I'm a great enthusiast of soaring flight. Over decades of sampling a large number of aircraft of every description, I'm still drawn to a machine, which lacking any kind of powerplant, relies on the performance of the design and the skill of the pilot to stay aloft. I remain fascinated with locating rising columns of heated air. Circle well enough into one of these invisible thermals and you may be rewarded with an invigorating sensation of lift, of riding the swirling airmass thousands of feet into the air …silently. It's mesmerizing to observe the ground fall away as you are propelled higher and higher.
You may never have felt such thing and you may be hesitant about launching into the air in an aircraft that will allow only one approach and landing per flight; no exceptions. However, for those entranced by manipulating wisps of air to rise upward, a machine like Pipistrel's Sinus is a thing of beauty.
Though awkwardly named, to English speakers at least, Sinus boasts long and slender but very hard-working wings that permit this SLSA motorglider to glide 27:1, giving the ability to reach more than 10 miles from only 2,000 feet above ground (assuming no lift or sink). Even if you don't care about soaring, a glide path that flat can get you to a safe landing in many more situations.
Want to learn more? Let's take a sample soaring flight. Even better, let's investigate wave soaring.
You can 
Roger wrote, "A local glider pilot, John Wahl, has been forecasting mountain wave for the Moriarty, New Mexico area but never getting much real feedback as to the accuracy of his predictions." Mountain waves form when moving air rises over mountainous terrain. As the air rushes up the slope, layers above repeat the lift. Upper air is pushed aloft by the lower atmosphere climbing a mountain's windward side
Robert continues, "In late October 2021, he forecast wave for a Saturday so I borrowed Hugh Bivin's Sinus, N21PX, and took John along to see if the wave would be as forecast. We had his plots of where it should start and end geographically. We had oxygen, a data logger, warm clothes, and a sense of adventure.
"We took off about 10:15 AM and climbed west-northwest under Rotax power. Our home field elevation is 6,200 feet.
"The orientation of the wind aloft was not the best for wave to form. An ideal wind direction is 260 to 280 degrees so as to be perpendicular to the Sandia mountains, which rise to 10,500 feet. The wave was forecast to be at the northern end of the Sandia range, and be at an angle to the mountains. Wind aloft was about 230 degrees, not ideal by any means. This would be a good test of John's forecasting method.
"We saw a line of clouds had formed along the forecasted direction. We got to the upwind side about 15 miles west of Moriarty and turned to run parallel to it. These were the roll clouds [sometimes associated with wave conditions] but really did not look much like a traditional roll cloud. They were just a line of not very tall cumulus. But we started to see an increased climb rate some distance upwind of them. We were about 8,500 feet above sea level. I slowly brought the power to idle but we did not climb, so I returned back to climb thrust. A short time later I tried that again and we found ourselves climbing with idle power. I shut off the motor and feathered the prop. We were still climbing! It became very quiet.
"We continued on a north-northwest track, climbing modestly at about 1.5 to 2 knots, about 150-200 feet per minute. The forecast was for stronger lift ahead so we continued. Sure enough, just where John had forecast stronger conditions, we found that. The best climb rate we saw was 3 knots or about 300 feet per minute. We stopped the climb at 17,910 feet. We could have gone higher, I think to at least 20,000 feet, but the wave window was not open.
"John was very happy, as was I. His forecast was validated under unusual conditions.
"We turned around and more or less followed our track back, still in wave, but staying well below 18,000 feet.
"The view was fantastic. As we flew out of the region of better lift we started a long slow decent and turned slightly to the southeast toward home.
"We landed after 1.25 hours of flight time, about an hour of which was power off. Naturally, the landing was done power off. As we cleared the runway I un-feathered the prop, started the motor and taxied to the hangar.
"This flight could not have been done except in a motorglider, and the fact it was done in a Sinus made it all the more interesting. I figured we used about 3 gallons of fuel. The flight was not just for fun but to validate John's forecast model; so there was a strong sense of accomplishment and satisfaction.
"This illustrates the potential of research that can be done in a touring type motorglider. Because both pilot and researcher were side by side, coordinating the flight path was easy (unpowered sailplanes almost always have tandem seating). We were able to motor right to the area we wanted to explore, and, of course. always had a safety out with the motor.
"All in all, it was a flight to remember for the research, fellowship, and the fun of it."
—Robert Mudd, October 2021
Here's our video with Rand Vollmer. Hear from a Sinus expert about this high performing LSA motorglider.
https://youtu.be/zrRtAam5-zk
Probably like a lot of you, I enjoy different kinds of flying but if asked to state one favorite, it’s an easy question to answer. I’m a great enthusiast of soaring flight. Over decades of sampling a large number of aircraft of every description, I’m still drawn to a machine, which lacking any kind of powerplant, relies on the performance of the design and the skill of the pilot to stay aloft. I remain fascinated with locating rising columns of heated air. Circle well enough into one of these invisible thermals and you may be rewarded with an invigorating sensation of lift, of riding the swirling airmass thousands of feet into the air …silently. It’s mesmerizing to observe the ground fall away as you are propelled higher and higher. You may never have felt such thing and you may be hesitant about launching into the air in an aircraft that will allow only one approach and landing per flight; no exceptions.
Today the manufacturing of CGS's Hawk line falls to two entities after the brand's most recent rescuer, Terry Short, chose to focus on his own strengths. Terry had saved the design from its second owner after the original creator, Chuck, retired from the business. When Terry got busy building airplanes and supplying parts, he realized that it was a more diverse enterprise than originally anticipated. Therefore he was open when Bob Santom approached him.
In 2017, Bob Santom and his wife Marlene came to agreement and the Santom family took over rights and production of all CGS Hawk single-seat aircraft. This includes the Classic, Arrow I, Sport, Plus, and Ultra. As he operates "CGS Hawk Single and Ultra," Bob is assisted by his two sons, LB and Jonah, though the latter is part time as he has a full-time gig with Cirrus Design. 
In 2019, Terry also reached agreement with 
When Danny Dezauche took over the design, he did what he could, but I examined what he received and he faced a major challenge. The documentation needed quite a bit of work. Danny kept the brand alive but he was realistic about the daunting amount of work ahead. It was probably appropriate when 
With Hawk, you just buy sewn Dacron "sails," a term carried over from the days when such wing coverings were adapted from sailboat sails. You slip them on, tighten them up, and you are largely done. Years later, when replacement may be needed, you can simply buy a new set of sails, which is much lower cost and far less labor than recovering (though dope and fabric coverings may go many years with no need of replacement). Dacron sails are $3,100 so the covered kit price is $15,600 before engine.
Whatever your choice, the engine may run $3,000 to $6,000. Add a few instruments and a couple other refinements and your Hawk Ultra could total $22,000 to $25,000 in flying form.
Bob Santom said the 
Let's keep a focus on aircraft affordability. Look, we love recreational aircraft. In how they deliver enjoyment, they are closer to boats, RVs, and motorcycles than they are to a Cirrus SR22 or a Bonanza.
Some owners justify the latter saying they use their airplane for company travel. When an airplane’s price tag approaches $1 million, business use is surely necessary.
Very few of us can even drean of dropping a cool million on an airplane. Rather, I often hear from readers that a $125,000 Light-Sport Aircraft is "way too expensive!"
In this article, I'll tell you something of Wes Parker's story and explain how he came to own the aircraft pictured nearby at a modest expense.
FAA’s July 2021 enforcement action opened a Pandora’s Box and has dramatically affected flight instruction in recreational aircraft of many types.
Conventional flight schools using CFIs operating Standard Category / Part 23 airplanes are not affected.
I hope you'll check out the video below — it's just 7 minutes. More importantly, I hope you want to contact your political representative and urge their action to support a fix to 
Based on many airshow conversations, I believe many of you share some qualities with Wes. He’s a longtime A&P mechanic who works for HondaJet in avionics using his electrical engineering background. Let’s just say he’s handy and knowledgeable. Many kit builders I've met also bring skills and experience to a project.
Basically, Wes did what some people do: buying, fixing up, enjoying for a time, then selling. For non-aviators, this procedure commonly involves cars, houses, or motorcycles but it can also include airplanes.
Before you sell, you get to enjoy, and Wes does. He’s flown his acquisitions plenty but the idea is the same — buy an airplane needing some attention, apply your skills (and some cash), enjoy the airplane, eventually selling it to a new buyer. Wes is good enough at this that he has often come out ahead, leveraging his previous acquisition into a new airplane at minimal new cost.
In Wes’s case, his electrical engineering skills and hands-on experience encourages him to seek out interesting aircraft which have work remaining or repairs needed for its electrical system. You may possess particular skills you could apply similarly.
Timing and preparation is important, too. Wes said, "You gotta be ready to buy." Research your target, seeking ones where you can apply your skills but also have the money and be ready to make an offer.
Wes started with a Zodiac 601XLB (see image toward bottom). An older owner had done a nice job with much of the airframe but the electrical system needed lots of work. “I added some money and used my skills. My wife contributed the striking design of the wrap. We enjoyed flying it but a buyer came along and I cashed out.”
Then came a Lancair 360. The story is similar: an informed buy, finishing or fixing, enjoying, reselling and coming out ahead of investment and expenses.
This method didn’t always work perfectly. An investment in a Van's RV-3, for its engine in particular, proved to be a "learning experience." Wes hoped he could energize a Beech Skipper that needed a more potent engine but a required STC turned out not to be available, so that project was less profitable.
When Wes decided not to play the Airman’s Medical game, he returned to flying Sport Pilot-eligible aircraft. Into his life came Celebrity.
Numerous reports involve rising inflation in the last year. What's driving this? Despite public spending at levels never seen before, inflation had seemed tame and the economy appears remarkably strong even after the last year and a half of dislocations and restrictions?
However, trillions cannot enter an economy without impact. The lion’s share of those immense sums found their way into financial assets, including stocks.
What has this to do with Light-Sport Aircraft? Over many years of ups and downs, I’ve noticed a high correlation between stock market buoyancy and airplane sales. Both are soaring right now.
Unfortunately, some dark clouds are gathering.
Numerous importers of LSA and other products have told me how their container shipping expenses have shot skyward faster than a Blue Origin space flight with a billionaire on board. I've heard many quote between double and triple the rates per container compared to a couple years ago. Welcome to the world of inflation-stimulated price increases combined with tariffs, sanctions, and taxes… all of which are on the rise globally.
The bad news is… until then, uncertainty is the watchword. When people don’t know what is ahead — either on the producer level or at the consumer level — individuals tend to hesitate. Aircraft sales people have full order books right now and hopefully that will sustain them through any dry spell.
I’ll end this dreary review by quoting a favorite author of mine, Harry Browne, who wrote, “Anything can happen. Nothing has to happen.”
I consistently promote that this website focuses on "affordable" aircraft. I used quotes because affordable literally means something different to every single individual. None of us has the same budget and our financial picture can change tomorrow.
At AirVenture 2021, I interviewed Ron Jones of 
Simply put, a LSA selling for $81,000 in 2021 is priced the same (in purchasing power) as $60,000 was in 2004 when the SP/LSA rule was announced at Oshkosh that year.
Therefore, Hiperlight, if it truly comes to market at $65,000, is actually cheaper than we expected in 2004… quite a bit less, actually. I find that amazing even as I acknowledge that $65,000 may not be "affordable" for everyone.
Please use these links to…
One area of light aircraft flight — LSA, kits, or ultralights — that gets less attention is aerobatics.
"Oh, we can't encourage that from Sport Pilots," some lament, but those who say that are not considering one aspect of flight training that also gets less attention than it deserves: upset recovery training. Some call it unusual attitude recovery but the purpose is to prepare pilots for potentially threatening positions where the pilot should promptly execute practiced control actions to restore normal flight.
When I did conventional flight instruction many years ago, we always included spin recovery training, even for the Private Pilot certificate. In those days, before any student was signed off for a checkride, he or she had likely done full spins to recovery. We thought it made good sense for pilots to at least know how to perform when they find themselves in unusual attitudes.
As head of Magnus Aircraft's U.S. operation, Doma is an ideal candidate. He has worked in the factory in Hungary for some years, as head of communications and marketing. As the Hungarian company sought to pursue business in America, the leadership sent Doma to Texas to help Fusion 212 earn its SLSA Special Airworthiness Certificate.
In 2021 alone Doma reported selling seven aircraft and expects to log a couple more before the year ends. That's a solid start to the refreshed Magnus America enterprise in the USA.
Although this sturdy aircraft may be optimized for aerobatics the images nearby show this is a comfortable traveling machine as well. Going gross country knowing an aircraft can handle turbulence is reassuring.
As Doma next plans to promote Fusion 212 in the uberactive aviation state of Florida, I'm sure we'll be seeing more Fusions and if some of them appear to be upside down… perhaps they are!
Those words almost don't belong in the same sentence: "afford" and "helicopter." Most pilots have little idea how much they cost because they're seen as expensive and devilishly hard to fly. A Robinson R22, the company's lowest cost two seater, starts at $325,000.
So, are all helicopters expensive and difficult to fly? "No," say Composite FX representatives. As helicopters go, light weight can aid ease of operation. The low mass of Part 103 ultralights can be optimal in some situations but don't take my word for it. With this article I present two fresh videos about this company and their aircraft.
The XE290 is equipped with a more powerful engine, additional fuel, and more instrumentation. Of course, you have to build this one but they can help at the factory.
Their top-of-the-line is the XET, with "T" for "Turbine." The factory guys seem most stoked about this and no wonder. All XEs, regardless of model, run their engines at high revs during most of the flight.
Such engine operation and the need to direct power two ways and at two speeds is why original creator John Uptigrove's transmission simplification was so important.
Usually, helicopters have a costly, heavy, maintenance-intensive transmission to take some engine power and send it to the tail rotor at a higher speed while the rest is used to power the main rotor at a much lower speed. Instead of gears, Uptigrove substituted cog belts for this transmission. The quality of belts has so improved that they are now considered to be highly dependable. Cogs, like gear teeth, insure against slippage.
This simpler method is a key reason why not only are the XE helicopters well priced but why they have fewer repair problems and are significantly lighter in weight.
Cog belts must be changed every five years even if they appear to be in excellent condition. To avoid blowouts, semi-truck operators also change tires every five years whether visually needed or not. However, unlike big truck tires, the XE helicopter cog belts are modestly priced around $50, which seems like mighty cheap insurance for such a critical part.
Composite FX personnel showed interest in looking into this opportunity and it is not unreasonable for FAA to at least consider these aircraft assuming appropriate ASTM standards can find acceptance (no helicopter standard has yet been proposed). XE safety does not pose a problem; Composite FX has delivered around 500 units and only two suffered serious accidents, according to the factory.
For this reason, Midwest has become the number one event for Videoman Dave and me and we are so deeply appreciative of Mt. Vernon Outland airport's high level of cooperation and good management and services from the orange-shirted volunteers. We love the others show, too, but Midwest works beautifully for us — and that means we get better content for you.
My airline ticket is bought and I will be on-site for all three days of the show. As usual, I will provide daily reporting (who needs sleep?)
C'mon! No entry fee; completely free to attendees. Close to a huge midwestern population. Great people keen to help you buy a plane, sell a plane, learn about planes, or simply talk aviation to your buddies. In town, you'll find plenty of lodging, restaurants, and other services.
Having attended all of these Midwest events (but one, due to an approaching hurricane in my home state of Florida), I can tell you — and many pictures prove — that social distancing is easy at Mt. Vernon. These sector-specific shows have smaller crowds. You can easily approach a vendor and have a conversation without getting close, if you prefer.
Of course, Midwest won't have tens of thousands of airplanes and hundreds of thousands of visitors …and that's one of the main reasons it is so wonderful. Vendors can actually engage with you for an extended conversation without others waiting anxiously to talk to the same person.
"The shuttles (to and from hotels and restaurants in town, 15 minutes away) will begin with the first arrival.
"Our Thursday afternoon party at the FBO (SRT Aviation) is back! Plan on a great post-Expo dinner at the conclusion of Day One. We are still working on the menu but rest assured there will be plenty of BBQ and drinks served in a great aviation atmosphere.
"There will be daily safety briefings at 10:00 a.m. in the Koziara Terminal Board Room. Please plan to attend each day. If unable to attend daily, please ensure you are there on Thursday September 9, 2021. Each briefing will be short.
"Mo-Gas will be available at the Expo. It is 91 Octane, no ethanol blend.
Maybe I should clarify: I mean the on-site camera work plus the keeping track of what we're doing next, handling a load of gear, planning the next day's video stories, downloading huge video files each evening and placing them somewhere to be used later, and charging up everything you own as you sleep. While we're shooting a video, Dave takes a director's view of where we're going and guides us along. He's also very aircraft-savvy so if we lack a piece of information, he can often provide it. The show must go on, you know.
Despite the challenges of working at a great distance, I've been sending loads of raw video up to Dave in Canada and he has been editing away hour upon hour. In this article, I want to introduce you to four recently released videos I think you will enjoy.
AirVenture Oshkosh is arguably the most important aviation event in the world each year, bringing people together from all points on the compass… or, at least it usually does.
For 2021, international representation was far below the usual. I don't have hard numbers but few of my overseas airshow friends could make this year's event.
One objective of mine was achieved when a trusted, reliable source provided me with hard data about the state of the light aviation industry around the world. Most readers know I follow the 
Do you think you have what it takes to fly around the world?
At minimum, such a trek involves lot of hours in a fairly confined space plus a challenging amount of waiting (for weather, maintenance, permission). At worst, it could be intimidating and dangerous, for example when crossing the frigid North Atlantic. You also have to cope with foreign languages and different customs. Your body clock would be catching up for weeks.
Zara has a good aviation foundation. She reports traveling in small planes since the age of six, skydiving at 11, and flying a plane at 14. After all that why not go for broke at 19? Ah, youth!
"I will be flying a 
The title isn't new.
For 14 years I wrote a column I called "The Light Stuff" for Kitplanes magazine. The column name was an adaptation of "The Right Stuff" movie about astronauts.
Through those years, a man I learned to deeply admire edited the publication. Many readers will recognize the name Dave Martin from earlier days. He had an impeccable reputation earned through thoroughness and fairness, capability and approachability. I could never slack off when preparing material for Dave. He could be a tough taskmaster but also acknowledged when a piece was good. My writing undoubtedly improved because of years of input he offered me. I so enjoyed working with him.
With sadness I note his passing, alerted by mutual friend Phil Lockwood, developer of the AirCam (photo) in which Dave is seated when the two made a flight to the Bahamas. So long, Dave! 
This is not a pace I heard at Sun 'n Fun 2021, for example. That first show of the year was more tentative. People were still frightened by unrelenting news on TV and Sun 'n Fun represented a first step back toward normal. Mind you, I considered the Lakeland show another big success; many others evidently decided by late July that the situation had improved enough for pilots to open their wallets.
Pilots who acted sooner scored an earlier delivery. Many at Oshkosh heard deliveries were already being quoted well into 2022. At Sun 'n Fun we didn't hear that.
My measurement of how the industry is doing is not only to assess the health of suppliers but the willingness of pilot consumers to think about a new purchase. Wary buyers hold back in times of uncertainty so sales of light aircraft at Oshkosh illustrates both pent-up demand and a sense of hopefulness by pilots expecting to get out and enjoy flying.
The company also has a virtual reality training system that can help familiarize new pilots. On whole, Norbert felt it was reasonable for a new pilot to fly and he said most pilots will become rather capable in just 10-20 hours.
As their XEL model complies with FAA Part 103 it may be purchased ready-to-fly from the factory in the United States. XEL is supplied with floats, "one of the features that allows it into the ultralight category
The Mosquito derivative XE-series has been successful with more than 400 kits or fully-built 103 editions built (150 are Part 103 helicopters). The company is less sure about the number of delivered kits to get airborne as many have been sent overseas where it is difficult to track them but they believe more than 300 total units are flying.
Based on a low number of accident/incident reports they appear to enjoy a decent safety record. That may be the best proof of a "docile to fly" designation.
EAB Models
I recall when 
Fusion eNano
I have a video in the works where Chip will explain this more fully and talk about its merits.
Here I will note that accelerating airflow over ailerons is very helpful to slow speed flight and not a new idea. You may have seen the photos of a modified Tecnam Twin with multiple small electric motors lined up all along the leading edge. The idea is to accelerate airflow over the entire wing so this aircraft could perform feats a conventional Twin could not.
By pushing air across the aileron, Merlin Lite with these small motors buried in the wings could maintain control down to nearly zero airspeed. The small wing mounted motor accelerates air over the wing, too, making for very, very short takeoffs. "It could cut takeoff roll by three times," Chip suggested.
So Merlin doesn't use electric power for main thrust but does make effective use of electric propulsion.
As a side note, Merlin Lite definitely will be offered with battery electric for primary thrust. Combine the wing (and possibly tail) in-wing thrust units with main power and you could have an ultralight with up to six motors, said Chip. Does that sound like a lot? Maybe, but Volocopter has 18 motors.
Electric has a future, I'm sure, but it has a present as well and it is in Part 103-type ultralights today. I'll try to keep up for those many of you intrigued by electric.
Whatever the product timelines, these machines have large appeal.
The magic of airshows and their ability to deliver in-person meetings showed their value yesterday at AirVenture Oshkosh. The following relates the story as best I could piece it together. Be advised this is not the final word on the subject. In fact, it is so fresh that changes are probable.
Our friends in EAA's Advocacy department, lead by Sean Elliot and aided by experienced staff held a special Mosaic meeting with FAA. In such a gathering at AirVenture 2021, EAA team members reportedly pushed back on Mosaic regulations, calling it "overly complex." (I was not present at this meeting, so this report is second hand.)
In the meeting, key FAA officials were present and in a remarkable development (which I am surely oversimplifying here), FAA agreed and in the space of a single meeting, listen to what occurred.
ICON
VASHON
And, speaking of area movements…
BADLAND AIRCRAFT / F-SERIES
HIPERLIGHT
CARLSON SPARROW
Indeed, as light aviation enthusiasts prepare for the coming Mosaic regulation that will dramatically alter the landscape, a clearer dividing line is revealing itself. Many light aircraft have embraced Rotax's four stroke engines, overwhelmingly their 9-series models including carbureted 912 ULS, fuel-injected 912iS, turbocharged 914, and the newest 915iS.
In this edition of “LSA Update,” I'll cover an update about…
1️⃣ Jabiru and their AirVenture activities; 2️⃣ Beringer's new SensAir system that works with your smartphone; 3️⃣ an impressive father-and-daughter partnership forming a new dealer for Seamax; 4️⃣ a preview of the new Dragon powered paraglider single-place quad; and, 5️⃣ competition successes for E-Props and Polini engines.
Not only was Jabiru one of the first approved SLSA (#22) but also one of the most prolific with SLSA #22 J250-SP, #23 J170-SP, #40 Calypso SP, #67 J230-SP (redesignated as J230-D in 2013), and #142 J170-D. The "SP models came from an earlier U.S.-based manufacturing arrangement. The "D" denotes the manufacturing now conducted in Australia.
When you are an early entrant you have time to get the details right and flesh out the operation.
Now in the capable hands of Scott Severen, who runs 
The France-based company with a permanent U.S. operation has numerous products in support of airframes including the unique 
In the last few years Seamax has substantially upgraded their U.S. representation with full-time facilities adjacent to the prestigious campus of Embry Riddle Aeronautical University. From this ideal location they can cover the Eastern U.S.
Now, Seamax is pleased to announce a new dealer based in Tulsa, Oklahoma. The seaplane maker now offers support, training, and sales for several Midwestern states. The new business is called Central Seaplanes and they become the official sales agent and brand representative for Oklahoma, Arkansas, Missouri, Kansas, Colorado, New Mexico, and Texas.
The Oklahoma dealer recently acquired two fully-equipped Seamax M-22 aircraft to their fleet and. One M-22 is equipped with IFR gear, which allows a pilot in training to log instrument hours at competitive rates.
Central Seaplanes, LLC is a father-daughter, veteran-owned business represented by Kira and Todd Lang.
Todd is a former fighter pilot with 40 years of aviation experience and 11,000 logged hours with CFI, CFII, and MEI instructor credentials. Currently, he is an international Boeing 767 Captain for a major U.S. airline. Todd also holds a Master's degree in Business Administration from Embry Riddle.
Kira has an Associate degree in aircrew safety systems technology, a Bachelor's degree in aviation management and a Master's degree in aviation and space science. She is currently finishing her doctorate. Kira received her Private Pilot certificate when she was 18 years old.
Kira said she has always dreamed of starting her own business with her dad. She has a passion for aviation and has thrived in the industry. She intends to dedicate her time to the success of Central Seaplanes and their association with Seamax aircraft.
This quad — a term describing the four wheeled carriage some powered paraglider enthusiasts prefer — “is a new concept,” said Erin Thorson about designer Dan Feldman's work. Dragon will make its official debut at AirVenture 2021. Thorson is a 30+ year A&P and former Air Force aviator.
"Considerable research and thought have been put into producing a high quality seated powered paraglider that meets all FAR 103 requirements," wrote Erin. Dragon PPG is aimed at taller and heavier PPG pilots. The design features a roll cage for protection. Such a configuration is common in powered parachutes (different aircraft, if you aren't familiar) but quads have previously been very light weight construction that mainly aimed to provide some structure to accommodate wheels, and not much more.
Based on Rotax 503 power, Erin described thrust of the engine as "incredible!" Dragon was weight tested at 4Gs assuming a 220-pound pilot. Commonly, powered paragliders prefer the lightweight, higher-revving Polini engine (see next news item).
"Last week, Eric Dufour, a world-renowned paragliding pioneer and well respected paramotor instructor, personally flew the Dragon PPG and loved everything about it," wrote Erin. "I have witnessed the Dragon fly; it is a rocket!"
“The propeller is a very important equipment to succeed in this kind of competition,” the company wrote. “
In second position was Jeremy Penone using the super-tested Thor 250.
In third, winning the bronze medal, was Marie Mateos also using the new Thor 303. Marie reached a new goal with Thor 