In the early days of Light-Sport Aircraft, a veritable tsunami of flying machines crossed the Atlantic or Pacific to land on American shores. In the earliest days imported aircraft comprised more than two-thirds of all entries on the market and that situation persisted for a few years.
Later, American companies — which had been relegated to building kit aircraft due to regulations at the time — joined the growing parade. Today American-made LSA represent better than half of total registrations.
Of course, U.S.-based kit-aircraft makers continue to do well as my recent article showed. Fully manufacturing an aircraft is quite a dissimilar business model from manufacturing a complete kit and supporting home builders (arguably the bigger task). Both are demanding enterprises but require different staff, different facilities, and different machinery.
Hidden to Visible
Although I have been an advocate of Part 103 ultralight vehicles since they first began in 1982, for many years this was something of a sparse, desert landscape with fewer choices than many of us would’ve preferred and almost no news coverage about them.
Call them sleeper aircraft if you will. The 103 industry labored behind a thick curtain emblazoned with all things LSA on the public side. If you noticed anything going on behind the curtain, you were the exception.
Along the way, however, things had been changing. I can’t date when this happened but I would estimate that it started to get legs approximately five to seven years ago, after the first decade of LSA had passed. At first, I was not aware of this market interest and from speaking to numerous producers, I found they didn’t know either. Each manufacturer essentially operated within their own bubble, selling to people who admired what they were doing, but… who else knew?
As LSA held the spotlight, and as many GA pilots made the transition from more complex and costly conventionally-certified aircraft, they begin asking suppliers to fit more and more features on the airplanes. The airframes themselves went through a generation or two of change and became much more sophisticated and capable. The downside: they got more expensive, too.
LSA brought many great things to the marketplace and I remain as excited about them as ever. Not only did this new breed of aircraft permit pilots to acquire some sophisticated, fuel-efficient, and modern aircraft, LSA allowed many pilots to forego their next aviation medical and they were able to keep flying without that limiting factor (yet still earning an admirable safety record, I hasten to add).
While LSA are available below $100,000, many have gone far above that even exceeding $200,000 or even $300,000. For many pilots that’s not only too much money, it’s more capability than they needed simply to go aloft for a bit of aerial sightseeing at the end of a pretty day.
Part 103 Goes Large
As I labored throughout 2021 to find every Part 103 ultralight vehicle I could uncover — now presented in the warmly-received Part 103 List – I discovered a market intensity beyond my expectations. You can see this for yourself via 89 models from 57 manufacturers. Many of those are U.S.-made products but lots of innovative ideas also come from Europe and a handful of other countries.
One of those countries is Romania. While you might struggle to find that nation on a map, there are smart people everywhere and capable businessman willing to bring fresh aircraft to market. One of those is AVI Aircraft and their Swan series offered by businessman, Radu Berceanu.
This company offers a Part 103-capable vehicle and has both electric and gasoline versions. They have a unique folding mechanism that allows a Swan to fit into the tiniest trailer you could imagine.
While negotiations remain ongoing, it appears quite probable that Swan will make its American debut at Oshkosh 2022. When that arrangement is finalized, I will follow up with more detail. Meanwhile, the world of Part 103 ultralights continues to show amazing activity and brings the prospect for even more light, recreational, affordable aircraft. That’s worth celebrating, I think.
A Personal Note
In the last week our household joined an estimated 150 million Americans that have probably encountered Covid. My wife, Randee (whom many of you know from airshows), enjoys volunteering with various community-aid organizations. That puts her out in public somewhat more, where I work out of the home and interact far less.
After she tested positive and then showed the effects, it was just a matter of time before I did, too (we’ve been vaccinated). As endless articles show, the omicron variant is quite transmissible, but fortunately, it’s less serious than the earlier variants.
We are both recovering now although dealing with this slowed my productivity. I trust you’ll understand if my output has not been what it usually is. By this time next week I expect to be fully back on track and bringing you more news about light, recreational, affordable aircraft. Thanks for understanding.
I just saw the Swan at the Midwest LSA in Mt. Vernon, Illinois yesterday.
Dan, I saw you there doing an interview, so you probably got around to talking to the fellow who is bringing them into the U.S. He didn’t have any information on the performance but as an ultralight it looks really impressive. Unlike most ultralights it is really clean — no wires, tubes etc. The fellow wasn’t really specific on the price but definitely sounded like it will be north of $30k delivered. I liked the fact it had a fully enclosed cockpit (maybe no doors if you adhere to the ultralight weight limit). Other than the price I was really impressed.
As a side note I don’t recall ever being at a more welcoming event than the Midwest LSA. They go out of their way to make it great — free fish fry with beer as well as a well-organized shuttle service to local hotels.
https://trixyaviation.com/
This is an intriguing segment that I doubt will ever catch on in America as it has in Europe. Very tempting nonetheless, but I balk a bit at an unpowered rotor.
Will
I’m not sure what this has to do with Swan, but perhaps others are interested.
Thanks for all you do for our community Dan. Take your time getting better. Sometimes getting sick is the only vacation I ever get! ;). As for the Swan, very nice aircraft. We need more folding wing options in the Part 103 mix here. People are selling off Quicksilvers and other fixed wingers in higher numbers as of late due to dwindling hangar availability. I will say though, the new ultralights, just like the LSAs have, grown in price over the last few years. What used to be $20k is now closer to $30k. There are good reasons for this (supply chain, raw materials costs, etc.) but it’s making it harder for people to get into the sport. The ultralight community has always consisted of many folks that, were it not for the low cost, could not get into the air any other way. There are still more inexpensive options (PPG, nanolight trikes, etc.) but if you want a new decent fixed wing or trike you’re closer to $28k – $30k. You can make a lot of bread with that much dough!
If I may observe, it’s not so much that the cost has gone up so much as the dollar’s purchasing power has decreased. Today, it takes $32,000 to buy the same thing as $20,000 bought in 1999.
Very good point!
Dan,
Wishing you and your wife a speedy recovery.
Great article, interesting aircraft as well.
Long live Part 103!
Neat little aircraft! I’m curious what they do to get the Swan from 120kg to 115kg. While 11 pounds may not seem like much, we all know that with ultralights there usually isn’t much unnecessary weight to begin with. I looked at their website and, curiously, no mention of how they shave those 11 pounds. Perhaps they’re relying on the Part 103 parachute allowance? Any insight Dan?
I still contend Part 103 could be made safer and open up a bunch of new (mostly European) market entries if FAA just allowed an additional 30 pounds; going from an arbitrary 254 to 284. There are a bunch of cool offerings that come very close to 254 but don’t quite make it by about 20-30lbs. I know that messing with Part 103 at all presents risks, but I think a logical, rational, and reasonable case could be made for those 30lbs. Of course “logical, rational, and reasonable” doesn’t always apply when dealing with bureaucracy! 😉
I do not have information on how Swan trimmed weight to fit FAA’s Part 103 but we’ll learn more this year, I expect.
As to bumping the weight in 103, I seriously doubt any effort will change the 40-year-old regulation and you have seen me express that any attempt to change it will bring many additional requirements no one wants.
I find the Swan very compelling, the Pollini motor is tried and true and the construction looks like a fine european glider from the videos I’ve watched. The assembly looks easy enough to actually fold the wings to share hangar space and that further lowers ownership cost. The slick aerodynamics would make for very efficient cruising near the top of the 103 speed range and that would be a nice thing to have. I might have one if they do make it to the States.
Why bother with an expensive hangar? Trailer it home.
Thank you and get well soon.
I noticed that in one of the photo the vertical stab was BELOW the boom tube. All others seem to be in the conventional configuration. Wonder what that was all about.
[Comment updated]
The vertical stabilizer is shown in two positions in different images. The company website shows it inverted (ventral) yet a late 2021 view of the electric version still uses the dorsal (upward) position.
I suspect, as another commenter also noted, that an inverted position could be to accommodate storage or hauling in a very small trailer. The boom itself folds as do the wings, although I have no information on how easy or fast these processes are.
Estimo as vossas melhoras. — — — Bons voos comandante! Rápida recuperação para si e esposa.
[Computer translation:] I appreciate your improvements. (Covid-related comment removed.) Good flights, commander! Speedy recovery for you and wife.
I prefer ByDanJohnson.com to be a place free of politics as much as possible. I trust you understand my editing of your comment.
[Traducción por computadora:] Prefiero que ByDanJohnson.com sea un lugar lo más libre posible de política. Confío en que entiendas mi edición de tu comentario.
No problem. I understood your move. Isn’t my intention to bring for you political positions. Sorry about that.
Dan please take your time coming back. First and foremost is the recovery of you and your wife!
God bless
I’m a different Mark from the one below.
Get us some spec. as soon as you can… Top speed, Pilot weight range and fuel burn per hour for fuel, time for Battery version… Looks great!!!! Hope you’re feeling better soon… Just found out my 88 year old Mother had it…
Check the manufacturer’s website.
Thanks for the well wishes.
Speedy recovery Mr. Dan Johnson. You’d probably say that anybody could do it (produce what you produce). And however true that may be, nonetheless it is you. And we’re glad that it is. So by all means keep it coming, but we accept any ‘pace’ you may find as long as it fits a rhythm that suits your comfort.
WGreen
Curious on the price… have to Google it.
The price in Europe is about €25,000. At current exchange rates, this is about $28,000 before shipping, U.S. Customs fees, and local transportation, however, that may not reflect its final selling price in the USA. Nonetheless, this is still fairly modest. Consider that in Europe, buyers also have to pay VAT (Value Added Tax), which will add 15-30% depending on the country so ironically it could be cheaper in the U.S. even after adding other costs to land it in America.
Dan, sorry to hear that you and Randee are having to deal with the virus. Like you said though, being vaccinated was what will help get you through it.
Looking forward to a review of the Swan once it gets to Oshkosh. The obvious configuration of similarity to FlightStar/Phantom/Hurricane is what draws me to it. I have often wondered how a carbon fiber version would be. Now it’s become a reality. Bound to be pricey, but we can dream.
Swan’s price actually compares fairly well to those other examples, all things considered. See the reply to Tim Andrews’ comment.
Thanks for the well wishes. Rich.
Join the club and get well soon!
These look like great aircraft! I’m so excited at what they offer. Quick assembly/disassembly for storage and transport in a trailer. Fuel efficient. It looks like a wonderful creation. I may have to make my first ever trip to Oshkosh this summer!