APOLLO LSA – Folding wings in less than 10 minutes, one person

Only $71, 500.00 with Rotax 912UL – 80 HP
$73, 500.00 with Rotax 912ULS – 100 HP (recommended option)

Email us for more information.

The Apollo LSA from Apollo Aircraft is a Light Sport Aircraft that complies truly with the ASTM consensus standard set forth for design, performance and continued airworthiness.

Key differentiators of the Apollo LSA

  • Experimental or Factory built, completed and test-flown per ASTM LSA requirements
  • Flies with much less use of rudder pedals than other renditions of the Avid Flyer / Fox design in LSA. We have worked hard to make this change!
  • Night VFR flights possible with properly equipped airplane for private and higher pilots
  • Aircraft grade tefzel wiring harness with push-pull circuit breakers to isolate everything
  • Quick-fold wings fold in about 10 to 12 minutes with simple tools by one person
  • One piece turtle deck means no water leakage into that area unlike other model renditions
  • AN hardware on all exposed structural componentsm with some metric hardware in engine compartment, etc., for easier access to better hardware
  • High visibility with heavy-duty, clear lexan gull doors, cockpit top and skylights
  • Sensinich composite prop with nickel leading edge protection, made for Rotax 912 Series Engines
  • Intuitive tube and fabric construction that is familiar to most mechanics
  • Great performance and docile handling with light pressure, yet positive
  • Optional 2-axis auto-pilot available at a great price

Price Comparison

Feature Other LSA of this type Apollo LSA
Great Visibility Yes Yes
Differential Braking (Yes, for LSA costing $25k more) Yes
BRS (Whole Aircraft Parachute) $6000 option $6000 option
Two-toned Paint Scheme $1400 option $750 option
Aircraft Wire Used Not necessarily Yes
Night VFR Option For some Yes
Color Glass EFIS Option possible Much more expensive Offered
Ground adjustable prop Not always Sensenich composite prop is ground adjustable in 10 minutes
2-axis auto-pilot Not always $4000 option


1The Apollo LSA is a classic tube and fabric airplane, with a welded steel alloy tube fuselage covered with medium weight fabric and polyurethane paint treatment (like Superflite) for a high-gloss finish. The wing section spars and ribs are made with aluminium, treated with anti-corrosion chemicals and covered with medium weight ceconite. Wing halves can be folded by one pilot within 10 minutes using simple tools. This makes the aircraft portable and easily trailerable. For a detailed procedure on folding and unfolding the wings, please view the appendix to the aircraft operating instructions. SilverLight Aviation is able to provide aircraft trailers, upon request. Even without a trailer, the possibility of keeping multiple aircraft in the same hangar, reduces ownership costs. For the weekend flyer, it’s very practical to unfold the wings, setup and pre-flight and then fly.

2The Apollo LSA landing gear is 7075-T6 aluminium plate solid sheet leaf suspension, as used on aircraft like composite MX-2 aerobatic airplane. Aircraft wheels are equipped with hydraulic disc brakes. The external structural hardware is mostly AN aviation grade US hardware. Some metric hardware is used in the engine compartment and some inspection areas because of the use of Rotax engines from Europe that are metric.

The Apollo LSA propeller is crafted by GA prop manufacturer, Sensinich Prop. This beautiful American-made, ground adjustable composite prop was specifically designed by Sensinich for the 912 series engine, featuring nickel leading-edge protection and 100 knot cruise at 65% power with Rotax 912ULS (100 HP). This is one of the best 912 series propellers available!

Apollo LSA optionally comes with an ASTM compliant BRS full airplane parachute system. In case of an emergency, the pilot or educated passenger pulls the handle to land at a relatively slow rate of descent under a full airplane parachute system. Having the BRS is about protecting your life and realizing we are all human. You may think you don’t need the BRS and it’s just extra weight, but your family may have a different opinion! We highly recommend this option.

One reason the Apollo LSA is slightly heavier than a kit-built plane of the same genre is because raising the gross weight required additional metal for maximum strength. We didn’t raise the gross weight of the airplane from its European counterpart without stringent testing and changes that were required. ASTM standard has very stringent demands in order to declare gross weights, based on proper strength testing that includes shock loads on both the frame and control surfaces that could be put on the structure by abrupt control movements due to weather phenomenon or pilot error. Independant structural engineering firm was hired to setup and witness the load tests to both operational (+4, -2) and ultimate strengths (+6, -3) at gross weight. Even in the ultimate strength test the structure held these loads for 3 minutes and after the load was removed the structural components returned to their original shape even though this is not required by ASTM standard and permanent deformation (yield) at ultimate strength is allowed. We believe this analysis, along with field experience of the basic design of this airplane, undoubtedly allows the current gross weight of the Apollo LSA.

Apollo LSA achieves its high visibility and cabin quietness thanks to the use of heavy grade lexan gull doors that are hydraulically loaded to open comfortably, giving easy access into the cockpit. The tinted lexan skylights behind the pilot and passenger complete the all-around clear view.

The engine compartment has in front of its stainless steel firewall, a Rotax 912UL (80 HP, standard) or the upgraded 912ULS (100 HP with slipper clutch and heavy duty starter). All firewall penetrations are done with fire-resistent high temperature silicone red grommets on stainless steel with approved fire shielding on all fuel and oil lines, as well on the ends of the wire bundles going through the firewall to satisfy ASTM design standard requirements. Steel bulkhead fitting with aeroquip ends are used on all lines. For safety, there is no plastic fuel filter element in the high heat enclosed engine compartment. The radiator coolant hoses are properly secured against structural components for routing. There is a backup electric fuel pump behind the pilot seat for priming the engine after long periods of unuse and in case of an emergency as standard equipment. All these steps are taken to ensure proper compliance with ASTM standard for systems installation and for safety in case of an emergency.

3Although this airplane has been available in Europe for a while and owes much of its heritage to the Avid Flyer design, we have taken our time in making sure the airplane in its US format has changes like AN hardware (for ease of maintenence in the US), different engine and instrumentation installation, 5″ taller vertical stabilizer section, faired gaps between vertical and horizontal surfaces in order not to develop negative pressure and thus gain very positive yaw stability, to comply with the ASTM design standard properly. The difference in flight handling is noticeable and pilot workload reduced considerably. Importing fuselage and wing components from Europe and doing a full assembly here in the US allows us to maintain quality and consistency and compliance with the ASTM design standard. The Halley factory in Europe provides us with sub-assemblies using their skilled work force spread across 5 workshops and a small airport owned by Halley. The specs for Apollo Aircraft, Inc. are met stringently to meet ASTM design standard and checked by our personnel in the US for every single frame sub-assembly.

4Specialized always-on carb heat is available which only heats a small area around the carb throat with hot coolant. This keeps the temp where carb ice would form above freezing without heating the air supply, thus giving negligible power loss (less than 1 HP) with no loss of smoothness whatsoever. Would you rather have this or react to carb icing after its already occured and throw in hot air that makes the engine run rough and hope the carb heat melts away the icing in time. Many auto throttle body injections did exactly this for carb heating for years before multi-port-fuel-injection became popular. We’d rather you don’t have carb ice form at all. Wouldn’t you?

The wiring harness is aircraft grade made with tefzel coated aircraft wire and milspec crimps that runs all the way from the engine compartment to all avionics. The wiring harness is protected with on dash circuit breakers for every single component. A ground seeking aircraft master solonoid shuts everything cold for safety and a main charging circuit non-pullable circuit breaker is standard, just in case. All the tefzel wiring in the engine compartment is further protected against heat and chafing with milspec spiral wrap and per ASTM design standard requirements firewall penetrations for wiring have been fire shielded. We believe aircraft wiring harness should use aircraft wire and aircraft spec crimps, not automotive stuff. There is a difference.


Standard Equipment

  • Power: 80 – 100 Hp Rotax 912UL or 912ULS
  • Slipper Clutch and heavy duty starter with 912ULS (100 HP) – an absolute must for smooth operation in this high compression engine
  • Cabin Heat
  • Spacious cockpit with gull doors
  • 100 pound luggage compartment
  • Push/Pull Throttle
  • Stainless Steel Exhaust
  • Carpeted Cabin
  • Cabin Heat
  • Two Sticks
  • Altimeter
  • AirSpeed Indicator
  • Vertical Speed Indicator
  • Compass
  • RPM
  • Oil Pressure Gauge
  • Oil Temperature Gauge
  • Dual CHT
  • Dual EGT Gauge
  • Voltage
  • Wheel Pants
  • Tinted Skylights
  • Locking Cockpit Doors
  • Sensenich Composite Propeller
  • Hydraulic Disc Brakes on Main Wheels
  • Parking Brake
  • Fuel Level Indicators (Sight Gauges)
  • Low fuel warning light
  • Alternator or Battery Charging failure warning light
  • 4-point ASTM compliant harness
  • Flaperons trim
  • Elevator Trim
  • Window Fresh Air Vents
  • Faucet backup emergency electrical fuel pump
  • ELT

Optional Equipment


Two-Toned Paint instead of white with stripes. Colors: Red, Blue, Yellow, Orange: $750


Radio, antenna and VOX intercom with Audio input jack: $1865


Sandia Transponder Only: $2500.00

Radio, MicroAir Mode C Transponder, VOX Intercom package: $4150.00

Vertical card compass: $150


Lighting Options (position lights, anti-collision lights on wingtips and front landing light): $1000.00


ELT: Standard (like it should be for all US airplanes!)

Cockpit Lights (Required for night flight): $250


Carb Heat (Always on without impacting performance. Hot coolant runs around the carb throat keeping it above freezing temperature. This avoids heating any incoming air that decreases performance and makes the engine run rough. Used in many aircraft equipped with the 912.): $650.00


BRS 1350 (Ballistic Recovery Chute): $6000.00


Electric Turn Co-ordinator – Analog instrument package (2 minutes). Also available with glass panel as a backup instrument for night VFR: $650


MGL Avionics Glass Cockpit – Color EFIS + Aviation GPS in one: $5000.00


Artificial Horizon, Attitude turn, bank, slip, skid, G-force solid state sensor for EFIS: $0.00. Built-in

2-axis Auto-pilot. Requires Color EFIS and AHRS sensor option above. The EFIS acts as the auto-pilot brain: $4000.00


foldedwingChanges are only allowed on any S-LSA aircraft with a letter of authorization from the airplane’s manufacturer that includes a serial number. The maintenance manual must be followed and any rated and qualified (previous experience with the task) FAA mechanic can perform a task from the maintenance manual. Please note that S-LSA regulations from the FAA require the mechanic to have both a rating and previous experience to perform a certain task. If a task is not listed in the maintenance manual, then the mechanic must contact the manufacturer for guidance. We offer email and phone support seven days a week. We also offer free task-specific training to accomplish certain tasks on the Apollo LSA. These courses allow you to work on the Apollo LSA (only) for the tasks you have been trained in by manufacturer’s authorization under specialized training clause. Apollo LSA dealers are strongly encouraged to take training in order to provide warrany service to local customers. The Rotax maintenance manual must be followed for any engine maintenance. It may be necessary for the mechanic to have specific training required by Rotax to work on Rotax engines. 100 hour inspections on a S-LSA must be done by a Light Sport mechanic with a Maintenance rating or higher. All preventative maintenance can be done by the owner.

On an E-LSA anyone can work on the aircraft and any additions can be made once the primary airworthiness certificate has been granted. Some changes may require the aircraft to go back into Phase I flight testing period before passengers can be flown again. Such changes would be considered major changes like changing a propeller etc. The annual can be done by a Light Sport mechanic with an Inspection rating or higher.


Fox-Glass-Panel-2-LThe airplane dash can be adorned utilizing two instrumentation paths.

For both packages, a radio with built-in intercom and audio-in (mono) setup for your choice of headsets, PTT switches mounted on top of the control sticks and MicroAir Mode C transponder are available as factory installed options. The regulator is placed on the inside of the aircraft in order to prevent voltage variances due to overheating. Care has been taken as night flight is allowed in the aircraft to minimize any chance voltage spike happening. Techniques to reduce RFI are utilized extensively because of glass panel installation. Ground loops are avoided and the placement of wiring and routing is keenly done.

The color EFIS option makes instrument visibility a snap because of contrast and a flashing light when a parameter is out of bounds. An aviation GPS and True Airspeed calculation is included in the Enigma color EFIS. In addition the EFIS provides 3D terrain wire mesh view, a fuel flow sensor that allows you to monitor your fuel burn per hour and 9 different fully programmable easy to use screens. Want to set frequency of your factory installed Apollo LSA radio from the glass panel and are not even sure what the frequency of the ATIS is of this close-by airport? Click here to see how you can easily accomplish that using the glass cockpit. Nothing packs in as many features for such a small upgrade price.

Programmable screens. A sample VFR screen shown. Take a close look at the engine monitoring bar graphs. They are EASY to see at a glance with yellow overlay indicating currnt reading over a green and red (caution) area. This is much different than engine monitors offered in many planes that are monochrome and you have to actually read your oil temperature and know the range in numbers for your engine. Upto 9 different programmable screens available at a touch of a button. Use what suits the current flight requirements with ease and switch in a second if needed with changing requirements.

Programmable screens. A sample VFR screen shown. Take a close look at the engine monitoring bar graphs. They are EASY to see at a glance with yellow overlay indicating currnt reading over a green and red (caution) area. This is much different than engine monitors offered in many planes that are monochrome and you have to actually read your oil temperature and know the range in numbers for your engine. Upto 9 different programmable screens available at a touch of a button. Use what suits the current flight requirements with ease and switch in a second if needed with changing requirements.

A GLS approach screen shown

A GLS approach screen shown

The standard package has classic analog flight and engine monitoring gauges, which includes:

  • Sensitive altimeter
  • 0-140 knots UMA AirSpeed Indicator
  • Inclinometer (Falcon) – 2-minute turn co-ordinator in lieu of inclinometer (optional)
  • 0-2000 FPM Vertical Speed Indicator
  • Magnetic compass
  • ACS keyed ignition
  • CHT gauge
  • Dual EGT gauge
  • Fuel pressure gauge
  • Tachometer (RPM)
  • Oil Pressure gauge
  • Oil Temperature gauge
  • Low fuel warning lamp
  • Battery charging warning lamp
  • Fuel sight gauges

Glass cockpit with solid state AHRS sensor can show attitude and HITS (Highway In The Sky)

Glass cockpit with solid state AHRS sensor can show attitude and HITS (Highway In The Sky)

The color glass cockpit can look ahead and warn you of upcoming terrain

The color glass cockpit can look ahead and warn you of upcoming terrain

Aviation GPS on the glass cockpit. Press Shift 1 and select the airport from the list to Go To. What could be simpler!

Aviation GPS on the glass cockpit. Press Shift 1 and select the airport from the list to Go To. What could be simpler!

The second package, featuring Enigma EFIS color glass cockpit and optional AHRS solid state sensor for true attitude info, includes:

  • Color glass cockpit (single screen) with all VFR flight and engine monitoring instruments, second screen is optional if desired
  • Color glass cockpit has aviation GPS with America’s or relevent database with terrain awareness built-in and comes with flight planner software for route planning
  • A solid state heading sensor for glass cockpit heading display and wind direction and speed indication
  • Fuel flow (gallons per hour) indication
  • Low fuel warning lamp (1.2 US Gallons left)
  • Battery charging/Alternator warning lamp
  • A backup sensitive altimeter (analog gauge)
  • A backup 0-140 knots Falcon AirSpeed Indicator (analog gauge)
  • A skid/slip ball backup (analog backup)
  • A magnetic compass (backup)
  • Artificial horizon is available with optional sensor that allows HITS (Highway In The Sky) capability
  • A backup 1.2 AH color glass cockpit battery (about one hour of flight) if main charging circuit fails and main battery drains out as well
  • ACS Keyed ignition
  • Fuel sight gauges

Aviation GPS with Terrain Awareness

Aviation GPS with Terrain Awareness


Highway In The Sky (HITS) to guide you along at any altitude

Highway In The Sky (HITS) to guide you along at any altitude

Handling and Specs


The Apollo LSA is fun, light, responsive, unencumbered by heavy pressures in any axis, yet positive. It makes for a great trainer airplane for teaching students essential stick and rudder skills.

The new larger vertical stabilizer and faired gap between the vertical stabilizer and horizontal stabilizer was specifically developed to comply and pass all ASTM design standard flight tests as done by an independent test pilot. The positive yaw stability and feet off the rudder pedals cruise flight is a direct result of this development compared to the many popular brand renditions of this genre of airplane. The difference is easy to see. One can give a good amount of rudder to yaw the aircraft in one direction and take the feet off the rudder pedals completely and the aircraft returns without assistance to true center. A feature required by ASTM design standard. The roll pressure is low but positive. The stalls are benign and the aircraft gives tremendous feedback to the pilot before stall, warning him or her of the stall coming their way.

Rotax 912UL 80 HP is plenty of power for most operations. However, 912ULS is a popular option and gives tremendous performance!

  • Powered by Rotax 912UL (80 HP) and 912ULS (100 HP)
  • 575 Kg (1265 pounds) Max Take Off Weight
  • 5.4 pounds/LE (912) or 12.32 pounds/LE (912S) Weight/HP Relation at gross weight
  • 715 Lb Empty Weight with 912ULS including unusable fuel, oil and coolant and hydraulic fluids
  • 250 kg (550 lb) Useful Load
  • 9.2 m (~30 feet) Wingspan
  • 11.4 m2 (122.7 sq. ft) Wing Area
  • 5.80 m (19 feet) Length
  • 6.25 m (20.2 feet) Length with Folded Wings
  • 2.39 m (7.85 feet) Width with Folded Wings
  • 1.7 m (5.58 feet) Height
  • 25.5 US Gallons (96.5 Liters) Fuel Capacity (New tanks are aluminum)
  • 39 Knots/32 knots Stall Speed (clean at gross/ Flaps engaged)
  • 95 knots Cruise Speed at 75% power (Calibrated Airspeed at Sea Level)
  • 110 knots Maximum Straight and Level Cruise Speed (912ULS) at Sea Level
  • 118 knots Never Exceed Speed (VNE)
  • 750 feet (912UL – 80 HP) or 600 feet (912ULS – 100 HP) Take Off Length to clear 50 foot obstacle (15 meters)
  • 680 feet Landing Length over a 50 foot obstacle (15 meters)
  • 1000 FPM (912UL) or 1200 FPM (912ULS) Climb Rate (prop pitched for cruise) with standard conditions at sea level. If prop pitch is changed for climb (allowed per manual), 1400 FPM climb can be achieved
  • 530 nautical miles Maximum Range (with reserve)
  • +4, -2 (+6, -3 Ultimate) Maximum Operational G Load
  • 44.1 inch Maximum Cabin Width

Night VFR Flight


Above the standard day VFR package pricing the Apollo LSA is qualified to be flown at night in VFR conditions by a properly rated pilot (private pilot) with the options described below. IFR flight is not permitted. Flying in known icing conditions is not permitted.


Options Required for Night VFR Flight Price
Radio, Antenna, VOX Intercom package with Audio-In $1865
Lighting (position lights, anti-collision lights on wingtips and front landing light, red LED night lights inside cabin) $1000
Color EFIS + Aviation GPS in ONE – MGL Avionics Glass Cockpit $5000
Artificial Horizon, Attitude turn, bank, slip, G-force and heading solid-state sensor for EFIS $0
Backup Analog Sensitive Altimeter & AirSpeed Indicator $750
Electric Turn Co-ordinator – Analog instrument package (2 minutes) $650
Backup compass or vertical card compass to heading sensor on glass panel $250