Then came a pause in the juggernaut that is 
F2's cabin is 3.1 inches wider — now 51 inches wide, among the broadest in the category — and two inches taller than the CT series’ cabins. Door dimensions have also been increased, making for easier entry and exit. The entry door is set 2.3 inches lower than those in the CT series and pilots who are less flexible will appreciate these changes. Four cabin windows and a sunroof in the rear give the cockpit an open feeling and improve overall visibility, boasts Flight Design.
F2 is available with either a 100-horsepower 
On its first successful first flight, Flight Design said, "Energy consumption for take-off and cruise was within the expected range, and the temperatures in the system were more positive than expected."
Flight Design created F2e with partners 
Once upon a time in the then-new world of Light-Sport Aircraft Flight Design lead the pack for airplanes delivered and registered. That #1 ranking lasted for a decade. Then came a pause in the juggernaut that is Flight Design, a German company with a popular design. The company’s expenses outran their revenues and a major restructuring was forced upon them by the German legal system. This was 2015 but at Aero Friedrichshafen 2019, the company was looking strong. Their prominent space in Aero’s huge gymnasium-sized exhibit halls was filled with interesting machines, including the distinctive Horten flying wing. All these today operate under the parent name, Lift, which also acquired the Rotorvox deluxe gyroplane. Attracting a lot of attention was their brand-new F-series. Displayed as the first aircraft visitors saw, F2 is an evolved version of the company’s successful CT-series, which remains in active manufacturing.
Our first quarterly report in many years should have come about April 1st. It did not. That date came as 
Digging deeper, the chart shows that longtime market leader 
Strong SP kit suppliers include 
Looking at cumulative registrations, Zenith/Zenair clearly holds the top spot among Sport Pilot kit aircraft sellers. Rans, 
Yet the real surprise comes when you look at our final chart of this article. Kits appear ascendant since 2013, especially when compared to Special LSA that seems to have found a stable registration rate of around 200 aircraft per year. However, when you combine SLSA with Experimental LSA, you can see that all LSA types number closer to 300 units per year, compared to all SP kits at just shy of 400. Specialty registrations like Experimental Exhibition are steady but at a far smaller unit count.
Any ELSA must be shipped from the factory as a bolt-for-bolt copy of the SLSA model, as required under the regulation. No producer can sell an ELSA without first getting approved for a SLSA, so to my mind, combining SLSA and ELSA makes for a fairer comparison to Sport Pilot kit aircraft.
If you love these numbers, please visit 
If that's an accurate assessment, then let the drooling begin over this beautifully contoured flying machine that can race 135 to 185 miles an hour for a fairly modest investment. I'm writing about Lightning from 
"Lightning LS-1 is designed and built around Jabiru’s powerful 3300 aircraft engine," noted Arion. "With a displacement of over 200 cubic inches and a direct drive crank, this little beauty has over 120 horsepower on tap for performance rarely matched in a Light-Sport Aircraft." Lightning has no trouble hitting the LSA speed limit of 120 knots (138 mph).
"[We] spent more than three years making the kit Lightning as efficient and fast as we could, so slowing down to 120 knots was a complete reversal of thinking that had its benefits," said principal and designer, Nick Otterback. "By changing the airfoil slightly and adding three feet of wing span, LS-1 stalls below 44 knots clean, giving our aircraft an impressive 52 knot approach speed." Solo climb is in excess of 1,200 fpm and owners can expect 1,000 fpm at 1,320 pounds. At cruise speeds of 120 knots range fuel burns runs 5.5 gallons an hour. "These are real performance numbers a pilot can rely on; not on a perfect day at sea level or flying around solo, but all loaded up," stated Nick.
Most companies list useful load, but Arion said the more meaningful payload can be up to 470 pounds. That will allow two big Americans plus some luggage assuming weight and balance confirms. "Now standard equipped with 40 gallons of fuel, you can go over 800 nautical miles with VFR reserves," Nick added.
Lightning is offered only in tricycle-gear configuration — as most pilots prefer — but a taildragger version has been created by a builder. 
Taller landing gear permits bigger props on this new kit to allow the speedier model to hit speeds of 160 knots (184 mph). Firewall aft XS is much the same as the classic Lightning including its 42-inch wide cabin.
Arion also offers several propeller choices for the engines above. "For fixed pitch we like Sensenich wood or composite ground adjustable props," said Arion. "We have tested in-flight adjustable props as well. For the Titan or Lycoming types, Whirlwind aviation makes the RV200 series light weight CS prop. For Jabiru or UL Power we have tested the Airmaster series." Installation of an in-flight adjustable prop can increase performance but, of course, builders must plan for the extra weight on the nose during the build process. Pricing and other questions are answered on Arion's 
The show started the same year LSA arrived on the scene — barely a month after FAA announced the new airplane and pilot certificate category — as the event was initially held in October before shifting to January to avoid hurricane season disruptions that affected the first year.
Sebring was hardly on the aviation map as the show began. A notable early success was attracting Phil Lockwood and his multiple enterprises. Those who know Phil are aware he is a particularly careful and deliberate planner so his selection of KSEF was significant and perhaps presaged the long and successful run of Sebring Expo.
Over the years, airport executive director Mike Willingham and those he retained to operate the event tried various tactics including a night airshow, adding drone racing and exhibits to the mix, plus relocating the center of activity, finally ending up right in front of the new beautiful airport terminal Mike initiated during his equally long run as the man in charge.
The LSA community embraced Sebring enthusiastically as the new segment roared into the aviation space. Dozens of new aircraft producers and the many customers who loved them enjoyed having an event where LSA and Sport Pilot kit aircraft plus ultralights were the leading attraction.
A primary reason for the event's success was the sector-specific nature of the show. Pilots could comb the field for the best choice for them and they could take multiple demonstration flights to zero in on the right aircraft for them. The smaller nature of the event assured that prospective buyers could get plenty of face time with suppliers of their favorite LSA or kits and they could have long enough conversations with them to be sure before making a substantial investment in a new aircraft.
"
What will Sebring Regional Airport do to promote itself and aviation in the future? "[We] will continue to focus resources and energy toward the development of new programs in emerging aviation areas including manned, 
LSA and Sport Pilot kit-oriented enterprises based at Sebring include Lockwood Supply and 
"The news came as a shock," Plane & Pilot continued, "with the company suddenly announcing on Wednesday, May 29 that 2019 will be its last year. Three races remain for this year’s series, with events in Russia, Hungary and Japan. In all, the series has included more than 90 races.”
They elaborated that they chose both materials —making this a true composite — for the optimization of aerodynamic qualities, flight characteristic, and reliability. "This addition enabled [us] to make construction decisions based on optimum design and structural integrity rather than purely the cost of production."
P92 Echo MkII's interior has also been completely redone. "Doors are lined with automotive-type door seals, seats that give full support with excellent leg room, side map pockets as well as pockets in the back of the seats combine to make the MkII a very comfortable aircraft."
Tecnam has long boasted "uncompromising build quality" and P92 MkII has been built to meet requirements for Europe's CS/VLA standards for aircraft certified to this category. Tecnam offers models meeting the European ultralight category (different than the U.S. interpretation of that term), LSA ASTM standards, and Part 23 fully certified aircraft. They make models using twin Rotax power and an 11-seat regional aircraft (seen briefly in the video alongside the P92 MkII).
Beside "excellent visibility, roomy space, quiet and ergonomic," P92 uses an all-movable stabilator-type horizontal tail that is traditional on Tecnam aircraft. They say this "allows excellent controllability and excellent 'hands off' longitudinal stability." My own experience backs up this claim. Every Tecnam I've ever flown (most models) have superlative handling.
Inside P92 MkII, "the cabin offers newly designed seats and seat rails which are easily operated and adjustable fore and aft via a single handle with a reinforced area between the rails to make cabin access even easier." The company continued, "A roomy baggage compartment with internal access accommodates voluminous items. A comfortable armrest and USB charger round out the luxurious interior."
A generously sized instrument panel provides plenty of room for digital screen avionics although a base model is available with simple analog instruments. The model you see in the images and video represent the "Glass Package" featuring avionics from 
Indeed, outside of the LSA world, many pilots I've spoken to believe these aircraft are too lightly built to hold up in flight training, one of the most demanding of all flight activities. "Yes, an experienced pilot may love a LSA," they may concede, "but these aircraft cannot hold up to regular flight instruction duty." Enthusiasts may be biased but what would an actual flight school operator say?
To get it straight from the horse's mouth, I inquired of 
Sunrise mechanic Matt Wilderman is an A&P with Inspection Authorization. He relates experience since 2009.
"I've never worked with an airplane that demanded so little maintenance. It's mostly been tires and brakes. We've had no major airframe issues and very minor engine issues." He enthusiastically added, "If you keep on top of them, they've been fantastically reliable, more so than any other airplane I've worked on."
How does Matt feel about Rotax? "They've also been fantastic. I've never worked with a better aircraft engine." To clarify, Matt added, "We change the spark plugs, the oil, and the filters every 50 hours. Even running avgas we've had no problems with leading that some people have reported. In 2,000 hours we replaced one small spring on the sprague clutch; that's it."
"We've had no lubrication issues, no ignition issues. I had questions at first, but despite hard use by students, the engines have held up exceptionally well. Most squawks that I've received have been indicators; it always seems to be the sensor but today even those problems appear to be resolved."
"The airframes are so light that you don't see a lot of wear," Matt continued, and in so saying he turns the "light" problem upside down to become a positive. "They just haven't been breaking. I have nothing but praise for the whole LSA program."
Could 2020 bring a new description of aircraft under the LSA banner? Could this include greater capabilities and opportunities? Could you get the airplane you want for less? When?! Yes, yes, and yes …but probably not as soon as you want. The regulation may not emerge in 2020 but whatever the announcement date, what could be coming and how will it affect you?
We still have more to report from Sun 'n Fun and Aero 2019 — and we will! — but numerous conversations at each event have pointed to another topic of keen interest to many: "What's coming and when?"
Manufacturers of aircraft are among the most interested to hear more, but so are individual pilots and all the organizations and other enterprises that serve the recreational aircraft market. In this article, let's take a closer look. (More articles will follow.)
After the rush of daily reporting from 
We could not publish this website without the talented folks who design, manufacture, and distribute their fine aircraft or flying gear. Please thank those whose advertisements appear on either side of this news because their support is essential. We are deeply grateful for many individual 
ByDanJohnson.com does not cover certified aircraft, commercial aviation, helicopters, airships, or space travel …although I find all those categories interesting. The good news for those segments is you have many great outlets, online or in print, that cover those activities in great detail. I'm happy we have them and I wish them the best. I know most of the journalists in this space and am humbled to be one of them.
I have focused this website like a laser beam on three categories: Light-Sport Aircraft, Sport Pilot kits, and Ultralights — and we will maintain our tight attention on those aircraft and them alone. We hope (and believe) you like it that way.
ScaleWings SW51
Blackwing 600RG
JMB Aircraft Update
Fly Synthesis Synchro & Catalina
The stories from 
More from Aero as Day 3 closes. Because of the number on display — and because several readers asked — this post will focus on electric propulsion in two distinct forms. Whatever you think about electric as a means of lifting aircraft aloft, escaping its approach appears impossible. Experimentation is happening in all quarters. The following review is far from exhaustive; many other examples could be found at 
Beside taking the lead in this investigation, funded by the "European Union Horizon 2020 research and innovation programme," 
The big difference in this development compared to the H3PS project is that Toni flew the Comco Ikarus C-42 CS Elektro from his base near the factory to Aero. This hybrid is operating now. Technical information about the system was sparse on Toni's website, however, a German-language video (below) shows the aircraft operated essentially the same as its fossil fuel-powered counterparts.
When I spoke with Toni at the show. I recalled this man has has long experience with light trikes and hang glider propulsion systems based on electric power. He has gained valuable experience with these efforts and the results appear on his Comco C42C.
As an example of his state of development, the installation featured a cooling system but also a source of passenger comfort. A collar around the electric motor (white "doughnut" surrounding the motor) removes heat from the motor and channels it to the cabin. In the aft compartment, we saw a tidy installation of electric motor, generator, and a petrol fuel tank holding about 15 gallons.
You may have already jumped to the point about those wings being exactly where the 
The company is now taking their smooth aircraft and powering it with an electric motor. They call the project B23 H55 Energic. The motor can deliver 90 kW (122 horsepower) for takeoff at 900 fpm and 65 kW (88 horsepower) for continuous cruise power at 125 mph. Onboard batteries can deliver one hour of endurance with a 20-minute reserve. Fully recharging will take only about 30 minutes. BRM estimates the cost of operation at $7/hour, less than the cost of one gallon of fuel at current European prices for avgas.
To repeat, this is far from a complete list of electric projects. Indeed, all of Hall A-7 at Aero Friedrichshafen was electric, with the giant Siemens company hosting a particularly large display. With multi-billion-euro companies like this involved — along with other giants of aviation and technology — it is clear that electric propulsion is on its way. How soon? What range is possible? What is the full cost …and saving? These and more questions remain to be answered but the technology is getting closer with every Aero. Look for more reporting on this at next 
Tecnam P92 Mk II
Magnaghi SkyArrow
JH Aircraft Corsair
CSA Delta Cruiser
Zlin Ultra with Rotax 915iS
Belmont Aero DW200
Beringer Everywhere
Sun 'n Fun is over. While staff, tent vendors and more have plenty of work to do, customers and vendors have all vacated the area, scattering off across the USA as they return to base.
Some have a new airplane. Numerous vendors reported solid sales during the show. Pilots liked what they saw and a good economy is powering activity. I will follow up with a show summary soon.
Following I have three more short stories. However, watch for dozens of new videos from Light Sport and Ultralight Flyer on 
However, it was the Mother Of All Cubs that commandeered the focus of many show attendees visiting the American Legend exhibit. This variation on their theme has several wow factors.
A handsome young fellow sat in the airplane as I approached. He turned out to be Luke, son of American Legend boss, Darin Hart. I looked again to see he was seated in the third seat. A strut maintains structure in front of the third seat but it removes easily with quick pins. Luke scrambled out of the third seat easily. "It's actually easier than entering the front seat of MOAC," said Luke.
Those seats do more. They can fold forward and with some securing anchors, can haul a different payload. The seating ties in with a whole new "turtle deck" as Darin called it. Not your usual turtle deck, this six-foot-long opening runs from the trailing edge of the wing halfway to the tail. The turtle deck opens wide enough to allow an injured passenger to be loaded head first into MOAC.
For three persons or an air ambulance, MOAC has plenty of power to carry about 1,000 pounds of useful load thanks to the largest Titan X370 producing 195 horsepower. Darin said climb performance is so strong, he plans to enter three AOPA regional event STOL competitions and believes MOAC can do well. "It's pretty easy to manage the takeoff to win," Darin noted. "It's landing really short that demands high pilot skills,"
The movie people saw the precision of his replicas. These are vintage aircraft built as closely as possible to their original but using modern materials and techniques. Under the authentic looking exterior is a welded steel frame. Aerodrome supplies these elements for kit builders. Movie studios may stimulate a design, by Baslee's creations have also enabled a following that loves the vintage look.
Of course, the guns in front of the pilot were not real …but they looked it. British military engineers invented a mechanical system to stop the guns from firing when a propeller blade was passing in front of the barrel.
See their whole flock in this 
At Sun 'n Fun, as he has so often done, John flew an Easy Riser much like his original from 45 years ago. A mere 15 horsepower, shifting weight fore and aft to change pitch, no landing gear, no instrumentation needed.
John developed an airshow routine where, for example, an angry bill collector so badly wants to bring down John that he comes to the airfield with his shotgun. Bang! A shot is fired. Off drops one of John's wheels! Bang, bang! Two more are gone and John's plane no longer has any landing gear. How will he land, the crowd wonders? No problem, as he'd swoop down and smoothly touch down using only his legs. These days John uses his full-castoring undercarriage so he no longer needs to land on his feet.
Landing gear or legs, it is always inspiring to see John fly. He typically joins in when the powered paragliders fly at the end of the evening when winds calm.
Ah, 
Sun 'n Fun streaks on with Blue Angels and Stearmans cracking the air. Exhibits are active. People are shopping for the right airplane. Strong crowds were present at peak times. Opening day may have set a record. Generally vendors and customers seemed to be in good spirits. Recreational aviation looks healthy.
As I spoke with vendors, one comment I heard repeatedly — freely offered but never requested — was "The economy is good. People have money to spend." This statement came up often enough to give it weight.
Those of you shopping at home can have a little fun with 
The trouble is, for the last two generations of pilots, nearly all were instructed in a tricycle gear airplane. Most have also heard stories about ground loops causing damage and hurting pride. They stick to tricycle gear and given their training, that's probably appropriate. For Sun 'n Fun 2019, Rans brought Outbound in tricycle gear. Despite what many might have expected the configuration looks good.
The nose wheel doesn't affect handling or performance; "it flies the same as the tail dragger," said Randy Schlitter.
Outbound can be powered by a Rotax 912 with 100 horsepower or up to a Titan X340 with 180 horsepower. Randy said the climb with the bigger engine is impressive (850 to 1,500 fpm) but fuel usage rises noticeably (from 5.5 to 7 gph, and pilot real-life experience may result an even greater gap). Takeoff is also fast with the big engine: just over 300 feet to leave the runway and just under 400 to land …in skilled hands, of course. However, interestingly Rans quotes essentially the same launch and landing values for the Rotax 912.
With the tricycle gear, you can have robust but smaller tires or you can opt for the tricycle version of bush gear; doing so gives greater prop clearance for larger diameters. All outbounds can go both ways, taildragger or tri-gear. It takes about four hours to swap out the hardware but the airframe is built to accommodate either configuration.
Airtime has the trike carriage attached optimally to the floats to complement this quality of trikes and the results are good. I watched as Michael cycled the gear up and down (look for a mini video as soon as I find time). It's a remarkably fast moving system and appears very simple. This system is used in two configurations on both the company's aircraft.
Airtime Aircraft offers two trike models. One is the Cygnet that 
I learned of this from 
Now, ultralight pilots (me, for instance) will go on enthusiastically about the beauty of flying slowly, of drifting leisurely over the landscape at a "human speed" that allows enough time to enjoy the expanse of an aerial view of your surroundings. Open cockpit flying adds to the joy facilitated by low airspeeds.
Yet the allure of going fast is great, zipping over the countryside. I get that and when contemplating a cross country trip of any real distance, fast cannot be too fast. In addition to a higher TAS, we all yearn for a tailwind that will raise our speed by another 20 mph.
Lightning has enjoyed and continues to execute a good run but like many designers, Nick felt the design could handle more speed. He set out to bump the numbers by installing a Titan X340 with 180 horsepower. This triggered other changes such as a new cowl to accommodate the powerplant.
"Our Lightning XS kit has a redesigned forward fuselage structure that gives the builder the option to choose engines up to 180 horsepower," said Nick. "Taller landing gear for bigger props, bigger brakes, and 20 gallon fuel tanks are among some of the features of this new kit."
How fast does Lightning XS go? Testing is not complete yet; it recently took to the air. However, Arion is calculating 165 knots (190 mph) TAS at 8,500 feet density altitude at full gross. Climb is a stunning 2,000 fpm.
Of course Lightning XS is not a Light-Sport Aircraft and will require a Private or better certificate plus a medical.
Brian's last full-sized project, the 
Welcome to Stream, a carbon fiber, low wing, tandem seating, retractable gear lightplane. Stream is clearly part of the TL family but is completely different than the preceding two models — that Americans already know.
Sting has been their lead example through four iterations of the sleek low wing design: Sting-S2-S3-S4. Years ago Sting was offered with retractable gear but then came Light-Sport Aircraft rules so fixed gear became the norm. Later came the similarly built but high wing, yoke-controlled Sirius. Now, Stream…
The U.S. based company, with roots in the origin country of Czech Republic, is displaying a Sting, a turbo Sting, the company's high wing Sirius, and Stream. The example was built as it must be for the American market as an Experimental Amateur Built model. A husband and wife team just return from a month in Czech Republic where they fulfilled all requirements for FAA approval. It is their airplane on display.
Most Americans know the childhood story about the "Little Engine that Could," a tale of determination, working against long odds and succeeding despite them. I think that relates to SeaMax.
Visually, SeaMax looks small, low, and compact compared to some LSA seaplanes. Taking nothing away from the others, SeaMax appears ready to fill a need for something sportier, speedier. Despite its small size, SeaMax delivers comfort and capability.
Learn more in my flight evaluation video below, but at 
Perhaps even more important, 
The Brazilian company, with 
For those who cannot attend Sun 'n Fun 2019, the company has a permanent aircraft in south Florida where it can offer introductory flights to customers.
Beyond intro flights, SeaMax is now offering a transition training program for interested customers. When a customer purchases a new SeaMax at Sun 'n Fun 2019, the customer will get a 10-hour training program for free. That's a good deal and the full training will help you gain familiarity with SeaMax.
In production since 2001, SeaMax M-22 has delivered over 150 units that are flying in more than 20 countries. The company is presently taking orders for delivery in the third quarter of 2019.
Learn more about SeaMax in this Video Pilot Report from DeLand 2018:
https://youtu.be/ufO95UbOwbc