To your point, I admit the USN was self-insuring.

There's a spin video on their videos page. A little further up there's also a short "wing unfold" clip.

https://spiriteng.com/videos/

The F11F and then the F8U. Too cool.

This is MUCH more aesthetically pleasing than a Onex, a bit reminiscent of a Ryan PT-22.

Apples to apples, I’d prefer this new design over a Onex.

The CubCrafters XCub was designed, built, test flown and certified before hardly anyone knew it existed. No vapor-ware marketing, nothing, very unique.

Dan

The wheel pants look so 1930-ish which I think is fantastic.

Kind of reminds me of Jay Leno riding around in a tiny retro-design car.

Dan

Yep I missed the spin video and wing unfold. Seemed pretty tame. I wonder if it is a bit elevator limited which can be common with road legal width airplanes. Even Pete Bowers said the Flybaby needed a tail about a foot bigger in span. The biggest issue I have is a big difference between power off stall speed is much higher than even very slightly power on. Like 10-12 mph different. The disturbed air over the low wing root with the prop at idle is where the Flybaby has trouble.

The wing unfold looked pretty easy. Not sure of any potential issues with the aileron reconnection. But like the REMOS accident at Sebring people might find a way..

I do like the wing pivot angle and wing root skin cutout shape. It appears similar to a WWII
Wildcat, Hellcat or Avenger wing fold angle and cutout.

The up over the top on the Onex is simpler to build. Whole airplane is simpler construction but it does not appear that this one is intended to be a kit.

The Sonex family is a 6061 aluminum airplane but the Spirit Alclad 2024 aluminum.
Sadly though they say the Sprit is 4 G limit 6 ultimate and aerobatics prohibited. The Onex does not have this restriction.

As an alternate this engine may have some other uses for the experimental market. Some other similar size designs. There is the Aeromarine Merlin design and also the BD-6 might still be viable with the right engine.

Onex is a Kit, this comes ready to fly I think that is a significant difference.

I think these guys are for real. 70k purchase price, no kits. Lots of room in the cockpit with adjustable rudder pedals. For training they suggest 5 hours of dual in a Luscombe and then some taxi exercises like raising and lowering the tail wheel. They have 20 plus more planes pretty much built at the factory. Apparently they didn’t get the memo about how to introduce a new design by bringing a plywood mockup to EAA for 10 years and then going out of business.

I'll admit, I'm intrigued. I would love to get the chance to fly one. Looks to me like it would fit in the storage unit at the end of most common t-hangars. Not sure I'm in the market for a single seater, but maybe one day. I do see in their FAQ they are developing a full canopy option.

For all of the new entries into aircraft manufacturing, this one seems to have its ducks in a row more than most. Not sure how they can manufacture the airframe and engine for the selling price, and they must have a boat load of capital to have 4 prototypes at Oshkosh and another dozen or more almost ready for delivery with hardly a rumor about them beforehand.

I was thinking a Globe Swift and a Ryan ST had a heckuva hookup..........and made a pretty sharp offspring......IMO

Looks and sounds like a derivative of a motorcycle V-twin engine ?

I thought 1320 lbs was a result of EASA ultralight 600 kg (600 x 2.2 = 1320), thus "proven acceptable and easier to copy"

Then again, I don't know if any EASA ultralight have higher gross for amphibians or exemptions like the Icon A5

I wonder what the method is for emergency egress. Does the "canopy" pop off easily, quick release handles for that? I see no photos of the interior, instrument panel, flight controls, etc. I would want to be comfortable in knowing I could get out easily if the need arises.

Dan

Brakes work well, then emergency egress. Didn’t seem to have a problem getting out.