AOPA and EAA they have captured at least 50% of all the shared ownership/use groups in the USA. Their combined total comes to about 1200 groups, so, if we double that based on the percentage of clubs linked to one or both organizations, we get to approximately 2400 groups with an average of two planes per group so, perhaps 4800 aircraft in some form of shared use excluding flight schools. Based on the 2022 FAA GA survey data, that would suggest that less than 4% of the aircraft designated as “Personal” (141,600) in the survey are in any form of shared use. Consequently, given the average hours per aircraft flown of 58 quoted in the first part of this article, it would not be a stretch to conclude that the overwhelming majority of personal planes are not providing their owners with cost efficient flying.
What emerges from AOPA, EAA and personal experience, is that there is an unquantified, and unsatisfied demand at some level, for access to affordable aircraft. How much of that pent-up demand comes from frustration at the lack of any, or decent, rental aircraft in their local area, is also unclear. With the very large increase in demand for flight training, the availability of aircraft for other purposes is potentially more constrained than it has ever been as the same aircraft are in demand for shared ownership/use as those being used in flight schools.
Well established, and geographically limited clubs confirm emphatically both the favorable economics of sharing through volume but, with such limited penetration, clearly have not established a universally winning model of success. AOPA and EAA have contributed valuable insights and assistance to already motivated people on how to create and run such clubs, but widespread adoption has possibly been held back by the lack of a “for profit” business model. Owning and operating high volume aircraft requires investment, infrastructure, management, experience and continuity that often goes beyond the realm of voluntary organizations. The profit motive may well be what is needed to take shared ownership to the next level but, entrepreneurs and their money like to see clearly defined markets with standards that can be met. At the present time there is neither a clearly defined market nor a clearly defined path to reach customers.
The challenge with all of the above is that it does not really provide a clear path forward or even a vision as to what might be. A possible description of how the future could look is presented below as a catalyst to generate ideas and not as an exact prescription for success.
So, lets dream and look five to 10 years into the future:
In the normal order of things, a successful product will probably remain in production until demand slackens, technology changes or it can’t be built effectively. But there are other reasons, some not so obvious. Case in point? 
Such niceties add not just cost but weight. And in the SLSA rules, there’s a minimum useful load of 430 pounds, which means an empty weight of 890 pounds or less. In the robust Kitfox, you can get there with a lightweight avionics package and the lighter-weight Rotax 912 ULS or iS, but once you start ticking off the options boxes and pop for the 916, it’s much more difficult to do. And the simple fact is that a fully equipped, highly optioned airplane is what customers want.
So what’s McBean’s solution? Shift those resources from the SLSA whole-build to a program of factory builder assistance, much like some of the other types where the builder comes to the factory to participate in the build. The resulting Experimental/Amateur-Built aircraft has a lot more flexibility in content and maintenance.
What of MOSAIC, you ask? The current Kitfox Series 7 models all are engineered for a 1550-pound maximum gross weight, which would fall well into the current MOSAIC proposal, and so would the stall speed. There are no reasons the highest-spec Series 7 won’t be a good MOSAIC airplane to be flown by Sport Pilots under the new rules. Whether Kitfox resumes building SLSA models is more a matter of what the market demands than what can be produced out of the Homedale, Idaho, factory.
The major airshows have changed, too. EAA AirVenture Oshkosh was formally just "Oshkosh," unless you live in Oshkosh, in which case it's merely "EAA." In Lakeland, Florida, Sun 'n Fun Aerospace Expo is widely known simply as "Sun 'n Fun." Few pilots will use the longer title.
Nonetheless, "I counted 32 exhibitors that arrived for the show," said airport manager Chris Collins. He also noted a few other statistics. "Just over 600 aircraft operations were conducted (see FlightAware graph) — a new record!"
In other comparisons, Chris noted, "We sold 733 gallons of mo-gas — up 67% from 440 gallons in 2023, another new record!" He also identified that 118 transient visitors arrived in their own aircraft. That number does not include airplanes in exhibits.
MAX partner, Jana Filip excitedly noted, "We had great weather, all three days! Zero rain. Aircraft were flying all day long, every day!" That is indeed the magic for attendees looking to check out an aircraft they hope to purchase.
"It was a most exciting year for Midwest Aviation Expo," continue Jana. "With a name change, formerly Midwest LSA Expo, now Midwest Aviation Expo — hence 'MAX' — the operation functioned seamlessly."
Since I've long stressed the value of demo flying, let's make a comparison. At Sun 'n Fun, LSA and Sport Pilot kit aircraft suppliers can fly from the Paradise City turf runway with great ease. They do exactly that, with many demo flights taken. One downside is that so many are operating from that runway that it can become congested and pilots must watch a wide variety of traffic very closely.
At AirVenture, the Fun Fly Zone airstrip is also busy but even less accommodating of demo flights partly due to an awkward approach to landing. EAA has longer-term plans to completely alter this. While that will be most welcome, it will take time and then every vendor starts again to pick the right location for their display.
Conversely, MAX offers the #1 easiest place to demo fly that I have ever seen. During the event, the airport "belongs" to the light aircraft crowd. The runways are wide and long. Congestion is never a problem. If you plan well, you could take several demo flights — most vendors have a schedule and you should get on them if you want to get the most out of your visit.
MAX "concentrates, encourages, and rewards for demonstrations flights during the three-day sport aviation event," observed Jana. "Our new motto is, 'Fly it! Buy it!'. And they did…"
"To encourage the promotion of demonstration flights," Jana continued, "the Midwest Aviation Expo hosts daily Dance Cards for the Daily Demo Derby." Event organizers started encouraging exhibitors to book their demo flights during AirVenture as MAX follows only five weeks later. Clearly, they followed the advice and filled their slots for 2024.
Does the Daily Demo Derby work? With that kind of airport encouragement, you bet it does. Vendors compete vigorously. It's a triple win: customers get aloft in aircraft of interest; vendors qualify more potential customers and get to show off their flying machines; the airport gets lots of activity (graph).
That leads to the final magic. Organizers reported 16 sales were made over three days and my regular surveying of aircraft sales at events suggests at least an equal number could follow in a few months afterward.
By any measure MAX has become a solid success. The aircraft sales put wide smiles on the faces of pilots and that's a value that's hard to beat.
Finally, in a way to show the maturity of MAX, they already have a lead sponsor for the 2025 event. The team from RT Aviation will take that honor. It was provided for this year's event by Daniela and Jeremy Knoll (nearby image) in their new enterprise of Rotax Service Center, 
