Pilot, builder, owner Roger Jennings is singular in an uncommon way. He has built and loves to fly a Zenith CH-650 but he recently bought a used Tecnam P2008. You could say he goes both ways.
Most of us, including your author, tend to fly only fully-built aircraft while another group of equal size enjoys the building process — or at least this is a more affordable path to airplane ownership.
Roger truly enjoys his ‘650 on which he mounted a potent 130-horsepower Viking Aircraft Engines powerplant. “It climbs 2,000 feet per minute!” What red-blooded pilot can’t love that?
The ‘650 is a low wing, however, and while Roger still loves it, his wife preferred a high wing. They’re easier to enter and offer some shade in Florida’s warm, sunny climate.
World-Leading Tecnam
After 18 years of Light-Sport Aircraft, Tecnam brand can claim to be the largest aircraft producer in this sector.Flying Tecnam’s P2008 Turbo — Is a Used LSA Right for You?
Pilot, builder, owner Roger Jennings is singular in an uncommon way. He has built and loves to fly a Zenith CH-650 but he recently bought a used Tecnam P2008. You could say he goes both ways.
Most of us, including your author, tend to fly only fully-built aircraft while another group of equal size enjoys the building process — or at least this is a more affordable path to airplane ownership.
Roger truly enjoys his ‘650 on which he mounted a potent 130-horsepower Viking Aircraft Engines powerplant. “It climbs 2,000 feet per minute!” What red-blooded pilot can’t love that?
The ‘650 is a low wing, however, and while Roger still loves it, his wife preferred a high wing. They’re easier to enter and offer some shade in Florida’s warm, sunny climate.
World-Leading Tecnam
After 18 years of Light-Sport Aircraft, Tecnam brand can claim to be the largest aircraft producer in this sector. The Italian company has gone beyond LSA with a four seat, Part 23-certified aircraft (P2010) and an 11-seat commuter aircraft (P2012) yet the LSA sector remains vital to their enterprise. Numerically, they’ve sold many more of these than the higher end models.
With a whole stable of handsome aircraft — this complete re-work of their best-selling P92 Echo is simply gorgeous — P2008 stands out to many pilots as one of the shapeliest Light-Sport Aircraft in the global fleet …and given many beautiful LSA, that is truly saying something.
Since it had been some years since I’d flown the P2008 I’ve long admired, when a Spruce Creek airport friend and fellow LSA pilot asked if I wanted to take a flight in his new bird, I jumped at the chance.
While Roger decides what he will do with his ‘650 (he’s keeping it for now), he looked for an airplane he could enjoy with his wife and the striking aircraft in the nearby photos was his choice. I won’t divulge his exact purchase price but with a new P2008 passing $200,000 when well equipped, Roger saved many tens of thousands by buying a used aircraft. He bought well; a glance shows this P2008 appears almost new, inside and out.
Although Roger scored a superbly-equipped, low-time P2008 (and paid a bit more for it), at least one other for sale, a 2009 model is asking $117,500 in early 2022. Honestly, a used example is a way many pilots could acquire one of these sharp airplanes.
Roger is a LSR-M LSA mechanic. Open the engine compartment doors and you’ll see an engine so clean and tidy it looks like it has never been run. If you have the mechanical aptitude and training Roger has, your airplane ownership can be much more affordable. (Note that Roger also does maintenance work on the RV-12 I am flying these days.)
P2008 Description
P2008 is a conventional configuration, strut-braced high-wing design originally prepared for the American market. Learn more in the video below but Tecnam’s P2008 differs from earlier models following their acquisition of a composite specialty company. Not long after, the Italian manufacturer mated a carbon fiber fuselage and tailplane to wings and control surfaces made of aluminum. P2008 is #106 on our SLSA List.
Tecnam’s wing for the sleek P2008 is fairly conventional constant-chord shape except for a pinching at the wingroot/fuselage junction. Outboard, the trailing edge is gently tapered with slightly upturned wing tips. Frise ailerons span the outboard sections with discreet slotted flaps inboard. A single lift strut on each side braces the wings to the lower fuselage. On its tail P2008 has a stabilator-style constant-chord tailplane. Its vertical fin is gracefully swept.
Although Roger’s P2008 has the turbo 914 engine, most P2008s are powered by Rotax’s 912ULS. While Roger’s P2008 has a three-blade prop, most models come with a two-blade propeller.
Cloth-covered seats match a fully-appointed interior that bares no metal or composite, hiding all linkages out of sight. An aft baggage space can hold 44 pounds. For P2008, Tecnam engineers enlarged both the cabin and doors aiding entry and exit and making your time aboard more comfortable. Either seat can be moved fore and aft at any time.
Fixed tricycle gear uses spring cantilever main legs and a castoring, non-steerable nosewheel with compressed rubber suspension. You steer on the ground using differential braking.
P2008’s first flight took place September 30, 2008 and the first P2008 was delivered to the U.S. in December 2009.
All Tecnam models are revered for their “natural” handling. This is one of the most straightforward-flying LSA in the fleet. It can function as a capable cross country aircraft or could be used in flight training, though probably not with the turbocharged Rotax 914.
In my flight, the turbocharger added a very noticeable boost to depart the runway and enhances initial climb rate generously. We saw more than 1,200 feet per minute at near-sea-level operation. When you increase power, a detent you can feel with your throttle hand alerts you that the turbo is about to be engaged. After five minutes of use — enough to get to 5,000 feet or so — you need to back off the turbo but could employ it again for enroute climb or operations at very high elevation airports. While a more complex installation with somewhat higher maintenance needs, Roger says the 914 is quite easy to operate.
No wonder Tecnam has risen to be the largest builder of very light aircraft. If you are in the market for a luxury-class LSA, a P2008 on the used market could be your next airplane.
Tecnam Aircraft P2008 (non-turbo)
TECHNICAL SPECIFICATIONS
all data supplied by the manufacturer
- Length — 22.87 feet (6,97 m)
- Height — 8.76 feet (2,67 m)
- Wingspan — 29.5 feet (9 m)
- Maximum Take Off Weight — 1,320 pounds (600 kg)
- Empty Weight, standard configuration — 827 pounds (375 kg)
- Useful Load — 496 pounds (225 kg)
- Baggage Capacity — 44 pounds (20 kg)
- Fuel Capacity — 32 U.S. gallons (123 lt)
- Max Cruise Speed — 128 knots (237 km/h)
- Stall Speed (flaps down, power off) — 39 knots 72 km/h
- Takeoff Roll — 600 feet (183 m)
- Landing Roll — 568 feet (173 m)
- Rate of Climb — 800 feet per minute (4,06 m/sec)
- Range — 514 nautical miles (952 km)
- Engine Manufacturer — Rotax 912ULS
- Engine Power — 100 horsepower
- Propeller — 2-blade fixed pitch
- Fuel Consumption — 4.5 gallons per hour (17 lt/h)
- Fuel Type — Mogas and Avgas
More information on Tecnam’s P2008 from a video recorded earlier.
Pilot, builder, owner Roger Jennings is singular in an uncommon way. He has built and loves to fly a Zenith CH-650 but he recently bought a used Tecnam P2008. You could say he goes both ways.
Most of us, including your author, tend to fly only fully-built aircraft while another group of equal size enjoys the building process — or at least this is a more affordable path to airplane ownership.
Roger truly enjoys his ‘650 on which he mounted a potent 130-horsepower Viking Aircraft Engines powerplant. “It climbs 2,000 feet per minute!” What red-blooded pilot can’t love that?
The ‘650 is a low wing, however, and while Roger still loves it, his wife preferred a high wing. They’re easier to enter and offer some shade in Florida’s warm, sunny climate.
World-Leading Tecnam
After 18 years of Light-Sport Aircraft, Tecnam brand can claim to be the largest aircraft producer in this sector.
When you fly solo you can operate your flying machine the way you want — well… within the laws of physics and the laws of FAA (or whatever national CAA you must obey). What you don’t need to do is worry about a passenger.
As of late 2021, we began included kit-built Part 103-type aircraft in our 
The Skywheels rotor system is being manufactured again following an 18-year production hiatus. “The Skywheels name has a loyal pilot following with a performance and safety record dating back to 1985.,” reported Joe.
Both airplane producer stories made it into mainstream media.
“At this point, there are about 10 to 12 airframes at the Kherson plant,” Peghiny said to AOPA. “Ordinarily, the airframes would be sent to Flight Design’s final assembly and completion center in the city of Šumperk in the Czech Republic.”
“Flight Design employs just under 200 technicians, assemblers, and engineers currently at the Kherson plant,” continued Boatman, “and according to Peghiny, the company has been ramping up that number. ‘We were hiring more aggressively in the past year because of the popularity of the F2, but the other models in the range have been selling well in Europe — simpler, lighter models in particular,’ Tom said.” Of course, Tom refers to the CT-series including CTLS that is one of the most popular LSA in America.
Dave Hirschman wrote, “Dennis Long, a dealer for Aeroprakt… said he spoke with factory officials who said they plan to remain on the job. ‘They told me they’re going to keep making airplanes until they can’t’,” AOPA reported. ‘For the time being, it’s business as usual, although my next two airplanes will likely have to be shipped from Poland because the port of Odessa [in Ukraine] is closed.’”
Many others might never shut down the engine and soar but are intrigued with efficient cross country flying. In a motorglider, a pilot can be more confident as the aircraft can glide far further than other types, providing a broader safety margin.
If 
Readers who want to save money acquiring a motorglider may finally have a good option: the Piuma Project — composed of five models, the Original, Evolution, Tourer, Twin Evolution, and Almerico. The latter two are two seaters, though Tiziano admits his primary interest is the single place model.
The first flights of the Piuma Original date back to 1990. This was followed with the Tourer.
A Piuma Tourer confirmed the suitability of the name by flying from Venice to Sicily one year (1,250 kilometers or 776 miles) and from Venice to Paris another year (900 kilometers or 560 miles). These flights confirm, Tiziano said, “that even with a small motorglider, I can do great trips.”
“Construction time depends on the builder’s meticulousness,” said Tiziano. “Normally, about 1,000 hours are sufficient for a person with limited woodworking experience to complete the work. Plans are composed of large technical sheets (24 x 40 inches) with lots of details.”
A “Project Book” is not necessary for the normal builder, but it is very important for those who want to know the project better. The Project Book contains design considerations; lots of drawings of the fuselage, wings, tail, and more; structural calculations; plus flying characteristics and speeds.
Professional build centers have been highlighted as one of Mosaic’s many aspects. Everyone including FAA recognizes that kits built with oversight from people who know the aircraft and the process of construction makes for better, safer airplanes. Because safety is FAA’s main consideration, professional builder-assist centers are expected to part of the new regulation. I have been predicting we will see the NPRM by Oshkosh 2022 (mere months away now).
Beside importing aircraft to the USA and helping customers build them, Chip experimented with 
Zigolo Mg21 starts out with multiple versions, mainly differences in wings and wing controls.
Mg21’s central structure is a lower box beam running from an aerodynamically-shaped nose containing a digital instrument panel to a tubular empennage boom. In the center of the structure, two rectangular box-section beams support a fixed center wing section and the engine.
Flight testing is ongoing but stall speeds are estimated at 63 kilometers per hour or 34 knots for the short wing, 60 km/h (32 knots) for the long wing, and 52 km/h (28 knots) for the long wing with flap. Francesco will need to slow it another 4 knots to meet 
“For the USA market, I’m sure we can have a 55 knot cruise speed with climb at 800-900 feet per minute plus the easy-fold system (nearby photo), and a competitive price for an advanced [quick-build-type] kit. Due to very small pack size, we can use air shipment. I’m working with DHL to have worldwide fast shipment without the expensive container charges. I worked very hard to keep all measures inside the maximum permitted by DHL” Given numerous reports of container shipment costs rising by double, triple, or even more, air shipment might ironically turn out to be cheaper for such a cleverly-packaged product.
“Accessories, engine, and instruments are included in the kit but will be shipped separately,” said Francesco. “A customer will receive the airframe kit with all necessary to start the work, and a second shipment will bring the accessories.
Please keep in mind these prices are subject to change given supply problems affecting all industries. “In any case, I will state an offering price for each batch of airplanes because the prices change on all materials,” said Francesco. A first batch of 10 kits will be offered at close to the prices mentioned above but 
I still would not follow one multicopter article with another except for developer Doron Merdinger, saying this, “Suggested [selling price is] $135,000 to $150,000.” That got my attention. From what I’ve seen so far, any eVTOL larger/heavier than a Part 103 entry is way, way more expensive.
No one commenting on Jetson One or the other Part 103 
Safety is addressed with features such as: programmed emergency landing protocols, an energy-dissipating body, multiple redundancies, air bag, ballistic parachute, and multiple anti-collision sensors. H1 is, Doroni explains, “a smart vehicle with advanced electronics, GPS, laser [range finders], cameras, a barometer, and accelerometers.”
Ducted fans are also quieter than propellers: they shield the blade noise and reduce the intensity of the tip vortices. This is important for neighbor relations (especially when your unusual aircraft will also attract more than a usual share of attention).
In this article, I’ll explore only such aircraft that might be called recreational. Interestingly, these developers have discovered Part 103 and are using it to get their aircraft to market. Like them or not, you have to admit these people are creative and driven. We should expect to see more of this.
Reports 
“The elementary design features an open chassis that means the Jetson One is only suitable for operations in fair weather conditions. It has eight sets of electric motors and rotors, and is fitted with a whole-aircraft recovery parachute,” wrote FutureFlight.aero.
If you want to join what may be millions of teen-aged boys on their smartphones, here’s a link to a whole series of videos on Jetson One: 
Bat Hawk is a well-established, conventional microlight-style light aircraft powered by a Rotax 912 that helps it provide “sensational” performance.
Such working duties should not surprise anyone since 
Bat Hawk’s engine and prop are mounted in a tractor position at wing level. Its tailplane is conventional in location and layout. Tricycle gear has a steerable nose-wheel. Bat Hawk’s wing is strut- and lift-wire braced. Once common, wire bracing has largely disappeared from fixed wing but it remains a very strong configuration.
Side by side seating offers full dual control based on a center stick that no doubt makes entry a bit easier. Bat Hawk’s rudder is actuated by cables running from the pedals. Ailerons are controlled by cables from a torque tube connected to the central control stick, which has a built-in control stop. The elevator is actuated by a push/pull cable attached directly to the control stick with built-in stops.
Instrumentation is provided by an also South African MGL EMS (sold and serviced in America by 
For more info, Bathawk in America is finishing their new website, so email importer, 
These days, it’s much more likely a pilot will go on about how great the Rotax 912 is. Yes, some grumble about the purchase price, the replacement parts cost, or the cost of an overhaul, but I’d expect to hear such groaning about almost any aviation product. Contrasting a few negative opinions is an entire world of pilots who are intensely loyal backers of the 9-series engines.
To most eyes, the RMZ 500 is nearly impossible to distinguish from the original that was taken off the market in 2010. A Russian producer manufactures it to power the snowmobiles they sell. I get that lots of readers may turn away when hearing the engine is a Russian product but many may be able to see beyond the political-class demonization of all-things Russian to understand that regular citizens of that country could have the capability to assemble a worthy engine. U.S. support makes all the difference and that is 
Speaking of exhaust systems, 
FAA did bury the old two-place powered ultralights. The agency’s idea was that “properly” regulated Light-Sport Aircraft would replace the role filled for many years by Part 103 ultralight trainers. In case you arrived since 2004, those were simple two seaters that closely resembled related single place ultralight vehicles. They were intended for training only. You were not supposed to fly your buddy or your spouse on pleasure flights. All flights were to be for instruction only.
However, out of sight from most aviators, hang gliders were still permitted to do two-place instructional flying without needing a Special Airworthiness Certificates such as all LSA have. It has continued right on working well to this day as it had done for the decades before the big changeover.
The Aviator Paramotor rig you see with two seats, and the RMZ 500 powering it, remains a legal, exempted vehicle. For those intrigued about flying a powered paraglider as a very affordable and manueverable aircraft, a wheeled carriage with a powerful engine could make an interest purchase. Training is available and Aviator Paramotor can barely keep up. Check this link for more about 
In regular use, Aviator Paramotor uses the RMZ 500-powered rig to train new students — lots of students, some 300 per year. Demand is so strong they actually have to turn some people away. “We could probably exceed 1,200 students a year if capacity were available,” said Eric Farewell.
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.
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.
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).
As I labored throughout 2021 to find every Part 103 ultralight vehicle I could uncover — now presented in the warmly-received 
This company offers a Part 103-capable vehicle and has both 
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.
Two other important factors in 2020-2021:
The first chart above, counting total registrations of factory-built versus kit-built shows that for 2021, both grew at almost an identical pace.
To welcome a brand new year in affordable aviation, I am pleased to announce the launch of our 
These points apply so long as any Part 103 entry can meet the definitions and explanations offered in 
The new 
While the term “Ultralight” is widely used in other countries (Europe and many other places), it generally means something larger than U.S. Ultralights.
If you are searching for a particular brand, sort that column. Same for Model. If you want to see only aircraft made in the USA, for example, sorting the Origin column will help.
Of course, it’s fun to take somebody along, but how often do you actually do that? I used to quote an AOPA survey that was done for many years. It regularly showed the average occupancy of a GA airplane was 1.6 persons. Since GA airplanes are commonly four seaters and sometimes six seaters, that means such roomy aircraft are flown solo most of the time if the average of all flights is 1.6 persons.
I enjoy flying solo because what I like best about flying is the great view from aloft, of flying over the countryside and observing things on the ground. Sometimes seeing what I want means banking steeply to have a closer look. I don’t do that when I’m concerned about another person in the cockpit with me. I find these flight movements more tolerable (even enjoyable) when I don’t have to worry about a person in a second seat.
That’s not to say I never want to take a passenger. Sometimes doing so can be enormously satisfying and fun.
Nonetheless, flying solo has a special pleasure and in a Part 103 ultralight, you always fly solo.
This website regularly promotes aircraft you can afford. This means something different to almost everyone but nearly every aircraft in the Part 103 List fits in the affordable category. All are less than $100,000 and some are less then $20,000 with a range in between. Of course, since they’ve been around for 40 years, lots of used aircraft are available. See 
Fine. I look forward to going from a downtown hotel to the airport in minutes versus slogging through ground traffic for an hour. Will these arrive in some near future? Maybe. Even if they do arrive sooner than later, would a pilot feel entirely comfortable flying in an autonomous, computer-controlled aircraft? Only you can answer that question.
On the other hand, Lift’s short history shows a 
With those two points in mind, what say you? It doesn’t matter if you love or hate Hexa. Do you welcome their novel approach to meeting 103 parameters or do you think it could jeopardize Part 103?
For example, “The aircraft is continuously calculating the energy required to ‘return to home’ based on altitude, wind speed and direction. Regardless of what the pilot does, the aircraft will automatically return and land when the battery approaches this level plus a reserve, and it can also automatically land in designated safe landing areas, if necessary.” Hexa presently has a 15-minute flight endurance
One answer is that pilots already use design features to operate aircraft more safely: LSA have straight-and-level or 180-turn buttons and very effective autopilots. Engineers went to great trouble to assure an aircraft recovers well from a stall or has landing gear able to absorb hard touchdowns. Are these design features “cheating?”
On December 22nd, 2021, 
This was even more meaningful as Vickers installed RS Flight Systems’ single-lever control equipment (approval of which is expected in the coming FAA Mosaic regulation) regulating an MT prop. 
Try as they might to contain increases with various techniques, JMB representatives at 
Why care? It’s simple. If Dynon finds more market for their products, they’ll be stronger to support your Dynon and to keep coming up with great new avionics ideas for all of us.
“We have invented and patented a safetanchor for planes and other uses. Easy to install yourselves and patented in the USA,” wrote the company.
However, I have gotten to fly a small number of airplanes for a higher number of hours. The most recent such experience is with a 
I will let the two videos below provide most of the nuts and bolts details that pilots crave. In the following words, I’ll relate some of my experiences and discoveries after flying the -12 for more hours.
High wing airplanes are usually much easier to enter, a factor for older, less flexible pilots. Yet among low wing designs, RV-12 is easier as you enter from the front of the wing (see step in a nearby photo). You can use structure to help climb up on the wing and once you get to that point you can simply step onto the floor. You don’t have to step in the seat as on some low wing aircraft. Most folks don’t like having to do that and some low wing owners have a towel to put on the seat to keep dirty shoes off of it.
That’s enough about me and what I think of RV-12. Check out these two videos and learn more about Van’s terrific RV-12. Happy flying!
Contrary to common language, LSA are not “certified.” Instead a manufacturer declares they meet ASTM standards and FAA “accepts” that declaration. Frequently at first, FAA audited producers in a point-by-point check of their declaration plus verifying that producers use generally-accepted best practices in their manufacturing. Companies with prior approvals may not be required to undergo an audit; it’s always FAA’s choice.
“In countries that do not have a Light-Sport category (Canada and others), the Type Certified version of the 
Primary Category certification also has benefits in the U.S., Icon reported. One is that any A&P is authorized to work on it. Because it is not a SLSA, owners will not need to use designated Icon Service Partners, though the company will still encourage them to do so.
“International expansion has been a critical part of our business plan since day one,” said Jason Huang, President of Icon Aircraft. “People in the U.S. have been able to enjoy adventure flying in the Icon A5 for several years, and we will continue to produce the SLSA version. But now we are excited to introduce the A5 to others around the world. Type Certification is one of the many investments Icon has made to grow our capabilities and improve the A5. We know it will be appreciated by our international deposit holders and sales partners, and we are all very excited for this day to come.”
“Note that we will continue to make the SLSA version, as well,” assured Huang. This continues the chance for American pilots to fly A5 without the need for an aviation medical, using only their driver’s license in lieu of a medical approval.
The Covid pandemic of 2020/2021 appears not to have slowed enjoyment of flying for fun… for most of us anyway. I sincerely regret anyone who suffered during this period but sport aviation has held up surprisingly well.
“By way of example,” John continued, “there are nearly 300 SportCruisers registered in the US, as well as nearly 350 Flight Design models, but only 3 Skyleaders. I’m not picking on Skyleader; there are many manufacturers with just two, five or 20 registrations in the database.”
This website regularly promotes affordable aviation. Can you genuinely find an aircraft you like that is affordable? If so, are the smaller shows — ones I call “sector-specific” — the place to find them?
The truth is that every time I survey vendors at these two events — plus the 
Aeropup is a “back to basics flying machine with modern engineering,” said Don when we spoke at DeLand Showcase 2021. He added that it is “extraordinarily rugged and an extraordinary value.” What kind of value?
I cannot / should not fail to mention 
Speaking of electric propulsion — though not so much about affordability — I can never overlook 
Finally, floats. If you like flying off the water — or the safely aspect of quadrupling your available landing areas — you gotta have something to keep your bird out of the drink. Several other producers make floats but an old friend, Lavern Dence, showed one of the coolest ideas I’ve seen on light aircraft floats. No, I don’t mean his use of a beautiful color-speckled carbon fiber, which looks reddish in the nearby photo but his business card made from the exotic cloth had blue accents; either way it is very striking.
Those LSA veterans may be recalling Kappa KP5, one of the earliest entries on our SLSA List (#9). It was originally sold under the European brand name Jihlavan and that challenging name for Americans may be a good reason the Czech producer changed to the better marketing name, 
In the interview, Michael also provides other desirable features of the Skyleader 600.
To save you plowing through a 4,200-word article — though some may enjoy the great detail — I present some excerpts below …again noting this that is not the latest info. To truly grasp what a fine Light-Sport Aircraft Skyleader 600 is, I urge to you link up with Michael Tomazin at an airshow. He attends the big events and you may also find him again at the 
Several years ago, company engineers altered the design for American consumption, widening the cockpit to 47.2 inches, 8 inches wider than a Cessna 172 Skyhawk.
With fixed gear and prop, glide remains a very respectable 14:1 (for comparison, a Cessna 150 has a published glide of 9.5:1). I could feel our test plane stretch a glide and sink slowly.
You can read the entire report for lots more information if you wish, but here’s the way I started the earlier report, “I’ve felt before and confirmed again that KP-5 (now Skyleader 500) is one of the sweetest handling Special Light-Sport Aircraft in the fleet.”
Great existing designs, a high-end model, other fascinating forays that upped the game, and a full market of choices — what does a new high-end entrant have to do? A lot! Breaking into this well-supplied sector of light aviation demands an impressive entry. Vickers appears well poised to bring something truly interesting and one built with the future in mind. It also got the 
