Things are looking up for Light-Sport Aircraft, rather fantastically so in my admittedly biased opinion.
While this space is usually dedicated to cool new airplanes — not boring government policy reviews …yawn! — this article will provide some rays of light to an industry approaching its 15th birthday (in September 2019). I think some of this may surprise you.
LAMA, the Light Aircraft Manufacturers Association (kind of a GAMA for the light aircraft sector) and its partner — USUA, the U.S. Ultralight Association — have been heads-down working on improving the opportunities for LSA.
Core-Four-Plus-One
In June 2018, a series of many meetings that began in 2014 came to an early but very promising point. Here is what I think this means for the Light-Sport Aircraft manufacturing industry and those who own and operate LSA.
LAMA took a long list of suggestions about the then-10-year-old industry and reduced it to four initiatives.New Opportunities Coming for Light-Sport Aircraft — LAMA’s Advocacy Report
Things are looking up for Light-Sport Aircraft, rather fantastically so in my admittedly biased opinion.
While this space is usually dedicated to cool new airplanes — not boring government policy reviews …yawn! — this article will provide some rays of light to an industry approaching its 15th birthday (in September 2019). I think some of this may surprise you.
LAMA, the Light Aircraft Manufacturers Association (kind of a GAMA for the light aircraft sector) and its partner — USUA, the U.S. Ultralight Association — have been heads-down working on improving the opportunities for LSA.
Core-Four-Plus-One
In June 2018, a series of many meetings that began in 2014 came to an early but very promising point. Here is what I think this means for the Light-Sport Aircraft manufacturing industry and those who own and operate LSA.
LAMA took a long list of suggestions about the then-10-year-old industry and reduced it to four initiatives. We were wisely counseled that too long a list would go nowhere. On the tightest of budgets*, we have been pursuing these objectives for four and a half years. The four core goals are:
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- Encouraging FAA to allow special Light-Sport Aircraft to perform aerial work (beyond flight instruction and towing)
- Introducing the safety benefits (and performance gains) that come with adjustable propellers controlled solely by a single lever
- Urging FAA to permit electric propulsion and instruction in aircraft designed for such motors
- Solving the longstanding problem that requires modern gyroplanes to be built only as kits (with the attendant problem that no commercial training is possible).
After many meetings with high-level FAA executives and project managers, we are pleased to report that ALL these objectives and one more — increasing the gross weight of LSA — are included in FAA’s present actions regarding rule making. Note that gross weight will probably be determined by a new system other than a fixed-weight number but the exact formula is pending while FAA finalizes their regulation plans.
To repeat, ALL these objectives are on FAA’s list for inclusion in eventual rule making.
“Eventual” is a key word, however…
Work Far from Done
In 2018, neither aircraft manufacturers nor pilots can take advantage of these new opportunities. While the future appears to hold great promise, LAMA and USUA have sought a faster solution. The changes sought should broaden the appeal of LSA leading to not only more sales but a higher value for the aircraft you buy.
We are proud of what we’ve been able to accomplish on the skinniest of budgets but we did not fly solo.
We also sought, and received, support for our initiatives from big organizations such as EAA, AOPA, and GAMA. While these giants of aviation first serve their own members, LAMA is 100% focused on light aircraft.
Rulemaking will consume at least three years and it could be even longer before such rules go into force, assuming no changes of present course.
Three to five years is a long time to wait for change for an industry not even 15 years old.
So, following a direct request from top FAA executives, we submitted a comprehensive business case for a program that we hope will much sooner allow manufacturers, dealers, owners, operators, and pilots to exercise the core-four-plus-one privileges.
The program we proposed is an evaluation and data-gathering period which will give FAA precisely what managers and executives say they need (“more data”) in order to get approval to change current regulations.
LAMA’s plan will help industry and pilots but it will also help FAA.
Allowing industry and pilots to gain new opportunities under controlled circumstances can give everyone privileges in the near(er) term while generating valuable data for FAA to use in justifying regulation change.
LAMA and USUA are pleased to supply such a great outlook but caution that it took more than four years of hard work to get to this point and, as a much-revered author once wrote, “Anything can happen. Nothing has to happen.” Nonetheless, we pledge to keep moving forward toward these goals.
* A very big thank you must go to those helping LAMA and USUA pursue these goals. Multiple trips to Washington DC cost real money and we are grateful for the help from… LAMA founder Larry Burke, Rotax Aircraft Engines in Austria and their U.S. distributor. Each supplied generous funds used solely for travel expenses. Other companies also financially assisted this on-going effort.
All artwork, used in the Business Case presented to FAA in June 2018, was created by Roy Beisswenger, publisher of the sector-specific magazine, Powered Sport Flying.
Things are looking up for Light-Sport Aircraft, rather fantastically so in my admittedly biased opinion.
While this space is usually dedicated to cool new airplanes — not boring government policy reviews …yawn! — this article will provide some rays of light to an industry approaching its 15th birthday (in September 2019). I think some of this may surprise you.
LAMA, the Light Aircraft Manufacturers Association (kind of a GAMA for the light aircraft sector) and its partner — USUA, the U.S. Ultralight Association — have been heads-down working on improving the opportunities for LSA.
Core-Four-Plus-One
In June 2018, a series of many meetings that began in 2014 came to an early but very promising point. Here is what I think this means for the Light-Sport Aircraft manufacturing industry and those who own and operate LSA.
LAMA took a long list of suggestions about the then-10-year-old industry and reduced it to four initiatives.
We simply had to do a video interview with the developer of the 1930s-era Ryan ST because of its fascinating history and its handsome good looks. If you love vintage aviation, this should grab your attention as it did mine.
The project is not merely a personal fascination for Nick. He will be selling a builder’s kit and specifically chose the 95% scale to make it enough lighter to use modern engines. Nick explains this further in the video. He expects first flight fairly early in 2019.
Thanks to Nick’s effort, you won’t have to spend nearly that much; he has established a price for his kit: $31,890, not including considerable effort to polish the aluminum as you see in the nearby photos. A quick-build option for $3,000 will likely be popular.
The first Ryan ST flew for the first time on June 8th, 1934 and production began the following year, when nine aircraft were delivered. Production rates remained low — about one aircraft every two weeks — but this changed in 1940 when deliveries to military forces began in earnest to support the war effort. Total production of civil and military aircraft before WWII numbered 315. Another 1,253 military versions were produced in ’42-’43 totaling 1,568 aircraft of all models.
The company now known as SeaMax Aircraft reports manufacturing 152 of its amphibious aircraft. SeaMax M-22, a design by Miguel Rosario, has been delivered to more than 20 countries. In the last year the company established a presence in the U.S. market.
Gilberto, 56, is a prominent and well known Brazilian engineer, holder of a PhD in Space Technology and has expertise in systems engineering, management systems, and risk management. He’s been in executive positions in both civil and defense industries in his country, including 18 years at high-level positions at Embraer. He has also work at Mectron (avionics sensors for defense), and held a graduate-level professorship at National Institute of Space Research (INPE).
Seamax won aeronautical awards, such as the prestigious “Outstanding Commercial SLSA” at Sun ‘n Fun in the United States and the Schneider Cup in Italy. It has been featured in more than 40 specialized magazines around the world.
That’s quite admirable for a fresh-out-of-the-gate design entering a marketplace with more than 140 Special Light-Sport Aircraft appearing on 
“Our team has been extremely busy since we’ve been back from Oshkosh,” added Amy. “Traveling to the show in four of our Ranger R7s was an awesome experience and we had an easy arrival into Wittman Airport Saturday morning.” Arriving two days before the show began proved wise when heavy arrival traffic delayed many inbound aircraft as the show was starting.
Even more recently, another Vashon LSA was delivered. “We delivered our second Ranger to a local flight school right at our home airport at Paine Field,” boasted Amy! 
For your enjoyment, here is arguably the most unique airplane I found on the grounds of EAA AirVenture Oshkosh 2018 …and with around 3,000 show planes, that is truly saying something.
What you are seeing in the nearby photos and videos below is Peter Sripol‘s man-carrying scratch-built aircraft project.
The fuel source is a series of nine batteries driving dual model-airplane engines. Peter built a first ultralight that EAA reported “was minimally planned, in contrast to [this] design, which [he] took time to design in CAD.” The first video explains why the motors have the wood constructions holding them along with other design considerations. The second video, Peter’s, shows some of the other building effort.
“As promised, 
Events like the one AeroJones hosted may be critically important to introduce literally billions of people in the Asian-Pacific region to the idea of flying for fun.
In addition to China and Taiwan, AeroJones Aviation is able to ship fully manufactured CTLS aircraft to other Asia-Pacific countries including Australia, New Zealand, Indonesia, Malaysia, Philippines, Japan, Korea, and Thailand.
You have more privileges than you may know with your Light-Sport Aircraft.
“I deliver on wheels but for $300, an owner can add the float option, which provides mounting brackets attached to specially-reinforced fuselage points.”
Maybe you never flew a floatplane or seaplane (the latter implying a hull). If that’s true you are missing one of the singular pleasures of flying. Landing on water is almost unreal. It seems unlikely but when you find yourself about to touchdown on a lake, you know you have arrived in a way few people in history have ever considered much less achieved.
If you must have two seats, FireFly loses out, being designed expressly to be a single seater. Nonetheless, if budget is a primary driver for your airplane purchase, as it is for most people, the FireFly on floats looks to be a highly attractive option.
A new-to-Americans Light-Sport Aircraft made its debut showing at AirVenture 2018. Here is the Magnus Aircraft Fusion 212.
Snyder and Foldesi exhibited their brightly painted low wing that uses mostly carbon fiber construction and a dual taper wing. Full dual controls are available at both seats. Toe brakes on each side guide a castoring nose wheel via differential braking. Rudder pedals are adjustable to accommodate pilot height differences. Leather upholstery is used throughout and cabin heat is provided.
“This low-wing monoplane [has a] symmetrical wing profile that provides it with superb aerobatic capabilities,” said Magnus Aircraft. However, the company advised, “While the aircraft has aerobatic capabilities … as a Normal Category SLSA aircraft, Fusion 212 is presently limited to a maximum of 60 degrees of bank and a maximum pitch up or down of 30 degrees when operating in the United States.”
The Santoms will take over production and sales of the single place Hawk models including the Part 103 model and the Ultra, a somewhat beefier model that is built as an Experimental Amateur Built (EAB). My discussion with Bob and LB was encouraging. I was impressed to hear the enthusiasm from father and son for keeping this series of Hawks available.
On my first day on Wittman Field here in Oshkosh, Wisconsin, we took the privilege to drive around the grounds and capture video scenes as hundreds of exhibitors arrive and set up their displays.
We will have lots more to report and will capture many videos for you, but here’s a little five-minute glimpse of what it looks like as the show unfolds before our eyes.
This article has been 
The KRT2 VHF transceiver has already been installed in over 10,000 aircraft across Europe. It features an integrated intercom, a dual watch mode (the pilot can monitor two frequencies at the same time) and it has 100 memory slots for preferred frequencies that tie in with airport identifiers. The radio can be updated with new software at any time. Like the transponder, the KRT2 features digital electronics which make it light, compact and reliable.
Infotech in Part 103 ultralight vehicles means far more than GPS or even synthetic vision digital screens (imagine an iPad mated to a 
Developers probably use Part 103 because they can do what they want sooner, easier, and not require a pilot’s license — or much FAA oversight. Conversely, any aircraft with two or more seats must use another FAR section inviting much more regulation.
In a CBS News article, Leng was reported saying, “When you press the thumb-stick to climb, you have absolute full control. When you stop in the middle of the air and go off the joystick, the aircraft freezes.” These phrases are hardly the way a pilot would say it; perhaps he stated it this way because he was speaking to a non-pilot reporter.
Tested by Eskil Amdal, Equator reportedly accelerated to 70 knots before leaving the ground and flying down the runway at 100 knots at nine meters (about 30 feet, at the edge of ground effect), before landing smoothly. Amdal reported stable flight with good controllability in all axes. Two more flights were performed the following day, further establishing confidence in the flying characteristics.
“Speaking at a press conference in Rovaniemi, Finland on Tuesday afternoon, Markku Koivurova, CEO 
The report continued, “Koivurova said that the accident would not pose a major setback for the small plane manufacturing firm,” while adding that the company will suffer additional loss by taking one customer plane out of the production queue for further testing.
In the world of Light-Sport Aircraft, we have more than 90 manufacturers and 145 Special LSA (
In Virus (yes, I’ve heard most the jokes about the name) Michael refers to the best seller of the comprehensive Pipistrel line. The reference here is to Virus SW. While the company has succeeded with a number of their other models, Virus SW — the shorter wing span and higher cruise speed variation — is the clear front runner among their production.
This particular airplane — nicknamed “Mahi” by its owners — is part of the WE! Expedition project, in which two female pilots, a mother and daughter, intend to fly around the world. Pipistrel will no doubt promote that voyage as they’ve done other global circumnavigation flights.
“We will also have 10,000 copies of the new Pipistrel Magazine available for giveaway,” said Coates. “This magazine features the full history of Pipistrel along with the different projects we have been involved with in the past 30 years.” Such company magazines used to be called “house organs” and Pipistrel’s features information about the whole aircraft line.
After Aero 2016, we enthusiastically 
Zlin principal and designer Pascale Russo (in video below), is another of the sleep-deprived creators of cool aircraft. He saw another unfilled niche, and since nature abhors a vacuum, Pascale got busy with a new model. Welcome to Ultra Shock, unveiled at this years wonderful 
Ultra Shock also retain its strength. “We loaded and drop tested [Ultra Shock] up to 1,000 kilograms (2,200 pounds) from 120 centimeters (about 4 feet) above the ground without any damage.” That may not sound like such a high drop height but I’ve seen test reports and can attest that is a very demanding test, especially at such weight. The design “virtually eliminates the touchdown rebound,” Pascale said. “We proceeded from the original Savage Cub-S,” Pascale continued, “reinforcing and refining the fuselage framework, increasing … the cockpit height, improving the accessibility, and generally improving ergonomics on board.” In other words, he made sure larger pilots will fit well.
Despite Ultra Shock’s lighter weight design, Zlin said the “engine bay can accommodate different engines from the standard 
He managed to reach a targeted and demonstrated minimum empty weight — an impressively slim 649 pounds — with a 100 horsepower Rotax 912 with radio and basic instrumentation and a weight savings program which introduced carbon fiber elements, light weight battery, and Oratex fabric covering (a weight-saving material with already colored cloth) in place of classic heat-shrink Dacron, among other choices.It appears he succeeded well. Ultra Shock is significantly lighter than most of the other Cub-clones, which should translate to great performance with the Rotax 912 and reduced overall expense. Zlin is targeting €95,000 (about $115,000) for a well-equipped Ultra Shock but for U.S. pricing and availability, please 
Many pilots who first set eyes on the SW51, a precisely faithful 70%-scale imitation of the famous North American Aviation P-51 Mustang managed to utter a single word: “WOW!”
Thanks to his youthful associate, Christian von Kessel, SW51 has been refunded and reenfranchised, bringing it to reality. The earlier producer group stumbled and this amazing construction never reached market.
For those ready for the hottest action, you can build the Experimental version and install a Chevy V-8 engine, but that’s well beyond the scope of this website. If you’re curious, though, ScaleWings says the airframe can take up to 600 horsepower.
SW 51 also bests the original with detachable outer wing sections that feature an autoconnect design; wing locking connects flaps, ailerons, pitot tube, electric and fuel lines. The developer reports the process takes one person a mere five minutes to complete.
Gulp! Can you afford this beauty? Budgets vary by person, but SW51 is roughly comparable to other higher-end Special LSA. In Europe, the assembled base price is about $182,900, though shipping to the U.S. and other countries will add expense. Yankees wanting the retractable version will indeed have to choose a kit, with the cost starting at around $140,000 for a quick-build version, however, this does not include the engine. A wide range is available if you kit build, up to a very powerful V8 engine. Given what you may be acquiring, those prices are reasonably affordable if you yearn for the full fighter jock sensation of flying your own 70%-scale P-51 Mustang lookalike.
At the Rotax event for journalists allowing reporters like me to fly their new 915 engine (more about that and a 
Imagine you are out flying your light aircraft over the countryside. Imagine you have strayed into unfamiliar territory with no recognizable references. Imagine you suffer an engine failure. This is unlikely with our modern great engines, but we all know it happens.
The service can be used with a free mobile app or an online map. The developers who created this said, “It can also be built into any other app, platform, or website, with just a few lines of code.”
Years ago, back in the late 1990s, I flew an aircraft called JetFox 97. It resembled the Flightstar of the day and both were modeled on talented European designer Hans Gygax’s designs. Along came Light-Sport Aircraft in 2004; years passed with not much word about the increasingly aged JetFox 97.
While FX1 clearly follows the Jetfox 97 — its overall shape, planform, and layout are very similar — the new model is very different in some ways not obvious in the nearby photos.
We’ve got the answers and more.
Look for Deon, Alfredo, FX1, and L600 in the ultralight / light plane area of Oshkosh at the south end of the sprawling airshow grounds (you can take a free tram ride if the hike is too much for you).
