We are headed into an interesting period of aircraft development and the subject of this article is a perfect example. Welcome to TL Ultralight's enhanced Sparker.
The model was introduced to the European 600 kilogram (1,320 pound) standard but over the last year it has gone through an extensive evaluation and upgrade to carry a 750 kilogram load (1,653 pounds). It was also revised to accommodate Rotax's 915iS and 916iS engines.
With greater capacity and with 160 horsepower available, I'd call this a mLSA or Mosaic-ready Light-Sport Aircraft.
The last aircraft released by TL in 2015 was Stream, their elegant take on a tandem-seating LSA. I flew with Trey Murdaugh, proprietor of TL Sport Aircraft, the North American representative for the brand. Read about 
As I hear your groans over the prices we've seen in the newest Light-Sport Aircraft, please consider the prices on everything else you buy. Since Covid, many things you buy have gone up substantially in price; many items have doubled in price. That fact does not ease your financial burden and it certainly puts Sparker out of reach for some, maybe most pilots. That does not mean it is incorrectly priced; it simply may not fit your budget.
Perhaps the best news about Mosaic is that it will not negatively impact the LSA you have come to know and love. Many of those airplanes remain available at much more affordable prices. In addition, a growing number of used LSA are now available at even lower cost.
Yet if you have the budget or some partners, Sparker might be just the airplane to ignite your flying interests.
"The first Sparkers will come in under the Experimental Exhibition category," said Trey. He and TL personnel will investigate mLSA approval after Mosaic is out.
Come 
Once Mosaic arrives, I expect you will find TL Ultralight's Sparker to be an early aircraft to gain approval. Fortunately, pilots interested today don't need to wait until 2025 — the earliest date Mosaic could be fully available. Trey said the deluxe Sparker could be delivered in 7-8 months. Use the contact information below to obtain pricing and availability.
At Aero Friedrichshafen 2023, visitors saw numerous aircraft that could qualify as Mosaic Light-Sport Aircraft or mLSA. In nearly every aisle of the several large halls of Aero, visitors and journalists could see entry after entry apparently made-for-Mosaic. Indeed, so many entries potentially qualify for this coming new segment that I ran out of time to examine all of them. We are headed into an interesting period of aircraft development and the subject of this article is a perfect example. Welcome to TL Ultralight’s enhanced Sparker. The model was introduced to the European 600 kilogram (1,320 pound) standard but over the last year it has gone through an extensive evaluation and upgrade to carry a 750 kilogram load (1,653 pounds). It was also revised to accommodate Rotax’s 915iS and 916iS engines. With greater capacity and with 160 horsepower available, I’d call this a mLSA or Mosaic-ready Light-Sport Aircraft.
I captured video from multiple cameras for each aircraft; watch for our video pilot report soon. While the video is in editing, I will give a short review of the Stream. This was a new experience for me.
As flown, TL's Stream is in Experimental-Exhibition category. That will suffice for a few examples, but the future involving Mosaic may be inviting for Stream, so the model could get a leg up on some competitors by establishing a U.S. presence before Mosaic becomes the governing regulation.
Up front instrumentation is larger and you do fly solo from the front. Yet in the back, I had a seven-inch Garmin touch screen that provided the same info in a smaller package. For example, the gear position shows in both locations… although, like most digital screens, it may take a while to pick out the data you want from all that is displayed.
The aft seat also has a full-featured joystick with buttons for elevator and aileron trim, push to talk and other functions. It has everything the front seat has so you can enjoy flying Stream from the back as much as the front.
However, in one way the front proves superior, regarding runway visibility on approach to landing. With no flaps or with one notch deployed, I had no sight picture from the aft seat. However, with full flaps, I could easily keep an eye on the runway. An offset to the aft seat visibility looking forward is that you have an excellent straight down view that the front PIC seat lacks; the pilot up front is seated at the wing midpoint so downward visibility is restricted.
What you might be more surprised to learn is how gentle its stall characteristics are and how slow it can go on landing.
I asked Trey to demonstrate stalls and then did some myself and in every such trial Stream was as gentle in stall response as any aircraft in the LSA space. We were not particularly aggressive as this is a clean airplane and is unfamiliar to me, but we did several stalls and every one of them demonstrated extremely benign characteristics that resulted in virtually no nose drop stall break nor any wing wobble. This is remarkably convincing stability for any aircraft in the space but certainly one aimed at the performance end of the market.
Since I mentioned the aircraft speeds along quite well, I rush to say I was rather amazed that Stream could slow down into the high-30s (knots) when flaps are deployed. From 39 knots indicated to 150 knots in cruise, we start to approach that magic 4:1 stall-to-cruise target that any designer likes to achieve (it's not an easy mark to hit).
As we came into land and as Trey put down the flaps, I mentioned above that the site picture improves for the aft seat when flaps are fully deployed. They go down 40°, Troy said, so these are some fairly deep flaps. On initial deployment, flaps look ordinary and rather small; in the aft seat I had a clear view of flap operations. Then I observed the Fowler flap construction as the flaps continued to deploy. That's when you see how effective this construction can be.
I readily admit I was taken by surprise at the very slow speeds we achieved on landing. Trey says 400 feet of ground roll is achievable and it's possible to land even shorter with skill and correct use of the controls. I would have doubted this was possible had I not seen the excellent stall characteristics and how slow Stream could fly.
Then, through a series of turns, I discovered that Stream will hold its altitude very well without power or trim adjustments of any kind. Of course, using those controls will make handling even better I suspect, but stick pressures remained light and it was simply unnecessary to employ those controls in order to produce turns that maintained altitude and speed. These are wonderful characteristics for Stream to demonstrate.
Back on the ground I again took the controls and found taxi steering to be responsive, further amplified by directional braking that that assures maneuvering on a ramp will be easy.
Welcome to Stream, a carbon fiber, low wing, tandem seating, retractable gear lightplane. Stream is clearly part of the TL family but is completely different than the preceding two models — that Americans already know.
Sting has been their lead example through four iterations of the sleek low wing design: Sting-S2-S3-S4. Years ago Sting was offered with retractable gear but then came Light-Sport Aircraft rules so fixed gear became the norm. Later came the similarly built but high wing, yoke-controlled Sirius. Now, Stream…
The U.S. based company, with roots in the origin country of Czech Republic, is displaying a Sting, a turbo Sting, the company's high wing Sirius, and Stream. The example was built as it must be for the American market as an Experimental Amateur Built model. A husband and wife team just return from a month in Czech Republic where they fulfilled all requirements for FAA approval. It is their airplane on display.
