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I don’t know if 500 hours is realistic for you personally but given that this is probably their most basic plane and now with the modernized kit … to me it does make sense that it would take fewer hours than their more complex planes.

Maybe to indicate that there was a significant trust level change which may be a factor here …

You mean a couple of road/camp raging idiots you encountered is a reflection of the whole hundreds ( if no thousands ) people strong Ultralight field ?

I don’t know .. but I think that experiencing a few spins 20-30 years ago without staying current won’t make you any more prepared …

And that is why I would never buy a flight school plane … albeit these days with ADSB/GPS it would be much harder to pull this off ….

Speaking of pattern altitudes , about the only thing that could save your behind when stall/spinning at pattern altitudes would be a BRS. Something like this ( looks like pattern altitude to me ) …

Good thing I only fly down below … this oxygen setup looks like something from ICU …

Rotax is a reliable engine with over 50 000 installations ( since 1980s ) and tons of engines routinely making their TBOs but there are potential Rotax specific issues like heavy preference for Mogas which can result in increased risk of vapor lock, especially with seasonal fuel blends and older...

We are not talking here aerobatic stuns but just regular demo flight operations - if these are considered too dangerous to allow overflights then we should ask ourselves why are we promoting such “dangerous” activities (GA aviation) in the first place and just do away with the whole thing …

Well, if it is more fun for you then that’s a valid point and that’s all it matters in your context - my point was in response to your original question why so few people build them as taildraggers …

For one , they are butt ugly as taildraggers … while Ok looking as trikes … also … I think the original trike design does pretty much everything you would want to do from a plane like that so why change it ?

I like Sparker because: - max gross is at 1650 lbs vs 1320 … - I own their previous model Sting S4 and it is an awesome little plane - absolute delight to fly with outstanding visibility … but they are asking around 300k+ for the new Sparker , that’s way too much imho

Actually as far as these things go this one is not that badly written - I can actually understand most of it …

Wait till Rotax 917 or whatever will be their next version …

With 400+ knots cruise up there it can race just about anything … I think he meant it as a metaphor:-)

I agree but I would not compare him to Musk - this guy is creating Frankenstein-like contraptions for his own use while Musk runs companies selling hundreds of thousands of advanced cars, continuously delivering ****load of cargo into space with reusable rockets at half the cost, providing fast...

He is pushing the envelope with everything he does … I remember a few years back he barely escaped his Draco crash in Reno. I would be afraid that one day my luck would run out …

There is answer for (almost) everything and it is called BRS :)

What is really funny that there is hardly any difference in training regime between SP and PP. SP or PP, most people fail or give up because they can’t master the basics like landing and in general handling multiple things at the same time in a stressful environment - these are the same...

It really depends on a plane - some planes were designed to higher gross and then designated and sold as LSA on the US market at 1320lbs gross - while not legal at least it would be reasonably sane to treat their gross as “just a suggestion” but if the plane was designed to 1320 lbs or so then...