How well is the category doing in other parts of the world? The answer draws on reports from dominant engine producer, Rotax Aircraft Engines, which has reported for years that the class of aircraft buying the most engines has been gyroplanes. Considering the many fixed wing designs also use that engine brand, Rotax's statement carries tremendous weight.
The story about why gyroplanes were denied the full privileges of Special LSA — and therefore have to be built as Experimental Amateur Built (EAB) kits in America — is a long, sad story …but it is one that appears to be ending, thank goodness!
As described in this 
Orion's instrument panel is equipped with rotor revolution counter, altimeter, air-speed indicator, vertical compass, a digital engine monitoring system, and fuel level gauge. Additional, optional instrumentation can be added as desired.
For controls, Orion offers full dual joystick and pedals for each occupant. Standard equipment includes electric trim.
M24 Orion is attractive and roomy inside. For carriage, Orion is equipped with three easily-accessed baggage compartments. Its cabin heating system combined with full enclosure allows M24 to remain comfortable even on cold winter days.
From either seat the view is enormous, a key benefit of gyroplanes without nearby wing structure to block your view. Orion would definitely be more comfortable for long flights or in chilly weather but the open cockpit M16 Trainer or M22 Voyager models deliver an even more expansive view.
Combined with a gyroplane's unique handling and performance, these machines make wonderful viewing platforms.
"An innovative and avant-garde choice," Magni said, "[915iS] brings to the whole range a considerable increase in cruising and climbing performance, with fuel consumption comparable to the Rotax 914."
One of Magni's American customers, identified only as M.B., wrote the company to say, “As the proud owner of the first Magni M16 Plus in the USA, I can tell you the performance is like none other. Takeoff, climb and speed performance exceeded my expectations. This gyroplane has incredible power reserve, more than enough for every aspect of flight. Takeoffs are breathtaking, cruise is smooth and landings are gentle. The Magni M16 Plus is an incredible flying machine!”
One final comment of worthy note: In late 2016, the Magni Gyro factory in Besnate, Italy produced the company’s 1,000th gyroplane.
See lots of video experiences in Magni gyros at 
For more than 15 years one class of Light-Sport Aircraft has been held down in America even while it has been burgeoning in other parts of the world. The class is LSA gyroplanes, for a decade and half prevented from selling a fully-built model in the USA. How well is the category doing in other parts of the world? The answer draws on reports from dominant engine producer, Rotax Aircraft Engines, which has reported for years that the class of aircraft buying the most engines has been gyroplanes. Considering the many fixed wing designs also use that engine brand, Rotax’s statement carries tremendous weight. The story about why gyroplanes were denied the full privileges of Special LSA — and therefore have to be built as Experimental Amateur Built (EAB) kits in America — is a long, sad story …but it is one that appears to be ending, thank goodness! As described in this recent article about FAA’s plans for revised regulation of LSA (as well as other non-LSA segments), the leash around the neck of gyroplane producers is set for release.
The design appears connected to the Fly Synthesis Texan from Italy and the designer reportedly assisted Sunward as they worked on this project. Yet a glance at the Texan (at bottom) shows numerous differences
All these differences suggest that if Aurora is a Texan, it is an improvement on the original. The company said Aurora is the first Chinese brand Light-Sport Aircraft to receive Chinese (CAAC) airworthiness certification.
Aurora is "designed and manufactured under the full supervision and instruction of foreign experts," clarified Sunward. They believe their performance and quality is comparable to other advanced international brands in this market.
Aurora is nose to tail carbon fiber, uses the Rotax 912, and will offer U.S. instrumentation. Pricing is competitive with a higher end LSA in the range of $160,000.
The company and their U.S. associates at Sunward USA in Plano, Texas will gain a great deal of feedback at Oshkosh 2019 and many people got their first glimpse of an attractive aircraft from China.
A good marketer Denney's Kitfox once employed a whole staff of sales people following up on loads of leads that the then-new design was generating. Even now, decades later, Kitfox, doing business as 
"I've been involved with autos and motorcycles my whole life," Chris detailed, "but I had a passion for aviation. When the chance came to acquire the Kitfox Lite, I jumped." With other family members, Chris established his company and set to building Kitfox Lite as a series of differently configured models… F1 UL base kit, F2 Flyer, F3 Speed, F4 Monster, and F5 Fujita. Each model step comes with addition features or equipment." Yet, as Badland advises, "Every model is 100% Part 103 capable." In fact, the aircraft at Oshkosh 2019 (nearby photos) weighed a mere 235 pounds, generously under the Part 103 limits of 254 pounds empty.
Chris seems determined and proud to protect this ultralight vehicle. "It is our honor to carry the tradition of this Dan Denney design into the future," said Chris.
"Expect to spend anywhere between $11,700-$28,500 for a brand spanking new Badland kit," said Chris, the owner of Badland Aircraft. "You can expect to spend another $2,000-$4,500 for the firewall forward parts unless you have an engine laying around."
However, as Chris puts it, "$35,000 will get you one of the baddest bush-style ultralights in existence." Referring to the F5 Fujita he asked, "Who wouldn’t love a full titanium airframe, 21-inch bush tires, 8-inches of suspension travel, a 60 horsepower ultralight that can take you anywhere you want to go? The deluxe model is not ready at this time, but Chris said they were moving with the project.
"A ready to fly base model F-1 starts at $18,900 and runs to the top of the line F-5 built with full titanium welded cage, 58 horsepower yet still 100% Part 103 Ultralight legal," said Badland. "[This is] our dream machine, with every option to make you feel on top of the world; for $37,000 we’ve got you covered."
"With the folding wings and the ability to park it in a 20 foot by 8.5 foot enclosed car trailer or a single car garage, you’ll appreciate the versatility."
What I examined at Oshkosh 2019 looked good with many quality machined parts and an attention to detail you could see in several places. Badland may be new but Kitfox Lite is known and accepted. I think we'll be seeing more of Badland Aircraft.
After impressing European pilots at the big German show called Aero Friedrichshafen, producer InnovAviation brought their sleek and sexy FX1 for Americans to see at Oshkosh 2019. For American representation, the Italian producer will be teaming up with Deon Lombard, who also represents the 
I can't imagine how anyone can look at Alfredo Di Cesare's creation and not react with admiration. Italian companies are known for dashing and innovative lines (think: Ferrari or any number of auto companies or LSA giant, Tecnam). Design talent is definitely not lacking from Italian products; FX1 should be an object of national pride.
The FX1 is an evolved fourth-generation aircraft following the JetFox 97 from the 1990s. Designed by Alfredo Di Cesare, a noted aircraft designer with over 35 years of experience in the sport-plane industry, FX1 is clearly related to the earlier model but it is so different in many ways that it is unfair to compare them directly.
Sitting in FX1 at Oshkosh, it is immediately clear this is not the JetFox97. The older model was much more challenging to enter as you had to contort your body to wriggle around structure. Once in it was comfortable but the all-new FX1 is far easier partly thanks to those shapely curved doors.
FX1 is a welded steel structure with a carbon fiber skin. During an Oshkosh video interview we learned the carbon fiber skin can be completely removed in about one and half hours when, for example, you may need to do a very thorough inspection.
Some aircraft that evolved from similar design can have rather awkward engine mounts, commonly with exposed engines. While I see nothing wrong with that — and they are certainly easy to inspect and maintain — Alfredo's has smoothly encased the fuel injected 
A luggage compartment aft of the cockpit has access doors on each side and the space is open side to side giving ample area for items you wish to transport to your destination. For things you might want in flight, a space behind the occupant's heads is available. Seats are comfortable and the cockpit measures a broad 49 inches wide (almost 10 inches more than a Cessna 172).
In the side-by-side seats, FX1 features handsome side sticks on the outside of each seat. A single throttle is center mounted. All controls are within an easy reach.
Visibility is enormous, with occupants surrounded by perhaps 300 degrees of clear acrylic. The Rotax engine above and in front of the cockpit is almost out of sight and only very marginally impedes your vision, less so than most engines on the nose of an aircraft.
"FX1 delivers ease of flying, comfort, safety, ruggedness, durability, attractive styling and exceptional performance across the board," boasted the company. For more, 
Cruising the grounds at Oshkosh, looking for aircraft to report, I looked around the all-new Homebuilt Area. This group has long occupied a fairly spacious grassy area in a good location south of the Warbirds Area, said to be Oshkosh's biggest draw. However, for 2019 EAA relocated the area bringing vendors closer to the densest customer traffic, which may encourage more attendees to examine their aircraft. Several exhibitors I spoke to seemed content with the new location.
The new area had the usual collection of vendors, many of which qualify as Sport Pilot kits that can be flown with the certificate that needs no aviation medical. Quarters looked rather tight compared to past years, with airplanes somewhat shoehorned into the allocated space. Like all changes — and EAA has made a huge number of them in the fifty years the event has been held in Oshkosh — visitors and vendors will adapt quickly enough and soon we'll forget the old "North 40" where homebuilt kits once displayed.
As I strolled through the new area, I passed by 
Truthfully, Van's Aircraft Vice President and Chief Engineer Rian Johnson is only displaying a personal project. RV-5 was never offered for sale and won't be now. Yet the light aircraft enthusiast in me noticed it right away. Probably like most other attendees I wondered, "What is that?
"Of course, we want people to focus on our current popular kits such as RV-8, -10, and -12," quickly added, "but I thought Oshkosh visitors might enjoy seeing a bit of Van's history." RV-5 dates way back to 1975 when it was built by Dick VanGrunsven and EAA 105 chapter members to evaluate several design concepts. Among the goals of the group, Rian explained, were light weight and fuel efficiency. RV-5 was never intended for production.
RV-5's wings swing back over the flat aft fuselage for easier transport or more space-efficient storage. No control linkages need be disconnected thanks to a clever center-mounted mixer that stays in place when folding the wings.
"Some years back, I was up in a loft storage area looking for something and uncovered a dusty airframe. When I asked Dick about it, he asked, 'Do you want it?' Be careful what you ask for," Rian noted although he did eventually tackle the restoration project marrying the airframe of RV-5 to the canopy of RV-2.
The single seat design is small. A very lean Rian said he weighs 138 pounds and RV-5 is even somewhat snug for him so this is not an aircraft for pilots who tip the scales beyond FAA's 170-pound reference weight. That hardly matters, however, as this is not an active project for anyone but Rian.
Needing only 40 horsepower to perform enthusiastically RV-5 is powered by a 
While organized as completely separate companies, Vashon shares common ownership through the name John Torode, the founder of Dynon Avionics. The two businesses work hard to stay separate but it's clear one success might help the other just as John's earlier success in the tech industry lead to Dynon being formed.
When you 
Estimated production numbers in 2019, if this is something you wish to divulge.
Is the R7 only for those interested in Sport Pilot/LSA?
Anecdotes from customers/operators and how you have addressed requests/problems (the true indicator of excellence).
Where is your exhibit located and who will a person meet there?
The update to industry covered a lot of ground but here we've tried to make it a quicker read.
Two key points: First, FAA is in the early stages of this rulemaking; at least minor changes are certain. FAA itself does not know all the specific details of the proposed rule at this time.
Secondly, the steps reported here come from actual rule writers but their effort has support from top FAA leadership. Driven by a Congressional mandate we know this will go forward.
Regarding the much-anticipated max weight increase, FAA refers to a "Power Index." This term means a formula-based method to replace maximum takeoff weight in the definition of a LSA, involving wing area, horsepower, and takeoff weight.
FAA is also looking at up to four seats, “for personal use and for flight training.” Airspeeds — referring to maximum horizontal and never-to-exceed speeds (Vh and Vne) — may be higher than in the current rule, but will still be limited.
Neither will FAA be prescriptive about (that is, tightly defining) powerplants. The 2004 version of the LSA rule prohibited electric motors because rule writers wanted to discourage turbine power and therefore specified reciprocating engines, which knocked out electric. FAA will now consider both electric and hybrid.
Yet FAA was clear, “Movement of people for hire (such as the multicopter air taxis proposed by numerous companies) is not part of this.”
FAA is also reviewing what type of mechanics (LSR-M or A&P) can do what kind of work on specific systems of aircraft (examples: in-flight adjustable prop or electric propulsion systems).
The FAA Reauthorization Act of 2018 includes a deadline of 2023 for implementing a key mandate that suggests the longest it should take. Once an NPRM is published, a comment period follows to hear from the public after which FAA needs time to address the concerns raised during that comment period. After closure of that comment period, the FAA has 16 months to publish the Final Rule.
Throughout the LAMA/FAA teleconference some ideas were repeated by FAA personnel…
“All of these requests are on the table,” FAA acknowledged in the June teleconference. Of course, this does not mean all are certain to be included, but they represent a “huge opportunity [for industry and for pilots].”
Under this more performance-based approach, LSA manufacturers would have more flexibility in making trade-offs among these parameters to meet a new power index limit. That new limit is intended to allow for up to a safe, robust, four-seat airplane.
“All this is seen [within the agency] as relieving on industry; enabling, not tightening the screws,” said FAA.
“The Flight Standards people are considering [aerial work],” said FAA.
This important topic has been a priority for LAMA because it could become a vital activity to keep manufacturers healthy by expanding their capabilities and the markets they can serve. Pilots could also gain as this would provide more compensated flying jobs and business opportunities.
Single Lever Control
At Henry's age 13, the Scotts ordered an Aerolite. This followed many flights in a Cessna 150 with his father, where he learned all the basics of flight while someone was ready to assist when (and if) needed. However, at his youthful age and unable to obtain a Private Pilot certificate, Henry could not solo the C-150.
"We chose the Aerolite 103 because it looked like an airplane," explained William. "It was confidence inspiring. It had airplane features I was familiar with, such as flaps." Yet, he humorously added, "It's an anodized aluminum chair."
For readers that may not know, Part 103 is a very special regulation dating to 1982. The entire rule can be printed on the front and back of a single piece of paper making it aviation's most charming rule, in my opinion. No pilot certificate is required. No aircraft registration is required. No medical of any kind is needed. Plus, a Part 103 aircraft can be delivered fully ready to fly.
"Jabiru Aircraft will be offering an increased warranty at Oshkosh 2019, lasting the duration of the show," Scott explained, revealing great confidence in this roomiest of Light-Sport Aircraft. "The warranty offered will be five years or 1,000 hours, whichever occurs first, for the airframe and the engine."
Having followed light aircraft for many years, I have never heard a warranty for an aircraft that extends this long. Also, almost no other aircraft companies can offer a warranty on both airframe and engine, both manufactured by Jabiru in Australia. 
In case the J230-D price tag sounds beyond your budget, remember Jabiru has other choices.
"The 4-cylinder J170 is priced at $129,900," observed Scott. The smaller J170 pares down on some of the options but still comes set up for night VFR. It's equipped with the 7-inch Garmin G3X Touch Display with synthetic vision, flight director, ADS-B in and out offering weather and traffic on screen. The lower cost model does not have auto pilot, comes with a wood prop and no wheel pants plus the interior uses cloth rather than leather.
However, despite the lower price, "the Unbeatable Warranty applies to J170 as well," noted Scott.
At 2018's DeLand Showcase, Scott and I went up for a flight to make a Video Pilot Report. Look for that at Dave Loveman's 
The cantilevered all-metal design has excellent ramp appeal, good specifications, and approval as a Special Light-Sport Aircraft is underway at this time, the developer said. He also added, is coming to the USA, to Florida, to be manufactured. The Brazilian invasion continues…
Evidence of Brazil's prowess in creating aircraft that fit the LSA category include the excellent 
"All parts are manufactured with a high-speed CNC machine and precision tooling jigs," André clarified. The well-equipped deluxe Hero with "complete options, is priced at $180,000 (U.S. dollars).
For those who find that too much, he has another choice, called Pop Hero. "With standard options, the price is estimated $96,500, also in U.S. currency," André said. That is a large difference in price but André explained how the two models differ.
Pop Hero has similar construction using an all-aluminum 2024-T3 main spar and landing gear with 7075-T6511 alloy (same as the deluxe Hero). Pop Hero's wings keep the cantilever construction but all fasteners are pop rivets as on many Light-Sport Aircraft. That alone accounts for many hours in production savings.
Other differences to lower the price of Pop Hero include fairings made of fiberglass rather than carbon fiber; the Rotax 912 ULS carbureted engine; wheels and brake from Grove; an analog (round dial) instrument panel flanked with the very capable, if smaller format, Aera 660 GPS from 
However, Pop Hero will still be delivered with Bose A20 headset, the Sensenich three blade prop, and sidestick. The lower-cost model is not pictured with this article "because we are working in its assembly, yet it is basically the same without winglets," André said.
The developer further signaled his U.S. plans. "My intention is to build this LSA at the DeLand, Florida airport (where the fall 
It's not just pilots either. Although it's a story worthy of another article, mechanics are predicted to have even higher job opportunities with pay scales increasing to entice trained workers. This is a great time to be a young person pursing aviation, better than I've seen in many decades of following aviation closely.
It's wonderful to see Sling Pilot Academy and Sebring Flight Academy rewriting the old rules of how a flight school should be operated. I'm exceptionally proud of both enterprises.
Current pilots can contact 
In 2018, LAMA honored Adam Morrison, the steady hand at the tiller of the ASTM committee that writes and updates the industry consensus standards that allow LSA to fly in America and other countries without having to go through terribly expensive Part 23 (Type Certificate) level approval.
For his service to the light aircraft community, Adam Morrison was chosen after numerous nominations were received from hundreds of people.
For several recent years, Adam Morrison has led the F37 Committee for ASTM in what is a challenging and rather thankless task but one essential to the approval of new LSA. Like nearly all who work on this committee, Adam volunteers his time.
Adam successfully converted a childhood love for flying into a career focused on helping aircraft manufacturers prepare their designs for the market. Many of the leading companies have benefitted from his deep knowledge and expert guidance. His company, 
For this 28th year of this award, aviation professionals have been invited to submit a name for consideration. From all the nominations received, the one with the most votes wins. Very simple rules guide the vote.
As LAMA founder, Larry Burke, told pros, "Select any individual you wish from the aviation community … someone you think has made significant contributions to the light aviation field."
During or after AirVenture 2019, LAMA will announce the newest recipient of the organization's highest award.
In an age where many Light-Sport Aircraft run $150,000, to well… possibly much more, "affordability" becomes something of a tortured word. What might seem affordable to a pilot that can buy a nearly one million dollar Cirrus SR22 is vastly different from what is affordable to most readers of this website. So, how affordable can Aerolite be to warrant my claiming "super affordability?"
Rob Tuttle, following Aerolite on Facebook, posed a similar question, "How much minus delivery?"
Consider this perspective. Automobile companies, building tens or hundreds of thousands of a single model, have an average U.S. selling price of more than $35,000 in 2019. Yet here is an airplane, being built at a tiny fraction of the quantity of any automobile, selling for as little as half the price of the average new car. I find that amazing — and it appears a sufficient number to keep U-Fly-It active and profitable, so much so that the DeLand, Florida company can't keep up.
A couple years ago, Dennis revived the idea of a kit Aerolite 103. Prices around $18,000 ready-to-fly may still be more than some people want to pay for an aircraft that is like a boat, motorcycle, or ATV — it's a machine you have fun with and it needs to fit within your family budget.
Today a kit Aerolite can save even more and the build time won't be long.
Is Hirth's 28-horsepower F33 enough power for bigger pilots, say someone weighing 250 pounds? Dennis answered.
"The 
Are Aerolite prices enticing for what many consider to be a dandy little airplane? Perhaps the following answer sums it up. When asked by a customer if U-Fly-It has any plans for a two seat model, Dennis' responded, "We are building so many single seaters that we just don't have time to make a two-seater. We literally can not build them fast enough."
I don 't know many other companies in all of light aviation that can say that.
Check out our new video of Aerolite 103 in flight.
https://youtu.be/z7L4NFluh7g
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 
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."
