Years ago, back in the late 1990s, I flew an aircraft called JetFox 97. It resembled the Flightstar of the day and both were modeled on talented European designer Hans Gygax's designs. Along came Light-Sport Aircraft in 2004; years passed with not much word about the increasingly aged JetFox 97.
It's back and looking handsome, cloaked in a carbon fiber fuselage. Since this is an Italian design, it has the beauty we often associate with products from that country. I am describing Alfredo Di Cesare's FX1.
You can 
While FX1 clearly follows the Jetfox 97 — its overall shape, planform, and layout are very similar — the new model is very different in some ways not obvious in the nearby photos.
To start, FX1 uses a chrome moly steel internal structure, with a beautifully-shaped carbon fiber exterior, and riveted aluminum wings and tail.
No doubt, Alfredo's latest is a dramatic update from the one of two decades back.
Today, as then, the main engine choice is the Rotax 912 ULS carbureted engine but InnovAviation will soon begin offering the Rotax 912iS Sport fuel injected version.
We've got the answers and more.
FX1 will make its first showing at 
Look for Deon, Alfredo, FX1, and L600 in the ultralight / light plane area of Oshkosh at the south end of the sprawling airshow grounds (you can take a free tram ride if the hike is too much for you).
Meanwhile, enjoy our video interview and look for Videoman Dave and I at Oshkosh (though we'll be a blur as we zoom back and forth making many more of the videos you love. Specifications are shown below the video.
Years ago, back in the late 1990s, I flew an aircraft called JetFox 97. It resembled the Flightstar of the day and both were modeled on talented European designer Hans Gygax’s designs. Along came Light-Sport Aircraft in 2004; years passed with not much word about the increasingly aged JetFox 97. It’s back and looking handsome, cloaked in a carbon fiber fuselage. Since this is an Italian design, it has the beauty we often associate with products from that country. I am describing Alfredo Di Cesare‘s FX1. You can read this article for more details of the history of this handsome aircraft along with many points of interest about it and some in-flight video. An earlier article provides more background from American John Hunter, a longtime light aircraft enthusiast and expert who assisted Alfredo as he completed the design. FX1 at Aero Friedrichshafen 2018 I had some correspondence with Alfredo but we had not met until this year’s Aero show in the south of Germany.
By the way, the use of technology seeks not only to save weight. New methods are used because they can, that is, developers don't need to jump through the regulatory hoops as demanded in Part 23. LSA developers can quickly implement new ideas and materials.
Boeing’s Aurora is one of a flock of new developments aimed at the air taxi trade but it could result in a sport model.
Seamax LSA Seaplane
Flight Design USA
Aeropilot L600 and New FX1
Aeropilot USA
FX1's cabin is fully enclosed and sports large, curved doors. The tail is joined by a more conventional looking fuselage rather than a simple tailboom. The engine is now fully enclosed. Flightstar built it the way they did for some 1,000 aircraft to keep the weight down to a minimum because of the ultralight regulations of the day. That was also a simpler time and today's FX1 may have appeared bulky and expensive back in the early 2000s.
After bringing in the aircraft of other producers Alfredo began work on his own design resulting in the JetFox 91 (in 1991), followed by an upgraded model called JetFox 97, and finally the JetFox GT in 2005. That was about the time Light-Sport Aircraft burst on the scene and caused pilots to look in new directions bringing doubt about the future of JetFox.
A dozen years later, Alfredo is back with his best looking project yet, called FX1, a fourth-generation sport plane evolved from multiple European sport planes over the last three decades. "This modern computer-aided design has been carefully engineered to optimize all aspects of a proven configuration," said Di Cesare (see sidebar). "It incorporates countless improvements and refinements that came from the knowledge and experience of working with similar designs."
Given a fresh design with Italian styling and the promise of future sales, InnovAviation announced several developments.
"We've got financial support to ramp up our serial production," said the company. They plan to demonstrate Special LSA compliance and will seek FAA acceptance "within 2017."
Their first sale went to their dealer in Israel and they noted, "We are in negotiations for dealerships in France, Scandinavia, Australia, and Iran."
For U.S. consumption, "We are in negotiations with a group of investors from Florida in order to establish a US sales and assembly point."
"We've people coming to our factory for demo flights every month," added Alfredo.
Looking for more? Contact Alfredo via 
Improved forward visibility — to enhance flying enjoyment and safety.
John Hunter has extensive experience with Drifter, AirCam, and several Aeroprakt models. Recently, he has been in Italy visiting Innovaviation to conduct the first test flights.
Created by JetFox designer, Alfredo Di Cesare, FX 1 is a modern aircraft cabin and fuselage structure made primarily of light weight carbon-graphite composite with wings and tail built from aluminum. Under the shapely skin is a cage of welded chromoly steel that provides robust occupant protection.
Alfredo wrote, "FX1 is a fourth-generation sport plane [that] evolved from successful European designs of the last three decades." Using computer-aided design FX1 "has been carefully engineered to optimize all aspects of a proven configuration."
Additional details including many more photos plus design considerations can be found on 
"The aircraft is stable, yet responsive. It does not display control sensitivity in any axis, yet control response is very positive. It can easily be flown with neutral trim throughout it's speed range, including all three stages of flap deployment (15º, 30º, and 45º).
"In flight it does not exhibit significant changes pitch with the application or retraction of power, and controls do not become heavy from changes in configuration or speed. Stall behavior is "tame" and predictable, exhibiting a mild break, shallow pitching and a quick recovery.
"Seating is comfortable, and adjustable fore and aft. The optional side-stick control system works well, and I found the aircraft easy to fly from either seat (left seat requires left-hand control, with right-hand for the right seat). The standard control will be conventional dual joy-sticks, centrally mounted. A vernier throttle is installed at the center of the panel. Control for the hydraulic brakes is a manual lever mounted forward between the seats, and includes a parking brake valve. Turn radius is adequate for ramp maneuvers.
"The first flap position (15º) is recommended for takeoff. On turf, the nose gear can be rotated in 5 seconds, and liftoff occurs 8 seconds from standstill, with winds calm and a takeoff weight of 950 pounds (solo flight with 50% fuel). Takeoff roll is approximately 320 feet. Standard day rate of climb at 80 mph is 1,050 feet per minute.
"On landing, the first flap position is recommended on downwind, second on crosswind (30º), and third on final (45º, full flaps). The fowler flaps are effective, and necessary for short field operations. The aircraft exhibits low drag, and speed control is imperative for short runways. The aircraft flares well, and is easy to land. When I asked for speeds, John noted he used 75 mph on downwind, 60 on base leg, and 55 over the fence after full flaps (45º) were deployed.
"The cabin is comfortable, relatively quiet, and visibility is excellent. The FX1 has a high-quality feel, and is a pleasure to fly."
FX 1 was designed to conform to American regulations. John's goal has been to establish production of the FX1 in the United States, both for the domestic market and for export. "I have been working with Innovaviation over the past two years towards that end, and having just flown the plane, we are definitely on the right track," John expressed.
When Fx1 makes landfall in the USA, we will look toward a video interview with John and perhaps a fuller flight report. If interested to keep up with John Hunter's effort to import FX1, call (207) 271-3040.