Adaptive General Aviation Aircraft Guide

Independent aviation research

Explore aircraft through the lens of accessibility

A practical, source-based guide to general aviation aircraft, flight controls, hand-operated service brakes, rudder systems, and documented adaptations.

For Organizations & Contributors →

Contact: adaptiveaviationguide@gmail.com

70 aircraft families · Manufacturer sources · Variant-specific evidence

Find aircraft

Explore and compare aircraft families, performance, and documented flight-control configurations.

Understand controls

Distinguish service brakes from parking brakes, and factory equipment from options or individual modifications.

Follow the evidence

Read source references, aircraft-specific caveats, and manufacturer documentation before drawing conclusions.

Research guide only. Verify the POH/AFM, equipment, approvals, and condition of each individual aircraft. No claim of suitability for a particular pilot.

Interactive preview — search and filters work offline. Research inventory, not an airworthiness or adaptive suitability determination. Priority models have sourced performance metrics, including the Sky Arrow manufacturer POH; other technical entries are provisional. A documented adaptation on one aircraft does not mean every example has it, or that it is currently available for sale.

Wing Seats Documented adaptive examples / systems onlyHand service brake Documented hand rudder

70 matching aircraft families

seats	wing	classification	engine	horsepower	fuel total us gal approx
2	High	Certified	Continental O-200	100	22.5–35
2	High	Certified	Lycoming O-235	110	26–39
4	High	Certified	Lycoming/Continental	145–180	42–56+
4	High	Certified	Continental GO-300	175	52
4	High	Certified	Lycoming O-320/O-360	150–180	49–60
4	High	Certified	Continental/Lycoming	230	~88
2	High	Certified	Continental C-85	85	~25
4	High	Certified	Continental C-145	145	~42
2/4	Low	Certified	Lycoming O-320	140–150	~50
4	Low	Certified	Lycoming O-360	180	~50
4	Low	Certified	Lycoming O-360	180	50
4	Low	Certified	Lycoming O-320	150–160	50
4	Low	Certified	Lycoming O-540	235	~72
4	High	Certified	Lycoming/Continental	125–160	~36
2	High	Certified	Lycoming/Continental	90–180	~36
2	High	Certified	Continental/Lycoming	65–85	~12
2	Low	Certified	Continental C-75/C-85	75–85	24
2	Low	Certified	Continental C-90	90	24
2	Low	Certified	Continental C-90	90	24
2	Low	Certified	Continental C-90	90	~24
2	High	LSA	Continental O-200-D	100	28.1
2	Low	LSA / certified variant	Rotax 912	100	~26
2	High	LSA	Rotax 912	100	~26
2	Low	LSA	Rotax 912 ULS	100	~30
2	Low	LSA / Experimental	Rotax 912 ULS/iS	100	20
2	Low	Experimental	Lycoming variants	150–180	~38
2	Low	Experimental	Lycoming variants	160–200	~42
2	Low	Experimental	Lycoming variants	118–160	~36
4	Low	Experimental	Lycoming IO-540	260	~60
2	High	LSA	Rotax 912	100	~34
2	High	LSA / certified variants	Rotax 912iS	100	~30
2	High	LSA	Rotax 912	80–100	~24
2	Low	LSA	Rotax 912	100	~26
2	High	LSA	Rotax 912	100	~29
4	High	Certified	Lycoming/Continental	180–215	~63
2	Low	Certified	Continental IO-240	125	24
4	Low	Certified	Lycoming/Austro	168–180	~41–50
4/5	Low	Certified	Continental IO-360	200–215	~56
4/5	Low	Certified	Continental IO-550	310	~81–92
2	Low	Experimental / LSA	Rotax 912	100	~39
4	Low	Experimental	Rotax 915 iS	141	~45
4	High	Experimental	Rotax 915/916	141–160	~50
2	High	Experimental	Rotax / variants	80–100	~20
2	High	Experimental	Rotax / Continental / variants	80–130	~24
2	Low	Experimental	Rotax / Corvair / variants	100–130	~24
2	High	Experimental	Rotax/Titan variants	100–180	~30
2	High	Experimental / LSA	Rotax 912	100	~26
2	Low	LSA / Experimental	Rotax 912	100	~32
2	Low	Certified variants	Rotax 912S3	100	~32
2	High	LSA / Experimental	Jabiru 3300	120	~35
2	Low	Experimental	AeroVee/Jabiru variants	80–120	~16
2	Low	Certified	Lycoming O-235	108–115	~22
4	Low	Certified	Lycoming O-360	180	~52
2	High	Certified	Continental A-65	65	~13
2	High	Certified	Lycoming O-320	150–160	~35
2	High	Certified	Lycoming AEIO-360	180	~40
2	High	Certified	Lycoming O-360	180	~35
4	High	Certified	Lycoming / variants	180–235	~73
4	High	Experimental	Lycoming IO-390 / variants	180–210	~50
2	High	Experimental / LSA	Rotax variants	100–160	~27
2	High	Experimental	Rotax / variants	100+	~18
2	High	LSA	Rotax 912	100	~24
2	High	LSA	Rotax 912	100	~24
2	Low	LSA	Rotax 912	100	~32
2	Low	LSA	Rotax 912	100	~32
2	High	LSA	Rotax 912	80	~13
2	High	LSA / certified variants	Rotax 912	100	~26
2	High	LSA / Experimental	Rotax 912	80	~26
2	Low	LSA	Rotax 912	100	~20
2	High	LSA	Rotax 912	100	~26

MOSAIC: Expanded Aircraft Choices for Adaptive Pilots

Modernization of Special Airworthiness Certification (MOSAIC) is the FAA's 2025 final rule expanding sport pilot aircraft choices and modernizing light-sport aircraft certification, maintenance and certain operations. Sport pilot and maintenance changes took effect October 22, 2025; the new LSA certification provisions took effect July 24, 2026.

The central distinction: aircraft a sport pilot may fly under 14 CFR 61.316 are not necessarily certificated as light-sport category aircraft. An eligible standard-category Cessna 172 does not become an LSA, and its maintenance rules do not change merely because a sport pilot flies it.

Aircraft classification: a short primer

Several different labels describe an airplane. Certification category identifies its airworthiness basis; pilot certificate and privileges determine who may fly it; and operating rules govern how it may be used. These should not be confused.

Aircraft classification	What it generally means	Adaptive-aviation relevance
Standard airworthiness certificate (e.g., Normal category)	Type-certificated aircraft such as many Cessna 172 and Piper PA-28 models; some older aircraft use other historical categories.	Broad fleet and training availability; modifications generally follow applicable type-certificated aircraft approval and maintenance rules.
Special Light-Sport Aircraft (S-LSA)	Aircraft issued a special airworthiness certificate in the light-sport category and built to applicable consensus standards.	Manufacturer documentation and the aircraft's applicable standards matter when evaluating hand controls and alterations.
Experimental Light-Sport Aircraft (E-LSA)	Experimental airworthiness certificate under the light-sport provisions; not the same certification status as S-LSA.	Different maintenance, alteration and operating-limit considerations; inspect the individual aircraft records.
Experimental Amateur-Built (E-AB)	Aircraft built primarily for education or recreation under experimental amateur-built rules.	Potential design flexibility, but individual build quality, operating limitations, maintenance and pilot suitability need careful evaluation.
Other special/experimental categories	Examples include primary, limited, exhibition and research/development; eligibility and privileges vary.	Check the actual airworthiness certificate and operating limitations rather than relying on a marketing label.

Important: “Light-sport” may describe an aircraft's certification category or sport-pilot operating eligibility; these are not interchangeable. MOSAIC can permit a sport pilot to operate an eligible standard-category airplane without converting that airplane into an LSA. A four-seat aircraft remains subject to the sport pilot's one-passenger limitation. FAA airworthiness certification ↗ · 14 CFR Part 21 ↗

Sport pilot airplane eligibility: then and now

Topic	Before MOSAIC	Under MOSAIC
Weight	1,320 lb maximum takeoff weight for most land LSAs	No fixed aircraft weight ceiling for sport pilot airplane eligibility; applicable stall-speed and other limits govern
Seating	Two seats maximum	Up to four installed seats for qualifying airplanes, but the sport pilot may carry only one passenger
Stall speed	45 KCAS maximum (VS1, clean configuration)	59 KCAS maximum VS1, based on original certification
Maximum cruise	120 KCAS	No fixed cruise-speed ceiling under the new airplane eligibility rule
Retractable gear and controllable-pitch propellers	Generally outside traditional sport pilot aircraft limits	May be permitted with the applicable training and endorsements
Night operations	Not authorized	Possible with required training, endorsement, and FAA medical certificate or BasicMed qualification; driver's license alone is insufficient

This table summarizes sport pilot airplane privileges, not the separate new-aircraft LSA certification criteria. Always check current 14 CFR 61.316 and related operating limitations.

What aircraft might qualify?

Some standard-category trainers, including many Cessna 172 and Piper PA-28 variants, may qualify. Eligibility is model- and configuration-specific; do not assume an entire aircraft family qualifies. Check the original type certification data, VS1 stall speed, maximum seating capacity and all other applicable restrictions. Removing seats or modifying stall speed after certification does not by itself make an otherwise ineligible airplane qualify.

Why MOSAIC matters for pilots with disabilities

A wider aircraft pool may offer more cabin room, better boarding arrangements, more familiar training aircraft, or factory-documented hand-operated service brakes. However, MOSAIC does not certify a pilot's individual physical capability, approve adaptive hand controls, or establish that any aircraft is suitable for a particular disability. Evaluate boarding and egress, reach, rudder/brake operation, emergency procedures and aircraft-specific documentation with a qualified instructor.

Medical qualification: Sport Pilot, BasicMed and SODA

Eligible pilots exercising daytime sport pilot privileges may use the driver's-license medical pathway, subject to FAA restrictions on prior medical denials, suspensions, revocations and other eligibility conditions, as well as the duty not to fly when medically unsafe. Night sport pilot operations require an FAA medical certificate or BasicMed. BasicMed and a Statement of Demonstrated Ability (SODA) are distinct mechanisms; MOSAIC does not replace either one. See Medical Certification, SODA & BasicMed.

Aircraft alterations and maintenance

For eligible light-sport category aircraft, MOSAIC changes some minor repair and alteration requirements, including reduced dependence on manufacturer approval for qualifying minor work performed under applicable Part 43 standards. Major alterations, aircraft-specific approvals and airworthiness obligations remain important. These changes do not automatically extend light-sport repairman privileges or LSA alteration rules to standard-category aircraft simply because sport pilots can operate them. See FAA aircraft modification approvals.

Practical verification checklist

Identify the exact aircraft model, variant, type certificate and original stall-speed data.
Confirm eligibility under 14 CFR 61.316, installed seating and intended operations.
Determine the pilot's medical qualification pathway and required endorsements.
Inspect actual cockpit accessibility, hand-brake arrangements and emergency egress.
Verify installed adaptive equipment, approved documentation and maintenance requirements for that individual aircraft.

Official FAA references

Reviewed October 2026. Educational reference only; verify current regulations, aircraft-specific data and FAA guidance before acting.

FAA Regional Medical Contacts & SODA Assistance

Use this directory to find the FAA Regional Flight Surgeon (RFS) office serving your state or territory. Regional offices provide aeromedical certification guidance. A SODA or FAA-directed medical flight test is handled through the FAA's medical certification process, with flight standards personnel involved when directed; contacting an office does not itself authorize a test or grant a certificate.

Who should I contact?

Medical eligibility, SODA or medical flight test questions: Start with your aviation medical examiner (AME) or Regional Flight Surgeon office; follow the FAA's instructions for any formal test.
Medical application processing or documentation: FAA Aerospace Medical Certification Division (AAM-300), (405) 954-4821, official contact instructions ↗.
Aircraft modifications, pilot certification or flight-standards matters: Contact the appropriate Flight Standards District Office (FSDO) ↗. The FSDO is not a substitute for the FAA medical certification decision.

Find your regional medical office

Select FAA region / states served

Select a region to display its contact information, or use the complete nationwide table below.

Nationwide Regional Flight Surgeon directory

Region and service area	Regional Flight Surgeon	Telephone	Email
Alaskan Alaska, Aleutian Islands	Walter W. Dalitsch, M.D. (Acting)	(907) 271-5431	9-AAL-300-Info@faa.gov
Northwest Mountain Colorado, Idaho, Montana, Oregon, Utah, Washington, Wyoming	David J. Snell, M.D.	(206) 231-4000	9-ANM-RFS@faa.gov
Western Pacific Arizona, California, Hawaii, Nevada, American Samoa, Guam, Mariana Islands, Marshall Islands	Doreen L. Burks, M.D. (Acting)	(424) 405-7640	9-AWP-AVS-AAM-AWP-300-Regional-Medical-Division@faa.gov
Great Lakes Illinois, Indiana, Michigan, Minnesota, North Dakota, Ohio, South Dakota, Wisconsin	Marvin W. Jackson, M.D.	(847) 294-7491	9-AGL-FAA-MEDICAL@faa.gov
Central Iowa, Kansas, Missouri, Nebraska	Jon F. Petersen, M.D.	(816) 329-3250	9-ace-atcs-medical@faa.gov
Southwest Arkansas, Louisiana, New Mexico, Oklahoma, Texas	Rosalyn B. Beaty, M.D. (Acting)	(817) 222-5300	7-ASW-Medical-Forms@faa.gov
New England Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont	Katherine A. Tiberghein, D.O. (Acting)	(781) 238-7300	9-ANE-MEDICAL@faa.gov
Eastern Delaware, Maryland, New Jersey, New York, Pennsylvania, Virginia, West Virginia, Washington D.C.	Waiho Lum, M.D. (Acting)	(718) 553-3300	9-AEA-FAA-MEDICAL@faa.gov
Southern Alabama, Florida, Georgia, Kentucky, Mississippi, North Carolina, South Carolina, Tennessee, Puerto Rico, U.S. Virgin Islands	Arnold A. Angelici, M.D., M.S.	(404) 305-6150	9-ASO-300-AirMenCert@faa.gov

Source checked October 24, 2026. FAA source page last updated October 7, 2026. Staff assignments and contact details can change. Confirm details on the official FAA Regional Flight Surgeon directory ↗. This directory lists the nine geographic regions; special international, military and federal applicants should consult the FAA source page.

← Back to Aeromedical · Return to homepage

Adaptive Technologies & Functional Abilities

Explore potential adaptations by functional need, rather than diagnosis alone. Medical eligibility, safe functional operation, and aircraft modification approval are separate considerations.

Proposed adaptive flying categories

Functional limitation	Potential adaptations	Important considerations	FAA reference
Lower-extremity weakness or limb difference	Hand brakes, hand-rudder systems, pedal adaptations	Rudder and braking control, emergency operation	FAA SODA
Upper-extremity weakness or reduced dexterity	Modified grips, relocated switches, throttle aids	Control forces and simultaneous operation	FAA modification approvals
Limited mobility or cockpit access	Transfer aids, boarding supports, seating assessment	Safe entry, restraints and emergency egress
Visual acuity or color-vision limitations	Corrective lenses, readable displays, approved testing pathways	FAA vision standards; display changes alone do not establish eligibility	FAA color vision
Hearing or speech limitations	Hearing assistance, visual cues, appropriate communication procedures	ATC and airspace requirements; certification restrictions	FAA hearing
Cognitive or neurological limitations	Checklists, workload reduction, tailored instruction	Medical eligibility, judgment and emergency workload	FAA AME Guide
Fatigue, pain or reduced endurance	Ergonomics, reduced control effort, shorter flight planning	Sustained safe performance and unexpected workload
Multiple functional limitations	Combined adaptations and aircraft-specific instruction	Integrated controls, training and approval requirements

These are possible approaches, not verified aircraft installations, medical clearances, or modification approvals. Consult current FAA guidance, aircraft documentation, and appropriately qualified professionals.

← Aeromedical overview

FAA Medical Classes & BasicMed

Physical disability does not automatically preclude piloting. The appropriate pathway depends on the pilot's medical certification history, stability of the impairment, intended operations, and ability to operate safely.

FAA medical certificates: First, Second and Third Class

Medical certificate class relates to the privileges being exercised, not the complexity of the aircraft. The required class depends on the operation and pilot role. The durations below describe the period during which the certificate supports the indicated privileges; after that period, an unexpired certificate may still support lower-class privileges.

Medical	Typical privileges	Duration under age 40	Duration age 40 or older
First Class	Airline Transport Pilot (ATP) privileges	12 calendar months	6 calendar months
Second Class	Commercial Pilot privileges	12 calendar months	12 calendar months
Third Class	Private Pilot privileges, when an FAA medical is required	60 calendar months	24 calendar months
BasicMed	Alternative to a Third Class medical for qualifying operations; subject to aircraft, passenger, speed, altitude and other limits	Physician examination/checklist within 48 months; approved online course within 24 calendar months
Sport Pilot driver's-license pathway	Eligible sport-pilot operations; subject to medical history, eligibility and operating limitations	No periodic FAA medical certificate under this pathway; valid U.S. driver's license and applicable requirements remain necessary

Notes: The first-class six-month interval applies to ATP privileges for pilots age 40 or older. Medical qualification must be appropriate to the privileges exercised. BasicMed is not a fourth medical certificate class. Sport Pilot privileges may be exercised by holders of higher pilot certificates when applicable rules are satisfied. Some medical histories require FAA special issuance before BasicMed can be used. For Sport Pilot night operations under MOSAIC, a driver's license alone is insufficient.

14 CFR 61.23 — medical certificate requirements and durations ↗ · FAA medical certification ↗ · FAA BasicMed ↗

BasicMed and adaptive pilots

BasicMed is a separate qualification pathway for eligible pilots. A SODA is not automatically required solely because a pilot has a disability, but BasicMed eligibility rules, operating limits, and the prohibition on flying with a condition that makes safe operation impossible still apply. Some medical histories require special issuance before BasicMed eligibility.

Separate pilot and aircraft approvals

Medical eligibility (SODA, special issuance, or BasicMed), pilot training/proficiency, and aircraft airworthiness/alteration approval are separate questions. A medical authorization does not approve installation of hand controls, brakes, or other modifications.

Official FAA references: FAA SODA guidance ↗ · FAA musculoskeletal evaluation ↗ · FAA BasicMed ↗

Educational resource only. Individual certification questions should be confirmed with an aviation medical examiner and the FAA.

MOSAIC & Sport Pilot Medical Rules

MOSAIC expanded aircraft choices for eligible sport pilots, but aircraft eligibility and pilot medical eligibility are different questions. An aircraft qualifying under expanded sport-pilot rules does not by itself establish that its pilot qualifies to fly using a driver's license.

Driver's-license medical pathway

Eligible pilots exercising sport-pilot privileges may use a valid U.S. driver's license rather than an FAA medical certificate, subject to the applicable requirements of 14 CFR 61.23 and 61.303, including prior medical application history and the prohibition against acting as pilot in command when a known medical condition would make safe operation impossible. A prior FAA medical denial, suspension, revocation or withdrawn authorization may affect eligibility; verify the precise regulatory conditions before relying on this pathway.

Night operations

MOSAIC provides a pathway for certain sport pilots to operate at night, but additional training, endorsements and medical qualifications apply. A driver's license alone is not sufficient for night operations under those privileges.

Where to learn about eligible aircraft

For MOSAIC aircraft limitations, performance, certification categories and maintenance implications, see the separate MOSAIC aircraft eligibility tab under FAA Regulations ↗.

FAA sources: 14 CFR 61.23 ↗ · 14 CFR 61.303 ↗ · FAA MOSAIC ↗

SODA & Medical Flight Tests

A Statement of Demonstrated Ability (SODA) concerns certain medical certification decisions, not the approval of aircraft alterations. Medical flight tests are FAA-directed evaluations, not ordinary flight reviews.

Statement of Demonstrated Ability (SODA)

An FAA SODA may be issued for certain static or nonprogressive conditions after an FAA assessment, which may include a medical flight test. A SODA is generally of indefinite duration, subject to applicable limitations and changes in the condition. It is not a blanket approval for progressive conditions or for aircraft modifications.

Medical flight tests

When directed by the FAA, a medical flight test evaluates the applicant's demonstrated ability to perform relevant pilot tasks safely. It is distinct from an ordinary flight review and should be coordinated through the FAA's medical certification process.

Medical certification versus aircraft approvals

Medical authorization, pilot proficiency and approval of aircraft modifications are distinct requirements. A SODA does not approve adaptive hand controls or brakes.

Official FAA references: FAA SODA guidance ↗ · FAA musculoskeletal evaluation ↗

Light-Sport Aircraft: S-LSA, E-LSA & Letters of Authorization

Start with the aircraft's actual airworthiness certificate and operating limitations. A sport-pilot-eligible aircraft is not necessarily certificated as S-LSA or E-LSA. For S-LSA, manufacturer instructions, applicable consensus standards and authorization for alterations can be critical. A manufacturer Letter of Authorization (LOA) for a particular alteration is not interchangeable with an STC-holder's permission letter or a generic FAA approval.

Question	S-LSA	E-LSA
Airworthiness status	Special airworthiness certificate in light-sport category	Experimental certificate issued under light-sport provisions
Modification review	Review manufacturer safety directives, maintenance/alteration instructions, applicable standards and whether manufacturer authorization is required for the specific alteration	Review individual operating limitations, applicable maintenance requirements and whether the alteration affects continued eligibility or requires FAA coordination
Adaptive hand controls	Do not infer permission from another aircraft or from a manufacturer's promotional photo; obtain model/serial-specific written confirmation where applicable	Document installation, engineering and operational safety; experimental status does not eliminate applicable requirements

Practical checklist: Identify exact model and serial number; obtain the current operating limitations and maintenance manual; contact the manufacturer or authorized representative; have a qualified mechanic and, when needed, the FAA assess the proposed alteration before work begins. See 14 CFR Part 21 ↗ and FAA airworthiness certification ↗.

TallyAero Atlas — aviation records and research

External research directory: Explore TallyAero Atlas ↗. This third-party portal provides discovery paths for aviation records, certification and modification research, regulations, safety records, and professional directories. Individual dataset coverage may vary.

Adaptive aviation applications: Research an exact aircraft model and variant; investigate type certificates and potential STCs; identify leads for qualified instructors and maintenance professionals. Verify findings against current FAA primary records, manufacturer documents, and the individual aircraft's approval and maintenance records. A listed STC does not prove installation or approval on a particular aircraft.

FAA Offices & Regulatory References

Aircraft alteration and flight standards: Use the FAA Flight Standards District Office directory ↗ to locate the responsible office. For certification engineering or a particular approval project, ask the FAA which certification office or delegated authority has jurisdiction; a FSDO cannot automatically approve every design change.

Official starting points: FAA MOSAIC ↗ · Supplemental Type Certificates ↗ · FAA Form 337 ↗ · 14 CFR Part 43 ↗ · Advisory Circulars ↗.

For medical certification or SODA assistance, use the separate Aeromedical contacts directory ↗.

Resources: FAA approval pathways for aircraft modifications

Adaptive hand brakes, hand rudder controls, relocated switches and other alterations require an aircraft-specific review of the applicable airworthiness rules and approved or acceptable technical data. These terms describe different parts of the process, not interchangeable approvals.

Item	Who provides it?	What it does	Key limitation
STC (Supplemental Type Certificate)	FAA approves the changed type design; STC is held by its applicant/owner	Approves a modification design for aircraft covered by its eligibility/applicability	Installation still requires proper authorization, conformity, documentation and return-to-service steps; not automatically applicable to every model or serial number
STC permission / authorization letter (sometimes called an LOA)	STC holder	Authorizes another person to use the holder's STC data for an eligible installation	Does not itself constitute FAA approval or establish aircraft eligibility; “LOA” has other FAA meanings, so identify the specific document
FAA Form 337	Prepared/signed by authorized persons and filed as required; FAA may separately approve data when applicable	Records a major repair or major alteration on a particular aircraft	The form alone is not approval of the modification design; approved data and the applicable maintenance/inspection signoffs may also be required

Example: A hand-brake conversion covered by an applicable STC may require the STC holder's permission and an appropriately documented installation, potentially including Form 337. A one-off hand-control alteration without an applicable STC needs its own appropriate technical-data and approval pathway. Do not assume an installation on another aircraft establishes eligibility for yours.

Regulatory starting points: 14 CFR §21.113 (STCs), §21.120 (STC holder permission), §43.9 (maintenance record entries), §43.7 and Appendix B to Part 43 (Form 337 requirements), and §43.13 (performance rules). Classification, certification category, and individual aircraft circumstances matter; obtain advice from an appropriately qualified A&P/IA and the relevant FAA office before installation.

FAA: Supplemental Type Certificates ↗ · FAA Form 337 ↗ · 14 CFR Part 21, Subpart E ↗ · 14 CFR Part 43 ↗

Performance comparison: how to read the numbers

Phase 1 adds sourced reference configurations for 11 priority aircraft families. Speeds are explicitly labeled KTAS, KIAS or KCAS; these are not interchangeable. Takeoff and landing distances distinguish ground roll from total distance over a 50-foot obstacle wherever published. Range figures use different reserves, power settings and fuel options: open an aircraft profile for assumptions and source links. Useful load varies with installed equipment and individual weight-and-balance records. Unverified cells remain marked as such. These figures are not a flight-planning substitute for the applicable aircraft POH/AFM.

About the Adaptive General Aviation Aircraft Guide

A free, independent, evidence-based resource for the entire general aviation community. The Adaptive General Aviation Aircraft Guide helps pilots, prospective owners, instructors, and aviation enthusiasts compare aircraft, understand flight-control configurations, navigate certification questions, and explore practical flying options. Although inspired by adaptive aviation, it is designed for all general aviation pilots—from students choosing a first aircraft to experienced aviators researching a new model or returning to flying.

Search and compare aircraft

Explore a searchable directory of 89 aircraft profiles spanning two- and four-seat airplanes, light-sport aircraft, conventional certificated models, and experimental designs. Aircraft profiles organize manufacturer and variant information, high- versus low-wing layouts, engines, seating, available performance data, and links to documentation. Dedicated profile sections cover flight controls and modifications, training resources, and photographs. Published specifications are reference values, not substitutes for the applicable aircraft's POH/AFM or weight-and-balance records.

Understand how aircraft actually work

Compare yokes and sticks, rudder arrangements, toe versus hand-operated brakes, throttle and flap controls, cockpit layout, and entry/exit considerations. The guide distinguishes standard equipment, optional factory features, and documented aircraft-specific alterations. These practical details can matter as much as speed, horsepower, or purchase price to any pilot evaluating an airplane.

FAA rules, aircraft approvals, and medical pathways

Educational resources explain MOSAIC and evolving Sport Pilot eligibility; light-sport, standard-category, and experimental aircraft distinctions; and the different roles of STCs, FAA Form 337, manufacturer LOAs, and other modification approvals. Aeromedical pages cover medical certificate classes, BasicMed, Sport Pilot medical rules, SODA, medical flight tests, and FAA medical contacts.

Training, aviation records, and community resources

Find developing directories of flight-training contacts, aviation organizations, technical contributors, documented adaptations, and reference materials. External research links include FAA resources, manufacturer documentation, and TallyAero Atlas ↗ for additional aviation-record discovery. Coverage of contacts and individual aircraft continues to expand.

Independent research, transparent limitations

The guide prioritizes manufacturer publications, FAA records, source links, variant-specific evidence, and explicit labels for unanswered questions. A photograph or documented modification on one aircraft does not establish the configuration or approval status of another. Information is educational and should be checked against current official sources, the individual aircraft's records, and qualified professionals before operational decisions.

Founded and edited by Mani Kavuru, M.D., a private pilot. Contributions from pilots, CFIs, aircraft owners, mechanics, manufacturers, and aviation organizations are welcome.

Contact: adaptiveaviationguide@gmail.com · For Organizations & Contributors → · Return to Home →

Evidence and photo policy

Aircraft model-level information is not a substitute for the POH/AFM, equipment list, FAA airworthiness records, or physical inspection. Cockpit and exterior photographs will be added only when the aircraft variant and image reuse rights are verified. Pricing, headquarters, exact fuel capacity, parking brake, and accessibility dimensions remain research tasks. Performance values apply to the named reference variant and may not match earlier models or modified airframes.

Master CSV is included in the full research package.

For Organizations & Contributors

Help make adaptive general aviation easier to research, teach, and fly. The Adaptive General Aviation Aircraft Guide is an independent, noncommercial, freely accessible research project founded and edited by Mani Kavuru, M.D., a private pilot. We welcome collaboration with pilots, CFIs, aircraft owners, A&P/IA mechanics, engineers, adaptive aviation organizations, aviation associations, and publications.

Ways to contribute

Aircraft and control evidence: photographs, model-specific installations, operating experience, STC references, manuals, and approval documentation.
Training connections: instructors, flight schools, and organizations with direct experience teaching pilots who use adaptive controls.
Technical review: corrections to aircraft specifications, control descriptions, accessibility observations, or source attribution.
Outreach: introductions, resource links, and editorial coverage to help pilots discover the guide.

How we handle contributions

We distinguish firsthand reports, published technical documentation, and unverified leads. Please identify the aircraft model and registration where appropriate, explain how you know the information, and provide a source or supporting document if available. Contributors can request attribution; personal contact details and submitted photographs or documents will not be published without appropriate permission. We may edit submissions for clarity and verification. Inclusion is not an endorsement of a product, training provider, or modification.

Get in touch

Interested in contributing, reviewing a page, suggesting a resource, or discussing organizational collaboration? Please use our Connect & Contribute form to send a message to the founder/editor. Include the aircraft model, registration (if applicable), and supporting source information. To share photographs or documents, email attachments to adaptiveaviationguide@gmail.com and include permission to use the material.

Read about the project ↗ · Explore documented adaptive installations ↗

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Cost & Aircraft for Sale

Initial market snapshot for priority adaptive aviation candidates. These are asking-price indications, not valuations or verified live inventory. Adaptive controls are not presumed installed.

Find a model

Adaptive-equipped aircraft watch: Some listings explicitly advertise hand brakes, but none has yet been independently confirmed as carrying the exact Smeltz hand-rudder installation. A hand brake, a hand rudder, and conventional toe brakes are different systems. Before flagging a listing as adaptive-equipped, verify photographs, registration, seller statement, logbook/approval records and installed equipment.

Last researched October 24, 2026. Listing prices and availability change; always follow the seller link and verify independently.

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Indicative asking prices: '+esc(x.range)+'

Adaptive equipment: '+esc(x.brake)+'

Browse public aircraft listings ↗

Market source: '+esc(x.source)+' · Checked '+esc(x.date)+'

').join('')||'

No matching models.

';}$('marketSearch').oninput=update;update();$('content').insertAdjacentHTML('beforeend',salesRepositoryHtml());$('saleFilter').oninput=drawSalesRepository;drawSalesRepository();} const historicalControls=[ {name:"Union Aviation portable hand controls",history:"Developed in Kentucky in the 1970s. The design is associated with Union Aviation and inventor James E. Shockley Jr. (US patent 3,987,986, filed 1975, issued 1976). Later stewardship and production efforts are associated with Union Aviation LLC / Operation P.R.O.P.",mechanism:"Portable hand-operated rudder and toe-brake linkage, historically demonstrated in Cessna aircraft. Exact functions, positioning and pilot workload depend on the approved installation.",stcs:"SA860SO: Cessna 172 through 172N; SA861SO: Cessna 177; SA863SO: Grumman AA-5/AA-5A/AA-5B; SA865SO: Cessna 182 through 182P. Separate one-aircraft SA10555SC: Cessna 172R.",holder:"Union Aviation LLC (historical public record); verify current STC holder and installation authorization with FAA.",availability:"No presently stocked commercial kit independently verified. Historical revival efforts and prices are not evidence of current availability.",links:[["Union patent with drawings","https://patents.google.com/patent/US3987986A/en"],["Hand controls document archive","https://freedomintheair.org/hand-controls/"],["FAA STC search","https://drs.faa.gov/"]]}, {name:"Blackwood Cherokee Mk. 1",history:"Developed by William H. 'Bill' Blackwood, a wheelchair-using pilot and instructor, during the late 1960s. Historical sources describe FAA approval in 1969; the STC application dates to 1968.",mechanism:"Long hand-rudder lever coupled to the right-seat rudder-pedal mechanism, with brake arrangements documented separately. It is a different system from Union's hand-rudder/toe-brake linkage.",stcs:"SA1741WE: Piper PA-28-140/-150/-160/-180/-235 and PA-28R-180/-200 (verify model and serial applicability against current FAA record).",holder:"Mike Smith listed as holder in FAA-derived historical records; current contact and transfer status require verification.",availability:"No active production or immediately purchasable kit independently verified.",links:[["Blackwood flight-manual and historical documents","https://freedomintheair.org/hand-controls/"],["NTSB Blackwood hand-control information","https://data.ntsb.gov/Docket/Document/docBLOB?FileExtension=.PDF&FileName=Blackwood+Hand+Control+Information-Redacted.PDF&ID=40409051"],["FAA STC search","https://drs.faa.gov/"]]} ]; function renderHistoricalControls(){return '

Historical adaptive hand-control systems

Union and Blackwood were early FAA-approved approaches to hand-operated flight controls. The summaries below are original editorial descriptions with links to primary sources; third-party drawings and manuals are linked, not reproduced.

'+historicalControls.map(x=>'

'+esc(x.name)+'

Development: '+esc(x.history)+'

Mechanism: '+esc(x.mechanism)+'

Documented STCs / aircraft: '+esc(x.stcs)+'

Holder/contact lead: '+esc(x.holder)+'

Current supply: '+esc(x.availability)+'

Original sources: '+x.links.map(l=>''+esc(l[0])+' ↗').join(' · ')+'

').join('')+'

An STC record, patent, or publicly available drawing does not by itself authorize an installation or guarantee that a kit can be purchased. Verify current STC ownership, approved model/serial eligibility, installation instructions, and FAA requirements before any aircraft modification.

';} function renderInstallations(){ $('count').textContent='3 aircraft applications · 2 source documents';$('content').innerHTML='

Adaptive Control Installations

Real-world examples of adaptive aircraft controls, organized by the aircraft and by the control function. Installation reports, design drawings, and designer-reported applications are separately labeled.

'+renderSmeltzEvidence()+renderHistoricalControls(); } function renderSmeltzEvidence(){ const cases=smeltzResearch.cases.map(c=>'

'+esc(c.aircraft)+'

'+esc(c.registration)+'

Evidence: '+esc(c.evidence)+'

'+esc(c.details)+'

Evidence status: '+esc(c.status)+'

').join(''); return '

Clayton Smeltz · Hand-operated rudder control

Design purpose: Enable rudder and linked nosewheel-steering input using a hand lever. This is not a hand service-brake mechanism. The designer supplied these materials to the project editor for publication.

How the documented Piper Arrow control works

A right-hand lever positioned to the right of the pilot-side yoke operates the rudder through the copilot-side left rudder-pedal post. Raise the lever for right rudder; lower it for left rudder. The existing foot pedals remain operational. A longer lever reduces required force, and an approximately 30-degree handgrip orientation supports a pushing rather than lifting posture. The described grip includes a push-to-talk trigger, leaving the pilot’s left hand available for the existing brake control.

Construction: 7/8-inch stainless-steel tube, aluminum clamps and unions, two redundant attachment clamps and a stiffening bar. The installation report describes checks for yoke, flap and throttle clearance and full rudder travel, including nosewheel-unloaded testing. These are the author’s reported checks, not independent certification findings.

Aircraft-specific cases

'+cases+'

Original technical sources

1. Piper Arrow N2607R installation report (3 pages). Background, control operation, attachment method and five cockpit photographs on page 3: overall view, top view, control movement, flap clearance, and dual-clamp detail.

2. PA-32R-300 N75267 engineering drawings (4 pages). Side, dimensioned side, rear and top views; 304 stainless steel tubing and 6061 aluminum couplers/clamps. Drawing marked proprietary to Clayton Smeltz.

Full-resolution PDFs and embedded figures are approved for publication by the contributor, but are not yet hosted as downloadable site assets. No fabricated image links are provided.

Verification boundary: The N2607R report supports an installed Piper Arrow control. The PA-32R-300 drawing documents a design but does not itself establish installation. Clayton reports three Ranger uses (two Able Flight aircraft and one private owner, Zach); aircraft identities, photos and paperwork remain to be collected. No FAA approval or general retrofit authorization is established by the supplied documents.

Source credit: Clayton Smeltz, contributor-provided installation report and engineering drawings; Ranger deployment information communicated to project editor, October 2026.

'; } const peopleDirectory=[{name:"Sean O'Donnell",role:"Aircraft owner / Pilot",region:"Not specified",aircraft:["Sky Arrow 600 Sport"],experience:"Adaptive aviation contributor; Sky Arrow hand-controls flying video",status:"Confirmed participant — publication permission reported by project owner",last_verified:"2026-10-24",url:"https://www.linkedin.com/in/seanodonnell4/",email:"pilotseanc@gmail.com",video:"https://www.youtube.com/watch?v=6PD1TUBzNKM"}]; function renderPeople(){ $('count').textContent=peopleDirectory.length+' published contacts'; $('content').innerHTML='

People & Resources Directory

Find CFIs, aircraft owners, A&P/IA mechanics, engineers, modification specialists, and adaptive aviation organizations. Entries distinguish publicly documented professional experience from contacts who have explicitly agreed to participate.

Directory launch: Individual contacts are being verified. No personal names or contact details are published without an appropriate public professional source or permission. Listing does not imply endorsement, availability, or qualification to instruct on a specific aircraft.

Search Role

How listings are verified

Confirmed participant: permission and preferred contact method confirmed. Public professional resource: linked to an official professional source, without implying participation. Research lead: kept private until reviewed; never published in this directory.

Profiles will include aircraft relevance, geographic region, source, contact preference and last-verified date. Contact the project editor to suggest a resource or request a correction or removal.

'; function update(){const q=$('peopleSearch').value.toLowerCase(),role=$('peopleRole').value;const a=peopleDirectory.filter(p=>(role==='all'||p.role===role)&&JSON.stringify(p).toLowerCase().includes(q));$('peopleResults').innerHTML=a.length?a.map(p=>'

'+esc(p.name)+'

'+esc(p.role)+' · '+esc(p.region)+'

'+esc(p.aircraft.join(', '))+'

'+esc(p.experience)+'

'+esc(p.status)+' · Verified '+esc(p.last_verified)+'

LinkedIn ↗ · '+esc(p.email)+' · Sky Arrow video ↗

').join(''):'

No published contacts match yet. We are building the verified directory; no private research leads are displayed.

';} $('peopleSearch').oninput=update;$('peopleRole').onchange=update;update(); } function renderResources(){ $('count').textContent=curatedResources.length+' curated resources';$('content').innerHTML='

Resources & Reference Library

'+renderSmeltzEvidence()+'

Curated technical and aeromedical references. Check current revisions and aircraft-specific applicability before relying on documents.

Resource search Category

';function update(){let q=$('resourceSearch').value.toLowerCase(),cat=$('resourceCategory').value;let matches=curatedResources.filter(r=>(cat==='All categories'||r.category===cat)&&JSON.stringify(r).toLowerCase().includes(q));$('resourceResults').innerHTML=matches.map(r=>'

'+esc(r.title)+' ↗

'+esc(r.category)+' · '+esc(r.publisher)+' · '+esc(r.type.toUpperCase())+'

'+esc(r.notes)+'

Aircraft: '+esc(r.aircraft.join(', ')||'General reference')+' · Last checked: '+esc(r.last_checked||'Pending verification')+'

').join('')||'

No matching resources.

';} $('resourceSearch').oninput=update;$('resourceCategory').onchange=update;update()} const rangerGalleryNote = "Vashon Ranger R7 manufacturer cockpit gallery: https://vashonaircraft.com/ranger-gallery.php. User-supplied gallery photographs show open-door entry, cockpit panels, dual sticks and center-console controls. Images are not reproduced here pending permission. Do not infer a hand service brake or approved adaptive rudder installation from photos alone."; const newlyVerifiedPhotos={ "Piper Archer II/III/TX":{ exterior:{file:"Piper PA-28-181 Archer II.jpg",credit:"Gzy84c",license:"CC BY-SA 3.0",caption:"Piper PA-28-181 Archer II exterior (SE-KFM). Exact variant documented; equipment varies."}, cockpit:{file:"Cockpit of Piper PA28-181 Archer II ‘G-SAPI’ (34105117476).jpg",credit:"Alan Wilson",license:"CC BY-SA 2.0",caption:"Piper PA-28-181 Archer II G-SAPI cockpit, photographed 2016; 1976 airframe. Controls may differ from Archer III/TX."} }, "Sky Arrow 600 Sport":{ cockpit:{file:"Skyarrow 04.jpg",credit:"Morgan Leigh",license:"CC BY-SA 2.5",caption:"Sky Arrow 650 TCN cockpit detail (2006), related model, NOT a verified 600 Sport or adaptive-control installation."} } }; const aircraftPhotos={"Tomark Viper SD4":{"exterior":{"file":"Tomark Viper SD4 OM-M730.jpg","credit":"Lestocq","license":"CC BY-SA 4.0","caption":"Viper SD4 exterior, OM-M730 (2017). Configuration may differ."}},"Cessna 172":{"exterior":{"file":"Cessna 172 Skyhawk.jpg","credit":"Oleg Yunakov","license":"CC BY-SA 4.0","caption":"Cessna 172 Skyhawk exterior; individual aircraft equipment varies."},"cockpit":{"file":"Cessna 172 D-EDRN cockpit.jpg","credit":"Jacek Rużyczka","license":"CC BY-SA 4.0","caption":"Cessna 172 cockpit panel, D-EDRN (2017). Inspect model-year and actual controls."}},"ERCO Ercoupe 415-C/D":{"cockpit":{"file":"Ercoupe cockpit (4593348539).jpg","credit":"Ōmono","license":"CC BY 2.0","caption":"ERCO Ercoupe 415D cockpit (2010). Hand-brake configuration is not established by this photograph."}},"Sling 2":{"exterior":{"file":"RA-Aus Sling 2 Registration 24-8489.JPG","credit":"Matt Morris","license":"CC BY-SA 4.0","caption":"Sling 2 exterior, 24-8489 (2015); equipment may differ."},"cockpit":{"file":"RA-Aus Sling 2 Cockpit Registration 24-8489.JPG","credit":"Matt Morris","license":"CC BY-SA 4.0","caption":"Sling 2 cockpit, 24-8489 (2015). Brake configuration not established from photo."}},"Aeroprakt A22 Foxbat":{"exterior":{"file":"Aeroprakt.a22.foxbat.arp.jpg","credit":"Adrian Pingstone","license":"Public domain","caption":"Aeroprakt A22 Foxbat G-CWTD (2005), early variant."}},"Pipistrel Alpha Trainer":{"exterior":{"file":"PipistrelAlphaTrainer.jpg","credit":"FlugKerl2","license":"CC BY-SA 3.0","caption":"Pipistrel Alpha exterior (2012); individual equipment varies."}},"Tecnam P92 Echo":{"exterior":{"file":"Tecnam P92 Echo Light - Aérodrome de Bellegarde-Vouvray, 2017.jpg","credit":"Anthony Levrot","license":"CC BY-SA 4.0","caption":"Tecnam P92 Echo Light exterior (2017), not MkII."},"cockpit":{"file":"Cockpit ULM P92.jpg","credit":"Alban67","license":"CC BY-SA 4.0","caption":"Tecnam P92 cockpit (2021). Exact variant and brake installation unverified."}},"Piper Archer II/III/TX":{"cockpit":{"file":"Piper Archer, Trebbin (P1090112).jpg","credit":"Matti Blume","license":"CC BY-SA 4.0","caption":"Cockpit of Piper Archer II D-EOCM, 2019. This image does not establish hand-brake installation or Archer III/TX configuration."}},"Aeroprakt A32 Vixxen":{"exterior":{"file":"Aeroprakt A32 UR-PAPK.jpg","credit":"Yuriy Novostavskyy","license":"CC BY-SA 4.0","caption":"Aeroprakt A32 serial 001, registration UR-PAPK, photographed 2016; actual equipment may vary."}},"Forney F-1 Aircoupe":{"exterior":{"file":"1959 Forney F-1A (Ercoupe) (3865767166).jpg","credit":"D. Miller","license":"CC BY 2.0","caption":"1959 Forney F-1A Aircoupe exterior, photographed at Rochelle Municipal Airport in 2009; related F-1A variant, not evidence of F-1 control configuration."}},"Sky Arrow 600 Sport":{"cockpit":{"file":"Skyarrow 06.jpg","credit":"Morgan Leigh","license":"CC BY-SA 2.5","caption":"Sky Arrow 650 TCN cockpit photo, 2006; not a verified Sky Arrow 600 Sport brake configuration."}}}; function photoPanel(x,kind){const p=newlyVerifiedPhotos[x.aircraft]?.[kind]||aircraftPhotos[x.aircraft]?.[kind];if(!p)return `

${kind==='exterior'?'Exterior':'Cockpit / panel'} photo — verified reuse rights or suitable control view pending

`;const name=encodeURIComponent(p.file).replace(/%2F/g,'/');const url='https://commons.wikimedia.org/wiki/Special:Redirect/file/'+name;const page='https://commons.wikimedia.org/wiki/File:'+name;return `

${esc(x.aircraft+' '+kind)} — ${esc(p.caption)} Photo credit: ${esc(p.credit)} · ${esc(p.license)}

`} function grid(rows){return `

${rows.map(([k,v])=>`

${esc(k)}${esc(v)}

`).join('')}

`} const pa22ResearchPanel = '

PA-22 Tri-Pacer: controls, entry and US aircraft listings

Hand service brake: Original PA-22 documentation describes a hand-operated hydraulic service brake actuated by a handle beneath the center of the instrument panel. This is not merely a parking-brake lever. Confirm the individual aircraft’s actual brake system, modifications, hand force, lever reach and whether it permits differential braking. Conventional foot-operated rudder pedals remain; do not infer hand-rudder capability. PA-22 parts catalog, brake and control diagrams ↗. Piper brake service letters ↗.

Entry and exit: The usual PA-22 cabin has a right-side front entry door and a separate left-side rear passenger door. Although the right-front door is convenient for right-seat access, the relatively high cabin step/sill, narrow opening, wing strut and seat-transfer geometry can be challenging. Door clear width, sill height, safe handholds and step-to-seat transfer must be measured on the specific aircraft. High-wing layout alone does not establish accessible entry.

Other controls: Dual yokes, panel-mounted engine controls, conventional rudder pedals and manual flaps. Aircraft equipment and control location vary by model year and modifications; confirm against the applicable handbook and cockpit inspection.

Photographs and entry inspection references

US aircraft advertised for sale — checked October 25, 2026

Seller asking prices, not completed sales. Availability and equipment may change; verify directly. The following are listing leads, not an exhaustive inventory.

1958 PA-22-160, Bonners Ferry, ID — $38,500: 3,240 hours total, 930 SMOH; seller reports 895-lb useful load and fabric recovered in the 1980s. Barnstormers listing ↗
1954 PA-22-135, Dublin, OH — $35,000: about 878 SMOH; June 2026 annual reported. Barnstormers listing ↗
1953 PA-22, Port Orange, FL — $38,000: N3545A, approximately 3,441 hours total; older fabric reported. Barnstormers listing ↗
1960 PA-22-160, near Santa Fe, NM — $52,500: metalized, approximately 420 SMOH; check rudder AD/AMOC and modification records. Listing and photos ↗
1956 PA-22-150, Plant City, FL — $65,000: seller reports 820-lb useful load and September 2026 annual. Barnstormers listing ↗
1958 PA-22, McAllen, TX — $97,900: N8918D, IFR-equipped; restoration and rudder replacement reported. Controller listing with 23 photos ↗
1954 PA-22, Petersburg, VA — price on request: N8143C, 305 SMOH reported. Controller listing and photos ↗

Ownership due diligence: Have a PA-22-experienced mechanic evaluate fabric, corrosion, lift struts, rudder-related AD compliance, landing gear, brake system, logbooks and alterations. No listing proves hand-brake configuration, entry suitability or regulatory compliance without aircraft-specific inspection.

'; const manufacturerPhotoSources={"Vashon Ranger R7":[["Manufacturer interior, stick, rudder-pedal and avionics gallery","https://www.vashonaircraft.com/ranger-gallery.php"],["Manufacturer high-resolution interior media kit","https://www.vashonaircraft.com/media-kit.php"]],"Sky Arrow 600 Sport":[["Manufacturer aircraft photo gallery; check model variant","https://www.skyarrow.it/gallery/"]],"Cessna 172 Skyhawk":[["Cessna Skyhawk interior photos and cockpit 360° tour; current-production aircraft","https://cessna.txtav.com/piston/cessna-skyhawk"]],"Tomark Viper SD4":[["Manufacturer cockpit brake comparison","https://www.tomarkaero.com/en/innovative-solutions-of-viper-sd4-rtc-and-night-vfr/"],["Manufacturer photographs of US-bound LSA","https://www.tomarkaero.com/en/brand-new-viper-sd4/"]]}; manufacturerPhotoSources["Cessna 172"]=[["Textron Skyhawk cockpit photographs and 360° interior tour (current-production variant)","https://cessna.txtav.com/piston/cessna-skyhawk"],["Textron Skyhawk brochure: instrument panel and cabin photographs (PDF)","https://cessna.txtav.com/-/media/cessna/files/brochures/piston/skyhawk_brochure.pdf"]]; manufacturerPhotoSources["ERCO Ercoupe 415-C/D"]=[["Ercoupe owner documentation: multiple instrument-panel photographs from identified aircraft","https://ercoupe.com/info_3.php"]]; manufacturerPhotoSources["Forney F-1 Aircoupe"]=[["Related Ercoupe-family panel examples — not confirmed as Forney F-1 equipment","https://ercoupe.com/info_3.php"]]; manufacturerPhotoSources["Vashon Ranger R7"].push(["Manufacturer flight-training supplement: illustrated entry procedure and adjustable rudder pedals (PDF)","https://vashonaircraft.com/downloads/manuals/Flight-Training-Supplement.pdf"],["Manufacturer maintenance manual: hydraulic toe-brake and rudder-pedal linkage details (PDF)","https://vashonaircraft.com/downloads/manuals/Ranger-Aircraft-Maintenance-Manual-rev3.pdf"]); manufacturerPhotoSources["Tomark Viper SD4"].push(["Manufacturer model options including control-stick brakes and adjustable pedals","https://www.tomarkaero.com/en/viper-sd4-models/"]); manufacturerPhotoSources["Aeroprakt A32 Vixxen"]=[["Aeroprakt USA: aircraft and cockpit photo gallery","https://aeropraktusa.com/gallery-a32-vixxen/"],["Aeroprakt USA: Y-stick, yoke, throttle and brake configuration photographs","https://aeropraktusa.com/customize-your-own-a32/"],["A32 Vixxen photographic album (70 photographs, third-party rights apply)","https://www.flickr.com/photos/foxbatpilot/albums/72157654308801692/"],["Aeroprakt USA: aircraft for sale, flyers and individual aircraft galleries","https://aeropraktusa.com/new-and-used-aircraft-for-sale/"]]; const a32ResearchPanel=`

A32 Vixxen: cockpit controls, ergonomics and US listings

Factory control choices: Straight center stick, Y-stick, or yoke. Aeroprakt USA documents hand-operated brakes on both Y-stick handles; throttle position differs by configuration, with the yoke model using a center-console throttle. The distributor reports greater brake leverage with the stick arrangement than the yoke version, but does not publish measured hand-force requirements. Confirm the actual aircraft's installed controls before relying on this comparison. Control options and cockpit photographs ↗

Rudder and access: The A32 uses rudder pedals for directional control and nosewheel steering; a factory hand-rudder system has not been verified. High-wing side-door access may be useful, but door dimensions, step/sill height, and transfer effort are not established. Manufacturer/distributor photo gallery ↗

Published performance: Two seats; Rotax 912 ULS or 912 iS, 100 hp; maximum weight 1,323 lb; published cruise 109 mph at 4,650 rpm; fuel capacity 24 US gal standard or 30 US gal optional. Actual useful load depends on individual equipment and weight-and-balance records. Manufacturer-distributor specifications ↗

US sale listings — seller status may change

N2640C, 2024 A32 — advertised $179,000, 80 hours, Johnstown, Ohio. Listed with yoke controls and reported prior damage repaired by Heavenbound Aviation; verify repair records, airworthiness and availability directly. Aircraft listing and photographs ↗
N1166T, 2022 A32 — historical listing, reported sold. Do not treat its earlier $157,000 asking price as current availability. Archived listing/photos ↗
Distributor inventory: Aeroprakt USA current inventory and sold examples ↗; confirm status and brake configuration with the seller.

Photographs are linked to their original publishers, not republished without permission. Published aircraft data and advertised prices are not guarantees of current equipment, sale status, or suitability for a particular pilot.

`; manufacturerPhotoSources["Piper PA-22 Tri-Pacer"]=[["Exterior aircraft photo collection","https://commons.wikimedia.org/wiki/Category:Piper_PA-22"],["Cockpit photos (PA-22 family; verify variant)","https://commons.wikimedia.org/wiki/Category:Cockpit_of_Piper_PA-22"],["Illustrated doors, seats, brakes and controls parts catalog","https://www.univair.com/content/partcatalog/22PM-flipbook/22pm.html"],["Current Tri-Pacer classified listings with seller photos","https://www.barnstormers.com/listing.php?catid=21199&page=1"],["Controller listings with aircraft photo galleries","https://www.controller.com/listings/for-sale/piper/tri-pacer/aircraft"]]; function manufacturerPhotoPanel(name){const list=manufacturerPhotoSources[name];if(!list)return "";return '

Manufacturer photo references

View original manufacturer photographs; model variants and installed controls may differ. Photos are linked, not republished.

'+esc(title)+' ↗

';} const profilePhotoSelections={"Vashon Ranger R7":[["https://vashonaircraft.com/images/ranger/page-thumbs/Ranger-interior-061-lr.jpg","Manufacturer cockpit and instrument panel","https://www.vashonaircraft.com/ranger-gallery.php"]],"Sky Arrow 600 Sport":[["https://www.trevesgroup.com/giottoair/skyarrow/images/SA_600sport%20%282%29.jpg","Sky Arrow 600 Sport tandem cockpit, exterior view","https://www.trevesgroup.com/giottoair/skyarrow/SA_gallery.htm"],["https://media.sandhills.com/tba-2018-sky-arrow-600-sport/img.axd?c=True&checksum=hVMT7%2BVXQUXNG7wA%2FhldcF1Za4Zx7kQyDyOG8owllOY%3D&ext=&h=460&id=3005922991&lp=&p=&rt=0&rwl=False&sz=Max&t=&w=614&wid=6072144879&wt=False","2018 Sky Arrow 600 Sport instrument panel, individual aircraft","https://www.aircraft.com/aircraft/18535557/tba-2018-sky-arrow-600-sport"]]}; function curatedCockpitPhotos(name){const a=profilePhotoSelections[name];if(!a)return "";return '

Manufacturer and aircraft-specific cockpit photographs

'+a.map(([url,caption,source])=>'

').join('')+'

Images remain hosted by their publishers. Copyright and reuse permissions are not established. Individual aircraft and variants may differ.

';} const licensedAircraftPhotos=[["ERCO Ercoupe 415-C/D","Ercoupe cockpit (4593348539).jpg","ERCO 415D cockpit and panel (individual aircraft)","Ōmono"],["Forney F-1 Aircoupe","1959 Forney F-1A (Ercoupe) (3865767166).jpg","1959 Forney F-1A exterior (related variant; not F-1 cockpit)","D. Miller"]]; function licensedPhotoPanel(name){const a=licensedAircraftPhotos.filter(p=>p[0]===name);if(!a.length)return "";return '

Documented aircraft photographs

'+a.map(p=>{const f=encodeURIComponent(p[1]);const page='https://commons.wikimedia.org/wiki/File:'+f;return '

'+esc(p[2])+' · Photo: '+esc(p[3])+' · CC BY 2.0 · Original ↗

'}).join('')+'

';} const regulatoryReviewHtml='

FAA authorization: S-LSA modifications versus experimental aircraft

S-LSA: Under current 14 CFR 91.327(b)(4)–(5), repairs and alterations must meet applicable consensus standards; major repairs/alterations to consensus-standard products require authorization from the manufacturer or a person acceptable to the FAA, with appropriate maintenance and inspection procedures. An LOA or manufacturer LSA-MRA is one route, not the only legally possible route. The aircraft\'s manuals and instructions for continued airworthiness determine whether work is already covered; do not automatically label all work absent from one manual as major.

Former S-LSA: The MOSAIC-era conversion pathway is 14 CFR 21.191(l), not the old 21.191(i)(3) citation. Conversion requires an FAA-issued experimental airworthiness certificate and operating limitations. It is not blanket permission to disregard safety requirements. Flight instruction and compensation rules under 91.319 and 91.326 are nuanced; ordinary owner-supplied instruction may be allowed without a LODA when conditions are met.

14 CFR 91.327 ↗ · FAA MOSAIC LSA maintenance FAQ ↗ · 14 CFR 21.191(l) ↗ · 14 CFR 91.326 ↗ · Pipistrel LSA-MRA example ↗

Regulatory reference, updated October 2026. Determine actual certification category, serial-number configuration, operating limitations, documentation, and authority before making alterations.

'; const contributorCaseStudies={ "Sky Arrow 600 Sport":'

Adaptive flying video · Sean O\'Donnell

Watch on YouTube ↗ · Courtesy of Sean O\'Donnell (link supplied by project contributor).

Video offered as an individual adaptive-flying demonstration. Specific control details and installed approvals have not been independently checked against the footage; do not generalize to all Sky Arrow aircraft.

', "Jabiru J230":'

Documented adaptive installation · Jabiru J230-D

David Jacka, “Jabiru J230-D Hand Control Modifications” — 17-page illustrated technical report provided to the project. Describes a particular aircraft adapted for independent left-seat operation by a quadriplegic pilot; this is not a standard factory J230 configuration.

Throttle: sip-and-puff motorized throttle with electromagnetic clutch and manual-control fallback (pp. 3–5).
Brakes: pneumatic actuator operating the existing service-brake lever using a panel toggle switch; compressor and reservoir behind right seat (pp. 6–9).
Rudder and nosewheel: left-side hand lever connected to rudder steering shaft, with three-post wrist/hand support; right-side foot pedals retained (pp. 10–12).
Trim and ancillary controls: electrically actuated trim with manual release, relocated carb heat, lighter rudder springs, flap buttons on hand lever, accessible PTT (pp. 13–17).

Read the published illustrated-report case study summary ↗
Source: David Jacka, original illustrated 17-page PDF ↗, pp. 2–17 (hosted by the author). Author reports work by a Level 2 Maintenance Authority. Jurisdiction, registration, current airworthiness and FAA approval applicability have not been independently established. Do not interpret this as a retrofit design or approval for another aircraft.

' }; function renderProfile(){const x=aircraft.find(a=>a.aircraft===selectedAircraft);if(!x){selectedAircraft=null;render();return} $('count').textContent='Aircraft profile · '+x.aircraft; let spec=[['Seats',x.seats],['Wing',x.wing],['Certification',x.classification],['Engine',x.engine],['Horsepower',x.horsepower],['Fuel (US gal, provisional)',x.fuel_total_us_gal_approx],['Primary controls',x.primary_control],['Throttle',x.throttle],['Service brakes',x.service_brakes],['Hand-brake classification',({'factory_documented':'Factory-documented (specified variants)','factory_optional':'Factory optional','documented_installation':'Documented individual installation','unverified':'Reported / unverified','none':'No documented hand service brake'})[x.hand_brake_category]||'Not classified'],['Factory fit status',x.hand_brake_factory_fit],['Hand-brake applicability',x.hand_brake_variant_scope||(x.hand_service_brake_verified?'Documented configuration; check individual aircraft':'No documented hand service brake')],['Brake evidence grade',x.brake_audit_grade||'Not yet audited'],['Brake audit source and finding',x.brake_audit_evidence||'Pending'],['Brake audit caveat',x.brake_audit_correction||'Pending'],['Parking brake',x.parking_brake],['Rudder',x.rudder],['Entry access',x.entry_access],['Right-seat hand-brake reach',x.right_seat_brake_reach||'Not measured'],['Right-seat hand-brake force',x.right_seat_brake_force||'Not measured'],['Right-seat brake operability',x.right_seat_brake_operability||'Not assessed'],['Ergonomics evidence status',x.controls_ergonomics_status||'Not reviewed']]; let perf=[['Reference variant',x.variant],['Cruise speed',x.cruise],['Fuel usable',x.fuel_usable],['Useful load',x.useful_load],['Performance reference conditions',x.performance_conditions],['Stall speed',x.stall],['Service ceiling / operating altitude',x.ceiling],['Climb',x.climb],['Takeoff',x.takeoff],['Landing',x.landing],['Range',x.range],['Landing gear',x.gear],['Propeller',x.prop],['VFR / IFR',x.flight_rules]]; let note=profileNotes[x.aircraft]; let smeltzRelated=/^(Piper Archer II\/III\/TX|Piper Cherokee 140|Piper Cherokee 180|Vashon Ranger R7)$/.test(x.aircraft); const isViper=x.aircraft==="Tomark Viper SD4";const viperMenu=isViper?"

Viper SD4 · Aircraft profile

Manufacturer-documented brake layouts exist for specified configurations. Confirm individual equipment and approvals.

":'';const profileMenu=''; $('content').innerHTML=`

${esc(x.aircraft)}

${viperMenu}${profileMenu}

Research status: ${esc(x.verification_status)} · Performance: ${esc(x.performance_status)}

${photoPanel(x,"exterior")}${isViper?"

$\"Tomark$

Brake beneath throttle — manufacturer photograph of central hand-brake configuration.

$\"Tomark$

Stick-mounted brake — manufacturer photograph of optional control-stick brake configuration.

Images displayed from Tomark Aero's website and linked to the original manufacturer article. © Tomark Aero; permission for republication has not been established. These depict configurations, not proof of installation on a particular aircraft.

":photoPanel(x,"cockpit")}

${(x.classification||"").includes("LSA")?regulatoryReviewHtml:""}${contributorCaseStudies[x.aircraft]||""}${curatedCockpitPhotos(x.aircraft)}${licensedPhotoPanel(x.aircraft)}${manufacturerPhotoPanel(x.aircraft)}${x.aircraft==="Piper Archer II/III/TX"?'

Selected Archer aircraft for sale

Asking-price snapshot checked October 25, 2026; verify current availability and installed equipment with sellers.

'+selectedAircraftSales.map(y=>'

'+esc(y[0]+' Piper '+y[1])+' · '+esc(y[2])+' · $ '+Number(y[3]).toLocaleString('en-US')+' Seller listing ↗

').join('')+'

':""}${x.aircraft==="Aeroprakt A32 Vixxen"?a32ResearchPanel:""}${x.aircraft==="Piper PA-22 Tri-Pacer"?pa22ResearchPanel:""}

Aircraft and flight controls

${grid(spec)}

Performance and operating characteristics

Variant-specific published figures where linked; units and reserve assumptions retained. These are not operating limits for an individual aircraft.

${grid(perf)}

Flight-control sources

${x.controls_sources?.length?`

${v}

`:'

No model-specific flight-control reference reviewed yet.

Adaptive-control evidence

${esc(x.adaptive_evidence)} · Documented adapted example: ${x.adapted_aircraft_documented?'Yes':'Not confirmed'} · Hand service brake documented for at least one reviewed configuration: ${x.hand_service_brake_verified?'Yes — check variant and equipment':'Not confirmed'} · Documented hand rudder: ${x.hand_rudder_documented?'Yes':'Not confirmed'}.

${x.aircraft==="Vashon Ranger R7"?`

Manufacturer cockpit gallery

${esc(rangerGalleryNote)} View original Vashon gallery ↗

`:""}${note?`

${esc(note[0])}

${esc(note[1])}

Accessibility and inspection priorities

${esc(note[2])}

`:'

Detailed accessibility research pending.

'}${x.aircraft==="Tomark Viper SD4"?`

Viper SD4 RTC: two manufacturer-documented brake layouts

Brake beneath throttle: hand-operated service-brake control located on the central console under the throttle. Stick-mounted brake: manufacturer-described Beringer brake lever installed on the control stick as an alternative configuration. The configurations are not necessarily fitted to all aircraft.

View the manufacturer’s side-by-side cockpit photographs and technical explanation ↗

Source: Tomark Aero, “Innovative solutions of Viper SD4 RTC and Night VFR.” Unknown: operating force, independent wheel braking, variant/serial applicability and US approval status of any retrofit. Do not infer rudder hand controls from brake levers.

`:""}${priorityEvidence[x.aircraft]?`

Priority research update · October 23, 2026

${esc(priorityEvidence[x.aircraft].summary)}

Still unknown: ${esc(priorityEvidence[x.aircraft].unknown)}

${linkSource(link)}

`:''}${x.aircraft==="Tomark Viper SD4"?`

Tampa-area rental and flight instruction lead · reported October 2026

Tampa Aero Club / KVDF — reported Tomark Viper SD4 rental at $150 per flight hour including fuel; flight and ground instruction reportedly additional $50 per hour. The same instructor reports access to Cessna 150L at KSPG ($130/hour), two six-pack Piper Archers at KPIE ($199/hour), and a glass-panel Piper Archer at KPIE ($225/hour), all fuel included, and describes the aircraft as IFR-certified. These are user-provided advertised rates and claims, not independently verified. Confirm current aircraft availability, exact location, rental terms, instructor identity, insurance, IFR equipment/inspection status, and adaptive-control configuration directly before making plans.

Official Viper SD4 photographs: Tampa Aero Club aircraft gallery — exterior, cockpit and control-stick views ↗. Club website ↗. Published club contact: (813) 205-6889, contact@tampaaeroclub.com. Gallery images are linked rather than copied.

Cockpit photo supplied by project contributor shows glass-panel avionics, dual sticks and red lever assemblies. Lever purpose, independent braking and installed configuration require confirmation against this particular aircraft.

`:""}

Variant and research cautions

${esc(x.detail)}

Technical references

${x.performance_sources.length?`

${linkSource(s)}

`:'

No performance source checked yet.

'}${x.source_url?`

Additional adaptive-control reference ↗

`:''}

Confirm actual aircraft AFM/POH, installed equipment, approvals, limitations and serial number before operational use. No aircraft here is certified as suitable for a particular disability.

`; {document.querySelectorAll('.viper-section-nav a').forEach(a=>a.addEventListener('click',e=>{e.preventDefault();const target=document.getElementById(a.getAttribute('href').slice(1));if(target)target.scrollIntoView({behavior:'smooth',block:'start'});}));} $('backprofile').onclick=()=>{selectedAircraft=null;render()};} // Dedicated case studies remain separate from general aircraft-family performance data. function showLanding(){showAircraftWorkspace();document.getElementById("contact-contribute").hidden=true;document.getElementById('landing').hidden=false;document.getElementById('guide').hidden=true;selectedAircraft=null;window.scrollTo(0,0);} function openGuide(anchor){document.getElementById("contact-contribute").hidden=true;document.getElementById('landing').hidden=true;document.getElementById('guide').hidden=false;render();if(anchor){requestAnimationFrame(()=>document.getElementById(anchor)?.scrollIntoView({behavior:'auto',block:'start'}));}else{window.scrollTo(0,0);}} // Four-category site navigation; aircraft data and profiles remain unchanged. const categoryPanel=document.getElementById('category-panel'); const aircraftWorkspace=document.getElementById('aircraft-workspace'); const categoryPages={ 'aeromedical':{title:'Aeromedical',intro:'Follow the medical qualification sequence: medical classes and BasicMed, MOSAIC sport-pilot medical rules, SODA and flight tests, then FAA contacts.',links:[['Medical Classes & BasicMed','medical-certification-soda'],['MOSAIC & Sport Pilot','aeromedical-mosaic'],['SODA & Medical Flight Tests','aeromedical-soda'],['FAA Medical Contacts','faa-medical-contacts'],['Adaptive Technologies & Functional Abilities','adaptive-functional-abilities']]}, 'faa-regulations':{title:'FAA Regulations & Aircraft Approvals',intro:'Understand Sport Pilot eligibility and the distinct FAA pathways for aircraft modifications and documentation.',links:[['MOSAIC','mosaic-guide'],['STC & Form 337','modification-resources'],['LSA & LOAs','lsa-approvals'],['FAA Resources','faa-approval-offices'],['Research Atlas','tallyaero-atlas']]}, 'training-resources':{title:'Training & Resources',intro:'Adaptive flight instruction, verified contacts, organizations, technical references and documented installations.',links:[['Adaptive pilot training','training-directory'],['People & Resources directory','people-directory'],['Reference library','reference-library'],['Documented adaptive installations','adaptive-installations']]} }; function showCategory(name){const p=categoryPages[name];if(!p)return;aircraftWorkspace.hidden=true;categoryPanel.hidden=false;if(name==='faa-regulations'){showFaaTab('mosaic-guide');return;}if(name==='aeromedical'){showAeromedicalTab('medical-certification-soda');return;}categoryPanel.innerHTML='

'+p.title+'

'+p.intro+'

'+p.links.map(x=>'

'+x[0]+' ↗

').join('')+'

← Return to homepage · Open Aircraft Guide

';} function showAeromedicalTab(id){const p=categoryPages['aeromedical'];if(!p.links.some(x=>x[1]===id))id='medical-certification-soda';aircraftWorkspace.hidden=true;categoryPanel.hidden=false;const source=document.getElementById(id);categoryPanel.innerHTML='

'+p.title+'

'+p.intro+'

'+(source?source.outerHTML:'

Topic unavailable.

')+'

← Return to homepage · Aircraft Guide · FAA Regulations

';} function showFaaTab(id){const p=categoryPages['faa-regulations'];const valid=p.links.some(x=>x[1]===id);if(!valid)id='mosaic-guide';aircraftWorkspace.hidden=true;categoryPanel.hidden=false;const source=document.getElementById(id);categoryPanel.innerHTML='

'+p.title+'

'+p.intro+'

'+(source?source.outerHTML:'

Topic unavailable.

')+'

← Return to homepage · Aircraft Guide

';} function showAircraftWorkspace(){categoryPanel.hidden=true;aircraftWorkspace.hidden=false;} document.addEventListener('change',function(e){if(e.target.id!=='rfs-region-select')return;const select=e.target;const n=Number(select.value);const rows=[["Alaskan","Alaska, Aleutian Islands","(907) 271-5431","9-AAL-300-Info@faa.gov","Walter W. Dalitsch, M.D. (Acting)"],["Northwest Mountain","Colorado, Idaho, Montana, Oregon, Utah, Washington, Wyoming","(206) 231-4000","9-ANM-RFS@faa.gov","David J. Snell, M.D."],["Western Pacific","Arizona, California, Hawaii, Nevada, American Samoa, Guam, Mariana Islands, Marshall Islands","(424) 405-7640","9-AWP-AVS-AAM-AWP-300-Regional-Medical-Division@faa.gov","Doreen L. Burks, M.D. (Acting)"],["Great Lakes","Illinois, Indiana, Michigan, Minnesota, North Dakota, Ohio, South Dakota, Wisconsin","(847) 294-7491","9-AGL-FAA-MEDICAL@faa.gov","Marvin W. Jackson, M.D."],["Central","Iowa, Kansas, Missouri, Nebraska","(816) 329-3250","9-ace-atcs-medical@faa.gov","Jon F. Petersen, M.D."],["Southwest","Arkansas, Louisiana, New Mexico, Oklahoma, Texas","(817) 222-5300","7-ASW-Medical-Forms@faa.gov","Rosalyn B. Beaty, M.D. (Acting)"],["New England","Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont","(781) 238-7300","9-ANE-MEDICAL@faa.gov","Katherine A. Tiberghein, D.O. (Acting)"],["Eastern","Delaware, Maryland, New Jersey, New York, Pennsylvania, Virginia, West Virginia, Washington D.C.","(718) 553-3300","9-AEA-FAA-MEDICAL@faa.gov","Waiho Lum, M.D. (Acting)"],["Southern","Alabama, Florida, Georgia, Kentucky, Mississippi, North Carolina, South Carolina, Tennessee, Puerto Rico, U.S. Virgin Islands","(404) 305-6150","9-ASO-300-AirMenCert@faa.gov","Arnold A. Angelici, M.D., M.S."]];const box=document.getElementById('rfs-selection');if(!box)return;if(select.value===''){box.innerHTML='

Select a region to display contact details.

';return;}const x=rows[n];box.innerHTML='

'+x[0]+' Region

Serves: '+x[1]+'

Regional Flight Surgeon: '+x[4]+'

Telephone: '+x[2]+'

Email: '+x[3]+'

';}); function routeHash(){const h=decodeURIComponent(location.hash.slice(1));if(h in categoryPages){openGuide();showCategory(h);return;}if(h==='training-directory'||h==='people-directory'||h==='reference-library'||h==='adaptive-installations'){openGuide();showCategory('training-resources');tab=h==='training-directory'?'Training':h==='people-directory'?'People & Resources':h==='reference-library'?'Resources':'Adaptive Installations';selectedAircraft=null;render();categoryPanel.innerHTML='

← Training & Resources · Home

'+({Training:'Adaptive Pilot Training','People & Resources':'People & Resources Directory',Resources:'Reference Library','Adaptive Installations':'Documented Adaptive Installations'}[tab])+'

';const target=document.getElementById('directory-output');target.appendChild(document.getElementById('content').cloneNode(true));target.innerHTML=document.getElementById('content').innerHTML;return;}if(['mosaic-guide','medical-certification-soda','modification-resources','faa-medical-contacts','aeromedical-mosaic','aeromedical-soda','adaptive-functional-abilities','lsa-approvals','faa-approval-offices','tallyaero-atlas'].includes(h)){if(['mosaic-guide','modification-resources','lsa-approvals','faa-approval-offices','tallyaero-atlas'].includes(h)){openGuide();showFaaTab(h);return;}openGuide();showAeromedicalTab(h);return;}showAircraftWorkspace();if(h==='about-project'||h==='for-contributors'){openGuide(h);}else if(h==='contact-contribute'){document.getElementById('landing').hidden=true;document.getElementById('guide').hidden=true;document.getElementById('contact-contribute').hidden=false;window.scrollTo(0,0);}else if(h==='guide'){tab='Aircraft';selectedAircraft=null;openGuide();}else{showLanding();}} document.getElementById('contribution-form').addEventListener('submit',async function(e){e.preventDefault();if(!this.reportValidity())return;const button=this.querySelector('button[type="submit"]'),feedback=document.getElementById('contact-feedback');button.disabled=true;button.textContent='Sending…';feedback.textContent='';try{const response=await fetch(this.action,{method:'POST',body:new FormData(this),headers:{'Accept':'application/json'}});if(response.ok){this.reset();feedback.textContent='Thank you. Your message was submitted successfully.';feedback.style.color='#17603d';}else{let detail='';try{const data=await response.json();detail=(data.errors||[]).map(x=>x.message).join(' ');}catch(_){}throw new Error(detail||'Submission was not accepted.');}}catch(error){feedback.textContent='Unable to send your message. '+error.message+' Please try again or email adaptiveaviationguide@gmail.com directly.';feedback.style.color='#a33333';}finally{button.disabled=false;button.textContent='Send message →';}}); document.getElementById('enterGuide').addEventListener('click',()=>{location.hash='guide';routeHash();}); document.getElementById('enterGuideBottom').addEventListener('click',()=>{location.hash='guide';routeHash();}); document.getElementById('backToLanding').addEventListener('click',()=>{if(location.hash){location.hash='';}routeHash();}); document.querySelectorAll('footer a[href^="#"]').forEach(a=>a.addEventListener('click',()=>{setTimeout(routeHash,0);})); window.addEventListener('hashchange',routeHash); ['search','wing','seats','adapt','brake','rudder'].forEach(id=>$(id).addEventListener('input',()=>{selectedAircraft=null;render()}));render();routeHash();

Explore aircraft through the lens of accessibility

Find aircraft

Understand controls

Follow the evidence

Contact & Contribute

MOSAIC: Expanded Aircraft Choices for Adaptive Pilots

Aircraft classification: a short primer

Sport pilot airplane eligibility: then and now

What aircraft might qualify?

Why MOSAIC matters for pilots with disabilities

Medical qualification: Sport Pilot, BasicMed and SODA

Aircraft alterations and maintenance

Practical verification checklist

Official FAA references

FAA Regional Medical Contacts & SODA Assistance

Who should I contact?

Find your regional medical office

Nationwide Regional Flight Surgeon directory

Adaptive Technologies & Functional Abilities

Proposed adaptive flying categories

FAA Medical Classes & BasicMed

FAA medical certificates: First, Second and Third Class

BasicMed and adaptive pilots

Separate pilot and aircraft approvals

MOSAIC & Sport Pilot Medical Rules

Driver's-license medical pathway

Night operations

Where to learn about eligible aircraft

SODA & Medical Flight Tests

Statement of Demonstrated Ability (SODA)

Medical flight tests

Medical certification versus aircraft approvals

Light-Sport Aircraft: S-LSA, E-LSA & Letters of Authorization

TallyAero Atlas — aviation records and research

FAA Offices & Regulatory References

Resources: FAA approval pathways for aircraft modifications

Performance comparison: how to read the numbers

About the Adaptive General Aviation Aircraft Guide

Search and compare aircraft

Understand how aircraft actually work

FAA rules, aircraft approvals, and medical pathways

Training, aviation records, and community resources

Independent research, transparent limitations

For Organizations & Contributors

Ways to contribute

How we handle contributions

Get in touch

Cost & Aircraft for Sale

'+esc(x.name)+'

Historical adaptive hand-control systems

'+esc(x.name)+'

Adaptive Control Installations

'+esc(c.aircraft)+'

Clayton Smeltz · Hand-operated rudder control

How the documented Piper Arrow control works

Aircraft-specific cases

Original technical sources

People & Resources Directory

How listings are verified

'+esc(p.name)+'

Resources & Reference Library

'+esc(r.title)+' ↗

PA-22 Tri-Pacer: controls, entry and US aircraft listings

Photographs and entry inspection references

US aircraft advertised for sale — checked October 25, 2026

A32 Vixxen: cockpit controls, ergonomics and US listings

US sale listings — seller status may change

Manufacturer photo references

Manufacturer and aircraft-specific cockpit photographs

Documented aircraft photographs

FAA authorization: S-LSA modifications versus experimental aircraft

Adaptive flying video · Sean O\'Donnell

Documented adaptive installation · Jabiru J230-D

${esc(x.aircraft)}

Selected Archer aircraft for sale

Aircraft and flight controls

Performance and operating characteristics

Flight-control sources

Adaptive-control evidence

Manufacturer cockpit gallery