The first requirement is understandable. It's all fine and good to wish you could buy something but if it's way out of your price range or if you simply cannot commit to a large purchase right now, it isn't likely to happen… and after all, who doesn't love a good price?
The second requirement addresses human nature. Once you've made your decision you want it as fast as you can get it. Most of us feel that way about most products we research.
However, when a brand-new airplane stays or slips below the $100,000 mark, lots more pilots can think about affording it. If six figures is still way too high, please read all kinds of articles on this website for highly-affordable aircraft (I covered 10 in April 2020 alone; 
More recently, he turned his attention to the 
SilverLight offers a build-assist center at their Zephyrhills airport base near Tampa, Florida. Yet the kit is not a particularly daunting task. For one, you need do no fabric work or painting, two skills that are fairly demanding of a kit builder.
The good news… a kit can save money so if affordability is important to you, assembling a kit may be an opportunity, not a deterrent. As a benefit, you will know your aircraft better than someone who buys a ready-to-fly aircraft.
The AR-1 kit stats at $39,500 without engine. A 100 horsepower Rotax 912 will add $22,500, or a fuel-injected 912iS adds $28,000. The 115-horsepower Rotax 914 adds $31,500 and the super-sized 915iS adds $42,000. Those price sum to $62,000 to $67,500 to $71,000 to $81,500.
You'll also need a wiring harness (about $2,500), and painting of the fuselage parts adds $3,500, and avionics add a few hundred dollars to a few thousand with too many choices to list here. A few other options may tempt you, for example, the removable full enclosure for $8,500.
Builder assistance — including the space and tools needed — will add $6,500 to $8,500 depending on options you choose.
So you could possibly spend north of $100,000 but you'd have a fully-loaded and very powerful aircraft. Conversely, if you want to keep the cost to a minimum, you could get airborne for perhaps $75,000-80,000 and at that price, you are still in the affordable realm for a brand-new state-of-the-gyroplane-art. Factory-represented used models with low hours may save even more.
After thousands of articles, I’ve have heard over and over about two common ingredients sought by pilots who visit this website: Affordability and Availability. Once you make a decision about what to buy, you want to be able to get it quickly and you want it to fit your budget. The first requirement is understandable. It’s all fine and good to wish you could buy something but if it’s way out of your price range or if you simply cannot commit to a large purchase right now, it isn’t likely to happen… and after all, who doesn’t love a good price? The second requirement addresses human nature. Once you’ve made your decision you want it as fast as you can get it. Most of us feel that way about most products we research. Get It Now / Afford It Now Look, I’m well aware that what is considered “affordable” differs for every single pilot and may change daily depending on other aspects of life.
If you read the recent article closely, you saw that not only are single seat aircraft enjoying good sales but Part 103 ultralights may be going stronger than in many years …possibly the best ever. I wish we could report 103 ultralight market shares but as they do not have to register with (and get an N-number from) FAA, we have no third-party way to evaluate the numbers accurately.
Add the U.S. experience of the last year or three to overseas sales activity and I think most aviators around the world might be amazed at the strength of this market. Certainly, this is an under-reported category.
Germany has its 120-Kilogram class (very similar to Part 103 parameters). England has its SSDR (Single Seat DeRegulated) class plus Sub-70. The latter is for very light aircraft weighing less than 70 kilograms or about 154 pounds, essentially a self-launching hang glider. This not a big market in the USA but put all these classifications together and add them to relaxed regulations for the very lightest powered aircraft in many other countries and you can see this is a more active and diverse aircraft market than you probably knew.
In recent years, boss Larry Mednick observed that their "tube-trike" line has been growing in strength. In the video below you will hear him say, "We have officially built more Rev, RevX, and Revolts than we have ever built Revo (models)."
The Ferrari of their line, Revo, has been out for 11 years, debuting in 2009. Rev was introduced only four years ago and Revolt only two years. For these "tube-trikes" to have eclipsed Revo in sales numbers is quite remarkable.
Why is that? Lots of reasons explain purchase decisions even disregarding the lower purchase price of simpler aircraft: Single seaters are doing well. Evolution is selling many aircraft. And lots of younger participants have emerged.
"I don't know what's in the water… I don't know what's going on this year, but the phone has not stopped ringing about these [aircraft] and we are certainly having a record-breaking year," Larry said. He added, "We have three times as many orders this year compared to last year and double our best year since we started in business."
Of particular note: "We are seeing a lot of younger buyers. I've never seen so many buyers under 50 [years old] getting involved. We're seeing a lot of buyers in their 30s and 40s; it's very encouraging," Larry enthused.
Maybe you don't care about weight shift or other alternative aircraft like powered parachutes, gyroplanes, and motorgliders, but these all bring new pilots into aviation and new pilots often eventually upgrade to faster aircraft so the one you just bought might sell to one of these pilots in the future.
I urge you to watch the video below and hear from Larry yourself. Thanks to great work by Videoman Dave of the 
In this context, how might the aviation industry be holding up? We read — and some brave travelers have experienced first-hand — how the airline industry is in a deep hole, prompting large layoffs.
In this third quarter report for the calendar year, I'll look at some numbers for general aviation manufacturers as well as the light aviation industry that has my full focus.
The short answer: some are doing surprisingly well.
It bears repeating. You can go poke around FAA's database yourself …but while you access the same information you won't get the same details as we have here without a lot of work.
What you see here is thanks to Steve's noteworthy skills at organizing data and solving the puzzles made by aircraft with varying registration information.
To better understand Steve's marvelous work, 
Steve summarized, "Some [producers] are doing stupendously better than last year. Others, not so much."
Some, like "Most Improved" 
From my view — and to some extent for all the readers of this website — the single most valuable aspect of Midwest LSA Expo is the great ease with which one can take one or more demo flights. For me in particular, this is a unmatched opportunity to go aloft in an aircraft so I can write about it.
Regretfully, my video partner Videoman Dave was not allowed by U.S. authorities to enter the country from Canada, so we did not get to capture Video Pilot Reports where several aircraft get fitted with Dave's collection of seven 
Named for a small island in the Puget Sound region of Washington state near Seattle, 
While Vashon is colocated with Dynon in a Woodinville industrial park, Vashon maintains a separate corporate structure. Company employees of each defend the co-owned businesses as distinct from one another.
Vashon produces structural components and puts fuselages and wings together in Woodinville but these sub-assemblies are then transported to a hangar at the Paine Field Airport (KPAE) in Everett. This is the same airfield where final assembly takes place at Boeing’s massive facility.
Ranger has a listed empty weight of 875 pounds before adding options. That leaves a useful load of 445 pounds. With fuel tanks full of 28.1 gallons or 169 pounds, payload drops to 276 pounds. Fortunately lots of flying is done locally so half tanks are still plenty and would provide a payload of 361 pounds or a couple occupants at 180 pounds each. (Of course, this may change when FAA issues its new regulation in 2023.)
With half tanks and no baggage, demo pilot Kurt Robertson and I probably flew below the gross weight limit. We could have flown for better than three hours.
Vashon chose the 100 horsepower 
Taxiing Ranger uses a castoring nosewheel. This means steering with brakes at low speeds, so both seat are fitted with directional foot pedals, which allow for very tight turns. Castor steering takes a bit of familiarization but ramp maneuverability is unparalleled. Flight controls involve dual joysticks and a center-mounted throttle.
Takeoff was simple and straightforward. After liftoff, Ranger's rate of climb varied between 600-800 fpm to 3,500 where we practiced some stalls. Fuel burn during best rate of climb appears to be north of seven gallons an hour, about the same as a Rotax 912iS. Kurt reported he routinely sees 118 knots at altitude and burns 6-6.5 gallons an hour at this higher cruise speed.
Flaps are electrically actuated with a button — one push for 20 degrees; another push deploys flaps to 40 degrees. We used one notch for takeoff and either one, both, or none for landing.
Immediately, Ranger felt somewhat different from many LSA. First, the Continental emits a familiar growl to the Rotax 9-series' whine. Secondly, the heft of Ranger gives it a heavier feel, actually surprisingly like a Cessna 172.
In flight, Ranger is very well behaved, no wonder as this model shares some designer heritage with the Van's series that are highly revered for great flight qualities. You need only minimal rudder entering and exiting turns. Joystick pressures are fingertip-light (photo).
In stalls, the LSA can be called docile with no evil bones I could uncover despite fairly steep stall entries. Recovering from a full-stick-aft stall showed no steep break or wing drop. Ranger exhibits very modest pitch change when flaps are deployed up or down.
In slow flight or on approach to landing, Ranger was very stable and my landing was quite good even for a first-ever effort. At Kurt's advice I held 65 knots down low, then slowing slightly.
Cockpit width is stated as 47 inches, broad compared to most GA aircraft but about standard for LSA; it was roomy for Kurt and me. One neat trick: remove the seat cushions and you can fold both seats nearly flat allowing you to camp overnight in Ranger. It measures a generous 78 inches from the aft bulkhead to the joysticks.
The large space aft of the seats can hold up to 100 pounds. While most loading won't tolerate that much baggage weight, the space is large enough for sleeping bags, tents, fishing poles, and other (lighter weight) outdoor gear.
Buy All-American? — The western U.S. company boasts that its Special LSA is fully American. "Ranger R7 is designed, engineered, tested, and manufactured at the Vashon Aircraft factory headquarters near Seattle, Washington, and is assembled at its Paine Field assembly and delivery center (on the same airfield as Boeing's wide body airliner factory)," said 
The fully loaded demo Ranger Kurt and I flew had autopilot and two SkyView HDX screens. The introductory pricing has risen slightly but those on a budget can be well served by the base Glacier model that lists for $119,500 and includes a Dynon 10-inch SkyView HDX EFIS with two-axis autopilot, 2020-compliant ADS-B Out, and all the standard features you'd expect. Ranger also comes with a three-year warranty. Unfortunately, the under-$100,000 price tag of three years ago has disappeared.
Exterior Treatment — The "Founders Design" with the Washington state scene (photos) adds $9,500 to the base price. A version with the back half looking similar and the front fuselage in white is only $2,500. A treatment on just the top half of the vertical stabilizer is included in the price.
If six figures aren't in your checkbook the company observed, "Vashon Aircraft is proud to collaborate with AOPA Finance to offer our customers competitive financing options for their Ranger purchase."
Check all Vashon Ranger's 
A new engine was debuted at 
He quoted an introductory price of $7,500 for Hybird used on Merlin, the somewhat bigger brother to Merlin Lite. Hybird for Merlin includes an engine mount, custom cowl for Merlin, the freshly-developed Aeromarine carbon propeller and spinner, radiator, and all fittings.
"There is no TBO (Time Between Overhaul)," Chip bragged! "Our engine replacement price is lower than the cost of most overhauls, so it is cheaper to buy a new engine." A run-out Hybird could still be overhauled, of course, but if that costs close to as much as a new engine, the decision to skip the overhaul time and expense sounds easy.
"We adapted a proven belt reduction drive to this engine and designed a custom engine mount, exhaust, and wiring harness," Chip explained. "We even arranged with a PhD-qualified prop designer to create a custom carbon propeller made to match this engine’s torque and power curve."
Lots of doubters expressed their opinions in the weeks and days before Mt. Vernon's 12th running of this sector-specific event. Did it work? Were the naysayers right or wrong?
I will express one person's opinion but reflect a number of comments I heard: "Thank goodness for Mt. Vernon airport manager Chris Collins and his contingent of orange-shirted volunteers who hosted this event," making it another success.
To me, "success" means no accidents (none happened) and a decent turn-out that got pilots in new aircraft and vendors the sales that sustain them (both happened).
In a typical year, Midwest attracts 1,500 or more pilots for the three days of event. My casual estimate is that 2020 was at least as strong as before and perhaps it was even up a bit. No one knows more. Midwest does not charge a fee to enter and more than one entry gate would make any effort to count heads futile. So, admittedly, I am guessing but having been to 11 of the 12 events (I missed one due to a hurricane in Florida where I live), I think it was at least the same and possibly better than earlier years.
Some were told by their home state authorities that if they left they might not be allowed back in the state (presumably without some caution like mandatory quarantine). While this may seem like government overreach to many, employees who would not be traveling also stated concerns about getting exposed by those who did travel. Hit with both worries, some companies backed out.
At least two vendors who wanted to attend could not get an FAA inspection in time. This was not them dragging their feet on the requirements; instead it is because FAA staffers are mostly hunkered down at home and agency personnel are not permitted to go out and do inspections. U.S. Customs inspectors were under similar constraints and so import processes have been greatly hampered.
At least two more companies experienced serious weather between home and the show although Midwest 2020 enjoyed nearly perfect conditions. Plenty of demo flights attest to this. Several vendors filled their demo schedules.
Add those vendors who had promised to attend to those that did and Midwest 2020 might have been a big year. Even without them, it was healthier than I first feared.
As the photos illustrate Midwest 2020 was a normal year even considering the drama this country has faced in recent months. However, one category of light aviation appears stronger than ever.
We have also seen a growth in interest in single seat aircraft… (example: 
Developer Chip Erwin brought not only his fascinating aircraft but six sets of bathroom scales. Although these are not certified scales — an effort with such scales will happen shortly when the aircraft is fully complete — we checked them for consistency and we used all six scales in rotating positions. Four complete weighings produced numbers from 271.6 to 274.1 pounds. Using the allowed calculation for a whole-airframe parachute system, a Part 103 can weigh 278 pounds, suggesting Merlin Lite should comfortably qualify. Of course, speeds will also have to conform but Chip is very confident about the airplane staying Part 103 compliant. The weighed aircraft was not a stripped-down version but had most of the equipment on board that everyone will want. I'll make a video of these steps as soon as possible, given very strong interest.
The first attendance at Midwest by 
This method also made for an intriguing study in how America is coping with Covid. Near the freeways, at gas stops or hotels where tourists and travelers were present, masking was nearly universal. Few appeared to ignore store signs demanding a face covering.
However, instead of racing up to Mt. Vernon, Illinois, we chose to wander through small towns along the way, for example, taking a tour of the Muscle Shoals, Alabama recording studio that produced dozens of Platinum Records such as Wilson Picket's "Mustang Sally" and hosted music stars from The Rolling Stones to The Allman Brothers to Aretha Franklin.
A Tale of Two Countries… as soon as we got a few miles away from the tourist-oriented freeway stops, almost no one wore a mask. Unlike the strangers on the freeway, these people largely know each other. Before someone criticizes, I'm not saying they ignored caution but relied on common sense rules rather than political dictates. You may have a different opinion.
Another designer of very striking hardware is Larry Mednick of 
It has to do with the pod or cabin that most modern gyroplanes use. VX1 is an open cockpit design. All that fuselage area forward of CG needs more tail in the rear to offset the aerodynamic effects. Since VX1 has a fully open cockpit, it does not need the same tail displacement.
Clearly, Gyro Technic's VX1 is no mere copy of some other gyro.
In addition to making all their own parts (
"A comfortable cruise speed is about 60 mph. Full fuel tanks (7.5 gallons) will then give you a range of 50+ miles with a safe fuel reserve.
"This would be a straight-line course to your destination. In reality though, you will be having too much fun, and your flight path will not be a straight line, but rather resembling something closer to a bowl of spaghetti!"
Ha! Good description of the flight path of a pilot just enjoying the experience and not intent on getting from here to a destination as the only reason to fly. Visibility from a gyro like VX1 is about as open as it gets.
At 
One proof among many, Mark Smith created an aftermarket steerable nose wheel system for Quicksilver aircraft before the factory developed their own. Multiple component changes purported to improve handling, performance, and durability.
Tri-State Kites’ selling of Quicksilver brand aircraft went on for many years; Mark was once one of Quicksilver Aircraft's top dealers. Throughout, he was improving, tweaking.
Perhaps it was inevitable that this would evolve into the manufacture of whole Quicksilver-like airplanes built of the numerous changes Mark had engineered over the years.
Smith wrote, "There were nearly 10,000 MX [Quicksilver models] sold over the years, with most of the models sharing many of the design features of the MX. There are many changes that make the plane fly better, handle better, steer better, handle wind and gusts better, and so on."
Directly from their matter-of-fact website, "Modifications to this sturdily-built ultralight abound (they refer to those thousands of Quicksilvers sold). Most are not terribly expensive and create a much more flyable plane. Recommended changes would be lower tail tubes and the tapered stabilizer. They also sell dihedral-reducing cablesets for wire-braced Quicksilvers; earlier models used a large amount of dihedral to enhance the rudder-and-elevator-only controls. Tri-State Kites said, "These install without major modifications."
Those parts are but a few of many alterations the Mark Smith enterprise has created over many years of serving the Quicksilver market. Created to make the airplanes fly faster, handle better and last longer, they also streamline the aircraft, give it distinctive looks, and enhance strength in ways big and small.
Today Tri-State Kites is actively building and selling entire aircraft. Call them a "Quick" or a "Smithsilver" — this is now its own brand of aircraft. Some are Part 103 eligible. Andy assured me single seat models can qualify.
Tri-State Kites reported a active and complete business with sales, training, and maintenance. They even offer on on-site "hotel" for customers to use. Contact 
Except for engine, tires, wheels, and brakes, Tri-State makes every component that goes on the Smithsilvers. They even sew their own wing coverings, assembled from sturdy Dacron sailcloth. Sewing of wings (or sails) is a specialized craft. I have experience with hang glider wings (more complex than you think) and I was quite impressed with the detail and precision shown on their wings displayed at Midwest LSA Expo 2020.
I did interviews with Andy Alldredge about Tri-States' business and his Falcon 503 project plus Tom Smith. Look for them later this year.
Longtime journalist Tim Kern — of 
At Midwest 2020, I interviewed Joseph Shirley, boss of 
Joseph reported that his team has transferred all drawings, including some engineering drawings and other simple hand drawings from the old days, turning them into SolidWorks CAD drawings. This will help assure a higher state of quality to all parts and components but it also helps kit builders by providing major improvements to the build manual, a task most talented designers find to be one of the hardest parts of creating a kit aircraft.
Chuck Slusarczyk and I share a history in hang gliding days, back when we were both young and handsome. Regretfully, Chuck is in failing health these days but I believe he would be proud how well his design continues to do and he'd be impressed with how far people like Terry and Joseph have taken his once-modest but always-beloved Hawk.
Watch for more on Joseph Shirley's operation in an upcoming video.
I never thought of Hawk as a bush aircraft. It's history as a simple ultralight from the early 1980s suggested it was a more fair weather flyer …not that there's anything wrong with that, of course.
The Hawk being created why Joseph and his troops gave a completely different vibe. If it was flying, I would have been sorely tempted to take this beefy-looking aircraft out to a creek bed to see how it handles an unimproved surface. Given its modest flight handling qualities, sturdy and proven construction, and its slow speed capabilities, I'm guessing Hawk Tundra would do especially well.
However, such "alternative aircraft" may not be what you had in mind. Many are open cockpit and pilots trained in a Cessna or Piper can feel uneasy being out in the open (even if behind a pod and windscreen). Also, weight shift trikes, powered parachutes, or gyroplanes handle differently from stick (or yoke) and rudder.
Other pilots may want an aircraft that can cope with the elements better. Metal can offer better endurance. 
Chip believes his new Part 103 "magic" ultralight is truly revolutionary.
“This is not your 1980s ultralight," claimed designer Chip. “I know, I was there. Our new Merlin Lite has real aircraft features and appeal: seven windows, a cockpit door, decent baggage capacity and space, an instrument panel with an EFIS and GPS. And the list goes on.”
Merlin Lite is available with either tricycle gear or taildragger, Chip reported, and features all-aluminum construction, dual independent hydraulic brakes, tundra tires, five-position flaps, pushrod controls with bearings, and substantial aft cabin area with the CG envelope to use it. "Deep deploying 50-degree Fowler flaps and tundra tires with independent dual brakes make the Merlin Lite an ultralight bush plane," he added.
"Based on Merlin PSA, a popular single seat personal sport aircraft that costs less than $40,000 and cruises at 120 mph, Merlin Lite's cockpit is almost as large as the Merlin's, but the powerplant is scaled down and the 3-D tapered wing aspect ratio is increased," said Chip.
Merlin Lite is available completed and ready to fly away, or can also be built as an Experimental and flown with a Sport Pilot ticket, or even a glider certificate, flying Merlin Lite as a motorglider.
"Its cantilevered high wing means no lift strut," explained Chip, "making Merlin Lite quite easy to get in and out, a feature with increasing importance. Plus, the large baggage area can carry a full-size airline roll-on bag, camping gear, or even your favorite pet."
Merlin Lite finished and ready-to-fly — $31,000 equipped with electric-starting 
To find truly affordable aircraft, for one example, search for "vintage ultralights" you will be lead to our April 2020 series on ten super-affordable airplanes, all of which are available second hand for less than $10,000. You may not know that Search can be more specific. After you use Search, a page shows you whatever is found but you can drill down further — click "Try our advanced search option."
After your initial search, you will see, "Not finding exactly what you expected? Try our advanced search option." Click on the "Try our advanced search option" link and you can narrow the search to: 1️⃣ specific brands of aircraft manufacturers, 2️⃣ specific aircraft models, or 3️⃣ FI.R.M. List companies, meaning products and services that do not make airframes or engines. This Advanced Search is quite powerful to sift through more than two million words or hundreds of different aircraft reported on ByDanJohnson.com.
I hope you can attend 2020's 
MC-01 by Montaer
SmithSilver by Tri-State Kite
Sparrow by Carlson
F2 by Flight Design
Vashon Ranger
VL3 by JMB Aircraft
Fusion 212 by Magnus
Rob Rollison the proprietor of the very successful 
Deon will have the InnovAviation FX1 we saw at Midwest 2019 (
Some of you may feel the same, I suspect. I don't suggest you need to go to them all, but if people who do what I do don't have airshows to attend, you get less cool news about great aircraft and flight gear.
That said, I've been able to keep a good flow of recreational aviation news that you readers find interesting. April 2020 set an all-time record. That was eclipsed in July 2020 and August kept the growth going to another record. While pleased about the increasing number of visitors — and while everyone being isolated probably drove more pilots to this website — it nonetheless illustrates the value of journalists attending shows and bringing you the latest and greatest.
I think these shows setting dates in the new year is a great and wonderful thing.
First up is the recently-rescheduled 
“We are now happy to confirm January 28-30, 2021 as the new event date for the fifth annual DeLand Sport Aviation Showcase,” Jana added. Most readers will recall the 15-year-old Sebring Expo used similar January dates. That event ended after the 
Yes, after having to cancel Aero 2020 and 
Yes, the new Aero dates are April 21-24, 2021. Whew! With Sun 'n Fun slated for April 13-18, 2021, that gives a couple days of breathing room between these two important events …time to pack new clothes, clean photos off my devices, and repack for Europe. What a relief!
I am so excited and pleased, I almost don't know what to say, except… "Thank you, thank you, thank you, Roland and team."
This change assures the month of April 2021 may set an even higher record of visitors and I will be furiously gathering news and video for many stories from these two events. Especially after the dry desert of 2020, my expectation is that both Sun 'n Fun and Aero will be enthusiastically welcomed and that aircraft developers will be out in force with their newest and coolest flying machines.
While I'm ecstatic about the Sun 'n Fun and Aero 2021 timing, in only a few more days, I leave for Mt. Vernon, Illinois, home to the 
I always enjoy when a new airplane company arrives on the market and sets plans in motion to expand and improve their flying machine. Texas Aircraft and their Colt 100 Light-Sport Aircraft is one such company.
Lead by the energetic and ambitious Matheus Grande, 
Rather than repeat what 
Texas Aircraft announced, "The addition of the 
Scott explained that while the Colt’s standard Dynon avionics package is TAA compliant and amazing for flight training, "flight schools are asking for Garmin." Providing Garmin equipment can help reduce the time and cost associated with training students on multiple avionics systems as they progress.
“Today’s students want to train on the same avionics they will be using later as they advance into more complex Garmin-equipped aircraft,” Scott said. “The wide variety of Garmin avionics that we will make available for the Colt will give flight schools and private owners a great deal of flexibility in how their avionics are configured.”
“We are now offering Garmin-equipped Colt aircraft with the basic VFR package starting at $139,000," said Scott. The fully-equipped, “Heavy IFR” Garmin package is priced starting at $170,500 (see below).
“So, whether you want a sleek single-display Garmin G3X Touch panel or dual G3X Touch instruments for a truly impressive digital screen experience, we offer choices,” Scott said. “All Garmin-equipped IFR-capable Colts come standard with a G5 backup. We are extremely excited to be able to offer Garmin’s popular line of avionics in our new-generation Colt.”
Almost everyone knows at least some facts about batteries. Everything we carry around these days seems battery powered and all of us are ever in search of an electric outlet to get more charge. Until battery energy density takes a substantial leap forward, electric airplanes have some clear limitations. Yet primary flight instruction — at least done in the pattern within easy reach of landing back on the field — is one early potential for electric powered LSA.
However, not all batteries are identical. — The British Lithium-Sulfur (Li-S) battery technology company, Oxis Energy and Texas Aircraft Manufacturing are developing an electric power system for Colt and initially, Oxis projects that the flight time will be in excess of two hours and an approximate range of 200 nautical miles. While still short of true cross country flying, this sounds encouraging.
Huw Hampson-Jones, CEO of Oxis Energy, said, “Oxis Li-S technology offers significant benefits to aviation. The use of sulfur as a non-conductive material provides enhanced safety and is superior to current Lithium-Ion technology. Our 90kWh battery system is 40% lighter than current Li-Ion technology and will be powered by its 'High Power' cell at 400Wh/kg."
Oxis is involved in the design, development and now the move towards commercial production of Lithium Sulfur cells for battery systems. Oxis manufactures and produces all aspects and components in the making of the Li-S cell and does not use any toxic or rare earth material in the composition of its Lithium Sulfur cell technology. Oxis has been granted 193 patents with 115 pending.
Texas Aircraft's Matheus added, "Our eColt, manufactured at our factory in Texas, will use Li-S battery cells made at the Oxis factory. The powertrain will be supplied by WEG and the battery and its management system (BMS) will be provided by Akaer Group of São José dos Campos, Brazil." (Note that while Texas Aircraft is an all-American company, Matheus and his team hail from Brazil so they have many connections in that southern hemisphere country.)
"This project is in early stage," said Matheus. "We are not changing the Colt, but we are studying the possibility to add some battery packs under the plane (maybe looking like a Cessna Caravan cargo) but this is still under discussion since we are also evaluating adding the battery packs into the wings."
Denny has an enviable position to some. Imagine any fixed wing instructor saying, "I wish the aircraft would do some operations differently for my teaching. I can't find one that exactly matches what I seek, so, you know what? I'll just design what I want."
Yeah, sure. Most of us never have that chance. Instead, we learn to adapt to the aircraft. As an example, what if you wanted the throttle in a different place, or any number of possible changes.
In a long career that has included talking to CFIs from around the world, I have never met a fixed wing flight instructor who set about making the airplane he truly wanted. Denny Reed decided precisely that. Then he went and did it.
To make the airplane fit the terrain Denny wanted to access — creek beds, desert landscapes, mountainous terrain and more — he knew he needed a very durable, strong, and well-performing trike.
When I think of trikes, I think of 
"When you chase strength and when you chase simple, you get ugly," observed philosophical trike designer Denny Reed with a smile on his face. "When we first showed it, I was real proud of it but one of the first comments we got was, 'It looks like a post-war Russian tractor.'" Denny laughed aloud as he related the story.
That's why Goat looks as it does. If it seems a riot of tubes going every which way, consider the thought Denny put into it.
"Every notch, every cut, every bend, every tig weld seems like it has a story," he said while not ignoring the wisdom of and guidance from other aviation designers, "We nonetheless wanted something that said off-road, crawler, racing."
After a few iterations, he was happy and production began. Customers were waiting.
The entire frame is welded chrome moly with a ceramic coating.
Like most trike builders, Denny does not attempt his own wing. That type of construction is its own art and science that one company has proven to do better than anyone else. The company, another trike builder called North Wing, manufactures wings for trikes for other carriage manufacturers. After more than 30 years in the business, North Wing owner, Kamron Blevins largely owns the space. (He also builds wings for Evolution among several other trike aircraft suppliers.) A couple foreign trike builders make their own wings — 
Prices start at $36,500 (in summer 2020; subject to change). Of course, you can spend more, but with that modest starting cost for this tougher-than-nails trike, Goat qualifies as an "affordable aircraft" as this website promotes. (Of course, "affordable" means something different to every single pilot, but at about the cost of an average new car, I'd say this was a very fair asking price.) 
"I enjoy teaching," Denny said, returning to what is obviously a favorite topic after he described details of how he builds Goat.
"After 9,200 hours and 300 students, we have a perfect safety record." He added, rightly so, "I'm very proud of that." He related stories of students who spoke with him years later saying, "I understand why you were so hard on me during training, Denny." So it's no surprise that he reported getting "a hundred applications a year for trike school."
Here's two videos: a newly-produced one from 
The founding administrator, Jana Filip, made the official announcement, "The 2020 DeLand Sport Aviation Showcase is being rescheduled due to the ongoing Covid-19 pandemic."
Since Copperstate/Buckeye Air Fair in February 2020, the end of July saw a modest gyroplane gathering in Mentone, Indiana for the 
"DeLand Showcase is but the most recent aviation event to have to give way to such concerns," Jana stated.
"Sun 'n Fun in Lakeland, Florida was postponed and then cancelled. EAA's AirVenture Oshkosh has been put off to the summer of 2021 and other major aviation tradeshows such as NBAA and AUVSI were either cancelled or forced to go 'virtual.'"
DSAS staff promised an update "as soon as more data is available."
If you wish to offer Jana and her team feedback on the date change, 
For 2020, the next airshow is Mt. Vernon Airport's (KMVN) 
"We have also planned demo tours in Germany. 
Meanwhile, "The 915iS model is getting close to 35 hours of test flights. We are doing testing at outside temperatures above 30 degrees celsius (86°F) to make sure the installation also works well in hot climates."
"We keep adding safety features," Niklas continued. "The newest one is that you forget to retract the gear — easily done with the 915iS since climb rate is 2,000 feet per minute — and fly above the maximum gear-extended speed, you will get a warning on the Garmin screen and blinking red lights. The same blinking feature is added when the gears are in transition or if you forget to extend your gear (in addition to the built-in 
Although a mirror reflection of the greater global economy, many pilots are stunned that airshow after airshow has fallen to the virus. It seems like two or three years ago when, back in February 2020, Videoman Dave and I covered the 
Tom has run 
"I'm very impressed with F2. It feels like a bigger airplane, very solid in the air. More stable than I expected. Very easy to land." He's comparing to the CTLS that so many other pilots know.
"F2 feels more stable in the air compared to our CTLS, which offers a sportier feel." Pressing him for details, Tom recounted the following story from a recent flight. It involved F2's autopilot.
"As you know, with the 
In one of the nearby photos taken from the nose of F2, the vertical surface of the tailplane appears enormous, one to rival the very tall tail on an 
As we discussed the two planes, Tom said he thought I could do the same maneuvers with F2 that I'd done with the Icon A5 and I'd get a similar sensation.
"Departure stalls simply don't," Tom described. "With full flaps, it will 'nod' a bit, a kind of pre-stall but with neutral flaps the stick remains effective at all times."
Tom worked closely with Flight Design during development of F2, playing key roles. He closed saying, "I knew we could achieve those characteristics but I didn't know how well it would fly."
I could almost see his smile over the phone.
I look forward to experience F2, perhaps at the 
FAA representatives from both Aircraft Certification and Flight Standards have confirmed that — while nothing is certain at this time and that many more people inside the agency must have an opportunity to provide their expertise — all the requests by LAMA remain in consideration.
While LAMA repeated that some LSA do not need to get heavier or larger, nonetheless, growing the segment can be helpful for many business serving this market.
Other changes under consideration (to present LSA):
Some FAA goals have not changed:
