This is Pegaso, a European ultralight that expresses a beautiful style we expect from Italy.

Promecc is better known for its low-wing Sparviero, but Pegaso drew many admiring looks at Aero 2023.

Let’s take a deeper look at an aircraft that can help imagine what we’ll see as Mosaic emerges from FAA rule making in the second quarter of 2025.

Promecc Pegaso

Promecc Aerospace specializes in the design and manufacture of European-style ultralight aircraft predominantly using carbon fiber construction. As is more common in Europe, the company behind Pegaso and Sparviero has a larger operation involved in professional aviation.

The company’s first design, Sparviero, which translates to Sparrowhawk in English, was introduced in the early 2000s. This low-wing design evolved into the faster Freccia Anemo (in English: Fast Arrow) that was introduced in 2011, with a new wing design and aerodynamic refinements that produced a cruise speed of 260 kilometers per hour (140 knots) on 100 horsepower.

European aviation journalist Marino Boric, writing for the ByDanJohnson website stated, “Italian ultralight manufacturer Promecc, with deep roots in manufacturing of commercial aviation subassemblies, brought to Aero Friedrichshafen their Pegaso all-composite, sleek, high-wing aircraft, which derives from the low-wing Freccia.

“Pegaso offers now a new, more ergonomic interior and Marino reported it was “ready for series production.” Its access doors are now front-hinged, “making cabin entry much easier.”

The well-established, fast, retractable-gear, low-wing aircraft Freccia, which successfully passed the static load tests for the 600-kilogram (1,320-pound) certification in Germany, was also showcased together with Promecc’s best-priced fixed-gear low-wing.

In addition to the Rotax 912 and Rotax 914 turbo, the newer Freccia RG has the more powerful Rotax 915iS under the cowling. As Marino heard from company owner Mauro Dono at Aero 2022, the event was “terrific good” with several sold aircraft. It was not reported if Promecc plans to add the 915iS or (more increasingly, designers say) Rotax’s newest 160 horsepower 916iS. To my eyes, the Pegaso could easily accommodate the larger engine in its long, spacious nose cowling.

Promecc informed Marino that it contemplated bringing its aircraft to EAA AirVenture Oshkosh. If they do, I can imagine a warm response to this handsome airplane. Of course, pilots always want to know the price and Marino believed Promecc’s were enticing.

Marino reported that the company intends to offer to the U.S. public the full range of aircraft as factory built but also as “price-competitive” kits.

Kit prices in Europe: Sparviero €40.000 ($43,500 at posting), Pegaso €65.000 ($70,800), and Freccia €69.000 ($75,000). The full configuration of these kits was not known as this article went online. However, that much detail is moot until someone offers to represent the aircraft here because builder support from Italy would be challenging.

What may be most interesting is the potential for those relatively modest kit prices to translate into more affordable factory built prices once American representation is secured.

Here’s how Promecc describes the technical qualities of Pegaso:

• The fuselage is made of carbon fiber and resin certified for aviation industry
• The wing spars and every structural support are completely made of carbon fiber
• Painted with two-component polyurethane varnish, very resistant to UV rays
• The undercarriage is strong and flexible and made of composite materials
• The cockpit is spacious, ergonomic with a sporty finish
• Side-by-side ergonomic seats
• The cockpit is yet comfortable setting and offers excellent visibility
• Plexiglass canopy is available in transparent or with blue tint

How would Pegaso perform if Promecc engineers could fit the potent Rotax 916iS? The 160 horsepower engine has many designers planning installation.

With only 100 horsepower, Pegaso can achieve a cruise speed of 255 kilometers per hour (138 knots). Never exceed speed is 300 kilometers per hour (162 knots). Pegaso’s cantilevered wing construction may not allow MOSAIC weight capability (up to approximately 3,000 pounds is expected) but its sleek lines assure it can slip through the air smoothly.

Qualify Pegaso to ASTM standards with Rotax’s potent 916iS and the Italian producer could have a MOSAIC candidate on its hands. Of course, this still leaves the not-trivial challenge of establishing a distribution beachhead in the world’s largest aviation market. That’s an effort yet to be determined.

As Promecc is a producer of professional aviation components, it may be able to manage efficient manufacturing processes and use its size for economies of scale in the purchase of raw materials. Its work with other large producers may give it connections to create U.S. representation.

This combination of attributes could give the Italian company market entry into the world of MOSAIC—and what a beautiful shape it brings to the fleet.

TECHNICAL SPECIFICATIONS:
all data supplied by the manufacturer

Maximum Takeoff Weight — 1,320 pounds
Maneuvering Speed — 98 knots
Stall Speed — 38 knots
Cruise Speed — 119 knots
Takeoff Roll — 490 feet
Landing Distance — 720 feet
Fuel Capacity — 2 wing tanks holding 14.5 gallons each

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We’ve focused on deals under $100K for our Bargain Buys series so far, but we could not resist checking out the 1979 Cessna Skylane RG that popped up on the listings this week. You just don’t see many 182s going for less that $150,000, so we thought we’d take a closer look. 

The combination of utility and every-pilot-can-fly-this-ness of the 182 series makes it perennially popular, and this 182RG is no exception. The owner has had this model since 2005, and they have upgraded to a Cessna P210, which provides a little more speed and altitude capability. Nevertheless less, the 182RG for sale has 4,680 hours on the airframe, and a good IFR package in the panel. 

So why is it on sale for $125,000? It’s been flown well past TBO on the engine (3,256 hours!) so you will probably need to budget for a new one. That will add roughly $60K to $75K for a new Lycoming O-540 powerplant unless you go for a less expensive option. It also has a bit of damage history, a gear-up landing in 1984 that is accounted for in the airframe and engine logs.

But for the right buyer, this could be a reasonable way into Skylane ownership.

READ MORE: Why the Cessna 182 Skylane Is a Top Used Plane

Interested in more deals like this? Check out AircraftForSale.com and our new PlanePrice feature that gives you a window into the opportunities that are out there.

Need help financing your dream? Visit our professional team at FLYING Finance for the best way to back your aircraft acquisition plan.

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Flight Design reported in November that it had successfully completed an in-depth engineering audit with a CAAC team, clearing the way for validation and confirming compliance with certification specifications. The company is also working with longtime China-based partner FX on plans to manufacture the F2-CS23 in Shenzhen. The two companies have been working together since the start of the F2 project.

“This is a great achievement and related to the very good cooperation between CAAC, EASA and our team,” said Matthias Betsch, head of Flight Design’s EASA design organization. “The F2 is the first model of the F Series which follows the safety requirements of the new EASA CS23 certification specification and is providing outstanding safety, performance, space, and comfort for this kind of private-use and training airplane.”

The F2-CS23 has a top speed of 233 kph (126 knots), 2,000-kilometer (1,080 nm) range with 30-minute reserve, and maximum takeoff weight of 1,320 pounds. Powered by the 100 hp Rotax 912iS engine, it comes equipped with Garmin G3X flight displays. The model was developed as a certified version of Flight Design’s F2 SLSA and received its EASA type certificate in December 2021.

FAA validation for the F2-CS23 is also underway.

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1962 Mooney M20C Ranger

The classic Mooney M20 series was still in its early days when this Ranger rolled off the line in Kerrville, Texas. Many pilots of the era appreciated its combination of speed and efficiency, and these initial models weren’t stuffed with a ton of extras, leaving an owner today with good options for restoration. 

In the case of this Mooney M20C, you have 980 pounds useful load to work with. With 3,740 hours on the airframe, it’s not particularly high time, though the Lycoming O-360-A1D engine is past mid-time, you probably still have a couple years of flying before you might need to address it, though it was hung in 1982. The panel is vintage Narco, but this Ranger has been updated to ADS-B Out with a uAvionix tailBeacon.

READ MORE: The Marvelous Mooney M20

It’s priced to move at $52,000, from its current home in Ocean Springs, Mississippi.

Interested in more deals like this? Check out AircraftForSale.com and our new PlanePrice feature that gives you a window into the opportunities that are out there.

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Rethought from the inside out, the G7 series—including the SR20, SR22, and SR22T—takes cues from the Vision Jet to simplify operation while incorporating added safety and luxury features. All three 2024 models have completed the FAA type certification process and are ready for delivery.

We took an exclusive first series of flights with the striking new G7 in the SR22 version in early December for a We Fly pilot report that will debut in FLYING’s Issue 945/February 2024, reaching subscribers later this month. Till then, we can share a few key details. Further reporting will follow in an upcoming issue of Plane & Pilot.

Central to the updates is the reimagined Perspective Touch+ integrated flight deck with 12- or 14-inch high-resolution displays, and twin GTC touchscreen controllers, to mimic the functionality and redundancy available in the Vision Jet SF50–and the ease of using a smartphone. Engine start has transformed into a push-button interface, preserving the ability to check mags and set mixture while making the process feel similar to that of the SF50. The updated automated flight control system (AFCS) incorporates smart servos and includes an optional yaw damper. 

Updated synoptic pages and streamlined checklists aid the pilot in monitoring both systems and procedures throughout all phases of flight. And the Cirrus IQ app gives the pilot remote viewing and control of certain aircraft functions. Cirrus Global Connect delivers worldwide text messaging, telephone service, and global weather.

It’s telling that Cirrus Aircraft looked up the model line to its Vision Jet to drive out complexity from its core single-engine pistons, sending its engineers on a journey to find ways to make the SRs as straightforward to operate as the jet. While that sounds like a contradiction, perhaps, pilots have opined about the complexity involved in stepping down from a light jet back into the high-performance piston world.  

To this end, Cirrus has introduced a new shallower menu structure in the touchscreen controllers, along with a scroll wheel for turning through the CAS-linked, on-screen checklists smoothly. Still on the ground, Taxiway Routing and a contextualized 3D Safe Taxi guide the pilot around complex airport layouts, decluttering and slewing the PFD imagery to match the airplane’s speed and position on the airport. In the air, the automatic fuel selection system automatically switches between fuel tanks every 5 gallons.

Additional Safety Features

Pilots will also find an improved flight control, incorporating a stick shaker function to piggyback on the other envelope protection features in the Perspective+ series, for enhanced low-speed situational awareness. Both the left and right controls vibrate to warn of an approaching stall condition.


Another new addition to envelope protection is flap airspeed protection. The system monitors airspeed to protect the pilot from accidentally deploying or retracting flaps when the aircraft is traveling too fast or too slow for the given flap configuration change. 

A Stylish and Functional New Interior

In addition to the magic up front, Cirrus also rethought the interior, taking a page from current luxury vehicles to incorporate a host of new features, including redesigned interior panels, dimmable task lights, and ambient accent lighting. 

More rugged cup holders, more pockets, and two center console compartments efficiently store your smartphone and other key things for better cockpit organization and accessibility. Powered headset jacks and lighted high-power USB-C outlets come positioned within easy reach of each seat. 


First SR20 G7 Customer

While only one new TRAC20 (SR20) G7 has been built, it’s already wearing its school colors—those of Western Michigan University College of Aviation in Battle Creek. The Broncos are longtime Cirrus flight training operators and will incorporate the new models into their aviation degree programs. The school will take delivery in the first quarter for integration into the flightline.

Pilots across the board can opt into several training options for the new Cirrus line, including the OEM’s recently released Private Pilot Program—taking a prospective pilot from first flight to certification in their new airplane.

“Our mission is to increase participation in aviation, so more people can benefit from the freedom, productivity, and joy it provides,” said Zean Nielsen, CEO of Cirrus Aircraft. “We have also developed a comprehensive ecosystem, providing global sales, flight training, maintenance, and support to ensure our owners have a seamless ownership experience. Our aircraft are truly designed with people in mind, and the new SR Series G7 is a testament to that philosophy. Our team and our aircraft provide a clear path to enter and advance within the personal aviation community by learning to fly and eventually transition to the Vision Jet with ease.” 

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Quality Fly, a Madrid-based flight school, has announced a remarkable 37 percent growth in its fleet in 2023, recently adding a Tecnam P2006 multiengine piston airplane to the fold to complement the two P2008 singles it integrated earlier in the year. The school said the strategic expansion is aimed at upholding its commitment to providing top-notch airline pilot training.

The addition of the new Tecnam P2006 represents the second purchase of that model in November. The growth doesn’t end there, as the school said it is planning for additional aircraft arrivals in 2024 to meet the rising demand for enrollment.

Tecnam aircraft constitute 10 of Quality Fly’s fleet of 11, featuring three P2002JFs, five P2008JCs, and two Tecnam P2006Ts. The remaining airplane, a Cessna 172S, also plays a crucial role in upset prevention and recovery training.

Tecnam airplanes stand out as a gold standard for flight schools, renowned for their exceptional efficiency, boasting lower operational costs and enhanced sustainability. The company’s aircraft offer students unmatched visibility, facilitating seamless transitions between high-wing and low-wing environments.

Quality Fly’s new Tecnam P2006 is equipped with a factory-installed traffic advisory system, Garmin obstacle and terrain warning system, and accelerometer. The school said these features, coupled with ongoing upgrades across the fleet, demonstrate its dedication to providing a technologically advanced and safe learning environment.

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Over his lifetime until his death in 2015, Bede produced many efficient and capable general aviation aircraft designs. However, long before the BD-4, BD-5, BD-6, and eventually the BD-10 jet project, his very first design, the Bede BD-1, must be considered his most successful. This petite little two-seat trainer and personal travel machine led to an entire line of fast, efficient, and fun production aircraft.

Fresh out of college in Kansas, Bede began his career in the late 1950s at North American Aviation as a performance engineer. While he remained at NAA for a relatively brief stint, this was a time of great innovation in military aviation design. His later use of honeycomb materials and other advanced design features likely began there.

Returning to his hometown of Cleveland in 1961, he created Bede Aviation Corp. His goal was to design and market a sporty two-seat homebuilt airplane that would outperform the Cessna 150, utilize modern design concepts, and could be towed to and from the airport. The result was the BD-1, a two-seat, low-wing monoplane that utilized revolutionary, for the time, aluminum honeycomb; bonded rather than riveted construction; and interchangeable control surfaces. The left and right wings, stabilizers, and elevators were identical. The simple landing gear incorporated a full swiveling nose gear, which 30 years later became the standard for new designs, such as those for Cirrus and Diamond.

For the wing, he chose a tubular spar that contained the fuel and incorporated a folding mechanism that allowed for highway travel. This fuel in the spar design carried through to all of the Yankees, Cheetahs, and Tigers produced by Grumman American and others. Its main structural member is a 6.5-inch cylindrical aluminum spar, which doubles as a 12-gallon fuel tank to provide a total of 24 gallons.

Certainly the most identifiable feature was the sliding canopy. Similar to the jet fighters he had worked on at NAA, the canopy simplified entry and exit, doing away with the heavy door structure and giving the pilot great visibility. Oh, yes, flying with the canopy open has always been cool. The entire kit, including the engine, was set to go on sale for just $2,500. All of this was heady stuff for the early 1960s.

The BD-1 first flew on July 11, 1963, and met or exceeded all design specifications. The prototype featured a 117-knot cruise speed, a VNE of more than 200 knots, and an initial climb rate in excess of 1,000 feet per minute. Initially designed as a kit, Bede was so pleased with the prospects for marketing his new design that he decided to go the Part 23 certification route for the BD-1.

Soon after, Bede Aviation became American Aviation Corp., the BD-1 would become the American Yankee, and a group of Cleveland businessmen came on board as investors. However, homebuilt kit design and certification of a Part 23 aircraft are two different challenges. Eventually, Bede and his new board disagreed on how to achieve these goals, and he departed the company in a foreshadowing of business issues that would follow him through his career. American Aviation, managed by the Cleveland business group, commissioned a modest redesign of the aircraft to make it easier to certify, and the AA-1 American Yankee debuted in 1968.

The Yankee became an immediate hit. With a price tag just less than $7,000, a sliding canopy, responsive controls, and a short-coupled fuselage, it was a delight to fly and outperformed the competition. It took just about six years for the first 1,000 aircraft to go out of the factory door. The AA-1 Yankee continued in production for more than 10 years in several different iterations. Its responsive controls and outstanding performance eventually inspired fighter-style paint jobs, such as Flying Tiger shark mouths, and likely even a few white scarves.

Flush with success, the American Aviation board decided a four-seat aircraft was required. Initially a clean-sheet concept, the AA-2 Patriot was designed, built, and test flown. However, it did not meet the desired performance goals and was scrapped. So efficient was the original Bede design that American Aviation decided to simply stretch it to create the space and performance required for a four-seat cross-country aircraft.

The result was the AA-5 Traveler, which proved to be an immediate success, outpacing the competition in both price and performance. The BD-1 design was flexible and seemingly timeless. Unfortunately, like so many aviation stories, this one contains several episodes of mergers and acquisitions.

American Aviation was soon purchased by military aerospace giant Grumman Aviation. Enter aerodynamic wizard Roy LoPresti. A team of Grumman engineers led by LoPresti worked their magic on the Traveler.

Using some tricks from the high-performance aircraft Grumman was famous for, they created two improved versions of the BD-1-inspired Traveler.

The 150 hp Cheetah and 180 hp Tiger earned a reputation as rapid transit machines. Even today, the Cheetah outruns 180 hp conventional fixed-gear singles, and the Tiger gives retracts a run for their money. Reduced cooling drag, optimized landing gear fairings, and other aerodynamic improvements added to Bede’s elegant BD-1 design, setting new standards for performance, value, and fun flying.

Bede went on to design a series of homebuilt kit aircraft. They were simple to construct, efficient, and often ahead of their time. His BD-5 Micro, wrapped in controversy as a piston-powered machine, went on to dazzle air show fans as the amazing BD-5J Microjet.

However, his original design, the BD-1, would shape the future of the GA industry. One look at a late model Cirrus, Tecnam, or Diamond, and their simplified landing gear, modern construction materials, aerodynamic cockpits and canopies, and attention to overall drag reduction are evident—just as they were on the original BD-1.

Eventually, Grumman Aerospace was sold to a Savannah, Georgia-based jet manufacturer in 1973 and became Gulfstream American. Most recently, West Virginia-based Tiger Aviation picked up the type certificate and produced the 180 hp Tiger until 2006.

In the end, Bede’s first design, the BD-1, fostered a line of more than 6,000 aircraft, up to and including the GA-7 Cougar Twin.

As a testament to the timeless design, so many of these spirited machines are lovingly maintained and still flown by their devoted owners. Thank you, Jim, for this incredible airplane. PP

Editor’s note: This story originally appeared in the July 2023 issue of Plane & Pilot. Subscribe to get the best in print! 

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Citabria	Citabria Explorer
STANDARD DATA: Citabria Aurora Seats 2. Gross wt. 1,750. Empty wt. 1,120. Fuel capacity 36. Engine 118-hp Lycoming O-235-K2C. PERFORMANCE: Top Cruise 109 KTAS. Initial climb rate 740 fpm. Ceiling 11,500. Stall 47 kts. Takeoff distance ground roll 650′. Landing distance roll 520′.	STANDARD DATA: Citabria Adventure/Explorer Seats 2. Gross wt. 1,750/1,800. Empty wt. 1,200/ 1,250. Fuel capacity 36. Engine 160-hp Lycoming O-320-B2B. PERFORMANCE: Top Cruise 127 KTAS. Initial climb rate 1,167/1,130 fpm. Ceiling 15,000/15,500. Stall 47/42 kts. Takeoff distance ground roll 430/412′. Landing distance roll 480/360′.
Super Decathlon	Scout
STANDARD DATA: Super Decathlon Seats 2. Gross wt. 1,950. Empty wt. 1,340. Fuel capacity 40. Engine 180-hp Lycoming AEIO-360-H1B. PERFORMANCE: Top Cruise 142 KTAS. Initial climb rate 1,280 fpm. Ceiling 15,800. Stall 48 kts. Takeoff distance ground roll 495. Landing distance roll 425′.	STANDARD DATA: Scout Seats 2. Gross wt. 2,150. Empty wt. 1,400. Fuel capacity 36-72. Engine 180-hp Lycoming O-360-C1G. PERFORMANCE: Top Cruise 109 KTAS. Initial climb rate 1,075 fpm. Ceiling 17,000. Stall 45 kts. Takeoff distance ground roll 490′. Landing distance roll 420′.

American Champion became somewhat of a legend when it rescued the Bellanca Super Decathlon from extinction. The company now owns the type certificate to the Model 7 and Model 8 Champion Line (Champs, Challengers, Citabrias, Decathlons, Scouts). American Champion switched to metal wing spars, replacing the wooden ones championed by Giuseppe Bellanca, and now manufactures five models of the distinctive high wing aircraft—three Citabrias, the Aurora, Adventure and Explorer, as well as the Super Decathlon and Scout. American Champion aircraft are popular as tailwheel trainers, aerobatic trainers as well as backcountry bush aircraft.

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STANDARD DATA: Seats 2. Gross wt. 1,675. Empty wt. 1,100. Fuel capacity 30. Engine 115-hp Lycoming. PERFORMANCE: Top mph 122. Cruise mph 121. Stall mph 54. Initial climb rate 720. Ceiling 12,900. Takeoff distance (50′) 1,280. Landing distance (50′) 1,313. Range 447.

Originally designated the PD 28’S, this single-engine trainer was first delivered in early 1979. A low-wing T-tail model, it was powered by a four-cylinder Lycoming engine rated at 115 hp at 2,700 rpm. The Skipper’s canopy-type cabin gives the instructor and student pilot optimum, all-around visibility, while both left and right doors provide for convenient entry. An external tunnel on the bottom of the fuselage houses primary controls and makes for additional cabin room, as well as allowing for easy maintenance. A new concept in airfoil design was utilized by the Skipper. Its airfoil section is an outgrowth of NASA’s high-speed, super-critical airfoil technology and provides a lower drag, higher lift capability. The T-tail configuration places the horizontal stabilizer above the slipstream in undisturbed air to give smoother flight and more positive control during landing maneuvers.

The Skipper is the third Beechcraft T-tail model, following the Super King Air and Duchess. A substantial portion of its construction is bonded metal, including the lower cabin section of the fuselage, the entire wing, the leading edge of the vertical stabilizer, the trim tabs, and the rudder. The landing gear is a low-maintenance, spring system designed for sturdiness and utility. Control response is superbly balanced, and the ailerons are quite frisky in all speed ranges right down to the stall. Stalling the Skipper is almost fun. The wings give lots of prestall buffetto let you know that it is about to quit flying. For cross-country flights, the 29 gallons of usable fuel combine with a 65% power setting to yield a 4.6-hour endurance. Only 312 of these two-place trainers were built before production was halted abruptly in 1981.

The Beechcraft Skipper is one of the best deals on the used market. Check out some of the other Cheapest Planes In The Sky.

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