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Much-Loved Luscombe Has Returned — Again, Crossing the Continent

By Dan Johnson || 15 Comments

Of all the airplanes earning rave reviews over the years, one model stands out above most others in the distinction of handling quality. Over and over I’ve heard from pilots of a certain, umm… maturity, and Luscombe is the brand often mentioned.

photo from flight-manuals-online.com

After flying many airplane models, I’d be hard pressed to tell you which one I thought out-handled the rest. What does that even mean?

Handling can be quite personal. Some like a docile, forgiving airplane. In all honesty, that’s probably most of us. It’s annoying (and possibly threatening) to be forced to constantly stay on top of an airplane. Other pilots prefer fast response and a light touch.

Luscombe offers a delightful combination of light forces with great response that will make most of us feel comfortable. That’s magic!

Welcome Back
to the Shiny Silvaire

From its mid-century origin in Kansas City, Missouri, Luscombe moved to Trenton, New Jersey. It was was later manufactured in Dallas, Texas, then in Fort Collins, Colorado before moving to Riverside, California under the direction of John Dearden who achieved LSA acceptance for Luscombe Silvaire Model 8.

Now, Luscombe Aircraft Corporation (LAC) has gone cross country again, this time to Jamestown, New York in the western part of the Empire State. Here’s another brief article with more history of this iconic name.

Aeronautical engineer Steve Testrake and Stephen Young acquired the Luscombe assets in June of 2019. The pair established the new corporate entity to hold the assets and build a new factory. “Our goal,” said Steve, “is to revive the legacy of the Luscombe.”

The two Steves will start by building parts for owners of an estimated 1,600 Luscombe aircraft flying today. That will start some cash flow for the new enterprise and will surely be a great relief and a treasured resource to those present-day owners.

“Then, we will start assembling complete airplanes using LSA regulations,” confirmed Steve. “Built as a Light Sport Aircraft to ASTM industry consensus standards,” Steve said, “the Model-8 is … an all-metal airplane originally designed and still constructed to USA CAR 4a standard airworthiness requirements.” CAR standards preceded today’s Part 23 rules.

In New York state, Steve noted that he and his partner want to retain the vintage look of Luscombe 8F Silveraire. That doesn’t mean it’s old fashioned, though. Hidden behind the classic panel and glove box doors that were popular from 1942 to 1959 lies state of the art power management panel and instruments.” (See panel images at bottom.)

A Different Kind of “Green”

Nicknamed “Green Acres” is LAC’s base-level Luscombe LSA. “It is our lowest cost in the lightest package, intended for operations the way the original Model 8 was flown: very basic,” said Steve. He suggests: “Bring your own handheld radio and GPS” much as it was in days-gone-by. Standard equipment include stainless steel firewall and exhaust systems, fresh air vents, a 50-amp alternator, and Cleveland toe brakes for the pilot.” Dual controls are available as an option.

Schaffen Luscombe in-flight (photo from wikipedia)

While the basic “Green Acres” Luscombe Model 8 is deliberately equipped in very basic instrumentation, it does come with two USB charger ports and two 12-volt auxiliary power outlets.

Model 8 is powered by a Continental O-200 engine producing 100 horsepower, making the light aircraft a performer; the original had only 65 horsepower.

“All of our option packages include Hooker harness safety belts, emergency locator transmitter, and carburetor heat,” added Steve.

“LAC has committed significant resources to sorting, inspecting, and cataloging our parts inventory,” the company reported. This is no small task for such a vintage design.

“We have also worked extensively with the professional aviation archivists at AirCorps Aviation in Bemidji, Minnesota to develop a digital archive of Luscombe’s large collection of historical records, engineering drawings, and production work orders. We have inspected and are refurbishing production jigs and tooling to resume production of those hard-to-find parts.

LAC is developing close working relationships with the local metal working specialty shops “to leverage the rich Western New York and North Pennsylvania manufacturing base. Using the original Luscombe jigs, restorations [can be] expertly crafted in our 25,000-square-foot hangar at the Jamestown Airport (KJHW).

Tooling and jigs are being refurbished before production restarts on Luscombe Model 8 LSA.

Steve has self-financed the Luscombe program so far but he said the company will generate revenue by producing parts for the vintage Luscombe fleet. Such production has carried many established companies through lean times.

Indeed… “The design has been orphaned so long that parts can be extremely hard to find,” he said. “There’s a lot of pent-up parts demand. Owners of existing airplanes have been tremendously encouraging.”

Steve Testrake promised to keep me updated on the developing Luscombe plans and I will report that news to readers. We are planning a video interview for Sun ‘n Fun 2021, where the new company will exhibit.

Technical Specifications
Luscombe Model 8 LSA

  • Maximum Stall Speed — 42 knots
  • Maneuvering Speed — 100 knots
  • Never-Exceed Speed — 126 knots
  • Cruise Speed — 105 knots
  • Demonstrated Crosswind Component — 20 knots
  • Takeoff Roll (sea level) — 600 feet (add 20% on turf)
  • Landing Distance Over 50 Foot Obstacle — 1,000 feet
  • Fuel Capacity — 2 x 12.5 gallon tanks, total 25 gallons
  • Endurance — 4 hours with 45 minute reserve
  • Powerplant — Continental O-200 producing 100 horsepower
  • Propeller — Sensenich, fixed pitch
  • Base Price — $110,500

Loading the wings with 3,500 pounds using 28 people (= 125 pounds each), we can observe the presumably lighter-weight females are on the outer wing — still making a most impressive image.

Compress Post ...

Of all the airplanes earning rave reviews over the years, one model stands out above most others in the distinction of handling quality. Over and over I’ve heard from pilots of a certain, umm… maturity, and Luscombe is the brand often mentioned. After flying many airplane models, I’d be hard pressed to tell you which one I thought out-handled the rest. What does that even mean? Handling can be quite personal. Some like a docile, forgiving airplane. In all honesty, that’s probably most of us. It’s annoying (and possibly threatening) to be forced to constantly stay on top of an airplane. Other pilots prefer fast response and a light touch. Luscombe offers a delightful combination of light forces with great response that will make most of us feel comfortable. That’s magic! Welcome Back to the Shiny Silvaire From its mid-century origin in Kansas City, Missouri, Luscombe moved to Trenton, New Jersey.

Expand Post ...

New or Old? … Deluxe or Simple? … Quicksilver or Smithsilver? — Here Is Tri-State’s Falcon 503

By Dan Johnson || 10 Comments

One of the most successful airplane designs of all time is the Quicksilver. Van’s Aircraft of RV fame has delivered more kits, yet with 10,869 RVs presently flying, Quicksilver still remains far ahead with more than 15,000 flying. Naturally, such market success spawned other builders.

Those who attempted to copy and duplicate Quicksilvers have mostly faded away but some enterprises (see at bottom) built a business out of supplying parts and components that Quicksilver itself never offered.

One of the most successful of these is Tri-State Kite Sales, based in Mt. Vernon, Indiana — and no, not Mt. Vernon, Illinois where the Midwest LSA Expo is held every September.

Andy Alldredge started his Falcon project 18 years ago when he was a lad of 20. The airplane looked good enough that I thought it was something new but, nope. This is a well flown aircraft that has been well maintained.

Andy Alldredge (L) poses with Tri-State Kite Sales founder, Mark Smith (R). Mark died in July 2017.

Let’s be fair. Andy has not exclusively labored on Falcon for 18 years. He said, “It was about a five year project, but I worked on it when I had spare time.” Based on my several inquiries since learning more about Tri-State Kite Sales* I have discovered this Indiana company has a very loyal following (mostly from their region) and they have an active, functioning enterprise.

At this point, I want to give credit to the founder of this business. Mark Smith was the man behind Tri-State and he started out making various components for Quicksilver aircraft that the then-California company chose not to pursue.

Quicksilver maintained their business focus on fabricating kits. They were amazingly successful at selling their line. Not only did they ship more than 15,000 kits over many years but in 1982 and 1983, they often claimed deliveries of more than 200 units per month!

Regretfully, Mark Smith died in July of 2017 but his longtime friend, Andy, kept the business going strong. Mark’s nephew Tom Smith also works with the business, handling most of the fiberglass work. The enterprise was and still feels like a family operation.

More on CP Falcon 503

“I wanted to thoroughly test it,” Andy said. Yeah, I guess! Eighteen years is a long development cycle but it was not originally intended for market. Yet, this once-personal project took on a life of its own.

“Now that I think I’ve got it perfected,” Andy expressed, “we’re going to start production on this in 2021.”

Falcon has a lot of components so it will be more expensive. “Yes,” Andy agreed, “it will be a little higher priced aircraft — it takes a lot of time to assemble — but it will fly like a Quicksilver, so those pilots who want to fly faster now have a choice.”

A Quicksilver-type design like the standard “Smithsilvers” that Tri-State makes from scratch typically cruise 40-60 mph where Falcon is as much as 50% faster.

“Yes, this will be a little higher-priced aircraft,” Andy observed, “and it must be built as an Experimental Amateur Built.” Let’s put it in perspective, noting that all prices mentioned below are subject to change.

A standard single place Smithsilver by Tri-State Kite Sales assembled for fly away costs about $28,000, said Andy. A two-place with all the extras gets into the high $40,000s and Falcon with a Rotax 503 may come out at about $75,000 equipped as extensively as the one pictured nearby. For those with genuine power lust, a Rotax 582 is also available for about $10,000 more. Contact Tri-State (see near end) for an exact quote and delivery times.

“I created Falcon to be a comfort cruiser for cross country flying,” Andy related. Falcon and the other Smithsilvers may look a lot like a Quicksilver but they are fully Tri-State creations after many years of operation.

Mark Smith founded the company in the late 1970s and formally organized in 1981. In those 40 years, Tri-State has delivered more than 200 complete aircraft and an uncounted number of aircraft served with replacement parts or Tri-State accessories from fiberglass nose pods to new wing covers and everything in between.

Of all these, Falcon may be the most advanced and sophisticated. It may look like a simple Quicksilver or a Tri-State Smithsilver but Falcon is a step beyond on many ways, for example, creature comforts.

Falcon has a full enclosure, front to back, and even has cabin heat. “I tested this down to 17 degrees ambient temperature, and you can stay about 70 degrees inside the cockpit.” While the snow swirls around Tri-State and much of the country, that climate control sounds inviting.

Cross country flying is one of the stated purposes. How fast can Falcon fly?

“I can hit 93 miles an hour,” exclaimed Andy, “and cruise is a solid 80 mph.” For those unfamiliar with a standard Quicksilver or Smithsilver, that’s a substantial increase, more than 20 miles an hour faster on average.

As a nearby image shows, the Rotax 503 engine is nestled down in the aft wing center section because Andy wanted to lower the thrust line to a more neutral position. This means the dual-carb Rotax 503 and its 50 horses push the airplane forwards with less pitch influence, which is a significant part of how it can achieve higher speeds.

“Falcon’s standard instrument panel has all your flight information,” explained Andy, “while all the engine instrumentation is housed on the right vertical support strut. Above your head are all the electric switches for electric flaps, ignition switches and lighting controls.”

Unlike every Quicksilver or Smithsilver, Falcon has a control yoke as does Quicksilver’s GT500 and GT400 models. However, unlike those Quicksilver models, this yoke has been configured specially to make entry much easier.

Falcon has a door that props open but when I looked at, I thought entry looked rather challenging. What I missed were the steps Andy took in designing a yoke that neatly folds out of the way. When so retracted, entering Falcon looks easy.

Once in place you pull the yoke back toward you and it latches securely into position. With details like this, no wonder Any spent years getting Falcon right on paper and three more to get the pieces and parts in the right place.

Falcon’s cabin even has a hat rack …or in this case, a headset rack as that’s what Andy puts in this location.

Want More Info?

At this time, Tri-State is making a much-needed update to their website.

Andy referred to the current one as a “nostalgia website” because it holds extensive commentaries written by Mark Smith, the patriarch of Tri-State. His words make a fun, and historic, read but what the vintage website does not do is provide clear navigation to the various aircraft models and component parts or assemblies that Tri-State builds. The new website will address these shortcomings while hopefully keeping all Mark’s original musings.

Until the new website is finished, visit Tri-State’s “Hangar Talk” Facebook page. If you want more or are ready to act, use these contacts:

  • Andy Alldredge: Call 812-781-9882 or send eMail
  • Tom Smith: Call 270-231-0307 or send eMail

In this video, I interview Andy Alldredge about his Falcon at Midwest LSA Expo 2020.

* Tri-State Kite Sales is a name dating to the earliest days of Quicksilver, when the company that birthed this design was called Eipper-Formance (one of the original partners was named Dick Eipper). In those formative days of the mid-1970s, hang gliders were often generically called “kites.” Since the very first Quicksilver was an unpowered glider, early buyers casually called them kites as well. The name stuck even if it does not mean much these days.

Another large and very successful supplier of component parts and accessories for Quicksilver airplanes is Air-Tech, Inc., run by Gene “Bever” Borne and his son, Ken. They’re still at it but the Louisiana business now owns the entire Quicksilver line (excluding GT500) and continues to supply new kits, fully-built 103s, Special Light-Sport Aircraft models, and lots of parts and accessories needed by Quicksilver owners.

Compress Post ...

One of the most successful airplane designs of all time is the Quicksilver. Van’s Aircraft of RV fame has delivered more kits, yet with 10,869 RVs presently flying, Quicksilver still remains far ahead with more than 15,000 flying. Naturally, such market success spawned other builders. Those who attempted to copy and duplicate Quicksilvers have mostly faded away but some enterprises (see at bottom) built a business out of supplying parts and components that Quicksilver itself never offered. One of the most successful of these is Tri-State Kite Sales, based in Mt. Vernon, Indiana — and no, not Mt. Vernon, Illinois where the Midwest LSA Expo is held every September. Andy Alldredge started his Falcon project 18 years ago when he was a lad of 20. The airplane looked good enough that I thought it was something new but, nope. This is a well flown aircraft that has been well maintained.

Expand Post ...

When Help Comes to the Rescue… FAST! Magnum Parachutes Could Save Your Life

By Dan Johnson || 11 Comments

Aviation preaches safety long and loud. This dedication within the aviation community has made flying safer than driving despite what landlubbers believe is a risky way to travel.

Aviators know better, of course. We work hard at making flying safe. It’s not lucky or some accident of choice. We are all proud of our skill at taking an airplane aloft and returning it safely to terra firma.

Except when we cannot…

Why Parachutes?

Any way you look at it, an airframe parachute adds cost, weight, and bulk.

These systems cost real money (thousands), add “non-functioning” weight (16 to 50 pounds depending on the airplane’s weight and speed), and fill up space you might use otherwise (a BRS system for the Cessna 172 uses a substantial share of the baggage space in that model). All these things — cost, weight, and bulk — are negatives, yet pilots buy these emergency systems regularly. Companies like BRS, Magnum, and Galaxy have sold tens of thousands of these systems.

Every single Cirrus (and Flight Design) comes standard with an airframe parachute, so that means almost 10,000 aircraft just in those two brands.

I’ve flown with airframe parachutes for years and I love having such a system on board.

I actually stopped flying at night in airplanes without a parachute system. One smooth night over North Carolina with my wife and two friends in a Cessna Hawk XP, Randee asked, “What would you do if the engine quit here?” It was pitch black outside and I knew from previous flights that under us were trees stretching out past the horizon.

It was a valid question. Touches a nerve, doesn’t it? Aren’t we trained for night flying? Don’t we practice engine-out procedures? Well, yes, Private Pilots can fly at night (they should be current) but the training concentrates on normal night operations. I’ve never known an instructor who guides students through engine-out-at-night procedures far from any airport.

Whatever you think about night (or other potentially hazardous) flying, an airframe parachute may ease your mind — and achieving that means you will fly more capably. It’s a personal decision, of course, but for me, I’ll take a parachute anytime.

What About Parachutes?

Magnum Parachutes are offered in three packaging concepts. Each serves its own purpose and offers different attributes. Parachutes are sold for aircraft of varying weights and speeds. Each installs unique to that aircraft.

Softpacks — These are the lightest and least expensive units, and are therefore popular on Part 103 aircraft where their reduced weight offers advantages. While subject to weather contamination, such as rain, they are easier to inspect. The parachute inside is identical to the other packing methods.

Canisters — Placing the parachute inside an aluminum canister protects it from elements and allows a pressure-packed parachute that can make the package significantly smaller. This is good when parachutes are large enough to deal with two and four seat aircraft. Most airframe parachutes have open diameters significantly wider than the span of the wings on the aircraft they are supporting. Stuffing all that densely into a canister system makes it much smaller with the canister itself adding only modestly to weight.

VLS (Vertical Launch Systems) — Canisters and soft packs generally aim to the side and can fire upwards or downwards as need to avoid aircraft structure during deployment. Many aircraft, though, work best when that system can eject upwards. However, no matter which way a parachute ejects (is drawn out by its rocket motor), it always opens downwind of the aircraft — usually behind it though not necessarily if the aircraft is in an upset attitude.

Buy by Weight — Two criteria dictate which parachute is used on which aircraft: weight and speed. Heavier weights require larger or multiple canopies (a Cirrus SR22 canopy is over 50 feet wide at the canopy mouth). Faster aircraft need mechanisms to slow the opening of the canopy if speeds are very high — Magnum can handle up to 199 mph! However, if that speedy aircraft is flying slowly when the canopy is deployed, opening should be faster. The self-speed-sensing “slider” (black ring on nearby image) automatically adjusts, slowing deployment — and reducing forces on sewn seams — at high speeds while not slowing the canopy opening if speed is slow. It’s a smart solution.

Heavy aircraft can use multiple canopies to carry the load.

Fitting to Airplanes — Each airplane mounts somewhat differently. This increases the work effort for the parachute seller but assures each should perform optimally if needed. Mounting hardware to hold the soft pack, canister, or VLS varies by airplane as do the Kevlar connecting straps, the rocket motor activation housing, and the location of the firing handle. The latter is an important element because if you need to use a parachute, the situation will be tense and confusing and the handle should be in easy reach. Then, a mighty pull on that handle gets you nearly instantaneous action.

Service — Parachutes need to be removed, inspected and repacked every few years and rocket motors are generally replaced at longer intervals. Magnum Parachutes in DeLand Florida is equipped and experienced to help service these systems. One important note: Do not try to ship a live rocket without specific equipment and advice — and, don’t fire a rocket just to see if it works. These devices fire very quickly (by design, of course) and their velocity is impressive. You wouldn’t try to dodge a rifle bullet. Assume a rocket is similarly fast but more powerful.

To prevent down time during service Magnum has a great offer: “Loaner Canopy When Yours is Due for Repack. That’s right! A a loaner canopy, of the same size and style as the one you purchase from us, is available at no charge for installation in your aircraft while your system is being inspected and repacked (repack cycles are 6 years for most systems). This allows our customers to continue to fly with a complete ballistic recovery system in their aircraft while theirs is being repacked! No other parachute company offers their customers this peace of mind!”

Magnum Parachute repack costs are considerably less expensive than most other manufacturer’s, said Dennis Carley, proprietor of Magnum Parachutes USA. “For our Softpack systems the repack cycles is five years instead of only one or two years with other brands. Prices run $660 to $975 so about $100 to $150 per year.”

Time depicted in scene is a fraction of one second.

Parachute-Use Scenarios — Beside loss of an engine at night, other scenarios include loss of power over unlandable terrain (water for example — ditching with fixed gear aircraft usually means coming to a stop upside down), mid-air collision, loss of control, incapacitation of the pilot, and severe weather disorientation. Most owners of these systems agree with this statement: “You may never deploy your parachute, but you use it every time you fly. You can pay full attention to safe operation knowing that if you use up all the skill your training taught you, you still have one more option. It’s peace of mind.” That’s worth a lot.

Magnum Ballistic Parachute Systems have been available in the United States since 2006. Today, representation by Dennis Carley assures buyers of a consistent, reliable sales and service provider for the Magnum models.

Here is a short video (4min 12sec) that will be followed by a fuller explanation with detail of how the system mounts on an Aerolite 103.

Compress Post ...

Aviation preaches safety long and loud. This dedication within the aviation community has made flying safer than driving despite what landlubbers believe is a risky way to travel. Aviators know better, of course. We work hard at making flying safe. It’s not lucky or some accident of choice. We are all proud of our skill at taking an airplane aloft and returning it safely to terra firma. Except when we cannot… Why Parachutes? Any way you look at it, an airframe parachute adds cost, weight, and bulk. These systems cost real money (thousands), add “non-functioning” weight (16 to 50 pounds depending on the airplane’s weight and speed), and fill up space you might use otherwise (a BRS system for the Cessna 172 uses a substantial share of the baggage space in that model). All these things — cost, weight, and bulk — are negatives, yet pilots buy these emergency systems regularly.

Expand Post ...

Does Affordable Aviation Interest You? Then You Should Learn About Affordaplane

By Dan Johnson || 18 Comments

This website promotes a focus on affordable aviation, but the word “affordable” means different things to different people at different times.

For some “affordable” may include Special LSA selling for more than $200,000. After all, that’s a fraction of a loaded Cirrus SR22, for example. For others, even $20,000 is more than they wish to spend.

Fortunately, you have a wide variety of choices. Our April 2020 series was composed of ten articles about used light aircraft you can buy for less than $10,000.

We also continue work on our Part 103 list. From the current count of 57 producers, most have choices that are affordable to most pilots plus you get the benefit of almost no regulatory authority over your flying activity (no pilot certificate, no N-numbers, no medical, plus you can buy ready to fly and maintain any way you wish).

So, Now…
Affordaplane

Any design so named seems to fit our mission perfectly. Have you ever seen an Affordaplane? Don’t feel bad. Neither have I, and I am constantly on the prowl for light aircraft I haven’t seen.

Naturally, this fact also highlights that the lightest, most affordable airplanes may often be flown in and out of places a Cirrus SR22 owner will never see. Many Part 103 ultralights seem invisible to much of conventional, legacy aviation. It’s their loss.

To become more aware, I explored Affordaplane’s website and looked at their Facebook page. I also approached developer, Dave Edwards. Those with specific questions or seeking more information before placing an order can email Dave.

Another Facebook page, a private group with more than 5,000 followers administrated by Terry Adair, is called Affordaplane Ultralight Adventures.

When communicating about Affordaplane on the Part 103 List, I told Dave, “I will accept plans from producers like you but I will ask for the number of aircraft that you (and other plans suppliers) believe have taken to the air in those years, as ‘delivery’ doesn’t mean the same thing.” Fully-built Part 103 producers will be asked to tell me their deliveries for 2019 and 2020.

I added, “My request only applies to aircraft that comply with FAA guidance to be conforming Part 103 ultralights. Any of your [Affordaplane] aircraft requiring N-numbers will be counted via our main market share reporting. The Part 103 List and my surveying of the industry is an attempt to address the lack of knowledge about 103 ultralight numbers.”

Regarding my market questions, Dave wrote, “I am not sure that I have accurate numbers, as there is no earthly way for me to know if someone has actually built one for Part 103.” I understand his message.

However, he added, “That [Part 103 category] is what the Affordaplane was originally designed for, and many hundreds are flying. Now, a lot of people do [Experimental Amateur Built], but I have witnessed an explosion of new people into the sport, in the past five years.”

Homebulders can make changes as they wish, for example, this enclosure. Doing so may not stay in Part 103 but should still be “affordable.”

Affordable airplanes like Affordaplane are indeed reflecting the refreshed interest in Part 103, “Our facebook group has over 7,600 people in it,” Dave indicated.

“I think it is great what you are doing [with the Part 103 List] and I will be more than glad to help. I am very interested in your efforts,” Dave finished adding, “By the way, you know who lives about two miles from me here? John Moody, the father of Ultralights!”

Affordaplane — The Beginning

“I designed and flew the Affordaplane ultralight airplane starting back in 1999, and my life’s dream and mission has been to help people to fly,” remembered Dave. “For over 20 years I have helped a whole lot of people build and fly their own airplanes.”

“To me, ultralights are the ultimate expression of freedom,” he expressed. “You don’t need a license to fly them, but you do need training.”

“Give me a grass strip and a couple of bucks’ worth of gas, and I can go flying any time I want. I don’t need a radio, don’t need an expensive transponder, and I do not need an annual inspection. I do all the inspecting myself. When you build it yourself it gives you invaluable experience and confidence in the air that you just do not get by buying a completed airplane from someone else.”

“Most of the materials to build the Affordaplane you can buy locally. Nowadays you can get all your metal locally, even the windscreen came from Home Depot,” observed Dave. “Aircraft bolts you buy from an aircraft supply house. Your motor can come from many places, like Ebay or Barnstormers.com. The fabric to cover the wings and tail comes from Aircraft Spruce.”

Dave said, “The biggest ‘secret’ is that building an airplane like mine is easy …really easy, like building a large model airplane. You just have to pay attention to details, and … follow a good set of plans, step by step.

The Affordaplane Plans package now contains 173 information packed pages, and everything you need to build your own Affordaplane aircraft is included.

The Construction Manual is 68 pages of detailed photos and step by step instructions. For those who prefer, the plans can be delivered on a CD or digitally.

Affordaplane’s fuselage is [based on] square aluminum tubing with flat plate gussets bolting it all together. “I designed it this way for a number of reasons,” noted Dave. “One is that it’s extremely strong but light. Gyrocopters have used this method for decades. Two is you can cut it with a chop saw or jigsaw, drill it, and it is basically done. There is no welding involved at all with this airplane. You do not have to have welding equipment, and you never have to worry if your welds will hold. Plus, everything is out in the open, there is nothing hidden that can cause problems. You don’t even need to paint it.”

At least one builder made a two-seat version though this clearly does not comply as Part 103 ultralight.

“I have helped many people build their fuselage in one single weekend,” boasted Dave, “and that is unheard of in homebuilt aircraft construction. That just shows how simple this airplane really is to build.”

Affordaplane wings and tail are built from round aluminum tubing, the same type of construction as many other ultralight airplanes. Those surfaces are covered with Dacron, shrunk with a clothes iron, and painted with house paint. Dave reports that this method looks great and holds up for years. The airfoil used yields the most performance out of 40 horsepower.

“The stall is gentle and straightforward,” Dave claimed. “I designed full-span ailerons for the wings. Crosswinds are no problem at all. She goes where you point her.”

“If there is one thing I am most proud of, it’s how Affordaplane flies,” Dave said enthusiastically. “In a word: Great! All the pilots that have flown her say she is a very sweet flying airplane.”

Affordaplane appears to be a solid, proven design, one that has been flying for over 20 years and has logged thousands of hours. “If you build it as an FAR 103 legal ultralight, it comes out at 254 pounds,” Dave reported. “But many people now build it as a Experimental Amateur Built because they can log hours in their logbook. So it’s your choice.”

Technical Specifications
Affordaplane

  • Empty Weight — 254 pounds
  • Gross Weight — 540 pounds
  • Wing Span — 27.5 feet
  • Wing Area — 117 square feet
  • Length — 17.25 feet
  • Height — 5 feet
  • Engine — 35 to 40 horsepower
  • Never Exceed Speed — 75 miles a hour
  • Maximum Speed — 63 miles a hour
  • Cruise Speed — 55 miles a hour
  • Stall — 27 miles per hour
  • Range — 150 miles
  • Fuel Capacity — 5 U.S. gallons
  • Rate of Climb — 1,000 feet per minute
  • Takeoff Roll — 150 feet
  • Landing Roll — 150 feet
  • Build Time — approximately 250 hours

An average price to build Affordaplane ranges from $4,000-$7,000 for a flying, complete aircraft. Yep. I’d say this one certainly deserves the name affordable.

Compress Post ...

This website promotes a focus on affordable aviation, but the word “affordable” means different things to different people at different times. For some “affordable” may include Special LSA selling for more than $200,000. After all, that’s a fraction of a loaded Cirrus SR22, for example. For others, even $20,000 is more than they wish to spend. Fortunately, you have a wide variety of choices. Our April 2020 series was composed of ten articles about used light aircraft you can buy for less than $10,000. We also continue work on our Part 103 list. From the current count of 57 producers, most have choices that are affordable to most pilots plus you get the benefit of almost no regulatory authority over your flying activity (no pilot certificate, no N-numbers, no medical, plus you can buy ready to fly and maintain any way you wish). So, Now… Affordaplane Any design so named seems to fit our mission perfectly.

Expand Post ...

2020 Is History — How Did Light Aircraft Fare in this Year of Fear?

By Dan Johnson || 9 Comments

Everyone knows 2020 was arguably the most unusual year in anyone’s recollection. In such a time of global upheaval, how did the light aircraft industry fare?

This report took a bit more time as the effort to begin counting Part 103 ultralights altered our view of the FAA aircraft registration data. Most of you may prefer this simpler report, but the data hounds among readers can drill all the way down to the last aircraft on Tableau Public.

As always, my sincerest thanks goes to our premier datastician Steve Beste. His work is the primary resource for this report. While I deeply appreciated the work done for years by former data guy (and personal friend), Jan Fridrich, Steve’s career in databases gave him skills that few others possess. Since he’s also “one of us” — a trike owner and pilot — Steve understands what we hope to achieve better than data experts outside affordable aviation.

We believe the following information is the best and most reliable found anywhere in the world. However, any sharp readers who see errors or omissions are encouraged to speak up; we have often benefitted from reader input and welcome any chance to improve our reporting.

2020 and Covid
Surviving or Thriving?

Steve Best summarized, “Registrations grew by about 4% in 2020, down from 10% growth the year before.”

Many may be surprised. Registrations grew? …in 2020!? Indeed, they did, and that’s without counting Part 103 ultralights that do not need to be registered with FAA. We’ll have lots more on Part 103s in a couple months (the effort continues to contact all 57 producers currently identified).

Other than Part 103 vehicles…

“The market splits into three distinct categories,” Steve began. He listed: “1️⃣ Zenair/Zenith, which registered* almost twice as many aircraft (86) as anyone else in 2020, followed by 2️⃣ the next four, each with over 40 registrations in 2020, and then 3️⃣ everyone else.” Trailing the longtime leader of this segment was Van’s and their RV-12 (we do not cover the other models Van’s sells), followed by Kitfox, Rans, Sonex, and Just.

“The leading registrations were almost all kit-built planes that can be flown by someone with a Sport Pilot certificate or using those privileges with a higher certificate — hence, “Sport Pilot kits.” Van’s Aircraft’s RV-12 can be bought factory-built as an SLSA, but of the 54 RV12s registered in 2020, only 11 were RTFs.”

Aeroprakt A-22 SLSA — photo from JetPhotos.net, photographed by Dallas Presser ©.

Builders completed their kit-built planes at a good pace in 2020. In the chart below, the red line shows factory-built aircraft, SLSAs and ELSAs. The brown line shows kit-built aircraft.

Steve observed, “Historically, most of ‘my’ kind of aircraft have been factory-built but that’s no longer true. Now factory-built and kit-built are on par.” Indeed kits have been rising faster since about 2015 — where from 2005 (when the first SLSA were accepted by FAA) through 2014, ready-to-fly aircraft were pulling away.

Why is this true? Many reasons might explain but affordability is a key element and, no question about it, investing your labor reduces the cash outlay to have your own airplane. At the same time, the sophistication of Special LSA has risen over the years. Features such as bigger, more powerful engines, autopilot, big fancy panel displays, leather interiors, complex manufacturing with carbon fiber, and the cost of complying with ASTM standards has increased the cost of some SLSA beyond $200,000. At this price point, some readers note a recreational aircraft can cost more than your house (not in California or New England, perhaps, but in many U.S. regions this may be true).

“Look at the slope of the lines,” Steve advises. “The brown (kit) line is steeper, especially last year. That means two things: First, a lot of people finished their kit planes in 2020 – more than finished them in 2019 (so that’s how they spent their lockdown time). Secondly, people are buying more kits than factory-built aircraft. Of course, there’s a lag in the data*. Some of those 2020 completions represent purchases from years before. Still, the kit segment has overtaken the factory-built segment.”

Special and Experimental
Light-Sport Aircraft

Aside from fixed-wing Sport Pilot Kits, Italian gyroplane maker Magni more than doubled its registrations.
Among ready-to-fly (RTF) models, Scoda’s Super Petrel amphibian had a breakout year.

A Magni fully-enclosed M-22 Orion is decked out with Beringer “Shock Wheels.”

Yet all is not well. Icon sunk from 5th place to 15th, with just 13 registrations, down from 42 last year. AutoGyro’s numbers dropped 38%. “The largest gyroplane manufacturer in the world is reportedly undergoing a ‘corporate restructuring,’ Steve noted. We do not cover the Primary Aircraft category where some AutoGyro models may appear after they spent generously to achieve that certification with FAA. With the coming LSA regulation preparing (we believe) to allow SLSA gyroplanes, the advantage in  having Primary Category approval is diminishing.

Whatever the explanation, Italy-based Magni surged from well behind the market leader to race ahead in the American gyroplane market for 2020.

LSA Seaplanes — a category all its own. Two companies stand out from the rest in 2020.

Datastician Steve wrote, “Progressive Aerodyne‘s SeaRey is the leader among amphibians now that Icon has slipped.” This must be particularly delicious for those working at the Tavares, Florida airplane manufacturer. SeaRey existed long before Icon Aircraft. Once solely a kit builder, after adding SLSA models Progressive has steadily marched forward, even during ownership and management changes. Searey’s steady performance year in and year out wins the match against A5. These days, the two are priced dramatically differently and Searey remains a great value.

Brian Boucher flies the Scoda Super Petrel LS with gear retracted.

Coming in 2021, however, is New Zealand’s Vickers Wave that expect first flight this spring. Although presently a kit producer, Aero Adventure will being offering a fully-built model and its price point is sure to attract new buyers for this long-proven design.

One statement is true for LSA seaplanes and all other recreational segments: The ease of market entry compared to conventionally-certified “legacy” airplanes is sure to keep developers on their toes, demanding they continually make their aircraft more desirable.

Brazil’s Scoda Aeronautica‘s Super Petrel LS has joined the leaders with a breakout year in 2020. See video below.

Alternative Aircraft
Trikes/Gyroplanes/Powered Parachutes

Fixed wing, three axis aircraft have dominated Light-Sport Aircraft since the start. However, what I term “alternative aircraft” (anything not a fixed wing three axis model) have long made up about a quarter of the total and this remains true.

Photographed and flown by Amy Mednick of Evolution Trikes.

In this new year, I suspect we will find that Part 103 ultralights will factor in significantly. Among these lightest powered, wheeled aircraft, fixed wing, three axis will be the lion’s share but alternative aircraft represent a percentage you cannot ignore.

My expectation is that unit sales of Part 103 fixed wing and alternative models may exceed the total of SLSA/ELSA models sold. They are less costly by a wide margin — in some cases only one-tenth the cost of a deluxe Special LSA.

Reviewing the charts and tables accompanying this report, Steve noted, “Except for Magni, gyroplane registrations were down. This hot segment seems to have cooled a bit in 2020.” I would add that this could change a lot once the new regulation is announced and ready-to-fly gyroplanes can be sold by any company that earns FAA acceptance via ASTM industry consensus standards.

“Trike registrations were flat overall,” Steve said. However, he added, “Evolution Trikes had a big comeback in 2020. Interestingly, they registered only one of their high-end Revo trikes. Fortunately, Larry Mednick branched out into the mid-sized RevoLT and the single-seat RevX. The latter is like a high-performance ultralight, so perhaps its numbers are a side-effect of the boom in ultralight sales this year.” Evolution also makes a Part 103 model called Rev that also experienced a robust year in 2020, Larry reported.

“Powered parachutes (PPCs) recovered from 2019, but Powrachute brand may soon be the only company in the segment,” Steve wrote. The Michigan producer — which also manufactures components for Evolution Trikes — nearly doubled its registrations from 2019 to 2020. Six Chuter came back from zero in 2019 but their numbers are small.

Some other PPC producers have models that show up nowhere. SkyRunner and it’s gnarly, large, and “twin-engined” combo powered parachute and ground vehicle made several sales to the U.S. government and military. These units require no FAA registration so do not appear in our tabulations. No other powered parachute make emerged into the statistics opening the door for new entrants.

•   •   •   •   •   •   •

That’s our look at affordable aircraft in 2020. Building a kit can be a largely solo activity and sport aircraft are flown solo most of the time. Therefore 2020 was not the horrid year it was for someone working in hospitality, restaurants, gyms, churches, or other “non-essential” activities.

If you’re one of many who kept flying in 2020, good for you! Enjoy your aerial freedom!

Scoda’s Super Petrel is one producer that had a stellar 2020. The following beautifully-done video offers a quick glance at production and shipment of this unusual bi-plane LSA seaplane.

* Registrations are not sales or deliveries. Kit-built aircraft are rarely registered in the same year they were delivered so kit registrations in 2020 may not reflect 2020 sales, which could have been lower or higher. Special and Experimental LSA of any kind are likely to be registered the same year they were manufactured. Over time, registrations and deliveries tend to align.

Compress Post ...

Everyone knows 2020 was arguably the most unusual year in anyone’s recollection. In such a time of global upheaval, how did the light aircraft industry fare? This report took a bit more time as the effort to begin counting Part 103 ultralights altered our view of the FAA aircraft registration data. Most of you may prefer this simpler report, but the data hounds among readers can drill all the way down to the last aircraft on Tableau Public. As always, my sincerest thanks goes to our premier datastician Steve Beste. His work is the primary resource for this report. While I deeply appreciated the work done for years by former data guy (and personal friend), Jan Fridrich, Steve’s career in databases gave him skills that few others possess. Since he’s also “one of us” — a trike owner and pilot — Steve understands what we hope to achieve better than data experts outside affordable aviation.

Expand Post ...

Airshow 2021 Calendar Changes — Aero Friedrichshafen Reschedules …Again

By Dan Johnson || 2 Comments

After nearly a year of precious few such events, trying to plan for airshows you wish to attend in 2021 remains complicated by a variety of factors.

You’ve heard about vaccines and lockdowns and executive orders until you are thoroughly exhausted by it all. Some TV networks unrelentingly tell you virus numbers that can discourage even the most ardent of optimists.

We’re pilots! We want to fly! Doing so productively means keeping up with the latest hardware and software and hearing from experts on a variety of topics from kit aircraft assembly to weather to regulations. Much of this we can learn quickly, efficiently — and this is very important — enjoyably at airshows.

Aero in July

Since its beginning in 1992, Aero Friedrichshafen has always occurred in April, a wonderful time of year in the southern German region of Bavaria. Along with nearly every other aviation event, Aero was scrubbed in 2020. One delightful exception was Chris Collins‘ Midwest LSA Expo that went on as usual in early September. Gosh, that was a nice break.

As anyone can read everywhere you look, a new virus strain is already starting to upset things in 2021. A rescheduled Aero set its sights on April as usual. I was exceedingly pleased when leader Roland Bosch and his team placed the dates so those of us who wish could attend both Sun ‘n Fun and Aero. Yay!

However, it was not to be.

Now, Aero has rescheduled again, this time for July 14-17, 2021 in the very south of Germany, on the Bodensee (or Lake Constance) bordered by Switzerland on the opposite coast.

Aero 2021 will operate only days before EAA AirVenture Oshkosh 2021 starts on July 26th.

One can hope both Aero and Oshkosh happen in July and that Sun ‘n Fun 2021 can go forward as planned for April 13-18, 2021.

I reported on this as recently as January 8th and then updated that article on January 14th. Here we are on the 21st and things obviously still remain fluid. I’ve got my fingers crossed for no more changes. ??????

Compress Post ...

After nearly a year of precious few such events, trying to plan for airshows you wish to attend in 2021 remains complicated by a variety of factors. You’ve heard about vaccines and lockdowns and executive orders until you are thoroughly exhausted by it all. Some TV networks unrelentingly tell you virus numbers that can discourage even the most ardent of optimists. We’re pilots! We want to fly! Doing so productively means keeping up with the latest hardware and software and hearing from experts on a variety of topics from kit aircraft assembly to weather to regulations. Much of this we can learn quickly, efficiently — and this is very important — enjoyably at airshows. Aero in July Since its beginning in 1992, Aero Friedrichshafen has always occurred in April, a wonderful time of year in the southern German region of Bavaria. Along with nearly every other aviation event, Aero was scrubbed in 2020.

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Wood to Composite — Sensenich Leads the Way in Recreational Aircraft (and More)

By Dan Johnson || 2 Comments

In the early 1930s, Sensenich began making propellers …from wood. Almost a century later, wood remains a very viable material for props and many recreational aircraft owners are happy about that because wood is light and less costly.

However, times advance inexorably. Wood lead to metal which gave way to composite, a category now including carbon fiber. Through it all, Plant City, Florida-based Sensenich has managed to keep their products “right on the nose” (except for pusher configurations, of course).

The company quartered only a few miles from Sun ‘n Fun introduced metal propellers in the 1940s, developed composite propellers in the late 1990s, and continues to push boundaries in the light aircraft, unmanned, and marine propulsion markets. For those unaware, Sensenich has built a substantial business making large diameter, very-wide-chord props for airboats.

Recreational and More

Sensenich is so common on the light aircraft that we cover on this website that some readers may not even be aware of the brand’s use on FAA-certified aircraft. Of the “well over 850,000 propellers” Sensenich said they have shipped, most went on certified aircraft. They know how to meet those regulations.

Video below shows aspects of the ground adjusting mechanism.

Recently, the company announced it was won a Supplemental Type Certificate (STC) for its carbon ground-adjustable pitch STOL propeller for Piper Super Cub Aircraft. An STC is required when modifying a certified aircraft; usually handled in the field to benefit a single aircraft.

This new STC allows installation on PA-18 “150” aircraft powered by Lycoming O-360 series engines, with future STCs planned for Lycoming O-320 powered Super Cubs and certain popular training aircraft.

“Our Experimental Amateur-Built aircraft customers have been raving about this propeller for several years, and now we can offer the same step up in performance to our certified customers,” says Sensenich president, Don Rowell.

Don continued, “This propeller’s quick and sure pitch adjustment (nearby image) gives the customer the option of maximum performance no matter what the flight profile may be.”

Want to see those fat props work? Watch the video below and check the acceleration of one airboat.

Sensenich reported that extensive testing required during the certification project in Alaska showed improved take-off, climb and cruise performance compared to what’s considered the industry standard fixed-pitch STOL propeller.

“When pitched for the same climb rpm as the standard propeller, climb rate was increased by 140 feet per minute, cruise speed was identical, and full-throttle level-flight speed increased by seven miles per hour. When repitched to match the industry standard propeller’s climb rate, cruise speed was increased by eight miles per hour and full-throttle level-flight speed increased by 18 miles per hour.” These substantial gains appear to show the recreational aircraft industry that has used these props have long enjoyed improvements that factory-built, FAA-certified aircraft wanted.

Performance is not only measured in speed or rate of climb. Weight also matters.

Sensenich’s new composite propeller is listed at half the weight of the legacy STOL propeller: 21 pounds for the new Sensenich prop versus 44 pounds for a metal unit.

The propeller is available in diameters from 78 inches to 82 inches. The STC also covers a 12-inch diameter balanced composite spinner.

This STC will be available for new-build propellers starting the first quarter of 2021. Pricing for the propeller with STC documentation is $6,350 FOB Plant City. Adding the spinner brings the price to $7,085 including STC documents.

While Sensenich continues to open new markets for their well-received propellers, they remain a leading supplier to the Light-Sport Aircraft, Sport Pilot kit-build, and ultralight segments.

Compress Post ...

In the early 1930s, Sensenich began making propellers …from wood. Almost a century later, wood remains a very viable material for props and many recreational aircraft owners are happy about that because wood is light and less costly. However, times advance inexorably. Wood lead to metal which gave way to composite, a category now including carbon fiber. Through it all, Plant City, Florida-based Sensenich has managed to keep their products “right on the nose” (except for pusher configurations, of course). The company quartered only a few miles from Sun ‘n Fun introduced metal propellers in the 1940s, developed composite propellers in the late 1990s, and continues to push boundaries in the light aircraft, unmanned, and marine propulsion markets. For those unaware, Sensenich has built a substantial business making large diameter, very-wide-chord props for airboats. Recreational and More Sensenich is so common on the light aircraft that we cover on this website that some readers may not even be aware of the brand’s use on FAA-certified aircraft.

Expand Post ...

Modernized Part 103 Ultralights; Here Is Aeroplanes Dar Solo UL and More

By Dan Johnson || 15 Comments

Excitement surrounding Part 103 Ultralights continues. Considering what a nightmare of a year the entire world has experienced, many find it incredible that 103s are not only surviving, but thriving.

We still have such models as the popular CGS Hawk and Aerolite 103 that are gusseted-tube structures with Dacron wings; this remains a great choice for light aircraft.

However, we are also getting some advanced configurations. Examples reported recently here are the Aeromarine LSA Merlin Lite, Sector’s Spark, and Top Rudder’s Solo.

In this article, I look at another entry after a reminder from an alert reader …one on which I had previously reported. This one has been around a few years but never established any U.S. presence. That could change as 103 types continue their growth.

Small Airplane Specialist
Aeroplanes DAR

Airplanes Dar is a small innovative company with a long history that started in the previous century… on June 24th, 1917. “We are proud to say that we are older than Boeing,” boasted the company. “Our main activity is the production of light high quality single and two seat planes.”

Aeroplanes Dar’s main production facility is in Sofia, Bulgaria (a few hundred miles straight north of Athens, Greece). This location has advantages, the company believes. “We stay competitive in terms of prices [because in] Bulgaria taxes are the lowest in all of Europe.”

Although Aeroplanes DAR goes back more than 100 years, it changed dramatically in 1995 when a man named Tony Ilieff took over the company, making serial production a priority.

“Our target is mass production of single, two and four-seated ultra and light planes based on all-metal technology,” said Tony. “For this purpose we created a special sheet management technology in which all aluminum details are cut by laser and shaped by CNC machines.”

Aeroplanes DAR is not solely an aluminum-bending company. “In addition, we are working on the use of composites in our constructions as they provide us with certain advantages: weight, strength, and price.”

Family of Models

Tony’s first designs were very different than today’s models. As the current line emerged in 2008, it started with a two seater — the Duo — then a Part 103-compliant model weighing 115 kilograms (the U.S. Part 103 maximum), followed by a German 120-kilogram Class version as that category was established. Other countries also use similar systems aiding very light aircraft with a lower level of regulation.

A worker assembling Solo’s wing. See a three-view drawing from Aeroplanes Dar’s Facebook page.

Both single seat, single engine ultralight airplanes called “Solo” are assembled with mixed construction: aluminum wings and composite airframe. “New advanced technologies have been introduced and the result is a remarkable aircraft of extra low weight and good flight performance,” claims Aeroplanes Dar.

Using their Sheet Management software, assembling elements such as metal wings and tail surfaces “is easy; the subjective factor at work has been eliminated,” the company said.

Composite parts in both Solo models are made by carbon, aramid and fiberglass in molds under vacuum and controlled temperature. “Using this technique, the central (front-to-back) beam and vertical stabilizer has been combined in one. Main landing gear is fiberglass built with a new two-stage vacuum process.”

“Originally our Solo was designed to be sold as an airplane kit,” explained Tony. “That’s why airfoil and assembly have been specially chosen and modified to be easily handled by customers and can be assembled on a regular workshop table. The customer receives all-important parts ready for final assembly. These important features are required for a product that will be sold as kit set, intended for private manual assembly.”

With a two-seat Duo model, Aeroplanes Dar offers an ideal trainer although this  model does not presently qualify as a Special LSA as needed for paid flight instruction.

Dar Solo ultralight airplane available in two main versions including one appearing to meet U.S. Part 103 specifications. See the specifications for this variety below.

An all-metal wing and composite fuselage elements give Solo a modern look.

Solo 115 (the choice for Americans as mentioned on their Facebook page) has a maximum takeoff weight of 540 pounds and an empty weight of 254 pounds. With flaps extended, stall makes Part 103 at 24 knots and cruise speed is also where it needs to be at 50 knots. Polini is the recommended engine choice although Airplanes Dar does support others and previously used Hirth F33. With a Polini, Solo offers a 400 foot per minute climb rate.

“This aircraft also meet other national regulations such as Russian 115, Korean, Brazilian, and others,” said Tony. Powered by Polini Thor 200 EVO (28 horsepower). A Galaxy GRS 240 rescue system is an available option; such systems are required in Germany.

TECHNICAL SPECIFICATIONS
DAR Solo UL

  • Wing Span — 31 feet
  • Overall Length — 15.6 feet
  • Overall Height — 8 feet
  • Wing Area — 105 square feet
  • Cabin Width — 24 inches
  • Empty Weight — 254 pounds (267 pounds with airframe parachute)
  • Maximum Takeoff Weight — 540 pounds
  • Maximum Loading — +4/–2 G
  • Fuel Tank Capacity — 3.3 U.S. gallons
  • Take-off Ground Roll — 460 feet
  • Rate of Climb — 400 feet per minute
  • Cruise Speed — 50 knots
  • Maximum speed — 57 knots
  • Stall Speed (clean) — 27 knots
  • Stall Speed (max flaps) — 24 knots
  • Fuel Consumption at Cruise — 1.7 gallons per hour
  • Range — 70 nautical miles
  • Engine — Polini Thor 250

Aeroplanes DAR presently has no supplier in the USA, but a Canadian dealer sells Solo UL for the present-day equivalent of $18,900 in ready-to-fly form. Of course, this is subject to change but that will strike many potential buyers as a good price. Given the appeal of Tony Ilieff’s designs, a U.S. importer seems inevitable.

Compress Post ...

Excitement surrounding Part 103 Ultralights continues. Considering what a nightmare of a year the entire world has experienced, many find it incredible that 103s are not only surviving, but thriving. We still have such models as the popular CGS Hawk and Aerolite 103 that are gusseted-tube structures with Dacron wings; this remains a great choice for light aircraft. However, we are also getting some advanced configurations. Examples reported recently here are the Aeromarine LSA Merlin Lite, Sector’s Spark, and Top Rudder’s Solo. In this article, I look at another entry after a reminder from an alert reader …one on which I had previously reported. This one has been around a few years but never established any U.S. presence. That could change as 103 types continue their growth. Small Airplane Specialist Aeroplanes DAR Airplanes Dar is a small innovative company with a long history that started in the previous century… on June 24th, 1917.

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Airshows in 2021: Better News on the Horizon but Some Early-Event Cancellations

By Dan Johnson || 5 Comments

UPDATE 1/14/21 — Regretfully, I must announce that DeLand has cancelled its Flyway to Highway event “due to Covid-19.” —DJ

After a year of great uncertainty, the earliest airshows of 2021 are feeling the pressure. However, by spring, several organizers hope for great improvement. Here’s some review, good news first and then some cancellations.

Flyway to Highway
DeLand, Florida

Lead organizer Jana Filip first rescheduled the November 2020 DeLand Showcase until January, but that got scrubbed by a very cautious city of DeLand. Now, Jana will host Flyway to Highway at the end of this month.

My friends at General Aviation News got the news out early, “DeLand Airport will host a one-day fly-in/drive-in event on January 30, 2021. Co-sponsored by automaker Tesla, anyone who shows up at the DeLand Airport Management Center can take a test drive in a new Tesla.” Quite a few airplane companies will also display. Come check them out.

I tell you what! If you haven’t driven a Tesla, you may be in for a treat. I did some years back at the now-defunct Palm Springs, California show. What a hoot! I told lots of people I’ve never driven a car that accelerated so quickly outside of a couple race cars I’ve been able to take around a track. Whoa!

Come see for yourself and check out the airplanes on display, including Alto, Aerolite 103, SeaMax, and Aventura, among others. I hope we might run into one another as I’ll be present. The event runs one day from 9 AM to 2 PM.

DATE: January 30th, 2021 • GPS address: 1000 Flightline Boulevard, DeLand, FL 32724.

Sun ‘n Fun 2021
“Back” and Ready

I already wrote about Sun ‘n Fun’s Holiday Festival (video below), their version of cars and airplanes, held on December 4th and 5th of 2020. I went on Friday and found the site similar to their regular Sun ‘n Fun airshow, for year occurring in April of each year.

As everyone knows by now, Sun ‘n Fun made a grand effort to reschedule amid rapidly expanding virus fears but still had to scrub when May of 2020 brought still-rising infections.

This was surely a very painful decision. I understand that the six-day event provides a substantial portion (some say 70%) of the organization’s annual budget. They certainly cannot absorb a second year of such devastating loss, so I’ve got all my fingers crossed and am holding my hopes high for them.

Sun ‘n Fun notes, “From humble beginnings in 1974 as a fly-in for sport aviation enthusiasts, Sun ‘n Fun  has grown into one of the largest and most successful aviation events — Florida’s largest annual convention of any kind drawing more than 200,000 visitors.” I hope you can be one of them this year!

It’s simple, really. You like the event. They need you to attend. Go. Look. Fly!

DATES: April 13th to 18th, 2021

Europe’s Best (IMHO)
Aero Friedrichshafen 2021… is ON!

When I asked the main man about Aero Friedrichshafen, the show’s longtime leader, Roland Bosch, wrote, “I’m very confident that the venue will held as planned. After Easter, normal life must go on.”

“We have a lot of confirmed exhibitors booked,” Roland continued. “We also have exhibitors still waiting with their decision till February.

“Vaccine and warm weather in spring will help additional. Also we have a perfect anti-corona concept which worked very well at the boat show, “Interboot,” in September 2020. This marine event is held in the same city convention center as is Aero. Friedrichshafen is located on the huge Lake Constance or Bodensee.

“We will also run our Aero South Africa show in July 2021.” Lead by Roland, the Aero team will also visit AirVenture this year so American companies wanting to explore opportunities in Europe can speak to key Aero team members.

DATES: April 21st to 24th, 2021 — Friedrichshafen, Germany (on the south border across from Switzerland).

The Big One
EAA AirVenture Oshkosh

Recently I had dinner with a top executive of EAA. He believes the organization is ready for 2021 and that their late-July event is on a good footing.

As with Sun ‘n Fun, the one-week AirVenture show fuels a lot of what EAA does all year so they took a bit hit.

“We had a ‘rainy day fund’ for exactly such eventualities,” he said, “so EAA remains on a solid financial footing.” However, he acknowledged that they need this to occur to shore up the future. Of course, we all hope this event goes on as presently planned. While vital for EAA, someone in my shoes is very keen on these airshows being executed so my effort of content gathering goes on unabated.

EAA offices have been operating normally since August and even the EAA Museum is back to about 50% capacity, with both offices and museum implementing all the latest advice about virus protections.

DATES: July 26th to August 1st, 2021

What’s NOT Happening?

One of the sad cancellations is the Illinois Ultralight & Light Sport Aircraft Safety Symposium. You might imagine that one state’s event is not particularly significant, but this one has been going on for 40 years… yep, 40! That’s about as long as the U.S. has enjoyed Part 103 ultralights.

Organizer Vickie Betts wrote, “With the increasing number of Covid cases and the certainty that only a small portion of the general population will have received a vaccine by that date, we felt it was prudent to cancel the event for safety reasons.” Instead, she and other organizers will focus on their 2022 symposium.

Another Covid dropout is the Copperstate/Buckeye event last held in February of 2020 before the sky fell on everyone. The Phoenix, Arizona-area event — a joint venture between the 48 year-old Copperstate event (it started the year before Sun ‘n Fun) and the newer but city-promoted and widely-attended Buckeye Air Fair — has worked exceptionally well the last few years.

Fellow aviation enthusiast, builder-assist center partner and representative for the Flying Legends Tucano, ICP Savannah, and Arion Lightning, Jack Norris, wrote simply, “Copperstate is cancelled.”

Instead, organizers plan to have a limited Fly-In on Saturday, February 13th for those wanting to participate.

Perspective: Attending Copperstate in February 2020 was the last time I was on an airliner. My hopes are high for much improved 2021 airshow season. I’ll attend all that go forward and report from each.

Compress Post ...

UPDATE 1/14/21 — Regretfully, I must announce that DeLand has cancelled its Flyway to Highway event “due to Covid-19.” —DJ After a year of great uncertainty, the earliest airshows of 2021 are feeling the pressure. However, by spring, several organizers hope for great improvement. Here’s some review, good news first and then some cancellations. Flyway to Highway DeLand, Florida Lead organizer Jana Filip first rescheduled the November 2020 DeLand Showcase until January, but that got scrubbed by a very cautious city of DeLand. Now, Jana will host Flyway to Highway at the end of this month. My friends at General Aviation News got the news out early, “DeLand Airport will host a one-day fly-in/drive-in event on January 30, 2021. Co-sponsored by automaker Tesla, anyone who shows up at the DeLand Airport Management Center can take a test drive in a new Tesla.” Quite a few airplane companies will also display.

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A New Year and Part 103 Aircraft Keep Coming — Here’s Viera and Desire

By Dan Johnson || 6 Comments

As work on my Part 103 List continues, I have reached out to producers of the lightest, most affordable airplanes you can buy. The list is now 54 producers and yet I am aware more may show up to be counted. That’s good. More choice in affordable airplane benefits pilot consumers.

Viera landing at Popham, UK

In 2020, the most-read articles appearing on this website were about affordable aircraft — updates describing FAA’s new regulation for Light-Sport Aircraft were also popular.

After a decade or more when many pilots believed Part 103 ultralights had all but disappeared, I am delighted to say those people were simply wrong. Part 103 is very alive and well, perhaps healthier than at any time since the category was created in fall of 1982. The volume of people visiting this website — up more than 50% in 2020 — and a majority of those visitors choosing to read about 103s provide numerical proof that interest in these aircraft is large and growing.

Further evidence: the January 2021 EAA Sport Aviation title has a cover story on Brian Meyer‘s EZ-103,  a one-off custom Part 103 design that looks like Legal Eagle spawned an offspring with Top Rudder’s Solo 103. The January magazine also has an article on the electric eGull from Earthstar Aircraft genius designer, Mark Beierle. EAA editors saw fit to dedicate a total of 18 pages to these two stories, one-sixth of all the pages in the new issue (image at bottom).

Flying Future Vehicles

If you are well-read in light aircraft, you may recognize the name Marek Ivanov. “It sounds so familiar. Why?” you might ask. Actually this man is a very important figure from the Czech Republic where he has been involved with many airplanes you know. His Future Vehicles website shows an impressive flow of airplane photos, many of which you will recognize and all of which have Marek’s fingerprints on them He didn’t design all these but he contributed his engineering skills to their development. Go here to see the long list of light aircraft on which Marek has worked.

As we met more than once in this millennium, and because I was working on the Part 103 List, I reached out to Marek following the advice of Flight Design USA proprietor, Tom Peghiny. Although I’ve had no contact with Marek in recent years, he remains a force in light aircraft design and production.

“I have still in production Viera and Desire airplanes,” Marek confirmed just before Christmas 2020.

Viera, Desire, Skyboy,
Sparrow, and more

“I think you know Viera was produced by the Interplane company,” he recalled. Yes, I did know this. For those who may have forgotten, Interplane was the company behind the once-popular Skyboy. Here is my full-length pilot report on the aircraft from 2004.

Marek remembered, “You and I met in Sebring in 2008. I was CEO of Interplane at that time.”

After American Interplane owner Ralph Mandarino retired more than a decade back, Marek said, “I produced Viera in my company, IvanovAero. In 2018, Marek transferred all activities to his new company, Future Vehicles.

“I’m still offering those airplanes and we have all tools for Viera and we are ready to build it, but honestly, we haven’t sold any for a long time,” Marek admitted. “Usually, all sales were stopped due to transport costs. It is a light and relatively cheap airplane but it requires a 20 foot shipping container for transport to America. Of course, we can load five Vieras to the container, but I was not able to convince customers to buy five instead of one to reduce transport costs.” Indeed, today, no one represents Viera in the USA but given the modern intensity of interest in Part 103, that could change.

Viera is a monowheel Part 103 airplane that was also made in tricycle gear form, though I am unsure if the tri-gear version can comply with Part 103 weights and speeds. To familiarize readers, here are two short articles on Viera, one from 2007 and another from 2008.

Although Americans are less familiar with monowheel-equipped aircraft, this construction is commonly used on sailplane gliders, part of their never-ending mission to reduce drag. As do many Europe-trained aeronautical engineers, Marek has experience in sailplanes. Monowheels can be particularly good for off-field landings — for which sailplanes need always to be prepared should they lose sustaining lift and have to make an out-landing. Also, in Europe, where airports commonly charge for each and every landing (imagine that, you lucky Americans!), an aircraft that does not demand a registered airport can save a lot of money.

Unseen by Americans (including me), Marek said Desire is also Part 103. While it is a one-off custom design, “we can deliver it within less than 12 months if there is demand,” he said. Marek referenced that capability due to the rules I’ve created for an aircraft to be included in the Part 103 List. To make it quicker for readers, I repeat the four rules below the video.

Marek is indeed a busy fellow. He is also the man behind a two-seat 912-powered aircraft called Sparrow. If I’m fortunate enough to get to Aero Friedrichshafen 2021, I hope to see more of Marek’s work and perhaps to interview him.

Here is Marek’s video of his Desire design. Enjoy!

Part 103 List Rules

To be included in the coming Part 103 List, all aircraft must meet these four rules:

1️⃣ Current production aircraft only. If an aircraft is not actively being sold today, I will not include it, however, I have listed some “in development” models as they are from known producers who have made Part 103 aircraft before. Multicopter designs will notbe included as none have entered the market to-date.

2️⃣ An aircraft must be able to qualify for Part 103 according to FAA’s Advisory Circular AC-103-7. This can include a kit-built Part 103 aircraft that a buyer may register in Experimental class so long as it can genuinely comply with Part 103 parameters. Part 103 Ultralights built from plans will also be included.

3️⃣ Powered, wheeled aircraft in these configurations: fixed wing, weight shift trike, powered parachute, gyroplane, motorglider, or paraglider with wheeled carriage.

4️⃣ No one-off, custom designs or aircraft still in an early development phase. I only want aircraft that a customer can buy for delivery within the next 12 months.

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As work on my Part 103 List continues, I have reached out to producers of the lightest, most affordable airplanes you can buy. The list is now 54 producers and yet I am aware more may show up to be counted. That’s good. More choice in affordable airplane benefits pilot consumers. In 2020, the most-read articles appearing on this website were about affordable aircraft — updates describing FAA’s new regulation for Light-Sport Aircraft were also popular. After a decade or more when many pilots believed Part 103 ultralights had all but disappeared, I am delighted to say those people were simply wrong. Part 103 is very alive and well, perhaps healthier than at any time since the category was created in fall of 1982. The volume of people visiting this website — up more than 50% in 2020 — and a majority of those visitors choosing to read about 103s provide numerical proof that interest in these aircraft is large and growing.

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Quantum Development… Brazilian Part 103 Ultralight Entry Explained by Designer

By Dan Johnson || 10 Comments

Welcome to a New Year! …and to a new airplane, a new Part 103 entry to be specific.

One of the most amazing discoveries of 2020 — the year Covid upset lives around the globe — is the particular and peculiar strength of Part 103 ultralights.

In a year that has seen hundreds of thousands of small businesses fail under the pressure of executive orders, and the lockdown of an amazing percentage of the world’s individuals, the littlest airplanes have found new life.

Are you surprised? I was… despite being a fan of Part 103s for several decades.

What will happen in 2021 and beyond? No one has a crystal ball but I am going to guess that we will continue to see strength in the 103 segment for one primary reason: affordability.

You Can Afford
Your Own Aircraft

FAA’s Part 103 is an American phenomenon, dating to 1982, when the nearly 40-year-old regulation was issued. Did lead rule writer, Mike Sacrey and his band of bureaucrats know what they were unleashing? How could they? They could not see the future any better than anyone else.

Yet, four decades later, this segment is thriving beyond what many pilots are willing to believe.

Now, fresh from the aviation-oriented land of Brazil comes a new entry. While Sector Aircraft works to shore up financing for their two-seat LSA Hero project, designer André Godoy completed his single seat Quantum project and is trimming weight to make it qualify as a U.S. Part 103 vehicle (more on that below). Here’s how he describes his project.

EAA Oshkosh 2019 — “Dan, at the last EAA event in Oshkosh in 2019 we almost met. In fact, I saw you but I was ashamed to go and talk without having pre-arranged it. At this air show, I found a great place to sit and eat a hot dog and grabbed my sketch notebook that is always with me. While eating my sandwich, I finished the main sketch of my first ultralight project, Quantum.”

Part 103 in Brazil — “Brazil has recently launched a standard for ultralight aircraft: RBAC-103. This standard allows an empty weight limit of 440 pounds, a maximum speed of 100 knots and an aircraft can be two-place. This configuration greatly facilitated my Quantum project and we have achieved good results within this Brazilian category. However, RBAC-103 serves few countries.”

Quantum Design — “When I returned to Brazil, I sat at my workstation and started working a lot on the 3D project. Using the engineering software called SolidWorks, I devised several good engineering solutions.”

Describing the Project

“I decided to use the fantastic Hero wings. As the two aircraft are quite different, I made some modifications. Quantum has a trapezoidal aluminum wing with a profile from engineer Harry Riblett. It was never used on any aircraft but in the initial simulations they behaved very well so I decided to use it. I removed the flaps and the machined spar of Hero and added lift struts. I kept the wing tips and the result weighs only 55 pounds per wing including aileron. At that moment I found that I was on the right path!

“I made the tail with NACA-008 profile, where in Flow Simulation trials, that shape gave more control power at low speeds. I continued with the design and in November 2019 the plane was ready, as well as all software and real load tests, and we were just waiting for our engine to arrive, a Polini Thor 250DS (Sector has become the Polini dealer in Brazil). In December 2019 we started the first tests on the ground, we had a very pleasant surprise with the results but we needed adjustments and improvements in the prototype.

“In January 2020 we made the first flight and started the flight tests. Because I had recently finished an LSA project (Hero), I used the ASTM-2245 standards to make Quantum, mainly following the structural load and flight items. We created a quality assurance manual, and all this experience will help when we start manufacturing the Hero.

“Following ASTM standards, Quantum flight tests used the same flight test cards as we did for Hero. We logged approximately 25 hours and after this validation period we start calling friends to fly the new bird,  including pilots such as Captain Bertolini, who flew many military planes and was for more than 15 years a test pilot for Embraer. His input helped me refine the design and we already have sales of Quantum in Brazil and production has started, which is very good for us.”

Flying Quantum

“As I prefer not to brag about my own design, I collected information from the experienced pilots who flew Quantum.

“Coordination maneuvers went beautifully. Approaches to landings showed good stability even in crosswinds. Touchdown does not require exceptional effort; abrupt corrections are not needed as Quantum delivers a smooth and pleasant ride.” By late November 2020, André added, “We have logged 56 hours and the experience of more than 18 pilots.”

Handling Qualities — “Flight controls use cables and pulleys for the ailerons and rudder, and control rods for the elevator, giving Quantum harmony and maneuverability characteristics comparable to larger, heavier planes. Making a turn with Quantum does not require corrections with the rudder as Frise-style ailerons help Quantum make well-coordinated turns. We have a docile aircraft that can accept mistakes from less experienced pilots while providing pleasurable handling to higher-time pilots.”

About André Godoy

André Godoy hails from Campinas in the state of São Paulo. “During my childhood, I lived near an aerodrome and I could see all the colorful ultralights flying over my house. At the age of seven I found my vocation; I wanted to work in aviation.”

“In my adolescence, I studied mechanical manufacturing processes because in Campinas, I could not take an aeronautics course. In the early 2000s I started working with SolidWorks software and then I went to work as a project manager in a company called Inpaer in Campinas — today, Americans know this company as Texas Aircraft — making the first Brazilian LSA called Conquest (today, with metal fuselage, it is called Colt).

“I dedicated my life to studying manufacturing, engineering and design processes. I did little study to be a pilot. However, when Quantum … was ready [I prepared extensively] and did my solo flight on Quantum. What an immense pleasure to be able to design, build, and do my solo flight on this aircraft. Few people do this in life, like Wright Brothers in 1903 and Alberto Santos-Dumont in 1906. Of course, I don’t want to compare myself to those pioneers but I think I know what they felt.”

U.S. Part 103 Entry

“Now we are working to make a specific ultralight to meet the American Part 103 regulation,” André continued.

“We will engineer a weight reduction to stay within the 254 pound limit and we will use the new Polini Thor 202 engine to have lower speeds.

This and other photos by FotografAir, provided by Sector Aircraft.

“As this will be a new project we will give it a new name. It will use the same wing profile as Quantum and Hero and the same tail profile. We will keep it all in aluminum and I will maintain the same flight quality.

“We are working hard to have this project as soon as possible. In Brazil, in the ’80s, we had a romanticism about ultralight flights at airfields. I feel that this is coming back all over the world and I want our planes to be able to bring that inspiration to all pilots again.”

André projected in late November 2020, that by January 2021 he will provide pictures of the new ultralight.

“I need only choose a new name for him,” finished André. He has since decided on the name Spark. As he worked to trim weight to fit U.S. Part 103, André said, “To reduce the last 10 pounds, [I will] change all fairings to carbon fiber including the seat. I also designed the engine mount for three options: Polini Thor 202 to fly up to 55 knots (the Part 103 limit); Polini Thor 250 to fly up 60 knots, and new Polini Thor 303 to fly up to 65 knots.” It is too early for pricing to be determined.

When André completes his work on Spark, it will be my pleasure to add it to the coming Part 103 List. André closed his communication suggesting we may see his work at Sun ‘n Fun 2021. Let’s hope!

Compress Post ...

Welcome to a New Year! …and to a new airplane, a new Part 103 entry to be specific. One of the most amazing discoveries of 2020 — the year Covid upset lives around the globe — is the particular and peculiar strength of Part 103 ultralights. In a year that has seen hundreds of thousands of small businesses fail under the pressure of executive orders, and the lockdown of an amazing percentage of the world’s individuals, the littlest airplanes have found new life. Are you surprised? I was… despite being a fan of Part 103s for several decades. What will happen in 2021 and beyond? No one has a crystal ball but I am going to guess that we will continue to see strength in the 103 segment for one primary reason: affordability. You Can Afford Your Own Aircraft FAA’s Part 103 is an American phenomenon, dating to 1982, when the nearly 40-year-old regulation was issued.

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Direct Fly Alto LSA — It’s Back with All its Sweet-Flying Qualities (Ghostbuster Optional)

By Dan Johnson || 8 Comments

Back when Light-Sport Aircraft were still youngsters in aviation (LSA are teenagers now), Ron Corbi imported the Direct Fly Alto 100. In those early days, competition was fierce and only a few of the nearly 100 manufacturers who entered the race were able to rise into the top 20 best-selling brands.

Then, life got more complicated for Ron and he chose to quietly bow out of representing Alto.

However, Czech Republic producer Direct Fly never stopped. Indeed, the company has supplied more than 80 aircraft to dealers in places as close as Europe and as distant as Australia.

Given the deluge of handsome LSA offered to Americans, Alto slipped off the radar for most Yankee pilots but not before Ron demonstrated the design’s worthy qualities. Check this video with Ron regarding a flight school using Alto 100.

As we prepare to start the third decade of the new millennia, learn more by visiting Alto North America.

Scott’s Green Slimer

As we move to the strange year of 2020, Alto came back, as the Alto 912 TG model thanks to entrepreneur Scott Rose. Scott knew he needed to make an impact on Alto’s return to the market.

Watch for a full-length interview with Alto North America’s Scott Rose on the Light Sport and Ultralight Flyer YouTube channel.

“Who ya gonna call?”

Why not the Slimer character of “Ghostbusters” fame? To show the design was alive and back on the market, Scott pushed to offer a highly recognizable aircraft. His solution was a bright green paint job with beautiful black accents, decorated by popular movie characters that people will remember. Kids (and quite a few of we adults) will enjoy the famous movie icons on the Alto Scott brought to Sun ‘n Fun’s 2020 Holiday Festival.

Focus On Alto

The good news is that even with a fancy paint scheme and Dynon’s latest digital instrumentation — plus a smoke generation system — Alto is essentially the same aircraft it was before. That’s good as it had some of the gentlest handling qualities among Light-Sport Aircraft. Here is an aircraft a flight instructor can love for many of his or her students.

The 2020 version of Alto is equipped with the carbureted 100 horsepower Rotax 912 ULS engine. Standard equipment includes hydraulic brakes, electric flap control, and electric elevator trim. The exterior of the aircraft is painted with a single color plus accents as seen while the interior and the seats are upholstered with skin-friendly cloth.

Czech producer Direct Fly reported, “More than 80 of these all-metal aircraft fly in various countries such as USA, Brazil, South Africa, Spain and many more.” Appealing to more than flight school operators, Alto is “especially suitable for recreational flying, mostly thanks to its robust design and predictable flight characteristics,” the factory added.

The fine flying qualities of Alto 912 TG stem from the design of the wing. Its rectangular wing and a profile using a broad leading edge provide predictable stall characteristics and behavior. “The wing is a semi-monocoque structure and is equipped with built-in tanks with a capacity of 100 liters (26.4 U.S. gallons) of fuel,” Direct Fly said.

At the rear of the fuselage is the designer’s standard cruciform tail employing curved surfaces for a smooth airflow and greatest effectiveness. All metal structures are braced by a web of diagonal members making for great strength and rigidity. The wing-fuselage joint is smoothed by an extended strake that fluidly incorporates Alto’s deep-descending flaps at this important junction.

Flight control movements transmit pilot inputs through pushrods and cables. Directional steering of the nosewheel is via dual pedals in front of each occupant. Brakes are hydraulically controlled by a lever located on the center console, readily accessible to either occupant.

Alto landing gear is standard tricycle format and the main gear is fixed to the fuselage on flexible laminate composite legs.

You enter the low wing cockpit aided by foot pegs mounted at the trailing edge of the wing on each side. The generous 43-inch wide cockpit provides plenty of room and is wider than a Cessna 172.

The overhead canopy slides forward smoothly on rails allowing plenty of ventilation during taxi. The canopy is secured for takeoff and cannot be opened in flight.

As the new year starts, Scott plans to visit the main airshows, kicking off with the DeLand Flyways to Highways Tesla automobile and light airplane event coming on January 30, 2021 — the first event of what we all hope will be a far better year..

Base priced at $110,000 as 2020 ends, you can examine Scott and Dan’s bright green Alto 912 TG at DeLand or another airshow in the new year!

Alto 912 TG
Specifications

  • Length — 21 feet
  • Wingspan — 27 feet
  • Wing area — 114 square feet
  • Height — 7.5 feet
  • Cockpit width — 43 inches
  • Fuel tank capacity — 26 U.S. gallons
  • Engine — Rotax 912 ULS (carbureted)
  • Empty weight — 635 pounds
  • Maximum Takeoff Weight — 1,320 pounds
  • Never Exceed Speed — 134 knots
  • Cruise Speed — 107 knots
  • Stall Speed (best flaps) — 41 knots
  • Stall speed (clean) — 46 knots
  • Maximum Climb Rate — 1,000 feet per minute
  • Takeoff Distance to 50 feet — 1,330 feet
  • Landing distance from 50 feet — 950 feet
  • Load factor — +4, –2 Gs

Smoke system as seen in this video is from Smoke System Helper.

Compress Post ...

Back when Light-Sport Aircraft were still youngsters in aviation (LSA are teenagers now), Ron Corbi imported the Direct Fly Alto 100. In those early days, competition was fierce and only a few of the nearly 100 manufacturers who entered the race were able to rise into the top 20 best-selling brands. Then, life got more complicated for Ron and he chose to quietly bow out of representing Alto. However, Czech Republic producer Direct Fly never stopped. Indeed, the company has supplied more than 80 aircraft to dealers in places as close as Europe and as distant as Australia. Given the deluge of handsome LSA offered to Americans, Alto slipped off the radar for most Yankee pilots but not before Ron demonstrated the design’s worthy qualities. Check this video with Ron regarding a flight school using Alto 100. As we prepare to start the third decade of the new millennia, learn more by visiting Alto North America.

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Not Just Any Ultralight — Introducing Top Rudder’s Solo 103 and Ruckus

By Dan Johnson || 26 Comments

When I first reported about — and did videos about — Just Aircraft’s Part 103 entry back in 2017 and 2018, lots of readers got excited. Here was the company that astounded everyone with their thrilling SuperSTOL that can take and land on what seems little more than a postage stamp. With a background in Part 103 models from an earlier enterprise, Just seemed to be perfect to bring a new model to market …and let me remind you how active is the 103 industry.

“Just Aircraft is a subcontractor for our new company,” Amy continued. “Just Aircraft is a sister company to Top Rudder Aircraft LLC because Troy Woodland is part owner of both companies. Top Rudder Aircraft LLC is a family business with Troy’s eldest son as the other partner in the business.”

Ultralight Model
103 Solo

Welcome to the Top Rudder 103 Solo in its standard, Part 103-compliant form. Yes, it can meet FAA’s Part 103 Vehicle regulation. Tory has been working on that since the proof-of-concept was first introduced more than three years ago. Now, it’s nearly ready and the South Carolina company is accepting orders.

“For $7,500 you can confirm your kit reservations,” stated Top Rudder. OK, the deposit is not unreasonable but what’s the full price tag and when can you get one? Some readers note that it was promised a while back but other factors, such as building SuperSTOL aircraft kits as fast as they could, got in the way.

A 103 Solo without engine, propeller, or avionics lists for $15,500. Alright, that sounds affordable but let’s add up the essentials. A 103 Solo airframe with engine, prop, and basic instruments sells for $22,000. However, to squeeze into Part 103’s tight pants, you’ll need a parachute, adding $3,000. Top Rudder uses the Magnum parachute supplied from DeLand, Florida. Look for a full line review of Magnum later this month or early in January 2021.

So, $25,000 for a fully equipped 103 Solo in kit form. “Yes, we plan to supply them as a ready-to-fly model,” noted Troy; this is perfectly OK within the very spare Part 103 regulation. No price for the RTF version was given because it is still a bit early in the production process.

“It’s go time,” Amy enthused! “We’re taking orders now. Our first kits will ship in first quarter of next year,” that is, by March 2021, she said.

Description — Single seat with standard stick and rudder controls; high wing designed for back country flying and weekend adventures; Polini Thor 250 Engine, basic avionics, prop, fuselage, wing and tail components; main wheels set, Matco hydraulic disc toe brakes and tail wheel.

Specifications — 103 Solo

  • Empty Weight — 254 pounds
  • Gross Weight — 550 pounds
  • Length — 17.5 feet
  • Wing Span — 28.4 feet
  • Wing Area — 122 square feet
  • Design Load Limits at gross weight — +4/–2 G
  • Fuel Capacity — 5 gallons

Performance

  • Rotation Speed — 28 miles per hour
  • Maximum Speed — 54 miles per hour at 37 horsepower (Polini)
  • Never Exceed Speed — 100 miles per hour
  • Cruise Speed — 50 miles per hour
  • Stall Speed — 24 miles per hour
  • Roll Rate — 45-degree bank to 45-degree bank in 2.5 seconds
  • Take off Distance — 350 feet
  • Landing Distance — 300 feet
  • Rate of Climb — 650 feet per minute
  • Endurance — 2 hours
  • Fuel Consumption — 2 gallons per hour
  • Range — 50-100 statute miles
  • Minimum Sink Rate — 580 feet per minute
  • Glide Ratio at 35 miles per hour — 4.6:1
  • Max Crosswind Component — 10 miles per hour
  • Max Wind Speed — 25 miles per hour

That’s 103 Solo but as the late-night TV pitchmen love to say, “that’s not all!”

Create a Ruckus
Kit Version (not Part 103)

For those itching for more power or more options including big-boy tires, Top Rudder is also offering Ruckus. “If you want options, if you don’t wish to limit yourself to Part 103, this is a good choice,” Top Rudder said, although one that requires a pilot certificate, N-numbers, and a higher slate of regulations.

What does Ruckus add?​

Top Rudder lists the advantages to Ruckus: Improved takeoff and landing performance. If you add the Rotax 582 Troy mentions in the video linked above, this lightweight aircraft is going to feel like sitting atop a NASA rocket.

It can also be fitted with movable slats, not identical to SuperSTOL but designed by the same people. It will also have flaperons, deluxe Beringer brakes, and larger, bush-style tires.

Place the same deposit of $7,500 for a kit without engine, prop, or avionics to see an airframe price of $19,000. Add engine, prop and avionics for a final total of $30,500 yet you can add more if you wish.

Ruckus options include: Beringer brakes; locking tail wheel; upgraded windscreen; Oratex aircraft fabric (no painting required); ballistic parachute; second fuel tank; Aero Classic bush-style tires or upgrade to 26-inch Airstreak bush wheels for $2,418.

That’s still not all. “Options coming soon include a MTOW (Maximum Takeoff Weight) upgrade components and floats.” I haven’t seen Troy stop designing for years. I see no reason he’ll stop now but your solo fun-flying machine is nearly ready. Contact Top Rudder for more info.

Compress Post ...

When I first reported about — and did videos about — Just Aircraft’s Part 103 entry back in 2017 and 2018, lots of readers got excited. Here was the company that astounded everyone with their thrilling SuperSTOL that can take and land on what seems little more than a postage stamp. With a background in Part 103 models from an earlier enterprise, Just seemed to be perfect to bring a new model to market …and let me remind you how active is the 103 industry. Those who watched our video (viewed more than 350,000 times), saw my article, or viewed it themselves at Sun ‘n Fun 2018 knew the new Part 103 aircraft as the Just Solo. Now welcome new producer, Top Rudder. This change represents neither a sale nor divorce. “Our 103 Solo is manufactured by Top Rudder Aircraft LLC, not Just Aircraft LLC,” explained associate Amy Minnich.

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Whisper Quietly Sneaks into the USA — A Composite RV-like Speedster from South Africa

By Dan Johnson || 4 Comments

Priced between an RV-7 and RV-14, Whisper is clearly a very similar aircraft but sleekly built of all carbon fiber composites. This was bound to happen and some readers may be delighted. While the RV series is the most popular kit-built airplane ever, it can be a demanding build for some and Whisper offers some advantages in that regard.

This article goes outside our normal range but Whisper is represented by Deon Lombard of Aeropilot USA, seller of the L600 and importer of the FX1. Aeropilot USA will be moving to the newer L600 Eagle when ready; this is a spin-off from the L600 Legend with changes effected by an an engineer who departed Aeropilot. I will have more on Eagle when it is close to delivering — “soon,” Deon observed. Meanwhile…

Whisper Aircraft cut its teeth building motorgliders. If you’ve ever examined any motorglider up close, you’ll know designers obsess over tiny flaws in the finish, sealing every gap that might cost a millionth of a point in glide. Hey, when you’re striving for a 28:1 glide angle, little things do indeed matter.

Whispering In Your Ear?

“Whisper aircraft started as a hobby, producing the affordable Whisper motorglider kit,” said the South African company. The hobby start evolved into an enterprise that sold 50 kits worldwide, 40 of which are flying. “A few years later, [we] introduced the Whisper X350, an affordable, two-seater, sport aircraft design for cross country trips.” In late 2017, the Whisper X350 Gen II model was developed, featuring “a myriad of updates and improvements.”

Whisper is also available in a tricycle gear configuration.

After Whisper Motorglider was designed by Russell Phillips in 2004, Christiaan van Zyl and his sons purchased the Whisper Gen II design in 2015. For van Zyl and sons, the focus was the kit-built speedster. Motorgliders are not known for the great speed — glide and sink rate performance are more valued by pilots of such aircraft — but Whisper X350 Generation II is a creature meant to go fast. The “350” part of the name speaks to a potential top speed of 350 kilometers per hour, roughly 190 knots.

In actual use, Whisper can hit 175 knots at 75% power the producer said although most cruising may be done at 155 knots or 55% power where fuel consumption can decrease to only eight gallons an hour, the manufacturer reported.

Whisper is a smooth side-by-side two-seater in tailwheel landing gear with a tricycle gear option for those uncomfortable with a taildragger. Photographs reveal a new carbon fiber wing loaded to 12 Gs positive; the wing is shown very heavily loaded to arrive at this discovery. For regular use, Whisper has a design load factor limit of +6 Gs –4 Gs. Despite the short wing’s obvious strength, the manufacturer said Whisper is not intended for aerobatics.

Wide-span, electrically-operated flaps extend deeply to 45 degrees. Wings now in production for the Gen II iteration feature a wet-wing system capable of holding 63 gallons. Flown at the more modest 45-55% power range where Whisper remains very speedy, you could fly from the center of America to almost any point in the continental U.S.

Whisper is designed to accommodate engines with as much as 200 horsepower but other evaluators have said Whisper can perform well on 160-180 horsepower. For reference, a cruise rpm of 2400 produces indicated airspeed of better than 140 knots or 160 miles an hour. Like many RVs, Whisper Aircraft recommends the Lycoming 180 horsepower engine.

See images and learn more about the kit and the build effort at this link. The same page has a comparison chart stacking up Whisper against other kit aircraft you may know.

The fuselage, molded in upper and lower sections, is furnished as a fully joined assembly, complete with vertical fin, rather than as two halves requiring gluing together. Working with composites requires different skills than metal or joining tubes together by bolts or welding but can be finished quicker than most RVs are done.

Whisper Aircraft stated with the this motorglider, still in production.

According to Whisper Aircraft, “An X350 kit can be completed in about 500 hours depending on your current skill set.” All structural components and large surfaces are shipped completed. Composite parts have a base coat already sprayed to assure product quality.

“The kit ships with 90%-built wings, horizontal stabilizer, rudder, flaps, ailerons, elevators, and fuselage. Within a short time your aircraft will be ready for motor installations,” said Whisper Aircraft. While the big parts apparently come substantially done, the details of engine installation, wiring and plumbing, plus finishing the exterior and interior easily assure Whisper X360 Gen II can quality as a U.S. Experimental Amateur Built aircraft.

U.S. importer Deon Lombard added, “The first tricycle gear model is completed and the prototype is waiting for the South African CAA approval and proving flight. This effort has been somewhat delayed due to Covid. It will be ready in January or February 2021.” A parachute option has been added as well. “We are very excited about Whisper as the completed luxury interior can be included in the kit as well,” he added.

Kits start at $98,000 and Deon reported that the quick-build kits supplied to the USA reduce build time and will meet the FAA 51% major portion rule. A quick-build kit represents “half the build time of metal” — with the factory willing to send factory experts to assist in creating the first ones.

He noted the first demonstrator should be available in the USA by the end of April 2021. Follow Whisper X350 Gen II at AeroPilot USA.

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Priced between an RV-7 and RV-14, Whisper is clearly a very similar aircraft but sleekly built of all carbon fiber composites. This was bound to happen and some readers may be delighted. While the RV series is the most popular kit-built airplane ever, it can be a demanding build for some and Whisper offers some advantages in that regard. This article goes outside our normal range but Whisper is represented by Deon Lombard of Aeropilot USA, seller of the L600 and importer of the FX1. Aeropilot USA will be moving to the newer L600 Eagle when ready; this is a spin-off from the L600 Legend with changes effected by an an engineer who departed Aeropilot. I will have more on Eagle when it is close to delivering — “soon,” Deon observed. Meanwhile… Whisper Aircraft cut its teeth building motorgliders. If you’ve ever examined any motorglider up close, you’ll know designers obsess over tiny flaws in the finish, sealing every gap that might cost a millionth of a point in glide.

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Year-End Holiday Festival at Sun ‘n Fun — What Did Visitors See?

By Dan Johnson || 15 Comments

On an overcast day with mild temperatures, my wife Randee and I hopped in an RV-12 and zipped from Daytona to Lakeland, Florida, home of the famous Sun ‘n Fun campus situated on the south side of the municipal airport. The occasion: Sun ‘n Fun’s Holiday Festival, a car and airplane show.

Like many of you, I’ve been having airshow withdrawal. Even with a wide-open attitude about traveling to these events, I have only made three shows this year: Copperstate at Buckeye, the Midwest LSA Expo, and this Sun ‘n Fun event. I gotta tell you it was again great to get out among the flyboys and flygirls for the day. We did not return on Saturday, which was a bright, sunny day but AviNation publisher Jacob Peed reported, “The crowd [size] was very impressive and much improved from Friday. The vendors I talked to were very happy!”

With its full name, Holiday Flying Festival and Car Show, Sun ‘n Fun marketing boss Greg Gibson said the event is the nonprofit’s first large-scale holiday show.

“We will feature more than 80 exhibitors, 200 aircraft and 150 vehicles on display,” he said. “We want to raise some money, but [raising money is] not the end all, be all. We want to maintain our relevance in the community and let people know we are here for them.” To entertain the community, Sun ‘n Fun also put on two air shows including a night event on Friday.

In the area affectionately known as Paradise City — where the LSA Mall would normally be located — a STOL competition was also held. It was quite the gathering of taildraggers (and one nosedragger).

On a Mission

I made the short flight (45 minutes) from my home base at Spruce Creek Fly-in for several reasons.

What’s that!?! …a nosedragger? Among all the taildraggers was one outlier: CubCrafters XCub. Some not-photographed Zenith trigear models also participated.

I wanted to support the folks running Sun ‘n Fun as they took a tough beating this year when they were forced to cancel the event for 2020. A gathering like Festival was one of several efforts they are making to revive activity at their familiar location.

Festival may be the biggest but not a rare occurrence for Sun ‘n Fun, Inc. They often host other events using their facilities: the airshow operation headquarters; a first-class museum; a STEM-oriented high school with flight operations run by old friend Mike Z (few try to pronounce his last name) …plus lots of acres of land dedicated to airplanes and other fun toys.

We all missed Sun ‘n Fun in April but it was fun to be on familiar turf checking out the hardware and visiting with friends including many “airshow buddies.”

Checking Out Alto

Beside the general interest I had in supporting Sun ‘n Fun, I was also keen to see the new representative of the Direct Fly Alto, once represented by Ron Corbi. Today the Czech brand is imported by Scott Rose, an energetic marketer who told me he’d have something special at Festival. How could I resist.

Scott Rose (in slime green) and Dan pose by the re-introduced Direct Fly Alto 100.

Scott’s flight to Lakeland (KLAL) was even shorter than my cross country jaunt. Alto North America is based at Plant City — also home to Sensenich props. Scott’s flight was a whole eight minutes, he said.

Every Alto I’d ever seen in the U.S. was white so, being a creature of habit, that’s was I was scanning the exhibits for, hoping to spot Scott. Instead, what I found was a bright green airplane decked out with logos and images from the Ghost Buster movie, a favorite of Scott’s. So… Slimmer green it was. In fact, the paint job was striking even without the movie logos but being a good marketer, Scott also had Slimmer tee-shirts (which my wife bought for a pre-teen lad I’ll be taking aloft around Christmas), mugs, hats, and an elaborately-painted trailer that he used for his display.

The design has been off the U.S. market for some years. I interviewed Scott at Sun ‘n Fun’s Festival and you can hear more about the airplane when that’s ready. In the meantime, I’ll post an article about what you can expect from this design.

Tribute to Mike Theeke

Among the most colorful aircraft at any Sun ‘n Fun were beautifully airbrushed weight shift aircraft displayed by Fly Hard Trikes. I’ve lost track of how many awards these handsome aircraft won over the years, but regretfully, they won their last.

A former Michigan resident, Michael Theeke (pronounced “Tiki”) relocated to an airport I know very well, the Jasper airport outside Chattanooga, Tennessee on the way to Nashville. The airport has a wonderful location near the Nickajack Recreational Area, part of the TVA.

Mike succumbed to a battle with cancer this year but I will long remember his gorgeous creations. He was also well known for being a very professional flight instructor who taught more than 200 how to fly.

Rest in peace, Mike. You will be missed.

Compress Post ...

On an overcast day with mild temperatures, my wife Randee and I hopped in an RV-12 and zipped from Daytona to Lakeland, Florida, home of the famous Sun ‘n Fun campus situated on the south side of the municipal airport. The occasion: Sun ‘n Fun’s Holiday Festival, a car and airplane show. Like many of you, I’ve been having airshow withdrawal. Even with a wide-open attitude about traveling to these events, I have only made three shows this year: Copperstate at Buckeye, the Midwest LSA Expo, and this Sun ‘n Fun event. I gotta tell you it was again great to get out among the flyboys and flygirls for the day. We did not return on Saturday, which was a bright, sunny day but AviNation publisher Jacob Peed reported, “The crowd [size] was very impressive and much improved from Friday. The vendors I talked to were very happy!” With its full name, Holiday Flying Festival and Car Show, Sun ‘n Fun marketing boss Greg Gibson said the event is the nonprofit’s first large-scale holiday show.

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The New Part 103 List — Current Draft List Shows MORE Producers …Surprised?

By Dan Johnson || 25 Comments

UPDATED (again!) 12/11/20: Still refining the list. —DJ

A great many of you read the article about the new Part 103 List. Your enthusiasm plus lots of comments reflect the strong interest generated by these lightest, most-affordable, and fun-to-fly aircraft.

With input from readers and through more research, I have increased the draft list to the one you see below, now 53 producers strong! Honestly… I expect even more.

Many readers were surprised by the number of producers of these aircraft that too many pilots thought were dead and buried by Light-Sport Aircraft and FAA’s requirement that previous two-seat ultralight trainers had to leave paid flight instruction and become private aircraft.

As the list shows — and as my plan to attempt counting the number of aircraft built every year proves — Part 103 Ultralight Vehicles are indeed alive and thriving.

Keep Helping, Please!

If these aircraft interest you, please review the list and tell me of any additional producers I did not include. I want them all — IF — they meet these four criteria:

1️⃣ Current production aircraft only. If an aircraft is not actively being sold today, I will not include it, however, I have listed some “in development” models as they are from known producers who have made Part 103 aircraft before. Multicopter designs will not be included as none have entered the market to-date.

2️⃣ An aircraft must be able to qualify for Part 103 according to FAA’s Advisory Circular AC-103-7. This can include a kit-built Part 103 aircraft that a buyer may register in Experimental class so long as it can genuinely comply with Part 103 parameters. Part 103 Ultralights built from plans will also be included.

3️⃣ Powered, wheeled aircraft in these configurations: fixed wing, weight shift trike, powered parachute, gyroplane, motorglider, or paraglider with wheeled carriage.

4️⃣ No one-off, custom designs or aircraft still in an early development phase. I only want aircraft that a customer can buy for delivery within the next 12 months.

To encourage all producers to tell me their delivery numbers, I will anonymize manufacturer data in reporting results and I will protect the data with my reputation. I will not share information provided in confidence but I will summarize results aiming to report a whole-industry production figure.

I will report how many aircraft in each of the aircraft types noted in the draft list below. I will report how many are designed and built the USA (see flags). If and when I am given permission, I may report on the more successful aircraft and how many the producer has delivered.

This industry data will be quite different from our data on Light-Sport Aircraft, Sport Pilot kit-built aircraft, and modern gyroplanes. You can find out everything about these segments on our Tableau Public page. This data comes 100% from FAA’s aircraft registration database. I believe it to be the most complete and most accurate information anyone has on these three segments.

Because Part 103 ultralights are not required to be registered with FAA, I will ask each producer to tell me how many aircraft they delivered in 2019 and 2020. I will exercise my own judgement and do my own due diligence to make this information as accurate as possible. I will use my intimate knowledge of this sector to determine if numbers seem unlikely and then I will investigate further. At least over time, I believe this can provide reliable information but even in the first year, it will be the best information anyone has.

I suspect the Part 103 List will become as popular as our present SLSA List. Along with PlaneFinder 2.0, the SLSA List is one of our most-visited pages and I think the Part 103 List may come to rival those two because readers of this website like affordable aircraft …and Part 103 ultralights are aviation’s most affordable.

List of Ultralight Producers
The Part 103 “Draft” List

This list is not in any particular order. Please attach no significance to the position in this draft list. A flag shown after the aircraft indicates both the origin of the design and the location of its manufacture is the United States. This is just for illustration and carries no particular meaning.

Before the Part 103 List goes online, I will add web addresses and email addresses for all companies plus links to my articles about that aircraft or company. Here then, 53 producers strong, is the draft list that I fully expect to expand:

FIXED WING / THREE AXIS AIRCRAFT
This list is still in development; more entries are expected
1— U-Fly-It Aerolite 103 ??
2— Kolb Firefly ??
3— Quicksilver Sprint, Sport ??
4— Better Half VW Legal Eagle ??
5— Aeromarine-LSA Merlin Lite
6— Aeromarine-LSA Zigolo
7— Badland Aircraft F-series (formerly Kitfox Lite) ??
8— Just Aircraft 103 Solo (in development) ??
9— Hummel Aviation UltraCruiser ??
10— TEAM MiniMax, multiple models ??
11— Fisher Flying Products, multiple models
12— Aero Adventure Aventura UL (formerly Buccaneer) ??
13— JH Aircraft Corsair
14— SD Planes SD-1 (qualification pending)
15— AVI/Modern Wings Swan 120
16— Quad City Ultralight Challenger 103 ??
17— CGS Hawk 103, Ultra ??
18— Phantom Classic X-1 ??
19— M-Squared Breeze SS ??
20— Ekolot Elf KR-01A
21— Earthstar Gull 2000, Soaring Gull ??
22— Carlson Sparrow (market reentry underway) ??
23— Sherwood Kub
24— Eurofly Minifox
25— Lazair Nouveau
26— Thunderbird SNS-8 Hiperlight ??
27— Airsport Song UL
28— Jordan Lake Aero Air-Bike 103 ??
29— Mitchell Wing A-10D ??
30— Sector Aircraft Quantum 103 (in development)
31— Simplex Aero Zing, Cloudster ??
32— Cloudbase Aviation Skylite, Lil’ Bitts ??
33— Wings of Freedom Phoenix 103, Flitplane ??
34— Tri-State Kites Smithsilver 103 ??

WEIGHT SHIFT (TRIKES)
35— Evolution Rev ??
36— North Wing ATF, Solairus, Maverick ??
37— Air Creation Pixel
38— AirBorne Australia T-Lite
39— Airtime Aircraft Explorer 103 (amphibious) ??
40— Grif Italia, multiple models
41— Aeros Ant
42— FlyLight PeaBee
43— Ace Aviation Spirit series
44— Eurofly Snake

POWERED PARACHUTES
45— Infinity PPC Challenger ??
46— Six Chuter P3 Lite ??

HELICOPTERS
47— Innovator Technologies Mosquito Helicopter

GYROPLANES
48— Fusioncopter Nano gyroplane
49— Star LSA Star Bee Gyro ??

POWERED, WHEELED PARAGLIDERS
50— Blackhawk LowBoy III, Quad ??
51— Sky Driving Skykart ??
52— Green Eagle, multiple models ??
53— Fresh Breeze, multiple models

A note about our Part 103 Ultralight logo — Yes, I know this is actually a drawing of a two-seat Flightstar II. It was the most appropriate artwork I had (thanks, Rich!) of an aircraft not presently in production and one that will not return. I wanted something neutral and I thought this worked. If you noticed this “anomaly,” pat yourself on the back for your sharp eye.

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UPDATED (again!) 12/11/20: Still refining the list. —DJ A great many of you read the article about the new Part 103 List. Your enthusiasm plus lots of comments reflect the strong interest generated by these lightest, most-affordable, and fun-to-fly aircraft. With input from readers and through more research, I have increased the draft list to the one you see below, now 53 producers strong! Honestly… I expect even more. Many readers were surprised by the number of producers of these aircraft that too many pilots thought were dead and buried by Light-Sport Aircraft and FAA’s requirement that previous two-seat ultralight trainers had to leave paid flight instruction and become private aircraft. As the list shows — and as my plan to attempt counting the number of aircraft built every year proves — Part 103 Ultralight Vehicles are indeed alive and thriving. Keep Helping, Please! If these aircraft interest you, please review the list and tell me of any additional producers I did not include.

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“Affordable” Aviation and One Company’s Effort to Help Pilots Own a New Aircraft

By Dan Johnson || 17 Comments

As regular readers know, I promote ByDanJohnson.com as the home of “affordable aviation.” I even own the domain name AffordableAviation.com.

Yet “affordable” is one of those very personal words. What each of us can afford — or chooses to afford — is different than almost everyone else.

Therefore, an especially wide range of choices is good. I have written a lot about very inexpensive aircraft (see many in this series of articles) and you can find lots more from $8,000 to $180,000.

Yesterday, a premium supplier of Light-Sport Aircraft made their new entry more affordable.

Lower-Priced Colt

Texas Aircraft Manufacturing announced they are now offering an entry-level Colt Special LSA with a single Garmin G3X Touch flight display at a much-reduced price. The company’s first offering listed for $167,000.

“As we come out from under Covid-induced flight training restrictions, operators of several flight schools have come to us asking for an affordably-priced, all-metal, Garmin-equipped training aircraft,” CEO, Matheus Grande, stated. “Our solution is the highly-advanced and very-affordable entry-level Colt SLSA, which is priced at $139,900, below the cost of the fully-equipped Colt-S and Colt-SL models.” Their Texas Aircraft Colt SLSA standard package includes:

  • 10.6-inch Garmin G3X Touch configurable touchscreen display with built-in Synthetic Vision
  • Single Garmin communications radio
  • Garmin ADS-B Out transponder
  • Analog flight instruments
  • Synthetic leather upholstery
  • Left-side only toe breaks
  • All-white exterior paint with no graphics

“When you couple the Garmin G3X Touch display with Colt’s attractive pricing, and low operating costs, flight schools now have a truly modern, all-metal, training aircraft that sets a new industry standard for comfort, safety, and ruggedness,” added Texas Aircraft Manufacturing’s Chief Operating Officer, Caio Jordão. “At our low price, flight schools can now afford to put a state-of-the-art trainer with touchscreen avionics on their flight line for the same hourly rental cost of a much less capable legacy aircraft.”

“Today’s students want to train on the same avionics they will be using later as they advance into more complex Garmin-equipped aircraft,” he said. “The G3X Touch-equipped Colt-S will give students a leg-up as they advance through their training.”

So, is this a no-frills LSA? While it does have less equipment than the standard Colt, the main change is the single Garmin screen. I currently use a neighbor’s RV-12 with a single screen in it and I find this no restriction. I can also refer to an iPad in the cockpit and paired with a sender from Levil or other air data device suppliers, I can effectively have two large screens …one of which I can take home and use to watch movies.

Is $139,900 a bargain? Certainly, if your budget is for something less, say $40,000, this will not interest you. Yet a flight school operator racking up lots of hours on their older airplanes may welcome this offer.

Nonetheless, new is nice and Colt is one beautiful machine made in the USA of all metal, just as many buyers want. What are your options?

If a partner purchase won’t work for you — perhaps you don’t have any local prospects or perhaps you simply prefer not to share your airplane with anyone else — then Texas Aircraft has secured financing. Learn more about their program in this article.

If that still doesn’t work for you, the good news is you have many options to find something in your budget but you can’t fault Texas Aircraft for bringing down the cost of brand-new, shiny Light-Sport Aircraft.

One More Thing

I love using the old Steve Jobs line that held so many in suspense at the end of one of his wildly-popular Apple product presentations. “One more thing” became a phrase that would set the Mac Fanboy hearts pumping. “What could it be this time,” they would wonder?

More About LSA Costs — What I’d like to invite is your read of AVweb writer Paul Bertorelli‘s article, titled, “LSA or Legacy? Costs Compared“

Paul always does a credible job, as you’d expect from a longtime professional journalist. His writing style is approachable. He’s not afraid of some controversy. No wonder people love reading his stuff.

Paul’s LSA-related article is one of specific interest to ByDanJohnson.com readers (and, no, I’m not just saying that because he quotes me near the beginning of the article). In case you don’t follow the link, here’s a few key comments:

Compared to New GA — “[New LSA] would be cheaper to buy … relative to new, standard-category [conventionally-certified] airplanes … with similar or greater capability.”

Purchase and Maintenance — “Are LSAs cheaper to own than equivalent legacy [used] airplanes? The answer depends on how you crunch the numbers, but if investment costs are tallied, the answer is no. If operating costs alone are considered, light sport airplanes look attractive against both legacy airplanes and definitely any new standard-category aircraft.”

Cessna 150 image: Barrie Aircraft Museum

Contrast with Cessna 150 — “Consider the last model year of the Cessna 152, 1986. Find them in the low- to mid-$40s to as much as $90,000 for a fully restored [that is, similar to new] airframe.”

Annual Expenses — “If anything is a constant in aviation, it’s that’s bigger, faster airplanes burn through money at a faster rate and the near-ruinous annual is always in the offing. In that respect, legacy two-seaters and LSAs are definitely less money hungry, starting with annuals.”

Satisfaction — “Owners who bought new or recent used Light-Sport Airplanes seem satisfied with the purchase and operating costs and report no unpleasant surprises, nor regrets in having made the purchase. These owners were a mix of step-down buyers and bucket listers who always wanted to own an airplane and found the ability to do that in an LSA.”

Good info. Thanks, Paul!

Compress Post ...

As regular readers know, I promote ByDanJohnson.com as the home of “affordable aviation.” I even own the domain name AffordableAviation.com. Yet “affordable” is one of those very personal words. What each of us can afford — or chooses to afford — is different than almost everyone else. Therefore, an especially wide range of choices is good. I have written a lot about very inexpensive aircraft (see many in this series of articles) and you can find lots more from $8,000 to $180,000. Yesterday, a premium supplier of Light-Sport Aircraft made their new entry more affordable. Lower-Priced Colt Texas Aircraft Manufacturing announced they are now offering an entry-level Colt Special LSA with a single Garmin G3X Touch flight display at a much-reduced price. The company’s first offering listed for $167,000. “As we come out from under Covid-induced flight training restrictions, operators of several flight schools have come to us asking for an affordably-priced, all-metal, Garmin-equipped training aircraft,” CEO, Matheus Grande, stated.

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Canada’s Chinook — Relocated to Texas and Upgraded; Now, “Made in the USA”

By Dan Johnson || 11 Comments

Then…

In the 1990s, a pair of Canadian aircraft dominated the light aviation market in America’s neighbor to the north. The two planes are known to many Americans: Beaver and Chinook.

Thanks to a rescue by second owner ASAP many years ago, both continued to be manufactured in Canada’s West.

Long-departed Birdman Enterprises did a fine job of originating the Chinook. When ASAP took over, Canadians and ultralight enthusiasts in many places celebrated ongoing support of this aircraft. Hundreds of Chinooks were built.

That is now rather distant history. Bringing Chinook not only into the present day but also into the USA is the Aeroplane Manufactory.

…and Now

For several years, ASAP sold the Chinook Plus 2, tagging the two-seater model with the “Plus” suffix  after ASAP’s team improved and refined the aircraft following their acquisition.

In more modern times, after purchasing the Chinook design rights and inventory in 2013 (five semi loads’ worth!),  Aeroplane Manufactory brought the north-of-the-border design way down south to the Houston, Texas area.

“We at Aeroplane Manufactory, with almost 50 years of aviation experience, strongly desire to balance the price of building and flying your own aircraft with safety, reliability and affordability,” said John Couch, a deeply-experienced aviator leading the Texas kit builder with his wife, Kim. “The Chinook line of aircraft has been on the market for over 35 years, with over 900 aircraft flying in more than 30 countries.”

Careful to give credit where due, John noted, “Kim is more than my equal partner; she does all research, shipping, packing and handling, and purchasing.” He called her “my own Olive Ann Beech, who even works in the factory making parts!”

“We offer the lowest price for the highest performing aircraft in our class,” John boasted. “The quality of our parts and kits and ease of construction is paramount to our business and your success as a builder/pilot. Your dream and passion for building and flying your own aircraft is a shared dream and passion of ours. We are with you throughout the building process from start to finish.”

John is an airline transport rated pilot who has been a flight instructor for 41 years. He has taught flying in the U.S., UK, Australia, and the United Arab Emirates. Learning to fly gliders when he was barely a teenager, John was flying a Lear 25 at the tender age of 24. He reports having flown 140 aircraft in his long career.

More About Chinook

Some have said Chinook’s wide cockpit gives it a pudgy appearance from some vantage points. Others enjoy its angular facets, a design feature rising in popularity among auto designers (think: Telsa’s proposed CyberTruck).

In their days, ASAP added a full Lexan enclosure for the Chinook Plus, making a virtual greenhouse surrounding the pilot and passenger with many square feet of clear plastic offering an unlimited view. In colder northern climates, that enclosure provides a reasonably comfortable environment.

Entering a Chinook means lifting yourself over a gap from the outside edge of cockpit to the seat. However, once you swing into position, you’ll love the roominess. Even with a rear seat passenger’s feet on rudder pedals right alongside your seat, space is plentiful. If you’re a wide pilot, this machine might be your dream.

As proof, John reports he is 6 foot 7 inches tall and weighs 220 pounds. He fits with room to spare. Since I flew Chinook more than two decades back, the formerly snug aft cabin has been widened by four inches and the lower fuselage pan has been converted to metal skins.

John also engineered a change from 1.5 to 5.0 degrees of dihedral to enhance stability. He added, “It is now rock stable in the air.”

The fully enclosed but huge visibility of Chinook is seen on standard, original gear legs.

The massive amount of clear surrounding you means visibility from the cockpit of Chinook is sweeping, even before you leave the ground.

Taxiing out on a breezy day, I appreciated the low stance of the Chinook on its original gear. You hardly feel like you were operating a taildragger because the deck angle is modest. Most pilots will be happy to hear you can handle the Chinook as though it were a tricycle-gear design.

My experience flying Chinook showed it has light and powerful ailerons, which makes it easy to guide through the air. In general, the plane’s handling is quite pleasant despite, or perhaps because of, its somewhat unorthodox shape.

When I flew Chinook, the aircraft recorded one of the lowest idle-thrust sink rates of any two-seat ultralight I’d flown at the time.

Today, John said that a “60 mph cruise” is achieved despite the draggy but highly shock absorbing DR gear (nearby image).

“Dan Reynolds is the designer of the ‘DR’ gear option for our Chinook line of aircraft,” noted John. “Dan is a bush pilot in the Yukon, Canada and flies several modified Chinooks. He broke the world record for shortest landing in the LSA class at Valdez in 2018, and came in second place with the shortest landing at the 2020 Lone Star STOL competition in Gainesville, Texas.”

Among the several changes John has created, flaperons have been broadened. With its hard-working wing (note close rib spacing), he reports Chinook performs as well as a purpose-built STOL aircraft.

“Chinook Plus 2 is typically equipped with a 65-horsepower Rotax 582 and is the gold standard in short/soft field capability, useful load, ruggedness, reliability, range and cockpit size with unlimited visibility” said John. “Fuel capacity with up to four fuel tanks is 22 gallons usable. Add options for tundra tires, skis, or floats and this aircraft can literally take you where no other aircraft can in its class.”

Airframe kits run $20-23,000 for the Chinook 2 Plus or $30-35,000 for the outback gear DR model. When using the Rotax 582 you can get a standard Chinook 2 Plus airborne for “around $32,000,” said John. For roughly $10,000 more you can install a 80-horsepower Rotax 912.

Chinook seen with its DR Gear System — an upgraded Cub-like main landing gear.

Here you can find Chinook Plus 2 Specifications.

One model not seen in many years is a single seat version. John promised, “A Chinook Pup Part 103 entry is currently in development. He said it “will absolutely meet 103” using a Kawasaki 340.

Five full-time employees pursue the Chinook line and three welders come into the shop a few times a year to make those parts. This team is capable of building about a dozen aircraft a year, John said.

Keep up with developments and see loads of photos of customers work to assemble their Chinooks at the company’s Facebook page.

One More Thing

Chinook has been my focus so far but a word about their base of operation is in order. Welcome to Gloster Aerodrome.

From its cold origin in Canada, Chinook now basks in the sunny south outside Houston, Texas.

“We are located less than an hour’s drive west on I-10 from downtown Houston in beautiful southern Austin County’s Brazos Valley. Our philosophy is to provide a safe and friendly environment for all levels of flying activities for sport aviation. Our field is based on an old English Aerodrome featuring Nissen-style hangars designed with the sport pilot in mind. It’s perfect for homebuilt, aerobatic and production-built aircraft under 6,ooo pounds.”

After many years of providing flight instruction, John’s specialty is transitioning from tricycle gear aircraft to tailwheel, short field landings, takeoffs over obstacles and upset training. John also teaches transition courses from general aviation to Light-Sport Aircraft. He gives several flight reviews for airmen each year.”

“The Gloster School of Special Flying (GSSF) is designed to teach unique skills from beginner students as well as advanced pilots.”

Compress Post ...

Then… In the 1990s, a pair of Canadian aircraft dominated the light aviation market in America’s neighbor to the north. The two planes are known to many Americans: Beaver and Chinook. Thanks to a rescue by second owner ASAP many years ago, both continued to be manufactured in Canada’s West. Long-departed Birdman Enterprises did a fine job of originating the Chinook. When ASAP took over, Canadians and ultralight enthusiasts in many places celebrated ongoing support of this aircraft. Hundreds of Chinooks were built. That is now rather distant history. Bringing Chinook not only into the present day but also into the USA is the Aeroplane Manufactory. …and Now For several years, ASAP sold the Chinook Plus 2, tagging the two-seater model with the “Plus” suffix  after ASAP’s team improved and refined the aircraft following their acquisition. In more modern times, after purchasing the Chinook design rights and inventory in 2013 (five semi loads’ worth!),  Aeroplane Manufactory brought the north-of-the-border design way down south to the Houston, Texas area.

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Uh, Oh! The First Show of 2021 Is Canceled — But Some Good News Follows

By Dan Johnson || 6 Comments

As 2020 nears its end, I have news about the first airshow of the new year. It was supposed to be the last airshow of this year but that was scuttled amid all the cancellations due to Covid. …sigh… What’s new?

DeLand Showcase 2020 — once hopefully pushed back a couple months, rescheduled for January 2021 — is officially postponed. Like many other events that were dropped from the calendar this troubled year, DeLand’s event made a valiant effort but lost out.

DeLand Showcase 2021 will instead go back on the slate for the time period used for all its prior years. Except for a yearlong wait, this may be the best plan as November is actually a great month in Florida. Weather is usually wonderful (still in the 70s or 80s but without the hot, humid summer temperatures). Plus, lodging, rental cars, airfare, and more are usually plentiful as this is considered the “off-season” in Florida. In contrast, January, February, and March — at least in a normal year — are busy, fully-booked-up months in the Sunshine State.

“Our announcement won’t go out until Tuesday (November 17th) and our website will require another day or two for full updating,” said Jana Filip, Sport Aviation Administrator for DeLand Sport Aviation Showcase (DSAS). Because readers of this website are key attendees of the Florida airshow, Jana kindly let us put the word out early. “November 2021 dates are still in planning and will be announced later,” Jana clarified.

However… Better News

“A one-day Fly-In will take place on Saturday, January 30, 2021 beginning at 9:00 AM at the new Airport Management Center and ramp. That’s the opposite side of the field (East side) from the DeLand Showcase location. Many vendors already know this structure because that’s where the exhibitor reception was held for the DeLand 2019 event. This makes great use of the new airport terminal building and its roomy ramp space on airside.

Come look at airplanes and test drive one of these speedsters; Tesla Model S is shown.

“Tesla will provide a fleet of their powerful and intriguing cars for visitors to test drive,” reported Jana. “EAA Chapter 635 will prepare their Pancake Breakfast and seating will be outside under the verandas for appropriate social distancing due to Covid.” She is also arranging aircraft displays and my guess is that airplane representatives — at least the several that are located within the state — will happily come out to meet with customers and enthusiasts.

DeLand’s one-day Fly & Drive-style event closely resembles the Holiday Flying Festival and Car Show occurring on the Sun ‘n Fun campus over December 4th and 5th, 2020. I plan to attend both events and will first report how things look in Lakeland. Here’s their schedule of events.

I hope many of you can attend both events to support these organizations. Both have taken a massive financial hit by having to postpone their regularly-scheduled airshows. I’m sure they would appreciate you coming out and they each plan to have cars and planes of interest. It’s Florida so you can comfortably be outside where worries about Covid are much reduced. See you there!?

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As 2020 nears its end, I have news about the first airshow of the new year. It was supposed to be the last airshow of this year but that was scuttled amid all the cancellations due to Covid. …sigh… What’s new? DeLand Showcase 2020 — once hopefully pushed back a couple months, rescheduled for January 2021 — is officially postponed. Like many other events that were dropped from the calendar this troubled year, DeLand’s event made a valiant effort but lost out. DeLand Showcase 2021 will instead go back on the slate for the time period used for all its prior years. Except for a yearlong wait, this may be the best plan as November is actually a great month in Florida. Weather is usually wonderful (still in the 70s or 80s but without the hot, humid summer temperatures). Plus, lodging, rental cars, airfare, and more are usually plentiful as this is considered the “off-season” in Florida.

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“Made in the USA” Now Includes Seamax Light-Sport Aircraft Seaplane from Brazil

By Dan Johnson || 8 Comments

In the earliest Light-Sport Aircraft days, nearly 70% of available models came from Europe. Slowly but steadily, U.S. producers emerged as did importers for aircraft from other countries. That continues but a parallel development occurred. International manufacturers established American operations that often lead to some level of manufacturing.

Joining the movement, Seamax Aircraft announced the launch of the company assembly operations in the USA. Fabrication remains in Brazil but large and small components are shipped to Datona Beach, Florida, where the company’s U.S. operation assembles the full airplane near the campus of Embry Riddle, the world’s largest aeronautical university.

“In pandemic times, while most businesses are holding tight on their seatbelts, Seamax makes a bold statement to the American market by adding an ‘assembled in the USA’ tag to their superior performance aircraft,” reported U.S. representative Shalom Confessor. The company said they have been planning this move for the past three years, following extensive market research and engineering upgrades. The join-up has been good for each side, experience has shown.

Seamax officials have made good use of their location at Research Park, part of Embry-Riddle Aeronautical University (ERAU), “where some 100 students, both graduate, and undergraduate students tutored by business professors, prepared comprehensive business assessments,” reported Shalom. The work provided useful intelligence for Seamax but also offered real-life, real-time experience for students and faculty.

While this evaluation was ongoing, engineers lead by designer Miguel Rosario developed new features for the M-22 to match the American market. One such was a new all-glass Garmin cockpit. Work also allowed Seamax to retain their FAA approval while adding the fuel-injected Rotax 912 iS engine. Seamax combined these elements as it delivered its first IFR-capable Seamax to a veteran fighter pilot customer with experience flying as captain of Boeing 767s for a major U.S. airline.

Assembled in America

“With Seamax enhanced for the American market,” Shalom continued, “the company strengthened its brand and presence in the USA by adding the assembly operations, which brings factory-level support, maintenance, spare parts inventory, and training capabilities to the USA.” Embry Riddle is based at the main Daytona Beach airport where Seamax’s  new assembly building is located. ERAU’s Research Park incubator area recently added a new taxiway to provide convenient access to company facilities.

Get full specifications for Seamax M-22 from the U.S. representative.

SEAMAX M-22 is flying in more than 20 countries, and holds certification in a dozen countries since manufacturing began in 2000. After 20 years of continuous engineering improvement, the product is mature enough to allow the company to transfer technology to the United States. “We took a conservative, gradual, and very well-planned approach to U.S. manufacturing,” observed Shalom, the company’s Executive Director for the United States.

Company CEO, Dr. Gilberto Trivelato, said “Assembling Seamax in America will allow the company to further develop the Seamax M-22 aircraft and to further accelerate our technology and business capabilities in future developments and projects.”

See Seamax at
Deland Showcase 2021

From January 28 to 30 of 2021, the city of DeLand, FL will host its Sport Aviation Showcase 2021 event and the Daytona company signed on as an Elite sponsor.

“This is the fourth year in a row that Seamax will exhibit the M-22 in this great show with the presence of our Brazilian team,” added Shalom. “We will be right in the middle of the show at our traditional booth #71.”

The DeLand Sport Aviation Showcase (DSAS) was held in November for its first four years but had to reschedule for January to avoid conflicts associated with Covid.

I’ll be attending as I have every year — I hope to see many of you as well. We can all check out the new Made-in-the-USA Seamax M-22 along with a solid roster of other aircraft and aviation equipment providers.

Learn more about Seamax from designer Miguel Rosario and U.S. Director Shalom Confessor in this video.

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In the earliest Light-Sport Aircraft days, nearly 70% of available models came from Europe. Slowly but steadily, U.S. producers emerged as did importers for aircraft from other countries. That continues but a parallel development occurred. International manufacturers established American operations that often lead to some level of manufacturing. Joining the movement, Seamax Aircraft announced the launch of the company assembly operations in the USA. Fabrication remains in Brazil but large and small components are shipped to Datona Beach, Florida, where the company’s U.S. operation assembles the full airplane near the campus of Embry Riddle, the world’s largest aeronautical university. “In pandemic times, while most businesses are holding tight on their seatbelts, Seamax makes a bold statement to the American market by adding an ‘assembled in the USA’ tag to their superior performance aircraft,” reported U.S. representative Shalom Confessor. The company said they have been planning this move for the past three years, following extensive market research and engineering upgrades.

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