Aeroprakt A32 Vixxen

Customize Your Own Aircraft

A32 Options

Standard Features on all A32 Aircraft

Options are listed below in the order that they appear on the Excel price sheet.

Click on images to enlarge.


Center (straight) stick, Y stick or Yoke. The A32 is available in either center stick or yoke configuration. In the stick configuration you can choose between a straight stick, or a Y stick. Generally the Y stick is preferred for training operations, but some people find it more comfortable as well. The Y stick has brakes on both handles. When deciding between yoke or stick there are a few considerations to think about. One would be throttle placement. In the yoke model the throttle is in the center console. This is convenient and comfortable. The negative side of that would be if the airplane is used for flight training it can be more difficult to get to the throttle fast if a student has their hand on it. With the stick model there is an independent throttle on both sides extending out of the instrument panel. This throttle placement seems a little different at first, but once you get used to it, it is very natural and comfortable. Another consideration between stick and yoke would be brakes. The stick model has considerably more leverage on the brake lever and brakes more effectively with less pressure. With the yoke model the brake is integrated with the throttle and it takes considerable pressure to get effective braking. One other consideration I have found between the yoke and stick is that on a cross country flight where the autopilot is being utilized, it is pretty nice to not have a yoke in your lap. The extra space adds to the comfort when you want to eat a meal or if your passenger is working on an iPad or laptop. On the A32, the yoke and stick options are the same cost.

Airbox Carb Heat

This option is standard and is highly recommended with ULS. There is no disadvantage. While the Rotax is not prone to carb ice, it can occur in the right conditions. Another advantage to this option is that it uses an air scoop on the cowling for cold air intake which gives a slight performance increase. If you are familiar with carb heat on traditional aircraft engines, you are probably aware that the carb heat bypasses the air filter and sends unfiltered air to the intake. This is not the case in the Aeroprakt. The air is filtered regardless of whether the carb heat is on or not. Therefore you can run carb heat on the ground to help the engine warm up faster. If you are selecting the iS engine, carb heat is unnecessary and is not an option.

Wing Strut Fairings

This option is standard on the A32. It not only cleans up the aerodynamics, but it improves the appearance as well.

Artex ELT

This option is standard and is a requirement for USA aircraft. The Artex ELT is the new style 406 frequency ELT. It has a GPS location function and is registered to the aircraft and to the owner. It must be registered when you take possession of the aircraft and every two years after that. The battery has a 6-year replacement interval. The new ELT’s are so much better than the old ones. Not only is there someone actually monitoring them, but they report the tail number and location upon activation and continue to do so until the battery dies or it is deactivated. They are self-contained and can be removed from the aircraft and carried if you need to leave the scene; search and rescue would therefore be tracking you and not the wreckage.

Parking Brake

This is a standard option, listed so that it is included in the build. When starting the Rotax engine, it can easily rev up and want to lurch forward if the brake is not on. It would be a serious safety concern to not have a parking brake.

Cabin Heat

This option is standard. You may live in the south and seldom need cabin heat, but there are times when it’s cool and also when dew forms inside the windshield and needs to dry out. Also, you may want to fly into colder weather. It adds very little weight and the cost is not that much. Not having cabin heat may really impact the resale value. It would likely be a deal killer for those of us in the northern states. It is also noteworthy that the cabin heat on the A32 works far better than the A22. I find that in the winter I typically wear a light jacket when flying, and even at night I don’t have the cabin heat full on until the outside air temp is down to about 25F.

Autopilot Servo Mounting Tabs

This option is standard and are required if using an autopilot. They are not included in the Dynon and Garmin systems but are required to install the autopilot.

Spare Switches & Fuses

As a standard option, two spare switches and fuse slots are included, if space permits, for future upgrades.

Other Standard Features

Trim Tab, Engine Electric System Installation, Headliner, Custom Dash Panel Layout, Cradles for Transportation, Single Color Painting



Aeroprakt can use nearly any RAL color. They are reluctant to shoot metallic colors due to material availability as well as the increased time it takes in the manufacturing process. It is possible to paint a two color scheme, however, the design is very limited. They will, for example, mask a line down the fuselage, or paint major sections such as wings or control surfaces a second color. Generally, the best option is to pick the base color you want, then add accent color with vinyl, or perhaps take it to a paint shop and have an accent color(s) painted on to it.



There are three engine options available: The Rotax-912 ULS and Rotax-912 iS. The ULS and iS require a minimum octane of 91 by the USA standard. There are good reasons for both the ULS and the iS. Some people like the up front cost savings of the ULS or perhaps the simplicity of maintaining it in the field. The ULS is also lighter than the iS by about 15 lbs.  (That weight penalty is saved in fuel in about 2.5 hours.) The Bing 64 carbs on the ULS do compensate for altitude to a point, but they are limited. The fuel injection tunes the engine to optimal performance and efficiency at all altitudes.

The Rotax iS offers several amazing advantages. The most talked about is the fuel savings. Rotax claims a 30% increase in fuel economy, and I would agree with that based upon my experience in the real world. That is certainly impressive! The fuel savings may actually be more than that at higher altitudes. Another advantage to the iS is extra charging capacity. The iS has nearly double charging capacity of the ULS. If you plan to equip your aircraft for IFR, the extra charging is necessary for the extra load of the heated pitot tube and avionics.

One question that is often posed about the iS engine is the reliability of the electronics. The Rotax iS system is completely redundant. There are two completely independent “lanes.” Each lane has a completely independent fuel and ignition system. Every sensor, fuel pump, fuel injector, computer, charging system, voltage regulator, ignition coil, etc. is redundant. If anything in one lane fails, it continues to run on the other lane. Once started, the iS does not use battery power, rather it runs directly from it’s internal charging system. If one charging system fails, it will run on the other charging system. If both charging systems fail, it can run on battery power with the flip of a switch. The iS is a very well designed and reliable system.

The iS engine requires far less scheduled maintenance, reducing maintenance cost and downtime.  However, the iS does require a technician that is Rotax trained and equipped to troubleshoot any problems that may arise. In some areas of the country, these technicians are few and far between. Routine maintenance is not significantly different from the ULS version.

Radiator Cooling Shield

The radiator cooling shield is a lightweight aluminum shroud that partially covers the radiator and also blocks the most of the air to the oil cooler.  The amount of air going through the radiator can be adjusted on the ground by loosening two bolts and sliding the outer panel.  It can be removed completely with two screws.  If you fly in colder climates, this option will decrease warm up time, keep operating temps up for the health of the engine and greatly improve cabin heat.  In the summer it can simply be removed.



There are three propeller options available for the A32.  

The Kiev propeller is the lowest cost and performs well overall.  The Kiev has the lowest service life of all of the props with blade replacement being necessary at 6 years.  When considering the overall cost of operation over the life of the aircraft, the Kiev will be the most expensive.  

The E-Props propeller appears to be a very narrow blade and you wonder if it could actually grab enough air, but it performs exceptionally well. While you do give up a bit of static thrust with the E-Props, once you’re rolling down the runway you can feel it really start to grab.  The difference in takeoff roll is not noticeable and the climb is improved with the E-Props.  The advantage of the E-Props is more noticeable in cruise flight with at least a 5 MPH gain in speed.  Another significant advantage to the E-Props is the balance and extremely smooth and quiet operation.  It is quieter both in the cockpit and from the ground compared to the Kiev and the DUC.  One other significant advantage of the E-Props is the weight savings.  The E-Props complete with spinner and mounting bolts is less than 6 lbs.!  The Kiev prop is about 12 lbs.  Not only does this reduce the empty weight of the aircraft and increase useful load, but less rotating mass reduces the load and wear on the engine and gearbox.  E-Props has the best service life at 2,000 hours and unlimited calendar time.  At TBO the E-Props simply requires an inspection by the manufacturer and can be put back in service.  It can be run indefinitely with 4,000 hour inspections.  E-Props now has props in service with an excess of 30,000 hours of operation!  Overall, I think the 3-blade E-Props is the best match for the A32 for performance, durability and cost of operation.

The DUC Swirl 3 propeller is now a factory option on the A32.  The performance of the DUC prop is very close to the E-Props.  The wider blade of the DUC seems to give a slight advantage on take-off, but it’s not significant.  If there is an advantage over the E-Props at cruise, it is not significant.  From the detailed testing that I have done in the A32, I would say that the DUC prop is every bit as good as the E-Props, but I don’t think I can say that it’s better in performance.  Many people like the appearance of the DUC prop better.  We can provide a bare carbon fiber spinner, or it can be painted to match.  The decals on the blades can be ordered in several different colors.  There are two disadvantages to the DUC prop.  One is weight.  The DUC weighs in at 13 lbs. with spinner, spacer and bolts.  The second is cost.  The DUC is significantly more expensive than the E-Props.  The TBO on the DUC is 2,000 hours or 5 years, but if it passes inspection it may continue to be used.  Inspection is done by the the distributor in the USA and is quick and inexpensive.  The service life of the DUC is indefinite if inspections are completed.

Fuel Tanks

Fuel Tanks

You will need to select between 24 and 30 gallon total capacity fuel tanks. Nearly everyone opts for the 30 gallon tanks. There is no weight penalty. The 30 gallon tanks do have a bubble look to them where the 24 gallon tanks fit in the contour of the wing. Realistically, 24 gallons will probably give you longer range than your bladder.   I have found several times that when I have made a fuel stop there was no fuel available.  This typically happens when you are in the middle of nowhere.  Having this extra fuel allowed me to continue on to another airport where I might have otherwise been stranded.  Also, if you want to avoid leaded fuel as is recommended, that extra range is very helpful.

Landing Gear


There are three options for tires: 15-6×6, 6×6, and 8×6. A 15-6×6 wheel is the standard wheel and works well on good sod or pavement. This is the only size that will fit in wheel pants.  The standard 6×6 is taller than the 15-6×6 and is an excellent option for flight training, rough sod and mild off airport operations.  The standard 6×6 Airtrac tire is also considerably less expensive to replace than the 15-6×6.  The third option is an 8×6 Carlisle Turf Glide. They are inexpensive and work well, although they are not a real precise tire and require balancing.  If you would like a larger tire, there are wider 8×6 tires in the aviation market, but they get pretty expensive and are also fairly heavy. When selecting the tire size, keep in mind that the nose fork and strut are matched to the tire size. Changing the nose wheel to a different size would require changing the fork and strut as well.

Wheel Pants

Also referred to as wheel spats, wheel pants add a very classy look. They also keep the airframe cleaner and reduce drag. The effect on speed is about 3-5 mph at best. While not a drastic increase, every little bit helps!

Mud Guards

Mud guards are designed to protect the airframe from debris and mud kicked up by the tires. While they don’t stop 100% of it, they do greatly help. They are very light weight and have no affect on drag. If you are not running wheel pants, I would recommend the mud guards. The mud guards are matched to the tire size, so if you change the tire size you will need to change the mud guards as well.

Titan Skis

Snow skis are available from the factory.  If this option is selected, they will come rigged to the airplane and can easily be switched back to wheels.


Photo Windows

These slider windows allow for unobstructed photography and are very nice for that purpose. However, it should be noted that they are a bit drafty in cold weather and they leak water when flying in rain. They also obstruct the view somewhat when they are closed compared to a door without them. If you live in a very hot climate, they can be used for ventilation, so that might be another reason to order them. Alternatively, you can turn vents on each side to increase air flow. I would not recommend photo windows unless you intend to use them often for photography. They can be installed on the passenger side only if desired.

Standard Luggage Fabric Cover

This is the zipper cover that covers the lower baggage compartment. Most people get this option. It allows you to pile baggage in the lower compartment and keep it looking neat and tidy. You can set small things on top to keep them in easy reach while in flight. This cover is not a necessity, and you can remove it if you decide you would rather not have it.

Cabin Cover for Storage

If you plan to have the airplane outside very much, this is very nice to protect the windshield and interior from sun and debris. It folds up into a tight little bag and goes with the airplane easily.

Defroster Fans

This option should always be selected. They are very inexpensive and add very little weight. They pull heat up from below and blow on the inside of the windshield to help keep it from fogging or melt frost. Another advantage is that they help circulate heat in the winter and enhance comfort.

Key Locks for Doors

This is a popular option and will help to keep honest people honest. It would not be very difficult to break your way into an A32 if a person really wanted to steal something. But it will at least keep people from opening your door at a fly-in and “looking” at things. It will also keep kids from tampering with the cockpit and such. In a public area, it is unlikely that someone would force entry into a locked airplane, but if it were unlocked, things could be taken without anyone’s notice. I would certainly recommend this option. Don’t forget to include a lock on the baggage door if you have selected that option.

Stick Control Lock

Definitely get this option if you have stick controls. If you ever tie down your airplane outside, or even park to refuel or eat in windy conditions, the wind can quickly damage the airframe if the controls are not locked. If you are opting for a yoke control system, it will have a lock pin already and this option will not be relevant.


Landing Light in Cowling (LED)

I would always recommend this light.  Even as a sport pilot in day VFR only, having at least one landing light greatly improves your visibility to traffic on the ground when you are on final. If you plan to do night flying, I would also recommend the wing landing lights.  This will allow you to use the cowl light for taxi so you don’t blind people with the wing lights.

Wing Landing Lights (LED)

If you would like wing landing lights, you can choose one or two. If you have two, you also have the option of the wigwag circuit that will alternate one side then the other about every second. This greatly improves your visibility to other traffic. If you fly in a busy airport environment, this will be a huge asset. When the wing lights are on solid and the cowl landing light is one, it lights up like a ball park at night. In pitch black you can start to make out objects on the ground at 200’. I think the dual wing landing lights and wigwag are well worth the cost.

WIG-WAG Landing Light Circuit

(See “Wing Landing Lights” above.) This option adds a switch and controller that when activated will make the wing landing lights flash in an alternating pattern to improve visibility to other traffic. It also uses half the electrical power as having them on solid. (Having all the landing lights on solid at low rpm will cause a discharge with the ULS engine.)

Wingtip Nav/Strobe Lights (LED)

I always recommend these. In the USA they are required to fly past sunset, into civil twilight. They greatly increase your visibility to other traffic, even in daylight. These lights are actually made by Aeroprakt, and we do stock replacements, should you ever need one.

Light on Vertical

A light on the vertical is not required. The wing tip lights provide all the legal requirements for night flight. However, some people prefer to add this option for extra visibility. This light has a slow red flashing light on the front and a solid white position light on the rear.

Backlit Panel for Night Flying

This option is for light bezels on any steam gauges you are having installed. If your instruments are all digital, this would not apply. For simplicity, the price covers all the instruments regardless of how many instruments you are having lighted.

Red Overhead Instrument Panel Light

This light is installed in the ceiling of the cabin to shine on the panel. While generally the glass panel and instruments are lit, this is very nice to be able to see the switches and such. If you do not fly at night at all, you may not have a use for it, but if you do plan to fly at night, it’s well worth it.


Dual USB Charge Port

These charge ports can be installed to provide power to phones, iPads and other devices. The current production aircraft now use a port that has one USB-A and one USB-C port in each unit. The total charge capacity is 65 watt, so it will charge a large iPad, even while using the device. You can select as many of these as you would like on the price sheet, simply use a number in the column rather than an X. Popular locations are in the instrument panel, on the side of the panel, or under the seat facing forward. Under the seat facing forward works well for an iPad on your lap.

12V Power Outlet

This is a port that we used to call a cigarette lighter.  These are not used very often anymore.  Now that we have both USB-A and USB-C in the normal charge ports I don’t really see a need for these in most cases.  Even if a new style charge port comes along someday, these units are inexpensive and very easy to replace so they could be upgraded easily.

Battery Main Switch

This is a switch located under the pilot seat that disconnects the battery from the system completely. This is very handy for long term storage as well as for maintenance. It can also be a safety feature if there was ever an electrical short in flight. For the small cost that it is, I would definitely recommend it.

EarthX ETX900 Battery Upgrade

EarthX manufactures lightweight lithium iron phosphate (LiFe) batteries for the aviation industry. Although these batteries had a reputation early on as a fire hazard, a lot of that was a result of a misunderstanding of the different lithium chemistries. Lithium polymer is the more volatile chemistry. EarthX has developed a circuitry that will protect the battery from over charging and overloading making a thermal runaway nearly impossible. EarthX has been approved in many certified aircraft. The advantages of the EarthX battery are better cranking power, longer life and especially weight savings. We offer the ETX900 battery which is significantly more powerful than the minimum recommended size, yet it saves 9 lbs. compared to the lead acid standard battery.

EarthX ETX1600 Battery Upgrade

In addition to the EarthX ETX900 battery, we also offer the EarthX ETX1600 battery which provides 32 AMP hour, double the capacity of the ETX900.  Upgrading to the ETX1600 only adds 3 lbs over the ETX900.   If you intend to fly in IMC, the extra reserve capacity increases safety.  If you are only flying in VMC, this option may not be worth the expense.


Garmin G3X VFR Package

Garmin G3X Panel

The Garmin G3X panel is the main hub of this system. It handles all of the flight data, engine monitoring and display of information from the related components. It is a standalone system and capable of VFR navigation. The G3X has it’s own navigation database, displays all of the airport information, ADSB weather and traffic, approach plates, VFR and IFR charts, and much more. It has Bluetooth connectivity and will send and receive flight plans from an iPad or phone using ForeFlight or Garmin Pilot. The G3X has the capability to display satellite weather if equipped with an XM receiver. The Garmin suite is a very powerful and capable system.

GTR 20 Remote COM Radio

The GTR 20 is a remote COM radio that serves as the primary COM in the VFR package or Com 2 in the IFR package. It is controlled through the G3X display.

GT45R Transponder

Also behind the scenes is the GT45R transponder with ADSB in/out. This transponder is remote and is controlled through the G3X. It provides not only the transponder but also provides ADSB traffic and weather data which can also be supplied to your iPad over the Bluetooth link to the G3X.

AP507 Autopilot System

The AP507 autopilot system is a state-of-the-art autopilot that does everything you could expect of an autopilot, and it is easy to use. It will fly a heading, the nav course or a full approach to minimums. This autopilot system can capture a glideslope or glidepath and will fly the missed approach when commanded. It will climb or descend at a set vertical speed to a preset altitude and level off. It is essential to the single pilot IFR environment.

Garmin Options

Garmin G3X Dual 7” Displays Upgrade

This option uses dual 7” displays in place of the single 10.6.” These displays can be installed in the portrait or landscape orientation. Some people like this dual display option as it provides a backup in case the panel fails, although that is more of an IFR consideration. This option in a VFR installation is simply a personal preference for panel layout and information display layout.

Garmin G5 Flight Display

The Garmin G5 is a mini EFIS that fits in a standard 3-1/8 instrument hole. It can be used as a primary flight display if a full glass panel is not installed, or it can be used as a backup to a glass panel system. The G5 has an internal ADHARS sensor and a backup battery that should run for about 45 minutes in the event of a loss of electrical power. The ADAHRS sensor in the G5 can supply flight data to the G3X in the event of a failure of the main ADAHRS sensor. The G5 can also be configured to operate as an HSI. Two G5’s may be installed if desired.

GDL 52 Satellite Receiver

The GDL 52 is a Sirius XM satellite receiver that provides weather data to the G3X via a wired connection as well as to mobile devices over Bluetooth. As a side benefit, it provides an additional source of GPS position and attitude data to mobile devices. The benefit to satellite weather is a much greater resolution in radar images, faster refresh rate and the ability to pull up METAR data from distant airports. With satellite data in the lower 48, there are essentially no dead spots in reception area which is a concern with ADSB data. (XM coverage in Alaska is limited) The GDL 52 also provides Sirius XM radio in flight for music and entertainment. This unit does require a Sirius XM subscription to function.

Dynon HDX Touch VFR Package

Dynon HDX Touch System

This system is by far the most popular way to spec an A22. The Dynon systems have proven to be very user friendly and robust. This system includes not only the glass panel with ADAHRS sensor, compass sensor, engine monitor module, GPS module, AOA pitot tube system, but also the COM radio and intercom with control heads, the transponder with ADSB in and out, Wi-Fi to connect to your iPad or other device, and the autopilot. The price is for this to be fully installed and configured.

The HDX has a touch screen as well as hard buttons. It is very intuitive and functions well in flight and turbulence. The autopilot works exceptionally well and can fly a heading, track, or full flight plan with vertical guidance. You can even design a flight plan on your phone or iPad on ForeFlight and easily upload it to the Dynon by Wi-Fi and have the autopilot fly it. This system has simply amazing capabilities for a very reasonable price. If you design a steam gauge panel to save money, you will probably find that you are not saving very much, if any. Not having a glass panel system will also significantly reduce the resale value. The Dynon system is highly recommended.

Dynon SV-COM-245

This panel is installed to control the remote COM radio.  The upper knob is the volume and squelch.  The inner and outer lower knobs control the frequency and pushing the know swaps active and standby.   This radio has the capability of dual monitoring so that it can listen to both the active and standby frequencies simultaneously.  If you are in the “Info” screen for an airport on the HDX you can push the “Tune Com” button and it sends all the frequencies to the radio panel.  Then you can switch between tower, ground, ATIS, or approach at the push of a button.  The COM panel can be installed either vertical or horizontal to accommodate your desired panel layout.


The intercom panel allows for easy access to adjust the volume and squelch of the intercom.  The Dynon intercom works exceptionally well.  This panel makes it very convenient to lower the squelch for talking on the ground at idle or to raise it for the increased noise in climb out.  The intercom pairs very well to LightSpeed headsets.

Dynon SV-COM-760

The SV-COM-760 is the COM radio that is mounted behind the panel and controlled through the HDX Touch display, or the SV-COM-425 control panel.

Dynon SV-XPDR-262

This is the transponder that is mounted behind the panel and controlled through the HDX Touch display.  ADSB in and out are also integrated into this transponder.

Dynon Options

Dynon Dual 10″ HDX Touch Displays

Add a second Dynon HDX Touch display.  For example, this allows you to use one as a full screen EFIS and the other as a full screen map.  It also gives you a backup if one screen were to fail.

Dynon HDX Touch 12” Display

Select this option to upgrade the 10” HDX Touch display to the 12” version.


This is a small panel that gives you hard knobs for Baro, Altitude bug and Heading bug functions. It is not necessary, but it is convenient if you fly cross country very much. You can do all the same functions in the HDX panel, but it takes a few more buttons to push.  These can be installed in the vertical or horizontal orientation.

Dynon SV-AP Panel

This is a small panel that gives you hard buttons for the autopilot functions. You can do nearly all of these functions in the panel with one exception. The AP panel has a straight and level button. Pushing this button will engage the autopilot in straight and level, holding altitude. This is a very handy feature. If you fly VFR into IMC inadvertently or suddenly have a medical issue, this could be a life saving device. Once in straight and level mode, you can set the heading bug, for example, and then hit the heading button and it will follow the heading bug. You could set the heading bug 180 degrees from your course and hit the heading button and it will turn around and fly you back out of IMC. You may also want to hit that button to simply write down what ATC is saying or change the squawk code, etc.

If you do not have the SV-AP panel, you can set the HDX to beginner mode for the autopilot and it will give you a straight and level button, but it takes away most of the autopilot functions, so that is undesirable.

These can be installed in the vertical or horizontal orientation.

Dynon Second Com Radio

Select this option to have a second Com Radio installed.  The Com 2 would be controlled through the HDX Touch screen.  The primary Com does have the ability to monitor two frequencies simultaneously.  Typically in a VFR scenario that ability makes a second Com unnecessary, but it is available.

Avionics Options

Red Fuel Flow Cube

This is the sensor that tells you fuel flow rate. If you are getting a Dynon system with a ULS engine, you will want to select this. If you are getting an iS engine, this will not necessary as the engine supplies that data. If you do not have a glass panel or other instrument that reads fuel flow, it will not be used.

Trig TY91 Com Radio

This is an excellent radio and is actually the same one that Dynon uses in the HDX system.  It is included with the Dynon system, so it is not needed if you selected that.  This would be a great option if you are building a steam gauge panel.

Trig T22 Mode “S” Transponder

This is also the same transponder that Dynon uses in the HDX package. It is a very good quality unit. The transponder does not have ADSB unless it is connected with a compliant WAAS GPS source. (In the Dynon system, the Dynon supplies the WAAS GPS source.) For ADSB in/out it would make the most sense to use the Uavionics ADSB option.

Uavionix AV30

This all-in-one instrument is a valuable backup for a glass panel system, or an excellent primary instrument for a steam gauge panel. It gives you nearly all the flight data of the glass panel. With the capabilities that it has at such a reasonable price, the AV30 is a great value. Recently the manufacturer made a change in the AV30 so that it no longer has an internal magnetometer. If you want magnetic heading displayed on the AV30, you will need to include the external magnetometer when ordering. We include the AV-Link in all of our AV30 installations so you can link to it for updates.

Uavionix ADSB In/Out Module

This option would only be used if you do not have a glass panel.  Both the Dynon and Garmin systems include a transponder with ADSB.  However, if you are using the Trig transponder by itself, it does not have ADSB.  The UAvionix Echo will provide ADSB in and out as a standalone device.

MGL EMS-2 Engine Monitor

If you are using any of the EFIS units, the MGL engine monitor would be unnecessary. This would only be useful if you are doing a steam gauge panel.

Tachometer, Coolant Temp, Oil Temp, Oil Pressure Gauges

These would only be needed in a steam gauge panel. Any EFIS would include this data.


Steam gauge airspeed. This instrument is made by UMA in the USA. It has both MPH and Knots scales on it. It can be lighted. My preference is to have this as a back-up instrument.


Airspeed indicator that reads in knots only.

MGL ASI-5 Airspeed

These units are nice. They work well and are very light weight. For the price, they are a very good value. The only negative thing I have found about them is that they are very bright and do not dim down enough for night flying. If you plan to fly at night, I would not recommend these. A steam gauge airspeed with back light would be much better.

MGL ALT-6 Altimeter & Vertical Speed Indicator

As above, a very nice unit for the price giving you both altitude and vertical speed. It works well, but also is too bright for night flying.


Steam gauge vertical speed indicator. Can be installed as primary in a steam gauge panel, or back up for a glass panel system. Realistically, it’s not really necessary for most applications.


This is a steam gauge altimeter, two pointer sensitive, 20,000 reading pressure in inches.  This option has become very expensive due to the only non TSO manufacturer discontinuing production.  The only option we have now is a TSO certified unit.

Compass Options

There are several options for a compass. You can use a Airpath wet compass in the panel in a 2 1/4” hole, or you can use the glare shield version on top of the dash where it has less interference. You can also select the vertical card compass which is a more accurate and easier-to-read style. There are two options for the vertical card style, the Falcon (Chinese) and Precision (USA).  I have found that the Falcon is not as stable and seems to move easily from any vibration.  The Precision unit is TSO’d and excellent quality.  Well stabilized and accurate.  The Airpath does very well for the money though.  Keep in mind that either glass panel will have a compass sensor and display magnetic heading. A compass is useful for training or as a backup.

Slip Indicator

This comes in two versions: a 2 1/4” round or a rectangle. Keep in mind that a glass panel or digital EFIS such as the AV30 or G5 all have slip indication, so it is redundant if selecting one of these.

Cables & Bracket for Radio Installation

Unless you are not installing a radio and transponder, this is required.


If you are installing a com radio, the com radio antenna is required. If you are installing a transponder, the transponder antenna is required.

Lightspeed Zulu 3 Headset

The Zulu 3 is an excellent ANR (active noise reduction) headset. LightSpeed is arguably the best ANR headset brand on the market. The Zulu 3 is the more economical headset from LightSpeed. It is very quiet, comfortable and lightweight. It offers Bluetooth connectivity to connect to your phone or iPad and provides audio alerts from EFBs such as ForeFlight or Garmin Pilot as well as music. With the Bluetooth connection to your phone, you can also make calls through the headset. This is very convenient when contacting ATC for IFR clearance for example. The Zulu 3 is powered by two AA batteries and will last many hours between battery changes.

Lightspeed Delta Zulu Headset

 The Delta Zulu offers several valuable additions over the Zulu 3.  With safety being a high priority, LightSpeed has added a CO sensor that monitors the level of CO and produces an audible alert when it reaches a dangerous level.  A mobile app has also been created to sync with the Delta Zulu that will display the CO level.  Another very useful feature of the app is a hearing test that uses the headset to test the hearing in each ear. It then programs the headset sound equalization to tune specifically for your hearing.  This greatly improves the clarity of communication as well as music through the headset.  The ANR (active noise reduction) feature has also been improved for an even quieter experience.  Yet another new feature is a removable, rechargeable lithium battery and optional desktop charger.  It also includes a AA battery pack for backup.  Overall, the Delta Zulu is a significant step forward in headset technology.


Parachute Cables & Bracket Pre-Rigged

If you think you might ever want to install a parachute system, or if you think you may sell the airplane at some point, it is a very good idea to select this option. If you have this, the brackets, cables and tethers are all installed in the airframe for the ballistic parachute. A parachute could be installed very easily in a matter of a few hours. Without this option, it would be very labor intensive to install and probably cost prohibitive.

Magnum Parachute System

This is a ballistic parachute that is deployed instantly by a rocket propulsion system. It can work at altitudes as low as 100’. A parachute system is intended for use in the event of a major structural failure or control system failure where the airplane is no longer controllable. Another use might be in a spatial disorientation situation where the aircraft is out of control and cannot be recovered. It is not intended for use in an engine failure. In that event, you simply become a glider pilot and find a place to land. The argument for a parachute obviously is safety and peace of mind, sometimes more for loved ones of the pilot who do not understand aviation and are fearful of it. The drawbacks of the parachute are expense, added weight, and loss of baggage space.

As far as I can find to date, there has been one Aeroprakt that has deployed the parachute as a result of severe mountain turbulence causing an airframe failure. The details are unclear and the story seems a bit sketchy.  It occurred in France many years ago. The pilot sustained only minor injuries. The odds of a properly maintained Aeroprakt coming apart are probably similar to the odds of getting hit by an asteroid.  I think sometimes the parachute creates more risk than it eliminates.  People who have a parachute sometimes tend to fly and do maintenance like they have a parachute.  A parachute deployment may end far worse than flying the airplane down.  Once a parachute is deployed, the pilot no longer has any control of the situation and there is no guarantee that it will deploy properly.  It should be considered a last resort.  However, in certain rare situations, it could make the difference between living and dying.  This is an option that each owner will need to decide for themselves based on their risk tolerance.

Price Sheet

This Excel price sheet is designed to easily determine a the cost of an A32 aircraft with the desired options. Simply put an X in the center column of the options you want, and remove the X from the column of the options you do not want. There are a few options, USB ports for example, that require a number since you may select more than one. Once you have the options you want selected, you will see a total in Euros at the bottom. Enter the current exchange rate in the field for that and it will calculate the total in US Dollars including shipping. The exchange rate is locked in when the deposit is received and will not change regardless of the what the market does after that.

Sales Contract

This is an example of the sales contract that we use. It will be filled in with the specific buyer and aircraft information and signed when an aircraft is ordered.