Customize Your Own Aircraft

Customize Your Own Aircraft

Aircraft Options

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

Click on images to enlarge.


Center (straight) stick, Y stick or Yoke. The A22 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 between the seat and the door. This works well for training, but one possible negative is that it is somewhat in the way when entering and exiting the aircraft. 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. With the A22, I have found that the control pressure of the yoke version is noticeably heavier on the ailerons, and a lateral weight imbalance will create a noticeable heavy wing feeling. In the stick model, the ailerons are very light and responsive and the lateral weight imbalance is generally unnoticeable. (The A32 does not seem to have this negative attribute with yoke control). 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. Also consider that on the A22 the yoke option is a significant cost increase.


Aeroprakt can use nearly any RAL color. The 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. You can take your aircraft to a paint shop and have an accent color(s) painted on to it.


There are three engine options available: The Rotax UL, ULS and iS. While the UL is seldom ordered, it does perform well in the A22. It has a lower fuel burn than the ULS and has the advantage that it can run on 87 octane. 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. 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 the charging system fails, it will run on the other charging system. If both charging systems fail, it can run on battery power. The iS is a very well designed and reliable system.

One consideration though is that 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.


The three propeller options that we currently recommend are the Kiev, E-Props and Duc. The Kiev is lower cost and performs very well in a wide speed range. The E-Props appears to be a very narrow blade and you wonder if 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 rolling down the runway you can feel it really start to grab. As far as I can tell, the climb performance of the Kiev and E-Props are nearly identical. Where the E-Props really shines is in cruise. On the A32 it will produce a solid 5 mph more speed than the Kiev at the same power setting and fuel burn. The speed gain of the E-Props is not as noticeable on the A22LS. The E-Props is more of an advantage on the A32.


There are three options for tires: 5×6, 6×6, and 8×6. You can use a 5×6 which is very small and seldom requested. A 6×6 wheel is the standard wheel and works well on good sod or pavement. Both of these sizes will fit in wheel pants. The third option is an 8×6. In the past we used Carlisle Turf Glide tires as a tundra tire. They are inexpensive and work well, although they are not a real precise tire and require balancing. Recently the Carlisle has become unavailable and the factory has switched to a narrower Air Trac 8×6. These are a higher quality tire and are reasonably priced. 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 also different. Changing the nose wheel to a different size would require changing the fork and strut as well.

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.

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!

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. However, if you want to avoid leaded fuel as is recommended, that extra range is very helpful.

Non-Standard Dashboard

This option provides additional legroom for tall people. It’s a good idea to add that even if you do not need it. If you decide to sell your aircraft someday, this feature may be a big asset to the next owner and the cost is very minimal. There is no disadvantage to this option beyond the added cost.

Control Lock for Stick Control

Definitely get this option. If you ever tie down your airplane outside, 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.

Handicap Control Option

This option is available only on a yoke control model. It interconnects the rudder pedals with the extended throttle lever. This allows full control of the aircraft with hands only; no pedal movement is necessary. In just a few minutes, the linkage can be repositioned to make the controls normal again. When the link is in the interconnected position, the rudder pedals still continue to work normally, so it’s easy to fly in either configuration.

Wing Strut Fairings

This is an option that should always be selected. It not only cleans up the aerodynamics, but it improves the appearance as well.


In the A22LS, the headliner is not a huge benefit. It does dress up the interior a bit, but it adds cost and weight. The A22LS is perfectly natural without one. The interior is painted and there are storage pockets already, so the headliner does not add much benefit.

Warmth Keeping Partition

This option has not been very popular. While retaining heat is a real factor in the A22LS in cold weather, this option is a bit inconvenient. It limits access to the baggage area in flight. It might be better to make a fabric partition behind the baggage compartment.

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.

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 also turn vents on each side to increase air flow.

Fuselage Aluminum Skin

This is simple a preference on how you would like your aircraft to look. Most people prefer the look of the aluminum skin, but there is no reason beyond appearance to go one way or the other.

Fabric Baggage Bin, or Baggage Door

With no baggage door, the fabric baggage bin can be selected. When selecting the baggage door, it will automatically come with a solid floor and backed baggage compartment. I would highly recommend the baggage door both for ease of loading baggage as well as increased baggage capacity. The solid floor baggage compartment is vastly superior to the fabric bin. The only advantage I could see to the fabric bin, other than cost saving, would be a slight weight saving. It is also possible to put the baggage door on both sides if you like. Be sure to request a lock on the baggage compartment if you are getting door locks.

Electric Elevator Trim

The standard trim on the A22 is a lever in the center console. It works very well. The electric trim can be added and the control can either be a switch in the panel, or a thumb switch on the stick grip, or in the case of the Y stick, on both sticks. Generally this option is more often used for flight training where the student and the instructor both have easy access to the trim and the indicator displays it’s position. But even as a flight instructor, I do not find it to be a significant advantage. Once you learn the airplane, you will know the position of the trim lever for the different phases of flight and you can easily and quickly move it to that position. The electric trim is comparably slow.

Landing Light in Cowling

I would always recommend these lights. 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

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.

Wigwag 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.)

Nav/Strobe Lights

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. We do stock replacements, but I don’t know if we have ever sold one. They are very reliable. It is also an option to have the factory install the wiring and we can install Aveo or Whelen if that is desired. I have found that some of the popular USA lights are brighter but also may be significantly more expensive.

USB Charge Ports

These charge ports can be installed in the instrument panel to provide power to phones, iPads and other devices. They are standard USB, not USB-C. There are two ports in each. I would definitely recommend at least one.

12V Power Port

This is a port that we used to call a cigarette lighter. While this is old technology, keep in mind that you can get an adapter for this at any gas station. Also consider that we don’t know what the future of devices will be. Already, USB-C is slowly taking over. With a 12V port you can easily adapt that to anything in that comes along in the future. I normally spec one USB and one 12V in our demos.

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.

Key Locks

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 A22 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.

Carburetor Heat

This option 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.

Cabin Heat

This option should always be selected. 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.

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.

Red Overhead Instrument 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.

Backlit Panel

This may be irrelevant depending on what instruments you are selecting. Please inquire about this as we design your instrument panel.

MGL 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.

Uavionics 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. With the capabilities you get at a reasonable price, the AV30 is a great value.

Dynon EFIS-D6, GRT Mini X, Garmin G5 or AvMap Ultra

These all-in-one type instruments can be installed. The cost and availability can vary. We seldom use them. Generally, if using a glass panel, these are redundant. If building a steam gauge panel and including one of these, it soon becomes apparent that the Dynon glass panel offers so much more for such a small upgrade in price, if any.

Garmin G3X Glass Panel System

Garmin is an excellent system, but is seldom selected for an A22. The Dynon system offers all the same capabilities and a user interface that seems easier to use for significantly less cost.

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 and 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 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 tank the resale value. The Dynon system is highly recommended.

Dynon SV-KNOB Panel

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.

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 just want to hit that button to 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 auto pilot and it will give you a straight and level button, but it takes away most of the autopilot functions, so that is undesirable. Early on, I did not really see a huge advantage to the SV-KNOB and SV-AP, but after spending some time flying and training in an aircraft that have them, I have become a proponent of them. If you have the panel space, I would recommend them.

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 Transponder

This is 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. For ADSB in/out, it would make the most sense to use the Uavionics ADSB option.

Uavionics ADSB

This is an ADSB only unit that supplies both ADSB in and out. This unit combined with the Trig T22 transponder would comply with FAA regs for operation in controlled airspace. If you are designing a steam gauge panel but require a radio, transponder and ADSB, you will probably find that the the cost is nearly the same as the Dynon HDX system.

Uavionics ADSB

These are included in the Dynon or Garmin systems.

Autopilot Servo Mounting Tabs

These are required if using an autopilot. They are not included in the Dynon and Garmin systems but are required.

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.


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.


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.

Artex ELT

This is a requirement for USA aircraft. This 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.


There are three options for a compass. You can use a wet compass in the panel in a 2 1/4” hole, or you can use a wet compass 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. 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 either glass panel has this, so it really is redundant and typically a waste of panel space if selecting a glass panel system, but it is available.

Cables and Bracketing

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


If you are installing a com radio, this is required.

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.

Cables and Brackets Pre-Rigged for Parachute

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

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 special 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 it apparently occurred in France. The pilot sustained minor injuries. This is an option that each owner will need to decide for themselves based on their risk tolerance.

Glider Tow Option

This option allows the A22 to be used to tow gliders. The A22 makes a very capable tow plane with it slow stall speed and high thrust capability.

Price Sheets

These Excel price sheets are designed to easily determine a the cost of an aircraft with the desired options. (If you would like an IFR capable A32, be sure to use that price sheet. Otherwise use the standard A32 price sheet.) 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.