One sure way to know if a show works is to observe vendor participation over a number of years. As this is my 14th year attending the Midwest LSA Expo, I can tell you 2023 represents a strong turnout. Companies come back year after year because it works to connect them with interested customers. Both sides end up with smiles. In this article, I will give you a glimpse of what you can see if you can attend on Friday and Saturday. For those that cannot come, this will provide some taste of what happens in Mount Vernon, Illinois in early September. Hopefully, you can come in 2024. Every image you see below shows that vendors did not just bring one airplane to test the market. In every case, these companies brought two, three, or even four aircraft to show. That’s very rare even at AirVenture or Sun ‘n Fun. What this illustrates is that the Midwest LSA Expo (about an hour’s drive east of St.
Vashon Aircraft
Website: http://www.vashonaircraft.com
Email: info@vashonaircraft.com
Phone: 425-527-9944
Woodinville, WA 98072 - USANEWS Update — Started at Sun ‘n Fun… Preparing for AirVenture Oshkosh 2022
New Aeroprakt Importer
For several years Dennis Long has been the American face of Aeroprakt. He took over the importing and has enjoyed quite a good run. According to a quick search on Tableau Public — our source for all light aircraft N-number registrations — Aeroprakt has around 70 aircraft flying in the USA. Dennis Long sold most of them. As most readers may be aware, Aeroprakt is based in the Ukraine, specifically in Kyiv. If you weren't sure where that was in 2021, you surely know now. While the company continues to produce, said Dennis, it is operating under significant duress from the war actions. Part supplies and shipment of finished aircraft is massively disrupted by Russia's aggression in Ukraine. In this very challenging environment, Dennis is changing gears. While he will continue to help, he is turning over import duties for Aeroprakt to Andy Humphrey, a CFI, an A&P with Inspection Authorization, and a veteran of the Light-Sport Aircraft sector. Andy's Heavenbound Aviation is based in Johnstown, Ohio where he also represents Aerolite 103 and Quicksilver. Given his experience in the affordable end of aviation, it appears Aeroprakt is in good hands for the future. When Mr. Putin removes his troops from Ukraine, look for the low-cost aircraft producer to accelerate.Evektor Goes Mainstream
Evektor is back with great news for students looking for a place to get Sport Pilot (and further) training in Light-Sport Aircraft. At Sun 'n Fun 2022, I interviewed an impressive young aviator and businessman, John Mauch, Jet Access’ Chief Flight Instructor and Director of Operations. Jet Access is the 10th largest charter flight operator in the world based on flight hours and the midwestern company has extensive operations to support such aircraft. However, they also run several flight training operations. They manage their schools so well that several collegiate aviation programs have hired the company to manage their operations. Based in Indianapolis, Jet Access has multiple flight school operations now and plans several more. All of them will feature the Evektor LSA line, primarily focused on the Harmony model (video pilot report). Mauch said Jet Access chose Evektor because they have found them durable for steady flight training operations, easy-to-fly and maintain, plus they have a low fuel burn. Given today's sky-high fuel prices, this advantage has become much more important. Jet Access schools make broad use of the Evektor models. "These are technically advanced aircraft with glass cockpits and autopilots,” observed John adding, “This prepares our students for modern piloting that improves safety, while still focusing on stick and rudder skills due to cooperative flight characteristics of the Evektors. They’re also larger inside than legacy trainers with far better visibility and cabin airflow.” Jet Access ordered a dozen Evektors and plans to keep adding models as their growing operation expands. This will help many pilots seeking instruction in modern Light-Sport Aircraft.Pipistrel Generates Million$
Whatever the actual number and whatever the contract terms state, one thing seems sure. Pipistrel found Ivo Boscarol will have no trouble paying his bills. Heck, it appears he could afford his own biz jet. At Sun 'n Fun 2022 I was told Ivo sold his business for better than €200,000,000 (well over $200 million). Such high finance is way beyond my usual reporting but I'd bet those funds will be paid out on a schedule of performance. Deliver such-and-so technology to Textron by this date and you get $20 million. Deliver the next phase and get $30 million more… like that. I have no idea, of course, but however he gets paid, Ivo will be rolling in it. In all my years in light aviation, I have never heard of a higher value paid for any light aircraft company. In fact, I've never heard any number even close to that. Ivo has long proven adept at maneuvering his company and it seems he hit the jackpot this time. Some enthusiasts were grousing that Textron might never produce any Pipistrel models and who knows what the future holds. For now though, it was reported that Pipistrel will still operate its factories in Europe and Ivo will retain a 10% ownership share. Call him the Elon Musk of aviation, perhaps. It was reportedly Textron's interest in the Velis electric-propulsion version of Pipistrel that won their corporate heart. Congratulations to Ivo!Quicksilver's Four-Stroker
This article from Day 1 of Sun 'n Fun revealed a new four-stroke engine resulting from a fascinating collaboration of two light aircraft companies — although a pairing I would not have predicted. Learn more about the engine from the earlier article. At Sun 'n Fun 2022 Air-Tech Inc's Ken Borne fired the engine up for journalists and protective buyers yet I they have not yet flown their aircraft with the Aero engine. I'll be looking for news at Oshkosh about how well that engine performed and whether it could sweep through the thousands of Quicksilvers flying. Many owners have said they prefer a four stroke powerplant. When their current two-stroke engine needs maintenance, a significant number might switch to four stroke. Owners like them because they are quieter, more fuel efficient, have longer maintenance cycles, and have a deeper sound many pilots like. In addition, some locations are clamping down on two-strokes that are perceived as "dirtier" or louder or less dependable. Air-Tech, Inc., and Blackhawk Paramotor got together at last year's Oshkosh to hatch this idea (they displayed immediately next to one another and started talking…). Now, perhaps we'll see this collaboration take to the skies. If all goes well, I predict a strong interest from buyers.TL Sport Aircraft's Fleet
In a previous article, I wrote about the TL Sport Aircraft Stream aircraft. I'll follow up with a report on the Sirius LSA, too, but these aircraft have fresh representation and new relationships. The new U.S. importer of the TL Ultralight aircraft from the Czech Republic is TL Sport Aircraft, run by a capable Trey Murdaugh. You can see him in the earlier article demonstrating Stream. He has brought stability to one of the LSA sector's most successful brands. TL Ultralight is well known for their Sting after multiple generations of development. They also make the high wing Sirius, the tandem retractable Stream, and have introduced a Stream variation in side-by-side seating called Sparker. The last two are retractable speedsters both well positioned for the changes coming in Mosaic. One of the key elements to this story has TL Sport Aircraft appointing Aerosport as a dealer for their line. I flew both Stream and Sirius at the Illinois company's DeLand, Florida operation called Aerosport South (video). In fact, DeLand appears to be developing into a powerhouse of light, affordable aircraft with the AeroSport group plus another that is planning to represent multiple brands including Aero Adventure, Seamax, Montaer, BOT, Fusion, and possibly others. Collaborative efforts make for stronger companies that can better serve their clients with a choice of aircraft and service for all of them.Vashon Ranger's Secret
Finally, I'm going to tease you without telling you anything. I have been sworn to secrecy but Vashon, builder of the increasingly popular Ranger LSA is projecting a major new announcement by AirVenture. At Sun 'n Fun I did an interview with Vashon boss Scott Taylor. He didn't mention the news in the video so you won't learn it when that work is completed. However, Vashon's news will likely be regarded as a significant announcement, especially coming out at the very time I believe FAA will draw back the curtain on Mosaic …meaning the agency may announce the NPRM; the final rule is still at least 18 months away. Stay tuned here for more, and if you can make it, come see the news and feel the airshow thunder at EAA AirVenture Oshkosh 2022. It's really starting to get interesting! That wraps news from Sun 'n Fun 2022. Now, get ready for news from Aero Friedrichshafen 2022, going on right now in Europe.My moment of truth is fast approaching. Will I succeed or fail to predict the future? I have been repeating my forecast that FAA will announce a draft of their newest regulation, called an NPRM (Notice of Proposed Rule Making) at EAA’s big summer celebration of flight. I’m not betting the farm, though. I think it’s a fairly safe prediction. To win an increase in their budget a few years back, FAA agreed to complete a new regulation by December 31, 2023. That new reg is widely known as Mosaic; its full name is Modernization of Special Airworthiness Certification. Because FAA has said the agency needs 16 months to read every comment and adjust the final regulation language accordingly, seeing the future is simple math. Go back in time 16 months from the end-of-year deadline in 2023 and you end up at… yep! — AirVenture Oshkosh 2022. We will see if they meet their goal.
AirVenture Day 2: LSA Sales Backlogged • Fun Fly Zone Relocation
Sales Running Strong
Perhaps it's because Americans have been saving at a far-higher-than-usual pace in 2020 and into 2021. Perhaps it's what happens after eighteen sluggish months dominated by virus talk. Perhaps the industry has matured to such a state that more pilots have faith in the products; the LSA safety record has been "acceptable," FAA has often stated. Maybe it's simply a statement that it feels good to be getting back to normal. While EAA has signs at entry points recommending (but not mandating) face masks for unvaccinated visitors, few wore them, less than 5% use, I'd estimate. Of course, we are mostly outside, in the sunshine, with a breeze blowing. Everyone I've met outwardly celebrates a "normal" feel to the airshow. …and it's busy. I will not be surprised to hear some record numbers; fly-in airplane parking is close to using every available space. Whatever the explanations and many more are possible, it appears at least the larger, stronger Light-Sport Aircraft manufacturers are experiencing solid business. Several told me so straightforwardly. Some companies are taking orders for delivery well into 2022 — and this is not because they can't get enough computer chips (like the auto industry) or other supplies. They have enough orders in hand to cause this situation. ICON — Once-closely-watched Icon Aircraft is back at AirVenture with a large, impressive display — though far more conservative than a few years back and not right on the main walkway as they previously were. After a difficult company reorganization and subsequent personnel turnover, the company has added new staff, drawing experience from other manufacturers to rebuild their approach. Icon arrived on the scene with such gusto that they raised expectations to the moon. That's a high bar. When manufacturing costs proved higher than first expected, prices rose sharply to levels not seen among LSA. More recently, other brands have made their models more luxurious, added more advanced avionics, and powerful engines like Rotax's 915iS. This has brought their prices closer to Icon's though the A5 remains top of the price pyramid. New management is aware they have work ahead but fresh talent, adequate financing, and a resolve to move forward are a big help. Icon reported achieving Primary Category certification; this can help make sales into countries that do not use ASTM standards. VASHON — Another company reporting a full order book is West coast-based Vashon Aircraft. One area of success for the company closely associated with Dynon Avionics has been with flight school operators. That's why Vashon showed a full IFR Ranger at AirVenture 2021. Company owner John Torode acknowledged that this does not permit flight into IMC but can let Ranger be used for instrument instruction. Flight schools like the familiar, and very sturdy, construction of Ranger. They know its Continental engine. The flight school market is important for Vashon, complimenting a warm reception they've received from individual pilots. Vashon remains a relative bargain in the LSA field. Their booth buzzed with activity while I visited with John. SCALEBIRDS — Sam Watrous and his ScaleBirds team have been on a tear with their excellent scale replica light aircraft. These are Experimental Amateur Built aircraft but they've made a solid effort to make building go as easy as possible. The aircraft carefully replicate the original versions, so purists looking for that certain look can get it but in a much more affordable package than the original it mimics. Sam runs the enterprise with his son Scott and a group of support people that help them in the project. ScaleBirds was looking good in the revised North Aircraft Display area, colloquially referred to as the "Kit-Built Area." Most folks are attracted to bright polished aluminum surfaces. Certainly all that elbow grease pays off at big airshows like Oshkosh. And, speaking of area movements…Changes Ahead
FUN FLY ZONE RELOCATION — It may be sign of success. Judging from a full contingent of vendors in the light plane area, with a few vendors reporting they could not get space until someone backed out, this area reflects the health of light aircraft and ultralights. As with the LSA purveyors up north on the field, the Fun Fly Zone airplane sellers are reporting solid activity in leads and sales. At least some vendors had been informed about and were therefore discussing a possible movement of the Fun Fly Zone, colloquially known as the "Ultralight Area," to a position further south on Wittman Field. Historically, this area has already moved considerably south. It was once much closer to the Vintage Aircraft area (near Theater in the Woods). Proposed with the new idea being discussed is a longer, better positioned runway. To their credit EAA and the Ultralight Area managers over the years have made the angular Ultralight Area strip work successfully. Yet to maneuver for short final, pilots must make a series of turns, all while staying well west of traffic on the main north/south runway. It is far from optimal even if good leadership and cooperative pilots have made the current runway work. This week, EAA is demonstrating once again that they know how to produce a great show so I'd expect they'll make the Fun Fly Zone relocation go well and look good.Day 2 AirVenture began with “rain that went sideways,” according to one vendor. After a late night cranking out a report, I was grateful for an excuse to get another hour’s sleep. The overnight rain gave way to another beautiful, if hot, day in Oshkosh. Tuesday, I hiked up to the north side, where the main displays are located. Most of the higher end Light-Sport Aircraft are located in this high-traffic area. Several LSA companies have jockeyed for years to find what they consider to be the optimal location for their exhibit. Being near the main foot-traffic road is very alluring to vendors. In almost two decades of Light-Sport Aircraft (the then-new rule was announced at AirVenture 2004), LSA have integrated themselves into mainstream aircraft manufacturing …and not simply because of the aircraft offered. As late-night TV ads once said, “There’s more!” LAMA board of directors member Phil Solomon — active in the flight school business and a former importer of Tecnam — expressed that the sales of LSA and the growth and development of the industry is only one of its successes.
Flying Vashon Ranger Light-Sport Aircraft at Midwest LSA Expo 2020
New, and Moving Up Smartly
We have fresh LSA and SP kit aircraft market statistics and after some research, I will report more fully on the 3Q20 numbers. However, we know one thing already: it appears Vashon's Ranger will be the best seller among Special, fully-built Light-Sport Aircraft for this unusual year. Covid complications be damned, Vashon is putting out about two aircraft a month and it appears momentum is building. Named for a small island in the Puget Sound region of Washington state near Seattle, Vashon Aircraft is a new producer in what seemed a crowded Special LSA space. Boss John Torode, also the founder of Dynon Avionics, felt Light-Sport Aircraft were more expensive than they needed to be. To help aviation grow, John employed his experience and funds to start a new airframe company. He made most of his fortune from a semiconductor company once headquartered in the same building in Woodinville, Washington that has been reconfigured into Vashon’s home base. John grew up flying light airplanes and after doing well in semiconductors, he turned his attention to bringing modern, affordable avionics into aviation. He started in LSA where onerous certification was not required. Since the successful D-10 EFIS in 2003 Dynon Avionics has greatly expanded their line and has more recently offered products for conventionally-certified aircraft. Today, more than 20,000 aircraft have Dynon avionics gear in their panels. While Vashon is colocated with Dynon in a Woodinville industrial park, Vashon maintains a separate corporate structure. Company employees of each defend the co-owned businesses as distinct from one another. Vashon produces structural components and puts fuselages and wings together in Woodinville but these sub-assemblies are then transported to a hangar at the Paine Field Airport (KPAE) in Everett. This is the same airfield where final assembly takes place at Boeing’s massive facility.Flying Ranger
Ranger's doors swing open wide. Its cantilevered wings offer no lift strut obstruction to entry. The cabin is spacious like most LSA. Put it all together and this large, squarish cockpit can accommodate some good-sized occupants. To accommodate pilots of different height, Ranger's rudders adjust, but this must be done before takeoff as it employs a pin-lock system (nearby photo). Ranger has a listed empty weight of 875 pounds before adding options. That leaves a useful load of 445 pounds. With fuel tanks full of 28.1 gallons or 169 pounds, payload drops to 276 pounds. Fortunately lots of flying is done locally so half tanks are still plenty and would provide a payload of 361 pounds or a couple occupants at 180 pounds each. (Of course, this may change when FAA issues its new regulation in 2023.) With half tanks and no baggage, demo pilot Kurt Robertson and I probably flew below the gross weight limit. We could have flown for better than three hours. Vashon chose the 100 horsepower Continental O-200 engine that Americans know so well. It burns 5.5 gallons an hour in economy cruise, which is where most pilot may fly unless going cross country. Topped off full, a solo pilot could fly for better than five hours. In our flight, I saw speeds above 110 knots at a low altitude of 2,500-3,500 feet above ground. At cross country altitude, it was clear, Ranger will run close to the LSA speed limit of 120 knots so a lone pilot could travel as much as 600 nautical miles non-stop. Taxiing Ranger uses a castoring nosewheel. This means steering with brakes at low speeds, so both seat are fitted with directional foot pedals, which allow for very tight turns. Castor steering takes a bit of familiarization but ramp maneuverability is unparalleled. Flight controls involve dual joysticks and a center-mounted throttle. Takeoff was simple and straightforward. After liftoff, Ranger's rate of climb varied between 600-800 fpm to 3,500 where we practiced some stalls. Fuel burn during best rate of climb appears to be north of seven gallons an hour, about the same as a Rotax 912iS. Kurt reported he routinely sees 118 knots at altitude and burns 6-6.5 gallons an hour at this higher cruise speed. Flaps are electrically actuated with a button — one push for 20 degrees; another push deploys flaps to 40 degrees. We used one notch for takeoff and either one, both, or none for landing. Immediately, Ranger felt somewhat different from many LSA. First, the Continental emits a familiar growl to the Rotax 9-series' whine. Secondly, the heft of Ranger gives it a heavier feel, actually surprisingly like a Cessna 172. In flight, Ranger is very well behaved, no wonder as this model shares some designer heritage with the Van's series that are highly revered for great flight qualities. You need only minimal rudder entering and exiting turns. Joystick pressures are fingertip-light (photo). In stalls, the LSA can be called docile with no evil bones I could uncover despite fairly steep stall entries. Recovering from a full-stick-aft stall showed no steep break or wing drop. Ranger exhibits very modest pitch change when flaps are deployed up or down. In slow flight or on approach to landing, Ranger was very stable and my landing was quite good even for a first-ever effort. At Kurt's advice I held 65 knots down low, then slowing slightly.Construction & Interior
Ranger is built with all-metal construction although the main landing gear is a composite structure. Its cantilevered high wing with no lift-strut combines with a broad windscreen to offer an expansive view. Cockpit width is stated as 47 inches, broad compared to most GA aircraft but about standard for LSA; it was roomy for Kurt and me. One neat trick: remove the seat cushions and you can fold both seats nearly flat allowing you to camp overnight in Ranger. It measures a generous 78 inches from the aft bulkhead to the joysticks. The large space aft of the seats can hold up to 100 pounds. While most loading won't tolerate that much baggage weight, the space is large enough for sleeping bags, tents, fishing poles, and other (lighter weight) outdoor gear. Buy All-American? — The western U.S. company boasts that its Special LSA is fully American. "Ranger R7 is designed, engineered, tested, and manufactured at the Vashon Aircraft factory headquarters near Seattle, Washington, and is assembled at its Paine Field assembly and delivery center (on the same airfield as Boeing's wide body airliner factory)," said Vashon. Avionics are made by Dynon Avionics in Woodinville, Washington and the powerplant is built by Continental Aerospace Technology in Mobile, Alabama. The fully loaded demo Ranger Kurt and I flew had autopilot and two SkyView HDX screens. The introductory pricing has risen slightly but those on a budget can be well served by the base Glacier model that lists for $119,500 and includes a Dynon 10-inch SkyView HDX EFIS with two-axis autopilot, 2020-compliant ADS-B Out, and all the standard features you'd expect. Ranger also comes with a three-year warranty. Unfortunately, the under-$100,000 price tag of three years ago has disappeared. Exterior Treatment — The "Founders Design" with the Washington state scene (photos) adds $9,500 to the base price. A version with the back half looking similar and the front fuselage in white is only $2,500. A treatment on just the top half of the vertical stabilizer is included in the price. If six figures aren't in your checkbook the company observed, "Vashon Aircraft is proud to collaborate with AOPA Finance to offer our customers competitive financing options for their Ranger purchase." Check all Vashon Ranger's specifications on this dedicated page.https://youtu.be/hOy58rP7kYo
Thank goodness for the Midwest LSA Expo. As the one and only airshow (other than some small local gatherings) since Copperstate/Buckeye back in February, Midwest 2020 was a breath of fresh air… literally for those of us who attended (quite a few did). From my view — and to some extent for all the readers of this website — the single most valuable aspect of Midwest LSA Expo is the great ease with which one can take one or more demo flights. For me in particular, this is a unmatched opportunity to go aloft in an aircraft so I can write about it. Regretfully, my video partner Videoman Dave was not allowed by U.S. authorities to enter the country from Canada, so we did not get to capture Video Pilot Reports where several aircraft get fitted with Dave’s collection of seven Garmin VIRB cameras. Instead, my flight experience in Flight Design’s F2 and Vashon’s Ranger lack some of the wonderful video Dave assembles into the popular video on his YouTube channel.