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Intriguing Light Aircraft Views from EAA AirVenture Oshkosh 2017

By Dan Johnson || August 20, 2017 Leave a Comment

Before America becomes completely consumed with Eclipse Viewing Fever, you might want to pull your (solar filter-protected) eyes away from the soon-to-darken sky to catch a few glimpses of intriguing aircraft from EAA's summer celebration of flight.

In this pre-Eclipse weekend post, I'll show you some images of cool flying things I saw at the big event. Starting off with my fascination about spaceflight, EAA communications guru Dick Knapinski told of the challenges of arranging an 80-foot-tall flying machine on the central Boeing Plaza square. This is where you see a changing kaleidoscope of aircraft from old to new and slow to fast. However, no aircraft I've ever seen in this location flies as fast, stands as tall, or is more unique than the Blue Origin rocket. From the billionaire-thick wallet of Amazon founder Jeff Bezos comes this space flight company that is competing with Space Exploration or SpaceX among others in the new era of private space companies. The latter corporation may be snatching the lion's share of mainstream news but Blue Origin actually made the first successful landing of a rocket and this was the very equipment on display, charred exterior and all. Crowds lined up to have a gander.

Nearby, from one of light aviation lightest aircraft sellers — Michael LeMaire and his X-Air LSA — was the first public debut of the Stratos 714. Talk about having all the right toys in your hangar, eh? One one hand you could have a very lightweight fun flyer like X-Air LS for joy-ride flying around the patch or around the region. Or, if you gotta go places in a hurry, hop in your sleek jet and zoom past 400 knots. Michael has been pursing the Stratos project for several years, since before 2011, and the aircraft is now flying. It reminds me of another project called Sportjet from Colorado. It also looks a bit like Cirrus single engine Vision jet. All three are similar by virtue of being single engine jets. The latter already has orders and a factory to produce it while Michael and his team are still assembling the myriad pieces of this puzzle.

Machines like Stratos aren't what we usually cover here — any more than space rockets — but since it was beautiful to behold and is coming from one of our LSA suppliers and supporters, I enjoyed a look-see and thought you might as well. On the way to the Ultralight Area — rebadged as the Fun Fly Zone (an accurate name, IMHO) — we passed by the antique airplane area with its own red barn, seen in the background of the nearby image. What caught my attention was the snazzy paint job or decal on this taildragger. It doesn't compare to the superlative FK-51 that may (or may not ever) arrive in America. Jon Hansen and his family team has been waiting far too long for their order to arrive but what I saw at Oshkosh '17 was a mighty fine paint or decal job on which some owner invested many hours and considerable amount of cash, I'm guessing. The bullet hole effect has been seen everywhere but I admired the detailed patchwork finish resembling an airplane covered with hundreds of tiny aluminum pieces. Well done!

Finally, we arrived in arguably my favorite area of EAA AirVenture Oshkosh, the Fun Fly Zone, where we found many aircraft I will report — and about which Videoman Dave and I shot many videos. We didn't do a video on the two-seat version of Adventure Aircraft's EMG (Electric Motor Glider) but we shot a video on the single seater earlier. Creator Brian Carpenter has invested a few years in this nifty project as he breaks new ground; the two-seater tells me the product is getting closer to the market. EMG-2 (my name) has Brian's signature look to it and I'm guessing it would be a hoot to fly. You can see his shiny electric motor at the aft end of the fuselage, giving a vaguely equivalent look to a Piper Cub with the engine cylinders sticking out of the cowling …only Brian's bird will make a lot less noise slipping through the sky. I hope you enjoyed this glance at four completely different aircraft. Now, go enjoy the eclipse but don't forget your solar glasses!

Before America becomes completely consumed with Eclipse Viewing Fever, you might want to pull your (solar filter-protected) eyes away from the soon-to-darken sky to catch a few glimpses of intriguing aircraft from EAA’s summer celebration of flight. In this pre-Eclipse weekend post, I’ll show you some images of cool flying things I saw at the big event. Starting off with my fascination about spaceflight, EAA communications guru Dick Knapinski told of the challenges of arranging an 80-foot-tall flying machine on the central Boeing Plaza square. This is where you see a changing kaleidoscope of aircraft from old to new and slow to fast. However, no aircraft I’ve ever seen in this location flies as fast, stands as tall, or is more unique than the Blue Origin rocket. From the billionaire-thick wallet of Amazon founder Jeff Bezos comes this space flight company that is competing with Space Exploration or SpaceX among others in the new era of private space companies.

2 LSA Brands — Very Low Cost

By Dan Johnson || August 19, 2016 Leave a Comment

Price is important; no surprise. But you also want an aircraft that will deliver the enjoyment of flight. Lucky us; we have two models to show you that provide plenty of flying fun but do so at very modest cost. They're simpler, sure. But these airplanes cost today what we thought LSA were going to cost back in 2003... and that's pretty amazing. Come with us and take a look at the X-Air LS and the Rainbow Aircraft Cheetah.

Price is important; no surprise. But you also want an aircraft that will deliver the enjoyment of flight. Lucky us; we have two models to show you that provide plenty of flying fun but do so at very modest cost. They’re simpler, sure. But these airplanes cost today what we thought LSA were going to cost back in 2003… and that’s pretty amazing. Come with us and take a look at the X-Air LS and the Rainbow Aircraft Cheetah.

X-Air Goes Factory Direct

By James Lawrence || April 9, 2010 Leave a Comment

Bend, Oregon's LSA builder X-Air, makers of the completely American-made X-Air LS - lowest-priced LSA out there at under $60,000 - is finding creative ways to keep the overhead low by selling the airplane directly out of its factory. *** The company is upgrading the airplane in several ways, to be announced at Sun 'n Fun, and will offer demo flights, flight training, sales and service at the HQ in Bend. *** And if you need another reason to go to Bend, it's a good town on the eastern side of the spectacular Cascade range. I've spent time there over the years and always enjoyed its natural beauty. The composite aircraft kitmaker Lancair is also located in Bend. *** Matt Verdieck, X-Air's friendly GM who helped me demo the X-Air at Sebring (that flight report will be out soon in Plane & Pilot), says the company plans to set up flight centers around the country as well as keep selling through Sportsplanes.com. *** "Ultimately," says Verdieck, "we hope to see the aircraft on the ramps of numerous flight training operations." *** He goes on to comment on the economics of flying the Jabiru 80 hp-powered X-Air, which is a low-maintenance, fuel-sipping LSA to be sure.

Bend, Oregon’s LSA builder X-Air, makers of the completely American-made X-Air LS – lowest-priced LSA out there at under $60,000 – is finding creative ways to keep the overhead low by selling the airplane directly out of its factory. *** The company is upgrading the airplane in several ways, to be announced at Sun ‘n Fun, and will offer demo flights, flight training, sales and service at the HQ in Bend. *** And if you need another reason to go to Bend, it’s a good town on the eastern side of the spectacular Cascade range. I’ve spent time there over the years and always enjoyed its natural beauty. The composite aircraft kitmaker Lancair is also located in Bend. *** Matt Verdieck, X-Air’s friendly GM who helped me demo the X-Air at Sebring (that flight report will be out soon in Plane & Pilot), says the company plans to set up flight centers around the country as well as keep selling through Sportsplanes.com.

Lower-Priced LSA Coming to Sun ‘n Fun

By Dan Johnson || April 3, 2010 Leave a Comment

Price Cuts! -- Among good values being offered are great deals from Flight Design and Jabiru. Come to Sun 'n Fun, find them in the LSA Mall, and see if you find your magic price.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota... all before Sun 'n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun 'n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900. With some nice equipment, it remains less than $95,000. The company's more spacious J-230 is being offered for $97,900 base and pretty well equipped for $105,000. *** All these numbers can be made more affordable through partnering or finance, both of which have good support. *** Other observed bargains: SeaMax, a well-equipped, performance amphibian for $140,000 range; Aerotrek, still holding a line below $70,000 for their handsome A220/A240; the RANS S-6LS is a value at $63,000; SeaRey kits offer the lowest amphib cost among LSA; and a low-price leader is the X-Air LS for $59,995. *** I'm also sure I left out someone deserving, so come to Sun 'n Fun and find the deal for you. I've not seen a better time to buy an LSA.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota… all before Sun ‘n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun ‘n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900.

After Assessments, FAA Expresses Confidence in LSA

By Dan Johnson || February 22, 2009 Leave a Comment

Most of the FAA-assessed companies told LAMA officials they feel they performed well under the agency's microscope. Photos (top left, clockwise): Sport Aircraft Works Dynamic; Gobosh G-700; X-Air LS; Paradise P-1 (backdrop).

In FAA's official letter sent by John Colomy, Acting Manager of the Small Aircraft Directorate, the Federal Aviation Administration states, "The majority of facility assessments are now complete and the FAA is confident that LSA manufacturer's compliance can match that of the commercial aviation manufacturers." Colomy continues, "This will be a major accomplishment since using consensus standards and compliance self-declarations is a new way of doing business for the LSA industry." Well, actually, this is the only way the LSA industry has done business. It is "a new way" for the FAA to do business... and congratulations to this federal agency for stepping back from their normal regulatory control. *** At a briefing to industry officials including myself, FAA said they had finished 23 of 29 planned assessments. While FAA was generally pleased with industry participant cooperation and with the compliance of aircraft to the standards, officials conclude, "It is evident that there remain areas for improvement." How could it be otherwise? We have an industry barely four years old while Cessna, for example, has had 80+ years to get it all right. While a few rocks may still litter the path to success, I'm confident industry and organizations like LAMA will coordinate to make this newest aviation segment a success. *** Questions on the assessment? Click to email FAA.

In FAA’s official letter sent by John Colomy, Acting Manager of the Small Aircraft Directorate, the Federal Aviation Administration states, “The majority of facility assessments are now complete and the FAA is confident that LSA manufacturer’s compliance can match that of the commercial aviation manufacturers.” Colomy continues, “This will be a major accomplishment since using consensus standards and compliance self-declarations is a new way of doing business for the LSA industry.” Well, actually, this is the only way the LSA industry has done business. It is “a new way” for the FAA to do business… and congratulations to this federal agency for stepping back from their normal regulatory control. *** At a briefing to industry officials including myself, FAA said they had finished 23 of 29 planned assessments. While FAA was generally pleased with industry participant cooperation and with the compliance of aircraft to the standards, officials conclude, “It is evident that there remain areas for improvement.” How could it be otherwise?

X-Air Captures SLSA (#78); A Low-Price Leader

By Dan Johnson || May 22, 2008 2 Comments

A good basic flyer that can also be a good trainer, X-Air LS comes standard with flaps, trim, Icom radio, Dynon engine monitor, and basic flight instrumentation. Options include more fuel, Garmin GTX 327, Garmin GPS, and more.

Many pilots have complained about the high prices of Light-Sport Aircraft. Customers expected figures like $50,000 or $60,000 (and we had choices at that price in 2003). Now, double or more is common. Read why. But not always. X-Air LS comes in at a surprisingly modest $46,900. Yes, it has sewn Dacron wings (though that helps keep it lighter; no painting). No, it isn't as sleek as the carbon fiber jobs. Others can fly a bit faster (cruise is 90 mph). Yet for $20,000 less than we thought they should be five years ago -- and about one-third the cost of many LSA today -- X-Air LS will find some buyers. Indeed, X-Air had a good start at the Flying magazine Parade of Pistons, selling a LSA to the high and fast crowd. X-Air comes standard with the 85-hp Jabiru 2200, giving it spirited performance at very low fuel usage. In response to demands for lower cost LSA, X-Air's Justin Reimer said, "Now you have it with the X-Air LS...an entry level aircraft at an entry level price!" X-Air began pursuing SLSA status only six months ago and worked through the ASTM requirements quickly due to the thorough testing of the design by a seasoned team at X-Air.

Many pilots have complained about the high prices of Light-Sport Aircraft. Customers expected figures like $50,000 or $60,000 (and we had choices at that price in 2003). Now, double or more is common. Read why. But not always. X-Air LS comes in at a surprisingly modest $46,900. Yes, it has sewn Dacron wings (though that helps keep it lighter; no painting). No, it isn’t as sleek as the carbon fiber jobs. Others can fly a bit faster (cruise is 90 mph). Yet for $20,000 less than we thought they should be five years ago — and about one-third the cost of many LSA today — X-Air LS will find some buyers. Indeed, X-Air had a good start at the Flying magazine Parade of Pistons, selling a LSA to the high and fast crowd. X-Air comes standard with the 85-hp Jabiru 2200, giving it spirited performance at very low fuel usage.

Europe Takes a Major Step to Adopt ASTM Standards

By Dan Johnson || April 25, 2008 Leave a Comment

New European regulations could create a huge new market for U.S.-built aircraft like the IndUS Thorpedo (especially their new diesel!), Quicksilver GT500, AMD CH-601 XL, Legend Cub, CubCrafters Sport Cub, Rans S-7LS or S-19, Just Aircraft Highlander, and more. Plus, consider how inexpensive the re-exported X-Air LS would be...just 29,800 euros!

If that headline didn't cause you to turn away in boredom, let me tell you why it's important: American producers of LSA could find a golden opportunity. Broader acceptance of ASTM standards is good for the global LSA producer community. But the main impact may be for Light-Sport Airplanes made in the U.S. of A. *** Though the example applies to any U.S.-built airplane, let's take a ready-to-fly Rans S-7LS, selling for $85,000 in America. Today's exchange rate is 1.58 dollars to 1.00 euro. So, a European pilot who buys an S-7LS will pay 53,800 euros (plus shipping, taxes, etc.). For EU residents, spending one euro feels much the same as it does for an American to spend one dollar. Yet when they receive 53,800 euros for an S-7LS, Rans earns a similar profit as from an $85,000 sale in the USA. *** LAMA president Tom Gunnarson -- in the Czech Republic today for a show and meetings with EASA (like FAA) officials -- said that under European Light Aircraft (ELA) category 1, "EASA is proposing to create a Certification Specification for Light Sport Aeroplane (CS-LSA)...having a max takeoff weight of 600 kg, the same as an American LSA." With LAMA board member and European representative, Jo Konrad, Gunnarson is attending EASA meetings to assure LAMA members are well represented.

If that headline didn’t cause you to turn away in boredom, let me tell you why it’s important: American producers of LSA could find a golden opportunity. Broader acceptance of ASTM standards is good for the global LSA producer community. But the main impact may be for Light-Sport Airplanes made in the U.S. of A. *** Though the example applies to any U.S.-built airplane, let’s take a ready-to-fly Rans S-7LS, selling for $85,000 in America. Today’s exchange rate is 1.58 dollars to 1.00 euro. So, a European pilot who buys an S-7LS will pay 53,800 euros (plus shipping, taxes, etc.). For EU residents, spending one euro feels much the same as it does for an American to spend one dollar. Yet when they receive 53,800 euros for an S-7LS, Rans earns a similar profit as from an $85,000 sale in the USA. *** LAMA president Tom Gunnarson — in the Czech Republic today for a show and meetings with EASA (like FAA) officials — said that under European Light Aircraft (ELA) category 1, “EASA is proposing to create a Certification Specification for Light Sport Aeroplane (CS-LSA)…having a max takeoff weight of 600 kg, the same as an American LSA.” With LAMA board member and European representative, Jo Konrad, Gunnarson is attending EASA meetings to assure LAMA members are well represented.

High Priced Light-Sport Aircraft; What’s Going On?

By Dan Johnson || March 15, 2008 Leave a Comment

Recently the euro hit 1.56 to the dollar. Watch for LSA prices to increase...again. Above the CTLS are three premium brands: (L-R) Sting S3, Remos G-3, and SkyLeader 500. Below are three bargain SLSA: X-Air LS, Sport Hornet, and EuroFox.

Lots of folks are wondering about, or complaining about, the seemingly high prices of Light-Sport Aircraft. Recently a prior editor-in-chief of EAA publications, Scott Spangler, wrote a blog on JetWhine. Scott focused on expensive avionics as one reason LSA cost so much. While a factual observation, I believe the price increase is more complex. *** First, LSA suppliers install equipment like autopilots because buyers ask for them. A large chunk of all LSA are sold to "retiring" GA pilots used to such equipment in their Cessna or Bonanza. Simpler LSA are available; most suppliers have one. But customers are buying the loaded-panel jobs. *** Let's look closer at those rising prices. Five years ago, in the pre-dawn of SP/LSA, a CT was selling for $60,000. Today it's $125,000. By far the largest piece of that doubling is the euro's soaring value compared to the dollar. Were the currencies at parity, that $125,000 would be $80,000. By the way, suppliers earn not one cent of profit from that extra $45,000! The "real" (non currency exchange) increase from $60,000 five years ago -- about $20,000 -- is generated by two factors. Most obvious are the avionics and other accessories. A $125,000 CTLS comes standard with dual glass screens, a sophisticated GPS, radio, transponder, a $5,000 emergency airframe parachute, and more. The second factor is the time value of money -- another 18% or $10,000. So an $80,000 price (if the euro equaled the dollar as it did in 2002) is not much higher than the $60,000 of 2003. *** Despite those price hikes, here in 2008 you can choose the ready-to-fly X-Air LS for $46,000, the Sport Hornet for $49,000, the EuroFox for $69,000, or the SportCruiser for $79,000. Even simpler aircraft may be coming in the $40-45,000 range. Those low numbers barely exceed the component cost of kit aircraft. *** Regardless of the preceding discussion higher prices remain a fact of life. You still have to shell out $125,000 for a CTLS (you can finance this for a bit more than $800 a month) though you get a lot of airplane for the money. If buyers truly want cheaper, simpler aircraft, they ARE available.

X-Air’s Return Brings Lowest-Cost SLSA

By Dan Johnson || February 11, 2008 2 Comments

The relationship between Weedhopper and X-Air LS is hard to identify anymore. But articles here on ByDanJohnson.com reveal the history. Read reviews of the X-Air H or the X-Air Standard and F models. See X-Air LS specs.

Upon seeing modern LSA, many aviators say, "Oh, these aren't 'those ultralights' at all." Truth be told, even those ultralights aren't ultralights any more. Today, a certified but ultralight-like aircraft will be either Special or Experimental LSA. *** Witness what I'll call the "return" of the X-Air. I've reported on this design as it has evolved (see photo legend). Astute visitors may recognize X-Air LS as an evolution of the pioneering Weedhopper, though little of the original design remains. The latest iteration of this venerable design is working to gain SLSA airworthiness. X-Air founder and designer, Joel Koechlin, has three decades of experience in light aircraft. His X-Air series has been a mainstay among European microlights for 15 years, selling more than 1,200 copies. *** The coming SLSA model employs the 85-hp Jabiru 2200 powerplant. Koechlin said, "This aircraft is exactly what the LSA category was meant for; it is light and easy to fly and simply fun!" U.S. marketer Justin Reimer reported, "The X-Air LS will be introduced as a lower cost entry-level aircraft with excellent training qualities." Customers are impressed by the initial ready-to-fly price of $46,900, the best bargain yet among three axis Light-Sport Aircraft.

Upon seeing modern LSA, many aviators say, “Oh, these aren’t ‘those ultralights’ at all.” Truth be told, even those ultralights aren’t ultralights any more. Today, a certified but ultralight-like aircraft will be either Special or Experimental LSA. *** Witness what I’ll call the “return” of the X-Air. I’ve reported on this design as it has evolved (see photo legend). Astute visitors may recognize X-Air LS as an evolution of the pioneering Weedhopper, though little of the original design remains. The latest iteration of this venerable design is working to gain SLSA airworthiness. X-Air founder and designer, Joel Koechlin, has three decades of experience in light aircraft. His X-Air series has been a mainstay among European microlights for 15 years, selling more than 1,200 copies. *** The coming SLSA model employs the 85-hp Jabiru 2200 powerplant. Koechlin said, “This aircraft is exactly what the LSA category was meant for; it is light and easy to fly and simply fun!” U.S.

New Look for Xair Import; Xair H

By Dan Johnson || May 3, 2007 4 Comments

NEW & FAMILIAR - The Xair H, renamed for the American market, resembles a combination of Xair/Weedhopper and Coyote, but is a new design from the French designer and Indian factory.

TIGHTLY COWLED - The Xair H fiberglass nose neatly houses the Jabiru 2200 4-stroke engine. Note the familiar and durable Xair-style landing gear.

IN-FLIGHT TRIM - Viewed from the tail feathers, the Xair H's in-flight trim is easily inspected. Note the fuselage cutout to accommodate the movement of the elevator control (one tube drives each side of the elevator surfaces).

FOLDING PIN - Bill Magrini shows where one of two leading edge pins must be removed to start the wing-folding process. In addition, you remove three pins on each dual-strut assembly.

QUICK REMOVAL - Bracing wires running to the leading edge of the vertical stabilizer are pinned in place and are part of the quick removal system for the horizontal stabilizer.

OVERHEAD CONTROLS - In this view you see in-flight trim in the foreground and the four-notch flap control immediately behind it. The controls are convenient but block some of the skylight's openness.

STURDY GEAR - Among other qualities, this solid gear construction assures the Xair H can deliver reasonable landings to learning pilots.

BIG PANEL - You have plenty of room, perhaps more than you need in the Xair H's big instrument panel. On the right is room for a whole stack of radios, or you can keep it simple as Bill Magrini did.

SHAPELY SEATS - You tend to stay put in these supportively curved seats with padded upholstery. Four-point pilot restraints are standard. Note the dual, wood-handled joysticks and throttles.

DISCRETE FLAPS - From the Xair F model comes these separate flap surfaces. The older Xair F introduced this development where the standard Xair had full-span ailerons only.

U.S. IMPORTER - Bill Magrini took over the Xair distributorship for America and since began representing the newest Xair H model from Randkar/Raj Hamsa.

SMALL JABIRU - The Jabiru 2200 provides 80 horsepower and makes the Xair H quite the performer while being miserly on fuel. It costs about $2,000 less than the 81-hp Rotax 912.

UPDATE 2008: The following article preceded the arrival of the X-Air LS offered by X-Air LSA, certified in 2008 as a Special Light-Sport Aircraft under ASTM standards. The article below appears unchanged from the original, but the airframe is essentially identical. So, while panel changes were made along with a few minor updates, flying qualities reported in the following article should largely match that of the new LSA version. It was Tax Day, April 15, and I prepared to fly an Xair H (N#929XH) owned by importer Bill Magrini of Light Wing Aircraft. It seemed an appropriate day to forget about what I owed the Internal Revenue Service and to enjoy some ultralight flying. Fortunately, the Xair H didn't disappoint. The Xair H isn't the designer or fabricator's name for the new plane. When I first saw the then-prototype design at a French airshow in '02, the new model was named Hanuman, which means little to American pilots. Magrini has probably chosen well to rename the aircraft for the U.S. market. He calls this model the Xair H as he represents the earlier standard Xair and the latter Xair F, and because he knew the Xair was a somewhat-recognized brand name among Yankee pilots. The Xair H is a derivative of the earlier Xair models that were based on the Weedhopper, though that lineage is increasingly hard to tell. The Xair H is a new design that borrows from lessons learned with the older Xairs. In India, where the Xair aircraft are fabricated, the new model is called Hanuman, referring to an Indian folklore icon. India has a rich history of symbols like Hanuman and most Americans would be baffled by these legends. From a brief study I determined the significance was that Hanuman was given the ability to fly and this may have suggested the name. Magrini didn't want to constantly explain - I don't blame him - plus he wanted to employ the familiarity of the Xair models so Hanuman became Xair H. Vaguely Familiar The Xair H has a slight sweep to the leading edge, though its trailing edge is straight. As with much of the design, this follows the gently swept leading edge of the Xair and its ancestor, the Weedhopper. The wing has become leaner since the Weedhopper days and the trailing edge busier. That groundbreaking American design had no wing control surfaces; it relied solely on the tailplane's elevator and rudder. The Weedhopper was a 2-axis airplane while the Xair H is conventional in its 3-axis and flap configuration. The aft spar parallels the leading edge spar, yet no sweep is used on the Xair H's wing trailing edge, a result of the flaps and ailerons having a tapering chord (thinning toward the tip) that makes the trailing edge perpendicular to the fuselage. Another major change from the ancient Weedhopper days is the relatively modern function of folding wings, an option. While not as slick as some creations - Germany's FK-9 can be done by one person with a single disconnect action - Xair H designers clearly thought through the process. What they developed has several clevis pins in strategic places. Properly prepared for flight, you have redundant fasteners to make sure things stay where you put them. The Xair H's wing-folding procedure is handled this way: You start by unsafetying and removing a couple of pins at the leading edge - one inside the cabin and one outside. Then you move to another where the joined wing struts meet the lower fuselage. Finally, you have two more where the struts join the wings, for a total of five pins per side to be able to fold/unfold the wings. Removing all these pins will allow you to pull the wing out of its sockets about 8 inches. A cable inside prevents you from pulling it too far. Once the wing is sufficiently removed, a hinge allows you to fold the wings aft. But before you take this step, you'll want to remove an upper and lower pin for the horizontal stabilizer so that surface can be unplugged. After a few minutes (following a few practice sessions), your Xair will be ready for transport or lower-cost hangar storage. The old Weedhoppers, like most ultralights of its day, used a tiny little fuel tank. The modern Xair H has a large fuel tank to accompany larger engines. For example, a Rotax 582 is pretty thirsty compared to the old Weedhopper single-banger. The container is now an 80-liter/20.8-gallon container filled from outside the aircraft through a fuel filler behind a zippered opening. It's possible to spill fuel inside the fuselage, so you'll want to take care not to make a stink inside the passenger compartment. Airy Cabin The center section of the Xair H fuselage above the occupants is covered with a fiberglass component. Squaring off the cabin by this means made the compartment seem far larger than on the older Xair series. Those aircraft had inward sloping tubing structures needed to connect with the main tailboom airframe. Using a square structure similar to the RANS S-6 Coyote will provide Xair H occupants with much more headroom. The fiberglass upper surface allowed four rectangular skylights to be inserted. These gave the cabin more light and a generally more airy feel, but they weren't particularly useful for traffic spotting or the like. Quite a few components - flaps and trim levers along with their control linkages and some structural members - are mounted in this same area, somewhat blocking the view out of the skylights. With its boxier cabin, creating doors to fit the fuselage was easier than on the standard Xair. Lightweight aluminum frame doors seal up the cabin reasonably well for moderate temperatures. A major benefit of the new squared construction is far easier entry than on the standard Xairs. Magrini notes the elastic system that holds the door closed is quite basic - just a piece of bungee cord - though you have to admit it is effective at its job and visually easy to verify. Magrini plans to improve the closure method when he widens the cabin. It's a minor gripe, but some buyers may expect expect more. The door panels follow the line of the nose fiberglass, carrying the solid look at the bottom. Magrini plans to change this to make the entire door clear. More important than the door coloration, Magrini will also bow the doors outward. This will widen the effective cockpit from 45 inches to 51 inches, which will make for a very roomy cabin. A center console allows more room for instruments and is handy to reach, but somewhat cramped the space inside the cockpit. Throughout the interior, the manufacturer made use of nicely finished wood components. The joystick handles were wood, as were the throttle lever ends, the trim lever grip and the flap lever end plus detent knobs. The wood accents gave a classy look to the interior contrasted with its bright white powder-coated aluminum tubing. Our test aircraft used Grand Rapids Technologies' EIS engine monitoring system to give us our engine readings. This is highly useful installation t a modest price, but as neither Magrini nor I were fully conversant with the instrument, we struggled a bit to find the right information when we needed it. Besides the electronic box, we had a conventional airspeed indicator and an altimeter. An EIS or other electronic data display can save panel space while offering lots of information. Because the Xair H's 80-hp Jabiru 2200 4-stroke engine runs at revolutions familiar to a general aviation pilot, it's useful to have a carburetor heat control when you sufficiently reduce engine power. However, shutting down is just like most 2-stroke ultralights where you just switch the mags off and it stops. No mixture control was installed on the test aircraft. The Jabiru 4-stroke started up briskly and ran smoothly, although it produced some vibrations at very low settings. On the ground while taxiing, the extensive fiberglass in front of the occupants reflects that low idle roughness, moving rather liberally. All the features plus the larger engine of the Xair H has increased the price and boosted empty weight, which can significantly affect overall performance and handling in some aircraft. Our test Xair H weighed 600 pounds empty - albeit it with many extras - compared to 490 pounds for the standard Xair with basic equip ment, Magrini says. The Jabiru is much more potent than the 65-hp Rotax 582 2-cycle engine, which is standard for the basic Xair (also available on the Xair H), but some of the power is used to lift the extra 110 pounds of empty weight on the H model. That's somewhat an unfair comparison as the Xair H is also larger and more comfortable with greater control options, but additional empty weight on any aircraft is to be generally avoided. Launch and Land As I would later find with the flight controls, the flap lever was rather firm to move, enough so that I could engage the third notch of flaps only with some difficulty. Such tightness will surely loosen up somewhat as the aircraft gets more time on it. The flap difficulty wasn't so much air loads as ergonomics; the overhead control didn't allow the leverage needed to move the control easily. Magrini reports he has since removed a friction point and strategically applied some lithium grease, which he said made the flap lever easier to operate. For takeoff, Magrini recommended that I use two notches of flaps and I also used two notches of flaps for every landing, even though a good bit of wind was blowing diagonally across the runway. Two notches were easy to set. In this configuration, takeoff roll was very short, even less than I expected with 80 horsepower doing the pulling. The wing airfoil clearly benefits the slow end of the speed spectrum. Partially deploying the flaps helped us achieve slow flight while exploring flight characteristics at only 40 mph, so I knew what to expect when I came in for that first landing. Of my three landings, one was beautiful and two were rather firm. Though I tended to approach a little faster than suggested, I still seemed to run out of energy quicker than expected and this lead to the firm touchdowns. It seems mostly a matter of energy management and I was unfamiliar and therefore a bit sloppy at first. Fortunately, durable gear will let you refine your skills. Weather conditions that day didn't help my landings. It was a bit gusty with irregular wind direction. On one landing, the bottom fell out before I got the wheels on the ground. The gear system, composed of three legs with bungee cord shock absorption, held up well under my unintentional trials. The Xair H might perform very well in a training environment. Magrini told me to approach at 50 mph, but I preferred a slightly faster approach of 60 mph, slowing to 50 once over the runway. The conditions suggested more speed was prudent but, after feeling the stalls, I'm sure a 50-mph approach would be satisfactory once you were more experienced with the Xair H. Slips I performed were reasonably effective but because of some stick-range limitations, I couldn't make the slips particularly deep. Fortunately the flaps provide the descent control you may wish. Tight Yet Crisp I felt the ailerons, rudder and elevator were all on the tight side. In the Xair H's defense, it was a very new aircraft that had barely flown off its 40 hours. Magrini's lithium grease treatment would probably help make all the controls operate more fluidly. I'd get his advice on following this procedure with any new kit. The stick range to the right was somewhat limited with me seated in the left seat. Magrini said that on takeoff I should be prepared to use plenty of right rudder to offset P-factor. While I didn't notice that quality with any particular definition, I did find that on left pattern turns, I ran out of right stick when trying to roll back to level flight in bumpy conditions. The problem may have been related to a misadjusted control surface. On checking over the airplane after a lot of airshow flying, Magrini found the controls weren't perfectly aligned anymore. He feels the adjustment he made after this observation cured the stick-range just mentioned. In general, control surfaces seem rather small for the fuselage size but they exhibited adequate authority. We operated in 30° to 45° gusting crosswinds. In some ultralights, such conditions might make it a struggle to retain full control of the airplane on approach to landing. However, the Xair H showed good authority, even considering the stiff control linkages. The Xair H used for evaluation was fitted with an 80-hp Jabiru 2200 4-cylinder powerplant. You can also choose the 65-hp Rotax 582 2-cycle or the 81-hp Rotax 912 4-stroke engine, though the latter choice will add a few dollars to the price without adding more horsepower. At full throttle, the Jabiru 2200 ran up into the yellow speed arc. I recorded a peak tachometer reading of 2,800 rpm. Jabiru USA recommends running at 2,750 rpm for high cruise setting, which will translate to about 100 mph in the Xair H. This is fine in smooth air, but in rowdier conditions, you'd want to back off to assure staying out of the yellow arc. When operating at more conventional settings - 2,400 to 2,600 rpm - the airspeed indicator showed the Xair H cruising between 80 to 90 mph. Fuel usage at such a setting would be very low, in the range of 2.5 to 2.75 gallons per hour (gph), Magrini says. Fuel costs can be further restrained through the use of auto gas, yet the economy of the Jabiru on the Xair H is quickly appreciated when gas is more than $2 a gallon. Best climbing is done at 53 mph, where you'll see close to 1,000 fpm. Best glide speed is a trifle faster. Glide angle is reported at 10-to-1 at 56 mph, the same speed at which minimum sink rate is listed at 490 feet per minute (fpm). The latter figure I can accept but glide is harder to evaluate. Certainly the Xair H does not fall out of the sky power-off. I calculated about 500 to 600 fpm of engine-off descent, but the day was variable, making any measurement less meaningful. My experience with stalling the Xair H was uniformly positive. The factory states, "no-flap stalls at 39 mph, stall with flaps down 25° at 36 mph, and stall with flaps down 45° at 33 mph." With no flaps, I found stalls to occur slightly below 40 mph; I noted 36 mph on several stall breaks. As always, this is subject to instrument error. Power-off stalls broke slightly but not significantly. Power-on stalls and accelerated stalls got quite wobbly before incipient stall but never revealed any sudden tendencies. Better Light-Sport Aircraft Deal The airplane is solidly built. It performs well with the 80-hp Jabiru 2200. Handling is good and will be better when control linkage stiffness disappears. The cabin is quite roomy and controls are convenient. Several desirable features are standard. Cruise performance is in the upper range of typical ultralight speeds. Stability is very good. But what you keep coming back to is price. Many European Light-Sport Aircraft (LSA) candidates, nearly all of those built with composite construction, have become expensive. In 2 weeks alone, the price of European euros rose from $1.28 to $1.32 representing an increase of more than $2,500 (U.S.) on an $80,000 aircraft. Euro LSA prices have migrated steadily into the high $80,000 range with some topping $120,000. Some fear these prices could squelch a major development for light sport aviation. This is where the Xair H may come to the rescue, but let me remind you we're comparing apples and oranges. First, the Xair H is a kit, where the high-end Euro LSA candidates are ready-to-fly aircraft. Even if you can build an Xair H in 100 to 120 hours (says importer bill Magrini -- please check with X-Air LSA for the latest prices), this must be factored in when comparing the investment. Secondly, many of the high-end aircraft are loaded with instruments and have full interiors plus other refinements. You shouldn't try to exactly compare these aircraft with an Xair H. With the Jabiru 2200, an instrument package, 2-blade wood prop and even at the euro-pushed price of $59,995 (in early 2009), the X-Air LS Special Light-Sport Aircraft represents a bargain in a LSA world where prices commonly exceed $100,000 or more. For those who once built this kit... even after you add 100 to 120 hours of kit-assembly labor to the plane, the X-Air model still looks cost-effective. Were you to value your time at $50 an hour, 100-120 hours of work adds only $5,000 to $6,000 to the kit price tag. I have no question that you should look at the Xair H if you are seeking a fully enclosed, conventional handling, 4-stroke-powered aircraft with higher end ultralight aircraft-level performance - all for a relatively modest investment. Its sturdiness suggests good application in a flight school or for novice flying. With cruise in the 90s, a spacious cockpit, and a bit of in-flight accessible storage space, the airplane can satisfy more experienced pilots as well. To aid your decision, Light Wing Aircraft offers a brochure and a new Xair H DVD said to provide "hundreds of assembly and finished Xair pictures, and a short video." For $10 you can't go wrong, but be advised. It might capture your heart and you'll spend more on your own Xair H kit. A final reminder in 2009... contact X-Air LSA for the latest pricing and other details.

Published in Light Sport and Ultralight Flying

Seating	2, side-by-side
Empty weight	600 pounds
Gross weight	1,179 pounds ¹
Wingspan	32 feet
Wing area	147 square feet
Wing loading	8.0 pounds per square foot
Length	20 feet
Height	7 feet, 6 inches
Kit type	Assembly kit
Build time	80 hours
Notes:	¹ Referred to as "maximum structural weight" though the airplane has been limited to 992 pounds gross weight under European "ultralight" rules.
Standard engine	Jabiru 2200 4-stroke
Power	80 hp @ 3,300 rpm
Power loading	14.7 pounds/hp
Cruise speed	93 mph (75% power)
Never exceed speed	122 mph
Rate of climb at gross	940 fpm
Takeoff distance at gross	260 feet
Landing distance at gross	225 feet
Standard Features	Tested with Jabiru 2200 air- and oil-cooled engine with electric starting, 20.8-gallon fuel tank, wheelpants, doors, drum brakes, in-flight trim, luggage compartment, streamlined struts and landing gear legs, dual controls including throttles, folding wings (standard at time of flight evaluation; check with company).
Options	Rotax 582 2-cycle engine and electric starter if desired (lower cost), or 81-hp Rotax 912 4-stroke (greater cost) engine, instruments, prop, floats (folding wings may be optional depending on time of order).
Construction	Aluminum tubing airframe, fiberglass fairing, sewn Dacron® polyester fabric wing coverings. Designed in France, fabricated in India; distributed by U.S.-owned Light Wing Aircraft.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Fresh variation on onetime Weedhopper theme, via the standard Xair. New model has full enclosure for occupants and engine plus RANS Coyotelike tail structure. Supports larger 80-horse engines like Jabiru and Rotax. Aluminum tubing under sewn Dacron® polyester fabric structure is familiar to ultralight pilots. Folding wing option.

Cons - Empty weight seems high at 600 pounds for what appears to be a simple airplane (though it has a good equipment list). Some may view this as an "old" design even though it's new. Imports like the Xair H change value depending on foreign exchange rates. Dealer representation is sparse in USA.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Four-position flaps, in-flight trim, electric starting, and toe brakes come standard on the Jabiru Xair H (for a fairly modest $27,000/100- to 120-hour kit). Fueling has its own zippered port. EIS system saved panel space, reduced complexity and serves nicely for both occupants while leaving plenty of room for additional gear.

Cons - All those systems add empty weight. Though fueling is done from the outside, the position might allow some spillage, which may cause odor in the cabin. Brakes were only installed on the left. Trim has no position indicator except your memory. Flaps were stiff to operate (see article).

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Roomy cabin at 45 inches, with plans to widen through curved door panels (to 51 inches, says importer). Full enclosure keeps the elements out fairly well. Easier entry than the standard Xair series. Storage area behind the occupants is accessible in-flight (though the cloth "shelf" holds only lightweight objects).

Cons - Toe brakes were on the left side only, lessening value for training aircraft. Cabin might be a bit leaky for the coldest climates. Door latches worked well, but bungee cords aren't up to the modern standards for LSA hardware. Doors are very lightly built (not that I objected).

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Gear seems very stoutly built and able to take considerable punishment without deformation; may be a good training aircraft for this reason. Bungee cord suspension is simple and well-proven. Differential braking aids ground maneuverability; turn radius could be quite tight.

Cons - No toe brakes on the right side may inhibit some training operations; steering maneuverability is much less without differential braking. Skylights are sufficiently obstructed by tubing and levers to restrict traffic visibility. Stiffer controls didn't help me sense ground-quartering winds.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Gear absorbs firm landings with ease and tended not to rebound significantly; the Xair H stays planted one you've touched down at slower speeds. Slips were acceptably effective though two notches of flaps were better, and easier. Good clearance for off-field landings.

Cons - My experience was that I lost energy and landed firmly two out of three tries (the good one proves my technique was at fault for the others); though glide is reported strong, energy bleed in ground effect seemed swift. Stick ran out of right-stick range for deep slip operations (operated from left seat - see article).

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Controls provided good authority for slower speed approaches in crossing winds. Precision turns to headings were very predictable. Though rudder (and all tail surfaces) seemed on the small side, the rudder was quite potent. Steep turns held bank angles easily.

Cons - All controls were on the tight side (but this was a new airplane which had barely flown off its 40-hour requirement). Dutch rolls went well but only to shallow angles, probably due to the tight control linkages. The rudder felt more powerful than the ailerons, indicating a small degree of disharmony.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - The Jabiru in test aircraft climbed very well (close to 1,000 fpm) and made for short takeoffs (about 250 feet). All gear legs and struts are faired for reduced drag. Cruise in the low 90s will be fast enough for many buyers. Fuel consumption with the Jabiru is stated as 2.5 to 2.75 gph, quite economical for 80 horsepower. Glide quoted at 10-to-1 at 56 mph.

Cons - Compared to the slicker - and much more expensive - composite aircraft from Eastern Europe, the Xair H lacks the cleanliness to offer greater speed range. The Jabiru 4-stroke is a heavier and more costly option than the 65-hp Rotax 582 2-cycle engine. The Xair H seemed to lose energy easily in ground effect (affected some landings).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - All stalls ended modestly, without significant nose-over or altitude loss; easily controlled. Though rudder is small, its power seems abundant. Clean stalls are listed at 39 mph, with a similar or better number showing on the installed ASI. Full-flap stalls drop to 33 mph (claimed, not measured).

Cons - Stalls wandered directionally near stall (though nothing sudden happened as a result). Longitudinal stability is positive but was slow returning to level flight (perhaps as thrust line is near neutral). No parachute was installed so no unusual attitude work was done. Slips showed some stick-range issues.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - To ultralighters, the Xair H offers a proven, familiar construction with common performance and handling that moves into the range of light-sport aircraft. Speed range will satisfy most sport pilots (39 to 100+ mph). Very reasonable pricing in an age of increasingly costly light-sport aircraft; $27,000 complete with Jabiru 4-stroke for a 100- to 120-hour kit.

Cons - Engine access is not particularly good; cowl must be removed. Handling felt too firm for my preference (though it may loosen as aircraft gets more time on it). No determination made of manufacturer's ability to meet LSA rules. Sparse dealer network to support aircraft.

Light Sport Aircraft – Sidebar 2

By Dan Johnson || March 26, 2004 Leave a Comment

Light Sport Aircraft Manufacturer List* American Fixed-Wing Manufacturers Brand Sample Models Telephone E-Mail Website (www. assumed) Ace Aircraft Corben Baby Ace/Jr. Ace 706-886-6341 aceair@alltel.net exp-aircraft.com/aircraft/ace/ace.html Aerocomp Merlin 321-453-6641 info@aerocompinc.com aerocompinc.com Arnet Pereyra Aventura I and II 321-635-8005 info@sea-plane.com sea-plane.com Avid Aircraft Mark IV Bandit 406-682-5615 sales@avidair.com avidair.com Capella Aircraft Capella SS Fastback XLS 512-288-4161 webmaster@capellakitplanes.com capellakitplanes.com CGS Aviation Hawk Classic/Arrow 440-632-1424 chucks2000@core.com cgsaviation.com Earthstar Aircraft Gull 2000 Odyssey 805-438-5235 gull438@aol.com thundergull.com Fisher Flying Products Complete line of aircraft 701-493-2286 ffpjac@daktel.com fisherflying.com Flightstar Flightstar IISL IISC 860-875-8185 fstar@mail2.nai.net fly-flightstar.com Flying K Sky Raider I and II 208-445-7529 flyingk@micron.net skyraider.com Golden Circle Air T-Bird I and II 515-834-2225 sales@aircraftsuper-market.com goldencircleair.com Hurricane Clip Wing Hauler 904-935-0356 mkhytek@aol.com Leza AirCam Drifter 863-655-4242 aircam@ct.net lezaaircam.com Loehle Aircraft P-40 5151 Mustang (fixed gear) Spad 931-857-3419 info@loehle.com loehle.com Phantom Aircraft Phantom X-1 X-1e 616-375-0505 phantom@complink.com phantomaircraft.com Preceptor Aircraft N-3 Pup Ultra Pup 828-286-1926 preceptor@blueridge.net preceptoraircraft.com Progressive Aerodyne SeaRey 407-292-3700 searey@bellsouth.com searey.com Quad City Ultralights Aircraft Challenger I II Clipped Wing 309-764-9515 daveatqcu@aol.com quadcitychallenger.com Quicksilver Manufacturing Sprint Sport GT400/500 909-506-0061 quick@pe.net quicksilveraircraft.com RANS Coyote Sakota Airaile Stinger S-7 785-625-6346 rans@media-net.net rans.com Rocky Mountain Wings Ridge Runner 208-446-6699 rmwwings@aol.com realflying.com SkyStar Kitfox IV Lite Lite Squared 208-454-2444 sales@skystar.com skystar.com Slipstream Industries Genesis Revelation 920-787-5886 mail@slipstreamind.com slipstreamind.com Spectrum Aircraft (Aeroprakt) Vista-Cruiser Vulcan Valor 863-314-9788 jhunter@strato.net spectrumaircraft.com The New Kolb Aircraft Complete line of aircraft 606-862-9692 tnkolbaircraft@sun-spot.com tnkolbaircraft.com Titan Aircraft Tornado I II 440-466-0602 titan@suite224.net titanaircraft.com Zenith Aircraft 601XL 701 573-581-9000 info@zenithair.com zenithair.com Imported Fixed-Wing Manufacturers Brand Sample Models Telephone E-Mail Website (www. assumed) A.S.A.P. Chinook Beaver 250-549-1102 asap@junction.net ultralight.ca Aerotechnik Eurostar (42) 632-537-910 evektor@evektor.cz evektor.cz B&F Technik/FK Planes FK-9 FK-12 (49) 6232-72076 B-F_Technik@t-online.de FK-leichflugzeuge.de Canada Czech (Atec) Zephyr 604-274-5302 airplane@attcanada.ca zephyraircraft.com CFM Aircraft Shadow Streak Shadow (44) 1728-832-353 hq@cfm-aircraft.co.uk cfm-aircraft.co.uk Comco Ikarus C22 C42 (49) 7572-600-80 post@comco-ikarus.de comco-ikarus.de Dyn'Aero MCR 01/BanBi 386-740-7140 contact@aircraftkit.com aircraftkit.com Euro ALA JetFox (39) 861-808-026 euroala@itol.it itol.it/euroala Fantasy Air Allegro (42) 2-602-293-309 tech@proximex.cz fantasyair.com Fly Synthesis Storch Texan (39) 431-99-105 flysnyth@tin.it Harper Aircraft (WD/Dallach) Fascination 904-778-0021 aceswin@att.net dallach.de ICP Amigo Savannah (39) 141-99-63-05 info@icp.it icp.it Interplane Skyboy 813-782-7900 inplane@gte.net interplaneaircraft.com Jabiru Aircraft Jabiru 800-522-4781 info@jabiru.com usajabiru.com Murphy Aircraft Renegade Maverick 604-792-5855 mursales@murphyair.com murphyair.com Pacific Aerosystem (Tecnam) Sky Arrow P-92 P-96 858-571-1441 pacaero@earthlink.net tecnam.com Pegasus AX 2000 (44) 1672-861-578 info@pegasusaviation.co.uk pegasusaviation.co.uk Rand Kar X-Air (33) 2-40-64-15-22 contact@randkar.fr randkar.fr Remos G 4 G 3 Mirage (49) 8442-96-77-77 aircraft@remos.com remos.com Rollison (Flight Designs) CT 812-384-4972 info@flightdesign-usa.com flightdesign-usa.com Sabre Aircraft Sky Ranger 623-393-0234 sales@sabretrikes.com sabretrikes.com Ultravia Aero Pelican 819-669-3144 pelican@ultravia.com ultravia.com Trike/Weight-Shift Manufacturers Brand Sample Models Telephone E-Mail Website (www. assumed) Arctic Sparrow (Antares) Antares 503/582 907-688-7001 asainc@customcpu.com arcticsparrowaircraft.com Air Creation Buggy GTE Racer Clipper 623-566-8068 fly@aircraftion.net aircreation.net First Light (AirBorne Australia) Streak Wizard 607-256-9149 info@first-light.net first-light.net Personal Flight (Cosmos) Phase II Samba Bison 509-682-6262 fly@personalflight.com personalflight.com Atlantic Sport (Mainair) Blade Rapier 904-322-4642 flying@mainairsports.co.uk mainairsports.co.uk Medway Eclipse Cobra Raven (44)1634-270-780 medway@ravenmad.co.uk ravenmad.co.uk North Wing Design Apache Maverick ATF 509-886-4605 trikes@northwing.com northwing.com Rollison (Pegasus Aviation) Quantum Sport/Supersport 812-384-4972 info@pegasus-usa.com pegasus-usa.com Rainbow Aircraft Cobra Safari 310-251-7560 matt@aerotrike.co.za aerotrike.co.za Sabre Aircraft Elite Venture 500 623-393-0234 sales@sabretrikes.com sabretrikes.com WeTTrike Inc. WeTTrike 601-947-9281 sales@wettrikeinc.com wettrikeinc.com Powered Parachute Manufacturers Brand Sample Models Telephone E-Mail Website (www. assumed) Buckeye Industries Eagle Dream Machine 219-892-5566 info@poweredparachute.com poweredparachute.com Destiny Powerchutes Destiny 2000 Sparrow 616-273-6223 mail@destinypowerchutes.com destinypowerchutes.com Gemini Industries Gemini Twin 574-842-4185 gemini@culcom.net Harmening' High Flyers Standard Deluxe Premier 815-784-5876 hhfmfg@aol.com harmeningshighflyers.com Heldeberg Designs Blue Heron Marathon Spirit 518-872-2638 info@blueheronppc.com blueheronppc.com Powrachute PC2000 Sky Rascal 620-429-1397 powrachute@columbus-ks.com powrachute.com Six Chuter Prowler Spirit 800-440-8211 info@sixchuter.com sixchuter.com * DISCLAIMER: This chart is a partial list of aircraft that meet the parameters of light sport aircraft as currently defined in the Certification of Aircraft and Airmen for the Operation of Light Sport Aircraft NPRM. It does not include the various plans-built aircraft that meet those parameters but rather only kit-built and ready-to-fly aircraft. While we attempted to make this a comprehensive list we may have missed some manufacturers and we apologize to anyone we did miss. When the final rule is published we will revisit this list and attempt to finalize it at that time. In the meantime an updated version of this list will be maintained on EAA's sport pilot website www.sportpilot.org and on Dan Johnson 's website www.ByDanJohnson.com. The manufacturers listed above may choose to qualify aircraft under the proposed Special Light- Sport Aircraft and/or Experimental Light- Sport Aircraft categories. However it is not certain all manufacturers will build special or experimental light-sport aircraft nor is it certain candidate aircraft will qualify when the final rule is implemented. U.S. importers are sometimes shown and the manufacturer name is shown in parentheses afterward. All listed imported brands are presumed to have U.S. market potential sufficient to allow them to justify the effort of certifying under Light-Sport Aircraft. While the Light- Sport Aircraft proposal allows two seats some buyers will seek single seaters for performance and other reasons.

Published in Experimenter Magazine

Europe Embraces Light-Sport Aircraft

By Dan Johnson || February 24, 2004 Leave a Comment

Slovenia's sleek and impressive, though oddly named, Sinus motorglider makes a landing at Blois. The motorglider is the current world champion for the 2001/2002 period in ultralight class AL2. Here you see it flown by champion pilot, Philippe Zen.

Fantasy Air Allegro SW-From the Czech Republic comes this artistically painted Allegro SW, a sideby- side two seater built of a composite fuselage and aluminum wings set atop a new, one-piece main gear with suspended nosewheel. It somewhat resembles the Flight Designs CT being imported by Flightstar, Inc. The Allegro is perfectly suited to the proposed light-sport aircraft rule with a 131 mph speed behind the Rotax 912 engine; no modification should be required. Its empty weight is 576 pounds, and it stalls at 39 mph. Fantasy Air Ltd. Czech Republic, 011-42-2-602-293-309, tech@proximex.cz.

Chapelet Metallerie-Four features distinguish the Chapelet trike from others at Blois: 1) The Avant 15 wing has spoilerons to accent the weight shift control (you can also choose the Air Creation XP 15 wing); 2) Chapelet is the French representative for the BMW 1100 GS engine, and they've created their own reduction drive for the powerplant; 3) the body fairing is particularly smooth and swept in appearance; and 4) the chassis airframe is made of stainless steel. Chapelet Metallerie, France, 011-33-2-40-57-94-10, ulm@chapelet.com.

Busé Air 150 GT-If you ever wanted a composite Cessna 150, this French ultralight might fit the bill, but in a roomy and luxurious manner that 150s have never provided. Like many Euro LSAs, the 150 GT is powered by the Rotax 912, but the company has also tried the Subaru engine. With its cruise at about 120 mph, the 150 GT isn't maxing out the LSA limits, so its low 37 mph stall speed shouldn't surprise anyone. Busé Air, France, 011-33-3-86-35-32-26, buseair@free.fr.

Louit Cougar-The large French company called Louit builds boats and aircraft. Initially aimed at military use in tough conditions, the Cougar makes a durable purchase. Built entirely of metal and powered by the ubiquitous Rotax 912, the Cougar can endure for seven hours on its 25-gallon fuel tank with economical cruising at 3.2 gph. It cruises at 125 mph and stalls as low as 38 mph, according to the factory. Note the interesting aft fuselage shape. Louit, France, 011-33-5-62-69-72-19, Fax: 011-33-5-62-69-90-92.

Vol Mediteranni Esqual-Under a passing squall yet sitting in bright sunlight is this lovely Esqual from Spain. With side-byside seating, the Esqual is light at 506 pounds. But that's still heavy for this company, which is working on an all-carbon fiber aircraft that could weigh a mere 440 pounds complete with engine. Max speed is a little high, but the smaller 80-hp Rotax 912 and the right prop might help Esqual fit LSA rules. Vol Mediteranni, Spain, 011- 34-93-830-1252, volmediteranni@esqual.com.

FK-Lightplanes FK-9-Formerly B & F Technik, FK Lightplanes is one of Germany's leading and most successful builders with three popular models-the FK-12 Comet folding biplane, the speedy low-wing FK-14 Polaris, and now this smooth yellow FK-9. This high-wing model has won a good European following and can be equipped with the Mercedes Smart engine, which FK Lightplanes developed with the car company. The composite wing can be folded by one person with a unique mechanism installed at the wingtip. FK Lightplanes, Germany, 011-6232-72-076, B&F_Technik@t-online.de, www.FK-Lightplanes.com (English site).

Kappa 77 Kp 2u Sova-An all-metal side-by-side two seater, the KP 2U Sova uses elegant tapered wings with slotted flaps. The Sova features retractable gear for greater speed, but the factory offers a fixed gear version that will work for the light-sport aircraft market. With a reported 30 mph stall speed, this is a hard working wing that can cruise at 125 mph. But the best story is said to be its "remarkable handling qualities." Kappa 77, Czech Republic, 011-420-66-28-122, info@kappa77.cz.

Sauper Aviation J 300-After this French company changed hands, the new owners switched to a welded steel fuselage. The wings are composite structure covered with sewn Dacron envelopes (like modern high-performance hang gliders). Said to be one of the easiest-flying taildraggers in the European market, the J 300's large wings (183 square feet) help it to fly slowly without flap complexity. Close to 100 are flying and the company has a new version, the Papango, seen below. Sauper Aviation, France, 011-33-2-54-42-94-88, contact@sauper-aviation.com.

Sauper Aviation Papango-Brand new in prototype form, the Papango is the latest from Sauper Aviation. Bearing some resemblance to the older J 300 model, the Papango features a welded steel airframe that allows huge sections of plastic to cover the cockpit area, thus providing immense visibility for its side-by-side occupants. It cruises at 95 mph with a large 172-square-foot wing, yet has a Vne of 145 mph for a large safety margin. Sauper Aviation, France, 011-33-2-54-42-94-88, contact@sauper-aviation.com.

Eisa Massai-Here's an unusual entry that arrived late at Blois and seemed to surprise even some of the French media. Its sleek, multi-tapered wing correctly suggests a motorglider that achieves a 200 fpm sink rate at 70 mph. It uses a movable engine cover into which the prop blades retract, similar to the $200,000 Stemme motorglider-but this one should sell for a fraction of the price. With its 53-foot wingspan, glide performance is also strong. Eisa, France, 011-33-11-45-91-92-75, e.i.s.a@wanadoo.fr.

SG Aviation Rally 105S-One of the most conventional looking, and therefore most appealing to general aviation pilots looking at light-sport aircraft, is this Rally 105S from Italy. The cabin area is especially roomy, yet the aircraft displays the smooth flowing lines allowed by allcomposite material and an Italian sense of design. The Rally cruises at 134 mph, so adjusting to LSA specs will pose no problem. It is reasonably priced as a kit for those who prefer to build. SG Aviation, Italy, 011-39-773-515-216, roy@storm-sg.it.

Pegasus Aviation Quik-Pegasus, builder of the Quantum series of trikes, introduced their newest model at Blois. The Quik is well named, for it uses 100 hp to push a tiny but stout wing at speeds beyond 100 mph; it's very fast for a trike! Cruise is a "comfortable" 80 mph, yet stall occurs at a rather low 30 mph. If the speed (or cost) is too high for you, Pegasus also sells this model with the 65-hp Rotax 582 engine. Pegasus Aviation, England, 011-44-1672-861-578, info@pegasusaviation.co.uk.

FK-Lightplanes Polaris-Third in the impressive model line of FK Lightplanes is this FK-14 Polaris low-wing cruiser. It's a little fast for the proposed light-sport aircraft category, but with an 80-hp Rotax 912 and the correct prop, Polaris can cruise right at LSA's limit of 132 mph. Polaris is built entirely of composite with a welded steel cage around its spacious cabin. Slotted flaps give it a stall speed of only 40 mph. FK Lightplanes, Germany, 011-6232-72-076 B&F_Technik@t-online.de, www.FK-Lightplanes.com (English site).

Pipistrel Doo Adjouscina Sinus-This beautiful motorglider called the Sinus is built in Slovenia, along with a shorter-span version, named the Virus, intended for cruising. The names-Sinus and Virus-don't exactly endear themselves to Americans, but the aircraft are stunning enough to overcome the name problem. The Sinus is all-fiberglass and carbon fiber, and it can manage a 30-to-1 glide angle. A Rotax 503 is said to be plenty of power. Its wingspan is 48.5 feet, and cruise is about 115 mph under power. Pipistrel Doo Adjouscina, Slovenia, 011-386-53-66-38-73, pipistrel@siol.net

PJB AEROCOMPOSITÉ Vega-Vega continues a theme of lovely composite lowwing aircraft, but the design uses a Dacron lower-surface wing covering. PJB Aerocomposité keeps weight and price down by using the Jabiru 2200 four-cylinder, four-stroke engine, though a Rotax 912 will bump speed by 6 mph. Builders say the construction from kit is reasonable and in-flight qualities are good. A complete kit with Jabiru is about $37,000 and ready to fly is about $48,000. PJB Aerocomposité, France, 011-33-3-25-27-57-11, contact@pjbaerocomposite.com (French only at this time).

ETS Humbert Tetras-After first designing a Breezy-like ultralight, Humbert offers the same wing, but in a handsome conventional enclosure with sideby- side seating. It's popular throughout France; even the French military likes this airplane, which is known for no-nonsense quality construction and performance that matches specifications. It's priced well below $40,000, which isn't bad either. With the 100-hp Rotax 912S engine, it cruises at just over 100 mph. Tetras' wing is made of aluminum sheet supported by foam inserts. ETS Humbert, France, 011-33-3-29-25-05-75, humbert-aviation@wanadoo.fr.

SPRATT103.COM Scootair- Another aircraft that arrived late and seemed to surprise even the local aviation magazine writers was the Spratt 103 or "Scootair." It claims a 6-hour endurance on just over 6 gallons of fuel, and it sells for a low price in kit form without engine (about $4,500). It's interesting to note a French company using an American ultralight identity in "103," but it appeared a viable aircraft in the genuine ultralight class. Powered aircraft can't get much simpler than this. Spratt103.com, France, infos@spratt103.com (French only at present).

Fly Synthesis Texan-With a name like Texan, you'd think the Italian company had the American market in mind from the start. Another fine example of Italian design, the Texan has curvaceous lines in a low-wing package. The all-composite aircraft uses a Rotax 912 engine and offers a large cockpit area. But pilots seem to regard its excellent flight handling as much as its appearance. Cruising at 125 mph, Texan is well suited to LSA. Fly Synthesis, Italy, 011-39-432-992-482, info@flysynthesis.com.

Rand'kar/Rajhamsa Ultralights X-Air Hanuman -Sauper Aviation remade their J 300 into the Papango, and X-Air has also transformed their famous version of the Weedhopper. This Hanuman resembled the X-Air in some parts of the design, but the designer lowered the engine and enclosed it in a conventional nose pod. This changes the appearance dramatically and could increase its appeal to general aviation pilots who are checking out light-sport aircraft. The Hanuman was still in prototype development at Blois. Rand'kar/Rajhamsa Ultralights, France, 011- 33-2-40-64-21-66, contact@randkar.fr.

Many excellent aircraft may be headed our way Parlez-vous Française? Sprechen Sie Deutsche? Parlate Italiano? Fortunately, to understand European recreational aircraft you don’t need to speak French, German, or Italian. Yet the light-sport aircraft (LSA) that may interest you could come from countries where the mother tongue isn’t English. Welcome to the globalized world of light-sport aircraft where the workers who built your plane may speak Polish, Russian, Hungarian, or Latvian in addition to French, German, or Italian. Though many intriguing ultralights come from Europe and Americans have seen a few of these, many are a complete surprise to Yankee pilots. That will change. Last year after EAA AirVenture Oshkosh 2002 ended, I traveled to Blois (pronounced Blwah), France, a town about 200 kilometers south of Paris. There I attended the 22nd salon (or air show) that organizers present at this location each year in late summer. Let’s take a walk around the salon at Blois. What Aircraft Look Interesting? People arriving at air shows or those at home who can’t go often ask the question, “What’s new at the show?” Usually those of us in the media have some idea about the new flying machines, as it is our job to find them and tell readers about them in articles like this one. At AirVenture, Sun ’n Fun, the Northwest Regional EAA Fly-In, or any of the other fine shows around the country, that job can be demanding. The challenge is to find the few genuinely new or outstanding aircraft from the hundreds or thousands in attendance. At Blois, the job was easy. Almost every aircraft seemed new, and many were uncommonly shapely and beautiful. The diversity was marvelous. “White, composite, and from overseas” remains a lingering theme this year. In Europe, white-andcomposite seems to rule, yet they don’t own the market. I saw several new trikes, including the Pegasus Quik, indicating that trikes are still popular as well. A French company is offering a super-basic “103” aircraft even though our simplest U.S. rule doesn’t apply in Europe. A Slovenian company showed one of the most beautiful and practical motorgliders to emerge from the category. Do you know where Slovenia is? (Hint: It’s a picturesque country east of Italy near that country’s northern border.) Even with those lightplanes made of more conventional shapes, the diversity continues with all-metal planes, all-fiberglass planes, allcarbon fiber planes, ones with mixed steel and fiberglass, aluminum and steel. Two of these aircraft featured retractable gear. About the only thing Blois didn’t offer was floatplanes. A few floats for trikes were displayed, but their impact on visitors was modest. Why, I wondered? Later I was told France only has two lakes in the entire country that permit floatplane landings. No wonder floats aren’t popular in France. My home state of Minnesota has over 15,000 lakes, and you can land on just about all of them. Quite a difference. Aerocar developer Molt Taylor is quoted as saying that “An airplane will get you from one place you don’t want to be to another place you don’t want to be…the airport.” While devised as an argument for his airplane-to-car convertible, it is nonetheless true that airports in the United States aren’t often a place you and your family might want to spend the day. Yet at airfields across Europe, a restaurant is often part of the facilities. And I don’t mean some vending machine station; I mean a restaurant that the locals like to frequent for excellent food and drink. When the planes were tied down at the end of the day in Blois, many of us headed over to the restaurant for a chilled beverage, served to us in a pleasant outdoor seating area. A Confluence of Events Why have American and European light aircraft undergone such different development phases? The simple answer is “because they had to,” but a more accurate reply is that three primary events drove the change. I have followed European aviation for many years. In the early days of ultralight aviation, Euro designers pumped out numerous versions of trikes, each with increasing sophistication. In those days, American companies supplied most of the fixed-wing designs that European pilots flew. That began to change in the mid- 1980s when European authorities started to impose noise regulations. Yankee designers didn’t pursue this change vigorously and, as a result, more European-created fixed-wing ultralights began to show up at their airfields. The first ones looked like American designs but with more attention to noise reduction. These designs succeeded nicely; European aircraft are much quieter than U.S. models. Of course, you pay for this hardware in higher prices and higher empty weights. Eventually those Euro ultralights began their own evolution to light planes. The second event involved fuel prices that began to rise all over the European continent. Today, Euro aviators pay $8-10 per gallon of aviation fuel. Those who can use auto fuel are luckier, but they still have to pay $4-6 a gallon. The wholesale price of fuel is essentially the same all over the world; the difference is in taxes. With these high prices (or taxes), fuel efficiency became ever-more important to Europeans. Again, Yankee designers who see auto gas prices of $1.50 a gallon at home weren’t motivated to put extraordinary efforts into reducing fuel consumption. Third, the low impact of general aviation in Europe must be considered. To buy and operate a Cessna 172 would be prohibitive for all but the most affluent European aviators, much like buying and flying a new Bonanza is out of reach for most American pilots. A Cessna 172 typically rents for $150 an hour and burns 8-10 gallons. New European “ultralights” (they’re definition of an ultralight more closely matches our proposed lightsport aircraft category) fly as fast on half the fuel or less. That’s a big savings, and you can afford the aircraft purchase price. So Europe went from building just trikes to building trikes plus quiet three-axis aircraft that evolved into their “ultralights” of today, which we perceive as illustrating that “white, composite, and from overseas” theme. These aircraft came about partly to address the lack of used Cessna 172s and to cope with the high cost of fuel for a population that wants to use these light aircraft to tour around Europe. A fourth factor is a sleeper. After the Soviet Union fell a dozen years ago, the marketplace was suddenly flooded with talented engineers and workers displaced from their state aviation industry jobs. They work for a fraction of western wages and yet bring many skills to the job. Combine this hunger for work with the West’s interest in developing efficient touring aircraft, and you have a formula for the development of more exotic light aircraft than are found elsewhere in the world. That brings us to the European Union (EU) of today. It has the aircraft and systems to produce them. Most have been through some level of certification and are manufactured by people who understand certified aircraft production. Add to that experience the coming light-sport aircraft rule, and you have identified why the path from Europe to America is becoming well worn. The Light-Sport Aircraft Appeal Europeans want a piece of the U.S. action. For one, the United States is far and away the world’s largest aviation market in all categories. The EU countries altogether boast slightly more population than the USA, and the number of sport aircraft flying in all EU countries is roughly the same as the USA. But America overwhelmingly dominates in the general aviation segment with about 70 percent of the world’s fleet. But with sport aircraft, the EU is a close competitor. In essence, then, the USA represents a potential doubling of the market for European-designed aircraft. One way to review what Europe has to offer is to join me in a photo tour of the offerings shown at Blois. I’ve selected 19 of the most interesting aircraft I saw at the 2002 show. The range is considerable, but my focus was on new aircraft I hadn’t often or ever seen. A few of the popular European aircraft were not included as Americans already know them. With each photo, I’ll present a few brief comments and a way to get more information. I have not assembled the aircraft into any particular order. You’ll know what you like when you see it. It will almost be like going to France!

Published in Experimenter Magazine

Xair Standard and F Models

By Dan Johnson || February 13, 2004 12 Comments

FLAT WING - The standard model of the Xair has a significantly different wing than the F (for flaps) model. Note the outer span surface is flat on the underside where the root area has undercamber.

SWING AROUND - U.S. distributor Bill Magrini shows the first step of entry to Xair. This process can be eased with a larger opening, available as an option.

AUSSIE POWER - Not often seen on American ultralights (though more common on heavier kits), the Jabiru engine mated well to the Xair in my limited time with the aircraft.

DUAL CONTROLS - Full controls except toe brakes are available for both seats. Throttles (center foreground and left edge) are on the left for each occupant, an arrangement most pilots will like.

FABRIC STORAGE - Aft of and between the seats is a fabric storage area the designer says can accommodate 44 pounds of gear, all in-flight accessible through the zippered door. Note the headrests.

SIGHT GAUGE - It isn't sophisticated but it works as well as any method. The Xair's hand-marked fuel tank leaves no doubt and can easily be seen.

BUSY INTERSECTION - Where the front fairing meets the aft one, the Xair takes on the appearance of complexity. Note the nice finish on all parts.

PAIR XAIR - The foreground Xair is the standard model while the one in profile is the F model. It gets its name from flaps but that isn't all that's different.

OVERHEAD FLAP - The F model has flaps and the control is located between the seats overhead. The hardware is simple and functions well. Note slight change in zippered access door from the standard model.

STOUT GEAR - The tubing is sufficiently robust, but what make the Xair's gear work so well are the spring-and-piston shock absorbers. On one landing I tested this capability to find it very effective.

Flaps and Less (span); The F Model Xair

he Xair hardly looks like a Weedhopper anymore. And its French-based producer, Randkar, may no longer care to associate with the pioneering design (though they surely wouldn’t mind selling 4,000 units like the Weedhopper). Indeed, the machine is now so different, the heritage barely reveals itself. Today, it may take a stretch of imagination to see the Weedhopper under the Xair’s fancy new coverings. To try, let your mind’s eye take away the entire cockpit assembly and the aft fairing. What you’re left with does begin to look like a Weedhopper. The swept wing with its long chord, the simple, angular tail… it’s clearly a derivative of John Chotia’s Weedhopper.* Global Contender Created in America, the Weedhopper migrated to Europe (where more than one company picked up on the simple ultralight). One of those companies is France’s Randkar, which produces the Xair. It is built by an Indian company, Raj Hamsa, and returned to American soil by its U.S. distributor, Sky Rider. The globalization of ultralight aviation continues. In truth, the Xair is much closer to its British cousin, the AX-2000 from Pegasus Aviation – who bought the design rights to theiriteration of the Weedhopper from yet another French company. Both the AX-2000 and the Xair have made the older Yankee creation into “proper little airplanes” with the right accouterments of “proper” airplanes. Yet both retain some of the nice qualities of the genuinely ultralight Weedhopper. The combination may interest many buyers. Randkar has prepared the Xair with full dual controls and an amply wide side-by-side cabin that makes it work well in a training environment. The Xair performs well with the 65-hp Rotax 582 that will be preferred for most schools dealing with larger-than-average American students. For my evaluation, Sky Rider made available two models of the Xair and I jumped at the chance to fly both and compare. For a few separate comments see the sidebar, “The F Model Xair.” Buyers can choose between a “standard” model and an “F” model. The differences are not subtle. The standard model uses double-surface covering on the outer two-thirds of wing span, but a single surface with an upward curvature on the inner third of the wing at its trailing edge. Sky Rider’s Bill Magrini says this is to provide a flap-like action when at higher angles of attack. Look at the photos to note a downward-sloped area near the cabin. At low angles of attack, presumably this effect would be lessened. Contrarily, the F model with flaps also has a shorter span wing with full underside surface. The span difference is 32 feet on the standard model versus 30 feet on the F model, logically adding a bit of speed and slightly more responsive aileron action. The shorter span is also a more symmetrical airfoil compared to the standard model’s undercambered lower surface. The original Weedhopper design always had struts like modern designs but the tubes were all rounded and had bent ends, to keep the cost as low as possible. In keeping with its more deluxe image, both Xair models use faired struts as standard equipment. The same is true for the aft fairing, which the older Weedhopper never used. Randkar reports, “The base of the fuselage frame is made of welded steel. This includes all the brackets that receive the tubes connected to the main frame.” The standard model is simpler mainly in that it does not have flaps. The F model, so named for this feature, has a lever situated between the seats mounted off the overhead cabin. In-flight trim is also standard and is a feature found on both models. Flaps are two positions of deployment plus neutral. The lever consists of a short handle with a spring-loaded finger pull to change detent positions. Flap movement had a light touch for such a short moment arm. However, in the standard model, I did not find the lack of flaps to be little impediment to normal landings. Xair Inside Entering the Xair reminds me of the Phantom. At least in its basic configuration, you’ll have to do the Phantom (or Hurricane) Twist: stick one leg in and wiggle your body around tubes until you settle into place, drawing in your outside leg during the process. At normal FAA weight and average stature, I didn’t find it too challenging but it’s much harder than a Flightstar or Sky Ranger. Less flexible pilots will probably want to buy the door extension kit that enlarges the opening a few inches and eases the entry/exit effort. Once seated, you should find the Xair’s standard seats to be quite comfortable with a tall backrest that even includes a small headrest. In an hour’s flying, I noticed no discomfort. The seat covers are nicely upholstered and boast the Xair logo. Both seats also have standard 4-point seat belts. Behind your head, you have access to an optional sewn aft baggage compartment between the seats. You can put up to 44 pounds of gear in this location and much of it could be reached in flight through a half-moon-shaped zipper. Toe brakes are fitted only on the pilot’s side, though both sides have rudder pedals. I found the Xair’s differential brakes grabbed pretty well and could definitely help tighten up ramp area maneuvering. Taxiing, the Rotax 582-engined Xair seemed to run its smoothest at 2,800 rpm, so the brakes were useful when operating on a hard surface. Shock absorbers are fitted to all three wheels and they are a stout coiled spring plus piston component. I made my own test of this suspension on one landing that wasn’t my best. The Xair smoothed out the touchdown so certainly that I knew no damage had occurred (well… it wasn’t that bad of a landing). The French designer says, “The [ground] roll is very comfortable, due to the soft suspension that takes the bumps out of the roughest terrain and really gives you an ‘air cushion ride’.” The factory also says that nosewheel steering, linked to the rudders, gives a tight turn in a radius they say is about 15 feet. The Xair’s instrument panel is large enough to accommodate all the switches and gauges or other instruments and radios you may prefer. Into Thin Air U.S. distributor Bill Magrini didn’t install the (optional) doors on the Xair, a good thing given Florida’s spring warmth. However, I was happy to have a windscreen and a full nose pod that would keep runway sand and dirt from flying up in my lap. The Xair leaves the ground in about average distance for an ultralight of this configuration, roughly 250 feet, though I did not try a maximum performance takeoff. Climb seemed a little weak to me yet the designer says, “Fifty hp [is] enough!” Perhaps the prop was not optimized for the engine or the engine wasn’t turning full rpm. However, complicating my effort of assessing climb performance was a day full of convective activity as is so common in central Florida. Landing approach is recommended at 50 mph like so many other ultralights. Magrini uses the technique of 50 mph on approach assuming an active day, then transitioning to 40 mph over the numbers, and rounding out at about 35 mph. I found this practice easy to replicate but you must manage your energy once you get into ground effect. Magrini told me the Xair has an 8:1 glide. Some pilots think the steeper glide makes landing the standard model easier as you can rush toward the ground; your round-out results in a long float. In fact, I found it tended to sink out when I got slow over the runway. It was this characteristic that gave me a chance to discover the effectiveness of the spring landing gear. Subsequently I used 60 mph for initial approach and I found this preserved energy during round-out better, yet without scooting me to the far end of the runway as it would in a longer gliding ultralight. The French factory says the Xair takes off in a very short distance though I did not find it remarkable compared to some other ultralights. Perhaps they are comparing it to the new proposed breed of fiberglass light-sport aircraft that require more takeoff roll to achieve flying speed. Since Randkar says indicated airspeed is 35 mph on breaking ground, they are using greater familiarity with the Xair to lift off at lower speeds. After assuring a safe speed after breaking ground, the company advises climbing out at 45 mph, a speed that seemed slow to me. The company also advises approaching at 50 mph down to a very short final, which isn’t much different than my experience but I find it interesting that they say to climb slower than they approach for landing. Randkar also says, “The flare is a piece of cake, as the ultralight loses speed quickly when leveling off. Coming in too high will rarely be a problem.” Their landing advice continues, “Just push on the stick and if that is not quite enough, slipping in at 55 mph will let you down with no hassle or stress. This ultralight is ideal for training or for pilots who don’t relish cold sweats.” With characteristics like this, who needs flaps? Inside the Xair’s ample cabin the dual joysticks don’t have to duel for space. The stick on each side has plenty of room for full stick motions in my experience, although a much larger pilot should evaluate this for himself. Randkar says their measure of the roll rate reveals “a highly maneuverable machine, with 2.2 seconds from 30° left to right and 3.5 seconds for 45°”. I tried the 45° series of roll reversals and agree with their figure. Though this is a respectable roll rate, I’d place it at about the median of all ultralights I’ve flown. Roll pressures are kept low by using a rather narrow chord on the ailerons. The solid linkages yield a smooth feel with a reasonably light touch. Ultralight Cruiser The F model Xair was fitted with the 4-cylinder 80-hp Jabiru 2200 engine. With this 4-stroke engine, the heavier aircraft is 7 to 10 mph faster than the standard model. According to Magrini, prop choices will run from a 72-mph cruise with a climb prop to 77 mph with a cruise prop. Interestingly, 75 mph is a high-speed cruise with the Rotax 582, according to the French developer. Vne is 95 mph. In my flying I tended to see more in the 60- to 65-mph range. I believe that to see cruises above 70 mph, you’ll have to set power fairly high. Magrini reports that the Xair will hold altitude at 5,000 rpm with two aboard at about 50 mph. I didn’t find that power setting would work to maintain altitude in my hour aboard the standard Xair but the uneven air may have been a factor. The engine is not the only difference between the two models I sampled. Area in the standard Xair’s undercambered wing is 171 square feet whereas the F model has much less area at 141 square feet on a shorter span. With another 15 hp and 30 square feet less wing area, you might think the F model would be faster. My time was limited in the F model but I didn’t see much difference. Even the factory says only 8 mph more with the bigger engine but it will get off terra firma in a shorter ground roll. The standard model with Rotax 582 didn’t climb with the enthusiasm I expected and Magrini was somewhat mystified. He says the factory claims you can climb as low as 45 mph. When I tried this speed, we weren’t climbing though the patch of sky in which we were climbing may have been producing sinking conditions. Randkar has measured climb rate at 820 fpm with the Rotax 582. We were showing a climb rate of about 500 fpm at 6,000 rpm and operating close to gross weight. The day was hot and humid in addition to being moderately convective. Another reason I believe this engine may not have seen peak revs is that the French builder states, “The ultralight performs well with 50 hp as long as you don’t try to carry two elephants with luggage.” I wouldn’t recommend the popular 50-hp Rotax 503 for use by Americans unless you and your flight companion fit FAA’s 170-pound average or less and you fly at lower elevations. The standard model I flew used a Rotax 582 with a 2.62:1 drive and a 3-blade prop. Magrini prefers a 3-blade prop for its smoother operation though the customer’s F model I flew had only a 2-blade prop. Power-off stall indicated barely above 30 mph as Magrini had predicted, though at these numbers instrument error may be present. The center section of the standard model wing – with its single-surface root and significant undercambering – provided adequate roll control at 30 mph. Magrini reports a solid safety record for the Xair. He offered no specifics but told a story about a pilot who – after rigging controls incorrectly – struck a ground vehicle at near flying speed. Magrini says “a couple thousand dollars worth of parts” had him flying again and that pilot now has 80 hours on the Xair. Before stall break, the tail revealed a slight shaking in a clear warning. The Xair exhibits a clean break but it didn’t nose over steeply and the altimeter showed about 150 feet of altitude loss. Relaxing backpressure on the joystick helped exit the stall rapidly. My longitudinal stability checks showed a reasonably quick return to the trim speed after about three oscillations. I found adverse yaw to be modest, perhaps as the designer used a short chord aileron. Randkar also reports, “On the yaw axis the Xair is remarkably consistent and dependable: you can get away with almost anything. With the ball in the left or right, the machine remains docile.” Nonbuilder’s Delight? One reason to consider an Xair purchase is its relatively low assembly time. One has been assembled at an airshow to prove the point (though factory experts did the work). Randkar has done much to ease the assembly process. Many subassemblies are factory-built for you. And the factory says, “Almost all bolts are in place, ready for tightening.” The cockpit cage also comes with all controls fitted. Fittings where pop rivets are used do not require user fabrication. For example, the strut assemblies only require the owner to fit a clevis pin and safety; the rest of the strut comes ready for assembly. No part of the Xair bolts one round tube to another the way the old Weedhopper did. Most tail fabric comes preinstalled including rudder, horizontal, and control surfaces, although not the vertical stabilizer. Magrini built the Xair used for this evaluation in two weeks adding up to about 60 hours of effort. The factory lists a build time of 40 hours, but this is presumed to be an airframe-only number before finish work. Magrini does not feel he is an experienced builder though he has “done several other aircraft.” He feels the average builder on a first-time effort would probably take about 80 hours. The Xair with Rotax 582, manual start, B gearbox, radiator, instruments, battery box, and prop is priced at $13,691. With the Jabiru 4-stroke engine including electric start, instruments, mounting kit, and prop, the Xair standard sells for $17,995. Add $1,200 if you want the F model with the double-surface wing and flaps. In some climates you may want to add the optional doors for $322. Large or less flexible pilots may want the door extension kit for $125 and the larger doors for this option run $405. U.S. distributor Sky Rider offers a complete in strument package including: altimeter, ASI, compass, tachometer, hour meter, dual CHT (or water temperature) and dual EGT gauges, slip indicator, voltmeter, and ammeter for $595 extra. Load it up fully and you could still stay around $15,000 for a capable ultralight. Being able to go 4-stroke for less than $20,000 is possible and may interest some buyers. Sky Rider has also been testing the 60-hp HKS 700E engine, which is offered as another 4-stroke choice for the Xair. Magrini indicates that he sold Randkar production #757 last spring. Of this impressive worldwide fleet he believes 90% are flying. Somewhere over 20 Xairs are flying in the USA. As of May 2002, Magrini had been dealing with France-based Randkar for two years. A former general aviation pilot, Magrini got involved with ultralights when he lost his medical. Prior to a bout with cancer and while he still owned his Bonanza, he experienced a couple of very expensive annual inspections and decided ultralights were a good alternative. The attractively priced Xair was his choice. Give Sky Rider a call and see if you also want to make the Xair choice. *John Chotia is deservedly given credit for the Weedhopper’s terrific success at the dawn of ultralight aviation. However, the truth is that he was given considerable assistance in creating the design. His consultant? None other than Klaus Hill of early ultralight design fame. Hill was the man behind the Hummer, SuperFloater ultralight sailplane, and other designs.

Published in Light Sport and Ultralight Flying

Seating	2, side-by-side
Empty weight	354 pounds ¹
Gross weight	992 pounds
Wingspan	32 feet ²
Wing area	164 square feet
Wing loading	6.0 pounds per square foot
Length	18 feet 8 inches
Height	8 feet 4 inches
Kit type	Assembly kit
Build time	60-80 hours
Notes:	¹ Basic equipment only. ² F model has shorter wing and different airfoil (see article).
Standard engine	Rotax 582 ³
Power	65 hp at 6,500 rpm
Power loading	15.3 pounds per hp
Cruise speed	60-75 mph
Never exceed speed	95 mph
Rate of climb at gross	820 fpm ⁴
Takeoff distance at gross	200 feet
Landing distance at gross	270 geet
Notes:	³ as tested ⁴ I witnessed only 500 fpm (see article)
Standard Features	65-hp Rotax 582 (50-hp 503 available for lower price), in-flight adjustable trim, partial enclosure, dual flight controls and throttles, pilot-side toe brakes, deluxe seating, heavy-duty suspension, mostly enclosed cabin with wide seating area, mechanical brakes, no-paint sewn Dacron coverings.
Options	60-hp HKS 700E, or 80-hp Jabiru 2200 engines, electric starter or E-box with electric starting, doors - in two widths to go with a door extension kit to allow easier entry - full instrumentation, baggage locker, wheel pants, landing light, floats, and ballistic parachute system.
Construction	Aluminum airframe, steel components, fiberglass nose fairing, Dacron fuselage fairings, sewn Dacron wings. Fabricated in India for French manufacturer.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Proven design shape (recognize the Weedhopper heritage?), nicely evolved to be a contemporary ultralight. Simple, easier-to-build kit. Significantly enclosed yet open ultralight-like flight qualities. Aft fairing encloses tail structure. F model widens the product line.

Cons - Xair is no longer a "modern" design, appearing dated to some buyers. Does not extend the performance envelope of many other ultralights you can buy. Foreign production may worry some customers, which may affect resale pricing.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Flaps only available on more expensive F model (which flies somewhat differently). Flaps on F work easily with detent release lever. Exterior fuel fill. Simple sight gauge for quantity. In-flight trim. Differential toe brakes (left side only). Panel-mounted choke and kill switch.

Cons - Fuel in the cabin can create spills and smells (but does make it easy to check quantity). Standard model has no flaps ($1,200 option as part of F model). Cockpit pull-starting could be challenging; no locking brakes for exterior start. Fairing conceals bolts you might like to inspect.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Large enough panel for many instruments or radios. Dual throttles are a nice touch for comfort (though neither side has a hand rest). Comfortable seats with tall backrests and head rests. Four-point seat belts. Aft (optional) cargo area accessed by zipper.

Cons - Entry - at least without optional door extension - may be difficult for less flexible pilots. No adjustment on seats (though they worked fine at my average height). I couldn't reach instrument panel with belts tight. Cargo area is for softer items that don't require securing. Doors not evaluated.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Excellent suspension (pistons and coils), good for student use. Trailing link nosewheel action automatically straightens ground track. Differential gear made for tight turns (company says 15 feet); brake effectiveness better than average. Good ground clearance (best without optional wheel pants).

Cons - Pretakeoff visibility isn't as good as pusher-engine ultralights. No other negatives.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Lack of flaps on standard model hardly missed; low kinetic energy design allows steep flying descents. Excellent visibility on landing approaches; good also to side and partly to rear. Flaps on F model were helpful (though not powerful). Xair slips went well to each direction.

Cons - Round-out can happen rather quickly due to quick fading of airspeed in ground effect. Glide is weaker than many modern designs. Climb was a little soft in test Xair standard. Wheel pants will limit your rough-field landing potential.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Fairly brisk roll rate (about 3.5 seconds 45°-to-45°). Good execution of precision turns to headings. Relatively low adverse yaw. Pitch well damped; you won't need to think about it all the time. Well behaved for flight training use. Good crosswind and slipping control authority.

Cons - Rudder seemed stronger than ailerons (though coordinating was easy in 30° Dutch rolls). Steep turns required additional back stick and power to sustain altitude.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Can cruise swiftly compared to many ultralight trainers. Slows well to a 50-mph cruise, a speed many enjoy in ultralights at which vibration and noise were reduced in the Xair. A Vne of 95 gives the design room for higher power like the Jabiru.

Cons - High power setting required to hold a cruise of 75 mph, resulting in higher fuel consumption. Glide was modest at 8:1; factory states sink rate is about 600 fpm, average among ultralights. Climb in the test standard Xair was only about 500 fpm (though this may be due to prop selection or engine limitations).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Each elevator half has its own link (aft of a Y junction), providing greater redundancy in this important control. Secure seat restraint is standard. Good longitudinal stability profile; recovered in about three oscillations. Stalls tended not to wander left or right after break.

Cons - Stall exhibits a clear break for those who prefer something even milder (though recovery was swift and normal with about 100 feet of altitude lost). Suffers slightly from common problem of high tractor engine installations: tendency to nose over on power increase.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Distinctive swept wing and angular tail. Nice cabin environment; roomy for all but the largest. Can qualify as an ultralight vehicle trainer. Works well in a training situation. Docile overall with enjoyable handling. Comfortable and well protected cabin.

Cons - Not everyone wants an imported design as repairs and spare parts could be more challenging to obtain. Resemblance to Weedhopper, however faint, dates the design and may affect resale.