ByDanJohnson.com content integrates for enhanced light sport and recreational flying coverage. Firecrown Media Inc., a leading media company in the aviation sector and owner of highly respected resources ByDanJohnson.com and Plane & Pilot, announced a strategic integration that will see ByDanJohnson.com merge its content and focus directly into Plane & Pilot’s digital platform. ByDanJohnson.com has long been recognized as the definitive online resource for light sport and recreational aircraft, providing in-depth coverage and advocacy for the sector. This exciting development will create a dedicated and distinct new section on PlaneandPilotMag.com titled “Affordable Aviation.” This move is designed to consolidate Firecrown’s digital presence, providing readers with a more streamlined and comprehensive experience, while continuing to champion the growth and accessibility of light sport and affordable aircraft. Dan Johnson, the namesake founder of ByDanJohnson.com, will continue his invaluable contributions to aviation journalism. He is a regular and prominent contributor to Plane & Pilot magazine and, soon, the new “Affordable Aviation” section online, bringing his unparalleled expertise and insights to an even wider audience.
Splog
New “Made-in-USA” Aircraft — Welcome AJ Sport to the LSA Fleet
Experienced flight instructor Phil Mednick showed me around AJ Sport on a beautiful spring day in Florida.
Slick, Yes, but…How Much?
The first aircraft assembled in Florida are being offered at $179,000. The Taiwanese outfit will fabricate fuselage sections following orders from AeroJones USA, the FAA-recognized manufacturer. The U.S. operation will join these elements with the Rotax engine from Austria and modern avionics from American companies. Many other components are also American and all work is finished in SilverLight's base at Zephyr Hills airport close to Tampa, Florida. Support for the aircraft will be provided from the USA.AeroJones Aviation personnel joined Abid Farooqui (not pictured) at Sun 'n Fun 2025 to support the launch of AJ Sport. To my left is Chi-Tai Hsieh (people call him "Tai," as in Taiwan), Production Manager Jack Lin, and engineer Eason Chen.
First AJ Sport buyer Werner Teissen poses with his new Light-Sport Aircraft.
TECHNICAL SPECIFICATIONS: AeroJones USA AJ Sport (LSA) all information supplied by manufacturer
- Wingspan — 29 feet 5 inches
- Length — 22 feet 3.5 inches
- Height — 7 feet 8 inches
- Seats — 2, side-by-side
- Interior Cockpit Width: 49 inches
- Max Takeoff Weight — 1,320 pounds
- Payload — 480 pounds
- Baggage (max) — 126.5 pounds
- Fuel (total usable) — 34 gallons
- Powerplant — Rotax 912iS 2 Sport
- Max Speed (Vh) — 120 knots
- Cruise Speed (75% power) — 110 knots
- Range — 830 nautical miles
- Takeoff Ground Roll — 500 feet
- Takeoff Distance to Clear 50 ft Obstacle — 1,235 feet
- Landing Ground Roll — 420 feet
- Landing Distance Over 50 ft Obstacle — 1,184 feet
CONTACT LINKS:
- AeroJones USA — Link to AeroJonesUSA.com
- AeroJones AJ Sport LSA entry — AJ Sport info
- U.S. based designer, developer, producer of multiple aircraft — SilverLight Aviation

Is it because of tariffs? Another reason? Or simply a good idea? Does it matter why you’re reading about AJ Sport? U.S. government policies swing and sway the world in remarkable ways. That’s a whole story in itself, but the way aircraft suppliers respond to the situation they are facing can be instructive. To be clear, AeroJones Aviation is not reacting to tariff changes. This company, headquartered in U.S.-friendly Taiwan, has been working toward entering the American market for years. For more than a decade, AeroJones has been the officially-licensed producer of Flight Design’s CTLS and CTLSi for Asia-Pacific. They don’t simply import and sell units built in Europe. They do 100% of the fabrication, assembly, and production test flights in the Asian theater. They’ve delivered more than 50 aircraft and have won multiple CAAC airworthiness approvals. A video to follow soon features SilverLight Aviation‘s Abid Farooqui describing several notable changes the company achieved.
Why Beringer? — 40 Years, Premium Hardware, Tariffs, and Expanding in America
Bristell Taildragger with easily-identified Beringer wheels and shocks.
Colorful Future
"Beringer Aero USA is excited to share multiple updates about our company's remarkable journey and recent developments," wrote Beringer CEO Claire Beringer.Screenshot
Beringer Brand
"We're particularly proud of our new STOL (Short Take-Off and Landing) brake pad line," said Claire. "These specialized brake pads represent a significant technological advancement for our Cub product range. Designed specifically for the STOL community, these innovative pads offer approximately 20-30% improved grip compared to our standard products. This enhancement will provide STOL aircraft operators with enhanced performance and safety.Want to Join the Team?
"As part of our growth, we are actively recruiting key personnel to support our expansion," Claire said. "We are currently seeking a Production and Supply Chain Manager based in Greenville, SC." She said the ideal candidate will have a robust background in the aviation industry and a genuine passion for aerospace technology. Additionally, Beringer seeks to hire a Marketing Specialist with similar industry experience and enthusiasm.
You’ve seen them with their distinctive bright colors and finely-finished hardware. Almost every pilot has. First, they took a big share of the LSA and Sport Pilot kit market. Then they expanded into GA aircraft. Now, welcome a whole new concept for Beringer Aero USA. This story is not simply about a popular French aviation brand selling products in America. Now, they are opening a U.S. production facility — and you could be part of it! After steadily building loyal Yankee customers Beringer knows the USA is a major market. They also understand Americans like buying from USA companies. In 2025, we add the wrinkle of Tariff Wars, making a long-term plan look truly inspired. Colorful Future “Beringer Aero USA is excited to share multiple updates about our company’s remarkable journey and recent developments,” wrote Beringer CEO Claire Beringer. Claire also noted 2025 marks her company’s 40th anniversary.
Affordable and Speedy — Saberwing from Azalea plus Spyder Engine
Saberwing and Spyder
Based in Quitman, Georgia, Azalea's Saberwing was designed for amateur builders seeking a speedy two seater in the LSA description. It has not qualified as a Special LSA but designer and company CEO Bill Clapp said he will consider meeting Mosaic LSA standards when released later this year.What Do Owners Think?
Saberwing owners and builders are reported to appreciate the kit’s quick assembly, spacious cabin, smooth-running Corvair engine, and cost-effectiveness. They like the aircraft’s handling and performance.TECHNICAL SPECIFICATIONS Azalea Aviation Saberwing with Spyder powerplant all information supplied by the manufacturer
- Cabin — 43 inches wide at shoulders; fits pilots up to 6'6"
- Empty Weight — 900 pounds
- Useful Load — 700 pounds
- Never-Exceed Speed — 200 miles per hour
- Maximum Speed — 180 miles per hour (195 miles an hour for 120 horsepower turbocharged engine)
- Cruise Speed — 150 mph
- Stall Speed — 55 mph (at 1,500 pounds)
- Powerplant — Spyder Corvair six cylinder
- Fuel Burn (100 horsepower) — 5.0 to 5.5 gallons per hour
Tragic End
After the video below was completed some readers wrote about these fatalities in Saberwing. One of these incidents took the life of the owner pictured below. While I am deeply sorrowful over any and all losses of life in LSA or Sport Pilot-eligible kits, blaming the airframe or engine may be premature.Darcy Freeman and his Saberwing… RIP.
After taking an airshow sabbatical during all of 2024, I was pleased to discover an aircraft at Sun ‘n Fun 2025 that I had never reviewed. Welcome to Saberwing, an affordable composite kit from Azalea Aviation, which distinguishes itself by also providing an engine to fit the aircraft. Oh, and it’s affordable! Let’s discover more. Saberwing and Spyder Based in Quitman, Georgia, Azalea’s Saberwing was designed for amateur builders seeking a speedy two seater in the LSA description. It has not qualified as a Special LSA but designer and company CEO Bill Clapp said he will consider meeting Mosaic LSA standards when released later this year. Introduced ten years ago at Sun ’n Fun 2015, this low-wing EAB is “designed to address challenges in the kit aircraft market, emphasizing a simplicity to the kit’s components with fast assembly (500-1,000 hours).” For comparison, RVs often take more than 3,000 hours.
What Do AOPA, EAA, and LAMA Have In Common? …MOSAIC!
Colorful Aeroprakt LSA welcomed visitors to Paradise City, home to LAMA's LSA Mall.
Meeting of Minds
An article similar to this one will appear in the June 2025 issue of Plane & Pilot. That one is aimed at GA pilots but ByDanJohnson.com readers get an early look here. Both articles are published inside the Firecrown network that also includes Flying and Kitplanes magazines.Scott Severen, President of LAMA the Light Aircraft Manufacturers Association introduces his esteemed panel to a large audience.
Yes, it seems like another delay.Remember, though, the efforts leading to Mosaic began when LAMA began lobbying FAA on the 10th anniversary of the Sport Pilot / Light-Sport Aircraft regulation (2014). After FAA's proposal started to take shape it emerged during the dark, uncertain days of Covid. Work proceeded to near-completion but then had to pause while a new political administration was installed. This is the delay we're hearing about now, but it should only be a month or so later than long expected, so said the panelists Scott assembled..
Count the Wins… in September?
As the long-awaited rule arrives, more capable Mosaic LSA will be able to increase maximum speed to 250 knots, can have controllable-pitch propellers, plus retractable landing gear. An increase in stall speed will enable increased aircraft weight, more robust airframes, more safety equipment, greater fuel loads, and more seating capacity (although not for Sport Pilots). Although no weight is specified in Mosaic, airplanes weighing 3,000 pounds will be included in this rulemaking, as Pelton noted.LAMA's Scott Severen (L) addresses a large crowd supported by AOPA's Darren Plesance (C), EAA's Jack Pelton (R), and Adam Morrison (on screen).
Mosaic Triumvirate…
Well before Sun ‘n Fun 2025, a remarkable thing happened. The large and small of aviation got together to request the administration grant special handling for aircraft in the Tariff Wars. Giants like GAMA, the General Aviation Manufacturers Association and small organizations like LAMA, the Light Aircraft Manufacturers Association joined forces to make the tariff exemption request. Wish them luck! You may benefit. If you think a GAMA/LAMA joint initiative is an unusual request, you may have missed that aircraft and aircraft parts are often exempted from these sorts of political power plays. The whole world recognizes the value of aviation. Yet compared to cars, computers, steel, or oil, aircraft and aircraft parts represent a modest percentage of the global marketplace. Since it is important yet relatively small, it has frequently received special handling. At Sun ‘n Fun a remarkable thing repeated. Again, leaders got together, but this time it was to discuss and explain Mosaic.
Bristell LSA-Maker BRM Aero Reaches #1,000 Milestone
BRM AERO MODEL LIST
- Bristell B23
- Bristell B23 Turbo
- Bristell Classic
- Bristell RG (retractable gear)
- Bristell TDO (tail dragger option)
- Bristell B8 (high wing)
- Bristell Energic (electric propulsion)
Also Mosaic-Ready
"The development of our B23 with Rotax's 916iS engine for the U.S. market's (coming) Mosaic regulation represents an important strategic step forward," said Martin. "We've successfully adapted the aircraft to meet these new specifications, and the initial feedback from our demonstrations has been very promising. Interest we're seeing from the U.S. market confirms we're on the right track with this development."See How They're Built
In the airplane-manufacturing enterprise, very few companies have exceeded four figures of aircraft deliveries. The newest producer to achieve this feat did so in only 15 years. BRM Aero announced, “Last year (2024) was a remarkable year for Bristell Aircraft. Reaching our 1,000th aircraft milestone, securing vital certifications, and maintaining strong production numbers have demonstrated our commitment to excellence in aviation.” I wrote about BRM hitting 300 deliveries in 2017 (eight years after starting up). Now, seven years later BRM has reached their 1,000th aircraft delivered. That’s a second half average of 100 units per year, a production rate any company would be proud to have — even for businesses operating many more years. In 2024 alone, 112 Bristell models were delivered showing the current pace the Czech company is achieving. Part of the reason for this success is a surprising diversity of aircraft models based on the original.
Mosaic! …Or No Mosaic (Yet)? — That Is the Question
Roy Beisswenger (R) receives a dealer award from Galen Geigley of Powrachute.
Is Mosaic to Be Frozen?
Is a regulatory freeze going to slow the release of Mosaic? Based on what Roy reports in some detail, I believe that is a high likelihood.LAMA and USUA produced a Study Guide helping pilots uncover what was in FAA's 318-page proposal.
Full Text of Above Video
By Roy Beisswenger January 21, 2025MOSAIC Paused
It has been widely reported that the MOSAIC rule was expected to be published by the middle of 2025. But, President Trump just signed an executive order freezing the publication of any new federal rules, pending a review. Let's look at the freshly signed executive order and see how that affects MOSAIC and its timing. Hello! My name is Roy Beisswenger and by the end of this video you’re going to know what’s in the president’s new executive order called “Regulatory Freeze Pending Review” and how it may affect MOSAIC. First, some background. MOSAIC stands for Modernization of Special Airworthiness Certification. The FAA describes MOSAIC as An amendment to the rules for the manufacture, certification, operation, maintenance, and alteration of light-sport aircraft. The FAA says that the proposed amendments would enable enhancements in safety and performance and would increase privileges under a number of sport pilot and light-sport aircraft rules. These enhancements include increasing suitability for flight training, limited aerial work, and personal travel. MOSAIC would expand what aircraft sport pilots may operate. I’ve gone into depth presenting the details of MOSAIC. The short version is that MOSAIC is overall a pretty good rule, but is flawed as it was presented to the public in the Notice of Proposed Rulemaking or NPRM. The NPRM was published in the summer of 2023. Yes, that long ago. The comment period came to a close in early in 2024. Since then, the rule has been studied by the FAA with a mind to incorporating or rejecting changes suggested by the public. And there were quite a few suggestions! 1,357 comments to be exact! Many of those comments were different people suggesting the same thing. Some comments probably were conflicting with other comments. I’m sure it was a lot for the FAA to sort out. Then there has been the editing of the rule and the intra-agency process that comes with that, especially since MOSAIC cuts across so many parts of the FAA. But the work isn’t finished. And even if it was finished, it wasn’t published. That means that the Regulatory Freeze will affect it. Let’s look at the language of the freeze and see what may apply. The 1st paragraph of the executive order says… (1) Do not propose or issue any rule in any manner, including by sending a rule to the Office of the Federal Register (the “OFR”), until a department or agency head appointed or designated by the President after noon on January 20, 2025, reviews and approves the rule. The department or agency head may delegate this power of review and approval to any other person so appointed or designated by the President, consistent with applicable law. The Director or Acting Director of the Office of Management and Budget (the “OMB Director”) may exempt any rule that he deems necessary to address emergency situations or other urgent circumstances, including rules subject to statutory or judicial deadlines that require prompt action. This will delay things simply because it takes time to hire new department and agency heads. First, the candidates have to be found. I'm sure many candidates have already been screened since the election in November. But the process of Senate confirmations has only just begun. I don't know how high of a priority the department of transportation or the federal aviation administration is for confirmations. But the period may take well over 60 days. In fact, this executive order may be part of President Trump's leverage to get his candidates for these positions confirmed by the Senate. After the department and agency heads are selected and confirmed, they have to review all of the new rules. Of course they will have their own teams for that, but it takes time to hire those people. So it will take time to review all of the individual rules. The 2nd paragraph of the executive order says… (2) Immediately withdraw any rules that have been sent to the Office of the Federal Register but not published in the Federal Register, so that they can be reviewed and approved as described in paragraph 1, subject to the exceptions described in paragraph 1. This may or may not affect MOSAIC, I really haven’t checked on where the rule is right now. I believe it’s still with the FAA. The 3rd paragraph of the executive order says… (3) Consistent with applicable law and subject to the exceptions described in paragraph 1, consider postponing for 60 days from the date of this memorandum the effective date for any rules that have been published in the Federal Register, or any rules that have been issued in any manner but have not taken effect, for the purpose of reviewing any questions of fact, law, and policy that the rules may raise. During this 60-day period, where appropriate and consistent with applicable law, consider opening a comment period to allow interested parties to provide comments about issues of fact, law, and policy raised by the rules postponed under this memorandum, and consider reevaluating pending petitions involving such rules. As appropriate and consistent with applicable law, and where necessary to continue to review these questions of fact, law, and policy, consider further delaying, or publishing for notice and comment, proposed rules further delaying such rules beyond the 60-day period. This paragraph seems to be pretty big to me. Why? Because it signals a new way of doing business. What the president is saying here is that rules should be looked at after they are published and before they become effective. This is a major change in the way the federal government publishes rules. The way it currently works is that Rules are proposed. There is a discussion between the government and the public. Then there is a time while the FAA huddles and writes the proposed rule. When that’s done, the government publishes a notice of proposed rulemaking. Then there is a comment period. That comment period is usually the main opportunity for the public to comment on a proposed rule. After the comment period is over, the FAA or whatever organization goes into hiding and writes the rule without any outside interference. At least allegedly. Then the rule is published. After the rule is published, there is no opportunity for the public to comment or change the rule without starting the whole process over again. In the case of Sport Pilot, it took over a decade to even start the process. In fact it is already twenty years since sport pilot first became a rule and we are just now getting close to finally, hopefully, solving some of the problems with the original rule. What the president seems to be saying here is that the public gets another chance to respond to a rule before it becomes an active rule. This could be a big deal that will affect all kinds of rules coming from the federal government. For MOSAIC, it means that there are probably a lot of things that the FAA really wants in the rule but the public doesn’t want. If the FAA has to publish the rule and then go through another comment period, this could slow down the effective date of the rule. Of course this may be just a temporary process to slow down potentially bad rules that have already been published but aren’t quite effective yet. I have to say that I would like to see this become a regular part of the rulemaking process. In the case of the FAA, it would give pilots, aircraft manufacturers and other interested parties a chance to hold the FAA accountable for their final rulemaking products. I remember back when the Sport Pilot rule was first published. The preamble of published rules is where the FAA addresses comments from the general public. I and others made several suggestions. Many of my suggestions were based on observations from Australian pilots who already had a similar system in place. They warned me that several aspects of the Sport Pilot rule would really hurt Powered Parachutes. They were speaking from experience. Ultimately, the FAA never really addressed those concerns. All they said was that the FAA does not concur. As it turns out, I was right about the effects Sport Pilot would have on powered parachutes and the FAA was wrong. But there never has been any accountability. And there never was a chance to ask the FAA what reasoning they had behind the statement, “The FAA does not concur.” The FAA also said at the time that it did not concur that gyroplanes should be allowed to be manufactured as special light sport aircraft. That mistake is taking 21+ years to correct, and it still isn’t yet officially corrected. Personally, I don’t believe that any agency should be able to say that they don’t concur with a public comment without some kind of justification. Saying “the FAA doesn’t concur” seemed arrogant and dismissive at the time, especially since the FAA turned out to be dead wrong. Perhaps allowing another comment period after the rule was published would have prevented some of that. An ability to challenge a federal agency AFTER a rule is published is a big positive that may slow things down in the short term, but will make the FAA and the rest of the government more responsive to the public in the future. What do you think? Should the rulemaking process be more responsive to the public or are things just fine as is? Let me know in the comments. The 4th paragraph of the executive order says… (4) Following the postponement described in paragraph 3, no further action needs to be taken for those rules that raise no substantial questions of fact, law, or policy. For those rules that raise substantial questions of fact, law, or policy, agencies should notify and take further appropriate action in consultation with the OMB Director. This means that MOSAIC could sail swiftly through the process. But I don’t know that it will. I can see some things being challenged, like the FAA’s discrimination against aircraft they don’t fully understand like gyroplanes, powered parachutes, and weight-shift control trikes. Then there is the arbitrary and unnecessary new rules on light sport aircraft noise, which was literally put in there because they could. Not because there was a demonstrated need. That unnecessary rule will cost manufacturers and the public money to conform to. The 5th paragraph of the executive order says… (5) Comply in all circumstances with any applicable Executive Orders concerning regulatory management. This is a catchall that seems to imply that more is coming. Overall, this may be a very good thing. Perhaps this will motivate the FAA to reconsider public comments, especially the ones that point out real flaws in MOSAIC. Hopefully, “The FAA does not concur” will be augmented with real reasons, if those real reasons even exist.OK, so we have a new U.S. President and Trump often promised to “Eliminate 10 new rules for every new one proposed.” On the campaign trail, this was only promises, such as every politician makes. Now comes reality. Will our new president do what he said? Regular readers will recognize Roy Beisswenger. Roy and I made several trips to Washington, DC in an attempt by LAMA, the Light Aircraft Manufacturers Association, to encourage FAA to make changes to the then-10-year-old Sport Pilot / Light-Sport Aircraft regulation. Our work, starting in 2014, began a few years before anyone knew anything about Mosaic. Being involved for ten years provided lots of knowledge about FAA rule making, leading to actions later known as Mosaic. In his day job, Roy is the proprietor of Easy Flight, the nation’s premiere powered parachute educator and flight trainer. Follow the link to learn more.
Shark Attack — Review and Video of a Striking Mosaic-Ready Aircraft
Shark.Aero
Shark is built at a factory in the country of Slovakia in a region said to be well known for producing innovative designs. Shark Aero s.r.o. built a reputation and history producing composite structures for Diamond Aircraft. "These manufacturing and production capabilities were an instrumental part of how the Shark 600 became one of the top performing and safest sport aircraft in the world," said the factory. The company manufactures the entire airframe in-house, including welded components like landing gear and engine mounts. "Only very specific parts like avionics, engines, and propellors are produced outside the Shark factory," they emphasized.Flying Shark
As a Mosaic LSA, Shark is not inexpensive. Features like a hydraulic constant-speed prop, fully retractable gear, emergency airframe parachute system, an all-carbon-fiber airframe with Kevlar reinforcements and many refinements throughout do not make for a bargain-priced airplane. At $300,000 well-equipped, you'll need a bigger budget or partners but this aircraft can cruise well above LSA speeds.Readers seeking a thorough Shark flight review can check out Dave Unwin's review from August 2024.
Record Setting Shark
In January 2022, Shark demonstrated its reliability by carrying 19-year-old Zara Rutherford around the world. Later, in August 2022, her 17-year-old brother Mack followed suit, each breaking multiple Guinness World Records. Zara became the youngest woman, and Mack the youngest man, to circumnavigate the globe solo. Together, their record-breaking missions spanned an impressive 106,000 km (57,000 nautical miles), covering 43 countries and 5 continents, and enduring extreme climates with temperatures ranging from -35°C to +48°C.TECHNICAL SPECIFICATIONS Shark 600 all specifications provided by the importer
- Empty Weight (basic operating weight)* — 750 pounds
- Maximum Take-off Weight (MTOW)* — 1,320 pounds
- Economy Cruising Speed — 135 knots
- Maximum Cruising Speed (VH) — 157 knots
- Never Exceed Speed (VNE) — 180 knots
- Stall Speed, full flaps — 35 knots
- Stall Speed, clean — 43 knots
- Maximum Climb Rate — 1,475 feet per minute
- Maximum Range (long range cruise configuration)** — 1,350 nautical miles
- Fuel Consumption (long range cruise configuration)** — 3.5 gallons per hour
- Maximum Range (fast cruise configuration)** — 1,036 nautical miles
- Fuel Consumption (fast cruise configuration)** — 5.5 gallons per hour
- Maximum Positive Load — + 4 G
- Maximum Negative Load – 2 G
* including emergency parachute system ** with 29.6 gallon fuel tank capacity
Readers who scour the Internet looking for fascinating Light-Sport Aircraft may already know Shark. Conceived by Jaro Dostal in the Czech Republic, this design is the latest from a man who has a long, storied history of aircraft for the light aviation set. Jaro’s work included the Skyboy from the early days of LSA and later the MD-3 SportRider. Both won approval from many pilots. All Jaro’s designs have one common easily-seen design characteristic: his shark fin vertical tail. Of course, this one is no different in that respect but it is the first to openly embrace the name. With this speedy aircraft already flying in North America and with more on the way, I couldn’t resist the compelling “Shark Attack” title. Let’s check it out. Shark.Aero Shark is built at a factory in the country of Slovakia in a region said to be well known for producing innovative designs.
Big Changes for Major LSA Producers, Icon Aircraft and Flight Design
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."Flight Design Reorganizes… Again.
Two months ago, I reported that production was rising for Flight Design's impressive F-2 that will quickly adapt to Mosaic. Despite that advance, the massive upheaval triggered by the Russia-Ukraine war is still taking its toll on the German designer.Aircraft on line in Sumperk, Czech Republic.
Additional Details
According to Flight Design management, the insolvency application became necessary because, on the one hand, an international customer has not yet paid undisputed claims in the mid-six-figure range and another payment in the mid-six-figure range was also delayed. Management was looking for alternative financing channels and investors. In addition to a signed but unpaid contract for €1 million, the main company shareholder could not agree to a short-term offer from an investor.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.
Year-End Review of Changes Expected with FAA’s Mosaic Rule — in Mid-2025
Coming in Mid-205
Word from those who talk to FAA about other matters say the Mosaic reg is proceeding well. It is expected by "mid-2025," though such pronouncements have often proved premature. However, since FAA has been timely with previous forecasts about Mosaic, perhaps by AirVenture 2025 (starting in late July), we will have the new rule to examine.Want LOTS more detail on Mosaic? Click this link for everything I've ever prepared about the new regulation.
Let me do the obvious first. Mosaic has for some weeks been in what agency personnel call their “quiet period.” This is when FAA is finalizing a regulation and will no longer respond to info requests. Public comment windows are long closed. Short take — We know only a little more than we did a few months back. Major questions remain about what license level of pilot can fly what configuration of Mosaic LSA using what medical. We have no new information on these questions. In addition, many in the LSR-M mechanic community also have many questions and concerns. The public had a chance to comment, and lots of you did. Now, after reading every single comment, FAA rule writers are head down preparing the final version Coming in Mid-205 Word from those who talk to FAA about other matters say the Mosaic reg is proceeding well. It is expected by “mid-2025,” though such pronouncements have often proved premature.
American Aviation Superhero — RANS and Load-Carrying S-21 Outbound Are Mosaic-Ready
Video capture images thanks to photographer Vickie Betts.
Heading Outbound
No wonder the company is enjoying a strong run with their most-evolved aircraft, S-21 Outbound. This makes one handsome taildragger with performance to make STOL designs jealous. Yet, as you see nearby, they now have a tricycle gear version of the rugged aircraft. In fact, buyers are nearly all configuring their new S-21 as seen in the green aircraft pictured here.ARTICLE LINKS:
- Get more info on this website — all content on RANS aircraft including S-21 Outbound
- Go direct to the factory website — RANS.com (this link goes directly to the S-21 page)
* Which is it? Is RANS 40 or 50 years old? As the video below clarifies, the brand existed 10 years before Randy got into aircraft design. Earlier, the company built unique bicycles. I ride one of their recumbent bikes (a Stratus) every day I am not traveling so I applaud their aircraft and bicycles. https://youtu.be/1DGQhjEtv_Y
If the S-21 Outbound truly interests you, the following video goes into more detail about this model. Recorded six years ago, it is chock-full of information but also reveals how times have changed. At the end of the following video I reported the company offered a six-month wait for a kit. While kits can be delivered faster, fully-factory-built models have many months, even years of wait list in late 2024. https://youtu.be/VxUc0Z2ixCY?si=Eb3ciNU1g3z4wqBX
What great to see? How about an American light aircraft producer doing exceptionally well? RANS has been around 50 years*, 40 of them as an aircraft developer and producer. From S-3 to S-21, the designs have varied but the newest is Outbound and it adds capabilities and structure to set it apart from all prior models. Over the years this Kansas company in the geographical center of the USA has delivered around 7,000 aircraft making it one of the light aircraft success stories of all time. Lead by founder Randy Schlitter, the manufacturer has become a leading aviation brand known and flown around the world. In the video interview below, Randy’s wife Michele Schlitter walks us through the years and highlights the pinnacle of their achievement, a tricycle-gear, tundra-tired, all-metal creation that can carry 800 pounds, Michele said in the video. You can build it or they can build it. A kit is available faster for obvious reasons.
Bingo! It’s Dingo… A Charming, Fun, Affordable Part 103 Ultralight Biplane
Future Vehicles' Dingo Part 103 biplane is represented in the USA by Bluff City Aircraft.
Dingo Is for Fun
Shown to Americans for the first time at MAX 2024 (Midwest Aviation Expo) by Bluff City Aircraft, Dingo drew steady interest from the fun flying crowd. For a grin-producing flight at the end of your workday, Dingo might be just about perfect. Bluff City displays at Sun 'n Fun, AirVenture (as seen in the first video below), and MAX 2024 brought awareness to a large swath of the aircraft-buying public. Read two earlier articles, from July 2023 and July 2022.See all tech specs, kit info, and more details about Dingo
If you look at Dingo and smile, you may be an ultralighter. Appearance and qualities about Future Vehicles‘ single seat bi-wing flying machine attract certain pilots like bees to a bright flower. If you must have two seats, large flat screen displays, an autopilot, and luxurious appointments, you probably are not attracted to Dingo. Fine. The good news is that you’ll have plenty of choices among Mosaic LSA. Those of us still smiling at the nearby images might already be captivated. If you are caught by Dingo’s interesting specs and its affordability, you might want to learn more. So, here’s more… Dingo Is for Fun Shown to Americans for the first time at MAX 2024 (Midwest Aviation Expo) by Bluff City Aircraft, Dingo drew steady interest from the fun flying crowd. For a grin-producing flight at the end of your workday, Dingo might be just about perfect.
GAMI Releases G100UL Into the Wild
This week GAMI, which developed the STC-approved G100UL high-octane avgas replacement, announced that a shipment of the fuel has been delivered to the Reid-Hillview airport in California. A load of 7500 gallons will be sold by the county-owned fueling service via truck. Currently, the only fuel available at KRHV is mogas, Jet A and Swift’s UL94 unleaded. Cost of a gallon of G100UL is expected to be close to what the County of Santa Clara is selling UL94 now, $7.59. Note that fuel prices in this part of California vary greatly, from $5.37/gallon at Tracy to $10.87/gallon at San Jose. G100UL received supplemental type certificate approval for all gas engines in fixed-wing aircraft so certified airplanes will need this STC to legally use the fuel. Experimentals do not require the STC. To encourage aircraft owners to try G100UL, GAMI is offering the STC for free at a rollout event this Saturday, November 2, from 9am to 6pm, and will “provide the services of an I.A.
Changing LSA Seaplane Market — Vickers Wave Progress Update — Others, Hmmm…?
Vickers Wave Update
Vickers previously noted, “Wave has finished its flight testing, resulting in a 120-knot cruise and useful load of 750 pounds powered by a Rotax 916iS (reviewed here).”Getting Specific
Water Thruster Testing (nearby image) — "Our recent water tests of the Wave’s water thrusters were a resounding success," boasted Paul. "The results showed excellent maneuverability, as well as impressive control and docking ease, underscoring the thrusters' efficiency and responsiveness." View a brief video below illustrating how these work.Some images in this article reflect earlier iterations of Wave. Those with vertical components on the horizontal stabilizer are the newest photos.
- Q1 2025: Initial U.S. sales and distribution location announcement
- Q2 2025: U.S.-based manufacturing location selection
- Post-Production First Flight: Opening of order book
Q&A with the Designer
When will the order book open? "Once we have completed production aircraft test flights and we have a fully accurate costing structure."—Thanks, Paul!
ARTICLE LINKS:
- Vickers Aircraft, company website
- All articles and contact info here on ByDanJohnson.com
Winter is coming, so naturally, it’s time to start thinking about seaplanes… right? It always seems weird to write about water-based activities as frost begins to envelop the northern two-thirds of the country. Yet winter is when all the big boat shows happen because buying new vessels requires advance planning. It’s also pleasant to think about spring and summer while snow flurries fly. 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 (read here or here). Vickers Wave Update Vickers previously noted, “Wave has finished its flight testing, resulting in a 120-knot cruise and useful load of 750 pounds powered by a Rotax 916iS (reviewed here).” “A frequently asked question I receive is, ‘What is taking so long?’,” begins Paul Vickers.
Higher Flyer: The WT9 Dynamic Turbo
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.
(Keith Wilson photo)
(Keith Wilson photo)
(Keith Wilson photo)
Back to the Flying
Taxiing is straightforward as the nosewheel steering through the rudder pedals is precise and the field of view good, except for directly in front as the nose is pitched slightly up. The hand-operated brakes are powerful and progressive. Approaching the runway threshold, I noted the instruments are suggesting a slightly warmer-than-standard day, but at our sea-level airport I don’t even bother to calculate density altitude. We’re well below the 1320-pound max weight, so our power-to-weight ratio is just fine, especially if we use the turbo. However, a previous takeoff had already shown me just how good it can be, so for this takeoff I elected to use only 100 hp and 5500 rpm, not the full 5700, and we were still airborne having used less than half of the 2000 feet of available runway. There’s a slight pitch-up moment as the flaps retract and although the Vy is 69 KIAS, this gives a steep deck angle and a compromised forward field of view, so I trim for 80. Cruising at a representative altitude for UK general aviation (2500 feet) we set 5400rpm and 27 inches of manifold pressure. This gave an IAS of 108 knots for 113 KTAS, on a fuel flow of 4.5 gph. Of course, it will go faster—a lot faster. Open up everything but the toolbox (5500 rpm, which is max continuous, and 33 inches MAP) and the POH claims it’ll do 132 KIAS, although the fuel flow will have increased by almost a third and you’ll be 13 knots past the 119 KIAS top of the white arc.Feelings
(Keith Wilson photo)
(Keith Wilson photo)
(Keith Wilson photo)
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. Flaps up, and 20 seconds later we’re passing through 400 feet, I pull the power back past the detent and the turbocharger control unit (TCU) reduces boost to 35 inches of manifold pressure. I then lower the nose, dial the prop rpm down to 5500 engine rpm and note the VSI is still showing around 1000 fpm before swinging the shapely spinner onto a south-easterly heading. Already I can see that the field of view is phenomenal and feel that the handling is crisp and taut.
Buying Used: Tecnam P2008
(Tecnam photo)
Development, Features & Flight Characteristics
(Tecnam photo)
Regardless of engine, however, the P2008 reportedly handles exceptionally well. “This is the plane I’d want my wife or kids to fly,” Gregor says. “It doesn’t have any bad qualities, and it provides just the right feedback for easy control… not overbearing, but not overly light either. It’s just a whole lot more stable and predictable compared to other LSAs, and I’ve flown most of them.” Reviews of the aircraft also note its gentle stall characteristics, good sight picture over the nose and easy ground handling. If most of your flying is in a Cub or something similar, you’ll have to adapt to the P2008 “sleekness.” The plane’s flowing composite body means less drag, so it doesn’t slow down quite as quickly in the pattern as other light aircraft with boxy metal or cloth fuselages.
Pre-Buy Inspection
Gregor suggests looking for a P2008 with a Rotax 914. Although it will be considerably more expensive than one with a 912, he thinks the performance gain is worth the cost and that you’ll recoup the difference upon resale. That’s not to say you should rule out one with a 912. If you live in a cooler climate and near sea level, the significantly cheaper price may well be worth the difference in performance.(Tecnam photo)
Maintenance & Ownership
(Tecnam photo)
Most of the factory-built Light Sport aircraft that rolled after the FAA defined the category in 2004 were rather utilitarian—with rudimentary avionics and spartan interiors. Some of today’s Light Sport planes, however, are better equipped and more luxurious inside than GA planes that cost significantly more. Tecnam Aircraft was among the first manufacturers to recognize there was a market for upscale LSAs, and it responded with the P2008. The plane has become one of the company’s most popular aircraft. “I don’t think there’s a better value out there when you look at ownership costs and resale price,” contends Mark Gregor, a former Tecnam dealer and long-time P2008 owner. “I don’t consider it an LSA…just a top choice for a two-seat aircraft.” If buying a used P2008 is something you’re contemplating, then this article is for you. It will introduce you to the aircraft, model variations and flight characteristics, as well as provide advice for a pre-buy inspection and long-term ownership.
Where Are We On Unleaded Avgas?
AOPA's Beech Baron ran 200 hours with 100LL fueling one engine and GAMI's G100UL the other (Photo: AOPA)
Industry wide progress on a so-called drop-in replacement for high-octane avgas always seems to go in fits and starts. Lots of noise then a period of silence. Is anyone actually doing something on this, you may ask? The answer is most definitely yes, but the recent news has come more in dribs and drabs than the full-firehose effect we expect around the major airshows. But let’s start here. The other shoe dropped on the sale of leaded avgas in California. There had been a legal agreement (a consent decree) that depended on the availability of an alternative to 100LL but now the transition is being forced by new legislation signed into law this month that “would prohibit an airport operator or aviation retail establishment, as defined, from selling, distributing, or otherwise making available leaded aviation gasoline to consumers on or after January 1, 2031.” Coincidentally, the End Aviation Gasoline Lead Emissions (EAGLE) program has as its goal a replacement in place by the end of 2030.
A Multicopter Current Pilots Might Enjoy? …Developed Within Our LSA Industry
From the people that manufacture Powrachute powered parachutes, here comes Velocitor X-1.
Consider Velocitor
Velo X Aerospace is a new venture, the brainchild of light aircraft industry veterans Galen Geigley and Jeff Williams. These names have long been associated with Powrachute, the leading producer of powered parachutes with more than 2,000 aircraft delivered (see video below). These two and their growing team are people who enjoy the same aircraft you do.Velocitor Factoids:
Larger batteries allow 45 minutes of flight time with a safety reserve of 15 minutes. Under expected Mosaic rules, the single-seat Velocitor X-1 can deliver aerial enjoyment around town or over scenic terrain.Among competitors (more below), Lift is taking a different approach with their Hexa. Several people with no prior experience have flown it successfully and the company is planning to offer introductory flights at "Vertiports."
Earlier entries in the eVTOL or multicopter field were innovative but not produced by people from the light aircraft industry. Opener's Blackfly is now Helix by Pivotal.
Since discontinued, Kitty Hawk Flyer was a first entry using Part 103. This second-generation model never made it to market.
Jetson gained early recognition as an aircraft regular pilots might enjoy. We are still waiting to see a flying model in the USA though the company reports 462 orders.
Meet the Man Behind Powrachute and Velocitor X-1
https://youtu.be/9DtoDCmYB-k?si=ZUjs9p40HR_tRRC_Here’s a helicopter-like aircraft you might actually consider. I have often reviewed what I call multicopters (several articles). I searched for aircraft you might fly for fun; several of them can enjoy the freedom and special benefits of Part 103. I’ve stayed away from commercial “air taxi” projects. 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. You may doubt or dislike these flying machines, especially when you don’t know the people behind the projects.
Flight Design Increases F2 Production — Moves CT-Series
Tom Peghiny flies the first F2 in America. Note the "Experimental" status at the time. F2 has since been accepted by FAA in the LSA category and is "Mosaic-ready."
image by AOPA courtesy of Flight Design USA
Changing with Global Events
On October 8th, 2024, Flight Design announced, "We have good news to share."First unveiled at Aero 2019, F2 is a second-generation design following the very popular CT-series.
Those black vertical stripes inside the Garmin G3X screens are panel-mounted airbags, a first in the light aircraft space.
Increased Production
“The best news is that we are [now] ramping up production in Sumperk after the big task of moving our people and tooling from Ukraine," said Daniel Guenther, Managing Director of Flight Design. "We are currently shipping two F2-LSA a month to Airtime Aviation, our distributor in the USA."Changes for CT-Series
While the company's focus is clearly on F2 as a next generation model following their solid run with the CT-series, they continue to build the CT-series and offered news on that, too.Enjoy Two Videos — F2 from 2021 —
https://youtu.be/dxpFU7UfsQo?si=tJLK81fvIosgfjOz https://youtu.be/DAs_ocUd77E?si=vbMFgKmbdzm37XmDAs we Floridians prepare to face Hurricane Milton starting later today, I’m pleased to give an update on one of our leading companies in the LSA space. I refer to Flight Design, which gained fame for the enviable success of its CT-series aircraft (CT2K, CTSW, CTLS, CTLSi, CT Super). In the United States, more of these models fly as LSA than aircraft from any other brand. In the USA, importing Flight Design aircraft is now handled by Airtime Aviation, a leader in its own right. For two decades, Airtime has been the nation’s #1 seller of Light-Sport Aircraft, delivering to American pilots a large percentage of those hundreds of CT-series aircraft. Importing was previously handled by Flight Design USA; regional dealers also contributed to enlarging the CT fleet in this country. The German designer has enjoyed good success in numerous countries. In addition to those many sales, Flight Design has long been a leader among western producers moving into Eastern Europe to take advantage of skilled technical workers and engineers.
Flying Dynon’s Emergency Glide Feature — Go Down Easy (UPDATED)
Let’s Try It
Updating the software took but a few minutes and it didn’t break a thing—early success! In fact, there’s no outward indication you have the extra features. Until, that is, you press and hold the NRST key. Doing so brings up a notification on the primary flight display: HOLD TO ENABLE EMERGENCY GLIDE. Continue holding and the mode engages. The first thing it does is engage the autopilot in pitch and roll regardless of the previous autopilot mode. Then it syncs the indicated airspeed (IAS) bug with the preprogrammed best-glide speed and sets the AP to hold that value. Depending on how much power you still have available and your current speed, the autopilot might well pitch up to capture IAS hold but in my experience it does so gradually. Once captured, the AP will hold this IAS value plus or minus about 3 knots. (This could be an artifact of how my system is configured and/or the airplane’s responses.)Once activated, Dynon's Emergency Glide system tells the pilot it's active right in the PFD section of the screen. You can't miss it.
If there are no airports in range, the Emergency Glide system warns the pilot and engages a track-hold feature on the last heading.
Head This Way
For airports within range, the system sets the candidate as a direct-to waypoint, the autopilot to GPS NAV, calculates a desired vertical profile to the target and sets the altitude bug for field elevation. Moreover, if you have a Dynon or AFS com radio, the feature will pre-program the needed frequencies. In my case, with the Dynon HDX talking to a Garmin GTR 200, it loads the target airport’s UNICOM or tower frequency into the standby slot. All of this takes but a few seconds, giving the pilot a chance to begin troubleshooting while the airplane is headed in a good general direction at a speed that prolongs the descent.When you're close to the airport, Emergency Glide prompts you to take control.
If you get to the target airport with altitude to spare, Emergency Glide will set up a 20-degree left turn around the runway for you. It does not account for wind, though.
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.