Ultralight aircraft kit prices

Ultralight aircraft kit prices DEFAULT

Four extremely affordable aircraft

In the fall of , I wrote about four Light-Sport Aircraft (LSA) you could buy for under $96, For many pilots, this price point seemed to strike a melodious chord. Unless you are flying for work purposes, you may prefer to spend only a modest amount to enjoy the view from on high.

In this column, I’ll show you a few examples of how you can take the cost of ownership way down … well below $50,, even below $20, Yes, this is for brand-new, fully built aircraft, though kit versions are available to address an interest in greater personalization.

Strap on your goggles, and let’s look at a few of aviation’s most affordable options. This is not intended to be a comprehensive review of all possible choices, other worthy aircraft are also available.

Aviation’s Best Bargain? Aerolite

Many find it hard to believe three things: First, that you can buy a ready-to-fly airplane for well under $20,; second, that the airplane will be fully-equipped with features you want and flying in the way most will find enjoyable; and third, that any business selling a ready-to-fly aircraft at such prices can genuinely function as a profitable enterprise.

The answers are that, yes, they truly can sell you an airplane for $16, (and yes, all the parts come with it including the powerplant). That airplane has most of the equipment and capabilities that a recreational pilot wants. Finally, U-Fly-It, the builder of the Aerolite , may not be getting rich, but with careful management, the business earns a profit.

“Well, this is just some ultralight,” some might say. Yes, it is. So?

Approximately Aerolite s are flying and U-Fly-It is working at capacity to keep up with growing demand.

Preferring not to expand its facility at DeLand, Florida airport, the company maxes out at around 50 aircraft a year. Demand has remained strong and growing since proprietor Dennis Carley bought the business from original designer Terry Raber in

Photo courtesy U-Fly-It

The FAA refers to flying machines like Aerolite as an “ultralight vehicle,” not an “airplane.” This yields exceptional freedom.

No aircraft registration is required. No pilot certificate or medical are needed.

FAR Part allows U-Fly-It to sell in ready-to-fly form so long as it meets the definitions of such vehicles, which Aerolite does.

Yet Aerolite is equipped with electric starting, flaps, instruments, yoke and rudder pedals, a forward cowling, enough fuel (5 gallons) to fly for a couple hours, sturdy tricycle gear with nosewheel steering, brakes, four-point seat belts, and basic instrumentation. Most models are sold with a whole airframe emergency parachute at additional cost.

To provide speedier delivery and allow some owners to increase weight for other features or different engines, U-Fly-It is underway to offer a kit version.

The Pioneering CGS Hawk

One of the more storied brands in light aviation is the CGS Hawk. Nearly 2, Hawk aircraft have been sold and a significant share of those birds continue to give their pilots a reason to love flying.

A Hawk on floats. (Photo courtesy

The Hawk was originally developed by Chuck Slusarczyk, a former NASA tech with experience certifying the Scheutzow helicopter. He was also a developer of early hang gliders, so his skill set was able to yield an airworthy yet very modestly-priced series of models. Chuck refined the design over nearly 30 years, however, a few years back he headed into retirement and another man took over.

Alabama businessman Danny Dezauch recently resold the business to Terry Short, a Lake Wales, Florida, aviation entrepreneur who has promised to support the Hawk fleet and continue production, starting with a few of the several kit models Slusarczyk once created.

In Slusarczyk earned Special Light-Sport Aircraft approval for one of the Hawk varieties, which he offered for $39, As he is just taking over, Short has not yet fully determined how to address demand.

He’ll start serving the many Hawks in the field with spare parts and services, but by summer , he expects to be producing Hawk kits and they will carry very reasonable price tags.

Although Short may need to get renewed FAA approval because he is a new manufacturer of the Hawk, he can sell kits. The effort to return to fully built Special Light-Sport Aircraft is a reasonable task given the long and successful history of the design. It qualifies as a sub knot ( mph) LSA for which all demands are somewhat more forgiving.

M-Squared’s Low-Cost SLSA

Celebrating its 20th year in business in , M-Squared Aircraft has built more than land and sea planes from its base in St. Elmo, Alabama. Founder Paul Mather has more than 40 years experience in the light aircraft space.

In M-Squared earned Special Light-Sport Aircraft approval for its Breese 2 DS aircraft, the first of this type of light airplane to win such acceptance by FAA.

Breese 2. Photo courtesy

While numerous high-tech LSA can run well past $, M-Squared’s simple but dependable aircraft have retailed for less than $40, Even with the potent Rotax , the same engine that propels a large majority of the LSA fleet, Breese 2 DS sells for less the $50,, ready to fly.

Besides designing and building aircraft, Mather acts as a Designated Airworthiness Representative (DAR), a civilian position with special FAA training and delegated authority to perform airworthiness inspections for amateur-built kit aircraft, Experimental LSA and Special LSA. SLSA are factory manufactured aircraft.

Instead of giving SLSA producers production certificates, the FAA relies on people like Mather to go inspect every Special LSA before awarding an airworthiness certificate. These skills help assure buyers of M-Squared’s aircraft that the company’s aircraft positively meet the standards mandated by FAA.


M-Squared can offer amateur-built kits but because it has earned Special LSA acceptance by the FAA, the company can also offer Experimental LSA (one must precede the other). ELSA are bolt-for-bolt copies of the SLSA that an owner assembles. Once complete, the owner is free to make changes on his or her own.

Quicksilver Remains a Value

Anyone who has paid attention to well-engineered, field-proven, and highly affordable aircraft probably knows the Quicksilver brand. This icon of light aviation has delivered more complete kit aircraft than any other producer. More than 15, were sold since the early s.

However, last fall many Quicksilver enthusiasts read that the California-based manufacturer was suffering from too-high overhead and onerous costs of doing business in the western state. Company owners sought others to assist their continued production.


I promised not to let the news slip out prematurely, but I am very pleased to announce here for the first time that the Quicksilver line is about to get a renewed lease on life.

“Contracts have been agreed and signed,” said a principal in the talks and Quicksilver appears posed to relocate its production facility to the opposite coast.

When the time is right, I will chronicle this major transformation (permitted under FAA rules regarding Special LSA and FAA-approved kits).

Until then, know you will soon have one more choice for a desirable but very low cost airplane sure to deliver smiles in the skies as it has done for decades.

Affordable aviation is alive and well, even at prices below the average cost of a new automobile. That has to be a great way to encourage more flying and a way for new students to experience the activity so many of us love.

Sours: https://generalaviationnews.com//04/17/four-extremely-affordable-aircraft/


In the multitude of aircraft produced today, to stand out is, in itself, an accomplishment. To set the pace, to be the innovator, the one the others watch, is performance beyond tradition. At RANS, we feel our products provide performance beyond tradition, performance that goes beyond the numbers. From the moment you decide to purchase a RANS aircraft to that day several years of flying later, RANS will still be delivering what you have come to expect. Our designs work in the everyday world. The practicality becomes the luxury. Every line, calculation, nut, and bolt are, by nature of design, a concerted effort of machine, a machine that becomes a spirited extension of your aviation soul. With a RANS your perspective changes. Places once out of reach become accessible. What airplanes are really for becomes more and more clear. Each flight becomes a moment you want to share but words can't express. RANS is access to the kind of flying you dream of. Let us take you to that dawn patrol of cloud canyons or an afternoon of aggressive aerobatics, or a back country adventure. We have the machines waiting to become part of you; planes ready to give you their all--Airplanes with Performance Beyond Tradition.



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Super Affordability: U-Fly-It&#;s Aerolite Ultralight Aircraft Will Be a One-Week Super Wonder

Super affordability. Super Wonder. &#;Super?&#; — surely, I exaggerate, right? Hmmm, I don&#;t think so. Let me explain.

In an age where many Light-Sport Aircraft run $,, 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?&#;

U-Fly-It owner Dennis Carley replied, &#;The normal price for this aircraft, assembled and ready to fly as it is equipped, is $21, without the parachute, $25, with the chute.&#; Airshows can bring even better prices but continue with this story for an even more unbelievable value.

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, in 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 Prices around $18, 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.

How Long to Build?

At recent Oshkosh events, two &#;One-Week Wonders&#; were built using a kit from Zenith with power from Rotax or a Van&#;s RV with another Rotax 9-series engine. These were amazing efforts as this video describes, but Dennis and his Aerolite thinks they can do it quicker — far quicker. Plus, a deal awaits some lucky buyer.

A kit version of Aerolite is prepared for shipment at U-Fly-It&#;s DeLand, Florida factory.

&#;We have a &#;super offer&#; in conjunction with AirVenture in Oshkosh next month,&#; announced Dennis in June &#;We will be assembling an Aerolite during the show from a Quick Build Kit, and the aircraft is for sale (you can purchase it now, and pick it up at the end of the show or we can deliver it to you on the way back to Florida). If we have not sold it prior to the show, you can buy it at any time while it is being assembled).&#; Now — get this — a $3, Oshkosh discount applies! After he put this on his Facebook page, this &#;show&#; airplane will surely sell long before Oshkosh starts.

Assembly will take place in the Workshop Tent — next to the Red Barn in the Ultralight Area, now known as the Fun Fly Zone — Tuesday through Saturday, during AM and PM. It will be completed and ready to taxi on Saturday afternoon.

I&#;ll do the calculation for you. In a mere 20 hours — during &#;banker&#;s hours,&#; some might say — an Aerolite will go from kit to flyable aircraft. Bang! Compare that to the large gang of people who built the Zenith or Van&#;s RV at Oshkosh (although they were amateurs, not experts).

&#;The new owner can load it up on Saturday afternoon/evening,&#; Dennis finished, &#;or we can deliver it to you. Delivery is free if you are someplace close to our route home (nominal delivery charge if you are not close to our route back to Florida).&#;

The Oshkosh Super Wonder Aerolite will be equipped with these options or upgrades:

  • Hirth F33 engine
  • Electric start
  • Lightweight lithium battery
  • Culver pProp
  • EIS panel
  • Hydraulic brakes
  • 6-inch wheels and tires

Final selling price: $17, (clarifying, that is $3, off the standard price of $20, for a Ready to Fly model with options listed). See all prices here for Aerolite airframes, engine choices (several), and options.

Is Hirth&#;s horsepower F33 enough power for bigger pilots, say someone weighing pounds? Dennis answered.

&#;The F33 is good for Pilots up to about pounds. At , the climb rate is about feet per minute, and cruise speed about 55 miles an hour. For pound pilots, we recommend the Hirth F We are also testing a couple other engine models currently, both of which should be very viable options for heavier pilots.&#; In case Hirth&#;s numbering system may confuse you, F33 is a super light single cylinder engine where F23 is a horizontally opposed twin cylinder model producing 50 horsepower. On this lightweight aircraft, even with a beefier pilot, an F23 Aerolite is going to perform exceedingly well.

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 in flight.

Filed Under: Aerolite , Splog, U-Fly-It

Sours: https://bydanjohnson.com/super-affordability-u-fly-its-aeroliteultralight-aircraft-will-be-a-one-week-super-wonder/
Light Sport Aircraft For Sale - 10 Current Types of LSA

Build Easy to Assemble Low-Cost Ultralight Aircraft From Kits

The Ultralight Aircraft: Barnstorming Revisited

The modern ultralight movement was born when NASA invented the Rogallo wing in the mids. Small and light with incredible lift characteristics, the experimental wing made pioneer hang-gliders very curious. Pilots of these early gliders would control direction and angle of ascent or attack by simply shifting their weight. With a good understanding of how to steer the wing, as well as "thermals," or the powerful updrafts of hot air that could lift a glider several thousand feet, flights of an hour or more were possible. By the early s, a few enterprising hang-gliders bolted two-stroke chain saw engines outfitted with propellers to the frame, and the ultralight was born. Considering these novice builders as merely dangers to themselves, the government ignored them.

The Fed's "laissez-faire" attitude ended when FAA investigators discovered that landing gear was appearing on these very experimental aircraft. The FAA then declared that engines were permitted but that the plane would have to be "foot launched" at all times, their thinking being that gear meant speed, and they wanted ultralights to be as slow as possible. In a trend that continues today with countless renegade tinkerers in backyards across North America, builders simply ignored the regulations and designed heavier and faster ultralights. MOTHER jumped at the chance to underwrite several different models and airshows, including an ethanol-fueled, cross-country trip in

More than anything else, the mid s era of rabid experimentation mimicked the earliest days of aviation, in which no design, however ridiculous or dangerous, was unexplored. Engines that were essentially lawn-mower and chain saw knockoffs were tinkered and ratcheted up to very torquey, high revving output, and of course they frequently failed. Training was virtually non-existent, since the vast majority of ultralights were one-seaters. Aspiring pilots would just hop into the seat, grab the stick, and fly. The reader is left to imagine the consequences. Biplanes, twin engines, even canard (a plan in which basically the plane was built backwards, with the tail in the lead) designs were built by the thousands and as might be expected, injuries and fatalities proliferated.

Deservedly or not, ultralight manufacturers (rather than irresponsible pilots) soon acquired an unsavory reputation. The final nail in the coffin came when the ABC news program "20/20" ran a feature segment detailing several fatal crashes. Veterans still regard that one hour of evening news as the end of an era, and in their circles there is still much gnashing of teeth at the mere mention of anchor Hugh Downs's name. Orders ceased nationwide, and virtually all of the manufacturers slowed or ceased production. Even MOTHER EARTH NEWS ceased writing about ultralights after

In the truest tradition of locking the barn-door after the cow has wandered out, solutions were appearing just as the end was near. Rotax 2-stroke engines began to appear in the marketplace in the late s, which were not only light-years ahead of their predecessors in ruggedness and reliability, but also featured "reduction drives" which produced more power per cc of engine and allowed the use of larger propellers turning at slower speeds. More importantly, the BRS ballistic parachute was designed, tested, and ready for market by In the event that the pilot lost control or experienced a structural failure, one depressed button would fire a rocket-powered parachute to the rear and the plane would float to the ground. The industry was maturing, but the new models debuted to very small audiences.

Then, in , the FAA adopted part of the Federal Aviation Regulations, which defined specifically what an ultralight could and could not be. The ultralight was defined in the code as a one-seat aerial recreational vehicle that must weigh no more than pounds (without pilot), must carry no more than 5 gallons of fuel, must travel no faster than 55 knots (about 63 mph), and must have a stall speed of no faster than 24 knots. Other parts of the code dictated that the planes could not be flown at night, could not be flown in clouds, over congested population centers or in controlled airspace (those lanes reserved for larger air traffic). Finally, two-seat aircraft were allowed for the purposes of training. The regulations have remained unchanged ever since.

And slowly, over ten years, the industry recovered.

One happy by-product of the house cleaning was that all of the manufacturers with less than exemplary records were eliminated, leaving a dozen or so to continue innovating, and most were (and are) members of United States Ultralight Association (USUA), which tries to keep a control on building standards as well as maintain safety reports.

The First and Last Question on Modern Ultralights

What any aspiring ultralight pilot wants is precisely what manufacturers have tried to give him: a rugged, dependable, safe aircraft, a low-cost ultralight aircraft . . . and here, strangely enough, is where FAA regulations hamper progress. A Rotax , the industry standard powerplant with sufficient horsepower for even the larger two-Beaters, weighs nearly lbs. Good five point harnesses and seats weigh lbs each, and a ballistic parachute nearly as much. Add the barest instrumentation to measure altitude, engine temperature, and RPMs and a console to house them and you're adding 30 more pounds. The design dilemma is now clear. The FAA, by insisting that the craft weigh no more than pounds, is, according to most design firms, legislating dangerous vehicles. Which component would they suggest we do without?

The solution to the restrictive regulation was years in the making and striking in its simplicity: the weight restriction was . . . ignored. Though not a racketeering effort by A1 Capone-standards, the mass avoidance of Federal Regulations and the unapologetic sale of hundreds of technically illegal vehicles is unprecedented. One glance at a sales catalog will prove that point. Just about one in ten single-seat models weighs in properly. Why does the government allow that to happen? I asked Tom Peghiny of Flightstar Sportplanes that very question.

"Well, I think that even the FAA recognizes that building overweight single-seat ultralights, if they are overweight due to additional safety features, is a victimless crime. It's the carrying of passengers that is a real hot button issue."

From a liability standpoint alone, Tom hit on the central issue. Carrying a passenger in an illegal plane that crashes, resulting in injuries, is a liability nightmare for the plane owner and a public relations nightmare for the industry.

" . . . And inevitably, the question of safety defines our business. People have to understand that when they step into an ultralight, they are taking a risk as surely as stepping into an automobile is a risk. It isn't safe. Life isn't safe. Once that premise is understood, ultralight aviation has had a remarkable safety record in recent years."

"Has an engine ever gone out on you?"

"Actually, yes, I was taking a reporter for a ride years ago, we lost the engine and I landed the plane in a field, not realizing that there were a bunch of Brahma bulls in the far end, heading in our direction."

I examined Tom for artificial limbs and large scars, but found none.

"Yeah [laughing], I was scared to death when they all came over and sniffed at the framework, but the reporter, who I guess knew his way around a bull, just shook the plane and they jumped back and went away. That was the one and only time I've lost an engine in thousands of ultralight flights. And don't forget that these aircraft are essentially gliders . . . with parachutes for good measure. An irresponsible owner who lacks training or has a thrill-seeking streak may well crash his plane, just as an inattentive auto driver will."

Tom sells about 75 ultralights a year from his shop in Ellington, CT, nearly all of them as kits that the owners will then piece together themselves. By and large, the assembly is uncomplicated but time consuming. It is not necessary to know how to read a blueprint, nor is any kind of welding required. Most of the fastenings are nuts and bolts, and although some mechanical knowledge wouldn't hurt, kits from most manufacturers were not designed with experts in mind. After going through the assembly process (see Assembling an Ultralight Kit), I imagined that I'd need three hard-working weekends to complete the kit. The reason Tom sells so few fully assembled ultralights is threefold: 1) Most of the orders need to be shipped considerable distances, and a top speed of mph and a 1 1/2 to 2 hour supply of gasoline means flying a long, long way home; 2) buying assembled kits would mean nearly doubling the price of the ultralight; and 3) most of the people who buy ultralights would have no wish to fly around in an aircraft that they had no hand in constructing. Buying one is an investment in yourself . . . and it's very reassuring to know that every bolt and spar had your hand on it.

The same holds true of the engine. Just as in a conventional aircraft, ultralight engines have recommended TBO (Time Before Overhaul) ratings. For Rotax engines the running time before the engine needs to be overhauled is approximately hours. Regular engine maintenance is performed in the field, according to a Rotax specified inspection and maintenance schedule. The typical tasks include the retorquing of the head bolts and manifolds, adjustment of the carburetor jetting, and periodic removal of piston carbon. Knowing the condition of the engine and becoming intimately familiar with its components is simply another of the personal responsibilities associated with this sport.

Modern Ultralights

Three families of aircraft comprise the modern ultralight fleet. The first is the fixed wing design, such as Tom Peghiny's Spyder and Flightstar II. Such kits feature rigid aluminum or composite wings covered typically with dacron sailcloth, comparatively enclosed seating areas and some instrumentation. They are the most complicated kits to assemble, the most expensive to buy, and the heaviest ultralights in the air. The second family is referred to as "trikes," and encompasses all those ultralights in which engines and pilot cages are attached to a modified, flexiblewing hang-glider. The third family, often called "para-planes," is simply the same engine and cage of a trike bolted to a parachute. Their defining concept, as might be imagined, is the safety of a vehicle which has a permanently deployed parachute, but speed is sacrificed in the process. A para-plane's top speed will rarely exceed mph.

The amount of diversity within this three-fold family is amazing, however. Several fixed wing models have completely enclosed cabins with heaters, intercoms and air to ground radios, and are virtually indistinguishable from small airplanes. Many designers offer floats to their ultralights which have proved to be extremely popular. The thought of grabbing some fishing gear, hopping into an ultralight, and buzzing to a small island off the coast was more than enough to makes eyes and mouths water around here. Ski attachments are also available, and there are hundreds of Northern U.S. and Canadian ultralight owners who think nothing of taking off and landing on snow covered backyards and frozen lakes from British Columbia to Maine.

The Bottom Lines

Thankfully, gone are the days of self-taught ultralight lessons, but shopping around for a good flight school is as critical for an ultralight pilot as it is for private pilots. No program worth half its asking price will include tag lines such as "Get in the Air in Three Hours!" They make for great ads, but generally poor flight instruction. Good schools will let you learn at your own pace, and very rarely let any student pilot solo without hours in the saddle. Why are ultralight pilots born of less than half the amount of time it takes to create a private pilot? The answer is in the design of the aircraft. They are simply easy to fly, with foot pedals controlling the rudder and stick controlling the wing aeliorons, just as in a conventional airplane, but at bruising speeds of 1/2 to 1/3 that of a larger plane, the process is very forgiving. Ultralights stall at about 28 mph, which means that they basically land at that speed, and even a very clumsy attempt at touching down has minimal consequences. After an hour in the air, I felt completely comfortable leaning into tight turns and making approaches to the landing strip. Wind was a steady 10 kt from the north gusting to 15 kt, and the ultralight felt rock solid throughout. I've taken flights in larger aircraft under similar conditions and experienced more buffeting, another tribute to slow speed flight.

At $50 an hour, flight school will run you approximately $1,, and kit prices range from $5, to $8, for para-planes, $7, to $9, for trikes, and $5, to $15, (or more, depending upon the amount of extras and gadgetry you require) for fixed wing models. This is not an inconsiderable expense, to say the least, but it is still half of what a new family car would run you, runs neck and neck with a new fishing boat, and is still less than one-tenth of what a private pilot license and small plane would require from your wallet. After researching the dozen or so major ultralight manufacturers, it became increasingly clear to us that careful shopping will reap huge rewards. The price range in the fixed-wing category, for instance, is so large that a little assiduous phone calling and brochure reading can easily save a buyer $5, Yet it is at least as important (if not more so) to get some company history while you are shopping. How long has the company been in business? How personally involved in the design have they been, or are they merely distributors of a larger company's designs? Don't be bashful about asking for accident reports or incidents of structural failure. Any good company will immediately report what you can safely do with their aircraft or any problems they've experienced in the past.

What many ultralight owners opt to do, to further reduce their costs, is share the expense of a kit with a friend and keep the ultralight at a local airpark, or in a backyard if there's an expanse of grass more than a few hundred feet long.

Finding, at long last, an opportunity not only to escape the confines of ground and gravity but the entanglements of the federal bureaucracy is ultimately what keeps ultralight enthusiasts in the pilot's seat. I spoke with Donald McKay one afternoon near a local airport as he was in the process of celebrating not only his 70th birthday, but his new ultralight license. "My son was a military and commercial pilot and I've always had the bug to get in the air, but lacked either the time or the money. It's just great fun for us older guys to have an opportunity to get back to the 'Smiling Jack' stick and rudder days when the sport of flying . . . was a sport."

Surprisingly, most ultralight buyers are not daredevil kids looking for a cheap thrill but women and men very much like Don. Whether they were ex-pilots who can't pass the physical or business people who've just never had the opportunity to fly before now, the sport has given them a second chance to get a taste of the air.

As I cruised over the Connecticut River that afternoon, watching the stone-walled farmland patchwork extending to the edge of the Adirondacks, 2, feet in the air, I glanced over my left shoulder and saw a formation of geese not feet away, marking the season. As I banked right to give them some room, it occurred to me, I was as happy as I'd been in months.

Originally Published: February/March

Sours: https://www.motherearthnews.com/diy/low-cost-ultralight-aircraft-zmaz97fmzgoe

Aircraft kit prices ultralight

The Airbike has been in production since and it mates a welded steel fuselage to an all wood wing.

Standard features include an open cockpit, removable wings, steerable tail wheel, 4 point safety harness, fuel tank, factory welded fuselage and tail.

The options for the Airbike include various engines, folding wings brakes, trim, wheel pants, wing tips bucket seat, extra fuel, plus various quick build and assembly packages.

Source: ultralightflyer.com

Editors note: The Airbike ultralight manufacturer ISON Aircraft has been sold to an Indiana-based company, JDT Mini-Max LLC. They currently have the Mini-MAX and Hi-MAX aircraft in production. This is probably one of the cheapest ultralight aircraft with a price of only $ USD for short kit. So if you are looking for a cheap ultralight aircraft kit the Airbike might be the plane for you!

If you are looking for small planes such as this, the Airbike ultralight is for sale by Jordan Lake Aero (J L A). Airbike kits and plans are now available, starting at $2,, a great buy! Plans only $

To find more FAR ultralight aircraft for sale, see our FAR section.

Sours: https://www.pilotmix.com/airbike
10 Cheapest Light Sport Aircraft You Can Buy

Aircraft can be expensive, everyone knows that. It’s part of the reason we elect to build our own—to do so for less than it costs to buy a new or used series-built design, to save us money on maintenance and to make the outcome uniquely ours. In a very broad sense, new aircraft kits have barely kept up with inflation and the pre-COVID appreciation of certified aircraft. Improvements in manufacturing processes have partially offset the increase in the cost of the raw materials and, it should be said, many of the more prosperous kit companies are loathe to mess with a good thing. We have, as a result, a long list of familiar designs that have benefitted from years of development, builder feedback and other measures to make them not just better airplanes but also easier to build more accurately than ever before.

It’s tempting for us to follow what’s new and get sucked toward the high end of our sport, but with markets reeling and everyone looking to do more with fewer dollars, we felt it would be smart to reassess the less costly end of the spectrum. So the thought experiment arrived as a completed idea: What kit can you buy for $25, or less? Now, before you begin thinking that this is, already, a wholly too large sum for the start of your project, consider that the average vehicle (statistically, a Ford pickup truck) costs around $37, Sure, that F can take you to Home Depot, but can it take you flying? Not more than once, anyway.

A few things before you begin to flip to our survey. First, in order to get under the limit, some designs are in their “base” configuration, meaning no quickbuild components, no factory-sourced common parts (like wheels and brakes) and, for the most part, no engine, prop, electrical, avionics, interior or paint. Traditional thinking has the completed price of an Experimental/Amateur-Built aircraft at roughly three times the base kit cost, putting our bogey at $75, complete at the high end of this range. It doesn’t have to be.

Next, consider your aircraft needs. For some builders, the desire to move toward the most sophisticated, capable end of the spectrum piles on cost, complexity and build time. Instead, at this price level for a new kitbuilt, we’re talking basic, fun airplanes meant for good-weather flying. Sometimes not very far from home. But, if you think about it, that’s where many of us started, making a light, simple airplane a welcome bit of homecoming for experienced pilots. The key here is to keep the endpoint of the project in mind—what does the design want to be? Avoiding mission creep is the only way to stay within a modest budget.

There are other benefits to maintaining simplicity. A smaller engine needs less fuel, and therefore needs less fuel capacity; that gives you payload and performance. A carburetor will be cheaper to own in the long run than fuel injection—simply from the parts count, to say nothing of the possibility of finding what you need in the used-equipment bin—and a fixed-pitch prop will exchange more limited performance for—again—low weight and cost. Every one of these decisions in the simple-versus-complex thought process brings follow-on effects, some that are merely additive, some exponential.

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A lighter, simpler airplane also means easier shopping in the avionics aisle. Gyro system? Forget it. Multiple nav/coms? Um, no. ADS-B? Depends on where you’re based and where you want to fly. The trick to building a low-cost airplane is to actively scrutinize every line item. And then spend where safety depends on it: proper hardware, a solid (even if used) engine, proper restraints and thoughtful assembly.

Some of the company names you’re familiar with may not be here—even some that show up in our aircraft directory as currently in production. For this story, we once again reached out to check on the health of the suppliers and found some of them to be unresponsive. That doesn’t mean that they’re gone—we were in the midst of the coronavirus crisis, after all—but what it does suggest is that extreme caution is warranted before starting a design supported by them. The unfortunate truth is that creating kits for homebuilt aircraft rarely is lucrative. You may need a side business to support the fun side or, like Van’s, Zenith and a few others, do it at a scale that is profitable. We’re going to redouble our efforts to verify business condition as we set about updating our kit guide for (Prices listed are current as of April )

And last, you may notice some companies that we know are vital that are simply not represented. Kitfox has discontinued the Model IV, which was its only offering with a kit base at or below $25K. Same for RANS, which recently trimmed its model offerings, putting all of its models above the threshold. What does this really tell us? That constant improvement in basic kits—including more and doing more of the work at the factory, which the market has definitely responded to—has raised the price floor. With more builders demanding quickbuild options and willing to pay for them, you can hardly blame them.

Ace Aircraft Baby Ace

The Baby Ace, a long-distance cousin of the original Corben designs of the late s, is in many ways the quintessential early homebuilt. This parasol-wing, open-cockpit “flivver” mounts a Continental C up front, though several variants of Continental’s popular flat-four up to hp will go, and provides a breezy mph cruise. Top speed is just 10 mph greater, but it probably feels like a lot more with the wind rushing by your ears. With a gross weight of just pounds, the Baby Ace is LSA legal. Three versions, the B, C and D are differentiated by landing-gear design and the shape of the tail.

Construction is a combination of CNC-cut steel-tube fuselage, some wood in the wings and otherwise conventional fabric covering. While the Baby Ace looks right as a taildragger, it can actually be built with a nosewheel. The options list is extensive, including your choice of fully welded fuselage shell, a pile of CNC-cut tubes or tack-welded tubes that you finish; the same choices exist for the tail feathers. You can also choose from a single gallon fuselage tank or wing tanks totaling 23 gallons.

Aero Adventure Aventura HP

In the world of Experimental/Amateur-Built aircraft, there has always been a bit of crossover to ultralights. After all, our world didn’t start with the Lancair IV or the RV And while the very light end of the market isn’t as robust as it once was, there are still some great options. The Aventura HP is among them. With the airframe kit starting at $22,, the HP offers a choice of engines well suited to this modest point of entry: the Italian MZ twin-cylinder, two-stroke of 45 hp; the MZ of 60 hp; or the Rotax of 64 hp. There are other Aventura models intended for the Rotax or the AeroMomentum engine, but they’re more expensive kits.

This single-place, Dacron-covered amphib has a max-gross weight of just pounds, which makes the most of the ish horsepower on board. A mph cruise speed will be sufficient to drop into local lakes or check out the nearby grass strip. The HP has a host of options available, including a carbon-fiber hull, a $ upcharge that still gets the whole airframe kit in under $25K.

Aeromarine-LSA Merlin

If you truly believe light is right, simpler is better and you have no need to take passengers along, the Merlin should be on your radar. The Czech design is largely conventional aluminum, with a cantilevered wing, single-seat cockpit and the option of either a Rotax or the new Aeromarine cc V-twin engine with 60 hp. Performance is listed as 90– in cruise, variable by installed engine power. Max-gross weight is just pounds, so it should not take much power to get the Merlin off the ground quickly.

Our own Paul Dye flew the airplane in and concluded that the “Merlin is what we think a Light Sport Aircraft should be—easy to maintain and fun to fly. With good handling qualities, it challenges the pilot to perfect their short landing technique, but in a friendly way that is low risk. The rugged construction should make it tolerant to the occasional mistake, and the cockpit layout is first-rate.”

Airdrome Aeroplanes Sopwith Camel

We chose the Sopwith Camel for this exercise but most of Airdrome’s replicas could meet our under-$25K kit cost criteria. They follow the classic simpler-is-better approach but the designs, while appearing quite anachronistic, have more than a bit of ultralight in them. For example, the major structure is made up of aluminum tube riveted together via gussets. It’s covered with conventional, lightweight Dacron.

Three years ago, Sam Buchanan chronicled the build of an Airdrome Fokker, and his experience suggests these aircraft are really best aimed at those with previous building experience and the willingness to improvise as you go. (Kind of like the roots of homebuilding, if you think about it.) There’s a strong support group, but these are definitely not paint-by-numbers aircraft.

Performance is modest. We’re talking airplanes whose cues come from the very earliest days of aviation. With the big Rotec radial, the full-sized Camel is good for 93 mph. Another option is a large VW-based engine, which does help keep the overall costs down. You can build any of the Airdrome designs for relatively little money and you’re almost certain to have the only one of its kind on your airport.

CGS Hawk Aviation Hawk Plus

It may seem incongruous for ultralight designs to need more baggage capacity, but it’s less unusual than you might think. We as a society like to take our stuff with us. Like camping gear. A big cooler of Mountain Dew. It’s your call.  With the Hawk Plus, what you get is basically a single-seat version of the twin-seat Hawk Arrow. With a base kit price around $15,, it may be possible to build a complete Hawk Plus for near our kit-only cutoff point.

To do so, you’ll want to stick to the lower end of the Plus’s power spectrum, which runs from the hp Rotax all the way to the hp HKS E four-stroke at the top; the Rotax (50 hp) and Rotax (65 hp) are also options. At pounds empty against an pound maximum-gross weight, the Hawk Plus has good payload. Cruise speed is listed as between 60 and 80 mph, so whatever it is you’re carrying in the back won’t need to get there too quickly. But, then again, when your only goal is simple aviating, speed is not always the prime concern.

Fisher Flying Products Dakota Hawk

As with Airdrome Aeroplanes, Fisher could well take over most of the spots on this list—at least 14 of the 17! The two-place Dakota Hawk is one of those friendly, high-utility aircraft that’s quite human sized; in fact, it’s the largest of the Fisher designs. You get a wing of square feet on an airplane with a gross weight of just pounds, which affords strong climb performance and short takeoff and landing rolls. What you want in a utility design.

The Dakota Hawk can use a number of popular engines, from the stalwart Continental C/O family to the Rotax and S, on up to the Jabiru On the hp , the Dakota Hawk’s performance is listed as 90– mph cruise and a climb rate of to fpm. Stall speed is listed as 35 mph, no surprise given the wing loading. And speaking of wings, the Dakota Hawk has the option of folding feathers. The airplane is primarily wood but comes with Dacron fabric and Stewart adhesives in base form. Quickbuild components are also an option.

Hummel Aviation H5

Morry Hummel’s designs have always been about elegant minimalism, and that doesn’t stop with the thoroughly updated H5. The metal H5 can be built as a tri-gear or taildragger, with up to 85 hp. Most are built with converted VW four-cylinder engines, which provide excellent performance: cruise of – mph, – fpm climb, all with a 42 mph stall speed. Empty weight is quoted as pounds, against a max-gross of pounds.

Like many small manufacturers, Hummel doesn’t officially create full kits. As Paul Dye reported when he visited, “Customers can simply buy a set of plans and get started, or they can choose to purchase blanks (precut sheet metal), fully formed parts, or partially completed assemblies. The price list shows virtually every part of the airplane, so builders can buy what they don’t want to fabricate, and start from scratch on other components. Hummel can also supply full-sized Mylar templates, allowing those who want to source their own aluminum to have accurate patterns.” Some pre-punched components help reduce build time and increase accuracy. Dye praised the H5’s handling, too. “Control in all three axes was excellent—quick and responsive, yet not twitchy. I was surprised, in fact, at the harmonious nature of the controls in an airplane whose design is still fairly young.”

Just Aircraft Highlander

The Just Highlander squeaks under our $25K kit limit by a mere $, but it offers a significant amount of standard equipment, including tires and brakes, full elevator trim, fabric and adhesive, seat harnesses and cushions. Many other designs at or near this price point don’t include any interior at all. Of course, Just offers a long list of options to add to your bottom line, but you can start with a fairly complete base kit and go austere from there.

The Highlander has the middle-sized wing area of the four Just models and can be built as a taildragger or tri-gear. Cruise with a Rotax S on the nose is mph. Like its stablemates, the Highlander is LSA compliant with a pound max gross; its empty weight is a claimed pounds for a pound max payload. Normal fuel is 18 gallons but 26 is an option. The turbocharged Rotax is an option, but it’s an expensive engine and therefore isn’t likely to be chosen by anyone concerned with a low kit price. We’ve been impressed with the Highlander and Just Aircraft overall; the side-by-side Highlander has good utility, impressively short takeoff and landing distances and solid handling.

Kolb Aircraft Company Twinstar Mark III

Kolb’s Twinstar is something of a veteran in this field, with a profile that might as well be in the dictionary under “lightweight fun.” The pusher design has side-by-side seating and the ability to place a wide range of engines up and behind the cabin. From the affordable Rotax two-stroke, builders can decide to spend more on the hp or significantly more on the four-cylinder, four-stroke Rotax S. The Jabiru four-cylinder is also an option.

Considering the Twinstar weighs just pounds at max gross, the square feet of wing is more than generous, making for a low stall speed (a claimed 38 mph) and fpm climb rate with the S and two aboard. Cruise speeds run from less than 70 mph with the up to 80 with the Truth is, that much wing is great for lift but you can’t really outrun induced drag.

The base price of $23, does not include dual controls, brakes, or a fabric covering kit. It does, however, include a fully welded chrome-moly steel-tube cage as the primary structure. Both the wings and tail fold for storage.

Murphy Aircraft Mfg. Rebel

While the massive Moose gets most of the ink for Murphy, the compact, two-seat Rebel remains a viable, low-cost alternative. Notable for its roomy cabin, the Rebel combines low empty weight and a high max-gross ( pounds for the bigger engines, with the Rotax ) for good utility. The Rebel airframe is mostly pre-punched aluminum.

Speaking of engines, the range is from the hp Rotax up to the Lycoming O of hp, with the O the recommended middle option. Arguably, the Lycomings can be the better value if you find good candidates on the used market. Of course, if you’re thinking of going on floats later on, the O is your choice. While cruise speed goes up a mere 5 mph (from to mph) between the O and the O, climb gains a lot.

Like most mature kits, there are many options. You can add to the standard fuel capacity of 44 gallons (up to 58), change from the Cub-style gear to a spring-gear style and change from flaperons to split flaps/ailerons. Go wild, eh?

nV Aerospace KR-2S

Perhaps one of the less-appreciated designs of the s, Ken Rand’s KR was known for its speed and efficiency. Well, it’s still with us under the nV Aerospace company, which continues to make kits for the KR-2 and KR-2S. The S, for stretched, is our choice here for the extra room. The additional 16 inches in length help with cabin comfort with more head- and legroom than the KR

Originally an all-wood design, the KR-2S has a combination of wood and fiberglass—those parts are premolded—and those changes reportedly improve build time to just hours. Trike or taildragger configurations are available.

Performance is excellent for the power, typically provided by a converted cc VW, the Corvair six-cylinder or the Continental O The VW and Continentals are in the to hp range and bring the KR-2S up to a cruise of – mph. The KR’s speed comes from its compact dimensions, including an square-foot wing.

Sonex Aircraft Sonex-B

Sonex has made the case of being one of the leaders in affordable aircraft and that’s not an idle boast. Three of the five current Sonex kits, the Sonex-B, the Waiex-B and the Onex, all have base kit prices below $25, What’s more, it says something about the completeness of the kits that upgrading to quickbuild status adds a comparatively low $ If you follow Sonex’s worksheet, a completed Sonex-B or Waiex-B could be in your grasp for less than $40,

How Sonex does this is really through simplicity of design. They’re all-metal airplanes with blind pull rivets and straightforward systems. On the Sonex-B, you can choose several engines, including the AeroVee and hp Turbo variants, the Jabiru , ULPower’s UL or UL or the Rotax The AeroVee is the value leader at $ for the hp version. For the Sonex-B, cruise speed at feet is given as mph with the AeroVee, or 20 mph greater with the hp Jabiru Empty weight will vary with equipment, of course, but the Sonex-B should give you between and pounds of useful load, depending on engine; the hp engine allows an pound max gross.

Worth mentioning, too, is that Sonex has developed a truly comprehensive accessory and options list for all its designs. You can even have the Sonex-B (or Waiex-B or Onex) as either a taildragger or trike (with the tri-gear versions slightly more expensive).

Sport Performance Aviation LLC Panther

If you’re getting the sense that low-cost airplanes have fewer seats, you’re catching on. The Sport Performance Aviation Panther is just such a solo endeavor, but it’s not meant to be dull. Designed with handling manners that bring to mind gentleman aerobatics, the Panther combines good looks, fine handling and critical build elements meant to keep the cost down but the fun up.

Paul Dye flew the airplane way back in and said of the handling: “The airplane stayed where I put it in both pitch and roll, with no tendency towards divergence. Elevator trim was more than adequate and suitably quick to establish whatever speed condition I liked. The airplane liked to stay at whatever angle of bank I desired—little additional stick force was required to keep it in—or to keep it from steepening.”

The base kit is $15, and that includes pre-drilled aluminum wing skins, a steel fuselage structure that’s been fully welded and powder coated, the canopy and landing gear legs. The Panther is built around the Corvair six-cylinder engine and that helps keep costs down as well; however, other engines in the – hp range can be used. Two Panther versions are available: one with 93 square feet of wing for LSA compliance and one with a smaller, square-foot wing for better performance.

Thorp Central S

Classic designs don’t have to fade away. John Thorp’s T is nearly 60 years old, but it continues on with Thorp Central as the S Two inches wider and 5 inches longer than the original, the S is an all-metal design with a distinctive “cranked” wing that’s flat across the center and angles up at the outboard sections for dihedral effect. It’s also unusual in the homebuilt world for having an all-flying stabilator tail—something Thorp had experience with during the development of the Piper Cherokee. Wing area is just 86 square feet, giving good wing loading for the pound max gross weight. A similarly sized Van’s RV-6 weighs the same but has more wing.

Performance is strong in this one. Engines from the Lycoming O up to the O can be accommodated, and an S with a hp engine and constant-speed prop is said to go mph in cruise and climb at a strong fpm. Currently, the full kit runs just over $20, for the two-seat taildragger.

Van’s Aircraft RV-4

It may surprise you to learn that three of Van’s basic kits slip under our $25, limit. As you’d expect, the RV-3 and RV-4 do, but so does the most basic version of the RV-7 (not the -A model, though). For that, you’ll have to forego the quickbuild options on the 7. Van’s helps you with this decision on the RV-3 and -4, since there are no quickbuild options.

We’ve chosen the two-seat RV-4 here because, well, it’s a sentimental favorite. One of the purest flying airplanes ever made, it’s an intrinsically simple design that by its size and nature seems to encourage builders to keep it that way. Where the similarly tandem RV-8 tends to end up more complex—more powerful, faster, heavier and costlier—the RV-4 seems perfectly happy in its role as a fly-for-fun design. Perfectly contented with – hp, the RV-4 is amazingly efficient, doing better than mph on fuel flows that mean 32 gallons of fuel is generous, not stingy.

That the RV-4 is still with us more than 40 years since its introduction says a lot about the design and the desire of builders to have this lightweight marvel.

Wag-Aero Sportsman 2+2

Getting your kit components under $25, for a one- or two-place airplane is a challenge enough, but getting something with four seats that starts in the budget basement (so to speak) is fairly impressive. That’s the Wag-Aero Sportsman 2+2. It’s not a new design by any means, but a reproduction of Piper’s PA Family Cruiser aircraft. That means a basic tube-and-fabric design, taildragger configuration and some form of four-cylinder Lycoming up front; Wag-Aero says power from to hp will do.

Performance reflects wing area and utility, meaning cruise is in the – mph range, with added horsepower adding most to rate of climb and shortening the takeoff roll. Maximum gross weight is pounds with an empty weight around Here’s another one where if you build it light you’ll be rewarded with impressive carrying capacity. Standard fuel is 39 gallons, generous with an O up front. Handling is straightforward and very Piper-like. Wag-Aero allows you to choose among various options, like a fully welded or merely tack-welded fuselage frame, so if you have the skills to complete that part of the project, you can put more of your budget elsewhere.

Zenith Aircraft CH

Here’s another manufacturer capable of producing several of its basic kits at or below our $25K threshold. Thanks to the simplicity of design across the board and simple-to-manufacture aluminum structures, the Zenith kits lend themselves to low-cost builds. And this is despite the company’s extensive use of match-hole tooling—where the metal pieces fit together only one way—and blind pull rivets, which are much easier for neophyte builders to work with, albeit more expensive than conventional driven rivets. One advantage for the bottom line is that builders don’t need quite as extensive a tool set.

We’re highlighting the CH in part because it’s become a little overshadowed by the high-wing CH and designs. Zenith says the will cruise at – mph true airspeed at feet on around hp. Like most Zenith models, the can use a wide range of engines, with support for the Jabiru , Rotax S, ULPower, Continental O and Lycoming O Although a bit heavier, the O and O options may be a tantalizing choice since these engines are more widely available used than either the Jabiru or Rotax.

Photos: Richard VanderMeulen and courtesy of the manufacturers.

Marc Cook

KITPLANES Editor in Chief Marc Cook has been in aviation journalism for more than 30 years. He is a hour instrument-rated, multi-engine pilot with experience in nearly types. He’s completed two kit aircraft, an Aero Designs Pulsar XP and a Glasair Sportsman 2+2, and currently flies a GlaStar.

Sours: https://www.kitplanes.com/kits-for-underk/

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Belite Kits

Dream it, Build it, Fly it!

Historically ultralight and experimental flying has been pursued by hobbyists and adventurers who wished to build their own planes and then fly them. Belite carries on that tradition by providing ready to build kits for our aircraft. In Our new plane, the Chipper, builds upon our years of experience and development of ultralights. Now we offer the best qualities, design, and manufacturing technologies in this new plane while meeting all flight and design standards in the Experimental FAA regulations. Our kits combine the  best engineering, machining and planning to give our customers both the confidence and the enjoyment of building their own airplane.

The Chipper (Experimental)

kitgraphics2Building on the experiences of using innovative, low weight and quicker build technologies, Belite Aircraft is pleased to introduce its first two place experimental aircraft design.

“I wanted to take my wife flying in a aircraft of my own design,” explains James Wiebe, the CEO of Belite, “and implement my years of learning about aircraft structure design. I focused on aspects of aircraft design that are really important to me and many pilots whom I’ve met. This includes: cost reduction over other designs, ease of construction, low weight, good short field performance and a variety of inexpensive two and four stroke engine options. This collection of important characteristics all are in our new aircraft, which we’ve chosen to call Chipper, reflecting it’s cheerful and lively design!”

A Complete Kit

Production techniques which are labor intensive add cost and time to aircraft projects.  Our vision was to provide a complete kit which can easily be built by an individual in their garage, without special tools, and with state-of-the-art strength and build methodologies. With the exception of engine, FWF, covering and paint, instruments and fuel tanks, everything is included in the airframe + finishing kit; and the builder gets to pick tailwheel or tricycle gear.   Subassemblies are also available.

Chipper Purchasing Information

Purchasing Page What is Included in Kit (PDF)

The UltraCub (Ultralight)

Our UltraCub kits use a common aluminum cabin, which is easy to assemble with pop rivets. It has many aluminum parts which are CNC machined and predrilled. You do some more drilling and riveting.

Screen shot at PMThe UltraCub features an aluminum truss tail, which we preassemble at the factory for you, then disassemble for shipping.

The UltraCub wings have aluminum spars, but carbon fiber spars are available as an option.

UltraCub Purchasing Information

Purchasing Page Specification & Pricing Sheet (PDF)

Purchase a Step by Step Video Instruction for Building a Kit Purchase Video Here &#; $39

Screen shot at PMMore About Our Kit Packages

Belite Aircraft Kits are available as an FAR Part ultralight aircraft and can be built as experimental. The standard Kit is a taildragger, but a tricycle gear option is available.

Aluminum Cabin and Aluminum Rear Fuselage
The Belite Kit is straightforward aluminum construction. The aluminum fuselage is a riveted construction with T6 aluminum in critical areas. Other alloys are also used. The wings are built with aluminum spars and CNC cut Baltic birch ribs.

Precision CNC Machined Parts
The components in our kits are fabricated on CNC mills and routers, which in makes the parts precise and consistent. The builder can open our shipping crates and begin building the plane right away.

All of the cabin area and most of the gussets have pre-drilled holes, and the rear fuselage is pre-aligned, mostly pre-drilled and ready for you to start drilling and riveting. All main cabin bulkhead formers and gussets are CNC cut and have many pre-drilled pilot holes as well. The builder has to trim some of the cabin longerons and members, but as these lengths are short, and all formers are square, the resulting assembly process is easy and straightforward. Aluminum may be cut with carbide blade table saw, a band saw, or a hack saw.

Fits Together Like a Glove
Everything slips together and is locked in place with glue. Aluminum ribs and carbon fiber spars are also available. They are easy to build like a big model airplane wing.

Purchase a step by step video demonstration for builders of the popular Belite UltraCub/ProCub Kit.

Sours: https://www.beliteaircraft.com/aircraft/kits/

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